Politecnico di Torino 1" Engineering Faculty Automotive Engineering Engine emissions control/Electric and hybrid propulsion systems (010FJLO) Electric and|hybrid propulsion systems part Master of science - 2" Year 1" semester Propulsion System Development Academic Year 2014-2015 First Roll-Call Written Part - February 3 2015 Questions Pengfei JIANG (206496)First Part: True or False (for each of the following thematic groups four statements are given, of which everyone can be true or false) 1. Alternative Propulsion Systems Typologies and Classifications: Vt fre “order” is one of hybrid systems indicator and it is defined as “the number of different elementary traction systems of the traction system” ~2.An elementary traction system is the sum of all the components/devices actively involved in the energy pathway that enable the vehicle motion 3 complex hybrid-electric traction systems order can be 2 4, hybrid-electric traction systems, whose order is equal to 1, can be classified as ‘simple hybrid-electric traction systems |, ea. _— 2. Energy Storage Systems: 1, the specific energy of the Ni-MeH cells of a storage system for poeeateey “application (as for instance the Toyota Prius HEV one) is of the samé-order of magnitude than the gasoline one ./ State of Health (SoH) is expressed as a coefficient (< 1) modelling the reversible phenomena (unbalancing...) causing an available capacity lower than the expected one 3; one of the supercapacitors most important technical pros is the high round trip (charge-discharge) efficiency \J4) the battery specific energy [Wh/kg] at system level (Battery System) cannot be anyway higher than the one at cell level 3. Rotating Electric Machines (E-Motors andlor E-Generators): 1. the rotating e-machines are made of two active parts called stator and rotor. In the radial flux solutions, it is common to have the rotor positioned outside the stator 2. considering a stator wounded AC e-machine, the flux (main flux) is always produced at stator level 3,_Considering an AC induction e-motor, the speed is always proportional to the stator supply frequency iS \4/in an AC induction machine, keeping constant the supply voltage amplitude and increasing its frequency, the pull-out torque remains constant) 5 4, DC/DC Converters (Choppers) and DC/AC Converters (Inverters): (Z_]the step-up DC/DC converters input and output voltages have always to be _ \ galvanically decoupled (for instance putting in the device an insulation transformer) 92 two quadrant chopper enables the regenerative braking in forward mode but not the reverse speed we power switches are power electronic devices which can be controlled both in “ON" and “OFF” mode 4. sizing and cost of power converter switches of an inverter depend on the inverter SY apparent power (product of the maximum applicable voltage and the maximum DC current which they can manage) 5. Fuel Cells: 1. solid option is the most convenient hydrogen storage solution on board in terms of safety but also weight thanks to its very high specific energy [Wh/kg] 2 in a PEM (Proton Exchange Membrane) fuel cell, the output current value is directly proportional to the inlet hydrogen amount \3 a Fuel Cell stack has an efficiency that goes down increasing the output power ne4. jf the field of proper use, increasing the PEM FC stack operating pressure, for a given current density value, the output voltage grows 6. Single source traction systems (single-source) for only electrochemical batteries fed Electric Vehicles (BEVs) spec'fic energy 1. bging the battery system weight equal, a BEV with Pb batteries has a higher fange an the same vehicle with Li-ion batteries if compared with a pure ICEV, a BEV has higher on board energy conversion efficiency (from the tank (ICEV) or the BS (BEV) to the wheels) 3. the step-down DC/DC Converter, connecting traction battery pack with 12 V battery and vehicle auxiliaries, can ask for an internal galvanic insulation in case of usage of Li-ion HV battery cells 4,/the BEV range can be increased improving the regenerative braking (power and efficiency) 7. Simple Series Hybrid-Electric Traction Systems: ~1,/the electric transmission is a simple series hybrid-electric traction system with an electrochemical storage system sized to maximise the pure electric range ./considering a simple series hybrid-electric traction system, when the power electronics of the AC e-machine, mechanically coupled with the ICE, is bi- directional (AC <> DC), the ICE cranking can be obtained without a devoted starier— in a simple series hybrid-electric traction system with load follower strategy, the ICE of the hybridisation group cannot be operated on the OOL (Optimal Operating Line) ay considering a simple series hybrid-electric traction system with range extender strategy, the hybridisation group ICE usually operates on a fixed working point | pews 8. Simple Parallel Hybrid-Electric Traction Systems: eas a double shaft simple parallel hybrid-electric traction system naturally enables the D function =< 2,/a coaxial single shaft simple parallel hybrid-electric traction system has always two clutches: one between ICE and e-motor and one between e-motor and mechanical ., transmission 3{ the speed ratio between ICE's and e-machine's shafts of a double drive-simple parallel hybrid-electric traction system is fixed \4/ a coaxial single shaft simple parallel hybrid-electric traction system usually has an e-machine whose length/diameter rotor ratio (.) is appreciably lower than 1 25. ° ./ during the gear shift, the DCT (Dual Clutch Transmission) comfort is better than the MT (Manual Transmission) one K in a simple parallel hybrid architecture, if the pure electric range is not a target, its / battery pack can be conveniently sized to maximise its specific energy p> a ‘hundreds of 9. ya Parallel Hybrid-Electric Traction Systems: 1 increasing the power electronics voltage level from 48 Vdc to some volts helps to reduce the requested current for a given power Na in coaxial a single shaft pars i ane e-machine can be decoupled from the ICE pening the e-motdr-fransmission/élutch pero ie 10. Complex Series-Parallel Hybrid-Electric Traction Systems: 1. gomplex series-parallel traction systems have two possible energy pathways between ICE and wheels: one mechanical (direct), as it is in the simple parallel hybrids, and one electric (indirect), as it is in the simple series hybridspire split complex hybrid-electric traction system architecture of Toyota Prius (THS |e THS ll), it is possible to decouple the wheels speed from the ICE thanks to the PGS (Planetary Gear Set) unit ( in the split complex hybrid-electric traction system architecture of Toyota Prius (THS le THS Il), to crank the ICE it is used a devoted downsized starter motor” xh the split complex hybrid-electric traction system architecture of Toyota Prius (THS le THS Il), the ICE uses the Atkinson cycle to maximise its specific power > y 11. Traction Systems for FCVs and FCHEVs (FCVs with batteries or power buffers (with battéries or supercaps): 1. $e dynamic of a FCS with on vehicle stored direct hydrogen supplied PEM stack, ‘can be increased improving the air compressor transient control the operational temperature increase of a FCS with PEM stack from below 70°C to approximately 100°C (with stacks able to correctly work at that temperature) imposes, as negative side effect, an increase of dimensions of the hydrogen recircul um; _3/in a hyb lectric series traction system (FC + batteries), it is possible to connect the two electric energy generation systems 4/ the FCS PEM during the warm-up phase can deliver a bigger power level than in V thermal steady state conditions thanks to the lower operating temperature. 12. Hydrogen and WtW Analyses: 4./ hydrogen is a very important environmental friendly energy carrier (energy vector) even if today itis still argely obtained from fossil fuels reforming», CO, sequestration is a the storage in a safe place Score 07 23Xin the TIW (Tank to Wheels) analyses, the fuel typology has no effect ). in terms of CO; production at TW (Tank to Wheels) level, considering the same fuel consumption (fuel litres), a gasoline supplied ICE produces more COz amount than a diesel oneSecond part: traction system sizing Consider a Battery Electric Vehicle (BEV) with the following data: vehicle curb weight (Mo): 1000 kg payload (Lp): 400 kg [performance on gradient] test load (Lt): 200 kg [level road performance and range on cycle] vehicle translating apparent mass: 3% more than the curb weight rolling resistance coefficient (k,): 8 kg/ton aerodynamic coefficient (cg): 0,3 wheel rolling radius (rs): 0,284 m characteristic speed (vr_typ): 57,5 km/h ‘Vehicle auxiliaries average power: 200 W @12 Ve with HV-LV DC/DC converter efficiency = 95% transmission: + fixed speed transmission with integrated differential unit + reduction ratio (tau_tra): 8 + transmission efficiency (eta_tra): 95% e-machine: 3 phase AC Induction with stator phases star connected + DCI/AC 3 phase converter: CRVSI (Current Regulated Voltage Source Inverter) with 600 V IGBT + from base to max speed: + max continuous mechanical power (Pem_cont): 40 kW + max transient mechanical power (Pem_trans): 80 kW + base speed (omega_base): 3000 rpm. + max speed (omega_max): 9000 rpm + inal the working conditions and in all the motor and generator torque-speed area: + e-machine efficiency (eta_em): 90% + inverter efficiency (eta_inv): 95% Mechanical power vs. speed mw ‘specific power (Pow_spec): 800 Wikg specific energy (En_spec): 120 Wh/kg battery pack: round trip efficiency (eta_battf: 85%),with: * gravity acceleration (g): 9,81 m/s* + air density (mu): 1,23 kg/m* + Faraday constant: 96485 C/gmol Section 1: Vehicle Performance [3,5 points]: 1.1, calculate the vehicle frontal area (Af) Verify that the traction powertrain is able to satisfy (or not) the following target performance: 1.2. max continuous speed on level road equal to 120 km/h 1.3. acceleration from 0 speed on 25% slope with an acceleration of 3 m/s* 1.4, 15% continuous gradeability @ 20 km/h Calculate: 1.5. the available delta power for the acceleration’ @ 120 km/h on level road (P_esub) Section 2: Multispeed transmission [1,5 points): Under the hypothesis to use a three speeds manual transmission with: ‘three speeds transmission weight equal to the fixed speed transmission one” * second speed of the three speeds transmission with reduction ratio equal to the fixed speed transmission one* * efficiency at all the speeds of the three speeds transmission equal to the one of the fixed speed transmission” referring to the three speed transmission configuration, calculate: 2.1. the min 1" speed reduction ratio (tau_! 2.2. the min vehicle speed for the Ll g performance in acceleration 2.3. the max 3” speed reduction ratio (tau, road min) to satisfy the point 1.3 condition shift (vel_min) to assure the max max) to reach 150 km/h on level Section 3: On-cycle range [3,5 points]: Considering the configuration with fixed speed transmission defined in the previous Section 1 and the following cycle: 7A a fc xt FoF Js% IG n/p * transient power @ wheels, ? from Section 1Reference Cycle Calculate: 3.1. the energy at batteries terminals requested to cover one cycle under the hypothesis that 4/5 of the brakeable kinetic energy is electrically regenerated (En_cycle) Knowing that, fully discharging the batteries, the vehicle has a range of 208 km: 3.2. find the min batteries weight to satisfy this request (Weight_batt) verifying that this battery pack is able to satisfy also the traction e-drive max transient power condition 3.3. calculate the new on-cycle vehi (Range_wrb) range without regenerative braking® Section 4: Pure FC Vehicle [3,5 points] Considering the Section 1 vehicle, substitute the battery pack with a FCS with the following features: FCS aux power (Pow_aux): 15% of the FCS power FC stack number of series connected cells (n_cell): 325 FC stack voltage vs. current curve linear with: «FC stack OCV (V_max): 400 Voc «FC stack voltage @ 100 kW (V_min): 200 Voc FCS consumption in idle: negligible Hydrogen utilisation factor (fu_H2): 1 [no hydrogen purge] in order to keep unmodified the vehicle total Standard A weight. Considering the Section 3 cycle and knowing that in the on-board tank ko hydrogen are stored, calculate: 4.1. the FC stack power in the most severe cycle condition (PDC_FC@Pmax) 4.2. the FC stack power in the cycle constant speed part (PDC_FC@vel_const) 4.3. the on cycle range’ (Range_H2) ae. Seg diet ® consider for the calculation only the fully completed cyclesThird part: choose one of the two following titles and describe the most important related issues 1. Traction DC/AC converters (inverters): on-board DC source features . inverter power switches sizing criteria . single and double ramp regulation techniques indirect inverters (with integrated DC/DC step-up): advantages and drawbacks in comparison to the direct ones aege 2. Electric vehicles with batteries (BEVs) or FCs (FCEVs): technical comparison