E-mobile, Electromobile
Body Technologies
The technologies used in the electromobile body have been applied for a long time, but no car manufacturer has used them to completely manufacture the entire body, including the load-bearing frame.
The body is an integral monocoque design made of polypropylene-based composite materials reinforced by fiberglass threads that are 20-30 mm long. In addition, the technological process includes additional 3D-reinforcement of any strained parts by the use of continuous fiberglass. All the body parts are joined in several ways (by welding, gluing, etc.) making a solid monocoque. Body weighs 30-40% less as compared to metal bodies. The crucial point is that despite the light weight of body, its safety level is very high due to the ability of material to absorb the impact energy.
The same polypropylene is used in any external elements that are formed by pressure die-casting, and which therefore can be painted without pre-finishing.
The weight of the polypropylene body is 30-40% less when compared to a full metal body, and yet safety is not compromised
Polypropylene is a hard, heat-resistant and corrosion-proof material that at the same time is relatively cheap. The high capacity of the equipment and the low cost of accessories make the announced ?-mobile prices possible.
AVTOVAZ to present electromobile Ellada
The project company LIOTECH is to present the first operating prototypes of Russian electric transport, equipped with lithium-ion accumulators, including the electromobile Ellada, developed by AVTOVAZ, based in Togliatti, Samara region, at the international forum RUSNANOTECH 2011, news agency Cleandex reports.
The electromobile Ellada with an estate car, full-size salon and standard running gear, is equipped with batteries of the type that Liotech produces. The tests have proven that one-night eight-hour charge of the electromobile from a usual 220 kV socket is sufficient for an urban drive of up to 150 kilometers.
As Igor Burenkov, the director for international relations of AVTOVAZ, said in March 2011, the plant had started testing the electromobile prototypes back then. According to him, series production of AVTOVAZ electromobiles can only start if there are conditions for their operation.
The first electromobile has been developed and assembled based on the station car Lada Kalina and is to be named Ellada, standing for electric Lada. According to a source in AVTOVAZ, tests of the experimental model are to last till the end of the year. Its maximum speed is to be 140 kilometers per hour, speeding to 100 kilometer per hour takes about 12 seconds. 
According to the CarClub, it’s too early to speak of the series production. For that a chain of charge stations needs to be installed in the country, and the Government needs to develop stimulating measures for the buyers of electromobiles.
LIOTECH is a joint venture of the international holding Thunder Sky Limited and Rusnano. LIPTECH was set up in order to launch production of modern lithium-ion batteries in Russia.
Please see details on RUSNANOTECH 2011 international forum, to take place in Moscow on October 26-28 in Moscow, in Marchmont news of October 14, 2011.
The first electromobile Chrysler becomes Dodge Circuit
It seems that Dodge Circuit has won competition among prototypes which could receive honour to become the first electromobile Chrysler. And though the official statement yet was not, in plans of the manufacturer there was already «an electric roadster», as a part of a ruler of cars of 2010.
Constructed on the basis of superficial Lotus Europa and using the parts of the engine taken at UQM, concept more impressing result rather than new Dodge Challenger has shown even. Additional charm to it will give speed: drivers will receive the car dispersed from 240 to 320 km/h in hands. And, though the circle of buyers for the car which is dispersed to hundred less, than for 5 seconds, will be rather limited, the company asserts that investments into manufacture it is required less, than for any other sports electromobile. Besides, thanks to conformity to strict standards Corporate Average Fuel Economy (CAFE), Circuit while will be out of competition.
Porsche – we start to do an electromobile
Several years ago anybody also could not think that company management Porsche will start to discuss occurrence prospects under a cowl of the cars of any other engines, except powerful petrol units. The new epoch however has come. And here already now we can buy diesel Porsche, soon will appear hybrid Porsche. Also it turns out that further – only completely electric Porsche. And in it there is nothing surprising, after all the current technologies allow to exhaust electromobiles with very powerful motors. Besides there are big doubts that new non-polluting Porsche will “eat” only one electricity. Most likely, engineers Porsche will create all the same a hybrid which will have the electromotor and a usual internal combustion engine. But thus accumulators in such car can be recharged from the usual electric socket connection.
From what we have suddenly exorcised it about electric Porsche? Yes simply new director of the company Michael Maht has declared that its firm begins work on such car! Besides, mister Maht has hinted that concept electric Porsche can be shown in the near future though to speak about any concrete dates it has refused.
But the electromobile is yet the most interesting. It appears, mister Maht prepares in some years to increase volumes of output of cars of mark Porsche twice! And, for this purpose Porsche it is necessary to expand seriously a lineup and to present any “accessible” model.
Electromobile
Not buying cars but sharing them – car-sharing is practised in many major cities. And in the electromobile future, city dwellers will use lots of vehicles and infrastructure together – that is the idea of Fraunhofer researchers. In the project „eMobility Together: Vehicles, Data and Infrastructure“ or „GeMo“ for short, researchers are working to make this vision a reality.
Lower emissions, less noise, more quality of life – all good reasons to turn to electricity where mobility is concerned. If the EU has its way, we will all be driving only electric cars in the major cities of Europe by the year 2050. A beautiful goal, but experts are going even further than that: citizens can forego a car of their own and share electric vehicles.
A project goal is to develop technological solutions that make electromobility possible to begin with. The main prerequisite is a well-developed network of publicly accessible recharging infrastructure. An inductive recharging system is even more convenient and quicker than charging through a cable connection. „Cordless charging is the key technology for across-the-board shared mobility. That‘s why we‘re focusing on this development,“ notes project coordinator Florian Rothfuss of the Fraunhofer Institute for Industrial Engineering IAO. He and his team are working on a bidirectional inductive charging system that can draw energy if needed but also feed it back into the shared grid as well. This makes each individual car a tiny storage battery that relieves the grid from high fluctuations. The biggest problems facing electric cars to date have been excessive charge times and a small driving range. To charge vehicles quickly and make them available with the largest possible driving range for the next user, the system will be designed with 22 kW. With this level of output, it takes only about an hour before a car is ready to return to the road. Another benefit of the inductive approach to charging is that it can be integrated into the road surface itself. This way, there are no pillars or boxes to impede traffic.
HuoYun Electromobile, Chinese Smart Fortwo clone!
Stop rubbing your eyes and start cracking up a smile on your lips, cause this is no photoshop, it’s a copyshop! Once again, the Chinese automakers are doing their best to amaze us with there ingenuity ! This time the victim is the Smart Fortwo and the victimizer is Shandong Huoyun, a subsidiary of the Qilu Petrochemical Corporation.
As Autobild reported, Smart boss Ulrich Walker was caught completely off guard when the magazine contacted him about the Chinese plagiarism. While the exterior looks of the car a complete knockoff, the interior and the mechanical parts are different -guess that makes it ok for the Chinese…
Anyway, instead of having a petrol motor, as its name implicates, the HuoYun Electromobile gets an electric motor that’s good enough according to the Chinese to give it a max range of 120 km / 75 miles and a top speed of 50 km/h / 31 mph.
Zero emissions
Lightweight electromobile with ROHACELL® body crosses Australia almost exclusively on wind energy.
Wind Explorer on view in the Innovation Showcase of JEC 2011, Paris.
The Wind Explorer pilot vehicle is a two-seated electromobile that weighs just 200 kilograms and with a range of 400 kilometers per battery charge. The bodywork consists mainly of a carbon fiber composite with ROHACELL® structural foam from Essen, Germany-based Evonik Industries. Its lithium-ion batteries, based on yet another Evonik technology, are charged by a mobile wind turbine or—in exceptional cases—in the conventional way from the power grid.
German extreme sports enthusiasts Dirk Gion and Stefan Simmerer made international headlines with their pioneering 17-day journey across Australia in late January of 2011 in this electric vehicle powered by wind and lithium-ion batteries. The pilots could recharge flat batteries using either a mobile wind turbine or from the grid in the usual way, depending on the wind situation. The wind turbine and a 6-meter-high telescopic bamboo mast are set up within 30 minutes. The Wind Explorer was propelled partly by parasail-style kites in addition to wind power, achieving in this way a maximum speed of about 80 kilometers per hour on the approximately 4,900-kilometer stretch from Albany on the Indian Ocean to Sydney. Only in exceptional cases did the pilots resort to electricity from conventional sources.
Lighter and further
When they built the electromobile, the duo opted for a tried-and-proven lightweight construction material: a sandwich structure of carbon-fiber fabric and a structural core of Evonik’s ROHACELL® polymethacrylimide (PMI) rigid foam. This fiber plastic composite has been used with great success for many years in aircraft, helicopters, trains, and ships, and is also rapidly gaining ground in automotive construction: ROHACELL® structures allow weight savings of 60 percent or more over conventional steel parts. “And every gram of weight saved reduces CO2 emissions in conventional fuel vehicles and increases the range of the electric vehicles of the future,” says Stefan Plass, who is responsible for ROHACELL® business at Evonik, describing the driving force behind developments for the automative industry.
The high rigidity of the foam also improves the inherent rigidity of the components. And thanks to the high thermal resistance of the material, three-dimensional ROHACELL® cores are easily produced by thermoforming with short cycle times.
ROHACELL® is CFC-free and, in compliance with Directive 2000/53/EC on end-of-life vehicles, heavy-metal-free, and is listed in the IMDS. Tests at KTH Aeronautical and Vehicle Engineering in Stockholm and the University of Cranfield, and by Lotus Engineering, testify to its excellent crash properties.
Further information is available at www.rohacell.com
About Evonik
Evonik Industries is the creative industrial group from Germany. In our core business of specialty chemicals, we are a global leader. In addition, Evonik is an expert in power generation from hard coal and renewable energies, and one of the largest private residential real estate companies in Germany. Our company’s performance is shaped by creativity, specialization, continuous self-renewal, and reliability.
Evonik is active in over 100 countries around the world. In its fiscal year 2009 about 39,000 employees generated sales of about €13.1 billion and an operating profit (EBITDA) of about €2.0 billion.
In so far as forecasts or expectations are expressed in this press release or where our statements concern the future, these forecasts, expectations or statements may involve known or unknown risks and uncertainties. Actual results or developments may vary, depending on changes in the operating environment. Neither Evonik Industries AG nor its group companies assume an obligation to update the forecasts, expectations or statements contained in this release.