The target market for electrification of kilometers by plug-in electric vehicles requires focus on vehicles driven at both advantageous distances per day and appropriate speeds. Prior analyses have emphasized the need for intensive vehicle utilization for plug-in electric powertrains to have lower total costs of operation than conventional and/or hybrid powertrains. However, it has also been observed that the most intensively used vehicles tend to spend a large fraction of distance of travel on limited access highways, where the advantages of conventional drive are greatest, so the target market is probably within a window of daily distances, where too little daily distance makes gasoline powertrains the best choice, while very long daily distances probably make diesel powertrains a better choice. The narrowing of the target markets explored here represents a minority of vehicle owners, but a majority of miles driven. The target market represents intensively used vehicles driven in intra-urban driving and not in rural or intercity driving. Cars and small SUVs used for work commuting appear to be a very important target market for plug-in electric vehicles driven in the selected daily driving ranges (48-80 and 80-160 km/day). Although there is great enthusiasm for vehicles capable of pure electric operation (BEVs and EREVs), prior financial viability investigations for the U.S. market imply that PHEV options tied to HEV powertrains represent the most cost effective market. This investigation considered whether multiple charges per day might help tip the balance toward EREVs and BEVs instead of PHEVs. In doing so, it was observed that for the two target market daily distance brackets selected the PHEV still appears to be difficult to beat, because its battery pack can be used even more intensively in these circumstances than the EREV or BEV, with lower kW rating and cost of infrastructure. These results suggest the possibility of mutual reinforcement of related HEV and derivative PHEV designs, a development that may also reduce common component costs by spreading them over more vehicles. Dynamic pricing advocates for residential customers should realize that the PHEV28 is not another air conditioner, nor is an EREV56 or BEV117. These are trough-filling, load-factor-enhancing appliances whose grid charging should be encouraged. Few of these plug-in vehicles would be at the house on afternoons when summer peak demand occurs. For those that were, owners could much more readily forego the services of those vehicles, than for air conditioning. The PHEV28 is much more likely to use Level 1 charging at about 1.4 kW while an EREV56 or a BEV117 would be more likely to use 3.3 kW. Thus, on the rare occasions when it did so, the technical ability of the PHEV28 to impose a sharp increase in on peak kW load would be less than for EREV56 or BEV117 vehicles. Further, the majority of the daytime charging opportunities that PHEV28s would take advantage of would most likely be in the morning at work and could be completed before summer afternoon hours. For any new workplace charge point installations with Level 2 capability, this would also be true for EREV56 vehicles. Finally, existing commercial rate structures which include demand charges would make it likely that summertime on-peak workplace charging would be managed by commercial customers in a way that would deter or even prevent charging on peak.
An analysis of car and SUV daytime parking for potential opportunity charging of plug-in electric powertrains
EVS, Electric Vehicle Symposium, 26 ; 625-639
2012
15 Seiten, 7 Bilder, 3 Tabellen, 30 Quellen
Aufsatz (Konferenz)
Englisch
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