6059,72,96,97,(A,FA,FMS,MS mode E)MAA

6098,99,100,101(MS,FMS,A,FA mode C)MAA

308MAA, 348MAE (FMS,MS)
Motorsport / Automotive Powertrain

HYBRID VEHICLES
Base IC Engine
[email protected]
Hiroki Toyoda
Assistant Professor in Motorsport Engineering
 For a HEV, the primary energy
Hybrid Electric Vehicle (HEV) source is the fuel tank and
the secondary energy source is
the battery

2
Torque and power vs speed characteristics
Electric motor vs IC Engine
e-motor
Different energy sources
Different propulsion devices ratios

mHEV (12v micro Hybrid Electric Vehicle)

MHEV (48v Mild Hybrid Electric Vehicle)
REEV (Range Extender Electric Vehicle)
5
mHEV (12v micro Hybrid Electric Vehicle)
MHEV (48v Mild Hybrid Electric Vehicle)
Full EV

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Potential variation of HEV

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8
 Characteristics of alternative fuels

Each alternative fuel has its strengths and weaknesses.

Additionally, energy policies vary by country and region.

*Well to Wheel CO2 : this is a comprehensive measure of CO2 emissions that takes account
of total energy consumption from the extraction and production of primary energy sources
through to vehicle use.
9
 HEV(hybrid electric vehicle)
cooperative control
Control during downshift acceleration with sudden engine start.
The motor torque continuously changes in cooperation with between
e-motor and the engine start torque.
HEV vs ICE
Acceleration 40 to 70km/h

HEV
HEV

ICE

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HEV architecture Series-Parallel

Series-Parallel

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13
System operation

Syste

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System operation

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16
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18
One-way clutch

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 How the Planetary gear set works

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Watch 4;00-4;50 https://www.youtube.com/watch?v=MsvVD0FaF28
High-voltage electrical system Toyota Hybrid System (THS II)

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DHE (Dedicated hybrid engines)

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HEV engine
Example, TOYOTA THS

The newest 1.8-liter High expansion ratio cycle engine, which

achieves the world’s highest thermal efficiency 41% for a gasoline
engine, has been further modified, improving efficiency and enhancing
driving performance through increased rpm. 23
HEV IC Engine
Example, TOYOTA 2ZR-FXE engine
Atkinson cycle operation
VVT-i(Variable Valve Timing-intelligent)
Cooled EGR system
Compression Ratio 13.0 : 1
Bore 80.5mm Stroke 88.3mm

The intake manifold is made of resin. The improved

performance by optimizing the port length

Preventing rev up (the rotation speed increases

more than necessary) when the engine is restarted
by downsizing the intake plenum volume.

The EGR chamber is built into the intake manifold

to ensure uniform distribution to each cylinder.

Auxiliary belt less by the adoption of electric water

TOYOTA 2ZR-FXE engine pump
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 HEV engine displacement
Increasing the engine displacement makes it less efficient at low loads, because it is pumping
loss with a throttle. In the HEV, this is an area that is not used because it is EV driving mode.

When the displacement is increased without changing the number of cylinders, the SV ratio
(surface area/volume ratio) per cylinder is lowered, the heat loss and the cooling loss are
reduced. In result increasing the displacement, fuel economy will not deteriorate.

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Atkinson-cycle engine
The Atkinson-cycle engine is a type of internal combustion
engine invented by James Atkinson in 1882.

This engine used poppet valves, a cam, and an over-center arm to produce four piston strokes for
every revolution of the crankshaft. The intake and compression strokes were significantly shorter 26
than the expansion and exhaust strokes.
Miller Cycle /
(Simulated reproduction) Atkinson Cycle
The main objective of gas exchange layouts with extremely early
intake closing (Miller cycle) or late intake closing (Atkinson) basically
is less a reduction of the effective compression, but a simple
realization of an extended expansion ratio

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28
Miller / Atkinson Cycle
Fuel economy benefits

Fuel economy benefits is a sufficiently

high geometric compression ratio CR14
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Basic principles of Valve timing

As engine speed increases or decreases, a

compromise setting is used to keep valve timing
relatively close to what is needed for efficient
engine operation.

The dynamics of airflow through a combustion

chamber change radically between 2,000 rpm and
6,000+ rpm. There is no way to optimise the valve
timing for high and low rpm with a simple
crankshaft-driven valve train system.
 VVT-I (Variable Valve Timing with intelligence)
VVT-i is a similar system developed by Toyota and has
several variants among which VVTL-i (Variable Valve
Timing and Lift intelligent system) is analogous to VTEC.
VVTL-i was first used in 1999 Toyota Celica SS-II.
System Description
Variable Valve
BMW VANOS Varies intake and exhaust timing by rotating the camshaft
Timing
Ford Variable Cam Timing Varies valve timing by rotating the camshaft

Varies intake, duration and lift by using two different sets of

Honda VTEC
cam lobes

Honda i-VTEC Adds cam phasing (timing) to traditional VTEC

Mazda S-VT Varies timing by rotating the camshaft There are various
Mitsubishi MIVEC Varies valve lift manufacturers systems
Varies intake, duration and lift by using two different sets of which offer variable valve-
Nissan VVL
cam lobes timing capability. Some are
shown on the left.
Porsche VarioCam Varies intake timing by adjusting tension of a cam chain

Varies intake timing by adjusting tension of a cam chain as

Porsche VarioCam Plus
well as valve lift by different cam profiles

Rover VVC Varies timing with an eccentric disc

Toyota VVT-i Varies intake timing by rotating the camshaft

Varies timing by rotating the camshaft and switching lift

Toyota VVTL-i
between two sets of cam lobes
 Cam Phasing
The basic VVT system operates by advancing the Camshaft timing
(usually the inlet camshaft ) by using the engine’s oil pressure to
move (switch) the camshaft between two different points at pre-
determined engine speeds.

Rotary Phaser
 VVT Operation

The rotary phaser takes an oil feed and return to a set of chambers
within the cam sprocket. The chambers are connected to the
camshaft by a set of vanes which can rotate inside the chambers.
Depending on which side of the vane the oil is supplied, the cam
can be advanced or retarded under great control.
Phases of VVT operation (inlet only)

Phases (ranges) Valve Timing Position Condition Effect

No valve overlap to
At starting / stopping
prevent intake blow Improved start ability
engine
back
No valve overlap to Stable idle engine
At idle conditions prevent intake blow speed & better fuel
back economy

No valve overlap to
prevent intake blow
back & allow for
At low engine reduction of fuel Stable fast idle speed &
temperatures increase in low engine better fuel economy
temperatures, and
improved fast idle
control
Phases of VVT operation (inlet only)
Continued

Decreasing (retarding)
At light engine load valve overlap to prevent Improved engine reliability
intake blow back

Increasing (advancing)
Better fuel economy &
At medium engine load valve overlap to improve
improved emission control
EGR efficiency

Increasing (advancing)
At low to medium speed Improved torque in low to
valve overlap to improve
with heavy engine load medium speed ranges
engine efficiency

Decreasing (retarding)
At high speed with heavy
valve overlap to improve Improved engine output
engine load
engine efficiency
VVT systems Control

All VVT systems are under some degree of electronic control – usually there are a
number of inputs to the ECM, and then single output channels to each control valve.
 BSFC Performance Map
Performance map is used to display the BSFC over the engines full load and speed
range. Using a dynamometer to measure the torque and fuel
mass flow rate for different throttle positions you can calculate:

2  T  nR
bmep =
Vd

bmep@WOT

Example; BSFC contours from a 2L 4-cylinder SI engine

BSFC (brake specific fuel consumption) contour plot
Example

Example four operating points of the engine (defined by engine speed and MEP).
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 BSFC ; example
Four operating points of the engine (defined by engine speed and
Pe (MEP). The coordinates of each point and the value of BSFC
are centralized in the table below.
MEP
Engine Engine
[bar] BSFC
operating speed
(engine [g/kWh]
point [rpm]
load)
P1 2750 9 240
P2 2750 13 225
P3 3750 13 240
P4 3750 9 260

The most efficient engine operating point is P2. (lowest BSFC)

P1 and P3 have the same BSFC 240 g/kWh even at different engine speed and load.
The most inefficient (highest BSFC) operating point is P4 40
 BSFC base control strategy for hybrid electric
vehicles (HEV) ; example
How to minimize the BSFC by shifting the engine load into a more efficient area while maintaining the same engine speed.

the engine excess torque can be

used to generate electrical energy
and charge the battery.

The vehicle is running at a constant speed, in a fixed gear, the engine torque 100 Nm, 2500 rpm.
The engine efficiency in this operating point, the BSFC is 455 g/kWh.
By increasing the engine torque to 250 Nm that decreases the BSFC to below 320 g/kWh.

The excess torque (150 Nm) will be compensated by the electric machine (-150 Nm) which will
run in generator mode and produce electrical energy.
In HEV, the BSFC map is used in Energy Management strategies to calculate the torque split
between engine and electric machine for best fuel efficiency.
Motorsport Hybrid
LMP1 Audi R18 e-tron Quattro

http://formula1-dictionary.net/kers_audi_e_tron.html
 LMP1 Audi R18 e-tron Quattro (2012-2016)

Technical Specifications for the Audi R18 e-tron Quattro (and Ultra)
Turbocharged 120° V6,
Single Garrett turbocharger, mandatory intake air restrictor of 1 x 45.8 mm diameter and turbo
boost pressure limited to 2.8 bar absolute, diesel direct fuel injection,
Displacement: 3,700 cc
Power: > 375 kW / 510 hp
Torque: > 850 Nm
Hybrid system
Type of accumulator: Electric flywheel accumulator, max 500 KJ, WHP (Williams Hybrid Power)
Motor Generator Unit (MGU): Bosh MGU on the front axle, water cooled with integrated power
electronics, 2 x 101 bhp/75 kW
Drive: e-tron quattro All wheel drive
Drive/Transmission
Type of drive: Rear wheel drive, traction control (ASR), four-wheel drive e-tron Quattro from
120kmh
Gearbox housing: Carbon-fiber composite with titanium inserts
Mechanical energy storage device

Flywheel energy storage (FES)

hybrid vehicles equipped with flywheels spinning in a vacuum to produce large amounts of
power for a few seconds, enough to get a car up to speed quickly, or perhaps accelerate
safely onto the freeway. They replace the battery pack and electric motor.
 LMP1 Audi R18 e-tron Quattro (2012)

The rear wheels are driven by a 3.7-liter V6 TDI turbodiesel and do not get power from
the hybrid system.

The hybrid system provides 500 kilojoules of power in the front wheels when the
flywheel spin at full speed of 45,000 rpm (fully charged). The advantage of a flywheel
system compared to other hybrid designs is that it is a high power density with low mass,
high efficiency energy transfer system, and a long life cycle and wide temperature range.
Compared to conventional batteries, a flywheel can be charged and de-charged quickly
and also does not suffer from degradation.
The front wheels drive the MGU (the braking zones permitted are defined by the
regulations). The MGU, now as electric motor, electrically spins a carbon-fiber flywheel
that runs in a highvacuum to 45000 RPM. In this way kinetic energy is generated and
stored in rotating flywheel.
 Hybrid zones
In order to establish clearly-defined hybrid zones, those allowing energy to be
transmitted between two braking phases, the ACO and the FIA have defined the zones
where braking is sufficiently heavy to be taken into account, for every circuit. On the
13,629-km Le Mans circuit there were seven zones.
Zone no. 1: Dunlop chicane (no. 8 marshal’s post)
Zone no. 2: Forza Motorsport Chicane (no. 42 marshals’ post)
Zone no. 3: Michelin Chicane (no. 60 marshals’ post)
Zone no. 4: Mulsanne corner (no. 76 marshals’ post)
Zone no. 5: Indianapolis Corner (no. 96 marshals’ post)
Zone no. 6: Porsche Corner (no. 115b marshals’ post)
Zone no. 7: Ford Corner (no. 131 marshals’ post)
Audi R18 e-tron quattro #2 - Onboard lap of the Le Mans track

https://youtu.be/CzI93pMhaLM
END

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