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I.
INTRODUCTION
C 2008 IEEE
978-1-4244-1849-7/08/$25.00
IEEE Vehicle Power and Propulsion Conference (VPPC), September 3-5, 2008, Harbin, China
III.
IEEE Vehicle Power and Propulsion Conference (VPPC), September 3-5, 2008, Harbin, China
A. Federal Level
1) The Presidents Role
In President George W. Bushs 2006 State of the
Union address, the Advanced Energy Initiative (AEI)
was announced. This initiative increases the
Department of Energys (DOE) budget for cleanenergy research by 22% and targets battery research for
hybrid and electric cars. Similarly, in the Presidents
2007 State of the Union address, the Twenty in Ten
initiative was introduced. This is a plan to reduce the
USs total gasoline consumption by 20% in the next
ten years. PHEVs will undoubtedly play a key role in
meeting this goal.
2) Tax Incentives
Tax credits are offered to those who purchase hybrid
cars and are considered a significant incentive to
consumers.
TABLE I.
LIST OF TAX CREDITS GIVEN TO HYBRID CONSUMERS [11]
3) Federal Legislature
The federal legislative bodies in the US have begun
passing laws that encourage hybrids and other
alternative fuel solutions. Passenger cars sold in the US
are expected achieve 40 mpg by 2016. The DRIVE
Act; a bill introduced to the US Senate that would
reduce oil consumption in the US by 2.5 million barrels
per day by 2016 and 10 million barrels per day by 2031
are a few examples. One notable feature of the bill is
its vehicle technology requirement for manufacturers to
make 50% of their new vehicles as flexible fuel
IEEE Vehicle Power and Propulsion Conference (VPPC), September 3-5, 2008, Harbin, China
V.
IEEE Vehicle Power and Propulsion Conference (VPPC), September 3-5, 2008, Harbin, China
IEEE Vehicle Power and Propulsion Conference (VPPC), September 3-5, 2008, Harbin, China
VI.
PHEV COMPONENTS
A. Battery Technology
Todays battery technology proves to be quite an
obstacle for marketability of PHEVs. In order for a
PHEV to achieve a substantial all-electric range, it
must have much larger battery capacity than HEVs. At
present, however, batteries with such high power
requirements come at very high cost. For example,
based on a daily driving distance study conducted in
the US in 1995, it is estimated that a PHEV20 would
displace 30% petroleum consumption on average [15].
In all electric operation, a midsize sedan has a power
requirement of about 300 Wh/mi. In other words, a
midsize PHEV20 sedan must have a battery with about
a 6kWh capacity, amounting to an $8,000 price
increase in production for Li-Ion. Figure 3 shows an
estimated distribution for battery power requirement of
different PHEV types.
C. Engine
The internal combustion engine (ICE) requirements
of series and parallel drive train configurations are
quite different. For example, an ICE suitable for use
in a series vehicle would likely have high efficiency at
a constant speed, while a parallel vehicles ICE would
need to concentrate on efficiency over a range of
speeds, including acceleration and deceleration.
Research is currently being done by the Department of
Energy (DOE) to more accurately determine suitable
requirements for different drive train configurations.
Additionally, there is a lot of research to be done on
engines in general, but applied particularly to PHEVs.
This includes fundamental combustion, integrated
engine and emission control, and fuel systems.
VII. INTERACTING WITH THE GRID
While the likely impact of a million PHEVs plugged
into the electric grid cannot be exactly determined due
to key variables, battery size, efficiency, and charging
times, research and development continues to bring
greater insight into a plug-in-electric transportation
future.
A. Grid-to-Vehicle
An October 2006 study conducted by the National
Renewable Energy Laboratory (NREL) uses a PHEVload tool to examine the potential impacts of mass
deployment of PHEVs on a given electric power
system. The developed tool simulates PHEV charging
on an optimized 24-hour cycle for a utility control area
in the Midwest, and five other U.S. geographical
regions to account for differences in electricity use and
driving patterns; hourly electric load data was available
for each of the regions evaluated [28-29]. The study
assumes that 40 percent of the PHEV daily miles
traveled were all-electric, requiring between 4-6 kWh
on average per day. Fig. 4, from the study, shows the
estimated increased energy consumption in each of the
six regions depending on PHEV penetration rate [28].
This type of new load clearly represents an opportunity
for electric utilities to increase sales without
contributing to system peaks and also increase load
factor for both generation and transmission facilities
[28]. There is always a risk of many PHEVs getting
plugged in at an inopportune time, therefore it is
important to have smart chargers and educated drivers.
Fig. 5, also from the study, provides load-duration
curves for the simulated Midwestern utility system in
particular, with a base of 0% up to 50% PHEV market
penetration. The figure indicates that provided the
adoption of an optimized PHEV charging regime such
as where consumers are educated to plug their vehicles
at nighttime, the majority of PHEV charging energy is
supplied by base load units, and a significant increase
in the system minimum load occurs [29]. Even during
summer nights with increased air-conditioning
demands, only small amounts of electricity provided by
intermediate load plants would be needed. The
IEEE Vehicle Power and Propulsion Conference (VPPC), September 3-5, 2008, Harbin, China
IEEE Vehicle Power and Propulsion Conference (VPPC), September 3-5, 2008, Harbin, China
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