Midsize and SUV Vehicle Simulation Results for Plug-In HEV Component Requirements 2007-01-0295
Transcription
Midsize and SUV Vehicle Simulation Results for Plug-In HEV Component Requirements 2007-01-0295
2007-01-0295 Midsize and SUV Vehicle Simulation Results for Plug-In HEV Component Requirements Phillip Sharer, Aymeric Rousseau, Sylvain Pagerit, Paul Nelson Argonne National Laboratory Copyright © 2007 SAE International ABSTRACT Because Plug-in Hybrid Electric Vehicles (PHEVs) substitute electrical power from the utility grid for fuel, they have the potential to reduce petroleum use significantly. However, adoption of PHEVs has been hindered by expensive, low-energy batteries. Recent improvements in Li-ion batteries and hybrid control have addressed battery-related issues and have brought PHEVs within reach. The FreedomCAR Office of Vehicle Technology has a program that studies the potential benefit of PHEVs. This program also attempts to clarify and refine the requirements for PHEV components. Because the battery appears to be the main technical barrier, both from a performance and cost perspective, the main efforts have been focused on that component. Working with FreedomCAR energy storage and vehicle experts, Argonne National Laboratory (Argonne) researchers have developed a process to define the requirements of energy storage systems for plug-in applications. This paper describes the impact of All Electric Range (AER), drive cycle, and control strategy on battery requirements for both the midsize and SUV classes of vehicles. INTRODUCTION Relatively detailed comparisons between plug-in hybrid powertrains and hybrid powertrains were recently completed [1]. However, these studies did not examine the potential benefit of using a Li-ion battery. To evaluate the battery requirements for different Plug-in Hybrid Electric Vehicle (PHEV) options, Argonne’s vehicle simulation tool, Powertrain System Analysis Toolkit (PSAT), was used with a battery model designed by Argonne’s battery research group. In this study, we describe the component models and control strategies developed to characterize PHEVs for both midsize and SUV classes of vehicles. The impact of All Electric Range (AER) on fuel efficiency will be analyzed to provide direction on the most appropriate sizing strategy. Then, the main battery parameters, including energy, power, current and voltage, will be evaluated. AER is defined, in this paper, as the distance that the vehicle can travel by only using energy from the battery while repeating the Urban Dynamometer Driving Schedule (UDDS). The last UDDS is always truncated. AER considered a range from 7.5 to 60 mi. PSAT VEHICLE MODELING PSAT [2, 3], developed with MATLAB and Simulink, is a vehicle-modeling package used to estimate performance and fuel economy. PSAT is the primary vehicle simulation package used to support the U.S. Department of Energy (DOE) FreedomCAR R&D activities. In PSAT, a driver model estimates the wheel torque that the vehicle needs to follow a predetermined speed trace. Using the driver model’s estimate of wheel torque, the vehicle controller calculates a command for each component in the powertrain, such as throttle position for the engine, displacement for the clutch, gear selection for the transmission, or mechanical braking for the wheels. Because components in PSAT are commanded, real control strategies can be used along with advanced component models, which predict component behavior during transient events (e.g., engine starting, clutch engagement/disengagement, or shifting). Finally, test data measured at Argonne’s Advanced Powertrain Research Facility have been used to quantify the accuracy of PSAT vehicle models. VEHICLE DEFINITION Vehicles representative of the midsize and SUV classes were sized to meet the performance criteria in Table 1. For each vehicle class, five types of powertrains were simulated: conventional, mild parallel hybrid, full parallel hybrid, fuel cell vehicle, and fuel cell hybrid vehicle. Table 2 shows the common characteristics of the midsize vehicles, and Table 3 shows the common characteristics of the SUVs. Table 1. Performance Requirements Parameter 0–60 mph 0–30 mph Grade at 55 mph Maximum Speed Unit s s % mph Value 9 +/- 0.1 3 6 > 100 Table 2. Main Specifications of the Midsize Vehicle Component Engine Electric machine Battery Transmission Frontal Area Final Drive Ratio Drag Coefficient Rolling Resist. Wheel radius Specifications Gasoline based on LK5 data UQM SR218N Li-ion – VL41M 5-speed manual Ratios: [3.42, 2.14, 1.45, 1.03, 0.77] 2 2.244 m 3.8 0.315 0.008 (plus speed-related term) 0.3175 m Table 3. Main Specifications for the Sport Utility Vehicle Component Engine Electric machine Battery Transmission Frontal Area Final Drive Ratio Drag Coefficient Rolling Resist. Wheel radius Specifications Gasoline based on LK5 data UQM SR218N Li-ion – VL41M 5-speed manual Ratio: [3.42, 2.14, 1.45, 1.03, 0.77] 2 2.46 m 3.83 0.41 0.0084 (plus speed-related term) 0.368 m As shown in Figure 1, the configuration selected is a pretransmission parallel hybrid, similar to the one used in the DaimlerChrysler Sprinter Van [1]. BATTERY In this study, equations were derived for calculating the impedance of a plug-in hybrid vehicle battery for use in simulating the battery behavior under driving conditions. Developing the equations for expressing battery resistance for a plug-in hybrid vehicle battery is more complex than developing those for a standard hybrid vehicle because the plug-in battery may be charged and discharged during vehicle operation for periods lasting several minutes. Ideally, the equations should be able to reproduce the measured voltage curves for a complete discharge and charge at constant current, as well as the battery resistance under conditions of rapidly changing currents. Current and voltage data taken at Argonne were available for a cell fabricated by SAFT, Inc., which is somewhat similar to its 41-A•h lithium-ion cell (designated VL 41M, as listed on SAFT’s web site). The VL41M cell has a capacity of 41- A•h at the 3-h rate and a power of 1,000 W (400 A at 2.5V) at 80% Depth of Discharge (DOD). The data for the cell measured at Argonne were for a 3-h discharge at constant current and for Hybrid Pulse Power Characterization (HPPC) tests [4]. These data were fit to an electronic simulation model with two time constants (Figure 2) of the form: ( OCV − VL ) IL =R0 + R p1 × dt This study accounts for uncertainty in component specifications by considering two cases: a slow technology advancement case and a fast technology advancement case. Fast technology advancement represents the consequences of achieving the FreedomCAR goals, while slow technology advancement represents the consequences of achieving more conservative improvements. Specifically, these cases are used to capture the uncertainty in the improvement in the efficiency and specific power of the engine and electric motor. IL + Rp2 × I p2 IL (1) In this relationship, OCV and VL are the open circuit and load voltages; Ro, Rp1, and Rp2 are the ohmic resistance and the polarization impedances; and Ip1/IL and Ip2/IL are the ratios of the polarization currents to the load current. The polarization currents are determined by integration of the equation: dI p Figure 1. Configuration Selected – Pre-Transmission Parallel HEV I p1 = (I L − I p ) τ (2) for each of the polarization impedances (where τ1 and τ2 are time constants of 22.8 and 270 s, respectively), as in an earlier study that also used two polarization impedances [5] and in the PNGV Lumped Parameter Model [6] of the DOE, which was a similar model with one polarization impedance. The parameters in the equation (OCV, Ro, Rp1, Rp2) were selected to match the measured data for both the 3-h discharge and the HPPC data for the entire range of the discharge, and these parameters were presented in the form of a lookup table with values from 0% to 100% state of charge (SOC) at 10% intervals (τ1 and τ2 were held constant over the entire discharge). These results were converted to a similar table for the SAFT 41- A•h cell, VL41M, by using a multiplying factor that matched the calculated impedance at 80% DOD with that given for the VL41M cell. Vehicle Assumptions IL Ro Motor Power for UDDS OCV VL Battery Power Rp1 Rp2 Engine Power Ip1 Ip2 Figure 2. Battery Electric Circuit Model The utility of the model was further extended to include cells of the same chemistry, but with capacities in the range of 10–100 A•h and capacity-to-power ratios (C/P) of 0.75–3.0 times that of the VL41M cell and for batteries containing any number of such cells. This was done by developing a set of equations used to determine the multiplying factor for converting the lookup table developed for the parameters of the VL41M cell to the appropriate values for the desired cell capacity and power. For instance, some of the equations (with compatible dimensions) are shown here: (C/P)41 = ratio of capacity to power at 80% DOD and 2.5 V for VL41M cell CC = capacity of simulated battery cell FC = capacity factor for cell = (C/P)C/(C/P)41 M = number of 6-cell modules in battery N = number of cells in battery = 6 × M R41 = resistance of VL41 M cell = Ro+Rp1 × Ip1/IL+Rp2 × Ip2/IL RB = resistance of battery = R41 × FC × (41/CC) × N PB = power of battery at = P41/FC × CC/41 × N COMPONENT SIZING PROCESS To quickly size the component models of the powertrain, an automated sizing process was developed. A flow chart illustrating the logic of the sizing process is shown in Figure 3. While the engine power is the only variable for conventional vehicles, HEVs have two variables: engine power and electric machine power. PHEVs add a third degree of freedom: battery energy. The sizing process defines the peak mechanical power of the electric machine as being equal to the peak power needed to follow the UDDS while in all-electrical mode. The peak discharge power of the battery is then defined as the electrical power that the motor requires to produce its peak mechanical power. The sizing process then calculates the peak power of the engine by using the power of the drivetrain required to achieve the gradeability requirement of the vehicle. The 0–60-mph performance requirement for the vehicle is satisfied implicitly by the constraints on the peak motor power and the peak engine power. The power required Battery Energy Oversize Battery No Convergence Yes Figure 3. Vehicle Component Sizing Process by the motor for the vehicle to follow the UDDS cycle added to the power required by the engine for the vehicle to drive up a 6% grade at 55 mph exceeds the power the vehicle needs to go from 0 to 60 mph in 9 s. Finally, the battery energy is sized to achieve the required AER of the vehicle. The AER is defined as the distance the vehicle can travel on the UDDS without starting the engine. Note that a separate control algorithm is used to simulate the AER. This algorithm forces the engine to remain off throughout the cycle, regardless of the torque request from the driver. Two constraints were imposed on the battery: bus voltage and cell capacity. The sizing algorithm maintained the bus voltage at 200 V until the cell capacity equaled 90 A•h. The sizing algorithm then added energy to the battery pack by adding additional cells rather than by increasing the cell capacity. Thus, for these battery sizes, the bus voltage was allowed to exceed 200 V. For safety reasons, it was assumed that the cell capacity should not exceed 90 A•h. Finally, the battery power is oversized by 30% and its energy by 20% to account for battery aging over the life of the vehicle. This assumption will be modified once more battery data become available. When motor power, engine power, and battery energy are changed, the vehicle mass is recomputed. Using these new values, the algorithm checks the vehicle against the performance criteria. If the criteria are met, the vehicle is defined and the algorithm exits. If the criteria are not met, the algorithm executes another iteration, adjusting the motor power, the engine power, and the battery energy, again. It then rechecks the criteria. The algorithm continues to loop until it converges within the +/-0.1-second tolerance on the performance criteria specified in Table 1. The algorithm searches for the vehicle mass that solves equation 3: δm + Peng ( M veh ) δ eng + N cell (1.3Pbatt ,1.2 Ebatt ) × ... Charge Sustaining (CS) 90 (3) M cell (1.3Pbatt ,1.2 Ebatt ) + M glider = M veh SOC (%) Pm ( M veh ) Charge Depleting (CD) 30 For which Pm is the motor peak power, Peng is the engine peak power, Pbatt is the battery peak power, Ebatt is the battery total energy capacity, M veh is the vehicle total mass, M glider is the mass of the vehicle’s glider, M cell is the mass of a battery cell, δ m is the specific power of the motor, δ eng is the specific power for the engine, and N cell is the number of cells connected in series to form the battery pack. Seven AER values (7.5, 10, 20, 30, 40, 50, and 60 mi) were simulated. Figure 4 shows three ranges that were defined for each vehicle. The end-of-life (EOL) AER confirms the validity of the sizing algorithm. One notices that an additional AER is available at the beginning of life (BOL). Excess energy is added to maintain a consistent range throughout the life of the vehicle. At the beginning of life, the control strategy would limit the vehicle range to the value it has at the end of its life, and the additional energy of the battery would not be used. As the battery ages, it loses this excess energy until at the EOL it has enough energy just to meet the range requirement. Thus, the user of the vehicle would never experience a gradual loss in vehicle AER. CONTROL STRATEGY The control strategy can be separated into two distinct modes, as shown in Figure 4: Distance Figure 4. Control Strategy SOC Behavior Initial state-of-charge (SOC) of the battery, which is also the battery’s maximum charge, is 90%, and the final SOC of the battery, which is also the battery’s minimum charge, is 30%. For the CD mode, the engine logic was written in StateFlow and used several conditions, such as battery SOC, motor power limits, and vehicle speed, to determine when the engine should turn on and the output torque of the engine. The logic of the CS mode was similar to that of current HEVs. The primary goal of the study is to define the component requirements — the CD control strategy has been used as it represents the most demanding scenario. Moreover, because the battery was sized to follow the UDDS driving cycle, the engine is not used during the CD mode. VEHICLE LEVEL RESULTS As expected, since the powertrain configurations were identical and the control was similar, the trends for the midsize vehicle and the SUV were the same as shown in Figure 5. As EOL all-electric range was increased from 7.5 to 60 mi, the midsize vehicle gained 250 kg and the SUV gained 320 kg. This gain was due almost entirely to the increase in size of the battery pack. As distance is increased, pack mass is increased. Since both the 2400 • Charge-Depleting (CD): Vehicle operation on the electric drive, engine subsystem, or both with a net decrease in battery state-of-charge. Charge-Sustaining (CS): Vehicle operation on the electric drive, engine subsystem, or both with a “constant” battery state-of-charge (i.e., within a narrow range), which is similar to that in current production HEVs. During a simulation, the engine is turned on when the driver torque request is sufficient. Turning the engine on expends fuel but conserves battery energy, so that more miles can be traveled before the battery reaches its discharged state. 2300 2200 Vehicle Mass (kg) • ~320 2100 2000 1900 1800 ~250 1700 SUV Midsize 1600 1500 7.5 10 20 30 40 50 60 End of Life All Electric Range (miles) Figure 5. Small Vehicle Mass Increase from 7.5 to 60 mi All Electric Range midsize vehicle and the SUV used Li-ion battery packs, the increase was nearly linear, from 7.5 to 60 mi. Ess Mass / Vehicle Mass 18 Figure 6 shows the increase in battery pack mass for each vehicle class. Because of the high specific power of the Li-ion technology (ranging from 1,400 W/kg to 370 W/kg, depending on the capacity), the battery pack is relatively light, especially when compared to other battery chemistries (such as NiMH). For the midsize vehicle, the increase in battery mass between a vehicle that has an AER of 7.5 mi and one of 60 mi is only 220 kg for the SUV, and the battery pack is only 80 kg heavier. An additional increase in each vehicle’s mass results from an increase in the power of the engine and electric motor. As the vehicle gets heavier, as a result of the larger battery pack (which is sized to meet the longer range requirement), the engine peak power is increased so that the heavier vehicle can satisfy the gradeability requirement. Similarly, the motor peak power is increased in order for the vehicle to meet the all-electric city driving constraint. Thus, although the battery pack is the greatest contributor to the increase in mass, increases in the mass of the engine and electric motor also occur. 450 SUV Midsize 400 SUV Midsize 14 12 10 8 6 4 2 0 7.5 500 150 100 50 0 7.5 10 20 30 40 50 60 40 50 60 SUV Midsize 450 ~220 kg 30 The electric consumption during the CD operating mode on a UDDS cycle is nearly constant for both vehicle classes. While operating in CD mode, the battery and electric motor propel the vehicle. A high powertrain efficiency implies that the vehicle has an energy consumption with a low sensitivity to changes in vehicle mass [6]. Thus, the increase in vehicle mass of 16% results in a relatively small increase in energy consumption, as shown in Figure 8. ~300 kg 200 20 Figure 7. Share of Battery Mass Increases but Midsize and SUVs are Comparable 300 250 10 End of Life All Electric Range (miles) Energy Consumption (Wh/mile) Battery Pack Mass (kg) 350 Percentage of Battery Mass 16 400 350 300 250 200 150 100 End of Life All Electric Range (miles) 50 Figure 6. Li-Ion High Specific Power Leads to a Small Mass increase 0 7.5 10 20 30 40 50 60 End of Life All Electric Range (miles) The Li-ion battery pack for both the midsize vehicle and the SUV is a small fraction of the total mass of the vehicle, compared to NiMH chemistries. Referring to Figure 7, for the shortest range PHEV of 7.5 mi, the battery pack is less than 4% of the total vehicle mass. Even for the 60-mi range, the battery pack constitutes only 16% of the total mass of the vehicle. The difference between these percentages for the midsize vehicle and SUV is about 1%. Because the powertrain architecture, the control strategy, and the battery technology are similar, so are the trends. Figure 8. Electrical Consumption Remains Almost Constant Because the electric consumption is constant regardless of the range that PHEV was designed to travel in the CD mode, the total electrical consumption for this operating mode is a linear function of the CD range, as shown in Figure 9. 18 30000 26489 SUV Midsize SUV Midsize 16 14 22009 12 20000 17261 W/Wh Energy Consumption (Wh) 25000 16578 15000 12686 10 8 13591 10739 8550 10000 6 7956 4191 5000 4 5228 3220 2 2549 1936 0 0 0 10 20 30 40 50 60 10 70 20 30 40 50 End of Life All Electric Range (miles) End of Life All Electric Range (miles) Figure 11. SUV Requires Lower Power-to-Energy Ratio Figure 9. Energy Consumption Figure 10 shows the battery peak power required for each vehicle at EOL. The SUV consistently requires 20% more power than the midsize vehicle. The values represent the 2-second power pulses necessary to follow the UDDS driving cycle in all-electric mode. 70 SUV Midsize Energy Storage Power (kW) 60 Figure 12 shows the cell capacity for each battery pack. To travel the desired range, battery pack energy can be added either by adding more cells or by increasing the charge capacity of each cell. The sizing algorithm, which was used for this study, fixed the battery voltage to 200 volts, which is representative of the bus voltage in production hybrids. There are several drawbacks to having a high bus voltage: • 50 40 • 30 • 20 10 10 20 30 40 50 60 End of Life All Electric Range (miles) Figure 10. EOL Battery Peak Power (2-s Pulse) Because battery peak discharge power remains virtually constant as the PHEV range is increased and the battery energy increases linearly with PHEV range, the powerto-energy ratio of the battery varies hyperbolically with range, as Figure 11 shows. The x-axis in Figure 11 is to scale between 10 and 60 mi; however, between 7.5 and 10 mi the axis is dilated, so that the 7.5-mi bar does not appear to fall on the sketched hyperbola. Figure 11 also shows that for each range, the SUV battery requires a lower power-to-energy ratio than the midsize vehicle. This result agrees with Figure 8, which shows energy consumption, and Figure 10, which shows peak battery power. The SUV peak battery power is 20% greater than that of the midsize vehicle, while the energy consumption is 40% greater. Increasing the cell voltage requires additional cells in series, which increases the complexity of the battery pack. The motor-inverter power electronics have to handle a higher bus voltage. The inverter also has to handle a larger swing in bus voltage as the PHEV discharges its battery pack. As large cell capacity also has disadvantages, the sizing algorithm fixes the maximum capacity of a cell to 90 A•h. Once 90 A•h is reached, energy is increased by adding more cells. 100 SUV Midsize 90 80 Cell Capacity (Ah) 0 7.5 60 70 60 50 40 30 20 10 0 7.5 10 20 30 40 End of Life All Electric Range (miles) Figure 12. Cell Capacity Is Saturated at 90 A•h 50 60 As shown in Figure 13, by adding additional capacity to the battery, the bus voltage can be fixed at 200 V up to the 30-mi range. For this range, the capacity of a cell is at its maximum; thus, additional energy is added to the pack by increasing the number of cells. One can see in the figure that the bus voltage reaches 600 V. The current distributions for each 40-mi PHEV, shown in Figure 15, show that the current supplied in both cases is nearly identical. This is expected. The additional energy and power for the SUV is provided in the form of voltage rather than in the form of current. This is a further consequence of adding energy with cells as opposed to adding energy with capacity. 700 SUV Midsize Energy Storage Current 10 SUV Midsize 9 500 8 7 400 Percent Battery Pack - Nominal Voltage (V) 600 300 6 5 4 200 3 100 2 1 0 7.5 10 20 30 40 50 60 End of Life All Electric Range (miles) Figure 13. Bus Voltage Is Maintained up to 30-mi Range Because the SUV requires more energy to satisfy the 40-mi range requirement and because the maximum cell capacity is saturated at 90 A•h for both vehicle classes, the SUV bus operates at a higher average voltage, which is shown in the histogram in Figure 14. The histogram for the midsize PHEV with a 40-mi range is on the left, and the histogram for the SUV PHEV with a 40-mi range is on the right. These histograms also show that the SUV voltage bus experiences a wider swing in voltage than the midsize vehicle, which is expected, because the SOC varies from 90% to 30% for each battery. 0 -100 -50 0 50 100 Current (amps) 150 Figure 15. Histogram of Current for 40-mi PHEVs – Fast Technology Case The amount of energy recovered during regenerative braking is also an important consideration for PHEVs. As mentioned previously, the main goal of the study is to define the component requirements on the basis of worst-case scenarios. Consequently, the US06 driving cycle was selected to define the battery charging power requirements during deceleration. Figure 16 shows the histogram for battery power during regenerative braking on a US06 cycle. The histogram indicates that the maximum power necessary for regenerative braking on a US06 cycle is 35 kW. Energy Storage Voltage SUV Midsize 6 5 Percent 4 3 2 1 0 260 280 300 340 320 Voltage (volt) 360 380 Figure 14. Histogram of Bus Voltage for 40-mi PHEVs – Fast Technology Case 200 Figure 16. Histogram of Battery Power during Regenerative Braking on US06 Cycle for Midsize 40-mi PHEV – Fast Technology Case ELECTRIC MACHINE REQUIREMENTS Because the mass increase is not significant from the 7.5-mi range to the 60-mi range PHEV, the peak power needed to propel each type of PHEV is not significant. Thus, the power of each drivetrain component remains essentially constant. Figure 10 demonstrates this phenomenon for the battery, and Figure 17 demonstrates this phenomenon for the electric motor. In Figure 17, the FreedomCar goal for the electric machine is shown. Achieving the FreedomCar goal of 55 kW would produce a motor capable of handling all of power requirements of the midsize PHEVs shown in Figure 17; however, this goal would only meet the power requirements for the SUVs up to 30 mi AER. Few points > 35 kW Peak Electric Machine Power (kW) 65 60 SUV Midsize FreedomCAR Target Figure 18. Motor Power for SUV PHEV 40-mi Range – Fast Technology Case 55 Figure 19 shows that the midsize PHEV only needs a motor with a peak power of 25 kW to satisfy 90% of its power demand. 50 45 40 35 30 7.5 10 20 30 40 50 60 End of Life All Electric Range (miles) Figure 17. Electric Machine Power Remains Almost Constant Although more than 55 kW is necessary to meet the peak power demand for the 40-mi SUV PHEV, Figure 18 demonstrates that this power is rarely required for the SUV on the UDDS. Most of power requests to the motor are below 35 kW. Thus, the FreedomCAR goal of 55 kW would satisfy 90% of the SUV 40-mi PHEV power requirements during its CD operation. If the current electric machine peak power requirements were maintained, the engine could be turned on to satisfy the demand. Also note that, where the peak battery and electric machine powers have been defined to follow the UDDS, lower power requirements could still lead to significant fuel displacements and lower component costs. Few points > 25 kW Figure 19. Motor Power for Midsize PHEV 40 mi Range – Fast Technology Case As range increases, battery mass is added to the vehicle. Because this mass contributes around a 20% increase in total vehicle mass, the component maximum power does not change radically. Figure 20 demonstrates that between a 7.5-mi range and a 60-mi range, the engine power increases by roughly 10%. 130 battery and electric machine powers. To do so, we analyzed the impact of using the current battery requirements for power-assist HEV. Table 4 summarizes the results of these simulations. SUV Midsize 120 Engine Power (kW) 110 100 Because the battery power available is not sufficient to follow the UDDS using only the electrical power, a Charge-Depleting Range (CDR) was considered instead of an AER. In that case, because we still want to define the worst-case scenario for the battery, the engine is only started when the power requested by the driver cannot be provided by the battery alone. Once the engine is ON, it is used close to its best efficiency curve, and it consequently may recharge the battery in specific instances. 90 80 70 60 50 40 7.5 10 20 30 40 50 60 End of Life All Electric Range (miles) Figure 20. Engine Power Increases with Vehicle Mass The consequence is a decrease of the total energy required by the battery from 5.2 to 4.7 kWh for a 20-mi distance. BATTERY SIZING IMPACT ON REQUIREMENTS Because a main issue with PHEVs is their additional costs, we considered the possibility of reducing the This approach, while still displacing significant amount of fuels, has the advantage of lowering the requirements and consequently the cost of the components. Table 4. Impact of Battery Peak Power on Energy Requirements Characteristics Pulse Discharge Power (2 sec) Pulse Discharge Power (10 sec) Max Regen Pulse (2 sec) - USO6 Max Regen Pulse (10 sec) Total Available Energy Units HEV (Midsize) kW kW kW kW kWh CONCLUSION Component models and control strategies have been developed and implemented in PSAT to study the impact of AER, drive cycle, control strategy, and component sizing on the battery requirements. The following conclusions can be stated: • • • • • The midsize and SUV classes of vehicles exhibit similar energy consumption trends during CD mode. As would be expected, of the two, the SUV has the greater overall energy and power needs. The battery energy is approximately a linear function of the AER. Power requirements are not significantly influenced by the AER as a result of the high specific energy of the Li-Ion battery. The high specific power of Li-ion technologies does not have a significant influence on vehicle mass. Specific energy has the greatest affect on vehicle mass. Battery pack voltage needs to be taken into consideration for high AER (above 40 mi). Higher capacities or battery packs in parallel might need to be used. 20 Mile Range 40 Mile Range AER AER CDR 44 25 46 25 32 20 0.3 5.2 CDR 25 34 20 4.7 10.7 20 5.2 The results of these simulations will be used to define the component requirements of PHEV vehicles implemented in the U.S. DOE R&D plan. ACKNOWLEDGMENTS This work was supported by the U.S. Department of Energy, under contract DE-AC-02-06CH11357. The authors would like to thank Lee Slezak, Dave Howell, and Tien Duong from U.S. DOE for their support and guidance. CONTACT Phillip Sharer, Research Engineer, Argonne National Laboratory, 9700 South Cass Avenue, Argonne, IL 60439-4815, USA, psharer@anl.gov Aymeric Rousseau, Research Engineer, Argonne National Laboratory, 9700 South Cass Avenue, Argonne, IL 60439-4815, USA, arousseau@anl.gov REFERENCES 1. Graham, B., “Plug-in Hybrid Electric Vehicle, A Market Transformation Challenge: the DaimlerChrysler/EPRI Sprinter Van PHEV Program,” EVS21, April 2005. 2. Argonne National Laboratory, PSAT (Powertrain Systems Analysis Toolkit), http://www.transportation. anl.gov/. 3. Rousseau, A.; Sharer, P.; and Besnier, F., “Feasibility of Reusable Vehicle Modeling: Application to Hybrid Vehicles,” SAE paper 2004-011618, SAE World Congress, Detroit, March 2004, http://www.eere.energy.gov/vehiclesandfuels. 4. PNGV Battery Test Manual, revision 3, DOE/ID10597, U.S. Department of Energy, 2001. 5. Nelson, P., “Modeling the Performance of LithiumIon Batteries for Fuel Cell Vehicles,” SAE paper 2003-01-2285 in SP-1789, Costa Mesa, CA, June 23–25, 2003. 6. Pagerit, S.; Sharer, P.; and Rousseau, A., “Fuel Economy Sensitivity to Vehicle Mass for Advanced Vehicle Powertrains,” SAE paper 2006-01-0665, SAE World Congress, Detroit, April 2006, http://www.transportation.anl.gov/.