Periodic Reporting for period 2 - PowerDrive (Power electronics optimisation for next generation electric vehicle components)
Reporting period: 2023-11-01 to 2025-04-30
POWERDRIVE is submitted in framework of the Horizon Europe’s Cluster 5 “Climate, Energy and Mobility” whose main focus is to “accelerate the twin green and digital transitions and associated transformation of our economy, industry and society with a view to achieving climate neutrality in Europe by 2050”.
Greenhouse gas neutrality of the energy and mobility sectors in combination with innovative solutions is at the very core of Europe’s strategy, in order to make “Europe the first digitally enabled circular, climate-neutral and sustainable economy through the transformation of its mobility, energy, construction and production systems” (Key Strategic Orientation “C”), and to contribute reaching a “strategic autonomy by leading the development of key digital, enabling and emerging technologies, sectors and value chains to accelerate and steer the digital and green transitions through human-centred technologies and innovations” (Key Strategic Orientation “A”).
The energy and mobility sectors are therefore required to become increasingly intertwined in the coming decades as it is outlined in the communication “A clean planet for all: A European strategic long-term vision for a prosperous, modern, competitive and climate neutral economy” adopted by the EU. In this framework, R&I is expected to provide a significant boost to this process by accelerating this transition, reducing associated costs, triggering environmental, economic and societal impacts, generating new employment opportunities, and promoting more sustainable use of natural resources. The timing of this transformation is of high importance as novel solutions need to rapidly find their way to the market; therefore, their development, implementation, commercialisation, and up-scaling needs to be fast enough to generate a concrete impact on society by 2030 and in order to contribute to meet the 2050 goals.
To comply with the described policy framework and meet the work programme requirements and EU policy goals, POWERDRIVE aims at developing a next generation, highly efficient, cost-effective, and compact power electronics solution that integrate a portfolio of technologies for multi-objective optimisation of electric powertrains
of battery electric vehicles (BEV). These integrated solutions can be applied to both low and high-performance vehicles, and they will be suitable for diverse types of electric vehicles (EV). The concept of POWERDRIVE is that all the experience and expertise of the project partners in the development of electric drivetrain components will be leveraged and lead into the integration of advanced power electronics solutions for an optimised powertrain. This concept brings additional opportunities to strengthen Europe’s supply chain in electromobility for road transportation and to achieve zero-emission road mobility.
Greenhouse gas neutrality of the energy and mobility sectors in combination with innovative solutions is at the very core of Europe’s strategy, in order to make “Europe the first digitally enabled circular, climate-neutral and sustainable economy through the transformation of its mobility, energy, construction and production systems” (Key Strategic Orientation “C”), and to contribute reaching a “strategic autonomy by leading the development of key digital, enabling and emerging technologies, sectors and value chains to accelerate and steer the digital and green transitions through human-centred technologies and innovations” (Key Strategic Orientation “A”).
The energy and mobility sectors are therefore required to become increasingly intertwined in the coming decades as it is outlined in the communication “A clean planet for all: A European strategic long-term vision for a prosperous, modern, competitive and climate neutral economy” adopted by the EU. In this framework, R&I is expected to provide a significant boost to this process by accelerating this transition, reducing associated costs, triggering environmental, economic and societal impacts, generating new employment opportunities, and promoting more sustainable use of natural resources. The timing of this transformation is of high importance as novel solutions need to rapidly find their way to the market; therefore, their development, implementation, commercialisation, and up-scaling needs to be fast enough to generate a concrete impact on society by 2030 and in order to contribute to meet the 2050 goals.
To comply with the described policy framework and meet the work programme requirements and EU policy goals, POWERDRIVE aims at developing a next generation, highly efficient, cost-effective, and compact power electronics solution that integrate a portfolio of technologies for multi-objective optimisation of electric powertrains
of battery electric vehicles (BEV). These integrated solutions can be applied to both low and high-performance vehicles, and they will be suitable for diverse types of electric vehicles (EV). The concept of POWERDRIVE is that all the experience and expertise of the project partners in the development of electric drivetrain components will be leveraged and lead into the integration of advanced power electronics solutions for an optimised powertrain. This concept brings additional opportunities to strengthen Europe’s supply chain in electromobility for road transportation and to achieve zero-emission road mobility.
The specific milestones their status is updated, the deliverables outlined in the report affirm the project's adherence to schedule. Minor delays, detailed in the report's conclusion, have been addressed to ensure continued project momentum.
Objectives and status update
POWERDRIVE will be successful with the accomplishment of the overall and following specific objectives (SO):
Overall Objective: Develop a functional ultra-compact, efficient, cost-effective, and integrated advanced power electronics solution for passenger BEVs through a portfolio of technologies that intends to achieve cost, loss, and size reduction in electric powertrains.
Efficiency Power Density Cost: 28% cost reduction, 35% loss reduction, and power densities of around 26.4 kW/kg and 50.3 kW/litre
SO.1: Optimise components (connectors, semiconductors, magnetics, cooling circuitry, etc.), and converters (traction inverter and OBC) (WP1-7)
Efficiency Power Density: 98.5% Efficiency (whole profile), Densities of 16.4 kW/kg and 24.9 kW/litre
Realization: SA detailed state-of-the-art review has been developed, focusing on the analysis of different topologies for the inverter and OBC. Downsized prototypes are currently being tested to support improvements in the models. Final prototypes are in the development phase and will meet the power density requirements. Simulations and tests have been carried out to reduce size and/or increase the efficiency of multiple critical components, including DC-link capacitors, transformers, inductors, busbars, and the cooling solution.
SO.2: Reduce the overall cost of the advanced power electronics solutions (inverter and OBC) using SiC and GaN components and advanced passive devices (WP1-7)
Cost Density: 12.5 €/kW cost density in the set of Inverter and OBC
Realization: A study on the reduction in size and cost of DC-link capacitors is conducted and published.
SO.3: Integrate traction inverters and OBC into motors and batteries, respectively (WP1-3)
Number of integrated systems: At least 1 integrated inverter-motor and 1 integrated OBC-battery
Realization: Two inverter concepts are build, including the radial integration of the inverter with the electric machine. Customized busbars are tested and produced, and the electric and thermal models are developed, and control strategy is under development to optimize the losses and lifetime
SO.4: Model, simulate, and predict the operation of the advanced power electronics solutions under different load, charging, and real driving profiles to increase its reliability and quality (WP7-8)
Accuracy Calculation Time: <5% deviation between simulation and testing Computational performance which allows time-domain simulation for design purposes.
Realization: The collection of the data corresponding to the driving profiles has been completed and its analysis stage is started.
For fast simulation of the core losses a full order model (FOM) and a reduced order model (ROM) are created.
SO.5: Integrate components and converters in one integrated powertrain platform (WP1-3).
Number of platforms: At least 1 integrated platform for testing and demonstration
Volvo has detailed the characteristics of the testing platforms in D1.2 and is currently holding regular meetings with the partners involved, in order to align the practical aspects of performing the tests at Volvo’s facilities in Gothenburg.
SO.6: Test, validate, and demonstrate the developed integrated advanced power electronics solutions implemented in a BEV platform (WP1 & WP9)
Number of tests. Measured efficiency and power density: At least 5 full sets of measurements and proof of the actual loss, cost, size, and weight reductions while the performance of the car is kept high.
Realization: Test specifications have been defined see deliverable D1.2. Volvo has also initiated the planning and booking of the final event to demonstrate the work carried out at their facilities.
Objectives and status update
POWERDRIVE will be successful with the accomplishment of the overall and following specific objectives (SO):
Overall Objective: Develop a functional ultra-compact, efficient, cost-effective, and integrated advanced power electronics solution for passenger BEVs through a portfolio of technologies that intends to achieve cost, loss, and size reduction in electric powertrains.
Efficiency Power Density Cost: 28% cost reduction, 35% loss reduction, and power densities of around 26.4 kW/kg and 50.3 kW/litre
SO.1: Optimise components (connectors, semiconductors, magnetics, cooling circuitry, etc.), and converters (traction inverter and OBC) (WP1-7)
Efficiency Power Density: 98.5% Efficiency (whole profile), Densities of 16.4 kW/kg and 24.9 kW/litre
Realization: SA detailed state-of-the-art review has been developed, focusing on the analysis of different topologies for the inverter and OBC. Downsized prototypes are currently being tested to support improvements in the models. Final prototypes are in the development phase and will meet the power density requirements. Simulations and tests have been carried out to reduce size and/or increase the efficiency of multiple critical components, including DC-link capacitors, transformers, inductors, busbars, and the cooling solution.
SO.2: Reduce the overall cost of the advanced power electronics solutions (inverter and OBC) using SiC and GaN components and advanced passive devices (WP1-7)
Cost Density: 12.5 €/kW cost density in the set of Inverter and OBC
Realization: A study on the reduction in size and cost of DC-link capacitors is conducted and published.
SO.3: Integrate traction inverters and OBC into motors and batteries, respectively (WP1-3)
Number of integrated systems: At least 1 integrated inverter-motor and 1 integrated OBC-battery
Realization: Two inverter concepts are build, including the radial integration of the inverter with the electric machine. Customized busbars are tested and produced, and the electric and thermal models are developed, and control strategy is under development to optimize the losses and lifetime
SO.4: Model, simulate, and predict the operation of the advanced power electronics solutions under different load, charging, and real driving profiles to increase its reliability and quality (WP7-8)
Accuracy Calculation Time: <5% deviation between simulation and testing Computational performance which allows time-domain simulation for design purposes.
Realization: The collection of the data corresponding to the driving profiles has been completed and its analysis stage is started.
For fast simulation of the core losses a full order model (FOM) and a reduced order model (ROM) are created.
SO.5: Integrate components and converters in one integrated powertrain platform (WP1-3).
Number of platforms: At least 1 integrated platform for testing and demonstration
Volvo has detailed the characteristics of the testing platforms in D1.2 and is currently holding regular meetings with the partners involved, in order to align the practical aspects of performing the tests at Volvo’s facilities in Gothenburg.
SO.6: Test, validate, and demonstrate the developed integrated advanced power electronics solutions implemented in a BEV platform (WP1 & WP9)
Number of tests. Measured efficiency and power density: At least 5 full sets of measurements and proof of the actual loss, cost, size, and weight reductions while the performance of the car is kept high.
Realization: Test specifications have been defined see deliverable D1.2. Volvo has also initiated the planning and booking of the final event to demonstrate the work carried out at their facilities.
One of the inverter prototypes has been completed, incorporating a low-inductance busbar developed in collaboration with Rogers. This advancement contributes to reduced converter losses.
Tampere University has developed a novel simulation tool that significantly reduces computation time when analyzing the electromagnetic behavior of electric machines. Compared to traditional FEM tools, this method enables much faster simulations.
This development shortens the time required for machine design optimization.
Infineon has completed the design of the power switches, with a key highlight being the integration of current and temperature sensors.
Tampere University has developed a novel simulation tool that significantly reduces computation time when analyzing the electromagnetic behavior of electric machines. Compared to traditional FEM tools, this method enables much faster simulations.
This development shortens the time required for machine design optimization.
Infineon has completed the design of the power switches, with a key highlight being the integration of current and temperature sensors.