Continental develops 48V eScooter motor
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