The Swedish Electric and Hybrid Vehicle R, D and D Program

5E 990VVZ

’ijid ^

The Swedish Electric and Hybrid Vehicle R,D&D Program 9? THIS Seminar October 1998 is I Kommutiikationsforskningsberedtiingens (KFB) publikationsserier redovisar forskare sina projekt. Publiceringert innebar inte ait KFB tar stallningtill framforda dsikter, slutsatser och resultat.

ISSN 1401-1271 KFBs dnr 1998-709 DISCLAIMER

Portions of this document may be illegible in electronic image products. Images are produced from the best available original document. ^KFB KOMMUNIKATIONS FORSKNINGS BEREDNINGEN

The Swedish Electric and Hybrid Vehicle R,D&D Program Seminar October 1998 Seminar E&H 20-21 of October 1998

Contents

Introduction i-ii Abstracts 1-17

Appendix: Seminar Program Seminar E&H20-21 of October 1998 1

Introduction

This publication presents a selection of the ongoing projects in form of abstracts, within the KFB RDD-program Electric- and Hybride Vehicles. These projects were presented at a project manager seminar 20-21 October 1998.

Background The Swedish Government has delegated to KFB the task of implementing development and demonstration programs for electric and hybrid vehicles and the use of biofuel. The objective is to study the possibility of introducing vehicles operating on alternative fuels in Sweden.

Ever since the 70s, when environmental problems associated with the combustion engine were first brought to public notice, the electric car, silent and free from exhaust fumes, has been seen as a possible solution to manyof these problems. However, it was not until Californian legislation in 1990 for the introduction of electric cars that development gained impetus. As a result of this, KFB was delegated the task, in 1993, of examining the possibilities and effects of introducing electric vehicles to Sweden, including hybrid vehicles. The program, 120 million SEK in addition to co-financing from other interested parties, will extend until 1999. The demonstration of vehicles and infrastructure in practical use, as a base for evaluation, is fundamental to the program. In this respect it is important that the demonstrations are based on modem technology that is representative of future commercial products. The development of vehicles and infrastructure is also a part of the program, if this is necessaryto gain access to demonstration vehicles. For the same reasons, close contacts have been established with car manufacturers and other key players around the world. Research and analysis is necessaryto map out effects on the environment, energy systems and road safety, both in a local and a global perspective. After a period of uncertainty in the early 1990s, development in the second half of the 1990s can be seen as something of a breakthrough as many larger car manufacturers have begun to manufacture and deliver small series of vehicles of comparable performance and quality to traditional cars. Current issues are focused on how the market for various electric and hybrid vehicles will develop in the long-term, which will largely be an economical issue. Electric power technology exists and has the future ahead of it; the question is in what shape. Will electric cars develop sufficient range or will the hybrid car with a combustion engine dominate before the appearance of the fuel-cell car? Which fuels should we concentrate on in the long-term?

The seminar During two days in October 1998 the project managers within the Electric and Hybride RDD- program met in Stockholm. The main purpose of this seminar was to explore the program as a body and let the projects interact between each other in co-operation with international expertise. This publication present the abstracts from the project presented at the seminar. The program of the seminar is presented in appendix 1. The seminar started with a lecture by Professor Daniel Sperling, head of Institute of Transportation and Environmental Studies, University of California Davies. There were

1 KFB: Swedish Transport and Communication Research Board.

UWw\totflVtiL'AIED

Most of the projects knew each other but there were some rather mature project, and some of those were very pleased to meet the “old” projects. It was discovered that the some projects overlap and need to speak more to each other. Most of the research related projects were new and had accordingly no results to present at the seminar. Most of the research projects are relatively short, and there was a recommendation to find continuing financing to prolong some of the projects. The most general comments of the projects were a recommendation to clarify and emphasise the objective and to clearly define the project. Some of the projects seem to be to ambitious, and might be more realistic if they were more clearly defined. The general comment of this seminar was that it felt important to meet and exchange experiences. The participants would vary much like to participate in new seminars. The main purposes of this seminar were: > Present Your project to other projects in the program > Get input to your project from other projects and from speaking partner > Find similarity - possible co-operation - response on your method - comments on your result(s) comments on other issues in relation to other projects > Get information from other projects > Find your part of the program

KFB will also get important information for the program both from the project managers but also from Daniel Sperling to improve the program.

Some of the main conclusions from the lecture of Daniel Sperling are.

X More flexible and incentive-based government intervention, plus selective use of technology forcing. X Exploit revolution in technology innovation X Technology initiatives must be matched with regulatory/pricing initiatives X Implement more diversity and experimentation with vehicle and energy technologies. X Electric propulsion is a key to an environmentally benign transportation system

Stockholm 1998-12-17

Assistant Program Manager Program Manager Mattias Lundberg Hans G Pettersson

ti\An*JOBWOLaiEDDELAS*l>9r2«xto«^A-liwiF6«ert9«l23t4ec. im-12-21. IOI Seminar E & H 20 - 21 of October 1998 urn

Abstracts

from The Project seminar within the KFB KDD-program for Electric and Hybrid Electric Vehicles

20-21 October 1998 Seminar E & H 20 - 21 of October 1998 11121

20 of October

EV in Region Skane-Demonstration of EV.

Hans Pool, Per Brannstrom Sydkraft Consulting Co, Malmo

The project will cover almost one hundred electric and hybrid vehicles in different applications in the region connected to a detailed evaluation program. The participation of the market forces is emphasised to ensure that project leads one step further towards a broader use of EV's and HEV's. Information activities all over SkSne (southern part of Sweden) and participation in a city planning project are other important parts of the project.

”E Vs in Skane” - organisation

1 Steering —j Reference group | 3 Project management and information

EV* in Fleet Introduction EV Refuse City planning Infrastructure Malm# improvement Kit Skine collection Nils Haraldsson Per BrSnnstrdm Hans Pohl Sofia Karisson Dick Hedlund Henrik "1 1 1 1 8 I 1 1 Evaluation Per BrSnnstrOm

1 Environment Susanna Gustavsson * 1 1 1 Vehicles - Thomas Landqvlst .. . ‘ "1 1 Market - Dick Hedlund

Lund Electric Vehicles Database and Evaluation.

Niklas Fridstrand Department of Electric Machines and Automation, Lund Institute of Technology, Lund.

The department of Industrial Electrical Engineering and Automation (IEA) has taken the responsibility to build and maintain the database for the electric and hybrid road vehicles in Sweden. The database was initiated by the Swedish Transport & Communications Research Board, which conducts research projects aiming to evaluate future fuels for the transportation sector. Information is collected from ongoing projects in the three largest cities Malmti, Gothenburg and Stockholm as well as in smaller cities like SkellefteS and Hamosand in northern Sweden. Currently (January 1998) the database involves the 450 existing Electric and Hybrid on-road vehicles in Sweden. Apart from them, detailed information is available on 116 vehicles, which are mostly private cars and light trucks. The goal is not only to collect technical data, but also ’’soft” data, such as the subjective user apprehension. The evaluation means are: A data acquisition system consisting of an onboard computer sensing voltages, currents, energies, speed etc. This computer stores data on a memory card that is collected locally every month by the projects and then transferred to the database. About 30 vehicles are equipped with a data acquisition system. Interviews are performed as questionnaires, answered in the presence of the project leader or as telephone interviews. The interviews are performed on several occasions during the use of the vehicle. In figure 2 the information flow is presented.

GlAwVtoentBlWEDDQjWmroMhtifKt Alla E*t«WU m 1.A*. 1X31 Seminar E&H20-21 of October 1998 MU

Some of the objectives are to spot the strong and weak sides of electric vehicles as well as to see how the drivers' attitudes change as the experience of using an EHV grows. Manual driver journals are maintained by the user(s) of the vehicle and are used as complementary information on for example abnormal events. I; 2

One of the important issues of the database at the moment is the evaluation of the reliability of the data in the databank and identification of measures to improve the data reliability. A method to do the evaluation is under development at the University of Lund.

UTOPIA-An European Project.

David Banner KFB, Stockholm

Project coordinator: EST Partners: ETSU, CERTU, TNO, VW, BITS, KFB, JRC, AMORAssociated partners: AVERB, ENGVA, CETE-NP, CETE-L, CGFTE, CAR-CITY, INRETS, ADEME, INSEAD, UTwente, UStutt, CSST, VTT, BTSA, DM

The UTOPIA (Urban Transports : Options for Propulsion systems and Instruments for Analysis) project, supported by the European Commission, Directorate General for Transport - DG VII - will produce inventories, assessments and decision support tools concerning the market introduction of new propulsion systems and new transport concepts. Utopia is the first project to aim at compiling and analysing introduction methods on a European scale. The analysis and implementation of a coherent methodology, to be carried out in this project, is essential to maximise output from the massive work ahead to arrest developing traffic problems. The development, introduction and market take-up of new propulsion technologies, such as electric vehicles, in Europe or anywhere in the world is a continuous process. It is evident that the process is influenced by a multitude of factors and interest groups. It is also evident that the issue is generating increasing interest on a global scale among policy makers, vehicle manufacturers and e.g. environmental interest groups. The project consortium comprises twenty-four organisations from twelve different countries.

KFB participates in the program to continue the European dialogue on the introduction of different sustainable components in the transportation system.

The mobility system “Praxitele” in Paris-France.

1 Fridstrand, Niklas. 1998 b. LEVE Lund Electric Vehicle Evaluation, Final report to KFB 1997. Will be published as KFB- Communication No 1998:10. 1998. In Swedish. 2 Department of Industrial Electrical Engineering and Automation, Lund Institute of Technology. Electric & Hybrid Vehicles. Brochure. 1997.

OWw\toUWBLWa>DajWWIj

Hakan Torstensson, Irene Lunden-Buro SSPA Maritime Consulting Co, Chalmers Institute of Technology, Gothenburg.

An inventory and quantification of risks associated with the electric or hybrid vehicle technology has just begun. In the investigation the vehicle itself, propellants, refilling of electricity or fuel, driver and passengers are included. Factors that may be crucial are fire (high electrical power, release of hydrogen), bums (vapor, heat), chemical damage and injuries, electric shock, collision, rolling over, toxic substances (lead, fumes) and noise. An assessment is also to be made regarding changes in relation to existing combustion engine cars, with respect to driving manners, velocity, and perception. Factors in the infrastructure, such as service stations and repair shops will be addressed with a perspective to the electric vehicle related risk, where also the vulnerability of different types of supply systems and environmental consequences will be included.

As an initial basis published investigations will be used, for example a recent American report about the safety of electric vehicles, where several risk factors have been analyzed. For the vehicle itself the conclusion is that the risks generally are lower or equivalent, compared to gasoline or diesel power. Within the present project conclusions of this kind will be examined and additional risk assessment made.

A risk assessment is carried out in eight successive steps:

1. Activity description and characterization. Vehicle types, demands on roads, service, energy suppl) etc. 2. Identification of risk factors. 3. Identification of possible accidents or system failures. Causal chains, structured as fault trees or event trees. 4. Analysis of the frequency of events. 5. Consequence analysis. 6. Risk calculations. 7. Proposal for acceptance criteria. 8. Proposal for preventive or mitigating measures, where possible

The project is carried out by SSPA Maritime Consulting in cooperation with the Swedish Technical Attache office in Los Angeles, California.

Risk .Analysis

Opej*atng Functions Safely & Swe^gency

The risk analysis contains several dimensions

01AwVX>e,rVBL'MEiroaA.SM99«ti4'Ak«

Experience of Electric Vehicle Programs in the World - Results, experience and evaluations with the KFB Program

Project Manager Tina Karlberg Senior Analyst Johan Nyman, Bertil Carstam The Swedish Office of Science and Technology, Bonn

The aim of the project is to collect experience about the leading EV Programs in the world. The study will cover six programs, one in each of USA, Germany, France, Italy, Switzerland and Japan. The second part of the study is to collect experience from single demonstration projects in the above mentioned countries. One project in each country will be evaluated.

The programs and projects will be compared with KFB's program and supported projects. The focus and the analysis will be in the program managing area. Furthermore, a comparison will be done to the KFB's program and corresponding projects. The questions we are going to address are: Which purpose have they had? How have the Programs/Projects been managed? Have the Programs/Projects been understood as successful? Why/Why not? How have the Programs/Projects continued?

Other issues, which we are going to take under consideration are, infrastructure for EV, urban planing, communication and information strategy, important decisions and activities during the program/project and evaluation methods of the program/project.

The information for the analysis will be gathered through interviews with appropriate persons in charge of the programs/projects.

Preliminary choice of Programs and Projects Country Program Project France Prcdit Praxitele (Si yuoiim enVicliniM) Italy Program related to Palermo (ZEUS) or EncI/CREL-CNR Livorno Switzerland Encrgic 2000 Mendrisio Germany The Bavarian Program Rugen Japan MITl/JEVA 2-3 Projects Dnd description USA Mandate of A until Station Car 2003

Information gathering and Time Schedule

• Interviews with persons in charge • Offices around the world involved

• Final report on May 31,1999

UVV*Vtmn'CLU.tEDDELA>f'WN<\Ab*«

Electric vehicle use and a comparison between different methods of presenting the electric vehicle concept

Anita Garling, Anders Johansson Department of Road and Traffic Planning, Chalmers Institute of Technology. Gothenburg.

Earlier research has revealed that most people are able to use electric vehicles (EVs) for daily travel (se t ex Deshpane, 1982; Greene, 1985; Hautzinger, 1991; Kiselewich & Hamilton, 1982; Nesbitt m fl, 1992) but also that peoples’ attitude toward EVs and purchase willingness of EVs is low (Beggs m fl, 1981; Gould & Golob, 1997, & GSrling m fl, 1998; Nesbitt, m fl, 1992; Harwood & Wittman, 1997). However, in these studies attitudes toward EVs and purchase willingness of EVs were measured in respondents not having knowledge of or experience with EVs. To avoid this field trials in which families are lent EVs during 3 months are done. Three months is by Gould & Golob (1997) hypothesized as long enough to avoid the “new car syndrome ” (trips made for demonstration and the pure pleasure of driving a new car). During the field trials at least one week of vacation and/or school holidays are included to capture also unusual trips/activities. Furthermore, the families are instructed not to use their own cars during one week to measure any reactions of insecurity of having only an EV. The families have full responsibility for maintenance and service even though not economically Trips and rechargings are logged, attitudes toward EVs and purchase willingness are measured before, during, and after EV use. Innovativeness, knowledge of EVs and environmental concern are measured before EV use. Acquired knowledge about EVs is measured after EV use and interviews are done before, during, and after EV use to capture the adaptation process toward the characteristics of the EV (driving distance, recharging, cargo capacity, safety, infrastructure, image).

EV use Showroom visit Simulated showroom visit

Trip logs Before Recharge logs During Test drive After

Attitude toward EV Before Before Before Purchase willingness During After After Efter

Innovativeness Knowledge Before Before Before Environmental concern

Interview Before During

Acquired knowledge After

Another important question raised is what marketing strategy of EVs/the EV technology is to be used. Different strategies; focus groups (Cheron & Zins, 1997), questionnaires and interviews (Golob m fl, 1997a; Golob m fl, 1997b; Harwood & Wittman, 1997), information-acceleration (1A) (Urban m fl, 1996) och authentic showroom visits (Weinberg, 1992) have been studied. However, comparisons between different marketing strategies have not been done. In this project the above field trials,

GAAw\X>imroUMEODELWl99r2« AMrwt All* Le$«Lt*»*r 2±»c. 1991-12-21. 1501 Seminar E &H20-21 of October 1998 107)

authentic showroom visits, and IAs are compared. In showroom visits and IAs fact from the manufactures, magazine advertisements, newspaper advertisements, and word-of-mouth information. Test drives are made in LA. Innovativeness, knowledge, and environmental concern are measured before visit/IA. Attitude toward EVs and purchase willingness are measured before, during and after. The field trials are supposed to mirror personal experience, the showroom visits personal and theoretical experience, and the IAs theoretical experience.

References

Beggs, S. D., Cardell, N. S., & Hausman, J. (1981). Assessing the potential demand for electric cars. Journal of Economics, 4, 87-129. Cherdn, E., & Zins, M. (1997). Electric vehicle purchasing intentions: The concern over battery charge duration. Transportation Research A, 31,235-243. Deshpane, G. K. (1982). Development of driving schedules for advanced vehicle assessment. SAE Technical Paper Series No 840360, Warrendale. Golob, T. F., & Gould, J. (1998). Projecting use of electric vehicles from household vehicle trials: Trial and error? Transportation Research B. In press. Golob, T. F., Torous, J., Bradley, M., Brownstone, D., & Crane, S. S. (1997a). Commercial fleet demand for alternative-fuel vehicles in California. Transportation Research A, 31,219-233. Golob, T. F., Bunch, D. S., & Brownstone, D. (1997b). A vehicle use forecasting model based on revealed and stated vehicle type choice and utilisation data. Journal of Transport Economics and Policy, 31, 69- 92. Gould, J., & Golob, T. F. (1997). Clean air forever? A longitudinal analysis of opinions about air pollution and electric vehicles. Manuscript submitted for publication. Greene, D. L. (1985). Estimating daily vehicle distributions and implications for limited-range vehicles. Transportation Research B, 19, 347-358. Garling, A., Johansson, A., & Garling, T. (1998). Attitudes toward and choice of electric vehicles. Manuscript submitted for publication. Gariing, A., Johansson, A., Laitila, T., & Garling, T. (1997). Hushalls installning till elbilar. Delrappon 2 fr§n projektet Bamfamiljers installning till resor med el/hybridbilar. Harwood, M., & Wittman, J. (1997). Consumer demographics. Technical Report, PSI Energy, Indianapolis, IN. Hautzinger, H. (1991). Elektroauto und mobilitat: Das Einsatzpotential von Elektroautos. Germany: Heilbronn. Kiselewich, S. J., & Hamilton, W. F. (1982). Electrification of household travel by vehicles. SAE Technical Paper Series No 820452, Warrendale. Nesbitt, K. A., Kurani, K. S., & DeLuchi, M. A. (1992). Home recharging and the household electric vehicle market: A constraint analysis. Transportation Research Record No 1366: 11-19. Urban, G. L., Weinberg, B. D., & Hauser, J. R. (1996). Premarket forecasting of really-new products. Journal of Marketing, 60,47-60. Weinberg, B. D. (1992). An information-acceleration-based methodology for developing preproduction forecasts for durable goods: Design, development, and initial validation. Unpublished doctoral thesis, Sloan School of Management, Massachusetts Institute of Technology, MA.

What performance is needed to make the electric vehicle competitive with the internal combustion car?

Karl-Oskar Kalsner, Staffan Hulten, Stockholm School of Economics, EFI, The Economic Research Institute.

This project aims at explaining how changes in the electric vehicle's technology and performance affect demand and the users' valuation of electric vehicles. The empirical material consists of two already done questionnaires and a planned new similar questionnaire. The questionnaires are sent to users of electric vehicles.

0VUwWffWBLWEDDEUWmrOMbunaAH*E*t*kU 2.4*. WM2-21. IMI Seminar E&H 20-21 of October 1998 8 07)

The comparative investigation of how electric vehicle users value electric vehicles on different technology levels make it possible to estimate how future technology improvements may influence demand. We will also introduce the concept of user commitment as a way to study this process of technological transformation. The level and formation of commitment among users of a developing technology is argued to be an indicator of how the technological transformation is proceeding.

Material constraints for large-scale electric and hybrid-electric vehicle systems

Ingrid Rade, Dep. of physical Resource Theory, Chalmers Institute of Technology. Gothenburg.

We are investigating whether the build-up of large-scale EV or HEV systems during the next century could meet any severe material constraints.

The major technologies investigated are batteries and fuelcells. The geographical scope is global, the time-frame is the next century and the study is limited to personal cars. The study mainly deals with resource constraints, including both primary and secondary supply, and the materials studied are metals.

The assessment comprises seven types of batteries: lithium-polymer, lithium-ion, high temperature lithium, zebra, nickel metal hydride, nickel cadmium and lead-acid. Three types of PEM fuel cells are investigated: one using direct hydrogen fuel, a second using reformed fuel and a third using direct methanol fuel.

Method

The fundamental issue of concern in this study is if material availability can meet material requirement, or put in another way, how much metal that will be available for the personal car system. The following equation gives the basic factors involved:

„ material availability material availability Number of vehicles - _ =( material s (kwhorkw s l kWh or kW / ' vehicle /

The three basic factors are thus: Material availability’, how much material will be available for a personal car system? Material intensity, how much material is needed to provide a kWh or a kW? Energy or power per vehicle, how much energy or power is required for each vehicle?

Expected results

Quantitative results will be given in the form of potential vehicle fleet sizes. These figures will then be discussed quantitatively as well as qualitatively in terms of material requirement and availability. Concerning material requirement, we will discuss materials intensities, energy and power requirements per vehicle and the potential size of EV and HEV markets. Concerning material availability, prospects for increased or decreased primary metal availability, effects of different recycling strategies and competition for the metals from other uses will be discussed. Preliminary results for batteries will be presented at the seminar.

OAAw\X)ffWBL'MEDDELANXI»«

Technical- and traffic orientated study of future city buses. Scientific evaluation of electric and electric hybrid buses in Stockolm, Malmo and Uppsala.

Ingvar Bluckert, Ingemar Karlsson Ecotrans Technology Co, Helsingborg.

A modem city bus has an estimated economical lifetime of about 10 years, which means that a new bus generation meant to replace the existing fleet from 1993-96, has to come into service in about six to seven years from now. If new mass-produced vehicles are to be available in the beginning of the next century it is necessary to start a process, giving impulses to new types of inner city vehicles today. In a comprehensive study the Swedish community transport organisations AB Storstockholms Lokaltrafik, Lanstrafiken i Malmohus Lan AB and AB Uppsalabuss have decided to co-operate in an evaluation of existing electric and electric hybrid buses. The study is to be carried out in co-operation with Lunds Tekniska Hogskola. Uppsala Universitet and respective traffic contractor and will include future studies of alternative vehicle concepts as Battery powered buses and electric hybrid buses of varied design. The study is intended to research, analyse and evaluate questions regarding several different bus concepts referring to both technical and traffic related matters. The study aims at producing a model, which in a simulation programme form may be used by decision-makers as support in connection with choosing functional requirements for future inner city public vehicles. The model is to form the basis of decisions regarding exhaust emissions, noise levels, technical performance, design and traffic-availability. A scientific report will give details of a dynamic model of the technical performance and traffic-availability regarding electric and electric hybrid buses. The registered data will be made accessible for national and international users in a database. The database will serve as base for future development of electric and electric hybrid buses. Via passenger attitude studies, practical tests and other passenger related factors, e.g. interior furnishing, information systems, bus stop calls, comfort characteristics etc. the suitability of respective bus type for inner city traffic both is studied. Traffic availability is also studied in the following aspects; Street accessibility, vehicle lengths, turning radii, overhangs, aesthetic impact in the city panorama, noise and exhausts effects etc. Traffic availability performance demands for future vehicle types are to be elaborated in the course of the project, based on the results shown in the various sub-studies. The project forms an integrated whole based on Swedish national criteria but is broken down into sub-divisions depending on the participating vehicle types, the three cities, and different vehicle delivery time. One study takes place in Uppsala with AB Uppsalabuss as responsible undertaker. The study is carried out together with Uppsala University, Department of Physics and MTC. The traffic evaluation is carried out b> LTH, Traffic Department in Lund. One study is carried out in Malmd with Lanstrafiken i Malmohus Lan AB as undertaker together with LTH, Department of Industrial Electrotechnics and Automation (IEA) in Lund and MTC. The traffic evaluation is done by LTH, Traffic Department in Lund. The traffic availability evaluation in Stockholm is carried out by SL together with LTH, Traffic Department in Lund. Ecotrans Teknik AB acts as a consultant responsible for management and co-ordination of the different studies. An electric hybrid bus project is run in Stockholm by SL involves six 12-metre Scania/D AB buses equipped with petrol engines that with an alternator is generates power to a centrally placed electric motor or for charging of a lead battery unit. One part of the study involves a petrol engine which has been converted to ethanol. This will be evaluated as the previous systems.

OVViwlXHffVnLlMEUDELWmr.:<'Ab*M AH« EegtUU t*2Ax-. IWUMl. l$tl Seminar E & H 20 - 21 of October 1998 10 (17)

Neoplan MIC8012 is a full 10.6 m composite bus in low floor design with a exhaust converter equipped petrol/bio gas engine that with a generator is generating power to two wheel hub mounted electric motors or charging a NiMH battery unit. Neoplan MIC 8010 Park and Ride project in Uppsala is an electrically powered full composite bus 8.0m bus with lead batteries. The Battery unit is interchangeable with recharged units in a special system. The battery unit is replaced twice daily. As reference object is a 12m city diesel bus is used. Some parts of the project have been running for some time while others have been delayed. Never-the-less it seem as if the activities may increase to the planned level during this autumn.

O*Arn«UO0»VtiVMtI>DtLANMm-a<\Al»Veet AB* E»t

ZEUS

Project Manager Stockholm: EvaSunnerstedt-Stockholm Assistant Project European Coordinator: Mats Svensson- Stockholm Project European coordinator: Gustaf Landahl-Stockholm

Numerous national and international policies stress the need for energy efficient and sustainable transport systems in Europe. Mobility is, after all, essential to economic development and cultural and social integration At the same time, however, we are becoming increasingly aware of the negative impact of traditional traffic and transport on our environment - congestion, noise and air pollution, for example. Cities play a strategic role in this context - 75% of all energy is used in cities, with road vehicles accounting for 80% of the energy used by transportation. City administrations can often impose restrictions, but they also represent an important market actor in the field of vehicle procurement. As a united group, city administrations form an influential market player with the capacity to promote zero and low emission vehicles, to help augment the corresponding infrastructure, to press the prices of cleaner, "greener" fuels and vehicles, to arouse public interest and to provide the incentives needed to encourage the rest of the market to follow their example. In these efforts, city administrations must join forces with private industry, the motor industry, universities, national research commissions and other government bodies. The ZEUS project, supported by THERMIE at the European Directorate for Energy (DG XVII), constitutes a step towards reconciling all the above factors, thereby contributing to the creation of environmentally viable and sustainable transport systems within Europe. PROJECT OBJECTIVES The ZEUS project will help remove market obstacles which hinder the widespread use of zero and low emission vehicles. Market obstacles include the high cost of current vehicle offerings, a lack of infrastructure for fuel and maintenance, and a lack of sufficient incentives to boost early market penetration. To remove these obstacles, this cooperative effort of 8 European cities will purchase and put into use over a thousand zero and low emission vehicles. Many vehicles will be purchased through a common procurement process, on a virtually unprecedented scale. A wide range of fuels and vehicles are included, both public and private transport. In addition, the project will study incentives and initiatives which can support the public use of more energy efficient transport. The ZEUS project will demonstrate opportunities to provide citizens with the option to travel low-energy in whatever form of transport they choose. The project will also stimulate transportation by "greener" modes, such as by running public transport on innovative fuelsintroducing enhanced telematics for passenger information and generally promoting public awareness of the links between transport, energy and the environment.

THE SPREAD OF ACTIONS INCLUDED IN THE ZEUS PROJECT: City Vehicles Fuels Systems & Equpment City planning & infrastructure Athens/ Amaroussion 5 buses, Natural gas, electricity Local transportation, car Car parking, dedicated lanes, 25 electric cars (optional sharing charging stations for EV, photovoltaics) fuelling stations for gas vehicles Bremen 2 advanced diesel/ electric hybrid CNG, electric hybrids Car sharing with intelligent Integration with urban city buses, 100 natural gas vehicles lockers planning Copenhagen SO electric cars, 4 biofuelled Electricity, DME Improved transfer system, Incentives for electric (DME) buses, 600 city bikes "pedal power" telematics vehicles, recharging facilities for EV, cycle infrastructure Helsinki 5 LPG buses LPG Traffic signal priority scheme Fuelling facilities, public 11 CNG buses CNG awareness campaigns London/ Coventry 286 cars, vans, buses and other CNG & electricity, Fleet management and car CNG, electric fast charging municipal vehicles, 52 taxis, 25 LPG sharing, passenger demand stations, car/ride sharing, buses, 281 third-party cars/vans buses, on-board vehicle incentive schemes, monitoring systems evaluation of envir impact Luxembourg Re-equipping of public transport 100% RME Engine equipment for 100% Dedicated bus lanes vehicles, 45 RME buses fuel - new additives RME running Palermo 25 CNG buses, 10 electric freight Electricity using 4 interchange parking Gas and electric fuelling, vehicles, 10 CNG taxis, 210 CNG photovoltaics, CNG centres, car sharing access for low-energ) cars to cars 100 EV city centre Stockholm 222 vehicles (cars, vans, light Biogas and ethanol, Infrastructure for electric and Electric vehicles in car pools trucks), 6 hybrid buses, low floor, 3 electricity and electric biogas vehicles and car rental companies, biogas waste trucks, 1 biogas- hybrids transportation system stud)' fuelled biogas distribution truck

O WWX)immUMEDOELWmiM

21 of October

Environmental Assessment of energy carriers for EV (road transport)

Magnus Blinge. Department for Transportation Technology. Chalmers Institute of Technology. Gothenburg.

The main motive for this is to supplement KFB-meddelande 1997:5, LCA of alternative fuels, with electricity as an energy supply alternative for the transportation sector. The results from present LCAs of electricity production vary, sometime with a factor 5, which makes the situation unclear. This project consists of a specification and evaluation of the methods and data that presently are used in analyses of the environmental performance of energy supply chains for electric vehicles. Suggestions of appropriate methods for various classes of problems will be presented. The research question is: How is the environmental load from electricity production appropriately connected to the electricity use in the transportation sector?

Electric Vehicle in Gothenburg.

Thomas Hammarlund. Helene Andersson, City of Gothenburg, Gothenburg

"Electric vehicles in Goteborg" is a project managed in cooperation between The City of Goteborg, Goteborg Energi, Vattenfall and K.FB. It is a demonstration project and its main purpose is to encourage the development of an increasing permanent use of electric vehicles, especially within the private sector. The project started in 1990 and consists of three phases. It is currently in its third and final phase, the volume phase, whereby retailers have taken over the sale of EVs, which was previously administered by the project. In turn the project assists the retail of the cars with PR and information campaigns to increase sales and thereby the use of EVs. Now there are three EV retailers in Goteborg that offer five car models for sale in cooperation with the project. Over 50 passenger cars and light delivery vans are at the moment in use in Goteborg within the project. By the end of 1998 it is expected that 100 EVs will be used, mainly within the private sector. Over 800 000 km were covered by the EV fleet in September 1998, during summer as well winter weather conditions. Upon inquiry the EV users appear to be satisfied with the quality as well as the performance of the vehicles.

Evaluation of Ethanol Hybrid Buses in Stockholm.

Bo Hjertstrand The Stockholm County Public Transport Company. Stockholm

The thought started for about 20 years ago at a discussion on to find out an alternative to the diesel bus. Various ideas implemented to find out an energy saving and environment-friendly vehicle. Several projects are already being carried out in part financing from various public authorities and private companies. The objective of these projects, besides to find out an alternative to diesel engine, has also been to force the large motor engine

GAAnwyOirn:BL\M£DDUAN'l»»rt24vUWM A1U vti 2-*x. 199112 21 IM>1 Seminar E & H 20 - 21 of October 1998 13 (17) manufactures to compete to construct better engines. One of the objectives was to let most of the manufacturers to invest in various alternative fuels. As a result it is possible to buy hybrid buses today. The diesel engines are no longer an environmental delinquent. The taken efforts show that it is quite possible to carry out tests even with untried techniques.-The passengers have however been suffering during the test period, since the trial buses have replaced all the regular buses of the particular bus line. It is inevitable that the completely untried techniques sometimes go wrong.

But the reliability has become much better even though many of the passengers have no understanding in regard to the tests of new techniques in buses. Many of the viewpoints were on the high noises from the buses, when they are stationary at the bus stops, and also on the different sound than usual buses. There have been, in comparison to other buses, many child sicknesses, which in reality have nothing to do with hybrid buses. There have also been many defects on components and systems that have secondary connection to hybrid operation. Especially, most of these defects were owing to a very high temperature in the engine compartment or due to overloads in the buses and as a result, the hybrid system of the vehicle had to start once again. Before proceeding with the project, the buses should have to be completed with noise isolation, good ventilation and also with those viewpoints, the drivers have conveyed.

The objectives

Like all serious development and demonstration projects, it is necessary to define the intention of this project and what are objectives tried to obtain. It is obvious that the purpose of hybrid operation of city buses is to minimise the environmental strains from public transport. Therefore, the main objective is to minimise first of all the environmental and injurious emissions. The aim of the project is also to create opportunities for cost-effective bus traffic at a minimum environmental influence in built-up areas. SL has been involved in developing a vehicle, which could compete with the available technique for the purpose of forcing the vehicle industry to improve and find alternatives to diesel engines.

Conversion to ethanol

Already the conversion of engines to ethanol operation has started. 2.3 litre SAAB engines with components, which are adapted to ethanol operation, has been installed in six buses. One of the buses is started up on Ethanol fuel (E85). The seventh engine will be optimised to ethanol operation with least possible emissions at the Institute of Technologies at Lund. The experience of the optimisation will be taken into consideration for the final conversion of buses.

Technique

Scania, the Danish Automobile Manufacturer in Silkeborg, is manufacturing bodies and chassises of the buses. Atlas Copco is developing the power electronic. Kristian Julen at Thoreb develops the steering electronic and the overall solutions. Earlier, he has been employed at SL and has taken an active part from the beginning itself in the project that constructed the first test bus by SL.

Specifications

Bus data City bus with low-floor, 2+2+1 doors Size long = 12.00 m, broad = 2.50 m, height = 3.40 m, wheelbase = 6.14 m Weight kerb weight = 12 460 kg, total weight = 17 080 kg, front/rear axle = 4390/8070 k Engine SAAB 2.3 1 16v, catalyst, effect 55 kW Fuel petrol (engine to generator) Generator 55kW D.C. 400 V Energy storing 270 NiCa-cells 1.25v 80Ah 1 000 kg approx. Electric motors 2 units 3 way ABB <75 kW Power electronic Atlas Copco 150 kW Steering-electronic Thoreb Elsymux with hybrid node

The principle of hybrid operation is based on a generator unit consists of an internal-combustion engine driving a generator which, in turn, delivers power to charge a battery. At accelerations as well as at times with high

OAAWJOUrUBDMEODLLANM»9ra<'AhiViH Ail* E>ttUUv«r2j*oc. IMM2-31. 1501 Seminar E&H 20-21 of October 1998 14 (17) loads, energy is taken from both generator (approx. 50 kW) and battery (approx. 100 kW) via the power electronics, which is sufficient enough to maintain a good acceleration. But the combustion engine alone can not accelerate a bus. During constant-speed operation, the generatorOs surplus power charges the battery. The bus can be battery powered for about eight km in city traffic, with the combustion engine turned off. When the bus is stationary or at short runs, the generator, which delivers more electricity than the need to drive the bus, charges the battery. In sensitive areas the engine can be turned off and the bus is then powered by energy stored in the battery. The engine, which is fuelled with petrol or ethanol, is equipped with a three-way catalytic converter that eliminates a vast proportion of the pollutants in the exhaust gases.

Emissions

Hybrid system is very complex. The environmental profits should be very high to motivate an investment in the technique. Any real emission measurement of existinghybrid systems is not yet been carried out. Hence, the objectives of the ethanol conversion project in regard to emissions can not put in relation to the effects of petrol engines. KFB has not yet formulated any emission targets. But it should be considered that an investing on hybrid system in city buses could only be justified, if the system in the long run has a higher potential to ameliorate the environment than other minor complex and expensive systems. Hence, the conversion of petrol to ethanol operation will be a main element in demonstrating this potential. Since the technique, that has been developed, is worth to demonstrate and could be served as a basis for continuous development, the emission objectives should be placed highly.

Goals

The emission objectives are proposed to formulate, using the HSG-concept of Volvo, a calculation method developed by NUTEK, to ease the co-ordination and evaluation of various environmental-friendly transport systems. The Nutek-method assumes the American ULEV-requirements for cars.

NOx 0.2 g/mile - 0.12 g/km NMOG (HC) 0.04 g/mile - 0.025 g/km CO 1.7 g/mile - 1.05 g/km

It is presumed that a car that can cope with the ULEV-requirements has a fuel consumption of 1 litre per 10 km. One litre petrol contains 32 MJ of energy. Accordingly the limit value for NOx will be 0.12/3.2 = 0.0375 g/MJ fuel-energy. The efficiency of fuel to run a car, which drives according to the American driving cycle, is approx. 15%. The limit value of NOx, on the basis of power to driving wheel, comes to 37.5/0.15 = 250 mg/MJ, i.e. 900 mg/kWh = 0.9 g/kWh. Corresponding value for HC (NMOG) and CO is 0.19 g/kWh and 7.9 g/kWh respectively. The proposed permissible limit for SLs ethanol converted hybrid buses will be as follows:

g/kWh power to driving cycle NOx 1.0 HC/NMOG 0.2 CO 8.0

Since the emission target is associated with the performed work of the vehicle, i.e. driving-wheel-power, the transmission-efficiency is affected by the emission targets of the ethanol engine. Assume that the efficiency produced by the engine (to the driving wheel) is 50%. The emission target of NOx for the engine will be thus 0.5 x 1 = 0.5 g/kWli engine power. The total volume of the emissions and the performed engine power has to be calculated to decide the actual emission. Braunschweig-cyckel is a suitable load cycle.

Sweden on Electric Wheels. An interdisciplinary competition about city planning - traffic planning - electric vehicles (road transport) in the future (year 2015).

Asa Vagland, Amy Rader Olson Inregia Co. Stockholm

Sverige p& Elektrisk V3g has a total budget of 1,5 million SEK with support from KFB of approximately a third of the total sum. Other sponsors are the cities of Stockholm, Gothenburg, Malmo and Lund, the regional authorities RegionfSrbundet Sk&ne and Stockholm County Council, and the energy companies Stockholm Energi, Goteborg Energi and Sydkraft. Inregia AB is the competition manager and is responsible for the co-ordination of the project.

The aim of the project is to organise and carry out the competition Sverige p& Elektrisk Vag - a multidisciplinary planning and ideas competition about electric vehicles in Swedish cities. Competitors will show how an urban neighbourhood will look in the future, when electric vehicles are well integrated in the city, what new possibilities they offer for urban life, and how they will be used. Teams must include at least three people with expertise in design, planning, or engineering. Prizes total 560 000 SEK, 200 000 SEK for the Grand Prize.

The project started in the beginning of 1998 with the selection of sponsors and steering committee. During the summer of 1998 the competition programme was written, the jury was formed and in September the competition was opened for competitors. During the autumn, Inregia will function as competition manager while competing teams are busy working with the competition submittals which must be submitted by December 1998. In January and February of 1999, the competition results will be published and the award ceremony held.

Technologies for Carbon-Dioxide Neutral Transportation Systems

Bengt Johansson, Max Ahman Department of Energy- and Environmental System Studies. Lund Institute of Technology. Lund.

The purpose of the project is to compare different options to achieve carbon-dioxide neutral transportation systems. The most important alternatives available are l)increasing the vehicle energy efficiency combined with the use of biomass-based fuels, and 2) using electric vehicles that drive on electricity from renewable energy sources (or possibly nuclear energy or fossil fuels with carbon sequestration and disposal, these alternatives are discussed in the project but are not the main focus). The focus in this project is on the environmental and economic prerequisites for electic vehicles (battery- powered and hybrid vehicles). The study will amongst others include the following areas: ♦An assessement of the state-of-the art in electric vehicle technology. Estimates of costs and energy efficiencies expected in the future for these vehicles. ♦Descriptions of possible electricity supply systems based on renewable energy sources, with estimates of the cost for electricty supplied to consumers charging their electric vehicles. We will use a marginal cost perspective and include both production cost and cost of distribution. ♦Comparisons of the emission of NOx , VOC and particulates from the different vehicle types. Environmental cost estimates will be used to weigh the value of these emissions.

0,VVw\X>BWBUMED0ajWimtf4'AMrecivtitiE»<«kUwl4*. IW-IHI. Util Seminar E & H 20 - 21 of October 1998 MOV

*The results will hopefully lead to an increased understanding of under which circumstances electric vehicles will be competitive to other options for achieving C02 neutral transportation systems. It is not, however, expected that the project will end up in any final conclusions of the suitability of electric vehicles. For such conclusions too many major uncertainties will remain.

Introduction of Electric and Hybrid Vehicles to the Elderly and Disabled Service in the Gothenburg Region: A cost-benefit analysis.

Osvaldo Salas Gothenburg School of Economics, Gothenburg

This study analyses the potential costs of introduction of electricity and hybrid vehicles in the elderly and disabled service in the Gothenburg region. This signifies that we will put the new costs in relation to the actual costs. The analysis will be carried out using cost-benefit analysis methods. The expected results are to obtain complete information about which economic conditions an introduction of electricity and hybrid vehicles will require. We also expecte to be able to determine the positive and negative external effects for a project of this kind.

Battery Change Project. Goods delivery in Stockholm with EV using battery change.

Olof Ohlson. Stockholm Energy Company. Stockholm

There is one site for replacement of batteries for small vans intended for light goods distribution in the city centre. This project started in 1995 with 10 vehicles that were used by two companies.' At the moment there aie 14 vehicles and four companies using the vehicles. The main purpose is to measure the market penetration of light goods distribution with this technology. Some of the conclusions today are: In spite of the old system for battery exchange, that took a long time to handle, the cars were used to the same extent as ordinary gasoline vans. Usually the stationary chargers were used instead of the battery exchange system. In spite of the fact that the battery exchange technology was not sufficiently utilised, the total concept is commercially interesting. The price charged for goods delivery is in the same order of magnitude as for ordinary vehicles

1 Olsson, Olof. 1996. The benefit of battery change and battery leasing. In Proceedings from Electric Vehicle Symposium 13, Osaka, Japan, 13-16 October 1996.

(iWMJtlUtt lUVMLOOELAV'IWl 2« Ab*n*t Alt* E/it«LU Wf 1. 199:12 21 1201 Seminar E&H20-21 of October 1998 17 (17)

Status of Battery Development.

Bo Andersson, Arne Johansson Catella Generics Co. Stockholm.

The idea behind this project is to investigate and report: the development status and the development potential for different battery technologies; development restrictions, alternative usage and connections between different suppliers. We will in the first place use the international network we have with manufacturers and developing companies. On this basis we will add literature search and direct contacts to reach important sources for information. A status report will be delivered in January 1997. The most promising candidates will be further investigated and an updated status report will be delivered in January 1998. During the final phase, the information is compiled and completed.

Electric and Hybrid Vehicles in a Sustainable Society.

Kanehira Maruo, Hans Fogelberg Section of Science and Technology Studies (Human Technology), Goteborg University

The aim of the project is, from a starting point of the competence and the networks that have been built up by these earlier projects supported by the board ("The Automobile at the Cross-Roads, ACROSS" and "The Future of Electric and Electric Hybrid Vehicles, FEEV"), to continue working within the Electric and Hybrid Vehicle Project. The project leader shall watch the development of electric and hybrid vehicles in Asia and California. The project leader shall, by using the acquired knowledge, describe how the development in Sweden will possibly be influenced by the development in Asia and California. The project leader shall utilize and develop his academic, industrial, and governmental networks, partly to acquire information and partly to create the Swedish Transport and Communication Research Board (KFB) possibilities to initiate dialogues with key players. The project leader also diffuse information about KFB's program through his networks, and by participating in conferences and seminars. A concrete task for the project leader is to help KFB get contact with presumptive electric and hybrid vehicle manufacturers, and to assist KFB to implement the delivery of the vehicles. The project leader also informs the Swedish people about the development within this field by writing reports, articles, and conference presentations.

Works produced within the project: * Maruo, Kanehira & Schwartz, 1998, Birgitta, An Outsider Initiative in the Emerging EV Market — the PIVCO adventures in Norway and California, A case study for the EU project "Strategic Niche Management as a tool for Transition to a Sustainable Transportation System", presented in Seville, Spain, June 1998.

* Maruo, Kanehira, 1998, Electric vehicle design and introduction strategies in Swiss and Norway, presented ai the International Conferenceon Science, Technology, and Society in Tokyo, Japan, March 1998.

* Maruo, Kanehira, 1998, Electric vehicle design and introduction strategies in Switzerland and Norway, a paper presented at the Swedish Conference for Transportation and Economy in BorlSnge, Sweden,, May 1998.

* Maruo, Kanehira, 1998, 'Falling into the prototype trap - EV venture firms and their struggle for survival' for an international electric vehicle anthology, eds., Hulten, Staffan & Cowan, Robin. (Forthcoming)

* Maruo, Kanehira & Lane, Ben, 1998, Emerging Partnerships for the Development of Fuel Cell Transport , going to be presented at the Greening of Industry Network Conference in Rome, November 1998.

OWwWBWHUMEDDELWmr.2«\AbitfwiAJU wl-*oc. I99M34I. l)flt Seminar E&H 20-21 of October 1998 Appendix

Program for Project seminar KFBs program for Electric- and Hybrid Vehicles 20-21 October 1998

20 October

10.30- 11.00. Coffee - Tea. 11.00- 11.05. Urban Karlstrom, Director General KFB. Welcome. 11.05-11.45. Daniel Sperling, ITS, Davis. “The Transiton to Electric-Drive Vehicles: How, When, Where, and What?”. 11.45-12.00. Hans G Pettersson KFB. Program manager. Presentation of KFB and the program 12.00- 13.30 Lunch.

13.30- 17.00. Presentation of projects. Speaking partner Daniel Sperling. 10 minutes per project. 5 minutes questions and remarks by DS.

1. Demonstration program ”EV in region Skane ”. Hans Pohl, Sydkraft Power Co. 2. Lund Electric Vehicles Database and Evaluation. Niklas Fridstrand, Department of electric machines and automation, Lund Institute of Technology, Lund. 3. UTOPIA-An European project. David Banner, KFB, Stockholm 4. Risks in connection with Electric Vehicles. Hakan Torstensson, SSPA Maritime Consulting Co, Chalmers Institute of Technology, Gothenburg. 5. Experience of Electric Vehicle Programs in the World - Results, experience and evaluations with the KFB Program. Tina Karlberg, Swedish Technical Attache - STATT, Germany, Bonn, 6. Electric Vehicle use and a Comparison between Different Methods of Presenting the Electric Vehicle Concept. Anita Garling, Department of Road and Traffic Planning, Chalmers Institute of Technology. Gothenburg.

15.00- 15.20. Coffee-Tea

7. What performance is needed to make the electric vehicle competitive with the internal combustion car? Karl-Oskar Kalsner, Staffan Hulten, Stockholm School of Economics, EFI. The Economic Research Institute. 8. Material constraints for large-scale electric and hybrid-electric vehicle systems. Ingrid Rade. Dep. of physical Resource Theory, Chalmers Institute of Technology. Gothenburg. 9. Technical- and traffic orientated study of future city buses. Scientific evaluation of electric and electric hybrid buses in Stockolm, Malmo and Uppsala.. Ingvar Bluckert, Ecotrans Technology Co, Helsingborg. 10. ZEUS-Zero and low Emission vehicles in Urban Society. Mats Svensson, Stockholm Environment and Health Protection Adm. Stockholm.

17.00- 17.30. Comments & remarks from Daniel Sperling and discussion.

20.00 Dinner (place will be announced during the seminar) Seminar E & H 20 - 21 of October 1998 Appendix

21 October

9.00- 10.15. Presentation of projects. Speaking partner Goran Friberg, Head of Division at KFB. Speaking languish will be Swedish. 10 minutes per project. 5 minutes questions and remarks by GF.

1. Environmental Assessment of energy carriers for EV (road transport). Magnus Blinge. Department for transportation technology. Chalmers Institute of Technology. Gothenburg. 2. Electric vehicle in Gothenburg. Thomas Hammarlund, Gothenburg 3. Evaluation of Ethanol Hybrid Busses in Stockholm. Bo Hjertstrand, The Stockholm County Public Transport Company. Stockholm 4. Sweden on Electric Wheels. An interdisciplinary competition about city planning - traffic planning - electric vehicles (road transport) in the future (year 2015). Asa Vagland, Inregia Co. Stockholm 5. Analyse of Questions to Electric Vehicle Users and some Technical Parameters. Niklas Fridstrand, Department of electric machines and automation, Lund Institute of Technology, Lund. 10.15-10.45: Coffee-brake 10.45- 12.00 6. Technologies for Carbon Dioxide Neutral Transportation Systems. Bengt Johansson. Department of energy- and environmental system studies. University of Lund. Lund. 7. Introduction of Electricity and Hybrid Vehicles to the Elderly and Disabled Service in the Gothenburg Region: A cost-benefit analyse. Osvaldo Salas, Gothenburg School of Economics, Gothenburg 8. Battery Exchange Project. Goods Delivery in Stockholm with EV. Olof Ohlson. Stockholm Energy Company. Stockholm 9. Status of Battery Development. Bo Andersson. Catella Generics Co. Stockholm. 10. EV in a sustainable Society. Kanehira Maruo. Department of Human Technology, University of Gothenburg. Gothenburg. 12.00- 12.45. Comments & remarks from Goran Friberg and discussion. (45 min) 12.45- 13.00. Final remarks by KFB.

Q-\MATnASU.Pwytrf rojtto««wwii».3l otaofc«rmrfn>giBOO_2»ofcUoc. m*.12-31. I$«