HEV & EV system solutions China Infineon Symposium September, 2010 Patrick Leteinturier, Senior Principal Powertrain Systems
Presentation Outline HEV and EV market trends HEV & EV architectures Motor drive Battery Management DC/DC and Charger Safety Integrity Summary / Concluding remarks Page 2
Electric Traction Vehicle Growth Trend Production of Electric Vehicles Millions of Units 30,0 25,0 20,0 15,0 10,0 5,0 Production - of Electric Vehicles by Type Millions of Units 2008 2014 2020 14,0 12,0 10,0 8,0 6,0 4,0 2,0 - Baseline Moderate Optimistic EVs PHEVs HEVs 0,4 0,5 0,7 0,8 0,6 1,0 1,2 1,4 1,8 2,1 2,7 1,1 1,1 4,0 1,5 1,7 5,8 2,3 2,4 7,3 2008 2009 2010 2011 2012 2013 2014 2016 2018 2020 Source: IMS Research, Nov-09 Trends Highly pushed by market demands and government incentives Success heavily depends on fuel prices and battery costs 2020 Up to 7% of the light vehicle production by 2016 and 15% by 2020 (Moderate) Require a fast change at all levels - Driving habits - Supplier Chain - Infrastructure - Car service - Page 3
CO2 Efficiency What to compare? km/h 120 100 80 60 Urban "ECE" 120 100 80 extra-urban "EUDC" 120 100 80 60 What is the reference use case? Use a standard NEDC / FTP Use an other reference that the emission cycle 40 40 20 20 A < 60 B 60 to 95 C 95 to 110 D 110 to 130 E 130 to 160 F 160 to 200 G > 200 820s 1220s gco2/km What is included? Accessories: water, fuel, oil pump HVAC (Heat, Ventilation, Air Cond.) Power steering, Braking, ESP Infotainment Lighting Monitoring CO2 over lifetime? Continuous assessment of the performance of the plan Switch the MIL in case of performance degradation more than allowed Page 4
Power and Energy consumption Power and Energy Rolling Mass Aerodynamic Hypothesis Mass 1,5 tone Vehicle Rolling 8 kwh / 100km Aerodynamic 07 kwh / 100km at 100 km/h 12 kwh / 100km at 130 km/h Accel 0 to 100km/h in 10s Brake 100km/h to 0 in 50m Results 15 kwh/100km at 100km/h 20 kwh/100km at 130km/h ------------------------------------------------------------------------------------------------ 80 kw to Accel (0 to 100km/h in 10s) 15 kw at 100km/h (Steady Speed) 26 kw at 130km/h (Steady Speed) 300 kw to Brake (100km/h to 0 in 50m) Page 5
Presentation Outline HEV and EV market trends HEV & EV architectures Motor drive Battery Management DC/DC and Charger Safety Integrity Summary / Concluding remarks Page 6
The vehicle electrification: a wide range of architectures Starter- Generator Inverter Transmission Motor Engine Parallel Hybrid Parallel Hybrid - Dual Clutch Engine 20 kw Motor Transmission Serial Hybrid Inverter 20 DC/DC kw 2 kwh Serial 12V board net Bat. - Parallel DC/ Hybrid 2 kwh HV Bat. LV Bat. Bat. MgnMotor DC 12V board net HV Bat. DC/DC LV Bat. Mgn 12V board net Bat. Inverter DC/ 2 kwh HV Bat. Power Split Hybrid LV Bat. MgnDC/DC DC Engine 2 kwh Inv-1 Inv-2 Bat. 12V board net HV Bat. Bat. DC/DC DC/DC 12V board net HV Bat. Mgn DC/DC LV LV Bat. Bat. Two Mode Hybrid MgnGene Motor Trans. 1,3 Engine kwh Inv-1 Inv-2 30 kw 50 kw Bat. 30 kw Inverter 12V board net HV Bat. DC/DC Gene DC/DC Motor Trans. 30 Mgn kw Axial split Hybrid LV Bat. Generator 50 kw 2 kwh 30 kw 50 kw Engine Inverter Engine Engine Transmission Inver. LV Mot1 Bat. Motor 12V board net 55-100 kw 55-100 kw 2 kwh HV Bat. Inver. Mot2 Bat. Mgn Trans. Trans. Inv. T 27 kw Functions Start - Stop Regenerative braking Torque boost Low / part speed electric drive Challenges Engine temperature control Emissions at Start & Stop Control of transient Safety critical X-by-wire Vehicle stability -> ESP High voltage Need of cabin heating Need of cabin cooling Page 7
DC/DC Inv. PHEV, EREV and EV 1 2 3 to 10 kw 12 kwh HV Bat. range extender HV Bat. Engine 3, 10, 30 kw 25 kwh Bat. Mgn Charger AC/DC Bat. Mgn Inv-1 Gene Infrastructure Infrastructure Charger AC/DC DC/DC 20 kw 50 kw HV Accessories DC/DC HV Accessories Inv-2 Motor LV Bat. Motor/ Gene. 50 kw LV Bat. Trans. 12V board net Trans. 12V board net 1 PHEV and EREV Function Drive 100 km Electric Solutions 1) Range extender for insurance in case the battery is getting empty. Then no need of good efficiency. The cost, the mass and the volume should be small. 2) Range extender for long distance cruising requires a good efficiency and emission control. 2 EV Electric Vehicle Function Drive 200 km Electric Solutions Charging can vary between 3, 10, 30 kw The possibility to quickly replace the battery at the service station Challenges Infrastructure, Grid, Charger, Standard Battery (cost, power density, life time) Page 8
Motor/ Gene. Inv. DC/DC E-Mobility -> total new vehicle architecture HV Accessories Bat. Mgn HV Bat. Trans. DC/DC LV Bat. Charger AC/DC Infrastructure Page 9
Presentation Outline HEV and EV market trends HEV & EV architectures Motor drive Battery Management DC/DC and Charger Safety Integrity Summary / Concluding remarks Page 10
Electric drive and control Compact and Easy for Motor Management Motor management replacing Engine management system (EMS) Large varieties of power: up to 80kW Large varieties of motor types: synchronous, asynchronous, reluctance Modules enable compact design Control IC with integrated insulation C A N B B S C A V + A + B + C + A B C 0 A 0 B 0 C 0 Ia Va Ib Vb Ic Vc V1 Motor Voltages & Currents Motor Temperature Motor Position V2 Page 11
Power module, integrated solution Family of inverters up to 80 kw Switch up to 800A/650V IGBT3 dies Pinfin copper base plate for direct water cooling High converter efficiency due to low power losses Cost efficient system approach High reliability, and life time Automotive qualified & quality Page 12
Current (A) Ultimate silicon technologies: IGBT, SiC, JFet Advanced IGBT roadmap Trench and field stop Ultra thin wafer Large variation of voltage classes: 400, 600, 650, 700, 1200 Volts Very temperature capability: 150, 175, 200 C Diagnosis & Current sense technology Ready SiC diodes, Future JFet 500 SiC xfet Si- IGBT (low loss) SiC IGBT Potential of the CoolMOS Technology 400 Design criteria for system cost 300 200 Si-MOSFET 100 Design criteria for efficiency 0 1 2 3 4 5 Voltage (V) Page 13
Gate driver integrates isolation by on-chip coreless transformer technology Microsystem ensures isolation by integrated transformers and eliminates need for a core to direct the magnetic flux 1ED020I12-FA / 1ED020I12FTA Peak output current (+/- 2 A) Threshold Detection (9 V) Automotive qualified SO-20 package (wide) Page 14
Mapping to components IFX possible product offering Transceiver Checker Driver Ctr Low Voltage High Voltage Control Board Driver Board Power Module PS + Safing log. Guardian HS IGBT C A N B µc LS IGBT B S A C V, I, T Signal Acqui., Cond. & Trans. Sense Motor Position P & T Receive Motor Temperature Page 15
Presentation Outline HEV and EV market trends HEV & EV architectures Motor drive Battery Management DC/DC and Charger Safety Integrity Summary / Concluding remarks Page 16
Battery Management (Li-ion) Battery power On/Off Battery emergency stop Battery charging / discharging Battery state of charge Battery state of health Battery active load balancing Battery T monitoring High impedance in Off mode Leakage detection Euro/kWh 1200 1000 Battery Mangement Load balance 800 600 400 200 0 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 25kWh Battery Page 17
Switch DC link Plant Protection Turn on & off Objectives Switch the system on and off Insulate the system Over current protection Over voltage protection Over temperature protection Power range 20 to 100 kw 200 to 1200 V C A N B Solutions Use the inverter with IGBTs Use relays Use fuses Battery Inverter B S A Motor C Challenges Detection and Reaction time High Voltage and high current The Captive and Inductive load Page 18
Battery Twin relay Load Main switch needs more than relays S-Relay Control from µc Vbatt 10V OC1 Sequence Control Circuit PTC1 J201 Rel 1 Power In (Battery) 1 2 Q1 IGP50N60T 3 4 Q2 IKW75 N60 Smart Safe Switch Objective Reduce the function cost by using an inexpensive relay Provide diagnosis capability Limit the current at turn on Robust turn off S-Relay S1 TLE4906 Hall Switch Power Out (Motor) Off mode All Relays off, Impedance > 500 kohm Turn On Turn on Twin Relay, Turn on the IGBT 1 Limit the current with the PTC Turn on the S-Relay, Turn off the IGBT 1 On mode All Relays on, Impedance mohm Fuse Turn Off Turn on the IGBT 2, Turn off the S-Relay Turn off the IGBT 2, Turn off Twin Relay Page 19
Battery management Efficiency Extended battery life time and driving range Overcharge Undercharge Li-ion Battery Features One Li-ion battery cell has nom. Voltage between 3.2V and 3.8V Each cell voltage depends on the state of charge. Overcharge, Undercharge, OverT and UnderT will damage the cell 10 to 12 cells in serial are assembled to build a battery pack For example 10 packs are in serial to build a 400V battery Objectives Optimize the battery life time Optimize the battery capacity Perform the state of health Perform the state of charge Balance the charge over the cell Compensate manufacturing difference Compensate aging difference Monitor the battery temperature Perform active cooling (air or liquid) Page 20
Discharging of older 2.3Ah A123 cells with 1.8A upper: no Balancing lower: active Balancing Upper: 46min / Lower: 54 min Benefit: 17.3% 3,40 3,30 3,20 3,10 3,00 2,90 2,80 2,70 2,60 2,50 2,40 2,30 2,20 2,10 2,00 0 4 8 12 16 20 24 28 32 36 40 44 48 52 56 time [min] U0 U1 U2 U3 U4 U5 U6 U7 U8 U9 3,60 3,50 3,40 3,30 3,20 3,10 3,00 2,90 2,80 2,70 2,60 2,50 2,40 2,30 2,20 2,10 2,00 0 4 8 12 16 20 24 28 32 36 40 44 48 52 56 time [min] U0 U1 U2 U3 U4 U5 U6 U7 U8 U9 Page 21
Battery Management Partitioning cost efficient solution to address lifetime and safety requirements TOP Balancing Inter Block Stack + CSC: Cell Supervision Circuit S P2 Block + Infineon has developed CSC Cell Supervision Circuit doing active cell balancing and monitoring. S P1 S 3 Block - Block + The active cell balancing system is especially well suited for high performance batteries e.g. Electric Vehicle and P-HEV CSC allows to use 15% more battery capacity compared to passive balancing S P2 CSC performs Top Balancing, Bottom Balancing and Inter-Block Balancing S P1 S 2 Block - Stack - CSC balances up to 12 cells One CSC is used per block A battery has 10 20 Blocks CSC supports ASIL requirements Page 22
Presentation Outline HEV and EV market trends HEV & EV architectures Motor drive Battery Management DC/DC and Charger Safety Integrity Summary / Concluding remarks Page 23
On-board battery charging Efficiency and high-power density for small form factor Classes 3kW, 10kW, 30kW, (43kW) Single phase and 3 phases Combine 3 classes into one module Preferred on board charger Recognition of the devices Safe connection and disconnection Recognition the plug connection Diag of current flow: Ground Earth Highly efficient rectification with SiC diodes Reference designs for easy use AC/DC DC/DC 12V/100W L1 L2 L3 N Filter Rect PFC DC/DC HV+ HV- Powernet Comm Driver Logic Diagnosis/Monitoring Authentication/Billing Car Comm KL15 KL30 KL31 CANH CANL Page 24
Different topologies are possible Charger is a non differentiating product DC/DC with Zero voltage switching n : 1 Example of charger o Input: Input current: 16A per phase u AC u battery Input voltage: either 110V or 230V, 50Hz-60Hz 3kW-11kW Bridge rectifier PFC stage DCDC converter o Output: 3kW 11kW 250V 450V i 1 i Chigh i high S 11 D 11 S 12 D 12 S 13 D 13 Multi-Phase 2-Quadrant Converter without galvanic Insulation L 1 o Mechanical constraints 3kW converter -> 3l, 5kg 20kW converter -> <8l, 12kg u high C high i L1 i L2 i L3 L 2 L 3 K i low i 2 i Clow C low u low Water or aircooling, sealed housing, IP67 o Efficiency: >94% S 21 D 21 S 22 D 22 S 23 D 23 o Power Factor: 0,98@120V, 0,99@230V Page 25
Electro shock Consequences Injury influencing factors Current type (AC frequency or DC) Current intensity Current Path Duration Body resistance Voltage Human body resistance varies Contact area Contact pressure Thickness of the skin Presence of moisture Weight, size, fatigue... Page 26
Baseband Communication to infrastructure Ensures mobility Communication from car to grid and to the charging / billing management systems ICs / chip sets / reference designs for grid communication via powerline for GPS and wireless communication for charging management for authentication with security chips Source: E.ON Energie GPS RF Source: GoGreenSolar.com Page 27
Presentation Outline HEV and EV market trends HEV & EV architectures Motor drive Battery Management DC/DC and Charger Safety Integrity Summary / Concluding remarks Page 28
E-Mobility Architecture Implementation of Safety and Diagnosis E-Motor LV Bat ASIL-D QM ASIL-D HV-LV DC/DC HV Accessories Bat. Mgmt. HV Bat Inv. HP DC/DC Charger AC/DC ASIL-D ASIL-C E-Mobility is an X-by-Wire system that requires the most stringent safety integrity care ISO 26262 is classifying application according to Severity, Exposure, Controllability Most sub applications (inverter, battery management, DC/DC HV-LV) are ASIL-D Page 29
Safety integrity level Safety compliance IEC 61508 ISO 26262 Durability Availability Reliability Cost Severity Exposure Controllability Dependability Dependable sensing Dependable Power Dependable Computation Dependable actuation Dependable Communication & interconnect Tricore based ASILD safety core available µc solutions Redundant Diverse I/O checker Gate Drivers Diagnostics Dead time ctr. Emergency stop IGBT, Diodes Sensors Architecture Solutions Current, Voltage Position, T Power supply Safing log. Monitoring Page 30
Presentation Outline HEV and EV market trends HEV & EV architectures Motor drive Battery Management DC/DC and Charger Safety Integrity Summary / Concluding remarks Page 31
Summary The race for CO2 efficiency and environment friendly vehicle is driving Powertrain toward electrification. Electric vehicle is a disruptive technology. New actors on the stage: Established players have to re-define their competencies. We have to proactively create the shift towards e-mobility cooperating along the value chain. Infineon is committed to support the industry in China with leading edge products and technologies, delivering cost effectiveness, high efficiency and power density Thank you! Page 32