ICT Green Cars 2013 FP ICT-GC. Integrated Control of Multiple-Motor and Multiple-Storage Fully Electric Vehicles. Deliverable 7.

Transcription

1 ICT Green Cars 2013 FP ICT-GC Integrated Control of Multiple-Motor and Multiple-Storage Fully Electric Vehicles Deliverable 7.1 Demonstrator vehicles available

2 DOCUMENT INFORMATION Public D7.1 Demonstrator vehicles available FDRIVE: Jasper De Smet, Koen Sannen Authors Responsible person Deliverable nature Status SKODA: Pavel Nedoma, Jiří Plihal, Zdenek Herda, Zdenek Franc IVI: Denis Kühne, Richard Kratzing Wouter De Nijs PU Final version Change History Version Date Description Issued by Initial drafts FDRIVE & IVI FDRIVE, IVI Input by IVI: pictures changed, AURIX part added, modifications Input by IVI: final draft IVI Input by SKODA: initial draft, FDRIVE final draft SKODA, FDRIVE Input by SKODA: final draft SKODA Corrections and add-ons SKODA, FDRIVE Review FDRIVE Final version FDRIVE IVI V1.0 2 of 40

3 Content 1 INTRODUCTION Purpose Abbreviations RANGE ROVER EVOQUE FEV (FLANDERS MAKE DEMONSTRATOR) Vehicle specifications System architecture Vehicle HV block diagram Vehicle packaging Vehicle architectures Hardware components Switched reluctance motor and inverter Battery pack Brake system Cooling system icem ECU In-vehicle computer HMI display Overall vehicle demonstrator layout ŠKODA RAPID SPACEBACK (ŠKODA DEMONSTRATOR) Vehicle specifications System architecture Vehicle developed diagram Technical specification of the electric module assembly Hardware components AC motor and controller Battery pack Battery charger Brake system Cooling system DC/DC Converter DMES HIL DEMONSTRATOR (IVI DEMONSTRATOR) DMES system on the test bench V1.0 3 of 40

4 4.2 Vehicle simulation and novel controller hardware REFERENCES V1.0 4 of 40

5 List of figures Figure 2-1: Range Rover Evoque demonstrator at LPG Track Figure 2-2: Block diagram of the high voltage architecture Ranger Rover Evoque Figure 2-3 Vehicle high voltage bottom view Figure 2-4: Vehicle high voltage architecture Figure 2-5: Hardware architecture of Range Rover Evoque demonstrator Figure 2-6: SR motor Figure 2-7: SR inverter Figure 2-8: SR Inverter and motor efficiency at 800V Range Rover Evoque Figure 2-9: 600 V battery pack Figure 2-10: SCB brake pedal unit Figure 2-11: SCB Electro-Hydraulic Control Unit Figure 2-12: Cooling architecture Figure 2-13: Currently implemented demo ECU with AURIX TM chip Figure 2-14: In-vehicle computer Figure 2-15: HMI display modes Figure 2-16: Boot of Range Rover Evoque vehicle demonstrator Figure 2-17: HMI display during test at Ford LPG Figure 2-18: Integration of hardware components at front end of vehicle demonstrator Figure 3-1: Škoda vehicle demonstrator with two wheel drive line and two battery packs Figure 3-2: Diagram of front transverse engine front-wheel drive Figure 3-3: Battery electric scheme Figure 3-4: Vehicle electric scheme Figure 3-5: System architecture Figure 3-6: AC motor controller Figure 3-7: Dimensions AC motor controller Figure 3-8: Second battery box with 15,68 kwh capacity Figure 3-9: Mounting scheme for the EV Power Charger Figure 3-10: Vacuum pump scheme Figure 3-11: 2.0KW On-board DC/DC Converter Figure 4-1: Serial Powertrain and Engine Test Field at Fraunhofer IVI Figure 4-2 DMES system overview Figure 4-3: DMES system on test bench Figure 4-4: Co-Simulation platform ICOS V1.0 5 of 40

6 1 Introduction 1.1 Purpose This deliverable of the icompose project presents the architecture, hardware components and integration for the three demonstrators developed by Flanders Make, Škoda and Fraunhofer IVI. Two vehicle demonstrators, being a Range Rover Evoque FEV and a Škoda Rapid Spaceback, and a DMES HiL demonstrator, simulating the LOTUS Evora 414E, will be used in Work Package 7 to validate the software and hardware components developed within the icompose project. 1.2 Abbreviations Abbreviation ABS AC BBW BE BMS CAN COG DBC DMES DC ECU ESP EV EVC FEV ICE icem ICOS ITS GND HCU HiL HMI HV LPG LV NEDC SCB SR Description Anti-lock Brake System Alternating Current Brake By Wire Battery Electronics Battery Management System Controller Area Network Centre Of Gravity Database description Dual Mode Energy Storage Direct Current Electronic Control Unit Electronic Stability Program Electric Vehicle E-VECTOORC Full Electric Vehicle Internal Combustion Engine Integrated Comprehensive Energy Management Independent CO-Simulation Intelligent Transport System Ground Hydraulic Control Unit Hardware in the loop Human-Machine Interface High Voltage Lommel Proving Ground Low Voltage New European Driving Cycle Slip Control Boost Switched Reluctance V1.0 6 of 40

7 TCU V2I VES VC Transmission Control Unit Vehicle-to-Infrastructure Vehicle Energy System Vehicle Controller V1.0 7 of 40

8 2 Range Rover Evoque FEV (Flanders Make demonstrator) The Range Rover Evoque FEV demonstrator is characterized by four independent electric drivetrains using switched reluctance on-board motors, connected to the wheels through single-speed gearboxes, constant velocity joints and half-shafts. Each wheel is equipped with an individually controlled hydraulic brake. This combination of the SR motor and hydraulic brake per wheel allows to brake as much as possible regenerativly. Further a traction battery was designed to handle high current peaks in both traction and regenerative mode. The vehicle is equipped with a dspace AutoBox platform to control the electric drives and friction brakes. The energy optimal speed profile is generated on an icem ECU multi-core platform and communicated to the dspace vehicle controller. This information is also transmitted to the human-machine interface (HMI) such that the speed profile is displayed to the driver (advisory mode). The icem ECU is connected to the in-vehicle computer to access simulated traffic and weather information. This testing platform is a good robust base, as proofed in the successful evectoorc European project [1], for the research topics in the icompose project. It is used for the validation of the energy management system and vehicle dynamics controllers. The main advantage of the demonstrator is the availability of the four SR motors, which can be controlled individually. Figure 2-1 shows the vehicle at the LPG track V1.0 8 of 40

9 Figure 2-1: Range Rover Evoque demonstrator at LPG Track V1.0 9 of 40

10 2.1 Vehicle specifications Table 2-1: Vehicle specifications Range Rover Evoque [3] Type Land Rover Range Rover Evoque 5- doors Weight 2267 kg (including driver) Driveline Individual 4 wheel drive Max driveline power 300 kw Motor type 4 x SR-motors Max motor torque 200 Nm (per motor) Max speed Approx. 190 km/h Acceleration <8.7 s (0-100 km/h) Gear ratio 10.56:1 Battery voltage 600 V Battery energy 9 kwh Battery power 121 kw nom. / 310 kw peak Battery cell type Lithium Titanate Oxide Driving range >40 km in fully electric mode (NEDC) Brakes Slip Control Boost (brake by wire) Tire size 235/55 R19 Wheelbase 2665 mm Track width 1625 mm Drag coefficient 0.35 Frontal surface m² 2.2 System architecture Vehicle HV block diagram An overview of the high voltage scheme is given in Figure 2-2. The DC-link connects the battery with the four motors and DC/DC converter. A plug is foreseen to connect the offboard charger V of 40

11 310kW peak 121kW cont 414V-773V EVC600 Battery 400A peak 200A cont 414V-773V DC- Link 181A peak 84A cont idem idem DC/ AC DC/ AC DC/ AC M1 M2 M3 75kW peak 35kW cont idem idem No difference between motoring and generating idem DC/ AC M4 idem Off-board Charger 25A max 7A max DC/ DC 12Vdc Figure 2-2: Block diagram of the high voltage architecture Ranger Rover Evoque Vehicle packaging This section of the document provides an insight on the assembly of the vehicle demonstrator. The used platform is a prototype Range Rover Evoque from The ICE is removed and instead two electric SR motors and inverters are mounted in the front of the vehicle. Adaptions to the frame have been made to mount everything in the front, including the SCB brake pedal unit. In the rear, adaptions to the subframe have been made to mount the two rear SR motors. The SR inverters for the rear motors are mounted at the original position of the diesel tank. A new anti-roll bar was designed, as the original bar was in collision with the rear electric motors. Reinforcements to the frame are foressen to mount the battery with a mass of 280kg in the rear of the vehicle. On the next pages, the packaging of the high voltage structure is given followed by the low voltage packaging High voltage packaging Figure 2-3 shows all the high voltage components of the vehicle. The battery pack is connected to the high voltage distribution box, the output of the box is connected to the four SR inverters and the charging point. The charging point can be used to connect a range extender. The vehicle is equipped with a DC/DC converter, this device is not representent on the figure, which is also connected to the high voltage distribution box V of 40

12 Low voltage packaging Figure 2-3 Vehicle high voltage bottom view Here an overview of the low voltage components in the vehicle demonstrator are given. By default, the vehicle is equipped with a six degree of freedom sensor. This sensor measures the three accelerations of the vehicle being longitudinal, lateral and vertical acceleration together with the pitch, yaw and roll rate of the vehicle. The main vehicle controller is a dspace AutoBox. The software for this controller is developed in Matlab Simulink. The software package ControlDesk is used as interface to interact in real-time on the dspace controller. It gives the possibility to change parameters online while testing. When performing vehicle dynamics tests a Corrsys Datron Correvit S-350 sensor is mounted in front the vehicle. This is an optical sensor providing a slip free measurement of the longitudinal and lateral velocity, accelerations and slip angle of the vehicle. All low voltage components are connected to the low voltage distribution box Vehicle architectures High voltage architecture All the high voltage components are linked via the high voltage distribution box. The layout is given in Figure V of 40

13 Figure 2-4: Vehicle high voltage architecture V of 40

14 Communication architecture Figure 2-5 shows the complete hardware architecture of the vehicle, except CAN bus 3. The vehicle is equipped with a dspace AutoBox platform, connected to all CAN busses as described above. The icem ECU (currently a demo ECU with an AURIX TM chip is installed, awaiting the final icem ECU) generates the energy optimal speed profile and it is communicated via CAN bus 4 to the dspace vehicle controller. This information is also transmitted to the human-machine interface (HMI) such that the speed profile is displayed to the driver. The icem ECU is connected to the in-vehicle computer to access simulated traffic and weather information (V2I to access cloud data is currently simulated by the invehicle computer). Figure 2-5: Hardware architecture of Range Rover Evoque demonstrator The original vehicle controller area network (CAN) bus was extended with 3 additional CAN busses. The electric water cooling pump is connected to the original vehicle CAN bus, currently known as CAN bus 3. A separate CAN bus for the four inverters and VC was created, being CAN bus 1. This communication is fixed at a sample rate of 2 ms. All messages between the VC and Slip Control Boost unit are transmitted on private CAN bus 2. The battery management system of the 600 V battery pack, the DC/DC converter, the fast off board charger, the six degree of freedom sensor, the icem ECU and the HMI are all communicating on private CAN bus 4. All the CAN busses have the same baud rate of 500 kbit/s. The physical layer consists of CAN high, CAN low and GND. The standard message format and CAN specification 2.0 are utilised V of 40

15 2.3 Hardware components Switched reluctance motor and inverter The vehicle drivetrain consists of 4 SR motors, see Figure 2-6, each with a specific SR inverter unit see Figure 2-7. Table 2-2Fehler! Verweisquelle konnte nicht gefunden werden. gives the mechanical and electrical specifications of the motor and inverter. Table 2-2: Specifications for one switched reluctance motor and one inverter Range Rover Evoque 600 V Peak (30s) 200 Nm, 75 kw Nominal (continuous) 80 Nm, 35 kw Maximum speed min-1 Motor dimensions (LxD) 215x265 mm Motor weight 50 kg Motor inertia (without gearbox) kgmm² Inverter dimensions (WxHxD) 495x155x282 mm Inverter weight 16.2 kg Liquid cooled 15 l/min, 55 C max inlet Operating temperature C The SR-motors can work on any voltage from 100 V, the lower the voltage the lower the mechanical output of the motor. They are designed to work on a nominal voltage of 800 V with a maximum allowed voltage of 1000 V. The efficiency of the SR inverter and motor is a function of the motor speed and actual torque. Figure 2-8 represents the efficiency of the Figure 2-6: SR motor Figure 2-7: SR inverter motor and inverter at 800 Vdc operating voltage V of 40

16 0.81 D7.1 Demonstrator vehicles available Motor Torque [Nm] kW kW MOTOR-INVERTER MERGED EFFICIENCY kW kW kW kW 110kW 100kW 90kW 80kW 70kW 60kW 50kW kW 190kW 180kW 170kW 160kW 150kW 140kW Motor Speed [rpm] Figure 2-8: SR Inverter and motor efficiency at 800V Range Rover Evoque Battery pack The battery pack is designed as a power pack. It contains a battery cell technology with high power capability in traction and regeneration, called Lithium Titanate. This cell type has good endurance and safety qualities, but the main disadvantage is the low specific energy which results in a relatively short vehicle range. The maximum allowed amount of power to charge and discharge is the same for these cells, which allows to optimize the regenerative braking capabilities. Table 2-3 summarizes the battery specifications. Figure 2-9 shows the CAD battery pack design design on the left and the final battery assembly on the right. Table 2-3: 600 V battery pack specifications Range Rover Evoque Pack nominal voltage 600 V Pack maximum voltage V Pack minimum voltage 414 V Peak current charge and discharge 400 A Nominal current (continuous) charge and discharge 200 A Peak power charge and discharge 310 kw Nominal power charge and discharge 121 kw Cell capacity 15 Ah Energy 9.1 kwh Mass 280 kg Operating temperature 0 55 C V of 40

17 Figure 2-9: 600 V battery pack Brake system The electro-hydraulic Slip Control Boost unit, displayed in Figure 2-10 and Figure 2-11, is able to brake hydraulicly on each wheel separately. The system replaces the traditional brake actuation system, provides emergency and safety functions (ABS, ESP ) and works with a decoupled brake pedal. The SCB unit in combination with the SR motors provides a high regeneration capability, that is controlled by the VC. Figure 2-10: SCB brake pedal unit Figure 2-11: SCB Electro-Hydraulic Control Unit Cooling system Cooling architecture The vehicle is equipped with a liquid cooling system. The switched reluctance motors and inverters are cooled via this circuit. The cooling architecture is presented in Figure The pump flow is adjustable and the communication runs via CAN. The EVC600 battery is cooled by forced air V of 40

18 Figure 2-12: Cooling architecture The 12 Vdc converter is not displayed in the above architecture, but is liquid cooled and connected to the front collector and front return collector. The size of the radiator is 670 mm x 449 mm x 26 mm (length x height x depth). The entire cooling circuit is filled with a coolant existing of 50% water and 50% glycerol. Each SR motor has two cooling circuits, an inner and outer jacket. The SR inverter has one cooling jacket. The warm coolant from the inverters flows through the outer jacket of the motor and returns to the radiator. The coolant specifications for the SR driveline are 15 l/min and a maximum inlet temperature of 55 C. The generated heat at 6000 rpm and Nm of the SR motor and inverter is 8.3 kw or 12.6% V of 40

19 2.3.5 icem ECU In icompose a comprehensive and integrated energy management system will be developed. This algoritm will run on a multicore ECU, to have sufficient computing power. Currently a demo ECU with AURIX TM chip is fitted, which will be replaced at the end of August 2016 by an icem ECU (Infineon AURIX TM platform, see Figure 2-5). This energy management software provides a high potential for energy savings for FEVs. The basic structure of the software is based on local and cloud based data. The local data is generated by different sensors on the CAN bus, e.g. GPS system, velocity, wheel speeds, battery voltage etc. The cloud data is currently provided by the in-vehicle computer, see paragraph This controller will provide suitable optimization algorithms to generate optimal trajectories for the overall vehicle and its subsytems where different optimization objectives can be followed to meet the current requirements of the driver. The energy management controller will deliver reference values for the connected control systems to follow the calculated trajectories. [2] Figure 2-13: Currently implemented demo ECU with AURIX TM chip In-vehicle computer An in-vehicle computer is added to the vehicle, which runs a MATLAB Simulink script providing off-board data to the icem ECU. This data contains weather and traffic services from Internet/ITS systems and navigational information from Internet/navigation. This computer is visualized as V2I in Figure 2-5 and is connected via Ethernet to the icem ECU. Figure 2-14: In-vehicle computer V of 40