Electrical energy consumption of a converted electric vehicle in the real-world environment has been examined. The objective of such test is to compare the overall energy consumption of a vehicle with and without regenerative braking features. For each test, sets of data such as the total testing time, the batteries charge and/or discharge power, and the vehicle mileage were collected and analyzed to determine the energy consumption. The reliability of the data was tested using confidence intervals, which could be used as an indication of the level of confidence that the average value taken could represent the average population. The average value of energy consumption in the vehicles with and without regenerative braking is 145.26 Wh/km and 154.79 Wh/km, respectively. The difference between the average energy consumption from those two conditions, which is 9.53 Wh/km, has 95% probability to be accurate, as indicated by the confidence intervals test. This shows a decrease in electrical energy consumption by about 6.16%, which indicates an enhancement in mileage or vehicles efficiency.
This is the preliminary finding of a study elaborating the total energy consumption when paratransits in Bandung are altered into electric and the scenario to fulfill it. Therefore, there are lots to be done further concerning result of this initial research, of which will be discussed in another publication. In this paper calculation was done to find out the volume of power needed to fuel electric paratransits in Bandung. Steps carried out include computing total energy consumption for all paratransits, clustering stations from classified routes established by local Department of Transport, and estimating the electricity demand in every clustered station. Data used for this study was acquired from Badan Pusat Statistik Kota Bandung and PT PLN DJA APD Jawa Barat and Banten. A total demand of 61.12 MWh per month will surface to charge the total of 5,521 paratransits from 38 available routes in 15 clustered stations under the assumptions that all paratransits only make 6 return travels per day, operate 30 days per month, and use batteries with 50% State of Charge.
This paper describes a feasibility analysis of conventional and retrofitted paratransits, comparing economic performance of conventional paratransit with those using lead acid and lithium batteries. Research object is Dago-Kalapa paratransit in Bandung, West Java, travelling the distance of 11 km in town, under 8 peak hour operation. After calculating the estimated annual cost and benefit; net present value (NPV), payback period (PBP), and internal rate of return (IRR) then were quantified to provide feasibility description of those three paratransits. In addition, a sensitivity analysis regarding discount rate, gasoline price, and battery price is given to offer broader sense of factors embraced. It is found that both gasoline and lead acid paratransit have big NPVs with only slight differences, while lithium paratransit has negative NPV. This phenomenon applies to their PBPs and IRRs as well. Only when gasoline costs reaches IDR 15,000 will electric paratransit prevails over conventional one. Thus, it can be inferred that at the moment, paratransit runs with gasoline is still the most cost effective compared to its counterparts. However, starting retrofitting from now is endorsed due to its environmental benefit.
In this paper, a close agreement between a developed analytical model and an experimental case is presented to analyze non-linearity effects in terms of adjacent channel power ratio (ACPR) for OFDM signal fed RF amplifier integrated with radio over fibre (RoF) link.
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