Aerodynamic interaction between vehicles on a roadway can modify the fuel use and greenhouse gas emissions of the vehicle relative to their performance under isolated, uniform-wind conditions. A comprehensive wind-tunnel study was undertaken to examine changes to the aerodynamic drag experienced by vehicles in close proximity, in adjacent lanes. Wind-load measurements were conducted for two general configurations: 15%-scale testing with light-duty-vehicle (LDV) models, and 6.7%-scale testing with a heavy-duty vehicle (HDV) model. For the LDV study, a DrivAer model was tested with a proximate AeroSUV model or an Ahmed model at lateral distances representing 75%, 100%, and 125% of a typical highway lane spacing, and for longitudinal distances up to 2 vehicle lengths forward and back. Commensurate measurements were conducted for the AeroSUV model with the proximate DrivAer or Ahmed model. For the HDV study, a tractor-trailer model was tested with a single or combination of adjacent-lane

McAuliffe, Brian, Barber, Hali

Real-Sim Interface: Enabling Multi-resolution Simulation and X-in-the-Loop Development for Connected and Automated Vehicles

12-05-04-002606/27/2022

Connected and automated vehicles (CAVs) can bring safety, mobility, and energy benefits to transportation systems. Ideally, CAV applications would be fully evaluated and validated prior to real-world implementation. However, many technical challenges in both software and hardware hinder the process. To comprehensively evaluate all aspects of CAV applications, an integrated evaluation environment is needed with various simulation tools from different domains. In the current literature, there lacks a well-developed interface to enable multi-resolution simulation of vehicle, traffic, virtual environment, and hardware-in-the-loop (HIL) simulation. In this work, a modular and flexible interface is developed to enable multi-resolution vehicle and traffic co-simulation for CAV applications. This interface is built upon Oak Ridge National Laboratory’s (ORNL’s) Real-Sim approach, can support various simulation tools and real-time X-in-the-loop (XIL) simulations, and is based on network

Shao, Yunli, Deter, Dean, Cook, Adian, Wang, Chieh (Ross), Thompson, Bradley, Perry, Nolan

Multi trucks platooning fuel economy test results with cooperative adaptive cruise control under real-world driving conditions

2022-01-050103/29/2022

The application of cooperative adaptive cruise control (CACC) to heavy-duty trucks known as truck platooning has shown fuel economy improvements over test track ideal driving conditions. However, there are limited test data available to assess the performance of CACC under real-world driving conditions for 3 trucks automation. As part of a U.S. Department of Energy Funding Opportunity Announcement award project, 3 trucks platooning with CACC has been tested under real-world driving conditions and the results are presented in this paper. On-highway testing is done on a route in Indiana representing the operation of long-haul Class 8 trucks in the United States. The road includes low, medium and high grade segments. The impact of road grade variation and traffic on truck platooning is analyzed and some of the issues with this technology are identified for further research and improvements.

Borhan, Hoseinali, Brady, Nathan, YU, Chia-Siung, Fuhs, Karla, Adi, Gayatri, Pattel, Bibin, Lammert, Michael

Conductive Electric Road System for Heavy-duty Truks

2022-01-015603/29/2022

Total CO2 emissions in the world have risen to approximately 37.8 billion tons (FY2016), with the motor vehicle sector accounting for 5.9 billion tons, or 16% of the total. A large portion of that is attributable to cargo vehicles (trucks and buses). To achieve CO2 emissions reduction in this motor vehicle sector to zero, it is necessary to introduce vehicles that are powered only by electric motors and that do not carry fossil fuels; in other words, electric vehicles (EV) and fuel cell vehicles (FCV). At present, however, EVs face a number of major issues. The principal issues are their range, installed battery capacity, and energy replenishment (support for ultra-rapid charging) as well as the installation of infrastructure for it. Given this background, the technology developed here applies conductive charging from the side for heavy-duty trucks on an Electric Road System (ERS). The results from the design, prototype fabrication, and road testing of this technology show that it

Tajima, Takamitsu

Efficient Trajectory Planning for Tractor-Trailer Vehicles with an Incremental Optimization Solving Algorithm

2022-01-015903/29/2022

A tractor-trailer vehicle (TTV) consists of an actuated tractor attached with several full trailers. Because of its nonlinear and noncompleted constraints, it is a challenging task to avoid collisions for path planner. In this paper, we propose an efficient method to plan an optimal trajectory for TTV to reach the destination without any collision. To deal with the complicated constraints, the trajectory planning problem is formulated as an optimal control problem uniformly, which can be solved by IPM. A novel incremental optimization solving algorithm (IOSA) is proposed to accelerate the optimization process, which makes the number of trailers and the size of obstacles increase asynchronously. Simulation experiments are carried out in two scenarios with static obstacles. Compared with other methods, the results show that the planning method with IOSA outperforms in the efficiency.

Ruan, Xinyao, Yu, Zhuoping, Xiong, Lu, Fu, Zhiqiang, Li, Zhuoren

Demonstration of energy consumption reduction in class 8 trucks using eco-driving algorithm based on on-road testing

2022-01-015703/29/2022

Vehicle to Everything (V2X) communication has enabled on-board access to the information from other vehicles and infrastructure. This information, traditionally used for safety applications, is increasingly being used for improving fuel economy of the vehicles [1, 2, 3, 4, 5]. This work aims at demonstrating energy consumption reduction in heavy/medium duty vehicles using the eco-driving algorithm. The algorithm is enabled by V2X communication and uses data contained in basic safety messages (BSMs) and signal phase and timing (SPaT) to generate an energy-efficient velocity trajectory for the vehicle to follow. A ~25.7 km (16-mi) urban corridor in Bexar County, Texas, was modeled in a microscopic traffic simulation package and calibrated to match real-world conditions. For the trucks using this algorithm, a nominal reduction of 7% in energy consumption and 6% in trip time was observed in simulation. This was validated by on-track testing of a pair of velocity profiles. The track testing

Bhagdikar, Piyush, Gankov, Stanislav, Frazier, Cole, Rengarajan, Sankar, Warden, Rebecca, Brown, Michael, Sarlashkar, Jayant

Rule-based Power Management Strategy of Electric-Hydraulic Hybrid Vehicles: Case Study of A Class 8 Heavy-Duty Truck

2022-01-090103/29/2022

Mobility in the automotive and transportation sector has been experiencing a period of unprecedented evolution. A growing need for efficient, clean and safe mobility has made a strong momentum toward sustainable technologies in this sector. Toward this end, battery electric vehicles have drawn keen interest and the market share is expected to grow significantly in the coming years, especially in light-duty applications such as passenger cars. Although battery electric vehicles feature high performance and zero emissions characteristics, economic and technical issues such as high battery cost, a short driving range, and limited infrastructure should be tackled. In particular, the low power density of battery electric vehicles limits their broad adoption in heavy-duty applications such as class 8 long haul trucks due to a size and weight of battery. In this work, motivated by the high power density and potential for improving energy efficiency through regenerative braking of a hydraulic

Yoon, Yongsoon, Romero, Giovanni, Nkemdilim-Dantzler, Emil, DelVescovo, Dan, Guessous, Laila

Design and Simulation of active anti-rollovers control system for heavy trucks

2022-01-110503/29/2022

With the rapid development of the logistics and transportation industry, heavy-duty trucks play an increasingly important role in social life. However, due to the characteristics of large cargo loads, high centroid and relatively narrow wheelbase, the driving stability of heavy trucks are poor, and it is easy to cause rollaway and accidents under high-speed driving conditions, large steering and emergency obstacle avoidance. To improve the roll stability of heavy trucks, it is necessary to design an active anti-rollover control system, through the analysis of the yaw rate and the load transfer rate of the vehicle tires, driving states can be estimated during the driving process. Under the intervention of the control system, the lateral transfer rate of heavy trucks can be reduced to correct the driving posture of the vehicle body and reduce the possibility of rollover accidents. At present, anti-rollover control systems mainly include semi/active suspension, active steering, and

Zeng, Qingyu

Study and Analysis of External Drag Reduction Methods for Tractor-Trailer Trucks using 3D CFD

2022-01-109303/29/2022

Heavy vehicles play a huge role in the national economy of a country and are responsible for the transportation of a major portion of goods across the terrain. In the United States alone, over 85% of the total value of goods are transported with the help of heavy vehicles. Despite the heavy reliance, these vehicles are not fuel-efficient and more than 40% of the engine’s power production is utilized in overcoming the vehicle aerodynamic drag at highway speeds. The present work explores drag reduction methods that could be used as an external aid for cargo trailer trucks. The paper focuses on 3D CFD analysis of different boat-tail designs that could be used to reduce aerodynamic drag on trailers. The boat tails analysed has been optimised in coherence with standard legal norms for European and US highways. It has been found and established that a truncated boat tail works as a better drag reduction measure than a full or completely inflated boat tail. The commercial code of Simerics MP

Varshney, Anchal, Khandagale, Vitthal, Saha, Rohit

Performance of Virtual Torque Sensor for Heavy Duty Truck Applications

2022-01-075403/29/2022

Automotive Companies are constantly looking to increase the fuel efficiency, shift quality, passenger comfort, and to reduce wear and tear on the components. Torque is one of the parameters that is estimated using SAE J-1939 CAN bus algorithm. This estimated torque is used for transmission control and to determine the required operational gear position at a given speed and road conditions. Currently, SAE J-1939 CAN bus torque estimation relies on steady state maps that are generated during the calibration of engine for different speeds and loads. The accuracy of the estimated torque is affected by the transient events like hill climbing, changing on-road traffic situations etc. which results in poor shift control causing higher fuel consumption. In this paper we report the development of a Virtual Torque Sensor (VTS) useful for real time torque measurement based on the engine harmonics analysis. The VTS uses the signal from the flywheel speed sensor to estimate the nth order flywheel

Iddum, Vivek, Chahal, Iqbal Singh, Bair, John, Ghantasala, Muralidhar K.

Enhanced SAE 3 link Leaf Spring Model to Generate Durability Virtual Loads

2022-01-034003/29/2022

Heavy-duty truck vehicles are generally equipped with leaf spring suspensions. Conventionally, beam elements are used in multibody software to build the leaf spring model to calculate virtual loads. Beam elements require a high computation time due to their numerous degrees of freedoms and force components introduced by beam connections, interleaf contacts, friction, etc. Again, in these simulations, solvers frequently fail in durability loads analysis due to sudden spike in accelerations, high suspension articulation coming from severe road profiles. These drawbacks lead to the use of simplified three-link mechanism models to simulate the leaf spring’s behavior, which is computationally faster. However, the current approach is less accurate as compared to the beam element model because this model has only a torsional spring which accounts for vehicle bounce condition. In reality, the leaf spring suspension system is also subjected to cornering and braking while running on road

Dixit, Navnit, Venkatesan, Dhanasekar, Pardeshi, Ravasaheb

Steering Control Systems - Heavy Trucks

J2425_202111 (Current)

11/09/2021

This SAE Recommended Practice describes a laboratory test procedure and requirements for evaluating the characteristics of heavy-truck steering control systems under simulated driver impact conditions, as well as driver entry/egress conditions. The test procedure employs a torso-shaped body block that is impacted against the steering wheel.

Truck Crashworthiness Committee

Driveline Parking Brake Test Procedure for Medium Duty Vehicles

J2690_202110 (Current)

10/28/2021

This SAE Recommended Practice establishes uniform test procedures for friction based parking brake components used in conjunction with hydraulic service braked vehicles with a gross vehicle weight rating greater than 4500 kg (10 000 lb). The components covered in this document are the primary actuation and the foundation park brake. Various peripheral devices such as application dashboard switches or indicators are not included. These test procedures include the following: a Brake Related Tests 1 Brake Functional Performance 2 Brake Dynamic Torque Performance 3 Brake Corrosion Resistance 4 Brake Endurance with Torque 5 Brake Endurance without Torque 6 Vibration Resistance 7 Brake Ultimate Static Load 8 Brake Lining Wear Adjuster Function b Actuation Related Tests 1 Mechanical Actuator Functional Performance 2 Mechanical Actuator Endurance 3 Mechanical Actuator Quick Release 4 Mechanical Actuator Ultimate Load 5 Spring Apply Actuator Functional Performance 6 Spring Apply Actuator

Truck and Bus Hydraulic Brake Committee

Divergence of Thickness Losses and Weight Losses of Disc Pads for Passenger Cars: High-Copper NAOs and Copper-Free Low Mets

2021-01-129010/11/2021

The current investigation was undertaken to find out if lighter-weight passenger car disc pads would exhibit wear behaviors similar to pickup truck pads and commercial heavy truck drum linings in terms of the permanent volume expansion of the friction material contact surface region. 2 high-copper Non-Asbestos Organic formulations and 3 copper-free Low-Met formulations were tested according to the SAE J2522 test procedure. In all cases, the measured pad thickness loss was found to be less than the thickness loss calculated from the weight loss, indicating pad volume expansion, in full agreement with the results from the pickup truck and heavy trucks. One needs to consider pad property changes associated with the volume expansion if good correlations are to be found between pad properties and brake friction, wear and NVH.

Rathee, Aman, Singh, Shiv Raj, Sharma, Devendra, Rhee, Seong Kwan

FEA based approach for Heavy Duty Commercial Vehicles Lift Axle Weld Analysis and Physically Correlated

2021-26-031609/22/2021

Highway transportation using truck is an important transport mode of goods and product to their destination. Commercial vehicle is expensive mode of transportation so it will be protected from failure. For Heavy duty truck they are fully loaded at one side of transportation and other side empty transportation. In such case lift axle using (Pusher axle if lift axle is added front of drive axle and Tag axle when it installed after drive axle) when truck is loaded and when truck is empty it is in lift condition. Lift axle is play important role while loading so it is important that it should not fail. Many times lift axle fails at weld location due several load come on the axle. In this paper study of weld failure due several loading come on lift axle when truck is in loading condition. Load come on lift axle are Braking load, Vertical load, lateral load and Clutch drop test loading. Weld failure check in CAE analysis with various load cases and compare with actual physical vehicle

Kandreegula, Suresh Kumar, Jadhav, Santosh, Nishad, Hemant, H A, Mithun

Aero drag improvement study on large commercial vehicles using CFD lead approach

2021-26-042409/22/2021

Nowadays, E- commerce and logistics business model is booming in India with road transport as a major mode of delivery system using containers. As competition in such business are on rise, different ways of improving profit margins are been continuously evolved. One such scenario is to look at reducing transportation cost while reducing fuel consumption. Traditionally, aero dynamics of commercial vehicles have never been in focus during their product development although literature shows major part of total fuel energy is consumed in overcoming aerodynamic drag at and above 60 kmph in case of large commercial vehicle. Hence improving vehicle exterior aerodynamic performance gives opportunity to reduce fuel consumption and thereby business profitability. Also byproduct of this improvement is reduced emissions and meeting regulatory requirements. To bring this into reality, vehicle manufacturers are looking at different opportunities to reduce aero drag and one such method that are been

ANWAR, FAISAL, Gulavani, Rohan Arun, Chalipat, Sujit, Jadhav, Satish

Advancing Platooning with ADAS Control Integration and Assessment Test Results

2021-01-042904/06/2021

The application of cooperative adaptive cruise control (CACC) to heavy-duty trucks known as truck platooning has shown fuel economy improvements over test track ideal driving conditions. However, there are limited test data available to assess the performance of CACC under real-world driving conditions. As part of the Cummins-led U.S. Department of Energy Funding Opportunity Announcement award project, truck platooning with CACC has been tested under real-world driving conditions and the results are presented in this paper. First, real-world driving conditions are characterized with the National Renewable Energy Laboratory’s Fleet DNA database to define the test factors. The key test factors impacting long-haul truck fuel economy were identified as terrain and highway traffic with and without advanced driver-assistance systems (ADAS). Track and on-highway testing guided by SAE J1321 procedures were conducted to assess truck platooning operation under the characterized real-world

Borhan, Hoseinali, Lammert, Michael, Kelly, Kenneth, Zhang, Chen, Brady, Nathan, YU, Chia-Siung, Liu, Jingxuan

Occupant Restraint System Evaluation - Lateral Rollover System-Level Heavy Trucks

J2426_202103 (Current)

03/01/2021

This SAE Recommended Practice describes the test procedures for conducting simulated dynamic lateral rollover restraint system tests for heavy truck applications. Its purpose is to establish recommended test procedures that will standardize restraint system testing for heavy trucks. Descriptions of the test set-up, test instrumentation, photographic/video coverage, and the test fixtures are included.

Truck Crashworthiness Committee

Traxen ‘trains’ AI-based adaptive cruise control for heavy trucks

21TOFHP02_0602/01/2021

Artificial intelligence (AI), high-definition maps, and advanced algorithms and sensors combine to enable Traxen's intelligent adaptive cruise control (ACC) system for commercial vehicles, iQ-Cruise, to reduce fuel consumption by an average of 10% on customer routes. Piloted by several fleet customers, the system becomes available to the commercial-vehicle aftermarket in the first quarter of 2021, followed by OE truck manufacturers in the next 24 months. “We are increasing the trucking industry's profit margins by 50%,” said Ali Maleki, founder and CEO of Traxen, a Plymouth, Michigan-based technology startup that's been developing and testing the system for the past two years, logging more than 1.5 million miles of data from customers' trucks. “With fuel cost being one of the top operating costs for fleets worldwide, delivering a solution like iQ-Cruise that offers a 10% fuel efficiency improvement on average is a remarkable feat for the industry.”

Gehm, Ryan

Cab Sleeper Occupant Restraint System Test

J1948_202101 (Current)

01/27/2021

This SAE Recommended Practice provides a standardized test procedure for heavy-duty truck sleeper berth restraints to determine whether they meet the FMCSR 393.76(h) requirements.

Truck Crashworthiness Committee

Single Conductor Cable for Heavy-Duty Applications - Truck and Bus

J2549_202012 (Current)

12/04/2020

This SAE Standard establishes the minimum construction and performance requirements for single conductor cable for use on trucks, trailers, and converter dollies.

Truck and Bus Electrical Systems Committee

Q&A

20TOFHP12_1112/01/2020

Cummins reserved its first virtual press event since the pandemic onset to reveal details of its EPA 2021 emissions-compliant X12 and X15 Performance Series engines. Built upon the architecture of their EPA 2017 predecessors, the diesel power units follow to market the 2021-compliant X15 Efficiency Series that was launched earlier in 2020 and has demonstrated up to 3.5% better fuel economy (FE) compared to the 2019 engine. “When you look at the engines, you might notice some slight external modifications, but the bulk of what's changed was internal components,” said Kris Ptasznik, Heavy-Duty On-Highway Product Manager at Cummins, during a virtual walkaround of the new engines. In 2021, the X15 Efficiency with EX ratings (which requires an Eaton Cummins Endurant HD automated transmission and GPS-enabled predictive features) could see an additional 1.5% FE improvement. Class 8 truck customers requiring more than 500 hp (373 kW) and selecting the X15 Performance Series, which ranges from

Gehm, Ryan

Inverter Requirements for Class Eight Trucks - Truck and Bus

J2697_202011 (Current)

11/18/2020

This SAE Recommended Practice is intended to describe the application of single-phase DC to AC inverters, and bidirectional inverter/chargers, which supply power to ac loads in Class heavy duty on-highway trucks (10K GVW). The document identifies appropriate operating performance requirements and adds some insight into inverter selection. This document applies to factory and after-market installed DC-to-AC inverter systems (Including inverter chargers) providing up 3000 W of 120 VAC line-voltage power as a convenience for operator and passenger use. Such inverters are intended to power user loads not essential to vehicle Operation or safety (e.g., HVAC, TV, microwave ovens, battery chargers for mobile phones or laptop computers, audio equipment, etc.). Systems incorporate the inverter itself as well as the input, output, control, and signal wiring associated with the inverter. Requirements are given for the performance, safety, reliability, and environmental compatibility of the system

Truck and Bus Electrical Systems Committee

Inverter Requirements for Class Eight Trucks - Truck and Bus

J2697_202011-TEST-REC (Historical)11/18/2020

Truck and Bus Electrical Systems Committee

Occupant Restraint Dynamic System Evaluation - Frontal Impact Heavy Trucks

J2418_202011 (Current)

11/09/2020

This SAE Recommended Practice describes the test procedures for conducting frontal impact restraint tests for heavy truck applications. Its purpose is to establish recommended test procedures that will standardize restraint system testing for heavy trucks. Descriptions of the test set-up, test instrumentation, photographic/video coverage, and the test fixtures are included.

Truck Crashworthiness Committee

Comparative Analysis of Emergency Evasive Steering for Long Combination Vehicles

02-13-03-0018

10/10/2020

This study provides a simulation-based comparative analysis of the distance and time needed for long combination vehicles (LCVs) - namely, A-doubles with 28-, 33-, and 48-ft trailers - to safely exercise an emergency, evasive steering maneuver such as required for obstacle avoidance. The results are also compared with conventional tractor-semitrailers with a single 53-ft trailer. A multi-body dynamic model for each vehicle combination is developed in TruckSim® with an attempt to assess the last point to steer (LPTS) and evasive time (ET) at various highway speeds under both dry and wet road conditions. The results indicate that the minimum avoidance distance and time required for the 28-ft doubles vary from 206 ft (60 mph) to 312 ft (80 mph) and 2.3 s to 2.6 s, respectively. The required LPTS represents a 6% to 31% increase when compared with 53-ft semitrucks. When driving below 76 mph on a dry road and below 75 mph on a wet road, the 28-ft doubles exhibit LPTS and ET that are larger

Chen, Yang, Zhang, Zichen, Ahmadian, Mehdi

SUPPLIER EYE

20AUTP10_0610/01/2020

Amid the raft of announcements for upcoming electric-vehicle systems and nameplates comes a subtle surprise: fuel cell development is building momentum. The recent announcement by GM and Nikola that the companies will collaborate on a future fuel-cell-electric (FCE) pickup and FCE systems again has the industry talking hydrogen. Beneath the waves is an alignment on fuel cell propulsion and GM's move closer to the Class 8 truck market. Nikola is first and foremost a heavy (Class-8) truck, fleet-focused technology company. GM was already aligned with Honda for FCEV tech development, and that partnership continues.

Hydrogen fuel cells - FINALLY?

20TOFHP10_0310/01/2020

As the debate continues about HFCEV commercial potential, a snapshot of some global markets reveals continuing hope for fulfilment of long-awaited promise, particularly in trucks and buses. More than 20 years have passed since hydrogen-fuel-cell electric vehicles (HFCEVs) looked to be the future zero-emission vehicle (ZEV) solution. About that time, this editor spoke with Prof. Dr. Ferdinand Piëch, then boss of the Volkswagen Group, about the commercial potential of fuel-cell cars in general and a possible future timeline. Piëch thought it unrealistic to see fleets established in the near term (around 2003) and suggested it might be 2011 before they would be sold or leased in any significant volume. It sounded cautious at the time but has proven to be extremely optimistic. Today, signs of an HFCEV commercial victory remain low across the world. Despite its convincing technology, hobbled by cost and lack of infrastructure, the fuel cell's battle with the battery does not look winnable

Birch, Stuart, Gehm, Ryan

TAKING AUTONOMY TO THE NEXT LEVEL

20TOFHP10_0210/01/2020

More work still needs done on AI, reaction strategies and assessing technology readiness before L4 trucks are market ready. Despite a pandemic that continues to punish global economic markets, not to mention vehicle manufacturers' and suppliers' product plans, many heavy-duty truck makers are not relaxing on efforts to bring high-level (SAE Level 4 or 5) autonomous trucks to market. Partnerships with self-driving tech startups can be a big part of the roadmap, the latest example coming in mid-July as Navistar announced it will co-develop SAE L4 trucks, targeted for production by 2024, with San Diego-based TuSimple. The producer of International commercial trucks and IC Bus school and commercial buses also has taken a minority stake in TuSimple. These moves follow a two-year “technical relationship” with the startup, which operates a U.S. fleet of 40 self-driving trucks that move freight between Arizona and Texas for companies like UPS and McLane Company. TuSimple plans to demonstrate

Gehm, Ryan

Autonomy is Coming to Commercial Vehicles

20AVEP09_1009/01/2020

But not without its share of technical and implementation hurdles - and tech-startup casualties. Despite a pandemic that continues to punish global economic markets, not to mention vehicle manufacturers' and suppliers' product plans, many heavy-duty truck makers are not relaxing on efforts to bring to market high-level (SAE Level 4 or 5) autonomous trucks. Partnerships with self-driving tech startups can be a big part of the roadmap, the latest example coming in mid-July as Navistar announced it will co-develop SAE L4 trucks, targeted for production by 2024, with San Diego-based TuSimple. The producer of International commercial trucks and IC Bus school and commercial buses also has taken a minority stake in TuSimple. These moves follow a two-year “technical relationship” with the startup, which operates a U.S. fleet of 40 self-driving trucks that moves freight between Arizona and Texas for companies like UPS and McLane Company. TuSimple plans to demonstrate completely driverless

Gehm, Ryan

Nikola looks to accelerate production, hydrogen infrastructure

20TOFHP08_0808/01/2020

Nikola Corp.'s recent merger with VectoIQ Acquisition Corp., a publicly traded special-purpose acquisition company, is expected to help accelerate the company's technology and business plans. In early June, the company's combined shares began trading on the Nasdaq under the new symbol “NKLA.” Shortly following the announcement, Nikola's Elizabeth Fretheim, head of business development, national accounts, spoke during an edition of CALSTART's weekly Clean Commercial Transportation Update webinar about the news and other developments.

Shuttleworth, Jennifer

BIG FUTURE for e-axles, advanced motors

20TOFHP08_0108/01/2020

Top transmission engineers claim driveline electrification will transform everything from all-wheel drive to Class 8 tractor-trailers. A panel of high-ranking transmission and driveline engineers projected outsized adoption for electric-axle (e-axle) technology, as well as significant expansion of other driveline-electrification strategies now being adopted for new or near-future production vehicles. The engineering executives participated in a recent webinar in SAE's Leadership Roundtable series, a virtual event replacing the in-person program planned for April's SAE WCX 2020 conference that was cancelled because of the COVID-19 outbreak. Most of the panel agreed that hybrid and other electrification strategies such as e-axles are the transition from internal combustion-based drivetrains to volume production and sales of battery-electric vehicles (BEVs).

Visnic, Bill

Paving the way to improved truck fuel efficiency

20TOFHP08_0708/01/2020

Reducing greenhouse gas (GHG) emissions and improving fuel efficiency are much-sought-after goals in the commercial-vehicle industry. Various methods have been proposed to achieve these objectives - often centered around advanced technology on the truck itself - but researchers at Massachusetts Institute of Technology (MIT) focused their attention to what's beneath the vehicle: the road surface. The weight of heavy-duty trucks and buses causes a slight deflection in the road surface that leads to efficiency loss. A recent study by MIT postdoc Hessam Azarijafari, research scientist Jeremy Gregory, and principal research scientist in the Materials Research Laboratory Randolph Kirchain, theorizes that changes in road resurfacing practices could alleviate that inefficiency and potentially eliminate a half-percent of the total GHG emissions from the transportation sector in the process.

Shuttleworth, Jennifer

Top transmission engineers project big future for e-axles, advanced motors

20AUTP08_0907/01/2020

A panel of high-ranking transmission and driveline engineers projected outsized adoption for electric-axle (e-axle) technology, as well as significant expansion of other driveline-electrification strategies now being adopted for new or near-future production vehicles. The engineering executives participated in a recent webinar in SAE's Leadership Roundtable series, a virtual event replacing the in-person program planned for April's SAE WCX 2020 conference that was cancelled because of the COVID-19 outbreak. Most of the panel agreed that hybrid and other electrification strategies such as e-axles are the transition from internal combustion-based drivetrains to volume production and sales of battery electric vehicles (BEVs). “Long-term, BEV is going to be the better answer,” conceded Michael Solt, global head, transmission, driveline and axle at FCA USA LLC. But the EV solution - and when volume adoption happens - “depends on which market you're in,” he added.

Visnic, Bill

Natural Gas: Meeting CO2 Emission Targets Here and Now

2020-37-002406/23/2020

Global energy consumption trends are running counter to the need to rapidly and drastically reduce greenhouse gas (GHG) emissions. The increasing demand for energy and associated growth in emissions means that we must deploy market-ready, commercially-available solutions now. Europe’s recently enacted heavy-duty CO2 regulations require truck OEMs to achieve a fleet average CO2 reduction of 15% (by 2025) and 30% (2030) from the 2019 industry baseline, with significant fines for missing these targets. OEMs are under considerable pressure to abandon the internal combustion engine (ICE) and move toward fuel cells and battery electric solutions. This drive away from ICEs has gathered considerable momentum, but also misses the short term reality – the infrastructure and overwhelming mass of existing product is built on the ICE, and it will take time and considerable investment to replace. In the automotive sector, the path to electric vehicles is already starting to evolve, however cost

Mumford, David

Modeling and Analysis of a Heavy Vehicle with Self-Steering Axle

02-13-01-0003

04/21/2020

Commercial vehicles often incorporate self-steering axles to meet the axle load requirements while providing improved maneuverability, reduced off-tracking, and reduced tire and pavement wear. Market forces promote the design of more efficient self-steering axle products with reduced weight and more features. Manufacturers also work to differentiate their products through unique designs and new concepts. Traditional design methods for self-steering axles include empirical and trial-and-error methods to set the steering mechanism design parameters based on known design baselines and prior experience. For innovative new concepts that are too far from the traditional designs, it is desirable to have alternative ways for evaluating the expected performance. This article introduces a reduced-order model that allows the rapid analysis of the steering dynamic behavior of self-steering axles. The model combines a pendulum-like lateral stiffness model with the axle steering dynamics which are

Delorenzis, Damon, Ayalew, Beshah