Good news... dreaming of BEV Class A

valhalla360 wrote:

Yosemite Sam1 wrote:

valhalla360 wrote:

For an RV cruising at 70mph, it may have drastically less range.

You'll get a ton of traffic tickets in the West Coast for this where speed limit is 55 mph. And high fees for these violations.

Some of us are smart enough not to live in Calicrazy.

And a lot more are not smart enough to live in knowledge-based high-tech Cali.

JRscooby wrote:

valhalla360 wrote:

Long haul, BEV is problematic. A driver can run up to 14hr per day. Assuming an average of 50mph, that's 700 miles. If they use a team, the truck can essentially drive an unlimited number of hours with just short stops for bathroom and to swap out drivers.

Might want to check facts. A driver can not drive after he has been on duty for 14 hours. But the most he can drive is 11, then must spend 10 in sleeper or off duty before can drive again. 550 miles would be pushing the limit for a day. But for EVs, terminal to terminal, driver or not, if the range was 300 miles, set the terminals at about 250. Truck pulls in, yard hand dollies down, un-hook and swap tractors, and the trailer load is back on the road.

Don't you think they will somewhat relax the "sleep time off" requirements for EVs?

Team driving can theoretically drive 24 hours in a day.

time2roll wrote:

Reisender wrote:

Yosemite Sam1 wrote:
Again, my modest dream for my BEV-RV is a range of 300 miles. That would put me into my next campsite with my 300-mile by 3pm rule.
And of course, even if I have to stay near the steering wheels or the controls, that I maybe able to multi-task to keep some earning side lines with my lap top.

That would work for us at least half the time. Campground charging would negate the need for stopping at icky truck stops. We are quite often in a location for 6 nights as we tend to travel a day and stay a week. But even the overnight stop would allow taking on a 100 kwh or so. That is a third of a charge on a 300 kwh battery. A BEV would work for us. Something around 28 feet with two full wall slides would be nice. Bring it on.

Even if it worked for just 10% of RVers I would consider it a success.
For the rest... petrol will be around for a long time.

And that overnight charge will be enough to see the sites around the vicinities and cities of the campsite.

Reisender wrote:

Yosemite Sam1 wrote:
Again, my modest dream for my BEV-RV is a range of 300 miles. That would put me into my next campsite with my 300-mile by 3pm rule.
And of course, even if I have to stay near the steering wheels or the controls, that I maybe able to multi-task to keep some earning side lines with my lap top.

That would work for us at least half the time. Campground charging would negate the need for stopping at icky truck stops. We are quite often in a location for 6 nights as we tend to travel a day and stay a week. But even the overnight stop would allow taking on a 100 kwh or so. That is a third of a charge on a 300 kwh battery. A BEV would work for us. Something around 28 feet with two full wall slides would be nice. Bring it on.

Even if it worked for just 10% of RVers I would consider it a success.
For the rest... petrol will be around for a long time.

valhalla360 wrote:

Long haul, BEV is problematic. A driver can run up to 14hr per day. Assuming an average of 50mph, that's 700 miles. If they use a team, the truck can essentially drive an unlimited number of hours with just short stops for bathroom and to swap out drivers.

Might want to check facts. A driver can not drive after he has been on duty for 14 hours. But the most he can drive is 11, then must spend 10 in sleeper or off duty before can drive again. 550 miles would be pushing the limit for a day. But for EVs, terminal to terminal, driver or not, if the range was 300 miles, set the terminals at about 250. Truck pulls in, yard hand dollies down, un-hook and swap tractors, and the trailer load is back on the road.

Yosemite Sam1 wrote:
Again, my modest dream for my BEV-RV is a range of 300 miles. That would put me into my next campsite with my 300-mile by 3pm rule.

And of course, even if I have to stay near the steering wheels or the controls, that I maybe able to multi-task to keep some earning side lines with my lap top.

That would work for us at least half the time. Campground charging would negate the need for stopping at icky truck stops. We are quite often in a location for 6 nights as we tend to travel a day and stay a week. But even the overnight stop would allow taking on a 100 kwh or so. That is a third of a charge on a 300 kwh battery. A BEV would work for us. Something around 28 feet with two full wall slides would be nice. Bring it on.

4x4van wrote:

Yosemite Sam1 wrote:

valhalla360 wrote:

For an RV cruising at 70mph, it may have drastically less range.

You'll get a ton of traffic tickets in the West Coast for this where speed limit is 55 mph. And high fees for these violations.

No one, including Semi's and RVs, drive 55 on the West coast.:R

Can’t say on the other western States but in California we set the cruise on our pusher at around 57 and that puts us right in the pack with all the trucks.

JRscooby wrote:

valhalla360 wrote:

JRscooby wrote:
""

For local light duty delivery trucks running fixed short routes...electric is viable.

That's not what is being promoted.

For local delivery, I can't see how the routes could not be "fixed" same as ICE. For instance, package delivery. Of old as the package is read, somebody decide which truck it should go on. Then the driver decide where in the truck, and what order of stops, so he can get to the package when he gets to that stop. Now, the package is scanned, the computer decides which truck, and likely where in truck, and programs the route. Would it be that hard to make the computer limit the maximum travel distance?
Terminal to terminal? In the past, the terminals where spaced based on the distance a driver could travel in the hours he could legally drive. Would it be so hard to space them by the limit of battery charge life? In the past, (and probably still) slip seat operation, a driver would get to a motel at the end of shift, get out, another driver get in, move the load toward destination. Replace the motel with a charge station, swap tractors instead of drivers.

For local delivery, BEV will work now in many applications. Your standard UPS truck rarely if ever maxes out on the loaded weight, only runs relatively short distances (at least on urban routes), usually at low speeds allowing greater efficiency and returns to a base where it could charge overnight. Very much viable for a large part of the market.

For Autonomous driving, local delivery doesn't offer as much immediate benefit as you still need someone to hand over the packages. Complicated urban driving is the most difficult for AI to handle so it likely would be a later adaptation of the technology.

Long haul, BEV is problematic. A driver can run up to 14hr per day. Assuming an average of 50mph, that's 700 miles. If they use a team, the truck can essentially drive an unlimited number of hours with just short stops for bathroom and to swap out drivers.

For Autonomous driving, long haul is very suitable to AI taking over. It's usually rural freeways with limited complications. They can go as far as the truck has range. You can have trucks draft very close to other AI trucks significantly increasing fuel efficiency. They don't care what time it is, so they could be timed to pass through congested cities late night when traffic is minimal. Lots of easy benefits.

One thought for AI is to keep the driver. In complicated urban settings, the driver takes over but out on the open highway the computer takes over. This is easier technologically and while the computer is running the truck, the driver could be tasked with other things like taking calls for the company or other data processing.

Again, my modest dream for my BEV-RV is a range of 300 miles. That would put me into my next campsite with my 300-mile by 3pm rule.

And of course, even if I have to stay near the steering wheels or the controls, that I maybe able to multi-task to keep some earning side lines with my lap top.

JRscooby wrote:

valhalla360 wrote:

JRscooby wrote:
""

For local light duty delivery trucks running fixed short routes...electric is viable.

That's not what is being promoted.

For local delivery, I can't see how the routes could not be "fixed" same as ICE. For instance, package delivery. Of old as the package is read, somebody decide which truck it should go on. Then the driver decide where in the truck, and what order of stops, so he can get to the package when he gets to that stop. Now, the package is scanned, the computer decides which truck, and likely where in truck, and programs the route. Would it be that hard to make the computer limit the maximum travel distance?
Terminal to terminal? In the past, the terminals where spaced based on the distance a driver could travel in the hours he could legally drive. Would it be so hard to space them by the limit of battery charge life? In the past, (and probably still) slip seat operation, a driver would get to a motel at the end of shift, get out, another driver get in, move the load toward destination. Replace the motel with a charge station, swap tractors instead of drivers.

Yeah, I read about the human psychology about automous machines.

The experts are saying that we could immediately save thousand lives by deploying these automous vehicles as it is (current technology) and a replacement for error-prone humans.

But it seems we have different standards for machines. We tend to accept the deadly consequence of human errors but not for machines, even if the casualty rate is lower. We want machines to be 100% error-free.