Table of Contents
ev smart charging twin
Description
The toolbox ev smart charging twin has been developed at the Fraunhofer Institute for Solar Energy Systems ISE, specifically within the Digital Grid Lab in the Smart Grids Department. Its primary purpose is to test the interoperability and functionality of electric vehicle (EV) charging equipment, ensuring robust performance and compliance. The target in the various projects was to develop a digital twin of an EV to emulate the charging behavior of any car - the ev twin. It upgrades typhoon HIL libraries and examples tailored for P-HIL (Power Hardware-in-the-Loop) testing of EV charging infrastructure. These libraries are meticulously designed to facilitate seamless testing processes within the advanced environment of the Digital Grid Lab. Moreover, with the appropriate HIL-Connect solutions from Typhoon, this toolbox can be easily adapted to various testing scenarios beyond the lab. Additionally, the toolbox includes components for controlling power amplifiers from leading manufacturers such as Cinergia and Regatron, further expanding its versatility and application range.
Note: The Toolbox is designed to work with the HIL-Connect EV, enabling seamless integration of EV supply infrastructure with HIL computers. Although the full functionality of the toolbox requires this equipment, many features remain accessible without it or are even available in virtual HIL application.
Main functionality
The toolbox ev smart charging twin is primarily designed to emulate the AC or DC charging behavior of electric vehicles. Core component is the ev twin subsystem, which defines the charging behavior of various EV brands. This comprehensive model includes all essential EV components required for charging, such as the
- CCS Interface,
- Electric Vehicle Communication Controller (EVCC),
- Power Unit with battery,
- Battery Management System (BMS) and
- on-board charger (OBC) either as 3 single phase converter or the bidirectional AC-DC Converter (Generic).
These components are readily accessible through the ev smart charging twin and the library ev twin, allowing for the creation of highly customized and individualized models. In addition to its core functionalities, the toolbox provides predefined P-HIL models compatible with Cinergia and Regatron amplifiers, which are organized in the P-HIL section. Furthermore, it supports Modbus-TCP communication, preconfigured for specific Electric Vehicle Supply Equipment (EVSE) systems, ensuring smooth integration and reliable testing processes. This versatility makes the ev smart charging twin toolbox an essential solution for the development and testing of EV charging infrastructure.
HIL Compatibility
The compatibility with various HIL-Computers and its configuration is mostly defined by the usage of cores for the model. The usage of cores can be minimized by disabling the options
- asymmetric phase loading (Tab: AC)
- activate AC measurement (Tab: HIL Connect)
- activate DC measurement (Tab: HIL Connect)
The following matrix summarizes the needed cores depending on the defined settings:
AC & DC = True | AC & DC = False | |
---|---|---|
asymmetric == True | 5 | 4 |
asymmetric == False | 3 | 2 |
This leads to the suitable HIL configurations shown in the following sections.
HIL 101
HIL | Configuration | asymmetric | measurement | compatible |
---|---|---|---|---|
HIL101 | 1 | True | True | |
HIL101 | 1 | True | False | |
HIL101 | 1 | False | True | |
HIL101 | 1 | False | False | |
HIL101 | 2 | True | True | |
HIL101 | 2 | True | False | |
HIL101 | 2 | False | True | |
HIL101 | 2 | False | False | |
HIL101 | 3 | True | True | |
HIL101 | 3 | True | False | |
HIL101 | 3 | False | True | |
HIL101 | 3 | False | False |
HIL 404
HIL | Configuration | asymmetric | measurement | compatible |
---|---|---|---|---|
HIL404 | 1 | True | True | |
HIL404 | 1 | True | False | |
HIL404 | 1 | False | True | |
HIL404 | 1 | False | False | |
HIL404 | 2 | True | True | |
HIL404 | 2 | True | False | |
HIL404 | 2 | False | True | |
HIL404 | 2 | False | False | |
HIL404 | 3 | True | True | |
HIL404 | 3 | True | False | |
HIL404 | 3 | False | True | |
HIL404 | 3 | False | False | |
HIL404 | 4 | True | True | |
HIL404 | 4 | True | True | |
HIL404 | 4 | True | False | |
HIL404 | 4 | False | True | |
HIL404 | 5 | False | False | |
HIL404 | 5 | True | False | |
HIL404 | 5 | False | True | |
HIL404 | 5 | False | False |
HIL 506
HIL | Configuration | asymmetric | measurement | compatible |
---|---|---|---|---|
HIL506 | 1 | True | True | |
HIL506 | 1 | True | False | |
HIL506 | 1 | False | True | |
HIL506 | 1 | False | False | |
HIL506 | 2 | True | True | |
HIL506 | 2 | True | False | |
HIL506 | 2 | False | True | |
HIL506 | 2 | False | False | |
HIL506 | 3 | True | True | |
HIL506 | 3 | True | False | |
HIL506 | 3 | False | True | |
HIL506 | 3 | False | False | |
HIL506 | 4 | True | True | |
HIL506 | 4 | True | False | |
HIL506 | 4 | False | True | |
HIL506 | 4 | False | False | |
HIL506 | 5 | True | True | |
HIL506 | 5 | True | False | |
HIL506 | 5 | False | True | |
HIL506 | 5 | False | False | |
HIL506 | 6 | True | True | |
HIL506 | 6 | True | False | |
HIL506 | 6 | False | True | |
HIL506 | 6 | False | False |
HIL 606
HIL | Configuration | asymmetric | measurement | compatible |
---|---|---|---|---|
HIL606 | 1 | True | True | |
HIL606 | 1 | True | False | |
HIL606 | 1 | False | True | |
HIL606 | 1 | False | False | |
HIL606 | 2 | True | True | |
HIL606 | 2 | True | False | |
HIL606 | 2 | False | True | |
HIL606 | 2 | False | False | |
HIL606 | 3 | True | True | |
HIL606 | 3 | True | False | |
HIL606 | 3 | False | True | |
HIL606 | 3 | False | False | |
HIL606 | 4 | True | True | |
HIL606 | 4 | True | False | |
HIL606 | 4 | False | True | |
HIL606 | 4 | False | False | |
HIL606 | 5 | True | True | |
HIL606 | 5 | True | False | |
HIL606 | 5 | False | True | |
HIL606 | 5 | False | False | |
HIL606 | 6 | True | True | |
HIL606 | 6 | True | False | |
HIL606 | 6 | False | True | |
HIL606 | 6 | False | False | |
HIL606 | 7 | True | True | |
HIL606 | 7 | True | False | |
HIL606 | 7 | False | True | |
HIL606 | 7 | False | False |
Components ↵
ev twin
The sub system ev twin defines the charging behavior of the electric vehicle (EV) and shows the highest level for definition. In the mask it contains predefined EV types with data collected from public data mostly from ADAC and EV-Database. These data mainly contain information defined in the tabs. If the combo box EV Type is selected to user defined the car can be defined by the user on the following tabs
- EV: car itself, e.g. mass, consumption, see details of the pre defined EV in section EV Models
- battery: Capacity, voltage level, maximum current depended on the SOC
- AC: defines the on board charger (OBC). Beside maximum power also the type of converter can be selected with the check box asymmetric phase loading. If activate 3 single phase converters will be placed and e.g. 1 phase charging will be possible.
- DC: defines the maximum powers and current in case of DC charging and the parameters for the ISO15118 communication
- HI Connect: organizes the interaction with the analog and digital inputs and outputs. It is important to define the pin setup if the HIL-Connect is connected to the top or bottom row of the HIL-computer.
- The checkboxes sensor emulation emulate the sensors for temperature measurement and the lock actuator in the CCS-interface, this is e.g. useful for V-HIL only applications.
- the checkboxes measurement include the evaluation of analog inputs for AC and DC measurements.
The model is prepared for Power-HIL application.
component | component dialog | parameters |
---|---|---|
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property tabs
|
block diagram
The sub system ev twin contains several high level components that also can be used to model individual EV emulation. The block CCS organized interacting with the external equipment of the HIL-computer. Power Unit contains battery, on board charger and a simple battery management BMS. The charging is organized by the EV charge controller EVCC, which handles external communication to the EVSE, user interaction and the interaction with BMS. With the connected user interface EVCC UI data are available in SCADA for controlling the EV emulation.
input and output
ev twin has connection to the Power Grid, where it can be charged either with AC or DC. Signals can be collected from the single blocks using Signal Picker Source. Many signals of the EVCC are accessible via EVCC UI.
Note: All input and output values are executed with the lower execution rate.
input
Number | Input | Description | Signal range | Default |
---|---|---|---|---|
0 | CCS_Switch | locking (1) and unlocking (0) the CCS inlet | 0 or 1 | 0 |
1 | Start_Charge | Starts charging if inp is 1. | 0 or 1 | 0 |
2 | I_request | Charging current requested by the user. | float | 0 |
3 | Bat_Condition | Enables Conditioning of battery. | 0 or 1 | 0 |
4 | Bat_Reset | Resets the battery control in case of a failure. | 0 or 1 | 0 |
5 | Stop_Charging | Stops charging if inp is 1. | 0 or 1 | 0 |
6 | T amb | ambient temperature | float | 20 |
output
Number | Output | Description |
---|---|---|
0 | PP_connected | digital output describing if the PP-contact is connected. |
1 | PP_Imax | maximum current coded in the CCS plug for the the cable. This is needed for charging according to IEC61851, if there is no higher level communication. |
2 | PP_state | integer variable coding the current state of the PP-contact PP_STATE_ERROR = -1 PP_STATE_DISCONNECTED = 0 PP_STATE_CONNECTED = 1 PP_STATE_DEPRESSED = 2 |
3 | CP_status | integer variable coding the evaluated state of the CP-contact CP_STATE_ERROR = -1 CP_STATE_A = 0 CP_STATE_B = 1 CP_STATE_C = 2 |
4 | CP_Imax | maximum current that is coded via the duty cycle on CP-contact [A] |
5 | CCS_locked | digital output describing if the CCS-interface is locked |
6 | CC_Imax | maximum current then the EVCC allows as a result of CP, PP and BMS |
7 | ch_enabled | digital output describing if charging is enabled |
8 | Iset_a | current settling value for phase A |
9 | Iset_b | current settling value for phase B |
10 | Iset_c | current settling value for phase C |
11 | SOC | float value for the current battery state of charge [%/100] |
12 | Vbat | battery voltage [V] |
13 | Ibat | battery current [A] |
14 | DC_status | integer variable coding the current state of the duty cycle on CP-contact DC_STATE_ERROR = -1 DC_STATE_DC = 1 (maximum current is defined by duty cycle) DC_STATE_HLC = 2 (high level communication necessary) |
15 | T bat | battery temperature [°C] |
16 | Vrms a | voltage RMS on AC side of OBC phase A [V] |
17 | Vrms b | voltage RMS on AC side of OBC phase B [V] |
18 | Vrms c | voltage RMS on AC side of OBC phase C [V] |
19 | P | active power of OBC [W] |
21 | Q | reactive power of OBC [var] |
22 | S | apparent power of OBC [VA] |
23 | PF | power factor of OBC |
24 | I dc | DC current at the CCS-interface [A] |
25 | Cbat | nominal capacity of the battery [Ah] |
26 | Vbat nom | nominal voltage of the battery [V] |
27 | EV consumption | consumption of the EV [Wh/km] |
28 | Imax OBC | maximum current of OBC (AC side) [A] |
SCADA
For the interaction with ev twin we suggest the SCADA with same name.
Component dialogue box and parameters
The ev twin subsystem is organized in six tabs defining the emulated EV.
Tab 1 - EV
Parameter | Code Name | Description |
---|---|---|
faster execution rate | Tn | The Faster execution rate at which control of power electronic of the inner signal processing of the component will be executed. Should be approximately 5 to 10 times faster than the Slower execution rate. [s] |
slower execution rate | Tslow | The Slower execution rate, at which part of the inner signal processing of the communication components will be executed. This execution rate is identical by the connected UI subsystem. Should be approximately 5 to 10 times slower than the Faster execution rate. [s] |
EV Type | ev_type | Typ of the EV can be selected in the combo box. This is defines and blocks many parameters. If User defined is selected the EV can be defined by the user. |
Consumption | Wh_per_kWh | Mean consumption of the EV is used in user interface to calculate charging speed. [Wh/km] |
Mass | mass | Mass of the EV [kg] |
Bidirectional charging AC | bidi_AC | Checkbox if EV can charge bidirectional in AC mode. I.e. the OBC allows negative currents. |
DC Charging | dc_fast_charging_possible | Checkbox if the EV is prepared for DC fast charging. |
Bidirectional charging DC | bidi_DC | Checkbox if the EV is set up for bidirectional charging via DC contacts |
Tab 2 - Battery
Parameter | Code Name | Description |
---|---|---|
Capacity | bat_cap | Nominal capacity of the battery [Wh] |
Battery voltage | bat_volt | Nominal Voltage of the battery [V] |
Maximum current | bat_current_max | maximum current of the battery [A] |
charging complete soc | soc_full | state of charge, when the battery is considered fully charged [%] |
bulk charging soc | soc_bulk | state of charge , when the battery shall operate in bulk charge mode.Must be smaller than charge complete soc [%] |
Power limits | points_power | vector with power limits, corresponding to the SOC limits [W] |
SOC limit points | points_soc | vector of state of charges as x-value for Power limit [%] |
preview | Button showing the Power limitation dependent on the SOC. |
Tab 3 - AC
The tab AC defines the on board charger and its time behavior with ramps, etc..
Parameter | Code Name | Description |
---|---|---|
nominal grid voltage (line) | Vgrid | nominal grid voltage (phase to phase) for control of OBC [V] |
nominal grid frequency | fgrid | nominal grid frequency for the control 0f OBC [Hz] |
asymmetric phase loading | single_ph | Depending on the check box the OBC is exchanged. If value is True 3 single phase converters is integrated and asymmetric phase loading is possible. Otherwise the Bidirectional AC-DC Converter (Generic) is used. |
Onboard charger active power | onboard_charger_power | maximum active power of the OBC [W] |
Onboard charger apparent power | Sn_ac | maximum apparent power of the OBC [VA] |
delay start charging | Tstart | delay time at beginning of charging until first set point is settled [s] |
delay change power | Tchange | delay time at change of power until the change starts [s] |
rate of change startup | roc_start | maximum rate of change to settle the first reference in case of start charging [1/s] |
rate of change stop | roc_stop | minimum rate of change to control to 0 power in case of stop charging [1/s] |
rate of change up | roc_up | maximum rate of change to settle a higher reference value during the charging process [1/s] |
rate of change down | roc_down | minimum rate of change to settle a lower reference value during th charging process in case of start charging [1/s] |
Tab 4 - DC
Parameter | Code Name | Description |
---|---|---|
DC charging power | dc_fast_charging_power | maximum power in case of DC fast charging [W] |
DC max current limit | Imax_dc | maximum DC fast charging current [A] |
DC max voltage limit | Vmax_dc | maximum DC fast charging voltage [V] |
Voltage Accuracy | voltage_accuracy | voltage accuracy of DC voltage in case of ISO 15118 communication [V] |
Pre Charging Current | pre_charge_current | Current in case of pre charging just in the initialization of the charging process |
Log Level | log_level | Defines the log level for ISO 15118 communication |
Log Output | log_output | Defines the log output for ISO 15118 communication |
Tab 5 - HIL Connect
Parameter | Code Name | Description |
---|---|---|
Pin out setting HIL Connect | pout | Combobox defining how the HIL Connect is connected to the HIL-Computer |
internal T sensor emulation | int_T | Checkbox enabling internal temperature sensor emulation. If activated the temperature sensors of the CCS-interface are emulated in a temperature range that allows charging. This is mandatory for V-HIL. |
internal Rlock emulation | int_R | Checkbox enabling internal emulation of the feedback from the CCS-interface. If activated the feedback follows the switching actions initiated by EVCC. This is mandatory for V-HIL. |
activate AC measurement | AC | checkbox activates the measurement of AC voltage and current by the HIL connect via analog signals |
activate DC measurement | DC | checkbox activates the measurement of DC voltage and current by the HIL connect via analog signals |
CP HW filter C3n2 | C3n2 | checkbox connects a capacitor with 3n2 to the CP-contact on CCS-board. |
CP HW filter C1n6 | C1n6 | checkbox connects a capacitor with 1n6 to the CP-contact on CCS-board. |
CP HW filter C800p | C800p | checkbox connects a capacitor with 800p to the CP-contact on CCS-board. |
CP HW filter C400p | C400p | checkbox connects a capacitor with 400p to the CP-contact on CCS-board. |
CP HW filter C200p | C200p | checkbox connects a capacitor with 200p to the CP-contact on CCS-board. |
CP HW filter C100p | C100p | checkbox connects a capacitor with 100p to the CP-contact on CCS-board. |
cut of frequency CP Vpeak | fc_CP_Vp | includes a cut off frequency for the measured peak of the CP signal [Hz] |
rate limit CP duty cycle (+/-) | rate_lim_dc | limits the rate of change for the detected duty cycle of CP-signal |
Tab 6 - Info
Parameter | Code Name | Description |
---|---|---|
Source | source | Source for the EV selected |
Source bat voltage | source_bat_v | Source 2 for the EV selected |
EV Models
Tesla Mdl.3
Tab | Parameter | Value |
---|---|---|
EV | Consumption | 14.3 kWh/100km |
EV | Mass vehicle | 1684 kg |
EV | bidiractional AC charging | False |
EV | DC charging possible | True |
EV | bidirectional DC charging | False |
Battery | battery capacity | 58000.0 Wh |
Battery | Battery voltage | 357.0 V |
Battery | Maximum battery currenrt | 476 A |
AC | Onboard Charger Power | 11000.0 W |
AC | delay start charging | 5.0 s |
AC | delay change power | 0.5 s |
AC | rate of change start | 5.0 1/s |
AC | rate of change stop | -10.0 1/s |
AC | rate of change up | 2.5 1/s |
AC | rate of change down | -10.0 1/s |
DC | DC charging power max | 170000.0 W |
Source | https://www.adac.de/rund-ums-fahrzeug/autokatalog/marken-modelle/tesla/model-3/1generation/308033/#technische-daten | |
Source | https://ev-database.org/car/1591/Tesla-Model-3-Long-Range-Dual-Motor |
Tesla Mdl.Y
Tab | Parameter | Value |
---|---|---|
EV | Consumption | 16.9 kWh/100km |
EV | Mass vehicle | 1979 kg |
EV | bidiractional AC charging | False |
EV | DC charging possible | True |
EV | bidirectional DC charging | False |
Battery | battery capacity | 79000.0 Wh |
Battery | Battery voltage | 357.0 V |
Battery | Maximum battery currenrt | 700 A |
AC | Onboard Charger Power | 11000.0 W |
AC | delay start charging | 5.0 s |
AC | delay change power | 0.5 s |
AC | rate of change start | 5.0 1/s |
AC | rate of change stop | -10.0 1/s |
AC | rate of change up | 2.5 1/s |
AC | rate of change down | -10.0 1/s |
DC | DC charging power max | 250000.0 W |
Source | https://www.adac.de/rund-ums-fahrzeug/autokatalog/marken-modelle/tesla/model-y/1generation/297992/#technische-daten | |
Source | https://ev-database.org/car/1619/Tesla-Model-Y-Long-Range-Dual-Motor |
Volvo XC40
Tab | Parameter | Value |
---|---|---|
EV | Consumption | 23.8 kWh/100km |
EV | Mass vehicle | 2188 kg |
EV | bidiractional AC charging | False |
EV | DC charging possible | True |
EV | bidirectional DC charging | False |
Battery | battery capacity | 75000.0 Wh |
Battery | Battery voltage | 400.0 V |
Battery | Maximum battery currenrt | 375 A |
AC | Onboard Charger Power | 11000.0 W |
AC | delay start charging | 5.0 s |
AC | delay change power | 0.5 s |
AC | rate of change start | 5.0 1/s |
AC | rate of change stop | -10.0 1/s |
AC | rate of change up | 2.5 1/s |
AC | rate of change down | -10.0 1/s |
DC | DC charging power max | 150000.0 W |
Source | https://www.adac.de/rund-ums-fahrzeug/autokatalog/marken-modelle/volvo/xc40/1generation-facelift/324772/#technische-daten | |
Source | https://ev-database.org/car/1798/Volvo-XC40-Recharge-Twin-Motor |
Hyundai Ioniq 5
Tab | Parameter | Value |
---|---|---|
EV | Consumption | 17.7 kWh/100km |
EV | Mass vehicle | 2095 kg |
EV | bidiractional AC charging | False |
EV | DC charging possible | True |
EV | bidirectional DC charging | False |
Battery | battery capacity | 72600.0 Wh |
Battery | Battery voltage | 697.0 V |
Battery | Maximum battery currenrt | 316 A |
AC | Onboard Charger Power | 11000.0 W |
AC | delay start charging | 5.0 s |
AC | delay change power | 0.5 s |
AC | rate of change start | 5.0 1/s |
AC | rate of change stop | -10.0 1/s |
AC | rate of change up | 2.5 1/s |
AC | rate of change down | -10.0 1/s |
DC | DC charging power max | 220000.0 W |
Source | https://www.adac.de/rund-ums-fahrzeug/autokatalog/marken-modelle/hyundai/ioniq-5/1generation/319560/#technische-daten | |
Source | https://ev-database.org/car/1663/Hyundai-IONIQ-5-Long-Range-AWD |
Audi Q4 e-tron
Tab | Parameter | Value |
---|---|---|
EV | Consumption | 16.8 kWh/100km |
EV | Mass vehicle | 2125 kg |
EV | bidiractional AC charging | False |
EV | DC charging possible | True |
EV | bidirectional DC charging | False |
Battery | battery capacity | 77000.0 Wh |
Battery | Battery voltage | 400.0 V |
Battery | Maximum battery currenrt | 338 A |
AC | Onboard Charger Power | 11000.0 W |
AC | delay start charging | 5.0 s |
AC | delay change power | 0.5 s |
AC | rate of change start | 5.0 1/s |
AC | rate of change stop | -10.0 1/s |
AC | rate of change up | 2.5 1/s |
AC | rate of change down | -10.0 1/s |
DC | DC charging power max | 135000.0 W |
Source | https://www.adac.de/rund-ums-fahrzeug/autokatalog/marken-modelle/audi/q4-e-tron/fz/320188/#technische-daten | |
Source | https://ev-database.org/car/1490/Audi-Q4-e-tron-40 |
Audi Q8 e-tron
Tab | Parameter | Value |
---|---|---|
EV | Consumption | 20.7 kWh/100km |
EV | Mass vehicle | 2585 kg |
EV | bidiractional AC charging | False |
EV | DC charging possible | True |
EV | bidirectional DC charging | False |
Battery | battery capacity | 106000.0 Wh |
Battery | Battery voltage | 397.0 V |
Battery | Maximum battery currenrt | 428 A |
AC | Onboard Charger Power | 22000.0 W |
AC | delay start charging | 5.0 s |
AC | delay change power | 0.5 s |
AC | rate of change start | 5.0 1/s |
AC | rate of change stop | -10.0 1/s |
AC | rate of change up | 2.5 1/s |
AC | rate of change down | -10.0 1/s |
DC | DC charging power max | 170000.0 W |
Source | https://www.adac.de/rund-ums-fahrzeug/autokatalog/marken-modelle/audi/q8-e-tron/ge/326605/#technische-daten | |
Source | https://ev-database.org/car/1770/Audi-Q8-e-tron-55-quattro |
Dacia Spring
Tab | Parameter | Value |
---|---|---|
EV | Consumption | 13.9 kWh/100km |
EV | Mass vehicle | 1045 kg |
EV | bidiractional AC charging | False |
EV | DC charging possible | True |
EV | bidirectional DC charging | False |
Battery | battery capacity | 26800.0 Wh |
Battery | Battery voltage | 240.0 V |
Battery | Maximum battery currenrt | 125 A |
AC | Onboard Charger Power | 3700.0 W |
AC | delay start charging | 5.0 s |
AC | delay change power | 0.5 s |
AC | rate of change start | 5.0 1/s |
AC | rate of change stop | -10.0 1/s |
AC | rate of change up | 2.5 1/s |
AC | rate of change down | -10.0 1/s |
DC | DC charging power max | 30000.0 W |
Source | https://www.adac.de/rund-ums-fahrzeug/autokatalog/marken-modelle/dacia/spring/1generation/319933/#technische-daten | |
Source | https://ev-database.org/car/1705/Dacia-Spring-Electric-45 |
Fiat 500e
Tab | Parameter | Value |
---|---|---|
EV | Consumption | 13.9 kWh/100km |
EV | Mass vehicle | 1440 kg |
EV | bidiractional AC charging | False |
EV | DC charging possible | True |
EV | bidirectional DC charging | False |
Battery | battery capacity | 37300.0 Wh |
Battery | Battery voltage | 355.0 V |
Battery | Maximum battery currenrt | 239 A |
AC | Onboard Charger Power | 11000.0 W |
AC | delay start charging | 5.0 s |
AC | delay change power | 0.5 s |
AC | rate of change start | 5.0 1/s |
AC | rate of change stop | -10.0 1/s |
AC | rate of change up | 2.5 1/s |
AC | rate of change down | -10.0 1/s |
DC | DC charging power max | 85000.0 W |
Source | https://www.adac.de/rund-ums-fahrzeug/autokatalog/marken-modelle/fiat/500/f1a/326122/#technische-daten | |
Source | https://ev-database.org/car/1285/Fiat-500e-Hatchback-42-kWh |
Porsche Taycan
Tab | Parameter | Value |
---|---|---|
EV | Consumption | 20.9 kWh/100km |
EV | Mass vehicle | 2385 kg |
EV | bidiractional AC charging | False |
EV | DC charging possible | True |
EV | bidirectional DC charging | False |
Battery | battery capacity | 83700.0 Wh |
Battery | Battery voltage | 725.0 V |
Battery | Maximum battery currenrt | 372 A |
AC | Onboard Charger Power | 22000.0 W |
AC | delay start charging | 5.0 s |
AC | delay change power | 0.5 s |
AC | rate of change start | 5.0 1/s |
AC | rate of change stop | -10.0 1/s |
AC | rate of change up | 2.5 1/s |
AC | rate of change down | -10.0 1/s |
DC | DC charging power max | 270000.0 W |
Source | https://www.adac.de/rund-ums-fahrzeug/autokatalog/marken-modelle/porsche/taycan/y1a/322528/#technische-daten | |
Source | https://ev-database.org/car/1622/Porsche-Taycan-Plus-Sport-Turismo |
Renault Megane EV60
Tab | Parameter | Value |
---|---|---|
EV | Consumption | 15.7 kWh/100km |
EV | Mass vehicle | 1783 kg |
EV | bidiractional AC charging | False |
EV | DC charging possible | True |
EV | bidirectional DC charging | False |
Battery | battery capacity | 60000.0 Wh |
Battery | Battery voltage | 352.0 V |
Battery | Maximum battery currenrt | 369 A |
AC | Onboard Charger Power | 22000.0 W |
AC | delay start charging | 5.0 s |
AC | delay change power | 0.5 s |
AC | rate of change start | 5.0 1/s |
AC | rate of change stop | -10.0 1/s |
AC | rate of change up | 2.5 1/s |
AC | rate of change down | -10.0 1/s |
DC | DC charging power max | 130000.0 W |
Source | https://www.adac.de/rund-ums-fahrzeug/autokatalog/marken-modelle/renault/megane/v/322268/#technische-daten | |
Source | https://ev-database.org/car/1521/Renault-Megane-E-Tech-EV60-220hp |
Renault ZOE
Tab | Parameter | Value |
---|---|---|
EV | Consumption | 17.2 kWh/100km |
EV | Mass vehicle | 1577 kg |
EV | bidiractional AC charging | False |
EV | DC charging possible | True |
EV | bidirectional DC charging | False |
Battery | battery capacity | 52000.0 Wh |
Battery | Battery voltage | 350.0 V |
Battery | Maximum battery currenrt | 143 A |
AC | Onboard Charger Power | 22000.0 W |
AC | delay start charging | 5.0 s |
AC | delay change power | 0.5 s |
AC | rate of change start | 5.0 1/s |
AC | rate of change stop | -10.0 1/s |
AC | rate of change up | 2.5 1/s |
AC | rate of change down | -10.0 1/s |
DC | DC charging power max | 50000.0 W |
Source | https://www.adac.de/rund-ums-fahrzeug/autokatalog/marken-modelle/renault/zoe/1generation-facelift/301605/#technische-daten | |
Source | https://ev-database.org/car/1164/Renault-Zoe-ZE50-R110 |
Skoda Enyaq
Tab | Parameter | Value |
---|---|---|
EV | Consumption | 16.9 kWh/100km |
EV | Mass vehicle | 2255 kg |
EV | bidiractional AC charging | False |
EV | DC charging possible | True |
EV | bidirectional DC charging | False |
Battery | battery capacity | 77000.0 Wh |
Battery | Battery voltage | 400.0 V |
Battery | Maximum battery currenrt | 312 A |
AC | Onboard Charger Power | 11000.0 W |
AC | delay start charging | 5.0 s |
AC | delay change power | 0.5 s |
AC | rate of change start | 5.0 1/s |
AC | rate of change stop | -10.0 1/s |
AC | rate of change up | 2.5 1/s |
AC | rate of change down | -10.0 1/s |
DC | DC charging power max | 125000.0 W |
Source | https://www.adac.de/rund-ums-fahrzeug/autokatalog/marken-modelle/skoda/enyaq/1generation/323416/#technische-daten | |
Source | https://ev-database.org/car/1631/Skoda-Enyaq-Coupe-iV-RS |
VW ID.3
Tab | Parameter | Value |
---|---|---|
EV | Consumption | 14.9 kWh/100km |
EV | Mass vehicle | 1821 kg |
EV | bidiractional AC charging | False |
EV | DC charging possible | True |
EV | bidirectional DC charging | False |
Battery | battery capacity | 58000.0 Wh |
Battery | Battery voltage | 350.0 V |
Battery | Maximum battery currenrt | 343 A |
AC | Onboard Charger Power | 11000.0 W |
AC | delay start charging | 5.0 s |
AC | delay change power | 0.5 s |
AC | rate of change start | 5.0 1/s |
AC | rate of change stop | -10.0 1/s |
AC | rate of change up | 2.5 1/s |
AC | rate of change down | -10.0 1/s |
DC | DC charging power max | 120000.0 W |
Source | https://www.adac.de/rund-ums-fahrzeug/autokatalog/marken-modelle/vw/id3/1generation-facelift/326861/#technische-daten | |
Source | https://ev-database.org/car/1832/Volkswagen-ID3-Pro-S---4-Seats |
VW ID.5
Tab | Parameter | Value |
---|---|---|
EV | Consumption | 16.4 kWh/100km |
EV | Mass vehicle | 2118 kg |
EV | bidiractional AC charging | False |
EV | DC charging possible | True |
EV | bidirectional DC charging | False |
Battery | battery capacity | 77000.0 Wh |
Battery | Battery voltage | 350.0 V |
Battery | Maximum battery currenrt | 386 A |
AC | Onboard Charger Power | 11000.0 W |
AC | delay start charging | 5.0 s |
AC | delay change power | 0.5 s |
AC | rate of change start | 5.0 1/s |
AC | rate of change stop | -10.0 1/s |
AC | rate of change up | 2.5 1/s |
AC | rate of change down | -10.0 1/s |
DC | DC charging power max | 135000.0 W |
Source | https://www.adac.de/rund-ums-fahrzeug/autokatalog/marken-modelle/vw/id5/1generation/322564/#technische-daten | |
Source | https://ev-database.org/car/1913/Volkswagen-ID5-Pro-Performance |
EV elements ↵
EVCC - EV Charge Controller
The EVCC is controlling the whole charging behavior of the EV and manages the communication via CCS for high and low level on control pilot (CP) and plug present (PP). This is combined with inputs/outputs from user interaction and the current battery status.
component | component dialog | parameters |
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property tabs
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Block Diagram
The EVCC is structured into several sub systems. In CP status the incoming low level PWM control pilot (CP) - according to IEC 61851-2 - defined by peak and duty cycle is translated to the states. In case high level communication is activated the communication according to ISO 15118 is handled. In the case of low-level communication, the maximum allowable current is also determined.
Control Pilot Status:
- CP_STATE_ERROR = -1
- CP_STATE_A = 0
- CP_STATE_B = 1
- CP_STATE_C = 2
Duty Cycle Status:
- DC_STATE_ERROR = -1
- DC_STATE_DC = 1 # set current via duty cycle
- DC_STATE_HLC = 2 # use higher level communication
In PP status, the plug present signal is analyzed. By evaluating the PP resistor, the maximum current capacity of the cable is determined; and if the connection is established.
Plug Present Status:
- PP_STATE_ERROR = -1
- PP_STATE_DISCONNECTED = 0
- PP_STATE_CONNECTED = 1
- PP_STATE_DEPRESSED = 2
Via input state, it is checked if CCS contactor is locked and the pins are within the allowed temperature. The Scada Input CCS auto lock controls automatic locking once the contactor is plugged. Signals are returned via output switch for locking of CCS.
Once all preconditions are full filled in enable charging the charging process can be started either by the user or automatically with activated Scada Input CCS auto lock. The defined charging current from the user is checked if it fulfills all limits and is further limited with ramps and delay dependent on start, change or stop. The final set point is sent to Power Unit.
If high level communication is mandatory the communication is further managed by ISO 15118.
input and output
The EVCC needs a lot of interaction with other model components:
- UI-in and UI_out represents the interaction with user interface. Details are described in EVCC UI.
- PU-in and PU_out represents the interaction with the Power Unit. Details can be found in the components documentation.
Interaction with the CCS-module:
input
- input CP contains all control pilot signals:
Number | Input | Description | range | default |
---|---|---|---|---|
1 | CP peak | Peak voltage of PWM signal | 0 - 12 V | |
2 | CP duty cycle | duty cycle of PWM signal | 0 - 1 %/100 | |
3 | CP frequency | frequency of PWM signal | 0 - 10000 Hz | 1000 |
- input PP contains all Plug present signals:
Number | Input | Description | range | default |
---|---|---|---|---|
1 | PP resistor | Resistor measurement between PE and PP | 0 - inf Ohm |
- input state contains all states of the CCS plug:
- Temperature sensor feedback
- 1: too low (R < 790)
- 2: ok (790 < R < 1280)
- 3: switch off (1280 < R < 1420)
- 4: too high (R > 1420)
- 5: not defined
- locking state
- 0: disabled
- 1: unlocked
- 2: locked
- Temperature sensor feedback
Number | Input | Description | range | default |
---|---|---|---|---|
1 | T AC ok | Temperature AC Pins of CCS connector are ok | 1, 2, 3, 4 or 5 | 2 |
2 | T DC ok | Temperature DC Pins of CCS connector are ok | 1, 2, 3, 4 or 5 | 2 |
3 | CCS lock state | Feedback of CCS locking actor | 0, 1 or 2 | 0 |
output
- output switch for controlling the motor of the CCS inlet
Number | Output | Description | range | default |
---|---|---|---|---|
1 | motor direction | direction of motor: lock (0), unlock (1) | 0 or 1 | 0 |
2 | motor on/off | switching motor on (1) or off (0) | 0 or 1 | 0 |
SCADA
There is a SCADA element showing most important things via EVCC UI.
Component dialogue box and parameters
The EVCC subsystem is organized in four tabs defining control of the EV.
Tab 1 - General
[]
Parameter | Code Name | Description |
---|---|---|
faster execution rate | Tn | The Faster execution rate at which control of CP-signal of the inner signal processing of the component will be executed. Should be approximately 5 to 10 times faster than the Slower execution rate. [s] |
slower execution rate | Tslow | The Slower execution rate, at which part of the inner signal processing of the communication components will be executed. This execution rate is identical by the connected UI subsystem. Should be approximately 5 to 10 times slower than the Faster execution rate. [s] |
delay auto locking | Tlock | time delay between detection of first contact of PP until sending a locking signal to the CCS-inlet [s] |
Consumption | Wh_per_kWh | Mean consumption of the EV is used in user interface to calculate charging speed. [Wh/km] |
Battery Capacity | bat_cap | Nominal capacity of the battery [Ah] |
nominal battery voltage | bat_volt | Nominal Voltage of the battery [V] |
maximal current | bat_current_max | maximum current of the battery [A] |
charge complete soc | soc_full | state of charge, when the battery is considered fully charged [%] |
bulk soc | soc_bulk | state of charge , when the battery shall operate in bulk charge mode. Must be smaller than charge complete soc [%] |
Tab 2 - Charging
The tab Charging defines the available charging modes of the EV.
Parameter | Code Name | Description |
---|---|---|
AC charging | AC | Checkbox activating AC charging via OBC. |
AC bidirectional | AC_bidi | Checkbox if EV can charge bidirectional in AC mode. I.e. the OBC allows negative currents. |
DC Charging | DC | Checkbox if the EV is prepared for DC fast charging. |
DC bidirectional | DC_bidi | Checkbox if the EV is set up for bidirectional charging via DC contacts |
Tab 3 - AC
The tab AC defines the on board charger and its time behavior with ramps, etc..
Parameter | Code Name | Description |
---|---|---|
maximal current | Sn_acImax_ac | maximum current of the OBC [VA] |
delay start | Tstart | delay time at beginning of charging until first set point is settled [s] |
delay change | Tchange | delay time at change of power until the change starts [s] |
change rate start | roc_start | maximum rate of change to settle the first reference in case of start charging [1/s] |
change rate stop | roc_stop | minimum rate of change to control to 0 power in case of stop charging [1/s] |
change rate up | roc_up | maximum rate of change to settle a higher reference value during the charging process [1/s] |
change rate down | roc_down | minimum rate of change to settle a lower reference value during th charging process in case of start charging [1/s] |
Tab 4 - DC
Parameter | Code Name | Description |
---|---|---|
Voltage Accuracy | voltage_accuracy | voltage accuracy of DC voltage in case of ISO 15118 communication [V] |
Pre Charging Current | pre_charge_current | Current in case of pre charging just in the initialization of the charging process |
max current limit | Imax | maximum DC fast charging current [A] |
max voltage limit | Vmax | maximum DC fast charging voltage [V] |
max power limit | Pmax | maximum DC fast charging power [W] |
Log Level | log_level | Defines the log level for ISO 15118 communication |
Log Output | log_output | Defines the log output for ISO 15118 communication |
EVCC UI - User Interface
User interface for EVCC to control and observe charging behavior.
component | component dialog | schematics |
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Inputs
Number | Input | Description | range | default |
---|---|---|---|---|
1 | CCS_Switch | locking or unlocking CCS latch. A pulse is needed. While charging is not activated unlock is not possible. | pulse | |
2 | Start_Charging | If charging is enabled the process can be started manually. | 0 or 1 | 0 |
3 | I_request | requested chrging current | 0 - 300 A | |
4 | Bat_Condition | Enable Batter Conditioning | 0 or 1 | 0 |
5 | Bat_Reset | Resting of BMS in case of a failure | 0 or 1 | 0 |
6 | Stop_Charging | Stop charging | 0 or 1 | 0 |
7 | T amb | ambient temperature can be used for battery thermal model | -20 - 60 °C | 20 |
Outputs
Number | Output | Description | range | default |
---|---|---|---|---|
1 | PP_connected | Feedback if cable is connected via PP contact | 0 or 1 | |
2 | PP_Imax | maximum current allowed by cable | 0 - 300 A | |
3 | PP_state | current state of PP is important for higher level communication. ERROR: -1, DISCONNECTED: 0, CONNECTED: 1, DEPRESSED: 2 | ||
4 | CP_status | Current status of the EV in lower level communication: ERROR: -1, idle (A): 0, Connected (B): 1, charging (C): 2 | ||
5 | CP_Imax | maximum current send from EVSE by CP signal (duty cycle) | ||
6 | CCS_locked | status if CCS inlet is locked (1) or unlocked (0) | ||
7 | CC_Imax | maximum current derived by EVCC | ||
8 | ch_enabled | charging is enabled | ||
9 | Iset_a | refernce current for phase A | ||
10 | Iset_b | refernce current for phase B | ||
11 | Iset_c | refernce current for phase C | ||
12 | SOC | state of charge of the battery | ||
13 | Vbat | battery DC voltage | ||
14 | Ibat | battery DC current | ||
15 | DC_status | indicating if duty cycle of CP is in error (0), need low level communication (1) or high level communication (2) | ||
16 | T bat | temperature of the battery | ||
17 | Vrms a | RMS voltage at onboard charger phase A | ||
18 | Vrms b | RMS voltage at onboard charger phase B | ||
19 | Vrms c | RMS voltage at onboard charger phase C | ||
21 | P | active power onboard charger | ||
22 | Q | reactive power onboard charger | ||
23 | S | apparent power onboard charger | ||
24 | PF | power factor onboard charger | ||
25 | I dc | DC current | ||
26 | Cbat | Capacity of the battery | Ah | |
27 | Vbat_nom | nominal voltage of the battery | ||
28 | EV consumtion | Consumption of EV when driving | kWh / 100 km | |
29 | Imax_OBC | maximum current of onboard charger |
Component dialogue box and parameters
The EVCC UI subsystem is organized in one tab for defining the interface
Tab 1 - General
Parameter | Code Name | Description |
---|---|---|
execution rate | Ts | The slower execution rate (in relation to the EVCC) defines the timing for the scada inputs for the EVCC. [s] |
CCS-interface
The CCS interface manages the input and output from the HIL-Computer and converts them to the EVCC. On the power path, it connects directly P-HIL (A, B, C, N, DC+, DC-) and Power Unit (A', B', C', N', DC+', DC-').
component | component dialog | parameters |
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property tabs
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Block Diagram
The CCS-Interface block diagram is separated into the main parts.
The Power Statge maps
- the AC inputs A, B, C and N to A', B', C' and N'.
- the DC inputs DC+ and DC- to DC+' and DC-'.
The analog and digital signals are converted in
- CCS board where the whole communication according IEC61851-2 over CP and PP contact is managed. It also provides access to connect diodes and filter capacitors via digital signals on the CCS board 1.0.
- P-HIL Interface where the other elements of the HIL-Connect. This are:
- CAN communication for locking CCS and detecting the temperature sensors in the CCS-interface
- reading analog measurements for the measurement of AC and DC voltages and currents
- Controlling digital outputs for switching between EV or EVSE mode
- Setting LED in the HIL Connect for status indication.
Locking of CCS
the locking is initialized by a pulse (0 - 1 - 0) at input sw
This results in the shown digital outputs for the motor control.
Input and Output
The CCS interface manages the input and output from the HIL-Computer and converts them to the EVCC. This is done via the outputs CP, PP, st and the input sw. For Details please check the EVCC IO documentation in the section inputs and outputs.
input
- input switch for controlling the motor of the CCS inlet. The signal flow for controlling the motor for locking is described in section Locking of CCS.
Number | Output | Description | range | default |
---|---|---|---|---|
1 | motor direction | direction of motor: lock (0), unlock (1) | 0 or 1 | 0 |
2 | motor on/off | switching motor on (1) or off (0) | 0 or 1 | 0 |
output
- output CP contains all control pilot signals:
Number | Input | Description | range | default |
---|---|---|---|---|
1 | CP peak | Peak voltage of PWM signal | 0 - 12 V | |
2 | CP duty cycle | duty cycle of PWM signal | 0 - 1 %/100 | |
3 | CP frequency | frequency of PWM signal | 0 - 10000 Hz | 1000 |
- output PP contains all Plug present signals:
Number | Input | Description | range | default |
---|---|---|---|---|
1 | PP resistor | Resistor measurement between PE and PP | 0 - inf Ohm |
- output state contains all states of the CCS plug:
- Temperature sensor feedback
- 1: too low (R < 790)
- 2: ok (790 < R < 1280)
- 3: switch off (1280 < R < 1420)
- 4: too high (R > 1420)
- 5: not defined
- locking state
- 0: disabled
- 1: unlocked
- 2: locked
- Temperature sensor feedback
Number | Input | Description | range | default |
---|---|---|---|---|
1 | T AC ok | Temperature AC Pins of CCS connector are ok | 1, 2, 3, 4 or 5 | 2 |
2 | T DC ok | Temperature DC Pins of CCS connector are ok | 1, 2, 3, 4 or 5 | 2 |
3 | CCS lock state | Feedback of CCS locking actor | 0, 1 or 2 | 0 |
Component dialogue box and parameters
The mask dialog of CCS interface defines all the analog and digital signals that are mapped to the model. For convenient operation, predefined selections top row or bottom row provide predefined settings if the HIL-Connect. The CCS subsystem is organized in two tabs.
Tab 1 - General
Parameter | Code Name | Description |
---|---|---|
execution rate | Tn | The Faster execution rate at which control PWM evaluation of the CP-signal is processing. Should be approximately 5 to 10 times faster than the Slower execution rate. [s] |
execution rate slower | Tslow | The Slower execution rate, at which part of the inner signal processing of the communication components will be executed. This execution rate is identical by the connected UI subsystem. Should be approximately 5 to 10 times slower than the Faster execution rate. [s] |
signal input | sig_inp | Defines the input signals from the CCS-interface. Currently, the only version is "HIL-Connect". |
Pin out setting HIL Connect | pout | Combobox defining how the HIL Connect is connected to the HIL-Computer |
internal lock emulation | emulate_lock | Checkbox enabling internal emulation of the feedback from the CCS-interface. If activated the feedback follows the switching actions initiated by EVCC. This is mandatory for V-HIL. |
internal Tcheck emulation | emulate_Tcheck | Checkbox enabling internal temperature sensor emulation. If activated the temperature sensors of the CCS-interface are emulated in a temperature range that allows charging. This is mandatory for V-HIL. |
activate AC measurement | AC | checkbox activates the measurement of AC voltage and current by the HIL connect via analog signals |
activate DC measurement | DC | checkbox activates the measurement of DC voltage and current by the HIL connect via analog signals |
Tab 2 - CP/PP
Parameter | Code Name | Description |
---|---|---|
CP HW filter C3n2 | C3n2 | checkbox connects a capacitor with 3n2 to the CP-contact on CCS-board. |
CP HW filter C1n6 | C1n6 | checkbox connects a capacitor with 1n6 to the CP-contact on CCS-board. |
CP HW filter C800p | C800p | checkbox connects a capacitor with 800p to the CP-contact on CCS-board. |
CP HW filter C400p | C400p | checkbox connects a capacitor with 400p to the CP-contact on CCS-board. |
CP HW filter C200p | C200p | checkbox connects a capacitor with 200p to the CP-contact on CCS-board. |
CP HW filter C100p | C100p | checkbox connects a capacitor with 100p to the CP-contact on CCS-board. |
cut of frequency CP Vpeak | fc_CP_Vp | includes a cut off frequency for the measured peak of the CP signal [Hz] |
rate limit CP duty cycle (+/-) | rate_lim_dc | limits the rate of change for the detected duty cycle of CP-signal |
Ended: EV elements
HIL Connect ↵
CCS board
The sub system CCS board defines the settings for the CCS board, which is part of the HIL-connect EV provided by typhoon HIL. The subsystem defines the analog inputs and its conversion of the CP and PP pins. Additionally, the digital outputs for controlling charging are defined.
component | component dialog | parameters |
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property tabs
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Block Diagram
input and output
input
Number | Input | Description | range | default |
---|---|---|---|---|
1 | state C | Digital variable generated by EVSE to move to state C. I value is 1 the relay is closed to switch the resistor. | 0 or 1 | 0 |
output
Number | Output | Description | range | default |
---|---|---|---|---|
1 CP - 1 | VCP | positive voltage peak of CP PWM signal | 0 V - 12 V | 0 V |
1 CP - 2 | CP_DC | duty cycle detected on CP PWM signal | 0 - 1 %/100 | 0 %/100 |
1 CP - 3 | CP_f | frequency detected on CP PWM signal | 0 - 2 kHz | 0 Hz |
2 PP | PP_R | resistance measured on PP contact | 0 - 5 kOhm | 0 Ohm |
Dialogue box and parameters
The CCS board subsystem is organized in five tabs defining connection to the HIL Computer.
Tab 1 - General
Pin out settings HIL: defines the analog inputs and digital outputs. It is possible to connect to the top row or bottom row of the HIL computer. But individiual settings are also possible.
Parameter | Code Name | Description |
---|---|---|
Tab 2 - Settings
Parameter | Code Name | Description |
---|---|---|
Tab 3 - CP/PP
The CP signal is evaluated on the CCS board according to peak voltage, duty cycle and frequency. The PP signal is evaluated according to its resistance. All signals are connected via analog inputs.
Especially for Power HIL solutions, a CP filter can be enabled to improve the signal quality. For peak voltage, a low pass filter showed sufficient results. For duty cycle, the rate limitation showed best results.
Parameter | Code Name | Description |
---|---|---|
Tab 4 - digital out
The reverse diode is enabled.
The parallel resistor for state B is always enabled
The parallel resistor for state C can be enabled by signals.
Parameter | Code Name | Description |
---|---|---|
Tab 5 - analog out
Parameter | Code Name | Description |
---|---|---|
PHIL-Interface
The sub system PHIL-Interface defines the behavior of the power part of the HIL Connect EV. This includes the locking of the CCS-interface and the temperature measurement of the contacts of the interface. The voltage and current measurement of AC and DC is realized. Also in the HIL Connect the internal LEDs and relays are controlled here.
component | component dialog | parameters |
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property tabs
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Block Diagram
input and output
input
Number | Input | Description | range | default |
---|---|---|---|---|
1 sw cont - 1 | digital input controlling DC relay DC_SW1 activating the power path on CCS-Interface | 0 or 1 | 0 | |
1 sw cont - 2 | digital input controlling DC relay DC_SW2 activating the power path in case of usage as EVSE (back side contacts) | 0 or 1 | 0 | |
1 sw cont - 3 | digital input controlling AC relay AC_SW1 activating the power path on CCS-Interface | 0 or 1 | 0 | |
1 sw cont - 4 | digital input controlling AC relay AC_SW2 activating the power path in case of usage as EVSE (back side contacts) | 0 or 1 | 0 | |
2 led - 1 | digital input controlling LED CONNECTED. The brightness is defined by the dialogue settings. | 0 or 1 | 0 | |
2 led - 2 | digital input controlling LED AC. The brightness is defined by the dialogue settings. | 0 or 1 | 0 | |
2 led - 3 | digital input controlling LED DC. The brightness is defined by the dialogue settings. | 0 or 1 | 0 | |
3 sw lock | digital input controlling the locking actor in the CCS-interface. If input is 1 the interface is locked and unlocked if a 0 is sent. | 0 or 1 | 0 |
output
Number | Input | Description | range | default |
---|---|---|---|---|
1 T st - 1 | T AC ok | Temperature AC Pins of CCS connector are ok | 1, 2, 3, 4 or 5 | 2 |
1 T st - 2 | T DC ok | Temperature DC Pins of CCS connector are ok | 1, 2, 3, 4 or 5 | 2 |
3 lock st | CCS lock state | Feedback of CCS locking actor | 0, 1 or 2 | 0 |
4 | AC | output vector of the AC measurements (current and voltage), only available if measurement AC is activated in the dialog box. | [array] | |
5 | DC | output vector of the DC measurements (current and voltage), only available if measurement DC is activated in the dialog box. | [array] |
- Temperature sensor feedback
- 1: too low (R < 790)
- 2: ok (790 < R < 1280)
- 3: switch off (1280 < R < 1420)
- 4: too high (R > 1420)
- 5: not defined
- locking state
- 0: disabled
- 1: unlocked
- 2: locked
Dialogue box and Parameters
The PHIL-Interface subsystem is organized in five tabs defining connection to the HIL Computer.
Tab 1 - General
Parameter | Code Name | Description |
---|---|---|
Tab 2 - In Lock
Parameter | Code Name | Description |
---|---|---|
Tab 3 - Out sw
Parameter | Code Name | Description |
---|---|---|
Tab 4 - Out LED
Parameter | Code Name | Description |
---|---|---|
Tab 5 - Measurement
Parameter | Code Name | Description |
---|---|---|
Ended: HIL Connect
Power Unit
The sub system Power Unit combines all EV elements in the power part for charging. This starts with the Battery from the typhoon core library. This can be charged either by Bidirectional AC-DC Converter (Generic) for symmetric loaded charging or by 3 single phase converters for asymmetric or single phase charging. Connections for DC charging or EV consumptions are activated with contactors. Contactors and battery are controlled by BMS, which reports the different states. In the BMS, battery conditioning is also prepared.
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property tabs
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Power Stage
Core of the Power Unit is the Battery of the electric vehicle. Several power flows are possible and are controlled from Battery Management System BMS.
- Contactor switch_driving connects the external DC connection for a current source emulating driving and EV consumption.
- Current source I cond creates current flow for battery conditioning. The thermal model can be integrated into the BMS.
- Contactor Switch_DC connects the DC ports DC+- for external current source (e. g. from P-HIL) for DC charging.
- AC charging is measured by a metering unit. The reference points for the AC/DC converters are adapted in set Power. The reference depends on the type of converter, which is defined with the checkbox asymmetric charging in the tab inverter. Dependent on the value converter is exchanged:
- True : The 3 single phase converter enables charging with one phase or also different current on the three phases.
- False : The Bidirectional AC-DC Converter (Generic) from typhoon core library is inserted and allows an efficient resource modelling with symmetrical loading of the three phases.
Control and BMS
The BMS manages all contactors in the Power Unit and also checks limit curves. In the following schematic, the value integration is visualized. For details please check the documentation BMS.
Input and Output
On power stage the following ports are available:
- L (3) 3 phases for AC charging. Corresponds to neutral connector N
- DC+- (2) DC plus und minus for DC charging
- DDC+ and DDC- for connection of internal consumers
Inputs
Power Unit has all inputs combined in an array PU in for signal flow to e.g. interact with the EVCC. To join the values, the additional components Power Unit In is recommended. For Inputs it can be selected in the mask, which unit is controlable via an input port or a Scada Input.
element | mask | block diagram |
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Number | Input | Description | range | default |
---|---|---|---|---|
1 | Mode Bat | Batter Mode | ||
2 | Mode Power | In which Power Mode (AC, DC, ...) the system is operated | ||
3 | Reset Battery | |||
4 | Condition Battery | |||
5 | I ref a | |||
6 | I ref b | |||
7 | I ref c | |||
8 | tan ref a | |||
9 | tan ref b | |||
10 | tan ref c | |||
11 | T amb |
Outputs
Power Unit has all outputs combined in an array PU out for signal flow to e.g. interact with the EVCC. To split the values, the additional components Power Unit Out is recommended.
For Outputs it can be selected in the mask, which unit is provided as a port output or as internal probe.
element | mask | block diagram |
---|---|---|
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Number | Output | Description | range | default |
---|---|---|---|---|
1 | BMS state | |||
2 | Battery state | |||
3 | Icond set | |||
4 | BMS I limit | |||
5 | Vbat min | |||
6 | Vbat max | |||
7 | Tmin | |||
8 | Tmax | |||
9 | SOC | |||
10 | Vbat | |||
11 | Ibat | |||
12 | Pbat | |||
13 | Vrms a | |||
14 | Vrms b | |||
15 | Vrms c | |||
16 | Irms a | |||
17 | Irms b | |||
18 | Irms c | |||
19 | P | |||
20 | Q | |||
21 | S | |||
22 | PF | |||
23 | I dc | |||
24 | I drive | |||
25 | T bat |
Dialogue box and Parameters
The Power Unit subsystem is organized in four tabs.
Tab 1 - General
Parameter | Code Name | Description |
---|---|---|
Tab 2 - Charging
Parameter | Code Name | Description |
---|---|---|
Tab 3 - Inverter
Parameter | Code Name | Description |
---|---|---|
Tab 4 - Battery
Parameter | Code Name | Description |
---|---|---|
Converters ↵
single phase converter
The single phase converter is mostly based on the typhoon examples Single-phase PV inverter.
component | component dialog | parameters |
---|---|---|
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property tabs
|
Block Diagram
In current controller, the open loop current control is done.
WARNING: The control is very sensitive on the execution rate of control loop. Currently only correct currents can be achieved with fast execution rate of 100e-6.
Inputs and Outputs
Number | Input | Description | range | default |
---|---|---|---|---|
1 | Connect | |||
2 | Enable | |||
3 | P ref | |||
4 | Q ref |
3 single phase converters
The 3 single phase converter combines three single phase converter.
component | component dialog | parameters |
---|---|---|
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property tabs
|
Block Diagram
The 3 single phase converter combines three single phase converter and organizes the set points. Please note that the model is running on 3 cores, two for the three single phase converter and one for the DC battery.
Input
Number | Input | Description | range | default |
---|---|---|---|---|
1 | enable a | |||
2 | enable b | |||
3 | enable c | |||
4 | Pref a | |||
5 | Pref b | |||
6 | Pref c | |||
7 | Qref a | |||
8 | Qref b | |||
9 | Qref c |
Dialogue box and Parameters
The 3 single phase converters subsystem is organized in four tabs.
Tab 1 - General
Parameter | Code Name | Description |
---|---|---|
Tab 2 - Battery
Parameter | Code Name | Description |
---|---|---|
Tab 3 - Filter
Parameter | Code Name | Description |
---|---|---|
Tab 4 - Coupling
Parameter | Code Name | Description |
---|---|---|
Ended: Converters
BMS: Battery Management System
The BMS evaluates the measurement around the battery system and combines it with user requests to operate the battery.
component | component dialog | parameters |
---|---|---|
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property tabs
|
Block Diagram
The BMS is internally a C-function that evaluates inputs from the user (e.g. set points) and measurements (voltage, current, temperature) of the battery system. Limits are defined in the mask and cover the follwing questions:
- Current limit contains a soc dependent maximum current that is most relevant for DC fast charging and is special for every EV, see also ev twin.
- Battery voltage limits (min and max)
- Battery temperature operation range
The resulting states are used to control the contactors in Power Unit. For details see section Inputs and Outputs.
Modes and States are predefined via constants:
POWER_MODE_ERROR = -1
POWER_MODE_OFF = 0
POWER_MODE_AC = 1
POWER_MODE_DC = 2
POWER_MODE_DRIVING = 3
#Mode Battery
BATTERY_MODE_ERROR = -1
BATTERY_MODE_DISABLE = 0
BATTERY_MODE_ENABLE = 1
BATTERY_MODE_VENT = 2
#BMS STATUS
BMS_STATE_ERROR_TEMPERATURE = -4
BMS_STATE_ERROR_VOLTAGE = -3
BMS_STATE_ERROR_CURRENT = -2
BMS_STATE_ERROR = -1
BMS_STATE_OFF = 0
BMS_STATE_AC_CHARGE = 10
BMS_STATE_AC_CHARGE_LIMITED = 11
BMS_STATE_DC_CHARGE = 20
BMS_STATE_DRIVING = 30
AUTO_RESET = 1
Inputs and Outputs
Input
Number | Input | Description | range | default |
---|---|---|---|---|
1 | mode bat | Battery mode, enabling battery | 0 | |
2 | mode power | Power mode: AC, DC, Driving, ... | ||
3 | reset | Reset of BMS | ||
4 | conditioning | enabling battery conditioning | True, False | False |
5 | Ibat | battery current | ||
6 | voltage | battery voltage | ||
7 | soc | battery state of charge | ||
8 | temperature | battery temperature |
Output
Number | Output | Description | range | default |
---|---|---|---|---|
1 | cont | list of states for the contactors [AC, DC, driving] | ||
2 | condition | voctor [enabling conditioning, current conditioning] | ||
3 | bat_status | status of battery | ||
4 | BMS_STATE | status message of BMS | ||
5 | Ilim | current limit for current | ||
6 | lmits | vector of other limits [ Vbat min, Vbat max, T min, T max] |
Dialogue box and Parameters
The BMS subsystem is organized in three tabs.
Tab 1 - General
Parameter | Code Name | Description |
---|---|---|
Tab 2 - Current limit
Parameter | Code Name | Description |
---|---|---|
Tab 3 - limits
Parameter | Code Name | Description |
---|---|---|
Power Hardware-in-the-Loop (P-HIL)
The Power Hardware-in-the-Loop components allow tansfering behavior of modelled systems like ev twin to real power flow on hardware. Depending on the type of model, two main concepts that are presented in the following pictures :
Current or voltage controlled concepts of P-HIL
In the current controlled operation the power amplifier's voltage measurement is integrated with a signal controlled voltage source into the HIL model. The connected model (e.g. PV system or electric vehicle) generates a current, which is sent as a reference to the power amplifier and closes the control loop.
In the voltage controlled mode (e.g. for grid emulation or battery emulation), the measured current is integrated with a current source. The connected model generates a voltage that is sent to the amplifier as a reference.
P-HIL CINERGIA
The following elements are available to integrate the power amplifiers of the brand CINERGIA.
current control master | current control slave | voltage control |
---|---|---|
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Block Diagram
Block diagram CINERGIA-EL-AC-PQ-MB with activated second connection.
EVSE - Electric Vehicle Supply Equipment
Measurement Unit
AC measure | DC measure |
---|---|
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Ended: Components
Examples ↵
EV twin AC charging
Introduction
Smart Charging of Electric vehicles (EV) is the most favorite charing use case in residential applications. For most consumers it is profitable if they mostly charge their EV with the onsite generated electricity. This smart charging strategy is also beneficial for the electricity network as generation peaks of photovoltaic can be reduced. Thus, smart charging requests an energy management that controls EV via the EV supply equipment (EVSE) on the residual load measured at the point of grid connection.
In the simplest case for unidirectional smart charging with AC EV and EVSE communicate via the standard IEC 61851. In short, once the charing is authorized and EV is plugged the EVSE enables charging and can define a maximum current that ranges between 6 A and its current limit (typical 16 A or 32 A). The EV can charge within these limits. The car detects by voltage measurement if it can charge on one or three phases. Details about this standard are described in the example .
This application note describes the way for controller HIL and power HIL emulation of electric vehicles using the toolbox ev smart charging twin.
Model Description
The model shown in Figure 1 comprises of two main subsystems from the ev twin library: 1. EVSE AC: AC EV sypply equipment 2. ev twin: EV emulation
Figure 1: Overall model for HIL testing of charging infrastructure.
Main functionality of the setup is to provide a controller HIL test of EVSE wit the emulated car. For demonstration the model must be operated in Loop-back.
Ended: Examples
Release Note
Version 0.3.0 (01/31/2025)
- the tool box is now called ev smart charging twin
- update documentation
- improve temperature check of CCS pins. If any temperature out of range power flow ist interrupted.
- Improve current control. Maximum possible set point for current is defined by BMS.
- many small improvements and bugs solved
Version 0.2.0 (12/17/2024)
- remove failure from SCADA widget ev twin
- include example EVSE
- adapt functionality to typhoon HIL-Connect EV with sub systems measurement, P-HIL-Interface*
Version 0.1.0 (07/03/2024)
- examples for AC and DC charging are updated
- include 1 phase converter enabling asymmetric charging
Version 0.0.1 (01/15/2024)
- Toolbox ev twin first set up
- ev_twin.tlib and ev_twin.wtlib
- schematics library ev twin with the sub systems: ev twin, CCS, EVCC and Power Unit (including some sub models)
- Power Unit is fully prepared for AC and DC as well as bidirectional charging. In AC mode only symmetric currents are possible
- DC charging with ISO15118-2
- ev twin and EVCC have corresponding scada library elements
- PHIL-setup with modbus for the AC charging with cinergia
- examples for AC charging
- ev twin ac: General behavior for AC charging
Features and Ideas for future versions
- [ ] integrate bi-directional charging (ISO 15118-20) for AC and DC
- [ ] improve single phase converter model and make it robust
- [ ] including inverter losses
- [ ] battery temperature model and battery condition
- [ ] modbus clients for various charging stations
- [ ] more EV brands
- [ ] test scripts for duty cycle charging (IEC 61851-2) --> EVSE test
- [ ] many more idea
Known issues
- [] in typhoon version <= 2024.4 on HIL604 the HIL-Connect EV ha got a CAN issue. The sub system fix CAN from ev twin library is needed.
Acknowledgment
The toolbox ev smart charging twin has been supported in project WBInspektion funded by the German Federal Ministry for Economic Affairs and Climate in the funding scheme “Elektro Mobil” (FKZ: 01MV23027).
Additionally, the toolbox was supported by the work of many students working in the Digital Grid Lab at Fraunhofer ISE.
Contact
Fraunhofer Institute for Solar Energy Systems ISE
Dr.-Ing Bernhard Wille-Haussmann
Heidenhofstraße 2
79110 Freiburg
Germany
e-mail: digital-grid-lab@ise.fraunhofer.de
If you have got any suggestions around ev smart charging time please let us know.