42V Mkt. & Enabling Technologies Vol. 2 - Excerpt

The 42V specification takes effect at the end of 2001.
This update contains detailed forecasts of Starter Alternator (SA) and Integrated Starter
Generator (ISG) markets in North America and Europe by Make and Model.

Market will expand rapidly

In Europe, our first in-depth look at each model in production through 2009 shows a
much faster rate of adoption than is generally recognized. The key difference between a
year ago and today is the availability of low-cost Starter Alternators (SA) that will deliver
3 kW at 42V for the 80% of European cars under 1.5-2 liters. This is a relatively painless
solution to picking up 5-10% improvement in gas mileage. The excess capacity will be
used for some other new technology, perhaps a compact electric 2 kW A/C. The rapid
proliferation among small engines will put marketing pressure on larger engines to adopt
much more expensive Integrated Starter Generators (ISG) that generate 9-10 kW.

In North America, the difference today is legislation and other pressure on automakers to
fix rollover problems that are primarily associated with sport utilities and pickups. The
same model-by-model analysis through 2008 examined new chassis systems, then
translated the required power into 42V systems. Coupled with a new application, 10 kW
AC generators, the market for ISG will expand much faster than anticipated as recently as
Convergence in October 2000. In addition, a number of small cars made primarily in
Mexico will be fitted with 42V Starter Alternators.

North America: Safety and Convenience

Two new 42V applications that apply to pickups and sport utilities in North America will
use Integrated Starter Generator (ISG):

o 10kW AC emergency power generator - market is 10-15% of pickups, 5-10% of sport
utilities. Uses a 42V battery for temporary energy storage.

o Active chassis and transmission systems to improve vehicle safety. Market is 20-30%
of pickups and 40-50% of sport utilities. These systems use 42V to greatly improve
the response time of solenoids and motors.

10/00 An industry panel at Convergence in Detroit cautiously estimated the world 42V
market at 1 million vehicles in 2010. Privately, others estimated North America alone at
over 2 million units. A GM design team manager expressed his reservations. There was
just no way he could consider 42V on his current project and still meet cost goals and
design time milestones; it would have to be a near painless decision.

Europe: Fuel Economy

Two 42V applications in Europe are significant:

o Stop-start to gain 10% fuel economy on city test - applies to 100% of vehicles of any
engine size. Uses 42V to minimize delay of ignition.

o Mild hybrid to gain extra power and improve fuel economy - applies to 80% of
European vehicle production, those with engines < 2 liters. However, many of these
vehicles may go to voltage higher than 42V. Uses 42V to add desirable creep-forward
characteristic to automatic transmissions during start-stop.

Asia - Fuel Economy, Cost

Japan has bypassed 42V for hybrid applications in favor of 150-300V systems, so as to
greatly increase engine torque for large 4-cylinder engines. Three 42V applications that
remain are:

o Stop-start to gain 10% fuel economy on city test - applies to non-HEV vehicles.

o Mild hybrid - on Kei cars with 0.66 liter engines to boost torque, yet still remain
within the mandated limit on engine displacement.

o Electric assist steering - on 3 liter cars and trucks, domestic and export, to save fuel.

Reasons to Use 42V

Start Stop - save10% fuel in city cycle, all vehicles
Soft Hybrid - save fuel for small engines, improve acceleration
Electric Assist Steering - save fuel for vehicles over 1 ton
AC Generator - emergency convenience, especially trucks
Active Shocks - improve traction, reduce rollover
Active Torsion Bar - improve traction, reduce sway
Active Differential - improve traction of 4wd
Rear Wheel Steer - improve trailer tow safety
Diesel Starter Motor - improve cold weather starting
Front Window Defrost - improve visibility in cold weather
Electro Mechanical Brakes - jury still out

Reasons not to use 42V

Need more power - new alternators deliver 3-4 kW.
Preheat Catalytic Converter - new materials heat in 2 seconds
Electric Valves - mechanical valves equal performance
Reduce cost of wiring - components are more expensive
Active Suspension - other approaches consume less power

Models with 42V in 2001

Our latest survey shows limited 42V production in late 2001 on BMW 7-series, Mercedes
S-class and Citroen C1. In 2002 additional entries will be Audi A8, Audi A3, Citroen C3,
Mercedes E-class, Peugeot 107, Ford Range Rover, possibly Renault Espace, possibly
Saab 9-3.

Chevy S-10 Pickup

MY04 Chevy S-10 compact pickup will offer a 10kW 110/220V AC emergency
generator, enough capacity to light a home. This new application appeals to 15%-20% of
compact pickup owners, 20-25% of fullsize PU owners, and 5-10% of sport utility
owners. As the US experiences increasing electricity shortage, this feature will gain in
stature. Chevy plans to use a 42V Li-ion battery for intermediate energy storage, an ISG
from Continental ISAD, electronics from Motorola AIEG, and a power FET module from
International Rectifier. For best results, it may need a non-polluting diesel engine.

Engine Development

Diesel Engines

In the first nine months of 2000, the market for diesel engines in Europe jumped from
27% to 32% of new car sales, spurred by rising fuel prices. In France, the proportion
approached 50%, and some car lines had 75-80% diesels. Ford, Opel, Honda, Nissan and
others lost substantial market share due to a lack of diesel engines.

In the US, Ford has high expectations that a proliferation of 6-cylinder diesel engines in
trucks will further improve their marketing advantage over GM and DCX.

Faurecia reports that by periodically burning off carbon particles trapped in a high
temperature silicon carbide particulate filter, they have reduced diesel particulate
emissions on a Peugeot 607 by 99%.

 

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