Truck route planner

The consumption model. Each truck starts from a flat base figure (kWh/km, public OEM positioning, 40 t reference), scaled by three factors: weight (the ~45 % rolling-resistance-and-inertia share), temperature (a bathtub curve, heating dominates in cold), and speed (the ~40 % aerodynamic share scales with v²). The applied factors are shown under the itinerary, so every number can be decomposed.

What cold actually does. Three separate effects: consumption rises (×1.25 at −10 °C), usable capacity shrinks (×0.92), and a cold pack accepts far less DC power (×0.55), so every charging stop nearly doubles. Try the eActros 600 at 20 °C and at −10 °C: identical drive time, very different standing time.

Elevation and regeneration. Every segment adds its climb energy m·g·Δh; descents give back 60 % through regenerative braking. Hills always cost net energy, visible in the Kassel hills in the profile chart.

Charging and driver breaks. DC charging runs at full power to ~55 % SoC, then tapers; stops charge to 80 % because the last 20 % is disproportionately slow. Any dwell of 45 minutes or more counts as the mandatory EU 561/2006 driver break, so a well-placed charge hides the break inside it.

Stop planning. A farthest-reachable greedy: while the battery would cross the 10 % planning reserve before Mannheim, insert the farthest charger still reachable and re-simulate. When no charger is in reach, the route line turns grey exactly where the reserve is crossed.

Data. Route geometry, drive time and elevation come from openrouteservice (HGV profile, © OpenStreetMap contributors), baked offline, no API calls at runtime. Truck figures are coarse public OEM specs; the four charging locations are synthetic corridor examples. Not modelled: traffic, wind, payload variation, charger queues, per-model charging curves.