Ultra Capacitors
Ultra Capacitors
Ultra Capacitors
Research Objectives
Evaluate whether hybridizing energy storage has potential for Satisfying technical and financial targets. Improving the vehicle system (mileage, performance, reliability, etc).
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Outline
Exploratory Lab Tests Modeling and Simulation Energy Storage Optimization Cost Analysis
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6.5Ah NiMH stack of 14.4V (18V max). Ultracapacitor module and battery stack are arranged in parallel to share the current load depending on internal impedance.
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Battery-only Voltage
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Battery Currents in the Hybrid-Pack Are Reduced Compared to the Battery-Only Pack
70
Charge
50 30
Current(A)
10 110 120 130 140 150 160 170 180 190 200
100 -10
-30
-50
-70
Discharge
-90
-110
time (s)
Components in hybrid pack share currents ultracapacitor clearly has lower impedance than high-power NiMH batteries.
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Ultracapacitor Current
% Freq Hyb_UC
Battery Current
Discharge
Charge
Lower impedance UC provides all currents larger than 40A, while the battery absorbs/supplies additional low level currents from/to the UC to correct for voltage (Ah capacity) inequalities.
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Current Histogram in the Hybrid Pack and Battery-Only Pack during the US06
g 45 40 35 30 25 20 15 10 5 0 -40 to 110 -30 -20 -10 0 Current (A) 10 20 30 40 to 100 g g
% Freq Hyb_NiMH
Discharge
Charge
Overall, the batteries in the hybrid pack see no currents larger than 40A, while the batteries in the traditional pack see all the currents, from 110A to 100A.
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33% narrower battery cycling range (after 10 minutes) has the potential to increase battery life.
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24% narrower battery cycling range (after 40 minutes) has the potential to increase battery life.
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Outline
Exploratory Lab Tests Modeling and Simulation Energy Storage Optimization Cost Analysis
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Modeling Approach
Use established battery models in ADVISOR. Develop ultracapacitor model for use in ADVISOR. Incorporate the hybrid energy storage architecture into ADVISOR. Validate laboratory tests.
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Library
Battery Models
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Capacitance and resistance vary with temperature and charge/discharge current rate. In the model, inductance and parallel resistance are neglected because of the relatively low frequencies and the lack of sufficient dead time for self discharge to occur during simulations.
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30
Current(A)
10 110 120 130 140 150 160 170 180 190 200
100 -10
-30
-50
-90
-110
time (s)
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0.5
0.0
-0.5
-1.0
Itot_diff
Time (s)
Simulated voltage within 0.25V and simulated total current within 80mA
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Typical Pack
Battery Pack Ultracapacitor Bank Battery Pack Ultracapacitor Bank Motor Controller
UltraCap Pack
Motor
Direct Coupling
Motor Controller Motor
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Outline
Exploratory Lab Tests Modeling and Simulation Energy Storage Optimization Cost Analysis
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Battery Pack
Motor Controller
Motor
20 modules
20 NiMH modules with 120180V range Battery pack voltage range matches motor drive voltage requirements
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Optimizer checks device current limits arent exceeded under maximum conditions. Battery, ultracapacitor, and power electronics costs could easily be incorporated in optimization with accurate data.
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8 modules
Ultracapacitor Bank
Motor Controller
Motor
17 Ultracapacitors
8 NiMH modules with 4872V range 17 Ultracapacitors with 2143V range Energy storage pack voltages are boosted to motor drive requirements
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Battery Pack
Motor Controller
Motor
20 modules
t o mee ts t bility l targe A a chnic te seline a n to b o paris esults Com tion r a simul
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Optimized Assessment
8 battery modules, 17 ultracapacitors Expanded performance results are expected with more advanced control strategy development
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Battery Pack
8 modules
Ultracapacitor Bank
Motor Controller
Motor
17 Ultracaps
Outline
Exploratory Lab Tests Modeling and Simulation Energy Storage Optimization Cost Analysis
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Total pack cost for standard battery pack and optimally sized battery+ultracapacitor pack (for various ultracapacitor cost projections)
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Total pack cost vs. battery module cost with converter cost lines and base ultracapacitor cost set to 1/F
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20
Years
Assuming... - $100/ battery module - 1/F UCs - $800 DC/DC converters cost
Hybrid pack replacement costs will also be different (assuming replacement of all energy storage components simultaneously).
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Conclusions
The process to simulate, optimize, and further evaluate hybrid energy storage configurations was developed. Hybrid energy storage does have potential for satisfying technical and financial targets. First-run battery + ultracapacitor control strategies have maintained vehicle performance.
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Future Work
Improving the hybrid energy controller should improve mileage, performance, etc Verifying an optimized configuration through laboratory testing is important. Further cost/life data are needed.
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Acknowledgments
This Work Was Funded by the U.S. Department of Energy, Office of Advanced Automotive Technologies. We wish to thank Robert Kost (DOE Vehicle Systems Program Manager) and Terry Penney (NREL HEV Technology Manager) for their support of this project. Additional Support from, Ahmad Pesaran, NREL ES Team Leader Mark Mihalic, NREL ES Team Tony Markel, Vehicle System Analysis Team