LAS VEGAS — For the $20 million it spent on the Freightliner Cascadia SuperTruck II program, Daimler Truck North America expects a number of the superior expertise to seek out its manner into manufacturing.
That’s what occurred after SuperTruck I, an $80 million cut up between DTNA and the Division of Vitality that ran between 2010 and 2015. The DOE matched DTNA’s $20 million for SuperTruck II.
The funding from the primary SuperTruck program paid off. Present era Freightliner Cascadias have a windshield that debuted on SuperTruck I. Gas-saving aerodynamic options from the undertaking confirmed up as choices on the New Cascadia that debuted as a 2020 mannequin.
“We wish to give attention to these issues that stand the most effective probability for manufacturing,” mentioned Derek Rotz, DTNA superior engineering director who labored on SuperTruck I and led the SuperTruck II program. “With SuperTruck II, we’ve constructed on these learnings. We didn’t want to start out off with a clear sheet and examine each final nook of the automobile.”
Even because the outcomes of SuperTruck II have been unveiled on the Manifest provide chain convention, DTNA is already engaged on a SuperTruck III program to develop a hydrogen-powered gas cell electrical tractor for long-haul trucking that retains most cargo capability.
SuperTruck III outcomes are deliberate for reveal in 2027, across the time Daimler Truck and Volvo Group count on to introduce manufacturing gas cell vans from their cellcentric three way partnership.
4 focus areas in SuperTruck II
For SuperTruck II, designers and engineers tried to remain near the structure of the present-day Cascadia in selecting what to go away in and what to go away out. 4 areas obtained consideration: enhanced tractor aerodynamics, powertrain enhancements, power administration and low-rolling resistance tires.
Every set benchmarks for freight effectivity and a diminished carbon footprint, total objectives of the SuperTruck program.
“All these applied sciences collectively drove us to greater than double our freight effectivity on a tractor that doesn’t look radically completely different however performs higher,” mentioned Derek Villeneuve, supervisor of superior automobile programs.
It’s not a drag
The aerodynamic drag — a measure of the way it slips by means of air currents — got here in 12% higher than SuperTruck I. Engineers didn’t calculate the quantity towards the present manufacturing truck as a result of it could not be an apples-to-apples comparability, Rotz mentioned.
The redesigned hood, bumper and chassis fairing all complement the present cab construction pushing undisturbed airflow across the truck. The grille, air intakes and doorways have been redesigned to be as seamless and clear as doable.
At freeway speeds, the tractor and trailer mechanically decrease a few inches. When the rig slows, the tractor raises again up.
DTNA-developed facet extenders and a roof spoiler additionally activate mechanically at freeway speeds to shut the hole between the tractor and trailer to inside 4 inches. They resemble aftermarket extenders from Truck Labs, however Villeneue mentioned DTNA had been working by itself model.
Cumbersome facet mirrors have been changed by the Stoneridge mirror digital camera system. Federal rules prohibit manufacturing facility set up of the system immediately, however they’re getting nearer. DTNA already pre-wires manufacturing Cascadias to ease their addition within the aftermarket, which regulators permit.
Engine effectivity
DTNA claims SuperTruck II options probably the most environment friendly powertrain Freightliner has built-in right into a truck. SuperTruck II consumes 5.7% much less gas than SuperTruck I. A prototype Detroit 13-liter engine options two-stage turbo and interstage cooling paired with a 13-speed overdrive transmission.
SuperTruck II encompasses a cut up cooling system that consists of high-temperature and low-temperature cooling circuits working in tandem with two-stage turbocharging and exhaust gasoline recirculation cooling on the engine. Navistar launched an analogous system on the built-in S13 powertrain provided within the Worldwide LT beginning manufacturing later this 12 months.
A key profit is decrease engine revving.
“Typical freeway speeds are round 1,100 rpm. We’re discovering SuperTruck II is about 950,” Villeneuve mentioned. “As a result of the rpm is decrease, it’s quieter contained in the cab.”
48-volt electrical system
Excessive-power 48-volt electrical programs are too costly for many manufacturing vans immediately. They present up in autonomous vans the place compute programs require large quantities of electrical energy. A 48-volt system powered by lithium-ion batteries provides vital advantages in a analysis automobile like SuperTruck II.
Take energy steering for instance.
“A typical energy steering system is actually designed for low pace if you’re parking the truck,” Villeneuve mentioned. “It’s essential to have a big pump to provide you lots of increase with the intention to steer the automobile.”
However energy steering programs usually are overdesigned and inefficient for freeway driving the place little steering effort is required.
“With this method, we’re capable of management it such that we will run excessive rpm pump pace to unbelievably simple steering at low pace, after which on the freeway you don’t want lots of increase. We drive all that energy again [into the battery] so that you’re not consuming additional power.”
The 48-volt battery powers the steering always, even when the truck is driving with the engine off. (Sure, you learn that accurately.)
DTNA’s EcoSail function can flip the engine off when drive energy will not be wanted, reminiscent of on a protracted downhill descent. The motive force doesn’t have to do something. The 48-volt system retains options like air-con working. As quickly as energy is required, the engine mechanically restarts.
However there’s extra.
The 48-volt starter activates the engine with extra energy and pace. It operates hoteling options in a sleeper cab like microwave opens and leisure programs with out the engine operating whereas delivering 12-volt energy for cab lighting and the instrument cluster.
When the rubber meets the highway
Because it did on SuperTruck I, DTNA partnered with Michelin to develop tires for adaptive tandem axles that scale back power consumption and upkeep downtime because of much less put on and tear on the tires.
By reducing the friction on the highway, much less gas is required to keep up the truck pace. Engineers diminished tractor rolling resistance by 12% in comparison with SuperTruck I. Michelin designed tires particularly for the steer, drive and tag axles of SuperTruck II.
Dynamic load shift, which strikes a number of the load mechanically from the drive axle to the tag axle, additional will increase effectivity and gas financial savings, profiting from the rear tires’ low rolling resistance. New treads and compounds resulted in 20% much less drive tire put on and tear and considerably improved rolling resistance.
Effectivity as an artwork type
Jeff Cotner, supervisor of design growth and chief designer, and his group, sought to inject artwork into the truck as they labored with the engineers.
“We have been impressed by the best way wind can type of blow by means of surfaces like snow and sand to create the right form,” Cotner mentioned. “The wind will let you know the form it desires the shape to be and we thought that was a superb strategy to make the SuperTruck occur. You may really see the effectivity within the shapes that you simply’re .”
And what about that colourful wrap?
“The truck beneath is silver and we wanted one thing to make it stand out,” Cotner mentioned.
Mission completed.
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