Design of an electric powertrain for a Ford F150 crew cab truck utilizing a lithium battery pack and an interior PM synchronous machine drive

Kollmeyer, Phillip J.; Lamb, W. A.; Juang, Larry W.; McFarland, James D.; Jahns, T.M.; Sarlioglu, Bulent

doi:10.1109/itec.2012.6243511

Cited by 12 publications

(2 citation statements)

References 9 publications

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“…A second electric vehicle, a Ford F150 which has been converted to a highly instrumented electric research vehicle, is also used for evaluating the interaction between an EV and a microgrid [14]. The electric truck is representative of modern full-size electric vehicles with its 356V LiFePO4 battery pack as described in Table II.…”

Section: B F150 Electric Truck Research Vehiclementioning

confidence: 99%

V2G integration and experimental demonstration on a lab-scale microgrid

Mendoza-Araya

Kollmeyer

Ludois

2013

2013 IEEE Energy Conversion Congress and Exposition

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Electric and plug-in hybrid-electric vehicles are soon likely to be integrated as bidirectional energy storage elements with the electric grid or local microgrids. This paper discusses the interfacing of a plug-in vehicle with a lab-scale microgrid, and how this integration was successfully achieved with a power electronics converter that utilizes a powerfollowing droop controller. Simulations, which are verified with experimental results obtained with two electric research vehicles and a lab-scale microgrid, demonstrate that for both single and three-phase cases the imbalances created by vehicle charging and discharging meet, or nearly meet the required power quality and phase imbalance standards. The powerfollowing droop control is validated as an effective way of supporting the microgrid during transients as well as maintaining, in the long term, a desired charging rate. Fast charging is also briefly introduced as part of the future work.

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Section: B F150 Electric Truck Research Vehiclementioning

confidence: 99%

V2G integration and experimental demonstration on a lab-scale microgrid

Mendoza-Araya

Kollmeyer

Ludois

2013

2013 IEEE Energy Conversion Congress and Exposition

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“…Prior work has explored the implementation of hybrid electric pickup trucks 10 with the drivetrains utilizing internal combustion engines (ICEs) for longer distances. A few other studies 11,12 have discussed the potential use of a battery pack by retrofitting conventional pickup trucks with electric drivetrains. With major electric automakers such as Tesla Inc., announcing their work toward fully electric LCVs, 13 there is an urgent need to understand systematically the performance of the battery pack in real-world driving conditions over long periods of time and to study the implications of improved specific energy, power, and vehicle design.…”

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confidence: 99%

Evaluation of Current, Future, and Beyond Li-Ion Batteries for the Electrification of Light Commercial Vehicles: Challenges and Opportunities

Sripad

Viswanathan

2017

J. Electrochem. Soc.

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While the electrification of the transportation sector is underway with a consistently increasing market share, segments like light commercial vehicles (LCVs) have not seen any significant market penetration. The major barriers are primarily in the shortcomings in specific energy, power, and cost associated with Li-ion batteries. With an initiative from several automakers to electrify other segments, there is a need to critically examine the performance requirements and to understand the factors governing such a transition in the near-term and long-term. In this study, we develop a systematic methodological framework to analyze the performance demands for electrification through an approach that couples considerations for battery chemistries, load profiles based on a set of vehiclespecific drive cycles, and finally applying these loads to a battery pack that solves a 1-D thermally coupled battery model within the AutoLion-ST framework. Using this framework, we analyze the performance of a fully electric LCV over its lifetime under various driving conditions and explore the trade-offs between battery metrics and vehicle design parameters. We find that in order to enable a driving range of over 400-miles for LCVs at a realistic battery pack weight, specific energies of over 400 Wh/kg at the cell-level and 200 Wh/kg at the pack-level needs to be achieved. A crucial factor that could bring down both the energy requirements and cost is through a vehicle re-design that lowers the drag coefficient to about 0. The complete electrification of the transportation sector is essential to reduce CO 2 emissions and improve air quality in densely populated cities.1 There has been remarkable progress toward electrification in the passenger sedan market, with a market share of more than a few hundred thousand vehicles, and reaching as high as 23% in Norway and 10% Netherlands.2 Light commercial vehicles (LCVs) form nearly one-tenth of the global market share 3 and about 30% in the United States where they account for approximately 30% of the greenhouse gas emissions of the transportation sector.4 Yet, the electrification of this segment is very limited, primarily due to the shortcomings of the current state of battery technology. [5][6][7][8] The average fuel economy for this segment has remained largely stagnant since 1985, while the engine fuel efficiency has been increasing continuously. 9 This is in large part due to automakers increasing the performance of the vehicles at the expense of fuel economy, thus, maintaining sustained demand for high-performance LCVs.Prior work has explored the implementation of hybrid electric pickup trucks 10 with the drivetrains utilizing internal combustion engines (ICEs) for longer distances. A few other studies 11,12 have discussed the potential use of a battery pack by retrofitting conventional pickup trucks with electric drivetrains. With major electric automakers such as Tesla Inc., announcing their work toward fully electric LCVs, 13 there is an urgent need to understand systematically th...

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