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Macan Models: Fuel consumption (combined) 9.2 – 6.1 l/100 km; C02 emissions (combined) 216 – 159 g/km; Efficiency class: E–B
Intelligent
Thermal Management Insight into new solutions
It’s nice to see
great ideas gain ground.
Dear Readers,
22.2 °C
12 22
AMBIENT
STATE OF CHARGE High Low
TEMPERATURE
High
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AMBIENT
TEMPERATURE Low
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保时捷工程(Porsche Engineering)通过建立中国子公司
进一步拓展亚洲市场:保时捷工程技术研发(上海)有限公司
(Porsche Engineering Shanghai Co., Ltd)将于新旧年交替之
际正式挂牌成立。
继捷克布拉格和意大利纳尔多之后,上海将成为保时捷工
程在德国之外的第三个基地。随着各个子公司与总公司的专业
一体化的保证,客户可享受引领未来的汽车领域高端服务。在上
海,保时捷工程的工程师们将继续致力于发挥整车研发和系统
研发方面的核心实力。
保时捷工程投身于中国市场已有20逾年的历史。为中国客户
提供研发是保时捷工程的传统业务。 “我们在中国的客户特别
重视一体化的项目团队,以实现最优化的合作”,首席执行官雷
德民(Malte Radmann)说道,
“上海子公司可助我们在未来更
全面满足客户这一需求。”
与同济大学合作是保时捷工程在中国的重要战略之一。双
方已于今年6月签署合作协议,计划在培训、研究及工程技术领
域携手展开广泛的合作。以布拉格分公司与布拉格理工大学成
功的合作模式为典范,双方将在科学、研究、教学、试验台架和
实践方面密切交流。
Porsche Engineering Founds
Subsidiary in China
News
___ With the foundation of a subsidiary, Porsche Engineering Porsche has a strong tradition of working with Chinese cus-
is expanding its traditionally strong engagement in Asia: The tomers—engineering services have been offered in China for
Porsche Engineering (Shanghai) Co., Ltd. will open in China over 20 years. “Our customers in China place great importance
with the beginning of the new year. on integrated project teams for best cooperation,” says CEO
Malte Radmann, “and with our new location in Shanghai,
Besides Prague and Nardò, Shanghai will become the third we’ll be able to fulfill that demand even better in the future.”
location outside of Germany. As a result of a perfect integra-
tion of the locations it is for sure that the customers always One important component of the engagement in China is the
receive holistic premium engineering services for future-oriented collaboration with Tongji University in Shanghai. A collabo-
mobility. In Shanghai, the Porsche engineers will concentrate ration agreement was signed in June of this year for a wide-
on proven core competencies of overall vehicle development ranging cooperation. Based on the example of the successful
and system development. cooperation between the Prague location and the technical
university there, the collaboration in Shanghai will also strive
for a fruitful exchange in terms of science, research, teaching,
testing facilities and practical experience. n
develoPmenT cenTer greenTec aWards Work-liFe balance aT
eXPanded PresenTaTion Porsche engineering
___ With the putting into operation of ___ At this year’s awards ceremony for ___ The success of any company is
the new design studio together with a the GreenTec Awards—Europe’s biggest based on motivated and capable em-
conception building, the aero-acoustic environmental and business award— ployees, and a good work-life balance
wind tunnel and the electronics inte- Malte Radmann, CEO of the Porsche is a fundamental factor in promoting
gration center, on July 18, 2014, the Engineering Group GmbH delivered that. Porsche Engineering offers flex-
completion of an important step in the the speech in honor of the winner in ible, individualized work models to
expansion of the Weissach Develop- the automobility category. The victor enable employees to successfully bal-
ment Center was concluded. By 2016, was the RUBIN project, a collaboration ance their family, free-time and work-
a new powertrain testing building with between the tire manufacturer Conti- ing lives. And it’s not only employees
18 test benches will be built for the de- nental and the Fraunhofer Institute for who benefit—students receive optimal
velopment of new hybrid drives as well Molecular Biology and Applied Ecology. support as well. One current example
as new combustion engines and electric The aim of the project is to further de- of this is the professional athlete Jona-
motors. Engineering services for exter- velop the yield of natural rubber from than Scholz, handball player for the
nal customers will also profit from these Russian dandelion plants and also its first-league club SG BBM Bietigheim.
new high-tech facilities. With these in- cultivation for industrial use. The priz- The mechanical engineering student
vestments, Porsche is further expand- es have been awarded for outstanding has been with Porsche Engineering as
ing its core competencies and creating environmental engagement and green an intern in the engine design depart-
new resources not only for its own technology since 2008. This year the ment since the beginning of September.
developments; through the symbiotic award was presented for the first time A flexible working schedule enables him
connection between sports car series in cooperation with Messe München as to combine the regular training activi-
development and engineering services, the opening event of the world’s largest ties that a professional sports career re-
these resources will also be available for environmental trade fair—the IFAT. n quires with important practical experi-
external projects. n ence for his studies. n
Thermal
Management
0° 10° 20° 30°
____ Thermal management ensures that temperatures in the vehicle are maintained
within an optimum range. Mastering the challenge involves an extensive range of tasks
and applications requiring intelligent solutions. Yet thermal management is about
much more than keeping a cool head. One goal, for instance, is to direct heat flows in
a way that reduces fuel consumption while improving interior comfort. An essential
challenge in creating forward-looking mobility.
Within this broad subject, there are various sub-areas that come into play—thus on
the following pages we describe the efficient interplay between component protection,
comfort and emissions reduction. Two other vital aspects are also discussed: function
development and battery temperature management.
Efficient
Interaction
____ The increasing electrification of the powertrain has given rise to new challenges
in many areas of vehicle development. In the last edition, we took a brief look at
the significance of thermal management in the area of electric motors and we would
now like to explore this interesting topic in more detail.
By Björn Pehnert
Photos by Jörg Eberl
An essential part of the development of every vehicle: testing in a climatic wind tunnel
Simulation of extreme
conditions in a climatic
wind tunnel
Thermal management coolant radiator is insufficient and fur- tection—heat protection. If the engine
ther coolers have to be used. compartment is overheated, compo-
The field of thermal management nents such as engine control units, spark
originally arose from the need to pro- Several thousand liters of air per sec- coils or plugs can exceed their threshold
tect components, in particular the engine, ond are required to discharge these high temperatures. Reflectors, air vents, and
transmission, and all other parts in the capacities to the environment via the active ventilation from the subfloor or
engine compartment. Modern thermal cooler. A large part of the overall en- hood are used to counteract these high
management now has three core areas, gine heat does not flow into the coolant, temperatures.
two of which are relatively new: im- but is discharged into the atmosphere by
proving comfort and reducing emissions. means of convection. Even if threshold temperatures are not
These individual areas will be discussed exceeded, lowering the temperature can
in detail on the following pages. The potential heating of the engine be sensible, for example to ensure that
compartment due to this mechanism components can be operated more ef-
is a further focus of component pro- ficiently. ›
Component protection
MODEL code
APPLICATION
additional heating unit, PTC heaters can vehicle cooling system. The liquid cool- The thermal dynamics experts at
be used that provide warmth in a highly ant is fed to a vaporizer via a throttle, Porsche Engineering have even more
dynamic way. turning from liquid to gas and thereby innovative solutions in their repertoire.
acquiring heat. The warmer cabin air is An interesting example of this is the
The rising number of technologically fed into the vaporizer and cooled, cre- thermo-acoustic air conditioning sys-
different devices makes it increasingly ating a pleasant climate in the vehicle tem (see illustration on the left page).
more complex to find the optimum con- interior at high ambient temperatures. Here, thermal energy from the engine
cept for one particular vehicle. To be In winter, this process can be reversed is used to start oscillations in a resona-
able to compare various cooling con- so that the air conditioning system can tor. These oscillations are used to drive
cepts quickly and meaningfully, Porsche now be used for heating and thereby a cooling system. For this to function,
Engineering has developed several simu- functions as a heat pump. in addition to the resonator, so-called
lation and calculation tools. stacks are required. Stacks are compo-
The refrigerant R134a is largely used in nents that can convert thermal energy
Compressor-driven cooling systems passenger car air conditioning systems, into oscillations and vice versa. A stack
are used in conventional cabin air con- which in coming years will be replaced (driver) generates a pressure gradient
ditioning. In this case a hermetically by more environmentally friendly alter- via an externally created temperature
sealed circuit compresses a gaseous me- natives. In addition to R1234yf, natural gradient and thereby an acoustic im-
dium with a compressor. This is lique- coolants such as carbon dioxide (CO2), pulse in the resonator. The excitation
fied in the downstream condenser and referred to as R744 by specialists in the created is then converted into a tem-
the compressed hot coolant gives off field, will be used. The alternative cool- perature gradient by the second stack
its heat into the atmosphere. The heat ant CO2 requires especially innovative (generator stack) so that the hot and
can be given off into the air at the front solutions to be capable of creating ef- cold sides that arise here can be used
end of the vehicle or alternatively into a ficient cooling / heating circuits for pas- as a heat pump. This alternative has no
cooling circuit integrated in the overall sengers and components. moving parts and has the advan- ›
Intelligente
Funktionen
____ Für ein aktives Thermomanagement in Fahrzeugen ist die Funktionsentwicklung für
Kühlsysteme eine Grundvoraussetzung. In diesem Artikel erfahren Sie, wie genau diese
beiden Themen zusammenhängen und wie Porsche Engineering das optimale Zusammenspiel
im Entwicklungsprozess und in der Anwendung sicherstellt.
hoch
hoch
hoch
umwälzen
hoch zelltemperatur niedrig
niedrig zum kühlen
hoch
umgebungs - umwälzen
niedrig zelltemperatur niedrig
temperatur zum kühlen
zugeführt. Durch Hinzufügen eines me- Öffnungstemperatur des Thermostat- aufgrund der Vielzahl an unterschiedlich
chanisch angetriebenen Kühlerlüfters ventils zum Beispiel in Abhängigkeit zu temperierenden Komponenten längst
konnte Anfang des 20. Jahrhunderts die von der Motorlast angepasst werden nicht mehr ausreichend. Das Kühlwas-
Effizienz gesteigert werden, auch wenn kann. Anfänglich wurde ein Lüfter me- ser im Verbrennungsmotor kann nicht
eine Regelung zu diesem Zeitpunkt noch chanisch an den Motor gekoppelt und zur Temperierung von Batterien benutzt
nicht möglich war. lief somit bei niedrigen Drehzahlen im werden, da deren Betriebstemperatur
Stand langsam und im Fahrzustand mit in der Regel weitaus niedriger ist. Die
Der Einsatz einer Wasserpumpe verbes- großem Kühlluftmassenstrom entspre- Abstimmung und der Wärmeaustausch
serte die Umwälzung, was zu höheren chend schnell. Heute ist eine elektrische zwischen den Kühlkreisläufen sind
Kühlleistungen führte. Um eine schnel- Ansteuerung möglich, die ein umgekehr- ebenfalls wichtige Teile des Thermoma-
lere Aufheizung des Motors nach dem tes Verhalten erzeugt. nagements, für die Kühlstrategien ent-
Kaltstart zu ermöglichen, wurde in den wickelt und in Steuergerätefunktionen
Kreislauf schließlich ein Thermostatven- In Fahrzeugen mit Verbrennungsmotor umgesetzt werden.
til eingesetzt, wodurch das Kühlwasser werden mechanisch drehzahlabhängi-
temperaturabhängig über die Kühler ge Wasserpumpen derzeit noch standard-
oder an ihnen vorbeigeleitet werden mäßig verbaut, jedoch sind elektrische Stetig steigende Nachfrage nach
konnte. Somit hatte das erste regelnde und damit flexibel regelbare Wasserpum- angepassten Funktionen
Element Einzug in den Kühlkreislauf pen in Serienanwendungen immer häufi-
gefunden. ger vorzufinden. Hinzu kommen je nach Insbesondere aufgrund der immer stren-
Anwendung verschiedene Ventile, die ger werdenden EU-Vorgaben hinsicht-
zum Beispiel die Innenraumheizung vom lich des CO2-Ausstoßes und anderen
Stellglieder in Kühlkreisläufen Kreislauf zu- oder abschalten können. Emissionen wird eine intelligente Steue-
rung des Kühlsystems immer wichtiger.
Während sich einfache Thermostate bei Für den Kunden sind darüber hinaus im
Erreichen der Betriebstemperatur öff- Mehr als nur ein Kühlkreislauf Falle verschiedener hinterlegter Modi
nen und dem Kühlwasser den Weg zu ein verminderter Verbrauch, gesteiger-
den Kühlern freigeben, lassen sich mo- In modernen Fahrzeugen wie zum Bei- ter Komfort oder auch herausragende
derne Varianten so ansteuern, dass die spiel Hybriden ist ein einzelner Kreislauf Performance direkt spürbare Vorteile.
kühlmodus 1
kühlmodus 2
kühlmodus 3
Verlustleistung und damit der Kühlbe- und Simulationseinstellungen werden so
darf hiervon abhängig sind. Auch für gewählt, dass das Programm schließlich
eine elektrisch angeschlossene Batterie- echtzeitfähig ist. Hierfür muss die Re-
kühlmodus 4
heizung ist diese Größe interessant. chenzeit so kurz wie möglich gehalten
werden, damit sämtliche Rechenpro-
Die Ausgangssignale sind überwiegend zesse auf dem Steuergerät weniger Zeit
durch die verbauten Aktuatoren vor- in Anspruch nehmen als das Zeitinter-
gegeben, jedoch können auch weitere vall, in dem die entsprechenden Mess-
Signale ausgegeben werden, die an werte übermittelt werden. Nur so lässt
anderen Stellen der Motorsteuergerät- sich sicherstellen, dass die Ausgangssig
software Verwendung finden. Dies kann nale jeweils passend zu den entspre-
beispielsweise dann der Fall sein, wenn chenden gemessenen Eingangssignalen
Funktionsentwicklung als Prozess, die Anforderung zum Abschalten der berechnet werden können.
Entwicklung von funktionellen Klimaanlage ans Motorsteuergerät ge-
Kühlkreisläufen sendet werden soll. Das fertige Modell kann nun zunächst
in MATLAB / Simulink in einem ersten
Die grundlegenden Funktionen im Nach Definition der Ein- und Ausgangs- Schritt getestet werden, indem Ein-
Kühlsystem werden bereits während signale werden die eigentlichen Funktio gangsvariablen mit zeitlichem Verlauf
der Auslegung des Kühlkreislaufes nen beschrieben. In Abhängigkeit vom gezielt vorgegeben und die Ausgangs-
bestimmt. Verbaute Aktuatoren und Betriebsmodus, dem Ladezustand der werte auf Plausibilität geprüft werden.
Schnittstellen zwischen verschiedenen Batterie (SOC, engl. „state of charge“), Hierbei spricht man von „Model in the
Kreisläufen geben einen gewissen Spiel- der maximalen Zelltemperatur und der Loop“-Testing (MIL).
raum vor. Es stellt sich die Frage, an- Umgebungstemperatur werden für je-
hand welcher gemessenen Werte von weils unterschiedliche Kombinationen
Temperaturen, Drücken oder auch vor- andere Setups gewählt. Wichtig ist Virtueller Prototyp des Kühlsystems
genommenen Einstellungen durch den ebenso die Definition von sinnvollen
Endkunden welche Aktuatoren verstellt Parametern, die während der Applikation Ein weitaus näher an der Realität lie-
werden sollen. im Fahrzeug noch einfach geändert wer- gender Modelltest kann mithilfe einer
den können. Grenzwerte für den Lade- gekoppelten Simulation stattfinden. In
Zunächst werden die zu verwendenden zustand, die Umgebungs- und maximale vielen Projekten von Porsche Enginee-
Eingangsgrößen festgelegt und somit Zelltemperatur sind Beispiele hierfür. ring werden während der Entwicklung
bestimmt, auf welche Parameter das und Optimierung von Kühlkreisläufen
Kühlsystem reagieren soll. Solche Ein- mit Prüfstands- und Fahrzeugmessda-
gangsgrößen können beispielsweise die Modellierung in MATLAB / Simulink ten validierte 1D-Modelle erstellt. Diese
Kühlwassertemperatur oder die Umge- bilden die Physik des Fluids auf seinem
bungstemperatur sein, aber auch Dreh- Nach dem Entwurf müssen die ge- Weg durch Elemente wie Kühler, Lei-
zahl und Last des Verbrennungsmotors. wünschten Funktionen mithilfe geeig- tungen, Pumpen und Ventile sehr genau
Im Batteriekühlkreislauf ist darüber hin- neter Software modelliert werden. Bei ab. Hierfür wird die Software GT-Suite
aus auch der Ladezustand zu berücksich- Porsche Engineering geschieht dies mit- verwendet, welche sich mit MATLAB /
tigen, da die von den Zellen abgegebene tels MATLAB / Simulink. Die Modell- Simulink koppeln lässt. ›
pumpendrehzahl 1
fahrge-
schwindigkeit pumpendrehzahl 2
klimaanlage aus
anforderung an lüfternachlauf
signalgenerator
Der Einfluss der Kühlsystemsteuerung Vom Modell zum Code dort über eine ETK-Schnittstelle ver-
auf das Verhalten des Fahrzeugs kann schiedene Programm- und Datenstände
somit direkt getestet werden, indem über Nachdem das Modell in einem ersten direkt zu erproben. Zum einen kann so-
die modellierte Steuerung in MATLAB / Schritt validiert wurde, steht die Um- mit die korrekte Ansteuerung und Be-
Simulink Parameterwerte wie zum Bei- wandlung zur Software an. Somit wird datung der Aktuatoren und Sensoren
spiel Ventilstellungen an GT-Suite über- das Modell, das nur in MATLAB / Simu- überprüft und zum anderen die Logik
geben werden. Das physikalische 1D- link lesbar ist, zu einem universell lesba- der Kühlsystemsteuerung validiert wer-
Modell wiederum übergibt Messwerte ren Programmcode. Geschieht die Um- den. Eventuell auftretende Probleme
wie Temperaturen zurück an MATLAB / wandlung mittels der dSPACE-Software lassen sich so einfacher erkennen und
Simulink, die den dort modellierten TargetLink, kann die Software analog beheben als im aufgebauten Fahrzeug.
Funktionen als Eingangsgrößen dienen. zum Modell direkt in der MATLAB / Es handelt sich hierbei um ein „Hard-
Simulink-Umgebung getestet werden. ware in the Loop“-Testing (HIL).
Der enorme Vorteil dieses Verfahrens Hierbei handelt es sich um einen „Soft-
liegt darin, dass schon frühzeitig die ware in the Loop“-Test (SIL). Um die
Kühlsystemfunktionen an die Physik Software schließlich aufs Steuergerät, Applikation im Prototyp,
im Kühlsystem des Fahrzeugs ange- beispielsweise das Batteriemanagement- Tests in Weissach und Nardò
passt werden können und bereits ein system (BMS), übertragen zu können,
erster sinnvoller Datenstand festgelegt wird diese in Maschinencode übersetzt Den nächsten Schritt in der Kette stellt
werden kann, bevor überhaupt mit und auf den Flash-Speicher des Geräts die Applikation dar. Durch Fahr-Erpro-
dem Fahrzeug gefahren wird. Da das übertragen. bung im Prototyp werden das System-
Kühlsystemmodell ständig aktualisiert verhalten untersucht und die Modellpa-
und auf den Fahrzeugstand abgestimmt Mit einem speziellen Testaufbau ist es rameter angepasst. Idealerweise müssen
wird, kann die kostenintensive Testzeit nun möglich, die Steuerung des Kühl- zu diesem Zeitpunkt nur noch kleinere
im Fahrzeug deutlich reduziert werden. systems direkt an der später verwende- Anpassungen am Modell gemacht wer-
Das physikalische Modell fungiert ge- ten Hardware zu testen. Über ein Hard- den, sodass während der Fahrt mit-
meinsam mit dem Funktionsmodell als ware-Interface kann das Steuergerät hilfe der INCA-Software von ETAS
virtueller Prototyp, mit dem schnell und mit den entsprechenden Aktuatoren vorrangig Änderungen in Kennlinien,
günstig gearbeitet werden kann. und Sensoren verbunden werden, um Grenzwerten und Fahrmodi direkt vor-
–C–
funktIonsmodell kühlsYstemmodell
simulink-modell gt-suite-modell
genommen und bewertet werden kön- im Fahrzeug zu garantieren, geht mit der Aufgabenbereiche und die stetige Be-
nen. Anstatt Parameter am PC oder Entwicklung von Kühlsystemen die da- trachtung aus der Gesamtfahrzeugper-
Prüfstand vorzugeben, werden zum zugehörige Funktionsentwicklung ein- spektive erhält der Kunde erstklassige
Bestimmen der Größen, unter anderem her. Durch die Vernetzung dieser beiden Entwicklungsdienstleistungen. ■
Geschwindigkeit und Umgebungstem-
peratur, mehrere Fahrzyklen gefah-
ren, beispielsweise auf dem Porsche-
Prüfgelände im Entwicklungszentrum
Weissach oder auch auf den Strecken
des Nardò Technical Centers. Zusätz-
lich können für die optimale Applika-
tion der Thermomanagementfunktionen
im Steuergerät Extrembedingungen
– warm und kalt – im Klima-Windkanal
simuliert werden.
Optimal Battery
Temperature Management
____ Only an optimum temperature of the battery in electric and hybrid vehicles guarantees
the range targets and the desired functionality. We give you an insight into the three phases of the
special development of the storage battery.
By Manuel Groß
In spite of the still-limited range of the functionality, range and comfort of The respective cell type must be taken
electric vehicles, driving performance re- conventional vehicles must ultimately be into account when determining the op-
quirements particularly for sports cars met by battery-powered vehicles if they timum battery temperature. Different
are very high. Today’s lithium-ion cells are to succeed on the market. This re- cell types have different cell chemistries
are capable of delivering the required quires new technical solutions to make and geometric shapes, which must be
performance, but they also cause major this a reality. taken into account in the integration of
losses of multiple kilowatts. Dissipat- the battery in the cooling system from
ing that loss in the form of heat from the outset. Depending on whether di-
the battery system requires considerable The optimum battery temperature rect cooling of the cells or an indirect
cooling capacity. The energy required cooling plate solution is implemented,
for cooling reduces the already low To manage the battery temperature, it the proper cooling medium must also
range compared to conventional ve- is necessary to know the optimal op- be chosen. The cooling media available
hicles even further. The cooling system erating temperature of a battery cell. A to the engineers at Porsche Engineering
must therefore be designed with maxi- lithium-ion battery can be operated at include water / glycol, thermal oils, air,
mum efficiency in mind. As already dis- temperatures between approx. – 20 °C and refrigerants.
cussed in article “Efficient Interaction” and approx. +50 °C. Outside of these
(from page 12 onwards), heating the limits, the cell chemistry can be affected
passenger compartment is also a prob- in ways that accelerate the aging (deg- Real or numeric—hand in hand
lem: Unlike in a conventional combus- radation) of the battery. Low tempera- to a perfect product
tion engine vehicle, at cold temperatures tures, in particular, also lead to a rapid
there is not enough thermal energy in increase in the internal resistance and For the determination and thermal de-
the form of usable waste heat. The ad- thus significantly limit the performance scription of specific factors and system
ditional energy required for heating re- of the battery. Lithium-ion batteries are limits of the complex battery heat sys-
duces the range of the vehicle even more. therefore often heated or at least ther- tem, transient heat calculations and dif-
Customer expectations with regard to mally insulated to retard cooling. ferent material characteristics are taken
25.6 °C 18.2 °C
Rth1
22.2 °C
Rth3
R th = thermal resistance
Model (left) of the thermal network of an individual cell as the basis of a 1D overall battery simulation (right)
real worlds. At the end of the concept MATLAB / Simulink and in-house model to conduct using this method. Material
phase, an optimal concept has been libraries are used as tools. 3D simula- thicknesses, tolerances, and material
determined which can now be handed tions can also be conducted during the characteristics can be varied and their
over to the detailed design and develop- whole development process in order to impact evaluated over a driving cycle.
ment phase. determine critical heat transmission coef- One positive side-effect is the option
ficients, for example, and transfer them of coupling the battery model with the
to other models. cooling circuit model. In the context
Design and development phase: of function development, these models
the result is the product In 3D simulation, the focus can be on are of major importance for the devel-
temperature behavior as well as hydrau- opment and virtual testing of software
Prototype batteries only become avail- lic features. CFD and solid models are based on a realistic scenario.
able relatively late in the project process. coupled to determine the transfer of
The application as well as the driving heat from the cell to the fluid. Valida-
and operating strategy, however, have to tion measurements on the in-house test The key to success—thermal resistance
be developed earlier. For this, Porsche bench ultimately enable correct imple-
Engineering uses self-developed ther- mentation of key parameters in control To precisely describe the behavior of
moelectric battery models that can map units and simulation models. the battery under electrical loads and
current-flow inhomogeneities as well as simultaneous cooling, knowledge of the
voltage and temperature drifts on the in- For transient calculations, 1D calcula- thermal network of the overall battery
dividual cell level. The special feature of tion with the GT-Suite is also suitable system is indispensable. This network
these models is that they run in real time —particularly for mapping the limit can usually be summarized in terms of
and can therefore emulate the battery be- temperatures and heating-up and cool- a thermal resistance. As a rule, thermal
havior for control units and other hybrid down times in dynamic driving cycles. resistance is composed of multiple ther-
components on the hybrid test bench. Parameter variations are especially easy mal paths. These are comparable to a
R th transfer
R th graphite R th cell
Tcell
CELL
T = temperature
R th transfer = thermal transfer resistance
R th graphite = thermal resistance graphite
PTC = positive temperature coefficient R th cell = thermal resistance cell
parallel and serial resistance like in elec- solving this conflict requires an ideal values of control unit functions to fac-
trical applications. The graphic above compromise between thermal conduc- tors such as the ambient temperature.
depicts a simplified thermal path using tivity and high-voltage safety, which This capability of pre-applying the
the example of a battery with pouch makes the material selection process control units before real prototypes
cells and integrated PTC heating. considerably more difficult. are available significantly accelerates
the later final application in the com-
The heat is directed from the pouch cell plete vehicle.
towards the conductor—the electric Testing processes from the cell to
cell contact in this case—in a parallel the battery: cross-sectional-function
path via the graphite foils. The heat is Outlook
then conducted into the coolant via an Characterizing the thermal network in
optimized cooling plate. To efficiently a complex simulation model requires The future of thermal management for
move the waste heat from the cells to detailed thermal analysis on the test batteries depends on developments in
the cooling plate, in the battery technol- bench. When the actually measured cell chemistry. Lab research is currently
ogy area Porsche Engineering uses new data is compared with results from the focusing intensively on lithium-air and
materials such as graphite, phase transi- thermal network model, the differences lithium-sulfur technology. Whichever
tion materials and heat-pipes. These can that emerge can be used to configure direction the developments may take,
be used to achieve thermal conductivity the model parameters with great preci- thermal management will have to react
coefficients of over 1000 W / mK. sion. This enables the successive devel- accordingly. This could lead to solu-
opment of a coordinated and validated tions that go beyond the automotive
Unfortunately, good heat conductors simulation model of the battery. technology used heretofore. n
also conduct electricity well. Therefore
good electrical insulation is essential in This coordinated model now enables the
high-voltage batteries for vehicles. Re- process of adapting limit and threshold
Nardo
_____ Building a high-speed ring circuit with a length of 12.6 kilometers is no easy matter.
In 1975, Fiat turned this idea into reality. The track was intended to improve research and
development processes by testing cars under extreme conditions. As a result, the Nardò
circular track has become a site for numerous speed records. Over the years various vehicle
manufacturers have conducted test drives here and left their mark, breaking speed records
and writing history.
The Italian record for the highest speed was attained in Nardò
by the Mercedes-Benz C 111-IV. On May 5, 1979 it reached
precisely 403.978 km/h thereby breaking the 400 km/h mark.
Behind the wheel was Hans Liebold, who was not a
race driver, but the chief project engineer, who completed the
flying lap of the circular Nardò track in 1 minute 57 seconds.
His car was built specifically with a twin turbo 4.82 liter
biturbo V8 engine producing 373 kW (500 hp) at 6,200 rpm.
The huge central fin and long tail of the vehicle were in stark
contrast with the otherwise rather narrow body. The appear-
911 Models: Fuel consumption (combined)
ance of this vehicle on the track was the culmination of a
12.4 – 8.2 l/100 km; CO2 emissions (combined) project launched in the late 1960s by the brand with the three-
289 – 191 g/km; Efficiency class: G–F
pointed star. ›
1982: The Porsche revolution with the 928 S Everyone involved was enthralled for 201 hours, 39 minutes,
and 43 seconds. The special version of the sedan reached a top
Both performance and endurance are aspects that the Nardò speed of 250 kilometers per hour, made possible with a modi-
ring track was specifically created for, while the focus was fied fuel injection system and by eliminating the power steering.
always on reaching the highest speeds. Could the 928 S be as
successful as the legendary Porsche 911? This was a challenge
that Porsche set itself, as it veered away from the original DNA 1994: Max Biaggi on the Violent Violet
of the brand itself, with a front engine/rear transaxle layout. As
innovative as the car appeared, however, the German engineers While Nardò has always been a test track and has never
had simply changed the formula, and the result was just as suc- hosted a real race, there is nevertheless a feeling of unspoken
cessful. On November 7, 1982, Porsche broke the 24-hour re- competition in the air, as every company strives for the best
cord with the 224 kW (300 hp) 4.7-liter V8, covering a distance performance. Max Biaggi broke the “flying kilometer” record
of 6,033 kilometers at an average speed of 251.4 kilometers on June 4, 1994, in the saddle of the Violent Violet—a mo-
per hour. torcycle built by Fabio Fazi: “It was an incredible experience,”
recalls the Roman rider. “All I could hear was the rushing
wind and the sound of the electric rotor; I felt like I was go-
1983: A Mercedes-Benz 190 E 2.3-16 flat out for 201 hours ing to blast off at any moment. Lead acid batteries were in-
stalled instead of an engine. It had incredible torque and there
After the Porsche record in 1982, Mercedes responded accord- were no gears. You just pressed a button on the handlebars
ingly and from August 11 to 21, 1983 undertook a series of and the bike shot off with a massive surge of power. At that
record attempts with the 190 E 2.3-16: a race car, that later time such performance from electric engines was completely
dominated the DTM series and which had yet to be homolo- unexpected.” Max Biaggi’s ride entered the Fédération Inter-
gated for public roads. Over eleven days, the car set non-class nationale de Motocyclisme (FIM) world records list with a
records as well as the 25,000 and 50,000 kilometer records. performance of 164.198 kilometers per hour.
1994: Bertone Z.E.R. (Zero Emissions Record) neva Motor Show.” Former rally champion Sandro Munari
turned the drive down, as he feared the risk of overturning
The Bertone Z.E.R. (Zero Emissions Record) was a cigar- under the centrifugal forces of the circular Nardò circuit. So
shaped electric vehicle created to challenge the Americans on Oscar de Vita decided to drive himself. “I drove the car flat
the Bonneville Salt Flats in Utah. The idea was the brainchild out in the fourth lane, the one with the steepest bank, but at
of Oscar De Vita, an engineering student at Milan Polytechnic. first we could not get above 295 kilometers per hour.” How-
“The vehicle was shaped like a rocket and was only as wide as ever success was not far away. At the end of the test, de Vita
my shoulders,” recalls De Vita. “I submitted this project—the reported via his helmet microphone: “I’m past 300 km/h!”
thesis for my degree—to Mr. Bertone. He then decided to sup- The timekeepers then officially confirmed the new record of
port and to push my project. The required wind tunnel studies 303.977 km/h.
were done in eight months, while I worked on the electric mo-
tor.” The project was also sponsored by the battery producer
Fiamm, which wanted to promote lead acid batteries. “Instead 2000: Pirelli beats the flying kilometer record with Suzuki
of going to America for the tests, we decided to take the car
to Nardò in order to try to beat the one-hour distance record Salvo Pennisi, Pirelli motorcycle product development man-
there. The goal was to reach 200 kilometers per hour with an ager and motorcyclist himself, has achieved 23 speed records
electric motor. Our result of 199.882 kilometers per hour was in Nardò. “Nardò,” says Pennisi, “is the ideal facility for de-
very close. There was a slight drop in battery voltage towards veloping high-performance motorcycle tires, but it is also a
the end of the run so we didn’t quite manage to reach place of unforgettable memories. I shared my records with
200 km/h. If we had had nickel cadmium batteries, we would four-time world champion Fabio Villa. And it means a lot to
have crossed the 200 km/h speed barrier.” This was just a first me that the SBK tires for the Superbike World Championship
taste, however: “We developed the project even further in at the Phillip Island circuit were developed at the circuit in
1995 for an attempt on the flying kilometer record at the Apulia.” He speaks with pride, because the ring was decisive
Nardò track. Bertone presented the new project at the Ge- in convincing a number of Japanese managers to choose ›
Pirelli tires as original equipment for their motorcycles. “In 2004: Eliica, a 370 km/h sedan from Japan
2000, we made a bid for the flying kilometer record with the
Suzuki GSX 1300 R,” explains Villa. We set it with a speed of Nine years after the Bertone record, another electric sedan
306.598 km/h, but this was only the average of the two runs set down a clear mark. The Eliica (“Electric Lithium-Ion
in opposite directions. During the second run, I had actually battery Car”) was an outlandish project developed by 40 stu-
hit 320 km/h.” dents from Keio University in Japan, under the guidance of
Prof. Hiroshi Shimizu. The electric sedan was an eight-wheel
drive car with eight electric motors of 60 kW (80 hp) each
2002: The W12—a car that still holds seven records today and a combined total of 480 kW (640 hp) powered by a bank
of 80 batteries mounted in four rows. Charging the car to a
In addition to a tire, a car has also been named after the world- full 100 volts took about ten hours. In 2004, the 2,100-kilo-
famous Nardò proving ground: The Volkswagen “W12 Nardò,” gram car rocketed at 370 kilometers per hour on the ring
a concept car designed by Charlie Adair, was presented at the circuit in Apulia.
Tokyo Motor Show in 2001. The vehicle set ten records on
April 14, 2001 with the drivers Dieter Depping, Jean-François
Hemroulle, Marc Duez, Mauro Baldi, Emanuele Naspetti, 2005: New record with the Koenigsegg CCR
and Giorgio Sanna. However, it was the later W12-record
version that on February 24, 2002 even exceeded the former On February 28, 2008, Loris Bicocchi set a speed record of
performance by setting a 24-hour distance and speed record 388 km/h with the Koenigsegg CCR on the circular track. The
by covering 7,740.576 kilometers at an average of Swedish sports car powered by a 4.7-liter V8 produced
322.891 km/h. The Wolfsburg-based car manufacturer had 601 kW (806 hp) and 920 Nm of torque. It is relatively sim-
created a 441 kW (600 hp) vehicle with 621 Nm of torque ple to drive on the Nardò circuit at up to 240 km/h, as at this
weighing just 1,200 kilograms. Today, twelve years later, this speed the driver doesn’t need to steer in the outermost lane.
vehicle still holds seven world records. At this relatively moderate speed, the car behaves as though
it were driving in a straight line. However, at faster speeds the average speed of approximately 120 km/h, with consumption
driver has to keep correcting the driving line with the steering of 6.1 l/100 km, in line with the values declared by the man-
wheel. Even though Bicocchi tried to steer as little as possible ufacturer.
during the attempt in order to minimize tire wear, he still
reached a steering angle of 30°.
Who knows what surprises the next record attempt in Nardò
holds in store? Technology evolves constantly, and humanity
2012: Panamera Diesel, 24 Hours Challenge, Economy Run continues to love pushing back the boundaries of progress. n
The 24 Hours of Le Mans is the most famous endurance ment and the efficiency formula are revolutionary challenges,
race in the world. Back in 1951—production of the first and in the end Porsche customers will profit from that.”
sports car in Stuttgart-Zuffenhausen has only been under way
since March of the preceding year—a small contingent from
Porsche KG braves the high-speed course 200 kilometers west New rules
of Paris. The class victory of the light-alloy 356 SL Coupé
in its very first start marks the beginning of one of the great Not only Porsche’s return to Le Mans, but also the techni-
legends of motor racing: Porsche and Le Mans. Only Porsche cally demanding rules, were practically revolutionary this
has been at the start for 63 years running, and the reward for year: With a reduced fuel consumption requirement in place,
this remarkable staying power is a series of records, including the Fédération Internationale de l’Automobile (FIA) and the
16 triumphant overall victories and 102 class victories. The Automobile Club de l’Ouest (ACO) are making the fastest
sporting competition and the success at the top level of motor race cars in the world fit for the future. To stoke innova-
racing at one of the most famous venues belong to Porsche tion, the engineers were given unprecedented freedom—the
just as much as the number combination 911. FIA and ACO declined to prescribe a uniform hybrid sys-
tem. And there were no limits on either displacement or the
number of cylinders. Diesel or gasoline, turbo or not—the
The return in 2014 decision was up to the engineers. Whether one or two recu-
peration systems, battery storage, ultracapacitor or flywheel,
Since 1998, Porsche had not started in the top class Le-Mans- nothing was off-limits. So the engineers at the participating
Prototype-1 (LMP1) of endurance racing. The Stuttgart-based carmakers tinkered to beat the band, weighing the benefits
sports car manufacturer returned to the fray this year and and disadvantages of every parameter. Viewed from the out-
answered the new FIA efficiency rules, which limit energy side, the companies came to similar conclusions, but a closer
consumption per lap, with the innovative 919 Hybrid. Wolf- look revealed that under the bodies, the developments could
gang Hatz, board member for Research and Development scarcely have been more different.
at Porsche AG, announced the return to the top class of the
sports car World Endurance Championship (WEC) as follows:
“We remain ideally positioned in the GT area, but it was sim- 919 Hybrid: the technology
ply time for the brand to return to the top echelon of motor
racing. As far as I can remember, there has never been a set of In its design of the combustion engine, Porsche opted for an
rules that granted engineers so much freedom and demanded approach that matches the brand DNA: A gasoline engine
so much innovative ingenuity. (…) The hybridization require- fires the new Porsche 919 Hybrid. It’s an extremely compact
By Michael Fürstner
The development of energy storage for the without compromising electrical system in DC applications, the hazardous high-
919 Hybrid presented the engineers with performance. after all, the drive motor voltage range begins at 60 volts.
various challenges: on the front axle of the LMP1 lays down
220 kW (300 hp) and naturally requires The overall system voltage of the 919
a sufficient and reliable power supply to Hybrid is significantly above the 300–
Weight problems and lack of space perform its function. 400 volts normally found in conventional
electric vehicle applications. Higher
Low system weight is always an important voltages allow the load current-bearing
requirement and is therefore at the top of high voltage components to have smaller diameters,
the priority list in motor racing as well. The which in turn results in lower weights.
very limited space within the vehicle also The electrical energy is stored in lithium- However, the components required for the
posed great challenges for the engineers. ion cells from a123 Systems which were development of the battery control were
For safety reasons, the entire system is specially developed for this motor racing not immediately available from suppliers—
located next to the driver in the mono- application and combined into compact the system voltages in this range are found
coque—in the crash-protected area with modules using a special welding proce- in locomotives, for example, which for
just millimeters separating it from neigh- dure. each individual module has less than reasons of traction are designed with
boring components. It was therefore 60 volts. This modular construction is a high unit weight in mind. So all of the
necessary to develop a highly compact, important not least for safety reasons required components had to be individually
extremely small and lightweight battery when assembling the overall system since, developed and manufactured.
Durability levels due to the extreme grip. In terms of homologation process, the placement and
top speeds, the LMP1s are even a bit fastening of the battery was checked and
The cooling system is of major importance above that level, with top speeds of over assured.
for the durability of the battery. In the 919 330 km / h achieved at this year’s Le Mans.
Hybrid, the Computational Fluid Dynamics
(CFD) based fluid cooling system dissipates While in operation, all components must System control and monitoring
the waste heat so effectively that even at withstand the vibrations passed on by the
full throttle only very small temperature extremely rigid monocoque, including A significant component of the system is
differences are detectable across the the vibrations from the drive motor and the integrated control unit. This includes
entire battery. The thermal and electrical those caused by unevenness of the various components, e.g. crash and current
loads on the individual cells in the system road surface. The curbs present in many sensors, relay for switching off the system
are evenly balanced, which has a positive corners have centimeters-high transverse and individual components, resistors and
effect on the durability of the battery as grooves that rattle any car driving over interfaces for the power electronics,
a whole. them to the core. For this reason, the back-up and battery management system
mount of the battery had to be designed to (BMS). The BMS monitors the entire battery
provide maximum damping for precisely system from the temperature and voltage
Testing to the limit these stresses while still taking up as little values of the individual logical cells to the
space as possible and weighing calculation of the charge level by means of
The mechanical loads on every component next-to-nothing. special algorithms to evaluation of the
in a race car are enormous. Due to the crash sensor signals. n
extreme total system drive forces of the To ensure functionality, the newly devel-
current LMP1 hybrid cars and the all-wheel oped system was ultimately put on the test
drive used in the 919 Hybrid, the vehicle bench. There it had to withstand hours on
accelerations before, during, and after the hydraulic shaker with maximum
every corner are at nearly Formula One vibrations. In addition, in the course of the
4.0
3.8
3.6
3.6
3.4
3.4
Cell Voltage [ V ]
Cell Voltage [ V ]
3.2
3.2
3.0
3.0
2.8
2.6 2.8
2.4
2.6
2.2
2.0 2.4
Standard measurements of capacity (left), open-circuit voltage (center) and internal resistance (right)
The standard measurements are conducted over the entire the temperature-dependent capacity of the cell is determined.
temperature range in the vehicle from – 30 °C to +50 °C. First Then the open-circuit voltage (OCV) and time-dependent
internal resistance of the cell are determined for each tem-
perature step at different charge levels. This data enables a
sufficiently precise calculation of the static and dynamic prop-
internal Resistance discharge
at 0.5 A (1.0C) – 70 % SOC erties of the cell to determine its suitability for the planned
battery.
500
In the case of special applications, the data from the standard
450 –30 °C
–20 °C measurements is often insufficient to create a complete char-
400 –10 °C acterization. In that case, additional, more specific measure-
0 °C
350
+10 °C
ments are carried out on the test bench. Special cases such
internal resistance [ mΩ ]
300
+20 °C as the performance of the cells outside of their specifications
+50 °C
(for extreme cold starts), changes to the standard parameters
250
with age, or behavior in case of failure of an individual cell
200
can be tested in this manner. This makes it possible to expand
150 and confirm the range of the battery’s potential application.
100 Moreover, specific measurements can enable extrapolations
50
to complete batteries which in turn allow performance com-
parisons with existing batteries based on other technologies,
0
0.1 1 10 such as lead-acid batteries. ›
Pulse Time [ s ]
The cell test bench used by Porsche Engineering for such tests
integrates four measurement modules that can be operated Voltage range 0…5V
individually or in parallel. To increase the maximum current,
Current range 1 4 x ±30 A
the modules can each be connected in pairs so that either two
modules can be operated at twice the current or one module Current range 2 2 x ±60 A
operated at four times the usual current. In parallel with the Current range 3 1 x ±120 A
measurement channels, up to 16 temperature sensors can be Current increase <100 µs
read and their measurement values stored alongside the volt-
Sampling rate 5 ms
age and current values.
Temperature sensors 16
The cells are set to the specified measurement temperature in Control Ethernet
a climate chamber. The configurable temperature range here Connection to Ethernet
is from – 30 °C to +120 °C. The climate cabinet is controlled thermal cabinet
from the test bench. In the case of temperature changes, the
program pauses until the target temperature is reached.
Cell modules on the battery test bench With prototypes in particular, unexpected events regularly
occur. For instance, local heat generation can indicate a poor
Depending on the requirements of the battery design and connection between two cells caused by production errors.
calculation, multiple individual lithium-ion cells are com- Especially, the determined internal resistance of the module
bined to form cell modules, sometimes connected serially at different charge states (SOC) and high currents provides
and sometimes in parallel. For safety reasons, the module a particularly good indication of the quality of the module.
voltage is kept below 60 volts to avoid any danger from the The insights thus gained aid in the continuous improvement
current to people touching the cell and module connections. of the module design and ultimately also electric and thermal
The cell modules feature mechanical contact protection so optimization.
Current [ A ]
–200
tors can be switched.
–250
Another test concerns the interlock (pilot line), which is run Electrical characterization
parallel to the HV lines through the vehicle and identifies
open connectors. For this test, the contactors are switched If no noticeable problems occur in the baseline tests, further
and subsequently the interlock line is disconnected on the tests to characterize the battery are started. An important
test bench. As a result, all of the battery’s contactors must performance parameter here is the internal resistance of the
open immediately. entire battery. For this test the battery is charged with a cur-
rent pulse after a sufficiently long rest period. The internal
It is equally important for later use in the vehicle that the resistance determined in this measurement defines the maxi-
intermediate circuit is correctly precharged. Premature activa- mum performance and the power loss of the battery. It also
tion of the main contactor would damage or jam it. For this reflects significant aging effects.
test, any test capacity can be connected to the battery output
in accordance with the converter specifications. Specified driving cycles are then simulated on the test bench.
This makes it possible to test and qualify the battery with a
When all performance data (end-of-charge/end-of-discharge real driving profile. The complete contact protection and the
voltage) and threshold values (maximum currents and coolant fireproof testing cell ensure maximum safety in the process
temperature) for the battery is ok, further tests in which the for laboratory personnel.
battery is actively charged and discharged begin.
The Cayenne S E-Hybrid is the first plug-in hybrid in the premium SUV segment. The technological
advancement compared to the previous Cayenne S Hybrid is immense: It has a lithium-ion drive
battery with a capacity of 10.8 kWh, which enables a purely electric range of 18 to 36 kilometers
depending on driving style and terrain. The power of the electric motor has more than doubled
from 34 kW (47 hp) to 70 kW (95 hp). Overall fuel consumption (combined) is now 3.4 l / 100 km
(CO2 emissions (combined) are 79 g / km and electricity consumption (combined) is 20.8 kWh / 100km).
The combined power of the 3-liter V6 (245 kW / 333 hp) supercharged engine and the electric
In a hybrid vehicle like
the Porsche Cayenne S
motor of 306 kW (416 hp) at 5,500 rpm as well as total torque of 590 Nm at 1,250 to 4,000 rpm
E-Hybrid, optimum enable sports car-worthy performance figures: zero to 100 km/h in 5.9 seconds and a top
battery management is
of supreme importance.
speed of 243 km / h. The electric top speed is 125 km/h. The drive battery can be charged via
the electricity grid or while driving.
Because almost all batteries that are tested on the test bench are
also completely developed and produced at Porsche Engineer-
Cayenne S E-Hybrid: Fuel consumption (combined) 3.4 l/100 km;
ing, the engineers have an ideal understanding of precisely how Electricity consumption (combined) 20.8 kWh/100 km;
the units are equipped with temperature measurement points. CO2 emissions (combined) 79 g/km; efficiency class A+
Editor-in-Chief
Frederic Damköhler
Porsche Engineering Editing | coordination
Issue 2/ 2014
MagazIne
Nadine Guhl
CUSTOMERS & MARKETS Records on the circular track at Nardò
Advertisement
Frederic Damköhler
PORSCHE UP CLOSE Battery development for the Porsche 919 Hybrid
IntEllIgEnt thErmal managEmEnt
ENGINEERING INSIGHTS High-voltage testing from the cell to the battery Issue 2 / 2014
www.porsche-engineering.com
MACAN MOdELS: Fuel consumption (combined) 9.2 – 6.1 l/100 km; C02 emissions (combined) 216 – 159 g/km; Efficiency class: E–B
Design
VISCHER&BERNET, Stuttgart
Translation
RWS Group GmbH, Berlin
Porsche Engineering MagazIne
IntellIgent
THERMAL MANAGEMENT Insight into new solutions
Printing
Kraft Druck GmbH
76275 Ettlingen
www.porsche-engineering.com
Porsche Consulting.
Fuel consumption
918 Spyder: (in l/100
Fuel consumption km) combined
(in l/100 3.1–3.0;
km) combined 3.1 CO emissions
– 3.0;
2
combined
C02 emissions 72–70 72
combined g/km;
– 70 electricity consumption
g/km; electricity 12.7 kWh/100
consumption km
12.7 kWh/100 km