Seminar Report rohit jain

8/11/2019 Seminar Report rohit jain

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Seminar Report

On

Electric Car Revolution

As

Part of B. Tech Curriculum

Submi tted by:

rohit


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CERTIFICATE

This is to certify that Mr. Navneet Joshi B. Tech. MechanicalEngineering, Class TT-ME and Roll No. 1209540035 hasdelivered seminar on the topic Electric Car Revolution. Hisseminar presentation and report during the academic year 2014-2015 as the part of B. Tech Mechanical Engineering curriculumwas 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


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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 acar 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.


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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.


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CONTENTS

PAGES

Certificate 2

Acknowledgements 3

Abstract 4

Table of Contents 5

List of figure 8

CHAPTER 1. INTRODUCTION

9

1.1 Cars9

1.2 Power sources of cars

9

1.2.1 Conventional Power Sources

9

1.2.2 Unconventional Power Sources9

1.3 Revolution

10

1.4 Electric Car Revolution

10

CHAPTER 2. HISTORY OF ELECTRIC CARS

12

2.1 Electric Model Car

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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 Highways25

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

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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

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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 303.2.1 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.


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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.


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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 urbanstreetscape and simultaneously easing the inclusion of cars in future mobility solutions.

May we proudly and confidently support this revolution!


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CHAPTER-2

HISTORY OF ELECTRIC CARS

Fig. 2.1 oldest electric car drawing

TheGeneral Motors EV1,one of the cars introduced due to theCalifornia Air ResourcesBoard mandate, had a range of 160 mi (260 km) withNiMHbatteries in 1999.

The history of the electric vehicle began in the mid-19th century. An electrical vehicle

held the vehicularland speed record until around 1900. The high cost, low top speed and

short range ofelectric vehicles,compared to laterinternal combustion vehicles, led to a
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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 byThomas Parker.

An early electric-powered two-wheel cycle was put on display at the1867 World

Exposition in Paris by theAustrian 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 inventorGustave Trouv at

theInternational Exhibition of Electricity in Paris.

English inventorThomas Parker, who was responsible for innovations such as

electrifying theLondon Underground,overhead tramways in Liverpool and Birmingham,

and the smokeless fuelcoalite, built the first practical production electric car

inLondon 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 effectssmoke andpollution 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 ofelectric 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.
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Interest in motor vehicles increased greatly in the late 1890s and early

1900s.Electricbattery-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 12electrichansom

cabs.The company ran until 1898 with up to 62 cabs operating until it was reformed by

its financiers to form theElectric Vehicle Company.

In 1911, the first gasoline-electrichybrid car was released by theWoods 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 oftransistor-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 gasolinecars. 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.
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Electric cars found popularity among well-heeled customers who used them ascity 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. 1912Detroit 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 byHartford 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
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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

ofMilburn Light Electric cars who also could buy the vehicle without the batteries.

Cars Worldwide discoveries of largepetroleum 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 theelectric

starterbyCharles 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 TheHennery 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. Electricgolf carts were produced by Lektro as early as 1954. By the 1920s,
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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.

TheU.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 onlithium and a speed controller designed by Victor Wouk. A

nickel-cadmium battery supplied power to an all-electric 1969Rambler American station

wagon. Other "plug-in" experimental AMC vehicles developed with Gulton included

theAmitron (1967) and the similarElectron (1977). More battery-electric cars appeared

over the years, such as theScottish Aviation Scamp (1965), theEnfield 8000 (1966) and

two electric versions of General Motors gasoline cars, theElectrovair (1966)andElectrovette (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 theMoon;that car was the Lunar, which was first deployed

during theApollo 15mission. The "moon buggy" was developed byBoeing andDelco

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 1990Los Angeles Auto Show,General
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Motors PresidentRoger Smith unveiled theGM Impact electricconcept car, along with

the announcement that GM would build electric cars for sale to the public.

Fig. 2.5.1 theHonda 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 tozero-emissions vehicles such as electric

vehicles. In response, automakers developed electric models, including theChrysler

TEVan,Ford Ranger EVpickup truck,GM EV1 andS10 EV pickup,Honda EV

Plus hatchback, Nissan lithium-batteryAltra EV mini wagon andToyota 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 leaseperiod, 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'sZEV Mandate.
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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 beendestroyedby 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 favoredsport 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, theHonda Insighthybrid carbecame 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 interestattributed to the car's small size and the lack of necessity for a fuel-efficient car at the

time. The 2000s energy crisisbrought renewed interest in hybrid and electric cars. In

America, sales of theToyota 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.
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Fig. 2.5.4Think City andBuddy in Oslo, Norway

Most electric vehicles in the world roads are low-speed, low-rangeneighborhood 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 theKewet , since 1991, and replaced by theBuddy,

launched in 2008.Also theThink City was launched in 2008 but production was halted

due to financial difficulties. Production restarted inFinland in December 2009.The Think

was sold in several European countries and the U.S. In June 2011 Think Global filed forbankruptcy 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. 2.6.1Tesla Roadster recharging from a conventional outlet.
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Theglobal 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

makerTesla Motorsbegan development in 2004 on theTesla 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 uselithium-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 ofLotus Elisegliders is

expected to run out, as its contract withLotus 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,andthe 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 TheMitsubishi iMiEV was launched in Japan in 2009.

TheMitsubishi 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 asPeugeot ion andCitronC-Zero. The market launch in the Americas began inCosta Rica in February 2011,

followed byChile 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
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2012, including theminicab 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 largeautomakers, includingNissan andGeneral Motors, have

stated that the Roadster was acatalyst which demonstrated that there is pent-up consumerdemand for more efficient vehicles. GM vice-chairmanBob Lutz said in 2007 that the

Tesla Roadster inspired him to push GM to develop theChevrolet 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 whoknow nothing about the car business, can do this, and we can't?' That was the crowbar

that helped break up the log jam."

Fig. 2.6.3Chevrolet Volt as anextended range electric vehicle.

The most immediate result of this was the announcement of the 2010 release of

theChevrolet 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, theOpel Ampera , began in Europe February 2012.
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Fig. 2.6.4 the firstNissan Leaf delivered in the U.S.

TheNissan 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.

TheBetter Place network was the first modern commercial deployment of thebattery

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, inKiryat

Ekron,nearRehovot 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 weredeployed in Israel and around 400 units in Denmark.

The Smart electric drive,Wheego Whip Life,Mia electric, Volvo C30 Electric, and

theFord Focus Electric were launched for retail customers during 2011. TheBYD e6,

released initially for fleet customers in 2010, began reatail sales in Shenzhen, China in
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manufacturing.

.

Fig. 2.6.6 Graph of recent sales

The Tesla Model S ranked as the top sellingplug-in electric car in North America during

the first quarter of 2013 with 4,900 cars sold, ahead of theChevrolet Volt (4,421) and

theNissan 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 carmarket

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, theRenaultNissan Alliance is the world's leadingplug-in electricvehicle 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 Twizyheavy quadricycles, almost 10,000 Renault Kangoo Z.E. utility

vans, about 5,000Renault 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
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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.


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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

ofhydrogen,oxygen andsulfur,which are naturally occurring and normally harmless if

properly vented. EarlyCiti 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

theEV1 and theRAV4EV.

3.1.2 Nickel metal hydride

Nickel-metal hydride batteries are now considered a relativelymature 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
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Battery TypeYear of

EstimateCycles Miles Years

Nickel MetalHydride 1997 >1,000

Nickel Metal

Hydride1997 >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 thehigh-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 andcharge your car, says

Shanhui Fan, associate professor of electrical engineering atStanford University. Large-
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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 10kilowatts 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.


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You can very reliably use these computer simulations to predicthow 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, andother 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."


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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 agreat discovery by the engineers and this is spreading rapidly in all over the world.


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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 chemistrycan 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.


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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, andefficiency, 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.


There are numerous developing advances in plotting directions, maximizing safety

through electronic controls of vehicle dynamics, and driver and user interfaces that will


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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 betremendously 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.


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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 allvehicles, 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).


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


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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 electricitywith 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


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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 workhas 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.


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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

Seminar Report rohit jain

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