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Advanced Vehicle Technologies (AVT), a Ballarat Australia based company, has developed the World's first diesel to 100% LPG conversion for heavy haul trucks. There is no diesel required or utilized on the trucks. The engine is converted with minimal changes into a spark ignition engine with equivalent power and torque of the diesel. The patented technology is now deployed in 2 Mercedes Actros trucks. The power output in engine dynamometer testing exceeds that of the diesel (in excess of 370 kW power and 2700 Nm torque). In on-road application the power curve is matched to the diesel specifications to avoid potential downstream power-train stress. Testing at the Department of Transport Energy & Infrastructure, Regency Park, SA have shown the Euro 3 truck converted to LPG is between Euro 4 and Euro 5 NOx levels, CO2 levels 10% better than diesel on DT80 test and about even with diesel on CUEDC tests.

This SAE standard establishes the minimum construction and performance requirements for a 15 Pole Connector Between Towing Vehicles and Trailers, for trucks, trailers, and dollies in conjunction with SAE J2742. The connector accommodates both power and ISO 11992-1 signal circuits along with dual ground wires to accommodate grounding requirements within the constraints of the SAE J2691 terminal capacity.

The demand for improved fuel economy in both cars and trucks has emphasized the need for lighter weight components. The application of high strength steel to wheels, both rim and disc, represents a significant opportunity for the automotive industry. This paper discusses the Ranger HSLA wheel program that achieved a 9.7 lbs. per vehicle weight savings relative to a plain carbon steel wheel of the same design. It describes the Ranger wheel specifications, the material selection, the metallurgical considerations of applying HSLA to wheels, and HSLA arc and flash butt welding. The Ranger wheel design and the development of the manufacturing process is discussed, including design modifications to accommodate the lighter gage. The results demonstrate that wheels can be successfully manufactured from low sulfur 60XK HSLA steel in a conventional high volume process (stamped disc and rolled rim) to meet all wheel performance requirements and achieve a significant weight reduction.

This paper is a summary of the aerodynamic development of the 1988 Chevrolet and GMC pickup truck. Comprehensive drag reduction work was performed with clay models from the original concept through the detailed full-scale model. In addition, the aerodynamic development included wind rush noise reduction, optimization of engine cooling air flow, and body surface pressures for HVAC performance.

The work presented here seeks to compare different means of providing scavenging systems for an automotive 2-stroke engine. It follows on from previous work solely investigating uniflow scavenging systems, and aims to provide context for the results discovered there as well as to assess the benefits of a new scavenging system: the reverse-uniflow sleeve-valve. For the study the general performance of the engine was taken to be suitable to power a medium-duty truck, and all of the concepts discussed here were compared in terms of indicated fuel consumption for the same cylinder swept volume using a one-dimensional engine simulation package. In order to investigate the sleeve-valve designs layout drawings and analysis of the Rolls-Royce Crecy-type sleeve had to be undertaken.

Airbag systems have been part of passenger car and truck programs since the mid-1980's. However, systems designed for medium and heavy duty truck applications are relatively new. The release of airbag systems for medium duty truck has provided some unique challenges, especially for the airbag sensing systems. Because of the many commercial applications within the medium duty market, the diversity of the sensing environments must be considered when designing and calibrating the airbag sensing system. The 2003 Chevrolet Kodiak and GMC TopKick airbag sensing development included significant work, not only on the development of airbag deployment events but also non-deployment events – events which do not require the airbag to deploy. This paper describes the process used to develop the airbag sensing system deployment events and non-deployment event used in the airbag sensing system calibration.

Three-dimensional transient simulation was performed and an autoignition model was implemented to predict knock occurrence and autoignition site in a heavy-duty liquefied petroleum gas (LPG) engine. A flame area evolution (FAE) premixed combustion model was applied to simulate flame propagation. Engine experiments using a single-cylinder research engine were performed to calibrate the reduced kinetic model and to verify the result of this modeling. A pressure transducer and a head-gasket type ion-probe circuit board were installed to detect knock occurrence, flame arrival angle, and autoignition site. The simulation result shows good agreement with engine experiments. It also provides much information about in-cylinder phenomena and some ways to reduce knocking tendency. This knock simulation can be used as a development tool of engine design.

The demand of game-changing technologies to improve efficiency and abate emissions of heavy-duty trucks and off-road vehicles promoted the development of novel engine concepts. The Recuperated Split-Cycle (R-SC) engine allows to recover the exhaust gases energy into the air intake by separating the compression and combustion stages into two different but connected cylinders: the compressor and expander, respectively. The result is a potential increase of the engine thermal efficiency. Accordingly, the 3D-computational fluid dynamics (CFD) modelling of the gas exchange process and the combustion evolution inside the expander becomes essential to control and optimize the R-SC engine concept. This work aims to address the most challenging numerical aspects encountered in a 3D numerical simulation of an R-SC engine.

Two new 4 X 4 drivetrain systems have been developed for highway tractors that are used to pull multiple trailer combinations. The first one is a 4 X 2 that automatically becomes a 4 X 4 when conditions exist that require 4 X 4 operation. The second one is a full-time 4 X 4 that proportions the drive torque 36% to the front axle and 64% to the rear axle. A unique front driving steering axle has also been developed that permits a 4 X 4 system to be installed in a standard 4 X 2 truck. There is no need to relocate any major components to make space available for a front driving steering axle.

The measurement of the contact forces between road and tires is of fundamental importance while designing road vehicles. In this paper, the design and the employment of measuring wheels for trucks and heavy vehicles is presented. The measuring wheels have been optimized in order to obtain high stiffness and the approximately the same mass of the wheels normally employed. The proposed multicomponent measuring wheels are high- accuracy instruments for measuring the dynamic loads during handling and durability testing. The measuring wheels can replace the wheels of the truck under normal operation. Such family of wheels plays a major role in modern road vehicles development. The measuring wheel concept design is based on a patented three-spoke structure connected to the wheel rim. The spokes are instrumented by means of strain gauges and the measuring wheel is able to measure the three forces and the three moments acting at the interface between the tire and the road.

The AVL International Commercial Powertrain Conference is the premier forum for truck, agricultural and construction equipment manufacturers to discuss powertrain technology challenges and solutions across their industries. The topics of the conference, which happens every two years, cover all five elements of a modern powertrain: engine, transmission, electric motor, battery and the electronic control which are used basically the same way in the quest for optimal efficiency and environmental compatibility. This event offers a unique opportunity for highly regarded professionals to address the synergy effects and distinctive characteristics of commercial vehicles, agricultural tractors and non-road vehicles, and industrial machinery. These proceedings are being co-published with SAE International, via a strategic partnership.

Organized in cooperation with SAE International, AVL’s International Commercial Powertrain Conference- ICPC, happens every two years. This event offers a unique opportunity for engineers to address the synergy effects and distinctive characteristics of commercial vehicles, agricultural tractors and non-road vehicles, and industrial machinery. In 2015, the 8th ICPC focused on alternative powertrain technologies and innovations improving operating efficiency. These proceedings include 17 papers focusing on the following topics: • Emissions reduction for heavy-duty vehicles • Alternative drivetrains • Autonomous driving • Connected driving • Efficiency • Alternative fuels • Product diversity • Challenges of cost vs. complexity

Organized in cooperation with SAE International, AVL’s International Commercial Powertrain Conference- ICPC, happens every two years. It is the premier forum for truck, agricultural and construction equipment manufacturers to discuss powertrain technology challenges and solutions across their industries. This event offers a unique opportunity for engineers to address the synergy effects and distinctive characteristics of commercial vehicles, agricultural tractors and non-road vehicles, and industrial machinery. In 2017, the 9th ICPC focused on alternative powertrain technologies and innovations improving operating efficiency. These proceedings focus on: • Future challenges for engines and emissions • Smart Technologies Changing Farming • Cyber Physical Systems in Agriculture Business • OEM View of the Future of the Construction Machinery Industry • Powertrain Developments • CO2 Reduction • CVT Transmission Platform Technology • Autonomous and Connected Trucks

The LTL-900 Transi-Lift crane features front and rear crawler-mounted load platforms connected with a hoist-supporting five foot diameter pipe section. The pin-together main boom is available in lengths up to 400 feet and completely disassembles for ease of transport to and from the jobsite. The crane requires three operators and can hoist, boom, swing and travel simultaneously with maximum loads. Upending, moving and setting large refinery vessels is facilitated by the mobility of the crawler-supported crane on unprepared surfaces. Up to 1000 tons of 36 ton concrete beams or equivalent are required as counterweight to develop the ANSI B30.5 approved capacities.

This paper describes a building block approach for understanding the past, present and future four wheel drive systems. The emphasis will be on light trucks and sport utility vehicles. It will describe the advantages of four wheel drive and how it improves performance and safety. The building block approach is a tool for categorizing the basic systems in the market. Systems are separated into main component areas and are rated for the effect they have on the overall performance and safety. This paper can be used as a means for understanding a very complex 4x4 market.

The paper discusses the fact that in a year when economic conditions might be saying “don't buy”, there may be good business reasons to buy trucks. It is based on a study made with the cooperation of a truck operator who permitted the analysis of all aspects of his operation. After the study, the operator did buy trucks in a year when, on the surface, it appeared new truck purchases wouldn't be justified because of economic conditions. The operator also changed his buying pattern from his past practice of glider kitting trucks for replacement and buying new trucks only for expansion.

Various drag reduction strategies have been applied to a full size production pickup truck to evaluate their effectiveness by using Computational Fluid Dynamics (CFD). The drag reduction devices evaluated in this study were placed at the rear end of the truck bed and the tailgate. Three types of devices were evaluated: (1) boat tail-like extended plates attached to the tailgate; (2) mid-plate attached to the mid-section of the tailgate and; (3) flat plates partially covering the truck bed. The effect of drag reduction by various combinations of these three devices are presented in this paper. Twenty-four configurations were evaluated in the study with the best achievable drag reduction of around 21 counts (ΔCd = 0.021). A detailed breakdown of the pressure differentials at the base of the truck is provided in order to understand the flow mechanism for the drag reductions.

This paper starts with an analysis of design configurations of the drivelines with different power-dividing units (PDUs) of main dump truck manufacturing companies. As it follows from the analysis, improvements of articulated truck energy efficiency and reduction of fuel consumption by optimizing the power distribution to the drive wheels are still open issues. The problem is that a variety of operating and terrain conditions of dump trucks requires different wheel power distributions that cannot be provided by one set of PDUs employed in a truck. The central PDU in the transfer case was identified as the most important PDU among the five PDUs, which plays a crucial role in the power distribution between the front axle and the rear tandem of a 6×6 articulated dump truck. The paper formulates a constraint optimization problem to minimize the tire slippage power losses by optimizing the power distribution between the drive wheels.

To meet future needs for heavy truck cooling, a novel high performance radial compact cooling system (CCS) was developed. Measurements with a prototype system were conducted in a component wind tunnel and with truck-installed systems in a climatic vehicular wind tunnel. The CSS is compared to conventional axial and side-by-side systems. In comparison with a conventional axial system, the performance per unit volume of the CCS is 42% higher, the noise level is about 6 dB lower and the power consumption of the radial fan is 70% of the axial fan leading to significant savings in fuel consumption.