P ower O ptimized S hip for E nvironment with E lectric I nnovative D esigns ON board Monday, 12 th of December 2012 WP2 Annual report 2012 ABSTRACT This is the WP2 technical annual report of the fourth period The information contained in this report is subject to change without notice and should not be construed as a commitment by any members of the POSE²IDON Consortium. In the event of any software or algorithms being described in this report, the POSE²IDON Consortium assumes no responsibility for the use or inability to use any of its software or algorithms. The information is provided without any warranty of any kind and the POSE²IDON Consortium expressly disclaims all implied warranties, including but not limited to the implied warranties of merchantability and fitness for a particular use. COPYRIGHT 2009 THE POSE²IDON Consortium This document may not be copied, reproduced, or modified in whole or in part for any purpose without written permission from the POSE²IDON Consortium. In addition, to such written permission to copy, acknowledgement of the authors of the document and all applicable portions of the copyright notice must be clearly referenced. All rights reserved.
Transcript
Power Optimized Ship for Environment with Electric Innovative Designs ONboard
Monday, 12th of December 2012
WP2 Annual report 2012
ABSTRACT
This is the WP2 technical annual report of the fourth period
The information contained in this report is subject to change without notice and should not be construed as a commitment by any members of the POSE²IDON Consortium. In the event of any software or algorithms being described in this report, the POSE²IDON Consortium assumes no responsibility for the use or inability to use any of its software or algorithms. The information is provided without any warranty of any kind and the POSE²IDON Consortium expressly disclaims all implied warranties, including but not limited to the implied warranties of merchantability and fitness for a particular use.
COPYRIGHT 2009 THE POSE²IDON Consortium
This document may not be copied, reproduced, or modified in whole or in part for any purpose without written permission from the POSE²IDON Consortium. In addition, to such written permission to copy, acknowledgement of the authors of the document and all applicable portions of the copyright notice must be clearly referenced.
4.6.1 WP2 TASK 3 – WORK ACHIEVEMENT DURING THE PERIOD.................................. 108
4.6.2 WP2 TASK 4 – WORK ACHIEVEMENT DURING THE PERIOD.................................. 108
5 OBJECTIVES OF THE NEXT PERIOD .................................................................................... 110
6 REASONS FOR FAILING TO ACHIEVE CRITICAL OBJECTIVES AND/OR NOT BEING ON SCHEDULE...................................................................................................................................... 110
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1 Overview This document regroups the technical report from the WP2 during the fourth period (01/01/2012 – 31/12/2012) of the project. It consists of sections described as follows:
1. Publishable summary
2. Project objectives for the period
3. Work progress and achievements during the period 2012 WP2-task 4 – Specification and Design of demonstrator
4. Significant results
5. Deviation
2 Publishable summary
For several years, much research concerning ships has been done to reduce the environmental impact of sea transportation. The electric ship concept offers many potential benefits to reduce the fuel burnt and emissions of ships to minimise the contribution of sea transportation to climate change. However, this “greening” impact will be demonstrated only if the new solutions offer greater overall efficiency, which needs to include consideration for their performance, weight and cost effectiveness.
The principal barrier to adoption of the electric ship concept in merchant ships is the size and electrical impact on the electrical network. The POSE2IDON project is focused on innovative electric solutions to enable the design of an All Electric Ship (AES), and will require the design, development and incorporation of new technology for propulsion, energy supply and auxiliaries.
In view of this, WP2 is specifically focused on the integration of direct electrical actuation by studying representative equipments including: steering gear, stabilization and deck equipments. The electrical power requirement for steering gear is generally quite low for normal seakeeping but the availability of high power for high angular changes and emergency operation must always be available. Stabilisers have a lower torque requirement and higher speed than steering gear and generally have a regularly changing power consumption which is a function of the ship’s natural roll period. Deck equipments have no permanent power requirement.
Moreover, direct electrical actuation may provide the opportunity to recover energy when decelerating, so the study shall take into account how to recover this energy thus creating further benefit by reducing the overall electrical energy consumption.
Adding to the previous solutions, replacing hydraulics system may create other advantages that have green impact:
1- Design : reduction of the size of equipment and so the displacement of the ship,
2- Removal of extensive high pressure hydraulic fluid systems.
The project will assess the viability of new electrical direct actuation by verifying the efficiency benefits and the physical and electrical integration. The research and development methodology is divided into 4 main phases:
- To develop and assess new auxiliary direct actuation solutions,
- To study the physical and functional integration,
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- To validate the electrical integration by means of simulations,
- To demonstrate with a real system the feasibility of innovative solutions and architecture.
The first phase of the project was devoted to the development of new auxiliary direct actuation solutions relative to:
- Direct actuation electrical steering gear,
- Direct actuation electrical fin stabilizer,
- Electrical moving mass stabilizer,
- Direct actuation electrical deck equipments.
This phase also considered the potential for energy recovery and the potential advantages of installing batteries. Batteries may be used as energy storage for supplying some networks or used to smooth the high peak electrical requirement of direct driven machines such that the power system continually provides the average power over a cycle rather than needing to be capable of providing the peak power.
The second phase (during second period) will study and assess if the solutions defined in phase 1 could be installed on board and how to integrate them physically.
The third phase will analyse the electrical behaviour of such solutions on board ship by means of simulation. This phase will confirm or modify the design. Moreover, efficiency may be calculated at this stage and will give preliminary greening impact.
The fourth phase will aim to confirm the result of the simulation and verify results as far as possible through physical demonstration.
If the project succeeds to demonstrate the feasibility and efficiency of integration of direct driven machine, a full electrical ship will be possible with such technology and so the greening impact will be self evident.
Standard induction, rim-driven and superconducting machines are being considered for Steering gear and fin stabilizer applications. Only induction machine are considered for deck equipments and moving mass.
The wide range of systems is summarized in the table below:
Equipments Speed Torque Power supply
Average Power
Peak Power
Targeted Ship
Steering Gear
(hydraulics)
Low High (>100kN)
415 or 690 V AC
2 kW 10 kW 3000t
(5°/s)
Fin Stabiliser
(hydraulics)
High Medium (<100 kN)
415 or 690Vac
23 kW 51 kW 3000t (aquarius)
1200t (Gemini)
Moving Mass Very High
Low
(< 10kN)
400V AC or 230 V
40kW 120 kW 550t (with one MM)
Deck Equipments
Low Medium
(< 20kN)
380V AC 500W - > 500t
The WP2 partners are ROLLS ROYCE, DCNS, ACEBI, SAFT and SIREHNA. The tasks of the WP2 are described in the next picture:
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Figure 1- Overview of WP2 tasks
Hydraulics systems are composed of electrical motor in order to maintain hydraulic pressure and the variations of the request electrical power are more or less constant. So solutions with full electrical motor were not defined. The POSE²IDON programme has provided an opportunity to investigate whether a directly-driven solution may be viable. The objectives of POSE2IDON are to demonstrate the feasibility of new full electrical systems without hydraulic parts in the three main following topics:
producing sufficient torques as hydraulics systems,
electrical integration on board (absorbing peak power)
decrease of electrical consumption (greening impact)
That ‘s the reason why the consortium has decided to focus the work on steering gear, fin stabilizer, moving mass stabilizer and deck equipments.
The different chosen NEAs are the most representative systems being installed on board in a mechanical and electrical point of view (non-constant electrical consumers). These systems need to produce high torques by motor whereas decreasing the electrical peak request and electrical consumption.
After analysing the 3 years working on POSEIDON project, task 2 and task 3 results modify slightly the objectives of the WP2. Benefit produce by direct actuator is possible only if electrical power is filtered by an energy storage system as battery. It means that WP2 has to demonstrate the feasibility of a new electrical architecture.
The next pictures illustrate the different steps of WP2: from initial situation and now.
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Figure 2- WP2 initial situation
The initial situation considers hydraulics part to move high torque devices such steering gear, stabilization systems and deck equipments. This situation is commonly used on board ship but need permanent electrical power to use the pumps of hydraulics parts. The consumption is of course important and some potential benefits seem possible if the electrical motors are directly coupled to the high device torques. In addition, recovering energy seems also possible during the braking phases of the electrical motors.
So the first year of POSEIDON project considers the architecture including energy recovery system and direct actuation. The electrical motors that have been considered were:
- Super conducting machine for fins stabiliser and steering gear,
- Rim driven for fins stabiliser and steering gear,
- Synchronous
- Asynchronous
Figure 3- WP2 – first electrical architecture
But the results were not so fantastic:
- Direct actuation: Not suitable for Steering Gear
- Direct actuation: Not suitable for high power system because of the impact on the electrical network
- Energy recovery: Not suitable for Deck equipment due to charger duration but remains interesting for stabilization system.
- Energy recovery: Battery is able to recover high peak of power.
So the WP2 decided to change the architecture for the integration of NEA by using the battery as a filter between the electrical motors and the electrical network. (see next picture)
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Figure 4- New electrical architecture
The energy storage is placed between equipment and network. This is a new electrical architecture that was not scheduled at the beginning of the project. The results of integration study and simulations were really promising.
Figure 5- WP2 simulation results
Results of integration and simulations:
- Decrease the impact on electrical network by filtering
- The average power request is decreasing because the ship electrical network will provide the energy to load the battery.
- Instantaneous power is provided by the Energy recovery system (peak power)
- Reduce the consumption even if the Stand-alone working is not fully possible
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Facing with these new results, WP2 decided to develop the demonstrator to validate the feasibility of this new electrical architecture. This is probably the key point of the project because new electrical auxiliary are possible only if the new electrical architecture is possible. So the demonstrator shall be able to demonstrate the feasibility of new electrical architecture with new electrical auxiliary based on direct actuation.
This is the reason why the demonstrator shall be able:
- To demonstrate and assess the integration of new electrical auxiliaries on board : new actuation, direct drive machine without hydraulics
- To demonstrate and assess energy recovery and new architecture with energy storage
Considering the overall results, the WP2 considers very interesting to define a demonstrator that will be able to use direct actuators with an electrical profile of an auxiliary played by a new actuation. The demonstrator shall be able to measure the electrical impact of a battery in line.
Hence, the demonstrator has been specified and designed in order to assess the integration of several equipment and to assess the energy recovery. The solution is based on the command and control of brushless motor coupled to asynchronous motors.
Figure 6- Demonstrator overview
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3 Project objectives for the period and achievement
3.1 WP2 - Objectives of the period
3.1.1 Overview
The objectives of the period concern the task 4.2, task 5 and task 6 of the WP2. The task 4.2 is dedicated to the preliminary design of the demonstrator whereas the task 5 is dedicated to the detailed design and the construction of the demonstrator. The task 6 is the last task of the WP2 by doing equipment tests by using the demonstrator.
Based on the specifications of ST 4-1, the outcome of the specification work will be the definition and selection of the technical solutions to build the demonstrator:
- the overall architecture of the complete system (operation modes and monitoring, computerised controls),
- the integration of the moving mass stabiliser (geometrical dimensions, mass, mechanical dynamics, vibration and noise limitations, amount of energy needed, characteristics of control systems and needed software systems),
- the integration of the active components to be tested (geometrical dimensions, mass, vibration and noise limitations, amount of energy needed, sensors needed, integration on moving mass stabiliser, characteristics of control systems and needed software systems),
- the integration of the energy supply systems and energy recovery systems (geometrical dimensions, mass, electrical network and cabling, electrical protection, characteristics of control systems and needed software systems)
- the integration of measurement and monitoring systems (sensors of each component of the demonstrator, data acquisition systems,
- Man Machine interface
3.1.2 Task 4.2: Preliminary Design of the Demonstrator
The subtask will perform a preliminary design of the demonstrator on the following aspects:
mechanical engineering
actuators, sensors, batteries
electrical engineering and power
energy recovery devices
control-command (hardware and software) for moving mass stabiliser, energy supply, active components, energy recovery components
measurement systems (hardware, software for data collection, software for data analysis)
man machine interface
The results of this task have been reported in the deliverable D59 which has been delivered during this period.
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3.1.3 Task 5: Detailed Design of the Demonstrator
From the results of this design work, the detailed drawings for construction of the demonstrator will be derived in the framework of the task 5.
The scope of the task 5 is relative to the detailed design and the construction of the demonstrator.
Detailed design of the different parts of the demonstrator:
o mechanical,
o electrical,
o command&control,
o measure,
o integration plat-form,
o modelization,
o safety.
Detailed study of energy source including power interface between batteries
Purchase of major components based on the design defined in this task 4 ,
Procurement of specific batteries and associated electronics (adapted to Moving Mass stabiliser with high power burst generation and energy recovery capabilities)
Detailed study and procurement of energy recovery devices,
Final assembly of all the components of the demonstrator including an integration plat-form,
Factory Tests.
The detailed design has been reported in the D109 deliverable.
Unfortunately, the non-extension of the project has hampered to build the demonstrator. So the factory tests have not been done in the scope of this task.
3.1.4 Task 6 : Tests
This task has not been done because of the non-extension of the project.
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3.2 WP2 - WORK ACHIEVEMENT
3.2.1 WP-2
Project Title Leader Start Date End Date Reported progress
WP-2 New Electrical Auxiliaries(NEA) SIREHNA 01.03.2009 31.11.2012 80,00 %
WP-2.1 Assessment and Development of new electrical auxiliaries RR 01.04.2009 31.12.2009 100,00 %
WP-2.2 Integration of electrical auxiliaries DCNS 01.04.2009 31.12.2010 100,00 %
4 WP2 TASK 4-5 – WORK ACHIEVEMENT DURING THE PERIOD
4.1 Methodology
How the scaled land based demonstrator will comply with POSEIDON requirement (to target All Electric Ship) and to assess the energy recovery?
The development of the demonstrator will be done according to the V cycle: specifications, design, development, Integration and Tests. The specification has been reported in the deliverable D59. The detailed design is described in the D109 deliverable.
The main objective of the demonstrator is to demonstrate the feasibility to integrate direct driven electrical machine on auxiliary equipment into ship, from an energy consumption point of view and an emission reduction target.
This document is divided into the following sections:
o Functional requirements and analysis,
o Hardware Architecture : mechanical and electrical,
o Command and Control,
o Performance,
o Scaling,
o Safety,
o Tests
An analysis based on SADT process is carried out to define the major functions of the system. The main difficulties of the demonstrator are the DC current bus tie and the command and control.
The preliminary design leads to the purchases of the main components:
Energy Management System,
2 brushless motors,
Command&Control (hardware and software),
Battery and battery sub-systems,
Measurement sensors,
Facilities to install the demonstrator.
The development and integration phases consist in the construction of the demonstrator (hardware and software) and to interface all sub-parts. After these 2 phases, the Factory Tests may be done to ensure the fulfilment of the requirements.
Equipment tests take place after factory tests.
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4.2 Rolls Royce
No specific involvement in WP2-4 and WP2-5 except participating to assembly group.
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4.3 SIREHNA
The works done by Sirehna have been focused on the following sub-tasks:
1- Finalization of the preliminary design and issue of the deliverable D59
2- Detailed design of the demonstrator and issue of the deliverable D109
3- Purchases of components needed for the demonstrator
4- Man Machine interface development.
Unfortunately, no extension of project has been accepted by the EC to finalize the demonstrator. Only 3 to 4 months are missing.
The demonstrator will be designed for the 50-100 kW range and will allow testing of different scales of actuation systems, conditions of energy supply, and conditions of reaction forces. The demonstrator will integrate a range of actuators (able to reproduce perturbation forces applied to the ship actuators (hydrodynamic, inertial, friction, damping, restoring loads). It will allow to validate performance requirements as well ship electrical network integration (current instant loads, overall power absorbed and rejected on the network, level of distortion).
The functions include a dynamic model of equipment allowing to represent moving mass, fins stabilizer. The demonstrator will be able to simulate different systems with their damping models such as . Concerning our demonstrator, it means that equipment will have real motors and the electrical profiles will be the results of counter-forces applied on the equipment motors through the asynchronous motors. The reaction forces could be negative (consumption) or positive (recovery) because the load could create resistance or amplification. The energy recovery will appear during breaking phase of the equipment motors and will be store into the battery.
4.3.1 Design proposal
The demonstrator will have a limited torque and limited power (between 50 - 100kW) on the simulated equipment side. So the simulator equipment will have scaled outputs according to the capabilities of the demonstrator. The scaling shall also take into account some potential non-linearity of the equipment.
The design of the Demonstrator implies than the best operating point is around 1500 rpm, this means that actuators away from this point can’t be tested basically.
A virtual reducer can be added in the model, this reducer will allow simulating actuators with the same power consumption but with less speed and more torque, like Winch or fins stabilizer.
With the virtual reducer the following diagram shows the panel of actuators that could be simulated.
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Figure 7: Virtual Reducer Curve
Another aspect of the scaling is the possibility to reduce the simulated equipment in terms of power by reducing the output torque.
The consumed power is directly proportional of the torque with the physical law: P = C.
Where P = power consumed
Omega rpm speed
C = Torque.
If torque is, for example, divided by ten, then the Power is divided by ten, but the dynamic of power consumption stays the same (Froud similarity to be checked).
The simulation results can be extrapolated to larger equipment in terms of power assessment,
As a result, a go between design proposals can be a power of 75kW for the simulated equipment side.
To be able to test different equipment at the same time, the Demonstrator is composed of two motors, an actuator can be however simulated by both motors to increase torque capability.
Max Power line
between 50-100kW
Area where equipment with consumption less than nominal power could be simulated
C = between 340-680 Nm
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4.3.2 Global overview
The global architecture of the test bench is represented in the following figure: Error! Reference source not found.
Figure 8: architecture of the demonstrator
The test bench is made up of several main components:
4 mechanical shuttles:
o the existing MMSS 10T shuttle (the load side) which is made up of the two induction motors
o a new shuttle (the simulated equipment side) which is made up of the two new DC motors
o a new shuttle which is made up of the mechanical transmission lines and inertia wheels. These mechanical transmission lines link the DC and induction motors together. The complete transmission line with the rotors and additional inertia wheel are the overall inertia of the SE.
o a new shuttle which is made up of the battery rack, the charger and the discharge resistances used to dissipate or store electrical energy from the induction motors or DC motors.
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And the electrical hardware and software
o an electrical shelter which is made up of the different electrical components (inverters, command and control equipment) used to drive DC and induction motors.
o a master control station which defines the main interactive interface between the user and the test bench.
o a diesel alternator 20-40 kVA for the DC brushless motors (assuming peak power is filtered by the battery). It will be possible to supply the SE side with the National Electrical Network during integration phase (except for THDI measurement).
o a power supply for the induction motors (National Electrical Network).
Figure 9 make the allocation of the SADT analysis blocs on the different devices of the bench.
Figure 9: comparison between the SADT analysis blocs and the architecture of the bench
All functions are fulfilled by a mechanical and/or software system.
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4.3.3 Mechanical architecture
4.3.3.1 Global overview
The mechanical design of the POSEIDON test bench is based on the existing design of a Moving Mass Stabilization System (MMSS 10T) previously developed by SIREHNA.
In summary, the mechanical architecture of the test bench deals with:
- the design of 3 new shuttles for the simulated equipment side, the two transmission lines and inertia wheels , discharge resistances, the battery and the charger (recovery and storage components)
- the reconfiguration of the existing MMSS shuttle as a load side (sea reaction forces applied to the ship actuators)
- the integration of the shuttles in the chassis of the MMSS 10T in a functional and safety manner.
Figure 10 illustrates this global mechanical architecture. The structure of the chassis of the existing MMSS 10t is adapted to the design of the POSEIDON test bench. In fact, the shuttles can move (in one direction) along the chassis for assembly and service needs. This functionality is in particular used to disconnect and connect the transmission lines to the motors, and adjust the inertia value to SE inertia need. The chassis of the MMSS is also used as a protective structure and fulfill some safety requirements, described in next section of this document.
Figure 10: global overview of the mechanical architecture of the test bench
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4.3.3.2 Chassis of the existing MMSS 10T
The chassis of the existing MMSS 10T is a machine-welded structure made of steel. A 3D view of the structure with its main dimensions is illustrated in Figure 11. Two roller tracks are attached to this structure in order to move the shuttles on the chassis.
Figure 11: 3D view of the structure of the existing MMSS 10T
4.3.3.3 Reconfiguration of the existing shuttle of the MMSS 10T
The shuttle which supports the two induction motors (load side) is a reconfiguration of the shuttle of the MMSS 10T. The induction motors which are used for the test bench are the induction motors used for the MMSS 10T.
This shuttle is also a machine-welded structure made of steel. The motors have been rotated to 90 degrees and attached to the structure of the shuttle (see below).
Figure 12: shuttle of the reconfigured existing MMSS 10T (new one on the right)
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4.3.3.4 Shuttle for transmission lines and inertia wheels
This shuttle is made up of the mechanical components of the transmission lines which link the two induction motors with the two DC brushless motors and also the inertia wheels of the SE dynamic behavior.
The mechanical transmission lines transmit the mechanical power between the load side and the simulated equipment and materialize the dynamic model of the ship SE in terms of inertia; the stiffness and the damping are done by simulation (virtual MBK).
Figure 13 illustrates the shuttle for transmission lines and inertia wheels. All the mechanical components of these transmission lines are designed in the D109 document.
Figure 13 : shuttle for transmission lines and inertia wheels
The structure of this shuttle is made up of two main machine-welded structures. Several beams are tightened in these structures in order to assemble and rigidify the shuttle. All the components of this structure are made of steel.
The inertia wheels will be design to tune the inertia value according to the needed SE inertia.
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Figure 14 : structure of the shuttle for transmission lines
Two central guides are used to guide the shuttle along a central beam attached to the chassis of the existing MMSS 10T. The central guide is made by two rubber wheels which are attached to a support with eccentric axis. The eccentric axis is used to put in contact rubber wheel with the central beam of the chassis of the existing MMSS 10T.
Figure 15: Central guide (2 per shuttle)
Four guide systems on sides are used to move the shuttle along the two roller tracks of the chassis. This guide system is made by a polyamide wheel attached to a support by an eccentric axis. The eccentric axis is used to put in contact the wheel with the roller track.
Figure 16: Guide on side (4 per shuttle)
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Actually, the same central guide and guide on sides are also used to guide the shuttles for simulated equipment and for the battery, the charger and the discharge resistances.
4.3.3.5 Shuttle for simulated equipment
The structure of the shuttle for simulated equipment is very similar to the shuttle for transmission lines. In this shuttle, some mechanical parts have been designed in order to clamp the DC brushless motors to the structure and in order to adjust the position and the orientation of the shaft of the motors according to the position and orientation of the transmission shafts.
Figure 17 : shuttle for simulated equipment
4.3.3.6 Shuttle for battery, charger and discharge resistances (brake)
The structure of the shuttle for battery, charger and discharge resistances is also very similar to the shuttle for transmission lines. A slatted floor is clamped to this structure and the battery, the charger and the discharge resistances are placed on this slatted floor.
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Figure 18 : shuttle for battery, charger and discharge resistances
4.3.4 Electrical architecture
4.3.4.1 Overview
The demonstrator will include three main components (B1.5.4 extract from Annex 15th version part B) :
(i) the ‘reaction forces’ simulator which simulates the perturbation loads on the actuation systems (e.g. rudder-roll, deck equipment, stabilizers) : called load side
(ii) the bench component which hosts the actuation systems (equipped of specific control systems) to be tested : side called the Simulated Equipment side , all the devices which could be embedded on ship are represented.
(iii) the electric power supply for the actuation systems which will allow to simulate different conditions of energy supply, corresponding to conditions in a more global energy management : called Energy Management System which is a include from the electrical architecture point of view in the SE side.
The simulated Equipment side is in DC current whereas load side is AC.
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Figure 19 : Overview diagram of the electrical architecture
The design proposal for the electrical architecture can be the following:
Figure 20 : Electrical network overview
MB
K1
MB
K2
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4.3.4.2 Detail of the electrical network
4.3.4.2.1 Reaction force
The reaction force simulator hardware is done by the 2 induction motors (2x75kW) with inverters.
The software of the reaction force is done by a virtual simulator of the perturbation forces applied on the ship actuators. The hardware of the virtual simulator is located in the control cabinet load.
4.3.4.2.2 Simulated equipment
The simulated equipment (hardware) is done by the 2 brushless DC motors (2x37.5kW) with inverters.
The software of the simulated equipment is done by a virtual simulator of the ship and its actuators.
The hardware of the SE virtual simulator is located in the control cabinet SE.
4.3.4.2.3 Energy Management System
The energy management system hardware is comprised of:
- DC motors and inverters
- Battery loader
- DC/DC converter
- Energy recovery components (except the Battery)
Figure 21 : Energy management system SADT
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Figure 22: EMS components overview
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4.3.5 Energy storage and recovery components
The battery system described in this document represents a demonstrator for an application which simulates on a boat equipped with a moving mass. In this demonstration the mass is moved by two electric motors in 448V 37.5 kW Max. The battery should have the performance needed to power these two electric motors at full power. The diagram of the application is given below:
Figure 23: Simplified synoptic of the DC bus
The complete battery will fit in 19”bay, with its 8 modules and the BMM
The footprint of the bay is: 451 x 600 = 0.27m2
And the volume is: 902 x 600 x 1615 = 0.87 m3
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Weight estimation is :
8 Modules =>8x18.5kg = 148 kg
1 BMM => 15 kg
1 bay => 121 kg
TOTAL : 284 Kg
This is an estimation that could change according to the environmental constraints (mechanical assembly, shock resistance …)
4.3.6 Data acquisition overview
The aim of the Demonstrator is to assess power consumption improvements, to do that a data acquisition chain is implemented.
This chain is based upon four points of measure where a couple of sensors measure in real time voltage and current.
The four points of measurement are:
Before inverter 1
Before inverter 2
Between battery and charger
On the main supply
The following scheme shows the four points of measurement on the Simulated Equipment:
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Figure 24: Power Measurement sensors
At each point the power measurement information are computed after a filtering step. The filtering step is done by National Instrument chain which acquires raw data and computes all filtered information.
The location of the different sensors shall allow assessing the difference between system with or without battery system.
The CO2 emission measurement will not be done regarding the fact that to be representative, the SE has to grid on a ship DA. However, the DA will be unloaded and then gives no relevant CO2 emission value.
To be representative, the SE will be gridded on a smaller DA, and the SE power consumption will do the CO2 emission thanks to a DA chart of Power VS CO2 emission.
The power measurement information shall be:
o Mean Power
o Rms Power
o Power factor
o THD
o First harmonic Power
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4.3.7 Command and control overview
The control and command is based on a MBK model of the simulated equipment. The following diagram shows the interactions between Command and Control part and the others parts of the system.
Figure 25: Interactions between C&C parts The goal of the test bench is to provide an external environment model which is mechanically applied to the SE. This is possible because the motor shafts are coupled. One is driven as equipment and the other as the environmental load. The external environment model is based upon an oscillating system with one degree of freedom. (MBK). A scenario is applied into the model to simulate an external stimulus in the Test bench. The SE reacts according to its own Control and Command law to compensate the external stimulus applied to the MBK model. Its modeling takes the form:
)()( tutfSEKxxBxM
K is the stiffness of the system M corresponds to the inertia of the system. B is the damping of the system x represent the state of the system : for example the position of the moving mass
This model is disturbed by two actors:
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fSE(t) is the reaction of the SE u(t) is stimulus provided by the environment. (Scenario)
The three parameters M, B and K are adjustable by setting control laws of the induction motor to compensate or amplify the intrinsic constants of the bench (flywheel, friction...). The M is represented by the inertial wheel whereas K and B will be modelized and implemented in the command control station. The engines selected on the bench are designed to operate within a range of speed [-1500 +1500rpm]. This operating range does not allow to simulate all types of actuators. Therefore a mechanism for reducing software (called virtual reducer) is added to the model, which simulates slower and actuators requiring a couple stronger. The motors remain well within their nominal range of operation.
This diagram shows by a mechanical abstraction what physics models can be simulated.
Figure 26: Pendulous model
The demonstrator will have a limited torque (in the preliminary design, the max torque is around 340 Nm per motor) and limited power (37.5 kW per motor). So the simulator will have scaled outputs according to the capabilities of the demonstrator. The scaling shall also take in to account some potential non-linearity of the equipment.
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4.3.7.1 Architecture
The command and control architecture is:
Figure 27: Command and Control architecture
The left part will be used to command and control the brushless motors. The right part is used to command the load part. The electrical profiles will be measured by a dedicated measure part. The battery will be driven by a CEC7 (calculator) to maintain its SOC level. WAGO are automation system for the control loop of the motors. Depending on the equipment, the control loop could be based on position or speed. The Man Machine Interface equipment will be the moving mass MMI.
The expected features of each device are:
4.3.7.2 Station Control
The Station Control is based upon a standard PC with performances at least equal to:
Function Data
Processor Intel Core 2 duo
Ram 4Gb
Network 100 Mbps Ethernet card
Miscellaneous Mouse, keyboard , 22’ Display
MBK
35 (110)
4.3.7.3 Ethernet Switch
The Ethernet switch takes the following characteristics
Function Data
Type Sixnet Ethernet managed switch SLX-8MS
Number of ports 8
Speed 100 Mbps
Miscellaneous Known delay time for future bench adjustment.
Tableau 1: Ethernet switch features
4.3.7.4 CEC7/PIP
The embedded board is based upon the following characteristics:
Function Data
Type PIP or CEC7 computer
Operating system QNX 6.X
Processor Up to 1 Ghz
Ram Up to 500 Mb
Hard disk Up to 20 Go
Miscellaneous The same type of devices on each side of the Demonstrator (SE and Load)
Tableau 2: CEC7/PIP features (calculator)
4.3.7.5 Automation-PLC
The automation/PLC module is based upon Modbus WAGO 750-842 reference. This module is composed of several modules chosen to:
Send speed or torque orders to inverter through analog power (4-20mA).
Receive position from coder (Counter).
Send level charge to Battery (PWM).
Spare
Embedded software for Safety and C & C. (CEI 61131-3 Language)
Gets information about last emergency stop
4.3.7.6 Ethernet CAN Gateway
Ixxat provider
CAN@net II/Generic
Gateway CAN / Ethernet/TCP-IP
Includes:
- Freescale MCF5234 / 150 MHz
- CAN Controller: Philips SJA 1000
36 (110)
4.3.8 Product expectations and operating conditions
4.3.8.1 Product usage
The land based demonstrator will allow validating performance requirements as well ship electrical network integration (current instant loads, overall power absorbed and rejected on the network, level of distortion)
The land based demonstrator is included the manufacture of the demonstration scale equipment, installation and commissioning at a suitable land based test site, and the completion of a set of operational validation tests which will demonstrate the ability of the equipment to perform in realistic conditions.
4.3.8.2 Lifetime
The land based demonstrator is designed to last a minimum of 20 years.
During this operational life, a target of 4 maintenance operation should be achieved, every 5 years.
4.3.8.3 Service
The land based demonstrator is expected to be serviceable 10 times during its lifetime.
4.3.8.4 Intellectual Property, External Aspect, Packaging and Mounting
The outputs of the set of operational validation tests stay the property of POSEIDON Partners.
4.3.8.5 Packing & Marking
The land based demonstrator will be mark with the logo of the POSEIDON partners.
The mark may also be an irremovable tag made of a resistant material.
Its components packing and marking will be agreed and shall guarantee parts integrity and tracking during shipments, handling and storage. The marking shall also guarantee the tracking during the lifetime.
4.3.8.6 Normative references (ISO standard)
- Standard EN 133200:1999, Passive Filter Units For Electromagnetic Interference Suppression (filters For Which Safety Tests Are Required)
- EN 55011 class A (industrial device) : Industrial, scientific and medical (ISM) radio-frequency equipment - Electromagnetic disturbance characteristics - Limits and methods of measurement
- EN 60068-1 , Environmental testing ,
Enumerates a series of environmental tests and appropriate severities, and prescribes variousatmospheric conditions for measurements for the ability of specimens to perform under normalconditions of transportation, storage and operational use. It has the status of a horizontalstandard in accordance with IEC Guide 108.
37 (110)
- C15-100, French standard regarding low voltage electrical network protection (equipment and human).
- CEI/EN 62061 and ISO 13849-1, Safety of machinery –Functional safety of safety-related electrical, electronic and programmable electronic control systems.
- ISO 12100, Safety of machinery – Basic concept, general principles
for design
- ISO 14121, Safety of machinery – Principles for risk assessment
‐ IEC 60092-101 : Electrical installations in ships, Part 101: Definitions and general requirements
- STANAG 1008 : Characteristics of Shipboard Electrical Power Systems in Warships of the North Atlantic Treaty Navies
- CEI 60204-1, electrical hazards arising from the electrical control equipment itself such as electric shock - IEC 61000-6-2, Electromagnetic compatibility (EMC) – Part 6-2: Generic standards –
Immunity for industrial environments
- IEC 61310 (all parts), Safety of machinery – Indication, marking and actuation
- IEC 61508-2, Functional safety of electrical/electronic/ programmable electronic safety-related
systems – Part 2: Requirements for electrical/electronic/programmable electronic safety related
systems
- IEC 61508-3, Functional safety of electrical/electronic/programmable electronic safety-related
systems – Part 3: Software requirements
- ISO 12100-1:2003, Safety of machinery – Basic concepts, general principles for design –
Part 1: Basic terminology, methodology
- ISO 12100-2:2003, Safety of machinery – Basic concepts, general principles for design –
Part 2: Technical principles
- ISO 13849-1:1999, Safety of machinery – Safety related parts of control systems – Part 1:
General principles for design
- ISO 13849-2:2003, Safety of machinery – Safety-related parts of control systems – Part 2:
Validation
- ISO 14121, Safety of machinery – Principles of risk assessment
- EN 50155 et EN 50 178
- CEI 61010-1
4.3.8.7 Forbidden Raw Material
The product component materials must be environmentally friendly and in accordance with the World Wide regulation particularly EC regulation. Tributylin and Hexavalant Chromium Cr6 are prohibited.
The supply has to provide the detailed chemical composition of any material use in the land based demonstrator.
Electrical components have to be RoHS compliant with - 2002/95/EC
38 (110)
4.3.8.8 Electrical data and current conventions
The electrical data will be according to the Modbus protocol TCP/IP.
The battery current is considered positive when the battery is charging.
4.3.8.9 Operating Conditions
The land based demonstrator will operate in a suitable land based test site.
However, the architecture and components have to be compatible with the ship regulations hereunder.
For cost reason, equipment are mainly COTS.
4.3.9 Layout of the test facility The final test facility will provide a show case to the marine industry to witness at first hand the benefits that can be obtained by adopting the new technologies being demonstrated ( B1.4.5 extract from Annex 15th).
The POSEIDON test bench is located at Technocampus EMC2 in Bouguenais (44). The dimensions of the global area (220m²), dedicated to the mechanical and electrical operations and the different tests on the test bench, are equal to 10m x 12m = 120 m² with an additional 10 m² x 10m² = 100m² for show case purpose.
The access is strictly limited to Poseidon partners and Sirehna team.
Figure 28: Technocampus warehouse (heated) dedicated to POSEIDON tests
Figure 29Error! Reference source not found. details the global test area which is made up of 4 main parts. These parts and their characteristics are:
- the test bench
- a container n°1 used to install electrical equipment (control cabinet,…)
o container 10 ft (3mx2,5mx2,6m)
- a container n°2 used to stock mechanical parts
39 (110)
o container 10 ft (3mx2,5mx2,6m)
- a shelter which is a room for supervisory control
o surface area 15m² (6mx2,5m)
o 1 door placed in the front side of the shelter
o 1 window placed in the front of the shelter
o 2 receptacles
o 1 convector heater
o 1 air-conditioner placed in the front side of the shelter
- a room divider + a door
o height ≥ 2m and length = 20 m
o opaque room divider
o sliding door or door with hinged sections (width ≥ 2m)
Figure 29 : global overview of the layout of the test area
Figure 30: Detail of the test area
The following chapter describes the implementation of each cabinet onto the demonstrator. The global architecture of the system is composed of 3 main parts:
- The Shelter,
- The MMSS Frame,
Show case area
100m²
40 (110)
- The Operating bungalow.
Electrical equipments are located in different cabinets, and those cabinets are located either in the Shelter, the MMSS Frame or the operating bungalow.
41 (110)
Figure 31: Poseidon operating area
The white shelter (dedicated to mechanical component storage and the MMSS frame has been painted for showcase purpose.
4.3.10 Shelter cabinets
The following cabinets are located in the Shelter:
- Power Supply Cabinet,
- Distribution Cabinet,
- Control Cabinet SE,
- Control Cabinet LOAD,
- Inverters Cabinet SE,
- Inverters Cabinet LOAD,
- Acquisition Cabinet.
Figure 32: Shelter cabinet before reconfiguration (blue one)
42 (110)
4.3.11 MMSS Frame cabinets (on the right)
The following equipments and cabinets are located on the MMSS Frame:
- Batteries Cabinet,
- Synchronous motors,
- Asynchronous motors.
4.3.12 External equipments
External equipments are located outside of the Shelter, MMSS Frame or the operating bungalow.
4.3.13 Operating bungalow (With yellow roof)
The operating bungalow contains the following equipments:
- Man machine interface
The following diagram describes the location of each cabinet:
Figure 33: Cabinets localization
43 (110)
4.3.14 Show case area
To promote the land based demonstrator, a show case has been designed and decorates as shown on the following figures.
Figure 34: Show case area
44 (110)
Figure 35: POSEIDON Showcase pictures and rolls (KAKEMONO)
4.3.15 Temperature
4.3.15.1 Storage Temperature
Storage temperatures for the pump will range from Tstor_min = -30°C to Tstor_max = 80°C. These temperatures will represent the maximum range expected during storage of spare parts or shipping of the components prior to installation on the land based demonstrator.
4.3.15.2 Operating temperature
The land based demonstrator will be located in a warehouse dedicated to POSEIDON land based demonstrator test and show case. The operating temperature is between 22°C and 26°C in the supervisory office according to French standard NFX35-102. The demonstrator operating temperature ranged between 18°C and 26°C (warehouse heated).
45 (110)
4.3.16 Engineering requirements (Performance)
4.3.16.1 SE power ranged between 50-100kW (A3)
This POSEIDON engineering requirement deals with the mechanical power developed by the simulated equipment on the test bench. This mechanical power depends on two main components of the test bench:
- the DC brushless motors which represent the simulated equipment
- the mechanical transmission lines which link the DC brushless motors to the induction motors
4.3.16.1.1 DC brushless motors
The POSEIDON test bench requires a mechanical power ranged between 50 and 100kW. Let us consider that the test bench is made up of two motors and the two motors provide to the test bench a mechanical power equal to 75 kW.
The expected features of one DC brushless motor are:
Maximum torque (Nm) 325 (+/- 10%) = 51/(1500x2xπ/60)
Nominal rotation speed (rpm) 1500 (+/- 10%)
Tableau 3: expected features for the DC brushless motors
The nominal speed rotation of the DC brushless motor is equal to 1500 rpm, which is the maximum rotation speed of the simulated equipment tested on the test bench (see section 6 of this document).
The peak power is calculated by multiply the nominal power by 1,35 (factor usually used for permanent magnet synchronous motor).
The nominal and maximum torques of the motors is calculated by dividing the power by the rotation speed.
46 (110)
4.3.16.1.2 Mechanical transmission lines
The two mechanical transmission lines link the shafts of the DC brushless motors and the induction motors and deal with the implementation of the dynamic model of the ship (hydrodynamic, inertia, friction, damping and restoring loads) in the test bench.
Only the inertia is mechanically integrated in the dynamic model of the ship (see section 7.5 of this document). The other parameters are implemented by the command and control system of the test bench.
4.3.16.1.2.1 Architecture of the mechanical transmission lines
The global mechanical architecture of these transmission lines is illustrated in the following Figure 36. This architecture is made up of two identical lines. Each line is made up of:
- 1 transmission shaft
- 2 bearings
- 1set of inertia wheel (with a cone clamping)
- 1 coupling
- 1 torque limiter
Figure 36: mechanical architecture of the transmission lines
4.3.16.1.2.2 Specification of mechanical components
According to the design proposal of the test bench, we consider that the diameter of the shaft of the induction motor is equal to 75mm which is the diameter size for the power range of 75kW.
The diameter of the shaft of the DC brushless motors is set to 55mm which is the diameter size for the power range of 37.5kW. These values are used to define the main expected features of the components of a transmission line.
47 (110)
The main expected features of the mechanical components of the transmission lines are:
- transmission shaft: links the shafts of the DC and induction motors together. It has to resist torsion and flexion constraints due to the weight of the other components and the maximal torque applied to the shaft. The diameter of the transmission shaft is set to 70mm which is a standard value very close to the diameter of the shaft of the induction motor (75mm).
Feature Data
Number of parts 2
Diameter (mm) 70
Length (mm) 1200
Material Steel (E≥210Gpa, Re≥250Mpa)
Tableau 4: expected features for the transmission shaft
According to these characteristics, we can calculate the maximum torque we can apply to this transmission line without creating damage on the transmission shaft due to torsional constraints. Assuming a safety factor (Fs) higher than 2:
23
max_
_
max_
_ torsion
tractione
torsion
torsiones
RRF
MPaR tractione
torsion 2,722
3_max_
with:
MPaC
I
C
arbre
t
G
arbrettorsion 2,72
)2
(*
2
2 3max_
mNCt .4860
- coupling: transmits the torque between the shaft of the induction motor to the transmission shaft. It also compensates axial and radial misalignment between the two shafts.
Constraint : The torsional stiffness is very important to control the SE stiffness value which is done by software model.
Feature Data
Number of parts 2
Input diameter (mm) 75 (diameter of the shaft of the induction motor)
Output diameter (mm) 70 (diameter of the transmission shaft)
Overall length (mm) ≤ 250
48 (110)
Nominal torque (Nm) ≥ 4860
Torsional stiffness (103Nm/rad)
≥ 5500
Axial misalignment max (mm)
≥ 3
Radial misalignment max (mm)
≥ 0,3
Angular misalignment max (°)
≥ 1
Tightening torque (Nm) ≤ 300
Tableau 5: expected features for the coupling
- Torque limiter: transmits the torque between the shaft of the DC motor and the transmission shaft. It limits the torque transmitted between the transmission shaft and the shaft of the DC brushless motor. It also compensates axial and radial misalignment between the two shafts.
Feature Data
Number of parts 2
Input diameter (mm) 70 (diameter of the transmission shaft)
Output diameter (mm) 55 (diameter of the shaft of the DC motor)
Overall length (mm) ≤ 220
Release torque (Nm) 400 ≤ C ≤ 600
Lateral misalignment max (mm)
≥ 0,35
Angular misalignment max (°)
≥ 2,5
Tightening torque (Nm) ≤ 300
Tableau 6: Expected features for torque limiter
The release torque of the torque limiter has been set at 500 N.m. This value is higher than the braking torque in emergency conditions (400 N.m), with a safety factor equal to 1,25. Consequently, in emergency conditions, braking force is applied to all the motors and the transmission lines. The inertial energy from the DC brushless motors and the induction motors (rotor inertia) is then dissipated by the emergency brake.
The sizing of the inertia wheel which allows setting the SE inertia value takes into account the size of the emergency brake.
49 (110)
- Bearing: supports and guides the transmission shaft on the structure of the shuttle which supports the two transmission lines.
Feature Data
Number of parts 4
Input diameter (mm) 70 (diameter of the transmission shaft)
Overall width (mm) ≤ 90
Maximal radial load (N) ≥ 3000
Maximal rotation speed (rpm) ≥ 1500
Tableau 7: Expected features of the bearing
The bearings have to support the weight of all the components installed on the transmission line (shaft, coupling, inertia wheel…)
- The inertia wheel and the cone clamping are described in the section dedicated to the POSEIDON engineering requirement “Test different type and size of NEA”.
4.3.16.2 Electrical energy storage (A2)
The energy storage of the land based demonstrator is done by the mean of new Li-Ion battery develop in the scope of POSEIDON project by SAFT. The sizing is done regarding the worse SE case in term of instantaneous energy request, then the MMSS.
50 (110)
4.4 SAFT
4.4.1 Detail design of battery system
4.4.1.1 Architecture of Pose²idon battery demonstrator
This study is a first part of the demonstrator design. Due to budget constraints and choice of demonstrator, this battery has a different sizing of the ones studied at the beginning of the program.
4.4.1.2 General documents and references
4.4.1.2.1 Applicables documents
The following documents are part of this specification. In case of conflict between this description and the documents mentioned below, this specification will be followed first. Unless otherwise indicated, the latest editions of the documents should be referenced here.
Ref. Titre Reference IR
[DR1] SIREHNA battery description and sizing
SDU-EEA-DBO-10-1135
V2.2
[DR2] Schéma de câblage SCH-SPS-11-xxx-A Schéma Câblage Poséidon - PROVISOIRE.vsd
[DR3] ACEBI batteries description and sizing
SDU-EEA-DBO-10-1239-SRS-ACEBI_revB.doc
revB
[DR4] Protocole Geode CAN
SDU_EEA_MC_10-462 Geode CAN bus spec 1.0 RevB.doc
1.0 revB
4.4.1.2.2 Abbréviations
BMM: Battery Monitoring Module BMU: Battery Management Unit DOD: Depth Of Discharge EMC: Electro-Magnetic Compatibility ESSU: Energy Storage System Unit IMD: Maximum authorized discharge current IMR: Maximum authorized recharge current MBMM: Master Battery Monitoring Module OVC: Overcharge OVD: Overdischarge SMU: Safety Monitoring Unit SOC: State Of Charge TBC: To Be Confirmed TBD: To Be Defined
51 (110)
4.4.1.2.3 Terminology
Module 14S: Assemblage in series of 14 Li-ion cells
The battery current is considered positive when the battery is charging.
4.4.2 System description
4.4.2.1 Application in demonstrator
The battery system described in this document represents a demonstrator for an application which simulates on a boat equipped with a moving mass. In this demonstration the mass is moved by two electric motors in 448V 37.5 kW Max. The battery should have the performance needed to power these two electric motors at full power. The diagram of the application is given below:
Figure 37: Synoptic
Batterie
M1
Réseau HT 403V
M2
52 (110)
4.4.2.2 Current profile
The battery will provide the power to two motors of 37.5 kilowatts for a total of 75kW. Assuming that the battery SOC constant work to around 60%, or 3.682 V, the current should not exceed 200A.
The design of the organs of power and the life time of the battery are calculated according to the following simulated profiles:
Without external charger :
The rms current in the battery is 118A_RMS. (With the assumption V = 415V / voltage imposed by the circuit 112S demonstrator in 60% of SOC).
Peak value is 180A.
Figure 38: Simulated profile without external charger
With external charger :
The rms current in the battery is 91A_RMS. It is lower than that the current obtained without external charger. With such assumptions: Pmax = 40 kW for the charger (96A max for V = 415V / voltage imposed by the circuit 112S demonstrator in 60% of SOC).
53 (110)
Figure 39: Profil simulé avec chargeur externe
4.4.2.3 Performances
The main characteristics of the battery are given below:
Table 8: Caractéristiques de la batterie
* Current required by the application ** Current supported by the VL30P cells. As used in the module busbars 14S SOL-ION has been sized to VL45E elements, the fuse to protect the battery will be sized accordingly, a value of 100A or 125A (or LA70QS125 LA70QS100 Littelfuse fuses). The two references have the same size and spacing of mechanical mounting holes are compatible.
Battery Performance (VL30P cell)
Nb cells (in série) 112
Vbatt max 448 V
I Max RMS demonstrator 118* A
I Max DCH (continuous) 300** A
I Max DCH (pulse 30sec) 350** A
I Max DCH (pulse 10sec) 450** A
I Max DCH (pulse 5sec) 500** A
I Max CHG (continuous) 40* A
54 (110)
4.4.3 System overview: The demonstrator POSEIDON battery consists of a battery of 448V max controlled by a battery management system BMM. The BMM contains all the control / command of the battery (contactor, current sensor, circuit breaker, etc ...) and a main computer for management. The battery is interfaced with: - The demonstration of the moving masses, - The external charger.
Figure 40: System overview
Convertisseur CAN/Ethernet
On OffPRES_CHG Calculator of
Application CAN_CHG
PR
ES
CH
G
Battery
BMM Moteur1
Moteur2
Convertisseur CAN/Ethernet
Alimentation Client 24V
Charger
55 (110)
4.4.4 Demonstrator
The demonstrator will consist of 8 modules of 14 cells in series driven by a type BMM IM20 ref 771764.
Figure 41: Demonstrator for Poseidon
4.4.5 Architecture diagram
The architecture diagram of the demonstrator is given below:
Power supply connector
Diagnostic connector
Earth
Applicationpower
terminals
Battery modules power terminals
CAN or Ethernet communication
connectors
SMUconnector
Earth
Front panel
56 (110)
Figure 42: diagram
4.4.6 Module 14S
The 14S module is composed of 14 cells connected in series via a Busbar type Synerion 48 or equivalent , but assembled with VL30P.Each module contains a map SMU-I to monitor the parameters of a module (cell voltage, temperature) and to manage the tensions balancing Li-Ion cells individually.
8
1
Convertisseur
CAN Ethernet
57 (110)
GN
D
41 2 3 85 6 7 9 10
GN
D
GN
D_E
MC
CA
N_H
CA
N_L
No
t U
sed
No
t U
sed
VP
OW
ER
_SM
U
RE
SE
T_S
MU
EM
ER
GE
NC
Y+
GN
D
41 2 3 85 6 7 9 10
GN
D
GN
D_E
MC
CA
N_H
CA
N_L
No
t U
sed
No
t U
sed
VP
OW
ER
_SM
U
RE
SE
T_S
MU
EM
ER
GE
NC
Y-
T°C
T°C
T°C
Figure 43: internal schema of a 14S module
58 (110)
4.4.7 BMM
UL
100
7 A
WG
22
UL
100
7 A
WG
22
UL
100
7 A
WG
22
UL
100
7 A
WG
22
UL
100
7 A
WG
22
UL
100
7 A
WG
22
UL
100
7 A
WG
22
Ca
rte
BM
U-I
(P/N
SA
FT
: 7
709
86
)
UL
100
7 A
WG
22
UL
100
7 A
WG
22
UL
100
7 A
WG
22
UL
100
7 A
WG
22
UL
100
7 A
WG
22
UL
100
7 A
WG
22
UL
100
7 A
WG
22
UL
100
7 A
WG
22
UL
100
7 A
WG
22
UL
100
7 A
WG
22
1 2
24V
GN
D
24V
_B
MU
0VD
C_
EM
ER
0V
DC
AU
X_M
AIN
-
24V
_B
MU
0V
DC
CO
N+
_PR
OT
EC
T
MA
IN+
_C
MD
AU
X_M
AIN
+
0V
DC
1 6122 3 4 5 78 9 10
11
No
t u
sed
No
t u
sed
Figure 44: Schéma interne d’un BMM
The BMM contains all the control / command of the battery (contactors, current sensor, circuit breakers, etc ...) and a main computer management.
To simplify the system, the BMM is powered by an external a 24V power supply.
The BMM current consumption is about 150mA nominal mode. The battery current will be directly measured by a LEM sensor included in the BMM. The CTR contactor will be controlled by the computer to allow or not the output.
A circuit breaker (200A) is inserted into the power circuit to protect the battery, it also allows the battery to be manually switched ON or OFF. It should be set to 0.7 In , or 140A, in order to trigger the fuses before the busbars modules.
The BMM is composed of the following cards: BMU_I board: Map calculator with embedded software. I-board: communication interface card C-board: food for 2 to 3 seconds I-sensor-board: measurement of current through the BMM.
The power cables at the output of BMM have a section of 35mm ². The current is sampled at 10ms, the cell voltages and temperature modules are sent by SMU with a period of 100ms, the BMM will transmit the data to the application with these refresh rates.
59 (110)
Communication between the BMM and the application will be an Ethernet link. In fact the CAN bus MDB will be converted to Ethernet. The conversion CAN / Ethernet will be transparent regarding the soft board BMM.
The reference of the converter is identified CAN_Ethernet_MN67048 (ADFWeb). The protocol used for this demonstrator is the CAN protocol Geode [DR4].
List of frames exchanged over the link CAN / Ethernet between the application (client) and BMM (battery):
Frame name Description Transmitter Receiver Tx Method Period
TD_X_E Hour and date Client BMM - -
VP124_X_H - Authorization for the BMM to connect to the system
- Allow / Inhibit insulation measurement made by the BMU
- Acknowledgement of the fault isolation
- Status of connecting or disconnecting
charger
Client BMM - -
VP114_X_BM Predisposition of charge or discharge in the short or long term
Minimum voltage or maximum voltage
BMM Client Cyclic 100
VP115_X_BM Battery current measured
In the measured voltage contactors
State of current in the BMU
State Hvile
Indicates an opening of the switch due to a reason not provided
BMM Client Cyclic 20
VP119_X_BM Estimation of the battery
Calculate the insulation resistance between the
chassis and the negative terminal
Calculate the insulation resistance between the chassis and the positive
terminal
BMM Client Cyclic 100
VP120_X_BM Transmits different temperatures measured
BMM Client Cyclic 1000
BAM_X_BM Reporting an alarm has been activated
BMM Client On event -
TPDT_X_BM Contains the IDs of the first 8 alarms that were
activated
BMM Client On event -
Table 9: List of frames exchanged between the application and the BMM
60 (110)
The functions managed by the BMM:
Power:
Feed SMU cards with 5VDC and 24VDC with BMU map
Management:
Measure during the ESSU with the sensor LEM HTFS 200P
Monitor the internal voltage and temperature on drums
Protect ESSU using the 4P circuit breaker ABB T4V200
Driving out of the battery with the switch 200 TYCO Kilovac EV
Alarm Management:
Alarms Management
Communication:
Communication with the supervisor of the application via an Ethernet link
Communication with a diagnostic tool via an RS485
Diagnosis:
Execution of self-tests
BMM interfaces:
Connector for 24V power supply:
The BMM is powered with 24Vdc supplied by the client application, via a connector.
Figure 45: Connector for 24V power supply
The reference of this connector is a Mini Mate N Lok 3 points (Tyco Electronics).
Connector for 24V power
supply
1 : 24Vdc
2 : GND
3 : 0Vdc Emergency
61 (110)
CAN communication connector (RJ45):
The two connectors are located on the front of the BMM and contain the following signals:
• Connector CAN_IN: CAN bus from the application (CAN client) or another MDB.
• Connector CAN_OUT: CAN bus in the direction of another MDB. If the MDB is at the end of the daisy chain, this connector must be connected to a termination plug.
Figure 46: CAN communication Connector
The reference of these connectors is shielded RJ45 8 points (Lumberg).
Connecteur CAN_IN
Connecteur CAN_OUT
1 : CAN_H
2 : CAN_L
3 : GND (0V)
4 : N/U (CAN_IN) / CAN_H_TERM (CAN_OUT)
5 : N/U (CAN_IN) / CAN_L_TERM (CAN_OUT)
6 : EMC_GND
7 : GND (0V)
62 (110)
Connector Interface Diagnostic
The connector is located on the front of the BMM and allows to communicate with a PC using software diagnostic SAFT. The diagnostic port of the battery is a serial RS-485. You must use a converter "RS-485 / USB" to connect to PC USB port.
Figure 47: Diagnostic connector
The reference of this connector is a straight female SUB D 9 points (Tyco Electronics).
SMU connector:
This connector allows the card to power SMU's first module on the daisy chain. It also allows you to chain the modules on the CAN BUS.
Figure 48: SMU connectors
The reference of this connector is a straight male SUB D 9 points (Tyco Electronics).
Connector for
diagnostic
Connecteur SMU
12345
6789
1 : RS-485_+
2 : RS-485_-
3 : CAN_L
4 : CAN_H
5 : GND (0V)
6 : 24Vdc (BMU)
7 : N/U
1: EMC_GND
2 : RESET_SMU
3 : GND (0V)
4 : GND (0V)
5 : GND (0V)
6 : EMER_ALARM
7 : V_POWER_SMU
C S
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Power terminals:
There are four power terminals:
- Two power terminals "application" (negative and positive). - 2 terminals "Battery Module" (negative and positive).
Figure 49: Power terminals
Negative pole of the supply terminal of the battery module M8
Positive pole of the supply terminal of the battery module
Negative pole of the supply terminal of the application
Positive pole of the supply terminal of the application in M8
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List of electronic components constituting an BMM:
designation Qté Producer Référence
main contactor 1 Tyco Electronics (Kilovac)
EV200HAANA
breaker 1 ABB Tmax T4 (200A /4P)
Current sensor 1 LEM HTFS-200P
BMU-I Card 1 SAFT
card Capacity 1 SAFT
card Interface 1 SAFT
card LEM 1 SAFT
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Wiring diagram of modules with the BMM: ESSU
41 2 3 85 6 7 9 10
41 2 3 85 6 7 9 10
41 2 3 85 6 7 9 10
41 2 3 85 6 7 9 10
41 2 3 8 56 7 9
41 2 3 85 6 7 9 10
41 2 3 8 56 7 9
41 2 3 85 6 7 9 10
4 1238 567910
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41 2 3 85 6 7 9 10
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41 2 3 85 6 7 9 10
41 2 3 85 6 7 9 10
4 1238 567910
4 1238 567910
41 2 3 85 6 7 9 10
41 2 3 85 6 7 9 10
4 1238 567910
4 1238 567910
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4 1238 567910
4 1238 567910
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41 2 3 85 6 7 9 10
41 2 3 85 6 7 9 10
4 1238 567910
4 1238 567910
41 2 3 85 6 7 9 10
41 2 3 85 6 7 9 10
4 1238 567910
4 1238 567910
Figure 50: Wiring diagram of modules with the BMM
The various modules and the MDB will be positioned in a 19 inches bay, 31U tall (600x600mm). A module has a height of 3U or 8 modules occupy a height of 24U.
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Components list for ESSU :
designation Qty Fabricant Référence Fabricant
BMM module 1 SAFT
module 14S 8 SAFT
CNX Rigid 8 SAFT
3M 3365-10 nappe 8 SAFT
Termination plug module
1 SAFT
Termination plug BMM 1 SAFT
Cable of 35mm section terminal negative terminal of BMM and the negative terminal of the last module 14S.
1 SAFT
31U 19-inch bay (600x600)
1 ATOS TBC
fan TBC TBC TBC
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4.4.8 Control and commands parts
Below, list of circuit breaker, contactor and current sensor compatible with the application.
Breaker 250A / 750Vdc type ABB Tmax T4
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Contactor TYCO kilovac EV200
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Current sensor : LEM HTFS-400S
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4.4.9 Mechanical integration
The complete battery will fit in 19”bay, with its 8 modules and the BMM
The footprint of the bay is: 451 x 600 = 0.27m2
And the volume is: 902 x 600 x 1615 = 0.87 m3
Weight estimation is :
8 Modules =>8x18.5kg = 148 kg
1 BMM => 15 kg
1 bay => 121 kg
TOTAL : 284 Kg
This is an estimation that could change according to the environmental constraints (mechanical assembly, shock resistance …)
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Just below, the preliminary drawing of the complete battery in its cabinet:
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BMM Case:
The demonstrator is not finalized at that step.
All details must be studied.
4.4.10 Cabinet technical specification
4.4.10.1 1. Applicable documents
CEI 61587 Mechanical structures for electronic equipment. CEI 60417-2 Basic principles for graphical symbols for use on equipment.
4.4.10.2 General presentation
This specification concerns the cabinet used for ESSU battery system.
4.4.10.3 General requirement
42U
Reinforced
IP54
Floor and wall interfaces
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Low depth
14 modules positions
Load acceptance : 300kg
Steel/aluminium panels
4.4.10.4 Cabinet size
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Front fixations positions
4.4.10.5 Load
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4.4.10.6 Mechanical stress resistance
4.4.10.7 Interfaces
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4.4.10.8 Floor and wall interfaces
4.4.10.9 Installation configuration
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4.4.10.10 IP requirement
4.4.10.11 Modules slides
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4.4.10.12 Battery access
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4.4.10.13 Cooling
4.4.10.14 Material
4.4.10.15 Earth connection
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4.4.10.16 Lifting
4.4.10.17 Packaging
4.4.10.18 Deliverables
4.4.11 Module and busbar design
Module used for this battery is coming from a standard product .
But all components cannot be used “as is” , some must be modified and/or redesigned : in this particular case the busbar for Poseidon is in a 14S1P configuration with high current in charge and discharge.
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Saft use a similar 14S-1P busbar in another battery type, but with lower current. In order to use it in Pose²idon module, it is necessary to verify by test that we can use under the specific load of this demonstrator. The objective of the test is to check the measure of the heating of the positive copper connection under 150A of the 14S busbar and check: - That it is following the measure of the Synerion 48M (Test TEE 11-913) module 150A test - The influence of the fuse or shunt and use of thermal dissipater as the test sequence will be as following: - The busbar will be tested first with its fuse on it as shown below
o The busbar will be tested with the fuse replaced by 3 Ni platted copper connection 224063 (section 21x2 mm) see pictures below
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o The busbar connection separation on each side of the fuse will be filled by solder and the previous Ni plated connection will be electrically insulated with thermal compound in order to be used as a heat sink
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4.4.12 VIEW OF THE TEST (TEE 2012-363) CONDITIONS The busbar is equipped as below. In order to limit the convection of the chamber, a carton box is applied on the busbar
50mm2 cable equipped with TN50-8 lugs.
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Thermocouple location. It is glued with DP110
Use of a copper washer below the lug to avoid to press on the varnish and other connections of the busbar
4.4.14 Conclusion of heating test The 150A test on 14S busbar shown a stabilized temperature increase of 39°C (Ta 26°C) after 20min.
The 150A test on Synerion module (TEE 11-913) shown a stabilized (hand drawing extension of the temperature curve as the discharge cut after 3min when thermocouple reached 60°C) temperature increase of 85°C
This difference can’t be explained by the differences of test condition:
- In module, positive connection is linked to the cell (VL41M) which is heating a bit more (VL41M heating is 17°C after 16min at 150°C)
- In module there’s less convection due to the test chamber
There must be an extra resistivity (in the fuse or in the contact resistance between the Wurtz pressfit bushes and the 1mm thick contact)
The replacement of the fuse by a shunt (section 21x6) allow to reduce the heat of 24°C.
The stabilized temperature increase is only 15°C (Ta 26°C) after 20min.
Even with reduced convection (in module), connected to VL30P (lower temperature increase compare to VL41M) with a 2mm busbar instead of a 1mm busbar, we should have a temperature increase below 25°C
The merging of both positive connection and the adding of a heatsink allow to reduce the heat.
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Pictures of tests N°1:
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Pictures of tests N°2:
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4.4.15 Busbar Specification for procurement
In this section we intend to define:
Technical hardware requirements of the Poseidon busbar 14S board
Conditions for the contracting of the study of this board.
4.4.15.1 Introduction:
This document will define: The mechanical and electrical characteristics of the busbar Components located on busbar, and pin identification for each signal connection in terms of hardware requirements of the SMU board. EMC rules, electrical, mechanical and thermal considerations in order to design well sized busbar. The scope of work and board development requirements.
4.4.15.2 Definitions In this document: The term “The Product” or “The Board” refers to the physical object described by this specification. The term “The Specification” refers to the present document. The term “The Development” refers to the entire process and actions to be done to develop The Product. The term “The Contractor” refers to the person or the company in charge of The Development.
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The term “The Prototype” refers to any sample of The Product delivered to Saft for the purpose of testing or any operation to check and verify the performances of The Product.
The acronyms defined in the table below are used in the specification.
Conventions :
4.4.15.3 Functional Description
Busbar board is a part of a battery system used for energy storage with high DC voltage capability.
The main functions of busbar are:
- to carry the load 120A for 15min with peaks at 250A;30s, 300A;10s, 350A;5s without heating the environment more than 20°C
- to assure the connections of each of 14 cells in series to provide power supply
- to measure cells voltage and transmit data to SMU board
- to measure the ambient temperature and the output connections temperatures
4.4.15.4 Busbar Characteristics
The design is already done (772250 equipped busbar / 771885 non equipped busbar).
The difference is that this version of the busbar must carry higher current and/or reduce heat.
Two solutions are possible (the chosen one will be the one allowing the best compromise between efficiency,cost and delivery time) for that:
- First solution consists in replacing the fuse F1 by a thick Ni plated copper connexion to help dissipating (design under construction, CBHC screws will be used instead of CHC screws ) the heat to the copper connections linked to the two pressfit bushes.
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Busbar copper thickness will be increased to 2mm.
- Second solution consists in merging the two pieces of copper currently separated due to the insertion of the two pressfit terminals and F1 fuse and consequently reduce the heat generated by the extra resistance they were inducing and replace the two pressfit drillings by drilling of two hole diameter 4.5mm in order to screw one extra 4mm thick Ni platted copper connection onto the existing copper connection to dissipate the heat (with the help of thermal glue ER TCOR75S from Electrolube or equivalent).
Busbar copper thickness will be increased to 2mm.
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4.4.15.5 Busbar layer organization The busbar PCB is expected to be a 3 layers circuit as follow:
2 X FR4 HTG 2 X copper layer (thickness 35μm / layer) 1 power copper (thickness 2mm)
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Layer_1: voltage measurements and temperature measurement signals + CTN solder + cells voltage connector location
Layer_2: Cells voltage connector solder + CTN location Layer_3: power circuit copper
4.4.15.6 Power circuit characteristics Connections section - Section: must support 120A in continuous peaks at 250A;30s, 300A;10s, 350A;5s - Nominal thickness: 2 mm - Width: Variable. Copy of 771885 busbar Copper characteristics
Glued cold on FR4. Characteristics :
EN13599 or EN1652 – Cu ETP CW004A – R200 or R220 – HV 40 to 65 (Cu A1 annealed 0 – R200 or R220 - HV 40 to 65)
Terminal washers diameter:
Rivet properties:
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4.4.15.7 Contacts and treatments :
4.4.15.7.1 Electrical treatments for contact improvement
The contact areas between copper and: - rivets - cells terminals - impedance measurement pad - all electronic connections
will be treated with Ni-Au treatment.
It will be used two kind of treatment: An electrolytic treatment only on the power copper (layer 3):
A chemical treatment, only on PCB (layers 1 and 2). The concerned parts are rivets
contact and electronic connections.
Electroless Nickel Immersion Gold according to:
- Electroless Nickel thickness: 3µm to 6µm.
- Gold Immersion thickness: 0.05µm minimum.
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The maximum roughness of the treated areas is: 3.2 µm.
See definition drawing to have details about treatment areas.
4.4.15.7.2 Insulation Varnish
The thick power conductor and tracks shall be protected of corrosion, by a varnish, which shall be applied after routing and before layers assembly:
Thickness : 12µm +5µm / -0 µm
Dielectric Rigidity : 120V/µm
V0 compliant according to UL94
Non-treated areas: connections contacts, rivets areas, contacts dedicated to weld the communication connectors..
4.4.15.7.3 Protection treatment
After assembly, a coating varnish treatment shall be applied on the top face on 100% of tracks and solder points. The saved areas must be: contacts, copper pad with rivets, test points.
The varnish reference is Humiseal 1B73 with a thickness of 45µm.
The supplier shall verify the compatibility between insulation varnish and protection varnish.
4.4.15.7.4 Protection of below copper from electrolysis
In order to avoid stagnation of water and electrolysis problems, ACC silicone AS1701 (Ref Farnell :8497524) must be applied between copper connections (must cover both edges of the copper) and on the bottom of the FR4 between these connections. There is no need of this protective layer where we have holes or slots in the FR4
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4.4.15.8 Electrical Architecture
The architecture is the same than 772250 (equipped busbar calling 771885 which is the unequipped busbar).
The only differences are:
- For solution 1, use of a thicker copper (2mm, rivet 5.39mm long). The change of copper thickness should not affect the pressfit bushes insertion process (in term of product, SAFT expect to have lower contact resistance as the contact length is doubled).Instead of tightening the fuse, it will be a specific connection to tighten instead (Use CBHC screws instead of CHC screws)
- For solution 2, use of a thicker copper (2mm, rivet 5.39mm long). Added to that the two copper pieces on the positive exit must be merged and instead of having 16 holes drilled for fuse pressfit bushes, a single centered hole diameter 3.3mm must be drilled. No fuse and associated pressfit bushes and screws in that solution.
4.4.15.9 Electrical insulation considerations
The minimum distance between 2 power contact points on the board shall be respected. This minimum insulation distance is 1.25mm (following UL1741).
4.4.15.10 EMC Consideration
4.4.15.10.1 Conducted immunity According to [DA7].
4.4.15.10.2 Radiated immunity According to [DA7].
4.4.15.11 GENERAL CONSTRAINTS
4.4.15.11.1 Labeling
Each Busbar shall carry at least the following marking information: Serial number (SN) following this format:
YYYY WW PP: with
- YYYY: Busbar year production - WW: Busbar week production - PP: Busbar production position in the week
Example: 2011 20 03 is the 3rd Busbar produced the week 20 of year 2011 Part number (PN) following this format:
YYYYYY Z: with - YYYYYY: 6 numbers for hardware reference - Z: 1 letter for hardware revision Example: 773738 A
RoHS marking Data matrix 10mm/10mm with part number and serial number
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Note: It is permitted to keep 771885-CI-rev engraved on the top of the FR4 to benefit from an existing stock of the circuit and avoid a Gerber modification of the circuit
The board flammability must be V0 compliant according to UL94
4.4.15.12 Scope of work and development requirements
4.4.15.12.1 Scope of work The work to be done hereunder by the contractor consists in:
Check the feasibility of solutions 1 and 2. Quote the modifications of PCB files (Detailing of modifications must be given.
Mandatory) Quote the modifications of Gerber files if any (Detailing of modifications must be
given. Mandatory) Quote the manufacturing tooling updates, manufacturing programming updates,
testing tooling updates, testing programming updates if any (Detailing of modifications must be given. Mandatory)
Quote the manufacturing of 10 busbars, 40busbars Once, the quote is approved and the order is placed, provide the update of the
documents listed in the table defined in chapter “Deliveries”. All these actions must be done in compliance with “state of the art” and “Saft design” rules.
4.4.15.12.2 Deliveries
Documents contents are refined between supplier and Saft during the project. The documents will contain at least the following information:
- Electrical schematics named SE + Board reference + revision - Bill Of Material named NO + Board reference + revision containing at least:
Components list with designation, reference and manufacturer name Flammability Class
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- CAD files: at least:
Project files to have the possibility to modify the schematics
- PCB files: at least:
Label plan named ET + Board reference + revision Top board view named FC + Board reference + revision Bottom board view named FS + Board reference + revision Drilling plan view named PP + Board reference + revision Mounting holes 3D dimension including components PCB technical description PCB solder mask for both faces Coating varnish mask Power circuit copper view
- Manufacturing files: Gerber files .
4.4.16 Sizing of Charger
Due to MMSS efficiencies which are different on load or during current rejection, a charger is needed to stabilize the battery system in a predetermine State of Charge (SOC) window.
Using Matlab battery models, we simulate MMSS profile and add a constant power supply as a charger.
The simulation parameters are below:
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The model use is the Saft_VL30P_v12_01_fs :
Modelisation of charger: It is possible to select the presence or not of the charger with “charger_presence” switch. When charger is present, it is running if battery SOC value is between 55% and 65% or 75%. It is possible to select either 65% or 75% with “High SOC selection” switch. The behavior of charger is the following
Charge profile shall be:
Constant Current / Constant Voltage (CC/CV)
the current taken into account is IMR Cont computed from VL30 algorithm.
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The maximum power of the loader Pch_Max in kW. The number of cell in series s_cell.
Inside the model, the maximum current Ich_out is computed. Current profile (A) without charger, data issued from 'Poseidon_Demonstrateur_Irms_2.xls':
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Results with a 5 times repeat sequence:
55% <= SOC <= 65%
Power of charger : 15 kW
Average result time to load: 2182 s
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From the last graphs, we see that the charge/discharge function of MMSS is working, and that the charger is powerful enough to recharge the battery under load from 55% SOC up to the needed level (65 or 75%). There is no need to charge faster, which would unnecessary oversize the charger.
The correct sizing for the charger is 15kW.
4.4.17 Cooling of complete bay The bay was modeled on the COMSOL tool to check if the standard solution of ventilation at the top would be sufficient. The bay was fully equipped with modules to be placed in the most unfavorable conditions (24W/cell).The roof of the bay is equipped with 3 fans Ø120 mm, each one blowing 120kg/h. The distribution of airflow (cross-bay) is represented below:
The distribution of airflow, perspective view of the bay
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The picture below presents the temperature distribution. It is important to ignore absolute values, the main point of interest is the distribution
We can notice that the air flow is at a maximum at the orifices. There is a slight imbalance between the front and rear modules. A point of concern is that there is virtually no air flow between the modules to cool. About the temperature between modules, we see that ventilation at the top is not enough to properly cool the bay during maximum power. As a conclusion, there is necessity to use ventilation front to force air flow between modules, in addition of the top extraction.
4.5 Conclusion of Battery design
Saft has studied all parts and components to realize the Pose²idon demonstrator for Electric actuators. All specifications were released for procurement.
Unfortunately, the program has been stopped, and we have not been able to physically demonstrate all the benefits from using a high power battery in this kind of system.
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4.6 ACEBI
The objectives of the demonstrator are to demonstrate the possibility of removing hydraulic systems by using instead motors and batteries. The demonstrator will be based on the moving mass system but is aimed at testing a wide range of representative electrical profiles.
4.6.1 WP2 TASK 3 – WORK ACHIEVEMENT DURING THE PERIOD
ACEBI participle to the finalization of the deliverable D74 delivered in march 2012. The results of this task were already described in the year 3 annual report.
4.6.2 WP2 TASK 4 – WORK ACHIEVEMENT DURING THE PERIOD
ACEBI has contributed to the Deliverable D 59: the specifications of the demonstrator (general requirements, and programme of tests in demonstration in WP 2.6) and the results of the preliminary design work (technical solutions).
Because of the cancellation decided by the EC regarding the realization of the demonstrator,
ACEBI did not progress on this task.
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4.7 DCNS
During this year 2012, DCNS was involved in POSE2IDON WP2.4 and WP2.5 tasks for which SIREHNA is the task leader. As a partner, DCNS had for role to support SIREHNA on the design of scaled land based demonstrator and manage the procurements of a part of the test bench called “Energy Management System” (EMS).
DCNS contribution is mainly dedicated to read the POSE2IDON deliverables and technical issues on detailed design of electrical network architecture. Several planning reconfigurations occurred due to difficulties to freeze the design and purchasing breakdown. A planning was managed on May 2012 for DCNS tasks 2012/2013 with assessments on Man Month needed, this planning is updated every month. The technical discussions continued until the end on June 2012, and a preliminary specification of the “Energy Management System” was transmitted to DCNS.
A first meeting was organized in SIREHNA premises in Nantes on the 9th July 2012 to meet the SIREHNA co-workers and correct the document. A second meeting was done with a potential supplier (LEROY-SOMER) in order to match with On-The-Shelf components and adjust technical characteristics with an experienced supplier. Several exchanges between DCNS and SIREHNA were made on the part specification during July 2012.
Purchasing procedure of the EMS was launched by DCNS; the purchasing department is located in DCNS Nantes/Indret. Three suppliers gave back an offer: SDEL, LEROY-SOMER, and AJILON.
On 7th September 2012 took place a meeting at DCNS with the R&D manager. During this meeting, a reporting was made by DCNS about advances in the WP2 project and the planning updated between DCNS and SIREHNA. The purchasing contract is going to be written in September 2012, the delivery is announced by the supplier for the 15th December 2012; January and February will be dedicated for integration tests and rework if necessary; and the official tests could begin in March 2013.
The purchasing contract was achieved to be written by DCNS the 26 September 2012 and sent to LEROY-SOMER for comments. Latest modifications and adjustments were in discussion between DCNS and LEROY-SOMER when the project was stopped the 27 September 2012.
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5 Objectives of the next period Not applicable
6 Reasons for Failing to Achieve Critical Objectives and/or not being on Schedule
During year 3, the construction of the demonstrator had some delay because of the validation by reviewers of the demonstrator and the difficulties to design such system. It is a pity that the project has stopped without additional delay.
Hence the task 6 concerning the tests of the demonstrator will not be done. It should have confirmed the results of the previous tasks and results during the project.
The promising results of energy recovery by new electrical architecture and auxiliaries should have benefits for the overall POSE²IDON project.
