Janus Electric Retrofits Diesel Fleets With Swappable Battery Packs

Everything Electric CARS

Retrofitting existing rigs with swappable batteries is essential to hit net-zero targets because global manufacturers replace only 5% of the commercial fleet annually.

AI-assisted summary of This GIANT Electric Semi Can Swap Out Its Batteries! — original source. Check the original for full context.

Source published: 2023-03-08

Key ideas

Janus Trucks in Australia retrofits existing diesel semi-trucks into electric vehicles with a swappable battery system that enables pack replacements in under one minute, outpacing standard diesel refuelling. (0:00)
The converted 97-tonne heavy prime mover utilizes a 720 hp (540 kW) electric drive paired with an automated 16-speed manual transmission, carrying double the weight rating of a Tesla Semi. (3:05)
Operating expenses drop significantly from $1.00/km for diesel to roughly $0.60/km on grid power, and can drop to around $0.06/kWh when charging from on-site solar, alongside maintenance falling from 14-16 cents/km to under 4 cents/km. (7:32)
By offering batteries under an 'Energy as a Service' model, fleet operators avoid high upfront battery costs and technology lock-in, with degraded packs (at 80% capacity) repurposed into static grid storage and backup power. (13:40)

Detailed notes

## Background Published on YouTube by Everything Electric CARS on March 8, 2023, this episode features Robert Llewellyn traveling to New South Wales, Australia, to examine how Janus Trucks converts diesel heavy goods vehicles into clean electric haulers. The video description highlights the project's massive scale, featuring over a million miles traveled, 620 kWh swappable batteries, a 540 kW powertrain, and a gross vehicle rating of 97 tonnes using a Battery-as-a-Service model.

## TL;DR Host Robert Llewellyn investigates Janus Trucks' innovative retrofit strategy, which transforms standard diesel prime movers into 97-tonne electric haulers capable of pulling two trailers. Instead of manufacturing new vehicles or relying on lengthy charging stops, Janus utilizes swappable 620 kWh battery packs that can be exchanged in under a minute and charged strategically during off-peak hours. The conversion dramatically undercuts diesel on running costs—reducing maintenance from 14–16 cents per kilometer to under 4 cents—while extending the service life of existing truck chassis to advance a circular economy. Batteries are leased via 'Battery as a Service' to insulate operators from technological obsolescence, with degraded packs transitioning seamlessly into second-life static grid storage.

## Atmosphere & style The presentation is energetic, grounded, and refreshingly practical, pairing Robert's genial, inquisitive enthusiasm with the no-nonsense engineering focus of Australian heavy haulage. Experiencing the cab ride feels genuinely revelatory as the clatter and heavy vibration of a 16-liter diesel engine give way to a smooth, quiet drive pulling commercial loads of sand. The overall mood is one of industrial optimism, portraying freight decarbonization not as a distant luxury concept, but as an immediate, commercially viable reality working on real roads today.

## Bulletin - [00:00](https://www.youtube.com/watch?v=9eYLtPSf7PY&t=0s) Janus Trucks in Australia retrofits existing diesel semi-trucks into electric vehicles with a swappable battery system that enables pack replacements in under one minute, outpacing standard diesel refuelling. - [03:05](https://www.youtube.com/watch?v=9eYLtPSf7PY&t=185s) The converted 97-tonne heavy prime mover utilizes a 720 hp (540 kW) electric drive paired with an automated 16-speed manual transmission, carrying double the weight rating of a Tesla Semi. - [07:32](https://www.youtube.com/watch?v=9eYLtPSf7PY&t=452s) Operating expenses drop significantly from $1.00/km for diesel to roughly $0.60/km on grid power, and can drop to around $0.06/kWh when charging from on-site solar, alongside maintenance falling from 14-16 cents/km to under 4 cents/km. - [13:40](https://www.youtube.com/watch?v=9eYLtPSf7PY&t=820s) By offering batteries under an 'Energy as a Service' model, fleet operators avoid high upfront battery costs and technology lock-in, with degraded packs (at 80% capacity) repurposed into static grid storage and backup power.

## Key takeaways - [00:00](https://www.youtube.com/watch?v=9eYLtPSf7PY&t=0s) Retrofitting diesel trucks with swappable batteries solves major drawbacks of heavy haulage, eliminating expensive diesel maintenance and long charging downtimes. - [01:39](https://www.youtube.com/watch?v=9eYLtPSf7PY&t=99s) Janus Trucks' conversion module matches the physical dimensions of standard 13-liter diesel engines, allowing retrofits across various Class 8 truck models. - [01:39](https://www.youtube.com/watch?v=9eYLtPSf7PY&t=99s) Battery swap stations double as stationary grid storage, absorbing off-peak or renewable energy to prevent sudden heavy charging loads on grid infrastructure. - [03:05](https://www.youtube.com/watch?v=9eYLtPSf7PY&t=185s) The 97-tonne rated converted truck retains an automated 16-speed manual gearbox to supply sufficient startup torque for hauling two full trailers without requiring a clutch. - [05:28](https://www.youtube.com/watch?v=9eYLtPSf7PY&t=328s) A typical configuration utilizes two 620 kWh swappable battery packs (weighing 2.08 tonnes each), achieving 400 to 600 kilometers of operational range. - [05:28](https://www.youtube.com/watch?v=9eYLtPSf7PY&t=328s) Despite substantial battery weight, stripping diesel engines, fuel tanks, and cooling gear means the finished electric truck is only 0.5 to 1.0 tonne heavier than its diesel predecessor. - [07:32](https://www.youtube.com/watch?v=9eYLtPSf7PY&t=452s) Transitioning Australia's truck fleet to domestic electric power addresses national security risks, reducing vulnerability from importing 95% of fuel with only 14 days of diesel reserves. - [08:51](https://www.youtube.com/watch?v=9eYLtPSf7PY&t=531s) Charging batteries strategically outside of daily peak demand windows (7–9 AM and 4–9 PM) optimizes existing grid assets and avoids costly transmission upgrades. - [09:34](https://www.youtube.com/watch?v=9eYLtPSf7PY&t=574s) Because global manufacturers can only produce about 5% of the vehicle fleet annually, retrofitting existing heavy trucks is essential to meet 2030 and 2050 zero-emission targets. - [09:34](https://www.youtube.com/watch?v=9eYLtPSf7PY&t=574s) Electric conversions extend the lifespan of existing gearboxes and chassis by eliminating the destructive vibrations, heat, and clutch shock loads of diesel engines. - [11:49](https://www.youtube.com/watch?v=9eYLtPSf7PY&t=709s) A three-stage regenerative braking system provides up to 2,800 Nm of torque and can feed up to 540 kW back into the battery, minimizing mechanical brake wear. - [11:49](https://www.youtube.com/watch?v=9eYLtPSf7PY&t=709s) Near-silent operation eliminates noise pollution, enabling transport operators to run 24-hour delivery routes through suburban areas bound by nighttime noise curfews. - [13:40](https://www.youtube.com/watch?v=9eYLtPSf7PY&t=820s) Truck conversions cost between $150,000 and $175,000 AUD, excluding batteries, which are leased as an ongoing service to insulate operators from battery obsolescence. - [13:40](https://www.youtube.com/watch?v=9eYLtPSf7PY&t=820s) Janus is deploying automated robotic stations designed to complete drive-in battery swaps in under 60 seconds. - [15:01](https://www.youtube.com/watch?v=9eYLtPSf7PY&t=901s) When truck batteries degrade to 80% capacity, they transition to second-life duties such as static grid support, FCAS, and replacing diesel backup generators.

## Detailed walkthrough ### [00:00](https://www.youtube.com/watch?v=9eYLtPSf7PY&t=0s) The Problem with Diesel and the Promise of Swappable Batteries

Robert Llewellyn opens the episode standing next to a massive 16-liter diesel engine, the kind that has powered heavy transport for the last 120 years. While acknowledging that this "good old-fashioned proper engineering" is incredibly reliable and lasts for hundreds of thousands of miles, he highlights its severe downsides: it is highly expensive to maintain, costs a fortune to fuel, and burns through hundreds of thousands of liters of toxic, imported fossil fuels.

To solve this, Robert introduces a revolutionary alternative: swapping out the heavy diesel engine for an electric motor and a massive battery pack that can be swapped in under a minute. He points out the game-changing nature of this technology, explaining that it is actually quicker to swap the battery of an electric truck than it is to fill up a massive diesel tank. To see this in action, Robert travels to Janus Trucks in New South Wales, Australia.

- **Diesel Engine Size:** 16 liters, typical of heavy-duty Class 8 trucks. - **The Core Innovation:** Replacing the diesel engine with an electric motor and a swappable battery system. - **Swap Time:** Under one minute, making it faster than refuelling a standard diesel tank.

[01:39](https://www.youtube.com/watch?v=9eYLtPSf7PY&t=99s) The Janus Trucks Conversion Model

At Janus Trucks, the team explains that their business model is designed to remove the financial and operational barriers to heavy vehicle electrification. Rather than trying to become a truck manufacturer, Janus focuses on a conversion system that can "re-energize" any new or used truck in the world. Their conversion module is engineered to fit into the exact same physical envelope as a standard 13-liter diesel engine, meaning it can be retrofitted into any Class 8 or larger truck globally. Janus has already successfully converted five different makes and models.

The company hopes original equipment manufacturers (OEMs) will eventually adopt their exchangeable battery technology directly. This approach is highly beneficial for both fleet operators and the electrical grid. By utilizing battery swap stations, operators completely bypass range and charging anxiety—avoiding the "fallacy of fast charging" which requires vehicles to sit idle for up to six hours. Furthermore, these swap stations double as grid storage units, absorbing excess renewable energy and discharging it or using it to charge batteries when the grid is underutilized, rather than putting sudden, massive loads on the grid.

As one of the Janus representatives explains: > “We're going to make this simple, it's got to work effectively, it's got to work across all models, we don't want to be a truck manufacturer, we just want to re-energize them...”

```mermaid flowchart TD accTitle: Janus Trucks Battery Swap and Grid Integration accDescr: A flowchart showing how Janus swap stations interact with the electrical grid and electric trucks to optimize energy use.

subgraph Grid ["Electrical Grid & Renewables"] Solar["Solar & Wind Power"] -->|Off-Peak Generation| Station["Janus Charge Station (Storage)"] GridPower["Grid Power"] -->|Off-Peak Charging| Station end

subgraph Station ["Janus Charge Station (Storage)"] Batteries["Charged Batteries (620 kWh)"] end

subgraph Truck ["Electric Semi-Truck"] Depleted["Depleted Battery"] -->|1-Minute Swap| Station Batteries -->|Fresh Battery| ActiveTruck["Active Fleet Operation"] end ```

[03:05](https://www.youtube.com/watch?v=9eYLtPSf7PY&t=185s) Driving a 97-Tonne Electric Beast

Robert hops into the cab of a converted truck to experience driving it firsthand. The operation is remarkably simple: the driver puts a foot on the brake, selects "D" for drive, and the truck automatically selects third gear to set off without a clutch. Despite being electric, the truck still utilizes a gearbox because of its immense weight. Rated at 97 tonnes, this vehicle has double the capacity of a Tesla Semi and far exceeds the 44-tonne rating of electric Volvos. This massive rating allows the truck to tow two full trailers.

To handle these extreme loads, the truck uses an automatically shifting 16-speed manual gearbox. While electric cars do not need gearboxes, heavy trucks require immense torque at the wheels to start moving, especially on steep inclines. The truck features a 720-horsepower, 540 kW drive system that perfectly matches the power and torque characteristics of the 16-liter Volvo diesel engine it replaced. Because the electric motor allows for infinite control over RPM, the system can shift to neutral, speed-match, and change gears seamlessly without a clutch. Robert is particularly impressed to learn that this is not just an experimental prototype; it is in daily commercial use by a company delivering sand.

- **Gross Vehicle Mass Rating:** 97 tonnes (capable of towing two trailers). - **Powertrain:** 720 horsepower / 540 kW electric drive. - **Gearbox:** 16-speed automatically shifting manual gearbox (no clutch required). - **Comparison:** Double the weight capacity of a Tesla Semi (which is rated for standard US Class 8 limits) and more than double a Volvo electric truck (44 tonnes).

[05:28](https://www.youtube.com/watch?v=9eYLtPSf7PY&t=328s) Range, Efficiency, and Battery Specs

When Robert asks about the truck's range, the Janus team explains that it varies significantly based on topography, load weight, regenerative braking, rolling resistance (the number of axles on the ground), and aerodynamics. On average, the truck achieves a range of 400 to 600 kilometers, though heavy hill climbs with low tare weight on the return can drop it to around 300 kilometers. The truck consumes roughly 1.5 to 1.7 kWh per kilometer. Robert contrasts this with an efficient electric car, which gets about 7 to 8 kilometers per kilowatt-hour, highlighting the sheer scale of energy required for heavy transport.

The battery pack itself is a massive 620 kWh unit mounted where the diesel fuel tanks used to sit. This single pack contains the equivalent energy of about eight Tesla Model 3 batteries and weighs 2.08 tonnes. A second, identical pack is mounted on the opposite side of the truck. By removing the heavy diesel engine, fuel tanks, fuel, exhaust systems, and intercoolers, Janus strips about 3.5 tonnes of weight from the truck. Installing the Janus electric system adds about 4 tonnes back, making the converted electric truck only about half a ton to a ton heavier than its conventional diesel counterpart.

- **Battery Capacity:** 620 kWh per pack (with two packs total on the truck). - **Battery Pack Weight:** 2.08 tonnes per pack. - **Energy Consumption:** 1.5 to 1.7 kWh per kilometer. - **Weight Difference:** The electric conversion is only 0.5 to 1.0 tonne heavier than the original diesel configuration.

[07:32](https://www.youtube.com/watch?v=9eYLtPSf7PY&t=452s) Economics and Energy Sovereignty

The conversation shifts to the economics of running an electric semi-truck. The Janus team reveals that running the electric truck costs about 60 cents per kilometer when charging at standard Australian grid prices, compared to $1.00 per kilometer for a diesel truck at current fuel prices. However, if a fleet operator generates their own power—such as installing solar panels on warehouse roofs—the fuel cost drops dramatically to about 6 cents per kilowatt-hour, compared to the 25 to 26 cents charged by the grid.

Beyond individual fleet savings, this transition has massive implications for Australia's national security and energy sovereignty. The Janus representative points out a startling vulnerability: Australia imports 95% of its fuel and only has about 14 days of diesel supply in the country at any given time because there is physically not enough tank storage. Transitioning to electric trucks powered by Australia's abundant domestic renewable energy would eliminate this dependency on foreign oil tankers.

As the Janus representative notes: > “We import 95% of all of our fuel for this country... there's only about 14 days of diesel in this country at any one time because it's physically not the tank storage for it...”

[08:51](https://www.youtube.com/watch?v=9eYLtPSf7PY&t=531s) Smart Charging and Grid Integration

As they pull back into the charging station, a fresh battery is already waiting in the rack. The Janus team explains that swappable batteries allow operators to charge strategically. Instead of plugging in during peak hours and straining the grid, batteries can be charged when renewable energy production is at its highest or during off-peak hours when grid infrastructure is underutilized.

In Australia, grid demand peaks between 7:00 AM and 9:00 AM, and again from 4:00 PM to 9:00 PM. Outside of these windows, the electrical infrastructure is heavily underutilized. By charging swappable batteries during these off-peak times, Janus can utilize existing infrastructure more efficiently, avoiding the need for billions of dollars in grid upgrades.

- **Grid Peak Hours (Australia):** 7:00 AM – 9:00 AM and 4:00 PM – 9:00 PM. - **Grid Optimization:** Charging swappable batteries off-peak prevents grid overload and utilizes excess renewable energy.

[09:34](https://www.youtube.com/watch?v=9eYLtPSf7PY&t=574s) Circular Economy and Retrofitting Existing Fleets

The truck being showcased is an 11-year-old 2012 model that had already clocked 1.3 million kilometers before undergoing its electric conversion. This highlights a core philosophy of the project: utilizing existing infrastructure and assets to foster a true circular economy. Globally, original equipment manufacturers (OEMs) only have the capacity to manufacture about 5% of the total vehicle fleet annually. Because of this limitation, relying solely on new vehicle manufacturing makes reaching 2030 and 2050 zero-emission targets mathematically improbable. Retrofitting existing trucks bypasses the massive carbon debt associated with manufacturing entirely new heavy vehicles from scratch.

The average age of a prime mover globally is between 13 and 15 years. During this lifespan, a typical diesel truck undergoes two to three complete engine rebuilds, which are required every 800,000 to 1,000,000 kilometers (roughly 600,000 to 700,000 miles). Instead of performing another costly diesel engine rebuild, Janus Electric retrofits the vehicle with an electric motor. These electric motors are software-protected against over-stressing, temperature spikes, and power surges, giving them a multi-decade, multi-million-kilometer lifespan with virtually no user-serviceable parts. Furthermore, because the electric motor eliminates the high-frequency vibrations, heat, and clutch shock loads of a diesel engine, the lifespan of the existing gearbox is expected to more than double before needing to be re-raced.

As the speaker explains: > "If we're going to try and hit targets of 2030 and 2050 zero emissions, we've got to use what we've got."

- **Vehicle Age:** 11 years old (2012 model) with 1.3 million kilometers on the odometer prior to conversion. - **Global OEM Capacity:** Only 5% of the global fleet can be manufactured new each year. - **Average Prime Mover Lifespan:** 13 to 15 years, requiring diesel engine rebuilds every 800,000 to 1,000,000 kilometers. - **Gearbox Longevity:** Expected to double due to the elimination of reciprocating piston vibrations and clutch shock loads.

[11:49](https://www.youtube.com/watch?v=9eYLtPSf7PY&t=709s) Regenerative Braking, Maintenance Savings, and Community Benefits

Inside the cab, the only major modification is a digital screen that displays motor speed, the current gear, and the battery's state of charge. The driver can control the regenerative braking system using the truck's original three-stage engine brake switch, which offers light, medium, and high duty settings. At its highest setting, the system delivers 2,800 Newton-meters of regenerative torque. This is powerful enough to bring a fully loaded truck to a complete stop on a 10% to 15% downhill grade. For heavy trucks, regenerative braking is not just an energy-recovery feature; it is a safety necessity to assist the vehicle on long declines, capable of returning up to 540 kilowatts of power back into the battery pack.

The maintenance savings of switching from diesel to electric are substantial. A standard diesel truck operating metropolitan deliveries costs between 14 and 16 Australian cents per kilometer in maintenance alone, excluding the significant downtime of being off the road for six hours during a standard engine oil service. In contrast, the converted electric truck reduces maintenance costs to under 4 cents per kilometer. Beyond the balance sheet, the transition offers profound benefits to local communities by eliminating diesel exhaust and engine noise. This quiet operation allows transport companies to run 24-hour delivery cycles in suburban areas where diesel trucks are restricted by nighttime noise curfews.

The speaker emphasizes the dramatic reduction in operating costs: > "There's no engine oil to change on this, so we're looking at maintenance at below four cents a kilometer for an electric vehicle and you felt the regenerative braking room for a drop phenomenal you don't catch the brakes so you take that into equation you know it's just got so many benefits for the transport industry..."

- **Regenerative Torque:** Up to 2,800 Nm of torque, capable of returning 540 kW of energy to the battery. - **Diesel Maintenance Cost:** 14 to 16 cents per kilometer, plus six hours of downtime per major oil service. - **Electric Maintenance Cost:** Under 4 cents per kilometer. - **Community Impact:** Noise reduction enables 24-hour delivery windows in noise-sensitive residential zones.

[13:40](https://www.youtube.com/watch?v=9eYLtPSf7PY&t=820s) Conversion Costs, Battery as a Service, and Robotic Swapping

A standard truck conversion costs approximately $150,000 to $175,000 Australian dollars, depending on the specific vehicle type. Crucially, this price does not include the cost of the batteries. Janus Electric treats the batteries as "Energy as a Service" (or Battery as a Service). Because battery cell technology is evolving rapidly with billions of dollars in global R&D, fleet operators are advised against purchasing the batteries outright. By leasing the energy rather than owning the physical cells, transport companies avoid technology lock-in; as advanced new cell chemistries emerge, Janus Electric can simply package them into their standardized battery boxes.

To make the system even more competitive with diesel refuelling, Janus Electric is planning to roll out fully automated, robotic charge and change stations over the next 12 to 24 months. This infrastructure will reduce the battery swap time to under one minute. Under this operational flow, the truck drives into a dedicated bay, the driver steps out into a designated safety zone, and automated robots extract the depleted battery, place it onto a charging rack, and slide a fully charged pack into the side of the truck.

The speaker highlights the flexibility of their modular battery design: > "The beauty of our system is as a new cell chemistry comes available we just put in the box."

```mermaid flowchart TD accTitle: Janus Electric Battery Lifecycle and Swapping Flow accDescr: Flowchart illustrating the process of the sub-one-minute robotic battery swap and the subsequent transition of batteries to second-life grid storage.

subgraph Swapping ["Robotic Swap Process (Sub-1 Minute)"] A["Truck Enters Station"] --> B["Driver Exits to Safe Area"] B --> C["Robots Extract Depleted Battery"] C --> D["Robots Insert Fully Charged Battery"] D --> E["Driver Re-enters & Departs"] end

subgraph Charging ["Charging & Second-Life Lifecycle"] C --> F["Depleted Battery Placed on Rack"] F --> G["Charged via Grid (Optimal Rates)"] G --> D F -->|"Degrades to 80% Capacity"| H["Repurposed for Static Storage"] end ```

[15:01](https://www.youtube.com/watch?v=9eYLtPSf7PY&t=901s) Second-Life Batteries and Grid Support

When the swappable batteries eventually degrade to 80% of their original capacity, they are retired from heavy transport duties. However, their useful life is far from over. Because they maintain a stable, high-capacity state, these packs are transitioned into static energy storage systems. They can be deployed to support the electrical grid, participate in Frequency Control Ancillary Services (FCAS), or serve as backup power systems.

These second-life batteries present an environmentally friendly alternative to the diesel backup generators traditionally housed under hospitals and high-rise buildings to power emergency fire systems. Instead of burning diesel during an outage, these facilities can install repurposed truck batteries that quietly charge from the grid when power is cheap and clean, ready to discharge instantly when needed.

Regarding the transition of these batteries, the speaker notes: > "We use it as a good storage battery, we use it as static storage, it can be easily reutilized in other areas where we need to have static storage, grid support, FCAS, backup batteries."

- **Retirement Threshold:** Batteries are retired from trucks when they reach 80% capacity. - **Second-Life Applications:** Static grid support, FCAS, and emergency backup power. - **Diesel Replacement:** Ideal for replacing diesel backup generators in high-rises and hospitals.

## Notable quotes > [09:34](https://www.youtube.com/watch?v=9eYLtPSf7PY&t=574s) If we're going to try and hit targets of 2030 and 2050 zero emissions, we've got to use what we've got. — Janus Electric representative

## Mentioned Robert Llewellyn, Janus Trucks, Janus Electric, Everything Electric CARS, Fully Charged, Fully Charged LIVE, Tesla Semi, Tesla Model 3, Volvo, Frequency Control Ancillary Services (FCAS)

## Video description Over a million miles, 620 KWh of batteries, a 540 KW Drive and 97 tonnes. This is the episode jam packed with big electric trucks and even bigger numbers! Robert travelled to New South Wales, Australia to find out how Janus Trucks are giving diesel lorries an electric makeover with their pioneering swappable battery as a service system. Enjoy!

Get your tickets for Fully Charged LIVE in Sydney this March: https://au.fullycharged.live/

00:00 16 litre diesel engine... 00:50 Quicker than refuelling! 01:41 Convert every truck 03:06 Double the capacity of a Tesla Semi 05:28 Range? 06:43 620KWh! 07:32 Cheaper than a diesel? 08:51 Swappable batteries 09:59 Circular economy 11:49 Regen 12:41 Maintenance 13:40 Battery as a Service 14:25 Robotic Charging 15:01 End of life batteries

Visit our LIVE exhibitions in Australia, UK, USA, Canada & Europe: https://fullycharged.live/ Become a Patreon: https://www.patreon.com/fullychargedshow Become a YouTube member: use JOIN button above Subscribe to Fully Charged & the Everything Electric channelsSubscribe for episode alerts and the Fully Charged newsletter: https://fullycharged.show/zap-sign-up/ Visit: https://FullyCharged.Show Find us on Twitter: https://twitter.com/fullychargedshw Follow us on Instagram: https://instagram.com/fullychargedshow For Clean Energy and Home Tech take a look at the @EverythingElectricShow

#evs #cleanenergy #electriccar #truck #energystorage #energy #electricvehicles #battery #infrastructure #BatterySwapping #CircularEconomy #netzero #Australia

[Source](https://www.youtube.com/watch?v=9eYLtPSf7PY)

中文简报

Janus Electric推行柴油车队换电式电池改装方案通过可换电电池改装现有卡车对实现净零排放目标至关重要，因为全球制造商每年仅能更换5%的商用车辆。主持人Robert Llewellyn调研了Janus Trucks创新的改装策略。该方案将标准柴油牵引车改装为能够牵引双挂车、总重达97吨的电动重卡。Janus并未选择制造新车或依赖耗时漫长的充电过程，而是采用可在1分钟内完成更换的620 kWh换电电池包，并在非高峰时段进行策略性充电。这种改装使运行成本相比柴油大幅降低——每公里维护费用从14至16美分降至4美分以下，同时延长了现有卡车底盘的使用寿命以推动循环经济。电池通过“电池即服务”模式租赁，使车队运营商免受技术迭代淘汰的影响，容量衰减的电池包则能无缝过渡至静态电网储能进行二次利用。澳大利亚的Janus Trucks将现有柴油半挂卡车改装为电动车辆，其配备的可换电电池系统可在1分钟内完成电池包更换，换电速度快于常规柴油加油。 (0:00) 改装后的97吨重型牵引车采用720马力（540千瓦）的电驱动系统，并匹配16速自动手动变速箱，其额定载重能力是Tesla Semi的两倍。 (3:05) 运营支出显著下降，从柴油的每公里1.00美元降至使用电网电力的约每公里0.60美元；利用现场太阳能充电时每千瓦时可降至约0.06美元，同时维护成本从每公里14至16美分降至4美分以下。 (7:32) 通过以“能源即服务”模式提供电池，车队运营商避免了高昂的前期电池成本和技术锁定风险；容量衰减（至80%）的电池包可转用作静态电网储能和备用电源。 (13:40)

Reading summary

Australian startup Janus Trucks is commercializing heavy-vehicle electrification through modular retrofits and rapid battery swapping, offering a cost-effective alternative to purchasing new electric trucks while bypassing grid bottlenecks. Retrofitting Fleets to Meet Net-Zero Goals (9:34) Rather than manufacturing new electric vehicles, Janus Trucks converts existing diesel prime movers into electric trucks. According to Janus, global original equipment manufacturers (OEMs) can only produce about 5% of the total vehicle fleet annually, making fleet turnover alone insufficient to hit 2030 and 2050 zero-emission targets. Retrofitting older chassis avoids the embodied carbon footprint of building new vehicles from scratch. The conversion module is designed to fit the standard envelope of a 13-liter diesel engine and can be adapted across multiple truck makes. A featured demonstration truck was an 11-year-old 2012 model with 1.3 million kilometers. Typical diesel prime movers require complete engine overhauls every 800,000 to 1,000,000 kilometers; retrofitting replaces this maintenance cycle with a software-protected electric motor. Additionally, eliminating diesel vibration and clutch shock is projected to double the lifespan of the existing transmission. High-Tonnage Powertrain and Real-World Range Metrics (3:05) The converted truck is rated for a gross vehicle mass of 97 tonnes—capable of towing two full trailers—delivering double the weight capacity of a Tesla Semi and more than double a 44-tonne electric Volvo. To manage these loads, the truck uses a 720-horsepower (540 kW) electric motor paired with an automatically shifting 16-speed manual gearbox, which relies on precise motor RPM matching rather than a traditional clutch to negotiate heavy starts and steep inclines. Energy is stored in two swappable battery packs totaling 1,240 kWh (620 kWh each, weighing 2.08 tonnes per pack). Removing the diesel engine, fuel system, and exhaust strips roughly 3.5 tonnes of weight, while the electric hardware adds about 4 tonnes, resulting in a net weight increase of only 0.5 to 1.0 tonne. The truck consumes 1.5 to 1.7 kWh per kilometer, delivering an average operational range of 400 to 600 kilometers, which can dip to 300 kilometers under full loads on hilly terrain. A three-stage regenerative braking system provides up to 2,800 Nm of braking torque and returns up to 540 kW to the battery. Battery Swapping, Grid Balancing, and Second Life (8:51) Janus sidesteps the operational downtime of conventional high-power charging—which can leave trucks idle for up to six hours—by deploying swappable battery stations. Over the next 12 to 24 months, the company plans to introduce automated robotic swap stations capable of replacing depleted packs in under one minute while the driver waits in a safety zone. These swap stations also act as static grid buffers. By charging batteries during off-peak demand periods or peak renewable generation, operators avoid strain during Australia's typical peak grid windows (7:00–9:00 AM and 4:00–9:00 PM). When truck batteries degrade to 80% of original capacity, they are retired from transport service and transitioned into second-life applications, such as grid frequency regulation (FCAS) or clean backup power systems to replace diesel generators in commercial buildings. Commercial Operating Economics and Fuel Sovereignty (7:32) Conversions cost roughly AU$150,000 to AU$175,000 per truck, excluding the batteries. Janus utilizes a Battery-as-a-Service model, allowing fleet operators to lease energy rather than buy packs outright, which protects fleets against cell obsolescence as battery chemistry advances. Operational costs on grid power are estimated at 60 Australian cents per kilometer, compared to $1.00 per kilometer for diesel, with costs dropping further to 6 cents per kilowatt-hour if operators use behind-the-meter solar. Maintenance expenses decline from 14–16 cents per kilometer for diesel to under 4 cents per kilometer, alongside lower noise levels that permit 24-hour deliveries in curfew zones. Beyond fleet savings, the company frames electrification as a critical hedge for Australian energy sovereignty. Representatives highlight that Australia imports 95% of its fuel and holds only roughly 14 days of diesel supply in reserve due to storage limits, making domestic renewable-powered transport a key national security priority. While the converted heavy-duty platform is already running daily commercial routes, widespread implementation depends on the capital-intensive rollout of robotic swapping infrastructure and the broad market adoption of battery leasing models across disparate freight operators.

精炼阅读摘要

澳大利亚重卡改装企业 Janus Electric 提出了一种通过模块化换电与存量油车油改电推进重型运输零排放的商业路径。该公司通过将重卡现有动力总成替换为电驱动与快换电池组，旨在克服传统大功率快充造成的车辆闲置与电网冲击，同时利用梯次利用电池参与电网储能。存量重卡改装与循环经济逻辑 (9:34) 全球重卡车队的平均车龄约为 13 至 15 年，期间通常需经历两到三次完整的发动机大修。Janus Electric 指出，全球主机厂（OEM）每年的新车产能仅占现有车队总量的约 5%，若单纯依赖生产全新电动重卡，在数学上难以达成 2030 年和 2050 年的零排放目标。因此，该公司选择将现役柴油卡车作为改装对象，避免了从零制造新车带来的碳排放包袱。改装模块的物理尺寸与标准 13 升柴油机相同，能够适配全球 Class 8 及更高级别的车型，目前已完成 5 种不同品牌与车型的改装。现场展示的 2012 年款重卡已行驶 130 万公里，改装后拆除柴油机、油箱及排气系统减重约 3.5 吨，增加的电动总成约 4 吨，整车自重仅比原车增加 0.5 至 1 吨。电机不仅消除了发动机带来的震动和离合冲击，延长了现有变速箱的使用寿命，还具备软件限温限压保护，理论上可支持数百万公里的使用周期。重载性能匹配与传动设计 (3:05) 为适应澳大利亚双挂拖车的严苛负荷，改装车核准总质量（GVM）达 97 吨，是特斯拉 Semi 限额的两倍以上，且远高于沃尔沃电动卡车的 44 吨标准。该车配备 720 马力（540 kW）的电驱动系统，动力特性对标原本的 16 升沃尔沃柴油机。为了满足起步和重载爬坡所需的轮端扭矩，系统匹配了一台无需离合器的 16 速自动换挡机械变速箱，利用电机的无级调速能力在空挡下实现精准转速匹配以平顺换挡。在续航与能耗方面，车辆搭载两块单体容量为 620 kWh、重量各为 2.08 吨的电池组，分别置于原油箱位置。受地形、载荷、车桥滚动阻力与空气动力学影响，重载综合续航介于 400 至 600 公里，满载爬坡可能降至约 300 公里，平均电耗约为 1.5 至 1.7 kWh/公里。此外，三段式动能回收系统最高可提供 2800 牛·米的制动扭矩，下坡时能以最高 540 kW 的功率回充电能，并在 10% 至 15% 的下坡路况下实现满载刹停。换电补能模式与能源安全考量 (8:51) 传统大功率充电桩补能通常导致卡车闲置数小时，Janus Electric 认为这并不符合商业车队的运营需求。该公司计划在 12 至 24 个月内推出全自动机器人换电站，由机械臂从车侧抽出电池并换入满电组，实现 1 分钟以内的补能速度，效率超过传统的柴油加注。换电站还可作为分布式电网储能节点。澳大利亚电网高峰通常在 7:00-9:00 与 16:00-21:00，换电站避开高峰负荷，利用低谷电价或日间多余的太阳能与风电为电池集中慢充，降低电网升级成本。从国家层面看，澳大利亚 95% 的燃料依赖进口，境内存量柴油储备仅能支撑约 14 天的消耗，以本土可再生电力替代进口柴油被视为增强该国能源主权与供应链韧性的重要措施。全生命周期成本与电池资产租赁 (13:40) 改装一辆标准重卡的硬件费用约为 15 万至 17.5 万澳元，且不包含动力电池。由于电芯技术与化学成分迭代迅速，Janus Electric 采用“能源即服务”（BaaS）的租赁模式，建议车队租赁电池以避免技术过时与资产减值风险，未来的新型电芯可直接封装入标准电池箱中使用。在运营经济性上，柴油重卡的常规燃油成本约为 1.00 澳元/公里，而使用澳大利亚电网标准电价充电的电动重卡成本约为 0.60 澳元/公里；若物流园区铺设屋顶光伏自主发电，综合充电成本可由电网的 25-26 澳分/kWh 降至约 6 澳分/kWh。此外，柴油车维护成本通常为 14 至 16 澳分/公里，且每逢机油大修需停运数小时，而电动卡车省去机油更换，预计维护费用低于 4 澳分/公里。静音特性还允许车队在住宅区夜间噪音禁令时段保持 24 小时运营。退役电池的静态储能与应急替代 (15:01) 当车载动力电池健康度（SOH）衰减至初始容量的 80% 时，将退役不再用于高负荷长途运输。这些具备高容量稳定性的退役电池箱会被整组转为固定式储能系统，用于支持区域电网调频辅助服务（FCAS）以及商业备用电源。 Janus Electric 计划将此类二次生命电池部署在医院、高层建筑等场所，直接替代传统地下室中用于消防与应急系统的柴油发电机组。静态电池组可在低谷期以低价清洁电力补能，在断电发生时提供瞬间电力响应，免除应急柴油机启动产生的尾气排放与燃油维护成本。 Janus Electric 构想的油改电与换电闭环高度依赖换电站基础设施的密集部署，其 1 分钟自动化换电系统的实际运行稳定性以及多品牌标准电池箱的通用推广仍有待大规模商业化验证。

Detailed notes — zh

## Background 本期内容由 YouTube 频道 Everything Electric CARS 于 2023 年 3 月 8 日发布。根据视频简介，主持人 Robert 专程前往澳大利亚新南威尔士州，实地考察 Janus Trucks 如何通过开创性的“电池即服务”（BaaS）可换电模式，为高达 97 吨的柴油重卡进行纯电改造，并展示了搭载 620 kWh 电池组和 540 kW 电机的商用巨兽。 ## TL;DR 节目深入探访了澳大利亚 Janus Trucks 公司开发的重卡油改电系统及其换电网络。该系统采用可匹配 Class 8 级柴油机舱的标准电驱套件，搭载 540 kW 电机与 16 速无离合变速箱，在实现高达 97 吨双挂承载的同时，通过车电分离与标准 620 kWh 电池包将单次补能时间压缩至 1 分钟以内。视频不仅算清了电动卡车在能源与运维开支上相比柴油车的巨大经济账，还指出换电站可作为分布式储能削峰填谷，并能通过退役电池的梯次利用和既有车队循环改造，极大缓解澳大利亚对进口柴油的高度依赖并捍卫本土能源主权。 ## Atmosphere & style 整期节目洋溢着一种务实而令人振奋的工程探索氛围，褪去了概念车发布会的光鲜浮夸，满是真实物流作业与机械车间的粗粝质感。主持人 Robert 带着好奇与惊叹，与 Janus 代表在驾驶舱和换电站旁展开深度对谈；随着 97 吨巨兽在公路上平顺静谧地飞驰，叙事节奏从对庞大技术参数的赞叹逐步深化至对国家能源战略安全与循环经济的严肃思考，让观众在直观感受纯电动力澎湃扭矩的同时，也体会到商用陆运脱碳落地的厚重与可行性。 ## Bulletin - [01:39](https://www.youtube.com/watch?v=9eYLtPSf7PY&t=99s) 澳大利亚初创企业 Janus Trucks 推出模块化重卡油改电与换电系统，其动力总成尺寸完美契合传统 13 升柴油机舱，可兼容全球 Class 8 及以上级别重卡，目前已完成 5 种车型的改装落地并投入商业砂石运输。 - [03:06](https://www.youtube.com/watch?v=9eYLtPSf7PY&t=186s) 改装重卡拥有 97 吨总重额定载荷（GVM），配备 540 kW 电机和 620 kWh 对称挂接动力电池组，支持双挂重载，平均百公里电耗约 150 至 170 kWh，单次续航在 300 至 600 公里之间。 - [07:32](https://www.youtube.com/watch?v=9eYLtPSf7PY&t=452s) 在运营经济性上，纯电重卡日常维保费用从柴油车的 14-16 澳分/公里大幅降至 4 澳分/公里以下；结合光伏自发自用模式，能源成本可从柴油的 1.00 澳元/公里骤降至 6 澳分/度对应的极低水平。 - [13:40](https://www.youtube.com/watch?v=9eYLtPSf7PY&t=820s) Janus 采用车电分离的“电池即服务”（BaaS）商业模式，改装费在 15 万至 17.5 万澳元之间；未来 12 至 24 个月将部署全自动机器人换电站，实现 Sub-1-minute（1分钟内）极速补能，且退役电芯（80% SOH）将梯次用于电网储能和备用发电机替代。 ## Key takeaways - [00:00](https://www.youtube.com/watch?v=9eYLtPSf7PY&t=0s) 全球重卡长期依赖高维护成本且排放极大的 16 升重型柴油机，油改电结合换电模式能实现比柴油加油更快的补能速度。 - [01:39](https://www.youtube.com/watch?v=9eYLtPSf7PY&t=99s) 盲目推行不带缓冲的大功率超快充网络会对公共电网造成破坏，具备储能电站（ESS）特性的换电站能够在电网谷期或绿电充沛时从容充电。 - [01:39](https://www.youtube.com/watch?v=9eYLtPSf7PY&t=99s) Janus 的动力套件完全对齐 13 升柴油发动机外形尺寸，可原位改装全球任何 Class 8 及以上重卡机舱，已验证支持多品牌老旧车辆。 - [03:06](https://www.youtube.com/watch?v=9eYLtPSf7PY&t=186s) 受测重卡额定总重达 97 吨并支持合法的双挂（B-Double）工况，承载能力远超特斯拉 Semi 与市售 44 吨沃尔沃电卡。 - [03:06](https://www.youtube.com/watch?v=9eYLtPSf7PY&t=186s) 车辆搭载 540 kW（约 720 马力）电机与 16 速无离合 AMT 变速箱，利用电机的精准调速在换挡时实现空挡转速匹配，彻底淘汰物理离合摩擦片。 - [05:28](https://www.youtube.com/watch?v=9eYLtPSf7PY&t=328s) 车身侧挂两个重达 2.08 吨的标准化电池包，总容量 620 kWh，拆除柴油机、油箱及后处理系统减重 3.5 吨后，整车净重仅增加 0.5 至 1 吨左右。 - [07:32](https://www.youtube.com/watch?v=9eYLtPSf7PY&t=452s) 澳大利亚 95% 的燃油依赖海外进口且本土储备通常仅能维持 14 天，重卡电动化是提升国家能源主权与供应链韧性的战略举措。 - [08:51](https://www.youtube.com/watch?v=9eYLtPSf7PY&t=531s) 换电站通过避开早晚用电高峰进行慢充蓄电，充当削峰填谷储能节点，避免了耗资巨大的电网扩容改造工程。 - [09:34](https://www.youtube.com/watch?v=9eYLtPSf7PY&t=574s) 主机厂每年新车产能仅占车队存量的约 5%，通过对累计行驶过百万公里的老旧卡车进行电动化再造，是实现 2030/2050 减排目标最现实的循环经济路径。 - [09:34](https://www.youtube.com/watch?v=9eYLtPSf7PY&t=574s) 电机在底层软件防护下无易损耗零部件且消除了柴油机的高频振动与热应力，驱动电机可服役数十年，同时机械变速箱寿命预计可延长一倍以上。 - [11:49](https://www.youtube.com/watch?v=9eYLtPSf7PY&t=709s) 改装保留了发动机制动拨杆并将其转为三挡动能回收控制，最大可产生 2,800 N·m 制动扭矩和 540 kW 反向充电功率，满足 10%–15% 陡坡完全刹停与下坡安全控速需求。 - [11:49](https://www.youtube.com/watch?v=9eYLtPSf7PY&t=709s) 纯电重卡无需机油大保养，单公里维保费用从 14-16 澳分直降至 4 澳分以下，零噪音零排放特性还允许车辆打破禁行限制实现 24 小时市区配送。 - [13:40](https://www.youtube.com/watch?v=9eYLtPSf7PY&t=820s) 采用车电分离与 BaaS 模式不仅降低改装门槛（改装费 15 万至 17.5 万澳元），更解除了客户对电池技术快速迭代折旧的担忧，使车队可随电芯技术升级无感更换电池包。 - [14:25](https://www.youtube.com/watch?v=9eYLtPSf7PY&t=865s) 全自动机器人换电站计划在 12 至 24 个月内落成，机械换电过程将缩减至 1 分钟以内，实现真正的极速闭环周转。 - [15:01](https://www.youtube.com/watch?v=9eYLtPSf7PY&t=901s) 容量衰减至 80% 的退役车用电池将进入梯次利用阶段，作为静态储能系统接入电网提供 FCAS 辅助服务，或替代高层建筑与医院的柴油备用发电机。 ## Detailed walkthrough ### [00:00](https://www.youtube.com/watch?v=9eYLtPSf7PY&t=0s) 告别 16 升柴油机：重卡换电的构想在节目的开场，Robert 站在一台体积庞大的 16 升柴油发动机身旁。在过去的大约 120 年里，全球陆路货运几乎完全依赖这种动力源。随着物流需求的激增，卡车变得越来越大，马力也越来越强。从老派机械工程的角度来看，这种柴油机坚固、耐用、极端可靠，能够跑上几十万公里。然而，它的代价同样触目惊心：不仅后期维护昂贵，还要烧掉几十万升极具毒性且高度依赖进口的化石燃料。不过，老旧的内燃机范式正在被打破。如果把庞大的柴电系统从重卡里剥离，换成电动机和一套“1分钟内即可完成换电”的大容量电池组，情况就会彻底反转——给纯电动卡车补充能量的速度甚至比柴油车加满油箱还要快。为了探寻这一技术的可行性，Robert 来到了位于澳大利亚新南威尔士州的 Janus Trucks 公司。 ### [01:39](https://www.youtube.com/watch?v=9eYLtPSf7PY&t=99s) 模块化油改电系统与换电网络的颠覆性逻辑面对商用重卡电动化的困境，Janus Trucks 的创始人并不打算自己从头造车，而是选择去扫除重型车辆电动化路上的真正障碍。许多人对纯电重卡最大的顾虑就是漫长且充满焦虑的充电时间：司机急着赶路，却要在一个地方被动等待 6 个小时才能充满。正如 Janus Trucks 代表所说：“We've developed a system that enables a conversion of every new and used truck in the world, and we removed the impost of battery charge time.” 他们的改装模块拥有与传统 13 升柴油发动机完全相同的外形轮廓（envelope），这意味着该套件能够塞进全球任何一辆 8 级（Class 8）及以上的重型卡车机舱内。他们目前已经针对五种不同的品牌和车型完成了成功改装，并极度欢迎各大卡车 OEM（原始设备制造商）直接采用这一可换电架构。在基础设施方面，团队特别抨击了当下对大功率直充网络的盲目崇拜。对于电网而言，不设缓冲的大功率快充是极具破坏性的伪命题。而 Janus 的换电站本质上同时也是储能电站（ESS），可以在电网空闲或可再生能源充足时从容慢充，等车辆进站时即换即走，不必让昂贵的卡车趴在桩前死等。 ```mermaid flowchart LR accTitle: Janus Trucks 换电重卡运作流向图 accDescr: 展示从电网谷期或绿电储能、进入换电站缓冲，再到重卡1分钟换电上路的完整流程架构 subgraph Power ["能源侧"] PV["太阳能 / 风电"] Grid["电网谷期电力"] end subgraph Station ["Janus 储能型换电站"] Storage["储能与慢充系统"] BatteryReady["满电就绪电池组"] end subgraph Truck ["Class 8+ 重卡系统"] Swap["1分钟极速换电"] Drive["540 kW / 720 hp 电驱动"] Gearbox["16速无离合自动变速箱"] end PV --> Storage Grid --> Storage Storage --> BatteryReady BatteryReady --> Swap Swap --> Drive Drive --> Gearbox ``` ### [03:06](https://www.youtube.com/watch?v=9eYLtPSf7PY&t=186s) 97吨公路巨兽：双挂重载与无离合变速箱随后，Robert 登上一辆由老式卡车改装而来的 Janus 纯电重卡进行实际道路试驾。驾驶操作异常简便：踩下制动踏板，旋钮切入 D 挡，行车电脑自动选择三挡起步，踩下电门即可平稳出发。虽然彻底省去了离合器踏板，但车辆依然保留了自动换挡变速箱。重卡与普通家用电动车有着天壤之别。普通特斯拉等乘用车自重仅约 2 吨，而眼前这台车拥有高达 97 吨的总重额定载荷（GVM），可以合法拖挂两节大型挂车（B-Double）。相比之下，特斯拉 Semi 的核定承载能力仅有其一半左右，而沃尔沃市售纯电重卡通常也只核准到 44 吨。对于这种要在陡坡起步的 90 吨级庞然大物，后轮必须具备极端恐怖的轮端扭矩，单靠固定齿比单级减速器根本无法满足工况，必须依赖齿轮箱来放大扭矩。具体动力总成与机械配合的细节包括： - **动力匹配**：车内搭载一台峰值功率 540 kW（约 720 马力）的电动机，其动力与扭矩输出特性与此前拆除的 16 升沃尔沃柴油机在 2000 RPM 时完全对标。 - **换挡逻辑**：匹配一套等效于 16 速的机械式自动变速箱（AMT）。由于电动机的转速控制极为细腻，系统在升降挡时只需切入空挡、精准调校电机转速（Speed Match），即可丝滑啮入下一挡位，完全不再需要传统的物理离合器摩擦片。 - **商业落地的现实场景**：这不是停留在展厅的试验品，眼前这台车正日夜不停地在澳洲道路上为客户运输建筑砂石并收取商业运费。正如 Janus 代表自豪地指出的那样：“It's the first trucking commercial operations of this upper Class 8 in Australia in commercial operations as we speak today.” ### [05:28](https://www.youtube.com/watch?v=9eYLtPSf7PY&t=328s) 续航、空气阻力与“移动储能电池包” 在谈到满电续航表现时，工程团队坦言重卡的能耗极其复杂，高度取决于道路地形、载重质量以及能否有效利用动能回收（Regen）。在平原工况下，单次续航大约为 400 至 600 公里；但如果拉着极限满载且不断攀爬长坡，续航可能会被压缩到 300 公里左右。影响续航的核心变量主要有两个： 1. **滚动阻力**：车辆接触地面的车桥和轮胎数量。 2. **空气阻力**：车头正面如同“推着一块巨大砖头在空气中破风”，尤其这台传统造型的卡车表面布满各种金属装饰和导流板，气动阻力极高。在能耗数据方面，该车平均能耗约为 1.5 到 1.7 kWh/公里。对比之下，一辆高效率的纯电家用轿车每度电能跑 7 到 8 公里（能耗仅约 0.13 kWh/公里），重卡的能耗是家用电动车的十倍以上。当卡车停下后，Robert 靠在车侧原本安装巨大柴油油箱的位置。这里现在挂接的是两个对称分布的可更换式动力电池包： - **容量与电芯体量**：单边电池组加上对侧副组，整车动力电池总容量达到惊人的 620 kWh，其电量大致相当于 8 台特斯拉 Model 3 的总和。 - **重量平衡**：单个电池包重达 2.08 吨，两块合计超过 4 吨。不过，拆除原车的 16 升柴油机、大容积燃油箱、重负荷燃油、排气处理系统、中间冷却器等结构，为整车减重了约 3.5 吨。换言之，改装成电车后，整车自重仅比原版柴油车净增了 0.5 到 1 吨左右。 ### [07:32](https://www.youtube.com/watch?v=9eYLtPSf7PY&t=452s) 运营成本对决与澳大利亚的能源安全困局在商业车队运营中，成本账是决定企业生死存亡的红线。按目前澳大利亚的市场价格同等折算： - 柴油重卡的能源消耗成本约为 **1.00 澳元/公里**； - 如果直接采用当前澳洲电网市电（工商业电价约 25 至 26 澳分/度）给电动卡车充电，每公里能源成本可降至约 **0.60 澳元**； - 若进一步采用“表后自发自用”（Behind-the-meter）模式，利用物流园区、大型仓库屋顶铺设的光伏阵列或局域风电离网补能，电力成本能压到惊人的 **6 澳分/度**，运营开支将被极度压缩。除了商业账本，重卡换电更牵扯到国家层面的战略安全。Janus 代表在车上向 Robert 披露了一个令人震惊的现实： - 澳大利亚境内高达 **95% 的燃油全部依赖海外进口**，本土精炼和生产份额仅占区区 5%，绝大部分燃油都漂在远洋油轮上。 - 由于本土储油罐容积严重不足，澳大利亚全境的柴油储备常年**仅够维持约 14 天**。正如 Janus 代表所警告的，一旦供应链出现地缘政治扰动，整个国家的物流脉搏将在两周内彻底休克。转用电能不仅是为了减排，更是在利用澳洲极其充沛的本土光照与风力资源，重夺国家的“能源主权（Energy Sovereignty）与能源安全”。 ### [08:51](https://www.youtube.com/watch?v=9eYLtPSf7PY&t=531s) 削峰填谷：换电站对脆弱电网的拯救在驱车返回换电工位时，Robert 远远看到站内已经有一块充满电的电池在等待更换。Janus 的换电逻辑打破了“即插即充”对电网的粗暴索取：换电站可以选择在电网负荷最低、或者可再生能源发电设备大发时进行充电。在澳大利亚，典型的人口生活与工业用电高峰出现在早晨 7:00 到 9:00，以及下午 16:00 到晚上 21:00 之间。除这两个时段之外，绝大部分输变电电网基础设施都处于极低利用率的闲置状态。Janus 代表强调，没有必要为了卡车快充而耗费数百亿公里的资金去全面改造加固公共电网；通过换电站充当大型削峰填谷电池阵列，完全可以在现有的电网闲时容量内高效完成能量流转。 ### [09:34](https://www.youtube.com/watch?v=9eYLtPSf7PY&t=574s) 循环经济与卡车“二次生命”：以旧改电的现实考量车队代表向主持人 Robert 介绍眼前的这辆卡车。虽然它看起来崭新且为纯电驱动，但实际上是一辆出厂于 2012 年的老车，车龄已有 11 年，在被改装前已经累计行驶了 130 万公里。这种改装的核心理念在于重塑“二次生命”，充分利用现有基础设施和重资产，让循环经济持续运转。全球主机厂（OEM）每年的新车产能只能覆盖全球车队总量的约 5%，因此如果不依托既有存量进行低碳化改造，根本无法达成 2030 年和 2050 年的零排放目标。此外，制造一辆全新的卡车本身就背负着巨大的制造碳负债，改造老车能直接化解这部分环境代价。全球重型牵引车（Prime Mover）的平均服役年限通常在 13 到 15 年之间。在这段生命周期中，卡车通常每行驶 80 万到 100 万公里（约合 60 万到 70 万英里）就需要进行一次大修，整车生命周期内往往要经历两到三次发动机大修。与其反复花大价钱维修柴油机，不如直接拆除发动机换上电动机。代表强调：“The motors realistically have you know a multi-decade life, right? So there's no issue with maintenance, but there's no usable serviceable parts, right?” 电动机依靠底层软件保护，具备严格的温度和功率防护机制，驾驶员几乎不可能使其过载损坏；由于没有可磨损维护的零件，电机的预期使用寿命长达数十年，可行驶数百万公里。不仅电机寿命极长，传统变速箱的寿命也将实现翻倍。传统柴油机运转时伴随活塞往复运动产生的高频振动、巨大的热量以及离合器接合时带来的冲击负荷，通常导致变速箱在 100 万至 150 万公里左右就需要更换轴承座与检修齿轮。而电动机没有剧烈冲击载荷、没有传导热量和高频振动，变速箱的机械寿命预计将超过原来的两倍。 - **卡车原车龄**：2012 年出厂，改装时累计行驶 130 万公里 - **全球存量更替限制**：全球 OEM 车厂年产能仅占车队总量的约 5% - **重卡大修周期**：柴油机每行驶 80 万至 100 万公里需翻修一次，整车周期内经历 2 至 3 次大修 - **传动链寿命改善**：消除活塞往复高频振动和热应力后，变速箱维护周期与寿命翻倍 --- ### [11:49](https://www.youtube.com/watch?v=9eYLtPSf7PY&t=709s) 驾驶舱改造、动能回收制动与惊人的运维经济账在驾驶舱内部，唯一的显著改动是新加装的一块显示屏。屏幕上实时显示着电机转速、挡位以及电池电量百分比（当前显示为 24%）。更为巧妙的是，改装团队保留了卡车原有的发动机制动开关，将其无缝切换为动能回收（Regenerative Braking）的调节挡位，提供轻度、中度和重载三挡可调模式。在最强回收挡位下，动能回收扭矩可高达 2,800 牛·米，足以在 10% 到 15% 的陡坡上将整台重卡完全拉停。对于重型卡车而言，动能回收不仅是回充能量的手段，更是长下坡过程中极为关键的辅助制动与安全保障；其单次制动发电功率可将高达 540 千瓦的能量倒灌回电池包。在运营成本方面，电动卡车展现出柴油卡车无法比拟的经济优势。在典型的城市配送场景中，柴油重卡每公里的常规保养维护费用约为 14 到 16 澳分，这还不包括因例行停运产生的停工损失——仅做一次大型发动机机油保养就需要让车辆停运 6 个小时。而改装电动卡车完全不需要更换机油，平摊下来的日常维护费用被压低至每公里 4 澳分以下。配合几乎不磨损机械刹车片的超强动能回收，整体维保开支出现断崖式下降。这种转变对整个物流行业和城市社区都具有外溢价值。在人口密集的居民区，无噪音和零废气排放使得货运可以打破传统的时间窗口限制，实现 24 小时全天候向郊区和社区配送，彻底重塑城市物流生态。 ```mermaid flowchart TD accTitle: 柴油卡车与电动改装卡车运维成本与停机对比 accDescr: 对比柴油重卡高昂的维保与机油更换停机时间，与电动改装卡车低成本、高效率的对比图。 subgraph DIESEL["传统柴油重卡"] D1["维护成本: 14-16 澳分/公里"] D2["机油大保养需停运 6 小时"] D3["机械刹车片高频磨损"] end subgraph ELECTRIC["Janus 改装纯电卡车"] E1["维护成本: < 4 澳分/公里"] E2["无需机油保养，零机油停工损失"] E3["2,800 N·m 动能回收制动 (最大 540 kW)"] end DIESEL -.->|"翻新替换与电驱动升级"| ELECTRIC ``` - **三挡动能回收**：利用原车发动机制动开关控制，最大制动扭矩 2,800 N·m，支持 10%–15% 坡道驻停 - **制动回流峰值**：动能回收峰值回流功率达 540 kW - **维保费用对比**：柴油卡车 14–16 澳分/公里 vs 纯电卡车 < 4 澳分/公里 - **停运时间改善**：省除单次耗时 6 小时的发动机机油大保 --- ### [13:40](https://www.youtube.com/watch?v=9eYLtPSf7PY&t=820s) 商业模式转型：车电分离与电池即服务（BaaS）针对车辆改造费用，代表透露目前的改造成本大约在 15 万至 17.5 万澳元之间，具体根据车型底盘有所浮动。这笔费用并不包含动力电池组本身，因为 Janus 采用了“电池即服务”（Battery as a Service, BaaS）或“能源即服务”的运营模式。在整台电动卡车中，最昂贵的部分正是动力电池。虽然车主也可以选择自购电池，但代表直接指出了这种做法的弊端：“Why do you want to own an asset where there's millions of dollars, well actually probably closer to billions of dollars being spent on battery cell technology, and limit yourself to that technology today? The beauty of our system is as a new cell chemistry comes available, we just put in the box.” 车电分离方案解除了卡车运营方对动力电池快速迭代淘汰的后顾之忧。全球各大实验室和厂商正投入数以十亿计的资金研发新型电芯化学体系，如果重卡运营商自购昂贵电池，资产就会被锁死在当下的技术代际中。而在 Janus 的换电体系下，无论是三元锂、磷酸铁锂还是未来性能更高的新型电芯，只要技术成熟，工程团队只需将其封装进标准的外部电池箱中，车队即可随时无缝换装最新的化学电池方案。 - **整车改装基准造价**：15 万至 17.5 万澳元（不含电池） - **核心商业逻辑**：采用车电分离与 BaaS 模式，用户按需使用能源服务，规避技术折旧风险 - **电池盒标准化**：兼容未来化学电芯形态，实现技术无感升级 --- ### [14:25](https://www.youtube.com/watch?v=9eYLtPSf7PY&t=865s) 机器人全自动换电站与退役电池梯次储能针对换电补能网络的演进路线，代表公布了未来 12 到 24 个月的核心建设计划：公司将在干线上建设全自动机器人充换电站，目标是将卡车的电池更换时间缩短到 1 分钟以内。未来的换电作业流程非常清晰高效：重卡驶入封闭式充换电站后，驾驶员出于作业规范和安全考虑下车进入安全等待区；内部自动化机器人系统随即运作，快速拔出电量耗尽的电池箱并将其送入充电架，同时调取满电电池箱精准锁入卡车底盘；整个机械过程耗时不足 60 秒，完成后驾驶员便能重新登车直接上路。面对电池从卡车上退役后如何处理的问题，代表解释了清晰的梯次利用规划。当卡车动力电池衰减至 80% 容量后，虽然不再适合承担高负荷公路干线运输，但这些拥有固定容量规格的电池包能够立即转入静态储能（Static Storage）市场。它们可以部署在电网侧提供调频与电网支撑（FCAS）服务，或者直接替代高层商业建筑和医院地下原本用于消防水泵及生命支持系统的传统柴油备用发电机。这些退役电池组常驻于建筑地下，在电网电价低廉或绿电富余时充满电，既消除了柴油发动机维护与尾气风险，也为全生命周期的电池闭环画上了句号。 ```mermaid flowchart LR accTitle: 换电重卡电池全生命周期与梯次利用流程 accDescr: 展示动力电池从重卡运营、机器人 1 分钟换电，到退役后降级作为静态储能和备用电源的流转闭环。 subgraph TRANSPORT["公路货运应用"] A["620 kWh 标准电池箱"] -->|"搭载运营"| B["重型牵引车"] B -->|"进站补能"| C["机器人充换电站 (作业 < 1分钟)"] C -->|"换装满电模块"| B end subgraph RETIREMENT["退役与梯次利用 (SOH 80%)"] C -.->|"容量降至 80% 退出车用"| D["静态储能系统 (ESS)"] D --> E["电网支撑与 FCAS 调频"] D --> F["替代医院与高层建筑柴油发电机"] end ``` - **全自动机器人换电站建设周期**：未来 12 至 24 个月内落地 - **全自动换电速度**：单次机械换电流程控制在 1 分钟以内（Sub one minute） - **退役容量门槛**：降至 80% 初始容量（SOH）后转为静态二次储能 - **梯次应用场景**：参与电网辅助服务（FCAS）、工商业储能、替代医院及高层建筑消控备用柴油机组 ## Mentioned Janus Trucks, Robert Llewellyn, Tesla Semi, Tesla Model 3, Volvo ## Video description Over a million miles, 620 KWh of batteries, a 540 KW Drive and 97 tonnes. This is the episode jam packed with big electric trucks and even bigger numbers! Robert travelled to New South Wales, Australia to find out how Janus Trucks are giving diesel lorries an electric makeover with their pioneering swappable battery as a service system. Enjoy! Get your tickets for Fully Charged LIVE in Sydney this March: https://au.fullycharged.live/ 00:00 16 litre diesel engine... 00:50 Quicker than refuelling! 01:41 Convert every truck 03:06 Double the capacity of a Tesla Semi 05:28 Range? 06:43 620KWh! 07:32 Cheaper than a diesel? 08:51 Swappable batteries 09:59 Circular economy 11:49 Regen 12:41 Maintenance 13:40 Battery as a Service 14:25 Robotic Charging 15:01 End of life batteries Visit our LIVE exhibitions in Australia, UK, USA, Canada & Europe: https://fullycharged.live/ Become a Patreon: https://www.patreon.com/fullychargedshow Become a YouTube member: use JOIN button above Subscribe to Fully Charged & the Everything Electric channelsSubscribe for episode alerts and the Fully Charged newsletter: https://fullycharged.show/zap-sign-up/ Visit: https://FullyCharged.Show Find us on Twitter: https://twitter.com/fullychargedshw Follow us on Instagram: https://instagram.com/fullychargedshow For Clean Energy and Home Tech take a look at the @EverythingElectricShow #evs #cleanenergy #electriccar #truck #energystorage #energy #electricvehicles #battery #infrastructure #BatterySwapping #CircularEconomy #netzero #Australia [Source](https://www.youtube.com/watch?v=9eYLtPSf7PY)

Source quotes

[9:34] Janus Electric representative: If we're going to try and hit targets of 2030 and 2050 zero emissions, we've got to use what we've got.

Original transcript

[0:00] [Music] [0:02] hello and welcome to another episode of [0:05] the fully charred show now what I've got [0:07] beside me here this big thing here that [0:10] is a 16 liter [0:12] diesel engine and that is the sort of [0:14] engine that you have in a big truck [0:15] we've been using this technology to move [0:18] the goods around the world on the on the [0:20] ground for the last I don't know what [0:22] 120 years they've gradually got bigger [0:24] and bigger and more and more powerful [0:25] the trucks have got enormous they're [0:27] absolutely massive now this is [0:29] incredibly reliable solid good [0:32] old-fashioned proper engineering it [0:34] works it lasts for hundreds of thousands [0:36] of miles it costs an enormous amount to [0:39] maintain it costs a vast amount to fuel [0:42] it burns through hundreds of thousands [0:44] of liters of incredibly toxic imported [0:47] fossil fuel [0:48] that's the downside [0:50] the upside is you know we've been doing [0:52] them for years and we all understand how [0:54] diesel engines work but what if you [0:55] could take this out of one of those big [0:57] trucks and replace it with an electric [1:00] motor and a big load of batteries that [1:03] you can swap in one minute [1:05] it's quicker to charge up an electric [1:08] truck than it is to fill up a diesel [1:11] tank it's faster that is really exciting [1:14] we've come here to jaina's trucks in New [1:17] South Wales Australia to see how they do [1:19] it [1:20] like the fully charred show then you [1:22] will love our six live shows being held [1:25] around the world in 2023 starting with [1:29] Sydney Australia on March the 11th and [1:32] 12th [1:34] [Music] [1:39] when we when we started the Janus [1:42] business model what we wanted to do was [1:44] remove the imposs to heavy vehicle [1:46] electrification yeah so we've developed [1:48] a system that enables a conversion of [1:50] every new and used truck in the world [1:53] and we removed the impost of battery [1:56] charge time [1:58] we're going to make this simple it's got [1:59] a work effectively it's got to work [2:01] across all models we don't want to be a [2:02] truck manufacturer we just want to [2:03] re-energize them and that's why we you [2:05] know we've done five different models [2:06] and makes and our system works across [2:09] all of them when you have a look at the [2:11] conversion modules here and in the truck [2:12] you'll see that the same envelope as a [2:16] 13 liter diesel engine right essentially [2:19] that means that the Janus conversion [2:20] module can fit in any Class 8 or above [2:23] truck in the world we'd love the oems to [2:25] say hey we just want to use your [2:27] exchangeable battery technology build [2:28] your electric truck put the exchangeable [2:30] technology on it that is better for the [2:32] grid better for the the trucking [2:34] operator takes away that charging and [2:36] ranging anxiety of oh I've got to be [2:38] somewhere but it's going to take me six [2:40] hours to charge that vehicle to get the [2:41] full charge and and that's you know this [2:43] fallacy of fast charging if you're going [2:46] to put fast charging networks in you've [2:48] got to have storage and that's what our [2:49] that's what our charge stations are also [2:51] offer is a storage capacity so that it [2:54] can be utilized when the vehicles come [2:55] in rather than waiting for that vehicle [2:57] to turn [3:03] [Music] [3:05] you ready to go yeah [3:08] so it's just a simple foot on the brake [3:10] put it into D for drive right at selects [3:13] gear and we're in gear three and away we [3:15] go so just put the accelerator in it's [3:17] no clutch so it's all automatic yeah [3:19] you've still got to have gears because [3:21] of the weight of the vehicle so this is [3:22] one of the heaviest road going rated [3:25] electric trucks in the world so this is [3:26] a 97 ton rated so this is a double [3:29] capacity of what the Tesla Sami is and [3:32] yeah and what the Volvos eroded to 44 [3:34] tonne we're rated to 97. 97 so we can [3:37] tow two trailers so similar to what [3:38] we've got in front of us see we can put [3:40] two trailers on so this is an equivalent [3:43] 16 speed automatically shifting manual [3:45] gearbox so the key difference between [3:47] trucks and cars is a truck needs a lot [3:51] more torque at the wheels to get off the [3:52] mine particularly when you're on steep [3:54] includes purely because of the mass of [3:56] the vehicle so all of all Janus vehicles [3:58] are 90 tonne plus rated trucks right so [4:01] you compare that to your average for [4:03] example Tesla yeah you're at about two [4:05] tons so it's absolutely necessary to run [4:07] a gear box with a large vehicle right so [4:10] right here we have a 720 horsepower 540 [4:13] kilowatt Drive which is equivalent to [4:17] the 16 liter Volvo engine that came out [4:20] of the truck behind us right right so [4:22] this is exactly the same power and [4:24] torque characteristics at 2000 RPM as [4:26] the 16 liter Volvo engine that came out [4:28] of the truck and to get the the torque [4:31] required to move a truck at such high [4:33] gross vehicle masses to the rear wheels [4:35] we run through a conventional truck [4:37] gearbox right so even though there is a [4:38] gearbox it's fully automatic so it [4:40] operates in the same manner as an [4:42] automatic gearbox on a diesel truck does [4:45] with the exception that you actually [4:46] don't need a clutch because with the [4:48] electric motor you've got infinite [4:50] control over the RPM of the motor we can [4:52] simply shift to neutral speed match and [4:54] shift to the next gear seamlessly right [4:56] but then the other thing is I just want [4:59] to really point this out is that your [5:01] that you know I've been in lots of kind [5:04] of in big and motor commas experimental [5:06] Vehicles where people have you know [5:09] converted things but that this is in use [5:11] commercially in use there's a company [5:13] using this right to deliver sand and [5:16] they get paid to do it correct so it's [5:17] just so it's the first just being used [5:19] all the time it's the first Trucking [5:20] commercial operations of this upper [5:22] class eight in Australia right in [5:24] commercial operations as we speak today [5:26] I know in roughly what range can it do [5:29] then when it's on on a full look between [5:31] suppose it depends on so many things [5:33] yeah it does it depends on um [5:36] depends on the topography where it's [5:38] operating what load is what the load is [5:41] you know is it is it in a space where [5:43] they can get um lots of regenerative [5:45] braking right all of those sorts of [5:46] things so [5:48] um it it all it all basically comes back [5:50] to what it's Towing so somewhere between [5:52] four to six hundred kilometers right um [5:54] depends on the regenerative braking some [5:56] some applications only around 300 [5:58] kilometers because of low fat weight and [6:00] you've got a hill yeah the other side [6:02] like the two big factors that affect [6:04] your range is [6:05] um is your rolling resistance so how [6:08] many axles you're towing on the ground [6:09] right and then how big is the brick [6:10] you're trying to push through the air [6:12] yeah like this truck has not got a lot [6:14] of wind efficiency in it it's very you [6:17] know it's got shiny things all over it [6:18] it's got a big windfoil yeah it doesn't [6:20] need to be doing that so it it averages [6:22] sort of around that 1.5 to 1.7 kilowatt [6:26] hours per kilometer right yeah that's a [6:29] good way of judging it so I mean yeah [6:30] for people who don't know I mean an [6:32] Efficient Electric hole get between four [6:34] and a half and five miles so about seven [6:37] or eight kilometers per kilowatt this [6:39] uses one and a half kilowatt hours per [6:42] kilometer right yep so what I'm leaning [6:44] on is a battery pack and what used to be [6:46] here were two enormous diesel fuel tanks [6:48] but this is replacement this is 620 [6:52] kilowatt hours of electricity that is [6:55] about eight Tesla Model 3s in just this [6:58] pack and then it weighs uh 2.08 tons so [7:03] there's two of these there's another [7:04] battery pack same size on the other side [7:06] of the truck so essentially when you [7:08] take the diesel engine fuel um fuel [7:10] tanks fuel load exhaust systems [7:13] intercooler et cetera Etc you remove all [7:15] that out of the truck you're moving [7:17] about three and a half tons of weight [7:18] right and then when you put the Janus [7:20] system back on you're actually putting [7:21] about four tons back in right so you're [7:23] about half a ton to a ton heavier than [7:25] your conventional diesel at the moment [7:28] foreign [7:29] [Music] [7:33] the cost of running this driving at a [7:36] kilometer has got to be cheaper than a [7:37] diesel one I mean am I way out of line [7:39] you're right so you're looking you know [7:42] if you're talking apples for apples with [7:43] energy you're looking at about 60 cents [7:45] a kilometer with a electric vehicle as [7:48] opposed to a dollar a kilometer with a [7:50] uh with a diesel vehicle at the moment [7:51] with current fuel prices right and that [7:53] is and that is if you charge it from the [7:55] Australian grid of paying grid prices [7:57] per kilowatt hour correct right correct [7:58] so even that's cheaper but if you can [7:59] make your own fuel yeah you hook it to [8:02] solar hook it to wind get into renewals [8:04] get behind the meter get off grid yeah [8:06] um you know look at warehouses and and [8:08] put the put the solar on the top of the [8:10] warehouses you know you're bringing that [8:11] fuel cost down to about six cents a [8:13] kilowatt hour as opposed to about 25 to [8:15] 26 right in the Australian grid [8:17] delivered at the moment yeah so it has [8:19] significant economic benefits for the [8:21] fleet operator but not only for the [8:22] fleet operator but we we then start to [8:24] get energy sovereignty and energy [8:25] security back in our country yeah [8:27] because we've got we've got an abundance [8:28] of renewable energy in this country we [8:31] import 95 of all of our fuel for this [8:33] country wow [8:34] it was about 95 there's only about 14 [8:37] days of diesel in this country at any [8:39] one time because it's physically not the [8:41] tank storage for it and we only produce [8:43] about five percent of it ourselves the [8:44] rest of it's on ships [8:48] so we're just coming back into the [8:51] charge so you can see there's a there's [8:53] a battery there's a battery in the [8:55] charge station right ready to go for us [8:58] um we'll just pull up and we can do the [8:59] bat let me show you a battery exchange [9:01] with exchangeable batteries you can [9:04] charge your money it's good well you [9:05] charge when Renewables are in production [9:07] yeah you charge out a peak so you're not [9:09] putting an extra load on the grid you're [9:10] actually utilizing the grid [9:11] infrastructure when it's not in full use [9:14] yeah um so you know in Australia we have [9:16] a good a peak between 7am and 9 A.M in [9:18] the morning and then another Peak at [9:20] around uh 4 P.M in the afternoon to [9:22] about 9pm at night the rest of the time [9:24] that infrastructure is completely [9:25] underutilized so we've got to be smart [9:28] about how we do this instead of having [9:30] to put billions of dollars into [9:31] electrical grids how do we use that [9:33] infrastructure more efficiently same [9:34] principle with the truck this truck's 10 [9:36] years old right and it's fully electric [9:38] right it's a 2000 2012 sorry it's 11 [9:41] years old this year right it's a 2012. [9:43] right it had done 1.3 million kilometers [9:45] when we got it right you wouldn't think [9:47] it there's 0.3 million kilometer truck [9:49] so it's a second wife it's about using [9:51] utilizing infrastructure and assets and [9:54] getting repurposing and keep that [9:56] circular economy going round and round [9:58] there's only a five percent [10:00] manufacturing capacity in in vehicles [10:04] um in oems around the world so they can [10:07] only ever manufacture five percent of [10:09] the total Fleet right I assume if we're [10:11] going to try and hit targets of 2030 and [10:13] 2050 zero emissions we've got to use [10:16] what we've got you you've got to reuse [10:17] it and you've also got the carbon debt [10:19] for the manufacturing of this original [10:21] vehicle yeah and typically the average [10:23] age of every prime mover around the [10:25] world is between 13 to 15 years of age [10:27] right so when when you look at that and [10:31] and you look at it and go well 13 to 15 [10:33] years of age they've typically had two [10:36] to three engine rebuilds right in that [10:38] period of time right because every 800 [10:41] 000 to a million kilometers or you know [10:42] 600 000 miles 700 000 miles they need an [10:45] engine rebuild right so rather than [10:48] rebuild the engine just let's take it [10:50] out let's put an electric one in I mean [10:52] essentially electric motors are [10:54] protected in their software so it's [10:56] almost impossible to over overstress [10:59] these motors the temperature protected [11:01] they're power protected and so forth so [11:03] the motor's realistically have you know [11:06] a multi-decade life right right so [11:10] there's no issue with maintenance but [11:12] there's no usable server serviceable [11:13] parts right [11:15] um so we're expecting multi-decade lifes [11:17] out of the motor and multi-million [11:19] kilometer lights right the gearboxes [11:21] because there's no vibration and heat [11:23] coming back from a diesel engine yeah we [11:26] expect that the life of the gearbox will [11:27] more than double right so generally on a [11:29] gearbox you re-race a gearbox at about a [11:31] million kilometers maybe 1.2 1.5 million [11:34] kilometers but um because there's no [11:36] shock load coming back through from the [11:38] clutch there's no heat from the engine [11:40] there's no vibration there's no high [11:42] frequency vibration from the Pistons [11:44] essentially reciprocating we expect that [11:47] um you know we'll double the life of a [11:49] gearbox right what you can see in the [11:50] screen the only main modification is the [11:52] screen that goes in in the vehicle so [11:54] that gives us motor speed what gear [11:56] we're in and the percentage of charge of [11:57] the battery so it's got 24 in it right [12:00] but what we're then able to do then is [12:01] jump and we can see our regenerative [12:03] talk and we use the the existing engine [12:05] brake switch in the truck right as the [12:07] as the regenerative setting so we've got [12:09] three sets settings so you've got a [12:10] light a medium and a height and a high [12:13] Duty so we we've got 2 800 newton meters [12:15] of regenerative torque there right um [12:17] set as the highest setting so it will [12:19] stop you on a on a 10 15 grade it'll [12:21] pull this back up to a stop so with [12:23] trucks it's it's not only nice to [12:26] regenerally break to regain power it's [12:28] actually necessary because you have to [12:31] um assist the truck and Brake in [12:32] particularly on a long downhill declines [12:36] um so this motor for example will return [12:39] 540 kilowatts of energy to the battery [12:41] pack the significant saving just in [12:43] operating an electric vehicle in [12:45] maintenance over a diesel vehicle is [12:46] huge a typical vehicle doing [12:48] Metropolitan deliveries around 14 to 16 [12:50] cents a kilometer for maintenance for a [12:53] diesel just for the maintenance just for [12:55] the things that we don't think about and [12:56] the downtime yeah so that's the other [12:59] part when you're doing a major engine [13:00] oil service it's six hours off the road [13:02] yeah there's no engine oil to change on [13:04] this so we're looking at maintenance at [13:06] below four cents a kilometer for an [13:08] electric vehicle and you felt the [13:09] regenerative braking room for a drop [13:11] phenomenal you don't catch the brakes so [13:12] you take that into equation you know [13:15] it's just got so many benefits for the [13:17] transport industry and that flows on [13:19] then to us as a community as well too [13:21] because you know think about the noise [13:23] and the pollution that we save in in [13:25] concentrated in in you know residential [13:27] areas yeah [13:29] um greater delivery scope or Windows as [13:31] well too because less noise 24-hour [13:33] delivery Cycles into into Suburban areas [13:36] yeah it just makes a significant change [13:38] to the whole Logistics and community and [13:41] I mean is there have you got a kind of [13:43] rough budget of what it costs to do to [13:46] convert one to do a conversion you're [13:47] looking at about 150 to 175 000 [13:49] Australian at the moment depending on [13:52] the depending on the type of vehicle [13:54] right that doesn't include your [13:55] batteries the batteries are is basically [13:57] energy as a service because this if [13:58] you're seeing an electric vehicle is the [14:00] batteries right so you don't sell the [14:02] batteries to the to the truck the truck [14:03] the truck owner can own their batteries [14:05] if they want but I said why do you want [14:06] to own an asset where there's millions [14:08] of dollars well actually probably closer [14:10] to billions of dollars being spent on [14:11] battery cell technology yeah and limit [14:13] yourself to that technology today the [14:15] beauty of our system is as a new cell [14:17] chemistry comes available we just put in [14:19] the box right [14:21] all right [14:23] [Music] [14:25] one of the things we'll be doing over [14:27] the next 12 to 24 months is installing a [14:30] robotic charge and change stations as [14:32] well right and that will reduce the [14:34] change time the battery swap time to sub [14:36] one minute wow so the truck will drive [14:39] into essentially a building a driver [14:43] will exit the vehicle into what we call [14:45] a safe area just for you know good [14:47] governance yeah and robots will [14:49] literally pull the battery swap it with [14:52] a full battery and then rack the old you [14:54] know the depleted battery and the driver [14:56] will then be allowed to to re-enter the [14:58] vehicle but that whole process will take [15:00] less than a minute wow now the great [15:01] thing about it batteries people say well [15:03] what are you going to do with them when [15:04] they're finished in trucks well we just [15:06] take that out and it's because it's a [15:08] fixed capacity we'll be at 80 capacity [15:11] in that battery we use it as a good [15:12] storage battery we use it as static [15:14] storage it can be easily reutilized in [15:17] other areas where we need to have static [15:19] storage grid support fcast backup [15:21] batteries you think about replacing [15:22] diesel generator little diesel backup [15:25] power underneath hospitals and [15:26] underneath them high-rise buildings for [15:29] fire systems just put them put our [15:30] battery in there and just feed It Off [15:32] the Grid when it makes sense when the [15:34] power makes sense [15:35] foreign [15:38] [Music]