Chevrolet Volt plug-in hybrid electric vehicle (Image taken from Wikipedia and available under the Creative Commons License)Įlsewhere, Volvo is to sell its V60 model as a parallel hybrid PHEV it is said to be the first PHEV to be equipped with a diesel engine. Since the battery is maintained at a near-constant SoC by the engine (as for a conventional automotive battery) the demands made upon it are less severe.įIGURE 5.9. The attributes of the charge-sustaining mode of operation are different. In the all-electric mode, the acceleration and the top speed are reduced in comparison with the hybrid power mode.
DO HYBRID VEHICLES NEED TO BE CHARGED FULL
The ICE remains the main source of motive power, however, and full performance is only achieved through the ICE and the electric motor operating together.
The main difference of the PHEV from the standard full hybrid is the size of the battery, which, in the charge-depleting mode, is designed to support a much greater all-electric range. This is an exacting regime for the battery but the electrical energy that is drawn from the external source does reduce the amount of petroleum that is used by the vehicle and thus produces an apparently substantial improvement in fuel economy. have a deep-cycle facility, but it must also provide the high-power performance (especially for charging) that is demanded by all hybrids. Not only must the battery in a PHEV store sufficient energy to furnish the required all-electric range, i.e. In the charge-depleting mode, however, the battery is discharged more than it is charged during the course of a journey and the shortfall is made good by drawing electricity from the mains supply.
DO HYBRID VEHICLES NEED TO BE CHARGED GENERATOR
In the former, the battery is maintained at a constant SoC with the amount of energy discharged during power-assist operations being balanced by charging from the generator and from regenerative braking. Plug-in hybrids can operate in two distinct modes: the ‘charge-sustaining’ mode or the ‘charge-depleting’ mode. Every 10 miles (16 km) of all-electric range requires an onboard storage of 3–4 kWh, as determined by the size of the vehicle. Irrespective of its value, the full all-electric range should be used as often as possible, otherwise additional battery weight is carried around constantly for no purpose. The choice of range should be determined by the length of the usual daily journey. Two types of PHEV are under consideration: one with a modest all-electric range of, say, 10 miles (16 km) and the other with, perhaps, 40 miles (64 km) the details are listed in Table 5.3. Weight, volume and costs are estimates for a fully-managed pack. Data for E-REV and BEV are for high energy. An intermediate step in the vehicle-to-grid system might be a vehicle-to-home approach, wherein electricity is delivered to a household through a direct connection with a PHEV.ĭata for PHEV are for high power. PHEVs would allow for higher penetrations of wind power than might otherwise be economically viable, storing excess generation at night and dispatching that electricity to meet greater loads during the day. This storage capability is thought to be of particular benefit to wind turbines, the power output of which is generally greatest at night when the demand for electricity is the lowest. The electric battery in PHEVs can both be charged by and discharged into the electric grid, turning the car into a mobile, distributed electricity storage device.
Plug-in hybrid vehicles (PHEVs), which feature both internal combustion engines and electric motors, have the potential not only to reduce the consumption of petroleum products but also to facilitate greater penetration of renewable power sources. Joseph Kantenbacher, Rebekah Shirley, in Sustainable Cities and Communities Design Handbook (Second Edition), 2018 Vehicle-to-Grid Systems