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Less than a month away from the Tesla Semi reveal event, competitors are emerging to challenge the Elon Musk-led company on its first foray into the commercial trucking sector. After witnessing Tesla’s wildly successful entrance into the passenger vehicle space, existing players in the trucking industry have already realized the potential disruption Tesla could bring in their own backyard.
Just yesterday, Cummins, a massive $27 billion truck manufacturer, announced they have built an electric truck that they plan to mass produce in the next two years. The electric truck carries a 140 kWh battery pack and fast-charging technology. The 140 kWh pack will allow the vehicle to travel up to 100 miles on a single charge and capable of recharging to full capacity in approximately one hour. Cummins also plans to include a range extender to raise the overall range to 300 miles. Similar to Tesla who recently announced that their all-electric truck will have between 200 to 300 miles of range, Cummins is mainly targeting short-haul trucking needs.
Tesla CEO Elon Musk first shared his plans in July 2016 when he announced the company’s plans to shake the trucking industry to its roots. And it was revealed earlier this month that Tesla has begun testing “platooning” technology to increase battery range. Platooning would allow the trucks to drive autonomously and close together to reduce aerodynamic drag.
(Graphics: NextBigThing)
But in order for platooning to work effectively, the trucks must be able to safely navigate the dense interstates in close proximity, with little to no risk towards other vehicles. Like most things, that is easier said than done. To understand the feasibility of platooning and electric heavy duty trucks, we spoke to one of the leaders in the industry, Wrightspeed.
Ian Wright, Founder and CEO of Wrightspeed Inc. (Photo: Summer Wilson/Trucks.com)
If Wrightspeed sounds familiar, its probably because you’ve heard of its founder, Ian Wright. Ian was one of the co-founders of Tesla in 2003 and left the company in 2005 to pursue the commercial vehicle industry. Since then, Wrightspeed has designed and manufactured several different hybrid electric powertrains for buses, garbage trucks, and delivery vehicles.
Forget Platooning, Road-Trains are Coming
Here’s what Ian Wright had to say about Platooning and how he plans to tackle this issue.
“Why don’t you pull two of three trailers with one tractor, that would be a lot more efficient than platooning.” – Ian Wright, CEO and Founder of Wrightspeed.
While Wrightspeed isn’t ready to start producing a powertrain for a hybrid electric truck, they are looking at the market seriously. The company believes that in order to maximize savings for trucking operators, their still needs to be a range extender in trucks, at least until batteries are more dense. You can listen to the full interview with Ian Wright in Episode 2 on September 13th on the NextMobility podcast.
The first episode premieres next Wednesday.
To stay on top of the latest developments in AI and autonomous technology, with special guests from industry experts, be sure to subscribe to the NextMobility podcast available on iTunes.
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An advantage of a platoon is that it can be formed and separated on the fly. Coupled trailers require stopping to decouple. Also, regulations vary state by state, so if for example you are pulling three trailers in Utah, when you get to the Wyoming border, you have to drop a trailer. Ian fails to mention that.
That said, there is no reason that individual trucks in a platoon couldn't be pulling multiple trailers. In Utah, a two truck platoon could be pulling, in aggregate, six trailers.
Regarding Ian's hill comments (for significant inclines and descents), that's irrelevant from the perspective of saving fuel. On the uphill, truck speeds under load are below the level where any close following technology adds relevant aerodynamic benefit. On the downhill, the vehicles are coasting, gravity is providing the energy for free.
That said, for electric vehicles in regen on the downhill, there is a slight advantage to the following vehicle in a platoon - it can regen more. In fact it must be able to regen more, otherwise it will overheat its brakes and thus needs to not be in platoon. Both vehicles need to be able to use regen sufficiently to avoid the foundation brakes, otherwise we'll see lots of electric trucks in the runaway lane on mountain passes.
Regarding GrandPoobah's comment, platooning systems can detect when cars attempt to penetrate the platoon, and give way. No need for cars to "talk" to the trucks. The platooning sensors detect the intent of the car as it moves into the gap.
(Full disclosure: I have been heavily involved in the development of commercial platooning systems for trucks.)
Regarding GrandPoobah's comment, platooning systems can detect when cars attempt to penetrate the platoon, and give way. No need for cars to "talk" to the trucks. The platooning sensors detect the intent of the car as it moves into the gap.
Imagine yourself in the left lane of a highway and next to you in the right lane is a long line of platooning trucks (1/4 mile long), separated by only a few feet from each other. You realize you need to get off at the upcoming exit but find yourself trapped. What I think you are suggesting is that the trucks will "detect" you've put your turn signal on and open a space for you. However, currently when I put a turn signal on, there is already a space to move into. I don't rely on people to open a space for me. This is a fundamental change to the way I would need to drive. I think people will need to adapt to the new paradigm and this may only be one example.
their still needs to be a range extender
there still needs...
Imagine yourself in the left lane of a highway and next to you in the right lane is a long line of platooning trucks (1/4 mile long), separated by only a few feet from each other. You realize you need to get off at the upcoming exit but find yourself trapped. What I think you are suggesting is that the trucks will "detect" you've put your turn signal on and open a space for you. However, currently when I put a turn signal on, there is already a space to move into. I don't rely on people to open a space for me. This is a fundamental change to the way I would need to drive. I think people will need to adapt to the new paradigm and this may only be one example.
In practice, the line won't be long (more like 2, 3 or 4 trucks max). The separation is more than "a few feet", in fact in practice it won't look a lot different than how trucks follow each other today - it will just be safer and more efficient. Detection is by motion/proximity, not by detecting turn signals (which is not reliable).
Commercial platooning systems are designed to blend well with normal traffic, not be a barrier to normal flow.
I can't speak to Tesla's implementation, but only the implementation I was responsible for. When will you see Tesla's? "3 months maybe, 6 months for sure." :-)
Will there be a factory purchase or gigafactory/semi plant announcement
Will there be a partnership with a trucking company or postal service provider (UPS, USPS, FedEx, etc.)
Supercharging- Will they announce some type of semi-supercharging network with truck stops?
The range and technology to allow certain types of driving will be big, but I'm curious to see what comes with it, as something needs to come with it. If Tesla does the semi right, it could be the one item that accelerates the company to profitability.
- 140 kWh battery pack
- 100 miles on a single charge
- fast-charging technology capable of recharging to full capacity in approximately one hour.
- Range extender = hybrid.
I'm betting Elon will have something much better in his September reveal.
Trucks riding on the same highway, not necessarily going to the same destination, could partner up in long lines to collectively reduce drag and maximize range. As a truck leaves the convoy for its destination, the others simply close ranks. One downside would be that cars would not be able to penetrate the train of trucks and could have difficulty either getting on or getting off the freeway. Therefore, limits would need to be placed on the length of the train of trucks (or the cars would need to "talk" to the trucks, too).
