000000250118 - Bundesamt für Energie BFE

Transcription

DIS-Projekt Nr. : 47854
DIS-Vertrags Nr.: 87977
Verkehr/Batterien & Supercapacitors
Im Auftrag des
Bundesamtes für Energie
Schlussbericht Dezember 2005
Energieeffizienter Leicht-Scooter
im Gewichtsbereich eines Mofa
ausgearbeitet durch
Andreas Fuchs
Hochschule für Technik und Informatik Bern
Quellgasse 21
2501 Biel
VERTRAULICH
SPERRFRIST bis 31. Dez. 2005
Energy-efficient
Ultralightweight E-Scooter
(ULS)
Feasibility Study
Berne University of Applied Sciences
School of Engineering and Information Technology, HTI Biel/Bienne
Andreas Fuchs, Bernhard Gerster, Andrea Vezzini
For the Swiss Federal Agency of Energy
2004/05
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Disclaimer
Due to rapid developments in the global battery industry but also in the light electric vehicle
industry some numbers loose their accuracy very fast.
Especially the world market prices with which the authors worked and upon which
conclusions were drawn may change rapidly. We therefore suggest that you contact the
corresponding companies yourself to ask for the actual prices.
For example the conclusion that an extremely performant ul scooter (ultralight scooter) is
also economically feasible depends on the speed of the price decay of lithium polymer
batteries. Dear reader, please keep this in mind when reading this report! Thank you!
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Content
Chapter
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
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Abstracts
Foreword
Low Energy Consumption and low CO2
Emissions by Ultralightweight Vehicles
Available Lightweight e-Vehicles and e-Mobiles
Market Analysis
State of the Art of Electrically Powered TwoWheelers
Technical Feasibility
Components of Drive System
Battery Management System
Economical Feasibility
Safety and Homologation
Functional Requirements
Ultralightweight Scooter Product Vision
Further Industrialisation
Contributions to the Marketing
Annex
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1 Abstracts
Abstracts ..................................................................................................................... 1-4
1.1
Zusammenfassung ............................................................................................. 1-5
1.1.1 Aktuelle Situation ............................................................................................ 1-5
1.1.2 Potential.......................................................................................................... 1-5
1.1.3 Machbarkeit .................................................................................................... 1-6
1.1.4 Fazit ................................................................................................................ 1-7
1.1.5 Bedeutung der Resultate................................................................................. 1-7
1.1.6 Weiteres Vorgehen ......................................................................................... 1-7
1.2
Abstract .............................................................................................................. 1-8
1.2.1 State of the Market.......................................................................................... 1-8
1.2.2 Potential.......................................................................................................... 1-8
1.2.3 Feasibilty......................................................................................................... 1-9
1.2.4 Conclusion .................................................................................................... 1-10
1.2.5 Significance of the results ............................................................................. 1-10
1.2.6 Next Steps .................................................................................................... 1-10
1.3
Résumé ............................................................................................................ 1-11
1.3.1 Situation actuelle........................................................................................... 1-11
1.3.2 Potentiel........................................................................................................ 1-11
1.3.3 Faisabilité...................................................................................................... 1-12
1.3.4 Conclusion .................................................................................................... 1-13
1.3.5 Signification des résultats.............................................................................. 1-13
1.3.6 Prochaine étape............................................................................................ 1-13
2 Foreword..................................................................................................................... 2-1
1
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(Abstract shorter than 2000 characters for electronic data bases: See Appendix)
1.1 Zusammenfassung
Die vorliegende Studie ist eine Machbarkeitsstudie in Bezug auf technische Machbarkeit und
auf Design-Konzepte eines energie-effizienten, ultraleichten Scooter, insbesondere aber
auch in Bezug auf oekonomische Machbarkeit. Denn diese steht vor einer Industriealisierung
im Zentrum des Interesse potentieller Hersteller-Firmen.
Andere als Batterie-gespeiste E-Antriebe sind auch studiert worden. BrennstoffzellenAntriebe sind jedoch als noch nicht reif taxiert worden. Hybrid-Antriebe sind denkbar, wären
aber nicht billiger, vor allem aber technisch komplexer, als ein reiner Batterie-Antrieb.
1.1.1 Aktuelle Situation
Auf dem Markt von leichten Elektrofahrzeugen für Jedermann (der Markt für
Behindertenfahrzeuge wird hier nicht betrachtet) verkaufen sich einerseits billige
„Spielzeuge“ wie Trottinets mit Elektroantrieb und Trottinet-ähnliche E-Roller oder andere
Fun-Fahrzeuge, andererseits für Pendeln, Shopping, Ziehen von Kinderanhängern und
Touring ernsthaft einsetzbare E-Bikes und Pedelecs. Diese Fahrzeuge sind nicht ganz billig,
werden daher nicht an Jedermann verkauft, aber trotzdem gewinnen sie langsam an
Verbreitung (gilt nicht für China: dort werden Millionen Stück von LEV verkauft!).
Erstaunlich ist auf den ersten Blick dass trotz Roller Boom die „schweren Elektroroller“ wie
der schon klassische Peugeot Scoot’elec sich schlecht verkaufen. Umso mehr als in
Publikumstests die Fahrzeuge eigentlich positiv, als Benutzer-freundlich, eingestuft werden.
Analysiert man jedoch Aufwand versus Nutzen heutiger, schwerer Elektroroller, so sieht man
dass diese wesentlich mehr kosten als E-Bikes, aber nicht wesentlich schneller und weiter
fahren, und erst noch kein leichtes, alltagstaugliches Fitnesstraining erlauben. Daher ist es
auf den zweiten Blick verständlich dass der Boom nur bei den mit Verbrennungsmotor
betriebenen Rollern stattgefunden hat.
Gesucht sind energie-effiziente Fahrzeuge für Ganzjahreseinsatz, d.h. auch
schlechtwettertaugliche Fahrzeuge. Der Benzin-betriebene C1 von BMW bietet teilweisen
Wetterschutz, müsste aber, obschon gut fahrbar, im Handling wegen der hohen
Schwerpunktlage, verbessert werden.
1.1.2 Potential
Technisch ist es nun möglich geworden – die Studie zeigt wie – dass leistungsfähige,
elektrische Roller nicht mehr so viel wiegen müssen wie ein Fahrzeug aus der Klasse des
Peugeot Scoot’elec. Da zu hohes Gewicht ein Kaufhemmnis, vor allem auch für Frauen ist,
liegt es nahe anzunehmen, dass ein ultraleichter E-Roller auf dem Markt besser
aufgenommen würde als die schweren Elektroroller.
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Forschungen von Fuchs und Kollegen aus der Liegerad-Szene zeigen, dass es möglich sein
sollte, voll wettergeschützte Einspurfahrzeuge zu bauen mit akzeptablem Handling in
Seitenwind.
1.1.3 Machbarkeit
Es ist möglich, vor allem dank Fortschritten bei den Batterien, aber auch dank neuem
Fahrzeugkonzept, das Gewicht von E-Rollern von über 100 kg auf weit unter 100 kg zu
drücken.
Im Rahmen dieser Studie wurde die bis anhin bestehende grösste technische Lücke, die
fehlender Batterie-Management-Systeme für Lithium-Batterien von ein bis mehrere kWh
Energieinhalt, durch Bau von Funktionsmustern und Prototypen geschlossen. Somit
existieren grundsätzlich alle zum Bau von Prototypen ultraleichter Roller notwendigen
Elemente wie Motor, Leistungselektronik und Batterie Management System.
Für einen ultraleichten Roller benötigt man knapp 2 kWh Batterie-Kapazität. Es ist möglich,
eine Fahrleistung von maximal 60 km/h Geschwindigkeit und gegen 60 km Reichweite mit
einem Fahrzeug von 60 kg Gewicht (inkl. Batterien) zu erreichen (Faust-Formel „60/60/60“).
Effektive Realisation eines ULS Prototypen könnte im Rahmen eines Nachfolgeprojektes
geschehen. Ein solcher Roller hätte einen Energieverbrauch ab Batterie in der
Grössenordnung von 2 bis 3 kWh/100km und Person bei rund 50 km/h Konstantfahrt
(Ladeverluste nicht einberechnet).
Die grössten, noch bestehenden Hindernisse sind oekonomischer Natur und liegen bei den
Batterien und den Zusammenarbeits-Modellen der entsprechenden Industriefirmen.
Einerseits werden Tempo der Verbreitung und der Preiserniedrigung der leistungsfähigsten
Batterien wie der Lithium-Typen beispielsweise bestimmen, ob man heute oder „morgen“ mit
dem Bau von zahlbaren, ultraleichten und daher Energie-effizienten E-Scootern beginnen
kann. In Asien tauchen laufend neue Anbieter von Batterien auf, was Preiszerfall als recht
wahrscheinlich erscheinen lässt. Die tiefsten Preise liegen in der Grössenordnung von rund
300 Euro pro Kilowattstunde, allerdings nur wenn rund 10'000 kWh Batteriekapazität bestellt
wird (was einer Auflage von 5000 Rollern entsprechen würde).
Wollte man nicht warten auf Konsolidierung des Marktes bei den Lithium Systemen so
könnten heute auch auf der Basis von NiMH erste, brauchbare, ultraleichte E-Roller gebaut
werden.
Andererseits sind die Wertschöpfungsketten noch nicht optimal strukturiert. Noch müssten
Fahrzeug-Hersteller passende Antriebe entwickeln lassen, da zwar die Komponenten als
Prototypen existieren, es jedoch zu wenig Antriebs-System Anbieter gibt bei welchen
Gesamtlösungen in mittleren Serien von ca. 1000 Stück zu attraktiven Preisen erhältlich
sind.
1000 Stück wär etwa die Seriegrösse, die von einem heute existierenden Rollerhersteller
mittlerer bis grosser Grösse in einem Jahr in Europa ohne extreme Anstrengungen verkauft
werden könnte falls Produkt und Marketing gut sind (In Asien herscht eine ganz andere
Entwicklungs-Dynamik des LEV Marktes: Dort relevante Serie-Grössen sind 10hoch 5 oder
10hoch 6 !)
Ein Grund dafür oder eine Begleiterscheinung von, dass bei der momentanen Unreife des
Marktes noch kein Anbieter wirklich attraktive Stückzahlen von Komponenten für leichte ERoller absetzen konnte, liegt auch in der fehlenden Standardisierung von Schnittstellen. Ob
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sich für Fahrzeuge, welche leicht grösser sind als E-Bikes und Pedelec, 36V (PowerNet 42V)
oder 48 V oder andere Bordspannungsniveau durchsetzen werden, ist unklar. Diejenigen
Fahrzeughersteller, welche serielle Kommunikationsbus einsetzen, tun dies heute noch auf
der Basis proprietärere Protokolle.
Städte, Staaten oder Organisationen mit Interesse an umweltfreundlichen Kleinfahrzeugen
könnten sich überlegen ob nicht im Rahmen entsprechender Projekte und Programme die
Zusammenarbeit und Standardisierung gefördert werden könnte.
Da es keine standardisierten Batteriepacks gibt sind die Fahrzeughersteller gezwungen die
Batterien zu den Fahrzeugen mitzuliefern. Dies erhöht das geschäftlche Risiko dramatisch,
müssen doch Batterien in grösseren Mengen gekauft werden.
Bei Benzin-Rollern wär dies vergleichbar mit dem Kauf eines kleinen Tanks eines Tanklager
durch den Fahrzeughersteller !
1.1.4 Fazit
Technisch ist ein energieeffizienter, ultraleichter E-Roller machbar. Modernste BatterieSysteme liefern die notwendige Energie und Leistung zu nun zahlbaren Preisen.
Die oekonomische Machbarkeit eines Marktauftritt hängt von den Zusammenarbeitsmodellen
von Fahrzeughersteller mit Batterielieferant und mit Antriebskomponenten-Lieferant ab, vor
allem wenn der Fahrzeughersteller eine kleine oder mittelgrosse Firma.
Das geschäftliche Risiko würde für alle Beteiligten viel kleiner wenn es standardisierte
Schnittstellen bsp. zwischen Batterie und Fahrzeug gäbe.
1.1.5 Bedeutung der Resultate
Die Studie zeigt auf, dass es nun technisch möglich ist und oekonomisch gerade möglich
wird, elektrische Einspurfahrzeuge zu bauen die Fahrleistungen aufweisen wie sie vom
anspruchsvollen Konsumenten verlangt werden. Solche ul-Scooter (ul: ultraleichte) werden
die E-Roller auf der Basis von Chassis benzinbetriebener Roller verdrängen können wegen
des grob halb so grossen Leergewicht.
In China sind Elektromofa massenweise im Einsatz die über vergleichsweise bescheidene
Fahrleistungen verfügen.
1.1.6 Weiteres Vorgehen
Eine erste Firma ist kontaktiert worden und zeigte Interesse an den Resultaten der Studie.
Weitere potentielle Herstellerfirmen könnten nun angesprochen werden.
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1.2 Abstract
This study deals with the technical feasibilty of an energy-efficient, ultralightweight scooter.
Design concepts were an other topic; however the focus is on the economical feasibility,
because this is key for an industrialisation of an ultralightweight scooter by one of the
potential e-scooter producers.
Not only battery driven vehicle concepts were studied, but also hybrid drive trains and fuel
cells as energy sources. By this study, the fuel cells are not considered to be developed far
enough to be feasible for an ultralightweight scooter. Hybrid scooters are considered to be
feasible, are however not cheaper than purely battery driven vehicles and are technically
more complex.
1.2.1 State of the Market
On the light electric vehicle market – the market of vehicles for handicapped was not
considered here - on one hand toys like small e-scooters are sold in masses. On the other
hand vehicles that serve purposes like commuting, shopping, trailer-pulling or touring are
sold not in hugest numbers, but in reasonable numbers in the form of e-bikes and pedelecs
(in China, millions of e-bikes are sold per year).
Considering the boom that has happened for the sales of gasoline scooters, it astonishes
that nothing similar happened with “heavy electric scooters” like the already classical
Peugeot Scoot’elec. Even more so since such vehicles receive mostly postive feedback by
users since they are easy to operate.
Comparing costs versus advantages of such heavy scooters however it is clear that they cost
much more even though the range and speed are not much bigger than those of electric
bicycles. In addition, e-bikes provide the advantage of light daily training for fitness. This may
finally explain why the sales boom happened only in the field of gasoline fed scooters.
Urgently searched for are energy-efficient vehicles for four-seasons-use, resp. that may also
be used in rain and cold. The gas powered C1 by BMW provides partial weather protection to
the rider. Even though the C1 is easy to ride its handling should be improved because the
center of gravity is too high above ground.
1.2.2 Potential
Technically it is now possible – the study shows how – that performant scooters do not
necessarily have to be as heavy as the ones in the class of Peugeot Scoot’elec. Since too
much weight is a hinderance to two-wheeler sales, especially for sales to women, it is
reasonable to assume that the ultralightweight scooters would have more chances on the
market than the heavy ones.
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Research by Fuchs and collegues in the field of recumbent cycles and velomobiles indicated
that it should be possible to build a fully faired and hence weather protected vehicle with
aceptable handling in crosswinds.
1.2.3 Feasibilty
Mainly due to advances in the field of batteries, but also thanks to new vehicle concepts, it is
possible to lower the weight of electric scooter from well above 100 kg’s to much below.
During this study working models and prototypes of battery management systems (bms) for
up to several kWh battery capacity were built. This closed the biggest remaining gap
between the actual state and a future state where ultralightweight scooter will be standard.
Prototyping them is now possible since motor, power electronics and as stated, bms, exist.
An ultralightweight scooter needs up to 2 kWh of battery-capacity. Up to max. 60 km/h speed
and up to 60 km of range are possible with a vehicle weighing about 60 kg (incl. Batteries).
This performance potential can be remembered by the simple rule „60/60/60“.
Realisation of an UL Scooter prototype could happen within the frame of a next project. Such
a scooter could have an energy expenditure of 2 to 3 kWh/100km and per passenger only at
a constant speed of about 50km/h (charging losses not taken into account).
The biggest obstacles that remain to be overcome are of economic nature: Battery prices
and business models are key factors.
The speed of spread of performant batteries like those with lithium and the corresponding
decay of their prices determines the optimal time of bringing an uls (ultralightweight scooter)
to market. At the moment in Asia more and more providers of such batteries appear.
Therefore price decay is probable. The lowest price the was seen during the project is about
300 Euro per Kilowatt-Hour if an amount of 10'000 kWh capacity were bought (corresponding
to 5000 scooters).
If one does not want to wait for consolidation of the lithium battery market it would be
possible to fall back to NiMH batteries in order to put ultralightweight e-scooters onto the
market now.
Still, in the LEV industry, value chains are far from being optimally structured. Too often
vehicle manufacturers need to develop their own drive systems. All necessary components
exist, but there are hardly any vendors of complete drive trains which are capable to deliver
medium series of about 1000 drives at reasonable cost.
1000 pieces is about the lot size which could be sold by a scooter manufacturer in Europe
within one year quite easily given that the product and the marketing are good (in Asia, the
market is much more dynamical since typical lot sizes in the LEV industry are between 10 to
5 and 10 to 6 per year !).
Missing standardisation is an other reason for the fact that up to now not really big lots of
components for lightweight e-scooters were sold ever. It is for example not clear if 36V
(PowerNet 42V) or 48 V or an other voltage level will establish as the standard for LEV that
are slightly bigger than e-bikes or pedelecs. So far, if serial communication bus are used, the
protocols are proprietary.
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Cities, states or organisations with interest in environmentally friendly small vehicles could
promote collaboration between industry companies with the hope to establish standard and
procedures.
Since no standardized battery packs exist vehicle producers are forced to deal themselves
with batteries. This increases the economical risks since batteries have to be bought in
bigger lot sizes to yield good prices.
This is comparable to a situation where todays scooter manufacturers would buy huge
amounts of stored gasoline in order to deliver the vehicle together with hectolitres of fuel !
1.2.4 Conclusion
Technically an energy efficient, ultralightweight scooter is absolutely feasible. Most modern
battery-systems provide energy and power for acceptable prices.
The economical feasibility of market entrance depends on the models of collaboration of
vehicle manufacturer with the vendors of battery and of drive system, even more so if the
vehicle manufacturer is a small or medium size company.
The business risks would become smaller for all players if standardized interfaces for
example between battery and vehicle would exist.
1.2.5 Significance of the results
The study shows that technically it is possible and economically it just becomes possible to
build a single track single place vehicle which is as performant as potential consumers want.
Ultralightweight scooters will one day substitute the electric scooters that were built using
heavy chassis of gasoline powered scooters since ul scooters weight about only half as
much!
In China much less performant e-mopeds are already in use in huge numbers.
1.2.6 Next Steps
One company has already been contacted and shows interest in the results of the study.
Based upon the final report other companies could now be contacted.
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1.3 Résumé
La présente étude est une étude de faisabilité en ce qui concerne la faisabilité technique et
les concepts de design d'un Scooter ultra léger, énergétiquement efficient, mais également
économique. Ceci est une réalisation avant industrialisation, centrée sur l’intérêt de
fabricants potentiels.
D'autres sources d’alimentations que celle par batteries ont été aussi étudiées. Des
entrainements à piles à combustibles n'ont, à ce stade, pas encore été mûrement évaluées.
Des systèmes de propulsion hybrides sont concevables, mais ne seraient toutefois pas
meilleur marché, de par le fait de leurs techniques plus complexes, vis-à-vis d’une
commande à batteries pure.
1.3.1 Situation actuelle
Sur le marché des véhicules électriques légers pour grands publics, (le marché pour les
véhicules d'handicapé n'est ici pas considéré), nous trouvons d'une part, des "jouets" bon
marchés, tels que des trottinettes, E-roller ou autres véhicules de loisirs, d’autre part, des
vélos électriques (E-Bikes ou Pedelecs) utilisés pour se rendre à son lieu de travail, pour
faire ses commissions, tirer des remorques d'enfant et pour le tourisme. Ces véhicules ont
un prix encore relativement élevé et de ce fait, ne sont donc pas vendus à tout le monde.
Malgré cela, ils gagnent lentement en diffusion (ceci n’est pas valable pour la Chine : il s’en
vend des millions par années !).
A première vue, il est étonnant que malgré le boom des scooters à essence, les versions
électriques lourdes, tels que les classiques Peugeot Scoot'elec se soient mal vendus.
D'autant plus que lors des essais réalisés par le public, ces véhicules ont été reçus
positivement et ont été qualifiés de très conviviaux.
Si l’on compare un scooter électrique lourd avec d’un vélo électrique (E-Bike), du point de
vue du prix et des avantages, on s’aperçoit qu’avec un scooter, les dépenses sont plus
élevées, malgré le fait qu’ils ne soient pas beaucoup plus rapides et ne permettent pas
d’aller plus loin qu’un E-Bike. De plus, un E-Bike permet de faire quotidiennement et de
manière simple son fitness journalier. C'est la raison pour laquelle, le boom des scooters n’a
eu lieu qu’avec les modèles à moteurs thermiques.
Il est maintenant urgent de chercher une solution pour un véhicule efficient en énergie et
utilisable toute l’année, c’est à dire même par mauvais temps.
Le modèle à essence type C1 de BMW offre partiellement une bonne protection contre les
intempéries, mais devrait toutefois être amélioré dans le maniement du fait de la position du
centre de gravité élevé.
1.3.2 Potentiel
Il est maintenant techniquement devenu possible - l'étude montre comment – qu’un scooter
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électrique suffisamment puissant ne soit plus aussi lourd que le Scoot’elec de Peugeot.
Puisque le poids trop élevé est un obstacle d'achat, surtout pour les femmes, il est
raisonnable de penser qu’un scooter ultra léger aurait plus de chance sur le marché que les
scooters électriques lourds.
Les recherches de Monsieur Fuchs et de ses collègues sur la scène des vélos couchés
montrent qu'il devrait être possible de construire des véhicules attractifs, complètements
protégés contre les intempéries, avec un maniement acceptable lors de vents latéraux.
1.3.3 Faisabilité
Il est possible grâce aux progrès dans le domaine des batteries, mais aussi grâce aux
nouveaux concepts des véhicules, de ne plus avoir des scooters électriques ayant un poids
supérieur à 100kg, mais bien en dessous de celui-ci.
Dans le cadre de cette étude, on a construit des modèles et prototypes d’un système
capable de manager les batteries au Lithium (BMS : Batterie Management System), de un à
plusieurs kWh. Ceci a permit de combler une grande lacune technique en ce qui concerne la
gestion des batteries au Lithium pour les futurs scooters ultra-légers standards.
Ainsi, il existe maintenant tous les éléments nécessaires à la construction de tels prototypes,
soit, le moteur, l’électronique de puissance et le système de gestion de batterie BMS.
Pour un scooter ultra-léger, il est nécessaire d’avoir un peu moins que 2 kWh de capacité
électrique. Il est ainsi possible d'atteindre une performance d’au maximum 60 km/h, sur une
distance de 60 km, avec un véhicule de 60 kg, y compris les batteries (formule mnémonique
„60/60/60“).
La réalisation effective d'un prototype d’ULS (Ultra-Léger Scooter) pourrait être faite dans le
cadre d’un prochain projet. Un tel véhicule aurait une consommation d'énergie, à partir de la
batterie, de l'ordre de 2 à 3 kWh/100km avec une personne voyageant à une vitesse
constante de 50 km/h (les pertes de charges ne sont pas prises en compte).
Les plus grands obstacles existant encore sont de nature économique et se trouvent dans le
prix des batteries et le mode de collaboration entre les entreprises (supply chain).
D'une part, la rapidité de la diffusion de batteries performantes, comme les types au lithium,
ainsi que la diminution des prix correspondant, détermineront à partir de quand on pourra
fabriquer des ULS à prix raisonnable et efficient en énergie.
Actuellement, en Asie, toujours plus de nouveaux fournisseurs de batteries apparaissent, ce
qui a pour effet de diminuer les prix. Les prix les plus bas sont d'environ 300 EUROS par
kilowatt-heure, toutefois seulement avec une capacité de 10'000 kWh (ce qui correspondrait
à une série de 5000 ULS).
Si on ne veut pas attendre la consolidation du marché des batteries au Lithium, on peut se
rabattre sur les batteries NiMH (Nickel-Metal-Hybride) pour construire et commercialiser, dès
maintenant, des ULS.
D'autre part, les chaînes de montage ne sont pas encore structurées de manière optimale.
Les constructeurs motocycles doivent trop souvent faire développer leurs propres
entraînements. Tous les composantes existent, mais il est difficile d’obtenir des fournisseurs,
une solution globale pour des séries moyennes d’environ 1000 pièces à des prix attractifs.
1000 pièces, c’est environ la grandeur de la série, par année, qu’un fabricant de scooter
électrique peut vendre sans grands efforts en Europe, si le produit et le marketing sont bons.
En Asie, le marché est beaucoup plus dynamique, du fait que les séries de LEV (Light
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Electrical Vehicule), fabriquées sont de l’ordre de 100'000 à 1'000’000 de pièces par année.
La raison étant qu’actuellement, il y a une immaturité du marché. Aucun fournisseur ne se
démarque, de par les petites quantités de production et de par le fait qu’il manque une
standardisation. Par exemple, il n’est pas encore clairement défini quelle sera la tension
standard pour les LEV qui sont légèrement plus gros que les E-Bikes ou Pedelecs. Est-ce
que cela sera 36V (PowerNet 42V), 48V ou un autre niveau de tension ? Autre point ouvert,
quel sera le type du bus de communication et le protocole utilisé ?
Les villes, les états ou les organisations qui ont de l’intérêt pour de petits véhicules
écologiques, pourraient promouvoir, dans le cadre de projets et de programmes, la
collaboration et la standardisation entre les différents fabricants.
De par l’absence de normalisation au niveau des batteries, les constructeurs motocycles
sont contraints de fournir eux-même ces éléments. Ce qui augmente les risques
économiques puisqu’il est impossible d’en acheter en grande quantité.
Il y a une situation similaire avec les scooters à essence. Lorsque vous désirez en acheter
un, le fabriquant ne vous fournit pas pour 3 ans de carburant !
1.3.4 Conclusion
Il est techniquement possible de réaliser un scooter électrique ultra léger avec un bon
rendement énergétique. Des systèmes de batteries modernes peuvent livrer l’énergie
nécessaire et la puissance pour un prix accessible.
La faisabilité économique qui permettrait d’entrer dans le marché, dépend du type de
collaboration entre les constructeurs motocycles, les fabricants de batteries et les
fournisseurs d’entraînements, surtout si le constructeur automobile est une petite ou
moyenne entreprise.
Le risque financier des participants serait ainsi beaucoup plus petit s’il existait des interfaces
standardisées, par exemple entre la batterie et le véhicule.
1.3.5 Signification des résultats
L'étude démontre qu'il est techniquement possible et depuis peu, économiquement possible
de construire des véhicules à une place qui correspondent aux demandes des
consommateurs sur le plan de la puissance.
Les scooters électriques ultra légers vont supplanter les scooters électriques basés sur des
châssis massifs de scooter à essence, du fait du poids à vide qui est divisé par deux.
En Chine, les vélomoteurs électriques sont utilisés massivement, malgré leurs performances
modestes.
1.3.6 Prochaine étape
Une première entreprise a été contactée et a montré de l’intérêt pour les résultats de l'étude.
D'autres fabricants potentiels peuvent maintenant être contactés.
1-13
2 Foreword
Small vehicles have the potential to reduce energy consumption of individual
transportation if being part of the modal split. It was demonstrated (Mendrisio 1995 2001 and Häuselmann 2000) that small electric vehicles are preferred over purely
electric cars. The existence of small electric vehicles like e-bikes in households
allows to substitute journeys which have previously been made using less
environmentally friendly vehicles.
Using small electric vehicles rather than an other heavier vehicles makes much
sense in intra-urban traffic, where the journeys are short and where parking space is
very limited. The order of magnitude of fuel savings is significant and can amount up
to a difference that would result by changing from an inefficient car to a more efficient
car such as a hybrid.
The results of the field tests suggest that a combination of small electric vehicles with
an ICE car (internal combustion engine) or hybrid car has more market potential than
a single electric car which is neither a small vehicle nor a passenger car with long
range. According to the results of the ETOUR project the reasons to choose a light
electric vehicle over other kinds of vehicles are speed resp. time gains in urban
traffic, comfort, and in the case of pedalled machines, health.
So far, however, there is no lightweight electric scooter available which is capable to
go up to 60 km/h while having a range of 50km and which is much lighter than
existing e-scooters.
Relative to speed and range stated above the existing small electric vehicles have
lots of deficits:
•
•
•
Poor product information, especially about range and speed
Unknown product: especially those vehicles with non-automated charging are
not understood by many potential users and hence are not easily operated
Many scooters and mopeds have low torque motors and can not climb
steeply; such vehicles are more toys rather than serious commuter or utility
vehicles!
But technological advances and the availability of efficient synchronous motors and
automotive battery systems allow now to increase the efficiency and energy density
of drive trains in electric vehicles.
If the new technology could be applied to electrically driven two-wheelers (and also
other kinds of vehicles) in ways that are appreciated by consumers, at least at lower
weight and at lower price, more such vehicles could be sold and substitution of more
energy intensive vehicles could happen.
New technology possibly feasible for lightweight electric scooters has been
demonstrated in Intellibike by the University of Applied Sciences of Berne. In the
current form however Intellibike is far from a product mainly because of its
technological state as a prototype and because of price. Therefore it is one key
element of this study to demonstrate the economical feasibility and to give hints for
the marketing of small electrically driven scooters.
2-1
For what transportation purposes is an ultralightweight scooter ideal? How could an
ultralightweight electric scooter look like? What are its specifications? What energy
expenditure is to be expected?
We do not know yet….
Fig. 2.1. The stealth ultralightweight scooter!
2-2
3 Low Energy Consumption and low CO2 Emissions by
Ultralightweight Vehicles
3.1 Contents of this Chapter
3
Low Energy Consumption and low CO2 Emissions by Ultralightweight Vehicles......... 3-1
3.1
Contents of this Chapter....................................................................................... 3-1
3.2
Energy expenditure of vehicles ............................................................................ 3-1
3.2.1
Energy expenditure of 2003 production vehicles ........................................... 3-2
3.2.2
Potential of the Intellibike-Technology ........................................................... 3-3
3.3
CO2-Reduction potential of vehicles in daily operation......................................... 3-3
3.2 Energy expenditure of vehicles
Technical data and data from field tests of lightweight two- and three-wheelers
(www.newride.ch) and the experiences with Intellibike by HTA Biel/Bienne suggest that
applying technologies that have been demonstrated in Intellibike in a commercial vehicle
would increase range and speed to such an extent, that a gap in a market niche could be
closed.
3-1
Specific energy-expenditure in
kWh/100km
3.2.1 Energy expenditure of 2003 production vehicles
16
14
12
lightweight e-vehicles, 2 & 3
wheels
theoretical limit as defined
by e-bikes & Mini El
Moped powered by gasoline
10
8
6
4
2
0
0
50
100
Mass kg
Figure 3.1 Energy-expenditure versus vehicle mass of 2003 vehicles
Specific energy-expenditure (kWh/100km) versus empty mass (kg).
Masses 20 to 30 kg’s: E-Bikes. Masses 100 to 130 kg’s: E-Scooters, Scooters for the elderly,
ultralightweight vehicles.
Yellow rectangle: Gasoline moped, approx. using 1.5 l/100 km (rem: this mileage may even
be too optimistic!)
Blue diamonds: Lightweight 2- and 3-Wheeler with electric traction (& human power)
Red Line: Shows minimal energy-expenditure in dependance of mass at speeds of in
between 20 to 45 km/h. Defined by the performance as observed with common E-Bikes and
the fully faired Mini El electric three-wheeler.
The above figure first shows that in the mass-range of between 35 to 100 kg’s there is a
market niche. Second: A gasoline moped is, compared to the corresponding electric
vehicles, about a factor of 10 less energy-efficient!
Not shown here, but exising: There is also an open market niche in the dimensions of speed
and range. E-Scooters such as the Peugeot Scoot’elec being built like traditional gasoline
scooters (mass between 110 and 150 kg including 40 to 60 kg’s of batteries), go at most 45
km/h for a range of at most 50 km’s (range and speed are inversely proportional). The gap
identified lies between speeds of 35 and 60 km/h and ranges of between 40 to 80 km’s.
3-2
3.2.2 Potential of the Intellibike-Technology
According to Vezzini and collegues the key performance values of Intellibike are:
Spezific Energy-consumption at a speed of 70 km/h
Range at a speed of 30 to 40 km/h
Maximum speed
Vehicle weight
Battery weight
approx. 2 kWh/100 km
approx. 200 km
up to 100 km/h
approx. 30 kg
5.5 kg
Table 3.1 Intellibike key performance data
Findings: Intellibike weighs about what a commercial e-bike does but it is much faster and its
range is much longer. The same is true if Intellibike with its relatively small battery is
compared to e-scooters.
Conclusion: A lightweight two-wheeled scooter (called „Mofa“ in Switzerland) on the basis of
most modern e-bike-technology is potentially capable to close the gaps in the product
spectrum existing today.
Probably, such a lightweight scooter – the ultralightweight scooter ULS – would be heavier
than Intellibike for the sake of a lower price (Intellibike is extremely lightweight, too expensive
for private users). The weight of such an ULS would be in the gap between 35 and 100 kg.
A gasoline powered moped weighs 50 to 60 kg’s. Adding the mass of a modern battery of
about 5 to 15 kg’s would yield a total mass of approximately 75 kg’s.
We conclude: It should be possible to build an ULS in the mass range of 50 to 70 kg’s with a
cruising speed of 45 km/h and a range of 50 km’s or even more!
3.3 CO2-Reduction potential of vehicles in daily operation
(This chapter is based on modified calculations originally performed within the Newride
programme, Schlussbericht NewRide 2001)
The estimations of the energy-use and CO2-reduction potential of fleets of electrically
powered two-wheelers is based on experimental data of the substitution of motorized
vehicles in households (Häuselmann et al, 2000). Extrapolation to fleets yield the total
energy-use and CO2-reduction potential for the region in which the fleet is put into operation.
Assumptions:
CO2-emissions are proportional to fuel-use, so 1 liter gasoline = 2.32 kg CO2
On average cars spend 8.4 l/100 km and not too heavy motorcycles about 3 l/100 km
3-3
In countries like Switzerland, electricity is mainly produced by water power (55%) or
by nuclear power (40%). As a first order approximation, therefore in Switzerland
electricity is CO2 free.
Remark by A. Fuchs: The amount of electrical energy used to propel such e-twowheelers is so small (below 5 kWh’s per 100 km) that for many users from the middle
class in Europe it is affordable to buy “clean power” from wind, water or solar
renewable energy harvesting installations or to charge the batteries using only a few
square meters of solar panels hooked up onto the own balcony railing. If the life
expectancy of the system for renewable electricity harvesting, energy storage device
and vehicle is sufficiently long, such a system operates approximately CO2-free.
(BTW: Such a system is today the closest approximation to a sustainable
transportation system of motorized personal vehicles because it can be financed on a
private basis already today!)
Per year, an electrical scooter is driven for 3000 km, an electric cycle for 2000 km
(source: Fahrleistungs- und Verbrauchsmessungen im Rahmen des Grossversuchs
mit Leicht-Elektromobilen in Mendrisio und den Partnergemeinden).
Amortisation period of e-scooters and e-bikes is 5 years (conservative estimation)
The substitution potential of motorized vehicles with internal combustion engine by
lightweight vehicles with electric traction is assumed to be:
Type of
vehicle
E-Bike
E-Scooter
Substitutes
Source
29% of car rides in a household
12% of moped and motorcycle rides
Rest: public transporation and nonpower-assisted bicycle
30% of car rides in a household
23% of moped and motorcycle rides
Rest: public transporation and nonpower-assisted bicycle
Häuselmann et al.
2000 (study with 53
Riders of Flyer ebikes)
Assumed
Table 3.2 Measured substitution potentials of e-bikes and assumed substitution potentials of
e-scooters
3-4
CO2 savings potential by 2wheelers sold per year
amortisation duration
Specific energy use
car
motorcycle
conversion
liter to kg
CO2
5 years
8.4 l/100 km
3 l/100 km
2.32
substitution potential for cars
substitution potential for motorbikes
percent
percent
e-bike
29
12
e-scooter
43
50
Two wheeler used for x km per year
km/year
1850
2500
Substituted km else travelled by car
in 5 years
km/year
1309
6543
550
1156
5780
485
541
2707
81
1344
6720
202
2000
1000
1261610
687097
gasoling savings in 5 years
Substituted km else travelled by
motorcycle in 5 years
gasoling savings in 5 years
km's
liters
km/year
km's
liters
number of vehicles sold per year
(estimate for 2004)
-
gasoline savings for e-bike fleet
liters
Total savings by using light e-twowheelers sold in year x
CO2-emission reduction using fleet
of e-bikes and e-scooters
liter
1948707
tons
4521
Table 3.3 Calculated of reduction of CO2-emissions by lightweight vehicle fleet
(einsparung.xls)
With the sales numbers of e-bikes and e-scooter (sales/year) stated above over the life cycle
of those vehicles the use of nearly 2 Mio. liters of gasoline and over 4000 tons of CO2
emissions can be avoided. The sales numbers are not overly optimistic: In 2003 about 1800
e-bikes were be sold in Switzerland.
At the moments the sales of e-scooters are hardly recognizeable; we estimate that the
potential for e-scooter sales is in the order of magnitude of 1000 per year if price, range,
speed, weight, etc. would be in a feasible proportion to those same parameters of the ebikes.
3-5
Further impacts of e-bikes and e-scooters
• Reduction of emissions of air contaminants
• Reduction of noise emissions
• Reduction of the load on public transportation. Positively if public transportation is
overloaded, negatively if public transportation is under-utilized
3-6
4 Available Lightweight e-Vehicles and e-Mobiles (LEM)
4
Available Lightweight e-Vehicles and e-Mobiles (LEM) ............................................... 4-1
4.1
4.2
Introduction .......................................................................................................... 4-1
4.3
Available vehicles being called „scooters“ ............................................................ 4-1
4.3.1
Vehicle classes ............................................................................................. 4-1
4.3.2
Moped-like respectively ULS-like scooters .................................................... 4-8
4.3.3
Motorcycles with strong electric drives (light or heavy motorcycle class) ..... 4-11
4.2 Introduction
For the topic of an ULS (ultralightweight scooter) the market of LEMs (Leichtelektromobile) is
important insofar as the applications as well as the marketing programmes are the same.
An overview of typical vehicles available on the LEM market can be found at various internet
sites such as e.g. www.vel2.ch (the purely gasoline powered vehicles are not considered) or
at www.zapworld.com or at www.newride.ch.
The electrically powered two-wheelers or the electrically powered assisted bikes are a
subclass of the LEMs. We consider these vehicles as being relevant for the ULS project in
that technolgically an e-bike and an ultralight e-scooter are nearly related. Tests of such
vehicles can be found on www.extraenergy.org.
4.3 Available vehicles being called „scooters“
4.3.1 Vehicle classes
The existing competition of a future ul-scooter ULS is:
4-1
4.3.1.1Skateboard-like scooters
Skateboard like scooters, e.g. “Whiz-Bang” :
Fig. 4.1 Scooter where the user stands on a platform and has no seat (there are similar
version with seat on a post)
4.3.1.2Electric cycles
Electric cycles (pedelecs or e-bikes), here the Giant Lafree:
Fig. 4.2 Pedal powered machine with an average speed lower than that expected for a
scooter
4-2
4.3.1.3Lightweight electric scooters
Lightweight electric scooters (mopeds. In CH: “Mofa”). This one is called “Viento” :
Fig. 4.3 Electric scooter that is in about the weight band of an ul scooter
4.3.1.4Electric scooters
Electric (heavy) scooters (example Peugeot Scoot’elec):
Fig. 4.4 Electric scooter on a traditional scooter chassis (with modifications for the batteries)
4-3
This type of scooter could be named “heavy electric scooter” because this kind of vehicle
weights more than 100 kg’s.
4.3.1.5Scooters (for the elderly)
Also called scooter, but not relevant here because an ULS is to be a two-wheeler (vehicle
“Swiss Alpin” by Phoenix Drive) :
Fig. 4.5 Scooter for the elderly
4-4
4.3.1.6Roofed scooters
Of course all the vehicles mentioned above have one major deficit if seen in the light of
practical use throughout the year: They miss weather protection!
So far, roofed scooters have only been realized in gasoline powered versions.
Fig 4.6 The BMW C1 is a gasoline powered scooter with nearly full protection from rain
4-5
Typical key parameters of existing “scooters”:
Class
Typical vehicle
Typical "best
vehicles" of class
Typical speed
cruising
max
Typical Typical
range
weight
in the flat
Typical Price
newride.ch
10.11.03
E-bikes/pedelecs
Skateboard like scooters
E-mopeds
Traditional scooters
Hypothetical ULS
km/h
km/h
km
kg
20.5
24.6
31.2
30
15.9
18.3
16.1
34
Average vehicle from
extra energy test '02
Average vehicle from
extra energy test '02
KTM Life Blitz and
Giant Lafree
Heinzmann
skateboard scooters
Passol
Peugeot Scoot'elec
Voloci
Standard Scooter with
optimized electric
drive system, like EVT
or Peugeot
30
30
50
32
45
44
115
ULS
45
60
60
65
Euro (from
CHF)
2133
3667
"SchmidKennzahl"
zapworld.com (see
corresp.
10.11.03
chapter)
Euro (from $)
1516.8
14.1
320
23.5
2796
4796
7.8
2.4
2800
14.8
Table 4.1 Main parameters typical for todays lightweight electric vehicles.
The “Schmid-Number” is calculated for your convenience (using Euro as unit for currency). See explanations below, chapter 5, for further
discussion of the Schmid-Number.
(File segmente.xls)
4-6
70
Lightweight production
2-wheelers
Range in the flat, km
60
ULS, requirement
50
40
30
20
10
0
0
10
20
30
40
50
Cruising speed in the flats, km/h
Fig 4.7 Range and speed of the various production vehicles now on the market
70
Range in the flat, km
60
50
40
Lightweight production
2-wheelers
ULS, requirement
30
20
10
0
25
75
125
Weight, kg
Fig. 4.8 Range versus weight of the vehicles in the table above
It is easily recognized that a lightweight vehicle that combines range with elevated top speed
does not exist yet.
4-7
4.3.2 Moped-like respectively ULS-like scooters
Vehicles that are in some way or an other related to an uls exist as prototypes.
Fig. 4.9 Viento
Fig. 4.10 GDF (see extraenergy test 2002)
4-8
Fig. 4.11 Yamaha Passol
Fig. 4.12 Voloci
4-9
Fig. 4.13 Sytrel Mobilec
Reasons why industrialisation and marketing and hence development of an ULS is
nevertheless required:
• Most vehicles shown are not yet as performant as needed on the market (see below)
• Next to an ULS are Viento or Voloci. These vehicles are not for sale at the moment
4-10
4.3.3 Motorcycles with strong electric drives (light or heavy motorcycle
class)
4.3.3.1Very powerful electrically propelled vehicles
The following two-wheelers are examples of motorcycles that are heavier or much more
powerful than the ULS.
Fig. 4.14 Vectrix. Vectrix corporation claims “to fulfill the promise in ev technology”. Peak
power of the motor to be 20 kW’s
4-11
Fig. 4.15 eCycle hybrid motorcycle. Peak power is 15 kW.
Target specifications: Fuel Consumption 180mpg (1.3 l/100km), estimated top speed 80mph
130 km/h), acceleration from 0 to 60mph (97 km/h) in 6.0sec, and weight of 230lbs (104 kg).
4-12
4.3.3.2Prototype vehicles with only some specifications of an uls
Below are examples of vehicles that resemble an ULS in one or the other feature but that do
not fit the requirements of at least one of the important dimensions “lightweight”, “strong
drive” but with “limited power”. Both vehicles are from Tokyo R&D corporation.
Fig. 4.16 ELE-ZOO. Limited power, but (heavy) frame of an ice (internal combustion engine)
scooter
Fig. 4.17 ES-X2 scooter. Vehicle kerb mass is 85kg, about 10 to 20 kg’s more than forseen
for an ULS. Range in urban mode is 39 km’s.
4-13
5 Market Analysis
5
Market Analysis........................................................................................................... 5-1
5.1
5.2
Two Wheeler Market ............................................................................................ 5-1
5.2.1
Electric scooter companies worldwide........................................................... 5-1
5.2.2
Global PTW Situation and Market ................................................................. 5-3
5.2.3
Key Factors for PTW-Use ............................................................................. 5-5
5.3
Global sales numbers of lightweight electric vehicles ........................................... 5-6
5.4
Analysis................................................................................................................ 5-7
5.4.1
Europe .......................................................................................................... 5-8
5.5
National trends ................................................................................................... 5-13
5.5.1
Austria......................................................................................................... 5-13
5.5.2
Germany ..................................................................................................... 5-14
5.5.3
Switzerland ................................................................................................. 5-16
5.5.4
Newride Marketing Programme in Switzerland ............................................ 5-17
5.6
Typical prices ..................................................................................................... 5-19
5.7
Market size and growth ...................................................................................... 5-19
5.7.1
Hindrances for market growth ..................................................................... 5-20
5.8
Analysis of sales numbers.................................................................................. 5-20
5.9
Possible reasons for the yet non-existence of ultralightweight scooters.............. 5-21
5.10
Market Needs ................................................................................................. 5-23
5.10.1 History of Use Patterns ............................................................................... 5-23
5.10.2 Consumer Needs ........................................................................................ 5-26
5.10.3 Marketing handicaps ................................................................................... 5-33
5.10.4 Market needs versus market offering .......................................................... 5-34
5.2 Two Wheeler Market
5.2.1 Electric scooter companies worldwide
According to Jamerson 2002 the following companies were then actively involved in electric
scooters:
5-1
Country
Italy
China
Japan
Thailand
USA
Companies
Aprilia, Biga, Esarati, Oxygen
Shanghai Clear
Honda, Prosper, Tokyo R&D
EV Thailand
eCycle, eGo Vehicles, Nova Cruz,
Vectrix
Table 5.1 Companies which sell electric scooter or which have at least a project dealing with
electric scooters (2002)
There are many more companies producing gasoline scooters than there are companies
producing e-scooters. Peugeot stopped selling the classic Scoot’elec heavy electric scooter.
Traditional and well known motorcycle, scooter and moped-brands mainly in Europe and in
Asia (Japan, Taiwan) are Aprilia, Peugeot, Derbi, or Yamaha, Honda and KYMCO
respectively.
In the german-speaking countries of Europe mopeds stemming from Sachs Bikes (motor with
two speed gear, older version with manual gear change, younger version with automatic gear
change) or from Puch (Maxi) are well known. The motors from Sachs have been used as
OEM parts in vehicles with other brand names.
In the first half of the 20th century many brands of two stroke mopeds existed. Very well
known brands from France are Motobecane and Solex.
There are scooter manufacturers that focus on the small vehicles (50 cc class) or that have a
strong position in the classes of the mopeds/mofas. Examples:
Sachs Bikes GmbH from Nürnberg (www.sachs-bikes.de) sells a broad spectrum of PTWs
(powered two-wheelers), anything between a Saxonette with 30 cc, 0.5 kW two-stroke motor
and 800 cc roadster motorbikes. At Sachs Bikes, electrically powered vehicles, mainly ebikes and skateboard-like, lightweight scooters are sold in numbers of thousands per year,
and are a significant percentage of total turn-over.
Derbi from Spain (www.derbi.com) has two-stroke motor powered mofa (swiss naming) with
automatic variable transmission in the sales programme.
5-2
5.2.2 Global PTW Situation and Market
(PTW: powered two-wheeler)
Asia for sure is the main continental market for PTW. Linked to this fact is also the fact that
air pollution due to two-stroke engine exhaust fumes is generally severe in asian mega-cities.
Fig. 5.1 Comparison of sales numbers of North America, Europe and Asia
© CSE. Data provided by Japan Automobile Manufacturers Association Inc., October 10,
2001
Fig. 5.2 The relative contribution of national markets to the asian market of PTWs
Source: Presentation by TVS Motor Corporation, October 2003
5-3
Fig. 5.3 Growth of PTW production in Asia. Asia’s two-wheeler population rises steadily
© CSE. Data provided by Japan Automobile Manufacturers Association Inc., October 10,
2001
Fig. 5.4 For heavy motorcycles Europe is the key market (Source: Jahresbericht 2002 by
Industrie-Verband Motorrad Deutschland e.V.)
5-4
5.2.3 Key Factors for PTW-Use
Fig. 5.5 50year-history of the two-wheeler sales numbers in Germany (Source:
Jahresbericht 2002 by Industrie-Verband Motorrad Deutschland e.V.)
Two-wheeler sales numbers are linked to the history of mass automobilisation in that as soon
as full sized cars become available the number of two-wheelers being used for commuting
droppes dramatically.
Factors that determine buying-decisions for PTW’s vary geographically. In highly
industrialized countries PTW are mainly leisure products. In countries with emerging
markets, among them many of the asian countries, individual income is a very strong factor
to choose a PTW if income is too small to afford a car and if parking space is limited
(availability of parking space is indirectly dependent on income).
In fact the interesting figure below shows that PTW density is dependent on the per capita
income:
5-5
Fig 5.6 PTW density in dependence of per capita gross domestic product
Source: Presentation by TVS Motor Corporation, October 2003
5.3 Global sales numbers of lightweight electric vehicles
Since there are not yet any performant electric mopeds produced in series no sales numbers
exist for this vehicle class.
A vehicle that is quite closely related to an ULS is the Ele-Zoo by Tokyo R&D Co., Ltd
(shown in chapter 4 and in the appendix). For the year 2003, Tokyo R&D has planned to sell
100 units for an expected retail price in Japan of 400,000 Japanese Yen (about 3000 Euros).
To get the broad global picture, sales numbers of technically and/or functionally similar
vehicles to an ULS can be taken as reference:
5-6
PRC China
Japan
Europe
ROC
Taiwan
SE Asia
United
States
UK
Australia
Totals
2000
5,000
2,000
1,000
5,000
2001
10,000
10,000
4,000
6,000
2002
15,000
30,000
10,000
7,000
2003
20,000
50,000
30,000
5,000
2004
40,000
100,000
50,000
5,000
ND
20,000
ND
150,000
ND
190,000
ND
270,000
ND
500,000
400
200
33,600
2,000
1,000
183,000
3,000
6,000
261,000
10,000
15,000
400,000
25,000
20,000
740,000
Table 5.2 World wide light scooter sales (skateboard-like scooters, estimates and
projections)
Numbers according to Ed Benjamin, Copyright 2001, 2002, 2003 by CycleElectric
International Consulting Group. CycleElectric.com (CycleElectric has been tracking this
industry since 1996. Historically, they say to have been correct within 10-15% on bad years.
Usually they were within 2-3%).
PRC China
Japan
Europe
ROC
Taiwan
SE Asia
United
States
UK
Australia
Totals
2000
200,000
140,000
50,000
2,000
2001
400,000
145,000
55,000
1,500
2002
1,000,000
160,000
65,000
1,000
2003
1,700,000
180,000
70,000
1,000
2004
2,500,000
200,000
75,000
1,000
2,000
20,000
4,000
15,000
10,000
30,000
15,000
40,000
20,000
60,000
ND
ND
414,000
5,000
ND
625,000
10,000
ND
1,276,000
20,000
ND
2,026,000
50,000
ND
2,834,000
Table 5.3 World wide electric bicycle sales (Estimates and projections)
Numbers according to Ed Benjamin, Copyright 2001, 2002, 2003 by CycleElectric
International Consulting Group. CycleElectric.com
5.4 Analysis
The global PTW market is growing. Both for gasoline scooters as well as for related vehicles
with electric traction.
Jamerson (2002) reports a growing number of companies producing electrically powered
PTWs and skateboard like scooters and 3- or 4-wheeled scooter for the elderly.
The growth of the global sales numbers was somewhat slowed down during the years 2001
and 2002 due to a drop in scooter sales as one of the consequences of the global
“economic” crisis. This effect was superpositioned onto the general market growth trend.
5-7
Recently, more and more previously unknown powered two-wheeler manufacturers from
Asia become known in Europe. It seems that the scooter industry in countries like China,
Vietnam starts to flourish whereas the more established brands from industrialized countries
are still strong while production numbers in their homelands stagnate or decline.
There is definitely a shift of production from higher wage countries to lower wage countries.
Brands like Honda often produce under licence so overall sales number of Honda scooter
models increases.
According to bikeeurope Feb. 2004 total scooter production number by Taiwanese
manufacturers was more than one million scooters; about half of these scooters go into
export. To show the dynamics of the PTW market we cite one number: KYMCO increased
production number by 23 % in 2003!
An other global major trend besides that of the shift of production to lower wage countries is
the trend towards heavier motorized scooters. Therefore the small PTW’s, mopeds and
scooters with 50 cc two-stroke motors lost market shares of the global market compared with
the scooter classes of 125 cc and above. Still, the 50 cc segment is big in absolute numbers:
E.g. in Japan 543 thousand new vehicles of this class were registered for traffic in 2003!
The lower the wages in a country, the more important is the 50 cc segment (compare Figure
5.6 above showing PTW density versus per capita income).
From the graph showing the relation of PTW sales with per capita income it can be
concluded that the number of two-wheelers will increase in countries with emerging markets
and correspondingly increasing standard of living, whereas it might be that in the USA and in
Europe the PTW density will remain stable or will even decline.
If in emerging countries there will be a shift from PTW’s to cars, the PTW market will most
probably develop as it did in Europe and in the USA in the past: The PTW will loose its
function as a commuting vehicle and will transform into a leisure product.
The driving factors of the overall PTW sales number in the industrialized countries are not
increasing living standard, but potentially decreasing living standard due to the shrinking of
the industrial production sector. Very likely the demographic change due to an ever
increasing elderly population will lead to increasing sales of light electric vehicles because for
elderly people electric vehicles are ideal thanks to their ease of use.
5.4.1 Europe
The PTW market in Europe is stagnant compared to the emerging markets. Still, the number
of vehicles in use and the yearly new registrations are considerably big:
5-8
Mopeds and motorcycles in use in Europe
16000000
14000000
12000000
10000000
8000000
6000000
4000000
2000000
0
19
94
19
95
19
96
19
97
19
98
19
99
20
00
20
01
20
02
Mopeds
Motorcycles
Fig. 5.7 Motorcycles and mopeds in use. Data source: acembike.org
Motorcycles have a slowly but steadily increasing market share.
Mopeds in use in Europe
10000000
AU
D
DK
E
F
GDL
I
NL
P
S
SF
UK
1000000
100000
10000
1000
100
10
1
1994
1995
1996
1997
1998
1999
2000
2001
2002
Fig. 5.8 Mopeds in use in europen countries. Data source acembike.org
AU Austria, D Germany, DK Denmark, E Spain, F France, GDL Grand Duchy of
Luxembourg, I Italy, IRL Ireland, NL Netherlands, P Poland, S Sweden, SF Finland, UK
Great Britain
There is no very strong trend in the moped use numbers apart from a slow falling.
5-9
Total registrations in Europe
1800000
1600000
1400000
1200000
1000000
800000
600000
400000
200000
0
19
94
19
95
19
96
19
97
19
98
19
99
20
00
20
01
20
02
Mopeds
Motorcycles
Fig. 5.9 Registrations of mopeds and motorcycles. Data source: acembike.org
Mopeds deliveries
1000000
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
100000
10000
1000
100
10
1
AU
B
D
CZ
DK
E
F
GDL
Fig 5.10 Moped deliveries in countries from AU to GDL (data source acembike.org).
CZ Czekosolovakia, B Belgium
5-10
Mopeds deliveries
1000000
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
100000
10000
1000
100
10
1
GR
I
IRL
NL
P
S
SF
UK
Fig. 5.11 Moped deliveries in countries from GR to UK (data source acembike.org).
GR Greece
5-11
Moped and motorcycle production in Europe
1000000
AU
D
E
F
I
S
UK
100000
10000
1000
100
10
1
1994 1995 1996 1997 1998 1999 2000 2001 2002 2003
Fig. 5.12 Moped production in Europe. data source: acembike.org
During the last few years the production number of PTW was declining in Europe. This loss
is compensated by imports mainly from Asia.
5-12
5.5 National trends
5.5.1 Austria
18000
70000
Kleinmotorräder 6)
Leichtmotorräder 3)
60000
Motorräder 4)
14000
Motorfahrräder
50000
12000
10000
40000
8000
30000
6000
20000
4000
10000
2000
0
1980
No. of Motorfahrräder reg. per year
No of vehicles registered per year
16000
1985
1990
1995
2000
0
2005
Fig. 5.13 Two-wheeler market in Austria. Source: Wirtschaftskammern Oesterreich
Footnotes:
3) ab 1.7.1991 durch die 13. KFG-Novelle eingeführt; ab 1.11.1997 einschließlich der "A1-125er", die aufgrund des FSG eingeführt wurden
4) einschließlich Motordreiräder (bis 1997) und Motorräder mit Beiwagen
6) ab 1.11.1997 aufgrund des FSG keine eigene Führerscheinkategorie mehr
5-13
5.5.2 Germany
Fig. 5.14 Sales numbers of two-wheeler with less than 50cc motors which do not require an
insurance plate for registration
(Source: Jahresbericht 2002 by Industrie-Verband Motorrad Deutschland e.V.)
5-14
Fig. 5.15 Motorcycle and scooters and mofas, mopeds and mokicks with insurance plate.
(Source: Jahresbericht 2002 by Industrie-Verband Motorrad Deutschland e.V.)
5-15
5.5.3 Switzerland
Category F scooters saw dramatic growth during the 90ies and cannibalized the moped
segment. Together, mopeds and scooters make up more than half of the total market: Market
share is about stable on the level of 54% to 55% since the mid nineties.
Year
Motorcycles
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
Scooters
286'624
302'330
313'563
318'722
318'890
321'862
318'029
326'289
323'154
327'666
331'753
335'963
339'367
12'370
16'851
22'198
28'715
37'615
48'078
63'131
83'595
110'916
135'676
161'026
184'400
204'758
Faired
Mopeds
scooters
270
464'609
598
427'581
687
392'705
722
371'975
747
350'916
759
333'427
824
317'066
865
298'895
972
283'722
1'015
264'597
1'002
238'770
1'027
219'624
1'007
208'240
Table 5.4 Vehicles in operation 1990 to 2002 in Switzerland. Source: motonet.ch
File ch.xls
Motorcycles
450'000
1500
Scooters
Mopeds
400'000
1300
Faired Scooters
350'000
No. of Vehicles
300'000
900
250'000
700
200'000
500
150'000
300
100'000
100
50'000
0
1990
No. of faired scooters
1100
-100
1992
1994
1996
1998
2000
2002
Fig. 5.16 Development of the swiss 2-wheeler market in the period 1990 to 2003
5-16
0.63
800'000
0.62
Total of 2wheelers
Scooters &
Mopeds
Market Share
Scoot. & Mopeds
No. of Vehicles
600'000
500'000
400'000
0.61
0.60
0.59
0.58
0.57
300'000
Market share
700'000
0.56
200'000
0.55
100'000
0
1990
0.54
0.53
1992
1994
1996
1998
2000
2002
Fig. 5.17 Market share of smaller 2-wheelers (scooters and mopeds) in Switzerland
5.5.4 Newride Marketing Programme in Switzerland
“Newride” (www.newride.ch) is a swiss programme for the promotion of energy efficient
vehicles, especially two-wheelers.
Energie Schweiz, the swiss federal agency for energy, the counties (“Kanton”) and the
communities collaborate to promote the use of lightweight vehicles.
Fig. 5.18 Newride Logo
Within Newride it is promoted to switch from gasoline powered cars and two-wheelers to ebikes and e-scooters whenever this vehicle choice makes sense for a person.
Newride aims at complementing “Human Powered Mobility” (of which the Veloland Schweiz
is a result) and public transportation.
5-17
The Newride instruments:
•
•
•
•
•
Supporting manufacturers, importers and dealers of such vehicles mainly by eduction
and by promotional material
Supporting initiatives and events in communities and companies that want to increase
the share of environmentally friendly vehicles in commuting
Offering potential customers rental vehicles for real world test riding
Maintaining a high standard of maintenance service under the NewRide label
General improvements of the boundary conditions for electric two-wheelers
5-18
5.6 Typical prices
See above, Table 4.1, for typical prices of electric, two-wheeled LEV.
Basically, price correlates very directly to weight, speed and range. Physically it is evident
that speed and range correlate with price, since speed means power and since range means
energy. More powerful power electronics cost more and battery with more energy density
cost more than such with less energy density.
But price does not necessarily need to correlate with weight. When designing an ul scooter, a
good vehicle concept and use of lightweight cycle-like frames rather than heavy scooter
frames may lower weight without bringing price up too much.
Compared to the gasoline powered counterparts the various LEV’s are still much too
expensive. Smallest price difference is found in the small vehicle classes, e.g. in the class of
motorized cycles (e-bikes and lightweight mopeds):
Vehicle type
Motorized cycle (e-bike versus
lightweight two-stroke moped)
Moped
Scooter
Price difference, order of magnitude
(unit: price of gasoline version)
1/3
1 (double!)
¾
Table 5.5 Momentaneous price difference of electric and gasoline versions within same
vehicle class
We can only try to guess the reasons for the price differences; it seems that the price
differences diminish with increasing production numbers. The more a product is a commodity
the less corresponding electric drive components are in a price-production lot size dilemma,
and thus prices of the electric versions of vehicles approache those of the gasoline version.
5.7 Market size and growth
After world war II, in Europe, TW’s (two-wheelers) in general but also powered TW’s were
the most important vehicle class. As soon as alternatives came onto the market numbers of
registered or sold small two wheelers fell. In the sixties the car made PTW’s disappear
rapidly, but not completely: The small two wheelers stayed important for all non-car users
such as young and old people. In the nineties the small two stroke mopeds were replaced by
mountain bikes and by the more powerful scooters of the 50 to 125 cc class. The
appearance of more powerful PTW’s had the effect that a certain number of car-drivers
switched from car to PTW due to ease of parking and due to comparatively low costs.
In absolute numbers production lots are still huge, from thousands to hundred thousands.
During the recent years however an increasing portion of the PTW’s were imported rather
than produced in Europe.
5-19
Factors that might contribute to growth:
• Gasoline costs, at least on a medium time scale, may increase. This may lead to
switching from cars to PTW’s
• Lowering of average per capita income might lead to an increase in two-wheelers
• The ageing population will want easy to operate vehicles. LEVs in any form, also in
the form of ultralightweight scooters, may become of key importance for the elderly
• In Asia, at the moment a new kind of vehicle industry comes up: The LEV industry.
LEV’s might become much cheaper and the vehicles imported to Europe might be
priced very low. Probably on the mid or long run quality may become very good
(which is not yet the case).
5.7.1 Hindrances for market growth
If living standard should increase dramatically througout the old and the new countries of the
European Union then the ratio cars/PTW’s could increase. This may not necessarily lead to a
decrease of PTW sales number, but the overall number of registered two-wheeled vehicles
may stagnate.
High insurance rates for certain classes of PTWs lead to a shift of relative market size
between classes.
Market growth or shift from a 50 cc segment to the 125 cc segment may happen if e.g. car
driver licences (cat. B) allow people to ride scooters (A1 licence) without exam or only after a
short education. Example: Spain and Switzerland.
5.8 Analysis of sales numbers
The sales numbers depend on whether or not the vehicles features fit the needs of the
customer whatever these needs are.
Main features for customers of a utility vehicle are range, speed, weight and price. To
measure the relative importance the “Schmid-Number” has been postulated (Christian
Schmid, 2003) :
Schmid-Number :=
Range * Speed
Weight * Pr ice
To calculate the Schmid-number, we used the following units: km, km/h, kg and Euro. Finally
we and multiplied by 1000.
km
h
The unit of the Schmid-number is 1000 *
kg * Euro
km *
For the different vehicle classes the following Schmid-numbers were derived:
5-20
Type of vehicle
skateboard like scooters
e-bikes/pedelecs
Traditional, heavy e-scooters
Schmid number approximately
24
14
2.5
Table 5.6 Schmid numbers for various production lightweight electric vehicles
Today, the sales numbers of the types of scooters are in the following order:
skateboard like scooters > electric cycles >>> heavy electric scooters
Sales number of Moped-like or ULS-like vehicles is, at the moment, negligible.
We recognize that the Schmid-number is higher for those vehicle classes of which more are
sold (if we consider that the market for skateboard like scooters is younger than the market
for pedelecs and that at the same level of market development state more skateboard like
scooters would be sold). For vehicles sold in the range of thousands to tens of thousands the
Schmid-number should be bigger than that of the electric bike, that is about 14.
If it is assumed that the Schmid-number is a useful indicator for the fit of a vehicle to
customer requirements of an electrically PTW for serious daily transportation then one can
find the sets of parameters for range, speed, weight and price that will potentially have a
certain success on the market.
For example, if we say: The vehicle (ULS) should be at least as successful as Pedelecs =>
Schmid number >= 14
If the vehicle will have the following set of parameters,
Range
Speed
Weight
50 km
45 km/h
60 kg
using the formula above, we derive a price of 2679 Euro. This price lies much below the one
for heavy scooters. Compare: Passol by Yamaha is less powerful and is priced at about 1.7
kEuro.
Of course, the Schmid Formula is qualitatively in nature and therefore the results derived
using it are to be interpreted with care.
5.9 Possible reasons for the yet non-existence of ultralightweight
scooters
Two stroke engine powered two wheelers are very abundant on this globe. Therefore it is
somewhat astonishing that there exist virtually no mopeds or uls-like vehicles with electric
motor.
Hypotheses regarding the low sales numbers:
5-21
•
•
•
•
•
•
•
Two stroke engines are very cheap to produce, hence are the corresponding twowheelers. Electric drives with competitive speed and range are still more expensive
Globally, urban air quality has become a major concern only in the recent decade.
Therefore the strategies to ban the two stroke engine and to implement electrical
substitutes are young
Price and availability of permanent magnet electric motor technology and
microprocessor controlled power electronics improved only recently to such an extent
that electric mopeds become feasible
The increasing number of mobile digital devices like mobile phones and mobile
computers are drivers to scale up production of modern battery systems. Some cell
types (e.g. medium or bigger sizes prismatic cells) were only recently specially made
for power tools and small electric vehicles
Even though the technology is available no electric drive systems comparable to
those of electric bikes like Heinzmann, Wavecrestlabs or Crystalyte yet exist.
Therefore scooter producers can not buy drive system components but have to
develop these themselves which is of course a major hurdle. So far only big
companies like Yamaha are capable of bringing advanced vehicles (like Passol) to
market
Until today batteries had too little energy density. Now, Nickel and Lithium systems
come up with sufficiently big energy density
Bringing an electric vehicle to market meant until today that not only a vehicle, but
also a battery business had to be handled. For a company, this is a major hurdle
since it means to do more than to focus solely on core competence
5-22
5.10 Market Needs
5.10.1
History of Use Patterns
5.10.1.1
Past Vehicle Applications
Abbreviations:
Bicycles
Car
e-Bikes/Pedelecs
e-Moped
Moped
Motorcycle
Mountain Bikes
Public Transportation
Recumbents
Scooter
UL-Scooter
b
c
eb
em
m
mc
mtb
pt
r
s
uls
Kids
Youngsters
Yuppies & Students
Active Adults and Professionals
Elderly and Handicapped
Male
B
B&m
B, m, mc, s (Vespa)
Female
b
b (m)
b, m (Solex), s
(Vespa)
C, m for short distance pt, only very few
cars
M, c
pt, b
Table 5.7 Use patterns in the 70ies and 80ies
Lightly motorized cycles
Mopeds
Scooters
Solex
Puch Maxi, Sachs 2-Speed & Automatik
Vespa
Table 5.8 Typical vehicles of that epoch, 70ies and 80ies
5-23
Kids
Youngsters
Yuppies & Students
Male
mtb & b
b & mtb, only few
mopeds
b, mtb, mc, s, r
c, maxi-s, eb for short
distance, r
m, eb, c and mopeds
like those by Kyburz
Female
mtb & b
b & mtb
b, mtb, s, mc, r
pt, but now also
much more cars,
owned by women
pt, b, eb, c and
mopeds
Table 5.9 Use patterns in the 90ies and beyond
Bicycles
Lightly motorized cycles
E-Bikes and Pedelecs
Mopeds
Scooters
Mountain bikes and bike variants derived from
the mtb
Only few in Switzerland (Sachs)
Various brands coming in the second half of the
90ies
Pony (Amsler)
Many european and asian brands
Table 5.10 Typical vehicles of the 90ies
5.10.1.2
Todays Vehicle Use
During the ETOUR Project a survey has been conducted with the aim to identify the patterns
of use of lightweight electric vehicles (the study was financed by the swiss environmental
protection agency BUWAL). For detailed results see AUSWIRKUNGEN VON ELEKTROZWEIRÄDERN AUF DAS MOBILITÄTSVERHALTEN SCHLUSSBERICHT (2003).
5-24
5.10.1.3
Potential Future Vehicle Applications
We assume that an UL-scooter at a reasonable price level would be applied by the following
segments of the users:
Kids
Youngsters
Yuppies & Students
Male
Female
mtb & b
b & mtb,
only few
mopeds
mtb & b
b & mtb
ULS-Users
moderate higher
price
pricing
b, mtb, mc, b, mtb, s,
s, r
mc, r
c, maxi-s, Pt and cars
eb for short
distance, r
m, eb, c, r pt, b, eb, c,
and
r and
mopeds like mopeds
those by
Kyburz
X
X
X
X
X
Table 5.11 Use patterns in the 90ies and beyond, private users
One very important possible application of ul scooters will be utility such as pizza and postal
delivery.
5-25
5.10.2
Consumer Needs
5.10.2.1
Standard use of vehicle
Various field trials with lightweight two-wheelers yielded the following insights:
Users perceived positively:
Social and environmental benefit
Ease of use
Increasing mobility by increasing the accessible range
Silence of operation
Exercise of pedalling in the case of electric cycles
Power assist for the less sportive and the elderly by electric cycles
Time gain
Real value of power-assist or motorization where there are hills, but not in places with
strong cycle culture
Charging of e-bikes is easy thanks to the portable battery packs (less need for
charging infrastructure)
Quality of existing e-bikes
Low operational costs (if battery life is long enough)
Vehicles considered to be safe
Vehicles used as tractors for trailers
Weaknesses which were mentioned:
Lack of infrastructure friendly to lightweight vehicles (e.g. cycle paths)
Charging times too long
Range of many two-wheelers on the market too limited (range encountered by
users is often smaller than stated by manufacturers! Customers are not aware
that range approximately halfes when speed is doubled. Also, with electric battery
driven vehicles, range depends very much on on slope, see Fig. 14.1. Today, the
range of an e-bike in a steep slope is about 1/5 of the range in the flats)
Where average travel distances are higher, speed of existing two-wheelers is too
low
Parking and storing the vehicles and theft protection
Winter operation impossible (Scandinavia)
Rain is a problem
Classification of e-bikes as mopeds is a problem
Mismatch of user expectations and reality:
Price of vehicles was underestimated. Vehicles cost more than people wish they
would.
(In Switzerland, the Tour de Sol and the availability of vehicles like City El, Twike,
Flyer and Velocity formed a price expectation of the informed public which is very
high compared to other european countries. Swiss price expectations correspond to
prices which cover the cost of series models from small/medium series.)
Range needed is in fact in most cases shorter than consumers say they would need
(Ton Vermie, Tom / E-Tour: 27 km is sufficient for all daily trips). People like to
potentially be able to drive for a longer time if they wish or need in some seldom
cases.
5-26
From what consumers said based on experiences with existing LEV’s it can be concluded
that in a project to develop an ultralightweight scooter the following topics will have to be
considered strongly:
Weight of empty vehicle needs to be minimized and at the same time range needs to
be maximized (*)
Market price acceptable to the market participants (*)
Optimal charging procedures to reduce charging time, increase life cycle of battery,
and reduce price of charger
Fair user information (no too optimistic specification of range)
Operations in winter at low temperature
Co-Marketing of vehicle and rain-protection gear
Communication of the needs of such vehicles regarding infrastructure and traffic
planning
(*) Idea: Standard battery casing which can be filled with various kinds of batteries to adjust
to customer needs could be a sales argument
5.10.2.1.1
Specifications derived from consumer feedback
Range
Speed and Acceleration
Weight
Price
50 to 100 km per battery charge
Sufficient to be no obstacle for others in urban traffic:
In Europe 50 km/h and an acceleration common
for gas scooters (0 to 50 km/h in 1.5 to 3 seconds)
Comparable to a gas moped which weighs approx. 70 kg
about 2000 Euro (guess for a “good price”
by a german manufacturer)
5-27
5.10.2.2
5.10.2.2.1
Specialty use of LEV’s
Weather protection
Whereas on a cycle weather protection is difficult to achieve this is easier on non-pedalled
machines. If a fairing was not only made to protect from rain but was also aerodynamically
shaped, range in the flats could be enlarged at the same battery price. Reason: Reduced
aerodynamic drag and hence less energy losses.
Fig. 5.19 Classic by Kyburz (www.kyburz-classic.ch)
It is easier to add a full weather protection on multi-track vehicles. Single track vehicles/twowheelers need to be carefully designed in order to achieve good handling in crosswind. See
Fuchs 1998, and Fig. 7.9: Aeolos, a vehicle which can even be ridden in traffic in quite strong
wind.
5.10.2.2.2
Tourism
Maximizing range opens the leisure market. This was demonstrated by the Flyer C model
made by Biketec. This Pedelec allows weaker persons to join good to strong cyclists for a
group ride. Also, the silent power assistance while climbing allows such persons to discover
5-28
bike routes which have been inaccessible for them on non-power-assisted cycles.
For an example of a bike trip using power assisted cycles see: www.herzroute.ch/
Since an ul scooter is a silent vehicle and easy to operate could make it feasible for
operation in sensible touristic areas where noise and pollution are big problems. We think of
parks with wild animal, or urban areas.
5.10.2.2.3
Off-Road Riding
Electric machines are the best traction machines available. Maximizing torque opens market
opportunities in the field of extreme off-road riding, even moto-cross.
Fig. 5.20 a and b Electric Moto in situations where high maximum motor torque is helpful
5.10.2.3
Payload-Carrying
5.10.2.3.1
Racks and Bags
For professional goods distribution, demands are, according to Michael Gade (Post
Denmark, 2003):
• The vehicles must be constructed as a working tool rather than a means of transportation
• 98% availability
• At least 150 kg workload. At least 20 kg in the frontbag
• At least 30 km working range with full load even in hilly areas
5-29
Fig. 5.21 Conceptual drawing (Source: Oxygen) of postal delivery scooter (this scooter is of
the heavy traditional frame type)
5-30
5.10.2.3.2
Trailers
A significant part of the market consists very probable of urban fleets like those e.g. for postal
or pizza delivery. At IFMA 2003 trailers pulled by electric cycles were one of the main topics.
It is reasonable to assume that ultralightweight scooters would be used to deliver post or
other goods in urban environment.
Pulling tasks such as pulling cycle trailers for the transport of small children or dogs or
goods, require strong motors producing a lot of torque.
Fig. 5.22 Fritz Tschanz delivers Post at Oberstocken and Amsoldingen near Thun,
Switzerland, with electric vehicles since many years. One vehicle (shown above) is a
Peugeot Scoot’elec with trailer for postal goods
For postal delivery, one major advantage of e-scooters is that no internal combusiton engine
is operated in stop-and-go mode. The electric scooter does not have to be switched off while
the postman walks from the parked vehicle to the post box and back.
5-31
Fig. 5.23 “Cargo Bike Europe”-exhibition at IFMA 2003. This trailer is propelled and pushes
the bike. Foto extraenergy.org
5.24 “Cargo Bike Europe”-exhibition at IFMA 2003. This vehicle is a trike with cargo space on
the front axle, derived from a pedelec. Foto extraenergy.org
5-32
Fig. 5.25 Electric Moto used for off-road pulling
5.10.3
Marketing handicaps
Absences of noise makes e-scooters inattractive to youngsters
The vehicles available to the E-Tour project attracted people in the age range 35 and
above
So vehicle and marketing concepts to attract young people to e-scooters are needed in order
to build a sustainable future for them.
5-33
5.10.4
Market needs versus market offering
From the feedback of users of early LEV “customer-wants” can be derived and can be
compared to the features of the vehicles actually on the market.
Fig. 5.26 Comparisons of market wants versus engineering specifications (Shu, The
Development of the Advanced Electric Scooter in Taiwan)
The figure above shows the discrepancy between the performance of series production
vehicles and consumer wants. Improvements are needed mainly in the following domains:
Running costs (which depends mainly on battery lifetime)
Range (depends mainly on battery energy density and price per unit of battery)
Charging duration (which depends mainly on power resp. price of charger)
Vehicle weight (dependent on energy density of battery and vehicle concept)
On the other hand, the mismatch of user needs and of the spectrum of features of the
vehicles on the market defines a market niche still to fill up. This feasibility study shows that
an ul scooter lowers the discrepancy between technical possibilities and market wants as
shown in the picture above.
5-34
6 State of the Art of Electrically Powered Two-Wheelers
6
State of the Art of Electrically Powered Two-Wheelers................................................ 6-1
6.1
6.2
Features and specifications of existing scooters................................................... 6-1
6.2.1
Light electric vehicles in series production..................................................... 6-1
6.2.2
Intellibike ....................................................................................................... 6-3
6.2.3
Performance ................................................................................................. 6-5
6.3
Technologies implemented on the Market ............................................................ 6-5
6.4
Technological Trends ........................................................................................... 6-6
6.5
Hybrid Scooters.................................................................................................... 6-7
6.6
Hydrogen powered Scooters ................................................................................ 6-7
6.6.1
Burning Hydrogen in a Combustion Engine................................................... 6-7
6.6.2
“Burning” Hydrogen in Fuel Cells .................................................................. 6-7
6.2 Features and specifications of existing scooters
6.2.1 Light electric vehicles in series production
The specifics of the vehicles from the various scooter classes are:
6.2.1.1Skateboard like scooters
Basic vehicle layout: Most have rear wheel drive using a belt as transmission between motor
and rear wheel. Operation is by a lever or throttle at the handlebar. Very few are equipped
with suspension.
Technological state: Brushed or brushless motors. Simple charging modes.
Batteries: Lead-Gel or NiCd
Actual problems in this vehicle class: Many brands suffer from poor quality. Many models
overheat on slopes, poor brakes or noisy gears.
6.2.1.2Electric bikes and pedelecs
Basic vehicle layout: All are parallel-hybrid vehicles with different basic layout:
a) Front wheel assist drive,
b) rear wheel assist drive,
c) assist drive near the pedal, step down gear or direct drive between motor and pedals or
motor working onto the chain between pedal and rear wheel.
Two classes exist: e-bikes which are operated by a throttle and pedelecs which are
6-1
automatically operated upon pedalling. Only some models have suspended wheels.
Technological state: Brushed or brushless motors. Some models have advanced battery
management systems.
Batteries: Lead-Gel, NiCd, NiMH or NiZn, Lithium
Actual problems in this vehicle class: Leading brands suffer from little or no problems,
whereas models with poorer quality suffer from minor but nasty mechanical or electrical
problems.
6.2.1.3Mopeds
Remarkable models are the Yamaha Passol and the Nycewheels Voloci (out of production)
Basic vehicle layout: There are “naked” vehicles and models with plastic shells to cover the
underlying frame. Chain or belt drive or rear wheel hub motor (Passol). Brushed or brushless
motors common. At least front wheel suspension.
Technological state: Smart battery chargers are state of the art.
Batteries: Sealed Lead Acid Battery System (SLA) or Nickel Metal Hydride Battery System
(NiMH)
Actual problems in this vehicle class: This vehicle class is very young, and no huge numbers
have been sold yet. Therefore there is hardly any information about the quality standard.
6.2.1.4“Heavy electric scooters”
Basic vehicle layout: The vehicle is very similar to scooters motorized with internal
combustion engines. The frame is faired, the tires are small but wide. Front and rear wheel
are suspended.
Technological state: Brushed motors or brushless direct drive wheelhub motors. Battery
management exists so that the potential life expectancy of batteries can be reached.
Batteries: lead acid
Actual problems in this vehicle class: The vehicle itself is heavy – low ratio of battery to
vehicle weight. Direct drive motors are weak on steep slopes.
Typical Voltages and Capacities are:
DC Voltage Range
Skateboard like scooters
Electric Bikes
Mopeds
Heavy Scooters
12, 24 or 36V
24 or 36V
24 or 36V
48V (Scoot’elec 3 x 6 V)
Typical Capacities of
Battery
4.5 to 12 Ah
3.3 to 8 Ah
14 Ah
50 Ah (Scoot’elec 100 Ah)
Table 6.1 Typical board voltages and battery capacities found on the market
6-2
6.2.2 Intellibike
Intellibike is an electric cycle technology demonstrator that was developed at the University
of Applied Sciences in Biel/Bienne. The drive system including motor was conceptualized by
Dr. Andrea Vezzini.
For the feasibility study Intellibike is important because it demonstrated the potential for the
design of lightweight two-wheelers with electric propulsion that lies in new battery systems
and in cycle- rather than heavy scooter-vehicular technology. That is: The materials and
design concepts are those usually applied in pedalled human powered cycles.
The key features of Intellibike are:
• every subsystem is as efficient as possible, e.g. very aerodynamical vehicle and a
very efficient, gearless, direct drive hub motor
• Very high ratio of battery weight to vehicle weight in order to maximize stored energy
The frame was derived from a triathlon bike. The motor was inspired by the solar racing car
direct drive wheelhub motors.
New is the concept for the battery and its monitoring: It is built from staples of flat Lithium
Polymer batteries. Each staple is monitored by a controller which reports battery status using
a CAN-bus and finally, wireless, to a laptop computer.
Fig. 6.1 Intellibike during the race across Australia
For more details see the EVS21 paper (Intellibike’s specifications), and on table 7.1
6-3
6.2.2.1Comparison of the Intellibike technology demonstrator with
e-bike production models
75
Intellibike
50
Range km
E-Bikes (extraenergy 2002)
25
0
0
10
20
30
40
50
60
70
Speed km/h
Fig.6.2 Comparison of Intellibike range and speed with a corresponding average of the same
parameters of e-bikes as measured by extraenergy.org in the 2002 extraenergy test
The comparison is fair in that the vehicles studied by extraenergy weight on average also
about 30 kg like Intellibike does. The performance of Intellibike is based on a lithium polymer
battery 52V 17.5 Ah, about four times the energy common in production e-bike batteries.
The comparison is not fair in that an Intellibike prototype including battery costs much more
than the production models. But Fig. 6.2 above shows the potential once lithium batteries
become available and become manageable thanks to modern BMS (battery management
systems).
6-4
6.2.3 Performance
From statements by consumers we derive the following requirements:
Parameter Value
Benchmark
Range
At least 50 km in city In Europe, typical trip lengths are up to 15
cycle, also in winter
km. Vehicle range should be much more
than twice this trip length in order to have
some reserve and in order to increase the
time interval between recharges
Speed
50km/h at least
Typical maximum speed in urban traffic
Weight
70 kg
Comparable to a two-stroke moped
Price
2000 Euro
Price based on experiences made while
marketing e-bikes and pedelecs
Table 6.2 Key market requirements of an ultralightweight scooter
Intellibike performance demonstrates that consumers requirements can potentially be
fullfilled.
6.3 Technologies implemented on the Market
See Chapter 6.2 for information about what kind of technology is found in production models.
6.3.1.1Charging Methods
There are standard charging methods. The most common charging method is CC/CV, which
stands for constant current and constant voltage.
Basically, during the constant current phase energy is loaded into the battery at a constant
rate (constant current). Most of the energy is loaded into the battery during this first phase.
During the constant voltage phase the different cells of the battery have time to approach full
charge since cells with lower voltage than the voltage held constant can approach it.
6.3.1.2Market situation of Battery Management System
At the moment there are still no perfectly suited battery management system (BMS) on the
market (therefore, within this feasibility study, a prototype of a bms was developed). Some
battery companies even still charge lithium cells out of a series string individually since they
have no access to BMS which allow charge equilibration resp. bypassing of the charging
current during charging.
6-5
6.4 Technological Trends
In Asia, Europe and North America vehicle development is under way, also LEV
development. The following overview including scooters is especially relevant for Asia:
Past
1200cc car engine, 250cc
twin cylinder motorcycle
engine, 26 cc general
purpose engine, manual shift
gear box, motorcycle
Car EMS technology,
Electronic Gearbox system
matching technology
1st generation electrical
scooter with VRLA battery
2nd generation electrical
scooter with NiMH battery
Present
1600/1800/2000cc
modularized car engine
EMS/ECU prototype
Controller
3rd generation electrical
scooter with lithium battery
Future
low fuel consumption Lean
Burn Engine, NLEV low
emission and OBD
technology, electronic
automatic gearbox
Engine digital control
technology,
Auto-PC technology
Fuel cell technology, hybrid
power system
Table 6.3 Vehicle development according to ITRI/MIRL, Taiwan (March 2003).
NLEV: National Low Emission Vehicle
OBD: On-board diagnostic
EMS: Engine Management System
ECU: Engine Control Unit
ITRI: Industrial Technology Research Institute
MIRL: Mechanical Industrial Research Laboratories (MIRL)
VRLA: Valve Regulated Lead-Acid
Whereas in the aerea of motorcycles and cars with internal combustion engine Taiwan’s
ITRI/MIRL focus on the development of key components, in the field of scooters the third
stage electrical motorcycle project is under way which includes the development of complete
platforms. According to MTRI, light material, lithium battery and energy management
technologies have been applied in the third stage electrical scooter. The specifications of the
third stage electrical scooter are:
•
Scooter weight: 90 kilograms
•
Battery use life: 36,000 kilometers
•
Mileage for each battery charging: 60 kilometers
•
Recharge function: 30 kilometers mileage for 15 minutes fast charging of battery
Apparently, hybrid scooters are forseen only for the future. This corresponds to our
understanding that a battery ul scooter only just now becomes fully feasible in all respects
(usability, technical, economical), whereas hybrid or fuel cell scooter still need (much) more
development.
6-6
6.5 Hybrid Scooters
At the EVS21 conference in spring 2005 Honda engineers showed a hybrid scooter and let
visitors test ride.
The drive was a unique combination of series- and parallel hybrid.
Fig. 6.3 Hybrid scooter prototype
6.6 Hydrogen powered Scooters
6.6.1 Burning Hydrogen in a Combustion Engine
Independent Energy Systems InEnSy (www.inensy.de) has exhibited a scooter burning
hydrogen rather than gasoline at the IFMA 2001 fair in Cologne.
6.6.2 “Burning” Hydrogen in Fuel Cells
Quite many fuel cell scooters exist or are under construction.
At HTI Biel, in 2005 and beyond students are working on a Peugeot Scoot’elec powered by
fuel cell, and which stores peak power in supercapacitors.
6-7
Fig. 6.4 Asia Pacific Fuel Cell Technologies have demonstrated various generations of fuel
cell scooters (ZES n, n ranging from I to IV)
Fig. 6.5 Fuel cell powered version of Yamaha Passol
6-8
Fig. 6.6 Design proposed by www.behind-the-wheel.de. In this “Hunter” fuel cell scooter the
tank is located in the upper part of the body, just below the seat.
6-9
7 Technical Feasibility
7
Technical Feasibility .................................................................................................... 7-1
7.1
7.2
Recapitulation of most important Requirements ................................................... 7-1
7.3
Technical Feasibility ............................................................................................. 7-2
7.3.1
Vehicle .......................................................................................................... 7-2
7.3.2
Potential solutions for the Drive System ...................................................... 7-13
7.3.3
Approximate weights and volumes of a Drive System ................................. 7-13
7.2 Recapitulation of most important Requirements
Most important requirements to an ultraleightweight scooter ULS:
Ergonomic man-machine interface
An energy storage capacity as huge as possible in order to increase range in km and
the time between recharging but that is still lightweight enough
Nevertheless the battery pack should be one which can be taken off the vehicle to
lower the need to access public charging infrastructure with the ULS
Automated charging process: Ease of handling of the charging process
Vehicle as lightweight as possible
Strong motor to accelerate fast (acceleration is more important than maximum speed)
Feasible for mass production
High level of theft protection but nevertheless easy handling. Storage space for
helmets etc.
High quality product communication (good manual)
The battery and its management system is key for an ULS: Requirements to a energy
storage (battery) according to Hannes Neupert (2003):
Capacity, Ah (as high as possible)
Weight, kg (as low as possible)
Volume, cm2 (as low as possible)
Lifetime and reliability (as long as possible)
Costs (as low as possible)
Safety (especially for Li-Ion accurate BMS needed, BMS= Battery Management
System)
Environmental soundness (like charging efficiency and recycling)
7-1
7.3 Technical Feasibility
7.3.1 Vehicle
7.3.1.1Feasible Gross Weight
Lightweight construction of the vehicle itself in the way e.g. Intellibike was build is too costly.
However, even in steel or aluminium frames lightweight enough for a commercial version of
an ul scooter can be built.
Intellibike
[kg]
2.0
0.3
3.4
ULS, commercial
version
[kg]
0
2
0
1.5
1.4
0
0
0.8
0
0.0
20
Battery
5.5
12
Battery casing and
electronics
Power electronics
Hub motor (in rear
wheel)
Motor on rear wheel
suspension
1.5
Bicycle chainwheel
Transmission to rear
wheel
Rest
Charger
TOTAL
Frame
Aerodynamic fairing
Front wheel
suspension incl.
Handlebar
Front wheel
Rear wheel
suspension
Rear wheel without
hub motor
Complete Vehicle
0.5
9.7
1
0
0.0
5.5
0.8
0.7
0
2.5
2.0
0.0
30.0
8
6
57.0
Source
conservative estimate for
weight of downhill mountain
bikes
About 40Ah at 37V
(suppliers of lithium
batteries)
Motor power between 1 and
4 kW (suppliers of
synchronous motors)
Estimation
Table 7.1 Estimated weight break-down of an ULS based on cycle technology compared to
the measured weight break-down of Intellibike
(Intellibike was equipped with a lithium polymer battery of 52V 17.5Ah, that is 0.91 kW-hour)
File: weight_breakdown.xls
7-2
7.3.1.2Vehicle Base: Frame and Wheels
Cycle technology which allows high peak loads is represented in the downhill / freeride
bicycles. These bikes usually have quite wide 26” wheels (26” x 2.35” or 60-559), lightweight
but strong frames from tubing, and lots of suspension travel. This kind of vehicle is feasible to
be developed further into an uls.
On average, such downhill bikes weight below 20 kg’s if without lighting system, fenders and
rack. If the frame is a cheaper one than those typical on the rather expensive downhill bikes,
weight of the pure vehicle with spoke wheels as on cycles may be 25 kg’s.
If the drive train including batteries weights 25 kg’s, the vehicle including drive train, lights,
fenders and rack will weight in at about 50 to 60 kg’s if the wheels are based on cycle
technology, that is, thin walled diagonal high pressure tires (4 to 7 bars).
But wheels with thin spokes may not be suitable for design reasons. Cast wheels or faired
wheels with wide tires might be better to give an uls its own character as a motorized vehicle.
Cast wheels would weight some more kg’s than spoked wheels.
It is therefore expected that an uls will weight in at about 60 to 70 kgs’
7-3
7.3.1.2.1
Frame Examples
Examples of vehicles that exist and which can serve as examples for a vehicular basis of an
ul scooter.
Fig 7.1 The Gemini by Cannondale is an example for a lightweight, suspended vehicle rigidly
constructed. (Of course an ULS as an urban vehicle should have an outlay of the frame with
differently angled tubes).
Fig. 7.2 Electric Moto dirt bike. This looks like an off-road version of an uls.
7-4
Fig. 7.3 X-Bike by ZVO Inc. Los Angeles (www.gilamonsterbikes.com).
With 36V 5Ah battery this bike weights 48 pounds (about 25 kg‘s).
An ultralightweight scooter could conceptually be very similar to the X-Bike: rigid frame,
suspension (seat suspension is an option), small wheels with fat tires
7-5
7.3.1.2.2
Wheels and tires
Wheels and tires may make up a significant percentage of vehicle weight even when with
drive train and battery. In order to differentiate an uls from a traditional scooter, no traditional
scooter tires from the range 90/90-10 to 150/70-14 should be used.
Fat tires of small wheels have less rolling resistance than believed (=> Article by Ian Sims in
Human Power, Vol 42, www.hupi.org). Such cycle tires are a better choice than standard
scooter tires if the weight of the vehicle is quite below 100 kg’s.
If cycle wheels with spokes could be used, a certain weight advantage over cast wheels
would result. Using thin-walled tires as narrow as possible would reduce weight, too.
However, for design reasons, cast wheels with massive spokes and fat tires may be
required.
When using cycle tires, maximum permissible load is a key criteria. Today, tires suitable for
prototype development and maybe even series productions exist:
Company
Schwalbe
Model
BMX, Jumpin Jack
BMX, Crazy Bob
MTB, Super Moto
MTB, Black Jack
TUBELESS
Important specifications
60-559
Max. load 150 kg
2 to 4 bar
690 g
54-559
Max. load 140 kg
2.5 to 4 bar
720 g
Table 7.2 Tires on the market that should be evaluated when actually building an ULS
prototype
7-6
7.3.1.3Fairings
7.3.1.3.1
Concepts for fairings for weather protection
a) Concept of a partially faired vehicle by Peter Ernst
Big advantage of this concept is the possibility to
adjust the fairing in dependence of the weather.
Fig. 7.4 Concept by Peter Ernst for a fairing where the degree of rider protection from the
weather can be varied from only little protection to nearly full protection.
b) Weather protection on modern bicycles
At the moment Tribecraft AG is working on a study about weather protection of riders of twowheelers. See final report for swiss federal agency of energy.
7-7
7.3.1.3.2
Concepts for fully aerodynamic Vehicles or aerodynamic
Aids
The vehicles shown above are all vehicles with upright seating position. But lowering and
seat position and bending backwards the backrest would yield huge aerodynamic benefits.
Also, partial, but especially full fairings yield some degree or full weather protection.
However, so far, conservative approaches in scooter design have prevented full use of the
corresponding benefits. In this chapter we therefore like to show how big aerodynamic
benefits could be.
If a roofed ul scooter is to be designed then lowering seat height is a must.
Most important parameters for the aerodynamic efficiency of unfaired and faired twowheelers:
a. Seat height above ground
b. Inclination of rider upper body (reclined: Chopper or recumbent; upright:
moped and motorcycle; bent forward: racing motorcycle)
c. Aerodynamic fairings (Faired wheels, front fairings, partial fairings of rider that
may also protect from rain, full fairings)
Unfaired
cycles
Upright cycle
Racing bike
upright seating
Racing bike
crouched
position
Triathlon bike
Recumbent
Faired cycles
Aluminium
Allewedder
Carbon
Allewedder
Recumbent
with foam
fairing
Recumbent
with full fairing
seat at 60 cm
seat at 40 cm
seat at 20 cm
seat at 20 cm
Effective
frontal area,
m2
0.70
100
0.52
74
0.39
56
0.33
0.29
0.26
0.23
0.20
47
41
38
33
29
0.17
24
0.11
16
0.04
6
drag in % of
upright bike
Table 7.3 Drag coefficients derived from measurements of power needed to attain a certain
speed (Source: hpv nieuws 6/97)
Other sources for similar data are: www.liegerad.de/lieg/rennen/aerodyna/cw.pdf and
www.magic-scooter.de
7-8
Traditional, upright seating, no focus on aerodynamics:
a) Velosolex (20th century)
Fig. 7.5 A classic, the Velosolex
b) Voloci E-Mofa (third millenium)
Fig. 7.6 Modern version of a two wheeler for short range transportation
(for all-weather use fenders had to be added).
7-9
Traditional, upright seating, strong focus on aerodynamics:
c) Kemut
An example for a vehicle with upright seating but partial fairing with aerodynamic benefits.
Fig. 7.7 Example for a highly aerodynamic partial fairing
7-10
Recumbent seating:
d) Plastic and tissue partial fairings
Fig. 7.8a und 7.8b Example of partial fairings. Fairings common on production models of
recumbents (here: Easy Racer Gold Rush).
e) Aeolos by Joachim Fuchs (fully faired, acceptable handling in crosswinds):
Entering Aeolos is no
problem. In summer, the
rear part of the fairing may
stay open while riding.
Fig. 7.9 Aeolos by Joachim Fuchs is the only known single track vehicle with acceptable
handling in crosswinds tested over years.
If a fully faired version of an ul scooter should be built the base configuration of vehicle frame
and fairing of Aeolos could be taken as an example.
7-11
The effect of lowered aerodynamic drag on range of purely electrical two-wheelers is shown
below:
Fig. 7.10 Range increases with decreasing effective frontal aerea.
Article by Michael Saari (in Human Power, Vol 42, www.hupi.org).
The figure above shows that range of battery driven small vehicles may be increased by 50%
or so if the effective frontal aerea is halfed. This, as is shown in the table 7.3 above, is easily
done by changing from an upright seating position to a reclined seating position. Partial or full
fairings help to increase range even more.
If upright seating is required then a partial fairing like the one on the Kemut also allows to
reduce drag to about half.
7-12
7.3.2 Potential solutions for the Drive System
7.3.3 Approximate weights and volumes of a Drive System
Volume and weight of a drive system of an electric scooter is given mainly by the motor and
the batteries.
Volumes:
• Motor (wheel hub motor or motor on rear wheel trailing arm, using belt or chain to
drive the wheel): Cylindrical, min. diameter 190 mm, length up to 135 mm if hub
motor, else 85 mm
• Battery: Volume min. 5 liters, opt. 7 liters, max. 11 liters
Weights:
• A motor in the required power-class, up to 2 kW, weighs approx. 5 kg’s
• Batteries with up to 2kWh energy weigh inbetween 10 and 20 kg’s
7.3.3.1Decentralized Control System on PowerNet 42V Standard
A decentralized control system was developed at the University of Applied Sciences in the
period 2000 to 2002 for autork ltd. See Fuchs 2001, Fuchs 2002, Blatter 2003, Blatter and
Fuchs 2003 and Fuchs 2003.
This system could be used as a top-level control system. It is based on a serial bus (CAN)
and would allow the communication between the human-machine interface (display & control
module), the battery with its battery management system, the motor with its electronic
control, as well as a charger.
Intelligent charging and energy/battery management can be implemented. E.g. the
decentralized control system could be combined with the battery management systems by
Dr. A. Vezzini applied in the Antares sailplane with electrical propulsion while starting or
applied in Intellbike (Vezzini 2003, page 36) or with a new BMS developed within this project:
In the period spring 2004 to summer 2005 a battery management system for 7 to 10 lithium
battery cells was being developped by Stefan Brönnimann at the University of Applied
Sciences in Biel (Brönnimann 2004).
7-13
7.3.3.2Crystalyte SYX Motor and Motor Controller
The system consists of wheelhub motor, motor controller and throttle. No indication for the
existence of a battery management system is given. See crystalyte.com
Model
SYX Scooter & Small Car
Motor Series
Motor Type
Brush type
Voltage Rating
48 V DC (36V Available)
Power rating
500 Watt - 2000 Watt
Maximum RPM
444 - 915 r/min
Top Speed MPH
KPH
1000 W
21.75-34.18
35-55km/h
1500 W
21.75-34.18
35-55km/h
2000 W
27.97-43.50
45-70km/h
Maximum Torque N.m
Start Torque
1000W
13.80 - 21.50
60 N.m
1500 W
19.90 - 31.20
100 N.m
2000 W
20.90 - 33.40
100 N.m More
Table 7.4 Main specifications of crystalyte system
In this system, since a battery management system is lacking, an intelligent charger may
partly compensate for that if the user is well educated in the field of small electric vehicle use.
7-14
Fig. 7.11 Crystalyte motor for scooter
7-15
7.3.3.3PUES Power Unit for Electric Systems
The Pues System is a complete drive train. The company www.pues.co.jp markets this
system mainly for indoor racing karts and e-scooters. See appendix for the sheet with the
specifications listed.
The system consists of all the parts needed to implement a drive in a small electric vehicle: a
motor and a NiMH battery with battery management system.
This drive system seems to be of high quality. In huge production lots the price of this system
would be acceptable.
7.3.3.4Drive built based on systems and components existing at the
University of Applied Sciences Biel
A combination of system architectures, hard- and software, existing at HTI Biel, is a solution
for the complete drive train. However, scaling and modification in order to fit the requirements
of an ul scooter exactly is needed.
A drive train could be licensed to a vehicle manufacturer. Compared to purchasing the PUES
system with margins put into the price a system from HTI would be cheaper if licensed.
Subsystem
Applications
Developed by
Decentralized control
system DCS
Laboratory
prototypes of
series hybrid
cycles
Antares,
sailplane with
electrically
powered motor
for climbing
Virtually any
HTA Bern, 2000 to
2002, Jürg Blatter /
Andreas Fuchs
Battery management
system BMS
BMS prototyped by
Stefan Brönnimann
HTA Biel and
drivetek, 200x,
Andrea Vezzini
Within this project
at HTI Biel
Modifications
needed for ul
scooter prototype
Further development
of the motor
controller and
interface to BMS
Interface to DCS.
Other battery type
Interfacing to DCS
top level control
system
Table 7.5 Existing control (sub-)systems for prototyping of an ul scooter
7-16
8 Components of Drive System
8
Components of Drive System...................................................................................... 8-1
8.1
8.2
Motors .................................................................................................................. 8-2
8.2.1
Requirements: Key Vehicle Parameters........................................................ 8-2
8.2.2
Propulsion System Dynamics........................................................................ 8-2
8.2.3
Dimensioning of propulsion system ............................................................... 8-4
8.2.3.1
Power and Torque on Wheel.................................................................. 8-4
8.2.3.2
Power and Torque at Motor Shaft .......................................................... 8-6
8.2.3.3
Resulting Nominal Motor Values ............................................................ 8-7
8.2.3.4
Suitable Electrical Machines .................................................................. 8-8
8.2.3.4.1 IPM Machines and their Advantages................................................... 8-9
8.2.3.4.2 Design Problems of PM Synchronous Motors................................... 8-11
8.2.3.4.2.1 The machine from PERM-Motor ................................................. 8-12
8.2.3.4.2.2 The wheel motor that was used in Intellibike: “Spirit of Bike – Motor”
8-14
8.2.3.4.2.3 A machine that could be specifically designed for the ULS: IPM –
Motor
8-17
8.2.3.5
ULS Feasibility Study Results for electric Motor ................................... 8-20
8.3
Battery Casing.................................................................................................... 8-21
8.4
Other casings..................................................................................................... 8-21
8.5
Cables................................................................................................................ 8-22
8.6
Energy storage................................................................................................... 8-22
8.6.1
Batteries...................................................................................................... 8-23
8.6.1.1
Minimal Battery Mass and Volume as demonstrated by Intellibike ....... 8-23
8.6.1.2
Battery chemistries............................................................................... 8-24
8.6.1.2.1 Batteries, production models and availability .................................... 8-26
8.6.1.2.1.1 Battery Cells that might be feasible ............................................ 8-26
8.6.1.2.1.2 Availability .................................................................................. 8-27
8.6.2
Battery management ................................................................................... 8-27
8.6.2.1
Battery safety ....................................................................................... 8-27
8.6.2.2
Battery Life........................................................................................... 8-28
8.6.2.2.1 Independent Information about Cycle Life......................................... 8-28
8.7
Control Systems................................................................................................. 8-28
8.7.1
Complete Control Systems.......................................................................... 8-28
8.7.2
Motor Controls............................................................................................. 8-29
8.7.2.1
Power Stages....................................................................................... 8-29
8-1
8.2 Motors
8.2.1 Requirements: Key Vehicle Parameters
ULS-Vehicle
Driver
“Normal” ULS
60 kg
75 kg
Payload
15 kg
Total Weight
Top-Speed
Gradient
Acceleration
150 kg
60 km/h
18%
10 m in less than 3 s
100 m in less than 10 s
60 – 80 km
Range
Postal Service ULS
60 kg
Driver: 75 kg small
Trailer: 40 kg
45 kg (ULS),
80 kg (Trailer)
300 kg
45 km/h
17%
up to 60 km
Table 8.1 List of requirements of a commuter and a transport version of an ul scooter
regarding drive performance
8.2.2 Propulsion System Dynamics
Torque – speed requirements are given by:
• Starting torque
• Maximum hill speed
• Top speed power
• Acceleration
• Maximum battery power
Propulsion system design task:
•
•
Define continuous torque – Speed and power rating
Define max. torque and power
8-2
Fig. 8.1 Torque-speed and power-speed curves. A high dynamic range is needed for both
high acceleration when starting and high power at high efficiency at elevated speeds
Definition of the speed ranges of constant torque and constant power:
Fig. 8.14 Example for
Constant Torque Speed Range (CTSR) given by limitations of electrical machine or inverter
Constant Power Speed Range (CPSR), given by limitation of electrical machine, inverter or
energy source
8-3
8.2.3 Dimensioning of propulsion system
Calculation Assumptions:
Coefficient of drag, cW
Frontal aerea, Af
Density of air
0.95
0.5 m2
1.20 kg/m3
Table 8.2 Parameter set assumed for the calculations
8.2.3.1Power and Torque on Wheel
Road Load Forces [W] vs. Speed (km/h)
Road Load Torque [Nm] vs. Speed (km/h)
6000
90
5000
75
4000
60
3000
45
2000
30
1000
15
0
0
0
10
20
30
40
50
60
0
10
20
30
40
50
60
Rotational Inertia Coefficient
Fig. 8.2a & b Resulting force and power diagrams
“Normal” ULS: Gradients: 0/6/12/18%, “Low” starting torque, max. speed power ~ 2 kW
8-4
Road Load Forces [W] vs. Speed (km/h)
Road Load Torque [Nm] vs. Speed (km/h)
6000
120
5000
100
4000
80
3000
60
2000
40
1000
20
0
0
0
10
20
30
40
50
60
0
10
20
30
40
50
60
Rotational Inertia Coefficient
Fig. 8.3a & b Postal Service ULS
High starting torque, slightly higher max. speed power
Starting torque of a standard ULS and a postal ULS are very different in that the torque
doubles due to twice the weight.
Since a postal ULS does not need to go as fast as an normal standard ULS power is not
really a limiting criteria.
8-5
8.2.3.2Power and Torque at Motor Shaft
Torque [Nm] vs. Speed (km/h)
60
50
Road and Motor Torque [Nm]
40
30
20
10
0
0
10
20
30
40
Vehicle Speed [km/h]
50
60
Fig. 8.4 Force and power diagram
“Normal” ULS: Transmission ratio: 1:2.5, motor torque: 24Nm, transmission efficiency: 97.4%
Torque [Nm] vs. Speed (km/h)
120
100
Road and Motor Torque [Nm]
80
60
40
20
0
0
10
20
30
40
50
60
Fig. 8.5 Force and power diagram
Postal Service ULS: Transmission ratio: 1:5, motor torque: 24Nm, Increased Constant Power
Speed Range
8-6
8.2.3.3Resulting Nominal Motor Values
Motor Torque (Nm) vs. Speed (km/h)
30
1750
25
Motor Torque [Nm]
Motor Power [W]
Motor Power (W) vs. Speed (km/h)
2100
1400
1050
700
350
20
15
10
5
0
0
0
10
20
30
40
50
60
0
10
20
30
40
50
60
Fig. 8.6a & b Nominal motor values with belt transmission
Fullfills requirements of “normal” and postal ULS
Mechanical: Nominal torque: 25Nm, corner speed: 765 rpm, nominal power: 2kW, top speed:
3000 rpm, torque at top speed: 6.37 Nm
Motor Torque (Nm) vs. Speed (km/h)
90
1750
75
Motor Torque [Nm]
Motor Power [W]
Motor Power (W) vs. Speed (km/h)
2100
1400
1050
700
350
60
45
30
15
0
0
0
10
20
30
40
50
60
0
10
20
30
40
50
60
Fig. 8.7a & b Nominal motor values for a hub-motor in rear wheel
Only suitable for standard version of ULS; not suitable for postal ULS
Mechanical: Nominal torque: 62.5Nm, corner speed: 306 rpm, nominal power: 2kW, top
speed: 627 rpm, torque at top speed: 30.5 Nm
8-7
8.2.3.4Suitable Electrical Machines
1. HTI Biel IPM: Permanent Magnet Assisted Synchronous Reluctace Machine for use
with belt transmission. Only Design-Study.
2. HTI Biel SMPM: Permanent Magnet Surface Mounted Synchronous Machine for use
as wheel Motor. Used in Spirit of Bike Project, already built for rear wheel use.
3. PERM-Motor: Axial Flux Permanent Magnet Synchronous Motor. Production-Motor
with High Quality from Germany. Could be used as drive with belt transmission.
Fig. 8.8 HTI Biel IPM
Fig. 8.9 HTI Biel SMPM (Intellibike Motor)
Fig. 8.10 Perm-Motor GmbH Synchronous Machine
8-8
Discussion of differences between the motors: For the theory about smooth PM synchronous
machines and salient IPM (PMA SynRel Motor) see EVS 20 paper draft.
8.2.3.4.1
IPM Machines and their Advantages
Why use PMA-SynRM (Permanent Magnet Assisted Synchronous Reluctace Machine) ?
Advantages in cost, efficiency and control
• Needs less permanent magnets
• Similar efficiency as SMPM SM (Permanent Magnet Surface Mounted Synchronous
Machine)
• Wide constant power speed range possible
Fig. 8.11 Overview of types of electric machines in dependence of ratio of pm induced torque
to reluctance induced torque. Source: Soong Wen Liang, Design and Modelling of Axiallylaminated IPM Motor Drives for Field-Weakening Applications, University of Glasgow, 1993
Fig. 8.12 Rotor geometry and saliency numbers from SMPM to pure SR-Machines. Source:
Soong Wen Liang, Design and Modelling of Axially-laminated IPM Motor Drives for FieldWeakening Applications, University of Glasgow, 1993
8-9
Fig. 8.13 Comparison of cost and efficiency of various electric machines. Source: Soong
Wen Liang, Design and Modelling of Axially-laminated IPM Motor Drives for Field-Weakening
Applications, University of Glasgow, 1993
Fig. 8.15 Dynamic behaviour of machines with same saliency ratio but different magnetic
flux. Source: A. Vezzini
Advantage of PMA-SynRM (Permanent Magnet Assisted Synchronous Reluctance Machine):
•
•
Easier Design to get infinite speed behaviour, thus optimum use of inverter current
rating and higher efficiency at higher speed
Overall smaller machine volume as machine power is matched to requirements
8-10
Design Problems of PM Synchronous Motors
axle power
axle torque
8.2.3.4.2
PM Syn 1
PM Syn 2
PM Syn 3
PM Syn 1
PM Syn 2
PM Syn 3
axle speed
axle speed
Fig. 8.16 Various types of synchronous machines compared
PM Syn with big flux weakening region (small base speed, PM Syn 3) has decreased power
at high speed due to reduced efficiency and smaller torque producing current (flux
weakening current is necessary!)
PM Syn with small flux weakening region will not reach the required torque (PM Syn 2) for
the same phase current as PM Syn with big flux. Required torque can only be reached with
very high current in base speed region (thermal problems!) and motor is oversized in power
(PM Syn 1).
PERM-Motor: To get the required torque, a current of 254% of the nominal current is
required, this can cause thermal problems and thus could limit the time during which the
overload is allowed.
8-11
8.2.3.4.2.1 The machine from PERM-Motor
PMS-100
Torque at 3000 rpm: 7.11 Nm
Nominal Voltage: 24V
Nominal Current: 101 A
Overload capability: 300% = 21.33 Nm
Overload Current: 303 A!
Volume: 188 mm x 82mm
Weight: 5.5 kg
The motor is very small but requires high current to reach the needed starting torque.
Thermal Problems and lower efficiency at this speed will be the result.
Fig. 8.17 Overload capacity of Perm-Motor motors in % of nominal values for speed
(horizontal axis) and torque (vertical axis)
8-12
Fig. 8.18 Dynamic range of Perm-Motor motors. PMS 100 would be between the curves for
PMS 080 and PMS 150
8-13
8.2.3.4.2.2 The wheel motor that was used in Intellibike: “Spirit of Bike – Motor”
Nominal Torque: 17 Nm
Nominal current: 25 Aeff
Efficiency at nominal power: 96%
Winding, current density: 2.3 A/mm2
This Motor can be overloaded in order to reach the 62.5 Nm needed for the postal uls.
Current density stays below 10A/mm2.
For the wheel-motor type the power electronics would have to be scaled for the new nominal
current.
Fig. 8.19 Cross-Section through the Intellibike wheel motor
Advantages in Efficiency and Power Density
Optimum Design for an Infinite Speed SMPM
But the cost are horribly high
8-14
8-15
Fig. 8.20a to k Performance of the Intellibike Motor
8-16
8.2.3.4.2.3 A machine that could be specifically designed for the ULS: IPM – Motor
Uses standard lamination for prototype stator, easily available and cheap. The rotor however
has to be made using laser cutting, but from the same material as the stator.
Uses much less magnetic material (magnetic material of lower flux density, 0.6T)
Possible to injection mold later in production stage
Small active volume
Diameter: 152.5 mm
Stack length: 100 mm
For Casing: add about 50mm length and 10mm diameter
Fig. 8.21a and b IPM Machine based on available stator sheet material
8-17
8-18
Fig. 8.22a to b Performance of the IPM Motor designed for the ul scooter
8-19
8.2.3.5ULS Feasibility Study Results for electric Motor
PMA-SynRM and PERM-Motor fulfill both ULS requirements (Postal and Normal). PMASynRM is smaller in size and weight and has lower current requirements than PERM-Motor.
The SMPM synchronous machine will cost more due to permanent magnets.
Table 8.3 Comparison of motors suitable for ULS. The first two motors exist, the third would
have to be developed
8-20
8.3 Battery Casing
For maximum performance of an ul scooter the whole system efficiency is important.
Therefore battery design, especially the packaging of the electrochemical cells, has to be
such that no overheating occurs.
Key requirements to battery casings:
•
•
•
•
•
•
•
•
Protects the battery against harmful environmental influences like rain, solar
radiation. No forming of condensed water films
Every cell on the same temperature. In a battery pack it is not easy to create a
thermic environment that is similar for all cells. At least, all cells should have contact
to a heat conducting surface. If ventilated the air exchange rate needs to be constant
all over the internal volume
Mechanically rigid so that pressure onto battery casings is the same for all cells
Stands mild shocks and vibration. No conductors should come loose and provoke an
internal short
Allows to connect sensor cables from battery monitoring systems
Accessible for maintenance. Exchanging a weak cell (as detected by the BMS)
against a new one has to be very easy
Ergonomically designed so that the battery is easy to mount into and to dismount
from the vehicle.
If the battery is heavy the battery module needs to be separable so that any piece is
below limits for load carrying (see chapter 12)
Affordable
8.4 Other casings
Other casings are those of
•
•
•
Display
Motor Control
Charger
There are proven ways to design displays respective human-machine interfaces of vehicles.
Therefore here only the most important requirements to motor control- and charger-casing
are listed:
General requirements:
• Sufficient cooling to minimize the temperature of the electronics
• Protection from environmental influences (rain, dust)
If the charger is just carried along as payload and is only used inside/under shelters
the requirements regarding protection are weaker than those to chargers that are
mounted on the vehicle
• Affordable. The casing has to be easy to produce
• Mechanical means available to connect shields of cables
8-21
8.5 Cables
Cabling is an underestimated cost factor
In design, therefore
•
•
Number of connectors need to be minimized. For simplicity, connectors should
connect directly onto connectors on prints. No cables between connectors in walls of
casings and internal prints!
Choose a system architecture which minimizes cable length as much as possible
8.6 Energy storage
Required capacity of the energy storage device depends on the electrical power drawn from
it and the duration of the discharging at this power level.
E = Pt
E
P
t
Energy, J
Power, W
Time, s
Power itself depends mainly on the maximum and average speed of vehicle.
Capacities scale with the following law:
E 2  v2 
= 
E1  v1 
vx
2
Speed, m/s
So if the design speed of an uls is doubled, the capacity needs to be quadrupled! Compared
with e-bikes which have design speeds of hardly more than 20 km/h an ULS will need about
4 times more battery capacity if it runs faster than 40 km/h. So a capacity in the order of
40 Ah is needed (at typical e-bike voltages of 24 to 36V).
8-22
8.6.1 Batteries
Key features of Batteries are:
•
•
•
•
•
•
•
Energy density resp. weight of battery
Temperature range
Minimal losses at high discharge currents
Cycle number until end of life (usually defined when battery capacity is down to a
certain % of the original capacity. Often 80%)
Ease of handling resp. ease of charging and discharging
Environmental friendliness
Price (attention: cheap batteries may be expensive over vehicle life!)
8.6.1.1Minimal Battery Mass and Volume as demonstrated by
Intellibike
Battery Chemistry
Capacity
Voltage
Mass and Volume
Energy density
Lithium Polymer
962 Wh
52 V
5.5 kg, 3 liter
175 Wh/kg resp. 325 Wh/liter
Table 8.4 Intellibike battery
8-23
8.6.1.2Battery chemistries
TECHNOLOGY
SPECIFIC
ENERGY
(Wh/Kg)
ENERGY
DENSITY
(Wh/l)
SPECIFIC
POWER
(W/kg)
CYCLE LIFE
(Cycles)
Prototype
Lithium-MetalPolymer
121
143
241
300
Commercial
Lithium-MetalPolymer
(projected)
180
305
365
500
Li-ion
138
210
430
550
NiMH
63
150
200
800
Ni-Cad
50
90
120
800
Lead-Acid
36
86
180
600
Table 8.5 Comparison of energy and power-densities of battery chemistries.
Data by avestor.com
8-24
Tables 8.6a to c Comparison of physics, cycle life and economy of battery chemistries most
relevant on markets. From batteries.ppt
8-25
Energy density
Temperature
range
Losses at high
discharge
currents
Lead
Low
Problems near
water freezing
point
High
Nickel
Acceptable
Acceptable down
to 0 deg C
Lithium
Very high
Limited on the high
temperature side (45 deg
C max)
Acceptable
Low (Kokam shows
discharge curves up to
8C resp. 8 nominal
currents)
Acceptable
Newest data indicates
that at least as good as
lead
High charging rates BMS needed
possible
Cycle number
until end of life
Low
Ease of
handling (ease
of charging and
discharging)
Environmental
friendlyness
Easy
Toxic
Cadmium in NiCd
is very toxic
Price
Low purchase
price
Down to 700
Euro/kWh (2004)
Manufacturers state that
Lithium Polymer is
harmless. From
independent sources little
is known yet
Still over 1000 Euro/kWh
Table 8.7 Overview over key features of batteriy chemistries
From the tables above it is evident that lithium batteries are highly interesting except for the
need to monitor and manage voltage of lithium cells carefully. As a fall back position for an
ULS battery we would recommend NiMH batteries.
8.6.1.2.1
Batteries, production models and availability
8.6.1.2.1.1 Battery Cells that might be feasible
Lithium
Lithium Ion
VL M cells, 3.6 V, 27 or 41 Ah (Saft)
VL P cells, 3.6V, 8, 16 or 31 Ah (Saft)
VL Module (Saft)
Saphion Li-Ion U-Charge Power System, 12V, 45Ah (Valence)
Cr-F-Li Battery TS-LP6163A, 2.8 to 4.25V, 50 Ah (Thunder-Sky)
Lithium Polymer cells from Kokam, 3.7V, 40 Ah
(distributed in Switzerland by Leclanché or ERUN)
Nickel
Nickel Metal Hydride VHF cells, 1.2 V, 13.5 Ah (Saft)
NiMH 1.2V, 12 Ah (TMK)
8-26
8.6.1.2.1.2 Availability
Saft: NiMH cells are available, however LiIon Cells are only available to certain customers
Kokam: Cells available from Leclanché and ERUN
Valence: Quotes available
TMK: Ansers to requests for quotes
No answer to requests for quotation from:
Edan (Taiwan), Fortu (Germany)
Many more battery companies and their products have been evaluated (in vain).
8.6.2 Battery management
The work within this project regarding battery management has been performed by Stefan
Brönnimann. See References and see chapter 12:
1. Brönnimann Stefan, Intelligente Li-Polymer Batterie, diploma thesis at HTI Biel, Dez.
2004
2. Andreas Fuchs, Stefan Brönnimann, Andrea Vezzini. Drive System for
Ultralightweight 60/60/60 Electric Scooter. EVS 21, Monaco 2005
8.6.2.1Battery safety
Dangerous situations are:
•
•
•
•
•
•
•
Unintentional short cuircuiting
Destruction or penetration of battery pack
Overheating battery packs while (over)charging
Different state of charge of cells in a row of series-connected array of cells and
different heating while charging
Ageing of battery management system with battery chemistries which need to be
monitored and managed
Water intrusion into battery pack
Burning batteries which can not be deleted with water
Qualitative information about safety tests are available from many companies. However, it
has to be kept in mind that much of this information is released for marketing purposes and
therefore battery tests like those by extranergy.org are very valuable.
Available to us is safety information about Kokam cells; results look promising.
8-27
8.6.2.2Battery Life
As rule of thumb for an ULS no battery should be chosen that has not been tested for at least
600 charge-/discharge cycles. 600 cycles would correspond to 3 years lifetime if the full
battery capacity is discharged per work day (assuming that the ULS is a vehicle for daily
commutes).
It is required that the remaining capacity is still above 80% of nominal capacity after 600
cycles.
Companies that provide cycle-life information:
Kokam
LiPoly cells, 600 cycles
Saft
LiIon VL M cells, 1500 cycles
Valence
Saphion LiIon Technology, up to 2000 cycles (which is astonishing!)
8.6.2.2.1
Independent Information about Cycle Life
Independently measured cycle life information is best. Even better is information that was
collected under real conditions of use.
According to Hannes Neupert long life of LiIon batteries requires that depth of discharge
does not regularely exceed 70% (Personal communication 29.3.04)
Extraenergy.org is, during the time in which this study is being made, testing batteries in
collaboration with german post. For updates about results, see their Internet Site.
8.7 Control Systems
8.7.1 Complete Control Systems
Autork ag/HTI Bern has developed a prototype control system in which every component,
even the module for vehicle lighting, communicates using a CAN-bus. However motor power
at the moment is limited to 1.6 kW if motor control is not redesigned. See Fuchs 2004 and
Blatter 2003 for further details.
8-28
8.7.2 Motor Controls
There are not many companies that list production motor controllers for 3-phase electric
machines with CAN interfaces. Upon purchase of a motor control the user has to purchase or
build the rest of the system, main switch and fuses, battery management and fuel gauge as
well as tachometer himself.
Companies:
www.piktronik.com
www.navitastechnologies.com
8.7.2.1Power Stages
Power stages were developed by the following manufacturers:
Company
Advanced Power Technology Europe,
advancedpower.com
Semikron
Power Stage
APTM08TAM04P
AIPM (Advanced Intelligent Power
Module)
Table 8.8 Power stages
8-29
9 Battery Management System
9
Battery Management System .......................................................................... 9-1
9.1
9.2
Main tasks for a BMS ........................................................................................... 9-2
9.3
Montoring and second protection ......................................................................... 9-2
9.4
Scalable Concept for BMS ................................................................................... 9-3
9.5
Components of a Battery Management System ................................................... 9-3
9.6
Algorithms ............................................................................................................ 9-3
9.6.1
SOC Calculation............................................................................................ 9-3
9.6.2
SOH Calculation............................................................................................ 9-4
9.7
Hardware ............................................................................................................. 9-5
9.8
BMS monitoring tool ............................................................................................. 9-6
9.9
Tests of Battery Management System.................................................................. 9-7
9.9.1
Test procedure.............................................................................................. 9-7
9.9.2
Results.......................................................................................................... 9-9
9.9.3
Conclusion .................................................................................................... 9-9
9.10
BMS Cost Estimation........................................................................................ 9-9
9.11
Other Applications of BMS Prototype.............................................................. 9-10
9-1
9.2 Main tasks for a BMS
•Main goals in battery monitoring:
–Measurement of voltage U, current I, temperature T
–State of Charge (SOC), Fuel Gauge
–Increase Battery Lifetime
•Balancing
–Vital for cells in series
–Full charge only possible with equalized cells
•Second Protection
–Redundant measurement of cell voltages
–Safe shut down in case of a system failure
–Meets the requirements of additional security
•Interface to host system (CAN or others)
9.3 Montoring and second protection
An intelligent monitoring system with micro controller keeps battery cells within a voltage
band. Normally, the system of second protection will never become active. Only if the
monitoring system fails to react and one cell overshoots a border, battery current is
interrupted.
Fig. 9.1 Voltage bands while cell balancing
9-2
Balancing of cells happens within a voltage band that is much narrower than the band where
a cell is considered to be “out of range”. While charging, this “balancing band” moves up from
just above the lower out of range voltage limit to just below the upper “out of range” voltage
limit.
9.4 Scalable Concept for BMS
The bms has the following features:
•Main Board contains micro controller and CAN interface and is able to cope with 12 cells
•For more cells in series, up to seven expansion boards may be connected. Each of these
expansion boards is able to cope with 12 cells. This leads to a maximum system
configuration of 96 cells in series
•A third PCB (printed cuircuit board) contains the switches and the DC-DC converter to
supply the BMS. This board may be designed to meet specific application requirements. This
allows to use the same BMS for all size of Li-batteries and for different voltages
9.5 Components of a Battery Management System
The battery management system is comprised from several sub modules.
Table 9.1 Sub-modules of battery management system
9.6 Algorithms
9.6.1 SOC Calculation
State of charge is a measure for the capacity remaining in the battery at a certain moment
during discharge. It is usually given in percent, where 100% means “fully charged”.
9-3
•
•
•
SOC based mainly on current integration
Effects like current rate and temperature are taken into account in SOC integral
Adaptive SOH algorithm adjusts battery model to meet unknown behavior of the real
battery
9.6.2 SOH Calculation
State of health is a measure for the capacity remaining in the battery after many chargedischarge-cycles or after many years of storing the battery. It is usually given in percent,
where 100% means “nominal capacity can still be discharged from battery”.
•
•
Errors of SOC are rectified by adaptive SOH Algorithm
Known effects like those from ageing and from cycling are taken into account by a
simple model. Adaptive algorithm corrects error to meet reality
Fig. 9.2 Example for state of health (SOH) in dependance of charge-discharge-cycle
numbers and of age in years. Such a table has to be built based on tests of every type of
battery of interest.
This table was generated with a nominal cycle life of 1000 and a typical ageing of Lithium Ion
under storage conditions lower than 30 deg C.
9-4
9.7 Hardware
As of July 2005 a prototype BMS for an ultralightweight scooter has been built.
Fig. 9.3 Power board (background) and controller board (front). The power board is
dimensioned for the electrical scooter, 50V / 120A.
Fig. 9.4 Monitoring board (in development)
9-5
9.8 BMS monitoring tool
A tool to monitor the BMS has been written in Labview.
Fig. 9.5 Monitoring tool showing the cell voltages of a pack consisting of up to 12 Lithium
cells (10 cells for ULS). The cells with the highest voltages are being discharged so that the
series connected cells in the pack remain “balanced” (green leds show which cells are
actually being discharged)
9-6
9.9 Tests of Battery Management System
Lithium Polymer cells are – if the specifications by the manufacturers hold true – ideal cells
for battery packs of vehicles. Within this project a pack of Kokam 40Ah cells provided by
Leclanché was tested.
Fig. 9.6a & b Pack of 10 Kokam Lithium Polymer cells in series (37V 40Ah, ideal battery
capacity for ul scooter)
9.9.1 Test procedure
(First test)
9.9.1.1Charging
Batteries were charged with 20A (C/2) with CC/CV method to 4.2 V. At end of charge, pack
voltage was 41.6V.
Balancing was switched on for all those cells that had a voltage that was higher than the
smallest voltage in the pack plus 60 mV.
Directly after charging the voltages of the individual cells were all in the interval of between
4.1 and 4.2 V. After one night (12h), the band of no-load voltages widened to 108 mV.
9-7
9.9.1.2Discharging
All cells voltages were within a band of 108 mV before discharge.
SOC was defined to be zero at a voltage of 3.4 V.
Discharge current was 40A (1 C).
Just after the start of the discharge many cells were being balanced. After about half of the
discharge period the voltage band narrowed to 60 mV and hence no cells were being
balanced anymore.
After about 50 min however the weakest cell in the pack reached a low voltage of 3.4 V and
therefore the battery was considered “discharged” by the BMS. Since all other 9 cells still had
a higher voltage only part of the nominal capacity was discharged from the battery. The
adaptive algorithm of the BMS set SOH to 36Ah in order that the values displayed to the user
would converge with the behaviour of the real battery after only a few charge-discharge
cycles.
Even though SOC was 0 at 3.4 V discharge was continued until the lowest voltage was 3.1
V. At this time 33.2 Ah had been discharged.
During discharge, battery temperature rose from 27 deg C to 41 deg C. Maximum temp. of
MOSFET: 35.3 deg C. Maximum temp. of heat sink: 32.3 C.
Fig. 9.7 Discharge curves of the 10 Lithium cells in the working model of the ul scooter
battery pack
9-8
9.9.2 Results
•
•
•
•
•
The BMS worked
Temperature of all components was low enough to be acceptable for practical use
The cells vary. During late stages of discharge the early voltage drops of some cells
do not allow to fully discharge the battery pack
Calculations show that at 120A (3C) the temperature of the MOSFET would reach
about 100 deg C which is near the material limits
The Mechanical design of the battery pack needs to be improved in order not to
destroy the cells
9.9.3 Conclusion
•
•
•
•
The first results with the BMS are promising
Further charge-discharge cycles need to be performed to check long-time behaviour
of the pack
It is not yet clear if manufacturing tolerances lead to the variations among the cells or
if this is due to storage prior to our experiments and/or unoptimal conditioning of the
pack
Mechanical construction of the battery box is crucial.
The method to connect cells using screws as was used in the prototype battery pack
is far from optimal.
9.10 BMS Cost Estimation
According to Stefan Brönnimann the cost of the bms in small series production is
approximately:
•
•
•
10 Euro per cell
50 Euro for controller board
plus the price for power switches (depend on application)
So a BMS for an ul scooter would cost (10 Lithium cells in series):
(10*10)+50 + approx. 80 = 230 Euro
excluding the price of the lithium cells.
The BMS costs less than the battery and does not only protect it but also calculates the SOC
(state of charge) and SOH (state of health) of the battery. These values can be transmitted to
a supervising control system of the vehicle for estimates of the remaining range while driving.
9-9
9.11 Other Applications of BMS Prototype
A battery casing for lithium polymer cells is under construction at Leclanché.
Fig. 9.8 Prototype battery casing for 10 cells Lithium Polymer
9-10
Fig. 9.9 BMS tests in HTI Lab (July 2005). The lithium ion batteries are from HYB and have a
capacity of about 75 Ah. It is intended to implement such batteries in a battery driven LEM,
lightweight electric vehicle (This pack could be fitted into an ul scooter, but the capacity is
much more, about 3/2, of the capacity that would be needed by an uls!)
9-11
10 Economical Feasibility
10
Economical Feasibility ........................................................................................... 10-1
10.1
Contents of this Chapter ................................................................................. 10-1
10.2
Economical Feasibility .................................................................................... 10-1
10.2.1 Cost Estimate.............................................................................................. 10-3
10.2.2 Cost Calculations ........................................................................................ 10-4
10.2.3 Factors determining Price ........................................................................... 10-4
10.2.4 Comparison with Gasoline fed Scooter ....................................................... 10-7
10.2.5 Independent Cost Calculation ..................................................................... 10-7
10.3
Leasing of Battery or complete Vehicle........................................................... 10-8
10.3.1 Standard Leasing Model applied to ul Scooter ............................................ 10-8
10.3.2 World Market Prices of Components ......................................................... 10-11
10.3.3 Price of System developed in Berne.......................................................... 10-17
10.4
Compatible Electrical Interfaces.................................................................... 10-19
10.4.1 Standard electrical Interfaces and serial Informationbus in lightweight Vehicles
10-19
10.5
Supply chain today ....................................................................................... 10-22
10.2 Economical Feasibility
In this chapter any external (environmental) costs of vehicle use are omitted from the
considerations because only environmentally aware customers take them into account
anyway.
Since an ul scooter should be a vehicle for the general public calculations of price resp. cost
per km (a measure for the life cycle cost of the vehicle) are made since this is a parameter
that is valid for anyone.
When studying the economical feasibility, two approaches are usually made:
1. Considering the pure sales price
In this case, the price of all the components and of the assembled scooter should be
minimal.
However, if e.g. cheap factory-mounted batteries which do not last long under real, daily use
conditions are in the “cheap” scooter, the cost of operation over years could well be very
high. To prevent this, the costs of the product over the life cycle is considered.
The price of the product at the point and at the time of sale is critical for the consumer. In
case of leasing a customer perceives the costs of the scooter including battery differently and
is then more interested in low monthly rates.
10-1
2. Minimizing the cost over the life cycle of a product
The costs over the full life cycle of the product include all costs, both on the side of the
manufacturer and his distribution and after sales support system, as well as on the side of
the customer.
Most important factors for the life cycle cost are:
•
•
•
Time to failure of vehicle or components
Number of charging- and discharging cycles of a battery
Maintenance-costs over the years
Battery quality in terms of cycle life is critical for the life cycle cost of the ul scooter vehicle. A
cheap battery sustaining 500 cycles might in the end be much more expensive than an
expensive battery sustaining 1500 cycles since one needs e.g. 3 cheap batteries rather than
only one more expensive one during vehicle life.
10-2
10.2.1
Cost Estimate
10.2.1.1
Life Cycle Costs and perceived Costs
For a sustained success of an ULS, positive mouth-to-mouth propaganda among customers,
especially in times of the internet with its discussion forums, is very important. Overall vehicle
quality is imporant. Most important is battery life time.
Whether or not a battery is cheap or expensive depends on factors like:
•
•
•
Price of “overhead” to actually operate a battery reliably, that are the prices of charger
and battery management system
MTB (mean time between failures) of the vehicle-components, especially the length of
battery life. If e.g. in an intelligent battery pack weak cells can be exchanged the life
of a battery pack may become long (was shown in Twike where competent users
were able to drive many 10’000s of km before changing the battery pack)
A “cheap” battery having a guaranteed cycle life of about 300 to 500 cycles may end
up much more expensive than an “expensive” battery having 1500 charge-/discharge
cycles (not only in the specifications, but also under daily use conditions)
Reliability. If the battery is down when the user has to ride to an important meeting
the losses that occur may make a cheap battery very expensive. Therefore reliability
is very important for vehicles that are intended for daily use
We think that “life cycle costs” are an appropriate measure for the actual price.
Here we assume that within the subjective perception of an ul scooter-user the following
parameters are important for the determination of the price of an ULS:
• purchase costs of battery (which are maybe hidden in total vehicle purchase costs)
• life time of battery in years
• For cost-aware customers comparing prices of modes of transport the cost per km
might be important or cost of km over the life of the vehicle including all battery packs
10.2.1.1.1
Battery Pack Maintenance
With respect to the price of the battery pack two situations can be distinguished:
a) A battery pack which is forseen for repair so that single “weak” cells are replaced
b) A battery pack which is not friendly to repair and where it is assumed that only
complete packs, maybe even including monitoring- and battery-equilibration-cuircuitry
(BMS), is discarded upon a defect
Under conditions where weak cells in a battery pack can be detected e.g. electronically and
where the features of a cell are very well known it is possible that single weak cells are
replaced in a battery pack. See chapter 9 about battery management.
10-3
10.2.1.1.2
Perception by Customer
The perception of convenience of ULS-use and of ULS-cost are linked in that the number of
charging cycles per week and life time of battery pack are heavily recognized.
Low range per charge is not accepted by a consumer. If range per charge is high, but cycle
life of battery cells is low, this may be accepted if battery price is low.
Of course the best is high cycle life of battery and long range per charge.
With respect to marketing the following can be said: In an ULS sales brochure reliability and
battery life resp. operational costs of the ULS over its expected life time should be
mentioned.
10.2.2
Cost Calculations
10.2.2.1
Costs of Battery per Kilometer
For Equations, see Appendix. In the next chapters, these equations have been used.
10.2.3
Factors determining Price
An investigation of sensitivity of price per km with respect to various parameters was made.
Parameter
Vehicle price (without
battery)
Charger
BMS
Battery casing & sensors
No of cells
Price per battery cell
Cycle life
Range between
recharging
Travel distance per day
Life cycle of vehicle itself
Specific energy use
Energy price
Value
1000
Unit
Euro
100
50
30
10
50 or 100
500 or 1000
50
Euro
Euro
Euro
pcs.
Euro
charge/discharge cycles
km
10
50’000
3
10
km
km
kWh/100km
Cents/kWh
Table 9.1 Data taken as a basis for the calculations
10-4
The calculations were made under the following assumptions:
•
•
ULS used during 5 days a week or during weekend for 50 km’s (Parameter Use = 0)
No degradation of cycle life of batteries due to highly variable current loads (CF = 1)
10-5
Case A: “Cheap cells” (approx. 50 Euro/cell)
Scooter manufacturing price incl. battery: 2280 Euro
Life of battery pack 25’000 km (10 years), 2 packs per scooter life
Cost of battery pack rel. to battery pack life: 3.4 Cent/km
Cost of scooter rel. to scooter life: 5.9 Cent/km
Case B: “Expensive cells” (approx. 100 Euro/cell)
Scooter manufacturing price incl. battery: 2780 Euro
Life of battery pack 50’000 km (21 years), 1 pack per scooter life
Cost of battery pack rel. to battery pack life: 2.9 Cent/km
Cost of scooter rel. to scooter life: 5.9 Cent/km
One sees that a battery pack with “cheap” battery cells is more expensive than are packs
with more expensive cells. Over the lifetime of a scooter the difference vanishes. But please
consider that if additional handling costs for the exchange of the battery pack in case A and
the added cost for recycling is taken into account the scooter of case B is then cheaper!
Sensitivity of price
Parameter
Vehicle price (without battery)
Cheap battery
Increase %
51
Expensive battery
Increase %
51
Charger
BMS
Battery casing & sensors
Range between recharging
Travel distance per day
Life cycle of vehicle itself
Specific energy use
Energy price
3
5
1
-17
-30
5
5
3
5
1
0
-30
5
5
Table 9.2 Sensitivity in percent of cost per km for the cheap and the expensive battery
systems when doubling the respective parameter.
Important facts for the price per km of the scooter:
•
•
Price per kW of energy has nearly no effect on price per km because energy
efficiency is high and one kWh of electrical energy is cheap enough
The life cycle of battery and vehicle need to be in such a ratio that a round number of
battery packs is used during the full life cycle of the vehicle (Only if the vehicle itself is
not durable a battery which has a low number of cycle life does not matter really).
With good cells having a cycle life of 1500 and a range of about 50 km per charge the
vehicle itself needs to live for about 50’000 km’s if it is not to die before the battery
does!
10-6
10.2.4
Comparison with Gasoline fed Scooter
Fixed costs for the vehicle with internal combustion engine are lower than for an electric
scooter, but operational costs are higher.
On a total distance of 25’000 km a gasoline scooter needs nearly 1000 liters of gasoline,
costing more than 1000 Euro. Adding this to the sales price of 2000 Euro for the scooter
yields costs of about 10 Cents/km.
Our calculations show that an ULS without battery may cost up to 3000 Euro before the price
per km comes up to 10 Cents/km!
Please note: In these comparisons the costs for insurance and taxes have been neglected
resp. are assumed to be equal for gasoline and electric scooter.
10.2.5
Independent Cost Calculation
According to www.evt-scooter.de the price of a gasoline scooter is 28 cents per km, whereas
the EVT 4000e scooter is down to 20 cents/km even though the sales prices are 1968.average price for gas scooters versus 2735 Euro for the EVT 4000e!
In this calculation the costs for maintenance were 12 cents per km for the gasoline scooter
and 2 cents (two!) for the EVT 4000e. They claim that the cost curve for repair of the twostroke vehicles increases so much with time that after 2 to 3 years the repairs amount to
more Euro than the value of the depreciated gasoline scooter.
According to this site the savings by using an electric scooter add up to 1500 Euro in 5 years!
But EVT is not the only scooter manufacturer that argues with the costs per km and finds that
they are lower than those for gas scooters. See also www.vectrixusa.com
10-7
10.3 Leasing of Battery or complete Vehicle
10.3.1
Standard Leasing Model applied to ul Scooter
Here we cite the calculation as being shown on LeaseGuide.com
The monthly lease costs are a sum of three summands:
Fig. 9.1 Schematic showing cost factors of leasing
The depreciation fee pays for the monthly loss in value of the leased good. The finance fee
pays the cost of the money like an interest pays for loaned money.
Depreciation Fee = ( Net Cap Cost – Residual ) ÷ Term
Finance Fee = ( Net Cap Cost + Residual ) × MoneyFactor
Total Monthly Payment = Depreciation Fee + Finance Fee
Explanations:
Net Cap Cost = ( selling price + add-on fees + prior loan balances + luxury taxes) – Cap Cost
Reductions
Cap Cost Reductions = ( down Payment + trade-in value + rebates )
Residual : Expected value of the leased good at the end of the lease period
MoneyFactor: See below
10-8
The calculation of the Finance Fee needs some explanations:
Rather than using annuity formulas the average amount of the capital is used to finally
calculate finance fee:
Average amount financed = (Cap Cost + Residual) / 2
On this amount a monthly interest rate is paid:
Monthly interest rate = APR / 12 ; where APR : annual interest rate
In decimals rather than in percentages: Monthly interest rate = APR / 1200
Monthly finance cost = average amount financed x monthly interest rate =
[(Cap Cost + Residual) / 2] x [APR / 1200] = (Cap Cost + Residual) x (APR/2400) =
(Cap Cost + Residual) x MoneyFactor
Therefore MoneyFactor = APR/2400
where APR : annual interest rate.
10.3.1.1
Leasing Model applied to compare Gas Scooter and EScooter
Example: A gasoline scooter is being compared to an electrical ultralight scooter.
Lease duration
Residual Percentage is x%
of MSRP (Manufacturer
Suggested Retail Price)
Annual Interest Rate APR
Range per year
36
60
months
%
10
5000
%
km
Table 9.3 Assumption for lease model
Operational costs are assumed to be:
Gasoline Scooter
E-Uls
Specific Energy Use
3.5 l/100km
3 kWh/100 km
Cost for 100 km, Euro
3.85
0.30
Table 9.4 Energy expenditure assumed for the lease model calculation
10-9
Manufacturer's Suggested
Retail Price (MSRP), Euro
Price negotiated with dealer,
Euro
Residual amount, Euro
Monthly lease payment,
Euro
Operational cost per month,
without repairs, Euro
Cost per month, Euro
Gasoline scooter
2000
E-ULS
2700
1950
2650
1200
34.0
1620
46.4
16.0
1.3
50
47.7
Table 9.5 Results of the lease model
10.3.1.2
Conclusions regarding Leasing
Facit: The monthly cost of an electrically powered ULS is about the same as that of a
gasoline scooter. The reason is that operational costs are much lower, whereas the battery
makes the electric vehicle including the energy storage much more expensive only at time of
purchase, but not over the life cycle.
Leasing of only the battery or the vehicle including the battery makes sense. Even better
would be a model where only the battery is being leased by a specialized company which
also insures the valuable battery against damage and e.g. theft.
A leasing model is appropriate for various reasons:
Operational costs of an e-ULS are so low that overall monthly cost is not higher than
with a gasoline powered scooter
The life of a modern battery may, if it is properly electronically monitored and
managed, reach the life time of the vehicle itself
If the battery is leased the battery stays being owned by the vehicle producer or,
maybe even better, by a specialized leasing company. Therefore return of the battery
for recycling is being guaranteed. Additionally, the battery owner can read data from
the battery once it is returned and in this way monitor how it has been used. Such
data is valuable for life cycle determination and for the optimisation of the battery in
general.
10-10
10.3.2
World Market Prices of Components
Below we list the prices for the most important components of an ULS. This listing is only
made to give a rough idea about the order of magnitude of the price level today.
Prices may fall rapidly, since e.g. on the sector of Lithium cells at the moment there is
intense competition.
10.3.2.1
Costs of Battery Cells
Please note:
•
•
The offers upon which the graphs below are based are from first half of 2004.
The price of the Valence cells are only known with the battery management system!
Price Battery Pack (Euro)
Price of Batteries packed
10 cells Thunder Sky LP6163A in series
800
700
600
500
400
300
200
100
0
1
10
100
1000
10000
Numbers of Scooters
Fig. 9.2 Price of a pack of 10 cells of the Thunder Sky MODEL: TS-LP6163A (offer from early
2004).
Please note: This prices are excluding battery monitoring electronics
10-11
3 cells Valence U-U1 in series
Price Battery Pack
(Euro)
2000
1500
1000
100
1000
10000
Numbers of Scooters
Fig. 9.3 Price of a pack of 3 cells of the Valence U-U1 (12V, 46.4 Ah).
Please note: This prices are including battery monitoring electronics
(Rem. Valence says that these prices are typical for the wheelchair market)
10-12
Price Battery Pack,
Euro/kWh
1000
800
600
400
200
0
1
10
100
1000
10000
Numbers of Scooters
Fig. 9.4 Price per kWh storage capacity of a “cheap” battery
Price Battery Pack
Euro/kWh
1000
800
600
400
200
0
100
1000
10000
Numbers of Scooters
Fig. 9.5 Price per kWh storage capacity of a not so cheap battery
10-13
Price Battery Pack,
Euro/kWh*Cycle
1.00
0.80
0.60
0.40
0.20
0.00
1
10
100
1000
10000
Numbers of Scooters
Fig. 9.6 Price per charge-discharge-cycle for a “cheap” battery having a life cycle of a few
hundred cyles
Price Battery Pack,
Euro/kWh*Cycles
1.00
0.80
0.60
0.40
0.20
0.00
100
1000
10000
Numbers of Scooters
Fig. 9.7 Price per charge-discharge cycle for an “expensive” battery having a life cycle of
more than thousand cyles
10-14
US$/Wh
Price per Watt-hour
1.6
1.4
1.2
1
0.8
0.6
0.4
0.2
0
Kokam
Thunder Sky
Valence
0
5000
10000
15000
20000
No. of cells
Fig. 9.8 Comparison of raw costs of batteries in price per storage capacity unit.
For an ULS 10 cells per vehicle would be needed.
Somewhere between 1000 and 1500 scooters a year the storage price would drop below
1kEuro/kWh.
10-15
10.3.2.2
Costs of Drive System
PUES offers a complete drive system including motor, battery, charger and electronic
controls.
PUES system
(offer from Jan 22 2004)
lots per month
one-time
1.0E+08
one-time contract
lots per month, contract
1.0E+06
10000
1.0E+04
1.0E+02
1000
1
10
100
1000
Contract volume,
Euro
Purchase price per
complete drive,
Euro
100000
1.0E+00
10000
Sets per year
Fig. 9.9 Price of the PUES drive system including battery and charger according to an offer
from PUES corporation from January 2004.
It can be seen that price per drive for one vehicle approaches 1000 Euro from above if yearly
lot size approaches 10’000 scooters. 1000 Euro for a complete drive system including battery
and charger is quite a good price, however 10’000 electric scooters a year are – in Europe –
still hard to sell in the first or second year after production starts. We believe that in a few
years it should be possible to sell this many scooters a year.
For market introduction, a scooter producer therefore needs to be able to buy as many
commodity components as possible, e.g. batteries and motors from off the shelf, at a good
price.
If the PUES system is e.g. bought by a vehicle manufacturer as a complete drive then, of
course, margins have been added all along the value chain of the suppliers of PUES and by
PUES itself.
We therefore conclude that a vehicle manufacturer still would have to buy the individual
components directly from their manufacturers in order to arrive at prices low enough.
10-16
10.3.3
Price of System developed in Berne
Here we list a first guess for the costs of the ULS drive system. Not included are motor and
battery and auxiliary 12V board net (for electronics and lighting).
Component
Intelligent main switch,
main vehicle control
Manufacturing costs
of prototype as
existing 2004, lot
size 10, CHF
225.-
Display & Control unit
(without throttle and
brake switches)
Battery Management
System
214.-
Motor control 1.6 kW
554.-
Cabling and general
costs
TOTAL
120.-
354.-
1467.-
Remarks
Main Switch could be placed into
motor control or into battery
management system. So price
reduction potential is about 200 CHF
A production model could be cheaper
than 50 CHF. Price reduction potential
160 CHF
Youngest price prediction (July 2005)
predicts 150 Euro for 10 cells. Price
reduction potential 130 CHF
Assumed price reduction potential
33%: 185 CHF price reduction
Assumed price reduction potential up
to 50%: 60 CHF price reduction
If price reductions can all be
achieved then control system cost
reduce to about 730 CHF
Table 9.6 Order of magnitude of costs of control electronics for small series of vehicles (lot
size 10) drive system for 3 phase synchronous motor and for 10 cells Lithium Polymer.
Please note that these prices are typical for sourcing in Europe. We estimate the price
reduction potential if proper system architecture is chosen and if best source are used to be
considerable so that a complete control system should not cost much more than 700 CHF.
(1 Euro equals approx. 1.5 CHF)
A rough guess of the costs of the drive system with lot size is listed below:
Lot size
10
100
1000
10000
Scaling factor, %
100
86
67
55
Cost, CHF
1467
1262
983
807
Table 9.7 Cost estimate for drive system cost (without motor and battery cells) in
dependance of lot size.
Note that the system to which these prices belong is not yet cost minimized. By combining
e.g. main switch and BMS the price could be lowered. The number of electronic components
could be reduced by further integration. The display could be made smaller and hence
cheaper, etc.
10-17
With these prices a drive system would cost (without lighting, which could be an integral part
of the vehicle electric system):
Component
Drive system
Battery, 2 kWh
@ 300
Euro/kWh
3 phase
synchronous
machine, peak
power 3.7 kW
Auxiliary board
net (DC/DC
converter)
TOTAL
Price based on
non-price
reduced
prices, CHF
983
900
Price including
price
reduction, CHF
490
600
450
450
100
100
2433 CHF
1640 CHF
Remarks
Price reduced variant with
lowest prices that were heard
of
2003 list price
Table 9.8 Estimate for price of drive system (lot size 1000) including battery and motor
10-18
10.4 Compatible Electrical Interfaces
Industrialisation of an ULS was easier if the needed components were off the shelf available
and if standard interfaces made it possible to easily combine various components like
• motor and motorcontrol
• vehicle top-level control and battery management system
• display and controls and vehicle top-level control
• vehicle programming device and vehicle top-level control and vehicle sub-systems.
10.4.1
Standard electrical Interfaces and serial Informationbus in
lightweight Vehicles
Defining an electric interface for the communication within a vehicle and for the
communication with vehicle-external apparatus like PC’s or mobile devices has many
advantages:
•
•
Single components can be developed that are compatible with already existing
components of similar systems
Modular systems may be built up using components that have that electric interface
So far, only few serial bus based systems, proprietary and non-proprietary, have been
defined.
Simple or more complex bus may be found in: Yamaha Passol lightweight scooter, Sanyo
drive system for pedelecs. The definitions and protocols are proprietary and hence there is
no compatibility to other drive components from other manufacturers.
10.4.1.1
Autork Protocol
A generalized protocol has been defined by autork ltd. in the years 2000 to 2002 (see Blatter
2003). It is very modular and can be used for virtually any lightweight vehicle having any
number of energy sources and energy converters. This protocol so far is proprietary.
10-19
10.4.1.2
Energy Bus Protocol
Hannes Neupert from extraenergy is promoting a standard for the communication of a
battery pack with a vehicle called the ENERGY-BUS. This bus was developed by Johannes
Dörndorfer.
In early 2004 this protocol was intended to be open source and should be be published on
energybus.org. According to H. Neupert the only condition for the users is that battery packs
and vehicles that are labelled with the ENERGY BUS label really need to be compatible to
that potential standard (Personal communication with Hannes Neupert, March 29 2004).
Fig. 9.10 The ENERGY-BUS label
10-20
Fig. 9.11 A system using ENERGY-BUS
Fig. 9.12 ENERGY BUS data flow
10-21
The ideas underlying the Energy Bus concept are:
• Using the same chargers for different battery chemistries
(German Post would save lots of Euros thanks to this feature when new generations
of battery chemistries are introduced for use in their delivery vehicles)
• Standardising the communication allows component manufacturers to work together.
Most important: The consumer can inter-change battery packs from different sources,
with various battery chemistries
The consequences of a standard like Energy Bus if established in the light vehicle industry
would e.g. be the following:
Vehicle companies no longer needed to develop own drive train components. They
could source components compatible with the ENERGY-BUS interface. This reduced
development costs and hence product costs
The consumer could hook up any battery with the ENERGY-BUS label to his or her
vehicle and charger
Specialized companies can deliver battery packs compatible to the ENERGY-BUS
standard. Therefore vehicle manufacturers do no longer need to build up their own
battery packs. Consumers can source directly from the battery manufacturers or
companies assembling battery packs
10.5 Supply chain today
Today a lot of hand-overs yield high prices of components for drives.
Fig. 9.13 Supply chain today
10-22
If there was a standard for the communication within light electric vehicles and for the electric
interface of a battery pack, the supply chain would look e.g. like in the picture below.
Fig. 9.12 Supply chain if sourcing of batteries was more free thanks to standardised interface
between vehicle and battery
For the consumer significant savings would yield from the fact that there are less margins
accumulated on the battery pack price at the point of sale.
This form of supply chain would allow specialized firms to deliver packs for many different
kind of vehicles. This in turn would allow price reductions again thanks to rebates when
buying battery cells from manufacturers.
10-23
11 Safety and Homologation
11
Safety and Homologation....................................................................................... 11-1
11.1
11.2
Assessment of risks of technical solutions ...................................................... 11-1
11.2.1 Rider exposed: Seating, Safety Wear and Belts .......................................... 11-1
11.2.2 Rider protected: Fairings, for Weather Protection and / or for Safety........... 11-2
11.3
Homologation ................................................................................................. 11-4
11.3.1 Norms ......................................................................................................... 11-4
11.3.2 Tests prior to homologation ......................................................................... 11-4
11.2 Assessment of risks of technical solutions
11.2.1
Rider exposed: Seating, Safety Wear and Belts
11.2.1.1
Seating
Seat height and inclination of upper body of rider – forward, vertical, or reclined – are the key
parameters of the seating position. Either the rider sits on the scooter like on a horse or has
his or her feet resting on a platform like on the Piaggio scooters.
In the chapter about aerodynamics it was shown that low seating height is crucial for low
aerodynamic drag, which, in the conceptualisation of an energetically highly efficient scooter,
can not be neglected. On the other hand riders prefer a big seating height because sufficient
eye height relative to street surface leads to high perceived safety. In fact a high seating
position may even be much more dangerous than a lower seating height, but subjectively
people believe the contrary, which for the perspective of an unfaired low-seater scooter or a
faired scooter – see chapter 7 or 13 - is a problem.
A forward reclined upper body position is not suitable for a product which should be able to
suit not only sporty humans, but also unsporty ones and elderly.
A slightly backwards reclined seating position is interesting in combination with a relatively
low seating height.
Backrests should not be designed into a scooter without prior further, thorough investigation,
otherwise one ends up with a design which yields wounds in case of a crash (contact the
group of Prof. Walz at University of Zürich: they are specialized on vehicular safety).
11-1
11.2.1.2
Safety Wear and Helmet
Since the ULS is conceptualized as a purely motorized vehicle (even though it would not be
a big deal to implement a pedalled generator), the question of sweating is not difficult.
However, since an ULS will reach speeds well above those of bicycles wearing of tear
resistant clothing and of a helmet for motorcyclists is recommended.
11.2.1.3
Safety Belt
At dtc-ag.ch research regarding restraint systems for motorcyclists is being under way in the
stage of first investigations regarding feasibility. Contact dtc-ag for up-to-date information.
Air bags integrated into motorcyclist jackets were develped and could be evaluated.
11.2.2
Rider protected: Fairings, for Weather Protection and / or for
Safety
State of the art of fairings on two-wheelers is the following:
Bicycles
Mopeds
Scooters
Motorcycles
No fairings, except in human powered vehicle racing
Partial fairings for weather protection
(german: “Fuss-Schutz”, “Beinschild”, “Windschutz”)
Roofed scooter like the BMW C1 exist and are on the market.
C1 is top-heavy and therefore handles not
very well if user is not strong.
Small fairings around handle bar and front of vehicles
are common. Big fairings are banned from racing.
Design issues when using fairings are:
• Visibility through windshields under any condition (rain, oncoming light such as
headlights)
• Climatisation and ventilation
• Sensitivity to crosswinds
• Noise
• Lightweight construction
11.2.2.1
Partially faired
Partial fairings as used today on mopeds and recumbent cycles could be implemented with
little or no risk if good design solutions can be found. See study by Tribecraft (2003) for latest
concepts regarding weather protection for bicycles.
See also pictures of partial fairings in chapter 7.
11-2
11.2.2.2
Fully faired
The velomobile literature (see proceedings of the European Velomobile Seminars) discusses
the design issues of fairings in detail.
For examples of fairings proven in daily use, see picture of Aeolos fully faired recumbent in
chapter 7 and search the internet (key word velomobile, fairing for velomobiles, etc.).
Visibility:
Big sloped canopies such as those of sailplanes are not feasible for roofed UL-scooters
because visibility through such canopies is insufficient for street vehicles. For good visibility,
the surface of the window needs to be as near as possible to the eyes of the user. The
window needs to be sloped steeply enough in order not to collect and pile up wet snow. In
case that the window is made from plastics surface-hardened polycarbonat should be used.
If the window has flat parts a standard glass window such as for cars can be included in the
construction of the fairing. This will help avoid scratches by wipers in the window. In any case
it should be possible to mount a wiper.
The transparent portion of the fairing should not be too big to avoid a greenhouse effect.
Climatisation and Ventilation:
Forsee openings for air flow which allow to control the air flow. Ventilation especially of the
interior side of the window is very important to avoid condensation of humidity when
changing from warm air to cold air.
The Leitra velomobile has an excellent solution for such openings.
Sensitivity to crosswinds:
Aeolos as shown in chapter 7 can be ridden even in gusty wind that usually comes up before
thunderstorms (personal communication with Joachim Fuchs).
See the paper by Andreas Fuchs (1998) for a first solution to the static crosswind problem of
two-wheelers. Tony Foale (2002) would probably be capable to simulate the dynamic
behaviour of two-wheelers in crosswinds. Such a simulation (see also Lot 2004) should be
performed when conceptualizing a roofed scooter.
Noise:
Fairings tend to resonate. Avoid transmission of vibrations from vehicle frame to fairing by
suspending it on springs (e.g. elastomers). The fairings itself needs to be a stiff shell.
Again, the fairing of the Leitra velomobile is a good example for a stiff yet lightweight fairing.
Lightweight construction:
Heavy canopies all from glass and fairings from thermoplasts, molded, are all to heavy.
Candidate materials are deep drawn thin plastics or metals, tissues and fiber plastics.
For safety, care must be taken that the stiff supports of such fairings to not become
dangerous tips in case of a crash. Therefore stiff structures should not lead radially towards
the user, but rather be lead tangentially around him or her.
11-3
11.3 Homologation
11.3.1
Norms
11.3.1.1
Technical Norms
See list of norms relevant for lightweight electric vehicles according to electrosuisse/SEV =>
Appendix.
11.3.1.2
Regulations
11.3.1.2.1
Swiss regulations
See appendix for a summary of the major requirements.
Cargo Trailers: Please note that swiss Post bases homologation of vehicle and trailer on
exceptions.
11.3.1.2.2
International regulations
To be studied after requirements to geographical location of ul scooter business has been
defined by marketing.
11.3.2
Tests prior to homologation
11.3.2.1
Switzerland
11.3.2.1.1
Prototype vehicle
For possibilities to legalize prototypes for use on the street the local vehicle homologation
authorities (“Strassenverkehrsamt”) can give advice.
11-4
11.3.2.1.2
Production vehicles
First, a vehicle has to pass the electrical tests. Homologating body is electrosuisse,
www.sev.ch (SEV).
Second, the vehicle has to pass vehicle homologation. In Switzerland, the Dynamic Test
Center (www.dtc-ag.ch) is responsible for the testing.
Finally, after successful completion of the homologation process, the vehicle may be insured
and may receive a licence plate.
11-5
12 Functional Requirements
12 Functional Requirements............................................................................... 12-1
12.1
12.2
Ease of Use .................................................................................................... 12-2
12.3
Safety of Vehicle and Energy Storage ............................................................ 12-2
12.4
Human Machine Interface............................................................................... 12-4
12.4.1 Rider Information......................................................................................... 12-4
12.4.2 Requirements to a Battery Management System BMS................................ 12-5
12.4.3 Display of Information.................................................................................. 12-6
12.4.4 Control Elements......................................................................................... 12-6
12.5
Charging......................................................................................................... 12-8
12.6
Lighting........................................................................................................... 12-8
12.7
Maintenance ................................................................................................... 12-8
12.8
Handling ......................................................................................................... 12-9
12.8.1 Weight of Vehicle and its main Components ............................................... 12-9
12.9
Parking and Storing ...................................................................................... 12-10
12.10 Transporting ................................................................................................. 12-11
12.10.1
Pulling Trailers and transporting Payload............................................... 12-11
12-1
12.2 Ease of Use
Key advantage of cars is their around-the-clock- accessibility and usability. Gasoline has
such a high energy content that refilling does not have to happen too often, and if filling is
needed, gas stations can be found all allong the major routes. So energy is not short, but
abundant.
If an ultralightweight scooter is to be successful on the market, it needs to be as easy to use
as a car. Since the energy density in its storage, a battery, is much smaller than in cars, at
least the period between recharging needs to be sufficiently long. We envision that the
design range of the ul scooter should be such that a typical customer does not need to
charge every evening, but if possible only once per week!
If the energy storage is near depletion, the scooter should automatically start to charge if
connected to an outlet of the electric grid or should inform its owner using e.g. sms (short
message service) via a mobile phone to plug the cord into an outlet.
12.3 Safety of Vehicle and Energy Storage
Of course an ULs needs be a good vehicle in terms of dynamic stability and handling,
braking capability. Anything below state of the art is not acceptable.
Regarding safety of the drive system we would like to put that topic into perspective:
Gasoline is very dangerous since if in a crash people are wetted by it and if fire occurs
dramatic injuries or death are very probable. However gasoline is widely accepted as fuel.
High energy density batteries still do have much less energy in them than the same volume
of gasoline and therefore in general batteries are relatively harmless. However, and
thankfully, energy density of batteries increased during the last few years and therefore the
risk potential did too. Measures like installing a battery management system allow to control
the risks.
The various battery chemistries need different charging and discharging procedures. Lithium
systems are sensible to voltage going out of range and therefore during charge and
discharge need to be supervised/monitored. The risk of fire in cells which are overcharged
exists, however, due to BMS, this risk can be dramatically limited.
A proven fall back battery chemistry is NiMH. These cells are known to be easy to handle.
Of course, safety of a vehicle depends also on the environment in which it is used:
News from Bike Europe, July 14 2005
E-Bikes Banned in China?
BEIJING, China - South China's Guangdong Province took the lead in the country in banning electrical bicycles
on roads starting last Friday and violators will be fined 500 yuan (60 US$), with the bikes confiscated. The move
is aimed at improving the city's transportation and allowing automobiles to move at a faster speed, said a local
official. An official with the city's public security department blamed the increasing road accidents on electrical
bikes, saying that in the first five months of this year, two people were killed and 31 others injured in 166 traffic
accidents caused by electrical bicycles in the city. The battery-driven bikes, which can drive at a speed of 6070 km per hour, have a low safety record, the public security official said. And it's hard for victims of the
accidents to get compensation from the drivers. Besides, more accidents and traffic jams occur if electrical
12-2
bikes are allowed to drive on the roads designed especially for automobiles, he noted. Environmental pollution
caused by worn-out batteries of the bicycles is also a reason for the ban. Currently, there are more than 40,000
electrical bicycles in Zhuhai, which is also the first city in China to ban motorcycles. The ban, however, aroused
public debate in the country on whether the regulations are legal and reasonable, with some appealing for
delaying the implementation of the rules for three to five years, and others arguing that compared with the
pollution caused by automobile emission, the pollution of electrical bicycles is little. Zhou Queliang, honorary
chairman of the China Society of Electrical Technology, said that the number of electrical bicyclesin China has
grown from 50,000 units in 1998 to 10 million units now. This means that the vehicle is welcomed by the common
people. Statistics show there is one person killed in a road accident in China every five minutes. Each year, more
than 100,000 people are killed in traffic-related accidents in the country, the highest in the world.
Of course we hope that ul scooter will mainly be used by risk aware and fair people! If so, ul
scooters will be among the safest vehicles available.
12-3
12.4 Human Machine Interface
12.4.1
Rider Information
The following characteristics are important when informing the rider:
• The information needs to be reliable so that predictions based on this information are
possible
• The amount of information presented should neither be too low nor too high
• The form how information is presented needs to be such that interpretation is easy
What kind of information needs to be presented:
While driving:
Information relevant for driving itself, speed, state of energy reserves or additional range
before full energy depletion. Information relevant for safety such as that about the state of the
vehicle, especially with regards to defect components or error states of (sub-) systems or
with respect to signalling and lighting: lights are on, blinkers are operable.
Since only hybrid scooters or maybe fuel cell scooters have extremely long ranges thanks to
liquid fuels, in battery driven ul scooters rider information about the amount of energy stored
aboard the vehicle in any moment is important. Otherwise the rider will be disappointed and
will feel cheated when batteries are too often in a discharged state. A BMS (battery
management system) is absolutely essential.
While charging:
The following information needs to be shown (maybe upon demand): State of energy
reserves in the energy storage, eventually a prediction for range when using up this energy
reserve, and time left until 100% state of charge.
For maintenance:
Messages pointing to the source of a problem, e.g. defect components, or information about
the history of a component (age or numbers of cycles of charging or discharging). Advanced
BMS systems may display the SOH (state of health) of batteries.
12-4
12.4.2
Requirements to a Battery Management System BMS
12.4.2.1
Minimal Requirements to a BMS
At minimum, a battery management system needs to
guarantee minimum safety of the system by protecting the battery from external
problems (too much current drain or overcharging) or from internal problems
(overheating)
collect information based upon which state of energy reserves can be determined
either by the battery itself (“intelligent battery”) or by the vehicle based on the
information collected in the battery
Please note that within the complete drive system the functionality required to fullfill the
above mentioned aims regarding safety and information may not only be located in or near
the battery, but in other components such as motor power electronics or a central
management system. Other places to physically locate the functionality are chargers or the
battery pack itself if it is separably from the vehicle.
The technical realisation of a vehicle-management system resp. a battery managementsystem depends on one hand on the number of energy sources available on the vehicle
(battery and e.g. range extender) and on the other hand on the philosophy of the designer
resp. the system architect.
Safety of the battery very much depends on constructive measures taken in a battery pack.
See requirements to battery packs in chapter 8.
The following features are needed in a BMS:
Prevention of deep discharge, overcharge, overheating
Measurement of state parameters of the battery such as temperature or
momentaneous voltage
Measurements with regards to energy flows in and out of the battery (current
measurement)
Detect “weak” cells in a battery pack in order to make the battery pack maintainable
See diploma thesis of Stefan Brönnimann for more details.
12.4.2.2
BMS-features in Luxury Versions
Advanced features of a battery management system could be:
store data about the history of the battery for maintenance purposes, e.g. for a
prognosis of the cycle life
12-5
12.4.3
Display of Information
The most important piece of information is about the remaining capacity of the battery, the
“fuel gauge” as it is called in gasoline driven vehicles.
The presentation of the this piece of information needs to be comprehensible by nearly
anybody without prior teaching.
Requirements to the display are:
• Design so that anybody may understand (compatible to population stereotypes)
• Can be read also in adverse conditions of weather and illumination (LEDs can hardly
be read in daylight)
• Characters big enough for good legibility
Interesting example for displays are realized in products like e.g. Segway, Yamaha Passol or
Vectrix.
Fig. 11.1 A state of the art dashboard is that of the Vectrix scooter. It shows speed,
odometer, trip mileage, time, estimated range, system status, battery status and charging
status on an LCD and analog display.
12.4.4
Control Elements
A minimal number of control elements allows full control of the vehicle:
•
•
Left and right brake
Throttle
12-6
Control elements need to be within a short reach from the hands. For horn and lighting e.g.
bar end controls such as common on motorcycles should be used.
Vectrix scooters have designed and patented a bidirectional throttle which allows to
accelerate forward and to brake. In slow mode there is a reverse function. This throttle
should be further evaluated prior to industrialisation of an ul scooter.
Fig. 11.2 Throttle on vectrix scooter (www.vectrixusa.com)
12-7
12.5 Charging
Requirements to the charger are:
• 230 V plug (Europe)
• CE certified
• Charging time:
• fast charging capability, 2 to 4 hours
• standard charge: max. 10 hours duration
• Permanent electric connection of battery and charger so that batteries that start to be deep
discharged may be automatically charged
• Plug-in/out order of charger and power plug should not lead to defects
• Protection against faulty operation
• Temperature of charger case: max. +50°C
Chargers with about 1 kW charging power exist. They weight about 5 kg’s.
12.6 Lighting
In energy efficient vehicles auxiliary functions need to be performed efficiently too. Otherwise
too high a percentage of the available energy is spent for the auxiliary functions.
In an UL Scooter lighting needs up to about 200W if standard front and rear lights with
incandescent light bulbs for motorcycles are used. This is legal a requirement for vehicles
that are classified in Switzerland e.g. in category F (max. speed 45 km/h) or higher.
We propose LED lighting at least for the rear lights and the blinkers.
LED lighting for front lights is already only available for auxiliary lighting for bicycles.
Eventually, for example a bright bicycle lamp could be tested and homologated as an ul
scooter head light by Metas in Wabern near Berne (authority for metrology and
accreditation).
12.7 Maintenance
When changing from gasoline to battery vehicles maintenance is shifted away from the drive
system to the energy storage system since by experience it is already known that electric
motor drives require little or virtually no maintenance.
However, batteries are ageing (especially if not in periodical use) and need to be replaced
after between several hundred and sometimes more than thousand cycles of charge and
discharge. Therefore detection of weak electrochemical cells in a battery of series connected
cells is a requirement to an advanced BMS.
12-8
12.8 Handling
Low gross vehicle weight is key for good handling. Good handling is relevant of course while
riding (we assume that a vehicle designer knows how to arrive a good handling while
driving), but also while parking and for maneuvers.
Since an ul scooter is much lighter than e.g. a vectrix maxi scooter (198 kg) help by the
motor to maneuver it is not urgently required. Slow forward and reverse speed for this
purpose only is not urgently needed, would be a luxury or add-on feature.
If the battery is lightweight enough, the battery pack should be separable from the vehicle to
avoid charging on board of vehicles that are maybe exposed to weather.
12.8.1
Weight of Vehicle and its main Components
The most heavy parts of the ul scooter are:
Vehicle without drive system
Battery
Motor and transmission
Charger
20 kg
10 to 20 kg, depending on battery chemistry
about 10 kg, depending on layout
about 5 kg
Table 12.1 Order of magnitude of mass of main components
According to the table above no part is heavier than a heavy modern bicycle. Only the elderly
and persons suffering from e.g. back pain are not capable to lift these parts.
12.8.1.1
Weight of Battery Pack separable from Vehicle
The table below is representative for pull forces on weights such as pull forces when lifting
battery packs. According to the tables below, 10 kg is maximum battery weight to pull out of
vehicles if the battery is only pulled once a day at most.
For battery packs that are separable from the vehicle the following tables are relevant:
Push one time
Push repeated
Pull one time
Pull repeated
Male
16
11
15
10
Gender
Female
11
7.5
10
7
Table 12.2 Maximum Force (kg) for one-hand push and pull while standing (Mital et al, 1993)
12-9
Pull up, elbow height
Pull up, shoulder height
15.1 kg
7.7 kg
Table 12.3 Lifting weights versus lifting height (Eastman Kodak, 1986).
(The recommendations permit a large majority of workers to do the job.)
12.8.1.2
Distance between Parking Area and Charging Location
If there is no charger outdoors, distances to electrical household outlets might be in the order
of magnitude listed below. If the apartment is upstairs, the work of carrying up a battery pack
is even harder and correspondingly the weights to carry should if possible even be lower.
If 90% of all people should be able to carry a battery pack then 5 kg is the limit for the weight
of the heaviest module.
An ul scooter pack is between 2 times and 4 times this optimum pack weight of 5 kg’s. By
designing the battery pack such that it consists from smaller sub-modules it should be no
problem to arrive at a separable uls battery pack.
Carrying distance,
m
30.5
61
91.5
Population
percentile
90
75
50
25
10
90
75
50
25
10
90
75
50
25
10
Males
Females
6.5
8.5
11
13.5
15.5
6
8
10
12
14
6
7.5
9
10.5
12
5.5
7
8
9
10.5
5.5
6.5
7.5
8.5
9.5
5
6.5
7
8
9
Table 12.4 Recommended weight of carry (kg) for one-handed infrequent carrying (Mital et al
1993). Reduce weight by 30% if carrying is performed frequently.
From: Konz, Stephen. Work Design – Industrial Ergonomics. 4th edition. Publishing Horizons,
Ing. 1995. ISBN 0-942280-65-2
12.9 Parking and Storing
Whereas one expects electric cycles being still lightweight enough to be lifted sometimes, an
ul scooter is more comparable to a moped. Those vehicles are only “lifted” if they are put on
the stand. In a chapter 7 an ul scooter was estimated to weigh about 60 kg, which is
comparable to a moped.
12-10
If vehicle weight is considerably more than that of a heavy e-bike then a two-legged stand
can be designed such that by using a foot that pushes onto a lever the vehicle is lifted. Such
a stand would probably be part of a postal uls where upright position if parked is a
requirement, especially if a trailer is to be hooked up to the vehicle.
If a stand has only one leg then lifting is not required anymore and therefore weight is no
such problem in parking.
Storing of the vehicle resp. parking over longer periods is made easier if e.g.
• the handlebar can be turned for reduction of the space required for storing
• the battery can easily be dismounted from the vehicle
In the latter case weight of the ul scooter reduces from about 60 kg’s to below 50 kg’s, which
is about comparable to that of heavy electric cycles.
12.10 Transporting
Ul scooters are mainly products for daily travel. Transporting is mainly required for twowheelers like bicycles which are brought to the place of use e.g. by car or public
transportation. Therefore there are no requirements to an uls due to a need to transport.
12.10.1
Pulling Trailers and transporting Payload
12.10.1.1 Trailers for Shopping or Child- or Dog-Transport
Child trailers for up to two kids may weigh up to 80 kg (Source: “Kindertransport mit dem
Velo“, BFU / Bund für Unfallverhütung, www.bfu.ch).
The feasibilty of a drive for postal ul scooters has been shown above. Postal versions carry
not only a trailer of up to 80 kg’s but carry also weight on racks aboard the vehicle. So pulling
child- or dog-trailers will be possible with the ul scooter.
12.10.1.2 Postal Payload
According to Swiss Post, cars are sometimes replaced by two-wheelers with trailers for
postal delivery. So far no electric lightweight vehicle was able to fullfill the requirements of
Swiss Post.
The Piaggio Mofa with internal combustion engine that is used by Swiss Post is a special
version with extra low gear in order to make start on steep hills with trailer possible at all.
12-11
Trailer
Front rack
Rear rack
TOTAL
Mass
80 kg
15 kg
28 kg
123 kg
Table 12.5 Requirements by Swiss Post (according to Mr. Zaugg, 031 338 88 36). Starting
on 17% slopes with the payload listed in the table is required.
Trailer and baggage
Vehicle
Rider (average)
TOTAL
Mass
123 kg
75 kg
75 kg
Approx. 275 kg
Table 12.6 Total weight when postal uls is fully loaded.
12-12
13 Ultralightweight Scooter Product Vision
13 Ultralightweight Scooter Product Vision......................................................... 13-1
13.1
13.2
Existing Products ............................................................................................ 13-1
13.2.1 Ancient Market Leaders .............................................................................. 13-1
13.2.2 Todays products.......................................................................................... 13-3
13.2.3 Existing Vehicles related to an ultralightweight Scooter............................... 13-4
13.3
Design-Feasibility Study within this Project ................................................... 13-10
13.4
Preliminary Solution for an ultralightweight Scooter ...................................... 13-12
13.4.1 Vehicle ...................................................................................................... 13-12
13.4.2 Fairings ..................................................................................................... 13-12
13.4.3 Drive Train ................................................................................................ 13-12
13.4.4 Battery Management System .................................................................... 13-12
13.5
Bits for a prototype........................................................................................ 13-13
13.2 Existing Products
13.2.1
Ancient Market Leaders
Before the dawn of the mountain bike, young people rode mopeds or the heavier 125cc twostroke motorcycles. These vehicles were looking about like this:
13.2.1.1
Mopeds
(pictures from http://www.cycle-tech.ch)
Fig. 13.1 A classic vehicle for Switzerland in the 70ies and the 80ies: Puch Maxi
13-1
Fig. 13.2 Sachs automatic two-speed motor in vehicles by other brands
Fig. 13.3 Piaggio Ciao
13.2.1.2
Motorcycles
Fig. 13.4 Kawasaki KE 125, Model 1983
13-2
13.2.2
Todays products
“Scooter type” vehicles dominate the motorized two wheeler classes from 50 cc to Maxi
Scooters with up to several hundreds of cc cylinder capacity. This trend is – unscientific
statement ! – kind of boring.
Only the fashionable “naked bikes” and the naked moped “Madass” by Sachs-Bikes are a
contrast.
Fig. 13.5 A scooter like 49cc moped by Sachs-Bikes
Fig. 13.6 The MadAss, a naked moped by Sachs-Bikes
13-3
13.2.3
Existing Vehicles related to an ultralightweight Scooter
The vehicles shown below are also electric scooters but heavier than an ul scooter. But the
application of the vehicle falls into the field of applications of an ul scooter.
13.2.3.1
Utility Applications like Delivery or Law Enforcement
Fig. 13.7 Gran Turismo Mobility electric scooter by Oxygen with styling by Springtime
Industrial Design. Application: pizza delivery.
Source: ElectroMobility Roterdam
Fig. 13.8 Oxygen electric scooter for police fleet.
13-4
13.2.3.2
Modern Designs for Two-Wheelers
13.2.3.2.1
General 2-wheeled Vehicle Design
13.2.3.2.1.1
Intermot Design Price
At Intermot 2004 a design competition yielded many interesting design ideas that could be
applicable to an ul design. For inspiration some are presented here:
13-5
Designs for versions of ul scooters with limited speed:
Design for a scooter that is in between a two-wheeler and a very, very small city car:
Sporty, more traditional designs:
Fig. 13.9a to e Designs submitted to the 2004 Intermot design competition
13-6
13.2.3.2.1.2
Designs by Design Companies
Fig. 13.10 Design by Springtime design that could fit an “urban” ul scooter.
Source: Dominos Pres Dec 02
13-7
13.2.3.2.2
Designs targeted to Specific Vehicles
Parking- or storing-place may be short in certain towns. Therefore a partially foldable
scooter could be good idea:
Fig. 13.11 Honda Caixa as an easy to store two-wheeler
This design “Hunter” by Peter Jaensch is specifically targeted at fuel cell scooters. The
thank would be just below the saddle. The wheels contain hub motors.
Fig. 13.12 Hunter in its typical environment
13-8
Fig. 13.13 Hunter fits perfectly into a “young lifestyle” where electricity is needed to run many
kind of mobile devices
Fig. 13.14 Putting a filled-up tank into the vehicle
13-9
The C1 by BMW is a very well known roofed scooter. Therefore we show an other design:
Fig. 13.15 Roofed scooter by Erdmann Design, Brugg, Switzerland
13.3 Design-Feasibility Study within this Project
Within this project, a small design pre-study was made by Tribecraft AG, Zürich.
The results of this study are intended to serve as illustration and inspiration.
First, three variants of a scooter designs were proposed to serve as a basis to choose one
for further development:
Figure 13.16a to c Basic design concepts for an ULS, intended to serve as a basis for further
development (D. Iranyi, tribecraft)
13-10
The “voluminous” concept was chosen for further development because this concept allows
a modular design of the vehicle. The room could allow to transport payload or to hide away
the helmet from bad weather.
Later, the volume could even contain a fuel cell as a range extender.
As well, the vehicular basis may have the form of an upright scooter (like a trottinet). Sincen,
in this design, the batteries are integrated into the platform for the rider. See the “Flo” below:
Fig. 13.17 a & b „flo“: Design that was developed based on Fig. 13.16c
13-11
13.4 Preliminary Solution for an ultralightweight Scooter
13.4.1
Vehicle
• Two-wheeler based on advanced cycle technology
• Full suspension
• Disk-brakes (rear wheel, for reasons of space, eventually rim brake)
The design may be based on the ones proposed above.
13.4.2
Fairings
Partial fairing as a partial rain protection and to improve aerodynamics. See work by
Tribecraft “Projekt Wetterschutz Fahrrad”, 2003.
A full fairing to protect from rain would require a vehicle with low seat height mainly to lower
the center of gravity of the vehicle and to lower the center of pressure of the fairing.
By seating the rider properly the longitudinal position of the vehicles center of gravity could
be shifted forward (BMW C1 has a mass distribution that is rear- and top-heavy).
The vehicle-layout (distributions of weight, aerodynamic side forces and friction forces)
should be according to Fuchs 1998.
13.4.3
Drive Train
Base configuration with fully electrical drive using advanced battery system.
Later version eventually:
a) hybrid with 4-stroke engine or
b) fuel cell as a range extender for extreme applications
The drive train could be based on work by Fuchs and collegues in the domain of series
hybrid electric cycles in the period prior to 2004.
Battery: Lithium polymer cells, 10 pieces in series, 37V nominal
(preferred: Kokam 40Ah lithium polymer cells; alternative: li-ion Saft VL M cells 41Ah)
Transmission: belt drive between motor (located on rear suspension) and rear wheel.
Alternative for vehicles with speed limited to about 45 km/h: DiscPower hub motor by PermMotor and Framo-Morat.
13.4.4
Battery Management System
See chapter 9 for prototype of BMS which was aimed at being mainly a “battery management
system” for an ul scooter, but which could also be used for other systems having the same
requirements regarding energy and power.
13-12
13.5 Bits for a prototype
The drive train components for a prototype vehicle could stem e.g. from the following
sources:
• Man machine interface and information bus: system being similar to that developed
between 2000 to 2002 by autork ag, Bern, at University of Applied Sciences, Berne
• Battery management system by Stefan Brönnimann at HTI Biel
• Power electronics: best of best from any source
• Motor: Perm Motor PMS 100
Also, a drive train from PUES corporation could be evaluated and tested.
13-13
14 Further Industrialisation
14.1 Intellectual Property
The battery management system, hard- and software, was developed using funds for this
project and using funds for the “Mittelbau-Förderung” by the University of Applied Sciences.
So ownership of concepts is with HTI Biel.
(The material for the prototype of the BMS was paid by Leclanché, Yverdon, a battery
producer and supplier.)
14.2 Development from Scratch or based on existing Components?
As mentioned in a chapter above a prototype could be built based on work that has already
been performed (e.g. drive train for cycles by Fuchs and collegues), based on prototypes of
components (e.g. BMS), and based on commercially available components (e.g. power stage
by Semikron, PMS 100 synchronous machine by Perm-Motor). In this way, the funds needed
to build a prototype would be limited.
Such a prototype could serve as an experimental basis to identify weak points prior to
development of a series production model.
14.3 Next steps in Product Development
Before starting the development of a series product further work needs to be done in
•
•
•
Simulation
In case a roofed scooter is to be prototyped then the further theoretical investigations
should be performed based on the work of Fuchs: Dynamical simulations and/or
building of a working model with fairing for trials under real conditions of use are
important
Marketing
Vehicle producer needs to define a marketing strategy
Building partnerships
Establish partnerships between suppliers and vehicle producers
14.4 Potential Partners for Commercialisation
Potential players in the field of advanced lightweight electric scooters such as an uls are
•
Companies that have already marketing experiences with small electric vehicles
First, an existing distribution network that is widespread enough to sell at least 1000
14-1
or more ul scooters once the product is introduced the 2nd or 3rd year after production
has started is needed. Second, marketing of electric vehicles is best based upon
experiences in the market of electric vehicles such as electric bikes because
marketing of LEV is still more difficult than marketing of equivalent, gasoline powered
products. One needs specific knowhow which is not available at places where only
gasoline fed vehicles are sold
(An electric drive is no direct substitute for a two-stroke engine. Rather, a concept for a
complete vehicle including e-drive is needed in order to be successful on the market.
The Peugeot Scoot’elec is near to a traditional ICE powered scooter, and therefore it is
heavy. An other reason is that if an electric vehicle looks like the motorized counterpart, then
the expectations by the consumer will be the same: Range and speed of e-scooters will be
recognized as being not sufficient! Therefore an electric vehicle needs to have an own
design that gives it a new character.)
•
Companies that are producers of LEV
In Asia the market is rapidly growing. At the moment advanced vehicles like the ul
scooter are still seldom. But enlarging an existing palette of good e-bikes with an ULS
for example is no insurmountable step
Interestingly, an asian developer and distributor of an electric drive suited for electric
scooters wrote in a mail to the author that the big scooter manufacturers are not interested in
e-scooters. Said distributor of the electric drive was discussing e-scooters with virtually all
significant e-scooter makers.
This supports the thesis above that special requirements for an industrial partner need to be
fulfilled.
14-2
15 Contributions to Marketing
15.1 Fair Information of the Customer
Electric vehicles have clear advantages over ICE propelled vehicles, but have also clear
disadvantages. Some e-bikes are marketed under poor or even under misinformation by the
manufacturer. The customer therefore often does not know exactly what to expect, which
yields disappointment and frustration and bad mouth to mouth propaganda.
Therefore fair, that is clear and honest information, is key when marketing new electric,
lightweight vehicles.
Vehicle specifications are often difficult to read, especially when the data given belongs to
various states of operation.
•
•
•
Often it is not stated at what speed maximum range is achievable. Measures for
range always need to be given in dependence of speed (if on the flats) or in
dependence of slope and speed.
Often at stated maximum speed range is disappointing.
There is very often no information given about the performance on slopes
We promote to inform customers in a very clear way using new form of graphs:
15-3
Fig. 14.1 Diagram showing space accessible with one full charge
Fig. 14.2 Diagram showing speed on slopes (stronly sloped line with long dashes) and range
on slopes (weakly sloped, thin dotted line)
15-4
15.2 Participating in Pilot Applications
The advantages of electric vehicles become clearly visible for special applications such as
shopping and delivery or pulling trailers or for certain population groups like the elderly or the
handicapped. It is therefore wise to build a marketing strategy for an ul scooter that takes this
into account.
For example the priorities of marketing measures could be in the following order:
A) Serving pilot applications being performed by fleet operated vehicles
B) Participating in marketing programmes (such as Newride in Switzerland)
C) Selling to private people
15.2.1
Fleet Operated Vehicles
Delivery of post or pizza or law enforcement (Police) requires fleets of specially equipped
vehicles. The manufacturer has the chance to deliver a series of vehicles rather than one.
Also, professional use of those vehicles often can be teached and optimal maintenance can
be organized. Such a setting is ideal to monitor how new breeds of vehicles behave.
Fig. 14.3 Oxygen scooter for postal delivery
15-5
15.2.2
Marketing Programmes
To prepare selling to private persons participating in marketing programmes may be a good
option. In Switzerland such a marketing programme is Newride.ch.
Another programme is run under a public-private-partnership of novatlantis by the ETH
Zürich, the city of Basle and other players. Even though in the “Novatlantis Pilotregion Basel”
the focus is on clean engine vehicles burning gas rather than gasoline such types of projects
are suited to test new vehicles.
15.2.3
Sales to Individuals
Distributing ul scooters over an established dealer network is needed to reach production lot
sizes big enough in order to have prices low enough.
Since electric vehicles still are “high information products” dealers need to be trained. If a
distributor has access to a network with well informed and trained dealers then sales can be
achieved. If a distributor has no acces to such a dealer network then distributing an ul
scooter becomes a time consuming and costly project.
15-6
16 Annex
16
Annex .................................................................................................................... 16-1
16.1
16.2
Very short Abstract for electronic Data Bases................................................. 16-2
16.3
Definitions....................................................................................................... 16-3
16.4
Addresses....................................................................................................... 16-4
16.5
Working documents ........................................................................................ 16-6
16.5.1 Diploma-Thesis within Project ..................................................................... 16-6
16.5.2 Powerpoint Presentations by Project Collaborators..................................... 16-6
16.5.3 Reviewed Publications by Project ............................................................... 16-6
16.5.4 Intensively used papers............................................................................... 16-6
16.6
Links and Literature ........................................................................................ 16-8
16.6.1 Links ........................................................................................................... 16-8
16.6.2 Literature................................................................................................... 16-10
16.6.3 Examples of vehicle and drive system by Tokyo R&D ............................... 16-15
16.7
About ............................................................................................................ 16-19
16.8
Norms and Regulations ................................................................................ 16-20
16.8.1 Norms relevant for lightweight electric vehicles ......................................... 16-20
16.8.2 Swiss Requirements for Homologation...................................................... 16-25
16-1
16.2 Very short Abstract for electronic Data Bases
Todays electric scooters weigh more than 100 kg’s including battery. This feasibility study
shows that ultralightweight (ul) battery driven scooter are possible which have an empty
weight of about half that of traditional e-scooters, approx. 60 to 70 kg’s.
Modern battery systems, e.g. those using lithium, have very high energy density. So a
battery pack of nearly 2 kWh capacity weighs only inbetween 10 and 20 kg’s. If it would
weigh more then total vehicle weight could not be below 100 kg.
Lithium polymer cells allow high charge- and discharge-currents which is an important
requirement by vehicles.
Such modern battery systems become increasingly available. If price for one kWh of battery
capacity sinks below 500 Euro/kWh then lightweight scooters become feasible. Today, prices
as low as about 300 Euro/kWh are already reached if capacity in the order of 10’000 kWh’s is
ordered.
Energy efficiency of such lightweight vehicles is very high since they use less than the
equivalent of 0.5 liter/100km’s per person in the speed range up to 60 km/h. Therefore, and
since one kWh electric energy is quite cheap, operational costs of ul scooters are much
lower than those of gasoline scooters.
One still existing major hurdle for the spread of ultralightweight scooters is the missing of
providers of complete drive system solutions. Such systems exist but still none has ever
reached high production numbers and therefore their price is still too high. Unfortunately, at
the moment vehicle producers still need to develop their own drive system.
Standardisation of interfaces e.g. between vehicle and battery needs to be studied. This
could help to relieve the vehicle producers from handling a battery business too. If good
business models resp. optimal collaboration of battery vendors, vendors of drive components
and vehicle manufacturers can be established then ultralightweight electric scooters become
feasible in every respect.
16-2
16.3 Definitions
Skateboard-like scooters
Push or kick scooters
Powerboards
Stand-Up Scooters
Sit-On Scooters
Or Sit-Down Scooters
Gas-Powered Scooters
= Trottinet
skateboard-like scooters with ICE
like a trottinet
look like a Trottinet, but have a support and a saddle
scooter propelled with internal combustion engine,
mostly 2-stroke
Abbreviations:
ACEM
BMS
Cc
CC
CV
DCS
EV
EB
DCS
IPM
LCD
LEM
LEV
LiIon
LiPoly
ICE
NiCd
NiMH
PM
PTW
SEV
SM
SOC
SOH
Ul
ULS
Association des Constructeurs Européens de Motocycles
Battery management system
Cubic centimeters
Constant current
Constant voltage
Decentralized control system
Electric vehicle
Electric bicycle
Decentralized control system
Internal permanent magnet
Liquid cristal display
Leicht-Elektromobil (lightweight electric vehicles)
light electric vehicle
Lithium Ion (battery)
Lithium polymer (battery)
Internal combustion engine
Nickel Cadmium (battery)
Nickel Metal Hydride (battery)
Permanent magnet
Powered two wheeler
electrosuisse, Verband für Elektro-, Energie und Informationstechnik
synchronous (electric) machine
state of charge
state of health
ultralight
Ultralightweight (E-) Scooter
16-3
16.4 Addresses
Some addresses that might be useful during further work with ul scooters during
conceptualisation and during pilot testing.
Name
Field of activity
Ed Benjamin
CycleElectric
LEV industry
CycleElectric International Consulting
International
insider with many Group
Consulting Group contacts
PMB 145 13401-9 Summerlin Rd.
Ft. Myers, FL 33919, USA
Phone +1 - 239 - 410 - 5187
[email protected]
IKAOe
Research about Universität Bern, Interfakultäre
use and market Koordinationsstelle für Allgemeine
acceptance
of Ökologie IKAÖ
lightweight
Falkenplatz 16, CH-3012 Bern
vehicles.
Tel +41 31 631 39 25
Management of Fax +41 31 631 87 33
newride.ch
[email protected]
programme
Heidi
Hofmann
Christian Leu private
Address
Field trials of LEV Oberdettigenstr. 58, Oberdettigen
3043 Uettligen/BE
Tel +41 31 901 22 43
Eric Marcel
Misoe
Pues Corporation PUES drive
system
Tokyo R&D Co., Ltd.
1516 Aiko, Atsugi,
Kanagawa 243-0035, JAPAN
TEL:+81 46 227 1101
FAX:+81 46 227 1105
E-mail:[email protected]
URL:http://r-d.co.jp
Hannes
Neupert
extra energy
LEV industry
ExtraEnergy e. V.
insider with many Koskauer Strasse 98
contacts
D - 07922 Tanna
Germany
Tel: +49-36646-270 94
Fax: +49-36646-270 95
Email: [email protected]
Urs
Schwegler
Office
IEA – Agreement
on Electric and
Hybrid Vehicles
Annex XI –
Electric Two
Wheelers, Interim
Operating Agent
c/o Büro für Verkehrsplanung
8376 Fischingen
Tel +41 (0)71 931 60 20
Fax +41 (0)71 931 60 21
e-mail: [email protected]
16-4
Jet P.H. Shu
Mechanical
Industry
Research
Laboratories,
Industrial
Technology
Research
Institute (MIRL,
ITRI)
Drive train
design, author of
papers about escooter
Mechanical Industry Research
Laboratories, Industrial Technology
Research Institute (MIRL, ITRI)
Bldg. 22, 195-3 Chung Hsing Road,
Section 4, Chuntung
Hsinchu, Taiwan, R.O.C.
E-mail: 800626@ itri.org.tw
16-5
16.5 Working documents
16.5.1
Diploma-Thesis within Project
Brönnimann Stefan. Intelligente Li-Polymer Batterie, diploma thesis at HTI Biel, Dez. 2004
16.5.2
Powerpoint Presentations by Project Collaborators
Fuchs, Andreas. Ultra-lightweight e-scooter ULS. File pres_sachs_v1.ppt
Fuchs, Andreas. Ultra-lightweight e-scooter ULS - First Results. File
ULS_Present_v4.ppt
Fuchs, Andreas. Förder-Möglichkeiten Ultraleicht-Scooter ULS. File
Foerder_Moeglichkeiten_2_gt_edit.ppt
Brönnimann, Stefan. Batteriemanagement, BMS. File ULS_meeting_BMS.ppt
Vezzini, Andrea. IPM Electric Motor. File ULS_Present_VIA.ppt
Brönnimann, Stefan und Fuchs, Andreas. Energieeffizienter Leicht-Scooter.
Forschungstag Verkehr / Akkumulatoren, PSI, 15. Juni 2005. File BFE_ULS_Vortrag.ppt
16.5.3
Reviewed Publications by Project
Andreas Fuchs, Stefan Brönnimann, Andrea Vezzini. Concepts for Vehicle and
Industrialisation of Ultralightweight 60/60/60 Electric Scooter. EVS 21, Monaco 2005
Andreas Fuchs, Stefan Brönnimann, Andrea Vezzini. Drive System for Ultralightweight
60/60/60 Electric Scooter. EVS 21, Monaco 2005
16.5.4
Intensively used papers
E. Benjamin. Retailing a vehicle in the USA. CycleElectric (retailUSA2003.pdf)
Bernd Bichsel. Fuel Cell Scooter. HTI Biel (Dokumentation Fuel Cell Scooter.pdf)
Publications by ETOUR Project: Newsletter_deutsch1.pdf, Newsletter_deutsch2.pdf,
Presentation E-Tour2.ppt, User Needs by CITELEC 161202.pdf
Peter Jaensch. Hunter – Moped mit Brennstoffzelle. Behind the wheel product design
(hunter.pdf)
16-6
Lithium Power Products. Lithium Survey (lithium_survey.pdf)
motonet.ch. Kategorien von motorisierten Zweirädern (ausweiskategorien.pdf)
Jet P. H. Shu. The Development of the Advanced Electric Scooter in Taiwan. MIRL, ITRI
(16_shu.pdf)
Tomohiro Ono. Yamaha Electric Scooter “Passol”. Yamaha (pp_Ono.pdf)
Andrea Vezzini. Intellibike – Technische Grundlagen. HTI Biel (intelli.pdf)
Andrea Vezzini. Spezifications of “Sprit of Bike” alias “Intellibike” (Spezifikationen.doc)
16-7
16.6 Links and Literature
16.6.1
Advanced
Prototypes
Links
Intellibike
www.hta-bi.bfh.ch/E/induel/r_and_d/sob/#TOP_OF_PAGE
Information
world.honda.com/collection-hall/
www.electricdrive.org/
www.elweb.info/
energy.sourceguides.com/businesses/byP/ev/emoto/emoto.shtml
www.econogics.com/ev/evbikes.htm
www.velosolex.org/
www.velosolexamerica.com
www.electric-bikes.com/motorcys.htm
www.batterydirectory.com
Need for speed
http://scooter-weekend.de/kurven/topten.htm
Multitrack Vehicles
www.electricscooter.com/
www.allelectricscooters.com/viewCategory.do?id=439
www.phoenix-drive.ch/index.htm
TrottiScooter
www.electric-scooter-world.com/
www.electric-scooters.com/
www.xootr.com/index.htm
www.glider-int.com/
Mopeds
Honda City Express www.4qd.co.uk/lynch/apps.html
Electric Moped
Mobilec (Sytrel)
www.3wplanet.com/mobilec/index/index.asp
www.cycle-tech.ch
www.barth-efix.de/efix.html
Lightweight motorcycles
www.electricmoto.com/
Scooters
www.zapworld.com/
www.elektro-roller.de/
www.airenergy.de/scootelec/scoot_presse.htm
www.thezero.net/
www.oxygenworld.it/start.html
www.evt.com.tw/
Motorcycles
www.vectrixusa.com/
www.huadonggroup.com/
Science
etec.vub.ac.be/etec/index.htm
www.ebikes.ca
brucelin.ca/scooters/
Hydrogen fuel cell
16-8
scooters for
urban Asia
Parts
www.bicycle-power.com
Drive Systems
www.pues.co.jp/
Promotors
www.newride.ch
www.electric-bikes.com/
www.extraenergy.org/
visforvoltage.com/
Transport
www.postbike.org/
www.transportel.se/
Consultants
www.ebwr.com/
www.cycleelectric.com/
Associations
www.citelec.org/en/
www.teema.org.tw/
www.avere.org
www.acembike.org/html/start.htm
www.ivm-ev.de
www.velonet.ch
www.motonet.ch/
Fuel cells
www.intelligent-energy.com/images/uploads/env%20brochure.pdf
www.envbike.com/
www.apfct.com/
www.fuelcells.org.tw/
www.fuelcell-info.com/
Design
www.behind-the-wheel.de/
www.intermot-designpreis.de/
www.motorcycledesign.com/
Hybrid Motorcycles
www.ecycle.com
www.synthesis.ch/hyperbike/index_e.html
Combustion engines
www.empa.ch/
www.bikemotor.com/
Table 16.1 Links to the electric scooter world
16-9
16.6.2
Literature
ACEM/Association des Constructeurs Européens de Motocycles. Solving the Urban
Transport Dilemma: Powered-Two-Wheelers a practical alternative. Updated version Nov.
2003
ACEM/Association des Constructeurs Européens de Motocycles. ACEM Yearbook 2003:
Facts and Figures on PTWs in Europe
ACEM/Association des Constructeurs Européens de Motocycles. Motorcycle Safety – A
Decade of Progress. Date unknown
ACEM/Association des Constructeurs Européens de Motocycles. External Costs and
Benefits of Powered Two-Wheelers. 1999
Arbeitsgemeinschaft Abay & Meier, IKAOe (Heidi Hofmann), Interface, U. Schwegler.
Auswirkungen von Elektro-Zweirädern auf das Mobilitätsverhalten (Schlussbericht des
Schweizer-Teilprojekts im Rahmen von Electric Tow-Wheelers On Urban Roads, E-Tour, 5.
EU Rahmenprogramm). Vorabdruck des Schlussberichts, BAG/BBW/Buwal, 4.12.2003
Bella, Gino et al. Experimental and Computational Analysis of the Aerodynamic
Performances of a Maxi-Scooter. SAE Technical Papers 2003-01-0998 (from Vehicle
Aerodynamics 2003, (SP-1786))
Benjamin, Ed. Retailing Light Electric Vehicles in the USA 2003. Cycleelectric.com, 2003.
Benjamin, Ed. CycleElectric’s Industry Primer, 2003
Bichsel, Bernhard (supervisor Höckl Michael). Fuel Cell Scooter. Semester thesis, HTA Biel,
2003
Biketec ag. Kundenbefragung Swiss-Flyer, 2002
Blatter, Jürg, and Fuchs, Andreas W. The smallest series-hybrid vehicle in the world is a
PowerNet compatible, fully electronical, chainless cycle! Published in: Graf, Alfons, The New
Automotive 42V PowerNet Becomes Reality. Stepping into Mass Production. In coop. w. 24
co-authors, 2003, ISBN 3-8169-2170-1
Blatter Jürg. Elektronische Transmission. Ein technischer Überblick. Infobit (newsjournal of
the University of Applied Sciences Bern, HTA Bern), 01/2003
Dörndorfer Johannes. Protokoll für ein Kommunikationsbus im e-bike, Pedelec, Scooter. EfA
GmbH, März 2004
Erik De Bisschop et al. Innovation to Scooter Technologies. Proceedings of EVS 18
Buntine, Chris, and Wnuk, Lawrence. Personal Mobility Services: A Potential Niche Market
for Small BEVs. source unknown
Chau, K.T. Lithium Ion Battery Model. source unknown
Jan-Ku Chen et al. The Status of Electric Motorcycles in Chinese Taipei. Energy &
16-10
Resources Laboratories, Industrial and Technology Research Institute, Chinese Taipei.
Citelec. E-Tour User Needs. Approx. 2000 or 2001
Clayton M. Christensen, The Innovator's Dilemma (Case study about the market introduction
of electric vehicles, chapter 10), Harper Business, ISBN 0-06-66209-0 pbk
Yuh-Fwu Chou et al. A Battery Management System of Electric Scooter using Li-Ion Battery
Pack. EVS 18, 2001
C.L. Chu. Control Design of a brushless DC motor applied to electric scooter. source
unknown
Czerwinski, Jan, and Comte, Pierre. Minderungspotential der Schadstoffemissionen und des
Kraftstoffverbrauchs von Kleinmobilen mit Verbrennungsmotoren. Publikation No. 12 der
Ingenieurschule Biel, 1997
Czerwinski, Jan, et al. Ermittlung der Fahrzyklen für schwach motorisierte 2-Räder.
Publikation No. 21 der Hochschule für Technik und Architektur Biel, 2000
Czerwinski, Jan, et al. Die Emissionsproblematik der 2-Räder mit 2-Taktmotoren. Nidau, Juni
2003
Lei Dong. A electric motorcycle with switched reluctance motor propulsion system. source
unknown
Duglio, Giampiero. Integrated Approach for the Development of the Light Electric Vehicle.
EVS 18, 2001
E-Tour: Electric Two-Wheelers On Urban Roads. European Commission, Final Report, 2002
extraenergy. Report of the Pedelec/E-Bike Test 2002, extraenergy.org, 2002
extraenergy. Report of the Scooter Test 2002, extraenergy.org, 2002
Ryan Fitzgerald. EV’s for Work and Play in America… Today and in the Future. EVS 18,
2001
Andreas Fuchs: Trim of aerodynamically faired single-track vehicles in crosswinds.
Proceedings of the 3rd European Seminar on Velomobiles, August 5 1998, Roskilde,
Denmark. Available from Danish hpv association (http://www.hpv-klub.dk/)
Fuchs, Andreas, and Blatter, Jürg. STEUERUNG MIT CAN-BUS FÜR HYBRIDFAHRZEUGE
ODER ANLAGEN UND GERÄTE MIT DEZENTRALEN STEUERUNGSAUFGABEN.
Automotive Day 2001, ACN-CH, HTA Biel, 14.11.2001
Fuchs, Andreas. Modular Propulsion System for Series Hybrid Electronic Cycles, Series
Hybrid Scooters and many other kinds of small vehicles. EVS 20, 2003
Fuchs, Andreas. Komplett-Antrieb für E-Fahrzeuge. Autork ag, September/Oktober 2004
Fuchs, Andreas, und Schmidt, Theo (Editoren). Proceedings of the 1999 Velomobile
Seminar "Assisted Human Powered Vehicles". Future Bike Switzerland, 1999
16-11
Tony Foale, Motorcycle Handling and Chassis Design – The Art and Science. tonyfoale.com,
2002, ISBN-84-933286-1-8
Haest, G.J.L. “Last mile” delivery equipment in the near future”. Post Expo, Brussels, Oct 8
2003
Häuselmann, Ch, und Wolf, C. Oekobilanz und Energiesparpotential von
muskelkraftverstärkenden Zweirädern am Beispiel des Elektrobikes Flyer. BFE, WEA des Kt.
Bern, Kantonales Amt für Ind., Gewerbe und Arbeit des Kt. Bern, Januar 2000
Hofmann, Heidi. Nachhaltig mobil mit Elektro-Bikes. Unilink Nov 2002
Improta, Gennaro, et al. A Multicriteria Analysis for Optimal Localization of 10 E-scooters
Recharging Infrastructure in the City of Naples. source unknown.
Intermot IVM Design Preis, Katalog. „Young motorcycles, young scooters and their modern
surroundings“. Herausgeber R. Brendicke. Industrie-Verband Motorrad Deutschland, e.V.,
2004
Bernard Irion. Scootelec - A Unique Experience in Two-wheel Electric Driving. source
unknown
Walter Jäggi. Unternehmen Mobilec. Tages-Anzeiger, 18.2.03
Frank E. Jamerson. Electric Bikes Worldwide 2002 (sixth edition). Electric Bicycle Battery
Company (Naples, Florida), 2002. Order from [email protected]
Frank E. Jamerson. Electric Bikes Worldwide 2005 (seventh edition). Electric Bicycle Battery
Company (Naples, Florida), 2004. Order from [email protected]
Kästli Elisabeth. Schlaues Rad für die Zukunft. Umwelt/Mobilität No. 4 Vol. 02
Kretschmer Bern. Beyond Bicycles – challenges for post bicycles and possible solutions.
Post Expo, Brussels, Oct 8 2003
Lee, Shuo-Jen and Weng, Fang-Bor. Recent R&D and future
prospects of fuel cell technology in Taiwan. Yuan Ze University, Taiwan, ROC. Fuel Cells
Bulletin No. 41
Bruce Lin. CONCEPTUAL DESIGN AND MODELING OF A FUEL CELL SCOOTER FOR
URBAN ASIA. Thesis for Master of Science in Engineering from Princeton University, School
of Engineering and Applied Sciences, Department of Mechanical and Aerospace
Engineering, November 1999
R. LOT and M. DA LIO. A Symbolic Approach for Automatic Generation of the Equations of
Motion of Multibody Systems. Multibody System Dynamics 12: 147–172, 2004
Karl Meier-Engel and Christoph Reichenbach. Energieverbrauchs-Messung an ElektroFahrrädern; Begleituntersuchung zum Grossversuch mit Leichtelektromobilen. BEW, Januar
1997
John A. Mathews. The origins and dynamics of Taiwan’s R&D consortia. Research Policy
1315 (2001) 1-20
Eric M. Misoe et al. Electric Traction Kit «PUES21» for Indoor Rental Karts, source unknown
16-12
Yuichi Mita et al. Estimation of Lithium Secondary Battery System for Application to Small
Electric Vehicle and Electric Scooter. Proceedings of EVS 19
Newride. Fahrzeugliste 2004
Nobuhito Ohnuma. “PUES21”, Power Unit for driving Lightweight Electric Vehicles.
Proceedings of EVS 19
Nobuhito Ohnuma et al. High Performance Electric Scooter “ELE-ZOO (Pronounced: elezo:”. source probably evs 20
Tomohiro Ono. Yamaha Electric Scooter “Passol”. source probably evs 20
Raman, N, et al. Saft High Power Li-Ion Automotive Battery Technology. source unknown
Salvador Mauro, Fabris Davide, Motorcycle dynamics research group, Department of
Mechanical Engineering, University of Padova. Study of stability of a two wheeled vehicle
through experiments on the road and in laboratory. AUTOMOBILI E MOTORI HIGH – TECH,
MODENA, 27-28th MAY 2004
Schlussbericht NewRide, BFE 2001
Schlussbericht VEL Mendrisio, 1995 – 2001, svizzera energia, BBL/EDMZ 3003 Bern, Art.
No. 805.018.5 d/i/f/e
Jet P.H. Shu. Strategies to Reduce Two-Stroke Motorcycle in Taiwan. The Regional
Workshop for Reducing Vehicle Emissions in Hanoi, Vietnam. MIRL, ITRI, Hsin-Chu, Taiwan.
September 6, 2001
Jet P.H. Shu. The Development of the Advanced Electric Scooter in Taiwan. MECHANICAL
INDUSTRY RESEARCH LABORATORIES, INDUSTRIAL TECHNOLOGY RESEARCH
INSTITUTE (MIRL, ITRI), probably 2001
Jet P.H. Shu et al. The Development of the Modular Propulsion System for the Light-Vehicle
Applications. Proceedings of EVS 18
Solarmobilgruppe Burgdorf. Umweltfreundliches Nahverkehrsmittel. BFE 1994
Urs Schwegler. NewRide – Electric Two-Wheelers in Swiss Cities. Proceedings of EVS 19
Hiroaki Takechi et al. Development of extended project on Electric Scooter. Yamaha Motor
Co, Ltd. source unknown
Tribecraft. Projekt Wetterschutz Fahrrad – Zwischenbericht, Stand Dezember 2003. BFE
2003
Chunto Tso et al. An International Comparison of the Transport Industry’s Innovation
Activities: The Case of Electric Scooters. Research Division 1, Taiwan Institute of Economic
Research (TIER), Chinese Taipei.
Ton Vermie. E-Tour project. EVS 18, 2001
Andrea Vezzini. Spirit of Bike – Lithium-Polymer Batterien für das IntelliBike (Schlussbericht).
Energie Schweiz, Mai 2003
16-13
Vezzini, Andrea, et al. Pflichtenheft für das UTM (Modul zur Spannungs- und TemperaturUeberwachung) für den Antares Elektrosegler, Version 1.04, November 2002
Yang, MO-Hau, et al. Development of the Power Type 15 Ah Lithium Ion Battery for Light
Hybrid Electric Vehicle (LHEV) Application. source unknown
16-14
16.6.3
Examples of vehicle and drive system by Tokyo R&D
16.6.3.1
Vehicle
Fig. 16.1 Picture of e-scooter by Pues Corporation
Features of ELE-ZOO (pronounced ele-zo):
•
•
•
•
•
Excellent maneuverability and operability
Powered by high-performance electric traction system PUES 21 (see below)
Cruising range of approx. 25km with one charge
Compact on-board battery charger and lightweight Ni-MH battery pack manufactured
by PUES Corporation
Standard charging time with its on-board battery charger is 2.5 hours from a regular
wall outlet
AOL×AOW×AOH:
Rated output:
1,860 × 735 × 1,025 mm
0.58kW
16-15
16.6.3.2
Drive System PUES 21
From: www.pues.co.jp (July 2005)
PUES 21 is a complete drive set consisting of the following modules:
Fig. 16.2 Modules of drive by Pues
Weight- and cost-reduction could be achieved by integrating motor and control unit.
Fig. 16.3 Compactness of PUES motor
16-16
The drive is efficient over a wide speed range and therefore does not need a CVT
(continuously variable transmission).
Fig. 16.4 Torque-Speed characteristic of Pues motor
16-17
Motor
motorcontroller
batteries
charger
Classification
maximum output/ motor speed/ rated time [kW] / [rpm] / [min]
rated power/motor speed [kW] / [rpm]
maximum torque/motor speed [N.m] / [rpm]
maximum motor speed [rpm]
mass [kg]
dimensions (dia x L [mm])
cooling method
classification
power device
maximum power capacity [kW]
battery voltage [V]
traction batteries
installed type
charge control
A.C. input power: phase(s), voltage, current, [V] / [A]
charging time(manufacturers standard) [h]
permanent magnet synchronous motor
0.58/ 5,200/ 60
0.58/ 5,200
8.40/ 3,400
9,000
7.6 (including motor controller)
150 x 268
air cooling
Inverter
FET
3.5
72
Classification type
nickel-metal hydride
Capacity, voltage, [Ah] (HR) [V]
6.5 (5) 1.2
number of batteries
total voltage [V]
on-board type
constant current charge
single phase, 100[V], 10[A] (maximum)
2.5
120
72
Table 16. 2 Specifications of PUES21 drive system
16-18
16.7 About
Dr. Andreas Fuchs
Office:
Berne University of Applied Sciences, School of Engineering and Information Technology,
Division of Electrical- and Communication Engineering
Postfach, CH-2501 Biel, Schweiz
[email protected]
Tel. +41 (0)32 321 67 51, Fax Buero +41 (0)32 321 65 21
www.hti.bfh.ch
Location: Quellgasse 21, Raum 2.31
Private: Gutenbergstrasse 24, CH-3011 Bern, Tel/Fax +41 (0)31 301 56 36
Andreas Fuchs
Born March 22, 1963, in Thun, Switzerland. Originally from Brienz, Canton Berne,
Switzerland.
Diploma thesis and PhD in climate physics at the University of Berne, Switzerland.
Participant in the GRIP expedition to central Greenland where, in the early 90’s, an ice core
for the study of the ancient climate of the earth was drilled through the 3 km thick ice cap. As
a hobby, parallel to the PhD studies, research in cycles and other small vehicles.
Since 1996 assistant professer at the University of Applied Science in Berne, where, together
with the electrical engineer Jürg Blatter, the first chainless (series hybrid) e-cycle of the world
was designed and put into operation as a working model.
1998 co-founder of Swissmove AG which aims at commercializing technologies for
sustainable mobility and ever since member of the board of Swissmove AG.
Initiator of autork ltd. with the aim to commercialize modular drive technology which can be
used for any small vehicles with electric traction, but also chainless e-cycles. Autork won the
2001 Wall Street Journal Europe Innovation Award in Category Business/Transportation for
the idea how the eliminate the traditional mechanical components from e-cycles. In 2001,
Fuchs participated in the Create Entrepreneurship Course at EPFL Lausanne, and became
CEO of autork ltd. In 2002 working prototype of the electric transmission in a quadracycle.
Beginning of 2005 pre-series prototype of the forementioned transmission in a commercially
available tricycle.
16-19
16.8 Norms and Regulations
16.8.1
Norms relevant for lightweight electric vehicles
16-20
16-21
16-22
16-23
16-24
16.8.2
Swiss Requirements for Homologation
16-25
Dynamic Test Center
Centrum für Dynamische Tests
Centre de Tests Dynamiques
Eine Unternehmung der Privatwirtschaft und der Berner Fachhochschule Biel, Abteilung Automobiltechnik
Zusammenstellung der wichtigsten Vorschriften und Richtlinien zur Homologation
eines Motorrades und Kleinmotorrades
Bericht Nr:
114MGP53
Auftraggeber(in):
Dr. Andreas Fuchs, Berner Fachhochschule
Hochschule für Technik und Informatik HTI
FB Elektro- und Kommunikationstechnik
Jlcoweg 1
3400 Burgdorf
Inhalt:
1 Fahrzeuggrunddaten............................................................................................................ 2
2 Kategorien............................................................................................................................ 3
3 Massen und Abmessungen.................................................................................................. 3
4 Aufbau.................................................................................................................................. 4
5 Beleuchtung ......................................................................................................................... 5
6 Bremsanlage........................................................................................................................ 7
7 Geräusch ............................................................................................................................. 8
8 Abgas................................................................................................................................... 8
9 Elektrische Sicherheit / Elektrischer Antrieb......................................................................... 8
10 Kosten.................................................................................................................................. 9
11 Nützliche Internetadressen .................................................................................................. 9
12 Offene Fragen...................................................................................................................... 9
Anzahl Seiten im
Bericht: 10
Dokument
Name
Autor
Peter Münger
ISO 9001:2000 certified
Reg.Nr. 14912-02
Auftragsnummer:
114MGP53
Anhang: --
Unterschrift
Datum
23.04.2004
114MGP53_final.doc
CH-2537 Vauffelin / Biel
Telefon: 032 358 00 20
Telefax: 032 358 00 00
Dynamic Test Center
1
Fahrzeuggrunddaten
Fahrzeugbeschrieb
1 Plätziger elektro Scooter
Gewicht
Leergewicht:
Gesamtgewicht:
ca. 65 kg ohne Fahrzeugführer
ca. 200 kg
Sitzplätze:
1
Geschwindigkeit
Offene Variante:
Gedrosselte Variante:
60 km/h
45 km/h
Antrieb
Elektro Motor:
Motorleistung:
Batteriekapazität:
1,5 kW
1 – 2 kWh
Variante als Serie-Hybrid mit Viertakt-Motor-Generator-Einheit
Ausrüstung
Teilverschalungen als Aerodynamische Hilfsmittel und als Spritzschutz bei schlecht Wetter.
Anhängerbetrieb sollte möglich sein.
Angaben gemäss e-mail Andreas Fuchs vom 22.03.04
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2
Kategorien
Gemäss den unter Punkt 1 aufgeführten Angaben sind zwei Fahrzeugkategorien denkbar:
1. Motorrad
2. Kleinmotorrad
Definition nach VTS (Verordnung über die technischen Anforderungen an Strassenfahrzeuge)
Art. 14
Motorräder sind:
a. einspurige Motorfahrzeuge mit zwei Räder, die nicht Motorfahrräder nach Art.18/1 sind
b. Kleinmotorräder, d.h. zwei- oder dreirädrige Motorfahrzeuge mit einer bauartbedingten
Höchstgeschwindigkeit von höchstens 45 km/h und einem Hubraum von höchstens 50 cm3 bei
Verbrennungsmotoren.
Definition nach EWG Richtlinie 2002/24 in der Fassung 2003/7
Art. 1(2)
a) Kleinrafträder, d.h. zweirädrige Kraftfahrzeuge (Klasse L1e) oder dreirädrige Kraftfahrzeuge (Klasse L2e) mit
einer bauartbedingten Höchstgeschwindigkeit von bis zu 45 km/h und folgenden Eigenschaften.
i) zweirädrige Kraftfahrzeuge:
- Hubraum von bis zu 50 cm3 im Fall von Verbrennungsmotoren
- maximale Nenndauerleistung von bis zu 4 kW im Fall von Elektromotoren
b) Krafträder, d.h. zweirädrige Kraftfahrzeuge ohne Beiwagen (Klasse L3e) oder mit Beiwagen (Klasse L4e) mit
einem Hubraum von mehr als 50 cm3 im Fall von Verbrennungsmotoren und / oder einer bauartbedingten
Höchstgeschwindigkeit von mehr als 45 km/h.
3
Massen und Abmessungen
Höchstzulässige Abmessungen nach VTS:
Motorrad:
Art. 135
maximale Länge:
maximale Breite:
maximale Höhe:
4,00 Meter
2,00 Meter
2,50 Meter
Kleinmotorrad:
Art. 135
maximale Länge:
maximale Breite:
maximale Höhe:
4,00 Meter
1,00 Meter
2,50 Meter
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Höchstzulässige Massen nach VTS:
Motorrad:
Keine Angaben. Das heisst, es gibt keine Begrenzung diesbezüglich.
Kleinmotorrad:
Keine Angaben. Das heisst, es gibt keine Begrenzung diesbezüglich.
Höchstzulässige Anhängelast nach VTS:
50% des für die Kategorieneinteilung massgebenden Fahrzeugleergewicht (siehe Punkt 12 Offene Fragen).
Höchstzulässige Abmessungen nach EWG Richtlinie 93/93:
Motorrad:
Ziffer 3
maximale Länge:
maximale Breite:
maximale Höhe:
4,00 Meter
2,00 Meter
2,50 Meter
Kleinmotorrad:
Ziffer 3
maximale Länge:
maximale Breite:
maximale Höhe:
4,00 Meter
1,00 Meter
2,50 Meter
Höchstzulässige Massen nach EWG Richtlinie 93/93:
Die höchstzulässigen Massen von zweirädrigen Kraftfahrzeugen ist die vom Hersteller angegebene technisch
zulässige Masse.
Höchstzulässige Anhängelast nach EWG Richtlinie 93/93:
50% der Fahrzeugleermasse.
Anhängevorrichtung gemäss EWG Richtlinie 97/24 Kapitel 10.
Hinweis:
VRV Art. 63/4
Auf Anhängern an Motorräder und Kleinmotorräder dürfen keine Personen (auch keine Kinder) befördert werden!
(siehe auch unter Punkt 12 offene Fragen, Personentransport auf Anhänger)
VRV Art. 69/1
An Motorräder und Kleinmotorräder dürfen nur ein einachsiger Anhänger mit geführt werden.
4
Aufbau
VTS:
Art. 139/1
Verschalungen dürfen die Führung des Fahrzeugs nicht behindern
Art. 139/2
Kotflügel (Schutzbleche) sind nicht erforderlich.
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Art. 146/2
Für den Fahrer sind Fussrasten oder Trittbretter erforderlich.
Art. 146/3
Abstellstütze seitlich oder zentral erforderlich.
Art. 143/1
Ein Rückspiegel mit einer Fläche von min. 50 cm2 welche die Sicht von 100 Meter nach hinten ermöglicht.
Art. 144/1
Zündschloss und Diebstahlsicherung erforderlich.
Art. 55
Geschwindigkeitsmesser erforderlich.
EWG:
Abstellstütze gemäss Richtlinie 93/31
Anzahl Rückspiegel nach 97/24 Kapitel 4:
Motorrad:
2
Kleinmotorrad:
1
Aufbau gemäss EWG Richtlinie 97/24 Kapitel 3
Geschwindigkeitsmesser gemäss EWG Richtlinie 2000/7
Hinweis:
Verschalungen müssen aus Splittersicherem Material hergestellt sein.
5
Beleuchtung
VTS:
Art. 140
Obligatorische Beleuchtungseinrichtung welche fest angebracht sein müssen:
vorn:
ein Fernlicht, ein Abblendlicht und ein Standlicht
hinten: ein Schlusslicht, ein Bremslicht, eine Kontrollschildbeleuchtung und ein nicht dreieckiger Rückstrahler
Die Lichter müssen gemäss EWG 97/24 Kapitel 2 geprüft sein.
Für weiter Informationen betreffend Lichter (Dioden) setzten Sie sich bitte mit dem „METAS“ (Bundesamt für
Metrologie) Herr Lehmann in Verbindung.
Richtungsblinker sind zusätzlich erlaubt.
Erleichterung für Kleinmotorrad:
Art. 152
Fernlicht, Standlicht, Kontrollschildbeleuchtung, ein Kontrolllicht für das Fernlicht und eine Kontrolleinrichtung der
Richtungsblinker sind nicht erforderlich.
Die Beleuchtungseinrichtungen müssen symmetrisch zur Fahrzeugachse angebracht sein.
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Anbringungshöhen:
Der Abstand des unteren Randes der Leuchtfläche vom Boden muss wenigstens betragen:
Abblendlicht
0,50 m
Standlicht sowie Richtungsblinker
0,35 m
Schluss- , Bremslichter und Rückstrahler
0,25 m
Der Abstand des oberen Randes der Leuchtfläche vom Boden darf höchstens betragen:
Abblendlichter
1,20 m
Stand-, Schluss-, Bremslichtern- und Richtungsblinker
1,50 m
Rückstrahler
0,90 m
Der Zwischenraum zwischen den Leuchtflächen der Richtungsblinker muss mindestens betragen:
Anordnung gemäss Ziffer 52/1
(Blinker an den Lenkerenden gegen vorn und hinten wirkend) 0,56 m
Blinker vorn
0,24 m
Blinker hinten
0,18 m
Weitergehend sind die Sichtwinkeln einzuhalten.
EWG Richtlinie 93/92 Anhang II und IV:
Obligatorische Beleuchtungseinrichtungen:
Kleinmotorrad:
Abblendlicht
Schlussleuchte
seitliche nicht dreieckige Rückstrahler
hinterer nicht dreieckiger Rückstrahler
Bremsleuchte
Motorrad:
Scheinwerfer
Abblendlicht
Fahrtrichtungsanzeiger
Bremsleuchte
Begrenzungsleuchte
Schlussleuchte
Beleuchtungseinrichtung für das hintere Kennzeichen
Hinterer nicht dreieckiger Rückstrahler
Die Lichter müssen gemäss EWG 97/24 Kapitel 2 geprüft sein.
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Anbringungshöhen:
Der Abstand des unteren Randes der Leuchtfläche vom Boden muss wenigstens betragen:
Abblendlicht
0,50 m
Standlicht sowie Richtungsblinker
0,35 m
Schluss- , Bremslichter und Rückstrahler
0,25 m
Der Abstand des oberen Randes der Leuchtfläche vom Boden darf höchstens betragen:
Abblendlichter
1,20 m
Stand-, Schluss-, Bremslichtern- und Richtungsblinker
1,50 m
Rückstrahler
0,90 m
Der Zwischenraum zwischen den Leuchtflächen der Richtungsblinker muss mindestens betragen:
Anordnung gemäss Ziffer 52/1
(Blinker an den Lenkerenden gegen vorn und hinten wirkend) 0,56 m
Blinker vorn
0,24 m
Blinker hinten
0,18 m
Weitergehend sind die Sichtwinkeln einzuhalten.
6
Bremsanlage
Motorrad und Kleinmotorrad müssen sowohl nach schweizerischen wie als auch nach EG Vorschriften
nachstehend Ausgerüstet sein:
Zwei voneinander unabhängigen Betriebsbremsen, von denen eine auf das Vorderrad und eine auf das Hinterrad
wirkt. Sie können kombiniert sein, sofern im Störungsfall eine Bremse wirksam bleibt.
Wichtig:
Bei hydraulischen Bremsanlage muss der Flüssigkeitsstand leicht überprüfbar sein.
Anmerkung:
Bei handelsüblichen hydraulischen Fahrradbremsanlagen wird dieser Punkt nicht eingehalten.
Bremswirkung:
Die Bremswirkung von Motorrad und Kleinmotorrad richtet sich nach der EWG Richtlinie 93/14.
Die Bremswirkung muss ohne Rekuperation erreicht werden.
Die aufgeführten Verzögerungen müssen bei leerem und beladenem Fahrzeug erreicht werden.
Verzögerungen:
Nur mit der Vorderradbremse ausgeführte Bremsung:
Motorrad:
4,4 m/s2
Kleinmotorrad:
3,4 m/s2
Nur mit der Hinterradbremse ausgeführte Bremsung:
Motorrad:
2,9 m/s2
Kleinmotorrad:
2,7 m/s2
ABS:
Eine Kraftschlussausnutzung von ε ≥ 0,70 ist einzuhalten.
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7
Geräusch
Variante mit reinem elektro Antrieb:
Eine Geräuschmessung bei reinem elektro Antrieb ist für eine europäische Zulassung nicht notwendig.
Für eine schweizerische Zulassung ist eine Geräuschmessung nach der EWG Richtlinie 97/24 Kapitel 9
durchzuführen.
Folgender Grenzwert ist einzuhalten: ≤ 4 kW
71,0 dB/A
Variante mit Hybridantrieb:
Für eine schweizerische und europäische Zulassung ist eine Geräuschmessung nach der EWG Richtlinie 97/24
Kapitel 9 durchzuführen.
Folgende Grenzwerte sind einzuhalten:
Motorrad:
≤ 80 cm3
75,0 dB/A
> 80 cm3 ≤ 175 cm3
77,0 dB/A
> 175 cm3
80,0 dB/A
Kleinmotorrad: > 25 km/h
8
71,0 dB/A
Abgas
Variante mit reinem elektro Antrieb:
entfällt
Variante mit Hybridantrieb:
Für eine schweizerische und europäische Zulassung ist eine Abgasmessung nach der EWG Richtlinie 2002/51
notwendig.
Für weitere Informationen betreffend Abgas, setzen Sie sich bitte mit Herr Comte der Abgasprüfstelle der Berner
Fachhochschule in Nidau in Verbindung.
9
Elektrische Sicherheit / Elektrischer Antrieb
Das Fahrzeug muss betreffend der elektrischen Sicherheit resp. der elektromagnetischen Verträglichkeit, der
EWG Richtlinie 97/24 in der Fassung 2003/77 Kapitel 8 entsprechen.
Für weitere Informationen setzten Sie sich bitte mit der „elektrosuisse“ Herr Gull in Verbindung.
Weiter sind zu beachten Art. 51 VTS:
Auf elektrischen Antriebsmotoren müssen auch in eingebauten Zustand dauerhaft und deutlich lesbar folgende
Angaben vermerkt sein:
a)
die Betriebsspannung in Volt
b)
die Dauerleistung in kW
c)
die Drehzahl in 1/min entsprechend der Dauerleistung
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Der Strom für den Antrieb muss über einen Schalter unterbrochen und die Inbetriebnahme des Fahrzeugs durch
Unbefugte verhindert werden können. Bei Überlastung des elektrischen Antriebs muss eine elektrische
Hauptsicherung den Stromkreis unterbrechen.
Der Strom für den Antrieb muss bei einer Vollbremsung selbsttätig ausschalten oder mitbremsen. Eine
Stromrekuperation ist zulässig. Eine Bremse muss eine Reibungsbremse sein.
Vorbehalten bleiben die Bestimmungen der NEV.
10
Kosten
Eine Schätzung der Homologationskosten ist zum aktuellen Zeitpunkt nicht möglich.
11
Nützliche Internetadressen
Untenstehend zwei Internetadressen wo die geltenden schweizerischen und europäischen Vorschriften und
Richtlinien zum „download“ bereitstehen.
Schweizerische Vorschriften:
www.admin.ch/chd/sr/sr.html
Europäische Richtlinien:
http://europa.eu.int.eur-lex/index.html
12
Offene Fragen
Personentransport auf Anhänger:
Gemäss Art. 63/4 VRV (Verkers-Regel-Verordnung) ist prinzipiell auf Anhänger an Motorräder und Fahrräder
KEIN Personentransport zulässig.
Ausnahme:
Höchstens zwei Kinder auf Fahrradanhänger, Betriebsgewicht max. 80 kg.
Gesetzestext:
Das Mitführen von höchstens zwei Kinder auf einem Fahrradanhänger mit geschützten Sitzen ist gestattet, wenn
das Betriebsgewicht nach Art 69/2 nicht überschritten wird (Betriebsgewicht nach Art. 69/2: max 80 kg)
Interpretation gemäss ASTRA:
Das Mitführen von Kindern auf einem Anhänger ist an Fahrräder und Motorfahrräder gestattet.
Hinweis:
Gesundheitliche Aspekte (Abgase, Verletzungsrisiko) durch den tiefen Sitzpunkt der Kinder sind zu beachten.
Diesbezüglich ist ebenfalls eine Anpassung der gesetzlichen Grundlage im Gange. Folgender Vorschlag zur
Gesetzesänderung geht in diesen Tagen in die Vernehmlassung:
Neu wird explizit nur noch ein Personentransport (Kinder) auf Anhänger an Fahrräder und
Leicht Motorfahrräder gestattet sein.
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Leicht Motorfahrrad:
VTS Art. 18/a.
Leicht-Motorfahrräder, d. h. einplätzige, einspurige Fahrzeuge mit elektrischer Tretunterstützung bis 25 km/h und
einer maximalen Nennleistung von 0,25 kw.
Die vorgesehenen Änderungen werden voraussichtlich auf Herbst 2005 in Kraft gesetzt.
ULS für Postzustelldienst:
Anhängelast:
Für den Postzustelldienst werden MOTORFAHRRÄDER oder KLEINMOTORRÄDER verwendet. Die „50% des
Leergewichts als max. Anhängelast Regelung“, gilt nur für Motorräder, Leicht-, Klein- und dreirädrige
Motorfahrzeuge. Bei Motorfahrräder gilt VRV Art. 69/2 (Anhängerbetriebsgewicht max. 80 kg). Speziell für die
Post wurden Ausnahmegenehmigungen betreffend Anhängelasten an Kleinmotorräder ausgestellt, so dass die
Anhängelast an Kleinmotorräder für den Postzustelldienst ebenfalls 80 kg betragen kann.
Eine Änderung der VTS ist diesbezüglich in Bearbeitung. Das heisst:
Zukünftig kann bei Motorräder und Kleinmotorräder mit einer Anhängelast von mindestens 80 kg oder 50% vom
Leergewicht gerechnet werden.
Anfahrvermögen:
Gemäss VTS ist kein Anfahrvermögen für diese Fahrzeugkategorien vorgesehen.
Die VTS kennt normalerweise die folgenden Steigungen für Anfahrvermögen:
Motorfahrzeuge und Fahrzeugkombinationen:
15%
Alternative:
Fünfmal innerhalb fünf Minuten:
12%
Die Post Anforderungen gehen klar über die gesetzlichen Vorschriften heraus. Wird somit sicher durch interne
Weisungen geregelt.
Leergewicht:
VTS Art.7/7
Bei elektrisch angetriebenen Motorräder, Leicht-, Klein- und dreirädrigen Motorfahrzeugen bleibt das Gewicht der
Batterien bei der Berechnung des Leergewichtes und der Nutzlast unberücksichtigt. Das Gesamtgewicht dieser
Fahrzeuge ist die Summe des Leergewichts, der Nutzlast und des Batteriegewichtes.
Anmerkung:
Bezüglich Anhängelasten an Motorräder und Kleinmotorräder sowie Personentransport auf Anhänger an
Motorfahrräder und Fahrräder, sind zur Zeit Änderungen von VRV und VTS vorgesehen.
114MGP53_final.doc
Seite 10 von 10
Diese Arbeit ist im Auftrag des Bundesamtes für Energie entstanden. Für den Inhalt und die
Schlussfolgerungen ist ausschliesslich der Autor dieses Berichts verantwortlich.

000000250118 - Bundesamt für Energie BFE

Transcription

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