Impact of Technology on Electric Drive Fuel Consumption and Cost
|
|
- Virgil Harris
- 5 years ago
- Views:
Transcription
1 SAE Impact of Technology on Electric Drive Fuel Consumption and Cost Copyright 2012 SAE International A. Moawad, N. Kim, A. Rousseau Argonne National Laboratory ABSTRACT In support of the U.S Department of Energy s Vehicle Technologies Program, numerous vehicle technology combinations have been simulated using Autonomie. Argonne National Laboratory (Argonne) designed and wrote the Autonomie modeling software to serve as a single tool that could be used to meet the requirements of automotive engineering throughout the development process, from modeling to control, offering the ability to quickly compare the performance and fuel efficiency of numerous powertrain configurations. For this study, a multitude of vehicle technology combinations were simulated for many different vehicles classes and configurations, which included conventional, power split hybrid electric vehicle (HEV), power split plug-in hybrid electric vehicle (PHEV), extendedrange EV (E-REV)-capability PHEV, series fuel cell, and battery electric vehicle. In this paper, the results are examined to compare the extent to which each of these technologies reduces fuel consumption and which combination of technologies produces the best trade-off between cost and fuel consumption. The main questions are whether it is cost effective to use advanced technologies, such as PHEVs, and how far we should or could electrify vehicles to obtain fuel consumption improvements at reasonable costs. Several timeframes are considered 2010, 2015, 2020, 2030, and 2045 to track electric drive evolution through time. INTRODUCTION The U.S. Department of Energy (DOE) Vehicle Technologies Program (VTP) is developing more energy-efficient and environmentally friendly highway transportation technologies that will enable America to use less petroleum. The long-term aim is to develop leapfrog technologies that will provide Americans with greater freedom of mobility and energy security, while lowering costs and reducing impacts on the environment. The DOE VTP examines pre-competitive, high-risk research needed to develop the: Component and infrastructure technologies necessary to enable a full range of affordable cars and light trucks. Fueling infrastructure to reduce the dependence of the nation s personal transportation system on imported oil and minimize harmful vehicle emissions, without sacrificing freedom of mobility and freedom of vehicle choice. As part of this ambitious program, numerous technologies are addressed, including engines, energy storage systems, fuel-cell systems, hydrogen storage, electric machines, and materials, among others. The 1993 Government Performance and Results Act (GPRA) holds federal agencies accountable for using resources wisely and achieving program results. GPRA requires agencies to develop plans for what they intend to accomplish, measure how well they are doing, make appropriate decisions on the basis of the information they have gathered, and communicate information about their performance to Congress and to the public. Every year, a report is published [1] to assess the results and benefits of the different programs. Owing to the large number of component and powertrain technologies considered, the benefits were simulated using Autonomie [2]. Argonne designed Autonomie to serve as a single tool that can be used to meet the requirements of automotive engineering throughout the development process, from modeling to control. Autonomie, a forward-looking model developed using MathWorks tools, offers the ability to quickly compare powertrain configurations and component technologies from a performance and fuel-efficiency point of view. Page 1 of 18
2 The current study evaluates the benefits of the light-duty vehicle research conducted at the U.S. Department of Energy from fuel efficiency and cost perspectives. AUTONOMIE SOFTWARE A detailed description of the software can be found in the recent Light-Duty Vehicle Fuel Consumption Displacement Potential up to 2045 report. [15] METHODOLOGY To evaluate the fuel-efficiency benefits of advanced vehicles, each vehicle is designed from the ground up based on each component s assumptions. The fuel efficiency is then simulated using the Urban Dynamometer Driving Schedule (UDDS) and Highway Federal Emissions Test (HWFET) cycles. The vehicle costs are calculated from the components characteristics (power, energy, weight, etc.). Both the cost and fuel efficiency values are then used to define the market penetration of each technology and finally to estimate the amount of fuel saved. The process is highlighted in Figure 1. This paper will focus on the first phase of the project: fuel efficiency and cost. Assumptions Vehicle Simulation Fuel Electricity Cost Market Penetration Fuel Saved Figure 1 - Process to evaluate vehicle fuel efficiency and cost of advanced technologies To properly assess the benefits of future technologies, several options were considered, as shown in Figure 2: Five vehicle classes: compact, midsize car, small sports utility vehicle (SUV), medium SUV, and pickup truck; Six timeframes: reference ( Ref, same as 2010 low), 2010, 2015, 2020, 2030, and 2045; Five powertrain configurations: conventional, HEV, PHEV, fuel-cell HEV, and EV; Four fuels: gasoline, diesel, ethanol, and hydrogen; and Three risk levels: low, average, and high cases. These correspond, respectively, to 10% uncertainty (aligned with original equipment-manufacturer [OEM] improvements based on regulations), 50% uncertainty, and 90% uncertainty (aligned with aggressive technology advancement based on the DOE VTP). These levels are explained more fully below. Overall, more than 2,000 vehicles were defined and simulated in Autonomie. This paper does not address micro or mild hybrids and does not focus on emissions. Page 2 of 18 Figure 2 - Vehicle classes, timeframes, configurations, fuels, and risk levels considered
3 For each component, assumptions were made (i.e., efficiency, power density), and three separate values were defined to represent the (1) 90th percentile, (2) 50th percentile, and (3) 10th percentile. A 90% probability means that the technology has a 90% chance of being available at the time considered. For each vehicle considered, the cost assumptions also follow the triangular uncertainty (Figure 3). Each set of assumptions, however, is used for each vehicle, and the most efficient components are not automatically the cheapest. As a result, for each vehicle considered, we simulated three options for fuel efficiency. Each of these three options also has three values representing the cost uncertainties [3]. Hereafter this uncertainty will be represented in the figures with an error bar. Figure 3 - Uncertainty process description The reference case used in the study is considered to be the low-uncertainty 2010 case. 1. COMPONENT ASSUMPTIONS 1.A ENGINE Several state-of-the-art internal combustion engines (ICEs) were selected as the baseline for the fuels considered: gasoline (spark ignition or SI), diesel (compression ignition or CI), ethanol (E85), and hydrogen (H 2 ). The gasoline, diesel, and ethanol engines used for reference conventional vehicles were provided by automotive car manufacturers, while the port-injected hydrogen engine data were generated at Argonne [5]. The engines used for HEVs and PHEVs are based on Atkinson cycles, generated from test data collected at Argonne s dynamometer testing facility [4]. Table 1 shows the engines selected as a baseline for the study. Table 1 - Engines selected Fuel Source Displacement (L) Peak Power (kw) SI (Conventional) Car Manufacturer CI Car Manufacturer H 2 Argonne E85 (Conventional) Car Manufacturer SI/E85 (HEV) Argonne The peak efficiencies of the different fuels and technologies are shown in Figure 4. Page 3 of 18
4 1.B FUEL CELL SYSTEM Figure 4 ICE peak efficiency for diesel, hydrogen, and gasoline fuels Extensive research and development is being conducted on fuel-cell (FC) vehicles because of their potential for high efficiency and low (even zero) emissions. Because fuel-cell vehicles remain expensive and demand for hydrogen is limited at present, very few fueling stations are being built. To try to accelerate the development of a hydrogen economy, some OEMs in the automotive industry have been working on a hydrogen-fueled ICE as an intermediate step. Figure 5 shows the evolution of the fuel-cell system peak efficiencies. Currently, the peak fuel-cell efficiency is assumed to be at 55% and is projected to increase to 60% by A value of 60% has already been demonstrated in laboratories and therefore is expected to be implemented soon in vehicles. The peak efficiencies will remain constant in the future, as most research is expected to focus on reducing cost and increasing durability. Figure 5 - Fuel-cell system efficiency Figure 6 shows that the costs are projected to lower from a current level of $80/kW (values based on high production volume) to an average of $25/kW in 2045 (with uncertainty ranging from between $15 to $30/kW). These costs are based on an assumed production of 500,000 units per year. Page 4 of 18
5 1.C HYDROGEN STORAGE Figure 6 - Fuel-cell system cost The evolution of hydrogen storage systems is vital to the introduction of hydrogen-powered vehicles. As in the case of the fuel-cell systems, all of the assumptions used for hydrogen storage were based on values provided by DOE. Overall, the volumetric capacity dramatically increases between the reference case and 2045 (Figure 7). 1.D ELECTRIC MACHINE Figure 7 - Hydrogen storage capacity in terms of hydrogen quantity Two different electric machines will be used as references in the study: The power-split vehicles run with a permanent magnet electric machine (similar to that used in the Toyota Camry [6]), which has a peak power of 105 kw and a peak efficiency of 95%. The series configuration (fuel cell) and electric vehicles use an induction electric machine with a peak power of 72 kw and a peak efficiency of 95%. Page 5 of 18
6 Figure 8 - Motor power and peak efficiency values 1.E ENERGY SYSTEM STORAGE The battery used for the HEV reference case is a nickel metal Hydride (NiMH) battery. It is assumed that this technology is the most likely to be used until The model used is similar to the one found in the Toyota Prius. For PHEV applications, all of the vehicles are run with a lithium-ion battery model from Argonne [7]. After a long period of time, batteries lose some of their power and energy capacity. To maintain the same performance at the end of life (EOL) compared to the beginning of life (BOL), an oversize factor is applied while sizing the batteries for both power and energy. These factors are supposed to represent the percentage of power and energy that will not be provided by the battery at the EOL as compared to the initial power and energy given by the manufacturer. The oversize factor is reduced over time to reflect an improvement in the ability of batteries to deliver the same (uniform) performance throughout their life cycles (Figure 9). Page 6 of 18 Figure 9 Battery oversizing factors and SOC window. Figure 10 shows battery cost. The battery cost for HEV applications will decrease over time for all cases, but the reduction is more aggressive for the high case between 2010 and The batteries are expected to be less than one-half the cost in the 2045 high case.
7 PHEV and EV battery energy costs are very close to each other. For both, the battery cost significantly decreases over time, starting at $600/kWh and ending up, in the 2045 high case, at $100/kWh for PHEVs and EVs. 1.F VEHICLE Figure 10 - Battery cost One of the main factors affecting fuel consumption is vehicle weight. Lowering the weight ( lightweighting ) reduces the forces required to follow the vehicle speed trace. As a result, the components can be downsized, resulting in the use of smaller components and decreased fuel consumption. However, the impact of lightweighting is not the same for all of the powertrain configurations, with studies showing that the technology has greater influence in lowering fuel consumption in conventional vehicles than it does in their electric-drive counterparts [8] (Figure 11). Figure 11 Glider mass and cost Reductions in rolling resistance, frontal area, and drag coefficient also have the potential to improve fuel consumption significantly, as these factors also lead to a reduction in the force required at the wheel (Figure 12). Page 7 of 18
8 Figure 12 Frontal area, drag coefficient and rolling resistance for all classes. 2. VEHICLE TECHNICAL SPECIFICATIONS All of the vehicles have been sized to meet the same requirements: Initial vehicle movement (IVM) to 60 mi/h in 9 sec +/ 0.1 sec, Maximum grade of 6% at 65 mi/h at gross vehicle weight (GVW), and Maximum vehicle speed >100 mi/h. These requirements are a good representation of the current American automotive market as well as American drivers expectations. Table 2 summarizes the travel distances with a full tank of fuel for the different powertrains. The vehicles using gasoline, diesel, or ethanol fuel have been sized for a distance of 500 miles on the combined driving cycle based on unadjusted fuel consumption. All vehicles have a range of at least 320 miles except the EV (150 miles) and the hydrogen vehicles. Table 2 - Travel distances in miles Timeframe Vehicle Type Ref Conv. H HEV H 2, FC PHEV H 2, FC AER a AER AER AER AER AER EV a AER = all-electric range. Input mode power-split configurations, similar to those used in the Toyota Camry, were selected for all HEV and PHEV applications using engines. The series fuel cell configurations use a two-gear transmission to be able to achieve the maximum vehicle speed requirement. The vehicle-level control strategies employed for each configuration have been defined in previous publications [9, 10, 11, 12, 13, and 14]. 3. VEHICLE SIZING Page 8 of 18
9 Several automated sizing algorithms were developed to provide a fair comparison between technologies. These algorithms are specific to the powertrain (i.e., conventional, power-split, series, electric) and the application (i.e., HEV, PHEV). As shown in Figure 13, the engine power for all of the powertrains decreases over time. The powertrain power-split HEV is the one with the highest engine power reduction ranging from 6% to 36%, whereas power for the conventional engine decreases only by 3% to 27%. The engine power is higher when the all-electric range (AER) range increases because the power is sized on the basis of acceleration and grade and because the different PHEVs (for the same fuel) vary from one another only by having a successively larger battery (and thus a heavier car). Figure 13 - Engine power for gasoline powertrain for a midsize car The ICE power changes linearly with the vehicle mass, as shown in Figure 14. Thus, for every 100-kg reduction to the vehicle mass, the engine power decreases by approximately 10 kw. Power in kw SI Conv CI Conv H2 Conv E85 Conv Mass in kg Figure 14 - Vehicle mass vs. power Figure 15 shows the electric machine power for the gasoline HEVs and PHEVs. The electric machines used for the PHEV10 and PHEV20 cases are sized to have the ability to follow the UDDS drive cycle in EV mode, while those used for the PHEV30 and PHEV40 cases allow the vehicles to follow the US06 drive cycle. It is important to note the fact that the vehicles have the ability to drive the UDDS in electric mode the control strategy employed during fuel efficiency simulation which is based on blended operation. However, the power does not increase significantly compared to HEVs for the power-split configuration. Page 9 of 18
10 Figure 15 - Electric machine power for gasoline HEV and PHEVs for a midsize vehicle Figure 16 shows the battery power for HEV, PHEV, and EV applications. The sensitivity of battery power to vehicle mass increases with the degree of electrification (i.e., it is higher for battery electric vehicles [BEVs], then PHEVs, and finally HEVs). y 200 SI Split HEV SI PHEV FC HEV 150 FC PHEV BEV Power in kw Mass in kg VEHICLE SIMULATION RESULTS Figure 16 - Battery power vs. vehicle mass The vehicles were simulated on both the UDDS and HWFET drive cycles. The fuel consumption values and ratios presented in Table 3 are based on unadjusted values. The cold-start penalties were defined for each powertrain technology option on the basis of available data collected at Argonne s dynamometer facility and available in the literature. This percentage is the penalty applied after simulation to the fuel Economy value since all simulations are assumed to run under hot conditions. Page 10 of 18
11 Table 3 Cold-start penalty values Powertrain Ref Conventional 12% Power-Split HEV 8% Power-Split PHEV 6% Fuel Cell HEV 0% Fuel Cell PHEV 0% Electric 5% 4.A EVOLUTION OF HEVs VS. CONVENTIONAL VEHICLES The comparisons between power-split HEVs and conventional gasoline vehicles (same year, same case) in Figure 17 show that the ratios increase slightly for diesel, gasoline, and ethanol. However, the hydrogen case shows a decrease over time: the hydrogen HEV consumes 31% in 2010 and 40% less in 2045, meaning that hydrogen vehicles will benefit more from hybridization in the future than will comparable conventional vehicles. Figure 17 - Ratio of fuel consumption gasoline equivalent (unadjusted combined) in comparison to the conventional gasoline same year, same case, for midsize Figure 18 shows the vehicle cost ratios between HEVs and conventional vehicles. As expected, HEVs remain more expensive than do conventional vehicles; however, the difference significantly decreases because costs associated with the battery and electric machine fall faster than do those of conventional engines. Page 11 of 18
12 Figure 18 - HEV vehicle cost ratio compared to gasoline conventional vehicle of the same year 4.B EVOLUTION OF HEVs VS. FUEL CELL VEHICLES Figure 19 shows the fuel consumption comparison between HEVs and FC HEVs for the case of the midsize car. First, note that technology for fuel cell vehicles will continue to provide better fuel efficiency than the technology for the HEVs, with ratios above 1. However, the ratios vary over time, depending upon the fuel considered. The ratio for the gasoline HEV increases over time because most improvements considered for the engine occur at low power and consequently do not significantly impact the fuel efficiency in hybrid operating mode. Both diesel and ethanol HEVs follow the same trend than the gasoline. Because of the larger improvements considered for the hydrogen engine, the hydrogen power split shows the best improvement in fuel consumption in comparison to the fuel cell technology. Indeed, in 2010, the hydrogen HEV vehicle consumes nearly 18% more fuel than the fuel cell HEV vehicle, but in 2045, this difference is reduced to 9%. Page 12 of 18 Figure 19 - Ratio of fuel consumption gasoline equivalent unadjusted combined in comparison to the fuel cell HEV same year, same case for midsize vehicles Figure 20 shows the vehicle cost comparison between HEVs and FC HEVs. Note that the cost difference between both technologies is expected to decrease over time. The diesel fuel will become more expensive for all technology uncertainty cases, with a ratio ranging from 1.02 to 1.1.
13 Figure 20 - HEV vehicle cost ratio compared to an FC HEV vehicle of the same year 4.C EVOLUTION OF PHEVS The fuel consumption evolution for power-split PHEVs is similar to that of power-split HEVs with a gasoline engine (Figure 21). Figure 21 - Fuel consumption evolution for PHEVs, gasoline engine, midsize car Table 4 shows and confirms that PHEVs improvement ranges from 10% to 50% with gasoline engines for the HEV powertrain. Table 4 - Fuel consumption (l/100km) of PHEVs for gasoline engine for midsize vehicle Page 13 of 18 Ref Low High Percentage Improvement Low High Conventional HEV PHEV PHEV PHEV PHEV
14 Electric consumption tends to decrease over time for all PHEV ranges because vehicle becomes lighter and therefore component sizing smaller; however, notice that E-REV electric consumption is almost twice as much as that of split. This result is attributable to the configuration itself in addition to the fact that the vehicles are being sized on US06 drive cycles for the E-REV, so more power is needed to follow the cycle leading to bigger component sizes. Figure 22 - Electric consumption for PHEVs, gasoline engine, midsize car Figure 23 shows that there is a linear relationship between vehicle mass and electric consumption: the larger the vehicle, the higher the electrical consumption. It can be said that for every 200-kg decrease in mass, there is a 50 Wh/mile reduction in electric consumption. Electric Consumption (Wh/mile) Compact Midsize Small SUV Midsize SUV Pickup Vehicle Mass (kg) Figure 23 - Electric consumption in charge-depleting (CD) + charge sustaining (CS) modes for gasoline-powered split PHEVs Page 14 of 18
15 4.D TRADE-OFF BETWEEN FUEL EFFICIENCY AND COST Figure 24 shows similar trends for HEVs independent of ICE technology. The overall trend is decreasing, which means lower fuel consumption and lower cost. Gasoline and ethanol HEVs offer the best trade-offs over time, with the hydrogen HEV becoming competitive in the 2045 timeframe. Cost ($) Ref Dark Blue = SI Green = CI Yellow = H2 Red = E Fuel Consumption (gallons/100mile) 0.5 Figure 24 - Incremental Cost vs. fuel consumption for Midsize HEV Figure 25 shows a comparison of all of the powertrains, considering gasoline fuel only. The main conclusion is that conventional vehicles are more likely to improve in fuel efficiency than in cost, whereas the higher the electrification level, the more the improvement focuses on cost. For example, the incremental cost for the PHEV40 decreases from $31,950 to $6,236 between 2010 and 2045, whereas the incremental cost for the conventional gasoline vehicle increases from $0 to $845 over the same period. Cost ($) 4 x Dark Blue = Conv Green = Split HEV Orange = Split PHEV10 Red = Split PHEV20 Light Blue = Erev PHEV30 Yellow = Erev PHEV Fuel Consumption (gallons/100mile) 0 Page 15 of 18 Figure 25 - Incremental cost (in comparison to the reference conventional gasoline vehicle manufacturing cost) as a function of fuel consumption for gasoline vehicles Figure 26 shows the trade-offs between fuel consumption and increased costs for all powertrains and fuels compared to the conventional gasoline reference. Overall, the vehicles on the bottom right would provide the best fuel consumption for the least additional cost. All years, all cases, and all fuels are presented.
16 Cost ($) 4 x Conv Split HEV Split PHEV FC HEV FC PHEV Fuel Consumption (gallons/100mile) 0 Figure 26 - Incremental cost (in comparison to the gasoline conventional reference vehicle) as a function of fuel consumption for all powertrains. REFERENCES [1] Available at: [2] Available at: [3] Henrion, M. (2008). Guide to Estimating Unbiased Probability Distributions for Energy R&D Results. DOE Risk Analysis Group. [4] Bohn, T.A. (2005). Implementation of a Non-Intrusive In-Vehicle Engine Torque Sensor for Benchmarking the Toyota Prius HEV. SAE paper , presented at the SAE World Congress & Exhibition, Detroit, Mich., April. [5] Wallner, T., and H. Lohse-Busch (2007). Performance, Efficiency, and Emissions Evaluation of a Supercharged, Hydrogen- Powered, 4-Cylinder Engine. SAE paper , presented at the SAE Fuels and Emissions Conference, Capetown, South Africa, January. Available at: [6] Olszewski, M. (2008). Evaluation of the 2007 Toyota Camry Hybrid Synergy Drive System, Report for the U.S. Department of Energy, Jan. [7] Sharer, P., A. Rousseau, P. Nelson, and S. Pagerit (2006). Vehicle Simulation Results for PHEV Battery Requirements, 22nd International Electric Vehicle Symposium (EVS22), Yokohama, Oct. [8] Pagerit, S., P. Sharer, and A. Rousseau (2006). Fuel Economy Sensitivity to Vehicle Mass for Advanced Vehicle Powertrains. SAE paper , presented at the SAE World Congress & Exhibition, Detroit, Mich., April. [9] Freyermuth, V., E. Fallas, and A. Rousseau (2008). Comparison of Powertrain Configuration for Plug-in HEVs from a Fuel Economy Perspective, SAE paper , SAE World Congress, Detroit, Mich., April. [10] Rousseau, A., P. Sharer, S. Pagerit, and M. Duoba (2006). Integrating Data, Performing Quality Assurance, and Validating the Vehicle Model for the 2004 Prius Using PSAT, SAE paper , SAE World Congress, Detroit, Mich., April. [11] Pagerit, S., A. Rousseau, and P. Sharer (2005). Global Optimization to Real Time Control of HEV Power Flow: Example of a Fuel Cell Hybrid Vehicle, 20th International Electric Vehicle Symposium (EVS20), Monaco, April. [12] Sharer, P., A. Rousseau, D. Karbowski, and S. Pagerit (2008). Plug-in Hybrid Electric Vehicle Control Strategy: Comparison between EV and Charge-Depleting Options, SAE paper , SAE World Congress, Detroit, Mich., April. [13] Cao, Q., S. Pagerit, R. Carlson, and A. Rousseau (2007). PHEV Hymotion Prius Model Validation and Control Improvements, 23rd International Electric Vehicle Symposium (EVS23), Anaheim, Calif., Dec. [14] Karbowski, D., A. Rousseau, S. Pagerit, and P. Sharer (2006). Plug-in Vehicle Control Strategy: From Global Optimization to Real Time Application, 22nd International Electric Vehicle Symposium (EVS22), Yokohama, Japan, Oct. [15] Moawad, A., Sharer, P., Rousseau, A. Light-Duty Vehicle Fuel Consumption Displacement Potential up to Report at: CONTACT INFORMATION Page 16 of 18
17 Aymeric Rousseau Vehicle Modeling and Simulation Manager (630) Ayman Moawad Research Engineer (630) ACKNOWLEDGMENTS This study was supported by the United States Department of Energy s (DOE s) FreedomCAR and Vehicle Technology Office under the direction of David Anderson and Lee Slezak. The submitted report has been created by UChicago Argonne, LLC, Operator of Argonne National Laboratory (Argonne). Argonne, a DOE Office of Science laboratory, is operated under Contract No. DE-AC02-06CH The U.S. Government retains for itself, and others acting on its behalf, a paid-up, nonexclusive, irrevocable worldwide license in said article to reproduce, prepare derivative works, distribute copies to the public, and perform publicly and display publicly, by or on behalf of the Government. DEFINITIONS/ABBREVIATIONS AER Argonne BEV BOL CD CI CS DOE E85 EOL E-REV FC GPRA H 2 HEV HWFET ICE NiMH OEM PHEV PHEV 10 and 20 PHEV 30 and 40 PSAT SI SUV all-electric range Argonne National Laboratory battery-powered electric vehicle beginning-of-life charge depleting compression ignition charge sustaining U.S. Department of Energy blend of 85% ethanol and 15% gasoline by weight end of life extended-range EV fuel cell Government Performance and Results Act hydrogen hybrid electric vehicle Highway Federal Emissions Test internal combustion engine nickel metal hydride original equipment manufacturer plug-in hybrid electric vehicle PHEV with 10 or 20 miles of all-electric range PHEV with 30 or 40 miles of all-electric range Powertrain System Analysis Toolkit spark ignition sport utility vehicle UDDS Urban Dynamometer Driving Schedule Page 17 of 18
18 US06 VTP duty cycle with aggressive highway driving Vehicle Technologies Program (DOE) Page 18 of 18
Evolution of Hydrogen Fueled Vehicles Compared to Conventional Vehicles from 2010 to 2045
29--8 Evolution of Hydrogen Fueled Vehicles Compared to Conventional Vehicles from 2 to Antoine Delorme, Aymeric Rousseau, Phil Sharer, Sylvain Pagerit, Thomas Wallner Argonne National Laboratory Copyright
More informationImpact of Advanced Technologies on Medium-Duty Trucks Fuel Efficiency
2010-01-1929 Impact of Advanced Technologies on Medium-Duty Trucks Fuel Efficiency Copyright 2010 SAE International Antoine Delorme, Ram Vijayagopal, Dominik Karbowski, Aymeric Rousseau Argonne National
More informationLight-duty-vehicle fuel consumption, cost and market penetration potential by 2020
EVS26 Los Angeles, California, May 6-9, 2012 Light-duty-vehicle fuel consumption, cost and market penetration potential by 2020 Jacob Ward 1, Ayman Moawad 2, Namdoo Kim 3, Aymeric Rousseau 4 1 U.S. Department
More informationFuel Economy Potential of Advanced Configurations from 2010 to 2045
Fuel Economy Potential of Advanced Configurations from 2010 to 2045 IFP HEV Conference November, 2008 Aymeric Rousseau Argonne National Laboratory Sponsored by Lee Slezak U.S. DOE Evaluate Vehicle Fuel
More informationImpact of Drive Cycles on PHEV Component Requirements
Paper Number Impact of Drive Cycles on PHEV Component Requirements Copyright 2008 SAE International J. Kwon, J. Kim, E. Fallas, S. Pagerit, and A. Rousseau Argonne National Laboratory ABSTRACT Plug-in
More informationImpact of Real-World Drive Cycles on PHEV Battery Requirements
Copyright 29 SAE International 29-1-133 Impact of Real-World Drive Cycles on PHEV Battery Requirements Mohammed Fellah, Gurhari Singh, Aymeric Rousseau, Sylvain Pagerit Argonne National Laboratory Edward
More informationImpact of Fuel Cell and Storage System Improvement on Fuel Consumption and Cost
Page WEVJ8-0305 EVS29 Symposium Montréal, Québec, Canada, June 19-22, 2016 Impact of Fuel Cell and Storage System Improvement on Fuel Consumption and Cost Namdoo Kim 1, Ayman Moawad 1, Ram Vijayagopal
More informationContents. Figures. iii
Contents Executive Summary... 1 Introduction... 2 Objective... 2 Approach... 2 Sizing of Fuel Cell Electric Vehicles... 3 Assumptions... 5 Sizing Results... 7 Results: Midsize FC HEV and FC PHEV... 8 Contribution
More informationThermal Model Developments for Electrified Vehicles
EVS28 KINTEX, Korea, May 3-6, 215 Thermal Model Developments for Electrified Vehicles Namwook Kim 1, Namdoo Kim 1, Aymeric Rousseau 1 1 Argonne National Laboratory, 97 S. Cass Ave, Lemont, IL6439, USA
More informationCONTENTS. Acknowledgements... vii. Notation... viii. Preface... xi. Abstract... xii. Executive Summary... 1
CONTENTS Acknowledgements... vii Notation... viii Preface... xi Abstract... xii Executive Summary... 1 ES.1 Powertrain Sizing... 2 ES.2 Fuel Efficiency... 3 ES.2.1 Evolution of Fuel Compared with Reference
More informationPHEV Control Strategy Optimization Using MATLAB Distributed Computing: From Pattern to Tuning
PHEV Control Strategy Optimization Using MATLAB Distributed Computing: From Pattern to Tuning MathWorks Automotive Conference 3 June, 2008 S. Pagerit, D. Karbowski, S. Bittner, A. Rousseau, P. Sharer Argonne
More informationCONTENTS. Acknowledgements... vii. Notation... viii. Preface... xi. Abstract... xii. Executive Summary... 1
October 2018 CONTENTS Acknowledgements... vii Notation... viii Preface... xi Abstract... xii Executive Summary... 1 ES.1 Powertrain Sizing... 2 ES.2 Fuel Efficiency... 2 ES.2.1 Evolution of Fuel Compared
More informationComparing the powertrain energy and power densities of electric and gasoline vehicles
Comparing the powertrain energy and power densities of electric and gasoline vehicles RAM VIJAYAGOPAL Argonne National Laboratory 20 July 2016 Ann Arbor, MI Overview Introduction Comparing energy density
More informationAUTONOMIE [2] is used in collaboration with an optimization algorithm developed by MathWorks.
Impact of Fuel Cell System Design Used in Series Fuel Cell HEV on Net Present Value (NPV) Jason Kwon, Xiaohua Wang, Rajesh K. Ahluwalia, Aymeric Rousseau Argonne National Laboratory jkwon@anl.gov Abstract
More informationPlug-in Hybrid Electric Vehicle Control Strategy Parameter Optimization
Plug-in Hybrid Electric Vehicle Control Strategy Parameter Optimization Aymeric Rousseau 1, Sylvain Pagerit 2, and David Wenzhong Gao 3 1 Center for Transportation Research, Argonne National Laboratory,
More informationImpact of Component Size on Plug-In Hybrid Vehicle Energy Consumption Using Global Optimization
Page 0092 Impact of Component Size on Plug-In Hybrid Vehicle Energy Consumption Using Global Optimization Dominik Karbowski*, Chris Haliburton*, and Aymeric Rousseau* Plug-in hybrid electric vehicles are
More informationEvaluation of Ethanol Blends for PHEVs using Engine-in-the-Loop
Evaluation of Ethanol Blends for PHEVs using Engine-in-the-Loop Neeraj Shidore, Andrew Ickes, Thomas Wallner, Aymeric Rousseau, Mehrdad Ehsani* Argonne National Laboratory, Texas A&M University* nshidore@anl.gov
More informationRoute-Based Energy Management for PHEVs: A Simulation Framework for Large-Scale Evaluation
Transportation Technology R&D Center Route-Based Energy Management for PHEVs: A Simulation Framework for Large-Scale Evaluation Dominik Karbowski, Namwook Kim, Aymeric Rousseau Argonne National Laboratory,
More informationComparison of Powertrain Configuration Options for Plug-in HEVs from a Fuel Economy Perspective
SAE 2012-01-1027 Comparison of Powertrain Configuration Options for Plug-in HEVs from a Fuel Economy Perspective Copyright 2012 SAE International Namdoo Kim, Jason Kwon, and Aymeric Rousseau Argonne National
More informationUsing Trip Information for PHEV Fuel Consumption Minimization
Using Trip Information for PHEV Fuel Consumption Minimization 27 th International Battery, Hybrid and Fuel Cell Electric Vehicle Symposium (EVS27) Barcelona, Nov. 17-20, 2013 Dominik Karbowski, Vivien
More informationPLUG-IN VEHICLE CONTROL STRATEGY: FROM GLOBAL OPTIMIZATION TO REAL-TIME APPLICATION
PLUG-IN VEHICLE CONTROL STRATEGY: FROM GLOBAL OPTIMIZATION TO REAL-TIME APPLICATION Dominik Karbowski Argonne National Laboratory Aymeric Rousseau, Sylvain Pagerit, Phillip Sharer Argonne National Laboratory
More informationMODELING ELECTRIFIED VEHICLES UNDER DIFFERENT THERMAL CONDITIONS
MODELING ELECTRIFIED VEHICLES UNDER DIFFERENT THERMAL CONDITIONS Namwook Kim, Neeraj Shidore, Dominik Karbowski, Aymeric Rousseau Argonne National Laboratory Electrical consumption (wh/milie) Temperature
More informationFuel Consumption Potential of Different Plugin Hybrid Vehicle Architectures in the European and American Contexts
Fuel Consumption Potential of Different Plugin Hybrid Vehicle Architectures in the European and American Contexts A. Da Costa, N. Kim, F. Le Berr, N. Marc, F. Badin, A. Rousseau IFP Energies nouvelles
More informationFair Comparison of Powertrain Configurations for Plug-In Hybrid Operation Using Global Optimization
9--4 Fair Comparison of Powertrain Configurations for Plug-In Hybrid Operation Using Global Optimization Copyright 9 SAE International Dominik Karbowski, Sylvain Pagerit, Jason Kwon, Aymeric Rousseau Argonne
More informationImpact of Battery Characteristics on PHEV Fuel Economy
Impact of Battery Characteristics on PHEV Fuel Economy Abstract Aymeric Rousseau, Neeraj Shidore, Richard Carlson, Dominik Karbowski Argonne National Laboratory Plug-in hybrid electric vehicles (PHEVs)
More informationBenefits of Fuel Cell Range Extender for Medium-Duty Vehicle Applications
World Electric Vehicle Journal Vol. 6 - ISSN 2032-6653 - 2013 WEVA Page Page 0452 EVS27 Barcelona, Spain, November 17 20, 2013 Benefits of Fuel Cell Range Extender for Medium-Duty Vehicle Applications
More informationValidation and Control Strategy to Reduce Fuel Consumption for RE-EV
Validation and Control Strategy to Reduce Fuel Consumption for RE-EV Wonbin Lee, Wonseok Choi, Hyunjong Ha, Jiho Yoo, Junbeom Wi, Jaewon Jung and Hyunsoo Kim School of Mechanical Engineering, Sungkyunkwan
More informationEvaluation of Ethanol Blends for Plug-In Hybrid Vehicles Using Engine in the Loop
2012-01-1280 Evaluation of Ethanol Blends for Plug-In Hybrid Vehicles Using Engine in the Loop Neeraj Shidore (1), Andrew Ickes (1), Thomas Wallner (1), Aymeric Rousseau (1), James Sevik (1), Mehrdad Ehsani
More informationReal Driving Emission and Fuel Consumption (for plug-in hybrids)
Real Driving Emission and Fuel Consumption (for plug-in hybrids) A3PS Eco-Mobility 2016 Vienna, October 17-18, 2016 Henning Lohse-Busch, Ph.D. hlb@anl.gov Argonne National Laboratory Argonne s Advanced
More informationSystem Analysis of the Diesel Parallel Hybrid Vehicle Powertrain
System Analysis of the Diesel Parallel Hybrid Vehicle Powertrain Kitae Yeom and Choongsik Bae Korea Advanced Institute of Science and Technology ABSTRACT The automotive industries are recently developing
More informationVEHICLE ELECTRIFICATION INCREASES EFFICIENCY AND CONSUMPTION SENSITIVITY
VEHICLE ELECTRIFICATION INCREASES EFFICIENCY AND CONSUMPTION SENSITIVITY Henning Lohse-Busch, Ph.D. Argonne National Laboratory Argonne s Center for Transportation Research Basic & Applied Combustion Research
More informationBenefits of Fuel Cell Range Extender for Medium Duty Application
Benefits of Fuel Cell Range Extender for Medium Duty Application Aymeric Rousseau, Phil Sharer Presented by: R. Vijayagopal Argonne National Laboratory, USA Objectives What is the impact of doubling the
More informationUse of National Household Travel Survey (NHTS) Data in Assessment of Impacts of PHEVs on Greenhouse Gas (GHG) Emissions and Electricity Demand
Use of National Household Travel Survey (NHTS) Data in Assessment of Impacts of PHEVs on Greenhouse Gas (GHG) Emissions and Electricity Demand By Yan Zhou and Anant Vyas Center for Transportation Research
More informationPlug-in Hybrid Systems newly developed by Hynudai Motor Company
World Electric Vehicle Journal Vol. 5 - ISSN 2032-6653 - 2012 WEVA Page 0191 EVS26 Los Angeles, California, May 6-9, 2012 Plug-in Hybrid Systems newly developed by Hynudai Motor Company 1 Suh, Buhmjoo
More informationLINAMAR Success in a Rapidly Changing Automotive Industry
LINAMAR Success in a Rapidly Changing Automotive Industry Linda Hasenfratz Chief Executive Officer January 2019 Linamar Diversified Global Manufacturing Diversified Manufactured Products that Power Vehicles,
More informationMECA0500: PLUG-IN HYBRID ELECTRIC VEHICLES. DESIGN AND CONTROL. Pierre Duysinx
MECA0500: PLUG-IN HYBRID ELECTRIC VEHICLES. DESIGN AND CONTROL Pierre Duysinx Research Center in Sustainable Automotive Technologies of University of Liege Academic Year 2017-2018 1 References R. Bosch.
More informationFUTURE OF POWERTRAIN TECHNOLOGY
Craig Balis July 31, 2018 FUTURE OF POWERTRAIN TECHNOLOGY C.A.R. Management Briefing Conference 2 HONEYWELL OVERVIEW $40.5B in sales for 2017 54% of sales outside the U.S. 23,000 engineers worldwide 11,000
More informationIPRO Spring 2003 Hybrid Electric Vehicles: Simulation, Design, and Implementation
IPRO 326 - Spring 2003 Hybrid Electric Vehicles: Simulation, Design, and Implementation Team Goals Understand the benefits and pitfalls of hybridizing Gasoline and Diesel parallel hybrid SUVs Conduct an
More information2010 Advanced Energy Conference. Electrification Technology and the Future of the Automobile. Mark Mathias
2010 Advanced Energy Conference Electrification Technology and the Future of the Automobile Mark Mathias Electrochemical Energy Research Lab General Motors R&D New York, NY Nov. 8, 2010 Transitioning From
More informationBackground and Considerations for Planning Corridor Charging Marcy Rood, Argonne National Laboratory
Background and Considerations for Planning Corridor Charging Marcy Rood, Argonne National Laboratory This document summarizes background of electric vehicle charging technologies, as well as key information
More informationHYDROGEN. Turning up the gas. Jon Hunt. Manager Alternative Fuels TOYOTA GB CCS HFC 2019
HYDROGEN Turning up the gas Jon Hunt Manager Alternative Fuels TOYOTA GB ~7,800 Mirai sold globally = production capacity 106 Mirai in the UK 4,650 USA / 2,700 Japan / 400 Europe Largest UK Station Operator
More informationPlug-in Hybrid Electric Vehicle Control Strategy Parameter Optimization
Plug-in Hybrid Electric Vehicle Control Strategy Parameter Optimization Abstract Aymeric Rousseau, Sylvain Pagerit Argonne National Laboratory 97 S Cass Ave, IL 6439, USA 63-5-76 63-5-3443 (fax) E-mail:
More information48V Battery System Design for Mild Hybrid Applications. Angela Duren 11 February 2016
48V Battery System Design for Mild Hybrid Applications Angela Duren 11 February 2016 OEM Portfolio Planning; A Balanced Strategy for Fuel Economy Low voltage hybrids are a cost effective solution for higher
More informationDevelopment of a Plug-In HEV Based on Novel Compound Power-Split Transmission
Page WEVJ7-66 EVS8 KINEX, Korea, May 3-6, 5 velopment of a Plug-In HEV Based on Novel Compound Power-Split ransmission ong Zhang, Chen Wang,, Zhiguo Zhao, Wentai Zhou, Corun CHS echnology Co., Ltd., NO.888
More informationThe Case for Plug-In Hybrid Electric Vehicles. Professor Jerome Meisel
The Case for Plug-In Hybrid Electric Vehicles Professor Jerome Meisel School of Electrical Engineering Georgia Institute of Technology jmeisel@ee.gatech.edu PSEC Tele-seminar: Dec. 4, 2007 Dec. 4, 2007
More informationIA-HEV Task 15. Plug-in Hybrid Electric Vehicles. Phase 1 Findings & Phase 2 Recommendations
IA-HEV Task 15. Plug-in Hybrid Electric Vehicles. Phase 1 Findings & Phase 2 Recommendations Danilo J. Santini, Operating Agent, Phase 1 Aymeric Rousseau, Operating Agent, Phase 2 Center for Transportation
More informationVehicle Validation using PSAT/Autonomie. Antoine Delorme, Aymeric Rousseau, Sylvain Pagerit, Phil Sharer Argonne National Laboratory
Vehicle Validation using PSAT/Autonomie Antoine Delorme, Aymeric Rousseau, Sylvain Pagerit, Phil Sharer Argonne National Laboratory Outline Validation Process Light Duty Conventional Vehicles Mild Hybrids
More informationDiverse and Dynamic Automotive Propulsion landscape and it s impact on adoptions of Electric vehicles
Diverse and Dynamic Automotive Propulsion landscape and it s impact on adoptions of Electric vehicles Presented by Gerard Strayhorn CFO/Finance Director Chrysler de Mexico With appreciation Jay Iyengar
More informationDeakin Research Online
Deakin Research Online This is the published version: Shams-Zahraei, Mojtaba and Kouzani, Abbas Z. 2009, A study on plug-in hybrid electic vehicles, in TENCON 2009 : Proceedings of the 2009 IEEE Region
More informationFE151 Aluminum Association Inc. Impact of Vehicle Weight Reduction on a Class 8 Truck for Fuel Economy Benefits
FE151 Aluminum Association Inc. Impact of Vehicle Weight Reduction on a Class 8 Truck for Fuel Economy Benefits 08 February, 2010 www.ricardo.com Agenda Scope and Approach Vehicle Modeling in MSC.EASY5
More informationPlug-in Hybrid Vehicles
Plug-in Hybrid Vehicles Bob Graham Electric Power Research Institute Download EPRI Journal www.epri.com 1 Plug-in Hybrid Vehicles Attracting Attention at the Nation s Highest Level President Bush February
More informationAnalysis of regenerative braking effect to improve fuel economy for E-REV bus based on simulation
EVS28 KINTEX, Korea, May 3-6, 2015 Analysis of regenerative braking effect to improve fuel economy for E-REV bus based on simulation Jongdai Choi 1, Jongryeol Jeong 1, Yeong-il Park 2, Suk Won Cha 1 1
More informationOn the Cost Effectiveness of Electric Drive in Suburbia
The submitted manuscript has been created by Argonne National Laboratory, a U.S. Department of Energy laboratory managed by UChicago Argonne, LLC, under Contract No. DE-AC02-06CH11357. The U.S. Government
More informationCOMPONENT AND SUBSYSTEM EVALUATION IN A SYSTEMS CONTEXT USING HARDWARE IN THE LOOP
COMPONENT AND SUBSYSTEM EVALUATION IN A SYSTEMS CONTEXT USING HARDWARE IN THE LOOP Neeraj Shidore, Henning Lohse-Busch, Ryan W Smith, Ted Bohn, Philip B Sharer Argonne National Laboratory, 9700 South Cass
More informationSIL, HIL, and Vehicle Fuel Economy Analysis of a Pre- Transmission Parallel PHEV
EVS27 Barcelona, Spain, November 17-20, 2013 SIL, HIL, and Vehicle Fuel Economy Analysis of a Pre- Transmission Parallel PHEV Jonathan D. Moore and G. Marshall Molen Mississippi State University Jdm833@msstate.edu
More informationPlug-In Hybrid Electric Vehicle Energy Storage System Design
National Renewable Energy Laboratory Innovation for Our Energy Future A national laboratory of the U.S. Department of Energy Office of Energy Efficiency & Renewable Energy Plug-In Hybrid Electric Vehicle
More informationDirect Injection Ethanol Boosted Gasoline Engines: Biofuel Leveraging For Cost Effective Reduction of Oil Dependence and CO 2 Emissions
Direct Injection Ethanol Boosted Gasoline Engines: Biofuel Leveraging For Cost Effective Reduction of Oil Dependence and CO 2 Emissions D.R. Cohn* L. Bromberg* J.B. Heywood Massachusetts Institute of Technology
More informationFuture Lithium Demand in Electrified Vehicles. Ted J. Miller
Future Lithium Demand in Electrified Vehicles Ted J. Miller August 5, 2010 Outline Vehicle Electrification at Ford Advanced Battery Technology Lithium Batteries Electrified Vehicle Market Forecasts Key
More informationSummary briefing on four major new mass-reduction assessment for light-duty vehicles
Summary briefing on four major new mass-reduction assessment for light-duty vehicles In 2010-2012, in the development of US passenger vehicle standards for model years 2017-2025, there were many questions
More informationAnalysis of Fuel Economy and Battery Life depending on the Types of HEV using Dynamic Programming
World Electric Vehicle Journal Vol. 6 - ISSN 2032-6653 - 2013 WEVA Page Page 0320 EVS27 Barcelona, Spain, November 17-20, 2013 Analysis of Fuel Economy and Battery Life depending on the Types of HEV using
More informationWe will read an excerpt for a lecture by Prof. John Heywood, author of our text.
ME410 Day 39 Future of the IC Engine Improvements in the current paradigm Competing technology - fuel cell Comparing technologies Improvements in the Current Paradigm We will read an excerpt for a lecture
More informationResearch Report. FD807 Electric Vehicle Component Sizing vs. Vehicle Structural Weight Report
RD.9/175.3 Ricardo plc 9 1 FD7 Electric Vehicle Component Sizing vs. Vehicle Structural Weight Report Research Report Conducted by Ricardo for The Aluminum Association 9 - RD.9/175.3 Ricardo plc 9 2 Scope
More informationNancy Homeister Manager, Fuel Economy Regulatory Strategy and Planning
SLIDE 0 Nancy Homeister Manager, Fuel Economy Regulatory Strategy and Planning Automotive Product Portfolios in the Age of CAFE Wednesday, February 13, 2013 SLIDE 0 SLIDE 1 1 SLIDE 1 SLIDE 2 The Four Pillars
More informationBattery Evaluation for Plug-In Hybrid Electric Vehicles
Battery Evaluation for Plug-In Hybrid Electric Vehicles Mark S. Duvall Electric Power Research Institute 3412 Hillview Avenue Palo Alto, CA 9434 Abstract-This paper outlines the development of a battery
More informationExecutive Summary. Light-Duty Automotive Technology and Fuel Economy Trends: 1975 through EPA420-S and Air Quality July 2006
Office of Transportation EPA420-S-06-003 and Air Quality July 2006 Light-Duty Automotive Technology and Fuel Economy Trends: 1975 through 2006 Executive Summary EPA420-S-06-003 July 2006 Light-Duty Automotive
More informationEnergy Storage System Requirements for Hybrid Fuel Cell Vehicles
Energy Storage System Requirements for Hybrid Fuel Cell Vehicles Tony Markel, Matthew Zolot, Keith B. Wipke, and Ahmad A. Pesaran National Renewable Energy Laboratory 1617 Cole Blvd. Golden, Colorado 841
More informationArgonne Mobility Research Impending Electrification. Don Hillebrand Argonne National Laboratory
Argonne Mobility Research Impending Electrification Don Hillebrand Argonne National Laboratory 2018 Argonne: DOE s Largest Transportation Research Program Located 25 miles from the Chicago Loop, Argonne
More informationOn the Road to the Future Powertrain. David Johnson President and CEO Achates Power
On the Road to the Future Powertrain David Johnson President and CEO Achates Power Prof Daniel Sperling, University of California Davis Number of vehicles will double Need for sharply reduced fuel consumption
More informationOptimal Control Strategy Design for Extending. Electric Vehicles (PHEVs)
Optimal Control Strategy Design for Extending All-Electric Driving Capability of Plug-In Hybrid Electric Vehicles (PHEVs) Sheldon S. Williamson P. D. Ziogas Power Electronics Laboratory Department of Electrical
More informationD6.5 Public report on experience & results from FCEV city car demonstration in Oslo
D6.5 Public report on experience & results from FCEV city car demonstration in Oslo Final Report Dissemination level: PU February 2013 Page 1 of 13 Introduction WP6 Deliverable D6.5 Public report on experience
More informationInfluences on the market for low carbon vehicles
Influences on the market for low carbon vehicles 2020-30 Alex Stewart Senior Consultant Element Energy Low CVP conference 2011 1 About Element Energy London FC bus, launched December 2010 Riversimple H2
More informationEvaluation of Fuel Consumption Potential of Medium and Heavy Duty Vehicles through Modeling and Simulation
Evaluation of Fuel Consumption Potential of Medium and Heavy Duty Vehicles through Modeling and Simulation Report to National Academy of Sciences 500 Fifth Street NW Washington DC 20001 October 23, 2009
More informationElectric vehicles a one-size-fits-all solution for emission reduction from transportation?
EVS27 Barcelona, Spain, November 17-20, 2013 Electric vehicles a one-size-fits-all solution for emission reduction from transportation? Hajo Ribberink 1, Evgueniy Entchev 1 (corresponding author) Natural
More informationEvaluation of Homogeneous Charge Compression Ignition (HCCI) Engine Fuel Savings for Various Electric Drive Powertrains
Evaluation of Homogeneous Charge Compression Ignition (HCCI) Engine Fuel Savings for Various Electric Drive Powertrains Antoine Delorme, Aymeric Rousseau, Thomas Wallner, Elliott Ortiz-Soto 2, Aris Babajimopoulos
More informationPerformance Evaluation of Electric Vehicles in Macau
Journal of Asian Electric Vehicles, Volume 12, Number 1, June 2014 Performance Evaluation of Electric Vehicles in Macau Tze Wood Ching 1, Wenlong Li 2, Tao Xu 3, and Shaojia Huang 4 1 Department of Electromechanical
More informationChris Pick. Ford Motor Company. Vehicle Electrification Technologies and Industry Approaches
Chris Pick Manager, Global Electrification Business Strategy Ford Motor Company Vehicle Electrification Technologies and Industry Approaches Agenda Drivers for Electrification and Technology Background
More informationThe Hybrid and Electric Vehicles Manufacturing
Photo courtesy Toyota Motor Sales USA Inc. According to Toyota, as of March 2013, the company had sold more than 5 million hybrid vehicles worldwide. Two million of these units were sold in the US. What
More informationGlobal Optimization to Real Time Control of HEV Power Flow: Example of a Fuel Cell Hybrid Vehicle
Global Optimization to Real Time Control of HEV Power Flow: Example of a Fuel Cell Hybrid Vehicle Sylvain Pagerit, Aymeric Rousseau, Phil Sharer Abstract Hybrid Electrical Vehicle (HEV) fuel economy highly
More informationA Techno-Economic Analysis of BEVs with Fast Charging Infrastructure. Jeremy Neubauer Ahmad Pesaran
A Techno-Economic Analysis of BEVs with Fast Charging Infrastructure Jeremy Neubauer (jeremy.neubauer@nrel.gov) Ahmad Pesaran Sponsored by DOE VTO Brian Cunningham David Howell NREL is a national laboratory
More informationHigh Pressure Fuel Processing in Regenerative Fuel Cells
High Pressure Fuel Processing in Regenerative Fuel Cells G. J. Suppes, J. F. White, and Kiran Yerrakondreddygari Department of Chemical Engineering University of Missouri-Columbia Columbia, MO 65203 Abstract
More informationPowertrain Acceptance & Consumer Engagement Study. Chrysler Powertrain Research March
Powertrain Acceptance & Consumer Engagement Study Chrysler Powertrain Research March 2008 1 Research Objectives The 2010 Morpace Powertrain Acceptance & Consumer Engagement (PACE) study builds upon the
More informationJames Goss, Mircea Popescu, Dave Staton. 11 October 2012, Stuttgart, Germany
Implications of real-world drive cycles on efficiencies and life cycle costs of two solutions for HEV traction: Synchronous PM motor vs Copper Rotor - IM James Goss, Mircea Popescu, Dave Staton 11 October
More informationAccelerated Testing of Advanced Battery Technologies in PHEV Applications
Page 0171 Accelerated Testing of Advanced Battery Technologies in PHEV Applications Loïc Gaillac* EPRI and DaimlerChrysler developed a Plug-in Hybrid Electric Vehicle (PHEV) using the Sprinter Van to reduce
More informationDOE s Focus on Energy Efficient Mobility Systems
DOE s Focus on Energy Efficient Mobility Systems David L. Anderson Energy Efficient Mobility Systems Program Vehicle Technologies Office Automated Vehicle Symposium San Francisco, California July 13, 2017
More informationGrid Services From Plug-In Hybrid Electric Vehicles: A Key To Economic Viability?
Grid Services From Plug-In Hybrid Electric Vehicles: A Key To Economic Viability? Paul Denholm (National Renewable Energy Laboratory; Golden, Colorado, USA); paul_denholm@nrel.gov; Steven E. Letendre (Green
More informationHybrid Electric Vehicle End-of-Life Testing On Honda Insights, Honda Gen I Civics and Toyota Gen I Priuses
INL/EXT-06-01262 U.S. Department of Energy FreedomCAR & Vehicle Technologies Program Hybrid Electric Vehicle End-of-Life Testing On Honda Insights, Honda Gen I Civics and Toyota Gen I Priuses TECHNICAL
More informationFundamentals and Classification of Hybrid Electric Vehicles Ojas M. Govardhan (Department of mechanical engineering, MIT College of Engineering, Pune)
RESEARCH ARTICLE OPEN ACCESS Fundamentals and Classification of Hybrid Electric Vehicles Ojas M. Govardhan (Department of mechanical engineering, MIT College of Engineering, Pune) Abstract: Depleting fossil
More informationMODELING, VALIDATION AND ANALYSIS OF HMMWV XM1124 HYBRID POWERTRAIN
2014 NDIA GROUND VEHICLE SYSTEMS ENGINEERING AND TECHNOLOGY SYMPOSIUM POWER & MOBILITY (P&M) TECHNICAL SESSION AUGUST 12-14, 2014 - NOVI, MICHIGAN MODELING, VALIDATION AND ANALYSIS OF HMMWV XM1124 HYBRID
More informationKenta Furukawa, Qiyan Wang, Masakazu Yamashita *
Resources and Environment 2014, 4(4): 200-208 DOI: 10.5923/j.re.20140404.03 Assessment of the Introduction of Commercially Available Hybrid Automobiles - Comparison of the Costs of Driving Gasoline-fueled
More informationBenefits of greener trucks and buses
Rolling Smokestacks: Cleaning Up America s Trucks and Buses 31 C H A P T E R 4 Benefits of greener trucks and buses The truck market today is extremely diverse, ranging from garbage trucks that may travel
More informationEvaluation of Fuel Consumption Potential of Medium and Heavy Duty Vehicles through Modeling and Simulation
Evaluation of Fuel Consumption Potential of Medium and Heavy Duty Vehicles through Modeling and Simulation Report to National Academy of Sciences 500 Fifth Street NW Washington DC 20001 October 23, 2009
More informationDriving an Industry: Medium and Heavy Duty Fuel Cell Electric Truck Component Sizing
Page WEVJ8-0078 EVS29 Symposium Montréal, Québec, Canada, June 19-22, 2016 Driving an Industry: Medium and Heavy Duty Fuel Cell Electric Truck Component Sizing J.Marcinkoski 1, R.Vijayagopal 2, J.Kast
More information2011 Advanced Energy Conference -Buffalo, NY
2011 Advanced Energy Conference -Buffalo, NY Electrification Technology and the Future of the Automobile Mark Mathias Electrochemical Energy Research Lab General Motors R&D Oct. 13, 2011 Transitioning
More informationCost-Effective Hybrid-Electric Powertrains
Cost-Effective Hybrid-Electric Powertrains November 3, 2003 Troy, Michigan Dr. Alex Severinsky Ted Louckes Fred Frederiksen 1 Content Sources of improvements in fuel economy Basis for cost-effective design
More informationVehicle retail price estimation
Vehicle retail price estimation Table of contents This document has changed from version 2c of March 2007 with regard to the Diesel vehicle price estimation 1 Main price assumptions for components and
More informationTransmission Technology contribution to CO 2 roadmap a benchmark
Transmission Technology contribution to CO 2 roadmap a benchmark Martin Bahne Director Attribute System Engineering Ulrich Frey Technical specialist Agenda Introduction Transmission Technology Benchmark
More informationPHEV: HEV with a larger battery to allow EV operation over a distance ( all electric range AER)
ECEN507 Lecture 0: HEV & Series HEV HEVs and PHEVs HEV: combination of a gasoline powered internal combustion engine (ICE) or an alternative power (e.g. fuel cell) electric drives: electric machines and
More informationEVs and PHEVs environmental and technological evaluation in actual use
Énergies renouvelables Production éco-responsable Transports innovants Procédés éco-efficients Ressources durables EVs and PHEVs environmental and technological evaluation in actual use F. Badin, IFPEN,
More informationThe influence of thermal regime on gasoline direct injection engine performance and emissions
IOP Conference Series: Materials Science and Engineering PAPER OPEN ACCESS The influence of thermal regime on gasoline direct injection engine performance and emissions To cite this article: C I Leahu
More informationA comparison of the impacts of Euro 6 diesel passenger cars and zero-emission vehicles on urban air quality compliance
A comparison of the impacts of Euro 6 diesel passenger cars and zero-emission vehicles on urban air quality compliance Introduction A Concawe study aims to determine how real-driving emissions from the
More information