Periodic Reporting for period 2 - THOMSON (Mild Hybrid cOst effective solutions for a fast Market penetratiON)
Reporting period: 2018-04-01 to 2020-03-31
Conclusion of the action
The overall technology packages, for both demonstrator vehicles developed in the project, showed positive tendencies to accomplish future legislative boundaries (Euro 7 scenario) without further additional technologies. The technologies developed achieved the objective of demonstrating cost effective and optimised mild hybrid vehicles, and the tools and approaches developed will enable a fast market penetration by mitigating any potential adverse impacts on product time and cost because of the associated increase in vehicle complexity.
• Advanced cost-effective boosting system: The main focus of the project was a 2-stage electrified boosting system including turbocharger and electrically driven compressor. The system design trade-off was explored, to deliver the air handling to achieve engine power targets. A topology optimization process was also developed and applied to the intake ductwork, to optimize the flow into the second stage, achieving a 2% improvement in compressor efficiency. The project also looked at exhaust temperature management for diesel engines, with the introduction of an inner insulated turbocharger technology. A system model was developed and integrated into the energy optimization framework to show the potential of a 3% fuel consumption improvement at iso-NOx. An engine-independent transient boosting system test facility was created to demonstrate the benefits of this boosting system.
• Emission, energy and thermal management: development of a high-fidelity total vehicle model, representing both hybrid demonstrator vehicles. The toolchain developed is capable of identifying improved vehicle attributes at the same product cost and, incorporating a cost model, can inform cost/benefit decisions. Furthermore, it is also able to identify additional CO2 benefits from control strategies with complex interactions and reduces hybrid product development times. The impact of the technologies developed are significant reductions in the fuel consumption and pollutant emissions for future hybrid vehicles, achieved in a cost-effective manner.
• CRF together with Bosch, Faurecia and PoliMi developed a 48V mild hybrid demonstrator vehicle based on a FIAT 500X MT6 FWD equipped with a diesel 1.6 litre engine updated with a belt-starter generator (BSG), new boosting and EGR systems, and an advanced close coupled aftertreatment system including AdBlue dosing and “SCR on filter” catalyst, metallic DOC and electric Heated Catalyst (eHC). The assessment in terms of performance showed that the right matching of a new power-oriented turbocharger with the 48V eBooster allowed similar steady state and better transient performance to be achieved when compared to the reference 2.0 litre 140hp diesel engine. Thanks to engine downsizing (from 2.0 to 1.6 litres), new technologies (LP EGR, WCAC and VGT) and mild electrification, the vehicle demonstrated the achievement of the CO2 target (16% reduction on WLTC with respect to 500X 2.0 litre) and the fulfillment of all the emissions limits within Euro 6d final regulation. Moreover, it has been demonstrated that the use of 48V eHC clearly shows the potential to further reduce CO, HC and NOx emissions well below the current Euro 6d final threshold, both on the homologation cycle and under real driving conditions. In this perspective, a part of recovered energy needs to be used to heat the catalysts and, therefore, the CO2 benefit could be slightly reduced. Finally, the validation tests: WLTC and RDE tests performed in Ispra at the JRC (Joint Research Center) confirmed that the CRF demonstrator 500X 1.6 litre diesel achieved both the CO2 and emissions targets.
• Ford with his partners developed a C-Max 1.0 litre CNG mHEV with a P2 electric motor, new boosting (including eBooster), aftertreatment system with eHC and a 12/48V battery. The chosen P2 mild hybrid (48V) powertrain topology in combination with a modern, dedicated MTDI (Methane Turbo Direct Injection) internal combustion engine, fulfilled the project targets with regard to pollutant emissions, performance, driveability, cost and CO2 reduction. Furthermore, this powertrain concept enabled the development and integration of an altered level of 48V HEV user-experience introducing electrical manoeuvres and a two-pedal approach with a manual transmission. The 48V system was also used to implement an advanced boosting system. Concerning RDE, the demonstrator vehicle revealed that a CF=1 can be considered as feasible on this powertrain architecture and its performance can be at least designed to be equal or even better than a 1.5 litre EcoBoost derivative, but at approximately 34% lower CO2 emissions.
Dissemination: 19 actions were carried out along the project timeframe.