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This work presents three demos, which include Electric Buses (EBs) from four various brands with lengths of 12 m and 18 m and an Electric Truck (E-truck) for refuse collection. The technical operation of these EVs were analyzed to implement further operational cost optimization on the demo vehicles. The Electric Vehicles (EVs) were tested against superfast-charging solutions based on Pantograph (Type A & Type B) on the route lines (and depots) and based on Combined Charging System Type 2 (CCS2, Combo2) from various brands to validate the interoperability among several vendors and support further EV integration with more affordable solutions. The optimization includes the calculation of the EBs’ consumption at various seasons and under various operating conditions in order to use optimum battery system design, heating system, optimum EB fleet operation and size and to find the charging solutions properly. The results showed that the EB consumption increases in some cases by 64.5% in wintertime due to heating systems, and the consumption in urban areas is more than that on the route lines outside cities. In the E-truck demo, where the electric heater was replaced with a heat-pump to optimize the energy consumption, it was found that the consumption of the heat-pump is about half of the electric heater under certain operating conditions. Under strict EB schedule, Pantograph charging solutions with power ratings of 300–600 kW have been adopted to charge the batteries of the EBs within 4–10 min. In order to minimize the cumulative costs of energy, (pantograph) charging infrastructure depreciation and battery degradation, as well as depot charging (at the bus operator’s depot), was adopted with a power level of 50–350 kW based on CCS2 and pantograph.

The aim of this research is to identify the relationship between travel mode and trip (purpose, time, distance) and person related factors (gender, age, diploma, attitude towards electric mobility). The data for this study were collected through the Flemish Electric Living Labs (Belgium-Flanders). Within this context participants were able to integrate an electric vehicle in their daily lives over a period of ten weeks. In return the test population had to fill in a travel diary for two weeks. To estimate travel mode a discrete choice model, via a multinomial logistic regression was analysed. All pre-defined factors influence and hence predict in a certain way travel mode choice. Especially trip distance is determinative: from short to long distance, drivers are likely to first choose a bike (or going by foot), followed by an electric vehicle and thereafter a conventional car. The predictive power of 'attitude towards electric mobility' is investigated in this paper. A positive attitude has a plausible connection with a greater concern for the environment and hence an explanation why drivers are more likely to opt for the bike (or going by foot) instead of taking an electric vehicle.

The market of electric vehicles (EVs) is characterized by several adoption barriers. The lack for charging infrastructure is one of the most crucial challenges to overcome in order to have a smooth introduction of EVs. It plays a key role in attracting new adopters. Not only does it give more convenience to EV drivers but more importantly, it sends trust signals to EV manufacturers and consumers. The "chicken-and-egg" problem between infrastructure providers and EV manufacturers could thus be tackled. However, the question remains: what kind of charging infrastructure should be focused on? Today, EV manufacturers have chosen the conductive slow chargers as a "standard". However, new charging solutions are still entering the market. Wireless EV charging (inductive charging) is one of these solutions and it could improve the general convenience of EVs. This study aims at investigating the user acceptance for these inductive charging systems.

In this study, the energy flows within an electric bus equipped with an inductive powering system are investigated. Usually an electric vehicle (EV) is either charging when it is parked for a while or discharging when the vehicle is driving. In this case of 'Continuous Electric Drive' (CED), the vehicle is mainly being charged either on the move while driving (dynamic charging), or at specific stop locations along the trajectory (static charging). In general there is replenishment of the on-board rechargeable energy storage system (RESS) while the vehicle is being driven along a specified track. With the help of simulation tools, the power and energy demands for given vehicles and specified drive cycles are investigated and an understanding of their distribution along the track is acquired. The objective of this study is to aid in the design of an electric city bus for public transport, being powered inductively - with the help of an on-board 'Power Pick-Up Element' (PPUE) - and having an on-board RESScapacity.

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The availability of charging infrastructure is one of the key issues to allow a wholesale deployment of electrically propelled vehicles (battery-electrics and plug-in hybrids). International standardization is essential in order to obtain safe and compatible solutions. This paper presents current developments in the field.

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Overview of state of the art of electric and hybrid vehicle technologies, their components, topologies and energy control strategies.

Toelichting film

This paper reports about the employment of a test bench for hybrid and electric power systems for a students design project. The test bench was developed as a platform for research to evaluate the power flow in hybrid electric power systems for road vehicles. Students use this test bench to learn the behavior of the different components of the drive train for their electric kart. The test bench allows the students to analyze the individual components without need for thewhole vehicle or drive train. An alternative assessment methodology to evaluate the student project is also discussed in this paper.

Light Electric Vehicles (LEV) form a group of promising alternative vehicles for personal mobility and goods delivery. This manuscript reports about the European industrial EUREKA project called New Electric Postman Helper. This project aims to develop the drive train for a range of mobility devices for postal distribution. The severe postal requirements which are not fully fulfilled by the vehicles on the European market today, and the strong interest of the postal organizations in solutions towards this issue, induced the set-up of this project in 2005. The introduction of LEV, in particular two- and three-wheelers, in the postal delivery business allows longer, more efficient and more sustainable delivery rounds. The close collaboration with several European postal organizations has allowed de?nition of the specifications of the electric power systems with characteristics meeting their specific needs. From an extensive questionnaire, the requirements of the different European postal operators were determined. A set of discriminating parameters was identified and used to calculate the design parameters of the electrical power system range starting from the postal requirements. The required energy capacity of the battery pack and the required motor torque were calculated from the postal parameters by using a dedicated design tool and resulted in the conception of a modular concept for postal electric vehicles

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