Opel has released several electric vehicles based on the Meriva model to participate in the MeRegioMobil project together with other automakers, component suppliers and energy companies. The goal is to evaluate the practicality of an electric vehicle in everyday life, to test new battery charging technologies (including those from renewable sources, wind and solar), and also to explore the principle of two-way energy exchange, when an electric vehicle serves as a kind of electric reservoir and, if necessary, is able to give electrons back into a shared network
Opel has released several electric vehicles based on the Meriva model to participate in the MeRegioMobil project together with other automakers, component suppliers and energy companies. The goal is to evaluate the practicality of an electric vehicle in everyday life, to test new battery charging technologies (including those from renewable sources, wind and solar), and also to explore the principle of two-way energy exchange, when an electric vehicle serves as a kind of electric reservoir and, if necessary, is able to give electrons back into a shared network. Opel has released several electric vehicles based on the Meriva model to participate in the MeRegioMobil project together with other automakers, component suppliers and energy companies. The goal is to evaluate the practicality of an electric vehicle in everyday life, to test new battery charging technologies (including those from renewable sources, wind and solar), and also to explore the principle of two-way energy exchange, when an electric vehicle serves as a kind of electric reservoir and, if necessary, is able to give electrons back into a shared network.
MONEY FOR AIR
According to experts, in the near future no breakthrough in the development of battery technology is expected. “In the next five years, batteries will not become lighter and more compact,” says Manfred Herman, Opel’s lead electronic systems engineer. “In order to drive five hundred kilometers, like on a gas tank, almost 800 kg of lithium-ion batteries will have to be placed on board.”
For several decades, electrical engineers, together with motorists, have been struggling with a new generation of power sources - lithium-air. But only after a couple of years will samples ready for sea trials appear. And mass production will begin no earlier than 2020. The reason is the slow progress of the processes in the batteries. Molecules are now accelerating superpowerful computers, simulating processes inside batteries, and in reality, suitable catalytic substances will be needed, the search for which is now being actively conducted. But the indicators promise fantastic: with comparable mass and size, the energy reserve is an order of magnitude greater than that of lithium-ion ones.
Compare the batteries of different generations: with the same capacity of 16 kW • h, the lead block installed on the first generation EV1 is almost three times heavier than lithium-ion for Ampere. However, with the same supply of electricity, a veteran travels at least twice as long. So much for the progress
Compare the batteries of different generations: with the same capacity of 16 kW • h, the lead block installed on the first generation EV1 is almost three times heavier than lithium-ion for Ampere. However, with the same supply of electricity, a veteran travels at least twice as long. So much for the progress! Compare the batteries of different generations: with the same capacity of 16 kW • h, the lead block installed on the first generation EV1 is almost three times heavier than lithium-ion for Ampere. However, with the same supply of electricity, a veteran travels at least twice as long. So much for the progress!
However, there is a flip side to the coin. In order to quickly (at least for several hours!) Charge more capacious lithium-air batteries, the “electric stations” already under construction will not work. We need much more powerful installations, which will require the restructuring of the entire existing electrical network. I'm not talking about the fact that the missing kilowatts must be not only summed up and distributed, but also "obtained." By the way, you will have to forget about home gas stations: household networks will not pull up heavy-duty charges, and with the help of the installations that are now attached to electric cars, it will take several days to replenish the battery with a capacity of 100–120 kW • h.
FOR REFUELING BECOME
The European plan for the development of a network of gas stations is planned until 2020 and draws 3 billion euros. Within three years, it is planned to build 150 thousand stations where you can recharge the batteries - such resources are designed for approximately 115 thousand produced electric vehicles and rechargeable hybrids. Five years later, there will be five times as many gas stations (excluding "home" points), and an army of cars calling at them will reach a million.
There are no uniform world standards for the equipment of electric vehicles and rechargeable hybrids (one of them, "Opel-Ampere, " in the photo) is not. In Europe, America, Japan have their own standards. Perhaps with the beginning of mass production of machines they will be unified
There are no uniform world standards for the equipment of electric vehicles and rechargeable hybrids (one of them, "Opel-Ampere, " in the photo) is not. In Europe, America, Japan have their own standards. Perhaps with the beginning of mass production of machines they will be unified. There are no uniform world standards for the equipment of electric vehicles and rechargeable hybrids (one of them, "Opel-Ampere, " in the photo) is not. In Europe, America, Japan have their own standards. Perhaps with the beginning of mass production of machines they will be unified.
Ideally, drivers of cars with an internal combustion engine and cars with an electric motor should spend equal time at the gas station. Today, for an electric car to travel 100 km, charging from a single-phase 220-volt network (power 3.7 kW) takes about six hours, from a three-phase 360-volt (11 kW) - a little more than one and a half. And if you double the power, the recharge of the battery will last no longer than a lunch break with a cup of coffee. Agree, it’s already quite comfortable.
But the ideal that they strive for is to charge the battery in three minutes. True, such a lightning gas station so far seems more like an episode from a science fiction novel. After all, this process requires heavy-duty chargers (more than 500 kW), and additional effective cooling of the batteries will be required. And this threatens not only expensive changes in the design of electric vehicles, but also a radical restructuring of the energy system as a whole.
The first serial electric car "GM" released in 1996. A 102-kilowatt engine was installed on EV1, the maximum speed was limited to 129 km / h, and the charge of nickel-metal hydride batteries was enough for 220 km
The first serial electric car "GM" released in 1996. A 102-kilowatt engine was installed on EV1, the maximum speed was limited to 129 km / h, and the charge of nickel-metal hydride batteries was enough for 220 km. The first serial electric car "GM" released in 1996. A 102-kilowatt engine was installed on EV1, the maximum speed was limited to 129 km / h, and the charge of nickel-metal hydride batteries was enough for 220 km.
ONLY WITHOUT HANDS
And if you arrange gas stations everywhere? Non-contact based on the principle of electromagnetic induction are better than others. Two electromagnetic coils: the first, stationary, connected to the mains, the second, receiving, installed on the car. The machine calls in for charging, the electromagnetic field of the stationary coil induces current at the receiver, which flows into the battery.
The offer is not new. Back in the late 1990s, the owner of Opel, the American concern GM, produced the EV1 electric car, one of the modifications of which could be refueled by air. The power of the charger was 6.6 kW, and the contact plate of the receiver was located in front of the hood.
Although the principle of contactless charging has remained the same, designs over the past decade have taken a sweeping step forward. Increased power, reduced charging time, efficiency increased to 90%, and the process is almost completely automated. In addition, systems embedded in the roadway are now being tested. For example, an electric car stops at a crossroads and is recharged with electric energy. If you roll coils into the asphalt in the parking lots of taxis or buses, then the possibility of free movement of this vehicle will increase dramatically.
One of the options for recharging an electric car in the near future. No wires or sockets - electricity is transmitted through the air. The driver leaves the cabin only to enter a personal code. And a little later, this operation will be carried out automatically
One of the options for recharging an electric car in the near future. No wires or sockets - electricity is transmitted through the air. The driver leaves the cabin only to enter a personal code. And a little later, this operation will be carried out automatically. One of the options for recharging an electric car in the near future. No wires or sockets - electricity is transmitted through the air. The driver leaves the cabin only to enter a personal code. And a little later, this operation will be carried out automatically.
The first developments were sensitive to the distance between the transmitter and the receiver, while the current ones work smoothly when the ground clearance varies from 100 to 200 mm - suitable for both sports cars and crossovers. However, Opel, together with other automakers, as well as component suppliers, research institutes, is working on a list of requirements for contactless chargers.
For example, the receiver should be located in front of the car, and not between the axles, otherwise when parking across or diagonally to the curb there will be difficulties with the connection. However, the task of accurately placing one electromagnetic coil over another in the near future will most likely be entrusted to a parking assistant.
Aircraft sometimes fill up in the air, but is it possible to charge cars on the go? It turns out that scientists are already experimenting with dynamic contactless refueling. True, while they charge cars only at low speed, but this is a great success in electrifying all roads. When voltage strips appear on city streets and highways, the main problem of the electric car - power reserve - will go down in history forever.
Several years ago, in the US state of Michigan, GM opened the largest battery development and testing laboratory in the United States. All information about the production and operation of electric vehicles, hybrids and models on the concern's fuel cells flocks here
Several years ago, in the US state of Michigan, GM opened the largest battery development and testing laboratory in the United States. All information about the production and operation of electric vehicles, hybrids and models on the concern's fuel cells flocks here. Several years ago, in the US state of Michigan, GM opened the largest battery development and testing laboratory in the United States. All information about the production and operation of electric vehicles, hybrids and models on the concern's fuel cells flocks here.
The cost of operating cars with different types of engines:
