IDTechEx Research: Mild Hybrid 48V Vehicles

Copyright © 2016 IDTechEx | www.IDTechEx.com
Mild Hybrid 48V Vehicles 2016-2031
Dr Peter Harrop / www.IDTechEx.com / p.harrop@idtechex.com

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2016 sees a near consensus that something not yet in volume production will make a major contribution
to meeting the planned tighter emissions regulations for on-road vehicles worldwide. In the decade 2016-
2026 and maybe to 2031, it may be in more cars than strong hybrid and pure electric cars combined.
Volume sales begin in 2017.
It is the 48V mild hybrid powertrain, the lowest cost, easiest way to meet 2025 and 2030 emissions laws
– you just adapt an existing ICE powertrain. In its most advanced form it promises brief pure electric
drive for smooth and silent take-off, parking, creeping and sailing (active coasting). That meets the
definition of an electric vehicle.

WHAT IS IT?
48V battery added to existing 12V (car, van) or 24V (truck, bus) battery. It evolves to be larger and
eventually take over completely. Torque assist 48V reversible electric machine in place of alternator and/or
in other parts of drivetrain. Together, these permit incremental electrification and adding new electric devices
for better regeneration and performance - devices that a conventional powertrain cannot add because
current and storage required is too much.
Why 48V “mild hybrid” architecture for conventional internal combustion engine vehicle?

48V mild hybrid vehicles are the missing transitional technology in the evolution of
land vehicles in particular, mostly on-road
Conventional
internal combustion
engine system
typically 12V.
LOSER
Increasingly has
some enhanced
energy storage for
stop-start –
switching off when
vehicle stops even
briefly but still
cannot meet
2025/2030 emissions
laws unless vehicle
is small.
LOSER
12V mild hybrid
Poor regen braking
No pure electric
mode
Little capability for
electrification of
consumers or
accepting new
inputs
WINNER
The missing transitional product
48V mild hybrid has four times the energy
storage and power handling added to 12V
system and potentially replacing it. Good regen.
Braking.
Lower emissions up to 20%
Better rider experience
Lower total cost of ownership, lower up-front
cost than strong hybrid but higher up-front cost
than conventional
LOSER: Full
hybrid
not plug-in
WINNER
Full hybrid
plug-in in
future
Lower
emissions up
to 80%
Better rider
experience
Lower total
cost of
ownership
Much higher
cost
WINNER
Pure electric
No
emissions
Best rider
experience
Potentially
lowest cost
of
ownership
Much higher
cost for
now.

1. Replace the engine with a smaller downspeeded one
2. Replace the alternator with a reversing electric
machine that can boost the engine when needed
(“torque assist”) and, when integrated not belt driven,
briefly power the car on its own and charge the two
batteries. This may be in the engine, transmission or
axle. Jargon “Boost Recuperation Machine”/ “Belt
Drive Starter Generator BSG”. Integrated = “ISG”.
3. Two way DC DC converter lets the above machine
charge on demand both the existing 12V battery and
an added 48V battery
4. Add a large 48V battery such as a lithium-ion battery
that has higher energy density and is a bit bigger than
the existing lead acid battery but lighter. It can power
the car along on its own for brief intervals
RESULT
Car accepts, provides and stores four times as much electricity to
power devices that further reduce emissions and improve performance
and comfort. It also becomes possible to harvest more energy from
inside and outside the car and handle that new electricity created from
movement, sun, heat etc., including surges.
How to make a 48V mild hybrid in latest form for a car
Add a high
capacity high
power density
48V battery
eg Li-ion or
advanced
lead-acid
For now, keep
the 12V PbA
battery for
safety critical
operations and
ones too
expensive to
convert
2 way
DC-DC
inverter

Not just
cars!
Source: Green Car
Congress

This report primarily concerns mild hybrid vehicles by land, water and air.
Almost all mild hybrids are being standardised on 48V
By far the biggest market these will be for on-road vehicles, notably cars and trucks but there will be off-road and marine applications
Under accepted definitions, these are not electric vehicles because they do not have electric motors driving the wheels or propellers directly
for some or all of the time.
Mild hybrids fill the gap in cost, performance and emissions between conventional internal combustion vehicles and full hybrid vehicles.
All leading manufacturers of conventional cars are working on 48V mild hybrid versions primarily because they see it as the best way of
meeting more onerous emissions legislation in the 2025-2030 timeframe.
Automotive companies prioritise 48V mild hybrid very differently as exemplified below.
Powertrain electrification priorities of automotive companies for the next ten years
Best solutions for market needs 2016-2030
Prioritising 48V mild
hybrid
Prioritising full hybrid
and pure electric but
doing many 48V mild
hybrid
Prioritising full hybrid
and pure electric and
doing few 48V mild
hybrid
Prioritising pure
electric and full hybrid
and nothing else
Doing pure electric
and nothing else
Volkswagen
GM
Fiat Chrysler
Mercedes
Suzuki
Volvo Trucks
Hyundai
Toyota
Proton
Mazda
Honda
Ford
BMW
Nissan
Yutong
Geely
CSR Times
BAIC
BYD Tesla
Terra Motors
Pihsiang
Zero Motorcycles
Polaris Industries
Charlatte

Electric cars (strong hybrid and pure electric cars) vs 48V mild hybrid and conventional cars: number K 2014-2031
48V mild hybrid never takes 100% of the conventional car market because some small cars will meet emissions laws
without it and some countries will have loosely enforced legislation

idtechex.com/research
Mild Hybrid 48V Vehicles 2016-
2031
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IDTechEx Research: Mild Hybrid 48V Vehicles

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IDTechEx Research: Mild Hybrid 48V Vehicles