Abstract

Reducing CO2 emission is one of the major environmental challenges for transportation. One way to solve this problem is to replace old cars that use fossil fuels (petrol, diesel) with new electric cars. In this paper, the existing model for calculating well-to-wheels CO2 emission during the life cycle of the car (fossil fuel car and electric car) is upgraded. The developed model is used for comparing optimal lifetime and optimal car’s kilometers driven during a lifetime in the replacement process of a fossil fuel car with a new electric car. We find that reducing CO2 emission depends on the type of fossil fuel, and the weight of fossil fuel cars and electric cars. Changing petrol fossil fuel cars with lower weight electric cars have the greatest potential for reducing CO2 emission. However, the introduction of electric cars does not achieve a significant reduction of CO2 emission in countries where electricity is primarily produced in thermal power plants, i. e. in countries with a high emission factor of electricity production. [Projects of the Serbian Ministry of Education, Science and Technological Development, Grant no. TR 36010, Grant no. TR 36022 and Grant no. TR 36027] Document type: Article

Abstract

The increasing demand for energy efficient electric cars, in the automotive sector, entails the need for improvement of their structures, especially the chassis, because of its multifaceted role on the vehicle dynamic behaviour. The major criteria for the development of electric car chassis are the stiffness and strength enhancement subject to mass reduction as well as cost and time elimination. Towards this direction, this work indicates an integrated methodology of developing an electric car chassis considering the modeling and simulation concurrently. The chassis has been designed in compliance with the regulations of Shell Eco Marathon competition. This methodology is implemented both by the use of our chassis load calculator (CLC) model, which automatically calculates the total loads applied on the vehicle&rsquo s chassis and by the determination of a worst case stress scenario. Under this extreme stress scenario, the model&rsquo s output was evaluated for the chassis design and the FEA method was performed by the pre-processor ANSA and the solver Ansys. This method could be characterized as an accurate ultrafast and cost-efficient method. Document type: Article

Abstract

The aim in this paper is to evaluate the economic viability of electric vehicles that are supplemented by electric roads (eRoads), instead of using conventional diesel, petrol, and battery electric vehicles (BEVs). The battery is the most expensive component of an electric vehicle, so the premise of this paper is to reduce the size of the battery, and thereby significantly reduce the cost, by installing a series of electric roads for long-distance journeys. Denmark is used here as case study to ensure the assumptions reflect a real-world case when comparing petrol, diesel, BEVs, and eRoads. The results suggest that eRoads are a cheaper method of electrifying road transport than BEVs, which is an important finding, since electrification is widely believed to be the cheapest method for decarbonising the transport sector in the coming decades. Furthermore, if fuel and vehicle prices evolve as predicted between now and 2050, then eRoads are also a cheaper form of road transport than diesel and petrol, primarily due to increasing oil prices and decreasing battery costs. By implementing eRoads, it is also possible to electrify heavy-duty transport such as buses and trucks, which results in even more energy savings and reductions in carbon dioxide emissions. Keywords: eRoad, Sustainable transport, Electric car, Electric vehicle, Electric road

Abstract

Growing concerns over energy and environmental sustainability have lately sparked worldwide interest in more efficient and cleaner transportation systems and industrial activities. Friction roughly consumes one-fifth of all energy used worldwide. One-third of all energy used in transportation goes to overcome friction. At the same time, the fruits of decades of dedicated research on all-electric vehicles powered by advanced batteries are paving the way toward a much cleaner and sustainable transportation future. In this article, we provide a short overview of what are the energy efficiency and environmental impacts of current transportation, industrial, and residential systems and how much of that efficiency is adversely affected by friction and wear losses in moving mechanical parts and components. We also touch upon recent advances in new materials, lubricants, and design changes that could reduce energy losses by 18–40%, mainly resulting from friction and wear. The savings would be up to 8.7% of the total global energy use and 1.4% of the gross national products (GNP). Finally, we calculate the energy consumption and friction losses in battery-powered electric passenger cars and show the benefit of electric cars where the total energy use is in average 3.4 times lower compared to combustion engine powered cars. The CO"sub"2"/sub" emissions are 4.5 times higher for a combustion engine car compared to an electric car when the electricity comes from renewable energy sources. Moving from fossil to renewable energy sources may cut down the energy losses due to friction in energy production by more than 60%.