The controller, specially developed for battery tests, enables tests with the highest dynamics and accuracy while complying with the charge-discharge limits of the device under test.
With the use of a ripple generator, signals with up to 15 kHz can be modulated in order to simulate inverter feedback effects, for example.
A pre-charge regime enables the current-free connection of a battery.
Additional measurement ranges for current and voltage provide more flexibility and accuracy.
The ESYS can also be used as a battery simulator for powertrain applications. Therefore, it contains several electrical battery models (e.g. R, RC).
Key Benefits of ZF TS esys
The expertise includes Performance & Endurance Testing, Environmental Testing and Mechanical & Abuse Testing. All types of batteries can be tested - from cell to module to pack and even stationary racks.
Standards such as UL, IEC, UN, ISO and automotive (e.g. LV124) will also be taken into account during testing.
Besides testing and validation of batteries for R&D applications, ZF can also provide EoL testing solutions for batteries at the end of the production line. These tests serve to validate the correct manufacturing process of the battery pack. Key aspect for EoL solutions are robust systems and fast cycle times.EoL tests include but are not limited to:
Isolation tests, HPPC tests, Leakage tests, Communication tests
The key for a successful operation of test facilities is an efficient and effective test field design considering the workflow of the test objects within the facility with the support of the available software solutions.
Performance & Endurance Testing
Abuse & Mechanical Testing
ZF Test Systems offers a proven and widely used energy-efficient solution with its ESYS V + ESYS.DCU/ ESYS.CMT combination.
The ESYS V grid-side inverter supplies several galvanically isolated DC-channels via a common DC link. In this case, the feed-in power can be designed to be much smaller than the total DC output power. For large test fields, the operator benefits from a simultaneous factor of approx. 30%. This means that the feed to the mains must be designed for only 30% of the total power of the DC output channels!
The German certification service provider TÜV Rheinland and the Aachen-based start-up ConAC have announced a test laboratory for electric car drive batteries. The laboratory, which is to become one of the “largest and most modern independent battery test centres in Europe”, is scheduled to start operations in September 2021 in the German-Dutch industrial park Avantis.
The two partners estimate the investment volume in the 2,000 square meter facility at 22 million euros; when fully operational, the test centre will employ 25 people. The test centre will be officially operated by the joint venture TÜV Rheinland Automotive Component Testing GmbH, in which TÜV Rheinland will hold the majority (74.9 per cent). ConAC (25.1 per cent) is a subsidiary of PEM Aachen, whose main shareholder is StreetScooter co-founder Achim Kampker.
“For us at TÜV Rheinland, this means entering the field of testing traction batteries for electric cars,” says Michael Fübi, CEO of TÜV Rheinland. “We have been testing batteries for years, but not for electric cars. These are quite different dimensions”. The new centre will not test individual cells, but rather the modules or packs, including the controls and wiring.
No new building will be erected in the industrial park for the test laboratory. Instead, an existing building of the industrial park will be used with RWTH Aachen University, PEM Motion and “other technology start-ups”. The German-Dutch border will run directly through the laboratory.
It should be possible to test battery systems weighing up to 800 kilograms at the site. These are to be “tests on the basis of mandatory specifications for type approval and transport”, examples being ECE R100 for testing and approval of lithium-ion batteries or UN 38.3. In addition, “more extensive, voluntary tests based on manufacturer specifications” are to be carried out, for example for additional quality assurance. Electrical and mechanical tests, environmental simulations and misuse tests can be performed. In general, the battery systems can be charged and discharged at the site with up to 500 kW nominal power.
At the start of operations in September 2021, the existing building will be equipped with climate chambers for environmental simulations (temperatures from -40 to +90 degrees Celsius, relative humidity 10 to 95%), corrosion chambers or test facilities for splash water. In April 2021, work is to begin on an extension building, which is to be erected next to the main building and is scheduled to go into operation in June 2022. Test facilities for destructive testing are then to be installed in the new building.
In addition to a dust chamber, the extension building will also house a facility for vibration testing and, above all, the “bunker” for destructive tests such as “drop, pressure, crushing, fire simulation, nail penetration, over and deep discharge”. “Destructive tests of vehicle batteries are a special challenge”, says Fübi about the special bunker. “Enormous amounts of energy are bound up in such large batteries for cars. These must be controlled if we want to destroy the batteries for test purposes”.
At the digitally transmitted press conference, Fübi and Kampker emphasised that there is already too little testing capacity in Europe. According to the head of TÜV Rheinland, the industry would have to wait six to eight months for “big tests” and the upcoming flood of models would aggravate the situation. “With the test centre, we can not only help to get more electric cars on the road but also maintain value creation in Germany,” adds Kampker.
Those involved see the cooperation behind the new test centre as a unique selling point. With the RWTH Aachen University, a university is also on the site, and according to Fübi, the cooperation with PEM will also result in new offerings: “In conjunction with the PEM Group, we can map the entire value chain – from the development of the battery packs by PEM, which we as TÜV Rheinland do not normally do, to the testing of the finished battery”.
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