Application Status and Issues of Electric Double Layer Capacitors for Electric Railway

transcript

Beijing Jiaotong University

Zhongping YANG

2012. 3. 11

　　　　　 Energy storage technology and Electric Railway

• In recent years, energy storage technology is rapidly developing.

• Energy storage devices

– Secondary battery, fuel cell ,flywheel, electric double layer capacitor ,

SMES etc.

• The appearance of energy storage devices makes the electric railway become

more energy-saving, environmentally-friendly mode of transportation.

Lithium ion battery Flywheel EDLC2

Applications of energy storage in electric railways

– 1988, Flywheel, Keihin Electric Express Railway, Japan

– 2000, Flywheel, hybrid DMU ‘LIREX’, Germany

– 2002, Pure flywheel tram ‘PPM’, Seven Valley Railway, UK.

– 2003, Lithium-ion battery, hybrid LRV ‘Hi-tram’, Japan

– 2005, Ni-MH dual LRV, France

– 2006, Lithium-ion battery + fuel cell, hybrid EMU, East

Japan Railway

– 2007, EDLC, Seibu Railway, Japan

– 2007, EDLC, Line 5, Beijing Subway, China

– ……

The expected effects (1)

　 Vehicle

• Regenerated energy absorbed and reused

– Preventing regeneration failure

– Energy saving

• Improvement of acceleration characteristics

• Ability to drive to the next station in the case of

electric power failure

• Hybrid railway vehicle can be developed

V1700V 1830V0 Pantograph voltage

Not be absorbed

Regeneratived current

　 Vehicle

Engine CKD6E5000 (China) Lithium-ion battery

　 Power feeding system

• Suppressing catenary voltage fluctuation• Reduction of peak power

Substation

Powering Braking

DC1500VRegenerated energy

DC1830VΔ V=line resistance（Ω /km）*distance（km）*regenerated current(A)

DC1700V

Environment and operation

• The LRV may run in partially non-electrified

line to maintain the beauty of landscapes

• The catenary is fully or partially removed

• Direct operation between electrified and non-

electrified line

Which storage device is suitable (1)

Energy density and power density

Battery: high energy density, low power density

EDLC: high power density, low energy density

8Source : Maxwell Technologies SA

Battery: Lifetime depends on charge / discharge cycles

EDLC: High numbers of cycles, long lifetime,

rapid charge / discharge

Efficiency and lifetime

9Source : www.electricitystorage.org

• All energy storage devices have been

applied

• There are no conclusions about which one

is the best.

• In this lecture, the application of EDLCs

will be discussed.

Some cases of the application

Installationyear

Line/Vehicle

EDLC parameters

InstallationCell

capacity [F]Total

capacity [F]Voltage

[V]Energy[kWh]

Weight(kg)/Size(mm)

2003LRV of Mannheim,

GermanyOn-board 1800 45 200~400 0.85 477/1900×950×455

2007Line 5 of Beijing Subway , China

Wayside 2600 69.64 ~515.2 2.57/860×2800×2600

2007 Seibu 　 Railway, Japan

Wayside —— 20.25 512~1280 —— ——

2008313 series, JR 　Central, Japan

On-board 800 1.4 700~1425 0.28 430/900×900×730

2008Portugal MTS company 750V

LRVOn-board —— —— —— —— ——

2009Line T3 of Paris,

FranceOn-board —— —— —— 1.6 ——

2013Shenyang.LRV,

ChinaOn-board —— —— —— —— ——

Hybrid LRV with ‘ MITRAC Energy Saver’ in Mannheim.

Germany

Cell capacity （ F） 1800

Cell voltage （ V） 2.5Number of component in series/parallel

160s 4p

Total capacity （ F） 45Range of voltage（ V） 200-400

Energy capacity （ Wh） 850

Maximum power （ kW） 300

Weight （ kg） 477

Dimension （ mm） L1900 W 950 H 455Energy saving Up to 30%

France

Hybrid LRV with EDLC ‘Citadis’ on Line T3 in Paris

network.

BB63000 LocomotiveBB63000 Locomotive

Source: Jean-Paul Moskowitz Jean-Luc Cohuau ‘ALSTOM and RATP experience of supercapacitors in tramway operation’

Hybrid LRV with EDLC ‘Combino’ in Portugal.

Portugal

Hybrid commuter EMU ‘313 series’ with EDLC in JR

Central Japan.

Cell capacity （ F） 800Cell voltage （ V） 2.5Number of component in series/parallel

Total capacity （ F） 1.4Range of voltage（ V） 700-1425

Energy capacity （ Wh） 280

Maximum power （ kW） 200

Weight （ kg） 430Dimension （ mm） L 900 W900 H 730

The SITRAS SES stationary energy storage system has been used in Line 5, Beijing Subway . There were four sets of system installed in four substations.

Item Unit Block Module

Composition 7 cellsin series

6 unitsin parallel

32 blocksin series

Voltage [V] 17.5 17.5 560

Capacity [F] 371 2228 70

Energy capacity [kWh] 2.5

Maximum power [MW] 1

Total Dimensions [mm][depth x width x height]

D 860 W 2800 H 2660

Composition of EDLCs for Line 5, Beijing Subway 17

Applied Issues (1)

EDLCs own performance 　　　　　　　　　

• Further improvement in energy density– The improvement of energy density is expected

to be as much as twice every 10 years

• Safety 　– High temperature resistance– Don’t release poisonous gases when electrolyte

solution is burned

• The voltage balance in series• The reduction of cost

　 Source:　NIPPON 　 CHEMI-CON

Negative electrode Positive electrode

Activated carbon

Nano-sized LTO

High electric conductivity

Nanochitan lithium (nano-LTO) / carbon nanofibers (CNF) composite

High ionic accessibility(ca. 5-20 nm)

Li4Ti5O12 + 3Li+ + 3e⇔ Li7Ti5O12

・ Energy Density: 30Wh / L (about three times the conventional activated carbon capacitor)

・　 Power density: 6kW / L (equivalent to conventional)

・ Energy Density: 30Wh / L (about three times the conventional activated carbon capacitor)

・　 Power density: 6kW / L (equivalent to conventional)19

Applied Issues (1)

ity ／

Power density ／ kW ・kg-1

2 4 6 10

Lead-acid

batteryN

battery

Lithium

Battery

0 8 12

Conventional activated carbon capacitor

Railway applications

HEV regenerative energy recovery

Copier and printer

Nano-hybrid capacitorNano-hybrid capacitor

Applied Issues (1)

• Wayside

• On-board– The strong constraint on the weight and space.– To achieve the objectives , choosing the smaller

capacity is important.

• Evaluation of life-cycle cost is strongly required by users.

Applied Issues (2)

The position of installation　　　　　　　　　

• It is important to determine the suitable capacity on wayside or on-board

• Different purposes require different capacity

― Suppressing catenary voltage fluctuation,

preventing the regeneration failure etc.

• Especially, capacity setting on board needs to be carefully considered for the restriction of space and weight

Applied Issues (3)

Capacity setting and control strategy　　　　　　　　　

• Effect factors of capacity setting – Line profile– Performance of vehicle– Substation– Time table– EDLC characteristics– Control strategy of EDLC

Applied Issues (3)

• Capacity configuration and charge/discharge control

– considering the charge /discharge control strategy is based

on the given capacity

– To set capacity with consideration of the charge /discharge

control strategy

• Varying the allowable value of SOC as line profile

• Optimal charge/discharge control is being studied• For the practical application, it is important to

establish rational ‘ suboptimal ’ control strategy

Applied Issues (3)

Step1: Multi-trains running simulation

Step2: Analysis of train’s surplus regenerative power/energy

Step3: Initial capacity configuration

Step4: EDLC control strategy selection

Step5: Analysis of control effect&Evaluation

Surplus regenerativeenergy fully absorbed

1 No 2 No

Modify

The block diagram of capacity configuration

Applied Issues (3)

The example of capacity settingSimulation Parameters:

Vehicle parameters

Type, configuration 2M2T

Weight 170.34t

Motor control 1C4M

Traction motor Induction motor 220 kW × 4 per motor car

Top speed 90km/h

Running resistance R=20.286 ＋ 0.3822V+0.002058V2 （ N/to

0km 2.17km 5.85km 7.25 km 9.39 km 11.68kmA B C D E F

upline

downline

:substation :Train(powering) :Train(coasting) :train(braking)

Headway 270s/360s/450s

Catenary voltage 1500V

Substation internal

resistance 0.0416 Ω

Resistance of line 0.04 Ω/km

line inductance 0.001H/km

• Case study : Traction and regenerative brake curves

Applied Issues (3)

DC-RLS

Grades

Speed limit

V-tPantograph voltage

Pantograph current

TE=f(v)Current limiter

Substation location

Characteristics of substations

……

TPS: Train Performance Simulatior DC-RLS: DC-railway loadflow Simulator

Input:

Paranmeters

Output: Simulation

Resulsts

Substation output power

Surplus regenerated power/energy ESS

Initial voltage

Max depth of discharge

ESS: Engery Storage Simulatior

Controlalgorithm

Applied Issues (3)

Capacity setting and control strategy　　　　　　　　　• Case study : The block diagram of simulation

Upline

Downline

……

……Sub

SubA SubBTrainA TrainB TrainC

Topology will be changed with time

• Case study : DC-RLS （ DC Railway Loadflow Simulator)

Applied Issues (3)

Idin+Iuin VoutVuin

Idin+Iuin Vout

Substation A Substation B

• Case study : DC-RLS （ DC Railway Loadflow Simulator)

Applied Issues (3)

• Case study: DC-RLS （ DC Railwway Loadflow Simulator)

Iin Vout Vin

CfCurrent limiter

Iinv Vfc

P/VfcVfc

VfcVmaxV2V1

Paux/Vfc

Iin Vout

CfCurrent limiter

Iinv Vfc

P/VfcVfc

VfcVmaxV2V1

Paux/Vfc

Train B

Train C

Applied Issues (3)

• Case study : Simulation result when headway 360s (Step 1)

800 900 1000 1100 1200 1300 1400-1500

time[sec]

catenary current[A]catenary voltage [V]expected regenerativecurrent[A]

Surplus regenerativecurrent

Applied Issues (3)

• Case study : The analysis of surplus regenerative power/energy （ Step 2)

Surplus regenerative energy

Surplus regenerative power

upline downline

upline

downline

Applied Issues (3)

Cell Module

Capacity 3000F 63F

Rated voltage 2.7V 125V

ESR 0.29mΩ 18mΩ

Power density 5900W/kg 1800W/kg

Energy density 6Wh/kg 2.4Wh/kg

Weight 0.51kg 60.5kg

Energy storage 3.04Wh 143.4Wh

Volume —— 619×425×265 （ mm3）

• Case study : Initial capacity setting （ Step 3) 　

Applied Issues (3)

270s270s

360s360s 450s450s

Regenerated energy from Vmax to stopRegenerated energy from Vmax to stop

• Case study : Initial capacity setting （ Step3) 　

Module connection

12 in series × 4 in parallel×2 sets

Voltage range 750~1500V

Weight 5566kg

Volume 6.444m3

Energy storage 9kWh

Module connection

Weight 847kg

Volume 0.98m3

Energy storage 1.04kWh

Module connection

Weight 1936kg

Volume 2.24m3

Module connection

12 in series × 2in parallel×2 sets

Weight 2904kg

Volume 3.36m3

Applied Issues (3)

18001700

discharge

charge

Pantographvoltage

1300 1450

(1) SOC value ： 0.25~0.9　(2) Current limiter ： 0.7Imax

Applied Issues (3)

Capacity setting and control strategy　　　　　　　　　• Case study : the basic control principle （ Step 4)

lim_lI

Vehicle current

Current reference

• Case study : analysis of control effect (the current limiter-70%) (Step 5) 　

800 900 1000 1100 1200 1300 1400-1500

time[sec]

current-nosc[A]current-nosc[V]current-sc-control[A]current-sc-control[V]

Applied Issues (3)

800 900 1000 1100 1200 1300 1400-1000

time[sec]

800 900 1000 1100 1200 1300 14000

time[sec]

EscEsc-Control

PscPsc-Control

Escmax

Pscmax

Pscmax-Control

Escmax-Control

• Case study : analysis of control effect (the current limiter-70%) (Step 5) 　

Applied Issues (3)

Initial capacity setting

• Case study :The result of capacity setting

Final capacity setting

Module connection

Weight 1936kg

Volume 2.24m3

Module connection

9in series × 2 in parallel×2 sets

Weight 2178kg

Volume 2.52m3

Applied Issues (3)

• Experiments with car

• Experiments with the Mini model

Verification of control strategy in Laboratory 　　　　　　　　　　

Source: D. Iannuzzi,and P. Tricoli‘ Metro Trains Equipped Onboard with Supercapacitors : a Control Technique for Energy Saving’ SPEEDAM 2010

Mini model of experimental platform in Beijing Jiaotong UniversityMini model of experimental platform in Beijing Jiaotong University

Rectifier Traction inverter

EDLC Energy Storage System

Substation Vehicle

AC210V

DC300V

DC150V-300V

Bidirectional DC-DC Chopper

Line CurrentLI

Inverter CurrentinvI

Chopper Current

EDLC Parameter

Rated voltage (V) 270

Rated current(A) 40

Capacitor (F) 6.6

Inner resistance (Ω) 0.2

Motor Parameter

Rated power （ k

W）5.5

Rated voltage

（ V）380

Rated current(A) 11

Rated speed (r/min) 1460

Rated torque ( N·m) 35

DC/DC Parameter

Rated power （ k

W）15

Switching frequency

(Hz)1.5K

Filter inductor(mH) 0.5

Experimental platform Experimental platform

The Platform of EDLC

The Platform of train simulator 42

Catenary voltage300V

275V310V

Train current

Line current

EDLC current

1.1A2A

Powering: voltage action value is 275V.Braking: voltage action value is is 310V.

An example of experimental resultsAn example of experimental results

Summary

• Railway electrical energy storage technology will be further applied and researched

• The energy density of EDLCs is necessary to be more improved for expanding its application

• It is important to set control strategy and capacity of EDLCs

• Evaluation of life-cycle cost is strongly required by users

Thank you！

Late time question welcome to: zhpyang@bjtu.edu.cn or yshouzhuo@yahoo.co.jp

Application Status and Issues of Electric Double Layer Capacitors for Electric Railway

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