DOCSLIB.ORG

Hybrid Electric Systems: Goals, Strategies, and Top Accomplishments

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Hybrid Electric Systems: Goals, Strategies, and Top Accomplishments VEHICLE TECHNOLOGIES PROGRAM Hybrid Electric Systems: Goals, Strategies, and Top Accomplishments Transitioning America’s vehicle fleet (VTP) is spearheading the advances in to electric-drive vehicles could reduce energy storage and electric-drive tech- U.S. foreign oil dependence by more nologies needed for the new generation than 60% and greenhouse gas emissions of electric-drive vehicles, from battery by 40% while increasing the nation’s materials R&D to integration of the economic security. But electric-drive vehicle drivetrain. VTP goals, strate- vehicles aren’t new. At the start of the gies, and major accomplishments are 20th Century, electric cars with lead-acid described below. batteries held much of the U.S. market. Their popularity waned as the interest in cars with internal combustion engines Goals (ICEs) rose, owing to the ICE vehicle’s A crucial step toward electrified transpor- longer driving range, declining petro- tation is large-scale production of PHEVs leum costs, and the advent of the electric that are cost-competitive with conven- Dean Armstrong, NREL/PIX 17436 starter and manufacturing assembly line. tional ICE vehicles. VTP goals focus on Converted Ford Escape PHEV charging the R&D required to help this happen: from a photovoltaic system as part of a Today, electric-drive technologies are reducing the production cost of market- National Renewable Energy Laboratory back and ready to compete with—and ready, high-energy, high-power batteries electric-vehicle grid-integration project. complement—the ubiquitous ICE by 70% by 2014 (compared with 2009 technology. Advances in electric-drive costs); and reducing the cost of a market- technologies have enabled commer- ready advanced electric propulsion 3) Develop and validate models and cialization of hybrid electric vehicles system by at least 35% by 2015. These simulation tools to predict the perfor- (HEVs), which combine an ICE with goals are complemented by technical mance, fuel economy, and emissions batteries and an electric motor to provide targets—developed through system- and of advanced vehicle systems, in high fuel economy and a long driving vehicle-level simulations—and are de- conjunction with laboratory and field range. Continued advances are spawn- signed to ensure performance, safety, and testing, to benchmark and validate ing high-performance plug-in HEVs reliability comparable to today’s vehicles. the operational characteristics of (PHEVs)—with small ICEs and large, advanced electric-drive vehicles. grid-chargeable batteries that enable 10–40 mile all-electric driving ranges— Strategies VTP collaborates with industry, universi- and electric vehicles (EVs) that don’t use VTP strategies for enabling large- ties, and national laboratories to conduct an ICE at all. scale production of cost-competitive fundamental research on next-genera- PHEVs are based on three complemen- tion energy storage and electric-drive tary component- and system-level technologies as well as applied research that addresses the cross-cutting barri- Goals technology pathways: ers inhibiting the commercialization ■ By 2014, reduce the production 1) Reduce the cost of electrochemical en- of advanced electric-drive vehicles. cost of market-ready, high- ergy storage by developing lithium-ion Technology development conducted in energy, high-power batteries by 70% from 2009 costs. batteries and other advanced energy collaboration with industry partners— storage technologies that afford higher including vehicle manufacturers and ■ By 2015, reduce the cost of a energy densities without sacrificing component developers and suppliers— market-ready advanced electric enables rapid integration of new tech- propulsion system by at least 35%. safety and performance. nologies into commercial vehicles. 2) Enable the use of advanced energy storage technologies in vehicle Finally, VTP helped direct $2.4 billion The Hybrid Electric Systems subpro- systems by developing low-cost in funds from the American Recovery gram of the U.S Department of Energy’s advanced power electronics and and Reinvestment Act of 2009 to 48 new (DOE) Vehicle Technologies Program electric motor components. component manufacturing and vehicle www.eere.energy.gov/vehiclesandfuels • June 2010 VEHICLE TECHNOLOGIES PROGRAM • June 2010 • Page 2 Chevy Volt PHEV deployment projects, including battery and power electronics manufacturing facilities, PHEV and EV demonstration projects, and education projects. This bol- stering of U.S. capacity to manufacture and deploy electric-drive technologies is a critical cost-reduction strategy. Top Accomplishments VTP has achieved major advances related to energy storage, power electronics and electric machines, and vehicle and Wieck Media Services/GM systems simulation and testing for HEVs and PHEVs. These include the ongoing development of innovative technologies and the demonstration and widespread deployment of advanced technologies in commercially available vehicles. The following are some of the top accomplish- ments to date. Energy Storage Developed Today’s HEV Batteries VTP-sponsored R&D resulted in the state-of-the-art nickel metal hydride (NiMH) batteries used in all of today’s HEVs. This support began in 1992 and was instrumental in the development of NiMH technology by Energy Conversion Johnson Controls-Saft Sandia National Laboratories Devices (ECD) and Saft America. ECD Johnson Controls-Saft lithium-ion battery Investigating the behavior and safety has licensing agreements with Sanyo of lithium-ion batteries under abuse (which supplies HEV batteries to Ford conditions at Sandia National Laboratories. and Honda) and Panasonic (which sup- to Mercedes for its S400 BlueHybrid, plies HEV batteries to Toyota). introduced to the market in October 2009. This compact battery system performs cathode material that has dominated Powered the Chevy Volt PHEV better than the NiMH batteries used in the market for nearly two decades. The General Motors (GM) chose lithium- other HEVs while achieving exceptional patented cathode material—a lithium-rich manganese-spinel battery technology— reliability, long service life, and excellent nickel manganese oxide—was licensed to developed by Compact Power/LG Chem safety. JCS also will supply lithium-ion BASF and Toda Kogyo Corporation. with VTP support—for its Chevy Volt batteries to BMW for its 7-Series Active- Another example is VTP’s support of Extended Range Electric Vehicle. The Hybrid model. novel polymer electrolyte technology Volt is expected to be the first commer- developed by Lawrence Berkeley Na- Developed Advanced Lithium cially available PHEV when it is released tional Laboratory (LBNL). Lithium-metal Battery Materials in late 2010. It is designed to travel 40 batteries with polymer electrolytes have a miles on a single battery charge. VTP supported Argonne National higher energy density than conventional Laboratory (ANL) in developing a lithium-ion batteries but suffer from Developed the First Commercial diverse portfolio of patented lithium-ion poor ionic conductivity. The LBNL solid Lithium-Ion HEV Battery battery technologies. For example, ANL polymer technology enables high conduc- VTP supported Johnson Controls-Saft developed a new lithium-ion cathode tivity, longer life, and improved safety by (JCS) in developing the first lithium-ion material that will result in batteries with replacing the traditional flammable liquid battery incorporated into a production better performance, service life, and electrolytes. This patented electrolyte HEV. JCS supplies lithium-ion batteries safety than those using the cobalt-based technology has been licensed to Seeo. CLEAN CITIES CLEAN VEHICLE TECHNOLOGIES PROGRAM • June 2010 • Page 3 Oak Ridge National Laboratory Current source inverter developed at Oak Ridge National Laboratory GM-Allison two-mode hybrid bus technology was applied to passenger HEVs, including the Chevy Tahoe Hybrid, Wieck Media Services/GM GMC Sierra Hybrid, BMW ActiveHybrid X6, and Mercedes ML450 Hybrid. Developed Standard Battery Benchmarking Accelerated Advanced Inverter National laboratories have developed test Technology protocols for benchmarking HEV, PHEV, Electric-drive vehicles use an inverter to and EV batteries with VTP support. transform direct-current electricity from These protocols include performance, the batteries to the alternating current cycle-life, calendar-life, and abuse testing needed to power the electric motor. Be- procedures. The resulting Electric Vehicle cause existing options were too large and Battery Test Procedures Manual was expensive for certain advanced vehicle adopted by the U.S. Advanced Battery applications, VTP sponsored Semikron Consortium and has become the basis for in developing an inverter with improved industry-wide recommended practices technical and cost characteristics. Com- that increase battery safety, improve mar- ponents of the inverter were incorporated ket access, and reduce costs. In addition, into vehicles used in Project Driveway, the National Renewable Energy Labora- a GM program to test the real-world tory (NREL) developed unique thermal performance of fuel cell vehicles. Project benchmarking and characterization tech- Driveway vehicles recently surpassed 1 niques to help battery developers improve million miles of operation. VTP support the thermal performance of batteries. A123 Systems was credited with accelerating the imple- mentation of the new inverter technology A123 Systems lithium-ion batteries Power Electronics and in automotive applications. Nurtured a
Load more

Recommended publications
  • Vehicle Conversions, Retrofits, and Repowers ALTERNATIVE FUEL VEHICLE CONVERSIONS, RETROFITS, and REPOWERS
    What Fleets Need to Know About Alternative Fuel Vehicle Conversions, Retrofits, and Repowers ALTERNATIVE FUEL VEHICLE CONVERSIONS, RETROFITS, AND REPOWERS Acknowledgments This work was supported by the U.S. Department of Energy (DOE) under Contract No. DE-AC36-08GO28308 with Alliance for Sustainable Energy, LLC, the Manager and Operator of the National Renewable Energy Laboratory. This work was made possible through funding provided by National Clean Cities Program Director and DOE Vehicle Technologies Office Deployment Manager Dennis Smith. This publication is part of a series. For other lessons learned from the Clean Cities American Recovery and Reinvestment (ARRA) projects, please refer to the following publications: • American Recovery and Reinvestment Act – Clean Cities Project Awards (DOE/GO-102016-4855 - August 2016) • Designing a Successful Transportation Project – Lessons Learned from the Clean Cities American Recovery and Reinvestment Projects (DOE/GO-102017-4955 - September 2017) Authors Kay Kelly and John Gonzales, National Renewable Energy Laboratory Disclaimer This document is not intended for use as a “how to” guide for individuals or organizations performing a conversion, repower, or retrofit. Instead, it is intended to be used as a guide and resource document for informational purposes only. VEHICLE TECHNOLOGIES OFFICE | cleancities.energy.gov 2 ALTERNATIVE FUEL VEHICLE CONVERSIONS, RETROFITS, AND REPOWERS Table of Contents Introduction ...............................................................................................................................................................5
    [Show full text]
  • Morgan Ellis Climate Policy Analyst and Clean Cities Coordinator DNREC [email protected] 302.739.9053
    CLEAN TRANSPORTATION IN DELAWARE WILMAPCO’S OUR TOWN CONFERENCE THE PRESENTATION 1) What are alterative fuels? 2) The Fuels 3) What’s Delaware Doing? WHAT ARE ALTERNATIVE FUELED VEHICLES? • “Vehicles that run on a fuel other than traditional petroleum fuels (i.e. gas and diesel)” • Propane • Natural Gas • Electricity • Biodiesel • Ethanol • Hydrogen THERE’S A FUEL FOR EVERY FLEET! DELAWARE’S ALTERNATIVE FUELS • “Vehicles that run on a fuel other than traditional petroleum fuels (i.e. gas and diesel)” • Propane • Natural Gas • Electricity • Biodiesel • Ethanol • Hydrogen THE FUELS PROPANE • By-Product of Natural Gas • Compressed at high pressure to liquefy • Domestic Fuel Source • Great for: • School Busses • Step Vans • Larger Vans • Mid-Sized Vehicles COMPRESSED NATURAL GAS (CNG) • Predominately Methane • Uses existing pipeline distribution system to deliver gas • Good for: • Heavy-Duty Trucks • Passenger cars • School Buses • Waste Management Trucks • DNREC trucks PROPANE AND CNG INFRASTRUCTURE • 8 Propane Autogas Stations • 1 CNG Station • Fleet and Public Access with accounts ELECTRIC VEHICLES • Electricity is considered an alternative fuel • Uses electricity from a power source and stores it in batteries • Two types: • Battery Electric • Plug-in Hybrid • Great for: • Passenger Vehicles EV INFRASTRUCTURE • 61 charging stations in Delaware • At 26 locations • 37,000 Charging Stations in the United States • Three types: • Level 1 • Level 2 • D.C. Fast Charging TYPES OF CHARGING STATIONS Charger Current Type Voltage (V) Charging Primary Use Time Level 1 Alternating 120 V 2 to 5 miles Current (AC) per hour of Residential charge Level 2 AC 240 V 10 to 20 miles Residential per hour of and charge Commercial DC Fast Direct Current 480 V 60 to 80 miles (DC) per 20 min.
    [Show full text]
  • Understanding Long-Term Evolving Patterns of Shared Electric
    Experience: Understanding Long-Term Evolving Patterns of Shared Electric Vehicle Networks∗ Guang Wang Xiuyuan Chen Fan Zhang Rutgers University Rutgers University Shenzhen Institutes of Advanced [email protected] [email protected] Technology, CAS [email protected] Yang Wang Desheng Zhang University of Science and Rutgers University Technology of China [email protected] [email protected] ABSTRACT CCS CONCEPTS Due to the ever-growing concerns on the air pollution and • Networks → Network measurement; Mobile networks; energy security, many cities have started to update their Cyber-physical networks. taxi fleets with electric ones. Although environmentally friendly, the rapid promotion of electric taxis raises prob- KEYWORDS lems to both taxi drivers and governments, e.g., prolonged Electric vehicle; mobility pattern; charging pattern; evolving waiting/charging time, unbalanced utilization of charging experience; shared autonomous vehicle infrastructures and reduced taxi supply due to the long charg- ing time. In this paper, we make the first effort to understand ACM Reference Format: the long-term evolving patterns through a five-year study Guang Wang, Xiuyuan Chen, Fan Zhang, Yang Wang, and Desh- on one of the largest electric taxi networks in the world, i.e., eng Zhang. 2019. Experience: Understanding Long-Term Evolving the Shenzhen electric taxi network in China. In particular, Patterns of Shared Electric Vehicle Networks. In The 25th Annual we perform a comprehensive measurement investigation International Conference on Mobile Computing and Networking (Mo- called ePat to explore the evolving mobility and charging biCom ’19), October 21–25, 2019, Los Cabos, Mexico. ACM, New York, patterns of electric vehicles.
    [Show full text]
  • How Practical Are Alternative Fuel Vehicles?
    How Practical Are Alternative Fuel Vehicles? Many of us have likely considered an alternative fuel vehicle at some point in our lives. Balancing the positives and negatives is a tricky process and varies greatly based on our personal situations. However, many of the negatives that previously created hesitancy have changed in recent years. Below, we have outlined a few of the most commonly mentioned negatives regarding the two leading alternative fuel vehicle types: Flex Fuel vehicles and Electric/Hybrid vehicles. Then, you can decide for yourself whether one of these vehicle types are practical for you! Cost – How much does the vehicle cost to purchase and operate? Flex Fuel: Flex Fuel vehicles typically cost about the same as a gasoline vehicle.1 For fuel cost, E85 typically costs slightly less than gasoline, however, due to decreased efficiency has a slightly higher cost per mile than gasoline.2 Overall, a Flex Fuel vehicle is likely to be slightly more expensive than a gasoline counterpart. Electric/Hybrid: This situation varies quite a bit depending on where you live. Electric vehicles and hybrid vehicles often cost considerably more than a conventional gasoline vehicle. For example, a plug-in hybrid will cost around $4000-$8000 more than a conventional model.3 However, there are federal rebates and local rebates that can refund thousands of dollars from the purchase price. Electric/Hybrid vehicles also tend to save money on fuel, with the possibility of saving thousands of dollars over the lifetime of the vehicle.4 Whether these rebates and fuel cost savings will eventually account for the higher purchase price can be estimated with comparison tools.
    [Show full text]
  • EPRI Journal--Driving the Solution: the Plug-In Hybrid Vehicle
    DRIVING THE SOLUTION THE PLUG-IN HYBRID VEHICLE by Lucy Sanna The Story in Brief As automakers gear up to satisfy a growing market for fuel-efficient hybrid electric vehicles, the next- generation hybrid is already cruis- ing city streets, and it can literally run on empty. The plug-in hybrid charges directly from the electricity grid, but unlike its electric vehicle brethren, it sports a liquid fuel tank for unlimited driving range. The technology is here, the electricity infrastructure is in place, and the plug-in hybrid offers a key to replacing foreign oil with domestic resources for energy indepen- dence, reduced CO2 emissions, and lower fuel costs. DRIVING THE SOLUTION THE PLUG-IN HYBRID VEHICLE by Lucy Sanna n November 2005, the first few proto­ vide a variety of battery options tailored 2004, more than half of which came from Itype plug­in hybrid electric vehicles to specific applications—vehicles that can imports. (PHEVs) will roll onto the streets of New run 20, 30, or even more electric miles.” With growing global demand, particu­ York City, Kansas City, and Los Angeles Until recently, however, even those larly from China and India, the price of a to demonstrate plug­in hybrid technology automakers engaged in conventional barrel of oil is climbing at an unprece­ in varied environments. Like hybrid vehi­ hybrid technology have been reluctant to dented rate. The added cost and vulnera­ cles on the market today, the plug­in embrace the PHEV, despite growing rec­ bility of relying on a strategic energy hybrid uses battery power to supplement ognition of the vehicle’s potential.
    [Show full text]
  • Form 10-K Altair Nanotechnologies Inc
    UNITED STATES SECURITIES AND EXCHANGE COMMISSION Washington, D.C. 20549 FORM 10-K [X] ANNUAL REPORT PURSUANT TO SECTION 13 OR 15(d) OF THE SECURITIES EXCHANGE ACT OF 1934 FOR THE FISCAL YEAR ENDED DECEMBER 31, 2011 [ ] TRANSITION REPORT PURSUANT TO SECTION 13 OR 15(d) OF THE SECURITIES EXCHANGE ACT OF 1934 FOR THE TRANSITION PERIOD FROM _________ TO ___________ ALTAIR NANOTECHNOLOGIES INC. (Exact name of registrant as specified in its charter) Canada 1-12497 33-1084375 (State or other jurisdiction (Commission File No.) (IRS Employer of incorporation) Identification No.) 204 Edison Way Reno, Nevada 89502-2306 (Address of principal executive offices, including zip code) Registrant's telephone number, including area code: (775) 856-2500 Securities registered pursuant to Section 12(b) of the Act: Common Shares, no par value NASDAQ Capital Market (Title of Class) (Name of each exchange on which registered) Securities registered pursuant to Section 12(g) of the Act: None Indicate by check mark whether the registrant is a well-known seasoned issuer, as defined in Rule 405 of the Securities Act. YES [ ] NO [X ] Indicate by check mark if the registrant is not required to file reports pursuant to Section 13 or Section 15(d) of the Act. YES [ ] NO [X ] Indicate by check mark whether the registrant (1) has filed all reports required to be filed by Section 13 or 15(d) of the Securities Exchange Act of 1934 during the preceding 12 months (or for such shorter period that the registrant was required to file such reports), and (2) has been subject to such filing requirements for the past 90 days.
    [Show full text]
  • Review of ELV Exemption 5 from the View of Lithium-Ion Battery Makers and Experts
    A123 Systems LLC, Fraunhofer ICT, LG Chem Ltd., and Samsung SDI Co. Ltd. Review of ELV Exemption 5 From the view of lithium-ion battery makers and experts 2014-December-17 Question 1: Please explain whether the use of lead in the application addressed under Exemption 5 of the ELV Directive is still unavoidable so that Art. 4(2)(b)(ii) of the ELV Directive would justify the continuation of the exemption. Please clarify what types of vehicles your answer refers to, i.e., conventional vehicles and various types of hybrid and electric vehicles and which functionalities are covered (starting, ignition, lighting and other points of consumption). The use of lead in batteries is potentially avoidable and definitely reducible in most conventional passenger vehicles by the adoption of emerging energy storage technologies. 12V lithium-ion batteries are in fact already in series production for automotive OEMs in Europe and across the world and are projected to increase in volume over the next decade mostly due to regulatory drivers related to vehicle emissions reduction. The European Commission has set emissions targets [European Commission, http://ec.europa.eu/environment/air/transport/road.htm , as of 28 Oct 2014] for which major fuel saving technologies are required. Hybrid and electric vehicles have received the most attention for yielding aggressive improvement in emissions. However consumer adoption rates of these vehicle types have been slow and therefore automakers have been forced to identify other fuel saving technologies that have less impact on the consumer and are more economically viable across the vehicle portfolio. A new, smaller form of vehicle electrification called the micro-hybrid is expected to fill this gap.
    [Show full text]
  • Batteries for Electric and Hybrid Heavy Duty Vehicles
    Notice This document is disseminated under the sponsorship of the U.S. Department of Transportation in the interest of information exchange. The United States Government assumes no liability for its contents or use thereof. The United States Government does not endorse products of manufacturers. Trade or manufacturers’ names appear herein solely because they are considered essential to the objective of this report. The mention of commercial products, their use in connection with material reported herein is not to be construed as actual or implied endorsement of such products by U.S. Department of Transportation or the contractor. For questions or copies please contact: CALSTART 48 S Chester Ave. Pasadena, CA 91106 Tel: (626) 744 5600 www.calstart.org Energy Storage Compendium: Batteries for Electric and Hybrid Heavy Duty Vehicles March 2010 CALSTART Prepared for: U.S. Department of Transportation Abstract The need for energy storage solutions and technologies is growing in support of the electrification in transportation and interest in hybrid‐electric and all electric heavy‐duty vehicles in transit and the commercial vehicles. The main purpose of this document is to provide an overview of advanced battery energy storage technologies available currently or in development for heavy‐duty, bus and truck, applications. The same set of parameters, such as energy density, power density, lifecycle and weight were used in review of the specific battery technology solution. The important performance requirements for energy storage solutions from the vehicle perspective were reviewed and the basic advantages of different cell chemistries for vehicle batteries were summarized. A list of current battery technologies available for automotive applications is provided.
    [Show full text]
  • The 'Renewables' Challenge
    The ‘Renewables’ Challenge - Biofuels vs. Electric Mobility Hinrich Helms ifeu - Institut für Energie- und Umweltforschung Heidelberg, Germany [email protected] Udo Lambrecht ifeu - Institut für Energie- und Umweltforschung Heidelberg, Germany Nils Rettenmaier ifeu - Institut für Energie- und Umweltforschung Heidelberg, Germany Summary Electric vehicles are considered as a key technology for sustainable transport. The use of biofuels in vehicles with con- ventional combustion engines, however, also offers the possibility for a substantial reduction of greenhouse gas emis- sions, without requiring costly batteries and long charging times and without significantly limiting the driving range. A comparison of environmental impacts between both options needs to be based on a life cycle perspective. First screen- ing results presented in this paper show that a diesel car fuelled with RME has considerably lower climate impacts than a comparable battery electric vehicle charged with average German electricity. On the other hand, the use of RME has disadvantages in other impacts categories such as eutrophication. Battery electric vehicles charged with renewable electricity in turn have the best climate impact balance of the considered options and also show among the lowest im- pacts in eutrophication. However, other biofuels such as palm oil and the use of biomass residues offer further reduc- tion potentials, but possibly face limited resources and land use changes. 1. Introduction man Federal Government has therefore set the target of one million electric vehicles in Germany by 2020. Mobility is an important basis for many economic and On the other hand, the use of biofuels in vehicles with private activities and thus a crucial part of our life.
    [Show full text]
  • The Supply Chain for Electric Vehicle Batteries
    United States International Trade Commission Journal of International Commerce and Economics December 2018 The Supply Chain for Electric Vehicle Batteries David Coffin and Jeff Horowitz Abstract Electric vehicles (EVs) are a growing part of the passenger vehicle industry due to improved technology, customer interest in reducing carbon footprints, and policy incentives. EV batteries are the key determinant of both the range and cost of the vehicle. This paper explains the importance of EV batteries, describes the structure of the EV battery supply chain, examines current limitations in trade data for EV batteries, and estimates the value added to EV batteries for EVs sold in the United States. Keywords: motor vehicles, cars, passenger vehicles, electric vehicles, vehicle batteries, lithium- ion batteries, supply chain, value chain. Suggested citation: Coffin, David, and Jeff Horowitz. “The Supply Chain for Electric Vehicle Batteries.” Journal of International Commerce and Economics, December 2018. https://www.usitc.gov/journals. This article is the result of the ongoing professional research of USITC staff and is solely meant to represent the opinions and professional research of the authors. It is not meant to represent in any way the views of the U.S. International Trade Commission, any of its individual Commissioners, or the United States Government. Please direct all correspondence to David Coffin and Jeff Horowitz, Office of Industries, U.S. International Trade Commission, 500 E Street SW, Washington, DC 20436, or by email to [email protected] and [email protected]. The Supply Chain for Electric Vehicle Batteries Introduction Supply chains spreading across countries have added complexity to tracking international trade flows and calculating the value each country receives from a particular good.
    [Show full text]
  • A U.S. Consumer's Guide to Electric Vehicle Charging
    CONSUMER GUIDE TO ELECTRIC VEHICLES JUNE 2021 11570437 WHY BUY AN ELECTRIC CAR? Electric vehicles (EVs) are fun to drive, safe, comfortable, and convenient to refuel. They also cost less to operate per mile and produce no tailpipe emissions. Today’s electric cars do everything a gas car can do—and more. Most are high-performing vehicles with silent, instant torque, superb handling, and the latest technology and safety features. Most can travel 200–250 miles on a charge; many can go farther. Most EV drivers prefer to charge at home for its convenience and savings. A growing national network of public charging sites enables more consumers—even those who can’t plug in at home—to consider purchasing an EV. Because EVs are powered by electricity instead of gasoline, they shift our energy reliance to domestic sources while also reducing emissions. Cutting vehicle emissions is especially critical in communities adjacent to heavily trafficked roadways. As local power generation grows cleaner, every electric car charged on that grid gets cleaner too—and the broader public health and climate benefits increase. Electrifying light-duty transport would reduce overall greenhouse gas emissions by 17% relative to 2018 levels. EV 101 This guide highlights the two types of electric vehicles that plug into the grid to recharge their batteries. They are battery-electric (or all-electric) vehicles and plug-in hybrids. All-electric vehicles are powered solely Plug-in hybrids pair an electric motor by an electric motor and battery. They and battery with an internal-combustion burn no gasoline or diesel fuel, so they engine.
    [Show full text]
  • 15.905 – Technology Strategy: Final Paper Strategic Analysis And
    15.905 – Technology Strategy: Final Paper Strategic Analysis and Recommendations Team 12 – Jorge Amador, John Kluza, Yulia Surya May 13th, 2008 Background A123Systems is a Lithium-Ion battery producer known for its nanophospate technology licensed from MIT. Within the seven years since it’s founded, the company has received global recognition for its superior battery characteristics compared to the widely-used Li-Ion Cobalt Cathode technology. It is also known as one of the companies who is revolutionizing the integration of Li-Ion into automotive applications. The company has secured more than $100M in venture capital and multiple mega deals with large clients, ranging from automotive to aviation. However, given the dynamic nature of this relatively new technology, especially in automotive niche, sustaining the success of such a company requires thorough analysis, well-defined strategy and excellent execution. This paper will provide a set of recommendations for A123Systems’ short-term and long-term strategies, using the company’s current business and its presence in the overall domain and industry as building blocks. Company & Industry Profile Domain A123Systems is a relatively new player in the rechargeable power source domain, particularly in the lithium-based batteries industry. In this domain, Lithium-Ion has been mostly known for its applications in consumer electronics. However, technological breakthroughs in this domain are shifting this trend. Lithium-Polymer is slowly taking over the consumer electronics space, while Li-Ion starts to gain momentum in the automotive and other high-powered applications. A123Systems is one of the companies that introduced revolutionary technologies which allow wider applicability of lithium-ion.
    [Show full text]