Benchmarking State-of-the-Art

Technologies

Tim Burress
Oak Ridge National Laboratory

2013 U.S. DOE Hydrogen and Fuel Cells Program and

Vehicle Technologies Program Annual Merit Review
and Peer Evaluation Meeting

May 14th, 2013

Project ID: APE006

This presentation does not contain any proprietary,

confidential, or otherwise restricted information
 Overview
Barriers & Targets
• Integrating custom ORNL inverter-motor-controller
Timeline with OEM components.
– Optimizing controls for non-linear motors
• Start – FY04
throughout operation range.
• Finish – Ongoing
• Intercepting, decoding, and overtaking OEM
controller area network (CAN) signals.
• Adapting non-standard motor shaft and assembly
to dynamometer and test fixture.
• This project helps with program planning and the
Budget
establishment and verification of all DOE 2020
• Total project funding targets.
– DOE share – 100%
• Funding for FY12: Partners
– $550 K • ORNL Team members • Remy
• Funding for FY13: – Steven Campbell • ANL
– Chester Coomer • NREL
– $450 K
– Zhenxian Liang
– Andy Wereszczak
• Materials Science and
Technology Division
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 Project Objectives/Relevance
• Overall Objective: The core function of this project is to observe and define the
current state-of-the-art of EV/HEV technologies.
– Assess design, packaging, and fabrication innovations during teardown of sub-systems
• Identify manufacturer techniques employed to improve specific power and/or power density
• Perform compositional analysis of key components
– Facilitates trade-off comparisons (e.g. magnet strength vs coercivity) and general cost analysis
– Examine performance and operational characteristics during comprehensive test-cell
evaluations
• Establish realistic peak power rating (18 seconds)
• Identify detailed information regarding time-dependent and condition-dependent operation
– Compile information from evaluations and assessments
• Identify new areas of interest
• Evaluate advantages and disadvantages of design evolutions
• Compare results with other EV/HEV technologies and DOE targets

• Objectives (March 2012 through March 2013):

– Complete design/packaging assessments and operational characteristics/performance
evaluations of 2012 Nissan LEAF® inverter/motor and 2012 Hyundai Sonata
inverter/hybrid starter-generator (HSG)

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 Milestones

Date Milestones and Go/No-Go Decisions Status

September Milestone:
Complete.
2012 Complete 2012 Hyundai Sonata inverter/HSG testing.

Go/No-Go decision:
September
Determine if commercially available EV/HEV system is available Go.
2012
and relevant to DOE’s VTO mission.
Milestone:
September
Complete 2012 Nissan LEAF on-board-charger (OBC) design On Track.
2013
and packaging assessments.
Go/No-Go decision:
September
2013 Determine if commercially available EV/HEV system is available
and relevant to DOE’s VTO mission.

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 Approach/Strategy
Select
subsystem(s)

Disassemble Prepare
components components

Determine Assess design- Design, Develop

volume, weight, packaging fabricate, and interface &
SP and PD improvements instrument control algorithm

Test systems for

performance,
efficiency, and
continuous operation

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 Overall Technical Accomplishments
• Prepared detailed comparisons of progressing technologies
– 2004 Prius, 2006 Accord, 2007 Camry, 2008 Lexus LS 600h, 2010 Prius, 2011 Hyundai
Sonata motor, 2012 Nissan LEAF, 2012 Hyundai Sonata HSG
– Note: Power density and specific power levels in table are not apples-to-apples since
LEAF and Sonata have continuous capability near their published rated power

2012 2008 2006

2011 2010 2007 2004
2020 DOE 2012 Leaf Sonata LS600h Honda
Sonata Prius Camry Prius
Component & Targets (80 kW) HSG Lexus Accord
(30 kW) (60 kW) (70 kW) (50 kW)
Parameter 23 (8.5 kW) (110 kW) (12 kW)

Motor
Peak pow er density,
kW/L 5.7 4.2 7.42 (2.7) 3.0 4.8 6.6 5.9 1.5 3.3
Peak specific pow er,
kW/kg 1.6 1.4 1.9 (0.7) 1.1 1.6 2.5 1.7 0.5 1.1

Inverter
Excludes generator inverter (parenthetical values exclude boost converter mass/volume for Toyota Vehicles)

Peak pow er density,

kW/L 13.4 5.7 5.6 (2.0) 7.3 5.9 (11.1) 10.6 (17.2) 7.4 (11.7) 2.9 4.5 (7.4)

Peak specific pow er,

kW/kg 14.1 4.9 5.4 (2.0) 6.9 6.9 (16.7) 7.7 (14.9) 5.0 (9.3) 2.4 3.8 (6.2)

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 Technical Accomplishments (1)
• Comparison of power converter
unit (PCU) and inverter
assemblies
– Note: LEAF inverter assembly has
only 1 inverter (no generator
inverter, boost, or 12 V accessory
converter)
– LEAF sized for EV/continuous duty

2012 Leaf

7 ~15.6 L, ~14.0 L without void space below lid

 Technical Accomplishments (2)
• LEAF Control board includes
– Voltage regulation for control and driver
circuitry
– Tamagawa AU6803 resolver chip
– Renesas R5F71476FPV 32-bit microcomputer
• 512 kB ROM, 16 kB RAM

• DC link parasitics
– 600V, 1186.5 µF capacitor (~1.45L) DC bus bars infrastructure Capacitor X-ray
• SH Film capacitor by Panasonic
• Integrated thermistor
• Small 600V, 1.13 µF capacitor
– 15 Watt, 61 kΩ bleed resistor
• Large conductors
– DC: ~1/0 AWG
– AC: ~3/0 AWG
AC bus bars
• Three current transducers integrated with CTs
Thermistor
with AC bus bars Terminals Small cap

– 1 Hall effect sensor each

– Toyota has 2 CTs with 2 Hall effect sensors
• Driver board
– On-chip diode for crude temperature sensing
– Lower switches powered with same supply

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 Technical Accomplishments (3)
• 3 IGBTs and 3 diodes per switch (18 IGBTS and 18 diodes total) in LEAF Phase output
IGBT die

power electronics module (PEM) Diode die

(~14mmx14mm)
(~15mmx15mm)

• Separate module for each phase

– 2 DC link terminals each (also on main capacitor)
• Zhenxian Liang (ORNL) conducted PEM analysis
– 0.361 mm thick IGBT
• Estimated ~1000V breakdown and 300A IGBT rating
– IGBT soldered to 2.55 mm thick Co-Mo spacer for CTE matching
– Spacer soldered to 3.17 mm thick copper base plate
• Base plate is not electrically isolated – thin silicone based insulator is used
– Thermal grease between base plate and insulator
– Another thermal grease layer between insulator and chassis
– IGBT: 15mm x 15mm, Diode: 14mm x 14mm

IGBT:
0.0142” (0.361 mm)

Solder layer: 0.0071” (0.180 mm)

Cu-Mo heat spreader:

Solder layer:
0.1005” (2.55 mm)
0.0081” (0.208 mm)

Copper base plate:

0.1248” (3.17mm)

Control and
9 sensing pins
 Technical Accomplishments (4)
• LEAF Transaxle final drive ratio: 7.94
– 64 mph 7,000 rpm
– 94.1 mph 10,300 rpm
– Small 12-8 SR motor used to engage
parking brake
– Spring loaded “brush” contacts on 2nd
axis
• Motor design
– Peak torque rating: 280 Nm
– Speed rating: 10,390 rpm
– Mass: ~56 kg (123 lb) Total mass, as received: ~56kg, ~123 lb)
– Volume: ~19 L
– Stator O.D. : 19.8 cm (7.8”)
– Rotor O.D.: 13.0 cm (5.12”)
– Stack length: 15.1 cm (5.95”)
– Similar to LS 600h
12.997 cm
– 8 pole IPM with 48 stator slots (5.12”)
– 3 cooling channels around stator
perimeter for uniform cooling Stator O.D.: ~ 19.812 cm (7.8”)
– Resolver with 10 stator teeth and 4 rotor
poles (salient lobes)

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 Technical Accomplishments (5)
• Published LEAF ratings verified
(280 Nm and 80 kW)
LEAF motor
– Actually operated above 80 kW efficiency contours
• Tests conditions
– DC-link voltage of 375 V
– fsw = 5 kHz
– Water-Ethylene Glycol temperature:
65C
• Peak motor efficiency above 97%
between 5,000 rpm and 9,000
rpm
– Significant region above 90% LEAF inverter
efficiency contours
• Inverter efficiency above 99% for
high speeds
• Stator laminations:
– 0.3 mm (0.012”) thick

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 Technical Accomplishments (6)
• Combined LEAF inverter/motor efficiency
reached above 96%
– General agreement with published efficiencies LEAF motor & inverter
efficiency contours
– ORNL measurements slightly higher

• Wide operation range above 90%

• Capable of operating at 80 kW
continuously at 7,000 rpm with stator
temperatures leveling out at about 135 C

80 kW for 1 hour

60 kW for LEAF system

efficiency
0.5 hour

70 kW for
published by
50 kW for 1 hour 0.5 hour
Nissan

“Power from Within”, Nissan LEAF Special Edition of SAE Vehicle Electrification, p. 17, Feb. 23, 2011.

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 Technical Accomplishments (7)
• Hybrid Starter Generator (HSG)
– Published specifications: 43 Nm, 8.5 kW, 15,750 rpm
– 3-phase, 36 slot, 6-pole IPM machine
– Cold start, restart, and generates when low SOC
– Separate low-temperature coolant loop for HSG and
HPCU
– Drives and is driven by engine belt (crankshaft)
– Roughly same size as alternator
HSG
Rotor:
2.0 kg

HSG
Stator:
5.1 kg

13 ~12 kg, 3.1 L

 Technical Accomplishments (8)
• Reached above 20 kW operation
• HSG efficiency (including belt losses)
– Peak: 88%, 84% with 8.5 kW operation limit
– Belt losses

• HSG Inverter efficiency

– Peak: 98%

• System (HSG & inverter) efficiency

– Peak: 87%, 82% with 8.5 kW operation limit

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 Technical Accomplishments (9)
• HSG regenerative efficiency
– Peak: 87%, 83% with 8.5 kW operation limit

• HSG inverter efficiency

– Peak 98%

• System regenerative efficiency

– Peak 86%, 82% with 8.5 kW operation limit

• Belt losses
– 1-2% at high power levels
– 3-6% for moderate loads and low speeds

• Continuous tests at 8.5 kW, motor

temperature:
– Reached 160C after 3 minutes at 3,000 rpm
– Stabilized at ~120C at 5,000 rpm
– Stabilized at ~100C at 7,000 and 11,000 rpm
– Stabilized at ~95C at 9,000 rpm

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 Technical Accomplishments (10)
• 2013 LEAF On-board charger assessments underway
– Up to 6.6 kW (Separate DC-DC junction box for quick ~50 kW charging)
– 120 VAC or 240VAC input

Controls/communication

LEAF charger assembly

Isolation

Cast aluminum water-ethylene-

glycol coolant channels
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 Technical Accomplishments (11)
• 2013 LEAF On-board charger
– Control board, driver/power
board, and capacitor by Nichicon

Driver-Power
Board

Electrolytic Capacitor Filter

(420 V, 2,700 µF) Inductors

17 Electronics module (includes rectifiers, inverters)

 Technical Accomplishments (12)
• 2013 Camry Inverter Motor-
generator
– Includes 12V buck converter
outputs
– IGBT/diode packaging with
two-sided cooling Water
– Similar to Lexus LS 600h ethylene-
glycol
– Reduction of 6 IGBTs and
diodes from previous Camry

IGBT-diode packaging (24 total – 6

generator inverter, 12 motor inverter,
18 6 boost converter
Compact driver board
 Collaborations and Coordination

Organization Type of Collaboration/Coordination

• Providing induction machines for comparisons (copper versus

Remy
aluminum rotor bars).

• Provides system parameters to ORNL from on-the-road tests

– Includes extreme hot/cold temperature tests
• Examples:
– Coolant temperature range and common operation conditions
ANL
– Battery voltage range and common operation conditions
• ORNL provides component efficiency and operational
characteristics for AUTONOMIE
– Also provides to EPA, automotive manufacturers, and public

• ORNL provides component efficiency and operational characteristics to

NREL
NREL for thermal studies.

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 Future Work
• Remainder of FY13
– Comparison tests on Remy induction motors: copper versus
aluminum rotor bars.
– LEAF on-board charger tests and design/packaging assessments.
– Camry inverter packaging.
– Identify candidate commercially available EV/HEV systems
available and relevant to DOE’s VTO mission.
• FY14
– Select commercially available EV/HEV system relevant to DOE’s
VTO mission. Candidates include:
• 2014 Camry inverter/motor.
• 2014 Honda Insight.
• Remy interior permanent magnet motor.
– Perform standard benchmarking of selected system.
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 Summary
• Relevance: The core function of this project is to observe and
define the current state-of-the-art of EV/HEV technologies.
• Approach: The approach is to select leading EV/HEV technologies,
disassemble them for design/packaging assessments, and test them
over entire operation region.
• Collaborations: Interactions are ongoing with other national
laboratories, industry, and other government agencies.
• Technical Accomplishments: Tested and reported on more than
eight EV/HEV systems including recent efforts on the 2012 Nissan
LEAF inverter, motor, and 2013 charger.
• Future work: FY13 efforts are on track, and FY14 plans are in place.

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