A 30 minute charge means each charger can service a maximum of 48 tractors per day, and realistically probably less than that. I wonder how many trucks fill at a typical diesel filling station per day.
I've only been to a cardlock station a few times but the pumps seem like regular pumps.
I just looked it up and apparently regular gas station pumps in Canada are limited to 38 L/min (10 US gal/min) but some cardlock stations can have larger pumps with a higher rate on them.
If a semi truck has two saddle tanks that's 200-300 gallons, but some trucks can apparently carry more? I'm not an expert on this, But I can reach out to a friend who owns a crane and trucking company if someone else doesn't chime in with a more detailed response.
So at 200-300 gallons and 10 gallons per minute it can take 20-30 minutes to fill a truck.
Though another way to think of filling up is miles per minute. At 10Gal/Min and 7MPG that's pumping 70 miles a minute into the tank.
an 80% charge in 30 minutes on a 500 mile range battery is ~13 Miles a minute so roughly 5x slower
There are faster (600 GPM or more) but those are specialized for loading boats, etc; the air can't escape the tank fast enough to use those on a truck.
Not quite as elegant as the new flash chargers that rival the Tesla truck chargers with megawatt speeds but interesting.
It's a 15 minute roll in / roll out kind of turn around.
The game's not over and the big transport operators (eg: Rio Tinto mine fleets moving a billion tonne per annum, etc) are still doing the R&D pipeline and trialling pilots.
It should get adoption from companies big enough to run their own fleets (such as the mining company mentioned) but it won't be a suitable method for a good percentage of the long haul trucks in the States.
With that said, I would think chargers should be fine for a lot of those trucks if the infrastructure builds out for them. The drivers are already taking breaks every few hours by regulation, so they can top off rather than going from empty to full.
* https://www.youtube.com/watch?v=jTRHEtfdxOo
* https://www.youtube.com/watch?v=qlOxqhWbsk4
and at least one other battery swap prototype are all being actively piloted.
You can keep Tesla, cheer's.
Now you just need every gas station in the US to stock a bunch of swappable batteries for every semi brand. It's a great idea s long as you're not bound by any sort of realistic expectation.
Also, not the first industry that would rely on some level of standardisation.
It's a glitzy demo which has been attempted multiple times and has failed every time (to the surprise of nobody, Tesla was one of the early demo-ers, guess where that ended up?), NIO is still losing money hand over fist and survives only thanks to the CCP keeping it afloat.
> Also, not the first industry that would rely on some level of standardisation.
You'd need the standardisation first.
And making batteries field-replaceable with limited equipment means the battery modules need to be significantly more resilient, as well as more complex (not only do you need automatic disconnects for the electrics, but you also need to handle cooling), which translates to less capacity because you need room for all that, and it's harder to integrate structural support with the battery modules so the chassis also needs structural improvements there. The alternative is to automate the entire thing, which means even more complexity, and now the system needs to be aware of every vehicle involved.
The entire thing is a staggering amount of complexity to mostly lower capabilities.
So electric can only service 1/3 of semi, when truck stop is at full capacity.
So when a semi pulls into a truck stop, you swap that caboose cab with a fully charged one.