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首页> 外文会议>18th international electric vehicle symposium(EVS-18) >Development and Validation of a Temperature-Dependent Resistance/Capacitance Battery Model for ADVISOR
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Development and Validation of a Temperature-Dependent Resistance/Capacitance Battery Model for ADVISOR

机译：ADVISOR的温​​度相关电阻/电容电池模型的开发和验证

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This paper describes the development of the new temperature-dependent resistance-capacitance (RC)rnbattery model for vehicle simulations and its validation over a vehicle drive cycle at the NationalrnRenewable Energy Laboratory (NREL). The transient RC model has two capacitors and three resistors,rnthus allowing the impedance of the battery to vary with discharge or charge rate. The model allowsrnparameters to vary with temperature and state of charge (SOC), estimates SOC as a function of bothrncapacitor voltages, observes voltage limits, and has a lumped capacity thermal model. The electricalrnparameters are derived from the PNGV (Partnership for a New Generation of Vehicles) Battery TestrnManual’s test procedure [1]. The RC model was characterized for Li-Ion and NiMH chemistries from 0-rn40°C and is implemented in ADVISOR (Advanced Vehicle Simulator).rnThe RC model performed well in vehicle simulations by keeping voltage predictions within 2% ofrnexperimental values based on the average and standard deviation voltage errors, and reducing the errorsrncompared to the previous open-circuit-voltage/internal resistance (Rint) model’s predictions.rnThe performance of the RC model was compared to the Rint model through additional vehiclernsimulations in ADVISOR. Overall, a difference of up to 5% in final simulation results was seen by usingrnthe more accurate RC battery model (up to 2% for fuel economy, and up to 5% for HC and COrnemissions). In terms of battery performance, the RC model allowed the vehicle to see up to 60% morerndischarge current available from the battery, and 80% more charge current than the Rint model’srnpredictions over a US06 drive cycle. The RC model is available in the public release of ADVISORrn(version 3.2, August 2001).
机译：本文介绍了用于汽车模拟的新型温度相关电阻电容（RC）电池模型的开发，以及在国家可再生能源实验室（NREL）进行的整个车辆行驶周期内的验证。瞬态RC模型具有两个电容器和三个电阻，因此允许电池的阻抗随放电或充电速率而变化。该模型允许参数随温度和电荷状态（SOC）的变化而变化，根据两个电容器电压来估计SOC，观察电压极限，并具有集总容量热模型。电气参数源自PNGV（新一代车辆合作伙伴）电池测试手册的测试程序[1]。 RC模型针对0-rn40°C的锂离子和NiMH化学性质进行了表征，并在ADVISOR（高级车辆仿真器）中实现。rnRC模型在车辆仿真中表现良好，通过将电压预测保持在基于平均值的2％的实验值内和标准偏差电压误差，并与以前的开路电压/内部电阻（Rint）模型的预测相比，减少了误差。通过ADVISOR中的其他车辆模拟，将RC模型的性能与Rint模型进行了比较。总体而言，通过使用更精确的RC电池模型，最终的模拟结果相差高达5％（燃油经济性最高可达2％，HC和CO排放最高可达5％）。在电池性能方面，RC模型使车辆在US06行驶周期内比Rint模型的预测高出多达60％的电池可用放电电流和80％的充电电流。 RC模型在ADVISORrn的公开发行版（版本3.2，2001年8月）中可用。

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