Trucks equipped with battery electric powertrains are expected to become the go-to vehicles in applications with predictable range requirements, such as distribution or line haul operations. Zero emission truck OEMs must invest heavily in batteries in order to take full advantage of this market opportunity.

OEMs must carefully consider all their investment options when investing in batteries, due to their potential cost implications.

Lithium Iron Phosphate (LFP)

Battery chemistry used in an electric truck’s battery pack makes a substantial impactful in its range and range per charge. Popular options are lithium iron phosphate (LFP) and nickel manganese cobalt oxide (NMC).

Lithium iron phosphate batteries offer both moderate cost and longevity, making them the go-to choice for stationary energy storage applications and electric buses. Furthermore, nickel and cobalt-free lithium iron phosphate batteries alleviate ethical mining practices concerns as well as environmental damage impact concerns.

NMC batteries are also widely utilized in consumer electronics due to their lightweight and compact nature. Recent advancements have resulted in enhanced rate capability as well as reduced charging time.

Emerging is a new generation of LFP batteries with greater energy density, which enables more powerful motors and longer range within the same battery pack size. This has also resulted in an evolution from module-based designs requiring multiple cells to be assembled into a full pack to cell-to-pack construction which maximizes space efficiency and energy density.

Lithium-Ion (Li-Ion)

Li-ion battery technology has had a revolutionary impact on human society. It powers portable consumer electronics, laptop computers, cellular phones and electric cars with its high energy density and long battery life proving key elements to their success in electric vehicles (EVs).

Significant advancements in Li-ion battery technology include switching from 400-volt to 800-volt systems, which has reduced charging time and increased efficiency by over 50 percent. Additionally, improvements to cell chemistry and architecture have enabled higher energy densities with extended lifespans.

Battery manufacturers are exploring alternative cathode materials to cut costs and increase cycle life. For instance, the University of Texas is working on an experimental cobalt-free lithium-ion battery made up of up to 89% nickel, aluminum and manganese that should provide similar range as other Li-ion cells.

Sodium-Ion (Na-Ion)

Sodium-ion batteries use sodium instead of lithium in their cathodes, making them cheaper and requiring fewer critical minerals like nickel and manganese for construction. Furthermore, unlike lithium batteries which may experience thermal runaway problems at higher temperatures, sodium batteries operate effectively under various temperatures without experiencing thermal runaway.

Battery costs account for most of the expense in manufacturing an EV, so OEMs are highly sensitive to cell costs. Increases in energy density could allow OEMs to offer the same truck capabilities with smaller packs and thus decrease overall costs.

Improved cycling performance will provide longer driving ranges for freight applications where battery packs may experience more frequent charging cycles than passenger cars. Faster charging speeds will increase efficiency and encourage greater adoption of renewable energy sources.

Lithium-Metal Anode (LMA)

As electric truck (EV) OEMs seek market dominance, energy density and cycle life will become key metrics to maximizing range. These performance measures ensure long-haul use cases are fulfilled while simultaneously reducing battery pack weight for increased payload capacity.

To meet their performance goals, EV OEMs must use high-performing battery chemistries like Lithium Metal Anode (LMA), which offer superior energy density and cycle life compared to other cell chemistries.

Researchers are actively developing surface engineering strategies to maximize LMAs’ full potential by optimizing electrochemical performance and reversibility. Gao et al. developed a “spannule” consisting of carbon-coated mixed metal fluoride (NMMF@C) core@shell microstructures as a smart “spansule”, to continuously provide functional ingredients necessary for stabilizing SEI during cycling. Their multifunctional protective layer utilized the homogenizing function of NMMF for uniform Li deposition as well as fast Li+ flux properties provided by carbon for stable SEI during cycling.