F A M E: National Mission For Electric Mobility

National Mission for Electric Mobility
F
A 1. Overview
2. Consumer Incentives
M
3. Charging Infrastructure
E
4. Pilot Projects
5. Roadmap for PPP-in-R&D
6. Lithium ion Battery
1. Overview
 All-India Scheme
 to cover all vehicle segments (2W, 3W, 4W, LCV,
Buses, ...) & full range of xEVs (Mild/ Strong
Hybrids, PHEV, EV).
 NEMMP 2020 Vision
 Manufacture & sale of affordable xEVs; Support 6-7
million new xEV sales.
 Government - Industry collaboration
 for infrastructure, consumer awareness &
Technology Development.
NMEM activities
 Market Creation through Incentives

Scheme (including retrofitting of in-use
vehicles).
 Pilot Fleet Deployments for Public
Transportation
 Charging Infrastructure for Electric-drive
Vehicles
 Technology Platform for Electric-drive
Vehicles
 Vehicle Testing & Homologation
Infrastructure
Mission Goals
 Ambitious target 6-7 million sales of

xEVs in 2020
 Expected to save 9500 Million Liters of crude oil
equivalent to Rs. 62000 Cr. savings.
 Phase-1 for two-years (2015-17)
 outlay of Rs 800 crore,
 Rs 500 crore for demand incentives (FAME India)
 Rs. 190 crore for R&D
 Rest – Pilot Fleets, Charging Infrastructure etc.
 Importance to Technology Development

Milestones (2010-2015)
 National Council for Electric Mobility

(NCEM)
 Council of Ministers, Chaired by Honorable
Minister for Heavy Industries
 National Board for Electric Mobility
(NBEM)
 Council of Secretaries, Chaired by Secretary DHI
 NBEM Working Group on R&D
 The NBEM's Working Group on R&D had 40
members – comprising a large number of
scientists & industry professionals.
 Published in the Gazette of India (in April 2015).

 Customer purchasing an xEV will get upfront subsidy
 from the dealer, who then claims amount from Manufacturer.
 Mission has online payment gateway to approve and reimburse money to
Vehicle Manufacturers
 Joint survey by Government and Industry
 Assessed the consumer perception, and expectations (mileage, range,
acceleration, payback) and sensitivity parameters (price, running cost,
recharge time).
 Incentives based on Total Cost of Ownership (TCO) model
 technology trends, price evolution of key components, scale effect due to
large scale manufacturing,
 long term forecast for fuel prices, exchange rates fluctuation and
consumers sensitivities.
 Differential acquisition cost increases proportionately with the
degree of electrification in a vehicle.
Funds Allocation
Com pone nt of the s che m e 2 0 1 5 -1 6 2 0 1 6 -1 7
Technology Platform
(Including testing infrastructure) Rs. 70 Crore Rs. 120 Crore
Demand Incentives Rs. 155 Crore Rs. 340 Crore
Charging Infrastructure Rs. 10 Crore Rs. 20 Crore
Pilot Projects Rs. 20 Crore Rs. 50 Crore
IEC/Operations Rs. 05 Crore Rs. 05 Crore
Total Rs . 2 6 0 Crore Rs . 5 3 5 Crore
Grand Total Rs . 7 9 5 Crore
National Automotive Board (NAB)
 NAB will be the implementing arm for the

Department of Heavy Industry
 NAB mandate:
 National repository of automotive sector related data
 domain knowledge and expertise. To undertake analysis of
such data for providing inputs for Government policy and
regulation formulation.
 Recommend to Government on policy matters
 relating to automotive testing & homologation, and many
related subjects & To assist Government in automotive sector
regulations.
 NAB MoA will run R&D Programs
Inc entive Ca teg ories
Table 1 : Two Wheeler (Categ ory L1 , L2 & ≤ 2 5 0 W)
SEGMENT INCENTIVE (Rs)

Scooter Level 1 Level 2
Mild HEV (Conventional Battery) 1800/- 2200/-
Mild HEV (Advance Battery) 3600/- 4300/-
Plug-in HEV (Advance Battery) 13000/- 15600/-
BEV (Conventional Battery)* 7500/- 9400/-
BEV (Advance Battery)* 17000/- 22000/-
N ote: In case of BEV 2W, ‘Level 1’ incentive is applicable for 2
Wheeler with ‘m ax power not exceeding 250 Watts’ and ‘Level 2’
incentive is applicable for others BEV 2W.
Table 1 : Two Wheeler (Categ ory L1 , L2 & ≤ 2 5 0 W)

Motor Cycle Level 1 Level 2
BEV (Conventional Battery)* 9600/- 12000/-
BEV (Advance Battery)* 23000/- 29000/-

N ote: In case of BEV 2W, ‘Level 1’ incentive is applicable for 2
Wheeler with ‘m ax power not exceeding 250 Watts’ and ‘Level 2’
incentive is applicable for others BEV 2W.
Table 2 : Three Wheeler (Categ ory L5 )

CNG/Diesel Variant Level 1 Level 2
Plug-in HEV (Conventional Battery) 25000/- 30000/-
BEV (Conventional Battery) 11000/- 13000/-
BEV (Advance Battery) 45000/- 54000/-
Table 2 : Three Wheeler (Categ ory L5 )
Petrol Variant Level 1 Level 2

Ta ble 3 : Fo ur Whe e le r ( Ca te g o ry M1 )
SEGMENT INCENTIVE ( Rs )
Le ng th no t e xc e e ding 4 Me te rs Le ve l 1 Le ve l 2
Mild HEV (Con ve n tion a l Ba tte r y) 13000/- 16000/-
Mild HEV (Ad va n ce Ba tte r y) 19000/- 23000/-
Str on g HEV (Ad va n ce Ba tte r y) 59000/- 71000/-
Plu g -in HEV (Ad va n ce Ba tte r y) 98000/- 118000/-
BEV (Ad va n ce Ba tte r y) 76000/- 124000/-
Le ng th e xc e e ding 4 Me te rs Le ve l 1 Le ve l 2
Mild HEV (Con ve n tion a l Ba tte r y) 11000/- 13000/-
Mild HEV (Ad va n ce Ba tte r y) 20000/- 24000/-
Str on g HEV (Ad va n ce Ba tte r y) 58000/- 70000/-
Plu g -in HEV (Ad va n ce Ba tte r y) 98000/- 118000/-
BEV (Ad va n ce Ba tte r y) 60000/- 138000/-
Table 4 : LCV (Categ ory N1 )

CNG/Diesel Variant Level 1 Level 2
Strong HEV (Advance Battery) 52000/- 62000/-
Table 5 : Bus (Categ ory M3 )

INCENTIVE ( Rs)
CNG Variant Level 1 Level 2
Mild HEV (Advance Battery) 34 Lakh 41 Lakh
Strong HEV (Advance Battery) 55 Lakh 66 Lakh
Diesel Variant Level 1 Level 2
Mild HEV (Advance Battery) 30 Lakh 36 Lakh
Strong HEV (Advance Battery) 51 Lakh 61 Lakh
N ote: The above incentive available to STUs in the absence of
schem es such as JnN URM. For the private operators, above incentive
shall be applicable.
Table 6 : Bus (Categ ory M3 )

Top-up Incentive (For STUs)
(in case schemes such as JnNURM scheme exist)
NE, JK, Hilly
CNG Variant Big Cities Smaller Cities Areas
Mild HEV (Advance Battery) 6.3 Lakh Nil Nil
Strong HEV (Advance Battery) 17.2 Lakh 3.7 Lakh Nil

NE, JK, Hilly
Diesel Variant Big Cities Smaller Cities Areas
Mild HEV (Advance Battery) 5.7 Lakh Nil Nil

Ta ble 7 : Re tro f it m e nt ( Ca te g o ry M1 , M2 & N1 )
Re duc tio n in fue l c o ns um ptio n
w.r.t ba s e ve hic le Inc e ntive s Sla b
Co nve ntio na l Ba tte ry Adva nc e Ba tte ry
15% of kit p r ice or Rs 15% of kit p r ice or Rs

30,000 wh ich e ve r is 45,000 wh ich e ve r is
1 0 % < Re duc tio n ≤ 3 0 % lowe r lowe r
30% of kit p r ice or Rs 30% of kit p r ice or Rs
60,000 wh ich e ve r is 90,000 wh ich e ve r is
Mo re tha n 3 0 % lowe r lowe r
Not e:
The reduct ion in fuel consumpt ion w.r.t base vehicle is as per t he t ype approval
procedure as per AIS 123. The t est ing agency shall cert ify such declarat ion
along with the homologation certif ic at ion of the ret rof it kit .
The above incentives slab is applicable to ret rof it kit s for vehicle models under
M1, M2 & N1 cat egories having GVW < 3.5 Tonnes.
The kit ‘price’ would mean the acquisition cost of a kit to a consumer including
various applicable taxes.
 Charging Infrastructure is being developed with the

following criteria:
 Affordable onboard & off-board chargers
 Affordable cost per kWh for end users
 Maximizing benefits from govt. investments
 Preferably follow open standards
 Policy Interventions
 standard, regulatory and legislative provisions to set up
widespread charging facilities at homes, offices and public areas.
 Regulatory amendments for commercial business of xEV charging,
location of charging stations like petrol stations, standards and
safety precautions and facilitating installation of the charging
equipment by apartment blocks and office buildings.
Public Charging Stations
 Immediate Deployment:
 AC on-board chargers available with all electric vehicles
produced and sold in India.
 Country standards:
 Efforts are on to develop clear cut standards for both slow
and fast chargers through TAG, ARAI & NAB.
 Two types of AC chargers
 Two types of DC Charging Stations
Terminology
 ‘Level’ in US charging standards

 indicates the power level of energy transferred during
charging.
 ‘Mode’ in EU charging standards
 refers to power level as well as presence (or absence) of
control signals and/or communication mechanisms between
Electric Vehicle Supply Equipment (EVSE) that influences
the energy transfer behavior.
 ‘Type’ refers to Socket, Inlet, Plug & Connector
‘standardized’ in IEC 62196.
 AC: Type 1, Type 2 - AC
 DC: Chademo Japan; GB/T Chinese standards
 CCS (both AC & DC plugs)
Communication & Billing
 India-centric Standards/ Solutions

 specifications of the ac & dc chargers
 communication & billing standards,
 energy consumption monitoring, control, metering &
 storage specifications.
 Information Exchange
 between EV and charging stations (CS)
 between CS and central management system (CMS)
 role of different actors grouped into the functional

requirements of communication protocol development.
AC Charging
 Public charging EVSE’s 230 V, 15 A

 IEC 60309* industrial socket with an optional energy meter
and RFID prepaid card reader for payment, authentication,
monitoring and control.
 AC Fast Charging: 3 phase, 415 V, 63A
 IEC 61851 Type 2 socket
 Encourage local manufacturing

 Locally produced EVSE, plugs and sockets to lower costs.
 Develop India centric standards for energy consumption

monitoring, control, metering and communication.
DC Fast Charging
 CHAdeMO (from Japan), China GB/T 20234, EN

62196¬3 (Europe) and SAE J1772 Combo (US)
 Indian Situation
 Prevalence of BEVs with lower voltage (48–72 V) drivetrains
and high currents
 xEV’s with higher voltage and lower current systems in the
market
 DC Fast Charging Standards may be split based on
voltage (e.g. < 100V &> 100V)
 safety requirements & interoperability between vehicles &
charging stations
IEC Standards
 IEC 61851-1
 Electric vehicle conductive charging system - part 1: general
requirements
 IEC 61851-21
 Electric vehicle requirements for conductive connection to an AC
/DC supply
 IEC 61851-22
 Requirements for AC electric vehicle charging stations for
conductive connection.
 IEC 61851-23
 General requirements for the control communication between a
DC EV charging station and an EV.
 IEC 61851-24
 Requirements for digital communication between DC EV charging
station and electric vehicle for control of DC charging
Battery Banks?
● Specifications for Charging/ Swap-centers

● Agnostic to user & end use of automobile
● Specifications for “smart batteries” .
● Backend platform
● Battery-Bank payment settlement, and reconciliation of
Battery Life (Charge Cycles),
● Appropriate charge & discharge discipline
● Interoperability among vendors & battery manufacturers
● Grid communication - for “grid discipline” whereby base
load power will be incentivized:
4. Pilot Projects
 Collaborative Mechanisms
 4-5 Centers of Excellence (CoE)
 2-3 Testing Facilities owned by government.
 A dozen Industry Technology Consortia (ITC),

Industry expected to lead & make expenditure
 Innovation Program
 research agencies
 New product development by private companies.
 + Technology Acquisition, where possible.

R&D Plan Outline
A Dozen Workshops ... Roadmap Published

EV Platforms
 48V/ 15 kW system (eg. Mahindra Reva E2O),
 72V/30kW system (eg. Mahindra Maximo LCV),
 120V/ 50kW system (eg. Honda Civic Sedan),
 300V/ 100kW system (eg. Nissan Leaf EV car)
 700V/ 250kW system (eg. Tata Hybrid Bus)

Hybrid Electric Vehicle
Series Hybrid
Parallel Hybrid
Toyota Hybrid Synergy Drive
Issues in Systems Integration
Drivetrain architecture and control; High voltage safety; Thermal

management; Higher level of integration
Electronics Control – more
complex systems
● Climate-control is a big demand on EV Battery;
can reduce range by 68% per charge
● zone-based cabin temperature controls, advanced heating
and air conditioning controls, seatbased climate controls,
vehicle thermal preconditioning, & thermal load reduction
technologies.
● Vehicle Battery Charging
● power available at the charging station,
● battery condition and the charging demand
● cost optimization, payment/billing modalities, &
● safety.
Vehicle Architecture Studies
 xEV vehicle systems design and performance

perspectives
 HIL testing, rapid prototyping and benchmarking
of xEV configurations, components, management
strategies under Indian conditions
 Development of systems technologies for
optimizing vehicle efficiency, performance, health
and energy management
 Establish systems design, test and validation
methodology and tools for xEVs
Center
CoE of Excellence
Systems Integration
Center of Excellence
 R&D Centre: Simulation Tools

 Models and simulation tools for various xEV
 Configurations/ architectures
 Offline, real time and hardware-in-loop simulation facilities
 Powertrains in loop testing infrastructure

 The energy flow between subsystems under dynamic
operational conditions.
 By suitable subsystem modelling, the real-time simulation
can be effectively used for a hardware in- loop configuration
for Electronic Control Unit (ECU) to enable control software
development, calibration and testing of the controller in
closed loop
2W/ 3W EV Platform
● Mission will support generic technology projects

● deployment of high end lithium ion battery,
● Advanced lead acid battery
● braking energy recovery, and
● lower cost of ownership
● Consortia to develop EV Kits
● Permanent Magnet Motor based
● Switched Reluctance Motor based
● Two types of kits
● Low speed:
● High speed:
Small EVs (1 T GVW) Platform
● Common under-the-
hood-components could
be developed for small
EV (1 T GVW)
● SIAM Frontier
Technology Group and
NAB in discussion, to
develop the Consortium
Projects
xEV 1Ton with Permanent Magnet Motor
Consortium
 Automotive Research • Develop components for 4-Wheeler
Association of India
(ARAI), Pune • Plug-in Hybrid Electric Vehicle
 SIAM Member (PHEV)
Companies • Battery Electric Vehicle (BEV)
 M&M Limited & • ‘economies of scale’
Mahindra Reva Electric
 Maruti Suzuki India • affordable manufacturing of xEV
 Tata Motors Limited 4-Wheeler
 Component Suppliers • 15 prototypes to be developed
• 2 types (PHEV & BEV), 3 Models
Motors each by OEMs.
Motor Controllers
On-Board Chargers
DC-DC Converters
Battery Modules & BMS
Electric Vehicle - 1Ton Platform
Plug in Hybrid EV – 1 Ton Platform
EV Bus Technology Platform
Common under-the-hood-components can drive

costs down.
 Indigenous Traction System;
 Light weighting of super-structure;
 Battery costs are high (for EV Bus, ~Rs.1 crore?!); so
reduce Battery size by limiting to per trip charge.
Indian Cities lack adequate bus service
 2001-02 : 89,812 buses / 2011-12 :

98,763 buses 1993-94 : 2003-04
 On road population is 1.5 lakh • Average Household
buses Expenditure
 State Road Transport • Food, fell 56% to 45%
Undertakings 35% expenditure is
on fuel. • Transport 11% to 20%.
 Even the best technology bus like • Purchase & Running of
Volvo BR7 gives mileage of 3.5-4/ Personal Transport is
Km diesel. It has a 6 Litre engine costly.
& weighs 16 tons. • Average household in Delhi,
 Buses consume 10% of diesel fuel non-food expenditure
in India, which is ~ Rs. 8,800 • 15% is on conveyance;
crores/year in under recovery India average is 11%.
due to fuel subsidy.
EV Urban bus service
Best per-capita-reduction in Road Transport Emissions
 City Buses have short

routes with frequent stops,
and operate in congested EV Bus
areas where pollution is a • Recovers braking energy,
problem • Silent operation in
 Centrally managed fleets; populated areas
low floor transit bus • Centralized Battery
Charging Facility
 Reduces use of personal
transport • No local pollution
• Extremely low Noise &
 Government support/ State
Vibration
Road Transport
Undertakings
Full EV Bus fleet
US Federal Transportation Agency (FTA) plans
(2018 to 2040)
 Subsidy of 80% cost

 Total cost of ownership
 Fuel and maintenance costs
 Cost analysis at fleet level
 Normal replacement
practices
• US = 10% occupancy in buses

• India, every bus is overloaded!
Better Total cost of Ownership
Bus Stop Charging via
overhead terminals
 Proterra EV Bus US • Fraunhofer led

 11 m long light weight 12.5 tons. 38 seats &
60 passengers max
Consortium;
 220-kW electric motor • Volvo & Siemens;
 Lithium–titanate battery Fast charged in • … Others
5-10 minutes for 42 km range
India EV City Bus
NGT -Zero Emission EV Bus@Rs 1.5 crore.

Urban Bus Technology Program
Lower cost = Small Battery @ 75 km Trip
State Transport Undertaking EV Bus Fleets

Opportunity Charging @ Bus Terminal
Fast Charging Stations by Energy Utility
EV Bus Technology Platform
Goal: EV Bus @ Rs.1.5 crore; All India

Deployment. 2 years.
Participants: Ashok Leyland, Tata Motors,
Mahindra. Many academic labs,
suppliers, technology providers
1. Traffic, commuting and duty cycle

Projects studies
3. EV Bus Drive Train Development
4. Modular battery for xEV Buses
5. Design for Light Urban EV Bus
6. Safety Studies
 Manufacturing
 lithium ion cell with
indigenous technology in
near term is difficult
 System level
competency
 Gain design insights, data
and standards for module,
pack, cell and materials
characteristics
 Reduce cost at module &
battery pack
 Research integration of cells
and modules into packs with
electronics and thermal
management to improve
pack level specific energy
and/ or specific power
Battery – center piece in the EV
Battery Management System
 Monitoring
 Voltage/ Current/ Temperature
 Control & Protection
 Cell Balancing – Active/ Passive
 Over-charge/ Over-discharge protection
 Over-temperature, Storage-protection
 Safe shutdown in catastrophic event
 Calculations
 State-of-Charge, State-of-Health, State-of-Power
 Cycle-number, Cumulative-Energy
Laminate Pouch Cell
Stringent design requirements
Areas to monitor
• excessive electrolyte permeation,
• delamination of sealant layer from metal foil, seam splitting,
• electrolyte creep at the feed-throughs,
• reactions between laminate and cell components (electrolyte,
active materials, current collectors).
Thermal Issues
 Lithium battery can get heated up,
 particularly during charging, leading to thermal runaway
conditions, and even explosion
 So cells are constructed “weak” to prevent thermal issues
 Each cell has to be continuously monitored to get optimum
performance
Cells  Modules  Battery Pack
Cells
 Automotive Traction Battery use
 Prismatic Cell (rigid cassette, less battery
materials) or
 Pouch Cell (floppy pouch, more material)
 A few cells are used to build module
 In Nissan Leaf example, four A4 size Cells
are packed into a “module” the size of a
laptop
 48 modules make the full Leaf EV Battery
Module
EV Car Battery
1. Overview
4. Pilot Projects

F A M E: National Mission For Electric Mobility

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F A M E: National Mission For Electric Mobility

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National Mission for Electric Mobility

 Market Creation through Incentives

 Ambitious target 6-7 million sales of

 Importance to Technology Development

 National Council for Electric Mobility

 Published in the Gazette of India (in April 2015).

Com pone nt of the s che m e 2 0 1 5 -1 6 2 0 1 6 -1 7

 NAB will be the implementing arm for the

Table 1 : Two Wheeler (Categ ory L1 , L2 & ≤ 2 5 0 W)

SEGMENT INCENTIVE (Rs)

SEGMENT INCENTIVE (Rs)

BEV (Advance Battery)* 23000/- 29000/-

Table 2 : Three Wheeler (Categ ory L5 )

SEGMENT INCENTIVE (Rs)

Table 2 : Three Wheeler (Categ ory L5 )

SEGMENT INCENTIVE (Rs)

Petrol Variant Level 1 Level 2

Table 4 : LCV (Categ ory N1 )

Table 5 : Bus (Categ ory M3 )

Table 6 : Bus (Categ ory M3 )

Mild HEV (Advance Battery) 6.3 Lakh Nil Nil

Strong HEV (Advance Battery) 17.2 Lakh 3.7 Lakh Nil

Mild HEV (Advance Battery) 5.7 Lakh Nil Nil

Co nve ntio na l Ba tte ry Adva nc e Ba tte ry

15% of kit p r ice or Rs 15% of kit p r ice or Rs

 Charging Infrastructure is being developed with the

 ‘Level’ in US charging standards

 India-centric Standards/ Solutions

 communication & billing standards,

 energy consumption monitoring, control, metering &

 between CS and central management system (CMS)

 role of different actors grouped into the functional

 Public charging EVSE’s 230 V, 15 A

 Encourage local manufacturing

 Develop India centric standards for energy consumption

 CHAdeMO (from Japan), China GB/T 20234, EN

● Specifications for Charging/ Swap-centers

 A dozen Industry Technology Consortia (ITC),

 New product development by private companies.

 + Technology Acquisition, where possible.

A Dozen Workshops ... Roadmap Published

 48V/ 15 kW system (eg. Mahindra Reva E2O),

 72V/30kW system (eg. Mahindra Maximo LCV),

 120V/ 50kW system (eg. Honda Civic Sedan),

 300V/ 100kW system (eg. Nissan Leaf EV car)

 700V/ 250kW system (eg. Tata Hybrid Bus)

Drivetrain architecture and control; High voltage safety; Thermal

 xEV vehicle systems design and performance

 R&D Centre: Simulation Tools

 Powertrains in loop testing infrastructure

● Mission will support generic technology projects

Common under-the-hood-components can drive

 2001-02 : 89,812 buses / 2011-12 :

 City Buses have short

 Subsidy of 80% cost

• US = 10% occupancy in buses

 Proterra EV Bus US • Fraunhofer led

NGT -Zero Emission EV Bus@Rs 1.5 crore.

Lower cost = Small Battery @ 75 km Trip

State Transport Undertaking EV Bus Fleets

Goal: EV Bus @ Rs.1.5 crore; All India

1. Traffic, commuting and duty cycle

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