The lack of public charging infrastructure has been one of the main barriers preventing the technological transition from traditional vehicles to electric vehicles. To accelerate this technological transition, it is necessary to elaborate optimal charging station location strategies to increase the user confidence, and maintain investment costs within acceptable levels. However, the existing works for this purpose are often based on multipath considerations or multi‐objective functions, that result in taxing computational efforts for urban transportation networks. This article presents a heuristic methodology for urban transportation networks, that considers the deployment of the charging stations for coverage purposes, and the fulfilment of user preferences and constraints as two separated processes. In this methodology, a Reallocation Algorithm is formulated to prioritize the selection of Locations of Interest, and to reduce the number of stations with overlapping covering areas. The methodology results are compared to those drawn from a Greedy Algorithm based on a multipath consideration, in an extensive metropolitan transportation network. The results show that the proposed methodology significantly reduce the computational time required for solving the location problem, and furthermore, allows for similar results to those obtained when considering k = 2 and k = 3 deviation paths.
Contexto: El incremento constante en el uso de vehículos eléctricos a nivel mundial ha motivado investigaciones para mejorar la autonomía de los mismos frente vehículos de combustión tradicionales. Este artículo presenta el estudio de un sistema de carga de batería para vehículos eléctricos basado en el movimiento constante del sistema de tracción. Método: Se realiza una evaluación sobre un sistema de regeneración de energía cinética constante para aumentar la autonomía de vehículos eléctricos. Esto se logra mediante la validación de un modelo matemático de consumo de energía de un vehículo eléctrico de batería con sistema de freno regenerativo, comparando mediante simulaciones los estados de consumo y carga entre los dos sistemas de recuperación de energía. Resultados: El vehículo con un sistema de regeneración por movimiento constante consumió 42,9% más de potencia que utilizando freno regenerativo, debido a que el nuevo sistema aumentó la masa total en el vehículo. Dicho aumento de masa, hace que se deba consumir mayor potencia por parte del sistema de tracción para mover el vehículo. Conclusiones: El sistema convencional de freno regenerativo resulta más favorable respecto al sistema de regeneración por energía cinética propuesto, excepto en tramos de velocidad constante y aceleración cero.
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