Why the pure electric drive in truck long traffic belongs to the future

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Why the pure electric drive in truck long traffic belongs to the future-long

Matthias Grundler, Chief Executive Officer of Traton, and Andreas Kammel, who is responsible for alternative drives and autonomous driving at the truck and bus manufacturer, have shown in detail in a guest contribution at Eurotransport, why and how purely battery electrical E-trucks in many cases the most cost-efficient Solution for heavy duty traffic are, and why they should be the first choice with appropriate charging infrastructure on the long-distance route.

If the heavy trucks are not only electrified, but also equipped with autonomous driving functions, the “transport of the future at the same time becomes more ecological and economic”, so the two authors, as the two technologies “mutually fertilize”. The progress of autonomously driving trucks will be given the battery electric drive “on a very special degree on the fast lane”, so the two truck experts, as autonomous driving “one of the biggest disadvantages of the E-truck, the lower flexibility”, neutralize.

Battery trucks have hardly any significant disadvantages even against hydrogen trucks, which are commonly regarded as the best solution for goods transport on long-distance, are hardly any significant disadvantages. Although the charging process of a typical future truck about three times as long as the tank operation of a fuel cell truck, about 40 instead of 15 minutes. An e-truck, however, can be “at up to 20 hours of use on the day the investment in the battery even more effective amortizing and playing its energy cost advantages even more,” says Eurotransport.

Especially this advantage in energy costs is “the crucial reason why in truck traffic, especially on the long-distance, pure e-truck in the vast majority of the more environmentally friendly and for freight forwarders will be more favorable solution.”The couch mainly at the much worse energy balance of hydrogen, which makes the fuel a lot more expensive than the electricity in batteries directly.

Energy costs largest challenge in hydrogen trucks

“Even with four euros per kilo of hydrogen on the pumping column, he would be a worthwhile alternative to a fossil diesel truck, but in most cases still not competitive with an e-truck,” writing the two authors, as trucks “use intensively used Investment goods “be,” whose fuel costs exceed the purchase price.”And there” in the end in a sector with such low margins such as the forwarding business still above all the costs “decide which technology is used, pure electric drives are clearly in the advantage.

“The often expressed opinion, hydrogen trucks are something for the long-distance and e-truck only for the short distance”, is also “not to hold” for organic reasons, as a hydrogen truck with the same amount of electricity due to energy losses at the Electrolysis, distribution and rear conversion only a good one third comes as far as a battery truck.

The negative argument that an electric truck is less payload, the two authors invalidate: a purely electric long-haul truck is sufficiently equipped with a good 4 tons of heavy battery. In addition, more than 2 tons of components of the diesel drive are eliminated, and in Europe are “two tonnes of multi-weight in a zero emission vehicle”. In short: An e-truck losing “with matching axis configuration contrary to a widespread opinion on the long-distance barely or no payload.”

E-truck with total cost advantage from about 2025

A typical, regularly used e-truck in Europe can cut off at the total cost “already in 2025 better than a diesel truck,” says the two authors. By 2030, the cost advantage “already in the two-digit percentage range, including infrastructure costs”. For the fossil diesel then speak “only very little”.

An important prerequisite but is “a nationwide fast load infrastructure with which the mandatory 45-minute rest period of a driver can be used after four and a half hours of travel time to reload”. Whose construction along the main European corridors will be “needed a few years for a few years and include a number of challenges,” however, “significantly cheaper failure could be expected by high usage rates and various synergies”.

The ecological footprint is also significantly better due to the battery drive than with hydrogen: “With the same windmill in the North Sea three more e trucks can be operated as hydrogen trucks,” says the two authors. “Accordingly, three times lower energy and network expansion has been made as well as CO2 emissions,” they argue. The construction of a circular economy for batteries also have a positive effect on the life cycle assessment of E-truck.

“On the battery electric electric truck as a mainstream solution, hardly a way leads”

Long term, “Hardly a way to the battery electric E-truck as mainstream solution over”, so the two truck experts. But that does not explicitly mean that he could be “the only meaningful solution for all applications” or will. In certain regions or scenarios, hydrogen trucks or other alternatives such as biomethane can also “play a relevant role”. Also for long-distance buses, the hydrogen drive is a meaningful range of applications, as these are usually on the road with two drivers and put only very short stops on their routes.

Hydrogen trucks, the two authors predict, will be “established in more and more applications on the market in the next ten years, but are increasingly being displaced in parallel but increasingly due to everyday useful electric trucks because they are simply cheaper in maintenance,” says it in the guest contribution. This allows hydrogen trucks to “occupy a complementary role in an e-truck portfolio”. For the majority solution, however, it should not be rich in the face of more and more lighter, cheaper and long-distance electric trucks.”

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13 thoughts on “Why the pure electric drive in truck long traffic belongs to the future”

  1. Nothing to add anymore, I’m curious until when it also remark the hydrogen fanatics
    Interesting was a contribution to the green steel what was waited because of the hydrogen would be far too expensive and the German steel industry would be destroyed, strangely that the cost of hydrogen is totally uninterrestant!

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  2. Funny is already that 3’000 kg chemical cocktail are called, purely electric ‘. Whereas then 50 kg of hydrogen would probably be less pure.
    Purely electric are the electric railway and the overhead guide.

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  3. The hydrogen history only wins a bit ride, because large batteries are still expensive, heavy and bulky. But this is a temporary consideration that ignores eight, that with the research money that is currently investing in battery systems, development jumps in three-four years are expected. Then remote rides are no longer a topic. Priced the journey is just down anyway.

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  4. That’s all nice what the Volkswagen Group is writing. As long as nobody presents the loading concept on the rest areas and parking, I do not yet see the long-distance battery for battery truck. The loading infrastructure will cost many times more than that for the BEV. How ever wrote how should so much electricity come to all rests and roasting yards? The cost of society would be gigantic. I think that the hydrogen infrastructure would be cheaper to be built.

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  5. 2 experts who appreciate it like me – @Ostrich: Because of “nonsense”, as you always accuse me.

    An important point that is missing here – Long-distance freight transport is actually on the rail, There, politics would have been the right soft places and separate tracks for freight trains as well as a nationwide overhead line construction.

    1) Rails have a much small rolling resistance as truck tires and as the wagons ride in the windshade of the other wagons is also the air resistance per wagon much lower.

    2) without the truck tire abrasion Also falls much less fine dust and microplasty.

    3) A train driver is enough for ZIG truck charges, This is quasi “autonomous drive” for the freight wagons.

    4) Through the overhead lines above the rails Even hardly any cables in the earth are to be redded and no numerous and expensive charging stations are needed, so that the electrification of the rail network is no longer so expensive.

    5) Rail awards relieves the highways and lowers the road renovation costs drastically.

    In addition to the advantages of the purely battery electric truck towards hydrogen trucks, you should not forget the electrified freight rail traffic, here much more could be made for environmental protection.

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  6. How long should a BEV-12 or 18-tonner be restarted on the restatting motorway because there to the electricity? And if then a traffic jam is created in winter, like this winter, who drags the whole truck to the next charging columns? Maybe someone answers from the streams ?!

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  7. For battery electrical trucks only all drivers have to lose their job! And all screams hurray!
    We are still one or the other decade away (technically and legally) that autonomous trucks will drive from the front door to the front door and never need the intervention of a driver.
    Who renewed Saturday evening on a big German lockyard? Also at 10 supercharger for trucks Tuesday lunch is until all 45min have loaded. Always apart from that, not all trucks have space there and stand on all sorts of pitches or simply in highway in the industrial area. How should the flap?
    Also strong that there is no payload difference, because the permissible total mass is easily lifted around 2T. The Greens simply assume that bridges and streets are not allowed to wear faster.
    Writing today what is most cost-effective in 20 years is moving somewhere between “read glass ball” and “ideological wishful thinking”.

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  8. Studies and authors plead for the allegedly best solutions … their respective clients.

    If battery drive on remote lines would actually be more cost-effective than anything else, Deutsche Bahn would soon reduce its interference-prone overhead lines. Why probably happens at the train the opposite? And why other studies claim, overhead lines on highways are the most cost-effective option?
    According to the IFEU study, a battery electric truck in 2030 has no better CO2 balance sheet than a burner truck with E-Diesel, which was generated with solar power in Morocco. With Moroccan wind stream, the E-Diesel truck even better than the battery electrical truck with German electricity.

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  9. If not only the first hydrogen truck is fueled in 15 minutes, all afterwards have to wait until pressure is rebuilt. At the time in California already to see hydrogen cars. Nothing with 3 – 5 minutes.

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  10. It’s nice if a company that has not believed for the electromobility before, and did not want to build e-bus, now think differently.
    If the discussion for and against hydrogen should then be pressed exactly from this company in one direction, but in the end I miss but some substance. After all, the conductors of the leadership has noticed that the diesel is foreseeable obsolete and alternatives should be found, you want to continue to build trucks and buses, that’s great.
    Why we make the luxury and already call their death before the mass production of fuel cells, that does not open to me, and many great suppliers of the established manufacturers of God are not thank.
    The fuel cell has now reached a level where it makes sense again full throttle so that we can put a regenerative circular economy on the legs. These have recognized some economies and therefore the political pressure. Even if the efficiency is worse than in pure E operation, then it is better in the end than in combustors and will develop as far as it is called potential.
    So let’s take the time to improve both approaches, already because we already have sufficient hydrogen for 18000 buses as waste from the chemical industry for 18000 buses and not use.

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  11. Moin … what is a pure e-truck?Shovel with a hydrogen truck someone coal in a steam engine?
    Maybe a drive technology does not always have to be deserted. The whole thing is there anyway only when a fuel cell is combined with a battery.

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