Universidade Federal do Cearà / Este trabalho apresenta a concepÃÃo, projeto e implementaÃÃo de um conversor CC/CC elevador para interligar um painel fotovoltaico a um banco de ultracapacitores para armazenamento de energia em substituiÃÃo Ãs baterias automotivas convencionais. Na saÃda dos ultracapacitores utiliza-se um conversor CC/CC abaixador, que fornece essa energia a um sistema de telecomunicaÃÃo para suprimento de um transceptor monocanal visando ao atendimento do serviÃo de telefonia rural/Internet em comunidades isoladas da rede pÃblica de energia. O sistema pode suprir o serviÃo de comunicaÃÃo para uma comunidade isolada da rede de energia elÃtrica por atà trÃs horas no perÃodo noturno, quando utilizado um equipamento rÃdio com cabos, conectores e antena para transmissÃo e recepÃÃo de sinal de telefonia com potÃncia de consumo de 13 W e com radiaÃÃo solar mÃdia de 5.500 W/m2/dia. Durante o dia, a energia solar à capturada por um painel fotovoltaico e armazenada em ultracapacitores atravÃs de um conversor boost. Este conversor possibilita a carga dos ultracapacitores no ponto de mÃxima potÃncia (MPP) do painel fotovoltaico. O transceptor à ativado quando se tira o fone do gancho e a alimentaÃÃo do sistema vem do painel via ultracapacitores. Caso haja ligaÃÃes durante o dia, o painel fotovoltaico supre as necessidades do equipamento transceptor. à noite, o painel utilizado nÃo gera energia suficiente para alimentar o sistema de telecomunicaÃÃo. No perÃodo noturno, caso ocorra uma chamada telefÃnica para o sistema proposto, o transceptor serà acionado, o assinante deverà retirar o monofone do gancho do aparelho telefÃnico para realizar o atendimento. Durante essa operaÃÃo o transceptor consome aproximadamente 13 W de potÃncia, que à fornecida pelos ultracapacitores, os quais estÃo interligados atravÃs do conversor buck. O sistema proposto à controlado por um microcontrolador e um circuito de controle, que procura o ponto de mÃxima potÃncia (MPP) do painel fotovoltaico, monitora o nÃvel da tensÃo dos ultracapacitores e determina o tempo de funcionamento do conversor CC/CC, que possibilita o fornecimento de energia para o transceptor pelos ultracapacitores. / This work presents the conception, design and implementation of a DC/DC boost converter to connect a photovoltaic panel to a bank of ultracapacitors for energy storage to replace the conventional automotive batteries. In the output of ultracapacitors a DC/DC step-down converter is used. This converter provides power to a telecommunication system for the supply of a single channel transceiver with the purpose of providing the services of rural telephony and Internet in isolated communities from the public energy grid. The system can provide the communication service to a isolated community from the power grid for up to three hours at night when used with radio equipment with cables, connectors and antenna for transmitting and receiving phone signal with consumption power of 13 W and with solar radiation rate of 5.500 W/m2/day. During the day solar energy is captured by a photovoltaic panel and stored in ultracapacitors through a boost converter. This converter enables ultracapacitors to charge at the maximum power point (MPP) of the photovoltaic panel. The transceiver is activated when the phone is taken off the hook and the system power comes from the panel via ultracapacitors. If there are calls during the day, the photovoltaic panel meets the needs of the transceiver. At night, the panel used does not generate enough energy to power the telecommunication system. At night, if there is a phone call to the proposed system, the transceiver will be triggered, and the subscriber should take the handset off the hook to answer an incoming call. During this operation, the transceiver consumes approximately 13 W of power, which is provided by ultracapacitors that are interconnected through the buck converter. The proposed system is controlled by a microcontroller and a control circuit which tracks the maximum power point (MPP) of the photovoltaic panel, monitors the voltage level of ultracapacitors and determines the operating time of the DC/DC converter which enables the provision of power to the transceiver by the ultracapacitors.This work presents the conception, design and implementation of a DC/DC boost converter to connect a photovoltaic panel to a bank of ultracapacitors for energy storage to replace the conventional automotive batteries. In the output of ultracapacitors a DC/DC step-down converter is used. This converter provides power to a telecommunication system for the supply of a single channel transceiver with the purpose of providing the services of rural telephony and Internet in isolated communities from the public energy grid. The system can provide the communication service to a isolated community from the power grid for up to three hours at night when used with radio equipment with cables, connectors and antenna for transmitting and receiving phone signal with consumption power of 13 W and with solar radiation rate of 5.500 W/m2/day. During the day solar energy is captured by a photovoltaic panel and stored in ultracapacitors through a boost converter. This converter enables ultracapacitors to charge at the maximum power point (MPP) of the photovoltaic panel. The transceiver is activated when the phone is taken off the hook and the system power comes from the panel via ultracapacitors. If there are calls during the day, the photovoltaic panel meets the needs of the transceiver. At night, the panel used does not generate enough energy to power the telecommunication system. At night, if there is a phone call to the proposed system, the transceiver will be triggered, and the subscriber should take the handset off the hook to answer an incoming call. During this operation, the transceiver consumes approximately 13 W of power, which is provided by ultracapacitors that are interconnected through the buck converter. The proposed system is controlled by a microcontroller and a control circuit which tracks the maximum power point (MPP) of the photovoltaic panel, monitors the voltage level of ultracapacitors and determines the operating time of the DC/DC converter which enables the provision of power to the transceiver by the ultracapacitors.This work presents the conception, design and implementation of a DC/DC boost converter to connect a photovoltaic panel to a bank of ultracapacitors for energy storage to replace the conventional automotive batteries. In the output of ultracapacitors a DC/DC step-down converter is used. This converter provides power to a telecommunication system for the supply of a single channel transceiver with the purpose of providing the services of rural telephony and Internet in isolated communities from the public energy grid. The system can provide the communication service to a isolated community from the power grid for up to three hours at night when used with radio equipment with cables, connectors and antenna for transmitting and receiving phone signal with consumption power of 13 W and with solar radiation rate of 5.500 W/m2/day. During the day solar energy is captured by a photovoltaic panel and stored in ultracapacitors through a boost converter. This converter enables ultracapacitors to charge at the maximum power point (MPP) of the photovoltaic panel. The transceiver is activated when the phone is taken off the hook and the system power comes from the panel via ultracapacitors. If there are calls during the day, the photovoltaic panel meets the needs of the transceiver. At night, the panel used does not generate enough energy to power the telecommunication system. At night, if there is a phone call to the proposed system, the transceiver will be triggered, and the subscriber should take the handset off the hook to answer an incoming call. During this operation, the transceiver consumes approximately 13 W of power, which is provided by ultracapacitors that are interconnected through the buck converter. The proposed system is controlled by a microcontroller and a control circuit which tracks the maximum power point (MPP) of the photovoltaic panel, monitors the voltage level of ultracapacitors and determines the operating time of the DC/DC converter which enables the provision of power to the transceiver by the ultracapacitors.

Les supercondensateurs présentent un intérêt grandissant pour des applications embarquées. De récentes études (Supercapacitors USA, 2013) montrent que leur intégration dans un véhicule hybridé électriquement peut contribuer à multiplier par deux la durée de vie des batteries. Cependant, leur vieillissement n’est pas totalement maîtrisé et suscite encore de nombreuses interrogations.L’étude menée dans le cadre de cette thèse aborde la problématique du vieillissement du supercondensateur, et sa mise en application dans une chaîne de propulsion électrique haute tension. Les travaux ont porté sur les modes de vieillissements accéléré par floating (tension et température constantes) et par cyclage (charge décharge à courant constant), et ont permis l’élaboration d’un protocole d’essai fiable et répétitif permettant de minimiser les perturbations lors des mesures en modes fréquentiel et continu dites respectivement AC et DC. Les études faites sur le vieillissement par floating ont permis non seulement d’aboutir à une estimation de la durée de vie des supercondensateurs mais aussi d’analyser certaines causes du vieillissement de ces éléments.Durant cette étude nous avons également intégré un pack de supercondensateurs dans une plateforme d’un véhicule électrique équipé d’un pack de batteries au lithium fer phosphate. Cette étude a permis de mettre expérimentalement en évidence l’apport des supercondensateurs lors de phases transitoires (accélération, freinage, sollicitations brusques) et la réduction induite des sollicitations dynamiques sur la batterie. / Ultracapacitors present a growing interesting in at various the embedded applications. Recently published studies show that different integrations of ultracapacitor in the Hybrid Electric Vehicle (HEV) permits to increase the battery’s lifetime up to twice. In the meantime, the aging of ultracapacitor is not fully known and still waits many questions have to be responded.This thesis is studying the aging of the ultracapacitor and their integration in a HEV. The work focused on the accelerated aging in floating mode such as constant voltage and temperature and also in cycling mode such as charge-discharge for a constant current. This study permits us to find a reliable and a repeatable test protocol in order to minimize the noise during the measurement of a frequencial and a continuous mode. In the meantime, the floating mode allows to estimate the supercapacitors’ lifespan and also to determine some reasons of the aging.Besides, we have also included a pack of ultracapacitors in an EV platform based on a pack of lithium iron phosphate. The experimental test demonstrated clearly a contribution of the ultracapacitors during a transient phase (acceleration, braking, sudden stress) and the dynamic strain reduction on the battery.

Porous carbons are versatile materials with applications in different fields. They are used in filtration, separation and sequestration of fluids and gases, as conductive additives in many energy storage materials, as coloring agents, as pharmaceutical and food additives, and in many other vital technologies. Porous carbons produced by pyrolysis and activation of organic precursors commonly suffer from poorly controlled morphology, microstructure, chemistry, and pore structure. In addition, the poorly controlled parameters of porous carbons make it challenging to elucidate the underlying key physical parameters controlling their performance in energy storage devices, including electrochemical capacitors (ECs) and lead-acid batteries (LABs). Zeolite-templated carbons (ZTCs) are a novel class of porous carbon materials with uniform and controllable pore size, microstructure, morphology, and chemistry. In spite of their attractive properties, they have never been explored for use in LABs and their studies for ECs have been very limited. Here I report a systematic study of ZTCs applications in ECs operating at temperatures as low as - 70 C and in LABs. Greatly improved power and energy performance, compared to state of the art devices, has been demonstrated in the investigated ECs. Moreover, the application of ZTCs in LABs has resulted in a dramatic enhancement of their cycle life and power and energy densities.

At the time of this writing, increasing pressure for fuel efficient passenger vehicles has prompted automotive manufactures to invest in the research and development of electrically propelled vehicles. This includes vehicles of strictly electric drive and hybrid electric vehicles with internal combustion engines. To investigate some of the many technological innovations possible with electric power trains, the AUTO21 network of centres of excellence funded project E301-EHV; a project to convert a Chrysler Pacifica into a hybrid electric vehicle. The converted vehicle is intended for use as a test-bed in the research and development of a variety of advances pertaining to electric propulsion. Among these advances is hybrid energy storage, the focus of this investigation. A key difficulty of electric propulsion is the portable storage or provision of electricity, challenges are twofold; (1) achieving sufficient energy capacity for long distance driving and (2) ample power delivery to sustain peak driving demands. Where gasoline is highly energy dense and may be burned at nearly any rate, storing large quantities of electrical energy and supplying it at high rate prove difficult. Furthermore, the demands of regenerative braking require the storage system to undergo frequent current reversals, reducing the service life of some electric storage systems. A given device may be optimized for one of either energy storage or power delivery, at the sacrifice of the other. A hybrid energy storage system (HESS) attempts to address the storage needs of electric vehicles by combining two of the most popular storage technologies; lithium ion batteries, ideal for high energy capacity, and ultracapacitors, ideal for high power discharge and frequent cycles. Two types of HESS are investigated in this study; one using energy-dense lithium ion batteries paired with ultracapacitors and the other using energy-dense lithium ion batteries paired with ultra high powered batteries. These two systems are compared against a control system using only batteries. Three sizes of each system are specified with equal volume in each size. They are compared for energy storage, energy efficiency, vehicle range, mass and relative demand fluctuation when simulated for powering a model Pacifica through each of five different drive cycles. It is shown that both types of HESS reduce vehicle mass and demand fluctuation compared to the control. Both systems have reduced energy efficiency. In spite of this, a battery-battery system increases range with greater storage capacity, but battery-capacitor systems have reduced range. It is suggested that further work be conducted to both optimize the design of the hybrid storage systems, and improve the control scheme allocating power demand across the two energy sources.

At the time of this writing, increasing pressure for fuel efficient passenger vehicles has prompted automotive manufactures to invest in the research and development of electrically propelled vehicles. This includes vehicles of strictly electric drive and hybrid electric vehicles with internal combustion engines. To investigate some of the many technological innovations possible with electric power trains, the AUTO21 network of centres of excellence funded project E301-EHV; a project to convert a Chrysler Pacifica into a hybrid electric vehicle. The converted vehicle is intended for use as a test-bed in the research and development of a variety of advances pertaining to electric propulsion. Among these advances is hybrid energy storage, the focus of this investigation. A key difficulty of electric propulsion is the portable storage or provision of electricity, challenges are twofold; (1) achieving sufficient energy capacity for long distance driving and (2) ample power delivery to sustain peak driving demands. Where gasoline is highly energy dense and may be burned at nearly any rate, storing large quantities of electrical energy and supplying it at high rate prove difficult. Furthermore, the demands of regenerative braking require the storage system to undergo frequent current reversals, reducing the service life of some electric storage systems. A given device may be optimized for one of either energy storage or power delivery, at the sacrifice of the other. A hybrid energy storage system (HESS) attempts to address the storage needs of electric vehicles by combining two of the most popular storage technologies; lithium ion batteries, ideal for high energy capacity, and ultracapacitors, ideal for high power discharge and frequent cycles. Two types of HESS are investigated in this study; one using energy-dense lithium ion batteries paired with ultracapacitors and the other using energy-dense lithium ion batteries paired with ultra high powered batteries. These two systems are compared against a control system using only batteries. Three sizes of each system are specified with equal volume in each size. They are compared for energy storage, energy efficiency, vehicle range, mass and relative demand fluctuation when simulated for powering a model Pacifica through each of five different drive cycles. It is shown that both types of HESS reduce vehicle mass and demand fluctuation compared to the control. Both systems have reduced energy efficiency. In spite of this, a battery-battery system increases range with greater storage capacity, but battery-capacitor systems have reduced range. It is suggested that further work be conducted to both optimize the design of the hybrid storage systems, and improve the control scheme allocating power demand across the two energy sources.

La crise du pétrole et les contraintes écologiques obligent de nombreux constructeurs automobiles à développer des programmes de recherche importants dans le développement des véhicules électriques et hybrides électriques. Dans ce contexte, cette thèse a pour but de vérifier la faisabilité d’une chaine de traction hybride innovante consistant à partir d’unvéhicule thermique existant et à réduire la puissance du moteur thermique tout en ajoutant des moteurs intégrés dans les roues du train arrière. Ce travail a été réalisé dans le cadre d’un projet financé par l’ADEME et en collaboration notamment avec le constructeur automobile AIXAM-MEGA.Plus précisément, le travail de thèse a donc porté sur le dimensionnement des sources énergétiques, la modélisation énergétique et fonctionnelle du véhicule et enfin la réalisation et la caractérisation expérimentale du véhicule.Dans le premier chapitre, l’auteur développe une revue bibliographique relative aux véhicules hybrides électriques existants. Cela permet ensuite d’introduire le concept innovant de chaine de traction hybride décrit ci-dessus, reposant en quelque sorte sur un couplage par la route des puissances de propulsion thermiques et électriques.Dans le deuxième chapitre l’auteur aborde le dimensionnement des sources énergétiques en se focalisant sur les super-condensateurs. Il propose une approche analytique simple de calcul reposant sur les missions définies par le constructeur AIXAM-MEGA. Les modules de supercondensateurs retenus sont ensuite caractérisés expérimentalement (capacité, résistance interne, rendement de stockage…) en prenant en compte l’effet de la température.Les troisième et quatrième chapitres sont consacrés à la modélisation du véhicule. En premier lieu, le troisième chapitre aborde la modélisation énergétique du véhicule. Le véhicule a entièrement été modélisé en utilisant le formalisme de représentation énergétique macroscopique développée initialement au Laboratoire d’Électrotechnique et d’Électroniquede Puissance de Lille. Ce modèle a permis de développer le contrôle du véhicule. Ensuite, dans le quatrième chapitre, l’auteur présente la modélisation fonctionnelle du véhicule par machine d’état. Cela permet de prévoir le comportement du véhicule dans ses différentes phases de vie et de définir les transitions entre ces différentes phases. Cette étape deprototypage virtuel est essentielle afin de vérifier en amont la fonctionnalité du véhicule et sa sécurité.Enfin, le cinquième et dernier chapitre est entièrement consacré à la caractérisation expérimentale du véhicule. Les différents fonctionnements thermiques, électriques et hybrides sont testés lors de vrais essais de roulage.En conclusion, le travail de thèse a abouti à la réalisation d’un véhicule hybride. Les approches de dimensionnement des sources et de modélisation sont ainsi validées, tout en faisant également la preuve de la faisabilité d’une chaine cinématique hybride électrique avec couplage par la route. / The exhaustion, increased cost and location of fossil fuels on the one hand, and the environmental problems caused by emissions of CO2 in the atmosphere on the other hand, are forcing many automotive manufactures to develop major research programs in the designof electric vehicles and hybrid electric. In this context, this thesis aims to test the feasibility ofan innovative hybrid drivetrain consisting of a vehicle from existing heat and reduce engine power while adding motors integrated into the wheels of the rear axle. This work was conducted as part of a project funded by ADEME and also in collaboration with the car manufacturer Aixam-MEGA.More specifically, the thesis has focused on the design of energy sources, energy modeling and functional vehicle and finally the implementation and experimental characterization of the vehicle.In the first chapter, the author develops a literature review on the existing hybrid electric vehicles. This allows then to introduce the innovative concept of hybrid drivetrain described above, based somewhat on a road coupling powers of thermal and electric propulsion.In the second chapter the author discusses the design of energy sources focusing on ultracapacitors. It offers an analytical approach simple calculation based on the tasks set by the manufacturer Aixam-MEGA. Modules selected ultracapacitors are then characterized experimentally (capacity, internal resistance, storage efficiency ...) taking into account the effect of temperature.The third and fourth chapters are devoted to the modeling of the vehicle. First, the third chapter discusses the modeling efficiency of the vehicle. The vehicle has been fully modeled using the formalism of Energetic Macroscopic Representation initially developed at the Laboratory of Electrical and Power Electronics of Lille. This model has led to the development of vehicle control. Then, in the fourth chapter, the author presents the functional modeling of the vehicle state machine. This allows predicting the behavior of the vehicle in its different life phases and defining the transitions between these phases. This stage of virtual prototyping is essential to verify the functionality of the upstream and vehicle safety.Finally, the fifth and final chapter is devoted to the experimental characterization of the vehicle. The different operations thermal, electric and hybrid are tested in real taxi trials.In conclusion, the thesis has led to the realization of a hybrid vehicle. The design approaches and modeling of sources and are validated, while also demonstrated the feasibility of a hybrid electric powertrain coupling the road.

Future aircraft are likely to employ electrically powered actuators for adjusting flight control surfaces, and other high power transient loads. To meet the peak power demands of aircraft electric loads and to absorb regenerated power, an ultracapacitor-based energy storage system is examined in which a bidirectional dual active bridge DC-DC converter is used. This Thesis deals with the analysis, design, development and performance evaluation of the dual active bridge (DAB) converter, which can act as an interface between the ultracapacitor energy storage bank and the aircraft electrical power network. A steady-state analysis is performed for the DAB converter producing equations for the device RMS and average currents and the peak and RMS currents in the coupling inductor. This analysis focuses on understanding converter current shapes and identifying the zero-voltage switching (ZVS) boundary condition. A converter prototype was designed and built and its operation verified through SABER simulations confirming the accuracy of the analysis. Experimental results are included to support the analysis for 7kW, 20 kHz operating conditions giving a measured efficiency of 90%. To enhance the performance of the converter under light-loads, a quasi-square-wave mode of operation is proposed in which a dead-time is introduced either on the transformer primary voltage, or on the transformer secondary voltage, or simultaneously on both transformer primary and secondary. A similar detailed analysis as that for square-wave operation has been undertaken for all three cases and the converter performance was analysed focusing on ZVS operating range, impact of the RMS/peak inductor currents and converter efficiency. The theoretical work was validated through SABER simulations and proof of concept experimental measurements at 1kW, 20 kHz, which resulted in converter efficiency well above 91%. A 9%-17% improvement in efficiency and a 12%-17% improvement in ZVS operating range over square-wave operation are observed for similar operating conditions. Furthermore, a novel bidirectional current control technique for the DAB converter is presented. A SABER simulation has been performed and the converter operation is validated for square-wave and quasi-square-wave modes under steady-state and transient conditions.

This dissertation deals with the electrode materials, liquid and gel electrolytes suitable for supercapacitors. In the field of electrode materials were investigated carbon materials based on carbon blacks, expanded and micronized graphite suitable for supercapacitors working on the principle electrochemical double layer. Another area which this thesis deals with are aprotic liquid electrolytes prepared from suitable types of salts and aprotic solvents. The last part is focused on the preparation and subsequent electrochemical characterization of gel polymer electrolytes in order to increase the ionic conductivity of these electrolytes.

No description available.

Electrochemical capacitors or supercapacitors or ultracapacitors are potential energy storage devices that could help bringing major advances in future energy storage applications. Unlike batteries that store energy in chemical reactants capable of generating charge, electrochemical capacitors store energy directly through charge separation. Most electrochemical capacitors rely on carbon-based structures utilizing electrical double-layer capacitance effect. By contrast, a pseudocapacitor relies on charge stored due to fast faradaic charge-transfer processes with surface atoms. A combination of faradaic and non-faradaic components would generate hybrid electrochemical capacitors or hybrid ultracapacitors that attain high capacitance for pulse power and sustained energy. This thesis comprises studies pertaining to design, development and applications R&D on substrate-integrated lead-carbon hybrid ultracapacitors. The thesis comprises ten chapters. Chapter 1 is a brief introduction on essentials of electrochemical capacitors explaining their operating principles, classification and applications. Chapter 2 describes studies on materials for electrical double-layer capacitors. Activated carbons are the most common materials for electrical double-layer capacitors. Various activated carbon samples are screened as suitable materials for electrical double-layer capacitor followed by their optimization under varying experimental conditions to form the negative plate in the substrate-integrated lead-carbon hybrid ultracapacitor. Chapter 3 deals with the studies on design and development of 2 V substrate-integrated lead-carbon hybrid ultracapacitors with flooded, absorbent-glass-mat and silica-gel sulfuric acid electrolyte configurations. Lead-carbon hybrid ultracapacitors comprise substrate-integrated lead dioxide sheets as positive plates and high surface-area-carbon-coated graphite-sheets as negative plates. Operating principle for 2 V lead-carbon hybrid ultracapacitors is explained and optimization of their operating conditions along with their electrochemical performance is studied. Chapter 4 is a study on the integration of 2 V substrate-integrated lead-carbon hybrid ultracapacitors to 12 V devices. 12 V substrate-integrated lead-carbon hybrid ultracapacitors with flooded, absorbent-glass-mat and silica gel sulfuric acid electrolyte are developed by connecting six 2 V cells in series. These hybrid ultracapacitors exhibit high power-density values and excellent cycle-life. The problem of uneven performance among the six 2 V cells in the 12 V hybrid ultracapacitors is addressed and resolved by applying voltage-management cell-balancing circuitry. Chapter 5 details the studies on kilo-Farad range 12 V substrate-integrated lead-carbon hybrid ultracapacitors. The hybrid ultracapacitors are performance tested through a standard protocol. Thermal runaway in these hybrid ultracapacitors at high load currents is studied by thermal imaging. Studies on performance comparison between 12 V lead-carbon hybrid ultracapacitors with substrate-integrated and conventional pasted-positive plates are presented in Chapter 6. For substrate-integrated-positive plate lead-carbon hybrid ultracapacitors, capacitance and energy-density values are lower but power-density values are higher than pasted-positive plate configuration due to their shorter response-time. Accordingly, internal resistance values are lower for substrate-integrated lead-carbon hybrid ultracapacitors. Both types of lead-carbon hybrid ultracapacitors exhibit similar faradaic efficiency and cycle-life in excess of 100,000 pulse charge/discharge cycles with only a nominal loss in their capacitance values. Chapter 7 is a study on the design and development of low-cost substrate-integrated lead-carbon hybrid ultracapacitors using poly-aniline organic metal. The hybrid ultracapacitor employs flexible exfoliated graphite sheets as negative plate current-collectors, which are coated with a thin layer of poly-aniline to provide good adhesivity to activated carbon layer and good substrate-conductivity. These ultracapacitors are estimated to cost about 4 US$/Wh as compared to 20-30 US$/Wh for presently available commercial ultracapacitors. In Chapter 8, an application R&D study on the suitability of a substrate-integrated lead-carbon hybrid ultracapacitor bank in powering medical gadgets is described. A practical application that provides 30 W power back-up to medical gadgets for use in grid-power-deficient rural areas is presented. Chapter 9 is another application R&D study in realizing a photovoltaic stand-alone lighting system using substrate-integrated lead-carbon hybrid ultracapacitors. At present, harnessing solar electricity generated through photovoltaic cells with lead-acid batteries remains the most compelling option. But lead-acid batteries have encountered problems in photovoltaic installations, mainly due to their premature failure. To circumvent this problem, substrate-integrated lead-carbon hybrid ultracapacitors are developed for solar energy storage for a lighting application. The last Chapter of the thesis comprises field studies on substrate-integrated lead-carbon hybrid ultracapacitors. In the study, hybrid ultracapacitors are installed for lighting applications for field tests. Grid-power chargers and mechanical dynamos are introduced as fast-charging tools for hybrid ultracapacitors. It is hoped that the studies presented in this thesis would constitute a worthwhile contribution to science and technology of electrochemical capacitors. Considering the technology need, availability, safety and cost, substrate-integrated lead-carbon hybrid ultracapacitors are set to play a seminal role in future energy storage and management.