Esa Tuviala

In regional freight operation, route, payload, and charging plans for battery electric trucks depend on trip energy. In Nordic winters this demand varies with temperature and road-surface state, which vehicle energy models omit by treating auxiliary demand as constant and rolling resistance as independent of weather. This study predicts the trip-level energy consumption of a battery electric truck in commercial service in Finland and Sweden from 18 months of telematics, matched along the route to road-weather analyses of temperature, water film, and surface snow. A calibrated longitudinal-dynamics model is combined with a gradient-boosting correction and evaluated on held-out trips, months, and an unseen winter. The physics residual rises from slightly below zero above 15◦C to 50 kWh/100km below -15◦C, each 1◦C drop adding 1.17 kWh/100km, and neither a constant-power auxiliary load nor a load-proportional rolling loss reproduces it alone. A 0.15 mm water film adds 8.4 kWh/100km and snow cover 6.8 kWh/100km plus 7.8 kWh/100km per centimeter, independently of temperature, so consumption peaks near 0◦C. On unseen trips thecorrection raises the R2 of total consumption from 0.40 to 0.87 and recovers 53% of the residual variance, 41% for an unseen winter, twice what a temperature-dependent auxiliary load achieves. A wet, snowy day at -20◦C shortens the range of a fully loaded truck from about 260 km to 185–195 km. A diesel truck analyzed as a reference shows that fleet fuel-level signals are too coarse for such prediction.