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Heavy trucks are produced with a great variety of vehicle configurations, operate over a wide range of gross vehicle weight and sometimes function in extreme duty environments. Frontal crashes of heavy trucks can pose a threat to truck occupants when the vehicle strikes another large object such as bridge works, large natural features or another heavy-duty vehicle. Investigations of heavy truck frontal crashes indicate that the factors listed above all affect the outcome for the driver and the resulting damage to the truck Recently, a new chassis was introduced for on-highway heavy truck models that feature frontal airbag occupant protection. This introduction presented an opportunity to incorporate the knowledge gained from crash investigation into the process for developing the crash sensor's parameter settings.

Sound Ergonomics is an important attribute and differentiator among trucks, because professional truck drivers spend many hours of their work time on the road driving. Ergonomics affects areas of driver safety, comfort, accommodation and performance. The purpose of this paper is to showcase the ergonomic principles, tools and process that were applied throughout the development cycle of Freightliner's new Medium Duty Truck: Business Class M2. An important centerpiece of the ergonomic process at Freightliner is RAMSIS, a 3-D Digital Human Modeling software. It allows effective evaluation of ergonomic issues in the CAD environment early on in the development cycle, thus reducing the risk of expensive re-designs at later stages in the vehicle development process. Several examples with RAMSIS will highlight the benefits of applying 3-D human modeling to the design process.

Late in 1999, Freightliner LLC commissioned a group to design and assemble a Sterling heavy truck for the 2000 Pike's Peak International Hillclimb. Many design and engineering innovations were necessary in order to optimize the total package for vehicle performance. Addressed will be the design and analysis used in optimizing the chassis/roll cage assembly for maximum torsional stiffness. Overall vehicle packaging for obtaining the vehicle weight and center-of-gravity location will be presented. Design details will be discussed for the truck-based front and rear suspensions, the special tire characteristics, the high performance powertrain, the rear axles, the cooling module and the rack and pinion steering.

Class 8 trucks idling consume significant amounts of diesel fuel each year in North America and abroad. Engine idling occurs to power sleeper compartment accessories (air conditioners, refrigerators, televisions), and to avoid start-up problems. The alternative power sources available to reduce the need for idling (i.e. battery packs, auxiliary generators, direct-fired heaters, absorption coolers) all have severe economic and technical drawbacks that have limited their market acceptance. Freightliner Corporation, in conjunction with its development partner XCELLSiS Corp. has constructed a fully functioning concept demonstration vehicle that utilizes Proton Exchange Membrane (PEM) fuel cell technology in an auxiliary power unit (FC APU). While fuel cell powertrains continue to face significant technical and economic barriers, with additional development truck auxiliary power applications may offer a viable near-term market for small (1 - 5 kW) fuel cells.

This paper discusses one method for reducing heavy-duty truck rollover accidents, the Freightliner/MeritorWABCO Roll Advisor and Control (RA&C) System. It describes the operation of this system and the unique way in which RA&C trains drivers to avoid high-risk rollover and braking conditions. In addition, the rationale for this approach is discussed in terms of Behavioral Based Safety (BBS), and the means employed to communicate with drivers is described. A technical description of the RA&C system is presented including a discussion of the challenges of designing and developing this product to be a cost-effective system readily implemented in today's commercial vehicles. Resolution of these challenges leads to the choice of the ABS platform to house and operate the necessary electronics and software along with the Freightliner Driver Message Center for displaying driver information.

Sterling, a new brand name in the trucking industry, wanted to develop a competitive medium duty product. The Sterling cab is versatile and can be adapted to meet target market needs. However, the Sterling chassis is heavy and expensive for medium and light-heavy applications. Freightliner chassis components provide a more versatile platform. The Sterling cab and Freightliner chassis provided the starting point for development of a new product called ACTERRA. Sterling's need for this product required an aggressive development plan. Although timing was critical, other major project targets were desired, including low cab height, good visibility, maneuverability, low cost, product flexibility, and attractive appearance with strong ties to a Sterling family identity. The result is an attractive and competitive package delivered to the market in minimum time. This paper summarizes the product content and project approach taken to launch ACTERRA.

This paper describes some basic aspects of designing a medium and heavy-duty truck cab shell. Since the North American market has been dominated for the last several years by conventional, cab-behind-engine trucks and tractors, only cab shells for this type of vehicle will be discussed. The challenges in designing a medium and heavy-duty truck cab are different from those for a car or light truck body. This paper will highlight some of the differences and describe in detail part of the unique design criteria of truck cabs. Unless otherwise stated, the further use of the word truck will only refer to medium and heavy-duty vehicles.