Engine Design, Sizing and Operation in Hybrid

Electric Vehicles

Mike Duoba
Argonne National Laboratory

Presentation at University of Wisconsin-Madison

ERC 2011 Symposium

June 8, 2011

Question to Engine Experts:
Are your days numbered?
It is my dream to see our roads with at least 90% EVs
so that there's more efficient use of our energy and
resources. The internal combustion engine is one of
the most wasteful machines ever invented and we all
should prepare the world for the energy crisis we will
face when crude oil extraction enters the decline
phase.
- Ricardo Parker, reader blog, Seattle PI

take a look
under the hood

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Answer: No
EVs Can Not Be The Primary Household Vehicle.
Consumer Acceptance is Limited (with current technology)

Engines Needed

3
Hybrid Vehicle Sales Going Up!
Predicted to Top 4 Million by 2015.
- Consumer Reports: 39 percent are considering a hybrid or electric
power type for their next new car
- Other analysts say ~50 HEV models by year 2015, 10% of sales

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Engine Design, Sizing and Operation in HEVs

Discussion Outline

Introduction: Powertrains and Hybrids

Engine Start and Re-start: Emissions and fuel concerns

Peak Efficiency: Engine maps, transmissions, load points (CVTs, EVT)

Sizing: Downsizing for hybrids?

HEVs and Thermal State: Reducing fuel use with thermal management

PHEVs: Unique operation and challenges (blended, not blended, US06,
EREV engines)

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Introduction
Powertrains, Hybrids, Operation

6
 Argonne State-of-the-Art Laboratory for Research
in Vehicle Systems Analysis
Advanced Powertrain Research Facility (APRF)

Custom multi-input data acquisition specific to hybrid vehicle instrumentation

Staff at cutting edge of test procedures for new advanced vehicles

Inventing new and novel instrumentation techniques

Advanced Powertrain Research Facility (APRF) Novel Sensor Development

Tested Nearly All Hybrids in USA

Climate-Controlled 4WD Chassis Dynamometer In-House Data Acquisition

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 Powertrains: Torque and Speed to Drive at the Wheel
Urban Cycle
Prius
Veh Wt: 3250 lbs
Road Load Force
F = A + Bv + Cv2
A= 25
B= 0.139
C= 0.0164
Mismatch is only a problem for
engines. Motors can in fact be
designed to satisfy wheel
demands.

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Compare Wheel Requirements to Engine Capability

Wheel
Operation Engine Operation Space
Space

9
Compare Wheel Requirements to Engine Capability
 Transmission and Brake System

16:1 Drive Ratio

8:1 Drive Ratio

4:1 Drive Ratio

Braking Torque Device Needed

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 Terminology for Electrified Vehicles
Vehicle Type Electric Electric Grid Electric
Power Storage Connected Driving
Civic HEV
Mild HEV Low Low No No
VUE HEV

Escape HEV
Prius HEV
Full HEV Med Low No Very
limited
Hymotion Prius
Blended Med Med Yes Limited
PHEV
Intermediate Med+ Med Yes UDDS
Toyota PHEV
PHEV cycle Plug-In
Vehicles
Volt
E-REV High High Yes Full
Performance
GM Volt PHEV
RAV-4 EV
EV1 BEV High High Yes Full
Performance

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Hybrid Architectures
Torque-
Power-Split Split Gears
- Toyota Prius T 0.72T Final
- Ford Engine Motor Wheel
0.28T Drive
- GM complex 2-Mode has
fixed gear capability Gen-
erator

Clutch
Honda System I Push
Manual Final
- Insight, Civic, CR-Z  Engine M Belt
5-Speed Drive
Wheel
A CVT

Hyundai System
BAS

Motor
- Sonata 1-motor  Auto Final
Engine Wheel
- Nissan has slightly 6-Speed Drive
different 1-motor design

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Hybrid and Advanced Powertrain Operational
Features
Method Examples
Mazda 3 Prius
Engine Idle Stop eAssist
(all hybrids)
(non-hybrid) (BAS)

Prius Insight
Best Line in Map
EVT CVT CVT

Engine Downsizing Hybrids: Engine smaller or Performance Up

(electric assist)
Prius Fusion Sonata
Low-Load Electric Driving
(full hybrids)
Power-split Power-split Parallel

Regenerative Braking
All Hybrids (Full HEV recovers most)

Transient Smoothing All Hybrids

(more power = more torque authority)

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Engine Start and Re-Start
Emissions and Fuel Concerns

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 2001 Prius 2004 Prius
THS Initial Engine-Start Strategy
Cold-Start UDDS

2001 Prius

Hill 1 of UDDS requires low
driving loads. Motor handles
veh mph
driving while engine employs Key Start

controlled warm-up strategy. eng rpm/100

Conservative cold-start
strategy employed in 2001
Batt kW
Prius. No shut-down
between hills 1 and 2.

2004 Prius delays engine 2004 Prius
start after key start

2004 Prius shuts down Key Start
engine between hills 1 and 2

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 Cold Hybrid Engine Start Strategy Analysis
MY 2010 Prius uses a unique cold-start/catalyst warm-up strategy

Catalyst Warm-up Continued Vehicle Warm-up

Fast catalyst warm-up with Reduced engine speed variability

minimal fueling during vehicle warm-up

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Hybrid Operation Different Between Mild and Full Hybrids
- Different trade-offs in achieving low emissions and high fuel efficiency

2006 Civic Hybrid

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2001 Prius Hybrid

# Engine stops = 45

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Hybrid Engine Thermal Conditions Also Different

- In transient driving, full hybrid engines spend considerable time OFF.

- Cylinder, head/port temperatures, fueling strategies different
- Catalyst temperature management strategies different

2010 Prius

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Prius exhaust-to-coolant heat exchanger for improved
warm-up.

UDDS CS UDDS HS

~90 C activation temp.

Prius exhaust heat recovery system Coolant circulates At higher coolant temps.
around exhaust bypass is activated

* Figures from TMC Prius Manual

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Peak Efficiency
Engine maps, transmissions, load points (CVTs, EVT)

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Power-Split Design Enables Variable Ratio
Ratio of infinity possible launch capability

Best Line shown on

engine efficiency map

Engine Efficiency Map, , MY99 P rius

900
0.35

0.34
0.33
0.32
800
0.3 5
700
0 .3 5
0.3 5
600 0 .3 4
Engine BMEP (kP a )

0 .3 4
0.34 0 .3 3
500 0. 33 0 .3 2

1
0.33

0. 3
0. 32
0.32 0. 31
400 0.31
0.3 1 0 .2 8

300 0.2 8
0.28 0.28

200 0.25 0.25 0.2 5 Test results using in-situ

0.2 0.2 0.2 torque sensor
100 0.15
0.15 0.15

0
1000 1500 2000 2500 3000 3500 4000 4500
RP M

Source: ANL data

Location of Peak Efficiency
Atkinson Cycle Engine - Prius
o Electric assist allows engine to operate in
high torque region at given speed
Minimal torque reserve

o For EVT operation, peak system

efficiency may not be peak eng eff
Assist can keep engine in efficient zones
during transients

o No enrichment zone in map

Conventional Engine
Conventional Engine

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Low Load Electric Driving Eliminates Lowest
Efficiency Operation

40% 36.42%
0.3554
0.3642 Interesting Side Note:
35% Low-load electric driving affects engine sizing
- Honda Insight and Civic (1.3L)
30% - Prius (1.5-1.8L)
Prius avoids <30% engine operation Smaller engines are more efficient at low
25% 0.2530 loads
20%

15%

10% Engine-Off Load

5%

0%
0 5 10 15 20 25 30 35 40 45

Engine Output [kW]

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Engine Sizing
Is smaller = Better?

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Conventional Wisdom, Downsized Volt engine:
smaller always better? engine:
1.2L, 200HP
1.4L, 84HP

Smaller engine = Higher MPG!

Hybrids allow more engine downsizing while maintaining performance

? 35 MPG Mustang with 1.0L engine?

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Downsizing Limits  Baker Grade
- Hybrids boost for seconds, not minutes
- Over-downsized hybrid will be a traffic hazard!

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Regen Level Determines Optimum Level of Hybridization

MPG  Battery/Motor system size that

can fully recover regen braking on
UDDS cycle

Best cost/performance point

Level of Hybridization 

From Toyota.com
Traction Battery Type:
Sealed Nickel-Metal Hydride
Power Output: 36 hp (27 kW)
Voltage: 201.6V
27kW

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Peak Efficiency Atkinson Cycle
With respect to peak power, Atkinson Cycle is downsizing

2011 Prius 1.8L 142 N-m

Toyota Matrix 1.8L 169 N-m

Honda Civic 1.8L 174 N-m

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Downsizing? In 2010, Prius Engine Got BIGGER!
MPG: 46  50

Off Off
<8kW <8kW

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MPG Improvement Comes From Several Changes
- Same power achieved at lower RPM
- Larger high-efficiency window

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Plug-In HEVs (PHEV)
More challenges, more departures from conventional

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Two Types of PHEV Operation During Testing
Charge- Charge-
Depleting Sustaining
EREV: Defined as having the ability (start of day)

to drive all-electric under driving

SOC
style (max power in electric)

EV Sustain Mode
Mode
x
miles EV
range = Engine-on

Charge- Charge-
Blended: Does not have a full (start of day)
Depleting Sustaining

performance electric drive

system. Engine operation needed SOC
during some or all test cycles.
Although small electric drive,
Depleting Sustain
blended PHEVs can displace a Mode
x
Mode

significant amount of fuel use. miles CD

range

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Wheel Power Requirements Show When
Electric Dive Can Displace Engine Operation

EREV
Both electric-capable in this cycle
Wheel kW

Intermediate
Urban-Capable

Blended

04Prius
Full Accel
Wheel kW

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 Engine Temperature Never Reaches Operating Temp
Charge Sustaining UDDS THC 60703067
veh mph

Early engine temp rise
comes from hot coolant eng temp
purging from storage
canister (emissions
feature of Gen 2 Prius)

Normal engine On/Off Ah*10
keeps engine temp low
(70-75 C)

THC
60612031

Charge Depleting UDDS eng rpm/100

Late start controls eng temp

Temperature only reaches
~40 C

Engine is cooling from
infrequent operation

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UDDS Emissions Can
Suffer from Too Much EV
Operation
Engine Operation
Large emissions spike at first engine
operation
Google staff ironically referred to
delayed-start calibration as the low-
emissions calibration

Aftermarket PHEV Prius Production Prius

Cold Start Cold Start

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Emissions Control Possible After Long Periods of
Engine-Off

Cold-Start Urban
Normal cold-start
Hymotion Prius
emissions No emissions after long shut-down

Normal >700s (~12min) of EV operation

emission
control Engine speed (/100)
Emissions (HC, CO, NOx)

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Future Engine Technology in Hybrids Any
Synergies?

Diesels and Hybrids

Old Assumption = Diesel or Hybrid, never diesel-hybrid
New lesson = Peugeot 3006 full hybrid with diesel engine

HCCI Engines (and other advanced combustion)
Design and control suited for limited operation regime
HEV configuration with very controllable load and speeds

Lean Burn and Other Combustion Strategies
Decoupling engine load from driving demands offer more opportunities
for care and feeding of advanced after-treatment controls
Diesel DPF regen and rich events for lean-burn better controlled

Less Demanding Engine Design Requirements
Turbo lag less important
Eliminate expensive anti-turbo-lag technology in modern small turbos
Optimize peak efficiency at low loads, less compromises for peak power / liter

More Demanding Idle-Stop Requirements
Emissions concerns in restart
DI engines may be better suited for idle-stop

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Conclusions

Complexity: Engines are parts of a complex powertrain that are designed, sized,
and controlled to meet very specific requirements.

Optimization: By optimizing the whole system, engine design can be better suited
for operation that can be very different than for conventional vehicles

Peak Efficiency: Hybrid assist allow high peak efficiency during normal driving.
Efficiency not important at idle and off-idle loads.

Engine Sizing: Downsizing only goes so far in hybrids.

Thermal Management: Attention must be given for keeping engine warm to
reduce losses and lower fuel consumption.

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For More Information

Google Search:

Argonne Transportation

Downloadable Dynamometer Database (open to anyone)

Advanced Powertrain Research Facility

This work was supported by DOEs FreedomCAR and Vehicle

Technology Office under the direction of Lee Slezak.
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