International Journal of Civil Engineering and Technology (IJCIET) Volume8, Issue12, December 2017, pp.895-905, Article ID: IJCIET_08_12_097 Available online at http://iaeme.com/Home/issue/IJCIET?Volume=8&Issue=12 ISSN Print: 0976-6308 and ISSN Online: 0976-6316 ©IAEME Publication Scopus Indexed THE STRATEGY OF CREATING URBAN ELECTRIC VEHICLE: CHALLENGES AND SOLUTIONS Vladimir Fedorovich Kamenev, Alexey Stanislavovich Terenchenko, Kirill Evgenievich Karpukhin, Alexey Fedorovich Kolbasov Federal State Unitary Enterprise, Central Scientific Research Automobile and Automotive Institute "NAMI" (FSUE «NAMI»), Avtomotornaya Street, 2, Moscow, 125438, Russia ABSTRACT One of the key challenges in today's automotive industry is the problem of reduction of harmful emissions at road transportations. The development of new powertrains, able reducing CO2 emissions when operating motor vehicles, formed the basis for the development strategy of the automotive powertrain proposed by Central Scientific Research Automobile and Automotive Institute "NAMI". The second important issue in the strategy development was the fact confirming the reduction in global oil and gas reserves. Environmental protection forces the automotive industry to explore the possibilities of applying alternative energy sources and alternative fuels. Present article describes the basic developments of NAMI in the use of alternative fuels in accordance with the proposed 2007 strategy for both passenger cars, freight vehicles, and dual-purpose vehicles as well as substantiates main advantages and disadvantages of energy-efficient and environmentally friendly transport. Keywords: Vehicle, Electric Vehicle, Hybrid Vehicle, Hydrogen Vehicle, Energy Efficiency, Hydrogen, Fuel Cells, Charging Stations, Environmental Regulations. Cite this Article: Vladimir Fedorovich Kamenev, Alexey Stanislavovich Terenchenko, Kirill Evgenievich Karpukhin, Alexey Fedorovich Kolbasov, The Strategy of Creating Urban Electric Vehicle: Challenges and Solutions, International Journal of Civil Engineering and Technology,8(12), 2017, pp. 895-905. http://iaeme.com/Home/issue/IJCIET?Volume=8&Issue=12 1. INTRODUCTION In 2007, NAMI proposed a strategy for creating a city car of the future, illustrated by the diagram in Fig. 1. http://iaeme.com/Home/journal/IJCIET 895 [email protected] The Strategy of Creating Urban Electric Vehicle: Challenges and Solutions Figure 1 Development strategy of automotive powertrain for urban transportation. The developed strategy assumes creating an environmentally friendly fuel-efficient vehicle, i.e. the vehicle with minimum harmful impact on the environment and human health based on the use of energy-saving technologies. This means the minimum emission of harmful substances polluting city atmosphere not only from fuel-driven internal combustion engines, but also from other sources, such as, for example, the emission of harmful particles from tire wear and friction parts of the clutch and brake mechanisms, as well as the reduction of vibroacoustic load on the environment from vehicle components. Thus, the most important strategy parameters include environment, energy efficiency, active safety, and comfort operation of the vehicle. 2. METHODS In this article the authors use an empirical scientific method, which includes information acquisition, scientific analysis, development of hypothesis, and creation of theory. In addition, the authors have carried out stage-by-stage modeling and manufactured experimental prototypes. 3. RESULTS AND DISCUSSION An indicator of such vehicle priority is energy-saving of natural resources consumed by its powertrain when starting moving and driving. It means reducing consumption of hydrocarbon fuels produced from non-renewable natural resources like oil and gas. One of the ways to achieve energy saving in the transport sector may be based on the fact that the driver of the vehicle, when traveling from point A to point B, should be minimally involved in the operation of the vehicle and its aggregates providing operating parameters of the vehicle at minimal possible personal involvement of the driver in the driving process. Therefore, when creating such a vehicle it is impossible to avoid the use of intelligent control systems, which maximally limit the involvement of the person as the driver in the controls of the vehicle. This is possible when the desired vehicle speed is achieved by regulating power consumption from http://iaeme.com/Home/journal/IJCIET 896 [email protected] Vladimir Fedorovich Kamenev, Alexey Stanislavovich Terenchenko, Kirill Evgenievich Karpukhin, Alexey Fedorovich Kolbasov the powertrain using autonomous unit of indirect impact on the engine via the onboard computer using the electronic gas pedal and the maximum employment of the satellite communication options such as GLONASS in the development of optimal driving route. Such technology eliminates the unskilled and non-optimal distribution of power generated by the engine between all aggregated of the vehicle, which affect its safe motion and ensure minimum driving time on a given urban route at low fuel consumption and minimal harmful effects on the urban environment. The strategy envisages three development stages, providing smooth transition from the use of traditional automotive powertrain, i.e. fuel-driven internal combustion engine that uses hydrocarbon fuel of oil and natural gas origin, to the most promising electric-driven vehicle that is to the electric-driven vehicle in its purest form. The short-term first stage of the concept involves the use of all the currently available innovative technologies for the modernization of the vehicle in order to improve maximally the above basic parameters. At this stage, when developing strategy, NAMI considered vehicle with a traditional internal combustion engine as a powertrain. If taking for a basis the most popular mass passenger car with the capacity of 50–75 kW manufactured before 2007, it complied with the regulations of EURO-3 and had average fuel consumption in the conditional urban cycle of Rules 83 of the United Nations Economic Commission for Europe (UNECE) equal to 9 l/100 km. However, due to the extreme saturation of the vehicle fleet and traffic, the operating conditions of vehicles in big cities, where the average speed drops to 15– 20 km/h and the engine is operating in unfavorable low load modes in terms of its efficiency, i.e. in the modes of deep throttling for gasoline engines at the maximum large losses on gas exchange, fuel consumption actually increases, for example, in Moscow – up to 10-15 l/100 km. Over the past 7 years, there has been a significant leap in powertrain of the vehicle. In the course of improvement of automotive powertrain, the gasoline engines were equipped with continuous variable valve timing, integrated 2-stage turbocharging, more advanced systems of direct fuel injection and neutralization of harmful substances with new generation electronic control system, while diesel engines were equipped by fuel control unit of the "Common Rail" type, which provided multiphase fuel injection at a pressure 200-250 MP to each cylinder individually, two-stage advanced turbo intercooling, and the integrated system of neutralization, which included diesel particulate filter system with regeneration system, and the SCR-converter with AdBlue additive as oxides’ reducing agent. The operating process of these engines was controlled by the MP-systems of the new generation. At this stage, the process of improvement of traditional engines through the implementation of new innovative technologies continued. This had allowed modern vehicles to achieve the level of ecological requirements of EURO-6 and the average fuel consumption in the urban cycle conditional to UNECE Rules 83 equal to 4-5 l/100 km. To date, it has been ten years since the development of the strategy. How has the strategy been implemented and what has happened during this time? In NAMI the strategy was implemented on a phase-by-phase basis. The first short-term stage was noted by modernization of vehicle design and its powertrain that provided a gradual transition to constantly toughened environmental requirements of EURO-4 to currently existing oversea standards of EURO-6 and EURO-5 adopted in Russia. At the same time, the existing infrastructure for the vehicles’ operation was pulled up in accordance with these requirements [1]. For example, Fig. 2 shows data on the total emissions of harmful substances by various categories of vehicles in the city of Moscow at the http://iaeme.com/Home/journal/IJCIET 897 [email protected] The Strategy of Creating Urban Electric Vehicle: Challenges and Solutions regulatory requirements of EURO-3 being in force up to 2007, as well as the forecast of total emissions upon enforcement of EURO-5 norms. At that, one should take into account that more than half of actively exploited vehicles in Moscow are modern foreign models that meet the EURO-5 and EURO-6 requirements. Thus, if we take 2007 as the reference point for comparison, then we can state that the emissions of harmful substances by motor transport in Moscow have decreased in seven-year period by an average of 2.5 times, while fuel consumption – twice. This was influenced by the improvements made in the vehicles’ design (use in engines of the distributed fuel injection system instead of the fuel carburettor system, the implementation of electronic control system of the powertrain, the transition to a more environmentally friendly fuels (gasoline and