Block Diagram. Figure 6 – ID4EV block diagram
Block Diagram. VOA 1...n TX (other lanes) P2
Block Diagram. Figure 10 provides a schematic view of the logical design of the regenerative braking system. As braking systems in conventional vehicles, the boundary of this braking system to the plant and drivers consists of the following interfaces:
1. Measured brake pedal position through Brake Pedal Sensor;
2. Measured vehicle longitudinal velocity through Vehicle Speed Sensor;
3. Measured angular velocity of each wheel through Wheel Speed Sensor;
4. Controlled brake torque on each wheel through Brake Actuator (this actuator affects the rotation force by means of brake disc);
5. Controlled brake torque on each wheel through Power Converter (this actuator affects the rotation force by means of electrical motor). To support regenerative braking, additional interfaces to the system boundary have been identified. These include
6. Measured motor load on each wheel in terms of electrical current through the Load Current Sensor.
7. Controlled power regeneration with braking through the Power Converter actuator (this actuator enables or disables the conversion from kinetic energy of braking to electrical energy stored in the capacitors).
8. Measured battery charging status through Battery DoD Sensor (the charging status is defined through Depth of Discharge (DOD), referring to the fraction of power can be withdrawn from a battery).
9. Measured battery voltage through Battery Voltage Sensor.
10. Measured capacitor voltage through Capacitor Voltage Sensor. The Brake-by-Wire (BBW) system has a communication network for distributing signals of sensed status data and control requests for vehicle braking as well as power regeneration. For example, the observed battery and capacitor status information is fed to the BrakePowerElectronicCtrl function on each wheel for regulating the charge of capacitors. Other design details concerning the control of battery charge/discharge can be based on the design described in Sec 2.1. For example, the capacitors and high voltage battery can be connected to a high voltage junction box where a control function decides the charging based on current battery and capacitor status.
Block Diagram. The battery provides the high voltage to drive the FEV. The High Voltage Junction Box is distributing the energy to different consumers or providers. The main consumer is the drivetrain, consisting of power electronic and e-machine. But there are others as heater or compressor. These consumers are not part of this model. The energy is provided by a charger. There might be different chargers connected to the high voltage junction box. They are not modeled either. The Electric Vehicle Controller is the main controller for many powertrain functions of an electric vehicle. As an electric vehicle does not need gears for transmission there is no need for a transmission box. But the vehicle has to be able to change direction forward and backward. Furthermore it has to be possible to bring the vehicle in a parking mode. That is why a Driving Mode Selector (PR(N)D) with at least 3 buttons is necessary. To accept a certain indication for a driving mode the brake signal and the actual speed have to be evaluated. All these components and their interaction possibilities are described in the following two figures. • Error! Reference source not found. shows an implementation with hard wired signals between EVC, HVJB and battery. • Error! Reference source not found. shows another implementation of the same system with CAN connectors on all three components.
Block Diagram. BERT Power supply
Block Diagram. TX BERT DUT RX VOA a XXXX can be directly connected to the module MCB TX RX VOA T BERT Power supply
Block Diagram. BERT DUT TX Optical power meter
Block Diagram. Optical splitter 1 Variable reflector Figure 6-11 TDECQ test
Block Diagram. BERT DUT TX
Block Diagram. Figure 6-16 Example power levels P0 and P3 from PRBS13Q test pattern BERT DUT TX Eye Pattern analyzer Optical splitter Figure 6-17 Extinction ratio test
