Project on Hybrid Car

8/8/2019 Project on Hybrid Car

http://slidepdf.com/reader/full/project-on-hybrid-car 1/32

INTRODUCTION

Honda

Honda Motor Company, Ltd is a Japanese multinational corporation primarily known as a

manufacturer of automobiles and motorcycles

Honda was the first Japanese automobile manufacturer to release a dedicated luxury

brand, Acura in 1986. Aside from their core automobile and motorcycle businesses, Honda also

manufactures garden equipment, marine engines, personal watercraft and power generators,

amongst others. Since 1986, Honda has been involved with artificial intelligence/robotics

research and released their ASIMO robot in 2000. They have also ventured into aerospace with

the establishment of GE Honda Aero Engines in 2004 and the Honda HA-420 Honda Jet,

scheduled to be released in 2011. Honda spends about 5% of its revenues into R&D.

Honda is the world's largest manufacturer of motorcycles as well as the world's largest

manufacturer of internal combustion engines measured by volume, producing more than 14

million internal combustion engines each year. Honda is the sixth largest automobile

manufacturer in the world.

Honda is headquartered in Minato, Tokyo, Japan. Their shares trade on the Tokyo Stock

Exchange and the New York Stock Exchange, as well as exchanges in Osaka, Nagoya, Sapporo,Kyoto, Fukuoka, London, Paris and Switzerland.

American Honda Motor Co. is based in Torrance, California. Honda Canada Inc. is

headquartered in the Scarborough district of Toronto, Ontario, and is building new corporate

headquarters in Markha,Ontario, scheduled to relocate in 2008; their manufacturing

division, Honda of Canada Manufacturing, is based in Alliston, Ontario. Honda has also created

joint ventures around the world, such as Honda Siel Cars and Hero Honda Motorcycles in

India, Guangzhou Honda and Dongfeng Honda in China, and Honda Atlas in Pakistan.

Hybrid electric

In late 1999, Honda launched the first commercial hybrid electric car sold in the US market ,

the Honda Insight, just one month before the introduction of the Toyota Prius, and initially sold

for US$20,000. The first-generation Insight was produced from 2000 to 2006 and had a fuel

economy of 70 miles per US gallon (3.4 L/100 km; 84 mpg-imp) for the EPA's highway rating, the



most fuel-efficient mass-produced car at the time. Total global sales for the Insight amounted to

only around 18,000 vehicles.

Honda introduced the second-generation Insight in its home nation of Japan in February 2009,

with release in other markets to expected through 2009 the U.S. market will receive the new

Insight in April 2009. At $19,800 as a five-door hatchback it will be the least expensive hybrid

available in the US. Honda expects to sell 200,000 of the vehicles each year, with half of those

sales in the United States.

Honda has also been selling since 2002 the Honda Civic Hybrid (2003 model) in the US market,

It was followed by the Honda Accord Hybrid, offered in model years 2005 through 2007. Honda

is also planning to introduce a hybrid version of its Fit, as well as another unique small hybrid

vehicle based on the CR-Z sports car concept that it introduced at the 2007 Tokyo Motor Show.

Hybrid Electric Vehicle

A hybrid electric vehicle (HEV) combines a conventional internal combustion

engine propulsion system with an electric propulsion system. The presence of the electric power

train is intended to achieve either better fuel economy than a conventional vehicle, or better

performance. A variety of types of HEV exist, and the degree to which they function as EVs

varies as well. The most common form of HEV is the hybrid electric car, although hybrid electric

trucks (pickups and tractors) also exist.

Modern HEVs make use of efficiency-improving technologies such as regenerative braking,

which converts the vehicle's kinetic energy into battery-replenishing electric energy, rather than

wasting it as heat energy as conventional brakes do. Some varieties of HEVs use their internal

combustion engine to generate electricity by spinning an electrical generator (this combination is

known as a motor-generator), to either recharge their batteries or to directly power the electric

drive motors. Many HEVs reduce idle emissions by shutting down the ICE at idle and restarting

it when needed; this is known as a start-stop system. A hybrid-electric produces less emissions

from its ICE than a comparably-sized gasoline car, as an HEV's gasoline engine is usually

smaller than a pure fossil-fuel vehicle, and if not used to directly drive the car, can be geared torun at maximum efficiency, further improving fuel economy.

The hybrid-electric vehicle did not become widely available until the release of the Toyota

Prius in Japan in 1997, followed by the Honda Insight in 1999. While initially perceived as

unnecessary due to the low cost of gasoline, worldwide increases in the price of petroleum

caused many automakers to release hybrids in the late 2000s; they are now perceived as a core



segment of the automotive market of the future. Worldwide sales of hybrid vehicles produced

by Toyota reached 1.0 million vehicles by May 31, 2007, and the 2.0 million mark was reached

by August 31, 2009, with hybrids sold in 50 countries. Worldwide sales are led by the Prius, with

cumulative sales of 1.43 million by August 2009. The second-generation Honda Insight was the

top-selling vehicle in Japan in April 2009, marking the first occasion that an HEV has received

the distinction. American automakers have made development of hybrid cars a top priority.

History

In 1901, while employed at Lohner Coach Factory, Ferdinand Porsche designed the Mixte, a

4WD series-hybrid version of "System Lohner-Porsche" electric carriage previously appeared in

1900 Paris Salon. The Mixte included a pair of generators driven by 2.5-hp Daimler IC engines

to extend operating range. The Mixte broke several Austrian speed records, and also won

the Exelberg Rally in 1901 with Porsche himself driving. The Mixte used a gasoline

engine powering a generator, which in turn powered electric hub motors, with a small battery

pack for reliability. It had a range of 50 km, a top speed of 50 km/h and a power of 5.22 kW

during 20 minutes.

In 1905, H. Piper filed a US patent application for a hybrid vehicle.

The 1915 Dual Power , made by the Woods Motor Vehicle electric car maker, had a four-

cylinder ICE and an electric motor. Below 15 mph (25 km/h) the electric motor alone drove the

vehicle, drawing power from a battery pack, and above this speed the "main" engine cut in to

take the car up to its 35 mph (55 km/h) top speed. About 600 were made up to 1918.

The first gasoline-electric hybrid car was released by the Woods Motor Vehicle Company of

Chicago in 1917. The hybrid was a commercial failure, proving to be too slow for its price, and

too difficult to service.

In 1931 Erich Gaichen invented and drove from Altenburg to Berlin a 1/2 horsepower electric

car containing features later incorporated into hybrid cars. Its maximum speed was 25 miles per

hour (40 km/h), but it was licensed by the Motor Transport Office, taxed by the German RevenueDepartment and patented by the German Reichs-Patent Amt. The car battery was re-charged by

the motor when the car went downhill. Additional power to charge the battery was provided by a

cylinder of compressed air which was re-charged by small air pumps activated by vibrations of

the chassis and the brakes and by igniting oxyhydrogen gas.



Purpose and Need of Electric Cars

Economic conditions around the world have been very encouraging. Global growth which as

4.8% in 2005 reached 4.9% in 2006 and is expected to hover around this level in the current year

also. While the Chinese economy is growing at around 10% without any signs of slow down, the

Indian economy is also continuing to grow at more than 8%. In the coming years, I am expecting

that the Indian economy will be booming owing to the heavy demand on infrastructure. Energy

sector is growing by leaps and bounds as it is receiving the highest attention of both the State

Governments and Central Government. India has moved from an argarian economy to a

manufacturing economy.

The manufacturing sector now contributes around one-fourth of the total GDP and the industrial

output has now crossed USD 65 Billion in value.

Sustainable economic growth of India as well as rest of the world will depend on effective

energy planning. Nearly 40% of the world¶s energy comes from petroleum. Natural gas

contributes to another 20% and these two natural resources account for 60% of the world¶s

energy. The growth in consumption of oil and natural gas in the past has been such that the

consumption has been doubling every 15 years. This trend is likely to continue and will lead to

complete depletion of natural resources in next 30 years.

It is significant to note that more than 20% of the world¶s total primary energy is consumed in

transportation. There are more than 550 million cars currently in the world and in another 20

years the automobile population will reach one billion mark. It is also significant to note that

after 1970 the new oil discoveries have been very few and any new discoveries will not make

any significant contribution to the world¶s energy pool.

Transportation sector which consumes a large share of energy resource of the country also

contributes significantly towards pollution. We at Honda have made our mission to providevehicles which are emission free, which are inexpensive to acquire and operate. Our launch of

battery operated cars has been highly successful and Honda is now developing several new

vehicles for the Indian market.



Economic and environmental forces are frequently pitted against each other and many a times

the financial cost of environmentally friendly technologies and goods is so high that one has to

strike a balance or look for Government subsidies. Our Electric Vehicles are unique in this aspect

as they are not only economical but also environment friendly.

Objectives of the study

The objectives set for the study are-

- To find out the awareness of consumers about the hybrid cars.

- To find out the reasons what people think about hybrid cars.

- To find out why people refer to hybrid cars.

- To find out the factor influencing the sales of hybrid cars.

- To find out the acceptance level of people.

- To know that do people really like hybrid cars.



Research Methodology

The success of any event heavily depends upon the way chosen for its execution. This includesensures of some basic question to the specific focus on constraints as well. In other words they

can call the methodology as the backbone of any research. It also includes research or study

method. Thus when they talk of methodology they not only talk of methodology they not talk of

methods but also consider the logic behind the methods they use in the context of their study

objective and explain way use are using them so that study results are capable of being evaluated

logically.

Sources of data collection:-

For my survey, primary data has been used as questionnaire to collect the data.

Sample

The sample is the representative unit of population. We are using consumer as sample for this

research. The sample is stratified proportionate sample and the sample size is of the research is30 samples.



Literature Reviews

Title: HYBRID ELECTRIC VEHICLES TECHNOLOGY AND SIMULATION:LITERATURE REVIEW

Accession Number: 00967156

Abstract:

This paper provides a review of the literature on hybrid electric vehicle (HEV) technology,engine technology, HEV simulation software, and engine simulation software. HEVs aredesigned with an on-board energy storage system and a smaller engine than conventional

vehicles, which allows the HEVs to achieve better fuel economy and fewer emissions. Theintegration of diesel engine technology into a HEV configuration shows promise as a way tomeet fuel economy and emissions requirements. There are many HEV and diesel enginesimulation software packages available for predicting emissions and fuel economy as well asstudying the overall performance. The ability to integrate an advanced engine simulationsoftware output and an HEV simulation for the prediction of engine alterations on overall vehicle performance is a critical tool for meeting fuel economy and emission goals.

Authors: Inman, S El-Gindy, M HAWORTH, D C

Publication Date: 2003

Serial: International Journal of Heavy Vehicle Systems

Volume: 10

Issue Number: 3

Publisher: Inderscience Enterprises Limited

ISSN: 1744-232X

EISSN: 1741-5152



International Journal of Vehicle Design

Issue: Volume 21, Number 1 / 1999

Pages: 89 - 109

Strategic challenges in developing electric vehicles: a literature review

By Stephane Gagnon

Abstract

Within the next 10 years, radical innovations in electric vehicles will cause profound changes in

the way automakers develop their products. The prevailing lean product development

approach(LPDA), based on concurrent engineering(CE), may well be modified substantially to

fit with EV¶S high technology content, high innovation rate and high uncertainity context. In

addition, the fact a large part of ev¶s technologies must come from outside the auto industry is

another challenge in itself. This literature review leads us to conclude: 1) strategy formulation

should be driven by the emergence of a dominant design, 2) we find that organisational change

efforts will have to be focused more directly upon the management of knowledge. 3) we finally

argue that capabilities development will occur only if a number of adjustments are made to the

LPDA, especially regarding suppliers, leaders, people and tools.



Induction Motor Control for Hybrid Electric Vehicle

Applications

Amuliu Bogdan Proca

Ali Keyhani

The Ohio State UniversityElectrical Engineering Department

Columbus Ohio 43210Tel: 614-292-4430Fax: [email protected]

May, 2001

ABSTRACT :

Hybrid electric vehicles (HEV) have become an increasing topic of research in recent years.

Compared to traditional Internal Combustion Engine (ICE) driven automobiles, HEV¶s have the

potential to consume less fuel and pollute less. Results go as high as 50 % of the fuel

consumption of a conventional vehicle of the same size. A Hybrid Electric Vehicle (HEV) is an

automobile in which the propulsion comprises both an Internal Combustion Engine (ICE) and an

Electric Motor (EM). The most common type of HEV is the parallel type, in which both ICE and

EM are directly connected to the wheels. The ICE is known to have good efficiency at certain

operating curves (on a speed-torque diagram) and poor efficiency in the rest. During transients

efficiency drops considerably and pollution increases gradually.

When properly controlled, an electric motor can have far better efficiency both in transients and

at different operating conditions. Therefore, in a parallel HEV the ICE is kept at steady state and

the electric motor is responsible in supplying the difference in torque between the torque

command and the torque supplied by the ICE. In a series HEV, the entire torque is produced by

the electric motor while the ICE only drives a generator to charge the batteries and supply the

EM. The induction motor is the electric propulsion solution of choice for most HEV, since it is

relatively low cost, robust and virtually maintenance free.



In high performance applications, the induction motor is controlled through field orientation

techniques. Since these techniques require the knowledge of the motor model parameters, a

mismatch in parameters is prone to create control errors. It is therefore important to accurately

model the induction motor. The induction motor parameters vary with the operating conditions,

as is the case with all electric motors. The inductances tend to saturate at high flux levels and the

resistances tend to increase as an effect of heating and skin effect. There are other effects that

contribute to the parameter variation, which make the dependency between operating conditions

and parameters even more complicated. Most of previous research in motor control uses a single

set of parameters for all operating condition or uses on-line adaptive procedures for the

estimation of only one parameter, namely the rotor resistance. The present research develops a

methodology for parameter estimation that can be easily applied on site (the motor does not need

to be tested separately); also, the parameters are mapped to the operating conditions.

Furthermore, for parameters that vary as a function of unmeasurable quantities (for example, the

rotor resistance varies as function of rotor temperature) or that can modify in time due to aging,

an on-line parameter estimator is developed.

Field orientation techniques also require knowledge of the rotor speed. Since speed sensors

decrease the reliability of a drive system (and increase its price), a common trend in motor

control is to eliminate them and use a rotor speed observer to calculate the speed. However, all

known speed estimators (open loop, MRAS, Kalman filter, Sliding mode etc) depend on the

induction motor model. This work corrected this problem by developing a speed observer that

has parameters adapting to operating conditions. All known speed estimation techniques behave

poorly at low speed and loading levels. An intelligent controller is developed to correct speed

estimation at low speed.



Hybrid Electric Vehicle Control Strategy

Steven J. Boyd

Virginia Polytechnic Institute and State University

Master of Science

Mechanical Engineering

Committee:

Dr. Douglas Nelson

Dr. Michael Ellis

Dr. Charles Reinholtz

August 28, 2006

Blacksburg, Virginia

Keywords: hybrid electric vehicle, control strategy, efficiency, split parallel architecture,

E85

Copyright 2006, Steven J. Boyd

Abstract:

Defining an operation strategy for a Split Parallel Architecture (SPA) Hybrid Electric Vehicle

(HEV) is accomplished through calculating powertrain component losses. The results of these

calculations define how the vehicle can decrease fuel consumption while maintaining low

vehicle emissions. For a HEV, simply operating the vehicle¶s engine in its regions of high

efficiency does not guarantee the most efficient vehicle operation. The results presented are

meant only to define a literal strategy; that is, an understanding as to why the vehicle should



operate in a certain way under the given conditions. The literature review gives a background of

hybrid vehicle control publications, and without the SPA HEV addressed or a hybrid analysis

based on loss calculations between engine only and hybrid modes, there is a need for this paper.

Once the REVLSE architecture and components are understood, the hybrid modes are explained.

Then the losses for each hybrid mode are calculated, and both the conversion and assist

efficiencies are detailed. The conversion efficiency represents the amount of additional fuel

required to store a certain amount of energy in the battery, and this marginal efficiency can be

higher than peak engine efficiency itself. This allows electric only propulsion to be evaluated

against the engine only mode, and at low torques the electric motor is more efficient despite the

roundtrip losses of the hybrid system.



Review of Literature:

Fuel economy - The THS II fuel economy strategy is covered in detail, starting with how the

engine operation area affects fuel economy. Since the Prius can use its two motors as an

electronic continuously variable transmission (ECVT), it can operate the engine close to its

optimal efficiency operating line across the engine map. The SPA uses a conventional

transmission, so this type of strategy is not possible. However, under certain operational

conditions, the engine does not operate on the optimal efficiency line because the ECVT losses

are too great. Instead, the engine operating point is compromised to a lower efficiency instead of

going through the ECVT losses. This represents one compromise that the SPA architecture does

not have to deal with, despite loosing operation along an optimal efficiency line because of a

transmission with finite ratios. The important point is that ³the optimal engine operating area

does not necessarily provide the optimal vehicle fuel economy´ due to losses in the hybrid

system. This paper aims to quantify those losses specifically for the SPA hybrid design.

The topic of engine load increasing is addressed specifically. For cold start conditions, when the

load on the engine is low, the hybrid system can slightly increase the engine load to the limit of

not increasing battery charge losses greatly. This acts to increase engine efficiency during warm

up and reducing engine warm-up time, which is important to reduce engine emissions and

increase efficiency. Also, the sooner the engine reaches operating temperature, the sooner the

engine can be stopped if needed. This same engine loading strategy can be accomplished on the

SPA hybrid through the BAS.

Next, for a ³relatively large acceleration at low speed´ it is simply stated that ³THS II controls

battery assist, considering engine efficiency, loss of generator revolution, loss of planetary gear

revolution, and battery charge/discharge efficiency. As a result, total system efficiency is

optimized.´ This does not provide many specifics about how the hybrid decides to operate.

Also, the given accelerations were quite mild, only accelerating from 0-50 kph (0-31 mph) and

0-60 kph (0-37 mph) in about 15 seconds each.



Emissions - Vehicle emission strategies are covered, first by stating that the Prius achieves an

AT-PZEV (advanced technology - partial zero emissions vehicle) emissions rating in the U.S.

with essentially a conventional three way catalyst (TWC) emission control system, improved

evaporative emissions system, and engine coolant heat storage system. For a cold start scenario,

the engine is operated at a light load and constant throttle, and the hybrid system utilizes motor

assist to power the vehicle. The other consideration for emissions is during engine starting and

stopping, where the catalyst is ³lean´, meaning its oxygen storage capacity is saturated. To limit

this condition, fuel is cut off to the engine as late as possible, and the air-fuel mixture to the

engine is enriched for a short time upon engine restart. The SPA hybrid uses the same type of

TWC emission control system and both the cold start and engine restart emissions strategies need

to be addressed, but that is out of the scope of this paper. There is no mention of normal

operation emissions considerations, which this paper will try to address.

Summary of literature review

This literature review provides some insight into the hybrid vehicle control papers currently

published, but no analysis for the SPA hybrid exists. Also, a direct comparison between

conventional engine operation and hybrid modes to document hybrid system losses does not

exist. Finally, a more straightforward way of equating stored energy in the battery with fuel

energy in the tank is needed. This paper will address these issues, starting with the next section

that further describes the Equinox REVlse design and specific components for which this

analysis is based on.



A Plug-in Hybrid Electric Vehicle Loss Model to Compare Well-to-Wheel Energy Use from

Multiple Sources

K urt M. Johnson

Committee:

Dr. Douglas J. Nelson

Dr. Michael W. Ellis

Dr. Charles F. Reinholtz

July 7, 2008

Blacksburg, VA

Copyright 2008, K urt M. Johnson

Abstract

Hybrid electric vehicles (HEV) come in many sizes and degrees of hybridization. Mild hybrid

systems, where a simple idle stop strategy is employed, eliminate fuel use for idling. Multiple

motor hybrid systems with complex electrically continuously variable transmissions in

passenger cars, SUVs and light duty trucks have large increases in fuel economy. The plug-in

hybrid electric vehicle (PHEV) takes the electrification of the automobile one step further than

the HEV by increasing the battery energy capacity. The additional capacity of the battery is used

to propel the vehicle without using onboard fuel energy. Commercial software of great

complexity and limited availability is often used with sophisticated models to simulate

powertrain operation. A simple method of evaluating technologies, component sizes, and

alternative fuels is the goal of the model presented here. The objective of this paper is to define

a PHEV model for use in the EcoCAR competition series. E85, gaseous hydrogen, and grid

electricity are considered. The powertrain architecture selected is a series plug-in hybrid electric



vehicle (SPHEV). The energy for charge sustaining operation is converted from fuel in an

auxiliary power unit (APU). Compressed hydrogen gas is converted to electricity via the use of

a fuel cell system and boost converter. For E85, the APU is an engine coupled to a generator.

The results of modeling the vehicle allow for the comparison of the new architecture to the

stock vehicle. In combination with the GREET model developed by Argonne National

Lab, the multiple energy sources are compared for well to wheel energy use, petroleum

energy use, and greenhouse gas emissions.

Summary of Literature Review

The papers above are examples of the research being done with PHEVs. The battery system

provides the largest hurdle to PHEV adoption in the marketplace, and much research is being

done along those lines. Current battery research is concentrated on the chemistry of battery cells.

The literature reviewed discusses the improvements that lithium-ion technology brings over the

current nickel metal-hydride batteries in terms of available power and energy for a given weight

and volume. These batteries will have to undergo more rigorous testing for acceptance in

PHEVs. This change in test procedures suggests that PHEVs will require different performance

from their batteries. Despite the superior performance, lithium based battery systems are less

forgiving than other technologies and require more monitoring to prevent failure. Research is

continuing on low cost lithium technologies for their low mass and high energy density. Battery

system cost is the major barrier to commercialization of the PHEV. Only the environmental

impact due to vehicle or upstream emissions are discussed, and not battery production. Air

quality will improve with adoption of PHEVs.

PHEVs and aspects of their simulation and characterization are also discussed in the literature

review. The major discrepancy between the papers is the use of varying calculations for AER.

Some tests include city and highway drive cycles while others focus on city drive cycles only.

All address the differences between charge depleting and charge sustaining operation. Each

paper considers an option for blended operation as well. The cost of a full electric drive with an

onboard fuel converter is presented as a hindrance to commercialization, but the benefits of

fewer cold starts and a greater petroleum impact are arguments for adoption.



The analysis focuses on petroleum consumption reduction, but only as far as the powertrain

improves fuel economy or displaces petroleum by use of grid electricity alone.Commercial

software of great complexity and limited availability, such as PSAT, is often used with

sophisticated modelsto provide powertrain simulation. A simple method of evaluating

technologies, component sizes, and alternative fuels is lacking. This paper will present such a

model suitable for student vehicle competition technology selection and component sizing. The

next section outlines the next in a series of student vehicle competitions by the U.S. DoE, vehicle

characteristics, the model, and component sizing.



F2006P103

SIMULATION OF HYBRID ELECTRICAL VEHICLES

Bravo, J., Silva, C.M.*, Farias, T.L.

Instituto Superior Técnico, Technical University of Lisbon, Portugal

LITERATURE REVIEW

In transportation it is common to divide the simulation models in three categories: macroscale or

macroscopic, mesoscale or mesoscopic and microscale or microscopic. The former works with

detailed driving cycle speeds for each vehicle, the first with aggregated data like average speed

in a specified region.

MOVES stands for Motor Vehicle Emission Simulator and is being developed by U.S. EPA

(Environmental Protection Agency) for Mobile model replacement. Covers all categories

(macroscale to microscale), it will be integrated with the life-cycle software GREET.allowing for

fuel consumption and emission estimation since the fuels extraction, production, transport to the

filling station (GREET data) and, finally, their use in the vehicles. In terms of alternative fuels,

will cover only LPG, natural gas and hydrogen. Will cover conventional, advanced gasoline and

diesel ICE, electrical, hybrid electrical and fuel cell vehicles. Currently only covers fuel

consumption calculations for advanced technologies. The model will be public available at EPAs

website, but it is not yet ready.

ADVISOR stands for ADvanced VehIcle SimulatOR and was developed by the National

Renewable Energy Laboratory (NREL). Version 2002 runs in the Matlab environment with

Simulink and is public available. It is categorized as a microscale model because simulates one

vehicle in a particular driving cycle and road course. Simulates conventional gasoline, diesel

vehicles, one natural gas bus, electrical vehicles and hybrid vehicles (including fuel cell). Main

disadvantages of the model is not including other energy storage systems different than the

batteries, not covering alternative fuels such as ethanol and biodiesel, and, in the case of series



hybrid simulation, do not consider the possible energetic flux of ICE feeding a generator that in

turn feeds directly the traction electrical motor.

There are other in-house developed models like VSP (Vehicle Simulation Programme)

developed in University of Brussel in Belgium, but are not public available and, in general, have been submitted to less validation than the worldwide-used ADVISOR.

None of the existing models allow for a complete life-cycle analysis including not only fuel life-

cycle (that is the case of MOVES), but also material production and recycling energy

consumption and CO2 emissions.



GRAPHICAL INTER PETATION OF DATA

Question 1: Environmentally friendly cars such as the Honda Civic Hybrid are unnecessarily

expensive?

Interpretation:

According to the above shown pie chart, we can see that the consumers know that the hybrid cars

are not much expensive. 30% of the people have disagreed to the fact that these cars are

expensive where as only 13% agree that these cars are expensive.

0%

3%

0%27%

20%

7%

13%

Question 1

Disagree Hardly Agree Sometimes Agree ConfusedSometimes Disagree Hardly Disagree Agree



Question 2 : Environmentally friendly cars are worth paying more money for?

Interpretation

From this pie chart we can analyze that the consumers very well know that the amount that they

are paying or going to pay for the car is worth the car. As we can see that 34% of the consumers

agree to the fact that these cars are worth paying more money for and only10% disagree to this

fact.

0%

10%3%

13%

17%

23%

34%

Question 2

Disagree Hardly Agree Sometimes Agree Confused

Sometimes Disagree Hardly Disagree Agree



Question 3 : Environmentally friendly cars are driven mainly by celebrities?

Interpretation

As we can see from the chart above that the hybrid cars are not mainly driven by celebrities.

Other people also drive these types of cars. 44% of the consumers disagree to the fact that these

vehicles are mainly driven by the celebrities where as only 3% of them totally agree to it.

44%

3%

27%

13%

10%

0% 3%

Question3





Question 4 : Environmentally friendly cars are driven by people that want to appear to be

environment conscious?

Interpretation

From the above displayed chart, we can conclude that 27% of consumers agree to the fact that

hybrid cars are mainly driven by people who appear to be environment conscious. 17% of the

people disagree to this fact. We can see that the consumers getting confused as per this question

are 23% i.e. they don¶t know the reason why people drive hybrid cars.

17%

7%

10%

23%

27%

13%

3%

Question 4





Question 5 : At one time in my life I have thought about buying an environmentally friendly car.

Interpretation

From this graph we can analyse that the consumers agreeing to the fact that at some time in their

life they thought of buying an environmentally friendly car are at 33% whereas those disagreeing

are 7%. 23% of them are those who hardly disagree to the fact but don¶t even completely agree.

7%

10%

10%

10%

23%

7%

33%

Question 5


Hardly Disagree Sometimes Disagree Agree



Question 6: Environmentally friendly cars will be the best transportation once the oil runs out?

Interpretation

According to this pie chart we can conclude that the environmentally friendly cars will be the

best source of transportation once the oil resources depletes. Nearby half of the consumers who

participated in this survey agree to this i.e. 48%.

Only 7% of the consumers think that will be another alternative to transportation.

7%

0% 0%

13%

19%

13%

48%

Question 6





Question 7: Do you think hybrid cars perform as well as normal vehicles?

Interpretation

From this chart we can see that 27% people sometimes disagree to the fact that hybrid cars

perform as well as normal cars. 20% of the consumers totally disagree to this fact where as only

7% totally agree.

20%

13%

17%13%

27%

3%

7%

Question 7





Question 8: I would rather purchase a hybrid car for its technological gadgets, rather than the

environmental factors.

Interpretation

This chart shows us a mixture of thought of the consumers on the buying of the hybrid cars. 12%

of the consumers disagree that they will not buy the car for its environmental factors whereas

12 % agree to this fact. 28% are confused to the reason for which they will prefer the hybrid cars.

12%

6%

9%

28%15%

18%

12%

Question 8





Question 9: I would recommend encouraging others to purchase an environmentally friendly

car?

Interpretation

In this chart, 30% of the consumers won¶t recommend others to buy hybrid cars. This can be

because of the high prices of the cars or some other factor may be psychological also. 23%

people agree that they will recommend others to buy hybrid cars for the reason can be the

environmental factor or the fuel efficiency factor.

30%

7%

0%

3%17%

20%

23%

Question 9





Findings

As we can see from the above given graphical representations of the questionnaire on the hybridelectric car that:-

The consumers that have participated in the survey, those who have filled the questionnaires,

from them we can analyze that they are well aware about the hybrid cars, its functioning, its

positive aspects, its negative aspects, its features and why people prefer it. Everyone is aware of

the hybrid cars especially about the Honda civic hybrid.

Many people think positive about the hybrid cars and many think negative about it. Positive

effects that consumers know are that these types of cars often help the environment. These cars

are environment friendly, these are not very expensive as the government has deducted the taxes

on these cars. These cars have good fuel economy as partly it runs on electric battery and partly

on fuel i.e. gasoline. They significantly do less damage to the environment as the amount of

greenhouses gases emitted is very less as compared to normal vehicles. The others who think

negative about the hybrid cars say that these cars don¶t live to the expectations of the consumers.

The cars don¶t give the fuel efficiency as guaranteed by the companies. These cars often have

less power as compared to other cars. Many people think that these cars are often more

expensive to their gasoline counterparts. Some also think that these cars are not enough to help

the environment from the global warming effect. Many believe that instead of the hybrid cars,

total emission free vehicles should be manufactured instead of the hybrid vehicles which emits

gases by the burning of the gasoline.

People refer to hybrid cars as they want to be a part of helping the environment. They want to be

environment friendly. Many think that these cars will help them save money as is runs on electric

batteries and uses less fuel as compared to other gasoline vehicles that only runs on fuel i.e.

fossil fuels. People also refer to these cars as these have low depreciation value, it means that its

value does not depreciate so fast as the other vehicles value does. It means that its value ismaintained even after using these cars for a number of years. Further, many companies are trying

to use vegetable oil, solar energy, water and ethanol in place of gasoline. Also in some places

hybrid cars are repaired free of cost as compared to the gasoline vehicles.



The basic factor influencing the sales of the hybrid cars is the fuel economy that it offers. It

offers excellent fuel economy. Another factor is the maintenance cost that is very less and that

these cars are environment friendly and does not emit many harmful gases.

According to this survey, people really like hybrid cars. Consumers these days are becomingenvironment conscious and health conscious. They know what is good and bad for them. They

know that hybrid cars will help save the environment and even help to save money as it gives

good fuel efficiency. Consumers are on a path to acceptance for this vehicle or these kinds of

vehicles.



Suggestions and Recommendations

On the basis of this study, following suggestions have been made:

There is need to bring more awareness of various other features of hybrid cars bring to

consumers by providing them pamphlets. The consumers should be told about the proper positive

points of the car as well as the negative points. More advertisements should be done to promote

the hybrid cars as many people don¶t know about the hybrid cars. The companies should provide

exciting offers to promote these cars as according to now these cars have very less demand so to

increase the demand new promotion techniques should be implemented.



Conclusion

This research identified and evaluates the consumer perception towards various factors abouthybrid cars. The results of this research show that there is the combination of positive and

negative effect of that factor on consumer perception. Here most of the respondents consider the

cost and the mileage while purchasing a new car. The government should take more steps to

reduce the taxes on these cars. The respondents prefer to buy those cars which are cheap and fuel

efficient but the hybrid cars are not so cheap as compared to other gasoline cars.

Project on Hybrid Car

Documents

Transcript of Project on Hybrid Car