Environment,  Energy,  and  Electric Vehicles

Another page of my website is devoted to long-range  dual-mode electric highway vehicles.   Clearly, they can provide fast, safe, convenient, flexible, portal-to-portal transportation, at low cost, with no emissions. And they clearly could have unlimited range on electric highways powered by clean, renewable and sustainable energy,  supplied by solar, wind, etc.  RPM's  flywheel battery, described and illustrated in this link, and in my patents "Minimal-loss Flywheel Battery and Related Elements" and "Robust Minimal-loss Flywheel Systems" could be a vital part of these electric highways.   Technology that can enable electric highways has been in use for over a century.  Implementation for personal vehicles is hindered by institutional barriers -- certainly not by technology, cost, safety, environment, sustainability, or its potential market.

But lacking the electric highway infrastructure those personal EVs (electric vehicles) require, let's consider an EV option designed for our existing infrastructure:  An ultra-light EV with onboard batteries, an onboard battery charger that can tap household power, PV (photo-voltaic solar cells on the EV's top, windows, and side surfaces) for daylight charging and main daylight drive power, plus a human-powered pedal assist for drivers who may want physical exercise during their trip and extended drive range beyond daylight trips.  It can be fun and healthy to drive, costing so little that trips would be free compared to today's fuel-burning vehicles, and a great low-cost all-weather commuter car, that would also provide phenomenal environment and clean energy benefits.

Unlike electric cars from existing auto companies that may be available within the next few years, our EV is not intended to mimic fuel-burning autos: Our EV won't have the auto's familiar brake pedal and close accelerator pedal (responsible for accidents by drivers whose feet lack dexterity), battery-powered heater and air cooler, balloon tires, nor expensive batteries they need.  Auto companies imply those features (disregarding their costly problems) are included so drivers do not need to learn new skills. Experience we have demonstrating our regenerative motor indicates our EV's speed, brake, forward/reverse hand controls on our EV's steering wheel, will be far more safe and convenient than present autos.  Carry-on heaters and evaporative coolers are a practical alternative to battery-powered climate control. Our EV is not an all-terrain vehicle. It is intended to provide safe, convenient, low-cost transportation, for about 95% of our trips.  

Let's take a detailed look at our EV, and do some performance analysis.

Left:  A "see-through" view of a personal, 4-wheel ultra-light EV that seats 2.  PV can be applied on all top surfaces, that would collect about 1500 watts for several hours daily.  Thin-film amorphous PV in window glass can reduce glare and interior heat load from sunlight, comparable to conventional tinted glass or reflective coatings that don't provide electric power.  Intelligent power electronics can enhance this EV, by providing infinitely variable speed control, with synchronized non-conflicting proportional regenerative braking.

With power electronics, its 2 rear wheels are each driven by a brushless regenerative motor-in-wheel, a special version of the motor described in my US Patent 4520300.   Instead of conventional connection to tire rims, it has S-shape springs between the motor housing and rear wheel  rim, and between the front wheel hubs and rims.  So unsprung mass (only its tires and rims) is very low, and the motor-in-wheel is cushioned from road shock.

This EV weighs 800 pounds or so.  Its ultra-efficient motor has cruise control for any speed from zero to maximum.  It also controls downhill speed, and regenerates power to charge the battery whenever decelerating or braking.

Optional pedal power supplied by a driver in a recumbent position (where we output the most power without tiring) to a generator (shown in red) can augment solar power. Effort level is selectable, like cardio workout gym equipment. As can be seen from the graphs below, a champion athlete can generate 370 watts almost indefinitely, a physically fit person 180 watts.  So a driver, pedaling  in daylight with 500 watts from PV, could travel indefinitely at about 20 mph, without discharging onboard batteries. Over 1500 watts, from crystalline PV, would enable continuous average speeds in daylight over 50 mph, with no battery discharge. PV prices have been declining enough over the past few years, that the 1500 watts PV option is affordable.

RPM's ultralight fitness-EV would be capable of traveling at speeds over 60 mph, on mostly battery power,  recharged by plugging into a garage power outlet. However, battery service life is limited to about 1000 deep discharge cycles, so most EV users would be well advised to make most long trips during daylight hours.

Left: Block diagram of ultra-light EV with onboard battery power, charged by ac or dc plug-in sources, probably in owner's garage.

Batteries are essential for regenerative braking, whenever its brushless regenerative motor(s) decelerate the EV.

While driving, power can be augmented by about 300 watts from thin-film amorphous photovoltaics on all upper EV exterior surfaces, including its front and rear windows.  Also, power can be augmented at any speed, by a pedal powered generator. A second generator can be included for a passenger who might also want the exercise it affords, while extending the EV's range.  Pedal effort level can be selected by the user.  Depending on the user's fitness level, each generator can output up to 1.5 hp (1100 watts) for brief periods and 0.5 hp (370 watts) for over an hour, as can be seen in the graph below. Total sustained  power, from 1 generator and the EV's PV, can thus average about 670 watts.  So the EV can thus be driven for extended durations at speeds averaging 15 mph, without discharging the batteries. At such speeds, aero drag would be negligible, even with open windows, for ventilation.

If provided in-transit power, via the 2 red extendable contacts shown, on electrified highways, it could maintain 60 mph indefinitely.  We need to make the public aware of this simple, clean, very low-cost option, so politicians will come onboard, and permit the highway infrastructure for it.

Main motor and braking effort may be applied to the two rear wheels, by regenerative bi-directional motor drive and braking, plus a friction brake (as a parking brake, and backup mechanical brake).  No motor clutch or gearshift or differential gear is needed.  With 2 large diameter motors in the 2 rear rear wheels, no speed reducer is needed.  If the batteries ever fail (and thus are  disconnected from onboard DC power), the EV may be driven powered only by PV and/or pedal power.  It can be driven forward or reverse at  0-15 mph on pedal power only.

Two red stripes are shown at the EV's rear left side.  Early versions will have only an extension cord, to plug into 60 Hz outlets. Until we have electrified highways for EVs, they could be used as charging contacts, automatically extending to engage recessed electrified conductive charging strips, in a future home's garage.

Manta, (photo at left) was developed and built by MIT students.  It's a good example of an EV powered by integral PV, with 1 or 2 onboard batteries to improve acceleration and enable regenerative braking.

Its PV can provide 800 watts, for several hours, on a sunny day, for battery charging and drive power.

Manta, and other cars like it, are designed to meet racing rules.  Powered by their PV, with no help from external power sources -- not even for battery charging --  they are not intended to be commuter cars per se.  But they provide tangible evidence of capabilities their PV, aerodynamics, light-weight body, and electric motor can offer.

The solar electric powered car at left was developed and built by students at the University of  Arizona.  Its photo is a link to their website.

PV technology has advanced considerably in the past few years: Along with more solar power converted to DC electric power per unit area of PV, price per watt is decreasing.

Onboard batteries are essential in a practical road vehicle like our solar/fitness EV, to store power from its regenerative motors, provide power for high acceleration, store power from its onboard pedal-power generators, and for night-time trips. 

Chemical batteries, such as Lithium (Li) and Nickel-metal-hydride (NiMH), are also improving.

They store more energy per pound battery weight than others. Reliability of NiMH batteries is high, and Li batteries are improving. 

 Our brushless coreless motor is shown here, as described in our US Patent 4520300 "Ultra-efficient Brushless Regenerative Servomechanism."

It has 99% motor efficiency, 95% controller efficiency,  and very long service life without maintenance.
 
 A cross-sectional view of this motor is shown here with parts labeled..

I built this version almost 35 years ago, and have test data that shows it will provide reliable service for at least that time span. It is a type of motor known as coreless, because the stator windings are not placed in laminated iron core slots.

Instead, they are formed to have radial segments in an axial magnetic field provided by neodymium-iron-boron or ferrite magnets.  These magnets are placed in a non-magnetic disk, such as aluminum or fiber composite, attached to the rotor shaft, in a ring array, with alternating polarities.  Each disk holds an even number of magnets, whose fields are aligned with the other disks.

Hall sensors, exposed to the magnetic field edge, provide sinusoidal feedback signals in phase with their associated stator winding.  The stator windings are formed, then embedded in a thermally conductive epoxy, to support the conductors and enhance heat transfer to a flush outside surface beneath the EV.

Two or three phases may be used.  A dozen or more poles (equal to the number of magnets in a disk) would be best for a direct wheel drive.

The maximum speed of our EV's motor-wheel, with over 36-inch diameter tires, is only a few hundred rpm.  A 20-pole motor, at a shaft speed of, say, 420 rpm, has a 70 Hz electrical frequency.

The alternating axial magnetic field pattern from the rotor magnets rotates with the rotor.  With stator current varying sinusoidally with rotor position, the magnetic field from stator winding current rotates in synchronism with the rotor.  So the rotor is not subjected to a varying magnetic field, and therefore does not incur hysteresis or eddy loss.

Stator winding eddy loss is minimized by proprietary eddy blocking (with fine, individually insulated multi-strand stator windings) and bucking (by forming the winding so that end-to-end emf of each strand is equal to every other) techniques.  At maximum speed, motor efficiency can be 99%.  Heat from its 1% loss in a 5kw motor is only 50watts. Controller efficiency is about 95%. Heat from its 5% loss that needs to be conducted out of the motor control power electronics is 250watts. Clearly no ubiquitous water pump and radiator will be needed in our EVs.

Left:  A photo of my motor-controller-charger prototype/demo. A power cord is shown here, which plugs into 115-volt 60-Hertz outlets, to supply a battery charger, that's packaged with the motor controller. Batteries (4 in series, 12-vdc each) are housed in the covered plastic tray.

Control signals, generated in the control box shown, respond to a 0 to 6000-rpm speed setting, a 0 to maximum torque proportional regenerative brake command which over-rides the speed setting, plus forward/coast/reverse direction commands.  Battery current is monitored by a minus10-adc to plus 10-adc analog meter, with zero center position.  Battery voltage is monitored by a 0 to 100-vdc analog meter.  Both meters are shown installed on the controller.

Advantages of my motor, over dc motors with brush commutators:  Mine has no brushes; nor their friction and wear; nor their spark hazard in explosive environments; nor their dust contamination of clean environments. Mine can have efficiency ~99%, and practically no idling losses.  Mine has no rotor heating; and thus needs no flow-through air; so it can be totally enclosed and non-ventilated. Mine regenerates power when decelerated -- and even when reversed!!  Reversing almost any other motor at full speed results in a very high current, that burns motor insulation.

Advantages of my motor, over variable-speed induction motors with electronic power control: Mine is more efficient. Electronics to control mine costs less. Mine has no tendency to instability in regenerative braking mode.

By timing displayed volts and amps, while accelerating and decelerating my motor, drive and regeneration efficiency can be calculated, with no need for a dynamometer load.

Left:  A photo of the motor parts prior to assembly.

Photo includes motor mounting brackets attached to 2 fixed aluminum end plates, black 2-phase stator windings in radial slots cut in 5 phenolic rings (note crossovers at inner and outer diameters of rings, 4 winding terminals on each ring, and 2 linear Hall sensors in ring at top of array), black cylindrical magnets in 5 aluminum rotor rings, iron rotor rings at each end (to complete magnetic path for axial field), the motor's outer aluminum spacer rings, plus signal and power cord  and connector (which connects to controller).

Rotor rings, including iron rings at each end, have keyed inner shoulders, which are attached to the rotor shaft when assembled.  They maintain angular and axial position of each ring.  Self-aligning ball bearings support the motor shaft at each end.

A few years ago, a client and I built and tested a motor-in-wheel version.  We included a 5-to-1 planetary gear speed reducer.  So at a 900 rpm wheel speed, motor speed is 4500 rpm.  That version provides higher power with a smaller motor diameter, than one coupled directly to the wheel.

Electronic collision avoidance was developed about 40 years ago.  Various implementations have been successfully demonstrated, and shown on TV viewed by millions.  Since typical car bodies are mostly steel, radar has worked well for the "eyes" of  those systems.  The EV proposed here, to minimize weight, would have a body that's mostly fiber composites.  Ultrasound "eyes" would be preferable to radar,  to detect them, and steel bodies, even in rain and snow.  If rear transponders are used, then either implementation will work, but a compatibility standard would need to be adopted.

Stator winding terminals in the above photo are shown emerging at the outer stator disk diameter. For our EV motor-wheels, the 4 terminals emerge at the inner stator disk diameter.

EV Performance Analysis

Let's consider the same representative EV model used in my electric highway vehicle webpage:
Gross vehicle weight with full load  =  1500 pounds
Coefficient of rolling friction  =  0.01  (15 pounds drag for 1500 pounds weight)
Aerodynamic drag coefficient  =  0.1
Frontal area subject to aero drag  =  20 square feet
Peak motor power  =  20 kilowatts  (about 26 horsepower)
Battery storage capacity  =  6 kilowatt-hours  (battery pack weight ~ 500 pounds)
Maximum battery power  ~  40 kilowatts (available for up to 30 second bursts)
EV may have 10 square meters integral onboard PV that generates ~ 1500 watts for ~ 5 hours per day.  The PV's peak voltage may be
about 200 vdc, and its maximum current may be about 7.5 amps. It's connected directly across 180 vdc battery terminals.

When Fradella developed the motor shown, over 35 years ago, power electronics components were very expensive. He used the biggest commercial grade planar transistors available, which were the most cost-effective at that time, but still costly. So he developed an electric contact shift to mitigate cost, by connecting motor windings in series at low speeds and in parallel at high speeds.

Also, EV battery and body weight can now be substantially less, with new carbon fiber composite sheet forming processes, and chemical batteries having much higher energy capacity for their weight.

Calculations for old and new options are shown below, mainly to show what was possible 35 years ago compared to today.

Although Fradella's first motor had contact shifting, newer versions do not, because lower cost power MOSFETs are now available. This enables high torque and acceleration at all speeds. So speed vs. time can now be considerably higher performance than was cost-effective 35 years ago.  Note from graph below how time to reach 60 mph is about 20 seconds with contact shifting, and about 10 seconds without it, enabled by higher power electronics.

Motor/generator efficiency at maximum speed can be over 99%. Almost all loss occurs in stator conductors. Heat transfer in the motor is by conduction, with no air flow through the motor.

Power to overcome rolling friction (watts)  =
(2 watts/mph.lb.)(Rolling friction coefficient)(Total pounds car weight)(mph car speed)

Power to overcome aerodynamic drag (watts)  =
(.005 watts/sq.ft. mph³)(drag coefficient)(sq.ft. frontal area)(mph car speed)³

Computed results, over a vehicle speed of  0 to 60 mph, for that larger 4-seat EV, are shown in the next two figures.

Left:  A graph, of power needed to overcome the sum of rolling friction and aerodynamic drag, at speeds from 0 to 60 mph, for a representative EV weighing about 1500 pounds.  At 60 mph, rolling friction consumes about 1.5-kw; aero drag about 2.5-kw; and they total about 4-kw. When weight is reduced to 750 pounds, power for rolling friction is half this.

Note that power on a sunny day of 1500 watts, from the EV's PV surface, if the only power available, would support sustained cruising speed of a 1500# EV on a level grade to about 40 mph, without discharging the batteries. Added pedal power, from an average fit cyclist, can increase continuous speed to 50 mph. Pedal power can increase speed to 55 mph or so, but only for the several seconds that even a very fit cyclist may be able to output about 1-kw.

Range of a 1500# (including passengers and cargo) EV at a cruising speed of 60 mph, requiring 3-kw from 3-kwh onboard batteries only, would be 60 miles. During daylight hours, onboard PV can extend driving range to about 100 miles. Parked in the sun, its PV can provide a full battery charge in about 2 hours. So workers commuting up to 60 miles from home, after charging their EV batteries over-night from a 300-watt wall outlet plug, who leave their EVs in a sunny parking lot 8 hours, can drive their EVs to work and back with no need to stop at charging stations! This should please the electric power utilities who provide electric power for homes, because it helps achieve load leveling for them.

Left:  A graph, of car speed vs. time to reach it, starting from zero mph. This heavier EV would accelerate, on a level grade, to 60 mph in about 20 seconds with contact shifting, 10 seconds with big power MOSFET electronics. Onboard chemical batteries could supply the 20-kw acceleration power.  But with only 3-kwh onboard energy storage batteries, this EV's range on battery power would be only 35 miles. When weight, rolling friction, and aero drag are reduced, acceleration performance can be accordingly improved. 

Battery life is longer if most trips are made in daylight hours at average speeds under 50 mph.

The considerations presented here, and by the cyclist data below, strongly indicate that a lighter weight EV, like the ultralight EV described above, is better suited to an EV with a human-powered pedal option, as well as providing far higher accelerations and speeds needed for safe driving in traffic and on freeways. It should be noted that light weight does not compromise safety, in EVs with carbon fiber composite bodies about the same size as conventional fuel-burning cars.

The RPM fitness-EV's purchase price would probably be less than $10,000. If it's 750-pounds total weight, and driven at 50 mph cruising speed, total power needed is under 2-kw (compared to 4-kw for a 1500-pound EV at 60 mph).  During daylight, PV and sustained pedaling (with its health benefits) power can sustain ~50 mph without discharging the onboard EV batteries! Considerable data from cyclists is available. It's compiled in the next chart:

Note that a champion 160-pound athlete can output 1.5-hp for several seconds, while a physically fit person can output about 1-hp.

The athlete can sustain about 0.5-hp for well over an hour, while the fit person can sustain about 0.25-hp.  A driver wanting to power his vehicle more from his or her pedaling will probably choose to have about 3-kwh light-weight onboard batteries, so the EV would also be practical and attractive to others using it who may not want physical exercise while driving.

RPM's partners who are familiar with the acceleration, speed, range, practical wall outlet plug-in, under $10,000 profitable selling price, practically zero maintenance cost, safety, and health benefits of the EV described here, believe it will have strong market appeal to athletes plus all who recognize the benefits of physical exercise. We think this will be our early stage niche market. 

We also believe it will have strong appeal to devout environmentalists who want a better world for their children. Although it may take some time for the general public to understand all its advantages over conventional cars, its relatively low cost to travel in safety and comfort, with ample room for luggage, may create later a vast general market demand. Markets will certainly be global.

Potential sales total more than $400 Billion yearly.

This ultra-light-weight "fitness-EV" (3D image at left) might have only 3 kwh onboard battery capacity.  Its aero drag coefficient could be 0.1 (large area, sloped PV windows, and narrow large-diameter tires, help achieve this).  Its frontal area could be 12 square feet (with a bit less head-room, and a bit more recumbent driver sitting position than shown in the image at the top of this page).  

With less onboard batteries than other electric vehicles, there would be more dependence on PV power.  Nickel-metal-hydride, lithium-ion batteries, and ultracaps may soon cost less, and higher efficiency PV with 2000 watts output is worth the cost for providing most of this EV's power while driving or parked in sunlight.

On battery power only, its cruising range would be about 70 miles at 45 mph -- and 55 miles at 60 mph.  This range is not reduced much, for night driving, with ultra-efficient LED head-lights and tail-lights.  In daylight, on PV and pedal power only, a fit driver could maintain 50 mph, and achieve occasional 70 mph bursts while maintaining peak battery charge.

With 10-kw peak motor power, this EV can accelerate to 10 mph in 1 second, 30 mph in 3 seconds, and 45 mph in 7 seconds (mostly on battery power).

Aero drag will increase when interior ventilation is needed, during high driver pedal effort. But that's no problem at speeds up to about 35 mph (where rolling friction considerably exceeds aero drag).

Our EV top surfaces would be covered with multi-junction photo-voltaic solar panels. They can produce about 20 watts/ft². Sides and windows at front and rear would be coated with thin film amorphous photovoltaic that can produce 6 watts/ft² when sun shines on them. Total solar power available during daylight hours would be about 2000 watts.

Our EV does not have a chassis. Its body is a top shell formed from carbon fiber composite, attached to a bottom shell formed from aluminum or aluminum-magnesium alloy sheet material. All heat dissipated mainly in the power electronics, batteries, and motor-wheels is conducted thru the bottom shell which is cooled by air convection. As speeds increase, heating from losses increases accordingly, and so does air convection cooling. When stuck in traffic, no heat is generated.

The "see thru" image below best shows how few parts are needed to provide all the functions described here. Our unique and proven rear motor-wheel is visible, except for straightforward coupling between its tubular shaft and the EV body. Between its 2 motor-wheels can be seen an enclosure for all the EV power electronics, including its battery charger; plus a battery pack enclosure. Its 2 seats are shown relative to the pedal power generator. Above the generator can be seen a steering wheel for the 2 front wheels, which are coupled to the steering mechanism shown by ball bearings (supported by swivel mounts not visible here). 

Cabling between driver controls on the steering wheel and the generator cable to the power electronics are also not shown. Nor cables between the motor-wheels and the power electronics. Nor window controls, and a parking (friction) brake to the motor-wheels. 

Torque needed for its front wheel steering is relatively small, compared to familiar heavy conventional vehicles with wide balloon tires. Especially when the wheels are not rolling. That's because the tire area that must slide on the road is large on those other vehicles, and their contact force is higher than our EV. Conversely our EV wheel road contact area is very small, and contact force is low. So for front wheels limited to 45 degree turns in each direction (about the same limit as conventional 4-wheel vehicles), our EV steering wheel could be limited to 45 degrees rotation in each direction, for practical steering without power assist. 

Motor controls on the steering wheel could control speed with regenerative braking by a driver's right thumb position, with cruise control activated by a button pushed by the right index finger, and deactivated if pushed again. Proportional regenerative braking control by the driver's left thumb would over-ride any speed setting. The driver's left thumb would usually not need to contact the brake control, much like brake pedals of conventional vehicles are not contacted unless braking action is desired. 

Near the steering wheel center is a Forward/Neutral/Reverse 3-way switch. This position facilitates safer driving, compared to conventional road vehicles with a gear-shift lever position that is a distraction to viewing road and traffic. A button that sounds a horn on our EV when pushed could also be mounted near the steering wheel center.

A mechanical hold parking brake would be engaged by pulling a lever, similar to conventional vehicle parking brakes. 

All the unique parts needed in this EV can be seen at a glance. There is not much more than what's visible here. 

Radical? That depends on perceptions now mainly influenced by: advertising by auto manufacturers, who have invested hundreds of $Billions on factories to produce fuel-burning vehicles (they would need new tooling investments to manufacture EVs), and who profit from after-sales maintenance (EV maintenance would be relatively negligible); plus political influence and advertising by oil-gas companies now making record profits.

Advanced technology? Yes, with solar PV that provides more power per surface area, electronics that maximizes PV power and protects batteries from over-charge, batteries with increasing energy storage per size and weight, our proven regenerative motors, wheels that incur far less rolling friction, and a strong light-weight body that incurs less air drag .  

Practical? Absolutely!!

 No combustion engine, drive shaft, gear shift, differential gears, universal joints, fuel tank, oil tank, several fluid containers and pumps, water reservoir and radiator for engine cooling system, exhaust, engine starter motor, spark plugs and their 100kv ignition system, fuel pumps, fan belts, etc. 

No fuel or need to ever stop for it again. 

And no maintenance for all that junk in fuel-burning road vehicles --- including hybrids. We think our EV is a far preferable and practical road transportation option that is presently not available anywhere on our Earth.

 One of its 2 motor-wheels is shown in the illustration below left, with a wheel cover removed to show the 8 springs that connect the motor to the wheel rim. 

Unlike almost all motors, this one spins about a non-rotating tubular shaft that's affixed to the EV body. The motor is shown in red. 

The hollow (so 4 power conductors and 4 signal conductors can be brought out for connection to onboard wheel-motor control electronics) shaft within the motor is supported by a body support structure at each shaft side. 

Ball bearings in each wheel-motor serve also as wheel bearings. 

Tires are solid (not inflated). So never a flat tire or need to add air! Unsprung mass is very low (only tire and rim). This further reduces power loss from rolling friction.

Unique new features such as this will reduce need for maintenance, parts and weight, and increase EV reliability and efficiency.

Another motor-wheel option is shown below right, with a wheel cover removed to show a spring mesh that connects its motor to the wheel rim. Both options have very low unsprung mass with rigid rims and tires compared to conventional cars. That will provide a smooth ride on bumpy roads and low rolling friction. Wheel diameters are large, to minimize rolling friction, which is inversely proportional to tire diameter, and for a smoother ride. To implement the spring mesh option, a source would need to be found for the spring mesh.

This EV's main features and benefits are summarized below:

• Power sources include onboard batteries, charged from plug-in household power, integral PV, and regenerative motor braking; plus driver-powered pedals. Charging stations would be helpful, but PV charging would be even more convenient in daylight.  With an exhaust fan or air conditioner that runs on PV power when the batteries are fully charged, a driver could return to a parked EV with cool interior, even with all EV windows shut on a sunny day.
• Occupant safety greatly enhanced by all-around carbon fiber composite sheets and crash bars, plus electronic collision avoidance, in a relatively large ultra-lightweight body. Instead of swing-out doors, entry and exit is facilitated by slide-back doors and slide-down windows, plus a "telescoping" steering wheel, with regenerative motor controls mounted on it. Rocky Mountain Institute crash tests with this type EV ultra-light body indicate it's safer for occupants than conventional auto bodies. Also, its collision avoidance electronics would maintain safe distance between this EV and cars ahead, and prevent unsafe lane changes. And it has no incendiary explosive fuels onboard.
• No fuel-burning engine, no fuel tank, no radiator or water pump for engine cooling, no engine oil, no oil tank, no transmission, no drive shaft, differential gears, or universal joints, no clutch, no spark plugs and ignition, no fuel pump, essentially no maintenance expense, no exhaust, no starter motor, no fan belts, and no fuel to buy.
• Selling price probably under $10,000 when high volume production is reached.
• Provides convenient care-free portal-to-portal all-weather private transit, for a driver, passenger, and parcels.
• Mainly for non-freeway driving, for longer battery life. But can be driven at normal freeway speeds.
• Minimal household power increase during off-peak hours for charging batteries, no fuel expense, and no need for fueling or charging stations.
• For 10,000 miles/year driving, energy cost savings ~$2,000/year (at $4/gal gas prices) over a 20 mi/gal auto.
• No flat tires to repair. No concerns about fuel price hikes or shortages.
• For batteries having 10-year service life, typical replacement cost ~$100 per year.
• No fuel pollution or tail-pipe emissions. So government customer buying incentives should be forthcoming.
• No incendiary fuel hazard, no fumes, no smog checks. May get preferred parking, insurance, tax incentives, etc.
• Great health and fitness benefits from its exercise option.
• Redundant drive power means, that provide a worst-case pedal home capability at reduced speed.
• Negligible maintenance expense, compared to conventional road vehicles.
• With "electric highway" infrastructure described in my webpage listed below, EV driving range would be virtually unlimited.

Any questions about the "solar-fitness EV" shown here are most welcome. Please email fradella@earthlink.net

RPM's other 11 webpages also cover clean sustainable technology RPM developed. They describe our Broad-speed-range Generator, that can output 2x to 10x the regulated DC power energy compared to existing generators from the same wind turbines; and a Minimal-loss Flywheel Battery that can provide long-term power storage/regeneration. 

They would improve our environment, increase building and vehicle safety, lessen global dependence on fossil fuels and nuclear energy (and their serious negative consequences), and provide far more convenient and reliable UPS (Uninterruptible Power Supplies).  To view them, please click on any of the links below.

Dual-mode Electric Highway Vehicles -- a great way to travel, if relatively low cost infrastructure is permitted

RPM's Minimal-loss Flywheel Battery -- an enabler for reliable UPS, solar/wind powered buildings, electric highways

RPM's Broad-speed-range generator -- for 2x to 10x the yield of others, from the same wind turbines

Building-integral Solar and Wind Powered Buildings  --  a serendipity of great converging sustainable technologies

Flywheel Basics Tutorial -- a review of rotational dynamics and some new flywheel battery perspectives

Comparison of  RPM's flywheel battery with others  --  a somewhat detailed study

Brief  Summary of  RPM's Business Plan  -- what we've done and plan to do for the future

RPM's Resources  --  our people, tangible properties, office and lab facilities, etc.

Flywheel Facts and Fallacies

Technology: Public and Business Policy

RPM's UPS can enable future distributed on-site solar/wind power, and more

I greatly value your interest in this exciting venture, and welcome your participation.