Just as many car makers "share" a common engine nowadays, is it the same
> with Electric and Hybrid?
> The set-up and development costs must be enormous, yet all makers seem to
> be introducing them.
> Any ideas on common hardware?
I've idly wondered what a 'self charging' hybrid is? Surely every hybrid
ever made charges its batteries?
Just more adspeak?
some hybrids are capable of driving the wheels mechanically from the
engine, ones with a range extender can only charge the battery from the
engine and run the motor from the battery ...
I see that Geely (old London Taxis International) are now producing a
van version of their electric taxi, which might do alright for them I
Yes - adspeak. But also to distinguish from PHEVs which, at least theoretically, never need to charge themselves. Things like the Outlander PHEV.
(Mind, it has been said that a lot of them have never been plugged in. They were bought, despite higher price and being heavier vehicles, because of the tax advantages.)
Nissan Leaf segues into the E-NV200 series vans and combis which can be ada
pted as camper vans.
When you see how many times the little red Royal Mail vans get stopped and
started every day, and that both hybrids and electrics are particularly goo
d in such usage situations, it seems very sad that every RM van appears to
be diesel. (They might have some non-diesels somewhere, but I don't see any
There are only a few major battery manufacturers, but AIUI all the battery
packs being made are custom for a particular platform. They have to be
shaped to fit the chassis, and the thermal management is specific to a
While some batteries (eg Tesla) are made of what are essentially laptop
cells (18650 then 21700) they need them in such quantities that they make
them themselves rather than buying them in. That allows them to optimise on
system costs (no need to have a safety valve per cell if you can handle that
in the pack).
To a first approximation the car *is* the battery pack, so as you design the
chassis you're also designing the pack.
That said, sharing a common platform between different models is the norm
these days, and the same goes for electric. There's also a
disintermediation trend: rather than going to a long supply chain of Tier 1,
2, etc suppliers to design components, Tesla builds a lot in house (or
designs and then contracts out manufacture). In the old world those parts
(brake pads, electrical bits, spark plugs, etc) might be shared across
multiple brands if they came from the same supplier, while they're all
custom for Tesla.
I don't know about motors - Bosch will sell you motors, but I suspect they
are custom too, at least for the big volume vendors anyway. An electric
motor doesn't need so much R&D and again they need to be customised to the
If you're making a boutique sports/kit car, there are kits of power train
parts you can buy from Bosch et al but that's not cost effective for volume
Both charles and Dave have made pertinent points with which I agree.
I can also see that RM might well value the possibility of one vehicle bein
g able to do a double-round for various reasons. A multi-hour recharge time
makes that impossible. (Yes, I know there are some quick-charge to 80% opt
ions. Also, some have problems doing more than one quick recharge.)
In article ,
Of course - with enough battery capacity. The point being if you know the
sort of miles it's going to do each day and it's fairly consistent you can
design for it.
London taxis seem to manage pretty well. And the numbers are increasing.
Can't see a London cabbie paying out for something that gave him grief.
And were generally only tested to the max at Xmyth with even longer
working days (and so less time on the charger) and bigger loads (~3
tonnes I believe).
'Rural' milk deliveries were always done by IC powered vehicles from
what I've seen.
And whilst stop-start roles are better in some roles (like fork-lifts
and pallet trucks), I'm not sure you would get such good range from
your EV compared with constant speed (not sure regen breaking would be
much advantage in those situations), unless you were delivering
newspapers in America (when you don't need to stop), but that
'inefficiency would be built into the spec and still be 'better' than
all the clutch / brake work, noise and kerbside emissions etc.
Cheers, T i m
p.s. Mate and I bought an old Smiths electric flat bed tipper truck
between us and used to run it round his farm (~40 years ago?). It was
also very handy for picking the apples from and taking them back to
Yep, the non-PHEV Prius will start its engine after 7 seconds to get the
catalytic converter up to temperature to meet emissions rules. You can
press the EV button to stop it doing that, but unless you're making a very
short journey you're going to need the engine so it's better to keep the
battery for when it's most efficient.
In non-PHEVs ('self charging hybrids' being Toyota adspeak) the battery is
just an energy buffer for shifting energy around different parts of the
acceleration/braking curve - it all comes from the engine at the end of the
day. There's no point fitting bigger batteries to them unless you're going
to be doing lots of mountain descents where there is a lot of energy to
regen (bigger batteries being heavier and making performance worse at other
This is a repeat (from 11/05/2020) but in case you are interested:
Today, 9:15pm - 10:15pm on Channel 4 +1
How to Build British
Series 1 Episode 4: The London Cab
The classic black cab goes green, as we see how a 21st-century electric Lon
don taxi is made, from the aluminium chassis to the all-electric £60,0