Batteries and Ultracapacitors for Electric, Hybrid, and Fuel Cell Vehicles

Burke, Andrew

doi:10.1109/jproc.2007.892490

Cited by 667 publications

(291 citation statements)

References 4 publications

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“…On the other hand, Li-ion batteries currently face challenges related to aging, cycle life, and relatively high cost. Technological improvements have positioned Li-ion as a likely candidate for use in future plug-in hybrids (28) and it is the electricity storage device considered in this analysis for both HEVs and PHEVs.…”

Section: Methodsmentioning

confidence: 99%

Life Cycle Assessment of Greenhouse Gas Emissions from Plug-in Hybrid Vehicles: Implications for Policy

Samaras

Meisterling

2008

Environ. Sci. Technol.

566

396

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Plug-in hybrid electric vehicles (PHEVs), which use electricity from the grid to power a portion of travel, could play a role in reducing greenhouse gas (GHG) emissions from the transport sector. However, meaningful GHG emissions reductions with PHEVs are conditional on low-carbon electricity sources. We assess life cycle GHG emissions from PHEVs and find that they reduce GHG emissions by 32% compared to conventional vehicles, but have small reductions compared to traditional hybrids. Batteries are an important component of PHEVs, and GHGs associated with lithium-ion battery materials and production account for 2-5% of life cycle emissions from PHEVs. We consider cellulosic ethanol use and various carbon intensities of electricity. The reduced liquid fuel requirements of PHEVs could leverage limited cellulosic ethanol resources. Electricity generation infrastructure is long-lived, and technology decisions within the next decade about electricity supplies in the power sector will affect the potential for large GHG emissions reductions with PHEVs for several decades.

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Section: Methodsmentioning

confidence: 99%

Life Cycle Assessment of Greenhouse Gas Emissions from Plug-in Hybrid Vehicles: Implications for Policy

Samaras

Meisterling

2008

Environ. Sci. Technol.

566

396

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“…Although the advantages and disadvantages of battery and hydrogen fuel cell technologies have all been identified and discussed elsewhere (IEA, 2004(IEA, , 2008King, 2007King, , 2008Tollefson, 2008) there is limited awareness of the strong synergies between them in road vehicle applications. Despite limited analysis comparing fuel cell and combustion engine range extenders for electric vehicles (Burke, 2007), BEVs and FCEVs are still largely seen as mutually exclusive future options. Moreover, the most recent high profile assessment of low carbon cars in the UK, the King Review (King, 2007), does acknowledge that a fuel mix including hydrogen and electricity is likely, but it implicitly assumes that this will be via different vehicle platforms, and not by a single vehicle with the capability to use both electricity and hydrogen.…”

Section: Introductionmentioning

confidence: 99%

“…Furthermore, despite studies comparing conventional, hybrid, electric and hydrogen fuel cell vehicles (Granovskii et al, 2006) there is limited literature on cost comparisons between fuel cell and fuel cell hybrids (Burke, 2007;Suppes, 2005Suppes, , 2006Van Mierlo and Maggetto, 2005). Suppes (Suppes, 2005(Suppes, , 2006 considered using a regenerative fuel cell to replace some of the batteries in a combustion engine hybrid configuration.…”

Section: Introductionmentioning

confidence: 99%

Comparative analysis of battery electric, hydrogen fuel cell and hybrid vehicles in a future sustainable road transport system

et al. 2010

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This is a pre-print version of: Offer, G.J., et al., Comparative analysis of battery electric, hydrogen fuel cell and hybrid vehicles in a future sustainable road transport system. Energy Policy (2009Policy ( ), doi:10.1016Policy ( /j.enpol.2009 AbstractThis paper compares battery electric vehicles (BEV) to hydrogen fuel cell electric vehicles (FCEV) and hydrogen fuel cell plug-in hybrid vehicles (FCHEV). Qualitative comparisons of technologies and infrastructural requirements, and quantitative comparisons of the lifecycle cost of the powertrain over 100,000 miles are undertaken, accounting for capital and fuel costs. A common vehicle platform is assumed. The 2030 scenario is discussed and compared to a conventional gasoline-fuelled internal combustion engine (ICE) powertrain. A comprehensive sensitivity analysis shows that in 2030 FCEVs could achieve lifecycle cost parity with conventional gasoline vehicles. However, both the BEV and FCHEV have significantly lower lifecycle costs. In the 2030 scenario, powertrain lifecycle costs of FCEVs range from $7,360 to $22,580, whereas those for BEVs range from $6,460 to $11,420 and FCHEVs, from $4,310 to $12,540. All vehicle platforms exhibit significant cost sensitivity to powertrain capital cost. The BEV and FCHEV are relatively insensitive to electricity costs but the FCHEV and FCV are sensitive to hydrogen cost. The BEV and FCHEV are reasonably similar in lifecycle cost and one may offer an advantage over the other depending on driving patterns. A key conclusion is that the best path for future development of FCEVs is the FCHEV.

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“…The goals for EVs are to operate at a temperature from −30 to +52 • C with a driving range of 300 miles per single charge and a use life of 15 years, according to the U.S. Advanced Battery Consortium (USABC) [2]. Implementation of rechargeable batteries for electrical vehicles (EVs) has become very popular because they can displace the consumption of fossil fuels and reduce the emissions of greenhouse gas [3]. Lithium-ion batteries are widely adopted due to their high energy and power density, high efficiency, high open-circuit cell voltage, broad temperature operating, and long lifespan [4].…”

Section: Introductionmentioning

confidence: 99%

State of the Art of Lithium-Ion Battery SOC Estimation for Electrical Vehicles

et al. 2018

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Sate of charge (SOC) accurate estimation is one of the most important functions in a battery management system for battery packs used in electrical vehicles. This paper focuses on battery SOC estimation and its issues and challenges by exploring different existing estimation methodologies. The key technologies of lithium-ion battery state estimation methodologies of the electrical vehicles categorized under five groups, such as the conventional method, adaptive filter algorithm, learning algorithm, nonlinear observer, and the hybrid method, are explored in an in-depth analysis. Lithium-ion battery characteristic, battery model, estimation algorithm, and cell unbalancing are the most important factors that affect the accuracy and robustness of SOC estimation. Finally, this paper concludes with the challenges of SOC estimation and suggests other directions for possible research efforts.

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Batteries and Ultracapacitors for Electric, Hybrid, and Fuel Cell Vehicles

Cited by 667 publications

References 4 publications

Life Cycle Assessment of Greenhouse Gas Emissions from Plug-in Hybrid Vehicles: Implications for Policy

Life Cycle Assessment of Greenhouse Gas Emissions from Plug-in Hybrid Vehicles: Implications for Policy

Comparative analysis of battery electric, hydrogen fuel cell and hybrid vehicles in a future sustainable road transport system

State of the Art of Lithium-Ion Battery SOC Estimation for Electrical Vehicles

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