LAS VEGAS — For the $20 million it invested on the Freightliner Cascadia SuperTruck II software, Daimler Truck North The united states expects some of the sophisticated technologies to locate its way into generation.
That’s what transpired right after SuperTruck I, an $80 million break up concerning DTNA and the Department of Electricity that ran between 2010 and 2015. The DOE matched DTNA’s $20 million for SuperTruck II.
The expenditure from the initially SuperTruck software paid out off. Present-day generation Freightliner Cascadias have a windshield that debuted on SuperTruck I. Fuel-saving aerodynamic capabilities from the project showed up as solutions on the New Cascadia that debuted as a 2020 model.
“We want to concentration on those people issues that stand the finest probability for creation,” claimed Derek Rotz, DTNA highly developed engineering director who labored on SuperTruck I and led the SuperTruck II software. “With SuperTruck II, we’ve developed on individuals learnings. We didn’t require to start off off with a clean sheet and look into each individual very last corner of the car or truck.”
Even as the outcomes of SuperTruck II had been unveiled at the Manifest provide chain meeting, DTNA is presently performing on a SuperTruck III system to develop a hydrogen-driven fuel cell electric tractor for lengthy-haul trucking that retains utmost cargo capability.
SuperTruck III success are planned for expose in 2027, all-around the time Daimler Truck and Volvo Team count on to introduce production gas cell vehicles from their cellcentric joint enterprise.
4 emphasis locations in SuperTruck II
For SuperTruck II, designers and engineers tried to stay close to the architecture of the current-day Cascadia in picking what to go away in and what to go away out. Four locations been given notice: increased tractor aerodynamics, powertrain improvements, electrical power administration and small-rolling resistance tires.
Every single established benchmarks for freight efficiency and a diminished carbon footprint, in general objectives of the SuperTruck program.
“All these systems alongside one another drove us to much more than double our freight efficiency on a tractor that doesn’t appear radically different but performs far better,” explained Derek Villeneuve, supervisor of highly developed car programs.
It’s not a drag
The aerodynamic drag — a measure of how it slips as a result of air currents — came in 12% better than SuperTruck I. Engineers didn’t calculate the quantity towards the present output truck mainly because it would not be an apples-to-apples comparison, Rotz stated.
The redesigned hood, bumper and chassis fairing all enhance the current cab construction pushing undisturbed airflow about the truck. The grille, air intakes and doorways were redesigned to be as seamless and clean as attainable.
At highway speeds, the tractor and trailer routinely decreased a pair of inches. When the rig slows, the tractor raises again up.
DTNA-designed aspect extenders and a roof spoiler also activate quickly at freeway speeds to close the hole among the tractor and trailer to within just 4 inches. They resemble aftermarket extenders from Truck Labs, but Villeneue reported DTNA had been operating on its have edition.
Cumbersome side mirrors had been changed by the Stoneridge mirror digital camera procedure. Federal regulations prohibit manufacturing unit set up of the system nowadays, but they are getting nearer. DTNA now pre-wires manufacturing Cascadias to simplicity their addition in the aftermarket, which regulators allow.
DTNA statements SuperTruck II features the most successful powertrain Freightliner has built-in into a truck. SuperTruck II consumes 5.7% much less gas than SuperTruck I. A prototype Detroit 13-liter engine capabilities two-stage turbo and interstage cooling paired with a 13-speed overdrive transmission.
SuperTruck II capabilities a split cooling procedure that is composed of substantial-temperature and very low-temperature cooling circuits functioning in tandem with two-phase turbocharging and exhaust gasoline recirculation cooling on the motor. Navistar introduced a equivalent procedure on the built-in S13 powertrain provided in the Worldwide LT starting generation later this 12 months.
A vital reward is reduce motor revving.
“Typical highway speeds are all over 1,100 rpm. We’re obtaining SuperTruck II is about 950,” Villeneuve said. “Because the rpm is decrease, it’s quieter within the cab.”
48-volt electrical system
High-electric power 48-volt electrical techniques are also costly for most manufacturing vans now. They exhibit up in autonomous trucks the place compute programs need substantial amounts of electrical energy. A 48-volt process powered by lithium-ion batteries offers significant benefits in a study automobile like SuperTruck II.
Consider ability steering as an illustration.
“A normal electric power steering technique is definitely created for reduced speed when you are parking the truck,” Villeneuve claimed. “You require to have a big pump to give you a good deal of strengthen in get to steer the auto.”
But ability steering techniques generally are overdesigned and inefficient for freeway driving exactly where minor steering hard work is wanted.
“With this procedure, we’re ready to manage it this kind of that we can operate superior rpm pump velocity to unbelievably effortless steering at lower velocity, and then on the freeway you do not need a great deal of strengthen. We push all that power back [into the battery] so you are not consuming added power.”
The 48-volt battery powers the steering at all situations, even when the truck is driving with the engine off. (Sure, you read that appropriately.)
DTNA’s EcoSail aspect can change the motor off when travel electricity is not essential, these types of as on a lengthy downhill descent. The driver does not need to do anything at all. The 48-volt method keeps attributes like air conditioning operating. As quickly as electric power is desired, the engine automatically restarts.
But there is more.
The 48-volt starter turns on the engine with far more electrical power and pace. It operates hoteling options in a sleeper taxi like microwave opens and entertainment units without the need of the engine running while providing 12-volt electricity for taxi lights and the instrument cluster.
When the rubber meets the street
As it did on SuperTruck I, DTNA partnered with Michelin to create tires for adaptive tandem axles that minimize power intake and servicing downtime owing to significantly less have on and tear on the tires.
By lowering the friction on the road, a lot less fuel is required to retain the truck pace. Engineers lowered tractor rolling resistance by 12% when compared to SuperTruck I. Michelin designed tires particularly for the steer, generate and tag axles of SuperTruck II.
Dynamic load change, which moves some of the load mechanically from the push axle to the tag axle, even further increases effectiveness and fuel financial savings, using benefit of the rear tires’ very low rolling resistance. New treads and compounds resulted in 20% less generate tire have on and tear and drastically enhanced rolling resistance.
Effectiveness as an artwork kind
Jeff Cotner, supervisor of layout enhancement and chief designer, and his crew, sought to inject artwork into the truck as they worked with the engineers.
“We were being influenced by the way wind can type of blow via surfaces like snow and sand to make the perfect shape,” Cotner reported. “The wind will convey to you the condition it wants the kind to be and we thought that was an superb way to make the SuperTruck materialize. You can in fact see the performance in the shapes that you are searching at.”
And what about that colorful wrap?
“The truck underneath is silver and we desired something to make it stand out,” Cotner stated.
SuperTruck II effectiveness attempts could increase range for electric vehicles
Paccar, Daimler, Volvo get bulk of $127M in SuperTruck III funding
Daimler Vans GenH2 is far more than just a gas mobile
Simply click for additional FreightWaves content articles by Alan Adler.