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Ultrabattery Flyer 1562 A CLOSER ANALYSIS OF THE ULTRABATTERY ® Separator Separator Separator PbO 2 Pb PbO 2 Carbon Electrode PbO 2 Carbon Electrode Lead-Acid Cell Asymmetric Supercapacitor UltraBattery What Is The UltraBattery ®? How Does The UltraBattery ® Compare To The UltraBattery is unique from a traditional lead battery Traditional Automobile Batteries? design. The UltraBattery combines the advantages of an Traditionally, lead-acid batteries for automotive use are Advanced VRLA (a carbon-enhanced Valve Regulated designed to provide power for cranking the engine. The vast Lead-Acid) battery with the advantages of an asymmetric majority of time the battery is maintained in a high state of supercapacitor. This enables the optimal balance of charge so that it will have enough engine starting power. an energy storing lead battery with the quick charge However, as traditional vehicle designs evolve to rely on an acceptance, power discharge, and longevity of a capacitor. electric motor to meet peak acceleration needs while While capacitors accept and deliver high levels of power, recapturing the energy from braking, the battery is required they can’t store much energy, and therefore, are quickly to operate under different power demands and recharging depleted. They are often used in conjunction with batteries capabilities. Conventional lead batteries, even those of an to provide both power and energy. Using the two together Absorbed Glass Mat (AGM) or Gelled Electrolyte VRLA usually requires electronic controllers and complex design, will have limited longevity when operated under algorithms to balance power and energy between both these conditions. units. The UltraBattery eliminates the need for additional The UltraBattery is designed to operate at a Partial State of electronic control and multiple energy storage devices Charge (PSOC). From start-stop features to regenerative since both energy storage and capacitor functions are breaking and power assistance, the UltraBattery is required integrated into one battery unit. to accept and deliver large current pulses in PSOC conditions. The UltraBattery enhanced design extends the battery’s longevity in a type of service that would severely shorten a traditional battery’s life due to sulfation. Under laboratory evaluation, the UltraBattery meets or exceeds the targets of power, available energy, cold cranking, and self-discharge set by the US FreedomCar for both minimum and maximum power-assist HEV systems . SANDIA TESTING - UL TRABATTERY® Y 110 T I C A 100 P A 90 C L A 80 I T I N 70 I F 60 O % 50 0 2,000 4,000 6,000 8,000 10,000 12,000 14,000 16,000 18,000 20, 000 HRPSOC CYCLE NUMBER STANDARD VRLA UltraBattery (1C Rate) Figure 1. Shows the UltraBattery test vehicle when it went over 100K miles without Figure 2. Shows East Penn’s UltraBattery performance in simulated wind a conditioning charge on January 15, 2008. The UltraBattery demonstrated better application tests at Sandia National Laboratories. The UltraBattery lasts cycle life performance than the replaced Ni-MH battery pack. 14,000 cycles longer than a standard VRLA battery and maintains a higher capacity rating . UltraBattery Hybrid 42- and 48- Volt Test Vehicle Pack Solutions What Applications Benefit Most From The The battery pack showed no performance degradation. In fact, the UltraBattery ® Design? individual module voltages actually converged as they aged. This further proves UltraBattery technology can diminish the complexity The UltraBattery is ideal for HEVs which utilize regenerative energy and expense of other battery technologies and their battery breaking events to help recharge the battery and power assist monitoring systems. functions to help conserve fuel consumption. The UltraBattery can East Penn has developed other UltraBattery pack solutions for accept and deliver higher current pulses than an Advanced AGM 48-volt systems. This pack is being designed for easy integration. VRLA battery product, and performs better under High-Rate Partial Its Battery Managem ent Sy stem is characterized for optimized use State of Charge (HRPSOC) conditions. with the UltraBattery design. As a complete custom system In fact, UltraBattery prototypes were tested by the Advanced Lead integrator, East Penn has the experience and resources to develop Acid Battery Consortium (ALABC) on the General Motors’ Millbrook other types of special packs and voltage configurations for Proving Grounds in England (see figure 1). The battery pack of a customized needs. Moderate HEV, was replaced with an UltraBattery pack. The Renewable energy sources like wind and solar are currently being UltraBattery pack’s volume was no greater than the Nickel-Metal tested w ith the UltraBattery product because of its ability to perform Hydride (Ni-MH) battery pack that was replaced. The UltraBattery well under a High-Rate Partial State of Charge (HRPSOC). Wind and pack performed exceptionally well with no maintenance or module solar energy ge nera tion a p plications ma y have constraints on power balancing. Measured fuel economy and CO emissions were 2 generation including maximum generation levels and rates of essentially equal to the traditional Ni-MH battery pack. change of power generation. The power storage management Two moderate hybrid UltraBattery cars with modified UltraBattery enabled by the UltraBattery helps to maximize the efficiency of its packs are also making significant inroads toward the hybrid electric energy generation. The UltraBattery has been under evaluation in a vehicle market. simulated wind application test at Sandia National Laboratories. It One of these UltraBattery cars, supported by the DOE and ALABC, performed exceptionally well in terms of extended cycle life and has reached over 100,000 miles in some of the country’s hottest power capacity (see figure 2). More testing is currently being conditions in Phoenix, Arizona. Not only has it performed performed at Sandia National Laboratories showing promising result exceptionally well with an over 2-year old pack in high heat, but it is for the UltraBattery in other wind and photovoltaic applications. also running in a fleet operation that creates extreme severe service The UltraBattery provides the most effective technology (cost and conditions with no significant loss in module capacity. practicality) to build storage solutions to support electrical grid A second UltraBattery car undergoes consistent road testing and stabilization. The UltraBattery’s superior performance under HRPSOC battery system analysis at East Penn’s manufacturing complex in conditions is ideal for providing frequency regulation ancillary and Lyon Station, PA. The 3-year old battery pack, with over 75,000 demand management services to optimize grid efficiency. miles, was evaluated during its milestone of 50,000 miles. SIMPLIFIED PROFILE DISCHARGE AND CHARGE TEST V V EUCAR POWER-ASSIST TEST / / V 15.0 2.5 V 12.0 2.0 / / E E E E G G G 13.5 2.25 G A A A A 10.5 T T 1.7 T T L 12.0 2.0 L Cut-off voltage of lead-acid L 75,000 L O cell and batter y O O O 9.0 V 10.5 1.75 V V V 1.4 Cut-off voltage of lead-acid cell and batter y E E E E G 9.0 1.5 7.5 G G G R R R 7.5 1.25 R 1.1 A A A 72,000 A 6.0 H H H H C 6.0 1.0 C C C Cut-off voltage of Ni-MH cell Cut-off voltage of Ni-MH cell 0.8 S S S S I I 4.5 I 4.5 0.75 I D D D D F F F 3.0 0.5 F 3.0 0.5 O O O O 01 0,00020,000 30,00040,000 50,00060,000 70,00080,000 90,000 05 0,000100,000 150,000200,000 250,000300,000 350,000 400,000 D D D CYCLE NUMB ER D N N N N CYCLE NUMB ER E E E E Standard VRLA Ni-MH Cell UltraBatter y Standard VRLA Batter y & Cell Ni-MH Cell UltraBatter y Figure 3. Demonstrates the cycling performance of standard VRLA cells, Figure 4. Demonstrates the cycling performance of a standard VRLA cell, a the UltraBattery, and a Nickel-Metal Hydride (Ni-MH) cell. The UltraBattery standard VRLA battery, an UltraBattery, and a Ni-MH cell. The voltage of a reaches the cut-off voltage at 75,000 cycles, which is about 5.8 times longer standard VRLA cell decreases gradually until it reaches the cut-off voltage than that of the VRLA control cells. after 32,500 cycles. The voltage of the standard VRLA battery also decreases gradually until it reaches the cut-off at 73,100 cycles. The Ni-MH cell reaches The Ni-MH cell, like the one presently used in Moderate HEVs, reaches the the cut-off voltage of 0.95V after 180,000 cycles. The UltraBattery reaches the cut-off voltage at about 72,000 cycles. cut-off voltage after 373,000 cycles. The results show that the cycling performance of the UltraBattery is much longer than the Ni-MH cell. Renewable Energy Grid Anciliary Integration Services ® The battery was subjected to each of the tests repetitively until the Why Use Th e Ul t raBattery Over Other Alternative Battery Chemistries? voltage reached the specified cut-off voltage. These screening tests give valuable insight into the UltraBattery’s potential cycle life The UltraBattery product is very “Green.” Green in an environmental performance. sense because it can be recycled the same way as any other lead The UltraBattery technology is also one of the most cost effective battery product, and green in a monetary sense because it has one and safest solutions for larger battery installations (like those for of the lowest cost-per-power ratios. In fact, the cost is significantly renewable wind and solar power generation) compared to alternative less than Lithium Ion and Nickel-Metal Hydride products.
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