# SuperTruck Development and Demonstration of a Fuel - Efficient Class 8 Highway Vehicle 

## Vehicle Systems DOE Contract: DE - EE0004232

P.I.: Pascal Amar, Volvo Technology of America 2012 Annual Merit Review Washington, DC May 16, 2013
This presentation does not contain any proprietary, confidential, or otherwise restricted information Project ID: VSS081

### Timeline Start: June 2011 End: June 2016 37 % complete 

### Budget Total Cost: $37.99M Cost share: $ 19.07M FY12 funding: $4.40M FY13 funding: $3.78M 

### Barriers  Cost effective & timely evaluation of advanced components and configurations  Availability of high resolution computational models & simulation methods 

### Team Lead : Volvo Technology of America 

### Partners: 

# Project Overview 2

### • In support of DOE’s mission “[...] more energy efficient and environmentally friendly highway transportation [...]”

• Project Objectives Objective 1 50 % more ton - miles per gallon than a ‘best in class’ 2009 truck Objective 1a 50 % Brake Thermal Efficiency Objective 2 55 % Brake Thermal Efficiency Concept

• Reporting Period Objectives

– Validate and deploy analytical tools

– Implement new technologies on concept vehicle for evaluation

– Prepare for final technology selection (Phase I) 

# Relevance 3Demo Truck Techn. Refinement Optimization Validation Phase II - Development & Integration Integration demonstrator chassis mule truck Concept Truck Phase I - Concept Selection Baseline Tests

engine bench Virtual Optimization Energy Management Dev. Techn. Development engine bench Concepts Evaluation

Validation Model Development 2011 2012 2013 2014 2015 2016 

# Approach - Concept selection

Identify and evaluate the most promising technologies 4• Complete Vehicle Simulation Platform

– Predict the effect of component improvements on the energy efficiency of the complete vehicle

• Complete Vehicle Aerodynamics

– Optimize complete vehicle geometry

– Balance powertrain & aero requirements 

# Approach - System Simulations

“Optimizing the p a r t s will not optimize the whole.”

Systems Engineering Fundamentals Ford Motor Company

• Quantify powertrain performance requirements

• Predict fuel impact of new technologies

• Evaluate concepts under real - world conditions 5

# Accomplishments - System Simulations

• Average power demand is reduced significantly as a result of reduced friction and drag forces

• Increased benefit of predictive vehicle controls

• Increased potential for complete vehicle energy management solutions, including kinetic energy recovery systems 64
1
3
2 Peak Efficiency Typical Road Load

Engine Speed Engine Load 7

Design powertrain for updated load requirements:

• 1  2: Aero improvements

• 2  3: Downspeeding

• 3  4: Downsizing  Optimized over - the - road engine thermal efficiency 

# Approach - Engine “right - sizing”• Evaluate technologies that enable 50% engine thermal efficiency

• Select powertrain system concept for optimal efficiency

• Integrate powertrain system in concept vehicle and evaluate performance on customer duty cycle 

# Approach - Powertrain Improvements 8

# Accomplishments - Engine Efficiency

• Demonstrated 48% Brake Thermal Efficiency of integrated powertrain system in test cell 1.5 years ahead of schedule

• Chassis installation on - going for evaluation on - road, expected fuel economy impact 8 - 10% 9

• Turbocompound

• Rankine WHR gen.1

• Friction reduction

• Improved cooling circuit

• Improved oil circuit

• New combustion chamber

• High press. fuel injection

• Downspeeding

• Improved aftertreatmentField test to validate Operational Effectiveness 

# Approach - Aero ImprovementsAerodynamic drag Baseline

Trailer Optimization

Tractor Optimization Reduced Impact of Cooling 10

Tractor fairings Trailer skirts & boat tail

# Accomplishments - Trailer Optimization

• Optimized key parameters of tail and skirts through CFD simulations

• Produced devices for optimum geometry and installed on test trailer

• Validation road test scheduled for next quarter 11

# Accomplishments - Aero ImprovementsNormalized aerodynamic drag Expected Fuel Eco Impact of 14 - 16% Validated through

on - road testing 11% Fuel Eco Improvement 12

Best - in - class hwy tractor

Target 40% lower drag

### • Aluminum/Steel cab concept

– Minimize impact on assembly methods

– Maintain structural strength & mechanical properties

• New roof concept

– Reduce weight & parts though structural simplification

– Incorporate new materials & bonding methods

• Coming up... new f rame concept

– Evaluating several design paths for lightweight frame, goal > 600lb lighter 

# Approach - Weight Reduction 13Weight Impact[lbs] 

# Accomplishments - Weight Reduction

WHR w/ cooling Turbo - compound Exhaust Aftertreatment Transmission New suspension Al wheels & propshaft Smart 6x2 axle New roof concept New cab concept

New frame concept Composite roof material Weight reduction efforts will compensate for

the impact of added technologies Trailer devices Tractor fairings

13L to 11L 14

# Approach - Reduced Parasitic Losses 15

Vehicle Efficiency Increase

Improved Components Reduced Duty Cycle

Integrated Energy Mgt Predictive Controls • Improve component efficiency

• Implement intelligent controls

• Maximize benefit of new technologies through complete vehicle integration

• Enabler for idle - free hotel mode

# Accomplishments - Electrical Loads

• Verified power savings of high - efficiency lighting systems w/ LED lights & LightForm

• Estimated fuel savings > 100Gal/year/truck

• * SAE Paper 2013 - 01 - 0753 * 16

# Future Work (next reporting period)

• Complete retrofit and commissioning of concept vehicle next quarter

• Perform dyno and on - road tests during summer to verify freight efficiency improvements

• Launch field test of trailer aerodynamic devices  Freeze concept selection and ramp up development of final demonstrator

– Next generation components

– Full vehicle integration incl. Hotel Mode

– Advanced energy management concepts 17

# Summary

• Milestones & Technical Accomplishments

– Successfully deployed analytical tools developed previously

– Validated initial trailer aero improvements on - road (11% FE impact)

– Completed trailer optimization in CFD ( target 14 - 16% total FE impact)

– Demonstrated 48 % brake thermal efficiency engine test cell

– Started installing concept powertrain into concept vehicle on - going

• Next Step

– Validate complete vehicle performance 18

# Collaborations & key Suppliers
Organization Key Contribution Volvo Technology of America Project lead & concept simulations Volvo Group Truck Technology Complete vehicle integration & vehicle testing Volvo Group Powertrain Engineering Efficient complete powertrain solutions Freight Wing Optimized aerodynamic geometries & devices for trailer Grote Advanced lighting systems Penn State University Advanced combustion modeling, simulation & experiments Hendrickson Lightweight trailer axle & suspension components ExxonMobil Advanced fuels & lubricants Alcoa Wheels Lightweight wheels Michelin Advanced low - friction tires Meritor High - efficiency tractor axles 19

### This material is based upon work supported by

– DOE & NETL under Award Number DE - EE0004232

– DOE & NETL under Award Number DE - FC26 - 07NT43222

– DOE Project ID VSS006, Reduce Truck Aerodynamic Drag w/ LLNL

– DOE Project ID VSS022, CoolCab
– Reduce Thermal Load w/ NREL
This report was prepared as an account of work sponsored by an agency of the United States Government. Neither the United Sta tes Government nor any agency thereof, nor any of their employees, makes any warranty, express or implied, or assumes any legal liability or res pon sibility for the accuracy, completeness, or usefulness of any information, apparatus, product, or process disclosed, or represents that its us e w ould not infringe privately owned rights. Reference herein to any specific commercial product, process, or service by trade name, trademark, ma nuf acturer, or otherwise does not necessarily constitute or imply its endorsement, recommendation, or favoring by the United States Governme nt or any agency thereof. The views and opinions of authors expressed herein do not necessarily state or reflect those of the United States Go ver nment or any agency thereof.



# Relevant Research 20