Lightweight Electric/Hybrid Vehicle Design

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110 Lightweight Electric/Hybrid Vehicle Design – + on the right Current collector ( + Pol) Nickelchloride + Sodiumaluminiumchloride Ceramic electrolyte Sodium Cell can ( – Pol) Z5 Z11 (preliminary) Dimensions 1 x 730 x 541 x 933 x 665 x w x h (1) 315 mm 315 mm Weight battery (1) 194 kg 310 Weight accessories 6 kg about 10 (2) Cell type SL09B ML1 Thermal losses at 270 max. 125 W 170 W oC Rapid charging 75% in 45 min 75% in 45 min Rated energy 17 kWh 29 kWh Energy density 88 Wh/kg 94 Wh/kg Peak Power (80% DOD, 2 /3 OCV, 30s) 15 kW 42 kW Peak Power Density (80% DOD, 75 W/kg 135 W/kg 2 / OCV) 3 OCV 284/188/142 V 302 V Capacity 60/90/120 Ah 96 Ah Ni Cl 1 + 2 Na' 2 Na Cl + Ni Cooling Fig. 5.4 ZEBRA battery: (a) cell; (b) cell-box; (c) performance comparison. (c) 2 Na Cl + Ni Load Ni Cl 1 + 2 Na' Load Na Na R 1 Electric heater N AlCl Liquid electrolyte 3 4 8' - Al O Ceramic electrolyte 1 1 Capillary gap Wick Charge N AlCl Liquid electrolyte 3 4 8' - Al O Ceramic electrolyte 1 1 Capillary gap Wick Discharge (b) (a) Vaccum insulation Current terminals
700 600 500 400 CurrentmA 300 (a) 200 100 Standard conditions Typical conditions 0 0 1.0 2.0 3.0 Volts Fig. 5.5 Solar cell technology: (a) cell characteristics; (b) solar energy variation. Battery/fuel-cell EV design packages 111 to enable a stable operation of parallel connected strings of cells. But from the vehicle point of view the available power which is directly related to the internal cell resistance should not depend on the battery charge status. The redesigned cell type ML1 is a good compromise between these two requirements. The battery is operated at an internal temperature range of 270–350° C. The cells are contained in a completely sealed, double walled and vacuum-insulated battery box as shown at (b). The gap between the inner and outer box is filled with a special thermal insulation material which supports atmospheric pressure and thus enables a rectangular box design to be utilized. In a vacuum better than 1.10 −1 mbar this material has a heat conductivity as low as 0.006 W/mK. By this means the battery box outside temperature is only 5–10° C above the ambient temperature, dependent on air convection conditions. Cooling systems have been designed, built and tested using air cooling as well as a liquid cooling. The latter is a system in which high temperature oil is circulated through heat exchangers in the battery with an oil/water heat exchanger outside the battery. By this means heat from the battery can be used for heating the passenger room of the vehicle. In the ML1 cell, internal resistance is reduced to increase power. The resistance contribution of the cathode is due to a combination of the ion conduction between the inner surface of the β-aluminium ceramic with the reaction zone (80%) and electric conduction between the reaction zone and the cathode current collector (20%). The ML1 has a cloverleaf section shape ceramic to enlarge its surface area over the normal circular section, with resultant twofold reduction in cathode thickness and 20% reduction in resistance. Based on this form of cell construction a new, Z11, battery has been produced with properties compared with the standard design as shown by the table at (c) and the battery is under development for series production. 5.2.5 SOLAR CELLS According to Siemens, solar technology is a probable solution for Third World tropical countries. Solar modules are available from the company to supply 12 V, 100 Ah batteries from a 50 W solar module. The company recently installed a system on the Cape Verde Islands with a collective power output of 550 kW at each of five island sites. Even in Bavaria, the village of Flanitzhutte, which has an average 1700 hours annual sunshine period, has severed its links with the national grid with the installation of 840 solar modules, with a total area of 360 square metres, to provide peak power of 40 kW. Maintenance-free batteries provide a cushion. 1.50 1.25 1.00 Powerwatts .75 .50 .25 Standard conditions Typical conditions 0 0 1.0 2.0 Volts 3.0 (b) 800 700 600 500 400 300 200 100 0 Watts/sq metre Winter Hours from noon (GMT) Summer 0 1 2 3 4 5 6 7 8 9 10
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Lightweight Electric/Hybrid Vehicle
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iv Contents Butterworth-Heinemann L
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vi Contents 4.5 Process engineering
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viii Preface natural gas, which is
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x About Prefacethe authors working
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Page 131 and 132: PART TWO Battery/fuel-cell EV desig
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Page 173 and 174: TRAVEL ELECTRIFIED, % 80 70 60 STRA
Page 175 and 176: Hybrid vehicle design 147 750 kg to
Page 177 and 178: M [Nm] 500 450 400 350 300 250 200
Page 179 and 180: 6.3.6 TAXI HYBRID DRIVE Hybrid vehi
Page 181 and 182: Hybrid vehicle design 153 The Rover
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Hybrid vehicle design 161 power and
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Hybrid vehicle design 163 The batte
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Hybrid vehicle design 165 into mech
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Hybrid vehicle design 167 drive ele
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Hybrid vehicle design 169 The view
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Hybrid vehicle design 171 6.5.4 ADV
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Lightweight construction materials
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(a) (d) (e) Lightweight constructio
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4.2 4.2 5.6 4.2 7.0 5.6 4.2 5.6 5.6
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(a) Creepstrain dE/dt (b) 3.0 2.0 1
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(a) M b Mb Mt 3 2 1 T (b) (c) t s T
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Design for optimum body-structural
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