electric vehicles trucks

Zeszyty Naukowe Akademii Morskiej w Gdyni Scientific Journal of Gdynia Maritime University Nr 98/2017, p. 157-165 ISSN 1644-1818, e-ISSN 2451-2486 Polish version: http://zeszyty.am.gdynia.pl/artykul/Elektryczne%20pojazdy%20ciezarowe%20%E2%80%93 %20przeglad%20technologii%20i%20badania%20wybranego%20pojazdu_506.pdf Andrzej Łebkowski Akademia Morska w Gdyni, Morska 81–87, 81-581 Gdynia, Wydział Elektryczny, Katedra Automatyki Okrętowej, e-mail: [email protected]

Nr 98/2017, 157–166 ISSN 1644-1818, e-ISSN 2451-2486

ELECTRIC VEHICLES TRUCKS - OVERVIEW OF TECHNOLOGY AND RESEARCH SELECTED VEHICLE ELEKTRYCZNE POJAZDY CIĘŻAROWE – PRZEGLĄD TECHNOLOGII I BADANIA WYBRANEGO POJAZDU Andrzej Łebkowski Akademia Morska w Gdyni, Morska 81–87, 81-581 Gdynia, Wydział Elektryczny, Katedra Automatyki Okrętowej, e-mail: [email protected] The article describes the technological solutions applied in electric trucks, especially in the IVECO DAILY 50C ELECTRIC truck. The basic vehicle parameters and properties are presented. The results of the truck’s electric powertrain testing in road conditions and on roller dyno are introduced. The comparison of the examined design with other technological solutions is performed and discussed. Keywords: electric trucks, electric powertrain, traction batteries

INTRODUCTION History of electric motor goes back to 1832 when Scottish businessman Robert Anderson invented the first primitive electric car. Over 60 years later, in 1895, the American company Riker Electric Motor Co. New York City began production of two-seater three-wheel trucks up to five tons [1]. Truck electric vehicles were used at the time mainly in urban areas, for the transportation of loads of various kinds, as milk and bread trucks, mobile food outlets, ice creams, cafes, postal cars, and even fire trucks, police and ambulances. (Fig.1). These vehicles have developed speeds of 50 km / h and reach a range of 60 km. Since that time, such electric vehicles have not been practically used. At the beginning of the 20th century, due to the development of internal combustion engine technology, electric

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trucks were set aside for the automotive side. Trolleybuses, trams and electric locomotives were the exception, as electric vehicles powered by current collectors directly from the power grid. With the beginning of the 21st century with the development of electric motors technology, power converters and especially batteries, forgotten technologies and constructions are returning to grace. More and more companies are using electric propulsion systems in special cars, light trucks, buses, heavy trucks, and even in very heavy, over-the-counter trucks.

Fig. 1. The first electric trucks [2]

The electric drive displaces the internal combustion engines from today's built trucks because of the more favorable parameters and no emission of toxic fumes into the atmosphere. Electric motors are smaller in size (fig.2), they have significantly higher torque and the smallest rotational speed, they have fewer components, they do not require maintenance or replacement of filters and operating fluids, They have the possibility of large changes in rotational speed in a short time, as well as the possibility of applying regenerative braking.

Fig. 2. Internal combustion engine vs. electric motor - size of comparable power

Today's electrically-driven trucks, such as NICOLA ONETM (Figure 3), have the ability to develop speeds of over 100 km / h and reach distances of nearly 2,000 km on a single CNG (gas turbine) tank for 10-15 minutes. Power of the electric


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propulsion system reaches 1470 kW (2000 hp) at a torque of 5000 Nm, generated from a 320 kWh lithium-ion battery pack [3].

TM

Fig. 3. The electric truck NICOLA ONE

[3]

The use of an electric propulsion system not only contributes to reducing harmful emissions to the atmosphere, but also to a considerable extent reducing vehicle operating costs by more than half the fossil fuel consumption. However, the main problem faced by the constructors is the traction batteries. The most commonly used batteries in addition to lead-acid batteries (Pb-A) with a power density of 35-50 Wh / kg were nickel batteries with an energy density of 50-110 Wh / kg (Ni-Fe, Ni-Zn, Ni- Cd, Ni-MH), as well as various lithium batteries with energy density of 90-200 Wh / kg (Li-Ion, LiTiO, LiCoO, Li-MnO2 LiMn2O4, LiFePO4, LiSO2, Li-SOCl2, LTO). The hope of modern motoring lies in the development of graphene polymer technology, which offers the possibility of storing electricity nearly ten times less than the current 1000 Watt / kg, with the ability to charge faster and maintain a much longer service life. In parallel with the development of traction battery technology, fuel cells or ecological gas generators, other solutions for the supply of electricity to the vehicle are sought. One of the ideas is the possibility of contactless induction transmission of electricity through road infrastructure (induction coils placed in the road) [5]. Another idea concerns the construction of a fast loading station by fasteners mounted on a roof of a vehicle or chassis, which would in a very short time be able to transfer energy to a vehicle battery pack [6] or to replace a towing vehicle with a load [7]. Yet another solution that has been tested since 2014 is based on the use of power transmission through pantographs located in the upper part of the vehicle, which receive energy directly from mobile wires located at 5.8 m above the road. The first in the world with mobile wires was commissioned in June 2016 in Sweden (Figure 4). The configuration of the system is virtually identical to that of electric


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locomotives, metro lines or trams. The traction network is powered from a low voltage substation through transformers, rectifiers and inverters that take over the excess electricity from the vehicle generated during regenerative braking. The mains voltage is around 750 V DC (700 ÷ 750 VDC) and is fed through a bipolar pantograph to the electric drive system of the vehicle. The pantograph design solutions allow you to connect your vehicle while driving and to power its powertrain up to 90 km / h. The vehicle's propulsion system consists of an inverter, a traction motor of 130 kW developing 1050 Nm, and a 5 kWh lithium-ion battery pack that can provide energy to travel up to 3 km. In addition, the truck is equipped with a bio-fuel-powered 265 kW bio-fuel engine [8,9].

Fig. 4. The first electric Swedish highway [8,9]

At present, dozens of types of electric vehicles are being manufactured (fig. 5). The most popular of them are Modec, Edison and Newton from Smith Electric Vehicles, Hytruck, Boulder EV, EVI MD from Electric Vehicles International, Renault Trucks D EV, Renault Maxity Electric, E MilesEV Automotive - ZX40ST eTruck Light, Mule M100 and Balqon MX30 from Balqon Corporation, MT-EV WIV, BMW Terberg YT202-EV, Nautilus XE20, Mitsubishi Fuso Canter E-CELL, Mitsubishi Minicab -MEEV Truck, PVI - Electric Garbage Truck and others [10].


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Fig. 5. Modern electric trucks [10]

Most of the mentioned vehicles reach ranges of about 100 ÷ 150 km, there are also models with a range up to 300 km. Practically every vehicle has a limited top speed up to about 70 ÷ 90 km / h. The IVECO DAILY 50C ELECTRIC belongs to the group of mentioned vehicles, whose electric propulsion system has been the subject of research in this publication.

1. OBJECT OF TESTING Probably the first electric truck in Poland is imported from IVECO DAILY 50C ELECTRIC (fig.6).

Fig. 6. The electric truck IVECO DAILY 50C ELECTRIC

Vehicles of this type have been produced since 1986 in Italy for use in countries where the slope is not greater than 16%. IVECO DAILY ELECTRIC has been produced in many variants of the bodywork and in various configurations of the electric propulsion system. Parameters of the IVECO DAILY 50C ELECTRIC truck are shown in Table 1. Table 1. The parameters of electric truck IVECO DAILY 50C ELECTRIC L.p. 1

Name Dimensions

Data 5928 x 1996 x 2295


Unit [mm]

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2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21

Wheelbase Turning radius Vehicle weight Permissible gross vehicle weight number of seats Type of battery pack Number of packages Mass of batteries Battery capacity Range at 15 ÷ 20 ° C Battery charging time Maximum speed Battery pack voltage Energy consumption per 1 km Engine type Engine power Power on board charger Gear Ability to climb hills The power of the liquid heating system

3450 7,26 1900 5200 7 Zebra Z5 NaNiCl2 21,2kWh 2/3/4 376 / 564 / 752 42,4 / 63,6 / 84,8 70 / 100 / 130 8 70 278 636 Asynchronous 40 (80 szczyt) 9,6 (3 x 3,2) Automatic 16 2

[mm] [m] [kg] [kg] [szt.] [kg] [kWh] [km] [godz] [km/h] [V] [Wh/km] [kW] [kW] [%] [kW]

Depending on needs, there are two types of asynchronous three-phase motors of 30 kW and 40 kW. These motors can be powered from a package of sodium batteries, hermetically sealed in a stainless case, manufactured by ZEBRA with a Z5 designation. A single 188 kg (195 kg) Z5 package is capable of storing 21.2 kWh of energy. The maximum current from this type of battery was 210 A (about 2.69 C) at 278 V. The configuration of the IVECO DAILY ELECTRIC power supply assumes the use of two to four battery packs for one vehicle (battery pack range from 42, 4 kWh to 84.8 kWh). A major problem in the operation of the electric propulsion system of the IVECO electric car is the need to maintain a relatively high temperature of the sodium battery pack in the range of 245 ° C to 300 ° C. The vehicle, even when not in service, needs to be connected to the mains to maintain the appropriate temperature range installed inside the ZEBRA battery pack by the electric heater. When the temperature of the NaNiCl2 battery pack drops below 157 ° C, the liquid sodium cools and the battery stops working. For maintaining the right temperature while driving, an external fan is used to transport the outside air inside the battery pack. Most often at rest, the battery temperature is around 245 ° C, while operating at about 280 ° C. Recharging the battery pack involves additional costs and electricity consumption of approximately 90 Wh (2.16 kWh / day). Each battery pack is charged with a separate 2.5 kW charger. The need for the FIAMM Sonic ZEBRA batteries is compensated for by lower prices and availability than lithium batteries and the absence of environmental toxicity. Other components of the electric propulsion system were designed and implemented by the Swiss company MES S.A. The components include a DC / DC converter for powering 12 VDC onboard units, a DC / AC inverter, a three-phase asynchronous A200-300 engine


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developing a rated speed of 2950 RPM with a rated power of 40 kW for continuous operation S1, Degree of protection IP54, cos 0.85, voltage 140 V, maximum current 210 A and frequency 100 Hz. The ZEBRA Z5 battery pack with BMI modules is loaded with a 3.2 kW M-type BC-278-Z-3-A-EF battery charger. All of these devices are connected to each other via a digital CAN network and the most important parameters of the vehicle such as the amount of energy stored in the battery pack, the battery temperature, the current in the traction circuit are shown on the liquid crystal display in the cab. According to the manufacturer, the vehicle has two modes of operation: normal - with full power of the powertrain and reaches a top speed of 70 km / h, and slow - with limited power and maximum speed of 50 km / h.

2. ELECTRIC MOTOR DRIVE TESTING The IVECO DAILY 50C ELECTRIC truck electrical test was carried out on a chassis dynamometer and road conditions using an automatic recording device [11]. During testing, the voltage and current of the battery pack, vehicle speed, altitude and temperature of the inverter and motor were recorded (Fig.7).


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Fig. 7. Examples of recorded data during the test of IVECO DAILY 50C ELECTRIC vehicle (roller dyno: time 0 ÷ 690 s)

The range achieved by the tested vehicle in urban conditions was 120 km (unladen vehicle), with a maximum speed not exceeding 75 km / h. The maximum power that was generated from the propulsion system was about 48 kW. Also, the manufacturer states that the maximum slope of the road that the vehicle manages is only 16%. The information provided shows that the system power is too small for a vehicle of such size and weight.


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SUMMARY The IVECO DAILY 50C ELECTRIC electric vehicle powertrain test has confirmed the design and implementation of this IVECO DAILY 50C ELECTRIC truck. However, the question remains is the power level of the propulsion system. During testing, the maximum power generated by the propulsion system reached 48 kW, which seems to be clearly too small for a truck with a maximum authorized mass of 5200 kg. It was noticeable that the vehicle did not have high acceleration and had problems with overcoming the highways. Electricity consumption of 530 Wh / km, including the need for battery pack conditioning, was greater than the manufacturer's (636 Wh / km) and was about 700 Wh / km. It should be noted that diesel equivalent fuel at the same distance will consume 1400 Wh / km. No emissions and oxygen consumption, reduced noise levels, and a range of 100 km make the vehicle ideal for use in urban areas.

BIBLIOGRAPHY 1. The Early Electric Car Site, www.earlyelectric.com 2. Early Amerian Automobile History, www.earlyamericanautomobiles.com 3. NICOLA ONE TM, https://nikolamotor.com/one 4. Peleg R., Graphenano and Grabat launch graphene-based batteries, www.graphene-info.com, 02.2016. 5. Robarts S., UK to trial in-road wireless charging tech for electric vehicles, www.gizmag.com, 08.2015. 6. ABB wins 1st commercial order for breakthrough 15-second flash charging technology to enable CO2-free public transport in Geneva, www.abb.com, 07.2016. 7. Edelstein S., How to turn long-haul www.greencarreports.com, 06.2016.

trucking

all-electric?

Tractor

swapping!,

8. Weller Ch., Sweden just opened the world's first electric highway, TECHinsider, www.techinsider.io, 23.06.2016. 9. Engdahl T., World’s first electric highway, www.epanorama.net, 04.07.2016 10. Electric Truck Model, www.ev-info.com 11. Łebkowski A., Electric Vehicle doi:10.15199/48.2017.02.62

Data

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