models of electric and hybrid-electric propulsion systems chapter 4 from the book: ” vehicle...
TRANSCRIPT
Models of Electric andHybrid-Electric
Propulsion Systems
Chapter 4
From the book: ” Vehicle Propulsion Systems”
Lino Guzella – Antonio Sciarretta
Outline
• Discussion about Electric Vehicles (EV).
• Introduction of Hybrid Electric Vehicles (HEV).
• Description of quasi-stationary and dynamic models of:
– Electric components
– Electric power bus
– Energy consumption
Electric Propulsion Systems
• Composed of :– An Electricity Storage System.
– An Electric Motor.
• The resulting vehicle is not autonomous.
BatteryBattery
Electric MotorElectric Motor
TransmissionTransmission
• Characterized by two or more prime movers and power sources.
• In general a HEV includes:– An engine as fuel converter or irreversible prime mover.
– Electric prime mover (different type of motors).
– A second electric machine (generator).
– Electric storage system (electrochemical battery, supercapacitors).
Hybrid-Electric Propulsion Systems
• Motivations for developing HEVs:– downsize the engine and still fulfill the maximum power requirements of the
vehicle;
– recover some energy during deceleration instead of dissipating it in friction braking;
– optimize the energy distribution between the prime movers;
– eliminate the idle fuel consumption by turning off the engine when no power is required (stop-and-go); and
– eliminate the clutching losses by engaging the engine only when the speeds match.
• These improvements are counteracted by the fact that HEV are 10-30% heavier than ICE based vehicles.
Hybrid-Electric Propulsion Systems
• There exists three different main types:– Parallel Hybrid: both prime movers operate in the same drive
shaft, thus they can power individually or simultaneously.
– Series Hybrid: The electric motor drives the vehicle. Electricity is provided by the battery or by the engine – driven generator.
– Series-Parallel or Combined Hybrid: has both a mechanical link and electrical link.
Configuration of Hybrid-Electric Vehicles
• Needs three machines:– Engine
– Electric generator
– Electric traction motor
• The gasoline engine turns a generator, and the generator can either charge the batteries or power an electric motor that drives the transmission. Thus, the gasoline engine never directly powers the
vehicle.
Series HEVs
• Have a fuel tank, which supplies gasoline to the engine.
• They also have a set of batteries that supplies power to an electric motor.
• Both the engine and the electric motor can turn the transmission at the same time, and the transmission then turns the wheels.
Parallel HEVs
• Act mostly as a parallel but have the features of a hybrid series.
• They introduced the usage of a planetary gear set (PGS).
• They introduced as well the combination of a chain driven generator of mild parallel hybridds and a crankshaft-mounted motor as in full parallel hybrids coupled at the DC link level.
Combined HEVs
Power Flow in Combined hybrid Vehicles
• In recent years the models that have already entered to the market in mass production are the combined hybrids preferably with planetary gear set.
• Some Parallel hybrid have been also produced.
• The most common:– Gasoline engines
– Permanent magnet synchronous AC motor/generator
– Nickel metal hybride batteries.
Combined HybridCombined Hybrid
• How to model HEVs:– Subsystem analysis: modeling of components (submodels).
– System synthesis: Integration of submodels by power flow.
• With this approach of submodelling the system and designing a “library” of components it becomes easy to represent series, parallel and combined hybrids models.
Modeling of Hybrid Vehicles
Quasistatic and dynamic modelingFlow of power factors
Series HybridSeries HybridParallel HybridParallel Hybrid
• Convert electricl power from battery into mechanical power.
• Convert mechanical power from the engine into electrical power to recharge the battery.
• Recuperate mechanical power available at the drive train to recharge the battery.
• Good HEV motors:– High efficiency– Low cost– High specific power– Good controllability– Fault tolerance– Low noise– Low torque fluctuation
Electric Motors
Electric motorElectric motor
• Input: T2(t) and ω2(t) requiered at the shaft.
• Output: P1(t)=I1(t) · U1(t)
– If P1(t) > 0, acting as a motor (absorbing)
– If P1(t) < 0, acting as a generator(delivering)
Quasistatic Modeling of Electric Motors
Causality representationCausality representation
Motor EfficiencyMotor Efficiency
• The efficiency map ηm(ω2(t), T2(t)) is ususally defined for the first quadrant (motor mode).
• To extend the data to the second quadrant(generator) two methods can be applied.
– Mirroring the efficiency:
– Mirroring the power losses
• The two methods yield different results.
Quasistatic Modeling of Electric MotorsMotor Efficiency
• The Kirchoff voltage equation:
• For the field circuit:
• Newton’s second law:
• The induced voltage (emf):
• The armature torque:
Quasistatic Modeling of Electric MotorsDC Motor
• In common expression:
• In the quasy-stationary limit the system can be described as:
• Giving a linear dependency:
• The dependency between Ua(t), Ia(t) and U1(t), I1(t) is determined by the controller. Mostly DC-DC choppers converters are used.
• For the field circuit, the balance of power is:
• The input power:
• The efficiency:
Quasistatic Modeling of Electric MotorsDC Motor
• The power losses P1-P2 will be:
• Compose of three-phase windings.
• The Kirchoff voltage laws for the stator and roto d-q axes are:
– stator
Quasistatic Modeling of Electric MotorsAC Motor
– Rotor
• By Newton’s second law
• By a balance of power:
• The efficiency will be:
• The power losses
Quasistatic Modeling of Electric MotorsAC Motor
Quasistatic Modeling of Electric MotorsPermanent Magnet Synchronous Motors & DC Motor
• The Kirchoff voltage equation:
• The torque at the shaft:
• Newton’s second law:
• The torque T2 at steady – state limit: • The efficiency:
• Dynamic models are used mainly for specific control and diagnostics purposes.
• In dynamic models, the correct physical causality should be used.
• The voltage Ua is in function of U1 and it depends on the type of chopper used.
– Single-quadrant or step-down
– Two-quadrant
– Step-up
Dynamic Modeling of Electric Motors
• α(t) is the chopper duty cycle
• Transform chemical energy into electrical energy and vice versa.
• They represent a electrical energy storage system.
• Three main components:– Cathode (reduction-gain of electrones)
– Anode (oxidation-loss of electrones)
– The medium ion transport.
• Categories:– Ambient-temperature operating battery.
– High-temperature operating battery.
• Technologies:– Lead-acid, Lithium-ion, Nickel-cadmium,
Nickel-metal hydride, Sodium sulfur.
Batteries
BatteryBattery
• Ideally the charge can be expressed as:
• Due to parasitic effects in the battery the charge can be expressed considering the coulombic efficiency:
• In tests the discharge time expresses when the voltage has reached a desired voltage
• If the capacity Qo* for a given I2
* is known, then the capacity at a different current will be
Quasistatic Modeling of Batteries
Causality representationCausality representationCapacity and state of ChargeCapacity and state of Charge
• More sophisticated models have been developed, ex.
• According to Kirchooff’s voltage law:
• Uoc is a function of the battery charge:
• κ2 and κ1 depend on the battery construction.
• The Resistance is a contribution of the ohmic, charge-transfer and diffusion resistance.
• Instead of modeling the various electrochemical processes of a battery, often experimental data from a constant – current discharge test are used to derive a black box.
Quasistatic Modeling of Batteries
Equivalent circuitEquivalent circuitCapacity and state of ChargeCapacity and state of Charge
• The resistance during the discharge test can be expressed as:
• U2 will have the form:
• The power as a function of voltage is calculated as:
Quasistatic Modeling of Batteries
Capacity and state of ChargeCapacity and state of Charge
• The maximum current and voltage for the discharge state of the battery can be expressed as:
Quasistatic Modeling of Batteries
• The maximum current and voltage for the charge state of the battery can be expressed as:
• The global efficiency is defined on the basis of a full charge/discharge cycle as the ratio of total energy delivered to the energy that is necessary to charge up the device.
• The discharge energy is:
• Charging the battery with a current of the same intensity, I2 = - |I2|, requieres an energy that is evaluated as:
• The artio of Ed to Ec is by definition the global efficiency which is a function of I2:
Battery Efficiency
• The dynamical model will describe the transient behavior of the battery.
• The simplest model is the Randles or Thevenin model.
• The dynamic equations derived from Kirchhoff are:
Dynamic Modeling of Batteries
• Another approach consists of representing the battery transient behavior by means of black box dynamic circuits.
• The state equations are:
Dynamic Modeling of Batteries
• Hold significantly more charge.
• Supercapacitors are well suited to replace batteries because of their scale.
• Batteries have a limited number of charge/discharge. Supercapacitors can be charged and discharged almost an unlimited number of times.
• They can discharge in matters of milliseconds and are capable of producing enormous currents.
• Supercapacitors have a very long lifetime.
Supercapacitors
• By the Kirchooff’s voltage law
• And the relationship:
• The resulting equation for the voltage is:
• The global efficiency can be defined as:
Quasistatic Modeling of Supercapacitors
• The ratio of the relative speeds of the sun and ring can be written as:
• Assuming ω1(t) = ωc(t), ω4(t) = ωs(t), ω2(t) = ω3(t) = ωr(t)
• The balance of power applied to the four ports:
• Combining equations we find:
Quasistatic Modeling of Planetary Gear Sets