Chapter 16

Question 1

EV

Answer 1

electrification of automobiles and other light duty vehicles (electric vehicles)

EVs began in 1970s as a response to fuel shocks. Clean Air Act of 1990 and CA’s 1992 Zero Emission Vehicle Mandate est. enough demand for auto manufacturers to develop early EV models

Question 2

HEV

Answer 2

hybrid EV
(have ICE components)

first evolutionary path – to slowly increase the amount of electrical components in traditional, mechanical ICE vehicles, using progressively greater volumes of electricity to help support vehicle propulsion and operation

they lack a way to provide supplemental or external electrical energy to increase range/contribution of electric propulsion to overall vehicle operation

Question 3

Regenerative braking

Answer 3

a method of braking in which energy is extracted from the parts braked, to be stored and reused

a kind of braking system that can recapture much of the car’s kinetic energy and convert it into electricity, so that it can be used to recharge the car’s batteries

Question 4

PHEV

Answer 4

plug-in hybrid EVs

(have ICE components)
(fuel-flex vehicle)

add chargers and additional battery capacity to HEVs. these vehicles can provide good amounts of average daily commuting range, but still provide flexibility for longer trips through on-board ICE components

Question 5

BEV

Answer 5

battery electric vehicles
-exclusively electricity-powered vehicle (no ICE components)

advantages: conversion efficiences of over 80%. high torque – power at low speeds and quick acceleration – high power-to-weight ratios vs. combustion engines.

BEV proponents say that simplified design and cost structure will be cheaper and provide longer-term cost reduction as batteries & components improve

Question 6

Level 1 Charger

Answer 6

120 Volt charging.

relies on standard plugs and outlets for US small electrical devices.

provide roughly 4.5 mph of charging

Question 7

Level 2 Charger

Answer 7

operates at 208 Volts of 240 volts. Can draw 3.3 kW to 19.2 kW kW. can use dryer plug type of connector. now standard on most commercial US EVs.

Question 8

DC Charger

Answer 8

available for commercial grade charging stations, require a power input of 500 V DC. 60 kW draws. can fully charge BEV in 30 minutes.

Question 9

Battery Swapping

Answer 9

alternate strategy to provide faster charging of EVs. requires the design of an EV to allow for quick removal of the depleted battery with a charged one.

Tesla says that their cars can do this technically, but have so far relied on DC fast charging stations.

Question 10

Total Cost of Ownership (TCO)

Answer 10

breaks down the VC of operating a vehicle (fuel and maintenance) & the FC of owning the vehicle & amortizing it over its useful lifetime.

INSERT CHART P. 592

OPERATING COSTS: cost of energy (fuel or electricity) need to consider fuel economy

VCs for electric propulsion is cheaper than equivalent ICEs (lower cost per unit of energy and MUCH higher efficiency)

Question 11

Well-to-wheels efficiency

Answer 11

the amount of energy consumed by the vehicle that is ultimately converted into vehicle motion.

also, pump-to-wheels or plug-to-wheels

electric motors can be over 80% efficient, while ICEs efficiency conversion is about 20%

ICE vs. EV – the difference in the FC here is usually the cost of the batteries installed. ICEs usu. priced similar to EVs w/o the battery.

Question 12

Cost-per-mile (CPM)

Answer 12

total cost of ownership is standardized on a cost-per-mile basis.

when properly constructed, CPM allows for a good comparison of transit options – where the combined fuel and capital differential components are combined into a single # that shows the relative econ. of transport on a consistent basis.

needs transparency of: input assumptions for vehicle efficiency, input prices, vehicle usage patterns

Question 13

Total Potential Market

Answer 13

for EVs, should technically be the entire fleet of vehicles sold in a given year around the world (80 mill new passenger vehicles sold + organic growth).

but, adoption constraints (economic, substitutability, access to pair technology, investment constraints, market failures, behavioral/social constraints)

Question 14

Total Addressable Market

Answer 14

once all of the constraints have been placed onto the Total Potential Market, the Total Addressable Market is what remains. the “realistic” market that device manufacturers can expect to penetrate with their product

Question 15

Market share

Answer 15

how much of the actual (or total addressable market) that EVs can reach – this will be constrained by effectiveness of sales/marketing efforts.

SEE CHART ON P. 599

Question 16

Range extender

Answer 16

the on-board engine that recharges the battery, as needed.

Chevy Volt = PHEV as an EV with range extender.

A range extender vehicle is a battery electric vehicle that includes an auxiliary power unit (APU) known as a ‘range extender’. The range extender drives an electric generator which charges a battery which supplies the vehicle’s electric motor with electricity. This arrangement is known as a series hybrid drivetrain. The most commonly used range extenders are internal combustion engines, but fuel-cells or other engine types can be used.[1]

The key function of the range extender is to increase the vehicle’s range. Range autonomy is one of the main barriers for the commercial success of electric vehicles, and extending the vehicle’s range when the battery is depleted helps alleviate range anxiety.[2]

Question 17

range anxiety

Answer 17

customer concern about EVs about how far they can go on a single charge – can they perform needed tasks w/o fear of running out of charge or going too far out of the way to recharge

major constraint on BEV adoption

Question 18

co-dependence

Answer 18

co-dependence b/w charging networks and EVs = chicken-and-egg problem for capital investment.

Question 19

charging network

Answer 19

building a charging next that provides the needed confidence to overcome range anxiety = $$$. value of network increases w/ the # of nodes, but early networks suffer from low use/value for customers.

Question 20

tailpipe emissions

Answer 20

EVs eliminate tailpipe emissions

tailpipe emissions = emissions from the vehicle itself (at least when operating in electric-only mode).

important to improving local air quality

Question 21

lifecycle emissions

Answer 21

b/c EVs need to be charged using grid electricity, full lifecycle analysis of their emissions has to include upstream emissions generated by the mix of electricity being used to power the grid – including all of the efficiency losses incurred through the supply chain.

Question 22

lifecycle analysis (LCA)

Answer 22

calculating emissions is done through LCA. full supply chain analysis involves understanding all of the potential sources of that emission throughout its cumulative production. measuring GHG emissions of EVs = understanding all potential sources of GHGs – from vehicle manufacturing to fueling or charging.

Question 23

V2G

Answer 23

vehicle to grid

beyond the constraints of cluster effects and strain on grid resources and generators, more vehicles deployed w/ batteries can eventually help to support the grid and overall reliability and cost of operation. the collection of methods that grid-connected vehicles can undertake to do this = vehicle-to-grid

can provide standby power, frequency regulation services, other short-term power applications, some types of energy arbitrage

could provide an important source of revenue to vehicle owners