Claims:
WE CLAIM:
1. An apparatus (200) for testing an Electric Vehicle (EV) powertrain, said powertrain including the following components: an EV battery (108); a Battery Management System (BMS) (106); an On-board Charger (OBC) (104); a DC-DC converter (122); a motor (114); and a controller (112),
said apparatus (200) comprising:
• a battery supply switch (202) configured to facilitate testing of parameters of said EV battery (108), alternatively:
i. in a stand-alone mode, by supplying power from said battery (108) to a battery testing device (204); and
ii. in an integrated mode, by supplying power from said EV battery (108) to said motor (114) and/ or said DC-DC converter (122),
said battery parameters being transmitted to said BMS (106);
• a dynamometer (216) configured to facilitate testing of road-load parameters of said motor (114) associated with said EV, said motor parameters being transmitted to said controller (112) associated with said motor (114);
• a central data acquisition unit (208) configured to receive said battery and motor parameters from said BMS (106) and said controller (112) respectively, and further configured to generate test data based on said received battery and motor parameters; and
• a display unit configured to cooperate with said central data acquisition unit (208) to receive and display said generated test data.

2. The apparatus (200) as claimed in claim 1, wherein said apparatus (200) is configured to test the operation of said OBC (104) in a stand-alone mode, where said OBC (104) charges said EV battery (108).

3. The apparatus (200) as claimed in claim 1, wherein said apparatus (200) comprises a storage battery (210) configured to facilitate regenerative brake testing of said motor (114).

4. The apparatus (200) as claimed in claim 1, wherein said apparatus (200) includes a test bench power supply unit (218) configured to receive power from an AC source (102), and further configured to convert said received AC power to a DC power.

5. The apparatus (200) as claimed in claim 4, wherein said apparatus (200) comprises a motor supply switch (212) configured to facilitate switching of power supply for said motor (114) between said EV battery (108) and said test bench power supply unit (218).

6. The apparatus (200) as claimed in claim 3, wherein said apparatus (200) comprises a low voltage I/O switch (214) configured to facilitate testing of said DC-DC converter (122) by receiving power from either of said EV battery (108) and said test bench power supply unit (218), and further configured to facilitate dissipation of said received power across a plurality of Low Voltage (LV) test loads (118) or recharging of said storage battery (210) using said received power.

7. The apparatus (200) as claimed in claim 4, wherein said apparatus (200) comprises a test bench control unit (206) having:

• a memory configured to store a pre-determined set of safety rules; and
• a detection unit configured to detect the components of the powertrain connected to said apparatus (200), and further configured to generate a detection signal based on said detected components, said detection unit configured to execute said pre-determined set of safety rules to generate a set of safety instructions for said detected components.

8. The apparatus (200) as claimed in claim 7, wherein said display unit is configured to cooperate with said test bench control unit (206) to receive and display said safety instructions.

9. The apparatus (200) as claimed in claim 3, wherein said storage battery (210) is a high C-rate lithium ion battery.

10. The apparatus (200) as claimed in claim 1, wherein said BMS (106) and said controller (112) are connected to said central data acquisition unit (208) through wiring harness.

11. The apparatus (200) as claimed in claim 3, wherein said battery testing device (204) is configured to:
• dissipate said power received from said EV battery (108) in the form of heat; or
• use power received from said EV battery (108) to recharge said storage battery (210).
, Description:FIELD
The present invention relates to vehicle testing in general, and more specifically to an apparatus for testing a powertrain of an electric vehicle.
BACKGROUND
The background information herein below relates to the present disclosure but is not necessarily prior art.
Conventionally, while testing electric powertrain of an electric vehicle, different components of the powertrain are tested separately. The components are then assembled in the vehicle and then the vehicle is tested. Figure 1 shows a conventional apparatus for testing motor of the powertrain. As shown in Figure 1, the motor 18 of the electric vehicle is tested on a dynamometer 20. A motor controller 16 is used for controlling the speed of the motor 18 during testing. The motor 18 is powered by a DC power source 12 which is connected to an AC wall supply 10. An inverter/converter unit 14 connected to the power source 12 is configured to generate suitable power for driving the motor 18. The dynamometer 20 is coupled to a torque sensor 24 for providing accurate measurement of the motor torque. The dynamometer 20 is connected to a data acquisition system 22 which is configured to gather data from the torque sensor 24 and the motor 18 to generate a measurement data for further analysis.
Since the motor 18 is powered from an AC wall source 10, the conventional apparatuses do not allow battery of the electric vehicle to be tested along with the motor 18. Thus, the performance of the battery and the motor 18 cannot be tested in integration. The battery performance can only be predicted using the prevailing apparatuses, but not tested. Further, the components of the powertrain such as DC-DC converter and powertrain cooling system are also not tested in integration with the battery of the electric vehicle. Thus, compatibility among the components of the powertrain is not tested.
Furthermore, the process of individually testing a component and assembling it on the vehicle is very time consuming and requires more human efforts. Moreover, there is no guarantee that the powertrain will work reliably as whole powertrain is not tested.
Therefore, there is felt a need for an apparatus which can test complete powertrain as well as the individual components of the powertrain separately.
OBJECTS
Some of the objects of the present disclosure aimed to ameliorate one or more problems of the prior art or to at least provide a useful alternative are listed herein below:
It is an object of the present disclosure is to provide an apparatus for testing a powertrain of an electric vehicle.
Another object of the present disclosure is to provide an apparatus that can be used for testing the complete powertrain of the electric vehicle as well as the individual components of the powertrain.
Still another object of the present disclosure is to provide an apparatus for testing powertrain of an electric vehicle which consumes less time and human efforts.
Yet another object of the present disclosure is to provide an apparatus that can be used for testing the components of the electric powertrain based on their availability.
Still another object of the present disclosure is to provide an apparatus for testing powertrain of an electric vehicle which consumes less energy.
Yet another object of the present disclosure is to provide an apparatus for testing powertrain of an electric vehicle which facilitates simulation of actual conditions of on-road vehicle operation.
Still another object of the present disclosure is to provide an apparatus for testing powertrain of an electric vehicle that facilitates motor testing for different drive cycles.
Other objects and advantages of the present invention will be more apparent from the following description when read in conjunction with the accompanying figures, which are not intended to limit the scope of the present invention.
SUMMARY
The present disclosure envisages an apparatus for testing a powertrain of an Electric Vehicle (EV). The powertrain includes the following components: an EV battery; a Battery Management System (BMS); an On-board Charger (OBC); a DC-DC converter; a motor; and a controller.
The apparatus comprises a battery supply switch, a dynamometer, a central data acquisition unit, and a display unit. The battery supply switch is configured to facilitate testing of parameters of the EV battery, alternatively:
i. in a stand-alone mode, by supplying power from the EV battery to a battery testing device; and
ii. in an integrated mode, by supplying power from the EV battery to the motor and/ or the DC-DC converter.
The battery parameters are transmitted to the BMS associated with the EV battery. The dynamometer is configured to facilitate testing of road-load parameters of the motor associated with the EV. The motor parameters are transmitted to the controller associated with the motor. The central data acquisition unit is configured to receive the battery and the motor parameters from the BMS and the controller respectively, and is further configured to generate test data based on the received battery and motor parameters. The display unit is configured to cooperate with the central data acquisition unit to receive and display the generated test data.

In an embodiment, the apparatus is configured to test the operation of the OBC in a stand-alone mode wherein the OBC charges the EV battery.
In an embodiment, the apparatus comprises a storage battery configured to facilitate regenerative brake testing of the motor.
In an embodiment, the battery testing device is configured to dissipate the received power in the form of heat. In another embodiment, the battery testing device is configured to recharge the storage battery using the received power.
In an embodiment, the apparatus includes a test bench power supply unit configured to receive power from an AC source, and further configured to convert the received AC power to a DC power. The apparatus further comprises a motor supply switch and a low voltage I/O switch. The motor supply switch is configured to facilitate switching of power supply for the motor between the EV battery and the test bench power supply unit. The low voltage I/O switch is configured to facilitate testing of the DC-DC converter by receiving power from either of the EV battery and the test bench power supply unit, and is further configured to facilitate dissipation of the received power across a plurality of test loads or recharging of the storage battery using the received power.
In an embodiment, the apparatus comprises a test bench control unit. The test bench control unit comprises a memory and a detection unit. The memory is configured to store a pre-determined set of safety rules. The detection unit is configured to detect components of the powertrain connected to the apparatus, and is further configured to generate a detection signal based on the detected components. The detection unit is configured to execute the pre-determined set of safety rules to generate a set of safety instructions for the detected components.
In an embodiment, the display unit is configured to cooperate with the test bench control unit to receive and display the safety instructions.
In an embodiment, the storage battery is a high C-rate lithium ion battery.
In an embodiment, the BMS and the controller are connected to the central data acquisition unit through wiring harness.
BRIEF DESCRIPTION OF ACCOMPANYING DRAWING
An apparatus for testing a powertrain of an electric vehicle will now be elaborated with the help of the accompanying drawing, in which:
Figure 1 illustrates a schematic block diagram of an apparatus for testing a motor of a powertrain, in accordance with the prior art;
Figure 2 illustrates a schematic block diagram of an apparatus for testing the powertrain of electric vehicle, in accordance with the present disclosure;
Figure 3 illustrates an exploded schematic block diagram of the apparatus of Figure 2;
Figure 4 illustrates a schematic block diagram showing active components of the apparatus of Figure 2, at the time of stand-alone testing of an Electric Vehicle (EV) battery;
Figure 5 illustrates a schematic block diagram showing active components of the apparatus of Figure 2, at the time of stand-alone testing of an On-Board Charger;
Figure 6 illustrates a schematic block diagram showing active components of the apparatus of Figure 2, at the time of stand-alone testing of a DC-DC converter;
Figure 7 illustrates a schematic block diagram showing active components of the apparatus of Figure 2, at the time of testing of the DC-DC converter with the EV battery;
Figure 8 illustrates a schematic block diagram showing active components of the apparatus of Figure 2, at the time of stand-alone testing of the motor of the electric vehicle;
Figure 9 illustrates a schematic block diagram showing active components of the apparatus of Figure 2, at the time of testing of the motor with the EV battery;
Figure 10 illustrates a schematic block diagram showing active components of the apparatus of Figure 2, at the time of testing the complete powertrain; and
Figure 11 illustrates a schematic block diagram showing active components of the apparatus of Figure 2, at the time of charging of the EV battery after the completion of testing.
LIST OF REFERENCE NUMERALS
200 – Apparatus
10, 102 – AC source
12 – DC power source
104 – On-board Charger (OBC)
106 – Battery Management System (BMS)
108 – Electric Vehicle (EV) battery
110 – Battery cooling circuit
16, 112 – Controller
18, 114 – Motor
14, 116 – Inverter/converter unit
118 – Low Voltage (LV) Loads
120 – Powertrain cooling system
122 – DC-DC converter
202 – Battery supply switch
204 – Battery testing device
206 – Test bench control unit
22, 208 – Data acquisition unit
210 – Storage battery
212 – Motor supply switch
214 – Low voltage I/O switch
20, 216 – Dynamometer
218 – Test bench power supply
24, 220 – Torque sensor
DETAILED DESCRIPTION
Embodiments, of the present disclosure, will now be described with reference to the accompanying drawing.
Embodiments are provided so as to thoroughly and fully convey the scope of the present disclosure to the person skilled in the art. Numerous details, are set forth, relating to specific components, and methods, to provide a complete understanding of embodiments of the present disclosure. It will be apparent to the person skilled in the art that the details provided in the embodiments should not be construed to limit the scope of the present disclosure. In some embodiments, well-known apparatus structures, and well-known techniques are not described in detail.
When an element is referred to as being "connected to," or "coupled to" another element, it may be directly connected or coupled to the other element. As used herein, the term "and/ or" includes any and all combinations of one or more of the associated listed elements.
An apparatus for testing a powertrain of an Electric Vehicle (EV) (hereinafter referred as “apparatus 200”), of the present disclosure, is now being described with reference to Figure 2 through Figure 11. The apparatus 200 is configured to test at least one component of the electric powertrain 200. The electric powertrain includes components such as an EV battery 108, a Battery Management System (BMS) 106, a battery cooling circuit 110, an On-board Charger (OBC) 104, a DC-DC converter 122, a motor 114, a controller 112, a converter/inverter unit 116, and a powertrain cooling system 120.
Referring to Figures 2 and 3, the apparatus 200 comprises a battery supply switch 202, a dynamometer 216, a central data acquisition unit 208, and a display unit (not shown in figure). The battery supply switch 202 is configured to facilitate testing of parameters of the EV battery 108, alternatively:
i. in a stand-alone mode, by supplying power from the EV battery 108 to a battery testing device 204 as shown in Figure 4; and
ii. in an integrated mode, by supplying power from the EV battery 108 to the motor 114 and/ or the DC-DC converter 122 as shown in Figures 7, 9, and 10.
The battery parameters include, but are not limited to, maximum discharge rate, battery voltage, charging current, state of charge (SOC), state of health (SOH), depth of discharge (DOD), discharging time, and the like. In an embodiment, the EV battery 108 is provided with the battery cooling circuit 110 to increase the battery safety and battery life and improve low temperature performance of the battery 108. The BMS 106 is configured to periodically monitor and store the battery parameters. The dynamometer 216 is configured to facilitate testing of road-load parameters of the motor 114 associated with the EV. The motor parameters include, but are not limited to, rotor speed (rpm), acceleration, motor torque, power output, and the like. The motor parameters are transmitted to the controller 112 associated with the motor 114. The central data acquisition unit 208 is configured to receive the battery and the motor parameters from the BMS 106 and the controller 112 respectively, and is further configured to generate test data based on the received battery and motor parameters. The display unit is configured to cooperate with the central data acquisition unit 208 to receive and display the generated test data. In an embodiment, the BMS 106 and the controller 112 are connected to the central data acquisition unit 208 through wiring harness.
In an embodiment, the apparatus 200 comprises a storage battery 210 configured to facilitate regenerative brake testing of the motor 114. In an embodiment, the dynamometer 216 is a passive/ absorption dynamometer. The motor 114 drives the dynamometer 216 which in turn charges the storage battery 210. In another embodiment, the dynamometer 216 is a universal dynamometer. In an embodiment, the dynamometer 216 is coupled to a torque sensor 220 to facilitate accurate measurement of motor torque. In an embodiment, the dynamometer 216 can be used for setting different wheel loads corresponding to driving, braking, etc. in order to simulate various driving states such as acceleration, uphill travel, deceleration of the electric vehicle. Thus, the dynamometer 216 helps in testing the EV motor 114 in different cycles of driving.
Referring to Figure 4, the battery testing device 204 is configured to facilitate testing of the EV battery 108 in stand-alone mode. In an embodiment, the battery testing device 204 is a variable load unit. The battery testing device is configured to draw power from the EV battery 108 based on a pre-selected drive cycle. In an embodiment, the battery testing device is configured to dissipate the power drawn from the EV battery 108 in the form of heat. In another embodiment, the battery testing device is configured to recharge the storage battery 210 using the power drawn from the EV battery 108. At the time of testing the EV battery 108 in stand-alone mode, only the EV battery 108, the battery cooling circuit 110, and the BMS 106 of the powertrain are active. The battery supply switch 202 is configured to facilitate selection of the stand-alone testing mode of the EV battery 108.
Referring to an embodiment of Figure 5, the apparatus 200 is configured to test the operation of the OBC 104 in stand-alone mode. The OBC 104 is configured to charge the EV battery 108 by converting AC power received from an AC power source 102 to a DC power of an adequate value. During stand-alone testing of OBC 104, the EV battery 108, the OBC 104, the battery cooling circuit 110, and the BMS 106 are active and other components of the powertrain are inactive. The BMS 106 is configured to periodically monitor and store the parameters of the EV battery 108 during charging. The stored parameters are then communicated to the central data acquisition unit 208 for facilitating generation of the test data.
In an embodiment, the powertrain cooling system 120 is integrated with the powertrain to mimic the actual usage of power.
In an embodiment, the apparatus 200 includes a test bench power supply unit 218, a motor supply switch 212, and a low voltage I/O switch 214. The test bench power supply unit 218 is configured to receive power from an AC source 102, and is further configured to convert the received AC power to a DC power. The motor supply switch 212 is configured to facilitate switching of power supply for the motor 114 between the EV battery 108 and the test bench power supply unit 218. The low voltage I/O switch 214 is configured to facilitate testing of the DC-DC converter 122 by receiving power from either of the EV battery 108 and the test bench power supply unit 218, and is further configured to facilitate dissipation of the received power across a plurality of Low Voltage (LV) test loads 118 or recharging of the storage battery 210 using the received power.
In an embodiment, the apparatus 200 comprises a test bench control unit 206. In an embodiment, the test bench control unit 206 comprises a memory and a detection unit. The memory is configured to store a pre-determined set of safety rules. The detection unit is configured to detect the components of the powertrain connected to the apparatus 200, and is further configured to generate a detection signal based on the detected components. The detection unit is configured to execute the pre-determined set of safety rules to generate a set of safety instructions for the detected components. In an embodiment, the display unit is configured to cooperate with the test bench control unit 206 to receive and display the safety instructions. The pre-determined set of rules include safety protocols for testing of electric vehicle powertrain. In an embodiment, the detection unit is configured to execute the safety protocols for the detected components and generate the safety instructions.
Referring to Figure 6, the apparatus 200 can be used for testing the operation of the DC-DC converter 122 in stand-alone mode. For this, the DC-DC converter 122 is connected to the LV loads 118. The LV I/O switch 214 facilitates selection of input power source for the DC-DC converter 122. During stand-alone testing of the DC-DC converter 122, the LV I/O switch 214 is positioned such that the DC-DC converter 122 receives DC power from the test bench power supply unit 218. In an embodiment, the LV I/O switch 214 is positioned such that the output of the DC-DC converter 122 is dissipated across the loads 118. In another embodiment, LV I/O switch 214 is positioned such that the output of the DC-DC converter 122 is used for recharging the storage battery 210. Thus, unnecessary wastage of power is avoided. In an embodiment, the LV loads 118 include different 12V accessories of the electric vehicle.
In another embodiment, the DC-DC converter 122 can be tested in the integrated mode i.e. the DC-DC converter 122 can be tested with the EV battery 108 as shown in Figure 7. During the integrated mode testing of the DC-DC converter 122, the LV I/O switch 214 is positioned such that the DC-DC converter 122 receives DC power from the EV battery 108.
Referring to Figure 8, the apparatus 200 can be used for facilitating stand-alone testing of the motor 114. In an embodiment, the motor controller 112 is configured to generate a Pulse Width Modulated (PWM) signal to control the speed of the motor 114. In an embodiment, the inverter/converter unit 116 is configured to provide a stable input power to the motor 114 as per the requirement. For example, if the power given to the motor 114 at the time of testing is alternating in nature, the inverter/converter unit 116 works as an inverter and inverts the AC power to a DC power for driving the motor 114 and if voltage rating of the EV battery 108 or the test bench power supply unit 218 is different as compared to the voltage required by the motor 114, the inverter/converter unit 116 works as a converter and converts the input DC power to a desired DC power for powering the motor 114. In stand-alone testing mode, the motor 114 is driven by the DC power received from the test bench power unit 218. In the integrated mode testing mode, the motor 114 is tested along with the EV battery 108 of the powertrain as shown in Figure 9. In this case, the motor 114 is driven by DC power received from the EV battery 108. The motor supply switch 212 can be used for selecting the source of power for the motor 114.
In an embodiment, the storage battery 210 is a high C-rate lithium ion battery. In another embodiment, the storage battery 210 is a rechargeable battery. The storage battery 210 is recharged during testing of the EV battery 108, the motor 114, and the DC-DC converter 122.
As shown in Figure 10, all the components of the powertrain can be tested at the same time using the apparatus 200. During complete powertrain testing, the EV battery 108 supplies power to drive the motor 114, the DC-DC converter 122, and the powertrain cooling system 120.
As shown in Figure 11, the storage battery 210 can be used for recharging the EV battery 108 after performing the testing of the powertrain. This results in considerable energy saving. The test bench control unit 206 and the plurality of switches facilitate testing of the components of the electric powertrain based on their availability. Thus, the apparatus 200 helps in performing powertrain testing in less time and with less human efforts. Using the dynamometer 216, the controller 112, the EV battery 108, the powertrain cooling system 120, and the LV loads 118, simulation of actual conditions of on-road vehicle operation is achieved.
The foregoing description of the embodiments has been provided for purposes of illustration and not intended to limit the scope of the present disclosure. Individual components of a particular embodiment are generally not limited to that particular embodiment, but, are interchangeable. Such variations are not to be regarded as a departure from the present disclosure, and all such modifications are considered to be within the scope of the present disclosure.
TECHNICAL ADVANCES AND ECONOMICAL SIGNIFICANCE
The present disclosure described herein above has several technical advantages including, but not limited to, the realization of an apparatus for testing a powertrain of an electric vehicle that:
• can be used for testing the complete powertrain of an electric vehicle as well as the individual components of the powertrain;
• consumes less time and human efforts;
• can be used for testing the components of the electric powertrain based on their availability;
• consumes less energy;
• facilitates simulation of actual conditions of on-road vehicle operation; and
• facilitates motor testing for different drive cycles.
The embodiments herein and the various features and advantageous details thereof are explained with reference to the non-limiting embodiments in the following description. Descriptions of well-known components and processing techniques are omitted so as to not unnecessarily obscure the embodiments herein. The examples used herein are intended merely to facilitate an understanding of ways in which the embodiments herein may be practiced and to further enable those of skill in the art to practice the embodiments herein. Accordingly, the examples should not be construed as limiting the scope of the embodiments herein.
The foregoing description of the specific embodiments so fully reveal the general nature of the embodiments herein that others can, by applying current knowledge, readily modify and/or adapt for various applications such specific embodiments without departing from the generic concept, and, therefore, such adaptations and modifications should and are intended to be comprehended within the meaning and range of equivalents of the disclosed embodiments. It is to be understood that the phraseology or terminology employed herein is for the purpose of description and not of limitation. Therefore, while the embodiments herein have been described in terms of preferred embodiments, those skilled in the art will recognize that the embodiments herein can be practiced with modification within the spirit and scope of the embodiments as described herein.
The use of the expression “at least” or “at least one” suggests the use of one or more elements or ingredients or quantities, as the use may be in the embodiment of the disclosure to achieve one or more of the desired objects or results.
While considerable emphasis has been placed herein on the components and component parts of the preferred embodiments, it will be appreciated that many embodiments can be made and that many changes can be made in the preferred embodiments without departing from the principles of the disclosure. These and other changes in the preferred embodiment as well as other embodiments of the disclosure will be apparent to those skilled in the art from the disclosure herein, whereby it is to be distinctly understood that the foregoing descriptive matter is to be interpreted merely as illustrative of the disclosure and not as a limitation.