Specifying BEVs that suit ICEV drivers The development of requirements for Battery Electric Vehicles (BEVs) to satisfy current driving behaviours in premium internal combustion engine vehicles (ICEVs) Tim Holton Advanced Propulsion Group, Jaguar Land Rover
The development of a methodology Contents 1. Introduction Systems engineering perspectives 2. ICEV data source Jaguar Land Rover lease fleet data 3. Driving distances (BEV range) Trip chains & driver adjustments 2
1. Introduction systems engineering i. Engineering requirements Inadequate range Inadequate refuelling rate 16000kW Inadequate (public) refuelling locations Today 90kW for 80% charge (120kW peak) BEVs are uncompetitive when considering engineering metrics 3
1. Introduction a systems engineering perspective ii. Vehicle requirements are derived from customer requirements Customer Needs Requirements Definition Functional Validation Vehicle Conceptual Design Vehicle Testing Systems & Components Detailed Design Component Testing 4
1. Introduction a systems engineering perspective ii. Vehicle requirements are derived from customer requirements Customer Needs Travelling Behaviour Driving distance Parking locations Parking duration Willingness to adapt Vehicle Range capability (miles) Refuelling time (minutes) Refuelling energy (miles) Systems & Components Battery size (kwh) Battery C-rate Charging power(kw) Vehicle efficiency (wh/mile) Interoperability 5
2. ICEV data source InControl data from Jaguar Land Rover lease vehicles InControl sample dataset for existing drivers:- 800 vehicles, 450000 trips Total distance: 6.4 million miles Total duration: 360 vehicle years Mean daily distance: 48 miles (range of 20 to 50 miles quoted in the literature) How can we use this data to derive BEV requirements? 6
i. Trip Chains A trip chain is a sequence of trips bounded by a terminus park. EV Charging location The terminus park may be defined by:- an anchor location ( Home, Work, Anywhere ) and/or a threshold park duration (e.g. Overnight or >8 hours ) Terminus parks represent routine charging events Home Shop Terminus park Trip chain Terminus park School Intervening parks Intervening parks represent opportunity charging events Work My Electric Avenue, 2015 7
i. Trip chains applied to a 25000 mile p.a. driver with 37 mile commute 8
i. Trip chains applied to a 25000 mile p.a. driver with 37 mile commute >1hr terminus park Trip chain >8hr terminus park Driver 1-240 mile usable range BEV - satisfies ~90% of home overnight trip chains - adjustments for the remaining 10% Trip chain Overnight at home Overnight away from home Overnight at home Trip chain 9
i. Trip chains applied to two 25000 mile p.a. drivers with 37 mile commute Driver 1 Driver 2-240 mile usable range BEV - satisfies ~90% of home overnight trip chains - adjustments for the remaining 10% - 120 mile usable range BEV - satisfies ~90% of home overnight trip chains - adjustments for the remaining 10% Note: Both drive 25000 mile p.a., have a 37 mile commute, and maximum single trip distance of nearly 200 miles. Is it possible to relate Driving distance and % Adjustments to a population of users? 10
ii. Driver adjustments Ideal Journey and Parking behaviour Ability to swap transport Adjustments Flexible Travel plans Willingness to charge en route Real World Range Target Real World Charge Rate Adjustment is what allows a current ICE driver to accommodate BEV limitations Premium customers will always desire to minimise the level of adjustment required 11
% Customers accepting BEV ii. Relating Driving distance and %Adjustments to a population Usable BEV Range Number of days/year customer will Adjust n customers driving distance data 24 days public charge Premium customers 6 day public charge Usable BEV Range 12
ii. Relating Driving Distance and %Adjustments to a population A 200 mile usable range BEV:- 1. 1 Would fully satisfy the driving needs of 6% of sampled drivers 3 2 2. 2 To satisfy the driving needs of 86% then they would adjust up to 3 days per month (37 pa) 3. 3 To satisfy the driving needs of 100% then they would adjust up to 183 days pa 1 Home Overnight Charging Adjustments are either: 1. Change travel plans (Different car? Different day?) 2. Refuel en-route 13
ii. Correlation with Tesla real world drivers Tesla Model S85 and S90 drivers:- Trip chains always <200 miles 12% of Tesla drivers never use a supercharger (c.f. 6% at point ) 67% of Tesla drivers use a supercharger 40 times per annum (c.f. 86% at point ) 1 2 3 2 7% of Tesla drivers use a supercharger >183 times per annum (c.f. 0% at point 3 ) 1 Home Overnight Charging Differences will be partially due to different population samples 14
ii. Other factors to derive from ICEV data Ideal Journey and Parking behaviour Ability to swap transport Adjustments Flexible Travel plans Willingness to charge en route Real World Range Target Real World Charge Rate (1) What is Real World range? (2) What charge rate is required? (3) How do we quantify Willingness to charge en route? 15
THANK YOU Tim Holton Electrification Strategy & Benchmarking APG IDL, Warwick University CV4 7AL M +44(0)7881 234 105 tholton2@jaguarlandrover.com Jaguar Land Rover W/1/26 Abbey Road, Whitley Coventry CV3 4LF, UK jaguarlandrover.com 16