Thin-film High Voltage Capacitors for Hybrid Electric Vehicle Inverter Applications

2012 ◽  
Vol 2012 (1) ◽  
pp. 001116-001123
Author(s):  
M. Ray Fairchild ◽  
Carl W. Berlin ◽  
D.H.R. Sarma ◽  
Ralph S. Taylor ◽  
Han S. Lee ◽  
...  
Keyword(s):  
Dielectric Constant ◽  
Failure Mode ◽  
High Voltage ◽  
Hybrid Electric Vehicle ◽  
Argonne National Laboratory ◽  
Dielectric Constants ◽  
Metal Foil ◽  
Equivalent Series Resistance ◽  
Source Power ◽  
Hybrid Electric

The propulsion system in hybrid electric vehicles (HEVs) requires an alternating current (AC) electric motor in combination with an internal combustion engine. When the HEV is being propelled by the AC motor, the power for the motor is provided by batteries whose direct current (DC) voltage is chopped into an AC waveform via an electronic device called a power inverter. Capacitors known as DC bulk capacitors are placed between the battery and the inverter to “decouple” the AC switching inverter from the power source. Power electronics inverters use several large high voltage discrete DC bulk capacitors, which negatively influence the inverter's size, weight and are a high cost item in the assembly. The use of a high dielectric constant (Dk) ferroelectric material enables smaller, higher temperature capable, lower-cost power capacitors. Ceramic ferroelectrics, such as (Pb,La)(Zr,Ti)O3 [PLZT], offer the highest dielectric constants. Argonne National Laboratory is developing a novel film-on-foil technology for high-power capacitors utilizing PLZT. These capacitors, with an increasing dielectric constant with temperature, low equivalent series resistance and a benign failure mode, are well suited for power applications. The PLZT is deposited onto a metal foil via a chemical deposition process and the top electrode metal (Pt or Al) is then deposited by electron beam evaporation onto the top surface of the dielectric thus creating the capacitor. This project involved the fabrication and electrical evaluation of film-on-foil capacitors for HEV inverter applications. Capacitors utilizing both nickel and platinum-on-silicon as the base substrate, and PLZT as the dielectric material were fabricated. These capacitors were tested for dielectric integrity, capacitance, voltage breakdown, and benign failure mode. Results from these mechanical and electrical evaluation tests will be presented. Key processing challenges and implementation methods will also be described.

Designing a High Voltage Energy Storage System for a Parallel-Through-The-Road Plug-In Hybrid Electric Vehicle

2013 ◽  
Author(s):  
Bryan Whitney Belt ◽  
Adam Fogarty ◽  
Kevin Oswald ◽  
Gregory Shaver ◽  
Peter Meckl ◽  
...  
Keyword(s):  
Energy Storage ◽  
Electric Vehicle ◽  
High Voltage ◽  
Hybrid Electric Vehicle ◽  
Storage System ◽  
Energy Storage System ◽  
The Road ◽  
Hybrid Electric

scholarly journals EM Analysis of High Voltage Connector for Hybrid/Electric Vehicle

2011 ◽  
Vol 60 (1) ◽  
pp. 131-137 ◽  
Author(s):  
June-Sang Lee ◽  
Jong-Min Kim ◽  
Ki-Hoon Nam ◽  
Hyeon-Ju Bae ◽  
Jin-Tae Sung ◽  
...  
Keyword(s):  
Electric Vehicle ◽  
High Voltage ◽  
Hybrid Electric Vehicle ◽  
Hybrid Electric

Importance of Vehicle Costs, Fuel Prices, and Fuel Efficiency in Hybrid Electric Vehicle Market Success

2000 ◽  
Vol 1738 (1) ◽  
pp. 11-19 ◽  
Author(s):  
Danilo J. Santini ◽  
Philip D. Patterson ◽  
Anant D. Vyas
Keyword(s):  
Electric Vehicle ◽  
Fuel Economy ◽  
Hybrid Electric Vehicle ◽  
Fuel Efficiency ◽  
Argonne National Laboratory ◽  
The United States ◽  
Fuel Price ◽  
Fuel Savings ◽  
Hybrid Electric ◽  
National Cooperative

Toyota’s introduction of a hybrid electric vehicle (HEV) named “Prius” in Japan and Honda’s proposed introduction of an HEV in the United States have generated considerable interest in the long-term viability of such fuel-efficient vehicles. A performance and cost projection model developed entirely at Argonne National Laboratory (ANL) is used to estimate costs. ANL staff developed fuel economy estimates by extending conventional vehicle modeling done primarily under the National Cooperative Highway Research Program. Together, these estimates are employed to analyze dollar costs versus benefits of two of many possible HEV technologies. Incremental costs and fuel savings are projected for a Prius-type low-performance hybrid (14.3-s 0 to 60 mph acceleration, Z60 time) and a higher-performance “mild” hybrid vehicle (11-s Z60 time). Each HEV is compared with a U.S. Toyota Corolla with automatic transmission (11-s Z60 time). The base incremental retail price range, projected a decade hence, is $3,200–$3,750, before considering battery replacement cost. Historical data are analyzed to evaluate the effect of fuel price on consumer preferences for vehicle fuel economy, performance, and size. The relationship among fuel price, the level of change in fuel price, and consumer attitude toward higher fuel efficiency also is evaluated. A recent survey on the value of higher fuel efficiency is presented and U.S. commercial viability of the hybrids is evaluated using discount rates of 20 percent and 8 percent. The analysis, with its current HEV cost estimates and current fuel savings estimates, implies that the U.S. market for such HEVs would be quite limited.

Failure Mode Avoidance Approach for Hybrid Electric Vehicle Systems

2017 ◽  
Vol 10 (2) ◽  
pp. 222-226 ◽  
Author(s):  
Allen Dobryden ◽  
Brian Rutter ◽  
Derek Hartl ◽  
Eric Bramson
Keyword(s):  
Electric Vehicle ◽  
Failure Mode ◽  
Hybrid Electric Vehicle ◽  
Vehicle Systems ◽  
Hybrid Electric

Assessment of Performance Factors of Hybrid Electric Vehicle Powertrain

2014 ◽  
Vol 698 ◽  
pp. 7-11 ◽  
Author(s):  
M.V. Yaroslavtsev ◽  
N.I. Schurov ◽  
E.A. Belova
Keyword(s):  
Energy Source ◽  
Energy Storage ◽  
Electric Vehicle ◽  
Hybrid Electric Vehicle ◽  
Storage Capacity ◽  
Primary Energy ◽  
Driving Cycle ◽  
Hybrid Powertrain ◽  
Source Power ◽  
Hybrid Electric

Buffer energy storage capacity and primary energy source power are considered to define the performance of a hybrid electric vehicle. Required buffer storage capacity depends on the vehicle’s driving cycle. The margin of hybrid bus buffer energy storage is estimated on the base of trolleybus driving cycle recordings. The dependence of buffer energy storage on primary energy source power has been determined. Combinations of buffer energy storage and primary energy source power corresponding to different degrees of hybridization are discussed. The described analysis sequence can be applied for designing a hybrid powertrain and adjusting it to specific working conditions.

Enhancement of Hybrid Electric Vehicle Powertrain Performance

2014 ◽  
Vol 698 ◽  
pp. 580-585
Author(s):  
N.I. Schurov ◽  
M.V. Yaroslavtsev ◽  
D.M. Strelnikova
Keyword(s):  
Electric Vehicle ◽  
Hybrid Electric Vehicle ◽  
Storage Capacity ◽  
Average Power ◽  
Primary Source ◽  
Driving Cycle ◽  
Source Power ◽  
Power Sources ◽  
Buffer Storage ◽  
Hybrid Electric

The article deals with the selection of optimal parameters of hybrid electric vehicle power sources. Construction of a hybrid electric vehicle with buffer energy storage based on double electric layer capacitors considers choosing minimal sufficient capacity of the storage.Required buffer storage capacity depends on the vehicle’s driving cycle. If it moves in cycle with the average power (the ratio of energy consumption to the duration of the cycle) higher than power of primary energy source, it means that missing energy would be drawn from the buffer storage and long-time moving in this cycle would discharge it. To avoid the case, the power of primary source and the capacity of buffer storage should be chosen in coordination.In the article the primary source power ensuring any driving cycle implementation with minimal storage capacity is calculated. It may be further reduced taking into account real driving cycles. A technique of selecting the combination of primary source power and buffer storage capacity based on numerical modeling of energy consuming process is proposed.

Cost Optimization of a Plug-In Hybrid Electric Vehicle

2008 ◽  
Author(s):  
Sam Golbuff ◽  
Elizabeth D. Kelly ◽  
Samuel V. Shelton
Keyword(s):  
Carbon Dioxide ◽  
Electric Vehicles ◽  
Carbon Dioxide Emissions ◽  
Hybrid Electric Vehicle ◽  
Hybrid Electric Vehicles ◽  
Argonne National Laboratory ◽  
Battery Pack ◽  
Gasoline Consumption ◽  
Hybrid Electric ◽  
The Cost

In order to decrease the use of petroleum and release of greenhouse gases such as carbon dioxide, the efficiency of transportation vehicles must be increased. One way to increase vehicle efficiency is by extending the electric-only operation of hybrid electric vehicles through the addition of batteries that can be charged using grid electricity. These plug-in hybrid electric vehicles (PHEVs) are currently being developed for introduction into the U.S. market. As with any consumer good, cost is an important design metric. This study optimizes a PHEV design for a mid-size, gasoline-powered passenger vehicle in terms of cost. Three types of batteries, Pb-acid, NiMH, and Li-ion, and three all-electric ranges of 10, 20, and 40 miles (16.1, 32.2, and 64.4 km) were examined. System modeling was performed using Powertrain Systems Analysis Toolkit (PSAT), an Argonne National Laboratory-developed tool. Performance constraints such as acceleration, sustained grade ability, and top speed were met by all systems. The societal impact of the least cost optimum system was quantified in terms of reduced carbon emissions and gasoline consumption. All of the cost optimal designs (one for each combination of all-electric distance and battery type) demonstrated more than a 60% reduction in gasoline consumption and 45% reduction in CO2 emissions, including the emissions generated from producing the electricity used to charge the battery pack, as compared with an average car in the current U.S. fleet. The least cost design for each all-electric range consisted of a Pb-acid design, including a necessary battery replacement of the battery pack twice during the 15 year assumed life. Due to the cost of the battery packs, the 10-mile all-electric range proved to be the least costly. Also, this system saved the most carbon dioxide emissions, a 53% reduction. The most fuel savings came from the PHEV40 system, yielding an 80% reduction in gasoline consumption.

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