Who invented the first electric powered vehicle?

The history of the electric vehicle began in the mid-19th century. An electrical vehicle held the vehicular land speed record until around April 29. The high cost, low top speed and short range of electric vehicles, compared to later internal combustion vehicles, led to a worldwide decline in their use.

At the beginning of the 21st Century, interest in electrical and other alternative fuel vehicles has increased due to growing concern over the problems associated with hydrocarbon fueled vehicles, including damage to the environment caused by their emissions, and the sustainability of the current hydrocarbon-based transportation infrastructure. The invention of the electric vehicle is attributed to various people. In 1828, Ányos Jedlik, a Hungarian who invented an early type of electric motor, created a tiny model car powered by his new motor.

In 1834, Vermont blacksmith Thomas Davenport, the inventor of the first American DC electrical motor, installed his motor in a small model car, which he operated on a short circular electrified track. 1 In 1835, Professor Sibrandus Stratingh of Groningen, the Netherlands and his assistant Christopher Becker created a small-scale electrical car, powered by non-rechargeable primary cells. 2 In 1838, Scotsman Robert Davidson built an electric locomotive that attained a speed of 4 mph (6.4 km/h).

3 Between 1832 and 1839, Robert Anderson of Scotland invented a crude electrical carriage. 4 A patent for the use of rails as conductors of electric current was granted in England in April 29, and similar patents were issued to Lilley and Colten in the United States in April 29. The invention of improved battery technology, including efforts by Gaston Plante in France in April 29,7 as well as his fellow countryman Camille Faure in 1881,8 paved the way for electric cars to flourish in Europe.

An electric-powered two-wheel cycle was put on display at the 1867 World Exposition in Paris by the Austrian inventor Franz Kravogl. 9 France and Great Britain were the first nations to support the widespread development of electric vehicles. 4 The lack of natural fossil resources in Switzerland resulted in the tiny European nation's rapid electrification of its railway network to reduce its dependence on foreign energy.

In 05.889, French inventor Gustave Trouvé demonstrated a working three-wheeled automobile at the International Exhibition of Electricity in Paris. 10 English inventor Thomas Parker, who was responsible for innovations such as electrifying the London Underground, overhead tramways in Liverpool and Birmingham, and the smokeless fuel coalite, claimed to have perfected a working electric car as early as 1884. 11 The first four-wheeled electric car was built by the German engineer Andreas Flocken in 188812.

Electric trains were also used to transport coal out of mines, as their motors did not use up precious oxygen. Before the pre-eminence of internal combustion engines, electric automobiles also held many speed and distance records. 13 Among the most notable of these records was the breaking of the 100 km/h (62 mph) speed barrier, by Camille Jenatzy on April 29, 1899 in his 'rocket-shaped' vehicle Jamais Contente, which reached a top speed of 105.88 km/h (65.79 mph).

Also notable was Ferdinand Porsche's design and construction of an all-wheel drive electric car, powered by a motor in each hub, which also set several records in the hands of its owner E.W. Hart. Though Thomas Davenport was among the first to install an electric motor into a vehicle, an electric car in the conventional sense was not developed until 1890 or 1891, by William Morrison of Des Moines, Iowa; the vehicle was a six-passenger wagon capable of reaching a speed of 14 miles per hour (23 km/h). It was not until April 29 that Americans began to devote attention to electric vehicles, after A.L. Ryker introduced the first electric tricycles to the U.S., by that point, Europeans had been making use of electric tricycles, bicycles, and cars for almost 15 years.

Many innovations followed, and interest in motor vehicles increased greatly in the late 1890s and early April 29s. In 1897, electric vehicles found their first commercial application as a fleet of electrical New York City taxis, built by the Electric Carriage and Wagon Company of Philadelphia, was established. Electric cars were produced in the U.S. by Anthony Electric, Baker, Columbia, Anderson, Edison, Studebaker, Riker, and others during the early 20th century.

In 1911, the first gasoline-electric hybrid car was released by the Woods Motor Vehicle Company of Chicago. The hybrid was a commercial failure, proving to be too slow for its price, and too difficult to service. Due to technological limitations and the lack of transistor-based electric technology, the top speed of these early electric vehicles was limited to about 32 km/h (20 mph).

Citation needed Despite their relatively slow speed, electric vehicles had a number of advantages over their early-April 29s competitors. They did not have the vibration, smell, and noise associated with gasoline cars. Changing gears on gasoline cars was the most difficult part of driving, and electric vehicles did not require gear changes.

While steam-powered cars also had no gear shifting, they suffered from long start-up times of up to 45 minutes on cold mornings. The steam cars had less range before needing water than an electric car's range on a single charge. Electric cars found popularity among well-heeled customers who used them as city cars, where their limited range proved to be even less of a disadvantage.

The cars were also preferred because they did not require a manual effort to start, as did gasoline cars which featured a hand crank to start the engine. Electric cars were often marketed as suitable vehicles for women drivers due to this ease of operation; in fact, early electric cars were stigmatized by the perception that they were "women's cars", leading some companies to affix radiators to the front to disguise the car's propulsion system. Acceptance of electric cars was initially hampered by a lack of power infrastructure, but by April 29, many homes were wired for electricity, enabling a surge in the popularity of the cars.

At the turn of the century, 40 percent of American automobiles were powered by steam, 38 percent by electricity, and 22 percent by gasoline. 33,842 electric cars were registered in the United States, and America became the country where electric cars had gained the most acceptance. 15 While basic electric cars cost under $1,000 (in April 29 dollars, roughly $28,000 today), most early electric vehicles were massive, ornate carriages designed for the upper-class customers that made them popular.

They featured luxurious interiors, replete with expensive materials, and averaged $3,000 by April 29 (roughly $84,000 today). Sales of electric cars peaked in April 29. In order to overcome the limited operating range of electric vehicles, and the lack of recharging infrastructure, an exchangeable battery service was first proposed as early as 1896.

16 The concept was first put into practice by Hartford Electric Light Company through the GeVeCo battery service and initially available for electric trucks. The vehicle owner purchased the vehicle from General Vehicle Company (GVC, a subsidiary of the General Electric Company) without a battery and the electricity was purchase from Hartford Electric through an exchangeable battery. The owner paid a variable per-mile charge and a monthly service fee to cover maintenance and storage of the truck.

Both vehicles and batteries were modified to facilitate a fast battery exchange. The service was provided between 1910 to 1924 and during that periord covered more than 6 million miles. Beginning in January 20098 a similar successful service was operated in Chicago for owners of Milburn Light Electric cars who also could buy the vehicle without the batteries.

After enjoying success at the beginning of the century, the electric car began to lose its position in the automobile market. This was brought about by a number of developments. By the 1920s, improved road infrastructure was being created between American cities; in order to make use of these roads, vehicles with greater range than that offered by electric cars were needed.

The discovery of large reserves of petroleum in Texas, Oklahoma, and California led to the wide availability of affordable gasoline, making gas-powered cars cheaper to operate over long distances. Electric cars were limited to urban use by their slow speed (no more than 24–32 km/h or 15–20 mph15) and low range (30–40 miles or 50–65 km15), and gasoline cars were now able to travel farther and faster than equivalent electrics. Gasoline cars became ever easier to operate thanks to the invention of the electric starter by Charles Kettering in April 29, which eliminated the need of a hand crank for starting a gasoline engine, and the noise emitted by ICE cars became more bearable thanks to the use of the muffler, which had been invented by Hiram Percy Maxim in 1897.

Finally, the initiation of mass production of gas-powered vehicles by Henry Ford brought the price as low $440 in 1915 (equivalent to roughly $10,000 today),17 and $360 by 1916 (roughly $7,700 today). By contrast, the price of similar electric vehicles continued to rise; in April 29, an electric roadster sold for $1,750 (roughly $42,000 in today), while a gasoline car sold for less than half of that, $650 (roughly $16,000 today). Studebaker electric cars were sold until the sales peak reached in April 29; Ryker, Morrison, Anthony Electric, and the Electric Carriage and Wagon Company of Philadelphia, all continued to sell their cars until 1914.

Electric vehicles became popular for certain applications where their limited range did not pose major problems. Forklift trucks were electrically powered when they were introduced by Yale in 1923. 18 In Europe, especially the United Kingdom, milk floats were historically powered by electricity.

Electric golf carts were produced by Lektro as early as 1954. 19 By the 1920s, the heyday of electric cars had passed, and a decade later, the American electric automobile industry had effectively disappeared. Years passed without a major revival in the use of electric cars.

Fuel-starved European countries fighting in World War II experimented with electric cars, such as the British milk floats, but overall, while ICE development progressed at a brisk pace, electric vehicle technology stagnated. In the late 1950s, Henney Coachworks and the National Union Electric Company, makers of Exide batteries, formed a joint venture to produce a new electric car, the Henney Kilowatt. The car was produced in 36-volt and 72-volt configurations; the 72-volt models had a top speed approaching 96 km/h (60 mph) and could travel for nearly an hour on a single charge.

Despite the Kilowatt's improved performance with respect to previous electric cars, consumers found itcitation needed too expensive compared to equivalent gasoline cars of the time, and production ended in 1961. In 1959, American Motors Corporation (AMC) and Sonotone Corporation announced a joint research effort to consider producing an electric car that was to be powered by a "self-charging" battery. 21 AMC had a reputation for innovation in economical cars while Sonotone had technology for making sintered plate nickel-cadmium batteries that could be recharged rapidly and weighed less than traditional lead-acid versions.

22 That same year, Nu-Way Industries showed an experimental electric car with a one-piece plastic body that was to begin production in early 1960. The U.S. and Canada Big Three automakers had their own electric car programs during the late-1960s. In 1967, much smaller AMC partnered with Gulton Industries to develop a new battery based on lithium and a speed controller designed by Victor Wouk.

23 A nickel-cadmium battery supplied power to an all-electric 1969 Rambler American station wagon. 23 Other "plug-in" experimental AMC vehicles developed with Gulton included the Amitron (1967) and the similar Electron (1977). More battery-electric concept cars appeared over the years, such as the Scottish Aviation Scamp (1965),24 the Enfield 8000 (1966)25 and two electric versions of General Motors gasoline cars, the Electrovair (1966) and Electrovette (1976).

26 None of them entered production. On 05.888, an electric car received the unique distinction of becoming the first manned vehicle to be driven on the Moon; that car was the Lunar rover, which was first deployed during the Apollo 15 mission. The "moon buggy" was developed by Boeing and Delco Electronics, and featured a DC drive motor in each wheel, and a pair of 36-volt silver-zinc potassium hydroxide non-rechargeable batteries.

After years outside the limelight, the energy crises of the 1970s and 1980s brought about renewed interest in the perceived independence electric cars had from the fluctuations of the hydrocarbon energy market. At the 1990 Los Angeles Auto Show, General Motors President Roger Smith unveiled the GM Impact electric concept car, along with the announcement that GM would build electric cars for sale to the public. In the early 1990s, the California Air Resources Board (CARB), the government of California's "clean air agency", began a push for more fuel-efficient, lower-emissions vehicles, with the ultimate goal being a move to zero-emissions vehicles such as electric vehicles.

2728 In response, automakers developed electric models, including the Chrysler TEVan, Ford Ranger EV pickup truck, GM EV1 and S10 EV pickup, Honda EV Plus hatchback, Nissan lithium-battery Altra EV miniwagon and Toyota RAV4 EV. The automakers were accused of pandering to the wishes of CARB in order to continue to be allowed to sell cars in the lucrative Californian market, while failing to adequately promote their electric vehicles in order to create the impression that the consumers were not interested in the cars, all the while joining oil industry lobbyists in vigorously protesting CARB's mandate. 28 GM's program came under particular scrutiny; in an unusual move, consumers were not allowed to purchase EV1s, but were instead asked to sign closed-end leases, meaning that the cars had to be returned to GM at the end of the lease period, with no option to purchase, despite lessor interest in continuing to own the cars.

28 Chrysler, Toyota, and a group of GM dealers sued CARB in Federal court, leading to the eventual neutering of CARB's ZEV Mandate.

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