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TRUCK & OFF-HIGHWAY
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CONTENTS
FEATURES REGULARS
2 Editorial
12 Heavy-duty engine design POWERTRAIN Hop on the hydrogen highway
What are the most significant factors influencing the way engine
developers approach near-term design and development cycles? 4 Technical Innovations
Two experts provide their insights from recent programs. 4 Leak testing of commercial-vehicle AC
systems critical as move to HFO refrigerants
16 Reducing winter range loss for looms | TEST & MEASUREMENT
electric trucks THERMAL MANAGEMENT 6 Akasol packs industry-leading energy density
Researchers at the Austrian Institute of Technology have developed into new battery design | ELECTRIFICATION
an air exchange system that’s capable of reducing heat load by 37% 7 Mahle and partners develop super-efficient
in real-world tests. natural-gas engine for stationary power |
20 Narrower focus, bigger payoff

POWER GENERATION
8 How battery technology will drive truck

ELECTRIFICATION
electrification | ELECTRIFICATION
Design teams are targeting focused markets for their commercial
electric-vehicle programs to combat challenges like range and 10 Platinum nanoparticles for fuel-cell catalysts
infrastructure. may cut cost | MATERIALS
30 Original Equipment
24 Removing complexity for 30 Caterpillar launches next-gen mini hydraulic
autonomous trucks AUTONOMOUS excavator, skid steer and compact track
Narrowing the operating domains for driverless commercial loaders | CONEXPO PREVIEW
vehicles reduces the requirements of autonomous technology and
speeds time to market. 32 Product Briefs
SPOTLIGHT: Metals, Sensors & Actuators,
26 Plastics innovations 2019 MATERIALS Connectors
The 49th annual SPE Automotive Awards highlight the ongoing 35 Companies Mentioned, Ad Index
benefits of lightweight polymers and composites.
36 Q&A
Dan Williams shares how ZF will help advance
ON THE COVER ADAS and autonomy in 2020 and beyond
Engine developers at Caterpillar Industrial Power Systems 3D-printed
an entire C3.6 engine in parts from an early prototype to look at how an
engine would fit to test cells while waiting for the actual components to
arrive from suppliers, reducing development time. (Image: Caterpillar)
follow us @SAEOHEMag
CORRECTION: Truck & Off-Highway Engineering™, December 2019, Volume 27, Number 6. Truck & Off-Highway
Engineering (ISSN 2475-6148) is published in February, April, June, August, October, December
In the October 2019 issue’s Product Briefs section, The Timken by Tech Briefs Media Group, An SAE International Company®, 261 Fifth Avenue, Suite 1901, New
Company’s headquarters location was incorrect. The company is York, NY 10016 and printed in Mechanicsburg, PA. Copyright © 2019 SAE International. Annual
print subscription for SAE International members: first subscription, $20 included in dues;
headquartered in North Canton, Ohio. additional single copies, $30 each North America, $35 each overseas. Prices for nonmember
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Off-Highway Engineering, P. O. Box 3525, Northbrook, IL 60062. SAE International is not
responsible for the accuracy of information in the editorial, articles, and advertising sections of
this publication. Readers should independently evaluate the accuracy of any statement in the
editorial, articles, and advertising sections of this publication that are important to him/her and
rely on his/her independent evaluation. For permission to reproduce or use content in other
media, contact [email protected]. To purchase reprints, contact [email protected]. Claims
for missing issues of the magazine must be submitted within a six-month time frame of the
claimed issue’s publication date. The Truck & Off-Highway Engineering title is registered in the
U.S. Patent and Trademark Office, and feature articles are indexed and included in the SAE Dig-
ital Library. For additional information, free demos are available at www.saedigitallibrary.org.
ISSN 2475-6148 (print)
30 Audited by
TRUCK & OFF-HIGHWAY ENGINEERING December 2019 1

EDITORIAL Midwest/Great Lakes:
IN, MI, WI, IA, IL, MN
Chris Kennedy
Bill Visnic
+1.847.498.4520, x3008
Editorial Director
[email protected]
[email protected]
Midwest/Central Canada:
EDITORIAL
Ryan Gehm
KS, KY, MO, NE, ND, SD, ON, MB
Editor-in-Chief
Bob Casey
[email protected]
+1.847.223.5225
Lindsay Brooke [email protected]
Senior Editor
Southern CA, AZ, NM,
[email protected]
Rocky Mountain States:
Paul Seredynski Tim Powers
Hop on the hydrogen highway Senior Editor

[email protected]
+1.424.247.9207
[email protected]
Two years ago at the inaugural North on hydrogen fuel-cell technology across Jennifer Shuttleworth Northern CA, WA, OR,
Western Canada:
Associate Editor
American Commercial Vehicle (NACV) commercial markets in North America, [email protected] Craig Pitcher
+1.408.778.0300
Show in Atlanta, a recurring theme from and an investment in Loop Energy, a fuel Lisa Arrigo [email protected]
Custom Electronic
nearly every truck manufacturer and cell electric range-extender provider. At Products Editor
supplier press conference was vehicle the NACV Show, the power solutions [email protected] International
uptime, along with the various telemat- provider unveiled a 6x4 day cab tractor Contributors Europe – Central & Eastern:
Sven Anacker
ics and connectivity solutions that en- with fuel cell and battery electric power. Stuart Birch Britta Steinberg
European Editor +49.202.27169.11
able fleet managers to keep their trucks Designed and integrated by Cummins in [email protected]
Steven Ashley, Sebastian Blanco, [email protected]
on the road. While these certainly were Columbus, Ind., the Class 8 technology Matthew Borst, Kami Buchholz, Europe – Western:
important topics at this year’s NACV demonstrator features a 90-kW PEM fuel Terry Costlow, Dan Gilkes, Chris Shaw
Bruce Morey, Paul Weissler +44.1270.522130
Show, the dominant takeaway from the cell from Hydrogenics and a 100-kWh [email protected]
Georgia World Congress Center was lithium-ion battery capacity. DESIGN China:
that alternative propulsion is top of Perhaps garnering the most attention Lois Erlacher
Alan Ao
+86.21.6140.8920
mind for many industry players. at the biennial event, however, was the Creative Director [email protected]
Navistar launched a new business debut of Hyundai’s HDC-6 Neptune Ray Carlson Japan:
Shigenori Nagatomo
Associate Art Director
unit, NEXT eMobility Solutions, to de- Concept, a hydrogen-powered Class 8 +81.3.3661.6138
[email protected]
liver customized electrification solutions truck. During its standing room only SALES & South Korea:
in the truck and school bus markets. The press conference, several Hyundai execu-
MARKETING Eun-Tae Kim
+82-2-564-3971/2
business unit, which will be based in the tives detailed the company’s plans to [email protected]
Joe Pramberger
Detroit area, took little time to make a build upon its US$6.4 billion investment Publisher
[email protected]
splash, revealing a prototype electric announced in December 2018 to acceler- Integrated Media
Debbie Rothwell
version of the International MV Series ate the development of a hydrogen soci- Marketing Director Consultants
[email protected]
medium-duty vehicle, the eMV. The con- ety. Hyundai expects to build 500,000 Angelo Danza
+1.973.874.0271
Martha Tress
cept is powered by an electric motor fuel-cell systems per year for passenger Recruitment Sales Manager [email protected]
with 474 kW peak power and 300 kW and commercial vehicles by 2030. +1.724.772.7155
[email protected]
Christian DeLalla
+1.973.841.6035
continuous power and is designed to Targeted range for its hydrogen truck in [email protected]
accommodate battery-capacity options the U.S. is 600 to 800 miles (965 to 1,290 REGIONAL Casey Hanson
+1.973.841.6040
ranging from 107 to 321 kWh. Navistar km), similar to a typical diesel-powered SALES [email protected]
says customers operating a truck with a truck. “In Europe, the length regulation Patrick Harvey
North America +1.973.409.4686
321-kWh battery in typical pickup-and- covers the whole combined vehicle, so [email protected]
New England/Eastern Canada:
delivery cycles should expect a range of you want to have the tractor unit as short ME, VT, NH, MA, RI, QC Todd Holtz
Ed Marecki +1.973.545.2566
250 miles (400 km) on a single charge. as possible. In America, you have just the +1.401.351.0274 [email protected]
Several suppliers, notably Dana, trailer limited by length—the tractor can [email protected]
Rick Rosenberg
CT: +1.973.545.2565
Eaton and Meritor, also revealed new be as long as you want. So, this means we Stan Greenfield [email protected]
electric systems that undoubtedly will can install not just one row of [hydrogen] +1.203.938.2418
[email protected] Scott Williams
help expand electric-vehicle application. tanks, we can install two or three rows of Mid-Atlantic/Southeast/TX:
+1.973.545.2464
[email protected]
But, in terms of alternative propulsion, tanks behind the cabin,” explained Dr. MD, DC, VA, WV, TN, NC, SC, GA,
FL, AL, MS, LA, AR, OK, TX
hydrogen stole the show. Kenworth had Maik Ziegler, head of the CV R&D Strategy Ray Tompkins
+1.281.313.1004
the hydrogen-powered Class 8 truck it Group. Tank pressures can be increased to [email protected]
developed in partnership with Toyota 700 bar, compared to the current 350 bar NY, NJ, OH:
Ryan Beckman
prominently on display in its NACV in Europe, or liquid hydrogen can be used
booth. The Bosch press conference fo- to extend range as well.
+1.973.409.4687
[email protected] SUBSCRIPTIONS
+1.866.354.1125
cused largely on the supplier’s fuel cell Hyundai announced its intention to PA/DE:
Desiree Stygar
[email protected]
expertise and engineering partnership start exploring opportunities in the U.S. +1.908.300.2539
[email protected]
with Nikola Motor. The start-up’s CEO commercial vehicle market, and its will-
Trevor Milton was on hand, and the ingness to work with other partners to
REPRINTS
Jill Kaletha
+1.574.347.4211
Nikola Two fuel-cell truck was a popular pave the way to establishing a hydro- [email protected]
sight on the show floor. gen ecosystem for CVs.
Cummins has made several recent By the look of it, they won’t have any
announcements around fuel cells, includ- problems finding partners willing and
ing the acquisition of Hydrogenics, an able to help with the cause.
MoU with Hyundai Motor to collaborate Ryan Gehm, Editor-in-Chief
2 December 2019 TRUCK & OFF-HIGHWAY ENGINEERING

TECHNICAL
INNOVATIONS
TEST & MEASUREMENT SAE INTERNATIONAL
BOARD OF DIRECTORS
Leak testing of commercial-vehicle AC systems critical as
move to HFO refrigerants looms Paul Mascarenas, OBE
President
Mircea Gradu, PhD

2018 President
Todd Zarfos
2020 President Elect
Pascal Joly
Vice President – Aerospace
Ken Washington, PhD

Vice President – Automotive
Landon Sproull
Vice President –
Commercial Vehicle
Inficon believes a changeover to more environmentally friendly HFO refrigerants for heavy-duty trucks and off-highway
vehicles is inevitable and will require the adoption of more stringent AC-system quality-control checks. Shown are wheel Pierre Alegre
loaders ready to rent at AIS Lansing, Mich., and the AC control system on a new Komatsu wheel loader. Treasurer
Passenger car and light-truck makers in the U.S. receive thorough leak-detection tests on their David L. Schutt, PhD
Chief Executive Officer
already have switched to more environmentally AC systems before they leave the factory,” said
friendly hydrofluoroolefin (HFO) refrigerants Parker. Without government requirements and Gregory L. Bradley, Esq.
from hydrofluorcarbons (HFCs) to meet EPA with less-flammable, less-expensive HFCs still Secretary
requirements prompted by global-warming con- in use, there’s less pressure on OEMs to adopt
cerns. Though similar standards are not yet in leak-detection testing for cost, quality-control Donald Nilson
place for commercial vehicles, heavy-duty truck and safety reasons.
and off-highway equipment manufacturers need “That will have to change in the near future,” Jeff Varick
to prepare for an “inevitable” switch to the more he added. “Newer, more environmentally Rhonda Walthall
expensive and flammable air-conditioning re- friendly refrigerants are not only more flam-
frigerants, according to Thomas Parker, North mable, but they also can form dangerous acids
American sales manager for Inficon. if placed in contact with water vapor.” SAE International Sections
SAE International Sections are local
“As the use of HFCs in cars and in other mar- Although nearly 10 times more expensive, an units comprised of 100 or more SAE
kets outside the U.S. is phased out, market sup- HFO’s life cycle in the atmosphere is only about International Members in a defined
technical or geographic area. The purpose
ply-and-demand undoubtedly will push OEMs 11 days compared to up to 200 years for HFCs, of local Sections is to meet the technical,
to eventually make a switch to HFOs,” even according to Inficon. The newer automotive developmental, and personal needs of the
SAE Members in a given area. For more
without government mandates, Parker told HFOs also have a rating of 4 on the Global information, please visit sae.org/sections
or contact SAE Member Relations Specialist
Truck & Off-Highway Engineering. Though, regu- Warming Potential (GWP) scale, while HFCs Abby Hartman at [email protected].
lations for HD trucks and off-highway equip- are rated at more than 1,300.
ment could come within the next two to three HFO refrigerants like R-1234yf used for auto-
years, Parker speculated, with on-highway com- motive cannot be directly applied to heavy- SAE International
Collegiate Chapters
mercial vehicles likely being affected first. duty trucks and off-highway vehicles. For ex- Collegiate Chapters are a way for SAE
Most heavy-duty trucks are equipped with ample, various changes need to be made to International Student Members to get
together on their campus and develop
air-conditioning, and Parker estimates that the engine cooling system. skills in a student-run and -elected
more than 80% of all farm combines and trac- “As a refrigerant, HFO is 10-12% less effective environment. Student Members are vital
to the continued success and future of
tors, as well as construction, mining and other than HFC,” Parker explained. “To compensate for SAE. While your course work teaches
you the engineering knowledge you
off-highway vehicles come equipped with AC the loss in efficiency, an additional heat exchang- need, participation in your SAE Collegiate
systems. Inficon, a global supplier of leak-de- er might be required that can be built in the suc-
BOTH IMAGES: INFICON
Chapter can develop or enhance other

important skills, including leadership,
tection equipment, says the changeover to tion and discharge hoses called an IHX (internal time management, project management,
HFOs will require the adoption of more strin- heat exchanger) hose. AC hoses might need to communications, organization, planning,
delegation, budgeting, and finance. For
gent AC-system quality-control checks, as well. be changed or improved, and different viscosity more information, please visit students.
“Fewer than 20% of the heavy-duty trucks, oils and new lubricants may be called for.” sae.org/chapters/collegiate/ or contact
SAE Member Relations Specialist Abby
farm tractors and other off-highway vehicles Automotive standards, while helpful, often Hartman at [email protected].

TECHNICAL INNOVATIONS
managed helium-based leak tests for the final-assembly line to ensure that
every AC system component, including engine-run tests haven’t created addi-
heat exchangers, AC hoses, connectors, tional leaks,” he said. “This offers an op-
compressors and O-ring connectors. portunity to test for fuel and hydraulic
“In addition, manufacturers should leaks, as well.”
perform a refrigerant-only ‘sniff’ test on Ryan Gehm
Inficon’s multi-gas ECOTEC E3000 is suited for

Shield sensitive
refrigerant detection in demanding production
environments.
electronics from
the elements.
don’t fully account for customer needs in
the heavy-duty and off-highway market-
place. For example, customer needs in the
commercial-vehicle market go well-be-
yond comfort and convenience, Parker
noted. “There are a variety of government
and union-mandated requirements that
affect HD trucks, mining equipment and
other commercial vehicles that need to be
taken into consideration,” he said. “Unlike
most passenger cars, HD/commercial ve-
hicles often are in constant service or have With low-temp
continuous duty requirements.”
Parker predicts that a change to HFO
Dual-Shrink™ from Zeus.
refrigerants could take from two to four
years once government regulations are
in place, although one heavy-duty man- Safely encapsulate your critical components.
ufacturer already is making the switch. We know there are certain sensitive
He could not divulge the name of the
electronics and components that
manufacturer but did confirm that
require coatings with tight, moisture
Inficon is working with the company to
develop and implement a leak-detec- seals, strong chemical resistance,
tion program to meet those require- and lower recovery temperatures.
ments and is helping to train employees Low-temperature Dual-Shrink™
on the use of leak-detection equipment. offers comprehensive environmental
The equipment and processes used protection without harming
for the automotive industry essentially equipment.
can be applied directly to heavy-duty Five decades of extrusion
truck and off-highway vehicle testing,
experience have made us a leader
though HD/off-highway systems are
in the heat shrink industry. As we
larger in size. “Longer hoses, bigger
compressors and heat exchangers make continue our commitment to
for larger internal volumes that require supplying products that emphasize
more refrigerant charge and more mon- safety and performance in harsh
ey in charge,” Parker said. environments, let’s see what we
The Inficon executive points out that can develop together.
early leak detection is important at ev- Call for a consultation or visit AMERICAS: +1 803.268.9500
ery stage of the manufacturing process, EUROPE: +353 (0)74 9109700
zeusinc.com/ltds for free samples ASIA/PACIFIC: +(86) 20-38254909
INFICON
but especially on the final assembly line.

and get started today. [email protected] | zeusinc.com
He recommends robotic or operator-
TRUCK & OFF-HIGHWAY ENGINEERING Free Info at http://info.hotims.com/73022-703 December 2019 5

ELECTRIFICATION
Akasol packs industry-leading energy density into new battery design
Akasol’s AKASystem OEM PRC battery

pack is currently in production for
commercial-vehicle applications.
“With this technology,

Akasol is able to
largest commercial-vehicle lithium-ion
battery production facility.
outperform today’s solid-
But as regulatory and environmental state technology.”
interests dictate electrification alterna-
tives to traditional internal-combustion
powertrains for all manner of commer-
cial vehicles, Schulde said Akasol sees kWh. The AKASystem AKM CYC battery
the off-highway sector growing. He said is designed in two standard module
Roy Schulde told SAE that Akasol is trying to be smaller-sized construction equipment sizes – AKAModule 64 CYC and
“cell-agnostic,” but for now, NMC chemistry is
intended for use in urban and indoor AKAModule 150 CYC – with the larger
the company’s focus.
areas is increasingly targeted for 48- offering integrating liquid cooling to
volt electric systems, as well as higher- help manage cell temperatures.
Projecting the market for full-electric voltage applications of 600V or 660V The new battery is based on specially
and hybrid-electric commercial vehicles for larger machines. designed 21700-format cylindrical cells
will continue to expand, Germany-based that rival current solid-state battery
lithium-ion battery specialist Akasol re- New standard for energy density technology. Schulde told SAE that
cently announced production-readiness At the recent Battery Show North Akasol is keeping an eye on solid-state
of a newly-developed battery pack that America, Akasol showcased its new battery developments and is trying to
sets an energy-density benchmark. The AKASystem AKM CYC battery, a nickel- be “cell-agnostic,” but for now, NMC
company’s president also confirmed manganese cobalt (NMC) lithium-ion chemistry is the company’s focus.
Akasol will build a manufacturing facility chemistry that the company said “With this technology, Akasol is able to
in the Detroit area targeted to begin pro- achieves an industry-leading 221 Wh/ outperform today’s solid-state technol-
duction in mid-2020. kg. Designed as a modular and scalable ogy in terms of price competitiveness and
Akasol has a 30-year history of pro- battery for high-power/long-range in availability, while increasing energy den-
ducing battery systems for buses and vehicles such as city buses, the system sity by approximately 30-40%,” Schulde
other commercial vehicles, as well as is liquid cooled and capable of accept- said. “The solution also can be used for
railway and marine applications. ing high fast-charging rates required for fast charging, which is particularly impor-
President Roy Schulde says the new many commercial-vehicle applications. tant for increasing the uptime of com-
BOTH IMAGES: AKASOL
American plant is being constructed Schulde noted the desire for higher mercial vehicles. Akasol plans to bring the
primarily to build battery packs for energy density is coming from custom- solution to serial production in 2021 and
buses constructed by European-brand er feedback. Fully electric buses cur- already has customers starting sample
customers doing business in the U.S. rently are fitted with anywhere from operation by the end of this year.”
The company already claims Europe’s 600 kWh battery packs up to 1,000 Bill Visnic

POWER GENERATION
Mahle and partners develop super-efficient natural-gas engine

for stationary power
The Mahle principal investigator on the project.
development micro- “CHP motors are a perfect solution for
CHP engine has generating electricity and harnessing
generated 1 kW-e otherwise wasted energy for heating,
in testing. for both primary power and heat gen-
eration or for use on an ad hoc basis
during power outages.”
The obstacles to widespread adop-
tion of personal generators by home-
owners have been their high cost, their
inefficiency and their reliability issues,
according to Bunce, who co-authored a
recent SAE Technical Paper (www.sae.
org/publications/technical-papers/con-
tent/2019-01-0330/) detailing the en-
gine’s development.
Mahle has already developed its MJI
pre-chamber technology for automotive
applications (www.sae.org/
news/2019/06/mahle-mji-pre-chamber-
combustion), but a generator has very
different requirements that present
unique challenges. While this single-
Mahle Powertrain, with partners Oak energy use and CO2 emissions. cylinder application is a smaller displace-
Ridge National Laboratories, Kohler Co., “Electricity generated at the point of ment engine, the pre-chamber size and
Louthan Engineering and Intellichoice use is an effective way of combating geometry do not shrink proportionally
Energy, has developed a prototype sin- the inefficiencies of centrally produced and finding the ideal configuration was a
gle-cylinder natural gas engine that power,” said Mike Bunce, head of re- major challenge, Bunce said. Another
achieves 33% electrical conversion ef- search for Mahle Powertrain LLC and effect of the pre-chamber is that fuel
ficiency while powering a generator. The
effort, under the aegis of the U.S. Dept.
of Energy Advanced Research Projects Mahle has already developed
its MJI pre-chamber
Agency-Energy (ARPA-e), was launched
technology for automotive
in 2015. It realizes a 20% improvement applications (shown),
over the most-efficient, currently avail- but a generator has
able such engines. very different
Key enabling technologies include requirements.
Mahle’s Jet Ignition (MJI) pre-chamber
combustion system, along with aggres-
sive friction reduction. The engine is
intended for use as a compound heat
and power (CHP) generator for residen-
tial use. Such distributed-energy sys-
tems can burn natural gas to produce
electricity for a home while also using
the waste heat for space and water
BOTH IMAGES: MAHLE
heating. The potential energy efficiency

for CHP systems is more than 80%, ac-
cording to ARPA-e. Significant adoption
of such systems have potential to en-
able dramatic reductions in primary

selection has a “disproportionally large ELECTRIFICATION

effect on efficiency” compared to con-
ventional engines, he added.
How battery technology will drive truck electrification
Natural gas is the preferred fuel for
residential installations because the
generator can tap the existing gas lines
where available, for constant fuel sup-
ply. But natural gas mixes inside the
engine differently than liquid gasoline,
so Mahle had to refine its fuel injection
for the pre-chamber. “Natural gas is
more of a chaotic, less-predictable mix-
ing event,” Bunce explained. “You need
to aim the spray from the fuel injector a
little differently.”
Mahle attacked friction on two
fronts: by reducing the friction be-
tween the piston and the cylinder with
the company’s EvoTech II low-friction,
lightweight piston, and by reducing
engine operating speed to just 900 Vantage Power, now an Allison Transmission company, has expertise in next-gen battery pack
technologies, vehicle integration, control systems and vehicle connectivity for medium- and
rpm. Running at a constant, low speed
heavy-duty vehicles.
reduces concerns about transient
throttle response for example, but it
creates its own challenges, according
to Bunce. Running at such low speeds,
variability of combustion cycles can be
a problem, he said.
“One of the benefits that comes with A module
MJI is that it produces good cycle-to- showcasing several
cycle combustion stability. MJI gives fast- key innovations in
er burning no matter what speed you’re thermal management
operating. This is especially critical when of cells.
using natural gas as fuel,” Bunce said.
“Natural gas is a tricky fuel. It lights off The past three years have seen a major the industry faces in solving the battery
easily, but the combustion process is shift in the perception around electrified pack conundrum, and some of the de-
highly dependent on temperature.” commercial vehicles, including trucks, velopments that could contribute to the
The natural gas combustion process driven by a variety of factors that have solution. My perspective on this topic is
can be so long that the flame cools come together at this particular time. based on my experience as the Chief
and goes out during the combustion These factors include a growing aware- Commercial Officer for Electrification at
event, but the MJI pre-chamber helps ness and acceptance of the impact of Allison Transmission and also as CEO
prevent that. CO2 emissions on climate change and and co-founder of London-based
Now, the partners have moved on to the dangers of diesel emissions—most Vantage Power, a company acquired by
work on a larger-displacement version notably highlighted by the Volkswagen Allison in April 2019 for its work in bat-
of the engine that would power bigger emissions scandal—alongside a growing tery pack technology, vehicle integra-
generators. To contain costs, Mahle and maturity and improved cost profile on tion and connectivity.
Kohler are pursuing ways to manufac- electric vehicle (EV) technology. As a The primary barrier to widespread
BOTH IMAGES: VANTAGE POWER
ture the cylinder head with the pre- result, fleet owners and OEMs now con- e-truck adoption is the cost of the bat-
chamber built into it rather than as a sider e-trucks much more seriously. tery pack, which typically is the most
separate, bolt-on part. Within the EV technology landscape, expensive system in the vehicle and
“We are getting closer to production lithium-ion battery packs stand out as may represent over 50% of a vehicle’s
feasibility,” Bunce said. The partners’ the most critical piece of the puzzle and value. Many factors contribute to the
target is to bring a product to market represent the biggest hurdle before cost of a battery pack, three of the
within five years, he added. mass adoption can take place. Here I most critical being cell cost, pack cost,
Dan Carney share a brief overview of the challenges and if/when the pack needs replacing.

Allison Transmission’s acquisition

of the EV division of AxleTech
has resulted in the AXE Series
(pictured) and ABE Series
e-axles for trucks and buses,
respectively. These
bolt-on solutions are
Cells typically represent 50-75% of the cost of the compatible with the
total battery pack, according to Alexander Schey truck’s existing vehicle
of Allison Transmission and Vantage Power. frame, suspension and
wheel-ends.
Cell cost and thermal
management lenge of thermally managing a battery
Fantastic improvements have been made pack—an area where Allison, through its their optimal temperature band of 20-
in the cost of cells. The cell chemistry acquisition of Vantage Power, has in- 30°C (68-86°F), yet an e-truck may be
most likely to power the e-trucks of the vested heavily. In a battery pack there operating in temperatures that vary
future—lithium ion manganese cobalt may be as many as 10,000 individual considerably from this range.
oxide (NMC)—has seen an average year- cells, all of which need to be heated or Getting this technology implementa-
on-year reduction in price of 20.5%, from cooled to the same temperature within tion wrong reduces the safety, lifetime,
$1,160/kWh in 2010 to $176/kWh in 2018.
While these numbers might look appeal-
ing, they don’t portray the full picture.
With consumer automotive compa-
nies expecting to purchase the vast ma-
jority of foreseeable cell production in
the coming years, there will be little
volume left available for the smaller
commercial-vehicle market and getting
hold of cells will become correspond-
ingly more expensive. There are also
FROM LEFT: VANTAGE POWER; ALLISON TRANSMISSION; ALLISON TRANSMISSION
legitimate concerns around the security

of supply of cobalt—a critical element
used in the production of lithium-ion
cells. So, while production volumes are
increasing at impressive rates, and an
army of engineers around the globe are
working on reducing cell cobalt content,
cost will continue to be a challenging
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CO5993 Truck and Off-Highway_ProViu_ASL360_Construction_ThirdSq_8_2019_V1.indd 1 11/11/19 11:36 AM
MATERIALS
durability and reliability of the pack, but
equally, the cost and complexity of in- Platinum nanoparticles for fuel-cell catalysts
cluding such technology can greatly
increase cost. Innovations utilizing
may cut cost
evaporative cooling in conjunction with possible volume solution for the intro-
a unique siphoning effect can achieve duction of fuel-cell electric vehicles
the necessary thermal properties while (FCEVs), the auto industry con-
limiting cost and complexity. tinues to struggle with certain
realities—the difficulties of
Through-life TCO establishing a hydrogen in-
The lifetime of the battery pack is a key frastructure and unit price
contributor to the total cost of owner- for the end-user. Only very
ship (TCO) a vehicle operator may ex- limited numbers of hydro-
perience. The capacity, or amount of gen-powered fuel cell ve-
energy a battery can store, diminishes hicles have been manufac-
over time based on how intensely the tured, and the hopes for
pack is used and the conditions in their volume economic
which it operates. It’s typically accepted application use in large
that a battery pack has reached the end trucks is also frustratingly
of its useful life once the capacity out of reach.
reaches 80% of its initial value. Even so, several truck and bus
In a vehicle with relatively light op- manufacturers and suppliers have
eration, this capacity level may never be ramped up their efforts in recent
reached, and the vehicle will only ever years, such as startup Nikola Motor
need one pack. However, in more de- Platinum nanoparticle with 40 atoms. The (www.sae.org/news/2019/04/nikola-
manding applications there may need Technical University of Munich research team asked displays-range-of-fuel-cell-electric-
the question: How small can a cluster of atoms be
to be a new pack installed after seven products, or June 2019 issue), Toyota
and still have the required catalytic effect?
years of operation, as an example, Motor Engineering & Manufacturing
greatly increasing the TCO of the ve- (www.sae.org/news/2019/06/toyota-
hicle. This means that understanding Fuel-cell technology is a big subject fuel-cell-semi-truck, or June 2019 is-
and planning on how the vehicle will be with some very small but vital aspects, sue), and Hyundai Truck & Bus, which
operated, and properly specifying the one of which is the size of platinum at- recently revealed its extensive plans
battery pack size is critical to control- oms. Reduce these and the cost of plat- for hydrogen commercial-vehicle de-
ling the through-life TCO. Technologies inum—one of the major drawbacks of ployment, including exploring the U.S.
to increase battery pack flexibility and current fuel-cell systems—would also market (see Editorial, page 2).
modularity to allow operators to specify fall. So, establishing and creating the In August 2019, fuel-cell provider
packs of different energy capacity to optimum size for platinum fuel-cell ca- Nuvera Fuel Cells announced the com-
overcome this issue is a prime area of talysis for cars and heavy-duty trucks is
development within the industry. one of the ongoing research areas for
FROM TOP: BATYR GARLYYEV/TUM; ANDREAS HEDDERGOTT/TUM

While batteries are certainly a critical future alternative energy solutions.
factor in the trend towards electrifica- At the Technical University of Munich
tion, there are other important factors (TUM), an interdisciplinary research team
that operators will need to consider. recently revealed in a report the details
Charging infrastructure, vehicle mainte- of successfully modeling the optimum
nance and operating profiles will all size for platinum stacks. The report
need to be worked through. Companies states: “The new size-optimized catalysts
around the world are mobilizing to are twice as good as the best pure plati-
solve these challenges, and the future num catalysts commercially available
of electric trucking is now closer than it today.” It is a very encouraging result
ever has been before. and strengthens the case for fuel cells,
although more research is needed to
Alexander Schey, Chief Commercial Officer,
Electrification, Allison Transmission
achieve an even greater advance in the
and CEO & co-founder of Vantage Power, activity of fuel-cell catalysts in order to Particles measuring about 1 nm containing
wrote this article for SAE Truck & build a commercial case. some 40 platinum atoms are ideal, according to
Off-Highway Engineering. After decades of R&D work on a Professor Roland Fischer.

pletion of alpha testing for its 45-kW catalytic activity may be achieved via derlines the combination of computa-
fuel cell engine, which includes a fully more complex configurations. tional and experimental studies needed
integrated compressor and patented “Nevertheless, more complex shapes to help achieve a zero-emission trans-
controls. Nuvera recently shipped mul- require more complex synthesis meth- portation solution that eclipses the lith-
tiple engines to partners in Europe and ods,” he said. ium-ion battery. But at the right cost.
China for integration into commercial In the emerging EV world, all this un- Stuart Birch
medium- and heavy-duty vehicle appli-
cations such as material handling equip-
ment, trucks and buses.
Yet, platinum cost remains a major
hurdle.
In Munich, the nanoparticles’ research
team, led by Roland Fischer, professor
of inforganic and organometallic chem-
istry; Aliaksandr Bandarenka, professor
of physics of energy conversion and
storage; and Alessio Gagliardi, profes-
sor of simulation of nanosystems for
energy conversion, reported its break-
through. Prof. Fischer explained: “In fuel
cells, hydrogen reacts with oxygen to
create water, generating electricity in
the process. Sophisticated catalysts at
the electrodes are required in order to
optimize this conversion, and [expen-
sive] platinum plays a central role in the
oxygen reduction reaction.”
Optimum size?
The team members were looking for the
answer to a key question: How small
can a cluster of platinum atoms be and
still have a highly active catalytic ef-
fect? Fischer said it has transpired that
there are specific optimum sizes for
platinum stacks: particles measuring
STAINLESS IS STANDARD
about 1 nanometer containing some 40
platinum atoms are ideal. His colleague
Prof. Bandarenka added: “Platinum cat-
alysts of this order of size have a small Our rings provide the same fit Electrical Coupler Gear Assembly
volume but a large number of active and function as stamped rings,
but are easier to assemble and
spots, resulting in high mass activity.”
remove with no special tools.
The team worked with the Catalysis Standard parts available in stainless
Research Center at TUM to refine its (302 & 316) and carbon steel.
results, combining theoretical capabili-
Standard or custom, we’ll provide
ties in modeling, physics and chemistry,
you with the right ring, in the right
and the specialist capability available to material, for your application.
create and experimentally test the cal-
culated platinum nanocatalyst.
For commercial requirements, how-
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of platinum required based on the expert.smalley.com/OE/rings
team’s findings would have to increase
to 80%. But Bandarenka said beyond
nanoparticles’ spherical shape, higher

Heavy-duty
engine
design
What are the most
significant factors
influencing the way
engine developers
approach near-term
design and development
cycles? Two experts
provide their insights from
recent programs. The new dual-certified C3.6 diesel
by Jennifer Shuttleworth and Ryan Gehm engine, unveiled at Caterpillar’s
Customer and Visitor Center in Clayton,
N.C. in October, is 3 decibels quieter
than the previous-generation engine.
E
ngine developers face numerous challenges in their work. When “Those that used to be owner-operator might go
building the new clean-sheet design C3.6 engine, Caterpillar more rental. Larger fleets might also go rental. That’s
Industrial Power Systems considered several factors including getting quite big right now,” Eden told Truck & Off-
customer feedback and lower owning and operating costs. The Highway Engineering. “But then what will happen after
result of this development process is a compact 134-hp (100-kW) en- rental…How are people going to buy machines? Are
gine that provides a 5% increase in power density and 12% increase in they going to lease them? How does that interaction
torque compared to its predecessor engine, the C3.4B. work between Caterpillar dealers selling the engines to
Introduced at a Caterpillar press event in late October in Clayton, third-party OEM customers, and then the OEM selling
North Carolina, the new diesel engine is dual-certified to EU Stage the machine to the end customer? That’s kind of a
V/U.S. EPA Tier 4 Final nonroad emission standards and generates ‘who knows’ at the moment.”
406 lb-ft (550 Nm) of torque at 1500 rpm. The company says the When designing an engine, diesel engine manufac-
new engine’s smaller package features flexible aftertreatment solu- turers like Cat Industrial Power are bound by govern-
tions including engine-mounted options that provide OEMs with sim- ment regulations, which have been fairly stable in re-
plified installation and reduced integration costs. cent years with Stage V and Tier 4 Final in place. “We
“Technology features such as electronically controlled turbocharg- don’t necessarily know how those political forces are
ing have made it possible to create a smaller engine with the response going to change,” said Eden.
that would be expected from a much larger product,” said Alex Eden, New emissions regulations for CO2 reduction and air
Caterpillar product marketing manager. “The torque at low speed, quality improvement will drive technical solutions, as
which is critical for machine drivability, is particularly impressive.” well as the increase of zero-emission zones for urban
JENNIFER SHUTTLEWORTH
When considering significant and potentially disruptive factors that areas, which will boost the development of alternative
will influence engine developers as they move into the future, Eden, propulsion, said Pierpaolo Biffali, VP of product engi-
who is also a chartered engineer, said he considers three main things: neering at FPT Industrial. Despite an eventual shift to
machine ownership patterns, political forces (social pressures and reg- alternative propulsion, he believes that combustion
ulations), and hybridization/electrification across power nodes and and aftertreatment advances can satisfy global pres-
applications. sure for reduced diesel emissions in the coming years.

POWERTRAIN FEATURE
“Though the industry is walking towards a zero-

emission future, for the mid-term, clean diesel and
natural gas engines do represent the concrete solution
for CO2 reduction at a lifecycle level,” Biffali told TOHE.
“For many years, batteries will be zero CO2 emissions
only on-board, since energy production will remain
predominantly oil and coal-based.”
Hybridization and electrification will be disruptors
influencing engine design at certain power nodes, but
they likely won’t happen across the board, all at the
same time. “At first, we will use powertrain electrifica-
tion as a key enabler to enhance ICE performance and
fuel economy,” said Biffali.
Eden agrees: “We have to consider that back to the
machine. We ship parts to our OEM customers and Visualization through virtual reality of DEF-injection simulation results for an SCR
(selective catalytic reduction) system.
they still are spending a lot of time integrating the last
set of emissions regulations into their machines.”
CFD simulation results of coolant flow
field for cylinder head and block.
Quieter designs
Noise, vibration and harshness (NVH) is a definite concern
for near-term engine design. Noise restrictions in urban
areas and for overnight operations are a major driver, as
too is the perception of engine quality that tends to in-
crease as the noise from a power source decreases.
“If you stand near an engine that rattles or it doesn’t
have a nice quality of sound to it, you subconsciously
think that that engine is not very well put together. It’s
not very well designed. It won’t have good quality and
durability,” Eden said. “We work really hard on making
sure that the NVH of our engine is as good as it can
possibly be.”
The NVH of the engine also affects the in-cab envi- that the company’s approach consists of further qualifying the sound
ronment and operator comfort. A quieter engine can of engines. “For this reason, we have started an innovative partner-
help to reduce operator fatigue and therefore boost ship with the Oscar-winning artist Giorgio Moroder,” he said. Details
productivity throughout their shift. In agricultural ap- on this project are expected in the next few months.
plication such as in tractors, quieter engines and ma-
chines can even make it less stressful for and easier to
maneuver around the livestock, Eden noted.
The digital world
With Cat’s new C3.6 diesel engine, four key elements Simulation and digital tools have become a staple in engine developers’
were redesigned extensively to make the noise as low toolboxes. A comprehensive portfolio of simulation tools is available to
as possible: stiffened block, advanced composite oil pan FPT Industrial engineers, according to Biffali, to cover analysis at differ-
(formerly aluminum), composite material for top cover, ent levels of detail: from complete powertrain simulation for the defini-
and gear train moved from the front to rear. tion of the optimal architecture, to system level for requirements defini-
The oil pan often is where quite a bit of radiated noise tion, down to component level for single part optimization.
comes from, according to Eden. By using composite “The capability of virtual analysis has a direct impact on product time
materials and the structure of the oil pan itself, the radi- to market, contributing to a full understanding of physical phenomena,”
ated noise is dramatically reduced from this source. Biffali said. “Virtual validation has been at the core of our development
BOTH IMAGES: FPT INDUSTRIAL
“Those are the physical things that we’ve done on processes for many years, enabling us to test components to the limit, to
the engine to reduce the noise. And then Caterpillar expose virtual models to extreme missions to see how they react, and to
also did work on the combustion noise. The 3.6 is three benchmark different solutions, even the ones that don’t exist yet.”
decibels quieter than the previous-generation engine, Augmented reality also is being employed at FPT Industrial to en-
in terms of sound power it’s reduced 50%,” he shared. hance engine-development capabilities in a more challenging environ-
FPT’s Biffali also stresses that NVH is “a concern of ment that requires engineers to collect and process multiple real-time
increasing importance” for all engine designs, noting inputs. “So, we started using augmented reality to combine the virtual

Heavy-duty
engine
design
because not as much testing needs to be conducted.
“They model all of the combustion processes, the fuel sprays, we
ensure as clean as combustion as possible and to maximize power
from the engine,” he said. “They then create bespoke simulation tools
to look at aftertreatment systems…to make sure we’ve got the most
New combustion amount of knowledge as we possibly can as we go into each phase of
concepts and prototyping, piloting, and then into production.”
controls can Occasionally something in the physical world does not come
significantly through the same as in the virtual world. In that case, the change will
enhance the go around that loop again, Eden explained.
efficiency of natural “We do that loop through our prototype phase and then we do it
gas engines. FPT Industrial’s through our pilot phase so that when we get to the product it’s been
6-cylinder NG engine is shown.
validated, so it’s perfect for the customer and ready to go,” he said.
“We really do put an awful lot into our engineering development
powertrain system not only with the vehicle, but also through the use of simulation. It’s simulate first, test second.”
with its operating scenario to enhance power unit con-
trol by anticipating vehicle dynamics rather than react-
ing to situations,” Biffali said.
3D printing and beyond
Caterpillar also uses simulation in all aspects of engine Caterpillar has a center of excellence for 3D printing in the U.S. and
development. Eden explained that the thermal fluids de- 3D printers on-site in Peterborough, U.K., where the C3.6 is built.
FPT INDUSTRIAL
partment, for example, simulates the flow from the intake Engine developers actually 3D-printed an entire C3.6 engine in parts
all the way through to the exhaust. They model the entire from an early prototype to look at how an engine would fit to test
process virtually and use that to help its rate, speed up cells to reduce development time while waiting for the actual compo-
the development process, and reduce development costs nents to arrive from the suppliers.
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POWERTRAIN FEATURE
“We assembled the parts together and then trial-rigged the entire
engine into the test cell so that when we have the real engine ready
to go, everything fitted perfectly and off you go,” Eden said. “We
saved huge amounts of time doing that.”
Looking three to five years down the road, a greater understanding
of advanced materials and their increased use will play a key role in
next-generation engine designs, according to Eden.
“Improvements in materials will lead to improvements in engine
performance, usually power density, and cost of ownership,” he said,
adding that fuel systems also can become more robust with better
filtration. “There’s always improvement that we can get out of air sys-
tems so we can have better response—again, back to power density.”
Software integration and controls offer challenges and opportuni-
ties for improvement as well, similar to what the automotive industry Caterpillar 3D-printed an entire C3.6 engine in parts from an
has experienced with the electronic engine and software controls. early prototype to look at how an engine would fit to test cells to
“The main message for emergent technology trends is that we reduce development time.
want physically smaller engines and physically smaller aftertreat-
ments but with more power,” Eden said. “So, each of those compo- referenced an announcement made at the company’s
nent subsystems have to be better than they were before, lighter Capital Markets Day in September that FPT Industrial
than they were before, and give us more performance. And we’ve got is working on a disruptive technology capable of repo-
to design and integrate them all together with finer tolerances, with sitioning the ICE as the ultimate solution for CO2 re-
CATERPILLAR
less risk to ensure improved reliability and durability every time.” duction for the next decade. More details about this
New combustion concepts and controls also can significantly en- “exciting development” are coming shortly, he added.
hance the efficiency of natural gas engines, noted FPT’s Biffali. He Stay tuned.
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Reducing winter
range loss
for electric
trucks
AIT researchers used the MAN eTGM

electric truck as the concept vehicle
for its range-extension project.
Researchers at the Austrian Institute of Technology have developed an air

exchange system that’s capable of reducing heat load by 37% in real-world tests.
by Paul Weissler
B
attery-electric vehicle (BEV) range loss from cause windshield fogging (as well as possible interior discomfort
winter use of PTC (positive temperature coef- from a rise in interior humidity, and respiratory issues from carbon-
ficient) heating has become a source of major dioxide buildup).
concern as the industry works to make EVs a
mainstream choice. Addressing this particular problem
area with an economically viable solution was deemed
Ventilation module
a worthwhile effort by the Austrian Institute of The ventilation module system offers several advantages. First, it is
Technology (AIT), which is jointly owned by the an air and heat exchange approach, in which the heated interior air
Austrian government and the Federation of Austrian goes into the module, where it preheats incoming fresh air, prior to
Industries. A fleet test of electric delivery trucks is un- discharging that interior air. So, with an efficient heat exchanger,
derway on European roads. much of the heat is not lost as the interior air is rejected to ambient.
The AIT project, results of which were presented at Further, because the heat from interior air is used to preheat incom-
the recent SAE Thermal Management Systems ing air, the ventilation system is bringing in a constant stream of fresh
Symposium (TMSS), began by noting a 20% loss in air, which prevents windshield fogging.
range at -15°C (+5°F) from the heating system. AIT set To satisfy the minimum requirements of ANSI/ASHRAE standard
a target of recovering 25% of that loss, primarily with No. 62-2001, the ventilation module system would need an air ex-
the use of a ventilation module. Available reference change rate of just 30 m3/hr/person. The air exchange rate in the AIT
data (at -10°C/+14°F) showed approximately 75% of ventilation project was maintained at approximately 210 m3/hr, well
the cabin heat losses are from ventilation, AIT said, above that minimum.
with the remaining 25% from heated air transmission As a heat recovery unit (HRU), the AIT team used a Recair counter-
MAN TRUCK AND BUS AG
through the interior. flow heat exchanger, 300 mm (11.8 in) in height, with an “ideal” rating
The AIT researchers, led by Daniele Basciotti, looked of 95% thermal efficiency, which it built into the HRV (heat recovery
at all the currently considered alternatives, particularly ventilation) module. Recair is a Dutch supplier specializing in this
the heat pump and radiant heating panels, which they area. Ventilation modules have long been used to deliver preheated
eschewed as too expensive. They also rejected maxi- fresh air for tightly-insulated commercial and residential buildings, as
mum use of the HVAC recirculation mode as likely to part of energy-efficiency upgrades.

THERMAL MANAGEMENT FEATURE
An “ideal” system, assuming no duct losses and a heat exchange

efficiency of 95%, would reduce heat demand by 64%.
Layout of the HRV ventilation system, with a Recair heat exchanger. “VLV” refers Graph shows comparison between reference data for
to air flow valves. ventilation heat losses (in watts) with results from the recovery
module, and at bottom, the “ideal” losses if theoretical
efficiencies could be realized.
Recair counterflow heat exchanger used for the AIT module.
The entire assembly, called an HRV module, was built by the AIT
researchers in its climate-controlled chamber, with assembly proce-
dures that maximized air-sealing of the joints. An “ideal” system, as-
suming no duct losses and a heat exchange efficiency of 95%, would
reduce heat demand by 64%, the AIT team claimed. But the “real Front view of the air-sealed HVAC box built by the AIT team.
world” design, although it obviously couldn’t perform at that level,
CLOCKWISE FROM TOP LEFT: AIT; AIT; AIT; RECAIR
still showed it was capable of reducing the heat load by 37%, which Determining an actual vehicle range increase would
should significantly improve vehicle range in cold weather. require road-testing a specific truck in which the sys-
The AIT group concluded there still were opportunities for measur- tem was installed, of course, and would vary according
able improvements in the thermal efficiency of the HRV module. to the ambient temperatures of operation and amount
of range lost to PTC operation.
In addition to the ventilation module, the AIT group
Opportunities ahead also noted that preconditioning the interior as part of
For the conceptual part of the project, the AIT researchers focused the battery charging mode, and upgrading interior
on a small fleet of MAN eTGN delivery trucks presently in urban eval- insulation to reduce heat loss, were available low-cost
uation, that have a rated range of 200 km (120 mi). The fleet test is technologies to further extend range. But because of
co-sponsored by CNL, an Austrian environmental group focused on the limitations of the AIT project, without a specific
sustainable technologies. vehicle, they also could not be quantified.

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Narrower focus,
BIGGER PAYOFF
Engineers are
working on
techniques that
improve range and
reliability for electric
power systems.
Design teams are targeting focused markets for their commercial electric-vehicle
programs to combat challenges like range and infrastructure.
by Terry Costlow
G
overnment regulations are prompting a changeover to elec- “The synergy between electrification, autonomy and
tric powertrains, with early growth coming in commercial interconnectivity technologies will likely revolutionize
vehicle applications where range and recharging are more overall vehicle efficiency,” said Tom Carlill, Caterpillar’s
easily managed. Greater expansion will require revisions in new-product introduction program manager. “A con-
maintenance and broader availability of charging stations as well as nected vehicle that is aware of its surroundings via
improved driving ranges. onboard sensors and real-time GPS position data can
Electric vehicle (EV) introductions are coming at a rapid pace, and anticipate load requirements and continually adjust
major fleet owners like Penske and Amazon are placing significant engine output to maximize overall efficiency. If it’s
orders. ABI Research predicts that commercial-vehicle shipments will electrically powered, the job can be done with a small-
hit 3 million units worldwide by 2024. That’s a strong 28% growth rate er battery. And, if it’s a hybrid, the machine can select
over the next five years. Most of that expansion will come in operations the power source most appropriate to the task in real
with planned routes and home-base charging, according to ABI. time to maximize efficiency.”
While rapid growth is expected, program managers are moving
cautiously. Buyers and drivers are still leery about moving away from
rapidly improving internal-combustion engines. Electric power sys-
Hard charging
tem developers are pushing the limits of technology to make battery Shifting fleets to hybrid and pure EV powertrains re-
power more attractive to buyers. quires many changes in both product and infrastruc-
“Electrification is an investment in the future. You have to invest, ture development. Keeping batteries charged is a ma-
but you need to be realistic about profits,” Shelley Knust, executive jor challenge for commercial vehicles. Engineers are
director, off-highway engineering at Cummins, said during the recent using several strategies to extend operating ranges.
SAE COMVEC Technology Connection in Indianapolis. Regeneration can provide major benefits regardless of
Design teams are looking at a range of technologies that can help the size of the vehicle.
them improve EV driving distances. One is connectivity, which is expect- “In rail, regeneration is already in use; they’re already
ed to become an important element in the push to extend EV ranges. seeing 25% reduction in energy consumption,” said Scott
CUMMINS
Coupled with GPS data, it can help drivers determine optimal routes for Woodruff, director of global mining at MTU America Inc.
energy conservation and help systems account for hills and curves. “We want to bring those benefits to commercial trucks.”

ELECTRIFICATION FEATURE
Communications
can help improve
operational
performance for
electrified vehicles.
Nikola’s EV and fuel-cell vehicles use the same platforms.

The availability of charging stations is a bigger issue.
Fast chargers are still evolving, and rollouts for all types
of charging stations remain sluggish. Many suppliers
and fleet owners are turning to partnerships to ensure
that charging stations meet usage requirements.
“Infrastructure is one of the biggest challenges,”
said Tony Heaton, head of battery systems at Nikola.
“Part of our business model is to go wells to wheels,
focusing on control hardware and working with part-
ners like Anheuser-Busch. The number of charging
systems will grow fairly quickly.”
Fleet owners will need to consider that charging infra-
structure when they begin buying EVs. Ensuring that
trucking routes have necessary charging stations will be a
concern as stations are built to meet demand. The North
American Council for Freight Efficiency (NACFE) predicts
that in the near term, many electric trucks will be used in
areas where they recharge at depots or their home base. Diesel engines continue to provide lower costs, according to Cummins’ Shelley Knust.
NACFE predicts that for the foreseeable future,
fleets will need a sophisticated understanding of the EV proponents note that many maintenance tasks become simpler
infrastructure, rates, duty cycles and times available as that changeover occurs.
for charging, suggesting that fleets invest in net- “EVs are easy to maintain,” said Varoujan Sarkissian, head of elec-
worked charging software and services. Fleet owners trical and control systems at Nikola. “There aren’t as many parts, and
should also work closely with local utilities and charg- you don’t need maintenance like oil changes. But we do need to un-
ing system providers in their area. derstand high-voltage implications; we need to work with owners
CLOCKWISE FROM TOP LEFT: CATERPILLAR; NIKOLA; CUMMINS
and maintenance people to make sure they’re not in danger.”

Refurbishing maintenance programs
As drivers and owners grapple with charging, they’ll
Floating the idea of hydrogen
also need to rework their maintenance operations. This Development in electrification is often dovetailed with research in
aspect of the infrastructure will change dramatically hydrogen fuel cells. Cummins’ Knust noted that “some vehicles may
with the shift from pistons and cylinder blocks to in- leapfrog the hybrid phase and move directly to hydrogen.”
verters and battery controls. The programs can be linked because fuel cell systems can use bat-
“When electrified powertrains are deployed, it will teries to store energy, much like a conventional hybrid. They also use
require training for dealers, maintenance personnel electric motors. That can make it comparatively easy to convert a
and even users,” said Michael Weinert, VP of engineer- battery-powered system to a fuel cell design.
ing at John Deere. “You want maintenance technicians “Our fuel cell vehicle is a hybrid—if you take the fuel cell out and
to be highly efficient in the diagnosis of electronic expand the battery pack, you have an electric vehicle,” said Dane
parts—they are very expensive. We don’t want a lot of Davis, Nikola’s chief technical officer. “The drivetrain stays the same,
parts returned with no faults found.” the motors and inverters don’t change.”

Narrower focus, ELECTRIFICATION FEATURE
BIGGER PAYOFF
Connectors and components head off-highway

Just as truck developers can leverage advances equipment. Nikola Motor Co. is taking this approach
made in electrification technologies for passenger as it races to get electric and hydrogen fuel-cell
cars, engineers designing electrified powertrains for powertrains ready for on- and off-highway vehicles.
off-highway equipment plan to leverage advances in One goal is to use the same circuit boards in as
on-highway vehicles. But in many off-highway de- many systems as possible.
signs, additional ruggedization will be needed. “Off-road vehicles have severe environmental
Power electronics and motors for commercial requirements for connectors and components,” said
trucks will typically have longer lifetimes and tough- Varoujan Sarkissian, head of electrical and control
er environmental requirements than components Deere’s hybrid-electric 644 has systems at Nikola. “Some parts in our off-road ve-
used in passenger cars. Off-highway vehicles have helped the company establish hicles get submerged; they need to meet strict
even more stringent reliability requirements, but maintenance programs for regulations. We want a family of products that
they don’t have large enough volumes to attract battery-powered vehicles. serve both markets so we can use the same prod-
much attention from component manufacturers. ucts. We use different seals, different connectors
That’s expected to change when the markets for inverters, power de- and different enclosures so we don’t have to change the electronics.”
vices and other components used in electrified powertrains rise, However, the expansion of battery power will come at a fairly slow
prompting more component development programs to focus on com- pace. Many off-highway markets have already changed over, but the
mercial markets. Until then, companies will be on their own in the effort rate of change will be slow for many of the remaining applications. It’s
to meet harsh environmental requirements. hard for batteries to compete with diesel power.
“On-highway equipment needs to be hardened before it can be “We’ll see dominance by diesels for the next several decades; it
used in off-highway machines,” said Michael Weinert, VP of engineering can be three to five times the cost for a full-electric vehicle versus
at John Deere. “Volumes are low for off-highway applications; they’re diesel,” said Shelley Knust, executive director, off-highway engineer-
JOHN DEERE
even lower when you’re going to electrification components. Volumes ing at Cummins. “We will have first adopters, people who will pay
will be quite low during the transition to electrified powertrains.” more. But for the bulk of the market, cost is a big factor.”
Hardening enclosures is one of the simplest ways to ruggedize Terry Costlow
TM
22 December 2019 Free Info at http://info.hotims.com/73022-708 TRUCK & OFF-HIGHWAY ENGINEERING

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Removing complexity for
AUTONOMOUS
TRUCKS
Truck convoys can help move autonomy onto

highways by simplifying operations.
Narrowing the operating domains for driverless commercial vehicles reduces the
requirements of autonomous technology and speeds time to market.
by Terry Costlow
D
evelopers of driverless trucks are eliminating some of the
complexity of automated driving in hope of hastening time
Follow the leader
to market. They are limiting the nearly immeasurable scope Another strategy is to create two-vehicle convoys, let-
of circumstances — the operating design domain (ODD) ting a driver in the lead vehicle make most driving de-
— that face driverless vehicles by deploying a variant of platooning, cisions, reducing the number of challenges faced by
or narrowing the operational parameters for transporting goods. the trailing autonomous vehicle. The trailing truck will
Driver shortages, growth in shipments of online purchases and depend on both its automated systems and the expe-
the never-ending push to trim costs are among the factors that rience of the driver in the lead.
have led many to predict that commercial trucking will be an early “We do autonomous convoying, hiding an autono-
adopter of autonomy. mous truck behind another autonomous truck,” said
Several vehicle-system developers at the SAE COMVEC Technology Cetin Mericli, CEO at Locomation. “That transforms the
Connection conference in Indianapolis detailed strategies that will autonomous problem into something more tractable.
help them get to market more quickly by reducing the requirements The driver in the following truck can leave the driver
of autonomous technology. seat to do other jobs or sleep. After two or three
One strategy is to limit the roles of autonomous vehicles. hours, the trucks can switch roles to give the other
TuSimple plans to have fully-automated trucks on the road fairly soon driver a break. That’s relatively easier than taking the
and its systems will let trucks drive from dock to dock without a driver. driver out of the cab all at once.”
But to minimize operational requirements and validation times, the It’s reasonably straightforward to drive when all envi-
company plans to limit usage: the first vehicles on highways may be ronmental conditions are within common operating
limited to open roads. They won’t be operational in harsh weather con- conditions. It’s the more complex corner cases that can
ditions and in some specific areas — congested streets, for instance. confuse automated systems. An experienced driver in
“By 2021, we plan to do driver-out tests,” said Koabi Brooks, gen- the lead vehicle can easily navigate situations that
eral manager at TuSimple. “At the end of that cycle, around 2023, we might cause an autonomous controller to wait or even
plan to see full production. One of the main factors will be to define sideline the vehicle. Peloton Technology also is relying
PELOTON
the operational design domain. The narrower you define it, the less on humans to make the decisions in unusual conditions.
often you’ll have issues.” “The driver is the most intuitive sensor,” said Matt


AUTONOMOUS FEATURE
“We do autonomous convoying…That transforms the

autonomous problem into something more tractable.”
- Cetin Mericli, CEO at Locomation
Hall, VP of Peloton. “This approach lets us look at ar-

eas like construction spots—the driver knows to slow TuSimple plans to move
its autonomous truck into
down, the second truck only has to follow. In areas like
production in 2023.
traffic control, where a police officer may tell you to
run a stop sign, a human driver easily understands
what to do.”
While platooning can simplify driving in many dif-
ferent environments, proponents also are limiting
ODDs. Vendors plan to start with usage models that
will help build confidence in autonomous technologies
by avoiding accidents and other problems that could
harm the autonomous movement.
“Our goal is not to provide a blanket solu-
tion,” Mericli said. “We’ll start with a matchmaking
process. We’ll start finding segments in the freight
network that are best suited for deployment.”

Shortening gaps
Along with reduced workloads for drivers, vehicle con-
voys can bring fuel savings. Narrowing the gap be-
tween trucks can improve efficiency for the second
truck. When trucks are closer together, it’s harder for
cars to slip between them and complicate the task of
linking two trucks to travel as one.
Convoyed vehicles can have shorter following dis-
tances than ranges of NHTSA regulations, though sys-
tem developers still need to determine what’s safe.
One benefit is that sensors never sneeze or glance
down at radio knobs or phones. Constant vigilance can
reduce collisions or lessen damage.
“We frequently reduce distances to an average of
less than 200 feet,” Hall said. “We hope to reduce it to
Bendix’s Alex Augoustidis told COMVEC attendees how electronic brakes can help
30-50 feet. That will reduce cut-ins [by other vehi-
autonomous trucks stop safely.
cles], which really impact following. Collisions can still
occur, but autonomy mitigates the impact velocity
because the trailing vehicle is slowing down.” the brake pressure needed for the required deceleration,” said Alex
Augoustidis, product manager at Bendix Commercial Vehicle Systems.
“Braking systems can have axle-centric pressure control so they can
Braking digitally apply brakes where the load is. That gives the driver more stability and
FROM TOP: TUSIMPLE; TERRY COSTLOW
When trucks with trailers need to stop quickly, brak- more control.”
ing systems become a critical element — and the close These electronic braking systems also take into account variances
following distances associated with autonomous pla- in road conditions and braking components. That’s important in con-
toons may drive a change in braking technology. Digital voys, for example, when a trailing truck with worn brakes is on a slick
controls and brake-by-wire are being combined into spot while following a vehicle with new brakes on dry pavement.
electronically controlled braking systems that manage “Electronically controlled braking systems are the only technology
brakes on both truck and trailer. that recognizes when trucks are braking on oily roads or when brakes
“The electric braking system’s footbrake module de- are aging,” said Wolfgang Hahn, system integration leader at
tects the stroke and the electronic control unit calculates WABCO, which is being acquired by ZF.

PLASTICS INNOVATIONS 2019
Grand Award winner: GMC composite pickup bed.
The 49th annual SPE Automotive Awards highlight the ongoing benefits
of lightweight polymers and composites.
by Lindsay Brooke
T
he Society of Plastics Engineers (SPE) annual Automotive BODY EXTERIOR (also Grand Award winner)
Innovation Awards Competition, now in its 49th year, is con- 2020 GMC Sierra LD FST – Composite Pickup Box
sidered the “Oscars” for those developing polymer and com- Tier Supplier & Processor: Continental Structural
posites-intensive components, systems and vehicles. Winners Plastics
of the 2019 competition topped an incredible field of entries that Material Supplier/Toolmaker: Teijin Ltd./Paragon D&E,
continue to show the benefits of lightweight, durable plastics across Model Die & Mold, Inc.; Altron Automation &
the spectrum of vehicle applications. Legacy Industries
While open to medium- and heavy-duty commercial vehicle appli- Material/Process: Sereebo A235Y carbon-fiber-rein-
cations, the light-duty segment dominated this year’s awards. The forced PA6 sheet / Compression Molding
nine categories, plus the Grand Award winner, were selected by a This is the industry’s first pickup box in thermoplastic
judging panel of industry experts. Once again SAE International par- composite and carbon composite. It saved 62 lb (28
ticipated in the finalists judging. kg), provided best-in-class impact resistance/durability,
A Vehicle Engineering Team Award (VETA) honored the General the unpainted UV-stable material eliminated the need
Motors team that developed the composites-intensive 2020 Corvette for a bedliner (saving another 40 lb/18 kg), and numer-
Stingray. The VETA award recognizes the technical achievements of ous customer features were molded in, including func-
entire teams—comprised of automotive designers and engineers, tier tional compartment dividers and motorcycle tire pock-
integrators, materials suppliers, toolmakers, and others—whose work ets. The ability to achieve a deeper draw during mold-
in research, design, engineering, and/or manufacturing has led to ing increased cargo capacity. Significant technical chal-
significant integration of polymeric materials on a notable vehicle. lenges were overcome due to use of novel materials,
The all-new C8 Corvette’s industry-first pultruded, curved rear processes, coatings and joining methods. The box is
bumper beam won its category, and other innovations in the car fully recyclable and some scrap is reused on the vehicle.
were nominated for eight other categories.
“It is an incredible honor for our team to win the VETA award,” said BODY INTERIOR
Tadge Juechter, the Corvette’s executive chief engineer. “It is a won- 2020 Ford Explorer & Lincoln Aviator and Corsair
ALL IMAGES: SPE
derful recognition of 67 years of composites advancement” on the Integrated Button Carrier Modular Strategy
sports car that has become a hallmark of mixed-material construc- Tier Supplier & Processor: Methode Electronics, Inc.
tion, he said. Material Supplier/Toolmaker: The Materials Group /
Details of the 2019 SPE Automotive category winners: RGM Tooling Consultants, Inc.

MATERIALS FEATURE
Ford and Lincoln integrated Ford sunglass

button carrier. bin made
using additive
manufacturing.
Industry-first pultruded curved rear

bumper beam for 2020 Corvette.
Jeep rear diff composite

carrier bracket.
Material/Process: Opticarb 8085SE PC/ABS / machined lifters to mold an injection-molded sunglass stowage bin.
Injection Molding That enabled design changes to produce a deeper pocket with a
To reduce overhead console complexity, a new design heavier undercut that still could be molded without hotspots, warp-
was developed that integrated mechanical, lighting, age, or demolding issues and without needing to switch to a more
electrical, and safety functions into a single modular costly resin. The new deeper bin design also better meets customer
button carrier injection molded from MIC PC/ABS. requirements while reducing cycle time, molding scrap, tooling main-
With all program variants, this reduced part count tenance, and improving dimensional stability in the final part.
from 70 to 17/vehicle, achieved a US$7.00 cost sav-
ings/vehicle and $1.42M program savings for tooling CHASSIS/HARDWARE
and testing. No button binding issues have been seen, 2020 Jeep Cherokee Rear Differential Front Bracket
buzz/squeak/rattle was improved, and the headliner fit Tier Supplier & Processor: Boge Rubber & Plastics
better. To date, two patents have been filed and one Material Supplier: BASF Corp.
has been granted on this technology. Material/Process: Ultramid A3WG10CR 50% GR-PA 6/6 /
Injection Molding
ADDITIVE MANUFACTURING A critical diecast and machined aluminum bracket was replaced by
2020 Ford Explorer Sunglass Bin an injection-molded bracket in 50% GR-PA 6/6 in this demanding
Tier Supplier & Processor: Methode Electronics, Inc. rear differential module. The composite material was not only 30%
Material Supplier/Toolmaker: Celanese Corp. / RGM lighter and saved US$1.00/car direct costs vs. the benchmark alumi-
Tooling Consultants, Inc. num, but its matrix provided 10x higher damping, improving NVH
Material/Process: Celstran PP-GF20-02 LFT-PP / performance, and it fit current packaging space for this running
Injection Molding; 3D Printed H13 Steel change. The part passed all performance and durability requirements,
Additive manufacturing was used to produce a single eliminated corrosion issues, and will significantly reduce tooling costs
tooling insert (lifter) that replaced two conventionally over the life of the program.

PLASTICS INNOVATIONS 2019
Hyundai Elantra glass-wool-reinforced

composites improve scratch resistance.
Ford Mustang 100% PCR carbon canister.
Additive manufacturing enables multiple

parts in a single process at JLR.
F-150 transmission gear shroud.

PROCESS/ASSEMBLY/ENABLING TECHNOLOGIES
2020 Corvette Stingray Rear Bumper
Tier Supplier & Processor: Shape Corp. Material/Process: SW920 SA glass wool-reinforced PP
Material Supplier/Toolmaker: SGL Carbon SE, VectorPly Corp., Scott / Injection Molding
Bader Co. Ltd. / Thomas GmbH + Co. Technik + Innovation KG To improve both long-term scratch resistance and di-
Material/Process: Crestapol 1250 PUR-acrylate reinforced with CF / mensional stability in injection-molded PP interior trim
Radius-Pultrusion panels, glass wool (crushed glass + sand produced from
The auto industry’s first pultruded curved bumper beam uses the reclaimed/PIR building insulation) was used to replace
unique radius-pultrusion process and equipment to achieve a hollow talc, whiskers, and fiberglass. Because glass wool
beam with central web in carbon fiber fabric-reinforced polyure- boosts mechanical properties vs. talc, filler content was
thane/acrylate resin. The curved geometry was desired to better reduced 5%, leading to lighter, less costly parts. Since it
match rear styling and vehicle package space. The beam features an helps maintain surface finish longer, it should lower war-
integral tow hook mounting and is assembled to the body-in-white, ranty claims. A unique process was developed to incor-
requiring excellent mechanicals at elevated temperature. The beam porate glass wool into the resin compound. Glass wool
meets low-speed crash requirements while cutting mass by 4.9 lb is difficult to dispose of, so this application gives it an-
(2.2 kg) vs. a MIG-welded aluminum extrusion. 3D printing was used other use life.
to produce mandrels to maintain the hollow interior.
ENVIRONMENTAL
MATERIALS 2019 Ford Mustang 100% PCR Carbon Canister Housing
ALL IMAGES: SPE
2017 Hyundai Elantra Glass Wool-Reinforced Composites for Improved Tier Supplier/Processor: Delphi Technologies PLC /
Scratch Resistance MGS Mfg. Group
Tier Supplier & Processor: Seoyon E-Wha Material Supplier/Toolmaker: Wellman Advanced
Material Supplier/Toolmaker: Daehacom Co., Ltd. / Seoyon E-Wha Materials / MGS Mfg. Group

MATERIALS FEATURE
Material/Process: EcoLene PP8004- will be limited to 300 cars. Both devel- parts print at one time in a kit, and mul-
BK1 20% GR-PP / Melt Compounding & opment and production parts were pro- tiple kits can be produced at the same
Injection Molding duced on the same printer platform, time. Additionally, parts offer better
The PP backing from PCR carpeting is which eliminated significant tooling in- bonding adhesion than conventionally
given another use life by being recycled vestment (est. US$123,000), as well as produced parts and passed paint adhe-
back into the injection-molded carbon storage and maintenance costs. All 19 sion tests.
canister housing for passenger cars. This TOHE Eberspacher Ad 0819.qxp_1/2 Page Island 7/25/19 3:16 PM Page 1
is the first 100% PCR PP-based carbon
canister. By replacing virgin PP, the re-
cycled resin reduces cost by 25% with no
sacrifice to processing or molded-part
performance, but increases sustainability.
It is currently being rolled out on more
than 20 Ford programs globally.
POWERTRAIN
2017 Ford F-150 Transmission Gear
Shroud
Tier Supplier/Processor: Stackpole
International / MacLean-Fogg Co.,
Engineered Plastics Components Inc.
Material Supplier/Toolmaker: DuPont
de Nemours, Inc. / Gibson Automation
Material/Process: Hytrel 8238 TPC-ET /
Injection Molding
A new transmission gear shroud cover
and base protect the drive gear so it ro-
tates freely without needing to push
through transmission fluid, lowering effort,
improving pump efficiency, and increasing
vehicle mpg and the effective life of the
transmission fluid. Injection-molded TPC-
ET replaced earlier steel covers with rub-
ber seals that were heavier, more complex
and costly, and suffered from more varia-
tion. Very aggressive snap fits perma-
nently join cover to base once the assem-
bly is completed. The same material
molded very thin provides a ductile seal.
Costs were reduced 22%, weight lowered
65%, and NVH was improved.
AFTERMARKET & LIMITED-

EDITION/SPECIALTY VEHICLES
2020 JaguarLandRover Project 8 supercar
Tier Supplier/Processor: HP Inc. /
Jaguar Land Rover Ltd.
Material Supplier/Toolmaker: HP Inc.,
DyeMansion GmbH
Material/Process: HP High-reusability
PA 12 / HP Multi Jet Fusion
Additive manufacturing proved the most
efficient and cost-effective method for
producing 19 parts on this high-perfor-
mance sedan whose total build volume

ORIGINAL
EQUIPMENT
CONEXPO PREVIEW
Caterpillar launches next-gen mini hydraulic excavator, skid steer

and compact track loaders
Covering about 2.5 million ft2 and includ- meets U.S. EPA Tier 4 Final/Stage V
ing roughly 2,800 exhibitors, the triennial emission standards. Cat says automatic
ConExpo-Con/Agg event boasts an even- engine idle and shutdown features help
larger footprint for 2020 with the addition to reduce fuel consumption.
of the Festival Grounds. As one of the Standard on the 306, and what Cat
major exhibitors at North America’s larg- claims are industry-first features, are the
est construction tradeshow, taking place stick-steer system, cruise control, a next-
March 10-14 in Las Vegas, Caterpillar will gen LCD screen and expanded applica-
have a fairly significant footprint of its tions like high flow and XTC (extra tool
own, filled with new equipment featuring carrier). “With stick steer, for the first time
the company’s latest technology develop- you’re going to be able to push a button
ments. A few of the machines likely to be in the left joystick and suddenly all the
on display were revealed at an October travel components happen with your left
2019 press event in Clayton, NC. hand, just like a skid steer. A lot of our
Responding to the voice of the cus- customers are used to running skid steers
tomer and dealer feedback, Caterpillar’s and mini excavators. This is going to
next-generation 306 mini hydraulic exca- make it that much easier for them to run
vator is the company’s entry in the 6-ton them,” said Mark Perkes, product applica-
class. The new mini excavator features tion specialist for Caterpillar.
heavy-duty main structures, a fuel-effi- Cruise control works the same as in a
cient C2.4 turbodiesel, load-sensing hy- car or truck. The operator can push a
draulics, spacious cab and the Cat Stick button and the machine will continue to
Steer system. It shares a similar controls The next-generation 306 mini hydraulic travel across the job site. It is also ca-
excavator is Caterpillar’s entry in the 6-ton class.
layout and common components with the pable of making steering corrections.
full line of Cat Next Generation mini exca- The next-gen LCD monitor offers
vators to simplify training, offer quick it basically a larger machine,” Jason functionalities that can help Caterpillar’s
adaptation for operation and lower own- Becker, mini excavator marketing man- customers assist their operators. They
ing/operating costs. ager, said during the Clayton press event. can fine tune the new 306 by slowing it
“In the lineup for Caterpillar going from Powering the 306 CR is the Cat C2.4 down and speeding it up, Perkes said,
a 5.5- to a 6-ton, we made some size engine rated at 55.9 net hp (41.7 kW) adding that customers also wanted to
changes, some improvements, and made with turbodiesel particulate filter, which be able to answer phone calls through
the monitors. “They’re having to line up
the next appointment, call suppliers.
With the 306 XTC version, the This is something that’s going to help
operator can dig, load the material them keep their business going even
and haul it out—all with one machine.
when they’re operating.”
The 306 offers straight-blade, an-
gled-blade and XTC configurations that
further expand the flexibility of the new
mini excavator. Featuring travel, above-
and below-grade operation, float func-
BOTH IMAGES: JENNIFER SHUTTLEWORTH
tion and “dig-to-blade” operation, the

machine’s blade can handle loose mate-
rial in backfilling and grading applica-
tions. Front shovel operation can be
accomplished with both pin-on and
coupler-mounted buckets.
“An XTC version typically is used for
somebody that wants to do a lot of
things, but only has one machine or one
operator,” Becker shared during a demo

ORIGINAL EQUIPMENT
of the 306. He explained that the op-

erator can dig, load the material and
haul it out—all with one machine, which
he said was not previously possible on
an excavator. “If you wanted to move
the dirt out, you had to either swing it,
load it into a truck, or load it into some
other machine,” he added.
With its long-stick option, the 306 CR The recently released D3 Series SSL is
equipped with an enclosed, pressurized
delivers a maximum dig depth of 162 in.
cab with a wider-opening cab door.
(4115 mm) and 15,821-lb (7175-kg) maxi-
mum operating weight when equipped
with the sealed and pressurized cab. A els—16 of them in the series—at its Clayton make this a very portable solution.”
canopy alternative to the pressurized facility in October. These new machines The D3 SSL is equipped with an en-
cab will be available for customers in advance the D and D2 Series’ reputation closed cab with a wider-opening door.
2020. Built with a swing boom, this for quality, comfort, and performance and Media were able to see the one-piece
next-gen mini excavator’s compact ra- deliver improvements in operator experi- sealed and pressurized cab on a tour of
dius design provides a 58-in. (1475-mm) ence and track loader stability. Cat’s Sanford, NC, plant where the SSL
tail swing with counterweight for work- An industry first according to Cat, the is built. It allows operators to be cool in
ing close to obstructions. D3 Series models support a line of new the summer and warm in the winter and
The new Cat 306 CR delivers what Smart Attachments. Smart technology helps to keep inclement weather and
the company claims to be “class-lead- on the machine couples with the at- flying debris at bay.
ing lift performance” of up to 7,839 lb tachment to work in concert. “So, what The new Cat D3 Series CTLs deliver
(3,555 kg) at a 9.8-ft (3-m) radius. does ‘smart’ really mean? The first thing improved operating stability while han-
Enhanced uphill swing torque and in- it means is recognition. When this at- dling heavy loads, grading or truck
creased cycle times provide greater tachment is connected to the machine, loading. Changes to the undercarriage
productivity and efficiency. the machine recognizes, ‘Hey, smart frame and torsion axles reduce machine
According to Caterpillar, the 306 was attachment, what happens next?’ Then pitching and rocking, while still offering
set to go into production in November it tailors the controls to the attachment ride comfort.
and begin shipping in December 2019. that it is actually connected to,” Cat’s All Cat D3 Series CTLs feature standard
SSL/CTL product expert Kevin Coleman two-speed travel to improve performance
D3 Series loaders explained during a demo of the smart at the jobsite. The Cat 279D3 and 289D3
Caterpillar also showcased its recently backhoe attachment. “And then it gives loaders have an 8.4 mph (13.6 km/h) top-
released D3 Series skid steer loader (SSL) you dedicated control and informational end ground speed, a 20% increase over
and compact track loader (CTL) mod- screens. So, it’s recognition, tailored their D Series counterparts.
controls and informational and con- The Cat 239D3 and 249D3 models
trolled screens on the monitor.” now are built with 2-speed transmis-
Coleman went on to explain additional sion as standard, versus the previous
functionality of the advanced control single speed.
features. “You get in a skid steer, you Also included in the D3 series CTL fam-
drive, you lift, you lower, that’s already ily is the new purpose-built Cat 299D3 XE
there. But the smart attachment, that Land Management CTL. The 299D3 XE
FROM TOP: CATERPILLAR; JENNIFER SHUTTLEWORTH
means I’m going to be able to tailor Land Management is designed for de-
those controls to now become backhoe manding vegetation-management appli-
controls if I’m a backhoe-control guy or cations, such as mulching, brush cutting,
they can be excavator-style controls if vegetation control and mowing. For pow-
Cat’s Kevin Coleman I’m an excavator guy,” he said. “I can ering high-production hydromechanical
explained that the D3 easily switch between that attachment attachments like mulching heads, this
Series models support control mode where I’m controlling the machine offers a turbocharged 110 gross
a line of new Smart boom, stick, bucket, all of those things. hp (82 kW) Cat C3.8 engine that com-
Attachments that With a click of a button, I can pop out of bines with a 40 gal/min (150 L/min) high-
enable recognition, that and now I’m back into machine con- flow/high-pressure auxiliary hydraulic
tailored controls and trol mode. I can reposition, carry the at- system, producing a hydraulic horsepow-
informational screens
tachment across the job site, switch out er rating of 94 hp (70 kW).
on the monitor.
the attendant—whatever I need to do to Jennifer Shuttleworth

PRODUCT
BRIEFS
SPOTLIGHT: METALS
Additive manufacturing powders Aluminum sheet battery enclosure
6K (North Andover, Mass.) has Novelis Inc., (Atlanta, Ga.)
developed a process technol- has developed the first
ogy that today can produce aluminum sheet battery
premium additive manufactur- enclosure to address cus-
ing (AM) powders from certi- tomers’ needs in the rap-
fied machining turnings and idly growing electric ve-
previously used powders, and hicle and battery markets.
in the future extend its capability to feedstock created from Built with Novelis Advanz
AM support structures, non-conforming AM parts post-print, aluminum products and part of the Novelis Alumineering
and other unique inputs. The goal is to use 100% of the ma- Solution portfolio, the company claims the enclosure is up
terials that enter the supply chain, providing AM end-users a to 50% lighter than an equivalent steel design. As a result,
new way to manage project costs and control supply chain, Novelis says the enclosure matches the best energy density
while also advancing progress toward a circular economy in in the industry by enabling more than 160-watt-hours per
AM. 6K’s powder products are the combination of two 6K kilogram. It also can accommodate all battery cell types and
core technologies: Alloy Reclaimation Technology and is designed particularly for battery electric vehicles with
UniMelt Plasma System. Due to the high uniformity of the larger power packs such as pick-up trucks, sport utility ve-
microwave plasma, 6K can produce quality powders that hicles and crossovers. By using Novelis’ highly-formable al-
exceed competitive technologies, providing high sphericity, loys, the battery enclosure provides automakers the ability
zero porosity, elimination of satellites, and high flowability to achieve deep drawn, complex shapes tailored to specific
and tap density. Through its metals reclaimation strategy, 6K vehicle design requirements. The lightweight, high-strength
can specifically target the powder size distribution to the AM material can help extend range, allowing vehicles to go
process of need. 6-10% further on a single charge.
For more information, visit http://info.hotims.com/73022-450 For more information, visit http://info.hotims.com/73022-451
Coin cell style EDLC capacitors Light-cure epoxy Airless tire solution
The new EDC EpoxySet’s The Michelin
and EDS series (Woonsocket, (Greenville,
of coin cell style R.I.) light- S.C.) X TWEEL
EDLC capacitors cure chemis- SSL 2 airless
from Cornell try allows fast tire solution for
Dubilier (Liberty, processing and fixturing of parts even if skid steers fea-
S.C.) can replace or extend battery life both parts are opaque. UV-5608DC is tures a completely new wheel developed
in on-board memory backup. With one of a series of epoxy adhesives that and manufactured by GKN Wheels and
quick-response and recharge times, can be activated by 405 nm light with an Structures (Telford, U.K.). The TWEEL is
these devices offer higher power than intensity of about 150mW/cm2 for 5-10 a single, fully-integrated unit that re-
batteries and greater energy than typi- seconds. Parts are mated and aligned places the traditional tire/wheel/valve
cal aluminum electrolytic capacitors within 45-60 seconds of activation. The assembly. This means there is no need
without degradation over millions of adhesive will yield green strength after for costly and time-consuming wheel
charge-discharge cycles. Both series 30 minutes for handling. Full cure will and tire mounting to be carried out.
offer values from 0.047 to 1.5 Farad ca- occur over the next 16 hours at room Additionally, once the unit is bolted to
pacity, at voltages up to 6.3 WVDC for temperature. If desired, cure also can be the vehicle, there is no air pressure to
the EDC series; and 5.5 WVDC for the accomplished with UV energy or higher- maintain. Featuring spider disc tines and
EDS series. Operating temperature for intensity blue light for a full cure in under an eight-hole, high-grade steel hub, the
the EDS series is from -25°C to +85°C 10 seconds. Variations with alternative TWEEL is stiffer than a traditional wheel,
(-13°F to 185°F), with the EDC series dwell and cure times and/or viscosities enabling it to cope with different stresses
offering -25°C to +70°C (-13°F to 158°F). are available. imposed on a completely integrated unit.
For more information, For more information, For more information,
visit http://info.hotims.com/73022-452 visit http://info.hotims.com/73022-453 visit http://info.hotims.com/73022-454

PRODUCT BRIEFS
SPOTLIGHT: SENSORS AND

ACTUATORS
Linear position sensor system
Suited for hydraulic cylinder applications, ASM Sensors’

(Elmhurst, Ill.) Posichron EasyMount is an absolute, non-
contact and wear-free linear position sensor system with
measurement ranges up to 5,750 mm (226 in). The core
part of the sensor solution is a strong, maintenance-free
magnet fixed inside the cylinder. With this new magnet
solution, the sensor itself is mounted on the outside of the
hydraulic cylinder and not inside the cylinder as is the case
with commercially available solutions. No deep hole drill-
ing is necessary for sensor installation. In case of mainte-
nance or repair, the sensor is easily accessible from the
outside. With this new design, hydraulic cylinders can now
be equipped with displacement sensors much more cost-
Ad_RT_SAE_Off-Highway_Engineering_Dec2019_85x117_Pfade.indd 1 05.11.2019 10:26:40
effectively. Small piston diameters with insufficient instal-
lation space can be equipped with sensors for the first
time. Installation in synchronous cylinders is possible. High
LEE Relief Valves
robustness and shock resistance makes Posichron Provide Stable Flow
EasyMount also suitable for use under harsh environmen-
tal conditions such as in mobile machines.
For more information, visit http://info.hotims.com/73022-455
Gyro-compensating inclinometer
The new J1939 gyro-com-
pensating inclinometer Up Run Flow
from Trombetta Down Run Flow
(Milwaukee, Wisc.) is de-

signed to meet the extreme
conditions of heavy equip-
ment. This sensor provides
angle measurement with
precision accuracy and sta-
This miniature poppet-style relief valve offers a faster opening
bility even in high vibration applications. The integrated
rate and more stable flow than typical, ball-style relief valves.
right-angle automotive connector provides strain relief, a
Q Stable Flow – Low Hysteresis
low profile and an IP67 rating. Added features like trans-
Q Low Leakage
mission of raw accelerometer and gyroscope data, and Innovation in Miniature
Q Self-Retained
sensor temperature, allow users to know more than just Q Zero Leak Models Available
simple angle measurements. Trombetta’s J1939 gyro-com- Q Relief Pressures up to 3,500
The Lee Company
pensating inclinometer is available in dual- or single-axis psi (240 Bar) 2 Pettipaug Road
configurations as well as a universal configuration that can Q Smallest Package Size Westbrook, CT 06498 USA
be used as a single- or dual-axis sensor. Tel: 860-399-6281
For more information, visit http://info.hotims.com/73022-456
THINK BIG. [email protected]
DESIGN SMALL. www.leeimh.com
INDUSTRIAL MICROHYDRAULICS
TRUCK & OFF-HIGHWAY ENGINEERING Free Info at http://info.hotims.com/73022-712 33

Lee_ReliefVlv_AE_4-11-19.indd 1 4/11/19 2:03 PM
PRODUCT BRIEFS
SPOTLIGHT: CONNECTORS
Snap-cap electrical connectors Micro power distribution box
In its quest to enhance reliability in Molex’s (Lisle, IL) micro power distribu-
harsh environments and extend the tion box (µPDB) sealed module has two
trust and dependability of complex ve- versions: standard and customizable.
hicle electrical systems, TE Connectivity These are compact automotive power
(Berwyn, Pa.) is helping to solve this distribution boxes that provide a junction
problem with its next generation 2-pin point for both power switching and also
and 3-pin connector series innovation: the rear latching snap- circuit protection for vehicles or subsys-
cap DEUTSCH DT connector with wire seal covers. An extension tems within wiring architectures. These
of its existing DEUTSCH DT 2/3 Connector Series, TE’s new new µPDBs feature a connectorized system that eliminates
snap-cap DT Connector provides improved seal performance, hand-wiring, a full seal with an IP6K7 NEMA rating, a small foot-
interface compatibility with predecessor parts, and a secure seal print and lightweight, standard connector configurations, and a
that is fully serviceable should replacement be needed. It is suit- modular customizable design. With these boxes, customers can
able for inline wire-to-wire, wire-to-device, and wire-to-board add more electronics to vehicles while drastically cutting down
connectivity. The snap-in-place rear caps provide wire seal pro- on the length of wire runs in the design. Compared to other
tection in standard and shrink tube adapted configurations for products on the market, Molex claims the µPDB sealed modules
historical DT connector requirements as well as IP67 and IP68 provide cost reductions to existing solutions, a smaller and
ratings, offering a seamless design transition from legacy solu- lighter package, a modular design making implementation easi-
tions as well as for new applications. er, a simpler attachment method and a complete seal.
For more information, visit http://info.hotims.com/73022-457 For more information, visit http://info.hotims.com/73022-458
WEBINAR
RAPID, SELECTIVE VOLATILE EMISSIONS TESTING

FOR VEHICLES AND COMPONENTS
Available On Demand
Regulators and consumers demand increasingly lower levels of Speakers:
harmful volatile emissions in motor vehicle passenger cabins, pushing
manufacturers toward more comprehensive testing to ensure
conformance and avoid costly tear-out. This requires a more agile
analytical solution than technologies based on chromatographic
methods. This Webinar details the application of Selected Ion Flow
Tube Mass Spectrometry to measure emissions from vehicle raw Caleb Allpress, Vaughan
materials and components, as well as whole car emissions. Ph.D. Langford, Ph.D.
Technical Specialist, Principal
Automotive, Scientist,
Syft Technologies Syft Technologies
For additional details and to register visit: www.sae.org/webcasts
Sponsored by: Hosted by:

COMPANIES MENTIONED
Company Page
6K .......................................................................................................... 32 General Motors .....................................................................................26 Nikola Motor.......................................................................... 2, 10, 21, 22
ABI Research .........................................................................................20 Gibson Automation..............................................................................29 North American Council for Freight Efficiency.................................21
Akasol.......................................................................................................6 GKN Wheels and Structures ............................................................... 32 Novelis.................................................................................................... 32
Allison Transmission .............................................................................. 8 GMC ........................................................................................................26 Nuvera Fuel Cells ...................................................................................10
Altron Automation & Legacy Industries ...........................................26 HP Inc. ....................................................................................................29 NVIDIA ...................................................................................................36
Amazon..................................................................................................20 Hydrogenics ............................................................................................ 2 Oak Ridge National Laboratories ........................................................ 7
ams .........................................................................................................36 Hyundai..................................................................................................28 Paragon D&E .........................................................................................26
Anheuser-Busch ....................................................................................21 Hyundai Motor ........................................................................................ 2 Peloton Technology .............................................................................24
ANSI/ASHRAE ........................................................................................16 Hyundai Truck & Bus.............................................................................10 Penske ....................................................................................................20
ASM Sensors ......................................................................................... 33 Ibeo Automotive Systems...................................................................36 Recair ......................................................................................................16
Austrian Institute of Technology ........................................................16 Inficon ......................................................................................................4 RGM Tooling Consultants ..............................................................26, 27
BASF ....................................................................................................... 27 Intellichoice Energy ............................................................................... 7 SAE International ............................................... 6, 7, 16, 20, 24, 26, 36
Bendix Commercial Vehicle Systems ................................................25 International............................................................................................ 2 Scott Bader Co. Ltd. .............................................................................28
Boge Rubber & Plastics ....................................................................... 27 Jaguar Land Rover ...............................................................................29 Seoyon E-Wha ......................................................................................28
Bosch ........................................................................................................ 2 Jeep ........................................................................................................ 27 SGL Carbon SE ......................................................................................28
Caterpillar .......................................................................................20, 30 John Deere .............................................................................................21 Shape Corp. ...........................................................................................28
Caterpillar Industrial Power Systems .................................................12 Kenworth ................................................................................................. 2 Society of Plastics Engineers..............................................................26
Celanese................................................................................................. 27 Kohler ....................................................................................................... 7 Stackpole International .......................................................................29
CNL ..........................................................................................................17 Lincoln ....................................................................................................26 Technical University of Munich ...........................................................10
Continental Structural Plastics ...........................................................26 Locomation ...........................................................................................24 TE Connectivity.....................................................................................34
Cornell Dubilier ..................................................................................... 32 Loop Energy ............................................................................................ 2 Teijin Ltd. ...............................................................................................26
Cummins............................................................................................2, 20 Louthan Engineering ............................................................................. 7 The Materials Group.............................................................................26
Daehacom .............................................................................................28 MacLean-Fogg Co. ...............................................................................29 Thomas GmbH + Co. Technik + Innovation KG ................................28
Dana ......................................................................................................... 2 Mahle Powertrain ................................................................................... 7 Toyota....................................................................................................... 2
Delphi Technologies PLC .....................................................................28 MAN .........................................................................................................17 Toyota Motor Engineering & Manufacturing.....................................10
DuPont de Nemours ............................................................................29 Meritor...................................................................................................... 2 Trombetta .............................................................................................. 33
DyeMansion...........................................................................................29 Methode Electronics ......................................................................26, 27 TuSimple ................................................................................................24
Eaton ........................................................................................................ 2 MGS Mfg. Group....................................................................................28 U.S. Department of Energy................................................................... 7
Engineered Plastics Components ......................................................29 Michelin .................................................................................................. 32 Vantage Power ....................................................................................... 8
EPA ...........................................................................................................4 Model Die & Mold .................................................................................26 VectorPly ...............................................................................................28
EpoxySet................................................................................................ 32 Molex ......................................................................................................34 Volkswagen ............................................................................................. 8
Federation of Austrian Industries .......................................................16 MTU America.........................................................................................20 WABCO ..................................................................................................25
Ford .....................................................................................26, 27, 28, 29 Navistar.................................................................................................... 2 Wellman Advanced Materials.............................................................28
FPT Industrial .........................................................................................12 NHTSA ....................................................................................................25 ZF ....................................................................................................25, 36
AD INDEX STATEMENT OF OWNERSHIP

U.S. Postal Service Statement of Ownership (Required by 39 U.S.C. 3685) 1. Publication Title:
Truck & Off-Highway Engineering 2. Publication Number: 14146 3. Filing Date: 11/18/2019
4. Issue Frequency: Bi-Monthly 5. No. of Issues Published Annually: 6 6. Annual Subscrip-
tion Price: $100.00 7. Complete Mailing Address of Known Office of Publication (Street, City,
Advertiser Page Web Link County, State, and Zip+4) (Not printer): ABP International (d/b/a Tech Briefs Media Group), an
SAE International Company, 261 Fifth Avenue, Suite 1901, New York, NY 10016 8. Complete
Mailing Address of Headquarters or General Business Office of Publisher (Not printer): SAE
Continental Automotive Systems, Inc. ............... 9 ......www.continental-corporation.com International, 400 Commonwealth Drive, Warrendale, PA 15096-0001 9. Full Names and
Complete Mailing Addresses of Publisher, Editor, and Managing Editor. Publisher (Name and
Cummins Inc. ............................................... Cover 2 .................cummins.tech/construction Complete Mailing Address): Joseph T. Pramberger, 261 Fifth Avenue, Suite 1901, New York, NY
10016; Editor (Name and Complete Mailing Address): Ryan Gehm, 400 Commonwealth Drive,
Warrendale, PA 15096-0001 Managing Editor: none 10. Owner (If the publication is owned by
Eberspächer .......................................................... 29 ................ www.eberspaecher-na.com a corporation, give the name and address of the corporation immediately followed by the names
and addresses of all stockholders owning or holding 1 percent or more of the total amount of
stock. If not owned by a corporation, give the names and addresses of the individual owners. If
IFPE 2020 ..................................................... Cover 3 ................................................ IFPE.COM owned by a partnership or other unincorporated firm, give its name and address as well as those
of each individual owner. If the publication is published by a nonprofit organization, give its name
Isuzu Motors America LLC ..............................14-15 ......................www.IsuzuREDTech.com and address). Full Name and Complete Mailing Address: SAE International, 400 Commonwealth
Drive, Warrendale, PA 15096-0001 11. Known Bondholders, Mortgagees, and Other Security
Holders Owning or Holding 1 Percent or More of Total Amount of Bonds, Mortgages, or Other
maximatecc ........................................................... 22 ................................... maximatecc.com Securities. Full Name and Complete Mailing Address: None 12. For Completion of Nonprofit
Organizations Authorized to Mail at Nonprofit Rates. The purpose, function, and nonprofit
status of this organization and the exempt status for federal income tax purposes: Not applicable
Perkins Engine Company Ltd. ........................18-19 .............. www.perkins.com/syncro-na 13. Publication Name: Truck & Off-Highway Engineering 14. Issue Date for Circulation Data
Below: December 2019 15. Extent and Nature of Circulation (Average No. Copies Each Issue
RheinTacho Messtechnik GmbH ........................ 33 ............................www.rheintacho.com During Preceding 12 Months/Actual No. Copies of Single Issue Published Nearest to Filing
Date): a. Total No. Copies (Net Press Run): 13,526/13,253 b. Paid and/or Requested Circulation:
(1) Paid or Requested Mail Subscriptions (Include Advertisers’ Proof Copies/Exchange Copies):
SAE Mobilus .......................................................... 23 ...................................... saemobilus.org 11,495/11,278 (3) Sales Through Dealers and Carriers, Street Vendors, and Counter Sales (Not
Mailed): 175/0 c. Total Paid and/or Requested Circulation (Sum of 15b(1), 15b(2), and 15b(3):
Schaeffler Group .........................................Cover 4 .................................www.schaeffler.us 11,671/11,278 d. Free Distribution by Mail (Samples, Complimentary, and Other Free): (1)
Nonrequested Copies Stated on PS Form 3541: 391/513 (3) Nonrequested Copies Distributed
Through the USPS by Other Classes of Mail: None/None (4) Nonrequested Copies Distributed
Smalley ....................................................................11 ..............expert.smalley.com/OE/rings Outside the Mail: 585/764 e. Total Nonrequested Distribution (Sum of 15d (1), (2), and (3)):
976/1,277 f. Total Distribution (Sum of 15c and 15e): 12,647/12,555 g. Copies Not Distributed:
880/698 h. TOTAL (Sum of 15f and 15g): 13,526/13,253 i. Percent Paid and/or Requested Circu-
SPAL Automotive USA ...........................................3 ................................. www.spalusa.com lation (15c ÷ f times 100): 92.3%/85.1% 16. This Statement of Ownership will be printed in the
December 2019 issue of this publication. 17. I certify that all information furnished on this form
The Lee Company................................................. 33 ...................................www.leeimh.com is true and complete. I understand that anyone who furnishes false or misleading information on
this form or who omits material or information requested on the form may be subject to criminal
sanctions (including fines and imprisonment) and/or civil sanctions (including civil penalties):
Zeus, Inc. .................................................................. 5 ............................................zeusinc.com Joseph T. Pramberger, Publisher.

Q&A
ZF advancing ADAS, autonomy in 2020
Together with its many partners, ZF supplies camera and radar that I mean these new camera and radar sensors will have a
technology and advanced components for both the passenger longer range, they’ll have a wider field of view, and they’ll
car and commercial truck markets, the latter being especially have higher resolution. All these things taken together will
suited for the move to more complex driver-assistance systems, allow them to do a number of things, probably most signifi-
according to Dan Williams, director of ADAS & Autonomy at ZF. cantly is to allow us to do a better job of detecting pedestri-
“The business case in commercial vehicle for reduction in driver ans and other stationary and semi-stationary objects. The
hours of service, fuel cost reduction and safety have strong next-generation radar is going to be operated at a higher fre-
economic incentives to adopt ADAS/automated driving tech- quency, at 77 GHz [vs. the current 24-GHz sensor]. Apart from
nology. Additionally, the regulations placed on the industry will that we’re working with NVIDIA and Ibeo on components that
require our customers to utilize certain solutions,” he said. power even higher levels of technology and full automation.
ZF is working on both highly automated “revolutionary” sys- [In May 2019, ZF announced a partnership with ams and Ibeo
tems and on “evolutionary” driver-assis- Automotive Systems to develop solid-
tance systems that are increasingly com- state lidar sensor technology.]
plex, he said, citing the supplier’s OnTraX Dan Williams,
director of
lane keep assist that will launch in 2020 Where do these next-gen sensors posi-
ADAS &
with its first major OEM customer. Williams Autonomy tion you on SAE’s levels of automation?
spoke with TOHE at the recent NACV Show at ZF. They’re evolutionary, really. I think we’re
in Atlanta, and he’s scheduled to partici- going to be very well positioned in 2020
pate in a Commercial Vehicle Safety tech- for the L2 market, and we see that as a
nical session at the SAE Government/ real sweet spot; we think that’s going to
Industry Meeting taking place January 22- be around for a while. Drivers are going
24, 2020, in Washington, DC (www.sae. to be driving these vehicles for some
org/attend/government-industry/). time, and if we can use some of this
technology to improve their productiv-
Which industry will lead the integration ity, to increase the safety, that’s going to
of automated driving systems? have value for quite a while.
One very reasonable prospect might be
passenger car, which has a lot of scale and a What’s the timeline for L4 autonomy?
lot of money to invest in R&D that’s defi- That’s a tough question. Anything that
nitely required for these very expensive I’d say would be further out than what
systems to develop. But passenger car has you hear from Silicon Valley. [Laughter]
their own problems—they’ve got very di- “Commercial vehicles There’s a lot of work to get this going
verse and sometimes very complicated
duty cycles, or we’d say operational design
are kind of the in Arizona, New Mexico, Texas, and
there’s going to be even more to get it
domains…The opposite extreme is off-high- Goldilocks scenario beyond that into more challenging duty
way, like with automated mining trucks and for automation, where cycles, in snowstorms and rough
other [machines] in remote areas. All of weather up north. But it’ll happen,
these off-highway examples are very low things are just right.” there’s no doubt it’s going to happen.
volume, very particular to a given site—they It’s just a matter of when.
require a lot of engineering without much volume. We would say
that commercial vehicles are kind of the Goldilocks scenario for What are the challenges to get to L4?
automation, where things are just right. There’s more concen- A lot of it is just having the ASIL-qualified sensors, and that
trated commercial-vehicle activity in fewer specific use cases that brings in redundancy. You can pile a bunch of sensors to-
are more simply automated. Two-thirds of our vehicles spend gether that have a lower ASIL (Automotive Safety Integrity
more than 95% of their time going straight down the highway at Level) to get to what you need for safety-critical functions.
the speed limit, maintaining the lane. I don’t want to undersell But that adds expense and that’s not really an elegant solu-
that—that’s still a very difficult thing to automate, but it’s far easi- tion. The sensors that really satisfy the functional safety re-
er to automate than some of the very strange urban-environment quirements, basically it’s lidar, and the old joke is, it’s two
scenarios that passenger cars can get themselves into. years out and it’s been that way for the last five. There
needs to be some breakthroughs in highly reliable sensing
What can we expect from ZF in the next year or two? technology to be able to do that.
In 2020, we’ll be launching our next generation of sensors Read more at www.sae.org/news/2019/11/zf-advances-adas.
that will support increasingly complex ADAS functions. By Ryan Gehm
ZF

INTERNATIONAL FLUID POWER EXPO
MARCH 10-14, 2020
LAS VEGAS, NV, USA
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©2019

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X-life Metric Taper

Compared to the conventional standard, FAG A X-life tapered roller bearings

In other words: Best-in-class precision for the most demanding applications.

The Cummins X12 delivers up to 1696 lb-ft of peak torque while

Learn more at cummins.tech/construction.

©2019 Cummins Inc. Box 3005, Columbus, IN 47202-3005 U.S.A.

Free Info at http://info.hotims.com/73022-701

20 Narrower focus, bigger payoff

8 How battery technology will drive truck

TRUCK & OFF-HIGHWAY ENGINEERING December 2019 1

Hop on the hydrogen highway Senior Editor

2 December 2019 TRUCK & OFF-HIGHWAY ENGINEERING

Mircea Gradu, PhD

Ken Washington, PhD

Chapter can develop or enhance other

4 December 2019 TRUCK & OFF-HIGHWAY ENGINEERING

Inficon’s multi-gas ECOTEC E3000 is suited for

but especially on the final assembly line.

TRUCK & OFF-HIGHWAY ENGINEERING Free Info at http://info.hotims.com/73022-703 December 2019 5

Akasol packs industry-leading energy density into new battery design

Akasol’s AKASystem OEM PRC battery

“With this technology,

6 December 2019 TRUCK & OFF-HIGHWAY ENGINEERING

Mahle and partners develop super-efficient natural-gas engine

heating. The potential energy efficiency

TRUCK & OFF-HIGHWAY ENGINEERING December 2019 7

selection has a “disproportionally large ELECTRIFICATION

8 December 2019 TRUCK & OFF-HIGHWAY ENGINEERING

Allison Transmission’s acquisition

legitimate concerns around the security

TRUCK & OFF-HIGHWAY ENGINEERING Free Info at http://info.hotims.com/73022-704 December 2019 9

FROM TOP: BATYR GARLYYEV/TUM; ANDREAS HEDDERGOTT/TUM

10 December 2019 TRUCK & OFF-HIGHWAY ENGINEERING

TRUCK & OFF-HIGHWAY ENGINEERING Free Info at http://info.hotims.com/73022-705 December 2019 11

12 December 2019 TRUCK & OFF-HIGHWAY ENGINEERING

“Though the industry is walking towards a zero-

TRUCK & OFF-HIGHWAY ENGINEERING December 2019 13

Isuzu Technologically Advanced Engines

& Power Units, built to exact requirements!

4LE2X P/U 4JJ1X P/U 4HK1X P/U

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AIT researchers used the MAN eTGM

Researchers at the Austrian Institute of Technology have developed an air

16 December 2019 TRUCK & OFF-HIGHWAY ENGINEERING

An “ideal” system, assuming no duct losses and a heat exchange

Recair counterflow heat exchanger used for the AIT module.

TRUCK & OFF-HIGHWAY ENGINEERING December 2019 17

Compact, reliable, proven power.

Free Info at http://info.hotims.com/73022-707

20 December 2019 TRUCK & OFF-HIGHWAY ENGINEERING

Nikola’s EV and fuel-cell vehicles use the same platforms.

and maintenance people to make sure they’re not in danger.”

TRUCK & OFF-HIGHWAY ENGINEERING December 2019 21

Connectors and components head off-highway

22 December 2019 Free Info at http://info.hotims.com/73022-708 TRUCK & OFF-HIGHWAY ENGINEERING