Brett Williams

Enantioselective 1,1-Arylborylation of Alkenes: Merging Chiral Anion Phase Transfer with Pd Catalysis

A palladium-catalyzed three-component coupling of α-olefins, aryldiazonium salts, and bis(pinacolato)diboron affords direct access to chiral benzylic boronic esters. This process is rendered highly enantioselective using an unprecedented example of cooperative chiral anion phase transfer and transition-metal catalysis.

A Techno-Economic Analysis of PEV Battery Second Use: Repurposed-Battery Selling Price and Commercial and Industrial End-User Value

Accelerated market penetration of plug-in electric vehicles and deployment of grid-connected energy storage are restricted by the high cost of lithium-ion batteries. Research, development, and manufacturing are underway to lower material costs, enhance process efficiencies, and increase production volumes. A fraction of the battery cost may be recovered after vehicular service by reusing the battery where it may have sufficient performance for other energy-storage applications. By extracting post-vehicle additional services and revenue from the battery, the total lifetime value of the battery is increased. The overall cost of energy-storage solutions for both primary (automotive) and secondary (grid) customer could be decreased. This techno-economic analysis of battery second use considers effects of battery degradation in both automotive and grid service, repurposing costs, balance-of-system costs, the value of aggregated energy-storage to commercial and industrial end users, and competitive technology. Batteries from plug-in electric vehicles can economically be used to serve the power quality and reliability needs of commercial and industrial end users. However, the value to the automotive battery owner is small (e.g.,

Strategy for Overcoming Cost Hurdles of Plug-In-Hybrid Battery in California: Integrating Post-Vehicle Secondary Use Values

20-

Second Life for Plug-In Vehicle Batteries: Effect of Grid Energy Storage Value on Battery Lease Payments

100/kWh) as declining future battery costs and other factors strongly affect salvage value. Repurposed automotive battery prices may range from

Business Model for Subscription Service for Electric Vehicles Including Battery Swapping, for San Francisco Bay Area, California

38/kWh to

Plug-In Electric Vehicles in California: Review of Current Policies, Related Emissions Reductions for 2020, and Policy Outlook

132/kWh.

Characterizing Plug-In Hybrid Electric Vehicle Consumers Most Influenced by California’s Electric Vehicle Rebate

Advances in electric drive technology, including lithium ion batteries as well as the development of strong policy drivers such as Californias Global Warming Solutions Act, now contribute to a more promising market environment for the widespread introduction of plug-in vehicles in California. Nevertheless, battery costs remain high. This study explores a strategy for overcoming the significant hurdle to electric transportation fuel use presented by high battery costs. It describes offsetting plug-in-vehicle battery costs with value derived from post-vehicle stationary use of hybrid batteries and quantifies the possible effect the net present value that several of these benefits might have on battery lease payments. With a focus on blended-mode plug-in hybrids with minimized battery size, even the subset of values explored (regulation, peak power, arbitrage, and some carbon reduction credit) promises to lower battery lease payments while simultaneously allowing vehicle upgrades and profitable repurposing of vehicle batteries for stationary use as grid support, electrical storage and generation devices. Such stationary, post-vehicle battery-to-grid devices could not only provide valuable services needed by existing statewide grid-support markets but could also provide customer side benefits, improve utility operation, help defer costly grid upgrades, and potentially support the profitability and penetration of intermittent renewable energy.

Commercializing light-duty plug-in/plug-out hydrogen-fuel-cell vehicles: “Mobile Electricity” technologies and opportunities

This research analyzes the potential reduction in battery lease payments for plug-in electric vehicles (PEVs) in California that incorporate the value from postvehicle, stationary provision of grid services. PEV batteries repurposed into distributed electrical storage appliances (DESAs) might provide valuable services to electricity customers, utilities, and regional grid operators alike, with improved grid operation, deferred costly upgrades, and support for the penetration and profitability of intermittent renewable energy. This research advances methods for analyzing combined vehicular and postvehicular value and uses new and increasingly sophisticated inputs, including specific PEV characterizations and value for 19 grid applications. The results showed positive but sometimes modest potential benefits. Bounding scenarios all showed reductions in battery lease payments. For the Chevy Volt–based example, which exhibited a 22% reduction in the base case, the bounding scenarios ranged from 1% to 32%. Monte Carlo analysis indicated that the point estimates that were developed might need downward adjustment to account for uncertainty, a situation that would possibly negate second-life benefit. The analysis indicated that if valuable regulation revenues were hotly contested and provided limited impetus to DESA commercialization, value from multiple applications would be necessary to support profitability. This possibility makes the artful combination of services a critical uncertainty. One previously identified combination of multiapplications related to servicing local air-conditioning loads was examined as the base case and was found to be attractive. Another important uncertainty is the cost of power-conditioning requirements, which must also be optimized or reduced with specific combined-load profiles, for example, through coupling DESAs with local photovoltaics.

Estimating the early household market for light-duty hydrogen-fuel-cell vehicles and other “Mobile Energy” innovations in California: A constraints analysis ☆

A proposed strategy for facilitating the introduction of electric-drive vehicles calls for vehicle purchasers to own the vehicle but to lease the battery from a third party to help reduce the first-cost hurdle to consumers. A further extension of this concept for all-battery electric vehicles (EVs) would include the ability for consumers to exchange their discharged batteries for charged ones at battery swap stations. This factor would extend the driving range for EV service subscribers but with increased costs to build and operate the stations. This analysis centers around a base-case scenario from 2012 to 2027 that includes a set of assumptions about subscriber membership levels, gasoline and electricity prices, corporate level expenditures, and the capital costs of batteries, charging stations, and battery swap stations. The base-case set of assumptions is then systematically varied, and a few combinations are explored to determine whether and how such a service might be economically viable. Key sensitivities include buildup of the number of subscribers, the price of gasoline, capital costs of the batteries, distribution of total annual driving mileage of subscribers, and the number of corporate employees needed to operate and manage the subscription service business. Focusing on a network in the San Francisco Bay Area, California, the analysis suggests that, with current gasoline prices and the base-case scenario assumptions, the economics of this business model are challenging.

Plug-in-Hybrid Vehicle Use, Energy Consumption, and Greenhouse Emissions: An Analysis of Household Vehicle Placements in Northern California

Californias emissions reduction goals for criteria air pollutants (CAPs) and greenhouse gases (GHGs) have encouraged policies that support plug-in electric vehicles (PEVs). This paper explores current and planned policies that promote PEVs, potential emissions benefits from PEV adoption in California by 2020, and future policy directions. The reviewed policies include the zero-emission vehicle regulations, the low-carbon fuel standard, and the clean car standards, which all require GHG reductions. Policies prompted by the California Public Utilities Commission Alternative-Fueled Vehicle Rulemaking decision and existing and planned PEV incentive programs are among the forthcoming and expected policies that are discussed. An analysis was conducted to estimate and to value GHG and CAP emissions reductions from PEVs in California by 2020. Results of this analysis show that the reduction in tailpipe emissions dominate any added power plant emissions and value the benefits at