The Renault-Nissan Alliance and the Portuguese consortium MOBI.E Tech have partnered for the promotion of electric mobility in Portugal, one of the first countries in the world to adopt a countrywide electric mobility policy.  MOBI.E will include charging stations accessible to all electric vehicle brands. The stations will be installed all over [...]]]>

Nissan Leaf EV

The Renault-Nissan Alliance and the Portuguese consortium MOBI.E Tech have partnered for the promotion of electric mobility in Portugal, one of the first countries in the world to adopt a countrywide electric mobility policy.  MOBI.E will include charging stations accessible to all electric vehicle brands. The stations will be installed all over Portugal, in places such as public car parks, shopping centers, hotels, airports and gasoline stations. Electric vehicle users will require only an identification card to access the network, regardless of the charging station location, providing a quick and seamless experience.

The network will have normal charging points which will be able to charge an electric vehicle in 6 to 8 hours, using wind energy produced during the night, as well as rapid charging points which will charge an electric vehicle in less than 30 minutes. 

“The Renault-Nissan Alliance believes that the true measure of electric mobility success is total customer satisfaction. Our partnership with MOBI.E Tech will ensure that all electric vehicle customers in Portugal are given the highest-quality charging experience possible,” said Emmanuel Delay, Senior Vice President of Administration and Finance at Nissan International SA.

“We congratulate the Portuguese government and the MOBI.E Tech consortium that were able to develop this project which we expect to become a world-class benchmark. We are commited to jointly studying the best way to promote this project for the success of electric mobility in Portugal,” said José Caro de Sousa, General Manager of Renault Portugal.  MOBI.E Tech is actively working towards deploying the MOBI.E model and underlying technology in other countries. “We do believe that the creation of an integrated, fully interoperable pan-European charging system, open to multiple energy providers, network charging operators, automobile constructors and other added-value service providers, will be one of the key challenges to the adoption of EVs on a massive scale.

MOBI.E Tech software platform was architected from the beginning to support such a multiple-entity complex environment”, said Fernando Baptista, General Manager of MOBI.E Tech. The LOI follows the Agreement signed between the Renault-Nissan Alliance and Portugal in 2008 for the implementation of a nationwide electric mobility program in the country. The agreement calls for 1,300 vehicle charging points by 2011 and the supply of electric vehicles by the Renault-Nissan Alliance, starting with the Nissan LEAF in December 2010.

Battery systems, chargers, wheel hub motors – in the cars of the future, what will the components look like, and how will they interact with each other? Fraunhofer researchers are engineering the parts for electric vehicles and testing them on »Frecc0«, their demonstration vehicle. In a multi-disciplinary [...]]]>

Fraunhofer wheel hub motor on "freccO" demo vehicle

Battery systems, chargers, wheel hub motors – in the cars of the future, what will the components look like, and how will they interact with each other? Fraunhofer researchers are engineering the parts for electric vehicles and testing them on »Frecc0«, their demonstration vehicle. In a multi-disciplinary collaborative effort, 33 Fraunhofer institutes are working together on the diversity of issues that surround »electromobility.« The goal is to help companies speed up their pace of innovation.

A lot’s going to change with the transition to electric cars: The automotive industry will no longer manufacture certain parts for vehicles, yet new ones will take their place instead. Utility companies will need modified business models and fee structures for supplying electricity to vehicles. In Germany, electromobility must be expedited on a systematic and holistic basis, and must be seen from the perspective of a complex system. Fraunhofer is working on all angles of electromobility: Designs, system integration, energy generation and distribution, storage technologies and a whole lot more. The expertise is uniquely available at the Fraunhofer-Gesellschaft and bundled into their consortium »Fraunhofer System Research on Electromobility,« as Professor Ulrich Buller, Senior Vice President for Research Planning, points out. The goal of the Fraunhofer researchers is to develop prototypes for hybrid and electric vehicles, in order to support the German automotive industry as it makes the crossover to electromobility. The German federal ministry for education and research BMBF is funding these plans with a total of 44 million euro from Economic Stimulus Programs I and II.

Demonstration vehicle as scientific test platform

 The researchers in the group project are therefore not only working on new parts, but also on an electrically operated demonstration model, the »Frecc0«, which is the abbreviation for »Fraunhofer e-concept car Type 0«. Currently under construction, this vehicle serves as a scientific integration platform and will indeed demonstrate the system competency of Fraunhofer institutes. Automobile manufacturers and suppliers can also use the »Frecc0« to test new components jointly with the Fraunhofer institutes starting in 2011. The basis is an existing car: The new Artega GT from Artega Automobil GmbH provides an ideal platform for the integration of Fraunhofer components. For example, researchers can test how a crash-proof battery system, a wheel hub motor and a battery charger behave in the car as a total system.

Networked research on the battery system

The experts from eleven Fraunhofer institutes are working at full speed on the battery system: It’s no easy task, because the batteries and electrical systems in the vehicle are subject to the toughest standards. They must be safe, durable and efficient. And the driver must be able to tell at any time how much farther he can get before the battery needs a recharge. He also wants to know about traffic hold-ups so that, if necessary, he has enough time to find a service station. Whereas it is easy to determine the filling level of a gas-powered vehicle, this is not so easy with the battery of an electric car. A lithium-ion battery system mostly consists of several hundred cells, and they do not always run down at an equal pace. And if isolated cells break down or no longer deliver the intended capacity, then the entire battery may be affected.

To counter these problems, elaborate, cross-networked battery management systems are used, as well as a higher-level energy management system. Researchers are developing such a system, which until now, has only existed in prototypes – for stationary battery systems, at that. Project manager Dr. Matthias Vetter of the Fraunhofer Institute for Solar Energy Systems ISE in Freiburg, who is coordinating the plan, explains the basic principle this way: »Within fractions of seconds, the electronics measure the line-to-line current, the single cell voltage and the temperature of each cell, and from this determine their state of charge and state of health. This way, a determination can be made for each cell on the threat of overload, excessive discharge, overheating or premature aging.«

One challenge that scientists face is being able to determine reliable values during continuous operation. For the most part, the data cannot be captured here in the quality required. One has to draw conclusions regarding the actual measured values and internal conditions – like state of charge and state of health – based on defective measurements. Vetter explains this complex car battery system: »It contains two strings, each with eight modules of twelve cells. For controlling, a total of 16 interlinked battery management systems are used. They communicate with an energy management system integrated into the battery pack via a databus widely used throughout the automotive industry – a CAN (Controller Area Network). For example, the system can equalize differing charge statuses of the cells, and thus always provide maximum capacity and energy. At the same time, it can also issue forecasts.« The electronics also measure the onward and reverse flow temperatures of the attached cooling circuit. On the one hand, the pump should ensure that no overheating occurs; on the other hand, it should consume as little energy as possible itself. To do so, the system also controls the cooling circuit by means of a model-based regulator, thus optimizing energy consumption, lowering peak temperatures, and increasing reliability.

At the same time, the system takes over communication with the vehicle. For instance, it submits forecast reports on distances and threshold values, both for drive control as well as for charging operations. In addition, it monitors itself to determine if the desired power violates critical current and voltage limits. Then, at any time, the driver can read from the instrument panel how far he needs to drive until the battery has to be recharged.

Even in an accident, the system takes precautions: Through its circuit breaker, the higher level energy management is capable of shutting down the battery either in its entirety, or just line-by-line. This could be necessary if individual cells overheat, suffer an internal short circuit or have gone completely dead. Even in the event of an accident, safeguards must be taken to make sure the car’s body is not exposed to any live voltage, so that emergency rescue squads can open the car without risk. This is guaranteed by the appropriate sensors.

The scientists bring in their expertise – from designing the battery system to safety tests; from the connection technology through to recycling. Through shared efforts, it is possible to rapidly accelerate research projects, and swiftly usher the results to market-ready condition. Because if German industry intends to hold its ground against the international competition, it has to move its pace of innovation to the fast track.

For more information on their research projects, visit their website.

Such metals, needed to make key components for wind turbines and photovoltaics to the battery packs of hybrid cars, fuel cells and energy efficient lighting systems, exist [...]]]> Moving the global economy towards environmentally-friendly, clean technologies will increasingly hinge on rapid improvements in the recycling rates of so called “high-tech” specialty metals like lithium, neodymium and gallium.

Such metals, needed to make key components for wind turbines and photovoltaics to the battery packs of hybrid cars, fuel cells and energy efficient lighting systems, exist in nature in relatively small supplies or in discreet geographical locations.

Yet despite concern among the clean tech industry over scarcity and high prices, only around one per cent of these crucial high-tech metals are recycled, with the rest discarded and thrown away at the end of a product’s life.

Unless future end-of-life recycling rates are dramatically stepped up these critical, specialty and rare earth metals could become “essentially unavailable for use in modern technology”, warn experts.

These are among the preliminary findings of a new report entitled Metals Recycling Rates to be issued by the International Panel for Sustainable Resource Management hosted by the UN Environment Programme (UNEP).

The report, the final version of which is to be published later in the year, also underlines the big energy and climate change gains that could be achieved if greater end-of-life recycling rates of more commonly known metals were achieved.

Metals such as iron and steel, copper, aluminum, lead and tin enjoy recycling rates of between 25 per cent and 75 per cent globally, with much lower rates in some developing economies.

Boosting those further through better collection systems and recycling infrastructure, especially in developing countries, could save millions if not billions of tonnes of greenhouse gas emissions while also generating potentially significant numbers of green jobs.

This is because recycling metals is between two and ten times more energy efficient than smelting the metals from virgin ores, says the report.

Achim Steiner, UN Under-Secretary-General and UNEP Executive Director, said: “Urgent action is now clearly needed to sustainably manage the supplies and flows of these specialty metals given their crucial role in the future health, penetration and competitiveness of a modern high-tech, resource-efficient Green Economy”.

“Boosting end-of-life recycling rates not only offers a path to enhancing those supplies and keeping metal prices down, but can also generate new kinds of employment while ensuring the longevity of the mines and the stocks found in nature,” he added.

“Meanwhile, improving the recycling rates of common, mass-produced metals such as copper and steel could also play an important part in meeting climate change targets and keeping the global temperature rise below 2 degrees C by 2050. There is currently a gap between the ambition of nations and the science amounting to several gigatonnes of CO2. Metals recycling could play a part in helping to bridge that gap,” said Mr Steiner.

Also launched today was another final report called Metals in Society. The two reports, presented during a meeting of the UN’s Commission on Sustainable Development in New York, are part of six being prepared on metals by the Panel.

The Panel is co-chaired by Drs Ashok Kosla from India and Ernst von Weizsacker of Germany and its Working Group on metals is chaired by Thomas Graedel, professor of Industrial Ecology at Yale University.

Professor Graedel said: “One of the phenomena of our modern, industrial age is that increasingly metal stocks are “above ground” in structures such as buildings and ships and products from cell phones to personal computers.”

“For example around 240 kg of copper per person in the United States is now “above ground” and the global total could increase three to nine fold over the coming years given anticipated development patterns,” he said.

“Yet these above ground supplies of both common and specialty metals represent an extraordinary resource for sustainable development not only in terms of supplies but also the opportunity for reducing energy demand while curbing pollution, including rising greenhouse gas emissions,” he added.

Key Findings from Metals in Society and Preliminary Ones from Metals Recycling

• The amount of steel per person in the United States is now 11 to 12 tonnes and in China it is 1.5 tonnes
• World-wide stocks of metals in society have grown such that there is enough copper “above ground” equal to 50 kg per person.
• Since 1932, the amount of copper per person in the United States has grown from 73 kg to close to 240 kg now.
• If this pattern is followed by all countries, the amount of copper and other metals in structures and products would be three to nine times today’s levels.
• The lifetime of copper in buildings is 25 to 40 years whereas in PCs and mobile phones, the in-service lifetime of the metal is less than five years
• For many technology or specialist metals like indium and rhodium, more than 80 per cent of all such metals ever extracted from natural resources have been mined in just the past three decades
• Global demand for metals like copper and aluminum has doubled in the past 20 years
• Lack of adequate recycling infrastructure for WEEE (Waste Electrical and Electronic Equipment) in most parts of the world causes total losses of copper and other valuable metals like gold, silver and palladium.

Producing metals from recycled sources has multiple Green Economy benefits when compared with producing and using primary metals from mines.

These include reduced impacts on the environment including water resources and biodiversity, reduced energy requirements and hence cuts in greenhouse gas emissions, and an opportunity to create new jobs and livelihoods.

Other considerations concern the fact that some of these metals deposits and active mines are confined to certain geographical locations. For example lithium in South America and rare earth metals in China.

Other Key Facts

• Current global steel production uses 1.3 billion tonnes of steel annually, which cause 2.2 billion tonnes of greenhouse gas emissions.
• “Secondary”, reclaimed steel causes 75 per cent less greenhouse gas emissions.
• Emissions from recycled aluminum are about 12 times lower that primary aluminum production.
• Currently only a few metals, such as iron and platinum, have end-of-life recycling rates of 50 per cent or above.
• For each 100 million tonnes of primary steel substituted by secondary or recycled steel, a saving of around 150 million tonnes of CO2 is possible.

The reports cites palladium as an example of the around eight precious metals studied including gold and silver.

Palladium is used in car catalysts, industrial catalysts, and areas such as dentistry and jewelry.

• Currently recycling rates can be as high as up to 90 per cent in industrial applications, with more moderate rates in automotive uses where rates are around 50 to 55 per cent.
• However, in electronic applications recycling rates are just between five and ten per cent, in part because less than 10 per cent of consumer cell phones are recycled properly.

The researchers cite indium as one of close to 40 specialty metals, including rare earth metals, studied.Indium is used in semiconductors, energy efficient light emitting diodes (LEDs), advanced medical imaging and photovoltaics. The report underlines that such metals are crucial for sustainable, clean technologies like renewable energy and advanced batteries.

• Indium is a metal found in low concentrations in nature and as a by-product of zinc ores.
• Strong growth in gross demand is predicted for indium: from around 1,200 tonnes (2010) to around 2,600 tonnes (2020).
• Current recycling rates are thought to be below one per cent, with a similar story for other specialty metals.
• Other specialty metals include tellurium and selenium for high efficiency solar cells, neodymium and dysprosium for wind turbine magnets, lanthanum for hybrid vehicle batteries and gallium for LEDs.

The award to Planar Energy, announced in Washington, [...]]]> (BUSINESS WIRE)–Planar Energy, the developer of large-format, solid-state, ceramic-like batteries at half the cost and triple the performance of lithium-ion batteries, today received a $4,025,373 award from the U.S. Department of Energy, as part of its Advanced Research Project Agency-Energy (ARPA-E) initiative to accelerate transformational energy research projects.

The award to Planar Energy, announced in Washington, D.C., today by Vice President Joe Biden and U.S. Secretary of Energy Stephen Chu at a Recovery Act Cabinet meeting, will support the company’s development of solid-state, high capacity secondary lithium batteries targeted at transportation scale electrical power-storage applications.

“With our breakthrough technology, which couples a fundamental electrolyte materials innovation with our proprietary low-cost, chemical deposition platform and manufacturing process, Planar Energy is creating scalable, environmentally friendly and cost-effective technology that will enable the U.S. transportation industry to reduce reliance on fossil fuels, help reduce greenhouse gas emissions, and reestablish U.S. leadership in energy storage,” said President and CEO Scott Faris.

He added that the DOE award will enable Planar Energy to accelerate the development and commercialization of all solid-state lithium batteries, which will encourage the adoption of plug-in hybrid and all-electric vehicles.

Earlier this month, Planar Energy was one of four companies selected to collaborate in a DOE research-and-development initiative at Oak Ridge National Laboratory (ORNL) to address energy-storage challenges presented by lithium-based batteries.

About Planar Energy

Planar Energy was established in Orlando, Fla., in 2007. It was spun out of the U.S. Department of Energy’s National Renewable Energy Laboratory in Golden, Colo., by Princeton, N.J.-based Battelle Ventures and its Knoxville, Tenn.-based affiliate fund, Innovation Valley Partners (IVP). In 2008, Planar Energy identified a new deposition technology, Streaming Protocol for Electroless Electrochemical Deposition, or SPEED, a high-speed, roll-to-roll deposition process for large-format and high-power ceramic-like batteries. SPEED is dramatically more flexible and scalable than existing methods, allowing Planar Energy to make self-assembled, nano-structured electrolyte and electrode materials with superior chemistries and to overcome production barriers to low-cost solid-state batteries. With the SPEED process, Planar Energy’s solid-state electrolyte materials are deposited as thin films directly on active layers in the battery. This direct film deposition of the film allows building stacks of film on top of each other, eliminating the historic process of having to deposit films on separate substrates and then mechanically join them. In March 2010, University of Central Florida researchers independently confirmed that the company’s new generation of solid-state electrolytes have ionic conductivity metrics comparable to liquid electrolytes used in traditional chemical batteries For more information, visit www.planarenergy.com .

Press Release. To make electric car charging cleaner and less expensive, industry pioneer ZAP (OTC BB: ZAAP) has licensed the Smart Charger Controller technology developed at Pacific Northwest National Laboratory. The technology allows customers to minimize the cost of charging electric vehicles by automatically recharging a vehicle’s battery at times of least demand on the [...]]]>

Source:PNNL

Press Release. To make electric car charging cleaner and less expensive, industry pioneer ZAP (OTC BB: ZAAP) has licensed the Smart Charger Controller technology developed at Pacific Northwest National Laboratory. The technology allows customers to minimize the cost of charging electric vehicles by automatically recharging a vehicle’s battery at times of least demand on the grid and subsequently, least cost to the consumer.

Battelle, an international science and technology organization that manages and operates PNNL for the U.S. Department of Energy, also has granted ZAP the right to sublicense the technology to ZAP Hangzhou. ZAP plans to distribute the new technology as part of its electric vehicle business plan, including through its strategic investor and distribution partner Samyang Optics (008080.KS) of Korea.

How it Works: ZAP Licenses Electric Car Smart Charger Control Technology from Battelle.

“We believe this will put us at the cutting edge of charging station technology,” said Samyang Optics CEO, Christopher Kang. “I feel that this technology is one of the most critical pieces to make electric cars viable on a large scale.”

“ZAP believes the patented smart car charging technology is an important feature to ensure the environmental viability of electric cars,” said ZAP Founder and Director of Business Development, Gary Starr.

PNNL publicly announced the Smart Charger Controller technology last year after completing an earlier assessment that showed America’s existing power grid could meet the needs of about 158 million vehicles, or 70 percent of all U.S. light-duty vehicles, if battery charging was managed to avoid new peaks in electricity demand.

“If a million owners plug in their electric vehicles to recharge after work, it could cause a major strain on the grid,” said PNNL engineer Michael Kintner-Meyer. “The Smart Charger Controller technology could prevent those peaks in demand from plug-in vehicles and enable our existing grid to be used more evenly.”

Owners program the controller to charge at a specific time of day or night or at a set price point. The controller uses a low-range wireless technology to communicate with the power grid and determine the best and cheapest time to recharge vehicles. By charging vehicles during off-peak times, the controller saves consumers money and helps maximize the capacity of the electrical grid during periods of peak demand.

The PNNL smart charge controller has been licensed by ZAP for its electric car charging program in the US, China and Korea.

Previous PNNL studies with household appliances show that “smart” technologies also save the grid from brown-outs with little impact to the consumer. Grid Friendly™ technology inside the Smart Charger Controller senses stress conditions on the grid. When the grid says more power is needed, the controller can temporarily stop charging the vehicle until the stress subsides.

This instant reduction in charging load, multiplied on a large scale with many vehicles, could serve as a shock absorber for the grid and help to incorporate renewable energy like wind and solar. The technology could relieve load instantly and give grid operators time to bring new power generation sources on line to stabilize the grid – a process that usually takes several minutes.

ZAP intends to use the technology for its electric car charging program in the USA, Korea and through its JV in China, ZAP Hangzhou later in 2010.

About Pacific Northwest National Laboratory (PNNL)

Pacific Northwest National Laboratory is a Department of Energy Office of Science national laboratory where interdisciplinary teams advance science and technology and deliver solutions to America’s most intractable problems in energy, national security and the environment. PNNL employs 4,700 staff, has an annual budget of nearly $1.1 billion, and has been managed by Ohio-based Battelle since the lab’s inception in 1965. Follow PNNL on Facebook, LinkedIn and Twitter.

Engineer Michael Kintner-Meyer of Pacific Northwest National Laboratory helped create smart electric car charging control technology

About ZAP Hangzhou

ZAP Hangzhou is a joint venture with Holley Group, the world’s largest volume producer of electric power meters. With backing from venture capital firm Better Worlds International and Cathaya Funds, the goal of the company is to develop electric vehicle and infrastructure technology. With close relationships to public utilities in China, ZAP believes Holley’s leadership will accelerate the adoption of controlled electric car charge technology.

About Holley Group

Holley Group is the parent of Holley Metering Limited, a global leader in electric metering with diversified businesses spanning pharmaceuticals, real estate, telecommunications and IT. Holley employs more than 12,000 people and over 800 R&D personnel worldwide. Headquartered in Hangzhou, Holley operates manufacturing in China, Thailand, Argentina and Uzbekistan. Holley products are sold through offices in major cities throughout China, India as well as South East Asia, and the European markets. For more information, visit http://www.holleymeter.com/en.

About ZAP

ZAP is one of the world’s oldest consumer electric vehicle providers, having delivered over 117,000 of a broad range of electric vehicles to more than 75 countries since 1994. ZAP supplies electric trucks and vans to military and government fleets and is an innovator of electric motorcycles, scooters and ATVs. ZAP supplies some of the only electric city-speed cars and trucks in production today and is leveraging its accrued technology know-how in developing a cost effective high-speed electric car called the ZAP Alias. For further information visit http://www.zapworld.com.

About Better World International, Ltd.

Better World International, Ltd., funded by Cathaya Funds Company, is a BVI company with headquarters in Hong Kong focused on infrastructure technology and services for electric vehicles. It is focused on joint partnerships with the power grid companies in China to build out the recharge station networks for the electric power infrastructure for electric vehicles, and on opportunities with companies that provide the core technologies to enhance electric power train conversion and support of fast charging stations.

Safe Harbor Statement

This press release contains forward-looking statements. Investors are cautioned that such forward-looking statements involve risks and uncertainties, including, without limitation, continued acceptance of the Company’s products, increased levels of competition for the Company, new products and technological changes, the Company’s dependence upon third-party suppliers, intellectual property rights, and other risks detailed from time to time in the Company’s periodic reports filed with the Securities and Exchange Commission. Investors should consider the risk factors described in the Company’s Form 10-K for the fiscal year ended December 31, 2008 and Form 10-Q for the fiscal quarter ended September 30, 2009, as well as other filings.

The Ampera extended-range electric vehicle will use the energy stored in its 16 kWh lithium-ion battery to drive the first stage of the 600 kilometers journey from Rüsselsheim, Germany, to the Geneva Motor Show [...]]]> The first prototype of the production Ampera has received its initial charge of electricity from the newly installed recharging station at Opel’s headquarters.

The Ampera extended-range electric vehicle will use the energy stored in its 16 kWh lithium-ion battery to drive the first stage of the 600 kilometers journey from Rüsselsheim, Germany, to the Geneva Motor Show in Switzerland, without emitting CO2.

At the wheel will be Opel/Vauxhall Director of Electric Vehicle Implementation, Gherardo Corsini. “I am really looking forward to putting a lot of “miles” on our first Ampera prototype during this maiden test on public roads,” said Corsini. “With 370 Nm of instantaneous, electric torque under my right foot, it promises to be an interesting and almost silent drive to Geneva.”

When the battery’s charge is low after around 60 km, the Ampera’s on-board internal combustion engine will start to generate electricity to drive the wheels for the remainder of the journey.

A battery electric vehicle would need to find a recharging station and stop for up to several hours to recharge its depleted battery before continuing the journey. The Ampera, however, brings emission-free electric mobility without the limitations of conventional electric cars. It can drive on seamlessly and without interruption for more than 500 km before plugging into a household socket or filling up with fuel.

The prototype’s long-distance drive from Rüsselsheim to Geneva demonstrates that the five-door, four-seat Ampera can be the primary vehicle in the household, ready to drive anywhere, any time. Series-production of the Opel/Vauxhall Ampera is scheduled to begin at the end of 2011.

Opel’s own bloggers will accompany the Ampera on its first long distance test under real world conditions. Starting at 9:30 a.m. on Sunday, February 28, the blog will give regular updates about the journey to Geneva and continue until March 3, the day before the motor show begins. The blog can be found at:

www.opel.posterous.com

Both the three-wheeled 3R-C concept, which envisions a single occupant vehicle for zero emission commuting, and the EV-N urban concept, draw on Honda’s vast working knowledge of vehicles utilizing electric motors.

This revolutionary three wheeled [...]]]> Honda is unveiling its 3R-C all electric concept vehicle in Geneva, alongside the EV-N concept which is makiing its European debut at the show.

Both the three-wheeled 3R-C concept, which envisions a single occupant vehicle for zero emission commuting, and the EV-N urban concept, draw on Honda’s vast working knowledge of vehicles utilizing electric motors.

This revolutionary three wheeled battery electric vehicle concept shows what a future minimal urban transport vehicle for one person might look like. The battery electric drivetrain is mounted low in the three wheeled chassis, therefore keeping the centre of gravity low and thus improving stability.

The 3R-C has a clear canopy that covers the driver’s seat while it is parked and not in use. When 3R-C vehicle is in motion, the canopy becomes an enveloping wind-shield that provides the pilot, who sits low in the vehicle, with significant protection from the bodywork and doors.

The high sides of the safety shell seat give greater safety to the occupant, reducing the threat from side impacts and improving weather protection. In front of the driver is a lockable boot area, which gives significant secure storage for luggage or other items. The 3R-C’s designers created a flexible cover that surrounds the upper torso to reduce exposure to bad weather and improving comfort.

The 3R-C study was created by European designers working at Honda’s Research and Design facility in Milan.

EV-N

The EV-N concept, which has only previously been shown at the Tokyo Motor Show will make its European debut in Geneva.

The EV-N is a battery electric vehicle study, which evokes the spirit of the diminutive 1967 N360 city car. Honda designers have incorporated Honda’s own solar panels in to the roof of the concept, to charge the car while it is parked. Two of Honda’s U3-X, electric personal mobility devices are attached to the inside of each door. The two-door EV-N concept is envisioned with a Lithium ion battery pack, and small electric motor for predominantly urban use.

Researchers at the Department of Energy’s Oak Ridge National Laboratory have designed, fabricated and demonstrated a PHEV traction drive power electronics system that provides significant mobile power generation and vehicle-to-grid support capabilities.

“The new technology eliminates the separate charging mechanism typically used in PHEVs, [...]]]> An advancement in hybrid electric vehicle technology is providing powerful benefits beyond transportation.

Researchers at the Department of Energy’s Oak Ridge National Laboratory have designed, fabricated and demonstrated a PHEV traction drive power electronics system that provides significant mobile power generation and vehicle-to-grid support capabilities.

“The new technology eliminates the separate charging mechanism typically used in PHEVs, reducing both cost and volume under the hood,” said Gui-Jia Su of ORNL’s Power Electronics and Electric Machinery Research Center. “The PHEV’s traction drive system is used to charge the battery, power the vehicle and enable its mobile energy source capabilities.”

Providing more power than typical freestanding portable generators, the PHEV can be used in emergency situations such as power outages and roadside breakdowns or leisure occasions such as camping. Day-to-day, the PHEV can be used to power homes or businesses or supply power to the grid when power load is high, according to Su.

The charging system concept, which is market ready, could also be used to enhance the voltage stability of the grid by providing reactive power, Su said.

The Power Electronics and Electric Machinery Research Center is DOE’s broad-based research center helping lead the nation’s advancing shift from petroleum-powered to hybrid-electric and plug-in hybrid vehicles. The center’s efforts directly support DOE’s Vehicle Technologies Program and its goal to provide Americans with greater freedom of mobility and energy security while lowering costs and reducing impacts on the environment.

ORNL is managed by UT-Battelle for the U.S. Department of Energy Office of Science.