PROJECT REPORT

ON
SCOPE OF ELECTRIC VEHICLES IN INDIAN
AUTOMOTIVE INDUSTRY
Submitted in partial fulfillment of the requirements for the
Award of the degree of
BACHELOR OF BUSINESS ADMINISTRATION
(BANKING & INSURANCE)
UNDER THE GUIDANCE OF

DR. SARAH AHTESHAM

FACULTY, VIPS

Submitted By-
ANSHUL GUPTA
Enrollment no.- 00417701817
(2017-20)

Vivekanand School of Business Studies

Vivekananda Institute of Professional Studies
AU Block (Outer Ring Road) Pitampura
Delhi - 110034
18/04/2020 Scope of Electric Vehicles in Indian Automotive Industry

Table of Contents

Student declaration………………………………………………………..iii

Certificate from Guide…………………………………………………….iv

Acknowledgement…………………………………………………………v

Executive Summary………………………………………………………..vi

Chapter Scheme……………………………………………………………

- Chapter 1(Introduction)……………………………………………1

- Chapter 2(Literature Review)……………………………………..17

- Chapter 3(Research Methodology)……………………………….36

- Chapter 4(Analysis & Findings)………………………………….40

- Chapter 5(Conclusion)……………………………………………59

Bibliography……………………………………………………………….64

Appendix…...………………………………………………………………65

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STUDENT UNDERTAKING

This is to certify that I have completed the Project titled ”scope of electric vehicles in

indian automotive industry” under the guidance of “DR. SARAH AHTESHAM” in

partial fulfillment of the requirement for the award of degree of Bachelor of Business

Administration (Banking & Insurance) at Vivekananda Institute of Professional Studies,

Vivekananda School of Business Studies, New Delhi. This is an original piece of work

and has not been submitted elsewhere.

STUDENT NAME- ANSHUL GUPTA

STUDENT SIGNATURE

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18/04/2020 Scope of Electric Vehicles in Indian Automotive Industry

Certificate From Faculty Guide

This is to certify that the project titled “scope of electric vehicles in indian automotive

industry” is an academic work done by “ANSHUL GUPTA” submitted in the

partial fulfillment of the requirement for the award of the degree of Bachelor Of

Business Administration (Banking & Insurance) from Vivekananda Institute of

Professional Studies, Vivekananda School of Business Studies, New Delhi., under my

guidance & direction. To the best of my knowledge and belief the data & information

presented by him/her in the project has not been submitted earlier.

Name of the Faculty Guide- DR. SARAH AHTESHAM

Signatures

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ACKNOWLEDGEMENT

I offer my sincere thanks and humble regards to VIVEKANANDA INSTITUTE OF

PROFESSIONAL STUDIES, GGSIP University, New Delhi for imparting us very
valuable
professional training in BBA.

I pay my gratitude and sincere regards to “DR. SARAH AHTESHAM”, my project

Guide for giving me the cream of her knowledge. I am thankful to her as she has been a
constant source of advice, motivation and inspiration. I am also thankful to her for
giving me suggestions and
encouragement throughout the project work.

I take the opportunity to express my gratitude and thanks to our computer Lab staff and
library
staff for providing me opportunity to utilize their resources for the completion of the
project.

Name: Anshul Gupta

Enrollment No: 00417701817
Class & Section- BBA (B&I)

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EXECUTIVE SUMMARY

 The Indian Electric Vehicles market is currently in a nascent stage, however

there is optimism about its future growth
 According to a study conducted by Booz Allen and Society of Indian
Automobiles Manufacturers (SIAM), demand for electric and hybrid vehicles is
estimated to increase 50 times from 2010 to reach 5 million units by 2020
 The electric vehicles market is dominated by two-wheelers and in the passenger
cars segment, there is practically only one player in the market – Mahindra Reva
 In India, electric vehicles especially cars are primarily targeted at upper
middle/rich class and it is expected to continue in the future
 The Indian Government has introduced incentives and schemes to promote
electric vehicles, however these schemes seems to have failed
 Continuing Government support, advancements in technology and investments
by industry would be the key drivers for growth of the electric vehicles market
in India
 Changing customer perception, pricing, improving fuel efficiency and
competing with alternative fuels like CNG, LPG and Hybrid vehicles are the key
challenges facing the electric vehicles market
 Many traditional manufacturers are showing keen interest in electric vehicles
market and are introducing/planning new models in the market
 Affordable pricing, introducing new variants, technology advancements backed
by smart marketing could be key strategies for growth for manufacturers in the
electric vehicles market. Electric Car Market In India

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CHAPTER-1
INTRODUCTION

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What is an Electric Vehicle?

An electric vehicle, also called an EV, uses one or more electric motors or
traction motors for propulsion. An electric vehicle may be powered through a
collector system by electricity from off-vehicle sources, or may be self-
contained with a battery, solar panels or an electric generator to convert fuel to
electricity. EVs include, but are not limited to, road and rail vehicles, surface
and underwater vessels, electric aircraft and electric spacecraft.
EVs first came into existence in the mid-19th century, when electricity was
among the preferred methods for motor vehicle propulsion, providing a level of
comfort and ease of operation that could not be achieved by the gasoline cars of
the time. Modern internal combustion engines have been the dominant
propulsion method for motor vehicles for almost 100 years, but electric power
has remained commonplace in other vehicle types, such as trains and smaller
vehicles of all types.

Commonly, the term EV is used to refer to an electric car. In the 21st century,
EVs saw a resurgence due to technological developments, and an increased
focus on renewable energy. A great deal of demand for electric vehicles
developed and a small core of do-it-yourself (DIY) engineers began sharing
technical details for doing electric vehicle conversions. Government incentives
to increase adoptions were introduced, including in the United States and the
European Union.

Electric vehicles are expected to increase from 2% of global share in 2016 to

22% in 2030.
An electric vehicle (EV) is one that operates on an electric motor, instead of an
internal-combustion engine that generates power by burning a mix of fuel and
gases. Therefore, such as vehicle is seen as a possible replacement for current-
generation automobile, in order to address the issue of rising pollution, global
warming, depleting natural resources, etc. Though the concept of electric
vehicles has been around for a long time, it has drawn a considerable amount of
interest in the past decade amid a rising carbon footprint and other
environmental impacts of fuel-based vehicles.

In India, the first concrete decision to incentivise electric vehicles was taken in
2010. According to a Rs 95-crore scheme approved by the Ministry of New and
Renewable Energy (MNRE), the government announced a financial incentive
for manufacturers for electric vehicles sold in India. The scheme, effective from
November 2010, envisaged incentives of up to 20 per cent on ex-factory prices
of vehicles, subject to a maximum limit. However, the subsidy scheme was later
withdrawn by the MNRE in March 2012.

In 2013, India unveiled the 'National Electric Mobility Mission Plan (NEMMP)
2020' to make a major shift to electric vehicles and to address the issues of
national energy security, vehicular pollution and growth of domestic
manufacturing capabilities. Though the scheme was to offer subsidies and create
supporting infrastructure for e-vehicles, the plan mostly remained on papers.
While presenting the Union Budget for 2015-16 in Parliament, then finance
minister Arun Jaitley announced faster adoption and manufacturing of electric

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vehicles (FAME), with an initial outlay of Rs 75 crore. The scheme was

announced with an aim to offer incentives for clean-fuel technology cars to
boost their sales to up to 7 million vehicles by 2020.

In 2017, Transport Minister Nitin Gadkari made a statement showing India’s

intent to move to 100 per cent electric cars by 2030. However, the automobile
industry raised concerns over the execution of such a plan. The government
subsequently diluted the plan from 100 per cent to 30 per cent.

In February 2019, the Union Cabinet cleared a Rs 10,000-crore programme

under the FAME-II scheme. This scheme came into force from April 1, 2019.
The main objective of the scheme is to encourage a faster adoption of electric
and hybrid vehicles by offering upfront incentives on purchase of electric
vehicles and also by establishing necessary charging infrastructure for EVs.

How Do All-Electric Cars Work?

All-electric vehicles (EVs) have an electric motor instead of an internal
combustion engine. The vehicle uses a large traction battery pack to power the
electric motor and must be plugged in to a charging station or wall outlet to
charge. Because it runs on electricity, the vehicle emits no exhaust from a
tailpipe and does not contain the typical liquid fuel components, such as a fuel
pump, fuel line, or fuel tank.

Key Components of an All-Electric Car

Battery (all-electric auxiliary): In an electric drive vehicle, the auxiliary battery

provides electricity to power vehicle accessories.
Charge port: The charge port allows the vehicle to connect to an external power
supply in order to charge the traction battery pack.

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DC/DC converter: This device converts higher-voltage DC power from the

traction battery pack to the lower-voltage DC power needed to run vehicle
accessories and recharge the auxiliary battery.
Electric traction motor: Using power from the traction battery pack, this motor
drives the vehicle's wheels. Some vehicles use motor generators that perform
both the drive and regeneration functions.
Onboard charger: Takes the incoming AC electricity supplied via the charge port
and converts it to DC power for charging the traction battery. It monitors battery
characteristics such as voltage, current, temperature, and state of charge while
charging the pack.
Power electronics controller: This unit manages the flow of electrical energy
delivered by the traction battery, controlling the speed of the electric traction
motor and the torque it produces.
Thermal system (cooling): This system maintains a proper operating temperature
range of the engine, electric motor, power electronics, and other components.
Traction battery pack: Stores electricity for use by the electric traction motor.
Transmission (electric): The transmission transfers mechanical power from the
electric traction motor to drive the wheels.

Just as there are a variety of technologies available in conventional vehicles,

plug-in electric vehicles (also known as electric cars or EVs) have different
capabilities that can accommodate different drivers’ needs. A major feature of
EVs is that drivers can plug them in to charge from an off-board electric power
source. This distinguishes them from hybrid electric vehicles, which supplement
an internal combustion engine with battery power but cannot be plugged in.

There are two basic types of EVs: all-electric vehicles (AEVs) and plug-in
hybrid electric vehicles (PHEVs). AEVs include Battery Electric Vehicles
(BEVs) and Fuel Cell Electric Vehicles (FCEVs). In addition to charging from
the electrical grid, both types are charged in part by regenerative braking, which
generates electricity from some of the energy normally lost when braking.
Which type of vehicle will fit your lifestyle depends on your needs and driving
habits. Find out which BEVs and PHEVs are available to suit your needs.

All-electric vehicles (AEVs) run only on electricity. Most have all-electric

ranges of 80 to 100 miles, while a few luxury models have ranges up to 250
miles. When the battery is depleted, it can take from 30 minutes (with fast
charging) up to nearly a full day (with Level 1 charging) to recharge it,
depending on the type of charger and battery.

If this range is not sufficient, a plug-in electric vehicle (PHEV) may be a better
choice. PHEVs run on electricity for shorter ranges (6 to 40 miles), then switch
over to an internal combustion engine running on gasoline when the battery is
depleted. The flexibility of PHEVs allows drivers to use electricity as often as
possible while also being able to fuel up with gasoline if needed. Powering the
vehicle with electricity from the grid reduces fuel costs, cuts petroleum
consumption, and reduces tailpipe emissions compared with conventional
vehicles. When driving distances are longer than the all-electric range, PHEVs
act like hybrid electric vehicles, consuming less fuel and producing fewer

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emissions than similar conventional vehicles. Depending on the model, the

internal combustion engine may also power the vehicle at other times, such as
during rapid acceleration or when using heating or air conditioning. PHEVs
could also use hydrogen in a fuel cell, biofuels, or other alternative fuels as a
back-up instead of gasoline.

Following some best practices can help you maximize your all-electric range
and vehicle efficiency whether you have an AEV or PHEV.

Types of EVs

 EVs (also known as plug-in electric vehicles) derive all or part of their
power from electricity supplied by the electric grid. They include AEVs
and PHEVs.
 AEVs (all-electric vehicles) are powered by one or more electric motors.
They receive electricity by plugging into the grid and store it in batteries.
They consume no petroleum-based fuel and produce no tailpipe
emissions. AEVs include Battery Electric Vehicles (BEVs) and Fuel Cell
Electric Vehicles (FCEVs).
 PHEVs (plug-in hybrid electric vehicles) use batteries to power an
electric motor, plug into the electric grid to charge, and use a petroleum-
based or alternative fuel to power the internal combustion engine. Some
types of PHEVs are also called extended-range electric vehicles
(EREVs).

History

Electric motive power started in 1827, when Hungarian priest Ányos Jedlik
built the first crude but viable electric motor, provided with stator, rotor and
commutator, and the year after he used it to power a tiny car. A few years
later, in 1835, professor Sibrandus Stratingh of the University of Groningen,
the Netherlands, built a small-scale electric car, and between 1832 and 1839
(the exact year is uncertain), Robert Anderson of Scotland invented the first
crude electric carriage, powered by non-rechargeable primary cells. Around
the same period, early experimental electrical cars were moving on rails, too.
American blacksmith and inventor Thomas Davenport built a toy electric
locomotive, powered by a primitive electric motor, in 1835. In 1838, a
Scotsman named Robert Davidson built an electric locomotive that attained
a speed of four miles per hour (6 km/h). In England a patent was granted in
1840 for the use of rails as conductors of electric current, and similar
American patents were issued to Lilley and Colten in 1847.

The first mass-produced electric vehicles appeared in America in the early

1900s. In 1902, "Studebaker Automobile Company" entered the automotive
business with electric vehicles, though it also entered the gasoline vehicles
market in 1904. However, with the advent of cheap assembly line cars by
Ford, electric cars fell to the wayside.

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Due to the limitations of storage batteries at that time, electric cars did not
gain much popularity, however electric trains gained immense popularity
due to their economies and fast speeds achievable. By the 20th century,
electric rail transport became commonplace due to advances in the
development of electric locomotives. Over time their general-purpose
commercial use reduced to specialist roles, as platform trucks, forklift trucks,
ambulances, tow tractors and urban delivery vehicles, such as the iconic
British milk float; for most of the 20th century, the UK was the world's
largest user of electric road vehicles.

Electrified trains were used for coal transport, as the motors did not use
precious oxygen in the mines. Switzerland's lack of natural fossil resources
forced the rapid electrification of their rail network. One of the earliest
rechargeable batteries – the nickel-iron battery – was favored by Edison for
use in electric cars.

EVs were among the earliest automobiles, and before the preeminence of
light, powerful internal combustion engines, electric automobiles held many
vehicle land speed and distance records in the early 1900s. They were
produced by Baker Electric, Columbia Electric, Detroit Electric, and others,
and at one point in history out-sold gasoline-powered vehicles. In fact, in
1900, 28 percent of the cars on the road in the USA were electric. EVs were
so popular that even President Woodrow Wilson and his secret service
agents toured Washington, DC, in their Milburn Electrics, which covered
60–70 mi (100–110 km) per charge.

A number of developments contributed to decline of electric cars. Improved

road infrastructure required a greater range than that offered by electric cars,
and the discovery of large reserves of petroleum in Texas, Oklahoma, and
California led to the wide availability of affordable gasoline/petrol, making
internal combustion powered cars cheaper to operate over long distances.
Also internal combustion powered 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. As roads were
improved outside urban areas electric vehicle range could not compete with
the ICE. Finally, the initiation of mass production of gasoline-powered
vehicles by Henry Ford in 1913 reduced significantly the cost of gasoline
cars as compared to electric cars.

In the 1930s, National City Lines, which was a partnership of General

Motors, Firestone, and Standard Oil of California purchased many electric
tram networks across the country to dismantle them and replace them with
GM buses. The partnership was convicted of conspiring to monopolize the
sale of equipment and supplies to their subsidiary companies, but were
acquitted of conspiring to monopolize the provision of transportation
services.

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Experimentation

The emergence of metal–oxide–semiconductor (MOS) technology led to the

development of modern electric road vehicles. The MOSFET (MOS field-
effect transistor, or MOS transistor), invented by Mohamed M. Atalla and
Dawon Kahng at Bell Labs in 1959, led to the development of the power
MOSFET by Hitachi in 1969, and the single-chip microprocessor by
Federico Faggin, Marcian Hoff, Masatoshi Shima and Stanley Mazor at Intel
in 1971. The power MOSFET and the microcontroller, a type of single-chip
microprocessor, led to significant advances in electric vehicle technology.
MOSFET power converters allowed operation at much higher switching
frequencies, made it easier to drive, reduced power losses, and significantly
reduced prices, while single-chip microcontrollers could manage all aspects
of the drive control and had the capacity for battery management. Another
important technology that enabled modern highway-capable electric cars is
the lithium-ion battery, invented by John Goodenough, Rachid Yazami and
Akira Yoshino in the 1980s, which was responsible for the development of
electric vehicles capable of long-distance travel.

In January 1990, General Motors' President introduced its EV concept two-

seater, the "Impact", at the Los Angeles Auto Show. That September, the
California Air Resources Board mandated major-automaker sales of EVs, in
phases starting in 1998. From 1996 to 1998 GM produced 1117 EV1s, 800
of which were made available through three-year leases.

Chrysler, Ford, GM, Honda, and Toyota also produced limited numbers of
EVs for California drivers. In 2003, upon the expiration of GM's EV1 leases,
GM discontinued them. The discontinuation has variously been attributed to:

 the auto industry's successful federal court challenge to California's

zero-emissions vehicle mandate,
 a federal regulation requiring GM to produce and maintain spare
parts for the few thousands EV1s and
 the success of the oil and auto industries' media campaign to reduce
public acceptance of EVs.

A movie made on the subject in 2005–2006 was titled Who Killed the
Electric Car? and released theatrically by Sony Pictures Classics in 2006.
The film explores the roles of automobile manufacturers, oil industry, the
U.S. government, batteries, hydrogen vehicles, and consumers, and each of
their roles in limiting the deployment and adoption of this technology.

Ford released a number of their Ford Ecostar delivery vans into the market.
Honda, Nissan and Toyota also repossessed and crushed most of their EVs,
which, like the GM EV1s, had been available only by closed-end lease. After
public protests, Toyota sold 200 of its RAV EVs to eager buyers; they later
sold at over their original forty-thousand-dollar price. This lesson did not go
unlearned; BMW of Canada sold off a number of Mini EVs when their
Canadian testing ended.

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Reintroduction

During the last few decades, environmental impact of the petroleum-based

transportation infrastructure, along with the fear of peak oil, has led to
renewed interest in an electric transportation infrastructure. EVs differ from
fossil fuel-powered vehicles in that the electricity they consume can be
generated from a wide range of sources, including fossil fuels, nuclear
power, and renewable sources such as tidal power, solar power, hydropower,
and wind power or any combination of those. The carbon footprint and other
emissions of electric vehicles varies depending on the fuel and technology
used for electricity generation. The electricity may then be stored on board
the vehicle using a battery, flywheel, or supercapacitors. Vehicles making
use of engines working on the principle of combustion can usually only
derive their energy from a single or a few sources, usually non-renewable
fossil fuels. A key advantage of hybrid or plug-in electric vehicles is
regenerative braking, which recovers kinetic energy, typically lost during
friction braking as heat, as electricity restored to the on-board battery.

As of January 2018, the world's two best selling all-electric cars in history
are the Nissan Leaf (left), with 300,000 in global sales and the Tesla Model
S (right), with over 200,000 in global sales.
As of March 2018, there are some 45 series production highway-capable all-
electric cars available in various countries. As of early December 2015, the
Leaf, with 200,000 units sold worldwide, was the world's top-selling
highway-capable all-electric car of all time, followed by the Tesla Model S
with global deliveries of about 100,000 units. Leaf global sales achieved the
300,000 unit milestone in January 2018.

As of May 2015, more than 500,000 highway-capable all-electric passenger

cars and light utility vehicles had been sold worldwide since 2008, out of
total global sales of about 850,000 light-duty plug-in electric vehicles. As of
May 2015, the United States had the largest fleet of highway-capable plug-in
electric vehicles in the world, with about 335,000 highway legal plug-in
electric cars sold in the country since 2008, and representing about 40% of
the global stock. California is the largest plug-in car regional market in the
country, with almost 143,000 units sold between December 2010 and March
2015, representing over 46% of all plug-in cars sold in the U.S. Cumulative
global sales of all-electric cars and vans passed the 1 million unit milestone
in September 2016.

Norway is the country with the highest market penetration per capita in the
world, with four plug-in electric vehicles per 1000 inhabitants in 2013. In
March 2014, Norway became the first country where over 1 in every 100
passenger cars on the roads is a plug-in electric. In 2016, 29% of all new car
sales in the country were battery-powered or plug-in hybrids. Norway also
had the world's largest plug-in electric segment market share of total new car
sales, 13.8% in 2014, up from 5.6% in 2013. In June 2016, Andorra became
the second country in this list, with a 6% of market share combining electric
vehicles and plug-in hybrids due to a strong public policy providing multiple

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advantages. As of May 2015, there were 58,989 plug-in electric vehicles

registered in Norway, consisting of 54,160 all-electric vehicles and 4,829
plug-in hybrids. By the end of 2016, Norway's 100,000th battery-powered
car was sold.

By some estimates electric vehicles sales may constitute almost a third of

new-car sales by the end of 2030.

In April 2019, the company China BYD Auto launched the first
Biarticulated Bus of the world, BYD K12A, which will operate as a test in
the system BRT of Bogotá, Colombia TransMilenio in August 2019.

Electricity sources

There are many ways to generate electricity, of varying costs, efficiency and
ecological desirability.

Connection to generator plants

 direct connection to generation plants as is common among electric

trains, trolley buses, and trolley trucks (See also : overhead lines,
third rail and conduit current collection)
 Online Electric Vehicle collects power from electric power strips
buried under the road surface through electromagnetic induction

Onboard generators and hybrid EVs

 generated on-board using a diesel engine: diesel-electric locomotive

 generated on-board using a fuel cell: fuel cell vehicle
 generated on-board using nuclear energy: nuclear submarines and
aircraft carriers
 renewable sources such as solar power: solar vehicle

It is also possible to have hybrid EVs that derive electricity from multiple
sources. Such as:

 on-board rechargeable electricity storage system (RESS) and a direct

continuous connection to land-based generation plants for purposes
of on-highway recharging with unrestricted highway range
 on-board rechargeable electricity storage system and a fueled
propulsion power source (internal combustion engine): plug-in
hybrid

Another form of chemical to electrical conversion is fuel cells, projected for

future use.

For especially large EVs, such as submarines, the chemical energy of the
diesel-electric can be replaced by a nuclear reactor. The nuclear reactor

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usually provides heat, which drives a steam turbine, which drives a

generator, which is then fed to the propulsion. See Nuclear Power

A few experimental vehicles, such as some cars and a handful of aircraft use
solar panels for electricity.

Onboard storage

These systems are powered from an external generator plant (nearly always
when stationary), and then disconnected before motion occurs, and the
electricity is stored in the vehicle until needed.

Full Electric Vehicles (FEV). Power storage methods include:

 chemical energy stored on the vehicle in on-board batteries: Battery
electric vehicle (BEV) typically with a lithium-ion battery
 kinetic energy storage: flywheels
 static energy stored on the vehicle in on-board electric double-layer
capacitors

Batteries, electric double-layer capacitors and flywheel energy storage are

forms of rechargeable on-board rechargeable electricity storage
system|electrical storage. By avoiding an intermediate mechanical step, the
energy conversion efficiency can be improved over the hybrids already
discussed, by avoiding unnecessary energy conversions. Furthermore,
electro-chemical batteries conversions are easy to reverse, allowing electrical
energy to be stored in chemical form.

Lithium-ion battery

Most electric vehicles use lithium-ion batteries (Li-Ions or LIBs). Lithium

ion batteries have higher energy density, longer life span and higher power
density than most other practical batteries. Complicating factors include
safety, durability, thermal breakdown and cost. Li-ion batteries should be
used within safe temperature and voltage ranges in order to operate safely
and efficiently.

Increasing the battery's lifespan decreases effective costs. One technique is

to operate a subset of the battery cells at a time and switching these subsets.

In the past, Nickel Metal Hydride batteries were used among EV cars such
as those made by General Motors. These battery types are considered out-
dated due to their tendencies to self discharge in the heat. Also the batteries'
patent was held by Chevron which created a problem for their widespread
development. These detractors coupled with their high cost has led to
Lithium-ion (Li-Ion) batteries leading as the predominant battery for EVs.

Lithium-ion batteries' price is constantly decreasing, thus, making electric

vehicles more affordable and attractive on the market.

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Electric motor

The power of a vehicle's electric motor, as in other vehicles, is measured in

kilowatts (kW). 100 kW is roughly equal to 134 horsepower, but electric
motors can deliver their maximum torque over a wide RPM range. This
means that the performance of a vehicle with a 100 kW electric motor
exceeds that of a vehicle with a 100 kW internal combustion engine, which
can only deliver its maximum torque within a limited range of engine speed.

Energy is lost during the process of converting the electrical energy to

mechanical energy. Approximately 90% of the energy from the battery is
converted to mechanical energy, the losses being in the motor and drivetrain.

Usually, direct current (DC) electricity is fed into a DC/AC inverter where it
is converted to alternating current (AC) electricity and this AC electricity is
connected to a 3-phase AC motor.

For electric trains, forklift trucks, and some electric cars, DC motors are
often used. In some cases, universal motors are used, and then AC or DC
may be employed. In recent production vehicles, various motor types have
been implemented, for instance: Induction motors within Tesla Motor
vehicles and permanent magnet machines in the Nissan Leaf and Chevrolet
Bolt.

Vehicle types

It is generally possible to equip any kind of vehicle with an electric

powertrain.

Ground vehicles
Plug-in electric vehicle

The Chevrolet Volt is the world's top selling plug-in hybrid of all time.
Global Volt/Ampera family sales passed the 100,000 unit milestone in
October 2015.
A plug-in electric vehicle (PEV) is any motor vehicle that can be recharged
from any external source of electricity, such as wall sockets, and the
electricity stored in the Rechargeable battery packs drives or contributes to
drive the wheels. PEV is a subcategory of electric vehicles that includes all-
electric or battery electric vehicles (BEVs), plug-in hybrid vehicles,
(PHEVs), and electric vehicle conversions of hybrid electric vehicles and
conventional internal combustion engine vehicles.

Cumulative global sales of highway-capable light-duty pure electric vehicles

passed one million units in total, globally, in September 2016. Cumulative
global sales of plug-in cars and utility vans totaled over 2 million by the end
of 2016, of which 38% were sold in 2016, and the 3 million milestone was
achieved in November 2017.

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As of January 2018, the world's top selling plug-in electric cars is the Nissan
Leaf, with global sales of more than 300,000 units. As of June 2016, it was
followed by the all-electric Tesla Model S with about 129,400 units sold
worldwide, the Chevrolet Volt plug-in hybrid, which together with its sibling
the Opel/Vauxhall Ampera has combined global sales of about 117,300
units, the Mitsubishi Outlander P-HEV with about 107,400 units, and the
Prius Plug-in Hybrid with over 75,400 units.

Hybrid EVs

A hybrid electric vehicle combines a conventional (usually fossil fuel-

powered) powertrain with some form of electric propulsion. As of April
2016, over 11 million hybrid electric vehicles have been sold worldwide
since their inception in 1997. Japan is the market leader with more than 5
million hybrids sold, followed by the United States with cumulative sales of
over 4 million units since 1999, and Europe with about 1.5 million hybrids
delivered since 2000. Japan has the world's highest hybrid market
penetration. By 2013 the hybrid market share accounted for more than 30%
of new standard passenger car sold, and about 20% new passenger vehicle
sales including kei cars. Norway ranks second with a hybrid market share of
6.9% of new car sales in 2014, followed by the Netherlands with 3.7%.

Global hybrid sales are by Toyota Motor Company with more than 9 million
Lexus and Toyota hybrids sold as of April 2016, followed by Honda Motor
Co., Ltd. with cumulative global sales of more than 1.35 million hybrids as
of June 2014, Ford Motor Corporation with over 424,000 hybrids sold in the
United States through June 2015, and the Hyundai Group with cumulative
global sales of 200,000 hybrids as of March 2014, including both Hyundai
Motor Company and Kia Motors hybrid models. As of April 2016,
worldwide hybrid sales are led by the Toyota Prius liftback, with cumulative
sales of over 3.7 million units. The Prius nameplate has sold more than 5.7
million hybrids up to April 2016.

On- and off-road EVs

An electric powertrain used by Power Vehicle Innovation for trucks or buses

EVs are on the road in many functions, including electric cars, electric
trolleybuses, electric buses, battery electric buses, electric trucks, electric
bicycles, electric motorcycles and scooters, personal transporters,
neighborhood electric vehicles, golf carts, milk floats, and forklifts. Off-road
vehicles include electrified all-terrain vehicles and tractors.

Railborne EVs

A streetcar (or Tram) drawing current from a single overhead wire through a
pantograph.
The fixed nature of a rail line makes it relatively easy to power EVs through
permanent overhead lines or electrified third rails, eliminating the need for

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heavy onboard batteries. Electric locomotives, electric

trams/streetcars/trolleys, electric light rail systems, and electric rapid transit
are all in common use today, especially in Europe and Asia.

Since electric trains do not need to carry a heavy internal combustion engine
or large batteries, they can have very good power-to-weight ratios. This
allows high speed trains such as France's double-deck TGVs to operate at
speeds of 320 km/h (200 mph) or higher, and electric locomotives to have a
much higher power output than diesel locomotives. In addition, they have
higher short-term surge power for fast acceleration, and using regenerative
brakes can put braking power back into the electrical grid rather than
wasting it.

Maglev trains are also nearly always EVs.

There are also battery electric passenger trains operating on non-electrified

rail lines.

Space rover vehicles

Manned and unmanned vehicles have been used to explore the Moon and
other planets in the solar system. On the last three missions of the Apollo
program in 1971 and 1972, astronauts drove silver-oxide battery-powered
Lunar Roving Vehicles distances up to 35.7 kilometers (22.2 mi) on the
lunar surface. Unmanned, solar-powered rovers have explored the Moon and
Mars.

Airborne EVs

Since the beginning of the dawn of the time of aviation, electric power for
aircraft has received a great deal of experimentation. Currently flying
electric aircraft include manned and unmanned aerial vehicles.

Seaborne EVs

Oceanvolt SD8.6 electric saildrive motor

Electric boats were popular around the turn of the 20th century. Interest in
quiet and potentially renewable marine transportation has steadily increased
since the late 20th century, as solar cells have given motorboats the infinite
range of sailboats. Electric motors can and have also been used in sailboats
instead of traditional diesel engines. Electric ferries operate routinely.
Submarines use batteries (charged by diesel or gasoline engines at the
surface), nuclear power, fuel cells or Stirling engines to run electric motor-
driven propellers.

Electrically powered spacecraft

Electric power has a long history of use in spacecraft. The power sources
used for spacecraft are batteries, solar panels and nuclear power. Current

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methods of propelling a spacecraft with electricity include the arcjet rocket,

the electrostatic ion thruster, the Hall effect thruster, and Field Emission
Electric Propulsion. A number of other methods have been proposed, with
varying levels of feasibility.

Energy and Motors

A trolleybus uses two overhead wires to provide electric current supply and
return to the power source

Hess Swisstrolley 3 in St. Gallen

Battery electric bus by BYD in the Netherlands

Most large electric transport systems are powered by stationary sources of
electricity that are directly connected to the vehicles through wires. Electric
traction allows the use of regenerative braking, in which the motors are used
as brakes and become generators that transform the motion of, usually, a
train into electrical power that is then fed back into the lines. This system is
particularly advantageous in mountainous operations, as descending vehicles
can produce a large portion of the power required for those ascending. This
regenerative system is only viable if the system is large enough to utilise the
power generated by descending vehicles.

In the systems above, motion is provided by a rotary electric motor.

However, it is possible to "unroll" the motor to drive directly against a
special matched track. These linear motors are used in maglev trains which
float above the rails supported by magnetic levitation. This allows for almost
no rolling resistance of the vehicle and no mechanical wear and tear of the
train or track. In addition to the high-performance control systems needed,
switching and curving of the tracks becomes difficult with linear motors,
which to date has restricted their operations to high-speed point to point
services.

Records

 In July 2019 Bjørn Nyland made a new distance record with the
Tesla Model 3. He drove 2781 km (1728 miles) within 24 hours.
 In March 2020 swiss Comedian Michael v. Tell set a new motorsport
world record with the E-Harley LiveWire. Within 24 hours he drove
1723km (1070 miles) under standard conditions, with a single driver.
The Record was reported all over the world.

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Indian EV scenario
National Electric Mobility Mission Plan (NEMMP) 2020

Target of deploying 5 to 7 million electric vehicles in the country by 2020

Emphasizes importance of government incentives and coordination between industry

and academia

Target of 400,000 passenger battery electric cars (BEVs) by 2020 ~ avoiding 120
million barrels of oil and 4 million tons of CO2

Lowering of vehicular emissions by 1.3 percent by 2020

Total investment required – INR 20,000 – 23,000 cr (approx 3 billion USD)

e-Rikshaw

The Government of India announced the DeenDayal scheme in June 2014, which would
help in the financing and procurement of the battery rickshaws in the country.

In March 2015 the Motor Vehicles (Amendment) Bill was cleared establishing battery-
powered e-rickshaws as a valid form of commercial transport

3 wheeled vehicles run by battery power of no more than 4,000 Watts

4 passengers, luggage of 50 kg and with a single trip under 25 kilometers

The number of battery operated e - rickshaws in Delhi has risen from 4,000 in 2010 to
more than 1,00,000 in 2014, and is now an integral part of the transport eco-system in
the state.

In January 2014, Tripura became the first state in India to regulate the functioning of the
e-rickshaws, and they came up with the Tripura Battery Operated Rickshaw Rules 2014
for the purpose. Tripura Battery Operated Rickshaw Rules 2014 consists norms /
guidelines such as driver age limits, license fee, renewal fee, Road Tax, provision for
vehicle fitness certificate, insurance for e-rickshaw and identification of routes for
operation of these vehicles.

FAME India scheme

The Department of Heavy Industry is administering the scheme “Faster Adoption and
Manufacturing of Electric and Hybrid Vehciles in India”, popularly known as FAME
India scheme since 01st April 2015.

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Under the scheme, subsidy is being given to 11 cities for launching electric buses, taxis
and three-wheelers. The cities include Delhi, Ahmedabad, Bangalore, Jaipur, Mumbai,
Lucknow, Hyderabad, Indore and Kolkata, plus two cities – Jammu and Guwahati under
special category. The nine big cities in the list will be given subsidy for 40 buses each
while Jammu and Guwahati will get for 15 buses each. Subsidy for taxis will be given
to Ahmedabad ( 20 taxis), Bangalore (100 taxis), Indore ( 50 taxis) and Kolkata (200
taxis) – based on their demand. Bangalore will get subsidy for 500 three wheelers,
Indore for 200 and Ahmedabad for 20. This comes to a total of 390 buses, 370 taxis
and 720 three wheelers.

Drivers for growth of electric vehicles in India

Thirteen out of 20 cities in the world with highest air pollution are in India It is
envisaged that Low carbon scenario with ‘highest’ EV penetration shows 50 percent
drop in PM 2.5 by 2035 (UNEP, DTU and IIM- A).

Master plans for most cities in India target 60 - 80 per cent public transport ridership by
2025 - 2030 (Center for Science and Environment)

With the Government of India targeting 100 GW of solar by 2022, electric vehicles can
improve reliability and utilization of renewable by acting as storage

However, there needs to be proper planning with reference to monitoring and control of
charging infrastructure as unplanned increase in penetration of EVs in an area can lead
to increase in peak load of already stressed distribution network.

Large scale penetration of EVs will require both demand side incentives (e.g., tax
incentives) and improved charging infrastructures as well as integrated planning for
distribution Grid management.

EVs offer the opportunity to act as a distributed storage in the urban energy system
which could help in better integration of intermittent renewables like wind and solar and
can feed the grid at peak timings if price incentives are designed in terms of dynamic
tariff as part of Smart Grid implementation.

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CHAPTER-2
Literature Review

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There is an extensive research work carried out in the area of placement of charging
station and PHEV scheduling. Those primary publications which inspired this work are
presented in this thesis. The detailed literature survey has been presented under the
following topics.

Charging Station
PHEV needs external recharge when they run out of electricity. The electricity from
grid is Alternating Current (AC) while the batteries of the vehicles are Direct Current
(DC) based. Therefore, the charger needs to be able to transform the AC to DC.

Standard charger has power of 1.4 kW and as this charger is slow, it is less used now-a-
days. With this technology it typically takes 8 hours to 17 hours to fully charge the
battery. The most common chargers have 3.8 kW power. Thus performing normal
charging takes 4 hours to fully charge the vehicle battery as stated by Aghajani et al.
(2015).

Fast charging involves rectification of AC to DC before charging. This technology uses

a higher voltage of 200 - 450VDC . Depending on whether a charger provides 80A or
200A, it supplies between 20 kW and 90 kW. This means that it takes 20 – 80 minutes
to fully charge the battery. In literature, the fast charging is assumed to be 45 kW
supplying 200A current, resulting in 30 minutes charging time.

Siting of Charging Station

Installing charging stations by estimating the demand in each point of the area is studied
by Frade et al. (2011). In this approach, the customer demand is well analyzed but the
cost for society is not considered. The technical constraints of the distribution network
are not taken into account, which makes this solution infeasible.

The similar approach is also followed by Chen et al. (2013). The authors use decision
variables like the availability of the parking spot and residential information to locate
the station. However, this author does not take into account the technical features of
distribution network. To solve the problem in reasonable time, Wenxia et al. (2016)
developed greedy algorithm. The drawback of this approach is that very few elements
are considered to locate the charging station.

A stochastic scheduling is developed by Alipour et al. (2017). This method does not
take the price sensitivity into account. Combinational algorithm is used by Li et al.
(2017) to solve the problem. The authors showed that restricting the distance that a
vehicle travels from one CS to another increases the number of CS to be installed which
would affect the loss of the distribution system.

A pure mathematical approach is investigated by Lam et al. (2013) for the electric
vehicle charging station placement problem. Four solutions are proposed to tackle this
problem. However, their approach is probably simplified without taking the distribution
system into account.

Siting of Charging Station and Distributed Generation

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A specific study about the charging patterns in North American University campus is
conducted by Bayram et al. (2016). They found that 5 vehicle charges during day and
the load demand correlates with the output of the solar radiation. The authors concluded
that installation of solar panels close to the charging points offers cheap energy to the
vehicle owners.

A study about the placement of CS and DG is made by Galiveeti et al. (2018). They
found that placing DG units in the system integrated with CS, reduces the power loss of
the network. The shortcoming of the study is that the authors focus on placing the
maximum possible number of DGs in the distribution system followed by finding
suitable location for placing the CS. The solution is to install more additional units in
the system which is infeasible.

Similar to the study of Jamian et al. (2014), investigation on the placement of DG and
CS in the distribution system is done by Fazelpour et al. (2014). The authors concluded
that optimum location of DG would also be the best place for the construction of PHEV
parking lot. However, their approach is very much simplified by adding a source and a
load to the same location.

A mechanism in which the CS has the possibility of local energy storage that neglects
the stochasticity of the demand is proposed by Bayram et al. (2013). The authors focus
on minimizing the blocking time. Thus the quality of service is improved. To evaluate
this method, real time data of a week day during rush hour is used. The result shows that
more customers are served with same amount of energy. Moreover, the blocking
possibilities are significantly lower with the use of local energy storage. The limitation
of their work is the authors focus only on the rush hour moments. However, in real time
case, charging will happen during off-peak hours as well.

Pallonetto et al. (2016) determines the optimal location of CS taking account of high
penetration of photovoltaic panels. Stochastic loads and stochastic generation of the
photovoltaic panels is used. The model focuses on minimizing the objective function of
power loss and voltage deviation. However, 6 the author aims to install only one
charging station in the distribution network and the behavior of drivers are also not
taken into account.

Scheduling of PHEVs
Minimizing the Total Operational Cost (TOC) of the CS and taking into account all the
essential network constraints with placement of CS is not considered very often in the
literature.

The objective of minimizing the TOC by considering total driving distance, recharging
time and the option of missing a trip is carried out by Miralinaghi et al. (2016). The
authors located three out of six CS at the same node. Even though, they consider the
option of missing trips, it does not coincide with the final solution. This shows an
implicit assumption that the customers drive around to find the CS.

The authors Huang et al. (2015) assumed a distribution network with high penetration
of PHEVs. They stated that the PHEV charging scheduled during night results in less
operational cost. The results are interesting which shows different kinds of the expected

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charging schedule. However, scheduling all the PHEVs during the night may result in
peak load at night. Also, this study focus on locating the charging stations which differ
from already assigned locations in their work.

The effect on the distribution system with vehicles charging when it arrives to home is
investigated by Alharbi et al. (2014). An assumption of customer charging at 6 pm or at
10 pm is considered. The authors concluded that the utilities must be capable of
handling the peak demand. But, these assumptions may not come true in practical cases.
Thus these assumptions about the arrival time should be taken into account with
necessary prudence.

A study of the existing literature about the management of charging station is made by
Shuai et al. (2016). The authors concluded that the smart grid with optimal scheduling
can reduce the cost of charging the PHEV. The system behavior is investigated and
stated that the customers will jointly optimize their routing and the charging behavior by
applying the real time prices.

A direct load control method has been implemented and analyzed by Sanchez-Martin et
al. (2012) for scheduling of PHEVs with three possible mobility patterns: household,
commercial and mixed. However, all these mobility patterns are analyzed as separate
cases. The test system is considered to follow any one mobility pattern at a time.

It might not be realistic since the distribution network follow diversified mobility
pattern at a time. Alonso et al. (2014) analyzed the effect of smart charging in the
distribution system. The authors also analyzed the base case scenario. The smart
charging schedule based on Genetic Algorithm is applied. However, this model does not
take the electricity prices into account.

Modeling the behavior of different agents involved in scheduling is complex. The

condition of multi-agent based modeling is followed by Hu et al. (2014). The authors
assumed that the vehicle owners share information about their battery level and trips to
the electric vehicle virtual power plant agent. This agent will interact with the
Distribution System Operator (DSO) to make sure about the scheduling with minimum
operational cost. The authors assumed different prices for every 15 minutes which lead
to congestion at the moments when the price is lowest. However, the authors did not
consider the placement of charging station in the network. The technical constraints
involved in placement of charging station should also be taken into account.

The behavioral difference between the customers to use fast and normal charging is
investigated by Morrissey et al. (2016). They found that most 8 of the user charging in
residential pattern will connect in the evening. The result of fast charging is different.
However, the power from the charger outlet for fast charging is not revealed.

The investigation of customer profile is done by Coffman et al. (2017). The author
focuses on the demand side management and investigates how the knowledge about
customers can help lowering the network cost.

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Effect of PHEV Charging on the Distribution System

A Charging station with a maximum capacity of 230 electric vehicles that could be
charged at the same time is considered by Farhoodnea et al. (2013). They found that the
peak demand causes significant voltage drop in the network. They showed that for
deciding the maximum capacity of the charging station, the parameters of the
distribution grid should be considered.

The effect of electric vehicle on IEEE 33-bus distribution system is investigated by

Moradi et al. (2015). The author concludes that the uncoordinated behavior causes
serious problems in the distribution system. As the operation of distribution system is
taken into account in their work, the CSs were placed close to the source node.
However, it does not take the customer preference into account and thus it might not
seem realistic.

Optimization Techniques
Conventional methods such as Benders Decomposition (BD) by Jiang et al. (2012),
Dynamic Programming (DP) by Snyder et al. (1987), Lagrangian Relaxation (LR) by
Jiang et al. (2013) as well some other mixed integer programming solvers have been
successfully utilized in solving problems. However, the system complexity increases
with the number of new players into the power system.

Most of the researcher used Particle Swarm Optimization (PSO) by upholding the
strength of the algorithm for solving complex problems. Even though they stated the
concerns and difficulties associated with the problem, the investigation guidelines for
solving the objective functions holds good. Prior studies in the last few years states that
the dissimilar charging infrastructure is optimized by meta-heuristic algorithms. A
hybrid algorithm is focused by Rahman et al. (2015) to intelligently optimize the
charging of plug-in hybrid electric vehicle. A Game theory analysis is done by
Malandrino et al. (2015) for analyzing the charging stations selection by the electric
vehicle drivers. For modeling the load and identification of electric vehicle charging
station Yang et al. (2015) have adopted Ant Colony Optimization (ACO). However
these methods require a large number of iterations to ensure the algorithm convergence,
which may reduce the computational efficiency of the algorithm.

Gravitational Search Algorithm (GSA) adopted by Rahman et al. (2015) and hybrid
optimization methods are increasing in order to optimize the dissimilar charging
infrastructure parameters. An optimization approach defined with the aim of curtailing
the cost of charging enhances the charging of electric vehicle behavior. The results
show that linear programming is good enough to solve the electric vehicle charging
optimization. An optimum approach based on Discrete Particle Swarm Optimization
(DPSO) to find the appropriate charging and discharging times for electric vehicle fleet.
Suitable charging infrastructure development and management can pledge larger
penetration of PHEV. Thus, from the past literatures regarding the optimization area, it
seems that the application of various optimization methods is still in premature stage.

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MODELING AND SIMULATION

Karen et al (1999) presented a simulation and modeling package developed at Texas
A&M University, V-Elph 2.01. V-Elph was written in the Matlab/Simulink graphical
simulation language and is portable to most computer platforms. They also discussed
the methodology for designing vehicle drivetrains using the V-Elph package. An EV, a
series HEV, a parallel HEV and a conventional internal combustion engine driven
drivetrain have been designed using the simulation package. Simulation results such as
fuel consumption, vehicle emissions, and complexity are compared and discussed for
each vehicle.

Ma Xianmin (2002) developed a novel propulsion system design scheme for EVs
requiring high power density. The theory analysis 21 mathematical models of EV are
first set up based on the vehicle dynamic characteristics, then the whole system is
divided into seven function blocks according to power flow, the simulation models are
formed in the MATLAB language. The simulation results are verified in a PDM AC-
AC converter, which shows that the suggested method is suitable for EV.

Brian (2007) created a model in MATLAB and ADAMS to demonstrate its fuel
economy over the conventional vehicle. He used the Honda IMA (Integrated Motor
Assistant) architecture, where the electric motor acts as a supplement to the engine
torque. He showed that the motor unit acts as generator during the regenerative braking.
He used a simple power management algorithm in the power management controller he
designed for the vehicle.

Cuddy and Keith (2007) performed a parallel and series configured hybrid vehicles
likely feasible in next decade are defined and evaluated using a flexible Advanced
Vehicle Simulator (ADVISOR). Fuel economies of two diesel powered hybrid vehicles
are compared to a comparable technology diesel powered internal combustion engine
vehicle. The fuel economy of the parallel hybrid defined is 24% better than the internal
combustion engine vehicle and 4% better than the series hybrid.

Bauml and Simic (2008) discussed the importance of vehicle simulations in designing
the hybrid electric vehicles. A series hybrid electric vehicle simulation with the
simulation language Modelica was developed. They explained the simulation approach.
They concluded with some of the simulation results emphasizing the simulation
importance.

Zhou and Chang (2008) established powertrain dynamic simulation model of an

integrated starter/generator (ISG) hybrid electric vehicle (HEV) using Simulink. The
parallel electric assist control strategy (PEACS) was 22 researched and designed. The
analysis of dynamics performance and fuel economy of the model was carried out under
the FTP drive cycle, which can provide a design reference for the setup of the
powertrain test bench. The results show that the fuel consumption can be effectively
reduced by using the designed PEACS with the state-of-charge of the battery
maintaining in a certain scope.

Kuen-Bao (2008) described the mathematical modelling, analysis and simulation of a

novel hybrid powertrain used in a scooter. The primary feature of the proposed hybrid
powertrain is the use of a split power-system that consists of a one-degree-of-freedom

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(dof) planetary gear-train (PGT) and a two-dof PGT to combine the power of two
sources, a gasoline engine and an electric motor. Detailed component level models for
the hybrid electric scooter are established using the Matlab/Simulink environment. The
performance of the proposed hybrid powertrain is studied using the developed model
under four driving cycles. The simulation results verify the operational capabilities of
the proposed hybrid system.

CONTROL SYSTEM
The effectiveness of fuel consumption depends not only on vehicle design but also on
the control strategy used. The control strategy provides a dynamic control of the vehicle
to ensure the best utilization of the onboard energy resources for the given operating
conditions. So, the energy management strategy is extremely important to decide how
and when energy will be provided by various sources of PHEV.

In 1999, AVL Company proposed a hybrid system that used a 50 cc carburetted lean-
burn two-stroke engine with a 0.75 kW electric motor mounted on the engine crankshaft
mainly to provide increased torque during acceleration.

Su-Hau et al (2004) focused on the highly efficient energy usage of the battery energy
and proposed an integrated management system for electric motor. This integrated
management system includes the power-saving controller, energy management
subsystem and some hardware protection strategies. The energy management system
acts as a supervisor to manage all the events about the battery energy, including the
residual capacity estimation and regenerative braking operation.

David and Sheng-Chung (2004) proposed new parallel-type hybrid-electric-power

system comprises an engine’s energy distribution and a torque-integrated mechanism
(specifically including an engine, a motor/alternator, a CVT device, and PCM as well as
a 3-helical gear set). To let the engine achieve maximum thermo-efficiency with
minimum emissions, the servomotors adjust the diameter size of the pulley to control
the engine output for the final power-output axle and the alternator. The system is
applied with a stable engine-load to maximize operating performance. The vehicle is
driven by the motor alone in the light-duty mode. Meanwhile, in the medium-duty
mode, power comes from the engine, with extra energy being used for battery charging.
Finally, in the heavy duty mode, both the engine and motor together power the vehicle.
The engine output is fixed, but the motor output power can be controlled.

Wenguang et al (2005) presented an approach to control powertrain of series hybrid

electric vehicles. A formulation of the system equations and controller design procedure
were proposed by them. They also proposed a new switching algorithm for the power
converter for motor torque and motor flux control. The sliding mode method is applied
to excitation winding control in synchronous generator to achieve the desired current
distribution in powertrain.

Yimin and Mehrdad (2006) introduced a speed and torque coupling hybrid drivetrain. In
this drivetrain, a planetary gear unit and a generator/motor decouple the engine speed
from the vehicle wheel speed. Also, another shaft-fixed gear unit and traction motor
decouple the engine torque from the vehicle wheel torque. Thus, the engine can operate
within its optimal speed and torque region, and at the same time, can directly deliver its

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torque to the driven wheels. They also discussed the fundamentals architecture, design,
control, and simulation of the drivetrain. Simulations show that the fuel economy in
urban and highway driving cycles can be greatly improved.

Kuen-Bao and Tsung-Hua (2006) incorporated a mechanical type rubber V-belt,

continuously-variable transmission (CVT) and chain drives to combine power of the
two power sources, a gasoline engine and an electric motor in hybrid power system. The
system uses four different modes in order to maximize the performance and reduce
emissions: electric-motor mode; engine mode; engine/charging mode; and power mode.
The main advantages of this new transmission include the use of only one electric
motor/generator and the shift of the operating mode accomplished by the mechanical-
type clutches for easy control and low cost. Kinematic analyses and design are achieved
to obtain the size of each component of this system. A design example is fabricated and
tested.

Markel and Simpson (2007) discussed the battery power and energy requirements for
grid-charged parallel hybrid electric vehicles with different operating strategies. First,
they considered the traditional all-electric range based operating concept and shown that
this strategy can require a larger, more expensive battery due to the simultaneous
requirement for high energy and power. They then proposed an alternative electric-
assist operating concept for grid-charged HEVs to enable the use of a smaller, less
costly battery. 25 However, this strategy is expected to reduce the vehicle efficiency
during both charge-depleting and charge-sustaining operation.

Zhangcheng et al (2007) presented a novel approach to the problem of power control

strategy of series hybrid electric vehicle. They defined three modes of operation and a
cost function. To determine which operation mode should be chosen during driving
cycles they generated a classifier using support vector machine (SVM). They claimed
that their approach does not need any models of devices and needed less computational
time. The control strategy was based on inputs from road situation data, battery state-of-
charge data and vehicle speed data. Their simulation studies showed the feasibility of
the approach.

Daniel (2007) designed, developed and implemented a series hybrid electric vehicle.
Though he proposed the architecture as hybrid electric vehicle architecture, he showed
that the vehicle runs well in the electric mode and left the hybrid conversion as future
expansion. Before developing the hardware part, he did a simulation using
PSCAD/EMTDC and validated the simulated results using the hardware he developed.

Gonder and Markel (2007) analysed the energy management strategy for the operation
of hybrid electric vehicles. They summarised three potential energy management
strategies and compares the implications of selecting one strategy over another in the
context of the aggressiveness and distance of the duty cycle over which the vehicle will
likely operate. The particular operating strategy employed during the charge-depleting
mode will significantly influence the component attributes and the value of the PHEV
technology.

Yimin and Mehrdad (2008) discussed the design and control methodology of plug in
hybrid electric vehicle. Their design methodology 26 focused on battery energy and
power capacity design. They tried with Ni-MH and Li-ion batteries. Also their control

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strategy focused on all-electric range and charge-depletion range operations. A

constrained engine on and off control strategy was discussed for charge-sustained
operation. The simulation results they performed for passenger car indicated that
significant amount of fuel can be displaced by electric energy.

Emadi et al (2008) focused more on power electronics as an enabling technology for the
development of plug-in hybrid electric vehicles and implementing the advanced
electrical architectures to meet the demands for increased electric loads. A brief review
of the current trends and future vehicle strategies and the function of power electronic
subsystems are described. The requirements of power electronic components and
electric motor drives for the successful development of these vehicles are also
presented.

ELECTRIC PROPULSION AND ENERGY STORAGE DEVICE

In the area of propulsion motor and other motor control technologies, methods to
eliminate speed/position sensors, inverter current sensors, etc., have been under
investigation for several years. The technological challenges for the electric motors will
be light weight, wide speed range, high efficiency, maximum torque and long life.

Most hybrid hardware subsystems and components with exception of energy storage
devices have been matured to an acceptable level efficiency performance and reliability.
As per the studies, the energy stored in the HEV storage unit is much smaller than that
in the EV unit. It is also clear that the power capability of the batteries designed for
HEVs is much higher than those designed for EVs. However, batteries for plug-in
hybrid electric vehicles 27 require both high energy density and high-power capability
based on the driving requirements. The other significant technical challenges include
higher initial cost, cost of battery replacement, added weight and volume, performance
and durability.

Mehrdad et al (1997) presented a design methodology for EV and HEV propulsion

systems based on the vehicle dynamics. This methodology is aimed at finding the
optimal torque-speed profile for the electric powertrain. The study reveals that the
extended constant power operation is important for both the initial acceleration and
cruising intervals of operation. The more the motor can operate in constant power, the
less the acceleration power requirement will be. Several types of motors are studied in
this context. It is concluded that the induction motor has clear advantages for the EV
and HEV at the present. A brushless dc motor must be capable of high speeds to be
competitive with the induction motor. However, more design and evaluation data is
needed to verify this possibility. The design methodology was applied to an actual EV
and HEV to demonstrate its benefits.

Bartlomiej et al (2003) provided the evaluation of driving power and energy

requirements for automotive vehicle. A survey of most promising applications of
electric and hybrid vehicles in cities with commercial line solutions was given.
Evaluation of vehicle’s energy, when is referred to urban driving cycles, reflects an
important diversification of the average and maximal power requirements. Simulation
results of a small car equipped with advanced fuel cell converter and supercapacitor
storage bank have indicated the power flow between these sources at normalized urban
driving conditions.

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Andrea et al (2005) described the energy budgeting for the EV and the HEV, which
shows that the HEV is today competitive alternative to the ICE vehicles. A series hybrid
technology is built and tested on a prototype. The range extender and power-assist mode
of operation were tested and the 28 results reported. The solution was designed to meet
very low production costs without compromising too much on the efficiency. The cost
of the additionally needed DC-DC converter between the battery and the DC link is
more than compensated as it allows to keep the battery at a smaller size without having
to reduce the capacity to very small and hardly controllable capacities.

Rajeswari et al (2006) studied the capacity of the energy storage system i.e. the battery
in a hybrid vehicle. Various tests on the discharge characteristics, including study of
Ohmic resistances under various cases was carried out for a separate battery as well as a
battery used in a hybrid vehicle and the former was found to have greater impedance
while cycling. The relevance would be the battery selection and analysis, charging
modes and technologies.

Markel and Simpson (2006) proposed that, plug-in hybrid electric vehicle technology
holds much promise for reducing the demand for petroleum in the transportation sector.
Its potential impact is highly dependent on the system design and the energy storage
system. They discussed on the design options including power, energy and operating
strategy as they relate to the energy storage system. They studied the design options
including power, energy, and operating strategy as they relate to the energy storage
system. Expansion of the usable state-of-charge window will dramatically reduce cost
but it will be limited by battery life requirements. Increasing the battery power
capability will provides the ability to run all-electrically more often but it will increase
the cost. Increasing the energy capacity from 20-40 miles of electric range capability
provides an extra 15% reduction in fuel consumption but also nearly doubles the
incremental cost.

Wong et al (2006) studied the advanced batteries for HEV and PHEV applications and
investigated the lifecycle costs of different types of 29 vehicles quantitatively. General
equations were developed to describe the performance requirements and cost of all
subsystems in vehicles. Their conclusions suggest that lead-acid batteries can be
manufactured to meet the vehicle life cycle requirements of HEVs and PHEVs. The life
cycle cost of HEVs is the lowest among CVs, PHEVs, HEVs. The batteries of PHEVs
should be sized according to the driving habits of the drivers.

O’Keefe and Markel (2007) have presented a comparison of the costs (vehicle purchase
costs and energy costs) and benefits (reduced petroleum consumption) of PHEVs
relative to hybrid electric and conventional vehicles. A detailed simulation model is
used to predict petroleum reductions and costs of PHEV designs compared to a baseline
midsize sedan. A simple economic analysis is used to show that high petroleum prices
and low battery costs are needed to make a compelling business case for PHEVs in the
absence of other incentives.

Markel (2007) incorporated platform engineering steps including, reduced mass,

improved engine efficiency, relaxed performance, improved aerodynamics and rolling
resistance can impact both vehicle efficiency and design. Simulations have been
completed to quantify the relative impacts of platform engineering on conventional,
hybrid and PHEV powertrain design, cost and consumption. The application of platform

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engineering to PHEVs reduced energy storage system requirements by more than 12%,
offering potential for more widespread use of PHEV technology in an energy battery
supply-limited market. Results also suggest that platform engineering may be a more
cost-effective way to reduce petroleum consumption than increasing the energy storage
capacity of a PHEV.

Eckhard et al (2007) characterises the associated vehicle attributes and in particular, the
various levels of hybrids. New requirements for the electrical storage system are
derived, including: shallow-cycle life, high 30 dynamic charge acceptance particularly
for regenerative braking and robust service life in sustained partial-state-of-charge
usage. Advanced AGM batteries may be considered for mild or even medium hybrids
once they have proven robustness under real-world conditions, particularly with respect
to cycle life at partial-states-of-charge and dynamic charge acceptance. For the
foreseeable future, Ni-MH and Li-ion are the dominating current and potential battery
technologies for higher-functionality HEVs. Li-ion, currently at development and
demonstration stages, offers attractive opportunities for improvements in performance
and cost. Opportunities and challenges for potential battery pack system suppliers are
discussed.

Bhoopal et al (2009) discussed the development of power electronics and real time
control technology for hybrid electric vehicle. These include AC drives with real time
torque control, compact and rugged induction motors, auxiliary electric circuits etc. He
developed a set of DSP based circuits for AC induction motor drives for EVs. It
provides torque control for propulsion and power control for generation and battery
charging. The propulsion motor is controlled by a fixed point DSP based controller,
which provides torque control based on driver commands. The IC engine is coupled to a
generator, whose output is rectified to get the DC voltage. A dashboard, with
microcontroller based circuits, provides the driver interface. The various controllers are
interlinked through a serial network.

Bhim Singh and Sanjeev Singh (2009) presented state-of-the-art permanent magnet
brushless DC (PMBLDC) motor drives with an emphasis on sensorless control of these
motors. The PMBLDCM drives are suitable for many applications; however, the choice
of the motor (i.e. rotor configuration), control scheme (i.e. sensorless or with sensors)
and controller topology depends on the accuracy, cost, complexity and reliability of the
system. ASICs are one step in the direction of low cost controllers and many more 31
such ICs with cost effective solutions will be developed in the near future. A customer
can select a PMBLDCM drive with their desired features, however, there is a tradeoff
between the number of parameters (e.g. sensorless or with sensors, accuracy,
complexity, reliability and cost of controller). It is hoped that this investigation on
PMBLDCM drives will be a useful reference for users and manufacturers.

Divya and Jacob (2009) discussed the present status of battery energy storage
technology and methods of assessing their economic viability and impact on power
system operation. Further, a discussion on the role of battery storage systems of electric
hybrid vehicles in power system storage technologies had been made. As far as the
battery technology is concerned, in future there will be significant development in
reducing the battery cost and improving their reliability. The future of large scale
batteries extensively designed for using in electricity grid is also quiet promising.

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Finally, they suggest a likely future outlook for the battery technologies and the electric
hybrid vehicles in the context of power system applications.

John et al (2010) explored two aspects of market for plug-in hybrid electric vehicles: (1)
PHEV performance goals and (2) the abilities of present and near-term battery
chemistries to meet the resulting technological requirements. They summarized
evidence stating that battery technologies do not meet the requirements that flow from
three sets of influential PHEV goals due to inherent trade-offs among power, energy,
longevity, cost, and safety. However, they also shown that part of this battery problem
is that those influential goals are overly ambitious compared to goals derived from
consumers’ PHEV designs. They elicited PHEV designs from potential early buyers
among U.S. new car buyers; most of those who are interested in a PHEV are interested
in less technologically advanced PHEVs than assumed by experts. Using respondents’
PHEV designs, they derived the peak power 32 density and energy density requirements
and shown that current battery chemistries can meet them.

Ismail et al (2010) presented a design procedure for an internal combustion engine

hybrid electric propulsion system. The choice of suitable components is the key issue in
the design procedure of a hybrid electric vehicle. Different selections and different
sizing choices highly influence the overall performance expected from the vehicle.
Maximum cruise speed, acceleration performance, gradability and energy recovery are
defined as the key parameters of the design procedure. Finally, a case study was also
presented to demonstrate the propulsion system design procedure of a parallel hybrid
electric vehicle.

Jeremy and Ahmad (2011) took a first step toward an assessment by estimating the
impact of battery second use on the initial cost of PHEV/EV batteries to automotive
consumers and exploring the potential for grid-based energy storage applications to
serve as a market for used PHEV/EV batteries. It was found that although battery
second use is not expected to significantly affect today’s PHEV/EV prices, it has the
potential to become a common component of future automotive battery life cycles and
potentially to transform markets in need of cost-effective energy storage. Based on these
findings, the authors advise further investigation focused on forecasting long-term
battery degradation and analyzing second-use applications in more detail. 2.5

INFLUENCE OF DRIVING CYCLE

Sukanya et al (2006) proposed a method to develop a driving cycle representing the
Bangkok traffic. A method for selecting the representative road routes in Bangkok was
firstly proposed. A gasoline passenger car equipped with a real time data logger was
then used to collect speed-time data under 33 actual traffic along the selected road
routes in Bangkok urban area for two months. The driving characteristics were analyzed
from the speed-time data and its target driving parameters were defined and evaluated.
The method for generating the driving cycle was then proposed and described. After
achieving a driving cycle, exhaust emissions and fuel consumption of a vehicle were
measured by driving a car on a standard chassis dynamometer according to the obtained
Bangkok driving cycle. Comparison of the exhaust emission test and fuel consumption
test results obtained from the constructed driving cycle with those obtained from the
presently-adopted European standard cycle had been made.

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Biona and Culaba (2006) demonstrated the process of the development of a

dynamometer test cycle that would be reflective of the actual driving conditions in
Metro Manila. The development of such test cycle would be vital to the development of
emission factors. The study covers the gathering of actual speed time data, development
of the instrumentation device for the said activity, analysis of the data gathered and
extraction of a test cycle. Results were compared to the Indian drive cycle to
demonstrate the inappropriateness of adapting drive cycles derived from other areas.

Gonder (2007) formulated an approach that employs route-based control could improve
HEV efficiency at potentially minimal additional cost. He evaluated a range of route-
based control approaches and identifies look-ahead strategies (using input from “on-the-
fly” route predictions) as an area meriting further analysis. Given the increasing
prevalence of GPS in vehicles, this advance has the potential to provide considerable
aggregate fuel savings if applied across the entire national fleet. For instance, a 3%
acrossthe-board reduction in HEV fuel use would save nearly 6.5 million gallons of fuel
annually in the United States. These estimated savings will increase further as HEVs
achieve greater market penetration.

Lukic et al (2007) tried to develop a driving cycle of the auto rickshaw in a typical large
Indian city, in their case, Delhi. First, they considered the existing driving cycles used in
India are considered as candidates. Since these data were not applicable, GPS data
collected at various times of the day were applied to the analysis. They derived the new
driving cycle from the gathered information via GPS data as well as surveys of auto
rickshaw drivers in India, which helped to get the entire picture for the driving cycle.

Chris et al (2007) presents a comparison between two of the emerging technologies in

automotive systems, hybrid drivetrains and telematics capability. Following the
development of an optimal hybrid configuration that matches the performance of the
baseline test vehicle, it was found through simulation that the fuel economy
improvements possible through optimal hybridization ranged between 15% and 25%
relative to the baseline vehicle over three standard urban drive cycles. The test vehicle
was then equipped with telematic capability and an algorithm proposed that made use of
preview information provided by the telematics to determining the vehicle’s modified
speed at each point of the drive-cycle. Feed forward information about traffic flow
supplied by telematics capability is then used to develop alternative driving cycles
firstly under the assumption there are no constraints on the intelligent vehicle’s path,
and then taking into account in the presence of ‘un-intelligent’ vehicles on the road. It is
observed that with telematic capability, the fuel economy improvements equal that
achievable with a hybrid configuration with as little as 7 s traffic look-ahead capability,
and can be as great as 33% improvement relative to the un-intelligent baseline
drivetrain. As a final investigation, the two technologies are combined and the potential
for using feed forward information from a sensor network with a hybrid drivetrain is
discussed.

Ayman et al (2009) demonstrated that, more than any other vehicle powertrain, PHEV
benefits are dependent on the driving cycles from both an aggressiveness and distance
point of view. Different powertrain configurations, including conventional, HEVs and
several PHEVs have been simulated on more than 100 real world daily drive cycles.
The simulation results demonstrated significant fuel economy gains both with HEVs
and PHEVs with fuel displacement increasing linearly with available electrical energy.

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Since the drive cycles have different characteristics based on distance, the benefits of
each vehicle configuration depend on how far the vehicle is driven. While the electrical
consumption is similar for small and long driving distance, the main differences occur
during medium trips. Based on the assumptions considered, the cost of PHEVs remains
high. In addition, achieving the same payback period between two battery pack options
requires longer driving distances for larger battery packs.

PERFORMANCE TESTING AND EMISSION ANALYSIS

In the present economic crises, many people want low powered small vehicles with fuel
economy and the automakers are shifting their production to more fuel efficient and
environmental friendly vehicles to satisfy customer demands. The automakers are
working to promote hybrid vehicles because their fuel efficiency and low emissions
make them the ideal solution to the current state of the world. Plug-in hybrids are
making their way into the spotlight, making electric vehicles a serious possibility.

The Electric Power Research Institute and Daimler Chrysler have tested plug-in hybrid
Sprinter vans with 20 to 30 miles of ZEV range (EPRI 2008). As per their research,
compared to non plug-in hybrids, plug-in hybrids offer 35%–65% reduction in
greenhouse gases and 40%–80% reduction in petroleum. General Motors Chevy Volt, a
series hybrid, where only the 36 electric motor powers the wheels and the gasoline
engine recharges the lithium-ion batteries (Fuel Cells Bulletin 2007). Ford with
Airstream developed a concept car HySeries combines a lithium-ion battery pack with a
compact fuel cell system which operates in steady state, resulting to reduction in size,
weight, cost and complexity of a conventional fuel cell system by more than 50%
(Austinenergy 2008). The California Cars Initiative has converted the Toyota Prius into
Prius Plus. The Prius Plus achieves roughly double the gasoline mileage of a standard
Prius and can make trips of up to 10 miles using only electric power. As per California
Air Resources Board studies, the battery operated electric vehicles emit at least 67%
lower greenhouse gases than petrol cars. Whereas PHEV with only a 20-mile all-electric
range is 62% lower (Calcars 2009).

Argonne national laboratory, U.S.A., a transportation R&D estimated the impact of

plug-in hybrid electric vehicles and analyzed typical travel behavior, new technology
penetration patterns, and pathways for vehicle fuels. They analyzed on the Patterns of
charging PHEV battery packs, petroleum usage reduction and well-to-wheel energy and
greenhouse gas emissions. Combining PHEV simulation results with evaluation of
travel behavior from a national survey, they developed a concept which eliminates
vehicles that travel less than a PHEV’s electric range per day, since a PHEV is not cost
effective for these customers. 20 miles is the most effective PHEV range for reducing
oil usage.

In 1997, Honda Motors released a hybrid two-wheeler concept in the Tokyo motor
show with the key goals of a 60% reduction in CO2 emission and 2.5 times better fuel-
efficiency. In this system, a water-cooled 49 cc gasoline engine packed with a DC
brushless electric motor for driving the rear wheel. The gasoline engine delivers power
for high-speed performance and for hill climbing while the electric motor is engaged for
low-speed cruising.

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Biona (2007) conducted an analysis to investigate the fuel use and emission reduction
potential of incorporating hybrid systems to two stroke powered vehicles. Carbureted
and direct injection two stroke engine hybrid systems were investigated and compared
with the impact of shifting to four stroke engines. Results showed that hybridized two
stroke powered systems would be able to provide far better environmental and fuel
reduction benefits than the shift to new four stroke vehicles. He recommended that the
development of such technology specifically for two stroke vehicles be seriously
pursued.

Constantine and Kyle (2008) assessed the life cycle GHG emissions from PHEVs and
found that they reduce GHG emissions by 32% compared to conventional vehicles, but
have small reductions compared to traditional hybrids. When charging PHEVs with
electricity that has a GHG intensity equal to or greater than our current system, their
results indicate that PHEVs would considerably reduce gasoline consumption but only
marginally reduce life cycle GHGs, when compared to gasoline–electric hybrids or
other fuel-efficient engine technologies. With a low-carbon electricity system, however,
plug-in hybrids could substantially reduce GHGs as well as oil dependence. The effect
of PHEVs on GHG emissions from the transportation sector will depend on the rate of
consumer adoption. Their focus on low, current, and high GHG-intensive electricity
scenarios allows decision makers to think about what an electricity system should look
like, over various adoption scenarios, if PHEVs are pursued as a source of large GHG
emissions reductions. With the slow rate of capital turnover in the electricity sector, a
low-carbon system may require many years to materialize. Considerable reductions in
greenhouse gas emissions using plug-in hybrids in the coming decades will require
decisions within the next ten years to develop a robust low-carbon electricity supply

Ahmed (2009) developed a linear approximate emission model for transportation sector
and a non-linear more accurate model for electric power sector for estimating the impact
of one million EVs on emission reductions. Load leveling model and smart grid model
are investigated. From the simulation results, emission reduction is not guaranteed in
the load leveling model. On the other hand, significant amount of emission will be
reduced if smart grid model is applied. However, it needs around $35 billion of
investment on renewable sources. Future work will involve the use of more accurate
emission model for the transportation sector and a load forecasting model with EVs
using eco-traffic route data for accurate emission calculations.

Salil et al (2010) have developed motor vehicle projections (highway vehicles and two-
wheelers), related oil demand, and carbon dioxide (CO2) emissions for India until the
year 2040 by analyzing historical vehicle stock and sales data for India, vehicle growth
trends in developed and developing economies, trends in fuel mix of Indian vehicles,
variation in vehicle use with increase in per capita GDP, policies of the Indian
government on infrastructure development, growth in the number of personal vehicles,
and regulation of the fuel economy of motor vehicles. In 2004, there were 47 two-
wheelers per 1,000 people in India. For the past five years (2005–2009), 7.1 million
two-wheelers have been sold annually, on average. They observed that, two-wheeler
ownership is expected to decrease for upper- and middle-income classes, but increase
for the lower-middle income class. The Indian two-wheeler population will exceed
China’s two-wheeler population between 2010 and 2020, and it will have the largest
two-wheeler stock in the world (between 301 and 359 million by 2040).

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ECONOMIC ANALYSIS
Karl (2005) developed a methodological approach to combine a technology assessment
of the major subsystems of a personal electric vehicle with a technical model of vehicle
performance in order to estimate the cost and mass of a vehicle for a given set of
functional requirements. Personal electric vehicles offer several potential benefits to
consumers and to society including lower transportation costs, reduced trip times and
lower environmental impact. Personal electric vehicles are technically feasible now.
However, suppliers have not yet arrived at a set of practical vehicles that best match
technical feasibility and consumer demand. Part of the challenge is to understand the
relative trade-offs among cost, weight, range and other dimensions of vehicle
performance. His article estimates the technological frontier defined by these trade-offs.
This frontier illustrates what is likely to be technically possible. The question of what is
commercially feasible remains. However this question will be answered by suppliers
and consumers in the marketplace in the coming years.

Simpson (2006) presented a comparison of the costs and benefits of PHEVs relative to
HEVs and CVs. Based on the study results, there was a very broad spectrum of HEV-
PHEV designs with greatly varying costs and benefits. In particular, battery costs, fuel
costs, vehicle performance and driving habits had a strong influence on the relative
value of PHEVs. The author said that it was difficult to predict the future potential for
PHEVs to penetrate the market and reduce the petroleum consumption. However, the
potential for PHEVs to reduce petroleum consumption per-vehicle is clearly very high.
However, it seems likely that the added battery capacity of a PHEV (four wheeler) will
result in significant vehicle cost increments, even in the long term. However, the large
petroleum reduction potential of PHEVs offers significant national benefits and
provides strong justification for governmental support to accelerate the deployment of
PHEV technology.

Jonathan et al (2008) examines the key forces driving and resisting strong market
growth of E2W, what is causing these forces and how these forces are inter-related
using FFA methodology. Through this analysis, we conclude improvement in E2Ws and
battery technology is a driving force that can be partially attributed to the open-modular
industry structure of suppliers and assemblers. This type of structure was made possible
by the highly modular product architecture of E2Ws, which resulted in product
standardization and enhanced competition amongst battery technologies. Growing air
quality and traffic problems in cities in part due to rapid urbanization has led to strong
political support for E2Ws at the local level in the form of motorcycle bans and loose
enforcement of E2W standards. There are softer signs of national support for this mode
in part due to national energy efficiency goals. Public transit systems in cities have
become strained from the effects of urbanization and motorization, which has stimulated
greater demand for ‘‘low-end’’ private transport.

Nan and Michael (2009) developed a database on all transport modes including
passenger air and water and freight in order to facilitate the development of energy
scenarios, and assess the significance of technology potential in a global climate change
model. Transportation mobility in India has increased significantly in the past decades.
This has contributed many energy and environmental issues, and an energy strategy that
incorporates efficiency improvement and other measures needs to be designed. An
extensive literature review and data collection has been done to establish the database

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with a breakdown of mobility, intensity, distance, and fuel mix of all transportation
modes. Energy consumption was estimated and compared to aggregated transport
consumption reported in IEA India transportation energy data. Different scenarios were
estimated based on different assumptions of freight road mobility. Based on the bottom-
up analysis, they estimated that the energy consumption from 1990 to 2000 increased at
an annual growth rate 41 of 7% for the midrange road freight growth case and 12% for
the high range road freight growth case corresponding to the scenarios in mobility,
while the IEA data only show a 1.7% growth rate in those years. Ultimately, however,
energy-related environmental impacts, particularly climate change, are a global issue.
They hope that continuing research applying the approach presented above contributes
to the understanding of global energy-related emissions and toward strategies of their
reduction.

Valerie et al (2010) examined the commercial potential of PHEVs, their implications for
electricity and petroleum use, and their potential contribution to reducing CO2
emissions in the US and Japan. The results indicated that PHEV vehicle cost could be a
significant barrier to market entry. PHEV costs of 15% above conventional vehicles are
very favorable for adoption but markups above 80% are prohibitive unless there are no
other low carbon transportation alternatives and there is a strong carbon constraint.
Many PHEV cost estimates suggest a cost premium today of around 30–80% above
conventional vehicles. Thus, a significant contribution from PHEVs would require
advances in battery technology that reduce cost and increase range at the optimistic end
of experts’ estimates. Another factor affecting the attractiveness of the vehicle is the all-
electric range and how that influences the proportion of miles traveled only on
electricity. Varying this proportion (essentially the all-electric range of the vehicle) had
some effect on commercial viability but much less than the vehicle cost.

RELATED PATENTS
Fields and Metzner (1982) developed a car which has, in combination, a heat engine
driving a set of front wheels, storage batteries and an electric motor driving a set of rear
wheels. It also has a system for selecting electric or heat engine drive either manually or
automatically and a single accelerator for controlling either mode of drive. Battery
charging power is derived from the electric motors acting as generators driven by the
rear wheels while the vehicle is in heat engine drive and the battery charging rate is
selected by the operator. Changeover from electric drive to heat engine drive is
simplified by a changeover system and excessive loading of the heat engine by the
battery charging system is eliminated on hills and during acceleration by a hill and
acceleration sensing system. The car is designed for low speed and stop and go driving
powered by the electric motors while the heat engine may be used for high speed and
long distance travel.

Sakai et al (1998) developed a series hybrid vehicle comprises a generator driven by an

internal combustion engine, a battery chargeable by generator, an electric motor rotated
by electric power of generator and battery. A parallel hybrid vehicle comprises a battery
chargeable by an electric motor and selectively uses an internal combustion engine and
electric motor as driving source for driving vehicle wheels. In these hybrid vehicles,
there is a sensor for detecting the state-of-charge (SOC) of battery. An output of
generator or internal combustion engine is controlled based on each the SOC and a
variation the SOC.

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Tamai et al (2001) developed a fuel management control method for a hybrid electric
vehicle drive having an internal combustion engine and an electric motor arranged in
parallel such that both can propel the vehicle; the system including an electric motor
driven fuel pump and a programmable microprocessor; and wherein the method further
includes monitoring vehicle speed and sensing braking pressure and directing signals of
both vehicle speed and braking to the microprocessor and processing such inputs in
accordance with an aggressive fuel management program including shut-off of fuel flow
to the gas engine in response to vehicle braking at vehicle speeds above a predetermined
maximum hysteresis speed and maintaining the fuel shut-off during vehicle coasting
above a predetermined speed while controlling the electric motor to provide
regenerative braking or vehicle start during such fuel shut-off modes of operation.

Tamai et al (2003) developed a propulsion system for use in a hybrid vehicle. The
propulsion system includes an internal combustion engine, an electric motor/generator
operatively coupled to the internal combustion engine, an electric storage medium and a
propulsion system controller for actuating the propulsion system. The propulsion system
controller varies the operating conditions of the electric motor/generator system in
response to operating conditions of the vehicle. The propulsion system controller further
varies the operating conditions of the electric motor/generator during an engine
cranking sequence.

Sugiyama et al (2006) developed a hybrid drive unit for vehicles, in which a power
distribution device is arranged in a power transmission route between an engine and a
wheel, in which the power distribution device has a first to fourth rotary elements
capable of rotating differentially with one another, in which a first motor generator is
connected to the second rotary element and a wheel is connected to the fourth rotary
element, and which is capable of steplessly controlling a speed change ratio of the first
rotary element and the fourth rotary element of the power distribution device
comprising: a second motor generator connected to the third rotary element of the
power distribution device; a third motor generator connected to the wheel in a power
transmittable manner; and an electric circuit for allowing exchange of electric power
among individual motor generators.

Holz et al (2007) developed a method and a device for engine stop/engine start of
hybrid vehicles, which includes an internal combustion engine and an electric machine
which is coupled to the internal combustion engine and is selectively able to be operated
regeneratively or motively, the engine speed can be detected and compared to a limit
speed to initiate the stopping of the engine in a hybrid vehicle using an automatic
start/stop mechanism and if the engine speed drops to the threshold speed, the engine is
stopped, the electric machine being switched over into the motive or the regenerative
operation when the limit speed is reached; the electric machine assuming the limit
speed, whereas the fuel supply of the internal combustion engine is shut down or
remains shut down and the electric machine initiates the stopping of the internal
combustion engine.

Ambrosio and Joseph (2009) developed a parallel hybrid vehicle system utilizing the
power take off (PTO) connection on an automatic transmission as a transfer port for a
secondary device is described for both driving modes and stationary operation. The
secondary device is a battery powered electric motor providing motive power or

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regenerative braking in driving mode or providing power to accessories typically

mounted to a conventional PTO while stationary.

Hafner and Schurr (2009) developed a vehicle comprises: a consumable fuel powered
engine, a battery and an electric motor powered by the battery. The battery is
rechargeable both from an external electric power source and from the consumable fuel
powered engine. A computer receives data as inputs and providing outputs, wherein the
input data includes an expected state of the electric power source at a time when the
vehicle is expected to be coupled to the electric power source. The outputs include
control signals to control the state-of-charge of the battery during the time the vehicle is
expected to be coupled to the electric power source.

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CHAPTER-3
Research
Methodology

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Research Methodology:

Research methodology is a way to systematically solve the research problem. It may be

understood as a science of studying how research is done scientifically. In it we study
the various steps that are generally adopted by a researcher in studying his research
problem along with the logic behind them. It is necessary for the researcher to know not
only the research methods/techniques but also the methodology. Researchers not only
need to know how to develop certain indices or tests, how to calculate the mean, the
mode, the median or the standard deviation or chi-square, how to apply particular
research techniques, but they also need to know which of these methods or techniques,
are relevant and which are not, and what would they mean and indicate and why.
Researchers also need to understand the assumptions underlying various techniques and
they need to know the criteria by which they can decide that certain techniques and
procedures will be applicable to certain problems and others will not. All this means
that it is necessary for the researcher to design his methodology for his problem as the
same may differ from problem to problem. For example, an architect, who designs a
building, has to consciously evaluate the basis of his decisions, i.e., he has to evaluate
why and on what basis he selects particular size, number and location of doors,
windows and ventilators, uses particular materials and not others and the like. Similarly,
in research the scientist has to expose the research decisions to evaluation before they
are implemented. He has to specify very clearly and precisely what decisions he selects
and why he selects them so that they can be evaluated by others also.

From what has been stated above, we can say that research methodology has many
dimensions and research methods do constitute a part of the research methodology. The
scope of research methodology is wider than that of research methods. Thus, when we
talk of research methodology we not only talk of the research methods but also consider
the logic behind the methods we use in the context of our research study and explain
why we are using a particular method or technique and why we are not using others so
that research results are capable of being Evaluated either by the researcher himself or
by others.

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SAMPLING

In statistics, quality assurance, & survey methodology, sampling is concerned with the
selection of a subset of individuals from within a statistical population to estimate
characteristics of the whole population. Each observation measures one or more
properties (such as weight, location, color) of observable bodies distinguished as
independent objects or individuals. In survey sampling, weights can be applied to the
data to adjust for the sample design, particularly stratified sampling. Results from
probability theory and statistical theory are employed to guide practice. In business and
medical research, sampling is widely used for gathering information about a population.

POPULATION
Successful statistical practice is based on focused problem definition. In sampling, this
includes defining the population from which our sample is drawn. A population can be
defined as including all people or items with the characteristic one wishes to
understand. Because there is very rarely enough time or money to gather information
from everyone or everything in a population, the goal becomes finding a representative
sample (or subset) of that population.

Sometimes what defines a population is obvious. For example, a manufacturer needs to

decide whether a batch of material from production is of high enough quality to be
released to the customer, or should be sentenced for scrap or rework due to poor quality.
In this case, the batch is the population.
In this research, the students, servicemen, have been selected as to be the population for
better and more accurate data

SAMPLE
Once the researcher has chosen a hypothesis to test in a study, the next step is to select a
pool of participants to be in that study. However, any research project must be able to
extend the implications of the findings beyond the participants who actually participated
in the study. For obvious reasons, it is nearly impossible for a researcher to study every
person in the population of interest. In the example that we have been using thus far, the
population of interest is “the developing world." The researcher must therefore make a
decision to limit the research to a subset of that population, and this has important
implications for the applicability of study results. The researcher must put some careful
forethought into exactly how and why a certain group of individuals will be studied.
The sample Size for the research is 105 customers that have appropriate knowledge
about the subject Laundry

TYPES OF RESEARCH
(i) Descriptive research: Descriptive research includes surveys and fact-finding
enquiries of different kinds. The major purpose of descriptive research is
description of the state of affairs as it exists at present
(ii) Applied vs. Fundamental:Research can either be applied (or action) research
or Fundamental (to basic or pure) research. Applied research aims at finding
a solution for an immediate problem facing a society or an

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industrial/business organization, whereas fundamental research is mainly

concerned with generalizations and with the formulation of a theory.
(iii) Quantitative vs. Qualitative:Quantitative research is based on the
measurement of quantity or amount. It is applicable to phenomena that can
be expressed in terms of quantity. Qualitative research, on the other hand, is
concerned with qualitative phenomenon, i.e. Phenomena relating to or
involving quality or kind.
(iv) Conceptual vs. Empirical:Conceptual research is that related to some
abstract idea(s) or theory. It is generally used by philosophers and thinkers to
develop new concepts or to reinterpret existing ones. On the other hand,
empirical research relies on experience or observation alone, often without
due regard for system and theory.
(v) Some Other Types of Research:All other types of research are variations of
one or more of the above stated approaches, based on either the purpose of
research, or the time required to accomplish research, on the environment in
which research is done, or on the basis of some other similar factor.

SAMPLEING TECHNIQUES
There are basically two types of sampling techniques:
1.Probability sampling- A probability sampling is one in which every unit in the
population has a chance (greater than zero) of being selected in the sample, and this
probability can be accurately determined. The combination of these traits makes it
possible to produce unbiased estimates of population totals, by weighting sampled units
according to their probability of selection.

2.Nonprobability sampling- Nonprobability sampling is any sampling method

where some elements of the population have no chance of selection (these are
sometimes referred to as 'out of coverage'/'under covered'), or where the probability of
selection can't be accurately determined. It involves the selection of elements based on
assumptions regarding the population of interest, which forms the criteria for selection.
Hence, because the selection of elements is nonrandom, nonprobability sampling does
not allow the estimation of sampling errors.

Exploratory Research
Exploratory research is research conducted for a problem that has not been clearly
defined. It often occurs before we know enough to make conceptual distinctions or posit
an explanatory relationship. Exploratory research helps determine the best research
design, data collection method and selection of subjects. It should draw definitive
conclusions only with extreme caution. Given its fundamental nature, exploratory
research often concludes that a perceived problem does not actually exist.

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CHAPTER- 4
Analysis & Findings

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ANALYSIS

A Field Study was conducted to check the Awareness of Electric Vehicles

in Indian markets i.e. the ultimate consumers of the Industry.
Apart from just checking the awareness A study was also conducted to
analyze the scope of electric vehicles in India.
For any product lunch it is necessary that a test is conducted in the region
to check whether the product is needed or not whether it can survive there
or not.

To conduct this study a questionnaire was prepared and circulated in

market among the population that has Atleast some knowledge of Electric
vehicles to achieve somewhat accurate results.

Method used was Google Forms to collect the necessary data.

There were 16 questions in the questionnaire

Starting with Name as 1st question in which the respondents filled their
names

Followed by others

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AGE

Age is an important factor while conducting a study on Electric vehicles. Electric

vehicle is a technology of tomorrow and hence the difference in opinion of Millennials,
and the old will be there to a great extent.

We offered the Questionnaire to many age groups, but the older generation wasn’t much
informed of the Electric Vehicle revolution.

Whereas, population aged between 18-20 showed there keen interest in filling out this
questionnaire

Population Aged between 21-23 were most ideal for our research being the bridge
between both generation

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GENDER

Majority of Respondents were Male but the Difference was not much.
Hence, Breaking the stereotype that the Vehicles are boys play.

There is almost equal responses from Female hence, it will help us giving diverse
results keeping the point of view of both genders in handy.

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Do You Own a Car?

This Question acts as a base for rest of the questionnaire as when we talk about any
technology, A person can answer best when They have a hands on experience on that
technology.
And as per our want almost everyone owns a car.
This also proves that India is a good and booming industry for Vehicles and hence it
could be a huge advantage for the Electric Vehicle Revolution in India.
Yet there were some people who didn’t owned the car

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If Yes, What is the fuel type?

It was a complementary question asked in reference to the previous question.

The purpose of this question is to see that what Type of Fuel people are currently using
as it tells lot about people as-
Petrol is less polluting but expensive in Indian market, Even the mileage of vehicles that
runs on Petrol is less than that of Diesel,
Diesel unlike petrol causes more pollution to the environment but is less expensive and
have more mileage.

The Questionnaire shows that people prefer petrol over diesel

Car Pricing
The first criteria you will consider before choosing a car is the price. Most car buyers
decide a budget before checking out the available options in the market. Before looking
at options, you should know that diesel variants of all cars are priced around INR 1 lakh
higher than their petrol variants. This can puzzle you, but other factors that the fuel
variant brings into the picture can help clarify your choice.

Maintenance
Similar to the base price of cars, a diesel car demands a higher maintenance cost than a
traditional petrol variant. This means that each time you give your car for a service or
maintenance, it will cost you around INR 1000-2000 more for a diesel car.

Resale Value
Many car owners prefer to drive a recent model of car, thereby changing cars every 3-5
years. If that is the case, resale value plays a bigger role in the purchase decision for
such buyers. Contrary to petrol cars, diesel cars can get you a higher resale price.

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Any Additional Fuel Type?

It was an additional complementary question asked in reference to the previous

question. When it comes to cost saving and fuel efficiency and additional fuel type is
the best option to go for as CNG and Hybrid Tech can save a lot of fuel with increased
mileage capacity

CNG is cheaper - CNG is almost one third the price of super gasoline, resulting in
substantial savings in fuel costs.

CNG is more environment friendly - CNG engines run more quietly due to the higher
octane rating of CNG over gasoline and they produce less exhaust emissions. Harmful
emissions such as carbon monoxide (CO), carbon dioxide (CO2 and nitrous oxide
(N2O) can be reduced by as much as 95% when compared to gasoline powered
vehicles.

A hybrid vehicle uses two or more distinct types of power, such as internal combustion
engine to drive an electric generator that powers an electric motor, e.g. in diesel-electric
trains using diesel engines to drive an electric generator that powers an electric motor,
and submarines that use diesels when surfaced and batteries when submerged. Other
means to store energy include pressurized fluid in hydraulic hybrids.

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Are You Aware Of Electric Vehicles?

So, when we talk about Electric vehicles it’s most important people knows what we are
talking about and if they doesn’t know about the topic then there is no purpose of the
study and which makes this question the most basic that whether they know about
Electric Vehicles or not.

The graph shows that almost everyone is aware of this term Electric Vehicles and
everyone should be as this is the future of automobile industry as the resources are
scarce and day by day the fossil fuels are depleting and there are chances that it will
become impossible for us to drive on fuel, even the emissions are destroying the
atmosphere.

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Name Any Electric Vehicle You know about

This was a open ended that was asked, so that they are not bounded by anything this
being an objective type questionnaire and the responses were quite satisfying as we
had some assumptions that they must be having these limited companies in their
knowledge only but we actually received some diverse answers for our research

Some of the answers were

Tesla Hyundai
MG ZS EV
Model X KONA

REVA
VERITO
TATA

These are examples of what kind of responses we received, many confused Hybrid
vehicles with Electric Vehicles but the most responses were for Hyundai Kona

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What do you consider the main benefits or advantages of electric

vehicles?

Environmental Friendly
Acceleration Cheaper

Tax better
Silent
Benefit features

This was an open ended question and this helped us understand the minds of people
better as they filled that advantages that they desire the most to be in their purchase of
Vehicles

The responses covered all the aspects of benefits and depicts the knowledge of the
respondents on this topic.

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what do you consider the main disadvantages of electric vehicles?

Charging Time
Purchase Cost Transmission

Charging
Driving Range immflamable
Stations

This was an open ended question and this helped us understand the minds of people
better as they filled that disadvantages that they desire the most not to be in their
purchase of Vehicles

The responses covered all the aspects of benefits and depicts the knowledge of the
respondents on this topic.

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Below are some statements people have made about the benefits of
electric vehicles. For each statement, please indicate whether your
personally agree or disagree with that statement.

A Likert Scale was used here for gathering responses of different aspects together

The statements were -

[Electric vehicles are much quieter than other vehicles]

[Electric vehicles have excellent acceleration]

[Electric vehicles are environmentally friendly because they have zero emissions]

[The cost to charge an electric vehicle is much less than the fuel costs for a petrol or
diesel vehicle]

[Electric vehicles cost about the same to buy as petrol or diesel vehicles]

[Electric vehicle technology has improved and they now have a much better range]

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How likely are you to consider buying an electric vehicle ?

This question was asked to find the willingness of each individual whether they are
willing to buy an electric vehicle or not.

Electric vehicles in the Indian market has created quite a hype in recent times, just like
the rest of the world. However, according to industry data and ETAuto findings, the e-
cars sales number doesn't match the hype, as only 1,309 units have sold in the first
eight months (April-November) of FY20.

This number translates to merely 0.07 per cent of the total PV sales in India during the
same period (April-November) of current fiscal, which were 18,82,047 units.

Currently, the passenger car segment has only three fully electric models in India,
which are the Tata Tigor EV, Hyundai Kona EV and Mahindra e-Verito. Mahindra
has announced the phasing out of e2o electric hatchback, due to the stringent safety
norms.

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Below are a list of factors other people have told us are important
when considering whether to buy an electric vehicle. For each factor
please tell us how important it would be to you if you were
considering purchasing an electric vehicle

A Likert Scale was used here for gathering responses of different aspects together

The statements were -

[The environmental benefits]

[The ability to buy one second-hand]

[The maintenance costs such as servicing]

[The fuel economy/ cost to charge it]

[How far you could travel before it needs recharging]

[The initial purchase cost]

[How good the car looks]

[How well it drives/ performance]

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Do you Think India has the Adequate Infrastructure for electric

Vehicles?

The potential customer’s point of view is important in these type of studies to identify
the scope as then only we can come to an conclusion and hence we found the belirves
of Indian population that what they think about Electric Vehicle Infrastructure.

The response shows that India still does not have what it takes for Full scale Electric
Vehicle Revolution as over 66.7% voted that India doesn’t have the structure ready.

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Are you Aware of Benefits that Indian Government Provide on

Purchase of EV?

To promote this Revolution Even government is trying to launch new schemes and
policies so that people start converting from conventional fuel usage to electric
vehicles

But the Awareness is not enough as majority of population in India doesn’t even know
that such kind of schemes exists.

Whereas, some people know that these schemes exists but no one has clarity on it as it
was never properly showcased in India

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Do you Think EV can be a success in India?

This is a conclusive question asked by us for our study, it was Good to see that many
believes that if not now but in future there are strong chances that Electric Vehicle
will succeed in India.

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Findings

 Age Factor plays an important role for this As for milleniels Electric Vehicles
Will be the best to get into, old generations seems bit resistant to the change
 Rising demand for hybrid, semi-hybrid and fully electric vehicles will drive
the global battery management system market. Moreover, the adoption rate of
these batteries in passenger vehicles such as electric truck and bus is
increasing, which is expected to drive the growth of this market. However,
growing awareness of driver comfort is expected to provide promising
opportunities for market players.
 Only in 2047, battery is able to catch up with gasoline in terms of energy
density, Even up to 2035, price of EV may not be able to match price of
gasoline vehicle. Primarily due to cost of battery only drop by 5% annually
Other alternatives are needed to drive the penetration of EV to the consumer
market
 The Electric Vehicle market is expected to witness phenomenal growth in the
coming years. Increasing fuel costs, rise in pollution level and increasing
government support will boost the adoption of electric vehicles in India.
 Scope of EVs in India India is currently the third largest emitter of CO2 in the
world. The transport sector accounts for 13% of India’s energy related CO2
emissions (INCCA, 2010). China USA India Russia Japan Germany South
Korea Iran Saudi Arabia Canada Indoneasia Brazil Mexico UK South Africa
Carbon emissions (MtCO2) 99775233240718121246759 616 611 519 503 494
482 466 462 448 0 2000 4000 6000 8000 10000 12000
Carbonemissions(MtCO2) Carbon emissions (MtCO2) 93% of all the fuel used
in transport sector was oil based. The sector is also a major source of GHG
emissions and accounts for 22 % of total global energy related CO2 emissions
as per IEA, 2011. Source : Global emissions reports, 2015
 Faster Adoption and Manufacturing of (Hybrid &) Electric Vehicles (FAME)
Based on NEMMP 2020, the GoI approved the FAME India initiative
undertaken by DHI so as to formulate the road map for a new paradigm in road
transportation focussing around hybrid and electric vehicles.
 Internationally, battery costs have come down, energy density has climbed,
vehicle electrification has gone multi-modal with 46,000 electric buses and
235 million electric two-wheelers deployed, and total EV spending by nation
governments equalled 16 billion USD between 2008-2014.
 As per the data available, around 42000 electric vehicles were sold in 2012- 13
and nearly 20000 hybrid and electric vehicles were sold in 2013-14. In the year
2012-13, most of the electric vehicles sold were electric low speed scooters.
The WAVE A road-trip of electric vehicles, covering over 2500 Kilometres of
southern India. It begins at Mumbai and stop at schools, colleges, malls, and
other places of importance in major Indian cities such as Pune, Hyderabad,

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Bangalore, and Goa. Mumbai Metropolitan Regional Authority (MMRDA) In

April 2015 – Floated RFP for 25 AC electric / hybrid buses from Bandra Kurla
Complex to 3 railway stations. New Delhi Municipal Corporation • Proposes to
operate three wheeler electric vehicles from Metro stations. • Delhi has
established charging ports in 50 of its sub-stations in the city.
 Electric vehicles in the Indian market has created quite a hype in recent times,
just like the rest of the world. However, according to industry data and ETAuto
findings, the e-cars sales number doesn't match the hype, as only 1,309 units
have sold in the first eight months (April-November) of FY20.
 This number translates to merely 0.07 per cent of the total PV sales in India
during the same period (April-November) of current fiscal, which were
18,82,047 units.
 Currently, the passenger car segment has only three fully electric models in
India, which are the Tata Tigor EV, Hyundai Kona EV and Mahindra e-Verito.
Mahindra has announced the phasing out of e2o electric hatchback, due to the
stringent safety norms.

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CHAPTER-5
Conclusion

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The future of electric cars seems more like a hill climb as of now, given the lack of
infrastructure and sluggish and poor planning and implementation of policies by the
government.

In the latest budget(July 2019), the finance minister, Nirmala sitaraman announced a
rebate of upto Rupees 1.5 Lakh on loans taken to purchase EVs, and also the exemption
of custom duty on lithium cells, which are used for making the lithium Ion battery packs
used in EVs, as these batteries are not domestically produced hitherto. These policy
changes are more than welcome, and are likely to promote sales and manufacturing of
EVs in India.

Despite the above, there is still scope for improvement, such as waiving off the
registration charges of EVs or increasing taxes on combustion engine vehicles, in order
to make EVs look more like a viable option for purchases.

Coming to the infrastructure front, EVs will bring their own set of challanges, in order
to operate them. A genuine question which crossed my mind recently is, how are people
going to charge their electric vehicles when they don't have a proper garage at their
homes? If I park my car on the side of the streets of my colony, do I need to install a
charging setup there only, or would i need to drag a long extension cable out from my
home and plug it in the car everytime I need to recharge. Another similar scenario
arrises if you live in a apartment society. How does one set a separate electricity meter
and power point for charging? And is the bill going of the meter going to be reflected in
my household electricity bill or not?

Companies have also started placing there bets on EVs, and some of them have started
setting up charging stations throughout country. But are these built as per certain
standards set up by government, or these companies have designed and built them as
they see fit?

What if I have an EV of X brand and it runs out of charge in the middle of my journey.
Luckily, there happens to be a charging station nearby. As soo as I pull up into the
station, I only spot EVs of Brand Y docked in for charging, and the employees tell me
something, like the charging stations are only meant for brand Y EVs. And what if the
charging cable at station and the the charging socket of EV don't plug in, cause the car
uses proprietary port, which can't be shared by other, or vice versa. Clearly the
government needs to make some rules and implement standardised universal charging
plugs and ports, to counter such problems.

If such issues persist even before purchase, the consumer would never adopt EVs. All
this would only degrade the appeal of EVs.

This might seem as sheer exaggeration to some, but these are genuine questions, and I
don't think someone has actually thought about them in the real indian context.

Other major issue is regarding the perception of EVs in the minds of the Indian
population. EVs were looked down upon, as slow, small, and ugly looking cars, which
breakdown in the middle of your journey. But that is likely to change, with
manufacturers coming up with higher quality products. Technology would also get
better with time, thus enabling manufacturers to decrease charge times and increasing

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range and improve on the safety front. Costs of production of batteries is likely to
remain high for initial years.

E20, was an early attemp made by Mahindra, at bringing EVs to india

Hyundai Kona, latest EV launched in India. Priced around Rupees 23.5 lakh.

India also needs to widen the scope of as to what we regard as EVs. Currently we think
of 5 passanger cars when someone says EVs. We also need trucks, buses, and two
wheelers running on electricity, if we are serious about curbing pollution.

It's high time for India to face these challanges. And tackling all this is not going to be
an easy feat.

CHALLENGES FACED

Charging infrastructure

The charging infrastructure for electric vehicles in India has not been fully developed
yet. There have been initiatives to set up community charging stations, as in the case of
Plugin India facilitated charging stations. News reports have indicated about plans to
provide solar-powered charging points at the existing fuel stations of the country.

There are companies like Tata Power , Fortum and others which are engaged in the
business of electric vehicle charging. They have already installed all varieties of
chargers - rapid DC chargers and level 2 AC chargers for all kinds of applications -
public access, workplace charging, fleet charging, residential communities, malls,
highways etc and have large plans to scale up.

Charging infrastructure, mainly setting up of level 2 charging at public level shall be the
toughest challenge in terms of service integration for India. For normal charging, the
charging time poses a serious problem as it ranges from 6 to 8 hours whereas for fast
DC charging; cost & high renewable energy are the biggest factors which could pose a
problem. It is also assumed that 10% of the charging infrastructure required in India
shall be composed of fast charging station and rest 90% shall come from level 2 public
charging setups.

On 22 May 2018 Ather Energy launched its charging infrastructure service in Bangalore
called Ather Grid, with each charging station called 'Point'. The service is open to all
electric vehicles but has been deployed where Ather plans to launch its own electric
scooter.

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Cost

The cost of EVs is very high mainly due to the cost of Li-ion cells. The battery packs
are imported and cost a lot, about $275/KWh in India. This combined with the GST of
28% and the lack of lithium in India, further increase the cost of batteries. Most EVs in
India provide a range of 110 km and cost between Rs 6-8 lakhs which does not give a
cost advantage compared to higher range cars in the same price range.

Lack of renewable energy and grid infrastructure

In India electricity is mainly produced by burning coal, which produces a great amount
of greenhouse emissions. With the introduction of EVs and charging infrastructure, the
electricity demand will go up a lot and the whole point of introducing EVs to reduce
GHG emissions would be ineffective, if all this electricity was produced by burning
coal. Moreover, India’s Distribution companies hold debts and are unable to suffice the
energy requirement of the whole country adequately. If EVs were to enter this equation,
the sudden increase in electricity requirement would put extra load on these companies.
Moreover, there are a lot of factors that would go into deciding pricing of the electricity
as well the demand on the grid. The charging infrastructure for electric vehicles in India
has not been fully developed yet. There have been initiatives to set up community
charging stations, as in the case of Plugin India facilitated charging stations. News
reports have indicated about plans to provide solar-powered charging points at the
existing fuel stations of the country.
There are companies like Tata Power , Fortum and others which are engaged in the
business of electric vehicle charging. They have already installed all varieties of
chargers - rapid DC chargers and level 2 AC chargers for all kinds of applications -
public access, workplace charging, fleet charging, residential communities, malls,
highways etc and have large plans to scale up.
Charging infrastructure, mainly setting up of level 2 charging at public level shall be the
toughest challenge in terms of service integration for India. For normal charging, the
charging time poses a serious problem as it ranges from 6 to 8 hours whereas for fast
DC charging; cost & high renewable energy are the biggest factors which could pose a
problem. It is also assumed that 10% of the charging infrastructure required in India
shall be composed of fast charging station and rest 90% shall come from level 2 public
charging setups.
On 22 May 2018 Ather Energy launched its charging infrastructure service
in Bangalore called Ather Grid, with each charging station called 'Point'. The service is
open to all electric vehicles but has been deployed where Ather plans to launch its own
electric scooter.
Cost
The cost of EVs is very high mainly due to the cost of Li-ion cells. The battery packs
are imported and cost a lot, about $275/KWh in India. This combined with the GST of
28% and the lack of lithium in India, further increase the cost of batteries. Most EVs in

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India provide a range of 110 km and cost between Rs 6-8 lakhs which does not give a
cost advantage compared to higher range cars in the same price range.
Lack of renewable energy and grid infrastructure
In India electricity is mainly produced by burning coal, which produces a great amount
of greenhouse emissions. With the introduction of EVs and charging infrastructure, the
electricity demand will go up a lot and the whole point of introducing EVs to reduce
GHG emissions would be ineffective, if all this electricity was produced by burning
coal. Moreover, India’s Distribution companies hold debts and are unable to suffice the
energy requirement of the whole country adequately. If EVs were to enter this equation,
the sudden increase in electricity requirement would put extra load on these companies.
Moreover, there are a lot of factors that would go into deciding pricing of the electricity
as well the demand on the grid.

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BIBLIOGRAPHY

 https://en.wikipedia.org/wiki/Electric_vehicle_industry_in_India

 Suganya S, Optimal scheduling of plug in hybrid electric vehicles with

distributed generations for different vehicle trip models, 2018

 https://www.business-standard.com/about/what-is-electric-vehicle

 Madhuri, Bayya : Battery Monitoring using Source Side Excitation with Voltage
Pulse Sequence, 2018

 https://en.wikipedia.org/wiki/Electric_vehicle

 https://www.energy.gov/eere/electricvehicles/electric-vehicle-basics

 Amjad, shaik : Investigations on plug in hybrid electric two wheeler

 https://www.slideshare.net/PranavMistry2/bev-battery-operated-electric-
vehicles-ppt , Pranav Mistry, 2019

 https://www.slideshare.net/KrishnakumarVasudeva1/electric-vehicles-76684122
, Krishnakumar R. Vasudevan, 2017

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Appendix

Questionnaire

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