!

Automotive Market
Perspective of Ultracapacitors
Hyun Jin Song
NESSCap Inc.
Advanced Capacitors World Summit 2006
July 17-19, 2006, San Diego, CA USA
2
Outline
z Market Drivers
z Vehicle Simulation Results
- Fuel Cell Hybrid Technology
- FCEV Power Management Scenario
- Power Simulation in HMC Driving Mode
z 270V/ 15.7F EDLC Module
- Specifications
- Discharge Simulation
- Chassis Dynamometer Test Results
z 450V / 13.3F Hybrid Cap Module
- Specifications
- Capacitance, ESR, charge/discharge characteristics
- UC10, UC50 and Cold Crank Test Result
z Summary and Conclusions
3
Market Drivers
z Ultra-capacitors are an attractive energy storage device for next
generation vehicles:
High power and cycle life capabilities
Value proposition for micro-hybrid vehicles is higher
Value proposition for buses and delivery vehicles is higher
Ideal solution as distributed energy cache at the critical loads needing
high peak power
X-by wire (ECB, EPS) Micro, Mild-Hybrid FCEV
4
DC/DC
DC/DC
Battery
Battery
Motor
Motor
Fuel
Cell
Fuel
Cell
GDU
GDU
Super
Capacitor
Super
Capacitor
Motor
Motor
Fuel
Cell
Fuel
Cell
GDU
GDU
DC/DC
DC/DC
Battery
Battery
Motor
Motor
Fuel
Cell
Fuel
Cell
GDU
GDU
Super
Capacitor
Super
Capacitor
Motor
Motor
Fuel
Cell
Fuel
Cell
GDU
GDU
DC/DC
DC/DC
DC/DC
DC/DC
Motor
Motor
Fuel
Cell
Fuel
Cell
GDU
GDU
Super
Capacitor
Super
Capacitor
DC/DC
DC/DC
Battery
Battery
Motor
Motor
Fuel
Cell
Fuel
Cell
GDU
GDU
DC/DC
DC/DC
Cost
Packaging
Control
Life Time
Acceleration
Fuel Efficiency
Type F Type E Type D Type C Type B Type A
Type A | Type A | Type B | Type B | Type C | Type C |
Type D | Type D | Type E | Type E | Type F | Type F |
Fuel Cell Hybrid Technology
Source: Hyundai-Kia Motor Co., Ltd.
5
FCEV Power Management Scenario
Regeneration
(80kW
max
)
Acceleration Assist Power
Supply (40kW
Max
)
Source: Hyundai-Kia Motor Co., Ltd.
6
0 300 600 900
-100
0
100
Vehicle Speed
Motor Power
Time (sec)
S
p
e
e
d
,

M
o
t
o
r

P
o
w
e
r
-100
0
100
SCAP Power
S
u
p
e
r
c
a
p

P
o
w
e
r
Power Simulation in HMC Driving Mode
Discharge
(power assist)
Charge
(regeneration)
100kW Motor and 430V/11.8F Supercap
Ideal solution for extremely high power and short time duration
Source: Hyundai-Kia Motor Co., Ltd.
7
EDLC Module for FCEV
Value
270
292
15.7
76
Max. 186
Rated 159
Usable 120
Wh/l 2.3
Wh/kg 2.8
66
80.8
1242x290x224
Weight (kg)
Volume (L)
Rated Voltage (V
R
)
Max Voltage (V
M
)
Energy (Wh)
Capacitance (F)
ESR (mOhm, DC)
Max Energy
Density
Dimensions (LxWxH, mm)
Paremeters
270V/15F module
Specifications
Hyundai Santa Fe
8
Simulated Discharge Profile
0 10 20 30 40 50
0
50
100
150
200
250
300
Calculated Constant Current Discharge Profile of 270V/15.7F Ultracap Module
V
o
l
t
a
g
e

(
V
)
Time (sec)
100Amp
150Amp
200Amp
250Amp
300Amp
9
Chassis Dynamometer Test Results
z FCEV Spec.
z Gasoline-equivalent fuel economy
FC currents under FUDS driving cycle
Source: EVS21, Monaco, 2005 / Hyundai-Kia Motor Co., Ltd.
!0
17 170 m ESR (DC)
Downsized
Module
(1/10 Scale)
Full Scale
Module*
Unit
> 15
-25~70
> 7.4 (@80kW)
> 14 (@40kW)
4.0
4.5
95
107
230
430
13.3
483
450
48.3 V Max. Voltage
> 1.5
-25~70
> 7.4 (@8kW)
> 14 (@4kW)
4.3
8.0
5.4
10
23
43
133
45
Wh Usable Energy (450V~280V)
Wh Max. Energy
Kg Weight
kW
Cold Cranking Power @ -30
o
C
for 30 sec. (3 times for 10sec.)
o
C Operational Temp. Range
sec Pulse Charge Duration @375V
sec Pulse Discharge Duration @375V
Wh/kg
Wh/L
Max. Energy Density
L Volume
F Capacitance
V Voltage
450V / 13.3F Hybrid Cap Module
Downsized Module
(45V/133F)
* Preliminary
!!
Composition: 2.3V/2800F*210s
Active Cell Balancing: 2.3V
Module size: 1005*510*185mm
Volume: 94.8L
Cooling Fan: DC12V, 0.36A
NTC thermistor: R25 10k
B-Value : 3970K
Connector for Voltage Sensing
Temperature Sensor & Cooling Fan
Layout and Functions of 450V/13.3F Module
!2
7400 J Max. Energy
0.8 m ESR (DC)
0.321 Kg Weight
-25~60
o
C
Operating
Temp. Range
6.4 Wh/kg
9.7 Wh/L
Max. Energy
Density
0.212 L Volume
2800 F Capacitance
2.3 V Voltage
2.3V/2800F Hybrid Cap
Specification
!3
Testing on 45V/133F Hybridcap Module
!4
0 100 200 300 400 500 600 700
21
24
27
30
33
36
39
42
45
48
V2 = 27V (60% Vmax)
T2 = 478 sec
V1 = 36V (80% Vmax)
T1 = 224 sec
Capacitance of 45V module at R.T.
V
o
l
t
a
g
e
(
V
)
Time(sec)
V
1
- V
2
: Discharge Voltage(V
1
: 36V, V
2
: 27V)
Result
C=141F
T
2
- T
1
: Discharge Time (sec)
I : Discharge current (5A)
C = I * (T
2
- T
1
) / (V
1
- V
2
)
Test Conditions
1) Constant voltage charge : 5min at 45V
2) Constant current discharge : 5C-rate to 21V
Capacitance Measurement
!5
Result
ESR=15.8m
I : Discharge current
V : Voltage drop for 10ms
ESR = V/ I
Test Conditions
1) Constant voltage charge : 5min at 45V
2) Constant current discharge : 103A to 21V
40
41
42
43
44
45
46
IR-Drop of 45V Module at R.T.
IR-Drop at 10mSec
'V = 1.63V
Voltage
Current
Time
V
o
l
t
a
g
e
(
V
)
-120
-100
-80
-60
-40
-20
0
C
u
r
r
e
n
t
(
A
)
ESR Measurement
!6
0 5 10 15 20 25 30 35
28
30
32
34
36
38
40
42
44
46
Constant Power Discharge
2kW
4kW
8kW
V
o
l
t
a
g
e
(
V
)
Time(sec)
0 5 10 15 20 25 30 35 40
28
30
32
34
36
38
40
42
44
Constant Power Charge
2kW
4kW
8kW
V
o
l
t
a
g
e
(
V
)
Time(sec)
Test Conditions
1) Discharge: CVC 10min at 45VCPD at 2, 4 and 8kW
2) Charge: CVC 10min at 28VCPC at 2, 4 and 8kW
Results
7.5 17 37 Charge Time (sec)
5.2 14 34 Discharge Time (sec)
8kW 4kW 2kW
Charge / Discharge Characteristics
!7
UC10 Test Profile
Round Trip Efficiency in UC10
!8
Results
Test current / power : 67Amp / 2.3kW
Round-trip efficiency
= (Wh (discharge)/Wh (regen))*100
Discharge Energy(Wh)= 2.26Wh
Regen Energy(Wh)=2.41Wh
Round-trip efficiency= 93.6%
Test Result on UC10
5763.6 5767.2 5770.8 5774.4 5778.0 5781.6 5785.2 5788.8 5792.4
20
25
30
35
40
45
voltage
Energy Efficiency Test (UC10)
Time(sec)
V
o
l
t
a
g
e
(
V
)
-150
-100
-50
0
50
100
150
200
250
300
current
C
u
r
r
e
n
t
(
A
)
!9
0 4 8 12 16 20 24
-250
-200
-150
-100
-50
0
50
100
150
200
250
C
u
r
r
e
n
t
(
C
-
r
a
t
e
)
Time in Profile(s)
Charge Step
Duration of this
step is variable.
Step terminaltes
at a fixed voltage
Vtarget
Rest Step2 Rest Step1
Discharge Step
0 24 4 Rest 2 (OCV)
(or
maxmum
raled
charqe
currenl)
225 20 Termnales when
V
TAPGET
s
reached
(nomnal 8 s al
225C)
Charge
0 !2 4 Rest 1 (OCV)
225 8 8 Discharge
Test
Current
(C-rate)
Cumulativ
e Time in
Profile
(seconds)
Step Duration
(seconds)
UC50
Ullracapaclor
Enerqy
Ellcency and
Lle Tesl
Prolle
Ultracapacitor Energy Efficiency and Life Test Profile
Ultracapacitor Energy Efficiency and Life Test Profile
Round Trip Efficiency in UC50
UC50 Test Profile
20
Results
Test current / power : 150Amp / 4.7kW
Round-trip efficiency
= (Wh (discharge)/Wh (regen))*100
Discharge Energy(Wh)= 10.4Wh
Regen Energy(Wh)=11.9Wh
Round-trip efficiency= 87.4%
Test Result on UC50
9608 9616 9624 9632 9640 9648 9656
0
5
10
15
20
25
30
35
40
45
50
voltage
Energy Efficiency Test (UC50)
Time(sec)
V
o
l
t
a
g
e
(
V
)
-450
-225
0
225
450
675
900
current
C
u
r
r
e
n
t
(
A
)
2!
0 10 20 30 40 50 60
10
20
30
40
50
Voltage
g
Time(sec)
V
o
l
t
a
g
e
(
V
)
0
20
40
60
80
400
600
800
1000
1200
1400
1600
1800
2000
Current
P
o
w
e
r
(
W
)
Power
C
u
r
r
e
n
t
(
A
)
Cold Cranking Pulse Test @-30
o
C
1.5 1 50 10
0 0 40 10
1.5 1 30 10
0 0 20 10
1.5 1 10 10
Test Power
(kW)
Test Power
(Relative)
Cumulative
Time in Profile
(seconds)
Step
Duration
(seconds)
Results
1) Enough power supply for cold cranking of
FCEV at -30C
2) Minimum voltage of 24.5V and recovery
voltage of 30.5V after 10 sec
Cold Cranking Pulse Test Profile
22
Summary and Conclusions
z Ultracap provides ideal solution for X-by Wire, HEV and FCEV
z FCEV hybridized with EDLC is 10% more energy efficient
than battery FCEV. This comes from several aspects as follows.
- High recuperation efficiency
- Faster dynamic response
- High charging/discharging efficiency of ultracap in wide range of
temperature
z Feasibility study on a hybrid type ultracapacitor module having
twice volumetric energy of EDLC is undergoing.
- Fairly high efficiencies in UC10 and UC50 cycle testing.
- Enough cold cranking power
H. Jin Song



H. Jin Song joined Nesscap in 2005. He currently overseas Nesscap's US
operations and is in charge of the automotive ultracapacitor project with
USABC. He has a doctorate degree from Columbia University and a BS from
Cornell University. He has worked at IBM TJ Watson Research Center and
served as a CTO of various start-ups.