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Keep Up With the Speed ofElectric Vehicle Technologies

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Introductions

Larry Todd – Safety CertificationsTom O’Hara – Battery Performance

Mike Koffink – Automotive EMCAlex Porter - MC

We will have question and answersessions after each presentation

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Larry Todd – SafetyCertifications

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Electrical Product Safety Testing

and Certification

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Agenda

• Product safety certifications

- What requires them and who enforces them

- What Are NRTL’s and who is acceptable to list products

• Additional rules for car manufacturers

- What is the NEC?

- Who are the AHJ’s and all these local inspectors?

• What does the NEC require (Article 625)?

• What Standards are used for evaluation and

certification of products for the US?

• What about Canadian requirements?

• What about the rest of the world?

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Product Safety Certifications

• Product Safety Certifications in the U.S. are called Listings

• Listings are typically required for three reasons:

1. In the workplace, OSHA regulations require that all equipmentcovered by a listing standard be listed if an employee is going touse it.

2. For most other installations, the National Electrical Code (NFPA70) requires either listing or approval by the AHJ (Authority HavingJurisdiction)

3. Many companies want their products listed to help meet liabilityinsurance requirements

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Product Safety Certifications

• Listings provide the following:

1. An evaluation to a nationally recognized product safety standard bya third party organization trained in looking at equipment for reductionof fire, shock and personal injury hazards.

2. Manufacturer is audited at least 4 times a year to insure the productbeing labeled is the same as the tested and evaluated sample.

3. Listing Labs provide support when there are questions in the field.

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Product Safety Certifications

• Because of OSHA, there is a national accreditation for ProductSafety Certification Labs, called NRTL (Nationally RecognizedTest Lab)

• Where the NEC calls out a recognized lab, AHJ’s and Statesaccept NRTL’s by OSHA, in addition to others in some cases

• There are 16 NRTL’s, some of which have accreditation inonly a few standards, companies like Intertek (ETL Mark), UL,CSA, TUV have a large set of standards recognized by OSHA

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Additional Rules for Car Makers

• Now that automobiles are being connected to the electrical

system, additional requirements need to be considered for theOEM, customer and manufacturers of electrical supportequipment

• The NEC is the code or law that the U.S. uses to determinethe proper way of installing and using electrical equipment and

wiring in the U.S.

• The AHJ (local building official or electrical inspector) has thefinal say in the acceptance of equipment and electricalinstallations

• The NEC tells the electrical inspector that one way of knowinga piece of equipment is ok is to look for the listing mark of anapproved lab (think NRTL)

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Additional Rules for Car Makers

• The NEC also, in some cases tells the inspector that the onlyway to accept a piece of equipment is to look for the listing Mark.

• In the case of Electric Vehicle Charging Systems Article 625.5indicates that all electrical materials, devices, fittings andassociated equipment shall be listed or labeled.

• We will talk more about the specific requirements, but this meansthat the charger and the wiring to it need to be installed inaccordance with the NEC and this includes the more powerfulrecharging equipment that might even need a new branch circuitto be installed in the user’s garage

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Additional Rules for Car Makers

• A coordinated effort is needed to make sure the equipment

used in the charging of the vehicle and the supply to thisequipment complies with certification requirements andalso the proper wiring methods for installation

• Electrical Inspectors make sure that electrical installations

are put in properly and in accordance with the NEC andany local laws and protect users and properly owners frommistakes that could cause fires or shocks for the users.

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Article 625 of NEC

• Article 625 is Electric Vehicle Charging Systems

- 625.1 Scope – The provisions of this article cover the electricalconductors and equipment external to an electric vehicle thatconnect an electric vehicle to a supply of electricity by conductiveor inductive means, and the installation of equipment and devicesrelate to electric vehicle charging

- 625.2 Electric Vehicle - …On Road use, such as passengerautomobiles, buses, trucks, vans, neighborhood electrical vehiclesand the like, primarily powered by an electric motor that drawscurrent from a rechargeable storage battery, fuel cell, photovoltaicarray or other source of electric current

- UL Standard UL 2202 further includes hybrid electric vehiclesand plug in versions of these vehicles

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Article 625 of NEC

Article 625 is Electric Vehicle Charging Systems

- 625.4 Voltages – Nominal AC voltages used to supply theequipment covered by this section are 120, 120/240, 208Y/120,240, 480Y/277, 480, 600Y/347 and 600V

- 625.5 Listed or Labeled –All electrical materials, devices,

fittings, and associated equipment shall be listed or labeled.- 625.9 – Electric Vehicle Coupler has several requirements.Compliance and listing to UL 2251 will meet all these coderequirements

- 625.13-625.19 Covers the Construction of the Equipment.

Listing to UL 2202 covers all these requirements

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Article 625 of NEC

• Article 625 is Electric Vehicle Charging Systems

- 625.21-625.25 – Cover the Control and Protection of theequipment and people using the equipment. Again listing of theequipment to UL 2202 will cover these requirements with theadditional consideration of UL 2231-1 and UL 2231-2 whichcovers the Personnel Protection Systems required to be in the

Charging System

- 625.28 – 625.30 Covers the locations the equipment can belocated and any ventilation required in the locations.

Indoor and Outdoor rules (which are covered by the standards)

but also mounting height requirements and specific ventilationrequirement and several ways to meet those are indicated.

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Article 625 of NEC

• Article 625 is Electric Vehicle Charging Systems

- This Article of the NEC identifies that the equipment must belisted and gives the general requirements for minimum equipmentrequirements and installation requirements

- Even without the listing requirement, it would be difficult for a

manufacturer or an AHJ to know if something complies with theserequirements without a standard to design the equipment to andfor a third party to verify compliance

• Next we will take a look at the Standards used to certifyequipment

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Safety Certification Standards

• Basic Standard for the Charging System Equipment is UL 2202

- Covers the charging systems that are either inductive or conductiveand supplied by 600V or less. Equipment may be on-board the vehicle oroff-board.

- Includes:

- Electrical construction

- Mechanical construction

- Protection of users against injury

- Normal performance

- Abnormal operations

- Optional ratings such as harmonic distortion

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Safety Certification Standards

• In conjunction with UL 2202, UL 2231-1 and UL 2231-2

are used to evaluate the Personnel Protection Systemsfor Electric Vehicles

- These standards look at the systems and devices that areintended to reduce the risk of electric shock to the used fromaccessible parts, in grounded or isolated circuits for chargingelectric vehicles

- Evaluated with the charging circuits to make sure they workwith the particular system being designed

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Safety Certification Standards

• For the plugs, receptacle and couplers for Electric

Vehicles, the standard is UL 2251.

- These requirements cover plugs, receptacles, vehicle inletsand connectors rated up to 800 Amperes and up to 600V acor dc and intended for conductive connection systems for EVs

- This standard does not cover normal cords, cord sets,(extension cords) and other types of normal cords covered byother standards

- The couplers described and evaluated in this standard are inthe configurations from SAE J1772

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Safety Certification Standards

• Special cases might need special combinations of

standards. These standard should cover most of theequipment that will go with the chargers needed whensimple plug in the wall is not sufficient.

• Cables used as part of the system need to be type EV,

EVJ, EVE, EVJE, EVT, EVJT- All suitable for wet locations; Listed to UL 62 Flexible Cords

and Cables)

• Power pedestals that just supply normal power (as in

parking lots, etc) are covered by UL 231 Power Outlets

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Safety Certification Standards

• Batteries

- Whether or not a battery is vented or not can effect how the systemis evaluated according to the NEC

- Classification of the batteries for this feature is also available

- Electric vehicle battery packs employing non-vented batteries or

batteries whose chemistry cannot produce hydrogen are investigatedby inspection of the manufacturer's product

- Electric vehicle battery packs employing batteries that can emithydrogen, such as valve regulated or vented lead-acid or nickel-metalhydride batteries, are subjected to investigation in accordance withSAE Recommended Practice J1718 (1994), "Measurement of

Hydrogen Gas Emission From Battery-Powered Cars and Light TrucksDuring Battery Charging." Battery systems which do not producehydrogen concentrations in excess of 1% (25% of the lowerflammability limit) are considered in compliance with the requirementsof Article 625 of the NEC.

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Safety Certification Standards

• Canadian listings are different than U.S. Accreditation is

by SCC (Standard Council of Canada). Most of the samecompanies are also accredited by SCC for Canada.

• Listing marks will indicate Canadian approval.

• CSA Standard for the Charging Equipment is CSA C22.2

#107.1, which is the standard for General Use PowerSupplies

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Safety Certification Standards

• European Requirements for Safety are based on

appropriate Directives and when the product isdetermined to comply, can be marked with the “CE”Mark which allows entry in the EU and free movementbetween European countries

• A full program of necessary testing and evaluation can

be provided based on a combination of directives andappropriate European norms.

• Note that this Mark is for Europe and does not coverUS requirements.

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Special Circumstances

• If you find yourself in a special circumstance with a new

product or one not yet listed and need to install…..

• The same labs that do the listing can do Field Labeling. It ispossible in limited situations where the installation site isknown to quickly determine basic compliance with the rules

and working with the AHJ get acceptance for an installationusing the Labeled requirement rather than the “listing”requirement.

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Summary

• For EV, listing of all equipment going to attach to the

building wiring is needed

• Listing also provides the manufacturer with help inmeeting the requirements so that when you sell yourproduct you can be assured of acceptance in the field

• This electrical safety evaluation is one part of theoverall testing needed

• Listing to the appropriate UL and CSA standards willallow installation of the charging equipment in

accordance with the National Electrical Code

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Questions?

Next up – Battery Performance

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Tom O’Hara – BatteryPerformance

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Automotive Testing Expo:Performance, Durability and Abuse Testing of Batteries

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Agenda

Introduction

• DOE Goals

• Automotive Applications

Battery Chemistries

Performance / Durability / Safety

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DOE FreedomCAR Goals

2010 FreedomCAR Goal:

• 25 kW Power-Assist (18 second pulse)

• $20 per kW

• Battery Cost $500

Reference:

Toyota Prius has 25kW, 1.2 kWh NiMH, est. cost $900 to $1500

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DOE FreedomCAR Goals

2014 DOE PHEV Goal:

• 10, 40 mile Capable PHEV Battery

• Cost $500 per kWh

• PHEV 10 = $1,700

• PHEV 40 = $3,400

Reference:

Chevy Volt, 16 kWh battery (8 kWh used), est. cost $8000

Note: EV at 20 kWh cost = $10,000

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Automotive Applications

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Automotive Applications

SLI: Starting / Lighting / Ignition

HEV: Hybrid Electric Vehicle (Micro, Mild, Strong)

PHEV: Plug-In Hybrid Electric Vehicle

EREV: Extended Range Electric Vehicle

EV: Electric Vehicle

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Automotive Applications

US Justification?

Cost and payback

European Justification?

Reduced CO2 emissions

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Battery Chemistries

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Battery Chemistries

10-302-8

Self discharge

(% per month at 20C)

4-102-15yrsCalendar life

450250 (800)cycles

Cycle life

(100% DOD)

850200W/kgSpecific Power

240 (300)70 (115)Wh/lEnergy density

7535 (80)Wh/kgSpecific energy

1.22VNominal Voltage

NiMHPb/Ac

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Battery Chemistries

2-1010-302-8

Self discharge

(% per month at 20C)

2-5, (10?)4-102-15yrsCalendar life

1000450250 (800)cycles

Cycle life

(100% DOD)

1500850200W/kgSpecific Power

400 (450)240 (300)70 (115)Wh/lEnergy density

150 (240)7535 (80)Wh/kgSpecific energy

2-41.22VNominal Voltage

Li-IonNiMHPb/Ac

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Battery Chemistries

5<202-1010-302-8

Self discharge

(% per month at 20C)

????2-5, (10?)4-102-15yrsCalendar life

100 (300)2001000450250 (800)cycles

Cycle life

(100% DOD)

5003001500850200W/kgSpecific Power

460170400 (450)240 (300)70 (115)Wh/lEnergy density

20060150 (240)7535 (80)Wh/kgSpecific energy

1.51.652-41.22VNominal Voltage

Ag/ZnNi/ZnLi-IonNiMHPb/Ac

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Battery Chemistries - Applications

Lead Acid

• SLI, micro HEV

• Global Market Leader ($ Sales)

• Still active Research and Development

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Battery Chemistries - Applications

Nickel Metal Hydride (NiMH)

• Dominates HEV (Panasonic 80% market share)

• May move into PHEV

• HEV application utilizes only 30% of NiMH capacity (Charge Sustaining)

• 300,000 cycles expected

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Battery Chemistries - Applications

Lithium Ion

• HEV, PHEV, EV

• For PHEV, utilizes 70% capacity

• In Charge Sustaining Mode: 300,000 cycles

• In Charge Depletion Mode: 5,000 deep discharge cycles

• For EV, near full 100% SOC

• Charge Depletion Mode: 1,000+ deep discharge cycles

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Performance

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Performance - General

From a Performance perspective, DOE Goals are met.

Issue now is Cost, Durability (Reliability), and Safety.

The remainder of this presentation will focus on Li-Ion Battery Chemistry

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Performance - General

TRUE or FALSE:All Li-Ion batteries are alike?

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Performance - General

Answer: FALSE

Some perspective…

Energizer/Duracell Zn/MnO2 (Alkaline Batteries)

-- $Millions are spent in Advertising

-- Distinctions are minor

-- But, each market share valued at over $20 Million, so…

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Performance - General

Li-Ion comes in a variety of chemistries

Significant distinctions

• Anode Chemistries

• Cathode Chemistries

• Construction (Form Factor)

• Other Construction (electrolyte, separator, etc.)

• Manufacturing Expertise (relates to battery capacity and safety)

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Performance - Anode Chemistry

?▲▲▲▲Low temp operation

(◊◊◊◊)◊◊◊◊Energy density

?▲▲▲▲▲▲▲▲Recycleability

▲▲▲▲▲▲▲▲Safety

?▲▲▲▲Cyclelife (100% DoD)

?▲▲▲▲▲▲▲▲Charge time

(▼▼▼▼)▼▼▼▼ ▼▼▼▼Cost (bare cell)

?▲▲▲▲▲▲▲▲Max discharge rate

(◊◊◊◊)◊◊◊◊Specific energy

(▼▼▼▼)▼▼▼▼Voltage

Si/Sn AnodeLTO Anode

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Performance – Cathode Chemistry

◊◊◊◊◊◊◊◊Low temp operation

▲▲▲▲▲▲▲▲▼▼▼▼Energy density

▲▲▲▲▲▲▲▲

▲▲▲▲▲▲▲▲

◊◊◊◊

◊◊◊◊

◊◊◊◊

◊◊◊◊

▼▼▼▼

▼▼▼▼LiFePO4, LiMn2O4

▼▼▼▼ ▼▼▼▼

▲▲▲▲

▲▲▲▲

◊◊◊◊

▲▲▲▲

▲▲▲▲

▲▲▲▲▲▲▲▲

(▲▲▲▲)NCA, NCM, LVP

Recycleability

Safety

Cyclelife (100% DoD)

Charge time

Cost (bare cell)

Max discharge rate

Specific energy

Voltage

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Performance – Construction

Form Factor:

Advantage / Disadvantages of various Li-Ion Form Factors

• Cylindrical

• Prismatic

• Layered

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Performance – Construction

Prismatic Can:

• Flattened spiral would or parallel plate electrodes

• Improved heat rejection from inner core

(Safety and Performance Advantage)

• Improved high power versus cylindrical

• Lower cost, modular Battery Design

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Performance – Construction

Layered (soft package):

• Stacked layers, laminated construction

• Further improved thermal management

• Flexible

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Performance – Other Construction

Electrolyte:

• Non-flammable

• Anode reactivity (SEI concerns)

• High Voltage stability

Separator:

• Thermal shutdown (watch for shrinkage)

• Puncture resistance (internal shorting)

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Performance – Manufacturing

Manufacturing Expertise:

• Manufacturer A vs B

• Manufacturer A, Lot to Lot Variation

Manufacturing Controls

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Durability – General Concerns

Performance Variables:

• DOD (Depth of Discharge on cycling)

• C Rate

• Temperature (Thermal Management)

Mercedes S 400 HYBRID

(battery is cooled by the A/C coolant)

(maintains operating temperature at 10C to 30C)

(50C max, 40C practical max)

Parking Lot in Phoenix

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Durability – End of Life

Li-Ion End of Life Causes:

• Lithium plating reduces anode charge reserve

• Impedance rise at cathode

• Soft shorts

• Capacity loss (Li consumption at SEI)

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Durability – Requirements

Cycle Life

Calendar Life

Temperature Effects

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Durability – Temperature Effect

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Safety

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Safety – General Test Requirements

• Controlled Crush

• Penetration

• Drop

• Immersion

• Roll-over Simulation

• Mechanical Shock

• Thermal Stability

• Simulated Fuel Fires

• Elevated Temperature Storage

• Rapid Charge/Discharge• Thermal Shock Cycling

• Overcharge / Overvoltage

• Short Circuit

• Overdischarge / Voltage

• Partial Short Circuit

• Altitude simulation

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Safety – General Test Requirements

Laptop and Cell Phone versus Automotive (Distinctions)

• Drop, Shock,

• Vibration, Crush

Industry need for improved, meaningful Safety Tests

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Safety – Laptop Perspective (18650)

Spiral Wound, Cylindrical (Large Volume Commercial cells):

Incident rate is one in 5 to 10 million

Layered Constructions (Large Format Automotive):

Incident rate is unknown

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Safety – Failure Mechanism

Mechanism for 18650 field failures:

• Mechanical grinding (charge/discharge volume changes)

• Internal Short Circuit

Failures occur either early in life (first few cycles)

or late in life (>50 cycles)

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Safety – Failure Mechanism

For 18650…

Nearly all field incidents have been caused by internal short circuits!!!

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Safety – Failure Mechanism

For 18650…

Nearly all field incidents have been caused by internal short circuits!!!

Best Understanding:

Internal short must meet Energy & Power threshold levels for Thermal Runaway

S f F il M h i

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Safety – Failure Mechanism

For 18650…

Nearly all field incidents have been caused by internal short circuits!!!

Best Understanding:

Internal short must meet Energy & Power threshold levels for Thermal Runaway

Here, cathode chemistry is not the prime factor!

S f t F il M h i

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Safety – Failure Mechanism

Still, much safety related cathode research continues…

S f t C th d C i

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Safety – Cathode Comparisons

Safet Fail re Mechanism

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Safety – Failure Mechanism

What are the failure mechanisms for Large Format Automotive???

Summary

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Summary

DOE’s Performance based Goals for PHEV have been reached

Battery / System Cost must be reduced

Cycle Life and Calendar Life remain uncertain

Thermal Management is critical to long term performance and durability

The industry needs improved, meaningful safety tests

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Questions?

Next Up – Automotive EMC

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Michael Koffink – AutomotiveEMC

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Automotive Testing Expo:EMC testing and Electric Vehicles

Agenda

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Agenda

Introduction

• The current state of standards• New technologies bringing about change?

• What does this mean to the test lab?

What is EMC testing?

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What is EMC testing?

• Electro magnetic Compatibility testing is necessary toensure that all vehicle components do not generate highlevels of RF interference and are in turn immune to it aswell.

• Radiated and Conducted Emissions

• Transients

• ESD

• Very important in the automotive realm-Performance andSafety demands it

Automotive EMC Regulations- US

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Automotive EMC Regulations US

• Most OEM’s have their own test standards• USA- FCC has automotive devices on their exemption list for

unintentional radiators.

• Intentional radiators must meet CFR 47 Part 15C.

• FCC leaves it to the OEMs to enforce EMC through their ownstandards

• SAE standards exist as guidance for non-OE devices

Automotive EMC Regulations- EU

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Automotive EMC Regulations EU

• OEMs have own standards

• E and e Mark scheme-Automotive EMC Directive-2004/104/ec

• “Old Approach Directive” Requires Type approval

• Also ECE 324 Regulation 10 03 governed by UN

Current Standards

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Current Standards

• These automotive EMC standards were developed over theyears based on historical experiences with internal

combustion engine vehicles and the electronics subassemblies that are associated with them.

• For the most part OEM’s and government regulators havedone a good job trying to keep up with technical changes incomponent and accessory technology and addressing it with

standard updates and careful test planning.

• Some methodology standardization…CISPR 25 for radiatedemissions as example

• But…. The development of electric vehicles is rapidly evolving.

A surge of technical changes could be inevitable

EV and HEV- hurdles

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a s

• Higher buss voltages up to 900V

• Motor drives• Unique battery monitoring and charging circuitry

• Hi efficiency low power concepts for lighting

• Weight a factor

• Filtering techniques• More shielding

• Conducted emissions issues

• Upgrade buss communication

• New private players in the industry• Some manufacturers of sought after technology new to the

demand of automotive industry

EV and HEV- more hurdles the PEV

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• Plug- ins!!?

• Charging??• What does this mean for power grid superstructure around the

globe?

• Cross over Standards from the household and industrialsectors

• There are standards out there being developed but not yetharmonized

EV and HEV- industry awareness

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y

• Test Labs need to stay tuned for changes in rules as well astest methodology

• Become more involved than ever in helping trouble shootproblems. Expect more diagnostics and engineeringevaluation

• Clients want answers

• Full vehicle testing may become more common

• Expect cross over work from Military sector

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Questions?

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 Additional Automotive Testing Capabilities

•Accelerated Stress Testing (AST) •Live Fuel Materials Testing•Airbag Deployment •Materials Testing•Analytical (Chem Lab) Testing •Performance Testing•Audio Testing •Product Evaluation and•Buzz Squeak & Rattle (BSR) •Durability Testing•Dynamometer-based Engine Testing •Road Simulation Testing

•Electronics Testing •SHED Testing•EMC Testing •Systems Certification•Environmental Conditioning •Validation Engineering•Failure Analysis •Training/Consulting•Field Evaluation Services •Vehicle Testing•Fuels & Lubricants Testing •Vehicle Fuel System Testing

•Laboratory Management •Vibration (Single & Multi-Axis)•Lighting/Photometrics •VOC Testing

Global Network: Intertek Group

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StaffLocationsCountries

110 1030 24,000

Floated May 2002 – LSE: ITRK

FTSE 100, Support Services Sector

Your premier certification and testingpartner

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Thank You