POWERTRAIN SOLUTIONS FOR ELECTRIFIED TRUCKS AND BUSES

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1 POWERTRAIN SOLUTIONS FOR ELECTRIFIED TRUCKS AND BUSES PDiM 2017 (Heimo Schreier) Burak Aliefendioglu Fredrik Haag AVL H. Schreier, B Aliefendioglu, F. Haag PDIM November

2 TRUCK & BUS ELECTRIFICATION DRIVERS CO 2 URBAN ACCESS REGULATIONS IN EUROPE FOCUS OF CURRENT PRESENTATION GHG / CO2 LIMITS ZERO NOISE / EMISSION DRIVING IN CITY ZONES H. Schreier, B Aliefendioglu, F. Haag PDIM November

3 NEXT GENERATION ELECTRIC TRUCKS WILL CONSIST OF SPECIFIC E-POWERTRAIN Integration of existing components NEXT GENERATION Specific component developments (battery & e-axle) Increasing Production Volumes Low development cost Low validation cost Low production investment Higher product cost CURRENT PRODUCTS Low product cost Medium development cost Medium validation cost Medium production investment Value-creation in-house H. Schreier, B Aliefendioglu, F. Haag PDIM November

4 CONTENT Modular Battery Integrated Electric Axle H. Schreier, B Aliefendioglu, F. Haag PDIM November

5 BATTERY CHALLENGES IN TRUCK & BUS APPLICATIONS Crash Requirements Volume Weight Range Vehicle Integration Cell Technology >> P Pack Design >> P BMS Cost Modularity & Scalability Thermal Management Energy Durability H. Schreier, B Aliefendioglu, F. Haag PDIM November

6 BATTERY CELL TECHNOLOGY Trends for Automotive-Cell Technology Li-Ion will remain major technology by mid-term Li-Sulfur might be an interesting alternative in future SOP Wh/kg Wh/L Performance Prognosis of Li-Ion Cells H. Schreier, B Aliefendioglu, F. Haag PDIM November

7 BEST COST AND HIGHEST FLEXIBILITY BY MODULAR RACK DESIGN from cell to module RACK SYSTEM ENABLES: Scalability Modularity Ease of assembly Re-usability with different modules Flexible pack design and vehicle integration (a) Longitudinal (b) Transverse (c) Sideways (d) Inverted H. Schreier, B Aliefendioglu, F. Haag PDIM November

8 BEST COST AND HIGHEST FLEXIBILITY BY MODULAR RACK DESIGN Cooling Plates Scalable and modular pack concept Rack Structure Large Rack Small Rack H. Schreier, B Aliefendioglu, F. Haag PDIM November

9 E/E CONCEPT MODULARITY IN VOLTAGE AND ENERGY Configuration with 432 cells Configuration with 864 cells 3x 36 modules in series with 12 cells each 6S2P = 800V 3S4P = 400V 5x + 3x 72 modules in series with 12 cells each 3S4P = 800V VARIABLE MODULE CONFIGURATION ALLOW EASY VOLTAGE ADJUSTMENT 12S1P - 6S2P - 4S3P - 3S4P H. Schreier, B Aliefendioglu, F. Haag PDIM November

10 Cell Temperature [ C] MOST EFFECTIVE COOLING IS KEY FOR HIGH PERFORMANCE BATTERIES Vehicle Load Cycle THERMAL SİMULATİON RESULTS System Simulation Battery System Response Highway Transport Cycle Temperature spread kept <10K REQUIRES PRECISE Pack temperature kept at 30 C THERMAL MANAGEMENT Urban Transport Cycle Temperature spread kept <<10K & SMART CONTROLS High Performance Charging 15 C increase at 1.5C charge rate Current [A] Electrical Power [kw] SoC [%] Voltage [V] H. Schreier, B Aliefendioglu, F. Haag PDIM November

11 MODULAR BATTERY MANAGEMENT SYSTEM SAFETY & DIAGNOSIS Isolation detection HV interlock Safety monitoring Diagnosis functions Error-management CORE BATTERY FUNCTIONS State of Charge (SOC) State of Health (SOH) Balancing State of Function (SOF) Cell failure / wear detection AUXILIARY FUNCTIONS Start-up / Shutdown Signal acquisition / actuator control Main contactor control Pre-charge function Thermal management INTERFACE & COMMUNICATION Vehicle interface Diagnosis interface Logistic-information Actuator control (external) Re-programming AVL MCU & AVL BMS (3 rd generation) Function Overview AVL BMS MOST ACCURATE BATTERY/CELL STATE CONTROL - for highest performance & durability MODULAR PLATFORM & MODEL BASED CONTROLS for efficient handling of variants FLEXIBLE ADAPTION TO CUSTOMERS REQUIREMENTS including open-source SW H. Schreier, B Aliefendioglu, F. Haag PDIM November

12 EXAMPLES OF A BATTERY PACK FAMILY FOR LD & MD TRUCK LD Pack MD Pack Number of modules MD Battery Pack 223 kwh Module configuration - 6S2P 3S4P Cell weight kg Pack weight kg Nominal voltage V Installed energy kwh Usable energy kwh Power continuous kw Power - peak kw LD Battery Pack 112 kwh H. Schreier, B Aliefendioglu, F. Haag PDIM November

13 CONTENT Modular Battery Integrated Electric Axle H. Schreier, B Aliefendioglu, F. Haag PDIM November

14 SELECTION OF E-AXLE ARCHITECTURE Center Drive Axle Integrated Drive OBJECTIVES / BOUNDARIES: Small packaging space for battery High system efficiency avoid bevel-gear set Low cost & weight High integration level Wheel Selective Drive Most Suitable e-axle architectures for HD Truck Low number of interfaces reliability, assembly complexity H. Schreier, B Aliefendioglu, F. Haag PDIM November

15 Gradeability [%] SYSTEM SPECIFICATION: E-MOTOR POWER AND NUMBER OF GEARS Definition of continuous power of E-motor Gradeability: 2.2% at 80kph Good performance also for city highways Resulting continuous power of E-machine: 148kW Definition of number of gears Maximum vehicle speed: 88kph City highways Reduced E-motor speed for 80kph Maximum gradeability: 16% + 0.3m/s² acceleration Relevant urban transport routes Artificial ramps Resulting number of gears: 2 gears Gross Vehicle Weight: 16 tons max. 18.8% = 16 % m/s² acceleration gear 2 (cont.) gear 2 (cont.) gear 1 (cont.) gear 1 (peak) (cont.) 2.2%@80kph Velocity [kph] H. Schreier, B Aliefendioglu, F. Haag PDIM November

16 SELECTION OF E-MOTOR TYPE Induction vs. Permanent Synchronous Motor Torque Parameter IM PSM Power / torque density 0 ++ Overload capability + 0 High Efficiency Areas Cost + - Robustness ++ 0 Failure torque + - Efficiency at high speed + 0 Efficiency at mid speed PSM IM Comparison of efficiency maps Speed PSM technology show overall best performance for this application H. Schreier, B Aliefendioglu, F. Haag PDIM November

17 E-Motor Power HIGH E-MOTOR PERFORMANCE BY DIRECT OIL-COOLING OF STATOR Peak Power continuous-power output Uncooled, Free convection Air cooled Water jacket Forced air convection Direct oilcooling Continuous-power output of different cooling concepts AVL direct oil-cooling of windings Integration of AVL e-motor into e-axle E-Motor is typically laid-out / designed for peak power Continuous power depends on effectiveness of cooling system AVL direct oil-cooling of stator enables highest continuous-power densities H. Schreier, B Aliefendioglu, F. Haag PDIM November

18 DEFINITION OF E-MOTOR SPEED Transmission Standard components Suitable ratios without additional gear mesh E-Motor Low torque => high speed Low cost Compact packaging Balance of Parameters Inverter Suitable inverter output frequency E-Motor Continuous power (kw) 148 Maximum speed (rpm) Continuous torque (Nm) 265 Number of pole-pairs (-) 3 Corner speed ratio (-) 1:3 Inverter Inverter output frequency (Hz) 800 Transmission Ratios (1 st gear/2 nd gear) ~50/30 gear meshes (incl. differential) 3 Technology (bearings, seals) Standard H. Schreier, B Aliefendioglu, F. Haag PDIM November

19 INVERTER DESIGN Mechanical and thermal integration for high vibration environment Usage of standard semiconductor modules (1.200 V IGBT, max. 600 A / phase) High efficiency by specific DC-link capacitor design Modular / scalable platform Easy adaption to available packaging Easy assembly & service EMC advantages due to bus bar AC- & DC-connections Transmission control integrated in power electronics Electronics fully integrated in axle body (cost, weight and reliability advantage) H. Schreier, B Aliefendioglu, F. Haag PDIM November

20 TRANSMISSION DESIGN TRANSMISSION OPTIONS: Layshaft Planetary Combination of both Selected Topology: Layshaft arrangement 2 speeds 3 gear meshes Conventional differential TARGETS / EVALUATION CRITERIA: Suitable gear ratios Small packaging / short axial length Highest efficiency Lowest cost Variable arrangement / modularity H. Schreier, B Aliefendioglu, F. Haag PDIM November

21 COOLING & LUBRICATION SYSTEM CHALLENGES: Different temperature levels required for inverter, e-motor and transmission Reliable lubrication of high-speed transmission SOLUTION: Separate oil circuits for Lubrication of transmission M Cooling of inverter and e-motor ADVANTAGES Optimized component temperatures (Efficiency) Reliable lubrication of high-speed transmission High-performance transmission oil possible Compact design Heat transfer to environment Oil Circuit 1 (externally cooled) Heat transfer trough axle body Heat transfer to environment Oil Circuit 2 H. Schreier, B Aliefendioglu, F. Haag PDIM November

22 Gradeability [%] 148 KW ELECTRIC AXLE FOR 16 TON ELECTRIC URBAN TRUCK nd gear - continuous 1st gear - continuous 28 2nd gear - peak 24 1st gear - peak Velocity [km/h] Vehicle Performance - 16 ton Truck (4x2) E-MACHINE Type PSM Voltage level [V] 800 Continuous power [kw] 148 Max. continuous torque [Nm] 265 Max. speed [rpm] Cooling system Direct stator Oil-cooling TRANSMISSION Transmission type Layshaft Number of gears 2 Max. output torque [Nm] H. Schreier, B Aliefendioglu, F. Haag PDIM November

23 CONCLUSIONS Demand for zero-emission transport solutions will further increase Next generation e-trucks and e-buses will implement specific CV-systems Frame-integrated batteries improve crash-safety, cost and weight Integrated electric axles provide space for battery packaging and improve efficiency, cost and weight Modularity & scalability is key to cover different applications H. Schreier, B Aliefendioglu, F. Haag PDIM November

24 FULLY INTEGRATED E-DRIVE FOR SUV HIGHLY EFFICIENT AND HIGHLY INTEGRATED SPECIFICATIONS Highlights Full integrated power inverter High efficient oil stator cooling PSM high speed concept with rpm EMC optimized Operating voltage Power (cont./peak) Torque (cont./peak) Dimensions Weight overall (approx.) Power to weight ratio Cooling concept 800 V 150 kw / 230 kw 240 Nm / 360 Nm 544 x 387 x 280 mm < 100 kg > 2.3 kw/kg Oil, water or combined H. Schreier, B Aliefendioglu, F. Haag PDIM November

25 ZERO-EMISSION SOLUTIONS FOR URBAN TRANSPORT THANK YOU FOR YOUR ATTENTION H. Schreier, B Aliefendioglu, F. Haag PDIM November

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