Introducing specific power to bicycles and motorcycles: Application to electric mobility

Mendes, Mário J. G. C.; Duarte, Gonçalo; Baptista, Patrícia

doi:10.1016/j.trc.2014.11.005

Cited by 22 publications

(4 citation statements)

References 15 publications

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“…The energy consumption for 2W/3W BEV is estimated to be around 3-5 kWh el /100 km for present vehicles according to [9], which is considered to be a constant value for the entire transition period. Mendes et al [75] show that the specific energy consumption for 2W/3W ICE is 65% higher than for the BEV power train, and is also assumed constant throughout the transition period, and provided in units of kWh th /p-km. The global weighted average of vehicle occupancy for 2W/3W is calculated in a comparable way as for LDV.…”

Section: Road Specific Energy Demandmentioning

confidence: 99%

Global Transportation Demand Development with Impacts on the Energy Demand and Greenhouse Gas Emissions in a Climate-Constrained World

et al. 2019

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The pivotal target of the Paris Agreement is to keep temperature rise well below 2 °C above the pre-industrial level and pursue efforts to limit temperature rise to 1.5 °C. To meet this target, all energy-consuming sectors, including the transport sector, need to be restructured. The transport sector accounted for 19% of the global final energy demand in 2015, of which the vast majority was supplied by fossil fuels (around 31,080 TWh). Fossil-fuel consumption leads to greenhouse gas emissions, which accounted for about 8260 MtCO2eq from the transport sector in 2015. This paper examines the transportation demand that can be expected and how alternative transportation technologies along with new sustainable energy sources can impact the energy demand and emissions trend in the transport sector until 2050. Battery-electric vehicles and fuel-cell electric vehicles are the two most promising technologies for the future on roads. Electric ships and airplanes for shorter distances and hydrogen-based synthetic fuels for longer distances may appear around 2030 onwards to reduce the emissions from the marine and aviation transport modes. The rail mode will remain the least energy-demanding, compared to other transport modes. An ambitious scenario for achieving zero greenhouse gas emissions by 2050 is applied, also demonstrating the very high relevance of direct and indirect electrification of the transport sector. Fossil-fuel demand can be reduced to zero by 2050; however, the electricity demand is projected to rise from 125 TWhel in 2015 to about 51,610 TWhel in 2050, substantially driven by indirect electricity demand for the production of synthetic fuels. While the transportation demand roughly triples from 2015 to 2050, substantial efficiency gains enable an almost stable final energy demand for the transport sector, as a consequence of broad electrification. The overall well-to-wheel efficiency in the transport sector increases from 26% in 2015 to 39% in 2050, resulting in a respective reduction of overall losses from primary energy to mechanical energy in vehicles. Power-to-fuels needed mainly for marine and aviation transport is not a significant burden for overall transport sector efficiency. The primary energy base of the transport sector switches in the next decades from fossil resources to renewable electricity, driven by higher efficiency and sustainability.

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Section: Road Specific Energy Demandmentioning

confidence: 99%

Global Transportation Demand Development with Impacts on the Energy Demand and Greenhouse Gas Emissions in a Climate-Constrained World

et al. 2019

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“…According to the state of the art, models have been described from various points of view, such as in [7,8], where predefined packages from a library were used. In the research presented in [9], the consumption of light electric vehicles and motorcycles was analysed from the specific power point of view. In other published works, the performance of three and four-wheel vehicles has been addressed [10].…”

Section: Introductionmentioning

confidence: 99%

Simulation Tool for Assessing Driving Strategies for Electric Racing Vehicles

Rosas-Cervantes

Fernández-Ramos

2023

WEVJ

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This article deals with the development of a simulation tool for evaluating the energy consumption of an electric racing vehicle. The tool was carried out in the Matlab/Simulink environment and is based on the equations that govern the dynamics of the vehicle. All the systems of an electric vehicle were modelled: motor, battery, controller, bodywork, etc., as well as the characteristics of the competition circuit. The tool allows us to choose the input variable of the simulation between motor torque, motor voltage, battery power or vehicle speed and provides the values of all relevant physical variables to evaluate the performance of the vehicle. To evaluate the tool, a test was carried out with a real vehicle on a test circuit and both were modelled. The simulation results were compared with the experimental data obtained in the real test and it was verified that the simulation tool provides results that are very close to the real ones. In order to show the performance of the tool, simulations of different driving strategies were carried out and the results of energy consumption in each of them were obtained, allowing us to choose which of them is the most efficient.

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“…However, exhaust emission from gasoline engine powered motorcycles is one of the main pollution sources. As an alternative, electric two-wheelers can be a solution to the current internal combustion engine motorcycle emission issue [1,2].…”

Section: Introductionmentioning

confidence: 99%

Chassis dynamometer for electric two wheelers

et al. 2018

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In recent years, electric two-wheelers are emerging as one of the alternatives to improve the sustainability of transportation energy and air quality, especially in urban areas. Although electric two-wheeler motorcycles are environmentally friendly, they underperform compared with gasoline two-wheelers in many respects, particularly in speed and cruise distance between refuelling and recharging. Therefore, the engine development program can be done with a dynamometer. Variables such as the shape of torque and power curves can be analyzed. Hence, this project is aimed to develop a chassis dynamometer that can be used to measure mechanical power, speed and torque, and provide a controllable load to the electric motorcycle being tested. The prototype of chassis dynamometer for electric motorcycle had been developed and performance of the chassis dynamometer was tested by using an electric bicycle to emulate the basic performance requirements of an electric motorcycle which consist of maximum speed, driving range and acceleration.

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Introducing specific power to bicycles and motorcycles: Application to electric mobility

Cited by 22 publications

References 15 publications

Global Transportation Demand Development with Impacts on the Energy Demand and Greenhouse Gas Emissions in a Climate-Constrained World

Global Transportation Demand Development with Impacts on the Energy Demand and Greenhouse Gas Emissions in a Climate-Constrained World

Simulation Tool for Assessing Driving Strategies for Electric Racing Vehicles

Chassis dynamometer for electric two wheelers

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