PhD Thesis - Cranfield University

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Chapter 4 4.6 Case study of the effectiveness of combining batteries and ultracapacitors to service a vehicle power and energy demands With standard drive cycles obtained from ADVISOR and using the vehicle and energy storage model developed in SIMPLORER, the effectiveness of combining batteries with ultracapacitor for a high mobility multipurpose wheeled vehicle (HMMWV) is demonstrated as follows. Table 4.1 provides the data of the modelled vehicle. Vehicle Mass 6000 kg (including payload and maximum allowable mass for electric propulsion system) Frontal area 3.2 m 2 Rolling resistance coefficients C0 = 0.02 C1 = 0.01 Aerodynamic drag coefficient 0.3 Gradient 0 degrees Table 4. 1 Vehicle data used for the three case studies The vehicle model is subjected to three drive cycles and is specified to have a maximum velocity of 100km/h. In the three scenarios considered, the energy expenditure with and without energy recuperation via regenerative braking are compared. Power management between the batteries and ultracapacitors is employed on the basis that the peak battery discharge power is limited to 50kW with a rate of change (dP/dt) fixed at 10kW/s. The same charging power limit is assumed but with a charge acceptance rate assimilated by imposing a fixed 5kW/s restriction on the charging power. The task of the ultracapacitor is to then service the remaining power requirements. The ultracapacitor peak power limit and rate of charge limit is limitless and thus simply compensate for the difference between the required power and what batteries are limited to deliver. In all thee cases, the ultracapacitor model is charged and is always capable of serving any power request by automatically compensating for capacity and state of charge. The block diagram in Figure 4.8 illustrates the power equilibrium between load power, battery power and ultracapacitor power throughout the drive profile. 111
Chapter 4 112 Type 1 -Energy Sytem (Battery) Vehicle PLoad (t) + Drive Profile Σ Model Type 2 -Energy Sytem (Ultracapacitor) P b (t) - - P uc (t) 0 ∀ t Figure 4.8 Representation of load, battery and ultracapacitor power equilibrium to satisfy a drive profile CASE 1 Case 1 considers the vehicle model subjected to the first 600 seconds of an Urban Dynamometer Driving Schedule (UDDS). The cycle was initially developed to describe an urban route. It basically comprises of several transient phases with many speed peaks, which start from rest. Figure 4.9 depicts this drive profile. Salient points of the profile are as follows. � Dive profile consisting of 7 segments of start-stop sequences � Near maximum velocity is reached � Rapid acceleration and decelerations � Minimum vehicle coasting requirement � Maximum Velocity of 91 km/h � Maximum Acceleration of 1.38ms -2 � Maximum Deceleration of 1.4ms -2
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Power and Energy Management of Mult
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Acknowledgements This journey would
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Nomenclature Notation Description U
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Abbreviations Batt (batt) Battery D
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Contents 3.19 Ultracapacitor Power
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List of Figures List of Figures Fig
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List of Figures Figure 6.3 Power de
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Chapter 1 CHAPTER 1 INTRODUCTION
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Chapter 1 more than a century since
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Chapter 1 EV Charge Depleting Energ
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Chapter 1 1745 Invention of the cap
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Chapter 1 generated, and split betw
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Chapter 1 In the past, many researc
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Chapter 1 1.7 Contributions This th
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Chapter 1 7. As the hybridisation o
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Chapter 1 1.9 Publications The foll
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Chapter 2 CHAPTER 2 LITERATURE REVI
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Chapter 2 in the area or power and
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Chapter 2 Power Load Demand Time Po
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Chapter 2 previewed information abo
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Chapter 2 generally used. They are,
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Chapter 2 the large capacitive phen
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Chapter 2 manufacturer. Throughout
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Chapter 2 energy density attributes
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Chapter 2 experimentally verified a
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Chapter 2 Propulsion Load Batteries
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Chapter 2 system. They compared the
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Chapter 2 2.6 Ultracapacitor augmen
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Chapter 2 2.8 Observations and Hypo
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Chapter 2 Literature concerning veh
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Chapter 2 philosophical concepts fo
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Chapter 3 3.1 EV Battery Systems In
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Chapter 3 The equivalent circuit lo
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Page 69 and 70: Chapter 3 where 1Ah = 3600C. The Ah
Page 71 and 72: Chapter 3 same state of charge. As
Page 73 and 74: Chapter 3 The state of discharge (S
Page 75 and 76: Chapter 3 provided by the battery m
Page 77 and 78: Chapter 3 Figure 3.5 illustrates an
Page 79 and 80: Chapter 3 where Voc[SoC] and Ri[SoC
Page 81 and 82: Chapter 3 Power(Watt) 4000 3500 300
Page 83 and 84: Chapter 3 Batt Voltage (V) Charging
Page 85 and 86: Chapter 3 Voc Voc Ri Ri R chg R chg
Page 87 and 88: Chapter 3 Description [Unit] Parame
Page 89 and 90: Chapter 3 3.17 Ultracapacitors Ultr
Page 91 and 92: Chapter 3 voltage on charge and a d
Page 93 and 94: Chapter 3 As with the battery model
Page 95 and 96: Chapter 3 The energy capacity, E of
Page 97 and 98: Chapter 3 3.20 Ultracapacitors in s
Page 99 and 100: Chapter 3 Voltage (V) Time (s) 92 p
Page 101 and 102: Chapter 3 3.21 Hybridisation of Bat
Page 103 and 104: Chapter 3 83.50 50.00 Current (A) 0
Page 105 and 106: Chapter 3 In section 3.11, it was s
Page 107 and 108: Chapter 4 4.1 Vehicle Longitudinal
Page 109 and 110: Chapter 4 where sgn[vxT] is a the s
Page 111 and 112: Chapter 4 P Load dP Load /dt > 0 P
Page 113 and 114: Chapter 4 braking energy. Regenerat
Page 115 and 116: Chapter 4 Angular Velocity (rad/s)
Page 117: Chapter 4 electrical terminal power
Page 121 and 122: Chapter 4 Battery Power (W) Profile
Page 123 and 124: Chapter 4 Energy (J) CASE 2 Battery
Page 125 and 126: Chapter 4 Battery Power (W) Profile
Page 127 and 128: Chapter 4 Energy (J) CASE 3 Battery
Page 129 and 130: Chapter 4 Energy (J) Energy (J) DIS
Page 131 and 132: Chapter 4 occur more frequently bef
Page 133 and 134: Chapter 5 CHAPTER 5 THE MANAGEMENT
Page 135 and 136: Chapter 5 Under the directives and
Page 137 and 138: Chapter 5 Hierarchy Mid-Level Low-L
Page 139 and 140: Chapter 5 While the breadth of the
Page 141 and 142: Chapter 5 The complete modular stru
Page 143 and 144: Chapter 5 conceive and implement. T
Page 145 and 146: Chapter 5 where, P req is the reque
Page 147 and 148: Chapter 5 Max Velocity Mode [Run,Id
Page 149 and 150: Chapter 5 decision epoch window (
Page 151 and 152: Chapter 5 P uc max Power 0 ∆PMS t
Page 153 and 154: Chapter 5 (W) (W) (W) Figure 5.11 L
Page 155 and 156: Chapter 5 An important difference w
Page 157 and 158: Chapter 5 IF x1 is Ai1 AND x2 is Ai
Page 159 and 160: Chapter 5 In this strategy, only P
Page 161 and 162: Chapter 5 to a fixed PMS policy. As
Page 163 and 164: Chapter 5 P DCBUS 000 dP/dt >0 P>0
Page 165 and 166: Chapter 5 For a PES with two refere
Page 167 and 168: Chapter 5 Thus the connection matri
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Chapter 5 5.12 Summary The foundati
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Chapter 6 6.1 The experimental vehi
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Chapter 6 Power (W) / Energy (Wh) P
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Chapter 6 System Voltage Measuremen
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Chapter 6 Velocity (km/h) 60 50 40
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Chapter 7 CHAPTER 7 IMPLEMENTATION
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Chapter 7 Battery C batt L batt T1
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Chapter 7 Parameter Notation Values
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Chapter 7 During the conduction per
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Chapter 7 Design and sizing of the
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Chapter 7 7.6 Battery Buck Mode - C
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Chapter 7 L batt = ( Vout )( 1 DT1
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Chapter 7 7.7 Ultracapacitor Boost
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Chapter 7 1 ⇒ ⋅ 0. 67 20kHz whi
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Chapter 7 L uc Vout DT 4 ( 1− DT
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Chapter 7 20 D T 3 min = = 0. 31 (7
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Chapter 7 A similar value for the i
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Chapter 7 the inductor current (20k
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Chapter 7 The maximum current that
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Chapter 7 According to Arnet and Ha
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Chapter 7 The second dimensioning f
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Chapter 7 + - 2200uF Figure 7.11 Sc
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Chapter 7 During the MOSFET diode c
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Chapter 8 CHAPTER 8 EXPERIMENTS AND
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Chapter 8 Segment 1 Battery Current
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Chapter 8 Discussion: From the 600-
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Chapter 8 Results: Figure 8.5 shows
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Chapter 8 Discussion: The top graph
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Chapter 8 8.3. Experiment 3: Power
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Chapter 8 Test Segment 1 Power (W)
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Chapter 8 Test Segment 3 Power (W)
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Chapter 8 Discussion: Results of th
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Chapter 8 Battery Voltage (V) Batte
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Chapter 8 8.4. PES Type Test Purpos
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Chapter 8 Current (A) Boolean PWM s
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Chapter 9 CHAPTER 9 CONCLUSIONS AND
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Chapter 9 The M-PEMS framework does
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Chapter 9 between sources. Doing so
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Chapter 9 to be included in measuri
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References [15] R. H. Staunton, C.
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References [43] B. E. Conway, Elect
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References [73] A. Drolia, P. Jose,
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References [101] E. Surewaard, E. K
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Appendices Appendix A: Schematics A
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1 2 3 4 5 6 7 A ID TB1 Fuse Fuse Fu
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1 2 3 4 5 6 7 A Bus Bars φ = φ =
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1 2 3 4 5 6 7 A ID A B D B C D E F
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1 2 3 4 5 6 7 A ID L batt L UC K1 B
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1 2 3 4 5 6 7 A ID START STOP START
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1 2 3 4 5 6 7 A ID B C D E F G H I
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1 2 3 4 5 6 7 A ID START STOP START
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Minimum Duty Cycle Maximum Duty Cyc
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Type Test- 03 Type testing of the g
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Power, interfacing and sub control
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PhD Thesis - Cranfield University

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