3.3 Hardware components

Transcription

1 3.3 Hardware components AC motor and controller Table 3-2 gives an overview of the specifications of the AC motor and controller. Table 3-2: 330V Peak (30s) 270 Nm, 60 kw Nominal (continuous) 200 Nm, 30 kw Maximum speed 3000 min-1 Motor dimensions (LxD) Æ 300 mm Motor weight 17 kg Specifications for AC motor and controller The efficiency of the motor decreases when the power drops under 10 kw. The Sevcon Gen4 is used as AC motor controller, see Figure 3-6 and Figure 3-7. It is suitable for both AC Permanent Magnet synchronous motor and AC Induction motor layouts. Figure 3-6: AC motor controller Figure 3-7: Dimensions AC motor controller Table 3-3: Sevcon Gen4 specifications V of 40

2 Supply voltage Power output Motor phase current output Cooling Operating temperature Weight Vdc Up to 100 kw (peak) Up to 60 kw (continuous) 400 Arms (boost) 360 Arms (30s) 300 Arms (2 min) 200 Arms (continuous) Water/Glycol or forced air -40 C +85 C 10 kg V of 40

3 3.3.2 Battery pack SLPB (Superior Lithium Polymer Battery) SLPB is used. Table 3-4: General Information of SLPB Item Value Remark Rated capacity Typ Ah (10.6 A) Min Ah (26.5 A) Nominal voltage 3.7 V End of discharge 3.0 V Max. charge voltage 4.15 ±0.03 V Max. conti. charge current 106 A CC-CV charging is required End Condition: 0.05C (2.65 A) or 5Hr Temperature: 23±3 Max. conti. discharge current 265 A Cell only Operation temperature Charge: 10 ~ 45 range Discharge: -10 ~ R.H. 1 YEAR -20 ~ R.H. Storage temperature range 3 MONTH 25 ~ 40 1 WEEK 40 ~ 60 SOC 50 ±5% Weight max g Length : Max mm Except for tab length Width : Max mm Cell dimension Max mm Initial full Thickness : 12.3 mm charge The scheme below shows the second battery box which is placed in the rear luggage space of the vehicle demonstrator V of 40 Figure 3-8: Second battery box with 15,68 kwh capacity

4 3.3.3 Battery charger As a battery charger, the EV Power Charger, 3kW HE, IP20 is used. Figure 3-9: Mounting scheme for the EV Power Charger Table 3-5: EV Power Charger specifications AC Input Voltage Vac (Nominal 230 Vac) Frequency Hz Current 14 Arms maximum Power Factor >0,99 at 50% load or more DC Output Voltage Vdc Vdc Vdc Current 25 A 16 A 10 A Dynamic voltage regulation ±5% for 10-90% or 90-10% load variation, regulation time < 100ms Ripple and Noise < 250 mvrms Other specifications Efficiency 96% at 50% load, 95% at 100% load Operating temp -40 to 60 C Dimensions 49x280x120 mm (IP20) Weight 2.8 kg (IP20) V of 40

5 3.3.4 Brake system The vehicle demonstrator is equipped with a hydraulic dual-diagonal circuit vacuum assisted braking system. At the front, disc brakes with inner cooling and a single/piston floating caliper are fitted. Drum brakes are fitted at the rear. MES-DEA vacuum pumps are designed to create vacuum in the brake boosters of electric vehicles. A vacuum pump includes a one-way valve to keep the vacuum in the booster and an electronic pressure switch: type 70/6E with relative pressure measuring sensor, type 70/6E-2 with absolute pressure measuring sensor. The hysteresis of the pressure switch can be changed on request. Table 3-6: Technical data of MES-DEA vacuum pumps Technical data 70/6E 70/6E2 Nominal voltage 12 Vdc 12 Vdc Max. current 2.5 A 5 A Time to -0.5 bar in a 2 liters booster < 12 S < 6 S Max. recommended vacuum bar bar Min. pressure switch hysteresis bar bar Weight 1.3 kg 1.4 kg Noise level (@12 Vdc, 1m distance) 58 db 62 db Temperature C Figure 3-10: Vacuum pump scheme V of 40

6 3.3.5 Cooling system Power electronics - Max. transmitted power: 85 kw - Max. operating voltage: 400 V - Max. Operating Current: 300 A - Max. performance DC / DC converter 12V: 3kW - Water cooling - CAN communication - Measurement of voltage and current - Power vehicle electronics - DC / DC converter (analogue function generator) Electric motor Table 3-7: Cooling circuit parameters (EM, Volkswagen AG construction) Parameters Max. power (c. 60 sec) 50 kw Nominal output 30 kw Max. RPM 3000 U/min Max. moment 270 Nm (c. 4sec); 255 Nm (c. 60 sec) Cabin heating In case, when it is used in high voltage electric PTC heating: - Max. power: 6 kw - Nominal power: 5.5 kw - Input voltage range: V - Weight: 2.5 kg - LIN communication Air conditioning Drive clima compressor electrical brushless DC electric motor: - Max. power: 7.4 kw / 8600 U / min. - Nominal power: 4.4 kw / 5200 U / min. - Input voltage range: V - Weight: 7 kg - CAN communication Table 3-8: parameters Peak power (250 Nm) Coolant Coolant flow 80 kw 50% water / 50% glycerol kw Coolant V of 40

7 3.3.6 DC/DC Converter The SHINRY TECHNOLOGIES CO.,LTD. 2.0KW On-board DC/DC converter is integrated Figure 3-11: 2.0KW On-board DC/DC Converter in the vehicle demonstrator. This device is shown in Figure Table 3-9: DC/DC Converter specifications Operating voltage V Nominal input voltage 350 Vdc Input voltage range Vdc Nominal output voltage 13.6 Vdc Nominal output current 140 A Peak output current 165 A Nominal output power 1900 W (The full load running) Peak output power 2200W Maximum (6 min) Control method With CAN Operating temperature C Cooling Open frame / integrated part liquid cooled Dimensions 276x158x55 mm Weight 4 kg V of 40

8 4 DMES HiL demonstrator (IVI demonstrator) Fraunhofer IVI provides a serial powertrain and engine test field to the project, which can be modified depending on project requirement. The following figure illustrates the general function volume. This test field combines different testing facilities to form a unit to be able to test complete full electric power trains, incl. e.g. battery, engine and auxiliaries. Testing facilities can be used on their own or combined with each other. Figure 4-1: Serial Powertrain and Engine Test Field at Fraunhofer IVI Technical data of this test field: - Provision of a DC intermediate circuit of 60 to 800 V DC - Battery simulation with up to 400 kw - Traction motor simulation with up to 400 kw - Traction resistance simulation for traction motors with 400 kw kw maximum performance 330 kw continuous performance - Testing environment for the use of real traction batteries - Hardware-in-the-Loop (HIL) power demand simulation for all traction components - Testing area for traction powertrains For the icompose project a HIL test setup was needed to test single components of a dual mode energy storage system (DMES) as well as the complete system itself. Therefor the existing test field was used and modified for the project needs, where no engine is part of the setup which leads to a configuration just using battery simulator (Vehicle Energy System VES). Baseline for HIL test setup configuration was the hybrid sportscar LOTUS Evora 414E, which initially provides a lithium-ion battery for electric traction. Scope for the project was a dual mode energy storage system which add a converter (Fraunhofer IVI) and a supercapacitor pack (Hutchinson) to that battery. Beside these hardware components a central multicore control unit (AURIX by Infineon) is added to the setup, which is described more detailed in the following section V of 40

9 4.1 DMES system on the test bench Figure 4-2 shows the overall test setup including DMES hardware, VES, communication and control. Figure 4-2 DMES system overview The simulation of vehicle power demand with currents up to 1000 A at voltage levels between 224 and 400 V are realised by a combination of VES (1) with additional DC/DC converter (2). These converters realise a voltage shift from 800 V at VES side down to battery voltage level ( V). The DMES system itself consists of a 14,9 kwh battery (3), a 136 Wh supercapacitor pack (4) and a fast switching, high-power DC/DC converter (5) which shift supercap voltage (0-194 V) up to battery voltage level and allows current flows up to 1000 A at 200 kw maximum power. While the battery is an original part of 414E, DC/DC converter (5) and supercapacitor pack (4) are part of research work within icompose. The overall setup shall reduce stress to the battery and out of its battery aging, which is significantly at high power sportscar driving. Preliminary component testing was controlled by a dspace Autobox, which is still part of the setup after implementing the multicore control board AURIX. This is necessary to prevent any damage on hardware components while using this new hardware combined with novel control algorithms. Algorithms running on AURIX are a cloud sourced prediction module, a DMES controller (optimising power split between battery and supercapacitors) and a thermal controller optimising energy demand of cooling devices as results of research work within the project V of 40

10 A vehicle simulation is included to deliver e.g. power demands while receiving measurement values of the hardware components. The ICOS Framework is finally the interface between vehicle simulation, control software and real world hardware communicating by CAN. Figure 4-3 shows the hardware components of the complete setup. 1- Connection to energy system 2- Hutchinson Cap pack 3- Cooling cap pack 4- Lotus battery kw novel DC/DC converter and 4 small DC/DC converter for voltage adjustment 6- Cooling for all DC/DC converter and battery 7- Air conditioned F90 fireproof test chamber (firebrick walls) Figure 4-3: DMES system on test bench V of 40

11 4.2 Vehicle simulation and novel controller hardware The icem system (AURIX) determines the power split between the battery and the supercapacitor pack based on measurements obtained from DMES components (battery, scaps, DC/DC-converter) as well as from vehicle horizon forecast provided by off-board cloud data. Furthermore, it optimizes energy consumption of vehicle HVAC system. For this task a new high safety failsafe multicore controller was designed by Infineon. The programming of the controller (includes DMES control, thermal control and vehicle horizon forecast) is done by VIF in cooperation with Fraunhofer IVI, AVL, Surrey and Flanders Make. The Co-Simulation platform ICOS will be used for coupling of hardware (AURIX, scaps, battery, DC/DC-converter) and several simulation tools like dspace and Matlab/Simulink for the overall vehicle simulation. All interfaces are prepared and pretested, actually waiting for the final AURIX platform. Figure 4-4: Co-Simulation platform ICOS V of 40

12 5 References Reference Description [1] e-vectoorc website: [2] icompose deliverable 6.1 Architecture of the CCU Hardware [3] icompose deliverable 2.1 Overall vehicle specifications V of 40