KRAV HELAUTOMATISK INDUKTIV LADDNING

Transcription

1 Stefan Pettersson Robert Eriksson KRAV HELAUTOMATISK INDUKTIV LADDNING Projekttid Kostnader (minst) kr, varav hälften kr finansierats av Energimyndigheten och hälften av Volvo Cars i form av egen nedlagd (in-kind) tid Program: FFI/Energi & Miljö Research Institutes of Sweden ICT Viktoria

2 How does it work? Electromagnetic induction Resonant inductive coupling 2

3 Background Wireless charging fulfills the desire for a convenient charging solution, especially when combined with automated positioning. A simplified charging also has a potential of more frequent connection to the grid and charging, thereby improving the possibility for external charging control and peak shaving. This could also save money for the customer if charging can be done at the right time of day. With more frequent charging, wireless charging could also decrease range anxiety for BEVs since the battery will more frequently be fully charged. The above could also result in more electrified miles for PHEVs. Automatic charging is beneficial for automated vehicles/parking. 3

4 Before this project 4

5 Some earlier experience ~ Flanders Drive Bombardier This project 5

6 This project 6

7 Scope and results The purpose of this project has been to enable an increased share of electrified miles and thereby decrease CO 2 emissions, by simplifying charging. The project may lead to energy and environmental benefits through increased sales of plug-in hybrids and that electric drive usage is maximized for these vehicles. The main objective has been to develop a first requirement specification for a vehicleintegrated, factory mounted, fully automated induction charging system aimed for private home usage. The results are: 1. Use cases are defined, serving as a base for the future target system. 2. A benchmark and evaluation of supplier concepts have been performed (TRL). 3. A desired target system functionally has been decided. 7

8 Use case 8

9 Use case The project has identified the following use case as a guideline for specification and design: 1. The car approaches a parking spot and the driver requests PARK. 2. The system presents views (including bird s eye perspective) over the close vicinity and marks which parking spots that have suitable charging equipment. 3. Using the GUI, the driver selects a parking spot and the position where the car s front end should be during parking. 4. The car parks automatically and charging starts. 5. Charging stops automatically when the battery is fully charged, unless: The driver has requested other functions needing power supply (ex. climate preconditioning) If the car is started If the driver requests STOP The actions above can either be performed using the car s GUI/HMI or a mobile device like a smartphone. 9

10 Benchmarking 10

11 TRL evaluation The six supplier proposals have been evaluated regarding technology readiness for fully automated inductive charging, using the TRL method. The upper figure shows the system deployment used, the lower figure the result of the evaluation. Results: No proposal reaches higher TRL level than 3 for fully automated inductive charging. Weak spots are automated parking, positioning system, FOD and LOD. If automated parking is excluded, three proposals reach TRL level 4. 11

12 System description and requirements 12

13 Overview The system consists of two parts, a primary side and a secondary side. Primary side: The primary side is placed on the parking spot, connected to a power outlet. The power outlet requires at least 10A fuse with a ground fault circuit interrupter (GFCI). Secondary side: The secondary side is mounted underneath the car, connected to the high voltage system. The vehicle has also battery and battery management system (BMS), HMI/GUI, sensors and functions and algorithms for automated parking (AP). Both sides are equipped with communication for information exchange. 13 Mobile device: Everything that can be shown or managed using the car s GUI can also be done using a mobile device such as a smartphone.

14 Attribute requirements (1) Convenience: The charging shall be fully automated. The vehicle shall park itself optimally for charging, without harming any other object. The user shall with simple interaction preferably only at one menu level control the process from the car s GUI or a mobile device. It shall be possible to pre-condition the car both regarding heating and cooling. Safety: All parts of the fully automated charging system shall be designed for maximum safety regarding people, other living objects and property. Charging time: The system shall be able to recharge 80% of half the vehicle s daily need of energy in 6 hours the remaining is assumed to be performed in other ways, for instance at work. This gives a power of at least 1.7 kw which can be covered by a 10A fuse. Reliability: The fully automated charging system should have a reliability that is the same as other vehicle components with similar life, ex. on-board charger. Durability: The fully automated charging system shall have a life of 10 years or a driving distance corresponding to km with two preconditionings per 24h. 14

15 Attribute requirements (2) Product cost: Shall be based on that an average customer driving km/year shall get a payback period <3 years when changing from an ICE to a electrified car, given current Swedish price levels. Weight and size: The vehicle mounted parts (excl. wire harness) should have reasonable weight, ca <4 kg and volume ca <2 l. The stationary part mounted could be somewhat larger. Installation: Two options exist: 1. The stationary (primary) parts shall be designed for easy move, for instance to a summer house. It shall therefore have a simple power connection with an ordinary plug. 2. The system should be designed for fixed installation. The cable between the power outlet and the primary coil shall easily be possible to protect, for instance with a sheet metal canal. The primary coil shall be possible to fix to the ground. Service & maintenance: The system shall be simple to clean with a broom, but otherwise not require any other maintenance. Noise: The system may not emit any audible noise for people with normal hearing. It should neither emit noise that affects animals, unless the aim is to keep them away. Electric safety and EMC: The system shall fulfill all related standards (see 15 WiCh project final report).

16 Functional requirements Automatic charging: By default the system shall charge as quickly as possible. Currently available options are presented to the user. Automatic parking: The car presents selectable parking/charging places on the screen. The user selects parking place and orientation by pointing at the screen. User interaction: All user interaction shall be through the vehicle s HMI/touchscreen or a mobile device (smartphone). Menu levels more than one shall be avoided. Object Detection: Both Foreign Object Detection (FOD) and Living Object Detection (LOD) functions shall be included. When a foreign/living object is detected, charging shall immediately stop and the user be informed on the vehicle screen and/or mobile device. AUTOMATIC CHARGING AUTOMATIC PARKING USER INTERACTION OBJECT DETECTION SMART HOME INTEGRATION FUNCTIONAL SAFETY Smart home interaction: The system shall be prepared for interaction with a smart home, where the charging can be controlled and for instance current can change dynamically. Functional safety: All functions in the car shall fulfill ISO26262, and those parts outside the vehicle IEC

17 After this project 17

18 Design for the future BMS Battery Management System SPMS Solar Panel Management System PFC Power Factor Corrector CCD Current Control Device Smart Stationary Box In Building, Parking Lot or Parking Spot Smart Car Box Power & Economy GUI Graphical User Interface AP Autonomous Parking Internet OEM s Need Competence Within Blue Frame Superior El. Energy & Economy Control Location = TBD Internet Replica of GUI in Car Cell Phone Building Incoming Power Distribution box CCD Energy Meter Solar Panels SPMS BMS Stationary Battery Smart Stationary Box WiFi Wall Socket P Smart Car Box PFC GUI Power Receiver Power Transmitter AP BMS Traction Battery Car Parking Spot All Things are Connected to Internet El Power WiFi Short Range Communication 18

19 Future research questions User experience Usage of different charging generations Interaction design Market reactions when vehicles are charged less but more frequently Impact on range anxiety Acceptance for vehicles with smaller batteries Architecture Data communication and infrastructures Information model Security concepts Electromobility Energy balance control Strategy for stepwise introduction of functionality Safety at automated parking VR modelling of parking Detection and navigation to charging point Robustness of sensor systems Virtual verification Evaluations in VICTA Lab of concepts, energy balance and usage Modelling and simulations of future systems 19

20 Stefan Pettersson Robert Eriksson TACK & FRÅGOR! Research Institutes of Sweden ICT Viktoria