Sensitivity of plug-in hybrid electric vehicle economics to drive patterns, electric range, energy management, and charge strategies

Neubauer, Jeremy; Brooker, Aaron; Wood, Eric

doi:10.1016/j.jpowsour.2012.07.055

Cited by 73 publications

(45 citation statements)

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“…We applied the BOM to compare the economics and utility of BEV battery swapping service plan (SP) options to more traditional DO options. We evaluated BEV battery swapping SPs via the following four steps: (1) identification of drive patterns best suited to a range extension SP, (2) modeling service usage statistics for the selected drive patterns, (3) calculation of the cost of SP options, and (4) evaluation of the economics of individuals driving realistically priced SPs.…”

Section: A Techno-economic Analysis Of Bev Service Providers Offeringmentioning

confidence: 99%

“…The BOM is an advanced TCO calculator that takes into account various vehicle and component cost scenarios, battery and fuel price forecasts, drive patterns, annual vehicle miles traveled (VMT), battery wear, purchase incentives, financing, ownership, and other criteria. Of particular relevance to this study is its ability to account for costs associated with thirdparty installation and operation of infrastructure, as well as the impact of complex battery duty cycles on battery wear [1][2].…”

Section: Total Cost Of Ownership Calculation Approachmentioning

confidence: 99%

“…Our methods and assumptions are generally consistent with those in our past studies [1][2], including use of 398 realworld longitudinal drive patterns from the Puget Sound Regional Council's Travel Choice Study (TCS) [3], except when explicitly noted otherwise. The vehicles employed for this study, summarized in Table 1, are the same as those in the Journal of Power Sources [1], where a variable drivetrain is adapted to a standard platform similar to that of a Chevy Cruze to yield a 9 second 0-60 mph acceleration time and, in the case of the BEVs, a specified range.…”

Section: Total Cost Of Ownership Calculation Approachmentioning

confidence: 99%

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A Techno-Economic Analysis of BEV Service Providers Offering Battery Swapping Services

Neubauer¹,

Pesaran²

2013

SAE Technical Paper Series

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Battery electric vehicles (BEVs) offer the potential to reduce both oil imports and greenhouse gas emissions, but high upfront costs, battery-limited vehicle range, and concern over high battery replacement costs may discourage potential buyers. A subscription model in which a service provider owns the battery and supplies access to battery swapping infrastructure could reduce upfront and battery replacement costs with a predictable monthly fee, while expanding BEV range. Assessing the costs and benefits of such a proposal are complicated by many factors, including customer drive patterns, the amount of required infrastructure, battery life, etc. The National Renewable Energy Laboratory has applied its Battery Ownership Model to compare the economics and utility of BEV battery swapping service plan options to more traditional direct ownership options. Our evaluation process followed four steps: (1) identifying drive patterns best suited to battery swapping service plans, (2) modeling service usage statistics for the selected drive patterns, (3) calculating the cost-of-service plan options, and (4) evaluating the economics of individual drivers under realistically priced service plans. A service plan option can be more costeffective than direct ownership for drivers who wish to operate a BEV as their primary vehicle where alternative options for travel beyond the single-charge range are expensive, and a full-coverage-yet-cost-effective regional infrastructure network can be deployed. However, under our assumed cost of gasoline, tax structure, and absence of purchase incentives, our calculations show the service plan BEV is rarely more cost-effective than direct ownership of a conventional vehicle.

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Section: A Techno-economic Analysis Of Bev Service Providers Offeringmentioning

confidence: 99%

Section: Total Cost Of Ownership Calculation Approachmentioning

confidence: 99%

Section: Total Cost Of Ownership Calculation Approachmentioning

confidence: 99%

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A Techno-Economic Analysis of BEV Service Providers Offering Battery Swapping Services

Neubauer¹,

Pesaran²

2013

SAE Technical Paper Series

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“…Nonetheless, a significant amount of attention has been given to PHEVs in the scientific literature. Popular topics are the optimization of battery capacity [28,[31][32][33], the environmental impact of the dual technology [34,35], and total cost of ownership [36][37][38][39]. Whereas the automotive industry regards PHEVs as an important asset for reaching future GHG and pollutant emission targets [40], the question remains which future market share this expensive dual technology is destined for, as EVs are gaining momentum and battery innovation aims for driving ranges equaling those of conventional petrol cars, while the cost difference decreases as well.…”

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confidence: 99%

In-Life Range Modularity for Electric Vehicles: The Environmental Impact of a Range-Extender Trailer System

et al. 2018

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Abstract:Purpose: In the light of decarbonizing the passenger car sector, several technologies are available today. In this paper, we distinguish plug-in hybrid electric vehicles (PHEV), electric vehicles (EV) with a modest battery capacity of 40 kWh, and long-range EVs with 90 kWh installed. Given that the average motorist only rarely performs long-distance trips, both the PHEV and the 90 kWh EV are considered to be over-dimensioned for their purpose, although consumers tend to perceive the 40 kWh EV's range as too limiting. Therefore, in-life range modularity by means of occasionally using a range-extender trailer for a 40 kWh EV is proposed, based on either a petrol generator as a short-term solution or a 50 kWh battery pack. Method: A life cycle assessment (LCA) is presented for comparing the different powertrains for their environmental impact, with the emphasis on local air quality and climate change. Therefore, the combination of a 40 kWh EV and the trailer options is benchmarked with a range of conventional cars and EVs, differentiated per battery capacity. Next, the local impact per technology is discussed on a well-to-wheel base for the specific situation in Belgium, with specific attention given to the contribution of non-exhaust emissions of PM due to brake, tyre, and road wear. Results: From a life cycle point of view, the trailer concepts outperform the 90 kWh EV for the discussed midpoint indicators as the latter is characterized by a high manufacturing impact and by a mass penalty resulting in higher contributions to non-exhaust PM formation. Compared to a petrol PHEV, both trailers are found to have higher contributions to diminished local air quality, given the relatively low use phase impact of petrol combustion. Concerning human toxicity, the impact is proportional to battery size, although the battery trailer performs better than the 90 kWh EV due to its occasional application rather than carrying along such high capacity all the time. For climate change, we see a clear advantage of both the petrol and the battery trailer, with reductions ranging from one-third to nearly sixty percent, respectively. Conclusion: Whereas electrified powertrains have the potential to add to better urban air quality, their life cycle impact cannot be neglected as battery manufacturing remains a substantial contributor to the EV's overall impact. Therefore, in-life range modularity helps to reduce this burden by offering an extended range only when it is needed. This is relevant to bridge the years up until cleaner battery chemistries break through, while the energy production sector increases the implementation of renewables. Petrol generator trailers are no long-term solution but should be seen as an intermediate means until battery technology costs have further dropped to make it economically feasible to commercialize battery trailer range-extenders. Next, active regulation is required for non-exhaust PM emissions as they could dominate locally in the future if more renewables would be applied in the electrici...

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“…Driving habits can be divided into two topics for consideration: (1) trip patterns, i.e., the distribution of trip times and distances, and (2) aggression, i.e., the level of acceleration and the velocity characteristics of travel. Investigation of trip patterns in [1] and [2] found that the variation in the distribution of daily miles traveled observed in real-world, multi-day drive data [3] produces significant variation in gasoline savings and total cost of ownership.Herein, we focus on driver aggression to (1) assess its variation within large, real-world drive datasets, (2) quantify its effect on both vehicle efficiency and economics for multiple vehicle types, (3) compare these results to those of standard drive cycles commonly used in the industry, and (4) create a representative drive cycle for future analyses where standard drive cycles are lacking. By doing so, we aim to supply an approach for vehicle performance simulation and testing that accurately captures the variation between different drivers, in particular for high-level techno-economic analyses performed using the National Renewable Energy Laboratory's (NREL's) Battery Ownership Model.…”

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confidence: 99%

Accounting for the Variation of Driver Aggression in the Simulation of Conventional and Advanced Vehicles

Neubauer

Wood

2013

SAE Technical Paper Series

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Hybrid electric vehicles, plug-in hybrid electric vehicles, and battery electric vehicles offer the potential to reduce both oil imports and greenhouse gases, as well as to offer a financial benefit to the driver. However, assessing these potential benefits is complicated by several factors, including the driving habits of the operator. We focus on driver aggression, i.e., the level of acceleration and velocity characteristic of travel, to (1) assess its variation within large, real-world drive datasets, (2) quantify its effect on both vehicle efficiency and economics for multiple vehicle types, (3) compare these results to those of standard drive cycles commonly used in the industry, and (4) create a representative drive cycle for future analyses where standard drive cycles are lacking. INTRODUCTIONHybrid electric vehicles (HEVs), plug-in hybrid electric vehicles (PHEVs), and battery electric vehicles (BEVs) offer the potential to reduce both oil imports and greenhouse gases, as well as to offer a financial benefit to the driver. However, assessing these potential benefits is complicated by several factors, including the local climate, the cleanliness of the grid supplying electricity (for PHEVs and BEVs), and the driving habits of the operator, among many other things. Driving habits can be divided into two topics for consideration: (1) trip patterns, i.e., the distribution of trip times and distances, and (2) aggression, i.e., the level of acceleration and the velocity characteristics of travel. Investigation of trip patterns in [1] and [2] found that the variation in the distribution of daily miles traveled observed in real-world, multi-day drive data [3] produces significant variation in gasoline savings and total cost of ownership.Herein, we focus on driver aggression to (1) assess its variation within large, real-world drive datasets, (2) quantify its effect on both vehicle efficiency and economics for multiple vehicle types, (3) compare these results to those of standard drive cycles commonly used in the industry, and (4) create a representative drive cycle for future analyses where standard drive cycles are lacking. By doing so, we aim to supply an approach for vehicle performance simulation and testing that accurately captures the variation between different drivers, in particular for high-level techno-economic analyses performed using the National Renewable Energy Laboratory's (NREL's) Battery Ownership Model. This work is supported by the U.S. Department of Energy's Vehicle Technologies Program. ANALYSISIn this study, we apply a high-resolution vehicle simulator to real-world drive data to calculate a distribution of vehicle efficiencies for multiple vehicle types and operational modes. We then analyze these distributions and compare them to standard drive cycles commonly employed in the industry. From there, we synthesize and validate an artificial drive cycle that characterizes the average of the complete set of real-world drive data. We also describe in detail a set of associated scaling f...

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Sensitivity of plug-in hybrid electric vehicle economics to drive patterns, electric range, energy management, and charge strategies

Cited by 73 publications

References 3 publications

A Techno-Economic Analysis of BEV Service Providers Offering Battery Swapping Services

A Techno-Economic Analysis of BEV Service Providers Offering Battery Swapping Services

In-Life Range Modularity for Electric Vehicles: The Environmental Impact of a Range-Extender Trailer System

Accounting for the Variation of Driver Aggression in the Simulation of Conventional and Advanced Vehicles

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