ELECTROMECHANICAL DRIVE SYSTEMS

Science is always wrong. It never solves a problem without creating ten more.
We need science to help us solve all the problems we wouldn’t have if there
were no science.
George Bernard Shaw
ELECTROMECHANICAL DRIVE SYSTEMS
Dr. Bartłomiej Ufnalski | [email protected] | Electric(al) Drive Division
The lecture and the laboratory are passed based on two mini-projects and on the bonus points
from exercises (i.e. activity during laboratory+lecture meetings). The final grade is a weighted
average of these marks. Lectures will be combined with hands-on training in a dedicated teaching
laboratory equipped with a Matlab/Simulink/PLECS simulational environment. This means that
lectures are interactive and you can get bonus points during all our meetings for being active.
The typical meeting will include 30 mins of solving problems during lecture-like part, just to create
ten times more problems during 60 mins laboratory-like part. And don’t worry – I’ll be at your
service to help you create these problems.
BATTERY ELECTRIC VEHICLE (BEV)
POWERTRAINS
Fot.: Internet
The very first „serious”
battery electric car
Carriage Built in 1830s Uses Non-Rechargeable Batteries
Robert Anderson built a crude electric carriage in the 1830s using non-rechargeable
batteries. It eventually became the rechargeable Detroit Electric (1907 - 1939)
which in one test run achieved a 211.3 mile range and a top speed of 20 MPH. It
was mainly marketed to women who didn’t want to bother with hand cranking an
engine.
Production of the electric automobile, powered by a
rechargeable lead acid battery, began in 1907.
For an additional $600.00 an Edison nickel-iron
battery was available from 1911 to 1916. The
cars were advertised as reliably getting 80 miles
(130 km) between battery recharging, although
in one test a Detroit Electric ran 211.3 miles
(340.1 km) on a single charge. Top speed was
only about 20 miles per hour (32 km/h), but this
was considered adequate for driving within city
or town limits at the time. The company
production was at its peak in the 1910s selling
around 1000 to 2000 cars a year.
From: Wikipedia
Fot.: Internet
„MASS” PRODUCTION AT THE BEGINNING OF XX CENTURY
BEV AS EVERYDAY USE PRODUCT
(TARGETED AT HOUSEWIVES)
Fot.: Internet
BEV SPEED RECORD ESTABLISHED IN
XIX CENTURY
Fot.: Internet
La Jamais Contente ("The Never Satisfied") was the first vehicle to go over 100 km/h
(62 mph). It was an electric vehicle with a light alloy torpedo shaped bodywork,
although the high position of the driver and the exposed chassis underneath
spoiled much of the aerodynamics.
The land speed record of 105.882 km/h was established, according to sources, on
April 29 or May 1, 1899 at Achères, Yvelines near Paris, France. The vehicle had
two direct drive Postel-Vinay 25 kW motors, running at 200 V drawing 124
Amperes.
BEV DEVELOPMENT STOPPED FOR
OVER 50 YERS! WHY?
Reason 1. Radiator (1895) no more problems with ICE
overheating.
Reason 2. Mass production of the Ford Model T (1908-1927) cheaper than available BEVs.
Reason 3. Electric starters (Cadillac Model 30, 1912) no more
broken arms (crank can cause serious injuries if engine kicks
back) women are no longer afraid of using cars.
Reason 4. DC grid vs. AC grid. And the winner is… AC grid + no
rectifiers users are unable to charge batteries in their cars.
In general: substantial developments making ICE cars more userfriendly and technical barriers like lack of effective speed
controllers for electric motors made BEV less- or even noattractive solution.
Henney Kilowatt
Max speed ca. 100km/h
Range ca. 100km
Although the Kilowatt is described by some sources
as "the first transistor-based electric car", the
speed controller uses a combination of relays
and diodes to switch the batteries and motor
windings in different configurations for different
speeds, not transistors.
Fot.: Internet
Fot.: Internet
FIRST BEV WITH „POWER ELECTRONIC
CONVERTER” (1960)
WHO KILLED THE ELECTRIC CAR?
Battery: ca. 25kWh Ni-MH
Range/vmax: ca. 200km / 130km/h
Energy consumption: 125 Wh/km
Front-engined, FWD, no gearbox, 3-phase
AC induction motor, 100kW
http://en.wikipedia.org/wiki/General_Motors_EV1 + YouTube
Fot.: Internet
EV1 (General Motors) – the first mass produced BEV of the modern era. Over 1100 EV1s
were produced (1996-1999) and 800 units were leased. In 2002 the program was
cancelled, all cars on the road were repossessed and crushed (some of them with
deactivated powertrains were delivered to museums and educational institutes. Users
were disappointed or even devastated (Don’t Crush Campaign). WHY? Some hints can
be found in 2006 full-length documentary „Who killed the electric car?”.
WHERE WE ARE TODAY (SPORT CARS)
Tesla Roadster 2 [www.teslamotors.com] – in production from 2007,
ca. 400/year (quantity similar to Porsche Carrera GT).
Motor: asynchronous 3f 4p, air-cooled,
375V
Max power: 215kW @ 4400-6000rpm
Max RPM: 14000
Fot.: Internet
Torque: 400Nm @ 0-5100rpm
Single speed fixed gear.
Acceleration: 60mph (96.5km) in 3.7secs
Top speed: 125mph (201km/h)
Battery: lithium-ion battery with 6,831 individual cells
Range: 244 miles (392km)
Capacity: 53kWh (450kg), coolant pump
Expected battery life: 7 years or 100,000 miles (new
one will cost you 36 000 USD)
Nearest dealer:
Munchen/Germany
Full charge: about 3.5 hours at 240V and 70A
Price: 110 000 USD
WHERE WE ARE TODAY (SPORT CARS)
Mitsubishi Lancer Evolution MIEV (2005 concept car)
Fot.: Internet
Motors: 4 PMSM in-wheel outer-rotor 1500rpm
Max power: 50kW per wheel
Torque: 518Nm
Top speed: 180km/h
Range: 250km
Battery: lithium-ion
Capacity: 24 moduls 95Ah @ 14.8V each (ca. 33kWh)
Fot.: Internet
IN-WHEEL MOTORS AND DRIVES
Michelin
Siemens
Fot.: Internet
Protean
Mitsubishi
Honda
… and many more.
WHERE WE ARE TODAY (SPORT CARS)
Fot.: Internet
Dodge Circuit EV (2009 working prototype, project cancelled)
Motor: 200kW, 650Nm
Top speed: 190km/h
Range: 240-320km
Acceleration: 0-60mph in less than 5 secs
Chrysler unveiled the working prototypes of this all-electric vehicle and
announced plans to bring it to market in the United States by 2010. But in
May 2009 Autocar claimed the project was cancelled and in November Fiat
SpA disbanded Chrysler's ENVI electric car division and dropped its models
from future product plans. Source: Wikipedia
WHY ELECTRIC MOTOR IS A PERFECT
CHOICE FOR SPORT CAR
Reason 1. Electric motor outdoes internal combustion
engine in terms of torque-speed characteristics. Electric
motor can deliver full torque at zero speed. Combustion
engine delivers no torque at zero speed!
Reason 2. Why bother about second reason? In sport cars
it’s all about torque and power!
POWER CONSUMPTION IN BEV
Installed capacity / vehicle range (standardized driving cycle)
Tesla: 136 Wh/km
Mitsubishi Lancer MIEV: 132 Wh/km
Volvo C30 BEV: 24kWh/150km = 160 Wh/km
Ford Focus BEV: 23kWh/120km = 190 Wh/km
Mitsubishi iMIEV: 16kWh/160km = 100 Wh/km
Renault Kangoo ZE: 20kWh/150km = 130 Wh/km
Renault Fluance ZE: 24kWh/160km = 150 Wh/km
Tips and tricks:
•
If battery pack nameplate says e.g. 24kWh (e.g. 80Ah @ 300V), it does not mean that you can use up to
24kWh of energy per charge.
•
DoD (Depth of Discharge) is factory limited to achieve longer life-time. Effective capacity can be limited
even to half of the nameplate one.
•
Performance of the battery depends on temperature and discharge current (typically capacity is
declared for 0.5C current and 25 degree Celsius, which is not the case in city traffic conditions and/or
winter time).
STARTER BATTERY IN ICEV VS. BEV’S
BATTERY PACK – WEIGHT, VOLUME
Typical starter battery for a passenger car: 50Ah * 12V = 600Wh (15kg, lead-acid).
Let’s assume that „our” BEV needs 150 Wh/km and tha we want to travel 160km per
charge and deep discharge is available. We need 24kWh=24000Wh.
24000/600 = 40 lead-acid batteries weithing ca. 600 kg!!!
20cm x 17cm x 22cm x 40 gives e.g. 1m x 1.36m (5 x 8) x 22cm.
One can use SLA (gel or AGM lead-acid batteries) to slightly improve energy density
but it does not solve the problem of mass/distance factor.
The most common solution: lithium (Li-ion) batteries.
Tips and tricks:
•
Specific energy [MJ/kg] for lead-acid batteries is at the level of 0.15, for lithium chemistry ca. 3 times
higher. You can reduce mass to about 200kg and still travel 160km.
•
Lithium chemistry needs BMS (Battery Management System).
•
Li-ion battery packs (cells + BMS) are relatively expensive. Mass production will certainly reduce cost
per stored kWh. Nowadays 7kWh spare battery pack for SAM Re-Volt will cost you ca. 30 000 PLN.
Li-ion vs. NiMH
Lithium-ion cells can store up to three times more energy (per kg) and generate twice the
power of the nickel-metal hydride batteries. Vehicle range DOES NOT grow linearly with
mass of installed battery, because overall mass of vehicle also grows.
AIV Sable ICV = aluminum intensive
vehicle; a very light weight Mercury
Sable (Ford Motor Company) body with
a conventional internal combustion
engine).
Source: www.cleancaroptions.com
Source: www.elipsavehicle.com
WHAT’S HAPPENING NOW IN OUR BACKYARD?
Production vehicle
Elipsa from Radom
Motors: 2 BLDC 2kW (RWD)
Vmax: 26km/h
Range: 70-130km
Battery: 8 traction batteries (Trojan, acid)
Price: ca. 30 000 PLN
Source: www.re-volt.com.pl
WHAT’S HAPPENING NOW IN OUR BACKYARD?
Production car
Sam RE-Volt from Pruszkow (Cree,
Switzerland)
Motor: PMSM 3f 16 KM (12kW)
Vmax: 90km/h
Range: 100km
Bateria: Li-Ion 7kWh
Price: 75 000 PLN gross !!! (including
battery ca. 30 000 PLN)
Concept car
Romet 4E (Electric, Economic, Ecologic, Easy)
BLDC motors: 60V or 72V
Power: 2x2,7 KM (2x2 kW), total: 5,4 KM (4 kW)
Battery: lead-acid or Li-ion: 10 kWh
Range: ca. 100 km
Planned price: 6000 - 7000 euro
Source: www.motors.romet.pl
WHAT’S HAPPENING NOW IN OUR BACKYARD?
WHAT’S HAPPENING NOW IN OUR BACKYARD?
Prototype car
ELV001 (www.marr.pl)
Max speed: 110km/h
Max range: 150km @ 50km/h and 10 C deg.
Consumption approx.: 130 Wh/km
PMSM Motors: 15kW
Battery: Li-polimer KOKAM: 19.5kWh @ 130V
Power electronics: 2x Semikron SKAI
WHAT’S HAPPENING NOW IN OUR BACKYARD – CHARGING
INFRASTRUCTURE AND RENTAL/LEASING PROGRAMS
e+ electricmobility.pl:
-
develops charging points network in Warsaw
-
offers parking stations for car charging,
individual charging points, car leasing or rental,
insurance, assistance and service.
Their fleet includes (November 2011) Mitsubishi i-MiEV and Tazzari ZERO
(www.tazzari-zero.com/eng/Made_in_Italy) BEVs:
Source: www.samochodyelektryczne.org
BEV „MASS” PRODUCTION IN 2011/2012
Source: www.revaindia.com
REVA G-Wiz z Indii [RECC in Bangalore, currently the world's
leading electric car manufacturing company, 30 000 cars/year]
Range/vmax: ca. 160km / 100km/h
Battery: Li-ion, 72 V, 14 kWh
Motor: 3 phase AC induction motor, 25 kW, 92 Nm
2001-2007: DC motor, lead-acid battery
2008: AC motor, lead-acid battery (300kg, 8 x 6V), complete kerb (curb) weight ca. 700kg
2009: AC motor, lithium-ion battery (200kg) + solar panel, kerb weight ca. 600kg
2011: Sport version – REVA NXG: 200km, 130km/h
The biggest electric car factory. Price: ca. 10 000 EUR (acid) / 15 000 EUR (Li-Ion).
BEV „MASS” PRODUCTION IN 2011/2012
Nissan Leaf (Leading, Environmentally friendly, Affordable, Family car)
Range: 160km
Battery: 24kWh, 140Wh/kg, 300kg with control module
Price: 35 000 EUR
More info: www.nissanusa.com/leaf-electric-car
BEV „MASS” PRODUCTION IN 2011/2012
Mitsubishi i-MiEV (Mitsubishi innovative Electric Vehicle) in Japan, sold as
Peugeot iOn or Citroen C-Zero in Europe.
Fot.: Internet
Range/vmax: ca. 160km (for Japan 10-15 mode) / 130km/h
Battery: Li-ion, 16kWh @330V
Motor: 3 phase AC synchronous motor, 47 kW, 180 Nm [The production
version of the i MiEV does not have in-wheel motors like the many MIEV concepts
shown before.]
Consumption: 100 Wh/km
BEV „MASS” PRODUCTION IN 2011/2012
… and many others. Almost every „big” car manufacturer has prototype or
production BEV planned to be sold in 2012.
CHARGING INFRASTRUCTURE
• Standard charge on a standard plug: 230V/16A available from domestic
supplies, on-board charger or on-wall charger – you will need several hours
to recharge your battery (suitable for charging in your garage during
nighttime).
• Fast charge: external high power charger (400V/36A) – charging
points/stations available e.g. in parking places – you will need e.g.
15min/50km.
• Quickdrop (e.g. Renault Fluence Z.E. and Better Place battery switch
network) – battery swap station – you will have to wait e.g. 3min
(comparable in terms of waiting time to classical gas filling station).
MYTHBUSTER
Travelling by BEV is much cheaper than by ICEV. Is it true?
BEV: 5 PLN / 100km (only electric energy cost)
ICEV: 35 PLN / 100km (gasoline cost)
Choosing BEV you save 30 PLN per 100km and 10 000 PLN per year (assuming
30 000 km per year).
After 7 years and 200 000km you „save” 70 000 PLN. Probably your battery
life-time will be shorter but let’s favor BEV.
E.g. Nissan Tiida (ICEV) costs 70 000 PLN whereas similar Nissan Leaf (BEV) will
cost 140 000 PLN.
Conclusion: travelling by BEV is not much cheaper than by ICEV nowadays.
This will be true if mass-produced battery packs become cheaper than todays
semi-mass-produced battery packs.
WHAT IS MORE ECO AND WHAT IS LESS ECO IN
BATTERY ELECTRIC VEHICLE?
ECO-Car earns its name due to:
- zero-emission in cities (incl. no significant noise emission),
- high well-to-wheels efficiency if energy comes from renewables (e.g. wind or solar
farms),
- regenerative (recuperative) braking – you don’t waste all kinetic energy during braking
Be aware that BEV is rather less ECO if we consider that:
- almost all electric energy in PL comes from conventional power plants (BEV only shifts
pollution from roads to power plants) BUT at the same time it’s easier to handle this
pollution on the power plant side than on the end-user side,
- electrochemical battery is difficult (i.e. energy-consuming) in recycling BUT its recycling is
a must and should be subsidized.
LIMITED RANGE OF BEV - WHAT CAN BE DONE
ABOUT THIS?
Is it possible to have e.g. pure electric travelling range at the level of tens of km and additional
hundreds of km on ICE? Of course! This solution is not cheap but very tempting.
Solution 1. You can equipe BEV with additional electric generator driven by ICE and you will end up
with Extended-Range EV (EREV).
Solution 2. You can redesign existing HEV solution to have bigger battery and introduce possibility to
charge it from external source. You will end up with Plug-in HEV (PHEV). It’s easier to do this with
series HEV, due to lack of mechanical link between ICE and road wheels.
Toyota Prius PHEV
Chevrolet Volt EREV
www.opel-ampera.com
Examples of production EREVs/PHEVs:
www.chevrolet.com/volt-electric-car
www.toyota.com/prius-plug-in
Both solutions give in fact the same output: EREV = series PHEV.
Opel Ampera EREV
DRIVETRAINS/POWERTRAINS (SELECTED
TOPOLOGIES)
Of course an electric one!
Does it make any sense? Is it technically justified?
BEV POWERTRAIN – A VERY BASIC ONE
BEV POWERTRAIN – A CONCEPT
DC/DC battery step-up/down chopper and 3-level converters.
BEV POWERTRAIN – A CONCEPT
Part of a main converter as a component of battery charging system.
BEV POWERTRAIN – A CONCEPT
Main converter as a battery charging system.
BEV POWERTRAIN – A CONCEPT
Machine windings as a filter in battery charging system.
SERIES PHEV POWERTRAIN
HYBRID ENERGY SOURCE
What’s the difference between hybrid electric vehicle and „non-hybrid” electric
vehicle with hybrid energy source/storage (HES)?
Hybridization of the electric vehicle refers to combining an ICE and one or more
electric motors.
Hybridization of the electric energy source/storage for BEV refers to combining
two different electric energy storages/sources in one design. Of course one
can also imagine PHEV with HES.
Notice that: performance of lithium batteries deteriorates in low temperatures
(e.g. exploatation in winter time) and with current (bigger currents mean lower
efficiency and shorter life-time). Driving a car, especially in city traffic, means
freqient accelerating and braking. In ideal case lithium battery pack should
work delivering average power. Additional storage (with higher efficiency,
longer cycle-life, higher power density) should be employed to store energy
recovered during regenerative braking and to deliver this anargy back to the
motor during acceleration. Ultracapacitors can be a solution!
ELECTROCHEMICAL CELL VS. ULTRACAPACITOR
(UCAP, SUPERCAPACITOR)
Compare:
- gravimetric energy density
- volumetric energy density
- gravimetric power density
- volumetric power density
- cycle-life
- performance deterioration with falling temperature
- price per Wh
Answer following questions:
- Why today’s ucaps are not suitable as a main energy
storage for BEV?
- Why today’s electrochemical cells are not suitable for loads
that draw high currents, e.g. 1C and more?
Fot.: www.a123systems.com
Fot.: www.maxwell.com
HYBRID ENERGY SOURCE
M.Michalczuk
ECO-Mobility Project
HYBRID ENERGY SOURCE
M.Michalczuk
ECO-Mobility Project
HYBRID ENERGY SOURCE
Braking
Constant speed
Braking
Constant speed
Braking
Accelerating
Accelerating
M.Michalczuk
ECO-Mobility Project
Accelerating
WHY HYBRID (ELECTROCHEMICAL BATTERY +
ULTRACAPACITORS) ENERGY STORAGE?
- to make regenerative braking more efficient and, in turn, to
extend driving distance (especially in traffic jams),
- to extend battery lifetime,
- to make electric cars even more ECO - it’s green because it saves
energy (see above) and reduces number of battery replacements
(see above).
HES – SOME PROS IN NUMBERS
25oC Range
ECE15
Heavy traffic
Battery ES Hybrid ES
Battery ES
Hybrid ES
77.5 km
85.45 km
68.66 km
75.24 km
Power losses
7.05 %
4.91 %
7.47%
5.05 %
Capacity loss
5.40 %
4.52 %
6.14%
4.95 %
Range
42.10 km
77.49 km
37.46 km
65.45 km
Power losses
12.72 %
6.13 %
12.86 %
6.73 %
Capacity loss
1.50 %
1.21 %
1.70 %
1.33 %
50 000km
0oC
37 000km
m=1200kg
EBatt=8kWh
EUcap=0.05kWh
M.Michalczuk
ECO-Mobility Project
KERS (KINETIC ENERGY RECOVERY SYSTEM) –
MORE SOLUTIONS
Assumption: 1500kg GVWR (gross vehicle weight rating), 54km/h=15m/s
This gives: approx. 170kJ of kinetic energy
Assumption: constant deceleration 3m/s/s (wet asphalt)
Peak power: 1500kg * 15m/s * 3m/s/s = 67.5kW
Solution 1. Electrochemical battery (e.g. LiFePO4): 40Ah, 300V, 12kWh more than
40MJ. Power density could be insufficient: 1C gives 12kW. Peak current at the level
of 6C. Possible (Thynder Sky / Winston Battery WB-LYP40AHA has 3C continuous
current capability and 20C maximal 5s in 1 min current capability). It’s not healthy
and efficient but could be done.
Solution 2. Ultracapacitors (e.g. Maxwell Technologies 75V Module BMOD0094
P075 B02): 25kg, 265kJ, 3Wh/kg, peak power 120kW @75V (72kW @45V), over
1000 000 duty cycles, 515mm x 263mm x 220mm.
Solution 3. Flywheel (e.g. Flywheel Capacitor from Flybrid Systems): 27kg, 530kJ,
60kW, 60000rpm.
SOLAR PANELS ON THE ROOF
Some car manufacturers offer solar (PV = Photovoltaic) panels on the roof as an
option to claim being even more green than pure BEV. Let’s discuss this solution.
Roof surface area = ca. 2 square meters.
In our latitudes one can get ca. 100kWh per 1 square meter of PV per year (ca. 250Wh
per day).
Energy consumption ca. 100Wh per 1km.
2 hours long trip in sunny day and no shadows caused by trees, buildings, etc.
And you extend vehicle range by… less than 1km (less than 1%).
This doesn’t change the fact that a car with PV panel on its roof looks very fancy.
BEV INTERIOR HEATER
One can try to use energy stored in the battery. It’s not a good idea. Why?
Typical battery pack for A- or B-segment car: 15-25kWh
This gives e.g. 150km vehicle range and 2-3 hours possible trip time.
During cold winter days (e.g. -10 C deg.) you will need 3-5kW to keep comfortable
temperature. This can reduce you range by half.
Most production BEVs are not „all-electric”. They are equipped with heaters, e.g.
Volvo C30 Electric has bio-ethanol tank (ca. 15 liters). Such solutions are also known
from ICEVs. See e.g. Webasto parking heaters.
www.webasto.pl
…-BY-WIRE SOLUTIONS
Aviation: Fly-by-wire (FBW), Fly-by-light (optical fiber)
Automotive: Drive-by-wire (DbW, by-wire, x-by-wire)
• Steer-by-wire
• Accelerate-by-wire
• Break-by-wire
• …
Let’s discuss pros and cons of these solutions. Why car engineers tend to eliminate
hydraulic and mechanic systems and replace them with electronic ones? Why they
tend to break mechanical link between a human (driver) and a vehicle?
wire
Fot.: Internet
It’s brainstorm time!
LET’S BUILD A BEV IN A GARAGE
HEV/PHEV/BEV-oriented motors, batteries and power electronics (off-the-shelf examples)
…
1. Liquid cooled modules:
SKAI from Semikron
HybridPACK2 from Infineon
2. In-wheel motors:
…
Active Wheel from Michalin
Protean Electric
eCorner from Siemens
…
3. Battery packs with BMS:
SCiB from Toshiba
4. BEV/HEV control systems solutions:
A123 Systems
…
Texas Instruments Developers Kits
FORECASTS
It is forecasted that in 2025 electric cars or plug-in hybrid cars will have approx.
50% market share at new cars in highly developed countries [1] with PHEV to
BEV share ratio at the level of 4. There are governmental plans to put one
million EVs on U.S. roads by 2015. More moderate forecasts say about 750 000
EVs only on U.S. roads and PHEVs are supposed to play key role in achieving
this goal [2], [3], [4].
[1] Kalmbach R., Bernhart W., Kleimann P.G., Hoffmann M., Automotive landscape 2025
- Opportunities and challenges ahead, Roland Berger Strategy Consultants,
rolandberger.com (2011), 1-88
[2] Voelcker J., One Million Plug-in Cars by 2015?, IEEE Spectrum, 48 (2011), n.4, 11-13
[3] Bedi G., Brylawski M.,at al., Plug-in Electric Vehicles: A Practical Plan for Progress,
The Report of a Transport Electrification Panel (TEP), Indiana University (2011), 1-78
[4] The U.S. Department of Energy, One Million Electric Vehicles By 2015, February 2011
Status Report (2011), 1-11
HANDBOOKS AVAILABLE ON-LINE (BG.PW.EDU.PL)
EngNetBase, CRC Press, Elsevier and many others:
2002: Electric vehicle battery systems
2002: Handbook of batteries (3rd ed.)
2003: Electric vehicle – technology explained
2003: Electric and hybrid vehicles – design fundamentals
2004: Vehicular electric power systems
2008: Build your own electric car (2nd ed.)
2009: Modern electric, hybrid electric, and fuel cell vehicles (2nd ed.)
Tips and tricks:
•
10 years in battery technology is like 10 years in computer technology – if you want to stay up to date
on battery developments search for publications from recent 2 years! Ten years old handbooks are
good to study principles but won’t let you know about state-of-the-art in battery packs for vehicles.
•
To understand articles you should be familiar with many acronyms. Here are some of them: BEV, HEV
(series and parallel), PHEV, EREV, ICE, ICEV, ZEV, EV, KERS (surprise, surprise!), V2G (surprise,
surprise!).
THANK YOU FOR YOUR ATTENTION
dr. Bartłomiej Ufnalski | [email protected] | Electrical Drive Division
Warsaw University of Technology
Faculty of Electrical Engineering
Institute of Control and Industrial Electronics