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M. R. El- Sharkawy, M. A. Mourad, M. M. M. Salem, M. M. Youssef/ International Journalof Engineering Research and Applications (IJERA) ISSN: 2248-9622www.ijera.com Vol. 1, Issue 2, pp.202-218

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Evaluation of an Electric Vehicle Performance under DifferentModes of Operations: Experimental Study

M. R. El- Sharkawy*, M. A. Mourad

*, M. M. M. Salem

*, M. M. Youssef

*

*Automotive and Tractors Engineering Department, Faculty of Engineering,

Minia University, Minia, Egypt.

Abstract

In recent years, Electric Vehicles (EVs) have become a production viable and

effective mode of efficient transportation. Electric Vehicles (EVs) can provide increased

fuel economy and reduced harmful emissions over convention technology vehicles. In this

study, the electric vehicle (EV) was tested to check its performance using a certain

procedures. The tests described in this study are "No Load Tests", "Load tests" and "On-

road Performance Evaluation Tests". All these tests allow evaluating the power and energy

consumption by the electric vehicle during different modes of operations. The battery

voltage and current were recorded during the different tests to allow plotting the

requirements. The vehicle has been demonstrated to be very reliable and all the presented tests

showed excellent results regarding system behavior and efficiency. Some of the

performance characteristics of this Electric Vehicle are: maximum speed is nearly about 60

km/h at the top gear with 1.78 m/s2 acceleration. The vehicle can carry two passengers

comfortably seated inside cabin. The DC traction motor was connected directly to theconventional mechanical transmission, which allows to give 15 HP at 3200 rpm, and 72

Volt input and that is more reliable and suitable for the tested vehicle. For the constructed

electric vehicle, the available and suitable type of batteries is the US 8VGC XC deep cycle

lead acid batteries for the 8 V 170 amp hours (AH). According to the calculations, we were

able to fit eight batteries in our vehicle. This would give a battery pack of 10.88 kWhr. We

have them configured in two rows of eight series connected batteries creating a battery

pack of 64 V and 170 AH. All the instrumentation for the driver panel was implementeddigitally, given information about battery current, battery voltage, and rpm of the motor.

Key Words: Electric Vehicles, Performance Evaluation, DC Electric Motor, Lead Acid

Battery.

1. Introduction

Vehicles have improved over long years. They became more versatile, better in

performance and more comfortable without increasing the purchase cost, which has lead to

unprecedented increase in number of vehicles on the road; this increase in the number of

vehicles together with raising understanding of their environmental impacts and

sustainability provided motivation for current discussion on future mobility [1]. However,

most researchers attempt to present an enhancement processes in an attempt to find answer

of this problem. In recent years, a significant interest in alternative vehicles such as Battery

Electric Vehicles (BEVs) and Hybrid Electric Vehicles (HEVs) have arisen globally due tothe pressing environmental concerns and skyrocketing price of oil [2].
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Electric vehicles (EVs) have existed for over a hundred years. At the start of the 20 th

century electric vehicles must have looked a strong contender for future road transport [3]

due to the environmental and economical issues which provide a compelling impetus to

develop clean, efficient, and suitable vehicles for urban transportation [4].When they were invented, they immediately provided an economical and reliable means of

transportation. However, electric vehicles were plagued by poor range and short-lived

batteries. Today, a renewed interest in environment and energy independence has

compelled industry and government to again pursue electric vehicle designs. These designs

focus on improving the range, efficiency, and durability of EVs [5].

Electric vehicles have improved their performance and made suitable for commercial and

domestic use during the last decades. Nevertheless, pure electric vehicles still have not

achieved ranges comparable to that of gas powered conventional vehicles, this problem,

due to the low energy density and specific energy contained in most electric batteries

compared to that of gasoline, is resolved in hybrid vehicles by combining high energy

density of gas or hydrogen and high efficiency of electric drive systems [6]. Finally, theelectric vehicles (EVs) can be safer than oil-powered vehicles [7].

2. Vehicle Testing (Practical Work)

2.1 Introduction

The vehicle testing was carried out in the Vehicle Research Laboratory, Automotive and

Tractors Engineering Department, Faculty of Engineering, Minia University. The different

tests were carried out using the protocol in the Code of world Regulations

The following section presents the results obtained from the experimental work carried out

in this study. Extensive testing was carried out over a prolonged period of time.

2.2 Performance Evaluation Tests

The electric vehicle (EV) was tested to check its performance using a certain procedures.

The tests described in this study are "No Load Tests", "Load tests" and "On-road

Performance Evaluation Tests". All these tests allow evaluating the power and energy

consumption by the electric vehicle during different modes of operations. The battery

voltage and current were recorded during the different tests to allow plotting the

requirements. These tests assume that the battery has been discharged from full to around

80% of the full charge state. The most interesting results in this study are the power and

energy consumed by the vehicle.

2.3 No Load Tests (Primary Tests)

In these tests, the vehicle operates without any loads acting on the wheel, while the volt

and current drained from the battery and consumed by the vehicle were recorded. In

addition, the battery volt, current and power was measured during a short period of time.

Figure (1) shows the variation of battery voltage, battery current and battery power versus

vehicle speed at no load on the wheel. With respect to battery voltage, it has been shown

that increasing of vehicle speed resulted in a decrease in the voltage due to the drain of the

battery because it operates without a recharging source.

The battery current decreases with the increasing of vehicle speed; this is also due to theincreasing of the load with vehicle speed increased.

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On the other hand, the power consumed by the vehicle increased due to increasing the

vehicle speed because of the increasing of internal resistance of the transmission set.

Figure (2) shows the variation of battery voltage, battery current, battery power and energy

consumed versus time. This test was carried out during a short period of time to evaluatethe state of the battery along the time of operation. It is observed that the battery voltage,

current and power reduced along the period of operation, on the other hand the amount of

energy consumed increased.

Battery voltage, current, and power with Vehicle Speed at no load on wheels

0

10

20

30

40

50

60

70

80

50 70 90 110 130 150 170 190 210

Vehicle Speed, km/h

Batteryvoltage

,current,andpower

Voltage, V

Current, A

Power, kW

Figure (1) Battery current, voltage and power with vehicle speed, at no load on the wheel.

Battery voltage, current, power, and energy with Time at no load

0

10

20

30

40

50

60

70

80

90

100

0 20 40 60 80 100 120 140

Time, S

Batteryvoltage,current,power,andenergy

Voltage, VCurrent, A

Power, kW

Energy, Wh

Figure (2) Battery current, voltage, power, and energy during a short period of time.

Another tests were carried out at the mode of no load acting on the vehicle are the battery

voltage, current, power and energy consumed with different gearshifts versus time. The

following figures 3, 4, 5and 6 illustrates the variations of battery voltage, current, and the

power and energy consumed by the vehicle during a certain period of time with a different

gear shifts at no load acting on the vehicle during the tests. Finally, a comparison between

power and energy consumed by the vehicle at different gearshifts was presented and the

results show that the increasing of vehicle speed resulted in increasing of power and energy

consumption as shown in figures 7 and 8. Moreover, the average power and energy

consumed during the tests at the cases of different gear shifts were calculated, and the

figures 9 and 10 show the results. Table (1) shows the average power and energy

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consumption by the electric vehicle with different gearshifts at no load affected on the

wheels.

Gearshifts 1st Gear 2nd Gear 3rd Gear 4th Gear

Power (kW) 2.968 3.027 3.229 3.856

Energy (Wh) 53.028 53.972 57.514 67.301

Battery voltage, current, power, and energy with Time, at 1st

gear with no load on the wheels

0

20

40

60

80

100

120

0 20 40 60 80 100 120 140

Time, S

Batteryvoltage,current,power,an

denergy

Voltage, V

Current, A

Power, Kw

Energy, Wh

Figure (3) Battery voltage, current, power, and energy with Time, at 1st gear with no load on the wheels

Battery voltage, current, power, and energy with Time, at 2ndgear with no load on the wheels

0

20

40

60

80

100

120

0 20 40 60 80 100 120 140

Time, S

Ba

tteryvoltage,current,power,andenergy

Voltage, V

Current, A

Power, Kw

Energy, Wh

Figure (4) Battery voltage, current, power, and energy with Time, at 2nd gear with no load on the wheels.

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Battery voltage, current, power, and energy with Time, at 3rdgear with no load on the wheels

0

20

40

60

80

100

120

0 20 40 60 80 100 120 140

Time, S


Voltage, V

Current, A

Power, kW

Energy, Wh

Figure (5) Battery voltage, current, power, and energy with Time, at 3rd gear with no load on the wheels.

Battery voltage, current, power, and energy with Time, at 3rd

gear with no load on the wheels

0

20

40

60

80

100

120

0 20 40 60 80 100 120 140

Time, S


Voltage, V

Current, A

Power, kW

Energy, Wh

Figure (6) Battery voltage, current, power, and energy with Time, at 4th gear with no load on the wheels.

Comparison between Power consumed by the vehicle at different gears with Time at no load on thewheels

2.5

2.7

2.9

3.1

3.3

3.5

3.7

3.9

4.1

4.3

4.5

0 20 40 60 80 100 120 140

Time, S

BatteryPowerConsumed,kW

1st gear Power, kW

2nd gear Power, kW

3rd gear Power, kW

4th gear Power, kW

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Figure (7) Comparison between Power consumed by the vehicle at different gears with Time at no load on

the wheels

Comparison between Energy consumed by the vehicle at different gears with time, at no load on the

wheel

0

20

40

60

80

100

120

140

0 20 40 60 80 100 120 140

Time, S

BatteryEnergyConsumed,

Wh

1st gear Energy, Wh

2nd gear Energy, Wh

3rd gear Energy, Wh

4th gear Energy, Wh

Figure (8) Comparison between Energy consumed by the vehicle at different gears with time, at no load on

the wheel

Average power consumed with gear shifts at no load on wheels

0

0.5

1

1.5

2

2.5

3

3.5

4

4.5

1st gear 2nd gear 3rd gear 4th gear

Gear Shifts

AveragePowerconsum

ed,kW

Figure (9) the average power consumed with gearshifts at no load on wheels.

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Average energy consumed with gear shifts at no loads on wheels

0

10

20

30

40

50

60

70

80

1st gear 2nd gear 3rd gear 4th gear

Gear Modes

AverageEnergyconsumed,Wh

Figure (10) the average energy consumed with gearshifts at no loads on wheels.

2.4 Chassis Dynamometer Tests (Load Tests)

The same tests described in the previous case were conducted on a chassis dynamometer to

simulate the vehicle loading action during the tests. In this case, the rolling resistance only

was considered as the load acting on the vehicle and the voltage, current, power and energy

consumption were recorded according this condition.

Figure (11) show the relations between battery voltage, current and power with vehicle

speed at a certain load condition (rolling resistance only was considered). It is observed

that the battery voltage decreased with increasing the vehicle speed due to the drain

mechanism of the battery without recharging source. In addition, the battery currentincreased as the vehicle speed increases to compensate the energy consumed to overcome

the motion resistance of the vehicle. Finally, the power consumption significantly increases

with vehicle speed.

Battery voltage, current, and power with vehicle speed at load, (Rolling resistance),

chassis dynamometer.

0

20

40

60

80

100

120

20 25 30 35 40 45 50 55 60 65 70

Vehicle Speed, km/h

Batteryvoltageandcurrent

0

1

2

3

4

5

6

BatteryPowerkW

Voltage, V

Current, A

Power, kW

Figure (11) Battery voltage, current, and power with vehicle speed at load, (Rolling resistance)

In addition, a set of tests were carried out at the mode of load condition acting on the

vehicle are the battery voltage, current, power and energy consumed with different

gearshifts versus time. Figures 12, 13, 14 and 15 illustrates the variations of battery

voltage, current, power and energy versus time at different gear shifts. The load considered

in this case is the rolling resistance, which simulated by using the chassis dynamometer

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device. Moreover, a comparison between the power and energy consumption by the

vehicle during the selected period at different gear shifts were carried out and the following

figures 16 and 17 demonstrate these variations and the results show that the increasing of

vehicle speed resulted in increasing of power and energy consumption. Finally, the average power and energy consumed during the tests at the cases of different gear shifts were

calculated, and the figures 18 and 19 show the results.

Table (2) shows the average power and energy consumption by the electric vehicle with

different gearshifts at load considered from rolling resistance.


Power (kW) 3.655 3.929 4.115 4.342

Energy (Wh) 64.740 69.505 70.202 73.756

Battery voltage, current, power, and energy with Time, at 1stgear with load on the wheels, (Rolling

resistance), on chassis dynamometer

0

20

40

60

80

100

120

140

0 20 40 60 80 100 120 140

Time, S


Voltage, V

Current, A

Power, kW

Energy, Wh

Figure (12) Battery voltage, current, power, and energy with Time, at 1st

gear with load on the wheels,

(Rolling resistance)

Battery voltage, current, power, and energy with Time, at 2nd

gear with load on the wheel,

(Rolling resistance), on chassis dynamometer

0

20

40

60

80

100

120

140

0 20 40 60 80 100 120 140

Time, S


Voltage, V

Current, A

Power, kW

Energy, Wh

Figure (13) Battery voltage, current, power, and energy with Time, at 2nd gear with load on the wheel,


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Battery voltage, current, power, and energy with Time, at 3rd

gear with load on the wheels, (Rolling

resistance), on chassis dynamometer

0

20

40

60

80

100

120

140

0 20 40 60 80 100 120 140

Time, S


Voltage, V

Current, A

Power, kW

Energy, Wh

Figure (14) Battery voltage, current, power, and energy with Time, at 3rd



Battery voltage, current, power, and energy with Time, at 4th

gear with load on the wheels, (Rolling

resistance) on chassis dynamometer

0

20

40

60

80

100

120

140

0 20 40 60 80 100 120 140

Time, S

Batteryvoltage,current,power

,andenergy

Voltage, V

Current, A

Power, kW

Energy, Wh

Figure (15) Battery voltage, current, power, and energy with Time, at 4th



Comparison between Power consumed by the vehicle at different gears with Time at load on the

wheels, (Rolling resistance), on chassis dynamometer

2.5

3

3.5

4

4.5

5

5.5

6

0 20 40 60 80 100 120 140

Time, S


1st gear Power, kW

2nd gear Power, kW

3rd gear Power, kW

4th gear Power, kW

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Figure (16) Comparison between Power consumed by the vehicle at different gears with Time at load on the

wheels, (Rolling resistance)

Comparison between Energy consumed by the vehicle at different gears with time, at load on the

wheel, (Rolling resistance), on chassis dynamometer

0

20

40

60

80

100

120

140

0 20 40 60 80 100 120 140

Time, S

BatteryEnergyConsumed,Wh

1st gear Energy, Wh

2nd gear Energy, Wh

3rd gear Energy, Wh

4th gear Energy, Wh

Figure (17) Comparison between Energy consumed by the vehicle at different gears with time, at load on the

wheel, (Rolling resistance)

Average power with gear shifts at load, (Rolling resistance), on chassis dynamometer

3.2

3.4

3.6

3.8

4

4.2

4.4

1st Gear 2nd Gear 3rd Gear 4th Gear

Gear Shifts


Figure (18) Average power with gear shifts at load, (Rolling resistance)

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Average energy with gear shifts at load (Rolling resistance), on chassis dynamometer

60

62

64

66

68

70

72

74

76

1st Gear 2nd Gear 3rd Gear 4th Gear Gear Shifts

BatteryEnergyConsumed,Wh

Figure (19) Average energy with gear shifts at load (Rolling resistance)

2.5 On-road Performance Evaluation Tests

On-road evaluation of the implemented electric vehicle (EV) was conducted to determine

the battery characteristics, power and energy consumed by the vehicle during the normal

driving. Road testing was carried out at the faculty car parks and this enables us to

accelerate up to about 60 km/h by the tested vehicle. These tests have been introduced, for

power and energy consumption certification of the implemented electric vehicle atdifferent modes of operations according to road conditions. The test represents a driving

pattern, which includes a repetition of a basic cycle composed of idle, acceleration,

deceleration, and stop modes and the main characteristic parameters of this cycle are 600

sec. duration, maximum speed 43 km/h and average speed was nearly 28.5 (km/h). The test

was carried out on the vehicle and the amount of battery voltage, current, power and

energy were recorded. In addition, the vehicle speed and time during the test were taken

into account. Figure (20) shows the vehicle speed profile over the duration of the test

cycle. The results show that, the vehicle speed changes during the duration of the cycle

according to road conditions. As this shown the vehicle started the cycle at speed of 0

(km/h), and then increased due to the acceleration according to the road conditions, then

the vehicle speed decreased due to the deceleration, this deceleration may be because theusing of the brakes or due to an obstacles or for preparing to stop. From the results, the

maximum speed, which the vehicle reached, is 43 (km/h), and the average speed was 28.5

(km/h). Figure (21) show the variation of battery voltage versus time as a function of

vehicle speed during the test. It is observed that the battery voltage decrease along the

period of the test due to the drain of the battery without recharging sources.

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Vehicle Speed with Time

0

5

10

15

20

25

30

35

40

45

50

0 50 100 150 200 250 300 350 400 450 500 550 600 650

Time, s

VehicleSpeed,km/h

Vehicle Speed, km/h

Figure (20) vehicle speed with time (On-road test)

Vehicle Speed and Battery Voltage with Time

0

10

20

30

40

50

60

70

0 100 200 300 400 500 600 700

Time, s

BatteryVoltage,V

0

5

10

15

20

25

30

35

40

45

50

VehicleSpeed,km/h

Battery Voltage, V

Vehicle Speed, km/h

Figure (21) battery voltage with time as a function of vehicle speed

(On-road test)

Figure (22) show the variation of battery current versus time as a function of vehicle speed.

It is observed that the consumption of battery current increase with the vehicle speed

increase because of the increasing of the road resistance acting on the vehicle during

motion.

Vehicle Speed and Battery Current with Time

0

20

40

60

80

100

120

140

160

180

0 100 200 300 400 500 600 700

Time, s

BatteryCurrent,A

0

5

10

15

20

25

30

35

40

45

50

VehicleSpeed,km/h

Battery Current, A

Vehicle Speed, km/h

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Figure (22) battery current with time as a function of vehicle speed

(On-road test)

Figure (23) show the variation of battery power consumed by the vehicle during the testversus time as a function of vehicle speed. It is observed that the power decrease along the

period of the test due to the drain of the battery.

Figure (24) show the variation of battery energy versus time as a function of vehicle speed.

The results obtained that the energy consumption increased with the time of usage.

Vehicle Speed and Battery Power with Time

0

1

2

3

4

5

6

7

8

0 100 200 300 400 500 600 700

Time, s

BatteryPower,Kw

0

5

10

15

20

25

30

35

40

45

50

VehicleSpeed,km/h

Battery Power, kW

Vehicle Speed, km/h

Figure (23) battery power with time as a function of vehicle speed

(On-road test)

Vehicle Speed and Battery Energy with Time

0

0.05

0.1

0.15

0.2

0.25

0.3

0.35

0.4

0.45

0.5

0 50 100 150 200 250 300 350 400 450 500 550 600 650

Time, s

BatteryEnergy,kWh

0

5

10

15

20

25

30

35

40

45

50

VehicleSp

eed,km/h

Battery Energy, kWh

Vehicle Speed, km/h

Figure (24) battery energy with time as a function of vehicle speed

(On-road test)

From the results obtained, we can conclude that the average power and energy where theimplemented electric vehicle can consumed. Then, a long the presented test and according

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to its characteristics the power and energy consumption during this period were as the

following table. Table (3) shows the average power and energy consumption by the electric

vehicle at on-road test for performance evaluation.

Power (kW) 4.025

Energy (Wh) 277.730

2.6 Maximum Speed Tests (On-road Tests)

These tests depending on conduct the vehicle at different gearshifts and trying to reach the

maximum speed of the vehicle at every gearshift.

During these tests, the time, vehicle speed, battery voltage, battery current, battery power

and battery energy were recorded until the vehicle reached to the maximum speed.

At the first gear the vehicle reached about 38 (km/h) and the duration of the test was 30

sec. Figure (25) show the variation of battery voltage, current, power and energy with timeas a function of the vehicle speed at the first gearshift. The results obtained that the

maximum acceleration of the vehicle during this case was 1.23 m/s2.

1st

Gear Vehicle Speed, Battery Voltage, current, power and energy with Time

0

10

20

30

40

50

60

70

80

90

100

0 5 10 15 20 25 30 35

Time, s

Batt

eryVoltage,current,powerandenergy

0

5

10

15

20

25

30

35

40

VehicleSpeed,km/h

1st Gear Bat tery Voltage, V 1st Gear Bat tery Cur rent , A 1st Gear Bat tery Power , kW

1st Gear Battery Energy, Wh 1st Gear Vehicle Speed, km/h

Figure (25) battery voltage, current, power and energy with time as a function of the vehicle speed at the first

gearshift.

At the second gear the vehicle reached about 43 (km/h) and the duration of the test was 30

sec. Figure (26) show the variation of battery voltage, current, power and energy with time

as a function of the vehicle speed at the first gearshift. The results obtained that themaximum acceleration of the vehicle during this case was 1.56 m/s2. At the third gear the

vehicle reached about 52 (km/h) and the duration of the test was 30 sec. Figure (27) show

the variation of battery voltage, current, power and energy with time as a function of the

vehicle speed at the first gearshift. The results obtained that the maximum acceleration of

the vehicle during this case was 1.78 m/s2. At the fourth gear the vehicle reached about 58

(km/h) and the duration of the test was 30 sec. Figure (28) show the variation of battery

voltage, current, power and energy with time as a function of the vehicle speed at the first

gearshift. The results obtained that the maximum acceleration of the vehicle during this

case was 2.06 m/s2.

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2nd


0

20

40

60

80

100

120

140

160

180

0 5 10 15 20 25 30 35

Time, s

BatteryVoltage,current,powerandener

gy

0

5

10

15

20

25

30

35

40

45

50

VehicleSpeed,km/h

2nd Gear Battery Voltage, V 2nd Gear Bat tery Cur rent , A 2nd Gear Bat tery Power , kW

2nd Gear Battery Energy, Wh 2nd Gear Vehicle Speed, km/h

Figure (26) battery voltage, current, power and energy with time as a function of the vehicle speed at the

second gearshift.

3rd


0

20

40

60

80

100

120

140

160

180

200

0 5 10 15 20 25 30 35

Time, s

BatteryVoltage,current,powerandenergy

0

10

20

30

40

50

60

VehicleSpeed,km/h

3rd Gear Battery Voltage, V 3rd Gear Bat tery Cur rent , A 3rd Gear Battery Power , kW

3rd Gear Battery Energy, Wh 3rd Gear Vehicle Speed, km/h


third gearshift.

4th


0

50

100

150

200

250

300

0 5 10 15 20 25 30 35

Time, s

BatteryVoltage,current,powerandene

rgy

0

10

20

30

40

50

60

70

VehicleSpeed,km/h

4th Gear Battery Voltage, V 4th Gear Battery Cur rent , A 4th Gear Battery Power , kW

4th Gear Battery Energy, Wh 4th Gear Vehicle Speed, km/h


fourth gearshift.

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Finally, the average power and energy consumption by the vehicle during this test were

determiner and the following figures show these results.

Table (4) shows the average power and energy consumption by the electric vehicle with

different gearshifts at maximum load tests.


Power (kW) 3.720 4.740 6.372 7.347

Energy (Wh) 17.389 21.516 28.165 33.591

Average of power consumption at different gear shifts, on road test

0

1

2

3

4

5

6

7

8

1st G Power 2nd G Power 3rd G Power 4th G Power

Gear Shifts

Averageofpowercon

sumption,kW

Figure (29) average power consumption at different gearshift.

Average of energy consumption at different gear shifts, on road test

0

5

10

15

20

25

30

35

40

1st G Energy 2nd G Energy 3rd G Energy 4th G Energy

Gear Shifts

Averageofenergyconsumption,Wh

Figure (30) average energy consumption at different gearshift.

3. Conclusion

This paper makes an attempt to evaluate a battery electric vehicle and studying its

performance under different operating conditions. The study results have shown that, the

electric vehicle can meets the consumer expectations as well as environmental issues and

benefits, and other impacts like noise or local air-pollution. The vehicle has been

demonstrated to be very reliable and all tests presented showed excellent results regarding

system behavior and efficiency. The tested vehicle has a maximum speed of about 60 km/h

at the top gear with 1.78 m/s2 acceleration. The vehicle can carry two passengers

comfortably seated inside its cabin.

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References

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Seoud, " A Small City Series Hybrid Electric Vehicle : Performance Evaluation",

EET-2007 European Ele-Drive Conference Brussels, Belgium, May 30 June 01,

2007.

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