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Defining an operation strategy for a Split Parallel Architecture (SPA) Hybrid Electric Vehicle (HEV) is accomplished through calculating powertrain component losses. The results of these calculations define how the vehicle can decrease fuel consumption while maintaining low vehicle emissions. For a HEV, simply operating the vehicle's engine in its regions of high efficiency does not guarantee the most efficient vehicle operation. The results presented are meant only to define a literal strategy; that is, an understanding as to why the vehicle should operate in a certain way under the given conditions. The literature review gives a background of hybrid vehicle control publications, and without the SPA HEV addressed or a hybrid analysis based on loss calculations between engine only and hybrid modes, there is a need for this paper. Once the REVLSE architecture and components are understood, the hybrid modes are explained. Then the losses for each hybrid mode are calculated, and both the conversion and assist efficiencies are detailed. The conversion efficiency represents the amount of additional fuel required to store a certain amount of energy in the battery, and this marginal efficiency can be higher than peak engine efficiency itself. This allows electric only propulsion to be evaluated against the engine only mode, and at low torques the electric motor is more efficient despite the roundtrip losses of the hybrid system. / Master of Science

The use of biofuels within the Swedish transport sector has increased, although the use of ethanolhas decreased considerably since 2011. The purpose of this report is to examine why and onwhat grounds this decrease has occurred. Furthermore the report aims to discuss whether thisdevelopment is beneficial to reaching the climate goals of Sweden. The study focuses solely onethanol as a high proportion blend of E85 for road transportation and its future within theSwedish transport sector. The following questions have therefore been formulated: Why has thesale of ethanol (E85) decreased? Can ethanol (E85) be a tool for Sweden in order to reach itsclimate goals? In order to answer these questions, 12 interviews were conducted with different stakeholdersrelated to ethanol fuel. Stakeholders represented in this report are: organizations, authorities, fueldistributors, car manufacturers, scientists and purchasers. From the interviews, a number offactors that are assumed to have impacted the use of E85 were identified. The identified factorswere: the debate around the land use for ethanol production and its connection to increased foodprices and climate benefit, technical problems, increased operating costs, political means ofcontrol and pricing, and limited sales of new cars. It is probable that no single factor caused thedecrease in the use of E85, but that it was rather a combination of all of the aforementionedfactors over a certain period of time that lead to the decrease. In order for Sweden to reach its climate goals, three factors are significant: energy efficiency, adecrease in transportation and increased usage of renewable fuels must be implemented. E85could be part of the solution in order to reach these goals. There currently exists an infrastructurefor E85, which means that the goals can be reached in the short term, compared to electrification,which is considered to be a long term solution. Political means of control are crucial to the roleof the biofuel in the transition that is required to reach the goals, since they decide how E85 willbe able to compete on the fuel market going forward. / Användningen av biodrivmedel inom den svenska transportsektorn har ökat, däremot haretanolanvändningen minskat kraftigt sedan 2011. Syftet med denna rapport är att undersökavarför och på vilka grunder denna minskning har skett. Därutöver ämnar även rapporten attredogöra för en diskussion kring huruvida denna utveckling är gynnsam för att nå Sverigesuppsatta klimatmål eller inte. Studien avser endast att studera etanol som höginblandning i E85för vägtransporter och dess framtid inom den svenska transportsektorn. Följande frågeställningarhar formulerats: Varför har försäljningen av etanol (E85) som drivmedel minskat? Kan etanol(E85) utgöra ett medel för att Sverige ska nå sina uppsatta klimatmål? För att besvara frågeställningarna genomfördes 12 intervjuer med olika aktörstyper som ärrelaterade till etanolbränsle. Aktörstyper som representeras i denna rapport är:intresseorganisationer, myndigheter, drivmedelsdistributörer, biltillverkare, forskare samtupphandlare. Utifrån intervjuerna identifierades faktorer som antas ha påverkat användningen avE85. De faktorer som identifierades var: debatten kring etanolproduktionens markanvändningoch dess koppling till höjda livsmedelspriser samt klimatnytta, tekniska problem, högredriftkostnader, politiska styrmedel och prisbildning samt begränsad nybilsförsäljning. Det ärsannolikt att det inte var en enskild faktor som gav upphov till minskningen utan att det iställetrörde sig om en kombination av samtliga påverkansfaktorer under en viss tidsperiod. För att Sverige ska kunna nå landets klimatpolitiska mål är en förutsättning att det sker enenergieffektivisering, en minskning av transporter samt en ökad användning av förnybaradrivmedel. E85 kan utgöra en del av lösningen för att nå målen. Idag finns en tillgängliginfrastruktur för E85 vilket medför att målen kan nås på kort sikt i jämförelse med enelektrifiering som anses vara en långsiktig lösning. Politiska styrmedel är avgörande förbiobränslets roll i omställningen som krävs för att nå målen. Detta eftersom dessa avgör hur E85kommer att kunna konkurrera på marknaden för drivmedel fortsättningsvis.

Concerns regarding energy security, resource sustainability, and environmental protection have heightened interests in renewable fuels and sparked the research and development of ethanol as a transportation fuel. This study examines consumers’ willingness to pay for ethanol from various potential feedstocks; corn, switchgrass and wood wastes. Data was collected via a survey of fuel consumers across the United States in 2009. Results show that consumers have a preference for E85 (a fuel blend with 85 percent ethanol and 15 percent gasoline) from corn, switchgrass and wood wastes compared to E0 (gasoline) and a preference for E85 from switchgrass and wood wastes, but not corn when compared to E10 (10 percent ethanol and 90 percent gasoline). Also, consumers have a preference for E85 compared to E10 but not compared to E0. Mean WTP for E85 was insignificant across all models, but significant for all other product attributes; percentage of fuel imported, percentage of greenhouse gas emissions reduced, and the proximity of fuel in driving distance. This suggests a WTP for a combination of fuel attributes associated with ethanol rather than just for E85. Results suggest that price and proximity of the fuel have a greater impact on fuel selection than percentage of the fuel imported and reductions in greenhouse gas emissions. Republicans had a positive WTP for E85 compared to E10 and a negative WTP for E85 compared to E0 regardless of feedstock, which may suggest that Republicans actually have no preference for E85; however, these findings may also suggest that Republicans view E85 as a voluntary “policy” whereas E10 is an example of government intrusion in the free market. Thus, they may ultimately have preferences over the manner in which the blend is being introduced to the market. Across all models, those undecided in political affiliation, those previously familiar with ethanol, and those who prefer to devote U.S. farmland to food instead of fuel generally exhibited a lower WTP for E85 while Westerners, those worried about the environment, and those believe that reducing dependence on foreign oil is more important than environmental protection generally had a greater WTP for E85.

Concerns regarding energy security, resource sustainability, and environmental protection have heightened interests in renewable fuels and sparked the research and development of ethanol as a transportation fuel. This study examines consumers’ willingness to pay for ethanol from various potential feedstocks; corn, switchgrass and wood wastes. Data was collected via a survey of fuel consumers across the United States in 2009. Results show that consumers have a preference for E85 (a fuel blend with 85 percent ethanol and 15 percent gasoline) from corn, switchgrass and wood wastes compared to E0 (gasoline) and a preference for E85 from switchgrass and wood wastes, but not corn when compared to E10 (10 percent ethanol and 90 percent gasoline). Also, consumers have a preference for E85 compared to E10 but not compared to E0. Mean WTP for E85 was insignificant across all models, but significant for all other product attributes; percentage of fuel imported, percentage of greenhouse gas emissions reduced, and the proximity of fuel in driving distance. This suggests a WTP for a combination of fuel attributes associated with ethanol rather than just for E85. Results suggest that price and proximity of the fuel have a greater impact on fuel selection than percentage of the fuel imported and reductions in greenhouse gas emissions. Republicans had a positive WTP for E85 compared to E10 and a negative WTP for E85 compared to E0 regardless of feedstock, which may suggest that Republicans actually have no preference for E85; however, these findings may also suggest that Republicans view E85 as a voluntary “policy” whereas E10 is an example of government intrusion in the free market. Thus, they may ultimately have preferences over the manner in which the blend is being introduced to the market. Across all models, those undecided in political affiliation, those previously familiar with ethanol, and those who prefer to devote U.S. farmland to food instead of fuel generally exhibited a lower WTP for E85 while Westerners, those worried about the environment, and those believe that reducing dependence on foreign oil is more important than environmental protection generally had a greater WTP for E85.

No description available.

Québec Université Laval, Bibliothèque 2015

Transportation fleet emissions have a dominant role in air quality because of their significant contribution to ozone precursor and greenhouse gas emissions. Regulatory policies have emphasized improvements in vehicle fuel economy, alternative fuel use, and engine and vehicle technologies as approaches for obtaining transportation systems that support sustainable development. This study examined the air quality impacts of the partial electrification of the transportation fleet and the use of biofuels for the Austin Metropolitan Statistical Area under a 2030 vision of regional population growth and urban development using the Comprehensive Air Quality Model with extensions (CAMx). Different strategies were considered including the use of Plug-in Hybrid Electric Vehicles (PHEVs) with nighttime charging using excess capacity from electricity generation units and the replacement of conventional petroleum fuels with different percentages of the biofuels E85 and B100 along or in combination. Comparisons between a 2030 regional vision of growth assuming a continuation of current development trends (denoted as Envision Central Texas A or ECT A) in the Austin MSA and the electrification and biofuels scenarios were evaluated using different metrics, including changes in daily maximum 1-hour and 8-hour ozone concentrations, total area, time integrated area and total daily population exposure exceeding different 1-hour ozone concentration thresholds. Changes in ozone precursor emissions and predicted carbon monoxide and aldehyde concentrations were also determined for each scenario. Maximum changes in hourly ozone concentration from the use of PHEVs ranged from -8.5 to 2.2 ppb relative to ECT A. Replacement of petroleum based fuels with E85 had a lesser effect than PHEVs on maximum daily ozone concentrations. The maximum reduction due to replacement of 100% of gasoline fuel in light and heavy duty gasoline vehicles by E85 ranged from -2.1 to 2.8 ppb. The magnitude of the effect was sensitive to the biofuel penetration level. Unlike E85, B100 negatively impacted hourly ozone concentrations relative to the 2030 ECT A case. As the replacement level of petroleum-diesel fuel with B100 in diesel vehicles increased, hourly ozone concentrations increased as well. However, changes due to the penetration of B100 were relatively smaller than those due to E85 since the gasoline fraction of the fleet is larger than the diesel fraction. Because of the reductions in NOx emissions associated with E85, the results for the biofuels combination scenario were similar to those for the E85 scenario. Also, the results showed that as the threshold ozone concentration increased, so too did the percentage reductions in total daily population exposure for the PHEV, E85, and biofuel combination scenarios relative to ECT A. The greatest reductions in population exposure under higher threshold ozone concentrations were achieved with the E85 100% and 17% PHEV with EGU controls scenarios, while the B100 scenarios resulted in greater population exposure under higher threshold ozone concentrations. / text

In this thesis the effects of two future greenhouse gas emissionreducing strategies in the passenger transport sector are investigated.Three factors were modelled for 2021-2055; The life cycle emissions offour vehicle types using a well-to-wheel life cycle analysis tool calledGREET, the growth curve of these vehicle types was analyzed andextrapolated to obtain total vehicle predictions and the mileage ofthese vehicles was extrapolated from existing governmental data. Theresulting scenarios show that in the short term E85 ex fuel vehicles arecapable of more avoided emissions, with EVs outperforming them inthe long term. However limitations in the prediction of vehicle mileageleaves the overtake point to be determined.