I just don’t think all-electric tractor trailers are feasible at all. 40% lower battery weight won’t do it.
One of the problems with current batteries is that they have to carry all the chemicals required for the reaction, while gasoline or diesel fuel can pull oxidizer right from the air. This is possible to do with batteries as well - zinc-air batteries are looking promising. But I don’t know enough about their specific characteristics to know if they could ever be used in an application like this.
Long-haul trucking is probably the last commercial vehicle type you’d want to convert to electric. First you’d want to convert the myriad service vehicles and other light commercial vehicles. As for trucks, I think we’ll see efficiency gains from new engine, transmission, and hybrid technology. But at some point you just need so much energy per mile to push something that large through the air and overcome all the rolling resistance of all those tires.
One good thing about the U.S. regarding transportation efficiency is that it has one of the most advanced and effective rail freight systems in the world - largely because there aren’t that many passenger trains to accommodate on the rail network, but also because it’s a private system that has evolved over the decades to be extremely efficient in routing. In Europe, passenger rail has pushed a substantial amount of freight onto the highways, which is not a good thing for energy efficiency.
I think we make a mistake when we’re always looking for the ‘one big thing’ that’s supposed to save us. Electric cars, fuel cell cars, etc. In fact, what seems to be happening is that many technologies are improving in many areas, all of which are contributing to a revolution in vehicle efficiency. It’s not so bad to have a gas or diesel engine if it gets 70 mpg and is tied to an electric motor in a hybrid configuration that gets an equivalent 150 mpg. At those kinds of efficiencies we can afford to burn a little bit of fossil fuel. Transportation is a small part of the carbon footprint of the U.S in the first place.
Look at what Mazda is doing. Their ‘Skyactiv’ technology includes not just more efficient engines, but high-strength steel to limit weight, new aerodynamics, etc. And I just read about their next-gen Skyactive here, which sounds pretty cool. They’re looking for 30% gains in fuel economy over the previous generation, which was already one of the most fuel efficient engines around.
Is it really so bad to burn gas if it’s in a small vehicle with an advanced powertrain that gets 70mpg on gas and perhaps triple that in combination with a plug-in hybrid powertrain with an extended battery?
For commuter cars, it gets much better. The large majority of commutes are within 20 miles from home. That’s a reasonable range for a plug-in hybrid to go and come back home before being plugged in. And if you need to take longer trips you can fire up the gas engine. But the majority of drives would be all-electric, and some people might only see their gas engine turn on a few times per month. The equivalent MPG might be 200-300 mpg. At those kinds of fuel consumption values, we can afford to burn gas, both economically and environmentally.
For trucks, if we can add a battery or capacitor system that recovers energy from braking and uses it to power vehicle systems or add low-end torque, that will be a pretty big boost in efficiency. Add in the new turbodiesels with other new features, coupled with new tire technology and new aerodynamics, and you could see big truck mileage increase substantially.
Mazda says they can reach CO2 emission levels comparable to electric vehicles with the next gen skyactiv, and that’s without any electric assist.