| 1. |
- 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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| 2. |
- Karlsson, Sten, 1951
(författare)
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Utilization of battery-electric vehicles in two-car households: Empirical insights from Gothenburg Sweden
- 2020
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Ingår i: Transportation Research, Part C: Emerging Technologies. - : Elsevier BV. - 0968-090X. ; 120
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Tidskriftsartikel (refereegranskat)abstract
- Two-car households with one conventional and one battery electric vehicle (EV) have an op- portunity to partially circumvent the range limitations of a modest-range battery-electric vehicle through flexible use. To investigate the extent to which real-world households utilize this flexi- bility, we used from 20 two-car households in the Gothenburg area in Sweden, GPS data from before and during an EV trial in which the households were asked to temporarily replace one of their two conventional cars with a short-range EV for the duration of the trial. The actual household electric drive fraction, i.e., the EV distance as a share of the total two-car household driving distance varied between 30 and 70%, with a household mean of 47%. On average, this corresponds to 80% of the estimated potential household electric drive fraction during the trial. We quantify the flexibility in choosing the EV as the difference in distance between the potential, and the minimum needed, EV driving. For below-range (≤120 km) home-to-home non-over- lapping trips, the households used 69% of that flexibility. For household trips that did overlap in time, they used 56% of the flexibility. Thus, the EV is the preferred vehicle, but the preference is less obvious for overlapping trips. Our analysis implies an even more dominant role for the EV in weekend driving. Further, although the pre-trial data showed a large difference in the household shares of distances driven between a (later in the EV trial) replaced “first” car and a replaced “second” car, this difference disappears when an EV replaces either one.
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| 3. |
- Morfeldt, Johannes, 1983, et al.
(författare)
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If Electric Cars Are Good for Reducing Emissions, They Could Be Even Better with Electric Roads
- 2022
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Ingår i: Journal of Environmental Science and Technology. - : American Chemical Society (ACS). - 0013-936X .- 1520-5851. ; 56:13, s. 9593-9603
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Tidskriftsartikel (refereegranskat)abstract
- This research investigates carbon footprint impacts for full fleet electrification of Swedish passenger car travel in combination with different charging conditions, including electric road system (ERS) that enables dynamic on-road charging. The research applies a prospective life cycle analysis framework for estimating carbon footprints of vehicles, fuels, and infrastructure. The framework includes vehicle stock turnover modeling of fleet electrification and modeling of optimal battery capacity for different charging conditions based on Swedish real-world driving patterns. All new car sales are assumed to be electric after 2030 following phase-out policies for gasoline and diesel cars. Implementing ERS on selected high-traffic roads could yield significant avoided emissions in battery manufacturing compared to the additional emissions in ERS construction. ERS combined with stationary charging could enable additional reductions in the cumulative carbon footprint of about 12–24 million tons of CO2 over 30 years (2030–2060) compared to an electrified fleet only relying on stationary charging. The range depends on uncertainty in emission abatement in global manufacturing, where the lower is based on Paris Agreement compliance and the higher on current climate policies. A large share of the reduction could be achieved even if only a small share of the cars adopts the optimized battery capacities.
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| 4. |
- Shoman, Wasim, 1990, et al.
(författare)
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Battery electric vehicles’ contribution to the viability of charging from below electric road system based on individual driving patterns
- 2020
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Ingår i: 4th Electric Road Systems Conference.
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Konferensbidrag (refereegranskat)abstract
- This study uses detailed driving patterns to model the benefits of implementing an ERS in Sweden with charging from below technology that is usable by passenger BEVs. This technology would increase the utilization of ERS infrastructure and possibly lead to significant cost savings in BEVs by enabling smaller batteries. Results show that the required average battery capacity could drop up to 76 % and the expected savings of using smaller batteries range between 0.17 -6.5 M€/ERS km for a total of 2900-9300 M€. The economic net benefit is heavily dependent on the percentage of cars switching to BEV and ERS placement.
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| 5. |
- Shoman, Wasim, 1990, et al.
(författare)
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Benefits of an Electric Road System for Battery Electric Vehicles
- 2022
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Ingår i: World Electric Vehicle Journal. - : MDPI AG. - 2032-6653. ; 13:11
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Tidskriftsartikel (refereegranskat)abstract
- Electric road systems (ERS)—infrastructure that allows for charging while driving—are currently considered in Sweden for electrifying long-haul trucking. The technology can also charge battery electric passenger vehicles (BEVs). This study utilizes real-world car movement data in Sweden and detailed spatial analysis to explore to what extent ERS could displace stationary charging if it is available for BEVs and the expected benefits. We find that ERS utilization and the minimum battery ranges depend more on visited locations and home locations and less on the annual travel distances of car users. The median battery ranges required by rural residents are 15–18% greater than for urban residents. Our scenarios suggest that a mix of ERS and home-charging would achieve the most significant benefits. ERS with home charging reduces the required battery range by 62–71% in the main scenarios, and the net savings from smaller BEV batteries exceed the cost of ERS. Eliminating all stationary charging is feasible for many but not all vehicles. Utilizing ERS could also significantly reduce peak BEV charging by distributing charging throughout the day. We also find that there is a considerable difference between the maximum possible and minimum needed charging on ERS, which can significantly influence ERS revenues. Future studies can expand to include other modes (e.g., trucks) to provide more holistic assessments of economic benefits and charging needs.
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| 6. |
- Shoman, Wasim, 1990, et al.
(författare)
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Benefits of Electric Road System with charging from below technology to battery electric vehicles
- 2021
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Konferensbidrag (övrigt vetenskapligt/konstnärligt)abstract
- This study uses GPS-logged movement patterns of 412 private conventional cars in Sweden to model the potential impacts and benefits of implementing an Electric Road System (ERS) that is designed to be usable also to passenger Battery Electric Vehicles (BEVs). The study inspects the possibility of eliminating stationary charging stations and allowing smaller batteries in BEVs and its economic benefit. The study examines different ERS placement scenarios, charging options and BEV shares. The results show that an ERS makes possible a drastic reduction in the required battery capacities to complete all driving. With only charging at home, the mean reduction in battery capacity is 75%, or to about 14 kWh. An average battery capacity of 87 kWh could eliminate all stationary charging. In Sweden, with an ERS net economic benefits of 29-45 billion € are expected from reduced battery capacities alone, depending on the stationary charging pattern, percentage of cars switching to BEV, ERS placement and ERS charging rate.
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| 7. |
- Shoman, Wasim, 1990, et al.
(författare)
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Benefits of Including Battery Electric Cars in Electric Road Systems: Battery and infrastructure savings
- 2021
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- The newly emerged electric road system (ERS) technology, mainly considered to electrify long-haul trucks, has the advantage of charging passenger battery electric vehicles (BEVs). Using detailed GPS-logged movement patterns for 412 private conventional cars in Sweden, this study models the potential benefits for passenger BEVs using ERS. The study shows that ERS aiming to electrify long-haul trucks can cover most private vehicle trips with home-only stationary charging and small battery ranges (68-101 km), or alternatively eliminate all stationary charging needs for private vehicles with large battery ranges (136-606 km). The study points out that ERS utilization is independent of the total travel distances of car users and depends more on visited locations and residency. The economic benefits from reduced battery capacities with ERS can be large compared to the ERS infrastructure costs, even when BEVs constitute a relatively low share of the vehicle fleet. When planning ERS infrastructure for trucks and buses, the economic benefits from passenger BEVs can be large and therefore can also be considered.
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| 8. |
- Vala, Cecilie Hongslo, 1983, et al.
(författare)
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Risk for hip fracture before and after total knee replacement in Sweden
- 2020
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Ingår i: Osteoporosis International. - : Springer Science and Business Media LLC. - 0937-941X .- 1433-2965. ; 31:5, s. 887-895
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Tidskriftsartikel (refereegranskat)abstract
- We studied the risk for hip fracture before and after total knee replacement (TKR) in the entire population in Sweden. Women and men had a low risk for hip fracture before TKR but an increased risk the first year after TKR. Purpose It is known that osteoarthritis is associated with high bone mass. We therefore studied the risk of hip fracture before and after total knee replacement (TKR), risk of different hip fracture types, and risk subdivided in genders and age groups. Methods We followed the total Swedish population born between 1902 and 1952 (n = 4,258,934) during the period 1987-2002 and identified all patients with TKR due to primary OA (n = 39,291), and all patients with hip fracture (n = 195,860) in the Swedish National Inpatient Register. The risk time analyses were based on Poisson regression models. Results The hazard ratio (HR) for hip fracture the last year before TKR was 0.86 (95% CI 0.74 to 1.00) and the first year after 1.26 (95% CI 1.11 to 1.42) compared to individuals without TKR. The HR for femoral neck fracture 0-10 years after TKR was 0.95 (95% CI 0.89 to 1.01) and for trochanteric fracture was 1.13 (95% CI 1.06 to 1.21). The HR for hip fracture in the age group 50-74 was 1.28 (95% CI 1.14 to 1.43) and in the age group 75-90 years was 0.99 (95% CI 0.94 to 1.04) 0-10 years after TKR, compared to individuals without TKR. Conclusion Individuals had a low risk for hip fracture before TKR but an increased risk the first year after TKR. The risk in individuals below age 75 years and for trochanteric fractures was increased after TKR. Possible explanations include changed knee kinematics after a TKR, physical activity level, fall risk, and other unknown factors.
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