1,720,974 research outputs found
Reduction of particulate emissions in diesel hybrid electric vehicles with a PMP-based control strategy
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A Coupled Lattice Boltzmann-Finite Volume Method for the Thermal Transient Analysis of an Air-Cooled Li-Ion Battery Module for Electric Vehicles with Porous Media Insert Modeled at REV Scales
No full textFuel Cell/Battery Hybrid Lightweight Quadricycle with Metal Hydride Hydrogen Storage for Improved Performance
No full textComparative environmental assessment of conventional, electric, hybrid, and fuel cell powertrains based on LCA
No full text0D-1D COUPLING FOR AN INTEGRATED FUEL ECONOMY CONTROL STRATEGY FOR A HYBRID ELECTRIC BUS
No full textEnergy performance and well-to-wheel analysis of different powertrain solutions for freight transportation
No full textIn this paper we compare energy performance and environmental impact of four nominal weight classes of commercial vehicles with different powertrain solutions: conventional diesel internal combustion engine (ICE), Plug-In Electric Vehicle (PHEV), Battery Electric Vehicle (BEV) and Plug-In Fuel Cell Vehicle (PFCV). First, the sizing of the various powertrain components is performed adopting a simplified calculation based on a rule-based model. Then, the energy performances are evaluated through simulation over different driving cycles carried out with a self-developed Matlab/Simulink® simulator tool based on a forward-looking approach, that implements a control strategy that targets the instant velocity specified by the driving cycle. We show that when the optimal control strategy based on the Pontryagin's Minimum Principle is adopted, the fuel consumption significantly reduces with respect to the simplified rule-based control strategy approach. Finally, the overall specific energy consumption and the corresponding greenhouse gases (GHG) emissions are evaluated by means of a well-to-wheel analysis, considering various possible scenarios, covering the main traditional and low emission solutions for production, transportation and distribution of diesel, electricity and hydrogen. As expected, the highest GHG emissions are obtained in case of fossil origin of the energy carrier, with maximum value of 270 gCO2/km/kg in case of 3.5 ton truck with traditional diesel ICE, due to the low powertrain efficiency compared to the other considered solutions. Moreover, both the specific primary energy consumption and GHG emissions proportionally reduce with tonnage, as a consequence of the progressive reduction of the fraction of the powertrain weight with respect to the total vehicle mass
A comparison of the environmental sustainability of conventional, electric and hybrid vehicles
No full textAtmospheric pollution in urban eas is mainly caused by the transportation sector. One possibility to reduce this contribution is to switch to electric or hybrid vehicles, which e chacterized by null or significantly re-duced emission at the end-of-pipe, i.e. operation. However, additional components e required for realizing electric and hybrid vehicles and on a life cycle perspective the effectiveness of switching towds these solu- Tions should be assessed. With this purpose, in this study, four types of vehicles were comped by Life Cy-cle Assessment: A conventional gasoline vehicle; a pure electric vehicle; a plug-in hybrid gasoline-electric vehicle; a plug-in hybrid fuel cell-battery vehicle. The considered electric and hybrid vehicles were obtained by repowering a conventional vehicle. This way, the attention can be focused only on the powertrain differ-ences and inefficiencies, with the added value of avoiding further assumptions. The selected impact indica- Tors for reporting the Life Cycle Assessment results e Cumulative Energy Demand and Climate Change. For the conventional gasoline vehicle, almost the entire values calculated for Climate Change and Cumula- Tive Energy Demand indicators e due to the fuel use (more than 99%). For the electric and hybrid vehicles, this contribution is reduced in the range 70-91% (depending on the vehicle and on the indicator), as the con-struction phase, dominated by the battery manufacturing process and fuel cell manufacturing processes, conquers a higher relative importance. Nevertheless, the electric and hybrid vehicles allow for a significative reduction, in the range 29-48% (de-pending on the type of vehicle and on the indicator), of Climate Change and Cumulative Energy Demand indicators with respect to the case of gasoline conventional one
Modelling of a 15-kW Electric Utility Vehicle and Range Assessment through Driving Cycle Analysis Based on GPS Experimental Data
No full textThe electrification of utility vehicles represents a promising solution to reduce the emissions in the urban context. Differently from traditional vehicles, they operate intermittently and generally follow routine driving cycles. In this paper, we model a 15-kW electric utility vehicle, adopting a backward-looking approach, widely used in literature to estimate the range of electric cars. The model requires a limited number of data, either supplied by the vehicle manufacturer or found in literature, as in case of the induction motor/generator efficiency and of the battery Peukert coefficient. The model can be used to assess the possibility of the vehicle to complete an assigned mission, as well as to optimize the vehicle's design and architecture. The model is validated on GPS data obtained through an experimental campaign where the electric utility vehicle was driven to depletion considering different routes, including the effect of slopes. A satisfactory correspondence with the experimental data was observed with maximum difference in the simulated average energy consumption lower than about 8%. Results of the simulations show that the range of the electric utility vehicle is about 110 km on urban flat cycle while it significantly reduces when slopes are included in portions of the routes
Electrification of compact off-highway vehicles—overview of the current state of the art and trends
Full text linkElectrified vehicles have undergone great evolution during the last decade because of the increasing attention paid on environmental sustainability, greenhouse gas emissions and air pollution. Emission regulations are becoming increasingly tight, and governments have been allocating multiple funds to facilitate the spreading of the so-called green mobility. In this context, steering towards electrified solutions not only for passenger vehicles, but also for compact off-highway vehicles extensively employed, for instance, on construction sites located in urban areas, warehouses, and greenhouses, is essential even if seldom considered. Moreover, the electrification of compact offhighway machinery may allow manufacturers to increase their expertise in and lower the costs of these alternative solutions, while gathering useful data to be applied in bigger and more remunerative off-highway vehicles. In fact, while electric automobiles are as of now real alternatives for buyers, off-highway vehicles, regardless of the application, are mostly in the research and experimental phase, with few of them already on the market. This delay, in comparison with the passenger automotive industry, is caused by different factors, mostly related to the different tasks of off-highway vehicles in terms of duty cycles, productivity performance parameters and user acceptability. The aim of this paper is to give an overview of the many aspects of the electrification of compact off-highway vehicles, to highlight the key differences between on-highway and off-highway vehicles and to summarize in a single source of information the multiple solutions investigated by researchers and manufacturers
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