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 TRUCK & OFF-HIGHWAY
ENGINEERING TM

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CONTENTS
FEATURES REGULARS
16 Advances for off-highway 2 Editorial
Deep learning how to drive
engine design POWERTRAIN | TESTING & SIMULATION
As manufacturers continue to drive out cost and meet a worldwide 4 Technical Innovations
patchwork of regulatory frameworks, the tools for developing those 4 Zircotec manages heat transfer in hotter
engines are advancing. From showcase prototypes to advanced exhaust systems | THERMAL MANAGEMENT
analytical techniques, suppliers are helping the cause.
6 Nikola CEO: Fuel-cell Class 8 truck on track
22 Military vehicles battle for autonomy for 2021 | ALTERNATIVE PROPULSION

at lower cost ELECTRONICS 10 Paccar launches lightest HD automated

transmission for on-highway CVs | POWERTRAIN
Engineers are adding sensors, more powerful micros and faster
networks as they automate tasks and pave the way to autonomy. 12 Eaton solves nuisance problems with
electrohydraulic solutions | HYDRAULICS
26 Heavy duty lightweighting LIGHTWEIGHTING 14 Cummins reveals all-electric truck ahead of
Optimization of tractor-trailer systems and component design helps Tesla | ALTERNATIVE PROPULSION
to reduce overall vehicle mass, a key strategy in improving fuel
economy and meeting upcoming Phase 2 GHG regulations. 32 Original Equipment
32 Volvo CE sees major efficiency gain from
29 Navistars SuperTruck II explores hybrid-electric wheel loader
composites, WiFi to cut weight
34 Product Briefs
30 Methane state of mind ALTERNATIVE FUELS Spotlight: Test Equipment
New Holland ramps up its focus on alternative fuels, showcasing a
methane-powered concept tractor that trims emissions, operating costs. 38 Whats Online
39 Companies Mentioned, Upcoming
Ad Index
ON THE COVER 40 Q&A
FEVs proprietary ITES system, in combination with engine downsizing, Level 3 automation may not be attractive for heavy
improves fuel efficiency for on-highway applications by greater than trucks, says Boschs Dr. Johannes-Joerg Rueger,
15%. Investigations to determine the potential for off-road applications President, Commercial Vehicle and Off-Road
are ongoing, according to the company. (See page 16)

6
follow us @SAEOHEMag

Truck & Off-Highway Engineering, October 2017, Volume 25, Number 5. Truck & Off-Highway
Engineering (ISSN 2475-6148) is published in February, April, June, August, October, December
by Tech Briefs Media Group, An SAE International Company, 261 Fifth Avenue, Suite 1901, New
York, NY 10016 and printed in Mechanicsburg, PA. Copyright 2017 SAE International. Annual
print subscription for SAE International members: first subscription, $20 included in dues;
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& Off-Highway Engineering, P. O. Box 47857, Plymouth, MN 55447. SAE International is not
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this publication. Readers should independently evaluate the accuracy of any statement in the
editorial, articles, and advertising sections of this publication that are important to him/her and
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U.S. Patent and Trademark Office, and feature articles are indexed and included in the SAE Dig-
ital Library. For additional information, free demos are available at www.saedigitallibrary.org.
ISSN 2475-6148 (print)

Audited by

TRUCK & OFF-HIGHWAY ENGINEERING October 2017 1

 EDITORIAL NY, NJ, OH:
Ryan Beckman
+1.973.409.4687
Bill Visnic
rbeckman@techbriefs.com
Editorial Director
Bill.Visnic@sae.org PA/DE:
Desiree Stygar

EDITORIAL
Ryan Gehm
Editor-in-Chief
Ryan.Gehm@sae.org
Lindsay Brooke
Senior Editor
Lindsay.Brooke@sae.org
Jennifer Shuttleworth
Associate Editor
Deep learning how to drive
Jennifer.Shuttleworth@sae.org
Lisa Arrigo
Custom Electronic
Learning to drive as a teen is a rite of pas- type of processors, to get to [SAE] Level Products Editor
Lisa.Arrigo@sae.org
sage, my own experiences indelibly 4 or Level 5 [automation].
marked in my brain. But the brain learn- The tech company has its own test Contributors
ing to drive in the future wont be blow- car called BB8yes, in honor of the Star Stuart Birch
European Editor
ing out sixteen candles, if Nvidia has its Wars droidthats been trained to drive
Jack Yamaguchi
way. Deep learninga programming by watching a human driver. Huynh Asia Editor
model that builds a neural net, basically showed a video clip of BB8 descending Steven Ashley, Matthew Borst,
+1.908.300.2539
dstygar@techbriefs.com
Midwest/Great Lakes:
IN, MI, WI, IA, IL, MN
Chris Kennedy
+1.847.498.4520, x3008
ckennedy@techbriefs.com
Midwest/Central Canada:
KS, KY, MO, NE, ND, SD, ON, MB
Bob Casey
+1.847.223.5225
bobc@techbriefs.com
Rocky Mountain States/NM:
CO, ID, MT, UT, WY, NM
Tim Powers
+1.973.409.4762
tpowers@techbriefs.com
Southern CA, AZ, NV:
Tom Boris
+1.949.715.7779
tomboris@techbriefs.com

a self-adaptive algorithm that acts like a a steep, winding street. With tradi- Kami Buchholz, Dan Carney,
Terry Costlow, Richard Gardner,
Northern CA, WA, OR,
Western Canada:
human brain after being trained by data tional software, you would basically Bruce Morey, Linda Trego, Craig Pitcher
Paul Weissler +1.408.778.0300
is the perfect solution for self-driving ve- write algorithms: detect the sign, detect cpitcher@techbriefs.com
hicles, according to Tri Huynh, Nvidias the lanes, dont hit this, dont hit that. DESIGN
Senior Manager of Business Development What weve done is mounted a camera International
Lois Erlacher
Europe Central & Eastern:
Autonomous Vehicles. inside looking at the person, some sen- Creative Director
Sven Anacker
sors looking at the steering angle, and a Ray Carlson Britta Steinberg
Associate Art Director +49.202.27169.11
camera outside looking at the environ- sa@intermediapartners.de
steinberg@intermediapartners.de
ment. Its learning just like how youd SALES & Europe Western:
teach your kids how to drive; theres no
MARKETING Chris Shaw
+44.1270.522130
additional software detecting the curb, Joe Pramberger chris.shaw@chrisshawmedia.co.uk
the bush, etc. Publisher China:
joe@techbriefs.com
Deep learning and AI are being used Alan Ao
+86.21.6140.8920
Debbie Rothwell
for non-self-driving situations, toofor Marketing Director alan.ao@sae.org
drothwell@techbriefs.com
example, employing AI as essentially an Japan:
Shigenori Nagatomo
Martha Tress
active safety element in vehicles. In a Recruitment Sales Manager +81.3.3661.6138
Nagatomo-pbi@gol.com
scenario shown on screen at COMVEC +1.724.772.7155
Martha.Tress@sae.org South Korea:
17, the driver doesnt see a truck about Eun-Tae Kim
Xavier AI supercomputer for self-driving vehicles. +82-2-564-3971/2
to run a red light. As she begins to ac- REGIONAL ksae1@ksae.org
celerate through the intersection, her SALES
One of the hardest computer sci- car sees whats about to occur and pre- Integrated Media
North America Consultants
ence problems is self-driving, he said vents the accident. This is a great ap-
New England/Eastern Canada:
during a Sept. 18 session at SAE plication for deep learning and AI, for ME, VT, NH, MA, RI, QC Angelo Danza
+1.973.874.0271
Ed Marecki
COMVEC 17 on Vehicle Architectures for safety in the vehicle, he said. +1.401.351.0274 adanza@techbriefs.com
Connectivity and Processing. The The other use case involves California- emarecki@techbriefs.com Patrick Harvey
CT: +1.973.409.4686
things you have to detect on the road, based Blue River Technology, a preci- Stan Greenfield pharvey@techbriefs.com
and make the right decision, is a nearly sion-agriculture tech company that uses +1.203.938.2418
greenco@optonline.net
Todd Holtz
+1.973.545.2566
impossible software problem; you can Nvidia technology for its advanced Mid-Atlantic/Southeast/TX: tholtz@techbriefs.com
never write enough software to detect spraying equipment. They put cameras MD, DC, VA, WV, KY, TN, NC, SC, Rick Rosenberg
GA, FL, AL, MS, LA, AR, OK, TX +1.973.545.2565
everything you see out there. and our computers on the tractor and Ray Tompkins rrosenberg@techbriefs.com
+1.281.313.1004
Rather, Nvidia is building a supercom- theyre using deep learning algorithms rayt@techbriefs.com Scott Williams
puter inside the vehicle. This processor, to detect what are weeds and [deter- +1.973.545.2464
swilliams@techbriefs.com
called Xavier, was developed at a cost of mine] how and when to use pesticide,
$1 billion, according to Huynh, and its Huynh said. The result is a reduction of
strict purpose is to drive a vehicle. Weve chemical usage by 90%. Blue River was SUBSCRIPTIONS
+1.800.869.6882
taken all weve learned for the past four just acquired in early September by SOHE@kmpsgroup.com
years on AI [artificial intelligence] and Deere & Company for $305 million.
self-driving and put it into one chip, he For self-driving vehicles, AI will pro-
said. To give you some idea of its perfor- vide a base level of performance out of
REPRINTS
Jill Kaletha
mance, this processor can do 30 trillion the box, according to Huynh, but it may +1.574.347.4211
jkaletha@mossbergco.com
operations per second at 30 wattsthats need more time to learn your behavior.
about the same performance of 180 Only our good driving behaviors, I
MacBook Pros. This is what we think its hope.
NVIDIA

going to take, probably multiples of these Ryan Gehm, Editor-in-Chief

2 October 2017 TRUCK & OFF-HIGHWAY ENGINEERING

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TECHNICAL
INNOVATIONS
THERMAL MANAGEMENT
Zircotec manages heat transfer in hotter exhaust systems
Automotive engineers may have thought that
after a century or more, the problems of han-
dling heat in all parts of the powertrain had
been solved. But another is emerging that par-
ticularly affects commercial vehicles (CVs) and
off-highway equipment: keeping exhaust heat
only where it is wanted.
The new challenge affects exhaust systems
and involves a combination of the auto indus-
trys decades-old conflicting demands: effi-
ciency, legislation, packaging and cost.
Terry Graham, managing director of thermal
management specialist Zircotec Group, warns
that expected upcoming global emissions
standards will require improvements to the
engine, catalyst and DPF (diesel particulate
filter), each of which is likely to increase ex-
haust gas temperature.
But there is an added challenge, said Graham:
Its a desire to keep heat in the exhaust to main-
tain turbocharger efficiency and response.
Zircotec believes that internal temperatures in
some cases will rise from 500C to levels in ex-
cess of 700C. In some instances, obtaining high-
er performance from catalysts and filters may
require an increase in size, putting pressure on
overall packaging as hot exhaust system compo-
nents encroach on other systems that could po-
tentially be vulnerable to heat damage.
Reducing heat transmission
So Zircotec is now looking at ways of reducing
heat transmission throughout the entire structure
4 October 2017
SAE INTERNATIONAL
BOARD OF DIRECTORS
Zircotec Douglas Patton
plasma President
coating of
exhaust Cuneyt L. Oge
component. 2016 President
Mircea Gradu, PhD
2018 President Elect
Robert L. Ireland
Vice President Aerospace
Carla Bailo
Vice President Automotive
Landon Sproull
Vice President
Commercial Vehicle
Pierre Alegre
Treasurer
of the exhaust, including the exhaust manifold, David L. Schutt, PhD
thus reducing heat transfer from the hot exhaust Chief Executive Officer
gas to the outer containment to help maintain Gregory L. Bradley, Esq.
exhaust gas temperatures. This would also poten- Secretary
tially have a significant impact on cold-start and
the time taken for systems to warm up. It should Haoran Hu, PhD
also cut the operating temperature of the con-
tainment structure, reducing the thermal de- Alain P. Jablonowski
mands on the material and allowing more eco-
James R. Keller
nomic choices.
Even the metal clamps holding the exhaust Donald Nilson
system can be a major source of heat loss. To
overcome this, Zircotec is working with a sup- Eric Tech
plier on ceramic coatings options to reduce this
effect, revealed Graham. Gareth Williams, PhD
Safety legislation already limits external tem- Todd Zarfos
peratures. Apart from flammability, the exhaust
on a CV is more exposed to pedestrians. The SAE Sections
maximum external temperature, currently as and Affiliate Activities
SAE International offers educational and
high as 480C (896F) on some components, networking opportunities at the grassroots
could be mandated down to just 70C (158F), level through more than 80 sections
around the world. Sections are currently
believes Graham. located in Belarus, Canada, Colombia,
The traditional solution would be to add Ecuador, Egypt, Hong Kong, Israel, Italy,
Malaysia, Mexico, Romania, Russia, Taiwan,
insulation around the affected areas, but con- U.K., Ukraine, U.S., and Venezuela. SAE
ventional materials would typically need to be also operates affiliates in Brazil and India.
More information about sections, along
up to 70 mm thick to achieve the thermal bar- with a complete listing and links, can be
found at www.sae.org/sections.
rier performance required, he said. There just
isnt the room for such a thickness in many ap-
plications without re-routing the exhaust line
and introducing knock-on effects that would
compromise other systems and overall packag-
ZIRCOTEC
ing, to say nothing of the cost involved.
On modern vehicles, heat management is
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TECHNICAL INNOVATIONS
often carefully controlled to reduce
warm-up times and ensure sufficient
heat is delivered to key systems.
But Graham estimates that the point is
approaching where there is only just
enough high-grade heat in the exhaust
gas to drive these systems, so a different
approach is required: For reasons of
efficiency, one of our clients is aiming to
maintain the exit gas temperature at the
tailpipe to no less than 87% of the tem-
perature at which it leaves the engine. To
achieve this we have to analyze the heat
transmission through each individual
component of the exhaust system.
Aftertreatment considerations
A further key focus for Zircotec is on
thermal management of the aftertreat-
ment systems to significantly improve
clean-up efficiency. Graham said
Zircotecs technology can be used inside
Terry Graham, managing director of Zircotec, says
aspects of upcoming emissions standards are likely
to result in an increase in exhaust gas temperature.
6 October 2017
Quality control of
Zircotec-coated
component.
and around the DPF and catalyst to in-
crease the internal gas temperature and
ensure heat is delivered and focused
where it is needed, yet simultaneously
reduce external heat transmission
through improved thermal barrier per-
formance. Together with one of its Tier 1
customers, the company is working on
the insulation of a modular catalyst unit
that would meet future requirements.
To reduce the packaging space re-
quired, Zircotec is investigating the use
of its ceramic ThermoHold-based heat
shield material, both with and without
an integral conventional metal heat
shield. By incorporating small integral
air gaps, solutions have been devised
that can operate in different environ-
ments and orientations to improve ther-
mal barrier performance.
The heat shields can deliver signifi-
cant heat protection within a confined
space, providing a highly cost-effective
way to meet packaging requirements,
stated Graham.
He added that one of Zircotecs sig-
nificant long-term projects is to improve
the thermal management of the exhaust
manifold. To achieve this, the company
has a collaborative program in place
with a major vehicle manufacturer, and
with exhaust component suppliers, via
two very different approaches to ex-
amine the incorporation of ThermoHold
ceramic coating within the manifold.
Prototypes have been produced, with
the Zircotec ceramic-based material
used and applied by a manifold supplier.
Graham says early trials, and associated
test results, are very promising.
Stuart Birch
ALTERNATIVE PROPULSION
Nikola CEO: Fuel-cell
Class 8 truck on track
for 2021
Stressing that Nikola Motors primary
intent is to eliminate emissions related
to Class 8 over-the-road trucking, com-
pany president and CEO Trevor Milton
confirmed at a technology conference
in Detroit that Nikola remains on track
to deliver its first fuel cell-powered
electric trucks beginning in 2021.
Milton reinforced that the Nikola One
truckintended to be fueled by hydro-
gen generated from a network of nearly
350 company-built, solar-powered elec-
trolysis stations across the nationwill
have a driving range of 800-1200 mi
(1287-1931 km), 1000 hp and 2000 lbft
(2712 Nm) delivered to four rear wheels
and dramatically lower operating costs.
At Septembers Technology in Motion
conference in Detroit, Milton said that
concepts for battery-electric heavy-
duty from Toyota and Tesla, as well as a
recently-introduced concept from
Cummins, prove Nikolas business mod-
el that indicates electric drive makes
sense for over-the-road trucking.
Those prospective competitors vali-
date our business plan, Milton asserted.
Cheaper by the ton-mile
Milton showed data to indicate the
Nikola One fuel-cell truck can achieve
an equivalent of close to 450 ton-miles
of hauling capacity per gallon of fuel. A
conventional diesel-engine Class 8 haul-
er, he said, delivers only about 300 ton-
miles per gallon.
He added that the Nikola One is the
only known production-intent Class 8
truck that can achieve the 100% in-
crease in overall freight efficiency tar-
geted by the U.S. Dept. of Energys am-
bitious Supertruck II program.
Salt Lake City-based Nikola said a con-
ventional diesel-fueled Class 8 truck cur-
BOTH IMAGES: ZIRCOTEC
rently achieves up to about 7.5 mpg,
while the electric Nikola One truck has an
equivalent fuel economy of 13-15 mpg.
Most long-haul trucks end up using more
than three times more fuel than the
trucks initial cost, with some operators
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TECHNICAL INNOVATIONS

Callout 1: front radiator assembly; 2: electric steering/gearbox; 3: power electronics; 4: 320-kWh lithium-ion battery pack; 5: battery chiller and air-brake
tanks; 6: 300-kW fuel-cell stack; 7: hydrogen fueling system; 8: rear gearbox housing/independent suspension; 9: lightweight standard-duty fifth wheel.

Nikola One is a fully electric carbon-fiber bodywork pieces and other

Class 8 truck fueled by weight-optimized components.
hydrogen that vastly
exceeds just about Technical particulars remain
every performance Earlier this year, Nikola indicated
and cost metric of Tennessees Fitzgerald Glider has been
conventional
contracted to build the first 5000
diesel-powered
haulers. Nikola One trucks while the company
prepares its own assembly plant. The
company reportedly said earlier this
year the plants location would be
named by the end of the year, but
Milton did not provide further details.
He also asserted the trucks 320-kWh
lithium-ion battery pack uses technol-
ogy that is roughly 50% more energy-
Eliminating diesel engine dense than Teslas batteries and is built
and traditional driveline for a million miles, but he did not offer
makes Nikola One up to specifics, other than to refer to the
2000 lb lighter than a trucks sophisticated thermal-manage-
conventional Class 8. ment system. The batteries are the
Nikola Ones storage and buffer for the
300-kW fuel-cells electric output;
Milton said the combination avoids
deep discharge of the batteries, which
prolongs their service life.
Meanwhile, Nikolas plan for nearly
350 self-sustaining hydrogen-fueling sta-
tions would appear ambitious by nearly
any analysis. Although the company in-
tends to begin building the stations next
spending more than a half-million dollars cost: the Nikola One is some 2000 lb year, Milton indicated it will take a de-
on fuel over the lifetime of the truck. The (907 kg) lighter than a typical diesel- cade to complete the entire network that
Nikola Ones dramatically better efficien- engine Class 8 hauler. Every pound is crucial to the companys goal of com-
cycombined with Nikolas Complete saved in a heavy-duty truck is worth 50 pletely emissions-free operation as well
ALL IMAGES: NIKOLA

Lease Program model that includes free
hydrogen fuelmeans operators will see
an operating cost thats half that of a
conventional Class 8.
Also helping to reduce total operating
cents in daily value per load, Milton said.
The weight reduction is attributed to
elimination of the engine, transmission
and other heavy driveline components,
although the Nikola One also uses
as ensuring convenient access to fuel
that means, Milton asserted, the (elec-
tric vehicle) range anxiety that used to
be a huge issue is no longer there.
Bill Visnic

8 October 2017 TRUCK & OFF-HIGHWAY ENGINEERING

Free Info at http://info.hotims.com/65856-605
TECHNICAL INNOVATIONS
POWERTRAIN
Paccar launches lightest HD automated transmission for on-highway CVs
Paccar has announced a new 12-speed
automated transmission (AT) and col-
umn-mounted shifter to improve fuel
economy and driver ergonomics in
Peterbilt and Kenworth models in North
America beginning in October. The
transmission and shifter were jointly
developed to provide a superior shifting
experience while reducing weight.
The Paccar Transmission offers best-
in-class performance, reliability and low
cost of operation, said Kyle Quinn,
Peterbilt general manager and Paccar
senior vice president. With the availabil-
ity of this innovative transmission, the
proven MX-13 engine and the efficient
Paccar Axle, the Peterbilt Models 579 and
567 can now be specd with the industrys
most advanced proprietary drivetrain.
Paccar and Eaton teams co-devel-
oped the transmission over a three-year
span. Eaton will manufacture the propri-
etary Paccar AT at its Mexico facility.
All-new platform
The transmission was developed for line-
haul applications up to 110,000 lb
(50,000 kg) Gross Vehicle Weight. It is
designed to handle engine ratings up to
510 hp (380 kW) and 1850 lbft (2500
Nm) and features integrated electronic
communications with the Paccar MX en-
gine. An industry-exclusive fluid pressure
sensor provides advanced warning of
low oil situations while an oil-coalescing
air filter protects the transmission from
contamination. It also has advanced pre-
dictive features that are able to select
the starting gear and make shift deci-
sions based on grade, vehicle weight,
engine torque and throttle position.
Mechanically, the transmission contains
the widest overall gear ratio in its class
and the weight was reduced by 199 lb
(90 kg) compared to the previous Eaton
UltraShift option. It also boasts a cooler-
less design that only requires 16 pints (7.5
L) of oilnearly half of what similar
transmissions specify, a spokesperson
saidwhile providing extended mainte-
nance intervals. Other features include a
maintenance-free organic clutch, which
reportedly has better control than the
10 October 2017
dual-plate ceramic clutch on the
UltraShift, and an internally routed elec-
trical system to maximize durability.
These driver-focused decisions lead to
class-leading low speed maneuverability
and smoother, more intuitive shifting, the
company claims.
Peterbilt is so confident in its propri-
etary drivetrain the company backs it
with a comprehensive five-year or
750,000-mi (1.2 million-km) warranty.
Since the transmission is an all-new
platform, it provided us the opportunity
to take weight out of the transmission,
the spokesperson said. It is the lightest
1850-lbft capable heavy-duty auto-
mated transmission on the market. The
team spent a lot of time optimizing the
engine-transmission package.
New shifter improves ergonomics
To accompany the drivetrain, a new col-
umn-mounted shifter will be standard
on trucks equipped with the Paccar
transmission as well as those equipped
with Eaton Advantage and UltraShift
options. Relocating the shifter to the
column was another driver-focused de-
cision to improve ergonomics. It should
make it easier to select the transmission
gear and operate the engine brake whil-
ing keeping the drivers eyes on the
road. This location also should provide
easier movement back and forth from
the seat to the sleeper area.
The column-mounted shifter takes
the ergonomics of the Models 579 and
Mechanically, the transmission contains
the widest overall gear ratio in its class
and the weight was reduced
199 lb (90 kg) compared to
the previous option.
Relocating the shifter to the column should
make it easier to select the transmission gear
and operate the engine brake whiling keeping
the drivers eyes on the road.
567 to a new level, said Scott
Newhouse, Peterbilt chief engineer.
The column-mounted shifter was de-
signed based on in-depth studies of
driver behavior and ergonomics. This
new design also allowed us to improve
on the usability of our dash by eliminat-
ing engine brake control switches.
Both the Paccar AT and column-
mounted shifter are now available to
order on trucks when paired with the
MX-13 12.6-L inline 6-cylinder engine.
Availability with the smaller 10.9-L MX-11
engine is expected for early 2018.
According to a Peterbilt spokesperson,
these features are being released at a
time when they see growth in the adop-
tion of automated transmissions on the
BOTH IMAGES: PACCAR
domestic line-haul market. The company
now boasts a completely integrated pro-
prietary powertrain with improved fuel
economy and driver ergonomics.
Matthew Borst
TRUCK & OFF-HIGHWAY ENGINEERING
 HELPING YOU MOVE
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TECHNICAL INNOVATIONS

HYDRAULICS

Eaton solves nuisance problems with electrohydraulic solutions

Hysteresis is a common shortcoming in
applying fluid power products to indus-
trial and mobile equipment. It is fre-
quently unreported due to a lack of a
cost-effective option to address this
issue. As the hydraulics industry works
to enhance precision and repeatability
in machines, a better understanding of
hysteresisor the variance of output
flow from the input commandand
how it affects fluid power may help.

What causes hysteresis?

Hysteresis is an error based on past in-
put, a variation caused by friction and
drag of various interfaces in the control
loop. For hydraulic products, these in-
terfaces are found in the servo valve,
control piston, swash plate and rotating
group, mechanical feedback link and
the swash feedback valve. All hydraulic
piston pumps have these key features,
and Eaton engineers have confirmed
through testing of several similar dis-
placement closed circuit pumps with
electro-proportional controls that hys-
teresis is common and changes with
varying operating conditions.
Hysteresis is measured as a percent-
age of error against the pumps peak
flow, and ranges from 4 to 11% for most
hydraulic pump controls on the market
today. A typical hysteresis level in
pumps today is 5%, which means that
a 100cc pump commanded to half dis-
placement could produce either 50cc
or 55cc, depending on the previous
commanded position. This variance
alters the output flow unless the input
command is changed to compensate
to achieve the desired flow.
Hysteresis is perceived as a relative
nuisance to many operators, but the im-
pact can be quite costly in terms of time
and production efficiency. With constant
variance, operators must repeatedly ad-
just the input control position to achieve
consistent machine behavior. The opera-
tor is part of the feedback loop and must
slow down to understand how fast the
machine is moving because hysteresis
will cause the machine speed to vary in a
Hysteresis, which is measured as a percentage of error against the pumps peak flow,
can range from 4 to 11%.
Applying software and
control solutions
Though hysteresis is a commonly ac-
cepted annoyance, there are control
solutions that can help to address this
issue. Eatons solenoid control offers a
predictable output flow that adjusts
pump displacement independent of
hysteresis. Part of Eatons Dynamic
Machine Control solution offering, this
control utilizes an algorithm in an HFX
controller that takes the input com-
mand and compares it against the cur-
rent displacement of the pump pro-
vided by the swash feedback sensor.
The HFX controller provides current to
the solenoid valves to minimize the
difference between the input com-
mand (desired position) and the exist-
ing position provided by the swash
feedback sensor.
The feedback sensor reads the
swashplate position directlybypassing
the sources of mechanical friction and
backlashallowing the controller to
dynamically adjust the current to the
solenoid valves as operating conditions
change. This means that the overall
control system provides an accurate
pump. Any remaining error is primarily
due to the small amount of error in the
swash sensor, typically less than 1%. At
this level of error, the predictable flow
offered by the solenoid control makes it
one of the most repeatable controls on
the market today.
As more and more applications com-
bine electrical and hydraulic power to
meet the performance requirements
stipulated by machine builders and end
users, its easy to lose sight of solving
these everyday nuisance problems.
Why focus on something like hysteresis
when new electrohydraulic capabilities
can monitor systems, send alerts in the
event of error, and even shut down
equipment in the event of failure?
Hysteresis corrections may not be as
exciting, but improving predictability
and repeatability can have big returns
for productivity, operational efficiency
and operator comfort. Sometimes even
the smallest changes can make a big
differenceand those changes are
made possible by the latest in electro-
hydraulic technology.
Vincent Duray, closed circuit piston product
manager, Eaton, wrote this article for
EATON

propel circuit. and repeatable output flow from the Truck & Off-Highway Engineering.

12 October 2017 TRUCK & OFF-HIGHWAY ENGINEERING

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TECHNICAL INNOVATIONS
ALTERNATIVE PROPULSION
Cummins reveals all-electric truck ahead of Tesla
Two months after chairman and CEO
Tom Linebarger detailed Cummins plans
to transition from a diesel engine maker
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the fully operational AEOS on August 29
at its Columbus, IN, technical center, tak-
ing the trucking industry by surprise.
The reveal came just weeks before
the wraps were expected to come off
Teslas highly anticipated all-electric
tractor-trailer. Elon Musk tweeted this
past spring that the Tesla Semi truck
unveil would take place this September,
but in a Sept. 13 tweet he revised the
date to the end of October.
The Urban Hauler EV daycab tractor
is designed for local deliveries in cities,
port or terminal hauling and other
short-haul applications, where many
experts agree electrification makes
more sense for heavy trucks, rather
than for long-haul trucking. The con-
cept truck reportedly can travel up to
100 miles (160 km) on a charge, from its
140-kWh battery pack. Current charge
time for the battery is one hour, but
Cummins expects to cut that to a more-
palatable 20 minutes by 2020.
For comparison, Teslas yet-to-come
electric semi-truck will have a single-
charge range of 200-300 miles (320-
480 km), according to multiple reports.
To extend the range of its EV truck
prototype to about 300 miles,
Cummins will offer an engine-genera-
tor option, employing its B4.5 or B6.7
engines. The company claims these
engine options offer 50% fuel savings
compared to todays diesel hybrids
with zero emissions.
Cummins tapped Roush Industries to
help design and build the 18,000-lb truck,
which has a maximum payload of 44,000
lb (20,000 kg). The aerodynamically
shaped AEOS also features low-rolling
Cummins unveiled a fully operational, all-electric
CUMMINS
Class 7 daycab tractor dubbed AEOS on August
29 at its Columbus, IN, technical center.
TRUCK & OFF-HIGHWAY ENGINEERING
 TECHNICAL INNOVATIONS

resistance tires, regenerative braking and Current charge time for

potential roof-mounted solar panels to the 140-kWh battery
help improve range and cut fuel con- pack is one hour, but
sumption. Drag is reduced by eliminating Cummins expects to
the grille and completely sealing the un- cut that to a more-
derbody. Opting for an in-cab camera palatable 20 min by
2020.
system instead of side mirrors gives the
concept a sleeker look, too.
Cummins will be the leading provider
of electrified powertrain in the commercial
and industrial markets, Julie Furber,
Cummins Electrification Business
Development Executive, said during a
previous teleconference. We will provide
the entire electrified powertrain solution
as well as some of the most critical com-
ponents that have the largest impact on
performance, quality and power system to
deliver the most value to our customers.
Delivery of its electrified powertrain storage, power electronics, traction mo- technology, the X12 and X15 diesel en-
will begin in 2019, including battery- tor systems and component control for gines, and announced its intentions to
electric and plug-in hybrids. Cummins is commercial applications. introduce a revolutionary new heavy-
CUMMINS

exploring potential partnerships to de- At the event, Cummins also displayed duty diesel engine in 2022.
velop leading technology in energy its latest near-zero natural gas engine Ryan Gehm

TRUCK & OFF-HIGHWAY ENGINEERING Free Info at http://info.hotims.com/65856-609 October 2017 15

Advances for off-highway
ENGINE
DESIGN
As manufacturers continue
to drive out cost and meet a
worldwide patchwork of regulatory
frameworks, the tools for developing those
engines are advancing. From showcase
prototypes to advanced analytical techniques,
suppliers are helping the cause.
by Bruce Morey
I
t is an exciting time for commercial engine designers, said
Michael Franke, director, light-duty diesel and commercial
engines for FEV. The U.S. Tier 4 Final emissions regulation
forced developers to deliver compliance in a shorter-than-
normal design cycle. Now that the industry has had an opportunity to
optimize Tier 4 Final products, the focus has shifted to longer-term
objectives in meeting end-user expectations and responding to com-
petition, according to Franke.
With the excitement are some cautions, especially in the small-
engine segment. While this engine segment was always very cost
sensitive, we now see foreign manufacturers [trying] to enter the U.S.
with low-cost products, explained Franke. China and India are pro-
gressing quickly with implementing China VI and Bharat-VI for on-
highway applications. These new OEMs can adapt those technolo-
gies to meet off-highway Tier 4 emissions, allowing them to offer
off-highway solutions in the U.S. and Europe.
The newer Stage V regulations in Europe will also offer challenges,
especially for engines greater than 37 kW. Stage V specifies particu-
late number limits not present in U.S. regulations, and Franke pre-
dicts engine makers will need to use particulate filters to meet it.
Integrating filters in the limited space of off-highway machinery is
challenging, perhaps requiring SCR (selective catalytic reduction)
coated filters. He also notes the challenge in Stage V for engines be-
low 37 kW meeting new HC+NOx limits, perhaps requiring EGR (ex-
haust gas recirculation) and DOC (diesel oxidation catalyst).
One of the more interesting opportunities for meeting the chal-
lenges is hybridization of various sorts, though any benefits are de-
pendent on the application, said Franke. The future requires modu-
lar engine architectures that allow the installation of electrified
16 October 2017
Details of a spray flame
in a compression ignition
engine with intricate structures and
regions of low and high temperatures,
simulated using high-performance computing
and Tabulated Flamelet Model, or TFM.
components flexibly to take advantage of hybrid tech-
nologies for some applications, while using the same
core engine for many other applications.
To help the industry understand the possibilities,
FEV offers its proprietary ITES system, a solution to
integrate turbo-compounding, electrification and su-
percharging. FEV has developed modular engine and
powertrain architectures to meet customized applica-
tion requirements, while enabling cost-optimized so-
lutions through a high degree of component sharing
and component similarity across a wide range of ap-
plications, he said.
Modularity from systems
engineering
A modular approach to engine design is required,
agrees Thaddaeus Delebinski, business unit director
for diesel systems at IAV. In addition to the diversity of
applications and regulations in off-highway, there is
also the growing diversity of fuels, with natural gas, for
ARGONNE NATIONAL LABORATORY
example, becoming more important than ever. But
only a limited number of units are sold, he explained.
Cost can easily get out of hand without maximum
commonality between engines in low-volume produc-
tion. An engine maker needs a modular approach for
different applications and markets.
Delebinski believes the key is an overall systems en-
gineering approach to achieve that commonality. IAV
TRUCK & OFF-HIGHWAY ENGINEERING

FEVs proprietary ITES system, in combination with engine
downsizing, improves fuel efficiency for on-highway applications
by greater than 15%. Investigations to determine the potential
for off-road applications are ongoing, according to the company.
has a model-based development approach to reduce
testing and validation effort and limit the use of ex-
pensive resources, for example from high altitude cali-
bration, engine protection functions or virtual emis-
sions cycles, he said.
Like others in the industry, IAV offers simulation tools,
such as its in-house Velodyn for Com Apps, derived
from a vehicle dynamics tool. This is used in co-simula-
tion with commercial tools like Gamma Technologies
GT Power for engines and Amesim for hydraulics from
Siemens, combined with dynamometer testing facilities,
up to 1.5 MW in capacity, for correlation.
He stresses that IAV is especially competent in con-
trols development and calibration for emissions, OBD
(on-board diagnostics) and predictive advanced diag-
nostics. We work with a number of off-highway cus-
tomers, for example, on understanding aftertreatment
characteristics and diagnostics over the lifetime of an
application, he explained. The company also helps
customers with electrification, not only to help fuel
efficiency, but to gain access to additional functional-
ity like functional safety and diagnostics.
Data is important, according to Delebinski, and its
getting easier to access and more plentiful. It allows us
FROM LEFT: FEV; IAV
to deliver robust datasets and reduce the time for test-
ing and validation, he said. This could potentially be
even more important if real-world testing migrates from
its imminent introduction on-highway to off-highway,
providing an opportunity for even more data collection.
TRUCK & OFF-HIGHWAY ENGINEERING
POWERTRAIN | TESTING & SIMULATION FEATURE
IAVs global testing capabilities include a variety of specialized test rigs, from
components test rigs to test benches for heavy-duty engines up to 1.5 MW and
portable measurements system for use on vehicles and machines.
Tools and cost of ownership
There is a wider net to cast when thinking of systems engineering,
especially when considering total-cost-of-ownership. We spend a
lot of time helping our customers with multidisciplinary engineering,
explained Jonathan Dutton, transportation & mobility industry direc-
tor for Dassault Systemes. Initially famous for its CATIA CAD soft-
ware, the company now offers a variety of software tools to help with
product lifecycle management, simulation, data and data integration,
as well as supply chain management.
Frankly, the tools that we provide are just as applicable to trucks
and passenger cars as off-highway engine developmentonly the re-
quirements are different, he said. The differences can be as simple as
the load case for an engineon-highway engines typically transition
loads smoothly while excavators suddenly have huge load changes
when they fill buckets and begin lifting. But, there is tremendous
commonality in the tools each need for development, he said.
He puts this wider net of tools that Dassault Systemes offers into
four domains: multidisciplinary physics simulations; optimization and
analysis using mathematical solution search tools like Design of
Experiments; new technology simulations aimed at hybridization;
and Systems Engineering that encompasses the whole product, in-
cluding manufacturing and maintaining the link on engine require-
ments and design through product lifecycle management.
Dassault stresses in its pitch the need to emulate and understand
the user experience, in fact terming its platform of applications as the
3DExperience. To understand the requirements of the engine means
starting with the user experience while sitting in the cab and simulat-
ing the whole machine. This total view of cost and ownership includes
October 2017 17
Advances for off-highway
ENGINE
DESIGN
Oil consumption measurements in real time
Excessive oil consumption in todays off-highway equipment is more than an
annoyance. Oil consumption can cause issues with EGR cooler fouling and valve
sticking, diesel oxidation catalyst poisoning and particulate filter ash loading.
Ash loading is really problematic with aftertreatment equipment, explained
Robert Dolan, business unit director for design and integration at IAV.
Pinpointing with precision the exact cause of excessive oil consumption
has been a problem, until now, according to Dolan. His answer is what IAV
calls FOCAS. It is a system that measures oil in any gas using a mass spec-
trometry technique.
We can measure any gas-
eous flowfrom exhaust, from
blow-by, cylinder to cylinder, and
pre- or post-turbo so you can
measure the turbos contribu-
tion, explained Dolan. It replaces
the tried-and-true method of
characterizing oil consumption
with what he terms drain and
weigh. This involves carefully
measuring the mass of the oil
before and after a test to deter-
mine consumption. It provides
Transient cycles require dynamic oil only a gross accounting of con-
consumption measurement equipment. sumption, and is highly depen-
The new FOCAS system from IAV both dent on the test cycle. It is a test
lowers the limit of detection and improves that can take weeks, even
response time compared to other months, according to Dolan.
methodologies, according to the company. Now, with a few days in a
test cell or on chassis rolls, we
can measure a more complete characterization of oil consumption, he said,
when it is happening in the test cycle and where in the engine. We give our
customers greater insight in far less time.
It is especially useful when real-world operating conditions lead to dif-
ferent results in aftertreatment durability than the validation phase pre-
dicted, he said. Using a real-time system like FOCAS means the customers
unique transients and load conditions can be recreated. This leads to in-
sightsfor example, calibrations that unintentionally cause piston ring flut-
ter during a transient event, resulting in oil consumption. The fidelity of the
FOCAS system far exceeds that of traditional drain-and-weigh methods.
While today it is a device used in a test bench or dyno, taking it into the
field to measure oil consumption in the real world is the next step. IAV is
currently working with a customer to prove out the concept. Stay tuned.
Bruce Morey AVL has correlated the results of its simulation with actual test results,
showing a crack in the bridge between an exhaust and intake valve.

common access to CAD designs, mechanical simulations, controls and
systems simulations, as well as manufacturing disciplines such as cast-
ing and assembly.
The goal is to both reduce engineering cost while producing higher
quality designs that meet performance, operating cost, and manufac-
turing cost objectives. Our customers are telling us we need to reduce
the number of prototypesthat is where simulation comes in, he said.
engines have not disappeared or even become worse.
A good example is provided by Michael DeJack, senior
technical specialist for AVLresolving low-cycle fa-
tigue. Like others, AVL employs a blend of commercial
tools and its own know-how to solve many a devilish
problem like this.
Durability is challenged as never before. Newer
FROM LEFT: IAV; AVL

emissions requirements mean advances in combustion,

with increases in cylinder gas pressure [and tempera-
Devil in the details tures], he explained. Those increases mean increased
With the focus on new emissions requirements and their effect on demands in thermal-mechanical fatigue especially in
engine architectures, other engineering problems that bedevil cylinder heads. Thermal-mechanical fatigue comes

18 October 2017 TRUCK & OFF-HIGHWAY ENGINEERING


from low-cycle heating and cooling of engines from
start-up to shut-down, in contrast to high-cycle fa-
tigue from operating the engine.
Like all of engineering, the solution involves trade-
offs. You could use different materials to gain
strength, but with a trade-off in thermal conductivity.
That may require moving the coolant jacket closer to
the flame face and designing thinner walls, he said.
Material options include cast iron, compacted graphite
iron (CGI), and ductile iron. However, their evaluations
are not easy, since this involves complicated finite ele-
ment models with complex material behavior.
If the devil is in the details, the solution might be in
the data. They use the popular non-linear finite ele-
ment simulation program, Abaqus from Dassault
Systemes. Thermal-mechanical fatigue drives high
visco-plasticity in the material which we simulate with
more advanced material models using Z-Mat by
Northwest Numerics. We have developed and cali-
brated a library of advanced material models using
this Z-Mat capability. After modeling the plasticity,
AVL developed damage models to simulate time to
failure due to thermal-mechanical fatigue.
Low-cycle fatigue analysis is only one part of their
extensive iCAE tool box that AVL built around
Abaqus and other commercial tools. It is actually a
DASSAULT SYSTEMES
knowledge database where we have detailed work-
flows for hundreds of analysis tasks, with access to
AVLs material database, scripts, analysis results, and
other codes like AVL Fire for CFD and AVL Excite for
dynamics, he said.
TRUCK & OFF-HIGHWAY ENGINEERING
POWERTRAIN | TESTING & SIMULATION FEATURE
Dassault Systemes
V6 solutions use
requirements,
functional, logical and
physical (RFLP) models
to capture an integrated
systems engineering
view of any product.
Interacting in real time,
it provides traceability
backwards in any
simulation. The top left
screen shows whole
system; requirements
are displayed in the
bottom left; top right is
the logical architecture;
and bottom right is the
functional architecture.
Breakthrough in direct simulation of combustion
One of the more difficult things to simulate are the fine details of
injections and in-cylinder combustion, though engineering them well
has an enormous impact on emissions and fuel economy. These de-
tails are computationally intensive, according to Dr. Sibendu Som,
group leader and principal computational scientist for Argonne
National Laboratory (ANL). That is why the high-performance super-
computing center at ANL remains an important resource for engine
developers, including heavy duty and off-highway.
ANL partners include on- and off-highway clients that build truck
and locomotive engines. ANL helped develop optimal thermal barrier
coatings using advanced heat transfer models and injector designs
with precision spray models, for example.
One of the more challenging phenomenon to simulate is the chemi-
cal kinetics of in-cylinder combustion. Fuels like gasoline or diesel are
typically composed of 3000 to 5000 individual chemical species,
which go through hundreds of reactions while burning. Too compli-
cated to simulate to date, engineers typically create a model fuel of 70
or 80 species to replace the complex real fuel. While good enough to
model heat release rates and pressure rise, these are not good enough
to model particulate formation, or sootan especially important topic
today as the health hazards of soot are better understood.
That limitation has been eliminated with the development of a new
model that ANL calls Tabulated Flamelet Model, or TFM. This is useful
in both modeling soot better and in capturing low-temperature com-
bustion characteristics, which remains important to OEMs.
Our new technique requires only 20% more computational time to
model the full chemical mechanism of a real fuel, composed of up to
5000 species, said Som. It could prove an important breakthrough
in advancing the fidelity of combustion simulations.
October 2017 19
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Military vehicles
battle for autonomy
at lower cost
Engineers
are adding
sensors, more
powerful micros
and faster
networks as
they automate
tasks and pave
the way to
autonomy.
by Terry Costlow
T
he race to add digital capabilities to military vehicles is chal-
lenging engineers as they strive to create sophisticated sys-
tems that can be altered and upgraded without issues.
Networking and architectural strategies rely on standards
that help keep costs under control while giving warfighters more au-
tomated features and functions.
Many mainstream ground vehicles havent seen the focus given
drones and aircraft, but terrestrial vehicles are catching up. More sen-
sors, networks and advanced microcontrollers are being deployed to
help warfighters better understand situations and respond quickly.
Automated systems handle some tasks so humans can focus on their
roles, paving the way to autonomous mobility.
The need to configure ground vehicles for specialized tasks is driv-
ing a shift to standards and commercial off the shelf (COTS) tech-
nologies that pave the way to plug-and-play modules. COTS has
been discussed for years, but its impact is still just beginning to
transform many higher volume vehicles.
We are encouraging use of open standard interfaces for a new
system development. This will allow ground vehicle system to use
latest sensor technology assuming it complies with the open inter-
face standard, said Alex Kade, Chief Architect, Ground Vehicle
Robotics, at the U.S. Army TARDEC. In addition, pre-processing
much of the sensor information within the sensing system signifi-
cantly reduces the burden that the central-autonomy and vehicle-
management ECUs have to deal with.
22 October 2017
TARDEC is using
COTS components to
simplify integration
of sensors that
pave the way to
autonomous military
mobility systems.
Standards make it easier to put a sensor array on a
vehicle. But when several cameras, radar and other
systems are all streaming in high volumes of data, it
can be challenging for controllers to process data in
real time. These controllers must also deal with data
that comes in different formats and various data rates.
Different sensor phenomenologies have their own
failure modes, and it helps to fuse the sensors for more
robust understanding of the environment, said David
Simon, Lead Systems Architect, Autonomy, at Lockheed
Martin Missiles and Fire Control. Higher performing
sensors require additional computing. The computing
architectures utilizing massively parallel CPUs are a very
good fit for processing large amounts of sensor data.
Several developers use smart sensors that do some
processing before data is sent to the controller, the
experts say. That reduces the amount of processing
power needed in controllers. This is important be-
cause powerful multicore processors and the software
that drives them are often far more expensive than
the simple processors commonly used in sensors. In
high volume vehicles, cost can often be a critical fac-
tor. That means many designs for these vehicles use
TARDEC
networked modules instead of rack mounted boards.
Trucks are very cost-sensitive, so theyre not likely
TRUCK & OFF-HIGHWAY ENGINEERING
 ELECTRONICS FEATURE

Mainstream vehicles like trucks may often employ black boxes to

trim costs, according to Curtiss-Wrights Jedynak.

Constant development and testing are under way at TARDECs Ground Systems
to use boards and backplanes, said David Jedynak,
Research Center in Warren, MI.
CTO at Curtiss-Wright Defense Solutions. If a single-
board computer is $8, you still need $2-$10 for a back-
plane. Its more cost effective to buy a black box; we
make standalone computers with I/O that cost $8. On
larger vehicles, boards and backplanes give you a lot
of opportunities to repair and replace boards. For
trucks, which usually have only one computer, users Design must be
will want a box approach, Jedynak said. flexible so equipment
These cost concerns ripple down to the smallest like a mine-clearing
components. Military requirements have long been rake can be added
more stringent than automotive requisites, but that to vehicle systems.
may change as safety and reliability demands push
automotive requirements toward military levels.
Standardized connectors are always desirable, but
we also need to consider the lifecycle requirements of
CLOCKWISE FROM TOP LEFT: CURTISS-WRIGHT; TARDEC; LOCKHEED MARTIN

military trucks vs. commercial, Kade said. In the past,

this has driven military systems to very expensive con-
nection systems. But as we go forward, I believe there
may be an opportunity to communize requirements to
a high enough degree, that we would consider letting
the auto industry drive this market, perhaps through
such entities as USCAR or SAE.
Sensing intelligence
Military developers are also leveraging the advances in
automotive sensors, which are following the trend to
more functionality for lower prices. Most of the sens-
ing technologies used in safety systems and autono-
mous cars provide data thats useful for military users.
We see that commercial automotive is driving the
development of smarter sensors. Lockheed Martin
tracks and takes advantage of this if possible, Simon
said. However, there are some interesting start-up companies that
are looking at improving radar and providing raw data. We are eager
to see those developments as they mature.
This choice between distributed intelligence in sensors and power-
ful centralized modules that process raw data presents an ongoing
challenge for development teams. Many design engineers say far
more computing power will be needed in the future as the level of
automation grows. Many developers predict that artificial intelligence
will be needed to analyze all the data coming from sensors.
I believe architecture will evolve into having powerful centralized com-
puting platforms that will perform as the AI for automated systems, with
a precise view of the surrounding environment, vehicles, people, things,
etc., Kade said. There will also be a lot of distributed intelligence for
sensor pre-processing and reactive safing of the autonomous system,

TRUCK & OFF-HIGHWAY ENGINEERING October 2017 23

Military vehicles
battle for autonomy
at lower cost
providing the appropriate action/reaction
with built-in safety protocol and limits.
Though theres been a trend to em-
bed processors in sensors, the dramatic
increase in computing power is prompt-
ing more users to rely on powerful mul-
24 October 2017 Free Info at http://info.hotims.com/65856-611
ticore CPUs that process unaltered data
from sensors. That can make it easier to
synch inputs from multiple sensors
while also reducing the possibility that
something gets lost when sensors per-
form processing and send edited files.
Autonomous and remote-control technologies
developed for trucks can often be adapted to
smaller vehicles.
Multi-role cores
Advances in microcontrollers impact
several facets of military development
programs. The rapid increase in comput-
ing cores lets engineers dedicate cores
to specific tasks. That makes it easier to
run virtual machines, so different operat-
ing systems can be used. Multicore chips
also keep power consumption to man-
ageable levels.
Processors like Intels Xeon have 12
processor cores and power consump-
tion similar to something thats put in a
laptop, said Mike Southworth, Product
Manager at Curtiss-Wright Defense
Solutions. That number of cores opens
the possibility of using virtual machines
that run on separate cores.
Power budgets grow in importance
as vehicles add more electronic func-
tions. Power budgets can be critical
when vehicles are being upgraded with
advanced systems. Conventional batter-
ies and wiring systems may have to give
way to higher voltages to meet growing
demands.
We have been able to integrate re-
quired sensors, by-wire kit, and com-
puter into existing Army trucks without
impacting its baseline power demands,
but this will be a constant balance be-
tween upgrading sensing, actuation,
computing power vs. component effi-
ciency improvements, Kade said.
Eventually, we may need to beef up
the electrical system, but as our ve-
hicles become more and more electri-
TARDEC
fied, this may occur anyway as a matter
of course.
TRUCK & OFF-HIGHWAY ENGINEERING
 ELECTRONICS FEATURE

Networks tie systems together

As the number of sensors grows along with
the need for more computing power, the
networks that let systems share data become
more important. Speed is always a primary
concern, but military needs include fault tol-
erance and timing information. These needs
grow when vehicles rely totally on digital
controls, with no human driver.
Currently, we are focused on developing
a fault tolerant by-wire control system so it
can withstand multiple system level faults
and continue to operate or, if unable to per-
form nominally, to be able to safely come to a
controlled stop, said Alex Kade, Chief
Architect, Ground Vehicle Robotics, at
TARDEC. This safe harbor behavior and Defense Solutions. Often, its important to
others like it are crucial for unmanned sys-
tems to be acceptable.
Redundant elements are important as-
pects of these fail-safe systems. But networks
LOCKHEED MARTIN
connections now include components that
provide more timing information, said Mike
Southworth, Product Manager at Curtiss-
Wright Defense Solutions. For fire control,
everything relies on timing and GPS data. GPS
is vulnerable to jamming or spoofing, so users
want redundancy if the GPS is denied. Inertial
timing units and timing with chip scale atomic
clocks provide redundancy.
Sharing data thats on the vehicle is only
one part of the communications challenge.
Its much easier to get information from
Military ground vehicle OEMs such as Lockheed
the sensors and from lower-level vehicle sys-
Martin are beefing up sensor counts and
tems like engines and transmissions, said
processing power.
David Jedynak, CTO at Curtiss-Wright
have one system that shares information,
send this information to mission control. Jedynak said. For something like acoustic
Advanced communications technologies shot detection, you can publish information on
make it simpler to let all systems, whether on the shot on the network, mission command
the vehicle or off, use the same data and see can get the information and a turret on the

must also keep input from multiple sensors
synchronized so data is processed in the
proper order. More networks will use some
form of time triggering.
Modules with processors and networking
whats going on. That makes it simpler to
respond quickly to attacks. When systems
share data, all entities on the network get a
more holistic view of whats happening.
Instead of having 10 discrete systems, you
vehicle can automatically focus in on the loca-
tion. Now, the shot detection is a siloed sys-
tem, battle command is on another system
and the turret is often controlled by a human.
Terry Costlow

TRUCK & OFF-HIGHWAY ENGINEERING Free Info at http://info.hotims.com/65856-612 October 2017 25

Heavy
duty
LIGHTWEIGHTING
Optimization of tractor-trailer
systems and component
design helps to reduce overall
vehicle mass, a key strategy in
improving fuel economy and
meeting upcoming Phase 2 GHG
regulations.
by Ryan Gehm
P
assenger cars and light-duty trucks are not
alone in the quest to shed pounds in an all-
out effort to meet stricter fuel efficiency re-
quirements. Lightweighting is cited by the
U.S. EPA and the National Highway Traffic Safety
Administration (NHTSA) as a key strategy to help me-
dium and heavy trucks and trailers meet the first
phase and Phase 2 greenhouse gas (GHG) and fuel
efficiency standards. Cutting weight from trucks offers
the bonus of potentially increasing payload capacity.
Altair and the Center for Automotive Research
(CAR) recently recognized vehicle mass-reduction in-
novations for the fifth consecutive year, bestowing
Enlighten Awards on four winners (read: articles.sae.
org/15545/). Though the top honors went to automo-
tive companies, the awards are open to the commer-
cial vehicle segmentand this year saw three finalists
sharing their lightweighting work related to medium
and heavy truck applications.
While none of these technologies is particularly
earth-shattering, they do illustrate the industrys ef-
fortsas with their automotive brethrento continually
evaluate every system and component of the vehicle to
26 October 2017
Mack vocational vehicles such as the
Granite (above) feature a new optimized
torque rod bracket for the rear
axle, representing a 42%
weight savings compared
to the previous part.
optimize their designs for comparable (or better) performance at a
reduced weight. Details of the three finalists are highlighted here.
Lost foam enables optimized goalpost bracket
Mack Trucks recently introduced a new torque rod bracket for the
rear axlei.e., a goalpost bracketon its vocational vehicles such as
the Granite, representing a 42% weight savings compared to the pre-
vious part. The new bracket, made of cast ductile iron like its prede-
cessor, enables easier installation, contributes to increased payload
capability, and greatly reduces cost by creating an as-cast part that
is optimized. The company explains how its design solution achieved
these marks:
To achieve this goal, we used software to create a structure that
maintained load on the bolt at or below the current loading while at-
tempting to equalize the loading as much as possible. That is the rea-
BOTH IMAGES: MACK TRUCKS
son for the [unique] shape around the bolt face. By directing the load
where we wanted, we were able to achieve a better overall distribution
than the part it replaces. As a result, the stress concentrations are actu-
ally lower than the original part in most places and under most load-
ings, but always less than peak stress of the original part. By putting
material only where it is needed, we have actually improved the life of
the part as well.
TRUCK & OFF-HIGHWAY ENGINEERING
 LIGHTWEIGHTING FEATURE

Mack engineers used the bolt loading as the

main constraint in Altair OptiStruct rather than the
stiffness, resulting in some unconventional shapes. The
original part is shown above; optimized at right.

An optimized
Greater movement capability due to better part clearance is yet on/off fan
another benefit of the new design. drive from
Mack engineers used Altairs OptiStruct in this project to not only BorgWarner
show us the most weight-reduced result, but also to use the bolt Thermal
loading as the main constraint rather than the stiffness. This caused Systems saves
some unconventional shapes to emerge, the company noted. 1.6 kg (3.5 lb)
The result is a very open mesh with many through holes. As a green compared to the
sand casting, this would be nearly impossible to produce cost effec- baseline system
on the 2017
tively, but by using the lost foam method, with no machining, we were
Freightliner M2
able to produce very clean consistent parts that have no sharp edges with Cummins
from the tooling. This allowed for maximum weight reduction. ISL platform.
This type of solution could easily be employed in any load-bear-
ing structure, according to Mack, but is excellent in this type of
application, as the loading is purely axial with a slight rotational
input from the bushing.

BorgWarner fan drive cuts weight, cost

CLOCKWISE FROM TOP LEFT: MACK TRUCKS; MACK TRUCKS; BORGWARNER

An optimized on/off fan drive supplied by BorgWarner Thermal

Systems on the 2017 Freightliner M2 with Cummins ISL platform
saves 1.6 kg (3.5 lb) compared to the baseline system. Weight reduc-
tion stems from optimizing the engine base casting and pulley cast-
ings, which also minimized the amount of post-process manufactur-
ing operations that are required on these components.
BorgWarners Cadillac, MI, plant is producing the system for the
Daimler ISL platform, at an annual volume of approximately 10,000
units per year. A significant cost savings per drive was realized, ac-
cording to BorgWarner.
The fan hub is customized by engine application for the OEM, so
the optimizations specific to this program were made in the fan hub
assemblys base and pulley castings, the company noted. A universal
fan clutch assembly mounts to all customized hub applications.
The reduced-weight components were developed from previous
best practices and innovative design in reducing the engine base
castings overall footprint, according to BorgWarner. The smaller
footprint accounts for the lighter weight.
Simulation technologies are playing a leading role in
this [lightweighting] effort, with almost all of the full-vehi-
cle and module entries [in this years Enlighten Awards]
citing the use of design optimization technologies for
innovative, material efficient products, said Richard Yen,
Senior VP, Automotive and Global Markets Team at Altair.
I believe this momentum will continue apace.
No vehicle assembly changes were required to ac-
commodate the solution; the optimized fan drive is a
drop-in replacement for the baseline product. Utilization
of an Auto-deposition coating (A-Coat) versus the previ-
ous blue paint finish results in better corrosion resis-
tance, according to salt spray testing conducted at an
external laboratory.

TRUCK & OFF-HIGHWAY ENGINEERING October 2017 27


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Heavy
duty
LIGHTWEIGHTING
Finite element analysis (FEA) and
modal analysis were completed on the
weight-reduced designs to ensure that
the safety factor was still within the pro-
duction release criteria.
The weight-reduction practices and
addition of A-Coat are applicable to all
BorgWarner fan drives, the company
claims.
VECV optimizes 8x2
suspension, shedding 16 kg
A bell crank assembled with suspension
mounting bracket from VE Commercial
Vehicles, a Volvo Group and Eicher
Motors joint venture, was applied to a
MY2016 8x2 vehicle, resulting in a total
mass savings of 16 kg (35 lb). The as-
sembly translates the vertical motion of
the wheel into horizontal motion, allow-
Heavy Duty ing the suspension to be mounted
Straps transversely or longitudinally.
Optimization of four bell crankscut-
ting out material from the center of the
designand two rear suspension
mounting brackets accounted for the
weight reduction. The cross section of
the components was identified as de-
sign variable for the optimization run,
the result being optimized parts with
the same mounting positions as before.
A fully manufacturable design solution
was obtained directly from the results,
VECV claims. Design optimization was
performed at the CAD stage using
SolidThinking Inspire software from Altair.
Deciding the lower and upper limits
for the design variables was a very chal-
lenging task. They were chosen keeping
in mind the limits of our manufacturing
capabilities, according to VECV.
No vehicle assembly changes were
required with the redesign; VECV engi-
neers kept the component mounting
locations out of the scope of optimiza-
tion. Parameters were chosen in such a
way that VECV could achieve maximum
output with minimum changes in the
manufacturing and tooling compared to
the baseline axle.
The company plans to use this opti-
mized bell crank and suspension mount-
ing in its other vehicles including 10x2
and other heavy-duty vehicles.
TRUCK & OFF-HIGHWAY ENGINEERING
 LIGHTWEIGHTING FEATURE

We are there
Navistars SuperTruck II explores composites, WiFi to cut weight when custom
Lightweighting was one strategy pursued by
SuperTruck teams during the first phase of the
solutions are
U.S. Department of Energy-sponsored initia-
tive to improve heavy-truck freight efficiency required.
by 50%. For example, the International
Catalist features a hybrid front suspension
that leverages lightweight alloys with compos-
ite materials, reducing weight and enabling an First Sensor develops and
electronic ride height management system manufactures customized OEM
that provides dynamic ride height and pitch pressure sensors for integration
control for improved aerodynamics.
Typically, air-ride front suspensions are
into motor vehicles, special
very heavy, theyre very soft to drivebut vehicles and mobile machines.
A hybrid front suspension on the
weve integrated a composite leaf spring and
International Catalist SuperTruck leverages
an air spring into one suspension, explained
lightweight alloys and composite materials.
Dean Oppermann, chief engineer for ad-
vanced vehicles and the SuperTruck program
at Navistar. Weve been able to do it in a way composite surfaces were manufactured by a
that reduces weight of the system, maintains third-party low-volume composite compo-
our ride height control, but also offers more nent manufacturer.
stability with the leaf spring-type suspension. The continued reduction of raw material
costs and manufacturing costs of complex
composite components, coupled with the
requirement for complex aerodynamic ge-
ometries to support GHG regulations, could
make composites a viable alternative to
conventional materials for low-volume ap-
plications, he said.
Navistars emphasis on lightweighting
continues unabated with its SuperTruck II
program, which got under way late last year.
Engineers are investigating WiFi technology
for activating/deactivating features in the
The Catalist makes extensive use of carbon- vehicle, according to Oppermann.
fiber panels, in the upper body, roof headers, One of the wasted weight attributes of a
back panel and dash panel. truck is we carry harnesses that we call 150%
content. These harnesses support every fea-
Designed and developed by ture that we sell for our products even though
Hendrickson, the Catalist hybrid front sus- the feature may not be requested by our cus-
pension is approximately 40 lb (18 kg) light- tomers, he explained. Wireless and intel-
er than a conventional steel leaf suspen- ligent power distribution modules allow sup-
sionwith same load rating, he said. The hy- port of all content with a small common har-
brid suspension using a steel ness. This technology can re-
leaf, called AIRTEK, is ready for
production now. This produc-
Wireless sult in a 25- to 50-lb reduction
in wire length/complexity as
tion suspension is currently technology well as simplified routing and
being updated with an elec- presents a clipping strategies.
Other areas for light-
tronic ride height control valve
to productionize the pitch con-
lightweighting weighting under investigation
trol that has been demonstrated opportunity in Navistars SuperTruck II proj-
on the Catalist property,
Oppermann shared.
through ect include interior trim
through design and material
economically
BOTH IMAGES: NAVISTAR

The Catalist also makes ex- selection, as well as further use

tensive use of lighter-weight reducing wire of composites in frame rails,
cross members, cab/sleeper
carbon-fiber panels, in the up-
per body, roof headers, back
harness size. structure, driveshaft and trailer
panel and dash panel. The Dean Oppermann, components, Oppermann said.
Navistar-designed cab/sleeper Navistar Ryan Gehm

TRUCK & OFF-HIGHWAY ENGINEERING

www.first-sensor.com
METHANE
state of
mind
New Holland ramps
up its focus on
alternative fuels,
showcasing a
methane-powered
concept tractor that
trims emissions,
operating costs.
by Terry Costlow
N Our engine can
ew Holland Agriculture is ramping up its fo-
cus on vehicles that burn alternative fuels,
unveiling the prototype for a methane-pow-
ered tractor set for introduction in the 2020
manage major
time frame. The engine slashes operating costs, re- differences
duces emissions and cuts noise.
A concept vehicle powered by methane or com-
in methanes
pressed natural gas (CNG) was the highlight of New properties.
Hollands major presence at the recent Farm Progress
- Bret Lieberman,
Show in Decatur, IL. The six-cylinder, 180-hp (134-kW) New Holland North America
methane-powered tractor should provide up to 30%
running cost savings while maintaining the perfor-
mance and durability of its diesel equivalent. It uses a gas multi-
point system with stoichiometric combustion.
Burning methane could mark a significant increase in sustainability
for farmers who can use biodigesters to convert animal waste, food
waste or crop residues into fuel. The concept is being employed in
Europe to create fuel used in electric generators to power equipment
by processing waste materials. This sustainable model also reduces
operating emissions.
Methane engines emit 10% less CO2 and reduce overall emissions by
80% over diesel, said Sean Lennon, tractor line director at New
Holland. The total benefits are very sustainable if bio-methane is used.
FPT prototype engine
The prototype engine is significantly different than its diesel predeces-
sors. A new cylinder head and manifolds were designed for spark igni-
tion, while high temperature resistant materials are deployed to provide
greater reliability. A turbocharger and water-cooling system were added,
along with an electrical waste gate valve to further improve reliability
and performance. Electronic controls are also being redesigned.
30 October 2017
New Hollands prototype
presages a methane-powered
tractor set for introduction in
the 2020 time frame.
An advanced engine control unit man-
ages the stoichiometric lambda ratio and
knock detection, and our proprietary soft-
ware manages the stoichiometric com-
bustion, said Oscar Baroncelli, product
manager at FPT Industrial, which designs
and produces engines for Case IH and
New Holland machines. An advanced
aftertreatment system complies with
Stage V particulate number requirements.
Multiple point injectors, lambda and knock
detection sensors were also developed.
Using methane also simplifies the aftertreatment
solution compared to diesel. It does not require any
selective catalytic reduction (SCR) system, eliminating
components such as the diesel exhaust fluid tank,
pipes and dosing module.
Minimizing the overall packaging results in about
90% less volume compared to Tier 4B, Baroncelli said.
It also requires one fluid only, natural gas, versus die-
sel systems that require fuel plus AdBlue/diesel ex-
haust fluid.
The six-cylinder engine architecture was designed to
minimize engine vibrations. Coupled with stoichiomet-
ric combustions inherently low noise generation, it
provides noticeable improvements for users concerned
with sound levels.
Noise levels are 3 dBa lower than with diesel,
Lennon said. That doesnt sound like much, but it re-
NEW HOLLAND
duces drive-by noise by 50%. Thats important on
roadways that are near houses, or when its used
around farm animals.
TRUCK & OFF-HIGHWAY ENGINEERING
 ALTERNATIVE FUELS FEATURE

Fuel quality an issue

Fuel quality is an issue thats getting considerable
attention during the development process. When
farmers create their own methane using biodigesters
that process plant waste and other materials, fuel
quality can vary widely. Thats also true of commer-
cially-produced gas. Electronic controls on the engine
analyze fuel quality and adjust engine operations to
optimize performance.
Methane can be very dirty, with a lot of variations. The concept tractor has 20% more
glass than other vehicles, giving
The variety of crops being used changes methanes
operators a better field of view.
properties, said Bret Lieberman, vice president of
New Holland North America. Our engine can manage
major differences in methanes properties.
New Holland spokesmen noted that much of the
methane work has been done in Europe, where meth-
ane digesters are more widely used to power farms.
Lieberman noted that there is a growing number of
digesters in the U.S., particularly in Vermont.
Lennon noted that vehicle pricing may be different in
North America, where CNG may be the primary fuel,
than in Europe. Europeans may be more inclined to burn
self-generated methane than Americans, so Europeans
may be willing to pay a bit more for the vehicles since
the payback time will be short. He said no pricing plans
have been set for either geographic region.
Fueling the tractors wrap-around tanks wont be any more difficult than
filling a diesel tank.
Propanes part of the plan
The development of a methane vehicle continues New There are 30,000 FPT natural gas engines out there, 22,000
Hollands lengthy focus on alternative fuels. Working trucks and buses are powered by natural gas, said Carlo Lambro,
with its sister company, FPT, the firm has been produc- brand president at New Holland. Were also looking at propane, a
ing natural gas engines for years. fossil fuel that has up to 80% less pollution than diesel. Our methane
prototypes are in the final stages of development. Theyve been test-
ed in all environments and the results are very encouraging.
Baroncelli noted that the engine and its concepts can easily be
transferred to other vehicles once the design is finished. While the
prototype vehicles ability to run on methane is being touted, it will
also run on natural gas. New Holland is also incorporating propane
FROM TOP: NEW HOLLAND; NEW HOLLAND; FPT INDUSTRIAL

The FPT engine is significantly different from diesels, with
specialized heads and proprietary electronic controls.
into its strategies. That fuel is more popular in the U.S. than methane.
Propane is part of our plan, Lambro said. One-third of the farms
in North America already have propane on the farm.
Its not just the engine thats been redesigned on the concept trac-
tor. Fuel tanks made with composite materials were altered to fit
smoothly into a design with wrap-around bodywork.
We designed the tank using composite layers, creating a tubular
structure thats easier to fit on the vehicle than a cylindrical tank,
Lennon said. Its just as easy to refuel as with diesel and it takes
about the same amount of time.
Windows were designed to provide 360-degree visibility, with a 20%
increase in the glazed area compared to a standard tractor. The pan-
oramic design offers an unobstructed view of the loader at all times.
Connectivity is supported by an integrated Precision Land Management
receiver thats mounted on a floating glass domed roof.

TRUCK & OFF-HIGHWAY ENGINEERING October 2017 31

ORIGINAL
EQUIPMENT
Volvo CE sees major efficiency gain from hybrid-electric wheel loader
needs. During field testing, if the opera-
The LX1 prototype (right) features a 3.6-L diesel tor needed something changed on the
engine compared to the 13-L on the L150 wheel
machine, Volvo CE engineers could ac-
loader baseline machine.
cess the software and adjust the ma-
chine to operator needs. So we see a
great opportunity in terms of tuning to
the customers application, Young said.

Volvo Construction Equipment part-
nered with Waste Management (WM),
the California Energy Commission and
CALSTART to put its LX1 prototype elec-
tric hybrid wheel loader to the test: field
test, that is. The company showcased
the LX1 at a media event in July at WMs
Redwood Landfill in Novato, CA.
Made up of 98% new parts, the LX1
prototype series hybrid has a funda-
mentally new machine design. It incor-
porates a driveline that consists of elec-
tric-drive motors mounted at the
wheels, electric-driven hydraulics, a
battery energy storage system, a sig-
nificantly smaller diesel engine and new
machine architecture including a new
design of the lifting unit.
Decoupling all of its systems allowed
for the physical architecture of the ma-
chine to change. And thats one of the
big points thats different about this
wheel loader vs. the conventional and
even some of the hybrid wheel loaders
that are on the market today, Scott
Young, Volvo CEs Director of
Electromobility, told media at the event.
The electric motors drive each of the
wheels and by having each of those
four wheels drive independently, Volvo
CE was able to change the frame of
the machine.
With its electrically driven hydraulic
system, Young explained we were able
to get more efficiency out of each of
the subsystems.
The LX1 prototype features a 3.6-L
diesel engine compared to the 13-L on
the baseline machine, the Volvo L150
wheel loader. A machine that would
do the work of this machine, Young
said, it would generally have an 11 or
13 [liter engine].
The LX1s wheel hub motors allow
the loading unit to be brought back
farther into the machine, so that a
Collaborating on sustainability
Field testing of the LX1 prototype begin in
late 2016. Volvo CE partnered with its
customer Waste Management, which car-
ried out the field tests, along with
CALSTART, which conducted emission
tests on the machine, and the California
Energy Commission, which helped fund
the LX1 project. Since the end of 2016, the
LX1 has performed hundreds of hours of
real work in two applications at Waste
Management facilities in California.
The target set for this project was a
35% fuel efficiency improvement.
Testing began at the Redwood
Landfill and Recycling Center, a green
waste composting site in the northern
part of California. Both fuel efficiency
and greenhouse gas (GHG) emissions
tests were conducted at the facility, and
the results so far show an average im-
provement of 50% in fuel efficiency,
which is equal to a reduction of 35% in
fuel consumption and GHG emissions.
The second test site was the Moreno
Valley Transfer Station, which is a waste
transfer site in southern California. The
LX1 achieved an average fuel efficiency
improvement of around 45%. Official
results were to be provided to the
California Energy Commission and
CALSTART in September 2017.
In addition, there was a huge reduc-
FROM TOP: VOLVO CE; JENNIFER SHUTTLEWORTH

Electric drive motors are mounted at each
of the wheels and help the four wheels drive
independently, allowing Volvo CE to change the
frame of the machine.
smaller machine can do the work of a
larger machine (one size larger, accord-
ing to Volvo CE). Decoupling offers
flexibility in terms of where things can
be placed. Theyre not mechanically
coupled together [so] we get modular-
ity, he explained. And that modularity
we see as something to really scale
well not only for the wheel loader, but
for other products.
That higher efficiency offers ease to
tune the machine to the operator
tion in noise pollution compared to its
conventional counterparts, according to
Volvo CE.
The LX1 was also tested in Sweden
and achieved similar results to those at
the WM field test sites. In addition to
checking the LX1s efficiency in a real-
life application, Volvo CE also sought
operator feedback. Its fantastic to get
this operator feedback to feed our fu-
ture development projects [to] our en-
gineers in Sweden, Young said.

32 October 2017 TRUCK & OFF-HIGHWAY ENGINEERING


The target of this project was 35% improvement in energy efficiency and to
quantify the greenhouse gas emissions effects of this reduction, said Volvo
CEs Scott Young, pictured with the LX1 at partner Waste Managements
Redwood Landfill in Novato, CA. The results showed the prototype delivers
around 50% improvement in fuel efficiency during customer field testing.
According to John Meese, WMs Senior Director Heavy
Equipment, being able to use available new technologies as a
company can improve our services to our end userour cus-
tomersthrough our operations being enhanced. This was a
project we thought would work for us.
BOTH IMAGES: JENNIFER SHUTTLEWORTH
Each of the WM facilities had different needs from the wheel
loader. At the Redwood Landfill, we wanted that machine to be
as nimble as possible, Meese said. The electric drive that this
gives uswe go from standing still to max operating, say speed,
very, very quickly.
He explained that Volvo CE was able to tweak the opera-
tion of the hydraulics to suit what the operator needed. In
Redwood, there is a need for the bucket to fill or go up or
dump faster, but thats not necessary in Moreno; things might
need to be slowed down there. The design capabilities of this
Gyro-compensated Inclination Sensor
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TRUCK & OFF-HIGHWAY ENGINEERING Free Info at http://info.hotims.com/65856-615
ORIGINAL EQUIPMENT
The LX1 hybrid loader includes a new design of the lifting unit. It can both
lift and tilt at the same time, unlike in the conventional machine, Volvo CE
test engineer Mikael Skantz told TOHE during a test ride in the LX1.
loader fit both operations very well with just a few tweakings
of the software, Meese said.
The future for hybrid technology at Volvo CE
As far as exploring hybrid technology beyond wheel loaders,
Young told Truck & Off-Highway Engineering that Volvo CE
sees an opportunity across all product lines we have today,
but we are exploring things specifically in the haulers, excava-
tors and wheel loaders at this time.
To make hybrids more attractive compared to conventional
technology, Volvo CEs Kent Meyers, Director, Advanced
Engineering Project Management, said, probably one of the
biggest things is making it cost effective. Take this machine, its
got a lot of new technology98% of it is new. But I think get-
ting something like this to a price point that the general popula-
tion can afford, and is willing to pay for, is going to be one of
the key hurdles.
While it remains to be seen whether the LX1 will make it
from a research project to production, the enthusiasm about
the machine and its future potential was apparent in Novato.
Jennifer Shuttleworth
October 2017 33
PRODUCT
BRIEFS
SPOTLIGHT: TEST EQUIPMENT
Portable combination measuring
instrument
The Yokogawa (Amersfoort,
the Netherlands) DL350
ScopeCorder is a compact,
fully portable measuring in-
strument available for captur-
ing, displaying, recording and
analyzing a wide variety of
electrical and physical param-
eters in industry sectors in-
cluding automotive, electronics, energy, transport and mecha-
tronics. The DL350 combines features of a general-purpose
oscilloscope and those of a high-performance data acquisition
recorder in a single, portable instrument. Unlike alternative por-
table measuring solutions such as oscilloscopes and combined
oscilloscope/multimeters, the company claims the DL350 adds
exceptionally high levels of precision and accuracy to field mea-
surements, isolated inputs for measurements at high voltage
levels and long-memory capabilities that allow long-term re-
cording for many hours or even days. The DL350 also offers
plug-in modularity, which allows it to be configured to suit a
variety of user applications. In addition, its flexible input capa-
bility is achieved by incorporating two slots that are populated
with any of 18 different types of user-swappable input modules.
For more information, visit http://info.hotims.com/65856-450
Nickel-PTFE-nanodiamond coatings
Nanodiamond material specialist
Carbodeon (Helsinki, Finland) has
worked with metal finishing spe-
cialist CCT Plating (Stuttgart,
Germany) to develop a new elec-
troless nickel polytetrafluoroeth-
ylene (PTFE) and nanodiamond
composite coating. Electroless
nickel-PTFE (EN-PTFE) coatings offer anti-adhesive and
low-friction properties, but are traditionally soft and wear
quickly in abrasive conditions. By adding NanoDiamond
particles to the EN-PTFE coating, Carbodeon claims to have
improved the abrasive wear resistance of these coatings
without compromising the sliding or release properties.
Target applications include: automotive components, includ-
ing engine parts, chassis parts and body mechanisms; plas-
tics forming molds, including complex structures, moving
cores and slides; military applications requiring hard wear-
ing and lubricant-free operations; and printing and textile
production equipment and machinery.
For more information, visit http://info.hotims.com/65856-452
34 October 2017
Legacy semiconductor test systems
The MTEK
Subsystem
(Marvin Test
Expansion Kit)
from Marvin Test
Solutions (MTS),
Inc. (Irvine, CA)
adds test capabili-
ties to legacy
semiconductor test systems that lack the ability to meet the
test requirements of current devices. Based on MTS portfo-
lio of PXI/PXIe chassis and instrumentation as well as selec-
tions from other industry suppliers, the company says
MTEK allows customers to configure a subsystem with ex-
actly the resources needed to deliver the capabilities lack-
ing in their current legacy ATE. The compact MTEK is an
easy-to-integrate, open architecture plug-and-play solution
that cost-effectively adds RF, high-performance digital,
and/or high-performance analog capabilities. MTEK is com-
patible with multiple legacy semiconductor test platforms,
including Teradyne, LTX/Credence, Eagle, ASL100, Sentry
and Verigy. According to MTS, MTEK is easily expandable in
the field and is designed to support both engineering and
production environments.
For more information, visit http://info.hotims.com/65856-451
Pin Fin heat sinks
Advanced Thermal
Solutions, Inc.s (ATS)
(Norwood, MA) family of Pin
Fin heat sinks is designed as
cost-effective solutions for
systems with adequate air-
flow. The high aspect ratio
design enables ATS Pin Fin
heat sinks to provide low
thermal resistance from base to fins in systems where the air-
flow measures 200-plus linear feet per minute. The cross-cut
design also allows the Pin Fin heat sinks to be effective in sys-
tems where the airflow is ambiguous. Made from extruded
aluminum, these high-efficiency platform products are avail-
able in component sizes from 10 mm x 10 mm (0.39 in x 0.39
in) to 60 mm x 60 mm (2.3 in x 2.3 in). Custom and standard
solutions are available and they all are suitable for spatially
constrained designs. According to the company, the heat
sinks are effective for cooling truck and automotive dash-
board electronics.
For more information, visit http://info.hotims.com/65856-453
TRUCK & OFF-HIGHWAY ENGINEERING
 PRODUCT BRIEFS RIKO's SENSORS for DETECTING
the LEVELS of WATER/OIL
Exclusively Assembled Sensors
by RIKO's Float Technology for Automotives, Ships,
Construction, Agriculture, Trucks and Generators.
14-mm mount panel LED
The 14-mm mount CL series panel
WATER Diesel/Gasoline
Reed Switch
DETECTION SENSOR Magnet
LED from Wilbrecht LEDCO, Inc. Engines Float
(St. Paul, MN) incorporates a 10- Water detection sensors for Fuel Filters
Water level sensors for Radiators Water
mm LED available in red, green, Home Appliances
yellow, blue and bicolor options. Water level sensors
Over ow detection sensors
Pre-wired with internal resistors, Automatic Bending Machines
the indicators can be configured Water level sensors
Air Conditioning Machines
for voltages up to 60-V DC or 120/240-V AC. The robust M14 Water level sensors for draining
Draiing Valve

size metal housing is designed for panel thicknesses up to

.394 in (10 mm) and is resistant to shock and vibration. Fully
OIL
DETECTION SENSOR
filled with epoxy and equipped with a front sealing gasket, For Engines
the indicator offers IP67 front and back sealing for outdoor Detection of Oil Level Reed Switch
Detection of Break Oil Level Magnet
use. Applications include agricultural and construction equip- Detection of Transmission Oil Level Float
Oil Flow

ment, forklifts, cranes and transport equipment, remote con- For Construction and Agriculture
Machines
trol systems for forestry or freight handling equipment, indus- Detection of various oil levels
Alarm for over ow
trial machinery, military and aircraft equipment. For Home Appliances
For more information, visit http://info.hotims.com/65856-454 Sensor for Kerosene Level Oil
Detection of different Kinds of liquids Oil Flow

Aluminum electrolytic capacitors

No.2-52,Higashi.2-chome,Nakanocho,Tondabayashi;Osaka 584-0022,Japan.
The new line of axial-lead alumi- International: Tel:+81 721 26 0511 Fax:+81 721 25 8210
http://oat-sensor.net/ E-mail : riko@riko.co.jp
num electrolytic capacitors from
SAE AD vertical.pdf 1 6/29/2017 9:25:09 AM
Cornell Dubilier Electronics, Inc.
Free Info at http://info.hotims.com/65856-616
(Liberty, SC) are suited for appli-
cations demanding very high-performance under all operating
conditions. According to the company, the ruggedized HHT is WWW.RFAMEC.COM
the only axial-lead electrolytic featuring a glass-to-metal seal
to prevent dry-out of the capacitor electrolyte. Shelf life is 10 (952) 843-2700
years and operational rated life is 2000 hours at rated voltage
and +175C (347F). At 150C (302F) and full-rated voltage,
the company claims HHT capacitors outperform competitive
technologies in a 5000-hour test with ripple currents of up to Product Development & Engineering
10 Arms. This level of performance makes the HHT suitable for Services
high-stress applications in military, aerospace, down-hole and
off-road transportation applications. C
Build
For more information, visit http://info.hotims.com/65856-455 Program Testing & Product
Business Development
Scoping Validation Launch
M

Case
Y

Heavy-duty v-profile clamps CM

GATE 1 GATE 2 GATE 3 GATE 4

Heavy-duty v-profile clamps from Helping OEMs to grow profitably

MY
Oetiker (Marlette, MI) operate reliably
and safely under extreme conditions CY
through the development of
of stress, vibration, corrosion and CMY
innovative products since 1967!
temperature variation. According to
the company, the v-profile clamps
K

feature up to 25% increased sealing

capability compared to conventional v-profile clamp designs.
The clamps are engineered to suit specific profile geometry for
optimum axial load distribution. Benefits include high clamping
force, high residual torque, even force distribution and what the
company claims to be superior assembly ergonomics. The de-
vices are recommended for turbo connections, diesel particu-
late filters, charged air systems and exhaust systems.
For more information, visit http://info.hotims.com/65856-456

TRUCK & OFF-HIGHWAY ENGINEERING Free Info at http://info.hotims.com/65856-617 35

 Rod Ends and PRODUCT BRIEFS
Spherical
Bearings designed
and manufactured to
Auroras exacting
standards for quality Distribution block
and durability. Designed with ports for Deutsch con-
nectors, Murrelektroniks (Suwanee,
GA) new xtreme DB distribution block
provides up to three times the current-
carrying capacity compared to blocks
Registered and Certied of similar size, along with design effi-
to ISO_9001 and AS9100. ciencies that will help to transform the way control systems are
developed by heavy-duty vehicle builders. xtreme DB blocks
From economy commercial with Deutsch connectors have eight I/O ports, 16 configurable
to aerospace approved, outputs and can do the work of multiple ordinary blocks using
weve got it all! standard M12 connectors. According to Murrelektronik, the
xtreme DB is specifically designed to meet the power-distribu-
tion needs of heavy-duty vehicle manufacturers who build agri-
cultural machines, railway and construction equipment, trucks
 for fire and rescue, road and utility maintenance, garbage col-
lection and other mission-specific vehicles.
For more information, visit http://info.hotims.com/65856-457
Aurora Bearing Company
901 Aucutt Road
Montgomery IL. 60538
Production-grade 3D printing
complete library of CAD drawings and 3D models available at:
Proto Labs (Maple Plain, MN) features
w w w. a u r o r a b e a r i n g . c o m
Multi Jet Fusion as part of its suite of 3D
printing technologies. The production-
Free Info at http://info.hotims.com/65856-618
grade 3D printing technology, developed
by HP, builds fully functional plastic pro-
totypes and production parts with accel-
WEBINAR erated speed, detailed precision and consistent mechanical
properties. HPs Multi Jet Fusion technology uses an inkjet array
to apply fusing and detailing agents across a bed of nylon pow-
A MODERN ELECTRIC BUS FLEET: der, which are then fused by heating elements into a solid layer.
IMPROVING PUBLIC TRANSIT WITH According to Proto Labs, the technologys unique approach to
binding powder results in more isotropic material properties,
SYSTEM-LEVEL MODELING faster build speeds, and, ultimately, lower costs compared to
Thursday, October 12, 2017 at 2:00 pm U.S. EDT other powder-based 3D printing processes.
For more information, visit http://info.hotims.com/65856-458
As cities continue to increase in both population and
density, public transportation plays a critical role in
creating liveable cities, with electrified transportation, High-current controller
presenting a wide array of new challenges. In this
Webinar, learn how the National Research Council A new addition to its PLUS+1 microcon-
of Canada (NRC) worked with Maplesoft to develop trollers family, Danfoss Power Solutions
system-level models of bus dynamics to ensure an (Ames, IA) MC018 high-current controller is
optimized implementation of electrified bus fleets. designed to solve many challenges custom-
Speakers: ers face with controlling high-current de-
vices. According to Danfoss, the MC018 offers more power and
Dr. Orang Vahid-Araghi David Holt
Director, Lead Simulation Technician, intelligent features at a competitive price. Its features enable cus-
Application Engineering, National Research Council tomers to lower overall system and maintenance costs while
Maplesoft of Canada
boosting the efficiency of their machines. The MC018 has a maxi-
mum total current of 160A and a maximum steady-state current
For additional details and to register visit: of 120A, an increase over the maximum current presently avail-
www.sae.org/webcasts able on the market of 75 to 80A. It provides power and control to
several machine applications, including the linear actuators, wind-
shield wipers, fan drive, lamps and lights, engine starter, levelling
Sponsored by: Hosted by: control, sprinkler system and active suspension.
For more information, visit http://info.hotims.com/65856-459

36 October 2017 TRUCK & OFF-HIGHWAY ENGINEERING

 PRODUCT BRIEFS

Neodymium compression bonded magnets

All-new high energy B12 magnets from
Bunting Magnetics Co.s Magnet
Applications, Inc. (DuBois, PA) are a major
upgrade to its neodymium compression
bonded magnet product offerings, according
to the company. The new B12 has a typical
maximum energy product, (BH)max, of approximately 12 MGOe
compared to the previous generation of 10 MGOe. The (BH)max
of a bonded magnet is determined by the density and the vol-
ume fraction of the magnetic material phase present in the mag-
net body. By optimizing the particle size, particle distribution,
chemistry, process and pressing conditions, Magnet Applications
says its engineers have achieved a breakthrough in performance.
The company expects to see the new magnet in motors for auto-
mobiles, transportation, aerospace, defense and other high-heat
environments due to its strength and operating temperature.
For more information, visit http://info.hotims.com/65856-460

Rugged box PC for transportation

MEN Micro Inc.s (Blue Bell, PA)
BL51E is a fanless and mainte- TOHE Maximatecc Ad 0417.qxp_1/4 Page 3/17/17 12:12 PM Page 1
nance-free embedded com-
Free Info at http://info.hotims.com/65856-619
puter for Internet of Things
(IoT) and memory-intensive
applications in trains, buses or commercial vehicles. An assort-
ment of communication interfaces makes the box PC variable.
The device can be used from -40C to +85C (-40F to 185F)
and complies with EN 50155 and ISO 7637-2 standards. Equipped
with an Intel Atom E3950 with 1.6 GHz, the BL51E offers CPU
performance scalability by a variety of other dual/quad-core pro-
cessors from the Intel Atom E3900 series. With 8 GB of DDR3
SDRAM memory, a backward-accessible SD card and a SATA
HDD/SSD shuttle, as well as an integrated eMMC memory, MEN
Micro says the box PC has the necessary storage capacity, e.g., for
entertainment servers or video surveillance systems.
For more information, visit http://info.hotims.com/65856-461

High temperature, flexible epoxy

EpoxySet, Inc.s (Lincoln, RI) EC-
1030FL is a flexible, two-part epoxy
designed to replace silicones for
potting, encapsulating and casting
applications where temperatures up
to 200C (392F) are required. This
system will prevent stresses to com-
ponents, while temperature cycling without degradation. The
company claims EC-1030FL offers superior bond strength
compared with silicones to many engineered plastics as well
as metals, ceramics and glass while reducing costs. The EC-
1030FL has a 10-15 min work time, which makes it suitable for
production environments.
For more information, visit http://info.hotims.com/65856-462

TRUCK & OFF-HIGHWAY ENGINEERING Free Info at http://info.hotims.com/65856-620 37

WHATS
ONLINE
Daimler Trucks launches first all-electric truck
in series production
Daimler Trucks Mitsubishi FUSO Truck
and Bus Corp. (MFTBC) launched the
worlds first series-produced all-electric
light-duty truck, the FUSO eCanter, in New
York City on September 14 withUPSas
itsfirst U.S. commercial partner.
Deliveries of theeCanter are sched-
uled to begin this year in the U.S.,
Europe and Japan, while MFTBC plans
to deliver 500 units of this generation
WABCO, Nexteer collaborate to develop active
steering systems for CVs
WABCO Holdings Inc. signed a long-
term cooperation agreement in late
August with Nexteer Automotive to col-
laborateon thedevelopment and sup-
ply of active steering systems for me-
dium- and heavy-duty commercial ve-
hicles using Nexteer MagnaSteer
Actuation Technology, its advanced
steering assistance product.
According to a release from the com-
panies, WABCO and Nexteer will inte-
grate MagnaSteers technology with
Sheppards suite of power steering
gears, which has set the industry stan-
dard for heavy-duty commercial and
specialty vehicles. As previously an-
nounced, WABCO has signed an agree-
ment to acquire Sheppard, subject to
customary U.S. regulatory clearance. The
acquisition is expected to be completed
by the end of the third quarter 2017.
Through an existing exclusivity agree-
ment between Nexteer and Sheppard,
WABCO can offer what it calls a compact,
cost-effective, breakthrough techno-
logical solution that enables active steer-
38 October 2017
to customers within the next two years.
Larger scale production is slated to
start in 2019.
The all-electric light-duty truck is
MFTBCs answer to the publics need
for a zero-emission, zero-noise truck
for continuously increasing inner-city
distribution.
In addition to being an eco-friendly
vehicle, the company says it is cost-effi-
cient and economical for
users, as already proved
within customer tests in
Europe. The FUSO eCant-
er has a range of 100 km
(62.13 mi) and a load ca-
pacity up to three and a
half tons, depending on
body and usage.
Read the full article at
articles.sae.org/15631/.
ing control for commercial vehicle manu-
facturers in North America. In addition,
WABCO has access to this technology for
all medium- and heavy-duty commercial
truck markets outside North America.
Read the full article at articles.sae.
org/15640/.
Ford, VTTI partner
to develop common
visual communications
interface for
autonomous vehicles
Looking to prepare for the eventual real-
ity of an autonomous-vehicle future,
Ford partnered with Virginia Tech
Transportation Institute (VTTI) to con-
duct a user-experience study to test a
method for communicating a vehicles
intent by soliciting real-world reactions
to a self-driving car on public roads.
Additionally, Ford is working with
several industry organizations to push
toward creation of a standard, including
SAE International and the International
Organization for Standardization. The
hope is that a common visual-commu-
nications interface most people can
understand across all self-driving ve-
hicles in all locations will help ensure
safe integration into all global transpor-
tation systems. Ford said that as part of
a separate work stream, it also is work-
ing on ways to communicate with those
who are blind or visually impaired.
No driver? Not really
The study adopted a decidedly unique
approach to simulating an autono-
mous vehicle: the Virginia Tech team
developed a way to conceal the driver
with a seat suit, which creates the
illusion of a fully autonomous vehicle
with nobody in the drivers seat.
Read the full article at articles.sae.
org/15628/.
TRUCK & OFF-HIGHWAY ENGINEERING
COMPANIES MENTIONED
Company Page
Advanced Thermal Solutions .............................................................34
Altair.......................................................................................................26
Argonne National Laboratory .............................................................19
AVL ..........................................................................................................18
Blue River Technology........................................................................... 2
Boeing ....................................................................................................40
BorgWarner Thermal Systems ........................................................... 27
Bosch ......................................................................................................40
Bunting Magnetics ............................................................................... 37
California Energy Commission ........................................................... 32
CALSTART .............................................................................................. 32
Carbodeon............................................................................................ 34
Case IH ...................................................................................................30
CCT Plating ........................................................................................... 34
Center for Automotive Research .......................................................26
Cornell Dubilier Electronics ................................................................ 35
Cummins......................................................................................6, 14, 27
Curtiss-Wright Defense Solutions ...............................................23, 25
Daimler Trucks ......................................................................................38
Danfoss Power Solutions ....................................................................36
Dassault Systemes ................................................................................17
Deere ........................................................................................................ 2
Eaton .................................................................................................10, 12
Eicher Motors ........................................................................................28
EpoxySet............................................................................................... 37
FEV ..........................................................................................................16
Ford ........................................................................................................38
FPT Industrial ........................................................................................30
Freightliner ............................................................................................ 27
Gamma Technologies ...........................................................................17
Hendrickson ..........................................................................................29
HP ..........................................................................................................36
IAV .....................................................................................................16, 18
Intel...................................................................................................24, 37
International..........................................................................................29
International Organization for Standardization ..............................38
Kenworth ................................................................................................10
Lockheed Martin Missiles and Fire Control.......................................22
Mack Trucks ...........................................................................................26
Magnet Applications............................................................................ 37
Marvin Test Solutions ..........................................................................34
MEN Micro.............................................................................................. 37
Mitsubishi FUSO Truck and Bus .........................................................38
Murrelektronik ......................................................................................36
Navistar..................................................................................................29
New Holland Agriculture.....................................................................30
Nexteer ..................................................................................................38
NHTSA ....................................................................................................26
Nikola Motor............................................................................................6
Northwest Numerics .............................................................................19
Nvidia ....................................................................................................... 2
Oetiker ................................................................................................... 35
Paccar......................................................................................................10
Peterbilt ..................................................................................................10
Proto Labs .............................................................................................36
Roush Industries....................................................................................14
SAE International ................................................................2, 23, 38, 40
Sheppard ...............................................................................................38
Siemens ..................................................................................................17
TARDEC ............................................................................................22, 26
Tesla.................................................................................................... 6, 14
Toyota.......................................................................................................6
UPS .........................................................................................................38
U.S. Army...............................................................................................22
USCAR .................................................................................................... 23
U.S. Department of Energy.................................................................29
U.S. Environmental Protection Agency ............................................26
VE Commercial Vehicles......................................................................28
Virginia Tech Transportation Institute ..............................................38
Volvo Construction Equipment .......................................................... 32
Volvo Group ..........................................................................................28
WABCO Holdings .................................................................................38
Waste Management............................................................................. 32
Wilbrecht LEDCO .................................................................................. 35
Yokogawa ..............................................................................................34
Zircotec Group ........................................................................................4

UPCOMING FROM THE EDITORS AD INDEX

October 5: Automotive Engineering November 3: Electronics & Connectivity Advertiser Page Web Link
(Connected Car) Technology eNewsletter
ASM Sensors Inc. .......................................... 33 ...................................www.asmsensors.com
Technology eNewsletter
November 8: Automotive Engineering Aurora Bearing Co. .......................................36 .............................. www.aurorabearing.com
October 11: Truck & Off-Highway Technology eNewsletter Cat Industrial ...................................................11 ................................CatIndustrialPower.com
Engineering
Technology eNewsletter November 13: Truck & Off-Highway Cornell Dubilier ....................................Cover 4 .................................................. cde.com/HHT
Engineering Cummins Inc. .......................................Cover 2 .............. www.cumminsengines.com/more
October 19: Vehicle Engineering Technology eNewsletter dSPACE, Inc. .................................................... 7 ........................................... www.dspace.com
Technology eNewsletter (all markets)
November 17: Vehicle Engineering Eberspaecher ................................................24 ......................... www.eberspaecher-na.com
October 25: Automotive Engineering Technology eNewsletter (all markets) Federal-Mogul Powertrain ............................ 5 .....................federalmogul.com/powertrain
Technology eNewsletter First Sensor AG .............................................29 ....................................www.first-sensor.com
November 29: Automotive Engineering
November: Automotive Engineering Technology eNewsletter Fluid Line Products, Inc. ...............................15 ......................................... www.fluidline.com
Print Magazine Isuzu Motors America LLC .................Cover 3 ...............................www.IsuzuREDTech.com
2018 New Vehicle Technologies December: Truck & Off-Highway
JCB Power Systems Limited ......................... 3 .........................www.jcbpowersystems.com
CES 18 Preview Engineering
Sensors product spotlight Print Magazine Maximatecc ................................................... 37 ..................................www.maximatecc.com
Thermal Management Murrelektronik, Inc. .......................................13 ..................................................murrmsp.com
November: Autonomous Vehicle Autonomous Trucks
Oetiker Inc. ....................................................28 ..................................................... Oetiker.com
Engineering 3D Printing/Additive Manufacturing
NEW Print Magazine Sensors & Actuators product spotlight Perkins Engine Company Ltd. .............. 20-21 ....................... www.perkins.com/syncro-na
Artificial Intelligence QA1 Precision Products ............................... 37 ..............................................QA1.net/custom
The Road to Level 4 Driving December 5: Automotive Engineering
RFA Engineering...........................................35 ......................................WWW.RFAMEC.COM
SAE Standards Shape the Future (Autonomous Vehicles special edition)
of Autonomy Technology eNewsletter Riko Float technology Co., Ltd. ..................35 .................................http://float-sensor.net/
Developing the Autonomous Vehicle Smalley ...........................................................14 .......................expert.smalley.com/OE/rings
Testing Regime December 7: Truck & Off-Highway
T/CCI Manufacturing ....................................25 ...................................................TCCImfg.com
Autonomy and Commercial Vehicles Engineering
Technology eNewsletter TTI Inc. ..............................................................9 .........................................................ttiinc.com

TRUCK & OFF-HIGHWAY ENGINEERING October 2017 39

Q&A
For Level 3, a whole
redundant sensor set and
electronics are already
needed and the driver is
still in the loop. From that
perspective, Level 4 and 5
are more attractive, said
Boschs Dr. Johannes-
Joerg Rueger at SAE
COMVEC 17.
Level 3 automation not
attractive for trucks
In his opening keynote address at SAE COMVEC 17 on Sept.
18, Dr. Johannes-Joerg Rueger, President, Commercial Vehicle
and Off-Road, Robert Bosch GmbH, noted that a fully autono-
mous vehicle would have approximately 100 million lines of
codeabout six times that for the flight software of a Boeing
787 Dreamliner. Apparently [automation] is easier in the air
than on the road, he quipped. His point was cleargetting to
fully autonomous commercial vehicles is an extremely com-
plex undertaking.
Rueger addressed a standing room-only crowd to kick off the
event, sharing his thoughts on the trends, benefits and solutions
related to advanced driver assistance (ADAS) for on-highway
vehicles and automation in both on- and off-highway operations.
Is automation more important for CVs than passenger cars?
Commercial vehicles play maybe even a more important role in
automation [than passenger cars]. Analyzing data from
Germany, more than 50% of accidents with casualties caused by
heavy-duty trucks can be avoided with technology which cur-
rently is availablefunctionalities like emergency braking and
lane departure warningand another almost 40% with driver-
assistance functions which will come to market in the next cou-
ple of years. [In addition to] addressing road safety, no acci-
dents mean uptime...For passenger cars its a question of con-
venience; its nice if you dont need to have your hands on the
steering wheel and have leeway to do something else. But the
money lies in the commercial vehicle sector. If a truck could
eventually go from A to B safely without any driver, it would
address road safety on the one hand and the driver shortage on
the other, and particularly driver costs and logistic costs in total.
We are talking about [SAE] Level 4 and Level 5 automation,
where you really have autonomous trucks. For Level 3 a whole
redundant sensor set and electronics are already needed; if then
40 October 2017
the driver is still in the loop, the benefit is limited and the costs
are almost the same. From that perspective, Level 4 and 5 are
more attractive and need to be addressed long term.
What is Bosch doing in this area?
Were a well-known supplier of driver-assistance and automation
technologies in the passenger car sector, but until about two
years back we didnt address commercial vehicle properly, I have
to admit, and we changed that with a new organization that Im
heading. We are adapting the same functionalities to commercial
vehicles. [With advanced systems], we need to be very careful
that whatever is being introduced is properly tested and really
works; the complexity of the software algorithms were talking
about here is hugethat indicates that testing will take some
time. If you really want to go autonomously, you need to have a
redundant data sensor set and you need to have sensor data
fusion, not just in the front but all around the vehicle. If you cal-
culate the number of sensors [shown on a Bosch graphic], its 24
different sensors for front, rear, left and right observation of the
trucks surroundings, and thats not considering the trailer which
would need sensors as well. So that is a significant investment.
What does the future E/E architecture look like?
Electronics is the backbone for the whole functionality.
Clearly, we need to think about how the structure of the elec-
tronics will look, and to build the whole architecture towards
what is needed in say 7 to 8 years from now. If everybody
develops his own little functionality by himself, and does not
think about the big picture [but only] whats needed for the
next 2 or 3 years, it probably will need to be thrown away in 3
years and redeveloped. Nobody can afford that with the vol-
umes we have. Even for passenger car, thats not really a
good idea; for commercial vehicles, certainly not. It is essen-
tial to think now about the E/E architecture of the future.
Thats why weve put a lot of effort into understanding what
is needed and doing studies with our customers to come to a
common understandingIn general, Im not a big fan of pro-
prietary systems and a closed architecture. Im a fan of an
architecture which is open in a way that gives the possibility
of different parties to develop their specific content. Given the
complexity we are talking about, I believe its the only option.
Whats happening on the off-road side?
Not surprisingly, the same automation principles and technolo-
gies apply for off-road operations as for on-road, because its
always about visualization of the environment, classification of
objects, reactions to those obstacles, and automation, which is
the distinguishing factor. When we talk about off-road opera-
tions, it is typically not just the driving which is automated but
the operation of the machine itself, and potentially thats even
SAE INTERNATIONAL
more important. The same basic sensor set, which is camera-
based, radar-based, maybe ultrasonic depending on the appli-
cation, can be applied to off-road operations.
Ryan Gehm
Read more about off-road automation at articles.sae.org/15636/.
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