Webasto has introduced its commercial vehicle (CV) Standard Battery System. Contact online >>
Webasto has introduced its commercial vehicle (CV) Standard Battery System.
DAF is at the forefront of the development and sale of fully electric trucks. Field operational tests of the first models of the CF Electric already began in 2018 with Dutch and German customers, after which the second generation – equipped with new software and a new dashboard – went on sale last year.
The DAF CF Electric is ideal for zero emissions and quiet use in urban areas, including general distribution requirements, supplying supermarkets and waste collection. DAF currently offers the CF Electric as a 4x2 tractor (GCW: 37 tons) and as a 6x2 rigid with steered trailing axle for maximum manoeuvrability (GVW: 28 tons).
The newest generation of CF Electric vehicles builds upon the proven reliability and user-friendliness of previous generations. A new addition to the current generation is the lithium-ion battery pack with a capacity of 350 kWh (315 kWh effective capacity). In addition to being more powerful, the battery pack is also much lighter – no less than 700 kg. This reduction translates directly into higher payload capacity.The battery is conditioned, meaning that the temperature always remains between 25 and 45 degrees Celsius, regardless of the weather, which supports durability and the consistent level of performance of the battery pack.
Thanks to the increased capacity of the battery pack – which retains approximately the same dimensions – the CF Electric now has a range of over 200 kilometres, a twofold increase compared with previous generations. Fully charging the battery is usually carried out at the truck’s home base and takes about 75 minutes using a charging station with a capacity of 250 kilowatt recharging the battery while (un)loading or during the driver’s break, it is possible to drive up to 500 fully electric kilometres a day in the DAF CF Electric. This is very advantageous in terms of the truck’s productivity and efficiency.
The use of electric vehicles requires a specific approach from the customer. That is why DAF offers its customers support through advanced route simulation models to help devise the most efficient planning for their vehicle, including useful advice on smart and efficient recharging of the battery. DAF also offers advice – together with selected suppliers, such as VDL – regarding the optimal charging infrastructure.
“With its increased range, the new CF Electric strengthens our position at the forefront of electric road transport,” says Ron Borsboom, Executive Director DAF Product Development. “This truck has been developed in response to the rising demand for better air quality in our cities and lower CO2 emissions. 500 fully electric kilometres per day is something transporter operators can really work with.”
Chassis:4x2Wheelbase:380 centimetresWeighttractor:9,000 kg Electricmotor:210 kWTorque:2000 NmBatterycapacity:350 kWh (315 effective capacity)Rangefully charged vehicle: up to220 kmQuick chargebatteries:75 minutes(at250kW)
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Rutger KerstiensCorporate Communications Department
Fleet Equipment caught up with Josh Lupu, Webasto’s director of marketing, at the Work Truck Show for an explanation on how the CV Standard Battery system will work to meet the requirements of commercial vehicle manufacturers.
Fleet Equipment: How did Webasto’s partnership with Ford begin?
JL: We wanted to keep it less than 700 mm in width, to be able to fit between the frame rails. And then, from the energy content standpoint, we found a lot of light vehicles needing 30 to 50 kWh. So, we had the building block of 35 to start with. We thought if we made a building block of 35, it’s good for light commercial. Then, go to medium-duty by just adding two, three, four or five packs. And then, heavy-duty can go up to 10 packs.
JL: It’s the number of inputs into our vehicle interface box. It has five inputs. You can run five packs in parallel configuration, or 10 packs in a series, to achieve 800 volts. It’ll hold 400- and 800-volt systems. If we have a manufacturer that needs more than 10 packs or more than 350 kWh, we just add a second to VIB. Then they can continue the scale.
FE: In developing this product, how important was it for fleets to have the plug-and-play capability?
JL: That was one of the main driving important things, the other being the dimensional form factor. We said, “Okay, how can we help influence EV adoption rates? How can we contribute to that?” It is very, very costly, to electrify a platform. The level of R&D and financial investment can make it cost prohibitive. And then, of course, that has to be passed to the end user.
Our way of contributing to that was to offer a solution that helps the manufacturer to make a common battery system where they don’t need a new system for every single platform or every single vehicle. Being plug and play makes it easier and more cost-effective. That was one of the biggest driving factors in our design process.
FE: What do you think is the biggest advantage to the customer?
JL: I would say it gives them a battery system that is perfectly matched for the vehicle they’re driving. They don’t have to compromise. They don’t have to live with an inadequate or undersized system, and they don’t have an overkill system where they have more battery than they need. So, because it’s scalable and modular, it allows the manufacturer to pick the exact energy capacity that they need, which then helps the end user for his application. And, of course, because it is DC fast charge ready and Level 2 AC charge ready, and some fleets prefer one or the other, it allows for the fast charge if you need it or a slower Level 2 AC charge.
FE: In developing this, did you have any specific fleet or application in mind that you thought might particularly benefit from this kind of system?
JL: Yeah. It was really light commercial, medium-duty and some heavy-duty on-road applications. So, last-mile delivery, medium-duty vocational and regional haul.
We looked at the footprint of chassis cabs, Euro-style vans, work vans and shuttle/transit bus. The contributing factor was the distance of the frame rails. So, we designed it so that the energy capacity and dimensional form factor provides a solid building block, if you fit it between the frame rails. We were really envisioning really Class 2 through 8.
FE: How important is the ability to provide both 400V and 800V systems?
JL: Having 400V and 800V is important. There are some manufacturers that do both currently, some only do 400V. There are some that have 400V products on the market today, or at least in development, but their future product roadmap shows 800V. This allows them to use the same system, the same package. They can run the system in parallel and it’s 400V. If they run it in series, it’s 800V. It allows them to reduce their time to market and their costs too. Going back to the end user … it allows that manufacturer to give them a 400V solution or an 800V solution and, basically, keep up with the evolving technology.
It’s not just the chemical slurry of de-icers that fleet managers have to worry about.
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