Diesel Electric Advantage
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- čas přidán 15. 12. 2022
- Chace Barber, C.E.O. of Edison motors sits down with Theron Danger do discuss some of the advantages of their Diesel Electric Logging Truck.
Edison Motors successfully build their Proof of concept truck, North Americas first Diesel Electric Logging Truck, and are currently building their working prototype.
Do you want to learn more about Edison Motors?
Visit our website :
www.edisonmotors.ca
Who We Are:
Edison Motors is a privately owned Canadian Clean Technology Company That Manufactures Electric Semi Trucks.
Dec 2021: Edison Motors was announced to the public
July 2022: Edison built North America’s first electric logging truck.
Oct 2022: Edison completed prototype testing
Nov 2022: Edison Motors began building their first production truck: an Edison L750
Edison Motors aims to produce Electric & Hybrid Vocational Trucks & EV Conversion Kits that deliver fuel savings without compromise.
Edison Motors was founded by Chace Barber and Eric Little who entered their business partnership in 2016 after graduating university and starting a trucking company with a 1969 Kenworth 5 axle Logging Truck (Old Blue). They began hauling logs in Merritt, BC. moved to hauling mining equipment into the Yukon and then expanded to moving drilling rigs in Alberta before returning back to BC Logging.
The business grew, more trucks were added and due to the frustration in serviceability of newer trucks the partners started rebuilding older trucks from the frame rails up to use in their own trucking operation instead of buying new truck. The business grew and expanded to hauling and installing power generation systems. In 2019 this added business aspect and growth to taking on the role of engineering and designing off-grid solar hybrid power systems. After their first successful project design and construction of a first nations community in northern BC Canada, Eric and Chace started to engineering process of a diesel-electric semi truck using the same principles.
After reserving a Tesla semi in 2017 and not receiving the truck for 4 years, in 2021 they decided to start building their own electric trucks because that was quicker than waiting for the Tesla delivery and resulted in designing of a more robust truck tailored to the logging and heavy vocational industries their trucking company operated in.
The Edison Truck is the result of a trucking company who remanufactured classic logging trucks with their engineering expertise of off-grid hybrid power systems. It is the aim of Edison Team to have the reliability and serviceability of a classic semi with the efficiency, power, and emissions standards of an electric truck.
Building The Truck Of The Future With The Quality Of The Past.
We only want to sell you the truck once.
Much like the Pacific trucks of the 1960’s and 1970’s. The Edison trucks are designed to be able to last, we understand the more uptime the truck sees and the longer it’s service life the better the Return on Investment is in the truck.
This is Edison Motors goal and philosophy, build the futures electric truck to run efficient as possible while being as simple to maintain as possible.
We are truckers, building truck, for truckers.
We let the engineers decided what components the truck needs for the electrical side, then we have experienced mechanics tell us what parts and being used and where those parts are going.
Our mechanics are use to working on logging trucks that are broken down in the middle of the bush, they know they’re the ones who will have to go repair them. We believe that nobody is better are make sure the truck is reliable and easy to fix as the ones who have to lay in snow at -40’ below or in spring mud.
Don’t kid yourself, these are the most efficient & modern trucks you can possible buy on the market today, but they’re made to be fixed in the bush. Our truck is high tech so your shop doesn’t have to be.
When your Edison Truck is delivered you can be sure you won’t need to go truck shopping again until you want to expand the fleet
In The Shop
It’s a fact in the vocational world that trucks are going to break-down. Off-road heavy hauling and logging in Canada beats up equipment. Edison plans for this by engineering our parts and equipment to make them as easy to service as possible for your mechanics.
Edison has a multi-layer process to achieve this goal:
* The first step is early involvement of mechanics into the design process, making sure experienced mechanics look at the design for serviceability
* Using commonly sourced parts, we try wherever possible to limit any custom built parts and opt for the common aftermarket parts companies use. This makes sure when something breaks you can go into any parts store and have the piece you need to get back on the road
* no fault codes, if there is a fault our computer will tell you exact what the check engine light means
When I was a boy, my Dad drove trucks I used to love going to work with him. I asked him how a Diesel train worked, he explained to me how diesel trains are really electric trains with a huge diesel generator to provide the electricity. I asked why don't they do that for trucks? He could not answer me. To this day, I am now 45, I still wonder why they don't. To see someone actually doing this is amazing. Komatsu does it for their 500t mining trucks. Thankyou for realising this.
Exactly as he said diesel-electric is ideal for cleaner diesel burning, more efficient diesel burning, more toque at low RPM, quicker torque at low RPM, more silent, regenerative breaking, in-city frequent start-stops, longer life of motor, less or no wear-tear in clutch and transmission (if even those are present there), no long waiting at charging station if such is even available. Best of both worlds. Did I forget something? Diesel trains and heavy equipment (such as surface mine trucks) have this for ages already. Win, win, win, win, win.
Brilliant. This is definitely the next logically step for trucks. So glad you continue to push this project forward. Thank you!
I think where your setup would really shine would be for smooth bore tanks. Food grade tanks can't have baffles in them because it makes cleaning them next to imposable, so the smoother acceleration from an electric driveline would keep the load from surging like you can get from not changing gears correctly.
I'm guessing the off the shelf parts came from all the pitch forks raised at John Deere not wanting farmers to fix their own tractors.
This is an amazing jump for the trucking industry, keep at it boys!
I have been following your content since you first started on Tiktok. I've gotta say, it's the first logical, built for longevity, power/torque MONSTER of truck... Long time waiting. And freaking recharges going down creating energy, unlike a Jake that just burns more fuel. I'm a T&T mechanic on the east coast and your ideas have got it going on!! Thank you!
So stoked for you guys, can't wait for the e-axles to show up. Hello from Virginia
Preaching to the choir. get em built.
this is the most important video on electrifying transportation. it really explains to people the possibly counterintuitive advantage and need for diesel electric vehicles and machinery.
please consider trying to boil this down into a tiktok so the average person is able to view and understand it.
Glad to hear someone is doing this. I thought about it a year ago & wondering when someone would try it.
As a young man a friend and I helped introduce light weight diesel trucks to America. Your on the right track.
Genius. I instantly loved you guys the first short video I saw from you. Here you rightly mentioned trains using capacitor banks, which I think is the way to go with super- and ultra-capacitors available now. Could you do a video explaining to everyone how the trains use them and why it isn't right for the trucks just yet. Thank you for your innovation and logical choices in the truck build.
I just found they guys and the concept hits in my wheelhouse. I grow up in the logging industry, but got my degrees in electrical engineering in motor drives and deal with mobile power system. I can wait to see 4000BF in the bunks of Carl.
I have been thinking of this for years I'm so happy to see someone do it.
Your company is doing amazing things!!!
Epic! This is the truck I've always wanted to build!!! SO amazing!
You are definitely onto something special, keeping it simple is a great ideal...
I like what you guys are doing with technology.
I'd say test- for how many kilometres/miles you can go with and without load.
Change gearing ratios and test again,
Find sweet spot for gearbox/gearing ratios giving you maximum range with and without load.
Also play with regenerative breaking, and free to roll momentum, which one is giving you maximum range.
(Or what sort of combinations between the two)
I think you have billion dollar idea, good luck.
Can I come work for you folks. This is amazing work, thanks to Peg from Zip Ties and Bias Plys for the recommendation.
I wish they would do diesel electric pick-ups so I can actually pull heavier trailers and still go into rural areas with any load hooked on and not think about range so much. Still being able to go full electric on my commute to work through the metropolitan areas.
I think Chace is awesome and he talks sense. A few of his biases peek out; batteries aren't 20 years away and a full electric semi isn't either, but when they arrive (CATL, usually reliable, claims to have them going into limited production targeted for the aircraft industry THIS YEAR. Of course, if they succeed they are going to be sold out for years and when they do make financial sense - they will likely drop into Edison Motors trucks where the generators were. (Actually, they will drop in to replace the batteries first giving better electric range and lowering diesel usage and cost).
And I find it not at all surprising that it is someone like Edison Motors doing this - the trucking industry and the manufacturing industry is SOOOOO conservative they make the Amish seem radical.
Hope you guys make it. Shits sick like honestly great work.
Back in the 1930's two types of locomotives were tested. One was a Hydraulic driven locomotive. This did not work very well and was dropped. The second was an A.C. locomotive. This worked too well....that is to say A.C. power was in fact to powerful. When you tried to accelerate the wheels would slip. Not enough traction. It took till the 1990's to get a smart enough computer to limit the slip of the drive wheels. D.C. was king for 60 years. By the way an A.C. locomotive costs just a small amount more when it comes from the factory. The real advantage comes from the power attained by A.C. versus D.C. It takes 5 DC locomotives to equal the pulling power of only 3 A.C. locomotive. Then think of the fuel savings, maintenance costs and now you can add a few extra cars to the length of the train. Maybe we now need box cars with batteries behind the headend/locomotives to capture the regenerative breaking (called dynamic breaking). Currently locomotives use dynamic breaking by powering resistant heaters elements (kind of a dead short). This happens when you want to make the train run the slack out from between each car. Dynamic breaking helps you conserve your air break pressure.
@@brianb-p6586 AC locomotives are the same size as DC locomotives. Yet it takes 5 DC locomotives to equal the pulling power of 3 AC locomotives. Dont know why I just know these facts.
I would love to see a hybrid platform, like a unit in place of transfer cases, maybe use a PTO generator unit like on my ram 3500 with AISIN? having a drop in hybrid option would be fantastic. I currently carry 1000lbs of additional fuel, so a 1000-1200 lb electric add in would be great! I know the HDT market is the target, but make a small yanmar or PTO kit for us small truck guys!
@Atom RC what is AISIN?
@@bushratbeachbum it is the commercial transmission used by ram.
@@stinson87 ah cheers.
The company Aisin makes thousands of automotive parts.
What's the other option in the ram?
@@bushratbeachbum 68RFE for the diesel, 8hp75-lcv for gas, and Aisin AS69RC HD for the High output Cummins
Way to go! I have been thinking converting my diesel motorhome to diesel electric. But it probably will never happen, because it need such an engineering team to do so.
It really doesn't.
If you're mechanically minded it's a pretty simple system.
I can't profess to have done it like these guys, but if you separate the parts they're all basic things, then draw them up connected, then build what you've drawn.
If you know what energy requirements, efficiency and type of driving you already do, you can easily size your system to suit.
Wrecked Tesla's seem pretty common in the us, im guessing that's where you are, go for it!
@@brianb-p6586 yes and no. Keeping in mind that a motorhome often has a diesel generator running to power the air conditioner while the diesel engine is running to move you, a diesel electric could eliminate one diesel engine. Next, if you are driving in the mountains, many motorhomes have cooling issues because of the rear engine configuration and the extra power required to climb inclines. The torque of the electric motor would make mountain driving much easier not to mention the advantages of regenerative braking.
Think of the ability to run the air conditioner and other AC appliances off the battery bank when dry camping and then be able to recharge the batteries the next day while driving.
You are correct that the benefits are not anything that a manufacturer would ever find cost effective to produce but from the consumer end, I can see the advantages of diesel electric motorhomes and now I’m trying to figure out how to convert mine.
Thanks Great Video
Love the vision
I can’t wait till you bring out the pick up truck version. I’m interested Kelvin in Australia
THANKS!
Been saying this for years… why don’t they do a locomotive style drive system.
They have, but they are best to use as switcher locomotives.
One US made locomotive used a diesel engine between 200 and 300 hp.
They also made a locomotive with a small battery with two 1000hp engines...
But this is more than 10 years ago.
Two hybrid locomotives at the one minute mark.
czcams.com/video/5D97yBcC_qk/video.html
Expense, and old men saying "we've always done it this way"
Good, informative video....Indeed electric motors and steam engines can take the torque.
That LeTourneau he mentions @ 18:25 was built in my hometown. 😁 Kinda surprised LeTourneau didn't do trucks, but I guess without batteries to allow for the diesel to rev in its powerband all the time, direct generator-motor drive doesn't improve fuel economy much -- the reason it took off in all other heavy equipment was that they couldn't make gearboxes strong/long-lasting/reasonably-priced enough (it's one of those "you can only have two" situations, even more so back in the day), they still throttle up and down with load, just takes out the inefficiencies of a mechanical transmission.
It is a interesting concept. Been involved in trucking all my life. This is nothing new it has been tried before in trucks and did not work out. Your not the first to look at it some of the big company have built prototypes. Even some small production units. It never went anywhere. The diesel electric is a great concept and works well in some applications like mining truck and trains. The problem with all this stuff is the complexity of the support systems. Anyone who’s ever worked on a train or an or a mining truck truck will tell you the problem is not the generator or the motors it’s the electrical control systems that need constant attention.
Good luck in your venture.
This is the only way to go right now. Battery tech just isn't ready yet.
this is a game changer
This is a great Chanel. I love the detail you go into and the idea is brilliant. I’m an energy engineer not a trucker, can you tell me why this isn’t good for general road hauling? I’m from Ireland which is small and has lots of small towns and start stop bits for trucks. The diesel electric set up sounds far more efficient for this type of driving as well as your specialist timber trucks etc. you keep mentioning that it’s not best at this type of work- why is that?
From what you are saying it will run the engine 25% of the time and at a more efficient rpm.
🦅This is awesome! 🦅 Look forward to seeing your progress! Dont sell it to the big boys, only take investors, otherwise we may never see this come to light.
When will you sell a conversation kit?
Its great that Edison Motors is tackling this niche at this time. People winder why nobody did this earlier, abd there are a number if factors, but i can think of at least 2: Battery cost and fuel cost. Batteries 10 years ago were MUCH more expensive because of smaller scale production. Trucking is very cost sensitive, and theres not much of a vocational "luxury segment" that is willing to be a pathfinder for the tech like you see with cars. Without light duty EVs causing a scaling of battery production, we wouldnt see batteries cheap enough for this segment. And fuel costs: historically low diesel prices discouraged development if hybrids as the juice wasnt worth the squeez. Now, things are different. So a forward-looking company would have been wize to keep developing the concept and tech, and then when the time is right been able to pull the trigger and ve a segment leader. But too many companies only look a few quarters ahead for short term profits (obviously not referring to Edison)
I was watching submarine history hundred years ago they had straight electric once discharged it was towed. Then they said let’s ad a diesel range extender. Hmmmm. Sounds familiar. I’m hearing about you folks from friends. I’m envious keep up the push
I am a believer that you will be making money with your trucks well ahead of the other EV companies.
Great job! BTW, how can I buy a hat and coffee cup? And I'm in the lower 48. (Oregon)
This is amazing work you’re doing. I have one question so far: here in BC we have huge hills. If you fully regenerate the battery while you are still descending a really long hill, what method will your trucks have to keep your speed down?
they are from BC
@@DavidLeon140m3 yup
Could go the Prius route. Spin the diesel-generator without fuel as a brake. With the higher compression in a diesel it should be even more effective.
Besides spinning the diesel engine to act as a break you could also go the locomotive route and have a huge resistor bank that just turns the excess electricity into heat.
I believe Chase mentioned spinning the generator against jake brakes when the batteries reach capacity on descent.
Do you plan on incorporating Supercapacitors / Ultracapacitors?
Subbed!
Wish they took advantage of the extra weight allowance to switch to lithium iron batteries. Could get far more charge cycles on the battery. could be 10x the cycles and the battery would be cheaper too. Just heavier and a little bigger physically though
- one of the first (and clearest) explanations of the difference (and pros/cons) of the different architecture.
Floating the battery between 20-80% for its entire life should give so many more cycles than expected.
Also - noting that a single speed EV only develops peak mechanical power around (edit: or in some range of decreasing torque before) redline, at full torque (edit: or some nominal rev range near the upper end- this is inherent in the maths of unconstrained (power limit of motor windings) current (Amps - which may or may not be true) and s flat constant voltage torque curve) , while a diesel does achieve it during every gear - with Zero power during shifting - intermittent power delivery which gives (relatively) terrible outcomes in highly variable duty operation....
- Peak torque in any case can't practically exceed tractive capacity, or the drive dust goes nowhere (wheels spin and axles tramp - EVs can have perfect traction control and very predictive outcomes.
Lol - yes, Electrics are relatively simple, any mechanic can figure it out to replace parts (the inverters, charge controllers etc are relatively simple to swap in and out (non user serviceable internally) - treat the batteries similarly - they can "always" be manufacturer reconditioned and repurposed (given the correct design process). - obviously most of a vehicle are parts "other than" the propulsion system.
@@brianb-p6586 - also somewhat right and somewhat wrong... (Speaking typically vs using one specific example - "brevity escapes" once one must correctly explain the entire system function and constraints of real vs hypothetical) ... True, maximum power may not be actually "at redline" for a real system - but under full-load power availability practically limits further rev rise - time to change gear, if one exists. lol...There are of course also torque and power curves for an electric system - the touted "flat torque curve" is scarcely correct - though idealised. (At a certain voltage the motor has peak power at the point where the product of torque and RPM is highest.) , If power is artificially limited by supply current constraints ... (electrical power may be supported by the motor al the way from zero revs - if the windings can cope - but mechanical power still rolls in and out - as torque decreases due to back emf ) ... (or traction control) that is not peak mechanical motor power.
A diesel truck sees peak power at a certain motor speed (or indeed, range) at full fuel supply (same idea as wide open throttle), this occurs at many different road speeds, as every gear progresses.
that mustache is tom of finland worthy
In future, you can also work on next iteration of diesel engines running on vegetable oils.
Just takes some tuning, or in a fully mechanical engine just different fuel lines to handle biofuel. All of the diesel engines at the tech school I went to back in 2000-2001 ran 100% biofuel.
Are you still planning to go with electric axles?
Will there be an option to plug in the truck if you just want to top up the battery without running the diesel generator?
What about the quick changeable battries like an Austrailian company has been developing?
Trains have been doing this for 60 years, it's about time I just don't know why they didn't do it sooner.
This makes way too much sense! :-)
This is like a giant version of the old Chevy Volt system.
I recently (year or so ago) was talking with friends not far from you, how using the locomotive concept, electric trucks would need to be that configuration. I look forward to retrofit medium duty for the RV hauling world - that is what I would love to have.
I wish ya'll made an OTR truck.
I own a 579 and I am willing to test it on otr applications.
What is the kilowatt rating on this truck?
How can I get one in the STATES. I REALLY WANT ONE. CAN U MAKE ONE OUT OF A KENWORTH T680. PLEASE RESPOND BACK.
He said everything they used was readily available over the counter parts. I do not know if they would share their build info, but if you are serious, I would try to get ahold of them to see if they would share, or if they may even have a conversion kit. If you get to build one, I wish you the best. That sounds like a good way to go right now.
On old trucks from 60s and 70s, i can see how they actually got lighter. Im curious if the same would olay out in a 90s truck, as materials advanced, motors/transmissions may have got lighter, but overall vehicle conplexity increased. Winder if they would see the same results. Hard to aay as there are newer technologies that may beed to be addressed differently, and that can affect weight.
I was thinking of creating a portable charging station business. Roadside assistance for electric vehicles. What do you think?
What emissions level is the engine you are using?
My only problem is you stated that batteries run better when topped off, but I thought lithium Ion batteries did best in the 30-80% range. I’m sure you are doing your research though.
Depends what you mean with "run better"? If you mean peak performance, then rechargeable batteries are certainly the best when they are topped off, since they are at max voltage at 100% SoC and thus have their peak performance there. If you mean longevity, then yes keeping them between 30-80% is better, as lithium batteries don't like staying for a long time at 100% and they most certainly don't like a deep discharge to its real 0% SoC, that is a sure way to kill cells. That's why an EV will show you 0% when it actually has still some charge left, there is a safety bottom range that will not be used for that reason. A lithium battery will be disproportionally stressed less when you cycle from 30-80% twice than going once from 100-0% SoC.
Why not capacitor banks?
this is the right approach, not the over engineered crap
You say highway OTR work pulling a drive end if the worst application for this technology can you explain why?
Having worked in mining with electric trucks a problem that occurs with electric trucks is motor overspeed which can cause the armature to take on an egg shape which will cause a significant power loss if not complete failure. Is there any kind of protection for this in your trucks other than extensive training of the operators?
Average fuel mileage of an OTR fleet truck in the lower 48 states of the US coast to coast is anywhere between 6 to 8 MPG under a gross weight of 80,000 lbs. In terms of truck weight the average empty weight is 32,000 lbs. So we're hauling 47 to 48 thousand lbs loads without having to get overweight permits.
So with that in mind... Ball park it for us. What's the Average MPG. How many loads are you hauling back and forth and while going through 200 gallons of fuel. I don't know what the fuel mileage of my APU is but I know how much fuel it uses when I'm doing a 34 hour reset down here. That's what we want to know.
Does this concept apply to personal passenger vehicles too just smaller generators?
Top gear hammerhead I eagle trust. there was a company that copied there idea and made a car can't remember the name
Haha total agree, always wanted a diesel electric 4wd. now might have to move on it.
My only Question is the Computer System in the Battery Box.... What about the ELEMENTS ? (Outside)
Plus with the log truck a lot of the time you go up the mountain unloaded and come down loaded. Good chance you won’t need the diesel much at all really.
Can the diesel engine charge the battery faster than it drains in cruising driving conditions?
@@randgrithr7387 A) That doesn't mean that this truck can. B) Trains don't rely on batteries (or capacitor banks, I don't know what he was talking about in the video) while cruising.
@@randgrithr7387 Trains do use the electric motors for brakes, but they don't store the energy created. The energy is just converted to heat though a resistor bank. That's one of the things that has me wondering, why haven't we seen a diesel/electric/battery hybrid locomotive? A freight train could carry a 100,000 lbs of batteries without even knowing it, why haven't we seen a hybrid locomotive?
Yes... cruising hp demand from electric motors is 200kw, genset puts out 350kw
Bridge gap? Forget it. This is the destination. The advantages of electric with the advantages of diesel.
15:20 but if the batteries totally quit, can the diesel generator powerr the truck?
No. He stated several times it is an all electric truck. It just happens to cave a fast charging generator installed. The Diesel engine is not mechanically coupled to the drive train. No battery=no go.
@@robertroberts5218 generator makes electricity, and I wasvwondering if it could bipass the battery an right to the EV powertrain
I have hyping this idea for years. If you can have both non steering axles with their own motor that run when accelerating, then switch to a single motor to keep the momentum at speed while supplementing with the second axle I see no reason this wouldn’t be fantastic for OTR trucking. In the US we have 82,000lb limit for electric semi trucks. This could enable downsizing the generator to like 6 liters I suspect. Not to mention, the efficiency of using the diesel as a generator makes it reasonable to run more often. The load reducing nature of a hybrid would also but far less wear on emissions equipment. Then there is the simplicity of dealing with a single speed transmission. Just step on the pedal and off you go. Hit cruise control at 60mph and it would never deviate, no matter the grade being driven. Simplifying OTR trucking is how we get the next generation in to the business of keeping America prospering!
When can I buy stock in this company?
How easy will it be to change the batteries? 30k for batteries every 5 year will be hard to swallow but even more so if it’s tens of shop hours to switch them out.
Hey guys. Have you reserhed high torque Regen breaking. Electric drive means you have no exhaust/Jake breaking. Friction breaks can only last for a reduced distance under full load. You speak of a smaller battery rack. How much empty battery you can soak up your Regen breaking into & how much breaking can regen do under load? Can you plan trip on a computer to be able to seriously Regen break down a several miles long slope?
Trains do not use Large Capacitor banks .
I would imagine that it’s also easier to handle emissions on a generator than on an engine that is constantly changing RPM and load.
Here's another thing. If you have electricity powering everything, cars,trucks, home heating, and if we all this power comes from renewables, you've built an incredibly fragile system. If the weather is bad, you can freeze in your unlit home, and the stores will be empty. I know diesel pumps run on electricity, well folks there's ways of pumping Diesel into tanks, even if I have to handpump into a truck I can do it. Try getting a frozen wind turbine to spin.
I have said the same thing about cars
After driving a Tesla Model Y for a year, I can't wait to start driving a Class 8 such as yours.
canadas power grid wont be able to keep up with evs most of our grid is 20+ years old and cannot keep up to peoples ac units in the summer let alone every man and their dog charging a junk ev
@@tylerbaldwin1633 you guys using AC in Canada? That's some real shoddy crap if it cannot even support such minimal cooling demands. PS: I am on the anti EV boat as much as you are, but I have to ask.
@@tylerbaldwin1633 same issue here in the US! Maybe if we spent more tax payer money beefing up our power grid instead of bailing out shitty companies, it wouldn’t be an issue 🤔
@@tylerbaldwin1633 but more seriously, I think EVs have their place in cities, but will not replace the diesel or gas engine for another generation or two. Not enough range yet with current battery tech and charge times are not useable in most industries. The people spouting off that EVs will fix pollution and what not just ignore the pollution from tire wear, manufacturing, and energy production produce. As far as I know production from energy production can be fixed “eventually”, but unless we make floating cars that won’t help much.
When can I buy shares in this Company?
Toyota has developed a solid-state battery.
19:38 splains it, black coffee, 90%mind on 100% throttle
Is that Theron?
I need an electric axle for my Ford E350, just in Alberta. Can you build me one? Ford is being difficult to buy an electric Transit cab and chassis, thinking I will build my own. And to somewhat steel your idea, I carry a diesel skidsteer on the deck, I will make a hydraulic generator charger and minimum range truck. With just enough range for daily use, if I need to go further I fire up the skidsteer and charge the battery.
I thought open pit mining trucks had been like this age. Difference being dont know if they had batteries
Just an idea, for the guys making the truck, why not make the motor a bit smaller, and have a single gear attached to the the diesel drivetrain, that is turned to run the truck at 110km/hr. When the truck is on flat land and cruising at 110, the gear engages and connects the diesel motor directly to the drivetrain bypassing the electrical conversation and energy loss. When the truck slows down or speeds up, the gear disengages and the electric motors take over. And, once the truck is back at 110km/h the mechanical drive kicks back in. Find a diesel engine that and pull at truck at 110hm/h at optimal rpm.
I know how many comments you get but I keep saying this change that diesel engine to a turboshaft generator. It's even more reliable with a higher maintenance interval and will weigh 1/3 as much😉
You trade weight and complexity for fuel burn! A 350KW turboshaft generator would burn twice the amount of fuel that the diesel that's producing the same amount of electrical power would.
Gas turbine engines are very good at making stupid amounts of power for there size and weight but they also burn stupid amounts of fuel doing it!
Diesel hybrid vehicles exist in Europe, the fuel mileage is through the roof !!
Diesel electric is what is powering trains today. I was wondering if you have conciterd a diesel electric conversion for a truck. Not a tractor. But like a pickup truck. Since you've solved the issue battery in a tractor. I'd like to see a pickup truck converted using your principal.
Electric drive trains are the best for mountain roads.
Something he doesn't say, and makes a few linguistic mistakes on, is calling the batteries Lithium-Ion. Based on the application he is using them in, they must actually be LFPo (or a similar chemistry to LFPo, but not -Ion). Yes, they do contain lithium, but unlike your phone battery, which can only be cycled about 500-800 times before it can't hold a charge, and then the charge drops off quickly, suddenly... at 25-50% to 0%,
LFPo can age for thousands of cycles minimum. How /hard/ the battery is hit with a load, for how long, will affect the usable lifespan. If the management system is set correctly, it will detect a high load situation and kick the generator on, to assist, so the overall C-rate is low, and the impact on the battery is just to handle the surge amount, say climbing uphill with a heavy load.
In the scenario with 'heavy use over 5 years' where the battery is potentially at 50% of it's original capacity, more like 70% if the management system is setup correctly, LFPo battery internal efficiency remains at 99%. And it doesn't do that drop-off suddenly. It'd be like carrying around extra batteries that aren't hooked-up. By then, one might think a more efficient, lighter pack would be available to swap, at less expense than 30k.
Where'd you get this Austro-Hungarian Army Officer in a Hawaiian shirt from? I read somewhere that in modern Western armies they call that a "cack broom".
How are you dumping your downhill heat after batteries are full?
Large resistor banks would be needed to keep from overcharging the batteries.
Are you thinking about resistive breaking like some locomotives? could be neat. I wonder if it is necessary with the regen breaking + air breaking
To maintain battery life, I would think that they are not charging the battery system to 100,%. That would leave room for breaking energy..
You can also do the Prius trick: Use the generator attached to the diesel engine as a motor and spin the diesel engine with no fuel being injected so it just acts as a mechanically resistive load.
At least to me it’s pretty obvious why trucks haven’t gone like trains, it’s because they are more reliable and fuel efficient. Making trucks that way would cost the manufacturers money in all the servicing and parts they would loose out on. Plus all that fuel saved isn’t money going into oil companies pockets or to the government in tax
waste management should be donating u a truck
I want to find an old long bed stick shift, and do the Edison motor swap, and keep the stick shift, and pretend to use it while I drive.
Diesel electric locomotive does not use batteries or capacitors in the power circut, you have built a Battery Electric Truck with onboard charging.
Locos link the alternator directly to the traction motors.
Chances are the alternator you are using is not suitable for this type of work.