|2020/2/18 16:52||Green Car Congress||
Daimler Trucks E-Mobility Group starts global initiative for electric-truck charging infrastructure
The E-Mobility Group of Daimler Trucks & Buses is launching a worldwide initiative to establish a charging infrastructure for battery-electric trucks. The initial focus is on charging stations installed at the depots of truck customers. Within the framework of the initiative, the E-Mobility Group is bringing together the main players—e-truck customers, power grid operators, energy suppliers, charging hardware manufacturers and charging software providers—thus promoting shared infrastructure solutions for truck customers within the network. The focus of activities is currently on the United States and Europe. Japan is the next market to follow. The first workshops have been taking place for some time now. The first joint pilot projects for setting up charging infrastructure at truck depots have also already been implemented or are in preparation. The initiative is called “eTruck Charging Initiative” and is part of the E-Mobility Group’s holistic approach to provide truck customers with the best possible entry into e-mobility. The close dialog between the main players is also intended to speed up previously lengthy and complex planning and application processes for network connections. In addition, the participants are also concerned with aspects such as optimized load management of the electricity grid and sustainable electricity supply. The sooner and more exactly the energy suppliers and power grid operators know what customers’ infrastructure requirements will be, the faster and more efficiently they can build them up. The initiative’s measures therefore include the development of standard concepts that cover common charging profiles. Different energy suppliers can use these concepts, significantly reducing their planning time. So far, infrastructure projects have mostly been treated as individual cases. In addition, standardized and optimized forms accelerate the approval procedures for the network operators. Fast processes mean reduced costs for all involved. Other approaches, such as the best possible design of the interfaces between charging infrastructure, vehicle and grid, as well as the possibilities of controlling the grid load and thus ensuring the—as sustainable as possible—supply of electricity, are also addressed within the initiative. In rural areas and when there is a high demand for electricity, it is also important to ensure charging reliability, which is another of the initiative’s subject areas. From our point of view, depot charging at the truck customers’ depots represents the first and most important step towards entering the world of e-mobility. This means that the current fields of application for electric trucks in connection with urban distribution traffic can already be covered and the infrastructure can be ideally adapted to the logistics provider’s processes, resulting in the lowest possible charging costs. Depending on how the trucks are used, opportunity charging is also an option for extending their range, for example at the unloading or loading point where the electric trucks stop anyway. In the future, public charging at publicly accessible stations along central transport routes will also be an important aspect—a comprehensive charging infrastructure maximizes the operating range of battery-electric trucks.—Gesa Reimelt, Head of E-Mobility Group Daimler Trucks & Buses In the case of depot charging, the infrastructure is individually tailored to the needs and processes of the respective logistics provider. The use of their own infrastructure usually offers advantages in terms of total cost of ownership (TCO), as no additional operator is involved. There is also no need for time-consuming billing and authentication of authorized vehicles, and a charging possibility can always be guaranteed. The charging procedures are subject to the company’s specifications and the energy costs can be calculated in advance. Among other things, depot charging is suitable for applications with electric trucks in urban areas, which travel on routes that can be planned and which can be charged overnight or during regular downtimes. In most cases, there is therefore little or no change to the operating procedure. Battery-electric drive has the highest efficiency among the alternative drive systems, which is particularly useful in this application scenario due to the lowest energy costs. The development of further charging possibilities through opportunity charging and public charging will successively open up further applications with a larger radius of action for logistics companies. Launched last year by the E-Mobility Group, the ecosystem for easy entry into e-mobility consists of three areas: Together with the customer, the key question is first clarified for which application profiles and routes electric trucks are already suitable today. For this purpose, the E-Mobility Group is rolling out the free “eTruck Ready” app, which uses existing driving routes to determine a realistic and meaningful usage profile of electric trucks for customers. The charging processes of electric fleet vehicles are another key that must be integrated into the operating process. For this reason, a further focus of the consulting is on the analysis of the depots and the corresponding conception of the suitable infrastructure including intelligent charging solutions. The third area deals with the optimization of the total cost of ownership (TCO). The experts of the E-Mobility Group will discuss, among other things, the possibilities of public funding for the infrastructure. Since 2018, the E-Mobility Group has bundled Daimler Trucks & Buses’ global know-how in the field of e-mobility and now defines the strategy for electric components and products across brands and segments. As is the case with the global platform strategy for conventional vehicles, the E-Mobility Group develops an integrated electric architecture, maximizing the use of synergies and optimizing the application of investments. At the same time, the E-Mobility Group offers comprehensive consulting for customers and focuses on the entire ecosystem with the goal to make e-mobility economically feasible also in terms of TCO. The E-Mobility Group is set up globally with employees working in various locations throughout the company's worldwide development network, i.e. in Portland (US), Stuttgart (Germany) and Kawasaki (Japan). Global electric truck portfolio at Daimler Trucks. The heavy-duty electric truck Mercedes-Benz eActros with a range of around 200 km is being tested by customers in Germany and Switzerland as part of the eActros “innovation fleet”. The first customer handover took place in 2018, and series production is planned for the coming year. In the US, the medium-duty Freightliner eM2 and the heavy-duty Freightliner eCascadia are also currently undergoing practical tests with customers—series production is planned for 2021 as well. As part of a small series, more than 150 electric FUSO eCanter light-duty trucks are already in use with numerous customers in Japan, the USA and Europe. Daimler Trucks & Buses, one of the world’s largest commercial vehicle manufacturers, aims to offer only new vehicles that are CO2-neutral in driving operation (“tank-to-wheel”) in the triad markets of Europe, Japan and NAFTA by 2039. By 2022, Daimler Trucks & Buses plans to include series-produced vehicles with battery-electric drive in its vehicle portfolio in its main sales regions Europe, USA and Japan. In the second half of the decade, Daimler Trucks & Buses will extend its range of vehicles with hydrogen-powered series production vehicles.
|2020/2/18 11:00||Green Car Congress||
UK awards £28M for 5 demonstration-phase low-carbon hydrogen production projects
As part of a larger £90 million (US$117 million) package of awards to cut carbon emissions in industry and homes, the UK is awarding £28 million (US$36.5 million) to five demonstration phase projects for low-carbon hydrogen production. The Dolphyn project showcases a floating semi-submersible design with an integrated wind turbine, PEM electrolysis and desalination facilities. The hydrogen projects receiving funding are: Dolphyn. Led by Environmental Resources Management Limited (ERM). The project concerns the production of hydrogen at scale from offshore floating wind in deep water locations. It combines abundant UK offshore wind power with seawater to produce green hydrogen which can be piped directly to shore. The concept consists of a large-scale floating wind turbine (nominally 10 MW) with an integrated water treatment unit and electrolyzers for localized hydrogen production. This funding will enable the detailed design of a 2 MW prototype system. Contract value: £3.12 million (US$4.1 million) HyNet – low carbon hydrogen plant. Led by Progressive Energy Ltd. A consortium of Progressive Energy, Essar, Johnson Matthey, and SNC-Lavalin will deliver the project comprising the development of a 100,000 Nm3 per hour clean hydrogen production facility for deployment as part of the HyNet Cluster, using Johnson Matthey’s low-carbon hydrogen technology which enables carbon capture and storage. This technology could lower the cost of low carbon hydrogen by over 20% and has become the basis for the Department for Business, Energy and Industrial Strategy (BEIS) and the Committee on Climate Change’s (CCC) analysis. This funding will permit further project development including engineering design to deliver a ‘shovel ready’ project. Contract value: £7.48 million (US$9.7 million) Gigastack. Led by ITM Power Trading Ltd. Gigastack will demonstrate the delivery of bulk, low-cost and zero-carbon hydrogen through ITM Power’s gigawatt-scale polymer-electrolyte membrane (PEM) electrolyzers, manufactured in the UK. The project aims to reduce the cost of electrolytic hydrogen significantly. This funding will enable ITM Power to work towards developing a system that uses electricity from Orsted’s Hornsea Two offshore wind farm to generate renewable hydrogen for the Phillips 66 Humber Refinery. The company will also develop further plans for large scale production of electrolyzers. Contract value: £7.5 million (US$9.8 million) Acorn Hydrogen Project. Led by Pale Blue Dot Energy (PBDE). The Acorn Hydrogen Project will evaluate and develop an advanced reformation process, including assessment of Johnson Matthey’s low-carbon hydrogen technology. This will deliver an energy and cost-efficient process for hydrogen production from North Sea Gas, while capturing and sequestering the associated CO2 emissions to prevent climate change. This funding will enable further engineering studies. Contract value: £2.7 million (US$3.6 million) Bulk Hydrogen Production by Sorbent Enhanced Steam Reforming (HyPER). Led by Cranfield University. The project proposes to develop a low-carbon bulk hydrogen supply through pilot scale demonstration of the sorption enhanced steam reforming process, based on a novel technology invented by the Gas Technology Institute (GTI). This phase of the funding will enable the detailed design and build of the system at Cranfield University. Contract value: £7.44 million (US$9.7 million) The larger investment will also fund four projects to trial advanced technologies for switching industrial production from fossil fuels to renewables—including, but not limited to hydrogen—in industries such as cement and glass production.
|2020/2/18 10:30||Green Car Congress||
Germany’s AgiloBat project seeks flexible battery production in terms of format, material, quantities
Researchers from the Karlsruhe Institute of Technology (KIT), together with partners at the Center for Solar Energy and Hydrogen Research Baden-Württemberg (ZSW) and the Fraunhofer Institute for Chemical Technology (ICT) are developing an agile production system for batteries. The German Ministry of Science, Research and Art Baden-Württemberg (MWK) is funding the AgiloBat project with up to €4.5 million. The German Federal Ministry of Education and Research (BMBF) has announced funding for the next stage of the project with up to €14 million. The production of powerful and mobile battery cells today forms the backbone of entire economic sectors. However, batteries are now mainly manufactured in Asia and North America. Especially in the field of electromobility in Germany, we are faced with the question of how we can catch up with the international competition when it comes to battery production as a production site. In the AgiloBat research project, we at KIT are working with our scientific partners on a strong answer: We achieve a technological lead with innovative production systems that, due to their flexibility and openness to technology, meet both the requirements of industry and new findings from basic research can react quickly.—KIT President, Professor Holger Hanselka Current production systems for battery cells are not able to produce different formats, use different materials or deliver variable quantities. They produce standardized cells, which are of high quality, but are not specifically adapted to customer requirements. We want to move away from the rigid transfer line towards agile and flexible production systems. As the product lifecycle for individual products is getting shorter and the requirements more and more diverse, the production systems for batteries have to be adapted to these new conditions. In the AgiloBat research project, we will research and develop agile and modular systems under the aspect of integrated product development through parallel product and production system development. Together with our partners, we will build a system for the production of battery cells for flexible formats and material systems.—Professor Jürgen Fleischer, the project manager and head of the Institute for Production Technology (wbk) at KIT In the AgiloBat research project, a production system for the battery cell of the future is being created: dynamically and flexibly adaptable to different shapes. (Graphic: wbk, KIT) The procedure in this project is fundamentally different from the established battery production and design. The focus is on a holistically optimized cell—in terms of resources, costs and performance. The basic idea is to always optimally adapt a battery system to the respective application and the available space. For example, there are completely different requirements for a battery for an electric vehicle than for a battery in a power tool. In the future production process, these requirements will be translated into parameters for battery cells and a suitable battery system made of flexible cells that are optimized for different requirements will be combined. Energy density or quick charging capability can also be variably adjusted in this way. Intelligent networking and a modular production structure make smaller quantities with custom-made cells for medium-sized companies just as possible as economical production in large series. A pilot plant for the established lithium-ion technology is being designed, but new material concepts can be quickly integrated into the adaptive production system. These different requirements have a significant impact on the entire production chain and the individual production steps. The existing process understanding of the individual sub-steps must be expanded so that different cell designs are possible and the individual processing steps are flexible. It is also important to link the individual process steps into an overall process.—Professor Jürgen Fleischer To meet this complex task, the researchers use modular robot cells with universally applicable process modules, uniform interfaces and a pre-planned scaling concept. The modularly expandable production system also reduces the investment risk, since additional production modules can be installed in stages if necessary.
|2020/2/18 10:00||Green Car Congress||
EV startup Atlis Motor Vehicles to host “Battery Day” to demo small-scale prototype of battery tech, XP platform
Atlis Motor Vehicles, an electric vehicle technology startup designing an electric pickup truck (Atlis XT pickup), announced the first Atlis Battery Day event, where it will showcase early prototypes of its proprietary ultra-fast charging battery technology and 100% electric XP Platform. If you’re going to change the world, you have to build something that makes the existing technology obsolete. Current electric vehicles simply don’t have what it takes to compete in the work truck market. Truck owners need a battery that is high capacity, high output, and it needs to charge fast. So, we’re creating the Atlis battery cell and pack, a complete re-think on cell technology and approaches to improving battery performance, that charges in just 15 minutes.—Atlis CEO and founder Mark Hanchett Atlis claims that its scaleable battery solution (starting at 125 kWh), will feature ultra-fast charging along with superior thermal performance. The NCM-based chemistry will be designed to support high cycle rates, and offer a low-profile design for easy integration into pack assemblies. The XP skateboard is both the base for the Atlis XT pickup and a stand-alone product intended for vehicle builders looking for a medium to heavy-duty electric platform. The standard XP platform comprises two identical modular drive systems located in the front and rear of the vehicle, with a central battery pack. Atlis is designing for a full drive-by-wire system, so controls will be able to integrate with either traditional pedals and steering wheel located anywhere the vehicle requires, or with autonomous capabilities in the future. Atlis is targeting RVs manufacturers, step vans, and box trucks as welll as aftermarket vehicle builders looking to electrify a classic vehicle. Atlis Battery Day will take place on 21 February 2020 at Atlis’s new headquarters in Mesa, AZ. The new 42,000 sf facility is where Atlis will build the production prototype of the battery pack and XP Platform this year, with the XT Truck production prototype coming early 2021.
|2020/2/18 9:30||Green Car Congress||
ASX and Spirit AeroSystems partner to develop affordable eVTOL aircraft for mass production
Airspace Experience Technologies (ASX), an aviation technology start-up, and Spirit AeroSystems, a global aircraft design and manufacturing company, have signed a memorandum of understanding and a definitive agreement to cooperate on creation of affordable, certified all-electric, vertical take-off and landing (eVTOL) aircraft. The program aims to converge automotive mass production techniques with the reliability of commercial-grade aerospace. The path to delivering low-cost aircraft systems starts with engineering services, then parts fabrication, and finally system integration supporting the launch of ASX’s all-electric eVTOL aircraft, the MOBi-One. MOBi-One will use a Distributed Electric Propulsion (DEP) System. DEP provides for quiet and scale-free propulsion where electric motors provide high power to weight, efficiency, reliability, and compactness at different scales. MOBi-One will feature redundant, digitally controlled vehicle thrust, and robust control throughout forward flight to hover with 4x cruise efficiency (lift/drag ratio) compared to helicopters. In addition to a purely electric solution, we are working to integrate a clean hybrid propulsion system that enables our aircraft to fly continuously without recharging. ASX is enlisting the proven expertise of Spirit, a top supplier of structures, such as fuselages and wing components, to the world’s premier commercial and defense aircraft manufacturers. We look forward to working with ASX, an early pioneer in the emerging urban air mobility market. Spirit is actively developing new concepts, designs and solutions that will help build next-generation aircraft and solve challenges in the future. This collaboration gives Spirit the opportunity to bring our world-class capabilities to this important future market for logistics and personal transportation.—Keith Hamilton, Executive Director, Programs and Business Development for Spirit ASX is launching a Series A Funding round in March 2020.