cell-integrated bms

Transcription

cell-integrated bms

CELL-INTEGRATED BMS
for EV & Renewables
Power Sources Conference, Herzelia, May 2013
AGENDA
I.
INTRODUCTION
I.
> Technology comparison
II.
BatteryMan’s BMS
> Cell-integrated topology
> Power Line Communication
IV. BENEFITS
INTRODUCTION
> Market drivers
II.
OBRIST’s HyperHybrid
> HICE
> Li-Ion Battery Pack
> E-Drive
> Thermal Management
V. APPLICATIONS…
©
PROBLEM | UNBALANCED CELLS
©
Production
tolerance
Operation
mode
Temperature
distribution
in stack
Uneven
aging
BMS PRINCIPLE
BMS OBJECTIVES
Protection from abuse
Enhancing battery life
Control charge/ discharge
Maintain battery in application-specified state
BMS FUNCTIONS
Retrieve data on cell-level (U, T, I, Z, SoH, SoH)
Data logging for cycle analysis + load strategy optimization
Controlled charging/discharging
Cell-balancing/ Pack balancing
Emergency load shut-off
Keep battery in designated operation conditions
Monitoring in standby-mode
©
…
BENCHMARK | Conventional BMS topologies
STAR TOPOLOGY (Master/ Slave)
Cells equipped with temperature sensors and
connections to measure the voltage
Multiple cells (module) connected to one slave
Various slaves connected to one master
Source: Woodbank Communications Ltd
©
BENCHMARK | Conventional BMS topologies
RING TOPOLOGY (Daisy Chain)
Slave PCB connected to each cell
Communication transceiver for data
transmission and receipt
Three wire data bus for master/slaves
connection
Source: Woodbank Communications Ltd
©
REAL-LIFE BMS | Complex Wiring & Periphery
©
Source: GreenMicrotech.net
Source: WatchMojo.com, Bluecar EV pack
Source: BRUSA, 16kWh 400V with fix12cell-module platines
Source: Bundesverband IT-Sicherheit e.V.
Source: EV Power, Australia
Source: Hella & Bender
BENCHMARK | Summary Of Classical BMS
Archive BatteyMan Technology GmbH.
©
Source: GreenMicrotech.net
Source: PickeringTest.net
Some say, a BMS is a highly
sophisticated and complex system…
Some say,
… we
a BMS
don’t.
is a highly
sophisticated and complex system…
Plus
We take the direct line.
Minus
DC Power Line
BatteryMan Route Map
BATTERY CELL MANAGER INSIDE
BMS INNOVATION | Cell-integrated BMS
„The BatteryMan BMS avoids all datawiring, connectors, sense calibration
work and significantly simplifies the
integration process resulting in
scalable storage modules for all
battery applications.”
© BatteryMan
BENCHMARK | Now what would you prefer?
conventional
Star topology
conventional
Ring topology
topology
S
S
S
S
S
S
M
-
+
1 central Master
5 starform slaves
Starform cabling
©
M
-
+
1 Master
20 Slaves
Cable circuit
Cell-integrated sensors
Power line communication
No cabling on periphery
Highest flexibility
CELL-INTEGRATION | BMS Uses DC Power Line
Local Monitor Unit
Power line communication
LMU per cell measures T, U, SN
Local Monitor Unit (LMU) measures and monitors
U_cell, T_cell
Localization by Serial Number on LMU-MCU
Data transmission over DC power line to master Battery
Control Unit (BCU) via current modulation technique in 24Bit
Code
V
X
Monitoring in
standby mode
CAN, USB,
RS232, RS485…
 Microcontroller connects additional load for µs
 Decrease of load current
 Pulses extracted from DC power line
BCU with digital signal processing (DSP)
PLC & BMS Cell-Integration
DC/AC Inverter
DC
AC
M
©
E-motor
Most cost-effective PLUG & PLAY solution
CELL-BALANCING
By-passing
over shunt
Exceeding voltage
©
CELL-BALANCING
©
NOISE IMMUNITY | DSP
LMU Signal output
Cell Voltage under load
©
REAL-TIME EVENT-DRIVEN UPDATES
Discharge Rate Characteristics
Individual
Trigger
Points
(LiFeP04 3,2V 10Ah, Type 1865130 by Xinchi)
3,6
3 COMMUNICATION LEVELS
1C
5C
10C
3,4
Frequent Updates according relevance
II.
Real-time event driven updates
(redundant zone entry signals, 3-zone
priorizing)
III. Synchronous Measurement of all cells at
tx at individually set trigger points for
crititcal stages
3,2
Voltage(V)
I.
3,0
2,8
2,6
2,4
2,2
2,0
0%
20%
40%
60%
Discharge Rate(%)
Event: „Zone Entry“
©
80%
100%
Frequent Updates
REAL-TIME EVENT-DRIVEN UPDATES
3 COMMUNICATION LEVELS
I.
Frequent Updates according relevance
II.
Real-time event driven updates
(redundant zone entry signals, 3-zone
priorizing)
Voltage
Sensor signal
III. Synchronous Measurement of all cells at
tx at individually set trigger points for
crititcal stages
Events:
„Zone Entry“
©
Individual
Trigger
Points possible
REAL-TIME UPDATES
Charging
& Balancing
3,3V
©
Balancing
3,0V
Balancing
3,24V
Balancing
3,24V
Balancing
3,24V
Charging
No
charging
Charging
Load
PLUG & PLAY | Fastest Pack Design
SMART CELLS
| Cell-integrated BMS for modular composition
SCALABLE
| Easy upscaling & individual design (Plug & Play)
UNIVERSAL
| 1 BMS for all chemistries, forms, sizes and interfaces
FLEXIBLE
| Avoids data lines, connectors, BMS design, installation of
sensors and cabling for modifications + variations
LOWEST-COST | Enables adequate battery dimensioning with smart cell
©
CELL-INTEGRATION | The Cost Saver
MATERIAL
SAVING
COST
REDUCTION
©
BMS MARKET | Application Fields
EV, HEV, PHEV
Electric Bikes (two-wheelers)
Forklift Trucks
Medical Devices
Robots/ Automation
ESS for Renewables
Off-Grid ESS
Prototyping
©
Source: BatteryMan archive
Continuous Progression
3rd generation BCU master board with DSP processor for optimized noise filtering, with
standard USB and RS485 plus optional CAN interface.
ESS Energy Storage System| Module 2,5 kWh
Ready to install packs with isolated MC4 connectors, for households and industry
Plug&Play Energy Storage System (ESS)
First BMS using power line communication for cell data monitoring!
Container ESS
Ready-to-operate and stand-alone Energy Storage System for solar and wind power
“Smart Solar Manager” | Off-grid system
48V Solar battery pack as off-grid ESS
Including PV string monitoring and energy management for solar towers
APPLICATION: EV Li-Ion Battery Pack
OBRIST Powertrain Pack
©
Capacity
10.1 kWh
Voltage nominal
Output
360 V (250V-420V)
100 kW (peak 150 kW)
Number of cells
1400
C-rate discharge
10 C (15 C – peak)
C-rate charge
10 C (15 C – peak)
Weight w/o fluids
84 kg
Customized product development
LMU adoptions for powerline communication for customer-specific product
developement.
AGENDA
I.
INTRODUCTION
I.
> Technology comparison
II.
BatteryMan’s BMS
> Cell-integrated topology
> Power Line Communication
IV. BENEFITS
INTRODUCTION
> Market drivers
II.
OBRIST’s HyperHybrid
> HICE
> Li-Ion Battery Pack
> E-Drive
> Thermal Management
V. APPLICATIONS…
©
Customized Battery Adaptation
 BMS
 Thermal management
 Packaging interface
 Durability tests
©
Hybrid Controller Development
Driving of HyperHybrid System:
 Acceleration
 Deceleration
 Charging
 Discharging
 Constant drive
 Hybrid controller settings and
algorithms adaptation
©
Market Drivers
 Legislation
 High Fuel prices
 Peak oil
 Social
 Reduce carbon
footprint
 City EV
CO2 emission
[ g/km ]
Gasoline
[ l / 100km ]
220
9,3
EU (NEDC)
Expected for 2025
US (CAFE)
Japan (10-15 Mode)
US
200
180
Japan
8,4
7,6
160
140
6,7
EU
5,9
120g/km (FE: 130g/km, complimentary: -10g/km
120
5,0
100
4,2
80
3,3
60
2008
2010
2012
2014
2016
2018
2020
2022
2024
2026
2,5
2028
Year [ - ]
©
HyperHybrid (HH)
Innovative serial plug in hybrid (PHEV) powertrain
I. Development of an ultra-compact & high
efficient internal combustion engine
III. High-performance E-drive
II. Optimized high power Li-Ion battery
IV. Smart Thermal Management
Lowest cost | Best fuel efficiency | +1000km driving range
©
HyperHybrid Powertrain
Charger
Downsized
Li-Ion battery
©
Combustion Engine (HICE)
with generator and inverter
Motor with
energy recovery
Power
Electronics
I. Innovative HICE
For Serial Hybrid and REX
 Highly compact 1098cc 2 cylinder 4 stroke engine with generator
 Power: 40kW generator @ 400V (or 60kW @ 600V)
 Noise: Twin crankshaft for total mass balancing
HICE
 Efficiency: Spec. fuel consumption 215g/kWh (test result)
 Fuel: unleaded, ethanol, LNG, CNG
 Thermal management: Heat storage
 Operation: Full load condition
 Weight: 76kg with generator
510
 Mounting position: any
215
©
590
Li-Ion Low Cost Battery System
OBRIST Powertrain Pack
Capacity
10.1 kWh
Voltage nominal
Output
360 V (250V-420V)
100 kW (peak 150 kW)
Number of cells
1400
C-rate discharge
10 C (15 C – peak)
C-rate charge
10 C (15 C – peak)
Weight w/o fluids
84 kg
A „C“ discharge rate of 10 means that an 8 kWh battery can be discharged with 10 times 8 kW hence 80kW c
©
Li-Ion Low Cost Battery System
HV Li-Ion Battery Key Target Data
Modular high power battery system with 10-17kWh (400V)
High power cylindrical 18650 cells; 8,5C discharge (15 C peak)
Liquid cooling for homogenous temperature (max ΔT = 2-3 K)
Regular 20% DOD during operation
L x W x H: 589 x 312 x 320mm
Few mounting restrictions
Innovative internal cell fixation system
Compact system, Plug-In chargeable
External interface for cooling and heating
Variable design options
High power and high energy application applicable
Integrated BMS with PLC, no wiring for modularity
©
* PM hybrid technology:
252mm
twin motor design with 2x60kW (peak)
continuous power 2x40kW
weight approx. 101kg
PM e-motor with hybrid technology *
inverter with torque vectoring left/right
2 integrated sets of gear wheels
2 integrated inverters left/right
2 coolant loops left/right
386mm








Ø 220mm
Key Data Twin Electrical Motor
809mm
 rotor with embedded permanent magnets
 hybrid technology generates reluctance at failure mode
 with hybrid technology save e-motor operation
©
Battery Thermal Management
CFD Results
Surface Temperature:
Average tap surface temperature spread
below 2K over the whole battery pack
Coolant Temperature:
Average coolant temperature increase
below 1,5K over the whole battery pack
©
Innovative Thermal Management
Innovative “HICE” insulation
 use of the HICE as a “Energy Storage Unit”
 improved compartment heating
 emission reduced warm start up
Battery insulation system
 minimization of energy demand for thermal management
 extension of battery operating range (Hot and cold application)
 optimization of battery lifetime
simplified cooling architecture for high and mid temperature loops
Interior thermal management
 more effective heating and cooling system to maximize mileage
©
Thermal- and Noise Insulation
Customized vibration
absorbers
Customized thermal and
noise insulation
©
Customized System Structure
Charger
r1
INV_M1
Electric motor
INV_HICE
ECU
BMS/ISO
PDU
CAN 500kB/s (10ms)
Screen
HVAC
CAN 500kB/s (100ms)
Hyperhybrid
Controller
a
ESP / ABS
CAN 500kB/s (1ms)
a
T
r2
Power Train Bus System
Vehicle Safety Bus System
Vehicle Bus System
©
System Efficiency @ Constant Speed 60kph
Gasoline
82,85g/kWh
*1
HyperHybrid Gasoline
h=41%
h=81%
279g/kWh
*3
h=33
*5
73gCO2/km
*4
*2
257gCO2/kWh
Gasoline
Prius Gasoline
h=31%
h=93%
82,85g/kWh
290g/kWh
h=19
75g CO2/km
257gCO2/kWh
Combustion Diesel
Diesel
h=20%
79,29g/kWh
h=93%
430g/kWh
h=19
113g CO2/km
250gCO2/kWh
Legend:
*1 Specific calorific value
*2 Specific CO2 emission per kWh
*3 Specific fuel consumption
*4 CO2 emissions per km
©
C-Max Energi
@ NAIAS, Detroit
©
eFWD
HICE
40kW
Battery
11kWh
Electric front drive (85kW)
©
Controller
eFWD
HICE
40kW
Battery
11kWh
Electric front drive (85kW)
©
Controller
eAWD
All components are mounted to
a car specific frame which uses
the existing mounting points
©
eAWD | Alternative configuration
©
eAWD | Alternative configuration (Underfloor)
©
eAWD | 340kW
E-Torque vectoring
for all wheels
HyperHybrid power controller
with charger and DC/DC
©
Twin electrical front and rear
motor (4x85kW)
Battery
17kWh
HICE
60kW
And when will we supply you ?
We are looking forward to your projects !

cell-integrated bms

Transcription

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