No full-text available
To read the full-text of this research,
you can request a copy directly from the author.
China Vies to Be World's Leader in Electric Cars
Abstract
T IANJIN, China — Chinese leaders have adopted a plan aimed at turning the country into one of the leading producers of hy brid and all-electric vehicles within three y ears, and making it the world leader in electric cars and buses after that. T he goal, which radiates from the very top of the Chinese government, suggests that Detroit's Big T hree, already struggling to stay alive, will face even stiffer foreign competition on the next field of automotive technology than they do today . "China is well positioned to lead in this," said David T ulauskas, director of China government policy at General Motors. T o some extent, China is making a virtue of a liability . It is behind the United States, Japan and other countries when it comes to making gas-powered vehicles, but by skipping the current technology , China hopes to get a jump on the next. Japan is the market leader in hy brids today , which run on both electricity and gasoline, with cars like the T oy ota Prius and Honda Insight. T he United States has been a laggard in alternative vehicles. G.M.'s plug-in hy brid Chevrolet Volt is scheduled to go on sale next y ear, and will use rechargeable batteries imported from LG in South Korea. China's intention, in addition to creating a world-leading industry that will produce jobs and exports, is to reduce urban pollution and decrease its dependence on oil, which comes from the Mideast and travels over sea routes controlled by the United States Navy .
... Other countries are also investing significantly in developing local electric vehicle industries. By 2006 China had become the world's third largest automotive vehicle manufacturer, after the U.S. and Japan, and is expected to become the world's largest by 2020, and the Chinese government aims to make the country one of the leading producers of hybrid and all-electric vehicles by 2015, and the world leader in electric cars and buses after that (Bradsher 2009). Japan, which has so far proven to be the market leader in green car technologies, is also working hard to preserve its edge. ...
... The technology that is most prevalent in consumer electronics applications is lithium-cobalt oxide (LCO), which is generally considered unsuitable for automotive applications due to inherent safety risks. Sony in fact had to recall many of its laptop batteries in 2006 and 2008 after some overheated and caught fire or exploded (Bradsher 2009). As Figure 13 shows, there is no ultimate chemistry that supersedes others along all parameters. ...
... Their motives for entering the industry are to reduce urban pollution and decrease oil dependence in addition to creating thousands ofjobs and boosting exports. They have set a goal of raising annual production capacity to 500,000 hybrid or all-electric cars and buses by the end of 2011, compared to the estimated 1.1 million hybrid or all-electric light vehicles for Japan and South Korea and 267,000 for the United States (Bradsher 2009). To incentivize drivers to adopt these technologies, China is planning to offer subsidies of up to $8,800 per vehicle to taxi fleets and local government agencies in 13 Chinese cities (Bradsher 2009). ...
Electric vehicles have reemerged as a viable alternative means of transportation, driven by energy security concerns, pressures to mitigate climate change, and soaring energy demand. The battery component will play a key role in the adoption of these vehicles as it defines their cost, range and safety. Advances in lithium-ion battery technology are creating possibilities for electric vehicles to compete with their gasoline counterparts for the first time. However, many challenges remain, the most important of which is cost. This thesis has three main objectives. The first is to describe the evolution of the lithium-ion battery industry up to its current state. Lithium-ion battery technology was first developed in the United States and Europe. Japanese companies were the first to adopt it and commercialize it in the early 1990s, principally for electronics products. Manufacturing capabilities spread to China and Korea in the early 2000s. By the end of the first decade of this century, Southeast Asia was dominating manufacturing of lithium-ion batteries, with 98% of global production. The United States is today investing heavily to create a domestic lithium-ion battery manufacturing capability while Asian battery manufacturers are repositioning themselves to capture the market for electric vehicle batteries. The second objective of the thesis is to describe the current status of supply chain relations between automakers and battery manufacturers, and to understand how these relations might affect automakers' competitiveness. Three types of relationships are coexisting today: vertical integration, partnerships and outsourcing. Some automakers are developing battery packs in-house in vertically integrated organizations, others have forged partnerships with battery suppliers, while others have completely outsourced the development and manufacturing of the battery pack to an external supplier. Each model has its own advantages and drawbacks, and none would appear to be optimal for the entire industry as different automakers have different constraints and objectives. In the near future, knowledge of cell characteristics will be key to developing battery packs. While battery standardization is unlikely, as the technology matures firms will focus more on software and battery integration to establish their competitive edge. Finally, the thesis examines the role of government policy in the industry. Many mechanisms can be used to promote the industrial development of battery technology, both on the supply-side through research funding and the support of manufacturing, and on the demand side though regulatory standards and consumer incentives.
... Dichos vehículos usan principalmente motores sin escobillas por su alta eficiencia y nulo mantenimiento [1]. La producción más importante de motores eléctricos CD (corriente directa) sin escobillas es dada por las fábricas Chinas [2], estas proveen a casi todo el mundo, motores de bajo costo para vehículos pequeños. Sin embargo, estos requieren de controladores costosos. ...
... Donde E representa el voltaje contra electromotriz, definido en (2). ...
El modelamiento de un proceso o una planta es de vital importancia para el diseño de su sistema de control, ya que permite predecir su dinámica y comportamiento ante diferentes circunstancias, entradas, perturbaciones y ruido. El objetivo principal de este trabajo es identificar qué modelo es mejor entre el matemático y el de caja negra para un motor específico de corriente continua sin escobillas de imanes permanentes. Para ello se presenta el modelo matemático de un motor de corriente continua sin escobillas PW16D del fabricante Golden Motor y se compara con su modelo de caja negra, ambos se obtienen a partir de datos experimentales. Dichos datos, el voltaje promedio aplicado y la velocidad angular, se adquieren mediante una tarjeta de adquisición y se importan al ordenador. Las constantes del modelo matemático se estiman mediante un ajuste de curvas basado en algoritmos de mínimos cuadrados no lineales y patrón de búsqueda mediante herramienta computacional. Para la estimación de constantes del modelo matemático mediante mínimos cuadrados no lineales y patrón de búsqueda se obtuvo una bondad de ajuste de 84,88% y 80,48% respectivamente. La bondad de ajuste obtenida por el modelo de caja negra fue de 87,72%. El modelo matemático presentó ligeramente menor bondad de ajuste, pero permite analizar el comportamiento de variables de interés como el consumo de corriente y el torque aplicado al motor. Debido a esto, se concluye que el modelo matemático obtenido mediante datos experimentales del motor sin escobillas PW16D es mejor que su modelo de caja negra.
... Domestic petroleum production in China appears to have peaked. While 75% of electricity production is from coal-burning plants, the central government of China feels the removal of auto emissions from gasolinepowered vehicles has the potential to reduce the severe air pollution within its fast-growing cities. 264 The Chinese Ministry of Industry and Information Technology is currently preparing a 10-year plan to become the worldwide leader in the PEV market. 265 This plan includes building between three to five automobile companies and two to three battery companies into major competitors in their markets, where China currently lacks any such penetration.** ...
This study aimed to measure consumer purchase intention of hybrid cars in India and discussed various factors and previous studies associated with purchase intention of hybrid cars in different nations. The results serve as a reference for automobile companies planning to launch hybrid cars in the near future in India. Five different constructs were extracted from literature for measuring intention to purchase hybrid cars in India, including seeking green products information, self image effects, social value of hybrid car purchase, emissions importance, and social value of green product purchases that is associated with owning a hybrid car in India. Partial least square structural equation modeling was incorporated to establish the relationship model. The results indicate that Indian consumers showed relatively high purchase intention towards hybrid cars. Our analysis found that seeking green product information, social value of hybrid car purchase, and social value of green product purchase is positively associated with hybrid car purchase intention among Indian consumers. However, self image effects and emission importance emerge to be negatively associated with hybrid car purchase intention. Indian consumers are yet to warm up to the idea of purchasing eco friendly cars known as hybrid cars, and it takes a long time to create awareness among Indian consumers towards the advantages of accepting hybrid cars. This study would be helpful for the automobile sector to better understand the various dimensions needed for developing a positive intention towards hybrid cars.
... Many have expressed interest in developing EVs including China. Beijing put forward the goal of becoming a world leader in EVs by 2012 with the aim of creating jobs, reducing urban pollution and decreasing oil dependence (Bradsher 2009b). In order to achieve the goal, the government has allocated large sums of funds to EV research. ...
... As a case in the North America the energy demand reduction in America in 2012 due to mild winter, while under a normal climate the consumption is 1% higher. However, in the European Union increased energy consumption, which is usually 1% lower during normal weather conditions [1][2][3][4][5][6][7][8][9]. The key challenge ahead is the control on the imbalance of the weather variations across the globe making it very difficult to strategize the balance between energy production and utilization. ...
Through the Economic Transformation program the Malaysian Government aims to consider tourism as one of the major contributors to the country's economy and as an industry that imbibe on the principles of environmental responsibility and sustainable development. The growing challenges in the prevention of expansion in agriculture, forestry and aquaculture, and overexploitation of the natural resources, have made ecotourism extremely popular as a solution for developing tourism sites. Ecotourism attracts many people who wish not only to explore natural wonders but also to protect them for future generations. Most of the ecotourism sites are presumably situated far from the conventional energy resources and thus transporting electricity to those areas are discussed as inefficient and unsustainable. However, solar Photo-voltaic (PV) system is clean and alternative energy to suffice the energy demands of eco-tourist sites. This paper puts statements of the energy demand in global and its impact on the traditional fossil fuels and proposes PV as an alternative renewable technology pertaining to the eco-tourism application. The paper especially focuses on solar PV systems which not only could supply the energy demand of tourist sites but can also maintain the image of the ecotourism. A case of a model lodge is used for the study, through the energy demand analysis. A comprehensive review on the PV architecture is presented that derive interest in the implementation of such structure for the case presented.
... Ultimately, expansion of aviation may not be halted by the environmental lobby, but by the lack of availability of low-cost aviation fuel, mainly as a result of the widely-anticipated advent of peak oil (May & Hill, 2006). However, as flying is currently much more dependent on oil-based fuels (Kivits, Charles & Ryan, 2010) than is driving (Zapata, 2010)-because, at least in the foreseeable future, electric aircraft are unlikely to be viable for passenger travel (Gohardani, Doulgeris, & Singh, In Press), whilst electric cars are already widely available and their production is rapidly increasing (Bradsher, 2009)-it is possible that reduced reliance on oil for cars will free-up and save remaining oil based fuel for aviation. We acknowledge this may require a significant change in current consumer attitudes and preferences and perhaps even some government legislation. ...
Reduction of runway incursions has been a top strategic objective for the Federal Aviation Administration (FAA) for the last decade. The purpose of this study was to illuminate the underlying factors contributing to runway incursions using a mixed methods analysis of quantitative Runway Safety Office (RSO) data and qualitative ASRS data. A literature review describes how the FAA RSO categorizes incursions by severity from an air traffic control perspective, primarily based on closest horizontal and vertical proximity of conflicting aircraft; and how the Aviation Safety Reporting System (ASRS) makes no provision for categorization by severity, instead primarily collecting narratives of self-reported pilot experiences. The study compares the existing RSO runway incursion categorization structure with a researcher-developed scheme for ASRS reports using mixed methods to establish if the two categorization schemes could be harmonized to achieve a greater understanding of the contributory elements of runway incursion incidents. The study rated ASRS severities higher than RSO severities, and found a number of emergent themes among ASRS reports that contribute to a more complete understanding of runway incursions.
... Ultimately, expansion of aviation may not be halted by the environmental lobby, but by the lack of availability of low-cost aviation fuel, mainly as a result of the widely-anticipated advent of peak oil (May & Hill, 2006). However, as flying is currently much more dependent on oil-based fuels (Kivits, Charles & Ryan, 2010) than is driving (Zapata, 2010)-because, at least in the foreseeable future, electric aircraft are unlikely to be viable for passenger travel (Gohardani, Doulgeris, & Singh, In Press), whilst electric cars are already widely available and their production is rapidly increasing (Bradsher, 2009)-it is possible that reduced reliance on oil for cars will free-up and save remaining oil based fuel for aviation. We acknowledge this may require a significant change in current consumer attitudes and preferences and perhaps even some government legislation. ...
It is widely believed that the aviation industry contributes to global climate change. Both the industry and its detrimental effect upon the environment are predicted to grow over the next 10-15 years. Although numerous lobby groups have tried to deter people from unnecessary air travel by explaining how aviation is a factor in causing global climate change, few people report they will try to limit the amount of flights that they take. A between-subjects experimental design was used to test whether participants exposed to information about the adverse effect of aviation on the environment desire to fly more than those not exposed to such information. Evidence of a boomerang effect was observed, whereby exposure to information about aviation's contribution to global climate change led to a significant increase in perceived desire to fly.
... In addition, China has adopted the Euro-4 tailpipe emissions standard in major cities to restrict exhaust emissions of new vehicles sold in the market. Very recently, the Chinese government and the private sector have emphasized electric car technology development (Bradsher, 2009). ...
This thesis explores the impacts of neighborhood form and location on household transportation energy use in the context of Jinan, China. From a theoretical perspective, energy use is a derived outcome of activities, and households choose their travel patterns to maximize net utilities subject to constraints of time, budget and means. Neighborhood features presumably could 1) in the short-term directly influence households' choices of their travel patterns by changing incurred trip costs (disutilities) and realization benefits (positive utilities) among alternatives; 2) in the long-term indirectly influence patterns by affecting households' attitudes and their choices of vehicle ownership, both taken into account in the short-term utility maximization process. However, due to other complicating interactions among different aspects of travel patterns and other factors (e.g., housing choice), we cannot a priori determine what the impact of neighborhood on household travel energy use will be. This research takes an empirical approach to examining the relationship between the neighborhood and household travel energy use in Jinan, China, using 9 neighborhoods representing four different urban form typologies commonly found in Chinese cities: "traditional", "grid", "enclave", and "superblock." Data on neighborhood forms and households are obtained from visual survey, GIS digitalization and a household survey. Household transport energy uses (and greenhouse gas emissions) are derived from self-reported household weekly travel diaries. Descriptive analysis, multivariate regression analysis (i.e., OLS, TOBIT), and advanced two-step instrumental models (i.e., LOGIT+OLS/TOBIT) are employed. Results show that, all else equal, households living in the "superblock" neighborhoods consume more transportation energy than those living in the other neighborhood types, as they tend to own more cars and travel longer distance. The proximity to transit corridors and greater distance from the city center also apparently increase household transport energy use, although both impacts are somewhat minor, partially due to offsetting effects on car ownership. A number of effects of household socioeconomics, demographics and attitudes on transport energy use and car ownership are also identified. Overall, the analysis suggests that to help chart a more energy-efficient Chinese urban future, policymakers and urban designers should examine past neighborhood designs in China to find alternatives to the "superblock", focus on strategic infill development, possibly encourage e-bike use as substitute to larger motorized vehicles, improve the efficiency of public transport, and examine preference-shaping possibilities to influence more energy efficient lifestyles.
... EVs once again have become an attractive, but not necessarily a viable alternative to gasoline powered cars. It has only been through substantial government support that they have become economically feasible in certain countries (Lettice, 2008;Schwartz, 2009;Bradsher, 2009 (Roth, 2008). Renault will deliver another 100,000 electric cars to Denmark by 2016 (Bergman, 2010), and Hawaii is planning to accommodate about 10,000 more EVs by 2014 (Shapira, 2009). ...
... Recently, China announced that it intended to become the world's leader in hybrid and all-electric vehicles. 26 This announcement comes at the same time as the United States' first all-electric mass-manufactured vehicle is waiting for federal aid from the DOE's loan guarantee program. 27 Encouragingly, however, there are signs that the inertia in federal government to disburse funds is coming to an end. ...
... For a more detailed discussion of innovation opportunities in developing countries, see Aubert [55]. 16 China has also been one of the leaders in electric vehicle innovation, through the provision of subsidies, research and development support, and national manufacturing goals [57], [58]. ...
Energy-based economic development (EBED) can provide economic, social and environmental benefits related to national economic development and sustainable growth activities. As both policy and research interests in responsible mechanisms for economic development grow, EBED benefits are becoming increasingly attractive to planners in both developed and developing countries. The incentives, trade-offs, and payoffs for developing countries, however, are not well documented. To help address that gap, this paper identifies the general scope and role of EBED in a developing economy context, and outlines opportunities and challenges for decision-makers.
The modeling of a process or a plant is vital for the design of its control system, since it allows predicting its dynamic and behavior under different circumstances, inputs, disturbances and noise. The main objective of this work is to identify which model is best for a permanent magnet brushless DC specific motor. For this, the mathematical model of a DC motor brushless PW16D, manufactured by Golden Motor, is presented and compared with its black box model; both are derived from experimental data. These data, the average applied voltage and the angular velocity, are acquired by a data acquisition card and imported to the computer. The constants of the mathematical model are estimated by a curve fitting algorithm based on non-linear least squares and pattern search using computational tool. To estimate the mathematical model constants by non-linear least square and search pattern, a goodness of fit of 84.88% and 80.48% respectively was obtained. The goodness of fit obtained by the black box model was 87.72%. The mathematical model presented slightly lower goodness of fit, but allowed to analyze the behavior of variables of interest such as the power consumption and the torque applied to the motor. Because of this, it is concluded that the mathematical model obtained by experimental data of the brushless motor PW16D, is better than its black box model.
Chapter 3 presents the EBED process of an EBED initiative and is intended to help guide policymakers and practitioners in designing and implementing EBED initiatives. The first three steps—stakeholder engagement; goal identification; and asset, needs, and gaps identification—are essential for ensuring the framework is used effectively. The remaining steps are selection of an approach, development of metrics, implementation, and monitoring and evaluation. Each step is described in detail and provides information for EBED stakeholders to tailor an approach so that it is most conducive to local needs, assets, and circumstances. This chapter concludes with a description of three fundamental factors that shape the design of an EBED project: the point of intervention, geographic scale, and the degree of transformation that the project requires relative to the status quo.
Die Wurzeln der Elektromobilität reichen fast 200 Jahre zurück: Hans Christian Ørsted experimentierte bereits im Jahre 1820 auf dem Gebiet des Elektromagnetismus; 14 Jahre später baute Thomas Davenport das erste Elektrofahrzeug mit einer nicht wieder aufladbaren Batterie (Linde 2010). Im Jahre 1881 stellte der Franzose Gustave Trouvé erstmals ein dreirädriges Fahrzeug mit Elektromotor in Paris vor, das als das erste „offiziell“ anerkannte Elektrofahrzeug gilt. Das Mobil war mit einem wiederaufladbaren Blei-Akkumulator versehen und verhalf dem Gefährt zu einer Maximalgeschwindigkeit von 12 km/h. Von da an wurde die Entwicklung von Elektrofahrzeugen kontinuierlich vorangetrieben.
Author’s Summary. Many governments are interested in promoting hybrid electric vehicles (HEVs) and other alternatives to conventional internal combustion engines because of concerns about energy security, oil dependence, air pollution, and global climate change. HEVs achieve greater fuel efficiency than conventional vehicles, although the extent of improvement in efficiency depends greatly on the specific configuration of the HEV system. The development of HEVs in three major markets - Japan, the United States, and China - was characterized by similar drivers of innovation. However, policy mechanisms and incentives for deployment diverged significantly. In all three countries, governments originally pushed harder for alternative automotive technologies other than hybrids, such as pure electric vehicles or hydrogen fuel cell vehicles. In some cases, private firms made research and development (R&D) choices that do not appear to have been strongly influenced by public policy but rather followed a commercial logic in exploring fuel-efficient technologies. In other cases, government policies appear to actually have turned firms away from HEVs. Once HEVs emerged in the marketplace, however, the government response was completely different in each of the three countries, especially in terms of the extent to which each government was prepared to support HEVs‘ transition through the early deployment phase to facilitate widespread market diffusion.
This note tries to apply two versions of Sah and Stiglitz's "The Architecture of Economic Systems: Hierarchies and Polyarchies" model (SandS) to highlight some important differences between the development paths of India, the largest democracy, and China, the largest of the few remaining communist ruled economies. It argues that the original SandS model is applicable to private organisations but not to governments, to which a revised model is applied. It is the reliability of the government's decisions and the ability of the investor to rely on them that the modified SandS model tries to capture. As a communist country, China is as centralized as a huge polity of its size can be. A decision of the central authorities, a contract or promise confirmed by Beijing, can be relied upon. This provides a degree of security to the investor that his contract will be honoured and she will not be dispossessed. In the Indian federation the investor has to assure herself that all authorities involved agree to support her project, because any agency that has any say may be able to derail it. These differences are accounted for by the adjusted Sah and Stiglitz model. These differences affect not only the total quantity of investments but also their composition. Clearly, no claim is made or implied that the models introduced below provide the explanation for the differences in the development paths of these two Asian giants in the past few decades. They merely add a new perspective to the economic systems dimension of the development process.
The Bass seminars at the Stanford University Graduate School of Business offer faculty and small groups of students the opportunity to interact in highly focused and intense ways on research topics of common interest. Our S373 Bass seminar "Strategic Thinking in Action--in Business and Beyond," has focused in the last several years on the energy situation facing the United States. The fall 2009 seminar focused on the development and adoption of the electric car and clean coal technologies in the U.S. and China. Together with the seminar participants we wanted to study the current strategies of both countries for dealing with these two issues, and we also wanted to study how they approach the strategy-making process. This research paper describes the results.
With the global growth of public concern about environmental issues over the last several decades, environmental legal norms have become increasingly internationalized. This development has been reflected both in the surge of international environmental agreements as well as the growth and increased sophistication of national environmental legal systems around the world. The result is the emergence of a set of legal principles and norms regarding the environment, such that one can arguably describe it as a body of law. After exploring the diverse forces that are contributing to the emergence of what we call “global environmental law,” this Article considers the implications of this emergence for the implementation, practice, and development of environmental law worldwide.
ResearchGate has not been able to resolve any references for this publication.