Calculation method utility factor for pluging Hybrid vehicles?
Dear Amir,
The following publications cover the answer to your question.
1- Utility Factor Definitions for Plug-In Hybrid Electric Vehicles Using 2001 U.S. DOT National Household Travel Survey Data
http://standards.sae.org/j2841_200903/
Issued:
2009-03-27
Scope:
The total fuel and energy consumption rates of a Plug-In Hybrid Electric Vehicle (PHEV) vary depending upon the distance driven. For PHEVs, the assumption is that operation starts in battery charge-depleting mode and eventually changes to battery charge-sustaining mode. Total distance between charge events determines how much of the driving is performed in each of the two fundamental modes. An equation describing the portion of driving in each mode is defined. Driving statistics from the National Highway Transportation Survey are used as inputs to the equation to provide an aggregate "Utility Factor" (UF) applied to the charge-depleting mode results.
Rationale:
Various stakeholders are currently developing their own standards for testing PHEVs. The method of weighting the results using a UF is accepted by many of the stakeholders. However, the stakeholders need a standard document to reference in their procedures. These curves must be from a common standard generated from a standardized calculation method. SAE J1711 will reference this document and as new and/or better data become available, this Information Report may be updated without changing the SAE J1711 or other stakeholder procedures.
2-Alternative Plug in Hybrid Electric Vehicle Utility Factor
Thomas H. Bradley, B. Morgan Davis (Do NOT enter this information. It will be pulled from participant tab in MyTechZone)
See attached file.
Affiliation (Do NOT enter this information. It will be pulled from participant tab in MyTechZone)
Copyright © 2011 SAE International
ABSTRACT
To understand the real world conditions of use of plug-in hybrid electric vehicles, the electrical energy consumption and gasoline energy consumption must be weighted according to how often a consumer will drive fueled by each energy source. To perform this weighting The Society of Automotive Engineers Hybrid Committee has codified the concept of the utility factor in SAE J2841 -
Utility Factor Definitions for Plug-In Hybrid Electric Vehicles Using Travel Survey Data. The J2841 utility factor weights the energy consumption from each energy source according to a model of US driving behavior derived statistics from the 2001 National Highway Transportation Survey, and the assumption that each vehicle begins the day trip fully charged and does not charge over the course of the day. This paper examines the sensitivity of the J2841 utility factor to more detailed models of vehicle charging behavior and proposes a utility factor model and simulation method as an alternative to J2841. This alternative utility factor aims to better represent the real-world driving and charging behavior of near-term plug-in hybrid electric vehicles.
3-Plug-in Hybrid Electric Vehicle Research Project:
Phase II Report
Plug‐in Hybrid Electric Vehicle Research Project: Phase II Report UVM Transportation Research Center
March 25, 2010
See attached file.
Executive Summary
This report contains five substantive sections describing plugin hybrid electric vehicle (PHEV) related research conducted over an 18month period by faculty and graduate students at the University of Vermont. Funding for these separate but related projects was provided by the Transportation Research Center, electric utilities, and Vermont State Agency partners. Section 1.2 of this report presents a literature review of prior studies regarding the proportion of miles driven under gasoline and electric power respectively, the resulting gasoline displacement and net change in greenhouse gas (GHG) emissions associated with PHEV operation, the generating capacity available to charge PHEVs and vehicle lifetime ownership costs. Section 2 is an analysis of state and federal policies to enhance the economic competitiveness of PHEVs. Two models of the impact of electricity demand for PHEV charging are described in Sections 3 and 4. The first of these models looks at the impact of this additional electricity demand on carbon allowance prices and generating costs under an electricity sector only capandtrade
program while the second explores its impact on medium voltage distribution circuits. Section 5 estimates the economic potential for bidirectional interfacing between vehicles and the grid, a concept know as vehicletogrid or V2G, in Vermont. The key findings are listed here and in more detail following each
section.
Hoping this will be helpful,
Rafik
Dear Amir,
The following publications cover the answer to your question.
1- Utility Factor Definitions for Plug-In Hybrid Electric Vehicles Using 2001 U.S. DOT National Household Travel Survey Data
http://standards.sae.org/j2841_200903/
Issued:
2009-03-27
Scope:
The total fuel and energy consumption rates of a Plug-In Hybrid Electric Vehicle (PHEV) vary depending upon the distance driven. For PHEVs, the assumption is that operation starts in battery charge-depleting mode and eventually changes to battery charge-sustaining mode. Total distance between charge events determines how much of the driving is performed in each of the two fundamental modes. An equation describing the portion of driving in each mode is defined. Driving statistics from the National Highway Transportation Survey are used as inputs to the equation to provide an aggregate "Utility Factor" (UF) applied to the charge-depleting mode results.
Rationale:
Various stakeholders are currently developing their own standards for testing PHEVs. The method of weighting the results using a UF is accepted by many of the stakeholders. However, the stakeholders need a standard document to reference in their procedures. These curves must be from a common standard generated from a standardized calculation method. SAE J1711 will reference this document and as new and/or better data become available, this Information Report may be updated without changing the SAE J1711 or other stakeholder procedures.
2-Alternative Plug in Hybrid Electric Vehicle Utility Factor
Thomas H. Bradley, B. Morgan Davis (Do NOT enter this information. It will be pulled from participant tab in MyTechZone)
See attached file.
Affiliation (Do NOT enter this information. It will be pulled from participant tab in MyTechZone)
Copyright © 2011 SAE International
ABSTRACT
To understand the real world conditions of use of plug-in hybrid electric vehicles, the electrical energy consumption and gasoline energy consumption must be weighted according to how often a consumer will drive fueled by each energy source. To perform this weighting The Society of Automotive Engineers Hybrid Committee has codified the concept of the utility factor in SAE J2841 -
Utility Factor Definitions for Plug-In Hybrid Electric Vehicles Using Travel Survey Data. The J2841 utility factor weights the energy consumption from each energy source according to a model of US driving behavior derived statistics from the 2001 National Highway Transportation Survey, and the assumption that each vehicle begins the day trip fully charged and does not charge over the course of the day. This paper examines the sensitivity of the J2841 utility factor to more detailed models of vehicle charging behavior and proposes a utility factor model and simulation method as an alternative to J2841. This alternative utility factor aims to better represent the real-world driving and charging behavior of near-term plug-in hybrid electric vehicles.
3-Plug-in Hybrid Electric Vehicle Research Project:
Phase II Report
Plug‐in Hybrid Electric Vehicle Research Project: Phase II Report UVM Transportation Research Center
March 25, 2010
See attached file.
Executive Summary
This report contains five substantive sections describing plugin hybrid electric vehicle (PHEV) related research conducted over an 18month period by faculty and graduate students at the University of Vermont. Funding for these separate but related projects was provided by the Transportation Research Center, electric utilities, and Vermont State Agency partners. Section 1.2 of this report presents a literature review of prior studies regarding the proportion of miles driven under gasoline and electric power respectively, the resulting gasoline displacement and net change in greenhouse gas (GHG) emissions associated with PHEV operation, the generating capacity available to charge PHEVs and vehicle lifetime ownership costs. Section 2 is an analysis of state and federal policies to enhance the economic competitiveness of PHEVs. Two models of the impact of electricity demand for PHEV charging are described in Sections 3 and 4. The first of these models looks at the impact of this additional electricity demand on carbon allowance prices and generating costs under an electricity sector only capandtrade
program while the second explores its impact on medium voltage distribution circuits. Section 5 estimates the economic potential for bidirectional interfacing between vehicles and the grid, a concept know as vehicletogrid or V2G, in Vermont. The key findings are listed here and in more detail following each
section.
Hoping this will be helpful,
Rafik
Rafik thank you so much, BUT
Do you happen to know that UF for bus differs from light duty vehicle ?
How about PHE medium and heavy truck??
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