While the Tesla Semi will likely hit the market in 2050, China is already buzzing with hundreds of different electric trucks made by dozens of truck makers. Granted, they’re not as advanced as the Tesla Semi will probably be, but a truck doesn’t have to be advanced to be electric. In China, what is on the road now counts more than the promise of future technology.
Because of the way China’s economy is intertwined with its government, we have to start this discussion about electric trucks with some background on how electric truckmakers are organized.
Chinese Truckmakers Tend To Be Government-Owned
The Chinese truck market is bizarrely fragmented, with dozens of small, medium, and large truckmakers competing for market share. The market is still strongly regionally divided, with only a minority of China’s truckmakers sells nationwide. Most only sell in their home province and surrounding provinces. It used to be like that with cars too, and that only really changed in the mid-2000’s.
Most truckmakers are still state-owned. Generally speaking, state-ownership comes in many different kinds in China. There is ownership by the central government, by provincial governments, by city councils, and even by counties. Then there can be ownership by many other government entities, like industrial zones, universities, investment funds, or other state-owned companies. Many “state owned” companies are owned by a mix of all these, with some private investors thrown in, and with a listing on a local stock market. These listings are something to check very carefully; in most cases the state-owned companies themselves are not listed, but rather a subsidiary created especially for a listing. What exactly this subsidiary owns and does is often not entirely clear.
When it comes to truckmakers, most are owned by the central government or by provincial governments. This differs from the car market, which today is a blend between state-owned and privately-owned companies. One reason for this is that the central government considers truck making a strategic sector, way too important for transportation and for the military to leave it to the private sector.
However, even the central government believes that there are too many truckmakers in China. Over the past decades, the bureaucrats in Beijing have been trying hard to consolidate the sector, but yet without much to show for. Likely because of these characteristics, there aren’t any famous “start-ups” set to disrupt the sector like there are in the car market (NIO and Xpeng come to mind).
Chinese truck makers differ from Western ones in other ways too. Most truck makers sell rigs under multiple brand or sub-brand names, instead of focusing on one specific brand. The companies typically sell in every segment of the commercial vehicle market, from tiny vans to the heaviest tractor trucks, instead of focusing on one specific sector.
The Rise Of Electric Trucks
For about 10 years or so truckmakers have moved into electrification. In the past, many truck makers merely showed off an electric truck to please the government, but today it is serious business. Besides pure electric power trains, many Chinese truck makers are also developing hydrogen FCEV vehicles and methanol-powered trucks. More on those in my next article on Chinese trucks. In this article, we take a look at heavy electric tractor trailers that are somewhat comparable to the Tesla Semi. But that is not at all the only kind of electric truck the Chinese make. Everything gets electrified nowadays, ranging from small delivery vans to garbage trucks to street cleaning vehicles to buses to mining vehicles and heavy dump trucks.
Most electric tractor trailers are based on existing diesel-powered trucks; only one truckmaker, BYD, develops EV trucks from the ground up. The battery pack is always located in a container right behind the cabin. This makes for easy swapping and for easy charging. Most truck makers offer either swappable and chargeable batteries or chargeable-only. Charging goes surprisingly fast because truckmakers have developed a system with dual-charging ports that each can charge a battery simultaneously. A big 282 kWh battery can be charged in under two hours. A swap takes up to six minutes. The swaps may happen in a relatively simple building, easy to erect on a construction site or a transport hud. The trailer drives inside, the driver scans his phone, and the battery is swapped fully automatically. An absolutely fascinating process that is addictive to look at.
The big advantage for companies of choosing EV trucks over diesel trucks are lower operating and maintenance costs. An article from Chinese media gives an example about diesel vs. electric dump trucks: operating costs of the diesel is some 1200 yuan per day, whereas the EV costs only 700. For yearly maintenance, the diesel costs 15,000 yuan and the EV just 5000. That makes for a lot of savings in a country the size of China. As for pricing, the heavy tractor trailers in this article — trailers with generally a similar outputs and capacities — are priced similarly, usually in a range from 900.000 to 1.1 million yuan (133,000 – 163,000 USD).
As you may have noted, I use the word “most” a lot. That is because there are so many Chinese truckmakers making a dizzying number of trucks. This makes writing difficult at times. I do a lot of China-related research, mostly about cars and trucks but also about trains, airplanes, and ships. It happens every so often that the complexity of a sector makes me half mad; it is then when I hide under my desk mumbling: “Aaaah China has so many x companies and y regulations and z policies and when I think I got ‘m all I find a thousand more. Aaaah I’m going crazy.” To which my wife, when she pulls me out from my safe space, simply replies: “Yes, but China is very big”.
And that is indeed the answer and the truth. China is big. One point four billion folks have and need a lot of everything. It is, indeed, a surprise there are only a few dozen truckmakers instead of a few hundred. Still, I had to make some choices for this story. There is no fair way, really, to include some truck makers and not others. I decided to discuss some of the biggest, the smartest, and the buzzy-est. Just keep in mind that this is just the tip of the iceberg. In China, there is always more. Now to the trucks:
BeiBen
BeiBen started life in 1988 as a truck-making joint venture between China North Industries Corporation and Daimler-Benz. The BeiBen name is a memory of that time, with Bei being the Chinese name for North and Ben being short for Benz. Today the joint venture is long dead, but the company continues to use the BeiBen brand, and even today some of its trucks still use the 1980’s Mercedes-Benz cabin design. China North Industries Corporation is better known internationally as Norinco, one of China’s largest state-owned weapon makers.
BeiBen’s largest electric tractor trailer is the BeiBen V3 BEV, a 25 ton 6×4 with a blue bar in the grille, indicating its friendliness to nature. In China, blue is the color of new energy vehicles, unlike in most of the rest of the world, where it is green, as in “green-energy vehicles.”
The V3 BEV is powered by a 360kW (483 HP) electric motor, sourced from Shaanxi Fast Gear, a subsidiary of Weichai. Top speed is 80.89 km/h, and not a meter more or less. [Editor’s Note: That is clinically slow — only 50 mph. -DT]. The 282 KWh LFP battery is sourced from CATL. It is by far the most popular heavy truck battery in China and we will see it lots of times more. The battery is charged via two charging ports that charge simultaneously, good for a full charge in just 1.5 hours. BeiBen makes many variants of the V3. A popular variant is a dump truck with swappable batteries, which sells notably well among Chinese steel companies. A battery swap takes just four minutes.
BYD
BYD is best known internationally for its speedy PHEVs, electric buses, and one of its investors, Warren Buffet. However, BYD makes a whole lot more electric vehicles in China, including small electric vans, all sorts of specialty vehicles, and heavy electric trucks. Back in 2017, the Beijing Municipal government started to replace its old diesel-powered street-cleaning trucks with electric BYDs. These new EV cleaners were much faster; I remember seeing them going like crazy over the road, with the crew smiling like madmen.
BYD’s heaviest electric tractor trailer is the BYD Q3, with a streamlined cabin and aero bits between the front and rear wheels. The Q3 is powered by two electric motors, one on each rear axle. Combined output is 280 kW (375 HP). The motor is mated to a gigantic 355 kWh BYD LFP battery. It has two charging ports that can simultaneously charge the battery pack at 100kW each. BYD claims a charging time of only 1.6 hours, a top speed of 89 km/h, and a range of 200 kilometers (around 125 miles) using the now obsolete C-WTVC (China World Transient Vehicle Cycle) standard. There is a simple reason that top speed always stays just under 90, as that is the maximum speed allowed for trucks on China’s highway network. (56 mph!)
Dayun Auto
Dayun Auto is a car and truck maker based in Yuncheng city, Shanxi Province. The company is relatively young, founded only in 2004. Its car business sells pickup trucks and compact electric cars and SUVs. Its truck department sells a long lineup of diesel and electric powered trucks in all sorts and sizes. Dayun Auto’s main shareholder is the provincial government. Dayun-branded trucks are exported to Africa, South America, the Middle East, and other Asian countries.
Dayun’s largest tractor trailer is the Dayun N8V BEV, an impressive 6×4 with a bling-bling grille. The company sells two versions: with a swappable and chargeable battery (pictured) or chargeable only. Power comes from twin-electric motors with a combined output of 360 kW. The Dayun N8V uses the same 282 KWh CATL battery as the BeiBen. Dayun claims a max range of 170 kilometers. A battery swap takes six minutes and a fast twin-port charge just one hour.
Dongfeng
The Dongfeng Motor Corporation is one of the oldest and best known Chinese automotive conglomerates, founded in 1969 and based in Wuhan, capital of Hubei Province. The car division makes everything from tiny city cars to military off-roaders, and it operates several large Sino-foreign joint ventures. Commercial vehicles are made and marketed by Dongfeng Commercial Vehicle, a huge company building everything from minivans to pickup trucks to heavy trucks. Dongfeng was quite early with electrification, but mostly in the small and medium truck segments. When it comes to the heavy stuff they are just getting started. Dongfeng sells its heavy tractors under the poetic Tianlong name, which translates to “Heavenly Dragon.”
The heaviest Dongfeng electric truck is the Dongfeng Tianlong KL BEV, a 6×4 battery-swappable tractor with a 13.4 ton curb weight. The 360 kW motor is sourced from SNC Power Train, a large electric motor maker currently based in Shanghai. The 282 kWh battery comes from CATL again.
A dual-full charge takes just one hour and a battery swap 6 minutes. Top speed is 89 km/h and range is 200 kilometers. It is a popular machine ordered in large batches. For example, a company called China Railway Huitong Construction bought a hundred of them in one order.
Farizon Auto
Farizon Auto is a brand under Geely New Energy Commercial Vehicle Group, itself a division of the Zhejiang Geely Holding Group. This group is the mothership of a vast collection of brands and companies, including Geely the car maker, Volvo, Polestar, Proton, and Lotus. Geely New Energy Commercial Vehicle Group is also the owner of CAMC Hanma (see below). The Farizon Auto brand was launched in 2016. It makes a series of electric vans, methanol-powered trucks, and medium- and heavy electric trucks.
The Farizon Xinghan G1E490 is the company’s heavyweight. The battery supports both charging and swapping. The electric motor has a peak output of 360 kWh and 2500 Nm. The motor is sourced from CRRC Times Electric, originally a railway-equipment maker that recently moved into the electric vehicle business. Battery is, once again, the 282 kWh unit sourced from CATL. Top speed is 89 km/h again. However, Farizon also makes a pure electric dump truck with a non-swappable battery with a massive 322 kWh battery between the front and rear axles.
FAW Jiefang
Jiefang, meaning “Liberation,” is one of China’s oldest and largest truck makers. The brand was originally founded in 1953. It is owned by First Auto Works (FAW), also the owner of the famous Hongqi car brand. The very first Jiefang was the CA10/CA30, based on the Soviet ZIS-150 which in turn was based on the American International KR-11 which was supplied in great numbers to the Soviet Union during WWII under the Land-Lease agreements. Today, Jiefang makes about 500,000 vehicles a year, including small trucks, army trucks, and all sorts of specialty vehicles.
The 6×4 25 ton Jiefang J6P BEV is the company’s top electric tractor trailer, with a swappable and rechargeable battery behind the cabin. The logo on the grille is called the “Winged 1,” referring to First Auto Works. In the specifications we meet some friends: The 360 kWh / 2500 Nm electric motor was provided by CRRC Times Electric and the 282 kWh LFP battery by CATL. Jiefang claims a range of 200 kilometers. The company also makes a badass heavy-duty 8×8 dump truck chassis variant of the J6P BEV.
Right after its launch in 2021, FAW sold a massive batch of 2000 units of the Jiefang J6P BEV to three Tangshan-based transportation companies. Tangshan is an industrial city in Hebei Province.
Foton
Foton is a large Chinese truck maker majority owned by the BAIC conglomerate. Foton was founded in 1996 and is based in the Chinese capital Beijing. Foton makes pickup trucks, vans, buses, and all sorts of trucks. It tried its hand at carmaking, too, with the unsuccessful revival of the German Borgward brand, which is now bankrupt. A long-running truck and diesel-engine joint venture with Daimler is very successful, but the Germans are not involved in the electric truck-making business.
When it comes to EVs; Foton builds various electric buses, vans, and trucks. Like most Chinese automotive companies, Foton loves to launch new brands and sub-brands. Last year, they launched a new sub for their EV offerings called Foton iBlue.
Foton’s biggest electric tractor trailer is the iBlue Heavy Truck, fitted with a swappable and chargeable battery, as always located behind the cabin. This battery is, again, the 282 kWh LFP made by CATL. A battery swap in one of Foton’s fancy swapping stations takes just six minutes, and a normal dual-port charge takes max 1.5 hours. Range is 200 kilometers. The electric motor has an output of 360 kW and 2100 Nm.
[Editor’s Note: It seems like lots of Chinese EV trucks have 483 horsepower, 282 kWh CATL batteries, a range of about 125 miles, can be charged in one or two hours, and can have their batteries swapped in six minutes. Lots of similarities, here. -DT]
SAIC Hongyan
Hongyan is a truckmaker founded in 1965 and based in the megacity of Chongqing. The company has an interesting history. Their first trucks were based on borrowed design and technology from French truck maker Berliet. When that ended, Hongyan started a joint venture with Steyr, which was a very busy Austrian bee in China at the time; in 2003 Steyr was replaced with Italian truck maker Iveco for yet another joint venture. Later, Shanghai-based SAIC became part of this deal. It then all became kind of messy and after lots of take-overs and mergers the company was fully taken over by SAIC in 2016.
Today, Hongyan makes trucks under three somewhat odd sounding brands: Genlyon, Genhoo, and Genpaw. The three brands build a wide range of vans and trucks, and some sweet specialty vehicles like a brilliant electric mining dump truck with 4800 Nm! (Over 3,500 lb-ft). The electric trucks are positioned under the Genlyon brand.
The Hongyan Genlyon H6 is the company’s only heavy electric tractor trailer. Hongyan tried a little harder than most to make the H6 aerodynamic with an integrated roof spoiler and side blades between the wheels. The Genlyon H6 is available as a 4×2 and as a 6×4. The swappable and chargeable battery is CATL’s 282 kWh LFP. The 360 kW/2500 Nm electric motor comes from CRRC Times Electric. Range is 200 kilometers.
CAMC Hanma
The CAMC Hanma Technology Group is a truckmaker based on Ma’anshan city in Anhui Province. Like many Chinese truck makers, the company has a complex history of name changes, mergers, and takeovers. CAMC Hanma was originally founded in 1970, specializing in cement trucks. In 2003, it signed a deal with Mitsubishi Fuso for the licensed production of Fuso trucks in China. Finally, in 2020, Geely New Energy Commercial Vehicle Group bought a controlling stake in GAMC. This group is also the owner of the Farzion brand (see there). CAMC Hanma operates three brands: Hualing, Xingma, and Hanma Power. The electric trailer trucks are branded Hualing.
The CAMC Hualing H7 is the company’s heaviest electric tractor trailer, an impressive machine with a set of blue lights above the window. It comes in 6×4 and 4×2 versions, with a 282 kWh swappable and chargeable battery sourced from, who else, CATL. Range is 170 kilometers, a bit shorter than most others. A battery swap takes six minutes and a full twin-port charge takes one hour. The electric motor has an output of 360 kW and 2100 Nm. CAMC claims an 0-50 km/h (around 35 mph) acceleration time of 25 seconds. Easy going! Top speed is 89 km/h.
Sinotruk Howo
Howo is a truck brand under Sinotruk, that’s truk instead of truck. Sinotruk is the trade name of the China National Heavy Duty Truck Group Corporation (CNHTC), a large state-owned truck maker founded in 1958 and headquartered in Jinan, capital of Shandong Province. In 1960 the company produced its first truck, the 8-ton Huanghe JN150.
In 1983, Sinotruk embarked on a joint venture with Austrian truck maker Steyr. Nowadays, Sinotruk makes an endless lineup of buses, specialty vehicles, cranes, engines, and most of all heavy trucks, some 130 different types. In 2020, Sinotruk produced 500.000 heavy trucks under the Howo, Hohan, Sitrak and STR brands. The electric trucks are made under the Howo brand.
The Howo Max BEV is its heaviest electric offering, a big 6×4 with shiny bars in the grille. The truck is brand new and not yet officially launched on the Chinese truck market. However, it isn’t the company’s first EV truck. In 2021 it launched an electric dump truck. The battery of the Max BEV is swappable and chargeable, and it is yet again the CATL 282 kWh unit. The 360 Kw motor is sourced from a company called Shanghai Top Gear, which is a good name. Range is a claimed 200 kilometers.
Sany Auto
Sany Automobile Manufacturing (Sany Auto) is a truck maker under the Sany Group, a giant construction-equipment maker best known abroad for its heavy cranes. The group is based in the city of Changsha in Hunan Province, and is also involved in other exciting businesses like oil drilling machinery, port machinery, and wind energy systems. The group was founded in 1986 and Sany Auto in 2002. Sany got an interesting connection to the U.S. Its subsidiary Ralls Corporation ran into trouble with the Committee on Foreign Investment in the United States (CFIUS) when it acquired a wind farm project near a naval base in Oregon in 2015. The case was eventually settled.
The auto company makes a range of specialty vehicles and trucks under the Sany brands. It is currently developing an electric pickup truck to rival Rivian.
The Sany EV-490 is the company’s largest electric tractor tailor, painted in a light shade of blue with a black grille. Sany is also developing a heavy dump truck chassis with a Stormtrooper inspired cabin design. The EV-490 has a 282 kWh battery for a 240 kilometer range, the longest range of all trucks discussed today. A battery swap in a Sany swapping station takes five minutes and a dual-port charge takes half an hour for 60% battery. Sany says the EV-490 sprints from 0 to 30 km/h in five seconds, which is impressive. The truck appears to be popular, with several large batch orders, including one for 500 units for a Hebei-based transport company and a massive 3000 unit order for an energy company in Jiangsu Province.
Yutong Commercial Vehicle
Yutong Commercial Vehicle is a truck maker under the Yutong Group, which also includes Yutong Bus, one of the largest bus builders in the world. Yutong makes some cool electric buses, like a semi-autonomous minibus and a 60-seat double decker. Interestingly, Yutong operates a bus assembly factory in Venezuela, founded in 2015. But that’s for another story.
The group was originally founded in 1963 and is based in the city of Zhengzhou, capital of Henan Province. Yutong is one of very few Chinese automotive companies that got where it is today without any manufacturing joint ventures with foreign companies. Yutong Commercial Vehicle makes only electric trucks, mainly tractor trailers and dump trucks.
The Yutong “integrated charging and replacing tractor” (it doesn’t really have a name) is the company’s largest tractor trailer. The electric motor is made in-house at Yutong. It has an output of 400 kW, more than any of the other trucks in this story. The 282 kWh LFP battery is sourced from CATL and it twin-charges in one hour. A battery swap takes six minutes and a normal charge 1.5 hours. Range is 200 kilometers.
XCMG
XCMG, short for Xuzhou Construction Machinery Group, is a state-owned heavy machinery manufacturing company, originally founded in 1943 and based in the city of Xuzhou in Jiangsu Province. The company makes all sorts of heavy cranes, mining machinery, tunnel drillers, and fire engines However, it wasn’t until 2015 that the company started to make a separate line of trucks, nowadays selling some 21 different diesel-powered tractor trailers under the Hanvan brand name. Even more recently, it went electric, selling various EV concrete mixers, mining trucks, and dump trucks.
The Hanvan E7 is XCMG’s biggest electric tractor trailer with a CATL 282 kWh chargeable and swappable battery pack. The 360 kW motor is sourced from Shanghai Top Gear again, with 2800 Nm of torque on tap. Cruising range is an impressive 220 kilometers. Top speed is only 84 km/h, a little lower than the rest.
Recap
And those were just a few of many heavy electric tractor trailers currently available on the Chinese truck market. There isn’t much export of these heavy EV trucks yet. But most of the companies discussed already sell diesel-powered trucks and/or smaller electric vehicles abroad, mainly in Asia, the Middle East, and Latin America. However, exports to Europe are starting to get serious too, spearheaded by BYD and SAIC. So the basic sales network is already there.
We just don’t know if foreign markets are quite ready for Chinese electric trucks. For example, in Europe, most road-transport companies are relatively small, technologically conservative, and family-run. And there is basically no charging infrastructure for electric trucks to speak of. So, not exactly a great prospect for Chinese electric trucks. However, as a solution for short-haul routes it might just work, especially with swappable batteries. Don’t be surprised to see a Dongfeng or a Hanvan on the road near you in the near future.
Most of these trucks are likely the same vehicle underneath the skin. Hence the similar outputs, ranges and battery supplier. This is because it’s in the best interest of the Chinese government to fragment the industry and hole subsidizing one major player to develop the technology.
China has used this tactic with many other automakers and technology producers to stimulate economic growth in various regions. One major player (like BYD or SAIC) is tasked with developing an electric truck. The government funds the development (as it’s a national priority) and in exchange they will give the truck to many different companies to produce.
For the Chinese government, it makes more sense to have the same truck produced by 10 companies, in 10 factories, in 10 regions, selling to 10 different markets and dealer networks, with 10 different levels of management. This creates far more job than one major company doing all this, and it brings economic activity to various regions.
While it wouldn’t make sense to a profit seeking company, remember most of these are government owned and profit is not their top priority.
I hate to think Autopian is starting to allow political posts here because it is what killed Jalopnik for me.
Political? Did ya read first?
Did you post to the wrong article?
LOL!
I read this comment right after your other comment and assumed it was in reference to the first comment because I didn’t pay attention to the name. You really think this post about Chinese truck technology is political?
Yeah sounds great absolutely no details and when the Chinese government runs it do it our way or we will kill you. A bad design kills people so what. You complain that half your family was killed? Yeah no problem no lawsuit the Chinese government will kill the rest of your family no problem. How about safety? No problem we have billions of citizens if we kill half of them no problem plenty more where they come from. Love the stories on the Changali but I don’t want to own or drive one. Remember China has a huge population and not enough vehicles for everyone so demand is pent up like the US was in the early 1800s. This is not apples to apples. It’s one country that is already developed compared to o e country that is run by a dictatorship that can do anything they want doesn’t give a shit about 90% of the population and will literally destroy and kill 10,000 people in a heartbeat if a few people disagree with them.
Didn’t you just complain about political posts?
What a great article! I love the Chinese auto focus on The Autopian, it’s such a huge market with so much tech that we simply don’t know about here in the US.
A good example of how getting a good solution to market is better than never seeing the perfect solution. I love the idea of swapable batteries, but man, you are talking some major scaling challenges. The amount of material needed for all of the batteries in circulation would be staggering as well as the charging infrastructure / power generation needed. And this is in a country with regular power outages and rationing. For the factory we built in China 15 years back, we picked the province with the highest number of power plants per sq km and made sure to install backup generators that can power the majority of our equipment as the government can shut off your juice at a moment’s notice (especially during the summer when loads are high). Still, cool they are trying something. Swapable batteries make a lot more sense on chassis like these than passenger cars…
“Swapable batteries make a lot more sense on chassis like these than passenger cars…”
This. Semis by their nature need to have a certain amount of standardization in their design. Finding a common location to put batteries is much more practical there than in cars.
Just look at diesel tanks on semis. They’re all basically the same cylindrical tank mounted under the cab. There might be variations in exact size and placement, but far less than you would find in cars.
Yes, diesel tanks on semis look simple – but they are not. Trucks are VERY customizable. Variations of fuel tanks:
Size: 50 – 150 gallons (10)
Finish: Plain or Polished (2) (we will leave out painted)
Diameter: 23, 25, 26, 28 (4)
Fuel Sender: Yes / No (2)
Fill Neck Position: Front, Middle, Rear (3)
Fill Neck Angle: (3)
Drain Port Position: Front, Middle, Rear (3)
Heated: Yes / No (2)
That is 8,640 combinations of fuel tank. (There are more options but you get the idea)
You may have used the picture of the Sany EV-490 twice on accident. It’s hard to say (and understandable), because by the time I scroll up the page I kinda forget what the previous one looked like.
I appreciate the stress of dealing with the insane complexity of the Chinese vehicle industry. In the time it takes to find out what one company is up to, two others will have merged, three have splintered, and four new sub-brands have been created.
In Europe we do not have much Chinese electric trucks, but some cities bought electric buses. So far, it is not a great success with the batteries on the roof : https://www.ladepeche.fr/2022/04/30/un-bus-electrique-detruit-par-le-feu-apres-un-accrochage-sous-le-pont-sncf-10268194.php
There’s also been some issues with Bolloré Bluebus, but they’re said to be french made.
There’s a BYD electric bus going past my house every 5 minutes, I’ve enjoyed the lack of noise compared to the old ICE ones.
In my City they’ve replaced the garbage truck by an electric one, since then it doesn’t wake me up at 5′ anymore.
Fascinating article Tycho, thank you. Do you know what proportion of truck sales in China are currently electric? And what it’s likely to grow to? And are there any spec figures that indicate a weight penalty of battery over diesel – I’m guessing not if the range is only 200km.
Are these swappable battery vehicles limited in where they can get a swap done? I.e., is the one battery vendor that everyone shares the source of swapping tech and any truck with a common battery can use any station or are they locked in by overall manufacturer? I’d love to see development of common battery swap tech and infrastructure.
My question too. I’m guessing the big black boxes are the battery packs and they look very similar. If they are, I guess they just get picked off with a crane of some sort? That would be a dirt simple solution.
All snark aside, try taking a look at the video linked in the first section of the article (https://www.bilibili.com/video/BV1L341177DF?spm_id_from=333.337.search-card.all.click).
It looks elegantly simple and quite a bit faster than filling the fuel tanks on a conventional truck.
Given that a lot of these manufacturers are using the CATL technology, and that most of them are state owned, you’ve got to figure there’s some sort of infrastructure for swapping and charging.
How do all of these charge so quickly? For example, the BYD – how does 2 100 kW charging inputs charge a 355 kWh battery in 1.6 hours? Can these batteries really sustain 100 kW input per pack over the entire charge?
I feel like I’m missing something, or these charging times are BS.
There are different “families” of lithium-ion batteries. They batteries being discussed are LFP chemistry batteries. LFP are able to do faster charging and are more stable (e.g. less fire-prone) than traditional NMC chemistry batteries that most EVs in the US use. They’re achilles heel is worse energy density (less electricity per pound of battery), and worse cold-weather performance, than NMC batteries.
Ah, that’s interesting. I noted the different chemistry but I thought LFPs advantage was mostly that they were cheaper. Thanks!
Thank you.
Super minor editorial quibble: the photo for the CAMC Hanma is the same as the Sany Auto.
Do these trucks use conventional axles with an electric motor attached via driveshaft, or do they use an integrated electric axle? Do these vehicles have transmissions? Do the companies own the batteries that are swapped, or are batteries held at a station accessible to the public where anyone can swap a battery?
I’d like to see a comparison on the recently unveiled Freightliner eCascadia, which looks like it’s going to beat the Tesla & Nikola semis to market. As far as I know, it doesn’t seem to have swappable batteries, unlike a lot of these.
Given China’s population density and amount of EVs, from busses and trains to small kei cars; has there been any negative impacts on their power grid/supply? How is their infrastructure for recharging; do they have a charging standard for all of these vehicles, and how was it funded? Just curious on the logistics of the whole thing!
I would love to hear about that as well. The swappable batteries are interesting too. I would love to have a write-up on the infrastructure they have in place for EV.