Hybrid BEV – A suitable concept for commercial vehicles?

Comparative Analysis: Which Powertrain Configuration Performs Best?

To assess real-world viability, the study conducted a Total Cost of Ownership (TCO) analysis across different customer profiles:

For light commercial vehicle:

• Parcel Delivery: with a driving distance of 100 – 300 km between two consecutive “comfortable” charging stops
• Craftsmen: with comparably large operating radius with 200 – 800 km driving distance between two “comfortable” charging stops
• Express Logistics: with a driving distance of 300 – 1200 km between two “comfortable” charging stops.
• Long haul truck with a “comfortable” intermediate charging stop during the day
• Long-haul truck with only overnight charging (once per day)   
   

For long-haul trucks: 

An extract of this study for the LCV application is shown in the figure below, where the share of electric driving and operations costs for a Hybrid BEV for different customer groups is depicted. The results show that with a 60 kWh battery, Hybrid BEVs can cover nearly all parcel delivery routes electrically. For other customer groups, electric driving share decreases but remains still on a significant share of 50 % (Craftsmen) and 35 % (Express logistics), while the ICE ensures operational flexibility.

Although Hybrid BEVs, PHEVs, and BEVs have higher upfront propulsion system costs, they offer LCV applications significantly lower operating expenses (OPEX) compared to diesel vehicles. Interestingly, the differences in TCO between the Hybrid BEVs, PHEVs and BEVs across all configurations and customer groups were relatively small. However, Hybrid BEVs and PHEVs stand out for their versatility, making them especially attractive for fleets navigating diverse route profiles and limited charging infrastructure.
 

Packaging Challenges in Hybrid BEV Conversions for LCVs

Most of today’s battery-electric LCVs house the battery in the underbody and use a single electric axle, while auxiliary systems remain in the front compartment.

However, integrating a range extender into this architecture presents significant packaging challenges. The flat underbody battery layout leaves little room for additional components, often requiring a complete redesign of the powertrain or even a new engine.

A more practical solution involves:

• Reducing battery size to free up underbody space for auxiliary systems.
• Reallocating the front compartment to house the range extender module, including intake, exhaust, and cooling systems.
• Repurposing former battery space for the fuel system.
   

Battery Technology for a Hybrid BEV

Recent advancements in lithium iron phosphate (LFP) battery technology have significantly enhanced energy density, thermal stability, and cycle life, making LFP cells increasingly suitable for Hybrid BEVs or PHEVs with enhanced electric range. Traditionally, PHEVs have utilized smaller, power-optimized battery packs. However, with the growing energy capacity of modern LFP cells—originally developed for battery electric vehicles (BEVs)—it is now possible to extend electric-only driving range, reduce emissions, and lower total cost of ownership. Leading suppliers have commercialized high-performance LFP cells with energy densities reaching up to 200 Wh/kg and discharge capabilities of up to 3C. These cells also offer improved safety against thermal propagation and reduce dependence on critical materials such as cobalt and nickel. Their integration into PHEVs could support compliance with increasingly stringent regulatory standards while maintaining cost-efficiency and long-term durability. 

Future trends in cell development show a strong move toward higher energy density, higher charge acceptance and higher peak power at lower cost and with increased safety.