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Plug-In HEV Vehicle Design

Options and Expectations


ZEV Technology Symposium
California Air Resources Board
Sacramento, CA

September 27, 2006

Tony Markel
National Renewable Energy Laboratory

With support from


FreedomCAR and Vehicle Technologies Program
Office of Energy Efficiency and Renewable Energy
U.S. Department of Energy

NREL/PR-540-40630
Key Messages

• There are many ways to design a PHEV …


— the best design depends on your objective
• PHEVs provide potential for petroleum
displacement through fuel flexibility
— what are the cost and emissions tradeoffs
• PHEV design space has many dimensions
— simulation being used for detailed exploration
• Simulations using real-world travel data provides
early glimpse into in-use operation

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PHEV Stakeholder Objectives

Consumers
US Gov./DOE Affordable California Gov.
Reduced petroleum use Fun to drive Reduced air pollution
Functional

Auto Manufacturer Electric Utility


Sell cars Sell electricity

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A Plug-In Hybrid-Electric Vehicle (PHEV)

Fuel Flexibility BATTERY RECHARGE

REGENERATIVE BRAKING

PETROLEUM

AND/OR

ELECTRICITY
ELECTRIC ACCESSORIES

ADVANCED ENGINE
ENGINE IDLE-OFF

ENGINE DOWNSIZING
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Some PHEV Definitions
Charge-Depleting (CD) Mode: An operating mode in which the energy storage SOC
may fluctuate but on-average decreases while driving

Charge-Sustaining (CS) Mode: An operating mode in which the energy storage SOC
may fluctuate but on-average is maintained at a certain level while driving

All-Electric Range (AER): After a full recharge, the total miles driven electrically
(engine-off) before the engine turns on for the first time.

Electric Vehicle Miles (EVM): After a full recharge, the cumulative miles driven
electrically (engine-off) before the vehicle reaches charge-sustaining mode.

Charge-Depleting Range (CDR): After a full recharge, the total miles driven before the
vehicle reaches charge-sustaining mode.

Blended Strategy: A charge-depleting operating strategy in which the engine is used to


supplement battery/motor power.

PHEV20: A PHEV with useable energy storage equivalent to 20 miles of driving energy
on a reference driving cycle. A PHEV20 can displace petroleum energy equivalent to
20 miles of driving on the reference cycle with off-board electricity.

NOTE: PHEV20 does not imply that the vehicle will achieve 20 miles of AER, EVM or
CDR on the reference cycle nor any other driving cycle. Operating characteristics also
depend on the power ratings of components, the powertrain control strategy and the
nature of the driving cycle
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Battery Definition as Key Input to Simulation
Input parameters that define the battery in BLUE

mass compounding
Benefit of
PHEV range
plugging-in
kWh/mi kWh usable
(from simulation)

SOC window kWh total Total MPG Benefit

P/E ratio kWmotor


Benefit of
DOH
Performance hybridization
constraints kWengine

DOH = degree of hybridization


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Batteries in Current PHEVs

NiMH
Varta Electro Energy Inc.

Co/Ni based
Li-Ion
Johnson Controls/SAFT Iron phosphate Kokam
based Li-Ion

Valence Technology A123 Systems


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Battery SOC Design Window
In setting requirements, we must have realistic expectations for battery
SOC design window because of the impacts on total battery size and life.

SOC design window is a key kWhuseable


factor in battery sizing:
kWhtotal =
SOC window

Battery SOC swing is a strong Battery cycle life is a strong


function of driving habits: function of SOC swing:
Daily Mileage Probability Distribution

25%

20%
Probability (%)

15%

10%

5%

0%
0 10 20 30 40 50 60 70 80 90 100
Daily mileage (<= mi)

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Battery SOC Design Window
Battery SOC design curve for 15 year cycle life
100%

90%

80%
Average daily SOC
70% swing based on daily
Design SOC window mileage distribution
60% based on PHEVx
50%

40%

30%

20%

10%
Daily mileage probability distribution
0%
0 10 20 30 40 50 60
Daily Mileage / PHEVx

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Operating Strategy Options
All-Electric or Blended
All-Electric
70
engine
100% • Engine turns on when battery
60 motor
SOC
90%
reaches low state of charge
50 80%

40 70%
• Requires high power battery and
30 60% motor
Power (kW)

SOC (%)
20 50%

10 40%

0 30%

-10 20% Blended


-20 10% 70 100%
engine
-30 0% 60 motor 90%
0 5 10 15 20 25 30 35 40 SOC
50 80%
Distance (mi)
40 70%

30 60%
Power (kW)

SOC (%)
20 50%
• Engine turns on when power 10 40%

exceeds battery power capability 0 30%

• Engine only provides load that -10 20%

exceeds battery power capability -20 10%

-30 0%
0 5 10 15 20 25 30 35 40
Distance (mi)
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Real Driving Survey Data
• Provides valuable insight into travel behavior
• GPS augmented surveys supply details needed
for vehicle simulation

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St. Louis Travel Data Analysis
Daily Driving Distance Similar to 1995 NPTS Data

St. Louis HHTS Data


7 100
12
1995 NPTS Data 100
90 90
6
10

Cummulative Frequency (%)


80 80

Cumulative Frequency (%)


5 70 70
Frequency (%) 8

Frequency (%)
Frequency (%)

Cumulative Freq. (%) 60 60


4
50 6 50
3 40
40
4
30
2 30
20
20 2
1 10
~29 mi 10 ~33 mi
0 0
0 0

00
5
15 5
0

25 5
30 0

65 5
70 0
5

80 0
85 5
0

95 5
35 5
0

45 5
50 0
10
5
0

-5
-1
-2
-2
-3

-6
-6
-7
-7
-8
-8
-9
-9
-3
-4
-4
-5
0-

-1
5-
10
12
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26
28
30
32
34
36
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40
42
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58
60
62
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66
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70
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84
86
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90
92
94
96
108
2
4
6
8

55
60

75

90
10

20

40
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Daily Travel Distance (miles)


Daily Distance (m i)

• St. Louis data set includes 227 vehicles from 147 households
• Complete second by second driving profile for one day
• 8650 miles of travel
• St. Louis data set is a small sample of real data
• NPTS data is generated from mileage estimates

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Consumption Distribution
Many PHEVs Better than Rated Values
Conventional Hybrid
40 40
Percentage of Fleet (%) City/Highway

Percentage of Fleet (%)


Composite
City/Highway 39.2 mpg (6.0 L/100km)
30 Composite
30
26 mpg (9.05 L/100km) US06
33.2 mpg (7.1 L/100km)
20 US06 20
24.6 mpg (9.55 L/100km)
Real-world
10 Real-world 10

0 0
0 5 10 15 20 25 0 5 10 15 20 25
Fuel Consumption (L/100km) Fuel Consumption (L/100km)
PHEV20 PHEV40
40 40
City/Highway
Percentage of Fleet (%)

Percentage of Fleet (%)


City/Highway
Composite
Composite
30 54 mpg (4.35 L/100km) 30 67.4 mpg (3.49 L/100km)
US06 US06
39.6 mpg (5.94 L/100km)
20 20 51.5 mpg (4.57 L/100km)

Real-world Real-world
10 10

0 0
0 5 10 15 20 25 0 5 10 15 20 25
Fuel Consumption (L/100km) Fuel Consumption (L/100km)
13 “Fleet” results are based on simulations of 227 vehicle
driving profiles from St. Louis metropolitan area.
PHEVs Reduce Fuel Consumption By >50%
On Real-World Driving Cycles
227 vehicles from St. Louis each modeled as a conventional, hybrid and PHEV

40 400
Conventional Average Daily Costs
Hybrid 26 mpg Gas. Elec. ¢/mi
Percentage of Vehicle Fleet In Use (%)

35 350

Cumulative Fuel Consumed (gallons)


PHEV20
PHEV40 CV $3.45 --- 9.1
30 300
HEV $2.48 --- 6.5

• 8647 total miles driven 37 mpg PHEV20 $1.58 $0.48 5.4


25 250
• 100% replacement of
PHEV40 $1.21 $0.72 5.1
sample fleet
20 58 mpg & 200
140 Wh/mi Assumes $2.41/gal and 9¢/kWh

15 150

10 100 PHEVs:
76 mpg & >40% reduction in energy
211 Wh/mi costs
5 50
>$500 annual savings

0 0
0 5 10 15 20 25 30
Time of Day (hr)
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Simulated In-Use All-Electric Range Distribution

PHEV20 PHEV40
30 40

35
25

30
Percentage of Fleet (%)

Percentage of Fleet (%)


20
25

15 20

15
10

10

5
5

0 0
1 3 5 7 9 11 13 15 17 19 21 23 25 0 5 10 15 20 25 30 35 40
All Electric Range (mi) All Electric Range (mi)

• Vehicles were designed to operate all electrically


on UDDS
• Power demands of real profiles exceed UDDS peak
power within the first few miles
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Fuel Economy and All-Electric Range Comparison

• Significant difference between rated (EPA drive


cycles) and real-world median values for PHEVs
— Consumers likely to observe fuel economy higher
than rated value in daily driving
— Vehicles designed with all-electric range likely to
operate in a blended mode to meet driver demands

Fuel Economy (mpg) ** All Electric Range (mi)


Rated Median Rated Median
Conventional 26 24.4 n/a n/a
HEV 39.2 35.8 n/a n/a
PHEV20 54 70.2 22.3 5.6
PHEV40 67.4 133.6 35.8 3.8
** Fuel economy values do not include electrical energy consumption

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PHEV20 Savings Relative to Conventional and HEV

• Savings relative to
conventional are
almost entirely
distance dependent

• Savings relative to
HEV are distance
dependent up to
PHEV distance then
constant

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Deep Dive into Real-World PHEV Simulations

Most Savings Least Savings

Insights:
The PHEV20s that saved the most fuel relative to an HEV travel ~25 miles with speeds
under 60 mph and light accelerations
The PHEV20s that saved the least fuel relative to the HEV in the 20-30 mile range had
periods of 60+ mph highway driving and the accelerations were significantly more
aggressive
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Summary and Conclusions

• PHEVs provide petroleum displacement through fuel


flexibility
• Design needs to consider a spectrum of stakeholder
objectives
• Analysis of real-world travel behavior provides
perspective on design challenges
— Vehicles designed as all-electric likely to operate as blended
— What’s emissions impact of real-world blended operation
• In-use petroleum displacement not tied to all-electric
range
— Consider energy equivalent all-electric range
• PHEV benefit is strongly related to distance and
aggressiveness of real-world usage
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