The role trailers could play in electrification

The role trailers could play in electrification

Range is a constant conversation in our increasingly electrified trucking world. The juxtaposition of getting more range is adding more batteries, but that adds weight to trucks that have spent the past decade, really, lightweighting components. But what about the trailer? Sure, batteries could add weight, and trailers tend to sit a lot, which is not great for batteries that need to hold a charge, but are there application opportunities here?

Turns out, there are innovative minds working on what the trailer could actually bring to the electrification game. At the TMC meeting last fall, ConMet eMobility offered up one of the more convincing trailer electrification applications with its Preset Plus Electric Hub (dubbed the “eHub.” Catchy.)

An in-wheel electric motor is paired with a ConMet PreSet Plus hub assembly, engineered to capture wasted braking energy and repurpose it as electricity. The electricity is stored in a high-capacity, lightweight battery that sits beneath the trailer, which then powers the electric reefer to keep a fully loaded trailer cool without the need for diesel fuel. The energy can also power the eHub motors for robust, decentralized propulsion of the vehicle, while allowing quieter navigation in restrictive urban routes.

I caught up with Marc Trahand, vice president and general manager of ConMet eMobility, to learn more about the electrification possibilities trucks could pull along with them.

Fleet Equipment (FE): Hi Marc, thanks for taking the time. Let’s start off with a basic overview of the eHub system. What does it do and how does it work?

Trahand: The system all revolves around in-wheel motors. The electric motors are inside the wheels, building on the hub technology that ConMet has developed. Electric motors have two ways of functioning: They can provide propulsion, and can act as a generator. With in-wheel motors, whenever the vehicle is moving, you’re rotating coils, which generates energy that can then be put into a battery.

Our eHub system has two modes. We have the two hubs in the rear axle of the trailer that will bring back electricity into the battery, which powers the TRU. That battery is a high-capacity, automotive grade battery. It will be able to be filled quite fast, so the energy production from these hubs is very high. We can generate a peak of 156 kilowatts from these hubs. That means within hours, or even minutes, you can fill a battery with the high energy generated by these hubs. It’s much more energy than you could ever get from a solar panel on the roof, for example. So we’ve developed a product that if you’re cooling a TRU with this, you can arrive at your destination, your reefer is cool and your battery is full.

trailer-batteries-1400

FE: What’s the battery runtime like? How long will the charge last?

Trahand: It depends on the choice of battery. A TRU unit uses three to nine kilowatts per hour, typically. I mean, if you’re in Arizona in the summer or New Hampshire in the winter, that varies, obviously. The batteries we have are scalable, so when you go upwards of 25 kW, 40 kW and higher if needed, you could generate quite a few hours. You can also use shore power if you need it. I haven’t done the specific calculations, but depending on the battery size, you could run out of power eventually if the trailer sits there for days.

We’ve worked with some of our partners; we’ve observed their routes, and we are optimizing our system to ensure we’re providing enough power to keep their operations running smoothly.

FE: Very cool (pun intended). What’s the other mode?

Trahand: The power to push the trailer. In this mode, we’re putting energy from the battery back into the wheel end to turn the motors and push the trailer.

FE: Wait, why would I want to push the trailer?

Trahand: If you’re pushing the trailer, we’ve seen up to 20% fuel savings on the tractor. That is a huge benefit. If that front tractor is electric, we could add range to that electric vehicle as well.

FE: How can you do this safely and not cause, say, tire service issues due to scrubbing or other issues that pushing may cause, undo tension on the fifth wheel, things like that?

Trahand: We’ve invested in smart control software that enables us to understand the intent of the driver and ensure that the trailer and tractor actions are synchronized. We read information from the tractor’s CAN bus to detect acceleration, braking, and important events for safety and optimization of energy use.
Additionally, the torque applied to the trailer is not going to be as strong as the torque applied to the tractor. So you’re not going to be in a situation where there’s a huge push, but that push from the trailer is going to help lighten the load on the tractor and help everything move a little faster. Plus, our hubs are right under the load, so they’re in a good position to smooth overall vehicle acceleration.

FE: The diesel fuel efficiency gains speak for themselves, but what about electric truck range—any idea how many miles you could add?

Trahand: We haven’t done many tests yet with an electric, fully-electric tractor, but, of course, if we can increase efficiency on the diesel, we can also help the electric tractor. Of course, the range impact would depend on the size of the tractor, size of the battery, battery technology, etc.

Also, we’ve been driving around metropolitan areas, inside city centers, with stop-and-go deliveries and those types of routes. That’s where we think the emission regulations will start.

FE: So what about the weight of the eHubs themselves, are you adding there?

Trahand: The motor and assembly inside the hubs is not a lot of weight. The heaviest component is going to be the battery, but if you look at the weight of the battery compared to the weight of the fuel tank that’s inside the TRU, it’s about a net zero weight add once you’ve taken that off. And, we can scale the battery in different sizes. So we could start with a small battery if the trailer is mostly doing in-city deliveries. If you’re looking at long-haul applications, we could scale the battery larger. There’s a lot of space under the trailer.

You May Also Like

Premier Manufacturing marks 100 years in business

Now a part of High Bar Brands, the Oregon-based manufacturer has produced trailer safety components for over a century.

Premier-Manufacturing-100-years-founder-Dewey-Weiss

Premier Manufacturing recently announed the celebration of its centennial anniversary. The brand was founded by Dewey Weiss in Portland, Oregon, producing a pintle-style coupling for heavy-duty trucks and trailers. The brand is now a part of High Bar Brands.

Premier Manufacturing has grown from a small business in Portland to its current location in Tualatin, OR, where it produces couplings, drawbar eyes, dolly jacks, hinge assemblies, and front-end assemblies. Premier adds that it has long focused on innovation, evidenced by nearly 50 mechanical patents granted during its first 100 years in business. Five patents remain active, and all five were granted within the last ten years.

FlowBelow introduces AeroFender device for drag reduction, fuel efficiency improvement

Independent testing found that FlowBelow’s new AeroFender saved 1.49 gallons of fuel for every 1,000 miles driven.

FlowBelow-AeroFender-detail
Link redesigns LB20 ramps

Link’s LB20 ramps are 25 pounds lighter, feature spring-assist lift mechanisms, stow at an 8-inch vertical depth and are easier to install.

Link-manufacturing-new-LB20-ramps-logo
PACCAR Parts names Weller as 2023 Supplier of the Year

Throughout 2023, Weller contributed to PACCAR Parts overall network performance by exceeding 17% y/y growth.

PACCAR-Parts-Logo
Clore Automotive appoints new vice president of sales

The company says his invaluable experience and customer-centric approach make Dan Lucas right for the role.

Dan-Lucas-Clore-Automotive

Other Posts

Navistar passes 100 EV authorized dealers

Over 30% of all dealer locations will be able to support EV sales and service, across 41 states and seven of 10 Canadian Provinces. 

Scania expands BEV truck offerings

Calling it the “9-litre engine equivalent” to a diesel truck, Scania believes its new EM C1-2 will benefit construction-oriented operations.

Scania-expands-BEV-offerings-EM-C1-2
Mercedes-Benz eActros 600 completes winter trials

Tested in the cold of Finland, and the heat of Spain, Mercedes-Benz says the BEV eActros 600 is slated to launch at the end of the year.

Mercedes-Benz-eActros-completes-winter-trials
Inside the most secret building at Volvo Trucks

What’s no secret is the importance of trucking safety, and Volvo’s goal to reduce accidents across the globe.

Volvo-Trucks-Global-Safety