RECENT TRENDS IN ELECTRIC VEHICLES Submitted by S. NANDHINI A J. JAYABHARATHIB AB – II EEE Bharathiyar College of Engineering & Technology
ABSTRACT
Introduction
In this technological world, lot and lots of technologies are booming up day by day. In this paper, lets focus on a new technology, from the automotive technocrats, its nothing, but a Battery Electric Vehicle (BEV) to face the Greenhouse effort. In this paper, we can also share about recent trends, Fuel cell strategy, electricity sources and the efficiency of BEVS. To save our world, only alternative fuel vehicles can alleviate air pollution. EDVS are extremely unique, when compared with gasoline vehicles, because they produce no operating emissions. Since BEVS that utilizes chemical energy which are pre-stored in rechargeable battery packs and electric motors, Motor controllers instead of IC engine, So by driving these vehicles would not only decrease the air pollution but also make us free from urban noise
Battery electric vehicle is a vehicle that utilizes chemical energy stored in rechargeable battery packs, and electric motors and motor controllers instead of internal combustion engines (ICEs).
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Vehicles using both electric motors and ICEs (hybrid electric vehicles) are examples of hybrid vehicles, and are not considered pure BEVs because they operate in a chargesustaining mode. Hybrid vehicles with batteries that can be charged externally to displace some or all of their ICE power and gasoline fuel are called plug-in hybrid electric vehicles (PHEV), and are pure BEVs during their charge-depleting mode. BEVs include automobiles, light trucks, and neighborhood electric vehicles.
(1) Taking the lead through the implementation of photovoltaic power generation equipment in central government offices and public office buildings To secure a stable energy supply, and to promote the implementation of new energy to contribute to a response to global environmental concerns, it is important to achieve an increased awareness through the government taking the lead and introducing the new energy equipment. For this reason, taking the lead of implementing new energy, while making considerations for the environment, as part of government office facilities maintenance, and with the cooperation of the ministries concerned, such as the Ministry of Land, Infrastructure and Transport, the plans to provide photovoltaic power generation equipment for the central government office public office building were drawn up, and reported to the Prime Minister in the informal session of the Diet on June 26 2001, by the Minister of Land, Infrastructure and Transport.
2) Implementation promotion of low-emission vehicles (determination of development expansion and action plan for low-emission vehicles) In the Cabinet meeting of May 8, 2001, Prime Minister Koizumi
directed that "In 3 years from FY2002, all general official business cars will be switched to the lowemission vehicle as a rule." Along with the implementation promotion measures of Low Emission Vehicles by the government decided by the Prime Minister's initiative that are steadily being carried out, taking advantage of this opportunity to further accelerate the reduction of the burden on the environment by automobiles that occurs in Japan, 3 Ministries mutually and closely cooperated, aiming to achieve consistency with each measure, with the development of low emission vehicles, and regarding measures concerning their popularization.
3) Fuel Cell Strategy Research Group (Private Research Group of Director-General of the Agency of Natural Resources and Energy) and Fuel Cell Practical Usage Promotion Conference To clarify the significance of the introduction of the fuel cell, and to search for the directionality of the problem extraction and problem solution for the practical usage the 'Fuel cell practical usage study group (Chairman: Professor Yoichi Kayak of Keio University)' composed of industry figures, academics and government representatives, was set up in December 1999 as a private study group of the Director-General of the Agency of Natural Resources and Energy.
Based on the investigations of 8 meetings of the study group, with reports on domestic and foreign corporations, relevant organizations and foreign governments, and followed up with discussions based on the content of these reports, a report was presented at the 9th meeting of the study group on the 22nd of January 2001.
(4) Trial-Ride in a Fuel-Cell Car by the Prime Minister Trial-rides of the fuel-cell car were held in the courtyard of the Diet on December 13, 2001. Prime Minister Koizumi and leaders of other parties participated, testing out fuel cell cars developed by 4 car manufacturers (Toyota, Nissan, Honda and Mazda).
(5) Fuel cell project team On February 20th 2002, the senior vice ministers of the Ministry of Economy, Trade and Industry, the Ministry of Land, Infrastructure and Transport, and the Ministry of the Environment, as the members of the fuel cell project team, held their first meeting to discuss the future direction as well as current measures currently being conducted by each Ministry. In addition on March 29th, a second meeting was held, where presentations from the industry sector, and discussions of the concerns relating to accelerating fuel cell practical usage took place. This project team will meet approximately once a month and plans to present its report in May of 2002.
6)SOURCES OF ELECTRICITY Generating electricity and providing liquid fuels for vehicles are different categories of the energy economy, with different inefficiencies and environmental harms. A 55% to 99.9% improvement in CO2 emissions takes place when driving an EV over an ICE (gasoline, diesel) vehicle depending on the source of electricity.[19] Comparing CO2 emissions can be done by using the US national average of 1.28 lb (0.58 kg) CO2/(kW·h)[citation needed] for electricity generation, giving a range for BEVs from zero up to 0.2 to 0.5 lb (0.23 kg) CO2/mi (0.06 to 0.13 kg/km). Because 1 gal of gasoline produces 19 lb (8.6 kg) CO2 when burned in a typical automobile engine, the average US fleet produces 0.83 lb/mi (0.23 kg/km), a 40 mpg car produces approximately 0.47 lb/mi and the Insight 0.27 lb/mi (0.08 kg/km).[20] CO2 and other greenhouse gases emissions are minimal for BEVs powered from sustainable electricity sources (e.g. solar energy), but are constant per gallon (or litre) for gasoline vehicles.
7) Energy efficiency and carbon dioxide emissions Production and conversion BEVs typically use 0.17 to 0.37 kilowatthours per mile (0.1–0.23 kW·h/km). [17][18] Nearly half of this power consumption is due to inefficiencies
in charging the batteries. Tesla Motors indicates that the well to wheels power consumption of their liion powered vehicle is 0.215 kW·h/mi. The US fleet average of 23 miles per gallon of gasoline is equivalent to 1.58 kW·h/mi and the
70 mpg (U.S.) Honda Insight uses 0.52 kW·h/mi (assuming 36.4 kW·h per US gallon of gasoline), so hybrid electric vehicles are relatively energy efficient, and battery electric vehicles are much more energy efficient. A 2001 DOE estimate calculates a battery powered EV at 7¢/kW·h can be driven 43 miles (69 km) for a dollar and at $1.25/gal a gasoline vehicle will go 18 miles (29 km).
8) Acceleration performance Although some electric vehicles have very small motors, 20 hp (15 kW) or less and therefore have modest acceleration, the relatively constant torque of an electric motor even at very low speeds tends to increase the acceleration performance of an electric vehicle for the same rated motor power. Electric vehicles can also utilize a direct motor-to-wheel configuration which increases the amount of available power. Having multiple motors connected directly to the wheels allows for each of the wheels to be used for both propulsion and as braking systems, thereby increasing traction. In some cases, the motor can be housed directly in the wheel, such as in the Whispering Wheel design, which lowers the vehicle's center of gravity and reduces the number of moving parts.
When not fitted with an axle, differential, or transmission, electric vehicles have less drivetrain rotational inertia. A gearless or single gear design in some BEVs eliminates the need for gear shifting, giving such vehicles both smoother acceleration and smoother braking. Because the torque of an electric motor is a function of current, not rotational speed, electric vehicles have a high torque over a larger range of speeds during acceleration, as compared to an internal combustion engine. For example, the Venturi Fetish delivers supercar acceleration despite a relatively modest 300 horsepower (220 kW), and a top speed of around 100 miles per hour. The Ronaele Mustang is another performance car that has recently emerged, the pure electric can reach 60 mph (97 km/h) in under 4 seconds with a motor rated at 300 horsepower (220 kW). 9) Maintenance EVs, particularly those using AC or brushless DC motors, have far fewer parts to wear out. An ICE vehicle on the other hand will have many mechanical, fluid, and electrical parts that may include some of the following: pistons, connecting rods, crankshafts, cylinder walls, valves, valve springs, valve guides, camshafts, cambelts, lifters, pushrods, rocker arms, oil pumps, fuel pumps, water pumps, radiators, gearbox (also used in some EV's), clutch,
distributors, spark plugs, air filters, oil filters, coolant and vacuum hoses, injectors, carburators, turbos, superchargers, gaskets, seals and bearings. All of these parts may wear out over time. Both hybrids and EVs can use regenerative braking, which greatly reduces wear and tear on friction brakes - Prius taxi drivers report far less frequent brake maintenance. 10) Charging of batteries
Prototypes of 75 watt-hour/kilogram lithium ion polymer battery. Newer Li-ion cells can provide up to 130 Wh/kg and last through thousands of charging cycles. Rechargeable batteries used in electric vehicles include lead-acid ("flooded" and VRLA), NiCd, nickel metal hydride, lithium ion, Li-ion polymer, and, less commonly, zincair and molten salt batteries. The amount of electricity stored in batteries is measured in ampere hours or in coulombs, with the total energy often measured in watt hours. Batteries in BEVs must be periodically recharged (see also Replacing, below). BEVs most
commonly charge from the power grid (at home or using a street or shop recharging point), which is in turn generated from a variety of domestic resources; such as coal, hydroelectricity, nuclear and others. Home power such as roof top photovoltaic solar cell panels, microhydro or wind may also be used and are promoted because of concerns regarding global warming. Charging time is limited primarily by the capacity of the grid connection. A normal household outlet is between 1.5 kilowatts (in the US, Canada, Japan, and other countries with 110 volt supply) to 3 kilowatts (in countries with 240 V supply). The main connection to a house might be able to sustain 10 kilowatts, and special wiring can be installed to use this. At this higher power level charging even a small, 7 kilowatthour (14–28 mi) pack, would probably require one hour. This is small compared to the effective power delivery rate of an average petrol pump, about 5,000 kilowatts. In 2007, Altairnano's NanoSafe batteries are rechargeable in several minutes, versus hours required for other rechargeable batteries.[citation needed] A NanoSafe cell can be charged to around 95% charge capacity in approximately 10 minutes
11)
Travel range before recharging and trailers
Electric vehicle conversions depends on the battery type: •
Lead-acid batteries are the most available and inexpensive. Such conversions generally have a range of 30 to 80 km (20 to 50 mi). Production EVs with lead-acid batteries are capable of up to 130 km (80 mi) per charge.
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NiMH batteries have higher energy density and may deliver up to 200 km (120 mi) of range.
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New lithium-ion batteryequipped EVs provide 400– 500 km (250–300 mi) of range per charge.[27] Lithium is also less expensive than nickel.[28]
12) Lifespan Individual batteries are usually arranged into large battery packs of various voltage and ampere-hour capacity products to give the required energy capacity. Battery life should be considered when calculating the extended cost of ownership, as all
batteries eventually wear out and must be replaced. The rate at which they expire depends on a number of factors. The depth of discharge (DOD) is the recommended proportion of the total available energy storage for which that battery will achieve its rated cycles. Deep cycle lead-acid batteries generally should not be discharged below 80% capacity. More modern formulations can survive deeper cycles EV also do away with many other parts that normally require servicing and maintenance in a regular car, such as on the gearbox, cooling system, and engine tuning. And by the time batteries do finally need definitive replacement, they can be replaced with later generation ones which may offer better performance characteristics, in the same way one might replace an old laptop battery.
13) Safety The safety issues of battery electric vehicles are largely dealt with by the international standard ISO 6469. This document is divided in three parts dealing with specific issues: •
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On-board electrical energy storage, i.e. the battery Functional safety means and protection against failures
•
Protection of persons against electrical hazards.
Firefighters and rescue personnel receive special training to deal with the higher voltages and chemicals encountered in electric and hybrid electric vehicle accidents. While BEV accidents may present unusual problems, such as fires and fumes resulting from rapid battery discharge, there is apparently no available information regarding whether they are inherently more or less dangerous than gasoline or diesel internal combustion vehicles which carry flammable fuels
CONCLUSION
Though conventional gasoline vehicles are becoming cleaner and other alternative fuel vehicles can alleviate air pollution, electric drive vehicles hold the promise of the greatest air quality benefits of any available technology. EDVs are unique in that they produce no operating emissions; the only emissions associated with these EDVs come from the power plants that generate the electricity for battery charging and the plants that
produce the hydrogen for consumption in fuel cell vehicles. Even compared to today’s gasoline vehicles EDVs or BEVs offer exceptional air quality benefits. In the company's service territory, driving an EDV instead of a gasoline powered vehicle would reduce emissions of reactive organic gases (ROG) and nitrogen oxides (NO) the precursors to smog, a serious health hazard, would drop. Carbon dioxide (CO2), the principal gas associated with global warming. Driving BEVs and HEVs would also decrease pollution to oceans, rivers, and ground water that is caused from petroleum, gasoline, and motor oil spills. Relief from urban noise pollution is another benefit, as electric motors are quiet as well as clean.
