Posted on 04/01/2015 4:20:11 PM PDT by 2ndDivisionVet
Daimler Trucks North America’s (DTNA) SuperTruck program has achieved 115 percent freight efficiency improvement – surpassing the Department of Energy (DOE) program’s goal of 50 percent improvement and exhibiting the best results of all reporting OEMs.
Testing was also conducted at the DTNA Detroit engineering facility to demonstrate engine efficiency by achieving 50.2 percent engine brake thermal efficiency.
The final SuperTruck demonstrator ran a five-day, 312-mile round trip route on Texas Interstate 35 between San Antonio and Dallas, at a weight of 65,000 lbs GVWR at a speed of 65 mph, where it achieved an average result of 12.2 mpg.
Solutions of Tomorrow Today
Several commercially viable technologies developed in conjunction with the SuperTruck program have been introduced in DTNA production vehicles, including 6x2 optimization and the aerodynamic components found on the Freightliner Cascadia® Evolution and the integrated Detroit™ Powertrain.
Strategies such as downspeeding with a custom engine rating and using the predictive capabilities of Intelligent Powertrain Management (IPM) components such as pre-loaded 3D digital maps to control shifting and eCoast events also increased efficiency and economy.
“By incorporating a mix of available technologies with future innovations, we were able to use the SuperTruck program to take the first steps in seeing what may be technically possible and commercially viable,” said Rotz. “We still have a long road ahead to determine ultimately what will be successful and what will achieve the greatest efficiencies.”
One key initiative was exploring how the tractor and trailer should be designed and optimized as a single system, not separate units. DTNA engineers also examined the impact and opportunities for efficiency gains with tire partners. Features such as energy-efficient, wide-based, low-rolling resistance single tires and highly engineered aerodynamic surfaces on the trailer also maximized efficiency.
“We took a clean-sheet approach and looked beyond just the vehicle and engine,” noted Rotz. “We examined and analyzed and tested every single angle on the truck and trailer in our quest to achieve the best results.”
Future Innovations
During the development of the SuperTruck, DTNA engineers investigated how high-risk, high-reward technologies used in other industries could be applied to Class 8 vehicles. Electrified auxiliaries, controlled power steering and air systems, active aerodynamics, a long-haul hybrid system, waste heat recovery and trailer solar panels were some of the items assessed.
“Part of our process included taking a deep dive into different systems to analyze not only what might be possible, but obstacles as well,” explained Rotz.
The SuperTruck team discovered that some of these components, due to regulatory or economic barriers, may not be commercially viable in the near future.
Added Diane Hames, general manager, marketing and strategy for Daimler Trucks North America: “The SuperTruck program is just one of many DTNA initiatives that underscore our deep commitment to developing and implementing best-in-class fuel efficiency and aerodynamic innovations that will benefit our customers and our industry for the long-term.”
5 days X 312 miles per day. 1560 miles
Blowouts must be hell on fiberglass fenderskirts.
++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++
Working people will pay for those losses.
That’s the problems here with the badd gravel roads
You cannot go ten
Miles
Per hour. But if. Yoou don’t your trk will f-#k up
That Walmart truck is a Peterbilt and now sits in the Peterbilt plant’s show floor at the Denton Texas plant.
-——5 days X 312 miles per day. 1560 miles-——
Yup.... I missed the comma in the sentence...
That makes a lot more sense...
312 miles in 5 days? I used to run 2000 in 5 days with dock work. Heck, I’m a city driver now and do more than that in a week! Just wondering what took so long.
On the down side, aerodynamics - sure it looks good, no wind catching behind the cab and causing drag on the trailer. But how is this thing going to back into a dock? Especially a tight one? Things will go CRUNCH! I have some docks that require a 135 degree angle to get into them. And the plate behind the 5th wheel; does the trailer have to be dropped high every time? What if it isn’t and has 35k in it? Kind of hard to crank that up. Flexible materials might help. Yes I understand it is a prototype but it does need some work.
Pretty flat run all the way. Bunches of I35 torn up and narrow lanes.
I wonder what time they managed to roll through Austin and still manage a 65 mph average? I have never rolled through there when it was not stop and go.
It took them how long to make 312 miles?
Since it was a Detroit, how many gallons of oil did they spread on the road between the two points?
Right.
If our new trucks even idle too long, a check engine light will come on, stating it needs to re-gen.
Sounds like that’s what happens if your trucks have to drive too slow.
I saw this truck being towed the other day...
well not towed as in broke down, as in being towed from assembly to where ever it was going which can now assume is Texas
Diesel was German He somehow got lost or tossed overboard on a boat ride during the First World War
Achterleiber!
........what if the skirts on the truck were just real tough rubber?
You raise a hell of a good point?
I like another poster’s comment on how 65,000 lbs ain’t blank. Plus, I35 in Austin is a parking lot all day long. Maybe between 2am and 5am you could get through at 65mph.
65,000 is the “typical” load for an 80,000 pound truck.
I can’t find the reference but that number is used for a lot of testing. It represents a real world not a max number based on average loads measured.
A few weeks ago, I was minding my business in the right lane at a red light. The semi driver next to me decided that making a right turn from the left lane was a good idea. I’m not sure he even knew he hit me. He didn’t stop and my car wasn’t drivable.
It was a company car and since it was a hit and run, I was completely clear.
It would have really torn up those fiberglass sideskirts.
It is impressive. I believe the only reason Daimler Benz got in bed with Chrysler in the first place was to get their hooks into Freightliner trucks and motor coach chassis and have that much larger potential market for their diesel engines. Chrysler might have required a pre-nup, but since they were broke and needed DB’s cash, they couldn’t. And when the divorce happened, Benz took Freightliner on the way out the door. IMHO.
My first unfamiliar thought was as to how LEVEL that stretch of road is....Texas plains and all? You can get lots better mileage if there are minimum grades to deal with.
It's not even a prototype. It's a technology demonstrator. Next step would be a prototype. That would begin to answer questions about integrating all the technology into a 'real' truck that could actually be operated in 'real world' conditions. It would have to begin answering some of the objection actual truck drivers have raised on this thread.
Under 63 miles per day during the test.
That mileage is indeed impressive but one must wonder about anticipated costs/restrictions. Heck, I had '69 Firebird that only got 11 MPG before I built it - then a 55 mile trip to Buffalo would pretty much drain the 18 gal tank - one way....
Same mileage as my wife’s 98 Dodge Turbo Diesel 3/4 ton pickup.
Look at the second picture, of the tractor alone. It looks like the skirts on the rear wheels rotate up 90 degrees, over the top of the wheels.. I’m guessing the skirts on the trailer do the same, lowering on highways to achieve optimal aerodynamic efficiency at highway speeds.
:’)
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