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I. INTRODUCTION
The development of electric vehicle has been accelerated by
the recent California Initiative which has required increasing
proportions of new vehicles in Los Angeles area to be Zero
Emission vehicles. Similar legislation has now been passed in
several other US states. This has impelled car manufacturers
throughout the world to have Electric Vehicles ready for the
market when the legislation is enforced. General Motors, for
example, has recently released the new EV 1 in USA. The
possibility of large amounts of Electric Vehicles on the road,
has also created interest in making better use of the spare
batteries that each Electric Vehicle must have. It has been
suggested that a Battery Charging station be made available by
the electric utilities, so that cars can come into the charging
station and have they batteries replaced in a short time.
2. Discharge
- Type:
-_
3. Discharge Mode:
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"O
ESR
'--i.-4
--
Eo
v0
- (Rb
K
+=litb
The improvement of this model is to account for the nonlinear characteristic of both the open circuit voltage and
internal resistance represented by the WSOC component.
etb
where
etb = battery terminal voltage
V, = charge dependent open circuit voltage
RI, = battery terminal resistor, typically OAohm
K = polarization constant, typically 0.1 ohm
i,b
= battery discharge current, amps
SOC = state of charge
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fiji
I
L
'
Current
Sensor
Battery
Voltage
t+
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* Evb
-A
vb
Y
4-
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Rp
voc I
195.d O.OO@
Rc
voc
Rd
I soc, 3%
0.1164 4.0000( 4 . 0 4
0.d
0.000
5.450
5.700
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6.I87
6.406
6.718
3.437
, ,
i [ . l ..........
Load
Constant C h e n t
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--
IV. SIMULATION
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0
,mm
I"
2"
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Tine
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'
Tim (nu)
..............................................
Active Filter
------+
4
4 1
0
Clearly such a result is not realistic and does not reflect the
true performance of the battery.
'
Tinu! (nu)
MODEL
Using the improved battery model instead of the ideal model,
the PSPICE simulation generated quite a different result
illustrated in Figure 1 1 .a and 1 1.b.
Nevertheless, the battery voltage and capacitor current shown
in Figure 10.b are not the same as those shown in Figure 10.b.
The capacitor now absorbs most of the high frequency
component and the battery only needs to absorb or generate
the low frequency component.
IX. CONCLUSION
The paper has presented a review of several battery models
used in the industry. One particular model was found to best
represent the non-linear characteristic of the battery elements
with respect to the state of charge very well. The battery
model is then used to simulate the application of BESS as an
active filter. Super-capacitor was used to take care of the high
frequency component. The use of the proposed model of the
battery allows a better understanding of the battery behaviour
when used in conjunction with Electric Vehicle or Battery
Energy Storage System.
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[41
Tinw(mr)
r61
im
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T k (m)
X. ACKNOWLEDGMENTS
The authors gratefully acknowledge the financial contributions
of the Hong Kong University Grants Committee and the Hong
Kong Polytechnic University to the project and to Mr. Jim
McDowall, Chair, PES Stationary Battery Committee for his
comments on the abstract of the paper.
XI. REFERENCES
[I]
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