AUTOMOTIVE ELECTRIFICATION

Transcription

1 AUTOMOTIVE ELECTRIFICATION ELECTRIFICATION SOLUTIONS Markus Maier AVL Europe ITS

2 AGENDA 1. Why Why do we look into Electrification 2. What What is an electrified car all about 3. How How do we develop an electrified car a. Components b. Systems 4. Summary Markus Maier IST-N EU Nov

3 WHY ARE WE TALKING ABOUT ELECTRIFICATION TODAY Two major reasons impose the search for alternative ways to propel a vehicle Global Warming Global warming is having a significant impact on earth, nature and mankind and CO2 is said to be the major driver for global warming. Pasterzer Glacier, Großglockner, Austria We are running out of Crude Oil From German Newspaper SZ.de: Biggest new Oil Field since the 1970s found! But: this Oil Field can supply the world for 14 days of Crude Oil given todays consumption Markus Maier IST-N EU Nov

4 GLOBAL REDUCTION VEHICLE CO 2 EMISSIONS Grams CO 2 per kilometer, normalized to NEDC CO 2 Solid dots and lines: historical performance Solid dots and dashed lines: enacted targets Solid dots and dotted lines: proposed targets Hollow dots and dotted lines: unannounced proposal China 2020: 117 Japan 2020: 105 EU 2020: Source: ICCT, August 2011, US and Canada values include passenger and light duty vehicles US-LDV California-LDV Canada-LDV EU Japan China S. Korea Australia US 2025:107 US PC 2025: 91 EU 2025: 70* *Recommendation European Parliament Markus Maier IST-N EU Nov

5 EU TARGETS CO 2 EMISSIONS OF A FLEET 500 CO 2 Limits vs. Vehicle Weight CO2 Ausstoß [g/km] Trendlinie CO 2 Vorgabe Leergewicht [kg/fzg] The heavier the car, the bigger the Gap Solution #1: massive, further improvement of combustion engine (ICE) Solution #2: alternative methods of Vehicle Propulsion with better efficiency à Electrification Markus Maier IST-N EU Nov

6 FLEET TARGET CO 2 EMISSONS CO 2 fleet target 2015 CO 2 fleet target CO 2 Emission [g/km] NISSAN Micra VW Up CNG Honda CR-Z Hybrid 117 Focus 500 Twin Air Econetic I20-98 Polo 1.2 TDI BM Alfa Mito Eco Kia Rio Yaris Hybrid Jetta 1,2TSI Honda Insight Hybrid 101 C220 CDI 125 Saab 9-3 I d Eff. Dyn GOLF 1,6TDI BM 98 PSA 308 e-hdi 89 Prius Hybrid Full Hybrid Passat 1,4TSI Ecofuel (CNG) Diesel PSA 3008 Hy Plug-In Hybrid & REV Prius Hybrid Plug-In Average fleet weight; Vehicle weight [kg] 49 Volvo V60 Plug-in Hybrid 49 Chevrolet VOLT/ OPEL AMPERA 27 Markus Maier IST-N EU Nov

7 ELECTRIFICATION FOR OEMS IS KEY Roland Berger Strategy, Ludwigsburg Forum KfZ Elektronik, 2014 Until 2020, CO 2 emissions need to be reduced by 25% - 30% Low-Hanging fruits (e.g. Stop-Start) already harvested Real-Driving Emission most probably to increase the Gap further The best CO 2 is the one not even generated Engine Off Time is Key (sailing) while maintaining driver comfort Optimization Efficiency of whole vehicle Electrification in the whole Powertrain as part of the solution in parallel to further optimize the combustion engine Markus Maier IST-N EU Nov

8 ELECTRIFICATION OF THE POWERTRAIN Voltage el. Power el. Distance Hybrid Technology Micro Micro / Mild Mild Full / Plug-In BEV / FC 12V 0,5..3 kw 0 km 1 12V / 48V 3..8 kw 0 km 2 48V.. 130V kw ~2 km 130V.. 400V > 20 kw > 20 km V.. 800V > 75 kw > 150 km Higher CO 2 Benefit vs. increasing System-Complexity and System-Cost Stop-Start Systems largely introduced. 48V Based systems promise best ratio between cost, features and safety Plug-In Hybrids very attractive for CO2 Super-Credits Battery Technology is key for pure electric driving (Battery Electric) and market for pure electric vehicles to develop along new mobility concepts Markus Maier IST-N EU Nov

9 AGENDA 1. Why Why do we look into Electrification 2. What What is an electrified car all about 3. How How do we develop an electrified car a. Components b. Systems 4. Summary Markus Maier IST-N EU Nov

10 CONVENTIONAL, HYBRID AND ELECTRIC VEHICLES Conventional Vehicle Full Electric Vehicle 12V Battery ICE Gearbox Generator Hybrid Vehicles combine Combustion Engine and All Electric Propulsion Electric Motor Reduction Gearbox Charging Port Hybrid Vehicles Inverter U V W Starter DC/DC Converter + Charger Rechargeable Battery or Fuel Cell 12V Bordnet Micro-Hybrids use Starter and Battery for Stop-Start Functionality Markus Maier IST-N EU Nov

11 HYBRID POWERTRAIN LAYOUTS Parallel Hybrid Serial Hybrid Powersplit Hybrid Planetary Gearbox U V W U V W 2nd Battery Battery U V W Generator Electric driven rear-axles are also parellel Hybrids and so-called roadcoupled hybrids Benefit Fairly easy to realize Allows full-electric driving Allows electric boosting Benefit ICE is operated in steady state and has hence optimum efficiency Benefit Allows optimum combination of parallel and serial hybrid depending on driving situation Markus Maier IST-N EU Nov

12 AGENDA 1. Why Why do we look into Electrification 2. What What is an electrified car all about 3. How How do we develop an electrified car a. Components b. Systems 4. Summary Markus Maier IST-N EU Nov

13 NEW COMPONENTS IN HYBRIDS AND ALL-ELECTRIC U V W Battery Power Electronics & Inverter Electric Motor / Generator On Board Charger Fast charging unit DC/DC converter Inverter Markus Maier IST-N EU Nov

14 EXAMPLE: NISSAN LEAF POWER-PACK Markus Maier IST-N EU Nov

15 AGENDA 1. Why Why do we look into Electrification 2. What What is an electrified car all about 3. How How do we develop an electrified car a. Components Battery b. Systems 4. Summary Markus Maier IST-N EU Nov

16 VEHICLE PROPULSION SOURCES OF ENERGY Internal Combustion Engine Vehicle Classification Gasoline (Hydrogen) Vehicle Energy Source Gasoline (Hydrogen) + Oxygen Chemical Energy Energy Conversion Method Premixed Combustion Thermal Energy Otto Cycle Kinetic Energy Energy Conversion Method Diesel Vehicle Diesel fuel + Oxygen Diffusive Combustion Diesel Cycle Reciprocating Engine Rotary Engine Electric Vehicle Classification Fuel Cell Vehicle (FCV) Energy Source Hydrogen + Oxygen Chemical Energy Energy Conversion Method Fuel Cell Electric Energy DC Kinetic Energ y Energy Conversion Method Inverter 3 phase AC e-motor Battery Electric Vehicle (BEV) Reducing Agent + Oxidizing Agent (Secondary) Battery Markus Maier IST-N EU Nov

17 BATTERY: FROM CELL TO MODULE TO PACK Energy Storage system Cell Module Pack Voltage Peak power Energy Technology 2-4 V V V 0,1 1,5 kw 1,5 15 kw kw 0,01 0,1 kwh 0,1 1 kwh 1 50 kwh Li-Ion, NiMH, Super-Caps, Lead Acid, Lithium Sulphur, etc. Markus Maier IST-N EU Nov

18 BATTERY AS SOURCE OF ENERGY Operating Modes A Battery operates bi-directional: from chemistry to electrical energy and vice versa Discharge: when supplying Electrical Energy from Chemistry Charge: when consuming Electrical Energy and store to Chemistry In-Vehicle Operations Propel the Vehicle: Discharging Energy Recovery while braking: Charging Major Challenges and Goals for Battery Development 1. Power Density and overall Power 2. Performance to Charge / Discharge demands and transient Response (U, I) 3. Battery Ageing and Battery Life Extension 4. Environmental Performance (Salt, Water, Temperature, etc.) Markus Maier IST-N EU Nov

19 MAJOR CHALLENGES FOR BATTERY DEVELOPMENT 1/2 1. Power Density and Overall Power Development Goal More Power per Volume and per Kg Power Density of Combustion Engine plus Fuel Reservoir still far better than Li-Ion Battery Energy Density Wh/kg Li-ion Battery Fuel Cell Ni-H Battery Lead-acid Battery Source:ENAX HP Internal Combustion Engine Capacitor Power Density W/kg Voltage Constant Current Constant Voltage Current Capacity 2. Performance to Charge / Discharge demands and transient Tesponse (U, I) Development Goal For safety reason, Li-ion battery needs a fine control of charge voltage, not to exceed an upper voltage limit Transient response to be optimized between different levels of Power à how fast can the battery supply / consume power? Time Markus Maier IST-N EU Nov

20 MAJOR CHALLENGES FOR BATTERY DEVELOPMENT 2/2 3. Battery Ageing and Battery Life Development Goal Larger Number of Cycles results in Voltage decrease by internal resistance increase Battery Capacity is much lower after a large number of cycles hence reduces the electric driving range significantly Counter-Mechanisms include Cell Balancing, optimized Thermo Management, etc. Voltage [V] Discharge characteristics cycle number Charge CC-CV: 1.0CA-4.2V, 3hr Discharge current: 0.2CA Discharge termination voltage: 2.75V Temperature: 20 Capacity [%] Voltage [V] Discharge characteristics - Temperature Discharge current: 0.2CA Discharge termination voltage: 2.75V Capacity [%] 4. Environmental Performance (Salt, Water, Temperature, etc.) Development Goal For safety reason, Li-ion battery needs a fine control of charge voltage, not to exceed an upper voltage limit Transient response to be optimized between different levels of Power à how fast can the battery supply / consume power? Markus Maier IST-N EU Nov

21 AVL SOLUTION FOR BATTERY TESTING E-Storage HV (High-Voltage) 75kW to 400 kw available 4 Systems in parallel: up to kw Up to 1.000Volt and A Market leading Performance for U & I transient Galvanic Isolation between AC and DC Market leading footprint Useable for Li-Ion, Lead-Batteries, Super-Caps, Nickel-Metal-Hydrid, etc. Easy Integration to AVL PUMA, AVL Lynx or Third Party Testbed Automation via Open CAN Interface E-Storage LV (Low-Voltage) 48V Applications 20kW, 32kW, 64 kw available as mobile solution Up to A Galvanic Isolation between AC and DC Useable for Li-Ion, Lead-Batteries, Super-Caps, Nickel-Metal-Hydrid, etc. Easy Integration to AVL PUMA, AVL Lynx or Third Party Testbed Automation via Open CAN Interface Mobile Solution ideal for Upgrading existing Testfields Markus Maier IST-N EU Nov

22 AVL SOLUTION FOR BATTERY TESTING Example for climatic Chamber for Battery Pack testing Safety EUCAR Hazard level assessment Advanced safety monitoring via Gas-Sensors, Thermo-Camera, Temperature Sensors Fire suppression via Watermist or customer specific solutions Environmental Optional with climatic conditioning Temperature, & Humidty Optional Salt-Spray available Optional Shaker (rattling, shaking) Testing Standard (i.e. ISO 12405, SAE, JAIR, etc ) or customer specific tests Markus Maier IST-N EU Nov

23 AGENDA 1. Why Why do we look into Electrification 2. What What is an electrified car all about 3. How How do we develop an electrified car a. Components Electric Motor b. Systems 4. Summary Markus Maier IST-N EU Nov

24 ELECTRICAL MOTOR TO PROPEL THE VEHICLE Operating Modes An Electrical Motor operates bi-directional in 4-Quadrants Motoring: Electrical Energy is converted to rotation and torque à Driving the vehicle Generate: mechanical energy is converted to electrical energy à Recovery while braking Torque Generate Motoring Speed Motoring Generate Major Challenges and Goals for E-Motor Development 1. Speed and Torque Control ~ 0rpm 2. Transient and Dynamic Behavior for Drivability 3. Reliability and Durability 4. Environmental Performance and Conditioning (Salt, Water, Temperature, etc.) Markus Maier IST-N EU Nov

25 DIFFERENT TYPES OF ELECTRICAL MOTORS E-motors as used in powertrains of Hybrid- or Electric vehicles E-Motor Belt Starter Generators (BSG) Integrated Starter Generators (ISG) Axle Motors, Wheel Hub Motors, etc. Rated Power 5 kw 8-35 kw 60 kw Maximum Power 15 kw kw 200 kw and more Maximum Speed rpm * Ratio rpm up to rpm Micro Hybrid Mild/Full Hybrid (P) Full Hybrid (S), EV Markus Maier IST-N EU Nov

26 MAJOR CHALLENGES FOR E-MOTOR DEVELOPMENT 1. Speed and Torque Control ~ 0rpm Development Goal Electrical Motors provide full torque and high Power at 0 rpm already Controllability to improve drivability Example: Parking at curbstone Torque [Nm] Electrical Motor Source: opahansblog.wordpress.com Gasoline Engine Power [kw] 2. Transient and Dynamic Behavior for Driveability Development Goal Speed [1000 rpm] The dynamic behavior of an electrical Motor is very different to a combustion engine. Changes in the desired load are immediately effective and as such the driveability must be adapted to the drivers wish and car characteristics Markus Maier IST-N EU Nov

27 E-MOTOR DYNAMOMETER FOR 0 RPM TESTS DynoSpirit 250/ Tx PMM 250 kw 500 Nm 20,000 rpm 0.12 kgm 2 25% overload Water cooled Markus Maier IST-N EU Nov

28 AVL E-MOTOR TEST SYSTEMS TEST SYSTEM LAYOUT - SAMPLE FEM-box E-Power Measurement Power Measurement Trolley Idle-/Shortcircuit Contactor Box e-storage Climatic Chamber PDU Coolant conditioning Stall brake InMotion Dyno Converter PUMA Open Markus Maier IST-N EU Nov

29 AVL E-MOTOR TEST SYSTEMS EXAMPLES Example: BSG-Motor Markus Maier IST-N EU Nov

30 AVL E-MOTOR TEST SYSTEMS EXAMPLES Example: ISG-Motor Markus Maier IST-N EU Nov

31 AVL E-MOTOR TEST SYSTEMS EXAMPLES Example: Axle-Motor Markus Maier IST-N EU Nov

32 AGENDA 1. Why Why do we look into Electrification 2. What What is an electrified car all about 3. How How do we develop an electrified car a. Components Inverter b. Systems 4. Summary Markus Maier IST-N EU Nov

33 INVERTER AS THE HEART OF IT ALL Operating Modes An has basically two tasks Convert 2-Phase DC from Battery to 3-Phase AC for the Motor and control Motor Power while Driving Convert 3-Phase AC to 2-Phase DC while generating / recuperating Battery Inverter Major Challenges and Goals for E-Motor Development 1. Optimize the Control Strategies 2. Optimize the Efficiency 3. Optimize for New Functions and Features enabled by Inverter & E-Motor Markus Maier IST-N EU Nov

34 MAJOR CHALLENGES FOR INVERTER DEVELOPMENT 1/2 1. Optimize the Control Strategies Development Goal Signal conversion: convert torque command from vehicle to 3 phase AC current command Vector control (max. torque / field weakening) Power conversion: Based on the 3phase AC command, convert DC from battery to 3 phase AC à PWM control 2. Transient and Dynamic Behavior for Driveability Development Goal Switching loss is power consumption, mainly due to transient characteristics of voltage and current in switch on/off. It brings decrease in inverter efficiency and increase in power transistor temperature (lifetime) Markus Maier IST-N EU Nov

35 MAJOR CHALLENGES FOR INVERTER DEVELOPMENT 2/2 1. Optimize for New Functions and Features enabled by Inverter & E-Motor Example: Vibration Control An Electrical Motor has a high dynamic Response to torque demands A Powertrain Setup can cause vibrations due to Mass-Spring-Damper Vibration Control can be applied to actively Damp the resulting vibrations See also ATZ 03/2013 VIRTUAL E-MOTOR AS A TOOL FOR THE DEVELOPMENT OF POWERTRAIN CONTROLLERS by Daimler AG Markus Maier IST-N EU Nov

36 E-MOTOR EMULATOR BY AVL AS A DEVELOPMENT TOOL FOR INVERTERS Highlights and Functions Emulation of the electrical Motor via E-Motor Modell (included) E-Motor Parameters adaptable via Software Failsafe Testing of Inverters Shortcut and blocked Rotor testable Phase failure testable Out-of-Position Rotation / Position Sensor can be tested Markus Maier IST-N EU Nov

37 AGENDA 1. Why Why do we look into Electrification 2. What What is an electrified car all about 3. How How do we develop an electrified car a. Components b. Systems 4. Summary Markus Maier IST-N EU Nov

38 ELECTRIFIED POWERTRAINS TESTING Electrified Powertrains - Characteristics High number of operating modes (recuperation, boost, sailing, etc.) Integration of components from different Tier-1 Today: Whole Powertrain Battery Inverter New, partially unknown technology High number of interfaces to the vehicle (external loads) Belt Generator ICE Clutch Motor Gearbox System Integration Test - Today Integration with Combustion Engine and Gearbox to full Powertrain and Testing on Powertrain Testbench or in the Vehicle Challenges one Component can block the whole testing Debugging of faulty systems complex while in the car Battery Tomorrow: Subsystem Electrification Inverter AVL Solution Integration Testbench for Electrification Subsystem Motor Markus Maier IST-N EU Nov

39 SYSTEM TESTBENCH OVERVIEW AVL inmotion DVE* Automation Battery Univ. Inv. e-me Grid Emu Load Emu Emulated World Multipurpose Power Switch Box AVL PUMA + - DME, DGM HiL Restbus Battery Inverter Motor Charge Load Kl15,30, CAN,LIN,FlexRay Real World *DVE = Driver, Vehicle, Environment Markus Maier IST-N EU Nov

40 SYSTEM TESTBENCH OVERVIEW DVE motoric Loads / Sinks Ohmic Loads AVL inmotion Drive Shaft e-me Automation Load Unit OR OR universal Inverter OR universal electronic loads + Energy Storage Generator* Charger AVL PUMA + - OR Drive Shaft OR Restbus Load Unit OR * considered as DC source Grid Emulator Markus Maier IST-N EU Nov

41 HIGHLIGHTS AND POSSIBILITIES Realistic Simulation of Driving Cycles with different Start conditions NEFZ Cycle with different charging status of the battery Different Possibilities to inject Faults / Errors Network: Failure of single ECUs / Components E-Motor: cut single phase Grid Supply: Phase failure, asymmetric phases, Peaks Bordnet: Voltage Drops caused from dynamic loads HV-Bordnet: Isolation fault, cable breaks Excellent Comparison between Emulation and Vehicle Battery especially in dynamic load scenarios Dynamic switching between emulated and real component allows different use-cases to be tested e.g. driver selection switch for operating modes Markus Maier IST-N EU Nov

42 AGENDA 1. Why Why do we look into Electrification 2. What What is an electrified car all about 3. How How do we develop an electrified car a. Components b. Systems 4. Summary Markus Maier IST-N EU Nov

43 ALTERNATIVE POWERTRAINS IN THE VOL-MIX (Fuel cell electrical vehicle) (Battery electrical vehicle) (Plug-in hybrid electrical vehicle) (Hybrid electrical vehicle) (internal combustion vehicle) Source: California s Energy Future Transportation Energy Use in California; California Council on Science and Technology, 2011 As a Summary, the electrification of the Automobile is moving ahead and a lot of development challenges are ahead of us AVL can supply with the test equipment, that supports in fulfilling the challenging task Markus Maier IST-N EU Nov

44 THANK YOU Markus Maier Business Manager Electrification and Racing Test Systems European region Zettachring 4, Stuttgart