Abstract

Trends show that the popularity of electric vehicles (EVs) has increased significantly in recent years, bringing about changes not only in the transport industry but also in the economy and society. There are many obstacles for EVs to reach their full market potential, among which the underdevelopment of the charging station infrastructure is clearly highlighted. The main objective of this PhD thesis is to provide a data-driven approach for an intelligent management of the infrastructure of EV charging stations using data science methods in the interdisciplinary field of sustainable transport, business and energy informatics. This dissertation answers three research questions: (i) "Where should a provider of EV charging station infrastructure install / remove / relocate a charging station?", (ii) "How can the infrastructure management approach be determined in view of the development of the existing infrastructure?" and (iii) "How can the range anxiety in the use of electric vehicles be defined and measured?" using practical methods. The scientific contributions of the dissertation are: a model and computing system based on real-world data intended for the management of charging station infrastructure for electric vehicles, and a techno-economic framework that allows a technological action plan and the analysis of what-if scenarios for the development of charging stations for electric vehicles. Trendovi pokazuju kako se popularnost električnih vozila (EV) značajno povećala unazad par godina, uzrokovajući pritom promjene ne samo u transportnoj industriji već u poslovanju i društvu također. Postoje mnoge prepreke kako bi EV-ovi dosegli svoj potpuni tržišni potencijal među kojima se značajno ističe nerazvijenost infrastrukture punionica. Glavni cilj ove doktorske disertacije jest koristeći metode znanosti o podacima nad interdisciplinarnim područjem održivog transporta, ekonomije i energetske informatike, pružiti pristup temeljen na podacima za pametno upravljanje strukturom punionica EV-ova. Ova doktorska disertacija odgovara na tri istraživačka pitanja: (i) "Gdje pružatelj infrastrukture punionica za EV-ove treba postaviti/maknuti/premjestiti punionicu?", (ii) "Kako odrediti pristup upravljanja infrastrukturom s obzirom na razvijenost postojeće infrastructure?" te (iii) “Kako definirati I izmjeriti anksioznost dometa prilikom korištenja električnih vozila?” koristeći metodologije bazirane na podacima iz stvarnoga svijeta. Znanstveni doprinosi disertacije su: model i računalni sustav zasnovan na podacima namijenjen upravljanju infrastrukturom punionica za električna vozila te tehnološko-ekonomski radni okvir koji omogućuje tehnološki akcijski plan i analizu što-ako scenarija za razvoj infrastrukture punionica električnih vozila.

Abstract

technology is increasingly used in mobile settings, energy and battery management is becoming a part of everyday life. Many have experienced how quickly a battery can be depleted in a smartphone, laptop or electric cars, sometimes causing much distress. An important question is how we can understand and work with energy as a factor in interaction design to enable better experiences for end-users. Through design-oriented research, I have worked with the specific case of electric cars, which is currently a domain where people struggle in terms of energy management. The main issue in this use case is that current driving range estimates cause distrust and anxiety among drivers. Through sketches, prototypes and studies, I investigated causes as well as possible remedies to this situation. My conclusion is that instead of providing black-boxed predictions, in-car interfaces should expose the logics of estimates so that drivers know how their own actions in e.g. driving style, climate control, and other equipment, affects energy use. Revealing such energy mechanisms will not only empower the driver, it will also acknowledge the impact of variables that cannot be predicted automatically. In this work, understanding the dynamic aspects of energy has emerged as central to interaction with systems. This points to a need to design energy sensitive interactions - focusing on supporting users to find the right balance between energy use and the experiential values sought for. To ease design of energy sensitive interactions, energy use is divided into three different categories with accompanying ideals. These are exergy (always needed to achieve the required interaction), intergy (controllable and changing over time and use, needs to be addressed in design), and anergy (always waste that needs to be reduced). This articulation highlights aspects of energy that are specific to interaction design, and possible aspects to expose to allow more energy-efficient interactions in use.  I takt med att vi använder alltmer teknik i mobila sammanhang blir energi- och batterihantering en allt större del av vår vardag. Många har erfarenheter av de besvär som ett plötsligt urladdat batteri i en mobiltelefon, laptop eller elbil kan orsaka. En central fråga för att uppnå bättre användarupplevelser är hur vi kan förstå och arbeta med energi som en faktor i design av interaktion med mobil teknik. Genom designdriven forskning har jag arbetat specifikt med interaktionen i elbilar, en situation där många brottas med just hantering och förståelse av begränsad energi. En specifik utmaning i denna kontext är den misstro som många upplever kring existerande system för räckviddsberäkning. Genom skisser, prototyper och användarstudier har jag undersökt orsaker och praktiska lösningar på detta problem. Min slutsats är att bilens gränssnitt bör exponera den inre logik som beräkningarna bygger på, så att föraren förstår hur egna handlingar, såsom körsätt och användning av t ex kupévärmare, påverkar energiförbrukning och räckvidd. Detta leder till ökad upplevelse av kontroll för föraren, och samtidigt till mer tillförlitliga beräkningar då det tar hänsyn till variabler som inte kan förutsägas automatiskt. I arbetet har dynamiska aspekter av energi framträtt som centralt i användning av interaktiva system. Detta pekar på behovet av att designa energikänsliga interaktioner, som hjälper användaren att förstå balansen mellan energiåtgång och bruksvärde. För att stödja design av energikänsliga interaktioner artikuleras tre kategorier av energianvändning i interaktiva system. Dessa är exergi (behövs för att uppnå tänkt interaktion), intergi (kontrollerbar och föränderlig över tid och användning, måste adresseras med design), och anergi (är alltid ett slöseri som behöver reduceras). Denna artikulation belyser specifikt de aspekter av energiförbrukningen som varierar genom användning, och som skulle kunna exponeras för mer energieffektiv interaktion med ny teknik.  "p"QC 20160429

Abstract

Range anxiety is a relatively new concept which is defined as the fear of running out of power when driving an electric vehicle. To decrease range anxiety you can increase the battery size or decrease the minimum state of charge, the least amount of power that can be left in the battery, or to expand the available fast charging infrastructure. But is that economical feasible or even technically possible in today’s society? In this project we have used a theoretical model for estimating range anxiety and have simulated the average electricity consumption using two different kinds of electric vehicles, to see how often they reach range anxiety according to a specific definition of range anxiety implemented in this model. The simulations were performed for different scenarios in order to evaluate the effect of different parameters on range anxiety. The result that we got were that range anxiety can be decreased with bigger batteries but to get range anxiety just a few times a year you have to use battery sizes which aren’t economical feasible today. Despite the shortcomings of todays electric vehicles there are promising new and future technologies such as better batteries which might help alleviate range anxiety for electric vehicle owner. The conclusion from this study is that in the present fleet of electric vehicles is in need of more charging stations and faster charging to get by the problem with range anxiety and having a chance to compete with gasoline and diesel vehicles.

Abstract

Submitted by Eliene Soares da Silva (eliene.silva@fgv.br) on 2012-11-26T14:59:25Z No. of bitstreams: 1 FINAL THESIS_Sven Kämmerer.pdf: 4409442 bytes, checksum: f0b4d51fcb5997ef130c873c65386e15 (MD5) Approved for entry into archive by Eliene Soares da Silva (eliene.silva@fgv.br) on 2012-11-26T15:03:02Z (GMT) No. of bitstreams: 1 FINAL THESIS_Sven Kämmerer.pdf: 4409442 bytes, checksum: f0b4d51fcb5997ef130c873c65386e15 (MD5) Made available in DSpace on 2012-11-26T15:16:15Z (GMT). No. of bitstreams: 1 FINAL THESIS_Sven Kämmerer.pdf: 4409442 bytes, checksum: f0b4d51fcb5997ef130c873c65386e15 (MD5) Previous issue date: 2012-09-27 This thesis develops and evaluates a business model for connected full electric vehicles (FEV) for the European market. Despite a promoting political environment, various barriers have thus far prevented the FEV from becoming a mass-market vehicle. Besides cost, the most noteworthy of these barriers is represented by range anxiety, a product of FEVs’ limited range, lacking availability of charging infrastructure, and long recharging times. Connected FEVs, which maintain a constant connection to the surrounding infrastructure, appear to be a promising element to overcome drivers’ range anxiety. Yet their successful application requires a well functioning FEV ecosystem which can only be created through the collaboration of various stakeholders such as original equipment manufacturers (OEM), first tier suppliers (FTS), charging infrastructure and service providers (CISP), utilities, communication enablers, and governments. This thesis explores and evaluates how a business model, jointly created by these stakeholders, could look like, i.e. how stakeholders could collaborate in the design of products, services, infrastructure, and advanced mobility management, to meet drivers with a sensible value proposition that is at least equivalent to that of internal combustion engine (ICE) cars. It suggests that this value proposition will be an end-2-end package provided by CISPs or OEMs that comprises mobility packages (incl. pay per mile plans, battery leasing, charging and battery swapping (BS) infrastructure) and FEVs equipped with an on-board unit (OBU) combined with additional services targeted at range anxiety reduction. From a theoretical point of view the thesis answers the question which business model framework is suitable for the development of a holistic, i.e. all stakeholder-comprising business model for connected FEVs and defines such a business model. In doing so the thesis provides the first comprehensive business model related research findings on connected FEVs, as prior works focused on the much less complex scenario featuring only 'offline' FEVs.