PROJECT PERIODIC REPORT

Transcription

1 PROJECT PERIODIC REPORT Grant agreement no.: Project acronym: ID4EV Project title: Intelligent Dynamics for fully electric vehicles Funding Scheme: Collaborative Project (CP) - Large-scale integrating project (IP) Latest version of Annex I against which the assessment will be made: Version 1.6 Periodic report: 2 nd Periodic Report Period covered: from M10 to M18 (01. March November 2011) Project co-ordinator name: Dr. Patrick Spall Project co-ordinator organization: Continental Engineering Services GmbH Phone: Fax: patrick.spall@conti-engineering.com Project website address: Date of preparation: 31. January 2012 Version: Jan-31 Page 1 of 83

2 Declaration by the scientific representative of the project coordinator I, as scientific representative of the coordinator of this project and in line with the obligations as stated in Article II.2.3 of the Grant Agreement declare that: The attached periodic report represents an accurate description of the work carried out in this project for this reporting period The project (tick as appropriate) 1 : has fully achieved its objectives and technical goals for the period o o has achieved most of its objectives and technical goals for the period with relatively minor deviations has failed to achieve critical objectives and/or is not at all on schedule. The public Website, if applicable: o is up to date is not up to date To my best knowledge, the financial statements which are being submitted as part of this report are in line with the actual work carried out and are consistent with the report on the resources used for the project (section 3.6) and if applicable with the certificate on financial statement. All beneficiaries, in particular non-profit public bodies, secondary and higher education establishments, research organisations and SMEs, have declared to have verified their legal status. Any changes have been reported under section 5 (Project Management) in accordance with Article II.3.f of the Grant Agreement. Name of scientific representative of the Coordinator:...Patrick Spall... Date: /...January.../ Signature of scientific representative of the Coordinator:... 1 either of these boxes is ticked, the report should reflect these and any remedial actions taken Jan-31 Page 2 of 83

3 Table of Contents list of chapters 1. Publishable Summary Project Objectives for the Period Work Progress and Achievements during the Period Overview of the progress of the work Description of Work Progress for each work package Project Management List of Beneficiaries Consortium management tasks and achievements Project planning and status Deliverables and Milestones Tables Overview of Adherence to Plan of Deliverables Overview of Adherence to Plan of Work documents Overview of Adherence to Plan of Milestones Internal and external project Co-operation Internal Meetings Conference Calls Workshop Explanation of the Use of the Resources Overview of actual allocated Resources versus estimates Overview of actual allocated Costs versus estimates Certificates...83 Table of Contents list of tables Table 1 - Work progress description of Workpackage WP Table 2 - Work progress description of Workpackage WP Table 3 - Work progress description of Workpackage WP Table 4 - Work progress description of Workpackage WP Table 5 - Work progress description of Workpackage WP Table 6 - List of Beneficiaries Jan-31 Page 3 of 83

4 Table 7 - Work progress description of Workpackage WP Table 8 - Work progress description of Workpackage WP Table 9 - Project planning and status (Gantt chart)...50 Table 10 - Deliverables Table...54 Table 11 - Work documents...55 Table 12 - Milestones...56 Table 13 - Internal Meetings...59 Table 14 - User...62 Table 15 - User...63 Table 16 - Actual and estimated Efforts per Activity Type per Beneficiary for the full project period (in person-month)...65 Table 17 - Actual and estimated Efforts per Activity Type per Beneficiary for the full project period (in person-month)...67 Table 18 - Actual and estimated Efforts per Activity Type per Beneficiary for the Period (in person-month)...69 Table 19 - Actual and estimated Efforts per Activity Type per Beneficiary for the Period (in person-month)...71 Table 20 - Actual and estimated Costs per Activity Type per Beneficiary for the full project duration (in EURO)...72 Table 21 - Actual and estimated Costs per Activity Type per Beneficiary for the full project duration (in EURO)...72 Table 22 - Actual and estimated Costs per Activity Type per Beneficiary for the full project duration (in EURO)...73 Table 23 - Actual and estimated Costs per Activity Type per Beneficiary for the Period (in EURO)...73 Table 24 - Actual and estimated Costs per Activity Type per Beneficiary for the Period (in EURO)...74 Table 25 - Actual and estimated Costs per Activity Type per Beneficiary for the Period (in EURO)...75 Table 26 - Personnel, Subcontracting and other major cost items for fka for the Period...77 Table 27 - Personnel, Subcontracting and other major cost items for RENAULT for the Period...77 Table 28 - Personnel, Subcontracting and other major cost items for ZF for the Period...78 Table 29 - Personnel, Subcontracting and other major cost items for IDIADA for the Period 79 Table 30 - Personnel, Subcontracting and other major cost items for CTHA for the Period..79 Table 31 - Personnel, Subcontracting and other major cost items for NOVTNO-T for the Period...79 Table 32 - Personnel, Subcontracting and other major cost items for ICOOR for the Period 80 Table 33 - Personnel, Subcontracting and other major cost items for Conti Auto for the Period...80 Table 34 - Personnel, Subcontracting and other major cost items for Conti Temi for the Period...82 Table 35 - Personnel, Subcontracting and other major cost items for UNIMORE for the Period Jan-31 Page 4 of 83

5 1. Publishable Summary The objective of the Intelligent Dynamics for fully Electric Vehicles (ID4EV) project is to develop brake and chassis systems for the needs of sole electric driven vehicles. Development and optimization on vehicle level is done with a new approach of a network system also including adapted HMI concepts. Current development projects and efforts for electrified vehicles primarily focus on cost and weight reduction of electric drive train components and energy storage systems as well as on extending operating range. The development of energy efficient and lightweight electrified auxiliaries also has to be taken into account for a successful introduction of full electric vehicles (FEV). Besides energy consumption and recuperation, the safety aspect is absolutely relevant for the redesigned systems. Active safety, robustness and comfort of FEVs have to be on the same high level as with conventional combustion engine vehicles. Electric systems and the E/E-architecture have to be designed fail safe to ensure safe and predictable driving. Re-engineering of existing driver assistance systems has to be done to fit control strategies, sensors and actuators to the individual design of full electric vehicles. The objective of the ID4EV project is to develop energy efficient and safe brake plus chassis systems for full electric vehicles. The goal is to adapt and improve active safety and comfort systems to FEVs. Beside the development and optimization of FEV drive train relevant systems with regard to active safety & comfort and the brake & chassis systems, optimization on vehicle level is done using a new approach of a network system as well as new HMI concepts for FEVs. Electrified auxiliaries like the brake systems and the chassis lead to new possibilities for vehicle control and a better cooperative interaction between these distributed systems. For a fast introduction of full electric vehicles these systems have to be robust and must have a defined fail safe concept. The aim is to provide thoroughly designed and tested electrified brake and chassis systems that lead to a high user/ customer acceptance. To reach this safety approach the target is to adapt existing systems to the requirements of full electric vehicles. The project focuses on the topics of energy efficiency, safety and the interaction between the vehicle, the optimized systems and the driver. Thus the ID4EV project is split into three main areas of research and development. The first one deals with the development of adapted braking systems for electric driven vehicles (IB4EV Intelligent Brakes for fully Electric Vehicles), the second research area covers all aspects concerning chassis components for non-combustion engine powered vehicles (IC4EV Intelligent Chassis for fully Electric Vehicles) and the third field of interest functional integration and the human machine interaction are treated (IF4EV Intelligent Functionality for fully Electric Vehicles). IB4EV goes beyond the state of the art by applying electro-mechanical brakes to the front axle of a front wheel driven FEV, thus enabling a clear management and force distribution between friction and electrical recuperative braking without implications to the driver pedal feel. The recuperation potential depending on the kind of driving cycle is calculated to be an improvement of 12 to maximal 20% in reference to today s technology. With IC4EV new cost efficient technological approaches are done especially with respect to safety architecture, harness, and in-wheel motor design. Therefore unused synergies of the braking system, the electric drive and the vehicle suspension are exploited by making a top-down system design optimizing the overall unsprung mass and system performance Jan-31 Page 5 of 83

6 Within IF4EV the major issue is to integrate all major vehicle component/ system controls into one operating interface. The driver shall have the choice between different vehicle system behaviors to enjoy certain comfort-, functionality- and performance levels depending on the route, the trip reason or the personal situation for example. Balancing these conflicting requirements can never be optimal so optimization has to be achieved through on the spot configuration of relevant vehicle components in form of an intelligent function management. To reach a significant breakthrough of full electric vehicles the adapted systems are tested on test benches and under real world conditions in demonstrator vehicles to ensure the functionality and to prove the safety requirements. The project s goal is to develop innovative FEV power train concepts according to the increasing necessity of safety and environmental sustainability. It does not disregard road safety issues and customer s acceptance in order to facilitate the penetration of the emerging market for electric vehicles. Thus ID4EV is addressing the following issues. Increased overall power and energy efficiency of FEVs through information and communication technology (ICT) solutions for optimized architecture, integration, controls, systems and components, given current and anticipated constraints in terms of energy storage systems. Strengthened global competitiveness of the European automobile sector, including the components and systems suppliers and contribution to the creation of knowledge-based jobs in a sector of strong economic impact for Europe. European leadership in the move towards the electrification of mobility and transport of goods and passengers. The project Intelligent Dynamics for fully Electric Vehicles is a platform to bundle well-known, powerful European partners of different sectors coping with present and future automotive technology. The team ID4EV consists of eight partners from five European member states. Vehicle manufacturer (Renault) Automotive suppliers (Continental, ZF) Engineering partner (IDIADA) Research communities (fka, Chalmers University, TNO, ICOOR) 2012-Jan-31 Page 6 of 83

7 2. Project Objectives for the Period A growing number of fully electric vehicles will be introduced into the European and global market in the coming years offering a high potential for long-term reduction of CO2-emissions and the greening of road transport. Current development efforts are mainly focused on cost and weight reduction of electric drive trains and energy storage systems as well as on extending the operating range of full electric vehicles. Apart from addressing these economic and technical roadblocks, customer acceptance has to be taken into account. Full electric passenger cars will only be accepted by the consumers if the (active) safety- and the comfort level of the new vehicle concepts are equal or better in comparison to what is offered in today s conventional vehicles. At the same time energy efficiency and best possible recuperation is demanded from potential users. Full electric vehicles have a big potential for even increasing the active safety and comfort as well as driving pleasure. Electric motors can be faster controlled than modern combustion engines by vehicle dynamic controllers and driver assistance systems. Figure 1 - ID4EV and its goals in the context of distinguishable automotive megatrends The aim of the project is to adapt all relevant systems for the active safety and comfort to the new challenges of full electric vehicles. Therefore research and development (R&D) on the braking system, the suspension system and the operation control system including the Human-Machine-Interface (HMI) is done. Project objective of this second third of the project duration strongly focuses on implementation of the work package results in IB4EV, IC4EV and IF4EV gained at the first nine months. Mainly this has been a state of the art analysis of existing electrically driven vehicles and related technologies, e.g. drive train components, control methods and driver assistant systems. In addition end user needs and legal aspects have been identified as the basis for technical requirements for by wire brake systems, chassis systems and network communications for electrically propelled passenger cars. In Intelligent Brakes for fully Electric Vehicles (IB4EV) a front-wheel driven demonstrator vehicle on 2012-Jan-31 Page 7 of 83

8 the basis of the Renault Fluence Z.E. with a central electric engine is modified. For this project period the goal of having the components and subsystems designed, tested and partially integrated has been fully ID4EV achieved. Major mechanical systems are the electro-mechanic brake at the front axle and the redesigned drum brakes at the rear axle. Development Process Specification, Design, Implementation Integration, Test, Application Vehicle Level D 3.1 D 3.4 D 3.5 System Test System Level System Integration Test D 3.2 D 3.3 Subsystem / Component Subsystem Test Figure 2 - IB4EV system development process Chassis & Safety Systems & Technology In short, the design of the mechanical parts is to be finalized and prototypes have to be fabricated. Braking software for vehicle dynamics and recuperation needs to be modified to the drive train configuration and to multiple vehicle parameters. Additional effort has to be spent on the brake pedal feeling for the driver because of the changeover at brake blending. In Intelligent Chassis for fully Electric Vehicles (IC4EV) three fields of investigation are being pushed. First, this is driving comfort for electric vehicles with higher unsprung masses. Therefore a half-vehicle test bench is outlined and a second demonstrator vehicle is equipped with adaptive damping technology. A safety concept for E/E chassis components is processed including an error handler within the drive control unit. The third field of investigation then is on durability of E/E chassis components regarding misuse mechanical, electrical and mechatronical situations. In Intelligent functionality for fully Electric Vehicles (IF4EV) implementation of software, hardware and mechanical vehicle cockpit components to one interacting unit using an intuitively human machine interface (HMI) is on the agenda. Important content of the HMI is a profile manager to individualize vehicle behavior and the navigational control Jan-31 Page 8 of 83

9 3. Work Progress and Achievements during the Period 3.1. Overview of the progress of the work For full electric vehicles (FEV) the development of efficient brake and chassis systems is of big importance to gain the customer s acceptance. FEV s with an intelligent control network, which is adapted to the user needs, will further increase customer acceptance as these systems do contribute to an improvement of active safety and comfort. Given these advantages a faster introduction of FEV's into the market is possible. Therefore the objective of ID4EV is to develop chassis and brake systems as well as integrated network solutions for electro-mobility use cases, which match with the current state of the art systems and even outperform them. To reach the project goals within 27 months time duration and at high quality at reasonable investment the ID4EV project work is set up modular. ID4EV is structured into 7 work packages: WP01: covering the project administration and coordination WP02: defines the requirements and specifies the functions and system behavior WP03 (IB4EV): dedicated to the development of electro-mechanical brake systems WP04 (IC4EV): dealing with the development of advanced suspension systems WP05 (IF4EV): defines the intelligent network control and the user friendly interface (HMI) WP06: contains the verification and validation actions WP07: comprises all the dissemination activities in the project including planning of the final event Major Achievements In accordance with the aforementioned overall project objectives the second periodic annual report summarizes the major activities from project month nine to project month 18 inclusively in a bullet point style, whereas detailed work explanation plus results are given in the description of the work packages. WP1: Project Management (Conti) Task 1.1: Financial project reporting showed to be more complex and time consuming than estimated. Project management and controlling are assisting the partner s in the project internal reporting activities. Task 1.2: Continental Engineering Services is in charge to organize and/ or to assist in the organization of internal meetings, to coordinate official appointments and to review official documents internally. Task 1.3: The project management has to monitor progress of the internal tasks and time lines. The work package leaders are involved in evaluating technical content to ensure correctness of the working documents and deliverables that are made public. Task 1.4: No activities started yet on the final report. WP2: Requirements and Specifications (fka) Task 2.1: Studies regarding the expected capabilities of future fully electric vehicles, customer user needs and legislative requirements have been carried out. Task 2.2: A benchmark of existing fully electric and hybrid electric vehicles has been finished. Task 2.3: The requirement document including use cases on brake-by-wire-systems was completed and made available to the partners. Task 2.4: The component and function tree of a regenerative brake system has been elaborated and 2012-Jan-31 Page 9 of 83

10 conjointly consolidated. Task 2.5: Definition of the individual requirements for chassis systems has been finished. Final documentation has been finished end of project month 12. Task 2.6: End user requirements and future homologation plus legislative requirements have been analyzed. The network architecture has been derived from the defined uses cases and the identified requirements. Task 2.7: Work on the vehicle simulation model and vehicle state estimator for control development is done. A series of studies has been carried out and results have been presented. WP3: Intelligent Brakes for fully Electric Vehicles (Conti) Task 3.1: Benchmarks on two hybrid vehicles (Honda Insight, Toyota Prius) and one fully electric vehicle with conventional brakes (Renault Fluence) have been performed. Task 3.2: System requirements and the E/E-architecture for the electro-mechanical brake system are done. The task is finished successfully. Task 3.3: Development of the brake-by-wire system; Design and production of the brake system is finalized. The task is finished successfully. Task 3.4: The brake system has been mechanically integrated. Control strategies for recuperation and energy management have been implemented. The task is finished successfully. Task 3.5: Clinic studies have been performed to verify the calculated brake pedal feeling at brake blending. Progress is on time and to the expectations of the researchers. Task 3.6: The concept of the intelligent motion control concept has been refined. The focus was on the so called Cooperative Motion Control between friction brake and electric motor during anti-lock brake system intervention. Very good results have been achieved. A computer simulative benchmark of the controllers is in preparation.. Task 3.7: A detailed functioning and a component tree of the regenerative brake system have been mapped. A hazard analysis in accordance to the ISO is ongoing. Task 3.8: The brake system has been successfully build up and integrated into the target vehicle. First summer and winter road tests have been performed. WP4: Intelligent Chassis for fully Electric Vehicles (ZF) Task 4.1: The state of the art analysis plus documentation has been completed. Task 4.2: The basic design of a half-vehicle test bench has been finalized. A demonstrator vehicle has been fitted with adaptive dampers, sensors and the necessary controllers.. Task 4.3: Durability test of E/E chassis components also including cables and plugs started. The engine and the engine housing design have been finished. Task 4.4: A hazard analysis on vehicle dynamics has been performed and a FMEA is being started. The electric control unit for the electric motor will be extended by an error handler. WP5: Intelligent Functionality by cooperative interaction for fully Electric Vehicles (IF4EV) (Conti) Task 5.1: The requirements for the system components are defined and released. Task 5.2: The final versions of the HMI interaction concept and of the profile specifications are released. Task 5.3: For the navigational software and the HMI software a working pre-release is available. A test bench for pre-integration investigations outside the vehicle has been build.. Task 5.4: No activities started yet according to the project schedule. Task 5.5: Software implementation for charging spot updates and range calculation including integration to the navigation functionality is done. Task 5.6: No activities started yet according to the project schedule. WP6: Test and evaluation (Renault) Task 6.1: Using a simulator the acceptance of an individually adjustable recuperation rate by the driver has been investigated and documented. The task has been finished successfully in project 2012-Jan-31 Page 10 of 83

11 month 12. Task 6.2: The target vehicle, a Renault Fluence Z.E., is running with the by wire controlled electro mechanical brakes at the front axle. At test rides the data gained by computer simulation have been validated. The task has been finished by project month 18. Task 6.3: In close cooperation with Renault, Idiada and Continental the new brake system has been investigated and validated in every detail. Every component and sub-system was looked at in regard to braking performance and recuperation. Task 6.4: Using a simulator the (partially) breakdown of E/E components and systems is simulated in a safe and reproducible environment. Task 6.5: Renault and Continental are running two test vehicles. A modified, fuel powered Renault Megane and a Fluence Z.E.. The gained test data indicate good progress of the implementation and adjustment activities for the electric vehicle drive train and the controllers. Task 6.6: No activities started yet according to the project schedule. WP7: Dissemination (fka) Task 7.1: An exploitation plan for the ID4EV project partners and the project results has been initiated. Task 7.2: The ID4EV internet presence is constantly being updated and maintenance service is being provided. Visits to the website and its content are regularly analyzed. Task 7.3: Outcome of the ID4EV project has been presented to expert audience e.g. at the Aachen Colloquium and the SIA conference in Mulhouse and at European symposia at Brussels and Berlin. Task 7.4: Dissemination planning of several project documents is supported. Organization for the final review and the final event started with beginning of the last third of the project phase Jan-31 Page 11 of 83

12 3.2. Description of Work Progress for each work package Work package no. WP 2 Plan-Start: M01 Plan-End: M17 Lead Participant fka Actual-Start: M01 Actual-End: M17 Work package title Activity Type Participant involved Requirements and Specifications Research activities IDIADA, ZF, fka, Conti Auto, UNIMORE, RENAULT, Conti Teve, NOVTNO-T, CTHA Work package summary of progress towards objectives Work on WP2 has been finalized during the second PAR period. Tasks 2.1 to 2.6 have been completed in M12. The results have been documented in deliverable D02.1 which has been presented to the European Commission and the reviewers during the first review meeting in May Work on task 2.7 has been finished in M17 and results have been documented in a paper which has been presented to an international professional audience at the 20th Aachen Colloquium in October Resources allocated / Plan vs. Actual Plan (period) Actual (period) Plan (total) Actual (total) Please refer for resource details to task reports Task no. Task 2.1 Activity: Research Plan-Start: M01 Plan-End: M12 Lead Participant fka Actual-Start: M01 Actual-End: M12 Task title Participant involved Progress of work Analysis of user needs IDIADA, ZF, fka, Conti Auto, UNIMORE The work on task 2.1 has been finished during this reporting period. The work results have been documented in Deliverable 2.1 which has been submitted to the European Commission. Work on task 2.1 focused on the analysis of user needs. Therefore potential customer groups for fully electric vehicles have been identified and there specific requirements on suchlike vehicles have been analyzed. This did not only include propulsion and range requirements but included the requirements on HMI and driver assist systems. This work has been completed by analysis current and future legislative requirements on fully electric vehicles. Justification of Resources allocated / Plan vs. Actual Plan (period) Actual (period) Plan (total) Actual (total) fka (M10-M12): work on task finalized, results documented in D2.1 (0.1PM) ZF (M10-M12): Collection of user needs (driving scenarios) (1PM) Conti Auto (M10-M12): Review of deliverable D02.1 done (0.25PM) 2012-Jan-31 Page 12 of 83

13 Task no. Task 2.2 Activity: Research Plan-Start: M02 Plan-End: M12 Lead Participant fka Actual-Start: M02 Actual-End: M12 Task title Participant involved Progress of work State of the art analysis IDIADA, ZF, fka The work on task 2.2 has been finished during this reporting period. The work results have been documented in Deliverable 2.1 which has been submitted to the European Commission. Work on task 2.2 included a benchmark of existing electric vehicles and studies on consumption and autonomy of battery electric vehicles. Additionally the effect of new propulsion systems on advanced driver assist systems, controller strategies and HMI systems have been analyzed. Justification of Resources allocated / Plan vs. Actual Plan (period) Actual (period) Plan (total) Actual (total) fka (M10-M12): work on task finalized, results documented in D2.1 (0.25PM) ZF (M10-M12): Research of state of the art of electric vehicles (1PM) Task no. Task 2.3 Activity: Research Plan-Start: M02 Plan-End: M12 Lead Participant RENAULT Actual-Start: M02 Actual-End: M12 Task title Participant involved Progress of work Definition of requirements and specifications for brake-by-wire systems IDIADA, RENAULT, fka, Conti Teve, UNIMORE Task 2.3 Definition of requirements and specifications for brake-by-wire systems has been finished successfully. User needs and preferences are collected and analyzed. The braking system, which is needed to fulfill the selected use cases, has been defined. The results have been used for Deliverable 3.1. Justification of Resources allocated / Plan vs. Actual Plan (period) Actual (period) Plan (total) Actual (total) fka (M10-M12): work on task finalized, results documented in D2.1 (0.75PM) Conti Teve (M10-M12): Definition of generic brake-by-wire brake system (0.24PM) Task no. Task 2.4 Activity: Research Plan-Start: M02 Plan-End: M12 Lead Participant Conti Teve Actual-Start: M02 Actual-End: M12 Task title Participant involved Progress of work Definition of requirements and specifications for brake system including recuperation (system level) IDIADA, fka, Conti Teve Task 2.4 Definition of requirements and specifications for brake system including recuperation has been finished successfully. The braking system, the components and the test cases have been defined. The results have been used for Deliverable 3.2. Justification of Resources allocated / Plan (period) Actual (period) Plan (total) Actual (total) 2012-Jan-31 Page 13 of 83

14 Plan vs. Actual fka (M10-M12): work on task finalized, results documented in D2.1 (0.1PM) Conti Teve (M10-M12): Definition of new brake system (0.24PM) Task no. Task 2.5 Activity: Research Plan-Start: M02 Plan-End: M12 Lead Participant ZF Actual-Start: M02 Actual-End: M12 Task title Participant involved Progress of work Definition of requirements and specifications for chassis systems IDIADA, ZF, fka The work on this task has been finished during this reporting period. The main work was the creation of the chassis chapter of the requirements document. Part of the creation of the chassis chapter was: Collection of user needs (driving scenarios) for the chassis chapter. (T2.1) Research of state of the art of electric vehicles for chassis chapter. (T2.2) The results have been documented the chassis chapter in the requirements document "Deliverable 2.1" which has been submitted to the European Commission. Justification of Resources allocated / Plan vs. Actual Plan (period) Actual (period) Plan (total) Actual (total) fka (M10-M12): work on task finalized, results documented in D2.1 (0.6PM) ZF (M10-M12): Collection and definition of the chassis requirements and creation of chassis chapter of the Requirements Document (3.73PM) Task no. Task 2.6 Activity: Research Plan-Start: M03 Plan-End: M12 Lead Participant Conti Auto Actual-Start: M04 Actual-End: M12 Task title Participant involved Progress of work Definition of requirements and specifications for network communication fka, Conti Auto, Conti Teve Task 2.6 Definition of requirements and specifications for network communication has been finished successfully. A cooperative driver interface has been defined. Content for D02.1 was provided in time. Justification of Resources allocated / Plan vs. Actual Plan (period) Actual (period) Plan (total) Actual (total) fka (M10-M12): work on task finalized, results documented in D2.1 (0.45PM) Conti Teve (M10-M12): Definition of cooperative driver interface (0.31PM) Task no. Task 2.7 Activity: Research Plan-Start: M02 Plan-End: M17 Lead Participant NOVTNO-T Actual-Start: M02 Actual-End: M17 Task title Participant involved Progress of work Integrated functionality for vehicle dynamics performance and safety NOVTNO-T, CTHA, fka 2012-Jan-31 Page 14 of 83

15 In this final period the vehicle simulation model of Chalmers is completed with electrified components from TNO and brake actuator system from Continental. Chalmers' MPC controller is applied for various configurations of front and rear regenerative braking and wheel load distribution. TNO's Vehicle State Estimator (VSE) has been integrated in the simulation model, and is validated for several driving maneuvers including mu-split. Various result of MPC controller and VSE have been presented at the Aachener Colloqium in October 2011, and a report for project internal use is written, which includes the validation of the simulation model with data from the Fluence and results of control application, extended with respect to the presentation at the Aachener Colloqium. The task has been completed. Justification of Resources allocated / Plan vs. Actual Plan (period) Actual (period) Plan (total) Actual (total) fka (M10-M12): Supporting project partners in their efforts to identify vehicle behavior using simulations (0.05PM) fka (M13-M15): Supporting project partners in their efforts to identify vehicle behavior using simulations; Review of preliminary results during several conference calls. (0.15PM) fka (M16-M18): Supporting project partners in their efforts to identify vehicle behavior using simulations; Review of results during a meeting in Aachen. (0.25PM) NOVTNO-T (M10-M12): VSE adaptation to the simulation model of Chalmers and integration of the VSE software in the model library (0.56PM) NOVTNO-T (M13-M15): Teleconference, VSE update to latest Chalmers simulation model (0.31PM) NOVTNO-T (M16-M18): Finalizing the report on Task 2.7 (0.33PM) Table 1 - Work progress description of Workpackage WP Jan-31 Page 15 of 83

16 Work package no. WP 3 Plan-Start: M01 Plan-End: M27 Lead Participant Conti Teve Actual-Start: M01 Actual-End: M27 Work package title Activity Type Participant involved Intelligent Brakes for fully Electric Vehicles Research activities IDIADA, Conti Teve, ZF, NOVTNO-T, CTHA, RENAULT, UNIMORE Work package summary of progress towards objectives The overall progress of the Work Package WP3, IB4EV, is on time and budget. Milestone M2 "End of system integration phase IB4EV - Demonstrator vehicle built" (M16) has been reached. The brake system with two floating-caliper by-wire electro-mechanical brakes on the front axle and hydraulic drum brakes on the rear axle have been integrated successfully into the demonstrator vehicle with central electric motor. Additionally a first version of the Vehicle State Estimator software has been implemented and integrated into the demonstrator vehicle. The integration and testing activities were supported by partners Renault and TNO and have been documented in the deliverable D3.3. The status of the tasks in the period M10-M18 is described in the following: Task 3.2: System- and E/E-Architecture for Brake System (M04-M12) - The task has been finished. Task 3.3: Design and Production of Brake System (M01-M15) - The task has been finished. Task 3.4: Recuperation and Energy Management with Brake System and Central Electric Motor (M06-M17) - The task has been finished. Task 3.5: HMI-Topics of Brake Systems (M06-M21) - The task is ongoing. Task 3.6: Intelligent Motion Control (M06-M24) - The task is ongoing and needs to be extended from M24 to M27 due to benchmarking of controllers in simulation (TNO, Chalmers, Conti). Task 3.7: Safety Concept for Brake Systems (M07-M24) - The task is ongoing and needs to be extended from M24 to M27 due to WP4 subtask shift from Task 3.2 to Task 3.7. Task 3.8: Integration, Testing and Release of Brake System (M07-M27) - The task is ongoing. Resources allocated / Plan vs. Actual Plan (period) Actual (period) Plan (total) Actual (total) Please refer for resource details to task reports Jan-31 Page 16 of 83

17 Task no. Task 3.1 Activity: Research Plan-Start: M01 Plan-End: M07 Lead Participant IDIADA Actual-Start: M01 Actual-End: M07 Task title Participant involved Progress of work State of the Art Analysis of Brake Systems IDIADA, Conti Teve completed Justification of Resources allocated / Plan vs. Actual Plan (period) Actual (period) Plan (total) Actual (total) Task no. Task 3.2 Activity: Research Plan-Start: M04 Plan-End: M12 Lead Participant Conti Teve Actual-Start: M04 Actual-End: M12 Task title Participant involved Progress of work System- and E/E-Architecture for Brake System ZF, Conti Teve In this task the system requirements of the brake system with zero-drag and regenerative braking torque blending capability, its architecture, boundary conditions and features for the ID4EV project has been described. The results of the task are reported in the deliverables D3.1, D3.2 and the working document WD3.1. Justification of Resources allocated / Plan vs. Actual Plan (period) Actual (period) Plan (total) Actual (total) ZF (M10-M12): Nothing to do in this period. (0PM) Conti Teve (M10-M12): New brake system specified (0.75PM) For the whole task less effort was spent than planned. The task is successfully completed. Task no. Task 3.3 Activity: Research Plan-Start: M01 Plan-End: M15 Lead Participant Conti Teve Actual-Start: M01 Actual-End: M15 Task title Participant involved Progress of work Design and Production of Brake System IDIADA, Conti Teve In this task a brake-by-wire system has been developed which is capable to support regenerative braking of a fully electric vehicle. In normal operation the vehicle's motor can recover nearly all deceleration energy, but the friction brake comes into play only if greater deceleration is required. The brake system consists of two electro-mechanical floating-calipers with parking brake capability at the front axle and a hydraulic circuit with master cylinder, ESC (Electronic Stability Control) modulation unit and drum brakes at the rear axle. The brake system is cost effective, because a vacuum booster and an electric vacuum pump is not required Jan-31 Page 17 of 83

18 A great challenge was to provide a pedal feel characteristic which is as close to the standard booster-assisted pedal feeling as possible. The pedal feel could be managed by attaching a volume consuming element in the hydraulic circuit with a purpose-built elastomer material. Another challenge was to keep the maximum pedal force for full braking on a low level. To meet this challenge a drum brake lining material with increased C* value has been used. The application specific software for normal brake, parking brake and stability functions has been designed and implemented. The software is embedded in the ESC hardware unit and the two WCU (Wheel Control Unit) hardware of the electro-mechanical brake at each front wheel. The results of the task are reported in the deliverable D3.3 and in a conference paper worked out by the partners Renault and Continental. Figure 3 - WP3 Brake System Components Justification of Resources allocated / Plan vs. Actual Plan (period) Actual (period) Plan (total) Actual (total) IDIADA (M10-M12): Continued development of simulation tool to compare different regeneration concepts (0.5PM) IDIADA (M13-M15): Working on the simulation development tool. Integration of different driving cycles which allows to evaluate the potential regenerative energy. (2PM) Conti Teve (M10-M12): New brake system developed (2.37PM) Conti Teve (M13-M15): Development of a brake-by-wire system (2.62PM) Task is successfully completed Jan-31 Page 18 of 83

19 Task no. Task 3.4 Activity: Research Plan-Start: M06 Plan-End: M17 Lead Participant Conti Teve Actual-Start: M06 Actual-End: M17 Task title Participant involved Progress of work Recuperation and Energy Management with Brake System and Central Electric Motor NOVTNO-T, CTHA, IDIADA, RENAULT, Conti Teve Energy recuperation in fully electric vehicles is mainly limited by the requirement to preserve vehicle stability but it is also dependent on the brake system design and the ability of the control system. The boundaries of vehicle stability are difficult to assess, and must be approached with care, e.g. when maximizing the regenerative braking during cornering on slippery surfaces. For development of a torque blending strategy state-of-the-art control approaches and numerical simulation work have been used to investigate combined maximization of energy recuperation and vehicle yaw stabilization. An MPC (Model Predictive Control) algorithm provided by estimated signals calculated from a VSE (Vehicle State Estimator) has been used. The promising results are documented in a conference paper worked out by the partners TNO and Chalmers. Particular attention is paid to the ESC system. If there is a tendency for the vehicle to become unstable, the amount of regenerative braking is reduced. All the time, the blending of braking torques has to be without any uncomfortable feeling to the driver, i.e. almost unnoticed. The RBF (Regenerative Brake Function) realizing the torque blending could be tested successfully in a technology mule car and will be put into service in the fully electric demonstrator vehicle during winter 2011/2012. Figure 4 - WP3 Regenerative Brake Function Justification of Resources allocated / Plan vs. Actual Plan (period) Actual (period) Plan (total) Actual (total) Jan-31 Page 19 of 83

20 RENAULT (M13-M15): Renault worked with partners for the energy management strategy. (0.5PM) IDIADA (M13-M15): Simulation of different driving cycles and analyzing the recuperation rate for each cycle. (0.3PM) NOVTNO-T (M10-M12): Some minor adjustment of the VSE, activities on recuperation postponed Aachen paper is completed (0.04PM) NOVTNO-T (M13-M15): Meeting at Conti, preparations for Brake Blending strategy simulation (0.8PM) NOVTNO-T (M16-M18): Strategies developed on a simulation level, actual system properties will be taken into account in T3.6 intelligent motion control (considers recuperation strategy) (2.67PM) Conti Teve (M10-M12): Brake system software configured (0.6PM) Conti Teve (M13-M15): First application of brake system software (0.87PM) Conti Teve (M16-M18): Brake system software integrated and tested (0.95PM) Task no. Task 3.5 Activity: Research Plan-Start: M06 Plan-End: M21 Lead Participant ICOOR Actual-Start: M06 Actual-End: M21 Task title Participant involved Progress of work HMI-Topics of Brake Systems IDIADA, Conti Teve, UNIMORE In this period the activities of this task has been carried out by our third party UNIMORE. In particular the following activity has been accomplished: - Data for pedal characteristics verification have been collected in Renault Fluence fully electric demonstrator vehicle. - a State Of the Art investigation regarding regenerative braking feeling and comfort has been done. Justification of Resources allocated / Plan vs. Actual Plan (period) Actual (period) Plan (total) Actual (total) IDIADA (M13-M15): Comparing pedal feel results of different vehicles and preparing data for the comparison with the simulation. (0.2PM) IDIADA (M16-M18): Deliver pedal feel data from the Benchmark performed in T3.1 for comparison with the simulator (0.2PM) Conti Teve (M10-M12): Pedal characteristics verification (0.09PM) Conti Teve (M13-M15): Pedal characteristic (0.03PM) Conti Teve (M16-M18): Nothing to do in this period (0PM) UNIMORE (M10-M12): According to the amendment, parte of the activities of the task have been anticipated to the first months of the years. In particular: o Design of the HMI of the regenerative braking system to be installed on the driving simulator; o Webex meeting with WP3 and WP6 partners (in particular, Renault, Continental and Chalmers) and face to face meeting in Paris to define the specification of the brake circuit (1PM) UNIMORE (M16-M18): SOA investigation regarding regenerative braking feeling and comfort (1.44PM) 2012-Jan-31 Page 20 of 83

21 Task no. Task 3.6 Activity: Research Plan-Start: M06 Plan-End: M24 Lead Participant Conti Teve Actual-Start: M06 Actual-End: M27 Task title Participant involved Progress of work Intelligent Motion Control RENAULT, IDIADA, CTHA, NOVTNO-T, Conti Teve In this period the concept of Intelligent Motion Control has been refined. The focus of this work is on the so called Cooperative Motion Control between friction brake and electric motor during ABS (Antilock Brake System) intervention. The design and implementation of this algorithm is ongoing. The VSE could be successfully integrated into the fully electric demonstrator vehicle. Figure 5 - WP3 Vehicle State Estimator Justification of Resources allocated / Plan vs. Actual Plan (period) Actual (period) Plan (total) Actual (total) RENAULT (M13-M15): Renault worked with the partners in order to have the standard value of deceleration. The results of the tests in Aubevoye were consistent with the expected assessment. (0.5PM) IDIADA (M10-M12): Testing of Renault Fluence, Analysis and Report generation. Results used to validate vehicle models and friction estimator in WP2.7 (3.5PM) NOVTNO-T (M10-M12): Completion of the VSE concept and study of SDRE controller for various drive train configurations (2.21PM) NOVTNO-T (M13-M15): Experiments with TNO test vehicle for data gathering, VSE concept tuning on test data as preparation for Fluence ZE application (1.7PM) NOVTNO-T (M16-M18): Minor preparation work, focus mainly on Task 3.4 (0.03PM) Conti Teve (M10-M12): Motion Control concepts defined (2.79PM) Conti Teve (M13-M15): First concepts of motion control (2.58PM) Conti Teve (M16-M18): Motion Control software design in progress (2.9PM) 2012-Jan-31 Page 21 of 83

22 Task no. Task 3.7 Activity: Research Plan-Start: M07 Plan-End: M24 Lead Participant Conti Teve Actual-Start: M07 Actual-End: M27 Task title Participant involved Progress of work Safety Concept for Brake Systems RENAULT, Conti Teve A hazard analysis for the Cooperative Motion Control function is in progress. Figure 6 - WP3 Cooperative Motion Control Justification of Resources allocated / Plan vs. Actual Plan (period) Actual (period) Plan (total) Actual (total) RENAULT (M13-M15): Renault was involved in the safety management. (0.5PM) ZF (M16-M18): Preparation and Meeting with Conti for Safety Interface between near wheel electric drive and brake system (0.13PM) Conti Teve (M10-M12): Hazard analysis started (0.66PM) Conti Teve (M13-M15): Function and component tree definition (0.87PM) Conti Teve (M16-M18): Hazard analysis in progress (0.92PM) 2012-Jan-31 Page 22 of 83

23 Task no. Task 3.8 Activity: Research Plan-Start: M07 Plan-End: M27 Lead Participant Conti Teve Actual-Start: M07 Actual-End: M27 Task title Participant involved Progress of work Integration, Testing and Release of Brake System RENAULT, Conti Teve Continental together with partner Renault carried out the integration of the brake system into the fully electric demonstrator vehicle. The integration steps have been accompanied by subsystem and integration tests verifying the correct integration and documenting the performance level of the brake system. Figure 7 - WP3 Brake System Integration Justification of Resources allocated / Plan vs. Actual Plan (period) Actual (period) Plan (total) Actual (total) RENAULT (M13-M15): The supported Continental for the brake system integration in the Fluence EV demo car. (0.5PM) Conti Teve (M10-M12): New brake system integrated (2.33PM) Conti Teve (M13-M15): System integration (1.97PM) Conti Teve (M16-M18): Brake system integration tests finished (1.9PM) Table 2 - Work progress description of Workpackage WP Jan-31 Page 23 of 83

24 Work package no. WP 4 Plan-Start: M01 Plan-End: M27 Lead Participant ZF Actual-Start: M01 Actual-End: M27 Work package title Activity Type Participant involved Intelligent Chassis for fully Electric vehicles Research activities fka, ZF, IDIADA, Conti Teve Work package summary of progress towards objectives - Task 4.2 Driving comfort: - Ongoing Evaluation of available adaptive dampers started. Basic design of half-vehicle test rig has been finalized. Demonstrator vehicle has been fitted with adaptive dampers, sensors and the necessary controllers. The vehicle has been analyzed to improve simulation accuracy. - Task 4.3 Durability of E/E chassis components: - Ongoing Definition of misuse test scenarios for the damper simulation done Simulation of misuse tests with additional unsprung mass ongoing. Design of cable bending test bench, plugs and engine finished. Cable Bending test bench is set up and cables are prepared. Engine and plugs are in production. - Task 4.4 Safety concept for E/E chassis components: - Started Implementation the drive functionality and error handler into the drive control computer is ongoing. First draft of FMEA done. FMEA ongoing. First draft of safety test bench tests done. Inverter and engine in production. Resources allocated / Plan vs. Actual Plan (period) Actual (period) Plan (total) Actual (total) Please refer for resource details to task reports Task no. Task 4.1 Activity: Research Plan-Start: M01 Plan-End: M06 Lead Participant fka Actual-Start: M01 Actual-End: M06 Task title Participant involved Progress of work State of the art analysis fka, ZF completed Justification of Resources allocated / Plan vs. Actual Plan (period) Actual (period) Plan (total) Actual (total) Jan-31 Page 24 of 83

25 Task no. Task 4.2 Activity: Research Plan-Start: M02 Plan-End: M24 Lead Participant fka Actual-Start: M02 Actual-End: M27 Task title Participant involved Progress of work Driving comfort fka, ZF, IDIADA The demonstrator vehicle used to evaluate ride comfort has been fitted with adaptive dampers, sensors and the necessary controllers. The vehicle has been analyzed in detail to improve simulation accuracy and the results have been integrated in the simulation models. A test schedule has been arranged with all involved consortium partners and necessary arrangements and preparations have been made. Justification of Resources allocated / Plan vs. Actual Plan (period) Actual (period) Plan (total) Actual (total) fka (M10-M12): simulation efforts for driving comfort evaluation and test rig design (0.5PM) fka (M13-M15): Limited efforts on driving comfort during this period. Mainly focused on simulations and model building. (0.5PM) fka (M16-M18): taking vehicle measurements, improving simulation models, simulation efforts (2.5PM) ZF (M10-M12): Calculation and analysis of original damper characteristics (2.53PM) ZF (M13-M15): Planning and design of adaptive dampers. (3.07PM) ZF (M16-M18): Preparation of Test Car and Measurement of Original and CDC Dampers. (6.15PM) Task no. Task 4.3 Activity: Research Plan-Start: M04 Plan-End: M27 Lead Participant ZF Actual-Start: M04 Actual-End: M27 Task title Participant involved Progress of work Durability of E/E chassis components fka, ZF, IDIADA Definition of misuse test scenarios for the damper simulation Selection of cables and plugs for the durability tests. Housing and engine design is in progress Assortment of the required tests and in progress. Simulation of misuse tests with additional unsprung mass. Design of cable bending test bench started. Housing and engine design is in progress. Cables for testing have been chosen and ordered. Design of cable bending test bench finished. Design of high voltage plugs also ready. Cable Bending test bench is set up and cables are prepared. Engine housing and engine design is done. The engine is in production. Justification of Resources allocated / Plan vs. Actual Plan (period) Actual (period) Plan (total) Actual (total) fka (M10-M12): planning of durability simulations and durability tests (1PM) fka (M13-M15): Simulations have been done to evaluate misuse load cases. (2.5PM) fka (M16-M18): coordinative efforts and test rig design (0.25PM) ZF (M10-M12): Harness and plug design. Detailed definition of the test scenarios (1.26PM) ZF (M13-M15): Planning and design of cable bending test bench (3PM) 2012-Jan-31 Page 25 of 83

26 ZF (M16-M18): Harness, Plug, Engine and Test Bench design and preparation. (6.27PM) IDIADA (M13-M15): Finalization of environmental test plan for in-wheel electric motor to be conducted at IDIADA in conjunction with ZF and FKA. (0.5PM) Task no. Task 4.4 Activity: Research Plan-Start: M07 Plan-End: M27 Lead Participant ZF Actual-Start: M07 Actual-End: M27 Task title Participant involved Progress of work Safety concept for E/E chassis components fka, ZF, Conti Teve Hazard and risk analysis and item definition. Design of the software architecture of the drive control computer. Analysis of available test benches. Assortment of available inverters. Implementation the drive functionality into the drive control computer. Planning of safety test bench. First draft of DFMEA done. Electric Twist Beam finished and presented. Design of safety test bench started. First draft of safety test bench tests done. Inverter for the Safety Test bench was developed and is in production. Engine housing and engine design is done. The engine is in production. FMEA started. Justification of Resources allocated / Plan vs. Actual Plan (period) Actual (period) Plan (total) Actual (total) fka (M10-M12): minor efforts on safety analysis (0.5PM) fka (M13-M15): FMEA efforts of partners have been supported. (0.5PM) fka (M16-M18): FMEA analysis and supporting project partners (1.5PM) ZF (M10-M12): Hazard and risk analysis and item definition. Design of the software architecture of the drive control computer. Analysis of available test benches. (6.23PM) ZF (M13-M15): A safety concept for E/E chassis components was started. Planning of inverter for the safety test bench. (9.29PM) ZF (M16-M18): Design and Development of inverter for the safety test bench. FMEA preparation (5.53PM) IDIADA (M16-M18): Development of first draft of IDIADA FMEA document for review with ZF (0.75PM) Conti Teve (M10-M12): Task has not been started yet (0PM) Conti Teve (M13-M15): System definition (0.1PM) Conti Teve (M16-M18): Meeting with ZF (0.1PM) Table 3 - Work progress description of Workpackage WP Jan-31 Page 26 of 83

27 Work package no. WP 5 Plan-Start: M01 Plan-End: M27 Lead Participant Conti Auto Actual-Start: M01 Actual-End: M27 Work package title Activity Type Participant involved Intelligent Functionality by Cooperative Interaction for fully Electric Vehicles Research activities fka, NOVTNO-T, Conti Auto, Conti Temi, Conti Teve, UNIMORE, ICOOR Work package summary of progress towards objectives From M9 to M18 the implementation of software, HMI and hardware was done. Several telcos concerning the Profile Manager, Navigation Control and HMI implementation took place. In addition workshops as face to face meeting took place: HMI implementation workshop System integration workshop Test Navigation and Range Calculation System integration workshop Profile Manager and Range Problem Solver System integration workshop Navigation Control System integration workshop Navigation Control System integration workshop HMI The finalization of all SW Modules will take some more time, so that the end of Task 5.3 was postponed to M20. This will have no impact on the planned deliverable and milestone. Resources allocated / Plan vs. Actual Plan (period) Actual (period) Plan (total) Actual (total) Please refer for resource details to task reports Task no. Task 5.1 Activity: Research Plan-Start: M01 Plan-End: M05 Lead Participant Conti Auto Actual-Start: M01 Actual-End: M05 Task title Participant involved Progress of work Requirements engineering for system components fka, NOVTNO-T, Conti Auto, Conti Temi completed Justification of Resources allocated / Plan vs. Actual Plan (period) Actual (period) Plan (total) Actual (total) Task no. Task 5.2 Activity: Research Plan-Start: M05 Plan-End: M08 Lead Participant Conti Auto Actual-Start: M05 Actual-End: M08 Task title Participant involved Progress of work Concept development fka, NOVTNO-T, Conti Auto, Conti Teve, Conti Temi, UNIMORE completed Justification of Resources allocated / Plan vs. Actual Plan (period) Actual (period) Plan (total) Actual (total) Jan-31 Page 27 of 83

28 Task no. Task 5.3 Activity: Research Plan-Start: M09 Plan-End: M18 Lead Participant Conti Auto Actual-Start: M09 Actual-End: M20 Task title Participant involved Progress of work HW, SW, algorithm and HMI implementation fka, ICOOR, Conti Auto, Conti Temi, UNIMORE After 3 month the definition of Navigation Control and Power Tracer were reviewed. A prerelease of the navigation software and the HMI software was available. CarPC, Gateway and Micro-Autobox HW were available for system integration in the test bench. The system test bench for system integration and test outside the vehicle was available after 6 month. Figure 8 - System test bench WP5 First software releases of 1. Navigation Control 2. Range Calculation 3. Profile Manager 4. Power Tracer 5. Range Problem Solver 6. HMI are available and have been tested during the System Integration Workshop in Babenhausen. The results out of this workshop are input for the further implementation in the next months. The HMI Styleguide for all screens and profiles is available: 2012-Jan-31 Page 28 of 83

29 Figure 9 - Travel Main Menu Main menu "Travel" Figure 10 - City Main Menu Main menu "City" 2012-Jan-31 Page 29 of 83

30 Figure 11 - Main Menu Fun Main menu "Fun" In the last 3 month further improvements in all SW modules and HMI implementation were achieved. The status of the different SW modules is: 1. Navigation Control 70% 2. Range Calculation 70% 3. Profile Manager 100% 4. Power Tracer 100% 5. Range Problem Solver 70% 6. HMI 70% Figure 12 Current status system integration in Cockpit with running navigation 2012-Jan-31 Page 30 of 83

31 Figure 13 Menu example: Settings & Information Figure 14 Menu example: Current power consumption Because of the complex communication between all SW modules, technical problems with VAPS XT for the HMI development and interface problems to third party software, the finalization of the SW modules will take some more time. This will have no influence on the planned deliverable and milestone. Justification of Resources allocated / Plan vs. Actual fka (M10-M12): - development Range Calculation algorithm - development Navigation Control algorithm - first hardware implementation and testing of hardware components - documentation (4.2PM) Plan (period) Actual (period) Plan (total) Actual (total) Jan-31 Page 31 of 83