Battery electric vehicles BEVs

Besides fuel-cell (electric) vehicles (FCV), there are other vehicle concepts under development, which are also based on electric drives ranked by increasing battery involvement in the propulsion system, and thus extended battery driving range, these are hybrid-electric vehicles (HEV), plug-in hybrid-electric vehicles (PHEV) - which both incorporate an ICE - and, finally, pure battery-electric vehicles (BEV), without an ICE. While electric mobility in its broadest sense refers to all electric-drive vehicles, that is, vehicles with an electric-drive motor powered by batteries, a fuel cell, or a hybrid drive train, the focus in this chapter is on (primarily) battery-driven vehicles, i.e., BEV and PHEV, simply referred to as electric vehicles in the following. 

Finally, pure battery-electric vehicles (BEV) operate on batteries alone, with all normal operations powered by the battery. As a result, a BEV has a sizable battery pack. Recharging BEVs today still requires between three and eight hours and is... 

Figure 1 Application map for various electric vehicle technologies, from battery-electric vehicles (BEV), extended-range electric vehicles (E-REV) to fuel-cell vehicles, considering driving distance and load [2, 3].

Are there better options For example, are battery electric vehicles (BEVs) back in the race ... 

In the case of hydrogen, some of these obstacles are even more of a barrier than for other alternative fuels. Hydrogen fuel, when used in its compressed form, shares many similarities with compressed natural gas (CNG). When liquefied, it shares many similarities with liquefied natural gas (LNG) and liquefied petroleum gas (LPG), also called propane. In addition, hydrogen is costlier to compress and harder to store than any of these other alternative fuels. Hydrogen fuel vehicles may, in their early years, have low range, a negative attribute that currently limits use of battery electric vehicles (BEVs). 

The fuel cell electric vehicle (FCEV) is an electric vehicle just like the battery electric vehicle (BEV), the hybrid electric vehicle (HEV) and the plug-in hybrid electric vehicle (PHEV). HEVs have been sold since 1997 and BEVs were marketed in a period in the 1990s and in the early 2000s, but with little success. Several large car producers have announced that they will reintroduce BEVs and PHEVs in 2009-11. 

Assuming that the current vehicle portfolio (population of small, medium-size and large vehicles) remains approximately the same, for reasons derived from the laws of physics, the European upper C02-limit (95 g CO-Jkm by 2020) can only be achieved by having a certain number of Zero-Emission-Vehicles [Battery Electric Vehicles (BEV) and Fuel Cell Electric Vehicles (FCEV)] (Fig. 4.4). 

PHEVs require both high power and high energy. Yet, as they typically carry much higher energy than the HEV but not as much as the battery electric vehicle (BEV), the capacities of their batteries tend to fall in between the two. Also, as the size of the battery increases so does the power. The PHEV operates at a power-to-energy ratio of about 12 1 or less and operates up to about 80% of its SOC which allows it to achieve up to about 4000 cycles over the life of the battery. 

The classification adopted here distinguishes motor vehicles into HEV and battery electric vehicle (BEV). For an easier reference, we mention for each hybrid vehicle its classification according to the level of hybridization, therefore highlighting mild HEVs and full HEVs, and the possibility of external recharge (plug-in HEV (PHEV)). In the section devoted to BEVs, we also included extended-range electric vehicles (EREVs). A section has also been devoted to microcars powered by lithium-ion batteries. 

The ingredients of a Li-ion battery depend on the desired performance characteristics. For a high-energy application such as a battery for a battery electric vehicle (BEV) without an internal combustion engine, specific energy is the key property to maximize. Alternatively, for a plug-in hybrid electric vehicle (PHEV), the battery specific power is more critical. The battery performance characteristics will determine the amount of active materials and the requisite structural materials that contain them within the battery. We used Argonne National Laboratory s Battery Performance and Cost (BatPaC) model [9,10] to develop a materials inventory for hybrid electric vehicle (HEV), PHEV and BEV batteries. 

Battery electric vehicles BEVs) feature a battery storing energy from the grid, suitable power electronics and one or more electric machines to propel the vehicle (Figure 35.13). 

The performance of the vehicles has also improved. In 2010, Daimler stated that its current FGV had a stack hfetime of 110000 km, and projected that this would improve to 250 000 km by 2020 [4]. GM similarly predicts a lifetime of 200 000 km and 5500 h [3]. Further, a 2010 study by a consortium of over 30 stakeholders from various industries concluded that current FGVs display performance, ranges and refuehng times comparable to those of conventional vehicles on the market today, and that the total cost of ownership for aU powertrains studied [internal combustion engine (IGE) vehicles, fuel cell vehicles (EGVs), plug-in hybrid electric vehicles (PHEVs), and battery electric vehicles (BEVs)] are expected to converge by 2025 [5]. 

---