This thesis deals with light utility vehicle design (class N1). Apart from designing vehicle’s appearance, other goals such as finding suitable usage of this electric vehicle type or adapting design to user’s needs and new technologies available were set. Usage of light e-van as a last mile delivery vehicle is proposed and following design process takes this purpose into account. Reasoning behind determining decisions is also given in this thesis. Final design stands out with original shaping, while possibilities of colour and graphics make it easily distinguishable among other vehicles. Design also suggests multiple changes in ergonomics of the vehicle, focused mainly on driver’s comfort and overall adaptation to selected vehicle’s use.

With the transport sector switching to electric energy to reduce greenhouse gas emission, the supply and demand in the energy system are impacted by this transition. Meanwhile, there are not a lot of studies focus on the electrification of the vehicle fleet in Sweden. To fill up the knowledge gap, the paper aims to identify the total required electrical energy and power for the electrification of the vehicle fleet in Sweden. This includes switching passenger vehicles, light and heavy trucks, and buses to battery electric vehicles. An Electric Vehicle Power Demand Model is designed to answer the research question. It is a simplified model that can calculate energy consumption and power demand from an electric vehicle fleet. To simulate the charging schedule, four scenarios are created with differences in charge speed and the use of smart or unregulated charging. Based on the model, the electric vehicle fleet consumes 20.4 TWh of electricity per year, accounting for 14.7% of total demand in Sweden. Combing the vehicle fleet with other energy services, an average hourly peak load of 16.2 GW in summer and 24.3 in winter can be seen, while the available capacity in Sweden is around 27.1. The result indicates that the current Swedish energy system is capable of handling demand from charging the electric vehicle fleet in terms of power capacity for most times. However, undersupply may happen in some extreme condition during the winter due to higher consumption from other energy services. Furthermore, with the increasing share of renewable power in the system, the availability of these power plants can have a direct impact on the supply. This requires smart charging to shift the charging events to prevent peak hours, which can potentially decrease the peak loads up to 2 GW in EV charging demand during peak hours. However, the actual effect of it still requires more study. Lastly, the model created for the research can be used as a research or decision-making tool to estimate the impact of a group of electric vehicles in the future, therefore, contribute to the development of the sustainable energy transition.

The lead-acid batteries are most commonly used electrochemical power source. The lead-acid battery is the oldest type of secondary battery cells. This lead-acid batteries have a great use in hybrid electric vehicles (HEVs), which operate in different modes of vehicle operation. This is related to changes in battery temperature, caused by Joule heat taking place during discharging and chargingg the battery in a vehicle operation. The lead-acid batteries in hybrid electric vehicles work in mode PSoC.

The goal of the thesis is to study literature and to become familiar with problems of accumulators operating in the mode of hybrid electric vehicles (HEV). To work up problems of a potential impact of the influence on the system of the lead accumulator. Assemble the experimental cells with discontinuous system of parallel fins and to treat them with different operating modes. Then to evaluate the results.

Master’s thesis deals with the issue of electric vehicles. In thesis’s outset is overview about sources of electric power and types of electric engines applicable for electric vehicles. The main part of this document is creating model of vehicles with engine and source of power for them in Simulink. The resulting model includes models of ultracapacitor and synchronous motor with permanent magnets. Vehicles in model is presented by load of electric engine. In last part of document are executes ride simulations on the model which was created and subsequently simulations are analyzed.

DATUM: Slutseminarium; 2020-06-02 & slutversion; 2020-06-08 NIVÅ: Kandidatuppsats i företagsekonomi, FOA300, VT20 INSTITUTION: EST – Ekonomi, Samhälle & Teknik, Mälardalens Högskola.  FÖRFATTARE: Jonathan Lindgren (95/03/23), Alexander Ström (93/06/24) TITEL: RÄDDA VÄRLDEN MEN HA KUL PÅ VÄGEN; En studie kring drivkrafter respektive hinder vid köp av elbilar HANDLEDARE: Aswo Safari NYCKELORD: Elbil, hållbar konsumtion, värderingar, attityd, motivation, dilemma SYFTE: Syftet med denna studie är att öka förståelsen för vilka drivkrafter som motiverar eller hindrar den svenska konsumenten till ett hållbart köp av elbil. Resultatet av denna studie kan med fördel användas av bilföretag och marknadsförare med ändamålet att anpassa sin produkt och marknadsföring så tilltalande som möjligt för potentiella konsumenter. FORSKNINGSFRÅGA: Vilka drivkrafter motiverar respektive hindrar köp av elbilar? METOD: För att besvara denna studie har en kvalitativ ansats valts. Primärdata har insamlats genom semi-strukturerade intervjuer och sedan analyserats, med hjälp av den teoretiska referensramen kompletterats med citat.  SLUTSATS:  Studien påvisar att det finns flera olika drivkrafter som motiverar och hindrar ett köp av en elbil. Förutsättningen för vilka drivkrafter som motiverar eller hindrar ett köp av en elbil förefaller vara samspelet mellan individens värderingar, attityd och motivation. Detta tycks även avgöra vilket dilemma individen uppfattar. / DATE: Seminar version; 2020-06-02 & final version; 2020-06-08 LEVEL: Bachelor´s thesis in business administration, FOA300, VT20  INSTITUTION: School of business, society and engineering, Mälardalen University AUTHORS: Jonathan Lindgren (95/03/23) & Alexander Ström (93/06/24) TITLE: SAVE THE WORLD BUT HAVE FUN ON THE WAY; A study about the driving forces that motivate or hinder the purchase of electric vehicles TUTOR: Aswo Safari KEYWORDS: Electric vehicle, sustainable consumption, values, attitude, motivation, dilemma PURPOSE: The purpose of this study is to increase the understanding of the driving forces that motivate or hinder the Swedish consumer to a sustainable purchase of an electric vehicle. The results of this study can advantageously be used by car companies and marketers with the purpose of adapting their product and marketing as appealing as possible to potential consumers. RESEARCH QUESTIONS: What driving forces motivate or hinder the purchase of electric vehicles? METHOD: To answer this study, a qualitative approach has been chosen. Primary data has been collected through semi-structured interviews before being processed through the theoretical framework and supplemented with quotes. CONCLUSIONS: The study shows that there are several different driving forces that motivate and hinder the purchase of an electric vehicle. The condition for what driving forces that motivate or hinder the purchase of an electric vehicle are the interaction between the individual's values, attitude and motivation. This also determine what dilemma the individual perceives.

<div>Electric vehicles (EVs) face a major issue before becoming the norm of society, that is, their lack of range when it comes to long trips. Fast charging stations are a good step forward to help make it simpler for EVs, but it is still not as convenient when compared to vehicles with an internal combustion engine (ICE). Plenty of infrastructure changes have been proposed in the literature attempting to tackle this issue, but they typically tend to be either an expensive solution or a difficult practical implementation.</div><div> </div><div> This dissertation presents two solutions to help increase the range of EVs: a novel wireless charging method and a multi-motor architecture for EVs. The first proposed solution involves the ability for EVs to charge while en route from another vehicle, which will be referred to from here on as vehicle-to-vehicle recharging (VVR). The aim of this system is to bring an innovative way for EVs to charge their battery without getting off route on a highway. The electric vehicle can request such a service from a designated charger vehicle on demand and receive electric power wirelessly while en route. The vehicles that provide energy (charger vehicles) through wireless power transfer (WPT) only need to be semi-autonomous in order to ``engage'' or ``disengage'' during a trip. Also, a novel method for wireless power transfer will be presented, where the emitter (TX) or receiver (RX) pads can change angles to improve the efficiency of power transmission. This type of WPT system would be suitable for the VVR system presented in this dissertation, along with other applications.</div><div> </div><div> The second solution presented here will be an architecture for EVs with three or more different electric motors to help prolong the state of charge (SOC) of the battery. The key here is to use motors with different high efficiency regions. The proposed control algorithm optimizes the use of the motors on-board to keep them running in their most efficient regions. With this architecture, the powertrain would see a combined efficiency map that incorporates the best operating points of the motors. Therefore, the proposed architecture will allow the EV to operate with a higher range for a given battery capacity.</div><div> </div><div> The state-of-the-art is divided into four subsections relevant to the proposed solutions and where most of the innovations to reduce the burden of charging EVs can be found: (1) infrastructure changes, (2) device level innovations, (3) autonomous vehicles, and (4) electric vehicle architectures. The infrastructure changes highlight some of the proposed systems that aim to help EVs become a convenient solution to the public. Device level innovations covers some of the literature on technology that addresses EVs in terms of WPT. The autonomous vehicle subsection covers the importance of such technology in terms of safety and reliability, that could be implemented on the VVR system. Finally, the EV architectures covers the current typologies used in EVs. Furthermore, modeling, analysis, and simulation is presented to validate the feasibility of the proposed VVR system, the WPT system, and the multi-motor architecture for EVs.</div>

<p>The optimization of the electrical system voltage range of a mild hybrid electric vehicle is examined in this research study. The objective is to evaluate and propose the optimized vehicle voltage level for the mild hybrid electric vehicle from both technical and economic aspects. The approach is to evaluate the fuel economy improvement from the mild hybrid electric vehicle of various voltage level for the cost benefit study. The evaluation is conducted from the vehicle system level with discussions of components selection for system optimization. Autonomie, a simulation tool widely used by academic and automotive industry, is used for the vehicle simulation and fuel economy evaluation. The cost analysis is based on the system cost factoring in the component cost based forecasted production volume. </p> <p>The driver for this study is to propose an optimized voltage for the mild hybrid electric vehicle for the vehicle manufacturers and suppliers to standardize the implementation to meet the fuel economy and emission requirements and vehicle power demand. The standardization of the vehicle voltage level can improve design and development efficiency, reusability and reduce cost in developing non-standard voltage levels of the mild hybrid vehicle. The synergy in standardized voltage level for the mild hybrid vehicle can accelerate technology implementation toward mass production to meet regulatory emission and fuel economy requirements. </p>

There has been a large body of statements claiming that the large scale deployment of Distributed Energy Resources (DERs) will eventually reshape the future distribution grid operation in numerous ways. However, there is a lack of evidence specifying to what extent the power system operation will be alternated. In this project, quantitative results in terms of how the future distribution grid will be changed by the deployment of distributed generation, active demand and electric vehicles, are presented. The quantitative analysis is based on the conditions for both a radial and a meshed distribution network. The input parameters are on the basis of the current and envisioned DER deployment scenarios proposed for Sweden. The simulation results indicate that the deployment of DERs can significantly reduce the power losses and voltage drops by compensating power from the local energy resources, and limiting the power transmitted from the external grid. However, it is notable that the opposite results (e.g., severe voltage uctuations, larger power losses) can be obtained due to the intermittent characteristics of DERs and the irrational management of different types of DERs in the DNs. Subsequently, this will lead to challenges for the Distribution System Operator (DSO).

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&amp;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.