projectv2

1. Introduction
2. Need Analysis
2.1 Background
2.2 System Mission
2.3 System Environment
2.4 Project Timeline
3. Concept Exploration & Concept Definition
3.1 Performance Requirements
3.2 Subsystem and Elements
3.2.1 Electric Motor
3.2.2 Battery
3.2.2.1 Motor Battery
3.2.2.2 Accessory Battery
3.2.3 Charging System
3.2.4 Motor Controller
3.2.5 Fuse and Circuit Breaker
3.3 Cost Analysis
4. Advanced Development & Engineering Design
4.1 Risk Management
4.2 Interfaces and interactions of components
4.3 Prototype of electric car
4.4 System Model
4.4.1 Mathematical analysis
4.4.1.2 Energy Consumption:
4.4.1.3 Charging efficiency
4.4.2 Schematic Mode
5.  Integration & Evaluation
6.  Production and Distribution
6.1	Principle Contractors
6.2	The Agents Responsible for Its Design and Implementation
6.2.1	Mitsubishi Motors
6.2.2	Tesla Motors
7	Operation and Support
7.1	The Clients
7.2	Stakeholders and Government Agencies

1. Introduction

2. Need Analysis

2.1 Background

2.2 System Mission

2.3 System Environment
System environment involves everything that interacted with electric vehicle. Though the number of environment factors that the electric vehicle interacts with can be large in number, it can be categorised into three main areas. Functional environment interacts directly with user or operator, neutral environment interacts with surrounding mother natural, and physical environment regarding interaction with other existing systems.
Functional environment is the most basic yet important aspect as operator gives control signal throng user interface based on the feedback from the electrical vehicle system. Simular to traditional gasoline vehicle, operator interacts with vehicle by giving control signals through steering hand wheel, acceleration and breaking pads, and optional clutch pad for manual controlled vehicle. Essential system status such as vehicle speed and engine rpm are measured and feedback through a well-designed user interface in order to be easily read. This bidirectional interaction has to have low in response delay since quick decisions has to be made while driving.
The vehicle must be able to adapted surrounding natural environmental contentions. The power source – battery can be heavily effected by moisture and temperature. In a rainy or wet environment, the high moisture may cause corrosion and eventually trigger short circuit. This can be extremely dangerous since most circuit in electric vehicle consist high voltage, continuous resignation of sparking can arcing in AC area could potentially lead to fire and major malfunction. The battery itself generates heat when power is withdrawn, combined with high surrounding air temperature, occurrence of overheating must be considered. Other aspect such as aerodynamic factors must be considered. Consistently changing air pressure and air resistant during driving have their impact on the overall performance. As the neutral environment could be very different with physical locations, the components must withstand even the harshest environment that mother neural throws at it.
In addition, the electrical vehicle unavoidably has to interaction with other existing systems. One of the obvious system is the road system. The most case impartments of an existing system is both time and money consuming or even impractical. Instead of build a better road surface the electrical vehicle must damp the possible vibration and shock. In other hand, usual family power grid has to be slightly modified in order to charge electric vehicle. This is because a quick charging process may consume up to 10kW power for a single vehicle, which is not designed for a normal household power point. The electric vehicle also must have to surge protection circuit in order to deal with voltage variation in power grid.
Overall, the system environment for electric vehicle is similar to traditional gasoline vehicle. Though the main power source is electric, functional, neutral and physical environment must be well designed and tested before put to use.
2.4 Project Timeline
3. Concept Exploration & Concept Definition
Concept exploration is the phase in system engineering involving deriving key concepts from system requirements. Performance requirements are derived for developing a system. In concept definition phase selected concept, system architecture and subsystem component are looked into detail. Cost analysis studies the read-off between system performance and financial cost.
3.1 Performance Requirements
Though electric vehicle has been invented for a while, it is still a new concept for most people. It is importance for it to meet all basic requirement from majority of customer in order to be a considerable replacement of traditional gasoline vehicle. This section draws a borderline on main streams performance requirement for electric vehicles.
•	Safety
Safety is always considered as the most important requitement for all customer. The existence of batteries and high voltage circuits may lead to potential hazards such as battery fire. Safety strategies and mechanism must been designed to minimize the risk level of all component and the system itself.
•	Mileage
An extended journey length once fully charged is one of the key component of customer satisfaction.  But it is also a challenging task for electric vehicle design. After marketing study an average expected mileage is found at about 100km to 150km once fully charged.
•	Driving speed
The desired driving speed varies for different customer group, such as metropolitan area and rural area. The actual driving speed is limited by battery size and designed mileage. After considering the trend-off, the overall speed must be in comparison with traditional gasoline vehicle. Precise control of driving speed for various driving situation also has to be take into consideration.
•	Environmental impact
A fully battery operated electric vehicle uses electricity as its only power source. Although most electricity is generated by combustion power plane, it can also be generated by renewable energy source. Comparing with combustion engine electrical powered engine has negligible environmental impact. Noise level is also greatly reduced in electric vehicle since there is much less moving parts and no internal combustion.
•	Maintenance
Electrical engine is a relatively simpler system comparing to internal combustion vehicle. Simplified maintenance process and reduced technician training duration lead to a shorter maintenance interval and lower maintenance cost.
•	Charging convenience
The charging process should be available both in charging station or household chargers. The charging time duration must be minimized for costumers’ convenience. The current charging time varies for different battery capacity.
•	Selection range
Consumers generally have the need of various choices of design and styles when purchasing. Models are designed targeted different customer groups such as mid-size passenger cars, vans and light trucks.
3.2 Subsystem and Elements
The subsystem of the electric vehicle refers to the powertrain. The powertrain consists battery packs, DC/DC booster and chopper, rectifier and inverter, motor and generator. The overview of the powertrain is similar to internal combustion vehicle, battery as the combustion engine, electrical convertor as the control system, motor and generator as the power output.
3.2.1 Electric Motor
By converting electrical energy to mechanical energy, electric motor provide torque to run the car. Both alternative current (AC) and direct current (DC) can be used to drive electric motor.
AC motor with various size, shape and power rating is usually operated by 240V or 120V three phase power source. The main advantage of AC motor is their compatibility with regenerative braking feature. Motor is acting as a generator while breaking where momentum energy is converted to electric energy been stored in the attached battery pack. Such mechanism significantly increasing the motor efficiency and extend mileage. The drawback is the high RPM associated with AC motor, which can be overcome by advanced water cooling system.
The general operating voltage for DC motor raged from 96 volts to 192 volts. The DC motor has relatively less complex and lower cost with a standard power rating from 20-30 kW. Most DC motors are capable to be overdriven up to a factor of ten-to-one for only short period of time. Which means for a 20kW DC motor, it can accept ten times more power (200kW) for short period of time. This feature brings better acceleration performance. The large amount of heat generated during overdriving must be dissipate quickly for the stability sack.
Overall, although AC motor is more expensive, it appears to be the most popular engine type to nowadays electric vehicle. High efficiency, longer mileage and shorter charging time makes it a better choice than DC motor.
3.2.2 Battery
An electric vehicle has two battery sets. One for high power consuming elements such as motor. The other one for lower power consuming elements such as accessories, electronics and user interface. A light weighted and small in size battery is required in order to increase energy efficient.
3.2.2.1 Motor Battery
A motor battery is designed to have high charge density, able to withstand strong vibrations, high charging rate and long life span. The mainstream battery materials are lead acid, alkaline, carbon-zinc, Ni-cd, lithium-ion and NiMH. Despite the cost issue, lithium-ion and NiMH batteries satisfy all requirement for a motor battery in electric vehicle. Their cost is around $10,000 to $20,000 and have an average life span of 10 years.
Though Pc-Ac and Ni-MH batteries was previously used as motor battery. In most of the current electric vehicle design, Li-ion polymer battery (LiFePO4) is adapted due to its significant power density (120-200 W/kg). Developing motor battery with higher charge density, longer life cycle and higher power output is the common researching direction for all electric vehicle related manufactures. Table below shoes the comparison between different battery technologies.
	Lead	NiCd	NiMH	Li-ion	Li-ion Polymer	Na-NiCl – Zebra
Specific energy (Wh/kg)	25-45	50-70	50-70	100-140	110-150	90-120
Theoretically possible energy (Wh/kg)	175	240	300	>450	>450	788
Power density (W/kg)	50-100	150-200	100-200	100-200	120-200	200
3.2.2.2 Accessory Battery
Same as other vehicles, electric vehicle also have a 12 volts lead-acid battery for accessories. The lead-acid battery is charged by the main battery through a DC-DC chopper. It supplies all accessories both when the vehicle is running or stationary. Table below shows two modles of 12 volts batteries been adapted by Tesla Motors and Mitsubishi. The Tesla S aims the sport cars area, its battery able output more power but much more expensive than an economical use car.
Vehicle Models	Type	Power KWH	Cost
Tesla S	Lithium-ion	40/60/85	$8000/$10000/$12000
Mitsubishi i-MiEV	Lithium-ion	16	$4000
3.2.3 Charging System
The main purpose of charging system is to recharge the main battery in a limited time duration while minimising damage to the battery. Essential status such as battery temperature, current flow and battery temperature must be consistently monitors. Information such as charging percentage and reach of critical battery (start using reserved energy) voltage must feedback to operator through user interface mentioned in engineering environment. A control system controls all factor in order to maximize charging rate and minimizing potential damage. The threshold battery temperature must not be exceed in all circumstances. Power is supplied to the charging system through charging station or power grid. Such power must be sufficient and consistent in order to minimize charge duration.
3.2.4 Motor Controller
The main purpose of motor controller is to transmit desired power from battery to motor. It consistently monitors the accelerator pedal and information feedback from other systems. After almost instant calculation, an appropriate amount of power is delivered to motor(s). Current from battery is converted to AC through a switching invertor. The produced current with required frequency is feed into the AC motor.  It also controls the forward and reverse state of the vehicle.

Half-wave (left) and full-wave (right) rectifier circuits that develop dc output voltage

Typical switch inverter output waveform
3.2.5 Fuse and Circuit Breaker
Fuse and circuit breakers are installed throughout the system. By doing this, if one failures caused by overcurrent or other issues, other component separated by fuse or circuit breaker are protected from collateral damage.
3.3 Cost Analysis
4. Advanced Development & Engineering Design
The objectives to be achieved in this phase are:
1. Validating the system concepts
2. Selecting the subsystems
3. Specifying the construction of components
4. Defining the complete design specifications of the physical system configuration

It shows all the sub-components and their integrations with the system. Risk analysis is also performed. All the components should be able to perform their intended operational requirements before being integrated and validated into the system.
4.1 Risk Management
The first thing to be considered in the case of an electric car is the change of the fuel system to the electric system. The aim is to maintain the performance similar to that of the fuel system. It refers to the electric system and its interfaces which have to fulfil functional specifications along with system concept design. The components undergo risk management for further development and to improve the reliability of the system. This step is crucial to:
•	Identify potential problems
•	Minimize probability of failure
•	Identify failures that may affect the project negatively
Battery risk
A major risk is the battery’s crash performance. During a crash the Li-ion cells create fire due to cell deformation and short circuits. Recommendations for improvement are:
•	Implement switches to stop battery in case of a crash
•	Install circuit breakers for the protection of the battery in case of power outage
•	Protect the battery with a heavy metal casing
An additional risk is the battery weight, this causes the electric vehicle to be considerably heavier than the fuel vehicles. For a minimum 100 km range on full charge the battery weights are specified as follows:
i.	400 kg  for a lead acid battery
ii.	200 kg for a NiMH battery
iii.	120 kg for a Li-ion battery
The battery protection also adds to the weight. Ideally it is recommended to use lighter metals such as Aluminium which are almost up to 40% lighter than metals such as iron.
After undergoing rigorous checking procedures and several tests to ensure the completely safety of the vehicle and the user, the risk management phase is considered to be completed. Extensive testing is done during these procedures, namely:
i. Checking the cooling system
ii. Ability to withstand pressure (i.e. Pressure Test)
iii. Weather condition test
iv. Battery engineering and durability
v. Other relevant tests
4.2 Interfaces and interactions of components

The figure above shows the general interfaces and the interactions as required for the electric vehicle system. The pedal accelerators are connected to the potentiometers which indicated the controller the amount of energy that is required. Sufficient energy is used by the battery which is provided by the controller. A major advantage of the electric vehicle over the conventional car is the lesser power loss due to the AC motor being directly connected to the wheels and axels while supplying energy. This reduces transmission loss.
4.3 Prototype of electric car
The Volar-e prototype released by the Spanish engineering company 'Applus+Idiada’ are as follows:
i. Wheelbase of 2.77m
ii. 38 kWh lithium-iron-phosphate battery (chosen to save weight)
iii. Carbon ceramic composite discs are used with stopping distance of 30m

As observed from the table, the Li-ion battery is a much better option than the others in terms of specifications.
4.4 System Model
4.4.1 Mathematical analysis
In mathematical analysis process, mathematical models are used to express system functionality and dependencies in the language of mathematics. Primary behaviours of system elements are represented by well-understood mathematical constructs.
i. Rolling resistance
Rolling resistance is the main factor affecting system performance. Optimizing rolling resistance leads to longer mileage and cancelation performance.

Variables such as rolling resistance coefficients, frontal area and drag coefficient could be optimized used sophisticated mathematical optimization model. Final design comes with the best possible optimal coefficients. In the other hand, without such optimizing process, more energy is consumed and transformed into useless heat and noise, overall efficiency is compromised.
4.4.1.2 Energy Consumption:
The following equation determines the energy consumption level of electrical vehicle. By minimizing energy consumption, smaller battery size and shorter charging duration may be achieved.

4.4.1.3 Charging efficiency

4.4.2 Schematic Mode

5.  Integration & Evaluation
In the phase of integration and evaluation, fully engineered components and subsystems will be integrated into a total operational system for the first time; the performance of the unified entity will be validated by system tests, which are designed to subject the system to all of the operational inputs and environmental conditions, as well as evaluation by comparing test result to the operational requirements, the resulting specification and possible defect of performance will be used for further development.
The test plan of Mitsubishi i-Miev in Canada is a good example of integration and evaluation:
(a)	Test planning:
According to the system environment described in detail above, the aim of the system test is to evaluate the performance of i-Miev on Canadian road system and under typical Canadian climate condition.
(b)	Test equipment Design will be combined into system test and evaluation.
(c)	System Integration:
The two i-Mievs for system test are Right-hand drive Japanese models, with specification shown below:

(Specification of testing model for i-Miev)
(d)	System Test and Evaluation:
The test and evaluation of i-Miev is divided into 3 phases:
Phase 1 is Laboratory Energy consumption and Range Testing, which can be mainly divided into 2 parts:
1.	Coastdown testing, this is to determine the road load force on a vehicle as a function of vehicle velocity, which results in an accurate simulation of the road force for further application on Chassis dynamometer testing.
2.	Chassis dynamometer testing, full range, capacity and abbreviated test will be carried out by testing the vehicle against a variety of test cycles, this is to measure energy consumption, and battery energy capacity, hence range and charging efficiency of the i-Miev under various driving conditions can be determined.
Test equipment design:
1.A single diameter roll will be connected to the vehicle, a pulse counter will be used to measure the rotating speed and feed information into a microprocessor, which will plot linear speed on a video screen as a cursor, in this way, speed, acceleration, torque, simulated road load force and simulated inertia force can be recorded continuously.
2.Both energy consumptions and discharge energy will be measured by a Hioki 3193 Power HiTester, which can monitor voltage, current integrated amp-hours and integrated watt-hours .
•	Phase 2 is Dynamic performance and On-Track Range Testing.
•	In phase 2, the vehicle will undergo a variety of testing.
•	All the tests in phase 2 will be carried out under the following condition.
•
Environmental Conditions: Ambient temperature between 5°C and 32°C; atomistic pressure between 91kPa and 104 kPa; as a matter of climate, tests are performed without rain or fog, meanwhile maximum wind speed of testing area is no greater than 10mph.
Tire condition:
Warming up and conditioning is applied to the tires for every dynamic testing, according to the recommendation of vehicle manufacturer, the tires are conditioned and inflated during on road test. No tolerance for burnouts to heat the tires, no special agents which increase traction is added to the tire or the track surface.
Track Conditions:
Tests are undertaken on a hard, dry surface with clearance of debris within level of ± 1%, on road tests are performed in both directions.
1.	Range test to determine the range that i-Miev can be driven in each designed constant testing speed as well as maximum speed.
2.	Acceleration evaluation under different state of battery (0%, 40%, 60% and 80% discharged).
3.	Maximum speed and top speed in different driving mode. Where maximum speed is the reading from the vehicle's speedometer, top speed is the overall maximum speed affected by wind. There are 3 driving modes in the shift position of i-Miev, which are 'D' ,'Eco' and 'B', where: 'D' mode is maximum power and acceleration with reduced regenerative braking, which is a good mix for highway and city driving; 'Eco' mode is reduced power and acceleration with medium regenerative braking, which is for the purpose of maximizing main battery effectiveness, that leads to a recommendation of high way driving ;'B' mode is maximum power and acceleration combined with strong regenerative braking, which is suitable for driving on roads with moderate to heavy inclines and around city.
4.	Handling test, which consist of lateral skid pad test for maximum cornering speed, emergency lane change manoeuvre test for vehicle performance of swerving, curb-to –curb turning circle test for the performance on a u-turn.
5.	Noise test to measure the sound level at different intervals of running state of the vehicle.
6.	In braking test, the performance of deceleration will be evaluated by measuring total braking distance and stopping time in an abrupt stop.

Test equipment design:
1.As mentioned in phase 1, Hioki 3193 Power HiTester will also be used to monitor the battery in phase 2.
2.DAS(data acquisition system) will be used for recording speed versus time in range tests, time versus distance travelled in acceleration evaluation, and top speed in different driving mode.
3.Layout of lateral skid pad:

4.Setup of emergency lane change manoeuvre test

5. A sound level meter will be placed near the right ear of the driver in noise test.

Phase 3 is On-road Driver Evaluation.
In this phase, 40 to 50 evaluators will experience a test-drive on i-Miev over 30 to 100 kilometers, an evaluation form will be asked to fill after the on-road test-drive. In addition, for a better study of the vehicle's performance under winter condition, Chassis dynamometer testing mentioned in phase 1 will be undertaken by authorized drivers over an entire winter season.
The test result of all 3 phases will be included and analyzed into a final report, which indicates performance characteristic and consistent decencies, the report will be transmitted to the manufacturer, as the output of validated production designs and specifications.
6.  Production and Distribution
The first prototype which has been researched and developed and has been approved for production is the primary component in this phase. The prototype needs to cohere to the product specification and system requirements before being handed off to the contractors and subcontractors.
6.1	Principle Contractors
The integration of components, subsystems and different systems comprise the production and development of the electric vehicle.
a.	Battery
Ideally it is more advantageous for the company to have its own battery. Mitsubishi motor has developed the i-MiEV’s Lithium-ion battery which is also manufactured by Mitsubishi Corporation (MC), Mitsubishi Motors Corporation (MMC) and GS Yuasa Corporation which are all joint venture companies for the project. Battery maker GS Yuasa is the majority stakeholder with 51%; whereas Mitsubishi Corporation (MC) holds 34% and Mitsubishi Motors Corporation (MMC) holds the remaining 15%. Similarly Tesla motors have paired up with Modine to build their own battery pack.
b.	Tire
Mitsubishi had decided to scrap i-MiEV with the low rolling resistance tires from the Japanese tire specialist, Yokohama. Yokohama plans to test eight of its tire on the Mitsubishi new i-MiEV. Because of the low rolling resistance tires and the green facilities, Yokohama became the ideal partner for Mitsubishi’s i-MiEV.
c.	Charging_Stations
Mitsubishi has partnered with Eaton, a company that has more than 20 years of experience in developing electrical and hybrid power systems for commercial vehicles, to provide site analysis and work to manage installation of a Level 2 Charging Station for i-MiEVs. This 220V charging station stations will be available for car owners to use in their own homes to reduce the time to recharge in half when compared to a standard 110V electrical outlet (http://www.conceptcarz.com/z19194/Mitsubishi-i-MiEV.aspx).The number of charging stations around the city is another important consideration to promote electric cars. The government of Ireland plans to implement 2000 domestic, 1500 public access and 30 inter urban fast charging charge points around the country by 2020 to cater for the increasing number of electric cars on the road (http://www.autoevolution.com/news/mitsubishi-i-miev-to-wear-yokohama-prototype-tires-23027.html).
d.	Safety_Tests
The car must be safe enough so that the consumers will be willing to purchase the product. Mitsubishi had signed agreements with the City of Vancouver (British Columbia), BC Hydro (British Columbia), Hydro-Québec (Canada) and the City of Boucherville to test the performance and vehicle’s road handling of i-MiEV in real-world conditions as mentioned in the Integration & Evaluation phase. The test results will also help to assess the potential environmental benefits of electric vehicle technologies in Canada.
e.	Other_parts_and_components
Tesla says over 95% of the Model S parts are original. They make their majority components like motor, on-board charger and universal connector.  The window switches, turn signal, windshield wiper and cruise control talks are made by Mercedes-Benz where the parent of Mercedes-Benz, Daimler is a stakeholder in Tesla. Headliner of the car is made by Magna from Canada and the antenna is from Harada. These contractors are considered as the top-tier suppliers that make Tesla Model S so successful. Refer to Table for the complete list of supplier for Tesla Model S.
Parts and Components	Supplier	Parts and Components	Supplier
Flangeform Nuts	PSM International	Flangeform Nuts	PSM International
Window Regulator	Inteva Products	Window Regulator	Inteva Products
Power Recliner	Fisher Dynamics	Power Recliner	Fisher Dynamics
Exterior Mirrors	ADAC	Exterior Mirrors	ADAC

Brake Pedal Switch	Methode Electronics	Brake Pedal Switch	Methode Electronics

Aluminium Wheel	Zanini Auto Group	Aluminium Wheel	Zanini Auto Group
Center Cap		Center Cap
Decorative Wheel	MacLean-Fogg	Decorative Wheel	MacLean-Fogg
Fasteners		Fasteners
Brake Caliper, Brake Disc	Brembo	Brake Caliper, Brake Disc	Brembo

Vacuum Brake Hose	Hitachi Cable America,	Vacuum Brake Hose	Hitachi Cable America,
	TI Automotive		TI Automotive
Front Bumper Assembly	Multimatic	Front Bumper Assembly	Multimatic

Front Grille Surround	Magna	Front Grille Surround	Magna
Electronic Power	ZF Lenksyteme	Electronic Power	ZF Lenksyteme
Steering		Steering
Washer Reservoir	ABC Group	Washer Reservoir	ABC Group
System		System
Hood Gass Spring	Stabilus	Hood Gass Spring	Stabilus

Side Door Hinges	Multimatic	Side Door Hinges	Multimatic
Battery Chiller	Modine	Battery Chiller	Modine

Table 6 – Suppliers for Tesla Model S 2013 (http://www.teslamotors.com/models)

6.2	The Agents Responsible for Its Design and Implementation
Before considering other agents like Bosch and michelin(look at the cost analysis table) that are responsible for the design and in its implementations of an electric cars.
Lets first consider the car manufacturer who plays a major role in the design and its implementations. For example lets talk about Telsa Motors and Mitsubishi Motors contribution in the design of electric cars.
After decades of experimentation, innovation and trials, Mitsubishi Motors are at the forefront of electric vehicle technology. They are proud to provide Australian motorists with the first volume produced electric car, the i-MiEV.
Mitsubishi I-MiEV, the i-MiEVs are actually the electrified version of Mitsubishi ‘I’ which is a very popular gasoline-powered mini car in the market [Specially in Japan]. This 100% electric vehicle has a vastly reduced effect on the environment, yet demands absolutely no compromise in terms of comfort, convenience or fun.
It is both relaxing and exciting in equal measures.There is no noise, just the whisper of rubber and asphalt; there is no vibration as there are in petrol
engines; there are no fumes, and progression is silky smooth since we never
change gear. Yet there is a car with a tremendous amount of torque right from the start. The i-MiEV boasts plenty of power to get around town and gives
us confidence when it comes to overtaking. Whilst the exterior may look radical, the controls are conventional and so easy to use. remote central
locking, power operated windows and door mirrors, an excellent audio system and plenty of storage areas. To make driving even more enjoyable, the optional satellite navigation system includes Bluetooth hands free ‘phone kit’, and iPod connection.http://www.mitsubishi-motors.com.au/uploads/vehicle-brochures/12my/12my-i-miev.pdf
Mitsubishi’s i-MiEVs are designed by Mitsubishi’s Research &Development Centre (R&D) and implemented by the company’s manufacturing facilities in several at locations
Mitsubishi Motors, Manufacturing Centres and Related Facilities, http://www.mitsubishimotors. com/en/corporate/aboutus/facilities/index.htm
7	Operation and Support

7.1	The Clients

7.2	Stakeholders and Government Agencies

The dependence and increase of fuel prices are continuing to rise, electric cars are the next realistic and cost-efficient purchase. Due to the underdeveloped electric industry and lack of market experience, a considerable amount of work has to be done to achieve success in this field. The stakeholder analysis of the group of bodies responsible for the development in this field is as follows:
•	The Community
•	The Suppliers
•	Government Regulation Bodies
•	Influencers
•	Insurance Companies
The community comprises of the users and the standard international bodies. The users are very important stakeholders of the development project, as they are the consumers and their support will further promote improvements in this field. The standard international bodies provide a platform for the product to be introduced into the market. The encourage innovation, improve efficiency and boost productivity of the development project. This will reduce market distortions, improve economic efficiency and eliminate technical barriers. A few notable examples of such bodies are the International Organization for Standardization (ISO) and International Electrotechnical Commission (IEC).
The suppliers consist of the partners of the company, electricity suppliers, contractors, car manufacturers and charging station manufacturers. These stakeholders are mainly responsible in the establishment of the project. The partners of the project help in the supply of cleaner technologies and also suggest a more efficient way of implementing the project. For example, the researchers in University of Delaware and the DNREC will determine the most effective locations for charging stations (http://www.udel.edu/udaily/2014/feb/ev-charging-stations-021914.html). The electricity suppliers are the power utility suppliers that have to be ready to meet the rise in demand for electricity. Various contractors that will be appointed to design and integrate the subsystems of the car. Car manufacturers such as Honda, Toyota, etc. are the primary stakeholders and will be responsible to make this a viable product in the future. Charging station manufacturers design and manufacture charging stations and recharge points. Examples of such are ABB, Schneider Electrics, etc.
The government regulation bodies are responsible to make sure that the car is built with the safety standards and can be used by the consumer. Incentives such as reduction in cost price of the electric vehicle can largely help the partners make profits and the consumers buy the products.
The influencers such as research agencies also contribute as stakeholders. Their role is to validate and spread awareness to the market about to product. They would also largely be associated with critical analysis and the innovation of the product. For example wireless charging in Renault’s electric vehicle is influenced by a company called Qualcomm *.
The insurance companies will help provide insurance to these vehicles and would hence establish a strong market connection of the product with the consumers.
Relationship Model
 Figure 1: Relationship Model Diagram
Given above shows the relationship on how each of the major stakeholders are related to one another. The manufacturers and the contractors have to work out the optimal design and specifications of the product which is then approved by the government regulatory bodies. The insurance companies will provide the consumer with insurance with accordance to the government regulatory bodies. The research bodies and the standard international bodies will seek to provide innovation and efficiency and will basically influence the manufacturers to improve the design. The partners are responsible that the consumer receives the product as desired. The government has a responsibility to the consumer that the product be safe and ready for commercial use.
The figure below is a stakeholder matrix. The stakeholders are plotted against two variables, ‘Important’ and ‘Influential’. The placement of the stakeholder will determine the position in the stakeholder relationship and the value.

           	Figure 2: Stakeholder Matrix

Stakeholders	Rank based on matrix	Why?
Consumers	E	One of the most important stakeholders as they are the main buyers of the product and also help further promote the product
Government	N	Plays a vital role as it endorses our product while encouraging investors to invest in the product
Research Bodies	M	Responsible for project viability and instrumental in further development
Manufacturers	B	Important stakeholder, responsible for the quality of the product.
Partners	E	Responsible to meet the consumers demands and are the major investors in the product.
Contractors	D	Designing and integrating various sub systems of the car
Insurance Company	J	The insurance company endorses the product further as they will cover the cost of insurance
Table 1: Importance and Influence table