Vehicle Cycle Sample Clauses

Vehicle Cycle. The vehicle cycle includes the production, use and end of life of the vehicle components, including its battery. It is generally recognised that the production of electric vehicles has a higher environmental impact compared to the production of conventional vehicles although varying estimates of the energy intensity of battery production create some disparity in estimates of electric vehicle production impacts. The estimates vary because of different approximations of the energy required to assemble the battery from its constituent parts with process-level analyses generally predicting lower energy intensity than top-down studies. Therefore, the details of the battery production and its key technical data (e.g. life time of battery, energy content) must be carefully described in all LCA studies handling this component. For the materials used to produce the vehicle, the main assumptions and data (e.g., types and share of materials, electricity production mix xxx.xxxxxx.xxx 57 2016 IA-HEV ANNUAL REPORT for material production) must also be described in detail. Here it is assumed that the battery capacity of the XXX is in the range of 10-30 kWh, and for PHEV 4-15 kWh, with a vehicle life time of 10 years and annual travel distance of 14,000 km. The “electric driven” annual kilometers with the PHEV is assumed to be 9,000 km. One of the most influencing factors in the LCA of vehicles is the energy consumption in the operation phase. In particular for vehicles with electric drivetrains, the impact of all auxiliary energy usage for heating and cooling must be incorporated properly. In Figure 2, an example of the contribution and range of electricity consumption in a battery electric vehicle by activity is shown in ratio “bad” / “good”; e.g., the impact of charging loss ratio of 2-3 means that the highest observed charging losses can be 2 to 3 times higher than the lowest charging losses, whereas in the graph the average absolute charging losses are estimated. Also the driving behavior (e.g. urban vs. highway driving) is quite relevant for the vehicle’s energy consumption. For plug in hybrid electric vehicles (PHEVs) the share of driving distance on the battery must be specified. The “electricity generated on board” versus “electricity generated off-board” must be carefully distinguished. For battery electric vehicles (BEVs) the possible driving range must be evaluated in real life conditions (see above, including heating and cooling demand). As the driving range ...
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