Plug-In Hybrid Vehicle Group

University of MinnesotaME 4054: Senior Design

Speaker:Scott Roland

Other Group Members: Aaron Jagoda, Nate Dahlquist, Peter von Arx, Yeng Vue, Bounmee Yang, Jeff Campbell

Advisor: David Kittelson

A parallel hybrid draws power from a large IC engine and a small battery driven electric motor

A series hybrid draws power from a small IC engine to drive a generator which charges a battery. The battery powers an electric motor to drive the wheels

Plug-In hybrids use much larger batteries to extend the all-electric (battery only) range of the car minimizing the uses of the IC engine

Series vs. Parallel Hybrid Configurations

Series vs Parallel Engine Configurations

Parallel hybrids use internal combustion engine when additional power is needed

Series hybrid uses internal combustion engine when additional energy is needed

Series Hybrids overcome inefficient transient engine loading & starting and stopping modes.

Electric motor is efficient over a much wider range of loads and speeds than an internal combustion engine

Motivation

Political Reduce dependence on foreign energy sources Provides more jobs to US citizens

Environmental Reduce greenhouse gas emissions Minimize toxic vehicle emissions

Economic Provide an alternative to high priced energy

sources Move consumer spending to domestic market

Develop a Plug-in Hybrid Concept What it is?

IC Engine and Generator Engine Exhaust After Treatment Battery Electric motor Auxiliary Systems & Control System

What it is not? Prototype Detailed Exterior, Interior and Chassis Design

Deliverable Working Simulation of Drivetrain System Specifications for Each Drivetrain and Auxiliary

Component

Project Scope

Environmental Impact – While Charging

Minnesota Electricity Production Coal (41%) Nuclear (25%) Hydro (12%) Wind (4%) Natural Gas (3%)

Xcel Energy can produce 8000 MW Off peak (9 pm – 9 am):

4000MW are used Remaining 4000MW can safely charge over a million vehicles

w/ 15kWh battery without overloading the system Issues:

Poor Performance in Extreme Temperatures

Environmental Impact – While Driving Benefits

First 40 miles will cost $1.13 @ standard $0.075 per kWh

Reduction in harmful emissions 41% of Electricity provided by Xcel is free of Greenhouse

emissions Easier to clean a single large source than millions of small

sources. Issues

Expensive battery and battery life cycle Charge time of 10 hours with standard 120V outlet Poor battery performance in extreme temperatures Safety concerns

Main Component Selection

Size of Car: Subcompact/Compact (Focus/Corolla)

Battery: Rechargeable Li-Ion Battery

Engine: Two Stroke Cycle Compression Ignition Free Piston Engine with an Integrated Alternator

After Treatment: Combined Diesel Particulate Filter, Selective Catalytic Reduction, and Catalytic Regenerative Trap

Lithium Ion Battery

Excellent Energy and Power Densities --5x higher than traditional VRLA batteries, and twice that of NiMH batteries

Non-Toxic, higher recyclability than other options

Expensive & complicated charge regulating system

Emerging Technology

After Treatment Choice Combine DPF, SCR with urea and CRT

Source: http://world.honda.com/news/2006/c060925DieselEngine

The Free Piston Engine Two Stroke Cycle higher power to weight (size) ratio

Variable Compression ratio allows wide range of possible fuels

Magnets on piston and Coil around cylinder Act as a generator when engine is running Act as a solenoid to start engine

http://www.lceproject.org/

Performance Accelerate 0 to 60mph in 10 seconds

Power provided 121 hp

Must feel responsive for all-around driving

Maintain speed of 60 mph on a 6% grade

40 mile all electric range (Why?)

300 mile total range

Issues & Complications

State-of-Charge Control and Management for Li-Ion Battery

Regenerative Braking

Component Integration (Size, Power Req. etc.)