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VEHICLE) BIBLE
WHAT IS AN EV?
EV = Electric Vehicle. An EV is not a hybrid, it's a vehicle powered entirely by electricity
either via a motor-generator, a fuel cell, or a battery pack. Historically, GM first proved
that a fully-electric car could be a success with their EV1, a car which ultimately was
killed off by short-sightedness and political lobbying. (See the film Who Killed The
Electric Car for the torrid history of that vehicle.
STEP UP: THE THE CHEVY VOLT
The Chevy Volt was supposed to be the world's first mass-produced, family-friendly,
everyman electric vehicle. It looked like it would happen too; the original idea behind the
Volt was fantastic. It's a battery-powered vehicle that can get a decent commuter range
on pure battery power. At night you plug it in to recharge it, and if you start to run short
on juice during the daytime, a small onboard petrol engine could spin up a generator to
provide recharging capability to the batteries on-the-fly. If you stayed within the electric
range, the petrol engine would never come on. This is how Chevy promoted the Volt
right up until October 2010 when it transpired that a tiny, but critical design change had
been made which turned the Volt from an EV into a petrol-electric hybrid instead. Up
until that point, GM had been promoting the mantra that there was "no mechanism in
the Volt to drive the wheels even if the engineers wanted to" source). It was when Motor
Trend first test drove a production Volt that they discovered that the petrol
engine could and did drive the wheels. Whilst there is nodirect mechanical link (like a
driveshaft) between the Volt's gas engine and the wheels, above 70mph a
linkage is accomplished by meshing the power output of the engine with the power
output of one of the motor-generators through the plantary gearset. Just like a Prius. No
matter which way you cut it, the gas engine directly contributes to driving the
transmission. That means it's not an EV, it's a hybrid (although GM like to call it a
Range-Extended EV or ER-EV for short).
(Motor Trend Explains the Volt's Powertrain)
(Motor Trend Explains the Volt's Powertrain)
Picture credit: Chevrolet
TESLA
After the Volt, the next most likely name you'll have heard of for an EV is Tesla Motors.
The brainchild of Elon Musk (Tony Stark wannabe), Tesla were the first manufacturers
to build a pure EV that wasn't some joyless science experiment. Rather than trying to
take an existing car and cram in electric drive components, they designed electric cars
to be electric cars. The original boutique proof of concept was the 2-seat Roadster -
they took some novel design approaches to the motor, transmission and batteries and
covered it with the body from a Lotus Elise.
The Roadster was, by all accounts, an amazing car to drive with sports-car handling
and if you drove it with a light foot, a 250 mile range. The Roadster was not
manufactured in large numbers and the cost was prohibitive for the average buyer.
Basically it was a test platform for what came next - the Model S - a 4 seat family sedan
which has made huge strides to undo the damage done by GM to the public perception
of what a fully electric family car for the masses could and should be. Prices are steep
but not intergalactic (base price in 2014 is around $57,000). The Model S is a good
looking car with all-torque-all-the-time performance, plentiful seating and storage space
and again - it's a genuinely fun car to drive. The genius design feature is that the
heaviest part of the car - the battery - is basically the chassis - it's the lowest component
on the car which means an incredibly low C-of-G, which translates into great grip and
road-holding. My only personal gripe? The giant touch screen in the dash that looks like
an afterthought. You say tom-ay-toes, I say tom-ah-toes.
Picture credits: Tesla Motors
The Tesla Roadster and Model-S, and the Chevy Volt are the most common EVs you
might know about, but there are others which are definitely worth paying attention to,
especially if you don't have the sort of capital required to get into a Tesla:
The Nissan Leaf.
The Fiat 500e.
The BMW i3 The Smart electric drive Smart Car.
In Europe, Renault and Peugeot both have EVs in their lineup, and globally Ford now
have the frankly brilliant Focus Electric available to everyone. Although they don't
market it much which is weird because it's a remarkable car for the price.
ELECTRIC MOTORS ARE ALL TORQUE
There is a pronounced difference in the driving experience when you step into an EV for
the first time. There is typically no gearbox or transmission. Electric motors differ greatly
from internal combustion engines in the way they deliver power and torque, and for the
most part, you have full torque from the instant you mash the accelerator pedal until the
motor overheats. It's like an instant "go" pedal - there's no hanging about waiting for the
engine to get up to speed, no changing gears, nothing. Unless you've driven an EV it's
very difficult to explain what it feels like, but the best way is this: imagine your car in first
gear with your foot flat to the floor. Now imagine that acceleration all the way up to the
top speed of the car without any interruption. But then accompanied by an electrical
buzz that sounds like a swarm of bees on crack.
The graph here gives you a theoretical comparison. The orange plot represents an
electric motor torque curve and the blue plot represents an electric motor power curve.
By comparison, the black plot shows a high performance internal combustion engine
torque curve. From this you can see the full torque from zero of the electric motor as
well as the linear power delivery. It's also interesting to note that most decent petrol
engines are spent by about 8000rpm whereas a half-decent EV motor can go up to
15000rpm or so.
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Thank you.
Currently most electric vehicles use either nickel metal hydride (NiMH) or lithium-ion (Li-
ion) batteries providing a DC voltage up to 500v, and a power rating of anything from 18
to 50 kilowatt-hours. This is why you need a charging station or a special kit to rapid-
charge an EV battery. A typical household electrical supply simply isn't capable of
providing the amount of power required to perform a quick-charge.
Li-ion batteries are now preferred because, configured correctly, they can weigh less
than half of what a similar capacity NiMH battery pack weighs. Tesla's current
generation battery pack crams so much power into such a small footprint that they
currently have the highest energy density in the industry, and one pack could run a
small house for 2 days on a single charge.
Tesla's battery packs are unique in that they use thousands of 18650 form factor cells
that are 18mm in diameter by 65mm in length. If you dismantled the battery pack, the
cells look like AA batteries. Tesla claim that this form factor increases battery life and is
more efficient for heat transfer.
The Chevy Volt, by comparison, uses a more traditional system of interleaved vertical
plates packed together into modules, several of which are stacked to form the entire
battery pack - a T-shaped unit that sits behind the rear seats and protrudes down the
centre of the car where a traditional transmission tunnel would be.
Picture credit: Tesla Motors
Hydrogen fuel cells. Ditch the battery pack completely and generate electricity on-the-
fly with hydrogen fuel cells. I have a whole section on this over in the fuel & engine bible
:Hydrogen fuel cells.
FUTURE TECHNOLOGIES
There will undoubtedly be improvements in battery technology for EVs but one of the
biggest challenges right now still concerns the transmission. All current EVs have a
tradition single motor coupled to a transmission which is used to drive the wheels. Volvo
had a concept in 2007 called the ReCharge which was a diesel-electric hybrid, but had
the noteable feature of wheel motors. This solves the transmission problem because
instead of having one large motor, there are instead four smaller ones, one built into
each wheel hub. This removes all the weight of the transmission and gives expanded
possibilities for vehicle control. For example all-wheel-drive vehicles become very easy
to build and control once you start using wheel motors. Rather than all that nonsense
with limited-slip diffs, torque-sensing couplings, clutch packs, speed sensors, hydraulics
etc, you simply have four wheel motors that can each be monitored for slip. If one is
slipping, the electrical system simply reduces or cuts power to that motor.
In a similar fashion, stability control could be implemented the same way - rather than
braking an errant wheel as we do today with ABS-coupled traction control, in a wheel
motor solution, the wheel that needs to be brought into check could simply have the
motor begin to act as a generator, inducing drag and slowing the wheel down like
brakes do today. For that matter, 4-wheel regenerative braking would be a very efficient
way of topping up battery charge on the move.