INTRODUCTION

Before the country's independence, the Indian market was primarily seen as a place for the
sale of imported automobiles, while other companies, including General Motors, also
assembled vehicles there. Manufacturing did not begin until much later, more than a decade
after independence. The Indian Railways played a significant part up until the 1950s and was
responsible for meeting all of India's transportation needs. Since India's independence, the
automotive industry has been confronted with a number of difficulties and impediments, such
as a manufacturing capacity that was limited by the rule of licence and could not be
increased. Despite these obstacles, the industry has been able to achieve the level of
development and success that it has attained today.

Two-wheelers, trucks, cars, and buses as well as three-wheelers are all part of the Indian
automobile business, which plays an important part in the expansion of the Indian economy.
India is now the fourth largest producer of automobiles in Asia, coming in behind Japan,
South Korea, and Thailand respectively. By the year 2020, it is anticipated that the country
will have approximately 611 million automobiles operating on its roadways, making it the
leader in car volumes worldwide. The volume of goods and services produced in this sector,
which in turn increases the need for transportation and stimulates the market for
automobiles, is a strong indicator of the economic development of the industry. The under-
penetration of markets in developing economies, along with their relatively youthful
populations, will play a role in the establishment of new objectives and strategies for both
the automotive industry and the nations that have already developed their economies.

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The automobile business in India has the potential to generate up to $300 billion in annual
revenue by the year 2026. This would result in the creation of 65 million additional jobs and
would contribute more than 12% to India's Gross Domestic Product. It is anticipated that the
industry will continue to enjoy healthy development over the course of the following
decade, with annual volume growth in the range of 6% to 8%. Additionally, the country is
home to a flourishing automotive component industry.

The automobile business in India has the potential to generate up to $300 billion in annual
revenue by the year 2026. This would result in the creation of 65 million additional jobs and
would contribute more than 12% to India's Gross Domestic Product. It is anticipated that the
industry will continue to enjoy healthy development over the course of the following
decade, with annual volume growth in the range of 6% to 8%. The country also has a series
of thriving automotive component industry with revenues of over $43.5 billion, including
exports in excess of $11 billion in FY17, recording a CAGR of over 7%. The country also
has a string of thriving aerospace component industry with revenues of over $43.5 billion in
FY17.

Today, India is one of the most important markets for a variety of foreign automakers,
including Suzuki Corporation, which considers it to be its biggest market because it derives
more than fifty percent of its revenue from the country. India is not only one of the most
important marketplaces for Honda's automobile business but also one of the most important
markets for Honda's two-wheeler business. The rising prevalence of software in automobiles
is the other aspect that works in India's favour and is among the most favourable. In the
global market for connected and software solutions for automobiles, India is quickly
becoming one of the biggest exporters. Several different manufacturers are putting the
finishing touches on their research and development infrastructures in order to support their
respective marketplaces for this.

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Electrification:

It is possible that electric vehicles will account for between 40 and 50 percent of purchases
of new cars by the year 2030. It's possible that the adoption rates will be highest in highly
populated, developed cities that have stringent emission restrictions and greater consumer
incentives. (tax breaks, special parking and driving privileges, discounted electricity, etc.). It
is possible that the rate of penetration will be lower in smaller towns and rural regions
because these locations have a lower density of charging infrastructure and a greater
dependence on driving range. Continuous advancements in battery and charging technology
could minimise such regional disparities, and it is anticipated that electric vehicles will take
over a larger portion of the market share currently held by conventional vehicles.

Shared mobility:

Car-sharing, bike-sharing, ride-sharing (including carpooling and vanpooling), and on-

demand ride services are some of the mobility options that are getting significant
momentum in metropolitan areas. Shared mobility allows for simple availability on demand,
the flexibility to select the vehicle type that is most appropriate for the situation, and
freedom from the hassles associated with parking. It also reduces costs associated with
owning a vehicle, such as insurance and maintenance fees, as well as the cost of gas. In
2016, the amount of miles driven in ridesharing vehicles accounted for one percent of the
total miles driven in the United States.

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Autonomous driving:

Many different manufacturers of automobiles and technology businesses from around the
world are working towards and investing in the development of self-driving vehicles.
Traditional automobile manufacturers are also beginning to take a slightly different
approach in the development processes of their products. These manufacturers are
collaborating with industry-leading suppliers as well as on their own to develop and start
implementing technologies that augment driving behaviour. This is being done by original
equipment manufacturers (OEMs) all over the world by introducing increasingly
sophisticated levels of autonomous functionality over the course of time, as driving
technology and infrastructure continue to advance. It is possible that by the year 2030, up to
15 percent of all new vehicles sold around the world will be completely autonomous, and
this could happen if autonomous driving becomes widespread and governments pass
regulations that encourage its use. The government of India, on the other hand, is taking a
wait-and-see approach to the development of self-driving or autonomous vehicles at the
moment out of a concern that they might reduce the number of available jobs. It is possible
that the relevance of this global tendency to India will shift in the future depending on the
position the government takes.

Battery-Swapping Options

Even though improvements in energy efficiency lowered the vehicle's capital cost, electric
vehicles still needed some sort of subsidy in order to be able to contend with gasoline-
powered automobiles. The purchase price of a battery that has a range that is satisfactory to
the user would still be quite high. The simple swapping mechanism that was designed for a
three-wheeler, as well as an illustration of a charger that can be used for batteries that belong
to three-wheelers. The patient watching Figure 2. (a) an electric automobile, which is the
most common type of general three-wheeler; and (b) an electric tricycle.

The battery is able to communicate with the controller of the vehicle and stores complete
data regarding the usage of the vehicle within its battery management system. This data
includes the speed and acceleration of the vehicle at each and every second as well as the
quantity of energy that is consumed. Additionally, it records information regarding the state
of charge of the battery, the state of balance of the cells, as well as the temperature of each
individual cell. Along with the authentication, this is made possible thanks to the definition
of a vehicle-to-battery interface. In a similar manner, a communication protocol between a

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battery and a charger has been established. Following the completion of the authentication
process, the charger accesses all of the information that has been recorded within the battery
and uploads it to the cloud. While the battery is being charged, it receives data on the cell
balance, cell voltage, cell currents, and temperature.

THEORETICAL PERSPECTIVE

The transport of people and goods, as well as the production of electricity, and manufacturing
processes all make use of hydrogen gas as a fuel. When it is consumed, it does not produce
emissions of greenhouse gases like carbon dioxide like other fuels do. Green hydrogen is the
term given to hydrogen gas that has been generated through the utilisation of renewable
energy sources, such as wind or solar power, and does not result in the emission of
greenhouse gases.

How is hydrogen used as a fuel?

The combination of hydrogen gas and oxygen results in the production of both electricity and
water vapour when it is used in a device known as a fuel cell, which is a device that
transforms the energy of a chemical into electricity. Hydrogen has the potential to be a more
environmentally friendly alternative to fossil fuels due to its ability to power generators
without causing the release of atmospheric gases.

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How is hydrogen produced?

Hydrogen is the molecular element that is found in the greatest abundance throughout the
cosmos. Hydrogen, despite its ubiquity, does not naturally appear as a gas in sufficient
quantities for human consumption. Instead, it is almost exclusively found in compounds, such
as water. Therefore, manufacturing processes are the only viable option for producing
hydrogen. The majority of these involve modifying natural gas, which is a type of fossil fuel.
There are also other techniques, such as the process of electrolysis, which involves the use of
an electric current in order to separate water into its component parts: hydrogen and oxygen.

What is the difference between green, grey and blue hydrogen?

Hydrogen gas itself does not contribute to global warming when burned, but the electricity
required to make it (via electrolysis or otherwise) may have been made using fossil fuels.
Commonly referred to as "grey hydrogen," this makes up 95% of the industry's output as of
right now.

Green hydrogen is hydrogen created without the use of carbon capture and storage (CCS)
technologies, which means the electricity used to make the hydrogen came from burning
fossil fuels like coal or gas.

Electrolysis using renewable energy, such as that produced by solar panels or wind turbines,
is the method by which "green hydrogen" is produced.

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Most promising applications of green hydrogen

Most of the world's hydrogen output is currently put to use in the manufacturing and
processing industries. The International Energy Agency predicts that by the end of the
decade, hydrogen will be used for a wide variety of purposes beyond just fueling cars and
keeping the lights on.

Hydrogen is increasingly being used for other purposes, such as in the transportation sector
and in the production of fertilisers like ammonia. It finds use in the steelmaking process as
well. Green hydrogen could substitute the coal and coke that are used to power most blast
furnaces today, cutting down on emissions.

Hydrogen could be used in transportation, power production, and industry in developing

countries like India, which is investing in the National Hydrogen Mission to help it achieve
its energy transition objectives. By switching to cleaner methods of production, the United
States could decrease its reliance on nonrenewable resources like natural gas and naphtha
used in the production of grey hydrogen.

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Advantages Of Green Hydrogen Technologies Compared With Other Renewables

Solar, wind, and hydropower are all examples of renewable technologies that are used to
produce electricity, but that is only one part of a society's overall energy needs. Coal, natural
gas, and petroleum are still used in a number of industries despite the fact that electricity
accounts for a significant portion of total energy usage and can be readily replaced with
renewable energy. Hydrogen has the potential to replace these primary forms of energy.

The International Energy Agency claims that hydrogen can be used in batteries. The
intermittent nature of green energy sources like wind speed and solar radiation could be
mitigated by the widespread implementation of fuel cells in national infrastructure.

GREEN HYDROGEN TECHNOLOGY IN INDIA

In a world in which renewable energy has a very high penetration rate, India can achieve
energy independence and bring affordable electricity to its people in a way that is very
different from an economy based on oil and gas. This is possible in a world where there is a
very high penetration rate of renewable energy. India, the world's third-largest energy
consumer after the United States and China, is working towards creating a green economy
and aims to reach 175 GW of renewable energy capacity by 2022. This is part of India's
obligations under the global climate change agreement. China is the world's largest energy
consumer.

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In 2015-16, India spent Rs4.16 trillion acquiring 202.85 million tonnes of crude oil, so a
switch to green energy sources is clearly warranted. "Especially in a country with abundant
solar resources like India, it is an excellent plan for supplying transportation,"

Automobile technology, also known as automotive technology, is the collection of

technologies used in autos and other vehicles. New inventions in the area of automotive
technology only pave the way for even more technologically advanced and sophisticated
automobiles as technology progresses. Technology for cars is a crucial component of the
modern auto business. There is a wide variety of cars on the market, and each one has
unique technological needs.

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 Comparison between Conventional & Electric (4-Wheeler
Category)
Changes in Automobile Engines Technology

However, the most significant developments in India's car industry have to do with the
improvement of the engine. The carburetor engine of gasoline-powered vehicles has been
superseded by the Multi Point Fuel Injection (MPFJ) engine. In a similar vein, diesel engines
have come a long way from the days of Rudolf Diesel to the present day of Rail Direct
Injection. (CRDI).

Multi Point Fuel Injection (MPFI)

This technology complies with more stringent car emission standards while also maximising
fuel efficiency by using every last drop of gasoline or diesel.

Common Rail Direct Injection (CRDI)

Incorporating a CRDI into a vehicle not only provides 25% more power than a standard
direct injection engine, but also a noiseless pickup and efficiency of approximately 24
kilometres on a single litre of diesel.

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FUTURE OF ELECTRIC VEHICLES IN INDIA

In order to increase the use of electric vehicles, the government may play a significant part.
As electrification has the potential to help countries meet emission goals and lessen their
reliance on crude oil imports, EVs have been incorporated into the mandates of numerous
governments around the world. Building a receptive environment, like the one Norway has
established, is a priority for any nation that is serious about encouraging the widespread use
of electric vehicles. There are three places where the Indian government could put more
effort: Environmental goals and strategy planning: The current CO2 emission goal for the
Indian government is 113 g/km by 2021 (based on the Paris Climate Treaty), and the
average fuel efficiency target is 22 km/litre by 2022 (in accordance with the Corporate
Average Fuel Consumption (CAFC) standard). The government's long-term strategy also
includes lessening its reliance on foreign suppliers of petroleum oil and on those suppliers'
corresponding tradable monopoly.

As in Norway, government intervention may be required to spur adoption through measures

such as one-time or ongoing financial rewards, tax breaks, investments in infrastructure and
new technologies, and training and education programmes. As of April 2015, the Indian
government has been offering subsidies as part of the FAME (Faster Adoption and
Manufacturing of [Hybrid and] Electric Vehicles) India plan, with the goal of fostering the
growth of the hybrid and EV market and manufacturing ecosystem. To date (August 2017),
only about 25% of FAME's Phase 1 allotment has been spent.

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The coverage of mild hybrids was removed from the plan, and the NITI Aayog took over
FAME from the Department of Heavy Industries in the middle of its implementation.
There's no denying that e-mobility already exists, and its expansion could have significant
repercussions for the car component manufacturers in India.

The car industry could benefit greatly from long-term clarity provided by a consistent and
stable government policy on emission regulations and well-defined strategic goals on crude
oil substitution. The government could also form advisory panels to offer help whenever the
industry's players need it. The government can set the pace for EV adoption through policy
and long-term direction, and it can also set the bar for its involvement in the methods used
to achieve those goals. Governments around the world set technology-neutral goals and
regulations, and businesses select from a variety of technologies to meet those standards.

OVERVIEW AND FUNCTIONS OF EV’S STATION

Automobile Maintenance Policies in India cover everything from routine oil changes to
custom paint jobs. The parts of a car that have a direct impact on how well it drives.
Automobiles in India require routine maintenance that includes things like checking the
battery, changing the oil, and inspecting the car's electrical system.

There is a wide variety of electronic vehicles available under the umbrella term "Electronic
Vehicles," including scooters, rickshaws, cars, and buses. Furthermore, plug-in electric
vehicles can be split into two distinct categories: battery based electric vehicles (BEVs) and
plug-in hybrid electric vehicles (PHEVs). (PHEVs). Battery electric vehicles (BEVs) are
vehicles that get their propulsion from an electric motor rather than a combustion engine
and are powered by grid energy. The electric generator in a plug-in hybrid electric vehicle
(PHEV) is powered by batteries, while the internal combustion engine and other propulsion
sources are powered by liquid fuel like gasoline or diesel.

To better understand EVs, we can look at characteristics like

1) Charging Time and

2) Driving Range.

3) its highest load capacity.

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Battery in Electronic Vehicles

How much power a battery can hold, how much it weighs, and how much it costs all factor
into the decision. When it comes to batteries, electric bikes and mopeds with limited range
use simple units, while electric vehicles can use multiple, larger units.

Because of their cheap cost, widespread availability, and long lifespan, lead-acid batteries
have long been the standard for electric vehicle use. Combinations of lithium lion and its
variants are increasingly popular in batteries because of their many advantages over previous
battery technologies. These advantages include higher efficiency, lower weight, shorter
charging time, higher power production, longer lifespan, and fewer negative effects on the
environment during disposal.

Battery Charging

Power conditioning in low power applications is typically done within the charger, and this
includes the AC-to-DC conversion, the power control device that provides a variable DC
voltage to the battery, and various filtering functions. There is tight coupling between the
battery and the BMS. It keeps an eye on the battery's voltage, current, and temperature to
ensure a constant voltage (CC/CV) charging profile, and it activates the protection circuits if
the battery's operating limits are exceeded, cutting power to it if necessary. See the diagram
below for an illustration of the battery filling process.

Because electric vehicles, including their batteries, typically require less manufacturing
labour than vehicles that operate on petrol, this research will have a global effect on jobs,
which is beneficial to society as a whole. By 2030, the transition from private ownership of
gasoline cars to shared (and eventually autonomous) electric vehicle fleets could have a
substantial impact on revenues from gasoline taxes.

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To balance their books, governments that depend on this revenue could start implementing
road pricing schemes like congestion charging or tolls.

It has been a source of worry for government officials in India that air pollution is on the rise
in the country's major cities. More than a quarter of the world's 100 largest towns are located
in India. Cities are experiencing a rise in air pollution due to many factors, one of which is
the transportation industry. Minimizing transportation-related pollution is crucial. Several
national governments have effectively implemented policies to promote the technology of
electric vehicles due to their optimistic outlook on the future of the industry. The government
of India is enthusiastically supporting the spread of electric cars as a means of green
transportation and a potential answer to the problem of urban air pollution.

Three electric cars in India have seen some success, but electronic vehicles have not yet
become commonplace in the country's 2 wheeler, 4 wheeler, or city bus fleets. Providing
government incentives and charging infrastructure are in place, electric vehicles can become
commercially viable by 2020 itself, and electric 4-wheelers can be a significant technology
choice by 2030. The cause of electric cars is helped by aggressive climate policy as well. The
Minister of Power has set the lofty goal of having the entire country run on electricity by
2030, and the government is doing everything it can to support the spread of electric cars.

By 2030, electrification could cause EVs (including Battery Electric Vehicles, Plug-in
Hybrid Electric Vehicles, and Hybrid Electric Vehicles) to constitute a sizable portion (up to

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50 percent of new vehicle sales in a breakthrough scenario) of the worldwide car market. If a
comparable trend develops in India, it will have far-reaching effects on businesses
throughout the automotive industry.

Incentives and regulations have been used by many nations to encourage e-mobility, but this
has not been sufficient to increase the number of electric vehicles on the road. Higher EV
adoption is tangentially prompted by a more favourable ecosystem that imposes stringent
regulations on carbon emissions and regulations motivated by strategic purpose (such as
lowering the current account deficit and decreasing geographical reliance on crude oil).

When compared to internal combustion engine vehicles, electric vehicles have a significantly
reduced number of moving components, which simplifies their operation and maintenance.
Neither the battery nor the motor nor the associated electronics need to be serviced on a
frequent basis. Because there is no longer any fluid other than brake fluid to replace, oil
changes are no longer necessary. Since regenerative braking greatly reduces brake wear, the
brakes of an electric vehicle require less maintenance than the brakes of a conventional
automobile. See the below table for a synopsis of an article released by Inside EVs that
breaks down the costs of routine upkeep.

Maintenance Cost over First 1,00,000 miles

Service/ Maintenance Traditional Vehicle Electric Vehicle

Tires Rs 49,269.5 RS 49,269.5

Oil Change Rs 42,231 Rs 0
Automatic Rs 4,223.1 Rs 0
Transmi
ssionFluid
Sparks, plugs and Wires Rs 14,077 Rs 0
Muffler Rs 12,669.3 Rs 0
Brakes Rs 28,154 Rs 14,077
TOTAL Rs 1,50,623.9 Rs 63,346.5

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Procurement of 4-wheelers for government offices and 3-wheelers and buses for public
transportation is anticipated to be a significant driver of growth in the coming years. Initial
increase in sales of electric 4-wheelers and 2-wheelers may also be fueled by investment
from fleet operators like Ola and Uber, as well as some food delivery operators. However, in
5-6 years, on the back of decreasing battery costs and growing charging infrastructure
availability, the adoption of lower mileage, privately owned 4-wheelers and 2-wheelers may
also reach an inflection point. We anticipate the following client composition and drivers for
each segment:

4-Wheelers: Initial momentum will come from government purchases and fleet operators. In
the meantime, the government plans to buy 30,000 cars through 2023, which could mark a
tipping point for private adoption among low-mileage owners. There will be a continued
expansion of Mahindra and Tata to meet the needs of government contracts and rising
commercial demand. Large multinational corporations like Nissan, Hyundai, and Honda are
also expected to enter the market in the near future.

2- Wheelers: Migration from Lead Acid to Lithium-ion batteries and from low speed to high
speed cars will define the market, which will be propelled by private ownership and
subsidies. For instance, all the main original equipment manufacturers (OEMs) like Hero,
Ampere, TVS, and Lohia are working on high-powered electric two-wheelers. In 2018, many
new companies, including Ather, Tork, and Emflux, will launch sales of their improved cars.
Still, the vast majority of these factories will keep relying on imported electrical parts.

3- Wheelers: Since original equipment manufacturers (OEMs) like Mahindra, Kinetic Green,
and Auto-lite have already launched models or plan to launch models in 2018, stricter
enforcement of standards and registration is expected to create a strong market driver for e-

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rickshaws. The introduction of original equipment manufacturers (OEMs) like Bajaj and
TVS is also anticipated to boost E-Auto sales, albeit to a lesser extent than the total electric
3-wheeler category. Aggregating demand through methods like public procurement and
battery swapping is likely to play a significant role in facilitating early uptake.

Buses: Leading original equipment manufacturers (OEMs) like Ashok Leyland, Tata, and
BYD will keep running tests and pilots in the future years. By lowering the initial
investment, battery swapping will encourage increased buying from EESL and STUs.
However, getting going will probably take longer than with a three-wheeler. An EV boom is
unavoidable in India in the long run due to the country's inherent economic and social
attractiveness.

ELECTRONIC VEHICLE CHARGING INFRASTRUCTURE IN INDIA

Major concerns have been raised about the increasing pollution levels in Indian towns.
Worries about the climate have been heightened by the widespread adoption of vehicles
powered by internal combustion engines as the primary mode of transportation. High-
efficiency, emission-free modes of transportation are receiving more attention as a potential
solution to the continuing issues.

In order to charge the car quickly, the user needs to locate a fast-charger during the day and
wait there for at least an hour. Unless the user is willing to wait, they will likely stick with
their gas-powered car. Attempting a quicker charge rate will also have a significant negative
effect on the lifespan of the inexpensive battery. In that case, what choice do we have? What
if there were two battery compartments in the vehicle, each with the capability for a 100-
kilometer-range battery, but only one was used to house the fixed battery? Overnight
recharge of the permanent battery is adequate 90%-95% of the time.

When the user needs to go farther than usual, they can stop at a gas station that sells "range
extension" (RE) batteries with a 100-kilometer range and have them charged. Adding such a
battery to the car would increase its range by 100 km and only take about four minutes to
install. A vehicle's range can be increased from 200 km to 300 km by exchanging the used
RE battery at a different gas stop.

Whenever necessary, components can be swapped out to keep the car running. There is no
need for fast-charging equipment, and the range is unlimited. However, if a fast-charging
network were in place, the user could choose between fast-charging the batteries (which

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would take an hour) and switching them out. Two-wheeled vehicles can take advantage of
the same strategy. Manufacturers of electric scooters have collaborated to develop a
standardised rechargeable battery.

Policy and Regulatory Frameworks for EVs in India

The government of India has recently declared that by the year 2030, all gasoline- and diesel-
powered cars in the country will be replaced by electric vehicles. Until 2030, the National
Electric Mobility Mission Plan (NEMMP) only anticipates selling between 5 and 7 million
EVs and hybrid electric cars per year. As for the Indian automobile industry, which includes
two-wheelers and four-wheelers, analysts predict that annual sales will reach around 23
million by the year 2030. The government must have a strong long-term vision and support it
with industry-friendly policy and regulatory frameworks in order for such a massive scale of
ramp up to be possible.

Given the current EV adoption rates, shifting to EVs would require not only a significant
push from the government in terms of policy and regulatory environment, but also the
localization of the supply chain, and enhancement of domestic capacities for product and
technology development for BEVs.

ELECTRIC VEHICLES AS ENERGY STORAGE

The use of plug-in electric vehicles, such as pure electric vehicles and plug-in hybrid electric
vehicles (PHEVs), is predicted to increase dramatically over the next few decades. Electric-
only and PHEV vehicles (collectively referred to as plug-in EVs or just EVs) will likely do
the bulk of their charging at night and on weekends, when demand for passenger vehicles is
low and electricity costs are low or comparatively low.

Coincidentally, idling EVs that are mostly or completely charged and that are linked to the
grid (for example, at charging stations at work) could be used to provide some of the required
power, locally, depending on the circumstances and after addressing a range of issues and
details.

The increasing number of electric vehicles (EVs) will have major effects on the power
infrastructure. Because of the rising demand for electricity from EVs, the number of hours
power plants are operational and the quantity of fuel used and released into the atmosphere
will both rise proportionally. Particularly during electric grid peak demand periods (when

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end users take the most power from the grid), they will need more capacity to produce,
transmit, and deliver energy.

ECOSYSTEM FOR ELECTRIC VEHICLES

[www.semanticscholar.org]

Key opportunity areas highlighted in the TMS framework specifically relevant to EVs are:

 Promote mobility as a service, as shown by ridesharing apps like Uber and Ola; •
Construct a common infrastructure for more effective utilisation by mobility service
providers.

 Encourage the production of EVs and their essential components in India; build smart
networks that permit bi-directional charging so that vehicles can charge themselves
via the grid and the grid can charge itself via the vehicles when they are not in use.

 Facilitate the general use of electric vehicles in India

 Build a unified customer database that can be used across service suppliers by
implementing interoperable data services.

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Drivers for growth of electric vehicles in India
India is home to 13 of the 20 cities with the highest levels of air pollution in the globe.
Assuming the highest rate of EV adoption, the projected reduction in PM 2.5 is 50% by 2035
in the Low carbon case. (UNEP, DTU and IIM-A). The majority of Indian cities' master plans
aim for 60-80% public transport usage by 2025-2030. (Center for Science and Environment)
The government of India has set a goal of installing 100 GW of solar by 2022, and electric
vehicles can play a key role in achieving this goal by serving as a mobile storage solution.
However, adequate preparation is required with regards to monitoring and controlling
charging infrastructure, as an unplanned increase in the penetration of EVs in an area can
result in an increase in the peak load of an already stressed distribution network.

Increasing the number of electric vehicles on the road will call for integrated planning for
distribution Grid control, as well as demand side incentives (like tax breaks) and better
charging infrastructure. If price incentives are designed in terms of dynamic tariff as part of
Smart Grid Implementation, electric vehicles (EVs) can serve as a distributed storage in the
urban energy system, facilitating the better integration of intermittent renewables like wind
and solar.

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 CHAPTER – 2
LITERATURE REVIEW
A Comprehensive Review of the Existing Literature on Electric Vehicles, with an Emphasis
on Their Economic and Environmental Feasibility: Marcello Contestabile, Dr. Gregory
Offer, Dr. Robin North, and Marcello Contestabile According to the findings of a study, the
widespread adoption of electric vehicles in the lengthier term will be heavily reliant on
developments in battery technology, which aim to reduce costs and increase energy density,
as well as on the provision of an appropriate recharging infrastructure. (Marcello
Contestabile, 2012)
Praveen Kumar and Kalyan Dash, authors of "Potential Need for Electric Vehicles, Charging
Station Infrastructure, and its Challenges for the Indian Market," Instead of attempting to
make a massive adjustment, India ought to put their money into regionally managed load
management solutions that are on a smaller scale. It is important to promote recharge at
home. Before beginning to implement the large-scale charging infrastructure, careful
consideration should be given to the location, population, traffic density, and protection of the
area. It is critical to coordinate efforts between the energy and transportation sectors in order
to achieve optimal results. Growth objectives can be accomplished through the
implementation of a variety of creative policies and programmes. For instance, providing
purchasers of electric vehicles with financial consumer incentives, such as tax credits,
purchase subsidies, discounted tolls, free parking, and access to restricted highway lanes, will
assist in the expansion of the market. (Dash P. K., 2013).
Which Technology Is Best for an Urban Distribution Centre: Conventional, Hybrid, or
Electric Vehicles? by Philippe Lebeau, Cedric De Cauwer, Joeri Van Mierlo, and Cathy
Macharis, The mobility of people in cities is significantly influenced by freight
transportation. A researcher investigated the feasibility of incorporating electric vehicles into
the logistics operations of metropolitan areas. When it comes to the "last mile," a fleet that is
equipped with a variety of technologies has the potential to cut expenses. A fleet size and mix
vehicle routing problem with time windows for electric vehicles was described by the
researcher. The writers' most important contribution was that they took into consideration the
variable nature of the EV range. Electric vehicles (EVs) are frequently the most competitive
technology in the category of small vans. Diesel has been seen as the most interesting
solution from a financial point of view for the market segment of large vans. This is due to
the fact that electric vehicles would need to cover a greater distance in order to be cost-

21
competitive. Trucking companies are increasingly opting for hybrid vehicles rather than
diesel trucks because hybrids' operating expenses and fixed costs are significantly lower than
those of diesel trucks. (Philippe Lebeau, 2015).
The inclinations of electric vehicle buyers, as reported by Fanchao Liao, Eric Molin, and Bert
van Wee, Electric vehicles (EVs) could play a role in mitigating issues such as pollution in
the environment, global warming, and dependence on energy if they become more widely
used. Despite the fact that governments have implemented robust marketing policies, the
percentage of people who own electric vehicles is still relatively low. They presented a
comprehensive overview of studies on consumer preferences for EV in the hopes of
conveying this information to policymakers and giving direction to additional research. They
analysed and contrasted the economic and psychological factors that influence customer
preference for electric vehicles. It is generally agreed upon that the financial and technical
characteristics of an EV, such as its purchase and operating cost, driving range, charging
duration, vehicle performance, and brand diversity on the market, have a substantial impact
on the utility of the EV. These characteristics include: The utility of electric vehicles is also
significantly impacted by the number of charging stations that are available. The influence of
incentive programs, particularly tax reduction, has a significant impact.
Lingzhi Jin, Peter Slowik, and Lingzhi Jin serve on the International Council on Clean
Transportation. Even though early market growth for electric vehicles is still going strong,
there are still a number of obstacles that prohibit widespread adoption of these vehicles.
These obstacles consist of the additional expense of the new technology, the relative
inconvenience of the technology when considering range and charge times, and the
consumer's lack of understanding regarding the availability and viability of the technology.
The final element, which is often referred to as "consumer awareness," is an extremely
important one. (Lingzhi Jin, 2017).

Research on the Opportunities and Challenges Faced by Electric Vehicles in India,

Conducted by Mohamed M., G. Tamil Arasan, and G. Sivakumar, Electric engines, as
opposed to internal combustion engines (ICE), will be able to significantly cut down on
pollution while also providing customers with financial benefits. A great number of nations
have adopted this technology, which is making a positive contribution to the overall
development of the environment. The researcher was able to see both the possibilities and
the challenges that were presented by the implementation of EVs in India. Opportunities such

22
as those provided by the government, batteries, industries, and the environment have all been
taken into consideration.

The cost of electric vehicles, the efficiency of electric vehicles in India, and the desire for
electric vehicles were all factors that were considered. The introduction of electric vehicles
in India is being driven primarily by the objectives of reducing emissions of greenhouse gases
and lowering dependence on foreign energy. The government should make the most of the
opportunities that are currently available and discover effective ways to deal with the
problems that have been identified. (Mohamed M, 2018).

Market Analysis of Electric Vehicles in India, Including Consumer Perceptions of the

Industry, Policies, and Issues: Pritam K. Gujarathi, Varsha A. Shah, Makarand M.
Lokhande, The situation in India is unique due to the fact that the present market share of
EVs and PHEVs is only about 0.1%. At this time, the vast majority of vehicles contemplate
transportation based on fossil fuels. These release greenhouse gases into the atmosphere,
which in turn contributes to the phenomenon of global warming. The disparity between the
amount of domestic petroleum that is produced and the amount that is consumed is getting
wider. Around seventy percent of India's annual oil demand is met through imports. As a
result, there is an immediate need to investigate the variables and difficulties associated with
developing sustainable alternatives. (Pritam K. Gujarathi, 2018).

23
 CHAPTER – 3

RESEARCH METHODOLOGY

OBJECTIVES OF THE STUDY

 To study the purchasing pattern

 To study the factors effecting the purchase

NEED OF THE STUDY

The basic need of the project is to understand the electric vehicle concept in India and
identify what will be the impact in Indian automobile industry. The idea behind the projects
is to identify what is the brand and service range of electric vehicle in India and how it is
beneficial for the environment and to control pollution.

24
 SCOPE OF THE STUDY
The ever-increasing prices of petroleum products and serious environmental products and
serious environmental problems have accelerated the development of non-polluting electric
and hybrid vehicles during last few decades. The new technology of battery-operated electric
vehicles is likely to replace conventional IC engine automobile hub of India. Electronic
vehicles are growing in popularity and certainly in mind space. They are cleaner and more
efficient, and even fun (think Tesla) but the growth however is still considering just a market
problem. The end user should choose on the basis of what it costs to buy and run, how it
performs, etc. Market matters but there are also a need for government and policy inputs.
EVs, after all, operate within broader energy and transportation ecosystems with their own
distortions. Therefore this study will help us to know about the electric vehicles and how it
can create a positive impact specially in our lives and would be a great benefit for
environment as it will lead to decrease in the level of air pollution and therefore it will also
provide the benefits to the people and organization as well as the government to build
improved and advance facilities in order to provide the benefits which will help
manufacturers to produce electric cars with better safety and provide a long run durability.
Not only EVs will be efficient regenerative braking capturing energy otherwise wasted and
also due to the inherent efficiency of motors, especially at low speeds they pollute less. It
would provide value to the environmental benefits, not just by carbon reductions which are
roughly a wash, but avoided local air pollution. We could compensate cleaner vehicles
through reduced registration charges, or even aim for mandating EVs for taxis and selected
(urban) public transport vehicles.

25
 METHODOLOGY

DATA SOURCES:
a) Primary Data:
The data will be collected though holding discussions with the employees of the company
and discussing the questionnaires with existing customers of the company.
b) Secondary Data:

Secondary data will be collected from various sources like text books, journals, published
documents, annual reports, magazines and websites.

RESEARCH DESIGN:

The research is primarily both explanatory as well as descriptive in nature. A well-structured

questionnaire was prepared and personal interviews were conducted to collect the customer’s
requirements, through this questionnaire.

SAMPLING METHODOLOGY:

a) Sampling Technique:

Random sample method

c) Sampling size:

Sample size refers to number of elements to be included in the study.

Sample size is 100 car user of Hyderabad

DATA ANALYSIS TECHNIQUE:

a. Percentages

b. Bar – diagrams

26
 LIMITATIONS OF THE STUDY

During the research we suffer following limitations:

1. Due to lack of time all customers, could not be contacted.

2. The study has been restricted to Hyderabad city only.
3. As the project is a simple sample study and is confined customers only, if May or
may not pictures the entire customer feelings.
4. The awareness levels of the customers may change from time to time and so there is a
possibility of changes in the research results.
5. Few customers refused to respond or could not respond appropriately due to Lack of
time, Ignorance etc.
6. The study totally depends upon the information provided by the existing customer of
vehicles and the accuracy of the findings is dependent on the quality of their
response.
7. The study is conducted concerning the prevailing condition which is suspected to
change in future.

27
 CHAPTER – 5
DATA ANALYSIS AND INTERPRETATION

DATA ANALYSIS AND INTERPRETATION

Table 1: Table showing Age of a Respondent

Age No of Respondents Percentage (%)

18 -24 30 30%
25 – 30 31 31%
31 – 35 20 20%
Above 35 19 19%

AGE

19%
30%

20% 18-24
25-30
31%
31-35

INFERENCES-
From the above table, it can be found out that the maximum age of a respondent riding a
vehicle was between the age of (25 - 30) i.e. 31% of the respondents included respondents
who were College Students or an Employee. Whereas, about 30% of the respondents were
under the age group of (18 – 24) and 20% were from the age group of (31 – 35) and 19% of
the respondents were from the age group of Above 35 years.

28
Table 2: Table showing Category of Gender

Category No of Respondents Percentage (%)

Male 57 57%
Female 43 43%

60%

50%

40%

30%
Axis

20%

10%

0%
Male Female 1
57%
43%

INFERENCES-
As shown above, the male respondents were comparatively more that is 57%, whereas the
female respondents were less as compared to male.

29
Table 3: Table showing Ownership of Vehicle by the respondents.

Ownership of Vehicle No of Respondents Percentage (%)

Yes 89 90%

No 10 10%

Ownership of Vehicle

10%

Yes
90%
No

INFERENCE-
As shown above, it can be seen that the about 90% of the respondents have their own
vehicle whereas 10% of the respondents do not own any vehicle as they are mostly
dependent upon localtransportation.

30
Table 4: Table showing Type of Vehicle owned by Respondents

Type of Vehicle No of Respondents Percentage (%)

Two-Wheeler 48 47%

Four-Wheeler 42 53%

Vehicle Type

47% Two-Wheeler Four-Wheeler

53%

INFERENCE-
From the above table it can be observed that about 53% of the respondents have a Two-
Wheeler vehicle as they think it is easier for travel short distances and save time whereas
about 47% ofthe respondents have a Four-Wheeler vehicle because of travelling long hours

31
Table 5: Table showing Location of Travel preferred by the Respondents

Location of Travel No of Respondents Percentage (%)

City 39 39%

Highway 19 19%

Mixed 42 42%

Location of

Mixed City
City Highway

Highway

INFERENCE-

As shown in the above table and fig, it can be observed that about 42% of the respondent’s
travel Mixed i.e. (Both City & Highway) due to official work or for other reasons whereas
about 19% of the respondents travels mostly in the City and about 19% of the respondents
have to travel Highways.

32
Table 6: Table showing Preferred mode of Transportation

Preferred Mode of
No of Respondents Percentage (%)
Transportation
Own Vehicle 69 69%
Taxi/Auto Rickshaw 20 20%
Public Bus 11 11%
Train 0 0%

Preferred mode
70
of
60

50

40

30

20

10

0 OWN TAXI/ AURO PUBLIC TRAI

INFERENCE-

As from the above table and figure, it can be observed that around 69% of the respondents
prefer their own vehicle for frequent travelling whereas 20% of the respondents travel
through Taxi/ Auto Rickshaw, 11% of the respondents travel through Public Bus and lastly
0% travel through train for frequent travel.

33
Table 7: Table showing Knowledge regarding Electric Vehicles

Knowledge regarding EV No of Respondents Percentage (%)

Yes 92 92%

No 8 8%

Knowledge regarding EV

8%

Yes No
92%

INFERENCE-

As shown in the above table and figure, it can be observed that about 92% of the respondents
have knowledge and information about Electric Vehicles whereas about 8% of the
respondentsdo not any knowledge about Electric Vehicles.

34
Table 8: table showing Conversion into Electric Vehicle

Conversion into
No of Respondents Percentage (%)
ElectricVehicle
Yes 65 65%
No 9 9%
Can’t Say 26 26%

Vehicle

26%
Yes No

9% 65%

INFERENCE-

As shown in the above table and figure, it can be found out that about 65% of the
respondents want to convert their conventional vehicle into an Electric vehicle whereas about
9% of the respondents do not want to change their vehicle and lastly about 26% of the
respondents are confused as they don’t know much about it.

35
Table 9: Table showing Factors affecting Purchase of Electric Vehicle

Factors for Most Less Not

Important Neutral
Purchase of EV Important Important Important

Availability 52 39 9 0 0
Price 42 44 12 0 2
Driving Range 33 51 14 2 0

Top Speed/
38 40 21 1 0
Performance

Maintenance Cost 47 42 9 0 2
Environmental
64 30 6 0 0
Benefits
Looks/ Styling 34 24 23 15 4

Factors for Purchasing of Electric Vehicle

70

60

50

40

30

20

10

INFERENCE-
From the above table and figure, it can be observed that about maximum weightage is given
by the respondents is on the Environmental Benefits as purchasing Electric Vehicles would
help in reducing Air Pollution whereas some of the respondents considered Availability,
Maintenance Cost and Driving range as some of the important factors for purchasing an
Electric Vehicle.

36
Table 10 – Table showing Reduction in Air Pollution

Reduction in Air
No of Respondents Percentage (%)
Pollution
Yes 87 87%
No 13 13%
Maybe 0 0%

Reduction in Air Pollution

13% 0%

Yes
87%

No

INFERENCE-

As shown in the above table and figure, it can be observed that about 87% of the respondents
think that Electric Vehicles will help in reducing air pollution whereas 13% of the
respondents think that Electric Vehicles will not help in reducing air pollution.

37
Table 11 – Table showing Charging of Electric Vehicle

Charging of Electric
No of Respondents Percentage (%)
Vehicle

At Home 51 51%

At Public Delivery
49 49%
Facilities

Charging

49% 51% At Home

At Public Delivery Facilities

INFERENCE-

As shown in the above table and figure, it can be observed that around 51% of the
respondents will charge their Electric Vehicle at Home whereas about 49% of the
respondents will charge their vehicles at the Public Charging Stations or Delivery Facilities.

38
TABLE 12 – Table showing Maximum Speed of an Electric Vehicle

Maximum Speed of an
No of Respondents Percentage (%)
EV

Above 80 km/ph. 33 33%

120 km/ph. 34 34%

Above 120 km/ph. 33 33%

Maximum Speed

33% 33%
Up to 80 km/hr 120 km/hr

34%

INFERENCE –
From the above table it can be observed that about 33% of the respondents think that the
Maximum Speed of an Electric vehicle should be Above 80 km/ph. whereas 34% of the
respondents think that the maximum speed should be 120 km/ph. And about 33% of the
respondents think that the maximum speed of an electric vehicle should be Above 120 km/ph.

39
 CHAPTER- 6
FINDINGS AND CONCLUSION

 About 31% of the respondents who drives a vehicle fall under the age group between 25
– 30.
 About 57% of the respondents are male whereas 43% of the respondents are Female.
 90% of the Respondents own a vehicle while 10% of the respondents do not own a
vehicle and are depending on travelling through other modes of transportation.
 About 69% of the respondents prefer their own vehicle for travelling while 20% prefer
Taxi/ Auto Rickshaw while 11% prefer Public Bus and none prefer train as it for long
distance travel.
 About 92% of the respondents are aware about Electric vehicles whereas 8% of the
respondents are not ware about Electric Vehicles.
 Around 65% of the respondents want to convert their vehicle into an EV whereas 9% of
them do not want to convert them and 26% of the respondents can’t say as they are not
sure.
 Around 87% of the respondents feel that Electric Vehicles will help in reducing Air
Pollution whereas rest 13% of the respondents do not think it will have any impact on air
pollution.
 About 51% of the respondents will prefer charge their Electric Vehicle at Home whereas
49% of the respondents prefer Public Charging/ Delivery Stations.
 Maximum Respondents have considered Environmental, Maintenance Cost and
Availability as the main factors for purchasing an Electric Vehicle while low weightage
have given to the factors such as Price, Feels/Styling and Top Speed.
 It has been found out that maximum of the respondents think that Electric Vehicles will
help in controlling Air Pollution and therefore will make transportation smooth and easy.

40
 SUGGESTIONS

 There should be proper infrastructure facilities in order to make Electric Vehicles

 Proper Framework and guidelines should be put by the government for running ofElectric
Vehicles.
 In order to avoid accidents Electric Vehicles should be provided safety protocol and
instruction.
 Government should invest on introducing Electric Vehicles specially for the Two-
Wheeler and Four-Wheeler segment
 Maximum Speed Limit for an Electric Vehicle should be put in between 80 km/hr. to 100
km/hr.
 Investment on Charging Facilities should be provided everywhere within a radius of 5 –
10 km.

41
 CONCLUSION

 The road for Electric Vehicles has started as companies such as Honda, Tata, Hyundai
etc. have started manufacturing electric vehicles keeping environment factors and the
rising air pollution in mind and therefor these would help in reducing pollution and also
will help in reducing accidents.

 The major problem arises here is the lack of infrastructure facilities and charging points
which will require huge amount of investment from the government so that it can fulfill
the requirements for electric vehicles and as of now India is not fully ready for the
introduction of Electric Vehicles.

 More awareness should becreated to the public regarding Electric Vehicles so that they
are able to know what positive it can createif it is successful in India.

 Electric vehicles are an important option for reducing emissions of greenhouse gases.
Electric vehicles not only reduce the dependency on fossil fuel but also diminish the
impact of ozone depleting substances and promote large scale renewable deployment.

 Despite comprehensive research on the attributes and characteristics of electric vehicles

and the nature of their charging infrastructure, electric vehicle production and network
modelling continues to evolve and be constrained.

 The paper provides an overview of the studies of Electric Vehicle, Hybrid Electric
Vehicle, Plug-in-Hybrid Electric Vehicle and Battery Electric Vehicle penetration rate
into the market and discusses their different modelling approach and optimisation
techniques.

 The research on the essential barriers and insufficient charging facilities are addressed
for a developing country like India that makes the study unique. The development of
new concept of Vehicle-to-Grid has created an extra power source when renewable
energy sources are not available. We conclude that taking into account, the special
characteristics of electric vehicles are so important in their mobility.

42
 BIBLIOGRAPHY
 https://www.livemint.com/

 https://papers.ssrn.com/sol3/papers.cfm?abstract_id=3355384

 https://www.slideshare.net/PrashantBagalore/research-methodology-report-on-future-of-
evs

 https://energy.economictimes.indiatimes.com/news/renewable/indias-first-green-
hydrogen-fueling-station-likely-to-be-commissioned-in-leh-by-may-next-year/94440173

 https://www.plugpower.com/hydrogen-for-ev-charging-stations-will-get-more-evs-on-
the-road/

 https://www.semanticscholar.org/paper/A-Secure%2C-Intelligent-Electric-Vehicle-
Ecosystem-Chan-Zhou/e53a5fe454ba7a687378372b9527d95585235532/figure/1

 http://www.ee.iitm.ac.in/~ashok/Electrical_vechicles

 https://www.thethirdpole.net/en/energy/what-is-green-hydrogen-could-it-transform-
energy-in-south- asia/?
gclid=Cj0KCQjwwtWgBhDhARIsAEMcxeAjnGqRruk2ZQaMcvkdIDkXhi4fA5Z
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 http://www.nsgm.gov.in/

 http://ijasre.net

43
 ANNEXURE

1. Table showing Age of a Respondent

 Age
 18 -24
 25 – 30
 31 – 35
 Above 35

2. Table showing Category of Gender

 Male
 Female

3. Table showing Ownership of Vehicle by the respondents.

 Yes

 No

4. Table showing Type of Vehicle owned by Respondents

 Two-Wheeler
 Four-Wheeler

5. Table showing Location of Travel preferred by the Respondents

 City

 Highway

 Mixed

44
6. Table showing Preferred mode of Transportation

 Own Vehicle
 Taxi/Auto Rickshaw
 Public Bus
 Train

7. Table showing Knowledge regarding Electric Vehicles

 Yes

 No

8. Table showing Conversion into Electric Vehicle

 Yes
 No
 Can’t Say

9. Table showing Factors affecting Purchase of Electric Vehicle

 Availability
 Price
 Driving Range

 Top Speed/ Performance

 Maintenance Cost

 Environmental Benefits

 Looks/ Styling

45
10. Table showing Reduction in Air Pollution

 Yes
 No
 Maybe

11. Table showing Charging of Electric Vehicle

 At Home

 At Public Delivery Facilities

12. Table showing Maximum Speed of an Electric Vehicle

 Above 80 km/ph.

 120 km/ph.

 Above 120
km/ph.

46