Elon Musk works fast. Just last month the Tesla CEO was showing off a concept video for how his solution to gridlocked traffic: a giant underground tunnel where rapidly propelled cars travel point A to point B on car-carrying sleds. Now we have footage of a recent test, using real cameras and a real tunnel. Of the Instagram video, Musk warned that it might cause motion sickness or seizures thanks to the rapid acceleration and flashing lights.
It's hard to gauge if the sled is traveling at Musk's promised 125 MPH, but if the tunnel's lights are any indication, it looks a lot more expedient than sitting on the freeway during rush hour. Musk says that a trip between Westwood in northern California to Los Angeles International Airport via his tunnel system would take all of five minutes.
So yeah, it'd probably take you longer to get through security than it would to actually arrive at LAX with one of these. The future is a wild place, y'all.
The Lilium jet may look like somebody's wacky concept of a futuristic aircraft that will never be able to fly, but that couldn't be further from the truth. It has recently completed a series of flight tests in Munich, Germany, proving that the first all-electric vertical takeoff and landing (VTOL) jet is capable of taking to the skies. The company even released a video of Lilium's maiden flight:
The jet, which isn’t actually a jet, can take off and land vertically like a helicopter and fly like an airplane, making it just the thing for congested cities because it doesn’t need a runway. In other words, it’s everything you want in a flying car: It picks you up wherever you are, and plunks you down exactly where you want to go.
While the company plans to conduct manned flights in the future, the first series of tests remotely controlled a two-seater prototype from the ground. Its ultimate goal, however, is to release a five-seater version that can fit whole families and groups of friends. What gives the Lilium potential to become a great personal jet (or flying car, if you prefer to call it that) is that it doesn't need a runway. It can take off and land like a helicopter from your (large) backyard, even if it's within the city.
The vehicle also promises a range of 186 miles and speeds up to 186 mph, enough to take you from Manhattan to the JFK airport within five minutes. The German startup isn't quite ready to take pre-orders for the Lilium yet, since its five-seater variant will have to go through years and years of testing. Still, its successful test flights and backing from the European Space Agency give us hope that a production version will eventually make its way to market.
Still, Lilium has a long way to go before a weird electric plane with a big battery, three dozen propellers, and room for five passengers carries anyone anywhere, let alone 190 miles at 190 mph, as Wiegand envisions. “I’d say that’s impossible off the top of my head,” says Richard Pat Anderson, who runs the Flight Research Center at Embry-Riddle Aeronautical University and is developing his own vertical takeoff and landing aircraft. “They’re definitely exceeding some fundamental math.”
Despite advancements in battery tech—Elon Musk thinks they’ve reached the point where they can power an 18-wheeler—jet fuel still stores far more energy per pound, a key consideration in an industry where weight trumps just about everything. So far, Airbus has succeeded in squeezing 60 miles and 137 mph from the 350-pound battery in its experimental two-seater eFan.
The faster and farther you want to fly, the bigger a battery you require. Eventually, you hit a point where the added mass outweighs the benefits of more kilowatt-hours, which is why Airbus decided to try a serial hybrid approach instead and Anderson’s team started there. Serial hybrid aircraft use a fuel-burning generator to recharge the batteries while flying, which makes them something like a flying Chevrolet Volt.
But let’s say Lilium makes this happen, even if it doesn’t quite deliver the specs Wiegand proposes. Building its wild electric plan leads to the Uber-esque air taxi serviceWiegand envisions. That could work—if his startup solves a few other problems. The first is figuring out how to certify an entirely new kind of aircraft (Europe will be easier than the US, which doesn’t even have any way to regulate electric planes), set up the necessary landing and takeoff infrastructure, and ensure air traffic control can handle an invasion of aircraft flying a few hundred feet above city streets.
OK, let’s say Lilium solves all that. Then, it gets to fight the competition. Advances in battery tech and electronic flight controls, paired with the success of car-based ridesharing services, have a few startups chasing the same dream. China’s EHang wants to launch its passenger-toting drone in Dubai (of course) this summer. Aeromobil in Slovakia and Terrafugia in Massachusetts have their own take on flying cars (or, as Terrafugia calls it, “roadable aircraft”). Joby Aviation wants to launch an electric flying taxi service within five years.
And if Lilium’s going to win customers away from all those opponents, offering the right balance of speed, range, and cost becomes critical. So yes, the first flight is good news. But don’t expect your flying car to take off just yet.
As reported by Bloomberg: Electric cars are coming fast -- and that’s not just the opinion of carmakers anymore. Total SA, one of the world’s biggest oil producers, is now saying EVs may constitute almost a third of new-car sales by the end of the next decade.
The surge in battery powered vehicles will cause demand for oil-based fuels to peak in the 2030s, Total Chief Energy Economist Joel Couse said at Bloomberg New Energy Finance’s conference in New York on Tuesday. EVs will make up 15 percent to 30 percent of new vehicles by 2030, after which fuel “demand will flatten out,” Couse said. “Maybe even decline.”
Couse’s projection for electric cars is the highest yet by a major oil company and exceeds BNEF’s own forecast, said Colin McKerracher, head of advanced transport analysis at Bloomberg New Energy Finance.
“That’s big,” McKerracher said. “That’s by far the most aggressive we’ve seen by any of the majors."
Source: Bloomberg New Energy Finance
Other oil companies have been trimming their long-term forecasts for oil demand. Royal Dutch Shell Plc Chief Executive Officer Ben van Beurden said in March that oil demand may peak in the late 2020s. It set up a business unit to identify the clean technologies where it could be most profitable.
Electric cars are beginning to compete with gasoline models on both price and performance. The most expensive part of an electric car is the battery, which can make up half the total cost, according to BNEF. The first electric cars to be competitive on price have been in the luxury class, led by Tesla Inc.’s Model S, which is now the best-selling large luxury car in the U.S.
But battery prices are dropping by about 20 percent a year, and automakers have been spending billions to electrify their fleets. Volkswagen AG is targeting 25 percent of its sales to be electric by 2025. Toyota Motor Corp. plans to phase out fossil fuels altogether by 2050.
Electric cars currently make up about 1 percent of global vehicle sales, but traditional carmakers are preparing for transformation. In 2018, Volkswagen plows into electrification with an Audi SUV and the first high-speed U.S. charging network to rival Tesla’s Superchargers. Tata Motors Ltd.’s Jaguar and Volvo Cars both have promising cars on the way too, and by 2020, the avalanche really begins, with Mercedes-Benz, VW, General Motors Co. and others releasing dozens of new models.
“By 2020 there will be over 120 different models of EV across the spectrum,” said Michael Liebreich, founder of Bloomberg New Energy Finance. “These are great cars. They will make the internal combustion equivalent look old fashioned.”
As reported by Engadget: Toyota built a larger sibling for the hydrogen fuel cell powered Mirai, a semi truck. The automaker is testing a water-expelling big rig at the Port of Los Angeles that it hopes will yield data that will help build a fleet of zero-emission trucks.
Called the "Portal Project," the study will determine how well hydrogen fuel-cell heavy duty vehicles work in a shipping environment. The truck itself will be use two Mirai fuel cell stacks and a 12kWh battery to power two motors connected to the rear wheels working in parallel. With a range of over 200 miles per fill up, the truck can haul a gross combined weight capacity 80,000 pounds.
"We think that there's a market demand for this technology in the ports today and there are no there are no competing services to diesel solutions," said Craig Scott national manager of Toyota's advanced technology group.
Tony Gioiello, deputy executive director of port development for the Port of Los Angeles said "the Port of Los Angeles has been a leader in working to reduce pollution from port operations, and we're excited at the potential for a true zero-emission heavy-duty truck to push our Clean Air Action Plan even further."
The truck and the project are part of Toyota's larger plan to help kick start an infrastructure for hydrogen fuel cell vehicles like the Mirai. Initially the automaker will hire its own driver to help collect data on the big rig and it's trips. But it eventually hand the keys over to the driver of a yet-to-be-determined shipping partner.
John O'Dell over at Trucks.com has the exclusive, behind-the-scenes story of Toyota's quest to build a fuel cell big-rig. The whole thing is an excellent read, revealing how Toyota managed to build this fuel cell-powered rig in roughly seven months, using two fuel cell stacks sourced from the production Toyota Mirai to power a custom-designed electric motor cranking out 670 horsepower and 1325 lb-ft of torque.
But it's the truck's performance that really blew our minds. Trucks.com reports that the 21,970-lb. Project Portal truck can accelerate from 25 to 55 miles per hour in just 6.3 seconds. Even better, a Toyota spokesperson tells Road & Track that the unladen rig can sprint from a stop to 60 mph in roughly 10 seconds.
That means the Toyota big rig would run neck-and-neck in a stoplight drag race against a bone-stock 1970 BMW 2002—though the more powerful 2002 tii, with its 9.0-second 0-60, would trounce the Class 8 truck.
Still, that's outrageous acceleration from a vehicle that tips the scales at nearly 11 tons before you hitch up the trailer. And as Toyota illustrates with video evidence, it absolutely runs away from a conventional big-rig pulling an identical, empty trailer from a standing start.
As reported by FastCompany: Inside a new type of truck, there are no seats and no windows. The vehicle—which founders call a “T-pod”—is the first truck to be designed to never have a human inside. The driverless design makes it possible, the startup says, to run fully on electric power in a way that can compete with diesel semis on the road today.
Without windows or a separate cab, the truck looks essentially like an aerodynamic white box with wheels.
Since a truck hauling 20 tons of freight needs a lot of energy to move, it has to stop fairly frequently to charge; the T-pod can make it 124 miles before it has to plug in again. For other electric semis, charging time is a bigger deterrent, because it’s also wasting a driver’s time.
If you have to stand still maybe one-third of the time to actually charge, that makes the business case for having a truck driver in a battery-powered truck not that good,” says Robert Falck, CEO of Einride, the Sweden-based startup making the T-pod. “But if you remove them and create a system where the truck driver drives it remotely and controls a fleet, you overcome that problem.”
While the pods are on a highway, self-driving technology handles the vehicle, but the remote operator can intervene if needed, with one operator monitoring an entire fleet. When the pod reaches a city and moves onto smaller roads, each vehicle is assigned its own remote operator, who controls it for the rest of the journey. (This is in contrast with some competitors like Otto, Uber’s self-driving truck, which can’t be driven remotely on local roads).
Without a cab for a driver, the vehicle is cheaper to build than it otherwise would have been, and it can also be smaller. Like other electric vehicles, it will be nearly silent, and like other self-driving vehicles, it’s expected to be safer than human-driven trucks. It also won’t pollute.
“The system as a whole will reduce CO2 pollution to almost zero,” Falck says. Most trucks run on diesel, pumping out exhaust that causes both local air pollution and greenhouse gas emissions. Living near a major truck route–like the freeways leading out of the Port of Los Angeles and Long Beach–can make someone more likely to get asthma or heart disease. In the U.S., even though heavy-duty trucks make up only about 7% of road traffic, they represent 25% of total fuel use, and emit around half a billion metric tons of carbon dioxide a year.
Einride plans to test its prototype on Swedish roads in the summer of 2017, and test its first fleet in 2018, traveling between the cities of Gothenburg and Helingsborg. The founders say that although current laws haven’t been tested for self-driving vehicles, there is nothing technically illegal about using the trucks on Swedish roads. (Sweden has also proposed progressive legislation to allow testing of self-driving vehicles, and though the law may not be in place by this summer, companies can apply for permission to start testing early.) To scale up, the company will also have to build a full network of charging stations. Einride aims to have a fleet of 200 pods by 2020.
“We have a really big mission here,” says Falck. “What’s driving the company is the belief that we can make a difference . . . [Society isn’t] reliant on oil, we’re reliant on the system that we have today, and Einride is solving that.”
As reported by Engadget: San Francisco's Pier 35 usually hosts cruise ship guests boarding and unboarding their giant floating hotels. It's a cavernous building hundreds of meters long which actually makes it the perfect indoor facility for demoing what 22 year-old Luminar CEO Austin Russell hopes is the future of LiDAR. The company has developed a higher-quality laser sensor that just might make it the darling of the autonomous car world.
Laser-based LiDAR -- along with cameras and radar -- is one of the main components on most semi-autonomous vehicles. It creates a real-time three dimensional map of the area it's scanning and relays that information back to the car's self-driving system. The technology is so important that Alphabet's Waymo is suing Uber because it believes the ride-hailing company is using some of its circuit board designs. So it's a big deal to the future of driverless cars and Luminar thinks it can do better than what's already on the market.
Inside the giant building, Luminar CTO Jason Eichenholz demos on a screen what current LiDAR systems see. The walls and columns are visible and when someone rides by on a bike, a few moving pixels track the movement. Then he turns on Luminar's system and the difference is impressive. But it's not just the quality of the items being scanned that's important, it's how far out the sensor sees. Luminar placed a black panel 200 meters away from the system, and it was clearly visible on the display. Typical systems see about 30 meters away and when a car is barreling down the highway at 70 miles per hour, the further a sensor can see, the better. Luminar's big jump in quality and distance took Russell five years and if you're keeping score, that means he started the company at age 17. "I looked really deeply into the LiDAR space and saw there was a severe lack of innovation -- for even the past decade -- in terms of advancing the performance to any significant extent with any new architecture," Russell said. So he built his own from the chip-level up.
Russell says his LiDAR has 50 times greater resolution and 10 times longer range than legacy systems and in the process he noted Luminar had to find "2,000 ways not to make this LiDAR." After a closed demo in the giant building, Luminar drove me down San Francisco's Embarcadero. The parade of cars, bikes and pedestrians were not just visible, but the detail of those people and machines was higher than I've seen on competing systems. It was a rainbow colored world of lines and shadows that when translated by a computer is the difference between an autonomous vehicle seeing a box and recognizing that mass of pixels in the distance as a small dog. But is Luminar's technology enough to overtake Velodyne, the established leader in the space? Unless an automaker has their own proprietary system, there's a good chance the sensor on the top of that car is from Velodyne. Even Uber is using Velodyne while it's building its own LiDAR system (the one that triggered the Waymo lawsuit). But unlike the five years it took Luminar to get its LiDAR just right, the company is moving quickly to get the sensor into the market.
While Luminar wouldn't comment on the final price of their laser-based sensor, Russell did say that the company wants to create hardware that's affordable for all makes of vehicles. He told Engadget. "we tried to be able to make this affordable long term for all types of cars, from the Honda Fit all the way up to the Bentley." Meanwhile the high-end Velodyne HDL-64Ecosts about $75,000 with the less-expensive, but also less powerful Puck clocking in at about $8,000. Luminar says it's been working with 100 partners in the autonomous driving space (but won't name any of them) and those companies will be receiving units very soon. Those partners will essentially beta test the system and share data and thoughts with Luminar. The company says it will then build and ship an additional 10,000 units from its Orlando facility by the end of the year. That's incredibly aggressive. But if it can pull it off, it'll be almost as impressive as the hardware they demoed on the streets of San Francisco.
As reported by Engadget: Boeing expects to shave $2 to $3 million off each 787 Dreamliner's manufacturing costs by 2018, thanks to 3D-printed titanium. The company has teamed up with Norwegian company Norsk Titanium to create the first printed structural titanium components for a plane. As Reuters notes, General Electric already prints fuel nozzles for aircraft engines. However, this is the first time a company is using 3D-printed components for parts of a plane that bear the stress of an airframe during a flight.
Boeing turned to 3D printing for the 787, because it requires more metal than its other models. Plus, traditionally manufactured titanium alloy can be very expensive, especially since the company makes 144 Dreamliners a year. The aerospace corporation's partnership is a resounding recommendation for printed metals in the aviation industry and is proof that companies are starting to trust the manufacturing process and its resulting materials.
From early 2016 to February 2017, Boeing worked with Norsk to be able to pass the Federal Aviation Administration's rigorous testing program for the components. The partners expect to get additional FAA approval for the material's properties and manufacturing process later this year. That will allow the Norwegian firm to make more 3D-printed titanium parts without having to get each of them approved, leading to even more savings per plane.
