The Tranformation Of Alcatel Standard Electrica Sa That Will Skyrocket By 3% In 5 Years In 2016 The Tranformation Of Alcatel Standard Electrica Sa That Will Skyrocket By 3% In 5 Years In 2016 Photo Credit: Eric Fuhrmann via Compfight cc/AFP /Getty Images As the world continues to adapt to lightbulbs, a group of highly qualified electricians is exploring innovations that could allow them to bring down battery charges and even increase internal efficiency, with the hope that even some of the same product lines will eventually be used to power people who need them most. More from Entrepreneur: While just a few years ago, other U.S.-based companies have tried to cut costs, electrician Terry Manciano used battery swapping as an argument—and won. web marketing director for Intradimetal, a startup founded by two students at UC Berkeley, has a new startup being developed that promises to allow electrician-run fleets to drive vehicles that handle charge and low power using less power than their existing fleet.
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“If a person has to pick between a car that can charge three times normal and the current fleet of cars, then why not electrician-run? They need to be able to get around the city,” Manciano says. “There are already well-known electric companies that have this plan, and it’s not just in Mexico in any case.” Using its newly self-powered battery, a team at Siemens Mobile in California is helping Manciano bring down a fully electric electric fleet that’s managed by the U.S.-funded consortium of Energia.
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It also uses the knowledge collected from its own electric vehicles—and the expertise of that startup—to “get around the problem of charging on battery-based electric vehicles that require peak operating hours,” Aesthetically Studio’s Kyle Mackerell says. He credits the process of picking and choosing electrician-run cars for building the state-of-the-art manufacturing equipment he can use in his future electric car, the first-generation Toyota Torino. He explains one problem with that concept, “when the most common cars in the world are extremely powerful, about four-five megawatts, the battery is going to burn around 10 times that much power, then it will be completely recharged at a lower power level in order to keep going.” In fact, once the battery is pulled from the car, when that recharged level is reached, the vehicle will run for a few minutes at full full charge. But that’s not the same battery—the Torino has only the “off-road capacity,” or only about 20 percent of its capacity—which engineers can measure by high-performance computer simulation, sometimes using the battery’s voltage and surface heat content.
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This makes driving the vehicle that you wanted to pull off faster, like a full-size Volvo, a certain chore—and requires some technology that makes driving much more complex. So when Daimler (Daimler P) unveiled its Toyota Camry unit and its electric car competitors last month—a concept that had been in development for months following cost cutting—Manciano and his team set about testing it as a testbed for what is possibly the least detailed and most cost-conscious electric car for the future. But now, as his group is working how to capture those dynamics and let them dictate the final mile—it’s not difficult to imagine that carmakers and electricians who do these things will finally make a point of switching some of their most controversial innovations from their current car.