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Energy

Audi will be conducting an exhibition of the project it is working on in 2024

Audi is preparing a task force to champion the transition to and developing electric vehicle technology and battery manufacturing. On the other hand, Volkswagen is observing the Artemis project to understand the technology of manufacturing space vehicles. Audi is working towards the launch of an electric sedan in preparation for the exhibition of the EV technology. 

The starting vehicle to be launched in 2024 will imitate the design of Audi A9 e-Tron. The Artemis Project will showcase the various electric vehicle designs that the EV industry can copy or improve and develop a better version. 

The 2024 Artemis project will introduce innovative designs and high-speed models while separating itself from the Volkswagen Group’s development programs. Volkswagen intends to develop and launch over 75 new EV models by 2029.

The new Audi chief executive Markus Duesmann says that the Artemis project is the firm’s idea to deviate from bureaucratic and develop high-tech designs from which they can learn. He explains that this program will not put the implementation of the existing projects in harm’s ways. 

Autocar reveals that the Artemis model is an advancement copying the 2017 Audi Aicon design car. This model features the new battery technology and the latest drivetrain. The vehicle intends to showcase Car-to-X communications and 5G GPS connectivity. 

Audi Aicon design has neither a steering wheel nor a foot pedal and is capable of covering 400 miles in a single power charge. Autocar reports that the Artemis project will also copy AI: Trail 4×4 design and the AI: Race electric sports car and come up with an extradite vehicle. 

The director of the Artemis project Alex Hitzinger is the right person for the job noting his previous laudable leadership in the Volkswagen Group’s autonomous driving group. Other Hitzinger works include heading the modification of the Porsche’s Le Mans 919 LMP1 car, Red Bull Racing in Formula 1, and the electric car project called Project Titan. 

Autocar speculates that A9 e-Tron will challenge Jaguar XJ EV and Mercedes-Benz EQS. The car will have an A7 outer body and an A8 cabin design. This model combines the aspects of AV and EV technology. 

Finally, one of the essential partners in the Artemis Program is VW’s new Car. Software organization to fix the critical software in the model as well as the operating system. Volkswagen intends to create a new operating system and software utilities. This move comes after the firm experiencing problems with its software platform. They will be collaborating with Audi to develop a secure software platform. 

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Energy

The final roadblock to America’s Electric Vehicle Future is the Charging Infrastructure

This goes without saying, electric vehicles are dependant on the electric charging infrastructure. As long as the charging infrastructure is not enough for the demand, big car manufactures will keep away.

Since the inception of electric cars, the main challenge has been charging stations for the vehicle and battery range. Different automakers have different charging infrastructures of the vehicles. For a car like the Jaguar I-Pace, the Tesla charger is not compatible with the vehicle. Also, another problem cropping up is the power output by the charger. Charging stations have different outputs with the classification of Level 2 and Level 3, with the Level 2 charger being slower than the Level 3 charger.

All these factors bring about electric car range anxiety, which revolves, remaining battery life range minus miles to the destination, thus either hope or despair for the driver. The vehicle range as a dynamic figure, depending on terrain and speed, makes the driver even more anxious. All this makes spotting a driver using an electric car easy as they are sweaty from avoiding the use of air conditioners to save power, instinctive forward when driving up a hill, and finally driving slowly to save power. As an electric car owner failing to notice the difference between the level 2 and level 3 charger could cost you time. These factors are causing a big problem for the future of the electric cars in the US.

The auto industry had plans to invest $141billion in the next few years to be able to retool the supply chains from internal combustion engines to battery-driven cars, but the coronavirus pandemic struck. To support this financial reasoning in the US, almost one-third of car owners aimed to purchase an electric car during their next purchase. Well, the automakers have new electric car models lined up, with most of them achieving a 200mile range. Reaching a range of 200mile for the electric car is a massive milestone as with this, there is a possibility to banish range anxiety from showrooms. However, range anxiety on the roads is quite alive as vast chunks of the US lack charging stations. This reality makes car consultants like McKinsey say that lack of enough charging stations may cause a tremendous barrier in electric vehicle adoption in the US.

Most Americans drive an average of 37 miles a day a distance that most electric cars can cover. In a year, only 15% of miles covered by a vehicle in the US are 100 miles or longer. Thus due to the mentality of going anywhere you like after purchasing a car, the electric vehicle has a significant risk of being stranded no matter how rare.

The charging speed is another problem to overcome with 64000 charging plugs available in the US, and only one in five can fully charge a car in one hour or less. Most of the charging plugs available are suited for shoppers or commuters and not long-distance travelers. If one decided to search for Level 3 chargers, the availability becomes much worse.

Charging startups have promised to build thousands of new chargers, but their timelines are uncertain. Notably, even with such ambition, many parts of the country may be skipped. The lack of chargers will cause rural drivers not to purchase electric vehicles, and thus if the demand is low, carmakers won’t increase production. In a couple of weeks, the world have achieved one million electric charging outlets, with the US having an 8% share. Due to the coronavirus pandemic, the setup of charging cords will be affected because of the economic uncertainty. An 18% fall is expected globally to about 1.7 million units in 2020.

Setting up the charging infrastructure is an expensive endeavor.  The level 2 charger hardware costs $2500 to install, while a level 3 charger costs $320,000 based on a study by the Rocky Mountain Institute. Level 3 chargers can charge four times faster than a standard outlet. It has liquid cooler wires and a high-capacity conduit. Strong feeders, new meters as well as transformers require to be installed in the surrounding grid at the cost of $173,000 apiece. Also, digging trenches for cables and building a protective structure will add the price considerably. Well, building a fast-charging station far from a city or interstate corridor is setting your money on fire.

For the consumers charging rates depend on the rates set by the predominate state utility regulator. In the US, commercial electricity rate average 10cents per kilowatt-hour. Thus it could cost $6.60 to fill up a Chevrolet Bolt with a rough estimate of 2.5cents per mile. Though, charging stations charge per minute.

EVgo, a charging company based in LA, operates 815 fast-charging stations in the US, with 115 million Americans live just 15 minutes from an EVgo plug. In this situation, customers have a few plugs available to them for charging. The companies business model is to position chargers in areas with high traffic. Since it has skipped most of the country, the EVgo charger use is high. As long as the demand is up, they will build more charging stations meaning that other areas with less traffic will be left out.

Charging Point, another charging company, has around 715 fast-plug stations and thousands of slower charging stations. The charging company has focused on areas with high numbers of electric vehicles. This current business model for charging infrastructure is not perfect, but it works since it is close to the market.

Electric car owners in major cities should carefully plan if they want to travel long distances. The reason for this is the location of charging stations, for example, traveling from Raleigh-Durham North Carolina to the Outer banks is risky as just two fast-charging stations are available for the entire strip of barrier islands. Sadly, carmakers are waiting for companies such as EVgo, ChargePoint, and other startups to fill the gaps. Companies like General Motors are focused on zero-emission for the future, but they are neither putting up or buying charging stations. It has teamed up with the Bechtel group to pitch investors on investing in thousands of chargers.

Meanwhile, Ford has put together a network of sorts called the FordPass. Its aimed at helping electric vehicle owners locate electric chargers. For the big carmakers to get into the charging game, it took a scandal. In a settlement deal on the Dieselgate scandal, Volkswagon is to spend $2billion in the installation of new chargers across the US through Electrify America. By 2022 the network will expand to 800 with a current count of 428 online sites. VW is also funding an additional $2.7 to individual states, with up to 15% of the funds used to build charging infrastructure. 

With the development of charging infrastructure, it is sad to note that the small fleet of new electric vehicles is struggling to sell. The Jaguar I-Pace debuted in October 2018, and by last year, only 3,000 units were sold in the US. Tesla, for instance, has been selling more of the Model 3 cars. Audi E-Tron, on the other hand, has had a slight success in the market from spring 2019 though it is yet to sell more than 2,000units in a quarter.

For older electric vehicles such as BMW i3, Chevrolet Bolt, and Nissan Leaf, a decline of -21%, -9%, and -6% was experienced in 2019, respectively. Production of electric cars is costly due to the high cost of batteries; thus, profits on gas-burning vehicles are higher, which makes electric vehicles at best a nook business.

In the US with Tesla, rivals have fewer fast-charging capabilities; thus, they are struggling to keep up with them. For ChargePoint, the initial production capacity for most of the vehicles is not aggressive enough; therefore, it is frustrating for the company to build more fast-charging stations with little demand. A popular unfathomed statement among car company executives ‘ If people want electric cars we would make more.’ 

Tesla has proved this statement wrong with the success of Model S, Model X, and the famous Model 3. By noticing that the private sector is not ready to finance charging stations, Tesla decided to build its own chargers. With this, Tesla decided to make their charging club exclusive with the company chargers as proprietary technology. However, Tesla can make use of any other companies charger brand as it has adapters available. Notably, in the US, Tesla has more fast-charging stations that the other outlets combined. Since Tesla’s CEO, Elon Musk, is more invested in selling cars, Telsa charging stations are scattered all over the country. 

The founder of Wood’s High Mountain Distillery bubble up whiskey and gin in Salida, P.T.Wood, was asked to provide an electric vehicle charging station for topping off his vehicle when on long trips, he installed one. Wood also doubles up as the mayor of Salida. He noticed that many electric cars were passing through, so he applied for a grant to install six level 2 charger at $30000 per piece. It is encouraging to note that small clusters of charging stations are popping up all over the US. 

It is our hope after ten years, convenience stores and infrastructure investment funds invest in charging stations. In the meantime, utility companies in the US have applied for permission to build additional 245,000 charging stations. It will cost $3.3billion, which can be raised by increasing electricity piped to businesses and homes.

Well, things go slow before they go fast, and electric vehicle adoption is no different.

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Energy

The reasons why renewable energy is the future in Australia

The most recent figures published recently in Australia for the greenhouse effect show a significant drop in domestic pollution last year. It was not an economic activity – the most critical factor in shifting was wind and solar resources. In contrast to 2018, pollution dropped by 0.9% in 2019. The accelerated use of wind and solar power reduces greenhouse gas emissions from specific industries in the power sector. 

The regional electricity sector currently comprises resources including photovoltaic, hydro and wind, 26% of the blend. In 2023, black coal is almost sure to be the most significant power source for renewable energy sources. In a perfect future, pollution will encounter a decrease in the same manner in all aspects of the market, like shipping, forestry, processing, and many others. However, these estimates demonstrate the immense clean energy capacity. 

Over 2018–2021, nearly 15 gigawatts of wind turbines and solar panels are slated to commence operating. Likewise, this is over 2 gigawatts of the solar panel to connect every year. The installation average yearly solar and wind energy accounts for 6 gigawatts. Studies from the Australian National University undergoing examination reveals that by 2050, coal and oil, including power, shipping, heating, and manufacturing, will be replaced at just twice or around twelve gigawatts.

The extraction and utilization of fossil fuel account for 85% of overall national pollution, which will reduce this by doubling clean energy implementation. The challenge is much more realistic if one recognizes the gradual fall in green rates between 2017 and 2020 that led to triple solar and wind installation.

Solar is the world’s top latest technological breakthrough with wind power in the second place per year. Solar and wind power are still an enormous global economy, with 27,000 employees in Australia, increasing in approximately three years. As COVID-19 has caused the international emission to decrease significantly this year, it will recover. However, Australia targets its Paris goal if wind and solar projects remain at their current rates.

The Australian Reserve Bank notes that green energy expenditure could well be modest in the short term, but “the move to sustainable energies is projected to proceed in the foreseeable future.”  On the other hand, hurdles exist. Also, it’s easy to transport electric cars and urban insulation. Elimination of fossil energy from sectors like manufacturing and fertilizers is much more challenging.

Nevertheless, Australia’s most reliable alternative is, by definition, to reach total nil-carbon pollution by the mid-century. 

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Energy

Electric Vehicle shakes up Reaches Indian Market

The EV market has finally reached India. India’s auto market is already crowded as it is. However, a significant concern is the level of emissions that the country faces. According to figures in emissions, India’s total emissions grow at rates faster than its population.

Measuring the country’s emissions over an extended period revealed that India produced an equivalent of 20.54 billion tons of CO2 making up half of the total global emissions recorded being 36.5 billion tons 

To combat massive emission levels, the Indian government has come up with plans to recover the automotive industry. Experts believe that EVs are the answer to the nation’s predicament. 

Among the numerous options for EVs in India are three-wheelers and two-wheelers. India has the potential to use this frontier and develop electric three-wheel vehicles. As the market stands, there is a lack of mini electric vehicles for crowded areas. India, as a country, is one of the most densely populated countries is 406 people per km square. 

The country has an existing automotive industry. Yet the industry is not world-class in operations. India’s auto industry is known for its low level of quality in vehicle manufacturing. However, the industry needs to upgrade its levels to register better models capable of withstanding more demanding situations 

Three-wheeler makers will need to be able to come up with highly reliable vehicles which will change how the market does look at three-wheelers. The market image of the shabby looking, lowly designed as well as low-end ragtag three-wheeler will need to change, with the growing one million-plus the annual vehicle production segment. The modern OEMs will need to work with design houses to be able to invest with the beneficial thermal management system as well as an efficient drive train on the performance side. Also, an essential factor when it comes to Electric Vehicles is safety. This move is going to make the difference between ordinary as well as a world-class product. 

What does this have in store for the Indian market? India hooves to regain itself as a significant player in electric transportation. The company works to place itself as a hub for transportation. However, in other to achieve this, the country has to improve it’s products considerably. 

Products need to be reliable and durable. Because the products are a crucial part of daily consumption, the industry has to streamline it to ensure that the best product reaches the market 

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Energy

France set to embrace Electric Vehicles

President Emmanuel Macron declared that funding for the French automotive sector would be significantly expanded. Consequently, the president is responding to the PSA and Renault problem – mainly because the Corona recession is causing a sales decline. The French automotive companies’ aid package amounts to over EUR 8 billion. Over five years or longer, Macron has set the target of adding one million electric cars and trucks and being the ‘top manufacturer of such automobiles within Europe.’ 

Aid initiatives involve incentives for hybrid cars, the transformation of diesel engines into electric vehicles, an expansion in the number of charging stations, and steps to consolidate demand from several regions across France. The government incentive would grow from €6,000 in the French sector to €7,000, which is applicable to the selling cost of $45,000 for commercial sellers exclusively and for the duration of 1 June to 31 December 2020.   The premium increased from EUR 3,000 to 5,000 for retail operations of electric vehicles – over 50% of the latest car pickups purchased by business buyers in 2019.

Concerning development, Renault will be lending the majority of the assistance package, about € 5 billion. Just several days earlier, the supplier asked for this loan. However,   Bruno Le Maire had stated he would not offer the credit unconditionally. He said that Renault’s position aims to enroll in the German-French Battery Consortium on Saft, Opel, and PSA in the electric mobility field. Renault has rendered the dedication, as per Emmanuel Macron.

The French state needs Renault to send a restructuring proposal earlier in the week, thus preventing billions and plant losses, as per media sources. The state in Paris demonstrated a dedication to preserving about 1.3 million automobile-makers, vendors, and service providers. The cooperation will continue with the state proposal in this regard.  

Although the administration is the owner of the two significant French producers, Macron has checked in to secure guarantees to identify the potential output of French power vehicles. A minimum of 1 million cars will be built in France in 2025 for conventional, diesel and plug-in diesel use. Eventually, an essential indicator for transformation firms and not for automakers: a fee for the transition. After March 2020, the refurbishment of internal combustion engines with electric engines in France has recently become legal, and many firms have been skilled in that area.

On the other hand, the state has set approximately 1 billion euros on the list to improve on the Ev shift. Likewise,  To finance the French automotive sector’s growth, a project funded with EUR 200 million will be set up to provide incentives for digitalization, automation, and technological transition.