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Hybrid Energy Systems for Vehicle Industry
Published in Yatish T. Shah, Hybrid Energy Systems, 2021
Regenerative braking of railway electric vehicles is effective when other powering vehicles, in other words electrical load, exist near the regenerating train on the same electrified line. So, at early mornings and late nights, or in the low-density district lines, regeneration cancellation phenomenon often occurs and the regenerative brake force cannot be operated in accordance with the commanded value. The new high-performance energy storage devices tackle the issues of energy storage and reuse technologies for on-ground and on-vehicle situations. A hybrid energy source is one effective solution. The study by Ogasa [118] examined the application of energy storage technologies for electric railway vehicles, in specific with hybrid electric railway vehicles. Specifically the study examines the effective use of regenerating braking and the expected electricity storage technology in future for further energy conservation in the electric railway field.
Integration of torque blending and slip control using real-time nonlinear model predictive control
Published in Johannes Edelmann, Manfred Plöchl, Peter E. Pfeffer, Advanced Vehicle Control AVEC’16, 2017
M. Sofian Basrah, E. Siampis, E. Velenis, D. Cao, S. Longo
Vehicle electrification is part of the major initiative by automotive manufacturers as solution to emission issues and the diminishment of the fossil fuel resources (Chan 2007). Electrified vehicles are equipped with redundant braking actuators, namely hydraulic brakes and a regenerative braking system using electric motors (EMs). This creates the opportunity for research into brake torque blending for Anti-lock Braking System (ABS) in a hybrid braking system. The existence of the new actuator creates the opportunity not only to increase energy efficiency but to enhance the performance of the safety aspect of the vehicle (Crolla & Cao 2012). ABS is an important feature of active vehicle safety to avoid wheel locking while maintaining vehicle steerability and stability during panic braking. The ABS controls the braking torque when the system identifies incipient wheel lock, since the driver will be unable to steer the vehicle as it continues to slide if the front wheels are locked, while the vehicle is prone to spin out of control when the rear wheels lock. Regenerative braking can be deployed to support hydraulic friction braking system during braking event to recuperate energy for future use and also during emergency situation such as to avoid wheel locking. Presently, only conservative strategies have been applied for the deployment of EM during braking, which is disabled if any risk of emergency situation emerges and the friction brakes are prioritised (Bayar et al. 2012, Crolla & Cao 2012).
Securing the infrastructure
Published in Richard R. Young, Gary A. Gordon, Jeremy F. Plant, Railway Security, 2017
Richard R. Young, Gary A. Gordon, Jeremy F. Plant
The vulnerability of track on bridges and in tunnels, as well as the structures themselves, is somewhat less, as they are not as easily accessible. This will be discussed in the following section. And it is somewhat less of a problem with rail transit systems, as they are electrified by third rail or overhead wires and are usually fenced, restricting easy access. Commuter rail has similar vulnerabilities and risks as freight rail.
A systematic review of charging infrastructure location problem for electric vehicles
Published in Transport Reviews, 2021
Ramesh Chandra Majhi, Prakash Ranjitkar, Mingyue Sheng, Grant A. Covic, Doug James Wilson
An electrified road can be defined as a transportation infrastructure that can deliver power to charge electric vehicles (EVs) efficiently irrespective of a vehicle’s motion using a specific conductive or wireless charging (WC) system. A wirelessly charged EV is the one in which charging is done through wireless power transfer (WPT) technology, without any physical contact with the vehicle. WPT technology has evolved since the late 1980s when a pilot test of the IPT charging system was first carried out by California PATH (Covic & Boys, 2013b). The first attempt to develop a commercial IPT system, operating at high frequency was carried out in the mid-1990s at the University of Auckland, New Zealand (US patent 5 293 308A), and was developed in Daifuku monorail systems for vehicle assembly plants and clean factory automation (Boys, Covic, & Green, 2000). In 1998, a first commercial IPT system was successfully tested for EV movement at Rotorua Thermal Park in New Zealand (Covic, Elliott, Stielau, Green, & Boys, 2000), followed by commercial bus charging developments in association with Conductix-Wampfler in Europe and USA (Boys & Covic, 2015). Subsequently, various researchers investigated the different pick-up topologies for battery charging using loosely coupled IPT for EV charging (Stielau, Boys, Covic, & Elliott, 2000; Boys et al., 2000; Stielau & Covic, 2000; Sheng, Sreenivasan, Sharp, Wilson, & Ranjitkar, 2000). In 2005, a 2 kW prototype IPT system with a grid to battery efficiency of over 85% was developed for private vehicles at the University of Auckland. Later, the first commercialised dynamic IPT charging system known as OLEV was developed by KAIST, South Korea (Huh, Lee, Lee, Cho, & Rim, 2011).