The effort required to obtain a charging station at a place of employment is certainly not trivial by any stretch. In addition there is always the probability that some others would choose to park in that spot, either to use the charging connection or else just because they could. Perhaps it would be easier to do in some prts of the country and at some employers, but my preference has been to work at the smaller organizations that are not so very gifted with all kinds of resources. Besides all of that, my EV would still need charging on those days when I don't go to work. In addition it is not clear that there would be enough solar electricity available from a reasonably priced array to charge an EV in the time of available sunshine. And in this corner of michigan we often have days that would not power solar charging at all. So while solar generated electricity is probably a good idea in principle, it is probably not the best choice for charging up a car.
For recharging an EV from a solar charger, the big challenge is that most solar chargers work poorly in the dark. And given that the classic work schedule has one away from home doing work during the sunshine hours, that winds up being a problem, and I don't see an easy way around it , except to have two battery packs and charge them on alternate days. BUt that is both expensive and a lot of work.
You are asking the right general question, you aren't using the best tools to analyze the answer.
1) I admire you are looking at EVs for a family car, but, be aware, that the technology isn't ready for main stream, you when you buy an EV are being an Early adopter, and need to be a savvy user. Buying an EV car today is much like buying a personal computer in 1983, you need to be Nerd Friendly and willing to play with the technology.
2) The measures to analyze a car isn't Curb weight but you probably want to consider Grams CO2/KM or Levelized Cost/ KM. Why do you care what the weight is? Are you going to pick it up? Weight matters within the same format and type, it matters less comparing an EV to a hybrid to a ICE engine. EVs perform great on crash because they are heavy, that low battery keeps them from turning over and handle momentum.
3) By 2020, electrics will have fully invaded the market, but, right now EVs are closer to the 1930's then the 1980's. That means you have to consider Daily Range requirements and then consider Weekend range requirements and then family trips. When i was a kid, my parents would buy tiny little cracker box cars, Mom had a Fiat 128 and Dad drove a Toyota Corolla. You could fit 2 adults and 3 kids in the back but for trips out of town, they would rent a car for the holiday, usually a station wagon, so we could take the dog, coolers, luggage, etc.. With an EV, you may need to do that for awhile.
4) Level 3 chargers are growing fast, right now what is a "Adventure" figuring out how to go cross country on electric, is rapidly turning into a task equivalent to driving a diesel or propane car. You will need a map of the stations, but you are unlikely to find yourself range challenged. http://www.teslamotors.com/supercharger http://www.afdc.energy.gov/locator/stations/results?utf8=%E2%9C%93&location=&filtered=true&fuel=ELEC&owner=all&payment=all&ev_dc_fast=true&radius_miles=5 THere are 181 Level 3 chargers nationwide, soon there will be more. What you need is enough range for daily driving
5) The Hybrids are the gateway drug to an EV, consider a Prius V mini wagon, or a
Toyota Highlander Hybrid or a plug in Prius,
6) WHat powers your grid drives your carbon loads, but you can buy power from clean sources. In DC, we can buy electricity from Clean Currents, what prevents you from
opting for Clean electricity? Also, you can get a 2 KW solar array and go to generating your own clean power for the car.
If you want a big family van or 7 passenger car, the EV's aren't really there at good price points, but, if you can delay 2 years or look at a Leaf or FIT EV or Spark EV as a supplemental car, the market is expanding fast.
Hey Brooks, I agree that practical EVs will be available long before fossil fuels give out. It will happen slowly. At some point fossil fuels will become so expensive that EVs won't seem so dear. Plus, EV technology developments will bring down the cost of EVs.
My impression is that the energy harvesting suspension tale has been rather completely debunked. On most roads there is just not enough suspension travel to generate enough power to be worth the effort. Of course, gravel roads with the washboard potholes would be the exception, but most folks avoid those where there is any other choice available. All that you need to do to prove that is put a temperature monitor on a shock absorber and then wrap it with insulation, and watch the temperature rise as you drive. Not enough energy to be worth the expense of collecting it, given the small amount of power that the alternators use. And in addition, there would be a much smaller amount to recover when stuck in slowly moving city traffic.
Likewise, regenerative braking would not work out very well in typical slow city driving, although it could be worthwhile in a more suburban scene.
For any energy harvesting scheme to be worthwhile, the amount of energy available must be adequate, other wise, just because it can be done does not mean that it is worth doing.
I had a similar experience, Hank-4. I learned to drive on a 1965 Bel Ait station wagon with no AC, no power steering and a stick shift. It was tough to parallel park and tough to learn on, but after that, every car seemed easy to drive.
Wilkliam K, I like the idea of adding insulation to cut donw on the need for air conditioning. The insulation would be a one-time cost, and the savings on fuel would probably pay for it over and over. I was fine without air conditioning when I lived in Michigan. Now that I'm in New Mexico, it's a different story.
Right you are, William K. I managed to drive a 1965 Ford Country Sedan (station wagon) with a 390 CID engine, A/C, and NO power steering. It wasn't much fun to parallel park but once you were moving, steering wasn't really an issue.
A power steering system would certainly not be a requirement for a vehicle under 2000 lbs GVW (maybe for a HC driver). The line you always get from manufacturers re power steering is ".... FWD vehicles are harder to steer and need power steering....." Many years ago I drove a vehicle w/FWD and NO power steering. I couldn't really tell much difference between it and a RWD vehicle, as far as sterring difficulty under normal driving conditions. Anyway, all the extra compnents turn out to be additional failure points.
Truchard will be presented the award at the 2014 Golden Mousetrap Awards ceremony during the co-located events Pacific Design & Manufacturing, MD&M West, WestPack, PLASTEC West, Electronics West, ATX West, and AeroCon.
In a bid to boost the viability of lithium-based electric car batteries, a team at Lawrence Berkeley National Laboratory has developed a chemistry that could possibly double an EV’s driving range while cutting its battery cost in half.
For industrial control applications, or even a simple assembly line, that machine can go almost 24/7 without a break. But what happens when the task is a little more complex? That’s where the “smart” machine would come in. The smart machine is one that has some simple (or complex in some cases) processing capability to be able to adapt to changing conditions. Such machines are suited for a host of applications, including automotive, aerospace, defense, medical, computers and electronics, telecommunications, consumer goods, and so on. This discussion will examine what’s possible with smart machines, and what tradeoffs need to be made to implement such a solution.