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| 6. |
- Sprei, Frances, 1977, et al.
(författare)
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Mobility and sustainability practices in Viva, a sustainable residential building complex in Gothenburg, Sweden
- 2022
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Ingår i: Eceee Summer Study Proceedings. - 2001-7960 .- 1653-7025. ; , s. 811-819
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Konferensbidrag (refereegranskat)abstract
- In a relative central area in Gothenburg Sweden there is a tenant-owner complex with 132 apartments. The complex was built in 2018-2019 with the ambition of being Sweden's most innovative and sustainable apartment building complex. Sustainability, in all its dimensions, guided the construction process and design from installing solar panels, energy storage facilities, facilitating recycling and providing sharing opportunities both for space and goods. From a mobility perspective no residential parking places were constructed and instead tenants are offered access to mobility services such as electric car-sharing, electric bikes and cargo bikes, larger bicycle garages and facilities for bike repair and care. We have followed the residents of Viva through interviews and surveys, before and after moving in the apartment, to assess the impact of moving to Viva has had on their sustainability practices with a special focus on mobility. We find that not having any residential parking does not imply that it is a car free housing. Both the before and after surveys show that there is a fair share of households that have retained a car, some of which reducing from previously having two. From the survey results we don't find that gender or environmental interest has any correlation with deciding to keep the car. However, car owners are slightly older than those without cars. From the interviews we find that other issues such as the ease of making everyday life work are more influential. One household with kids, e.g., was prepared to pay for parking in an adjacent parking lot for a year prior to the move, to be sure that they could retain the car. While another household, also with kids, found a large freedom in not owning a car and the financial opportunity to purchase an apartment in a relative central part of town. In general, the tenants perceive that Viva has facilitated a more sustainable living.
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| 8. |
- Aryana, Bijan, 1980, et al.
(författare)
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Designing the S in MaaS: Behind the scenes and beyond the screens
- 2022
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Konferensbidrag (övrigt vetenskapligt/konstnärligt)abstract
- There is a considerable number of academic as well as non-academic publications on different aspects of Mobility-as-a-Service (MaaS). Several studies, with a Stated Preference approach, have investigated e.g. who the potential users of MaaS may be, what modes should be offered and users’ willingness to pay. Other researchers have tried to describe the challenges associated with the development and implementation of MaaS including technical issues, legislation and regulation barriers, lack of appropriate business models, etc. There are also those few who report on results of MaaS pilots and how the service elements influenced the outcome. MaaS is not merely a digital application but a complex service, where several mobility service providers need to collaborate in order to offer a service which “… not only integrates a range of mobility services, both public and private, but also provides one-stop access to all services through a common interface.”. It is therefore surprising that design process per se, or the methodology used have not been the focus for research efforts. Purpose: This study explains a small-scale MaaS development project with the service design process in focus. What process was followed and why? What methods and tools were used? How were stakeholders involved? Etc. Methodology: The scope of study is a local business-to-business MaaS solution designed for employees at multiple organizations (B2B-E), all closely located in an urban area. The design and development of the service were studied from the beginning until final implementation over the course of two years. Data sources include semi-structured interviews with stakeholders, participatory observations of project meetings, and a series of stakeholder workshops reflecting on the MaaS design process. Findings:The results evidence the need for design guidelines for MaaS with a focus on the service aspect, i.e. the S in MaaS. When analysing the process, most stakeholders realized that important steps were missing or completed in the wrong order. Several general service design principles were not fully implemented, for example results show that not all interaction points in the customer journey were considered in the design (designing for these critical points requires alignment between digital and physical touchpoints; employees’ actual trips often differed from those which the service was intended for, and service ownership and allocation of stakeholders’ responsibilities were not altogether clear. The results highlight the wide range of responsibilities of the MaaS provider, such as maintaining MaaS physical and digital infrastructure, ensuring universal provision of information, and negotiating and coordinating regulations and policies between public and private bodies. Implications: To provide MaaS is beyond developing and administrating a mobile app or similar end-user digital touch points. It requires physical infrastructure, such as mobility hubs, unified information design of both physical and digital infrastructure, and understanding of multiple user groups , including (in the specific case) individuals as well as organizations. To do so, service design models and methods tailored for complex services are required. Such methods should address high level design challenges including service ownership, stakeholder responsibilities, and evolving business models.
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| 9. |
- Björnsson, Lars Henrik, 1984, et al.
(författare)
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Objective functions for plug-in hybrid electric vehicle battery range optimization and possible effects on the vehicle fleet
- 2018
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Ingår i: Transportation Research, Part C: Emerging Technologies. - : Elsevier BV. - 0968-090X. ; 86, s. 655-669
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Tidskriftsartikel (refereegranskat)abstract
- While a hybrid electric vehicle (HEV) mainly runs on the same fuel as a conventional combustion engine, a plug-in hybrid electric vehicle (PHEV) has the potential to replace most of that fuel with electricity from the grid. Further, the driving-range limitations associated with a pure battery electric vehicle (BEV) do not apply to the PHEV. This makes the PHEV an interesting option for reducing greenhouse gas (GHG) emissions and local air pollutants as well as energy dependence, without sacrificing performance. However, how large fuel reduction that could be expected from PHEVs strongly depends on the battery range and driving and charging patterns (Björnsson and Karlsson, 2015). To maximize fuel reduction, battery capacity should be designed to reach a high share of electric driving. However, maximizing fuel reduction might not be the main objective for all stakeholders when optimizing battery range. Car owners could be more interested in reaching a low total cost of ownership (TCO), while manufacturers might focus on a battery range that suits as many potential buyers as possible. In this study, we analyze how the optimal battery range for the PHEV and the resulting vehicle fleet properties vary with the choice of objective function under various techno-economic conditions and policy options.
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| 10. |
- Blinge, Magnus, 1963, et al.
(författare)
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Trafikverket på kollisionskurs med klimatmålen
- 2015
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Ingår i: Göteborgs Posten. - 1103-9345. ; :2015-12-12
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Tidskriftsartikel (populärvet., debatt m.m.)abstract
- Trafikverket räknar med en kraftig ökning av trafiken för både personbilar och lastbilar i sin nya infrastrukturplan, detta trots att Sveriges klimatmål kräver raka motsatsen. Det finns anledning för regeringen att snarast ge Trafikverket tydliga direktiv att i sin planering utgå från att klimatmålen ska nås, skriver en lång rad professorer och forskare.
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| 11. |
- Burden, Håkan, 1976, et al.
(författare)
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Teaching sustainable development through entrepreneurial experiences
- 2021
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Ingår i: International Journal of Sustainability in Higher Education. - : Emerald Group Publishing Ltd.. - 1467-6370 .- 1758-6739. ; 22:1, s. 142-156
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Tidskriftsartikel (refereegranskat)abstract
- Purpose: The purpose of this study is to address the challenges of teaching sustainable development to computer engineering students. Part of the problem is that they perceive the topic as irrelevant for their future profession. Design/methodology/approach: To address this challenge, we introduced a project element into a course on sustainable development where the students developed applications for sustainable mobility together with the local public transport authority, an academic institution and a multinational telecom company. Findings: The findings conclude that the course changes improved the overall student satisfaction while succeeding in anchoring sustainable development in a context which the students can relate to. The collaboration was also perceived as fruitful by the external stakeholders who encouraged the students to stay in touch for their bachelor theses and internships. Research limitations/implications: The theoretical implication is a first attempt in integrating sustainable development education with entrepreneurial experiences, whereas the practical implication is a description of how the integration can be realized. Practical implications: The contribution is therefore of value for both educational researchers to open novel research opportunities and for teachers to describe new possibilities for sustainable development education. Originality/value: The contribution describes how entrepreneurial experiences can be used to motivate engineering students in mandatory courses on sustainable development and ethics. The approach is novel in that the approach has not been described earlier in this context.
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| 12. |
- Englund, Cristofer, et al.
(författare)
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Method for prediction of utilization rate of electric vehicle free-floating car sharing services using data mining
- 2018
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Ingår i: 31st International Electric Vehicle Symposium and Exhibition, EVS 2018 and International Electric Vehicle Technology Conference 2018, EVTeC 2018.
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Konferensbidrag (refereegranskat)abstract
- Free-floating car sharing is a form of car rental used by people for short periods of time where the cars can be picked up and returned anywhere within a given area. In this paper, we have collected free-floating car sharing data, for electric as well as fossil fueled cars, and data regarding e.g. size of the city, number of cars in the service, etc. The utilization rates of the free-floating car sharing services vary much between the cities, greatly influencing the success of the services. This paper presents the most important factors influencing the utilization rate, and also a methodology to predict the utilization rate for new cities, using data mining based on Random Forests.
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| 13. |
- Funke, Simon, et al.
(författare)
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How much charging infrastructure do electric vehicles need? A review of the evidence and international comparison
- 2019
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Ingår i: Transportation Research Part D: Transport and Environment. - : Elsevier BV. - 1361-9209. ; 77, s. 224-242
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Tidskriftsartikel (refereegranskat)abstract
- Plug-In electric vehicles (PEV) are in an early market phase in almost all markets. Still, the lack of public charging infrastructure is a barrier to PEV adoption. The assessment of future charging infrastructure needs is often based on key figures, mainly the ratio of PEV to public charging points. However, countries differ regarding their framework conditions, e.g. the availability of home charging, and the question of how much public charging infrastructure is needed cannot be answered equally for all countries. Yet, studies analyzing the framework conditions for the medium- to long-term demand for charging infrastructure are rare. Here, we review the existing literature and summarize the evidence for the importance of framework conditions on charging infrastructure needs. Furthermore, we illustrate the literature evidence by comparing the framework conditions for charging infrastructure in different countries based on a comprehensive dataset of framework parameters. We find public charging infrastructure as alternative to home charging is only needed in some densely populated areas. However, framework conditions vary largely among countries. Accordingly, findings from literature for specific countries can only be transferred to other countries to a limited extent.
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| 14. |
- Gnann, Till, et al.
(författare)
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A Model for Public Fast Charging Infrastructure Needs
- 2016
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Ingår i: Electric Vehicle Symposium 29, Montreal, 2016-06-20. - : MDPI AG. - 9781510832701 ; 8:4, s. 933-944
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Konferensbidrag (refereegranskat)abstract
- Plug-in electric vehicles can reduce GHG emissions although the low availability of public charging infrastructure combined with short driving ranges prevents potential users from adoption. The rollout and operation, especially of public fast charging infrastructure, is very costly. Therefore, policy makers, car manufacturers and charging infrastructure providers are interested in determining a number of charging stations that is sufficient. Since most studies focus on the placement and not on the determination of the number of charging stations, this paper proposes a model for the quantification of public fast charging points. We first analyze a large database of German driving profiles to obtain the viable share of plug-in electric vehicles in 2030 and determine the corresponding demand for fast charging events. Special focus lies on a general formalism of a queuing system for charging points. This approach allows us to quantify the capacity provided per charging point and the required quantity. Furthermore, we take a closer look on the stochastic occupancy rate of charging points for a certain service level and the distribution of the time users have to wait in the queue. When applying this model to Germany, we find about 15,000 fast charging points with 50 kW necessary in 2030 or ten fast charging point per 1,000 BEVs. When compared with existing charging data from Sweden, this is lower than the currently existing 36 fast charging points per 1,000 BEVs. Furthermore, we compare the models output of charging event distribution over the day with that of the real data and find a qualitatively similar load of the charging network, though with a small shift towards later in the day for the model.
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| 15. |
- Gnann, T., et al.
(författare)
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Fast charging infrastructure for electric vehicles: Today's situation and future needs
- 2018
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Ingår i: Transportation Research Part D: Transport and Environment. - : Elsevier BV. - 1361-9209. ; 62, s. 314-329
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Tidskriftsartikel (refereegranskat)abstract
- Potential users of plug-in electric vehicles often ask for public charging facilities before buying vehicles . Furthermore, the speed of public charging is often expected to be similar to conventional refueling. For this reason, research on and political interest in public charging focus more and more on fast charging options with higher power rates, yet estimates for future needs are rare. This paper tries to fill this gap by analyzing current charging behavior from a large charging data set from Sweden and Norway and take the findings to calibrate a queuing model for future fast charging infrastructure needs. We find that the ratio of battery electric vehicles to public fast charging points can be similar to other alternative fuels in the future (close to one fast charging point per 1000 vehicles for high power rates of 150 kW). In addition, the surplus on the electricity prices for payoff is only 0.05–0.15 €/kWh per charging point. However, charging infrastructure needs highly depend on battery sizes and power rates that are both likely to increase in the future.
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| 16. |
- Grahn, Maria, 1963, et al.
(författare)
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Future alternative transportation fuels: A synthesis report from literature reviews on fuel properties, combustion engine performance and environmental effects
- 2015
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- According to EU, all transport related greenhouse gas emissions must be reduced by 60% by 2050, compared to 1990. The ambitions of the Swedish Government is an energy system without net emissions of greenhouse gases by 2050 as well as a vehicle fleet that is independent of fossil fuels by 2030. The aim of this study is, through literature review, to reach a better understanding of the complexity around the transition from conventional oil‐based fuels to future alternative transportation fuels and how to identify fuel candidates with excellent combustion properties that also are better than conventional fuels from an environmental perspective. There are multiple challenges connected to a globally large‐scale expansion of biofuel production.These may, however, not necessarily apply to an increased biofuel production in Sweden. Advantages for Swedish biofuel production are the availability of forestry residues, a well‐established infrastructure for handling large volumes of biomass (from a long tradition of pulp and paper industry), a built out refueling infrastructure for E85 as well as Sweden being a sparsely populated country implying no immediate land scarcity. In a short term perspective reviewed literature shows that SI engines work even better on alcohols than on gasoline. Negative aspects are cold start performance, corrosion issues and increased volumetric fuel consumption. A mix of molecules with different ignition properties in the fuel is beneficial for cold starting issues. Ternary blends of gasoline, ethanol and methanol are such mix of molecules that would improve cold start issues. On the DICI engine side HVO as well as alcohol mixtures seem the most relevant ones to investigate further in the short term perspective. In a longer term perspective there is an opportunity to adapt both fuels and engines to each other. The emerging combustion concepts HCCI, RCCI and PPC demonstrate both higher efficiency and lower emissions than conventional SI or DICI. These concepts do also provide emission benefits when operated on alternative fuels, where fuels with combustion properties somewhere in‐between gasoline and diesel seems promising. For DICI engines POMDME and its derivatives are candidates that at least theoretically could be good for clean DICI operation. From a production cost perspective it is beneficial if the fuel either (1) is a small molecule that can be synthesized from syngas or similar processes or (2) a molecule that is similar to molecules in biomass or (3) already is a large scale produced chemical. From the systems studies perspective no single fuel is identified as winning alternative. Fuels that can be blended into conventional fuels are generally seen advantageous, as well as fuels that can be produced from waste streams or locally available bioenergy sources. The insecurity regarding which fuel has a future and which are facing major challenges need to be better understood. This implies that there is a need for interdisciplinary and iterative system and engine research.
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| 17. |
- Habibi, Shiva, 1978, et al.
(författare)
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Carsharing
- 2021
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Ingår i: International Encyclopedia of Transportation: Volume 1-7. ; , s. 623-628
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Bokkapitel (övrigt vetenskapligt/konstnärligt)abstract
- Despite all of the benefits that have been reported from the use of carsharing services, their impacts on the transport system remain uncertain. One main reason for this uncertainty is that the modeling efforts in the area are still limited due to the lack of suitable data, and complex behavior of both supply and demand. In this chapter, methods used in the literature to model both demand and supply as well as their potential limitations are discussed, with the focus on the demand side. Carsharing will benefit from any methodological contribution to forecasting its impacts on travel demand, transport network, and land use patterns. The expected future growth of these services, and the possible integration of shared autonomous vehicles into the picture, make the need for policy-sensitive tools even more essential. These models will be useful for policymakers, city planners, and operators.
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| 18. |
- Habibi, Shiva, 1978, et al.
(författare)
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Comparison of free-floating car-sharing services in cities
- 2017
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Ingår i: ECEEE Summer Study, 29 May - 3 June, 2017. - 2001-7960. - 9789198387810 ; 2017
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Konferensbidrag (refereegranskat)abstract
- In recent years, free-floating car sharing services (FFCS) have been offered by many organizations as a more flexible option compared to traditional car sharing. FFCS allows users to pick up and return cars anywhere within a specified area of a city. FFCS can provide a high degree of utilization of vehicles and less usage of infrastructure in the form of parking lots and roads and thus has the potential to increase the efficiency of the transport sector. However, there is also a concern that these compete with other efficient modes of transport such as cycling and public transport. The aim of this paper is to better understand how, when and where the vehicles are utilized through logged data of the vehicles’ movements. We have access to data collected on FFCS services in 22 cities in Europe and North America which allows us to compare the usage pattern in different cities and examine whether or not there are similar trends. In this paper, we use the collected data to compare the different cities based on utilization rate, length of trip and time of day that the trip is made. We find that the vehicle utilization rates differ between cities with Madrid and Hamburg having some of the highest utilization levels for the FFCS vehicles. The results form a first step of a better understanding on how these services are being used and can provide valuable input to local policy makers as well as future studies such as simulation models.
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| 19. |
- Habibi, Shiva, et al.
(författare)
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Success and usage pattern of free-floating car sharing services in cities
- 2018
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Ingår i: Transportation Research Board (TRB) Meeting 2018.
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Konferensbidrag (refereegranskat)abstract
- Free-floating car sharing services (FFCS) have been offered as a more flexible mobility solution than other car sharing services. FFCS users can pick up and return cars anywhere within a specified area in a city.The objective of this paper is to identify similar usage patterns of FFCS in different cities as well as city characteristics that make these services a viable option. The authors have access to real booking data for 32 cities in Europe and North America. Their study shows the share of daily car trips is negatively correlated to the utilization rate of these services. Also, the higher the congestion and the harder finding a parking lot, the lower the utilization rate of these services is in the cities. Moreover, our results suggest that FFCS services do not compete with public transport but are rather used in combination to it. These services are mainly used during midday and evening peak and the trips taken by these services are mainly chained trips.The clustering analysis shows that the trips are grouped into two or three clusters in different cities. The majority of clusters are the inner city clusters which contain a significantly higher number of trips than the clusters around other points of interest such as airports. © Conference Compass and Transportation Research Board
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| 20. |
- Haghani, Milad, et al.
(författare)
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Trends in electric vehicles research
- 2023
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Ingår i: Transportation Research Part D: Transport and Environment. - 1361-9209. ; 123
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Tidskriftsartikel (refereegranskat)abstract
- Electrification of vehicles has been recognised as a key part of meeting global climate change targets and a key aspect of sustainable transport. Here, an integrative and bird's-eye view of scholarly research on Electric Vehicles (EV) is provided with a focus on an objective and quantitative determination of research trends. The analyses suggest that areas of EV research linked to (i) charging infrastructure, (ii) EV adoption, (iii) thermal management systems and (iv) routing problem have been the distinct trending topics in recent years. While hybrid EV proves to have been a dominant keyword, its frequency of use has either flattened out in recent years or is notably on the decline across major subfields of EV research. The findings provide objective indications about the directions to which EV research is currently headed. A secondary outcome is the determination of references that have been most instrumental in developing each major stream of EV research.
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| 21. |
- Hardman, Scott, et al.
(författare)
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A review of consumer preferences of and interactions with electric vehicle charging infrastructure
- 2018
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Ingår i: Transportation Research Part D: Transport and Environment. - : Elsevier BV. - 1361-9209. ; 62, s. 508-523
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Tidskriftsartikel (refereegranskat)abstract
- This paper presents a literature review of studies that investigate infrastructure needs to support the market introduction of plug-in electric vehicles (PEVs). It focuses on literature relating to consumer preferences for charging infrastructure, and how consumers interact with and use this infrastructure. This includes studies that use questionnaire surveys, interviews, modelling, GPS data from vehicles, and data from electric vehicle charging equipment. These studies indicate that the most important location for PEV charging is at home, followed by work, and then public locations. Studies have found that more effort is needed to ensure consumers have easy access to PEV charging and that charging at home, work, or public locations should not be free of cost. Research indicates that PEV charging will not impact electricity grids on the short term, however charging may need to be managed when the vehicles are deployed in greater numbers. In some areas of study the literature is not sufficiently mature to draw any conclusions from. More research is especially needed to determine how much infrastructure is needed to support the roll out of PEVs. This paper ends with policy implications and suggests avenues of future research.
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| 26. |
- Hedenus, Fredrik, 1976, et al.
(författare)
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Cost-effective energy carriers for transport - the role of the energy supply system in a carbon-constrained world
- 2010
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Ingår i: International Journal of Hydrogen Energy. - : Elsevier BV. - 0360-3199. ; 35:10, s. 4638-4651
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Tidskriftsartikel (refereegranskat)abstract
- The aim of this study is to examine how the options for producing electricity, fuels, and heat in a carbon-constrained world affect the cost-effectiveness of a range of fuels and propulsion technologies in the transportation sector. GET 7.0, a global energy system model with five end-use sectors, is used for the analysis. We find that an energy system dominated by either by solar or nuclear tends to make biofuels in plug-in hybrids cost-effective. If coal with carbon capture and storage (CCS) dominates the energy system, hydrogen cars, rather than plug-in hybrids tend to become cost-effective. Performing a Monte Carlo simulation, we then show that the general features of our results hold for a wide range of assumptions for the costs of vehicle propulsion technologies (e.g., batteries and fuel cells). However, sufficiently large changes in say the battery costs may overturn the impact of changes in the energy supply system, so that plug-in hybrid vehicles become cost effective even coal with CCS dominate the energy supply. Thus, analyses of future energy carriers and propulsion technologies need to consider developments in the energy supply system.
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| 31. |
- Hedenus, Fredrik, 1976, et al.
(författare)
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The transportation energy carrier of the future. System interactions between the transportation and stationary sectors in a carbon constrained world
- 2009
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Ingår i: 24th International Battery, Hybrid and Fuel Cell Electric Vehicle Symposium and Exhibition 2009, EVS 24; Stavanger; Norway; 13 May 2009 through 16 May 2009. - 9781615674558 ; , s. 803-815
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Konferensbidrag (övrigt vetenskapligt/konstnärligt)abstract
- The aim of this study is to examine how the options for producing electricity, fuels, and heat in a carbon constrained world affect cost-effective fuels and propulsion technologies in the transportation sector. GET 7.0, a global energy system model with five end-use sectors, is used for the analysis. We find that an energy system dominated by either solar thermal energy or nuclear power tends to make biofuels in plug-in hybrids cost-effective. If coal with carbon capture and storage dominates the energy system, hydrogen cars, rather than plug-in hybrids tends to become cost-effective. From a Monte Carlo analysis we conclude that the stationary energy system does not alone determine how the transportation sector develops, but that its impact on the absolute and the relative cost of energy carriers has a significant impact on the cost-effectiveness of different propulsion technologies. Thus, analyses of future energy carriers and propulsion technologies need to consider developments in the stationary energy sector.
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| 32. |
- Heyne, Stefan, 1979, et al.
(författare)
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Systems perspectives on alternative future transportation fuels
- 2015
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- The focus of this report is to, through a literature review, present the state of the art for systems aspects during fuel production (well-to-tank), highlighting the questions that still need further investigation in order to allow for a better holistic approach when planning for the future alternatives among renewable transportation fuel solutions. Research topics within the biofuel value chain from a systems perspective are presented and discussed, and a number of international studies addressing the whole chain from well to wheel are outlined and compared including for example the feedstock potential for biofuel production. It is concluded that further research is needed regarding systems analyses of biofuel production processes tackling question on how to realize the theoretical potentials of bioenergy without interfering with other interests. This in turn requires regional optimization of land use and adapted sustainability policies that are supported by intergovernmental rules and policies. Possible measures for avoiding competition with the food sector could be an intensification of food production, using fallow land for biofuel production, or reducing losses in food chain. All these options are interlinked and their effects need to be studied with a holistic approach.
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| 33. |
- Jakobsson, Niklas, 1985, et al.
(författare)
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Are electric vehicles better suited for multi-car households?
- 2014
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Ingår i: European Electric Vehicle Congress Brussels, Belgium, 3rd - 5th December 2014.
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Konferensbidrag (refereegranskat)abstract
- Electric vehicles could reduce CO2 emissions from the transport sector but their limited electric driving range diminishes their utility to users. Two-car households could be better suited for EV adoption since one vehicle could be used for longer trips. However, the number of days requiring adaptation and the differences between the cars in a multi-car household have not been systematically analysed yet. Here, we estimate the probability of daily driving above a fixed threshold for Swedish and German car driving data. We find the vehicles from multi-car-households to require less adaptation and be better suited for EV adoption which we confirm with an economic analysis.
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| 34. |
- Jakobsson, Niklas, 1985, et al.
(författare)
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Are multi-car households better suited for battery electric vehicles? - Driving patterns and economics in Sweden and Germany
- 2016
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Ingår i: Transportation Research, Part C: Emerging Technologies. - : Elsevier BV. - 0968-090X. ; 65, s. 1-15
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Tidskriftsartikel (refereegranskat)abstract
- Battery electric vehicles (BEVs) could reduce CO2 emissions from the transport sector but their limited electric driving range diminishes their utility to users. The effect of the limited driving range can be reduced in multi-car households where users could choose between a BEV and a conventional car for long-distance travel. However, to what extent the driving patterns of different cars in a multi-car household’s suit the characteristics of a BEV needs further analysis. In this paper we analyse the probability of daily driving above a fixed threshold for conventional cars in current Swedish and German car driving data. We find second cars in multi-car households to require less adaptation and to be better suited for BEV adoption compared to first cars in multi-car households as well as to cars in single-car households. Specifically, the share of second cars that could fulfil all their driving is 20 percentage points higher compared to first cars and cars from single-car households. This result is stable against variation of driving range and of the tolerated number of days requiring adaptation. Furthermore, the range needed to cover all driving needs for about 70% of the vehicles is only 220 km for second cars compared to 390 km for the average car. We can further confirm that second cars have higher market viability from a total cost of ownership perspective. Here, the second cars achieve a 10 percentage points higher market share compared to first cars, and to cars in single-car households for Swedish economic conditions, while for Germany the corresponding figure is 2 percentage points. Our results are important for understanding the market viability of current and near-future BEVs.
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| 35. |
- Jakobsson, Niklas, 1985, et al.
(författare)
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How are driving patterns adjusted to the use of a battery electric vehicle in two-car households?
- 2016
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Ingår i: Electric Vehicle Symposium 29, Montreal, 2016-06-20. - 9781510832701 ; 2, s. 1021-1030
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Konferensbidrag (refereegranskat)abstract
- We have supplied two-car households with a Volkswagen e-Golf to replace one of their conventional cars for 3-4 months and measured their driving with GPS equipment. The measurements contain data of the driving of both household cars, before, and after they obtained an EV. Our analysis focus on the uptake of driving for the EV, as well as the driving adaptation the households made when acquiring the EV. Results show a small uptake of driving for the EV and a large heterogeneity in adaptation, where some household increase the EV driving compared to the removed car, and some decrease it.
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| 36. |
- Jakobsson, Niklas, 1985, et al.
(författare)
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How do users adapt to a short-range battery electric vehicle in a two-car household? Results from a trial in Sweden
- 2022
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Ingår i: Transportation Research Interdisciplinary Perspectives. - : Elsevier BV. - 2590-1982. ; 15
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Tidskriftsartikel (refereegranskat)abstract
- We supplied 25 two-car households with a short-range battery electric vehicle (BEV) to study their adaptation to a BEV replacing one of their conventional cars. The data includes GPS-measured driving of the households’ two original cars for 2–3 months, and for the BEV and the remaining conventional car for 3–4 months. We performed interviews with the households before and after the BEV trial period. We can thus compare the change in measured driving patterns and the users’ experienced adaptation in relation to their measured driving adaptation. We find large heterogeneity in measured adaptation, with some users driving the BEV more than the replaced car and some less. Most users state a preference for using the BEV, but this is not always detectable in the GPS data. Similarly, expected issues with the range limitation from the GPS data do not predict satisfaction with the BEV from the qualitative data.
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| 37. |
- Karlsson, Sten, 1951, et al.
(författare)
-
Indicating and managing BEV range issues in two-car households
- 2017
-
Ingår i: Proceedings of EVS30, Electric Vehicle Symposium and Exhibition, Oct 9-11, 2017, Stuttgart, Germany.
-
Konferensbidrag (refereegranskat)abstract
- We discuss from various perspectives the range limitation; possible indicators, different relaxation options and the actual adaptation in two-car households, using GPS-loggings of both cars simultaneously for 1-3 months in 64 two-car households, and interviews after a BEV trial in 25 of these households. Indicators such as DRA are less useful in two-car households. Instead the flexibility in such households may drastically reduce the range issues. The actual adaptation in households shows that there are numerous reasons to why the options are not fully utilized. Still, none of the test households stated a perceived limitation due to range.
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| 38. |
- Karlsson, Sten, 1951, et al.
(författare)
-
The variation of BEV energy use and range with climate and driving behaviour in real driving in Sweden
- 2017
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Ingår i: Proceedings of EEVC, European Electric Vehicle Congress, March 14-16, 2017 9-11, 2017, Geneva, Switzerland.
-
Konferensbidrag (övrigt vetenskapligt/konstnärligt)abstract
- The electric energy used for a battery electric vehicle (BEV) plays an important part in several aspects related to the transition to electrified transport. One of the conventional vehicles in two-car commuting households in south-west Sweden during Oct 2015-May 2016 was replaced with a BEV. Data collected from GPS, on-board diagnostics, and the EVSE charging are used to evaluate the specific electricity use of the BEVs. We will report the specific electricity use at the grid-to-wheel and battery to wheel level for 15 privately driven BEVs under various driving, climate and charging conditions.
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| 39. |
- Kazemzadeh, Khashayar, 1988, et al.
(författare)
-
Electric scooter safety: An integrative review of evidence from transport and medical research domains
- 2023
-
Ingår i: Sustainable Cities and Society. - : Elsevier BV. - 2210-6707. ; 89
-
Forskningsöversikt (refereegranskat)abstract
- Safe mobility is a prerequisite in the paradigm shift toward sustainable cities and societies. Yet, the serious safety concerns associated with the practice of emerging modes such as electric scooters (e-scooters) are a major challenge for a smooth adoption of these transport modes. We have systematically reviewed peer-reviewed e-scooter safety papers with a primary focus on transport and a secondary focus on medical research domains. Our findings suggest a dire need for analysing interactions of e-scooters with other road users, and, subsequently, adopting surrogate safety measures for e-scooters. Also, it is determined that head and face injuries are the most common injury types for e-scooter riders involved in collisions. The absence of uniform regulations for the practice of e-scooters could potentially affect their safe adoption. The findings highlight the importance of providing uniform regulations for safety gears as well as the prevention of riding under the influence.
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| 40. |
- Kazemzadeh, Khashayar, 1988, et al.
(författare)
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The effect of shared e-scooter programs on modal shift: Evidence from Sweden
- 2024
-
Ingår i: Sustainable Cities and Society. - 2210-6707. ; 101
-
Tidskriftsartikel (refereegranskat)abstract
- Fostering sustainable cities necessitates a significant paradigm shift from motorised vehicles to active mobility. However, the impact of emerging transport modes like e-scooters in this transition remains unclear. To explore the potential of this shift, we polled 805 (non)users of e-scooters in Sweden via an online survey to explore (i) who are e-scooter users and (ii) how e-scooter use affects the probability of modal substitution for users. The propensity score matching method was used to obtain unbiased estimates of e-scooter usage impact on modal substitution and to construct an artificial control group, overcoming potential biases present in previous studies that exclusively surveyed e-scooter users. We found that e-scooter users are more likely to have a high-paying job, a driving license, own an e-bike and car, and public transport cards, suggesting diverse travel behaviours. These findings indicate that e-scooter users are more likely to be highly mobile people with a potential for multimodal transport. Furthermore, being an e-scooter user will increase the probability of shifting their short-range trip to an e-scooter by 46 %. Findings provide pivotal insights into e-scooter modal shifts, crucial for ex-ante and ex-post evaluations of e-scooter adoption, the deployment of e-scooter schemes, and contribute to travel demand management.
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| 41. |
- Kazemzadeh, Khashayar, 1988, et al.
(författare)
-
Towards an electric scooter level of service: A review and framework
- 2022
-
Ingår i: Travel Behaviour and Society. - : Elsevier BV. - 2214-367X. ; 29, s. 149-164
-
Tidskriftsartikel (refereegranskat)abstract
- Although electric scooters (e-scooters) are gaining ground rapidly, research on analysing their users' experience lags far behind practice. Level of Service (LOS) is a promising approach to bridge the gap between research and practice via quantifying e-scooter riders' experience. We reviewed the state-of-the-art literature of e-scooters concerning their users' experience and proposed a preliminary framework for developing e-scooter LOS (SLOS). The findings suggest a lack of studies to evaluate SLOS, and e-scooters are rarely considered in the LOS estimation of other transport modes. Considering the impact of e-scooters in both modal substitute and supplement calls for unique SLOS indices in each scenario to reflect their user's experience realistically. Future studies should analyse the interaction of e-scooters with other road users, particularly pedestrians. This study highlights the importance of treating e-scooter as a distinct transport mode and contributes to matching policy and practice to integrate e-scooters into transport planning.
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| 42. |
- Kullingsjö, Lars-Henrik, 1984, et al.
(författare)
-
Conflicting interests in defining an 'optimal' battery size when introducing the PHEV?
- 2013
-
Ingår i: World Electric Vehicle Journal. - : MDPI AG. - 2032-6653. ; 6:4, s. 1021-1028
-
Tidskriftsartikel (refereegranskat)abstract
- The PHEV is an interesting option for reducing greenhouse gas emissions from transport or to increase energy security without losing performance in car operation. However finding an optimal battery size is of great importance for the overall economic and environmental performance of the PHEVs. This study investigates the resulting vehicle design, and fleet composition and performance when optimising the PHEV battery with respect to different objective functions possibly reflecting different actors' interest: number of PHEVs, cumulative cost savings and share of electric driving respectively under various assumptions concerning policies and costs. A recently available data set of car movements, containing 445 privately driven Swedish cars that have been measured with GPS-equipment for 1-2 months each is utilized to get a representative car fleet. We find that the battery size and fleet performance are heavily influenced by not only the choice of objective function for the optimization but also by its interaction with the cost structure and performance requirement in the transition from an energy efficient fuel-driven car to a PHEV. The effect of different policies may also vary depending on these conditions and may favour various actors' interests differently. We conclude that these aspects are important to consider both when designing vehicles and when formulating policies for the introduction of PHEVs.
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| 43. |
- Kullingsjö, Lars-Henrik, 1984, et al.
(författare)
-
Conflicting interests in defining an 'optimal' battery size when introducing the PHEV?
- 2014
-
Ingår i: 27th World Electric Vehicle Symposium and Exhibition, EVS 2014; Barcelona; Spain; 17 November 2013 through 20 November 2013. ; , s. Art. no. 6915025-
-
Konferensbidrag (refereegranskat)abstract
- The PHEV is an interesting option for reducing greenhouse gas emissions from transport or to increase energy security without losing performance in car operation. However finding an optimal battery size is of great importance for the overall economic and environmental performance of the PHEVs. This study investigates the resulting vehicle design, and fleet composition and performance when optimising the PHEV battery with respect to different objective functions possibly reflecting different actors’ interest: number of PHEVs, cumulative cost savings and share of electric driving respectively under various assumptions concerning policies and costs. A recently available data set of car movements, containing 445 privately driven Swedish cars that have been measured with GPS-equipment for 1-2 months each is utilized to get a representative car fleet. We find that the battery size and fleet performance are heavily influenced by not only the choice of objective function for the optimization but also by its interaction with the cost structure and performance requirement in the transition from an energy efficient fuel-driven car to a PHEV. The effect of different policies may also vary depending on these conditions and may favour various actors’ interests differently. We conclude that these aspects are important to consider both when designing vehicles and when formulating policies for the introduction of PHEVs.
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| 44. |
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| 45. |
- Larsson, Jörgen, 1966, et al.
(författare)
-
Konsumtionsbaserade scenarier för Sverige - underlag för diskussioner om nya klimatmål
- 2021
-
Rapport (övrigt vetenskapligt/konstnärligt)abstract
- ALSO AVAILABLE IN ENGLISH: https://research.chalmers.se/publication/529052 Denna rapport är resultatet av ett uppdrag från Sveriges parlamentariska miljömålsberedning och utgör ett underlag för diskussioner om Sveriges framtida klimatpolitik i allmänhet och om konsumtionsbaserade klimatmål i synnerhet. Arbetet har utförts av 13 forskare vid Chalmers tekniska högskola, IVL Svenska miljöinstitutet och KTH. Rapportens syfte är att analysera hur de klimatpåverkande utsläppen från vår konsumtion kommer att förändras under de närmaste 30 åren samt att översiktligt beskriva det vetenskapliga läget avseende globala utsläppsbanor som klarar Parisavtalet temperaturmål och vad de betyder för svenska konsumtionsbaserade utsläpp med hänsyn till olika rättviseprinciper. DEL 1 - Konsumtionsbaserade scenarier för svenska klimatpåverkande utsläpp 2050 Utsläppen i Sverige (så kallade territoriella utsläpp) var 5 ton koldioxidekvivalenter (CO2e) per person 2019. I konsumtionsbaserade utsläpp så inkluderar man även utsläpp som uppstår utomlands vid produktionen av de varor och tjänster som vi i Sverige konsumerar, medan utsläpp i Sverige till följd av vår export räknas bort. Enligt Statistiska centralbyråns metod beräknades de konsumtionsbaserade utsläppen till 9 ton CO2e per person för 2019. Tidigare analyser har visat att 36% av svenska konsumtionsbaserade utsläpp sker i Sverige, 22% i länder som ingår i EU:s system för handel med utsläppsrätter och resterande 42% i övriga länder, inklusive Ryssland, Kina, USA, och Indien, där klimatstyrmedlen i regel är svaga. I den här rapporten görs en analys av specifika tekniska åtgärder och beteendeförändringar när det gäller flyg, bil, kollektivtrafik, livsmedel, uppvärmning samt investeringar i byggnader och transportinfrastruktur. I SCB:s statistik motsvarar dessa områden 63% av de totala konsumtionsbaserade utsläppen. Fem scenarier har tagits fram baserat på olika klimatpolitiska inriktningar och utfallen från dessa beskrivs i figuren nedan. De framtida utsläppen påverkas naturligtvis kraftigt av vilken teknisk utveckling som sker i omvärlden. För att belysa detta redovisas ett spann från höga respektive låga utsläpp. Den högre nivån i spannet är resultatet av att omvärlden fortsatt utvecklas enligt Nuvarande trender och politik. Den lägre nivån i spannet bygger istället på en Global klimatomställning i linje med Parisavtalet. I Referensscenariot utvecklas beteenden och teknik enligt nuvarande trender och beslutade politiska styrmedel i både Sverige och omvärlden. I det Territoriella klimatmålsscenariot kommer nödvändiga beslut för att nå de svenska klimatmålen att tas. Här sker till exempel en övergång till nollutsläppsfordon och byggsektorn använder delvis fossilfritt stål. I det lägre spannet antas hela världen ställa om i linje med Parisavtalet, vilket bland annat ger lägre utsläpp utomlands vid produktion av fordon och mat som vi importerar, samt att internationellt flyg i huvudsak drivs med förnybart flygbränsle. Den högre nivån i spannet illustrerar att Sveriges territoriella klimatmål nås, men världen för övrigt ställer inte om för att klara temperaturmålen i Parisavtalet. I Beteende- och teknikscenariot genomförs ytterligare inhemska åtgärder för att bidra till lägre klimatpåverkande utsläpp från svensk konsumtion. Här antas utrikesflygandet och bilåkandet ligga kvar på 2019 års nivå. Självkörande bilar introduceras och regleras så att det inte leder till ökat bilåkande. Det sker ett skifte inom animaliekonsumtionen där hälften av nötköttet ersätts med kyckling eller växtbaserade proteinkällor. En annan skillnad är att nybyggnationen av bostäder halveras vilket möjliggörs bland annat genom att en del lokaler byggs om till bostäder. I Omfattande beteende- och teknikscenario illustreras effekten från kraftiga minskningar av flygande, bilåkande, konsumtion av nötkött och mejeriprodukter samt byggnation av vägar och bostäder, men med samma teknik som i föregående scenario. I Referensscenario med omfattande beteendeförändringar visas effekten i utsläpp av dessa omfattande beteendeförändringar, men i det här fallet i kombination med att avancerade tekniska förändringar uteblir både i Sverige och utomlands. Det översta spannet i figuren nedan visar vilka genomsnittliga globala netto-utsläpp 2050 som kan anses vara i linje med Parisavtalet, givet att det kvarvarande utsläppsutrymmet fördelas jämlikt per person. Studierna är utvalda av IPCC och streckens täthet visar på mängden studier som ger ett visst resultat. Den lägre utsläppsnivån i spannet motsvarar att den globala medeltemperaturökningen begränsas till under 1,5°C. Den högre utsläppsnivån motsvarar temperaturökning under 2°C med hög sannolikhet, eller att betydande negativa utsläpp efter 2050 för att långsiktigt nå 1,5°C. Notera att dessa är netto-utsläpp och därmed omfattar bidrag från negativa utsläpp enligt respektive studie, till skillnad från scenarierna i denna rapport. FIGUR - SE RAPPORT De spann för scenarierna som redovisas i mörkare färg omfattar enbart de konsumtionsområden som har analyserats i den här rapporten (persontransporter, livsmedel, byggande och boende). Spannen i en ljusare färg är uppskattningar av de totala konsumtionsbaserade utsläppen (inkl. övrig konsumtion och näringslivets investeringar). Notera dock att inga beteendeförändringar antas för dessa områden samt att denna analys endast är avsedd att illustrera ett resultat för helheten och inte är lika väl underbyggt som övriga beräkningar. Utfallet visar att referensscenarierna, både med och utan omfattande beteendeförändringar, beräknas resultera i totala konsumtionsbaserade utsläpp som ligger på en högre nivå 2050 än de studier som ligger i linje med Parisavtalets temperaturmål, givet studiernas uppskattade utsläppsnivå år 2050 och att utsläppsutrymmet fördelas jämlikt per person. Resultaten indikerar också att de konsumtionsbaserade utsläppen i det Territoriella klimatmålsscenariot ligger på en högre nivå 2050 än flertalet av dessa studier. Beteende- och teknikscenariot motsvarar i stort studiernas uppskattade utsläppsnivå år 2050, men det är under förutsättningen att den svenska omställningen kombineras med en global klimatomställning. Omfattande beteende- och teknikscenariot kan nå nivåer så låga att de motsvarar studier där globala medeltemperaturökningen begränsas till 1,5°C grader utan stora behov av negativa utsläpp, men också detta under förutsättningen att det sker en global klimatomställning. En övergripande slutsats är att de sammantagna konsumtionsbaserade utsläppen som kan uppnås genom ett fokus på avancerad teknisk utveckling inte är tillräckliga för att med säkerhet ligga i linje med Parisavtalet. Det gäller även om resten av världen också genomför en klimatomställning. Resultaten visar också att enbart omfattande beteendeförändringar, och ingen avancerad teknik, ligger ännu längre ifrån målen i Parisavtalet. En kombination av både avancerad teknik och vissa beteendeförändringar skulle däremot kunna ge en utveckling som ligger i nivå med de genomsnittliga utsläppen per person som Parisavtalets mål motsvarar år 2050. Frågorna om ett land som till exempel Sverige bör besluta om ett konsumtionsbaserade klimatmål som ett komplement till det territoriella målet, och vilken ambitionsnivå som målet i så fall borde ligga på, är naturligtvis politiska och inte vetenskapliga. En viktig aspekt att ta hänsyn till är att dessa scenarier inte omfattar potentialen för negativa utsläpp. En möjlighet är att anta ett netto-noll mål även för konsumtionsbaserade utsläpp, där kompletterande åtgärder, såsom negativa utsläpp, kompenserar för en viss mängd kvarvarande utsläpp. DEL 2 - Om utsläppsmål utifrån Parisavtalet och internationella rättviseprinciper Enligt Parisavtalet så ska nationella målsättningar gällande utsläppsminskningar uppnås med hänsyn taget till (i) att utvecklingsländer kan behöva mer tid för att vända sina respektive utsläppskurvor nedåt, (ii) rättvisa, och (iii) med hänsyn till en hållbar utveckling och fattigdomsbekämpning. Dessutom ska genomförandet vägledas av Klimatkonventionens övergripande princip om ”rättvisa och gemensamma men olikartade ansvar och respektive förmågor, i ljuset av olika nationella förhållanden”. Det finns dock ingen konsensus kring hur de mål som beskrivs på global nivå i Parisavtalet kan översättas till nationella målsättningar för utsläppsminskningar. Det är i grunden en värderingsfråga och en politisk avvägning hur de globala utsläppsminskningarna ska fördelas över världens nationer samt hur Parisavtalet och Klimatkonventionens mål och principer bör tolkas för svenska målsättningar. Forskare och analytiker har däremot bidragit med konsekvensanalyser av olika metoder och principer för att fördela utsläppsutrymmet, som även har diskuterats inom klimatförhandlingarna. Globala genomsnittliga netto-utsläpp av växthusgaser om -0,3 till 3,3 ton CO2e per person år 2050 kan vara i linje med Parisavtalets temperaturmål, se första spannet i figuren ovan som är baserat på IPCC:s scenarier. Detta gäller dock under förutsättningen att utsläppen redan från 2020 minskar i linje med respektive scenario och att respektive scenarios behov av negativa utsläpp möts. En högre utsläppsnivå omkring 2050, och långsammare utsläppsminskningstakt fram till dess, förutsätter betydande netto-negativa utsläpp efter 2050 om ambitionen är att långsiktigt begränsa den globala medeltemperaturökningen till 1,5°C. Det är därför viktigt att ta hänsyn till utsläppskurvan från nu fram till ett eventuellt målår f
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| 46. |
- Liao, Yuan, 1991, et al.
(författare)
-
Impacts of charging behavior on BEV charging infrastructure needs and energy use
- 2023
-
Ingår i: Transportation Research Part D: Transport and Environment. - : Elsevier BV. - 1361-9209. ; 116
-
Tidskriftsartikel (refereegranskat)abstract
- Battery electric vehicles (BEVs) are vital in the sustainable future of transport systems. Increased BEV adoption makes the realistic assessment of charging infrastructure demand critical. The current literature on charging infrastructure often uses outdated charging behavior assumptions such as universal access to home chargers and the "Liquid-fuel" mental model. We simulate charging infrastructure needs using a large-scale agent-based simulation of Sweden with detailed individual characteristics, including dwelling types and activity patterns. The two state-of-art archetypes of charging behaviors, "Plan-ahead" and "Event-triggered," mirror the current infrastructure built-up, suggesting 2.3-4.5 times more public chargers per BEV than the "Liquid-fuel" mental model. We also estimate roughly 30-150 BEVs served by a slow charger may be needed for non-home residential overnight charging.
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| 47. |
- Mandev, Ahmet, 1991, et al.
(författare)
-
Electrification of Vehicle Miles Traveled and Fuel Consumption within the Household Context: A Case Study from California, USA
- 2022
-
Ingår i: World Electric Vehicle Journal. - : MDPI AG. - 2032-6653. ; 13:11
-
Tidskriftsartikel (refereegranskat)abstract
- Plug-in electric vehicles (PEVs), consisting of battery electric vehicles (BEVs) and plug-in hybrid electric vehicles (PHEVs), combined with the decarbonization of the electricity sector, can significantly help reduce greenhouse gas emissions in the transport sector. This study used empirical data from 287 households with at least one plug-in electric vehicle in California between 2016 and 2020. We estimated electric vehicle miles traveled (eVMT), fuel consumption and utility factor at the household level, i.e., taking into consideration all vehicles. We also studied the effect of household-specific factors-such as frequency of overlaps between vehicles, frequency of charging and frequency of long-distance trips-on eVMT, utility factor and fuel consumption within two-car households. Our results indicate that PHEVs with a range of at least 35 miles have the potential to electrify a similar share of total household miles as some short range BEVs, or can reach up to 70% as much electrification as some long range BEVs and, thus, can play an important role in decarbonizing the transport sector.
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| 48. |
- Mandev, Ahmet, 1991, et al.
(författare)
-
Electrification of vehicle miles travelled within the household context
- 2019
-
Ingår i: EVS32 Proceedings.
-
Konferensbidrag (refereegranskat)abstract
- In this paper, we investigated Plug-in electric vehicles (PEVs) within the household context and analyzed how household factors impact utility factor (UF) and electric vehicle miles travelled. We used a dataset with one-year logger data on all actively used cars in 71 households owning a PEV in California. Our results indicate that for the whole household, a PHEV with a range of 36 miles can electrify almost the same share of miles as a BEV with 80 miles range. Furthermore, a higher frequency of long-distance trips lowers the UF of a PHEV and owning a conventional car with higher fuel economy lowers the UF of the household.
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| 49. |
- Mandev, Ahmet, 1991, et al.
(författare)
-
Electrification of vehicle miles travelled within the household context
- 2020
-
Ingår i: TRB 2020 Proceedings.
-
Konferensbidrag (refereegranskat)abstract
- Plug-in electric vehicles (PEVs), consisting of battery electric vehicles (BEVs) and plugin hybrid electric vehicles (PHEVs), combined with the decarbonization of the electricity sector can significantly help reduce greenhouse gas (GHG) emissions in the transport sector. In this paper, we investigated PEVs within the household context and analyzed how household factors impact electric vehicle miles travelled (eVMT), VMT of the PEV, VMT of the household, utility factor (UF) of the PEV and UF of the household. We used a data set consisting of detailed logger data on all actively used cars from 71 households (with each household containing one PEV) in California, from summer 2015 to summer 2016. Our results indicate that, within lower range PEVs, in the context of the whole household, a PHEV like the Chevrolet Volt with half the range of a BEV like the Nissan Leaf, can electrify almost the same share of miles. Also, tendency for long distance trips seems to decrease the fuel economy and the utility factor of the PHEV. Furthermore, internal combustion engine vehicles (ICEVs) with higher MPGs have a higher likelihood to replace trips from the PEV and consequently lower the UF of the household.
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| 50. |
- Mandev, Ahmet, 1991, et al.
(författare)
-
Empirical charging behavior of plug-in hybrid electric vehicles
- 2022
-
Ingår i: Applied Energy. - : Elsevier BV. - 1872-9118 .- 0306-2619. ; 321
-
Tidskriftsartikel (refereegranskat)abstract
- Plug-in hybrid electric vehicles (PHEV) offer greenhouse gas emission reduction in car usage if charged frequently and driven mainly on electricity. However, little is known about the actual charging behavior of PHEV owners. Here, we investigate the daily charging of 10,488 Chevrolet Volt PHEV driven on a total of 4.3 million total driving days in the US and Canada. We propose a new method to detect the frequency of individual charging behavior from the daily utility factor and daily distance travelled. Our results show that no charging overnight occurs typically on 3–7% of the driving days per user and additional charging happens on 20–26% of the driving days. We also analyze the relation between charging frequency and utility factor for different user groups and days. Our results show that the utility factor should not be used as the only measure of environmental performance of PHEVs.
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