EVS28 International Electric Vehicle Symposium and Exhibition 1 EVS28 KINTEX, Korea, May 3-6, 2015 Electrification of a Truck for City Delivery Services Geunhie Rim, T.H. Ha, Y.K. Choi, H.J. Ryoo, J.S. Kim, H.K.Sohn, S.C. Kim, S.J. Lee, Moiz M. Syed 1 , H.S. Kim 2 Korea Electrotechnology Research Institute,12 Bulmosan-ro 10 Beon-gil Sungsan-gu ChangWon-si Gyung Nam 1 University of Science and Technology, 217 Gajeong-ro Yuseong-gu, Daejeon, Korea 2 POWERTECHNIX, 10-108 Bulmosan-ro 10 Beon-gil Sungsan-gu ChangWon-si Gyung Nam [email protected]Abstract Electric Vehicles (EV) have a history almost one and half century. Recently global warming rekindles the issues on EV. Many major car manufacturers enter the market with new EV models. However high EV price has been hurdle for wide market penetration. KERI and POWERTECHNIX developed the technology for the electrification of one-ton truck for city delivery services. Keywords: Electric Vehicle, Truck Electrification, BEV, Environmentally Friendly Vehicle 1 Introduction Recently a number of environmentally friendly cars such as hybrid electric vehicles (HEV), plug-in hybrid electric vehicles (PHEV) and battery powered electric vehicles (BEV) are developed and available in the market. However due to high price and low demand, battery power trucks are very limited in the market and are pushed back in the priority by the car manufacturers. One-ton electric truck was developed and passed the certification test by Korea Transportation Safety Authority and Korea Environment Corporation. This paper is organized as the follow; section 2 contains the description of the environment issues. Truck electrification is given in section3. Certification test and promotion of the electric truck are included in sections 4 and 5. Section 6 contains future work and summary. 2 Environment Issues In spite of the expensive cost concerns the environmental issues triggered eco-friendly car technology development and policy driven market. Statistics on the air pollution research shows that air pollution is heavily caused by land transportation. 33% of the air pollution (7 pollutants; CO, NOx, SOx, TSP, PM10, VOC, NH3) due to land transportation is caused by freight cars and 32% by passenger cars in Korea. In 2009 the registered passenger cars are about 14million and the registered freight cars are 32.3 million. The number of the passenger cars is more than 4 times than the freight cars, whereas the air pollution caused by the freight cars is more than that of the passenger cars. Therefore one of the efficient ways of mitigating the air pollution caused by land transportation is introducing EVs for freight car applications. But most of the available EVs in the market are passenger cars. Most of the major car manufacturers are focusing on developing the EV passenger cars only responding to the market need.
Transcript
EVS28 International Electric Vehicle Symposium and Exhibition 1
EVS28 KINTEX, Korea, May 3-6, 2015
Electrification of a Truck for City Delivery Services
Geunhie Rim, T.H. Ha, Y.K. Choi, H.J. Ryoo, J.S. Kim, H.K.Sohn, S.C. Kim, S.J. Lee, Moiz M. Syed1 , H.S. Kim2
Korea Electrotechnology Research Institute,12 Bulmosan-ro 10 Beon-gil Sungsan-gu ChangWon-si Gyung Nam 1 University of Science and Technology, 217 Gajeong-ro Yuseong-gu, Daejeon, Korea 2 POWERTECHNIX, 10-108 Bulmosan-ro 10 Beon-gil Sungsan-gu ChangWon-si Gyung Nam
Abstract Electric Vehicles (EV) have a history almost one and half century. Recently global warming rekindles the
issues on EV. Many major car manufacturers enter the market with new EV models. However high EV
price has been hurdle for wide market penetration. KERI and POWERTECHNIX developed the technology
for the electrification of one-ton truck for city delivery services.
Keywords: Electric Vehicle, Truck Electrification, BEV, Environmentally Friendly Vehicle
1 Introduction Recently a number of environmentally friendly cars such as hybrid electric vehicles (HEV), plug-in hybrid electric vehicles (PHEV) and battery powered electric vehicles (BEV) are developed and available in the market. However due to high price and low demand, battery power trucks are very limited in the market and are pushed back in the priority by the car manufacturers. One-ton electric truck was developed and passed the certification test by Korea Transportation Safety Authority and Korea Environment Corporation. This paper is organized as the follow; section 2 contains the description of the environment issues. Truck electrification is given in section3. Certification test and promotion of the electric truck are included in sections 4 and 5. Section 6 contains future work and summary.
2 Environment Issues In spite of the expensive cost concerns the environmental issues triggered eco-friendly car technology development and policy driven market. Statistics on the air pollution research shows that air pollution is heavily caused by land transportation. 33% of the air pollution (7 pollutants; CO, NOx, SOx, TSP, PM10, VOC, NH3) due to land transportation is caused by freight cars and 32% by passenger cars in Korea. In 2009 the registered passenger cars are about 14million and the registered freight cars are 32.3 million. The number of the passenger cars is more than 4 times than the freight cars, whereas the air pollution caused by the freight cars is more than that of the passenger cars. Therefore one of the efficient ways of mitigating the air pollution caused by land transportation is introducing EVs for freight car applications. But most of the available EVs in the market are passenger cars. Most of the major car manufacturers are focusing on developing the EV passenger cars only responding to the market need.
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2.1 Air pollution sources Figure 1 shows the portion of the air pollutions caused by each land transportation sector. Most of the pollutants are coming from trucks (32.9%), passenger cars (31.7%) and motorcycles (18.7%). Particularly in the metropolitan and urban area, the impacts of the air pollution are much more serious.
Figure 1: Air pollution emission of each sector
2.2 Pollutants Figure 2 shows seven air pollutant as CO, NOx, SOx, TSP, PM10, VOC, and NH3, where TSP stands for total suspended particulate. Their contributions are 7.1%, 36.6%, 8.7%, 10.4%, respectively.
Figure 2: Air pollutants of the land transportation
3 Truck Electrification In the world market a couple of EV truck models are available as shown in Figure 3.
<MILES ZX40ST, Ca. USA>
ZX40ST adopts Lead-acid battery with AC
motor and its maximum power and speed are 26kW and 40 km, respectively. A 200 horse power induction-motored truck is also available. It has 240kWh LiFePO4 battery and its maximum speed, driving range and the maximum pay load are 112km/h, 400km and 4,000kg
<Truck with pay load 4,000kg > Estar EV truck made by Navistar Inc. for FedEX has 70 kW motor with 80kWh Li battery. Its maximum speed is 80k/h with 180kg load and can run 160km with a full charging.
< Estar made by Navistar Inc.> Figure 3: EV Trucks For the truck electrification core components are developed; motor, inverter, battery pack modules and pack, BMS, LDC (low voltage DC/DC converter and display cluster. Eleven trucks are made and tested.
3.1 Specifications The converted trucks are produced by KIA motor CO. and are one of the popular one-ton trucks available in Korean market. The truck specifications are;
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Figure 3: EV Truck Developed Weight: 2,060kg Length: 5,115mm Width:1,740 mm Height: 1,995mm Top speed: 120km/h above Range with one charge:
3.2.1 Battery The battery pack is made of 9 modules and each module has 2 Li battery cells in parallel and 10 cells in series. It weighs about 400kg and installed under the car body. For the battery connection, 10 battery management systems are used one for master controller and the others are for slave controllers. Figure 4 shows the battery module and a BMS board.
Figure 4: Battery module and BMS The battery pack made of 9 battery modules is shown in Figure 5. The total energy stored in the pack is about 35kWh. Weight balance and air flow for the battery cell cooling are critical issues. The water proof of the pack case is not easy task.
Figure 5: Battery pack with 9 modules In addition to functional capability, there are several safety test items such as drop test (or shock test) and flame test.
Figure 6: Battery flame test Figure 6 shows the flame test for the battery pack.
3.2.2 Motor An induction motor with peak power of 100kW was used for the Truck. The rated and the maximum speeds are 3,000rpm and 6,000rpm.
Figure 7: Induction motor Motor Power Voltage Torque Current Induction 100kWp 190Vac 318Nmp 384Ap RPM Efficacy Wire Con. Insulation Cooling 3k~6k 93% Delta F Water Table 1: Specifications for the induction motor
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3.2.3 Motor Control Unit (MCU) The motor control unit (shown in Figure 8) is water cooled (operating temperature - 40~105°C) and made using IGBTs. Its maximum power is 120kW (average power 70kW) with physical dimensions 300mm x 200mm x 100mm (WxDxH). It adopts CAN and RSC232 communications.
Figure 8: Motor control unit (MCU) It weighs 13kg and is capable of regenerative braking.
3.2.4 On board Charger (OBC) Figure 9 shows 6.6kW on-board charger. It has two 3.3kW modules in parallel. Input voltage is AC 220 V. Water cooling is adopted as the motor control unit.
Figure 9: 6.6kW charger
3.2.5 Cluster A display unit developed for the truck. It includes RPM, motor power, cooling water temperature, battery SOC, warning signals and speedometer. If cooling water temperature and battery SOC reach the setting values, warning signal lamps are turned on.
Figure 10: Display board
3.2.6 Mechanical fitting The truck equipped with a manual transmission. The propulsion motor is directly coupled with a transmission using a motor bracket. On top of the motor a power distribution unit with an LDC and auxiliary motor in it and MCU are installed as shown in Figure 11..
Figure 11: Mechanical fitting
3.2.7 Other parts Other parts such as inlet, heater, vacuum pump, air conditioner are procured on the commercial market and modified. The charging system has a normal and a fast charging inlet.
3.3 Energy flow and power conversion For the battery charging two inlets are installed one for quick charging (80% of the battery SOC) and the other for normal charging (95% of the battery SOC) as the CHAdeMO system. The DC voltage of the main battery is 330V and the truck system need two low voltages; 12 V and 24 V. An LDC (Low DC to DC converter) has been developed for power conversion from the
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main battery during the charging and driving. These two low voltages are used for the auxiliary systems operations and 12 volt lead-acid battery charging.
3.4 Truck configuration One of the most important considerations in the truck converting is layout of the heavy parts such as battery pack, motor, and MCU without hurting weighting balancing and clearance. These heavy parts are installed under the truck body, which results in lowering centre of the mass and gives better weight balances.
Figure 12: Main parts arrangement Figure 13 shows a prototype truck next to a charging stand.
Figure 13: Prototype EV Truck and charger
4 Certification Test The certification test includes the followings. · Steering system · Brake system · EMI · Energy consumption · Noise level test
Figure 14: Brake performance test There are five and ten test items for steering performance and brake performance, respectively. Figure 14 shows brake-performance test. There are three test items for EMI, two for radiations; wideband and narrowband tests and the other susceptibility test.
(a) EMI Radiation test
Figure 15: (b) EMI susceptibility test Test item Conditions Test reference Wideband Speed: 40km/h 30~75MHz:
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Energy consumption test performed at room temperature and low temperature of -6.7°C. For both tests UDDS mode is applied and eight to ten times of driving performed and energy consumption measured. The required noise level is lower than 77dB during driving and 110dB for the horn sound. The test results are 77dB and 110dB, which meet the noise levels.
5 Promotion of the electric trucks
Based on the electrification technology 11 trucks are made and passed the safety performance and the eco-car certification test. The trucks are used in Gyungnam province and Changwon city for business use and bicycle delivery services. Considering the truck performance the high potential applications are the mail delivery services and parcel services in the urban areas. These applications will be the most effective and viable way of improving air pollutions in the city and metropolitan areas. Other applications can be found in the farming industry for product delivery and farm machinery which need electric power (water pumps and light).
6 Future Work and Summary One-ton truck electrification is reported with impacts on environmental issues, descriptions on the auto parts, and performance test results. To ensure the reliability of the trucks road-rest will be conducted at least eight months including winter and summer seasons. To promote the electric truck market and applications the following issues needs more study;
- Realizing low cost - High performance and efficient motor - Better matching between gear shift and
motor speed/torque - Procurement of cost effective auto parts - Subsidy from government in the
beginning marketing phase
Acknowledgments This research was supported by the Center for
Environmentally Friendly Vehicle of Korea
Ministry of Environment, Changwon city and
Gyungnam Provice.
References [1] Y.K.Jang, Estimation research on emission
characteristic sand contribution, National Institute of Environment, 2009
[2] J. Larminie and J. Lowry, Electric Vehicle Technology, John Wiley & Son, Ltd, ISBN 0-470-85163-5, 2003
[3] DACO Industrial Research, Future car (Hybrid Car and Safety System), Market report 2008
[4] P.T. Krein, Elements of Power Electronics, Oxford University Press, 1998
[5] MOKE, Monitoring on Electric Vehicles for Smart Grid Connection (Korean), Project report, Korea Electrotechnology research Institute, 2012
[6] MOE, Truck Electrification for City delivery Services (Korean), Project Report, Korea Electrotechnology Research Institute, 2015
Authors
Geun-Hie Rim received the B.S. degree from Seoul National University, in 1978 and the M.S. and Ph.D. degrees from Virginia Polytechnic Institute and State University, Virginia in electrical engineering. Since 1978, he has been with KERI and research on EVs and pulsed power.
Sung-chul Kim received the MS degree in Power Electronics from Gyungnam University, Changwon in 1997. His current research is OBC for EVs and bidirectional OBC for smart-grid applications. He is with KERI as a senior researcher.
Jongsoo Kim received the B.S. degree in electrical engineering from the Seoul National University, in 1982, Ph. D. from the Gyungnam University in 1999. Since, 1982, he has been with KERI for research in the field of industrial apparatus and pulsed power equipment and power converters.
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Hong-Je Ryoo received the B.S., M.S., and Ph.D. degrees in EE from Sungkyunkwan University, in 1991, 1995, and 2001, respectively. Since 1996, he has been with KERI. His current research interests include EVs, battery chargers, pulsed power systems and their applications.
Tea-Hyun Ha received Ph. D. degree in materials science and engineering from Korea Maritime University. Currently, he is with KERI as a principle researcher. His research interests are charging infrastructure, Vehicle-to-Grid, and Smart Grid.
Seong-Joon Lee received Ph. D. degree in computer engineering from Kyoungbook National University. Currently, he is a senior researcher in electric propulsion research center of KERI. His research interests are Charging Infrastructure, Vehicle-to-Grid, Smart Grid, IEC61850, and Interoperability.
Hong-Kwan Shon received Ph.D in electrical engineering from Chung Nam University. Currently, he is a principal researcher at KERI. Currently, he is research to the charging infrastructures, driving monitoring technologies and electric power supply system for electric vehicles
Young-Kil Choi received his B.S., M.S. and PhD degrees in Electrical Engineering from Yeungnam University, in 1991, 1993 and 2012, respectively. In 1993, he joined KERI, for the research and development of electric vehicles and ships.
Hyuk-Soo Kim received the B.S. degree from Hanyang University in 1982 in mechanical engineering. He is the CEO of POWERTECHNIX. His special areas are battery, BMS battery pack, ESS and electric vehicles.
Moiz Masood Syed is currently pursuing his Master’s degree in Energy and Power conversion engineering at the University of Science & Technology (UST), KERI campus, Korea. He received B.S degree in electronics engineering from Sir Syed University of Engineering & Technology.
