ectric Electric & Hybrid Vehicle Vehicle Research.pdf

8/18/2019 ectric Electric & Hybrid Vehicle Vehicle Research.pdf

1/52

Imperial College London

EPSRC Career

Acceleration

FellowImperial College London, UK


2/52

• Departments – Mechanical Engineering

• Research activities – Fuel cells

– Engineering

– Earth Science and

– – Electric motors – Power electronics

– Chemical Engineering

– Materials

– Interna com ust on eng nes – Vehicle architecture – Motorsport –

– Centre for Transport Studies – Imperial Centre for Energy

– Testing – Policy


3/52

•

• Diversity of energy supply• Local air pollution

“, , ‐ , , transport technology and climate change mitigation” ‐Briefing Paper No. 2 ‐ Grantham Institute for Climate

,

3http://www3.imperial.ac.uk/climatechange/publications


4/52

UK long term research priorities forElectric & Hybrid Vehicles

• Low cost compact high efficiency motors• ow cost, ura e, energy ense atter es• Low cost power electronics• Intelligent thermal management• Control of overall ener mana ement• Tools for design and optimisation

Refs:•“An Independent Report on the Future of the Automotive Industry in the UK”, New Automotive Innovation and Growth Team (NAIGT)

4

•“Low Carbon Vehicles Innovation Platform”, Technology Strategy Board (TSB)


5/52

Improving conventional technology

5


6/52

• or ea ng researc

into turbochargers – To achieve si nificant

improvements in the performance and energy efficiency of internal

combustion engines

by

use

of turbomachinery

– In the past 10 years have developed a high speed dynamometer for

turbocharger research, ena ng a very w e range of test conditions to be achieved

http://www3.imperial.ac.uk/turbochargers


7/52

Thermal aspects of electrical machines

7


8/52

Stator convection:h = q/(T s‐T ref )

rotor

case

(Geiras, 2008)air flow

rotation axis

Howey, D.A., Childs, P.R.N., Holmes, A.S., “Air‐gap convection in rotating electrical machines”, invited review paper to the IEEE Transactions on Industrial Electronics – accepted 8


9/52

heat transfer into

FR4

copper

u

550 μ m200 μ m

PCB1

solderresist

t res ≈ 25μ m

t FR4 = 1.65

t track ≈ 25μ m

PCB2

Howey, D.A., Holmes, A.S. and Pullen, K.R., “Radially resolved measurement of stator heat transfer in a rotor ‐stator disc system”, International Journal of Heat and Mass Transfer 53(1 ‐3) (2010) pp. 493 ‐501, DOI 10.1016/j.ijheatmasstransfer.2009.09.006

9


10/52

TurbulentLaminar

Rotational Reynolds number Heat transfer

Howey, D.A., Holmes, A.S. and Pullen, K.R., “Prediction and

10

measuremen o ea rans er n a r‐coo e sc‐ ype e ec r ca

machines”, IET PEMD 2010, 19‐21 April 2010, Thistle Hotel, Brighton UK, DOI 10.1049/cp.2010.0138


11/52

Parameterisation of models

Hey, J., Howey, D.A., Martinez ‐Botas, R., Lamperth, M, Transient thermal modelling of an axial flux permanent magnet (AFPM)

11

method, VTMS 10 ‐ Vehicle Thermal Management Systems, 15‐19 May 2011, IMechE, London


12/52

Thermal & electrical management of

12


13/52

Battery Pack Development


14/52


15/52


16/52

Electrochemical Impedance Spectroscopy

From “Investigation of lithium ‐ion polymer batter cell failure usin X‐ra com uted tomography” by Yufit et al., Electrochemistry Communications, 2011


17/52


18/52

www.racinggreenendurance.com


19/52

• Drove 26,000 kms

• 4 months• Alaska to Argentina


20/52

Thundersky cells

20


21/52

Fuel cell system design & testing

21


22/52

.

• Combine a hi h tem erature ZEBRA battery and an intermediate temperature solid oxide fuel cell (IT‐

– Surpass the efficiency of a purely fuel cell driven vehicle IT-SOFCSystem DC/DC ZEBRABatteryFuel Motor-LoadMotor-Load

– Extend the range of a a purely battery driven vehicle

– VMU

FCMI BMIDC/DCControl

Driver

CAN

fuel

• Modelled the system• Tested at 1/10 th scale

Aguiar, P. Brett D.J.L. Brandon,N P, Feasibility study and techno ‐

economic analysis of an SOFC/battery hybrid system for vehicle applications, J Power Sources, 2007, Vol:171, Pages 186 ‐197.


23/52

Designing, building, integrating & testing a FCHEV power train

• Ran e extender mode Blower Humidifier Fuel Cell Stack – Minimise dynamic

operation

Back pressureControl valve

PurgeValve

Recirculation pump

HydrogenHumidifier Hydrogen System

Air System

Cooling System

– Optimise components for fixed operating point

– ‐ ‐Radiator

Fan

CoolantPump

Hydrogen supply ManualValve

SolenoidValve

DeionisingFilter

Nitrogen supply ManualValveSolenoid

Valve

Nitrogen system

down events• Result

Objective of this project was to design balance of plant appropriate for hybrid electric vehicle applications under urban duty cycles. Small electric delivery van with user

– Simplify system design – Opportunity to remove

– Reduce cost – Im roved durabilit

© Imperial College London Page 23


24/52

12

• ow pressure e s acP9.5 ‐75 PEMFC stack. – 75 cells with nominal 6

8

10

maximum power of 9.5 kWe

•2

4

P o w e r

( k W )

estimated average gross power requirement of 4 -4

-2

0

0 50 100 150 200

• Opportunity to operate s stem at hi h efficienc

-8

-6

Time (s)

if balance of plant optimised Power requirements and losses from electric

powertrain from one repeated cycle of the

Motor power Ro lling lo sses Aerodynamic lo sses


ECE‐15 drive cycle


25/52

• o e ng, es gn ng, building and testing of

, including: – Balance of plant,

– Start ‐up/shut ‐down strategies, – – Degradation & failure

modes• Real System testing &

validation!

Progress reported in: Cordner M, Matian M, Offer GJ, et al, Designing, building, testing and racing a low‐cost fuel cell range extender for a motorsport application, Journal of Power Sources, Vol 195, Iss 23, 2010, pages 7838 ‐7848


26/52

• r mary mo es – Start ‐up and shut ‐down

– Power cycling (28%) – Idling at low current (28%)

• Modelling includes simplified steady state va ues

• Comparison of steady

operation ,

was maintained at a steady 61°C with thermal oscillations of ±0.5°C and period 40 s caused by the 10 s phase lag between the inlet and outlet

© Imperial College LondonDegradation models based upon:* Miller, M. and Bazylak, A. Journal of power sources , 196(2):601–613, 2011.Ryoichi Shimoi, R., et al. SAE International Journal of Engines , 2(1):960-970, 2009.

temperatures


27/52

• converters

– A number

of

DC/DC

used by the team over the years

– These have always proven to be the hardest

– Bespoke design normally

necessar

Reported in Proceedings of EVS24, Stavanger, Norway, 2009, Fuel Cell Racing: Imperial College London Presents the Racing Green Team, Clague, R.,

– Electrical and control integration a challenge

, ., , ., .Raced in Formula Zero 2008 and 2009 Seasons, powered by Hydrogenics PEMFC, Maxwell Supercapacitors, LEMCO motors,


, controllers, controlled by CompactRIO


28/52

Real world testing

28


29/52

• Imperial wrote rules

and judged premier low carbon vehicle event in the world

– Results written

up

as

journal paper

– And, as report

• 5th

Nov 2011

Howey DA, Martinez ‐Botas RF, Lytton L, et al, Comparative measurements of the energy consumption of 51 electric,

hybrid and internal combustion engine vehicles, Transportation Research D, 2011, Pages:1 ‐6


30/52

– Over 100 students a year, highlights include

• IRG04 vehicle – Full batter electric Formula Student vehicle, racin at Silverstone in Jul 2011 – Over 50 students involved in vehicle race team

• RnD division, energy storage team – Battery and supercapacitor designing, making & testing – ,

– Battery management systems and control – Involving 23 students• RnD division, hybrid ONE team

– Hybrid powertrain design, designing and testing battery/supercap hybrid systems, inc BMS and energy mgmt

– Engine management and energy management in combustion engine hybrid powertrain

– Involving 21 students• Rnd division, fuel cell team

– Designing, building and testing 3rd generation of fuel cell system for installation into electric delivery van

–

Students are having to work on similar challenges to major automotive companies, at the forefront of technology development


31/52


32/52

Page 32


33/52


34/52


35/52

Techno ‐economics

35


36/52

• Electrochemical Automotive ng neer ng

– Fundamental electrochemistry of components and systems

– Performance optimisation, control and energy managemen – Degradation & failure mode modelling – Systems integration modelling and

optimisation Example figure from: Offer GJ, Contestabile M, Howey DA, et al, Techno ‐• Examp e Aim

– To predict optimum fuel cell and battery configurations for a plug ‐in‐hybrid based upon the interactions between

economic and behavioural analysis of battery electric, hydrogen fuel cell and hybrid vehicles in a future sustainable road transport system in the UK, Energy Policy, 2011, Vol:39, pages:1939 ‐1950

and system complexity, cost and weight

– To design, build and test such a fuel cell range extended electric vehicle, ambitious aim ‐ in time for the London Olympics.

Progress reported in: Cordner M, Matian M, Offer GJ, et al, Designing, building, testing and racing a low ‐cost fuel cell range extender for a motorsport application , JPS, Vol 195, Iss 23, 2010, pages 7838 ‐7848


37/52

.

• Assumption: Hybrid

configurations

cheaper!

• Question: Is this true and what is optimum

Hydrogen & Fuel Cells Electricity & BatteriesFuel lifec cle efficienc Good for conventional Good for conventional

Poor for electrolysis

V. Good for renewablesTechnology cost Costly for peak power Cheap for peak and

Range Independent of device Dependent and Costly

Cost of fuel Large variability Cheap



38/52


39/52

• UK National 820

Travel Survey Data

6

16

18 Small Small/Medium

Mediumw distribution – Aggregated

12

14

n t

arge

e n t

& – Different car

t es 68 P e

r c

P

e r

• Similar distributions

2

2

4

Germany 0< 5 < 10 < 15 < 25 < 35 < 50 < 100 < 200 200 <

0

Day Distance Driven (banded) / miles

© Imperial College London

Energy Policy, 2011, Vol:39, pages:1939 ‐1950First presented at Grove Fuel Cell Conference in London, October 2009


40/52

• For baseline

ve ic e – NTS = Medium

– VED =

Multi

‐80 /

%

• Assumptions – 100% capacity

useable60

e r c e n

t a g

– Single overnight charge

• Similar to US and 40

u l a t i v e

P

– And hence similar model

results too 0

20 C u

All electric days possible / total days Electric miles possible / total miles

0 10 20 30 40 50 60 70 80

© Imperial College London

For USA see T. H. Bradley and C. W. Quinn, Journal of Power Sources , 2010, 195 , 5399 ‐5408.For Germany see Steiger W., Volkswagen AG: European Forum Alpbach 2008


41/52

• Baseline = all assumptions average – Results shown on left exclude carbon – = – All other assumptions fixed unless otherwise stated (yellow)

Shaded error bars Fixed assumptionsX‐axis


( )( ) ( ) ( ) ( )( )vehicle f behaviour f E f C FC BC C C C C C f Cost GenCOSizeSize ICE FC Batt FF E H ........... 22=

i


42/52

Battery costs, most important

assumption• Dominate costs of FCHEV – Highly

sensitive for large battery size

• Diminishing returns beyond ~

• If range

not

a

concern a BEV ma be possible



H d d i f ll


43/52

Hydrogen costs, dominates for small

battery size• FCEV – Highly sensitive

• FCHEV – Highly sensitive

for small battery sizes – High cost

favours larger battery size

– For large

battery size negligible effect

– Fuel cell costs affect comparison with ICE but do not affect

significantly !!!




44/52

Decarbonising electricity generation, necessary,

but CO2 emissions only affect cost a little• Dominates emissions

– avours arger battery size

– Effect on price negligible even at

$120 / tonne• Hy rogen pro uct on

– Assumed steam reformed methane

– Different methods of h dro en production may balance this effect

Note: In the UK Both electricity and hydrogen offer ~50% reduction in emissions today!




45/52

, • FCEV vs FCHEV

– • FCHEV

– Small favouring larger batteries

because of H2 method

• ICE comparison – Highly sensitive – Effective carbon

to favour new

technologies – Both FCEV, FCHEV and BEV

– Higher the better




46/52

–

• Hybridisation

– ens t ve to vehicle type

– Large vehicles need large batteries

• Driving behaviour – Different for

vehicle types – Increasing vehicle

s ze ncreases total miles per day

• Effects – Both effects

suggest increased costs and less benefit from the FCHEV

– clearly different



47/52

• FCHEV

– Similar optimum battery sizes predicted for all

types – ectr c range obviously affected

– Large vehicle significantly

eren

• How does

this

affect emissions?



Dependent variable


48/52

‐• Emissions

– orse or larger vehicles

– Not just effect larger energy consum tion

• Economics – Favours similar

battery size (hollow sym o s

– But larger vehicle means less miles can be driven as electric

– Increasing use of range extender


o e: s s or s eam re orme me ane an decarbonised electricity


49/52

Submitted to Energy & Environmental Science


50/52


51/52

‐

. m un ng over years, n vers es, un e un er ow ar on e c e –Integrated Delivery Programme. One partner is Shanghai Automotive Industries

Corporation (SAIC) UK Technical Centre


52/52


ectric Electric & Hybrid Vehicle Vehicle Research.pdf

Documents

Transcript of ectric Electric & Hybrid Vehicle Vehicle Research.pdf

Introduction to Research.pdf

Writing Up Research.pdf

Persuasive Research.pdf

descriptive research.pdf

Lecturequalitative research--Qualitative Research.pdf

Design RESEARCH.pdf

Grayson ectric Cooperative Corporation - KY Public … Case Referenced Correspondence/2010... · Grayson ectric Cooperative Corporation 109 Bagby Park ... April 18,201 1-Carol A Fraley,

oil extraction by steam research.pdf

Gersh - Action Research.pdf

MBus_2016_Leo Saito_1331285_Final Research.pdf

What is Research.pdf

Scientific Research.pdf .on bio geometry

Ruby Rogers graffiti research.pdf

research.pdf (5.551Mb)

Centra ectric

Statistics in Drug Research.pdf

Ethics and Educational Research.pdf

Publisher research.pdf 2

writing research.pdf

Mobile-2.0_buspass research.pdf