Energy Storage

Lecture 12: (Hybrid) Electric Vehicles

Winter Term 2015/2016

Carsten Agert
NEXT ENERGY
Lectures

Date Lecture
12. Okt. 15 power grids and motivation for storage
19. Okt. 15 (no lecture)
26. Okt. 15 storage for buildings, including heat pump and CHP (Herena)
2. Nov. 15 storage for buildings, including heat pump and CHP (Herena)
9. Nov. 15 compensating RE fluctuations - the transmission grid level
16. Nov. 15 compensating RE fluctuations - the distribution grid level
23. Nov. 15 non-electrochemical electricity storage: overview
30. Nov. 15 fundamentals of electrochemical storage
7. Dez. 15 electrochemical electricity storage devices (except batteries)
14. Dez. 15 batteries: primary cells
4. Jan. 16 batteries: secondary cells
11. Jan. 16 course summary & exam preparation // (secondary cells: rest of last week)
18. Jan. 16 electric cars (I)
25. Jan. 16 exam

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Lectures

Date Lecture
12. Okt. 15 power grids and motivation for storage
19. Okt. 15 (no lecture)
26. Okt. 15 storage for buildings, including heat pump and CHP (Herena)
2. Nov. 15 storage for buildings, including heat pump and CHP (Herena)
9. Nov. 15 compensating RE fluctuations - the transmission grid level
16. Nov. 15 compensating RE fluctuations - the distribution grid level
23. Nov. 15 non-electrochemical electricity storage: overview
30. Nov. 15 fundamentals of electrochemical storage
7. Dez. 15 electrochemical electricity storage devices (except batteries)
14. Dez. 15 batteries: primary cells
4. Jan. 16 batteries: secondary cells
11. Jan. 16 course summary & exam preparation // (secondary cells: rest of last week)
18. Jan. 16 Exam: W03 1-161, 25. electric
January cars (I) 2016, 08:30 – 9:30 am
25. Jan. 16 exam

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„Vehicle to Grid“ / V2G: Car battery used as storage in the grid

Trans-
former Converter
= 400 V
~
= 400 V
~
= 400 V
~

= 400 V
~

No of cars in Germany 41 Mio

Storage capacity (EV) 30 kWh
Σ (@ 40 % DoD, all cars EV) 500 GWh
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V2G: Can it really make a difference?

Source: D. U. Sauer,
RWTH Aachen

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Potential working day charge pattern

Morning During the day use

Energy: 30kWh Travel to work excess energy: 10kWh
-10kWh

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There might be viable business cases

QUICK CALCULATION
Customers
1kWh 27ct end price
Charging only while energy is cheap Maximum Price spread: Assume
Sell energy during times when it is expensive 5ct @10kWh/d 50ct
100-200€/a

Energy Provider
Load matching due to intelligent charge/discharge management

Morning During the day use

Energy: 30kWh Travel to work excess energy: 10kWh
-10kWh

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Infrastructure: Charging Stations

Payment
Charging Station
Energy Provider
Operator

Wireless
communication

http://www.dgs.de

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V2G: Potential win-win approach for all stakeholder groups

CO2 reduction
Government Reduced dependence on oil
Clean air in cities

Grid Stability and security of energy supply

Grid Operator
Grid integration of fluctuating energy supply systems
Load matching

Automotive Car sales - Reduced CO2 emissions

Industry - Customer’s interests
- Innovation-based corporate identity

Customer Green, cheap and comfortable transport energy

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BUT challenges remain: Battery costs and life-time

Problems with battery:

High costs
Safety
Sufficient lifetime is necessary
(Calendaric lifetime has improved very much. Number
of cycles tends to be the dominating factor, but recent
experience tends to show: Problem solved.)
Standardisation ( Challenges regarding battery
change station: Car design and SOH-information)
V2G “consumes battery lifetime”. Potential Solutions:
Battery leasing schemes
Paying for every outgoing/incoming kWh
Earn money by trading energy
http://www.ovalnets.de Earn money for providing “time at power grid”
Smart operation schemes

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Electric Cars: Overview

History
Electric vs. Combustion Engine
New Car Design
Recharging Systems
Projects
Examples

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History

1800 First galvanic cell (A. Volta)

1830 First electric DC-engine
1834 First automobile with non-rechargeable battery
(Davenport)
1859 Automobile with rechargeable battery - lead acid
(Plante)
1882 First electric AC-engine (Tesla)
from 1900 onwards Combustion engines start to dominate the market
» Electric starter was developed.
» poor cruising range of battery cars
» bad battery performance
» discovery of vast amounts of oil

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Renaissance of the Electric Vehicle (EV)

Electric Propulsion is established today in

Trains
Forklift, wheelchair, golf cart…

Emerging approaches:
Hybrid Electric Vehicle (HEV)
Plug-in Hybrid Electric Vehicle (PHEV)
Full Electric Vehicle (EV)

Reasons for the renaissance of the EV:

Limited oil ressources
Environmental challenges (GHG emissions, ozone, respirable dust)
Excellent progress in energy storage (Li-Ion Technology)
(Motivation “Grid stability” is no major driver yet for the current development.)

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 History
Electric vs. Combustion Engine
New Car Design
Recharging Systems
Projects
Examples

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Rules of thumb

Driving habits (Li-Ion)

City 100 – 250 km range 15 – 40 kWh
≈ 150 – 300 kg
Sportive / High Energy 60 – 100 kWh
≈ 400 – 600 kg

Costs (electricity)
For 100 km: ≈ 15 kWh
@ 20 ct /kWh
≈ 3,00 €

A Li-Ion-battery for city range with complete protection circuit, packing (protection against
mechanical impact, temperature management, electronics) might cost about 10k€.

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Electric vs. ICE car

Electric ICE
Safety Fires and explosions possible Fires and explosions possible
Engine 75-85%
25-35% (and even worse
efficiency + energy recovery by
in typical partial load)
regenerative braking
Energy density × 180 Wh/kg 3500 Wh/kg
efficiency Li-Ion Petrol
350 Wh/l 2500 Wh/l

GHG None from car operation CO2:120-180g/km

Emissions None if energy from renewables (e.g. middle class car)

Maintenance lower: higher:

few moving parts, no combustion moving parts @ high T, combustion

EVs have a 20 times lower gravimetric energy density

EVs have a 7 times lower volumetric energy density
EVs are cleaner and more efficient http://www.energieinfo.de/eglossar/node10.html

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Electric vs. ICE car

City driving, commuting: Silent, short distances, high

efficiency through braking energy recovery
Small battery needed, slow charging acceptable

Long distances, hilly regions, high power

Big battery needed, fast charging, battery change

In cities: Electric vehicles can be superior

Longer trips: ICE are still much better suited
(However: hydrogen ICE or fuel cell as range extender possible…)

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 History
Electric vs. Combustion Engine
New Car Design
Recharging Systems
Projects
Examples

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Categorization of electric cars

Hybrid Electric Vehicle (HEV):

1-2 kWh, 20-50 kW, ratio of power and energy 20:1 to 30:1
Plug-In HEV (PHEV):
pure electrical drive at low and medium speed, battery charging via grid possible,
5-10 kWh, 40-60 kW, power:energy 7:1 to 10:1
Extended-Range Electric Vehicle (E-REV):
pure electrical vehicle at all speeds, engine/generator used at low SOC to charge
battery, charging via grid possible, 10-20 kWh, 80-120 kW, power:energy 7:1 to 10:1
Electrical Vehicle (EV):
pure electrical vehicle, charging/discharging via grid, >20 kWh, 50-100 kW,
power:energy 2:1 to 5:1

Parallel Serial
ICE Electric
ICE Generator
Electric Engine Engine
Gear car car

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New Car Design: Conventional ICE

Heating from engine

waste heat

Fuel Tank

Cooling system 80°C Catalytic converter /

Exhaust

Internal
Combustion
Engine (ICE)

Gear box Electric Generator

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New Car Design: Hybrid Electric Vehicle

Air conditioning for

Heating from
passengers and battery
engine waste heat

Fuel Tank

Catalytic converter
Cooling system 80°C / Exhaust

ICE, that charges

the battery
(serial) Battery Energy recovery by
regenerative braking
PHEV with bidirectional
grid connection
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New Car Design: Electric Car

Thermal insulation Additional Heating

Cooling system 0 - 40°C

Energy recovery by
AC-DC Converter regenerative
braking
bidirectional grid
connection Battery in floor
Lower center of gravity

Novel GPS-Navi System Wheel Hub Drive

Connection with car/battery performance Wheel suspension

An entirely new design and concept has to be developed

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Weight Comparison: Full Picture

Thermal
Gear box Cooling system 80°C Gear box Battery
Insulation
(50 kg) (20 kg) (20 kg) (10 kg)
(??)
Starter Lighting AC/DC DC/DC, Vehicle
Exhaust
Battery Dynamo Converter Controller, Charger
system
(15 kg) (5 kg) (30 kg) (30 kg)
(20 kg)
Fuel Tank Fuel Cooling system 0 - 40°C (20 kg)
(10 kg) (0- 40 kg, 100kWh) Electric engine
(30 kg, 50 kW)
ICE (125 kg, 96 kW) Battery-Safety (10 kg)
Traction Battery (290 kg,
∑ = 285 kg 30 kWh)

Reference: 4 Zyl. Diesel

∑ = 440 kg
Battery is the heaviest part in EV
Total weight addition is about 150kg (≈13%) (EV: 1250kg, Combustion: 1100kg)
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Energy Consumption in a modern car

Worst case scenario with an ICE:

18%
3%
4%
75%
Test Car @50km/h
3. Gear, 7.5l/100km

For a discussion of the driving range all additional

energy consumers have to be taken into account
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 History
Electric vs. Combustion Engine
New Car Design
Recharging Systems
Projects
Examples

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New Recharging Systems & Infrastructure

Goals:
Reasonably fast charging
Dense and well-distributed charging network (incl. link to GPS navi system)
Recharging stations at home
Simple and safe payment
Low costs
Bidirectional charging
vs.

Being at least as fast, safe and simple

as conventional petrol stations

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Charging Systems
230 V:
» Slow Charging (> 8 h)
» Good for battery health
» Simple Infrastructure
» Charging at home
» Small energy losses
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400 V:
» Fast Charging (2-3h)
» Increased aging of battery at higher charging rates
» Problem may be solved by newer battery generations
» Heat generation while charging
» Limited by electric/geometric dimensions of AC/DC
converter in car ( higher charging rates only with
external converter)
Battery Exchange:
» Fast with automated battery change (1min)
» New infrastructure high costs
» Additional solution for long distances
» Unclear exchange framework
Lecture 12: Electric Cars 27
Charging Systems: Some calculations

EV battery: U = 400V Q
Q = 30kWh = 30’000Wh
t[ h ] =
P

One phase: Ueff = 230V P =U ⋅I

16A (fuse max)
more than 8h charging @ 0.12C
Three phases: Ueff = 400V
P = 3 ⋅U ⋅ I
16A (fuse max)
around 2.7h charging @ 0.37C
Charging station: Ueff = 400V
@ 6C (10 min) 260A
@ 1C (60 min) 43A

Battery is not the only factor that limits charge power.

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Charging Systems: Energy loss

EV battery: U = 400V
Q = 30kWh = 30’000Wh

3 AC/DC converters à 3kW max. input power (efficiency 90%):

» total 9 kW max.
900 W energy loss in converter (8.1 kW remain)
3h42min charging time (in the case of 3-phase charging, battery losses neglected)

Internal resistance 25mΩ per cell

» 80 cells in series (80 * 25mΩ = 2000mΩ) Ploss = Rint ⋅ I 2
» 2 parallel (2000mΩ / 2 = 1Ω)
charging @ 8,1kW ~11,7A
internal charging losses: ~137W
plus losses in connectors and contact resistance 500mΩ: ~200W
(very rough estimation)

Very rough estimation for the overall loss for 3 phase charging:
(900+137+200)W ≈ 1,2kW 13%

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Driving range depends on many external parameters

EV battery: U = 400V
Q = 30kWh = 30’000Wh (total capacity)
Total weight = 1.3 tons (Example: EV Opel Astra)

For life-time optimization, use only 25kWh capacity; then:

Assuming 12.5kWh for 100km (Constant speed, 0.6C): 200km
Assuming 14.5kWh for 100km (motorway): 172km
Assuming 15.3kWh for 100km (city): 163km
Assuming 16.1kWh for 100km (hilly): 155km

Range also depends on weight (passenger number, cargo)

Assuming an empty car with 1 driver: 200km
Assuming additional 100kg Cargo (7.5%): 176km
Assuming additional 3 passengers (225kg; 17%): 154km
Assumption: 1.3tons 12,5kWh/100km 5.35l/100km
+100kg: +1.6kWh/100km 0.70l/100km
http://www.umweltbewusst-heizen.de/verkehr/Spritverbrauch/Spritverbrauch-PKW-Geschwindigkeit-Reifen.html

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Driving range depends on many external parameters

EV battery: U = 400V
Q = 30kWh = 30’000Wh (total capacity)
Total weight = 1.3 tons (Example: EV Opel Astra)

Temperature dependence of the driving range,

exemplary values:
250
@-20°C 41% 82km
@-10°C 64% 128km 200

Driving Range/km
@0°C 78% 156km
@10°C 89% 178km 150

@25°C 100% 200km

100
@40°C 105% 210km
@60°C 111% 222km 50

0
-20 -10 0 10 25 40 60
Cell Temperature /°C

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Charging Systems: Battery & Safety

Battery issues:
Standard shapes
Chemistry (Cell voltage)
Safety against hazards ( =>
prefers LiFePO4)
Standard change mechanics
Location (Back, Front or Floor)
Safety issues: www.wbtgmbh.de

Current flow only while plugged in

Renault Nissan
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Prevent disconnection while charging
Robust charging stations
Connection via internal or external
electrical cord
Lecture 12: Electric Cars 32
Charging Systems: Communication & Payment

Communication issues:
Additional communication
infrastructure? Powerline? GSM?
What kind of data must be
exchanged?
» Personal ID
» Car ID
» Special battery charging conditions
Payment issues:
By Credit / Debit Card
Cash
Roaming Contract (like for
mobile phones)
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Charging Systems: Standards

Standardisation:
Battery
Safety
Communication
Payment
Charging Station BMW and Vattenfall

» (Design & Features)

RWE, Daimler & Mennekes: Draft
of a standard plug connector

Many R&D projects are currently focusing on these tasks.

However, scientific progress in battery technology remains crucial.

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Long Distances: EV range 150 – 200 km

Oldenburg-Münster ca. 150km

Oldenburg-Köln ca. 300km

Oldenburg-Leipzig ca. 420km

150km

300km

400-500km

Source: Google-maps

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Solution / Option: Battery Change Station (BCS)

Oldenburg-Münster ca. 150km

Oldenburg-Köln ca. 300km

Oldenburg-Leipzig ca. 420km

150km

300km
BCS

400-500km
2 battery changes
necessary on the
way to Berlin
Source: Google-maps

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BCS: Requirements

Goal: Enhance EV-range (100 - 200km with one battery)

Location:
» Next to motorways
» BCS-network with at least one station every 100 - 150km
Duration:
» Battery change from under the vehicle (Automation)
» Change and Payment within 1-5 min (“Better Place” 2min)
Standardization:
» At present every car has its own battery design (shape, voltage and capacity)
» Reasonable approach for BCS: 3-4 battery types for different car classes (small, compact, van…)
Payment:
» The old and new battery will have different age
» Licensing model may be a solution

BCS is investment intensive and needs a standardization consensus.

A significant number of BCS will be needed.

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Long Distances: Battery + Fuel Cell

Concept:
Propulsion by battery / electric engines
Continuous charging of battery by fuel cell (or another kind of
fuel based range extender) while driving
» Used only for long distances or regions without Power supply
» Always runs in optimum operating point
» High energy density

If hydrogen produced from RE is used for fuel cell

» No emissions www.dana.com/news/image_library/

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 History
Electric vs. Combustion Engine
New Car Design
Recharging Systems
Projects
Examples

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V2G: „Better Place“

Project in Israel, Denmark and other countries:

Designing complete e-mobility concept

Cooperation with Nissan and Renault (car), A123 (battery)
Built up first Battery Change Station
Battery leasing from a company
» Battery lifetime is no longer a crucial issue for the customer
» Simple concept for battery change station

Better Place went bankrupt in 2013, but

Tesla have announced to initiate a
similar concept for their cars. http://www.betterplace.com/

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GRID SURFER: Battery Changing Station @ NEXT ENERGY

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 History
Electric vs. Combustion Engine
New Car Design
Recharging Systems
Projects
Some Examples
(Nota Bene: Neither complete nor perfectly up-to-date…. There’s just too
much happening in this sector.)

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Examples: Electric Vehicle

Nissan LEAF

Battery Performance Electric Motor

Li-Ion (24 kWh) Range 199 km (NEDC) 80 kW
Top speed 144 km/h synchronous AC
0-100 km/h 11.9 s

Selling in US, Japan,

Europe

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Examples: Electric Vehicle

Tesla Model S

Battery Performance
Li-Ion Range 160 / 230 / 300 miles
various capacity options (depending on battery)
42 / 60 / 70 kWh Top speed 192 km/h
1-min battery swap possible 0-100 km/h 5.5 s

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Examples: Electric Vehicle

Mitsubishi i-Miev (also sold under label “Peugeot iON”)

Battery Performance Electric Motor

Li-Ion Range 160 km Permanent magnet
16 kWh Top speed 130 km/h synchronous
Charging 200V/15A 0-100 km/h 13.5 s 47 kW

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Examples: Electric Vehicle

Renault ZOE

Battery Performance Electric motor

Li-ion (22kWh) Range 210km (NEDC) 65 kW (separately
Top speed 135 km/h excited synchronous
0-100 km/h 13,5 s motor)

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Examples: Electric Vehicle

BMW i3

Battery Performance Electric motor

Li-ion (18,8 kWh) Range 190 km (NEDC) 125 kW (hybrid
Top speed 150 km/h synchronous
0-100 km/h 7,2 s motor)

AVAILABLE
2013

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Examples: Electric Vehicle

VW e-up!

Battery Performance Electric motor

Li-ion (18,7 kWh) Range 160 km (NEDC) 60 kW (synchronous
Top speed 135 km/h motor)
0-100 km/h 12.4 s

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Examples: Electric Vehicle

Smart ForTwo Electric Drive (3rd generation)

Battery Performance Electric motor

Li-ion (17,6 kWh) Range 145 km (NEDC) 55 kW (permanent excited
Top speed 125 km/h synchronous motor)
0-100 km/h 11,5 s

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Examples: Plug-In Hybrid

Chevrolet Volt/Opel Ampera

Battery Performance Hybrid setup

Li-Ion by LG Range 500 km (60 km all electric) electric motor
16 kWh Top speed 160 km/h 1.4 l petrol engine
0-100 km/h 9 s (generates electricity,
does not drive wheels)

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Examples: Plug-In Hybrid

Toyota Prius Plug-In

Battery Performance Hybrid setup

Li-Ion Range 15 km (all electric) 60 kW electric motor
5.2 kWh Top speed 100 km/h (all electric) 1.8 l gasoline engine
100 kg 0-100 km/h 10 s

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Lectures

Date Lecture
12. Okt. 15 power grids and motivation for storage
19. Okt. 15 (no lecture)
26. Okt. 15 storage for buildings, including heat pump and CHP (Herena)
2. Nov. 15 storage for buildings, including heat pump and CHP (Herena)
9. Nov. 15 compensating RE fluctuations - the transmission grid level
16. Nov. 15 compensating RE fluctuations - the distribution grid level
23. Nov. 15 non-electrochemical electricity storage: overview
30. Nov. 15 fundamentals of electrochemical storage
7. Dez. 15 electrochemical electricity storage devices (except batteries)
14. Dez. 15 batteries: primary cells
4. Jan. 16 batteries: secondary cells
11. Jan. 16 course summary & exam preparation // (secondary cells: rest of last week)
18. Jan. 16 electric cars (I)
25. Jan. 16 exam

only for internal use (storage lecture) Lecture 12: Electric Cars 53