电动车技术详解：跨学科探索与工程奥秘

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"《电动汽车技术详解》是一本深入探讨电动车辆科技的综合性著作，由詹姆斯·拉明和约翰·劳瑞共同编撰，他们分别来自牛津布鲁克斯大学和英国Acenti设计有限公司。这本书不仅涵盖了电动汽车的核心原理，还涉及到与之相关的科学和工程多个领域，体现了电动汽车技术的跨学科性质。作者在书中表达了对众多给予指导、信息支持和图片贡献的公司和组织的感谢，这些公司的参与使得本书的编写得以顺利进行。内容上，本书详细介绍了电动车辆的工作原理，包括电力驱动系统、电池技术、充电基础设施、能源效率、以及电动汽车对环境的影响等关键知识点。它可能会涉及电动机的类型和性能，电池储能技术的进步，如锂离子电池、固态电池等，以及电池管理系统如何确保电池安全和优化性能。此外，书中还会讨论到电动汽车的控制系统，如电力电子转换器和能量回收系统，这些都是实现高效能和舒适驾驶体验的重要组成部分。书中还会涉及电动汽车的设计和制造过程，包括轻量化材料的应用、模块化设计以及与传统内燃机车辆相比在成本、维护和生命周期内的整体经济性分析。对于政策制定者和行业从业者来说，书中可能还会涵盖电动汽车的政策环境、市场趋势和未来预测，以及充电基础设施的规划和建设策略。版权方面，该书受到《1988年版权、设计和专利法》的保护，未经版权所有者约翰威利父子有限公司授权，任何形式的复制、存储、传播或通过电子、机械、复印、录音、扫描等方式均需遵守相关规定。购买者如有任何版权查询或许可请求，应直接联系出版社的许可部门。《电动汽车技术详解》是一部既全面又深入的参考书籍，旨在为读者提供准确且权威的信息，帮助理解电动汽车技术的各个方面，并为行业专业人士、研究学者和政策制定者提供实用的洞见和指导。"

2 Electric Vehicle Technology Explained

Figure 1.1 New York Taxi Cab in about 1901, a battery electric vehicle (The lady in the picture

is Lillie Langtry, actress and mistress of King Edward VII.) (Photograph reproduced by permission

of National Motor Museum Beaulieu.)

Figure 1.2 Camille Jenatzy’s ‘La Jamais Contente’. This electric car held the world land speed

record in 1899, and was the ﬁrst vehicle to exceed both 60 mph and 100 kph

whereas internal combustion engine vehicles were at the time unreliable, smelly and

needed to be manually cranked to start. The other main contender, the steam engine

vehicle, needed lighting and the thermal efﬁciency of the engines was relatively low.

By the 1920s several hundred thousand electric vehicles had been produced for use as

cars, vans, taxis, delivery vehicles and buses. However, despite the promise of the early

Introduction 3

electric vehicles, once cheap oil was widely available and the self starter for the internal

combustion engine (invented in 1911) had arrived, the IC engine proved a more attractive

option for powering vehicles. Ironically, the main market for r echargeable batteries has

since been for starting IC engines.

1.1.2 T he relative decline of electric vehicles after 1910

The reasons for the greater success to date of I C engine vehicles are easily understood

when one compares the speciﬁc energy of petroleum fuel to that of batteries. The speciﬁc

energy

of fuels for IC engines varies, but is around 9000 Whkg

−1

, whereas the speciﬁc

energy of a lead acid battery is around 30 Whkg

−1

. Once the efﬁciency of the IC engine,

gearbox and transmission (typically around 20%) for a petrol engine is accounted for, this

means that 1800 Whkg

−1

of useful energy (at the gearbox shaft) can be obtained from

petrol. With an electric motor efﬁciency of 90% only 27 Whkg

−1

of useful energy (at

the motor shaft) can be obtained from a lead acid battery. To illustrate the point further,

4.5 litres (1 gallon

) of petrol with a mass of around 4 kg will give a typical motor car a

range of 50 km. To store the same amount of useful electric energy requires a lead acid

battery with a mass of about 270 kg. To double the energy storage and hence the range

of the petrol engine vehicle requires storage for a further 4.5 litres of fuel with a mass

of around 4 kg only, whereas to do the same with a lead acid battery vehicle requires an

additional battery mass of about 270 kg.

This is illustrated in Figure 1.3. In practice this will not double the electric vehicle

range, as a considerable amount of the extra energy is needed to accelerate and decelerate

the 270 kg of battery and to carry it up hills. Some of this energy may be regained

through regenerative breaking, a system where the motor acts as a generator, braking the

vehicle and converting the kinetic energy of the vehicle to electrical energy, which is

returned to battery storage, from where it can be reused. In practice, when the efﬁciency

of generation, control, battery storage and passing the electricity back through the motor

and controller is accounted for, less than a third of the energy is likely to be recovered.

As a result regenerative breaking tends to be used as much as a convenient way of

braking heavy vehicles, which electric cars normally are, as for energy e fﬁciency. For

lead acid batteries to have the effective energy capacity of 45 litres (10 gallons) of petrol,

a staggering 2.7 tonnes of batteries would be needed!

Another major problem that arises with batteries is the time it takes to recharge them.

Even when adequate electrical power is available there is a minimum time, normally

several hours, required to r e-charge a lead acid battery, whereas 45 litres of petrol can be

put into a vehicle in approximately one minute. The recharge time of some of the new

batteries has been reduced to one hour, but this is still considerably longer than it takes

to ﬁll a tank of petrol.

Yet another limiting parameter with electric vehicles is that batteries are expensive, so

that any battery electric vehicle is likely not only to have a limited range but to be more

expensive than an internal combustion engine vehicle of similar size and build quality.

‘Speciﬁc energy’ means the energy stored per kilogram. The normal SI unit is Joule per kilogram (Jkg

−1

). However, this

unit is too small in this context, and so the Watthour per kilogram (Whkg

−1

) is used instead. 1 Wh = 3600 J.

British gallon. In the USA a gallon is 3.8 litres.

Introduction 5

lines the buses can run from their own batteries. The downside is, of course, the expensive

rather ugly supply lines which are needed and most trams and trolley bus systems have

been removed from service. Modern inductive power transfer systems may overcome

this problem.

Early on in the development of e lectric vehicles the concept was developed of the

hybrid vehicle, in which an internal combustion engine driving a generator is used in

conjunction with one or more electric motors. These were tried in the early 20th c entury,

but recently have very much come back to the fore. The hybrid car is one of the most

promising ideas which could revolutionise the impact of electric vehicles. The Toyota

Prius (as in Figure 1.11) is a modern electric hybrid that, it is said, has more than dou-

bled the number of electric cars on the roads. There is considerable potential for the

development of electric hybrids and the idea of a hybrid shows considerable promise for

future development. These are further considered in Section 1.3.2 below.

1.1.3 Uses for which battery electric vehicles have remained popular

Despite the a bove problems there have always been uses for electric vehicles since the

early part of the 20th century. They have certain advantages over combustion engines,

mainly that they produce no exhaust emissions in their immediate environment, and sec-

ondly that they are inherently quiet. This makes the electric vehicle ideal for environments

such as warehouses, inside buildings and on golf courses, where pollution and noise will

not be tolerated.

One popular application of battery/electric drives is for mobility devices for the elderly

and physically handicapped. Indeed, in Europe and the United States the type of vehicle

shown in Figure 1.4 is one of the most common. It can be driven on pavements, into

shops, and in many buildings. Normally a range of 4 miles is quite sufﬁcient but longer

ranges a llow disabled people to drive along country lanes. Another vehicle of this class

is shown in Figure 11.2 of the ﬁnal chapter.

They also retain their efﬁciencies in start-stop driving, when an internal combustion

engine becomes very inefﬁcient and polluting. This makes electric vehicles attractive for

use as delivery vehicles such as the famous British milk ﬂoat. In some countries this has

been helped by the fact that leaving an unattended vehicle with the engine running, for

example when taking something to the door of a house, is illegal.

1.2 Developments Towards the End of the 20th Century

During the latter part of the 20th century there have been changes which may make the

electric vehicle a more attractive proposition. Firstly there are increasing concerns about

the environment, both in terms of overall emissions of carbon dioxide and also the local

emission of exhaust fumes which help make crowded towns and cities unpleasant to live

in. Secondly there have been technical developments in vehicle design and improvements

to rechargeable batteries, motors and controllers. In addition batteries which can be refu-

eled and fuel cells, ﬁrst invented by William Grove in 1840, have been developed to the

point where they are being used in electric vehicles.

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