Trucks
Trucks
In recent years, improvements in battery technology have enabled a surge in electric transport. But what are the next big trends and innovations in the field, and what will they mean for heavy-duty trucks?
Batteries are at the core of electromobility, and every improvement – whether in performance, price or reliability – hastens the transition to electric transport. Significant progress has already been made in a relatively short period of time.
The first commercial lithium-ion batteries were released in 1991, but their price and capacity limited their use to consumer electronics. But that quickly changed as their price plummeted, making them before long a viable option for passenger cars, and then later heavy-duty trucks. Since 2010, the cost has declined from USD$1,400 per kilowatt-hour, down to USD$140 per kilowatt-hour in 2023 – a reduction of 90%.
The main breakthrough was the invention of LCO (lithium cobalt oxide) batteries in 1980, and the revolutionary principle of using lithium as a cathode material. This immediately doubled the energy density of existing batteries. Ever since then, different battery chemistries have continued to evolve, leading to improvements in energy capacity, lifespans, safety and performance.
In 2001, we saw the development of NMC (nickel manganese cobalt) batteries, which quickly became popular in the automotive industry due to their ability to offer much higher energy densities and good thermal stability. Now, though, LFP (lithium iron phosphate) batteries are starting to dominate the industry. Their energy density is lower than NMC batteries, but they offer enhanced safety, longer lifespans, lower costs and a reduced environmental impact.
There are a lot of new technologies being developed: when it comes to increasing the energy density, there are high hopes for solid-state batteries. This involves replacing the liquid electrolyte with solid materials such as ceramics or solid polymers, enabling more energy to be stored in a smaller and lighter battery. For electric trucks, this would lead to longer ranges. However, when you use solid electrolytes, the resistivity of the battery increases, compared to a liquid electrolyte. So, there are currently challenges involved when it comes to charging speeds and degradation of performance over time. However, the technology offers a lot of potential for reducing the limitations of lithium-ion batteries, and it continues to be developed. Toyota, for example, aims to begin commercial production of solid-state battery EVs by 2027.
The other trend driving battery development is the need for cheaper and more sustainable solutions. Here, sodium-ion batteries are a promising option. Today, they have around half the energy density of a lithium-ion battery, but also cost roughly half as much, so the technology could be a good option for applications with lower energy demands. Since they contain sodium, which is one of the cheapest and most readily available materials on the planet, their environmental impact is far less than that of lithium-ion batteries too.
Batteries are at the core of electromobility, and every improvement – whether in performance, price or reliability – hastens the transition to electric transport.
The main challenge is to bring the cost of electric trucks down, and developing cheaper batteries will help a great deal. But the requirements of truck owners differ across applications, as well. When it comes to long-haul trucks, we aim to achieve the same flexibility of operation as you get from a diesel truck. Soon, electric trucks will be available with ranges up to 600 km. But if you need to drive longer distances, you often need to stop and recharge during the day: and this can take up to a couple of hours.
I think that we’ll see some diversification in the industry, with different battery technologies being used depending on the transport task. Perhaps we’ll see sodium-ion batteries used increasingly in shorter assignments where the energy demands are relatively low, such as urban distribution. And then we’ll see solid-state batteries used in electric long-haul trucks – assuming we also see a breakthrough in technology in the future.
Either way, intensive research and development into these technologies is ongoing. There are many actors across the globe – including tech companies, industrial manufacturers and public institutions – who are heavily invested in developing and improving battery technologies. We will not necessarily see a quantum leap discovery – like the first lithium cobalt oxide battery – but we will continue to see the technology develop and improve as time goes on.
To learn more about electric truck batteries, you might be interested in reading 7 common myths about electric truck batteries.
Various battery chemistries have been developed and evolved in recent decades, each with their own unique strengths and weaknesses. The optimal battery for any given vehicle depends on its needs and operating conditions. These are the six main chemistries currently used:
A breakthrough discovery made by English chemist John B. Goodenough, which laid the groundwork for future lithium-ion battery development. However, its relatively short lifespan and low thermal stability has limited their usage to personal electronics. Its high cobalt content also increases its cost and environmental impact.
Energy capacity: 150-200 Wh/kg
Cycle life: 500-1000 cycles
Thermal runaway (the temperature at which battery cells reach an uncontrollable, self-heating state and thus become a safety risk): 150°C
Developed in 1996, LFP batteries offer improved safety and thermal stability compared to LCO batteries, as well as longer life cycles. They are also cheaper to produce and better for the environment since they do not contain cobalt. Although their energy capacity is relatively low compared to other chemistries, they are increasingly being used in electric vehicles.
Energy capacity: 90-120 Wh/kg
Cycle life: +2000
Thermal runaway: 270°C
First commercialized in 1996, LMO batteries offer good thermal stability and safety, as well as being cheaper to produce and having lower environmental impact compared to cobalt-based chemistries. They offer high discharge rates but relatively low energy density and short life cycles. This makes them suitable for electric cars, hybrid cars and e-bikes.
Energy capacity: 100-150 Wh/kg
Cycle life: 300-700
Thermal runaway: 250°C
Developed in 2001, NMC batteries offer a good balance between energy density and safety, making it the most common battery used in the electric vehicle industry today. Their high energy density means longer ranges and makes them the most suitable option for heavy-duty trucks. However, due to their high cost of production and environmental impact, automotive manufacturers are increasingly using cheaper LFP batteries instead despite their lower energy densities.
Energy capacity: 150-220 Wh/kg
Cycle life: 1000-2000
Thermal runaway: 210°C
NCA batteries offer high energy density, a long cycle life and excellent fast-charging capabilities. However, they have a higher risk of thermal runaway, especially in high temperatures or when overcharged. They are used in some high-performance electric vehicles but their usage is limited due to safety concerns.
Energy capacity: 200-260 Wh/kg
Cycle life: 500
Thermal runaway: 150°C
LTO batteries are one of the safest lithium-ion chemistries on the market with excellent thermal stability. They offer fast charging capabilities and long life cycles. This makes them advantageous for electric vehicles that require short and frequent recharging, such as public transport vehicles. However, their energy capacity is low and they are expensive to produce.
Energy capacity: 50-80 Wh/kg
Cycle life: 3000-7000
Thermal runaway: 280°C
Sources: Battery University, Elements, Dragonfly, Flash Battery
