My apologies for the long post. Been busy the past couple of days, so playing catch-up.
https://insideevs.com/anheuser-busch-or ... om-nikola/
Anheuser-Busch Orders *800 Fuel Cell Semi Trucks From Nikola
The Anheuser-Busch brewing corporation announced an order placement for up to 800
hydrogen fuel cell semi-trucks from Nikola Motor Company. The company intends to convert its entire dedicated fleet to renewable power by 2025. The first Nikola trucks will be delivered in 2020 with capability of driving between 500 and 1,200 miles and refilling within 20 minutes
Anheuser-Busch earlier reserved 40 all-electric Tesla Semis
, but with this latest announcement of 800 for Nikola, the shift has focused on FCVs. Guess that the Tesla Semi visit to the hometown of Budweiser in March didn’t help out much.
For us it seems that Anheuser-Busch doesn’t believe in long-haul trucking using only batteries at this stage.
- “Through this agreement Anheuser-Busch aims to convert its entire long-haul dedicated fleet to renewable powered trucks by 2025.
The trucks are expected to cost, on average, around $400,000
, according to Reuters. . . .
GCR article on the same subject adds this: https://www.greencarreports.com/news/11 ... emi-trucks
[Nikola CEO] Milton said that the cost for each fuel-cell truck would rival $0.90 to $1 per mile traveled, including the truck, fuel, and consumables.
Officials from Anheuser-Busch said their orders from Nikola would be mostly day cabs, or Two models. Nikola builds a sleeper cab called One.
http://www.greencarcongress.com/2018/05 ... ility.html
Agility Fuel Solutions introduces large-capacity hydrogen storage systems for trucking applications
. . . The ProCab H hydrogen storage systems are lightweight, compact, self-contained modules that mount behind the cab of Class 8 trucks. ProCab H system designs are based on Agility’s widely-used ProCab behind-the-cab CNG fuel system architecture, which has been track tested for a simulated one million miles and validated by multiple OEM test programs.
The ProCab H family is the product of multiple design iterations, including hydrogen storage systems recently used on zero-emission hydrogen trucks made by US Hybrid and Kenworth.
ProCab H systems include 350 bar composite cylinders with fuel capacities of 23.5, 28.2 or 33.9 kg of hydrogen, require only 31 inches of rail space behind the truck cab . . . All systems have fuel management and pressure control equipment needed for fueling and defueling the vehicle. . . .
Agility also plans to introduce next-generation hydrogen storage systems based on large-diameter Type 4 composite cylinders with 700 bar service pressure being developed in partnership with Hexagon Composites. These higher-pressure, higher-capacity hydrogen storage systems will enable longer driving ranges and could be used in regional haul Class 8 trucking applications such as Toyota’s Project Portal.
http://www.greencarcongress.com/2018/05 ... llard.html
Ballard and Hyster-Yale sign supply and collaboration agreement for air-cooled fuel cell stacks for Class 3 lift trucks
Ballard Power Systems has signed a Master Supply Agreement (MSA) with Hyster-Yale Group for the supply of minimum annual volumes of Ballard FCgen-1020 air-cooled fuel cell stacks for use in powering Class 3 lift trucks and support on the design of a fuel cell electric propulsion system to power these lift trucks. The MSA runs until 2022. . . .
In 2014 Hyster-Yale’s acquisition of Nuvera activated a strategy to design purpose-built, optimized fuel cell-powered lift trucks, and put in place significant expertise and capabilities for fuel cells. The collaboration with Ballard, Nuvera, and Hyster-Yale will focus on air-cooled stacks for low power applications, complementing the existing Nuvera fuel cell solutions.
http://www.greencarcongress.com/2018/05 ... zefer.html
€26M ZEFER project to introduce 180 fuel cell electric vehicles into fleets in Paris, Brussels and London
The European ZEFER (Zero Emission Fleet vehicles for European Roll-out) project will deploy large fleets of 60 hydrogen fuel cell electric vehicles in each of three European capitals (Paris, London and Brussels). (One hundred seventy FCEVs will be operated as taxi or private-hire vehicles, and the remaining 10 will be used by the police.)
These vehicles will be used in the applications where hydrogen-fueled vehicles are the most valuable—fleets which drive long distances every day, which need rapid refueling, and which operate in polluted city centers where zero-emission hydrogen vehicles can have the greatest impact on avoiding pollution.
The €26-million (US$32-million) pan-European initiative will introduce the 180 FCEVs into a combination of taxi, private-hire and police fleets. These vehicles will be in regular use each day, creating hydrogen demand from each vehicle roughly four times that from a normal privately-owned car. This will help to ensure high utilization of the early networks of hydrogen fueling stations which are already operating in each city. This improves the economics of operating the stations and hence helps accelerate the commercialization of hydrogen as a zero-emission fuel for Europe’s cities.
The project will gather data and disseminate results to demonstrate the business case for future FCEV adoption and test the performance of cars and infrastructure under high-mileage conditions. . . .
ZEFER is co-funded with €5 million ($6.1 million) from the Fuel Cells and Hydrogen Joint Undertaking (FCH JU), a public-private partnership supporting fuel cell and hydrogen energy technologies in Europe. The 180 FCEVs will be procured from the vehicle manufacturers able to offer hydrogen fuel cell cars in Europe; the first 25 vehicles are being deployed this week in London by Green Tomato Cars.
http://www.greencarcongress.com/2018/05 ... fedex.html
Workhorse, Plug Power deliver electric delivery van with fuel cell range extender to Fedex; in standard delivery route
. . . The Class-5 EGEN delivery van is built by Workhorse Group and charged by a Plug Power ProGen hydrogen fuel cell system (2 x 10 kW). The vehicle is currently in service at the FedEx facility in Menands, NY. The ProGen-powered electric delivery van is one of the first of its kind to operate in a standard commercial environment and is deployed on a standard delivery route for FedEx.
The vehicle is based on a Workhorse chassis with 80 kWh battery packs and a TM4 traction motor (20 kW, 2100 N·m). (Workhorse currently offers the range-extended EGEN with a 647 cc two-cylinder BMW range-extending engine; total range on that vehicle is 120 miles. The fuel cell project replaces the combustion engine system with a fuel cell system.)
The fuel cell range extended van stores 11.6 kg of hydrogen @ 350 bar in 6 tanks located in the least valuable real estate in the van; the wheel wells were extended to cover the tanks inside. Incremental energy to the batteries added is 165 kWh. The addition of Plug Power’s ProGen fuel cell enables the vehicle range to exceed 160 miles (258 km) per delivery cycle, a 166% increase over standard battery power alone.
To date, the new FCEV has already accumulated more than 3,000 on-road miles in initial tests, and is expected to accumulate more than 27,000 miles of on-road driving time in the first six months.
The vehicle refuels using a Plug Power hydrogen fuel station located in Latham, New York. This fueling station is the first hydrogen fueling station in New York State’s Capital Region and one of the first hydrogen refueling stations on the East Coast for on-road vehicles. The FCEV delivery van is currently fueling and operating through a broad weather spectrum, including rain, snow and cold temperatures.
In addition to the FedEx FCEV delivery van, Plug Power has 20,000 deployed fuel cells with more than than 150 million run hours in mobility applications. . . .
http://www.greencarcongress.com/2018/05 ... 1-ral.html
Robert Allan Ltd. designs new battery-electric pilot boat
Vancouver, Canada-based naval architecture firm Robert Allan Ltd. has developed a new all-electric pilot boat aimed at service applications in which the run to the ship is 5 nautical miles or less.
The RAlly 1600-E is an aluminum version of its highly successful steel predecessor. . . .
Twin small auxiliary generators give “get home” and range extension capability but are normally not running. Top speed is 20 knots. . . .
This boat is suited for short run applications of 5 nautical miles (NM) or less and where there is time between jobs to recharge the batteries. Pilot boats typically run at or near top speed with the pilot on board, then loiter for some time and may return at a more efficient medium speed. In this mixed-use scenario with a 5 NM run, the RAlly 1600-E can complete a full operation totally on batteries with 30% of nominal battery capacity to spare.
The aluminum boat has the same total weight, power, and speed as the steel prototype. The weight saved in eliminating the diesel engines and their support systems, removing the diesel fuel, and changing to an aluminum hull provides the weight budget for the new electric drive and batteries.
The propulsion motors are 500 kW 2,800 rpm permanent magnet 750 volt AC electric motors controlled by frequency convertors providing a full range of speed. The motors drive through standard ZF or Twin Disc 3:1 reverse/reduction gears to conventional shafting and 840 mm propellers.
The battery system consists of 70 modules of Spear SMAR-11N-224 units providing a capacity of 815 kWh. As required by Class they are arranged in a separate compartment which is located in the middle of the boat between the accommodations and the machinery space.
The batteries are liquid-cooled and the entire space is well-ventilated and fitted with a FirePro fire extinguishing system. The same batteries also power the boat’s normal electrical load of lighting, etc. The entire design is eligible for Class approval such a Lloyd’s, ABS, or Bureau Veritas . . . .
The basic cost of the electric pilot boat will depend on where it is built and what electrical system is chosen. The added capital cost of the electrical propulsion system is offset by virtually eliminating fuel costs and greatly reduced maintenance costs. The payback period is dependent on diesel and electricity costs and number of operating hours per year.
http://www.greencarcongress.com/2018/05 ... 1-edi.html
Efficient Drivetrains announces production release of PowerDrive7000ev for medium- and heavy-duty vehicle applications
. . . The EDI PowerDrive kit offers OEMs a modular design for integration into existing chassis designs and enables rapid vehicle solution introductions. Electrification kits will include a high-efficiency drivetrain (EDI PowerDrive), vehicle control and telematics software (EDI PowerSuite), and the training and support infrastructure to enable fast time to market.
OEMs are able further customize their vehicle solutions with EDI’s Electric Power Export (Power2E) option—the capability to export a range of power directly from the vehicle for use in disaster recovery, jobsite maintenance, tool operation, and other applications. To accelerate market introductions, EDI is also available to install the powertrain systems and perform vehicle integration as a service for OEMs. . . .
The EDI PowerDrive 7000ev drivetrain will include a base of 100+ mile all-electric driving, with the ability for OEMs to extend range as required by customers.
EDI has confirmed multiple customer contracts with OEM partners this year, with the first programs delivered in 2017. The company’s EDI PowerDrive 7000ev integrated into school bus applications for leading OEMs has been approved for CARB requirements and HVIP incentives. . . .