AUTOMOTIVE ELECTRIFICATION - AVL

AVL Europe ITS

Markus Maier

AUTOMOTIVE ELECTRIFICATION ELECTRIFICATION SOLUTIONS

Markus Maier | IST-N EU | Nov 2015 | 2 Product Development in Motion 2015

AGENDA

1.   Why Why do we look into Electrification

2.   What What is an electrified car all about

3.   How How do we develop an electrified car a.   Components

b.   Systems

4.   Summary


WHY ARE WE TALKING ABOUT ELECTRIFICATION TODAY

Two major reasons impose the search for alternative ways to propel a vehicle

Global Warming §  Global warming is having a significant impact on earth, nature and mankind and CO2 is said

to be the major driver for global warming.

We are running out of Crude Oil §  From German Newspaper SZ.de:

§  Biggest new Oil Field since the 1970s found ! §  But: this Oil Field can supply the world for 14 days of Crude Oil given todays consumption

1938 2000 2007 2011 2013

Pasterzer Glacier, Großglockner, Austria


US 2025:107

EU 2020: 95

Japan 2020: 105 China 2020: 117

90

110

130

150

170

190

210

230

250

270

2000 2005 2010 2015 2020 2025

Gra

ms

CO

2 per

kilo

met

er, n

orm

aliz

ed to

NED

C

US-LDV

California-LDV

Canada-LDV

EU

Japan

China

S. Korea

Australia

Solid dots and lines: historical performance Solid dots and dashed lines: enacted targets Solid dots and dotted lines: proposed targets Hollow dots and dotted lines: unannounced proposal

.

CO2

US PC 2025: 91

EU 2025: 70* *Recommendation European Parliament

GLOBAL REDUCTION VEHICLE CO2 EMISSIONS

Source: ICCT, August 2011, US and Canada values include passenger and light duty vehicles


EU TARGETS CO2 EMISSIONS OF A FLEET

The heavier the car, the bigger the Gap

Solution #1: massive, further improvement of combustion engine (ICE)

Solution #2: alternative methods of Vehicle Propulsion with better efficiency à Electrification

CO

2 A

usst

oß [

g/km

]

500

450

400

350

300

250

200

Trendlinie

CO2 Vorgabe

150

100

50

0

600 800 1000 1200 1400 1600 1800 2000 2200 2400 2600

Leergewicht [kg/Fzg]

CO2 Limits vs. Vehicle Weight


130

140

150

170

1000 1100 1200 1300 1400 1500 1600 1700 1800 Average fleet weight; Vehicle weight [kg]

CO

2 Em

issi

on [g

/km

]

100

110

120

90 80

87

Polo 1.2 TDI BM

98 PSA 308 e-HDI GOLF 1,6TDI BM 99

Focus Econetic

C220 CDI

109 320d Eff. Dyn.

125

119 Saab 9-3

85 Kia Rio 89

117 Honda CR-Z Hybrid

500 Twin Air

Jetta 1,2TSI

Passat 1,4TSI Ecofuel (CNG)

117 Honda Insight Hybrid

101

I20 - 98

I40 - 113

PSA 3008 Hy4

50

60

70

40 30 600 700 800 900

Prius Hybrid Plug-In

49

Yaris Hybrid

79 79

VW Up CNG

Chevrolet VOLT/ OPEL AMPERA

27

Volvo V60 Plug-in Hybrid

49

Prius Hybrid Alfa Mito Eco

160

NISSAN Micra

Plug-In Hybrid

& REV

CO2 fleet target 2015 CO2 fleet target 2020

FLEET TARGET CO2 EMISSONS

Diesel

Full Hybrid


ELECTRIFICATION FOR OEMS IS KEY

§  Until 2020, CO2 emissions need to be reduced by 25% - 30% §  Low-Hanging fruits (e.g. Stop-Start) already harvested §  Real-Driving Emission most probably to increase the Gap further

§  The best CO2 is the one not even generated §  Engine Off Time is Key (sailing) while maintaining driver comfort §  Optimization Efficiency of whole vehicle

§  Electrification in the whole Powertrain as part of the solution in parallel to further optimize the combustion engine

Roland Berger Strategy, Ludwigsburg Forum KfZ Elektronik, 2014


ELECTRIFICATION OF THE POWERTRAIN

Stop-Start Systems largely introduced.

48V Based systems promise best ratio between cost, features and safety

Plug-In Hybrids very attractive for CO2 Super-Credits

Battery Technology is key for pure electric driving (Battery Electric)

and market for pure electric vehicles to develop along new mobility concepts

Micro Micro / Mild Mild Full / Plug-In BEV / FC

Hybrid Technology

12V 0,5..3 kW 0 km

12V / 48V 3..8 kW 0 km

48V .. 130V 10 .. 20 kW ~2 km

130V .. 400V > 20 kW > 20 km

400V .. 800V > 75 kW > 150 km

Higher CO2 Benefit vs. increasing System-Complexity and System-Cost

Voltage

el. Power

el. Distance

1

1

4

2

3

3

2

4


AGENDA




b.   Systems

4.   Summary


Micro-Hybrids use Starter and Battery for Stop-Start Functionality

Conventional Vehicle Full Electric Vehicle

CONVENTIONAL, HYBRID AND ELECTRIC VEHICLES

Generator12V Battery ICEGearbox

Starter

Hybrid Vehicles

Hybrid Vehicles combine Combustion Engine and All Electric Propulsion Charging Port

Rechargeable Battery

or Fuel Cell

Electric Motor

U V W

Reduction Gearbox

Inverter

DC/DC Converter

+ Charger

12V Bordnet


Powersplit Hybrid

Electric driven rear-axles are also parellel Hybrids and so-called road-

coupled hybrids

Parallel Hybrid Serial Hybrid

U V W

2nd Battery Battery

U V W

U V W

Planetary Gearbox

Generator

HYBRID POWERTRAIN LAYOUTS

Benefit

•  ICE is operated in steady state

and has hence optimum

efficiency

Benefit

•  Fairly easy to realize

•  Allows full-electric driving

•  Allows electric boosting

Benefit

•  Allows optimum combination of

parallel and serial hybrid

depending on driving situation


AGENDA




b.   Systems

4.   Summary


NEW COMPONENTS IN HYBRIDS AND ALL-ELECTRIC

U V

W

Battery Power Electronics & Inverter Electric Motor / Generator

Inverter DC/DC

converter

On Board Charger

Fast charging unit


EXAMPLE: NISSAN LEAF POWER-PACK


AGENDA




Battery

b.   Systems

4.   Summary


Gasoline (Hydrogen) Vehicle

Diesel Vehicle

Fuel Cell Vehicle (FCV)

Battery Electric Vehicle （BEV）

Rotary Engine

Gasoline (Hydrogen) + Oxygen

Diesel fuel + Oxygen

Premixed Combustion

Diffusive Combustion

Otto Cycle

Diesel Cycle

Energy Conversion Method Energy Conversion MethodEnergy Source

Reciprocating Engine

e-Motor

Classification

Hydrogen + Oxygen

Reducing Agent + Oxidizing Agent

Energy Conversion Method Energy Conversion MethodEnergy SourceClassification

Fuel Cell

(Secondary)Battery

InverterDC

3 phase AC

Internal Combustion Engine Vehicle

Chemical Energy

Thermal Energy

Kinetic Energy

Electric VehicleChemical Energy

Electric Energy

Kinetic Energy

VEHICLE PROPULSION SOURCES OF ENERGY


BATTERY: FROM CELL TO MODULE TO PACK

Technology

Energy Peak power Voltage

Module

Cell

Pack

Li-Ion, NiMH, Super-Caps, Lead Acid, Lithium Sulphur, etc.

1 – 50 kWh 0,1 – 1 kWh 0,01 – 0,1 kWh 15 – 750 kW 1,5 – 15 kW 0,1 – 1,5 kW

100 – 1.000 V 10 – 40 V 2 - 4 V

Energy Storage system


BATTERY AS SOURCE OF ENERGY

Operating Modes §  A Battery operates bi-directional: from chemistry to electrical energy and vice versa §  Discharge: when supplying Electrical Energy from Chemistry §  Charge: when consuming Electrical Energy and store to Chemistry

In-Vehicle Operations §  Propel the Vehicle: Discharging §  Energy Recovery while braking: Charging

Major Challenges and Goals for Battery Development 1.  Power Density and overall Power 2.  Performance to Charge / Discharge demands and transient Response (U, I) 3.  Battery Ageing and Battery Life Extension 4.  Environmental Performance (Salt, Water, Temperature, etc.)


Power Density W/kg

Ener

gy

Den

sity

Wh

/kg Internal Combustion Engine

Fuel Cell

Lead-acid Battery

Li-ion Battery

Ni-H Battery

Capacitor

MAJOR CHALLENGES FOR BATTERY DEVELOPMENT 1/2

Source：ENAX HP http://enax.jp/lib/index.html

1. Power Density and Overall Power

Development Goal §  More Power per Volume and per Kg §  Power Density of Combustion Engine plus

Fuel Reservoir still far better than Li-Ion Battery

2. Performance to Charge / Discharge demands and transient Tesponse (U, I) Development Goal §  For safety reason, Li-ion battery needs a

fine control of charge voltage, not to exceed an upper voltage limit

§  Transient response to be optimized between different levels of Power à how fast can the battery supply / consume power?

Constant Current

Volta

ge

Cur

rent

Time

Cap

acity

Constant Voltage


MAJOR CHALLENGES FOR BATTERY DEVELOPMENT 2/2

3. Battery Ageing and Battery Life Development Goal §  Larger Number of Cycles results in Voltage

decrease by internal resistance increase §  Battery Capacity is much lower after a

large number of cycles hence reduces the electric driving range significantly

§  Counter-Mechanisms include Cell Balancing, optimized Thermo Management, etc.

4. Environmental Performance (Salt, Water, Temperature, etc.) Development Goal §  For safety reason, Li-ion battery needs a

fine control of charge voltage, not to exceed an upper voltage limit

§  Transient response to be optimized between different levels of Power à how fast can the battery supply / consume power?

Discharge characteristics - Temperature

Capacity [%]

Vol

tag

e [V

]

Discharge current: 0.2CA Discharge termination voltage: 2.75V

Discharge characteristics – cycle number

Capacity [%]

Vol

tag

e [V

]

Charge CC-CV: 1.0CA-4.2V, 3hr Discharge current: 0.2CA Discharge termination voltage: 2.75V Temperature: 20℃


AVL SOLUTION FOR BATTERY TESTING

E-Storage LV (Low-Voltage) – 48V Applications

§  20kW, 32kW, 64 kW available as mobile solution §  Up to 1.200 A §  Galvanic Isolation between AC and DC §  Useable for Li-Ion, Lead-Batteries, Super-Caps, §  Nickel-Metal-Hydrid, etc. §  Easy Integration to AVL PUMA, AVL Lynx or Third Party Testbed

Automation via Open CAN Interface §  Mobile Solution ideal for Upgrading existing Testfields

E-Storage HV (High-Voltage) §  75kW to 400 kW available §  4 Systems in parallel: up to 1.600 kW §  Up to 1.000Volt and 2.400 A §  Market leading Performance for U & I transient §  Galvanic Isolation between AC and DC §  Market leading footprint §  Useable for Li-Ion, Lead-Batteries, Super-Caps,

Nickel-Metal-Hydrid, etc. §  Easy Integration to AVL PUMA, AVL Lynx or Third Party

Testbed Automation via Open CAN Interface


AVL SOLUTION FOR BATTERY TESTING

Example for climatic Chamber for Battery Pack testing §  Safety §  EUCAR Hazard level assessment §  Advanced safety monitoring via

Gas-Sensors, Thermo-Camera, Temperature Sensors

§  Fire suppression via Watermist or customer specific solutions

§  Environmental §  Optional with climatic conditioning

Temperature, & Humidty §  Optional Salt-Spray available §  Optional Shaker (rattling, shaking)

§  Testing §  Standard (i.e. ISO 12405, SAE,

JAIR, etc…) or customer specific tests


AGENDA




Electric Motor

b.   Systems

4.   Summary


Motoring

Motoring

Generate

Generate

ELECTRICAL MOTOR TO PROPEL THE VEHICLE

Operating Modes §  An Electrical Motor operates bi-directional in 4-Quadrants §  Motoring: Electrical Energy is converted to rotation and torque à Driving the vehicle §  Generate: mechanical energy is converted to electrical energy à Recovery while braking

Major Challenges and Goals for E-Motor Development 1.  Speed and Torque Control ~ 0rpm 2.  Transient and Dynamic Behavior for Drivability 3.  Reliability and Durability 4.  Environmental Performance and Conditioning (Salt, Water, Temperature, etc.)

Speed

Torque


DIFFERENT TYPES OF ELECTRICAL MOTORS

Integrated Starter Generators

(ISG)

Full Hybrid (S), EV Mild/Full Hybrid (P) Micro Hybrid

up to 20.000 rpm 8.000 rpm 8.000 rpm * Ratio Maximum Speed

200 kW and more 15-50 kW 15 kW Maximum Power

60 kW 8-35 kW 5 kW Rated Power

Belt Starter Generators (BSG)

Axle Motors, Wheel Hub Motors, etc.

E-Motor

E-motors as used in powertrains of Hybrid- or Electric vehicles


MAJOR CHALLENGES FOR E-MOTOR DEVELOPMENT

1. Speed and Torque Control ~ 0rpm Development Goal §  Electrical Motors provide full torque and

high Power at 0 rpm already §  Controllability to improve drivability

Example: Parking at curbstone

2. Transient and Dynamic Behavior for Driveability Development Goal §  The dynamic behavior of an electrical Motor

is very different to a combustion engine. Changes in the desired load are immediately effective and as such the driveability must be adapted to the drivers wish and car characteristics

Electrical Motor Gasoline Engine

Speed [1000 rpm]

Pow

er [kW]

Torq

ue

[Nm

]

Source: opahansblog.wordpress.com


E-MOTOR DYNAMOMETER FOR 0 RPM TESTS

DynoSpirit 250/4.8-20 Tx PMM 250 kW 500 Nm 20,000 rpm 0.12 kgm2

25% overload Water cooled


PUMA Open

InMotion

e-Storage

Dyno Converter

FEM-box

E-Power Measurement Power Measurement Trolley

Idle-/Shortcircuit Contactor Box

Climatic Chamber

Stall brake

Coolant conditioning

PDU

AVL E-MOTOR TEST SYSTEMS TEST SYSTEM LAYOUT - SAMPLE


Example: BSG-Motor

AVL E-MOTOR TEST SYSTEMS – EXAMPLES


Example: ISG-Motor




Example: Axle-Motor


AGENDA




Inverter

b.   Systems

4.   Summary


Operating Modes §  An has basically two tasks §  Convert 2-Phase DC from Battery to 3-Phase AC for the Motor and control Motor Power

while Driving §  Convert 3-Phase AC to 2-Phase DC while generating / recuperating

Major Challenges and Goals for E-Motor Development 1.  Optimize the Control Strategies 2.  Optimize the Efficiency 3.  Optimize for New Functions and Features enabled by Inverter & E-Motor

INVERTER AS THE HEART OF IT ALL

Inverter Battery


MAJOR CHALLENGES FOR INVERTER DEVELOPMENT 1/2

1. Optimize the Control Strategies Development Goal §  Signal conversion: convert torque command

from vehicle to 3 phase AC current command §  Vector control (max. torque / field

weakening) §  Power conversion: Based on the 3phase AC

command, convert DC from battery to 3 phase AC à PWM control

2. Transient and Dynamic Behavior for Driveability Development Goal §  Switching loss is power consumption,

mainly due to transient characteristics of voltage and current in switch on/off. It brings decrease in inverter efficiency and increase in power transistor temperature (lifetime)


MAJOR CHALLENGES FOR INVERTER DEVELOPMENT 2/2

1. Optimize for New Functions and Features enabled by Inverter & E-Motor Example: Vibration Control §  An Electrical Motor has a high dynamic Response to torque demands §  A Powertrain Setup can cause vibrations due to Mass-Spring-Damper §  Vibration Control can be applied to actively Damp the resulting vibrations

See also ATZ 03/2013 “VIRTUAL E-MOTOR AS A TOOL FOR THE DEVELOPMENT OF POWERTRAIN CONTROLLERS” by Daimler AG


E-MOTOR EMULATOR BY AVL AS A DEVELOPMENT TOOL FOR INVERTERS

Highlights and Functions §  Emulation of the electrical Motor via E-Motor Modell (included)

§  E-Motor Parameters adaptable via Software §  Failsafe Testing of Inverters

§  Shortcut and blocked Rotor testable §  Phase failure testable §  Out-of-Position Rotation / Position Sensor can be tested


AGENDA




b.   Systems

4.   Summary


ELECTRIFIED POWERTRAINS TESTING

Electrified Powertrains - Characteristics §  High number of operating modes (recuperation, boost,

sailing, etc.) §  Integration of components from different Tier-1 §  New, partially unknown technology §  High number of interfaces to the vehicle (external loads)

System Integration Test - Today §  Integration with Combustion Engine and Gearbox to full

Powertrain and Testing on Powertrain Testbench or in the Vehicle

Challenges §  one Component can block the whole testing §  Debugging of faulty systems complex while in the car

AVL Solution §  Integration Testbench for Electrification Subsystem

+ -

Bel

t

Clu

tch

ICE Motor G

earb

ox

Battery

Inverter

Generator

010111001010001011

010111001010001011

+ -

Motor

Battery

Inverter

010111001010001

011

010111001010001

011

Today: Whole Powertrain

Tomorrow: Subsystem Electrification


SYSTEM TESTBENCH OVERVIEW

Emul

ated

Wor

ld

+ -

Battery Inverter Load Charge

Battery Univ. Inv. e-ME Grid Emu Load Emu

Multipurpose Power Switch Box

Motor

AVL inMotion

DVE*

Restbus

Automation

AVL PUMA

Kl15,30, CAN,LIN,FlexRay

HiL

DME, DGM

*DVE = Driver, Vehicle, Environment

Rea

l Wor

ld


Drive Shaft

Load Unit

OR Drive Shaft

Load Unit

+

+ -

Energy Storage

OR

Generator*

SYSTEM TESTBENCH OVERVIEW

* considered as DC source

motoric Loads / Sinks

OR OR

Ohmic Loads

OR

Charger

OR

e-ME

universal Inverter

universal electronic

loads

Grid Emulator

Automation

AVL PUMA

Restbus

AVL inMotion

DVE


HIGHLIGHTS AND POSSIBILITIES

•  Realistic Simulation of Driving Cycles with different Start conditions •  NEFZ Cycle with different charging status of the battery

•  Different Possibilities to inject Faults / Errors •  Network: Failure of single ECUs / Components •  E-Motor: cut single phase •  Grid Supply: Phase failure, asymmetric phases, Peaks •  Bordnet: Voltage Drops caused from dynamic loads •  HV-Bordnet: Isolation fault, cable breaks

•  Excellent Comparison between Emulation and Vehicle Battery especially in dynamic load scenarios

•  Dynamic switching between emulated and real component allows different use-cases to be tested •  e.g. driver selection switch for operating modes


AGENDA




b.   Systems

4.   Summary


ALTERNATIVE POWERTRAINS IN THE VOL-MIX

§  As a Summary, the electrification of the Automobile is moving ahead and a lot of development challenges are ahead of us

§  AVL can supply with the test equipment, that supports in fulfilling the challenging task

Source: California’s Energy Future – Transportation Energy Use in California; California Council on Science and Technology, 2011

(Fuel cell electrical vehicle) (Battery electrical vehicle) (Plug-in hybrid electrical vehicle) (Hybrid electrical vehicle) (internal combustion vehicle)

www.avl.com

THANK YOU

Markus Maier Business Manager Electrification and Racing Test Systems European region Zettachring 4, 70565 Stuttgart +49-711-45041-22 +49-171-6925831 [email protected]

AUTOMOTIVE ELECTRIFICATION - AVL

Documents

Transcript of AUTOMOTIVE ELECTRIFICATION - AVL