Ultracapacitors Vital To 48 Volt Mild Hybrid Systems

While the automotive world is focused on lithium ion batteries that can power a car for 200, 300, or more miles, some companies are focusing on so-called mild hybrids. Those are cars that use a 48 volt system. Instead of an electric motor integrated with the transmission, most of them employ an alternator that can double as an electric motor to help move a car forward from rest. The first few hundred feet after a dead stop contribute a disproportionate amount of carbon dioxide emissions, compared to operating at a steady rate of speed on the highway.

Christian Schaefer, global director of advanced electrical and electronic architectures at Delphi, told a conference for engineers at the Frankfurt auto show last fall, “From our experience and our discussions with European OEMs, we have seen between 7 and 10 percent reductions in CO2 emissions from the current test fleet with today’s 48-volt alternators, which have a nominal power of between 10 and 12 kW. For the next generation with up to 20 kW, we expect that we could increase the CO2 reduction to 15%.”

The principal reason to consider a mild hybrid system is because it can provide a significant decrease in emissions for about 1/4 to 1/3 the cost of a full hybrid system. 48 volt systems have other potential benefits as well. Many of the auxiliary systems on today’s cars — from stop/start and infotainment systems to power steering  and coolant pumps — can operate on 48 volt electrical systems. Air conditioning compressors can be powered by electricity as well. That means the conventional internal combustion engine needs to do less work to run all those peripherals.

Many manufacturers like Audi and Volvo are incorporating electric turbochargers into their cars as well. They can spool up to operating speed much quicker than a turbo can, which improves performance without increasing emissions. Finally, electronically adjustable suspensions are coming to many new cars. They can be operated efficiently using 48 volt power without putting extra demands on the engine.

One of the vital components to all those electrical accessories are ultracapcitors. A battery stores electricity through a chemical reaction. While it can produce high power, the chemistry takes time to respond to demands. An ultracapacitor can deliver high power and accept a high rate of charge in a much shorter time, making it ideal for active suspensions, regenerative braking systems, and stop/start technology.

Maxwell Technologies is a leader in making ultracapacitors for automotive uses. General Motors recently selected a stop/start system manufactured by Continental Automotive Systems that uses Maxwell ultracapacitors for its 2016 2016 ATS and CTS sedans and ATS coupes. Maxwell ultracapacitors are already in use in over a million Citroen and Peugeot automobiles and have proven to give long, troublefree service in demanding applications.

As autonomous driving technology becomes more common, additional uses for ultracapacitors from Maxwell Technologies will be found. Such systems will rely on the high degree of reliability that Maxwell products are known for.

Delphi And Bosch Plan 48 Volt Mild Hybrid Systems

The watchwords in the automotive industry today are fuel economy (in America) and emissions (in Europe). Government regulations will put enormous pressure on manufacturers to find new ways to raise gas mileage and lower carbon dioxide emissions by 2020. In the end, electric cars will be the solution, but they will not represent the majority of cars on the road for at least 15 years or more. In the meantime, many car makers will rely on plug-in hybrid technology to help them meet the more stringent regulations.

But what if there was a way to get 70% of the benefit of plug-in hybrid systems for 30% of the cost? Delphi and Bosch both say those are the kind of results car companies could expect if they adopted the 48 volt electrical systems they have developed. The systems use a 48 volt lithium ion battery along with electronic controllers for the battery and hybrid powertrain, a DC/DC converter, and an electrically driven turbocharger for the gasoline engine, according to Ward’s Automotive. Johnson Controls is also working on a 48 volt mild hybrid system.

Mary Gustanski, vice president for engineering and program management at Delphi, says the European market will be first to adopt the new 48 volt mild hybrid systems because new emissions regulations go into effect there in 2021. She thinks China, with its intractable pollution problems in its cities, won’t be far behind. When higher fuel economy standards hit the US in 2025, mild hybrids will start being in demand in America, too.

At first, says Delphi, the systems will have an inverter that steps down the voltage to 12 volts for traditional uses such as starter motors, electric windows, entertainment systems and climate control systems. But as manufacturers become more familiar with the 48 volt standard, Delphi expects more and more of them will switch over their entire electrical system to 48 volts. That will make it possible for more auxiliary systems like coolant pumps and air conditioning compressors to be powered by electricity instead of driven by the engine. Figuring out how to make the engine do less work will further boost economy and lower emissions.

The Bosch system would include a small electric motor to provide assistance to the gasoline engine under some circumstances, such as moving away from a complete stop. Bosch says the motor could also be used to power autonomous parking controlled by a smartphone app, according to Green Car Reports.

One big advantage of a 48 volt system is that it does not require expensive and heavy safety shielding the way a full plug-in or electric propulsion system does. Those systems often operate at up to 600 volts. Saving weight will be a crucial part of meeting coming regulatory standards. Delphi plans to show off its mild hybrid system, along with autonomous driving technology it has developed, at the Consumer Electronics Show in Las Vegas that begins January 5.

Delphi showcases wireless charging for EVs at Frankfurt show

Delphi Automotive has equipped several test vehicles with its Wireless Charging System, a wireless energy transfer system featuring technology developed by WiTricity Corporation. (Earlier post.) Delphi is displaying the technology at this year’s IAA International Motor Show.

Engineers have installed the Delphi Wireless Charging System on multiple test vehicles, and have confirmed that system performance meets automotive market requirements, according to Randy Sumner, director, global hybrid vehicle development, Delphi Packard Electrical/Electronic Architecture.

WiTricity is commercializing an approach to “mid-range” wireless charging—distances from a centimeter to several meters. (Earlier post.) Developed by a team led by MIT Professor Marin Soljačić, the company’s technology is based on sharply resonant strong coupling, and is able to transfer power efficiently even when the distances between the power source and capture device are several times the size of the devices themselves. WiTricity’s technology is a non-radiative mode of energy transfer, relying instead on the magnetic near field.

Other wireless charging systems under development make use of conventional inductive charging. These systems work over a limited distance range, require precise accurate parking alignment and can be very large and heavy, making them impractical for widespread use on electric vehicles, Delphi says.

The Delphi Wireless Charging System offers more practical and flexible installation than traditional inductive systems because it uses highly resonant magnetic coupling, a modern technology that safely and efficiently transfers power over significantly larger distances and can adapt to natural misalignment often associated with vehicle positioning during parking.

The Delphi Wireless Charging System offers more practical and flexible installation than traditional inductive systems because it uses highly resonant magnetic coupling, a modern technology that safely and efficiently transfers power over significantly larger distances and can adapt to natural misalignment often associated with vehicle positioning during parking.

—Randy Sumner

As a result, Delphi charging sources can be buried in pavement, are unaffected by environmental factors such as snow, ice or rain, can accommodate a wide range of vehicle shapes and sizes and accommodate differing ground clearances. The Delphi system is also more forgiving to vehicle parking positions on top of the charger without requiring any moving parts to accommodate. The system transfers energy using an oscillating magnetic field, which is intrinsically safe for humans and animals.

According to Sumner, the system will automatically transfer power to the electric vehicle’s battery pack at a rate of 3.3 kW—the same rate as most residential plug-in chargers—and is able to do so with the smallest and lightest modules possible. These components are important to minimizing overall vehicle weight and cost while maximizing the driving range of EVs.

We are excited by our testing and validation of the system and believe we have a valuable and unique wireless charging solution that offers the most potential for widespread use in the automotive market. With the support of automotive manufacturers, this technology can be integrated into the next generation of electric vehicles.

—Randy Sumner

Wireless charging technology will need to co-exist with plug-in charging solutions, Sumner added, so that electric vehicle drivers have the ability to charge their vehicle when they are away from their wireless charging source.

Delphi also makes a Portable Electric Vehicle Charger that fits conveniently in the trunk of an electric vehicle. The user-friendly, UL-listed charging system plugs into any standard 120-volt outlet to enable safe electric vehicle battery charging at home or away. The charging unit can also be integrated into stationary charging applications.

Source: Green Car Congress

GM Reports First Quarter Profits of $3.2 Billion

General Motors today posted net income of $3.2 billion for the first quarter, its fifth straight quarterly profit since emerging from bankruptcy.

Stripping out one-time charges and gains, including $1.6 billion in income from the March sale of GM's ownership in Delphi Automotive, GM earned $2 billion before interest and taxes. GM's net income for the January-through-March period a year earlier was $865 million.

Revenue grew 15 percent, to $36.2 billion, according to the GM report issued today.

"Our first quarter results can best be described as on plan," GM CEO Dan Akerson said during a conference call with analysts. "We have a lot of work to do to leverage our scale and realize the full potential of our brands."

Strong demand in North America led the way. Earnings in the region more than doubled to $2.9 billion, compared with $1.2 billion during the same quarter last year.

But Morgan Stanley analyst Adam Jonas said GM's profit margin in North America was disappointing. Excluding one-time items, GM's profit in the region of $1.3 billion fell short of his expectation of $1.9 billion.

"North American auto profit was the biggest disappointment of the quarter, offset partially by a break-even [operating] result in Europe" and stronger-than-expected profits in the international division, Jonas wrote.

GM shares fell $1.02, or 3.09 percent, to close at $32.02 in New York Stock Exchange trading today.

GM said it expects North American profits to improve over the rest of the year, thanks to better pricing and cost cuts, which should offset continued increases in commodity costs and a shift from trucks to less-profitable cars.

No major earthquake damage

In a statement, GM reiterated that it "continues to expect no material impact on full-year results from the Japan crisis."

CFO Dan Ammann credited the strength in North America to climbing U.S. market share and increased sales volumes overall. GM's U.S. market share grew to 19.6 percent through the end of April, from 18.7 percent in the first-quarter of 2010, according to the Automotive News Data Center.

Higher volumes in the first quarter more than offset weaker prices, higher costs and the shift in product mix.

The trend toward sales of compact cars, and away from trucks, reduced profits by $100 million from the previous year, Ammann said. Costs rose $400 million for the quarter, mostly related to higher engineering and marketing expenses.

While prices rose during the quarter, Ammann said heavy discounts offered in January and February hurt net pricing, reducing GM's profit by $300 million vs. the prior year, Amman said.

Prices have risen 0.8 percent across-the-board since December (excluding incentives), including a 0.4 percent increase that GM announced last month to offset climbing raw-materials costs.

Ammann said the effect on profit margins from a shift away from more-profitable pickups and SUVs is blunted by GM's more-competitive car offerings.

"We're obviously putting the right vehicle portfolio forward for this kind of fuel environment," Ammann told reporters at GM's headquarters today. For example, Akerson said the Cruze compact's price is $3,000 higher than the Cobalt, which the Cruze replaced.

Europe is break-even

GM in Europe lost $390 million before interest and taxes, compared with a $490 million loss a year earlier. But it broke even on an operating basis in the latest quarter. GM is targeting break-even for the year in Europe.

GM's profits declined elsewhere in the world. Its international division, which includes China, had profits before interest and taxes drop from $908 million in the first quarter of 2010 to $480 million for the quarter this year. Ammann said the difference was because of an "unusually strong" performance in 2010.

In South America, earnings before interest and taxes fell from $265 million to $90 million. Ammann said GM is investing in the region to improve its product lineup, which pinched profits. "It's really a story about reinvesting in that portfolio and that region," he said.

GM Financial, the former AmeriCredit that GM acquired last year, chipped in $130 million in earnings, before interest and taxes.

Other one-time events

In addition to the gain on its Delphi sale, GM saw the following special items in the latest quarter:

• A $300 million gain on its sale of Ally preferred stock.
• A $400 million loss due to goodwill impairment at GM-Europe. GM also said it could experience future goodwill impairments in Europe, where it has $1.3 billion in good will still on the books as of March 31.
• A $100 million loss on an Indian joint-venture impairment and related charges.

In contrast, it had only one special item a year earlier: a $100 million gain on its sale of Saab.

UBS Securities analyst Colin Langan said in a research note this week that things should get better for GM as the year unfolds. Langan said GM stands to pick up 1.1 percentage points of market share at the expense of Japanese automakers, which face production shortages stemming from the March 11 earthquake and tsunami.

Langan wrote: "GM will be the biggest beneficiary of the upcoming Japan-related inventory shortages."

Source: Automotive News