 Electric trucks 2
kfz-tech.de/Ye249
Of course, the first question when introducing a new form of e-mobility is about the range, which is often not taken into account in descriptions of e-vehicles. For trucks in long-distance transport, the range is essential. The
aim from the outset was to overcome the first 4.5 hours until the mandatory rest break.
It is therefore possible with all models to drive off with a 100 percent charged battery and not have to charge until the first mandatory break. A bit difficult for assumed 80 km/h, but the real 67 km/h average can be maintained
by today's electric trucks.
From this you can also see the consumption of the electric trucks that have now been delivered. In summer, with a load, it is around 100 kWh per 100 km, more in wet conditions and headwinds, and slightly less under ideal
conditions. Motorway mountain routes apparently play a lesser role.
So what capacity they need is a more difficult question than with the corresponding cars. Because when it comes to classic batteries such as NMC batteries, the manufacturers are very cautious with them. Scania is said to
have made initially usable only 75% of it, later a little more.
So if we assume the currently highest values, such as 738 kWh for the Iveco Electric, it would appear to have more than the not yet available electric Mercedes with 600 kWh. But be careful, with the Iveco this is a gross value.
How much of this is usable and can more be unlocked later 'over the air'?
The 600 kWh of the eActros, however, are usable, although the gross amount is only 621 kWh. How can it be that Mercedes can declare such a large proportion usable? Quite simply, they are LFP batteries. Their additional
advantage is that they can be used up to almost 100% of the net amount.
However, one serious disadvantage is its weight. If we take the statements of the Mercedes engineer seriously, then the entire battery pack weighs 3 * 1,420 kg = 4,260 kg, making the eActros 3.5 tons heavier than its diesel
counterpart.
The e-trucker drove one of his electic trucks over the scales and there they confirmed a difference of only two tons compared to the diesel truck. This means that the competitors have less range and can also load less, but
unlike Mercedes, they have roughly the same payload with the 42 tons permitted by law.
Mercedes is obviously speculating that the LFP batteries will be more lightweight. It is also astonishing that all three battery packs in the eActros are installed on the right-hand side next to the chassis. 4,260 kg on one side,
which is unlikely to be balanced out.
Regardless of whether you like the face of the eActros above or not, the cab, which has basically been retained and only modified, is said to have 9 percent less air resistance than that of the diesel truck. It doesn't seem to fit
completely either, because there is a clear air gap between the chassis and its internals.
It's a lot of work anyway to create new connections for all the attachments because the conventional transmission is missing. The others have it easier here. What you might not suspect is that the electric truck also needs a
retarder, because a fully charged battery and a downhill stretch could come together, and then recuperation is impossible.
The recuperation is solved quite differently in general, with up to six stages. Yes, a high engine output also indicates a corresponding amount of recuperable electricity, if the electronics between allow it. Incidentally, it is like
it was with Tesla, not all of them trigger it via the brake.
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