The thesis is focused on the causes and consequences of default of Saab. The aim of this thesis is to define the long-term factors that contributed to insolvency and describe the process of insolvency proceedings in Sweden compared to Czech Republic. Definition of causes which brought company to default is based on analysis of the industry and car sales. Financial analysis and comprehensive evaluation enterprise models are used to assess the financial health of the company. The thesis contains also description of the expected development of the newly established company, which has become the successor of car manufacturer Saab.

Ce travail a trait à la gestion des flux énergétiques électriques au sein du réseau embarqué d’un véhicule électrique. Les éléments constitutifs de la chaîne électrique ont été d’abord modélisés à des fins de commande et de simulation. Il est visé ici la minimisation du stress des batteries au plomb via une hybridation avec des supercondensateurs. Deux familles de lois de commande ont été conçues et développées, à savoir des lois de type « fréquentielles » et des lois optimales de type « Linéaires Quadratiques Gaussiennes ». Un banc de test temps réel hybride a été architecturé afin de tester ces lois. Ce banc de test a pour noyau deux simulateurs temps réel (RT-LAB et dSPACE). Une partie de la chaîne de puissance est soit émulée par des sources contrôlées ou réalisée via des maquettes à échelle réduite mais à facteur de similitude respecté. Les essais sur le banc de test ont permis d’obtenir des résultats satisfaisants et encourageants qui corroborent la théorie. / This work addresses the management of electrical energy flows within the embedded network of anelectric vehicle. The electrical system components were first modeled for purposes of control synthesisand simulation. It is aimed the minimization of lead-acid batteries stress via hybridization withultracapacitors. Two families of control laws have been conceived and developed, namely afrequency-domain-based law and an optimal Linear Quadratic Gaussian law. A real-time hybrid testbench has been built in order to test these laws. This test bench has two core real-time simulators (RTLABand dSPACE). A part of the power chain has been either emulated by using suitably-controlledsources or realized by using small-scale real hardware with the similarity factor being respected. estson the testbed have yielded satisfactory and encouraging results that corroborate the theory.

The goal of the study was to evaluate the potential of the V2G system as a solution to peak load leveling and integrating more renewable energy in the microgrid of St. Martine Island. Simulink Simscape software was used to model a microgrid with a V2G system for the small community of the Island. The result of the study shows a V2G system with 100 electric cars could play an important role for peak shaving by supplying up to 0.8 MW of electric power back to the grid during peak hours, where each car contributes 10 kW of electric power. It also demonstrates that the V2G system effectively helps to promote solar power capacity from 1 MW to 2.5 MW, hence increase 23.59% share of solar energy in the total grid energy uses compared with the current microgrid of St. Martine Island. / The electricity that is generated from non-renewable sources causesenvironmental pollution and climate changes. Fossil fuel uses leads to thedepletion of fossil fuel resources as well as global warming. On the other hand, renewable energy sources can be used to produce electricity with very few or no CO2 emissions. So, now governments are focusing on renewable energy production. But solar, wind, and other types of renewable energy sources have intermittency. They are not continuously available due to natural factors that cannot be controlled. So, renewable energy needs to be utilized when it is available, or its intermittency can be overcome by energy storage. All Electric vehicle uses a battery pack of large capacity to power the electric motors. These batteries can be used to store the energy that is generated from renewable sources and use them when needed. Besides, the electric grid must always stay in balance. With the development of variable renewable energy production, the management of this balance has become complex. Vehicle to grid is a technology that enables energy to be pushed back to the grid from the battery of an electric car and helps to manage fluctuations on the electricity grid. It helps to balance the grid by charging the battery when renewableenergy is available and load demand is low, then sending energy back to the grid when load demand is high. However, St. Martine Island is a small Island in Bay of Bengal about 9km south of the mainland of Bangladesh. Nearly 6000 people are living there. Since the island is far away from the mainland, grid connection is almostimpossible in terms of cost and geographic location. St. Martine Island has a very high solar power potential, but very low average wind speed. Currently, the electricity demand is fulfilled by stand-alone diesel generators, PV panels, and wind turbines. The current microgrid gets a high load demand during peak hours which is between 6 pm to 11 pm. During this time grid become fully dependent on diesel generators which leads to fossil fuel uses andenvironmental pollution. Here, the project's key objective is to determine the prospects of V2Gtechnology on St. Martine Island to level the peak load during peak hours, given that St. Martine Island is a low windy island with a high average number of yearly peak sun hours. Another goal is to examine the degree to which the share of solar power can be increased by a V2G system in St. Martine Island. In the project, at first, we have modeled a microgrid using Simulink Simscape software. Simulink Simscape enables modeling of a system by putting direct physical connections between the block diagram. In the microgrid model, there are five main sections, which have been designed by assemblingfundamental components in the schematic. A V2G system has been modeled which consists of 100 electric cars as aprototype. Each car has a battery of 100 kWh capacity. Considering thecondition of St. Martine Island and the objective of the project, we have made some assumptions while modeling the V2G section. The results of the project showed that the V2G system significantly smoothed out the peak load during peak hours. It also demonstrated that charging electric cars during daytime by solar power and sending energy back to the grid during peak hours enables the V2G system to accommodate more renewable solar energy sources in the microgrid of St. Martine Island. Finally, the project evident that the V2G system can be integrated into the microgrid of St. Martine Island to level the peak load and to increase the share of solar energy in the total energy uses of the Island.

In this thesis, two electric vehicles are compared, a fuel cellpowered vehicle and a battery powered vehicle with a conventionalvehicle with an internal combustion engine. The comparison wasdone as a life cycle assessment and consisted of two stages, avehicle stage and a fuel stage. The vehicle stage consisted ofeverything from mining minerals to recycling of the vehicles,every aspect that’s connected to the car. The fuel stage consistedof fuel production and use during the vehicle’s lifetime. The fuelconsist of electricity and hydrogen produced through electrolysis. The goal of the thesis was to understand what aspects of thelifecycle matters most in terms greenhouse gases for each of theelectric vehicles. Since there are no emissions in terms ofgreenhouse gases while driving the electric vehicles, only fuelproduction, electricity and hydrogen through electrolysis, countedtowards the fuel stage. For the vehicle with an internalcombustion engine the fuel stage consisted of gasoline productionand emissions from driving. The results showed that when comparing electric vehicles withinternal combustion vehicles, the most important aspect was theelectricity mix, with a Nordic electricity mix for most use casesthe electric vehicles where more climate friendly then theinternal combustion vehicles. The fuel cell powered vehicle usedmore electricity than the battery powered vehicle when usingelectrolysis to create hydrogen, and therefore was more sensitiveto increases in emissions from the electricity mix. When comparingthe vehicle stage, battery production causes the most emissionsfor the battery powered vehicle and the hydrogen tank caused themost emissions for the fuel cell powered vehicle.

As the use of electric vehicles increases, the need for electric vehicle supply equipment to have more advanced functionality also increases. The HomePlug Green PHY standard was developed to allow more advanced communication between electric vehicles and electric vehicle supply equipment. This more advanced form of communication can solve problems such as load balancing during busy charging and seamless payment methods. There are some modem solutions that are based on the Qualcomm QCA7000 chip that allows for implementation of the HomePlug Green PHY standard.             This thesis explores and highlights the implementation of the hardware for the HomePlug Green PHY standard into a solution that is nearly plug and play for most electric vehicles. A module in the form of a PCB based around one of these modem solutions is developed that allows modular expansion of a traditional electric vehicle supply equipment to gain the functionality of HomePlug Green PHY. The final PCB is a near plug and play solution on the hardware side however, the software needs further development.

No description available.

This master thesis deals with design of DC-DC converter for onboard charging of electric vehicle. Developed converter will mainly be used for charging stationary traction battery in laboratory. Output voltage of this charger will be adjustable by user in between 200 V and 450 V depending on the current charged battery configuration. Output current limit is set at 8 A. Since the converter will be supplied from standard household socket, the problem of power factor correction must be solved during the design. That is because a large part of this thesis is focused on describing the problematics of power factor correction. After that, active PFC module is designed, completed and performance of this module is verified. To achieve low overall losses and thus be able to keep small volume of the system, modern switching components based on Silicon Carbide were preferred. Beside laboratory use, completed system will be used to emphasize volumetric difference between onboard chargers based on old versus modern switching components.

The work deals with the design of an urban two-wheeled electric vehicle. The final product excels in simple shaping, a unique design solution and the possibility of tilting the saddle. Another interesting element is the possibility of extending the range using an additional battery or connecting to a mobile phone. With its features, the concept stands on the border of electric motorbikes, scooters and bicycles.

This thesis deals with light utility vehicle design (class N1). Apart from designing vehicle’s appearance, other goals such as finding suitable usage of this electric vehicle type or adapting design to user’s needs and new technologies available were set. Usage of light e-van as a last mile delivery vehicle is proposed and following design process takes this purpose into account. Reasoning behind determining decisions is also given in this thesis. Final design stands out with original shaping, while possibilities of colour and graphics make it easily distinguishable among other vehicles. Design also suggests multiple changes in ergonomics of the vehicle, focused mainly on driver’s comfort and overall adaptation to selected vehicle’s use.

With the transport sector switching to electric energy to reduce greenhouse gas emission, the supply and demand in the energy system are impacted by this transition. Meanwhile, there are not a lot of studies focus on the electrification of the vehicle fleet in Sweden. To fill up the knowledge gap, the paper aims to identify the total required electrical energy and power for the electrification of the vehicle fleet in Sweden. This includes switching passenger vehicles, light and heavy trucks, and buses to battery electric vehicles. An Electric Vehicle Power Demand Model is designed to answer the research question. It is a simplified model that can calculate energy consumption and power demand from an electric vehicle fleet. To simulate the charging schedule, four scenarios are created with differences in charge speed and the use of smart or unregulated charging. Based on the model, the electric vehicle fleet consumes 20.4 TWh of electricity per year, accounting for 14.7% of total demand in Sweden. Combing the vehicle fleet with other energy services, an average hourly peak load of 16.2 GW in summer and 24.3 in winter can be seen, while the available capacity in Sweden is around 27.1. The result indicates that the current Swedish energy system is capable of handling demand from charging the electric vehicle fleet in terms of power capacity for most times. However, undersupply may happen in some extreme condition during the winter due to higher consumption from other energy services. Furthermore, with the increasing share of renewable power in the system, the availability of these power plants can have a direct impact on the supply. This requires smart charging to shift the charging events to prevent peak hours, which can potentially decrease the peak loads up to 2 GW in EV charging demand during peak hours. However, the actual effect of it still requires more study. Lastly, the model created for the research can be used as a research or decision-making tool to estimate the impact of a group of electric vehicles in the future, therefore, contribute to the development of the sustainable energy transition.