Future of the diesel?

http://www.greencarreports.com/news/1109095_volvo-concept-truck-uses-hybrid-power-to-cut-fuel-use-emissions

This is a report on Volvo Truck's Diesel Electric Hybrid Concept.
Not too detailed, but I liked this part:

The concept is also fitted with a hybrid-specific version of Volvo's I-See driver-assist system, which analyzes upcoming topography using GPS data and digital maps. Software determines the most efficient use of both the diesel engine and electric motor based on the terrain, as well as the optimal times for energy recovery, Volvo says.

BenK wrote:
DC Electric motors can have up to or over 300% torque at ZERO RPM vs
any ICE that has ZERO torque at zero RPM...nature of that beast (laws of physics)

While it is true that electric motors have 100% of their available torque at 0 rpm, which varies depending on how much power is coming from the batteries, when was the last time your ICE idled at 0 rpm? Idling for an electric motor is 0 rpm and idling for an ICE engines is around 700 rpm.

Also, if the ICE is making zero torque at 0 rpm, then technically you can't say an electric motor makes 300% more. 0 + 300% = 0.

In European cities you can see all-electric semi's even now.
We saw one in Amsterdam hauling containers around town.
And I see Mercedes is getting into the act.
http://www.autoblog.com/2017/02/20/mercedes-benz-urban-electric-truck-real-world-test/

Dayle1 wrote:
Maybe I missed something, but in the article I didn't see anything about electrics replacing diesels for heavy towing requirements. Lots was said about the decline in small diesels in cars. And I didn't see anything about the death of diesels for commercial vehicle bigger than HD trucks. So how does the article relate to tow vehicles? What am I missing?

But while on the topic it seems to me that diesel locomotives don't have weight limitations and railroads can use multiple locomotives at steep grades only. Over the road is a different situation. Weight (and cost) of traction motors, small diesel and batteries must be lower than existing diesel solutions for both HD pickups and bigger commercial rigs. And a single tow vehicle must work over a wider range of conditions than a single locomotive.

Seems to be alternative Universe outside NA. More diesels are coming in trucks, vans, SUV's and cars. They do have congestion tax in some Cities, London.
, Paris and Madrid.
They have EV's and Hybrids, but they are in a tiny minority. Vans, Cab Chassis Vans and Trucks are all diesel.

msmith1.wa wrote:
These have been available to fleets for a while now. http://www.viamotors.com

With a 1000 lb payload, and no tow rating, it is a truck in size only and not available to consumers. And the cost is??

missnmountains wrote:
"The scary stuff about hybrid battery replacement has turned out to be largely urban legend. My son drives an Escape hybrid with over 160,000 miles on the original battery with no decline in performance. Prius batteries routinely go 200,000+ and can be reconditioned for as little as $1500, far cheaper than a set of diesel injectors. But I will admit that hybrids may not fare so well in the RV world. The key to the long battery life is the controller maintaining a state of charge between a fairly narrow range. For more power on long pulls you may have to draw the battery down much more, resulting in shorter battery life."

Not exactly true. We lived in Colorado for 33 years. Batteries lasted up to 10 years. In Florida, we are lucky to get 2 to 3 years. My boat which has 6 8D's last maybe 2.5 years and are $1,200.00 each (AGM).

Southern states wreak havoc on batteries.

Ken

While heat takes it's toll on batteries, the traction battery in my Prius is warrantied for 8 years or 100k miles. They typically last around 12 years regardless of mileage, even in Florida. They weigh right at 100 lbs and can be changed out with hand tools under the shade tree. Cost is around $1800 OTC. No transmisstion, no belts, no starter... 53mpg city makes it worth it as much as I drive for work. The haters have no basis for their banter.
If Ford offered a hybrid F250 that would tow our TT, I'd be first in line.

These have been available to fleets for a while now. http://www.viamotors.com

"The scary stuff about hybrid battery replacement has turned out to be largely urban legend. My son drives an Escape hybrid with over 160,000 miles on the original battery with no decline in performance. Prius batteries routinely go 200,000+ and can be reconditioned for as little as $1500, far cheaper than a set of diesel injectors. But I will admit that hybrids may not fare so well in the RV world. The key to the long battery life is the controller maintaining a state of charge between a fairly narrow range. For more power on long pulls you may have to draw the battery down much more, resulting in shorter battery life."

Not exactly true. We lived in Colorado for 33 years. Batteries lasted up to 10 years. In Florida, we are lucky to get 2 to 3 years. My boat which has 6 8D's last maybe 2.5 years and are $1,200.00 each (AGM).

Southern states wreak havoc on batteries.

Ken

Maybe I missed something, but in the article I didn't see anything about electrics replacing diesels for heavy towing requirements. Lots was said about the decline in small diesels in cars. And I didn't see anything about the death of diesels for commercial vehicle bigger than HD trucks. So how does the article relate to tow vehicles? What am I missing?

But while on the topic it seems to me that diesel locomotives don't have weight limitations and railroads can use multiple locomotives at steep grades only. Over the road is a different situation. Weight (and cost) of traction motors, small diesel and batteries must be lower than existing diesel solutions for both HD pickups and bigger commercial rigs. And a single tow vehicle must work over a wider range of conditions than a single locomotive.

Long time ago I used to work maintenance in a plant. Worked on electric tow motors of all sizes. The torque was incredible.