a new energy management system of directly -driven...
TRANSCRIPT
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A New Energy Management System A New Energy Management System
of Directlyof Directly--Driven Electric Vehicle Driven Electric Vehicle
with Electronic Gearshift and with Electronic Gearshift and
Regenerative BrakingRegenerative Braking
YeeYee--PienPien Yang and Yang and TsungTsung--HsienHsien HuHu
Propulsion Control LaboratoryPropulsion Control Laboratory
Department of Mechanical EngineeringDepartment of Mechanical Engineering
National Taiwan UniversityNational Taiwan University
Supported by the National Science Council under contract NSC 93Supported by the National Science Council under contract NSC 93--22182218--EE--002002--133133
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ObjectiveObjective
�� A new energy management system with A new energy management system with
electronic gearshiftelectronic gearshift and and regenerative regenerative
brakingbraking
�� To improve the efficiency and driving To improve the efficiency and driving
range of electric vehicles.range of electric vehicles.
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Wheel Motor on Electric Wheel Motor on Electric
MotorcycleMotorcycle
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Gearshift points?Gearshift points?
510510RPMRPM11stst Gear Gear →→ 22ndnd GearGear
280280RPMRPM11stst Gear Gear →→ 22ndnd GearGear
Shift PointShift PointEfficiency ModeEfficiency Mode
450450RPMRPM22ndnd Gear Gear →→ 33rdrd GearGear
120120RPMRPM11stst Gear Gear →→ 22ndnd GearGear
Shift PointShift PointTorque ModeTorque Mode
Gear1 to Gear2Gear1 to Gear2
Gear2 to Gear3Gear2 to Gear3
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ECE47: restorable energy ECE47: restorable energy
during regenerative braking during regenerative braking (simulation)(simulation)
Kinetic energy :8796J
Rolling friction loss : 1552J
Aerodynamic loss : 1686J
Restorable energy : 4445J
50.53%
Energy used per cycle :34771JRestorable energy :4445J
(12.8%)
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Parameters for performance testParameters for performance test
Electronic and mechanical Brake system
3 electronic gears for acceleration,1 for regenerative braking
Gearshift
27V170F ultracapacitor48V26AH lead acid battery
Power source
1.85kW@340rpmMotor power Independent phase H-bridge Drive
Directly-driven dc brushless motorMotor type66kgWeight of driver124kgGross weight of vehicle79%Relative humidity
28.8℃℃℃℃Ambient temperatureECE47(CNS3105)Test standard
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Propulsion control and energy Propulsion control and energy
management systemmanagement system
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Power sourcePower source
�� Batteries Batteries (4x12V, 26(4x12V, 26AhAh ))
–– High energy density (High energy density (WhWh/kg)/kg)
–– Cruising phaseCruising phase
�� Ultracapacitors (10x2.7V, 360A)Ultracapacitors (10x2.7V, 360A)
–– High power density (W/kg)High power density (W/kg)
–– Start, acceleration phaseStart, acceleration phase
–– Regenerative brakingRegenerative braking
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Wheel Motor ConfigurationWheel Motor Configuration
FeaturesFeatures4 phases4 phases
64 Nm (max.) 64 Nm (max.)
950 rpm (max.)950 rpm (max.)
1.85 [email protected] KW@340rpm
Weight 15kgWeight 15kg
rotorrotor
statorstator
outer caseouter case
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Stator and RotorStator and Rotor
16 teeth stator16 teeth stator
12 magnet rotor 12 magnet rotor
A BC
DA’
B’
C’D’ABC
D
A’B’
C’ D’
N
N
NN
N
N
SS
S
SS
S
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Motor drive and power converterMotor drive and power converter
Efficiency: 95%
MOSFETs
FPGA
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Energy management system: power source, electronic gearshift, & regenerative braking
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Scenario of Scenario of
Electronic GearshiftElectronic Gearshift
�� highhigh--speed and lowspeed and low--
torque operation:torque operation:
–– Cruising modeCruising mode
–– batteries are batteries are
connected in series connected in series
–– stator windings are stator windings are
connected in parallelconnected in parallel
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Scenario of Scenario of
Electronic GearshiftElectronic Gearshift
�� lowlow--speed and highspeed and high--
torque operation:torque operation:
–– StartStart--up and acceleration up and acceleration
modesmodes
–– Batteries are connected in Batteries are connected in
parallel parallel
–– Stator windings are Stator windings are
connected in seriesconnected in series
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Usage of ultracapacitorUsage of ultracapacitor
• to start up with impulsive current for acceleration
• to absorb regenerative braking power with high charging efficiency
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Idea of regenerative braking Idea of regenerative braking
current controlcurrent control
• Overvoltage by serial stator winding• Comfortable deceleration
Braking command ���� PWM signal ���� switch MOSFETs ���� moderate current����ultracapacitor
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Electronic GearshiftElectronic Gearshift
SeriesSeries27V27VN/AN/AContinuousContinuous
VariableVariableBrakingBraking
ParallelParallelN/AN/A48V48V33
SeriesSeriesN/AN/A48V48V22
SeriesSeries27V27VN/AN/A11
DrivingDriving
WindingWindingUltracapUltracap..BatteryBatteryGearGearStateState
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Gear 1
Ultracap
Serial winding
Start-up and acceleration
Gear 2
Battery
Serial winding
Cruising
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Gear 3
Battery
Parallel windings
Extend vehicle speed
Gear 4
Regenerative Braking
Ultracap
Serial windings
Restore elec. power
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The second author 胡聰賢 on the road
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Acceleration testAcceleration test
Shift Point
Max Speed
2nd shift point
1st shift point
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Constant Speed Efficiency
Test (battery to wheel efficiency)
0
10
20
30
40
50
60
70
80
90
100
0 10 20 30 40 50 60
Speed(km/hr)
Eff
icie
ncy(
%)
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Regenerative Braking Test
Exp � 5956J Simu � 6407J Error � 7.5%
Vback> I R
I=50A
Vback> I R
I < 50A
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Inconstant regenerative Inconstant regenerative
current and vehicle speedcurrent and vehicle speed
0
5
10
15
20
25
30
0 2 4 6 8 10 12 14 16 18
Time(sec)
Cur
rent
(A)
0
5
10
15
20
25
30
35
Speed(km/hr)
Regenerative Current Vehicle Speed
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4445.3J4445.3JRegenerative EnergyRegenerative Energy
1686.8J1686.8JAerodynamics lossAerodynamics loss
1552.7J1552.7JRolling Resistance lossRolling Resistance loss
8796.3J8796.3JTotal Kinetic EnergyTotal Kinetic Energy
Error � 6.4%
Exp. 4177.4J Simu. 4445.3J
Regenerative energy rate: 75.2%
=(restored energy/kinetic energy)
ECE47 driving range testECE47 driving range test
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Ultracap usage efficiency
Gross discharged energy � 232,016J
Net energy restored � 226,255J
Usage rate ���� 97.5%
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Battery usage rateBattery usage rate
Without Regenerative Braking System ���� 53 ECE47 cycles
With Regenerative Braking System ���� 64 ECE47 cycles
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Driving range test
With Regenerative Braking System � 41.7 km
Without Regenerative Braking System � 34.7 km
Net increased range 7 km (20%)
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Road TestRoad Test
Lab fellow 廖碩鯤 on the test
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ConclusionConclusion
�� A new energy management system features A new energy management system features
–– DirectlyDirectly--driven wheel motordriven wheel motor
–– Electronic gearshiftElectronic gearshift
–– Regenerative braking with ultracapacitorRegenerative braking with ultracapacitor
�� Results:Results:
–– Battery efficiency: 45% Battery efficiency: 45% (controlled by supplier)(controlled by supplier)
–– MotorMotor--toto--wheel efficiency: over 70% wheel efficiency: over 70% (at 30Km/hr)(at 30Km/hr)
–– Driving range increase: 20%Driving range increase: 20%
–– Lifetime of battery: prolongedLifetime of battery: prolonged
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Thank you for your Thank you for your
attention!attention!