Developing Hybrid Car to Car Communication System Based on MIMO Visible Light and Radio Frequency

This paper combines the advantages of both VLC communication and RF communication for car-to-car applications to achieve a higher data rate, more range coverage, smaller delay, and smaller BER. In the proposed scheme, the VLC maximum communication distance is chosen as 100 m per-hop approximately, which can be extended through multi-hop up to the timeout window of 5 hops. In contrast, the RF maximum communication distance is chosen as 200 m per-hop approximately, which is reasonable at the frequency band of 70 GHz to 90 GHz due to the high attenuation at this frequency band. A MATLAB simulation for a car-to-car framework is built to demonstrate and compare the BER, throughput, and delay outcomes at a hybrid VLC and RF communication. Our results show that VLC can achieve up to four times of the RF throughput while maintaining low BER of 10-6 and small delay of 10-4 with respect to RF communication only.

The Second Life of Hybrid Electric Vehicles Batteries Methodology of Implementation in Ecuador

Hybrid car sales in Ecuador in the last 10 years are very promising. The presence of hybrid electric vehicles (HEV) in the country generates an increase in nickel metal hydride batteries used (NiHm), these batteries do not follow an adequate recycling and disposal process. Several studies show that these batteries have energy levels and that they can be reused in other applications outside of the car as a power supply. This option of using recovered batteries is known as the second life of the battery (SLB). The reuse of batteries generates options to supply power on a large scale and with this reduce the pollution that these batteries can generate, especially in our country that does not have an optimal recycling process. This chapter presents the design of a methodology for the implementation of second life in Ecuador considering the use of NiHm batteries in HEV. For the design of the methodology, two possible scenarios for its implementation are analyzed. Scenario 1 is the use of NiHm batteries to supply energy to laboratories of a University in the city of Cuenca and scenario 2 shows the use of NiHm batteries as an additional energy source at the Airport of Santa Cruz present in the Galapagos Islands.

Design and Fabrication of Solar Operated Car

This work, focused on an idea about hybrid solar car technology which solves the major problem of fuel and pollution in present days. Determine how feasible widespread change to hybrids would be in future with all information taken into account, concluded that hybrids have several advantages as fuel efficient, low pollution. In the present work a complete drawing and drafting of hybrid solar car have been prepared using CATIA V5R19 software. After complete analysis of this drawing by using ANSYS 14.5 it is find out bear capability of load, stress, and strain of front & rear collision of car frame. A completed data are analyzed to examine the technical aspects of the hybrid car technology. Overall, hybrid technology has a lot of potential in the distant future, but as for right now they are not a significant applied over today's internal combustion engine.

The mind of a hybrid car buyer

No Abstarct.

Supercapacitors and starting modes of a hybrid car engine

Reducing the start-up time of internal combustion engines, especially at low temperatures and when the batteries are discharged, the use of supercapacitors leads to a reduction in emissions into the atmosphere, improving the quality of life in large metropolitan areas.

Research on the effect of different test cycles on low temperature emissions and fuel consumption of Light plug-in hybrid cars

Based on a plug-in hybrid car equipped with a 1.5L turbocharged direct injection gasoline engine, this paper studies the emission and fuel consumption characteristics of the prototype vehicle under three different cycle conditions, WLTC city, WLTC and CLTC-P. The results show that for the four pollutants: CO, THC, NMHC and NOx, WLTC city cycle emissions are the largest, WLTC cycle emissions are the smallest, CLTC-P cycle emissions are the middle. For N2O, WLTC cycle has the largest combined emissions, CLTC-P cycle combined emissions are the smallest, and WLTC city cycle combined emissions are the center. The combined fuel consumption under WLTC city conditions is approximately 1.3 times the combined fuel consumption under the complete WLTC cycle. The combined fuel consumption under CLTC-P conditions is approximately 1.25 times that of the complete WLTC cycle. The first phase of each cycle is the phase with the highest emissions and fuel consumption.