Optimal Plug-In Hybrid Electric Vehicle Design and Allocation for Minimum Life Cycle Cost, Petroleum Consumption, and Greenhouse Gas Emissions
Optimal Plug-In Hybrid Electric Vehicle Design and Allocation for Minimum Life Cycle Cost, Petroleum Consumption, and Greenhouse Gas Emissions
复制标题
DOI：
10.1115/1.4002194
复制
发表时间：
2010-09
影响因子：
3.3
通讯作者：
C. Shiau;N. Kaushal;C. Hendrickson;S. B. Peterson;J. Whitacre;Jeremy J. Michalek
中科院分区：
文献类型：
--
作者：
C. Shiau;N. Kaushal;C. Hendrickson;S. B. Peterson;J. Whitacre;Jeremy J. Michalek
插电式混合动力汽车(PHEV)技术有可能降低运输部门的运营成本、温室气体(GHG)排放和石油消耗。然而，混合动力汽车的净影响关键取决于汽车设计、电池技术和充电频率。为了检验这些影响，我们开发了一个集成了车辆物理模拟、电池退化数据和美国驾驶数据的优化模型。该模型确定了在一系列情景下，最优车辆设计和车辆分配给司机，使净生命周期成本、温室气体排放和石油消耗最低。我们将传统和混合动力电动汽车(HEV)与同等尺寸和性能(类似于丰田普锐斯)的PHEV在城市驾驶条件下进行了比较。我们发现，虽然配备大型电池组的混合动力汽车最大限度地减少了石油消耗，但在美国平均电网组合下(或在脱碳电网情景下为35-60英里)，混合使用电动汽车和大小为25-50英里的电动混合动力汽车，可以最大限度地减少生命周期中的温室气体排放。使用高电池摆幅和根据需要更换电池可以最大限度地降低生命周期成本和温室气体排放，而不是在车辆中设计未充分利用的容量，从而产生相应的生产、重量和成本影响。以2008年美国平均能源价格计算，锂离子电池组成本必须以5%的折扣率降至590美元/千瓦时以下，或以10%的折扣率降至410美元/千瓦时以下，才能使混合动力汽车具有成本竞争力。碳排放额度价格对提高混合动力汽车的成本竞争力几乎没有杠杆作用。混合动力汽车的生命周期成本必须降到混合动力汽车的几个百分点以内，才能提供一种经济有效的方法来减少温室气体排放。编号：10.1115/1.4002194
Plug-in hybrid electric vehicle (PHEV) technology has the potential to reduce operating cost, greenhouse gas (GHG) emissions, and petroleum consumption in the transportation sector. However, the net effects of PHEVs depend critically on vehicle design, battery technology, and charging frequency. To examine these implications, we develop an optimization model integrating vehicle physics simulation, battery degradation data, and U.S. driving data. The model identifies optimal vehicle designs and allocation of vehicles to drivers for minimum net life cycle cost, GHG emissions, and petroleum consumption under a range of scenarios. We compare conventional and hybrid electric vehicles (HEVs) to PHEVs with equivalent size and performance (similar to a Toyota Prius) under urban driving conditions. We find that while PHEVs with large battery packs minimize petroleum consumption, a mix of PHEVs with packs sized for 25– 50 miles of electric travel under the average U.S. grid mix (or 35– 60 miles under decarbonized grid scenarios) produces the greatest reduction in life cycle GHG emissions. Life cycle cost and GHG emissions are minimized using high battery swing and replacing batteries as needed, rather than designing underutilized capacity into the vehicle with corresponding production, weight, and cost implications. At 2008 average U.S. energy prices, Li-ion battery pack costs must fall below $590/kW h at a 5% discount rate or below $410/kW h at a 10% rate for PHEVs to be cost competitive with HEVs. Carbon allowance prices offer little leverage for improving cost competitiveness of PHEVs. PHEV life cycle costs must fall to within a few percent of HEVs in order to offer a cost-effective approach to GHG reduction. DOI: 10.1115/1.4002194