Uday Presentation

Ultracapacitors • Microelectronics • High Voltage CapacitorsUltracapacitors • Microelectronics • High Voltage Capacitors

Ultracapacitors: Some Perspectives on T h l M d li d A li ti

Presentation

Technology, Modeling and Applications

MCCIA PuneTitle MCCIA, PuneDecember 10, 2008

Dr. Uday Deshpande, Dr. John Miller

MORE POWER.MORE ENERGYMORE POWER.MORE ENERGY

Maxwell Technologies

MORE ENERGY.MORE IDEAS.™

© 2008 Maxwell Technologies, Inc.



Presenter Bio

Ud D h d Ph DUday Deshpande, Ph.D.Senior Director, Power Engineering

Uday Deshpande joined Maxwell Technologies in early 2007 assuming primary responsibility for electrical and systems development. In this capacity he is responsible for solutions for Maxwell’s ultracapacitor products as well as developing increased understanding in the application and use of ultracapacitors in various industries worldwide. Prior to that heultracapacitors in various industries worldwide. Prior to that he spent over 10 years in technology development/engineering roles where he led development of motor/drive solutions for automotive and power tool industries. He has a Bachelor of Technology (Hons.) degree from the Indian Institute of T h l Kh d MSEE d Ph D d f thTechnology, Kharagpur and an MSEE and Ph.D. degrees from the University of Kentucky, all in Electrical Engineering. He is a Senior Member of the IEEE, has published several papers and has several patents issued or pending in the field of electric machines and drives.

Contact:[email protected]

His fields of interest are electric machines and drives, power electronics and energy storage systems.

2

Overview

I d i M ll• Introduction to Maxwell• Ultracapacitor Basics• Maxwell Products• Applications

– Basics– Overview – UPS, AMR, Wind etc.

S ifi E l– Specific Examples• Traction• Automotive

• Special Topics for Tata• Wrap-up/Q&A

3

p p

Introduction

• Founded in 1965

• 300 Employees

• Revenue $55 M ('07)

• Listed on Nasdaq – Symbol: MXWL

• Locations in San Diego, CA and Rossens, Switzerland

1992 Maxwell starts development of Ultracapacitors

1995 Maxwell introduces first large Ultracapacitors

1997 Montena starts development of Ultracapacitors

2000 Montena introduces first Ultracapacitors to market

2002 Fusion of Maxwell and Montena

2004 Maxwell produces own, proprietary Electrode

2006 Launch of expanded Ultracapacitors product line2006 Launch of expanded Ultracapacitors product line

2006 Maxwell becomes supplier of proprietary Electrode

2007 Production start in China

2007 New CEO, David Schramm

4

2007 New CEO, David Schramm

2008 HTM Series Production Start

Maxwell Presence

Germany:Maxwell Technologies GmbHAutomotive HQGilching

5

g

Rossens CH

Production Facilities and PartnersBelton Group,Rossens, CH Belton Group,

China

San Diego, USAISO 9001

ISO 14001 USAISO 14001ISO/TS 16949

ISO 9001, ISO 14001, QS9000

YEC, ChinaISO 9001, ISO/TS 16949Lishen, China

ISO9002

6

ISO9002, ISO14001

Maxwell Business Units

High voltage capacitors Ultracapacitors

Microelectronics for space

7

High Voltage Capacitors

R

Three Product Lines

Grading Capacitors

Coupling CapacitorsCoupling Capacitors

CVDs (capacitive voltage dividers)

8

Micro Electronics

Advanced MemoryUnique A/D & D/A productsSingle Board ComputersSingle Board ComputersCustom Software

Radiation Hardening

9

BOOSTCAP® Ultracapacitors

Provide products with highest performance efficiency reliability

f and long lifeto optimize use of energy

10


PresentationUltracapacitor Basics

Title

MORE POWER.MORE ENERGYMORE POWER.MORE ENERGYMORE ENERGY.MORE IDEAS.™




What is an Ultracapacitor?

Invented in U S by Robert A Rightmire of SOHIO• Invented in U.S. by Robert A. Rightmire of SOHIO company.– U.S. Patent 3,288,641 “ELECTRICAL ENERGY STORAGE , ,

APPARATUS: This invention relates generally to the utilization of an electrostatic field across the interphase boundary between an electron conductor and an ion conductor to promote the storage of energy by ionic adsorption at the interphase boundary.” Nov. 29, 1966adsorption at the interphase boundary. Nov. 29, 1966

• Electrochemical storage batteries and capacitors have been in existence for over 2000 years (B hd d b BC) V l “ il ” 1800 B(Baghdad battery BC), Volta “pile” 1800, to Ben Franklin 1848 who coined the term “battery”.– Battery stores energy in chemical bonds that follow reduction-oxidation y gy

(REDOX) reactions. Mass transfer is involved.– Capacitors store energy in electrostatic fields between ions in solution and

a material. No mass transfer involved – hence no electrochemcial wearout.

12

Source: Joel Schindall, “Concept and Status of Nano-sculpted Capacitor Battery,” Presented at 16th Annual Seminar on Double Layer Capacitors and Hybrid Energy Storage Devices December 4-6, Deerfield Beach, Florida

Capacitance terminology

• Generic types of electrochemical capacitors (EC’s):• Generic types of electrochemical capacitors (EC’s):– Symmetric design – same carbon material is used in both electrodes.

Testing generally imparts a (+) positive or (-) negative polarization.– Asymmetric design – electrodes are different materials, one activated y g ,

carbon (DLC electrode) and the opposing electrode is a battery type that stores charge via chemical reactions, reduction-oxidation (redox)

• Electrolyte type varies for each type of EC:Aqueous (water based)

Symmetric carbon-carbon electrodesAsymmetric carbon-battery electrodeElectrolyte is alkaline with dissolved saltsCurrent collector is nickel, container is plasticDi ti i h d b l ti lt

Organic (carbon or hydrocarbon based)Symmetric carbon-carbon electrodesAsymmetric carbon-battery electrodeElectrolyte is organic with dissolved saltsCurrent collector is aluminum, container is aluminumDi i i h d b hi h i l

• Separator- porous paper, polymer or ceramic that prevents EC electrodes from shorting together. Must be ion conducting (porous) and electron blocking

Distinguished by low operating voltage Distinguished by high operating voltage

and electron blocking.• Current collectors – metal foils used in each electrode to which the

carbon electrode films are laminated. Typically aluminum foil.• Charge – ionic molecules in solution electrons in conducting medium

13

• Charge – ionic molecules in solution, electrons in conducting medium.

Energy Storage Technology Options

14

Electrochemical Capacitor• Family of Electrochemical Capacitors (EC’s) has two y p ( )

branches:– Double layer capacitors that rely on purely electrostatic

accumulation andaccumulation, and– Asymmetric capacitors or sometimes called pseudocapacitors.

Electrodes Type Device

2 – electrostatic EDLC2 electrostaticSymmetric

carbon

EDLC

Asymmetric Pseudocap1- redox

1 – electrostatic(hybrid

capacitor)2 – redox Battery

15

The Fundamentals: A Review

• Basics of the electronic double layer i e ultracapacitor• Basics of the electronic double layer, i.e., ultracapacitor– An electronic charge accumulator having extreme capacitor plate

specific area and atomic scale charge separation distance.

16

Graphic: IEEE Spectrum, Jan 2005


E t it i il bl f th• Extreme capacitance is available from the carbon electrochemical double layer

itcapacitor– Activated carbon has very high specific area (S)– The compact layer interface between the

carbon particles and electrolyte ions, the Helmholtz layer is on the order of 1 atomHelmholtz layer, is on the order of 1 atom thickness. 23 )(103 g

mSC

12

9

10*10

Scaled

C Ultra =

17

The “Ultra” in Ultracapacitor.


• The ultracapacitor model commonly applied is that of the series combination of t DLC’ t th l t d l t t ltwo DLC’s at the electrode - solvent compact layer.

• Ultracapacitor response is very fast in comparison to a battery – no Redox reactions,

• But, slow in comparison to film or ceramic capacitors._ ++ _Ionic Resistance

Separator + electrolyte

Separator+

+

+_ _+

Helmholtz layersElectrical Resistance:Collector foil +Foil to Carbon+C ti l t

Helmholtz layers

_

++

_

_

+

+

+ +

+_

++++

____

_+

_C-particle toC-particle

++

_

_

_

_+

+

+

+

__

_

++++

____

18

ElectrodeElectric conductivity

ElectrodeElectric conductivity

ElectrolyteIonic conductivity

Electrochemical Makeup of Ultracap

• The ultracapacitor model commonly applied is that of the series• The ultracapacitor model commonly applied is that of the series combination of two DLC’s at the electrode - solvent compact layer.

• Ultracapacitor response is very fast in comparison to a battery – no Redox reactions,

• But, slow in comparison to film or ceramic capacitors.

ReRionic

Uc

19

Re

Ultracapacitors – Perspectives on size

Size ScaledCarbon electrode 100 m 10 km Mt. Everest

Carbon particle 5 m 500 m Petronas Towers

Micro-pores 2 nm 20 cm BucketMicro-pores 2 nm 20 cm Bucket

Ions 0.7 nm 7 cm Grapefruit

20

Inter-atomic dist. 0.2 nm 2 cm Cherry

Capacity, ESR and Internal Pressure

• Overcharge at maximum rated temperatureOvercharge at maximum rated temperature– Typically, ultracapacitor cells are shipped as

manunfacturedNo burn in initial capacitance drop and ESR increase– No burn in – initial capacitance drop and ESR increase evident

– Accelerated testing under dc life criteria: 2.85V/cell @ +65oC+65 C

– End of life (EOL) when R2x Rinitial and C0.8 Cinitial

2 0

C, &ESR (b

ar)

BCAP3000 P270 Capacitance & ESR versus Temp

3.5

2.0

1.0 15 C

ell P

ress

ure

ESR change

2

2.5

3

r/ESR

r

0.8Capacitance drift

Internal Pressure0.5

1

1.5

Cr

21

0 500 1000 1500 2000 2500 Time in Test (h)

00

-60 -40 -20 0 20 40 60 80

Temp (deg. C)

Cr - Normalized to 24 deg.C ESRr - Normalized to 24 deg. C

Fundamentals - Extreme Current Applications

High bursts of power charging & dischargingHigh bursts of power, charging & discharging, impose correspondingly high carbon loading

Lid/Negative Terminal

Negative Collector

F il/N ti T b

Current flows from one terminal, through the jelly

ll t th th t i l

Lid/Negative Terminal

Negative Collector

F il/N ti T b

Current flows from one terminal, through the jelly

ll t th th t i l Foil/Negative Tabroll to the other terminal and out – known

Each interface is affected by the current flow

It is important to ensure

Foil/Negative Tabroll to the other terminal and out – known

Each interface is affected by the current flow

It is important to ensure

“Jelly Roll”(Electrode + Electrolyte)

pthat there is not “bottle necking” – especially due to high rates during operation

Temperature will

“Jelly Roll”(Electrode + Electrolyte)

pthat there is not “bottle necking” – especially due to high rates during operation

Temperature will

Positive Collector

Foil/Positive Tab

Temperature will exacerbate the effects

Vibration can cause mechanical fatigue of components Positive Collector

Foil/Positive Tab

Temperature will exacerbate the effects

Vibration can cause mechanical fatigue of components

2222

Can/Positive TerminalCan/Positive Terminal

Fundamentals – Extreme Current

Cell construction must be robust to tolerate highCell construction must be robust to tolerate high electrical, thermal and mechanical stress

Aluminum coverAluminum can

Aluminum coverAluminum can

Laser welded

Aluminum collector

Laser welded

Aluminum collector

Laser welded interconnectsLaser welded interconnects

Wound Carbon Electrode – Paper separator, two aluminum foil sheets and carbon films bonded to collectors

Wound Carbon Electrode – Paper separator, two aluminum foil sheets and carbon films bonded to collectors

2323

Extreme Current Applications High current cycling eventually leads to reduction inHigh current cycling eventually leads to reduction in component life.

• At 200A the carbon loading is 3x normal for continuous operation.

BCAP650 C% fade during constant current cycling, 2.7V, 15s rest

110

95

100

105

min

al

100A

80

85

90

% C

/C n

orm

200A

70

75

80

0 200000 400000 600000 800000 1000000 1200000

2424

# cycles


PresentationMaxwell Products

Title





Product Range

From 4F to 10F (PC family)

From 650 – 3000F (MC family) From 140 – 350F (BC family)

26

Product Line-up

Energy and power products availableCells From 4F to 10F (PC family)From 4F to 10F (PC family) From 140 to 350F (BC family) From 650 to 3000F (MC family)

Modules 16V and 48V 75V UPS 125 HTM 125 HTM

27

Complete Application Specific Solution Portfolio

Train, Hybrid Vehicle Energy Storage

HTM125V

Voltage Stabilization Regenerative Braking 48V

Start-stop

Regenerative Braking Peak Demand

48VModules

16V

Custom

Engine Cranking 16VModules

Door Actuators

Solutions MC Cells

28

Accessories BC Cells

Ultracapacitor cellsUltracapacitor Parameters

Ultracapacitor cells• Basic data sheet parameters• Trends are for ESR*C = t <1s and PML 10 kW/kg

C = 650 1200 1500 2000 2600 3000 FESRac = 0.6 0.44 0.35 0.26 0.21 0.20 mESRdc = 0.8 0.58 0.47 0.35 0.31 0.30 m = 0.52 0.696 0.705 0.700 0.806 0.900 sI 105 110 115 125 130 150 AIrms = 105 110 115 125 130 150+ Arms

2929

Micro-Hybrid Industrial Applications Heavy Transportation

Ultracapacitor ModulesUltracapacitor ModulesUltracapacitor Modules

– Thermally: 15°C rise at 150Arms and 600 scfm air flow

BMOD0165-E048 (165F, 48V, 150A, 8.5m)

BMOD0063-P125 (63F, 125V, 150A, 17m ESR)

Attribute BMOD0165-E048 BMOD0063-P125 BMOD0018-P390Energy, useable Umx Umx/2,

40 Wh 102 Wh 282 Wh

Cont. Amps 150 150 150Peak Amps 750 5s 950 5sPeak Amps 750, 5s 950, 5sMass, kg 14.2 58 165Power, (kW/kg) 6.6 4 3.5Cycles 1,000,000 1,000,000 1,000,000Cells/module 18 48 146

3030

Maxwell Large Cell Development History

Current Cell

Design is the key to: performance, robustness, Design is the key to: performance, robustness, AND AND COSTCOST

Early Designs expensive poor

performance

Too expensive,

improved perf

Cost Effectivenot sufficiently

robust

VERY Robust High

PerformanceperformanceEasy to Build

PC2500 Cell Gen 1

BCAP0010 Gen 3

LCELL proto Gen 4

MC Family Gen 5

Dual Coll Gen 6Gen 1 Gen 3 Gen 4 Gen 5 Gen 6

Major Mech Components 23 17 4 4 5Materials CostLabor Minutes 60 min 30 min 15 min 6 min

31

Si i t d ti f P i ’ ll i 1980’ (470F

Application Perspectives – Power & Energy Trends

Since introduction of Panasonic’s power cell in 1980’s (470F, 2.3V, 3.9m) carbon-carbon cell potential has increased ~20mV/yry

Ultracapacitor P&E Evolution

25

30

wer

Energy

Pow er

10

15

20

ecifi

c En

ergy

, Po

Voltage

0

5

1994 1996 1998 2000 2002 2004 2006 2008 2010 2012 2014 2016 2018Year

Spe

History of voltage trend:1988 2.3V (Panasonic 470F)

Ultracapacitor specific power, Pm (W/kg) can reach 20kW/kg only if cell potential increases and ESR decreases.

( )1996 2.5V (MXWL starts prod.)2002 2.5V (MXWL+Montena)2005 2.7V2008+2.85V estimate2010 3 0V projection

3232

2010 3.0V projection 2012 3.1V projection

Key Features of Ultracapacitors & Modules

Excellent power density

Highly efficient energy transfer

High durability and lifetime

1 Mio cyclesy

10 years lifetime

Cost effective in terms of Wh-cycles Cost effective in terms of Wh-cycles

Stable performance over large temperature range

Safety Safety

Designed to withstand harsh environmental conditions

33

Ultracapacitors • Microelectronics • High Voltage Capacitors

PresentationUltracapacitor Applications

Title

MORE POWER.MORE ENERGYMORE ENERGY.MORE IDEAS.™


TransportationAutomotiveAutomotive

IndustrialRenewable EnergyEnergy

35 Applications

Application Model

36

Application ClassificationDynamic StaticDynamic Current Cycling Power Cycling

Static Steady operation vs.

time Power Cycling Voltage level changes (periodic/cyclic) wide

Most of the time is spent in a charged state

Ch i i ttemperature swings High power/current

loading

Charging requirements can be benign

Discharge timing canloading. (Severe) vibration

conditions in parallel

Discharge timing can be quick

Vibration typically not a f Cycle life is a critical

parameter –current/power +

factor DC life/Self Discharge

characteristics are

37

current/power + temperature + vibration

characteristics are critical parameters

Ultracapacitors provide peak power

Peak Power Shaving

Ultracapacitors provide peak power ... … and back-up power

AvailablePower

Required PowerUltracapacitor Peak Power

Available Power Ultracapacitor Backup Power

Required Power

38


PresentationMaxwell Experience

Title



Experience Maxwell

Hybrid Bus Drive Trains Gasoline-electric, since 2003 Vehicles equipped with ultracapacitor systems have over 2,000,000 kilometers in service Over 200 packs produced per year = 30’000 caps = 78 Million Farads per year

Electric rail SITRAS installations in operation since 2001 Up to 250k cycles per year Energy saving and voltage stabilization 1344 Ultracapacitors per installations

Fork lifts BOOSTCAPs qualified for fuel cell powered fork lifts Fuel cell combined with Ultracapacitors Maxwell signed largest supply agreement in

C

40

ultracapacitors ever: 500k BCAP2600 in 3 years

Experience Maxwell

Windmills Burst power to trim blades, since 2003 Up to 3 x 128 Ultracapacitors per wind mill More than 1’000’000 BCAP0350 installed Maxwell received order for 3M BCAP0350 to be supplied in next 2 years

Aerospace Burst power for door opening, 16 x 56 UCs Useful life 25 years,140.000 flight hours BOOSTCAPs passed Airbus qualification testing in 2004, in series production now Almost 100k PC100 delivered Design chnge to BCAP0140

On-vehicle recuperation Braking energy recuperation Braking energy recuperation Up to 30% energy savings allows longer, faster or more trains in the same network Power up to 300 kW per system (up to 2 systems per train)

41

systems per train) In operation since 2004

Experience Maxwell

Diesel engine starting Burst power for diesel engine cranking Power module installed on diesel locomotives since 2003 28V, 6 x 12 BCAP2600 Expected lifetime of 15 years

Solar buoys Hybrid concept using both solar power and conventional batteries Ultracaps used for short-term surplus solar energy storage while the batteries are used as a backup BCAP0350

TelecommunicationTelecommunication Battery replacement Graceful power down and bridge power Long lifetime and high reliability 500k BCAP0350 in 2006

42

500k BCAP0350 in 2006


PresentationTraction/Drives Applications

Title





Transportation - Buses

ISE Hybrid bus drive train Diesel-electric and gasoline-electric Operated by various TAs p yRegenerative braking288 ultracaps/module, 2 modules/busGasoline economy 76%Gasoline economy 76%Diesel economy 22%

ProductionOver 100 buses per yearOver 200 packs (78’M F)p ( )2,000,000 Miles!

44

Buses & Trolleybuses - Europe

Trolley Bus - SOP in 2008

45

Hybrid Bus – SOP in 2010

Buses & Trolleybuses - China SOP in 2008 SOP in 2008SOP in 2008 SOP in 2008

46

SOP in 2009SOP in 2008

Energy Recuperation for Trains

Light rail vehicles, metro, DMU

Rapid energy storage through braking energy recapture, re-use for accelerationenergy recapture, re use for acceleration Stationary and on-vehicle In operation since 2002

Stationary Energy savings of 320 MWh per year Cost reduction (operation and energy)

HTM125

Cost reduction (operation and energy) Voltage stabilization

On-vehicle Reduce grid power consumption: 30% energy consumption, 50% peak power Bridge non-powered sections

47

Larger, heavier or more vehicles/trains

Traction Energy Saving Operation

Energy storage system:Energy storage system: Stationnary or on the vehicle

Time t1Vehicle 1 is braking

Energy storage system stores thebraking energy

Time t2Vehicle 2 is acccelerating

Energy storage system delivers the energy

Application: Time shifted delivery of the stored braking energy for vehicle re-accelerationSolutions: Possible with either stationary or on-vehicle energy storage system

48

Advantage: Cost savings through reduced primary energy consumption

y gy g y

Traction Voltage Stabilization Operation

Energy storage system is kept at fully charged state

Energy storage system is only discharged when the network voltage is pulled below a critical levelbelow a critical level

Energy storage system is rapidly recharged by braking vehicles or slowly through the DC network

S l ti St ti t t

Advantage: Optimization of the network voltage level

Solution: Stationary energy storage system

Substation Energy storage system

H H H

49

H H H

Windmill Applications

S it h dSwitched mode power supply

Energy storagestorage

Motor Inverter

AC Pitch Motor Turbine hub showing the three independent pitch

50

systems


PresentationAutomotive Applications

Title





Evolution of Electric Loadser

on

time

EHPS

EVT

A ti h iC t l it

Common-railLight

Pow

Radio/Navi/Tel

ACWater pump

Traffic mgmt

Active chassisRadio

Control unitsWiper

1h Actual

Conventional

Seat heaterBrake-by-wire

AC compressor

Rear window heater

Trend

EPB

Electric defrost

Catalyst heaterEC cool fan

30s

Power window

PTC

Peak power

Seat adjuster

EPBEPS

Door and hood actuator

Hybrids / Start-stop

Starter5s

Power window

52

100W 1kW 2kW 5kWSource: Continental AG

Voltage Profiles

Board Net Stabilization

15 V

Battery Voltage

ity

Recuperation Start-stop Power steering

ard

net q

ual

11 V

9 V

Boa

Battery Voltage

Additional energy storage

Increase of voltage

Improved stability of the board net

cyclingg

oscillation

Functions

53

Improved stability of the board net Less stress of the 12 V battery Source: BMW AG

Automotive Hybrid Functions

Ultracapacitors

Full Hybrid

Battery Systems

Pure El. Driving

ality Mild Hybrid

y

Econ Load Distribution

Enhanced Driving Performance

g

Func

tiona

Mild Hybrid

Boost

Launch Assist, Re-Gen

Econ. Load Distribution

Micro Hybrid

Start-StopBasic Re-Gen

Boost

≈

6 20 80 [kW]l l l

Quelle: Siemens VDO, IAV 2007

54

121-2

12060-120

400 [V]>1’000 [Wh]

System

Hybrid Systems and Functional Principle System

Full hybrid Mild hybrid Mini hybrid Micro hybridPrinciple

Inverter DCDC

<400V 14V Inverter DCDC

<120V 14V 14VLinear Controller

Function

Steering,Power

consumer

Inverter 14VController

14 - 42VDC

DC

Start-stop *Recuperation

Passive “boost”

Active “boost”

El. driving

Power assist ** **

55

* with modified series starter ** with additional power electronics

StARS +X

DC 12 V BordnetStarter-alternatorReversible system

Control unitDC

Ultracapacitor12V BatteryHigh power

electrical loads

In addition to start-stop, the system provides regenerative p, y p gbraking functionality (4kW) and light torque assist

Dual voltage architecture with floating voltage between 14 and 24V using EDLC technologyand 24V using EDLC technology

Improved bord net quality Ripple filtering with DC/DC Fuel Economy

10 12% on drive cycle

56

pp g Higher dependability with a split energy storage 10-12% on drive cycle

Micro Hybrids

G

DC

Verbraucher14 V

G

DCGenerator

Consumer

DC DCDC

A

M200/1’000W

DC DCDC

A

M500/1’000W

16-30V / 26FUltrakondensator

12V

A

Battery

E steeringPowerconsumer .

16-40V / 20FUltracapacitor

12V

A

Dyn.Energy storage

Energy management based on a variable board net voltage and recuperation function

f Target of the concept: Ultracapacitor module powers board net during acceleration, resulting in lower demand of generator power and hence higher engine torque at low rpm Peak power for power consumer

57

Peak power for power consumer Start-Stop

Alcoa System, Functional Principle

Acceleration: Ultracap powers board net, generator power available for acceleration

Overrun conditions: Ultracap charging

x x40A 40A0A

strib

utio

n bo

x

strib

utio

n bo

x40A

70A 40A

40A0A

14V 35V14V

Pow

er d

i

14V 35V14V

Pow

er d

i

C C

Ultracap storage system with integrated bidirectional Buck/Boost-DC/DC converter

1’000 W 1’000 W power output 100 A assistance during motor start Operating temperature -40°C to +75°C Air convection based cooling design

58

Air convection based cooling design CAN interface

Mild Hybrid - BMW X3 Concept Car

BMW Efficient Dynamics Energy recuperation and boosting Start/Stop function 15% fuel savings

Ultracapacitor module 300V 70kW power

59

300V, 70kW power 1500F cells, 2.7V

Full Hybrid Powertrain System - AFS

Extreme Hybrid™ system based on Fast Energy Storage™ consisting of Batteries to provide a slow, steady flow of electricity Ultracapacitors to provide power for short periods for all electric acceleration Ultracapacitors to provide power for short periods for all-electric acceleration Control electronics to control power flow cache power

Conventional, engine-driven front-wheel and fully-electric rear-wheel drive

60

AFS Concept

Plug-in connection

Li Ion battery pack

Plug in connection

Control electronics

Ultracapacitor module

61

Energy Storage Solution for Full Hybrids

Target is to meet energy storage requirements of full hybrids over the full operating temperature range without any sacrifice in performance Lithium alone cannot meet this challenge due to

Low power performance for temperatures below -10°C Susceptibility against high power requirements and deep discharges

Ultracapacitors alone cannot meet this challenge due top g Low energy density which results in extensive package space

What is recommended is an active parallel combination of ultracaps withWhat is recommended is an active parallel combination of ultracaps with lithium, requiring Power flows subject to supervisory energy management

Maintain energy component (lithium) within its high efficient range meaning low Maintain energy component (lithium) within its high efficient range meaning low power stress levels Maintaining pulse power component within its energy range – meaning without incurring wide SOC swings that shave off efficiency points

62

incurring wide SOC swings that shave off efficiency points Bi-directional DC-DC converter (most efficient power processor)


PresentationApplication Perspective

Title



How well does each technology support energy exchange over

Ultracaps and Lithium-ion Capability

How well does each technology support energy exchange over the full temperature range?

• The reciprocal charge/discharge of ultracapacitors means high power level is maintained across the full temperature rangemaintained across the full temperature range.

• Lithium-ion, because it relies on redox reactions, slows down when cold and becomes too reactive when hot. Overheating on charge when hot is a problem.

Lithium-ion pack cycle and calendar life are reduced as operation moves outside the normal operating window (or climate control actions must beclimate control actions must be taken).

Lithium-ion chemistries can shift the discharge and charge profiles, but cannot widen them.

Cold discharge power and hot charge power levels are significantly reduced from

6464

significantly reduced from normal temperature range levels.

Ultracapacitor Efficiency

It is necessary that the ultracapacitor (plus DC/DC converter) deliver a combined efficiency on the order of 90% or better to build a value proposition Ultracaps possess very low ESR high efficiency at relatively high power

CP Efficiency 3000F UC (0.1, 0.25, 0.4Pml)1.00

levels

At fixed power demand the ultracap internal potential decreases

0.70

0.80

0.90

Eff

p The current must increase Efficiency curve at constant power drops as power level increases:

This presents a design criterion for the

mxUP

20.40

0.50

0.60

0 00 2 00 4 00 6 00 8 00 10 00 12 00 14 00 16 00

This presents a design criterion for the interface DC/DC converter in sizing of the boost switch

dc

mxML ESR

P4

0.00 2.00 4.00 6.00 8.00 10.00 12.00 14.00 16.00Time, s

High efficiency means more compact modules, less cooling system burden Improved efficiency in energy storage means transportation systems with improved

65

Improved efficiency in energy storage means transportation systems with improved fuel economy, reduced emissions and uncompromised performance

Ultracap vs Lithium-Ion: Energy Efficiency

It is an established industry fact that for power demands less It is an established industry fact that for power demands less than 20 seconds ultracapacitors outperform lithium-ion batteries

1000Graphic compares 12Ah lithium-ion pack vs. 3000F, 2.7V ultracapacitor pack in ability to capture regen energy in an HEV then discharge it.

1000

J/kg

) Li-ion battery

At 100s the lithium will capture 5x more energy than the ultracap but at 10s both capture the same energy only the capacitor discharges 95% of this energy whereas the lithium ion

100

fic E

nerg

y (k

J

ultracap

captured

this energy whereas the lithium-ion can only discharge 50%.

Therefore, for 10s power the ultracapacitor is 2x as effective as the lithium-ion. Hence, ultracapacitor

10

Spec

if ultracap

stored, p

applicability extends up to 20s versus lithium-ion.1

1 10 100 1000 10000Charging time (s)

John R. Miller, Alex D. Klementov,"Electrochemical Capacitor Performance Compared with the Performance of Advanced Lithium

66

, , p pIon Batteries, Proc. 17th International Seminar on Double Layer Capacitors and Hybrid Energy Storage Devices,” Deerfield Beach, Florida, (Dec. 10-12, 2007).

Li-Ion vs. Ultracapacitor - Performance

Characteristic State of the Art Lithium Ion Battery

Electrochemical CapacitorLithium Ion Battery Capacitor

*Charge time ~3-5 minutes ~1 second

*Discharge Time ~3-5 minutes ~1 second

*Cycle life <5,000 @ 1C rate >500,000 Specific Energy (Wh/kg) 50-100 5 Specific power (kW/kg) **1-2 5-10

C l ffi i (%) 0% 90% 9 %Cycle efficiency (%) <50% to >90% <75 to >95%Cost/Wh $.5-1/Wh $10-20/Wh Cost/kW $50-150/kW $15-30/kW

67

Source: John R. Miller, Andy F. Burke, “Electrochemical Capacitors: Challenges and Opportunities for Real-World Applications,” VOl. 17, No. 1 Electrochemical Society Interface, Spring 2008

Application Perspectives – Power & Energy Trends

Since introduction of Panasonic’s power cell in 1980’s (470F, 2.3V, 3.9m) carbon-carbon cell potential has increased ~20mV/yr~20mV/yr

Ultracapacitor P&E Evolution30

15

20

25

30

Ener

gy, P

ower

Energy

Pow er

Voltage

0

5

10

1994 1996 1998 2000 2002 2004 2006 2008 2010 2012 2014 2016 2018Year

Spec

ific

E

Ultracapacitor specific power, Pm (W/kg) can reach 20kW/kg only if cell potential increases and ESR decreases.

Year

6868

Application Perspectives

Review of EC’s and attributes Equivalent circuit model & simulationq Safe operating area Ultracapacitor + Lithium ion example Power electronic interface to the ultracap tank for Power electronic interface to the ultracap tank for

plug-in hybrid vehicle

6969

Electrochemical Capacitors

Electrochemical Capacitors (EC) - Symmetric

EC – Physical energy storageAdsorption of ionSolvated ionsSolvated ionsConductivity, (SOC)E = f(electrode surface)Non-Faradaic no mass transferNon Faradaic, no mass transfer

++Re Ri Re

C(U) C(U)

7070

Lithium-ion ChemistryReview of BatteryLithium-ion Chemistry

A ee Graphene Structure

Chargeno

de (-

) Cathode

e

LiMO2 Structure

Li+ Ion

PF6 Ion-

e electron

x

x

x

x

xx

x

An

e (+)

e

Al C

Porous Separator

CathodeLiMO2 Li 1-x MO2 + xLi+ + xe-

Discharge Charge

AnodeC Li+ C Li

x solventx

x

x xx

x x

Battery – chemical energy storage

Current Collector

p

Lithium-ion BatteryCn + xLi+ + xe- CnLix

Orbital electron exchange RedoxIon intercalationConductivity: =constant E f(electrode mass)

7171

E=f(electrode mass)Faradaic process – mass transfer

Ultracap and Li-Ion Battery Models

++Re Ri Re

++Re Ri Re

Ultracapacitor model Series combination of two double layer capacitances

C(U) C(U)C(U) C(U)p

Resistance elements of equivalent series resistance, ESR: electronic (Re) and ionic (Ri) components

Cdl

Lithium model Single time constant RC network

Ri(SOC,T)

Re(SOC,T)

i(t)

ULi(t)

Ri (SOC,T): Ionic concentration gradients at the electrode-electrolyte interface and reaction kinetics Re(SOC,T): Electronic contribution based on bulk resistance of the electrode terminals the current collector foils and interfaces

E(SOC,T,t)

the electrode terminals, the current collector foils and interfaces to electrode constituents Capacitance element Cdl across the ionic resistance component to model transient effects (polarization and pseudo-

it ff t t th l t d l t l t i t f

72

capacitance effects at the electrode-electrolyte interface

Ultracapacitor Model

St d t t d t i t d l Terminal Voltage• Steady state and transient model. 2.77

2.60

2.70

Terminal_Voltage

VM1.V .Rsa1 Cs1AM2

2.44

2.50

28.91 39.1635.00

Improves transient performance

A

+ V

Rs1

0.8 mOhm

2.40 mOhm

Co1 2.7 V

0 V130 F

VM2DATAPAIRS2X YX YXY1 NyquPlotSel1

0.60m 0.80m28.99m26.36m

28.99m26.36m

Im

10m

20m

40m

VYt I2

XY1.VAL F

2.7 VRp1

2.27 kOhm

X YX YXY1

0.60m 0.80m-2.63m

0.00-2.63m

0.00

R e

79m0.16

0.320.6313510

Agrees with Nyquist results, ESRdc; ESRac

H145.40

Cel l_T emperat

H

H1RTH1 CTH1

188.57 Ws/K6.8 K/W

Tamb299 K

SUM1

26.00

30.00

40.00

73

Tamb

0 9.60k5.00k

Consistent thermal test results, I=90Arms

Ultracapacitor Cell Model – Collaboration with Ansoft

Electrical equivalent circuit model in SimplorerV8 employs q p p ythe Maxwell’s reduced order model technique

Equivalent Circuit Component Interface

Component Parameters

7474

Models will be available from Maxwell Technologies and will be posted on Ansoft website for download into Simplorer V8 library

Ultracapacitor SOA

The Ragone relationship for the ultracapacitor over its U toThe Ragone relationship for the ultracapacitor, over its Umx to Umx/2 range and characteristic time define its SOA.

•Operation to 0.25PML can be viewed as continuous SOA

•Operation beyond this is intermittent SOAintermittent SOA

•Operation below the characteristic time is Abuse ToleranceAbuse Tolerance.

75

Vehicles such as this are opportunities for combo’s

Ford’s Escape and Mariner HybridsVehicles such as this are opportunities for combo s

NiMH packNiMH pack330Vdc5.5 Ah39 kW

7676

Standalone systems

Ultracapacitor and Battery Combinationsy

• Battery has the energy but not the cycling performance• Ultracapacitor has cycling and power capacity but insufficient energy

Battery plus capacitor combination is technically attractive but must make a business casebusiness case.

GM says it best in a single chart…

M.Verbrugge, et al, “Electrochemical Energy Storage SystemsAnd Range Extended Electric Vehicles,” The 25th

I i l B S i

7777

International Battery Seminar & Exhibit, Fort Lauderdale, FL, March 2008

Ultracapacitor and Battery Combinations

M.Verbrugge, et al, “Electrochemical Energy Storage SystemsAnd Range Extended Electric Vehicles,” The 25th

I i l B S i

7878

International Battery Seminar & Exhibit, Fort Lauderdale, FL, March 2008

Ultracaps and Lithium-Ion Combination

• Today HEV battery packs are oversized to meet EOL performance requirements. Ultracaps could meet EOL performance without oversizingg

• Ultracapacitor de-stresses the lithium under charge conditions, all high rate burdens and during cold weather operation

• Limiting battery peak currents may– allow use of energy optimized lithium-ion pack of >10kWh dedicated to

meeting vehicle range requirements thus optimizing battery costsmeeting vehicle range requirements, thus optimizing battery costs

– reduce wear, prolong cycling and enable longer warranty of the battery

• I2R losses in batteries can be relocated to losses in power pelectronics and ultracaps, where they may be lower magnitude, easier to remove, far less harmful to battery wear and tear

Ultracap and lithium-ion battery combination for improved

79

Ultracap and lithium-ion battery combination for improved performance and longer life at lower net energy storage cost

UC + Li-Ion

Solution:• Energy optimized lithium-ion pack of >10kWh

dedicated to meeting vehicle range requirements• Ultracaps de-stresses the lithium battery under

h diti ll hi h t b d dcharge conditions, all high rate burdens and during cold weather operationG i i t t f th t f• Growing interest from other customers for ultracapacitor + lithium-ion “ultra-battery”, especially for Plug-in and Battery-EV applicationsespecially for Plug-in and Battery-EV applications.

80

Combination of Ultracap and Li-Ion Battery

4.4

4.2

40

Pote

ntia

l (V

)Different potential behavior: Batteries store and deliver their energy via redox reactions and th b h ld t t t ti l 4.0

3.8

3.6

3.4

Cel

l

LiCoO2Li(NMC)O2

Spinel

LiFePO4

thereby hold near constant potential until the reactant mass is consumed Ultracapacitors are energy accumulators and require a potential

3.2

3.0

0 20 40 60 80 100 120 140 160 180 Ah/kg

Ultracap

accumulators and require a potential change to absorb or deliver their charge

Direct parallel configuration (used in UPS) reveals unsufficient efficiency Because of different voltage-current Power

ElectronicLi IonBecause of different voltage current behaviors an active parallel configuration having a DC/DC converter interface the ultracapacitor to th lithi i b tt i d

ElectronicConverter

ltrac

apac

itorLi Ion

Battery

81

the lithium-ion battery is used Ul


• Take a close look at the most commonTake a close look at the most common configurations

– Tandem – direct paralleling of ultracacitor with battery

– Active parallel – reliance on power electronic converter & controlsconverter & controls.

8282

Easiest is the direct parallel or tandem connection


Easiest is the direct parallel, or tandem connection.For this investigation a representative Li-ion chemistry (LiFePO4) in large format (40Ah) is paralleled by a small ultracapacitor string: 24S x 1P x BMOD0058-P15 D Cell size (350F 2 5V) 144 cells in 24 modules of 6BMOD0058-P15 D Cell size (350F, 2.5V), 144 cells in 24 modules of 6.

8383

Obt i f d t t d ti

Ultracapacitor and Battery Combination

Obtain performance data on tandem connection

Software switch S1=0 S1 =1

8484

Th l t f th bi ti i d d ll (l ESR f lt it )

Tandem (Direct) Ultracapacitor & Battery Combination

Thermal stress of the combination is reduced overall (low ESR of ultracapacitor) and partially shifted to ultracap for tandem connection.

Switch S1 = 0 S1 = 1Switch S1 = 0 S1 = 1

8585

Active Parallel HESS

Ultracap model connected by half-bridge converter (buck-boost) to the Li-Ion model Key aspect of this configuration is the control of the DC/DC converter through the supervisory EMS controller

Energy Management SupervisoryC t ll

Ib Ub ILCdl

H1

Controller

Uc Ic

Ri(SOC,T)

Re(SOC,T)

H2

Rsd

Ruc3 Ruc2 Ruc1

Cuc3(U) Cuc2(U) Cuc1(U)

+Uo+Uo+Uo

Lbb

E(SOC,T,t)Ac-DriveMotor LoadBuck-boost

d dRsd

Lithium-ion Pack

dc-dc converter

Ultracapacitor Pack

86

Maxwell has released the ultracapacitor model through Ansoft as a library model in Simplorer.The description is also available in Battery Design Studio software used for lithium-ion battery modeling.

Ult it d Lithi i i A ti P ll l

Active Parallel Ultracapacitor and Battery Combination

Ultracapacitor and Lithium-ion in Active Parallel

8787

M d l th lithi i lt it d d t (H lf H)


Model the lithium-ion, ultracapacitor, dc-dc converter (Half-H) and controller

8888

Ultracapacitor – Battery Combinations

Ultracapacitor and Lithium-ion in Active P ll lParallel

Energy lithium 8kWh to 30 kWh

80 Wh to 150 Wh90V to 150V

gy280V to 400V

90V to 150V

Dc-dc converterInductorInductorPhase leg semiconductorMototron controller

8989

Si l ti d l f 335 V lithi i k i f 48V lt d l d

Ultracapacitor – Battery in Active Parallel Simulation model for 335 V lithium-ion pack, pair of 48V ultracap modules and dc-dc converter (half-H) with input current limits of 225A

D1

Rterm

2 mOhm

Bidirec tional dc -dc Conv e335V to 92V w ith los s es

S 1 B uckAA M2

E 1

RLi

+ V

V M1

L1 Ruc

Cdl+

V V M2

0.3 Ohm

22 mOhm

82 F

110 mH

335 V

W+

WM1

IGBT

IGBT2D2

Rind

4.5 mOhmA

A M1

TP _H1

S 2B oost

Cfilter22 mF335 V

Rfilter150 POhm

A

A M3

V V M274 V

I1

Y t

D riv e Profi

DATAP AIRSEqu iv Ba tte ry Pa Equ iv U ltracap Pac k2S x 1P x BMOD 0165-P

IGBT2D2 TP _H2

C ons tra in UC c urren t t

ICA:FML_INIT1

Hys:=12B uck:=0B oost:=0

GA

IN GAIN33

G( )GS1

d igital filter G(s ) to s moothen dc -dc c onvoutput c ur ren t us ing 1 /tau =5 rad /s c u toff

G(s )

GS2

GAIN

GAIN1

C ons tra in UC c urren t tless than 225A at U mnSelec t State 1 or Sta te 2depend ing on d r iv e p r

S UM2 TP _H1

THRES 1 := -Hys

GAIN

GAIN4

B oost: 0

S TA TE TRA NS 1 S TA TE TRA NS 2

I1 I>4 B uck:=1I1 I< 4B uck:=0THRES 2 := Hys

LIM

IT

LIMIT2Name := I_lim_pos:=225Name := I_lim_neg:=-225

I_lim_pos

I_lim_neg

G(s )

EQUFML1

P li:=VM1.V *RLi

P uc:=V M2.V* Ruc.

GAIN

GAIN6V M1.V MUL1_ConvP wr

GAIN

GAIN7 MUL_LiPw

GAIN

GAIN2 S UM3 TP _H2

Y 0 := 0

THRES 1 := -H

Y 0 := 0GAIN

GAIN5

I1.I>4B oost:=1 B oost:=0 I1.I<-4

THRES 2 := H

H ys te res is c omparator s for PW M c ontrol of the phas e leg :on SU MMER output negativ e s lope the c omparator trans itions from A2 to A1 lev el w hen input

Energy Management StrategyState mach ine for mode contro lH ys te res is PW M curren t band cI

B att_Losse

P dl

I

UC_Losse

P duc

9090

on SU MMER output negativ e s lope the c omparator trans itions from A2 to A1 lev el w hen input SUMMER outpu t pos itiv e s lope tr iggers a trans ition from A1 to A2 when the inpu t reac hes thre

I

UC_Conv_Lo

P dac

Th d i l t ti ti h il i fl ESS f

Drive Cycle Influence on Energy Storage System

The drive cycle statistics heavily influence ESS performance• Consider three drive schedules having very different dynamics

• NYCC low speed, UDDS mid-speed and US06 high speeds• Corresponding power shown for each cycle is for the Chevy Volt PHEV• Corresponding power shown for each cycle is for the Chevy Volt PHEV

NYCC Generic Cycle

25

30

Urban Dynamometer Driving Schedule, UDDS

50 00

60.00US06 Drive Cycle

80 0090.00

0

5

10

15

20

25

Spee

d (m

ph)

-10.00

0.00

10.00

20.00

30.00

40.00

50.00

0.00 200.00 400.00 600.00 800.00 1000.00 1200.00 1400.00 1600.00

Spe

ed (m

ph)

10 000.00

10.0020.0030.0040.0050.0060.0070.0080.00

0 00 100 00 200 00 300 00 400 00 500 00 600 00 700 00

Vehi

cle

spee

d, m

ph

0 50 100 150 200 250 300 350 400 450 500 550 600 650Time (s)

EV Propulsion Power NYCC Cycle

20000 0

30000.0

40000.0

time (s)

EV Propulsion Power UDDS Cycle

20000 00

30000.00

40000.00

-10.000.00 100.00 200.00 300.00 400.00 500.00 600.00 700.00

Time, s

EV Propulsion Power US06 Cycle

50000.0060000.0070000.0080000.0090000.00

100000.00

-30000.0

-20000.0

-10000.0

0.0

10000.0

20000.0

0 100 200 300 400 500 600 700

Time (s)

Pow

er (W

)

-30000.00

-20000.00

-10000.00

0.00

10000.00

20000.00

0.00 200.00 400.00 600.00 800.00 1000.00 1200.00 1400.00 1600.00

Ti ( )

Pow

er (W

)

-70000.00-60000.00-50000.00-40000.00-30000.00-20000.00-10000.00

0.0010000.0020000.0030000.0040000.0050000 00

0.00 50.00 100.00

150.00

200.00

250.00

300.00

350.00

400.00

450.00

500.00

550.00

600.00

650.00

Time (s)

Pow

er (W

)

9191

Time (s) Time (s) Time (s)

The drive cycle statistics heavily influence ESS performanceDrive Cycle Influence on Energy Storage SystemThe drive cycle statistics heavily influence ESS performance• And there can be some surprises in these cycles:

• Consider the propulsion only component at the vehicle tire patch(s).• Assumed vehicle is the Chevy Volt PHEVAssumed vehicle is the Chevy Volt PHEV

Veh SpecMass kg 1588 air density kg/m3 1.2

Drag coef # 0 29 gravity m/s2 9 81

Chevy Volt PHEV, 40mi AER

Drag coef # 0.29 gravity m/s2 9.81Roll res kg/kg 0.0075 Pack volts V 335Frt area m2 2.293 Pack energy kWh 16

Wh radius m 0.36 Batt Ppk kW 136

Parameter units NYCC UDDS US06Vmx mph 27.2 56.7 80.3

Drive Cycles and Volt PHEV Results

Vavg mph 7.09 19.6 48Dist miles 1.18 7.44 7.99Pavg kW 0.81 2.1 9.88Regen # 0.6 0.45 0.3

In one case inertial power dominates (NYCC) and in the second case aero loading dominates. But in both cases

9292

Energy/mi Wh/mi 282.6 193.6 293.6g

the tractive energy per mile is nearly identical.

Drive schedule propulsion power P(V) is imposed on the

Drive Cycle Influence on Energy Storage SystemDrive schedule propulsion power P(V) is imposed on the vehicle energy storage system.• Ultracapacitor in combination with battery makes most sense when dynamics having the highest recoverable energy dominate the propulsion power equationhighest recoverable energy dominate the propulsion power equation.• P(V) = aero loss + roll resistance loss + inertial power + road grade

ZVgMVVMVMgCVACVP vvvrrfdair 35.0)( gg vvvrrfdair)( Units NYCC UDDS US06

Pk accel "g's" 0.273 0.15 0.38Pk decel "g's" -0.269 -0.15 -0.31E t MJ 1 198 5 187 8 448

Drive Cycles and Volt PHEV Results

Emot MJ 1.198 5.187 8.448Egen MJ -0.714 -2.309 -2.508Pmot kW 32.1 34.98 85.46Pgen kW -21.7 -25.8 -54.05Ub V 335 335 335Ich_pk A -64.8 -77 -161.35Idch_pk A 95.8 104.4 255.1C_bal Ah 0.401 2.39 4.93Cch Ah -0.592 -1.91 -2.08Cdch Ah 0.993 4.3 7.01

9393

dchchbal CCC Graphic from DOE NREL

For the same applied load profile the SOC of the tandem and active


For the same applied load profile the SOC of the tandem and active parallel combinations are dramatically different.Tandem

Battery and Ultracap SO

SO

C.V

AL

SO

C_U

C.V

AL

1.00

900.00m

950.00m

SOC.... SOC_...

Active parallel

S

850.00m0 115.0050.00

ct e pa a e

1.12

Ultracap_SOC

Architecture SOCo SOCmn SOCmx SOCf delSOC

SO

Cuc

0

500.00m

0 120.0050.00

SOCuc Tandem 0.945 0.887 0.965 0.934 7.8%

Active 0.59 0.4 1.09 0.61 69%

9494

Ultracap and Lithium-Ion Combination: Current Profile

• Battery current histograms reveal that ultracaps can lower the peak currents significantly under charge/discharge conditions

40

45

50Battery Current Magnitude Histogram

With UltraCap SystemWithout UltraCap System

60

70Battery Current Slew Rate Magnitude Histogram

With UltraCap SystemWithout UltraCap System

20

25

30

35

rcen

t of t

ime

[%]

Max w/ UC = 54.25 AMax w/o UC = 82.43 A

30

40

50

cent

of t

ime

[%] Max w/ UC = 57 A/s

Max w/o UC = 478 A/s

5

10

15

20

Per

10

20

Per

c

0 10 20 30 40 50 600

Current [A]

0 20 40 60 80 100

0

Slew Rate [A/s]

95

A ti ll l lt f 330V 40Ah 13 kWh lithi k d 2S 1P


Active parallel results for 330V, 40Ah, 13 kWh lithium pack and 2S x 1P x 48V ultracapacitor modules. Tandem & Active Parallel.

Param Irms dIb/dt Ipp Wdb SOCuc Unit (Arms) (A/s) (Apk-pk) (kJ) (%)

Batt only 42.87 153,000 200 67.5 - Batt+UC 35.96 350 187 45.73 7.73

% change -16 -99.8 -6.5 -32 7.73

Param Currents Power-Energy Loss Imot Igen Irms Pmot Pgen Wdisp

U it (A k) (A k) (A ) (kW) (kW) (Wh)Unit (Apk) (Apk) (Arms) (kW) (kW) (Wh)Batt only 100 100 42.3 35.7 36.5 17.92

Batt part

39.3

64

11.5

14.7

26.7

11.35

Com

bo

Bat

t C UC + Conv

237

238

112

29.8

22.1

-

% change -60.7 -36 -73 -59 -27 -37

9696

Argonne National Laboratory Hardware-in-Loop Evaluation


g y p

Battery HIL allows a ‘virtual vehicle’ to be reconfigured easily, while running ‘real’, full scale battery loads on standard drive cycles

Velocity command;UDDS, HWY, US06, etc

ABC-150

Inputs

3 Phase AC Grid

Connection

AC Bus

Plant(virtual vehicle contains

parameters for mass, drag….)

Battery pack d t t

Vehicle Controller(contains control strategy and operating point parameters)

Bidirectional power source

CAN message feedback

DC Bus

OutputcmdOutput

cmd

under test

97

Environmental Chamber

97

Ultracap and Li-Ion Combination: Current Profile

ANL d M ll h d i i bi i f li hi i

100Component Currents during US06

ANL and Maxwell have partnered to investigate combination of lithium-ionbatteries with a dynamically coupled ultracap pack

0

50

urre

nt [A

]

TotalUC Power ConverterBattery

Green line is U-cap current (dynamic)

Blue line is road load (battery current w/o ultracaps)

50 60 70 80 90 100-50

0

Time [s]

Cu

(dynamic)

Red line is new battery current- more averaged

e [s]

50

60

70

%]

Ultracap SOC

SOC is maintained over this

20

30

40

50

SO

C [%‘real world’ Prius current trace,

on US06 segment

98

50 60 70 80 90 10020

Time [s]

Press Releases – Mass Transit & Automotive

T d i t t h l i f bil li ti• Trends in energy storage technologies for mobile applications.– GM Saturn Vue PHEV is a parallel arch., engine dominant design– GM eFLEX, Chevy Volt is a series arch, battery dominant design, y , y g

Application Manufacturer Integrator Comments Transit Bus Daimler-Orion BAE Systems Lithium-ion hybrid bus T i B N Fl Alli (C l l G O ) 2 d i iTransit Bus New Flyer Allison (Carlyle Group + Onex) 2-mode transmissionTransit Bus New Flyer ISE Ultracapacitor hybrid Transit Bus Golden Dragon KAM Ultracapacitor hybrid Propulsion System Zytek Lithium Technology Corp + GAIA Electric drive subsystem Passenger Car Toyota Panasonic Battery and ultracapacitorPassenger Car Toyota Panasonic Battery and ultracapacitorPassenger Car Mitsubushi GS Yuasa Lithium-ion plug-in hybrid Passenger Car Nissan NEC Corp Lithium-ion plug-in hybrid Passenger Car General Motors A123Systems eFlex Series plug-in hybrid Passenger Car General Motors Cobasys + A123Systems Parallel PHEV 2-mode Vue Passenger Car General Motors Continental + A123Systems eFlex Series plug-in hybridPassenger Car General Motors Compact Power Inc + LG Chem Parallel PHEV 2-mode Vue Passenger Car General Motors Johnson Controls Inc + Saft Parallel PHEV 2-mode Vue Shuttle van Ford Motor Azure Dynamics Class 3-4 shuttle vans Passenger Car Volvo Car Co Volvo ReCharge Concept 62mi AER

9999

Passenger Car Volvo Car Co. Volvo ReCharge Concept 62mi AER

Recent press announcements: Ultracap + Lithium

AFS Trinity's XH-150 plug-in hybrid electric car at Altamont Pass near AFS Trinity Engineering Center in Livermore, CA

Pininfarina B0 at Paris Auto Show 2008Th B0 h b id tThe B0 uses a hybrid energy storage solution consisting of a 30 kWh lithium-polymer battery and a bank of super-capacitors.

Li it d d ti 4Q09• Limited production 4Q09• Estimated 153 mile range• Battery life estimated at 125,000 miles• Maximum speed 80 mph

100100

S h i ll f thi bi ti t h l l di ?

Ultracapacitor & Lithium-ion Combination – Why?

So where is all of this combination technology leading?

To lay the foundation for combination energy storage systems for:

Strong hybrid electric vehiclesStrong hybrid electric vehiclesPlug-in hybrid electricsBattery-electric vehiclesA d th i d t i l d t t ti li tiAnd other industrial and transportation applications

101101

UC + Li-Ion Combinations - Value Proposition Elements

• For ultracapacitors to make business sense in PHEV, or Battery EV it p yis necessary to identify the critical attributes of a lithium-ion ultracapacitor combination:– Value of reduced stress on lithium-ion– Improvement of calendar and cycle life– Reliable performance at cold temperature– Improved energy management & PowerNet stability

102102

– Improved energy management & PowerNet stability

GM’s Volt PHEV

Traction drive e-motor and center tunnel battery tray are EV1 (GM all electric car cica 1990’s) derived

GM focus on high energyLithium-ion technology from:Lithium ion technology from:

16 kWh 136 kW P/E 8 5

••Cobasys + A123SystemsCobasys + A123Systems••JCI JCI –– Saft JCSSaft JCS

103103

16 kWh; 136 kW P/E=8.5

EMS Functions

Continuous monitoring of load power flows Continuous monitoring of lithium cell (pack) power flows Continuous monitoring of ultracapacitor cell (pack) power flows Continuous monitoring of ultracapacitor cell (pack) power flows Generating buck-boost converter gating signals, necessary to effect bi-directional power flows in proportion to accumulated SOC information on both the lithium cell (pack) and ultracapacitor cell (pack)(p ) p (p ) Determine, based on SOC information, and connected load power demand (e.g. ac-drive electric machine load) the relative contributions of dynamic (ultracapacitor) and sustained (lithium) power levels At a vehicle system level, and in cooperation with a higher level executive controller, manage the long term trend in relative SOC of the two components so that overall vehicle objectives such as fuel economy and performance can be optimized

104

In the news – Ultracapacitors in combination with lithium-ion

SummaryIn the news Ultracapacitors in combination with lithium ion• Digital age cell phones• Plug-in hybrid vehicles• Battery electric vehicles• Emerging applications for energy recuperators, micro-hybrid, engine cold starting…the list is growing!

Technical rationale – the concept of decoupled power and energy, combined p p p gy,with flexible energy management, admits new and more aggressive strategies for vehicle designers.

Value proposition – is really all about the converter Need to drive down theValue proposition is really all about the converter. Need to drive down the cost of non-isolated, bidirectional, buck-boost converters capable of 70-144V, 450A input to 400V output.

Experimental program must answer these concerns quantitatively and convincingly

Value of reduced stress on lithium-ionImprovement of calendar and cycle lifeReliable performance at cold and hot temperature

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Reliable performance at cold and hot temperatureImproved energy management & PowerNet stability

Summary

E t i hi l i k t h dl i i Energy management in vehicles is key to handle increasing power demands

Due to their high power performance, long cycle life, and high g p p g y gefficiency ultracapacitors are ideally suited to meet power demands of future vehicles electrical architectures

Ultracapacitors are being designed into the next generationsUltracapacitors are being designed into the next generations vehicles

Focus is on board net stabilization, engine starting as well as micro h b id li tihybrid applications

Further development of ultracapacitor technology will help to boost introduction for mild hybrid applications

Combination of Lithium battery and ultracapacitors as an option to meet the energy and power requirements of full hybrids

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Summary

• Ultracapacitors are a viable energy source for the right applications

• Their ability to deliver power fast and repeatedly allow them to be standalone or enablers for “green solutions” in various industries.

• The interests and applications are increasing worldwide.g

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References[1] Uday Deshpande John M Miller Linda Zhong Xiaomei Xi Mike Everett “Ultracapacitors in High Demand[1] Uday Deshpande, John M. Miller, Linda Zhong, Xiaomei Xi, Mike Everett, Ultracapacitors in High Demand

Applications,” AABC 2008, Tampa, FL, 12-16 May 2008[2] John M. Miller, “Trends in Vehicle Energy Storage Systems: Batteries and Ultracapacitors to Unite,” IEEE Vehicle

Power & Propulsion Conference, VPPC2008, Harbin, China, 3-5 Sept. 2008[3] John M. Miller, Uday Deshpande, Ted Bohn, “Dc-dc Converter Buffered Ultracapacitor in Active Parallel Combination

with Lithium Battery for Plug-in Hybrid Electric Vehicle Energy Storage,” SAE World Congress, Cobo Center, Detroit, y g y gy g , g , , ,MI, 17 April 2008

[4] John M. Miller, Michael Liedtke, Bobby Maher, Juergen Auer, “Ultracapacitor Energy Storage Systems of Heavy Hybrids: A Sustainable Solution,” The 23rd International Battery, Hybrid and Fuel Cell Electric Vehicle Symposium & Exposition,” Long Beach, CA, 3 Dec 2007

[5] Robert D. King, et.al., “Development and System Test of High Efficiency Ultracapacitor- Battery Electronic Interface,”EVS15 1993EVS15, 1993

[6] Godfrey Sikha, Branko Popov, “ Performance Optimization of a Battery-Capacitor Hybrid System,” Journal of Power Sources, 2004

[7] Lijun Gao, Roger A. Dougal, Shengyi Liu, “Power Enhancement of an Actively Controlled Battery-Ultracapacitor Hybrid,” IEEE Transactions on Power Electronics

[8] Lijun Gao Roger A Dougal Shengyi Liu “Active Power Sharing in Hybrid Battery-Capacitor Power Sources ” IEEE[8] Lijun Gao, Roger A. Dougal, Shengyi Liu, Active Power Sharing in Hybrid Battery-Capacitor Power Sources, IEEE 2003

[9] Dave L. Cheng, Margaret Wismer, “Active Control of Power Sharing in a Battery-Ultracapacitor Hybrid Source,” IEEE Conference on Industrial Electronics and Applications, 2007

[10] John Wohlgemuth, John R. Miller, Lewis B. Sibley, “Investigations of Synergy Between Electrochemcial Capacitor, Flywheel and Battery in Hybrid Energy Storage for Photovoltaic Systems,” DOE Sandia Contractor Report, Sandia y y y gy g y pNational Laboratory, 24 June 1999

[11] Ted Bohn, John M. Miller, “Ultracapacitor Energy Storage Methods for PHEVs,” SAE Hybrid Symposium, San Diego, CA Feb 14, 2008

[12] John M. Miller, Michaela Prummer, Adrian Schneuwly: ”Power Electronic Interface for an Ultracapacitor as the Power Buffer in a Hybrid Electric Energy Storage System”, Power system Design Europe, July 2007

[13] J A Gi i S t lli J h M Mill “Ult it i i t f h b id hi l “ EET

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[13] Juergen Auer, Gianni Sartorelli, John M. Miller: “Ultracapacitors – improving energy storage for hybrid vehicles“, EET-2007 European Ele-Drive Conference Brussels, Belgium, 2007

[14] Jun Furukawa Toru Mangahara Lan T Lam “Development of the UltraBattery for Micro and Medium HEV

References[14] Jun Furukawa, Toru Mangahara, Lan T. Lam, Development of the UltraBattery for Micro and Medium-HEV

Applications,” 237th meeting of the Electrochemical Society, Hawaii, 13- Oct. 2008[15] Sun Zechang, Wei Xuezhe, Dai Haifeng, “Technology of Powertrain Control and BMS in Fuel Cell Car Developed by

Tongji University,” Presented to MIT-Industry Consortium, Shanghai, China, 10-11June 2008[16] U.S. Department of Energy 2007 Annual Progress on Energy Storage Research and Development, Office of

FreedomCAR and Vehicle Technologies, January 2008g , y[17] Juan Dixon, Ian Nakashima, Fabian Arcos, Micah Ortuzar, “Test Results in an Electric Vehicle using a combination of

Ultracapacitors and Zebra Battery,” 22nd International Battery, Hybrid and Fuel Cell Electric Vehicle Symposium and Exposition, Yokohama, Japan, 23-25 Oct. 2006

[18] Ahmad Pesaran, Tony Markel, Matthew Zolot, Sam Sprik, “Ultracapacitors and Batteries in Hybrid Electric Vehicles,”Advanced Capacitor World Summit, Hilton San Diego Resort, 11-13 July 2005

[19] J h M Mill “E St T h l M k t d A li ti ’ Ult it i C bi ti ith[19] John M. Miller, “Energy Storage Technology Markets and Applications’s: Ultracapacitors in Combination with Lithium-ion,” The 7th International Conference on Power Electronics, ICPE’07, EXCO Daegu Conference & Exhibition Center, Daegu, Korea, 22-27 Oct. 2007

[20] T. Bohn, “Plug-in Hybrid Vehicles: Decoupling Battery Load Transients with Ultracapacitor Storage,” Advanced Capacitor World Summit, San Diego, CA., 25 July 2007

[21] John M Miller Theodore Bohn “Dc-dc Converter Buffered Ultracapacitor in Active Parallel Combination with[21] John M. Miller, Theodore Bohn, Dc-dc Converter Buffered Ultracapacitor in Active Parallel Combination with Lithium Battery for Plug-in Hybrid Electric Vehicle Energy Storage,” SAE Technical Paper 2008-01-1501, Cobo Center, Detroit, MI., 14-17 April 2008

[22] John M. Miller, Theodore Bohn, “DC-DC Converter Buffered Ultracapacitor in Active Parallel Combination with Lithium Ion Battery for PHEV Energy Storage,” presentation only, SAE Hybrid Vehicle Technologies Symposium, Omni Hotel, San Diego, CA, 14 Feb. 2008g

[23] Mark Verbrugge, Ping Liu, Souren Soukiazian, Ramona Ying, “Electrochemical Energy Storage Systems and Range-Extended Electric Vehicles,” The 25th International Battery Seminar and Exhibit, Fort Lauderdale, FL. 24-26 March, 2008

[24] M. W. Verbrugge, P. Liu, “Analytic Solutions and Experimental Data for Cyclic Voltammetry and Constant Power Operation of Capacitors Consistent with HEV Applications,” Journal of The Electrochemical Society, 153_6_A1237-A1245 2006

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A1245_2006

[25] John R Miller Andy F Burke “Electrochemical Capacitors: Challenges and Opportunities for Real World Applications ”

References[25] John R. Miller, Andy F. Burke, Electrochemical Capacitors: Challenges and Opportunities for Real-World Applications,

The Electrochemical Society Interface, Vol. 17, Nr. 1, Spring 2008.[26] J.R. Miller, A.D. Klementov, "Electrochemical Capacitor Performance Compared with the Performance of Advanced

Lithium Ion Batteries,” Proc. 17th International Seminar on Double Layer Capacitors and Hybrid Energy Storage Devices,” Deerfield Beach, Florida, Dec. 10-12, 2007

[27] Tony Markel, Andrew Simpson, “Plug-in Hybrid Electric Vehicle Energy Storage System Design,” AABC, 9 May 2006[ ] y , p , g y gy g y g , , y[28] YouTube video of AFS Trinity Extreme Hybrid, XH, Fast Energy Storage™ PHEV:

http://www.youtube.com/watch?v=Ujp1f4vXJ5U

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