China Infineon Symposium September, 2010€¦ · Patrick Leteinturier, Senior Principal Powertrain Systems HEV & EV system solutions China Infineon Symposium September, 2010

Patrick Leteinturier,

Senior Principal Powertrain Systems

HEV & EV system solutionsChina Infineon Symposium

September, 2010

Copyright © Infineon Technologies 2010. All rights reserved.06.09.2010 Page 2

Presentation Outline

HEV and EV market trends

HEV & EV architectures

Motor drive

Battery Management

DC/DC and Charger

Safety Integrity

Summary / Concluding remarks


Electric Traction Vehicle Growth Trend

2020

Trends

• Highly pushed by market demands and government incentives

• Success heavily depends on fuel prices and battery costs

• 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- …

Production of Electric Vehicles by Type

Millions of Units

0,6 1,0 1,2 1,4 1,8 2,1 2,7 4,0

5,8 7,3

2,4

1,1

0,8 0,5

1,7

2,3

1,5

0,4 0,7

1,1

-

2,0

4,0

6,0

8,0

10,0

12,0

14,0

2008 2009 2010 2011 2012 2013 2014 2016 2018 2020

EVs

PHEVs

HEVs

Production of Electric Vehicles

Millions of Units

-

5,0

10,0

15,0

20,0

25,0

30,0

2008 2014 2020

Baseline

Moderate

Optimistic

Source: IMS Research, Nov-09


CO2 Efficiency

• What is the reference use case? • Use a standard NEDC / FTP

• Use an other reference that the emission

cycle

• 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

What to compare?

820s 1220s

40

60

80

100

120

km/h

20

80

100

120

40

60

80

100

120

20

Urban

"ECE"

extra-urban

"EUDC"

A < 60

B 60 to 95

E 130 to 160

C 95 to 110

D 110 to 130

F 160 to 200

G > 200

gCO2/km


Power and Energy consumption

• 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)

Power and Energy

Mass

Rolling

Aerodynamic





Motor drive

Battery Management

DC/DC and Charger

Safety Integrity



Parallel Hybrid

Transmission

20 kW

Inverter

HV Bat. DC/DCBat.Mgn

12V board netLV Bat.

2 kWh

DC/DC

Motor

Engine

The vehicle electrification: a wide range of architectures

Parallel Hybrid - Dual Clutch

20 kWTra

nsm

issio

n

Inverter

HV Bat. DC/DCBat.Mgn

12V board netLV Bat.

2 kWh

DC/DC

Motor

Engine Serial Hybrid

Trans.

12V board net

LV Bat.

30 kW 50 kW

2 kWh

Engine

Motor

Bat.Mgn

Gene

Inv-1 Inv-2

DC/DC

HV Bat. Serial - Parallel Hybrid

Trans.

12V board net

LV Bat.

30 kW 50 kW

2 kWh

Engine

Motor

Bat.Mgn

Gene

Inv-1 Inv-2

DC/DC

HV Bat. Power Split Hybrid

Trans.

1,3 kWh

Engine

30 kW

50 kW

HV Bat. DC/DC12V board net

LV Bat. DC/DCBat.Mgn

Motor

Generator

Inverter

Inverter

Two Mode Hybrid

2 kWh

30 kWHV Bat. DC/DC12V board net

LV Bat. DC/DCBat.Mgn

Inver.

T

Engine

Mot1

Inver.

Mot2

55-100 kW 55-100 kW

Axial split Hybrid

Transmission

Trans.

2 kWh

Moto

r

Inv.Bat.Mgn

HV Bat.

27 kW

12V board net

En

gin

e LV Bat.

Invert

er

Sta

rter-

Genera

tor

• 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

• …

Functions

Challenges


PHEV, EREV and EV

Trans.

HV Bat. Bat.Mgn

ChargerAC/DC

Infra-structure

12V board net

DC/DC LV Bat.

Gene

Inv-1

range extender20 kW 50 kW

12 kWh

3 to 10 kW

Motor/Gene.

Trans.HV Bat. Bat.Mgn In

v.

ChargerAC/DC

Infra-structure

12V board net

DC/DC LV Bat.

HVAccessories

DC/D

C

50 kW25 kWh

3, 10, 30 kW

• 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.

• 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)…

Engine

1

2

1 PHEV and EREV

2 EV Electric Vehicle

HVAccessories

Motor

Inv-2


E-Mobility -> total new vehicle architecture

ChargerAC/DC

Infra-structure

DC/DC

LV Bat.

HVAccessories

DC/D

C

Inv.

HV Bat. Bat.Mgn

Trans.

Moto

r/G

ene.





Motor drive

Battery Management

DC/DC and Charger

Safety Integrity



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 integratedinsulation

A

A

B

B C

C N

S

0

V+

A+ B+ C+

B

A

C

A0 B0 C0 Ia

IcIb

Va

VcVb

V1 V2

Motor Position

Motor Temperature

Motor Voltages & Currents


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


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

100

200

300

400

500

0 1 2 3 4 5

Cu

rren

t (A

)

Voltage (V)

Si-MOSFET

Potential of the CoolMOSTechnology

SiCxFET

Si- IGBT(low loss)

SiC IGBT

Design criteria for system cost

Design criteria for efficiency


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)


Mapping to componentsIFX possible product offering

IGBTHS

P & T°Receive

MotorPosition

MotorTemperature

V, I, T°Signal Acqui.,Cond. & Trans.

Low Voltage High Voltage

A

A

B

B C

C N

S

Dri

ver

Ctr

IGBTLS

PS + Safing log.Guardian

Tra

nsceiv

er

Sense

Control Board Driver Board Power Module

µC

Checker





Motor drive

Battery Management

DC/DC and Charger

Safety Integrity



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

Lo

ad

ba

lan

ce

Battery

Mangement

0

200

400

600

800

1000

1200

2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020

Euro/kWh

25kWh Battery


Plant Protection

• 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

• Solutions• Use the inverter with IGBTs

• Use relays

• Use fuses

• Challenges• Detection and Reaction time

• High Voltage and high current

• The Captive and Inductive load

Turn on & off

A

A

B

B C

C N

S

Battery

Sw

itch

DC lin

k

Inverter Motor


Main switch needs more than relays

• Objective• Reduce the function cost by using an

inexpensive relay

• Provide diagnosis capability

• Limit the current at turn on

• Robust turn off

• 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

• Turn Off• Turn on the IGBT 2, Turn off the S-Relay

• Turn off the IGBT 2, Turn off Twin Relay

Smart Safe Switch

PTC1 J201

Control

from

µC

Rel 1

Vbatt – 10V

Power Out

(Motor)

Power In

(Battery)

Q1

IGP50N60T

S1

TLE4906

Hall Switch

OC1

1 2

Sequence

Control

Circuit

Q2

IKW75

N60

3

4

Fuse

Tw

in r

ela

y

Load

Batt

ery

S-Relay

S-Relay


• 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)

Li-ion Battery

Battery management Efficiency –Extended battery life time and driving range

Overcharge

Undercharge


Discharging of older 2.3Ah A123 cells with 1.8Aupper: no Balancing lower: active Balancing

Upper: 46min / Lower: 54 min Benefit: 17.3%

2,00

2,10

2,20

2,30

2,40

2,50

2,60

2,70

2,80

2,90

3,00

3,10

3,20

3,30

3,40

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

2,00

2,10

2,20

2,30

2,40

2,50

2,60

2,70

2,80

2,90

3,00

3,10

3,20

3,30

3,40

3,50

3,60

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


Battery Management Partitioning –cost efficient solution to address lifetime and safety requirements

Infineon has developed CSC “Cell Supervision Circuit” doing activecell balancing and monitoring.

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

CSC performs Top Balancing, Bottom Balancing and Inter-Block Balancing

CSC balances up to 12 cellsOne CSC is used per blockA battery has 10 – 20 Blocks

CSC supports ASIL requirements

CSC: Cell Supervision Circuit

Block -

Block +

S2

SP1

Stack +

Stack -

SP2

Block -

Block +

S3

SP1

SP2

TOP Balancing Inter Block





Motor drive

Battery Management

DC/DC and Charger

Safety Integrity



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

Rect

Driver Logic

Diagnosis/MonitoringAuthentication/Billing

PowernetComm

CarComm

AC/DC

L1

L2

L3

N

HV+

HV-Filter PFC DC/DC

CANH

CANL

DC/DC 12V/100W

KL15

KL30

KL31


Different topologies are possible –Charger is a non differentiating product

o Input:

Input current: 16A per phase

Input voltage: either 110V or 230V, 50Hz-60Hz

3kW-11kW

o Output:

3kW – 11kW

250V – 450V

o Mechanical constraints

3kW converter -> 3l, 5kg

20kW converter -> <8l, 12kg

Water or aircooling, sealed housing, IP67

o Efficiency: >94%

o Power Factor: 0,98@120V,0,99@230V

Bridgerectifier

PFC stage

DCDC converter

ubattery

n : 1

uAC

ihighi1

i2

D11S11

D21S21

iL1

iClow

iChigh

D12S12

D22S22

D13S13

D23S23

L2

L3ilow

uhigh Chigh

ulow

iL2

iL3

Clow

L1

K

Multi-Phase 2-Quadrant Converter without galvanic Insulation

DC/DC withZero voltage switching

Example of charger


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 ...


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

GPS

RF

Baseband

Source: E.ON Energie

Source: GoGreenSolar.com





Motor drive

Battery Management

DC/DC and Charger

Safety Integrity


Copyright © Infineon Technologies 2010. All rights reserved.06.09.2010 Page 29Page 29

E-Mobility ArchitectureImplementation of Safety and Diagnosis

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

HV-LVDC/DC

LVBat

ChargerAC/DC

HV Accessories

HPDC/DC

Inv.

ASIL-D

ASIL-D

ASIL-D

ASIL-C

QM

HVBat

Bat.Mgmt.E

-Moto

r

Copyright © Infineon Technologies 2010. All rights reserved.06.09.2010 Page 30Page 30

Safety integrity level

IEC 61508

ISO 26262

Durability

Availability

Reliability

Cost

Severity

Exposure

Controllability

Safety compliance

Tricore based ASILDsafety core available

µC solutions

Redundant

Diverse

I/O checker

Gate Drivers

Diagnostics

Dead time ctr.

Emergency stop

IGBT, Diodes

Sensors

Current, Voltage

Position, T°

Power supply

Safing log.

Monitoring

DependabilityArchitecture

Solutions

Dependable

Power

Dependable

Communication

& interconnect

Dependable

actuation

Dependable

Computation

Dependable

sensing





Motor drive

Battery Management

DC/DC and Charger

Safety Integrity



Summary

Thank you!

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

Documents

China Infineon Symposium September, 2010€¦ · Patrick Leteinturier, Senior Principal Powertrain Systems HEV & EV system solutions China Infineon Symposium September, 2010