Inside the Race to Electrify Semitrailers for Long-Haul Freight

A semitrailer that helps propel itself entered commercial road testing in late May, when a power-train kit developed by Nivalis Energy Europe, headquartered in Luxembourg with engineering operations in Germany, was fitted to a trailer supplied by the Amsterdam-based TIP Group. The self-powered trailer was handed over to the German transport operator Sommer for use in its working fleet. The Nivalis Powered Trailer Kit centers on an electric axle codeveloped with the running-gear specialist BPW, based in Wiehl, Germany. The axle, rated at 50 kilowatts-peak, is capable of both propulsion assistance and regenerative braking. It draws on a 60-kilowatt-hour, 400-volt lithium-ion battery pack charged from three sources: the axle itself during braking and deceleration, a full-rooftop array of photovoltaic panels generating up to 3.7 kilowatts-peak, and a 32-ampere, three-phase AC grid connection available during parking stops. The driver’s only window into the system is a small display readable from the cab’s side mirror that shows the system status and battery charge level. Nothing about the trailer’s handling or licensing requirements changes. The partners project savings of up to 7,000 liters of diesel per trailer per year, which is enough to keep about 19 tonnes of carbon dioxide out of the air. These figures are based on a trailer running 100,000 kilometers annually at payloads between 20 and 24 tonnes, on a mix of long-haul and hub-to-hub routes. Pavel Gilman, vice president of sales and marketing at Nivalis, breaks down where those savings come from: roughly 30 to 35 percent from the electric axle during braking and deceleration, 11 to 15 percent from the rooftop solar panels, and the remainder (roughly half) from grid charging during parking stops. The pilot is planned to run for more than a year, spanning multiple seasons. The retrofit cost has not been disclosed, and the pilot is running on a single trailer. But the underlying assumptions are now on the table and they represent a specific, high-utilization use case (meaning a truck that’s almost always on the move, filled to capacity with freight) not a universal one. Across Europe and North America, a growing number of companies have concluded that electrifying the trailer, rather than replacing the tractor unit, may be the fastest and most cost-effective path to decarbonizing long-haul freight. A new battery-electric heavy truck carries a high upfront cost and demands charging infrastructure that most freight corridors do not yet reliably provide. A retrofit kit fitted to an existing trailer is meant to sidestep both problems. The question the industry has been working to answer is whether the energy harvested from regenerative braking, rooftop solar, and grid charging in short bursts when the vehicle is parked for loading and unloading is enough to produce savings that recover the kit’s cost in a reasonable time frame. Several companies now believe the answer is yes, and they are accumulating field data to prove it—though not all of them are going about it the same way. Trailer industry places its bets The competitive landscape has taken shape most visibly in Germany. Trailer Dynamics, an Aachen-based company, has conducted field tests with BMW Logistics, DB Schenker, Duvenbeck, and Volkswagen Konzernlogistik, reporting average fuel savings of around 40 percent for diesel tractor combinations, substantially higher than the up to 18 percent reduction implied by the Nivalis projection. The difference traces directly to battery size, but Trailer Dynamics frames the choice as an economic question rather than an architectural one. “The discussion should not start with battery size, but with the economics of the transport operation,” the company said in response to written questions. “There is no single battery capacity that is universally right for every fleet.” Trailer Dynamics’s modular system offers three configurations ranging from 187 to 551 kWh, sized to match route profile, annual mileage, payload, and charging access. The M300 version, whose designation reflects the capacity of its 300-kWh lithium iron phosphate battery supplied by the Chinese battery manufacturer CATL, adds approximately 4 tonnes to the trailer, roughly three times the one to 1.4 tonnes added to a trailer by the Nivalis system. Both companies’ systems would extend the range of a battery-electric tractor by reducing the energy demand on the tractor’s motor. But Trailer Dynamics explicitly targets that use case, claiming its self-propelled trailer yields combined ranges of up to 850 km—enough to eliminate intermediate charging stops on many long-haul routes. Nivalis has not published range extension figures for electric tractor combinations, and its smaller battery and peak lower output suggest the effect would be more modest. That higher energy-storage capability widens the addressable market for Trailer Dynamics considerably and helps explain the investment flowing into t

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