Lightweight Electric/Hybrid Vehicle Design

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On-load cell voltage (v) 130 Lightweight Electric/Hybrid Vehicle Design Transistorized DC-to-AC inverter Integrated interior permanent-magnet AC motor and automatic transaxle (a) 20 19 18 17 16 15 14 (b) INVERTER/MOTOR CONTROLLER SINE WAVE GENERATOR (c) CURRENT AMPLITIDE FREQUENCY Sodium–sulphur battery System controller 0 1 2 3 4 5 6 7 8 9 10 Ah Discharge Ah/Cell CURRENT CONTROL CURRENT FEED BACK CONTROLS FORD VEHICLE CONTROLLER INTERFACE BATTERY 3-PHASE TRANSISTOR INVERTER CURRENT FLUX SPEED Fig. 5.19 Ford EXT11 EV project: (a) AC-driven Ford Aerostar conversion; (b) discharge performance of s-s cells; (c) AC drive; (d) transistorized inverter; (e) AC control strategy; (f) transaxle drive with coaxial motor. IA IC AC MOTOR MAIN CONTACTOR TRANSISTOR INVERTER PROPULSION BATTERY 0A 5A 10A 15A Electric power steering 4 3 2 1 TACH BC - BASE DRIVE S - SNUBBER Constant torque (PWM) Power Heater FILTER CAPACITOR Flux Corner point speed BD S BD S BD S BD S CURRENT SENSORS Torque BD S Constant power (square wave) POWER TRANSISTOR BD S AC MOTOR Max speed Slip-limited square wave Slip frequency FEEDBACK DIODE (f) (d) AC voltage AC current 0 0 1 2 3 4 5 Speed (per unit base speed) (e)
Battery/fuel-cell EV design packages 131 over resistance controllers. A further 10% range increase is possible if high frequency controllers (15,000 Hz) are used – also much lower internal-resistance batteries reduce voltage fall-off and the use of DC/DC converters means that cells do not have to work so deeply to power auxiliaries, the EVA explain. The percentage of GVW allocated to the battery is a key parameter which should be kept below 35%. Lightweight lead–acid batteries giving 15–25% greater specific capacity than the BS 2550 standard traction cell should be considered, as they also have better discharge characteristics, but there is usually a trade-off in equivalent percentage life reductions. Separatelyexcited motors and regenerative braking give further bonuses. 5.6.4 THYRISTOR CONTROL Thyristor control, Fig. 5.20, has been an important advance and units such as the controller by Sevcon are suitable for 24–72 V working with a current limit rating of 500 A for 5 minutes. Continuous rating at any frequency would be 160 A and a bank of eight 50 mF, 160 V commutation capacitors are employed. Overall dimensions are 430 × 301 × 147 mm and weight is 14 kg. Like other units of this type, it supplies the motor with fixed width pulses at a variable repetition frequency to provide stepless control over the average voltage supplied to the motor. The view at (a) shows the typical pulse width of 12 ms, giving a frequency range from 10 to 750 Hz and a good motor current form factor with minimal heating effect commensurate with some iron losses. Ratio of on-time to the total period would be 30–50 % while the commutation circuit which switches the main conducting thyristor operates every 2.5–3.5 milliseconds. The graph shows motor consumption at current limit; ripple is 170 while average motor current of 500 A compares with battery current of 165 A. At (b) is seen the energy being stored and reversed each cycle by the main commutation capacitor. A typical DC chopper circuit for thyristor drive is shown at (c). Thyristor T1 is the ‘on’ one and T2 the ‘off’; inductive load of a series motor is shown as Rl and Ll while D1 is a so-called ‘freewheel’ diode. When capacitor C is charged to a voltage Vb in a direction opposing the battery V SCR V CAP I CAP (b) 150 V Off time Off time 120 V Commutation pulse I m pk 180 u sec. 600 A I 1.2 mS Ipk On time Off time 600 A V b R L 2.5 mS Time (t) D1 C Fig. 5.20 Thyristor control: (a) controller pulses; (b) energy storage and reversal; (c) DC chopper circuit. L D2 (a) T2 T1 (c)
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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 163 and 164: Fig. 5.22 Bradshaw Envirovan. Batte
Page 169 and 170: 6.1 Introduction 6 Hybrid vehicle d
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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
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Page 185 and 186: Hybrid vehicle design 157 injection
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Page 189 and 190: Hybrid vehicle design 161 power and
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Page 193 and 194: Hybrid vehicle design 165 into mech
Page 195 and 196: Hybrid vehicle design 167 drive ele
Page 197 and 198: Hybrid vehicle design 169 The view
Page 199 and 200: Hybrid vehicle design 171 6.5.4 ADV
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Lightweight construction materials
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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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Lightweight Electric/Hybrid Vehicle Design

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