The Swedish car fleet is currently amidst a transition of electrification. This increases the need for an extensive charging infrastructure, and thereby smoothly functioning payment methods for charging. At the time being, there are many charging operators in the market that provide their own payment solutions for charging Battery Electric Vehicles (BEV) and Plug-­in Hybrid Electric Vehicles (PHEV), as the market has developed without any regulations. In consideration of this problem definition, the possibilities and challenges for developing a common payment system was analyzed. With this aim, three key areas were studied: Firstly, the prerequisites for a common payment system in the market was investigated through the historical evolution of such a system in the banking industry. From this, parallels could be drawn to the current market situation of the BEV and PHEV charging industry. Secondly, the problematization was further researched in regard to the customer perspective of the current payment processes. Finally, the prerequisites for a common payment system was analyzed in regard to a company perspective. The three areas were researched through the following three methods: a literary analysis, a questionnaire and a field study at a company. The results show that a need for a unification of payments is present in heterogeneous markets. Therefore, the BEV and PHEV charging market has adequate preconditions for the development of a common payment system considering the innumerable amount of charging operators that currently exist in the market. Furthermore, the results from the questionnaire showed that a majority of BEV and PHEV users are unsatisfied with the current conformation of the payment processes. Lastly, the results show that in regard to the company perspective, there is a satisfactory market climate for entry of a common payment solution considering the business model and technological solution of the analyzed company as well as the customer need. / I takt med att Sveriges bilflotta elektrifieras ökar även behovet av en utbredd laddinfrastruktur och med det ett smidigt sätt att betala för laddningen. I dagsläget tillhandahåller många laddoperatörer egna betalningslösningar för laddning av el­ och laddhybridbilar då marknadens framväxt skett utan reglering. Utifrån denna problemformulering undersöktes möjligheter och utmaningar för ett gemensamt betalningssystem. Under studiens gång undersöktes i detta syfte tre områden: För det första utforskades förutsättningar för ett gemensamt betalningssystem genom att dra historiska paralleller från utvecklingen av ett sådant system inom bankindustrin. För det andra undersöktes problematiseringen utifrån ett kundperspektiv kring dagens betalningslösningar. Slutligen analyserades förutsättningarna för ett gemensamt betalningssystem ur ett företagsperspektiv. Områdena undersöktes genom följande tre metoder; en litteraturstudie, en enkätstudie och en fältstudie på ett företag. Resultaten visar att ett behov av enhetliga betalningar uppstår i samband med heterogena marknader. Därmed har marknaden för laddning av el­ och laddhybridbilar idag goda förutsättningar för ett gemensamt betalningssystem utifrån den variation av laddoperatörer på dagens marknad. Vidare visade enkätresultaten att en majoritet av el­ och laddhybridbilsägare är missnöjda gällande utformningen av dagens betalningsprocesser. Slutligen visade resultaten ur ett företagsperspektiv att det finns goda förutsättningar för introducering av en gemensam betalningslösning utifrån analys av affärsmodell, teknologisk lösning och kundbehov.

Functional and cost effective systems for the full electrification of a bus network are areas of intense research and development. The electrification can be accomplished using different technological solutions, for example using opportunity charging or using an electric road system – ERS. Both opportunity charging and ERS have the potential to be integrated into already existing bus lines. With opportunity charging, the regular dwell time at the end stops is used for the bus to recharge its batteries and with an ERS the bus can charge dynamically along the road. The purpose of this report is to analyze how the existing Alfa- and Beta line at Stockholm Arlanda Airport, in a functional and cost effective way, can be electrified using either opportunity charging or an ERS. The tradeoff between required charging power, battery capacity and the necessity to change the existing running schedule is explained in detail. In addition, the impact on the electrical grid is analyzed based on different load profiles of different charging stations using different power levels. The analysis is based on real data from the Alfa – and Beta line with its existing buses, the electrical grid at Arlanda and data provided by both the leading (electrical) bus manufacturers and the leading charging infrastructure manufacturers.  The outcome of this report suggests that a full electrification of the existing Alfa- and Beta line has the potential to lower CO2-emissions and energy use at a functional and cost effective way.

Ein wichtiger Aspekt bei der Beurteilung und Gegenüberstellung von Fahrzeugantriebskonzepten sind Prognosen zu deren zukünftigen Entwicklung hinsichtlich gesellschaftlicher, ökonomischer und technischer Kriterien. Zukünftige technologische Potenziale von Fahrzeugantriebskonzepten und damit verbundene technologische Begleitaspekte nehmen hierbei eine wichtige Rolle im Rahmen der Antriebskonzipierung der frühen Konzeptphase ein. In dieser Arbeit wird eine in weiten Teilen simulationsbasierte Methodik für die Ermittlung und Analyse entsprechender Potenziale entwickelt. Die Methodik bildet dabei eine Kombination aus Expertenbefragungen und einer Metaanalyse für die Identifikation von Prognosen zu Antriebsstrangkomponenten sowie Verfahren der Modellierung und Simulation für die Ermittlung von Prognosen zu Fahrzeugantriebskonzepten. Die Praxistauglichkeit sowie der Nutzen der Methodik werden anhand von zwei exemplarischen Anwendungen präsentiert. Die erste Anwendung umfasst die Analyse eines beispielhaften PHEVs hinsichtlich der zukünftigen Potenziale im Bereich des Kraftstoffverbrauchs und der rein elektrischen Reichweite. Die zweite Analyse stellt ein exemplarisches BEV und ein FCHEV in Bezug auf die zukünftigen Potenziale hinsichtlich der Reichweite und der Antriebsstrangherstellkosten gegenüber. Darüber hinaus erfolgen in beiden Anwendungen Analysen zu Grenzpotenzialen, technologischen Ursachen, Fehlereinflüssen und weiteren technologischen Fragestellungen.:1 Einleitung 2 Forschungsumfeld, Handlungsbedarf und Vorgehensweise 3 Grundlagen, technischer Stand und Perspektiven der Fahrzeugantriebstechnologien 4 Methodisches Vorgehen und Methodikaufbau 5 Anforderungsspezifische Modellierung im Simulationsmodell 6 Prognosen zu Antriebsstrangkomponenten 7 Systematische Analyse der zukünftigen Potenziale von Antriebskonzepten 8 Anwendung und Ergebnisdiskussion 9 Zusammenfassung und Ausblick A Programmiertechnische Umsetzung B Bewertung von Antriebskonzepten C Datenbasis und Ergebnisse der Methodikanwendung / An important aspect in the assessment and comparison of vehicle powertrain concepts are forecasts with respect to the future development of these concepts regarding societal, economical as well as technological criteria. In this context, future technological potentials of vehicle powertrain concepts and related technological issues and effects play an important role, especially within the early powertrain conception phase. This work presents a mainly simulation-based methodology for the evaluation und analysis of respective technological potentials. The methodology comprises a combination of expert surveys and a meta-analysis for the identification of powertrain component forecasts and methods in the field of modelling and simulation for the evaluation of powertrain concept forecasts. Two exemplary applications are conducted to present the practicability and utility of the methodology. The first one comprises the analysis of an exemplary PHEV regarding its future potentials with respect to the fuel consumption and the purely electric range. Within the second one, an exemplary BEV and an exemplary FCHEV are compared with regard to future range and powertrain costs potentials. In addition to that, within both methodology applications, analyses with respect to technological limits, technological reasons, fault effects and further technological issues are conducted.:1 Einleitung 2 Forschungsumfeld, Handlungsbedarf und Vorgehensweise 3 Grundlagen, technischer Stand und Perspektiven der Fahrzeugantriebstechnologien 4 Methodisches Vorgehen und Methodikaufbau 5 Anforderungsspezifische Modellierung im Simulationsmodell 6 Prognosen zu Antriebsstrangkomponenten 7 Systematische Analyse der zukünftigen Potenziale von Antriebskonzepten 8 Anwendung und Ergebnisdiskussion 9 Zusammenfassung und Ausblick A Programmiertechnische Umsetzung B Bewertung von Antriebskonzepten C Datenbasis und Ergebnisse der Methodikanwendung

The design and manufacture of lightweight electric vehicles is becoming increasingly important with the rising cost of petrol, and the effects emissions from petrol powered vehicles are having on our environment. The University of Waikato and HybridAuto's Ultracommuter electric vehicle was designed, manufactured, and tested. The vehicle has been driven over 1800km with only a small reliability issue, indicating that the Ultracommuter was well designed and could potentially be manufactured as a solution to ongoing transportation issues. The use of titanium aluminide components in the automotive industry was researched. While it only has half the density of alloy steel, titanium aluminides have the same strength and stiffness as steel, along with good corrosion resistance, making them suitable as a lightweight replacement for steel components. Automotive applications identified that could benefit from the use of TiAl include brake callipers, brake rotors and electric motor components.

The swift shift of the automotive industry towards electrification is primarily propelled by technological advancements in battery technology. To stay competitive and meet the new demands of the industry, there is a crucial need for novel ideas and innovation. Higher energy density and lower cost makes Battery Electric Vehicles (BEV) competitive and affordable for a wider range of customers. Component space requirements inside a BEV as well as the growing trend towards increasing the voltage of the system from 400 V to 800 V poses new challenges that has to be overcome. Mechanical contactors have the advantage of being simple and easy to use, with low conductive losses. However, they have some drawbacks, such as poor performance when switching under load, limitedability to interrupt fault currents and large controlpower usage. To address these issues, a bidirectional MOSFET configuration can be used to replace the current system. This configuration provides enhanced abilities to quickly suppress fault current, improve robustness, eliminate mechanical failure points, and perform pre-charge sequences without the need for a dedicated branch. Additionally, this configuration maintains current performance in a smaller volume. Within the Battery distribution unit (BDU), this configuration replaces several components, such as thermal fuses, HV contactors, pre-charge relays,pre-charge resistors, and breaker/pyro-fuses with high voltage solid-state components. This study aims to propose potential mitigation methods through a combination of literature survey and comprehensive analysis using Simscape/-MATLAB Simulink models of a fully operational BDU utilizing readily available market components for a 1.2 kV system. The developed model illustrates the thermaland electrical performance of solid-state components in diverse testing scenarios, while maintaining their expected lifecycle. Additionally, sensitivity analysis is conducted using the proposed model to identify themost crucial design parameters within the system. The resulting system performs satisfactory during normal operations, albeit with ten times higher conductive losses attributed to the elevated junction resistance when compared to contactors.Consequently, additional cooling measures are required during harsh operations and DC fast charge. However, the required magnitization energy for a contactor does over time equate or even surpass the MOSFETs conductive losses. The design has established the feasibility of leveraging the primary switchfor pre-charge sequence execution, thus eliminating the need for a dedicated pre-charge branch. The system exhibits strong potential for interrupting both resistive and direct shorts at various locations in the model. However, the low system inductance and the need to avoid introducing any additional inductance into the system renders fault scenarios heavily dependent on said parameter. In conclusion, the proposed model exhibits considerable potential to eliminate numerous auxiliary components therefore reducing losses and offer a more adaptable and consolidated solution. Resulting in a smaller physical footprint and more favorable positioning within the BDU. Moreover, the financial analysis of the system highlights promising prospects for its integration into the drivetrain with the growingmarket trends.