Hybrid Electricity

7/30/2019 Hybrid Electricity

1/39

Security Classification 1

Footer (Edit in View > Header and Footer)


2/39

Security Classification

Our Vision:

Be Recognized byOur Customers as Their Best Supplier

2Footer (Edit in View > Header and Footer)


3/39


Electricity for Hybrid Vehicles



4/39

Security Classification 4

Presenter: Jim Moore

Automotive Instructor: 42 years



5/39


DC Current

DC always has the samepolarity

The positive terminal is always

positive

The negitive terminal is always

negitive

It always flows negative to

positive making room for the

next electron

The number of electrons never

increase or decrease in a circuit,

just change position Another term is Electromotive

Force (EMF) electrons are

repelled by the negitive terminal

and attracted by the positive.

5

Battery



6/39


DC Circuits

Negitive GroundCircuits

Used in most vehicles

Two types of ground are

used: Power Ground for higher

current circuits

Chassis ground for lower

current circuits

Current Always flows

from ground up through

a cicuit with the switch

closed

6

B+

GEN

Current



7/39Security Classification

AC Current

AC Current flows above and below zero Produced by an AC generator (shown in next slide)

Flows in repeated cycles:

Named by a scientist named for a scientist working on

electromagnetic wave in th 1800s (Henrich Hertz)

One hertz is one + to pulse in 1 second Today communication devices work at billions of cycles or giga hertz

Provides the benefit of electromagnetic induction and voltage loss is less

than DC due to higher voltage drops

AC current flows above and below zero . Reaching a peak high and peak

low, Ac current can also change direction or what is called polarityu




AC sine Wave




AC Current

0 No current is flowing

90 AC rises from to +

to peak high amplitude

180 falls to zero no

current

270 AC drop to +

peak low amplitude 360 Current is at zero

again

9

-

+

Peak High

Peak Low

RMS (root Mean square) = Peak

voltage value X 0.707. In

household voltage peak voltage is

170V the voltmeter would read

120V or the same as a DC circuit

of the same resistive value




AC to DC Rectification

10

Half wave Rectification AC to + DC

Diode is placed in series with

the load

AC passes though the diodechanged to DC

0

LoadAC

+-

AC DC

-+

0

Pos.. Pulsating DC

http://en.wikipedia.org/wiki/File:Pot_schemA.svg



AC to DC Rectification

11

Half wave Rectification AC to - DC

Diode is placed in series

with the load

AC passes though the diodechanged to DC

0

LoadAC

+-

AC DC- +

Neg. Pulsating DC

http://en.wikipedia.org/wiki/File:Pot_schemA.svg



Full Wave Rectification

During Full wave

rectification we get a

constant flow of + DC

voltage without the

heavy ripple:

The wye winding

shown has a centertap connected to

grd.

During a pos. cycle

it sends current to

the load

During flow eachpolarity reverses

allowing to

become+ and uses

all current without

waste




AC Generator

13

Half wave rectification




AC Generator Three Phase

14

Three Phase

+

-1

2 31




AC to Pulsating DC

Each windingis connected

to a + and

diode

Winding 1 to

diode 1 in

series w/diode 2

Winding 2 to

diode 3 in

series w/

diode 4

Winding 3 todiode to

diode 5 in

series w/

diode 6

15

5


Typical WYE winding with rectifier bridge

connected

+- 4 32

56

1

1

3

2

Recharging

the battery

+



AC to Pulsating DC

Remember positive diodes respond to positive voltage and negativediodes respond to negative voltage or alternating voltage pulsations of

the correct polarity

Current flows through the stator windings and the rectifier bridge.

Winding 1 will be our starting point, a pos voltage is at the base of diode 1

Winding 2 will see a voltage 120 from winding 1 in the polarity This forms a series circuit at that time, crating a source of voltage, + at the

top of winding 1 and at the bottom of winding 2

Recharging the battery takes electrons to move from the battery + plate

to the plate at exactly the same time

The + peak from winding 1 forward biases diode 1 Electrons now follow the red arrows from the + battery plate to the against

the diode to the - terminal at winding 1 Winding 2 forward biases diode 4 to

the battery negative plates (yellow line) (see slide 15) and this continues

through all the phases charging the battery




HEV Super Capacitor

The Super capacitor or Ultra capacitor: The reason for the success of the hybrid electric vehicle.

An electrochemical capacitor with high energy density

Developed by General Electric in 1957 using a porous carbon electrode.

Super capacitors rapidly store great amounts electricity

Discharge the electricity to batteries or electric motors on demand allowing it topropel electric or HEV vehicles

Normal rechargeable batteries require a lot of time to rechargel

Where super capacitors do not, charge and discharge cycles happen rapidly.

Charge-discharge cycles using super are in the millions a a

good rechargeable battery only in the 1000s A super capacitor contains no disposable parts

Has a very long life cycle

Little environmental impact.




HEV Super Capacitor

It does have some disadvantages The amount of energy stored is based on weight and is lower than a

battery.

Voltage tends to vary by the amount of energy stored

Making quick recovery requires advanced electronic

controls.

Super capacitor are able to store energy from solar

panels, generators and regenerative braking in general

heat wasted by the engine

Recharging batteries or when additional electricity is needed by electricmotors in a HEV,s the Super capacitor can release stored electricity.

Now super capacitors have been developed that can store

large amounts of electrons using; Polarized liquid layer between an ionicly conductive electrolyte and a

conductive electrode18Footer (Edit in View > Header and Footer)



HEV Super Capacitor

This results in keeping the sizedown and a higher level of

energy storage.

Then are also able to assist

acceleration by discharging

large amounts of when

necessary

They make good secondary

energy storage devices that can

be used to aid the batteries in

high load demand like hill

climbing During regen braking they store

large electrical charges

As always follow the

manufactures recommendationduring service.




Inverter And DC to Dc Converter (Toyota)


Courtesy Toyota

motor company

Liquid cooled Toyota Prius InverterCourtesy Toyota

motor company





The inverter and the DC/DC Converter are

combined in this unit and are used to:

Change DC battery voltage to AC to operate

MG 2 electric drive motor.

AC from the Generator to DC to charge the

HV Batter

DC To Dc to Charge the 12V Battery

201V NiMHBattery

W1

W3

W

2

MG1

W1

W3

W2

MG 2

Elect AC

12V

3-phase AC




MG1

500V AC

MG2

Inverter

201.6V AC

12V DCDC - DC Converter

A/C Inverter

Boost Converter

HV Battery201.6V DC

Inverter Assembly


23/39


AC motor (Toyota)

The ICE (Internal Combustion Engine) in

2004 75 HP, 1.5 liter engine The ICE is a typical OBD II system using:

VVT-I (Variable Valve Timing -intelligent)

A redesigned intake

Using the Atkinson cycle principle

MG 1Generates high-voltage electricitythat recharges the HV battery and power

to drive the MG2 MG1 controls the CVT by regulating the amount

of electrical power it generates

MG1 is also the starter for the engine

MG2 assists the Engine when needed,this helps the Prius achieve dynamicperformance and move the vehicle atlow speed without the ICE In 2004 rated at 67 hp (50 kW).

REGENERATIVE BRAKING

The Motor becomes a Generator when itconverts kinetic energy into electrical energystoring it in the HV battery

MG 101 03Battery

38-7.2VGrps

273.6V

04-28-7.2VGrps

201.6V

MG 2

04-67.5 hp (50 kW)@ 1200 t0

1540RPM

Max 500V

CenteredThrottle withexpansionchamber


24/39


AC motor (Toyota)

DC V is changed to 3 phase ACand sent to each of the stator

windings in the MG 1

Allowing MG 1 to power the motor

When the load is high enough the

ICE stars to begin powering the

vehicle

If the vehicle comes to a stop

the ICE stops

Once the load is high enough the

ICE starts again and the load is

shared by both the ICE and MG 1

Starting outlight load

AccelerationFull Load

NormalDriving


25/39


AC Electric Motors


W1

W2

W2

ABC

Stator

W1

W3

W2

Rotor

201v

RPS (RotorPosition)Rotor

A

C

Electronic

Controller

B


26/39


AC Electric Motors

When three-phase alternating current is passed through the windingsof the stator coil, a rotating magnetic field is created. When the

rotation of this magnetic field is properly timed in relationship to the

rotor, the magnetic field pulls the permanent magnets housed inside

the rotor in a circle, causing the rotor to turn and creating the motor'storque. The generated torque is proportionate to the amount of current

passing through the stator coils and the rotational speed is controlled

by the frequency of the three-phase alternating current. A high level of

torque can be generated efficiently at all speeds by properly controlling

the rotating magnetic field and the angles of the rotor magnets. On the'04 & later Prius the built-in permanent magnets have been changed to a

V-shaped structure to improve both power output and torque.



27/39


DC Electric Motors (Typical Starter)

The armature in a DC motor is similarto an electromagnet when current ispassed through its coils. Placed in a housing containing the field,

when energized the armature and the fieldsoppose each other causing the armature toturn.

The most common DC motor invehicles is the starter motor (shown)used to crank the engine They turn at low rpm creating a high torque

to allow the engine to start

In the initial start current is high do to anopposing EMF (Electo-Magnetic Force) asthe motor gains momentum this EMF looses

strength and decreases This EMF controls starter current so that it

doesnt overheat

Remember starter motors have lowresistance usually around .4 to .6 ohms


28/39


DC Electric Motors (Honda)

The IMA (Integrated Motor assist) motoris located between the ICE (Internal

Combustion Engine) and transmission

The IMA motor rotor is bolted to the ICE

crankshaft adding mass, the weight of the

flywheel is reduced in weight equal to the

motor rotor.

The rotor is bolted to the flywheel

The motor assists in vehicle propulsion

when needed

It operates as a generator.

Replaces conventional alternator,

providing energy for the 12v electricalsystem.

It starts the internal combustion engine

allowing the ICE to be turned off when

not needed


29/39



A DC has a couple of advantages: Speed and direction of rotation can be

controlled easily

Making it easy to operate the motor as a

generator

The HEV DC motor has field coils and in

this case are permanent magnets

The only part in this type of motorthat moves, is the rotor: It is just permanent magnets.

Located around the inside of the stator.

Cooled by heat dissipation through

the case of the motor

No air flow is needed so the sealed motoris safe from dirt

There are no windings on the rotor and its

brushless


Rotor

Stator


30/39



The current between themagnets is switched by theMCM (Motor Control Module) Switching current between different

sets of electromagnets to producerotation called commutation, isntdone by physical switching using

brushes Switching uses the electronic

controller or MCM

The Battery Module supplies tothe IMA (Integrated Motor

Assist) Motor as 3-phase AC

It isn't true AC, in the Motor InverterModule (part of the MDM shown inthe previous slide) are switched insuch a way as to simulate ACcurrent.

Honda Battery Module


31/39



Insulated Gate Bipolar Transistor The IGBT can be used in many

types of electronic devices:

Pulse Width Modulated (PWM)

servo and three-phase drives.

Uninterruptible Power Supplies

(UPS)

Switched-Mode Power Supplies

(SMPS)

Also suitable in resonant-mode

converter circuits.

These are very high current

transistor

The base is drawn to illustrate IGBT

from a bipolar low power transistorNPN IGBT

IGBT Symbol


32/39



An IGBT is able to carryhundreds of amps: Liquid cooling is necessary in

many cases to handle the high

heat generated with high current

HEV controller circuits utilizeIGBTs

These IGBT driver circuits

controls the current to AC or DC

drive motors

During braking regenerates

kinetic energy to recharge thehigh voltage battery.

Power InverterCourtesy Honda Motors


33/39



The DC motor used in the Honda Insight: 10 kW three phase motor.

Is the starter

In assist it is being used to move the vehicle

Now its a load and taking energy from the

battery pack

During braking, deceleration or light loads light

decelerating, the drive motor is the ACgenerator

Stator is a specially wound Wye winding

providing dense lines of flux .

Rotor (armature) uses permanent magnets

mounted close to the stator minimizing air

gap clearance providing excellentinductance between the rotor and stator. Honda Stator with Rotor


34/39



Motor Control Unit, MCM The motor position sensor

monitors rotor position at all

times

The early IMA systems, this function

was provided by three sensors A, B

and C located on the outer housing

Accord Hybrid locates a sensor

assembly at the crankshaft.

Send digital information to the MCM

The MCM is uses the signal to

decide which driver circuits thePDU should be turned ON.

DC to DC Coverted Motor Control Module

Heat Sink

A,B,C Sensors

Courtesy of Honda Motors


35/39



PDU (Power Drive Unit)

Honda PDU Includes:

Capacitors

Current sensors

MPI (Motor Power Inverter module)

The MPI controls the motor.

The MCM receives information therotor sensors to determine rotorposition

The MCM then sends a signal on twolines to windings 1.2 and 3 as avoltage high and voltage low

This allows the PDU to decide what

power transistors to turn ON to providecurrent to the correct stator windingsso rotation of the rotor continues

Note: Accord came out with a new MPI, Smaller,more efficient with the capacitors inside

PDU

A

B

C

Rotor MCM

w1

w3

w2

Voltage High

Voltage Low

Each Winding Has 2Outputs High and Low

RotorSensors


36/39



W1

W3

W2

PDU

D1

61D4

D5D3

D2 G6

G1 G3G2

G5G4

VL-VH VL-VH VL-VH

Rotor

Storor

HV Battery

The schematic shows the

gates and diodes that make

three phase control of the

DC motor possible, for both

moving the vehicle in the

assist mode and also able

to recharge the HV battery

Gates G1 Thru G3 are the

positive (High IGBTs)

connected to the voltage

side of the stator

Gates G4 Thru G6 are the

Negative (Low IGBTs)connected to the ground

side of the stator

The base of the ICBTs is

connected as an input to

the PDU

+


37/39


Assist Mode:

During the assist the HVbattery provides power to theDC motor During assist the stator becomes

the load

Switching is done using the gates(IGBTs) located in the PDU

When the vehicle requires assist,

to help the ICE During assist the PDU sends high

current to the stator windings

This means one high and one lowgate is switched on

Remember a high is connected topos the low to negative, two IGBTsconnected through a a high gatesemitter to a low gates collector, so

G1 and G5 ore switched at thesame time

Shown in the diagram is Q2H w acurrent passed through statorwindings 1 and 2


W1

W3

W2

PDU

D1

61D4

D5D3

D2 G6

G1 G3G2

G5G4

VL-VH VL-VH VL-VH

Rotor

Storor

HV Battery

MCM

+


38/39


Follow the arrows to help

you see the path for currentflow:From ground, at the PDUthrough the G5 emitter outof gate 5 and into W2Now from W1 to the emitterof G1 into through G1 andback to the HV batterypositiveEach IGBT has as much as400A pass through it at thetime the rotor is the correctalignmentInput to the MCM from themotor position sensorsswitches the PDU to insurethe magnetic fields createdcontinue rotor spin.


W1

W3

W2

PDU

D1

61D4

D5D3

D2 G6

G1 G3G2

G5G4

VL-VH VL-VH VL-VH

Rotor

Storor

HV Battery

MCM

+


39/39


Regeneration Mode:

Diodes are connected betweenthe collector and the emitter of theICBT: The diodes work like the positive and

negative in a generator to rectify statorAC to pulsating DC and charge thevehicles battery

The DC motor becomes a generator

during deceleration or during braking When slowing or braking the

IGBTs are shut OFFby the MCMand stop sending power to the DCmotor

Because the vehicle is moving thecrankshaft still turning the rotor inthe DC motor

Turning the rotor creates a flux asthe magnets rotate an AC currentin the stator coils now becomes agenerator

Diodes one through six turn ON andrectify the AC current to a pulsating DCto recharge the batteries, RegenerativeBraking Mode is now operating

W1

W3

W2

PDU

D1

61D4

D5D3

D2 G6

G1 G3G2

G5G4

VL-VH VL-VH VL-VH

Rotor

Storor

HV Battery

OFF OFF OFF

OFF OFF OFF

+

Hybrid Electricity

Documents

Transcript of Hybrid Electricity