Hyundai Ioniq Electric Will Be Available For Sale In US This Week

Cars

Published on February 7th, 2017 | by Steve Hanley

February 7th, 2017 by Steve Hanley 

Originally published on Gas2.

Hyundai announced last year that the hybrid and battery electric versions of the Ioniq would go on sale in America during the winter. The Ioniq will offer customers three power train choices — a hybrid, a plug-in hybrid, and a battery electric. Winter is with us for another 6 weeks, according to the calendar. Mike O'Brien, vice president-product planning for Hyundai Motor America, says the Ioniq Hybrid and Electric will go on sale next week.

O'Brien says, "Our focus was on developing a great compact car that happens to be electrified. There were around 1.1 million buyers who shopped for an EV last year, but because of cost or maintenance or durability…or that they felt the car was too underpowered…they didn't buy one. We are offering a no-excuse electrified vehicle that measures up to compact vehicles in the segment."

It is that a way of responding to Elon Musk's challenge to other manufacturers to build "compelling" electric cars? It sure sounds like it. Prices for the Ioniq Electric have not been announced. That information will be coming along shortly, but the price will likely undercut other similar cars by a significant margin. Hyundai's corporate sibling, Kia, has priced its new Niro Hybrid thousands less than a comparable Prius or Toyota RAV 4 Hybrid. The Kia Niro starts at around $22,000.

O'Brien says the Ioniq Electric will undergo a "soft launch" for now. A more robust marketing campaign is planned for later in March. One way Hyundai will keep the price of its new electric car low is by limiting the size of its battery to 28 kWh. So equipped, it earns a 150 MPGe rating from the EPA — which makes it the most energy efficient car sold in the US. The Toyota Prius Prime is next with a rating of 133 MPGe.

Officially, range for the Ioniq is listed as 135 miles city, 110 miles highway, and 124 miles combined. Is that going to be a problem for consumers? It shouldn't be. The average US driver only goes less than 50 miles a day, meaning the Ioniq Electric will have more than enough range for the needs of most drivers. Dedicated Tesla fan Bjorn Nyland test drove one recently in Europe and gave it a rave review, calling it almost as good as his Tesla in some respects.

Still, people seem to have the notion that they "need" 200 miles of range, just as many believe they absolutely "need" the power of a V8 engine. But if the Ioniq Electric is indeed competitive with the price of other compact cars, that objection may be easily overcome.

Source: Inside EVs

Reprinted with permission.

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Tags: Hyundai, Hyundai IONIQ

About the Author

Steve Hanley writes about the interface between technology and sustainability from his home in Rhode Island. You can follow him on Google + and on Twitter.

Source: Hyundai Ioniq Electric Will Be Available For Sale In US This Week

What road lies ahead for Juneau’s electric cars?

A drone shot of Juneau's electric vehicle get together. (Photo: Gabe Strong)

Juneau's privately-owned electric utility is trying to plan for a future that includes more electric cars. It's estimated there are over 100 fully electric vehicles in the city, with one or two arriving by ferry or barge each week. Even Teslas — the Porsche of electric vehicles — have been spotted in the capital city. As this new reality sets in, the state's regulatory commission is taking a closer look. It'll be reviewing how the utility is responding to its ratepayers and the influx of electric cars.

Juneau's car dealerships don't sell fully electric vehicles (EVs). There's no tax break for buying one here, like in Washington state. But Devon Kibby, the president of Juneau's Electric Vehicle Association, said that hasn't slowed the momentum.

"Even without these incentives, people are still buying electric vehicles," Kibby said.

Juneau's electric utility, Alaska Electric Light & Power (AEL&P), is trying to figure out a way to incentivize those drivers to charge at night. That's when the least amount of electricity is being used, so the cars are less of a burden on the the grid.

In November, the utility filed a request with the state's regulatory commission to offer a cheaper rate to electric vehicle owners who plug-in during those times — a program they could opt into.

"It's not necessarily a bad deal. It by no means is a bad deal," Kibby said. "We're just wondering if there's another way to allocate the benefits to better help EV adoption in Juneau."

In January, The state's regulatory commission approved AEL&P's nighttime charging rate. But the agency is also investigating how the utility makes those decisions. Kibby said the electric vehicle association wants a seat at the table, too. They want to ensure that best framework is being created to support the growing number of electric cars.

Kibby thinks the utility should offer the same nighttime charging hours, like its previous experimental program, and provide affordable limited energy from public fast-charging stations during the day.

"One of the things that often comes up when we have an incentive rate programs is that all customers are treated fairly by the proposal," said Alec Mesdag, a director at AEL&P.

The fast chargers can juice a Nissan Leaf in about 20 minutes, lessening the dreaded range-anxiety. With a typical charger — there are 10 of them in town — that can take about four hours.

The utility's Washington-based parent company, Avista, has installed fast chargers for electric cars down South. But Mesdag said Washington has a very different regulatory environment than Alaska. Namely, the Washington legislature passed a bill making it OK for the utility to pass on that expense to ratepayers.

Even though there are several electric vehicles in Juneau, Mesdag said, that doesn't mean there's the same type of demands as other cities.

"What we don't have in Juneau is a large number of people who would need to utilize that infrastructure," Mesdag said. "The current owners of electric vehicle owners find it more convenient to charge at home because they typically have off street parking."

Mesdag thinks there's still a lot to learn as more electric vehicles cruise into town.

The Regulatory Commission of Alaska is trying to navigate the new environment, too. Its next meeting on the matter is Friday, Feb. 10.

Source: What road lies ahead for Juneau's electric cars?

Apple Electric Car Re-Imagined As Classic Apple Products

10 hours ago by Steven Loveday

Macintosh Apple Electric Car: Retro is in style right? Cars did sort of look like this back in 1984. Or maybe we're thinking of something from Star Wars. (via ClickMechanic)

Unfortunately for fans, Apple Electric Car news has come to a screeching halt as of late. The only "news" that we tend to see is speculation, or fun renderings. Yet another publication has made an attempt to create some insight into what the secretive Project Titan team may be conjuring up.

ClickMechanic (who fancy themselves as "The Best Mechanic Network In The UK") wants us to envision what an Apple Electric Car might look like, if engineers based it on some of the company's class iconic products. Though quite silly, it's a fun concept. Just like any other automaker, a "concept" is a "concept," but there's still hope for a production level model down the road.

Based on the MacBook Pro's predecessor, the PowerBook G4, this beast looks tough as well as fast. It takes its design cues from the computer's titanium body and stellar performance. (via ClickMechanic)

Perhaps the most memorable and iconic of all of Apple's computers, the 1998 G3 came in multiple colors: blueberry, lime, tangerine, strawberry, and grape. This looks reminiscent of the earlier Apple Car renderings we have come to know. (via ClickMechanic)

How about an Apple Car Air. Light, slim, and surely fast. It is likely the Supercar of the bunch. It could be healthy competition with BMW's i8, and it is assumed that Apple would give us a few more all-electric miles! (via ClickMechanic)

Nothing quite like a jet black iPhone 7. If you could actually fit people in this one it would be fantastic, because it would probably have an enormous range. However, the lithium-ion battery would probably be all that would fit. Maybe you could lie down as it drives itself. (via ClickMechanic)

Eh … Apple Car where art thou? Grace us with thy true presence.

Source & Images: ClickMechanic

Tags: apple, apple car, Apple Car Re-Imagined, apple electric car, Classic Apple Products, Project titan

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Source: Apple Electric Car Re-Imagined As Classic Apple Products

Advocates want to put charging stations around N.D. to boost electric cars

Citizens Local Action Energy Network, or CLEAN, based in Fargo, has applied for a grant under Volkswagen's $11 billion settlement that allocates $7.5 million for North Dakota projects that reduce automobile tailpipe emissions.

Members of CLEAN believe a network of charging stations, located along Interstates 29 and 94 as well as U.S. Highway 2, would encourage motorists to switch to electric vehicles.

"The idea is it will facilitate sale of electric vehicles and therefore reduce the emissions," said Paul Jensen, a member of CLEAN.

Of North Dakota's $7.5 million allocation under the Volkswagen settlement, 15 percent must go toward infrastructure to support clean energy projects, he said.

In Fargo, the group is recommending charging stations at West Acres Mall and the Roberts Ramp under construction downtown.

The group also proposes charging stations along I-94 in Jamestown, Bismarck, Dickinson and Beach; along I-29, charging stations would be built in Pembina, Grand Forks and Hankinson; along Highway 2, in Devils Lake, Rugby, Minot, New Town, with alternatives in Stanley or Williston.

Fargo and West Fargo already have several charging stations. Chargers are located at Element Hotel, 925 19th Ave. E., West Fargo; Happy Harry's Bottle Shop, 4001 53rd Ave. S., Fargo; Gateway Nissan, 441 38th St. S., Fargo; and West Acres.

The equipment cost for a fast-charging station is $30,000 to $35,000, with another $10,000 or $15,000 for installation, said Jensen, who is a green energy consultant.

"The price is continuously going down," he said.

John Bagu, a member of the group, leases a Nissan Leaf electric vehicle, and said they are more economical to drive than gasoline-powered cars. He and his wife also own a gas-powered car, which they use for long trips and as a second vehicle.

By his calculations, assuming gas at $2 per gallon, drivers in Fargo and Cass County spend $300 million a year on gas; that figure increases to $500 million per year if gas reaches $3.50 per gallon.

Bagu said his electric car costs a "fraction" of what it costs to fill the tank with gas, about $3 for a charge. "Imagine going to a gas station and paying $3 to fuel up," he said.

It's also more fun to drive, a source of rivalry with his wife, who also prefers driving their electric car.

"Now we literally fight over it," he said. "The loser gets to drive our gas vehicle."

Bagu, who has equipped his Fargo home with solar panels and generates his own electricity, estimates there are half a dozen electric vehicles in Fargo, while Jensen estimates there are 50 around North Dakota.

But both said the technology is rapidly advancing and costs are going down. They predict electric vehicles will be widely adopted in time.

South Dakota has placed electric charging stations along Interstate 90, a major tourist highway, said Ed Gruchalla, another CLEAN member.

"They put the chargers in there so people can drive through the state," he said, noting I-90 is a common route to the Black Hills.

North Dakota's tourism industry also could benefit from having a network of charging stations to accommodate electric cars, said Mike Williams, a former Fargo city commissioner and a supporter of the proposal.

"It would help the tourism a lot," he said.

Source: Advocates want to put charging stations around N.D. to boost electric cars

Car Talk: Electric cars are indeed net Earth-friendly

Dear Car Talk:

I recently began driving an all-electric car, thinking I was reducing the negative environmental impact of driving. A co-worker has confronted me by saying that I am actually doing more harm than good, due to the rare earth metals needed for the batteries. He says, furthermore, that when the car has lived out its life, the disposal will be especially troublesome for the environment. What is your opinion? Did I make a mistake by going to an all-electric car? — Paul

I think the mistake you made was listening to that co-worker, Paul. I believe his conclusion is pretty much all wrong.

Electric vehicles do not have "zero impact" on the environment; there's no question about that. But they have less of an impact than gasoline-powered cars. First of all, it's cleaner and more efficient to produce power at a central location (a power plant) than it is to produce power in everybody's individual cars.

It's also easier to clean up, maintain and monitor one smokestack (the power plant's) than it is to do those things for a million smokestacks (all of our tailpipes). And even if you're charging your car from the dirtiest power plant, running on 100 percent coal, electric-car expert (and, to be fair, advocate) Jim Motavalli says you'd still reduce climate emissions by 30 to 40 percent over individual gasoline-powered cars.

And, of course, not all of our power plants are run on coal: We have a mix of coal, natural gas, nuclear and, increasingly, wind and solar now. Plus, our power plants have slowly been getting cleaner. And if the whole electric grid continues to move toward cleaner fuels, that will only make the argument for electrification stronger.

As far as the rare earth metals go, I'm sure there are some ugly things being done as companies dig lithium out of the ground in China, Chile and Australia. But what your friend failed to mention is that all of the batteries that are used in hybrids and EVs today are recycled when they reach the end of their lives.

Those components are still very valuable. So the manufacturer will give you a huge credit for returning the old battery pack when you buy a new one. And it will reuse everything it can.

Then there are smaller environmental benefits, such as not having someone's exhaust blowing into your passenger compartment while you sit behind him in traffic. And not breathing gasoline vapors at the pump every time you refuel.

So I think you are a net positive for the environment. Not to mention that you're paying a third of the price per mile for electricity that your buddies are paying for gas.

So we would encourage you to feel rightly smug about your electric-car purchase.

Got a question about cars? Email by visiting the Car Talk website at www.cartalk.com.

Source: Car Talk: Electric cars are indeed net Earth-friendly

Amphibious rescue transporter - electric?

Article by Alexander Popovich

Light amphibious all-terrain vehicles have their own place within a broad spectrum of modern self-propelled machines. The demand for a machine capable to commute through rough terrain and wetlands regardless of the season and weather conditions was always high since early XX century. Apart from obvious military applications, that kind of vehicle can be used for various civil purposes, including, but not limited to, minor cargo and personnel delivery through undeveloped areas, rescue missions, hunting and entertainment. Many practical applications do not require heavyweight vehicles and, moreover, the minimal size and weight could be essential due to maneuverability, safety or nature protection requirements. Mass production of light amphibious ATVs in theory could be a large segment of the global industry but in reality it is still a niche product manufactured in relatively small quantities.

Many companies all over the world tried to design that kind of machines for military or civil applications and several models are being built in series. Limited success of those attempts has a deep reason behind it: the requirements for a lightweight amphibious vehicle are complex and sometimes controversial. An attempt of a simultaneous fulfillment of all requirements usually ends in high costs, too complicated and thus unreliable technical solutions or losses in functionality. Most notable controversies are:

being effective all-terrain vehicle and steady floating vessel on the same time;

high demand for energy and torque and limitations for weight and size of the powerplant; - complicated nature of the drivetrain control for effective off-road operations and simplicity of controls requirement.

All of the above are just different aspects of a major contradiction between advanced technology high costs and the price which the market is currently ready to pay for it. On a certain level of general technology development this controversy couldn't be resolved.

Very high torque requirements at low speeds and at start are typical for the class and produce a major problem for the ATV transmission design. The torque of an internal combustion engines is minimal at low rpm so a transmission with some gear changing mechanism is necessary to get the vehicle started and moving. Unlike for the road vehicles, to move the ATVs (especially on rough terrain - snow, swamp or wet dirt) the top torque at low rpm is needed not for a short period of time but, in fact, continuously. As the whole transmission operates under high load its resource and reliability are decreased dramatically and maintenance costs are very high. Service after intensive off-road exploitation may take up to 1/3 of movement time as a standard practice.

Also should be mentioned that the mechanical transmission (either CVT or gearbox and clutch system) once based on an internal combustion engine, has low overall efficiency and is a very difficult object for automated control as well. The hydraulic transmission could be considered as an appropriate alternative as it is much more suitable for "high torque - low rpm" applications as well as for automatisation but it has even higher production and maintenance costs. Both transmissions as well as internal combustion engines (Diesel and petrol) are quite heavyweight and increase of the power results in accelerated growth of the total vehicle weight, which makes power-to-weight ratio even worse or takes the vehicle out of lightweight class. Practically, there wasn't much progress in that class of vehicle in the last decades: serially manufactured amphibious ATVs of today are not much different from their 30-year old counterparts neither in performance nor in functionality.

Does it mean that the concept of light and inexpensive transporter in not working? No. Nowadays the technology has made a giant leap from the previous level based on the achievements of mid-XX century. It just means that most of the modern lightweight amphibious ATV designers seem not to utilize the new possibilities given by progress in materials, engines and electronics.

The largest breakthrough in the automotive industry blossomed from the early XXI century comes from electric motors and means to control them. Compact size, efficiency reliability, high torque (especially on low speeds) makes them extremely attractable for automotive designers. Progress in batteries brought back pure electric vehicles which were first on the road over a century ago and then pushed aside by internal combustion engine. More and more electric trucks, cars and motorcycles are seen on the highways and city roads, various electric utility vehicles and AGVs are widely used in industry, there are electric boats and snowmobiles. Nearly every vehicle type is now available with pure electric electric powertrain or some sort of hybrid one, but we haven't heard much about ATVs and nothing about amphibious ATVs. Are they an impossible to build? Why they are not available on the market along with thousands of other electric vehicles?

First of all, what can the electrification contribute for the ATV design? Obvious advantages of electric motors are their high torque available even in "stall" conditions and compact size. Electric powertrains are relatively easy to control by modern computers and they require much less maintenance. Less obvious are new possibilities in vehicle composition, opened by compact and flexible transmission (wires) and elimination of shafts, chains, gearboxes and other bulky mechanical powertrain parts. Same applicable to hydrostatic transmissions, however unlike hydraulic liquids electricity does not freeze in winter and requires almost no time to travel from source to destination within electric circuitry, allowing much faster system reactions and higher rpms. Another advantage comes from digital computer control over the vehicle operation and behavior. Endless number of features could be programmed into the system, ranging from musical entertainment to autopilot, which are seen in str eet cars. With complete electronic control over electric transmission and various data available from the onboard sensors (including driver's input) sophisticated motion algorithms can be implemented to provide better road and off-road performance then achievable under manual control.

The said advantages are widely used in street cars but what prevents them to shine in small amphibious tractors? The answer is quite obvious too. Most widespread electric powertrain solutions are high voltage (100+ Volt) or even very high voltage (over 400 Volt). They are quite safe if remain intact as well as timely and carefully serviced, but even minor isolation fault turns a car int a death trap once its wet enough. Modern street electric car's safety is not affected by rain and all circuitry is well away from any reach of humans onboard. Can we expect same level of safety in small off-road tractor? Definitely not. Amphibious all-terrain vehicle deals with much more water than any road car. Due to usually extreme nature of its movement as well as lower maintenance standards risks of accidental electric system isolation damage are very high. Together this facts make driver and passengers immensely vulnerable to electric hazard. Any voltage exceeding 48V is commonly considered t o be deadly dangerous to water-related applications and is definitely not acceptable for amphibious ATV. 48V battery powered utility vehicles are well known but their powertrain hardly can be called lightweight due to massive batteries and power circuity adopted for high currents (which are inevitable coming with low voltages).

Another critical problem is the energy supply. Although the best batteries are still about 50 times worse than ordinary gasoline in energy-to-weight ratio and recharging process still takes considerably long time, battery powered vehicles found their place on the market and are competing with traditional ones. Unfortunately that's not the issue for off-road machines, as they typically operate quite far from power grid infrastructure. Recharging battery powered vehicle stuck in swamp or on a snow slope is incomparably more difficult than refilling fuel tank with petrol.

Not everything is good with available electric motors too. Obviously a reduction gear is needed to connect "fast" electric motors with "slow" drivetrain. Extreme torque requirement for vehicle start demands a certain reduction ratio at low rpms but that ratio is not effective for high speed movement. Both construction constraints and low voltage requirement limits revolution speed of modern BLDC/PMSM motors at a relatively low level. So to put a typical electric motor available today a CVT or gearbox is still necessary, bringing abroad extra weight and complications. Not surprisingly, there are no appropriate (compact, efficient and intelligent) CVTs available on the market to install onto the hypothetic all-terrain EV.

Is that an end of the story? Not yet. Low voltage hybrid system could answer all of the challenges mentioned above. A combination of pure electric drivetrain with petrol or diesel generator known as "series hybrid" once made safe and efficient enough can be an ideal solution for amphibious all-terrain vehicles. Long operating range, independence from power grid and high torque performance of electric motors are definitely good factors for ATVs, but so far no-one was making them for the market. The reason for that is quite simple: there were no low voltage powertrain components suitable for off-road applications. Despite huge variety of motors, controllers, alternators, rectifiers and ultracapacitors being available its not easy if not impossible to find a working low voltage equipment combination suitable for harsh environment, wet conditions and extended temperature range. Thats where the Vanquisher story starts. Keen to build an electric transporter for all-weather and all-terra in applications we were faced with the necessity to build almost everything by own hands.

Practically speaking, good ATV is all about the off-road performance. Typical ATV's off-road performance is limited by the geometry of propulsion system and main body. In theory, the bigger wheels are, the better it goes, but in practice both pneumatic wheels and tracks sizes are very much limited by a body design, so they must stay relatively small. Another problem for almost all amphibious vehicles is to provide numerous water-tight and dust-protected sealing for the axes which are typically located below the waterline. As a result the transmission elements usually suffer from bilge water. ATV steering is a complicated task as well. Car-alike turning by wheel steering is often difficult on the rough terrain and strength requirements for the turning suspension and steering mechanism are very high and therefore those parts are either too expensive or not reliable. The alternative, the tank-style turning by side track braking, which is commonly used in most ATV appears to be reliab le but limits maneuverability of the vehicle as most of the known mechanical transmissions cannot provide reverse movement for one track. The four track system with individual hydraulic motors, provides better performance but appears to be very expensive. Finally, the hovercrafts, though very effective on any terrain or over water, are not a competitive solution as their energy efficiency and reliability are far below the market expectations.

The original idea behind the Vanquisher was to create an inexpensive and reliable utility amphibious transporter which could be transported in a standard trailer towed by a street-legal car. Apart from fulfillment of a usual requirements for off-road missions (the agility, high land and water speed, significant clearance combined with low center of gravity and low terrain pressure) we focused on implementation of ability to carry up to 4 passengers (not including the driver) or up to 2 long objects (like people laying on stretchers) and a set of remotely controlled and autonomous unmanned operation capabilities.

We have chosen to combine track and wheel advantages by making a 4WD vehicle with "virtual wheels". Virtual "large diameter and low pressure tires" were modeled by a track modules with individual electric motors for the propulsion. That helped us to provide full symmetry of the vehicle, big clearance, low mass centre, high waterline, low terrain pressure and saved a lot of space in the cabin for seated or lying passengers. Serial hybrid scheme with a petrol generator and an ultracapacitor as a temporary energy storage is implemented as a powertrain.

Some more explanation is needed for the concepts above. First of all the best off- road performance is provided by a very large wheels which are not practical in implementation. However, only no more than a third part of the wheel circumference is in fact "working" for the vehicle movement. Thus, the "unnecessary" parts of the wheel could be eliminated. A large low pressure wheel could be simulated by a specially shaped track. The resulting propulsion system made of four track segments may combine the advantages of both track and wheel. A major consequence of the propulsion concept as of above and with an electric transmission instead of a mechanical is a unique chance to build a symmetrical machine body suitable for floating. The heaviest part of the construction, the power source, could be easily positioned in the optimal place with prime concern of weight distribution as there are no longer any chains or shafts connected to it. Also, large virtual wheel diameter moved their axl es far above the waterline though which removes problem with watertight sealing and bilge water as the body has no openings below the waterline. The body of such a vehicle itself resembles a trimaran boat which is considered to be one of the most stable floating vessel types. Low profile with low gravity center combined with considerable ground clearance gives it an extra maneuverability and safety in agile movement applications.

The vehicle composition resembles several successful designs of the past, mainly Soviet battlefield amphibious transporter known as "LuAZ-967" built in large series in 60- ies and 70-ies has just 4 small car wheels but a symmetrical boat-like body with a central driver position. That compact machine was a further development of ideas seen in German Volkswagen "Typ 166 Schwimmwagen" and American Ford "GPA Seep" of the 40-ies. Despite quite different looks there are very many similarities between LuAZ and Vanquisher. The almost symmetrical weight distribution of LuAZ was designed with key concerns of its amphibious features. Apart from standard cargo and personnel transfer missions the car with central driver position could be also used to transfer up to two wounded persons on stretchers installed along the vehicle body on the left and right of the driver. Although practically useless in deep snow or swamp the quick and low-profile machine was very popular in the army as a cost effe ctive supply and rescue amphibious transporter. Even almost 50 years after cease of production there are still LuAZ fan clubs running. Further development of the light amphibious transporter idea by replacing a mechanical transmission with electric one and replacing small wheels with much larger virtual ones has brought us to the current Vanquisher composition. Unique symmetrical composition, with a very low centre of masses, located at geometry centre of the vehicle, ensures Vanquisher's high stability while driving on terrain and afloat. The principal composition and key drivetrain solutions are protected by patents.

Much work has been done to build a completely new low voltage power management and control system. As a result of several years of research and development, we are proud to be the first to make a complete power management and control system for low voltage off-road electric vehicles. Our unique system is an integrated solution including reconfigurable central computer, motor controllers, remote control system and, finally, a electronically-controlled continuous variable transmission (eCVT) to balance speed and torque of available electric motors and drivetrain requirements.

How much power transporter need? Surprisingly not too much. Easy calculation shows that a 2 ton tracked vehicle could be moved on a unpaved road at a speed of 20 km/h with just 10 kW (2.5 kW in 4 motors each) of power transformed into mechanical energy. Exceptionally high efficiency of electric powertrain reduces requirements for the generator, so instead of heavy and hot high-power engine a relatively small air-cooled motor with compact alternator could be used. To get available power practically doubled for temporary boost at start and to overcome complicated obstacles an ultracapacitor is a quick and inexpensive solution. Power management equipment continuously dealing with high currents (typically hundreds of Amps) at low voltages (48 Volts) is not something available off-the-shelf these days so we were forced to build it ourselves.

Considering certain reserve needed we decided to build power controllers capable to handle up to 7kW per each motor. The development resulted in dual channel controllers integrated with relays and fuses, generator control and CVT control circuitry to minimize number of modules and cables. We have also developed a specialized onboard computer embedded into driver's panel, which is capable of supporting steer-by wire interface, motion control and advanced remote control features, including First Person View video remote and Follow Me autopilot. Finally the whole power management and control system built with most recent electronic components and state-of-the-art design concepts fits into just 3 modules connected only by power lines and digital network interface.

Essential effort was applied to ensure vehicle safety in any environment. As it is expected to be operated in wetlands and on water, as a boat, the onboard voltage is limited to 48V DC, which is considered safe for humans in case of unlikely but possible event of direct contact of electric drivetrain with water. To achieve that a unique low- voltage integrated power management system was developed as no such products are yet available on the market. All electric/electronic modules are IP67 protected and comply with safety requirements as per ISO 10133:2012. Safety features on terrain are including but not limited to tree-channel braking system, safety belts for all passengers, roll bars, protective frame all around the vehicle integrated with strong front and rear bumpers. There are no openings/holes in the vessel body below the waterline and boards are high enough to give the Vanquisher good floatation capabilities (we still have a bilge pump as a standard accessory for some case ). Safety equipment in the Vanquisher complies with up- to-date EU requirements.

It appears to be possible with a modest 24 hp motor seen on lawn mowers, applied to 4-track drivetrain, to achieve huge pulling force of 20 kN at low speeds and agile movement on any terrain type and on water. The resulting machine key technical specification parameters are:

Dimensions: 3282x2051 mm

Weight: 1500 kg

Payload: up to 500kg

Ground clearance: 418 mm

Terrain pressure: 85 g/cm2

Top speed: 26 km/h

Base price Euros 42,000

The Vanquisher, a first of its kind multi-purpose amphibious all-terrain transporter, is proving that electric vehicles can operate off-road too. Unique features of hybrid-electric drivetrain, providing excellent off-road performance at very low cost with little maintenance required, if compared to conventional ATV solutions, make it a principal breakthrough, able to change the small-size transporters market completely by opening a large number of new possible applications. Perhaps, in the near future the EVs will find their way on rough terrain as they recently did on the road.

By Alexander Popovich, Development Director at Advanced System Design, Portsmouth, United Kingdom

Source: Amphibious rescue transporter - electric?

Electric Cars Could Cause Oil Market Disruption on Par With OPEC

The growth of battery-powered cars could be as disruptive to the oil market as the OPEC market-share war that triggered the price crash of 2014, potentially wiping hundreds of billions of dollars off the value from fossil fuel producers in the next decade.

About 2 million barrels a day of oil demand could be displaced by electric vehicles by 2025, equivalent in size to the oversupply that triggered the biggest oil industry downturn in a generation over the past three years, according to research from Imperial College London and the Carbon Tracker Initiative, a think tank, published Thursday. A similar 10 percent loss of market share caused the collapse of the U.S. coal mining industry and wiped more than a 100 billion euros ($108 billion) off the value of European utilities from 2008 to 2013, the report said.

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Major oil companies are waking up to the potential disruption plug-in vehicles could have on their industry. BP Plc says electric vehicles, or EVs, could erase as much as 5 million barrels a day in the next 20 years, while analysts at Wood Mackenzie say they could erode as much as 10 percent of global gasoline demand over that time. Global oil demand could peak in as little as five years, according to Royal Dutch Shell Plc Chief Financial Officer Simon Henry.

By 2040 16 million barrels a day of oil demand could be displaced, rising to 25 million by 2050, a "stark contrast to the continuous growth in oil demand expected by industry," according to the report. The impact on the oil industry could exceed price slump of 2014 to 2016 that "wiped hundreds of billions off capex," Stefano Ambrogi, a spokesman for the Carbon Tracker Institute, said by e-mail.

The cost of EVs is already falling faster than previous forecasts and they could reach parity with conventional internal combustion vehicles by 2020, eventually saturating the passenger vehicle market by 2050, the report said.

EVs may take 19 to 21 percent of the road transport market by 2035, according to the researchers. That's three times BP's projection of 6 percent market share in 2035. By 2050, EVs would comprise 69 percent of the road-transport market, with oil-powered cars accounting for about 13 percent.

Source: Electric Cars Could Cause Oil Market Disruption on Par With OPEC