DOE Field Operations Program EV and HEV Testing Page: 4 of 12
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Drive Cycle Range Kilometers
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=0 20 40 60 80 100 120 140
25.0
20.0 -
15.0
10.0
5.0
0.0I
All three of the range tests
(Driving Cycle, Constant
Speeds at 72 and 97 km/h)
exhibit similar trends -
continuing improvements in
electric vehicle performance.
The 1997 decreases in range
can be at least partially
attributed to the type of
vehicles tested that year.
Both of the 1997 test
vehicles were pickups, with
lead acid batteries, intended
for use in utility types of fleet
applications.The 1998 results were driven
2: EVAmerica individual testing results for SAF J1634 by the NiMH equipped EV1.
Figure :cEV teriNa vilestin The EVi had the highest test
drive cycle tests. (Not all vehicles shown), results to date; it went 356
km in the 72-km/h constant speed test and 259 km in the 97-km/h constant speed test. The two
pickups tested during 1999 were also equipped with NiMH batteries and they averaged 143 km for the
drive-cycle test, 198 km in the 72 km/h constant speed test, and 130 km in the 97-km/h constant speed
test. The 1999 results did not increase compared to the 1994 - 1997 years; vehicles other than theEVi with NiMH batteries simply could not
replicate the 1998 results.
The average annual acceleration tests (performed
at 50% state-of-charge) show an overall increase
in vehicle performance (Figure 3). The average
annual time to accelerate from 0 to 80 km/h has
decreased from the 24-second average recorded
during 1994 to 12 seconds for the 1999 test
vehicles. The 1996 vehicles averaged 10 seconds
in the acceleration testing. The lead-acid EV1,
tested during 1996, had a 0 to 80-km/h-
acceleration time of 6.7 seconds at a 50% state-
of-charge. At 100% state-of-charge, the EV1
accelerated from 0 to 80 km/h in 6.3 seconds.
The single most important factor for increasing
vehicle range is the amount of kWh stored
onboard in a vehicle's battery. Increasing kWh
can be accomplished by increasing the number of
batteries onboard or using a higher-capacity
battery technology. NiMH batteries were used on
seven vehicles to increase range. The higher
specific energy of NiMH batteries is evident
when looking at Figure 4. During 1995, two out
of the three test vehicles were equipped with
NiMH batteries, as were all five vehicles tested
during 1998 and 1999. During 1994, 1996, and
1997, lead-acid batteries were used in 12 of the1994 1995 1996 1997 1998 1999
Figure 3: EVAmerica acceleration results.Drive Cycle specific Energy - Wh\Kg
60
50
40
30
20
10
01994
1995 1996 1997 1998 1999
Figure 4: Average specific energy (watt-hours
per kilogram) of the EVAmerica test vehicles.3
Average PbA
Average NiMH
EPIC(NiMH)
Ranger(NiMH)
EV1(NiMH)
S-10(NiMH)
RAV4(NiMH)
Ranger (PbA)
ChevS-10 (PbA)
EV1(PbA)
RAV4 (PbA)
Solectria Force(NiMH)
Solectria E10(PbA)160 180 200 220 240
Acceleration 0 to 80.5 kph (50% SOC) - Seconds
30.0
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Francfort, James Edward & Slezak, L. A. DOE Field Operations Program EV and HEV Testing, article, October 1, 2001; [Idaho Falls, Idaho]. (https://digital.library.unt.edu/ark:/67531/metadc886969/m1/4/: accessed April 16, 2024), University of North Texas Libraries, UNT Digital Library, https://digital.library.unt.edu; crediting UNT Libraries Government Documents Department.