A Comparative Assessment of Electric Propulsion Systems in the 2030 US Light-Duty Vehicle Fleet

Kromer, Matthew; Heywood, John B.

doi:10.4271/2008-01-0459

Cited by 58 publications

(52 citation statements)

References 9 publications

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“…The current-voltage characteristics of the fuel cell stack are represented by characteristic curves (Kromer et al [7]) Mass and heat balances are taken into consideration in order to determine the compression and expansion work on the air side, on the one hand, and the available heat, on the other. If required, the latter decreases the thermal power needed to heat the vehicle interior (see below).…”

Section: Dynamic Simulationmentioning

confidence: 99%

The Impact of Drive Cycles and Auxiliary Power on Passenger Car Fuel Economy

Grube

Stolten

2018

Energies

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Abstract:In view of the advancement of zero emission transportation and current discussions on the reliability of nominal passenger car fuel economy, this article considers the procedure for assessing the potential for reducing the fuel consumption of passenger cars by using electric power to operate them. The analysis compares internal combustion engines, hybrid and fully electric concepts utilizing batteries and fuel cells. The starting point for the newly developed, simulation-based fuel consumption analysis is a longitudinal vehicle model. Mechanical power requirements on the drive side incorporate a large variety of standardized drive cycles to simulate typical patterns of car usage. The power requirements of electric heating and air conditioning are also included in the simulation, as these are especially relevant to electric powertrains. Moreover, on-board grid-load profiles are considered in the assessment. Fuel consumption is optimized by applying concept-specific operating strategies. The results show that the combination of low average driving speed and elevated onboard power requirements have severe impacts on the fuel efficiency of all powertrain configurations analyzed. In particular, the operational range of battery-electric vehicles is strongly affected by this due to the limited storage capacity of today's batteries. The analysis confirms the significance of considering different load patterns of vehicle usage related to driving profiles and onboard electrical and thermal loads.

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Section: Dynamic Simulationmentioning

confidence: 99%

The Impact of Drive Cycles and Auxiliary Power on Passenger Car Fuel Economy

Grube

Stolten

2018

Energies

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“…Analysing data from the most recent UK National Travel Survey (DfT 2008) a nationwide distribution of distances currently travelled by private cars each day was generated, both aggregated for all car types and specific for main car types in turn. From this distribution, the percentage of total all-electric miles driven can be determined as a function of battery capacity; this percentage is also referred to in the literature as utility factor (Kromer and Heywood 2008;Bradley and Quinn 2010). This was then included in the model to determine how the electric only range and battery capacity affect the capital and fuel costs for different degrees of hybridisation.…”

Section: Introductionmentioning

confidence: 99%

Techno-economic and behavioural analysis of battery electric, hydrogen fuel cell and hybrid vehicles in a future sustainable road transport system in the UK

et al. 2011

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This is a pre-print version of: Offer, G.J., et al., Techno-economic and behavioural analysis of battery electric, hydrogen fuel cell and hybrid vehicles in a future sustainable road transport system in the UK. Energy Policy (2011Policy ( ), doi:10.1016Policy ( /j.enpol.2011 AbstractThis paper conducts a techno-economic study on hydrogen fuel cell electric vehicles (FCV), battery electric vehicles (BEV) and hydrogen fuel cell plug-in hybrid electric vehicles (FCHEV) in the UK using cost predictions for 2030. The study includes an analysis of data on distance currently travelled by private car users daily in the UK. Results show that there may be diminishing economic returns for plug-in hybrid electric vehicles (PHEV) with battery sizes above 20 kWh, and the optimum size for a PHEV battery is between 5-15 kWh. Differences in behaviour as a function of vehicle size are demonstrated, which decreases the percentage of miles that can be economically driven using electricity for a larger vehicle. Decreasing carbon dioxide emissions from electricity generation by 80% favours larger optimum battery sizes as long as carbon is priced, and will reduce emissions considerably. However, the model does not take into account reductions in carbon dioxide emissions from hydrogen generation, assuming hydrogen will still be produced from steam reforming methane in 2030.

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“…The Laboratory for Energy and the Environment at MIT conducted a series of comparative analyses with a primary focus on lifecycle energy use and GHG emissions for automotive powertrain options in the near-and mid-term future [17][18][19][20]. A typical mid-size passenger car (Toyota Camry) was chosen as a reference.…”

Section: Vehicle Well To Wheels Energy Use and Emissions Studiesmentioning

confidence: 99%

Societal lifetime cost of hydrogen fuel cell vehicles

Sun

Ogden

Delucchi

2010

International Journal of Hydrogen Energy

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Various alternative fuels and vehicles have been proposed to address transportation related environmental and energy issues such as air pollution, climate change and energy security. Hydrogen fuel cell vehicles (FCVs) are widely seen as an attractive long term option, having zero tailpipe emissions and much lower well to wheels emissions of air pollutants and greenhouse gases than gasoline vehicles. Hydrogen can be made from diverse primary resources such natural gas, coal, biomass, wind and solar energy, reducing petroleum dependence. Although these potential societal benefits are often cited as a rationale for hydrogen, few studies have attempted to quantify them. This paper attempts to answer the following research questions: what is the magnitude of externalities and other social costs for FCVs as compared to gasoline vehicles? Will societal benefits of hydrogen and FCVs make these vehicles more competitive with gasoline vehicles? How does this affect transition timing and costs for hydrogen FCVs? We employ societal lifetime cost as an important measure for evaluating hydrogen fuel cell vehicles (FCVs) from a societal welfare perspective as compared to conventional gasoline vehicles. This index includes consumer direct economic costs (initial vehicle cost, fuel cost, and operating and maintenance cost) over the entire vehicle lifetime, and also considers external costs resulting from air pollution, noise, oil use and greenhouse gas emissions over the full fuel cycle and vehicle lifetime. Adjustments for non-cost social transfers such as taxes and fees, and producer surplus associated with fuel 1 and vehicle are taken into account as well.Unlike gasoline, hydrogen is not widely distributed to vehicles today, and fuel cell vehicles are still in the demonstration phase. Understanding hydrogen transition issues is the key for assessing the promise of hydrogen. We have developed several models to address the issues associated with transition costs, in particular, high fuel cell system costs and large investments for hydrogen infrastructure in the early stages of a transition to hydrogen. We analyze three different scenarios developed by the US Department of Energy for hydrogen and fuel cell vehicle market penetration from 2010 to 2025. We employ a learning curve model characterized by three multiplicative factors (technological change, scale effect, and learning-by-doing) for key fuel cell stack components and auxiliary subsystems to estimate how fuel cell vehicle costs change over time. The delivered hydrogen fuel cost is estimated using the UC Davis SSCHISM hydrogen supply pathway model, and most vehicle costs are estimated using the Advanced Vehicle Cost and Energy Use Model (AVCEM). To estimate external costs, we use AVCEM and the Lifecycle Emissions Model (LEM). We estimate upstream air pollution damage costs with estimates of emissions factors from the LEM and damage factors with a simple normalized dispersion term from a previous analysis of air 1 Two different accounting stances are explored for e...

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A Comparative Assessment of Electric Propulsion Systems in the 2030 US Light-Duty Vehicle Fleet

Cited by 58 publications

References 9 publications

The Impact of Drive Cycles and Auxiliary Power on Passenger Car Fuel Economy

The Impact of Drive Cycles and Auxiliary Power on Passenger Car Fuel Economy

Techno-economic and behavioural analysis of battery electric, hydrogen fuel cell and hybrid vehicles in a future sustainable road transport system in the UK

Societal lifetime cost of hydrogen fuel cell vehicles

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