Download AC-150 GEN 2 INTERFACE DOCUMENT

Interface Document
for the
AC-150 Gen 2
Electric Propulsion System
Serial Number _________________________
Copyright  1992 - 2003 AC Propulsion, Inc. All rights
reserved. Contents of this publication may not be
reproduced in any form without the written permission of
AC Propulsion, Inc.
AC Propulsion, Inc. drive systems are covered by U.S.
and foreign patents issued and pending. The AC-150
system incorporates AC Propulsion’s Reductive
Integrated Battery Charger Patent No. 5,341,075 and
Patent Numbers 5,355,070 5,642,010 and 6,018,224
and other patents pending.
Specifications are subject to change without notice.
AC PROPULSION, INC.
441 Borrego Court
San Dimas, California 91773
phone (909) 592-5399
fax (909) 394-4598
www.acpropulsion.com
8-18-03
Contents
page
Important Safety Precautions
3
System Description and Specifications
AC-150 Torque, Power & Efficiency Curves
AC-150 Power & Signal Flow
4
6
7
Drive System Application Notes
Gear Reduction
Propulsion Battery
Regenerative Braking
Cooling Air Considerations
PEU Mounting
8
8
8
8
9
9
Power Electronics Unit
Automatic Battery Contactor Operation
Operating Modes
Emergency Start
Drive System Safety Interlocks
Connector Pin Descriptions
Connector Assembly Notes
Operator & Vehicle Interface Signal Schematic
System Setup and Adjustments
Maintenance
10
11
11
12
12
13
14
15
16
16
Motor
17
18
Insulated Coupling
Mechanical Interface Drawings
19
Appendix A
Motor Coupling Drawing
22
Appendix B
Motor Mounting Plate
23
Appendix C
Procedure for Testing Battery Isolation
25
Appendix D
Traction Control Set-up
26
Appendix E
PEU Serial Data Format
27
AC-150 Interface Document
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AC Propulsion, Inc.
• IMPORTANT SAFETY PRECAUTIONS
DANGER
-
VOLTAGES
UP TO 450V ARE PRESENT IN
THIS SYSTEM. FAILURE TO OBSERVE SAFE INSTALLATION,
OPERATION AND SERVICE CAN RESULT IN DEATH OR INJURY
AND EQUIPMENT DAMAGE.
This system is to be installed and serviced by qualified technicians only, who are trained in the
safe installation and handling of high voltage and high power devices.
Extra care must be taken when working with dc voltages because of the tendency to continue to
arc once an arc has started. A high power dc source such as a vehicle battery can cause
electrical explosions.
The Power Electronics Unit (PEU) cover is removable. Do not remove cover until battery
connector J3 has been disengaged and enough time has passed to allow internal capacitors to
discharge. An internal discharge circuit normally does this within a few minutes. Always check
that dangerous voltages are not present with a voltmeter before working on equipment. There is
no cover electrical interlock, but there is provision for locking the cover latches.
PEU chassis must be electrically grounded to vehicle chassis via connector J7 before connecting
battery connector J3.
High voltage may be present on PEU J8 and J10 connector contacts.
The propulsion battery (or other dc source) must be electrically isolated from vehicle chassis.
In grid connected mode (battery recharge or discharge), the propulsion battery, motor lines,
motor chassis and motor shaft are electrically live with respect to chassis. They are connected to
the utility power lines through the PEU. The vehicle chassis and PEU chassis are connected to
earth ground through the utility power cord. The motor mount and shaft must be insulated from
the vehicle chassis. Insulated motor mounting hardware is included with the motor and drawings
showing a recommended insulated motor coupling are included in this document. Operator or
service personnel must never come in contact with the motor aluminum housing.
Care must be used in matching battery recharge power and voltage to the particular battery being
used. Too high power or voltage can cause battery failure and/or explosive or toxic chemical
generation.
Never allow the voltage applied to the PEU J3 connector to go above 450V (for example by using
external battery charging apparatus). Doing so may cause extensive damage to the PEU.
The PEU and motor are not designed to tolerate direct water splash or extreme dirty or dusty
environment. Suitable protection must be provided in the vehicle installation. Do not operate if
PEU or motor are wet.
The AC-150 motor has maximum speed rating of 12,000 rpm. The controller has an electronic
speed limit of 12,000 rpm, however it is possible to exceed this speed if the motor is driven
mechanically, such as when down shifting a multi-speed gearbox. Exceeding this motor speed
limit can cause catastrophic failure and loss of control of the vehicle.
Do not connect or operate the system if any cable or insulation is damaged. Recharge cords and
power outlets should meet the normal electrical codes.
AC-150 Interface Document
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AC Propulsion, Inc.
SYSTEM DESCRIPTION & SPECIFICATIONS
Introducing the AC-150 Integrated Electric Drive / Recharge System - a ground-breaking
product that features High Performance, High Efficiency and Unparalleled charging convenience
all in a safe and reliable package.
The AC-150 system includes a power electronics unit and an AC-induction traction motor that
combine to provide high performance, high efficiency, and rapid, convenient charging capabilities
for electric and hybrid vehicle applications. These components have been designed from the
ground up as a tightly integrated system to deliver up to 150 kW (200 hp) motor output, yet
maximize vehicle driving range with high efficiency over a broad operating range and
comprehensive energy recovery through regenerative braking. Both power electronics and motor
are forced-air cooled to provide exceptional ease of installation and maintenance while reducing
cost.
The AC-150 embodies patented control and construction techniques that allow the power
electronics and motor windings to be re-configured as a high-rate Reductive™ battery charger.
By using motor drive components, the Reductive Charger reduces vehicle cost and weight. By
allowing safe charging from existing 110V to 240V outlets at rates as high as 20 kW, the
Reductive™ Charger reduces infrastructure installation requirements and costs, and its
innovative bi-directional power capability opens a new world of capabilities including self
contained vehicle battery diagnostics, standby or standalone power generation, vehicle to vehicle
(V2V) charge transfer and vehicle to grid power functions (V2G).
Two companion products have been developed to work with the AC-150 drive system. The
Vehicle Management System (VMS) and Batt-Opt battery management system were designed to
integrate important vehicle functions and driver controls. The VMS incorporates charge controls,
data displays for charge parameters, vehicle and battery energy status, and control/display of the
Batt-Opt modules. See page 7 to see how these systems interface.
Features
Advanced Drive Control Circuitry
∗ "Glass smooth" torque under all load and speed conditions
∗ Natural and transparent driving feel
∗ Driver adjustable regenerative braking
∗ Traction control
* Integral power distribution and fusing for battery optimizer, cabin PTC heater and hybrid / fuel cell
APU.
Integrated Bidirectional Reductive™ Charger
∗ Charge from any power source between 100 and 250 VAC, 50 or 60 Hz.
∗ Charge rate controllable from 200W up to 20kW (with 240 V line)
∗ Unity power factor, sine wave current draw
∗ GFI outlet compatible
∗ Automatic mode switching (recharge mode activated when charge power is connected)
* Controlled battery discharge into power line for battery diagnostics and conditioning with automatic
disconnect if line voltage drops out or changes beyond normal range.
* UPS mode for backup power and energy transfer to other electric vehicles.
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AC Propulsion, Inc.
Features - continued
Designed-in Safety
∗ Protection against over-current, over-voltage and over-temperature conditions.
∗ Battery floats with respect to vehicle chassis
∗ Double insulated motor
∗ Zero motor back-EMF when excitation removed
∗ Interlocks prevent accidental operation
Operating Performance
Input Voltage
336 – 360 V nominal
240 V min, 450 V max
Input Current
580 Adc max (drive)
-200 Adc max (regeneration)
Torque
220 Nm max, 0-5,000 rpm (drive)
115 Nm max (regeneration)
Power
150 kW max, 7,000-8,000 rpm
50 kW continuous at 8,000 rpm
(torque and power at 336V DC input)
Efficiency:
91% peak (50 kW, 9000 rpm)
86% road load (8 kW, 8500 rpm)
>93% recharge (240V line, 10 kW)
Power Electronics Unit
Pulse-width-modulated, voltage fed, IGBT inverter with current mode, sine-modulated controls; battery
charging circuitry; auxiliary 13.5V power supply; and interfaces for control pedals and dash instruments.
Environmentally rugged forced air-cooled design.
Dimensions:
186 x 313 x 760 mm (excluding blower)
Total weight:
30 kg (incl blower)
Cooling:
Forced-air with pwm speed control
Power connectors:
Aircraft-style circular
Control connectors: AMP waterproof automotive
Control inputs: Ground-referenced signals for key switch, accelerator pedal, regenerative sensitivity,
forward, neutral, and reverse; and RS-232 for recharge/discharge control and cabin heat. Optional
CAN bus.
Instrumentation outputs: RS-232 for battery voltage, Inverter, hybrid and accessory currents, inverter
temp, motor temp, motor rpm, motor direction, line voltage, line current, battery isolation, and 12V
bus voltage
Aux Power supply current rating: 100 A @ 13.5 V (up to 30A allocated for cooling blowers)
Motor
Four-pole induction, high frequency design with inverter-controlled magnetic flux.
Dimensions:
245mm dia x 350 mm long (excluding blower and cable)
Total weight:
50 kg (incl blower)
Maximum rpm:
12,000
Insulation:
Class H, double-insulated
Cooling:
Forced-air with pwm speed control
Sensors:
Winding temp, tachometer
AC-150 Interface Document
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AC Propulsion, Inc.
A C-150 ELECTRIC PRO PU LSIO N SYSTEM
M A X IM U M TO RQ U E & PO W ER vs. RPM
250
D ata w ith V in = 336 V dc
Low er voltage has less available pow er
225
200
175
150
125
100
75
50
SH A FT PO W ER (kW )
TO RQ U E (N -m )
25
0
0
2,000
4,000
6,000
8,000
10,000
M O TO R RPM
AC-150 Interface Document
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AC Propulsion, Inc.
12,000
AC-150 POWER AND SIGNAL FLOW – SCHEMATIC
AC-150 Interface Document
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AC Propulsion, Inc.
DRIVE SYSTEM APPLICATION NOTES
Gear Reduction
The AC-150 motor is not supplied with a gear reduction unit, although in most applications, one is
required. As an aid in matching the drive system to vehicle requirements, the graph on page 6
shows the maximum available motor torque (and thus power which is the product of speed and
torque) versus motor rpm for the AC-150 system. For a conventional passenger car in the 2500
to 3500 pound range, a direct drive single speed gear reduction unit is usuallly suitable to match
the motor to the drive wheels. A single speed gear unit is lighter and more efficient than a
multispeed transmission. For example, a motor /wheel ratio of 9.6:1 will provide outstanding
acceleration and a top speed above 80 mph. As a general guideline, the continuous motor
running torque should not exceed 1/3 of the maximum available torque. High peak torque is
available for brief periods such as vehicle acceleration or hill climbs. Note that from 0 to about
6000 rpm, accelerator position, motor currents and motor torque are all approximately
proportional. Battery current is approximately proportional to output power, not motor current. So
at low motor speeds, battery current will be low because output power is low, even though the
motor may be running at maximum current and will eventually overheat. Therefore when high
power is required for extended periods, it is better to gear the motor to run at higher rpm.
Propulsion Battery
a. Voltage - 336 VDC nominal is recommended (28 12V batteries for example). This is
the minimum voltage required for compatibility of the integrated charger with a 240
Vrms recharge line. Maximum recharge voltage is 450 VDC. Battery recharge
voltage and current limits are set by charge control commands to the PEU. In drive
mode, PEU begins power limiting as voltage drops below about 270 VDC and goes
to zero power available at 240 VDC.
b. Current - The drive system will require up to 525 amps from the battery at full power
and can return up to 200 amps during regenerative braking.
c.
Isolation – For safety and charge system requirements, the propulsion battery must
be isolated from chassis.
c.
Although the PEU has an internal fuse for the battery power, it is strongly
recommended that the propulsion battery pack have over-current protection to
protect the batteries and battery pack wiring in the event of an external short circuit.
As a minimum, one fuse rated for at least 400 amps and 500 VDC should be used.
Two fuses (separating the battery pack into 3 sections) is even safer.
Regenerative Braking
This powerful feature greatly increases vehicle efficiency by the conversion of vehicle kinetic
energy to electric energy to charge the battery during braking. An additional benefit is the virtual
elimination of mechanical brake wear. A very simple and elegant control strategy can be used
with the accelerator pedal signal only. Referring to the diagram below, regen. braking begins
when the vehicle is moving and the accel pedal is less than 30% depressed. At approx. 30%, the
motor torque is zero. More than 30% depression commands positive (accelerating) torque and
less than 30% commands negative (decelerating) torque. Regen torque is proportional to
accelerator position, so as the accelerator is lifted, more regen torque is applied. The regen
torque fades away to zero as the vehicle speed decreases to zero. This gives smooth
continuous control with one foot and the mechanical brake is seldom needed. The PEU has an
input that controls the regen torque gain (0 to 5V signal). A dashboard mounted potentiometer
may be used for the driver to set the desired sensitivity of regen braking. An optional PEU input
accepts a brake pedal signal (0 to 5V) which subtracts from the accelerator signal. The PEU has
a control circuit which limits regen brake torque when the battery is too full to absorb regen power
so that the battery does not exceed a preset voltage limit (normally 405V).
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AC Propulsion, Inc.
Cooling Air Considerations
Both PEU and motor are air cooled, each unit having its own variable speed blower. Traction
inverter temperature contols the PEU blower and motor winding temperature controls the motor
blower. The installation should provide outside air for the blower inlets and allow heated exhaust
air to escape the vehicle. Avoid blower ingestion of exhaust air.
Avoid turning the system off if the motor temperature is above 100°C. With the system on, the
motor cooling blower continues to run until temperature drops to <100°C . This will prevent heat
soak into the encoder electronics in the motor.
PEU Mounting
Preferred Orientation of the PEU in the vehicle is horizontal as shown on the picture on the
following page. Contactors inside the PEU best withstand shock and vibration in this orientation.
Four vibration isolation mounts are supplied with the system and should be used for supporting
the PEU. The PEU should be located as close as is reasonably possible to the motor to minimize
motor cable length.
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AC Propulsion, Inc.
POWER ELECTRONICS UNIT
The power electronics unit (PEU) houses the propulsion power inverter, the auxiliary 12VDC
power supply (APS), the battery recharge electronics and power line filters, PEU and motor
cooling blowers control and driver and vehcle interface circuits. It interfaces with the propulsion
battery, propulsion motor, recharge port, vehicle 12VDC system, drive system cooling fans, driver
control signals, and the vehicle management system (VMS) controller. The PEU chassis should
be electrically connected to vehicle chassis with a minimum of 6 gauge wire. For safety, all
control and data I/O lines are low voltage and chassis ground referenced. The propulsion battery
and motor drive voltages are isolated from chassis, except during recharge.
New Gen 2 features
•
•
•
•
•
•
•
•
•
•
•
Bi-directional power flow in grid-connected mode allows battery discharge into the power line
for battery capacity diagnostics. Stand alone Uninterruptable Power Supply (UPS) mode
provides portable power and vehicle-to-vehicle charge transfer capability.
Integral automatic battery contactor inside the PEU
Digital Data and Recharge Control Interface to dashboard
RS232 serial port for laptop data displays
Water-proof I/O connector and Quarter-turn battery connector
Integrated DC bus power port for connection of hybrid power. Port is fused and has separate
current sensor.
Refined motor control for higher power above base speed and low speed smoothness
Improved traction control
Improved vehicle stability through lateral acceleration compensation of regenerative braking
PEU is 30 % smaller and 8 pounds lighter than Gen 1
Maximum battery voltage increased to 450V
AC-150 Interface Document
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AC Propulsion, Inc.
Automatic battery contactor operation
This feature greatly simplifies propulsion battery interface and improves safety and robustness of
the system.
A dc contactor is in series with propulsion battery connector. When the battery is not connected
or open-circuited, the contactor is open. The contactor logic and drive circuit operates when
battery voltage is present. When battery presense is detected and when battery voltage is within
allowable limits, a PEU capacitor pre-charge sequence is initiated. When pre-charge completion
is detected, the contactor will close (the PEU turn on signal should be off during pre-charge or
else pre-charge will not complete).
The contactor will open and PEU capacitor active discharge will begin if one of the following
occcurs:
•
•
•
the battery connector is removed
the battery becomes open-circuit
battery voltage is out of normal range (<193 or >460)
The flashing pattern of the LED near J3 indicates contactor status as follows (line indicates LED
on):
LED off
No battery voltage detected
__________
___________
battery voltage out of range
___________________________
PEU pre-charging
__
Normal, connected to batt., contactor closed
_______
__
_______
Connect Fault
If a Connect Fault occurs, then the battery connector must be removed. The contactor logic
circuit will reset. The cause of the fault should be determined. Re-engagement of the battery
connector will restart the pre-charge sequence. Note that the logic allows three pre-charge
attempts before going to the Connect Fault state.
Operating Modes
Drive Mode – Forward, Neutral or Reverse. Neutral is default state at turn on. APS also turns
on. Traction inverter is only enabled in forward or reverse. This mode is normally activated with
vehicle key switch “ON” position.
Auxiliary Mode - APS 12V power supply only is on. This mode is normally activated with
vehicle key switch “ACCES” position or Emergency On signal.
Charge or Discharge Mode (Grid Connected) - This mode is entered automatically whenever
the utility power line is connected to the PEU. It will over-ride Drive Mode preventing driveaway
while power line is applied. (Warning – If vehicle is plugged in but line voltage is not present,
Drive Mode will not be inhibited. A method to prevent driveaway for this condition is to use a
switch activated by the mechanical insertion of vehicle charge connector, with the switch
connected to the PEU Seat Switch input). User specified line current, battery current and battery
voltage limits are set via serial data bus. The PEU has internal contactors to auto-disconnect
from the power line if the line goes down. Charge algorithm is constant current to be specified
battery current or line current limit (whichever is lower) until the battery voltage limit is reached,
then transition to constant voltage.
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AC Propulsion, Inc.
UPS Mode – 50 or 60 Hz depending on last time connected to grid. User specified voltage 100
to 220 Vrms. This mode is initiated and contolled via serial data bus. It is locked out if grid
connected. Key switch must be ON.
Emergency Start
The PEU is normally turned on with 12V from the vehicle key switch to the MAIN ON input of
J1. The Auxilliary Power Supply (APS) is turned on with 12V to the AUX ON input of J1. In
the the event that the vehicle 12V battery is dead, then the APS may be turned on by
momentarily grounding the EMERG ON of J1 input. Turn-on power is then supplied by the
9V battery on the LOI circuit card in the top tray of the PEU.
Drive System Safety Interlocks
1. From Neutral state, transitions to Forward or Reverse states are only allowed when
accelerator signal is < 0.75V. Transition from Neutral to Reverse is only allowed if motor
speed is < 2000 RPM. Transition from Neutral to Forward is allowed at any speed (regen.
braking is faded back in slowly to avoid sudden application). Transistion to Neutral allowed
under all conditions.
2. Transitions from Forward to Reverse or from Reverse to Forward are only allowed under
same conditions as 1 above.
3. SEAT SWITCH SIGNAL - If switch is open for 5 seconds, the drive system transitions to
Neutral if the system is in Forward or Reverse. This signal must be grounded to enter
Forward or Reverse.
4. The system automatically enters Charge Mode when line power is applied to J8. In Charge
Mode, Drive mode is disabled. The internal power line contactor will not close if the battery
does not pass isolation test each time line is connected.
5. The system starts power limiting if the PEU temperature is >66°C or if Motor temperature is
>185°C.
6. The system will power limit if the battery voltage falls below about 270V, with power available
going to zero at 240V.
7. Accel input signal is fail safe in the event of a broken power or ground wire to the accelerator
potentiometer.
8. Reverse is speed limited.
9. PARKING BRAKE ON signal (via serial data bus) limits forward speed when parking brake is
engaged.
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AC Propulsion, Inc.
PEU CONNECTOR PIN DESCRIPTIONS
Unless otherwise specified, voltages listed below are with respect to chassis ground.
MIN
WIRE GA
PIN DESIG. SIGNAL DESCRIPTION
J1 (male) SIGNAL INPUT/OUTPUT
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
REVERSE LED
REVERSE COMMAND, MOMENTARY GND
SIGNAL GROUND
FAULT INDICATOR, 0 OR 5V, HI=FAULT
WHEEL TACH “B” INPUT, 2.2K PULL-UP TO 5V
+5V SUPPLY FOR ACCEL, REGEN & BRAKE POTS
BRAKE COMMAND INPUT, 0-5V (optional)
AUXILIARY ON, 12V IN TURNS ON APS
BRAKE PRESSURE 1
TX (RS-232)
CHARGE MODE DISABLE, L=DISABLE
BACK-UP LIGHT, 12V when REVERSE MODE, note 1
FORWARD LED
FORWARD COMMAND, MOMENTARY GND
TRACTION CONTROL ENABLE, L=ENABLE
WHEEL TACH “A” INPUT, 2.2K PULL-UP TO 5V
SIGNAL GROUND
ACCELERATOR COMMAND INPUT, 0.5 TO 4.5V
EMERGENCY ON, GND TURNS ON APS
BRAKE PRESSURE 2
EMERGENCY ON, GND TURNS ON APS (DUPL.)
RX (RS-232)
TACH PULSES, 0/+5V, 32 PULSES/MOTOR REVOL.
NEUTRAL LED
NEUTRAL COMMAND, MOMENTARY GND
SEAT SWITCH, GND=ENABLE DRIVE MODE
SIGNAL GROUND
+5V P, POWER FOR WHEEL SPEED SENSOR(S)
REGEN BRAKE GAIN CONTROL, 0-5V
TACH PULSES (DUPLICATE)
PEU MAIN TURN ON, 12V=ON, 0V OR OPEN = OFF
NEUTRAL COMMAND (DUPLICATE)
SPARE
SIGNAL GROUND
BRAKE LIGHT, +12V WHEN DECELERATING, note 1
22
22
22
22
22
22
22
22
22
22
22
22
22
22
22
22
22
22
22
22
22
22
22
22
22
22
22
22
22
22
22
22
22
22
22
J2 (female) HIGH VOLTAGE DISTRIBUTION
A
B
C
D
E
AUX. POWER UNIT, POSITIVE, 80A LIMIT
UNSWITCHED NEGATIVE, 10A LIMIT
AUX. POWER UNIT, NEGATIVE, 80 A LIMIT
SWITCHED POSITIVE, 10A LIMIT
UNSWITCHED POSITIVE, 10A LIMIT
6
16
6
16
16
note 1. Internal current limit at 5 amps
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AC Propulsion, Inc.
MIN
WIRE GA
PIN DESIG. SIGNAL DESCRIPTION
J3 (male) PROPULSION BATTERY
A
B
BATT. POSITIVE, POWER
BATT. NEGATIVE, POWER
2
2
J4 PEU FAN (.25” FAST ON CONNECTORS)
CENTER TAB POSITIVE, +12V PWM
CHASSIS TAB NEGATIVE
14
14
J5 MOTOR FAN NEGATIVE (.25” FAST ON CONNECTORS)
CENTER TAB POSITIVE, +12V PWM
CHASSIS TAB NEGATIVE
14
14
J6 +12VDC AUX. POWER, (DC-DC CONVERTER OUTPUT)
1/4-20 STUD, +13.5 VDC NOMINAL, 100 A CURR. LIMIT
6
5/16-18 STUD
6
J7 CHASSIS GROUND
J8 (male) CHARGE POWER – VOLTAGE FROM PIN A TO PIN C SHALL BE
BETWEEN 100 AND 250 VRMS, SINGLE PHASE.
A
B
C
D
E
F
50 OR 60 Hz LINE
EARTH GROUND
50 OR 60 Hz LINE
NO CONNECTION
NO CONNECTION
NO CONNECTION
6
6
6
SHIELD
ENCODER A, 0 TO 5V PULSES
GND
SHIELD
ENCODER B, 0 TO 5V PULSES
THERMOCOUPLE, TYPE J, POS, WHITE
THERMOCOUPLE, TYPE J, NEG RED
+5VDC ENCODER POWER
22
22
22
22
22
22
22
BATTERY NEG. (SHIELD)
PHASE A, PWM, 450 Vpk WRT BATT. NEG.
PHASE C, PWM, 450 Vpk WRT BATT. NEG.
PHASE B, PWM, 450 Vpk WRT BATT. NEG.
20
2
2
2
J9 (male) MOTOR ENCODER
1
2
3
4
5
6
7
8
J10 (female) MOTOR POWER
A,C,E
B
D
F
Connector Assembly Notes
J1 mating signal connector - see Appendix F
J2, J3 and J8 mating power connectors - These connectors have high temperature silicon
rubber inserts to hold and insulate the contacts. These contacts are designed to have wires
soldered into them. Use a Sn 60 type solder with rosen flux. A 100 watt soldering iron works
well. Do not use a propane torch. Connectors should be cleaned with isopropyl alcohol or other
flux solvent after soldering. A high-pot test is recommended on the completed connector
assembly. Contact to contact and contact to shell resistance readings should be > 200 MΩ at
600V. White Delrin plastic inserts are included to provide extra safety for the J3 battery
connector. These should be pushed into the face of the J3 mating connector after the contacts
are soldered and cleaned.
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AC Propulsion, Inc.
OPERATOR & VEHICLE INTERFACE SIGNAL SCHEMATIC
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AC Propulsion, Inc.
SYSTEM SETUP & ADJUSTMENTS
Several adjustments may be necessary for the initial setup of the drive system to match the
vehicle. These adjustments are on the System Control Interface (SCI) circuit board located in the
top section of the PEU.
Jumper DIR sets the motor rotation clockwise or counterclockwise to correspond to the vehicle
forward and reverse modes.
Jumper PDL is used to control the accelerator pedal offset. Normally for driving, it should be in
the V (variable) position. In the variable position, accelerator pedal offset (neutral torque) is
approximatedly 30% while the vehicle is moving and reduces to 0 offset as the speed
approaches 0. This allows immediate torque as the pedal is depressed when the vehicle is
stopped. The F (fixed) 30% position is used during system test.
Jumper BRK sets the regen brake light trigger source. MT is from motor tach and WT is from
wheel tach. Wheel tach signal is only present if wheel speed sensors are used for the traction
control setup. Regen brake light triggers on deceleration greater than a preset threshold.
SCI potentiometers and calibrations are preset by the manufacturer.
Traction control is an option which needs to be setup to suit the vehicle. The PEU is designed to
accept traction control signals from optional undriven wheel speed sensors (1 or 2 sensors).
Pots WSA, WSB & TC are used for traction control setup. Please see Appendix D for
implementation.
PEU MAINTENANCE
IMPORTANT SAFETY NOTE
Whenever, the PEU is opened for work, the following steps should be taken: disconnect propulsion
battery from PEU and wait 2 minutes for internal capacitors to discharge, then remove PEU cover. If
you must contact any high voltage circuits, use a voltmeter to verify that no high voltage is still
present.
The following items in the PEU should be checked periodically.
Cooling Fins in lower air plenum - The cooling blower and lower shroud needs to be removed to
gain access to the power module cooling fins. These can be cleaned out with compressed air if
necessary. (Do not spin Aux. Power Supply cooling fan with compressed air). Frequency and
need for cleaning depends on operating environment.
9V battery for emergency on - This battery is provided so that the system may be turned on in
the event that vehicle 12 battery is not available. It is located on the LOI circuit board in the top
tray of the PEU. Disconnect propulsion battery from PEU. Wait 2 minutes for high voltage to be
discharged. Remove PEU cover to gain access.
PEU cooling blowers - There are 3 cooling fans for the PEU: the main PEU cooling blower
mounted on the front of the chassis, an internal air circulation fan under the line filter cover in the
top tray of the PEU, and the Aux. Power Supply cooling fan in the lower air plenum. These
should be checked for free spinning rotation periodically. The internal air circulation fan can be
checked as follows: open the PEU following the safety notes above. Lift the hinged tray. The fan
can be checked from the bottom of the hinged tray.
Fuses -
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MOTOR
The AC-150 motor is custom designed for automotive application to maximize power/weight ratio
and efficiency over a broad range of speed and power. It is a three-phase induction motor, with
a four pole winding. The patented copper rotor construction allows extremely high power density
and high efficiency. The air-cooled design provides for simplified installation and maintenance as
well as weight savings and cost reduction. The motor houses a winding temperature sensor and
an encoder that provides speed and direction information to the PEU. A variable speed blower is
provided which is driven from the PEU. A power cable and a signal cable are attached to the
motor. The power cable is a special double-shielded construction and is not easily modified.
Power connector orientation and cable length are normally specified at time of order to suit the
vehicle installation.
The motor should be electrically isolated from vehicle chassis for proper operation of the
recharge system and to minimize electrical noise injection into the vehicle chassis in drive mode.
Isolated motor mounting hardware is provided with the drive system. An insulated motor shaft-togear input shaft coupling is also required as described below. Appendix B has dimensions for
fabricating the motor to gearbox adapter plate.
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Insulated Coupling
A special motor shaft-to-gear input shaft coupling is required. Input and output sides are
electrically insulated for proper operation. This is not included with the AC-150 system since it
usually is application specific. An approved coupling is available in whole or in part from AC
Propulsion. The coupling assembly drawing is shown in Appendix A. Fabrication drawings are
available upon request. The motor side has female splines to match the motor shaft and o-ring.
Typically the gear reduction side also has a female spline to match in gear input shaft.
Use high temperature automotive grease to lubricate the motor and transmission splines and
o-ring. The motor shaft uses an o-ring seal to the female spline to retain grease. The coupling is
typically clamped to the gearbox input shaft.
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MECHANICAL INTERFACE DRAWINGS
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MOTOR INSTALLATION DRAWINGS
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APPENDIX A
MOTOR COUPLING DRAWING
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APPENDIX B
MOTOR ADAPTER PLATE
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Appendix C
Procedure for Testing Isolation of Propulsion Battery
from Vehicle Chassis
Equipment Needed
1. Voltmeter capable of reading up to 400 Vdc.
2. 100 K-ohm resistor rated at 2 watts or greater power dissipation and at
least 500V (a 2W carbon composition resistor will do).
3. Test Leads as appropriate.
CAUTION - Lethal Voltages are present during this test. Test must be
performed by qualified personnel.
Procedure
1. Connect 100 K-ohm resistor from battery (+) terminal to chassis and
measure voltage across resistor. Caution: resistor may get hot.
2. Reconnect 100 K-ohm resistor from battery (-) terminal to chassis and
measure voltage across resistor. Caution: resistor may get hot.
If the propulsion battery is truly floating with respect to chassis, the voltage across the resistor
should be near zero in each of the two above tests.
When the battery is connected to the P.E.U., the chassis voltage should be approximately
midway between the battery terminals.
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Appendix D
Procedure for Setting Up PEU for Traction Control
CAUTION - Lethal Voltages are present in the PEU while it is connected to
the propulsion batttery. Procedure must be performed by qualified technician.
Equipment Needed
1. Digital Voltmeter (DVM)
2. Oscilloscope with voltage probe
3. Pulse generator capable of TTL level pulses
4. Vehicle lift or jack
Theory of Operation
Traction control is an important safety feature that will limit slip of the driven wheels during
acceleration or regenerative braking. This is especially important for a front wheel drive vehicle
where high regen braking torque can cause loss of traction on slick road surfaces resulting in
loss of steering control. The AC-150 PEU has traction control capability built-in. To use this
feature, wheel speed sensors must be installed on one or two of the undriven wheels (rear
wheels for a front wheel drive vehicle or front wheels for a rear wheel drive vehicle). One speed
sensor will work but two is better since it will give symetrical operation during vehicle turns. If two
speed sensors are used, then the two signals are averaged by the PEU. The speed sensor must
be capable of providing TTL compatible pulse signals to the PEU inputs (0 to 5V). There are 2.2
kΩ pull-up resistors to 5V on these lines so the speed sensor need only have an open collector
output. The PEU provides two 5 volt biases for the speed sensors. Speed sensors are available
from AC Propulsion as an optional item. Typical pulse counts are 80 pulses per wheel revolution.
If the count varies widely from this, the SCI circuit board in the PEU may need changes to
capacitors Cta and Ctb so that the system can be calibrated correctly. If the count is too low,
then some other components on the board may also need to be changed. Please consult the
factory for this.
The undriven wheel(s) speed pulses are converted to an analog voltage and compared to the
motor analog tach signal generated within the PEU (0-12,000 rpm=0-2.5V). For either
acceleration or regenerative braking, if the undriven wheel(s) speed is significantly higher or
lower than the driven wheels, then there is significant drive wheel slip and the PEU will limit motor
torque so that wheel slip is limited to a few rpm.
The following signal lines must be accessed on the PEU J1 connector:
16
wheel tach "A" input
5
wheel tach "B" input
28
+5V P, power for wheel speed sensors
17
gnd
15
traction control enable (gnd = enable, open = disable)
Procedure
1. Determine the undriven wheel pulse frequency corresponding to 12,000 motor rpm as
follows:
f = 200 x P / R Hertz
where P= pulses/revolution & R= motor/wheel gear ratio (measure ratio or count gear teeth)
2. Lift the undriven wheel off the ground. Turn on the PEU and spin the wheel to verify
that the undriven wheel tach signals are proper TTL level pulses and that there are no missing
pulses during a revolution.
3. Disconnect the wheel speed sensor(s) from the PEU. Using a pulse generator, input
TTL level pulses at the frequency calculated above into the tach "A" input line. Remove the cover
from the PEU and locate the SCI circuit board on the top tray. Monitor test point “WT” with a
DVM (the wire loop on the SCI circuit board is ground). Locate pot "WSA" on the SCI board.
Turn on the PEU. If a single wheel sensor is used, adjust the pot until the DVM reads 2.50 V. If
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two wheel sensors are used, adjust the pot until the DVM reads 1.25 V. If the required voltage is
out of range of adjustment of the pot, then capacitors Cta and Ctb must be changed (located next
to pots WSA and WSB). Use same value for both capacitors. A larger value will increase
voltage.
4. Repeat step 3 except using the tach "B" input line and adjust pot "WSB".
5. Check that if the pulses are input to tachs "A" and "B" simultaneously, then the DVM
should read twice as high.
6. Monitor test point “TC” on the SCI board with the DVM. Disconnect the pulse
generator. Adjust pot "TC" so that the DVM reads 0.6 V. (Increasing this voltage will allow higher
wheel slip.)
7. The traction control system is enabled by grounding PEU J1 pin 15 (no connection on
pin 15 means traction control is disabled). A toggle switch on the dashboard may be used for
enable/disable or the signal can be permanently grounded.
8. The system can be tested by putting the vehicle on a lift which allows all wheels to
spin. Turn on the drive system, switch to forward and step on the accelerator. With the traction
control enabled, the drive wheels should spin limited to low speed. If the undriven wheel(s) with
the speed sensor is turned by hand, the drive wheels should speed up. A further test is to
monitor SCI test point TCO with an oscilloscope while driving. This signal should stay at about
+5 V during normal operation and only decrease when wheel slip occurs.
Appendix E
PEU Serial Data Format
See Document Number SI508-100 PEU
Programming Interface for the AC-150 Gen 2 Electric
Propulsion System. Note that this level of detail is
transparent to the system integrator if the AC
Propulsion VMS module is used.
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