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sd
Utah
Doctorate in Mechanical Engineering, entreprenuer
Interests: diesel and gasoline engines, cars, aircraft, railroads, electric drives
Recent Activity
I would like to see the accounting for the 100% renewable energy and how the hydrogen is generated.
Not clear how 600 kWhr is going to save much of the total emissions. I would assume that the ship has somewhere around 30 mW total power. 600 kWhr would run the ship for about a minute. Also 600 kWhr is only about 10 times the energy of a typical battery electric vehicle and it requires a full size container?
The total cost of ownership of these vehicles including capital cost, fuel, and maintenance must close or even better than breakeven.
Most of the listed applications, including regional haul, urban delivery operations, port drayage and terminal container handling do not require more than 100 miles of range and can be done with batteries alone at a lower cost and about twice the energy efficiency. Maybe if the regional haul exceeds 100 miles a different option would be required but even with the full 180 kW of power, the truck would be under powered for use on the interstates.
eci, The 2020 Bolt has an EPA rating of 259 mile. Somehow, GM managed to get a 10% increase in energy from the same size and mass battery. So far, I have average 4.3 miles/kWhr with my 2019 Bolt but I will not see that today as the temperature has dropped to the low teens and will not break freezing today. A cold January day in late October.
No real specs, just hype.
A small gas turbine? Really? Another idea that had come and gone back in the 1950's. The efficiency of gas turbines is very dependent on size and small gas turbines are very inefficient. I guess is crazy time in Japan.
Love the doors that you could only open outdoors with no other vehicles parked close. It is "electrified" but no information is give as to where the power comes from. I know it is not a real car but they might try to make something that is half way realistic.
@Nonymous_one Currently, I am driving a fully equipped 2019 Chevrolet Bolt with an EPA rated range of 238 miles that with the dealer and GM discounts and the federal tax rebate came out to be sub $30K.
Toyota had an early advantage in hybrid vehicles and then blew it. They should have gone from NiMH batteries to Li-ion a long time ago and made plug in hybrids more available and then brought full battery electric vehicles to market. I do not believe it was a lack of reliability as Tesla, Ford, GM, etc. have not had that much problem with their batteries. Early on, the Nissan Leaf had problems in warm climates but I believe that they have solved those problems. If Toyota was so serious about reliability, they would not use the continuously slipping, continuously wearing CVT transmissions in their vehicles. Sometimes the cheap manufacturing solution is not the low cost solution to own.
Hydrogen? Really? Ford (and GM) came to the realization several decades ago that fuel cell vehicles did not make economic sense. The total cost of ownership is much higher than that for a Battery Electric Vehicle and the overall energy efficiency is less than half that of a Battery Electric Vehicle.
When I read the title of this article, I thought that maybe Toyota was serious about making a Battery Electric Vehicle but then I read the specs. This is a bad joke. Maybe, it has some place in Japan but it would never sell in North America and would never meet the basic safety standards.
Looks like the Chinese version of the Chevy Bolt with less power 110 kW vs160 kW and 52.5 kWhr vs 66 kWhr. It does have a fast charge with 80% charge in 40 minutes or 40 km (25 mile) of range in 5 minutes.
i may be wrong but I will be very surprised is this goes very far at least in the US. GM and Ford looked at fuel cells about 20 or 30 years ago and have decided to go with plug in hybrids or full battery electric. Fuel cell vehicles are more complex and expensive and still need to have a moderate size battery pack for instant power. They have less than half the overall efficiency of battery electric vehicles and you have to deal with all of the complexities of high pressure hydrogen which has a low energy to volume ratio, leaks thru everything, and cause metallurgical problems. Faster charging batteries will probably be the death knell for fuel cells in private vehicles and all shorter range buses and delivery vehicles and even, eventually, for long haul trucks.
Most of the package vans could be battery electric as the speeds are low and the required range is generally less than 100 miles. The total cost of ownership should be close to break even compared to diesel or CNG.
My daily driver is a Chevy Bolt. So far, I have driven over 10,000 miles and averaged 4.3 miles per kWhr and am definitely not hyper-miling. I have also let more than 20 people test drive the Bolt and it never fails to put a smile on their face. However, we will probably have IC engines for a while longer. I believe that there is no reason not to have battery electric transit and school buses now. I also believe that most urban delivery trucks including the class 8 delivery trucks can go battery electric as the speeds are relatively low, the average required range is typically not more than 100 miles. Having said that, it will be considerably harder to use batteries in the near future for long haul trucking and construction and agriculture equipment where high continuous power is required. Maybe when the change rates are high enough so that the batteries can be charged in 10 minutes or less.
You have to love the marketing team that wrote "Ram 1500’s unsurpassed 29 mpg highway fuel economy rating for 4x4 models". It is true but the Chevy 1500 with the 3.0 liter Duramax diesel is also rated at 29 mpg highway for the 4x4 so while it is equaled it is "unsurpassed". The problem is that the 4x4 Chevy is rated 23 mpg city vs 21 for the Ram and the 2WD Chevy is rated 33 mpg highway/23 mpg city vs 32/22 for the Ram. It makes you wonder why the 4x4 Chevy is not better on the highway. Maybe they need to work on the mechanical drag of the 4x4 mechanism at higher speed. Of course some of this may just be round off error.
Complex but great efficiency for a gasoline powered engine. Probably cheaper than a fuel with about the same overall efficiency.
I think that Cummings will be better off in the near term concentrating on shorter range urban delivery vehicles that can run on batteries only. The shorter range urban delivery vehicles have to be near the break even point in terms of total cost comparing battery electric to diesel whereas fuel cells add another layer of costs for the fuel cells, the fuel (hydrogen), maintenance, and hydrogen storage.
Seems to be a research project. But why are they concerned about hydrogen when they get approximately 80%of of their electric power from coal. They would be better off just putting the power in the grid and burning less coal.
All a fuel cell will do is add to the purchase costs, fuel costs, and maintenance costs. Plus you would have to have hydrogen storage facilities. You do not need additional range for urban transit buses or commuter coaches. The coaches BYD is offering could be used to make the 120 mile trip from Salt Lake to Wendover, NV. Maybe fuel cells would be useful for interstate travel but I would bet on fast charging batteries before I would bet on fuel cells.
HarveyD, your comment refers to Quebec only and not the national (Canadian) grid and is true because there is a large amount of available hydroelectric power with a relatively small population. The article was about Germany not Quebec. Less than 4% of Germany's electric power is hydroelectric. Also, Quebec probably has better things to do with their excess power such as sell it to New York or make Aluminum.
The hydrogen comes from Air Products and is made by reforming natural gas. It is not clear that this is any better than running internal combustion engines on CNG.
How can the required hydrogen be considered CO2 neutral. They either made the hydrogen from electrolysis or reforming fossil fuel. About 40% of Gemany's electric production comes from coal (and much of that is actually brown coal or lignite which is worse than hard coal) and another 10 percent comes from natural gas. Also about 10 percent comes from biomass much of which is wood pellets which I would be hard pressed to consider CO2 neutral.
We must be near the crossover point where it is cheaper to run a battery electric urban delivery vehicle compared to the overall cost of owning and operating a diesel vehicle. Once this happens, there will be a large demand to go electric.