In order to address the fuel storage needs of and to set priorities for fuel cell applications, the EERE plans to conduct a Request for Information (RFI) and a workshop during FY 2010. Although less efficient than motors currently used in. Good progress is being made by the ACEC technical team in meeting the technical targets. Research on compressed-gas storage should be expanded to include safety-related activities that determine cost and/or weight, such as validation of the design point for burst pressure ratio at beginning of life and end of life and evaluation of Type 3 versus Type 4 storage vessels. An additional 50 percent weight savings of 115 lbs may be possible from downsizing brakes, suspension, engine, power train, and wheels and tires. Furthermore, an illustration of the lengths to which General Motors and Honda have gone to reduce losses is the fact that they have rectangular conductors, which allow better fill of the slots and thus reduce resistance and improve efficiency. It seems likely that there will be certain applications, such as extended operation at higher loads or very long range transport, that will favor using a liquid HC as the on-vehicle energy carrier. The committee has used both, trying to use the most appropriate choice depending on the context and discussion. The punching and assembly of laminations is expensive, and for years the “holy grail” of soft magnetic materials has been to discover a new material that has both high electrical resistivity and high permeability at the flux density levels needed. Further details on energy storage and power electronics are contained in the PHEV R&D plan.11, The design of a PHEV battery requires the simultaneous optimization of power, energy, and life while maintaining safety and reducing cost. Vehicle requires more power when it just starts to roll (it needs to overcome inertia). Heating and cooling system A heating and cooling system that can let that automobile become warmer or cooler. Programmatic issues relate to the coordination and execution of the high-risk research in order that the solicitation timing and content address updated requirements of the Partnership. Onboard hydrogen storage is a key enabler for fuel-cell-powered vehicles. Also, a carbon-fiber pilot line facility is being funded with American Recovery and Reinvestment Act (ARRA) of 2009 funds at the Oak Ridge National Laboratory to lower the processing and feedstock costs for aerospace-quality fibers. Thus the battery is much bigger and operates over a larger variation of the SOC. As noted below, the program is investigating SiC diodes in combination with silicon substrates, and this work needs to continue in spite of today’s higher costs. 2009. This requires accurate control and manipulation of all engine control parameters for each operating condition. More specifically, as stated in its recommendations, the committee believes that technologies needed for vehicle fuel cell systems—and not just fuel cells for stationary, auxiliary power, or portable applications—should be pursued. Thus, the Partnership is correctly focused on the development of these technologies while it continues to benchmark competing battery technologies and encourages research on higher-energy chemistries for BEV applications. Development of Power Control Unit for Compact-Class Vehicle, SAE 2009-01-1310, April. This conversion is done inside a piston cylinder arrangement where controlled explosion of fuel-air mixture is done which produces a very high pressure inside. During this period, multiyear development programs have resulted in awards in support of fuel cell R&D efforts. Consequently, it is important to maintain an active ICE and liquid fuels R&D program at all levels: industry, government laboratories, and academia, to expand the knowledge base to enable the development of technologies that can reduce the fuel consumption of transportation systems powered by ICEs. In all these endeavors, the key hurdle continues to be detailed fundamental understanding of the chemical, thermal, and physical processes taking place within the power train and combustion system. However, one of the industry awards, General Electric, is continuing the work in the hope of a breakthrough. At a production of 500,000 annual units, the projected cost of the CEM is $293 and the cost of the controller is $303, with a total cost of $705 including assembly ($31) and a markup (15 percent for the CEM and 10 percent for the controller). All types of suspension systems absorb the energy when a jerk/impact tries to set the suspension in motion. However, the attainment of the 2010 targets will be a very positive indicator of future success. Washington, D.C.: U.S. Department of Energy, Energy Efficiency and Renewable Energy (original edition, 2004; revised April 2009). a As reported to the committee at its August 4-5, 2009, meeting and by S. Satyapal, DOE, Hydrogen Program Overview, Annual Merit Review and Peer Evaluation Meeting, May 18, 2009, Washington, D.C. Novel materials for hydrogen storage were a high-priority area for BES funding, receiving $8.0 million in FY 2008 and $9.0 million in FY 2009. Some of the battery goals are driven by safety considerations—for example, the requirement of a substantial temperature “window” for the safe operation of cells and batteries. The power thus produced is either directly utilized for various activities or is stored in a suitable battery pack for future use. Developing capacitors that can operate at high temperatures could increase the cooling efficiency and thus reduce the size of power electronics. However, it is safe to say that even though the ICE will probably continue to have a large share of the market in the near term, some form of electric propulsion will likely be important in the future. In regard to rapid charging, this strategy is seen as potentially essential to the broad penetration of BEVs. As weight and volume are important parameters in vehicle design and function, it is critical to have the highest possible energy per unit of mass and per unit of volume within the vehicle’s fuel system. TIAX also conducted several “what if” scenarios to determine which variable could reduce the battery cost to $250/kWh (the long-term goal). The DOE needs to understand the trade-offs there. This is where chemical energy is converted into mechanical energy. Such technology could allow a broader use of hydrogen within the transportation system and thus allow the implementation of a hydrogen infrastructure while chemical-electric conversion power plants penetrate the market. “Advanced Power Electronics and Electric Machines.” Presentation at the DOE Annual Merit Review, May 21. For example, the team is now engaged in fundamental combustion, emission, and kinetic studies of fuel derived from biomass. The latest data show the following accomplishments: Motor design. The controller will also need to control regenerative braking to minimize energy drain from the battery or the fuel cell. FIGURE 3-9 Schematic of series drive configuration, battery electric vehicle (EV) (similar to the Nissan Leaf and others). The focus of these projects is primarily to develop high-energy-density batteries. This is achieved by damping of the vibrations that get transmitted to the chassis through the wheels. Cost has been a limiting factor in the use of commercial carbon-fiber-reinforced composites in the design of automotive structures and body panels. Available on the Web at . Such "light models" can be used to develop enhanced control strategies for … Enter your email address to subscribe to this blog and receive notifications of new posts by email. In HEV applications the vehicle runs primarily on gasoline, and thus high-power batteries are required, but in PHEVs the batteries may require high energy or high power depending on the architecture design of the drive train and the range sought. 4.5 times higher per unit of volume of “fuel storage” and approximately 4 times higher per unit of mass of “fuel storage” than those of the HFCV. The past efforts on HEV and PHEV batteries have borne fruit, and one is now beginning to see application of U.S.-developed technology in prototypical and early commercial HEVs and PHEVs. New materials present challenges to recycling. Such speeds are certainly unusual in automotive electric motor applications but, if successful, are very useful for keeping the weight and volume of the system down. SOURCE: Advanced Combustion and Emission Control Technical Team, Presentation to the committee, August 4, 2009, Southfield, Michigan. a. uto. To the committee the foregoing considerations raised the question of whether system-level modeling could be used as a tool to evaluate the optimal power train, engine map, and fuel characteristics for different scenarios of vehicle, power train, and fuel mixes as the energy market and government regulation evolve. The resources required in the future may be less or more if major pilot programs are needed. Available on the Web at . interface with the system modeling technical team to make sure that their research programs are consistent with the changing demands for the optimal matching of the engine operational regimes, power management, and emission control that will be imposed on the internal combustion engine and hybrid power trains as the vehicle characteristics evolve. PHEVs thus need more advanced batteries and electric power components than HEVs need. ...or use these buttons to go back to the previous chapter or skip to the next one. FIGURE 3-7 Schematic of series drive configuration for a plug-in hybrid electric vehicle (similar to the GM Volt). Vehicle implementation is pending safety and cost analysis.18. For example, nano-titanium oxide (LiTi12O5) is being actively investigated as an alternate anode material to replace carbon in order to address the issue of metallic lithium deposition on the carbon anodes in Li-ion cells. j The storage system will not provide any purification, but will receive incoming hydrogen at the purity levels required for the fuel cell. Recommendation 3-7. Another project that has promise for cost reduction is the hot-melt processing of PAN. For example, comparing an ICE with an efficiency of 40 percent to a hydrogen fuel cell vehicle (HFCV)1 with an overall power-train efficiency of 65 percent results in a work capacity of the liquid-fueled ICE vehicle that is approximately. The Partnership is investigating a new process for making SiC. You're looking at OpenBook, NAP.edu's online reading room since 1999. Recommendation 3-18. Such support has been available through the open solicitation process for nearly 8 years under this current program (FreedomCAR and Fuel Partnership) and a number of years prior in forerunner efforts such as the Partnership for the Next Generation of Vehicles (PNGV). Yet, selected subcomponent suppliers have prototype manufacturing capability today that would meet near-term demand. Catalyst quantities required to support the hydrogen and oxygen reaction also contribute to both metrics. One way that this can be achieved is to increase the cell size and decrease or eliminate the number of cells in parallel. Three Li-ion battery chemistries classified by the cathode material, including (1) lithium nickel, cobalt, and aluminum; (2) lithium iron phosphate; and (3) lithium manganese spinel and a carbon anode have been developed and tested for HEV applications. The newly organized Hydrogen Storage Engineering COE has taken on the coordination of the engineering aspects of material-based hydrogen storage systems. The primary focus of the hydrogen storage program within the FreedomCAR and Fuel Partnership is to drive the development and demonstration of commercially viable hydrogen storage technologies for transportation and stationary applications. DOE/GO-102003-1741. Available on the Web at .