Daimler Says SuperTruck Program Shows 115% Efficiency Improvement

[kscarbel2]

Transport Topics / March 25, 2015

Daimler Trucks North America said its Freightliner SuperTruck has achieved 115% freight-efficiency improvement, more than doubling the Department of Energy’s goal of 50% improvement.

The announcement was made here March 25 at the Mid-America Trucking Show, and the Portland, Oregon-based truck maker displayed the concept vehicle as the centerpiece of its exhibit space.

DTNA said its final SuperTruck demonstrator ran a five-day, 312-mile round trip on Interstate 35 between San Antonio and Dallas. Running at a weight of 65,000 pounds and a speed of 65 mph, the truck achieved an average result of 12.2 miles per gallon.

During the SuperTruck’s unveling, Diane Hames, DTNA’s general manager of marketing and strategy, described the project as a “playground for our engineers to come up with new ideas and explore things that we wouldn’t necessarily have been able to do otherwise.”

The SuperTruck features many ideas that DTNA can use and integrate into future products, she said.

Several technologies developed in conjunction with the program have been introduced in the Freightliner Cascadia Evolution, including aerodynamic components and the integrated Detroit powertrain.

It also explored other technologies such as mirror cameras and an articulating grille that opens during low-speed and high-torque conditions to maximize cooling flow and automatically closes at highway speeds to reduce aerodynamic drag.

“We are thrilled with the positive results and are honored to have been part of the program,” said Derek Rotz, principal investigator for SuperTruck at DTNA. “It is our expectation that we will continue to review and refine what we’ve learned and achieved over the course of the SuperTruck initiative and use that knowledge to bolster our leadership in fuel efficiency.”

DTNA’s SuperTruck program was funded through a $40 million DOE grant and a matching investment from the company.

DOE’s SuperTruck program was a five-year research and development initiative to improve freight efficiency by at least 50%, brake thermal efficiency by 50% and reduce fuel consumption and greenhouse-gas emissions of Class 8 trucks.

[kscarbel2]

Freightliner turns heads with SuperTruck concept vehicle

Commercial Carrier Journal (CCJ) / March 25, 2015

Freightliner unveiled its impressively futuristic SuperTruck prototype vehicle at the Mid-America Trucking Show this week, capping a five-year development process in conjunction with the U.S. Department of Energy and other leading industry manufacturers and suppliers.

Diane Hames, marketing director for Daimler Trucks North America, noted that Freightliner received the largest industry grant from the U.S. government. That sum, of $40 million was matched by Daimler and used to develop the highly sophisticated and sleek vehicle showcased in the Freightliner booth at this Mid-America Show.

Details on the truck were few, although Freightliner promised industry press an in-depth test drive later this spring.

The features listed by Freightliner are impressive, however. They include a 115 percent boost in vehicle freight efficiency, compared to conventional tractors on the market today.

Other enhancements include a 50.2 percent increase in engine brake, a 54 percent reduction in overall aerodynamic drag and — most impressive of all — sustained 12.2 miles per gallon logged at 65 miles per hour on a stretch of I-35 between San Antonio and Dallas, Texas.

Under its skin, the Freightliner SuperTruck is an intriguing mix of current DTNA powertrain components and wholly new technology. The engine is a 10.7 liter Detroit diesel generating 375 horsepower and 1,375 pound-feet of torque.

The engine features a rankin cycle waste heat recovery system, model-predictive engine controls and a hybrid driveline mated to a conventional DT12 automated manual transmission. The rear axle ratio is 2.28.1.

Other tidbits include a variable-geometry front radiator grill to optimize and balance cooling system performance and aerodynamic drag, as well as a fully-flush cab, sleeper and roof surface.

The bonded front windshield is raked at a sleek 32 degree angle and streamlined rear-view mirrors are enhanced with a rear-view camera system.

Solar panels are installed on the trailer roof to capture “free” energy to recharge batteries and power the fully-electric HVAC system.

High-tech, lightweight composite materials were used throughout the vehicle and a high-tech software program actively manages kinetic energy for optimal feedback into the truck’s powertrain.

Hames stressed that this SuperTruck models is a prototype only, but noted that several features finalized during its development process have already found their way onto current Freightliner models, with even more features sure to debut soon on the next-generation of Daimler highway tractors.

Related photographs: http://www.ccjdigital.com/freightliner-turns-heads-with-supertruck-concept-vehicle/

[dogg rescue]

Wow! I thought it was impossible for frieghtliners to get any uglier, but there it is.

[Red Horse]

You think when our tax dollars are handed out for these grants there is any clause that talks about "cost effectiveness" of the design? Or practicality? No doubt- a lot of surface area on the roof of a 102, 53' box. But how many boxes are dedicated to a tractor in this country?--yeah I know in 40 years tjhings will change- blah blah.

[41chevy]

Wow! I thought it was impossible for frieghtliners to get any uglier, but there it is.

Should give Ford credit for their mid 50's COE, looks to have a lot of commonality with the original design.

https://youtu.be/eQLFT73Kr2w

[Green Dash]

You think when our tax dollars are handed out for these grants there is any clause that talks about "cost effectiveness" of the design? Or practicality? No doubt- a lot of surface area on the roof of a 102, 53' box. But how many boxes are dedicated to a tractor in this country?--yeah I know in 40 years tjhings will change- blah blah.

I think the more success they have with improving fuel economy, the more they lose sight of how these trucks will function in the "real world".

[Red Horse]

Further thoughts on this 12.2 MPG "success story":

-The route was a 312 mile RT On I-35, San Antonio-Dallas. Can anyone comment on nature of this route? Relatively flat? Significant issue.

-GVW was 65,000 lbs. Why didn't they use Federal max of 80,000 lbs for five axles?

-Engine was a 10.7L @ 375 HP and speed was limited to 65 MPH. That is a "safe" HP rating and a "safe" max speed to generate good MPG. You could say this would be a reasonable baseline for a "corporate" operation. Typical owner operator? Not likely

-Rear axle ratio of 2.28. While I have no clue what trans. ratio in top gear was, I have never heard of a tractor with such a tall rear end ratio. Such a ratio IMO would work on only the optimal route-namely flat, minimal wind conditions and something less than max GCW. If ever there was a tractor that could "smell a grade", this would be it!

No doubt some of this will "trickle down". But how much and at what cost. And by the way-as I've said before-old guy here! Not that old however that I go back to the days of "bull nose" trailers, but I go back to the days when the Rudkin -Wiley cab airshield made its debut-followed by the various bulbous "nose cones" that were affixed to the nose of the typical square nose box to improve economy. These were relatively low cost add ons that did improve economy. And speaking of economy, 4.5 mpg was not considered outrageous at 73,280 to 80,000 lbs when you kept a diesel at 2100 RPM.

I'm not trying to be argumentative. Just trying to say with these test parameters, not shocked by this success. And like I said, F'liner got 40 mil of our tax dollars for this "experiment"? As I see it, Daimler got a good deal courtesy of the US taxpayer. Typical government sponsored exercise.

[kscarbel2]

Stepping Inside the Freightliner SuperTruck At MATS 2015

https://www.youtube.com/watch?v=Ofio9yp1lJA#t=16