LOW CO2
AUTOMOTIVE
TECHNOLOGY
Engineering the Low Carbon Future
Contents
Ricardo plc
Introduction.................................................................. 4
Research & Technology.......................................... 5
Hybrid & Electric Technology
Introduction................................................................11
Well-to-Wheels........................................................6-7
Battery Pack Development Capability........12
Vehicle Systems
Total Systems Optimisation.............................8-9
Global Support Facilities.....................................13
Vehicle Lightweighting........................................10
Intelligent Energy............................................ 16-17
Ricardo Expertise............................................. 24-25
EVAB2MS/SmartBatt..............................................18
Ricardo Global Locations............................ 42-43
AFS Trinity/RE-EV......................................................19
Micro(Mild) Hybrid)................................................12
LCVTP...................................................................... 14-15
TorqStor.........................................................................20
HyBoost.........................................................................22
ADEPT.............................................................................23
2
Delivering Excellence Through Innovation & Technology
Intelligent Vehicles Technology
Introduction/SARTRE...........................................26
Advanced Spark Ignition Engines
EBDI..........................................................................34-35
FootLite/Sentience/DriveWise................28-29
SGDI.........................................................................36-37
Cost Effective CO2 Reduction
Introduction/Syner-D.................................... 30-31
Efficient Transmission Technologies
Introduction/eAMT.................................................38
NZED...............................................................................32
eDCT................................................................................39
DI Boost.........................................................................33
wDCT..............................................................................40
Ricardo-AEA
Sustainable Transport..........................................41
Delivering Excellence Through Innovation & Technology
3
Ricardo plc
Ricardo plc
A history of innovation & world class technology
Ricardo is a global world-class, multi-industry
consultancy for engineering, technology,
project innovation and strategy. With a
century of delivering value, we employ over
1600 professional consultants, engineers and
staff world-wide. Our people are committed
to providing outstanding value through
quality engineering solutions focused on
high efficiency, low emission, class-leading
product innovation and robust strategic
implementation. Our client list includes the
world’s major transportation Original
Equipment Manufacturers (OEM’s),
supply chain organisations,
energy companies, financial
institutions & governments.
Guided by our corporate values
of respect, integrity, creativity
& innovation and passion
we enable our customers to
achieve sustainable growth and
commercial success.
With a clear focus on delivering
profit-enhancing “clean-tech”
solutions, Ricardo addresses all the
current core automotive industry
drivers of international competition,
globalisation and the developing power of
the emerging economies, climate change, safety
and maximisation of natural energy resources. Two
key imperatives face the industry: the reduction of
exhaust pollutants as regulators world-wide seek to
improve air quality, and the improvement of vehicle
fuel economy with the aim of both reducing global
CO2 emissions and making best use of the earth’s
finite oil reserves. These, along with automotive
safety, provide the greatest impetus for Ricardo’s
self-funded research programme. Along with
our proven ability to attract the best of industry
talent, it is this research programme that has seen
Ricardo maintain its technical edge. The fruit of this
consistent innovation may be seen in the leading
worldwide brand position Ricardo now occupies
in the development of advanced clean diesel
technology, hybrid vehicle systems, fuel efficient
gasoline engines, efficient transmission systems
­– including dual clutch technology – and vehicle
electronic systems integration.
Our commitment is to excellence and
professionalism in all we do, and our industry
leadership in technology and knowledge is primarily
attributable to our most important asset – the
Ricardo team of highly qualified multi-disciplined
professional engineers, strategic consultants and
technicians. Our vision is to be the first-choice
partner for our clients in all sectors.
Ricardo - a history of investment in world-class technology concepts. Recent demonstrators include:
Hyboost
Syner-D
REEV
Part-funded by TSB (with Controlled Power
Technologies, the European Advanced Lead
Acid Battery Consortium, Ford, Imperial
College London, and Valeo) this vehicle
demonstrates the benefits of extreme engine
downsizing through the implementation of
intelligent electrification
Part-funded by TSB (with JLR, Valeo, SKF,
Lontra and Shell) this targets cost effective
CO2 reduction in a premium segment
diesel vehicle – delivering a demonstrator
with approximately 30% CO2 reduction
while meeting E6 emissions and delivering
uncompromised drivability
Initially developed as part of the LCVTP, the Ricardo
RE-EV acts as a flexible technology development
platform that allows new components and control
solutions to be trialled on a premium SUV platform.
The RE-EV current configuration features a mix of
bespoke Ricardo components and project partner
parts to provide a highly driveable demonstrator
4
Delivering Excellence Through Innovation & Technology
Ricardo plc
Research & Technology
Ricardo maintains a position at the forefront of engineering technology, by
investing substantially in advanced powertrain and vehicle R&D.
We have developed a structured and proven
approach to advanced technology development,
consisting of four key elements:
Technology strategy
Technology Roadmaps are used by Ricardo to define
the technical direction for both internal and client
R&D programme planning.
A robust roadmapping process has been established
to develop and validate a vision of future
technologies.
Ricardo has applied this process within customer
organisations to develop, validate and maintain
client specific technology roadmaps.
Together with our Strategic Consulting division this
service can be extended to include definition of
strategies for ‘client specific’ technology acquisition.
Technology selection & feasibility
Where many possible technology solutions exist,
a robust selection process is essential to inform
investment decisions.
Ricardo uses benchmarking and quantified
parameter studies to select the correct technology
combinations for the product and organisational
requirements - the right technology for one company
is not always right for another.
Ricardo offer this as a stand-alone service or during
the feasibility assessment phase of larger projects.
Technology development &
demonstration
Ricardo have a proven track record of effective
demonstration of advanced technology.
Demonstration projects are performed on behalf
of clients, government bodies, or for internal R&D
purposes.
Many of our demonstration projects have been
performed in partnership with clients, Tier 1s,
sometimes with funding support from UK, European,
or US government.
Ricardo are experienced in the co-ordination and
commercial management of large collaborative
projects of this nature.
Tools and processes development
Deployment of effective tools and processes are
essential to give both technical understanding and
rapid, efficient product development.
• T ools for improved product understanding and to
guide fundamental change
• P
rocesses to allow rapid, efficient development of
products
These are often developed in partnership with clients
and rolled out to the client organisation to ensure
effective, permanent transfer of new technology.
Many such tools can be supplied ‘open source’ to
allow continued development by the client.
Delivering Excellence Through Innovation & Technology
5
Ricardo plc
Well-to-Wheels
The car’s CO2 footprint
Energy dependency, the rising cost of fuels and the need to focus on climate change reduction are
driving a focus on low carbon transport and power generation.
The energy losses which occur as crude oil is extracted, refined and then used to power a passenger car are
illustrated below.
Ricardo develops technologies to address key areas of CO2 reduction such as vehicle electrification, high
efficiency transmissions, hybridization and engine downsizing.
Indicated Energy
from Combustion
Total Energy
in Raw Crude
Oil
Energy into
Vehicle
Fuel Tank
Energy
into
Engine
25%
25%
2%
11%
5%
Coolant
Heat
Gas
Pumping
Radiated
Heat
Oil Refining
& Transport
Bio-fuels offset CO2 in fuel by absorbing in
production – 18% CO2 reduction for B30 fuel
Improved engine technology reduces losses to gas
pumping, coolant and exhaust heat (VVT, lean-burn,
HCCI, iso-thermal combustion) – saves 10-20% fuel
Use of electric vehicles transfers CO2 generation from the vehicle to
the power station – estimated 75g/km well-to-wheels on UK grid,
reducing CO2 by > 55%
6
32%
Delivering Excellence Through Innovation & Technology
Exhaust
Heat
Ricardo plc
The average European new car produces
145g/km CO2 tank-to-wheels (or 162g/km
well-to-wheels), requiring approximately
6 litres of crude oil per 100km
Mechanical Energy
from Engine
21%
Energy
at Wheels
3%
18%
Energy to
Propel Vehicle
14%
4%
2.5%
8.5%
Driveline
Losses
Energy Lost
in Brakes
Engine
Ancillaries
Engine
Friction
Lightweight structures, low drag vehicles
– save 8% fuel
Hybridisation reclaims braking energy otherwise
lost to the environment – saves 12% fuel
Exhaust gas heat recovery reclaims
energy otherwise lost to the
environment – saves 10% fuel
Reduced engine friction & variable oil pump –
saves 4% fuel
Improved transmissions and
drivelines– save 5% fuel
Low rolling-resistance tyres – save 3% fuel
Intelligent ancillaries & energy management –
save 4% fuel
Delivering Excellence Through Innovation & Technology
7
Total Vehicle Fuel Efficiency
Vehicle Systems
Ricardo expertise covers all vehicle sub-systems providing a hollistic view for complete
vehicle optimisation and integration
Total Systems Optimisation
Maximise the benefit/cost ratio when selecting technology for fuel efficiency improvements
• Consider the complete system rather than
individual sub-systems
• Apply any combination of technologies and
parameters and instantly see the resulting
performance and through life costs
• Understand the trade off between economy,
cost, savings and performance plus any
other parameter you choose; e.g. a €25 per
gCO2/km target
• Make decisions based on data, not hunches,
clarifying product strategy discussions
• Increase your ability to convey the
approaches chosen and store a quality
assured record of the analysis and decisions
taken
A proven process backed by decision support software
The Ricardo TSO process is based on an assessment of the complete
system and the way it is operated in the real world. Clear advantages
over traditional technical modelling approaches include:
•Simultaneously understanding the trade
space between economy, through life costs
and performance and any other parameter
e.g. availability
•Identifying unexpected positive and negative
interactions between technologies
•Assisting product strategy meetings in
real time to reduce the time and cost of
programmes – make decisions based on data,
not hunches or favourite projects
Overview of Total Systems Optimisation
1
Baseline modelling
definition
•
•
•
•
•
2
Project aims/boundaries
Product parameters
Duty cycle
Data collection
Correlation
Energy audit identifies where energy is wasted in real world operation
• The effectiveness of all potential technology options, applied both
individually and in combinations, is simulated in the virtual environment
Vehicle
Type
Detailed
analysis
Baseline
analysis
8
Delivering Excellence Through Innovation & Technology
Total Vehicle Fuel Efficiency
Case study 1
Select the technology...
Ricardo designed, developed and built an all new
vehicle that would maximise fuel efficiency while
retaining current tactical vehicle capability
•Vehicle completed with the predicted 70% fuel
economy improvement versus legacy vehicle
benchmark (against a 30% improvement target)
•Upgrade path identified for 110% improvement
•Technologies selected according to both fuel
economy benefit and low risk, feasible
implementation into military vehicle fleets.
Case study 2
Upgrade the performance
Ricardo identified a c.25% fuel economy
improvement for an Indian market
commercial vehicle.
•The customer needed a 10-15% improvement
to maintain market competitiveness
70%
MY
O
N
O
C
E
L
FUE
T
N
E
M
E
V
O
IMPR
25%
OMY
N
O
C
E
L
E
FU
E NT
M
E
V
O
R
P
IM
•Multiple enhancement combinations across all vehicle
systems with final selection capable of c.25% fuel economy
improvement whilst maintaining performance
•Ricardo trained the customers personnel and provided
comprehensive documentation to the process
3
Technology improvements identified and ranked for performance, cost and savings
4
• Ricardo developed easy to use visualisation tool
• User can quickly understand the trade off between the technical performance, the cost
investment and future operational savings performance
Motive
Power
Transmission
Mass
Aero CD
Electric
DCT
+10%
0.30
Diesel
AMT
Gasoline
Auto
-5%
Manual
-10%
Biofuel
+5%
0.29
Baseline
0.28
0.27
Implementation
Cost to OEM
$150
g/km CO2
120
Data based
decision
making
End User Cost Over
Product Lifecycle
-$3000
Delivering Excellence Through Innovation & Technology
9
Prototype trials
• Invest in a development
prototype confident
of success and
production costs
Vehicle Lightweighting
Vehicle Lightweighting
A 10% reduction in vehicle mass can give up to 7% improvement in CO2
and fuel economy
Vehicle mass reduction has many benefits
• Improved fuel economy, irrespective of vehicle and
legislation (real world)
• Towards CO2 targets
• Secondary or “spiral” effects (engine downsizing,
brakes, lower rolling resistance)
• Improved vehicle performance (vehicle dynamics,
gradeability, payload capacity)
• Cost reduction in some cases
The vehicle mass reduction challenge
European passenger car mass trend and estimated
requirements to achieve future CO2 and fuel
economy targets
1600
1500
Actual
Passenger Average Curb Weight (Kg)
1400
2013-2020:
Estimated 30% mass
reduction required to
achieve 95g/km CO 2
1300
1200
D
1100
European
Passenger
Car Mass
Target
C
1000
B
900
800
2013:
~10% over mass target
Vehicle mass still increasing
700
600
C -segment : ~300kg
reduction by 2020
500
Source: Ricardo
Advanced high strength steel chassis
demonstrator
Baseline:
95g/km
European
C-segment
passenger car
front subframe
Ricardo supports manufacturers to
reduce mass in a number of ways
• Lightweighting strategy support
- Review vehicle fleet mass reduction potential
- Develop lightweight technology roadmap
- Implement lightweight or mass management
strategy
- Review engineering processes and design
guidelines
• Vehicle mass reduction study
- Vehicle mass benchmarking
- System mass opportunities evaluation
- Technology filtering against for attribute/target
compliance
Advanced High Strength Steel Concept:
- Finalise vehicle and system concept solutions
- Novel design, longitudinal/lateral beams
• Lightweight component and system design
- Same number of parts / pressings
- Component target setting
- No cost increase compared to baseline
- Advanced CAE optimisation tools
- Comparable performance (strength, stiffness, NVH)
- Application of novel materials and process
- Application of advanced CAE tools
- Attribute confirmation using thorough CAE
approach
- Full manufacturing feasibility study
- Support for production programme
10
Delivering Excellence Through Innovation & Technology
- 30% mass reduction
- Similar solutions developed for suspension arms,
uprights and body structure
Hybrid & Electric Vehicle Technology
Hybrid & electric capabilities
Ricardo expertise in hybrid and electric technology covers car, commercial vehicle,
military and motorbike applications
Experience
• From micro to full plug-in hybrid
• F ully validated dynamic simulation for all
transmission elements
connector costs and simplifying routing
and vehicle assembly
• S ingle cooling jacket for the inverter and
DC converter, minimizing the cost and
assembly of the cooling circuit
• D
esign practices for minimal
e-machine air gap leading to
improved efficiency
• S ingle installation required for the three
units, minimizing bracket costs and
assembly
• N
VH analysis and test
including e-machine whine
• R
icardo’s testing experience extends from
the whole vehicle down into sub-system
detail
Electric machines, power electronics
and energy storage
• System simulation
• Motor development
• Control hardware
Powertrain and vehicle
• E lectrical and electronic hardware
(including power electronics) development
and validation
• Embedded software development
• Electrical vehicle expertise
• O
ver 100 hybrid projects ranging from
business case assessment to production
release
• O
ver 200 engineers with hybrid
development experience
• Production design and release
• Virtual simulation
• Prototype and pre-production build
• Energy storage modelling, test and
validation
• Thermal management
• Regenerative braking systems
• Vehicle engineering & system simulation
Ricardo have developed world-leading
simulation capabilities (V-SIM) to analyse the
vehicle system as a whole and to understand
the interactions within it – this tool is used
to assess fuel consumption and CO2 saving
potential
• Engine design and development for hybrids
• T ransmission design and prototype projects
for electric and fuel cell vehicles
• Hybrid couplings
Ricardo - Integrated Hybrid
Control Module
Controls and electronics
• Control strategy development
• Software tools
• Hardware-in-the-loop application
• Safety and hazards identification ISO26262
Transmissions
• S ingle enclosure for three units, minimising
tooling and development costs
• E xperience in design of hybrid versions of
MT, AMT, DCT and AT from 3kW to 350kW
• S ingle external connection system for
the three units, minimizing harness and
• In-house manufacture and supply of
transmission hardware (up to 5K units pa)
including production tooling specification
Ricardo Universal Battery Management System [RU-BMS]
Ricardo has developed a rapid
prototyping battery management system
that supports a variety of technologies.
The Energy Storage System needs a
management system that will let it be used
by external applications, and that will allow
it to meet life and functional requirements.
Ricardo has developed a universal battery
management system that supports a variety
of technologies including:
• Ultracaps
• NiMH
• Any Li-Ion chemistry
Functionality
• F eed information on state of battery to
vehicle control system. Eg:
-- Amount of energy in the pack “SOC”
-- Power that pack can deliver
-- Power that pack can receive
• Maintain the battery in a state in which it
can fulfil the functional requirements of
the application for which it was specified
-- Protect the cells or the battery from
damage
-- Protect the rest of the system & users
from faults in the battery pack
-- Prolong the life of the battery
Vehicle
Requirements
Test
Cell Modeller
Cells
Delivering Excellence Through Innovation & Technology
Pack
Designer
Pack Design
11
Can
Definition
Ricardo Universal
Battery Management
System
Hybrid & Electric Vehicle Technology
Mild Hybrid Technology Developments
Although good fuel economy and CO2 benefits are being achieved
with full hybrids, the system on-costs can still limit the market for the
vehicles. Effective Stop-start technology has been quickly adopted with
conventional vehicles.
Recently there has been a significant increase
in interest, research and development in the
application of micro/mild hybrid technology, with
some production vehicles already in market.
In parallel there has been a resurgence in interest
in intermediate vehicle voltage (>12V <60V), driven
by ever increasing electrical loads. Smaller Crosssectional area wiring and more compact, more
efficient motors can be used. Significant benefits can
be gained by combining this intermediate voltage
with mild hybrid technologies.
48V mild hybrids have the ability to recover
deceleration energy, apply boost torque and
achieve significantly enhanced stop-start. The key
components (electrical machine, battery, power
electronics) can be significantly smaller and lower
cost than for a full hybrid, so that overall Fuel
Economy / CO2 cost-benefit is attractive across a
broader range of platforms. Electrical machines can
be integrated with the transmission (Integrated
Starter Generator or ISG) or belt driven on the
Accessory Drive (Belt Integrated Starter Generator
or BISG). The energy recovery and boost torque
achievable allows a reasonable degree of engine
downsizing and the fast, refined stop-start enables
extended fuel cut off timing. The forecast oncosts for 48V mild hybrid systems suggest that the
approach is viable for mass market application for
C-segment and larger vehicles.”
Ricardo Battery Pack Development Capability
Summary
Producing battery pack designs solutions for new applications requires
a detailed understanding of the thermal, package and application
needs. Ricardo has already applied these skills to production and
demonstrator programmes and has the ability to supply low volume
product.
Within all hybrid and electric vehicles, the battery pack continues
to be a critical and cost sensitive component. Developing the right
battery pack and modules for the application requires a thorough
understanding of the BMS requirements, selecting the best cell format
and chemistry whilst considering the thermal and package constraints
plus the physical and electrical safety considerations.
Ricardo has a well defined development process for supporting
battery development.
Mechanical design and
analysis
• Battery Pack layout and
configuration
• High density cell
interconnections
• Validation standards and
requirements
• FMEA
• 2D/3D modelling, Finite Element Analysis (FEA)
BMS development
• Electrical safety and diagnostics
• Vehicle interfaces
• Cell monitoring/balance, SOH/SOC estimation
Cell, module and pack functional analysis
• Cooling control
• Pack Requirements definition
• Power and energy needs
Pack build and test
• Cell chemistry selection, modelling and string configuration
• Module and Pack sample build
• Module design
• Integration & functional test
Thermal design
and analysis
Von Mises stress (MPa), Deformation scale 1x
• Validation test support
Low volume supply of parts
• 1D and 3D Cell / Battery
Thermal Model development
• Ricardo can undertake the supply of low volumes of tested packs
• Cooling flow analysis
• Component selection
Full model
12
Sub model
Delivering Excellence Through Innovation & Technology
Hybrid & Electric Vehicle Technology
Micro (Mild) Hybrid
48V BSG Vehicle Demonstrator
Ricardo has delivered a number of micro/mild hybrid
projects utilising Belt Integrated Starter Generators
(B-ISG) and Crank Integrated Starter Generators (ISG) on
both gasoline and diesel vehicles.
Example
A major Global OEM wanted to assess the viability of
utilising a 48V BISG on their new C-class passenger
car. The OEM approached Ricardo to help define
the project and deliver a Vehicle Demonstrator for
management assessment. The OEM focus was CO2
reduction significantly beyond the already impressive
stop-start enabled base vehicle. The Demonstrator was
required to exhibit refined NVH and good driveability.
Ricardo were engaged to provide the complete
design, build, optimisation and test phases with
close customer liaison. The OEM specified a short
programme duration
Ricardo were responsible for Powertrain simulation,
hybrid strategy development and calibration, Front
End Accessory Drive (FEAD) and ancillary systems
definition and Procurement, packaging and layout
design, hazard analysis, engine management system
software change requirements, Vehicle build, Chassis
Dynamometer testing and strategy optimisation.
TIAL
CONFIDEN
Results and benefits
The Project was delivered on time (10 months).
The CO2 and emissions were on-target with close
correlation between the Ricardo simulated predictions
and the measured results. Vehicle Noise, Vibration and
Harshness (NVH) was described by the customer as
better than the base vehicle. The Demonstrator also
exceeded customer expectations for Driveability. A
roadmap to production and cost benefit analysis was
also delivered.
Global Support Facilities - Batteries
Ricardo can immediately support hybrid and electrical programs with flexible
access and use of Ricardo global facilities
Ricardo has two Battery development centres that
serve the global market; one based in Detroit and
one in England focusing on the safe development of Li-Ion and NiMH battery packs.
• 3 Li-Ion safe test cells
Battery management system testing:
• High voltage electrical upgrades for 1 cell
• Develop/Verify SOC algorithms
• HiL
system to enable advanced controls and
engineering development testing
• Confirm BMS functionality (high & low voltage circuits)
• Simulate failures and evaluate BMS response
Performance testing to:
• Ambient
& elevated temperature environmental
control from room temperature to 50 deg C
• 1 PHEV capable battery cycler
• E ach test chamber is 12’ by 12’, enabling large
format battery testing
• AV900V battery cycler & ABC150 battery cycler
• Evaluate contactor performance
• HEV / PHEV / EV capability
• Optimize pre-charge/discharge resistor size
• 250kW, 1000A, 8 to 900V
• Choose wire and bus bar sizes
• Measure voltage drops during high power use
• H
igh voltage instrumentation for independent
measurements
Thermal testing to:
Safety considerations:
• Optimize air flow and structure location
• Continuous ventilation through HEPA filter
• Optimize fan size and location
• Fire proof double doors
• Minimize
thermocouple count by optimizing
sensor location
• Hydrogen detectors
Key features:
• E nables early development testing in controlled
environment
Facilities at the 1200 square foot facility is located on
the Ricardo Detroit Technology Campus in Belleville
Michigan include
• Sparkers
to ignite combustible mixtures at
minimal quantity/concentration
• Blow-out panels on exterior wall
• High temperature thermal barriers
• H
igh flow rate purge system with high
temperature HEPA filters
Delivering Excellence Through Innovation & Technology
13
Hybrid & Electric Vehicle Technology
LCVTP
Low Carbon Vehicle
Technology Project
LCVTP
Low Carbon Vehicle Technology Project
www.advantagewm.co.uk
investing
in your future
European Regional Development Fund
European Union
14
LCVTP was a multi-million pound project funded
by Advantage West Midlands and the European
Regional Development Fund with contribution
from industry partners. The project aimed to
develop enabling technologies for future low
carbon vehicles, particularly electric (EV) and range
extended electric vehicles (RE-EV). Since the project
commenced late 2009, Ricardo have led and
contributed to the development of a broad range of
technologies, including a range extender (comprising
a production 2-cylinder engine and a compact
integrated generator), waste energy recovery
Delivering Excellence Through Innovation & Technology
systems and a rapid prototype supervisory controller,
complimented by advances in system simulation
and analysis techniques. Selected technologies have
been integrated into the Ricardo Technology RE-EV
Demonstration Platform based on a Land Rover
Freelander 2 vehicle. This highly effective project has
further enhanced Ricardo’s capability to assist our
worldwide customers to realise solutions to the many
challenges of vehicle electrification.
Hybrid & Electric Vehicle Technology
E-Drives
• Scaleable permanent magnet
generator design for APU
application
• Direct attachment to engine
crankshaft for robustness and best
package
Power electronics
• Design of a high efficiency
DC-DC converter
Vehicle dynamics
• Development of ABS and stability
control algorithms for hybrid
vehicles
High Voltage Electrical
Distribution Systems
(HVEDS)
HVAC and system cooling
Vehicle supervisory
control
Battery
Life cycle assessment
Waste energy recovery
• Benchmarking of best practice
HVEDS
• Extensive design tools and
databases for efficient system
design
• Advanced vehicle supervisory
controller hardware
• Robust and modular EV and RE-EV
supervisory control algorithms
• Carbon Footprinting of multiple
low carbon vehicles for strategic
platform decision making
• ‘Clean’n’Lean’: Process for deploying
LCA results to minimise costs and
carbon from the supply chain
• Optimisation of cooling circuit
design for EV and RE-EVs
• Optimisation of efficient cabin
comfort control
• Development of battery module
technology including cell
interconnect, thermal management
and structural optimisation
Auxiliary Power
Unit (APU)
• APU technology demonstrator
using volume production gasoline
engine and bespoke generator
• Engine efficiency optimisation for
APU application via Atkinson cycle,
optimised breathing and operating
strategies
Reduction of
parasitic losses
• Advanced and validated analytical
models of mechanical and
electrical parasitic losses
• Phase change materials of efficient
thermal management
• Thermal electric generators and
heat engines for waste heat
recovery
• Air-conditioning by waste energy
We now have two EV technology demonstration platforms, for the
continual development and integration of EV technologies. The Land
Rover Freelander 2 is range extended and the Volvo XC60 is
a pure EV. If you would be interested in driving either
of these vehicles please register your interest with a
Ricardo member of staff.
Delivering Excellence Through Innovation & Technology
15
Hybrid & Electric Vehicle Technology
Intelligent Energy
Ricardo helped Intelligent Energy in the development of the
Emerald Automotive Range Extended Light Commercial Vehicle
Leading power technology company Emerald
Automotive, working in partnership with Revolve
Technologies, was recently successful in gaining
funding assistance from the UK government’s
Technology Strategy Board (TSB) for a project to
develop a lightweight and ultra-low emissions
delivery van. The project team, led by
Emerald Automotive’s low
emissions vans subsidiary
IE LEV, submitted a
proposal for a rangeextended electric van
(RE-EV) aimed at the
fleet vehicle market,
featuring a diesel
engine acting as an
auxiliary power unit
(APU). To develop the
proof of concept the team turned to Ricardo.
“One of the things Ricardo did very early on in the
simulation work was to confirm that the specification
for the components was the right choice,” explains IE
LEV’s’s programme director Chris Hiett. “In February
2011 we signed a contract with Ricardo, and at that
stage, we had already identified the diesel engine,
battery, motor and generator and inverter suppliers
contributing to the project. However, we did not
have the exact specifications. Ricardo’s technical
activities and strengths and their knowledge of
electric vehicles and EV drivelines, made us confident
in their ability to do the simulation work.”
Ricardo was subcontracted for the simulation and
also to develop and supply the vehicle control
system, which has now been fitted into two
prototype demonstrator vehicles built by Revolve.
Driveline details
The t-001 features a 25 kWh lithium-ion battery with
a 75 kW traction motor and a Ford four-cylinder, 1.4
litre diesel engine coupled to a 54 kW generator. The
t-001’s rear wheels are driven by the motor, which is
directly coupled to the differential; the engine acts
only as a ‘range-extender’ to run the generator. This
gives an all-electric range of up to 106 km before
the engine kicks in, and fuel consumption over a 200
km route of 2.0 lit/100 km; in simulations, a carbon
dioxide output of 22 g/km was achieved.
The van’s total possible range between refuelling
or recharging stops is over 645 km, and its battery
can be recharged in 3-4 hours from a three-phase
power supply; different recharging solutions could
be adopted in a production vehicle, but this current
arrangement would be adequate for a fleet van
returning to a fixed base. Performance remains
acceptable for a vehicle of this type – a top speed of
130 km/h, acceleration to 100 km/h in 8.5 seconds –
and crucially, it maintains a kerb weight of just 1650
kg and a payload of 1400 kg, thanks to its lightweight
structural components and body panels.
“This was designed to be all about low carbon,
reduced total cost of ownership and fleet volume
adoption, a real-world application”, says Nick Tebbutt,
project director at Ricardo. “The powertrain was
picked to support these requirements. IE came to
16
Delivering Excellence Through Innovation & Technology
Ricardo saying they wanted to do an RE-EV; they
had already carefully calculated the business model
for the application and were looking for a practical
execution of the idea. The inclusion of the APU gets
around range anxiety and is a way of addressing the
variability of fleet use, not necessarily doing a fixed
route like a bus.
“We used relatively mature technology parts, broadly
speaking those available within the timescale of
the project – 18 months to build a fully-functioning
vehicle from scratch. It’s not an experimental
powertrain,” adds Tebbutt.
However, many of the components were sufficiently
new that there was little data from their suppliers.
“We had to use our own expert assumptions from
previous projects to build a model which best
represented the components,” says Scott Porteous,
a graduate engineer on Ricardo’s Development
and Simulation team. “Then it evolved as more data
became available.
“We did a lot of work looking at the electric motor,
looking at the battery, the electric currents you
could expect. There were concerns over how hot
the battery could get, so we looked in-depth at the
current and voltages. The idea was to get as much
information from the simulation as possible before
the vehicle was built for testing.
Hybrid & Electric Vehicle Technology
Careful control
Developing the vehicle’s control systems was key to the optimization.
“Ricardo supplied the vehicle controller, which manages components
on the vehicle – talking to the battery, the motor controllers, the engine
management system and all the base vehicle systems,” says the chief
engineer on the programme, Andrew Preece.
“Thermal systems, custom control, electrical architectures, vehicle
networks, a CAN interface bespoke for this application – our core expertise
is in building this sort of solution,” adds Nick Tebbutt, who explains that
this can then all be taken a stage further by integrating the ideas from
Ricardo’s Sentience technology (originally reported in RQ Q2/2009 –
see box-out). Sentience combines telematics and telecommunication,
navigation and intelligent mapping, for forward planning of the route.
“You can schedule the powertrain, for example, if it knows that there is a
zero-emissions zone coming up,” says Tebbutt. “The system looks at the
journey profile and rearranges the strategy to deploy the engine earlier to
ensure it has sufficient charge to go through the EV zone. When in rangeextended operation mode, it will also use knowledge of the remaining
journey distance to ensure that the engine provides just enough charge
to the battery to return to base – this way the minimum amount of fuel
is used and the battery can be fully re-charged using the cheap and
potentially more carbon-efficient electricity supply.”
The demonstrator vehicles are not equipped with a fully-automated
version of the Sentience technology, however, having a basic but bespoke
GPS-based mapping tool which logs the route; in this version, pre-logged
routes can be programmed and selected via a touch-screen interface in
the cabin. “This is a prototype mapping solution for the demonstrator
vehicle,” Tebbutt notes. “This project is about getting data into the
powertrain control system. Long term, we can then talk to the end user
to see what interface can be added, what customers want. We can talk
to fleet operators about integrating with their existing system, telematics
options, and how to download data.”
Ultimately, once security issues are resolved, operation via terminals,
remote programming or operation via smartphone apps are all possible,
along with features such as automated speed or motor output limiting
and even driver curfews. But, says Tebbutt, this is not necessarily a priority
at this stage of the project. “Our main activities are simulation and control,
and how the van will meet performance criteria. What may they
want to change in the future? What are the necessary changes
for production, and how will these affect performance? The
impact of changes accounts for a lot of our simulation work.”
RicardoSprinter
- a long history
OBD in hybrids
i-MoGen
HyTrans
Efficient-C
Integrated Motor Generator programme.
Mild hybrid vehicle capable of achieving low
emission output and fuel consumption, whilst
not compromising performance or packaging.
HyTrans micro-hybrid diesel delivery
van concept, delivering up to 21% fuel
efficiency savings on a ‘real world’ urban
delivery cycle.
A two year program that delivered a fullhybrid diesel demonstrator vehicle emitting
just 99g/km CO2 based on a fully featured
Citroen Berlingo Multispace family car.
i-MoGen was our first diesel hybrid, the project
was started in 1999.
HyTrans is 42V micro-hybrid, completed
in 2004.
Delivering Excellence Through Innovation & Technology
17
Hybrid & Electric Vehicle Technology
EVAB2MS: Electric Vehicle Advanced
Battery and Battery Management System
Replacement battery pack for an existing EV which is lighter
and stores more energy.
A two-year collaboration between Ricardo, Allied
Electric and Axeon with part-funding from the
Technology Strategy Board.
Project achievements
• The new pack gives 10% more energy with
an 18% weight reduction and a 9% volume
reduction.
• The pack is 94Wh/kg, a 35% improvement over
the original pack.
• Vehicle top speed and acceleration improved. •
Vehicle range extended by 20%
The project aim was to develop a replacement battery
pack for an existing EV using more recent production
cells combined with Ricardo’s advanced battery
management system.
The Battery pack was designed and manufactured by
Axeon and fitted by them into a standard production
EV supplied by Allied electric. The new battery also
integrates an automotive BMS developed by Ricardo,
this works with multiple cell chemistries, has active
balancing and delivers diagnostic and prognostic
information to the vehicle control system.
Testing showed this new battery gave superior
performance, increasing top speed, acceleration and
significantly increasing its range.
SmartBatt “Smart & Safe Integration of
Batteries in Electric Vehicles”
The objective of SmartBatt is to develop and prove an innovative,
multifunctional, light and safe concept of an energy storage
system which is integrated in the pure electric car’s structure.
The main challenges of this smart integration
is the combination of lightweight design with
a high safety level against all kinds of hazards,
the optimization of functions and the intelligent
design of interfaces to various on-board systems.
This is a European Union Framework 7 program.
Project targets
• 15% lighter than a state of the art pack.
• Able to survive all the standard vehicle crash tests
• Low cost when produced in volume.
This program uses the next generation of Ricardo’s
battery management system which is approximately
½ the cost of the system used in the EVAB2MS while
having the same functionality.
Within this program Ricardo was responsible for
leading the cell selection process and was responsible
for the final design of the modules that hold the
cells. As part of this process Ricardo’s cell and pack
modelling & simulation software was extensively used,
in particular to understand what type of cooling would
be the most suitable for each of the cells.
18
Delivering Excellence Through Innovation & Technology
Hybrid & Electric Vehicle Technology
RE-EV Range Extended Electric Vehicles
Effect of RE-EV engine power level
Ricardo have combined their extensive experience in
hybridisation, plug-in technology, low weight engines and
vehicle refinement to benefit the new genre of RE-EVs.
A number of key challenges affect rangeextended electric vehicles in offering a practical
package while also maximising electric vehicle
operation.
These have included the provision of acceptable
performance when operating in extremely cold
ambient conditions, in hilly terrain, at high speeds or
in a battery deleted state to mitigate range anxiety.
Through the integrated, systems level engineering
of the range extended electric vehicle powertrain,
genuine synergies can be realised in terms of thermal
performance and the sizing and specification of
key components such as the electric motor, battery
system, transmission and mechanical flywheel.
As the requirements from different manufacturers
and their vehicle types, intended uses and mission
profiles are so diverse, Ricardo have developed a
simulation toolset to allow rapid optimisation of
systems level components for RE-EV applications
ensuring that customers receive the performance,
driveability and useability they expect from their low
carbon vehicle purchase.
• 1.5 tonne MPV over aggressive OEM
Mission Profile
• Charge Sustaining mode –10 deg C
cold start
• Target 25 km EV range - achieved
25.5km
• Charge sustained with 39.5 kW
AFS Trinity - Plug-in Hybrid
Ricardo delivers AFS Trinity Power’s Extreme
Hybrid™ demonstrator vehicle in record time
An advanced demonstrator vehicle developed by
AFS Trinity and built by Ricardo under contract.
Ricardo
responsibilities
The first vehicle to feature AFS Trinity Power
Corporation’s Extreme HybridTM technology.
• Integrating AFS Trinity’s
proprietary power and control
electronics module into two 2007 Saturn Vue
Greenline SUVs
Plug-in hybrids offer the prospect of dramatically
extending the all-electric vehicle (EV) mode of hybrid
vehicles through the use of high capacity energy
storage systems which can be recharged using grid
electricity (typically overnight using discounted offpeak power).
AFS Trinity Power’s patent-pending Extreme Hybrid™
technology employs a proprietary dual energy storage
system that combines Lithium-Ion batteries and ultra
capacitors with proprietary XH™ power and control
electronics with the aim of satisfying performance
expectations of consumers and providing extended
vehicle range in a highly energy-efficient and costeffective package.
Looking to the future, AFS Trinity CEO Ed Furia said,
“Our primary goal now that we have succeeded in
developing, demonstrating and testing the XH-150™is
to license our XH™ system to automakers around
the world who would like to have this exciting fuelefficient drive train in their vehicles, and who better to
help integrate the Extreme Hybrid™ technology into
the vehicles of the world’s automakers than Ricardo.”
• Incorporating off the shelf ultracapacitors and
batteries selected by AFS Trinity
• D
esign and development of a completely new
Ricardo transmission for the vehicles
• M
odifying the host vehicles’ suspension and
chassis control
• Vehicle build.
Delivered ready for test in just five
months
The results of road tests carried out by AFS Trinity
in December 2007 at Michelin’s Laurens Proving
Grounds in South Carolina are highly impressive. In
simulated urban/highway conditions the XH-150™
achieved an all-electric range of 41.9 miles and a top
speed of 87mph. In acceleration tests the company
reports an all-electric zero to 60mph time of 11.6
seconds. The most interesting 0-60 acceleration time,
however, was that for the XH-150™ in full hybrid
mode, which was a stunning 6.9 seconds.
Delivering Excellence Through Innovation & Technology
19
Hybrid & Electric Vehicle Technology
Torqstor
TORQSTOR
Ricardo Flywheel Energy Recovery System
Lower Cost of Ownership
Machines Through
Innovative Hybridisation
Ricardo TorqStor is an advanced flywheel
energy storage system that provides
increased fuel efficiency at reduced
cost when compared to other hybrid
technologies. It can be applied to:
• off-highway machines, such as
excavators and loaders
• on-highway vehicles, such as city buses,
commercial vehicles and passenger cars
• rail locomotives, cranes and lifts
A flywheel stores potential and/or kinetic energy
that would otherwise be wasted through parasitic
losses or braking to be harvested, stored, then
returned to the drivetrain when needed to
provide average fuel efficiency improvements of
greater than 10%, sometimes substantially more.
Flywheels are sometimes described as ‘mechanical
batteries’, providing short-term energy storage
for hybridisation but without the high cost,
environmental impact or unfamiliar servicing
requirements and safety considerations of supercapacitors and chemical batteries.
3D CAE model of TorqStor’s
magnetic gear
Ricardo is addressing the off-highway sector as the
first mainstream adopter of flywheel technology,
and has already developed a 17 tonne tracked
excavator that validates the fuel efficiency
improvements claimed. This machine was launched
very successfully at BAUMA 2013 in Munich
generating significant interest and is available for
demonstrations.
Such excavators typically operate over 12 hours per
day and consumes fuel worth approximately £50,000
per year. Ricardo’s TorqStor flywheel delivers a 12-18
months payback on the incremental investment in
a flywheel-equipped excavator over a conventional
machine.
Flywheel energy storage provides a more economic
alternative to high cost electric hybrid systems such
as those employing super capacitors, and overcomes
end-users’ reluctance to invest in electric hybrids
machines due to their poor resale values. A flywheel
also offers a much smaller package size than
cumbersome hydraulic (gas-spring accumulator)
hybrids.
Ricardo has invested over 7 years effort in
developing flywheel technology to the point where
it is proven. Significant development over the past
year has evolved our validated prototype flywheel
into a production-intent industrial design.
Display model of a 200 kJ
capacity TorqStor unit
comprised of genuine
machined parts fitted in a
transparent casing enabling
visibility of the highly
innovative internal workings
of the system (identical to
those of the preproduction
prototypes currently being
prepared for delivery to key
OEMand Tier 1 customers)
20
Delivering Excellence Through Innovation & Technology
Ricardo is not the only company developing
flywheel systems, but it has the most industrialised
design for real world deployment. For flywheels
to be efficient they must operate in a vacuum to
minimise losses due to windage (as their rotational
speeds are usually high). Ricardo utilises a unique
permanently sealed vacuum system that employs
a geared magnetic coupling to totally eliminate
rotating seals and vacuum pumps that represent
single points of failure.
Hybrid & Electric Vehicle Technology
The Ricardo permanent sealed vacuum system also
provides for efficient field-service operations, as the
vacuum cartridge containing the flywheel can be
replaced without specialist tools or equipment as part
of a normal service. The system has been designed to
be maintenance free for a period of 2 years, requiring
only swap out of the flywheel vacuum cartridge which
itself is a factory refurbishable part in order to reduce
end-user lifecycle costs.
A modular design approach also means that the
core flywheel may be augmented with an additional
rotating mass of advanced steel and carbon-fibre
construction to scale its energy storage capabilities
from 225kW (excavator application) up to 3MW (rail
and mining applications). This provides flexibility
for different applications without the high cost and
protracted timescales of designing and validating
different products for each application.
Ricardo has a number of patents granted and
pending in relation to these aspects of the flywheel
design, its integration with the machine/vehicle, its
control systems and the processes by which it can be
effectively and economically produced.
Ricardo is actively engaged with a number of OEMs
and machine/vehicle operators at present, and is
leveraging our Performance Products operation to
cost effectively produce early volume units.
COMMERCIAL EXPLOITATION OF FLYWHEEL
Taking the opportunity presented by the off-highway
construction market as an example, over 250,000 heavy
excavators suitable for flywheel hybridization are sold
globally each year. This opportunity is mirrored by a
similar number of wheeled loaders.
It is Ricardo’s vision that a flywheel should be
perceived as a simple mechanical fuel efficiency
enhancement suitable for fitment to the
mainstream majority of such machines.
Ricardo’s Performance products operation has
proven itself successful at high quality and reliability
low volume production of specialized components
such as supercar transmissions and engines for
Bugatti and McLaren, and differentiates itself
through having the appropriate advanced assembly
and production processes in-house so as to ensure
quality and reliability.
This represents a much greater business
opportunity that of electric and hydraulic
hybridisation approaches that are expected
to achieve only marginal levels of market
penetration.
The illustration shown is designed to bolt to a offthe-shelf commercially available hydraulic pump/
motor, which enables it to harvest energy from the
machine and return it back when required to improve
fuel efficiency. Immediate production availability of
these hydraulic pump/motor components means
that flywheel is a technology ready for mainstream
production deployment now. Ricardo is also involved
in the integration of constantly variable transmissions
(CVTs) to provide a mechanical (rather than hydraulic)
means of energy transfer so as to address the broadest
possible range of applications.
Delivering Excellence Through Innovation & Technology
21
Hybrid & Electric Vehicle Technology
HyBoost - Intelligent Electrification
A combination of low cost technologies used with a high degree of
synergy to deliver micro-hybrid operation using a combination of
gasoline engine downsizing and intelligent stop/start
-- Allows deletion of conventional starter motor
Key facts
• Downsized Gasoline Engine:
-- D
ownsized, highly boosted gasoline engine
gives improved fuel economy at low cost
-- D
ownsizing results in operation at high load
factor and generates high exhaust enthalpy
• E-Supercharger:
-- E -Supercharger for improved transient response
and potential to increase pressure ratio
• Low Cost Energy Storage:
-- 12V AGM Lead Acid battery plus
supercapacitors allows high current operation
for engine stop/start and e-charger acceleration
and supports micro-hybrid operating modes
-- C
ompatible with existing 12V vehicle
architecture
-- Mild regenerative braking
-- Efficient electrical generation
-- P
otential to deliver turbocompound electricity
to crankshaft
-- Mounted in position of conventional alternator
Conclusions
• W
ith this mix of proven or ready-forimplementation electric components, engine
downsizing of 50% can be achieved without
harming vehicle performance or driveability
• T he Ford Focus vehicle used on the project
achieved a CO2 level of 99 g/km, and the project
has identified opportunities for further reductions
on CO2 emissions
• M
icro-Hybrid - 12V or 12+X belt mounted electric
machine allowing:
-- Engine stop/start operation
C-segment car <100g/km NEDC CO2; cost below Diesel
Target Achievements:
Base Vehicle (2.0 litre Gasoline)
169g/km
Aggressively downsized DI, low loss engine
-30%
Add stop-start and 6kW re-generation
-12%
Taller gear ratios + gearshift indicator light
-5%
HyBoost vehicle99.7g/km
HyBoost is a research collaboration of Ricardo, CPT, Valeo, Ford, Imperial College and EALABC, co-funded by the UK Technology Strategy Board.
Ricardo role is leadership, integration & control
22
Delivering Excellence Through Innovation & Technology
Hybrid & Electric Vehicle Technology
ADEPT
ADEPT
Advanced Diesel Electric Powertrain
The ADEPT concept features Intelligent Electrification to deliver a very
low CO2 mild-hybrid diesel C-segment vehicle
Key facts:
Programme targets:
48V mild-hybridisation applied to 1.5L Euro 6.1
Diesel, comprising:
•75g/km CO2 C-Segment demonstrator vehicle
(NEDC)
• 12.5kW 48V belt starter generator:
• Technology studies to show path to 70g/km
- Improved stop-start operation
• At a cost/CO2 ratio superior to full-hybrid solution
- Regenerative braking
The Advanced Diesel Electric PowerTrain (ADEPT)
combines low-cost technologies with a high
degree of synergy to reduce current class-leading
C-segment CO2 emissions by a further 15-20%
- Torque assist
- Efficient electrical generation
• 48V low-cost advanced lead-acid battery
Charge Air
Cooler
-High carbon battery to operate mild-hybrid
duty-cycle without reduction in life
48V
Water Pump
• 48V electric ancillaries
EGR
Cooler
48V Advanced
Lead-Acid
Battery Pack
- 48V electric coolant pump
- 48V electric oil pump
ADEPT
-Efficiency improvements from optimised flow
and pressure control
Advanced Diesel Electric Powertrain
1.5L
Diesel
48V
Oil Pump
-Use of regenerative braking energy for further
fuel savings
Charge Air
Cooler
48V
Water Pump
EGR
Cooler
48V Advanced
Lead-Acid
Batter y Pack
1. 5L
Diesel
48V
Oil Pump
48V 12.5KW Belt Starter Generator
48V
E-Turbine
Final vehicle configuration
• 48V electric turbine
LNT
cDPF
48V 12.5KW Belt
Starter Generator
Advanced Diesel Electric Powertrain
pSCR
ADEPT
Advanced Diesel Electric Powertrain
- Located downstream of standard turbocharger
48V
E-Turbine
-Capture exhaust waste heat for reapplication as
torque on crankshaft
LNT
cDPF
- Aftertreatment thermal management
pSCR
m/ADEPT
www.ricardo.co
Project co-funded by
ADEPT
Consortium partners
Suppliers
Advanced Diesel Electric Powertrain
Consortium partners
Project co-funded by
www.ricardo
.com/ADEPT
Project co-funded by
Consortium partners
ADEPT
Delivering Excellence Through Innovation & Technology
Suppliers
Advanced Diesel Electric Powertrain
23
Ricardo plc
Ricardo: Engineering the low
Innovative and cost effective solutions for all vehicle types
130
95
ADEPT
Advanced Diesel Electric Powertrain
Charge Air
Cooler
48V
Water Pump
EGR
Cooler
48V Advanced
Lead-Acid
Batter y Pack
1. 5L
Diesel
48V
Oil Pump
48V 12.5KW Belt Starter Generator
48V
E-Turbine
LNT
cDPF
Final vehicle configuration
pSCR
ADEPT
Advanced Diesel Electric Powertrain
Advanced Diesel Electric Powertrain
Mass Market EV Technology
Energy Storage Breakthrough
Charging Infrastructure
ADEPT
www.ricardo.com/
Plug-In Hybrid
Project co-funded by
ADEPT
Consortium partners
Suppliers
Advanced Diesel Electric Powertrain
Energy Storage Breakthrough
Full Hybrid
www.ricardo.com
/ADEPT
Micro/Mild Hybrid
Project co-funded by
Consortium partners
Suppliers
ADEPT
Advanced Diesel Electric Powertrain
2020
24
Delivering Excellence Through Innovation & Technology
Advanced Diesel Electric Powertrain
ADEPT
48V
E-Turbine
48V 12.5KW Belt Starter Generator
48V
Water Pump
Final vehicle configuration
EGR
Cooler
2010
48V
Oil Pump
48V Advanced
Lead-Acid
Battery Pack
Vehicle Weight and Drag Reduction
LNT
cDPF
1.5L
Diesel
Charge Air
Cooler
pSCR
IC Engine and Transmission innovations (gasoline/diesel/gas/renewa
Ricardo plc
CO2 vehicles of the future
60
30
Fleet Average CO2 Targets (g/km)
Fuel Cell Vehicle
Fuel Cell & H2 Supply/Storage breakthrough
ables/H2)
2030
2040
Mass market technology introduction
Delivering Excellence Through Innovation & Technology
25
Intelligent Vehicles Technology
Extending the electronic vehicle horizon with huge potential for fuel savings
with minimal investment
Ricardo connected services
Ricardo provides connected services / solutions enabling you to achieve higher levels of quality,
reliability and performance for your products / assets. We apply our expertise in engines,
transmissions and automotive electrical / electronic systems to collect and comprehensively analyse
vehicle data and identify both potential failures and opportunities for product improvement.
Ricardo is well positioned to help you with your production, demonstration or systems development
programme in all areas of intelligent connected vehicle technologies including active safety, telematics,
sensor fusions, hardware integration and production level calibration.
Ricardo has a track record of
production solutions, advanced
demonstrator vehicles and
standalone systems covering:
• V
ision and radar sensor fusion
Steer-by-wire and Torque
Vectoring
• S afe human-machine interfaces
with speed and driving style
feedback
• Crash avoidance
• V
ehicle to vehicle and
infrastructure communications
• Safety-Critical software
and hardware tools and
development
Key projects illustrating Ricardo
connected services capabilities
are described later in the section
titled ‘Ricardo Connected Services
Showcase Projects’.
• G
PS – 3D mapping to
situational awareness
• F ault detection, tolerance and
infrastructure data security
Connected services demonstration
Ricardo’s HyBoost vehicle demonstrator illustrates how a combination of low cost technologies can
be used with a high degree of synergy to deliver micro-hybrid operation providing significantly
improved fuel economies. We have equipped the demonstration vehicle with Ricardo’s connected
services technologies to show our real-time data acquisition and reporting capability.
SARTRE
Road train using vehicle-to-infrastructure and vehicle-to-vehicle
communication
Background
steering, brake, active safety, cruise • Increased driver and passenger
technology
comfort and convenience
• Vehicles and robotic systems
•
F
ollowing
vehicles
are
free
to
join
•
Reduced accidents
working together provide larger
and
exit
as
required
•
Autonomous road train
benefits than vehicles operating in
•
Maximum passenger freedom
isolation
Benefits
• Maximum drag reduction
Concept
• Reduced fuel consumption and
greenhouse gas emisasion
• A road train develops behind a
lead vehicle utilising automatic
• Improved traffic flow/journey times
Partners
Entering under
manual control
Exiting under
manual control
The research leading to these results has received funding from
the European Community’s Seventh Framework Programme
(FP7/2007-2013) under grant agreement n° 233683.
Autonomous
Control
26
Delivering Excellence Through Innovation & Technology
Lead Vehicle
A classification and
analysis scheme
has been devised
that allows “threats”
relevant to Intelligent
Transport Systems
to be more readily
identified , understood
and addressed at an
early stage
Additional Ricardo Intelligent Vehicles Programmes
facITS:
A suggested classification and analysis scheme has been devised that allows “threats” relevant to Intelligent
Transport Systems to be more readily identified , understood and addressed at an early stage in the design
process. This scheme encourages the consideration of threats that are potentially malicious attacks.
This is a co-funded project with part funding from innovITS. Project partners are Ricardo, innovITS, Warwick
Manufacturing Group, Association of Chief Police Officers, TRL, HW Communications and Autotxt
CoDriver:
An integrated system to improve vehicle driving safety
has been developed using an off-vehicle system to
collate data sources relating to hazards and traffic, data
which can be transmitted to vehicles. Ricardo’s role
was in detailing the system requirements.
• O
ff-vehicle system collates data sources relating to
hazards and transmits this to vehicles
• S mart electronic module presents hazard
information to the driver in a suitable timeframe to
allow a relaxed and controlled response
• System can be used to report hazards
Partners: University of Warwick, Loughborough
University Enterprise Ltd, Atkins Ltd, MIRA Ltd, Ricardo
UK Ltd, AutoTxt Ltd.
Delivering Excellence Through Innovation & Technology
27
Intelligent Vehicles
Ricardo Connected Services Showcase Projects
Information Enabled Control/Advanced Control
Driver Information Systems
• Enhanced Driver Feedback
• Assessment of Driving
• Real-Time Advice
• Monthly Reports
• Green Routing Navigation
Foot-Lite
Foot-Lite seeks to modify driver behaviour to
improve safety and reduce emissions through
provision of feedback on driving style
Background
Concept
• T ypical real world fuel consumption figures
can be higher than manufacturers’ official fuel
consumption figures
• S mart electronic co-pilot provides real-time guidance
on efficient driving based on situational awareness
• Individual driving styles have an influence on
real world CO2 consumption and emissions
• A
verage emissions can be reduced by
encouraging enthusiastic drivers to operate
vehicles closer to the current average
• R
icardo’s role in this
programme includes sensor
fusion (radar, vision etc) and
“metrics” to deliver driving
instructions and analyse
driving style, giving safety and
CO2 improvements.
Partners
28
Delivering Excellence Through Innovation & Technology
• C
o-pilot can issue challenges as well as giving
guidance
• H
istorical driving data can be transferred to a
remote PC for further analysis
Benefits
• Relatively low-cost co-pilot
• Can be fitted in the aftermarket
• A
dvisory nature of co-pilot will increase driver
acceptance compared with interventional device
(e.g. speed or acceleration limiter)
• C
ompetitive nature of the challenges can make
emissions reduction fun
Intelligent Vehicles
Semi-Autonomous Control
Fully Autonomous Control
• Improved Vehicle System
Management and Integration
• Using Electronic Horizon Data
• Removing Driver Inefficiencies
• Lateral & Longitudinal Control
• Intelligent Traffic Management and • V2I/V2V Communications
Cooperative Control Strategies
• Longitudinal Control
• V2I/V2V Communications
• Intelligent Speed Adaptation
Sentience
DriveWise
Improving fuel
consumption and emissions
through the use of telematics
Steer-by-wire is a key enabler
of fully autonomous control
Expanded capability of existing vehicle features On-board
computing integrated with web services to provide the vehicle
with impending road environment information allowing vehicle
to automatically maximize energy efficiency through:
Reducing
Congestion
The Drivewise program has demonstrated the safety critical control of two
safety relevant “actuator” systems (Steer-by-wire and Torque-VectoringTM) in
such a way that the combined system is both suitably safe and integrated
from a drivers and cost perspective.
This means that where practical from a safety viewpoint, sensors and
electronic control units are shared by the two sub-systems and some faults
in one subsystem are managed at a system level by the other sub-system.
Optimised engine load
The design process has been heavily automated particularly by use of the
AutoFMEATM tool which allows a safety analysis to be conducted at an
early stage in the program and progressively refined during the program.
The speed and flexibility of this tool allowed exploration of various design
tradeoffs, allowing for example, the safety impact of sharing a sensor to be
easily investigated.
• M
anaging energy storage and use more efficiently based on
advanced knowledge of recharge opportunities
The Steer-by-wire system fitted to the vehicle has a mechanical backup to allow
driving on public roads but normally operates in a true steer by wire mode.
• Initial test results showing 2% improvement in fuel consumption
for simple strategies with potential for 5% with more advanced
strategies
The Torque-VectoringTM system works on the two rear (driven) wheels and
allows complete control of the torque split between the 2 wheels (even
if the input torque from the gasoline engine is zero). This means that the
Torque-VectoringTM sub-system is able to generate a yaw motion on the
vehicle which is normally used to compliment the yaw introduced by the
(front) steering.
Improving Road
Safety
Cutting Emissions/
Pollution
Telematics & ITS
Demand for ‘comfort functions’
Optimised air-conditioning control
• M
odifying air conditioning temperature set-point prior to
temporary stops to enable engine stop-start
Enhanced acceleration/deceleration
• C
ontrolling vehicle speed to meet actual and virtual speed limits
– enhanced cruise control
• Initial measurements show savings of 5% to 24% during track
testing
• S caling this data to average vehicle usage on the GB roads gives
a total estimated fuel saving of nearly 14%
This capability for both systems to generate a yaw motion on the vehicle allows the
use of one system as a backup for the other under some fault conditions.
The system also includes redundant sensors, dual ECUs and a monitored
ultra capacitor power back up system. In the event of a single failure,
including power, the system can keep the vehicle under control and guide
the driver to take appropriate actions. The cost effective design approach
taken by Ricardo is essential for such systems to reach maturity in the
automotive sector.
• R
eal world road test (in evenings) has already shown a fuel
consumption reduction of over 5%
• Reduced average speed and smoother driving
• Additional benefit of increased driver convenience
Collaborative Project
Delivering Excellence Through Innovation & Technology
29
Advanced Diesel Technology
Advanced Diesel Engines
Ricardo research programme exploring cost effective reduction technologies
with no driveability compromise
Syner-D
Thermally optimised, torque boosted low CO2 diesel
A downsized turbocharged and supercharged Euro 6 diesel, using optimised thermal, air path and
aftertreatment systems to target a 30% reduction in CO2 with no driveability compromise relative to the V6
baseline vehicle
Integrated technologies for cost effective CO2 reduction
Ricardo is the lead partner in the Syner-D research consortium
Achieving European fleet average CO2 targets
relies on the mass-market adoption of low CO2
technologies which requires commercially viable
cost effective solutions that are available within a
3-5 year timeframe. Analysis by Ricardo indicates
that deploying low cost technologies across a
large number of vehicles is the most cost-effective
method in reducing fleet CO2, rather than deploying
high-impact and costly technologies to a small fleet
percentage. The Syner-D research consortium aims to
demonstrate the CO2 benefits of these technologies,
whilst reducing tailpipe emissions and maximising
vehicle driveability.
SYNER-D
Low CO2: No Compromise
Key objectives reference to the baseline
3.0 V6 vehicle
• Achieve a 30% reduction in CO2
• Achieve Euro 6 tailpipe emissions
• To deliver equivalent driveability
Key achievements
• More than 25% CO2 reduction achieved to date
• 500 Nm peak torque target met
• Turbocharged and supercharged diesel
• R
oller crank engine demonstrates technology and
benefits
SYNER
Low CO2: No Comp
As to be used on demonstrator vehicle
30
Delivering Excellence Through Innovation & Technology
Advanced Diesel Technology
The technologies deployed include:
Air system architecture driven by WAVE™
analysis
• Downsized diesel engine (3.0 to 2.2 litres)
The selected air path system utilises LP VGT turbocharger
with HP supercharger, along with short and long route
EGR coupled to a DPF/SCR aftertreatment system to
give the best design to achieve emissions, CO2 and
performance requirements
• 8-speed automatic transmission
• Stop-Start
• Intelligent thermal management including zero
flow & high temperature control modes
• Coolant heat storage system
CLEAN
EXHAUST
OUT
• Long and short route EGR
• SCR aftertreatment and dosing system
SCR
• T wo-stage boosting (LP turbocharger and HP
supercharger)
THEMIS
INTERCOOLER
SUPERCHARGER
INTEGRATED INTAKE
MANIFOLD
+ WATER CAC
+ EGR RAIL
DOC
• P
rototype software and engine calibration to
optimise with hardware fitted
DOWNSIZED ENGINE
LONG
ROUTE
EGR
ADVANCED LUBRICANTS
DPF
• T wo stage water charge air cooling circuit,
including an integrated HP EGR rail
PROTOTYPE
SOFTWARE
CONTROL SYSTEM
• Advanced lubricants
• R
oller bearing crankshaft (parallel activity to assess
the benefits for reduced friction)
CLEAN
AIR IN
Programme power and torque targets
have been achieved
HST
TURBO
REVISED COOLING PACK
Supercharger control software written to utilise
transient torque benefits of system for through gear
acceleration and reduce periods of fuel limitation by
increasing boost rise rates
Syner-D
I4 Baseline
3.0 V6
175
150
125
100
75
50
25
625
0
550
475
400
325
250
175
500
1000
1500
2000
2500
3000
3500
4000
Corrected Brake Torque [Nm]
500Nm target torque met by use of turbocharger and
supercharger system coupled with engine calibration
optimisation
Corrected Brake Power [kW]
200
100
4500
Engine Speed [rev/min]
Dataset 1
Filename:
120320_ETR051_Power_Curve
Project:
Engine No.:
Q57077
SynerD
Build No.:
Upgrade
Cell:
15-11
• E ngine performance targets have been
achieved, with a peak torque of 500Nm
• U
sing a high pressure supercharger
solution delivers greater heat energy to
aftertreatment components than would be
possible with a twin turbocharged solution
• A
dvanced thermal systems offer significant
benefits to cold start fuel consumption and
emissions
20-03-12
ETR No.:
ETR051
Test No.:
Calibration:
T001 P963F63_X1_SCR_Demo
Full_Load_Po
Full_Load_Power_Curve
Conclusions
• C
O2 reductions of more than 25% have
been realised, with further improvements
expected
Test Date:
• R
ealising the maximum benefit from a
heat storage device over the NEDC cycle
is constrained by present legislation.
2.2 I4 Baseline
Emissions credits or a change
3.0in
V6the
Target [176kW]
Syner-D 2.2 Supercharged
regulations to reflect real world usage
would be advantageous to maximise both
real world and homologated benefits
• A
pplication of long route EGR in
combination with SCR is a key enabler
to achieve Euro 6 emissions without
compromising CO2
• The Ricardo Efficient Calibration process,
120329_SynerD_ETR051_
with system level optimisation for SCR
NOX conversion efficiency, has been
used to capitalise on the application of
an SCR system during engine calibration
optimisation
• A
demonstrator vehicle incorporating a
high number of additional components has
been designed and built within the original
production package space
• P
rototype software has enabled the
integration of a diverse range of production
components from multiple suppliers.
Delivering Excellence Through Innovation & Technology
31
Page 2 - Full Loa
Requirements:
Advanced Diesel Technology
both doors 700mm w x 300mm h
bonnet logo plus text and graphic above 700mm w x 500mm h
boot requirs R logo and Ne0N 300mm x 300mm
NZED - Near Zero Emissions Diesel
US diesel emissions (Tier2 Bin5) achieved without aftertreatment
SIZE 380mm X 100mm
The NZED engine has a two-stage sequential
turbocharger system using two variable geometry
turbochargers (VGT) combined with an advanced
EGR system. A smaller VGT turbo gives good transient
response, but to achieve a high rated power output
there is also a larger, low-pressure VGT turbo. Both
the air and exhaust paths can bypass the smaller unit
when necessary. With this approach, it is possible
to achieve much higher levels of EGR, while still
maintaining lean combustion.
The engine develops 160 horsepower and 400 Nm
torque, yet produces staggeringly low emissions:
Engine-out NOx levels are 90 per cent lower than
the Euro 4 base engine. Moreover, the engine delivers
a fuel economy improvement of 5 to 10 per cent,
countering the received wisdom of so many years that
emissions reduction must be paid for in fuel efficiency.
Using two VNT turbos does represent extra cost, but
the project is still at an early stage.
The technology Ricardo is applying
here provides a rare example in which
there is a genuine synergy between
emissions reduction and fuel economy,
while also offering a product with
performance that is fun to drive. This
gives far more value to the customer
than simply having them pay for
emissions reduction by filling the tailpipe
with even more precious metal. This
system can easily achieve Euro 6 without
using a lean NOx trap.
NZED
Near Zero Emissions Diesel
in order to reduce NOx. EGR coolers, super-cooled
using an external water coolant circuit, ensure a
dense low-temperature charge enters the cylinders.
This cooling also makes it possible to achieve HPCC
across a much wider operating range. As ever, Ricardo
software played a major part in the development, a
six-month WAVE study being undertaken before the
project started. This modelled the air system and EGR,
while VECTIS was used to analyse combustion.
One approach investigated comprised a mini diesel
oxidation catalyst integrated into the exhaust manifold
for ultra-fast lightoff, a main oxidation catalyst, and a
combined lean NOx trap (LNT) and diesel particulate
filter (DPF) assembly.
Although that may sound like a positive armoury of
aftertreatment devices, the most significant gains are
made at the engine-out stage.
Highly pre-mixed cool
combustion
The combustion strategy (HPCC) combines improved
air/fuel mixing strategies with ultra-high EGR delivery
Key Features
Benefits
Two-stage series-sequential turbocharging and low pressure EGR
layout
High EGR delivery with minimum pumping losses
Note: the novel layout is a critical enabler for US06 NOx reduction
Two-stage EGR cooling with separate low temperature circuit
High EGR delivery with minimum pumping losses: all loads
Ricardo air/EGR path control and warm up strategies
Transient boost and EGR control enabling low NOx with good
drivability
Ricardo advanced combustion system design
EGR tolerance - NOx and soot reduction
HPCC Calibration strategy: Note: Ricardo is not applying a late
combustion strategy and does not need calibration switching
Low NOx with good fuel consumption and HC controlled
Closed-loop cylinder pressure control (CPEMS)
Note: Initial test results shown do not require CPEMS
Robustness control and improved emissions, fuel consumption and
noise control
Integrated PTC and DOC packaging
NMOG control <Bin5
Close coupled LNT and DPF
NMOG and NOx control
Ricardo LNT control strategy with in-cylinder rich spike control
LNT rich operation with minimum impact to HC, soot, drivability and
noise
Ricardo DPF control strategy
DPF soot control. Minimum KI factor impact due to DPF
regenerations
32
Delivering Excellence Through Innovation & Technology
Advanced Diesel Technology
DI BOOST
High performance gasoline direct injection concept
The objective of the DI Boost project was to
demonstrate the benefits of a downsized,
turbocharged direct injection concept on a full
scale application. The benefits of direct injection
in combination with turbo charging have
been demonstrated several times on smaller
displacement 4-cylinder engines, as a viable
alternative to medium displacement 6-cylinder
engines.
The DI Boost project demonstrates that the same
downsizing benefits apply to a medium displacement
6-cylinder engine as a viable alternative to a large
displacement V8 engine.
The key achievements of the project were:
• N
egligible change in performance compared with
the larger displacement, naturally aspirated V8
baseline powertrain
• Improved fuel economy compared with the
baseline (target 15% improvement)
• SULEV emissions potential
Two prototype DI BOOST engines have been
developed and combine the performance enhancing
capabilities of modern valve actuation and
turbocharging with the improved fuel efficiency and
low emissions of gasoline direct injection. The engines
are based on GM’s global high feature 3.6L V6 engine.
A premium sport brand vehicle is employed as the
demonstrator platform.
Bosch provided the complete DI Motronic engine
management system including the new, second
generation direct-injection fuel system as well
as ignition, air and exhaust control. Ricardo has
contributed to the study using its expertise for
prototype powertrain integration and providing
base engine calibration work on modern engine
dynamometers.
Technical specifications:
• V6 3.6L SIDI twin turbo DI Boost
• Tremec T56 6-speed manual transmission
• Single mass flywheel made to suit clutch/transmission
• Netway box for vehicle ECU communications
• 380 hp (283kW) @ 5,500 rpm
• 412 lb ft (560Nm) @ 2,000 to 4,000 rpm
• Intake and exhaust cam phasing with
50 degree authority
• Optimized inlet and exhaust cam events
• 10:5:1 compression ratio on premium fuel
• Forged pistons with catalyst heating crown feature
• Updated connecting rods
• Optimized intake manifold
• Twin Borg-Warner single scroll turbochargers
• Twin air to air charge air coolers
• Single Bosch HDPS fuel pump, 15 MPa fuel pressure,
high flow multi-hole injectors
• 4-lobe fuel pump profile on exhaust cam
Bosch Motronic MED9.6 EMS system
The first phase of DI BOOST, the design and
procurement of prototype engines, was completed in
January 2006. The next phase, which started in March
2006, concentrated on base engine calibration for
best fuel efficiency and drivability. In parallel, vehicle
integration was completed. Next steps focused on
achieving SULEV emission levels via high-pressure start
capability and split injection.
Delivering Excellence Through Innovation & Technology
33
Advanced Spark Ignition Engines
Advanced Spark Ignition Engines
Extreme downsizing promises 27% fuel savings compared with current engine technology
by combining the benefits of two- and four-stroke combustion
EBDI - Ethanol Boosted Direct Injection
Optimizing ethanol
A unique collaboration between Ricardo and Growth Energy, is demonstrating the benefits of extreme
optimization of ethanol combustion using Ricardo’s EBDI engine technology.
A highly optimized engine fuelled on ethanol can
provide a cost-effective, low-carbon, high-fuel
economy alternative to fossil fuel power.
Ricardo’s EBDI engine technology shows
that even for larger applications, extreme
optimization of ethanol combustion can
enable engine downsizing of the order of
50 percent and still deliver substantial fuel
economy and CO2 emission improvements
from a cost-effective, high performance
and inherently low emission powertrain.
Based on engine test work Ricardo has carried out
a fuel economy improvement of up to 30 percent is
possible with no loss of power or performance, by
using a downsized EBDI engine in place of currently
available gasoline powertrain technology.
Ricardo’s EBDI optimized fully flex fuel capable engine,
developed from a production V6 gasoline unit, has
been used to re-power two GMC Sierra 3500 HD
pickup trucks, each with a kerb weight of some 2.7
tonnes (6000 lbs) and a towing capacity up to 7.5
tonnes (16,500 lbs). The project team selected these
comparatively large vehicles as the basis for the
programme in order to demonstrate the full flexibility
of the EBDI engine concept. EBDI is applicable across
an extremely wide range of vehicle types – in essence,
anywhere that higher blends of
ethanol are generally
available.
EBDI: optimized power from
renewable fuel
Ricardo’s EBDI engine technology solves many of
the shortcomings of current generation flex-fuel
engines, which are typically only optimized for gasoline
operation and do not make full use of the properties of
ethanol. Unlike existing flex-fuel engines, EBDI takes full
advantage of ethanol’s properties of high octane and
latent heat of vaporization to deliver near-diesel levels
of engine efficiency at substantially reduced cost.
For example, a flex-fuel product derived from a
standard gasoline engine might suffer a fuel economy
penalty of about 30 percent when operating on higher
ethanol blends such as E85. The Ricardo EBDI engine
addresses this problem by being able to adapt its
operation to offer fully optimized flex-fuel performance
on any blend of fuel from standard pump gasoline
to E85 fuel. It achieves this through the sophisticated
application of the latest in boosting technologies,
fuelling strategy and combustion control, matching the
effective compression ratio and in-cylinder conditions
to precisely those required for optimal performance
and fuel efficiency. In doing so it offers exceptional fuel
economy and high specific performance without the
need for complex aftertreatment technology to meet
current or planned emissions regulations.
The results of test-bed evaluation of the EBDI engine
already carried out by Ricardo have demonstrated
the potential of this technology
to deliver significant fuelefficiency improvements
with uncompromised
performance, in particular
while operating on high
ethanol blends.
Ricardo is grateful for the additional support provided by partners Behr, Bosch, Delphi, Federal-Mogul, Grainger and Worrall Castings, and Honeywell.
34
Delivering Excellence Through Innovation & Technology
Advanced Spark Ignition Engines
EBDI Technical Specification
Ethanol Boosted Direct Injection
EBDI key facts
• E xtreme downsized spark ignited V6 engine
that is optimized for E0 through to E85
Technical
specifications
• Extreme downsizing
• D
iesel levels of performance from an
extreme downsized SI engine
• V6 3.2l SIDI twin turbo
• T echnology scaleable from small passenger
car through to Class 6 on-road truck
• Optimized for E0 through to E85
• A
pplicable to on-road and off-road
applications
• Cooled external EGR
• 900Nm on E85
• 770Nm on E0
Benefits for medium duty
applications
• Simpler aftertreatment
• Low cost fuel system
• Less complex diagnostics
• Improved vehicle packaging
• BMEP extension
• Reduced total cost of ownership
Delivering Excellence Through Innovation & Technology
35
Advanced Spark Ignition Engines
SGDI
Spray Guided Gasoline Direct Injection research Programme
Project aims:
• D
evelopment of an ultra fuel-efficient combustion
system tolerant to high amounts of diluents
Development approach:
1D and 3D Analysis using Ricardo WAVE
and VECTIS
• M
aintaining gasoline typical low engine-out
emission levels, including particulate matter
• D
evelopment of injection strategies for improved
tolerance towards high diluents rates
• M
aintaining the cost benefit over
Diesel combustion systems
• Effects of gasoline blends on engine performance
Key achievements:
• U
n-throttled operation achieved over
complete speed and load range
• E xcess air ratio greater than 10 achievable at
idle with excellent combustion stability
• L ean operation range investigated for loads of
up to 10.5 bar IMEP with CoV in IMEP below 2%
• C
haracterisation and modelling of FIE for pump
grade gasoline (RON 95), E85, and M30
• O
ptimisation of combustion chamber design
(location of injector and spark plug, design
of piston bowl) for stratified operation
Thermodynamic single cylinder testing
• L ean operation on pump grade gasoline
(RON 95), E85 and M30 in stratified mode
• D
oE type testing using Ricardo
η-CAL calibration tool
• R
eduction of engine-out NOx emissions by up
to 70 % through advanced injection strategies
• F ocus on stratified NA operation
and lean boost operation
• R
eduction of fuel consumption of up to
30 % when compared to homogeneous
stoichiometric operation
Optical single cylinder engine testing
• B
SFC lower than Diesel benchmark for loads
up 11 bar BMEP over entire speed range
• M
inimum BSFC achieved so far 214 g/kWh despite
relatively high friction losses of baseline PFI engine
• M
aximum brake thermal efficiency 39 % despite
relatively high friction losses of baseline PFI engine
36
• E ffects of injection strategies on
volumetric efficiency
Delivering Excellence Through Innovation & Technology
• L ASER Induced Fluorescence (LIF)
Measurement of liquid and vapour fuel
phase for various injection strategies
• P
article Image Velocimetry (PIV)
measurements to assess gas flow field
• H
igh Speed Video (HSV) of injection
and combustion process
Advanced Spark Ignition Engines
Multi-cylinder development and testing
• F our cylinder turbocharged engine with
SGDI combustion system developed
for baseline PFI engine conversion
• E xtension of lean operation range by
lean boost operation and development
of advanced injection strategies
Delivering Excellence Through Innovation & Technology
37
Efficient Transmission Technologies
Efficient Transmission Technologies
Ricardo research programmes explore the next generation of transmission systems that
deliver reduced fuel consumption and exceed consumer driveability expectations.
High efficiency actuation of automated transmission
technologies is a key area of development interest
for OEMs, Tier 1s and their supply chains. Power
consumption and parasitic losses associated with
hydraulic actuation systems contribute significantly to
real world and on cycle efficiency, whilst assembly and
cleanliness standards lead to increased costs.
Ricardo has developed an innovative high efficiency
electromagnetic actuator that can be used in a
number of automated transmission applications. This
system has been demonstrated on an automated
manual transmission (eAMT) and is currently under
development for use on a dual clutch transmission
(eDCT)
eAMT™
Electromagnetically Actuated Automated Manual Transmission
eAMT
electronic
Automated Manual Transmission
• Based on Opel Corsa Easytronic 1.2
• Peak actuator force capability of 1kN
• U
ses Ricardo’s novel direct drive electromechanical
actuation system
• 12V operation
• R
etro-fitment to existing Easytronic gearbox for
direct performance comparison
• C
lutch, gear selection an engagement within
single actuation module
• Module package not the main focus
• Shift performance metrics (interim 05/08)
• System architecture and capability
• Clutch disengagement 90ms
• Combined linear and rotary actuator
• Torque Interrupt < 350ms
• Reduced component count
• P
re-cursor to Ricardo’s eDCT demonstrator
scheduled for Q1 2009
• Fast response : 60ms step response
• Multiplexed actuation
Standard Easytronic
Transmission retrofit module
Prototype actuation
38
Delivering Excellence Through Innovation & Technology
Ricardo Actuation
Demonstrator vehicle
Efficient Transmission Technologies
eDCT™
Electromagnetically Actuated Dry Clutch DCT
Summary
Increasing the affordablility of high efficiency DCT
transmissions using Ricardo’s patented novel directdrive electromechanical actuation system for clutch &
gear actuation
eDCT
Key facts
Cost ~15% to 20% reduction
electronic
Dual Clutch Transmission
• System architecture and capability
-- 1 actuator per clutch
-- 1 actuator for gear selection(multiplexed)
-- Fast response : 30ms step response
-- Peak actuator force capability of 1kN
-- Package comparable to hydraulics
-- 12V operation
• Performance achieved
-- Seamless shift time < 300ms
-- 40W mean consumption over NEDC
-- 1.6% CO2 reduction over current BIC
Multiplexed gear actuation module
Multiplexed linear drive technology for
rail & clutch actuation
Innovative cooled
dry clutch concept
Hill-hold / antirollback concept
Driveable demonstrator
Q3 2009
Ricardo DCT control
software
Delivering Excellence Through Innovation & Technology
39
Efficient Transmission Technologies
wDCT
Wet Dual Clutch Transmission Control
Dual Clutch Transmissions (DCTs) offer efficiency benefits over other transmission types through automation and
configuration advantages.
Ricardo has developed its own control strategies as part of an internally funded R&D programme that have
been implemented in a production level demonstrator as a development and learning platform for its global
client base.
DCTCONTROL
The strategies and algorithms are currently being transferred into the next generation of DCT transmissions under
development by clients globally in passenger car and truck applications as part of their efficiency improvement
programmes.
DUAL CLUTCH TRANSMISSION
Overview
Demonstrator objectives
• Based on current production unit
• Ricardo rCUBE rapid prototyping ECU
incorporated
• P
rovides an opportunity for clients to
experience a tangible example of Ricardo’s DCT
control strategies & algorithms.
• R
icardo proprietary DCT control software applied
in place of standard production software
• P
rovides a suitable platform for implementation of
further software developments.
• Interface with PRND and instrument pack for
normal operation
• S upports Ricardo objectives in developing high
efficiency systems for next generation transmission
actuation.
• P
rovides a training and development tool for
Ricardo and client engineers in support of
transmission development programmes
Steps To Realisation
Gear selection
& Pre-Selection
Coordinator
Clutch
Control
Rail actuation
Torque control
Auxilliaries
Diagnostic and I/O
IO drivers
CAN etc
•
•
•
•
Production TCU modification
PCB cover machined off
Pins identified and wiring
added to extract required I/O
Unit re-sealed
40
• Transmission
commissioning
• Vehicle harness produced
connecting prototype
controller to transmission I/O
• Sensors and valves
characterised
•
•
•
RTOS
Software commissioning
Ricardo generic DCT
software employed
Low level actuator
controllers modified to
suit existing hydraulics
Delivering Excellence Through Innovation & Technology
• Transmission control
calibration
• Gear and clutch
actuation control
calibrated to
benchmark level
Sustainable Transport
Sustainable transport in the
21st century
Ricardo-AEA is an internationally-respected consultancy with more than 350 technical experts in
the fields of sustainable transport, energy, climate change, air quality, waste, resource efficiency and
economics. Together, we deliver the integrated solutions needed to address today’s most pressing
business and sustainability challenges.
Ricardo-AEA’s team of transport specialists works with a wide range of clients to achieve a sustainable, low
carbon future for all modes of transport. Our expertise covers carbon emissions and air quality, vehicles, fuels and
driver behaviour. Our work ranges from leading edge technical research to policy and strategy development.
Policy support
Ricardo-AEA helps clients to understand the impact of policy changes on their businesses and to
have their voices heard by policy-makers.
Ricardo-AEA is uniquely placed to help businesses operate in the context of a rapidly evolving policy
landscape. Our expertise covers the transport and climate change policy landscape globally, including
regulations on fuel economy, CO2 emissions, air quality, safety, fuel quality standards and carbon pricing.
To support our work, we use bespoke modelling tools, including the Sustainable Transport Model (SULTAN).
This model, which was developed under a contract for the European Commission, has been applied in projects
globally to analyse the potential impact of different technologies and policy pathways for all modes of transport.
Impact assessment
Ricardo-AEA’s team of experts has extensive
experience in quantifying the economic and
social impacts of technologies, projects, strategies
and initiatives. Coupled with our detailed
understanding of the sectors and industries
concerned, we are well-placed to demonstrate
the corporate and wider societal benefits of green
business.
Sustainability strategy development
Sophisticated businesses are increasingly taking
an integrated, strategic approach to sustainability
to protect them and their supply chains against
environmental and reputational risk. RicardoAEA’s in-depth understanding of low-carbon and
low-polluting transport technologies makes us the
partner of choice when seeking to identify areas of
focus for reducing both emissions and costs.
As a recognised market leader in the strategic
analysis of sustainable transport solutions,
we apply evidence-based analysis to develop
informed strategies and action plans that improve
the sustainability and cost effectiveness of our
clients’ vehicles and fleets.
Delivering Excellence Through Innovation & Technology
41
Ricardo Global Locations
Ricardo’s corporate strategy
Ricardo is a global world-class, multi-industry consultancy for engineering,
technology, project innovation and strategy. With a century of delivering value,
we employ over 2100 professional consultants, engineers and staff world-wide.
MARKET SECTOR
Agricultural & Industrial Vehicles
Commercial Vehicles
Motorcycles & Personal Transportation
High Performance Vehicles & Motorsport
Passenger Car
Strategic Consulting
Environmental Consulting (Ricardo-AEA)
Software
PRODUCT/SERVICE
Our people are committed to providing outstanding value through quality
engineering solutions focused on high efficiency, low emission, classleading product innovation and robust strategic implementation.
Our client list includes the world’s major transportation Original Equipment
Manufacturers (OEM’s), supply chain organisations, energy companies,
financial institutions & governments.
Guided by our corporate values of respect, integrity, creativity & innovation
and passion we enable our customers to achieve sustainable growth and
commercial success.
42
Delivering Excellence Through Innovation & Technology
Italy
Russia
Malaysia
Korea
Japan
India
China
Government
GEOGRAPHY
Performance Products
Defence
Czech Republic
Vehicle Systems
Hybrid & Electric Systems
Rail
Germany
Engines
Driveline & Transmission Systems
Clean Energy & Power Generation
United States
Project Management
Research & Development
Mechanical Engineering
Electrical & Electronics
Computer Aided Engineering
Test & Development
Emissions Analysis & Management
Policy & Strategy Development
Economic Evaluation
Data Management
Marine
United Kingdom
GLOBAL DELIVERY
CAPABILITY
Ricardo Global Locations
Ricardo’s global locations
Local project delivery through Technical Centres in Europe, North America and Asia.
Ricardo in Russia
Moscow
Ricardo US
Chicago Technical Centre
Detroit Technical Centre
Ricardo UK
Shoreham Technical Centre
Midlands Technical Centre
Cambridge Technical Centre
Ricardo Prague
Czech Republic
Ricardo
Deutschland
Ricardo
in Korea
Schwäbisch Gmünd (HQ)
Seoul
Ricardo in
Saudi Arabia
Abu Dhabi
Ricardo
India
Delhi
Ricardo
China
Ricardo
Japan
Yokohama
Shanghai
With offices and technical centres around the world we can support projects
locally and work closely with our clients wherever they are in the world.
Ricardo in Malaysia
Kuala Lumpur
Global test facilities
78 Engine test facilities
Steady state, semi anechoic and high dynamic test beds. Road Load
Simulation (RLS), Constant Volume Sampler (CVS) and heavy duty transient
capability.
Performance and Emissions beds. Steady state and dynamic. Configurable
to utilise advanced techniques such as auto-mapping and Vehicle
Calibration on Testbed (VCOT).
Durability beds configurable to undertake most current test sequences
including those with thermal, shock and motoring stages. Operation on a
24/7 schedule as appropriate.
Prototype manufacturing and assembly
7 Vehicle test facilities
Fully equipped manufacturing and inspection workshops capable of with
low-volume production capability.
Emissions chassis dynamometers up to 150kW climatic capability (-25
to +40°C). Dedicated gasoline dilution tunnels, motorcycle emissions,
durability and semi anechoic vehicle chamber for emissions testing,
calibration development, NVH development and durability testing.
Battery system development
Ricardo has two Battery development centres, one based in Detroit to
service the American market and one in England for the rest of the world
focusing on the safe development of Li-Ion and NiMH battery packs.
Driveline
2 and 4WD fully dynamic rigs, semi-anechoic chamber, gearshift durability,
functionality and lubrication development rigs.
Mechanical development
Chemistry
Full chemical capability. On- and off-line techniques (GC, MS, FTIR, TGA).
Specialists in particle sizing (facilities incl. SMPS, MOUDI & Aerosizer).
Intelligent transport systems
Hardware in the loop (HiL) is used to replace or supplement the
validation of ECUs & systems on vehicles or test beds.
Comprehensive mechanical development capability on components or
sub-systems. Component motoring (incl. engine simulator), tilt rigs (loaded
and unloaded), torsional vibration, bending and fatigue, coolant and
lubrication flow, hot gas rig, block testing, FIE
Delivering Excellence Through Innovation & Technology
43
Contact
Global point of contact:
T: +44 (0)1273 455611
Paul Rivera
Managing Director Hybrid & Electric Systems Business Unit
F: +44 (0)1273 464124
T: +91 (0) 1223 223272
E: neville.jackson@ricardo.com
M: +91 (0) 7739 167732
Neville Jackson
Chief Technology & Innovation Officer
E: paul.rivera@ricardo.com
Sector focus
Ricardo delivers increased value and sustainable
solutions to a number of market sectors:
Passenger Cars
Commercial Vehicles
Agricultural & Industrial Vehicles
Motorcycles & Personal Transportation
High Performance Vehicles & Motorsport
Clean Energy & Power Generation
Marine
Rail
Defence
Government
The information provided in this brochure contains merely general descriptions or
characteristics of performance which in case of actual use do not always apply as described
or which may change as a result of further development of the products. An obligation to
provide the respective characteristics shall only exist if expressly agreed in the terms of
contract. Availability and technical specifications are subject to change without notice.
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