Energy consumption of auxiliary systems of electric cars

Evtimov, Ivan; Ivanov, Rosen; Sapundjiev, Milen

doi:10.1051/matecconf/201713306002

Cited by 54 publications

(29 citation statements)

References 3 publications

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“…where m is the mass of the vehicle (kg), a is the acceleration (m/s 2 ), C d is the drag coefficient, A f is the vehicle frontal area (m 2 ), v is the velocity (m/s), C r is the coefficient of rolling resistance, g is the acceleration due to gravity (m/s 2 ) and θ is the road grade [9]. The model is designed in such a way that the air density is calculated numerically for each simulation [31]. The rolling resistance is determined based on the average speed of the drive cycle.…”

Section: Model Developmentmentioning

confidence: 99%

From Microcars to Heavy-Duty Vehicles: Vehicle Performance Comparison of Battery and Fuel Cell Electric Vehicles

et al. 2021

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Low vehicle occupancy rates combined with record conventional vehicle sales justify the requirement to optimize vehicle type based on passengers and a powertrain with zero-emissions. This study compares the performance of different vehicle types based on the number of passengers/payloads, powertrain configuration (battery and fuel cell electric configurations), and drive cycles, to assess range and energy consumption. An adequate choice of vehicle segment according to the real passenger occupancy enables the least energy consumption. Vehicle performance in terms of range points to remarkable results for the FCEV (fuel cell electric vehicle) compared to BEV (battery electric vehicle), where the former reached an average range of 600 km or more in all different drive cycles, while the latter was only cruising nearly 350 km. Decisively, the cost analysis indicated that FCEV remains the most expensive option with base cost three-fold that of BEV. The FCEV showed notable results with an average operating cost of less than 7 cents/km, where BEV cost more than 10 €/km in addition to the base cost for light-duty vehicles. The cost analysis for a bus and semi-truck showed that with a full payload, FCPT (fuel cell powertrain) would be more economical with an average energy cost of ~1.2 €/km, while with BPT the energy cost is more than 300 €/km.

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Section: Model Developmentmentioning

confidence: 99%

From Microcars to Heavy-Duty Vehicles: Vehicle Performance Comparison of Battery and Fuel Cell Electric Vehicles

et al. 2021

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“…In a BEV, auxiliary systems that derive all their power from electricity contribute significantly to energy consumption. The greatest share of energy consumption among auxiliary systems is climate control, up to 35%, followed by power steering, braking system, and others, each up to 5% [39]. In the case of Peugeot iOn [40], the maximum power consumed by the climate control was 5 kW and decreased to 1 kW when conditions were stable.…”

Section: Energy Consumption Of Electric Vehicle In Real Driving Conditions (Rdc)mentioning

confidence: 99%

Capabilities of Nearly Zero Energy Building (nZEB) Electricity Generation to Charge Electric Vehicle (EV) Operating in Real Driving Conditions (RDC)

et al. 2021

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The growing number of electric vehicles in recent years is observable in almost all countries. The country’s energy transition should accompany this rise in electromobility if it is currently generated from non-renewable sources. Only electric vehicles powered by renewable energy sources can be considered zero-emission. Therefore, it is essential to conduct interdisciplinary research on the feasibility of combining energy recovery/generation structures and testing the energy consumption of electric vehicles under real driving conditions. This work presents a comprehensive approach for evaluating the energy consumption of a modern public building–electric vehicle system within a specific location. The original methodology developed includes surveys that demonstrate the required mobility range to be provided to occupants of the building under consideration. In the next step, an energy balance was performed for a novel near-zero energy building equipped with a 199.8 kWp photovoltaic installation, the energy from which can be used to charge an electric vehicle. The analysis considered the variation in vehicle energy consumption by season (winter/summer), the actual charging profile of the vehicle, and the parking periods required to achieve the target range for the user.

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“…In the same way as a conventional vehicle, the internal electronic loads of an EV must be powered by an auxiliary battery (i.e., a low power battery). In such electronic loads are included systems that guarantee driving safety (e.g., lights, windshield wipers, and horn), comfort (e.g., air conditioning and media systems), and driving support (e.g., sensors and global positioning system) [71]. Conventionally, in an internal combustion engine (ICE) vehicle, the auxiliary battery is charged via an electric generator, named as alternator, which is coupled to the ICE.…”

Section: Auxiliary Battery Charging Systemsmentioning

confidence: 99%

A Review on Power Electronics Technologies for Electric Mobility

et al. 2020

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Concerns about greenhouse gas emissions are a key topic addressed by modern societies worldwide. As a contribution to mitigate such effects caused by the transportation sector, the full adoption of electric mobility is increasingly being seen as the main alternative to conventional internal combustion engine (ICE) vehicles, which is supported by positive industry indicators, despite some identified hurdles. For such objective, power electronics technologies play an essential role and can be contextualized in different purposes to support the full adoption of electric mobility, including on-board and off-board battery charging systems, inductive wireless charging systems, unified traction and charging systems, new topologies with innovative operation modes for supporting the electrical power grid, and innovative solutions for electrified railways. Embracing all of these aspects, this paper presents a review on power electronics technologies for electric mobility where some of the main technologies and power electronics topologies are presented and explained. In order to address a broad scope of technologies, this paper covers road vehicles, lightweight vehicles and railway vehicles, among other electric vehicles.

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Energy consumption of auxiliary systems of electric cars

Cited by 54 publications

References 3 publications

From Microcars to Heavy-Duty Vehicles: Vehicle Performance Comparison of Battery and Fuel Cell Electric Vehicles

From Microcars to Heavy-Duty Vehicles: Vehicle Performance Comparison of Battery and Fuel Cell Electric Vehicles

Capabilities of Nearly Zero Energy Building (nZEB) Electricity Generation to Charge Electric Vehicle (EV) Operating in Real Driving Conditions (RDC)

A Review on Power Electronics Technologies for Electric Mobility

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