Hybrid Energy Storage Studies Using Batteries and Ultracapacitors for Advanced Vehicles

Matthew D. Zolot and Bill Kramer National Renewable Energy Laboratory

Presented to the 12th International Seminar on Double Layer Capacitors and Similar Energy Storage Devices Deerfield Beach, FL December 9-11th, 2002 www.ctts.nrel.gov/BTM

Rational for Hybridizing a Battery Pack

Aggressive hybrid vehicle designs need high power capability AND adequate energy storage capability. It is difficult for currently available batteries to meet power, life/reliability, and cost targets simultaneously. It is difficult for currently available ultracapacitors to meet energy, reliability, and cost targets.
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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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Hybridizing an Energy Storage System

To explore the advantages and disadvantages of incorporating ultracapacitors and batteries into an HEV, we conducted laboratory tests. We investigated the performance over a vehicle power profile based on the EPAs US06.

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Case A Battery-Only Pack

High power NiMH batteries in the U.S. Prius Two 6.5Ah modules at 14.4V nominal (18V max) Simulated HEV power load with scaled down voltage for a US06 drive cycle
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Case B - Simple Hybrid Energy Storage Pack

Ultracapacitor Module Battery Ultracapacitor module of Stack 8 cells (up to 20V) and a

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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Ultracapacitors Filter Voltage Transients

20 18 16 14 Voltage (V) 12 10 8 6 4 2 0 0 100 200 300 time (s) 400 500 600

Hybrid Pack Voltage

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

Hybrid Pack Battery Current

Current(A)

10 110 120 130 140 150 160 170 180 190 200

100 -10

-30

-50

Hybrid Pack UC Current Battery-only Battery Current

I_hyb_total I_hyb_NiMH I_hyb_UC

-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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Current Histogram in the Hybrid-Pack during the US06

g 45 40 35 30 25 20 15 10 5 0 -40 to 90 -30 -20 -10 0 Current (A) 10 20 30 40 to 80 g g
% Freq Hyb_NiMH

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

Battery-only - Battery Current

% Freq Bat_NiM

Hybrid Pack - Battery Current

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 SOC Range Over the US06 Profile

33% narrower battery cycling range (after 10 minutes) has the potential to increase battery life.
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24% Narrower Battery SOC Range Over Many US06 Profiles

24% narrower battery cycling range (after 40 minutes) has the potential to increase battery life.
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Advantages and Disadvantages of Hybridizing Energy Storage

Advantages Reduced battery currents Reduced battery cycling range will have positive effect on life Disadvantages Very large volume and mass Increased energy storage cost Unknown side effects of direct coupling
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Hybridizing has benefits, but we need to work on drawbacks

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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ADVISORs Battery Model Selection

Block Diagram

Library

Battery Models

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Ultracapacitor Model Development

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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Modeling the Hybrid Energy Storage Setup

Matlab/Simulink based model with use of SimPower Systems blockset

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Simulated Current Distribution Agrees Well with Lab Data

70 50

30

Current(A)

10 110 120 130 140 150 160 170 180 190 200

100 -10

-30

-50

-70 I_hyb_total I_hyb_UC Icap_sim I_hyb_NiMH Ibat_sim

-90

-110

time (s)

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Model Validation Agrees Well with Lab Data

Voltage and Current Difference between Lab Data and Simulation Data
1.5 1.0

Current (A), Voltage (V)

0.5

0.0

-0.5

-1.0

V_diff -1.5 0 500 1000 1500 2000

Itot_diff

Time (s)

Simulated voltage within 0.25V and simulated total current within 80mA
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Software Enables Simulating Numerous Configurations

Battery Pack Motor Controller Motor Ultracapacitor Bank Motor Controller Motor

Typical Pack
Battery Pack Ultracapacitor Bank Battery Pack Ultracapacitor Bank Motor Controller

UltraCap Pack

Motor

Direct Coupling
Motor Controller Motor

DC/DC Power Electronics DC/DC Power Electronics

Decouple Voltages and Optimize to Technical Targets

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Outline
Exploratory Lab Tests Modeling and Simulation Energy Storage Optimization Cost Analysis

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Baseline Battery Pack Configuration

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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Optimizing Component Count to Meet All Technical Targets

Characteristics Pulse discharge power Peak regenerative pulse power Total available energy (over DOD range where power goals are met) Specific power (based on regen power) Specific energy Maximum weight Maximum volume Operating voltage limits (Note: Maximum current is limited to 217 A at any power level) Temperature range: Equipment operation Equipment survival Units kW kW kWh W/kg Wh/kg kg L Vdc C C Derived Insight Technical Targets 9.425 (18 s) 11.375 (2 s) 0.38 (at rated Ah capacity) 426 (including enclosure weight) 14.2 (including enclosure weight) 26.7 (including enclosure) 15.6 (including enclosure) max 440 min (0.55 Vmax) Manufacturers rating Manufacturers rating

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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Optimized Pack Configuration

Battery Pack

8 modules
Ultracapacitor Bank

DC/DC Power Electronics DC/DC Power Electronics

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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Baseline Battery Pack

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

DC/DC Power Electronics DC/DC Power Electronics

Motor Controller

Motor

17 Ultracaps

Outline
Exploratory Lab Tests Modeling and Simulation Energy Storage Optimization Cost Analysis

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Energy Storage Cost Comparison

Total pack cost for standard battery pack and optimally sized battery+ultracapacitor pack (for various ultracapacitor cost projections)
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Energy Storage System Cost Comparison

Total pack cost vs. battery module cost with converter cost lines and base ultracapacitor cost set to 1/F
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Lifetime Cost Estimates (10 year lifetime)

$6,000 $5,000 $4,000 Total Cost $3,000 $2,000 $1,000 $0
0 5 15 10

20

Years

Assuming... - $100/ battery module - 1/F UCs - $800 DC/DC converters cost

Cost Std Bat Pack (10yrs)

Cost Opt HESS (10yrs)

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

For further information, www.ctts.nrel.gov/BTM And for ADVISOR downloads, www.ctts.nrel.gov/analysis/

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