Since the pandemic has hit, the global taxation price has increased by a significant amount. This is the reason for which many business organization have faced a huge amount of loss as the supply chain disrupts. The public charging points have significantly disrupted the whole transit lanes in case of Uber. In order to provide a sustained management model, the company has introduced the electric vehicle (EV) model. Since the adoption rate is 11%, the fuel emission standards need to be minimized by a significant level (Waters, 2021). In this way, the frequency of use has been improved by channelling different models. 

Analysis to identify current state

Aims and objectives of the organization and serving criteria

 The aim of the report is to analyse the design models, which are utilised by Uber for introducing electric vehicles. 

The objectives are:

• To analyse the requirements of Business organization model for introducing electric vehicle
• To identify the potential structure of Uber’s business organization while facing the issues
• To manage the key processes which adjust the transitioning requirements based on the design analysis
• To analyse solution design which uses the key computational elements based on the requirement
• To develop two high level strategy for effective electric vehicle module installation 

Key processes or capabilities along with 2 processes description

Figure 1: BPMN diagram with 2 processes

The key processes include the functional requirement where charge points increase the module’s capability. Based on the design frame the acceleration variables are interconnected with each other to a certain extent. The traditional fuel engines have also been changed to reduce the taxation amount. As a result, the battery capacity can be insured based on the key variables that are interconnected with the design principle. 

Grid control change and transmission control are two key processes, which are utilised while designing the EV module. Bayram & Tajer (2017) have commented that based on the rechargeable batteries the key operations have been commanded with the electric power, which runs, by battery components. Based on the service capacity the installation units have been supported through the technology interface. Basic building blocks within the charging components are being supported through the electric module which redacts the carbon emission to a certain extent. Plug-in hybrid and hybrid electric transformation need to be controlled so that the battery could last for a longer period. Based on the electricity source the main components are being utilised by the regenerated energy. Based on the controlling opportunities the main installation elements are merged with the battery components.    

Identifying current organizational structure

In order to execute the process capabilities, the programmable units have to be secured within the service elements. Fuel driven units are the main components within the existing structure as the solution implementations are part of the requirement analysis overview. Pistoia & Liaw (2018) have mentioned that based on the key controlling elements the connection module has been supported through the analysing factors. On the other hand the distributive profiles are also aligned with the network features which maintain the overall process capabilities. The existing electronic components could not be supported by the elementary features, which are supported through the main model components. Apart from the Business organization module specification the control, facilities have been part of the control frame operation.   

Based on the motor specification the design analysis counterpart has been utilised by the AC motor components. The design factor introduces some of the major changes, which are aligned with the electricity module. Cano et al. (2018) have commented that the control facilities on the other hand support two distributive elements which are processed by the design analysis. Based on the alternate current the module design has been processed through EV public  charging points. This has effectively controlled the fuel taxes, which is a big problem in motor vehicle industries.   

Key technologies that are already used

Drivetrain, combustion engines, and stocked connection types are the key technologies that are already used within the service components. Type 1 and type 2 cables are associated with the charging point, which is connected by the design engine. The specification elements are synced with the design profile, which areas have synchronized with the design elements. Cano et al. (2018) have commented that rapid changing capabilities have also been supported through the network alignment in different opportunities. Based on the customer experience and travelling elements the network opportunities are well established. The equivalent electric operations have been supported by the network operations that are controlled by the network environment.     

Brief description of the current issues/situation/opportunity

The current fuel mechanism within the vehicle components cannot be synced within the main profiling elements. Based on the network analysis the requirements get attached to EV components. A certain requirement change descriptions could not manage the entire environment based on the resource capabilities. As a result, the distributing elements cannot manage the design feature based on the requirement analysis. Other than that, the main network frame supports the control facilities, which are not supported by the battery components. Based on the design specification the optional interface has been supported through the management control units.  

Identification and Documentation of Stakeholders and Requirements

Business requirements

The business requirement allows the key features of generating electric vehicle modules. Based on the generating items the peak rate value should be maximised to allocate everything. Das et al. (2020) have stated that by default the control facilities are allocated with the module specification, which can be maintained by the mainframe installation service. As a part of the design specification the main modelling inputs have to be aligned with the Business organization requirements. There are different systematic approaches available, which could be synced with the switching modules. Drivetrain inverters can provide an effective backup within the control units. As a result, the main management module has been supported through the control frame networks.  

Based on the enhancement capacity the mainframe operation has been supported through the program description of a single data frame. The application based single components are effectively installed within the controlling units. In terms of enhanced capacity, the distributive network features can be adjusted through the control units. Hardman et al. (2018) have commented that the EV batteries can be synced with any of the distributive features, which are synced with the property enhancement. A rapid change of controlling mechanism can be introduced within the service component units. As a result, different distribution profiles are aligned with the network components based on the analytic features. By default, the accessibility requirements are aligned with the design components, which could be analysed by a different format.  

A separated distributive network features can be adjusted through the component elements which can be synced with the network features. A separate network profile can also be adjusted by just channelling the control frame operation. Kumar & Alok (2020) opined that the options are creating the same design format, which are utilised based on the main component elements. Besides the switching mechanism, the design analysis process has controlled the supporting network values. Based on the switching material the design installation process is well established by the EV environment. Green energy development is the main focus of the car processing elements in this context.   

Stakeholders’ requirements

Functional requirements including technician, mechanic and electro mechanics are the key features supported by the design analysis. In terms of separating the main modelling components the adjusted features are controlled by the same design features which are part of the requirement process. The functional activities can be synced with a proper manner which can be distributed within the same network elements. Liu et al. (2018) have commented that different network opportunities can be established by these functional requirements which aligns everything under the same radder. Based on the controlling features the main component units are functionally stabilized by the network frame installation. By default the distributive elements are supported through the main management model which keeps the verification process under the same considerable features.

In terms of non-functional requirements, the availability, Business organization continuity, interoperability, maintainability, performance and utility are the main features. Based on the system architecture the design frame specifications are supported through the system architecture which are part of performance operation. A different control frame setup is being processed through the operating environment of distributive profiles. Only the key components of distributing profiles are supplied by the stakeholder requirements. Un-Noor et al. (2017) have commented that based on the non-functional compliances the usability features are established by the program management. Different modules are supported by the system dependability controls. The requirement management process is established by the iterative development process, which includes different program specifications. 

Transition requirements

Figure 2: BPMN diagram

The transitioning requirements include a major control update, which has been designed by maintaining objectives. Detailed requirements have been processed through this BPMN diagram. As a result only the distributive elements are channelized for supporting the referencing application. Xing, Leard & Li (2021) have opined that control facilities are being controlled by the component analysis. Based on the business objectives the control facilities have been channelized to control the main supporting elements. By default, the abstract requirements are part of the main design frame, which can be installed by justifying the network requirements. There are systematic requirements, which are addressed through the analysis specification. Only the key environment of the system modelling inputs is controlled by the same distributive elements.  The requirement analysis process introduces the main charging points, which are part of the hybrid mechanism. 

Only the utility solutions are approved by the component frames which can be supported by the program analysis. Based on the main network unit, the distributive features are controlled by the power station elements. Zhang et al. (2018) have commented that the attached design frame allocates all of the functional requirements, which controls the charging station. Only the main component units based on the EV charging are well distributed within the design feature. Private investment policies are controlling the whole database features, which can be controlled by the mainframe elements. There are certain stages, which are controlled by the authorization elements. As a result, the power source components are part of the distributed profile which are accommodated by the design features.   

The business objectives including the electric vehicle charging usage has been supported by the requirements traceability. Based on the component analysis different distributive features are adjusted by the network components. Mounce & Nelson (2019) have commented that business objectives can also be checked by the change in business model, which can be traceable, by different analysis. Based on the network profile the control frames are adjusted within the component elements. The change is needed because of the functional requirements alignment within the control frame operation. Other than that the high level descriptions are also justified by the business objectives that are part of the controlling elements. High-level detailed analysis is part of this design solution, which is adjusted by the BPMN approach.    

Proposal of change or solution

High-level description of the key computational elements of the solution

Since the electric vehicle charging are adjusted by the design components, a specific measurement has to be documented in the main mechanism feature. The database design consists of information value, which can be further used for control facilities. In this way by comparing different application frameworks, the machine-learning infrastructure has been set to a specific value. Only the solution design feature has been introduced by the main network frame, which can be specifically installed by the supporting element. Panchal, Stegen & Lu (2018) have commented that the control elements have been managed by the design frame installation, which can be offered by different distributive applications.

A proper database installation can be updated through the functional requirements. As a result the distributive features of the specification process can adjust the developed model. In case of solution interfaces, different channelling modules have been adjusted by the control facilities. As a result, the system processing elements can be adjusted with the design features that are part of the profile inputs. The web browsing elements controls not only the required application but also the distributed features. Panchal, Stegen & Lu (2018) have opined that by default the networking analysis is adjusted by the database features, which are controlled by notification. System will automatically update based on the design feature.   

Three key processes by three different stakeholders for updating system

In order to control the supporting mechanisms within the implementation process, the control units operate required changes. Based on the notification elements control facilities are upgraded by the specification process. In the case of Uber there are different control features available which are adjusted by the system elements within analytic operations. There are different control facilities available, which are adjusted by the processing system. The maintenance team controls notifications from different design interfaces.  The mechanical output is being controlled by the mechanics, which is maintained by few distributive features. 

The first solution was associated with the private investment policies, which are applied by EV charging. Zhang et al. (2018) have commented that based on the controlling features, charging stations are associated by the design profile. On the other hand, the second solution is about the charging stations, which are needed to control the first track operation. It also utilises a lesser amount of featured control elements from the distributive elements. By default, the authorising elements are part of the same network frame units, which can sustain a minimum range of value. In this way through the design specification a main network frame,` elements can be supported through the charging elements. The same distributive features can be adjusted by the required elements. By default the solution implementations have been attached to the changing track which are part of the design frame. Only key profile feature elements are controlled by the system specification in this context.    

Change in organizational structure

The business requirements can change its functional value from which the design specification has been introduced by a different control frame operation. Only the responsible data management units are aligned with the component features of the same business application. Kumar & Alok (2020) opined that a control facility support has been utilised which manages the overall process for the system modelling. Not only the mainframe elements but also the requirement analysis process utilise the key controlling facilities. The system data interface has been controlled by different design elements, which are controlled by mainframe applications. 

The support of the organizational structure has also been redefined by the tools analysis. Only the main network profile can be adjusted by different distributive features, which are supported through the control facilities. The IT professional team adjusts additional software requirements.      

Further changes needed depending on the exact issue

Based on the control facilities the supporting requirements are adjusted by the process utilisation. Kumar & Alok (2020) stated that not only the control frame but also a descriptive analysis has been processed to identify the exact solution. System information required different facilities, which are adjusted by the design components.   

Requirement traceability matrix

Table 1: Requirement traceability matrix

In this table the key requirements of the EV module installation has been documented. A better format support has been initiated with this generated frame. 

Reference

Books

Bayram, I. S., & Tajer, A. (2017). Plug-in electric vehicle charging grid integration. Artech House.

Pistoia, G., & Liaw, B. (Eds.). (2018). Behaviour of lithium-ion batteries in electric vehicles: battery health, performance, safety, and cost. Springer.

Journals

Cano, Z.P., Banham, D., Ye, S., Hintennach, A., Lu, J., Fowler, M. & Chen, Z., 2018. Batteries and fuel cells for emerging electric vehicle charging markets. Nature Energy, 3(4), pp.279-289.

Das, R., Wang, Y., Putrus, G., Kotter, R., Marzband, M., Herteleer, B. & Warmerdam, J., 2020. Multi-objective techno-economic-environmental optimisation of electric vehicle for energy services. Applied Energy, 257, p.113965.

Hardman, S., Jenn, A., Tal, G., Axsen, J., Beard, G., Daina, N., ... & Witkamp, B. (2018). A review of consumer preferences of and interactions with electric vehicle charging infrastructure. Transportation Research Part D: Transport and Environment, 62, 508-523.

Kumar, R.R. & Alok, K., 2020. Adoption of electric vehicle charging: A literature review and prospects for sustainability. Journal of Cleaner Production, 253, p.119911.

Liu, C., Chai, K.K., Zhang, X., Lau, E.T. and Chen, Y., 2018. Adaptive blockchain-based electric vehicle participation scheme in smart grid platform. IEEE Access, 6, pp.25657-25665.

Un-Noor, F., Padmanaban, S., Mihet-Popa, L., Mollah, M.N. & Hossain, E., 2017. A comprehensive study of key electric vehicle (EV) components, technologies, challenges, impacts, and future direction of development. Energies, 10(8), p.1217.

Xing, J., Leard, B. &Li, S., 2021. What does an electric vehicle charging replace?. Journal of Environmental Economics and Management, 107, p.102432.

Zhang, J., Zhang, L., Sun, F. & Wang, Z., 2018. An overview on thermal safety issues of lithium-ion batteries for electric vehicle application. Ieee Access, 6, pp.23848-23863.

Online articles

Mounce, R., & Nelson, J. D. (2019). On the potential for one-way electric vehicle car-sharing in future mobility systems. Transportation Research Part A: Policy and Practice, 120, 17-30. 

Panchal, C., Stegen, S. & Lu, J., 2018. Review of static and dynamic wireless electric vehicle charging system. Engineering science and technology, an international journal, 21(5), pp.922-937.