1、 SURFACE VEHICLE INFORMATION REPORT J2990/2 JAN2015 Issued 2015-01 Hybrid and Electric Vehicle Safety Systems Information Report RATIONALE Electrification of the vehicle industry is increasing at a rapid pace globally, with many countries adopting policies supporting the adoption of electrified vehi
2、cles. This propulsion technology in the automotive sector has raised new concerns, such as the possibility of humans coming in contact with high voltage in the vehicle. To mitigate the possibility of occupants and first and second responders from making direct contact with live high voltage parts, O
3、riginal Equipment Manufacturers (OEMs) have put in place many safety systems. This report describes some of the general safety systems and practices employed by OEMs to help assure the general public of the safety of these vehicles and to explain why these safety systems and practices do help protec
4、t against high voltage contact. TABLE OF CONTENTS 1. SCOPE 2 2. REFERENCES 2 2.1 Applicable Documents 2 2.2 Related Publications . 3 3. DEFINITIONS . 3 4. BACKGROUND 5 4.1 Electrical Safety 5 4.2 Electrical Isolation . 8 4.3 xEV High Voltage System Description 9 4.4 Regulatory Requirements . 10 5. G
5、ENERAL PROTECTION METHODS . 10 5.1 Enclosures 10 5.2 Labels and Identification . 11 5.3 Correct User and Service Instructions 13 5.4 Automatic Disconnect . 13 5.5 Hazardous Voltage Interlock Loop (HVIL) 13 5.6 Crash Detection and Automatic Shutdown . 15 5.7 Manual Shutdown Process . 15 6. NOTES 16 6
6、.1 Marginal Indicia . 16 _ SAE Technical Standards Board Rules provide that: “This report is published by SAE to advance the state of technical and engineering sciences. The use of this report is entirely voluntary, and its applicability and suitability for any particular use, including any patent i
7、nfringement arising therefrom, is the sole responsibility of the user.” SAE reviews each technical report at least every five years at which time it may be revised, reaffirmed, stabilized, or cancelled. SAE invites your written comments and suggestions. Copyright 2015 SAE International All rights re
8、served. No part of this publication may be reproduced, stored in a retrieval system or transmitted, in any form or by any means, electronic, mechanical, photocopying, recording, or otherwise, without the prior written permission of SAE. TO PLACE A DOCUMENT ORDER: Tel: 877-606-7323 (inside USA and Ca
9、nada) Tel: +1 724-776-4970 (outside USA) Fax: 724-776-0790 Email: CustomerServicesae.org SAE WEB ADDRESS: http:/www.sae.org SAE values your input. To provide feedback on this Technical Report, please visit http:/www.sae.org/technical/standards/J2990/2_201501 SAE INTERNATIONAL J2990/2 Issued JAN2015
10、Page 2 of 16 Figure 1 Single point contact . 7 Figure 2 Two point contact 8 Figure 3 Typical XEV high voltage system 9 Figure 4 Example high voltage label . 11 Figure 5 Example multi hazard battery label . 12 Figure 6 Vehicle label showing location of batteries . 12 Figure 7 First responder cut labe
11、l 12 Figure 8 Label using QR code . 13 Figure 9 HVIL example 14 Figure 10 HVIL example 14 Figure 11 HVIL example 14 Figure 12 HVIL example 15 Table 1 Current effects on human body . 7 1. SCOPE This information report provides an overview of a typical high voltage electric propulsion vehicle (xEV) an
12、d the associated on-board safety systems typically employed by OEMs to protect these high voltage systems. The report aims to improve public confidence in xEV safety systems and dispel public misconceptions about the likelihood of being shocked by the high voltage system, even when the vehicle has b
13、een damaged. The report will document select high voltage systems used for xEVs and describe safety systems employed to prevent exposure to the high voltage systems. 2. REFERENCES 2.1 Applicable Documents NOTE: Users should ensure that the latest revision and legislative updates of these documents i
14、s being referenced. The following publications are provided for information purposes only and are not a required part of this document. Each was used by task force as a reference source during the development of this working document. 2.1.1 SAE Publications Available from SAE International, 400 Comm
15、onwealth Drive, Warrendale, PA 15096-0001, Tel: 877-606-7323 (inside USA and Canada) or 724-776-4970 (outside USA), www.sae.org. SAE J1715 Hybrid Electric Vehicle (HEV) and Electric Vehicle (EV) Terminology SAE J1766 Recommended Practice for Electric and Hybrid Electric Vehicle Battery Systems Crash
16、 Integrity Testing SAE J2578 Recommended Practice for General Fuel Cell Vehicle Safety SAE J2990 Hybrid and EV First and Second Responder Recommended Practice SAE INTERNATIONAL J2990/2 Issued JAN2015 Page 3 of 16 2.2 Related Publications The following publications are provided for information purpos
17、es only and are not a required part of this SAE Technical Report. 2.2.1 SAE Publications Available from SAE International, 400 Commonwealth Drive, Warrendale, PA 15096-0001, Tel: 877-606-7323 (inside USA and Canada) or 724-776-4970 (outside USA), www.sae.org. SAE J2344 Guidelines for Electric Vehicl
18、e Safety 2.2.2 U.S. GOVERNMENT Available from the Document Automation and Production Service (DAPS), Building 4/D, 700 Robbins Avenue, Philadelphia, PA 19111-5094, Tel: 215-697-6257, http:/assist.daps.dla.mil/quicksearch/. FMVSS 305 Electric Powered Vehicles: Electrolyte Spillage and Electrical Shoc
19、k Protection FMVSS 208 Occupant Crash Protection OSHA Construction eTool: https:/www.osha.gov/SLTC/etools/construction/electrical_incidents/eleccurrent.html 2.2.3 United Nations Economic Commission for Europe Available from United Nations Publications Customer Service, PO Box 960, Herndon, VA 20172,
20、 USA Tel: 1-703-661-1571, Email: orderun.org UN Regulation R94 Uniform provisions concerning the approval of vehicles with regard to the protection of the occupants in the event of a frontal collision. UN Regulation R95 Uniform provisions concerning the approval of vehicles with regard to the protec
21、tion of the occupants in the event of a lateral collision. UN Regulation R100 Uniform provisions concerning the approval of vehicles with regard to specific requirements for the electric power train. 2.2.4 All About Circuits Safe Circuit Design Website, “Shock current path”, http:/ 3. DEFINITIONS Ex
22、cept as noted below, all definitions are in accordance with SAE J1715. Additional definitions: 3.1 AUTOMATIC DISCONNECT A device in any type of xEV which opens the primary high voltage circuit or circuits of the vehicle, and that is activated by automatic means such as a crash response or the operat
23、ion of the vehicle ignition switch. 3.2 BADGING Describes a durable emblem, insignia, or label securely affixed on the exterior surface of the xEV. SAE INTERNATIONAL J2990/2 Issued JAN2015 Page 4 of 16 3.3 DIAGNOSTIC TROUBLE CODE Information provided by an on-board diagnostic system for operators an
24、d repair technicians. 3.4 ELECTRICAL PPE See Personal Protective Equipment. 3.5 FIRST RESPONDERS Include but not limited to fire department, rescue squads, emergency medical, law enforcement, and in some instances military where the personnel are trained in assessing and treating injuries. 3.6 GROUN
25、D ISOLATION Electrical system where there is no direct connection between either pole of a high voltage battery and vehicle chassis ground. 3.7 HIGH VOLTAGE SYSTEM A vehicle system inclusive of the battery system and high voltage components (e.g. inverter modules, high voltage cables, etc.) powered
26、by the battery system. 3.8 INTERMEDIATE VOLTAGE A system where the maximum voltage is greater than 15-V alternating current but not more than 30-V alternating current; or greater than 30-volts direct current but not more than 60-volts direct current. 3.9 LI-ION Lithium ion battery / cell. 3.10 MANUA
27、L DISCONNECT (MD) A device in any type of electric vehicle which opens the primary high voltage circuit or circuits of the vehicle, and that is only activated by non-automatic means. 3.11 PERSONAL PROTECTIVE EQUIPMENT Any of various safety equipment that workers wear or use to prevent injury when wo
28、rking around hazards, such as high voltage electrical energy, chemicals, and/or fire. 3.12 RESCUE SHEET Provides necessary and useful information about a vehicle involved in an accident to support first responders in extricating occupants quickly and safely. 3.13 SECOND RESPONDERS Include but not li
29、mited to tow/recovery personnel, vehicle storage operators, repair/ service technicians, dismantlers and auto salvage personnel. SAE INTERNATIONAL J2990/2 Issued JAN2015 Page 5 of 16 3.14 SMARTPHONE A cellular telephone with built-in applications and Internet access. In addition to digital voice ser
30、vice, modern smartphones provide text messaging, e-mail, Web browsing, still and video cameras, MP3 player and video playback and calling. In addition to their built-in functions, smartphones run myriad free and paid applications, turning the once single-minded cellphone into a mobile personal compu
31、ter. (From PC Magazine Encyclopedia, http:/ not painful but disturbing. Average individual can let go. However, strong involuntary reactions to shocks in this range may lead to injuries. 6 mA 16 mA Painful shock, begin to lose muscular control. Commonly referred to as the freezing current or “let-go
32、“ range. 17 mA 99 mA Extreme pain, respiratory arrest, severe muscular contractions. Individual cannot let go. Death is possible. 100 mA 2000 mA Ventricular fibrillation (uneven, uncoordinated pumping of the heart.) Muscular contraction and nerve damage begins to occur. Death is likely. 2,000 mA Car
33、diac arrest, internal organ damage, and severe burns. Death is probable. 4.1.3 High Voltage Circuit Two Point Contact This material is published under the terms of Design Science License from “All About Circuits” found at http:/. Without two contact points on the body for current to enter and exit,
34、respectively, there is no hazard of shock. This is why birds can safely rest on high-voltage power lines without getting shocked: they make contact with the circuit at only one point. Figure 1 - Single point contact Consider the situation of Figure 1. Such an accidental connection between a power sy
35、stem conductor and the earth (ground) is called a ground fault, modern vehicles have fault protection programed into the operating system with Diagnostic Trouble Codes (DTC) to provide information. Ground faults may be caused by many things, including dirt buildup on high voltage insulators (creatin
36、g a dirty-water path for current from the conductor to the technician, and to the ground), ground water infiltration in buried power line conductors, and birds landing on power lines, bridging the line to the pole with their wings. Given the many causes of ground faults, they tend to be unpredictabl
37、e. In the case of trees, no one can guarantee which wire their branches might touch. If a tree were to brush up against the top wire in the circuit, it would make the top wire safe to touch and the bottom one dangerous - just the opposite of the previous scenario where the tree contacts the bottom w
38、ire (see Figure 2): SAE INTERNATIONAL J2990/2 Issued JAN2015 Page 8 of 16 Figure 2 - Two point contact With the tree branch theory in mind, the vehicle is similar to this scenario. One-hand work on high voltage is a must for technicians working on or around possible high voltage equipment. In most c
39、ases the high voltage has been isolated to a split power pack, meaning there is no path for the current to flow unless it is shorted. Since in a collision the technician does not know what wires are touching it is not always safe to assume the fault system has been activated. Caution and not becomin
40、g the ground path is essential. 4.2 Electrical Isolation Conventional vehicles generally use low voltage electrical systems, commonly a 12 volt system, to run lights, horn, power door locks and various other vehicle loads. A 12 volt electrical storage battery is used to supply energy to these device
41、s even when the vehicles engine is not running. Some smaller hybrid systems might use this low voltage battery as power for a hybrid motor, but many classes of hybrids require larger batteries with higher voltages to provide the necessary power. Hence, xEVs often have two nearly independent electric
42、al systems. One primary difference between the two electrical systems has to do with electrical isolation. Vehicle 12 volt systems are generally ground-referenced, meaning the negative terminal of the 12 volt battery is connected directly to the metal chassis of the vehicle and hence chassis ground
43、can be used as the voltage reference point for all voltage measurements for devices on the 12 volt system. This allows many electrical devices to have only a single physical electrical terminal, since the return path for the current is through the devices mounting bolts to the vehicle frame. In cont
44、rast, high voltage components on electrified vehicles are generally ground isolated there is no direct connection between either pole of a high voltage battery and chassis ground. For a number of reasons (not the least of which is the fact that there is no such thing as a perfect insulator) the two
45、systems are not completely isolated from one another - the two are connected by some amount of resistance. Isolation resistance is a common measure of how well the lower voltage electrical system including chassis ground and the high voltage electrical systems are decoupled or isolated from one anot
46、her. Both the positive and negative rails of the high voltage bus are electrically separated from the vehicles chassis ground by some amount of electrical resistance, and the lower of these two resistances is called the isolation resistance of the vehicle. SAE recommended practice J1766 provides mor
47、e information about isolation resistance, including information about the minimum recommended isolation for some vehicle conditions. There are a number of reasons manufactures keep the two electrical systems isolated from one another, the primary one being electrical safety. With sufficiently high i
48、solation resistance there is some inherent protection against an electrical shock hazard if a person were to inadvertently contact any point on the high voltage bus and part of the 12 volt electrical system, such as chassis ground. While this condition could result in the person conducting some electrical current, this current would be greatly limited by the high isolation resistance. In many failure modes the isolation resistance would limit body current to nonhazardous levels. Regardless of this inherent prot
