CIRCE Building / Ebro River Campus / Mariano Esquillor Gómez, 15 / 50018 ZARAGOZA
Tfno. (+34) 976 761 863 / Fax (+34) 976 732 078 / web: www.fcirce.es / email: [email protected]
Project Victoria
HEV TCP Task 26 Workshop, Versailles-Satory, 25 April 2017
Contents
HEV TCP Task 26 Workshop, Versailles-Satory25/04/2017 2
1. The project VICTORIA
2. System Design (Coils, Resonant circuit, Shielding)
3. Experimental results (static and dynamic charging)
4. Conclusions
1. The project VICTORIA
25/04/2017 HEV TCP Task 26 Workshop, Versailles-Satory
Vehicle Initiative Consortium for Transport Operation and
Road Inductive Applications
The project VICTORIA
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Site B : Conductive Fast charging
Site A : VICTORIA LANE Inductive charging
z National Spanish Project
z Budget: 3.7 million €
z Location: Malaga City(southern Spain)
The project VICTORIA
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Objective:
z Inductive charging for urban bus
Project partners:
z Utility Endesa Distribución S.A. (Lead)z Malaga city councilz CIRCEz other companies
Developments
z CIRCE:o Conductive 50 kW CHAdeMOo Inductive 50 kW (Static, Stationary, Dynamic)
z Others:o Self guided bus
Static/Stationary inductive charging
Static/Stationary inductive charging
100 m Dynamic inductive charging
The project VICTORIA
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VICTORIA and FABRIC
z In September 2016 VICTORIA test site was added to FABRIC project
z Additional tests (laboratory and on-site) were agreed in order to extend experience for FABRIC
The project VICTORIA
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The electric bus is equipped with a triple recharge system:z Overnight full recharge in a conductive mode at the garage
z Partial recharge at bus stops
z Partial recharge in a dynamic inductive charging lane
Benefits of partial inductive recharging:z Twofold autonomy increase of the electric bus
z Reduction of Battery size (volume and weight)
VICTORIA Concept:
The project VICTORIA
HEV TCP Task 26 Workshop, Versailles-Satory25/04/2017 8
What makes VICTORIA different?
z Receiver coil longer than emitter coil: improved shielding and longer charging power pulses
z Identical coils for dynamic and static charging (any dynamic systems serves for static charging)
z System design with high efficiency under misaligned conditions
z Naturally secure system design which tolerates large misalignments even assuming control failure
The project VICTORIA
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The Bus
z Gulliver U520 ESP/LR
z 5.3 m length
z 100% electric
z Self-guided control to assure proper speed/ misalignment
z Adapted for conductive and inductive charging
The project VICTORIA
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The Bus
Testing at CIRCE’s facilities (Zaragoza)
Testing at test site (Málaga)
2. System Design
Test site, Coils, Resonant circuit, Shielding
25/04/2017 HEV TCP Task 26 Workshop, Versailles-Satory
System Design – Test Site
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VICTORIA Concept:
Static charge (15 min): at initial bus stopStatic on route charge (30 s): at initial and final bus stopDynamic charge: 8 coils separated 12.5 m
System Design – Test Site
HEV TCP Task 26 Workshop, Versailles-Satory25/04/2017 13
VICTORIA Concept:
z 2 distribution substations
z 2 static inductive chargers
z 70-500 VDC bus for dynamic inductive
z 1 cabinet for each 2 dynamic coils
z 20 kW/20 kWh Li-ion battery pack
System Design – Coils
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Primary coil (ground, emitter)
Secondary coil (vehicle, receiver)
Airgap : 0.15 mDC bus Voltage: 650 V
Battery current: 150 ABattery voltage: 285 - 400 V
Charging Power: 50 kWWPT Frequency: 23.8 kHz
Emitter coil: 0.6 x 0.8 m
Receiver coil: 0.6 x 2.5 m
Design parameters:
0.6 m
0.8 m
2.5 m
Main feature: Receiver coil longer than emitter coil
Æ Shielding and charging properties are improved
System Design – Resonant Circuit
HEV TCP Task 26 Workshop, Versailles-Satory25/04/2017 15
Main feature: Secure design without control
Æ Robust system under high misalignment conditions
-100 -80 -60 -40 -20 0 20 40 60 80 1000
0.5
1
1.5
2
2.5
3
3.5
4
4.5
5
misalignment [%]
I1/I1
rate
d
PSPPSPSS
Classical designs CIRCE’s SPS design vs. SS (blue) and PS (red)
Absorbed current vs. Misalignment
Absorbed current
Battery voltage
Battery current
System Design – Resonant Circuit
HEV TCP Task 26 Workshop, Versailles-Satory25/04/2017 16
WPT
inductances
L
[PH]
Vn
[V]
Vmax
[V]
In
[A]
Imax
[A]
L1 6.4 570 1200 830 1250
L2 70 1500 1600 150 160
M 2.84
Filter coil L3 130 1300 1800 95 105
Optimal SPS WPT design:
Resonance
capacitors
C
[PF]
Vn
[V]
Vmax
[V]
In
[A]
Imax
[A]
C1 0.34 1800 2100 95 105
C2 0.66 1500 1600 150 160
C3 6.5 570 1200 760 1150
Coils
N1 2 turns of 300 mm2
N2 4 turns of 45 mm2
System Design – Resonant Circuit
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Integrated SPS WPT system:
Ground side AC/DC/DC/ACVehicle side AC/DC
Ground side Vehicle side
System Design – Resonant Circuit
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Grid-side AC/DC inverter:z NPC three-level Æ Low THD full control of power factor
DC/DC buck converter:z Power control according to demand from vehicle
DC/AC Inverter (H bridge):z Feeds ground coil with HF square wave (approx. 20-25 kHz)
STATIC Charging Arrangement
System Design – Resonant Circuit
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DYNAMIC Charging Arrangement
DC bus: Fed by the static cabinetDC/AC Inverter (H bridge): Each cabinet feeds 2 coils (activation of each coil along the
lane is made by the bus through communication))
H Bridge + filter coil L3 and resonance cap. C1 Resonance cap. C3
Primary Coil L1
System Design – Resonant Circuit
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ON-BOARD Charging Arrangement
Protection switch (transistor)
Simple diode rectifier and LC filter:z Power control from ground side
Protection switch at secondary side:z Secondary side is current source Æ
possible over-voltage in open circuit
z If battery disconnects (BMS emergency routine), secondary side must be protected
z BMS “open” signal is used to close protection switch (short-circuit secondary WPT coil)
System Design – Shielding
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z ICNIRP 2010: maximum 27 µT at 25 kHz (dark red in the pictures)
z Suitable aluminium-ferrite combination has been designed
z The primary coil is always covered by the vehicle during the charging process
Magnetic field distribution: Front view
Magnetic field distribution: Lateral view Magnetic field distribution: Plant view
System Design – Shielding
HEV TCP Task 26 Workshop, Versailles-Satory25/04/2017 22
Ground side coil �
The central whole is for the column of concrete that supports the whole structure
Ferrite plate Aluminium box
Vehicle side coil �
Two long pieces of ferrite along the entire length of the coilThe bottom of the vehicle is covered by an aluminium plate
Ferrite plate Aluminium plate
System Design – Shielding
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z Saturation must be avoided for effective field orientation
z Disposition, size and thickness of the ferrites must be chosen accordingly
z Saturation limit of employed material: 450 mT
Saturation of ferrites
z Figure shows magnetic field inside ferrites
z Maximum field is below 250 mT
3. Experimental results
25/04/2017 HEV TCP Task 26 Workshop, Versailles-Satory
102 1040
0.5
1Fundamental (50Hz) Is= 98.9 A THDtot=1.11%
Frequency (Hz)
|Y(f)
| [%
]
Tek0001Tek0002Tek0003Tek0004Tek0005
Experimental Results – Test site
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z 10 pits for WPT coils
z No drain Æ rain water accumulates, if not hermetically covered
z Final cover is water-proof
Coil installation
Experimental Results – Test site
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Coil installation – Road side (Emitter)
Experimental Results – Test site
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Coil installation – On-board (Receiver)
z Mounting of on-board coil with aluminium plate
Experimental Results – Test site
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z Road-side equipment: buildings, power-electronic cabinets and the energy storage system (BYD Li-Ion battery)
Power electronic equipment
Bus stop A: distribution substation and housing for insulation transformer, grid-tied converter and energy storage system.
Road side buildings
Bus stop B, housing for transformer and converter
Experimental Results – Test site
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z Road-side equipment: buildings, power-electronic cabinets and the energy storage system (BYD Li-Ion battery)
Power electronic equipment
Dynamic HF converter(4 cabinets along the road)
BYD Li-Ion batteryGrid-tied converter (2 units in total)
Experimental Results – Test site
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z On-board equipment: batteries and power electronic devices (rectifier, BMS, etc.)
Power electronic equipment
Li-Ion batteries
Battery activation and CHAdeMO control
Rectifier
Experimental Results – Static
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z Harmonic distortion at grid connection point
Static charging results
Grid voltage and currents under nominal conditions (50 kW charging).
0 0.05 0.1 0.15 0.2-400
-200
0
200
400
Grid
Vol
tage
(V)
Time (s)
Test 1
0 0.05 0.1 0.15 0.2-200
-100
0
100
200
Grid
Cur
rent
(A)
VGrid IR IS IT
Experimental Results – Static
HEV TCP Task 26 Workshop, Versailles-Satory25/04/2017 32
z THD < 2% Æ far below current requirements
Static charging results
102 1040
0.5
1
Frequency (Hz)
|Y(f)
| [%
]
Tek0001Tek0002Tek0003Tek0004Tek0005
102 1040
0.5
1
Frequency (Hz)
|Y(f)
| [%
]
Tek0001Tek0002Tek0003Tek0004Tek0005
VariableTHD (%)
2 kHzTHD (%)150 kHz
Voltage 1.30 1.31
Current (R) 1.19 1.24
Current (S) 1.27 1.31
Current (T) 1.26 1.30
Voltage Spectrum
Current Spectrum
Supra-Harmonics: 2-150 kHz(future norm IEC SC77A)
Experimental Results – Static
HEV TCP Task 26 Workshop, Versailles-Satory25/04/2017 33
Static charging results
Definition of positions between coils for static and dynamic tests.
Experimental Results – Static
HEV TCP Task 26 Workshop, Versailles-Satory25/04/2017 34
z The WPT presents good controllability and is able to transfer 50 kW in “static charging” with 92% efficiency in the best position.
Static charging results
Power absorbed, power in the battery and efficiency in different positions between coils
WPT efficiency vs DC bus voltage Control
Experimental Results – Static
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z Primary coil temperature rises quickly due to high currents (up to 1.25 kA)
z For static charging > 3 min cooling is needed or transfer power must be reduced
Static charging results
Primary coil temperature vs. Time at 50 kW power transfer
Experimental Results – Dynamic
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Dynamic charging results
Electric parameters behaviour during dynamic charging
Battery charging current (DC)
Current absorbed from grid (1 phase AC, RMS)
IPTEfficiency
Battery charging power
Experimental Results – Dynamic
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Dynamic charging results
Dynamic test charge with 40 A battery current. Primary current (yellow), primary voltage (pink), secondary current (green) and battery current (blue).
Secondary coil enters primary coil Secondary coil exits primary coil
Experimental Results – Dynamic
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Dynamic charging results
z The system is able to charge 50 kW along 2.1 m of vehicle displacement
z With dynamic charging system efficiency decreases to 83 % at rated power due to lateral misalignment
z Automatic vehicle detection has been successfully verified (SPS topology permits activation of primary coil BEFORE secondary coil is fully aligned)
Further testing, also at different speeds will be carried out within FABRIC project as soon as the bus is available again.
Extensive EMF measurements will also be carried out.
Experimental Results – Dynamic
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z Charging power: 50 kW
z Energy consumption of the bus: 1 kWh/km Æ 0.2 kWh for 200 m
z Charging 0.2 kWh at 50 kW lasts 14.4 s
z At 10 km/h: 2.1 m charging translates to 0.756 s Æ 0.0105 kWh
z Between two dynamic charging coils (12.5 m) the energy consumed is 0.0125 kWh
Æ At 10 km/h dynamic charging is almost covering consumption
z 8 dynamic coils recharge 0.084 kWh
z Remaining 0.116 kWh translate into 8.35 s stationary recharge at bus stop (6 s gain)
z For recharging more energy:
o Reduce distance between coils Æ a factor 5-6 is possible
o Increase recharge power
Dynamic charging results – How much is actually charged?
4. Conclusions
25/04/2017 HEV TCP Task 26 Workshop, Versailles-Satory
Conclusions
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z Functionality of system design and grid connection has been validated
z Very low harmonic distortion has been demonstrated even in the supra-harmonic frequency range up to 150 kHz
z Main lesson learnt: Strong commitment of vehicle manufacturer is essential for vehicle integration in order to avoid delays
Test site setup
z System efficiency beyond 85% has been achieved
z Robustness of system design against misalignment has been verified: system is secure and efficiencies > 75% are possible with misalignments up to 50% of primary coil surface
z Cooling of primary coils will be needed for charging times > 3min
Static charging
Conclusions
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z Advantages of longer receiver coil have been demonstrated: improved shielding, longer charging pulses
z Automatic coil detection without communication has been successfully tested
z Prototype developed for low speed (10 km/h) Æ Lessons learnt how to increase speed
z Final tests to be done when the bus is available again
Dynamic charging
Tel . : [+34] 976 761 863 · c [email protected]
www.fcirce.es
Thank you very much for your a t tent ion !