Curs 1 SAPA

Hybrid Electric Vehicle powertrain development
The impact on processes, methods and testing systems

Instrumentation and Testing Solutions
Stefan Kanya
AVL List GmbH
2 Hybrid & Battery Testing Technology
Definition of Hybrid Powertrain
A hybrid vehicle utilizes at least
! two energy-storage systems with
! two energy-converting systems
to propel the vehicle.
Source: UNO 2003
Definitions
Micro Hybrid:
The e-motor is used for the start/stop function and backs up energy if the vehicle is retarded. It is not able to
drive the vehicle and has a low power of about 2,7 to 4 kW/t.
Mild Hybrid:
The e-motor is used assisting the combustion engine for driving the vehicle and for the start/stop function. It
backs up energy if the vehicle is retarded. It is not able to drive the vehicle and has a power of 6 to 14 kW/t.
Full Hybrid:
The e-motor is used assisting the combustion engine for driving the vehicle and for the start/stop function. It
backs up energy if the vehicle is retarded. It is able to drive the vehicle at low speed (e.g. Toyota Prius up to
70 km/h) and has a power above 20 kW/t.
Electric Vehicle:
The e-motor replaces the combustion engine for driving the vehicle. It backs up energy if the vehicle is
retarded. Solutions as a Plug in Hybrid are possible (The e-motor is used in the city for short distances, the
combustion engine is used on request)
Parallel Hybrid System:
Both, the electrical motor and the combustion engine serve for driving the vehicle.
Serial Hybrid System:
The combustion engine provides the energy which is converted to the electrical motor which drives the
vehicle.
Mixed Hybrid System (Power Split Systems):
The electrical motor and/or the combustion engine serve for driving the vehicle.
e.g. Hybrid Synergy Drive (Toyota, Ford):
One part of the energy is provided directly to the vehicle, the other part is provided by the electrical motor.
The gear ratio and the speed is controlled by the electrical motors
e.g. Two Mode Transmission (GM, Daimler, Ford):
One electrical motor works parallel, the second electrical motor work serial. The power distribution is done
by clutches. Besides the transmission has 4 fixed gears for the parallel driving mode.
Definitions
The Electric Motor in the Vehicle
Parallel Hybrid System
Honda IMA
K ... Clutch G ... Gear Box B ... Battery E ... E-Motor
The Electric Motor in the Vehicle
Serial Hybrid System
Volkswagen MEGA
G ... Gear Box B ... Battery E ... E-Motor
The Electrical Motor in the Vehicle
Two-Mode Hybrid System
G ... Gear Box B ... Battery E ... E-Motor
GM/DC/BMW Two-Mode Hybrid
Combustion
Engine
Planetary
Gear Box
Planetary
Gear Box
Generator
Generator
Motor
Motor
Differential
Differential
The Electrical Motor in the Vehicle
Power Split Hybrid System
VW twinDRIVE
An Example of a Hybrid Powertrain
Interaction
Environment
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Vehicle
Performance
Interaction
Interaction
Measurement and analysis
of parameters
Application of
control units
Stress of physical
components
Functionality Durability
Testing of Hybrid and Electric Vehicles
! Mechanical Parameters
! Electrical Parameters
! Thermal Parameters
! Combustion
Engine
! E-Motor
! Battery
! Gear Box
! Vehicle
! Combustion
Engine CU
! Hybrid CU
! Battery CU
! Gear Box CU
! Vehicle CU
! Safety
! Emissions
! Sportive
! Economical
Testing of Hybrid and Electric Vehicles
Environment
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Vehicle
Performance
Functionality Durability
High End DC Power Supply
Battery Simulator
Battery Tester
Vehicle
Test Bed
Transm.
Test Bed
Powertrain
Test Bed
Engine
Test Bed
Fuel Cell
Test Bed
AVL Hybrid Testing Solutions
Product and Solution Overview
E-Motor
Test Bed
Battery
Test Bed
Virtual Vehicle & Environment Platform
AVL InMotion
TM
powered by CarMaker
TM
E-Motor
Test Bed
Powertrain
Test Bed
Vehicle
Test Bed
Electronics
Test Bed
Power-Up and Shut-Down
Function Development
Basic Calibration
Simulation models of vehicle, driver, road and traffic
Efficiency
Durability
Calibration
Powertrain Dynamics
Energy Management
Vehicle Stability Functions
Performance, Efficiency, Safety
Thermal Behavior
Acoustic Behavior
Safety Validation
Frontloading supported by a model-based development process
Engine Test Bed
VCU
Simulation
Models:
Brakes
Road
Driver
CAN
ECU
Load
Unit
IC-Engine
TCU
Tyre
Vehicle
HCU
BCU Battery
E-Motor
Transmission
Powertrain Test Bed Configuration FWD - Hybrid
VCU
Simulation
Models:
Brakes
Road
Driver
CAN
ECU
Load
Unit
Load
Unit
Trans.
IC-Engine
TCU
Tyre
Vehicle
HCU
BCU Battery
E-Motor
E-Motor
Battery
Simulator
HV-DC
Powertrain Test Bed Configuration RWD - Hybrid
VCU
Simulation
Models:
Brakes
Road
Driver
CAN
ECU
TCU
Tyre
Vehicle
HCU
BCU Battery
Battery
Simulator
HV-DC
E-Motor
Load
Unit
Load
Unit
IC-Engine
Trans./E-Motor
Powertrain Test Bed Configuration 4WD - Hybrid
VCU
Simulation
Models:
Brakes
Road
Driver
CAN
ECU
Load
Unit
Load
Unit
T/M
IC-Engine
TCU
Tyre
Vehicle
HCU
BCU Battery
E-Motor
Battery
Simulator
HV-DC
E-Motor
Load
Unit
Load
Unit
xCU
Powertrain CAN
I/O
Automation System
Signal Conditioning
Testrun Control
Signal Monitoring
Real Prototype Load Unit
xCU
Fast Ethernet
AVL InMotion Workstation
AVL InMotion RT Node
CAN
Testbed
Interface
Remote
Control
Virtual
Prototypes
Graphical User Interface
Data Storage
Ethernet
Concept of X-in-the-Loop Test Bed
xCU
(AUTOSAR)
Highly dynamic engine test bed
! Functional testing
! Durability testing
! Safety testing
! EMC testing
! Driving in electric mode
! Boost performance
! Regenerative braking
! Shift strategy
! Gearshift torque compensation
! Vehicle stability
Testing of Hybrid and Electric Vehicles - Challenges
Concept of X-in-the-Loop Test Bed
AVL InMotion Expandable Simulation Platform
Mobile Systems Integration into Cabinet
Integration of AVL CRUISE Models
Model Selection
to select a standard or
customer specific model
1
1
Integration of Customer Models from Development Projects
Model Selection
to select a standard or
customer specific model
1
1
Example: Vehicle Stability Control with Driver Intervention
a
Plate
Real test vehicle Virtual test vehicle
Example: Battery Loading and Vehicle Range (AER)
Example: Inner City Driving with Driver Assistance
Maneuver Based Testing at the Test Bed
Mini Driving Maneuver
! HV Power On / Off
! AC with vehicle at rest
! Mode-Shift
! Hill-Holding / Creep
! Partial / Full Load Acceleration
! Constant driving
! Braking / Cornering
! ...
Driving Maneuver
! City
! Overland
! Highway
! Mountain
! Race track
! Handling course
! Emission cycle
! ...
Example: Fuel consumption in NEDC at the Test Bed
Example: Fuel consumption in NEDC at the Test Bed
0 100 200 300 400 500 600 700 800
0
5
10
15
[
m
/
s
]

v-soll
0 100 200 300 400 500 600 700 800
0
500
1000
1500
2000
[
r
p
m
]

n-Engine
0 100 200 300 400 500 600 700 800
0
50
100
150
200
[
g
]

Fuel
110 g
60 g
50 g
50 g
F
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C
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0 10 20 30 40 50 60 70 80 90 100
0
20
40
60
80
100
120
140
Distance [km]
S
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[
k
m
/
h
]

Actual
Limit
Example: Real world driving at the Test Bed
+5 % +4 % +3 % Difference
8.9 l/100km 7.2 l/100km 6.9 l/100km Road x-y-z
8.5 l/100km 6.9 l/100km 6.7 l/100km Road s-z
Driver Sportive Driver Normal Driver Economy
Example: Real world driving at the Test Bed
Example: Multi Configuration Test Bed for Electric Vehicles
Configuration 1: Transmission Testing
Configuration 2: Powertrain Testing 2WD
Configuration 3: E-Motor Testing
Configuration 4: Parallel Testing
Battery Simulator
Battery Tester
Vehicle
Test Bed
Transm.
Test Bed
Powertrain
Test Bed
Engine
Test Bed
Fuel Cell
Test Bed
E-Motor
Test Bed
Battery
Test Bed
AVL InMotion
TM
powered by CarMaker
TM
One Battery for all Applications ?
Source: www.eco-aesc.com, 03/2009
At System Level:
! Applications increase from HEV to EV
! Percentage of pure electric driving
increases
! Usable SOC range increases
At Component Level:
! HEV: Power/Energy > 15
! EV: Power/Energy ~ 2
! Reduction of unused energy in the
battery to save costs
Battery Technology Chemistry and Cell Design
HEV
EV
Plug-In HEV
Source: www.saftbatteries.com
Source: www.eco-aesc.com, 03/2009
Actual field test for EV system
(~185 km/day)
AESC field test approach:
! In 3,5 years of realistic field testing
approximately 240.000 km
! Only one car/sample "failure mode
analysis, enough data for battery
development ?
! Tested at the end of the development
process in prototypes
Testing of Hybrid and Electric Vehicles Field Tests
Energy Safety
Life time
Costs Power
Battery technology 5 major focus areas
Goals & Test procedures defined by
1. Public private partnerships
e.g. FreedomCAR (USA), VDA (EU), JARI (JP)
2. OEM specific procedures
e.g. Volvo standard procedures
Long term goals:
high specific energy: > 200 Wh/kg
1),a)
high specific power: > 400 W/kg
2),a)
total pack size: 40 kWh
a)
normal charging time: 3 to 6 h
a)
temperature range: -30 to +52 !C
b)
Battery technology End of Life (E.O.L) goals
1) discharge @ C/3-rate
2) discharge @ 80%DOD, 30s
Source:
a) www.uscar.org, Long-term goals as stated in USABC Goals for Advanced Batteries for EVs.pdf
b) www.uscar.org, U.S. Department of Energy, Vehicle Technologies Program, Battery Test Manual For Plug-In Hybrid Electric Vehicles, 03/2008
Energy Safety
Life time
Costs Power
3. Self
discharge
3. x days @ 30!C, until capacity loss > 5% (x = f(chemistry))
5.
Thermal
performance
5. Perform tests 1 to 4 at various temp. (range: -30 to +52!C)
2. Power
2. Discharge with constant power or with hybrid power pulses
1. Discharge with constant current to cut-off voltage
1)
1. Static
capacity
1) Hybrid Pulse Power Characterization Current; I
HPPC
= P
CDT
/ (V
avg
*BSF)
I
HPPC
HPPC discharge current between pulses [A]
P
CDT
Power of const. discharge test [W]
V
avg
Arithmetic average voltage between V
max
and V
min
BSF Battery size factor (min. number of cells or modules that is necessary to meet all performance and life targets)
6. Energy
efficiency
6. Charge balanced pulse profile (33s, 3kW/3s,
27kW/52s,-3.2kW/2s,-18kW) to calculate energy
efficiency (100 times @ def. SOC & T)
4. Cold
cranking
4. 3 pulses (2s, 7kW) @ -30!C (10s break in between)
7. Life
tests
7a. Charge sustaining cycle life test (flat cycles)
7b. Charge depleting cycle life test (deep cycles)
7c. Combined cycle life test
7d. Calendar life test
Battery technology Performance tests
Source: www.uscar.org, U.S. Department of Energy, Vehicle Technologies Program, Battery Test Manual For Plug-In Hybrid Electric Vehicles,
03/2008
safe under any circumstances (use and abuse)
Energy Safety
Life time
Costs Power
Battery technology Safety tests Abuse conditions
Mechanical Thermal
Electrical
Shock (Module)
Drop (Pack)
Penetration (Cell)
Roll over (Module)
Immersion (Module)
Crush (Cell)
Vibration (Cell)
Radiant Heat (Cell)
Thermal Stability (Cell)
Thermal Insulation (Module)
Thermal Runaway (Module)
Thermal Shock (Cell)
Elevated Temperature
Storage (Cell)
Extreme cold temperature (Cell)
Short circuit (Cell)
Partial short circuit (Module)
Overcharge (Cell)
Over discharge (Cell)
AC exposure (Pack)
Source: www.uscar.org, United States Advanced Battery Consortium, Electrochemical Storage System, Abuse Test Procedure Manual, 1999
Note: Remarks in brackets mark the
lowest level of assembly recommended
for test
costs: 200 to 300 ! / kWh (2015)
Energy Safety
Life time
Costs Power
cycle life:
> 1000
1),a)
to 5000
2),b)
(charge depleting cycles)
> 300000
3),b)
(charge sustaining cycles)
overall lifetime: 10
1),a)
to 15
4),b)
yrs.
operating temperature : -30 to +52 !C
b)
1) cycled @ 80% depth of discharge (DOD)
2) charge depleting life at a discharge throughput of 17 MWh
3) charge sustaining HEV cycle life @ 50 Wh profile
4) calendar life @ 40!C
Source:
a) www.uscar.org, Long-term goals as stated in USABC Goals for Advanced Batteries for EVs.pdf
b) www.uscar.org, U.S. Department of Energy, Vehicle Technologies Program, Battery Test Manual For Plug-In Hybrid Electric Vehicles, 03/2008
Energy Safety
Life time
Costs Power
Source:
a) www.uscar.org, U.S. Department of Energy, Vehicle Technologies Program, Battery Test Manual For Plug-In Hybrid Electric Vehicles, 03/2008
b) www.uscar.org, United States Advanced Battery Consortium, Electrochemical Storage System, Abuse Test Procedure Manual, 1999
Battery technology Battery life time
Battery life limits
Battery life tests
Thermal stress
Electrochemical stress
(cycling conditions,
charge turnaround)
Mechanical stress
Charge sustaining cycle life test
a)
Charge depleting cycle life test
a)
Combined cycle life test
a)
Calendar life test
a)
Vibration Test
b)
Shock Tests
b)
Battery abuse tests
No test covers all topics
Flat Road
Uneven Road
Car: Honda Civic Hybrid
Drive cycle: Part of New European Drive Cycle
Acceleration to 0 to 32 kmh
-1
Deceleration from 32.5 to 0 kmh
-1
Road: Changes from flat to uneven
1)
Result: Mechanical impact
Electrical behavior of the E-Motor
1) ISO 8608 "Mechanical vibration - Road surface profiles
NEDC-drive cycle
S
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[
k
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/
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Time [s]
used part
Battery Testing Realistic Usage Pattern
Duration 25s
3.5 kW
30 Nm
Torque E-Motor [Nm]
Power E-Motor [W]
Acceleration in z [m/s
2
]
Flat Road
Duration 25s
3.5 kW
30 Nm
noise up to 0.5 kW
Torque E-Motor [Nm]
Power E-Motor [W]
Acceleration in z [m/s
2
]
Uneven Road
Battery Tester
Hardware
Climatic Chamber
Battery
AVL InMotion
Driving
Maneuvers
Powertrain
Model
Driver
Model
Virtual Electric
Conditions
Environmental
Conditions
Real Electric
Conditions
Shaker
Battery
AVL Battery Testbed
Virtual Proving Ground
Battery
Tester
Climatic
Chamber
Battery
Fail Safe-
PLC
TB213/214
T
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C
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STOP
V
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a
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,

C
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Inert
Gas
ALARM
Dilution
Inertization
Air
Exhaust
System
Flap
600V, 300A
90kW max.
Error
E
r
r
o
r
Gas !
Smoke, Fire !
in Climatic Chamber
AVL Battery Testbed
AVL Safety Concept
Safety Concept
for Lithium Ion
AVL Battery Testbed
Plug & Play Container Solution
Battery Simulator
Battery Tester
Vehicle
Test Bed
Transm.
Test Bed
Powertrain
Test Bed
Engine
Test Bed
Fuel Cell
Test Bed
E-Motor
Test Bed
Battery
Test Bed
AVL InMotion
TM
powered by CarMaker
TM
Test
Characterization
Modelling
Simulation, HiL
f (T,SOC,.....)
40 60 80 100 120 140
-20
-15
-10
-5
0
5
10
15
20
25
30
35
Re
I
m
T=0
T=25
T=40
From Battery Testing to Battery Simulation
cooling
control unit
power cabinet
AVL BTS-BS Battery Simulators
Hardware Overview
Battery Test Bed and Simulator Performance Range
Battery Simulator
Battery Tester
Vehicle
Test Bed
Transm.
Test Bed
Powertrain
Test Bed
Engine
Test Bed
Fuel Cell
Test Bed
E-Motor
Test Bed
Battery
Test Bed
AVL InMotion
TM
powered by CarMaker
TM
Electric Motor Technology Classes and Limits
Belt Strength Packaging Energy Storage Limitations due to
8.000 rpm * Ratio 8.000 rpm >15.000 rpm Maximum Speed
30 kW 60 kW 160 kW Maximum Power
20 kW 40 kW 120 kW Rated Power
Belt-Starter-
Generators (BSG)
Integrated
Systems (ISG)
Axle
Drives
Characteristic curve measurement
Goal:
! Capturing attributes of the motor with characteristic
curves
! Recording of motor parameters:
! DC and AC currents
! DC and AC voltages
! Torque
! Speed
! Coil temperature
Speed [rpm]
Field weakening range Basic speed range
T
o
r
q
u
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[
N
m
]
Measurement (e.g.: max. characteristic curve):
! Run the motor from 0 to n
max
with maximum load
! Measure torque and speed
! Display the characteristic curve
! Compare it with the input characteristic curve and look for changes
! The characteristic curve has to be in defined specification range
! Measure the machine parameters (DC and AC currents, DC and AC voltages, torque, speed and coil
temperature)
V
A
n, M
Converter PMSM Gearbox Work machine
Needed:
! Galvanometer
! Voltmeter
! Torque measurement
! Speed measurement
! Temperature sensor
Power Analyzer
Insulation resistance measurement
Measurements:
Apply voltages:
1. UVW separately to ground
2. UVW separately to sensors
3. Sensors to ground
Read off insulation measurement device
PMSM
U
V
W
U
DC
U
DC
Sensor
U
DC
Insulation resistance measurement
Needed:
! Insulation measurement device
Goal:
! Determination of insulation resistance
Winding resistance measurement
Measurements:
! Apply voltages between U-V, U-
W, V-W
! Measure the voltages and currents
! Calculate winding resistance
R
U
R
V
R
W
U
A
V
E.g.: Measuring of U-W resistance
Surge test
Goal:
! No flashover
! No damage on insulation and dielectric fluid
! Measuring of equalizing currents and comparing
with the value of end of line (EOL)
Needed:
! Surge tester
! Measuring device for leakage current
Withstand voltage test
Goal:
! No flashover
! No damages of insulation and dielectric fluid
! Measuring of leakage currents and comparing
with the value of end of line (EOL)
Needed:
! High-voltage tester
! Measurement device for equalizing currents
Test flow chart
Axialpulsen
[-X1-] Konditionierung / [-X2-] Eingangsparameterbestimmung
Korrosionsprfung
Hochtemperatur-
Dauerlauf
(HTOE)
Berechnung
nach Arrhenius
[-X3-] Ausgangsparameterbestimmung
Datei:
Stand: 14.11.2008
Temperaturwechsel-
Dauerlauf
(PTCE)
Berechnung
nach Coffin-Manson
Feuchte Wrme
Dauerlauf
(HTHE)
Berechnung
nach Lawson
IP Schutzklassenprfung
Zustzliche Einzelprfungen
Chem. Bestndigkeit
Thermoschock in Luft
Schadgas
Biegeumlaufprfung fr
Rotor
Torsionswechselprfung
fr Rotor
Schleuderprfung
Tieftemperaturlagerung
Thermoschock in Luft
Mechanischer Schock &
Vibrationsprfung
Salzsprhnebelprfung
Staubprfung
A B C D E F
6 6 6 6 6 x
Vibrationsprfung
Vibrationsprfung
Schleuderprfung
Steinschlag
Feuchte Wrme zyklisch
Kombiniert mit Frost
Tauchprfung Tauchprfung Tauchprfung
Tauchprfung
Vibrationsprfung
Kurzschlussfestigkeit
Berstdrehzahlermittlung
Bemerkung: - Im Anschluss an jede Prfung ist entweder der groe Parametertest ( ) bzw. der kleine Parametertest ( )durchzufhren.
- Eine Reinigung des Prflings ist zu keiner Zeit zulssig.
[-A1-]
[-A2-]
[-A3-]
[-B1-]
[-B2-]
[-B3-]
[-B4-]
[-B5-]
[-B6-]
[-B7-]
[-B8-]
[-B9-]
[-B10-]
[-C1-]
[-C2-]
[-C3-] [-D3-] [-E3-]
[-E2-]
[-E1-] [-D1-]
[-D2-]
[-F1-]
[-F2-]
[-F3-]
[-F4-]
[-F5-]
[-F6-]
[-F7-]
Test flow chart
Input parameter determination
Small parameter test
Big parameter test
Output parameter determination
High temperature-
Endurance test
(HTOE)
Calculated
with Arrhenius
Mechanical shcck &
vibration test
Dipping test
Electric Motor Test Bed
for ISG and BSG Motors
Functional Test Beds
Durability Test Beds
Test Field Layout
E-motor
E-motor
Inverter
DC/DC
E-motor inverter
Battery simulator
Hybrid CU
Automation
System
Dynamo-
meter
Power measurement device
DC/AC dyno
inverter
AC/DC
converter
Mains
DC/AC E-motor
inverter
Typical Architecture of the Test Cell
Air cushion system serves for an easy
movement inside the climatic chamber
Fast aligning and media docking
Standard receiver for ISG and SSG pallets
Main components in stainless steel
Unique Pallet System
! Torsion stiff design
! Evaluation of radial and axial Offsets
! Use of BSD couplings
! Special adapter for docking station
! Shaft Guard
! End position monitoring switch
Shaft Layout and Design
! Capacity 1200 l
! Temperature -70 to +180C
! Temperature gradient >+/-5C/min
! Heat compensation at -55C > 4,5 kW
! Reinforced bottom plate in the climatic
chamber (300kg)
! Inner walls made of stainless steel
! Interface to automation
Climatic Chamber with integrated Pallet System
! Common frame with damping element
! no necessity of additional base plate
! High stiffness design intended for high
speed application
! Docking system with adjustable height
for easy alignment for the e-motor
Basic setup without a Climatic Chamber
High speed Dynamometers Gear box solutions
! Air cooled motor with attached low
inertia planetary gear box
! Compact Orbital Gear design of
epicyclical gearbox with balanced
toothed loading tailored to be
flange mounted and flexibly
coupled directly to the driving or
the driven machine
! Co-axial arrangement allows
integral mounting, flange
mounting and simplified bedplate
design
! Standard AVL power cabinet with
multi drive design
High speed Dynamometers Gear box Solutions
DynoDur 220/5.2-20:
! Continuous Power: 220kW
! Continuous torque: 400Nm
! Max. speed: 20,000rpm
! Overload: 50%
! Inertia: 0.06kgm"
DynoDur 350/5.6-15:
! Overload: 70%
! Inertia: 0.45kgm"
High speed Dynamometers Dyno only Solutions
! Air cooled or liquid cooled motors
! DynoRoad and DynoDur product
range or alternatively Shinko Denki
motors
! Standard AVL power cabinet with
multi drive design
High speed Dynamometers Dyno only solutions
DynoDur 150/4.6-15:
! Overload: 20%
! Inertia: 0.3kgm"
DynoRoad 202/12:
! Overload: 25%
! Inertia: 0.3kgm"
Shinko Denki HL-420
! Inertia: 0.2kgm"
High speed Dynamometers Gear box vs. Dyno only
Faster delivery time for a non standard dyno system with high speed
Low required engineering time in sales phase and in engineering phase for
new high speed motors request
Cost optimized solution for speed ~ 15000rpm and higher. The motor and
cabinet are standard optimized components with low current demand
Highly flexible and high performance best fitting to many different market
demands.
many customers have different e-motor concept with different requirements
(more speed and less torque or more torque and less speed)
All requirements can be achieved very exactly with low development costs by
using a standard motor and a high efficiency planetary gear box with optimised
ratio.
Limited speed control accuracy at very low speed on the high speed output
due to the multiplying factor in the gear box. Possibility to use a non-
planetary gear box design with 2 speed outputs (low speed and high speed)
Save investments with upgradable solution
The e-motor market requirements are changing very rapidly. The same
customer can be faced in a short time frame with new requirements for their e-
motors not fitting their original URS. With a gear box solution, the customer can
upgrade his test cell and achieve different technical specs (higher torque lower
speed or higher speed lower torque) by adjusting the gear ratio or changing the
gear box. He can keep the same motor and the same power cabinet.
Backlash in the gears in case of dynamic testing. This is usually not an
issue since e-motors test procedures are mainly stationary
Low risk solution for speed ~ 15,000rpm and higher
Use of proven standard components no need to develop a special motor
pushed at the edge of the technology
Cons Pros
high cost solutions for speed ~15000rpm and higher due to high
development costs, high risk and low volume qty for each type.
Limited speed control accuracy at very low speed for speed
~15000rpm and higher due to rotor ripples
Lower maintenance effort for speed below 15000rpm
Low flexibility
No or little upgrade possibility a change in the e-motor requirement force
to change at least the dyno
More compact dyno solution
Higher risk solution for speed ~15000rpm and higher high tech dynos
with special cooling pushed at the limit of the material capabilities
Cost optimised solution for speed below 15000rpm
Cons Pros
G
e
a
r
b
o
x
D
y
n
o

o
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l
y
Auxiliary Equipment
Measurement Box:
Front-End Modules for Pressure and Temperature
measurement
Location of the Front-End Modules very close to
the unit under test
Connection Box:
Place for the inverter and the power analyzer
Voltage sensing close to the unit under test
Connection Box for the unit under test inverter
E-Motor Test Bed Automation and Control
! Pallet system handling
! Full integration of
! Battery Simulator
! Dynamometer System
! Cooling Unit
! Climatic Chamber
! Power-Analyzer
! Vibration Monitoring System
! CAN or Profibus Interface to UUT
! Speed / Torque / X-Control
! Dynamic limit monitoring
! Predefined test runs
! Efficiency mapping
! Dynamic durability
! ...
PUMA Open Hardware
Driver
Power Analyzer
Integration
Device Handler
Device
Framework
PUMA Open Software
Device Handler BSQ etc.
Power Analyzer
Yokogawa WT3000 / WT1600
Ethernet
Ethernet Card
Integration of Power Analyzer
Battery Simulator
Hardware
Climatic Chamber
E-Motor
AVL InMotion
Driving
Maneuvers
Powertrain
Model
Driver
Model
Virtual Electric
Conditions
Environmental
Conditions
Real Electric
Conditions
Mechanical
Conditions
Dyno
Virtual Proving Ground
Your Benefits
! Compact design
! No special requirement for the base plate
! Short UUT exchange time (in minutes)
! Test of different UUT on the same test cell
! Fast cooling and heating of the UUT
! Overload capabilities of the load units
! Complete commissioning before delivery
! Modular design allows future upgrades
! Integration of the specific measuring equipment in the automation system
! Slim interface of the conditioning devices for the connection in the conditioning system
Why AVL?
! Worldwide one of the biggest supplier for test cells
! Complete, customer oriented solutions for e-motor tests
! Big derived knowledge from high dynamic and high speed test cells
! Many References
References for E-motor Testing Solutions
America
! GM
! Michigan University
! Magna Electrics
Japan
! Honda
Europe
! Arsenal Research Vienna
! Continental
! ZF Sachs
! Racing (Kers)
China
! Harbin University
! Harbin Institute of Technology
! Jing-Jin Electric
Battery Simulator
Battery Tester
Vehicle
Test Bed
Transm.
Test Bed
Powertrain
Test Bed
Engine
Test Bed
Fuel Cell
Test Bed
E-Motor
Test Bed
Battery
Test Bed
AVL InMotion
TM
powered by CarMaker
TM
Upgrade Packages for Hybrid Testing
Upgrade Packages for Hybrid Testing
at Engine and Powertrain Test Beds
Package 2: Battery simulation and electric
measurements
- AVL Battery Simulator
- Interface to Power Analyzer
Package 3: Fully hybrid vehicle simulation
and control units integration
- AVL InMotion
- AVL Electronics Pallet
Package 1: Start/Stop capability
- Software application with PUMA Open
- Test bed clutch
- Test bed gearbox
Package 1:
Test Bed Modification on mechanical Assembly for Engine only
Existing situation
Engine
pallet
Load
unit
Movement of dyno and pallet
docking station to increase
the intermediate distance
Insertion of a remotely
actuated clutch
Package 2:
Test Bed Configuration Hybrid Engine only
HV-DC
Load
Unit
IC-Engine
E-Motor
Power
distribution
unit
HV-DC
Power
distribution
unit
Clutch
Load
Unit
Clutch
E-Motor
IC-Engine
Battery
Simulator
MILD Hybrid
Configuration
MICRO Hybrid
Configuration
Battery
Simulator
AVL InMotion
TM
powered by CarMaker
TM AVL Highly Dynamic Testbed
Vehicle Tire Trailer Digitalized Road Driver Traffic
Package 3: Virtual Vehicle Environment
Office
Offline
Lab
HIL
Testbed
HIL
Road
HIL
References for Hybrid Testing Solutions (Excerpt)
Industrial:
! Magna Canada
! PSA France
! VPT France
! VTEC Sweden
! Tubitak Turkey
! FAW China
! Honda Japan
! Toyota Japan
! Continental Germany
! General Motors USA
Research:
! Arsenal Research Vienna Austria
! University Karlsruhe Germany
! University of Michigan - USA
Motor Sports:
! Formula 1 KERS (4 Teams - Confidential)
REFERENCE INSTALLATIONS
HYBRID & BATTERY TESTING TECHNOLOGY
ARSENAL RESEARCH, AUSTRIA
Configuration: 1 x E-Motor test bed
Application: realtime simulation of hybrid
vehicle for maneuver based
testing of E-Motor with control
units
ARSENAL RESEARCH, AUSTRIA
Motor
Control Unit
Battery
Control Unit
Transmission
Control Unit
Engine
Control Unit
Engine
Transmission
Differential
Axles
Tires
Chassis Driver
Road
Traffic
CAN-Bus
Realtime Simulation Models of:
Hybrid Development Platform
Power Module Battery
Simulator
Dyno
Electric
Motor
UNIVERSITY OF MICHIGAN, USA
Configuration: 1 x Engine test bed
Application: realtime simulation of
conventional and hybrid
powertrain
BMW, GM
PUMA Open Interface to Yokogawa Power
Analyzer WT3000 / WT1600
Power Analyzer
Ethernet
PUMA Open Hardware
Interface Card
Driver Software
Power Analyzer
Integration Device
Handler
Device
Framework
PUMA Open Software
Device Handler BSQ etc.
UNIVERSITY KARLSRUHE, GERMANY
Configuration: 1 x Powertrain test bed
1 x Transmission test bed
1 x Chassis dyno test bed
Application: realtime simulation of hybrid
vehicle for maneuver based testing
of powertrain and transmission with
simulated traffic
Chassis Dyno
Control
AVL InMotion
Simulation Platform
Chassis Dyno Control
Control and Monitoring
AVL InMotion RT Node
Model Execution, I/O Interface
Powertrain-CAN
TCP/IP
AVL InMotion Workstation
Model Editor, Data Logging,
Visualization, Simulation Test Runs
Analog
Dyno Dyno
CONTINENTAL, GERMANY
Configuration: E-Motor test beds
Application: functional and durability testing of
electric motors
BOSCH, GERMANY
Configuration: Battery test beds
Application: R&D Testbed for development and
verification of Lithium-Ion battery
packs
TV certified
Battery
Tester
Climatic
Chamber
Battery
Fail Safe-
PLC
TB213/214
T
e
m
p
e
r
a
t
u
r
e
C
o
n
t
r
o
l
STOP
V
o
l
t
a
g
e
,

C
u
r
r
e
n
t
Inert
Gas
ALARM
Dilution
Inertization
Air
Exhaust
System
Flap
600V, 300A
90kW max.
Error
E
r
r
o
r
Gas !
Smoke, Fire !
in Climatic Chamber
TOYOTA, JAPAN
Configuration: Powertrain test beds
Application: realtime simulation of battery for
maneuver based testing of
powertrain and hybrid control
unit
HONDA, JAPAN
Configuration: Powertrain test beds
Application: realtime simulation of battery for
maneuver based testing of
powertrain and hybrid control
unit
AVL TECHCENTER, GRAZ
powertrain for maneuver
based testing of engine and
engine control unit
UNIVERSITY DARMSTADT, GERMANY
powertrain for maneuver
based testing of engine,
electric motor and control units
VOLVO TECHNOLOGY, SWEDEN
Configuration: 1 x Powertrain test bed
Application: realtime simulation of vehicle
and battery for maneuver based
testing of powertrain and vehicle
control units of trucks and
busses

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Hybrid Electric Vehicle powertrain development

The impact on processes, methods and testing systems

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