The end result is that the Better Place driver has unlimited range and a state-of-the-art driving experience while having minimal impact on the electric grid.
For more information visit, http://www.betterplace.com/
Prikazani su postovi s oznakom Electric Vehicles (EVs). Prikaži sve postove
Prikazani su postovi s oznakom Electric Vehicles (EVs). Prikaži sve postove
subota, 24. ožujka 2012.
A day in the life with a Better Place electric vehicle (EV)
ponedjeljak, 23. siječnja 2012.
Chevrolet Volt plug-in vehicle
Volt is unique among electric vehicles because you have two sources of energy. You have an electric source–a battery–that allows you to drive gas–free for an EPA–estimated 35 miles. And there's also an onboard gas generator that produces electricity so you can go up to a total of 375 additional miles on a full tank of gas4.
"I was actually in control of how much gas I consumed, and it was a powerful feeling," Say's Joe Nocera an automotive journalist, after driving Volt. If you want to drive using only electricity, you can. If you want to drive using electricity and gas, you can do that too. Volt is first for two very good reasons.
GM Chief Executive Officer Dan Akerson and David Strickland, head of the National Highway Traffic Safety Administration, are scheduled to testify May. 25 before a panel of the U.S. House Oversight and Government Reform Committee. The panel is probing the response to a June 6 fire in a volt three weeks after the car was crash-tested.
While NHTSA closed its investigation last week and said electric vehicles are no more prone to fires than other autos, Detroit-based GM is left to mend the Volt brand's reputation and sellers of other electric cars may face additional hurdles in boosting sales, an auto analyst said yesterday.
"It's not unlike a story that's written that says somebody has committed a murder, and the next day they say, 'Oh they did not, sorry,'" said Alan Baum, principal of Baum & Associates, an automobile-industry analysis company in West Bloomfield, Michigan, in an interview. "It's been in the news."
The agency's decision to close its investigation "is consistent with the results of our internal testing and assessment," Greg Martin, a spokesman for GM in Washington, said on May. 20th Martin declined further comment yesterday.
NHTSA started investigating the Volt on May. 25, more than five months after the post-crash fire at its test facility in Wisconsin. That fire began after battery coolant leaked in the simulated rollover crash, government and GM investigators found.Volt, LEAF
The blaze and subsequent probe overshadowed the first year of sales for the Volt, a vehicle with batteries and a gasoline engine, and Nissan Motor (7201) Co.'s Leaf, powered only by electricity. The cars are the first electric vehicles sold for the mass market after President Barack Obama set a goal of having 1 million electric vehicles on U.S. roads by 2015th
Toyota Motor Corp.. (7203), whose Prius accounts for half of all hybrid-vehicle sales, will sell a plug-in version this year.
U.S. buyers of electric cars, including the Volt, Leaf and luxury models such as Tesla Motors Inc.. (TSLA) 's Roadster, qualify for a $ 7.500 federal tax credit intended to defer the extra cost of the new technology.Government Bailout
The Treasury Department owns 32 percent of GM's stock, according to data compiled by Bloomberg, following a 2009 government bailout of GM and Chrysler Group LLC.
Still, marketing for GM's other non-electric vehicles will be more difficult because of the issue with the Volt, Baum said.
"This is a road car," Baum said of GM and the Volt. "They want people to look at General Motors positively and not necessarily buy a Volt but buy a Cruze or buy a Malibu. I think they'll spend a lot of money to make that case. "
Consumers, citing price and questions about unproven technology, said they are less likely to be interested in buying a plug-in vehicle, according to a survey released this month by market-research firm Pike Research of Boulder, Colorado.
In a 2009 survey, 48 percent of respondents said they would be "very" or "extremely" interested in buying a plug-in vehicle, Pike Research said. In 2010, 44 percent said they were in those categories, and at the end of December that figure fell to 40 percent.GM Largest Seller
GM said last week it sold 09.03 million vehicles worldwide in 2011, regaining its position as the world's largest seller of automobiles. Led by the Chevrolet brand and sales of the compact Cruze, it reclaimed the title held by Toyota since 2008.
The automaker delivered 7.671 rechargeable Volts in 2011 and 7.997 in the model's first 13 months of sales, missing its 2011 target of 10,000. Nissan sold 9.674 Leaf all-electric cars in the U.S. last year. The sales target was 10,000 to 12.000.
GM said May. 5 it would provide a fix to the Volts it had sold to reduce the risk of a post-crash fire.
NHTSA closed its investigation in less than two months, more quickly than the seven unrelated probes ended in November and December.
"I think the quick resolution and closure on the issue means that the whole fire controversy is probably done before it ever really became an issue to mainstream consumers," Ed Kim, an analyst for industry researcher AutoPacific Inc.. in Tustin, California, said in an e-mail. "GM came up with a fix quickly, and fix the NHTSA gave its blessing equally quickly."
f you can drive, you can drive a Volt. Instead of turning a key, you push a blue button. Rather than looking at dials and needles, you check two interactive LCD screens for feedback based on your particular driving style.
"One thing I really love about the Volt is the cockpit. You sit in it, and you feel like you just stepped into the future," Says Volt owner Alex Fay. "You've got two really bright screens that give you all sorts of information about your car and your driving." The screens allow you to learn how to get the most out of each charge. For example, suppose you want to go from A to B in the most efficient manner possible. Volt is programmed to respond with a choice of three driving modes. Normal mode enables Volt to drive like a conventional car, only more efficiently. Sport mode gives drivers more aggressive feedback and heightened response. Mountain mode maintains a power reserve for climbing long, steep grades.
Charging for about $1.50 per day on average5
It doesn't get much simpler than that. For less than the cost of
a latte, you can fully charge your Volt and drive an EPA–estimated 35
miles gas–free. Choose a standard 120V charging kit that allows you to
plug into a conventional electrical outlet and fully charge the battery
in about 10 hours, depending on climate. Or opt for an available 240V
charging station that reduces your charging time to approximately four
hours. Professional installation required. For more information, visit SPX Service Solutions.Chevrolet Volt info:
http://www.chevrolet.com/volt-electric-car/#main_LB0
Croatian Center of Renewable Energy Sources (CCRES)
petak, 9. prosinca 2011.
smart ebike: a new urban movement
smart ebike
The ebike is another idea from smart for electric mobility on two wheels with no local emissions. The pioneering ebike electric bicycle study embodies sophisticated technology, versatility and futuristic design. In a word: typical smart.
With the new ebike, smart is presenting its second idea for locally emission-free electric mobility on two wheels. The trend-setting electric bicycle study, which will be premiered at the Paris Motor Show together with the highly regarded smart escooter is suited for both effortless city biking and sporty use. Unlike the scooter, the ebike´s drive is not controlled via the throttle grip. Instead, it delivers extra power when the rider pedals. The muscle power-electric hybrid drive offers four power levels. The high-tech bike also sets standards in terms of appearance and concept, starting with the futuristic look and the discretely designed lightweight wheels to the technical features in detail. Characteristics that the ebike and the escooter have in common are typical smart design features, simple handling and the integration of smartphones: the smart drive kit app that has been further developed also performs numerous functions for the ebike, for example those of a speedometer and a navigation system.
In addition to its eye-catching design and innovative technology, the new smart ebike has a special feature: its versatility. The electric drive conserves the rider's strength in everyday use – for example on the way to school, university or work. Thanks to "electric power", there is no longer any need to be afraid of hills. In addition, the high-tech ebike is simple to operate without conventional gear shifting. At the same time it is great for a sporty workout: the electric drive integrated in the rear wheel does not offer unlimited assistance and is automatically cut off at 25 km/h. Besides, the rider's fitness is the only thing to limit the maximum speed that can be achieved. And incidentally, "pedelecs" (Pedal Electric Cycle) have a further practical advantage for all "bikers": no driving licence is needed as they do not reach electrically driven speeds above 25 km/h.
Dr Annette Winkler, head of smart, says "The brand smart becomes even more electric with the ebike: Following the fortwo and the escooter, many old and new smart fans may choose the way they move in the city even more individually and adapt it better to their individual life, the weather and their personal mood. People of all ages, with or without a driving licence, fit or not will enjoy experiencing the world by bicycle, also over longer distances. As long as power and shape suffice, the own fitness is the “engine”. But also if the electric drive is started, the ebike remains locally emission-free - except of one own´s breath. With a long range of typical attributes such as the character defining design and the safety features, also the bike shows: smart is intelligent.”
Sporty lightweight construction with typical smart design elements
The smart ebike boasts a clear design idiom and an "uncluttered" independent appearance. The frame construction is obviously solid and at the same time also very elegant. It consists of aluminium profiles that are lightweight yet torsionally rigid thanks to large cross sections and ensures a strong direct connection between the steering-head bearing and the crankcase. The smart ebike weighs approximately 22 kilograms, making the smart among the electric bicycles one of the lightweights in its segment.
The rear wheel is also suspended by large and accordingly sturdy aluminium profiles, which means that there is no need for the supporting struts usually found in the rear wheel area of other bicycles. Technical components such as Bowden wires or cables are not visible and this contributes to the harmonious and clear overall impression.
The design of the cladding on the lower frame segment is based on the bodypanels of the smart fortwo and underlines the affiliation with the brand. The dynamic look is rounded off by filigree 26 inch lightweight wheels with six double spokes which enhance ride comfort thanks to good intrinsic damping, and can also cope well with rough road surfaces or a "short cut" over a kerb.
The smart ebike was designed and realised in cooperation with the Berlin e-bike manufacturer GRACE based on concrete ideas and specifications from the smart designers. The company specialises in high quality and fully integrated electric bikes. The project was led by Karlheinz Nicolai, who enjoys an excellent reputation in the two-wheeler industry as a developer and design engineer of high-tech bicycles.
Active bend lighting for maximum visibility in the dark
The front headlamp, which is not fitted on the frame but rather integrated in the handlebar, provides for greater active safety. It has the same effect as active curve illumination on cars: the state-of-the-art full LED headlamp follows every steering movement and ensures the best possible illumination of the area in the direction of travel. This solution – like the LED rear lamp integrated in the underside of the saddle – also adds to the pleasing aesthetics as these two mounted parts are positioned so elegantly that they do not interrupt the overall styling.
Hybrid drive with muscle power and electric drive
According to the technical definition, the ebike has a hybrid drive - a combination of muscle power and an electric drive. The electric "booster" is a 250 watt brushless direct current wheel hub motor that is integrated in the rear wheel. The propulsion current is stored in a compact lithium-ion battery with voltage of 36 volts and capacity of 9.6 Ah. The battery pack is housed above the pedal crankcase on the frame and is concealed by the frame panelling. The charge socket for the battery charger is located below the pedal-crank bearing. The ebike can be charged at any normal household socket – just like a notebook. The battery can be fully charged in two to three hours. The energy recuperated during braking is stored in the battery during the journey.
Plug and play: insert smartphone – and off you go!
Like on the escooter, a smartphone is also used on the ebike. It assumes various functions during the ride, for example those of a speedometer or a heart rate monitor. At the same time the smartphone is both a "starter" and an immobiliser: when it is placed in the specially designed mount it automatically activates the drive system. When the rider removes the smartphone the ebike is automatically locked and protected against theft.
The electric drive is switched on as soon as the rider starts pedalling like on a normal bicycle. Muscle power is also transmitted to the rear wheel in accordance with the classic bicycle principle: from the pedals via the crank bearing to the final drive. A special feature of the ebike is that a belt pulley and a toothed belt assume the tasks of the chain wheel and chain. These are silent and – like the other components of the drive system – they do not require any maintenance.
Four level boost effect
The rider decides how much power he wants the electric drive to deliver to support his muscle power by pressing a button on the handlebar. There is a choice of four power levels with the fourth and strongest level providing maximum pushing power. Depending on the level of assistance the bike has a range per battery charge of 30, 50, 70 or 90 kilometres – more than ample for the distances covered in everyday use. If the rider changes the "booster" power during the journey, the remaining range will vary depending on the power used. The gear ratio is automatically adjusted in two levels depending on the speed. The maximum speed depends on the terrain and the energy expended by the rider. At a speed of more than 25 kilometres per hour the electric drive automatically stops providing assistance – and the ebike becomes a pure “muscle bike”.
Safe braking – with energy recuperation
The front and rear wheels are each equipped with a state-of-the art hydraulic disc brake for safe and efficient braking. In addition, the rear wheel is braked "electrically" via the resistance of the wheel hub motor. When the brakes are applied, the operating principle is reversed, and the drive becomes a generator whose resistance provides the required braking effect – just like on the escooter. The resulting braking energy is recuperated, i.e. it is converted into electrical energy and stored in the bike's lithium-ion battery.
The smartphone as a control and communication centre
As well as its functions in controlling the vehicle, the smartphone – which is charged during the ride – also serves an important role as a trip computer. During the ride it informs the rider about the battery charge status and the present and average speed, and it can also be used as a navigation system. Furthermore, the rider has mobile internet access via the smart drive kit app and can use numerous further applications such as internet radio, music playlists and telephone book. A GPS tracking function also shows where the bike is parked.
Additional smartphone-specific applications are conceivable for the further development. For example, on winter or rainy days and whenever four wheels are the more practical alternative, networking with the successful car2go mobility concept is possible. All in all the new ebike perfectly embodies the smart philosophy of intelligent urban mobility that is consistently geared to sustainability. Like its automotive counterpart, the smart fortwo electric drive, it offers numerous convincing advantages - ecologically, economically and functionally. Exemplary environmental compatibility is guaranteed in every respect. On the one hand the ebike has no local emissions and does not need any fossil fuels or lubricants. On the other hand all components are 100 percent recyclable. It combines low operating costs with functional advantages – from simple operation to the fact that finding a parking space in the city is not an issue at all for ebikers. Furthermore, in addition to practical advantages in everyday use, the integration of the smartphone means that the ebike is also easy to integrate in new mobility concepts.
More info at CCRES site.
CROATIAN CENTER of RENEWABLE ENERGY SOURCES (CCRES)
The ebike is another idea from smart for electric mobility on two wheels with no local emissions. The pioneering ebike electric bicycle study embodies sophisticated technology, versatility and futuristic design. In a word: typical smart.
With the new ebike, smart is presenting its second idea for locally emission-free electric mobility on two wheels. The trend-setting electric bicycle study, which will be premiered at the Paris Motor Show together with the highly regarded smart escooter is suited for both effortless city biking and sporty use. Unlike the scooter, the ebike´s drive is not controlled via the throttle grip. Instead, it delivers extra power when the rider pedals. The muscle power-electric hybrid drive offers four power levels. The high-tech bike also sets standards in terms of appearance and concept, starting with the futuristic look and the discretely designed lightweight wheels to the technical features in detail. Characteristics that the ebike and the escooter have in common are typical smart design features, simple handling and the integration of smartphones: the smart drive kit app that has been further developed also performs numerous functions for the ebike, for example those of a speedometer and a navigation system.
In addition to its eye-catching design and innovative technology, the new smart ebike has a special feature: its versatility. The electric drive conserves the rider's strength in everyday use – for example on the way to school, university or work. Thanks to "electric power", there is no longer any need to be afraid of hills. In addition, the high-tech ebike is simple to operate without conventional gear shifting. At the same time it is great for a sporty workout: the electric drive integrated in the rear wheel does not offer unlimited assistance and is automatically cut off at 25 km/h. Besides, the rider's fitness is the only thing to limit the maximum speed that can be achieved. And incidentally, "pedelecs" (Pedal Electric Cycle) have a further practical advantage for all "bikers": no driving licence is needed as they do not reach electrically driven speeds above 25 km/h.
Dr Annette Winkler, head of smart, says "The brand smart becomes even more electric with the ebike: Following the fortwo and the escooter, many old and new smart fans may choose the way they move in the city even more individually and adapt it better to their individual life, the weather and their personal mood. People of all ages, with or without a driving licence, fit or not will enjoy experiencing the world by bicycle, also over longer distances. As long as power and shape suffice, the own fitness is the “engine”. But also if the electric drive is started, the ebike remains locally emission-free - except of one own´s breath. With a long range of typical attributes such as the character defining design and the safety features, also the bike shows: smart is intelligent.”
Sporty lightweight construction with typical smart design elements
The smart ebike boasts a clear design idiom and an "uncluttered" independent appearance. The frame construction is obviously solid and at the same time also very elegant. It consists of aluminium profiles that are lightweight yet torsionally rigid thanks to large cross sections and ensures a strong direct connection between the steering-head bearing and the crankcase. The smart ebike weighs approximately 22 kilograms, making the smart among the electric bicycles one of the lightweights in its segment.
The rear wheel is also suspended by large and accordingly sturdy aluminium profiles, which means that there is no need for the supporting struts usually found in the rear wheel area of other bicycles. Technical components such as Bowden wires or cables are not visible and this contributes to the harmonious and clear overall impression.
The design of the cladding on the lower frame segment is based on the bodypanels of the smart fortwo and underlines the affiliation with the brand. The dynamic look is rounded off by filigree 26 inch lightweight wheels with six double spokes which enhance ride comfort thanks to good intrinsic damping, and can also cope well with rough road surfaces or a "short cut" over a kerb.
The smart ebike was designed and realised in cooperation with the Berlin e-bike manufacturer GRACE based on concrete ideas and specifications from the smart designers. The company specialises in high quality and fully integrated electric bikes. The project was led by Karlheinz Nicolai, who enjoys an excellent reputation in the two-wheeler industry as a developer and design engineer of high-tech bicycles.
Active bend lighting for maximum visibility in the dark
The front headlamp, which is not fitted on the frame but rather integrated in the handlebar, provides for greater active safety. It has the same effect as active curve illumination on cars: the state-of-the-art full LED headlamp follows every steering movement and ensures the best possible illumination of the area in the direction of travel. This solution – like the LED rear lamp integrated in the underside of the saddle – also adds to the pleasing aesthetics as these two mounted parts are positioned so elegantly that they do not interrupt the overall styling.
Hybrid drive with muscle power and electric drive
According to the technical definition, the ebike has a hybrid drive - a combination of muscle power and an electric drive. The electric "booster" is a 250 watt brushless direct current wheel hub motor that is integrated in the rear wheel. The propulsion current is stored in a compact lithium-ion battery with voltage of 36 volts and capacity of 9.6 Ah. The battery pack is housed above the pedal crankcase on the frame and is concealed by the frame panelling. The charge socket for the battery charger is located below the pedal-crank bearing. The ebike can be charged at any normal household socket – just like a notebook. The battery can be fully charged in two to three hours. The energy recuperated during braking is stored in the battery during the journey.
Plug and play: insert smartphone – and off you go!
Like on the escooter, a smartphone is also used on the ebike. It assumes various functions during the ride, for example those of a speedometer or a heart rate monitor. At the same time the smartphone is both a "starter" and an immobiliser: when it is placed in the specially designed mount it automatically activates the drive system. When the rider removes the smartphone the ebike is automatically locked and protected against theft.
The electric drive is switched on as soon as the rider starts pedalling like on a normal bicycle. Muscle power is also transmitted to the rear wheel in accordance with the classic bicycle principle: from the pedals via the crank bearing to the final drive. A special feature of the ebike is that a belt pulley and a toothed belt assume the tasks of the chain wheel and chain. These are silent and – like the other components of the drive system – they do not require any maintenance.
Four level boost effect
The rider decides how much power he wants the electric drive to deliver to support his muscle power by pressing a button on the handlebar. There is a choice of four power levels with the fourth and strongest level providing maximum pushing power. Depending on the level of assistance the bike has a range per battery charge of 30, 50, 70 or 90 kilometres – more than ample for the distances covered in everyday use. If the rider changes the "booster" power during the journey, the remaining range will vary depending on the power used. The gear ratio is automatically adjusted in two levels depending on the speed. The maximum speed depends on the terrain and the energy expended by the rider. At a speed of more than 25 kilometres per hour the electric drive automatically stops providing assistance – and the ebike becomes a pure “muscle bike”.
Safe braking – with energy recuperation
The front and rear wheels are each equipped with a state-of-the art hydraulic disc brake for safe and efficient braking. In addition, the rear wheel is braked "electrically" via the resistance of the wheel hub motor. When the brakes are applied, the operating principle is reversed, and the drive becomes a generator whose resistance provides the required braking effect – just like on the escooter. The resulting braking energy is recuperated, i.e. it is converted into electrical energy and stored in the bike's lithium-ion battery.
The smartphone as a control and communication centre
As well as its functions in controlling the vehicle, the smartphone – which is charged during the ride – also serves an important role as a trip computer. During the ride it informs the rider about the battery charge status and the present and average speed, and it can also be used as a navigation system. Furthermore, the rider has mobile internet access via the smart drive kit app and can use numerous further applications such as internet radio, music playlists and telephone book. A GPS tracking function also shows where the bike is parked.
Additional smartphone-specific applications are conceivable for the further development. For example, on winter or rainy days and whenever four wheels are the more practical alternative, networking with the successful car2go mobility concept is possible. All in all the new ebike perfectly embodies the smart philosophy of intelligent urban mobility that is consistently geared to sustainability. Like its automotive counterpart, the smart fortwo electric drive, it offers numerous convincing advantages - ecologically, economically and functionally. Exemplary environmental compatibility is guaranteed in every respect. On the one hand the ebike has no local emissions and does not need any fossil fuels or lubricants. On the other hand all components are 100 percent recyclable. It combines low operating costs with functional advantages – from simple operation to the fact that finding a parking space in the city is not an issue at all for ebikers. Furthermore, in addition to practical advantages in everyday use, the integration of the smartphone means that the ebike is also easy to integrate in new mobility concepts.
More info at CCRES site.
CROATIAN CENTER of RENEWABLE ENERGY SOURCES (CCRES)
ponedjeljak, 5. prosinca 2011.
Električna vozila i pogonske tehnologije
Električna vozila (EV)
U Hrvatskoj se registrirani električni automobili mogu pobrojiti na prste jedne ruke. S olakšicama bi ih bilo malo više, ali ipak ne toliko da bi se država morala bojati bankrota.Hrvatska je, naime, među rijetkim državama koje ne nude baš nikakve subvencije ni porezne olakšice, pa je tim modelima bitna prepreka na putu prema kupcima prvenstveno visoka cijena.
Po broju registriranih ''EV'' vodi Njemačka, gdje je registrirano 1020 vozila, bez obzira na subvenciju od samo 380 eura. Nižu ima samo Češka – 271 euro – sa 43 registrirana električna automobila. Europski se prosjek kreće oko 5000 eura. S druge strane, bez obzira na olakšice veće od 20.000 eura, u Danskoj su registrirana samo 283 elektromobila. Norveških 17.524 eura olakšica pomoglo je registraciji 850 strujića. Italija je s olakšicom od 1200 eura "udomila" samo 103, dok su u Španjolskoj (sa 6500 eura olakšica) registrirana 122.Nevladine organizacije koje se bave održivim prometom pozivaju na subvencije kojima bi se poduprli potrošači koji žele kupiti električne automobile, uključujući primjerice niži PDV. Oni bi također trebali biti izuzeti iz plaćanja cestarina, te bi im trebalo omogućiti korištenje traka za autobuse, barem dok automobili ne krenu u masovnu proizvodnju.
Šarolikost subvencija i poreznih olakšica, u usporedbi s jednako slabom prodajom električnih vozila, govore da ni samo državni poticaji ne mogu prosječnog vozača okrenuti prema automobilu na struju. No, u ovom trenutku olakšice na kupnju elektromobila stvar su ugleda, volje za napretkom i mišljenja smo da Hrvatska taj korak treba napraviti. A da bi to povuklo i veći broj registriranih električnih vozila, valja pričekati da napredak tehnologije snizi cijenu baterije i poveća autonomiju ''EV'', tako da se oni cijenom i dosegom mogu mjeriti s klasičnim automobilima.
Električna vozila i pogonske tehnologije
Električna vozila (EV) se razlikuju od konvencionalnih motora s unutrašnjim izgaranjem (MUI) u djelu koji se tiče pogonskog sustava. Umjesto motora s unutrašnjim izgaranjem i klasičnih spremnika za gorivo, električna vozila opremljena su električnim motorima i baterijama.
Baterija je srce električnog vozilaIzvor električne energije pohranjen je u litij – ionskim baterijama o čijem kapacitetu ovisi autonomnost kretanja električnog vozila. Već danas su skladišni kapaciteti baterija komercijalnih paketa baterija dovoljni da mogu pokriti dnevne potrebe korištenja osobnog vozila. Svjetski proizvođači električnih baterija najavljuju intenzivno povećanje kapaciteta baterija u skoroj budućnosti te se očekuje autonomnost kretanja do 350 km s jednim punjenjem baterija. Očekivano trajanje baterija procjenjuje se na oko 7-10 godina.
Nove performanse vožnje
Elektromotor u pravilu omogućuje linearno i besprekidno ubrzavanje vozila sa znatno većom karakteristikom vuče u odnosu na konvencionalna vozila. S druge strane, električni automobili ne posjeduju mjenjačke kutije. Eliminacija mjenjačke kutije znatno smanjuje masu automobila, što ujedno dovodi do znatno manje potrošnje goriva.
Potrošnja energije
Električna vozila troše znatno manje energije nego vozila na fosilna goriva
Ukupna potrošnja energije električnog vozila od spremnika do kotača (engl. „Tank– To–Wheel“), tzv. finalna energija, iznosi tri puta manje nego kod vozila na fosilna goriva (benzinska, dizelska) iste težine i performansi.
Dodatna energija potrebna je za proizvodnju fosilnih goriva i električne energije te za njihovu distribuciju. Ukoliko se utrošku energije u samom vozilu doda i energije potrebna za proizvodnju i distribuciju finalnih oblika energije (benzina, dizela, električne energije, itd), što odgovara tzv. primarnoj potrošnji energije (eng. Well-to-Wheel analiza), dolazi do povećane primarne potrošnje energije za 20 - 80 posto kod konvencionalnih vozila pogonjenih fosilnih gorivima u odnosu na električna vozila, uspoređujući pri tomu vozila jednakih težina i performansi (20% = dizel – olovo usporedba, 80% = benzin – litij usporedba).
Emisije CO2
Električna vozila generiraju znatno niže emisije CO2 i drugih stakleničkih plinova i štetnih polutanata nego što je to u slučaju konvencionalnih vozila.
Na osnovi „Tank-To-Wheel“ potrošnje, električna vozila ne proizvode štetne i stakleničke plinove te samim time značajno smanjuju zagađenja u odnosu na konvencionalna vozila.
Ukoliko se razmotri ukupna proizvodnja emisija CO2 na osnovi „Well-To Wheel“ potrošnje goriva, dakle od proizvodnje primarne energije pa do konačne prenesene na kotače vozila, električna vozila u prosjeku proizvode tek polovicu emisija CO2 u usporedbi s konvencionalnim vozilima . Pri tomu je u usporedbi za proizvodnju električne energije uzet u obzir tipični miks primarnih oblika energije, raspoloživih na europskom tržištu.
Prosječna emisija stakleničkih plinova po kWh proizvedene električne energije u 2006. godini u EU iznosila je 443 gCO2/kWh, dok je u Hrvatskoj u 2008. godini ta ista emisija iznosila 550 gCO2/kWh proizvedene električne energije.
Uzimajući u obzir prosječnu potrošnju finalne energije električnih vozila u iznosu od 12,5 kWh/100km te prosječne emisije CO2 po kWh proizvedene električne energije u nekim zemljama članicama EU-a dobivene su specifične emisije CO2 po prijeđenom kilometru.
Europska unija provodi jasnu politiku održivog prometnog sustava upravo kroz uvođenje vrlo egzaktnih ciljeva vezanih uz ograničenje emisija stakleničkih plinova, a poglavito ugljičnog dioksida, s vremenskim horizontom do 2020. godine.
Podizanje konkurentnosti transportnog sustava
Korištenjem električnih vozila se u dugoročnoj perspektivi očekuje znatno povećanje konkurentnosti prometnog sektora i to prvenstveno zbog nižih troškova korištenja vozila tijekom ukupnog životnog vijeka. S obzirom na ograničenost zaliha naftnih derivata, za očekivati je da će ionako izuzetno volatilna cijena naftnih derivata nastaviti rasti. Cijena električne energije također će rasti u budućnosti, no zasigurno znatno konzervativnije od cijena naftnih derivata.Električna vozila su trenutno skuplja od konvencionalnih i to uglavnom zbog danas relativno skupih baterija. No, svjetski proizvođači baterija najavljuju drastično smanjenje troškova proizvodnje baterija u bližoj budućnosti.
Električna vozila su već danas u mogućnosti ponuditi povoljniju ukupnu cijenu (engl. Total Cost of Ownership), ukoliko niži operativni troškovi nadilaze viši trošak kupnje vozila. Stoga korisnici električnog vozila s većom godišnjom kilometražom mogu znatno prije amortizirati ukupnu cijenu električnog vozila u odnosu na konvencionalna.
Infrastruktura i punjenje
Za razliku od svih ostalih alternativnih goriva, električna vozila zahtijevaju znatno manja ulaganja i napore u razvoj infrastrukture za njihovo punjenje. Naime, električna energija je dostupna u svakom kućanstvu, na radnom mjestu, šoping centru ili u centru grada.
U odnosu na postojeći raspored i zastupljenost klasičnih benzinskih postaja za konvencionalna vozila, gustoća zastupljenosti punionica za električna vozila na razini urbanih područja bit će znatno veća. Razlog tome je karakteristika procesa punjenja električnih vozila, koji je znatno duži te može trajati i do 3 sata na punionicama karakterističnim za instalaciju na urbanim površinama (poput javnih parkinga, garaža, trgovačkih centara, kino dvorana, logističkih centara, i dr.). Zbog toga će se u budućnosti za potrebe zadovoljavanje potreba vozila za električnom energijom trebati osigurati znatno veći broj elektro punionica.
Za sada u Republici Hrvatskoj imamo samo dvije javne punionice za Električna vozila u Zagrebu i Zadru opremljene s dvije jednofazne utčnice, snage 3,1 kW.
U načelu postoji nekoliko koncepata punjenja električnih vozila koji se razlikuju na temelju dva isključiva i recipročna parametra: cijena punionice i vrijeme punjenja.
Tehnološka dostignuća današnjice omogućavaju punjenje električnog vozila jednakom, pa čak i većom brzinom u odnosu na konvencionalna vozila putem punionica na principu zamjene baterija. S obzirom na njihovu specifičnost, takve punionice zahtijevaju širi konsenzus svjetske automobilske industrije te je za očekivati da će se njihovo masovno korištenje početi odvijati tek iza 2020. godine.
U posljednje vrijeme su razvijene i punionice za tzv. brzo punjenje putem kojeg se baterije električnih vozila mogu napuniti u roku od 30 minuta. Snage takvih punionica iznose od 50 – 250 kW, a u distribucijskoj mreži se spajaju se na trofaznu razinu napona od 400 V/63 A.
Većina punionica podesnih za instalaciju na javnim gradskim površinama i u garažama omogućava tzv. srednju brzinu punjenja u trajanju do 3 h. Takve punionice moguće je spojiti na trofazni priključak 230V/16A, čija se snaga kreće do 11 kW.
Za očekivati je da će dio vlasnika vozila koji posjeduju vlastite garaže električna vozila puniti kod kuće putem tzv. kućnih punionica, koje omogućavaju punjenje baterije vozila u trajanju od 6 do 8 sati. Kućne punionice se spajaju na standardni jednofazni kućni priključak 230V/16 A, čija se snaga kreće od 2,3 do 3,7 kW.
Smanjenje ovisnosti o naftnim derivatima
Samo manji dio električne energije je proizveden iz naftnih derivata. S druge strane, urbani promet (s dnevnom kilometražom manjom od 50 km) na svjetskoj razini predstavlja od 75 do 80 posto kilometraže automobila te doprinosi s oko 20 posto ukupnoj svjetskoj potrošnji naftnih derivata.
Zbog toga bi se svjetska potrošnja naftnih derivata smanjila za 20posto ukoliko bi sav urbani promet bio supstituiran s električnim vozilima. Time bi se značajno smanjila ovisnost o naftnim derivatima.
Harmonizacija s jedinstvenom europskom prometnom politikom
Cilj europske politike razvoja održivog transporta je uspostava jedinstvenog prometnog sustava koji će zadovoljavati socijalne i gospodarske potrebe za mobilnošću ekonomskih sustava uz istovremeno udovoljavanje sve strožim ekološkim kriterijima.
Europska unija prepoznala je problem ekspanzivnog rasta prometnog sektora, a samim time i njegova negativnog utjecaja na okoliš. Kako bi se postavili temelji razvoja održivog transportnog sustava, donesena je direktiva 2009/33/EC o promociji čistih i energetski učinkovitih vozila. Cilj direktive je, osim promocije vozila spomenutih karakteristika, i obvezati sve ključne sudionike na standardizaciju vozila i infrastrukture te raznim poticajnim mjerama osigurati potrebnu razinu potražnje radi smanjenja proizvodne cijene vozila.
Nastavno na direktivu 2009/33/EC, krajem travnja 2010. godine donesena je europska Strategija za čista i energetski učinkovita vozila (COM(2010)186 final). Strategija predstavlja adekvatan i tehnološki neutralan institucionalno – politički okvir kojim će se poduprijeti penetracija čistih i energetski učinkovitih vozila u nadolazećem desetljeću.
Pri tome se Strategijom paralelno podupiru dva smjera i to: razvoj čistih i energetski učinkovitijih vozila na konvencionalni pogon s motorom na unutrašnje izgaranje (poglavito s pogonom na biogoriva, UNP i SPP) te potpora razvoju novih tehnologija s ultra niskim negativnim utjecajem na okoliš (elektromobili i vozila s pogonom na vodikove ćelije).
Dok je paradigma o uvođenju biogoriva u promet već dobro poznata (10% biogoriva u prometu do 2020. godine obveza je svih zemalja članica EU-a), najnoviji rezultati studije (IHS – Global Insight: Battery Elelctric and Plug – in hybrid Vehicles Study), provedeni uoči donošenja Strategije, ukazuju na očekivanu penetraciju elektromobila u iznosu od 1 do 2 posto do 2020. godine, odnosno 11 – 30 posto do 2030. godine od ukupnog broja novo prodanih automobila.
Što se pak tiče penetracije tzv. plug–in hibrida njihov tržišni udio se procjenjuje na oko 2 posto do 2020. godine, odnosno 5 – 20 posto do 2030. godine u ukupnom broju novo prodanih automobila. Navedeni trendovi predstavljaju prosječni potencijal europskog tržišta, a budući da još uvijek ne postoji egzaktan cilj kojem će se jedinstveno stremiti, dovitljivost i proaktivnost pojedinaca kao i organizacija na pojedinim tržištima, omogućit će stjecanje komparativnih prednosti kako na domaćem tako na regionalnom, ali i globalnom tržištu.
Republika Hrvatska je krajem 2009. godine donijela i usvojila Strategiju energetskog razvoja (NN br. 130/09). Strategija energetskog razvoja u sektoru prijevoza može se realizirati kroz povećanje energetske učinkovitosti, promoviranje štednje energije i korištenje goriva iz obnovljivih izvora. Sukladno strateškim ciljevima, raznim mjerama će se poticati primjena vozila s emisijama ispod 120 g CO2/km, električna vozila, hibridna vozila (za pravne i fizičke osobe) putem subvencije investicija, ali i osiguravanjem besplatnih parkirnih mjesta, pravom na korištenje žutih traka i slično.
Više informacija na našim stranicama :
http://solarserdar.blogspot.
http://solarserdar.blogspot.
HRVATSKI CENTAR OBNOVLJIVIH IZVORA ENERGIJE (HCOIE)
ponedjeljak, 5. rujna 2011.
Change a magnetic field to generate electricity CCRES
CROATIAN CENTER of RENEWABLE ENERGY SOURCES
What if we used the kinetic energy from fast moving vehicles to change a magnetic field to generate electricity? Apply the same methodology to high-speed rails and you’ve got yourself a new power source sort of speak. Benefits? Higher efficiency of generating electricity, relatively simple installation and infrastructure, no pollution and it’s not affected by most weather conditions.
Designer:Fang-Chn Tsai F
More info about RES & EE on solarserdar@gmail.com
CROATIAN CENTER of RENEWABLE ENERGY SOURCES (CCRES)
ponedjeljak, 18. srpnja 2011.
Electric Vehicles (EVs) by CCRES
CROATIAN CENTER of RENEWABLE ENERGY SOURCES
promotes
Electric vehicles (EVs) are propelled by an electric motor (or motors) powered by rechargeable battery packs. Electric motors have several advantages over internal combustion engines (ICEs):
- Energy efficient. Electric motors convert 75% of the chemical energy from the batteries to power the wheels—internal combustion engines (ICEs) only convert 20% of the energy stored in gasoline.
- Environmentally friendly. EVs emit no tailpipe pollutants, although the power plant producing the electricity may emit them. Electricity from nuclear-, hydro-, solar-, or wind-powered plants causes no air pollutants.
- Performance benefits. Electric motors provide quiet, smooth operation and stronger acceleration and require less maintenance than ICEs.
- Reduce energy dependence. Electricity is a domestic energy source.
EVs face significant battery-related challenges:
- Driving range. Most EVs can only go about 100–200 miles before recharging—gasoline vehicles can go over 300 miles before refueling.
- Recharge time. Fully recharging the battery pack can take 4 to 8 hours. Even a "quick charge" to 80% capacity can take 30 min.
- Battery cost: The large battery packs are expensive and may need to be replaced one or more times.
- Bulk & weight: Battery packs are heavy and take up considerable vehicle space.
However, researchers are working on improved battery technologies to increase driving range and decrease recharging time, weight, and cost. These factors will ultimately determine the future of EVs.
Tesla Roadster
-
Nissan LEAF
-
Mitsubishi iMiEV
-
Dodge Circuit
-
MINI E
-
Tesla Model S
-
Ford Focus EV
-
Audi R8 e-Tron
-
Aptera 2e
CROATIAN CENTER of RENEWABLE ENERGY SOURCES
Pretplati se na:
Postovi (Atom)