Total Battery Energy % Vehicle Power Available from Battery % Vehicle Power Available from ICE Electrified Vehicle Types 100 ~60 % % ~60 % 100 % ~90 % ~75 % ~25 % ~10% Drive System Functionality Conventional Powertrain Mild Hybrid * AFM/VVT * Engine Off * SIDI During * Variable Lift Deceleration * Downsized Turbo and at Idle * 6/8 Speed AT * Limited Regen * CVT Braking * Stop/Start * Electric Power Assist Mechanical ~50 % ~40 ~5 % kWh Plug-In Hybrid EV Full Hybrid * Full Regen * Plug-In Braking Rechargeable * Engine Cycle * More Electric Optimization Drive During * Electric Launch Charge* Limited Pure Depletion Electric Drive * Reduced * Engine Downsize Refueling Engine Dominant Blended 100 % > 21 kWh ~16 kWh ~40 % EREV Battery EV * Full-Function Electric Drive * Initial Pure Electric Range * Siginificantly Reduced Refueling * 100% Pure Electric Range * Energy Storage in a Battery * No Exhaust Emissions Electric with Engine Assist All Electric Figure 4. Types of vehicles with different levels of electrification. City Range (mi) the regulations. although most peo135.0 ple drive fewer than 60 km (or 40 mi) 3:87 on most days, the day-to-day varia130.0 tion in driving distance and driving 3:17 conditions causes drivers to reason6:1 125.0 ably demand a vehicle that has a Better much greater nominal range. For an 9:1 ev classification where the extended120.0 range powertrain of the Chevrolet volt 10:1 (which operates as an ev until battery 115.0 energy is low) is excluded, the range is GXE-Spark EV subject to the limits of practical bat110.0 Volt Motor B-Spark EV tery technology and acceptable batEV1 Induction-Spark EV 6:1 tery cost. today, the most expensive 105.0 part of a typical Bev is the battery 9 10 11 12 13 14 6 7 8 IVM-60 mi/h (s) itself. the fundamental cost of the battery, that is, the cost of the cells Figure 5. Single-speed DU concepts evaluated for range and initial vehicle movement (IVM) themselves, may exceed the cost of to 60 mi/h. the entire remainder of the propulx electric driving range too low/concerns about being sion system. Part of the cost of the Bev battery is due to the stranded requirement for output power, but the primary cost driver x purchase cost too high (not offset by operating costs) is from the requirement for enough output energy. the batx limited vehicle usage (cannot replace conventional tery must deliver enough energy to provide sufficient range iCe) to make customers feel comfortable in everyday driving. x lack of charging infrastructure (impact vehicle usage) the major complaints of today's Bev users are IEEE Electrific ation Magazine / j une 2 0 1 4 17