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Vehicle Architectures and Design
Published in Iqbal Husain, Electric and Hybrid Vehicles, 2021
The vehicle design is driven by the customer which in turn sets the mission profile for the vehicle system and its powertrain. Vehicle acceleration, maximum speed, all-electric range, fuel economy and passenger and loading capacity are the choice factors that a customer cares about either in part or fully in selecting a passenger vehicle, which is essential to be considered during the vehicle design process. The considerations for the critical parameters resulting from the choice factors are widely different when designing a delivery truck as compared to that of designing a passenger sedan. In recent years, there has been an uptake in the interest and sales in EVs where the customers are willing to pay comparatively more than an equivalent IC engine vehicle due to a variety of reasons including high-acceleration performance, environmental consciousness, new technology appeal, quiet operation and convenience of fueling/charging at home and at work. The mission is set by the customer which necessitates simulation and analysis tools that incorporate the customer requirements. A simplified approach of incorporating the customer requirements in vehicle design and component sizing is to use the various standardized drive cycles used for evaluating vehicle performance in different driving scenarios. The various drive cycles available reflect the customer driving preferences and mission of the vehicle [9].
Integrated Bidirectional Converters for Plug-In HEV Applications
Published in L. Ashok Kumar, S. Albert Alexander, Power Converters for Electric Vehicles, 2020
L. Ashok Kumar, S. Albert Alexander
Reference [6] described that HEV technology provides an effective solution for achieving higher fuel economy, improved performance, and low emissions, compared with conventional vehicles. PHEVs are HEVs with plug-in capabilities and give a more all-electric range; hence, PHEVs increase the fuel economy and minimize emissions even more. PHEVs have a battery pack of high energy density and can run only on electric power for a given range. The battery pack can be recharged by a near-neighborhood outlet. In this paper, a novel-integrated bidirectional AC/DC charger and a DC/DC converter (henceforth, the integrated converter) for PHEVs and hybrid/plug-in-hybrid conversions are proposed. The integrated converter is able to function as an AC/DC battery charger and to transfer electrical energy between the battery pack and the high-voltage bus of the electric traction system. A less number of high-current inductors and current transducers that have provided fault-current tolerance in PHEV conversion are shown in an integrated converter.
Electrified Powertrains
Published in Patrick Hossay, Automotive Innovation, 2019
The result is not the sort of all-electric range (AER) you would expect from a respectable pure electric vehicle; but it’s getting better. Typical battery capacities of PHEVs orbit a bit over 10 kWh, allowing an AER of anywhere from 12 to 50 miles. By comparison, the early Prius plug-in offered half the capacity of the current battery pack and an AER of 6 miles. The deployment of this technology may have been more strongly motivated by the need for compliance with California’s PEV requirements rather than genuine emissions reduction or driver demand. In fact, it seems a large fraction of plug-in drivers did not actually charge their vehicles regularly.11 However, more recent plug-in hybrids have significantly increased that range, making all-electric commuting viable for many drivers and defining a worthwhile fusion of all-electric efficiency with combustion-powered range and flexibility (Table 5.1).
Selecting sustainable electric bus powertrains using multipreference evolutionary algorithms
Published in International Journal of Sustainable Transportation, 2018
João P. Ribau, Susana M. Vieira, Carla M. Silva
The optimized vehicle must be capable of performing a certain driving cycle and comply with specific performance constraints (depending on the optimization method used: I, II, or III): minimum top speed (v), must be at minimum 80 km/hmaximum acceleration time from 0–50 km/h (a), must be at minimum 12sdriving cycle precision constraint (DCP), must be at minimum 12%all-electric range (AER), must be at minimum 30 km (for plug-ins) or 132 km (for battery electric vehicles)
Electric Vehicle Advancements, Barriers, and Potential: A Comprehensive Review
Published in Electric Power Components and Systems, 2023
Alperen Mustafa Çolak, Erdal Irmak
PHEVs typically have a larger battery than HEVs [82,83], which allows for a longer all-electric range and greater fuel efficiency. The size of the battery and the all-electric range varies depending on the model and manufacturer. Some PHEVs have an all-electric range of around 30–40 miles, while others can travel up to 50 miles or more on electric power alone [84]. Another advantage of PHEVs is that they produce fewer emissions than traditional gasoline vehicles [37,40]. When operating in electric-only mode, PHEVs produce zero emissions. Even when running on gasoline power, the engine is typically more efficient and produces fewer emissions than a conventional gasoline engine.
Selection of alternative fuel taxis: a hybridized approach of life cycle sustainability assessment and multi-criteria decision making with neutrosophic sets
Published in International Journal of Sustainable Transportation, 2022
Nour N. M. Aboushaqrah, Nuri Cihat Onat, Murat Kucukvar, A.M.S. Hamouda, Ali Osman Kusakci, Berk Ayvaz
On the other hand, two of the reviewed studies have addressed the benefits of autonomous electric taxis. According to these studies, autonomous taxis can reduce the overall environmental impacts. The potential environmental impact reduction depends on two main competing forces in the net benefits. Electrification and autonomy mostly mean lower energy consumption, thus lower environmental impacts. On the other hand, there is a rebound effect that causes users to travel more and thus have more impacts. It is very similar to previous efficiency improvement in some areas such as more energy-efficient light bulbs caused people to use more illumination, thus, net benefits in terms of environmental impacts are limited by more use of it due to efficiency benefits and reduced costs. Greenblatt and Saxena (2015) have estimated the GHG emissions and costs of autonomous taxis in the US for the years 2014 and 2030. The authors found that the diffusion of automated taxis in 2030 can result in 87–94% GHG emission reduction relative to 2014 conventional vehicles, 63–82% GHG below the 2030 hybrid vehicles, and almost 100% reduction in oil consumption. Bauer et al. (2018) proposed an agent-based model to identify the fleet configuration of the automated electric taxi with the lowest cost, and environmental impact on Manhattan Island. The results indicated that the automated electric taxis could reduce 58% of energy use and 73% of GHG emissions generated by the automated conventional vehicles. The authors found that the lowest cost fleet configuration is achieved with from 50 to 90 miles of battery range (all-electric range: the distance an electric vehicle can run with a fully charged battery until its battery depleted), together with either 44 or 66 chargers per square mile of 22 kW or 11 KW charging power, respectively.