Battery Technology For Electric Vehicles Engineering Essay

With the impact of planetary heating, oil deficits, and increasing gas monetary values, a turning figure of automotive makers have made or program to establish assorted types of electric vehicles in recent old ages. Electric Vehicles ( EVs ) denote the vehicles that connect to, and derive energy from, the electricity, which are a promising engineering for improved automotive fuel economic system and decreased emanation, including Plug- in Hybrid ( PHEV ) and Battery Electric Vehicle ( BEV ) . These vehicles are more or less powered by electricity stored in big batteries within the vehicles.

Batteries Used in EVs

With the latest engineerings, some of the EVs are capable to vie with Internal Combustion Engine ( ICE ) vehicles in public presentation and convenience, even in cost. Today, most major automotive industries make used of nickel-metal-hydride or different lithium-based batteries for their EVs. The stuffs for lithium-based batteries are bit by bit impressed with ample supply, non-hazard and low cost compared with nickel-based batteries. how to increase battery capacity while maintain quality and rhythm life and cut down production costs is a great challenge for lithium-based batteries.

Charging Scheme

Charging installations are of great significance among the industrial concatenation of EVs, for their development ever heighten that of EVs and frailty versa. There are three chief methods of bear downing, i.e. , Battery Swapping, Slow Charging and Fast Charging — this is one country that is non standardized across the EV market.

Battery Trading

This method refers to replacing the drained battery battalions with the fully-charged 1s. A battery switch station can exchange new batteries for low 1s, cool and bear down the batteries in stock list, and pull off the complex logistics to guarantee that each EV gets a fully-charged battery. This procedure can be done in proceedingss, which is well quicker than the mean battery recharging. This method efficaciously solves the constriction job of short drive scope, and could be widely used in public transit, auto rental companies and a fleet of vehicles.

Slow Charging

Slow charging is typically defined as a bear downing current that can be applied to the battery indefinitely without damaging the cell. [ battery bear downing ] . A immense advantage of slow charging is that ( by its definition ) it is a charge rate that requires no end-of-charge sensing circuitry, since it will non damage the battery regardless of how long it is used. This means the courser is simple. The large disadvantage of slow charge is that it takes a long clip to reload the battery.

For illustration, a PHEV with a 5 kWh ( kilowatt hr ) battery battalion, perchance would hold a 1.44 kilowatt on-board courser, which is supply by a 120 Volts, 15 As service ( 80 % transmittal efficiency ) from the grid, that would do possible a complete recharge on the order of four to five hours. An Electron volt with a 40 kWh battery battalion might take more than twenty five hours with the same courser, while a 6.6 kilowatt courser, supply by a 240 Volts, 32 As service ( 80 % transmittal efficiency ) from the grid could mostly cut down this process to 6 to 8 hours, doing this bear downing best for nightlong bear downing at place or daytime charging at the workplace. The length of clip for a reloading chiefly depends on the courser public presentation and the battery size, and the charging process rely on thermic considerations and charge algorithms for the battery chemical science. Therefore, slow charging is sometimes referred as a “ drip bear downing ” or an nightlong charging.

Fast Charging

Fast charging is developed that can dramatically cut down the charge clip. This method, with a high-octane system, can supply a to the full charge for designed for fast bear downing batteries in every bit small as 10 to 15 proceedingss. One definition of fast charging is any strategy other than slow charging, nevertheless, so far, there is non a standardised definition of fast charging. The tabular array below lists a few of normally used footings, which include fast charge, rapid charge, and speedy charge.

Table 1: Power Levels of DC Charging

Infrastructure Requirements

Key substructure constituents will be described below.

The functions of connections.

The tabular array below indicates the connection criterions for plug-in vehicles in the US provided by SAE J-1772 commission.

Table 2: Connection Standards

Degree I uses a standard 120 Vs AC ( VAC ) , and amperage can run from 15 to 20 As. This bear downing normally uses a standard 3-prong electrical mercantile establishment to link to premises wiring.

Level II, with the electromotive force evaluation from 220-240 Vs AC ( VAC ) , and a typical current evaluation from 40 As to every bit high as 80 As, is normally regarded as the criterion method for BEV for most of the installations.

DC speedy charging ( flat III ) is similar to a commercial gasolene service. Typically, DC quick bear downing could supply a 50 % recharge in 15 proceedingss, and DC is delivered straight to the battery. With the latest engineering, a Nipponese company named JFE Engineering Corp, has successfully built a speedy charge system that can take a battery from 0 to 50 % charge in about three proceedingss.

Degree I and degree II could be classified as slow charging, and DC speedy charge ( Level III ) belongs to fast charging. For degree I and II, the passage of the public-service corporation AC power to DC power demand for the bear downing happening inside the vehicle ‘s on-board courser while in DC speedy charging, this passage normally occur off-board, and the DC power is delivered straight to the vehicle.

For a BEV proprietor, the preferable method of residential charging will be flat II alternatively of degree I. Level II charging could be provided with a sensible charge clip and leting the local public-service corporation to command and switch the burden if necessary without impacting the full charge process. For a PHEV proprietor, a Level I charge may run into the proprietor ‘s bear downing demands sufficiently.

Battery capacity

Battery capacity is measured in kilowatt hr ( kWh ) . It will run from every bit low as 3 kWh to every bit high as 60 kWh or more. In general, PHEVs will hold smaller battery battalion size, due to the fact that they have more than one fuel beginning. BEVs, nevertheless, wholly depend on the storage from their battery battalion, and hence necessitate a much larger battery battalion than a PHEV for the same size vehicle.

Battery Charge Time

The sum of clip to to the full bear down an EV battery is a map of the battery size and the sum of electric power of kW ( kilowatt ) that an electrical circuit can present to the battery, by taking no history of the thermic considerations and charge algorithms for the battery chemical science. The common 120 Volts AC ( VAC ) , 15 As circuit ( 80 % transmittal efficiency ) will present at minimum1.2 kilowatt to a battery. A 240 Volts ( VAC ) , 40 As circuit ( 80 % transmittal efficiency ) will present at minimal 6.5 kilowatt to a battery. The tabular array below provides information on several different on-road main road velocity electric vehicles, their battery battalion sizes, and charge clip at different power degrees to supply a low battery.

EV Configuration

Battery Size ( kWh )

120 VAC,

15 A

1.2 kilowatt

120 VAC,

20 A

1.6 kilowatt

240VAC,

40 A

6.5 kilowatt

480VAC,85amp

60 kilowatt

PHEV-10

4

3 h 20 m

2 h 30 m

35 m

n/a

PHEV-20

8

6 h 40 m

5 H

1 h 15 m

n/a

PHEV-40

16

13 h 20 m

10 H

2 h 28 m

16 m

BEV

24

20 H

15 H

3 h 41 m

24 m

BEV

35

29 h 10 m

21 h 50 m

5 h 23 m

35 m

PHEV Bus

50

n/a

n/a

7 h 41 m

50 m

Table 3: Battery Charge Time for Various EVs

Note: Power delivered to battery calculated as follows ( with 85 % charge efficiency ) : 120VAC * 12 As * 0.85 ; 120 VAC * 16 As * 0.85 ; 240 VAC * 32 As * 0.85 ; 480 VAC * a?s3 *85 amps* 0.85.

DC Quick Charge Test

The trial was conducted and performed by Takafumi Anegawa, from Tokyo Electric Power Company ( TEPC ) in 2008. The trial EV R1e, manufactured by Subaru, is powered by a 9.2 kWh battery, that accepts DC 400 Volts/ 100 As ( Level III ) bear downing. The DC speedy charge system is designed and provided by TEPC which is shown below. This system, with a 3-phase 200 Volts AC ( VAC ) input, could export 50 kilowatts as maximal power ( 500 Volts DC electromotive forces and 125 As DC current as maximal end product ) .

Figure 1: DC Quick Charge System in the Trial

Figure 2: Trial Consequence

Figure 3: Typical Li-ion Charging Features

The trial consequences subject to the typical Li-ion charging features. From the consequences, a 5-minute charge could achieve 4.5 kWh power, ( which is tantamount to a 38 kilometer drive scope for R1e ) and a 10-minute charge is 7.5 kWh ( which is tantamount to 63 kilometers driving scope for R1e ) . A similar trial was implemented with EV iMiEV, manufactured by Mitsubishi, having a 16 kWh battery, and the consequence seemed likewise.

Grid communicating

The charging of EVs could assist in turn toing nighttime over-generation issue ( of electric grid ) by equal supply of electricity. However, the charging of EVs coincident with the bing extremum burden has the possible to impact distribution and client electrical substructures. The possible EV overload impact could be anticipated by lading plan-based distribution theoretical account. Communicationss with PEVs and substructures besides have the ability to switch the bear downing to off-peak times. In the United States, some public-service corporations have equipped with grid communicating webs to command and switch tonss on their system. Some methods to set up communications will be discussed below.

Advanced Metering Infrastructure ( AMI )

Advanced metering substructure ( AMI ) is installed to supply distant metre reading, and to command different client tonss with their permissions. For the grid, EVs are one of the better tonss to command with AMI because they have on-board energy storage systems that allow certain detaining bear downing without noticeable impact on the clients. Furthermore, the ability to command EV bear downing could significantly widen the life of transformers in vicinity.

Time-of-Use ( TOU )

Time-of-use ( TOU ) , which allows the EV proprietors to salvage money by bear downing during off-pick clip, is an incentive-based electrical rate. The off-peak clip could be designated in the late eventides through forenoons where demand of the electrical grid is comparatively low. TOU has been installed in some public-service corporations in the United States, but still deficiency of a common attack at this clip.

Real Time Pricing ( RTP )

Real clip pricing ( RTP ) is a construct for EV in the hereafter that client could bear down their EVs during the cost-efficient period harmonizing to the pricing signals. In order to implement RTP, AMI would necessitate to be in topographic point at the bear downing location.

Vehicle to Grid ( V2G )

Vehicle to grid ( V2G ) is able to portion the electricity for bi-directional between EVs and the electric power grid. This method turns each EV into a power storage system, increasing dependability of the power and the sum of renewable energy available to the grid during peak power use. For illustration it is possible that clients will be able to supply power to their home during hot summer yearss to avoid high energy monetary values and assist prevent outages. Furthermore, clients are able to sell the energy back to the electric grid during peak hours while in this clip, energy is more worthy than nightlong charging.

V2G can besides increase the sum of renewable energy beginnings used during peak hours. When demand is high, alternatively of turning on a expensive and less efficient fossil-fuel based generator, the public-service corporation could pay as credits or buy the renewable energy stored in the vehicle batteries.

Battery Electric Vehicles

Battery electric vehicle uses an electric motor powered ( 100 % ) by a battery battalion, alternatively of utilizing an internal burning engine ( ICE ) . Most advanced BEVs have the ability to recapture some of the energy storage utilized through regenerative braking, which means that whenever the vehicle is braking, the propulsion motor will bring forth energy. This engineering can assist BEVs to retrieve 5 to15 per centum of the energy used to impel the vehicle to the old velocity. The Nissan LEAF is an typical illustration of a BEV.

The Nissan Leaf uses a front-mountedA electric motorA to drive the wheels, which is powered by a 24A kWhA lithium-ion batteryA battalion rated to present up to 90A kWs ( 120A horsepower ) power. Using the on-board 3.3 kW courser, Nissan Leaf can be to the full charged from empty in 8 hours with a 220 or 240 Volts 30 As supply. Nissan tested the Leaf under several scenarios to gauge practical scope, and obtained a worst instance scenario of 76 kilometres ( 47A stat mis ) and a best instance scenario of 222 kilometres ( 138A stat mis ) . The following tabular array summarizes the consequences under each scenario tested utilizing EPA ‘s L4 trial rhythm.

Table 4: Nissan Leaf Tested Consequences

Nissan Leaf, designated as a day-to-day commuter, was tested under assorted conditions. The mean scope was 105 kilometres ( 65miles ) per charge with different temperatures. It is besides reported that the Leaf can work every bit designed under cold temperatures but a more accurate scope index is desirable.

Decision

Degree I and II charging will probably be the most used bear downing strategy in the hereafter, due to its convenience and low cost features. DC speedy charging ( flat III ) can supply plenty energy to the vehicles during a short period of clip, to drive over a long distance depending on the battery battalion size, driving status and environmental influences. This speedy charge capableness can significantly assist to enable dining EV market by cut downing bear downing clip. Some methods or engineerings have been deployed for grid communicating, which can assist to command and switch the tonss, cut downing impact to electricity distribution and electrical substructures. In future, battery engineerings may alter the economic system, doing it advantageous to use high capacity batteries in EVs and in electric grid burden commanding and as a big power storage system for renewable resources.