Abstract

A new era of transportation has experienced electrification and undergoes notable changes in the last few decades. The concern about environmental friendly technology carries almost a huge expansion prospect to electric vehicles (EVs). Whereas plug-in hybrid electric vehicles (PHEVs) are recognized as a feasible term in the line of vehicular technology in the smart electric grid to lessen the dependency on fossil fuels and greenhouse gas (GHG) emissions related to conventional vehicles (CVs). The development of vehicle-to-grid (V2G) strategies establishes win?win situations for the PHEV participation without additional infrastructure cost, reduction of generation, operational and PHEV user cost, reduction of environmental pollution. Together with the expansion of the smart grid technologies, the V2G power allocation problems need to be addressed. More originally, this chapter measures substantial, though often overlooked, social barriers to the wider use of PHEVs (a likely precursor to V2G) and implementation of a V2G transition. This chapter has given an idea that the only important barriers facing the greater use of PHEVs and V2G systems are technical. Instead, it provides a broader assessment situating such ?technical? barriers alongside more subtle impediments relating to social and cultural values, business practices, and political interests. Thus, this research study recognizes probable socio-technical obstacles towards widespread adoption of V2G in smart grid and governs that if sustainability problems affect consumer decision to adopt V2G to charge their PHEVs. The current study delivers valuable understanding about the perception among technology fanatics associated with knowledge expansion and improved fortified to sort out the numerous alterations among V2G and PHEVs. Finally, the outcomes of this chapter can guide policy makers to implement V2G technology successfully. Moreover, the chapter illuminates the policy implication of such barriers, which emphasizes what policy makers need to achieve towards V2G technology adoption in smart grid environment while integrating electric vehicles engineering with consumer preference. ? Springer International Publishing AG, part of Springer Nature 2018. Scopu

Abstract

Range anxiety is a relatively new concept which is defined as the fear of running out of power when driving an electric vehicle. To decrease range anxiety you can increase the battery size or decrease the minimum state of charge, the least amount of power that can be left in the battery, or to expand the available fast charging infrastructure. But is that economical feasible or even technically possible in today’s society? In this project we have used a theoretical model for estimating range anxiety and have simulated the average electricity consumption using two different kinds of electric vehicles, to see how often they reach range anxiety according to a specific definition of range anxiety implemented in this model. The simulations were performed for different scenarios in order to evaluate the effect of different parameters on range anxiety. The result that we got were that range anxiety can be decreased with bigger batteries but to get range anxiety just a few times a year you have to use battery sizes which aren’t economical feasible today. Despite the shortcomings of todays electric vehicles there are promising new and future technologies such as better batteries which might help alleviate range anxiety for electric vehicle owner. The conclusion from this study is that in the present fleet of electric vehicles is in need of more charging stations and faster charging to get by the problem with range anxiety and having a chance to compete with gasoline and diesel vehicles.

Abstract

Electric vehicles (EV), both as battery electric vehicles (BEV) and plug-in hybrid electric vehicles (PHEV) have noteworthy potential to reduce global and local CO2 emissions. However, the fully exploitable potential depends on the actual vehicle kilometers travelled (VKT) that can be electrified. For BEV, the limited range excludes long-distance trips from electrification. For PHEV, long-distance trips are not excluded but the shorter electric driving range could reduce the miles electrified. The aim of the present paper is to compare the potential to electrify total VKT of BEV and PHEV. We use real-world driving data from several 780 German conventional passenger cars that are simulated as BEV and PHEV of different ranges. Furthermore, the CO2 emission reduction potential of both technologies and the influence of battery sizes are analyzed, by combining electrified kilometers with CO2 emission factors. We find PHEV to electrify more miles, both individual VKT as well as total VKT of the overall car fleet for given electric range. The difference in fleet electrification potential is maximal for about 30 km electric range. Compared to conventional vehicles both PHEV and BEV can significantly reduce well-to-wheel CO2 emissions when using renewable energies for recharging. The maximal reduction potential per vehicle is larger for PHEV and achieved at smaller range than for BEV.