User interaction with remote access to range-related information in BEVs

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1 User interaction with remote access to range-related information in BEVs Thomas Franke, Maria Trantow, Madlen Günther, Josef F. Krems, Roman Vilimek, Andreas Keinath

2 E-Mobility research at TU Chemnitz Focus: the user perspective on EVs User experience & user behavior Conducted BEV field trials since 2008 MINI E Berlin 1.0 & 2.0, BMW ActiveE Berlin, Methodology for international MINI E field trials Topics under investigation: the BEV user &. Range, eco-driving, HMI design, apps for multimodal mobility, safety, acoustics, regenerative braking, acceptance, charging, V2G, W2V,. Methods Field trials, field experiments, data logging, diaries Focus groups, Usability tests, 1

3 Usable range as challenge for BEV users Challenge: Dealing with limited range = challenging for BEV users Users avoid stressful range situations (range anxiety) by reserving range safety buffers (e.g., Franke & Krems, 2013) Usable range < nominal range = range is lost Battery size: ecological footprint & cost effectiveness Objective: How can the maximum usable range be provided for the customer given a certain nominal battery capacity? Solution: Intelligent transport systems? Assist users in daily interaction with BEV range Promising: Remote access to range-related information Smartphone app 2

4 Present research Objective: Better understand users experience and interaction with range-related remote access functions (RRRAF) Research Questions: (Q1) How much do BEV users feel supported by RRRAF? (Q2) How much do BEV users make use of RRRAF? (Q3) Which factors are related to a more intensive usage of RRRAF? In other words: Which types of users will use these functions in particular? Better understand target group for further system development 3

5 Field trial setup BMW ActiveE Leipzig long-distance commuter field trial ( ) N = 75 private users, 3 months BEV use Recruitment: Public online screening questionnaire Selection: At least 90 km driving distance per day Participants paid leasing rate of 450 per month BEV: BMW ActiveE, around km range For present talk: Data from usage phases 1-2 (N = 29) Age: M = 41.1 years (SD = 8.1) 5 female, 14 university degree 25 with Android/iOS smartphone 4

6 My BMW remote smartphone app Users only given information on availability of the app (not requested to install/use it!) Installed it on their own smartphone/tablet Remote app features: Control functions: starting/stopping charging process, preconditioning of the battery and passenger compartment,... Monitoring functions: remaining range, remaining time until fully charged, charging status,... App is freely available for Android/iOS (has demo mode) 23 of the 25 users with smartphone installed app 5

7 (Q1) Subjective experience of remote access functions How much do BEV users feel supported by range-related remote access functions? Nearly all users generally perceived remote access functions as valuable Specific functionality of app: On average: moderately supportive However: inter-individual variance! 1. remote access provides 3 valuable support for using BEV 2. app makes it easier 2 to deal with range 3. app gives me confidence 1 when dealing with range % agreement 61% 57% 96% M Min Max % 20% 40% 60% 80% 100% 6

8 (Q2) Usage of remote access functions How much do BEV users make use of range-related remote access functions? On average: Used remote access to range/charge level information often (= scale value 4) remote access to the remaining charging time occasionally (= scale value 3) However: inter-individual variance! M SD Min Max %1-2 %3-4 % I use the function for retrieving the current range/charge level. 2. I use the function for retrieving the remaining charging time % 65% 22% % 57% 9% 7

9 (Q3-H1) Regularity/predictability of daily mobility patterns & usage frequency Hypothesis: H1: regularity/predictability daily mobility patterns = usage Assessment: 11-item questionnaire scale E.g.: I know which trips I will take the next day. Result: less regular/predictable daily mobility patterns = used remote access functions more frequently r =.41, p =.026 8

10 (Q3-H2) Proportion of away-from-home charging & usage frequency Hypothesis: H2: share of away-from-home recharging events = usage Assessment: Users estimated share of different charging location Proportion of away-from-home recharging events Result: charged away from home more often = used remote access functions more frequently: r =.34, p =.054 Infrequent app users: M = 27% away-from-home recharging events Frequent app users: M = 59% away-from-home recharging events t(19)= 2.37, p =.014, d =

11 (Q3-H3) Available charging time & usage frequency Hypothesis: H3: time available for charging = usage Assessment: recharging diary score = remaining time until next trip / amount of energy that needed to be charged until full Result: less available charging time = used remote access functions more frequently r =.42, p =

12 (Q3-H4) Affinity for technology & usage frequency Hypothesis: H4: affinity to technology = usage Assessment: questionnaire scale A) Affinity and motivation for exploring new BEV technology B) Affinity for exploring and using new car functions Result: A) Exploring BEV technology: r =.13, p =.276 B) Exploring and using new car functions: r =.46, p =

13 Conclusions Remote access functions = useful for coping with limited range Users felt supported in daily interaction with limited range Unlikely that all users will utilize remote access functions Usage is driven by a need for certain functions (i.e., pragmatic usage motives) rather not by a higher affinity for technology (i.e., hedonic usage motives) Frequency of function utilization is associated with: More complex/irregular mobility behavior That incorporates many in-between charging processes With limited time to charge Away from home Target group for further function development! 12

14 Thanks a lot for your attention! Contact: ActiveE@tu-chemnitz.de For further reading on user-range interaction see for example: Franke, T., Neumann, I., Bühler, F., Cocron, P., & Krems, J. F. (2012). Experiencing range in an electric vehicle: Understanding psychological barriers. Applied Psychology, 61(3), Franke, T., & Krems, J. F. (2013). Interacting with limited mobility resources: Psychological range levels in electric vehicle use. Transportation Research Part A: Policy and Practice, 48, Franke, T., & Krems, J. F. (2013). Understanding charging behaviour of electric vehicle users. Transportation Research Part F: Traffic Psychology and Behaviour, 21, Franke, T., & Krems, J. F. (2013). What drives range preferences in electric vehicle users? Transport Policy, 30, This study was funded by the German Federal Ministry for the Environment, Nature Conservation, Building and Nuclear Safety. 13

User interaction with remote access to range-related information in BEVs

User interaction with remote access to range-related information in BEVs User interaction with remote access to range-related information in BEVs Thomas Franke 1*, Maria Trantow 1, Madlen Günther 1, Josef F. Krems 1, Roman Vilimek 2, Andreas Keinath 2 1. Technische Universität

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