Hybrid tech in motor sport

Peter Coombes looks at what can be learned about EV/hybrid tech from its use in motorsport

Published:  01 October, 2018

If you have even a passing interest in motorsport, you are probably aware of, and have an opinion regarding the use of hybrid technology in Formula 1 racing. Back in 2009, the use of electric motors was allowed, which enabled the additional electric power to supplement the power produced by the conventional engine.
    
In effect, a Formula 1 car could operate in much the same way as most mass produced hybrid vehicles because electric motor could also function as a generator to charge batteries. During power-off driving (braking and deceleration) the kinetic energy of the moving car and rotating engine drove the generator, which charged the batteries; but the energy transferred from the moving car to drive the generator also helped to slow the vehicle. The stored or recovered electrical energy could then be fed from the battery back to the motor when additional power was required. This system was known as a ‘Kinetic Energy Recovery System’ or KERS; and for the purists who like the sound of a hard working petrol engine, this KERS hybrid technology was OK because the 2.4 litre V8 engine still did most of the work and sounded great.
    
After a bit of a bumpy ride, for 2014 the hybrid F1 hybrid regulations evolved into a more complex set of rules that specified more complex technologies. The energy recovery systems were allowed to deliver a maximum of 12KW (160hp) of power in addition to the power delivered by a 1.6 litre V6 turbo-charged engine; but for 2014 onwards, there were two types of energy recovery systems that had to be used. Both types of energy recovery systems still use a ‘Motor/Generator Unit,’ which unsurprisingly is known as an MGU; but one system is then known as MGU-K (Motor/Generator Unit Kinetic), and the second system is known as MGU-H (Motor/Generator Unit Heat).

MGU-K
The MGU-K system is much the same as the original KERS system used from 2009. The Motor/Generator Unit is usually connected by gears to the engine crankshaft, therefore when the unit functions as a motor and draws electrical energy form the battery, the motor feeds mechanical energy back to the crankshaft to provide additional power and torque (such as for acceleration). During power-off driving, the engine is still connected to the driving wheels; therefore the Kinetic energy of the moving car again rotates the engine and the electric motor, which now functions as a generator to re-charge the battery.
    
The illustration (Fig 1) shows a basic layout for the MGU-K kinetic energy recovery system, but note that for convenience, the motor generator is shown connected directly to the front of the crankshaft but it can be located on one side of the engine beneath the exhaust manifold. The illustration also shows a battery management/electric power controller that regulates the power delivery of the motor and controls the re-charging process when the motor functions as a generator.
    
A lithium-Ion battery pack is usually used to store the electrical energy, although super-capacitors have apparently been experimented with that can accept a re-charge and then discharge electrical energy more quickly than a battery.
However, with the second energy recovery system, the Motor/Generator is driven by the rotation of the engine’s turbocharger , which is driven by the flow of hot exhaust gas (which contains Heat Energy). Therefore the two systems are referred to as MGU-K (for kinetic) and MGU-H (for heat).

MGU-H
The second energy recovery system (MGU-H) also makes use of a Motor/Generator Unit; but instead of being connected to the engine crankshaft, this unit is connected to the engine turbocharger (Fig. 2). As with road vehicle turbocharging, hot exhaust gas from the internal combustion engine drives a turbine that is connected to a compressor that then draws in air and forces it into the engine intake under pressure. But because the engine only produces high volumes of hot exhaust when the engine is under load and the throttle is open sufficiently to allow a higher mass of air to enter the engine, the turbocharger is only effective under higher load driving conditions.
    
With the F1 engines, the turbocharger (which can rotate at speeds in the region of 100,000 RPM or more) is then also connected to the MGU-H Motor/Generator Unit, so as well as forcing air into the engine, the turbocharger also drives the MGU-H and generates additional electrical energy to charge the battery.
    
The clever bit however is the use of the MGU-H to then drive the turbocharger. When the throttle of a turbocharged engine is initially opened to obtain more power (especially after decelerating when the engine might be at low RPM), the turbocharger speed will have reduced to low or almost zero RPM. It therefore takes a brief period for the turbo charger to spin up, but this is then also dependent on the engine responding to the open throttle and then creating higher volumes of exhaust gas to drive the turbocharger. Therefore there is a time lag between opening the throttle and when the turbocharger can actually increase the airflow into the engine to produce increased power and torque; and this inevitably has an effect on how quickly the vehicle accelerates. Because the MGU-H motor/generator is also connected to the turbocharger assembly, it can actually spin-up the turbocharger immediately when additional power is required (which will be before the exhaust gas is able to drive the turbocharger). In effect, the turbocharger also becomes an electrically driven supercharger.

Controlling electrical power and electrical generation
The operation of MGU-H Motor/Generator Unit is again controlled by the battery management/electric power controller, which therefore controls when the MGU-H functions as a turbocharger drive motor and when it functions as a generator. The control unit therefore has a complex task of regulating both the MGU-K and MGU-H motor/generator units so that the additional power provided by the electric motors is within the specified limits imposed by the regulations, and that the additional power is only available for the specified periods during a lap of the circuit.
    
The electronic control system then has one other important control function, which relates to braking. During deceleration and braking, when the MGU-K system is recovering kinetic energy from the moving car to drive the generator, it creates a significant braking effect on the rear wheels. If the driver is also applying the normal brakes at the same time, there will a combined braking force from the brakes and from the MGU-K. Any increase or decrease in the braking force provided by the MGU-K could then alter the total amount of braking force applied to the rear wheels, which could either lead to brake lock up or to a lack of rear braking. The electronic control system for the MGU-K must therefore communicate and influence operation of the braking system, to ensure that the driver remains in overall control of the braking forces.
    
Although the use of hybrid technology in F1 does accelerate the technology learning curve (pardon the pun), one big disadvantage is that use of the turbocharger muffles the exhaust noise, which does tend to upset the purist petrolheads.
   

Related Articles

  • Part five: Electric and hybrid vehicles  

    We previously looked at the basic principles of brushless electric motors that use an alternating current to continuously reverse or swap the polarity of the magnetic field in the stator. However, for many high power applications including electrically propelled cars, the motors are supplied with a 3-phase alternating current rather than just a single alternating current.

  • technologies of electric and hybrid vehicles  

    In the previous two issues, we looked at the way batteries store energy. We could in fact compare a battery to a conventional fuel tank because the battery and the tank both store energy; but one big difference between a fuel tank and a battery is the process of storing the energy. Petrol and diesel fuel are pumped into the tank in liquid/chemical form and then stored in the same form. Meanwhile, a battery is charged using electrical energy that then has to be converted (within the battery) into a chemical form so that the energy can be stored.

    One of the big problems for many potential owners of pure electric vehicles is the relatively slow process of
    re-charging the batteries compared to the short time that it takes to re-fill a petrol or diesel fuel tank. If the battery is getting low on energy, the driver then has to find somewhere to re-charge the batteries, and this leads to what is now being termed ‘range anxiety’ for drivers.

    Whilst some vehicle owners might only travel short distances and then have the facility to re-charge batteries at home, not all drivers have convenient driveways and charging facilities. Therefore, batteries will have to be re-charged at remote charging points such as at fuel stations or motorway services; and this is especially true on longer journeys. The obvious solution is a hybrid vehicle where a petrol or diesel engine drives a generator to charge the batteries and power the electric motor, and for most hybrids the engine can also directly propel the vehicle. However, much of the driving will then still rely on using the internal combustion engine that uses fossil fuels and produces unwanted emissions. The pure electric vehicle therefore remains one long term solution for significantly reducing the use of fossil fuels and unwanted emission, but this then requires achieving more acceptable battery re-charging times.

    Charging process and fast charging
    Compared with just a few years ago, charging times have reduced considerably, but there are still some situations where fully re-charging a completely discharged electric vehicle battery pack can in take as long as 20 hours.  It is still not uncommon for re-charging using home based chargers or some remote chargers to take up to 10 hours or more.

    Although there are a few problems that slow down charging times, one critical problem is the heat that is created during charging, which is a problem more associated with the lithium type batteries used in nearly all modern pure electric vehicles (as well as in laptops, mobile phones and some modern aircraft). If too much electricity (too much current) is fed into the batteries too quickly during charging, it can cause the battery cells to overheat and even start fires. Although cooling systems (often liquid cooling systems) are used to help prevent overheating, it is essential to carefully control the charging current (or charging rate) using sophisticated charging control systems that form part of the vehicle’s ‘power electronics systems.’

    Importantly, the overheating problem does in fact become more critical as battery gets closer to being fully charged, so it is in fact possible to provide a relatively high current-fast charge in the earlier stages of charging; but this fast charging must then be slowed down quite considerably when the battery charge reaches around 70% or 80% of full charge. You will therefore see charging times quoted by vehicle manufacturers that typically indicate the time to charge to 80% rather than the time to fully charge. In fact, with careful charging control, many modern battery packs can achieve an 80% charge within 30 minutes or less; but to charge the remaining 20% can then take another 30 minutes or even longer.   

    Battery modules
    Many EV battery packs are constructed using a number of individual batteries that are referred to as battery modules because they actually contain their own individual electronic control systems. Each battery module can then typically contain in the region of four to 12 individual cells.  One example is the first generation Nissan Leaf battery pack that contained 48 battery modules that each contained four cells, thus totalling 192 cells; although at the other extreme, the Tesla Model S used a different arrangement where more the 7,000 individual small cells (roughly the size of AA batteries) where used to form a complete battery pack.

    The charging control systems can use what is effectively a master controller to provide overall charging control. In many cases  the electronics contained in each battery module then provides additional localised control. The localised control systems can make use of temperature sensors that monitor the temperature of the cells contained in each battery module. This then allows the localised controller to restrict the charging rate to the individual cells to prevent overheating. Additionally, the localised controller can also regulate the charging so that the voltages of all the cells in a battery module are the same or balanced.

    One other problem that affect battery charging times is the fact that a battery supplies and has to be charged with direct current (DC) whereas most charging stations (such as home based chargers and many of the remote charging stations) provide an alternating current (AC). Therefore the vehicle’s power electronics system contains a AC to DC converter that handles all of the charging current. However, passing high currents through the AC to DC converter also creates a lot of heat, and therefore liquid cooling systems are again used to reduce temperatures of the power electronics. Even with efficient cooling systems, rapid charging using very high charging currents would require more costly AC to DC converters; therefore, the on-board AC to DC converter can in fact be the limiting factor in how quickly a battery pack can be re-charged. Some models of electric vehicle are actually offered with options of charging control systems: a standard charging control system which provides relatively slow charging or an alternative higher cost system that can handle higher currents and provide more rapid charging.

    Home & Away
    One factor to consider with home based chargers is that a low cost charger could connect directly to the household 13-amp circuit, which would provide relatively slow charging of maybe 10 hours for a battery pack. However, higher power chargers are also available that connect to the 30-amp household circuits (in the same way as some cookers and some other appliances); and assuming that the vehicle’s AC to DC converter will allow higher currents, then the charging time could be reduced to maybe 4 hours operate (but note that all the quoted times will vary with different chargers and different vehicles).

    Finally, there are high powered chargers (often referred to as super-chargers) that are usually located at motorway services or other locations. These super-chargers all provide much higher charging currents to provide fast-charging (as long as the vehicle electronics and battery pack accept the high currents); but in a lot of cases, these super-chargers contain their own AC to DC converter, which allows direct current to be supplied to the vehicle charging port. In effect, the vehicle’s on-board AC to DC charger is by-passed during charging thus eliminating the overheating problem and the high current DC is then fed directly to the battery via the charging control system.

    In reality, the potential for re-charging a battery pack to 80% of its full charge in 30 minutes or less usually relies on using one of the super-chargers, but battery technology and charging systems are improving constantly, so we
    will without doubt see improving charges times for
    newer vehicles.  

  • technologies of electric and hybrid vehicles  

    In the first article in this series, published in the November issue, we looked at some of the issues relating to the batteries used in electric and hybrid vehicles. As brief summary: Modern lithium based batteries typically store four times more energy than a traditional lead-acid battery of the same weight.  

  • technologies of electric and hybrid vehicles 

    Having recently presented short seminars about electric vehicle technology at Top Tech Live, and at some other trade events, it has become clear that technicians are only slowly beginning to delve into the
    world of electric and hybrid vehicle technologies.   

  • Part Seven: Electric and hybrid vehicles  

    Over the past few months, we have looked at battery and electric motor technologies of electric and hybrid vehicles,
    as well as looking at the advantages and disadvantages of batter power compared to fossil fuel power.  
        
    Irrespective of whether a vehicle is powered solely by batteries and an electric motor or whether the vehicle is a hybrid that has the addition of a petrol engine for propulsion and
    re-charging the batteries, the vehicle will require a sophisticated electronic system to manage and modify the electrical energy. In effect, the vehicles have an electrical management system that is often referred to as the ‘power electronics’.

    Controlling electric motor speed and power
    The obvious task of the power electronics system is to control the speed and power of the electric motor so that the vehicle can be driven at the required speed and achieve the required acceleration. As mentioned in a previous article, with Alternating Current (AC) motors the motor speed is regulated by altering the frequency of the 3-phases of alternating current. For light load cruise driving, the current flow provided by the battery pack to the electric motor might only be in the region of a 70 or 80 amps or less, but when the vehicle is being driven under high load conditions, the current requirement will be much higher. Therefore the power electronics can allow higher current flows to be delivered to the electric motor, with some reports quoting as high as 1,800 amps for brief periods on some Tesla vehicles during hard acceleration. However, the power electronics system will monitor currents and temperatures of the electronics, the batteries and the electric motor to ensure that overheating and damage do not occur. As an additional function, the power electronics systems will also control the cooling system (often a liquid cooling system) for the electronics, the batteries and the motor to help maintain acceptable temperatures.
        
    Because most modern electric motors fitted to electric and hybrid vehicles are alternating current motors, the power electronics system must convert the direct current supplied by the battery into alternating current. The power electronics system therefore contains a DC to AC inverter.

    Battery charging from a home charger or remote charging point
    For pure electric vehicles the batteries are re-charged from home based chargers or remote charging points (and this is also true for many later generations of hybrid vehicles). The battery charging must be carefully controlled to prevent overheating and damage, therefore the power electronics system contains a charging control system to regulate the charging rate (voltage and current). Most charging devices provide alternating current, therefore an AC to DC converter forms part of the power electronics system to enable the batteries to receive direct current.
        
    Note that for rapid charging (especially with lithium based batteries), the power electronics system can regulate the charging rate so that the batteries re-charge up to about 80% capacity relatively quickly (perhaps within 20 to 30 minutes with fast chargers), but to prevent overheating and damage, the charging rate is then significantly reduced for the remaining 20%
    of charge.

    Battery charging from an engine driven generator
    Most mass produced hybrid vehicles use an internal combustion engine that can propel the vehicle, but the engine also drives a generator that can re-charge the main high voltage batteries. While the engine is running, the power electronics system again controls the charging rate; and again, the output from the generator passes through the AC to DC converter. Note that the power electronics system will be linked to or integrated with the engine management system, which will allow the power electronics to cause the engine to start and generate electricity if the batteries are low on stored electrical energy.
        
    Because the electric motors fitted to electric and hybrid vehicles can usually function also as generators, when the vehicle is decelerating or braking (or coasting), the electric motor can therefore be used to help re-charge the batteries. The electrical output from the motor/generator will vary with speed; therefore the power electronics system must control the charging rate to the batteries. As with home/remote charging and charging with an engine driven generator, because the motor/generator produces an AC current, the generator output must pass through the AC to DC converter.

    12-Volt battery charging
    A 12-Volt electrical system is still used for electric vehicles, but because there is no engine driven alternator, the 12-volt battery is charged using power from the high voltage system. The power electronics system contains a DC to DC converter that converts the high voltage of the main battery pack down to the required voltage for the 12-volt battery. The charging rate for the 12-volt battery is also controlled by the power electronics system.

    Additional functions of the power electronics system
    As mentioned previously, modern electric vehicles (and hybrid vehicles) will be fitted with cooling systems to maintain the temperatures of the batteries, the electronics and the electric motor. Pure electric vehicles are more likely to be fitted with liquid cooling systems due to the higher currents required for the electric motor that is the only source of propulsion, whereas with hybrid vehicles that also use an internal combustion engine to propel the vehicle generally have less powerful electric motors and therefore often make use of air cooling. However, whichever system is used for cooling, the cooling system can be controlled by the power electronics system to regulate the amount of cooling being applied; note that with liquid cooling systems, the control can also apply to the electric cooling pumps that force the coolant to flow around the cooling system.
        
    Another cooling or heating related function of the power electronics system is to ensure that the battery temperature is at the optimum temperature for charging (and for discharging when the battery is providing electrical power). Batteries charge much more efficiently and faster if they are at the optimum temperature of typically between 10 and 30ºC (or slightly higher for some lithium batteries); but the charging rate should be lowered for lower temperatures; and for many consumer type lithium based batteries, charging is not possible below 0ºC.
        
    Because vehicles are equipped with a cooling/heating systems (for driver/passenger comfort as well as for controlling vehicle system temperatures), the power electronics system can switch on an electrical heater (that would form part of the cooling/heating system) when the batteries are being charged. Therefore, if the vehicle is being charged from a domestic based charger or remote charging station and the ambient temperature is low or below freezing, the battery cooling/heating system can raise the battery temperature to ensure charging take place at the fastest possible rate.



Search

Sign Up

For the latest news and updates from Aftermarket Magazine.


Poll

Where should the next Automechanika show be held?



Facebook


©DFA Media 1999-2018