What Electric Car Convenience Is Worth

Results of one study show the electric car attributes that are most important for consumers: driving range, fuel cost savings and charging time. The results are based on a national survey conducted by the researchers, UD professors George Parsons, Willett Kempton and Meryl Gardner, and Michael Hidrue, who recently graduated from UD with a doctoral degree in economics. Lead author Hidrue conducted the research for his dissertation.

The study, which surveyed more than 3,000 people, showed what individuals would be willing to pay for various electric vehicle attributes. For example, as battery charging time decreases from 10 hours to five hours for a 50-mile charge, consumers' willingness to pay is about$427 per hour in reduction time. Drop charging time from five hours to one hour, and consumers would pay an estimated$930 an hour. Decrease the time from one hour to 10 minutes, and they would pay$3,250 per hour.

For driving range, consumers value each additional mile of range at about$75 per mile up to 200 miles, and$35 a mile from 200-300 miles. So, for example, if an electric vehicle has a range of 200 miles and an otherwise equivalent gasoline vehicle has a range of 300, people would require a price discount of about$3,500 for the electric version. That assumes everything else about the vehicle is the same, and clearly there is lower fuel cost with an electric vehicle and often better performance. So all the attributes have to be accounted for in the final analysis of any car.

"This information tells the car manufacturers what people are willing to pay for another unit of distance," Parsons said."It gives them guidance as to what cost levels they need to attain to make the cars competitive in the market."

The researchers found that battery costs would need to decrease substantially without subsidy and with current gas prices for electric cars to become competitive in the market. However, the researchers said, the current$7,500 government tax credit could bridge the gap between electric car costs and consumers' willingness to pay if battery costs decline to$300 a kilowatt hour, the projected 2014 cost level by the Department of Energy. Many analysts believe that goal is within reach.

The team's analysis could also help guide automakers' marketing efforts -- it showed that an individual's likelihood of buying an electric vehicle increases with characteristics such as youth, education and an environmental lifestyle. Income was not important.

In a second recently published study, UD researchers looked at electric vehicle driving range using second-by-second driving records. That study, which is based on a year of driving data from nearly 500 instrumented gasoline vehicles, showed that 9 percent of the vehicles never exceeded 100 miles in a day. For those who are willing to make adaptations six times a year -- borrow a gasoline car, for example -- the 100-mile range would work for 32 percent of drivers.

"It appears that even modest electric vehicles with today's limited battery range, if marketed correctly to segments with appropriate driving behavior, comprise a large enough market for substantial vehicle sales," the authors concluded.

Kempton, who published the driving patterns article with UD marine policy graduate student Nathaniel Pearre and colleagues at the Georgia Institute of Technology, pointed out that U.S. car sales are around 12 million in an average, non-recession year. Nine percent of that would be a million cars per year -- for comparison to current production, for example, Chevy plans to manufacture just 10,000 Volts in 2011.

By this measure, the potential market would justify many more plug-in cars than are currently being produced, Kempton said.

The findings of the two studies were reported online in March and February inResource and Energy EconomicsandTransportation Research, respectively.

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Forklift Trucks That Run on a Green Charge

Risavika harbour just outside Stavanger is among the candidates for trials of ten of the 30 forklift trucks, says SINTEF's Steffen Møller-Holst.

SINTEF is a participant in the project's development phase, which will bring the green European truck to its final goal. Under its bodywork, the truck houses a miniature power station in the shape of a fuel cell that runs on hydrogen, and which delivers power to its electric motor. All that the truck emits in operation is water vapour!

The best of both worlds

"A hydrogen-driven forklift truck running on fuel cells combines the advantages of diesel and battery-driven vehicles. The hydrogen-based technology means rapid refuelling, just like diesel, while it is also energy-efficient and every bit as environmentally friendly as a battery truck," says Møller-Holst.

The SINTEF scientist points out that a forklift truck fitted with fuel cells and operating two eight-hour shifts a day reduces CO₂emissions by the equivalent of eight private cars.

Developed under the European Union's auspices

The truck's power system has been developed in the course of a joint European effort run by the European Union.

SINTEF is to perform laboratory tests that will explore how much fuel cell performance falls by over time. At the same time, SINTEF will systematise and analyse feedback from the trials of the 30 demonstration trucks. The knowledge gained in this process will be used to improve the control system and optimise operation, which will ensure that the fuel cell will have a life-cycle that meets the commercial requirements of the market.

Danish projects

The Danish company H2 Logic AS has been responsible for developing the trucks' fuel-cell technology. The solution is a development of a fuel cell that the company had previous developed with Scandinavian backing; its partners included SINTEF and Statoil.

These large forklift trucks in the joint European project have been designed to carry heavy loads. They are manufactured by the Danish company Dantruck, which is showing them off this week at the enormous CeMAT trade fair in Hanover.

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Better Glasses-Free 3-D: Mew Approach to Make 3-D Illusions More Realistic

Researchers at MIT's Media Lab have developed a fundamentally new approach to glasses-free 3-D, called HR3D, which they say could double the battery life of devices like the 3DS without compromising screen brightness or resolution. Among other advantages, the technique could also expand the viewing angle of a 3-D screen, making it practical for larger devices with multiple users, and it would maintain the 3-D effect even when the screen is rotated -- something that happens routinely with handheld devices.

According to Doug Lanman, a postdoc in Associate Professor Ramesh Raskar's Camera Culture Group at the Media Lab, the 3DS relies on a century-old technology known as a parallax barrier. Like most 3-D technologies, this one requires two versions of the same image, one tailored to the left eye and one to the right. The two images are sliced into vertical segments and interleaved on a single surface.

By itself, the composite image looks like an incoherent jumble. But if you place a screen with vertical slits in it -- the parallax barrier -- just in front of the image and stand the right distance away, a 3-D image pops out. The opaque sections of the screen shield the parts of the image intended for the right eye from the left eye, and vice versa, but the slits allow each eye to see the segments intended for it.

The 3DS screen consists of two parallel liquid-crystal displays (LCDs) a small distance apart. When the device is operating in 3-D mode, the front display serves as the parallax barrier, depicting a series of opaque vertical stripes. Since the stripes block half the light coming from the screen, the device's backlight has to be twice as bright, which drains the battery twice as quickly. Moreover, because the spacing of the stripes is calibrated to the horizontal separation of human eyes, if the screen is tilted, the 3-D illusion disappears.

All the angles

Raskar and Lanman, along with postdoc Yun Hee Kim and graduate student Matthew Hirsch, decided to rethink glasses-free 3-D from the ground up. In the real world, as a viewer moves around an object, his or her perspective on it changes constantly. A convincing simulation of 3-D visual experience, Lanman argues, might require a display that offers a dozen different perspectives as the viewer moves from right to left.

But with parallax-barrier 3-D, each new perspective further restricts light emission. Adding multiple perspectives in the vertical direction as well as the horizontal would require a parallax barrier with horizontal as well as vertical bands. For a display with enough different views, the parallax barrier ends up looking like an opaque sheet with pinholes poked in it.

Like the 3DS, the MIT researchers' HR3D system uses two layers of liquid-crystal displays. But instead of displaying vertical bands, as the 3DS does, or pinholes, as a multiperspective parallax-barrier system would, the top LCD displays a pattern customized to the image beneath it.

Going into the project, the researchers had no idea what the customized pattern would look like. But once they'd done the math, they found that the ideal pattern ends up looking a lot like the source image. Instead of consisting of a few big, vertical slits, the parallax barrier consists of thousands of tiny slits, whose orientations follow the contours of the objects in the image.

Number crunching

Because the slits are oriented in so many different directions, the 3-D illusion is consistent no matter whether the image is upright or rotated 90 degrees. Adding more perspectives changes the pattern of the slits, but they allow just as much light to pass.

If a device like the 3DS used HR3D, Lanman says, its battery life would be longer, because the parallax barrier would block less light. The 3-D effect would also be consistent no matter the device's orientation: applications could actually take advantage of screen rotation, particularly in devices that have built-in motion sensors."But the real win," Lanman says,"comes with full parallax motion" -- that is, a display that shows multiple perspectives in both the horizontal and vertical directions.

"The great thing about Ramesh's group is that they think of things that no one else has thought of and then demonstrate that they can actually be done," says Neil Dodgson, professor of graphics and imaging at the University of Cambridge in England, who was one of the reviewers of the paper when it was accepted last year to the SIGGRAPH Asia graphics conference."It's quite a clever idea they've got here."

Dodgson points out, however, that HR3D is very computationally intensive."If you're saving battery power because you've got this extra brightness, but you're actually using all that battery power to do the computation, then you're not saving anything," he says.

While Lanman acknowledges that the algorithm for calculating the barrier pattern that he and his colleagues described in the SIGGRAPH Asia paper is computationally complex, he believes that it can be refined so that"it requires far less computation." He also points out that special-purpose chips designed specifically to run a refined version of the algorithm would consume much less power than a general-purpose processor performing the same computations.

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