Hygge Energy has developed a marketplace for local players to trade renewable energy.

The last decade has witnessed a gradual transformation of the Indian mobility space. The influx of electric vehicles (EV) has added to this change. It has also aptly highlighted the adaptation of modern technology by the auto industry, among others, to close the gap between EVs and IC-engine vehicles.

With stress being laid on the creation of an efficient infrastructure, albeit in the form of enough charging solutions, efforts are being made to ensure early adoption of EVs as well as a sustainable user experience. Designing a software to unlock the monetary potential of renewable energy with an eye on EVs and terming it as ‘Zero Emission Electric Mobility’, Hygge Energy has developed a marketplace that paves the way for local players to trade renewable energy. It is an initiative that will be set up at CNG stations. In this direction, the company has signed a memorandum of understanding with Think Gas.

Prateek Saxena, Founder and CEO of Hygge Energy, mentioned, “The Indian EV charging business faces three major problems: the electrical grid is not resilient enough to allow charging; the grid energy mix is not renewables-centric, and hence the charging source is not renewablebased in any manner; and buying grid energy is not profitable for charging operators. When chargers are set up, the grid requires very costly upgrades. The resulting increased transformer size causes higher sanctioned load and electricity bills as well. The load factor on the grid is too high; as the demand peaks for EV charging, the grid often does not have the capacity to support it. There is also a lack of aggregation of carbon credits. The individual EV charging station operators are not in a position to consolidate carbon credits for monetisation. Our solution addresses all of these problems.”

Zero Emission Electric Mobility was designed with three essential objectives in mind: charging EVs using renewable energy; promoting zero-emissions mobility; and no upgrades for grid infrastructure, hence avoiding delays and expenses. This will decrease grid load dependency for charging stations by over 80 percent and improve grid resiliency.

Hygge’s solution is supported by an end-to-end immersive EV charging mobile app that facilitates the entire charging experience for both the driver as well as the charging station owner.

The platform
The platform addresses the lack of aggregation of carbon credits as well. As the platform will source renewable energy for EV charging, it will be used for maximising carbon credits for companies like Think Gas in the clean fuel business, informed the executive.

Hygge Energy enables entrepreneurs and large corporates interested in investing in the EV charging business to make money. The platform is plug-and-play. It instantaneously connects EV charging stations to next-gen technology, including IoT devices embedded with artificial intelligence and blockchain that reduce cost of operation, and an immersive EV charging app that drives traffic.

Hygge’s technology allows EV operators to become profitable at a very low cost. “We partner for long term with operators, and this association lasts throughout the lifecycle so that we can support their operations related to pricing, policy, regulation and technology,” said Saxena.

Bridging the gap
Hygge’s EV charging system is supported by a next-gen charging app that enables owners to book, reserve and pay for charging time slots in advance, avoiding waiting time and disappointments because of not getting a charging spot and chaos at charging sites. End-to-end planning and scheduling of EV charging will also allow EV owners to overcome the hurdle of range anxiety.

The gamified and community-centric app will enable like-minded individuals to come together and exchange ideas for creating a greener future. Zero Emission Electric Mobility is a highly adaptable system that provides 100 percent clean energy e-mobility by ensuring that EV charging is done with renewable energy, thereby allowing environmentally conscious EV owners to be in charge of their energy usage and carbon footprint.

Hygge’s charging app also enables tracking of payments as well as carbon credits earned by users each time they utilise Hygge’s network. This will open up access to an INR 750 billion carbon trading market for renewables-based EV charging.

“Now our end users also include drivers of CNG vehicles. Think Gas requested us to improve the customer experience at their CNG filling stations by using our EV charging app for providing a similar experience for CNG drivers. Our app for CNG users includes advance booking, cashless payment and loyalties, like our EV solution,” informed the CEO.

Zero emission transportation
Electric vehicle charging using coal-heavy grid power emits 50 times more carbon than doing it using solar photovoltaic solutions. Zero Emission Electric Mobility ensures that all EV charging is done using renewable energy as opposed to using other available energy sources, thereby drastically reducing the greenhouse emissions.

The system is facilitated by Hygge’s proprietary customer premises IoT device called the Hygge Box, which operates on embedded machine learning-based artificial intelligence and blockchain technology. It enables tracking, measurement, optimisation, allocation and accounting of renewable energy, hence ensuring that electric vehicles are primarily charged with clean renewable energy.

Zero Emission Electric Mobility is a highly adaptable system that provides completely clean e-mobility. The platform can not only be integrated to any EV charging or battery swapping system but also provides truly zero-emission transportation by ensuring the use of low-cost renewable energy for charging EVs and batteries.

The partnership
Zero Emission Electric Mobility (complete with the Hygge Box and Hygge Energy’s EV charging app), as well as Hygge Energy’s app for CNG filling, will initially be installed at a Think Gas CNG station in Uttar Pradesh, followed by other locations under discussion. This will be a big step by Hygge towards unlocking a USD 15 billion carbon trading market for service providers offering CNG and EV charging services in India, which will make these businesses profitable.

Hygge’s platform is integrated with on-site or off-site renewable energy and the distribution grid infrastructure. It enables tracking, measurement, optimisation, allocation and accounting of energy. This ensures that all renewable energy is directed towards EV charging. In the absence of EV charging, this energy can be redirected to other applications for maximum utilisation and savings on electricity bills. It also avoids the additional load that EV charging infrastructure puts on distribution transformers. As a result, renewable energy e-mobility can be accommodated without the need for additional investments in grid infrastructure.

AVL strongly supported the working groups and agencies like TU Graz for the development of TUG CLEAR calculation method as well as JRC for the EMROAD calculation method along with further tasks such as uncertainty calculations.

Because of AVL’s vast experience with on-road emission testing coming from fulfilling related applications all over the globe – US, Brazil, China, Australia, India, etc., even in the present time the company constantly supports and works with JRC and other working groups in terms of knowledge sharing, testing, etc. for further developments in RDE.

Speaking to this correspondent on the support from the company, Shashi Singh, Managing Director, AVL India, said, the company offers Portable Emission Measurement Systems (PEMS) for LCV, HCV and NRMM on-board testing application both, as individual systems or as a modular concept, with additional software solutions to further support its users in tackling the RDE challenge.

The hardware:

•          Gaseous PEMS for LCV (CO, CO2, NO, NO2, O2, N2O)

•          Gaseous PEMS for HCV/ NRMM (CO, CO2, NO, NO2, THC, CH4, O2, N20)

•          Modular FID Analyzer to measure THC & CH4 (adds on to LCV Gas PEMS)

•          Particle Number PEMS (23 nm/ 10nm)

•          Particulate Mass PEMS

•          Exhaust Flow Meter

•          OBD II Scanner (Logs data from vehicle ECU – rpm, speed, coolant temp., etc)

In the case of software the company supports with:

•          Post-processing tool (One touch result generation in required legislative format)

•          SMS tool - Smart Mobile Solutions (Real time monitoring of an RDE test)

•          Road convertor (Generates test bed test bed cycles from the on-road data)

•          DMS - Data Management Solution (Seamless handling of fleet data) 

Talking on the uniqueness of AVL on RDE he said the first and foremost is technical knowhow; AVL is not just an equipment supplier, but a development partner. It has the largest installed base globally and in India. It has a dedicated PTE department working on RDE testing plus RDE calibration projects; it executed joint development with JRC. The company possesses vast experience from all the elements resulting in extensive know-how not only on RDE certification but also on RDE calibration and related special applications. High accuracy analyzers with ranges have been provided to cover even development tasks. The user-friendly, robust, and easy to operate system caters to a vast variety of applications. Besides, it has future proof solutions with features extending beyond RDE requirements (SMS tool, DMS, road convertor, N2O option, etc).

Talking on the company’s contribution to testing new energy vehicles such as Battery Electric Vehicles and Hybrids, he said, the climate change, the increasing demand for energy and the resulting increase in energy prices are forcing the automotive industry to reduce fuel consumption across its whole product range. The hybridization and even full electrification of conventional powertrains are major steps in this direction. As a result, OEMs and suppliers must develop electrified powertrain concepts. To test these electrified powertrains AVL offers the complete end to end solution from office simulation to lab to road testing. Some of its state-of-the-art testing solutions from AVL include E-Motor Testing, Battery Testing, E-Powertrain Testing, Inverter Testing, Fuel Cell Testing, Vehicle testing, Facility Design, NVH Testing, EMC Testing, Integration Test Beds, EOL Test Facilities.

“Battery, Hybrid, Fuel Cell – the electrified powertrain calibration tasks are challenging in all constellations due to the high complexity and level of interactions. The testing and optimisation activities are distributed between virtual environments, physical testbeds and the vehicle. All these require support in automation, simulation, result interpretation and optimisation as well as data management,” Singh said.

AVL offers a comprehensive solution to the challenge by combining the proven calibration and simulation tools such as intelligent DoE based test automation, modeling and optimization for E-Drive, Hybrid and Fuel Cell applications in the testbed; virtual powertrain layout testing and optimization in office; smart assistance in driving manoeuvre in the vehicle for development, calibration and validation tasks; easy automation of your calibration or variation in the vehicles 24/7 test field utilisation and easy and stable connection of simulation models to the test beds.

With the Covid19 the automotive industry is shattered, and indications are that it may take some time for it to reach the original levels. As every player in the automotive eco-system is symbiotic, each one comes up with a unique solution. From AVL India’s point of view it understands that today’s situation is very critical and calls for more interactive working. “We quickly need to adapt our way of working, our communication and social behavior. Considering the new normal for working conditions and restriction for mobility and resource deployment, AVL is supporting customers through various short term and long term measures. In the short term we are supporting our customers with remote support, online training, and digital services and providing access to webinars and white papers. From a ​mid to ​long term perspective, we are supporting the automotive industry for efficiency and cost improvement by collaborating with a data driven approach on various topics. We have created a new company in India - AVL India Big Data​​ focusing exclusively on this new area,” Singh said.

Founded in 1948, AVL is the world's largest independent company for the development, simulation and testing of powertrain systems (hybrid, combustion engine, transmission, electric drive, batteries, fuel cell and control technology) for passenger cars, commercial vehicles, construction, large engines and their integration into the vehicle. The company has decades of experience in the development and optimisation of powertrain systems for all industries. As a global technology leader it provides complete and integrated development environments, measurement and test systems as well as state-of-the-art simulation methods.

As a pioneer in the field of innovative solutions, such as diverse electrification strategies for powertrains, AVL is increasingly taking on new tasks in the field of autonomous driving (connectivity, ADAS, CCAD, etc.) especially on the basis of subjective human sensations (driveability, performance attributes, etc.). In the competition of technologies – internal combustion engine, battery/electric drive and fuel cell systems – and their combinations, it is working intensively and with the same priorities.

The company has digitised the vehicle development process with state-of-the-art and highly scalable IT, software and technology platforms, and creates new customer solutions in the areas of big data, artificial intelligence, simulation and embedded systems in an agile and integrated development environment. (MT)

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A leader in SAE Level 4 self-driving vehicle software for heavy-duty vehicles, Torc Robotics, an independent subsidiary of Daimler Truck, is opening a technology and software development centre in Stuttgart, Germany. In regards to the development, Gianenrico Griffini spoke to Michael Fleming, CEO, Torc Robotics, and Peter Schmidt, Head of Autonomous Technology Group, Daimler Trucks.

In an interview dating back to October 2019, you said you were in the phase of testing Class 8 autonomous driving on the public road. What stage are you currently working in? What results did you achieve so far?
Michael Fleming: Since we last met at the North American Commercial Vehicle Show in Atlanta in 2019, we have been safely testing a fleet of autonomous trucks daily on public roads in the US. We are developing autonomous truck technology to navigate for long-haul, hub-to-hub transport – our target use case. Typical driving scenarios, such as lane changes and complex merges, have been tested intensively and have proven that Torc’s autonomous driving software can safely navigate on highways. Recently, we have expanded our features and are now running and demonstrating L4 autonomous trucks with enhanced capabilities in more complex scenarios on surface streets, ramps and turns at controlled intersections. Our routes have expanded to multiple states: Virginia, New Mexico and Texas. Each area provides us with unique traffic and environmental conditions for testing. We have also expanded our simulation testing – allowing us to safely simulate thousands of traffic scenarios and reinforce capabilities on public roads.

Can you describe your technical solutions for Class 8 autonomous driving? Is a high degree of redundancy a key pillar of your Level 4 autonomous driving strategy?
Michael Fleming: The virtual driver is the Automated Driving System (ADS), which enables the vehicle to perform driving tasks. This includes software and hardware. Torc’s software stack is also known as the virtual driver. The automotive grade hardware includes computers, sensors and other hardware necessary for the virtual driver to perceive the world around it, localise and make behavioural decisions to perform driving tasks.

Peter Schmidt: Yes, in our opinion, redundancy is a must for autonomous trucks. It is the only way to ensure maximum safety. Here we do not compromise. Our engineers at Daimler Truck North America have done a phenomenal job in the past few years, successfully developing the first scalable autonomous truck platform with critical safety systems. Based on Freightliner’s industry-leading flagship truck, the autonomous-ready Cascadia with redundant functions represents the foundation for autonomous trucking. This truck has a second set of critical systems, such as steering and braking, and continuously monitors and assesses the health of these systems. In case of interruption or errors, the newly developed redundant systems will be able to safely control the truck.

What does the launch of the cross-functional TAAC (Torc Autonomous Advisory Council) mean? Does it mean you have already achieved a robust roadproof autonomous technology level that must be translated into transport operators’ reality?
Michael Fleming: We believe in developing technology to create sustained innovation in freight transport. This means working closely with leaders in shipping and logistics to define the best way to integrate with the freight network. With members of the TAAC, we are exploring solutions for hub-tohub operations, fleet logistics and fleet maintenance services. These are the capabilities beyond the technology for driving that are necessary for commercialisation. The TAAC supports Torc’s goal to be the first scalable, profitable, commercialised L4 truck solution. We are collaborating with key freight industry players who will provide strategic insights to Torc as we integrate with the freight network and tackle challenges beyond highway driving.

Peter Schmidt: With Torc now involving leading logistic companies, we are entering the next phase, focusing on specifically defining the real-world use case of the autonomous system of the future. We are on the right path and, together with our collaborators, we share the pioneering spirit and the willingness to succeed in autonomous trucking.

Can you outline a timetable for deploying hub-to-hub selfdriving trucks on daily interstate operations in the US?
Peter Schmidt: We are aiming to commercialise autonomous trucks on the road within this decade. In the US, we expect autonomous trucking to be a reality on a bigger scale by 2030. Already, from the middle of the decade onwards, we could see the first trucks running freight with customers, and we could then see the market ramp-up subsequently. While the go-to-market timing is determined by our partners, we will make sure our autonomous-ready Freigthliner is available in time.

Michael Fleming: Building on what Peter said, our timeline to deploy hub-to-hub self-driving trucks on daily interstate operations is not determined by a specific target date but by safety first. We will bring autonomous trucks into customer operations only when it is safe to do so.

What do you need from the legislator to speed up the introduction of self-driving trucks? What is it still missing?
Michael Fleming: At Torc, we want to be part of the solution, but we need to strike a balance of pushing innovation while keeping safety at the forefront. We’re happy to be thought leaders in sharing our own very stringent guidelines for testing and safety plans and helping to educate state and federal officials on the importance of autonomous trucking to society.

Recently, Daimler Truck subsidiary Torc Robotics announced the opening of a technology and software development centre in Stuttgart. How can you use the know-how acquired in the US for European autonomous driving operations?
Michael Fleming: For now, we remain laser-focused on developing autonomous trucking for deployment on US highways. The team in our Stuttgart office will support these efforts, tapping into the amazing talent pool of software and product development specialists in one of Germany’s prime automotive regions. This is the primary reason we decided to open an office in this location.

Peter Schmidt: Later on, we can then leverage our position as a global player and transfer the know-how and experience acquired in the US to bring autonomous trucking into other markets, for example, to Europe. However, due to different legislations and infrastructure, we expect other markets outside of Europe to become viable sooner. For the near-term, we are focused on commercialisation in the US and believe this focus will help us reach our goal here by 2030.

Gianenrico Griffini is the editor of Vie&Trasporti (Italy) and a technical journalist specialising in commercial vehicles. He is also the Chairman of International Truck of the Year consortium.

Building buses and electric vehicles, among others, MG Group has been catering to the needs of private bus operators, automotive OEMs and various others. Anil M Kamat, Managing Director, MG Group, spoke about his company’s plans on the sidelines of Prawaas 3.0 exhibition in Hyderabad.

What did you launch at Prawaas 3.0?
We launched our own product as an OEM, which is called the Columbus. The Columbus is a world-class, ultra-low fully flat floor, AHM 2021 compliant, one-of-its-kind premium tarmac coach.

MG Group is known to provide high-quality buses to the Indian market. Does that indicate the gap between European buses and Indian buses is shrinking?
The gap between European and Indian buses, at least in the inter-city premium coach segment, is shrinking, but overall, the Indian bus and coach industry still has to mature quite a bit for us to get to European standards, per se. Substantial investments in product design, superior materials/components and qualitative aspects and corresponding appropriate price realisation are required across all bus segments to get at par with European standards. That’s going to take a little bit of time; however, we see it happening – there is a transformation taking place that is going to force all the manufacturers to upgrade their products.

In fact, all the companies in the Indian bus and coach sector have realised the change in customer expectations for comfort, safety, serviceability of the product etc. Thus, all companies are moving up, and I believe this is something that should be possible to achieve in the next few years.

How do you plan to stay ahead in the Indian bus body building market?
In India, we have got our clientele spread across the entire range of applications in the bus and coach industry. So I think we’ll be able to achieve our vision in due course of time when the demand picks up.

How has the Covid pandemic affected MG Group?
The pandemic affected business big time. With schools being run online and corporates working from home, there were no requirements for school buses and staff buses. Also, there was obviously no travel. Therefore, inter-city coach business was down, which is still going to take some time to come back up. Even the state governments did not have budgets for purchases. Hence, overall, there was no business across the segments at all.

What is your post-pandemic vision for the MG Group?
We have restructured and restrategised internally in order to focus on certain segments of national importance, apart from the bus and coach industry. Some of the focus areas at our end are the aviation, defence, healthcare and EV (in the two- and three-wheeler space) sectors.

Can you tell us about MG Group’s plans for EVs?
The first and foremost priority would be to electrify the Columbus, possibly by the end of 2023. We also recently opened the MG EV Park at our Zaheerabad facility, which was inaugurated by the Minister of Municipal Administration and Urban Development of Telangana, K T Rama Rao. It is focused on being an incubation hub for electric two- and three-wheeler start-up companies.

What is your biggest takeaway from Prawaas 3.0?
Seeing the kind of footfall at the exhibition just goes to show that after the challenging two years of the pandemic, things are looking brighter again and the demand is coming back.