Seminar Report

On

Electric Car Revolution

As

Part of B. Tech Curriculum

Submitted by:

rohit




















2

CERTIFICATE



This is to certify that Mr. Navneet Joshi B. Tech. Mechanical
Engineering, Class TT-ME and Roll No. 1209540035 has
delivered seminar on the topic Electric Car Revolution. His
seminar presentation and report during the academic year 2014-
2015 as the part of B. Tech Mechanical Engineering curriculum
was excellent.






(Seminar Coordinator) (Guide) (Head of the Department)









Acknowledgement



I would like to express my deep sense of gratitude to my supervisor Mr. Ravindra Ram,
Assistant Professor, Mechanical Engineering Department, M.G.M. College of
Engineering and Technology, Noida, India, for his guidance, support and encouragement
throughout this project work. Moreover, I would like to acknowledge the Mechanical
3

Engineering Department, M.G.M. College of Engineering and Technology, Noida, for
providing me all possible help during this project work. Moreover, I would like to
sincerely thank everyone who directly and indirectly helped me in completing this work.








(Navneet Joshi)










Date: 20 August, 2014
Place: Noida, Uttar Pradesh






Abstract

This report is based on the concept of replacing the internal combustion engines from a
car to an induction motor or any other motors which get power from a battery and that
battery can be charge by different ways. The car that having just a motor not a
complicated internal combustion engine to move the wheels of car is named as an
Electric car and this sudden change in the cars driving source is the electric car
revolution.
4

So, this report will show you how the society of automobile is switching to electric driven
cars from internal combustion engines which having heavy and complicated piston
cylinder assemblies. This car is very important and good in many aspects that is as
concern of environment it is eco-friendly, no noise pollution, simple and easy to handle
as well to manufacture. There are many new technologies also invent in recent years and
are going to invent like charging techniques , methods, motors, etc.
Here in this report I have also covered what we can do to enhance the efficiency of
electric cars so, that it will totally replace the gasoline based cars and increases its
popularity among the world.



5

CONTENTS
PAGES
Certificate 2

Acknowledgements 3

Abstract 4

Table of Contents 5

List of figure 8
CHAPTER 1. INTRODUCTION
9
1.1 Cars
9
1.2 Power sources of cars
9
1.2.1 Conventional Power Sources
9
1.2.2 Unconventional Power Sources
9
1.3 Revolution
10
1.4 Electric Car Revolution
10
CHAPTER 2. HISTORY OF ELECTRIC CARS
12
2.1 Electric Model Car
13
6

2.2 Electric Locomotives
14
2.3 First Practical Electric Car
14
2.4 Golden Age
16
2.5 1990s: Revival of Interest
21
2.6 2000s to Present: Modern Highways
25
CHAPTER 3. WHERE WE REACHED IN THIS TECHNOLOGY
32
3.1 Batteries of Electric Cars
32
3.1.1 Lead Acid
32
3.1.2 Nickel Metal Hydride
33
3.1.3 Zebra
33
3.1.4 Lithium Ion
34
3.1.5 Battery Cost Estimate Comparison
35
7

3.2 Charging Techniques
37
3.2.1 Charging Highways
38
3.2.2 Wireless Charging
39
3.2.3 Wireless Future
40
3.3 Charging Road
40
3.4 Super Charging
41
CHAPTER 4. WHAT NEW CAN BE DONE?
42
4.1 Near Future (Approximately 5 Years)
42
4.1.1 Batteries
42
4.1.2 Motors
42
4.1.3 Construction
43
4.1.4 Electronic Management
43
4.1.5 Charging
44
8

4.2 Mid Future (Approximately 10 Years)
44
4.2.1 Batteries
44
4.2.2 Motors
44
4.2.3 Construction
44
4.2.4 Electronic Management
45
4.2.5 Charging
45
CHAPTER 5. CONCLUSION
47
REFERENCES
48







9








List of Figures
Figure No. Topic Page No.

2.1 Oldest electric car drawing 12
2.1.1 Electric car 1880s 13
2.1.2 Electric model car 13
2.3.1 First practical electric car, built by Thomas parker 14
2.3.2 German electric car, with chauffer on top 15
2.4.1 Thomas Edison and an electric car in 1913 17
2.4.2 1912 Detroit electric advertisement 18
2.4.3 Hennery kilowatt, 1961 production electric car 19
2.4.4 The 1913 general motors urban electric car 20
2.4.5 Three lunar rovers are currently parked at moon 21
2.5.1 The Honda EV plus 22
2.5.2 The Prius wint on sale in japan in Dec 1997 23
2.5.3 The GEM Neighbourhood electric vehicle 24
2.5.4 Think city & budy in Oslo, Norway 24
2.6.1 Tesla roadster recharging with a conventional outlet 25
10

2.6.2 Mitsubishi i-MiEV launched in japan in 2009 26
2.6.3 Chevrolet volt as an extended range electric vehicle 27
2.6.4 The first Nissan leaf delivered in the U.S. 27
2.6.5 Delivery of first tesla model S in June 2012 29
2.6.6 Graph of recent sales 30
3.2.1 Charging highway 40
3.3.1 Electric bus on charging road 41
4.1 Concept future electric car 46



CHAPTER-1
INTRODUCTION
1.1 Cars
A road vehicle, typically with four wheels, powered by an internal-combustion engine
and able to carry a small number of people.
So, this definition of car clears that car is a machine having internal combustion engine
that means somewhere related to fuel which mixes with air combustion takes place and
piston cylinder arrangements drives the car.
1.2 Power Sources Of Cars

1.2.1 Conventional Power Sources
The conventional sources of energy are generally non-renewable sources of energy,
which are being used since a long time. These sources of energy are being used
extensively in such a way that their known reserves have been depleted to a great extent.
11

Oil and Natural Gas:
Like coal, petroleum is also derived from plants and also from dead animals that lived in
remote past. Natural gas has also been produced in the Earth's curst by the similar process
as petroleum and this is also a combustible fuel.
1.2.2 Non-Conventional Power Sources
Energy generated by using wind, tides, solar, geothermal heat, and biomass including
farm and animal waste as well as human excreta is known as non-conventional energy.
All these sources are renewable or inexhaustible and do not cause environmental
pollution. Moreover they do not require heavy expenditure.

Wind Energy:
Wind power is harnessed by setting up a windmill which is used for pumping water,
grinding grain and generating electricity. The gross wind power potential of India is
estimated to be about 20,000 MW, wind power projects of 970 MW capacities were
installed till March. 1998. Areas with constantly high speed preferably above 20 km per
hour are well-suited for harnessing wind energy.
Solar Energy:
Sun is the source of all energy on the earth. It is most abundant, inexhaustible and
universal source of energy. AH other sources of energy draw their strength from the sun.
India is blessed with plenty of solar energy because most parts of the country receive
bright sunshine throughout the year except a brief monsoon period. India has developed
technology to use solar energy for cooking, water heating, water dissimilation, space
heating, crop drying etc.
Geo-Thermal Energy:
Geo-thermal energy is the heat of the earth's interior. This energy is manifested in the hot
springs. India is not very rich in this source.
12

1.3 Revolution
A sudden, complete or marked change in something .
A far-reaching and drastic change, in ideas, methods, etc.

1.4 Electric Car Revolution
As we all know that car is the mechanism consisting internal combustion engine, and a
sudden change happens in this technology which effectively revolute the history of cars
and replace the combustible fuels in the cars to an electric power source.
The revolution reduces hundreds of intricate, moving, breakable parts of an internal
combustion engine to just the two of an electric motor, dramatically cutting
manufacturing and maintenance costs, and making traffic-inducing breakdowns
increasingly unlikely. The revolution removes cold engine starts and idling emissions (the
cause of most tailpipe pollution in cities nowadays), and virtually eliminates the low
speed noise pollution equation, leaving only wind and tire resistance at higher,
predominantly highway speeds. The revolution has already secured appreciable market
share in the most progressive (albeit wealthy) sectors, which is a good place for such
technology to find its footing. For planners, the revolution offers a kinder, gentler kind of
car to our active streets, softening the often-demonized bane of cars in the urban
streetscape and simultaneously easing the inclusion of cars in future mobility solutions.
May we proudly and confidently support this revolution!






13







CHAPTER-2
HISTORY OF ELECTRIC CARS

Fig. 2.1 oldest electric car drawing
The General Motors EV1, one of the cars introduced due to the California Air Resources
Board mandate, had a range of 160 mi (260 km) with NiMH batteries in 1999.
The history of the electric vehicle began in the mid-19th century. An electrical vehicle
held the vehicular land speed record until around 1900. The high cost, low top speed and
short range of electric vehicles, compared to later internal combustion vehicles, led to a
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worldwide decline in their use. At the beginning of the 21st Century, interest in electrical
and other alternative fuel vehicles has increased due to growing concern over the
problems associated with hydrocarbon fueled vehicles, including damage to
the environment caused by their emissions, and the sustainability of the current
hydrocarbon-based transportation infrastructure.

Fig. 2.1.1 electric car 1880s

2.1 Electric model car

Fig. 2.1.2 Electric Model car
Electric vehicle model by nyos Jedlik, the inventor of an early type of electric
motor (1828, Hungary).
The invention of the first model electric vehicle is attributed to various people. In
1828, nyos Jedlik, a Hungarian who invented an early type of electric motor, created a
15

small model car powered by his new motor. In 1834, Vermont blacksmith Thomas
Davenport built a similar contraption which operated on a short circular electrified
track.in 1835, Professor Sibrandus Stratingh of Groningen, the Netherlands and his
assistant Christopher Becker created a small-scale electrical car, powered by non-
rechargeable primary cells
2.2 Electric locomotives
The first known electric car was built in 1837 by chemist Robert Davidson of Aberdeen.
It was powered by galvanic cells (batteries). Davidson later built a larger locomotive
named Galvani, exhibited at the Royal Scottish Society of Arts Exhibition in 1841. The
seven-ton vehicle had two direct-drive reluctance motors, with fixed electromagnets
acting on iron bars attached to a wooden cylinder on each axle, and simple commutators.
It hauled a load of six tons at four miles per hour for a distance of one and a half miles. It
was tested on the Edinburgh and Glasgow Railway in September of the following year,
but the limited power from batteries prevented its general use. It was destroyed by
railway workers, who saw it as a threat to their security of employment.
Between 1832 and 1839, British inventor Robert Anderson also invented a crude
electrical carriage. A patent for the use of rails as conductors of electric current was
granted in England in 1840, and similar patents were issued to Lilley and Colten in the
United States in 1847.
2.3 First practical electric cars
Rechargeable batteries that provided a viable means for storing electricity on board a
vehicle did not come into being until 1859, with the invention of the lead-acid battery by
French physicist Gaston Plant. Camille Alphonse Faure, another French scientist,
significantly improved the design of the battery in 1881; his improvements greatly
16

increased the capacity of such batteries and led directly to their manufacture on an
industrial scale.
Fig. 2.3.1 First practical electric car, built by Thomas Parker.
An early electric-powered two-wheel cycle was put on display at the 1867 World
Exposition in Paris by the Austrian inventor Franz Kravogl, but it was regarded as a
curiosity and couldn't drive reliably in the street. Another cycle, this time with three
wheels, was exhibited in November 1881 by French inventor Gustave Trouv at
the International Exhibition of Electricity in Paris.
English inventor Thomas Parker, who was responsible for innovations such as
electrifying the London Underground, overhead tramways in Liverpool and Birmingham,
and the smokeless fuel coalite, built the first practical production electric car
in London in 1884, using his own specially designed high-capacity rechargeable
batteries. Parker's long-held interest in the construction of more fuel-efficient vehicles led
him to experiment with electric vehicles. He also may have been concerned about the
malign effects smoke and pollution were having in London.
Production of the car was in the hands of the Elwell-Parker Company, established in
1882 for the construction and sale of electric trams. The company merged with other
rivals in 1888 to form the Electric Construction Corporation; this company had a virtual
monopoly on the British electric car market in the 1890s. The company manufactured the
first electric 'dog cart' in 1896.
17


Fig. 2.3.2 German electric car, 1904, with the chauffeur on top
France and the United Kingdom were the first nations to support the widespread
development of electric vehicles. The first electric car in Germany was built by the
engineer Andreas Flocken in 1888.
Electric trains were also used to transport coal out of mines, as their motors did not use
up precious oxygen. Before the pre-eminence of internal, electric automobiles also held
many speed and distance records. Among the most notable of these records was the
breaking of the 100 km/h (62 mph) speed barrier, by Camille Jenatzy on 29 April 1899 in
his 'rocket-shaped' vehicle Jamais Contente, which reached a top speed of 105.88 km/h
(65.79 mph). Also notable was Ferdinand Porsche's design and construction of an all-
wheel drive electric car, powered by a motor in each hub, which also set several records
in the hands of its owner E.W. Hart.
The first American electric car was developed in 1890-91 by William Morrison of Des
Moines, Iowa; the vehicle was a six-passenger wagon capable of reaching a speed of 14
miles per hour (23 km/h). It was not until 1895 that Americans began to devote attention
to electric vehicles, after A.L. Ryker introduced the first electric tricycles to the U.S., by
that point, Europeans had been making use of electric tricycles, bicycles, and cars for
almost 15 years.
2.4 Golden age
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Interest in motor vehicles increased greatly in the late 1890s and early
1900s. Electric battery-powered taxis became available at the end of the 19th century. In
London, Walter C. Bersey designed a fleet of such cabs and introduced them to the
streets of London in 1897. They were soon nicknamed 'Hummingbirds due to the
idiosyncratic humming noise they made. In the same year in New York City, the
Samuel's Electric Carriage and Wagon Company began running 12 electric hansom
cabs.The company ran until 1898 with up to 62 cabs operating until it was reformed by
its financiers to form the Electric Vehicle Company.
In 1911, the first gasoline-electric hybrid car was released by the Woods Motor
Vehicle Company of Chicago. The hybrid was a commercial failure, proving to be too
slow for its price, and too difficult to service.


Fig. 2.4.1 Thomas Edison and an electric car in 1913
Due to technological limitations and the lack of transistor-based electric technology, the
top speed of these early electric vehicles was limited to about 32 km/h (20 mph).Despite
this slow speed, electric vehicles had a number of advantages over their early-1900s
competitors. They did not have the vibration, smell, and noise associated with gasoline
cars. They also did not require gear changes. (While steam-powered cars also had no gear
shifting, they suffered from long start-up times of up to 45 minutes on cold mornings.)
The cars were also preferred because they did not require a manual effort to start, as did
gasoline cars which featured a hand crank to start the engine.
19

Electric cars found popularity among well-heeled customers who used them as city cars,
where their limited range proved to be even less of a disadvantage. Electric cars were
often marketed as suitable vehicles for women drivers due to their ease of operation; in
fact, early electric cars were stigmatized by the perception that they were "women's cars",
leading some companies to affix radiators to the front to disguise the car's propulsion
system.

Fig. 2.4.2. 1912 Detroit Electric advertisement
Acceptance of electric cars was initially hampered by a lack of power infrastructure, but
by 1912, many homes were wired for electricity, enabling a surge in the popularity of the
cars. At the turn of the century, 40 percent of American automobiles were powered by
steam, 38 percent by electricity, and 22 percent by gasoline. 33,842 electric cars were
registered in the United States, and America became the country where electric cars had
gained the most acceptance .Most early electric vehicles were massive, ornate carriages
designed for the upper-class customers that made them popular. They featured luxurious
interiors and were replete with expensive materials. Sales of electric cars peaked in the
early 1910s.
In order to overcome the limited operating range of electric vehicles, and the lack of
recharging infrastructure, an exchangeable battery service was first proposed as early as
1896.The concept was first put into practice by Hartford Electric Light Company through
the GeVeCo battery service and initially available for electric trucks. The vehicle owner
purchased the vehicle from General Vehicle Company (GVC, a subsidiary of the General
Electric Company) without a battery and the electricity was purchased from Hartford
Electric through an exchangeable battery. The owner paid a variable per-mile charge and
20

a monthly service fee to cover maintenance and storage of the truck. Both vehicles and
batteries were modified to facilitate a fast battery exchange. The service was provided
between 1910 to 1924 and during that period covered more than 6 million miles.
Beginning in 1917 a similar successful service was operated in Chicago for owners
of Milburn Light Electric cars who also could buy the vehicle without the batteries.
Cars Worldwide discoveries of large petroleum reserves led to the wide availability of
affordable gasoline, making gas-powered cars cheaper to operate over long distances.
Electric cars were limited to urban use by their slow speed (no more than 2432 km/h or
1520 mph) and low range (3040 miles or 5065 km), and gasoline cars were now able
to travel farther and faster than equivalent electrics.
Gasoline cars became ever easier to operate thanks to the invention of the electric
starter by Charles Kettering in 1912, which eliminated the need of a hand crank for
starting a gasoline engine, and the noise emitted by ICE cars became more bearable
thanks to the use of the muffler, which Hiram Percy Maxim had invented in 1897.
Finally, the initiation of mass production of gas-powered vehicles by Ford brought their
price down. By contrast, the price of similar electric vehicles continued to rise; by 1912,
an electric car sold for almost double the price of a gasoline car.

Fig. 2.4.3 The Hennery Kilowatt, a 1961 production electric car.
Most electric car makers stopped production at some point in the 1910s. Electric vehicles
became popular for certain applications where their limited range did not pose major
problems. Forklift trucks were electrically powered when they were introduced by Yale
in 1923. In Europe, especially the United Kingdom, milk floats were powered by
electricity. Electric golf carts were produced by Lektro as early as 1954. By the 1920s,
21

the early heyday of electric cars had passed, and a decade later, the electric automobile
industry had effectively disappeared. Michael Brian examines the social and
technological reasons for the failure of electric cars in his book Taking Charge: The
Electric Automobile in America.

Fig. 2.4.4 the 1973 General Motors Urban Electric Car.
Years passed without a major revival in the use of electric cars. Fuel-starved European
countries fighting in World War II experimented with electric cars (such as the British
milk floats and the French Aviation car), but overall, while ICE development progressed
at a brisk pace, electric vehicle technology stagnated. In the late 1950s, Henney
Coachworks and the National Union Electric Company, makers of Exide batteries,
formed a joint venture to produce a new electric car, the Henney Kilowatt, based on the
European Renault Dauphine. The car was produced in 36-volt and 72-volt configurations;
the 72-volt models had a top speed approaching 96 km/h (60 mph) and could travel for
nearly an hour on a single charge. Despite the Kilowatt's improved performance with
respect to previous electric cars, consumers found it too expensive compared to
equivalent gasoline cars of the time, and production ended in 1961.
In 1959, American Motors Corporation (AMC) and Sonotone Corporation announced a
joint research effort to consider producing an electric car powered by a "self-charging"
battery. AMC had a reputation for innovation in economical cars while Sonotone had
technology for making sintered plate nickel-cadmium batteries that could be recharged
22

rapidly and weighed less than traditional lead-acid versions. That same year, Nu-Way
Industries showed an experimental electric car with a one-piece plastic body that was to
begin production in early 1960.

Fig. 2.4.5 the three lunar rovers are currently parked on the moon.
The U.S. and Canada Big Three automakers had their own electric car programs during
the late-1960s. In 1967, much smaller AMC partnered with Gulton Industries to develop
a new battery based on lithium and a speed controller designed by Victor Wouk. A
nickel-cadmium battery supplied power to an all-electric 1969 Rambler American station
wagon. Other "plug-in" experimental AMC vehicles developed with Gulton included
the Amitron (1967) and the similar Electron (1977). More battery-electric cars appeared
over the years, such as the Scottish Aviation Scamp (1965), the Enfield 8000 (1966) and
two electric versions of General Motors gasoline cars, the Electrovair (1966)
and Electrovette (1976). None of them entered production.
On 31 July 1971, an electric car received the unique distinction of becoming the first
manned vehicle to drive on the Moon; that car was the Lunar, which was first deployed
during the Apollo 15 mission. The "moon buggy" was developed by Boeing and Delco
Electronics, and featured a DC drive motor in each wheel, and a pair of 36-volt silver-
zinc potassium hydroxide non-rechargeable batteries.
2.5 1990s: Revival of interest
After years outside the limelight, the energy crises of the 1970s and 1980s brought about
renewed interest in the perceived independence electric cars had from the fluctuations of
the hydrocarbon energy market. At the 1990 Los Angeles Auto Show, General
23

Motors President Roger Smith unveiled the GM Impact electric concept car, along with
the announcement that GM would build electric cars for sale to the public.

Fig. 2.5.1 the Honda EV Plus
In the early 1990s, the California Air Resources Board (CARB), the government of
California's "clean air agency", began a push for more fuel-efficient, lower-emissions
vehicles, with the ultimate goal being a move to zero-emissions vehicles such as electric
vehicles. In response, automakers developed electric models, including the Chrysler
TEVan, Ford Ranger EV pickup truck, GM EV1 and S10 EV pickup, Honda EV
Plus hatchback, Nissan lithium-battery Altra EV mini wagon and Toyota RAV4 EV. The
automakers were accused of pandering to the wishes of CARB in order to continue to be
allowed to sell cars in the lucrative Californian market, while failing to adequately
promote their electric vehicles in order to create the impression that the consumers were
not interested in the cars, all the while joining oil industry lobbyists in vigorously
protesting CARB's mandate. GM's program came under particular scrutiny; in an unusual
move, consumers were not allowed to purchase EV1s, but were instead asked to sign
closed-end leases, meaning that the cars had to be returned to GM at the end of the lease
period, with no option to purchase, despite lessor interest in continuing to own the cars.
Chrysler, Toyota, and a group of GM dealers sued CARB in Federal court, leading to the
eventual neutering of CARB's ZEV Mandate.
24

After public protests by EV drivers' groups upset by the repossession of their cars, Toyota
offered the last 328 RAV4-EVs for sale to the general public during six months, up until
22 November 2002. Almost all other production electric cars were withdrawn from the
market and were in some cases seen to have been destroyed by their
manufacturers. Toyota continues to support the several hundred Toyota RAV4-EV in the
hands of the general public and in fleet usage. GM famously de-activated the few EV1s
that were donated to engineering schools and museums.

Fig. 2.5.2 The Prius went on sale in Japan in December 1997.
Throughout the 1990s, interest in fuel-efficient or environmentally friendly cars declined
among Americans, who instead favored sport utility vehicles, which were affordable to
operate despite their poor fuel efficiency thanks to lower gasoline prices. American
automakers chose to focus their product lines around the truck-based vehicles, which
enjoyed larger profit margins than the smaller cars which were preferred in places like
Europe or Japan. In 1999, the Honda Insight hybrid car became the first hybrid to be sold
in North America since the little-known Woods hybrid of 1917.
Hybrid electric vehicles, which featured a combined gasoline and electric powertrain,
were seen as a balance, offering an environmentally friendly image and improved fuel
economy, without being hindered by the low range of electric vehicles, albeit at an
increased price over comparable gasoline cars. Sales were poor, the lack of interest
attributed to the car's small size and the lack of necessity for a fuel-efficient car at the
time. The 2000s energy crisis brought renewed interest in hybrid and electric cars. In
America, sales of the Toyota Prius (which had been on sale since 1999 in some markets)
jumped, and a variety of automakers followed suit, releasing hybrid models of their own.
25

Several began to produce new electric car prototypes, as consumers called for cars that
would free them from the fluctuations of oil prices.


Fig. 2.5.3 The GEM neighborhood electric vehicle world's top selling electric vehicle,
with 45,000 units sold through 2010.
In response to a lack of large-automaker participation in the electric car industry, a
number of small companies cropped up in their place, designing and marketing electric
cars for the public. In 1994, the REVA Electric Car Company was established
in Bangalore, India, as a joint venture between the Maini Group India and AEV of
California. After seven years of research and development, it launched the REVAian all-
electric small micro car, known as the G-Wiz i in the United Kingdom, in 2001. The car
was powered by leadacid batteries, and in January 2009, a new model was launched,
the REVA L-ion. It is similar to the REVAi but powered by high performance lithium-ion
batteries, which reduce the car's curb weight .In many countries the REVAi does not
meet the criteria to qualify as a highway-capable motor vehicle, and fits into other
classes, such as neighborhood electric vehicle (NEV) in the United States and heavy
quadricycle in Europe. The REVA sold more than 4,000 vehicles worldwide by March
2011 and was available in 26 countries. Sales in the UK, its main market, ended by late
2011.Production ended in 2012 and was replaced by the Mahindra e2o in 2013.
26


Fig. 2.5.4 Think City and Buddy in Oslo, Norway
Most electric vehicles in the world roads are low-speed, low-range neighborhood electric
vehicles (NEVs). Pike Research estimated there were almost 479,000 NEVs on the
world roads in 2011.The top selling NEV is the Global Electric Motorcars (GEM)
vehicles, with more than 46,000 units sold worldwide by April 2013.As of July 2006,
there were between 60,000 and 76,000 low-speed battery-powered vehicles in use in the
United States, up from about 56,000 in 2004.The two largest NEV markets in 2011 were
the United States, with 14,737 units sold, and France, with 2,231 units. Other micro
electric cars sold in Europe was the Kewet , since 1991, and replaced by the Buddy,
launched in 2008.Also the Think City was launched in 2008 but production was halted
due to financial difficulties. Production restarted in Finland in December 2009.The Think
was sold in several European countries and the U.S. In June 2011 Think Global filed for
bankruptcy and production was halted. The new owner has scheduled to restart
production in early 2012 with a refined Think City .Worldwide sales reached 1,045 units
by March 2011.
2.6 2000s to present: Modern
highway-capable electric cars

Fig. 2.6.1 Tesla Roadster recharging from a conventional outlet.
27

The global economic recession in the late 2000s led to increased calls for automakers to
abandon fuel-inefficient SUVs, which were seen as a symbol of the excess that caused
the recession, in favor of small cars, hybrid cars, and electric cars. California electric car
maker Tesla Motors began development in 2004 on the Tesla Roadster, which was first
delivered to customers in 2008.The Roadster was the first highway-capable all-electric
vehicle in serial production available in the United States. Since 2008 Tesla has sold
more than 2,100 Roadsters in 31 countries through December 2011.The Roadster was
also the first production automobile to use lithium-ion battery cells and the first
production all-electric car to travel more than 200 miles (320 km) per charge .Tesla
expects to sell the Roadster until early 2012, when its supply of Lotus Elise gliders is
expected to run out, as its contract with Lotus Cars for 2,500 gliders expired at the end of
2011.Tesla stopped taking orders for the Roadster in the U.S. market in August 2011,and
the 2012 Tesla Roadster will be sold in limited numbers only in Europe, Asia and
Australia .The next generation is expected to be introduced in 2014.

Fig. 2.6.2 The Mitsubishi i MiEV was launched in Japan in 2009.
The Mitsubishi i-MiEV was launched in Japan for fleet customers in July 2009, and for
individual customers in April 2010, followed by sales to the public in Hong Kong in May
2010, and Australia in July 2010 via leasing. The i-MiEV was launched in Europe in
December 2010, including a rebadged version sold in Europe as Peugeot ion and Citron
C-Zero. The market launch in the Americas began in Costa Rica in February 2011,
followed by Chile in May 2011. Fleet and retail customer deliveries in the U.S. and
Canada began in December 2011. Accounting for all vehicles of the iMiEV brand,
Mitsubishi reports around 27,200 units sold or exported since 2009 through December
28

2012, including the minicab MiEVs sold in Japan, and the units rebadged and sold as
Peugeot ion and Citron C-Zero in the European market.
Senior leaders at several large automakers, including Nissan and General Motors, have
stated that the Roadster was a catalyst which demonstrated that there is pent-up consumer
demand for more efficient vehicles. GM vice-chairman Bob Lutz said in 2007 that the
Tesla Roadster inspired him to push GM to develop the Chevrolet Volt, a plug-in hybrid
sedan prototype that aims to reverse years of dwindling market share and massive
financial losses for America's largest automaker. In an August 2009 edition of The New
Yorker, Lutz was quoted as saying, "All the geniuses here at General Motors kept saying
lithium-ion technology is 10 years away, and Toyota agreed with us and boom, along
comes Tesla. So I said, 'How come some tiny little California startup, run by guys who
know nothing about the car business, can do this, and we can't?' That was the crowbar
that helped break up the log jam."

Fig. 2.6.3 Chevrolet Volt as an extended range electric vehicle.
The most immediate result of this was the announcement of the 2010 release of
the Chevrolet Volt, a plug-in hybrid car that represents the evolution of technologies
pioneered by the GM EV1 of the 1990s. The Volt can travel for up to 40 miles (64 km)
on battery power alone before activating its gasoline-powered engine to run a generator
which re-charges its batteries. Deliveries of the Volt began in the United States in
December 2010, and by late 2011 was released in Canada and Europe. Deliveries of its
sibling, the Opel Ampera , began in Europe February 2012.
29


Fig. 2.6.4 the first Nissan Leaf delivered in the U.S.
The Nissan Leaf, introduced in Japan and the United States in December 2010, became
the first modern all-electric, zero tailpipe emission five door family hatchback to be
produced for the mass market from a major manufacturer. As of January 2013, the Leaf is
also available in Australia, Canada and 17 European countries.
The Better Place network was the first modern commercial deployment of the battery
swapping model. The Renault Fluence Z.E. was the first mass production electric car
enable with switchable battery technology and sold for the Better Place network in Israel
and Denmark. Better Place launched its first battery-swapping station in Israel, in Kiryat
Ekron, near Rehovot in March 2011. The battery exchange process took five minutes. As
of December 2012, there were 17 battery switch stations fully operational in Denmark
enabling customers to drive anywhere across the country in an electric car. By late 2012
the company began to suffer financial difficulties, and decided to put on hold the roll out
in Australia and reduce its non-core activities in North America, as the company decided
to concentrate its resources on its two existing markets. On 26 May 2013, Better Place
filed for bankruptcy in Israel. The company's financial difficulties were caused by the
high investment required to develop the charging and swapping infrastructure,
about US$850 million in private capital, and a market penetration significantly lower
than originally predicted by Shai Agassi. Less than 1,000 Fluence Z.E. cars were
deployed in Israel and around 400 units in Denmark.
The Smart electric drive, Wheego Whip Life, Mia electric, Volvo C30 Electric, and
the Ford Focus Electric were launched for retail customers during 2011. The BYD e6,
released initially for fleet customers in 2010, began reatail sales in Shenzhen, China in
30

October 2011. The Bollor Bluecar was released in December 2011 and deployed for use
in theAutolib' car sharing service in Paris. Leasing to individual and corporate customers
began in October 2012 and is limited to the le-de-France area. In February 2011, the
Mitsubishi i MiEV became the first electric car to sell more than of more than 10,000
units, including the models badged in Europe as Citron C-Zero and Peugeot. The record
was officially registered by Guinness World Records. Several months later, the Nissan
Leaf overtook the i MiEV as the best-selling all-electric car ever, and by February 2013
global sales of the Leaf reached the 50,000 unit milestone.

Fig. 2.6.5 Delivery of the first Tesla Model S in June 2012.
Models released to the market in 2012 and 2013 include the BMW
ActiveE, Coda, Renault Fluence Z.E., Tesla Model S, Honda Fit EV, Toyota RAV4
EV, Renault Zoe, Roewe E50, and Mahindra e2o. Toyota released the Scion iQ EV in the
U.S. (Toyota eQ in Japan) in 2013. The car production is limited to 100 units. The first
30 units were delivered to the University of California, Irvine in March 2013 for use in its
Zero Emission Vehicle-Network Enabled Transport (ZEV-NET) car sharing fleet. Toyota
announced that 90 out of the 100 vehicles produced globally will be placed in American
car sharing demonstration projects and the rest in Japan.
The Coda sedan went out of production in 2013, after selling only about 100 units in
California. Its manufacturer, Coda Automotive, filed for Chapter 11 bankruptcy
protection on 1 May 2013. The company stated that it expects to emerge from the
bankruptcy process to focus on energy storage solutions as it has decided to abandon car
31

manufacturing.
.
Fig. 2.6.6 Graph of recent sales
The Tesla Model S ranked as the top selling plug-in electric car in North America during
the first quarter of 2013 with 4,900 cars sold, ahead of the Chevrolet Volt (4,421) and
the Nissan Leaf (3,695). Since its introduction, cumulative sales reached 12,700 units
through June 2013, with most units delivered in the U.S. and the rest in
Canada. European retail deliveries of the Tesla Model S began in Oslo in August
2013, and during its first full month in the market, the Model S ranked as the top selling
car in Norway with 616 units delivered, representing a market share of 5.1% of all the
new cars sold in the country in September 2013, becoming the first electric car to top the
new car sales ranking in any country, and contributing to a record all-electric car market
share of 8.6% of new car sales during that month. In October 2013, an electric car was
the best selling car in the country for a second month in a row. This time was the Nissan
Leaf with 716 units sold, representing a 5.6% of new car sales that month.
As of July 2013, the RenaultNissan Alliance is the world's leading plug-in electric
vehicle manufacturer with global sales of 100,000 all-electric units delivered since
December 2010. This figure includes more than 71,000 Nissan Leafs, about
11,000Renault Twizy heavy quadricycles, almost 10,000 Renault Kangoo Z.E. utility
vans, about 5,000 Renault Zoes, and over 3,000Renault Fluence Z.E. electric cars. The
100,000th customer was a U.S. student who bought a Nissan Leaf Atlanta, Georgia early
32

in July 2013. In mid January 2014, global sales of the Nissan Leaf reached the 100,000
unit milestone, representing a 45% market share of worldwide pure electric vehicles sold
since 2010. The 100,000th car was delivered to a British customer.
33

CHAPTER-3
WHERE WE REACHED IN THIS TECHNOLOGY
3.1 BATTERIES OF ELECTRIC CARS
3.1.1 Lead-acid
Flooded lead-acid batteries are the cheapest and most common traction batteries
available. There are two main types of lead-acid batteries: automobile engine starter
batteries, and deep cycle batteries. Automobile alternators are designed to provide starter
batteries high charge rates for fast charges, while deep cycle batteries used for electric
vehicles like forklifts or golf carts, and as the auxiliary house batteries in RV's, require
different multi-stage charging. No lead acid battery should be discharged below 50% of
its capacity, as it shortens the battery's life. Flooded batteries require inspection of
electrolyte level and occasional replacement of water which gasses away during the
normal charging cycle.
Traditionally, most electric vehicles have used lead-acid batteries due to their mature
technology, high availability, and low cost (exception: some early EVs, such as
the Detroit Electric, used a nickel-iron battery.) Like all batteries, these have an
environmental impact through their construction, use, disposal or recycling. On the
upside, vehicle battery recycling rates top 95% in the United States. Deep-cycle lead
batteries are expensive and have a shorter life than the vehicle itself, typically needing
replacement every 3 years.
Lead-acid batteries in EV applications end up being a significant (2550%) portion of the
final vehicle mass. Like all batteries, they have significantly lower energy density than
petroleum fuelsin this case, 3040 WH/kg. While the difference isn't as extreme as it
first appears due to the lighter drive-train in an EV, even the best batteries tend to lead to
higher masses when applied to vehicles with a normal range. The efficiency (7075%)
and storage capacity of the current generation of common deep cycle lead acid batteries
34

decreases with lower temperatures, and diverting power to run a heating coil reduces
efficiency and range by up to 40%. Recent advances in battery efficiency, capacity,
materials, safety, toxicity and durability are likely to allow these superior characteristics
to be applied in car-sized EVs.
Charging and operation of batteries typically results in the emission
of hydrogen, oxygen and sulfur, which are naturally occurring and normally harmless if
properly vented. Early Citi car owners discovered that, if not vented properly, unpleasant
sulfur smells would leak into the cabin immediately after charging.
Lead-acid batteries powered such early-modern EVs as the original versions of
the EV1 and the RAV4EV.
3.1.2 Nickel metal hydride
Nickel-metal hydride batteries are now considered a relatively mature technology. While
less efficient (6070%) in charging and discharging than even lead-acid, they boast an
energy density of 3080 WH/kg, far higher than lead-acid. When used properly, nickel-
metal hydride batteries can have exceptionally long lives, as has been demonstrated in
their use in hybrid cars and surviving NiMH RAV4EVs that still operate well after
100,000 miles (160,000 km) and over a decade of service. Downsides include the poor
efficiency, high self-discharge, very finicky charge cycles, and poor performance in cold
weather.
GM Ovonic produced the NiMH battery used in the second generation EV-1, and
Cobasys makes a nearly identical battery (ten 1.2 V 85 Ah NiMH cells in series in
contrast with eleven cells for Ovonic battery). This worked very well in the EV-1. Patent
encumbrance has limited the use of these batteries in recent years.
3.1.3 Zebra
The sodium or "zebra" battery uses a molten chloro aluminate sodium (NaAlCl4) as the
electrolyte. This chemistry is also occasionally referred to as "hot salt". A relatively
35

mature technology, the Zebra battery boasts an energy density of 120Wh/kg and
reasonable series resistance. Since the battery must be heated for use, cold weather
doesn't strongly affect its operation except for in increasing heating costs. They have
been used in several EVs. Zebras can last for a few thousand charge cycles and are
nontoxic. The downsides to the Zebra battery include poor power density (<300 W/kg)
and the requirement of having to heat the electrolyte to about 270 C (520 F), which
wastes some energy and presents difficulties in long-term storage of charge.
Zebra batteries have been used in the Modec commercial vehicle since it entered
production in 2006.
3.1.4 Lithium ion
Lithium-ion (and similar lithium polymer) batteries, widely known through their use in
laptops and consumer electronics, dominate the most recent group of EVs in
development. The traditional lithium-ion chemistry involves a lithium cobalt
oxide cathode and a graphite anode. This yields cells with an impressive 200+ WH/kg
energy density and good power density, and 80 to 90% charge/discharge efficiency. The
downsides of traditional lithium-ion batteries include short cycle lives (hundreds to a few
thousand charge cycles) and significant degradation with age. The cathode is also
somewhat toxic. Also, traditional lithium-ion batteries can pose a fire safety risk if
punctured or charged improperly. These laptop cells don't accept or supply charge when
cold, and so heaters can be necessary in some climates to warm them. The maturity of
this technology is moderate. The Tesla Roadster uses "blades" of traditional lithium-ion
"laptop battery" cells that can be replaced individually as needed.
Most other EVs are utilizing new variations on lithium-ion chemistry that sacrifice
energy and power density to provide fire resistance, environmental friendliness, very
rapid charges (as low as a few minutes), and very long lifespans. These variants
(phosphates, titanates, spinels, etc.) have been shown to have a much longer lifetime,
with A123 expecting their lithium iron phosphate batteries to last for at least 10+ years
36

and 7000+ charge cycles, and LG Chem expecting their lithium-
manganese spinel batteries to last up to 40 years.
Much work is being done on lithium ion batteries in the lab. Lithium vanadium oxide has
already made its way into the Subaru prototype G4e, doubling energy density. Silicon
nanowires, silicon nanoparticles, and tin nanoparticles promise several times the energy
density in the anode, while composite and super lattice cathodes also promise significant
density improvements.
3.1.5 Battery Cost Estimate Comparison
Battery Type Year Cost ($/kWh)
Li-Ion 2012 500-600
Li-Ion 2012 400
Li-Ion 2012 520-650
Li-Ion 2012 752
Li-Ion 2012 689
Li-Ion 2013 800-1000
Li-Ion 2010 750
Nickel Metal Hydride 2004 750
Nickel Metal Hydride 2013 500-550
Nickel Metal Hydride

350
37

Battery Type Year Cost ($/kWh)
Lead Acid

256.68

Battery Longevity Estimate Comparison
Battery Type
Year of
Estimate
Cycles Miles Years
Li-Ion

100,000 5
Li-Ion

60,000 5
Li-Ion 2002

2-4
Li-Ion 1997 >1,000

Nickel Metal
Hydride
2001

100,000 4
Nickel Metal
Hydride
1999 >90,000

Nickel Metal
Hydride

200,000

Nickel Metal
Hydride
1999 1000 93,205.7

Nickel Metal
Hydride
1995 <2,000

Nickel Metal
Hydride
2002 2000

38

Battery Type
Year of
Estimate
Cycles Miles Years
Nickel Metal
Hydride
1997 >1,000

Nickel Metal
Hydride
1997 >1,000

Lead Acid 1997 300-500





3.2 Charging Techniques
Charging of an electric car is a very important factor in this revolution. This was always a
disadvantage of electric vehicles but now there are many concepts comes which
definitely converts this demerit to merit.
3.2.1 Charging Highways
STANFORD (US) new technology could lead to wireless charging of electric vehicles
while they cruise down the highway.
The long-term goal of the high-efficiency charging systemthat uses magnetic fields to
transmit large electric currents between metal coils placed several feet apartis to
dramatically increasing the driving range of electric cars and trucks and develop an all-
electric highway.
Our vision is that youll be able to drive onto any highway and charge your car, says
Shanhui Fan, associate professor of electrical engineering at Stanford University. Large-
39

scale deployment would involve revamping the entire highway system and could even
have applications beyond transportation.
A wireless charging system would address a major drawback of plug-in electric cars
their limited driving range. The all-electric Nissan Leaf, for example, gets less than 100
miles on a single charge, and the battery takes several hours to fully recharge. A charge-
as-you-drive system would overcome these limitations, researchers say.
What makes this concept exciting is that you could potentially drive for an unlimited
amount of time without having to recharge, says study co-author Richard Sassoon,
managing director of the Stanford Global Climate and Energy Project (GCEP), which
funded the research. You could actually have more energy stored in your battery at the
end of your trip than you started with.
As reported in the journal Applied Physics Letters, the wireless power transfer is based
on a technology called magnetic resonance coupling. Two copper coils are tuned to
resonate at the same natural frequencylike two wine glasses that vibrate when a
specific note is sung. The coils are placed a few feet apart. One coil is connected to an
electric current, which generates a magnetic field that causes the second coil to resonate.
This magnetic resonance results in the invisible transfer of electric energy through the air
from the first coil to the receiving coil.
Wireless power transfer will only occur if the two resonators are in tune, Fan notes.
Objects tuned at different frequencies will not be affected.
In 2007, researchers at the Massachusetts Institute of Technology used magnetic
resonance to light a 60-watt bulb. The experiment demonstrated that power could be
transferred between two stationary coils about 6 feet apart, even when humans and other
obstacles are placed in between. In the MIT experiment, the magnetic field appeared to
have no impact on people who stood between the coils.
3.2.2 Wireless charging
40

The MIT researchers have created a spinoff company thats developing a stationary
charging system capable of wirelessly transferring about 3 kilowatts of electric power to
a vehicle parked in a garage or on the street.
Fan and his colleagues wondered if the MIT system could be modified to transfer 10
kilowatts of electric power over a distance of 6.5 feetenough to charge a car moving at
highway speeds. The car battery would provide an additional boost for acceleration or
uphill driving.
Heres how the system would work: A series of coils connected to an electric current
would be embedded in the highway. Receiving coils attached to the bottom of the car
would resonate as the vehicle speeds along, creating magnetic fields that continuously
transfer electricity to charge the battery.
To determine the most efficient way to transmit 10 kilowatts of power to a real car, the
Stanford team created computer models of systems with metal plates added to the basic
coil design. Asphalt in the road would probably have little effect, but metallic elements
in the body of the car can drastically disturb electromagnetic fields, Fan explains.
Thats why we did the APL studyto figure out the optimum transfer scheme if large
metal objects are present.
Using mathematical simulations, postdoctoral scholars Xiao fang Yu and Sunil Sandhu
found the answer: A coil bent at a 90-degree angle and attached to a metal plate can
transfer 10 kilowatts of electrical energy to an identical coil 6.5 feet away.
Thats fast enough to maintain a constant speed, Fan says. To actually charge the car
battery would require arrays of coils embedded in the road. This wireless transfer scheme
has an efficiency of 97 percent.
3.2.3 Wireless future
Fan and his colleagues recently filed a patent application for their wireless system. The
next step is to test it in the laboratory and eventually try it out in real driving conditions.
41

You can very reliably use these computer simulations to predict how a real device would
behave.
The researchers also want to make sure that the system wont affect drivers, passengers,
or the dozens of microcomputers that control steering, navigation, air conditioning, and
other vehicle operations.

Fig. 3.2.1 Charging highway
3.3 Charging Road
A city in South Korea flipped the switch on a road this week that will provide an electric
charge to commuter buses on an inner-city route, officials say. The wireless power will
be used to run two buses on round-trip routes of 24 kilometers (nearly 15 miles).
"OLEV receives power wirelessly through the application of the "Shaped Magnetic Field
in Resonance (SMFIR)" technology. Power comes from the electrical cables buried under
the surface of the road, creating magnetic fields. There is a receiving device installed on
the underbody of the OLEV that converts these fields into electricity."
42

The charge transfers as long as a vehicle's undercarriage stays within 17 centimeters
(about six and a half inches) from the road surface.
Fig. 3.3.1 Electric bus on charging road
3.4 Super Charging
Super charging is a tremendous technology which charges the electric car battery 16
times faster than the ordinary charging.
Its principle is very simple as its way of charging it works by delivering DC power
directly to the battery using special cables that bypass onboard charging equipment.By
this method we can charge a half of battery in just 20 minutes.
There are many super charging station established by the tesla company and all those are
working satisfactorily. Currently this is compatible with tesla model S only and seams a
great discovery by the engineers and this is spreading rapidly in all over the world.


43


CHAPTER-4
WHAT NEW CAN BE DONE?
4.1 In the near future (in approximately 5 years)
4.1.1 Batteries
Lithium batteries with silicon-based cathodes, which can absorb many lithium ions and
therefore would provide the battery with dramatically more energy storage. There are
many "flavors" of lithium battery chemistry: today, relatively common lithium chemistry
can contain around 133 watt hours/kilogram (wh/kg). This is about enough energy to
drive an EV half a mile. With silicon cathodes, the energy density would likely be around
400 wh/kg - three times better than today's common batteries. With a 400wh/kg battery, a
150 mile range battery pack will only weigh about 220 pounds. (It would actually weigh
more due to necessary battery reserve, pack containment, thermal management, etc., but I
want to try to keep this simple.
In order to build silicon-based cathodes, it is likely that nano-sized silicon will be
contained in porous ceramics or other materials that allow for sufficient surface area and
yet keep the silicon from physically crushing itself as it expands when absorbing the
lithium ions. Also interesting is that such a cathode, with a lot of usable surface area, will
enable greater power-release and power-acceptance. This means that even a small battery
pack, such as that found in EV-ERs, could provide adequate power to accelerate quickly,
and allow a maximum amount of regenerated (braking) electricity to be put back into the
battery.

Lastly, it is likely that a non-flammable version of lithium electrolyte will become
common, and thereby enable greater efficiency at the temperature extremes of vehicle
operations, as well as potentially lighten and simplify battery pack cooling systems.

44


4.1.3 Construction
More of the vehicle's components will be made from aluminum and high-strength steel
construction. This will serve to lighten the vehicle, and low weight is the key to
efficiency and performance.
4.1.2 Motors
Non-precious-metal motors are smaller and cheaper. While some EV motors in
production are already using non-precious-metals, such as Tesla's AC Induction motor,
many still use precious metals. It is likely that the industry will move entirely away from
precious metal designs. While this may entail some small tradeoffs in size, weight, and
efficiency, it has the advantage of broader power bands, ensuring that no transmissions
will be needed.

The air, and to overcome friction. Friction is the least concern, and in any event friction
technologies are already good and will continue to make some headway (ex: lower
friction tires). As for pushing through the air, this is a concern when driving at highway
speeds.

But the lower the weight, the less energy it takes to accelerate, and acceleration is when a
vehicle uses the highest amount of power. Obviously, though, you don't want to make a
car out of balsa wood, as it would not protect its passengers (and flexing would make it
handle badly). Therefore, building a vehicle from strong but light components is critical.
Here, there are numerous interesting developments in improved metal alloys, such as
better aluminum and better steel, and improved construction techniques such as welding
steel and aluminum together and employing powerful bonding agents, that will allow
lighter and more rigid chassis, suspension elements, and body parts.
4.1.4 Electronic Management
There are numerous developing advances in plotting directions, maximizing safety
through electronic controls of vehicle dynamics, and driver and user interfaces that will
45

make driving easier, safer, and more convenient. Many of these advances are probably
going to be common to both EVs and conventional cars, but as EVs are necessarily
computers on wheels, the advances will integrate more fully and seamlessly in EVs.
4.1.5 Charging
There will be development of real-time information for plotting, locating, and reserving
charging station used to recharge EVs. We will see continued charging station expansion,
hopefully accompanied by cross-platform user-interface standardization. These advances,
in additional to standardization of charging system protocols and vehicle-to-internet
networking, will encourage EV owner confidence that their EVs will be able to
successfully charge in more and more places across the country.
4.2 Mid-future (in approximately 10 years)
4.2.1 Batteries
Lithium sulfur, lithium salt-water, or possibly lithium air batteries. It is as yet unclear
which of these batteries will develop into the most accepted technology, but it is hoped
that one of these chemistries, or perhaps another form of lithium-based battery chemistry,
will leave the laboratories and become a commercial product. These batteries promise
over 1000 wh/kg, which would enable 600 mile trips with a battery weighing around 350
pounds. (Lithium, the lightest of metals, has a theoretical capacity of about 10,000 wh/kg,
and while that theoretical limit cannot be approached these appear to be the best of
several avenues for taking maximum practical advantage of that capacity).
4.2.2 Motors
It is possible that switched reluctance motors, which may even be built with iron-
embedded plastic manufacturing, will enable very inexpensive, light, powerful motors
from common materials. The key to the development of such motors will be
tremendously accurate and powerful controllers that can transition electrical energy
through the motor with precise timing and amounts. An additional advantage is that these
motors should be able to operate at lower temperatures, potentially simplifying the
cooling system.
46

4.2.3 Construction
The use of carbon fiber, slowly moving into high-end vehicles right now, should be
widespread for many vehicle parts (possibly including even engine parts). Because the
material is much lighter than equivalent metal parts, it will be a great advantage for all
vehicles, enabling the drivetrain to be smaller and/or to accelerate the vehicle faster.
Also, carbon fiber works fantastically for passenger protection (modern race cars are
made of carbon fiber and provide excellent driver protection).
4.2.4 Electronic Management
There will be, for both EVs and conventional cars, increased ability to engage semi-
autonomous driving - that is, the car can drive itself to some degree. There are already
cars that park themselves, and that warn the driver of blind-spot traffic and when slipping
out of a lane on the highway. However, EVs are more readily capable to more deeply use
autonomous driving, as they all have telemetric that enable the vehicles to communicate
in real time with the internet. Therefore, EVs are candidates to be able to connect with
one another and move in concert. This would be quite valuable on highways: it is well
known that 25% or more of the energy of highway travel can be saved by driving
vehicles closely nose-to-tail. Of course, for humans to drive just a few feet from the
vehicle in front of it at highway speeds would be unacceptably dangerous. However,
when all the vehicles are in constant communication, they can run in very close formation
and act as a single unit for purposes of braking and accelerating, and allow individual
vehicles to enter into and drop out of the "train."
4.2.5 Charging
With improved batteries that accept electricity quickly, charging will take less time - if
the charging station is up to the task of pumping all that electricity in quickly. It may be
hoped that there will be a fast-charging standard of at least 100KW. Using such a
charging station, for every minute that the EV is plugged in it can drive about 6 miles -
this means that in an hour, the car would receive enough electricity to drive 360 miles.
Also, induction mats, already starting to come on the market now, will be designed into
garages and parking structures in the future, so that EVs will be able to charge without
47

the driver ever having to touch anything. The induction mats allow the vehicle to
wirelessly receive power when parking over them, freeing the driver from ever having to
even have to think about charging unless they are taking long trips or park on the street.
Lastly, it will likely be the case that EVs will share their battery's storage of electricity
with utilities (known as "vehicle to grid" integration). In this way, homes can be powered
by the EV during the hours of the day when electricity it most expensive and hardest for
the utilities to produce, and EV batteries will store electricity at night when it is plentiful
and inexpensive. Utilities will also be able to buy back electricity stored in the EVs, and
in that way the EV may partially pay for itself (as well as enable the cleanest possible
electrical grid).

Fig.4.1 concept future electric car





48




CHAPTER- 5
CONCLUSION
Electric cars are good or we can say tremendous in many aspects like environmental
friendly, noiseless, cost efficient, etc. but we cant ignore the fact that this technology is
not much efficient than the internal combustion engines, its speed and performance is not
much satisfactory. Its one of the most disadvantage is its battery life and charging time
and in some developing countries like India the availability of electricity to charge the
car.
But yes as we have seen in the report that there are some new methods have invented in
recent years which really increase the efficiency and performance of the car and as well
many charging techniques have invented which makes the charging time less and also
possible long run. One of the best example is tesla model S performance plus having
speed, performance, and long run, less charging time as well.
So, this is concluded that this technology is a growing technology on which lots of work
has been done already and lots of will be done in future and this technology is a
revolution which will definitely change the world by its plus points and it will increase its
popularity in upcoming years within next 5 years.





49





REFERENCES
http://www.howstuffworks.com/electric-car.htm
http://en.wikipedia.org/wiki/Electric_car
www.electriccars.com/
http://www.howelectriccarswork.com/
http://www.brighthub.com/environment/renewable-energy/articles/1838.aspx
www.allabouthybridcars.com
http://www.energybiz.com/article/13/07/future-electric-vehicles
http://www.teslamotors.com/models/features