Trucking is one area where the per-mile costs are really important, unlike most passenger cars. The cost of electricity is generally much much less than the cost of fuel, so there's definitely the potential for a compelling offer for hauling, even if its only a subset of all uses of semi trucks.

Electric drive trains are excellent at heavy loads; many huge haul trucks, trains, etc. use diesel electric where the diesel is just a fuel source to generate electricity for the real workhorse, the electric motor.

So it's really just the battery that's the hard part here.

Most EVs get ~3.3 mi/kWh. If the increased air resistance means only a third of that efficiency, a 450 kWh battery would be sufficient for 500 mile range. That's about 3 tons of weight, which is a lot, and take up about 2 feet of space behind the cab, perhaps. But since a diesel engine itself is going to weigh about 1 ton more than the electric motors and inverters, it's not a completely outrageous amount of overage.

Of course, the battery alone for this would be about $100,000k, as much typical tractor cabs these days. So clearly there would be some sort of swap program, and battery usage would be charged.

This all becomes a ton easier if designed for just, say, 250 miles before swapping batteries. But napkin math suggests that 500 miles isn't completely implausible, if you can get over the up front capital costs, and the slightly lower hauling capacity.