Heavy Duty Trucking

DEC 2014

The Fleet Business Authority

Issue link: https://heavydutytrucking.epubxp.com/i/432752

Contents of this Issue


Page 37 of 103

34 HDT • DECEMBER 2014 www.truckinginfo.com scale work, but final validation will be in a full-scale wind tunnel." When it comes to weight reduc- tion, he said, "take a look at the extra weight we carry in suspen- sions, steering and brake systems. Frame rails are themselves extremely heavy. Battery boxes are still quite heavy. The essence here is to look at what we can do with composites to reduce weight and maintain integrity." Information technology plays a role, as well. More than one of the SuperTruck projects are using predictive cruise control, which use data to tell the truck what kind of terrain is ahead and adjust speed and throttle accordingly. "Once you have predictive cruise, you have terrain knowledge and you can start to apply that intelligently. That really become the key factor on how smart technologies interact with the rest of the vehicle," Gosbee said. In addition, he said, engineers can use that knowledge of the terrain to empower the onboard computers to decide when to run the compressor, when to run the HVAC, how to optimize electrical systems and more. The engine challenge But it turns out that getting to that 50% number on engines is harder than everyone originally expected, he said. "By far the hardest challenge is the engine." Right now, he said, the project is at 47.5% BTE – a big improvement from that 42% baseline, but still short of the 50% project goal, and much less the 55% that's supposed to be "modeled" as a path forward. Gosbee outlined some of the things you can do to improve the BTE of the engine: • Make sure your combustion is as efficient as possible. • Get the gases in and out more efficiently is mated with a transmission and driveline. "We can no longer consider the engine and transmission as two separate components. The engine, transmission and driveline must be treated as a fully integrated system." We're talking about downspeed- ing here, with direct-drive au- tomated transmissions and very numerically low rear axle ratios (as low as 1.94) to keep the engine operating at lower rpms in the fuel-saving "sweet spot" as much as possible. "There's more technology coming on transmissions that we'll see in the next couple of years." All of this, however, is in some ways low-hanging fruit, Gosbee said. All the SuperTruck projects, he said, "stumbled at about the 48% level, and that's where waste heat recovery comes in. All four of the SuperTrucks will end up with some form of waste heat recovery and some sort of turbocompounding, because that 55% is a real stretch," he predicted. Cummins exceeded its engine efficiency target at 51.1% BTE. But one of the ways it got there was with a heavy and complex waste heat recovery system. In addition to complexity and weight, another challenge with waste heat recovery, Gosbee said, is the aftertreatment system. "Part of the heat system that we rely on as vehicle manufacturers has to be used to keep the aftertreat- ment chemical plant running at its optimal temperature. So we're in this challenge of keeping the aftertreatment systems clean and operational and trying to maximize heat recovery." Nevertheless, he said, "This will happen. Whether it happens for 2020 or 2025 is just a matter of time. To get to the next hurdle you have to start recovering that heat energy." ■ • Reduce the friction in the rotat- ing components • Increase cylinder pressure • Redesign injectors and pistons • Refine the injection rate • Design a less complex, low- restriction exhaust gas recircula- tion system • Use high-temperature cooling, which means keeping the heat in the combustion chamber. Push- ing it out through the cooling system is a waste. • Lower restriction in the tur- bocharging, aftertreatment and exhaust systems • Reduce friction between pistons, piston rings, liners and bearings. "There's been very little advancement in bearings, and there are now new bearings out there that are much lower fric- tion," he said. • Reduce parasitic losses from the oil, water and fuel pumps. These "don't need to run at the rate the engine does, so we're taking them away from direct engine speed." • Look at how the fan oper- ates – "32-blade fans running at 70 horsepower do take a lot of energy." One strategy being used by Super- Truck teams is using a smaller engine. "When you talk about 150 to 175 hp to move 65,000 pounds through the air on flat land, you don't need high-horsepower engines, high torque curves and torque reserve," Gosbee explained. And of course, he said, manu- facturers already are improving efficiency in the way the engine FuelSmarts "We can no longer consider the engine and transmission as two separate components." — Darren Gosbee, Navistar

Articles in this issue

Links on this page

Archives of this issue

view archives of Heavy Duty Trucking - DEC 2014