This document summarizes Reno Filla's presentation on electric roads (e-roads) and the experience from pilot projects in Germany and Sweden. It discusses the power requirements for electric trucks, including 250-300 kW for constant speed driving and additional 120 kW per 1% grade. It also notes challenges like adaptive driver assistance systems in certain weather conditions and catenary interruptions. The presentation evaluates having enough power capacity for varying operating conditions and argues that 250 kW per truck is not over-dimensioned given power needs for acceleration, battery charging, and only partial road electrification.

1. E-Roads
GETTING
REAL
2021-12-08
Reno Filla

2. Reno Filla PhD
Senior Engineer,
Electromobility and Energy Systems
Research + Predevelopment, Powertrain Control
Scania R&D

3. Reno Filla PhD
Senior Engineer,
Electromobility and Energy Systems
Research + Predevelopment, Powertrain Control
Scania R&D
23 yrs
21 yrs
3 yrs
in Heavy Commercial Vehicles industry
of working with electromobility
at Scania (joined specifically for eHighway projects)
Hint

5. 14th TOP MANAGEMENT MEETING 2018
Product Strategy
Modular system for eMobility components
Cabs
Axels
Frames
Engines
Electric machines & Gearboxes
Batteries
W/O
Charging
interface
Op.
Charge
CCS
Charging
Solutions
ERS
(various)
MCS
(aka HPCCV)

6. https://www.cnet.com/roadshow/news/germany-ehighway-hybrid-trucks-electricity/

7. Tests ongoing at 3 pilot sites
in Germany
Commercial operation
24/7
©
Hessen
mobil
”If we were to
electrify
1000km…”

8. Tests ongoing at 3 pilot sites
in Germany
• Frankfurt
− 5km bidirectional (motorway)
− Extended by 7km during 2022
− 5 trucks in commercial operation
24/7 since 2019. 7 more ordered
• Lübeck
− 5km bidirectional (motorway)
− 5 trucks in commercial operation
starting 2020
• Murgtal (Gaggenau)
− 3km bidirectional (Federal road)
− 5 trucks in commercial operation
starting 2021

9. Tests ongoing at 3 pilot sites
in Germany
Experiences so far
− total 650.000km driven by the trucks
by end of September 2021
…whereof 60.000km on the eHighway
− Generally good uptime
− Connect + disconnect at 90km/h just works
− Challenge: ADAS*
− LDW/LKA** with some issues
in rain or bright sunshine
(will be solved with next generation)
− Challenge: catenary interruptions
− create overvoltage in vehicle system
− mitigated by improved filters and
control software
*) ADAS = Advanced Driver Assistance System
**) LDW = Lane Departure Warning, LKA = Lane Keeping Assist

10. Test conducted at pilot site
in Sweden 2016-2019
Experiences so far
− Weather definitely not as much of a
problem as many would think
…technology and procedures developed

11. E-Roads in general
• Electric power demand is even
along the road (and in time)
− Lessens the Power demand
per vehicle and locally (and temporal)
• “IREX” = Infinite Range Extender
− Lessens the battery demand
per vehicle and globally

12. 14th TOP MANAGEMENT MEETING 2018
Product Strategy
Modular system for eMobility components
Cabs
Axels
Frames
Engines
Electric machines & Gearboxes
Batteries
W/O
Charging
interface
Op.
Charge
CCS
Charging
Solutions
ERS
(various)
MCS
(aka HPCCV)

13. 14th TOP MANAGEMENT MEETING 2018
Requirements on Electric road systemS
Charging
interface
Op.
Charge
CCS ERS
(various)
MCS
(aka HPCCV)
Power requirements of 250 kW
(300 kW)
System test in right conditions on
public roads
A solution that can be fitted on to
an articulated truck
Industry eco-system supporting
the solutions
• Open standard
• Multiple suppliers
• Common system within regions
Meet the total cost of operation
for the customer

14. 1. Propulsion power, constant speed at plain level
• Air resistance
• Rolling resistance tire-ground
• Powertrain losses
Rough rules of thumb for 40t truck:
• 85 km/h (53 mph) ≈ 100kW
• 90 km/h (56 mph) ≈ 120kW
(20% more power for 6% more speed!)
Example
power requirements
of 250 kW (300 kw)

15. 1. Propulsion power, constant speed at plain level
• Air resistance
• Rolling resistance tire-ground
• Powertrain losses
Example
power requirements
of 250 kW (300 kw)
Rough rules of thumb for 40t truck:
• 85 km/h (53 mph) ≈ 100kW
• 90 km/h (56 mph) ≈ 120kW
…for 20t truck:
≈ 80kW
≈ 90kW
(Only 25% less power for >50% less freight!)
20t
40t
This is also one reason why it is more efficient with heavier loads.

16. 2. Propulsion power, constant speed uphill
• Inclination
• Air resistance
• Rolling resistance tire-ground
• Powertrain losses
Rough rule of thumb for driving at 90 km/h (56 mph)
with 40t truck:
• ≈ 120kW additional power per 1% inclination
power requirements
of 250 kW (300 kw)
Example
120 kW
∆ ≈ 120 kW
∆ ≈ 120 kW
∆ ≈ 120 kW
∆ ≈ 120 kW
with 20t truck:
• ≈ 60kW additional power per 1% inclination

17. 3. Road electrification coverage less than 100%
• Don’t electrify difficult segments
– Tunnels, bridges, intersections, construction sites
• Instead: let truck discharge battery and
recharge later to same SOC
– Increases power draw from ERS:
power requirements
of 250 kW (300 kw)

18. Allocating the power budget of 250 kW (300 kW):
If 120 kW are required for driving at constant 90 km/h then there are 130 kW left
• or: reduce speed to 85km/h which requires 100 kW = 200 kW left (if starting from 300 kW)
130 kW are good for 1% uphill slope at 90 km/h (200 kW = ca 1.75% at 85 km/h)
• or: reduce speed to 55 km/h = remain at 120 kW (30 km/h to remain at 100kW at 1.75%)
130 kW are good for 48% electrification coverage (200 kW = 33%)
Suddenly 250 kW per truck doesn’t sound over-dimensioned…
…and until now we have only considered constant speed and constant battery SOC;
acceleration of the truck and charging of the battery require additional power
Example: Charging a 500 kWh battery from zero to full with 200 kW takes 2.5 hours (ca 210 km).
Discharging a 500 kWh battery fully while driving at 85 km/h (ca 100 kW) gives 5 hours of driving time = 425 km range.
power requirements
of 250 kW (300 kw)

19. What about regenerative braking when decelerating or driving downhill?
Bonus question
Don’t bother.
This energy is best kept on-board to charge the truck’s own battery (minimal losses).
Transferring to grid requires managing the power balance just like any power grid.
Power fluctuations must be avoided.
Margins against overvoltage (legal limit is 1500 V) require lowering nominal voltage,
which increases losses during regular driving.
If grid is unable to accept regenerated power then the truck suddenly stops braking.
Mitigation requires constant communication between grid and all connected trucks.

20. Reno.Filla@Scania.com
Thank you!

21. Reno.Filla@Scania.com