DISSERTATION SYNOPSIS

ON
“The Future of Electric Vehicles in India”

Submitted in partial fulfilment of the requirement for the

Post Graduate Diploma in Management

Under the Guidance of
Dr. Arpita Srivastava
(Assistant Professor)

Submitted by
Animesh Kumar Rai
Roll No. GM19023
PGDM 2019 – 2021

G L BAJAJ INSTITUTE OF MANAGEMENT AND RESEARCH

Plot No. 2, Knowledge Park – III, Greater Noida

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 CHAPTER – 1
INTRODUCTION
1.1 Automotive Industry in India

The automotive industry in India is one of the larger markets in the world and had
previously been one of the fastest growing globally, but is now seeing flat or negative growth
rates. India's passenger car and commercial vehicle manufacturing industry is the sixth largest
in the world, with an annual production of more than 3.9 million units in 2011.

Chennai is home to around 35-40% of India's total automobile industry and for this
reason it is known as the Detroit of Asia. It is on the way to becoming the world's largest Auto
hub by 2016 with a capacity of over 3 million cars annually.

The majority of India's car manufacturing industry is based around three clusters in the
south, west and north. The southern cluster consisting of Chennai is the biggest with 35% of
the revenue share. The western hub near Mumbai and Pune contributes to 33% of the market
and the northern cluster around the National Capital Region contributes 32%. Chennai, with
the India operations of Ford, Hyundai, Renault, Mitsubishi, Nissan, BMW, Hindustan Motors,
Daimler

Chennai accounts for 60% of the country's automotive exports. Gurgaon and Manesar
in Haryana form the northern cluster where the country's largest car manufacturer, Maruti
Suzuki, is based. The Chakan corridor near Pune, Maharashtra is the western cluster with
companies like General Motors, Volkswagen, Skoda, Mahindra and Mahindra, Tata Motors,
Mercedes Benz, Land Rover, Jaguar Cars, Fiat and Force Motors having assembly plants in the
area. Nashik has a major base of Mahindra & Mahindra with a UV assembly unit and an Engine
assembly unit. Aurangabad with Audi, Skoda and Volkswagen also forms part of the western
cluster. Another emerging cluster is in the state of Gujarat with manufacturing facility of
General Motors in Halol and further planned for Tata Nano at their plant in Sanand. Ford,
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Maruti Suzuki and Peugeot-Citroen plants are also set to come up in Gujarat. Kolkata with
Hindustan Motors, Noida with Honda and Bangalore with Toyota are some of the other
automotive manufacturing regions around the country.

Electric car manufacturers in India

-Ajanta Group -Hero Electric (Yo Bikes)

-Mahindra REVA -Tara International

-Tata (Indica Vista) -Chevrolet (Beat)

1.2 Manufacturing Facilities

Passenger Vehicles

 General Motors India Private Limited

 Chevrolet Sales India Private Limited – Halol

 Maruti Suzuki – Gurgaon, Manesar

 Mahindra REVA Electric Vehicles – Bangalore

 Toyota Kirloskar Motor Private Limited – Bidadi

 Ssangyong Motor Company – Chakan

 Tata Motors Limited

o Tata Motors – Pimpri Chinchwad, Sanand

o Jaguar Cars and Land Rover – Pune

 Mercedes – Benz Passenger Cars – Chakan

 Fiat Automobiles – Ranjangaon Pune

 Volkswagen Group Sales India Private Limited

o Volkswagen – Chakan

o Audi AG – Aurangabad

o Skoda Auto – Aurang

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  Chinkara Motors – Karlekhind Alibag
 Premier Automobiles Limited – Pimpri Chinchwad
 Honda Siel Cars India – Tapukara
 BMW India – Chennai
 Ford India Private Limited – Maraimalai Nagar
 Hyundai Motor India Limited – Sriperumbudur
 Mitsubishi – Trivallur
 Renault Nissan Automotive India Private Limited
o Nissan Motor India Private Limited – Oragadam
o Renault India Private Limited – OragGratadam

Commercial Vehicles

 TAFE Tractors – Parwanoo

 Tata Motors – Jamshedpur
 Volvo Buses India Private
Limited – Hoskote
 Force Motors Private Limited –
Pithampur

1.3 About Electric Vehicles

During the last few decades, environmental impact of the petroleum-based

transportation infrastructure, along with the peak oil, has led to renewed interest in an electric
transportation infrastructure. Electric vehicles differ from fossil fuel-powered vehicles in that
the electricity they consume can be generated from a wide range of sources, including fossil
fuels, nuclear power, and renewable sources such as tidal power, solar power, and wind power
or any combination of those.

An electric vehicle (EV), also referred to as an electric drive vehicle, uses one or more
electric motors or traction motors for propulsion. Three main types of electric vehicles exist,
those that are directly powered from an external power station, those that are powered by stored
electricity originally from an external power source, and those that are powered by an on-board

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electrical generator, such as an internal combustion engine (a hybrid electric vehicle) or a
hydrogen fuel cell. Electric vehicles include electric cars, electric trains, electric lorries, electric
aeroplanes, electric boats, electric motorcycles and scooters and electric spacecraft. Proposals
exist for electric tanks, diesel submarines operating on battery power are, for the duration of
the battery run, electric submarines, and some of the lighter UAVs are electrically-powered.

Electric vehicles first came into existence in the mid-19th century, when electricity was
among the preferred methods for motor vehicle propulsion, providing a level of comfort and
ease of operation that could not be achieved by the gasoline cars of the time. The internal
combustion engine (ICE) is the dominant propulsion method for motor vehicles but electric
power has remained commonplace in other vehicle types, such as trains and smaller vehicles
of all types.

A hybrid electric vehicle combines a conventional (usually fossil fuel-powered) powertrain

with some form of electric propulsion. Common examples include hybrid electric cars such as
the Toyota Prius. The Chevrolet Volt is an example of a production Extended Range Plug-In
Electric Vehicle.

Electric motor

The power of a vehicle electric motor, as in other vehicles, is measured in kilowatts

(kW). 100 kW is roughly equivalent to 134 horsepower, although most electric motors deliver
full torque over a wide RPM range, so the performance is not equivalent, and far exceeds a 134
horsepower (100 kW) fuel-powered motor, which has a limited torque curve.

Usually, direct current (DC) electricity is fed into a DC/AC inverter where it is
converted to alternating current (AC) electricity and this AC electricity is connected to a 3-
phase AC motor. For electric trains, DC motors are often used.

Electromagnetic radiation

Electromagnetic radiation from high performance electrical motors has been claimed to
be associated with some human ailments, but such claims are largely unsubstantiated except
for extremely high exposures. Electric motors can be shielded within a metallic Faraday cage,

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but this reduces efficiency by adding weight to the vehicle, while it is not conclusive that all
electromagnetic radiation can be contained.

Mechanical

Electric motors are mechanically very simple. Electric motors often achieve 90%
energy conversion efficiency over the full range of speeds and power output and can be
precisely controlled. They can also be combined with regenerative braking systems that have
the ability to convert movement energy back into stored electricity. This can be used to reduce
the wear on brake systems (and consequent brake pad dust) and reduce the total energy
requirement of a trip. Regenerative braking is especially effective for start-and-stop city use.

They can be finely controlled and provide high torque from rest, unlike internal
combustion engines, and do not need multiple gears to match power curves. This removes the
need for gearboxes and torque converters.

Electric vehicles provide quiet and smooth operation and consequently have less noise
and vibration than internal combustion engines. While this is a desirable attribute, it has also
evoked concern that the absence of the usual sounds of an approaching vehicle poses a danger
to blind, elderly and very young pedestrians. To mitigate this situation, automakers and
individual companies are developing systems that produce warning sounds when electric
vehicles are moving slowly, up to a speed when normal motion and rotation (road, suspension,
electric motor, etc.) noises become audible.

Energy efficiency

Electric vehicle 'tank-to-wheels' efficiency is about a factor of 3 higher than internal

combustion engine vehicles. Energy is not consumed while the vehicle is stationary, unlike
internal combustion engines which consume fuel while idling. However, looking at the well-
to-wheel efficiency of electric vehicles, their total emissions, while still lower, are closer to an
efficient gasoline or diesel in most countries where electricity generation relies on fossil fuels.

It is worth noting that well-to-wheel efficiency of an electric vehicle has far less to do
with the vehicle itself and more to do with the method of electricity production. A particular
electric vehicle would instantly become twice as efficient if electricity production were
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switched from fossil fuel to a wind or tidal primary source of energy. Thus when "well-to-
wheels" is cited, one should keep in mind that the discussion is no longer about the vehicle, but
rather about the entire energy supply infrastructure - in the case of fossil fuels this should also
include energy spent on exploration, mining, refining, and distribution.

Type of Batteries

Lead- Acid Battery Li-ion Polymer Battery

Previously banks of conventional lead-acid car batteries were commonly used for EV propulsion. Then
later the 75 watt-hour/kilogram lithium ion polymer battery prototypes came. The newer Li-poly cells
provide up to 130 watt-hour/kilogram and last through thousands of charging cycles.

Efficiency

Because of the different methods of charging possible, the emissions produced have been
quantified in different ways. Plug-in all-electric and hybrid vehicles also have different
consumption characteristics.

Range

Many electric designs have limited range, due to the low energy density of batteries compared to
the fuel of internal combustion engined vehicles. Electric vehicles also often have long recharge
times compared to the relatively fast process of refuelling a tank. This is further complicated by
the current scarcity of public charging stations. "Range anxiety" is a label for consumer concern
about EV range.

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Charging

Grid capacity: If a large proportion of private vehicles were to convert to grid electricity it
would increase the demand for generation and transmission, and consequent emissions.
However, overall energy consumption and emissions would diminish because of the higher
efficiency of electric vehicles over the entire cycle.

Stabilization of the grid: Since electric vehicles can be plugged into the electric grid when not
in use, there is a potential for battery powered vehicles to even out the demand for electricity
by feeding electricity into the grid from their batteries during peak use periods (such as mid-
afternoon air conditioning use) while doing most of their charging at night, when there is
unused generating capacity. This vehicle-to-grid (V2G) connection has the potential to reduce
the need for new power plants, as long as vehicle owners do not mind their batteries being
drained during the day by the power company prior to needing to use their vehicle for a return-
commute home in the evening.

Furthermore, our current electricity infrastructure may need to cope with increasing
shares of variable-output power sources such as windmills and PV solar panels. This variability
could be addressed by adjusting the speed at which EV batteries are charged, or possibly even
discharged.

Some concepts see battery exchanges and battery charging stations, much like
gas/petrol stations today. Clearly these will require enormous storage and charging potentials,
which could be manipulated to vary the rate of charging, and to output power during shortage
periods, much as diesel generators are used for short periods to stabilize some national grids .

Heating of electric vehicles: In cold climates, considerable energy is needed to heat the interior
of a vehicle and to defrost the windows. With internal combustion engines, this heat already
exists as waste combustion heat diverted from the engine cooling circuit. This process offsets
the greenhouse gases external costs. If this is done with battery electric vehicles, the interior
heating requires extra energy from the vehicles batteries. Although some heat could be
harvested from the motor(s) and battery, their greater efficiency means there is not as much
waste heat available as from a combustion engine.

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 However, for vehicles which are connected to the grid, battery electric vehicles can be
preheated, or cooled, with little or no need for battery energy, especially for short trips.

Newer designs are focused on using super-insulated cabins which can heat the vehicle
using the body heat of the passengers. This is not enough, however, in colder climates as a
driver delivers only about 100 W of heating power. A reversible AC-system, cooling the cabin
during summer and heating it during winter, seems to be the most practical and promising way
of solving the thermal management of the EV. Ricardo Arboix introduced (2008) a new concept
based on the principle of combining the thermal-management of the EV-battery with the
thermal-management of the cabin using a reversible AC-system. This is done by adding a third
heat-exchanger, thermally connected with the battery-core, to the traditional heat pump/air
conditioning system used in previous EV- models like the GM EV1 and Toyota RAV4 EV.
The concept has proven to bring several benefits, such as prolonging the life-span of the battery
as well as improving the performance and overall energy-efficiency of the EV.

1.4 Environmental Impact of Electric Vehicles

Due to efficiency of electric engines as compared to combustion engines, even when

the electricity used to charge electric vehicles comes from a CO2-emitting source, such as a
coal- or gas- fired powered plant, the net CO2 production from an electric car is typically one-
half to one-third of that from a comparable combustion vehicle.

Electric vehicles release almost no air pollutants at the place where they are operated.
In addition, it is generally easier to build pollution-control systems into centralized power
stations than retrofit enormous numbers of cars.

Electric vehicles typically have less noise pollution than an internal combustion engine vehicle,
whether it is at rest or in motion. Electric vehicles emit no tailpipe CO2 or pollutants such as NOx,
NMHC, CO and PM at the point of use.

Electric motors don't require oxygen, unlike internal combustion engines; this is
useful for submarines.

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 While electric and hybrid cars have reduced tailpipe carbon emissions, the energy they
consume is sometimes produced by means that have environmental impacts. For example, the
majority of electricity produced in the United States comes from fossil fuels (coal and natural
gas), so use of an electric vehicle in the United States would not be completely carbon neutral.
Electric and hybrid cars can help decrease energy use and pollution, with local no pollution at
all being generated by electric vehicles, and may someday use only renewable resources, but
the choice that would have the lowest negative environmental impact would be a lifestyle
change in favor of walking, biking, use of public transit or telecommuting. Governments may
invest in research and development of electric cars with the intention of reducing the impact on
the environment, where they could instead develop pedestrian-friendly communities or electric
mass transit.

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 CHAPTER – 2
LITERATURE REVIEW
The various articles, previous reports used for this projects has come from various sources
Business Standard Newspapers, Mint Newspapers

SUMMARY OF DELLOITTE’S REPORT

―Gaining traction: Will consumers ride the electric vehicle wave? India results

The report broadly covers topics on:

• Market opportunity

• Target customers

• Barriers to adoption

• Conclusions

The analysis presented in the report was done with primary and secondary research,
including interviews with executives from major automotive OEMs, clean-tech start-ups,
dealers, and energy companies, as well as a survey of nearly 1008 current vehicle owners
in India.

The study was carried out across 100 respondents. To this qualitative and quantitative
data, was applied Deloitte’s Demand Driven Analytics Methodology.

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MARKET OPPORTUNITY

– distinctive styling
– improving speed
– torque characteristics
– will make EV usage a satisfying experience
– rapid rise of fuel prices
– desire to be on par with the rest of the world in terms of emission would
facilitate the growth of the EV market.

TARGET CUSTOMERTARGET CUSTOMERS

• potential first movers

• might be willing to consider

• category are from urban locations

• consisting of both genders

• EVs are considered within the reach of the middle-class customer in most
other markets, the manufacturers selling EVs in India would have to target the
upper- middle or rich customers.

Consumer Segmentation Profiles for

Electric Vehicles in India

• Potential first movers 59%

• Might be willing to consider 34%

• Not likely to consider 07%

In China

 Potential first movers 50%

 Might be willing to consider 43%

 Not likely to consider 07%

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BARRIERS TO EV ADOPTION

They are:

 Battery charge time

 Expected purchase price after government incentives

 Acceptable price premium

 Range anxiety

 Fuel prices

Acceptable battery charging time

– 8 hours 24%

– 4 hours 27%

– 2 hours to 30 minutes 49%

Expected purchase price after government

incentives in INR lakh
– <4 32%

– 4 to 7 33%

– 7 to 9 12%

In India, 76% of the total population surveyed would expect an electric vehicle to
travel up to 320 kilometres per charge before they would consider purchasing one. This
indicates a gap in expectations versus current EV range capabilities in India.

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 While fuel price increase may not be the only factor that drives customers to buy
EVs, it is a fact that they have a mental benchmark of 130-150% of the current fuel prices
that will make them reconsider EVs.

Magazine Articles

Is India ready for a Green Drive‖ from ―The Journal of AIMA (All India Management
Association) Indian Management”, Vol.51 Issue Dated 6 June 2012.

This article is about the current motto “GO GREEN” which is followed by all leading
economies. It has a brief description about US President Obama’s vision of targeting One
million Electric cars on US road by 2015.

It tells us about the various departments of Government of India formed for promotion and
adoption of Electric Vehicles.

The Ministry of New and Renewable Energy has been the front runner formed for promotion
and adoption of Electric Vehicles.

In November 2010, the ministry formulated The Alternative Fuels for Surface Transportation
programme under which 20% subsidy was provided t manufacturers.

Dr. Manmohan Singh announced an apex body, the National Council for Electric Mobility
(NCEM), the key objective of the NCEM is to provide sustainable electric mobility to make
electric vehicles a viable alternate vehicle by ensuring adequate support infrastructure for
sufficient dissemination of electric vehicles.

The Union Budget propped full exemption from basic customs duty and a concessional rate of
excise duty on batteries imported by electric vehicles manufacturers.

All these developments highlight the growing emphasis of Indian Government on encouraging
the growth of electric vehicles.

It also tells about the current nascent stage of Indian market with Mahindra Reva being the only
player in the electric vehicles market, it was able to sell 5000 cars since 2001 till 2011 with
nearly 50% domestic sales. Reva is a very well established player globally and currently sells
in about 24 countries and is looking to begin distribution in 40-50 countries by 2012.

It is seen that electric vehicles are becoming popular among women and students who don’t

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have stringent commuting requirements. It is predicted that once the supportive government
policies are formulated the market for these vehicles would become developed. India has a
maximum market potential owing to an established auto component infrastructure, low
manufacturing and R&D costs, mechanical hardware availability, high urban congestion and
the presence of a large domestic market.

Price positioning is the main concern for electric vehicles, owing to the expensive battery costs.
Reva is priced at a price point which is comparable to other petrol-driven budget hatch back
(A segment) cars while similarly Toyota Prius is positioned in a price category which falls in
the luxury segment. The high price combined with the low consumer awareness and
environmental sensitivity is leading to the big question on whether India is ready for such
vehicles.

In fact, most manufacturers are planning to launch vehicles in other countries or

have launched

Besides infrastructure is also another concern for electric vehicles in India. Since these cars can
run approximately 80km on one charge, they are recommended for short distance as charging
infrastructure is not developed in the country. There have been initiatives under which BSES
in Delhi established charging ports in 50 locations across its sub-stations in the city. Likewise
in Bengaluru, parking spaces in mall and offices have been equipped with charging points for
electric cars. However, it is important to develop rapid charging stations which can provide
quick charging in lesser time.

The key challenge here is that for a developing country like India where we are struggling to
deal with problem of electricity shortage, do we have enough resources to build charging
infrastructure for electric vehicles. Also it is difficult to assess in the long run, if we are trying
to reduce the carbon footprint by decreasing the fuel-driven vehicles, or on the contrary are we
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burning more coal in the thermal stations to generate the required electricity for charging these
vehicles. As per statistics in India, transport contributes to 7 percent of total greenhouse gas
emissions while electricity contributes to 35 percent.

Customer perception and out look further pose the challenge of product acceptability in India.
Electric vehicles are perceived to be under power vehicles at higher cost. The cars can only
cover short distance of about 80 km per charge and hence the value proposition for electric
vehicles as a first car is also currently non-existent as compared to petrol vehicle.

The whole phenomenon of electric vehicles has picked up in recent years owing to the
increasing oil prices and pressure on developed nations to reduce the carbon footprint. Globally
smart cities are being developed which are focused on promoting electric vehicle usage. Indian
government is also planning four smart cities in Manesar, Shendra, Changodar and Dahej to be
built along the dedicated freight corridor. These cities are being designed in association with
Japanese firms like Hitachi, Mitsubishi and Toshiba and would be based on successful models
of Japanese cities Kitakyushu, Toyota City and Yokohoma.

Smart cities are going to be built under the main objective of 3-Rs: recycle, reuse and reduce.
It would focus on promoting energy efficient facilities with networking function along with
environmentally friendly public transportation system and personal vehicles.
By 2020, India’s population in cities is expected to grow manifold to a staggering 200 million while
population is expected to grow by five times as compared to 2010. With this tremendous already
launched electric cars globally like Nissan Leaf and Mitsubishi iMiEV. However, they are playing
it safe in India by watching the government moments and would eventually target Indian market
only if, the policies formulated under NCEM for Electric mobility are favorable growth has
emerged a very critical issue of keeping air and noise pollution in urban areas under control. It is
desired to have 3 lakh electric vehicles on the roads by 2020, including three-wheelers, cars and
scooters which could result in a reduction of over 16 lakh metric tons of population by 2020,
savings of over Rs.3, 700 crore in foreign exchange and significant health costs savings.

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 CHAPTER – 3
HYPOTHESIS

By 2025, India’s pollution in cities is expected to grow five times as compared to 2010.
It is desired to have 3 lakh EVs which could result in a reduction of over 16 lakh metric
tons of pollution by 2020, savings of over Rs.3, 700 crore in foreign exchange and
significant health costs savings.

It is expected that the government will make regulations specific to financial, incentives
for manufacturers, parking and toll benefits to customers and research and development
grants to build next generation technologies.

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 CHAPTER – 4
OBJECTIVES

 To study the perceptions and expectations of potential, for alternative technologies in

automobiles, such as Electric Vehicles.
 To know why electric vehicle couldn’t get enough consumer attraction
 To study the willingness of buyers of considering Electric Vehicles as a
practical commuting option and at when.
 To study the maximum price consumers can afford for buying an Electric Vehicles
 To study the other options available for Range Anxious Consumer with respect to
existing batteries used in Electric Vehicles
 To study the Government initiatives taken for promoting Electric Vehicles and
subsidies provided on Electric Vehicle batteries.
 To study the current expectations of consumers with respect to Electric Vehicles, this will
lead to its potential for future.
 To study the current threats, this is causing slow growth of Electric Vehicles.

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 CHAPTER – 5
RESEARCH METHODOLOGY

The main purpose behind the study was to meet the wants and needs of the consumers
and provide valuable information regarding Electric Vehicle. Also to know whether the
consumers.

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 CHAPTER -6
SAMPLING DESIGN

6.1 Sample size

For the study 100 respondents were selected.

6.2 Sampling technique

For selecting required respondents simple random sampling technique was used.

6.3 Type of Research

Descriptive research

Descriptive research includes survey and fact-finding enquiries of different kinds. The main
characteristic of this method is that the researcher has no control over the variable; he can
only report what has happened or what is happening.

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 CHAPTER – 7
DATA COLLECTION TOOLS

Primary data

The first hand data was collected by us through various sources. Sources of primary
data are the sampling units chosen.

Tools and techniques

Tools for collecting primary data

Interview method

A Questionnaire of 16 Questions was prepared for which appropriate options were

made available for respondents to select from. The questionnaire was created with the help of
Google Docs which was in a format of Electronic Survey Form. It was easy to send the form
via mail to n number of users. Apart from this the Questionnaire was easily uploaded on various
social networking sites.

Observation
It was easy for respondent to fill up the questionnaire and submit it online, the result
of which was saving of time and reach maximum respondents.

Secondary data

These are second hand readymade data collected by some other agency but not by
the researcher. Source could be internal or external records. Secondary data gives the
detailed information about the company. The main detail about when the company was

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started, where the company was started, first etc. the secondary data gives all information
which is unavailable in primary data.

Sources of secondary data

Journals, Internet, Newspaper and Reports were used.

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 CHAPTER – 8
PLAN OF ANALYSIS
i. Once the primary data have been collected, they are (1) edited – inspected,
corrected and modified.

ii. Tabulation – bring similar data together and totaling hem in meaningful categories.
Questionnaires are edited both in the field and later in home. Field editing took
place just the interview. Generally editing is required for open types of questions.
Brief notes or symbols are frequently used during the interview to initially record
the interviewer’s response since it was not desirable to interrupt the flow with
lengthy note taking. Then immediately after the interview, brief notes are recorded.
The responses are thoroughly checked in home for incorrect, inconsequential or
contradictions categories are developed only often the replies has been reviewed.

The collected data are placed into an order. Percentages of respondents answered similarly
are calculated. Then this is interpreted. This involved drawing conclusion from the gathered
data. Interpretation changes the new information immerging from the analysis into
information that is pertinent or relevant to the structure.

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 BIBLIOGRAPHY

i. Electric vehicles: past, present and future by Karndikar et al, International Conference on
advances in energy research, IITB, 10 Dec’ 2013
ii. Connecting plug-in vehicles with green electricity through consumer demand by John,
International Conference on advances in energy research, IITB, 10 Dec’ 2013
iii. Experimental analysis of 1400 cc diesel engine car converted into Hybrid Electric Vehicle by
using BLDC hub motors by Sudhir Gupte, International Conference on advances in energy
research, IITB, 10 Dec’ 2013
iv. Light weighting of Battery Electric cars: An Impact Analysis Using Indian Driving Cycle, By
Muttana et al, SAE 2013-01-2831, Nov’ 2013
v. Optimized Motor Selection for Various Hybrid and Electric Vehicles, By Sharma et al, SAE
2013-01-2833, Nov’ 2013
vi. Comparison of Indian Heavy Duty Hybrid Electric Vehicle Certification Methods with US and
European Requirements by Chatterjee et al, SAE 2013-01-2873, Nov’ 2013
vii. Field Testing of Plugin HEV with Charge Control Technology, by T Morkel, K. Bennion and
W. Kramer J. Bryan & J. Giedd – Technical Report, National Renewable Energy Laboratory
/TP – 550 - 46345, Aug' 2009.
viii. Richard Carlson, Michael Douba, Danny Bocci, Henning Lohse, EVS 23 – Paper # 275,
Argonne National University (2008).

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