Hybrid Lecture1

8/2/2019 Hybrid Lecture1

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EM4S03 Hybrid / Electric VehicleTechnologies

Lecture 1 Introduction to the Course

Mr Jonathan G Williams

Principal Lecturer / CAPSE DirectorUniversity of GlamorganFaculty of Advanced TechnologyPontypriddCF37 1DLG202

[email protected]


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Market drivers for low carbonvehicles and fuels

Petroleum accounts for 99% of transport fuel use with widely recognised futureclimate, security of supply and price risks


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Improving vehicle efficiency


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Modern cars are 15-20% efficient

there is considerable opportunity forimprovement


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50% improvements in vehicle efficiency are possible with existing technology

most payback within 3 years


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There are a wide range of lower carbon vehicles now available -but sales remainmodest


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Improvements in new car CO2 emissions are accelerating as a result ofregulation and changing consumer attitudes


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The most efficient vehicles in each market segment have around 30% better fuelconsumption than the segment average


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The disparity between real world and test cycle emissions increasedisproportionately for more efficient vehicles


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There are a range of closer to market technologies for vans which deliversignificant CO2 and fuel savings


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Choosing best in class van offers significant opportunities to reduce carbonfootprint now


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Choosing best in class van offers significant opportunities to reduce carbonfootprint now


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Electrification of transport


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There is global momentum towards electrification of transport

EVs address key geopolitical concernsClimateEnergy securityPeak oil

Early consumer interest as sustainable, cool, hightechnology products

Substantial public funding of research, development anddemonstration and purchase support

Investment & commitment from global OEMs


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A f EV f l b l f t


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A range of EVs from global manufacturerswill become available from 2011 mostbased upon current car platforms


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EVs deliver a third lower CO2 emissions usingcurrent UK grid-mix off-peak rechargingincreases the benefit by approaching 50%


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EVs deliver a third lower CO2 emissions usingcurrent UK grid-mix off-peak rechargingincreases the benefit by approaching 50%


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Technology will be tailored to the application -EV for city use, PHEV or parallel hybrid formedium length journeys; IC for long journeys


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In the medium term electric vehicles will onlyappeal to most car-buyers with significantincentives

High capital costs key purchase determinant, Leasing options likely

Fuel-cost savings heavily discounted

Requirement for very high range

Range anxiety reduces usage to 33-50% of technical rangeFast charging / battery swap builds confidence

Low willingness to pay

beyond early adopters

Limited availability of recharging infrastructure

New technology aversion


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In the medium term electric vehicles will onlyappeal to most car-buyers with significantincentives


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Fleets are more sceptical than private buyersand concerns increase with experience

M k t t k i hi hl t i d di


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Market uptake is highly uncertain depending uponpublic acceptability, battery costs / subsidies

Vi ibl t t h i b i t t t


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Visible on-street charging may be important toincrease public acceptability without being technicallyimportant


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The Coalition Government is maintaining strongsupport for EVs

Office of Low Emission Vehicles

250M purchase support fund for cars2011-14

5k per vehicle to 2012

140M Low Carbon Vehicle Innovation

Platform30M infrastructure support

Plugged-in-Places

5M Ultra-low carbon car competition

340 vehiclesJoint cities demo programme

20M public procurement support forelectric vans?

The elephant in the room-Fuel duty revenues


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Alternative fuels


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IEA scenarios show an increasing penetration ofrenewable transport fuels to meet increasing demand


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There remain challenges with all current renewabletransport fuels


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Final Thoughts


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In the next 5-years?


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Final ThoughtsWe must wean ourselves off our petroleum dependency

There are no silver bullets

Selecting fuel efficient models can deliver significant savings now!

Vehicle efficiency can be improved by 50% using existing technologies that paybackwithin 4 years

Barriers to electrification of transport are unlikely to be resolved quickly; the marketshare of electric and plug-in hybrid vehicles will become important 2020+; but gainexperience early

Beyond 2020 renewable fuels will play an increasing important role including biofuels

and hydrogen

Technology is only part of the solution demand management and building publictransport infrastructure to encourage modal shift is crucial


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Final Thoughts

Metrics are confusing In tests the most efficient


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Metrics are confusing .... In tests the most efficientnew cars emit less than 100g/km CO2; 65-75 mpg;an average new car is 140g/km 45-55 mpg


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Global energy demand for transport is projected tomore than double by 2050


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A range of existing technologies are available toreduce CO2 emissions at a cost


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There is emerging consensus on the future evolutionof low carbon car technologies


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The scale of the challenge


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Section 2 - The Tribrid Bus

Jonathan G Williams, University of Glamorgan

[email protected]

SECTION 2 - THE TRIBRID CONCEPT


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SECTION 2 THE TRIBRID CONCEPT

Length 5.30 metres

Width 2.10 metres

Type Iveco

Seats 16

Max Speed 55 mph

Autonomy 150 miles+

Drive 70kW DC motor

Fuel H2 + electricity

Gas Storage 200 bar H2

Energy Storage Lead Acid Battery

Power boost Ultra-capacitor

Access Fully Disabled

Battery

Ultracapacitor

Fuel cell

Motor

Controller

Hydrogen vessel

SECTION 2 - THE BATTERY


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Battery Bank A

Battery Bank B

Motor

Bi-polar Lead-Acid

Overall Weight 810kg

Nominal Voltage 288v

Capacity 133Ah

Configuration Series - Parallel

Atraverdas Ebonex powder

Atraverdas Ebonex plate

24v/6amphr battery 72v battery pack

144v battery pack

288v modules

SECTION 2 - THE ULTRA-CAPACITOR


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Ultra-Cap

Ultra-Cap

Ultra-CapMotor

Ultra-capacity


Nominal Voltage 375v

Capacity 63F

Configuration Series

125v ultra-capacitor module

125v module installed in bus

125v module case 125v module in case

125v case installed

125v module under vehicle

SECTION 2 - THE FUEL CELL


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Fuel Cell MotorDC

DC

Fuel Cell


System Voltage 38v-58v

Capacity 12kW

Configuration Module

12kW fuel cell module

2, 200bar hydrogen storage vessels

15kW DCDC converter Fuel cell + DCDC cooling system

Fuel cell connected

125v ultra-capacitor module

SECTION 2 - THE OVERALL POWERTRAIN


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FC System12kW stack

Compressor etc.

Battery

288v nominal

133amphr

Ultracapacitor

375v peak

63F

High Voltage Control Box

Pre-charge circuit

Isolation and fuses

Voltage / current monitors

Motor / Generator

90kW peak

12v supply

Overall Tribrid Controller & Fuzzy Logic FC Controller

DC/DC15kW DC/DC

Uni directional

Motor Controller

90kW peak

12v supply

MC dataVoltage current

etc ...

HV dataBattery, FC

ultracapacitor

DC controlFuzzy logic

power control

FC controlFC operation

commands

SECTION 2 THE FUZZY CONTROLLER
http://www.maxwell.com/images/products/ultracapacitors/BMOD0063-6_low.jpg


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DC controlFuzzy logic

power control

Fuzzy Input

Motor power request

Fuzzy logic

power control

Battery SOC

Fuzzy logic

power control

Fuzzy Rule Table Fuzzy Output

DC/DC

15kW DC/DC

Uni directional

FC System

12kW stack

Compressor etc.

FC Requested Current

Fuzzy logic

power control

Fuzzy Rule Sets

If / or / and

statements


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Section 3 - The Results

Jonathan G Williams, University of Glamorgan

[email protected]

Peter Stevenson, University of Glamorgan

[email protected]

SECTION 3 BATTERY FUEL CELL ULTRA-CAPACITOR RESULTS (VOLTAGE)


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0 1000 2000 3000 4000 5000 6000

220

240

260

280

300

320

Batt_

Voltage

Time

Batt_Voltage

0 1000 2000 3000 4000 5000 6000

220

240

260

280

300

320

FC

_Vo

ltage

Time

FC_Voltage

0 1000 2000 3000 4000 5000 6000

230

240

250

260

270

280

290

300

310

320

UC

_Voltag

e

Time

UC_Voltage

SECTION 3 BATTERY FUEL CELL ULTRA-CAPACITOR RESULTS (CURRENT)


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0 1000 2000 3000 4000 5000 6000

-10

0

10

20

30

40

50

60

70

80

90

100

110

Batt_

Cur

rent_Draw

Time

Batt_Current_Draw

0 1000 2000 3000 4000 5000 6000

0

20

40

60

80

100

FC

_Current_

Draw

Time

FC_Current_Regen

0 1000 2000 3000 4000 5000 6000

0

20

40

60

80

100

UC

_Current_Draw

Time

UC_Current_Draw

SECTION 3 BATTERY FUEL CELL ULTRA-CAPACITOR RESULTS (POWER)


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0 1000 2000 3000 4000 5000 6000

0

5000

10000

15000

20000

25000

30000

35000

40000

45000

50000

a

_ower_

raw

Time

Batt_Power_Draw

0 1000 2000 3000 4000 5000 6000

0

10000

20000

30000

40000

50000

_

ower_

raw

Time

UC_Power_Draw

0 1000 2000 3000 4000 5000 6000

0

10000

20000

30000

40000

50000

_

ower_

raw

Time

FC_Power_Draw

SECTION 3 FUZZY FUEL CELL CURRENT CONTROL RESULTS


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100 120 140 160 180 200

0

50

100

150

200

250

am

ps

Time

sent_charge_values

Current_FC_load

CurrentDrawAllow

SECTION 3 BATTERY FUEL CELL ULTRA-CAPACITOR RESULTS (OVERALL POWER)


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0 1000 2000 3000 4000 5000 6000

0

5000

10000

15000

20000

25000

Batt_Power_Draw

UC_Power_Draw

FC_Power_Draw

All_

Power

_Draw

Time

SECTION 3 - CONCLUSIONS


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TEST TRACK

TEST RESULTS OF C02 SAVINGS

S1 S2

S3

S4S5

Range 150 miles

Top speed 55 mph

Max Power Output 75 kW

Max Power Input 45 kW

Capacity Discharged 72 Ah

Energy Discharged 35.6 kWh

Tribrid minibus CO2 output Diesel van CO2 output

mass of H2 used (kg) 0.48628 volume diesel used (l) 2.5

CO2 equivalence (CO2g/H2kg) 9742.8 CO2 equivalence (CO2g/Diesel litre 2730.37

distance travelled (laps) 17 distance travelled (laps) 17

CO2 output (g/mile) 278.69 CO2 output (g/mile) 401.525

CONCLUSION

1. The concept of the Tribrid

powertrain was tested and validated

to be a success.

2. The ultra-capacitor significantlyimproved the regenerative energy

rates for charge and discharge.

3. The fuel cell operated within a

controlled manner with the fuzzy

logic controller based on the SOC

(state of charge of battery) and

motor demand power.

4. The batteries performed well and

allowed the vehicle to achieve the

project target of 150 mile range

based on a city drivecycle.

5. A significant improvement on well to

wheel CO2 emissions was also

delivered factoring in indirect CO2

from reformation of natural gas for

the hydrogen and electricity from

the national grid.

Hybrid Lecture1

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