GRA
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Joined: Mon Sep 19, 2011 1:49 pm
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Re: AFV Truck and (non-BEV) Bus thread

Wed Sep 13, 2017 5:58 pm

Via GCC:
Lightning Systems and New Eagle unveil battery-electric upfit system for Ford Transit passenger wagon, van, cutaway, chassis cab models
http://www.greencarcongress.com/2017/09/20170913-lightning.html

. . . The new LightningElectric zero-emissions package is available for Ford Transit as part of Ford’s eQVM program. The product will be available first on heavy-duty Transits with a 10,360-pound gross vehicle weight rating (GVWR) and will go on sale in early 2018. Conversions and service are performed by Ford QVM-certified upfitters and dealers around the world.

Depending on battery option and drive cycle, LightningElectric will have an electric range of up to 125 miles, and a payload capacity of up to 3,500 pounds. Ford Motor Company’s vehicle warranty covers vehicles with the LightningElectric upfit, and Ford Motor Credit financing is available.

Installation can be completed in just hours by certified installers. Featuring a volume-production ready high-voltage lithium battery pack, LightningElectric will accommodate full charging overnight with Level 1 and less than three hours for Level 2 charging. . . .

There's a spec sheet.
Guy [I have lots of experience designing/selling off-grid AE systems, some using EVs but don't own one. Local trips are by foot, bike and/or rapid transit].

The 'best' is the enemy of 'good enough'. Copper shot, not Silver bullets.

LeftieBiker
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Delivery Date: 31 May 2013
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Re: AFV Truck and (non-BEV) Bus thread

Wed Sep 13, 2017 10:21 pm

Those charging times must be for the smallest 20kwh pack.
2013 "Brilliant Silver" SV with Premium Package and no QC, and 2009 Vectrix VX-1 with 18 Leaf cells.

The most offensive, tasteless phrase in use here is "Pulled the trigger." I no longer respond to posts that use it.

GRA
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Joined: Mon Sep 19, 2011 1:49 pm
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Re: AFV Truck and (non-BEV) Bus thread

Thu Sep 14, 2017 4:31 pm

See upthread http://www.mynissanleaf.com/viewtopic.php?f=10&t=22441&start=40#p503583 for related post.

Via GCC:
Ballard signs LOI to power first fuel-cell tram-buses with Van Hool in Pau, France
http://www.greencarcongress.com/2017/09/20170914-ballard.html
Guy [I have lots of experience designing/selling off-grid AE systems, some using EVs but don't own one. Local trips are by foot, bike and/or rapid transit].

The 'best' is the enemy of 'good enough'. Copper shot, not Silver bullets.

GRA
Posts: 7431
Joined: Mon Sep 19, 2011 1:49 pm
Location: East side of San Francisco Bay

Re: AFV Truck and (non-BEV) Bus thread

Sat Sep 16, 2017 3:55 pm

Via GCC:
Daimler begins deliveries of electric FUSO eCanter; UPS first commercial customer; NGO fleets
http://www.greencarcongress.com/2017/09 ... anter.html

]quote] . . .The FUSO eCanter has a range of 100 kilometers and a load capacity up to three and a half tons—depending on body and usage. The vehicle’s electric powertrain contains six high voltage lithium-ion battery packs with 420 V and 13.8 kWh each. . . .

In comparison with a conventional diesel truck, it offers savings up to €1,000 (US$1,181) per 10,000 kilometers (6,214 miles) on operating costs.[/quote]
Range seems a bit short given all the usual caveats, but it is intended for local P&D so maybe adequate.

Also GCC:
China Yuchai delivers 100 new energy buses equipped with Yuchai’s YC6J diesel-electric hybrid system
http://www.greencarcongress.com/2017/09 ... uchai.html

China Yuchai International, a leading manufacturer and distributor of engines for on-and off-road applications in China through its main operating subsidiary, Guangxi Yuchai Machinery Company Limited, delivered 100 new energy buses equipped with Yuchai’s YC6J diesel-electric hybrid system have been delivered to Wuzhou Zhenbao Bus Co., Ltd. . . .
Guy [I have lots of experience designing/selling off-grid AE systems, some using EVs but don't own one. Local trips are by foot, bike and/or rapid transit].

The 'best' is the enemy of 'good enough'. Copper shot, not Silver bullets.

GRA
Posts: 7431
Joined: Mon Sep 19, 2011 1:49 pm
Location: East side of San Francisco Bay

Re: AFV Truck and (non-BEV) Bus thread

Sun Sep 17, 2017 4:25 pm

Via GCC:
USDOT awarding $55M to support purchase of Low-No buses; electric buses and infrastructure
http://www.greencarcongress.com/2017/09/20170917-dot.html

The US Department of Transportation’s Federal Transit Administration (FTA) announced $55 million in grant selections through the Low or No Emission (Low-No) Vehicle program, which funds the development of transit buses and infrastructure that use advanced fuel technologies. Fifty-one projects in 39 states will receive a share of the funding. The vast majority of the funded projects are for battery-electric buses and infrastructure; two projects are receiving a total of $3.2 million for hydrogen fuel cell buses.

Eligible projects included those that replace, rehabilitate, lease, and purchase buses and related equipment as well as projects to purchase, rehabilitate, construct or lease bus-related facilities, such as buildings for bus storage and maintenance. Projects can also include workforce development components to train the next generation of transit employees. . . .

Champaign-Urbana Mass Transit will receive funding [GRA: $1,450,000] to purchase New Flyer 60' zero-emission fuel cell electric buses with supporting hydrogen infrastructure. This project will be the first commercial deployment of articulated fuel cell buses in the US. CUMTD will produce hydrogen on-site partially from renewable sources. . . .

The Stark Area Regional Transit Authority will receive funding [GRA: $1,750,000] to purchase zero-emission hydrogen fuel cell transit buses sourced directly from ElDorado, supporting a significant leap toward cost-reducing economies of scale and commercialization of the American Fuel Cell Bus. . . .
Guy [I have lots of experience designing/selling off-grid AE systems, some using EVs but don't own one. Local trips are by foot, bike and/or rapid transit].

The 'best' is the enemy of 'good enough'. Copper shot, not Silver bullets.

GRA
Posts: 7431
Joined: Mon Sep 19, 2011 1:49 pm
Location: East side of San Francisco Bay

Re: AFV Truck/Commercial Vehicle and (non-BEV) Bus thread

Mon Sep 18, 2017 5:52 pm

Via GCC:
Wärtsilä introducing portfolio of hybrid tug designs
http://www.greencarcongress.com/2017/09 ... tsila.html

. . . Since they typically operate in or close to harbors and populated areas, tugs are particularly affected by environmental considerations, and the need for regulatory compliance is an increasing concern for tug owners and operators worldwide.

Wärtsilä has already introduced tug designs featuring liquefied natural gas (LNG) fuel technology as an efficient means for complying with environmental legislation. These latest designs have been developed utilizing Wärtsilä’s strong competences in hybrid propulsion technology, along with the company’s extensive experience with more than 1,000 tugs built based on Wärtsilä’s ship designs.

The recently introduced Wärtsilä HY hybrid propulsion solution forms the basis of the new designs, the benefits of which include the flexibility and efficiency provided by the technology. Notably, the enhanced efficiency enables the total installed main engine power to be less than with conventional designs.

Using less engine power also decreases exhaust emission levels and, therefore, the environmental impact. It also reduces the fuel bill and lessens the amount of engine maintenance needed, which again adds to the cost savings. . . .
Guy [I have lots of experience designing/selling off-grid AE systems, some using EVs but don't own one. Local trips are by foot, bike and/or rapid transit].

The 'best' is the enemy of 'good enough'. Copper shot, not Silver bullets.

GRA
Posts: 7431
Joined: Mon Sep 19, 2011 1:49 pm
Location: East side of San Francisco Bay

Re: AFV Truck/Commercial Vehicle and (non-BEV) Bus thread

Tue Sep 19, 2017 6:24 pm

Nikola and Bosch partner on hydrogen-electric Class-8 long-haul truck; dual-motor commercial-vehicle eAxle
http://www.greencarcongress.com/2017/09/20170919-nikola.html

By 2021, Nikola intends to bring to market the Nikola One and Two, a class 8 hydrogen-electric truck lineup that will deliver more than 1,000 horsepower and 2,000 lb-ft (2,712 N·m) of torque—nearly double the horsepower of any semi-truck on the road—all with zero tailpipe emissions, as previously announced by Nikola. . . .

At the heart of the Nikola truck lineup is a new commercial vehicle powertrain achieved thanks to a development partnership between Nikola and Bosch. . . .

The eAxle developed by Bosch is a scalable, modular platform with the motor, power electronics and transmission in one compact unit. This makes it suitable for vehicles of all kinds, from small passenger cars to light trucks. Nikola and Bosch will use this know-how to commercialize the world’s first true dual-motor commercial-vehicle eAxle for a long-haul truck. . . .

The eAxles will be paired with a custom-designed fuel cell system—also being developed jointly between Nikola and Bosch—designed to deliver benchmark vehicle range. The overall vehicle controls will also be jointly developed based upon Bosch’s vehicle control software and hardware.
. . .

Nikola's announced goals (see upthread) strike me as pie in the sky, but partnering with Bosch adds some credibility.
Guy [I have lots of experience designing/selling off-grid AE systems, some using EVs but don't own one. Local trips are by foot, bike and/or rapid transit].

The 'best' is the enemy of 'good enough'. Copper shot, not Silver bullets.

GRA
Posts: 7431
Joined: Mon Sep 19, 2011 1:49 pm
Location: East side of San Francisco Bay

Re: AFV Truck/Commercial Vehicle and (non-BEV) Bus thread

Fri Sep 29, 2017 4:48 pm

Via IEVS:
VW And Navistar Team Up For Medium-Duty Electric Truck – Launches 2019
https://insideevs.com/volkswagen-and-navistar-team-up-for-medium-duty-electric-truck-to-launch-in-2019/

. . . Navistar plans to introduce the truck in late 2019 or early 2020, with the target market for the vehicle to be the U.S. and Canada. The Class 6 or 7 etruck is aimed city delivery customers and will have a range of just over 110 miles (180 km) with a payload of about 18 tons.

Troy A. Clarke, chairman, president and chief executive officer, Navistar said:

“Our alliance with Volkswagen Truck & Bus is allowing us to move much more quickly into electric propulsion thanks to our ability to leverage their technology investments and components in segments of the market where we’re already a leader. We believe the Class 6/7 vehicle is ideal for electric powertrain solutions in the near term, given its abundance of packaging space, and that these vehicles typically run short distances and can depot to recharge at the end of the day. . . .”
Guy [I have lots of experience designing/selling off-grid AE systems, some using EVs but don't own one. Local trips are by foot, bike and/or rapid transit].

The 'best' is the enemy of 'good enough'. Copper shot, not Silver bullets.

GRA
Posts: 7431
Joined: Mon Sep 19, 2011 1:49 pm
Location: East side of San Francisco Bay

Re: AFV Truck/Commercial Vehicle and (non-BEV) Bus thread

Sat Sep 30, 2017 4:42 pm

Via GCC:
Final design of first autonomous and fully electric container vessel revealed; model testing at SINTEF Ocean
http://www.greencarcongress.com/2017/09/20170930-yara.html

A six-meter, 2.4-ton model of the final design of the autonomous and fully electric container vessel Yara Birkeland (earlier post) was revealed as testing commenced at SINTEF Ocean’s 80-meter test tank facility in Trondheim. . . .

As announced in May, Yara and Kongsberg have partnered to build the world’s first autonomous and fully electric container vessel. Yara Birkeland . . . will enable a reduction of 40,000 road journey’s from Yara’s Porsgrunn fertilizer plant in southern Norway to the ports of Brevik and Larvik, significantly reducing local NOx and CO2 emissions produced by haulage trucks. The vessel will be delivered and begin first tests and operations early 2019, and conduct fully autonomous operations in 2020.

The Yara Birkeland is a 120 TEU (Twenty-foot Equivalent Units) open-top container ship. It will be a fully battery-powered solution, prepared for remote control and autonomous operation.

The final design is spec’d (although this may change slightly as work progresses) with a 7.5-9 MWh battery pack, with two Azimuth pods and two tunnel thrusters. Proximity sensors include radar, LiDAR, AIS, camera and IR camera.

Loading and unloading will be done automatically using electric cranes and equipment. The ship will not have ballast tanks, but will use the battery pack as permanent ballast.

The ship will also be equipped with an automatic mooring system—berthing and unberthing will be done without human intervention, and will not require special implementations dock-side.

The autonomous ship will sail within 12 nautical miles from the coast between 3 ports in southern Norway. The whole area is completely covered by the The Norwegian Coastal Administrations’ VTS (Vessel Traffic Service) system at Brevik.

For the first phase of the project a containerized bridge with crew facilities will be implemented. When the ship is ready for autonomous operation this module will be lifted off. . . .
Guy [I have lots of experience designing/selling off-grid AE systems, some using EVs but don't own one. Local trips are by foot, bike and/or rapid transit].

The 'best' is the enemy of 'good enough'. Copper shot, not Silver bullets.

GRA
Posts: 7431
Joined: Mon Sep 19, 2011 1:49 pm
Location: East side of San Francisco Bay

Re: AFV Truck/Commercial Vehicle and (non-BEV) Bus thread

Wed Oct 04, 2017 6:58 pm

McKinsey:
What’s sparking electric-vehicle adoption in the truck industry?
https://www.mckinsey.com/industries/automotive-and-assembly/our-insights/whats-sparking-electric-vehicle-adoption-in-the-truck-industry?cid=other-eml-alt-mip-mck-oth-1710&hlkid=0ad5ba4cd9c44360a5c9974a65fb3958&hctky=1713434&hdpid=fb1b0a28-a070-4013-b2b8-91d421cb3623

We believe the time for this technology is ripe and that three drivers will support the eTruck market through 2030. First, based on total cost of ownership (TCO), these trucks could be on par with diesels and alternative powertrains in the relative near term. Second, robust electric-vehicle (EV) technology and infrastructure is becoming increasingly cost competitive and available. Third, adoption is being enabled by the regulatory environment, including country-level emission regulations (for example, potential carbon dioxide fleet targets) and local access policies (for example, emission-free zones). At the same time, barriers to eTruck adoption exist: new vehicles must be proved to be reliable, consumers need to be educated, and employees, dealers, and customers will require training. Furthermore, there are challenges in managing the new supply chain and setting up the production of new vehicles.

Based on the analysis of many different scenarios—which are highly sensitive to a defined set of assumptions—our research shows that commercial-vehicle (CV) electrification will be driven at different rates across segments, depending on the specific characteristics of use cases.

Electrification is happening fast, and it’s happening now

McKinsey developed a granular assessment of battery-electric commercial vehicles (BECVs) for 27 CV segments across three different regions (China, Europe, and the United States), three weight classes, and three applications. The three weight classes are light-duty trucks (LDTs), medium-duty trucks (MDTs), and heavy-duty trucks (HDTs), while the three applications are urban, regional, and long-haul cycles. While our modeling also includes other alternative fuels and technologies such as mild hybrids, plug-in hybrids (PHEVs), natural gas, and fuel-cell electric CVs, this article focuses on full electrification.

Our model concentrates on two scenarios, “early adoption” and “late adoption,” to help place bookends for each weight class and geography (Exhibit 1). The two scenarios reflect different beliefs regarding core assumptions, such as the effectiveness of any regulatory push, the timing of infrastructure readiness, and the supply availability, which results in delay or advancement of uptake.

Our research reveals strong potential uptake of BECVs, especially in the light- and medium-duty segments. Unlike decision criteria to purchase passenger cars, CV purchasing decisions place greater emphasis on economic calculations and reflect a greater sensitivity to regulation. Light- and medium-duty BECV segment adoption will probably lag that of passenger-car EVs through 2025 due to a lack of eTruck model availability and fleets that are risk averse. However, our analysis indicates that in an “early adoption” scenario, BECV share in light and medium duty could surpass car EV sales mix in some markets by 2030 due to undeniable TCO advantages for BECVs over diesel trucks.

Comparing the weight classes, our scenarios suggest low uptake in the HDT segment mainly because of high battery costs, and, as such, later TCO parity. In the MDT and LDT segments, our “late adoption” scenario suggests that BECVs could reach 8 to 27 percent sales penetration by 2030, depending on region and application. In our “early-adoption” scenario, with more aggressive assumptions about the expansion of low-emission zones in major cities, BECVs could reach 15 to 34 percent sales penetration by 2030.

The inflection point appears to be shortly after 2025, when demand could be supported by a significant tailwind from the expected tightening of regulation (for example, free-emission zones), in combination with increasing customer confidence, established charging infrastructure, model availability, and improved economics for a variety of use cases and applications.

The importance of total cost of ownership

TCO plays a more important role in commercial-vehicle purchasing considerations and modeling TCO helps companies understand the timing of TCO parity across different powertrain types. We analyzed the sensitivity of TCO parity to see how much earlier a specific use case with a custom-made technology package tailored to a predefined driving and charging pattern can break even. The illustration of the “race of eTrucks” shows the interval of potential TCO breakeven points for various applications and weight classes (Exhibit 2). The light-colored shade behind each point indicates how early a specific use case can potentially break even. . . .

There's much more.
Guy [I have lots of experience designing/selling off-grid AE systems, some using EVs but don't own one. Local trips are by foot, bike and/or rapid transit].

The 'best' is the enemy of 'good enough'. Copper shot, not Silver bullets.

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