Daimler To Unveil EV Platform For Cars With 500 Kilometers (~310 Miles) Per Charge
Originally published on EV Obsession.
Daimler is currently working on a new, dedicated electric vehicle platform architecture to be debuted later this year at the Paris Motor Show, according to a recent press release.
Electric vehicles (EVs) based on the new architecture will reportedly feature all-electric ranges of up to 500 kilometers (~310 miles) per charge. (Note that this is a range estimate for the NEDC, which is unrealistic. The EPA-rated range will be much lower.) The first vehicle based on the architecture will reportedly be launched before the end of the decade.
The press release from Daimler provides more:
When implementing this into series production, Mercedes-Benz is not only benefiting from its internal development and production expertise but also from the group’s multi-model series modular strategy for alternative drive systems and direct access to key components for electromobility. The highly efficient lithium ion battery supplied by Daimler’s subsidiary Deutsche ACCUMOTIVE combined with the intelligent Mercedes-Benz operation strategy allows purely battery-driven ranges of up to 500 km for the first time.
Rapid charging using the Combined Charging System (CCS), which is being incorporated into this innovative vehicle for the first time, makes charging and operation as convenient as possible. Mercedes-Benz is thus offering a fully fledged electric vehicle in the luxury segment that does not cut any corners – heralding a new era of e-mobility. The global debut will take place at the Paris Motor Show, and the market launch is planned by the end of the decade.
“Heralding a new era of e-mobility” — hmm….
Prof Dr Thomas Weber, a Member of the Daimler Board of Management, Group Research and Mercedes-Benz Cars Development, commented: “Our road map has been clearly defined. In addition to hybridized vehicle models and vehicles powered by fuel cells, we are now taking the next step and using a dedicated vehicle architecture for purely battery-driven vehicles. We are investing heavily in electromobility, and we are convinced that the market is now ready. With the new vehicles we offer, we want to impress the benefits of the new mobility on car owners who have not yet opted for an electric vehicle.”
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Big news! Nice to see them investing in the building blocks for an electric future.
Yep. I think they got the memo.
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Yeah, that memo from some kids in Fremont seemed to have “convinced [them] that the market is now ready” … 😉
Humor aside, though, it is a rational evolution and we are clearly seeing some convergence on technically optimal standards, such as the flat skateboard battery pack at the bottom, etc.
Yes, was nice to see it take the skateboard approach. Another small sign it isn’t goofing around.
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The “flat skateboard battery pack at the bottom” (I like the comparison!) may turn out to
be a graphene polymer one developed at the University
of Cordoba together with Graphenano, Spain, and implemented by the Grabat-Energy (a sub. of Graphenano) in cooperation with the Chinese CHINT Electrics Co., Ltd.
Rumour has it that two German car manufacturers have been allegedly testing these batteries since the end of 2014.
MB’s statement will definitely impart some more velocity to EV development and production worldwide.
Graphenano is probably vaporware to raise more capital. Its claims can not be verified. See:
http://www.greentechmedia.com/articles/read/graphene-battery-too-good-to-be-true
Even if real, its batteries are a long way from mass production and auto companies aren’t going to take a chance on tech which isn’t proven and ready for mass production.
Thanks fort the update. The opening message at Grabat’s website reads „Our technical team will add more information the months of April and May“. Hmm, we have the month of June now. It’s a pity… and somehow disillusioning.
What’s an electric drive module? I thought it was called a motor.
It could comprise the inverter and control circuitry as well as the motor. It’s just marketing-speak.
310 miles NEDC range means 310 km real range. They probabbly mistake measurement units 😉
😀
“of up to 500 kilometers (~310 miles) per charge. (Note that this is a range estimate for the NEDC, which is unrealistic. The EPA-rated range will be much lower.) ”
There is not much difference between the NEDC and EPA on long range BEVs.
The Model S P90D has 509 km NEDC range, close enough to the future Daimler, and 294 miles (473 km) EPA.
On short range BEVs on the other hand the difference is big…
The automakers are in charge of the testing, iirc, and Tesla isn’t interested in cheating.
The testing is not about range anyways, it’s about fuel consumption and emission standards.
There is no use for that practice with BEVs.
Real world consumption is easy to check anyways for any car. Just look up the model on sites like http://www.Spritmonitor.de.
“In the UK the ASA (Advertising standards agency) have claimed that fuel consumption figures are misleading. Often the case with European vehicles as the MPG (miles per gallon) figures that can be advertised are often not the same as ‘real world’ driving.
The ASA have said that Car manufacturers can use ‘cheats’ to prepare their vehicles for their compulsory fuel efficiency and emissions tests in a way set out to make themselves look as ‘clean’ as possible. This practice is common in petrol and diesel vehicle tests, but hybrid and electric vehicles are not immune as manufacturers apply these techniques to fuel efficiency.
Car experts[who?] also assert that the official MPG figures given by manufacturers do not represent the true MPG values from real-world driving.[46] Websites have been set up to show the real-world MPG figures, based on crowd-sourced data from real users, vs the official MPG figures.[47]
The major loopholes in the current EU tests allow car manufacturers a number of ‘cheats’ to improve results. Car manufacturers can:
Disconnect the alternator, thus no energy is used to recharge the battery;
Use special lubricants that are not used in production cars, in order to reduce friction;
Turn off all electrical gadgets i.e. Air Con/Radio;
Adjust brakes or even disconnect them to reduce friction;
Tape up cracks between body panels and windows to reduce air resistance;
Remove Wing mirrors.[48]
According to the results of a 2014 study by the International Council on Clean Transportation (ICCT), the gap between official and real-world fuel-economy figures in Europe has risen to about 38% in 2013 from 10% in 2001. The analysis found that for private cars, the difference between on-road and official CO2 values rose from around 8% in 2001 to 31% in 2013, and 45% for company cars in 2013.”
https://en.wikipedia.org/wiki/Fuel_economy_in_automobiles#Differences_in_testing_standards
The Tesla S is already very aerodynamic. Some of the NEDC “fixes” may not impact the S very much.
500 km is about half of what an actual E300D goes. I expect a hybrid with fuel cell from Daimler to match this by the end of next year. Just like the GLC-FC which comes out in early 2017.
The thing is that pretty much nobody needs that kinda range. 500km real range and fast-charging is enough even for longer trips. Remember that you can start every day with 500km range since you can plug in at home.
Fuel Cell seems great until you actually look at the details. Then you’ll see all the problems that will prevent them to take over the passenger car market. This has been explained in the comments of articles on CT numerous times.
I can not plug in at home. Most of the people in Germany can´t, cause the live in apartments and park in building garages or on the street. So do I. No charging option. And 500 km is not what Tesla owners told me here in Munich. Depending on driving style, it may shrink down to about 200. Oops. My Audi driven like a Maniac still goes 400 and I need a 5 minute break and move on. This is what most drivers here want, when they buy cars that are made for highways. City commuting was meant to be different. BMW thought, but they also didn´t make a big success. I would have bought an i3 for my wife, if there were a charging option in our garage. But there isn´t. So where do I charge the car? “Infrastructure for BEV is almost there” is a myth. At least here in Munich.
And I could fuel my FC car at the Total station around the corner. That makes more sense for me.
It would not be that hard to install a charging point in most garages. And there are charging points that can be installed on street lanterns. Since you are in Munich you can look at them already. https://www.press.bmwgroup.com/deutschland/article/detail/T0261113DE/bmw-group-und-stadt-muenchen-starten-kooperationsprojekt-%E2%80%9Elight-charge%E2%80%9C?language=de
You would not think that a FCV makes sense for you if you knew all the downsides.
For most people living in that situation it´s not possible to install a charger, even if it is technical not that much of a hassle.
What are the downsides of FCEV in your opinion?
Those links should give you most of the information:
https://ssj3gohan.tweakblogs.net/blog/11470/why-fuel-cell-cars-dont-work-part-1 (english)
https://www.tatup-journal.de/tatup061_boss06a.php (german)
http://wwwm.htwk-leipzig.de/~m6bast/rvlwasserstoff/091104vierteRIVLBossel.pdf (german)
You won’t see FCEV in your lifetime. That train has left the station, returned and left again.
Everybody and their dog is now gearing up for BEVs. They tried to rescue the monopolistic central distribution system for the 21st century but it took them too long and they got overtaken by pure BEVs.
Even Toyota will come around, just wait and see.
And the issue with a current tech Tesla just making it 200km in deep winter in Munich, probably from 80% charge is not a problem of the future.
Batteries will get better and even you petrolhead will be able to drive 400km under those conditions on the Autobahn.. not that it would make much sense, as most cars by then will drive themselves and you’d rather hail one instead of owning one.
“Even Toyota will come around, just wait and see.”
Might not have to wait long 🙂
http://cleantechnica.com/2016/06/16/toyota-finally-shifting-real-battery-electric-cars/
WHAT is all that crap up front? How did they manage to completely fill an engine bay with support systems for a 30cm by 20cm electric motor? (Or thereabout)
Ha, and I thought I was the only one thinking that!
They are not at the 100% BEV platform yet.. it still caters to hybrids and what not.. so it’s not optimized which makes the whole article loosing it’s bite.
Takeaway from this article: Daimler stepped into BEVs with one leg. The other leg will follow in 5 years.
Great another Car Company that will have a bunch of EV in 2020. It seems like all the big boys have been saying that for the last year I have been watching EV’s. The question I have is this so they can just pushing the can down the road or has recent events pushed them and it is going to take them until around 2020 to change course. Time will tell I guess.
Or maybe they still don’t want to believe it, but are doing the engineering work, just in case Tesla really does ship a half a million cars in 2018.
Then again, if Tesla does 10x growth in 3 years, maybe by 2020, they will be moving into the big boys club, and they don’t seem to have any combustion engines on the agenda.
Someone didn’t give marketing a graphic for the non-ICE motor. I haven’t seen a EV with that much exhaust piping before. Or maybe it is a hint that they will support hybrids on same platform.
Looks heavy. Hope it doesn’t bloat up the weight of cars too much.
Weight is not as large a problem for EVs as one might think. The real issue aerodynamics.
Furthermore, the Tesla S weighs only ~10% more than the 7-series BMW.
Well, it depends. Weight absolutely matters when determining energy use during acceleration, where air resistance conversely doesn’t matter as much—less weight means higher range in the city or going up curvy mountain roads and such.
Weight does matter. But it’s air resistance at speed that kills range. And with regenerative braking you get some of the acceleration energy back.