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Full report - ECE - Cornell University

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2. ETF Error 50 limited Jover V limited Page 39 8 3 Touch Screen Network Variables Variable Name Batt ErrTempRelFan Arr Data Type U8 unsigned 8 bit integer Number of Elements 14 Index 0 5 6 11 12 13 Data Pack 1 6 errors Pack 1 6 temps Pack Fans on Pack Relays Closed Variable Name Batt V A SOC Arr Data Type Single 32 bit floating point Number of Elements 18 Index 0 5 6 11 12 17 Data Pack 1 6 Voltage Pack 1 6 Current Pack 1 6 SOC Variable Name Telemetry Data Type 116 signed 16 bit integer Number of Elements 7 Index 0 1 2 3 4 5 6 Data Odometer Speed UOMKW EVOKW Avg MPGe Inst MPGe Direction Variable Name PowerTrain Data 116 signed 16 bit integer Number of Elements 13 Index 0 1 2 3 4 Data Engine RPM Engine Torque Genset Status UQM Voltage Charger Voltage Index 5 6 7 8 9 12 Data Charge Current Charge Temp Charge Plugs Charge Status UQM Temps Variable Name Hall Effect Array Data Type Single 32 bit floating point Number of Elements 3 Index 0 1 2 Data Hall Effect Current GFI Voltage Hall Effect kWhr Table of Touchscreen Network Variables Page 40 8 4 Selected LabVIEW Code on cRIO 8 4 1 Charger Message Parser FPGA VI Reference In 8
3. O Zr 44 GFD SENSOR GFD SENSOR EVO UQM INVERTER POWER BENDER END cRIO END a 2 CHARGER INTERFACE FWD REV HALL AMMETER EO 3 z3 229 2 24 SPEEDOMETER ODOMETER DRIVER LED DRIVER N 2 n Page 45 Selected cRIO IO Board Schematics 1 PEDALS X3 D 17 14 A 2 1 ACCEL 1 A 1 0 A 3 2 ACCEL 2 A 4 3 BRARE A 11 16 220 9 SWITCH PANEL A 2N7000 GS D 25 21 D 30 26 412 12 HV SWITCH D 8 7 Y BK HARD CONNECT 3 D 31 25 HV LEDS D 32 26 O GR CONF HARD CONN 4 1N5230 4 7 V 820 mE 1 2 W 2N7000 4 CAN HI 13 C 7 10 SWITCH PANEL B 12 LO 2 2 GND 1 COM 1 GS SWITCH 2 A 12 17 O GR REGEN SWITCH 3 D 6 5 Y BK 5 POWER IN FNR SWITCH 4 A 13 18 GR BK 412 13 12 412 SENSE 2 gt gt A 7 6 VERS HS 3 3K GND 1 die 13 GFD SENSOR SENSE V 3 A 8 7 GND 2 eios 41211 lt lt 12 6 PULL DOWN RELAY DRIVER D 23 19 16 EV0 UQM INVERTER POWER GND 3 H GND 2 12 24 1 12 24 SPARE 7 DC DC CONVERTER CONTROL X3 D 21 17 1 ENABLE D 22 18 2 19 3 GND 2 10 1 OP OK 3 11 2 12 3 12 Page 46 8 6 Dashboard Switch Panel Schematic w cRIO IO Modules The Main Switch Panel schematic is on the le
4. 9 DC Ll Ll Ll 9 L LJ LJ e 6 e LJ Ll Ll Ll L Ll Ll LJ L 9 e I 115 DD45 400L AF 140 inverter UQM inverter LJ LJ 9 Ll LI 9 5 P 4 Ll e 3 r3 D 3 phase AC 13 phase 8 Poe ii 5 generator UQM 125 El 5 Spline AE drive motor 2 5 i 5 r r 5 Ll Ll gt Spline Ll LI e L VW 1 4L TDI to t diesel engine 89 4 E Differential 5 711 Ll Ll B Ll LJ Ll ge E Fuel LJ 9 e 6 Ll Flow of Energy Genset Drivetrain Flow of Energy Power Transmission Diagram The diagram above shows the transmission of power from the fuel tank to the batteries to the wheels Our vehicle is using a series hybrid architecture meaning the engine only re charges the batteries and doesn t directly provide power to the wheels During charge depleting mode the genset is disabled therefore the only source of energy is the LiFe batteries which the DD45 inverter converts to the 3 phase AC used to drive the UQM 125 This in turn drives the differential which spins the wheels During charge sustaining mode the drivetrain behaves in the same way but this time the genset is operational Besides the brief time the AF 140 spins the engine to get it started the VW is bei
5. Lee Enabled ChargerCANarray rem 5 Jv E TFailure Warning peratedttemp 4 oie 6 11800 eleh po gt bus Temp ErrorArray ge ol 31112 8 4 E Vmax SIEH Tio 8 4 New Battery Message Parser Page 41 159595595599955595559559595955955595 8 4 3 High Voltage Sequencer if lor TurnHVoff 8 4 4 FPGA CAN Array Makers CAN Input Parser EH 4 032 EH UB UB Ug c3 8 4 5 FPGA Digital IO Array Maker Digital Input Output eem BAM Mod2 DIO7 0 Bam Mod2 DIO15 8 5 Kus 2 01015 8 Mod2 DIO23 16 Fus iHi Mod2 DIO23 165 Mod2 DIO31 24 us H Mod2 DIO31 24 Page 42 8 4 6 FPGA CAN Message Sender CAN Output ses 8 4 7 FPGA Analog Input Array Maker Analog Inputs Averaging for pedal Accure 2 mL Page 43 8 5 cRIO IO Modules Layout and Schematic BATTERY CONNECTOR E 66 8 9 DC DC 3 PULL DOVVN RELAY DRIVER 2 LU EVO CONTROL SVVITCH PANEL A 1N5254 2N7000 1N5231 HV LEDS GS ENAB FNR SW REG SW
6. 6 o 9 e 5e eC s 8 De ec 809 de OC x qp E DO eC Om DE o ec 7 8 5o GC c MD QC eC 9 506 e 556 956 26 e 8 e ec eC 48 88 I O MODULE CONNECTOR LOCATIONS AND PIN ASSIGNMENTS n indicates module design number D n b indicates connection to cRIO digital I O module terminal n logical bit b A n b indicates connection to cRIO analog Input module terminal n logical bit b 1 Master Power Input 5 1 Gndin 2 12 measured in 1 2 A 7 6 3 12 power in 2 Accelerator Pedal 1 1 1 5 out 2 Gnd out 3 Signalin A 2 1 3 Accelerator Pedal 2 1 1 5 out 2 Gnd out 3 Signalin A 3 2 4 Brake Pedal 1 1 5 out 2 Gnd out 3 Signalin A 4 3 5 Battery Connect box 2 1 Soft Start out D 30 24 2 Digital ground 3 Connect out 0 31 25 4 Confirmed in D 4 3 not used 6 Forward Reverse switch 3 not used 1 Gnd 2 Forward in D 11 8 3 Reverse in D 12 9 7 CAN UQM D sub 4 1 Com 3 H 3 2 Lo 2 S 2 3 Hi 7 T 7 8 Switch Panel A 9 1 GenSet enable out 0 25 21 2 12 out 3 High voltage switch in D 8 7 4 High voltage LEDs D 32 26 9 DC DC converter enable 1 7 1 Enable out D 20 16 2 Gnd 3 Operating OK in D 13 10 10 DC DC converter enab
7. output current 30sec 172 Continuous Power 33 kW Maximum Power 48 kW Peak efficiency 9890 Control scheme Closed loop vector control 115 int evo docx Page 2 of 9 January 18 2010 EVO Electric Ltd Unit 14 Woking Business Park Woking Surrey GU21 5JY Tel 44 0 1483 745010 Fax 44 0 1483 770506 The content of this document is proprietary and confidential Motor position sensor Resolver Coolant 50 50 water glycol mix Coolant flow rate 8 0 Litres minute Maximum coolant inlet temperature 55 Coolant connections BSP Operational ambient Temperature 10 to 400 Weight 24 kg Table 1 REKEB115 inverter specification A drive system comprised of an AFM140 3 motor and a REKEB115 inverter typically achieves the following performance values Continuous Torque 145 Nm Peak Torque 215 Nm Base speed 2400rpm Maximum speed 3200rpm Nominal power 36kW Peak Power 48kW Table 2 Drive system summary specification Note 1 At a nominal DC bus voltage of 320V rekeb_115 spec_int_evo docx January 18 2010 Page 3 of 9 EVO Electric Ltd Unit 14 Woking Business Park Woking Surrey GU21 5JY Tel 44 0 1483 745010 Fax 44 0 1483 770506 Technical Sales United States 866 531 6285 infoQni com Requirements and Compatibility Ordering Information Detailed Specifications
8. www uqm com salespuqm com 303 278 2002 252 mm 280 mm 41 kg 125 kw 45 kw 300 Nem 150 Nem 3 05 kW kg 2X COOLANT PORT 3 16 18 UNF SAE 37 FLARE STRAIGHT THREAD SAE 8070120 7501 miller frederick CO 80530 PowerPhase 125 DD45 500L Inverter Controller Operating Voltage Nominal input range Operating voltage input range Minimum voltage limit Input current limitation Inverter Type Control type Power device Switching frequency Standby power consumption 300 to 420 VDC 240 to 420 VDC 240 VDC with derated power output 500 A PWM amp phase advance 3 Phase Brushless PM IGBT module half bridge x 3 12 5 kHz 17 W inverter and microprocessor Dimensions Length 14 96 in 380 mm Width 14 37 in 365 mm Height 4 69 in 119 mm Weight 35 0 Ib 15 9 kg Liquid Cooling System Minimum coolant flow 8 l min 50 50 water glycol mix Max inlet temp of controller 131 F 55 C Inner diameter of hose 5 8 16mm Max inlet pressure 10 psig 0 7 bar 2812 Digital Signal Processor internally packaged Nominal input voltage Input supply voltage range Input supply current range 12 VDC 3 PINS USER INTERFACE BAYONET CONNECTOR 19 P HALL CARD BAYONET CONNECTOR 5 PINS 144 Cp 7 Up co H COOLANT INFOUT COOLANT IN OUT _ 1 67 B 1 67 3 65 www uqm com sales uqm com 303 278 2002 8 to 15
9. ELECTRICAL DESIGNS IN A SERIES PLUG IN HYBRID ELECTRIC VEHICLE A Design Project Report Presented to the Engineering Division of the Graduate School Of Cornell University In Partial Fulfillment of the Requirements for the Degree of Master of Engineering Electrical by Andrew Tomson Gifft Project Advisor Professor Bruce Robert Land Degree Date August 2010 Page Abstract Master of Electrical Engineering Program Cornell University Design Project Report Project Title Electrical Designs In A Series Plug In Hybrid Electric Vehicle Author Andrew Tomson Gifft Abstract The goal of Cornell s CU100 MPG Team was to design build and test a series hybrid vehicle capable of achieving at least 100 miles per gallon equivalency while meeting Federal Motor Vehicle Safety Standards FMVSS and Progressive Insurance Automotive X Prize PIAXP competition requirements This was an extremely difficult undertaking as our car would have to not only be functional but durable enough to drive at high speeds through a rough simulated road course drive a combined distance of hundreds of miles without needing servicing provide vehicle safety and crashworthiness equal to production cars while providing passenger comfort and amenities We also had to design our car to be marketable to today s consumers Our electrical systems were monitored and controlled by custom software running on a National Instruments cRIO microcontrol
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12. CMP313 Series 7KW Sealed Single Phase ON BOARD Chargers for Lithium Battery Vehicles APPLICATIONS FEATURES CMP313 charger series is a very Versatile e High Frequency Power Converter safe high tech charger for high end on board electric vehicle applications topology e Fully CAN v2 0B controlled CMP313 charger series can charge Lithium battery packs safely and powerfully e High efficiency and high Input Power Factor e ACIDC full off line isolation this assures maximum personal protection IP54 protection degree e Outputs are short circuit protected e Output reverse polarity is protected by internal fuse e Remote alarm CMP313 Series Data Sheet Rev 03 Issue 09 09 Page 1 of 4 EDN GROUP S r l Mazzini 10 12 20032 CORMANO MI ITALY TEL 39 02 66305120 FAX 39 02 61540938 CONSULT TECHNICAL SALES FOR MORE DETAILED DATA SHEETS OR TECHNICAL MANUAL e mail sales edngroup com web site www edngroup com GROU EV ON BOARD CMP31 3 Series HIGH FREQUENCY Battery Chargers Input Data Units Input Voltage Range Single Phase 192 276 Vac Line Frequency 47 63 Hz Maximum Input current 192Vac 41 Aac Absorbed maximum Apparent Power 7900 VA Power Factor gt 0 98 General Data Units Protections Output overvoltage Output overcurrent Output polarity reversal Input overvoltage Ambient T
13. Case Type Box I O Connections Input 1L N PE Pilot IP67 MS Circular connectors Power Output to battery packs 67 MS Circular connectors Control signal and Interface 67 MS Circular connectors CMP313 Series Data Sheet Rev 03 Issue 09 09 Page 2 of 4 EDN GROUP S r l Via Mazzini 10 12 20032 CORMANO MI ITALY TEL 39 02 66305120 FAX 39 02 61540938 CONSULT TECHNICAL SALES FOR MORE DETAILED DATA SHEETS OR TECHNICAL MANUAL GROUP e mail sales edngroup com web site www edngroup com TDK Lambda PAF F280 Series Wide Adjustment Range Parallel Pin High Efficiency up to 91 ITEMS Nominal Output Voltage Output Current Max Max Output Power Efficiency Typ Input Voltage Range Output Voltage Accuracy Output Voltage Adjustment Max Ripple amp Noise Max Line Regulation Max Load Regulation Temperature Coefficient Overcurrent Protection Overvoltage Protection Signals amp Control Baseplate Temperature Humidity non condensing Cooling Isolation Voltage Shock Vibration Safety Agency Approvals Weight Typ Size WxHxD Warranty 200V to 400VDC Input Full brick DC DC Converters Output Voltages from 7 2V to 57V RoHS 450W to 600W Output Power Current Share Operation to 100 C Baseplate Wide Adjustable Output Range Servers amp Rail Systems High End Computers Custom Power Supplies Reduces need for custom modules Mo
14. Inverter Batt V ri Capacitors lt Ead e Load V Simplified Schematic of HV System Page 34 The diagram above shows a schematic for the batteries Inverter capacitors and front DC DC load I selected Pack 3 to be the pack whose relay opens erroneously When the relay is closed the voltage across Load V is 317V the pack voltage The voltage across Batt V when the relay is closed is held constant by the cells at 53 volts I noticed that the front DC DC remained on even after the relay opened This meant that it continued to supply power to its own fan and the UQM pump We previously estimated the load of the pump and fan to be around 100 Watts Once the relay opens the batteries no longer maintain the voltage across the capacitor and the DC DC load begins to drain the capacitor energy and thus lowers the voltage With only 1 relay open we note that Batt V will be held 158 5 volts 3 packs above Load V and Batt V will be 105 7 volts 2 packs below Load as the voltage across the Inverter Capacitors drops the voltage between BattV and Batt V will decrease and go negative once Load V drops below 264 2 volts A plot of Load V in blue and Batt V in red is shown below Load and Battery Voltage 350 T T T L L 300 1 250 1 Voltage in volts 100 L L L L L L L L 0 500 1000 1500 2000 2500 3000 3500 4000 4500 Time milliseconds The calculated voltage drop is given by the follovving equatio
15. connected all must be gt Rear DC DC enabled True Genset disabled Charger SoftStart Relay enabled Plug 2 SoftStart Relay disabled disconnected XNOR Drive Driver L Note XNOR output M disabl Switch Supersedes Others iid ss El sabled Genset disabled Charge SoftStart Relay disabled SoftStart Relay disabled Vehicle Operations Enabled Under Charger Status 3 4 High Voltage Schematic and Significant Components a Charger 50 volt LiFe Battery 1 2 UQM Inverter OD 50 volt LiFe Battery 140 Inverter OD 50 volt LiFe Battery H w OD Inertial 5 _ EDS 2 8 T 4 50 volt LiFe Battery ON EDS 1 Key Switch d 413 8 OD e 50 volt LiFe Battery UA oe 50 volt LiFe Battery 4 OY Page 13 Symbol Description Parts List Anderson Povver SB350 Manual disconnect Switch Products LH LH Kilovac EV250 Contactors used for Soft high voltage high power connections including EDS Anderson Power SB175 Connector used between Battery Packs Products Amphenol 20 22 Charger Connector Continued Parts List UQM DD45 400L UQM Inverter 125kW EVO electric BEK 115 AF 140 Inverter 115amp 3 phase inverter Lambda TDK PAF600F2
16. torque limiter block sets the regenerative break current limit and acceleration torque limit at 300 amps The FNR block converts the analog input from the FNR switch to a enum special type of integer signifying the desired direction of travel The Read Bits 0 7 block gives the value of the first byte of the cRIO digital inputs The specific input selected corresponds to the switch enabling the UQM regeneration The remaining blocks are highlighted below Page 15 411 Pedal to torque conversion 4 000000000000000 1 and 2 are for accel pedal 80 z gt E 3 for brake 48 ES AccTorque FPGA VI Reference In FXP VER 251 Error EN Eesi MEAN debouncing Em errors gt MEAN changed brake multiplier to 13 need to research regen alg more LabVIEW Code for Pedal to Torque Conversion The block above is responsible for reading the analog inputs from the brake and accelerator pedal and converting them to a torque request The voltage output characteristics of the pedal are shown below 1 91 8 53 OUTPUT CHARACTERISTICS 80 4 T0 4 Standard output shown Both outputs are fully programmable in the finished construction to suit customer specific needs T 1 45 9 3 Vout 0 4 T T T T T T 0 5 10 15 17 18 20 DEGREES OF ROTATION Accelerator Pedal Voltage Outputs This pedal pro
17. 13 8 13 DIO10 14 9 14 DIOII 15 ADO 15 0012 16 ADI 16 1013 17 17 E 18 AD3 18 DIOIS Engine Request Radiator fan I 19 AISENSE Ar el CON 19 RSVD 20 8 20 DIOI6 21 0 21 DIOI7 22 22 DIO18 23 23 0019 24 2 24 10020 Engine Throttle Trigger 26 26 DIO22 27 5 27 01023 28 PFIO 28 29 29 30 AI24 30 DIO24 31 125 31 01025 32 126 32 1026 33 ADT 33 DIO27 Charger Led Control 34 ADS 34 DIO28 35 129 35 DIO29 36 AI30 36 DIO30 37 AILI 37 0031 Page 58 8 11 Data Log Excerpt 03 24 10 Time s 4 BattV BattSOC BattTMax BattErr uqmSpeed uqmV uqmC uqmTMax 289010 53 1 99 17 7 4448323232 1380 5 316 3 0 0 7 39 289011 53 2 99 17 7 4448323232 1394 316 1 0 1 1 39 289012 53 2 99 17 7 4448323232 1388 316 2 0 4 1 8 39 289013 53 2 99 17 7 4448323232 1377 316 3 0 1 1 1 39 289014 53 2 99 17 7 4448323232 1420 316 2 0 2 1 6 39 289015 53 2 99 17 7 4448323232 1386 5 316 2 0 4 1 6 39 289016 53 2 99 17 7 4448323232 1420 5 316 2 0 4 1 3 39 289017 53 2 99 17 7 4448323232 1463 5 316 3 2 1 7 39 289018 53 2 99 17 7 4448323232 1450 315 9 1 4 2 3 39 289019 53 2 99 17 7 4448323232 1450 5 315 8 3 9 5 7 39 289020 53 2 99 17 7 4448323232 1462 5 314 8 10 4 18 5 39 289021 53 2 99 17 7 4448323232 1473 5 314 4 11 1 21 39 289022 53 2 99 17 7 4448323232 1490 5 313 8 15 9 28 5
18. 2 Flist 0 for it round sqrt 8 f 16425 Flist it it SkinD p pi f u R 1 pi D SkinD Rlist it R end figure 1 plot 1 it 2 Rlist LineWidth 2 Calculation for 12Volt side of DC DC converter D6 11 1148e 3 diameter of 20 wire in meters L6 5 1 way length of 20 in meters f 200000 sfrequency fmax round sqrt 250000 Rlist p L6 pi D6 2 2 Flist 0 for it 1 fmax 1t 2 Flist it it SkinD p pi f u p L6 pi D6 SkinD Rlist it end figure 2 plot 1 it 2 Rlist LineWidth 2 Page 37 8 1 2 SOC damage capacitor discharge MATLAB code 2 7290e 6 1 2317 LVcurr 1 5 7 LVpwr LVcurr 12 for t 1 4000 LVpwr CapV dv I t F 001 1 dv end figure 2 plot CapV b LineWidth 2 hold on plot CapV 317 5 6 r LineWidth 2 hold on line 0 4000 0 0 Color k LineStyle LineWidth 2 xlabel Time in milliseconds ylabel Voltage in volts title Load and Battery Voltage 8 2 Touch Screen LabVIEW code ET FJJFNR Spd FNR_dash Page 38 Battery Info Loop z R Batt ErrTempRelFan 4 ECE Average SOC Curr Arr disp Engine Speed Started ETE Timeout Cutout Es 8 Hall Effect 0 ET F1JChg Status
19. 4048323232 1985 5 311 4 17 1 23 4 40 289050 52 2 99 17 7 4048323232 1999 5 311 7 19 8 27 5 40 289051 52 2 99 17 7 4048323232 2013 5 312 2 13 5 19 5 40 289052 52 2 99 17 7 4048323232 2027 5 312 2 12 5 16 1 40 289053 52 2 99 17 7 4048323232 2020 312 9 10 14 1 40 289054 52 2 99 17 7 4048323232 2045 312 8 9 9 13 40 289055 52 2 99 17 7 4032323232 2045 313 3 9 3 13 2 40 289056 52 5 99 17 7 4032323232 2037 314 1 8 2 6 9 40 289057 52 5 99 17 7 4032323232 2041 313 5 6 4 9 6 41 289058 52 5 99 17 7 4032323232 2043 5 314 6 0 8 0 6 41 Page 60 210 gt Page 61 o un o ea un eo amp un 8 12 3 8 12 4 Rear Low Voltage Relay Lid with Master Board Page 63 b Y HIGH VOLTAGE Page 64 8 13 Manufacturer Spec Sheets Relevant Specification Sheets are reproduced on the following pages in full Page 65 PowerPhase 125 for electric hybrid electric and fuel cell powered vehicles Rey Features e 300 Nm peak torque e 125 kW peak 45 kW continuous motor power e 125 kW peak 41 kW continuous generator power e Full Power at 300 420VDC e EV HEV traction drive or HEV starter generator syst e Efficient power dense brushless permanent mag e Microprocessor controlled inverter with sine wave di Application friendiy graphical user interface e Regenerative Braking Driver Electronics ncorporate Benefits Serial commun
20. BMS software on our NI cRIO which handles controls for all major systems including batteries traction motor genset and user interface controls 3 2 1 Internal Pack Sensors Control Within each battery pack we have three different boards one slave control board one SOC board and two over charge over discharge boards In addition there are cell balancing controls that operate independently of the BMS system The diagram below shows a simplified schematic of the boards power and data lines Note that dashed lines are opto isolated communication busses to Master 2 02 Diagram of Internal BMS sensor control boards Page 9 3 2 2 SOC Board The SOC board is powered by the 50 volt array of LiFe cells It communicates three significant data e State of Charge 0 100 in 0 1 e Overall Pack Voltage in 0 1volts e Instantaneous current in 0 lamps This data is sent through an opto isolated RS232 communication channel and is sent to the Slave board The data is refreshed on roughly 2 second intervals and does not need to be requested by the slave data is sent regardless of whether slave is working correctly or powered on SOC is calculated using an integrator across the shunt resistor which is also used for reporting current Note that power to the SOC board is disconnected when the internal Kilovac Contactor is
21. LV power on control Soft Start Enclosure 1 orange 57 Soft start power on ground and resistor 2 black 56 Digital ground 3 yellow 58 Main Contactor power on contactor 4 green 29 Confirm main contactor closed 5 Pink 103 12 6 blue ground Page 53 8 10 4 VViring List 12V Supply 8 Battery Fuse Bus AC Relay Gnd 3 4 22 white Switches 2x AC Relays 85 Signal Flasher out 3 4 16 black Flasher Column Control black red Hazard Flahser out 3 4 16 green Flasher Switches Brake Relay Gnd 3 4 22 white Brake Switch Brake Relay 85 Compressor Power 2 10 red A C Relay 87 A C Compressor In A C Blowers Power 2 10 red Relay 87 A C Blowers In Brake Relay Power L 2 1 20 yellow Brake Relay 87 Left Brake Light Brake Relay Power R 2 20 red Brake Relay 87 Right Brake Light Center Brake Light Backup Cam Power 2 1 20 pink Fuse Panel Backup Camera Power in 12V Supply 3 4 10 red DC DC Fuse Bus Horn Relay Gnd 4 22 white Switches Horn Relay 85 Horn Power 45 6 16 green Horn Relay Horn x2 Defroster Relay Gnd 4 22 white Switches Defroster Relay 85 Defroster Power 4 14 white Defroster Relay 87 Defroster Power in Hi Beam Relay Gnd 4 22 white Column Ctrl Red Blue Hi Beam Relay 85 High Beam Power 4 56 14 Hi Relay 87 L R Headlight Low Beam Relay Gnd 4 22 white Column Blue Red Lo Beam Relay 85 Low Beam Power 4 56 14 white Lo Beam Relay 87 L R Headlight Parking Light RelayGnd
22. Pinouts Front Panel Connections For user manuals and dimensional drawings visit the product page resources tab on ni com CompactRIO Integrated Systems with Real Time Controller and Reconfigurable Chassis NI cRIO 907x Integrated CompactRIO systems with a reconfigurable FPGA chassis and embedded real time controller Lower cost systems for high volume OEM applications Up to 2M gate reconfigurable FPGA 8 slots for C Series I O modules Overview Up to 400 MHz real time processor Up to 128 MB DRAM memory 256 MB of nonvolatile storage Up to two 10 100BASE TX Ethernet ports with built in FTP HTTP servers and LabVIEW remote panel Web server RS232 serial port for peripheral devices NI cRIO 907x integrated systems combine an industrial real time controller and reconfigurable field programmable gate array FPGA chassis for high volume and industrial machine control and monitoring applications The new NI cRIO 9072 integrated system features an industrial 266 MHz real time processor and an eight slot chassis with an embedded reconfigurable 1M gate FPGA chip The new NI cRIO 9074 integrated system contains a 400 MHz real time processor and an eight slot chassis with an embedded reconfigurable 2M gate FPGA chip Both systems feature built in nonvolatile memory and a fault tolerant file Requirements and Compatibility OS Information VxWorks Comparison Tables Product Processor FPGA Size Speed MHz Gates NI c
23. driving and four for debugging or offering more detailed information but in a format too distracting for the driver to understand while the vehicle is under way The screens were designed to be selected before the vehicle is underway and then not changed during the entirety of the event Therefore the information displayed on each tab was selected so the driver would not have to take his hands off the wheel to change screens in order to get necessary information The last four screens with detailed information were meant to be used by the pit crew in the event a problem arises and quick debugging is needed Please note that the data displayed in the following screenshots are not necessarily valid data but are given to show the layout and functionality of the different displays Page 20 4 4 4 Battery Summary Display oe gt gt Each Tab has important battery information displayed at the top We have had considerable difficulty with monitoring battery health and performance throughout testing and competition With the implementation of the new battery messages we are able to monitor each pack s status This bar gives the two most important parameters for judging remaining capacity SOC and Pack Voltage as well as the list of battery errors Instead of displaying all six SOC s and Voltages I give the maximum average and minimum so that the driver can see if the packs are extremely unbalanced and drive accordingly 4 4 2
24. erroneous communication from the batteries that pre maturely disable the charger 4 4 5 Detail Tab Shows Complete BMS data 3044 Sum E 5432 KWHr used Jo ChrgerV 1003 Eff C Dashboard Speed Charging Batt Detail Gen Detail The Batt tab is used for debugging potential battery problems without requiring vehicle shutdown It displays nearly all information given by the new battery CAN messages with the exception of giving the maximum temperature per pack instead of each temperature sensor per pack 2 Voltage current SOC and max temperature are displayed for each pack using horizontal progress bars as well as numeric displays much like the battery summary display bars at the top of the screen The scroll Page 24 bars are used to allow the reader to quickly identify a pack or data point that is inconsistent with the other packs and may be an incorrect value or the sign of some larger problem The numeric displays for these parameters are given in case the reader wants to take detailed data logs or perform calculations based on the values The table of leds at the middle right of the screen give each of the 7 possible errors for each pack These values are ORed across each pack to generate the red leds on the battery summary display The leds below this table with labels and RH represent whether the fan for pack is on and if the relay R is closed for pack
25. is sent by each slave Pack Voltage in 0 01 volts State of charge in 0 01 Current in 0 1A Temperature 1 Temperature 2 in 0 01 C Overcharge Over discharge only 1 bit each True False Fan Status on True off False Contactor Status closed True open False SOC communication functional working True error False Page 10 3 2 5 Master Controller The master controller initiates all communication with the slave boards It communicates via the RS485 bus It periodically poles the slave boards refreshing the information The master stores the last value of all slave data Therefore if a slave board loses power the last valid data sent would be stored and that would be the assumed state of that pack although the master would detect a communication error The master board compiles the data from the slaves and sends it to the cRIO when requested For details on the messages sent see the appendix on Battery CAN messages A summary of the data sent to the cRIO is given below Total Voltage 0 1 volt accuracy ex 321 1v Maximum Current 0 1A accuracy ex 45 4 amps Max Min Average Temperature 0 1 C accuracy ex 20 4 C Fan status on off for each of the six packs Relay status open closed for each of the six packs Max Min SOC 1 accuracy Average SOC 0 1 accuracy Error conditions over under charge communication error etc see CAN appendix Battery status On Off Charging Additionally n
26. m ER 0 1m skin effect resistance for 6awg 10cm Ge pepe e LECCE LC EET 6 100 Resistance Ohms 12 volts 12 Volts L 0 0 5 1 1 5 frequency Hz 5 Que ee eee ene a a eee Skin Effect Resistance Circuit diagram for Low voltage AC side At the switching frequency of the DC DC converter 200kHz The wire resistance is also 6ohms This resistance is 750 times the internal resistance of the lead acid battery specified at 8mQ I am doubling this resistance just for a safety factor The output ripple of the DC DC converter is specified as 120mV although even if the output ripple was 12 volts the Output Voltage node would only oscillate by 31mV meaning if the DC DC converter was operating at its specified ripple the experienced AC component would only be 3104 V We can see from the analysis of the motor inverters switching noise that any 200kHz noise will be completely swamped by the skin effect resistance of the 00 wire it must pass through which is roughly 1 meter in length for the DC DC converter closest to the battery 7 2 Potential explanation for SOC Board Damage During Knockout Stage In the document below I give a possible reasoning for why the SOC boards were damaged a few seconds after a pack relay opened Load V e Le Batt V 2 1 Loaded DC DC front a
27. of Major Electrical Subsystems 8 3 1 8 3 2 High Voltage Batteries and Provided 9 3 3 High Voltage Battery Charger niue 11 3 4 High Voltage Schematic and Significant 010 90110118 13 Vehicle Softwares ico acta ait it ee es eee 15 4 1 Drive Control Strate eene tte dt 15 4 2 Genset Startup Automated Control Strategy 17 4 3 High Level Battery Management System nennen 19 44 UserInterface eee eee ee m euet et oe et een 20 4 5 Dashboard Swatch Panel eie eet Pee eie 27 4 6 User Interface Data Sender mete the eee Hee ie tete is e 27 Selected Low Voltage Electrical 8 28 5 1 interface bo rds 2 edi eed HR ae edet 28 5 2 Ground Fault Detector Support Circuitry 29 Data and Results ge EH mex M eam 30 6 1 Data LOE 30 62 Driving Vid OS sei mer hee por erede pte pre tore 30 Vehicle Analysis and Conclusions nre trennen 32 7 1 Potential Switching Noise Interference on Battery Control Boards 22 2
28. use vehicle speed in miles per hour and UQM power in kW 1 MPGe 34 024 X inst r UQM The average MPGe uses the original formula using our odometer reading to give us the miles travelled and the integral of power to give us our kWHr of energy consumed Note that both of these values are not exactly accurate as they do not take into account power consumed by the DC DC converters or inefficiencies within the battery pack and generators But these values are only used for the driver to reference roughly as he drives around the track and are not intended to use for data collection purposes The driver merely needs to know if he is driving too aggressively and is well below target or if he is driving conservatively enough where we are likely meeting our MPGe requirements 5 Selected Low Voltage Electrical Hardware On top of the standard equipment and functionality available on cars today such as a radio power windows lighting and the instrument cluster mentioned above we also had to have a complex network of various sensors and controls such as a ground fault detection system These required numerous circuits to be scattered throughout the car to interface with the microcontroller 5 1 cRIO IO interface boards As mentioned throughout this report the cRIO is an integral part of vehicle control system Appendix 8 9 5 shows a list of the analog and digital input and outputs used to interface the vehicle with the cRIO Nearly
29. volts The cRIO reads this voltage and disables drive if one or more plugs are inserted and enables the charger when both plugs are inserted This way we cannot accidentally drive away when the charger is plugged in risking damage to the high voltage system A full schematic of the charger vehicle interface is shown directly below with a logic diagram of what systems are enabled and disabled under the charger switch and plug insertion status 1 ala lt 010 412 CHARGER CHARGER 17 lt JUNCTION BOX CHARGER CABLE 2 2K Es SOFT INTERFACE START 8 2K p T oe 6 18 10 duc Y BK 1 PLUGS R BK ala cle sw J J ala 3 Te TIT lt ne ala LED 1 CANLO 1 cann u u ZBK J J i CAN GND 7 120 n H TERMINAL STRIP ON FRONT PLATE ee 2 CANLO 7 CANHI m x Charger Interface and Control Schematic Page 12 connected UQM enabled Charger Enable Drive Rear DC DC enabled Plug 1 all must be Genset enabled True SoftStart Relay enabled SoftStart Relay enabled disconnected Battery State VehicleON Enable Charge UQM disabled
30. 140 through analog signaling 431 cRIO thermal management of ESS Note that the chemistry of the batteries being used is such that there is no explosive or thermal runaway danger but high temperatures will cause irreversible damage to the batteries and reduce their capacity and lifetime Temperature will stop rising if all loads are disconnected Each battery contains two digital thermistors that are placed on the anode and cathode of selected cells These temperatures are read and updated every 2 3 seconds The table below summarizes the actions taken at the various temperature thresholds Note that all actions taken for lesser temperatures are maintained at the higher temps for example at 50 C the pack fans remain on Temperature Action Taken 50 If charging set charge current to 0 if driving limit regen power to 1C 15kW limit traction motor to 80kW if SOC gt 30 disable genset 60 Disable regen Limit traction motor to limp home mode 25kW If SOC gt 20 disable genset 65 Disable traction motor and genset Disable all HV loads DC DC AC compressor Table of temperature thresholds and actions 4 3 2 Testing plan for Thermal Management Controls As the actions taken are for the highest temperature of the 12 sensors we will test our thermal management system by moving one temperature sensor external to one of the battery packs and heating it independently either with our fingers or a heat gun In order t
31. 222 1 21 32 7 2 Potential explanation for SOC Board Damage During Knockout Stage 34 7 3 4460 36 Appendices n 37 8 1 MATEADB Code Rt t ee Ee e tr tee ip rete dens 37 8 2 Touch Screen LabVIEW code e eee E Re ete dece 38 83 Touch Screen Network 40 8 4 Selected LabVIEW Code on oen 41 8 5 cRIO IO Modules Layout and Schematic eese neret 44 8 6 Dashboard Switch Panel Schematic w IO 47 Page 4 8 7 8 8 8 9 8 10 8 11 8 12 8 13 cRIO and IO Board Mounting and 48 MODULE CONNECTOR LOCATIONS AND PIN ASSIGNMENTS 49 Soft Start Connector Control Board Schematic essere 50 Car Wiima LAS dei os ied Ae te 51 Data Log Excerpt ce em eH eee rien eee get 59 Selected Pictures of Electrical Enclosures 221 61 Man tact rer Spec Sheets eios ete ei ee Qu e o aee ate rid eii egt eee beige 65 Page 5 1 Executive Summary The goal of Cornell s CU100 MPG Team was to design build and test a series hybrid vehicle capable of achieving at least 100 miles per gallon equivalency while meeting Federal Motor Vehicle Safety Standards FMVSS and Progressive Insurance Automotive X Prize PIAXP competition requir
32. 39 289023 53 2 99 17 7 4448323232 1502 5 313 9 12 22 3 39 289024 53 2 99 17 7 4448323232 1494 314 8 7 1 12 7 39 289025 53 2 99 17 7 4448323232 1447 316 0 7 1 7 39 289026 53 2 99 17 7 4448323232 1534 316 0 1 0 4 39 289027 52 8 99 17 7 4448323232 1542 5 313 21 7 38 6 39 289028 52 8 99 17 7 4448323232 1567 312 7 22 5 38 3 40 289029 52 8 99 17 7 4448323232 1573 311 8 28 2 48 6 40 289030 52 8 99 17 7 4448323232 1598 310 5 32 7 56 3 40 289031 53 2 99 17 7 4448323232 1618 310 3 34 6 58 2 40 289033 53 2 99 17 7 4448323232 1663 5 310 1 33 8 55 8 42 289034 53 2 99 17 7 4448323232 1692 309 9 34 1 55 5 42 289035 53 2 99 17 7 4448323232 1719 309 8 34 6 54 6 42 Page 59 289036 53 2 99 17 7 4448323232 1765 309 6 37 1 56 6 42 289037 53 2 99 17 7 4448323232 1777 309 7 35 2 54 41 289038 53 2 99 17 7 4448323232 1796 309 4 34 52 4 41 289039 53 2 99 17 7 4448323232 1833 5 309 7 31 3 47 3 41 289040 52 2 99 17 7 4448323232 1859 5 309 8 31 8 47 1 41 289041 52 2 99 17 7 4448323232 1883 309 7 32 2 46 4 41 289042 52 2 99 17 7 4448323232 1906 310 29 7 42 6 Al 289043 52 2 99 17 7 4048323232 1918 309 6 30 8 43 6 41 289044 52 2 99 17 7 4048323232 1932 311 5 16 4 23 2 41 289045 52 2 99 17 7 4048323232 1930 311 9 12 18 4 40 289046 52 2 99 17 7 4048323232 1959 5 311 8 19 1 27 6 40 289047 52 2 99 17 7 4048323232 1961 311 2 21 1 30 4 40 289048 52 2 99 17 7 4048323232 1985 311 6 19 6 27 7 40 289049 52 2 99 17 7
33. 4 22 white Column Control Blue Parking Relay 85 Parking Light Power 45 6 18 light Parking Relay 87 Front L R Headlight Front green Parking Light Power 4 3 18 light Parking Relay 87 Rear Running Lights License Plate Rear 2 1 green Radio Power 4 20 pink Radio Fuse Radio Red or Yellow Window Power 4 14 red Window Fuse Left Window Green White Right Window Green Black Page 54 VViper Povver VViper Povver VViper Hi VViper Lo VViper Ground VViper Gnd VViper Povver VViper Hi VViper Lo Lo Beam Gnd Parking Gnd Lighting Column Control Left Signal Power Front 4 5 6 Left Signal Power Rear Right Signal Front Signal Power Input Column Ground Hi Beam Ground 4 5 6 7 4 5 6 7 4 5 6 7 1 2 3 4 45 Right Signal Povver Rear 2 3 4 3 4 16 16 16 16 18 18 18 18 16 16 white green green green green light green light green light green light green green Wiper Fuse Green Black Blue Yellow Blue Black Black Green Black Blue Yellow Blue Green Red Green Red Green Yellow Green Yellow Black Red Black Red Blue Blue Red Blue Page 55 Wiper Harness Green Black Column Control Green Black Wiper Fuse Wiper Harness Blue Yellow Wiper Harness Blue Chassis Chassis Wiper Fuse Column Control Blue Yellow Column Control Blue Left Front Signal Left Indicator Left Rear Signal Red Right Front Signal Right Indi
34. 6 626 ul ql E S N 9 0 61980 pue y 6670 01 Joyonpuos OMV ZL 01 pZ Z G Z 0 60 0 016 OCA vz M 8 Jeuiuue 9 A uiu zey 1 0 Aj9jes M8J98 10 enbJo BULIM peeu 5 2 156 004 Ajddns Jemod uonduinsuoo J9MO 4 Ajddns samod 6 2 06 0 94 Ajddns 55210 1n OIN 91398 3 esn snu uoHNeD 921 wdd 002 5 064 0809 5 zey 08221 921 992 79 921 9 Aoeinooy 1 0410 195 9160 10 JequinN 7106 0149 2206 0149 199 9160 Jo saquiNnN CL06 0189 V9d4 1 uiejs S 74606 01 2 uiejs S 6706 0149 2206 0149 400480 eAnsisei 2104 EV ON BOARD CMP31 3 Series HIGH FREQUENCY Battery Chargers
35. 700 rpm the formula results in a positive torque that is held to 0 Nm Once the speed becomes greater than 1700 rpm the torque becomes negative and is applied up to 2100 rpm when it is maintained at its maximum torque ee SE lEs Genset Control Softvvare Page 18 This loop will exit under one of three conditions First if the engine rpm exceeds 3700 rpm Second if the battery state of charge exceeds 90 and third if the genset is disabled by the driver Under all conditions the generator torque is zeroed and the power to the relay powering the engine harness is opened This ensures the engine is able to coast down at normal speed We experienced intermittent behavior with the genset and did not have time to thoroughly test the system under many situations Therefore care was taken to make sure that the genset could always be disabled by the driver via the switch panel in case of engine runaway excessive heating of electronics or other malfunctions 4 3 High Level Battery Management System The cRIO is responsible for making all battery control decisions all previously described systems are only used for data collection not processing with the exception of automatic fan on if temperature gt 17 This setup is ideal as the cRIO has control over the battery as well as the various high voltage loads The cRIO controls the traction motor 125 and charger through CAN and controls the generator EVO Electric AF
36. 80 12 DC DC1 2 3 300volts to 12volt converter 600watt max Bender IR155 2 GFI Ground fault detector analog output Bussmann FWH 350A 350A fuse High power fuse Motor Inverters Both inverters have significant capacitance between the high voltage power lines The UQM inverter has 8 000uF while the exact AF 140 capacitance is unknown it is between 5 000 10 000uF There are very minimal bleed resistors on the AF 140 and UQM inverters between 7 10kQ High Voltage Contactors EDS The two contactors shaded in purple are the contactors used to meet the EDS specification Both of these are very close to the corresponding battery terminals the negative contactor is within the battery enclosure itself Note that when the EDS button is hit not only do the shaded contactors open but all high voltage contactors including the contactors internal to the six battery packs This adds added safety to system as this changes the battery from one 300 volt packs to six 50 volts batteries at the voltage boundary from high voltage to low voltage systems Notes on schematic Note that the schematic ignores low voltage control boards For example the contactors in the orange shaded box are not all connected when low voltage is applied instead the cRIO closes the negative and soft start relay first verifies the inverter capacitors are up to voltage and then closes the main positive contactor Similar is true for the contactors in the battery encl
37. DC fan Soft Start Power daq 24 7 power reverse light power 2 1 24 24 24 22 22 22 14 14 14 24 24 24 24 24 24 22 22 16 16 20 22 20 20 16 red black green blue white white white red white white black orange green black orange green black pink blue white chg box chg box chg box chg box front LV front LV front LV front LV front LV front LV DC DC1 DC DC1 DC DC1 DC DC1 DC DC1 DC DC1 cRIO cRIO cRIO front relay box front relay box rear relay box rear relay box rear relay box rear relay box Page 57 cRIO cRIO cRIO cRIO cRIO switch panel switch panel rear window front window eng harness cRIO cRIO cRIO cRIO cRIO cRIO UQM UQM UQM uqm pump evo pump daq DC DC fan Soft Start box reverse light 8 10 5 cRIO IO module Pin Assignments Analog Output Digital Output Input Pin Assignment Pin Ere Assignment name name AIO DIOO 2 2 DIOI 3 3 0102 4 AB 4 DIO3 High Voltage Relay Confirmed I _ 5 Hall Effect LV 5 DIO4 6 6 DIOS 7 LV battery monitor 7 0106 s DIO 9 DOO 9 COM 10 COM 10 COM 11 11 DIOS 12 7 12 1009
38. Dashboard Tab Generic or emissions sensitive driving Max Mi 50 gt gt gt Odometer Trip Milage 100 10 AVG INST MPGe 80 1d 0 0 20 yQMEVO gt 10 60 70 70 1 peower kW 80 Dashboard Charging Batt Detail Gen Detail UQM Detail The Dashboard tab is designed to be used while the vehicle is under way It displays the speed in very large font in order to allow the drive to read the speed with a quick glance We decided to change from an analog speedometer to digital after the first round of competition We noticed that the LabVIEW dial s needle is very thin and harder to read This difficulty is compounded by glare when the sun is shining through the windshield The driver and I found that the black on light grey text combined with a very Page 21 large size is sufficiently easy to read even with glare We also determined that giving a more accurate speed to within a tenth of a mile per hour is too distracting as the decimal changes to quickly to be useful and only acts to distract the driver I decided to leave the drivetrain power meter as a needle display as the driver only needs a ball park idea of the motor and gensets power unlike speed which we must maintain very accurately during competition The driver can also ignore this information without risking damage to the vehicle or violate any axp rules Above the instantaneous
39. Finally numeric displays for other relevant information is provided at the bottom of the screen such as the sum of all the pack voltages V_Sum the charger voltage and current Chger V Chger C and the Hall Effect current and estimated kWHr used 4 4 6 Detail Tab Detailed Genset Information Engine Speed RPM 3700 1766 X t The Gen Detail tab is used to give the limited information available for the genset We get actual engine speed which is given by the EVO generator and applied engine torque which the cRIO is requesting from the generator These values are given as needle displays in order to visually determine the stability the feedback control algorithm The Hall Effect current is also displayed which gives the net current delivered to the battery This is important to monitor when debugging the genset especially when Page 25 the vehicle is under vvay as the batteries could still be sourcing povver if the ugm povver is greater than genset povver Lastly there are two leds which light if a genset error is displayed The Eng Cutout signifies that the engine rpm exceeded our rev limit causing the genset to be shut down Eng Timeout signifies that the EVO tried to start the engine but it did not turn over within the allotted time 447 Detail detailed information 10 Power 2 80 The detail has four temperature meters giving four reported
40. RIO 9072 266 1M NI cRIO 9073 266 2M NI cRIO 9074 400 2M Driver Information NI RIO Module Slots DRAM MB 8 64 8 64 8 128 Internal Nonvolatile Storage MB 128 128 256 Back to Top Software Compatibility LabVIEW LabVIEW Real Time Module LabVIEW Professional Development System LabVIEW FPGA Module Back to Top 10 100BASE T RS232 Serial Power Supply Remote Panel Ethernet Port Port Input Range Web and FTP Server yes yes 19 to 30 VDC yes yes yes 19 to 30 VDC yes yes Dual yes 19 to 30 VDC yes Back to Top www ni com woo IU MMM 001 0 yoeg 40 sseooe sepiwoJd Jones dL4 1 sasmoig e suoneoidde e ejiejui Jasn ay pue eo ejiejur Jesn JeswoJq Q M sepi oJd 48 45 81111 1 4 VO d4 sseooe uoneoiunuiuoo pue sepi oJd 941 1 WSIA JENVIA OFYJOedWOD 10901014 jeues dOL SNGPOW di do uonippe BIEMYOS 9
41. VDC 0 3 to 0 5 A 3 4 LIQUID TIGHT FITTINGS CABLE DIAMETER RANGE 0 55 MIN 0 71 0 625 STRAIGHT BEADED HOSE STEM 41 5416 18 STUD 7501 miller dr frederick CO 80530 The content of this document is proprietary and confidential 7 EVO ELECTRIC the evolution of power REKEB115 Specification Summar EVO Electric Ltd Document Summary Date 12 01 2010 Issued Revision Draft Distribution EVO Electric Ltd rekeb_115 spec_int_evo docx Page 1 of 9 January 18 2010 EVO Electric Ltd Unit 14 Woking Business Park Woking Surrey GU21 5JY Tel 44 0 1483 745010 Fax 44 0 1483 770506 The content of this document is proprietary and confidential Contents 1 Introduction and Scope 2 2 LI 4 21 Control connector 4 22 Motor 6 1 Introduction and Scope The REREB115 is an inverter designed to control an Evo Axial Flux Permanent Magnet Synchronous Motor PMSM External views of these units are shown in Figure 1 REKEB1 15 320 AF140 motor Fig 1 Example drive system offered by EVO Electric Ltd A summary specification of the inverter is listed in Table 2 Designation REKEB 115 Nominal voltage 320 Operational voltage range 290 450 Rated output current 115
42. ainst this behavior This of course does not answer the question of why the relay opened and I think we will have to test the DC DC as well as well as the signal quality on the RS485 data line to and possibly more to discover why the problem occurred 7 3 Conclusion Overall our vehicle was a large success Within one year we were able to bring the project from a few scattered components and a rolling chassis to a fully functional series hybrid vehicle We met all competition and FMVSS requirements and had a road legal car that drove around campus with ease It could accelerate faster than a Toyota Camry and drive over 40 silent miles on battery power alone We were rushed throughout the entire process and had very limited time for testing and optimization In the end our withdrawal may have been avoidable with a few months to fully test all subsystems both independently and working in unison This hopefully will be a task the team will tackle and be able to gather significant data that our series hybrid vehicle can easily achieve 100 miles to gallon equivalency while offering a driving experience similar to marketable production vehicles we are accustomed to Page 36 8 Appendices 8 1 MATLAB Code 8 1 1 Skin Effect MATLAB Code skin effect 1 72e 8 sohm meters u 4 7 shenrys per meter D 1 113e 2 diameter of 00 wire in meters 3 5 1 way length of 00 in meters 16000 sfrequency Rlist p L pi D 2
43. built It is meant to both describe the design process I went through when designing these systems and as a service manual for the car which will hopefully continue to be improved Page 6 2 Design Specifications and System Requirements PIAXP provided detailed requirements documents vvhich unfortunately are confidential and cannot be reproduced in this report The last revision was over 70 pages long describing the safety design and efficiency requirements for all aspects of the car from charger isolation to static stability factor to tire pressures I will highlight some of the major requirements and those which gave us considerable difficulty All high voltage electronics must be finger proof drop proof and have sufficient weatherproofing for its location This requirement forced us to do a full overhaul of all of our electrical enclosures where we added sealed panel mount connectors and cable glands to every enclosure We also had to run our high voltage wiring underneath the car as no high voltage wiring or components were allowed to be within the passenger compartment The high voltage system must be isolated from the vehicle chassis It must also be equipped with a ground fault detection system that would warn the driver if the resistance between the high voltage system and vehicle chassis was less than 500Q per volt This system must be active both during driving and charging Nearly all of the commercially available GFD circuits had a l
44. cator Right Rear Signal Red Signal Flasher Chassis Hi Beam Relay 85 Lo Beam Relay 85 Parking Relay 85 ground enable 3 status ok 3 ground 3 5 3 analog resistance sig 3 ground 3 relay1 enable soft 3 start relay2 enable main 3 3 3 relay1 enable through 4 3 2 EDS 1 1 2 relay2 enable 3 relay3 enable rev 3 CRIO povver 3 TS povver 3 4 switch power 24 7 3 4 through EDS radio power 24 7 3 4 brake booster 3 24 3 ground 3 analog voltage 3 24 24 24 24 24 24 24 24 24 16 22 22 16 18 16 20 24 24 24 black orange green blue red green black orange yellow green black green white white green light green green pink red red black green DC DC1 DC DC1 DC DC1 GFI GFI GFI SS SS SS SS Master rear LV rear LV rear LV rear LV rear LV rear LV rear LV rear LV hall eff hall eff hall eff Page 56 CRIO CRIO CRIO CRIO CRIO CRIO CRIO CRIO CRIO CRIO cRIO cRIO cRIO cRIO cRIO cRIO cRIO cRIO booster cRIO cRIO cRIO Relay ctrl fan Relay ctrl PTC defrost 5 Relay ctri engine 45 rear defrost povver 3 5 PTC povver 4 5 Engine povver 5 ground1 4 4 enable1 4 4 status ok1 4 4 ground2 4 4 enable2 4 4 status ok2 4 4 CAN cable 5 6 power 5 6 power 5 6 UQM pump 5 6 EVO pump 5 6 Daq power DC
45. ce of the wire under a DC load Diagram of worst case scenario The diagram shows a single cell with the negative terminal at a fixed ground It is being excited by a voltage source with a DC and AC component Note the cell voltage is reduced to O for simplicity c og 09 SOC voltage sensor board Switching Noise from UQM inverter At the switching frequency of the UQM 16kHz The wire resistance is 6ohms This resistance is 3 000 times the internal cell resistance Therefore if the UQM was outputting a 300 volt AC swing the cell voltage would raise and lower by 0 1 volts Page 32 A graph of the wire resistance frequency is skin effect resistance for 3 5m 8 7 Resistance Ohms A 1 L L L L L L L 0 0 2000 4000 6000 8000 10000 12000 14000 16000 18000 frequency Hz Formulas of wire resistance for frequency Al da Dept dl f frequency D conductor diameter L 1 way wire length Resistivity and Permeability of Copper 1 72 10 Me 4 x10 Skin Depth Calculation for inverters with 00awg wire 1 72x10 Om z 16kHz Az x10 Skin _ Depth R 6 370 _ 1 72 10 62 3m 6 m 1 113x10 m Skin Depth Calculation for DC DC converter with 6awg wire 8 Skin _ Depth m 200kHz 47 x10 Hm R 6 1002 33 6 z 4 1148x10
46. com watch v EAc8JdjI3C4 This video was taken on our second day of testing in mid November We drove with an electric only drivetrain meaning the engine and EVO electric generator were not installed in the car You can see most of the internals as these tests took place before our body panels were made Vehicle 0 60 Test Link http www youtube com watch v a7yqwNK 3v4 This very brief video shows the power of our UQM drive motor by squealing the tires during one of our acceleration runs Page 30 Vehicle 60 0 mph braking test Link http www youtube com watch v enwTPrC b44 amp feature related This brief video shoes our car testing our braking distance As you can hear and see the combination of regen and mechanical brakes allows us to decelerate very rapidly meeting the minimum braking distance Although both in this video and our test during competition we locked up the tires so having anti lock brakes would improve our braking distance and vehicle control Battery Thermal Management auto Shutdown video Link http www youtube com cornell100mpg p a 797335AC564DCDB 1 1 daW6CtOcTSM This video was taken as part of the PIAXP second technical deliverable We had to demonstrate our vehicle properly shut down under a battery thermal event We heated one of the battery temperature sensors with a small heat gun in order to slowly increase the sensors temperature The vehicle limits battery power by lowering the maximum allowable cur
47. dules can be connected together for higher current Reduced heat losses PAF450F280 12 PAF600F280 12 PAF450F280 24 PAF600F280 24 PAF450F280 28 PAF450F280 48 PAF600F280 28 PAF600F280 48 28 16 5 21 5 462 602 91 200 400VDC 14 4 28 8 16 8 33 6 240 280 56 56 56 56 0 02 C 105 140 125 145 Remote Sense Remote On Off Parallel Pin Inverter Good 11 14V Auxiliary voltage 40 C to 100 C Baseplate See derating chart 5 95 RH Operating 5 95 RH Non Operating Conduction See Installation Manual for heatsink selection Input to Baseplate 2500VAC 20mA Input to Output for 1 min Output to Baseplate 500VDC for 1 min 196 1m s Non Operating 10 55Hz sweep for 1 min Amplitude 0 825mm constant Max 49 m s X Y Z 1 hour each UL60950 1 CSA60950 1 EN60950 1 CE LVD 200 2 4 x 0 5 x 4 6 61 x 12 7 x 116 8 See outline drawing 2 years Note See Installation Manual for full details test methods of parameters and application notes 3055 Del Sol Blvd San Diego CA 92154 1 800 LAMBDA 4
48. during our most lengthy test that we were able to achieve between 110 and 115 MPGe under electric drive Of course the genset is a less efficient source of electricity than the wall charger so this milage would be reduced under extended driving but demonstrates that we are very near the required efficiencies An excerpt of this data log is shown in appendix 8 1 5 It is time stamped by time of day in of seconds for example 12 00 noon is 172800 The battery voltage in this excerpt is low in fact during this except we only had 1 battery reporting voltage We can see that the UQM voltage is a more appropriate overall voltage The encodes the battery errors discussed in Section 3 2 Every two digits represent the errors from a specific battery back We can see that all packs had some error This data gives some verification to the vehicle performance and behavior We can see the UQM current is negative when the torque is negative and the voltage drop grows as current increases Also the UQM temperature rises as power is demanded 6 2 Driving Videos During all of our driving tests up to the first round of competition I rode in the front passenger seat and monitored vehicle parameters to ensure the vehicle remained safe and quickly diagnose any software or hardware problems The videos below are in chronological order and show the progression both of our vehicle completeness and Initial Driving Tests Link http www youtube
49. e and current as well as errors such as over temperature voltage etc Because of the CAN interface our charger is controlled by the cRIO which also monitors the battery health We adopted a fairly simple charging strategy where we would charge at full power as long as all packs remain below 100 and there are no over voltage errors Once any of these conditions are met the charger is shut down until the error is cleared This may shut down the charger prematurely as not all packs will be fully charged or properly balanced but it does protect the cells from being over charged Once it reaches this state if further charging is desired it can be performed using alternative software run from a laptop not built into the car Page 11 A high level circuit diagram of the charger and battery interface is shown below UY N H8 r EN See HV AC Charger d Schematic 11 Amphenol 20 22 L Earth ground 240 VAC Plug AA High Level Schematic of Charger Circuit Per PIAXP requirements earth ground must be passed through the same connector as the DC power and immediately grounded to the frame In order to ensure vehicle cannot drive away with the charger plugged in there is a circuit of two zener diodes which is held at 8 6 volts when none of the two charger plugs are inserted if one plug is in the voltage is dropped to 4 3 volts and when both plugs are in the voltage is dropped to 0
50. e test The vehicle entered the maneuver at a higher than required speed and ended up spinning out What happens after the camera drops is the vehicle skidded sideways and began hopping Page 31 In the opinion of one of the safety judges our car came very close to flipping over and said that hopping just precedes vehicle rollover This test resulted in the Speed tab for the touch screen described in section 4 4 3 allowing the driver to clearly see the vehicle speed and increase his speed very slowly not risking a repeat of this near catastrophe 7 Vehicle Analysis and Conclusions We encountered a few problems with our electronic system where I had to analyze possible sources of errors and rule them out We had concerns about noise transmitted through the high voltage cables from the switching power inverters from the UQM as well as the switching supplies in the DC DC converter I also discuss an analysis of the problem that caused us to withdraw from the competition 7 1 Potential Switching Noise Interference on Battery Control Boards Skin Effect is the tendency of an AC current to distribute itself near the surface of a conductor This results in an increased resistance as frequency increases as the skin depth depth of conductor used decreases This increased resistance results in higher AC frequencies having a smaller and smaller effect on battery voltage In the case of the UQM s switching frequency this is 0 06 of the resistan
51. each one of these required an IO interface board to both condition the signals being sent and protect the cRIO from erroneous or dangerous behavior on one of the connecting wires There are over 21 of these IO modules which are described in detail in Appendix sections 8 4 through 8 7 Many of these circuits interface with sensors such as hall effect current instruments analog pedals and the GFD These sensors require accurate and speedy measurements of analog signals which are used to ensure vehicle safety and driver control Since the car contains high power switching power supplies we had to design our circuitry to be as noise immune as possible One of the design tools we used to aid our noise immunity was having the reference ground and power to these sensors be supplied by these Page 28 interface boards This meant that the sensors vvere floating relative to the frame and other electronics around them VVith the sensor and ground vvires bundled together any noise vvould be common mode and affect the reference ground and signal wire equally Therefore the voltage difference between the two would remain accurate even if the sensor wires had induced noise up to many volts Of course we also used R C low pass filters to reduce any differential high frequency noise present on the wires We also designed these interface boards to protect the expensive cRIO modules from human error such as plugging in connectors incorrectly and device failure The a
52. ements This was an extremely difficult undertaking as our car would have to not only be functional but durable enough to drive at high speeds through a rough simulated road course drive a combined distance of hundreds of miles without needing servicing provide vehicle safety and crashworthiness equal to production cars while providing passenger comfort and amenities We also had to design our car to be marketable to today s consumers Our electrical systems were monitored and controlled by custom software running on a National Instruments cRIO microcontroller which handled nearly all vehicle functionality I wrote software for this device that monitors pedal position commands torque from the drive motor starts and stops the genset and monitors battery health and limiting driving when an error occurred This software is tightly integrated in order to ensure all major systems operate efficiently and safely For example if the battery management system senses a low state of charge it will automatically start the genset Or if the batteries are overheating the motor control software will limit motor power to a limp home mode in order to protect the batteries yet let the car get off the road or track and clear from any danger Most of our vehicle was custom build which meant I had to build two vehicle fuse relay boxes run conduit through the car with over 100 distinct wires design and build a custom instrument cluster and write custom cont
53. emperature 20 50 Povver derating 5 C from 40 C to 50 C Heat Dissipation IP54 FAN cooling Protection Degree IP54 Efficiency gt 90 at max load Control interface CAN v2 0B 500Kbit s standard frame ID s adaptable Remote alarm N C contact potential free OR of thermal protection overvoltage etc Mains presence N O contact potential free when the input mains is present the contact closes Ouputs Data CMP313 01 CMP313 02 Units V01 Output Voltage max 294 392 V01 Output Current max 23 18 Adc V01 Rated Output Power 7000 VV V01 Costant current control by CAN or by PWM isolated V02 Output BMS Voltage 12 02 Output BMS Current 0 1 Adc V03 Output FAN Voltage 24 V03 Output FAN Current 1 0 Adc Standard Applied Units General Requirements EN 61851 1 EN 61851 21 EMC Emission EN61000 3 4 CISPR 14 16 level A EMC Immunity EN61000 4 1 EN61000 4 4 EN61000 4 5 EN61000 4 11 EN61000 4 3 SAFETY EN 60950 1 2002 A11 2004 ECE regulation 100 Dielectric Withstand Voltage Input 2000 1min Input Output 2000Vac 1min Output 1000Vdc 1min Input SELV 4000Vac 0 1min Insulation resistance Input Output PE gt 1 500Vdc Touch current lt 3 5 mA Mechanical Data Units Dimensions _Width x Depth x Height 616 x 304 x 176 5 mm Weight ca 23 Kg Case Material Aluminium Steel black cataphoresis painted
54. er being used to charge the batteries is decreased this load will play a more significant portion of the charger current Therefore it is important to see the current that is actually being delivered into the batteries There are various LEDs throughout the tab Chg Error lights up if the charger itself reports an error either over current voltage temperature or CAN timeout The Charging led is lit when high voltage is Page 23 on and the charger is plugged in configured properly and enabled The four horizontal leds near the middle of the tab give the status of the charger setup procedure If the charger switch in the rear of the car is on then Chg Switch led is lit if both plugs are properly inserted then the Plugs OK led is lit Once communication between the charger and cRIO is established the Comm OK led is lit and finally when the driver turns on the high voltage and the pack relays are all properly closed the HV on led is lit meaning the vehicle is ready to begin charging The two lower leds SOC limited and Over V limited indicate whether charger power is being throttled by the battery SOC or voltage limits this is currently not implemented in software but the display is setup to accept the information The only touch screen to cRIO control is the Quick Charge button which forces the charger to charge at full power 18 amps regardless of SOC or error state This was implemented in case we have
55. ew messages were added that provide the following information Pack Voltage for each of the 6 battery packs in 0 01V Pack Currents for each of the 6 battery packs in 0 1A Pack Temperature 2 per pack for each of the 6 battery packs in 0 01 deg C Pack SOC in 0 01 for each of the 6 battery packs These additional messages are used to diagnose battery problems while in operation They were added because we had significant difficulty with the electronics within the battery packs and had wanted to be able to isolate which packs were sending erroneous data without having to remove the packs from the vehicle and test them individually You will notice that the original messages mostly reported maximum minimum and average of the appropriate values We experienced that at times none of these values would be reliable as some boards would be stuck near the maximum some at zero and giving an average that would be heavily affected by the number of boards stuck at these extremes which was unknown By isolating the different packs we are able to find what data is reliable and what is not 3 3 High Voltage Battery Charger We use 7kW external charger capable of fully charging our batteries within 3 hours It is powered by a 240 volt split phase 30 amp wall outlet and can provide DC power up to 392 volts and limited 18 amps The charger communicates with the car via CAN and we set the maximum current and voltage limits The charger reports applied voltag
56. ft For completeness the associated cRIO Interface Module schematics are shown on the right GSE 9 SWITCH PANEL A 2N7000 1 GS ENAB D 25 21 2 412 12 R W 3 HV SWITCH D 8 7 Y BK 4 HVLEDS D 32 26 O GR 820 1 2W 2N7000 10 SWITCH PANEL B 412 B 1 GND GS SWITCH A 12 17 O GR 2 3 REGEN SWITCH D 6 5 4 FNR SWITCH A 13 18 GR BK BL Page 47 8 7 cRIO and IO Board Mounting and Numbering The cRIO control unit is the central control for the entire car It uses a National Instruments cRIO control box which has many analog inputs many digital inputs and outputs and a CAN interface Also contained in this cRIO control unit is a 12 VDC to 24 VDC up converter to provide power to units requiring 24 power In order to connect the cRIO inputs and outputs to signals that are incompatible for direct connection to the cRIO a multitude of independent I O interface modules are incorporated These are independent small circuit boards with a connector that are mounted in a slotted panel This panel can accommodate up to 28 I O interface modules M ASTER OO NIFO L UN T LAYO UT 12 TO 24 VDC CO R 5 c X LU LU d a 5 5 NAL ENTS cR O 9074 5 a s g cRO 1 0 MO DUES AREA 1 0 MO DUE SLOT BERS
57. h 4 6 User Interface Data Sender The cRIO performs the data conversion needed to generate speed odometer UQM and EVO power averaging and Electrical MPGe calculations This is done on the cRIO instead of the touchscreen as the data update speeds are much faster on this device and timing is much more accurate as we do not have transmission delay packet errors to deal with J EVO inst kW inst Em EVO inst kw Telemetry Conditioning and Sender LabVIEW Code Page 27 Originally we directly send vehicle speed and power but found that the data is too noisy to be useful or readable Therefore the motor speed and power are averaged over six or five cycles respectively This gives more stable results while still maintaining a fast update speed as the code runs every 25ms meaning the six data points for speed are refreshed every 150ms Since our vehicle has direct drive meaning the gear ratio between the UQM driveshaft and wheels remain the same vehicle speed can be determined by simply dividing the driveshaft speed by the gear ratio and scaling to get mph This speed is then integrated via sampling to get the distance travelled To calculate our electrical MPGe we use the formula given in the PIAXP requirements document BTU MPGe gallon of _ gasoline 1 16 090 34 024 x BTU x 3 412 WHr kWHr To get instantaneous MPGe we
58. harness Simultaneously the EVO motor torque is zeroed to allow the engine to coast down at a normal speed Page 17 100 Idle Engine Idle est Forward Torque 1600 Forward Regen Regen Torque 100 Torque Limits for Generator note the rpms have changed slightly from the diagram above but the principle remains the same The complex software below controls the startup and regeneration of the generator This code only runs when the genset switch is enabled and the state of charge is low or the genset is forced on via the switch panel in Section 4 5 The first code executed is a ten second delay This is to allow sufficient time of the dashboard Engine Started led to flash notifying the driver before the engine is violently started See Section 4 42 Next the generator torque is increased by 4 Nm every 50 milliseconds up to a maximum of 160 Nm During the loop can be exited before the full torque is reached if the engine rpm is above 750 rpm or the genset is disabled by the driver The genset will apply forward torque for a maximum of 12 5 seconds to protect against a stalled engine it may damage the inverter if high torque is applied to a stalled rotor for a long period of time If the engine does start the second loop monitors engine speed and applies torque following the formula Tq 0 375 rpm 1700 With torque held between 0 and 150Nm Therefore if the engine speed is less than 1
59. ication Tighe Improved braking and extended range CaN DS compa Suitable for automotive applications Diagnostic capability Enhanced thermal management Temperature sensing alarm Torque speed and voltage control modes Rugged weatherproof enclosure apeed sensing Liquid cooling Graphical user interface Light weight HPM125 Motor Generator Dimensions Length Diameter Weight Performance Peak power Continuous power at 3 000 rpms Peak torque Continuous torque Maximum speed Maximum efficiency Power density based on 50 kW NOTES UNLESS OTHERWISE SPECIFIED IN ACCORDANCE WITH TABLE 1 ZN REFERENCE DESIGNATORS SHOWN AR COUNTERCLOCKWISE ROTATION REFERENCE AND 15 REPLACED BY CM FOR ATION FOR CLOCKWISE 5 ORS ARE 167 hp 60 hp 221 Ibfeft 110 Ibfeft 8000 RPM 94 1 85 hp Ib 3 MOTOR EXTERIOR PARTS LESS SHAFT SPINE COOLANT F I BY LIQUID TIGHT FITTINGS AND WIRE PUISER EQUALLY SPACED ON WITH CLEAR CLASS 3 TABLE CHROMATE PER MIL DTL 55 11 FASTENERS CABLES LABELS AX 1 2 13 UNC 28 170 QNA G210 0nm B68 26718 BOLT CIRCLE 3 8 24 UNF BY 75 ager E DATA FILLET 3007 SIGE FIT IN ACCORDANCE WITH ANSI 892 1 970 TOLERANCE CLASS 5 vn COUNTSINK 30 BY D 625 11387 REF 1 3125 REF 1 37571 370 1 246
60. imit to the leakage capacitance capacitance between the high voltage components and frame Our GFD required less than IuF This meant we could not use the EMI filter provided by the drive motor manufacturer UQM Technologies UQM Since we were using lithium iron phosphate batteries we were required to have a battery management system BMS that would monitor the health of the batteries to prevent damage or in the worst case scenario explosion We had to monitor cell voltage currents temperatures state of charge and other parameters and automatically shut down the vehicle or specific components if any of these parameters went out of their safe range We were also required to have an intelligent and user friendly charging system that would automatically shut off when the batteries were full or had any errors as well as maintaining isolation between the high voltage components and the chassis which must be tied to earth ground Page 7 3 Overview of Major Electrical Subsystems There are two major electrical systems that give our car the required efficiency First is our high voltage batteries and second is the electrical drivetrain which consists of a engine generator set genset and a powerful electric drive motor 3 1 Electrical Drivetrain LiFe 320 volt Batteries 320 volt qesesssasasessacdesecs
61. le 2 7 1 Enable out D 21 17 2 Gnd 3 Operating OK in D 14 11 11 DC DC converter enable 3 7 1 Enable out D 22 18 2 Gnd 3 Operating OR in D 15 12 12 13 14 18 21 22 23 24 27 26 2 Relay pull down 6 1 Fan out D 23 19 2 NC 3 Spare D EVO Generator control 8 1 Speedin A 11 16 2 Statusin D 17 14 3 Torque out A 1 0 EVO inverter power 16 1 24 out no fuse 2 NC 3 Gnd Switch Panel B 10 1 Gnd 2 GenSet switch position in A 12 17 3 Regen switch position in D 6 5 4 FWD N REV switch position A 13 18 UQM inverter power 16 1 12 out no fuse to Amphenol 2 NC 3 Gnd out to Amphenol pin Speedometer 15 not used 1 Gnd 2 Clk out 0 26 22 3 12 VV 4 412R Odometer 14 not used 1 Gnd 2 NC 3 Clk out 0 27 23 GFD Sensor 12 1 12 2 Gnd 3 Sense V in A 8 7 Hall Effect Ammeter 11 1 Gnd 2 Sensein A 6 5 3 24 Charger Interface 17 Plug s inserted in A 20 8 Switch in D 7 6 Gnd LED out D Page 49 8 9 Soft Start Connector Control Board Schematic 1 P1 CHG 2 B B 6 18 10 F1 30A L L l R4 2 DC DC 1 DC DC A1 2 A2 gt K K3 BK R HARD CONNECT GND 13 CONF SOFT COM HARD Page 50 8 10 Car VViring List 8 10 1 Car Wiring Harness Conduit Paths Conduit Number Conduit Juncti
62. ler which handled nearly all vehicle functionality I wrote software for this device that monitors pedal position commands torque from the drive motor starts and stops the genset and monitors battery health and limiting driving when an error occurred Most of our vehicle was custom build which meant I had to build two vehicle fuse relay boxes run conduit through the car with over 100 distinct wires design and build a custom instrument cluster and write custom control systems for the powertrain batteries charger and user interface controls Our vehicle has driven over two hundred miles as well as passed all PIAXP technical and safety inspections We made it through the first round of competition and had some difficulty during the second round with our batteries and had to withdraw from competition An analysis of a likely cause of this failure is given at the end of this report This report discusses the design and implementation of the major hardware and software components I designed and built It is meant to both describe the design process I went through when designing these systems and as a service manual for the car which will hopefully continue to be improved Report Approved by Project Advisor Date Page 2 PG Cornell University Page 3 1 2 3 Table of Contents Executive SUMA Visita aa Ratna sola Ec er sed valde ia ole 6 Design Specifications and System 1 Overview
63. nalog and digital inputs on the cRIO are high impedance devices and have their own built in voltage protection which will try to clamp the voltage on one of the input pins to 10 volts Of course these modules can only absorb less than 100mA and would be overwhelmed if someone inadvertently plugged the 12 volts from the battery directly into one of these ports Therefore all IO s have a series resistor on the order of 5kQ This limits the current required to clamp the voltage to 10s of mA 5 2 Ground Fault Detector Support Circuitry Our Vehicle includes a ground fault detection GFD system provided by Bender which is capable of detecting leakage resistances as high as Having a is not only a PIAXP requirement but also a standard safety feature on most high voltage high power electric vehicles Our specific system is set to warn the driver if the leakage resistance drops below 1KQ Volt or 320KQ for our vehicle This is double the PIAXP requirement The output of the GFD is an opto isolated PWM signal In order to simplify the software required to measure this PWM circuit we simply convert it to an analog signal where a 0 duty cycle would be 0 volts and a 100 duty cycle would be 5 volts This can be directly read by the cRIO s analog inputs and converted to a duty cycle by simply dividing the voltage by 5 We use two rail to rail op amps to convert the pulse to an analog signal The first labeled U2 B is used to give very sha
64. ng loaded down by the generator which converts the mechanical energy Page 8 from the engine to electrical through the BER115 The electrical energy is supplied to the drivetrain and LiFe batter pack The genset is always run at 1700rpm and 130Nm of torque regardless of driving intensity as this is our diesel engine s most efficient operating point Currently we plan to turn the genset on when we reach 20 State of Charge SOC and turn it off at 85 SOC As our vehicle nears completion these numbers will likely change with testing and we will implement different driving modes such as city highway etc which will optimize the duty cycle and SOC limits of the genset 3 2 High Voltage Batteries and Provided BMS Our Batteries were provided by Chang s Ascending Enterprise CO LTD and include various monitoring boards that allow us to monitor the State of Charge State of Health and various parameters needed to ensure the vehicle operates safely and efficiently In order to use the data provided by the batteries I had to understand the architecture and data communicated by each board This was even more necessary as we had many communication and other errors which we suspected wree spurious Therefore I had to dig into the functionality of the provided monitoring in order to better understand the source of these errors The Batteries are broken up into three different categories controller s internal to each pack a master controller and
65. ns DC 100W l power capacitor pacitor I dt I C MEM adi a oe dt C VVe can see that after about 2 25 seconds the voltage across the selected SOC board goes negative The schematic below highlights the internals of the battery affecting the SOC board Page 35 Batt V e SOC power ZN m eo SOC power Batt PTC SOC sense Relayl Shun SOC sense Batt Battery Sensor Schematic As shown in the graph the Batt V potential is actually higher than BattV this means that the zener diode is forward biased acts as a short Current will pass through the PTC causing it to raise its resistance while the voltage across SOC power will be small on the order of a couple of volts due to the forward bias of the diode Therefore the voltage between SOC sense and SOC power will grow as voltage drops and will be roughly equal to Batt V Batt V As the graph shows this voltage grows to near 50 volts within 3 5 seconds and a reverse polarity to what the sensor boards are designed for It is likely that this voltage potential would cause damage to the circuitry within the integrator and could cause the damage we experienced It also has a similar time delay to what we experienced where the loud pop occurred a couple seconds after the relay opened During normal operation the soft start relays opened first disconnecting the capacitors from the batteries protecting ag
66. o test all actions we will drive the car on a dynamometer while the temperature probe is being heated We will first perform the test at a high state of charge and then repeat at a state of charge beginning around 25 and make sure the genset is triggered before heating This way we can verify that the genset is turned off at the appropriate time regen is Page 19 limited we check by braking hard and reading the instantaneous regen power and driving power is limited Of course we will also be watching and listening for the user visual and audio indicators 4 33 Over Under Voltage Control The overall pack voltage is continually monitored especially when the SOC is near the extremes As with most lithium battery cells ours have a very flat voltage during most of the SOC range A qualitative graph of cell voltage vs SOC is shown below Cell Voltage curve SOC Qualitative Lithium Ion Therefore within the normal operating SOC range we should see very little voltage change Before we will allow the vehicle to be turned on High Voltage contactors close the SOC must be greater than 10 and the voltage must be between 340 and 260 volts 4 4 User Interface All vehicle information is given to the driver through a NI TPC 2512 touchscreen computer This screen is mounted behind and above the steering wheel in roughly the standard position for an vehicles instrument cluster I designed and coded multiple screens two of which are for normal
67. of the power train elements are damaged This screen is used in competition for the endurance course where vehicle efficiency is not measured and the driver must maintain a high rate of speed as well as navigate a complex road course This screen is also used for dynamic safety tests such as emergency lane change 0 60mph and 60 0 tests The need for this screen was identified after our first round of emergency lane change tests where we ran into the glare and readability problems causing the driver to enter the maneuver at a higher than necessary speed This speed like on the Dashboard is rounded to the nearest mph while taking up nearly 30 of the screen area The battery summary display remains on the top so the driver can check battery health during an appropriate time 4 4 4 Charging Tab Used only with Plug in Charger gt j mmm s HE net kWhr in Chg Error Charging Charger Temp 100 0 In y Dashboard Speed Batt Detail The Charging tab is used only used when the high voltage charger is being plugged in and started This Charging tab has three large dials giving the charge current and voltage reported by the charger as well as the Hall Effect current HE Current The Hall Effect current is reported for its significance as the batteries reach near full SOC There will be some high voltage load while charging mainly from the rear DC DC converter which could be as high as 1 amp As the pow
68. on Rear Electronics Above is a diagram of the designated conduit paths used to route wires throughout the car This diagram should be used with the wiring list to fix any damaged wire Page 51 8 10 2 Diagram of Low Voltage Relay Enclosures 10 98UU059 This diagram shows the connectors fuses and relays in the low voltage relay enclosures This diagram should be combined with the following tables to replace fuses and diagnose potential problems Page 52 8 10 3 Enclosure Pinouts and Wiring List Front Relay Enclosure 1 1 8 99 UQM Pump 1 2 1 7 85 Rear defrost power 1 3 2 1 86 PTC power 2 4 1 16 82 Fan power 4 5 1 11 Engine off povver 4 6 2 2 87 Engine povver 4 7 1 9 100 EVO pump power 1 1 14 83 Heater on control 2 1 5 82 Fan on control 4 1 1 84 Engine power on control Rear Relay Enclosure 1 1 1 8 67 TS 1 1 1 7 65 cRIO 1 2 1 6 101 DLI 1 2 1 5 101 Daq 1 2 1 4 102 DC DC fan 1 3 Master board 1 3 1 1 103 Soft start 1 4 Batteries power 3 5 2 2 1 AUX povver 6 1 12 68 63 Switch power 24 7 6 1 11 69 Radio power24 7 6 1 10 104 Dag 24 7 4 7 1 9 105 Rev lights 2 1 70 Brake booster 4 1 14 66 Reverse light on control 3 1 15 64 Auxiliary power on control 1 1 16 63 Generic
69. open This is used to verify that the contactor is open and reduce parasitic loads on the batteries 3 2 3 Overcharge Over discharge Board These boards monitor the voltage across each cell Each board can read up to eight cells If any of the cells being monitored by the board is over 4 volts or under 3 volts the corresponding signal is sent The interface between the Over Under charge boards and the slave are two opto isolated digital signals They operate as follows Overcharge True closed False open Over discharge True closed False open The slave board does not know which of the eight cells are over or under voltage These boards are constantly powered by the LiFe cells and does not need a data request to update the slave The outputs are updated near instantaneously 3 2 4 Slave Board The slave board is the brain of each battery pack It receives all data from all sensors and is the only board that communicates outside the battery pack It is powered by our auxiliary 13 volt battery and is grounded in common with the vehicle chassis In addition to receiving the signals from the SOC and over under charge boards the Slave also gets temperature data from two digital thermistors placed on the anode or cathode of selected cells This board also operates the two battery pack fans as well as the internal Kilovac contactor The slave board communicates to the master on an RS485 communication bus The following information
70. osures But the only power source to these contactors passes through the EDS buttons and key switch therefore if one of these switches is open regardless of the state of the control boards the contactors must open We can also see that there are no high voltage components or breaks in the high voltage wiring in the middle or passenger compartment of the car Page 14 4 Vehicle Software Our vehicle is controlled by a National Instruments compact Reconfigurable Input Output device cRIO This microcontroller allows us to add various IO modules including a CAN module 16 bit 32 channel analog to digital converter a 32 channel digital input output module and a 16 bit 10 to 10 volt analog output module These modules are controlled by the LabVIEW software written on the cRIO This software is very versatile and has allowed us to implement complex controls and difficult protocols very quickly Although all software is contained on the cRIO I have selected to discuss the software that controls the powertrain and user interface 41 Drive Control Strategy UQM Control Loop VVatchdog Error The diagram above shows the top level LabVIEW code that reads the brake accelerator pedal positions and forward neutral reverse switch position as well as giving an option to limit generator current for any future reason such as additional temperatures monitored or more advanced control strategies The blue 300 wired twice in to the
71. power display I give the average and instantaneous electric miles per gallon for the current trip For further information on how this data is generated see the section Telemetry Data Parser Above the speed I give the expected trip distance and odometer which are useful for the driver to understand how far he has driven as well as being required by FMVSS The drivers selected direction of travel is also displayed prominently in the middle of the screen Lastly I have a large LED labeled Engine Started near the bottom center This led blinks for ten seconds before the engine starting procedure is initiated This blinking is meant to get the driver s attention and warn him of the significant noise that is about to begin The engine pushed to the very rear of the engine compartment and is quite noisy when operational especially compared to the electric operation of the car This could be very distracting if it is started while the driver is concentrating on a difficult curve or focused on maintaining a specific speed The led is on solid when the engine is started and generating 4 4 5 Speed Tab Durability and Non Emissions Sensitive Tests Max Min SOC gt gt gt voltage 15 50 fas 40 Dashboard Speed Charging Batt Detail Gen Detail UOM Detail Page 22 The Speed tab is designed to give the driver the minimal required information needed to drive the car safely and ensure none
72. ration to a stop smoother I added a function that reads the motor torque and disables regen if the vehicle is moving slowly and the pedal is depressed far enough for the mechanical brakes to be activated This successfully eliminated the jerking behavior 41 2 Current torque limiting Acc Current Limit Lu1e1 Speed 5513 lp E inp ES ps 9 55 Brake Current Limit v16 i OBL Tq 511 2 nas Torque Limiting LabVIEW Code This software reduces the available drive torque in order to enforce the current limit for both acceleration and breaking It uses the formula W 22 Hz Nm More appropriately for our needs s C50 FA s 27 rpm rpm In order to ensure we have a nonzero and defined current limit I set a minimum voltage of 100 and a minimum speed of 200rpm 4 2 Genset Startup Automated Control Strategy The chart below shows the torque limits on the EVO controller The non zero forward torque region is for starting the engine once it reaches above 500rpm no forward torque can be applied Around the idle region no forward or regen torque can be applied allowing the engine to idle without a load The regen torque will increase from 0 100 load from 1700 2100rpm respectively It remains at its max torque above 2000rpm As a safety feature once the engine reaches 3700rpm the engine is disabled by the cRIO by opening the relay providing 12 to the engine
73. rent going through the UQM see section 4 1 2 The current limit while the temperature rises is sudden drops from 300 amps down to 0 As the temperature sensor cools you can see the multiple steps described in section 4 3 1 Genset Startup and Battery Charging Link http www youtube com watch v x4 nnMT2Iry This video was taken during winter break before the Spring 2010 semester It shows our first successful operation of the geneset You can hear the motor begin to turn the engine over and then roar to start The camera then shows the cRIO reading the engine speed through the EVO sensor The green LED next to the speed sensor labeled Cutout shows that the cRIO properly detected the engine has started and limits forward torque to ONm so the generator does not over rev the engine When I move the EVO Fwd Tq slider to negative values the generator begins resisting the engine and passing current through the batteries This is demonstrated both by the current meter reading and the battery SOC rising Drive by Road Test Link http www youtube com watch v2GdQzZabLxp4 This video shows our car driving up game farm road at a high rate of speed after we passed NYS inspection and became road legal Dynamic Avoidance Test with spinout Link http www youtube com watch vZ CDALpcKcMdM amp feature related This dramatic video was taken during our first round of competition It shoes our car going through the dynamic avoidanc
74. rol systems for the powertrain batteries charger and user interface controls Designing the electrical enclosures forced me to not only consider electrical needs but component placement requirements or protection from road debris or engine heat As the vehicle design matured and new PIAXP requirements were given these boxes and vehicle had to be re located and redesigned a total of three times between our first driving test and the second round of competition Every iteration gave me the opportunity to improve my designs by further implementing industry standard practices and demonstrating production readiness Our vehicle has driven over two hundred miles as well as passed all PIAXP technical and safety inspections Video evidence of our vehicle performance and competition results can be found in the Data and Results Section We made it through the first round of competition passing all dynamic safety tests and a placement within the top 10 in our class We had some difficulty during the second round with our batteries and had to withdraw from competition For an unknown reason possibly power supply switching noise or poor electrical connections we had contactors internal to the battery packs open sporadically This resulted in significant damage to battery sensor boards and could be dangerous if the vehicle was under significant load This report discusses the design and implementation of the major hardware and software components I designed and
75. rp edges to the output pulse This is then low pass filtered with a resistor and capacitor which is then fed into a voltage follower labeled U2 A giving a powerful driver for the analog signal Finally this is again low pass filtered by the 8 2K resistor next to the GFI on circuit 12 and the capacitor on the cRIO side circuit 13 01 LP 2950 BENDER IR155 2 5 12 13 GFD SENSOR GFD SENSOR BENDER END cRIO END 12 1 12 2 GND 2 K 2 20 U2 6292 2 21 Aen 45 U28 E GND U2 4 Schematic of GFD Support Circuitry The GFD error can be seen in the Battery Summary Display 4 4 1 as the rightmost red warning LED Page 29 6 Data and Results Our vehicle drove hundreds of miles starting in mid November of 2009 These multiple tests demonstrate the functionality of the vehicle and the success of my software and hardware designs and implementation During most of our driving tests we recorded data such as battery voltage current and various temperatures and torques We also documented our driving and lab tests on YouTube These videos were required as proof of a functional vehicle for the competition 6 1 Data Log Since our first driving test we have logged data every second This has resulted in hundreds of thousands of lines of data We had a modeling team dedicated to analyzing this data for accuracy consistency and to suggest areas of improvement They established
76. temperatures two from the inverter and two from the motor The vehicle speed UQM voltage and instantaneous UQM power along with EVO power are given as dial indicators to be consistent with the displays on the Dashboard Page 26 4 5 Dashboard Switch Panel FRONT VIEW Dash Switch Panel The figure above shows the dashboard switch panel used to control the hybrid drivetrain The leftmost switch selects the direction of travel The LV switch is used as the key turning on power to the cRIO BMS touchscreen and other vehicle controls The HV turns on the high voltage batteries by closing the relays within the packs and cycling through the soft start control While the high voltage is in the process of opening or closing the led will flash This tells the driver when it is safe to either turn off the car or begin driving The Reg switch enables and disables the regenerative braking This was a PIAXP requirement in order to test the braking distance under mechanical brakes only The remaining two switches control the operation of the genset The switch when in the Auto position allows the genset to automatically start when the state of charge drops below 35 when in the On position the genset will start immediately regardless of the SOC The rightmost switch labeled Enab enables the genset when up and disables forces it off when disabled This switch supersedes the functionality selected by the Auto On switc
77. vides a high level of safety vvhich is used to prevent erroneous propulsion As the diagram shows there are two analog outputs which maintain a voltage ratio of 2 throughout the pedal range They also never reach either voltage extreme staying within 7 5 and 91 8 of the supply voltage Therefore if either of the two voltages goes out of range the UQM acceleration torque is zeroed Also if the ratio between the two voltages differs greatly from 2 0 the acceleration torque is also zeroed This protects against cables being disconnected as well as erroneous or noisy signals causing undesirable behavior There is a single string potentiometer for the brake pedal which requires inversion when the pedal voltage is 5 volts the desired regenerative torque is zero Therefore I simply subtract the pedal voltage Page 16 from 5 to get a function linear with the desired torque Note that the safety controls are not present for braking as it is much safer to have the system over break than over accelerate Also because we had to use an existing brake pedal that tied in with the brake master cylinder the potentiometer does not have definite voltage bounds During testing we experienced some undesired behavior from the UQM when braking at very low speeds This is likely a result of the rotor position sensor resolution As the car slowed near stopping the UQM would jerk applying braking torque then releasing then re applying torque In order to have decele

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