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The why, what and how of the electric vehicle powertrain Empowers engineering professionals and students with the knowledge and skills required to engineer electric vehicle powertrain architectures, energy storage systems, power electronics converters and electric drives.The modern electric powertrain is relatively new for the automotive industry, and engineers are challenged with designing affordable, efficient and high-performance electric powertrains as the industry undergoes a technological evolution. Co-authored by two electric vehicle (EV) engineers with decades of experience designing and putting into production all of the powertrain technologies presented, this book provides readers with the hands-on knowledge, skills and expertise they need to rise to that challenge. This four-part practical guide provides a comprehensive review of battery, hybrid and fuel cell EV systems and the associated energy sources, power electronics, machines, and drives. The first part of the book begins with a historical overview of electromobility and the related environmental impacts motivating the development of the electric powertrain. Vehicular requirements for electromechanical propulsion are then presented. Battery electric vehicles (BEV), fuel cell electric vehicles (FCEV), and conventional and hybrid electric vehicles (HEV) are then described, contrasted and compared for vehicle propulsion. The second part of the book features in-depth analysis of the electric powertrain traction machines, with a particular focus on the induction machine and the surface- and interior-permanent magnet ac machines. The brushed dc machine is also considered due to its ease of operation and understanding, and its historical place, especially as the traction machine on NASA's Mars rovers. The third part of the book features the theory and applications for the propulsion, charging, accessory, and auxiliary power electronics converters. Chapters are presented on isolated and non-isolated dc-dc converters, traction inverters, and battery charging. The fourth part presents the introductory and applied electromagnetism required as a foundation throughout the book. - Introduces and holistically integrates the key EV powertrain technologies. - Provides a comprehensive overview of existing and emerging automotive solutions. - Provides experience-based expertise for vehicular and powertrain system and sub-system level study, design, and optimization. - Presents many examples of powertrain technologies from leading manufacturers. - Discusses the dc traction machines of the Mars rovers, the ultimate EVs from NASA. - Investigates the environmental motivating factors and impacts of electromobility. - Presents a structured university teaching stream from introductory undergraduate to postgraduate. - Includes real-world problems and assignments of use to design engineers, researchers, and students alike. - Features a companion website with numerous references, problems, solutions, and practical assignments. - Includes introductory material throughout the book for the general scientific reader. - Contains essential reading for government regulators and policy makers. Electric Powertrain: Energy Systems, Power Electronics and Drives for Hybrid, Electric and Fuel Cell Vehicles is an important professional resource for practitioners and researchers in the battery, hybrid, and fuel cell EV transportation industry. The book is a structured holistic textbook for the teaching of the fundamental theories and applications of energy sources, power electronics, and electric machines and drives to engineering undergraduate and postgraduate students. Textbook Structure and Suggested Teaching Curriculum This is primarily an engineering textbook covering the automotive powertrain, energy storage and energy conversion, power electronics, and electrical machines. A significant additional focus is placed on the engineering design, the energy for transportation, and the related environmental impacts. This textbook is an educational tool for practicing engineers and others, such as transportation policy planners and regulators. The modern automobile is used as the vehicle upon which to base the theory and applications, which makes the book a useful educational reference for our industry colleagues, from chemists to engineers. This material is also written to be of interest to the general reader, who may have little or no interest in the power electronics and machines. Introductory science, mathematics, and an inquiring mind suffice for some chapters. The general reader can read the introduction to each of the chapters and move to the next as soon as the material gets too advanced for him or her. Part I Vehicles and Energy Sources Chapter 1 Electromobility and the Environment Chapter 2 Vehicle Dynamics Chapter 3 Batteries Chapter 4 Fuel Cells Chapter 5 Conventional and Hybrid Powertrains Part II Electrical Machines Chapter 6 Introduction to Traction Machines Chapter 7 The Brushed DC Machine Chapter 8 Induction Machines Chapter 9 Surface-permanent-magnet AC Machines Chapter 10: Interior-permanent-magnet AC Machines Part III Power Electronics Chapter 11 DC-DC Converters Chapter 12 Isolated DC-DC Converters Chapter 13 Traction Drives and Three-phase InvertersChapter 14 Battery Charging Chapter 15 Control of the Electric Drive Part IV Basics Chapter 16 Introduction to Electromagnetism, Ferromagnetism, and Electromechanical Energy Conversion The first third of the book (Chapters 1 to 6), plus parts of Chapters 14 and 16, can be taught to the general science or engineering student in the second or third year. It covers the introductory automotive material using basic concepts from mechanical, electrical, environmental, and electrochemical engineering. Chapter 14 on electrical charging and Chapter 16 on electromagnetism can also be used as a general introduction to electrical engineering. The basics of electromagnetism, ferromagnetism and electromechanical energy conversion (Chapter 16) and dc machines (Chapter 7) can be taught to second year (sophomore) engineering students who have completed introductory electrical circuits and physics. The third year (junior) students typically have covered ac circuit analysis, and so they can cover ac machines, such as the induction machine (Chapter 8) and the surface permanent-magnet ac machine (Chapter 9). As the students typically have studied control theory, they can investigate the control of the speed and torque loops of the motor drive (Chapter 15). Power electronics, featuring non-isolated buck and boost converters (Chapter 11), can also be introduced in the third year. The final-year (senior) students can then go on to cover the more advanced technologies of the interior-permanent-magnet ac machine (Chapter 10). Isolated power converters (Chapter 12), such as the full-bridge and resonant converters, inverters (Chapter 13), and power-factor-corrected battery chargers (Chapter 14), are covered in the power electronics section. This material can also be covered at the introductory postgraduate level. Various homework, simulation, and research exercises are presented throughout the textbook. The reader is encouraged to attempt these exercises as part of the learning experience. Instructors are encouraged to contact the author, John Hayes , direct to discuss course content or structure.

<p>From mobile, cable-free re-charging of electric vehicles, smart phones and laptops to collecting solar electricity from orbiting solar farms, wireless power transfer (WPT) technologies offer consumers and society enormous benefits. Written by innovators in the field, this comprehensive resource explains the fundamental principles and latest advances in WPT and illustrates key applications of this emergent technology.</p> <p>Key features and coverage include:</p> <ul> <li>The fundamental principles of WPT to practical applications on dynamic charging and static charging of EVs and smartphones.</li> <li>Theories for inductive power transfer (IPT) such as the coupled inductor model, gyrator circuit model, and magnetic mirror model.</li> <li>IPTs for road powered EVs, including controller, compensation circuit, electro-magnetic field cancel, large tolerance, power rail segmentation, and foreign object detection.</li> <li>IPTs for static charging for EVs and large tolerance and capacitive charging issues, as well as IPT mobile applications such as free space omnidirectional IPT by dipole coils and 2D IPT for robots.</li> <li>Principle and applications of capacitive power transfer.</li> <li>Synthesized magnetic field focusing, wireless nuclear instrumentation, and future WPT.</li> </ul> <p>A technical asset for engineers in the power electronics, internet of things and automotive sectors, <i>Wireless Power Transfer for Electric Vehicles and Mobile Devices</i> is an essential design and analysis guide and an important reference for graduate and higher undergraduate students preparing for careers in these industries.</p>

This title defines and charts the barriers and future of vehicle-to-grid technology: a technology that could dramatically reduce emissions, create revenue, and accelerate the adoption of battery electric cars. This technology connects the electric power grid and the transportation system in ways that will enable electric vehicles to store renewable energy and offer valuable services to the electricity grid and its markets. To understand the complex features of this emergent technology, the authors explore the current status and prospect of vehicle-to-grid, and detail the sociotechnical barriers that may impede its fruitful deployment. The book concludes with a policy roadmap to advise decision-makers on how to optimally implement vehicle-to-grid and capture its benefits to society while attempting to avoid the impediments discussed earlier in the book.

With an increasing world population and a steadily rising share of people living in urban areas, traffic density is on the rise, and has become a major issue of urban agglomerations all over the world. These trends are accompanied by the process of the motorization of the individual - with negative effects on both, the society and the individual. While millions of people get injured and die in traffic accidents each year, congestion causes mental stress and economic inefficiencies. Different solutions seek to tackle the problem like strengthening of public transport or encouraging residents to walk or make use of bicycles. However, they have yet failed to combine, for example, individual mobility needs and infrastructural conditions. In order to contribute to the debate of possible solutions, this study investigates the combination of two emerging concepts, carsharing and driverless vehicles. Germany was chosen as the basis of this study for its strong position in the car industry. Auszug aus dem Text Text Sample: Chapter 1.4.3, Sustainability Concerns: Carsharing, traditional and commercial schemes, primarily responds to sustainability concerns in three ways. First, by reducing car ownership. Several studies, which cover traditional carsharing schemes if not mentioned otherwise, have shown that on average several dozens of users share one carsharing vehicle in Germany (Der Blaue Engel, 2010 [online]; Loose, 2011 [online]). Frost & Sullivan estimates 'that, on average, each shared vehicle replaced 15 personally owned vehicles\" (Zhao, 2010 [online]). In a study among North American carsharing users, Elliot Martin, Susan A. Shaheen and Jeffrey Lidicker (2010, p. 15 [online]) from Berkeley University, California, calculated that each carsharing vehicle has removed 9 to 13 private vehicles and that 'the vehicle holding population exhibited a dramatic shift towards a carless lifestyle.\" In an evaluation on the impact of carsharing on Swiss customers, the study has shown that car ownership among carsharing users has declined from 40% before joining to 24% after joining a carsharing programme (BFE, 2006 [online]). In Bremen, one of three city states in Germany, a study found that each carsharing vehicle of a traditional scheme substituted nine cars (Der Senator für Bau, Umwelt und Verkehr, 2005 [online]) and have led to a reduction of 1,000 vehicles up until now (Mobil.Punkt, n.d. [online]). In a rare study of commercial carsharing users, Firnkorn and Müller (2012 [online]) found that each car2go vehicle in Ulm had reduced car ownership by 2.3 to 10.3 cars, but has a potential to take 19.2 vehicles off the street in the long term. Second, carsharing responds to sustainability concerns because customers reduce travelled kilometres in cars and increase the usage of public transport. A car owner, for example, will make use of the own car as often as possible because first, he or she already pays high fixed costs and other transport modes will only cause additional variable costs, and second, because drivers tend to neglect other variable costs than those for petrol (Loose, 2011 [online]). In contrast, customers of carsharing schemes have a strong incentive to drive as little as possible because they have to pay directly for each single journey and kilometre (Rodt et al, 2010 [online]). Willi Loose (2011 [online]), CEO of the Bundesverband Carsharing (BCS, Federal Association of Carsharing), speaks of the learning curve of carsharing users which leads, after some experience with this transport mode, to the bundling of several trips into fewer because costs are seen as variable costs which can be reduced, for example, by using public transport. Carsharing providers have recognized this connection and started offering discounts for customers of public transport (Daimler, 2012a [online]; DriveNow, 2012c [online]; Finanztest, 2012 [online]). In Switzerland, the above mentioned study has shown that the number of households taking part in traditional carsharing programmes and holding public transport passes, has increased by one quarter after one year (BFE, 2006 [online]). Michael Specht (2010 [online]) from Stern reminds, however, that carsharing can only be beneficial for the environment when customers sell their cars but not when carsharing is used instead of a bike or public transport. And indeed, studies have shown that the availability of carsharing has led to journeys that would not have been made otherwise (BFE, 2006 [online]). Martin and Shaheen (2011 [online]) found the same effect in their study among carless households but note, however, that this increase is relatively small. The average travelled distance among formerly carless households reached the same level to which other formerly car owner households reduced theirs, so that the annually driven kilometres were reduced on average by 1,740 kilometres or 8% per customer (U.S. Department of Transport, 2011 [online]). This reduction benefits the environment. Considering that the average German car drove 14,200 km in 2010 (Kuhnert & Radke, 2011 [online]) and emitted 144 g CO2 per kilometre (Rodt et al, 2010 [online]), the environmental CO2 emissions of each car are slightly more than 2 tonnes. Calculations of CO2 emission savings are rare, but in Switzerland a study concluded that each carsharing customer saved 290 kg of CO2 per year (BFE, 2006 [online]). Considering the Northern American and Swiss studies mentioned above, this would correspond to 8-14% CO2 savings in Germany or 1,140-2,013 kilometres travelled less per customer. Loose worries, however, that this effect may not be achieved in commercial schemes because the price calculation which is based on time units, gives, from his point of view, an incentive to use cars even for small trips (Lamparter, 2010 [online]). The third way how carsharing responds to sustainability concerns is by providing cars that are more environmentally friendly than the average car in terms of their CO2 emissions. By emitting fewer CO2 emissions, carsharing can directly affect the climate positively and help to lower emission levels in German cities. The latter is a persistent problem (UBA, 2012 [online]) despite the fact that the general fuel consumption in Germany has decreased consistently, reaching 7.5 litres per 100 km in 2009 (BMVBS, 2011 [online]) and thus lowered the average CO2 emissions of a German car to 144g per kilometre (Rodt et al, 2010 [online]). Because carsharing programmes use small cars which they replace after as early as 18 months (Finanztest, 2012 [online]), the average car fleet of carsharing organisations emits only 132.4 g CO2/km (Loose, 2011 [online]). The fleet of Smarts in Daimler's car2go programme, however, tops this by emitting a mere 97 g CO2/km (car2go, n.d. [online]); BMW has not released official figures of its fleet. While Daimler's figures are certainly impressive, assessing the full CO2 impact of carsharing vehicles 'require a complex analysis using … lifecycle assessments … and well-to-wheels balances' (Firnkorn & Müller, 2012, p. 277 [online]), an assessment which has not been carried out yet (Firnkorn & Müller, 2012 [online]). There seems to be a consensus in the literature, though, that carsharing vehicles reduce CO2 emissions either by reducing the travelled kilometres or by increasing the usage of the even more environmentally-friendly public transport. Further reductions, moreover, can be achieved by using electric vehicles (EVs) which use electricity produced from renewables, such as in Daimler's case (Daimler, 2012e [online]). Daimler's electric Smarts are offered at the same price as petrol Smarts despite that they cause increased costs for battery, charging times and maintenance (Daimler, 2012e [online]). One seventh of car2go's fleet is already electric (Daimler, 2012e [online]) and Frost & Sullivan estimates that 'EVs will be increasingly leveraged by … carsharing programs [so that] By 2016, one in five new shared vehicles … is expected to be an EV\" (Zhao, 2010 [online]). Zhao (2010 [online]), among others, believes that this 'means huge business opportunities for EV manufacturers.\" Ferdinand Dudenhöffer, head of the CAR Center of the University Duisburg-Essen, expects that increased demand will not only come from carsharing programmes itself but that the use of electric vehicles in carsharing schemes may be a key factor to promote this new technology (Herz, 2011 [online]). In a study, where people tested electric vehicles and were asked about whether they liked the tested vehicles, 71% stated they would consider electric vehicles for their next purchase (Herz, 2011 [online]). And indeed, Johan Jansson (2011 [online]) from the Umeå School of Business, Sweden, supports this notion that the use of this new technology may subsequently lead to an increased demand. His study found that consumers in general become accustomed more easily to innovative products, when they can test them first and have a positive experience (Jansson, 2011 [online]). This effect is not only useful for introduction of electric vehicles, but as this study will suggest in part three, it could also be used for the introduction of driverless vehicle technologies as a way to benefit vehicle sales. Regarding the use of electric vehicles in carsharing schemes and its possible effects on sustainable mobility, however,.

The current research of vehicle electrical power supply system mainly focuses on electric vehicles（EV） and hybrid electric vehicles（HEV）.The vehicle electrical power supply system used in traditional fuel vehicles is rather simple and imperfect;electrical/electronic devices（EEDs） applied in vehicles are usually directly connected with the vehicle＇s battery.With increasing numbers of EEDs being applied in traditional fuel vehicles,vehicle electrical power supply systems should be optimized and improved so that they can work more safely and more effectively.In this paper,a new vehicle electrical power supply system for traditional fuel vehicles,which accounts for all electrical/electronic devices and complex work conditions,is proposed based on a smart electrical/electronic device（SEED） system.Working as an independent intelligent electrical power supply network,the proposed system is isolated from the electrical control module and communication network,and access to the vehicle system is made through a bus interface.This results in a clean controller power supply with no electromagnetic interference.A new practical battery state of charge（So C） estimation method is also proposed to achieve more accurate So C estimation for lead-acid batteries in traditional fuel vehicles so that the intelligent power system can monitor the status of the battery for an over-current state in each power channel.Optimized protection methods are also used to ensure power supply safety.Experiments and tests on a traditional fuel vehicle are performed,and the results reveal that the battery So C is calculated quickly and sufficiently accurately for battery over-discharge protection.Over-current protection is achieved,and the entire vehicle＇s power utilization is optimized.For traditional fuel vehicles,the proposed vehicle electrical power supply system is comprehensive and has a unified system architecture,enhancing system reliability and security.

Worldwide growth in electric vehicle use is prompting new installations of private and public electric vehicle supply equipment (EVSE). EVSE devices support the electrification of the transportation industry but also represent a linchpin for power systems and transportation infrastructures. Cybersecurity researchers have recently identified several vulnerabilities that exist in EVSE devices, communications to electric vehicles (EVs), and upstream services, such as EVSE vendor cloud services, third party systems, and grid operators. The potential impact of attacks on these systems stretches from localized, relatively minor effects to long-term national disruptions. Fortunately, there is a strong and expanding collection of information technology (IT) and operational technology (OT) cybersecurity best practices that may be applied to the EVSE environment to secure this equipment. In this paper, we survey publicly disclosed EVSE vulnerabilities, the impact of EV charger cyberattacks, and proposed security protections for EV charging technologies.

Plug‐in electric vehicles (PEVs) have become a key factor driving towards smart cities, which allow for higher energy efficiency and lower environmental impact across urban sectors. Industry vision for future PEV includes the ability to recharge a vehicle at a speed comparable to traditional gas refuelling, i.e. <3 min. per vehicle. Such a technology, referred to as ultra‐fast charging (UFC), has drawn much interest from research and industry. However, UFC poses unprecedented challenges to existing electricity supply infrastructure due to its large power density, impulsive, and stochastic load characteristics. Planning the locations and electric capacities of UFC stations is critical to preventing detrimental impacts. In particular, efforts must be made of mitigate grid asset depreciation, grid instabilities, and deteriorated power quality. The authors first review planning methods for conventional charging stations. Next, they discuss outlooks for UFC planning solutions by drawing an analogy with renewable energy (RE) source planning. This analogy is based on the similar power density and stochastic characteristics of RE and UFC. While this study mainly focuses on UFC planning from the power grid perspective, other urban aspects, including traffic flow and end‐user behaviour, are examined for feasible UFC integration within smart cities.