Electric mobility, E-mobility, will play a central role in a sustainable future transport system. The potential of curbing climate change in both short and long term are significant. Emobility will also offer the possibility to leapfrog the Internal Combustion car, IC-car, economy for developing countries. The low dependence of oil will be a benefit but E-mobility will demand a well functional electricity grid. Development of this grid will be beneficial for the developing world. For the European society E-mobility will in long term offer lower operating costs, decreased dependence of oil and lower emission of pollutants and Green House Gases, GHGs. All these factors are beneficial for the European society. The transition to E-mobility will depend upon a set of different factors and will call for different actions in order to overcome the barriers of E-mobility. A well developed charging infrastructure will be important in order to offer the full potential of E-mobility. The infrastructure will develop along with the market introduction of Electrical Vehicles, EVs. It is important that there are existing charging alternatives in the early introduction phase of EV in order to avoid the stagnation in the transition toward E-mobility. In order to provide the proper conditions for E-mobility, the determining factors must be investigated and evaluated. The four main factors are economical, social, R&D and infrastructure. The European driving patterns meet the offered operating range of an EV with ease. This means that EV has the potential to become an inner city vehicle under existing conditions. The investigation of the four determining factors leads to a base from which an implementation plan is suggested. The implementation plan is directed toward governments, energy utilities and other active participants in the development. The key factors of the implementation plan are to actively engage in the market, see E-mobility as a disruptive technology, use spin-off companies and social transparency. In order to gain the most from the implementation plan it is important that the correct actions are taken at the correct time. Therefore the transition period is divided into three phases; the introduction phase, the commercial phase and the re-development phase. The introduction phase will create the basic conditions for E-mobility. Government’s main action will be to invest in EVs and offer subsidies and other incentives to major companies that will equip their vehicle fleets with EVs. These actions will send signals toward vehicle Original Equipment Manufactures, OEMs, and other actors that the market of EVs is worth investing in. During the introduction phase try-out sessions, demonstrations and hearings will be important in order to communicate the advantages of E-mobility to society. Energy utilities will work to create roaming deals and standardization of important components and characteristics. The commercial phase is the most important phase for social adoption of E-mobility. During this phase commercial businesses will use EV charging a competitive advantage. New business models will be one of the keys to fully adoption of E-mobility. Cross industry alliances will reduce the initial cost, offer the service of a vehicle without owning it and leasing deals. The perception of travelling will shift and reduction of operating cost will be evaluated against travel time and planning. The re-development phase is based on a society that has adopted E-mobility. The development will proceed in order to offer more advantages to drivers but also to increase efficiency and to use the full potential of E-mobility.

I samband med klimatmålet att Sverige ska ha ett netto-noll utsläpp av växthusgaser till 2045 krävs det att alla sektorer minskar sina växthusgasutsläpp och av sektorerna utgör sjöfarten inrikes en mindre men fortfarande betydande del. Två omtalade förnyelsebara driftstyper är batteri- och vätgasdrift, som har potential att ersätta fossila bränslen. Med hänsyn till detta syftar rapporten till att jämföra dessa två driftsformer, utifrån ett hållbarhetsperspektiv, i Gotlandsbolagets färjor. Jämförelseanalysen grundar sig i en kvantitativ litteraturstudie samt i form av en intervju och mejlkonversationer. I resultatet har aspekter som energibehov, vikt, utrymme, hastighet, infrastruktur och koldioxidutsläpp undersökts. Gällande diskussionsdelen avhandlas bland annat behovet av en energimässig marginal, betydelsen av fossilfri el för respektive driftsform, dimensionering av en ny elkabel till Gotland samt områden som bör utredas vidare. Av rapporten kan det bland annat konstateras att vätgasdrift ger upphov till lägre växthusgasutsläpp vid en svensk elmix medan den vid nordisk elmix ger upphov till mer utsläpp jämfört med batteridrift. En konvertering av färjan M/S Drotten är troligen möjlig att genomföra utifrån de valda aspekterna. / In correlation with the climate goal that Sweden should have a net-zero emission of greenhouse gasses by 2045, it is required that all sectors reduce their greenhouse gas emissions. Of all the sectors, domestic shipping is a small but still significant part. Two well-known renewable operating propulsions are battery and hydrogen, which have the potential to substitute fossil fuels. With this in mind, the report aims to compare these two propulsions from a sustainability perspective in Gotlandsbolaget’s ferries. The comparison analysis is based on a quantitative literature study, an interview and email conversations. In the result, aspects such as energy demand, weight, space, speed, infrastructure and carbon dioxide emissions have been investigated. Moreover, in the discussion part, aspects such as an energy margin, the importance of fossil-free electricity for both propulsions, designing of a new power cable to Gotland, and areas that should be investigated further have been touched upon. From the report, it can be stated, among other things, that hydrogen propulsion results in lower greenhouse gas emissions when a Swedish electricity mix is used. However, when a Nordic electricity mix is used, which has higher emissions than the Swedish, hydrogen propulsion results in higher greenhouse gas emissions compared to battery propulsion. Lastly, a conversion of the ferry M/S Drotten is probably possible based on the selected aspects.

Several models of battery electric aircraft are currently under development and are expected to be commercialized in the coming years. These electric aircraft are expected to require a significant amount of electrical power within a short period of time. Sweden is currently facing local and regional capacity issues in its electrical grid, leading to a decline in grid connection applications from new businesses. The objective of this thesis is to investigate the necessary charging infrastructure on-site to support an electrified air fleet. Additionally, the thesis aims to explore how local battery storage systems and a PV plant could be utilized to ensure a robust and resilient operation. In order to address these questions, a model of an airport has been developed using Matlab Simulink. A case study was conducted for an airport to demonstrate the practical application of the model. The results indicate that charging battery electric aircraft will impose a volatile power demand on the grid, with high peaks. Inadequate power supply leads to queuing issues and longer turnaround times. The results also highlight the significance of a battery storage system, as it enables the handling of more aircraft. A PV plant complements the battery storage system well, as it produces the majority of its power during peak traffic hours. The simulations further demonstrate that the PV plant helps recharge the battery storage system between the morning and afternoon traffic peaks. Moreover, detailed aircraft arrival data for the investigated airport is crucial for obtaining accurate results.

A range extender in a battery electric vehicle supplements the existing drive system as an add-on module. Range extenders can comprise of any combination of conventional fuel, battery or fuel cell driven modules. The idea of a sub-system changes with the type of range extender. In this work, hydrogen generation is studied, a fuel is used to power the range extender via a fuel cell.The thesis presents the work in progress for development of the sub-system for a range extender based on on-board production of hydrogen for automobiles. Several aspects of chemistry play equally pivotal role in control, hassle-free operation and safety of the system. Aftertreatment of the fuel by-products is the notorious issue that limits the reusing the reactor effecting the range extender. Along with this, reducing the reaction time with minimal usage of fuel is investigated. Both of these pressing issues are resolved correspondingly to an extent with the addition of several chemicals. In addition, with the help of characterization techniques, a robust circular economy outlook of the range extender system has been initiated. / En distansförlängare i ett eldrivet fordon kompletterar det befintliga drivsystemet som en tilläggsmodul. Distansförlängaren kan vara olika kombinationer av konventionella bränsle-, batteri- och bränslecelldrivna moduler. Utformningen av de övriga delarna av undersystemet beror på vilken distansförlängare som används. I detta arbete drivs distansförlängaren av en bränslecell, bränslet till bränslecellen genereras i distansförlängaren. Avhandlingen presenterar det pågående arbetet för utvecklingen av undersystemet hos en distansförlängare. Undersystemet baseras på ombordsproduktion av väte för bilar. Flera aspekter av kemi spelar en lika viktig roll i kontroll, problemfri drift och säkerhet. Efterbehandling av bränslets biprodukter är det ständiga problemet som begränsar reaktorns återanvändbarhet vilket påverkar distansförlängaren. Tillsammans med detta undersöks minskning av reaktionstiden med minimal användning av bränsle. Båda dessa pressande problem löses i en utsträckning med tillsatsen av flera kemikalier. Dessutom har en robust cirkulärekonomisk syn på distansförlängaren utvecklats med hjälp av olika karakteriseringstekniker.

Electric Vehicles (EVs) are seen as one of the solutions to some of the world’s global current problems, such as global warming and air pollution, due to non-existent operational emissions and increased efficiency. There are multiple types of EVs, one of them being Battery Electric Vehicles (BEVs) which in most cases utilizes a Li-Ion battery pack as energy storage. Li-Ion batteries for EV applications are deemed to have reached End of Life (EoL) at 80%-70% of the battery’s initial energy capacity, the degradation is caused by calendar and cycle aging. Calendar aging is dependent on storage temperature and State of Charge (SoC), controlling these factors are therefore of importance when storing battery packs to minimize aging. Diagnostics of battery packs is also useful for determining second-life applications, State of Health (SoH) or other future usage. AFRY has therefore an interest in developing a product that would enable diagnostics and charging/discharging of off-vehicle battery packs, as regular chargers and tools are not compatible with battery packs separated from its vehicle. This thesis is a part of a project to develop a product that enables diagnostics and charging/discharging for different types off-vehicle battery packs. Due to time limitation of the thesis work this report focuses on the hardware design of the Power Conversion Module (PCM) from a charging/discharging perspective. This thesis project will propose a theoretical PCM from received requirements and choose appropriate components for this subsystemfrom a charging/discharging perspective. The design requirements were gathered through interviews, archive analysis and literature studies and argued for. This to achieve an understanding of the requirements that the system design needs to fulfill. A system design proposal of the PCM was presented and a component analysis of the included components was conducted. The proposed solution should in theory enable charging/discharging of battery packs, but further work and studies needs to be performed to validate the results in practice. Some calculations and variables were inferredwith the help of discussions, due to lack of information and time. The goal of the thesis was fulfilled, and the wider project objective was partially fulfilled within the boundaries of this thesis project.

Battery electric vehicles are becoming more common but still fall behind combustion engine cars in terms of driving range and charging time. The displayed driving range in electric vehicles' dashboard can be a volatile parameter suddenly dropping by 10-20\%, for instance when speed is increased. Which can result in a condition referred to as range anxiety . Hence it is interesting to observe more in detail how drivers behave and think in scenarios where range is important and the cars' available range can change drastically depending on the drivers driving style. Such scenarios are problematic to test in real traffic for practical and ethical reasons. In this article, without putting anyone at risk, we present a study using a VR driving simulator in a critical scenario with a substantial risk of running out of battery. Two separate groups (N=10) each drove on the same test track using two different range displays. One group had a typical range display showing the distance left to empty (out of battery) and the other group a novel and more transparent display. The novel display shows how speed is affecting the range. Both displays allow the driver to set a target driving range. The results indicate that the novel display allows for a more agile and adaptive driving style by changing between specific speeds rather than searching and "guessing" which speed is the most optimal as with typical range displays. Although, it can hide other affecting factors, such as acceleration and road height. Which was more prevalent amongst drivers who had to search and guess. / Batterielbilar blir allt vanligare men når inte riktigt upp till samma nivå som bilar med förbränningsmotorer när det handlar om räckvidd och laddtid. Den kvarstående körsträckan som visas i elbilars instrumentpanel kan vara en instabil variabel och plötsligt sjunka med 10-20%, när man till exempel ökar hastigheten. Vilket kan leda till ett tillstånd som kallas räckviddsångest . Därav intresset för att undersöka i detalj hur förare agerar och tänker i scenarier där räckvidd är extra viktigt och bilens kvarstående körsträcka kan ändras drastiskt beroende på körstil. Sådana scenarier är problematiska att testa ute i trafiken av både praktiska och etiska skäl. I denna artikel, utan att placera någon i en verklig riskfylld situation, presenterar vi en studie där en bilsimulator i VR används för att testa ett kritiskt scenario där risken för att strömmen tar slut är stor. Två separata grupper (N=10) körde samma sträcka fast med olika instrumentpaneler. Där den ena är mer konventionell och endast visar kvarstående körsträcka. Medan den andra är mer originell och visar hur hastighet påverkar kvarstående körsträcka. Båda instrumentpanelerna tillåter föraren att ställa in hur långt man vill köra. Resultaten indikerar på att den originella instrumentpanelen tillåter en mer agil och adaptiv körstil, genom att byta mellan specifika hastigheter istället för att leta och gissa vilken hastighet som är optimal, vilket skedde med den konventionella instrumentpanelen. Men den kan även dölja andra faktorer som påverkar körsträckan, såsom acceleration och höjdskillnader. Vilket  användare av den originella instrumentbrädan noterade i större utsträckning.

Idag står transportsektorn för cirka 30 % av Sveriges totala koldioxidutsläpp. Elbilen ses som en hållbar lösning då den skulle minska utsläppen från Sveriges transportsektor. Hållbarhet handlar dock inte bara om koldioxidutsläpp. Syftet med projektet är därför att ge en kritisk bild av ett framtida elektrifierat samhälle med fokus på elbilen. Arbetet syftar också till att undersöka vad som krävs för att elektrifiera den svenska personbilsflottan och om detta skulle leda till ett mer hållbart samhälle. De metoder som använts är litteraturstudie, workshop och en modifierad version av två befintliga Backcasting-metoder. De huvudsakliga resultaten är att elektrifiering av personbilsflottan i Sverige, utan vidare åtgärder, leder till att koldioxidutsläppen minskar. Elbilen är också avgasfri vilket gör att även partiklar och skadliga ämnen från avgaserna minskar. Dock finns en risk att problem som giftutsläpp samt dåliga arbetsvillkor vid framtagning av råvaror till elbilsbatterier förvärras när efterfrågan på råvarorna ökar. För de problem och aspekter som inte blir bättre har redan ett antal åtgärder börjat vidtas för att göra personbilsflottan mer hållbar. Dock är det svårt att säga hur stor inverkan åtgärderna har på problemen och fler åtgärder behöver vidtas för att hela produktionskedjan ska bli hållbar. Slutsatsen som dras i arbetet är att elbilen i sig inte leder till ett hållbart samhälle men att om en kombination av fler åtgärder vidtas finns potential att elbilen kan bidra till ett mer hållbart samhälle. / Today, the transport sector accounts for approximately 30 % of Sweden's total CO2-emissions. The battery electric vehicle is seen as a sustainable solution as it would reduce emissions from Sweden’s transport sector. However, sustainability is not just about CO2-emissions. The aim of the project is therefore to give a critical picture of a future electrified society with focus on the battery electric vehicle. The work also aims to investigate what is required to electrify the Swedish passenger car fleet and whether this would lead to a more sustainable society. The methods used in the report are literature study, workshop and a modified version of two existing Backcasting methods. The main results are that electrification of the passenger car fleet in Sweden, without further action, leads to a reduction in CO2-emissions. The battery electric vehicle is also exhaust-free, which means that particles and harmful substances from the exhaust gases are also reduced. However, there is a risk that problems such as toxic emissions and poor working conditions in the production of raw materials for electric vehicle batteries will worsen as demand for raw materials increases.  For the problems and aspects that are not getting better, a number of measures have already begun to be taken to make the passenger car fleet more sustainable. However, it is difficult to say how much impact the measures have on the problems and more measures need to be taken to make the entire production chain sustainable. The conclusion drawn from the work is that the battery electric vehicle itself does not lead to a sustainable society, but if measures are taken, there is the potential that the battery electric vehicle can contribute to a more sustainable society.

The deployment of electric vehicles has speeded up during the past ten years. As heavy-duty trucks are a significant source of GHG emissions, electrification is an encouraging way to lead to sustainability beyond doubt. However, some constraints regarding electric vehicles have emerged. Range extension is a primary challenge of the development of electric vehicles, where thermal conditioning systems can have a considerable impact. Some researches have been done on electric passenger vehicles. However, studies regarding the energy consumption for the thermal conditioning system of heavy-duty electric vehicles are scarcely provided.This study therefore focuses on estimating the energy consumption for the auxiliary heating/cooling and studying the influence of the ambient temperature, vehicle velocity, payload, and driving cycles. A designed integrated thermal conditioning system model was constructed in GT-SUITE, with three subsystems to provide thermal comfort for the truck cabin, meet the operative temperature for battery packs and condition the power electronics and the electric machine. Calibrations were done and yielded acceptable relative errors less than 10%, regarding the cabin and battery heaters.The study shows that the thermal conditioning system consumes the most energy during extremely cold weather, reaching up to 10 kW when the ambient temperature is lower than -20℃. Moreover, the energy consumption during heating/cooling will increase if the vehicle velocity increases. However, it remains stable during mild weather. Payload has different impacts on the energy consumption for heating and cooling. As higher payload results in higher waste heat from the electric machine and batteries, it alleviates the heating while burdens the cooling. Four different driving cycles were simulated, and the result reveals that despite the cycle with the lowest average speed has the highest energy consumption/km, however has the lowest average power.

Vehicle electrification plays a significant role in the effort to reduce the environmental impact of the automotive industry. Scania is one of the leading manufacturers ofheavy vehicles which is currently moving towards a sustainable transport system by manufacturing a new generation of heavy vehicles powered by batteries. Oneof the major concerns with these vehicles is related to the noise generated by the electric axial fans used in the cooling system. This project was conducted with thepurpose of investigating the factors that positively affect both noise and performance in the electric fans. Based on two different blade design methods and several noisecontrol techniques, 11 fan models were developed. The fan models created with design method 1 are equipped with cambered-plate blades, while the models madewith design method 2 consist of airfoil-shaped blades. Moreover, the performance of these models was analyzed by using theoretical methods and Computational FluidDynamics (CFD). In addition, two empirical approaches were used to estimate the acoustic energy emitted by the fan models. Furthermore, the developed modelswere compared with two commercially available fans. It was found that both design methods provide similar performance in low pressure differences. On the other hand,the efficiency and acoustic energy are influenced by the choice of the noise control methods. / Fordonselektrifiering har en väsentlig roll i arbetet med att minska bilindustrins miljöpåverkan. Scania är en av de ledande tillverkarna av tunga fordon som för närvarandegår mot ett hållbart transportsystem, genom att tillverka en ny generation tunga fordon drivna med batterier. Ett stort bekymmer med dessa fordon är relaterattill det ljud som genereras av de elektriska axialfläktarna som används i kylsystemet. Detta projekt genomfördes i syfte till att undersöka de faktorer som positivtpåverkar både buller och prestanda hos de elektriska fläktarna. Baserat på två olika bladdesignmetoder och flera brusstyrningstekniker, utvecklades 11 fläktmodeller.Fläktmodellerna som är utformade med konstruktionsmetod 1 är utrustade med krökformade plattor, medan modellerna som skapades med designmetod 2 bestårav vingprofil blad. Dessutom analyserades prestandan för dessa modeller med användning av teoretiska metoder och strömningsmekaniska beräkningar. Ytterligaretvå empiriska tillvägagångssätt användes för att uppskatta den akustiska energin som släppts ut av fläktmodellerna. Utöver det jämfördes de utvecklade modellernamed två kommersiellt tillgängliga fläktar. Detta visade att båda konstruktionsmetoderna resulterar i liknande prestanda vid lågtrycksskillnader, däremot påverkasverkningsgraden och den akustiska energin av valet av brusstyrningsmetoder.

Considerable resources worldwide are invested in the research and development of future transportation technology. The foreseen direction and therefore research of future personalised transportation is focused on Battery Electric Vehicles (BEV) or hybrid combinations that use hydrogen fuel cells. These new transport energy systems are consider most to replace the current vehicles powered by the internal combustion engine (ICE). The research work presented in this thesis mainly focuses on the development of a software control system for future BEV prototype vehicles - a generic intelligent control system (GICS). The system design adopts a modular design concept and intelligent control. The whole system consists of four modules being communication, power supply, motor driver and transmission module. Each module uses a microcontroller as the brain and builds an embedded control system within the module. The control and communication between the modules is based on a group of specific parameters and the status of a state machine. In order to effectively implement intelligent control and simplify the system structure and programming, a generic intelligent fuzzy logic model that can be configured to a specific application with a near real-time buffered communication methodology is developed. The tests made on the fuzzy control model and the near real-time buffered communication gave a very positive outcome. The implementation of the fuzzy control and the communication methodology in each of the modules results in a communication between the modules with a steady speed, better reliability and system stability. These modules link together through the communication channels and form a multi-agent collaborative system (MACS). As the controllers are designed based on the parametric concept, the system is able to be implemented to future new modules and therefore allow prototype vehicle control systems to be developed more efficiently. The MACS is based on the core components of the control system - fuzzy logic controller (FLC), Serial Communication and Analogue input control software modules. Further work is carried out as an attempt to integrate the control software with a hardware design for a generic electric propulsion drive (GEPD). This thesis therefore outlines the design and considerations in software and hardware integration in addition to the GICS. The output from this thesis being the construction of soft programming modules for embedded microcontroller based control system has been accepted and presented at two international conferences; one in Wellington, New Zealand[1] the second in Acireale, Italy[2].