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This article addresses the problem that fluctuations in the torque of an internal combustion engine (ICE) lead to additional energy losses, as it causes fluctuations in the speed and kinetic energy of the car. These losses increase as the frequency of oscillations of the torque of the internal combustion engine approaches the frequency of free (natural oscillations) of the running gear of the car in the longitudinal direction. If there is an elastic connection between the traction force and the movement of the car, the movement of the latter can be represented as complex. At the same time, the portable movement is uniform, and the relative movement is oscillatory. This article presents the results of the study of these losses for cars with mechanical and combined electromechanical drive wheels. Analytical expressions are obtained, which allows to take into account additional energy losses including the tangential rigidity of the tire and the rigidity of the suspension in the longitudinal direction. When using a combined electromechanical drive of the drive wheels as well as in the case of a mechanical transmission of a car, the resonance is dangerous. But with the increase in the share of torque kem on the wheel generated by the electric motor, the relative additional energy losses for the movement of the car are reduced.

This paper presents a life cycle assessment (LCA) of photovoltaic (PV) solar modules which have been integrated into electric vehicle applications, also called vehicle integrated photovoltaics (VIPV). The LCA was executed by means of GaBi LCA software with Ecoinvent v2.2 as a background database, with a focus on the global warming potential (GWP). A light utility electric vehicle (LUV) named StreetScooter Work L, with a PV array of 930 Wp, was analyzed for the location of Cologne, Germany. An operation time of 8 years and an average shadowing factor of 30% were assumed. The functional unit of this LCA is 1 kWh of generated PV electricity on-board, for which an emission factor of 0.357 kg CO2-eq/kWh was calculated, whereas the average grid emissions would be 0.435 kg CO2-eq/kWh. Hence, charging by PV power hence causes lower emissions than charging an EV by the grid. The study further shows how changes in the shadowing factor, operation time, and other aspects affect vehicle’s emissions. The ecological benefit of charging by PV modules as compared to grid charging is negated when the shadowing factor exceeds 40% and hence exceeds emissions of 0.435 kg CO2-eq/kWh. However, if the operation time of a vehicle with integrated PV is prolonged to 12 years, emissions of the functional unit go down to 0.221 kg CO2-eq/kWh. It is relevant to point out that the outcomes of the LCA study strongly depend on the location of use of the vehicle, the annual irradiation, and the carbon footprint of the grid on that location.

This paper evaluates how policy shaped the emergence of electric mobility in three countries, Norway, the Netherlands and Denmark, between 2010 and 2015. Whereas previous studies have looked at the effects of separate policy instruments, this paper gives insights in the interaction effects of instruments on the diffusion of battery electric cars between five policy areas. Based on analysis of synergetic, contradictory and pre-conditional effects, we find that an effective policy mix includes: fiscal incentives that mirror the actual carbon footprint of the respective vehicles; non-fiscal demand-side incentives; centrally financed and/or coordinated charging infrastructure; clarity regarding the choice of technology that will be supported. Moreover, development of a domestic, e-mobility-related industry and a high share of renewable energy strengthens the legitimization of e-mobility support. The findings help designing policy mixes in the transition to electric mobility.

Road throughput can be increased by driving at small inter-vehicle time gaps.The amplification of velocity disturbances in upstream direction,however,poses limitations to the minimum feasible time gap.This effect is covered by the notion of string stability.String-stable behavior is thus considered an essential requirement for the design of automatic distance control systems,which are needed to allow for safe driving at time gaps well below 1 s.Using wireless inter-vehicle communications to provide real-time information of the preceding vehicle,in addition to the information obtained by common Adaptive Cruise Control (ACC) sensors,appears to significantly decrease the feasible time gap,which is shown by practical experiments with a test fleet consisting of six passenger vehicles.The large-scale deployment of this system,known as Cooperative ACC (CACC),however,poses challenges with respect to the reliability of the wireless communication system.A solution for this scalability problem can be found in decreasing the transmission power and/or beaconing rate,or adapting the communications protocol.Although the main CACC objective is to increase road throughput,the first commercial application of CACC is foreseen to be in truck platooning,since short distance following is expected to yield significant fuel savings in this case.

In this article the following problem has been considered: ways of efficiency increase for electric drives installed at the railway machinery repair enterprises taking into account the specific conditions of technological processes.

Despite a growing literature on the climate response to solar geoengineering—proposals to cool the planet by increasing the planetary albedo—there has been little published on the impacts of solar geoengineering on natural and human systems such as agriculture, health, water resources, and ecosystems. An understanding of the impacts of different scenarios of solar geoengineering deployment will be crucial for informing decisions on whether and how to deploy it. Here we review the current state of knowledge about impacts of a solar‐geoengineered climate and identify the major research gaps. We suggest that a thorough assessment of the climate impacts of a range of scenarios of solar geoengineering deployment is needed and can be built upon existing frameworks. However, solar geoengineering poses a novel challenge for climate impacts research as the manner of deployment could be tailored to pursue different objectives making possible a wide range of climate outcomes. We present a number of ideas for approaches to extend the survey of climate impacts beyond standard scenarios of solar geoengineering deployment to address this challenge. Reducing the impacts of climate change is the fundamental motivator for emissions reductions and for considering whether and how to deploy solar geoengineering. This means that the active engagement of the climate impacts research community will be important for improving the overall understanding of the opportunities, challenges, and risks presented by solar geoengineering.