Testing and Evaluation Challenges of Electrified Vehicles

eMobility in the USAHannover, Germany

April 6th, 2011

Henning Lohse-Busch, Ph.D.APRF (Advanced Powertrain Research Facility)

Disclaimer

This a research engineers perspective on the challenges with eMobility in the US

No solutions will be provided, but hopefully some points will be clarified

This presentation is based on work from the Argonne’s APRF team

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US National Laboratories for DOE Research

Pacific Northwest

Lawrence Berkeley

Lawrence Livermore

Los AlamosSandiaOak Ridge

Argonne

Brookhaven

Nat’l RenewableEnergy Lab.

Idaho Nat’l Lab.

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Argonne Is One of Department of Energy’s Largest Research Facilities

A national laboratory, chartered in 1946

Operated by the University of Chicago and others for the U.S. Department of Energy

Major research missions include basic science, transportation, and advanced energy technologies

About 2,901 employees, including about 1,001 scientists and engineers, of whom 751 hold doctorate degrees

Annual operating budget of about $470 million (~80% from DOE)

Unique Facilities Coupled with a Depth of Expertise in Basic Science and Applied Engineering pushes the Frontiers of Transportation Research at Argonne

Transportation Hutch

APS – x-rays

Materials Research • Battery electrodes• Fuel cell catalysts• Tribology

Advanced PowertrainResearch Facility

End of Life Vehicle Recycling Modeling and Simulation

AutonomieGREET

High PerformanceComputing

Fuel Cell andBattery Testing

Testing and Validation

Basic and AppliedCombustion Research

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Outline

US goals for electrified vehicles

Fundamental differences between the US and the World

Advanced technology vehicles

Chassis dynamometer testing of vehicles

Hybrid Electric Vehicles research

Plug-in Hybrid Electric Vehicle research

Electric Vehicles research

Factors impacting of fuel andenergy consumption

Well to Wheel analyses

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Revolution in Transportation Sector

Concerns are Coalescing:

Energy Security

Foreign Oil Dependence

Economic Security

Trade Deficit

U.S. Jobs

GHG

But, Headwinds remain:

Fragile but recovering U.S. auto industry

– Investment and ER&D requirements

Volatility in Fuel Prices

Consumer Acceptance

Affordability

Infrastructure readiness

Performance expectations

CAFE/CO2 regulations for light duty and heavy duty vehicles

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Electrified Vehicle Goal:1,000,000 Plug-In Vehicles by 2015

This goal includes BEVs and PHEVs. Technologies enabled by Lithium Ion battery technology advances.

Announced OEM production plans total 1.2 M Evs by 2s015 cumulatively (further OEMs are expected to market EVs)

DOE’s actions: Investments (R&D and productions), Demonstrations and Incentives

3 and 2.4 billion dollars investment loans in Battery Facilities and support for EV component

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“With more research and incentives,we can break our dependence on oilwith biofuels, and become the firstcountry to have a million electric

vehicles on the road by 2015”- President Barack Obama, 2011 State of the Union

U.S.DOE Advanced Vehicle Technology R&D Has a Diverse Portfolio

Fuels Technology• Bio-Based Fuels• Clean/Efficient Combustion

Fuel Characteristics• Intermediate Blends• Advanced Lubricants

Materials Technology

• Lightweight Structures• Lightweight Materials• Processing/Recycling/

Manufacturing• Design Data Test Methods• HTML • Propulsion Materials

Advanced Combustion Engine R&D• Low Temperature Combustion R&D• Emission Controls• Light- & Heavy-Duty Engines• Waste Heat Recovery• Health Impacts

Fuels Technology• Bio-Based Fuels• Clean/Efficient Combustion

Fuel Characteristics• Intermediate Blends• Advanced Lubricants

Technology Integration• EPAct/EISA• Rulemaking• SuperTruck• Clean Cities• EcoCAR• GATE

Materials Technology

• Lightweight Structures• Lightweight Materials• Processing/Recycling/

Manufacturing• Design Data Test Methods• HTML • Propulsion Materials

Hybrid Electric Systems• Advanced Batteries• Power Electronics& Machines

• HEV & PHEV• Systems Analysisand Testing

• Electrification/Smart Metering• Aerodynamics, RollingResistance & AccessoryLoads

Advanced Combustion Engine R&D• Low Temperature Combustion R&D• Emission Controls• Light- & Heavy-Duty Engines• Waste Heat Recovery• Health Impacts

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Government-Industry Partnership: Advanced Propulsion Portfolio Vision

TransportationEnergy

Infrastructure

Petroleum (Conventional & Alternative Sources)

Bio Fuels (E10, E85, Cellulosic Ethanol, Bio-diesel)

Hydrogen (Conventional & Non-Carbon)

Electricity (Conventional & Renewable Sources)

Energysecurity

Environmental stewardship

Economic growth

Improve Vehicle

Fuel Economy

and Emissions

DisplacePetroleum

Hybrid ElectricVehicles (incl. PHEV)

IC Engine andTransmission

Advances

Battery ElectricVehicles

(incl. range extension)

Hydrogen Fuel Cell Vehicles

DOE and FreedomCar and Fuel Partnership10

IEA Roadmap Targets for EV/PHEV*

“ Roadmap Vision – industry and governments should attain a combined EV/PHEV sales share of at least 50% of LDV sales worldwide by 2050.” ……

“These EV and PHEV production and sales targets will be very challenging to achieve and will require strong policies in countries around the world to move rapidly toward this transition to new vehicles and fuels.”

*Technology Roadmap, Electric and plug-in hybrid electric vehicles (EV/PHEV), International Energy Agency 200911

Cost Remain High – Research and Invention Still Needed

(1) Source: Rousseau, A, Argonne, Cost of Fuel $4/gal, Electricity $0.10/kWh with 2012 DOE Cost Goals of 27$/kw power battery and $500/kwh for energy battery12

PHEV Battery Cost per kW·h

APEEM Cost per kW

System Cost from DOE

$1,000 - $1,200

$700 - $950

Goal = $300

Goal = $500

2010

2012

2014

2008

2015

$19

$22

Goal = $17

Goal = $12

2012 Payback Still Too Long (1)

Differences between US and Europe

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Difference between Europe and USA:Distances and Transportation Infrastructures

In the US– The average distances driven are longer

– The public transportation system is not as elaborate

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*Satellite photos: www.sciencephoto.com

Difference between Europe and USA Fuel Economy, Fuel consumption and ‘MGP illusion’

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EPA began the label revision thinking it was about time to change to consumption, focus groups steered them back to MPG. Too bad!

FE 50%FC 33%

FE 25%FC 20%Truck

Compact HEV

Plug-in Hybrid Electric Vehicle

Fuel Economy = Distance / Fuel

125 gal saved over 10,000 mi

~84 gal saved over 10,000 mi

Advanced Technology Vehicles

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What are Advanced Technology Vehicles?

Hybrid vehicles

Plug-in hybrid vehicles

Battery Electric vehicles

Alternative fuel vehicles– Hydrogen

• Internal combustion engine

• Fuel cell

– Diesel

OEM proprietary prototypes

Plug-in hybrid conversion vehicles

Conventional vehicles: – down sized boosted engine

– 7 speed dual clutch transmissions

Jetta TDI (bio-fuels)Ford TADA PHEVSupplier BEV prototype

BEV Tesla

HydrogenFuel cell

Hydrogen internal combustion engine

ANL PHEV prototype

Road Vehicle

Electrified Vehicle

Plug-in Vehicle

Battery Electric Vehicle (BEV)

PHEVEREV

Charge Sustaining (CS) Hybrid Electric Vehicle (HEV)

Fuel Cell VehicleIdle-StopVehicle

Conventional Vehicle (CV)

Categorizing Electrified Vehicles

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ANL proposed vehicle terminology map for SAE J1715

Increased electric power and energy

Increased electric power and energy

How to test and evaluate vehicles, to obtain efficiency gains for affordable transportation …

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ARGONNE’S OBJECTIVE: Provide to DOE and Partners the Best Advanced Vehicle Test Data and Analysis

Advanced Powertrain Research Facility (APRF)– Purpose built for DOE benchmarking

– State-of-the-art 4WD chassis dynamometer

– Custom multi-input data acquisition specific to hybrid vehicle instrumentation

Staff at cutting edge of test procedures for new advanced vehicles

Inventing new and novel instrumentation techniques

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“Be the eyes and ears of automotive

technology development”

APRF since 2002

What is a Chassis Dynamometer?

Layman's version:– Treadmill for cars

Engineering version:– Metal rollers connected to a

device which emulates the vehicle inertia and the vehicle road load that the vehicle experiences on a real road

Vehicle clamp down

Chassis dynamometer

roll

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Why Bother with Dynamometer Testing?

Dyno features• Controlled test cell

(temperature, humidity, solar load, …)

• Standard drive cycles• Repeatability of results • Laboratory emission equipment

and instrumentation stationary in test cell

Dyno Benefits:• Repeatable emissions and

energy consumption (fuel and/or electric energy consumption)

• Enables comparisons between different vehicles

• Vehicle development and calibration • Component calibration• Control strategy • System behavior

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4 Wheel Drive Chassis Dynamometer

Front chassis dyno roll

Air flow simulator fan

Heated tailpipe emissions pipe

Vehicle front restraining

chains

Rear chassis dyno roll

Control roomWhy 4WD dyno’s?

For through the road parallel hybrids

Data acquisition

system

Fuel flow meter

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Basic Instrumentation

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Engine oiltemperature

Engine speed

Hioki power analyzer

Tested in 2WD (with dyno mode)

Select CAN1.Accel pedal position2.Engine speed3.Motor torque4.Battery V & A5.Battery SOC

Battery temp:•Vent in•Vent out

Dynamometer Vehicle Benchmark Testing Approach –Depth of Study Varies

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Level 2:

Purpose: • Energy analysis, efficiency analysis on vehicle

and components• Component characterization in vehicle system

Engine

Battery

Complete and invasive instrumentation:• Incremental to level 1• Engine, shaft torque & speed sensors• All major power flows (mechanical, electric,…)• Component specific instrumentation

Hybridsystem

Power sensors

Electric

Emissions

TankFuel

Power Power

Charging

Other SensorsLevel 1:

Engine

Battery

Hybridsystem

Power sensors

Electric

Emissions

Tank

Charging

Other Sensors

Purpose:• Vehicle operating parameter study • Vehicle characterization (energy consumption, emissions level, performance)

Basics instrumentation:• Engine speed, fuel flow (bench), oil temp• Battery, Charger V I (Hioki)• CAN (if possible)• Further … if required (but still non invasive)

Drive Cycles

A drive cycle is a vehicle speed profile as a function of time

The driver follows the trace display on a screen

A drive cycle can be characterized by different factors avg speed, max acceleration, linear cycles, driven cycles, stop time…

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0 200 400 600 800 1000 1200 14000

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Time [s]

Spee

d [m

ph]

Phase x10Trace

Phase 1Known as:

-Bag 1

Phase 2Known as:

-Bag 2

EPA Certification City Test: UDDS

UDDS: Urban Dynamometer Driving Schedule

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0 200 400 600 800 1000 1200 1400 16000

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PhaseTrace

Preparationcycle

Phase 1Real cycle

EPA Certification Highway Test: HWFET

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EPA Certification Aggressive Driving Test:Emissions only until now

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Spee

d [m

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PhaseTrace

New European Drive Cycle (NEDC)

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Hybrid Electric Vehicles

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Hybrid Electric Vehicles: Fuel efficiency gains depend on degree of hybridization

2010 Toyota Prius2010 Honda Insight Mini-E (BEV)Ford Fusion Hybrid Mercedes S400H

EPA City Label Fuel Economy [mpg] Energy consumption [Wh/mi]

Reason to test:• Value hybrid• Technology evolution

Civic CorollaFusion2.5 liter S350

NEDC [mpg]

Reason to test:•State of the art hybrid•Thermal recovery system

Reason to test:•High fuel economy in mid-size sedan•High speed EV operation

Reason to test:•First major OEM Lithium Ion battery pack hybrid

Reason to test:•Modern Electric Vehicle benchmark•SAE J1634 development

Point of interest:•Compromise of cost to hybrid system effectiveness

Point of interest :•PHEV ready HEV

Point of interest :•Larger EV operation increase driver impact on fuel economy

Point of interest :•Uses Air conditioning system to actively cool the battery pack

Point of interest :•Even aggressive driving yields a range over 100 miles

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Mini Copper

Idle stop vehicles: Fuel Consumption Gains Vary by Certification Cycles

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Notes:- All tests here are hot start tests- UDDS with Honda shift schedule-NEDC ANL repeatable shift schedule-AC eco mode enables engine idle stop 0

2

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Standard SS disabled AC normal AC ecomode

Fuel

com

sum

ptio

n [l/

100k

m]

UDDS

0

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Standard SS disabled AC normal AC ecomode

Fuel

com

sum

ptio

n [l/

100k

m]

NEDC (Bag 1)

5.7%

34.4%27.8% 13.8%

54.4%40.3%

UDDS17.8% vehicle stop

NEDC (City)30.6% vehicle stop

Start stop is more

popular in Europe, since

the gain is higher

Plug-in Hybrid Electric Vehicles

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Plug-in hybrids: Consuming fuel as well as electrons

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Full charge testStart 100% SOC and repeat drive cycle test until a charge sustaining test is achieved

Plug-in hybrids: a 2 dimensional challenge

Plug-in hybrids use energy from– Fuel (tank)

– Electricity (battery pack)

First the vehicle will deplete the battery energy and thus displace fuel

– Blended

– EV capable

Once the battery is depleted the vehicle operates in a charge sustaining mode

Fuel economy will change based on how far you drive

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PHEV energy consumption

How to deduce a meaningful fuel economy for PHEVs?

SAE J1711 Recommended Practice for Measuring the Exhaust Emissions and Fuel Economy of Hybrid-Electric Vehicles, Including Plug-in Hybrid Vehicles

The utility factor weighted fuel economy attempts to represent the fuel economy that the ‘average’ US driver would obtain based on US driving statistics

This process requires– Information from a full charge test

• Charge depleting fuel economy

• Charge depleting range

• Charge sustaining fuel economy

– Utility factor equations

2001 NHTS Survey Data• 31,844 vehicles• 1,277,016 miles

Area under line is UF fraction

40 miles

Standards Development: SAE J1711 HEV and PHEV Test Procedures

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Other Codes and Standards work around PHEVs

SAE J2841 Multi-Day Individual Utility Factor

The MDIUF alternative may be helpful in conveying average consumer experience with a particular PHEV

– Long distance drivers reduce the apparent utility of depleting operation in the Fleet Utility Factor (FUF)

ISO 23274-2 SupportHarmonization of PHEV Procedures

ISO Standards require many years to develop

ISO committee looking to a very precise method, but perhaps not always practical for routine testing

Settled on a method that is not in conflict with J1711

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Battery Electric Vehicles

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Good EV TestingExperience

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• BEV testing and charging experience• Safe, accurate and smooth event• Experience with unusual cars

Charger efficiency is very important in the operating cost of EV!

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Level 2: 88% grid to battery charging efficiency Level 1: 58% grid to battery charging efficiency

~1 kW charge rate

~5-6 kW charge rate

Today’s Problem with Testing EVs:

10 m

in

“Death by Urban”

250mi = 17+ hours of testing, no interruptions allowed

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Proposed Shortcut Method for EV Testing

Test Product: Find Efficiency (AC Wh/mi) and Range (mi) for any given cycle

Constraint: Short-cut must provide repeatable results consistent with the longJ1634 method

Short-Cut Method in General:1. Find battery capacity (on-dyno)

2. Run test cycles (UDDS, HWY, US06) to find Efficiency

3. Use consumption and capacity data to find Range

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0 200 400 600 800 1000 1200 1400 16000

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Spee

d [m

ph]

PhaseTrace

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Spee

d [m

ph]

Phase x10Trace

X4 +( ) X2( )+ +Steady state speed until

‘empty’UDDS HWFET US06

Electric energy consumption for test cycle (DC kWh)Battery capacity determination

Start with a fully charged battery

Fully recharge the battery and measure the AC kWh consumption from the grid

Connecting to the Grid

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Smart Vehicle-Grid Interface

Requires standard connectivity/communication protocols to minimize impact on automotive industry and utilities/grid operators (cost, complexity, reliability)

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US EU CHINA JAPAN

Single-Phase (1Ø)

SAE J1772TM IEC 62196-2 Type 1 Type 2 SAE J1772TM *

Single-or

Three-Phase (1Ø or 3Ø)

IEC 62196-2 Type 2

IEC 62196-2 Type 3

SAE J1772TM

‘Hybrid’IEC 62196-2 Type 2

‘Hybrid’Mode 3 JEVS G105-1993

(CHADEMO)

* SAE J1772TM AC connector has also been adopted by Korea and Australia

China charge couplers (not standard yet) have unique

control signals and overall

physical shape

Japan CHADEMO

standard has unique

control signals and overall

physical shape

AC Charging

DC Charging

SAE and IEC AC standards have common control signals

SAE and IECworking toward harmonization of DC ‘Hybrid’

charge couplers

Global Differences in Connectivity

Codes and Standards – Drive for Harmonization(Test Procedures, Hardware, Communication Protocol …)

Factors with major impact on fuel and energy consumption

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Air Conditioning Impact on Fuel and Energy Consumption

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Ener

gy c

onsu

mpt

ion

[Wh/

mi]

UDDS

NO AC WITH AC

HWY

NO AC WITH AC

+29%

+71%

+82% +38%

+41%

+14%

•The drive cycles are completed at 95 deg F (35 deg C)•The AC impact can increase energy consumption by over 70%•Impact of air conditioning usage is largest in city driving since extra energy is consumed during stops•Electric vehicle energy consumption is most sensitive to air conditioning usage which has a direct impact on range

Driver Intensity Impact on Fuel and Energy Consumption

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Ener

gy c

onsu

mpt

ion

[Wh/

mi]

0.8 1.0 1.2 1.4

Scaled UDDS (equivalent distance)US06

+14%

-12%

+20%-23%

+54%+16%

+18%

+41%

+56%

Increased Driving Intensity

•Electric vehicle energy consumption is most sensitive to driver aggressiveness which has a direct impact on range•Impact of driver intensity on energy consumption varies with vehicle type and powertrain

0 500 1000 15000

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EPA’s new 5 Cycles Test for New Fuel Economy Label

EPA is changing the tests Fuel Economy test to addresses the mentioned effects

All 5 cycles existed before for emissions testing purposes but they were not all used to calculated Fuel Economy

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HWFET @ 75 F

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UDDS @ 20 F

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eed

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US06 @ 75 F

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SC03 @ 95 FFTP UDDS @ 75 F

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Phase x10Trace#1 Cold start

#2 Hot start

Classic cycles! Aggressive cycle! Extreme Temperatures!

Piece of these cycles compute into a

City and a Highway Fuel Economy

Final Question: Where does your Fuel and/or Electricity Come From?

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ANL’s GREET Model Is Considered the “Gold Standard” for Total Lifecycle Analysis in

Transportation

Vehicle Cycle

Fuel Cycle

Well to Pump

Pump to W

heels

Results of Argonne’s assessments of new fuels and advanced vehicles have been used by federal and state governments, auto industry, and energy industry in their decisions.

US Electricity Mostly Comes From Burning Fossil Fuel(Impacts of margin electricity and time-of-day charging not included)

Source: EIA (www.eia.doe.gov)54

Mostly extracting work from burning fuelsin a thermodynamic cycle (like an engine)

And in the Future for the USA? The Same!

55Source: GREET from EIA (www.eia.doe.gov)

Almost there

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Conclusions:www.transportation.anl.gov

The US goals in eMobility is to put 1 Million EV on the roads by 2016

The transportation needs are different in the US (longer distances)

Dynamometer testing offers repeatable fuel and energy consumption results which enables direct comparisons between different vehicle and powertrains

HEVs, PHEVs, BEVs all have different testing challenges

PHEVs results are particularly hard to explain to the consumer has the fuel and electric consumption vary based on the distance driven

Air conditioning and driver intensity have very large impaction and fuel and energy consumption which is now included in EPA’s new 5 cycle Fuel Economy testing

Upstream energy and emissions of fuel and/or electric are essential to determine the impact of an advanced technology vehicles in terms of energy efficiency and environmental impact

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The more advanced, diverse and efficient the automotive technologies get the more the benefits depends on the consumer usage (driving distance and driving intensity)