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Autonomous Vehicles
Published in Iqbal Husain, Electric and Hybrid Vehicles, 2021
Brake-by-wire technology has been widely commercialized with the introduction of battery electric vehicles and hybrid vehicles as the technology is particularly compatible with regenerative braking where part of the vehicle kinetic energy can be captured, converted and used to recharge the batteries instead of wasting it through friction in the brake pads.
Transport and Energy
Published in Richard Gilbert, Anthony Perl, Transport Revolutions, 2018
Nevertheless, BEVs may have a resurgence as oil prices rise. A possible sign of this is the development by Mitsubishi of the Lancer Evolution, a prototype BEV whose specifications are in Table 3.1, together with comparable ICE and fuel cell vehicles. This BEV uses a lithium battery to give a range of 250 km. It powers four motors, one in each wheel. Its low energy use is of particular note, equivalent in gasoline terms to 1.8 L/100km. The corresponding fuel use by the other two vehicles is 5.1 L/100km (ICE) and 3.2 L/100km (hydrogen fuel cell).
Electrification of just about everything
Published in Tobias Bischof-Niemz, Terence Creamer, South Africa’s Energy Transition, 2018
Tobias Bischof-Niemz, Terence Creamer
In addition, South Africa’s urban geography, as well as certain characteristics of the South African household, could well prove equally supportive of BEV adoption by private car owners. Take Gauteng, the city-region where more than 13 million of South Africa’s 55 million citizens reside. It is the country’s smallest province by area, with a radius from its centre to its fringes never exceeding 100 km. Even so, a number of private car owners drive 100 to 120 km to work and back daily; the Pretoria-to-Johannesburg commute. As with the minibus taxi, this relatively long and consistent commuter profile is a good match for BEVs that have a charging range of around 300 km. Fuel switching will, therefore, bring the same cost-per-kilometre advantages. More importantly, though, is the fact that most car owners in Gauteng have a dedicated under-cover parking spot at home. This reality offers an immediate charging-infrastructure advantage over Europe, for example, where car owners typically park on the street. Put differently, having a dedicated parking spot makes it far easier for a Gauteng resident to access either a plug point at home, or to make the decision to invest in a permanent fast charger. Even if a BEV owner doesn’t install a fast charger, the car can still be charged from empty to full, on a normal power socket, in roughly eight hours – or overnight. Conditions in Gauteng are thus, arguably, almost ideal for high BEV adoption.
Modeling and evaluating the impact of electricity price on commute network flows of battery electric vehicles
Published in Transportation Letters, 2023
Chi Xie, Jue Hou, Ti Zhang, Travis Waller, Xiqun Chen
While a massive adoption of BEVs implies tremendous environmental and economic sustainability benefits, it must be recognized that driving BEVs may be subject to some technological and infrastructure limits, especially at the initial stage of the market. These limits inevitably affect the vehicle purchase and usage willingness of prospective BEV consumers. An average BEV typically can be continuously driven for a shorter distance before recharging than an average gasoline vehicle (GV) before refueling, which has raised the range anxiety concern (Mock, Schmid, and Friendrich 2010) in the current and potential BEV consumer population. Unlike gasoline stations, most charging infrastructures for electric vehicles nowadays, even if available, are only located at limited parking places such as commercial and workplace parking lots and home garages. From the perspective of travel demand analysis, these parking places are typically the origins and destinations of vehicle trips. A technical reason for such a spatial distribution of charging infrastructure is that the required charging time for electric vehicles is usually up to a number of hours under the current battery technologies. For example, a midsize BEV with a 20 kWh battery pack may require 6–8 hours for a full charge with a level 2 charger (providing the 240 VAC charging), and up to 20 hours with a level 1 charger (providing the 120 VAC charging). It is less likely that a BEV driver stops at a charging station in the midst of a trip (for vehicle charging only); instead, parking times (at origins or destinations) seem to be the only feasible time-of-day periods for charging vehicles if a significant amount of electricity needs to be injected. This leads to the so-called park-and-charge concept.
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 battery electric vehicle, BEV, is a full electric vehicle which has a rechargeable battery providing its power and energy to the traction electric motor. The FC-HEV and the FC-PHEV are hybrid electric vehicles, which have battery but also a fuel cell to provide power to the traction electric motor.