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Roger Bedell Product DirectorFurrer+Frey OpbridAutomated High Power Charger StationsContact: [email protected] +41 31 357 6180
Electrification of Long Haul Trucks using Tractor Swapping (Pony Express Model)
Motivation“A number of studies suggest that in the 2020 to 2030 time frame, heavy-duty vehicles are estimated to overtake passenger cars as the largest global contributor to fuel consumption and GHG emissions in the transport sector”
Motivation
Figure 3: New heavy-duty vehicle sales and fleet-wide fuel consumption in the U.S.
Per Mile (US) costs ofTractor-trailer
Proposed Solutions
Overhead Catenary – Big Infrastructure
In-Road Inductive Charging – Big Infrastructure
Battery Swapping – difficult to swap thevery large batteries needed, expensive stationsUltra-fast Charging during
rest times: heavier LTO batteries, very high Charge rates
Another Possibility: Tractor Swapping(Pony Express Model)
Tractor Swapping – Step 1
Tractor-Trailer arrives with lowBattery charge
Fully charged tractorwaiting
Tractor Swapping – Step 2
Driver Unhooks TractorFrom Trailer
Driver switchesTractors
Tractor Swapping – Step 3
Truck departs withFull battery
Tractor charges
Enabling Technology 1:Jost KKS Automated Coupling System
Enabling Technology 2:Furrer+Frey Opbrid Trůkbaar
Advantages• No large infrastructure projects needed
• No ultra fast charging needed – high energy batteriescan be used for longer runs between charges
• Simple, inexpensive and proven equipment
• Fast and safe. Swap in just a few minutes for a fully charged battery.
• Available today
Disadvantages• Without good scheduling, tractors can be left idletoo long, raising capital costs
• Tractors and trailers need to both have the KKSSystem for fast swaps, though manual swapping is possible
• Delays in one area can affect the entire system – similar to airport delays
• New business model, favors large shippers.
Possible Scheduling• Truck departure headway timed to allow enough timeto charge, perhaps 60 minutes (1C charging)
• Time tractor swapping should coincide with mandatory driver breaks to reduce the down time associated with leaving and entering the motorway
• Best for large wholly owned fleets or a “TractorSharing” business model
Example: Rotterdam to Zurich
Schedule (assuming 90km/h)• 08:00 Depart Rotterdam• Drive 2 hr 15 min (200km)• 10:15 Mandatory 15 minute break, tractor swap• Drive 2 hr 15 min (200km)• 12:45 Mandatory 30 minute break, tractor swap• Drive 2 hr 15 min (200km)• 15:30 Mandatory 15 minute break, tractor swap• Drive 2 hr 15 min (200km)• 18:00 End of driver shift, max 9 hours reached,• Destination reached.
• 4 swap/charging stations needed.
Battery Requirements per tractor
Range needed is about 200km + extra for wind, traffic, hills
Tractor-trailer fuel consumption is approx. the same asa 12m bus at ~37l/100km, or ~1kWh/km
Assuming 2kWh/km gives a battery of 400kWh
Using available NMC batteries with a pack level energy density of 110Wh/kg = 3600kg
Battery Requirements per tractor
Litarion NMC cycle life 9000@1C/1C, 3000@3C/3C
Makes economic sense to extend cycle life by charging at 1C (400kW) instead of 3C
Double the energy density of LTO, ½ the weight. SimilarCost/kWh/cycle
Duty cycle 2.25 hr driving/1 hour charging at 400kW (1C)
Equipment Requirements
Ratio of 3.25/2.25 tractors per load = 1.44 tractors per loadBut with some built in time for delays, 1.75 tractorsPer load is likely more reasonable.
Driving time of tractors depends on operation hours.Assuming 18 hours per day of operation, tractors willCharge 18/4 times per day = 4.5 times per day.
4.5 * 300 days = 1350 times per year, or 6 year lifetime.
Economics
Fuel cost is the largest portion of per mile trucking costs
Average fuel consumption is about 37 l/100km in bothUS and EU (similar to 12 meter buses)
Fuel costs of electricity are approx. 20% of diesel.
Economics
If a load is moved 800km per day, savings by electrification can approach
0.39 l/km * 75% * 800km * 1.20 €/l
280 €/Day * 300 days = 84.240 €/Year
Economics
Additional costs:
Batteries – battery cost is currently around 0.06 €/kWh/cycle(0.12 €/km) (Litarion NMC-9k cycles)
Extra Tractors – more tractors are needed, though eachtractor will last longer since it runs fewer km/year
Chargers, additional parking, and electrical infrastructure
Possible “Fatal Flaws”
• What about traffic jams? (accidents, construction etc)• Will the drivers want to do it? (No idea)• What if all the chargers are occupied? or, what if there are no charged tractors ready? (Logistics software)• Will this work with driverless trucks? (Yes!)• Swapping time is considered driving time, so this may eat into driver’s allowable time. (True)• Too difficult to implement (Incentive likely depends on direct and indirect financial benefits)
If electrifying is doable, we must do it now.Global warming is a real and present danger, and we need to stop burningfossil fuels.
Contact:Roger Bedell, Product Director Opbrid Charging Systems Furrer+Frey AG, Bern, [email protected]+41 (0) 79 609 5120
