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AMC Amitron
The AMC Amitron was an experimental electric subcompact car built in 1967 by American Motors Corporation (AMC) and Gulton Industries. It included many advanced features, including regenerative braking and advanced battery designs, to provide a 150-mile (240 km) range on a single charge. Development ended because of technology issues and the high cost of electric batteries.
In 1977, the prototype was updated and renamed Electron to become one of the automaker's "Concept 80" show cars.
American Motors' small concept car was "meant to be a prediction of future subcompact commuter cars." It introduced technologies that included a revolutionary braking system that took 50 years to become common in the automotive industry.
Development of the Amitron was prompted by three bills passed by the 89th United States Congress, described collectively as the "Electric Vehicle Development Act of 1966", as well as a fourth bill that amended the Clean Air Act of 1963. The legislation provided funding for electric car research in response to the rapidly decreasing air quality caused by automobile emissions. Development of electric vehicles was undertaken by the domestic big three automobile manufacturers, as well as AMC. Electrically powered cars were also seen as a way for the U.S. to reduce its reliance on "expensive, undependable oil imports."
American Motors entered into a partnership with Gulton Industries of Metuchen, New Jersey (acquired by Mark IV Industries in 1986) to develop the battery and power handling electronics for the car. Their entry into the electric car market was significantly more advanced than other developments, including two types of batteries for fast and slow power release and charging, as well as regenerative brakes to help extend range.<
The primary power source consisted of two 75 lb (34 kg) lithium-nickel-fluoride batteries rated at 150 watt-hours per pound, or 331 watt-hours per kilogram, with a total capacity of 22.5 kWh. The designers selected lithium for the Amitron because "it is both highly reactive (easy to oxidize) and has high electromotive potential." The downside to these batteries is that they have relatively low instantaneous power, too little to provide reasonable acceleration, or be able to handle the rapid recharging during regenerative braking. A secondary power source consisting of two 24 lb (11 kg) nickel-cadmium (NiCd, often read ni-cad) batteries was used to handle higher power peaks. These batteries could accelerate the car to 50 mph (80 km/h) in 20 seconds. During driving, the lithium batteries recharged the ni-cads, which continued to power the motor.
The regenerative system would automatically switch the drive motors to generators as the car slowed so that the ni-cads could recharge, thus increasing the range of the car. The regenerative braking control was designed "to provide the same brake pedal "feel" as a conventional car. This was the first use of regenerative braking technology in the U.S. automobile industry.
Altogether, the system provided the car with a range of 150-mile (241 km) when traveling at 50 mph (80 km/h). Its total battery weight of only 200 lb (91 kg) was also light for electric vehicles. The equivalent in lead-acid cells would weigh nearly a ton (907 kg). A solid-state power management system controlled the entire system.
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AMC Amitron
The AMC Amitron was an experimental electric subcompact car built in 1967 by American Motors Corporation (AMC) and Gulton Industries. It included many advanced features, including regenerative braking and advanced battery designs, to provide a 150-mile (240 km) range on a single charge. Development ended because of technology issues and the high cost of electric batteries.
In 1977, the prototype was updated and renamed Electron to become one of the automaker's "Concept 80" show cars.
American Motors' small concept car was "meant to be a prediction of future subcompact commuter cars." It introduced technologies that included a revolutionary braking system that took 50 years to become common in the automotive industry.
Development of the Amitron was prompted by three bills passed by the 89th United States Congress, described collectively as the "Electric Vehicle Development Act of 1966", as well as a fourth bill that amended the Clean Air Act of 1963. The legislation provided funding for electric car research in response to the rapidly decreasing air quality caused by automobile emissions. Development of electric vehicles was undertaken by the domestic big three automobile manufacturers, as well as AMC. Electrically powered cars were also seen as a way for the U.S. to reduce its reliance on "expensive, undependable oil imports."
American Motors entered into a partnership with Gulton Industries of Metuchen, New Jersey (acquired by Mark IV Industries in 1986) to develop the battery and power handling electronics for the car. Their entry into the electric car market was significantly more advanced than other developments, including two types of batteries for fast and slow power release and charging, as well as regenerative brakes to help extend range.<
The primary power source consisted of two 75 lb (34 kg) lithium-nickel-fluoride batteries rated at 150 watt-hours per pound, or 331 watt-hours per kilogram, with a total capacity of 22.5 kWh. The designers selected lithium for the Amitron because "it is both highly reactive (easy to oxidize) and has high electromotive potential." The downside to these batteries is that they have relatively low instantaneous power, too little to provide reasonable acceleration, or be able to handle the rapid recharging during regenerative braking. A secondary power source consisting of two 24 lb (11 kg) nickel-cadmium (NiCd, often read ni-cad) batteries was used to handle higher power peaks. These batteries could accelerate the car to 50 mph (80 km/h) in 20 seconds. During driving, the lithium batteries recharged the ni-cads, which continued to power the motor.
The regenerative system would automatically switch the drive motors to generators as the car slowed so that the ni-cads could recharge, thus increasing the range of the car. The regenerative braking control was designed "to provide the same brake pedal "feel" as a conventional car. This was the first use of regenerative braking technology in the U.S. automobile industry.
Altogether, the system provided the car with a range of 150-mile (241 km) when traveling at 50 mph (80 km/h). Its total battery weight of only 200 lb (91 kg) was also light for electric vehicles. The equivalent in lead-acid cells would weigh nearly a ton (907 kg). A solid-state power management system controlled the entire system.