Actual Versus Estimated Utility Factor of a Large Set of Privately Owned Chevrolet Volts

Smart, John; Bradley, Thomas H.; Salisbury, Shawn

doi:10.4271/2014-01-1803

Cited by 30 publications

(29 citation statements)

References 3 publications

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“…These findings are also supported by other researchers using other travel datasets (Smart et al, 2014;Davis, 2014). Therefore, PHEVs' UFs reported by SAE (2009) may not well reflect the current travel behavior.…”

Section: Discussionsupporting

confidence: 91%

“…It is seen that the UFs obtained from the Seattle travel dataset are much larger than those from the 2001 NHTS dataset. These findings are consistent with those reported by Smart et al (2014) and Davis (2014). It indicates that the one-day travel data of multiple motorists in the 2001 NHTS dataset probably result in a higher share of long daily distance than the longitudinal Seattle travel dataset.…”

Section: Dvmt-based Vs Tour-based Ufssupporting

confidence: 95%

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Analysis of plug-in hybrid electric vehicles’ utility factors using GPS-based longitudinal travel data

Aviquzzaman

2015

Transportation Research Part C: Emerging Technologies

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a b s t r a c tThe benefit of using a PHEV comes from its ability to substitute gasoline with electricity in operation. Defined as the proportion of distance traveled in the electric mode, the utility factor (UF) depends mostly on the battery capacity, but also on many other factors, such as travel pattern and recharging pattern. Conventionally, the UFs are calculated based on the daily vehicle miles traveled (DVMT) by assuming motorists leave home in the morning with a full battery, and no charge occurs before returning home in the evening. Such an assumption, however, ignores the impact of the heterogeneity in both travel and charging behavior, such as going back home more than once in a day, the impact of available charging time, and the price of gasoline and electricity. Moreover, the conventional UFs are based on the National Household Travel Survey (NHTS) data, which are one-day travel data of each sample vehicle. A motorist's daily travel distance variation is ignored. This paper employs the GPS-based longitudinal travel data (covering 3-18 months) collected from 403 vehicles in the Seattle metropolitan area to investigate how such travel and charging behavior affects UFs. To do this, for each vehicle, we organized trips to a series of home and work related tours. The UFs based on the DVMT are found close to those based on home-to-home tours. On the other hand, it is seen that the workplace charge opportunities significantly increase UFs if the CD range is no more than 40 miles.

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Section: Discussionsupporting

confidence: 91%

Section: Dvmt-based Vs Tour-based Ufssupporting

confidence: 95%

Analysis of plug-in hybrid electric vehicles’ utility factors using GPS-based longitudinal travel data

Aviquzzaman

2015

Transportation Research Part C: Emerging Technologies

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“…In a grid connectable vehicle such as the Volt, the probability that a trip will be completed without requiring engine use depends on three factors: the length of the trip, the driving intensity of the trip, and the frequency of recharging [1,3]. In field usage, frequency of charging has exceeded 1 charge/day for many customers [4]. In terms of vehicle design, EV operation can be maximized by increasing the EV capability as well as the energy available for charge depletion.…”

Section: Introductionmentioning

confidence: 99%

The Next Generation “Voltec” Extended Range EV Propulsion System

Conlon

Blohm

Harpster

et al. 2015

SAE Int. J. Alt. Power.

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The Chevrolet Volt is an electric vehicle (EV) with extended-range (ER) that is capable of operation on battery power alone, and on power generated by an on-board gasoline engine after depletion of the battery charge. For 2016, GM has developed the next generation of the Volt vehicle and "Voltec" propulsion system.Building on the experience of the first generation Volt, the second generation targeted improved all-electric range, improved charge sustaining fuel economy, and improved performance. All of this was to be accomplished while maintaining the EV character of the first generation Volt which customers clearly valued.This paper describes the next generation "Voltec" system and the realized improvements in efficiency and performance. The features of the propulsion system components, including energy storage, transaxle, electric motors and power electronics, on-board charging, and engine are described and compared with the previous generation. Next, the transaxle powerflow is discussed and operation under typical driving conditions is explained. Finally, system efficiency and performance data, based on component tests, is presented and compared with the previous generation.This system includes a battery pack with greater energy density, a new transaxle with integrated power electronics and motors, and an engine with optimized displacement, direct injection, and other advanced features.As a result of these improvements, the second generation Volt vehicle is projected to achieve a 30% increase in EV range, an 11% improvement in charge sustaining label fuel economy, and improved vehicle performance both as an electric vehicle, and in extended range mode.

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“…4 This implies that the drivers are assumed to always charge when possible, in reality the charging frequency will be depending on the drivers charging habits, but our result serve to show the potential battery utilization. Driving behavior has for example been studied in [38].…”

Section: Battery Utilizationmentioning

confidence: 99%

“…In Italy, part of the data gathered for a huge amount of cars by a private company for insurance purposes are now used to analyze various aspects of electrification in and around the Firenze and Modena regions [34][35][36] Also many of the electric vehicles sold so far have been subject to various measurements. Part of the EV-project [37] includes collecting travel and recharging data from privately driven Chevrolet Volt [38]. Although it is highly important to understand the actual usage of PHEVs, these very early adopters of the PHEV technology cannot be expected to be representative for the general car owner.…”

Section: Introductionmentioning

confidence: 99%

Plug-in hybrid electric vehicles: How individual movement patterns affect battery requirements, the potential to replace conventional fuels, and economic viability

Björnsson

Karlsson

2015

Applied Energy

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Actual Versus Estimated Utility Factor of a Large Set of Privately Owned Chevrolet Volts

Cited by 30 publications

References 3 publications

Analysis of plug-in hybrid electric vehicles’ utility factors using GPS-based longitudinal travel data

Analysis of plug-in hybrid electric vehicles’ utility factors using GPS-based longitudinal travel data

The Next Generation “Voltec” Extended Range EV Propulsion System

Plug-in hybrid electric vehicles: How individual movement patterns affect battery requirements, the potential to replace conventional fuels, and economic viability

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