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

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• 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

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Demo 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

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• 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 parts 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

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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

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4

1

3

2

Peak Efficiency

Typical 

Road Load

Engine Speed 

Engine Load 



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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

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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%

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• Turbocompound 

• Rankine WHR gen.1

• Friction reduction

• Improved cooling circuit

• Improved oil circuit

• New combustion chamber

• High press. fuel injection

• Downspeeding

• Improved aftertreatment
Field test to validate

Operational Effectiveness

Approach - Aero Improvements Aerodynamic drag

Baseline

Trailer Optimization

Tractor 

Optimization

Reduced Impact of Cooling

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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

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Accomplishments - Aero Improvements Normalized aerodynamic drag

Expected Fuel Eco 

Impact of 14 - 16%

Validated through

on-road testing

11% Fuel Eco Improvement

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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 frame concept

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

Approach - Weight Reduction

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Weight 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

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Approach - Reduced Parasitic Losses

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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 

*

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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

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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

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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

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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 States Government nor 

any agency thereof, nor any of their employees, makes any warranty, express or implied, or assumes any legal liability or responsibility for the 

accuracy, completeness, or usefulness of any information, apparatus, product, or process disclosed, or represents that its use would not infringe 

privately owned rights. Reference herein to any specific commercial product, process, or service by trade name, trademark, manufacturer, or 

otherwise does not necessarily constitute or imply its endorsement, recommendation, or favoring by the United States Government or any agency 

thereof. The views and opinions of authors expressed herein do not necessarily state or reflect those of the United States Government or any agency 

thereof.

Relevant Research

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