Page 21 - Commercial Vehicle Engineer - December 2021
P. 21

BATTERY CAPACITY
Another development on the electric S.CUe cooling unit is that it has its own self-sufficient energy system, Hunt adds. “Batteries are installed in the place of the diesel tank between the landing gear,” he says. “Due to its modular design principle, it is possible to scale the battery capacities at the start of series production. With the smallest battery design (34kWh), electrical operation of up to 4.5 hours can be guaranteed, depending on use and requirements. Recharging from the mains is done via the standard CEE three-phase connection and takes about two hours for the 34kWh battery variant for a full battery charge.
“If the vehicle is also equipped with the electrified Schmitz Cargobull trailer axle, energy is recuperated during braking. This means that the battery
is already recharged during the journey, so recharging the battery via the
power grid at the distribution centre
is either unnecessary or can at least
be minimised.
“An intelligent strategy ensures that the battery's state of charge is kept as high as possible to provide as much safety as possible for standstill situations, such as traffic jams. The power class of the electrified axle is precisely matched to the needs of the refrigeration machine.”
This solution is aimed at companies that provide urban distribution services or primarily serve routes between different distribution centres. “The entire system is specifically tailored to these applications,” Hunt adds.
“In many large cities, especially in the Netherlands, distribution traffic will be characterised by ‘zero emission zones’ in the inner cities as of 2025. With this product, Schmitz Cargobull offers a solution that ensures that supermarkets in city centres can still be supplied
with fresh and frozen produce due to the electrically powered cooling unit in combination with an emission-free truck unit.”
“An intelligent strategy ensures that the battery's state of charge is kept as high as possible to provide as much safety as possible for standstill situations, such as traffic jams”
FRIDGE TRAILER INNOVATIONS
       DEVELOPING TRENDS
Hunt adds that many of its customers
are now looking for greater flexibility
in their transport fleets. “The increased
use of multi-temp vehicles with movable partitions wall for the transport of goods
in different temperature zones is one way
to achieve this,” he says. “Therefore, the demand for multi-temp vehicles is generally increasing, albeit at a restrained level.
“Another trend can be seen in the securing of goods. More and more carriers are turning to trailer telematics systems. With TrailerConnect, the customer receives absolute transparency and overview of their vehicle fleet. With the data provided, the fleet manager can optimise internal processes and reduce the total cost of ownership.
“Since 2018, Schmitz Cargobull has equipped all refrigerated semi-trailers
with a digital temperature recorder, the necessary sensor technology and therefore TrailerConnect as standard. All services are coordinated with vehicle options and can be monitored and operated via the telematics portal.”
Allied to this, Schmitz Cargobull’s S.KO COOL SMART has been fitted with a new air distribution system that enables the
load to be refrigerated more evenly and more efficiently. “Additional sensors used in conjunction with our TrailerConnect telematics system document and monitor the homogeneous air distribution for even greater efficiency and transport quality,” adds Hunt. “We have also introduced a new electronically controlled door lock
to improve security with our box trailers, which can be controlled by geofencing.
“The security standards of our vehicles have also been improved in accordance with the new TAPA certification guidelines.”
Hunt adds that Schmitz Cargobull plans to push further with the networking and digitalisation of vehicles via TrailerConnect to make the scheduling and control of networked logistics chains easier.
But in the long-term, the focus for Schmitz Cargobull, and all refrigerated trailer manufacturers, is on 2039,
the date for the end of production of diesel engines.
“We will only reconcile the challenge of increasing transport volumes with climate protection by working together,” Hunt says. “We see the 2039 target as a very important and ambitious goal and country-specific measures as well as an overarching legislation in Europe can contribute to achieving this goal.”
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