To enhance the transition to electrified vehicles, such as PHEVs, the use patterns of cars need to be well understood and thus information about individual vehicle's movements over longer time periods is needed. This is of major importance for instance for optimal powertrain and battery design, estimation of consumer viability and potential for PHEVs and for assessment of policies for shifting energy use in transport sector from fuel to electricity. Good and publicly available data of this kind is today unfortunately lacking. The aim of this project has been to gather a larger amount of data on the characteristics and distribution of individual movements for privately driven cars in Sweden by measurement with GPS equipment. The logging was performed with commercial equipment containing a GPS unit, including a roof-mounted antenna, and a gprs communication unit. Data logged (2.5 Hz) were: time, position, velocity, and number and id of used satellites. The measurements started in June 2010 and ended in September 2012. The target has been to accomplish good quality measurements of at least 30 days for about 500 representative vehicles. The paper includes a description of the project, an analysis of its representativeness and some car movement statistics for the full results.

The ability to regenerate energy when braking is a valuable advantage of hybrid and fully electric vehicles.How much energy that can be regenerated depends mainly on the car driving and the capacity of the driveline. Detailed studies of possibilities for brake energy regeneration in real world driving are needed to better understand the potential gains of car-electrification since test cycles do not take individual driving or elevation into account. This study has analysed the potential for regeneration in Swedish car driving by applying a model for a normalized vehicle to a highly detailed and representative data set of individual car movements for privately driven cars in Sweden.The share of energy at the wheels used for braking was found to range from 12% to 63%, with an average of 30%. Engine braking could however reduce the amount of recoverable energy to about 16%. On average 42% and 89% of the potentially regenerable energy is available below 10 and 40 kW, respectively. Drivers with lower average speed have in general a higher share of the energy at the wheels potentially available for regeneration. This is however not an important factor to determine the total yearly energy/cost savings.Instead the yearly mileage is shown to be a more relevant indicator on total energy savings from regeneration. The results are compared to the NEDC and WLTP test cycles.

The ability to regenerate energy when braking is a valuable advantage of hybrid and fully electric vehicles. How much energy that can be regenerated depends mainly on the car driving and the capacity of the driveline. Detailed studies of possibilities for brake energy regeneration in real world driving are needed to better understand the potential gains of car-electrification since test cycles do not take individual driving or elevation into account. This study has analysed the potential for regeneration in Swedish car driving by applying a model for a normalized vehicle to a highly detailed and representative data set of individual car movements for privately driven cars in Sweden. The share of energy at the wheels used for braking was found to range from 12% to 63%, with an average of 30%. Engine braking could however reduce the amount of recoverable energy to about 16%. On average 42% and 89% of the potentially regenerable energy is available below 10 and 40 kW, respectively. Drivers with lower average speed have in general a higher share of the energy at the wheels potentially available for regeneration. This is however not an important factor to determine the total yearly energy/cost savings. Instead the yearly mileage is shown to be a more relevant indicator on total energy savings from regeneration. The results are compared to the NEDC and WLTP test cycles.

To enhance the transition to electrified vehicles, such as PHEVs, the use patterns of cars need to be well understood and thus information about individual vehicle's movements over longer time periods is needed. This is of major importance for instance for optimal powertrain and battery design, estimation of consumer viability and potential for PHEVs and for assessment of policies for shifting energy use in transport sector from fuel to electricity. Good and publicly available data of this kind is today unfortunately lacking. The aim of this project has been to gather a larger amount of data on the characteristics and distribution of individual movements for privately driven cars in Sweden by measurement with GPS equipment. The logging was performed with commercial equipment containing a GPS unit, including a roof-mounted antenna, and a gprs communication unit. Data logged (2.5 Hz) were: time, position, velocity, and number and id of used satellites. The measurements started in June 2010 and ended in September 2012. The target has been to accomplish good quality measurements of at least 30 days for about 500 representative vehicles. The paper includes a description of the project, an analysis of its representativeness and some car movement statistics for the full results.

The PHEV is an interesting option for reducing greenhouse gas emissions from transport or to increase energy security without losing performance in car operation. However finding an optimal battery size is of great importance for the overall economic and environmental performance of the PHEVs. This study investigates the resulting vehicle design, and fleet composition and performance when optimising the PHEV battery with respect to different objective functions possibly reflecting different actors' interest: number of PHEVs, cumulative cost savings and share of electric driving respectively under various assumptions concerning policies and costs. A recently available data set of car movements, containing 445 privately driven Swedish cars that have been measured with GPS-equipment for 1-2 months each is utilized to get a representative car fleet. We find that the battery size and fleet performance are heavily influenced by not only the choice of objective function for the optimization but also by its interaction with the cost structure and performance requirement in the transition from an energy efficient fuel-driven car to a PHEV.The effect of different policies may also vary depending on these conditions and may favour various actors' interests differently. We conclude that these aspects are important to consider both when designing vehicles and when formulating policies for the introduction of PHEVs.