The road transport mode is predominant in Brazil, representing more than 50% of greenhouse gas (GHG) emissions from energy sector [1]. Currently, trucks use internal compression combustion engine (ICCE) with fuel Diesel as propulsion, considering the reference for technical and economic studies for alternative propulsions such as: electrification or hydrogen (H2) as fuel. Both technologies are extremely important to achieve the goals defined by Brazilian nationally determined contribution (NDC) (commitment to Paris agreement target) to avoid climate changes catastrophic issues due climate temperature risk to exceed 2°C. In addition, several companies have announced sustainability compromises to contribute with reduction of GHG emissions in scopes 1,2 and 3, focusing on Environmental, Social and governance (ESG), where road transportation has a larger contribution to achieving the target.
Contran Resolution (CR) n° 882/2021 defines the maximum weights and dimensions of vehicles to be authorized to circulate in Brazilian roads. A major challenge is the eligibility of the system to be installed, as well as the layout arrangement in the vehicle. In the context, during the concept phase, it is necessary to evaluate the load distribution on the axles, maximum weights and maximum dimensions of the vehicle complying with the legal requirements. Legal requirements modifying has been started in some countries, for example Chile where recently had public a resolution n° 181/2025 allowing to increase 350 kilograms (kg) in a single front axle, probably part of new policies to make feasible alternatives propulsions to reduce GHG emissions.
The proposal of this work will evaluate the impact of load distribution through the assessment of possible layouts for purely electric propulsion or hydrogen fuel propulsion using software as tool, searching for greater agility in concept evaluation. The challenge is to create a model where it is possible to modify the gravity of center (CoG) along the vehicle considering curb weight, implementation, gross weight and payload, checking if it possible to follow the same premises of ICCE and current CR without miss customer by criteria.
The results show the impact of reduced payload by 15-34% due to mass added in vehicle for zero emission vehicle (ZEV) using alternative propulsion (electric and hydrogen) in all scenarios simulated, considering the same dimensions of ICCE complying with CR. As conclusion, has been observe challenges for truck decarbonization due to payload reduction, generating direct impacts in customers due the possible total cost operation (TCO) increase. In additional this work can contribute to new decarbonization mobile polices discussion in the future (technical or compensation rules), where the tool used can contribute to build Fastly many different scenarios for decision. As recommendation, the CR updated n°1015/24 does not comply all decarbonization truck scenarios and will need be discussed how reduce the impact for ZEV concepts, resulting in CR updates to make the plan feasible for the truck decarbonization,