Submitted by Silvana Teresinha Dornelles Studzinski (sstudzinski) on 2017-03-16T13:17:39Z No. of bitstreams: 1 Claudinilson Alves Luczkiewicz_.pdf: 1630762 bytes, checksum: 2bfd6665aa09c3c9c751c44c759f2463 (MD5) / Made available in DSpace on 2017-03-16T13:17:39Z (GMT). No. of bitstreams: 1 Claudinilson Alves Luczkiewicz_.pdf: 1630762 bytes, checksum: 2bfd6665aa09c3c9c751c44c759f2463 (MD5) Previous issue date: 2017-02-07 / UNISINOS - Universidade do Vale do Rio dos Sinos / Esta pesquisa objetiva explorar a alternativa de propulsão automotiva elétrica e apresentar uma proposta de utilização de equipamentos industriais produzidos em larga escala que possam ser inseridos no subsistema de propulsão de um veículo elétrico com características populares, para, dessa forma, oferecer uma alternativa de rápida inserção dos veículos em centros urbanos. As características de potência e torque da alternativa proposta foram investigadas através da dinâmica longitudinal veicular e dos equipamentos existentes comercializados. São avaliadas três configurações de propulsão, sendo um propulsor elétrico conectado de forma única, com dois propulsores independentes conectados nas rodas traseiras e com quatro propulsores independentes conectados diretamente nas rodas. Foram avaliados também aspectos econômicos, podendo em certos casos apresentar custos atrativos ao consumidor final. Os principais resultados, de acordo com as características técnicas dos equipamentos, a viabilidade econômica e o peso, demonstram que a potência mínima necessária para o desempenho do subsistema de tração deve ser de 33,70 kW com o consumo de energia de 19,10 kWh, estando distribuído na configuração com dois propulsores independentes conectados nas rodas traseiras. / The objective of this study is to explore the alternative of electric automotive propulsion and present a proposal for the use of industrial equipment ever produced on a large scale that can be inserted to the propulsion subsystem of an electric vehicle with popular features, and thus offer an alternative fast integration of vehicles in urban centers. The power and torque characteristics of the alternative proposal were investigated for longitudinal vehicle dynamics and its equipment sold. Three driving settings are evaluated, and an electric thruster connected in a unique way, with two independent propellers connected to the rear wheels and four independent drivers directly connected to the wheels. It is also observed the characteristic of economic viability may present attractive costs to the final consumer. The main results, according to the technical characteristics of the equipment, economic viability and weight, show that the minimum power required for the performance of the traction subsystem should be 33.70 kW with energy consumption of 19.10 kWh and distributed in the configuration with two independent propellers connected to the rear wheels.

The world faces the unprecedented challenge of the need change to a new energy era. The introduction of distributed renewable energy and storage together with transportation electrification and deployment of electric and hybrid vehicles, allows traditional consumers to not only consume, but also to produce, or store energy. The active participation of these so called "prosumers", and their interactions may have a significant impact on the operations of the emerging smart grid. However, how these capabilities should be integrated with the overall system operation is unclear. Intelligent energy management systems give users the insight they need to make informed decisions about energy consumption. Properly implemented, intelligent energy management systems can help cut energy use, spending, and emissions. This thesis aims to develop a consumer point of view, user-friendly, intelligent energy management system that enables vehicle drivers to plan their trips, manage their battery pack and under specific circumstances, inject electricity from their plug-in vehicles to power the grid, contributing to frequency regulation.

With the emerging nationwide availability of plug-in electric vehicles (PEVs) at prices attainable for many consumers, electric utilities, system operators, and researchers have been investigating the impact of this new source of electricity demand. The presence of PEVs on the electric grid might offer benefits equivalent to dedicated utility-scale energy storage systems by leveraging vehicles' grid-connected energy storage through vehicle-to-grid (V2G) enabled infrastructure. Existing research, however, has not effectively examined the interactions between PEVs and the electric grid in a V2G system. To address these shortcomings in the literature, longitudinal vehicle travel data are first used to identify patterns in vehicle use. This analysis showed that vehicle use patterns are distinctly different between weekends and weekdays, seasonal interactions between vehicle charging, electric load, and wind generation might be important, and that vehicle charging might increase already high peak summer electric load in Texas. Subsequent simulations of PEV charging were performed, which revealed that unscheduled charging would increase summer peak load in Texas by approximately 1\%, and that uncertainty that arises from unscheduled charging would require only limited increases in frequency regulation procurements. To assess the market potential for the implementation of a V2G system that provides frequency regulation ancillary services, and might be able to provide financial incentives to participating PEV owners, a two-stage stochastic programming formulation of a V2G system operator was created. In addition to assessing the market potential for a V2G system, the model was also designed to determine the effect of the market power of the V2G system operator on prices for frequency regulation, the effect of uncertainty in real-time vehicle availability and state-of-charge on the aggregator's ability to provide regulation services, and the effect of different vehicle characteristics on revenues. Results from this model showed that the V2G system operator could generate revenue from participation in the frequency regulation market in Texas, even when subject to the uncertainty in real-time vehicle use. The model also showed that the V2G system operator would have a significant impact on prices, and thus as the number of PEVs participating in a V2G program in a given region increased, per-vehicle revenues, and thus compensation provided to vehicle owners, would decline dramatically. From these estimated payments to PEV owners, the decision to participate in a V2G program was analyzed. The balance between the estimated payments to PEV owners for participating in a V2G program and the increased probability of being left with a depleted battery as a result of V2G operations indicate that an owner of a range-limited battery electric vehicle (BEV) would probably not be a viable candidate for joining a V2G program, while a plug-in hybrid electric vehicle (PHEV) owner might find a V2G program worthwhile. Even for a PHEV owner, however, compensation for participating in a V2G program will provide limited incentive to join. / text

The purpose of study is to research the development of electric vehicle technology in the United States. This study describes the United States public policies towards electric vehicle technology and system of innovation approaches. The government roles with the help of national system of innovation have been also covered in this study. The point of departure was the study of available literature and U.S energy policy acts which illustrates that the break-through in electric vehicles still not only depended on better battery technology and infrastructure for charging stations but also on social, economic and political factors. The important actors involved in the process are both at local and international level are private firms, governmental departments, research and development (R&D) institutes, nongovernment organizations (NGO’s) and environmental organizations etc. The arguments which are put forward in the background of development of such technologies are to reduce dependence on foreign oil and to reduce emissions of harmful gasses.

Orientador: Flávia Luciane Consoni de Mello / Dissertação (mestrado) - Universidade Estadual de Campinas, Instituto de Geociências / Made available in DSpace on 2018-08-27T17:31:56Z (GMT). No. of bitstreams: 1 Barassa_Edgar_M.pdf: 1763490 bytes, checksum: 150d4a1e9b699993d6ea840d34588afa (MD5) Previous issue date: 2015 / Resumo: A indústria automobilística global está passando por um período de reestruturação, a qual deverá contemplar o uso de tecnologias alternativas às tradicionais com o propósito de aumentar a eficiência energética dos veículos e paralelamente reduzir as emissões de poluentes. Neste contexto, os veículos elétricos (VE) caracterizam-se como uma das alternativas possíveis frente a este cenário de novas demandas. Essa dissertação avança nesta temática ao investigar, descrever e analisar a trajetória histórica, tecnológica e de mercado do veículo elétrico. Para o aprofundamento ao tema, observou-se a competição tecnológica pelo sistema de propulsão dominante, que ocorreu entre: 1) o motor a vapor; 2) os conversores eletromecânicos de energia (motores elétricos); e 3) os motores a combustão interna, sendo o último caracterizado como vencedor. Ao longo dos 50 anos que seguiriam a partir do fechamento do motor a combustão interna em 1920 como paradigma tecnológico, os veículos elétricos praticamente desaparecem. O projeto do veículo elétrico só foi retomado a partir da década de 1970, com os estímulos vindos da agenda ambiental, da poluição do ar e seus impactos na saúde pública e do aumento do uso dos combustíveis fósseis. Porém, será a partir do século XXI que o segmento dos veículos elétricos irá ascender tanto do lado tecnológico quanto de mercado. Foram observadas três configurações mais promissoras a respeito da tecnologia dos veículos elétricos: a bateria, híbrido e a células a combustíveis. As três configurações apresentam barreiras e desafios, os quais estão sendo sistematicamente trabalhados pelas empresas que estão dispensando esforços para o segmento. Isto é observado com base na evolução das patentes publicadas sobre veículos elétricos e suas tecnologias. Sendo assim, é possível, ainda, constatar a evolução das vendas dos veículos elétricos nos Estados Unidos, Japão e em um pequeno número de países europeus. O êxito mercadológico fica para os modelos híbridos, com vendas sete vezes superiores aos veículos elétricos a bateria. Transpondo esta discussão para o contexto brasileiro atual, salientamos que o Brasil possui os atores (órgãos governamentais, empresas e instituições públicas de pesquisa) e condições (mercado automobilístico consolidado e know-how) necessários para a formação de um complexo automobilístico voltado aos veículos elétricos, porém as ações em curso no país são pontuais. Ainda que tais iniciativas possam favorecer a criação de competências específicas para o veículo elétrico, elas se mostram pouco efetivas para criar as condições que permitam o Brasil ocupar posição de destaque neste mercado. Ao menos que se projete um rol de políticas claras de apoio e suporte ao desenvolvimento de tecnologias locais destinadas ao veículo elétrico, poucos avanços serão conquistados neste campo tecnológico / Abstract: Automobile industry across the world is undergoing structural change. Advances in emission regulations and the effects of oil price fluctuations are forcing carmakers towards new product programs that use new technologies in order to increase the energy efficiency of vehicles, reduce emissions and decrease environment impacts. In this context, electric vehicles have been considered as one of the possible alternatives for this scenario of new demands. This dissertation advances on this topic to investigate, describe and analyze the historical and technological trajectories and market behavior of the electric vehicle. It was observed a technological competition by dominant propulsion system, that had occurred among: 1) the steam engine; 2) electromechanical energy converters (electric motors); and 3) internal combustion engines, the last being characterized as the most used. Throughout the following 50 years from the engine closure based on the internal combustion in 1920, electric vehicles practically disappeared. The electric vehicle project was only resumed after the 1970s, due to the environmental agenda, the air pollution and its impacts on public health and the increase of fossil fuels prices. However, in the 21st century, the segment of electric vehicles has ascended in both technological and market fields. Therefore, it is possible to identify the three most promising settings about electric vehicle technology: battery electric vehicle, hybrid vehicle and fuel cells vehicle. The three configurations have obstacles and challenges, which are being systematically tackled by companies that are dispensing efforts for the segment, based on the evolution of patents published concerning the electric vehicles and their technologies. Thus, it is possible to verify the evolution of the electric vehicles selling in the United States, Japan and a few European countries. The world market success is related to hybrids models, selling seven times more than the battery electric vehicle. In the current Brazilian context, the country has the government agencies, companies and public research intuitions and had the conditions (mature automobile market and know-how) for the formation of an automobile complex of electric vehicles, with off actions. Although such initiatives may favor the creation of specific competencies for electric vehicle, they show little effective to create conditions for the Brazil occupy a prominent position in this market. It should be projected a list clear policies to support the development of local technologies for the electric vehicle, or few advances will be achieved in this technological field / Mestrado / Politica Cientifica e Tecnologica / Mestre em Política Científica e Tecnológica

This article explores the potential of using real-world driving patterns to derive PHEV and BEV utility factors and evaluates how different travel and recharging behaviours affect the calculation of the standard SAE J2841 utility factor. The study relies on six datasets of driving data collected monitoring 508,607 conventional fuel vehicles in six European areas and a dataset of synthetic data from 700,000 vehicles in a seventh European area. Sources representing the actual driving behaviour of PHEV together with the WLTP European utility factor are adopted as term of comparison. The results show that different datasets of driving data can yield to different estimates of the utility factor. The SAE J2841 standard method results to be representative of a large variety of behaviours of PHEVs and BEVs' drivers, characterised by a fully-charged battery at the beginning of the trip sequence, thus being representative for fuel economy and emission estimates in the early phase deployment of EVs, charged at home and overnight. However the results show that the SAE J2841 utility factor might need to be revised to account for more complex future scenarios, such as necessity-driven recharge behaviour with less than one recharge per day or a fully deployed recharge infrastructure with more than one recharge per day.

Battery Electric Vehicle as an environmental friendly transportation alternative has already emerged as well as fade out of the market twice. It has been reintroduced along with the increasing concern about the environment issue. This recent diffusion is surrounded by lots of dynamic changes and uncertainties. However, most current studies focus on political, financial as well as infrastructure factors but neglect factors like the technology especially how people perceived it. Therefore, this study mainly research into how the technology development impact on the diffusion of battery electric vehicle.To achieve this aim, a model based study was conducted targeting Swedish electric vehicle market. In the research, customers are considered to be the target objective because they are the one  who perceive the technology and make decision for adoption directly. In order to know the relationship between them, researches have been conducted through qualitative and quantitative approach. Empirical work including interviews and survey were conducted through tripartite aspect to investigate the customer needs and related technology. The investigation indicates the environmentally friendly performance is the key driving force perceived by the early adopters. Meanwhile, range issue, total cost of ownership and safety & technology reliability are identified as the top three critical concerns that  hold back customer purchasing decision. A modified classic model for the innovation diffusion has been proposed which is used to evaluate the technology’s perception based on historical data. Two BEV- related technologies were chosen as examples to prove and illustrate the relationship between technology development and electric vehicle diffusion.The results showed that the BEV-related technologies, which have potential ability to address critical customer demand, are able to impact on the customer adoption positively through valid perception by customer. Taking technology development and perception into consideration, the diffusion process should be accelerated to some extent. Technologies which can be more easily perceived tend to have more impact in the diffusion process. / Batteridrivna elektriska fordon(BEV) som ett miljövänligt transportalternativ redan har dykt upp, liksom försvunnit från marknaden två gånger. Det har återinförts tillsammans med den ökande oron för miljöfrågan. Denna nya diffusion är omgiven av dynamiska förändringar och osäkerheter. Men de flesta av dagens studier fokuserar på politiska, ekonomiska och infrastrukturella faktorer, men försummar faktorer relaterat till tekniken framför allt hur människor uppfattar det. Därför undersökte denna studie främst hur den tekniska utvecklingen påverkar spridningen av batteridrivna fordon.För att uppnå detta syfte, gjordes en modell baserad kring en studie av den svenska elbilsmarknaden. I forskningen anses kunderna vara målet målgruppen eftersom de är de som uppfattar tekniken och tar beslut om införandet direkt. För att veta förhållandet mellan dem, har kvalitativa och kvantitativa undersökningar genomförts. Empiriskt arbete inklusive intervjuer och undersökningen genomfördes genom tre olika aspekter för att undersöka kundernas behov och relaterad teknik. Undersökningen visar att miljövänlig prestanda är den viktigaste drivkraften som uppfattas av early adopters. Samtidigt har räckviddsproblematiken, totala ägandekostnaden och tillförlitlighet i säkerhet och teknologi identifierats som de tre kritiska problemen som tillbakahåller kunden från ett köpbeslut. En modifierad klassisk modell för innovationsspridning har föreslagits som används för att utvärdera teknikens uppfattning baserad på historiska data. Två BEV-relaterade teknologier valdes som exempel för att bevisa och illustrera förhållandet mellan teknikutveckling och elbilsdiffusion.Resultaten visade att BEV-relaterad teknologi, som har potential förmåga att ta itu med den kritiska efterfrågan från kunderna, kan påverka kundacceptans positivt genom giltig uppfattning av kunden. Om teknikutveckling och uppfattning beaktas, bör diffusionsprocessen påskyndas i viss utsträckning. Teknik som lättare kan uppfattas tenderar att ha mer genomslag i diffusionsprocessen.

The All-Electric Vehicle (AEV) industry development has intensified and is connected to governmentefforts to minimize greenhouse gas emissions and encourage people to buy electric vehicles. This hasled to all the lights turning on newly established all-electric vehicle makers and some older players. Thegrowth of these companies is depicted in their market capitalization, which has seen an unprecedentedrun. However, one can notice a knowledge gap in the analysis of factors affecting such companies'expected rate of return. This research focuses on analyzing the factors from three of the most knownasset pricing models - CAPM, Fama-French 3 Factor, and Fama-French 5 Factor models. It shows whichof these factors are significant in estimating the expected return rate for nine chosen companies and theimpact of each considerable factor on the return rate.Additionally, we calculate the expected return rate using the beforementioned models to verify whetherthere is an uptrend or not in the electric vehicle market. The current research is limited to companieslisted on the US stock market, with only all-electric vehicle production lines. We make an introductionto the AEV theoretical aspects and related market structure. We also present theoretical concepts behindthe expected rate of return perception.The analysis showed that the market risk premium impacts 100% of the companies. The SMB factorinfluences 55% of the companies while the HML factor only 11%. Finally, RMW affects 66% of thechosen dataset and CMA 77%. For all companies, there is a positive expected return rate. Looking atthe significant coefficients for each model, the results are the following: we can observe that for CAPMand all the companies, 100% of the coefficients are positive. For FF3FM, 93% of the significant factorsare positive, while only 7% are negative. Finally, for FF5FM, out of the 28 significant factors, 65% ofthe coefficients are positive, and 35% are negative.

The Swedish car fleet is currently amidst a transition of electrification. This increases the need for an extensive charging infrastructure, and thereby smoothly functioning payment methods for charging. At the time being, there are many charging operators in the market that provide their own payment solutions for charging Battery Electric Vehicles (BEV) and Plug-­in Hybrid Electric Vehicles (PHEV), as the market has developed without any regulations. In consideration of this problem definition, the possibilities and challenges for developing a common payment system was analyzed. With this aim, three key areas were studied: Firstly, the prerequisites for a common payment system in the market was investigated through the historical evolution of such a system in the banking industry. From this, parallels could be drawn to the current market situation of the BEV and PHEV charging industry. Secondly, the problematization was further researched in regard to the customer perspective of the current payment processes. Finally, the prerequisites for a common payment system was analyzed in regard to a company perspective. The three areas were researched through the following three methods: a literary analysis, a questionnaire and a field study at a company. The results show that a need for a unification of payments is present in heterogeneous markets. Therefore, the BEV and PHEV charging market has adequate preconditions for the development of a common payment system considering the innumerable amount of charging operators that currently exist in the market. Furthermore, the results from the questionnaire showed that a majority of BEV and PHEV users are unsatisfied with the current conformation of the payment processes. Lastly, the results show that in regard to the company perspective, there is a satisfactory market climate for entry of a common payment solution considering the business model and technological solution of the analyzed company as well as the customer need. / I takt med att Sveriges bilflotta elektrifieras ökar även behovet av en utbredd laddinfrastruktur och med det ett smidigt sätt att betala för laddningen. I dagsläget tillhandahåller många laddoperatörer egna betalningslösningar för laddning av el­ och laddhybridbilar då marknadens framväxt skett utan reglering. Utifrån denna problemformulering undersöktes möjligheter och utmaningar för ett gemensamt betalningssystem. Under studiens gång undersöktes i detta syfte tre områden: För det första utforskades förutsättningar för ett gemensamt betalningssystem genom att dra historiska paralleller från utvecklingen av ett sådant system inom bankindustrin. För det andra undersöktes problematiseringen utifrån ett kundperspektiv kring dagens betalningslösningar. Slutligen analyserades förutsättningarna för ett gemensamt betalningssystem ur ett företagsperspektiv. Områdena undersöktes genom följande tre metoder; en litteraturstudie, en enkätstudie och en fältstudie på ett företag. Resultaten visar att ett behov av enhetliga betalningar uppstår i samband med heterogena marknader. Därmed har marknaden för laddning av el­ och laddhybridbilar idag goda förutsättningar för ett gemensamt betalningssystem utifrån den variation av laddoperatörer på dagens marknad. Vidare visade enkätresultaten att en majoritet av el­ och laddhybridbilsägare är missnöjda gällande utformningen av dagens betalningsprocesser. Slutligen visade resultaten ur ett företagsperspektiv att det finns goda förutsättningar för introducering av en gemensam betalningslösning utifrån analys av affärsmodell, teknologisk lösning och kundbehov.

This dissertation contains three essays examining the transportation sector in the United States using methods from empirical industrial organization. Chapter 1 investigates the entry and characteristics of public direct current fast charging (DCFC) stations for the fueling of electric vehicles (EVs). The entry model endogenizes the quality of DCFC sites by having participating charging networks take into account market characteristics, competition effects, and the policy environment when making entry and quality investment decisions. The entry model is augmented with data on station utilization that is constructed from web-scraped records of station availability collected over 10-minute intervals throughout the year 2023. In examining the policy environment, Chapter 1 focuses on the Low-Carbon Fuel Standard (LCFS) credit program in California, a program that provides tradable credits to DCFC charging stations, with credit allocations increasing, but marginally diminishing, in nameplate power ratings. I simulate counterfactual entry under various expenditure equivalent alternative subsidy schemes. I find that an alternative credit schedule proportional to nameplate power results in a simulated 5.0 percent increase in output from high-power sites, but the resultant aggregate output is left largely unchanged given the offsetting effect of having fewer low-power DCFC sites enter. Chapter 1 also examines the trade-offs between lump-sum and per-unit subsidies, finding that per-unit subsidies result in higher per-site utilization but lower site entry. A hybrid design combining lump-sum and per-unit subsidies is proposed as a viable alternative. Chapter 2 examines the response of EV drivers to time-of-use (TOU) pricing at public DCFC stations. In particular, demand is compared between two networks offering public charging services of comparable of comparable quality that differ, however, in their pricing strategies. Namely, one firm offers pricing that does not vary by the time of day, while the other offers TOU pricing that exhibits on-peak increases and off-peak discounts. Using a Poisson arrival model, I estimate the price elasticity of demand to be approximately unit elastic around 4pm, the time-of-day at which pricing shifts from off-peak to on-peak pricing for one of the two focal firms. In contrast to residential electricity users who encounter TOU pricing, EV drivers are found to be more price-sensitive, in part reflecting drivers' outside option of charging at home at lower tariffs. Chapter 3 evaluates how demand for passenger air travel evolved during the COVID-19 pandemic. Air travelers can be characterized by differing willingness to pay for the same ticket. While domestic air fare and passenger counts collapsed with the arrival of the COVID-19 pandemic to the United States in March 2020, I find that the resulting composition of air travelers post-pandemic was more price-inelastic, relative to pre-pandemic levels. Results are obtained using a discrete choice model that incorporates unobservable product characteristics and two latent passenger types.