dspace GmbH Rathenaustr Paderborn Germany

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2 Hardware-in-the-Loop Simulation of Power Electronics and Electrical Drives Systems Matthias Deter, Group Manager Engineer E-Drive HIL dspace Technology Conference 2017 dspace GmbH Rathenaustr Paderborn Germany

3 Introduction Electric power generation and transportation are contributing substantially to the emission of greenhouse gases. Electric power generation and heat production is responsible for 25% (2010) Transportation is responsible for 14% (2010) Global warming and finite fossil fuel resources increase the need for environmentally friendly energy systems Human extract an energy feedstock of 521EJ (2015) 35% of the energy extracted by mineral oil (2015) Mineral oil is the only energy feedstock where the growing need within the coming decades presumably can be not satisfied. Renewable energy sources and e-mobility are expected to jump-start the reduction of emissions. Source: IPCC (2014); based on global emissions from

4 Electromobility Domains and Components New electric vehicle concepts and renewable energy sources are mega trends for future mobility. POWER GRID CHARGING VEHICLE Storage systems, power-electronics and electric drives will be the key players in powertrains. 4

5 Electromobility Domains and Components New electric vehicle concepts and renewable energy sources are mega trends for future mobility. Renewable energy Conventional power plants Network control Intelligent storage systems Large variety of topologies Charging station Protocols Power electronics Standardization Vehicle to grid Electric motor Power electronics Battery High voltage and high power POWER GRID CHARGING VEHICLE Storage systems, power-electronics and electric drives will be the key players in powertrains. 5

6 Challenges for the Automotive Industry By 2021, the fleet average to be achieved by all new cars in the Europe union is 95 grams of CO2 per kilometer. Fuel consumption of around 4.1 l/100 km of gasoline or 3.6 l/100 km of diesel. By 2018, the Chinese Ministry of Industry and Information Technology (MIIT) plan to establish a point system for automotive manufacturers with an annual production capacity of at least 50,000 passenger cars New vehicle concepts such as battery electric vehicles (BEV) and plug-in hybrid electric vehicles (PHEV) are required. Electrification of vehicle drive trains and auxiliary aggregates New components such as power electronics and high voltage batteries Easy-to-use and high-performance charging interfaces 6

7 Challenges for the Overall Integration AC DC DC AC DC DC DC AC AC DC AC AC DC AC DC DC AC DC Power-electronic is the key technology in modern supply systems and electric vehicles 7

8 Electric Vehicle Supply Equipment Electric vehicle supply equipment (EVSE) are produced by a wide range of manufacturers world wide. AC charging requires in vehicle rectification. Due to the limited power its mainly applied in private and public sector. DC charging is much quicker but require communication to handle the energy exchange between grid and vehicle for power management, smart metering and billing. Charging infrastructures differ significantly depending on the use case and the national standards, such as CHAdeMO GB/T ISO (Japan) (China) (New Global Standard) 8

9 dspace Solution for Testing Charging Communication (1) Basic charging Communication via PWM signal and digital I/O Available in engineering projects, has been used for many years Smart charging CHAdeMO Communication via CAN Dynamic model available for simulation of handshaking mechanism Available in engineering projects, has been used for many years GB/T Communication via CAN J1939 (Trailer CAN) Dynamic model available for simulation of handshaking mechanism Available in engineering projects, has been used for many years 9

10 dspace Solution for Testing Charging Communication (2) Smart charging ISO15118 TCP/IP-based powerline communication using the HomePlug GreenPhy standard Wireless communication in case of inductive charging Current dspace solution based on PLC <==> CAN converter CAN interface used for controlling DIN compliant AC and DC charging supported Dynamic parameter manipulation not possible Dynamic model available for simulation of handshaking mechanism Available in engineering projects since

11 On Board Energy Systems System power and energy density makes the difference Increasing DC voltages for high power and quick charging Enhanced energy storages based on modern cell types and super caps Continues miniaturization of power electronics Increasing switching frequencies DC/DC Converter f SW > 100kHz Drive Inverters f SW > 20kHz Increasing complexity of applied topologies Parallel & Interleave structures Multi Level architectures Increasing complexity of controller Raising fail safe requirements Fail back routines e.g. Limp Home mode 11

12 Battery Management Systems (BMS) BMS Function Battery management on cell and system level Power flow management for hybrid battery stacks Control of the thermal and electric behavioral State Of Charge (SOC) management SOC is used to monitor the health of a battery and calculate e.g. the remaining range of an electric car. SOC balancing for enhanced battery life time Handle the interplay with peripheral cooling systems Control of pre-charge relays Isolation monitoring dspace Battery Simulators provide the necessary precision, flexibility and safety for an entire HIL laboratory test. 12

13 Vehicle Electrical Network and Power Converters Power electronic devices On Board Charger (PEV/PHEV) DC/DC-Converter Motor Inverter Established topologies available as predefined library blocks dspace ASM Electric Components (Processor Based) dspace XSG Electric Components (FPGA Based) Three-phase power converter Specific model topologies require a flexible modelling approach DC/DC converter topologies or motor filter circuits differ from application to application. An automatic transfer from the circuit diagrams to real-time capable models is essential 13

14 Power Electronics Simulation Scalable real-time performance due to parallelization Multi-Core for low latency high performance parallel computation Multi-Processor for scalable computation environment Multi-FPGA for apportion of high dynamic tasks and I/O Modelling Oversampling strategy provides highest fidelity Real-time simulation in regards to the specific eigen-value MATLAB Simulink - - SimPowerSystems Optimal utilization of available real-time hardware Task separation for performance optimized application embedding Interface functions enable easy signal linking between sub models The Electrical Power Systems Simulation (EPSS) Package enables the real-time simulation of SimPowerSystems TM models on dspace Processor and FPGA platforms 14

15 Electrical Power Systems Simulation (EPSS) Package SimPowerSystems TM model Multi-Core/Processor Processor ~25µs IOCNET Circuit diagram FPGA ~2.5µs Multi-FPGA 15

16 Basic Considerations for Electric Drive Simulation Requirement Identification Motor specific characteristics Control specific model demands Application specific precision demands The Challenges Find the right degree of precision for your drive virtualization Balance real-time performance, flexibility and simulation fidelity Optimal cost-benefit outcome Ready to use model libraries dspace ASM Electric Components (Processor Based) dspace XSG Electric Components (FPGA Based) 16

17 Preconditions for Simulation on Signal Level Internal signals of the ECU have to be accessible Current Sensor Feedback Signals (e.g. ADC measures the Hall Transducer feedback voltage) Power Electronic Control Signals (e.g. Gate Driver PWM signals) Processor-based Simulation For Drives that operate at low switching frequencies Are running on moderate speeds The additional delay of the average model can be neglected (< 25kHz, typical: 16-20kHz) (< 2kHz fund. elec. frequency) FPGA-based Simulation For Drives that operate at higher switching frequencies Are running on high speeds A quasi continuous current simulation is required for the control algorithms of the DUT 17

18 Simulation on Electric Power Level (Emulation) Emulator Demands Handling of full energy flow in & out of the device under test Highest dynamics to assure realistic current shapes Powerful software environment for flexible application DUT Preconditions Electrical interface for DC-Link coupling required Electrical interface for position sensor simulation must be accessible Special Demands Proper cooling of all power components Assuring health and safety requirements Assuring Electro Magnetic Compliance (EMC) Precise virtualization of E-Motor based on FPGA technology 18

19 dspace Approach for Simulation on Power Level Basics Direct DC-link coupling FPGA based real-time simulation Injection of realistic phase currents f SW_ECU << f SW_ELE & L MOTOR >> L ELE Advantages High dynamic current injection Simulation of variable inductances Energy recovering possible Customer Benefit Flexible emulator hardware Reduced operation costs ECU A B C ELE i A i B i C i * A * i B * i C MDL u A u B u C ω T 19

20 Low-Voltage Electronic Load Modules DS5380 Low Power E-Load Linear controlled transistors U DC_MAX = 30V; I MAX = 30A Parallel connection supported DS5381 Mid Power E-Load Switched MOSFET stage U DC_MAX = 60V; I MAX = 50A RMS / 100A PEAK Parallel connection supported Supports power recovery Typical Applications AMT (automated transmission) EKP (fuel pump) SCR (SCR pump) Typical Applications EPS (electric power steering) Starter and Generator Systems Mild HEV (48V) 20

21 High-Voltage Electronic Load Module New Key Features Modular hardware with parallel multilevel inverter topology Low THD due to patented switching technology Observer based Model Predictive current Controller (MPC) Liquid cooled hardware with integrated protection U DC_MAX = 700V; I MAX = 75A RMS / 100A PEAK Designed for parallel operation Supports power recovery Typical Applications Automotive motor controllers Industrial servo controllers DC/DC, AC/AC and AC/DC converters 21

22 High-Voltage Electronic Load Module New Emulation Capabilities High dynamic motor emulation with DC-Link voltages up to 700V AC grid emulation (e.g. 400V/3~/50Hz, aerospace 115V/1~/400Hz) DC sink/source emulation (e.g. battery, photovoltaic panel) Enhanced Control Characteristic Slew rates up to 5A/µs & 10V/µs* Set-value to output latency (settling time) < 5 µs Load disturbance reaction time < 5 µs Precise emulation of fundamental frequencies up to several khz (@2kHz: THD<1%) Supports higher order harmonic current emulation of nonlinear motor characteristics Emulation of real current slew-rates and ripples with the DUT switching frequency (typ. 20kHz) *depending on DUT input capacitance 22

23 High-Voltage Electronic Load Module Performance New Example 1: Changing Motor Inductance DUT Control U DC f PWM f FUNDAMENTAL = 400V = 10kHz = 1kHz Emulator Output Plant: Linear PMSM model R WINDING = 1Ω L WINDING #1 = 0.75mH L WINDING #2 = 3mH 23

24 High-Voltage Electronic Load Module Performance New Example 2: Current Amplitude Step DUT Control U DC f PWM f FUNDAMENTAL = 600V = 10kHz = 1kHz Emulator Output Plant: Linear PMSM model cos φ = 1 Amplitude step from 10 to 100A 24

25 Summary Cutting-edge simulation platforms (FPGA and Processor) Solutions for the complete electric vehicle domain Ready to use open models (can be modified or partly replaced by users) Required signal conditioning Preprogrammed off-the-shelf solutions Convenient user programming of the FPGA dspace is your one-stop supplier for all electric motor and power electronic simulation needs 25

26 Thank you for listening! 26

27 Important Information 2016, dspace GmbH All rights reserved. Written permission is required for reproduction of all or parts of this publication. The source must be stated in any such reproduction. This publication and the contents hereof are subject to change without notice. Benchmark results are based on a specific application. Results are generally not transferable to other applications. Brand names or product names are trademarks or registered trademarks of their respective companies or organizations. 27

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