Con­ti­nen­tal de­vel­ops 48V eS­cooter mo­tor

Auto components India - - STORY - Story & Pho­tos: Bhar­gav TS

The chal­lenge of fuel econ­omy stan­dards is pro­mot­ing op­ti­mised and some­times novel ve­hi­cle pow­er­train ar­chi­tec­tures, that com­bine the tra­di­tional in­ter­nal com­bus­tion en­gine (ICE) with var­i­ous forms of elec­tric drives. The dif­fer­ent types of the hy­brid elec­tric ve­hi­cles (HEV) are real com­peti­tors of the clas­si­cal ICE-driven cars. To­day hy­bridised pow­er­trains are com­mer­cially avail­able. In such type of ve­hi­cles, hy­brid spin-off ap­pli­ca­tions, such as the in­te­grated starter-gen­er­a­tor (ISG) is emerg­ing with ben­e­fits to hy­brid elec­tric ve­hi­cles, but with lit­tle or no cost/per­for­mance penal­ties. On this back­ground, in 2016, Con­ti­nen­tal de­vel­oped its first 48V mild-hy­brid sys­tem and sup­plied to its French and Ger­man pas­sen­ger car OEMs. The 48V Eco Drive sys­tem by Con­ti­nen­tal has been de­vel­oped for cost-ef­fi­cient mass hy­bridi­s­a­tion. Func­tions such as ad­vanced stop-start, coast­ing and elec­tric boost, save 13-20% of fuel. In a mild-hy­brid ap­pli­ca­tion the 48 Volt elec­tric mo­tor re­places the 12 Volt al­ter­na­tor and is di­rectly con­nected to the en­gine via a belt. Con­ti­nen­tal is ramp­ing up its pro­duc­tion for a 48V ap­pli­ca­tion as it has bagged new or­ders from a US and Chi­nese au­tomak­ers. Af­ter tast­ing the sucess in the 48V mild-hy­brid sys­tem, Con­ti­nen­tal has de­vel­oped its 48V eS­cooter mo­tor for full elec­tric pow­er­train so­lu­tion.

48V eS­cooter mo­tor

Talk­ing to Au­toCom­po­nents

In­dia, Franck Bigot, Busi­ness Devel­op­ment & Strat­egy, Con­ti­nen­tal Au­to­mo­tive GmbH said, “In the com­ing months we will have a ex­ten­sion of pro­duc­tion with a Chi­nese and the US OEM. In this case we have stop-start func­tion, boost­ing, re-gen­er­a­tion and in the tran­sient phase we can also have more torque. With the same con­cept, we have now de­vel­oped for two-wheeler ap­pli­ca­tion. Here we have re­moved the com­bus­tion en­gine, fuel tank and ex­haust and in­stalled this elec­tric ma­chine and a bat­tery mod­ule, which is 2.6 kW and can have a range of 75 km. With this, we re­ceived a 125cc equiv­a­lent com­bus­tion en­gine power, as it has 9.6 kW nom­i­nal and 12 kW big mo­tor.”

Con­ti­nen­tal claims its mild-hy­brid tech­nol­ogy re­duces av­er­age fuel con­sump­tion and emis­sions in real driv­ing sit­u­a­tions up to 21% in gaso­line en­gines and up to 9% in diesels, as well as cut­ting ni­trogenox­ide emis­sions. The sup­plier an­tic­i­pates that as early as 2025, about 14% of all new ve­hi­cles world­wide will fea­ture this mild­hy­brid sys­tem.

“We have pro­posed this idea be­cause we un­der­stood the two-wheeler mar­ket and who is de­mand­ing such kind of so­lu­tions. In the short or mid­dle term, ev­ery­thing which is be­low 125 or 150 cc will be elec­tri­fied. Our opin­ion at Con­ti­nen­tal is, above 125cc will take time to be elec­tri­fied. It is mainly be­cause of the range is higher and at this point of time the bat­tery ca­pac­ity and den­sity of en­ergy is not suf­fi­cient.” Cur­rently, the most com­mon mild hy­brid topol­ogy is the P0 ar­chi­tec­ture, in which the elec­tric ma­chine is in­te­grated in the Front End Ac­ces­sory Drive (FEAD). In this case, the elec­tric ma­chine is re­plac­ing the al­ter­na­tor in terms of role and pack­ag­ing. The belt­in­te­grated starter gen­er­a­tor (BiSG or e-ma­chine) can an asyn­chro­nous or syn­chro­nous elec­tric ma­chine, which has 2 main func­tions: to pro­vide torque to the pow­er­train in mo­tor mode and pro­duce elec­tric­ity in gen­er­a­tor mode.

Throt­tle body M3C

Talk­ing about the other pow­er­train prod­ucts that Con­ti­nen­tal is plan­ning to bring to the In­dian mar­ket, Bigot said, “We have our EFI with blue­tooth mod­ule that con­sumes low en­ergy. Any

work­shop can deal with that. Our throt­tle body (M3C) En­gine Con­trol Unit is for one-and two-cylin­ders, 4 stroke en­gines up to 1,000cc in medium-to-high end mo­tor­cy­cles and scoot­ers. It is a cost ef­fec­tive and ro­bust so­lu­tion to en­hance en­gine and ve­hi­cle func­tions, to meet ex­haust emis­sion reg­u­la­tions and en­gine per­for­mance tar­gets for medium size en­gines, as well as im­prov­ing start-abil­ity and over­all per­for­mance over a wide range of en­vi­ron­men­tal con­di­tions.”

The throt­tle body is in­te­grated with fuel in­jec­tor, tem­per­a­ture and pres­sure sen­sor, as well as step­per mo­tor, which leads to re­duced com­po­nents, sim­pli­fied mount­ing, re­duced as­sem­bly op­er­a­tion, cost op­ti­mi­sa­tion, CAN in­ter­face for di­ag­nos­tics, re­pro­gram­ming, cal­i­bra­tion and devel­op­ment and com­pat­i­ble with au­to­mo­tive stan­dard cal­i­bra­tion tool. The com­pany is bet­ting big with its elec­tronic throt­tle con­trol. Here the throt­tle body in­cludes a hous­ing defin­ing a throt­tle bore with a throt­tle plate in the bore and mounted on a shaft. An elec­tric mo­tor has a pin­ion gear. A gear as­sem­bly in­cludes an in­ter­me­di­ate gear and a sec­tor gear and trans­fers ro­ta­tional drive from the elec­tric mo­tor to the throt­tle plate. This throt­tle con­trol ac­tu­a­tor en­ables torque or load con­trol for gaso­line com­bus­tion en­gines and has light­weight con­struc­tion.

Air Mod­ule En­gine Con­trol Unit

Con­ti­nen­tal is also ready with its M4L air mod­ule en­gine con­trol unit. It is specif­i­cally built for two-wheel­ers, is a cost-ef­fec­tive so­lu­tion that meets ex­haust emis­sion reg­u­la­tions (BS IV and VI with OBD 1), and en­gine per­for­mance tar­gets. Bigot said, “The fourth-gen­er­a­tion M4L im­proves starta­bil­ity and over­all per­for­mance over a wide range of en­vi­ron­men­tal con­di­tions. The sim­ple yet flex­i­ble pack­age is suitable for all four-stroke, sin­gle-cylin­der, small dis­place­ment en­gines rang­ing from 50cc to 180cc. M4L ECU for two-wheel­ers is smaller in size by al­most 60% of its pre­vi­ous gen­er­a­tion. It is also lower in costs. The num­ber of con­nec­tors in­volved in the unit has also been re­duced in the lat­est gen­er­a­tion, and it now comes in­te­grated with throt­tle po­si­tion sen­sor. This can be im­ple­mented with­out mak­ing any ma­jor changes to the en­gine. It was first de­vel­oped by our team based in France.”

With the air mod­ule en­gine con­trol unit, Con­ti­nen­tal has de­vel­oped con­trol en­gi­neer­ing that is mo­du­lar in de­sign with min­i­mal weight and the small­est mea­sure­ments and is found in many en­gine de­signs for a va­ri­ety of man­u­fac­tur­ers. This sys­tem, in a va­ri­ety of con­fig­u­ra­tions, also meets the re­quire­ments of the global mar­ket. For ex­am­ple, mo­tor­cy­cles with up to 250cc cylin­der ca­pac­ity al­ready meet the re­quire­ments of emis­sion stan­dard that is ex­pected by 2020 with the ‘M4L’ ver­sion. All Con­ti­nen­tal com­po­nents for modern en­gine man­age­ment can be in­di­vid­u­ally con­fig­ured due to their mo­du­lar de­sign. The com­po­nents can be in­te­grated into en­gines from dif­fer­ent per­for­mance ranges, which help to re­act quickly and flex­i­bly to the pro­vi­sions of global mar­kets and spe­cific re­quire­ments of cus­tomers world­wide.

Con­ti­nen­tal’s 48V eS­cooter mo­tor

Elec­tronic throt­tle con­trol

Franck Bigot, Busi­ness Devel­op­ment & Strat­egy, Con­ti­nen­tal Au­to­mo­tive GmbH

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