As part of the European funded FP6 project Hi-CEPS, Ricardo, Ford and Eldor have collaborated to develop an efficient diesel powertrain concept suitable for a family of vehicles on a C-segment platform, including a light commercial vehicle variant. The powertrain architecture incorporates a downsized diesel engine mated to an electromechanically actuated dual clutch transmission developed by Ricardo, which is a key enabler towards reducing cost while maintaining a high degree of powertrain controllability. The work performed to date demonstrates that a diesel hybrid powertrain incorporating a Ricardo eDCT in a light commercial vehicle will yield strong improvements in fuel economy whilst retaining maximum commonality with conventional powertrain variants. The HICEPS project has targeted an overall 35 % improvement over the NEDC drive cycle. Whilst the analyses reported here show a result slightly short of this, the project team foresee further improvements. A CO2 "walk" showing an estimate of how the target could be realized. commercial vehicle is obviously not at the level of currently available C-segment passenger cars. The first step is the engine downsizing, replacing the original 1.8l with a 1.6l, which achieves an improvement of about 7%. An additional 3% can be achieved by the replacement of the conventional 5 speed manual gearbox with the Ricardo electrically actuated 7 speed eDCT. The hybridisation itself, according to the described architecture described in this paper, achieves an additional 19% CO2 emissions improvement. Further improvements in this figure may be achievable as the control strategies and calibration are developed during the hardware development phase. Interestingly, a further 2-3% may be achievable through the removal of the BSG to reduce engine drag losses (as well as weight and cost); however, this will require an alternative engine starting protocol and ancillary loads to be served by the traction motor. The magnitude of this improvement is expected to be realised during the hardware development phase. Whilst outside the scope of this paper, a separate HiCEPS workpackage has studied combustion efficiency improvements in order to get an additional CO2 emissions reduction; such improvements are expected to yield around 4% improvement within this powertrain architecture. If these results were extrapolated to a typical C-segment passenger car, normally capable of 115-120 g/km CO2 (without special features such as aerodynamic optimisation, longer gear ratios, etc.), it should be possible to achieve around 80g/km CO2, which is lower than the 2020 target of 95 g/km and closer to the emissions levels in discussion for 2025.
Development of a diesel hybrid powertrain for passenger and light commercial vehicles
2011
19 Seiten, 10 Bilder, 1 Quelle
Conference paper
English
Personenkraftwagen , Kleintransporter , Hybridantrieb , Dieselmotor , Abgasturboaufladung , Hubraumgröße , Verkleinerung , Getriebe mit mehr als sechs Gängen , Betätigungselement , elektromechanisches Bauelement , Kohlendioxidemission , Kraftstoffverbrauch , Fahrzyklus , Optimierungsverfahren , Energieverlust , Gewichtsverlust , Kostensenkung , Fahrzeugaerodynamik , Getriebeübersetzung , Abgasemission , Abgasgrenzwert , Doppelkupplungsgetriebe
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