2020 Polestar 2 Debuts Today: See The Livestream

The livestream will start at 6:55 EST

Watch the first all-electric Polestar — the Polestar 2 — unveiled on the official livestream below from the brand’s global headquarters in Gothenburg, Sweden. One week from now, the car will be presented at the Geneva Motor Show. Below the video, we included some background info on Polestar and Polestar 2.

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Polestar is the new sub-brand from Volvo exclusively featuring plug-in vehicles. Its first offering is the limited production, high-performance Polestar 1.

The Polestar 2 is the brand’s first mass production offering. Designed to compete directly with the Tesla Model 3, this four-door sedan boasts a range of over 300 miles and about 400 horsepower. The price is said to range from between $40,000 and $65,000, depending on the trim level. It will also be offered through a subscription service.

The Polestar 2 already has its own app, which you can download directly to Android phones and tablets. Though mostly for demonstration purposes, it should be updated and ready to use with the cars once they start rolling from the company’s new Polestar Production Centre in Chengdu, China.

YouTube video link


Source: Electric Vehicle News

PolyPlus and SK Innovation to develop glass-protected lithium metal battery

PolyPlus, a Californian company that’s developing a rechargeable lithium metal battery with a conductive glass separator, has entered a development agreement with Korean energy and chemical company SK Innovation.

The collaboration is focused on PolyPlus’s solid-state lithium anode laminate. The companies’ initial goal is to produce and test prototype cells to demonstrate increased volumetric and gravimetric energy density and cycle life relative to existing Li-ion cells.

SK is providing development funding, and is receiving an option to make an investment in PolyPlus equity at a capped price per share and an option to negotiate a license to PolyPlus technology for EVs.

PolyPlus CEO Steve Visco said, “SK provides complimentary capabilities to facilitate the commercialization of PolyPlus’s unique glass-protected lithium metal battery technology in the automotive field.”

 

Source: PolyPlus


Source: Electric Vehicles Magazine

YASA signs innovation agreement with automotive OEM

Electric motor manufacturer YASA has announced the signing of a long-term joint innovation agreement with an unidentified global automotive OEM. The two companies will collaborate to develop custom electric motor and controller solutions for the OEM’s line of EVs and PHEVs.

“This agreement brings together one of the world’s best-known automotive manufacturers with YASA, the world’s leading supplier of axial-flux electric motors and controllers,” said YASA CEO Chris Harris. “Through this long-term collaboration, we are developing custom electric motor and controller solutions that will power unsurpassed driving experiences and set the bar for high-performance hybrid and pure electric vehicles.”

 

Source: YASA


Source: Electric Vehicles Magazine

Mercedes-Benz Relentlessly Tests EQC In Sweden

The EQC looks great in winter scenery

Mercedes-Benz recently released a set of beautiful photos with the EQC during its final winter test in Arjeplog, Sweden, just a few months before the production launch.

The car was tested on ice and snow in temperatures as low as minus 35°C. The brief description lists tons of things that need to be double checked before Mercedes-Benz will hand over the first units to customers:

  • cold-starting characteristics
  • thermal comfort of the interior
  • the thermal management of the battery
  • pre-entry climatization
  • range in customer operation
  • recharging in cold conditions
  • handling safety
  • traction and recuperation on ice and snow, interaction between the electric powertrain and ESP intervention
  • negative effects of ice and snow

So far, around 200 prototypes and pre-series models covered several million kilometres on four continents.

2020 Mercedes-Benz EQC 400 4MATIC preliminary specs

  • dual motor (asynchronous), all-wheel drive
  • system output of 300 kW (402 hp) and 564 lb-ft (765 Nm)
  • 0-60 mph in 4.9 seconds (0-100 km/h in 5.1 seconds)
  • top speed of 112 mph (180 km/h)
  • 80 kWh battery (384 cells – two modules with 48 cells and four modules with 72 cells, total weight of 650 kg)
  • more than 200 miles (320 km) of all-electric range (prelim est.) or over 280 miles (450 km) under NEDC
  • DC fast charging (CCS Combo) in 40 minutes (110kW, 10%-80%)
  • AC on-board charger – 7.4 kW
  • towing capability – 1,800 kg (3,968 lbs)
Mercedes-Benz EQC

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Press release

EQC on Ice: Electric on ice: winter trials of the EQC

Endurance tests around the globe

Shortly before its market launch, the EQC (combined power consumption: 22.2 kWh/100 km; combined CO2 emissions: 0 g/km, provisional figures)[1] is undergoing final tests in Sweden’s snowy landscapes. During these further winter trials in Arjeplog, Sweden, the engineers pay particular attention to the thermal management of the battery and interior, recharging in cold conditions and handling safety, traction and recuperation on ice and snow.

After digital tests and benchtests, the 200 or so prototypes and pre-series models of the EQC cover several million kilometres on four continents. The test program includes over 500 individual tests in Europe, North America, Asia and Africa. During the course of three winters and three summers, the EQC is subjected to temperatures from minus 35° up to over plus 50° Celsius. These tests are conducted for final verification before customer deliveries of the EQC commence.

Winter trials

Testing is carried out in Arjeplog in Lapland, on the roads and on specially prepared test tracks. In fact testing starts earlier than this: the components are optimized in iteration cycles in Sindelfingen, and the latest variants are installed in the vehicles.

The winter trials follow a strict timetable: each day begins with an early morning discussion during which the day’s activities are defined. In the evening there is a final discussion with feedback from the test team, the results for the day and planning of activities for the subsequent days and weeks.

In contrast to the previous winter trials of the EQC, only the final details are optimized and verified this time. This includes fine-tuning and testing of aspects that present a particular challenge in electric vehicles.

  • Cold-starting characteristics and thermal comfort: These must be coordinated as well as possible, and are therefore thoroughly tested. The available power when cold-starting with a cold battery must be sufficient for vehicle operation. The developers examine the warm-up characteristics of the electric car, as in contrast to conventional combustion engines, no waste heat is available for use. Also tested is the operation of the pre-entry climatization function, which ensures very fast and efficient warming of the vehicle before a journey begins. The operating strategy for thermal comfort is thoroughly tested at low temperatures, to achieve the optimum efficiency and comfort.
  • Pre-entry climatization – in this case warming the vehicle interior, steering wheel, rear window and, depending on choice, the driver’s seat or all the seats before starting off – must work perfectly. Numerous test drives are carried out so as to assess the effects on operating range as well as possible. To make the range as long as possible, it is advisable to charge the vehicle at a charging station so that the energy needed for pre-entry climatization comes from the power grid, and not from the high-voltage battery.
  • Range in customer operation: Naturally this should also be as good as possible in cold conditions. The engineers therefore examine how precise the range calculations are. They also analyze how much range is sacrificed when the interior is heated during a journey. In this connection additional tests are carried out to show how rapidly the interior cools down during short stops, e.g. shopping trips, and how much energy is then needed to compensate the heat loss. It is always more energy-efficient to lower the interior temperature and operate the seat heating as required.
  • Negative effects of ice and snow:
    • Aspects examined by the test team include e.g. the filler neck compartment seals during operation. Different design patterns are assessed and selected.
    • The engineers also examen how e.g. the motor compartment and axles react to penetrating ice or snow. The assemblies should be adequately protected by the aerodynamically optimized underbody panels and the measures taken to exclude snow from the exposed areas of the axles.
    • The operating efficiency of the sensors in icy and snowy conditions is also examined. Tests are carried out to establish whether and how the wheel sensors work when they are iced up. In this connection the development team also examines the functionality of the integrated heating system, and whether Active Distance Assist DISTRONIC intervenes as normal. The aim in all cases is to ensure reliability in unfavorable conditions.
  • Interaction between the electric powertrain and ESP® intervention: Unlike conventionally powered vehicles, the EQC has the advantage that in addition to the familiar ESP, the electric powertrains (eATS) at the front and rear axle can contribute to handling stability. Their interaction is therefore thoroughly tested and optimized for maximum handling stability.

Thermal management & charging in the cold

  • The test center in Sweden is equipped with all types of charging connectors, from domestic sockets to AC wallboxes and DC chargers. Drivers needing to cover long distances in the winter should charge the EQC at a wallbox and use energy from the power grid for pre-entry climatization.
  • Important to know: At very low temperatures the high-voltage battery absorbs less power, as the chemical processes are slower than usual. During the charging process, a battery heating system known as a PTC (Positive Temperature Coefficient Thermistor) ensures that the battery remains in the best possible performance and efficiency range. To this end the coolant of the high-voltage battery is warmed as if by an immersion heater.
  • However, the performance of such PTCs depends on the inlet temperature of the coolant. The advantage is that the component itself prevents overheating, making additional protection systems unnecessary. This is because the ceramic PTC components have a very low electrical resistance at low temperatures, allowing a high flow of current for high heating output.
  • Ideally the vehicle interior should also be prewarmed during the charging process. This means that EQC drivers have no need to scrape iced-up windows or get into an ice-cold car. It also extends operating range, as the energy required from the high-voltage battery can be greatly reduced in this way. Furthermore, the EQC also uses the waste heat from the battery as a source of energy. Pre-entry climatization can be controlled via the multimedia system MBUX – Mercedes-Benz User Experience or the Mercedes me App.
  • The pre-entry climatization system uses target values. When the driver enters his/her departure time, the EQC is climatized to the preset temperature before the journey begins. The driver can do this individually for each journey or stretch, or by setting a weekly profile.

Traction, dynamic handling and recuperation

  • To ensure maximum traction and handling stability even on snow and ice, the operating strategy detects spinning wheels and adapts the all-wheel torque distribution accordingly.
  • Thanks to the interaction between the two independently actuated electric motors and the three-stage ESP, the EQC is considerably more stable and agile than conventional vehicles even in winter.
  • When traction is lost, the drive torque can be adjusted with the help of micro slip control within factions of a second, and redistributed between the axles by ESP – an action similar to that of conventional all-wheel drive with a center differential lock.
  • On downhill gradients the engineers test the recuperation performance of the EQC in Sweden. An icy road provides considerably less surface adhesion than a dry one. It is therefore necessary to configure ESP very precisely. It must intervene in an emergency, but also allow the desired recuperation when driving normally.

Key facts about the EQC:

  • The EQC is the first Mercedes-Benz model under the new product and technology brand EQ. At the same time the EQC is symbolic of a new era in mobility at Daimler.
  • Thanks to the newly developed drive system with a compact electric powertrain (eATS) at each axle, the EQC has the driving characteristics of an all-wheel drive. The front electric motor is configured for best possible efficiency in the low to medium load range, while the rear motor provides dynamism.
  • The 80 kWh (NEDC) lithium-ion battery supplies the energy and can achieve an electric operating range of over 450 km (acc. to NEDC, provisional figure) .
  • Owing to its muscular proportions, the EQC is categorized as a crossover SUV. The stretched roofline and the window pattern with a low waistline and a coupé-like roof taper at the rear visually position it between an SUV and an SUV coupé.
  • The assistance system ECO Assistant gives the driver comprehensive support when driving predictively: by informing him/her when the gas pedal can be released, e.g. because there is a speed limit ahead, and with functions such as gliding and specific recuperation control.

Technical data[2]

CO2 emissions 0 g/km
Power consumption (NEDC) 22.2* kWh/100 km
Range (NEDC) over 450* km
Drive 2 asynchronous motors, all-wheel drive
Rated power output 300 kW (408 hp)
Max. torque 765 Nm
Top speed 180 km/h (limited)
Acceleration 0-100 km/h 5.1 s
Battery Lithium-ion
Energy content of battery (NEDC) 80 kWh
Battery weight 650 kg
Length/width (incl. mirrors)/height 4761/1884 (2096) /1624 mm
Track width (fr./rear) 1625/1615 mm
Wheelbase 2873 mm
Luggage capacity (depending on equipment) approx. 500 l
Curb weight/perm. gross vehicle weight/payload (DIN) 2425*/2930/505 kg
perm. trailer load on 12% gradient 1800 kg

*provisional figures

[1] Figures for power consumption and CO2 emissions are provisional, and were measured by the Technical Service. The figures for operating range are likewise provisional. No EC type approval and certificate of conformity with official figures is available as yet. Differences between the stated figures and the official figures are possible.

[2] Figures for power consumption and CO2 emissions are provisional, and were measured by the Technical Service. The figures for operating range are likewise provisional. No EC type approval and certificate of conformity with official figures is available as yet. Differences between the stated figures and the official figures are possible.


Source: Electric Vehicle News

How Polestar 2 Compares With Tesla Model 3

The California car gets competition.

The Tesla Model 3 broke a lot of new ground when it first started rolling from the company’s Fremont factory in 2017. And while it has served as a yardstick for electric offerings from other manufacturers, it hasn’t faced any direct competitors. Until now. Tomorrow morning at 7:00 AM EST, the first all-electric from Polestar cometh. (We will carry the reveal livestream here on InsideEVs)

The Polestar 2 is, arguably, the first real offering from the new Volvo electric sub-brand. Yes, there is a Polestar 1, but limited to 500 very expensive (base price $155,000) examples in its first production year and being a performance plug-in hybrid, it’s an hor d’oeuvre to the 2’s main course.

Now that a solid alternative to Model 3 is on its way — the company has stated outright that it “is designed to compete with Tesla Model 3” — we thought now would be a good time to compare the two cars. They are similar in a host of ways, starting with their names. Both are represented by a single numeral derived from its order in their company’s production plan. As mentioned, the 2 is the second vehicle from the Polestar brand, while the 3 is the third from-the-ground-up Tesla.

Both cars are four-door sedans of similar size. Though the Polestar 2 is sometimes referred to as a fastback, it appears from the overhead view revealed on the car’s app, that it, like the Model 3, will have a trunk and not a hatch. We would be happy to be wrong about that, though. Also noticeable from this image is the large panel of glass that covers the passenger compartment of the 2. Model 3, of course, also has a glass roof, which is awesome.

As for range and price, the competitors seem to be very much in the same ballpark. The Polestar 2 should have an EPA-rated range in the 300-mile neighborhood, maybe slightly higher. For its part, the Model 3 is currently available in two battery configurations: Mid and Long Range, yielding an EPA-rated 264 miles and 310 miles, respectively. The Polestar price range is rumored to cover a wide swath — $40,000 to $65,000. Similarly, the Tesla currently ranges from $42,900 for the rear-wheel-drive Mid Range to $60,900 for the Long Range Performance.

Polestar

Polestar Factory Render

Speaking of performance, it seems the Polestar 2 will be no slouch. We suspect it will borrow the 135-kW (181-horsepower) motors from the Polestar 1 and so in the all-wheel-drive configuration should boast about 400 peak horsepower. The top spec Model 3 offers 450 horsepower and 471 pound-feet of torque, so performance-wise, the 2 should be pretty close.

Also similar will be the retail experience. Tesla famously sells its products over the internet and through small company-owned boutique shops. Polestar will be taking a similar approach, though they will be sticking with the dealership franchise model. The stores will not carry a ton of inventory and be staffed by non-commissioned personnel. As well, the brand will put plenty of info online to help inform customers. One difference, though, is that Polestar will also offer cars as a subscription service, meaning you pay a flat rate every month and all incidental expenses (save for electricity) are covered.

At 50,000 units a year, production numbers for the 2 are not nearly as ambitious as they are for the Model 3. Tesla delivered 139,782 copies of the mid-size sedan in 2018 and expects to increase that figure over the next couple of years. If the Polestar 2 manages to capture the imagination of customers in a similar manner, we could see higher production in the coming years, but unless there is a substantially increased investment in battery supply, we’re not sure it will approach that sort of volume any time soon.

Finally, styling wise, the vehicles have similar philosophies, though with different execution. The Tesla Model 3 has soft exterior lines and carries some styling cues over from the Model S and Model X. It is known for its spare-but-comfortable interior that features a single display touch screen in the center of the dash.

Judging from the teaser images, the exterior lines of the Polestar 2 will be more crisp, and carry cues from the Polestar 1. We can only imagine the interior will also be somewhat spare, though stylish, with a “Scandinavian” feel. Though aesthetics are a very subjective thing, we expect we’ll like it very much — possibly more than the Model 3 which, to this writer at least, lacks a  certain spark in the passenger compartment.

If you are a fan of the brand, or intend on buying or picking up a subscription, be sure and stop by the Polestar section of the InsideEVs Forum to share your enthusiasm and experiences. We believe this vehicle could be a smash hit and we look forward to it introducing lots of new folks to the electric driving experience.

 


Source: Electric Vehicle News

eMotorWerks, Platte River Partner On New Smart Charging Initiative

eMotorWerks Continues To Lead the Way With Demand Response

Since being acquired by Enel X, eMotorWerks has been busy forging utility partnerships for smart charging programs with its flagship product, the JuiceBox. Today, eMotorWerks, and Platte River Power Authority, a not-for-profit wholesale electricity generation and transmission provider in Colorado, announced a new smart home EV charging initiative for the first 250 EV drivers to sign up for the study.

Jason Frisbie, general manager and CEO of Platte River said, “Smart EV charging aligns well with Platte River’s core pillars of providing reliable, environmentally responsible and financially sustainable electricity and services to our owner communities. As our renewable portfolio continues to expand, a better understanding of EV owner consumption patterns will provide valuable insight and allow consumers to participate in our energy future.”

Last December, Platte River announced its 2030 goal of producing 100% clean energy, and this smart charging initiative will explore flexible charging services in support of Platte River’s broader energy diversification goals in the electricity and transportation sectors.

The Colorado Public Utilities Commission recently released this report, which essentially states as more EVs are adopted, smart charging technology can save all electricity users money – not just EV drivers. It highlights economic benefits from M.J. Bradley that a mass market for EVs could provide cumulative benefits of $43 billion to the State of Colorado including:

  • Reduced electric bills resulting from improved utilization of the grid and associated incremental revenue, estimated to be $4.1B
  • Reduced expenditures on transportation fuel and vehicle maintenance, estimated to be $29.1B  
  • The societal value of emissions reductions of both GHG and criteria pollutants, estimated to be $9.7B

Smart EV charging will play a significant role in the proliferation of electric vehicles and this Colorado program is of  notable importance. Adding an electric vehicle to your household is comparable to adding 2 or 3 homes to the grid, which could ultimately make electricity less reliable and/or more expensive for everyone in that electric service territory if not managed “smartly.”

With today’s announcement, eMotorWerks is expanding its demand response programs to Colorado. The program is open to electric vehicle drivers in Estes Park, Fort Collins, Loveland and Longmont in northern Colorado. This program will study electric vehicle charging patterns in an effort to better develop future smart charging services at scale.

Participants in the study will receive a $200 instant rebate upon purchase of the JuiceBox smart charging station from Platte River, and the first 100 participants will receive an additional discount directly from eMotorWerks. There’s an initial target of 250 participating EVs, with eMotorWerks and Platte River deploying a demand response-enabled system in the service territory. The aim is to simultaneously reduce electricity costs and boost renewables penetration.

Preston Roper, General Manager, North America, e-Mobility, Enel X

 

“As demand for renewable energy grows significantly to power EVs, valuing and procuring EV flexibility services in the form of smart charging is critically important within the process of decarbonizing the electricity and transportation sectors economically,” said Preston Roper, General Manager, North America, Enel X e-Mobility. “We are looking forward to helping more Colorado communities go electric with the state’s first smart EV charging program.”

 

Using Smart Chargers to Balance the Grid

Back in August, eMotorWerks announced a partnership with Xcel Energy. For that program, eMotorWerks provided Xcel with JuiceBox chargers and the JuiceNet software services. Similar to Platte River, the goal for this smart EV charging program is for JuiceBox chargers to help balance the grid and improve network reliability during times of peak electricity demand. That 100-participant pilot was also designed to also better prepare Xcel’s regional grids for the expected increased electric demand created by EV charging.

A few months later eMotorWerks announced the deployment of a “30MW Virtual Battery” for California energy markets. This program utilized over 10,000 JuiceBox EV chargers and controlled them through the company’s cloud-connected JuiceNet software. EV drivers enrolled in the program earn rewards, and currently can earn up to $80 a year for their participation. eMotorWerks believes that the amount earned for participating in these programs can be much higher in the future.

eMotorWerks JuiceNet app

Then, in December, eMotorWerks partnered with LO3 Energy  for a series of microgrid and EVs projects, with the joint goal of exploring high-value use cases for local energy markets. The goal was to test grid balancing use cases that combine demand from charging electric vehicles with the local supply of affordable, renewable energy.

Today’s Press Release:

San Carlos, CA — February 26, 2019 — eMotorWerks, a subsidiary of the Enel Group’s new advanced energy services business line Enel X, announced it will be supporting Platte River Power Authority (Platte River), a not-for-profit wholesale electricity generation and transmission provider in Colorado, with the electricity provider’s first electric vehicle (EV) distributed charging study by supplying its smartcharging equipment and technology. The study will explore flexible charging services in support of Platte River’s broader energy diversification goals in the electricity and transportation sectors.

Platte River’s study will be the first large-scale residential smart EV charging initiative in Colorado, serving communities in the municipalities of Estes Park, Fort Collins, Longmont and Loveland. Participating EV drivers can schedule preferred charging periods taking into consideration the most cost-effective times of use and monitor charging remotely via eMotorwerks’ JuiceNet app. Powered by JuiceNet, the leading smart EV charging software platform, eMotorWerks’ JuiceBox charging station will be available for purchase via Platte River’s EfficiencyWorks store with a $200 instant rebate provided by Platte River, and the first 100 JuiceBox participants will receive an additional instant manufacturer discount. With JuiceNet, users may program EV charging times, which can benefit utility customers on time-of-day rates and can also save drivers and their utility money and precious electricity resources by delaying charging to non-peak times of use.

With an initial target of 250 participating EVs, eMotorWerks and Platte River are deploying a demand response-enabled system in the service territory, which could reduce electricity costs and boost renewable penetration. As an industry leader in networked EV supply equipment (EVSE) and vehicle-grid integration, eMotorWerks has proven smart charging capabilities at scale in California and beyond via JuiceNet, which collectively acts as a virtual battery for the grid. JuiceNet can delay or reduce charging schedules across that portfolio of EV charging, based on signals from utilities or grid operators, while prioritizing individual driver mobility requirements and preferences, as well as compensating drivers for their flexibility.

Currently, eMotorWerks is the only EV charging provider to participate in wholesale day-ahead and real-time markets, dynamically managing charging loads to balance grid demand, reduce wholesale energy procurement costs and mitigate the intermittency of renewables. By delivering smart EV charging services to electricity grids, environmental and social benefits arising from sustainable mobility can be achieved and magnified as EV adoption grows. Furthermore, smart charging enables drivers to conveniently charge during non-peak periods, if available from the local electric utility. According to a recent report from the Colorado Public Utilities Commission, smart EV charging can exert downward pressure on electricity rates over time by achieving higher and more even utilization of existing grids, avoiding costly investments in new grid infrastructure. More efficient use of power infrastructure can enable greater savings for all relevant parties involved — from EV drivers to utilities.

About eMotorWerks:

eMotorWerks, a subsidiary of the Enel Group’s new advanced energy services business line Enel X, is revolutionizing the EV charging market with its JuiceNet-enabled smart charging solutions. With more than 40,000 charging stations sold around the world, eMotorWerks is the only EVSE participating in wholesale energy markets. Unlike other charging station providers, eMotorWerks’ JuiceNet platform allows customers to control and manage their EVs’ charging schedule, electricity costs and renewable energy mix. By offering EV drivers, utilities, automakers and businesses a complete line of interoperable, hardware agnostic, smart-grid charging solutions, eMotorWerks is enabling the EV industry to scale sustainably. For more information on eMotorWerks, please visit www.emotorwerks.com, and follow us on Twitter (@eMotorWerks), LinkedIn and Facebook.

About Platte River Power Authority:

Platte River Power Authority is a not-for-profit wholesale electricity generation and transmission provider that delivers safe, reliable, environmentally responsible and financially sustainable energy and services to its owner communities of Estes Park, Fort Collins, Longmont and Loveland, Colorado for delivery to their utility customers. Platte River is governed by an eight-person board that includes the mayor of each owner community and an appointee from each of the four owner communities. More
information can be found at https://www.prpa.org/.


Source: Electric Vehicle News

Climate conundrum: emissions reduction policies work — is that enough to save the clouds?

Two new major reports are offering two starkly different views of climate change. While one report reveals the progress made by developing countries aiming to reduce CO2 emissions, the other hints at a future which could find global warming accelerating even faster than in current “worst-case” scenarios. more…

The post Climate conundrum: emissions reduction policies work — is that enough to save the clouds? appeared first on Electrek.


Source: Charge Forward