Commercial Vehicle eMobility – potential electrified solutions
This is the second in a series of three articles discussing eMobility and Commercial Vehicles. Each one looking at the accelerating Commercial Vehicle (CV) development, the challenges slowing this down, and the expected pace and direction of electrification. Highlighting how the latest dedicated Electric Vehicle (EV) lubricant technologies can help manage the divergent hardware designs that are emerging and maximise reliability and efficiency.
The parc of medium and heavy duty ICE trucks are currently forecasted to keep growing steadily until at least 2040. Hybridisation may be adopted for some applications until battery technology matures sufficiently. Electric CV sales are expected to grow faster than ICE over this time, but from a much lower base.
Applications such as excavators lend themselves very well to hybridisation, based on the drive cycle. A conventional excavator will spend long periods idling. A hybrid in the same vehicle could run at a steady state with a smaller engine instead. When in use many of an excavator’s movements involve changes of direction, which could benefit greatly from energy recovery. When in use many of an excavator’s movements involve changes of direction, which could benefit greatly from energy recovery. For example, recovery of potential energy as a load in the bucket is lowered, and recovery of kinetic energy rather than braking the cab swing. Meanwhile, other off road applications with very different duty cycles could be some of the last to electrify and benefit very little from hybridisation, such as tractors doing heavy draft work on soil, where a continuous tractive effort is required.
What is putting the brakes on CV electrification?
Despite the top-down pressure of emissions legislation, significant barriers to battery electric commercial vehicle (BECV) adoption still exist. Many of them are the same as for passenger car EVs: infrastructure, energy density and energy demand.
Adequate infrastructure
Without enough charging facilities across the road network – or integrated within the road network, in the case of overhead or induction charging – mass uptake of BECVs will simply not be practical. Likewise, an entire new network of hydrogen filling stations would be required to support the mass adoption of FCCVs (Fuel Cell Commercial Vehicles).
Another aspect of infrastructure is the ability to guarantee supply of battery modules (with a sufficient supply of processed lithium and the ethical supply of other elements needed for battery manufacture, such as cobalt and nickel). Recycling may also play a part here, as manufacturers strive towards a circular economy.
Energy density
Particularly pertinent to BECVs, the energy density of the batteries will determine the feasibility of longer-haul freight. Every kilogram of on-board batteries will reduce the payload that an electric truck can haul, as well as the number of hours it can operate before needing to recharge. If the energy density equation is not in favour of profitable long-haul operation, BECVs will not be a viable solution.
Energy demand
This refers to the energy demand on the power grid, not the vehicle itself. Sufficient energy will first need to be generated, ideally with a low carbon footprint. Storing and distributing this energy in an efficient manner will require smart grids to be introduced before widespread BECV uptake can be supported.
Which CV electrification solutions will win?
With emissions standards becoming so stringent it’s expected that hybrids will mainly be utilised as a bridging technology in many markets, ramping up to a modest global market share before plateauing. Although hybrids offer particular advantages for off-road and start-stop applications, OEMs will likely still need to embrace full electric solutions in order to meet future emissions limits.
© 2022. Afton Chemical Corporation is a wholly owned subsidiary of NewMarket Corporation (NYSE:NEU). 09/22. The information in this bulletin is, to our best knowledge, sure and accurate, but all recommendations or suggestions are made without guarantee since the conditions of use are beyond our control. Afton Chemical Corporation and its affiliates disclaim any liability incurred in connection with the use of these data or suggestions. Furthermore, nothing contained herein shall be construed as a recommendation to use any product in conflict with existing patents covering any material or its use.
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electrified solutions
eFuels
Description Power-to-liquid. CO2 converted to liquid hydrocarbon fuel to give a zero carbon balance when burnt.
Environmental benefit vs. ICE
Efficiency (well to wheel)
System cost
Infrastructure costs
Refuelling
Operational capability
Advantages
Barriers
Likely applications
Minimal carbon footprint. NOx and PM unchanged.
Hybrid H2 combustion H2 fuel cell BECV
Mix of ICE and electrical power. May be combined via transmission, or via separate wheels.
Enhanced efficiency vs ICE. Proportional reduction in emissions.
Hydrogen as a fuel burnt in a combustion engine.
Hydrogen as a fuel, via a fuel cell, converting to electrical energy.
Battery driven vehicles.
Minimal carbon footprint (using green H2). Some limited NO x and PM.
Zero local emissions. Zero carbon if using green H2.
Zero local emissions. Carbon footprint depends upon regional energy mix.
~24% ~40% ~22% ~30% ~76%
No change. 5-10% increase in vehicle cost, for electrical system.
Minor increase for H2 tank.
No major change. No major change. Completely new H2 charging infrastructure required.
High cost for fuel cell system. H2 tank. High cost for large batteries.
Completely new H2 charging infrastructure required.
Fast charging network and grid upgrades required.
<15 mins <15 mins 15-30 mins 15-30 mins 3+ hours (45 mins on fast charger may be enough for 200km)
No change. Reduced space and payload for battery. H2 tank takes small additional space. H2 system takes similar room overall as ICE.
No change to current operational model.
Torque and improved efficiency.
Very high fuel cost. Moderate impact for longhaul duty cycle.
Motorsport, Aviation. Off Road, Interim 2030-2040.
Zero emissions and close to existing operation model.
Zero emissions and close to existing operation model.
Low energy efficiency. Short life of expensive fuel cell.
Long haul freight. Freight CV with consistent power demand.
Much higher weight, restricting maximum payload.
Zero emissions and Torque.
Charge time and payload weight reduction.
Busses today HCV longer-term.
Electrified systems can be enhanced with Charging while driving (CWD) / Electric Road systems (ERS). This can be used by BEVs to reduce required battery size, or topping up hybrids. Power while driving via trolley cables, induction plates, rails or side rollers. Battery-swap systems are another possible solution to operational challenges with BEVs.
Battery electric technology faces significant challenges for long-haul freight, but has already proven its worth in urban buses and has obvious potential for urban delivery trucks.
If on-road recharging technology matures and is adopted, this could support more widespread adoption on fixed routes, such as for inter-city distribution or especially mining. It is in these environments that charging-whiledriving solutions, such as overhead charge cables, could be part of the solution.
Fuel cell commercial vehicles (FCCVs) appear to offer a more promising long-term solution for electrifying longhaul CVs: more OEMs are investing in this area than any other. To succeed, FCCVs will need to overcome obstacles including the maturation of FC technologies (expected by 2030) and the establishment of suitable green hydrogen supply networks.
© 2022. Afton Chemical Corporation is a wholly owned subsidiary of NewMarket Corporation (NYSE:NEU). 09/22. The information in this bulletin is, to our best knowledge, sure and accurate, but all recommendations or suggestions are made without guarantee since the conditions of use are beyond our control. Afton Chemical Corporation and its affiliates disclaim any liability incurred in connection with the use of these data or suggestions. Furthermore, nothing contained herein shall be construed as a recommendation to use any product in conflict with existing patents covering any material or its use.
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Commercial Vehicle eMobility – potential electrified solutions
Hydrogen Combustion like hydrogen fuels cells will require a developed green hydrogen infrastructure to be successful. Technology for hydrogen combustion needs to improve further (preventing H2 leakage, preventing preignition, safely coping with high water output). However, the operational model and lower initial vehicle cost make this route an attractive proposition.
Due to the high cost and PM/NOx emissions, solutions such as power-to-liquid eFuels are only expected to serve applications such as aviation.
An everchanging landscape
eMobility is constantly changing, with multiple electrified solutions being developed to support new technology. This makes it imperative that the correct lubrication is being developed alongside this eVolving landscape. Early collaboration is the key and at Afton, we can support each OEM in finding their perfect lubrication strategy to get the best performance from the potential electrified solution they choose. For more information on how we do this and why collaboration is important, read our final electrified Commercial Vehicle article.
© 2022. Afton Chemical Corporation is a wholly owned subsidiary of NewMarket Corporation (NYSE:NEU). 09/22. The information in this bulletin is, to our best knowledge, sure and accurate, but all recommendations or suggestions are made without guarantee since the conditions of use are beyond our control. Afton Chemical Corporation and its affiliates disclaim any liability incurred in connection with the use of these data or suggestions. Furthermore, nothing contained herein shall be construed as a recommendation to use any product in conflict with existing patents covering any material or its use.
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