Application Status and Issues of Electric Double Layer Capacitors for Electric Railway
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
– ……
3
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
4
5
I
V1700V 1830V0 Pantograph voltage
Not be absorbed
Regeneratived current
The expected effects (1)
Vehicle
Engine CKD6E5000 (China) Lithium-ion battery
The expected effects (2)
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
6
The expected effects (3)
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
7
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
Which storage device is suitable (2)
Efficiency and lifetime
9Source : www.electricitystorage.org
Which storage device is suitable (3)
• 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.
10
Some cases of the application
11
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 —— —— —— —— ——
12
Hybrid LRV with ‘ MITRAC Energy Saver’ in Mannheim.
Some cases of the application
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%
12
13
Some cases of the application
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’
14
Hybrid LRV with EDLC ‘Combino’ in Portugal.
Some cases of the application
Portugal
15
Hybrid commuter EMU ‘313 series’ with EDLC in JR
Central Japan.
Cell capacity ( F) 800Cell voltage ( V) 2.5Number of component in series/parallel
570s
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
Some cases of the application
Japan
16
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.
Some cases of the application
China
16
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
Some cases of the application
China
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
18
Source: NIPPON CHEMI-CON
+
+
-
-
-
-
-
-
-
-
-
Act
ivat
ed C
arb
on
LT
O/C
NF
com
po
site
+
+
+
+
+
+
+
+
+‐
Negative electrode Positive electrode
-
--
-
-
-
-
-
Activated carbon
-
Pores
e-
CNF
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)
EDLCs own performance
20
Ene
rgy
dens
ity /
Wh
・kg
-1
Power density / kW ・kg-1
40
20
60
80
100
2 4 6 10
Lead-acid
batteryN
i-MH
battery
Lithium
Battery
90
70
30
50
10
0 8 12
Conventional activated carbon capacitor
Railway applications
HEV regenerative energy recovery
Copier and printer
Nano-hybrid capacitorNano-hybrid capacitor
Applied Issues (1)
EDLCs own performance
• 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
21
• 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
22
23
• Effect factors of capacity setting – Line profile– Performance of vehicle– Substation– Time table– EDLC characteristics– Control strategy of EDLC
Applied Issues (3)
Capacity setting and control strategy
24
• 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
24
Applied Issues (3)
Capacity setting and control strategy
25
Start
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
End
Yes
1 No 2 No
Modify
Modify
The block diagram of capacity configuration
Applied Issues (3)
Capacity setting and control strategy
26
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
n)
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
27
Applied Issues (3)
Capacity setting and control strategy
28
TPS
DC-RLS
s-t
a-t
p-t
Curve
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
Pc
ESS: Engery Storage Simulatior
Controlalgorithm
Applied Issues (3)
Capacity setting and control strategy • Case study : The block diagram of simulation
29
+ DC
+ DC
Upline
Downline
Sub
……
……Sub
Z1
Z2 Z3
Z4 Z5
Rs Rs
UA UB
I3
+
-
+
-
SubA SubBTrainA TrainB TrainC
C
Topology will be changed with time
• Case study : DC-RLS ( DC Railway Loadflow Simulator)
Applied Issues (3)
Capacity setting and control strategy
30
R L
S
Rs
I
Idin+Iuin VoutVuin
Iuout
SubVs
+
-
S
Rs
I
Idin+Iuin Vout
Vs
Cs
+
_
Substation A Substation B
• Case study : DC-RLS ( DC Railway Loadflow Simulator)
Applied Issues (3)
Capacity setting and control strategy
31
• Case study: DC-RLS ( DC Railwway Loadflow Simulator)
R L
Rf
I
Iin Vout Vin
Iout
Lf
CfCurrent limiter
Iinv Vfc
P/VfcVfc
VfcVmaxV2V1
-Imax
Iref
0
Paux/Vfc
Rf
I
Iin Vout
Lf
CfCurrent limiter
Iinv Vfc
P/VfcVfc
VfcVmaxV2V1
-Imax
Iref
0
Paux/Vfc
Train B
Train C
31
Applied Issues (3)
Capacity setting and control strategy
32
• Case study : Simulation result when headway 360s (Step 1)
800 900 1000 1100 1200 1300 1400-1500
-1000
-500
0
500
1000
1500
2000
time[sec]
cate
nary
vol
tage
[V],c
urre
nt[A
]
catenary current[A]catenary voltage [V]expected regenerativecurrent[A]
Surplus regenerativecurrent
Applied Issues (3)
Capacity setting and control strategy
33
• Case study : The analysis of surplus regenerative power/energy ( Step 2)
Surplus regenerative energy
Surplus regenerative power
upline downline
upline
downline
Applied Issues (3)
Capacity setting and control strategy
34
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)
Capacity setting and control strategy
35
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
7 in series × 4 in parallel×2 sets
Voltage range 500~875V
Weight 847kg
Volume 0.98m3
Energy storage 1.04kWh
Module connection
8 in series × 2 in parallel×2 sets
Voltage range 500~1000V
Weight 1936kg
Volume 2.24m3
Energy storage 2.6kWh
Module connection
12 in series × 2in parallel×2 sets
Voltage range 750~1500V
Weight 2904kg
Volume 3.36m3
Energy storage 4.3kWh
Applied Issues (3)
Capacity setting and control strategy
36
ED
LC
Cur
rent
18001700
ISC
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
*lI
Vt
Current reference
Id
37
• Case study : analysis of control effect (the current limiter-70%) (Step 5)
800 900 1000 1100 1200 1300 1400-1500
-1000
-500
0
500
1000
1500
2000
time[sec]
cate
nary
vol
tage
[V],c
urre
nt[A
]
current-nosc[A]current-nosc[V]current-sc-control[A]current-sc-control[V]
Applied Issues (3)
Capacity setting and control strategy
38
800 900 1000 1100 1200 1300 1400-1000
-500
0
500
1000
1500
time[sec]
ED
LC p
ower
[kW
]
800 900 1000 1100 1200 1300 14000
1
2
3
4
5
time[sec]
ED
LC e
nerg
y[kW
h]
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)
Capacity setting and control strategy
37
Initial capacity setting
• Case study :The result of capacity setting
Final capacity setting
Module connection
8 in series × 2 in parallel×2 sets
Voltage range 500~1000V
Weight 1936kg
Volume 2.24m3
Energy storage 2.6kWh
Module connection
9in series × 2 in parallel×2 sets
Voltage range 550~1100V
Weight 2178kg
Volume 2.52m3
Energy storage 2.9kWh
Applied Issues (3)
Capacity setting and control strategy
• Experiments with car
• Experiments with the Mini model
38
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
41
Mini model of experimental platform in Beijing Jiaotong UniversityMini model of experimental platform in Beijing Jiaotong University
Rectifier Traction inverter
EDLC Energy Storage System
EDLC
scI
scU
Substation Vehicle
scL
1R
3L
AC210V
DC300V
DC150V-300V
1L
1C 2C
3C1T
2T
YD11
2R
3T
r
B1
Bidirectional DC-DC Chopper
Line CurrentLI
Inverter CurrentinvI
Chopper Current
chI
chV
2L
M M
41
Verification of control strategy in Laboratory
42
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
Verification of control strategy in Laboratory
43
Catenary voltage300V
275V310V
Train current
5A
2.1A
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
Verification of control strategy in Laboratory
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
44