This thesis develops a time-domain integrated modeling approach for design of hybrid-electric marine propulsion systems that enables co-simulation of powertrain dynamics along with ship hydrodynamics. This work illustrates the model-based design and analysis methodology by performing a case study for an EV conversion of a short-cross ferry using the BC Ferries’ M.V. Klitsa. A data acquisition study was performed to establish the typical mission cycle of the ship for its crossing route between Brentwood Bay and Mill Bay, across the Saanich Inlet near Victoria, BC Canada. The data provided by the data acquisition study serves as the primary means of validation for the model’s ability to accurately predict powertrain loads over the vessel’s standard crossing. This functionality enables model-based powertrain and propulsion system design optimization through simulation to intelligently deploy hybrid-electric propulsion architectures. The ship dynamics model is developed using a Newton-Euler approach which incorporates hydrodynamic coefficient data produced by potential flow solvers. The radiation forces resulting from vessel motion are fit to continuous time-domain transfer functions for computational efficiency. The ship resistance drag matrix is parameterized using results from uRANS CFD studies that span the operating range of the vessel. A model of the existing well-mounted azimuthing propeller is developed to predict thrust production and mechanical torque for pseudo-second quadrant operation to represent all operating conditions seen in real operation. The propeller model is parameterized from the results of a series of uRANS CFD on the propeller geometry. A full battery-electric powertrain model is produced to study the accuracy of the model in predicting the drivetrain loads, as well as assessing the technological feasibility of an EV conversion for this particular vessel. A dual-polarization equivalent circuit model is created for a large-scale LTO battery pack. An average value model with MTPA control and dynamics loss model is developed for a commercially available electric drive system. Power loss models were developed for required converter topologies for computational efficiency. The model results for load prediction are compared to data acquired, and results indicate that the approach is effective for enabling the study of various powertrain architecture alternatives. / Graduate

Renewable and green energy development is vigorously supported by most countries to suppress the continuously increasing greenhouse gas (GHG) emissions. However, as the total renewable capacity expands, the growth rate of emissions is not effectively restrained. An unforeseen factor contributing to this growth is the regulation service, which aims to mitigate power frequency deviations caused by the intermittent renewable power generation and unbalanced power supply and demand. Regulation services, normally issued by supply-side balancing authorities, leads to inefficient operations of regulating generators, thus directly contributing to the emissions growth. Therefore, it is urged to find solutions that can stabilize the power frequency with an increased energy using efficiency. Demand response (DR) is an ideal candidate to solve this problem. The current smart grid infrastructure enables a high penetration of smart residential electric loads, including heating, ventilation, and air conditioning systems (HVACs), air conditioners (A/Cs), electric water heaters (EWHs), and plug-in hybrid electric vehicles (PHEVs). Beyond simply drawing power from the grid for local electric demand, those loads can also adjust their power consumption patterns by responding to the control signals sent to them. It has been proved that, if appropriately aggregated and controlled, power consumption of demand-side residential loads possesses a huge potential for providing regulation services. The research of DR is pivotal from the the application perspective due to the efficient usage of renewable energy generation and the high power quality. However, many problems remain open in this area due to the load heterogeneity, device physical constraints, and computational and communication restrictions. In order to move one step further toward industry applications, this PhD thesis is concerned with two cruxes in DR program design: Aggregation Modeling and Control; it deals with two main types of terminal loads: Thermostatically Controlled Appliances (TCAs) (Chapters 2-4) and PHEVs (Chapter 5). This thesis proceeds with Chapter 1 by reviewing the state-of-the-art of DR. Then in Chapter 2, the focus is put on modeling and control of TCAs for secondary frequency control. In order to explicitly describe local TCA dynamics and to provide the aggregator a clear global view, TCAs are aggregated by directly stacking their individual dynamics. Terminal TCAs are assumed in a general case that an arbitrary number of TCAs are equipped with varying frequency drives (VFDs). A centralized model predictive control (MPC) scheme is firstly constructed. In the design, to tackle the TCA lockout effect and to facilitate the MPC scheme, a novel approach for converting time-integrated interdependent logic constraints into inequality constraints are proposed. Since a centralized MPC scheme may introduce non-trivial computational load by using this aggregation model, especially when the number of TCAs increases, a distributed MPC (DMPC) scheme is proposed. This DMPC scheme is validated through a more practical case study that all TCAs are subject to pure ON/OFF control. Chapter 3 targets on aggregation modeling and control of TCAs for the provision of primary frequency control. To efficiently reduce the computational load to facilitate the primary frequency control, the explicit monitoring of terminal TCAs must be compromised. To this end, a 2-D population-based model is proposed, in which TCAs are clustered into state bins according to their temperature information and running status. Within the proposed aggregation framework, individual TCA dynamics' evolutions develop into TCA population migration probabilities, thus the computational load of the centralized controller is dramatically reduced. Based on this model, a centralized MPC scheme is proposed for the primary frequency control. The previously proposed population-based model provides a promising direction for the centralized control. However, in traditional population-based model, TCA lockout effect can only be considered when implementing the control signals. This will cause a mismatch between the nominal control signals and the actually implemented ones. To conquer this, in Chapter 4, an improved population-based model is studied to explicitly formulate the TCA lockout effect in the aggregation model. A DMPC scheme is firstly constructed based on this model. Furthermore, since the predictions of regulation signals may not be available or they may include severe disturbances, a control scheme that does not require future regulation signals is urged. To this end, an optimal control scheme, in which a novel penalty is included to maximize the regulation capability, is proposed to facilitate the most practical scenario. Another type of terminal loads that has a huge potential in providing grid services is PHEV. At this point, Chapter 5 presents the aggregation and charging control of heterogeneous PHEVs for the provision of DR. In contrast to using battery state-of-charge (SOC) solely as the system state, a new aggregation model is proposed by introducing a novel concept, i.e., charging requirement index. This index combines the SOC with drivers' specified charging requirements, thus inherently providing the aggregation model with richer information. A centralized MPC scheme is proposed based on this novel model. Both of the model and controller are validated through an overnight valley-filling case study. Finally, the conclusions of the thesis are summarized and future research topics are presented. / Graduate / 0537 / 0544 / 0548 / mingxiliu419@gmail.com

Syfte & forskningsfråga: Syftet med den här uppsatsen är att utreda och analysera hur olika faktorer kan påverka efterfrågan och försäljning av elbilen. Syftet är också att identifiera förutsättningar för elbilens framtid och betydelse inom bilsektorn. Uppsatsens forskningsfråga formulerades utifrån uppsatsens syfte och frågan är följande: Vad krävs för att elbilen ska nå ut till en bredare målgrupp i framtiden? Metod: Vår uppsats är baserad på en kvalitativ forskningsmetod för att vi ska få en djupare förståelse kring det valda forskningsområdet. Vi har strävat efter en induktiv ansats i studien men vi är medvetna om att vi har deduktiva inslag, vilket har bidragit till att uppsatsen har en abduktiv karaktär. Vi valde att ta med respondenter med olika positioner från både bilföretag, bilmagasin samt en intresseorganisation för att få en mer bredare syn på forskningsområdet. Sammanlagt har vi sju respondenter samt två fokusgrupper som har bidragit med information till det empiriska materialet i uppsatsen. Slutsatser: I vårt avslutande kapitel besvarar vi våra delsyften som vi har i studien samt vår forskningsfråga om vad som krävs för att elbilen ska nå ut till en bredare marknad i framtiden. Vi anser att elbilen har goda förutsättningar till att utvecklas ännu mer samt spridas till fler kundsegment. Vi har genom vår teoretiska och empiriska analys identifierat att statliga incitament och förmåner, en ökad medvetenhet bland kunderna samt en sänkning av priset är de främsta faktorerna som kan bidra till en utökning av elbilen på marknaden.

This paper is designed to assist communities with the successful introduction, integration and support of electric vehicles. It provides an introductory look at electric vehicle technology and its application within the community, and should act as a springboard for further investigation and plan development for interested communities. This paper outlines the basic history of electric vehicle technology, the recent forces which have prompted increased research and development, and the leading causes for this evolution in personal transportation. The core of the document describes the steps a community will need to take in order to successfully develop a local electric vehicle program. Initial steps include developing community goals, understanding the community and its transportation environment, and creating an organizational structure to successfully develop a local Electric Vehicle Action Plan. The organizational structure provided is divided into three basic elements; Policy, Infrastructure, and Public Awareness. The analysis of each element includes the identification and discussion of the critical issues, a description of the key participants who should be involved, and recommended methodology for initiating and supporting local electric vehicle commercialization. Furthermore, each element includes a short analysis of three separate market niches that are ripe for early electric vehicle introduction. These applications can be used by the community to develop a local electric vehicle demonstration program and establish a foundation on which to build an electric vehicle community. This paper, if used to its potential, can help communities develop a program which will successfully introduce and integrate electric vehicles into the local transportation mix and bring America a little closer to a sustainable transportation system. / Department of Urban Planning

The purpose of this bachelor thesis is to investigate different outcomes of the usage of photovoltaic (PV) power for electric vehicle (EV) charging adjacent to workplaces. In the investigated case, EV charging stations are assumed to be connected to photovoltaic systems as well as the electricity grid. The model used to simulate different scenarios is based on a goal of achieving constant power exchange with the grid by adjusting EV charging to a solar irradiance forecast. The model is implemented in MATLAB. This enables multiple simulations for varying input parameters. Data on solar irradiance are used to simulate the expected PV power generation. Data on driving distances are used to simulate hourly electricity demands of the EVs at the charging stations. A sensitivity analysis, based on PV irradiance that deviates from the forecast, is carried out. The results show what power the grid needs to have installed capacity for if no PV power system is installed. Furthermore, appropriate PV power installation sizes are suggested. The suggestions depend on whether the aim is to achieve 100 percent self-consumption of PV generated power or full PV power coverage of charging demands. For different scenarios, PV power installations appropriate for reducing peak powers on the grid are suggested. The sensitivity analysis highlights deviations caused by interference in solar irradiance.

Le véhicule électrique est aujourd’hui présenté comme l’une des solutions alternatives sérieuses au véhicule à moteur à combustion interne, visant à limiter la consommation d’énergies fossiles, ainsi que les émissions de polluants locaux et de gaz à effet de serre. L’évaluation des forces et faiblesses de cette technologie au regard de l’environnement est aujourd’hui limitée, compte tenu notamment du peu de retour d’expérience sur ce type de véhicules.L’objectif de ce travail de recherche est de proposer une approche combinant une connaissance fine du véhicule étudié (obtenu notamment par des essais expérimentaux et l’utilisation de modèles de consommation) et de la méthode d’évaluation environnementale Analyse de Cycle de Vie (ACV), pour identifier les paramètres clefs du bilan environnemental, et par différentes analyses de sensibilité, d’en proposer une analyse détaillée. Pour y parvenir, des essais expérimentaux ont été réalisés sur un véhicule électrique à usage essentiellement urbain et son équivalent thermique. Un modèle permet d’estimer les consommations de véhicules selon leurs spécificités (chimie et capacité de batterie, rendement de la chaîne de traction) et leurs conditions d’utilisation (trafic, usages d’auxiliaires). Des hypothèses et scénarios sont également établis sur la durée de vie des batteries qui équipent le véhicule. Les jeux de données obtenus sont mis en œuvre dans l’ACV d’un véhicule électrique, et les résultats obtenus interprétés puis comparés à ceux du véhicule thermique équivalent. Enfin, analyses de sensibilité et test de divers scénarios permettent l’identification des paramètres clefs du bilan environnemental. / Today, the electric vehicle is seen as a potent substitute to the internal combustion engine vehicle, aiming at reducing consumption of fossil fuels, and emissions of local pollutants and greenhouse gases. The assessment of strengths and weaknesses of this technology from the environmental viewpoint is currently limited, especially considering the lack of experiment feedbacks.The objective of this research is to offer an approach combining a deep understanding of the studied vehicle (through experiments and use of consumption patterns) and the environmental assessment method “Life Cycle Analysis” (LCA), to identify the key parameters of environmental appraisal, and relying on different sensitivity analysis, to propose a detailed analysis.To achieve this, experimental tests were carried out on an urban electric vehicle and its internal combustion engine equivalent. A model was built to estimate the consumption of electric vehicles according to their characteristics (chemistry and battery capacity, vehicle energy efficiency) and use (traffic, use of auxiliaries). Assumptions and scenarios are also made on the lifetimes of batteries in the vehicle. The data sets obtained are implemented in the life cycle analysis of an electric vehicle, and the results are interpreted and compared to its internal combustion engine equivalent vehicle. In the end, sensitivity analysis and test of various scenarios allow the identification of key parameters for the environmental assessment.

Partant de la sociologie d'innovation, des organisations et d'attentes et en se basant sur une démarche empirique d'enquête (plus de 30 entretiens conduits durant 2010-2013 en France), la première partie de cette thèse traite de la variété des acteurs de l'électromobilité et de l'abondance combinatoire des possibilités relationnelles. Elle procède à une analyse historique, théorique et systémique, afin de recenser et établir une typologie des acteurs potentiellement concernés par son développement, d'évaluer leur position stratégique et leur inclinaison envers l'électromobilité, leurs intérêts et facteurs de résistance potentiels. Enfin, le croisement du caractère offensif ou défensif de la stratégie propre à chaque acteur avec le degré variable de maturation de celle-ci a permis de préciser les ressorts de l'adhésion au système d'électromobilité et les conditions d'évolution de celui-ci. La thèse met un accent particulier sur la nécessité de maîtriser la zone d'incertitude la plus majeure du système qui est la recharge. Les ambiguïtés et les difficultés d'installation d'équipements de recharge révèlent une certaine réticence de la société. Combler les lacunes, surtout celles particulières à la recharge privée, mérite une attention collective des constructeurs, opérateurs immobiliers et fournisseurs d'équipements de recharge, ainsi qu'une concentration particulière des efforts publics et ce, à tous les niveaux réglementaire, financier et surtout organisationnel. Cela devrait permettre de raccourcir le décalage qui se manifeste aujourd'hui entre la mise sur le marché des véhicules et la disponibilité des infrastructures de recharge, qui pénalise le démarrage du système en constituant un grand blocage psychologique pour ses usagers potentiels. Dans un deuxième temps, est explorée l'électromobilité dans un cadre systémique éclaircissant les relations d'interdépendance entre mobilité et territoire. En effet, chaque territoire définit son système de mobilité en fonction de ses caractéristiques intrinsèques telles que sa géographie, sa composition démographique et socioéconomique et les autorités territoriales jouent un rôle crucial dans sa mise en œuvre et assurent son bon fonctionnement. Ainsi dans le cadre d'une étude de cas, le diagnostic socio-économique du territoire de Paris-Saclay, suivi par l'analyse de son système de mobilité, permettent de dégager l'avenir possible du territoire en matière de transport, au vu de la dynamique générale créée par le projet de Grand Paris Express. Une fois que l'image future du système de mobilité du territoire est dessinée, la place de l'électromobilité dans ce futur système et le degré de réceptivité du territoire de Paris-Saclay est discutée. L'évaluation du potentiel d'équipement en VE en tant que voiture particulière montre que le territoire de Paris-Saclay constitue un terrain favorable : de par l'adaptation du VE à leur comportement d'auto mobilité et par l'accès à la recharge, 37% des ménages motorisés du territoire sont susceptibles de s'équiper d'un VE (contre 20,5% en IDF). Enfin, la France est le pays où toutes les conditions d'émergence de l'électromobilité se réunissent. Son électricité issue du nucléaire permet d'espérer un bilan carbone très promoteur pour le VE. Les deux constructeurs historiques du pays sont parmi les premiers de l'industrie d'automobile à proposer les modèles électriques de la nouvelle génération. Le déploiement massif des infrastructures de recharge divise. L'éventail des suites à donner est large, allant de l'abandon total de l'électromobilité par peur qu'elle devienne un gouffre financier jusqu'au renforcement des mesures de soutien dans l'espérance de favoriser la dynamique créée. Parmi les options, on soutient une politique de territorialisation du déploiement de l'électromobilité à définir sur la base d'une connaissance approfondie du territoire et de son système de mobilité / Over the past few years, socioeconomic and political developments, environmental and energy concerns, and ongoing technological progress nourish the prospect of substituting conventional gasoline cars with upcoming electric alternatives. A real success of the electric vehicle (EV) has become increasingly conceivable but is still subject to a certain number of conditions. Electromobility differs from the currently prevailing form of automobility mainly due to a larger range of the involved stakeholders, and a stronger dependence on the territory where the system is to evolve. These differences motivate the present doctoral research studying the emergence of electromobility in France from two major points of view: the stakeholders' organization and the territory's adaptation. Adopting a historical and empirical approach, the first part of this thesis discusses the results of over 30 interviews conducted with representatives of potential electromobility stakeholders that are likely to have a major influence on the developing electromobility system in France. It deals with the large variety of potential actors and their possible relationships by following a systematic and sociological approach. The applied methodology allows to detail and characterize the actors and to evaluate their likely strategies as well as their inclinations towards electromobility conveyed by various motives of interests and factors of resistance. Analyzing the probable forms of interdependence between the actors in the electromobility system also helps to highlight the lack of some essential links in the current system of actors. The second part of this thesis explores electromobility in a systematic framework in order to shed light on the interdependence between mobility and its territory. Indeed, each territory is endowed with a transportation system of its own on the basis of its diverse intrinsic characteristics. Local authorities have a crucial role to play in the process of deploying the system and of facilitating its functioning. This part of research therefore examines the potential for electromobility development at the local level: the semi-urbanized area of Paris-Saclay located within the Greater Paris area about 20 km southwest from its center serves as study area. The local transportation system's configuration and its dynamics including all relevant projects that will partially or integrally influence the area are discussed. The prospective analysis takes into account a wide range of considerations and potential determinants so as to render the assessment as realistic as possible. The study's findings shed light on the initial phase of the electromobility system's emergence while highlighting the flaws and complexities that hinder its future development. By these means, this research provides decision aid for policymakers and others stakeholders that are potentially involved in the electromobility system's deployment in France

Depuis quelques années de nombreux modèles de véhicules électriques et hybrides rechargeables sont disponibles à la vente. Les prévisions annoncent des niveaux de pénétration importants pour ces prochaines années. En effet, l’État français a annoncé deux millions de véhicules électrifiés pour 2020. Les véhicules électriques impactent les réseaux d’électricité en se rechargeant, c’est alors que les flux électriques dans les réseaux évoluent. Cette recharge qui induit un changement du dimensionnement du réseau est abordée dans ce manuscrit, qui s’attache à évaluer ce changement. De plus, avec le développement de la thématique des “smart grid”, les véhicules électrifiés peuvent avoir un intérêt pour la conduite du système électrique. Cette étude a pour objectif s’attachera aussi à tenter de déterminer l’équilibre entre intérêts des véhicules électrifiés dans ce contexte et difficultés (sous la forme de coûts) qu’ils pourraient rencontrer s’ils participaient à la conduite du système.L’impact des véhicules électrifiés se concentre principalement sur les réseaux de distribution d’électricité. Dans les réseaux de distribution d’électricité, les lignes et les câbles sont des infrastructures indispensables. Alors que de nombreuses études s’intéressent au dimensionnement des transformateurs du réseau d’électricité, peu d’entre elles analysent les lignes et les câbles du réseau. Une volonté de combler ce manque est alors apparue. Ce manuscrit traite la problématique du dimensionnement des conducteurs, des lignes et des câbles du réseau de distribution d’électricité. Les véhicules électrifiés peuvent également être utilisés comme moyen de stockage de l’électricité, afin d’améliorer la conduite des réseaux d’électricité. L’étude s’intéresse également à l’évaluation de l’impact sur les conducteurs de l’utilisation des véhicules électriques et hybrides rechargeables comme moyen de stockage (donc comme moyen de conduite du système). / In recent years many models of electric and plug-in hybrid vehicles are available for sale. The forecasts predict high levels of penetration in the coming years. Indeed, the French government announced two million electric vehicles by 2020. Electric vehicles impact the electric grid by recharging, changing electricity flows in the grid. Electric vehicles charging changes the manner of sizing the grid which is the topic of this manuscript. Moreover, with the development of the smart grids, electric vehicles may have an interest as actor of the electrical system. This study also focuses on trying to determine the balance between interests of electrified vehicles in this context and challenges (in the form of costs) they might encounter if they are involved in the operation of the electric system.The impact of electric vehicles mainly focuses on the distribution grid lines and cables are a major infrastructure of the distribution grid. While many studies focus on electric transformers sizing, few of them analyze the lines and cables of the grid. A desire to fill that gap then appeared. This manuscript deals with the problem of sizing lines' and cables' conductors of the electric distribution grid. Electric vehicles can also be used as electricity storage device to improve the operation of electricity networks. The study also assesses the impact on grid conductors of electric vehicles use for storage (i.e. as a means for operating the system).

The fuel usage of a hybrid electric vehicle can be reduced by strategically combining the usage of the combustion engine with the electric motor. One method to determine an optimal split between the two is to use dynamic programming. However, the amount of computations grows exponentially with the amount of states which makes its usage difficult on sequential hardware. This thesis project explores the usage of FPGAs for speeding up the required computations to possibly allow the optimisation to run in real time in the vehicle. A tool to convert a vehicle model to a hardware description language was developed and evaluated. The current version does not run fast enough to run in real time, but some optimisations which would allow that are proposed.

A utilização de motores elétricos diretamente nos cubos de roda é uma alternativa de propulsão para um veiculo elétrico ou híbrido muito interessante, pois não necessita do uso de sistemas complexos de transmissão, tornando o conjunto mecânico muito mais simples e, consequentemente, reduzindo a sua massa, atritos e custos. Entretanto, a adição dos motores nas rodas causa o incremento da massa não suspensa, e isto irá afetar o comportamento de dirigibilidade do veículo. Dessa forma, com ajuda da ferramenta de multicorpos, será identificado o que ocorrerá devido ao acréscimo de massa compatível com os motores elétricos de última geração. Para isto, uma série de análises comparativas será realizada, com modelos de veículos baseados na técnica de multicorpos, para o caso de um carro de passeio compacto. Primeiramente, uma análise modal comparando um carro convencional aos carros com a utilização dos motores, no eixo traseiro ou no dianteiro, e uma posterior avaliação das frequências obtidas. Em sequência, também foram realizadas manobras padrão com o modelo de veículo completo e foram observadas maiores influências nos resultados das análises em regime transiente, como a manobra de troca de faixa e a manobra do anzol (\"fishhook\"). Com a ajuda destes resultados, foi possível identificar que as instalações dos motores elétricos nos cubos traseiros causam uma menor influência negativa no desempenho de dirigibilidade, quando comparado com o caso instalado no eixo dianteiro. Através de uma otimização realizada com a ajuda de uma análise de sensibilidade das variáveis do sistema (D.O.E.), baseada na manobra do anzol, foi possível identificar que alterações nas molas, amortecedores e barra estabilizadora são capazes de mitigar os efeitos indesejáveis causados pelo incremento de massa não suspensa. / The electric motors directly in wheel hubs usage is an alternative of propulsion for a electric or hybrid vehicle, since it does not need the use of complex systems of transmission, making the mechanical assembly simpler and, consequently, reducing its mass , frictions and costs. However, the addition of the motors in the wheels causes an increase unsprung mass, and this will affect the vehicle handlings behavior. In that way, with the assistance of the multibody tool, it will be identified the consequences of mass addition, compatible with the moderns electric motors of. In this work, a series of comparative analyzes will be carried out, with vehicle models based on multibody techniques, in the situation of a compact car. First, a modal analysis comparing a conventional car to with the vehicle using hub driven motors, in rear or front axle, and an evaluation of the obtained frequencies. In the sequence, standard maneuvers were also performed with the complete vehicle model, and greater influences were observed in the transient analysis results, such as lane change and fishhook maneuver. With help of these results, it was possible to identify; that the installation of the electric motors in the rear hubs causes a smaller negative influence on the handling performance when compared to the case installed on the front axle. Through an optimization performed with the aid of a system variable sensitivity analysis (D.O.E.) based on the fish hook maneuver, it was possible to identify thtat changes on springs, shock absorbers and stabilizer bar are able to mitigate the undesirable effects caused by the increase of unsprung mass.