LEE MINIATURE CHECK VALVES | RELIEF VALVES | SHUTTLE VALVES | FLOW CONTROLS | PRECISION ORIFICES | EXPANSION PLUGS

SOME COMPANIES IMITATE.

WE INNOVATE.

Imitation is easy.
Innovation is hard work.
Leighton Lee II was an innovator. He founded
our company on that spirit, and it’s how we
solve tough problems today. Every product
you see here—from miniature check and relief
valves to shuttle valves, flow controls, precision
orifices and plugs—was developed to solve a
customer’s fluid control challenge. Since 1948,
we’ve been delivering engineered solutions
for a wide variety of demanding applications.
We have the experience, product breadth, and
technical know-how to provide engineered
performance, with zero risk. Don’t let an imitator
ruin your day—or your design. Contact us
today to put our knowledge to work for you.

Learn more at leeimh.com/innovate

Innovation in Miniature

®
2 Pettipaug Rd, Westbrook CT 06498-0424
860-399-6281 | 1-800-LEE PLUG | www.leeimh.com
The Lee Company WESTBROOK•LONDON•PARIS•FRANKFURT•MILAN•STOCKHOLM

Free Info at http://info.hotims.com/76533-710

 TRUCK & OFF-HIGHWAY
ENGINEERING ®

Hydrogen is hot!
Fuel cells ramp up
worldwide

COMVEC
Highlights:
• Startups inject speed
• UX design for cabs
• Ultra-low NOx challenges

Software boost for hydraulics

Next-level autonomy October 2020 offhighway.sae.org

100 years of
Pioneering spirit.

The only engine that has never changed.

Guided by the spirit of our founding brothers, we became one of the 20 largest mobility suppliers in the world. Times may have
changed but our company’s spirit is still the same. Today, we work to develop tomorrow’s sustainable mobility. Our innovative
solutions continue to set milestones in the field of alternative drive systems and in the optimization of combustion engines. Our
77,000 employees are happy to take on the great challenges of our time, always accompanied by a colleague with 100 years of
experience – our legendary Pioneering spirit.

us.mahle.com

Download the 2020 Heavy-Duty Diesel Engines E-Chart:

techbriefs.com/2020_TOHEchart

Free Info at http://info.hotims.com/76533-701

CONTENTS
FEATURES
8 Bits and bytes boost hydraulic
system capabilities HYDRAULICS
Software has become a mainstay for adding features and functions,
with more to come as programming tools advance.
12 Taking autonomy to the next level
AUTONOMOUS  equipment standard  | STANDARDS
More work still needs done on AI, reaction strategies and assessing
technology readiness before L4 trucks are market ready.
REGULARS
2 Editorial
Competencies shift as technology changes
3 Technical Innovations
3 UX designers and “engineering chefs” cook
up unique user interfaces | HMI | UX DESIGN
5 SAE, AEM collaborate on new underground-
6 Electric actuators can benefit heavy-duty
diesels | PROPULSION

18 Hydrogen fuel cells – finally? 26 Original Equipment

ELECTRIFICATION 26 Bollinger expanding planned EV lineup with
As the debate continues about HFCEV commercial potential, a the Deliver-E commercial van
snapshot of some global markets reveals continuing hope for
fulfilment of long-awaited promise, particularly in trucks and buses.
28 Product Briefs
SPOTLIGHT: Hydraulics & Flow Control and
23 Startups emerge as accelerators Test & Measurement Tools

PRODUCT DEVELOPMENT 31 Companies Mentioned, Ad Index

Newcomers are helping commercial-vehicle OEMs and Tier 1s speed
up development processes.
32 Q&A
Powertrain experts at Navistar, Cummins and
AVL discuss potential solutions to meet
upcoming ultra-low NOx regulations.

ON THE COVER
General Motors will supply its Hydrotec fuel-cell system to Nikola
for Class-7/8 trucks, helping the automaker build scale to lower
costs and increase profitability. (GM)

12
follow us @SAEOHEMag

Truck & Off-Highway Engineering®, October 2020, Volume 28, Number 5. Truck & Off-Highway
Engineering (ISSN 2475-6148) is published in February, April, June, August, October, December
by Tech Briefs Media Group, An SAE International Company®, 261 Fifth Avenue, Suite 1901, New
York, NY 10016 and printed in Mechanicsburg, PA. Copyright © 2020 SAE International. Annual
print subscription for SAE International members: first subscription, $20 included in dues;
additional single copies, $30 each North America, $35 each overseas. Prices for nonmember
subscriptions are $100 North America, $150 overseas. Periodicals postage paid at New York,
NY and additional mailing offices. POSTMASTER: Please send address changes to Truck &
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 copyright@sae.org. To purchase reprints, contact advertising@sae.org. 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)

Audited by

TRUCK & OFF-HIGHWAY ENGINEERING October 2020 1

 EDITORIAL Midwest/Great Lakes:
IN, MI, WI, IA, IL, MN
Chris Kennedy
Bill Visnic
+1.847.498.4520, x3008
Editorial Director
ckennedy@techbriefs.com
Bill.Visnic@sae.org
Midwest/Central Canada:

EDITORIAL
Ryan Gehm
KS, KY, MO, NE, ND, SD, ON, MB
Editor-in-Chief
Bob Casey
Ryan.Gehm@sae.org
+1.847.223.5225
Lindsay Brooke bobc@techbriefs.com
Senior Editor
Southern CA, AZ, NM,
Lindsay.Brooke@sae.org
Rocky Mountain States:
Paul Seredynski Tim Powers
Senior Editor +1.424.247.9207

Competencies shift as technology changes Paul.Seredynski@sae.org

Jennifer Shuttleworth
tpowers@techbriefs.com
Northern CA, WA, OR,
Associate Editor Western Canada:
Fuel cells. Electrification. Electrohydraulics. the focus of another COMVEC session. Jennifer.Shuttleworth@sae.org Twyla Sulesky
+1.408.779.0005
UI/UX design. Autonomy. All these top- For companies seeking to grow a par- Lisa Arrigo tsulesky@techbriefs.com
Custom Electronic
ics are covered in this issue of Truck & ticular area of competence, they have Products Editor
Off-Highway Engineering. And all are options: hire new talent, reskill existing Lisa.Arrigo@sae.org International
dynamic areas ripe with challenges and workers, or look externally — for ex- Contributors Europe – Central & Eastern:
Sven Anacker
opportunities in research, development ample, through acquisitions. Stuart Birch Britta Steinberg
European Editor +49.202.27169.11
and deployment in commercial vehicles “We’ve come to the realization that we sa@intermediapartners.de
Steven Ashley, Sebastian Blanco, steinberg@intermediapartners.de
and off-highway machines. Experts really can’t do this all on our own,” said Kami Buchholz, Terry Costlow, Europe – Western:
agree that new skillsets and a shift away Jeff Pincock, director of business devel- Dan Gilkes, Paul Weissler Chris Shaw
+44.1270.522130
from “how things have always been opment at Ford Motor Co., providing an chris.shaw@chrisshawmedia.co.uk
done” are necessary to realize the full automaker’s perspective. “These new DESIGN China:
potential of these technologies. technologies, this new talent that we’re Lois Erlacher
Creative Director
Alan Ao
+86.21.6140.8920
Chris Brockbank, VP of technology looking at, it is very expensive. And it Ray Carlson
alan.ao@sae.org

and strategy at Ricardo North America, takes a significant amount of time to go Associate Art Director Japan:
Shigenori Nagatomo
noted a culture shift is needed in engi- through and assess your internal capabili- +81.3.3661.6138
neering design. “We were trained in ties vs. some of the external options avail- SALES & Nagatomo-pbi@gol.com

engineering to be ingrained in tradi- able. It can be faster to actually acquire a MARKETING South Korea:
Eun-Tae Kim
+82-2-564-3971/2
tional thinking — ‘I need this design to company, and it can be less costly.” Joe Pramberger
ksae1@ksae.org
Publisher
last 20 years; it must not break; the Ford has pursued equity investments as joe@techbriefs.com
world can end and this will still be an R&D strategy. “We’ve found that there Kaitlyn Sommer Integrated Media
there,’” he told SAE COMVEC attendees. are great startups out there,” Pincock said,
Marketing Director
ksommer@techbriefs.com Consultants
Rather, what the industry needs are “and if we engage directly with them — Martha Tress Christian DeLalla
+1.973.841.6035
Recruitment Sales Manager
“engineering chefs,” with a mindset and not only on a commercial basis but also +1.724.772.7155 christiand@techbriefs.com
process more akin to a top chef that on an investment basis — that we’ve been Martha.Tress@sae.org Casey Hanson
+1.973.841.6040
changes his or her menu regularly. able to leverage those skills, those capa- chanson@techbriefs.com
“Design it, develop it, produce it, let peo- bilities and that technology, and then REGIONAL Patrick Harvey

ple enjoy it, let them appreciate it and bring it back into the company and edu- SALES +1.973.409.4686
pharvey@techbriefs.com

then move on,” Brockbank said of the cate the broader workforce.” North America Todd Holtz
+1.973.545.2566
new-look product lifecycle. “It must be Over the past four to five years, Ford New England/Eastern Canada: tholtz@techbriefs.com
ME, VT, NH, MA, RI, QC
consumable, it must be adaptable, and it has completed between 40 and 50 Ed Marecki Rick Rosenberg
+1.401.351.0274 +1.973.545.2565
must be upgradeable.” (See page 3.) transactions, ranging from full acquisi- emarecki@techbriefs.com rrosenberg@techbriefs.com
Electrohydraulic system develop- tions to minority investments — “All with CT: Scott Williams
Stan Greenfield +1.973.545.2464
ment, with its increasing emphasis on the idea of accelerating our strategy.” +1.203.938.2418 swilliams@techbriefs.com
software and programming tools, is a One notable success story, he said, has greenco@optonline.net

good example of an evolving technol- been working with VW and new-tech- Mid-Atlantic/Southeast/TX:
DC, VA, WV, TN, NC, SC, GA, FL,
ogy area that calls for unique skills. nology startup Argo AI in the autono- AL, MS, LA, AR, OK, TX
Ray Tompkins
“The combination of several factors mous-vehicle space. (See page 23.) +1.281.313.1004
rtompkins@techbriefs.com
— using object-oriented design (OOD) Whether hiring, reskilling or acquir-
NY, NJ, OH:
in the design and implementation pro- ing, one thing is clear: Companies must Ryan Beckman
cess, moving towards multithreaded evaluate and adapt skillsets and devel- +1.973.409.4687
rbeckman@techbriefs.com
applications via multi-core CPUs and opment processes to stay relevant in a PA/DE:
SUBSCRIPTIONS
+1.866.354.1125
embedded operating systems and a shifting technology landscape. Desiree Stygar
+1.908.300.2539 TOH@OMEDA.COM
transition to agile project management Ryan Gehm, Editor-in-Chief dstygar@techbriefs.com
models and tool chains — makes this
sector a very palatable field also for Editor’s Note: Check out TOHE’s 2020 REPRINTS
Jill Kaletha
many software engineers and computer Heavy-Duty Diesel Engines e-chart spon- +1.574.347.4211
jkaletha@mossbergco.com
scientists,” said Janosch Fauster, direc- sored by Mahle, which offers a compre-
tor, Application Development Center at hensive list of specifications for power
TTControl. (See page 8.) units available in North America. The
Technology impact on the develop- e-chart is now available for download at
ment process and workforce skills was techbriefs.com/2020_TOHEchart.

2 October 2020 TRUCK & OFF-HIGHWAY ENGINEERING


SAE INTERNATIONAL
BOARD OF DIRECTORS
Todd Zarfos
President
Paul Mascarenas, OBE
2019 President
Jeff Hemphill
2021 President Elect
Pascal Joly
Vice President – Aerospace
Ken Washington, PhD
Vice President – Automotive
Michael Weinert
Vice President –
Commercial Vehicle
Andrew Jeffers
Treasurer
David L. Schutt, PhD
Chief Executive Officer
Gregory L. Bradley, Esq.
Secretary
Landon Sproull
Jeff Varick
Rhonda Walthall
SAE International Sections
SAE International Sections are local
units comprised of 100 or more SAE
International Members in a defined
technical or geographic area. The purpose
of local Sections is to meet the technical,
developmental, and personal needs of the
SAE Members in a given area. For more
information, please visit sae.org/sections
or contact SAE Member Relations Specialist
Abby Hartman at abby.hartman@sae.org.
SAE International
Collegiate Chapters
Collegiate Chapters are a way for SAE
International Student Members to get
together on their campus and develop
skills in a student-run and -elected
environment. Student Members are vital
to the continued success and future of
SAE. While your course work teaches
you the engineering knowledge you
need, participation in your SAE Collegiate
Chapter can develop or enhance other
important skills, including leadership,
time management, project management,
CNH INDUSTRIAL
communications, organization, planning,
delegation, budgeting, and finance. For
more information, please visit students.
sae.org/chapters/collegiate/ or contact
SAE Member Relations Specialist Abby
Hartman at abby.hartman@sae.org.
TRUCK & OFF-HIGHWAY ENGINEERING
HMI | UX DESIGN
UX designers and “engineering chefs” cook up unique
user interfaces
Cabin interiors will continue to transform in the
coming years, largely driven by the advanced
UI/UX (user interface/user experience) devel-
opment taking place in companies’ innovation
centers, said David Wilkie, director of the CNH
Industrial Design Center, speaking at a 2020
SAE COMVEC Digital Summit session on de-
sign’s role in product development. He believes
a designer’s job is to foster a “human connec-
tion” between the machine and the operator
that includes a focus on ergonomics and the
details that make for a “more pleasurable” op-
erating environment.
“There’s a huge push towards improving the
cabin, improving the way of life for the operator
and really making things easy to use and a plea-
sure to use,” Wilkie said. “To do this, you don’t
just need a designer or a stylist, what you need
is a team – an engineering team that works with
us, you need ergonomics, and you need the UX/
UI team because it’s the complete package.”
Wilkie presented several recent futuristic-
looking concept vehicles by CNH brands that
span the agricultural, construction and com-
mercial vehicle segments. A hybrid-electric
tractor concept from Steyr and powertrain
partner FPT Industrial revealed in late 2019, the
Steyr Konzept, won a 2020 MUSE Design
Award for Concept Design. This “future vision
for agricultural machinery” features a minimal-
ist design for the cab but maximizes advanced
human-machine interface (HMI) technology.
For example, key operating parameters are
TECHNICAL
INNOVATIONS
The hybrid-electric
Steyr Konzept tractor
incorporates a
head-up display that
places key operating
parameters in the
operator’s line-of-
sight to enhance
visibility, productivity
and safety.
projected onto a head-up display (HUD) to
provide at-a-glance information, enhancing
operator visibility and minimizing distractions.
An integrated display on the right-hand win-
dow allows operators to perform farm-man-
agement “office” activities, and precision farm-
ing is supported by a drone that transmits real-
time data back to the cab so parameters can
be modified based on actual field conditions.
Despite the sleek designs and high-tech fea-
tures, the CNH concepts still retain traditional
HMI elements, such as a steering wheel. Why
remain so operator-focused? “I believe that the
cab is still with us for a while,” Wilkie said. “Full
autonomous is actually easier for the designer.
I think we should be looking at both.”
HMI standardization
Providing an automotive aftermarket perspec-
tive on consumer electronics, Chris Cook, presi-
dent of the Mobile Electronics Association,
stressed that nothing should break the 10-2-30
rule to ensure safe operation – meaning no
more than 10 two-second glances in a 30-sec-
ond period. This rule should apply whether
designing for the aftermarket or for original
equipment, he said.
Working against this goal is a lack of HMI
standardization, Cook said, noting that drivers
must acclimate to varied interfaces as they
operate different vehicles. “HMIs from various
automakers, as we’ve seen from the aftermar-
ket side, become very complicated and almost
October 2020 3
TECHNICAL INNOVATIONS
“We must design things as engineers that can be replaceable.”
- Chris Brockbank, Ricardo North America
immediately after they’re delivered be-
come outdated,” he said. Some manufac-
turers have begun to integrate functional-
ity that allows certain software updates,
but “it’s still not to a point where over the
life cycle of the vehicle that those tech-
nologies can be updated.”
Chris Brockbank, VP of technology
and strategy at Ricardo North America,
agreed. “As a young engineer, I was re-
sponsible for cruise control. Even today,
every cruise control – a safety-critical
system, something that can accelerate
the vehicle – it’s different in every ve-
hicle. It’s amazing that happens,” he said.
A unique, “service-oriented” software
platform architecture is required,
Brockbank added. Engineers need to
ensure that hardware is designed to
have enough memory and the software
platform architected properly to enable
over-the-air (OTA) updates throughout
the vehicle’s life, he said.
HMI standards should be guidelines
and offer boundaries rather than be a
strict mandate, according to Brockbank.
“We can’t dictate because that’s going to
dampen creativity,” he said. “I don’t know
what my team and I are going to be do-
ing in a few years’ time, and I love that.”
“For the aftermarket, it’s all about
the user experience,” Cook empha-
sized. “I hope this becomes an open
discussion to talk about that user ex-
perience and how we can meet that
challenge working together, both OEM
and aftermarket.”
4 October 2020
Engineering culture shift
Unlike consumer electronics, where
products have a limited shelf life, com-
mercial vehicles cannot be discarded
when certain systems – like the HMI ele-
ments in the cab – become outdated. “It
means that not only do we have to up-
date the software, which we’ve been
doing, we have to consider that we up-
date the hardware, the interface, and
how we’re going to go about this,” said
Brockbank. “We must design things as
engineers that can be replaceable.”
What’s needed, according to
Brockbank, is a monumental culture shift
in engineering design. “We were trained
in engineering to be ingrained in tradi-
tional thinking – ‘I need this design to
last 20 years; it must not break; the
world can end and this will still be there,’
The interior of
the battery-
electric Nikola
Tre semi-truck
features fully
digital displays,
a 21-inch
touchscreen
and full camera
monitor system,
along with
sustainable
materials.
Virtual reality and advanced
simulation help designers
conceptualize future machines
and how operators interact
with them.
particularly in the commercial-vehicle
world,” he told COMVEC attendees.
Instead, engineers need to become
more like chefs, creating products that
are consumed, enjoyed, appreciated,
and then move on to the next one,
Brockbank said. This strategy requires a
move toward modular design. “It’s not
just OTA updates of software but the
whole operating system. But then the
most important one, we need ‘plug and
play’ hardware,” he said. And not just
hardware that’s replaced at a dealer-
ship, but rather can be removed by the
user/operator.
Touch screens and HUDs eventually
will become more commonplace in com-
mercial vehicles and heavy equipment,
he believes, and the steering wheel and
other traditional controls may give way
to voice activation or even eyeball acti-
vation to move a vehicle around.
To avoid excessive waste, hardware
components that are going to be re-
placed must also be designed to be
FROM TOP: CNH INDUSTRIAL; NIKOLA
recyclable. “The biggest problem with
recycling and end-of-life at the moment
is we’re trying to apply new standards
to old products,” Brockbank said. “But
if we know on the front end that this
product in five years’ time is going to
be stripped apart and recycled, that’s
how I’ll design it.”
Ryan Gehm
TRUCK & OFF-HIGHWAY ENGINEERING

STANDARDS
SAE, AEM collaborate on new underground-equipment standard
SAE International recently published the
first standard of its kind for the vacuum
excavation equipment industry – J3107,
Vacuum Excavation and Sewer Cleaning
Equipment - Safety Requirements – in
collaboration with the Association of
Equipment Manufacturers (AEM). The
J3107 standard complements the al-
ready-published J3106, Vacuum
Excavation and Sewer Cleaning
Equipment Classification and
Nomenclature, which defines the com-
mon terminology for vacuum excavation
and sewer cleaning equipment.
The J3107 standard is not intended to
cover equipment addressed by other
on-road federal, state, and local regula-
tions. Truck-mounted or trailer-mount-
ed vehicles are required to meet local
or regional on-road requirements, as
applicable.
TOHE Sonceboz Prior to publication
Ad 1020.qxp_1/2 of J3107,
Page Horizontal 10/1/20
TRUCK & OFF-HIGHWAY ENGINEERING
TECHNICAL INNOVATIONS
there were no safety standards or
guidelines for the vacuum excavator or
sewer cleaning equipment industries.
The members of the AEM
Underground Equipment Manufacturers
Committee (UEMC) determined the
need for standards for the growing vac-
uum excavation industry. While vacuum
excavators have been in production for
many years, the full use of this equip-
ment for assisting with the safe excava-
tion around underground utilities has
just started to be realized in the last few
years, according to AEM.
The UEMC Committee drafted the ini-
tial scope of the vacuum-excavator stan-
dard and then approached SAE to ex-
pand the efforts to the entire indus-
try. This included gathering several man-
ufacturers and industry experts to create
the PM
3:34 standard.
Page 1 Since many of these manu-
160 mm
250 mm
Free Info at http://info.hotims.com/76533-702
facturers produce a combination sewer
cleaner and vacuum excavator machine,
it was practical to include both machines
in developing a standard.
“As we started developing it, we real-
ized that it was going to be hard to
draw a line where the vacuum excava-
tion equipment stopped and the sewer
equipment started. It was something
that wasn’t the original intent, but it just
made sense to include the sewer clean-
ing equipment in with the vacuum ex-
cavator equipment,” said SAE MTCS9a
task force chair Susan Harmon, of
Charles Machine Works (Ditch Witch).
After many meetings and the joint
efforts of industry experts, the SAE
MTCS9a committee, led by Harmon,
completed and navigated the two stan-
dards (J3106 and J3107) through the
SAE balloting and publishing process,
ELECTRO-HYDRAULIC
PUMP FOR STEERING
Electric and hybrid commercial vehicles
are driving a path toward clean and effi-
cient transportation. Sonceboz’s compact
EHPS solutions for front and rear axle
steering are ideal for easy integration in
tight spaces.
• Up to 200 bar and 25 l / min
• 24 V and 48 V compatible
• Integrated CAN bus controller
• Available with pump or motor only
COMPACTNESS LOW NOISE ENERGY
EFFICIENCY
www.sonceboz.com FROM MIND TO MOTION
October 2020 5
TECHNICAL INNOVATIONS
Vermeer claims its new XR2 is the industry’s first vacuum excavator
equipped with a shaker deck that separates liquids and solids, allowing
contractors to stay on the jobsite longer.
At the ICUEE 2019 event in Louisville, KY, Vermeer revealed and demoed a
prototype of its new XR2 vacuum excavator. The XR2 became available in
select regions in early 2020.
while AEM and William Bernhard with AEM sponsored and
facilitated the meetings. Harmon explained to Truck & Off-
Highway Engineering that vacuum excavation and sewer
cleaning were in a gray area, where it was not entirely clear
what standards applied to these applications.
“It is moving toward falling in the scope of earthmoving
machinery, so it will be a little clearer what standards apply to
this [equipment],” she shared.
The publication of SAE standards J3106 and J3107 (www.
sae.org/standards/content/j3107_202007/) has comple-
mented the efforts that the underground construction in-
dustry has delivered to their workforce to improve safety. “I
am an advocate for having industry consensus on our best
practices to develop safety requirements for earthmoving
machinery,” Harmon said. “What is really nice about this new
standard is that we were able to arrive at a consensus and
that we came together to define these requirements.”
Jennifer Shuttleworth
6 October 2020
PROPULSION
Electric actuators can benefit
heavy-duty diesels
Camcon’s iVT
technology
replaces the
camshaft
with electric
actuators to
deliver fuel
consumption
savings of up
to 5%.
As the heavy-duty diesel (HDD) truck world looks to likely
future alternative power sources – battery or fuel cell – R&D
into improving internal-combustion engine (ICE) efficiency
continues. Digital valvetrain specialist Camcon Automotive is
now claiming that potentially significant diesel fuel consump-
tion reduction could be achieved using a combination of its
iVT (intelligent Valve Technology) solution, which replaces the
camshaft by using electric actuators, together with the use of
advanced software and artificial intelligence.
Following what it terms a period of successful development of
iVT in gasoline engines for passenger cars (www.sae.org/
news/2019/09/brunel-university-camshaft-replacement-re-
search), including creation of a dynamic prototype, Camcon
Automotive is increasingly focusing on the HDD market. Neil
Butler, the company’s technical consultant, regards the project as
“essentially launching the concept of the digital engine for HDD.”
The company’s aim is to establish a collaborative program with an
OEM or major supplier to develop a production-viable iVT system.
Camcon is claiming a fuel consumption reduction of up to
5%, with complementary reduction in emissions to help meet
legislated limits and reduce the pressure on operators to move
CLOCKWISE FROM TOP LEFT: SAE/RYAN GEHM; CAMCON; CAMCON; SAE/RYAN GEHM
toward pure electric powertrains. Depending on country, fuel
costs over the lifetime of an average HDD truck could be some
1 million euros, making a 5% cut very significant, Butler said.
Camcon’s figures for annual running costs are based on a
HDD truck operating in the U.K., averaging 9 mpg (imperial
unit), burning diesel fuel at a cost of £1.15/liter and covering
Camcon says iVT provides
“infinite control” of an
engine’s valves and fills a
gap created by “increasingly
complex but essentially
mechanical” variable
valvetrains.
TRUCK & OFF-HIGHWAY ENGINEERING
 TECHNICAL INNOVATIONS

85,000 miles (137,000 km) per annum, “Technology such as digital control of when applied to HDD trucks. What’s
or about 230 miles (370 km) per day. valve timing – replacing camshafts with more, innovation such as this requires
electric motors to increase engine ef- no changes to existing infrastructure,
‘Infinite’ control of valves ficiency – can make a significant and saves operators money and lessens en-
By replacing the camshaft with electric almost immediate reduction in fuel con- vironmental impact.”
actuators, iVT can ensure an “infinite sumption and emissions, particularly Stuart Birch
variety” of valve events via changing TOHE Smalley Ad 1020.qxp_1/2 Page Island 9/29/20 11:27 AM Page 1
timing lift and shape, Butler explained.
This capability would contribute to re-
ducing weight and packaging require-
ments of current aftertreatment equip-
ment, he added, which can be extreme-
ly costly and may come near to equal-
ing or even exceeding the price of some
diesel truck engines. AdBlue consump-
tion also would be reduced.
Butler said that although most as-
pects of the combustion process of
HDDs utilize digital control, there is a
gap to be filled: “Breathing has been
stuck under the control of increasingly
complex but essentially mechanical
variable valvetrains (VVTs); iVT gives
infinite control over the valves, bring-
ing enormous benefits for HDD users,
from cold-start emissions performance
to exhaust gas recirculation (EGR),
plus on-demand cylinder activation
and management of harmful pollut-
ants, including NOx.”
A further asset of iVT concerns cata-
lyst performance. “Catalysts can be
maintained at their optimum operating
temperature over a greater proportion
of the drive cycle,” Butler explained. To
maximize efficiency, Camcon envisions
incorporation of a suite of software that
facilitates iVT being calibrated via ma- STAINLESS IS STANDARD
chine learning to combine hardware
and software into a single package. Our rings provide the same fit
At the U.K.’s University of and func tion as stamped rings,
but are easier to assemble and
Cambridge, David Cebon, director of
remove with no special tools.
the Center for Sustainable Road Freight Standard parts available in stainless
and professor of mechanical engineer- (302 & 316) and carbon steel.
ing, stated: “Changing the powertrain of
Standard or custom, we’ll provide
cars and trucks is inevitable. What tech-
you with the right ring, in the right
nologies will win in the new era are as material, for your application.
yet unknown. While the future emerges,
it has to be acknowledged that conven-
tional engines will be with us for at
FREE SAMPLES:
least the next decade, and probably a C all (866) 483 -9410, or visit
lot longer as part of hybrid powertrains. exper t .smalley.com/SAE /rings
“So, the industry’s responsibility is to
make them as low impact to the envi-
ronment as possible,” Cebon continued.

TRUCK & OFF-HIGHWAY ENGINEERING Free Info at http://info.hotims.com/76533-703 October 2020 7

Bits and bytes boost
HYDRAULIC
SYSTEM
CAPABILITIES
Software has become
a mainstay for adding
features and functions,
with more to come as
programming tools
advance.
by Terry Costlow
O
ff-highway vehicles are typically admired for
their power, but the driving force behind a
growing number of performance improve-
ments are the invisible bits and bytes of
control software. Many of the improvements touted by
equipment makers are enabled by software that helps
pumps, valves and other electrohydraulic parts oper-
ate more effectively. This shift follows a growing trend
in which digital controls and software are taking a big-
ger role. This transition is expected to continue as rap-
id advances in semiconductors and software make it
easier to add features and functions.
Caterpillar’s Next Generation Excavators highlight
this transition to software. The machines use a new,
advanced electrohydraulic system that combines elec-
tronic intelligence with efficient hydraulic components.
Electronic joysticks in the cab control the electrohy-
draulic main control valve, directing hydraulic power
to the different cylinders and motors on the excavator.
The pumps and engine work in unison to provide ef-
ficient performance and fuel efficiency while meeting
emissions regulations. Software is a critical element.
“The intelligence of this hydraulic system is applied
through software,” said Brian Stellbrink, Caterpillar
senior market professional, hydraulic excavators. “The
software can be updated over-the-air via cellular sig-
nal. This ensures the most current software and latest
features for the end user.”
8 October 2020
Software is the basis
of Cat’s intelligent
hydraulic systems.
Software’s importance grows
That focus on software should continue to grow. For years, electrohy-
draulic system development was strongly driven by mechanical, hy-
draulics and electrical experts. Many rapidly evolving technologies
are helping empower software’s rising role in off-highway vehicles.
“The combination of several factors – using object-oriented design
(OOD) in the design and implementation process, moving towards
multithreaded applications via multi-core CPUs and embedded oper-
ating systems and a transition to agile project management models
and tool chains – makes this sector a very palatable field also for
many software engineers and computer scientists,” said Janosch
Fauster, director, Application Development Center at TTControl.
Commercial-vehicle developers are rapidly establishing software
partnerships so they can leverage the latest design tool advances. At
the same time, the software revolution ripples out to end users, giv-
ing them more capabilities to operate more efficiently given the di-
verse needs of various industries.
“Our tools offer increased integration with third-party tools and
products, including simulation programs,” said Kevin Faulds, director
of software product, marketing and sales at Danfoss Power
Solutions. “This allows customers to add an entire platform to build
their own IoT services and solutions.”
The focus on software is driving other changes in many companies’
design processes. Engineers and programmers can use a range of
CATERPILLAR
design tools to test out different strategies and techniques. Modular
development strategies let design teams utilize proven software
components for different projects. This approach also makes it easier
TRUCK & OFF-HIGHWAY ENGINEERING

“The combination of several factors makes this sector
a very palatable field for many software engineers and
computer scientists.” - Janosch Fauster, TTControl
Programmers at TTControl use a range of technologies like object-oriented
design to add functionality with software.
to upgrade systems as knowledge bases and experience grow.
Advanced digital tools are handling more of code creation and prod-
uct development.
“We take a building-blocks approach, modeling a host of device
performance characteristics – whether for a pump, valve or other
devices – and building a virtual ‘digital mirror’ of a device composed
of individual software building blocks,” said Terry Hershberger, direc-
tor, sales product manager, Mobile Hydraulics at Bosch Rexroth. “In
addition, we are expanding the use of simulation tools, such as
MATLAB Simulink [by MathWorks], which generates code from simu-
lations that can be put into a controller.”
Design for security
More powerful microcontrollers and soaring memory sizes are among
the factors enabling the expanded power of software. These hard-
ware enhancements are being matched by advances in software lan-
guages, standards and tools.
FROM LEFT: TTCONTROL; DANFOSS
“New ECU generations have now enough computational resources
and memory to handle the overhead introduced by OOD languages,”
TTControl’s Fauster said. “MISRA C++ and Autosar guidelines com-
bined with static analyzers provide a robust framework also for safe-
ty-related code. OOD combined with C++ allows for a more natural
translation of software architectures and designs into code and en-
hance code abstraction, maintainability and reuse considerably.”
Developers are rapidly creating techniques for updating firmware
TRUCK & OFF-HIGHWAY ENGINEERING
HYDRAULICS FEATURE
Danfoss
customers can
update systems
via software.
over the air (FOTA). That makes it easy to get revisions
and improvements out. That lets operators gain the
benefits of improvements in security and other tech-
nologies without bringing vehicles into dealers or pay-
ing technicians to travel to sites to load in new software.
Some companies are also using OTA techniques to let
owners buy software upgrades. Design teams continue
to improve communication techniques so critical up-
grades can be downloaded quickly without issues.
“We can generate code that can be uploaded
through our BODAS Connect platform to perform ap-
plication software updates over the air or to fine tune
a machine with parameter updates (POTA),”
Hershberger said. “Additionally, being able to choose
and change data to view remotely via BODAS Connect
hardware expedites the development of the system
solution. All these factors come together to improve
the efficiency of software updates.”
Efficiency for OTA includes security, a factor that’s
soared in importance as software and connectivity
moved into the mainstream. Design teams are utilizing
the latest standards and best practices to ensure that
security and piracy aren’t compromised.
October 2020 9
Bits and bytes boost HYDRAULICS FEATURE

HYDRAULIC
SYSTEM
CAPABILITIES
Electrohydraulic advances optimize cab experience
Microcontrollers and metal are being combined to improve the efficiency of
off-highway vehicles. While software has become a primary driver for ad-
vanced electrohydraulics, mechanical components and computing hardware
remain at the core of system designs.
Digital controls are making it possible to automate many tasks, allowing
companies to hire less-skilled operators while also improving the effectiveness of
veteran workers. Electronics are being paired with improved electrohydraulic
components to enhance operational efficiency, improve fuel and emissions pa-
rameters and even streamline vehicle designs. Flex-Steer from Danfoss address- Bosch systems can be
es streamlined design while also helping vehicle designers meet other goals. updated in the field
“The Flex-Steer solution consists of an electrohydraulic steering valve, a using over-the-air
steering input device such as a joystick or mini wheel, sensors and a complete communications.
software solution – reducing development time and streamlining implementa-
tion for OEMs,” explained Philipp Hermann, market segment director at Danfoss
Power Solutions. “Flex-Steer can help optimize the cabin experience by getting
rid of the need for a steering column, improving visibility or simplifying the
overall rotating cabin design in roadbuilding or forestry applications.”
The actuation systems on various machines also are being improved to let
operators work more efficiently. For example, advanced electrohydraulic systems
on Caterpillar’s Next Generation Excavators provide key benefits for contractors.
“The smart hydraulics combined with advanced sensors and software
logic enable significant efficiency gains through the use of standard tech-
nologies such as Cat Grade, Cat Grade with Assist, Payload, and Lift Assist,”
said Brian Stellbrink, Caterpillar senior market professional, Hydraulic
Excavators. “For example, both 2D and 3D integrated machine grade control
systems help contractors dig to grade more quickly and stay on grade with
a high degree of accuracy, while eliminating or greatly minimizing tradi-
tional ground labor around the machine.”
Many different components make these advances possible. Pumps,
valves, actuators and embedded sensors are all improving so complete sys-
tems can enhance operations. Powerful microcontrollers also help engineers The focus on
increase efficiency. Danfoss recently started shipping digital displacement software is changing
pumps (DDP) that sharply improve efficiency for excavators and other elec- the way TTControl
trohydraulic system architectures. develops products.
“The DDP is a radial piston machine that enables and disables cylinders
in real-time using ultra-fast mechatronic valves that are controlled by a ded-
“We use the latest wireless security standards and
icated computer,” said Christopher Williamson, senior systems engineer at
Danfoss. “The primary advantages of DDP when compared to traditional
continuously update as these standards evolve,”
swash-plate pumps are increased part-load efficiency, faster response (less Danfoss’ Faulds said. “This includes securing and con-
than 30 milliseconds) and intelligent digital control.” trolling the endpoints for access and OTA updates, as
Terry Costlow well as building in safety mechanisms to ensure up-
dates are managed from start to finish. OTA updates
Smart hydraulics require a safe and secure channel to thwart intentional FROM TOP: BOSCH REXROTH; TTCONTROL; CATERPILLAR
help operators or unintentional hacking.”
of Cat excavators The growing focus on software is changing the way
accomplish more. companies operate. A hierarchy of programmers often
team up to complete a project.
“The increase of complexity of the software in elec-
trohydraulic systems combined with the respective
increase in the size of the software teams allow for
more differentiated and specialized roles, also in many
mid-sized companies: from dedicated software archi-
tects to controls engineers, framework software engi-
neers and low-level software developers,” TTControl’s
Fauster said. “This higher specialization can result in
better design, better-performing solutions and higher
implementation efficiency.”

10 October 2020 TRUCK & OFF-HIGHWAY ENGINEERING

PERFORMANCE
THA
AT’S
GROUND
BREAKING.

31% MORE TORQUE WITH 5% MORE POWER.

MORE MACHINE CAPA
PABILITY FOR MORE PRODUCTIVITY.
Y.
LESS WEIGHT FOR MORE EFFICIENCY
CY.
LESS SERVICING FOR LOWER COSTS.

WHAT
ATEVER IS HAPPENING IN THE WORLD, CUMMINS IS WORKING
HARD TO SUPPORT YOU.  OUR GLOBAL NETWORK IS THERE TO
KEEP YOUR BUSINESSES UP AND RUNNING.
THERE FOR YO
YOU, WHEREVER YOU ARE.

CUMMINS.TECH/MOREPOWER

©2020 Cummins Inc. Box 3005, Columbus, IN 47202-3005 U.S.A.


TAKING
AUTONOMY
TO THE NEXT LEVEL
More work still needs done on AI, reaction strategies and assessing technology
readiness before L4 trucks are market ready.
D
espite a pandemic that continues to punish global econom-
ic markets, not to mention vehicle manufacturers’ and sup-
pliers’ product plans, many heavy-duty truck makers are
not relaxing on efforts to bring high-level (SAE Level 4 or
5) autonomous trucks to market. Partnerships with self-driving tech
startups can be a big part of the roadmap, the latest example coming
in mid-July as Navistar announced it will co-develop SAE L4 trucks,
targeted for production by 2024, with San Diego-based TuSimple.
The producer of International commercial trucks and IC Bus school
and commercial buses also has taken a minority stake in TuSimple.
These moves follow a two-year “technical relationship” with the
startup, which operates a U.S. fleet of 40 self-driving trucks that
move freight between Arizona and Texas for companies like UPS and
McLane Company. TuSimple plans to demonstrate completely driver-
less operations in 2021.
“TuSimple and Navistar began joint development of pre-produc-
tion units in 2018, and now we are kicking-off a full go-to-market
production program,” said Cheng Lu, president of TuSimple. “With
[our] combined expertise, we have a clear path to commercialize
self-driving Class-8 trucks at scale.”
12 October 2020
Daimler Trucks and
Torc Robotics are actively testing
Cascadia rigs with SAE Level 4-intent
technology on U.S. public roads.
by Ryan Gehm
But Starsky Robotics, which shut down operations
in March 2020 after four years of developing autono-
mous-truck technology, is a stark reminder that the
path to fully autonomous commercial vehicles is not
an easy one.
Starsky co-founder and CEO Stefan Seltz-Axmacher
attempted to explain in a blog post how and why his
company went from operating the first fully unmanned
truck on a “live” highway in 2019 to being defunct
within a year of doing so. Beyond lamenting that
trucking companies are not great technology custom-
ers and investors and others prefer “cool” features
over mundane safety – “We couldn’t figure out how to
make safety engineering sexy” – he believes artificial
intelligence (AI) not being truly ready for prime time is
the main problem facing the AV industry.
“Supervised machine learning (ML) doesn’t live up
to the hype. It isn’t actual artificial intelligence akin to
C-3PO, it’s a sophisticated pattern-matching tool,”
DTNA
Seltz-Axmacher wrote. “It’s widely understood that
TRUCK & OFF-HIGHWAY ENGINEERING

Example of a fully redundant failsafe control system for autonomous vehicles.
the hardest part of building AI is how it deals with
situations that happen uncommonly, i.e. edge cases.
In fact, the better your model, the harder it is to find
robust data sets of novel edge cases. Additionally,
the better your model, the more accurate the data
you need to improve it. Rather than seeing exponen-
tial improvements in the quality of AI performance (a
la Moore’s Law), we’re instead seeing exponential
increases in the cost to improve AI systems – super-
vised ML seems to follow an S-Curve.”
Despite such challenges, many automated-driving
technology experts continue to project commercial
vehicles as the most promising early-adoption sector
for high-level automation.
Failure detection and reaction strategy
“The autonomous self-driven commercial vehicle will
come – for sure,” asserted ZF’s Dirk Wohltmann, engi-
neering director, Americas, providing a Tier-1 supplier
perspective in a recent SAE technical webinar on the
topic. But when and how it can be realized depends
heavily on the usage environment, or Operational
Design Domain (ODD), he added.
In controlled environments that can limit or eliminate
unexpected obstacles and other unpredictable vehi-
cles/scenarios, such as mining sites, ports and indus-
trial areas, highly automated or even fully autonomous
ZF
TRUCK & OFF-HIGHWAY ENGINEERING
AUTONOMOUS FEATURE
CVs already can be found. But for long-haul trucking, where there’s
perhaps the “biggest need and highest efficiency” potential for au-
tonomy, according to Wohltmann, the operating environment is any-
thing but predictable. Failure detection and the reaction strategy must
be robust and invariably reliable to instill confidence that unmanned
heavy trucks are safe for public roads.
“The system has to reliably detect gaps, sensor or other faults
and react accordingly,” he said. “With increasing autonomy, the sys-
tem needs to take over more and more the diagnostic and espe-
cially the reaction.”
A well-defined redundant system architecture is necessary for this
strategy, and the systems must be highly connected and centrally con-
trolled. “Each sensor, all communication lines, every controller and the
related actuators need to have a backup to take over in case of single
individual faults,” Wohltmann said. Using already-available compo-
nents and actuators can help save weight and complexity compared to
incorporating additional actuators. For example, active steering can
carry a backup electronic control and actuator, or it could be taken
over by the existing service brakes with “steer by brake.”
Incorporating the trailer into the failsafe and redundancy concept
is vital to realizing the full potential of an autonomous-vehicle sys-
tem setup, according to Wohltmann. “If today the driver might only
apply the rear axle brake as a last resort in case of service brake
failure, the automated system will integrate the front axle and trail-
er brakes based on ‘knowledge’ of performance and status and
loading setup,” he said. “Experience from EBS and brake balancing
can be used for a safer and more efficient holistic braking setup
and utilized as redundancy.”
October 2020 13
 TAKING
AUTONOMY
TO THE NEXT LEVEL
“Rather than seeing exponential improvements in the quality of AI
performance, we’re instead seeing exponential increases in the cost
to improve AI systems.” - Stefan Seltz-Axmacher, Starsky co-founder
Releasing an L4 vehicle is a “monumental” challenge. Shown is a potential
approach, applied by NASA, to systematically address a technology’s Readiness
Level and avoid “release paralysis.”
Avoiding ‘release paralysis’
“We must acknowledge that the release of a Level-4 truck is a dis-
tinguished challenge, one that requires us to approach it with a
combination of known methodologies and adopting new ones,”
said Suman Narayanan, director of engineering for the Autonomous
14 October 2020
AUTONOMOUS FEATURE
Navistar and TuSimple have
partnered to develop a fully
integrated autonomous
solution for mass production
using Navistar’s vehicle
manufacturing capabilities.
Technology Group, Daimler Trucks North America.
His team is engineering a Freightliner Cascadia L4
platform with fail-operational systems to execute vir-
tual driver commands.
Categories of preventive quality and risk assessment
that must be properly addressed include product safe-
ty and reliability (ISO 9001 and SAE J1739), functional
safety (ISO 26262 and SAE J2980), operational safety
(ISO/PAS 21448 and SAE J3018) and cybersecurity
(ISO/SAE 21434 and SAE J3061). Safety of the
Intended Functionality (SOTIF) is in the final stages
before it can be released, and it will play a critical role
in development and release of autonomous vehicles,
according to Narayanan.
The SOTIF standard (ISO 21448) applies to emer-
gency intervention systems and advanced driver-assis-
tance systems (ADAS) that could have safety hazards
without system failure – i.e., scenarios involving inad-
equate situational awareness or decision-making.
On the testing and validation side, engineers are
confronted with a “unique challenge”: how to assess
FROM TOP: TUSIMPLE; DAIMLER TRUCK AG
the readiness of automated technology. Narayanan
offered one possibility, a methodology long applied by
NASA that systematically addresses technology readi-
ness level (TRL), thoroughly assessing a technology’s
maturity before it can be safely deployed among the
public (see chart).
“The one thing that I find fascinating is the poten-
tial ‘release paralysis’ that a chief engineer could face
if they do not approach this in the most objective
way,” he said.
TRUCK & OFF-HIGHWAY ENGINEERING
UPCOMING WEBINARS
COMMERCIAL VEHICLE ELECTRIFICATION:
STILL ON TRACK?
Thursday, October 15, 2020 at 12:00 pm U.S. EDT
Speakers:
Development and fleet testing of electric
commercial vehicles is accelerating as
manufacturers attempt to satisfy ever-stricter
emissions regulations. Electrification strategies can
prove effective for medium- and heavy-duty trucks
in a variety of applications, including “last mile” Brandon Fisher Sujith Nair, Ph.D. Mike Newell
New Product Market Vice President,
urban delivery, and longer routes that “return to Introductions Developer, Sales,
base” for depot charging. Industry experts will offer Manager,
eMobility,
ExxonMobil We Predict

insights on the issues and advantages and share Eaton

some success stories in this 60-minute Technical
Webinar from the editors of SAE International.

Sponsored by: Hosted by:

For additional details and to register visit: www.sae.org/webcasts

HOW TO ACHIEVE ALTERNATIVE FUEL

ROI IN LESS THAN 5 YEARS
Thursday, October 22, 2020 at 2:00 pm U.S. EDT
Speaker:
This 30-minute Webinar examines how adsorbed natural gas (ANG)
can bring operational benefits for fleets and pay for itself in less
than five years. ANG is specifically suited to light-duty fleets and
offers a simple, alternative fueling solution that costs a fraction of a
compressed natural gas (CNG) station.
Peter Barber, Ph.D.
Business
Development
Manager,
ANG Automotive,
Performance
Sponsored by: Hosted by: Materials
Ingevity

For additional details and to register visit: www.sae.org/webcasts

Curtis Instruments
Your Electrification
Partner
For the electrification of construction equipment or mobile machinery, think Curtis. With over 60 years of
electric vehicle expertise and a global record of innovation and product excellence, we are ready to partner
with you in every stage of electrification with hybrid diesel-electric and fully electric solutions. Curtis will
support your engineering team at every step in the product development, from initial prototype design
through to production release. Our inverters/motor speed controllers and electric control systems set the
standard for electric power at 48V and beyond. Highly reliable Curtis components are available in a range
of models suitable for every type of application. Our sophisticated electric drive systems are packed with
cutting edge features and functions that make vehicle design simple. We will work with you as needed,
whether it is to assist with the design and development of electric traction systems, On-Engine Generator
Control or to assist with the design of the complete control system for all mobile application types,
including complex electro-hydraulic control systems. Curtis has partnered with leading manufacturers
of batteries and electric motors to help OEMs design new electric powered dumpers, mini excavators and
wheeled loaders. All benefit from proven Curtis 48V technology and the robust, reliable and sustained
performance that was previously assumed to be confined to diesel engines.

See for yourself. We are ready to help you.

www.curtisinstruments.com
I N N OVAT I O N
& EXCELLEN CE
Free Info at http://info.hotims.com/76533-705

As the debate continues about HFCEV commercial potential, a snapshot of some
global markets reveals continuing hope for fulfilment of long-awaited promise,
particularly in trucks and buses.
M
ore than 20 years have passed since hydro-
gen-fuel-cell electric vehicles (HFCEVs)
looked to be the future zero-emission ve-
hicle (ZEV) solution. About that time, this
editor spoke with Prof. Dr. Ferdinand Piëch, then boss
of the Volkswagen Group, about the commercial po-
tential of fuel-cell cars in general and a possible future
timeline. Piëch thought it unrealistic to see fleets es-
tablished in the near term (around 2003) and sug-
gested it might be 2011 before they would be sold or
leased in any significant volume. It sounded cautious
at the time but has proven to be extremely optimistic.
Today, signs of an HFCEV commercial victory remain
low across the world. Despite its convincing technol-
ogy, hobbled by cost and lack of infrastructure, the
fuel cell’s battle with the battery does not look win-
nable in the near future. Its savior, though, could be
application in trucks and buses, eventually leading to
increased use in passenger vehicles. A snapshot of
some HFCEV projects, tests and trials from around the
world demonstrates that hydrogen technology is in-
deed making progress.
North America
In the U.S., fuel-cell cars sold/leased since 2012 totaled a
mere 8,363 by June 1 this year, according to the California
Fuel Cell Partnership via Baum and Associates. Some 41
refueling stations are presently available in California with
a further 18 in development; HFC buses in operation in
California total 48. But there is now meaningful progress
in the U.S. truck and bus sectors.
Accelerating this progress are new rules like the
California Air Resources Board’s “first-of-its-kind”
18 October 2020
Hydrogen
fuel cells –
FINALLY?
Cummins designed and developed many of the critical powertrain
components for its demonstrator, including the PEM fuel cell, system
controller, powertrain controls, wire harnesses and junction boxes.
by Stuart Birch and Ryan Gehm
Advanced Clean Trucks rule in June, which basically begins the demise
of diesel power for new medium- and heavy-duty trucks sold in the
Golden State. The rule requires a shift to zero-emission commercial ve-
hicles – meaning battery-electric or fuel-cell electric — starting in 2024,
with every new truck sold there being zero-emission by 2045. Fifteen
other states and the District of Columbia followed suit just weeks later,
forming a coalition to “eradicate toxic diesel emissions” by 2050.
Arizona-based startup Nikola Corp. is making headlines with its push
for zero-emission heavy trucks. Initially the company announced its in-
tention to develop and manufacture HFC vehicles, but since has adopted
a strategy to pursue both battery and fuel cell power. “We’re definitely
more well known for the fuel-cell side, [but] our launch vehicle will be a
battery-electric,” said Elizabeth Fretheim, the startup’s head of business
development. (Read more at www.sae.org/news/2020/06/nikola-accel-
erates-production-hydrogen-station-infrastructure)
On September 8, Nikola and General Motors announced a strategic
partnership that gives GM a $2 billion equity stake in the company, or
11% ownership, in exchange for the Detroit automaker’s know-how to
engineer, validate, homologate and manufacture both the battery-
electric and fuel-cell-electric versions of the Nikola Badger pickup
truck. Start of production is expected by late 2022.
The agreement extends beyond Badger to Nikola’s other vehicle
programs, including the Nikola One and Two semi-trucks. GM will be
the exclusive supplier of fuel cells globally (outside of Europe) to
Nikola for Class-7/8 trucks and also will supply its Ultium battery sys-
tem, development of which is ongoing. GM’s battery-technology
roadmap includes silicon anodes and lithium metal anodes, which are
already demonstrating automotive-grade durability and “significantly
higher” energy density, the companies claim.
“This strategic partnership with Nikola continues the broader deploy-
ment of General Motors’ all-new Ultium battery and Hydrotec fuel-cell
systems,” GM chairman and CEO Mary Barra said in a statement. “We are
CUMMINS
growing our presence in multiple high-volume EV segments while build-
ing scale to lower battery and fuel-cell costs and increase profitability.”
TRUCK & OFF-HIGHWAY ENGINEERING

Nikola will utilize General Motors’
Ultium battery system and Hydrotec
fuel-cell technology (shown) across
its vehicle programs.
Traditional OEMs Kenworth and Toyota have partnered for years
now to develop HFC versions of the T680 Class-8 model. The third
iteration of the hydrogen-powered semi-truck was demonstrated at
the Port of Los Angeles on Earth Day in 2019. The original diesel en-
gine that displaced either 12.9 L or 10.8 L was replaced with two solid
polymer electrolyte fuel-cell stacks that are exactly like the one used
in the Mirai passenger car. (More at www.sae.org/news/2019/06/toy-
ota-fuel-cell-semi-truck)
The world’s first Class-6 HFCEV, developed by fuel-cell system sup-
plier Plug Power and Colorado-based electric drivetrain manufacturer
Lightning Systems, is expected to be commercially available in the
third quarter of 2020. Built off the Chevrolet Low Cab Forward
6500XD platform, the truck will be powered by a 90-kW fuel-cell sys-
tem comprised of three 30-kW modules running in parallel. Maximum
range capability is an estimated 400 miles (644 km). (See www.sae.
org/news/2020/05/producing-class-6-fuel-cell-electric-trucks)
Cummins showcased a hydrogen fuel cell 6x4 day cab tractor at the
2019 North American Commercial Vehicle Show that’s suitable for vo-
cational applications like regional haul and urban delivery. The technol-
ogy demonstrator was designed and integrated in Columbus, Indiana,
and includes a proton exchange membrane (PEM) fuel cell from
FROM LEFT: GM; CNW GROUP/BALLARD POWER SYSTEMS
Hydrogenics, a recent acquisition of Cummins. The truck was designed
for a 90-kW fuel cell and is scalable in 30- or 45-kW increments up to
180 kW; it also has a 100-kWh lithium-ion battery capacity. Other fuel-
cell activities for Cummins include a memorandum of understanding
with Hyundai Motor Co. to collaborate on HFC technology across com-
mercial markets in North America and an investment in Loop Energy, a
Canada-based provider of fuel-cell-electric range extenders.
Another Canadian company making headway in commercial heavy-
and medium-duty applications is Ballard Power Systems, which an-
nounced in August that its PEM fuel-cell technology and products have
now accumulated more than 50 million km (31 million miles) on roads
in 15 countries, an increase of more than five times since 2017. This in-
cludes about 1,000 fuel-cell-electric buses and 2,200 commercial
trucks. Ballard launched its 8th-generation power module in 2019.
TRUCK & OFF-HIGHWAY ENGINEERING
ELECTRIFICATION FEATURE
Ballard’s 8th-gen FCmove fuel-cell module powers heavy-duty
motive applications like buses, commercial trucks and trains.
Hydrogen Europe
In Europe, the potential of HFCs is championed by
Hydrogen Europe (European Hydrogen and Fuel Cell
Association), which represents more than 160 industry
companies, 78 research organizations as well as 21 na-
tional associations. The association partners with the
European Commission in the innovation program Fuel
Cells and Hydrogen Joint Undertaking (FCH JU).
Hydrogen Europe states that, ironically, although
hydrogen might be the most abundant element on
Earth, it can be found rarely in its pure form:
“Practically, this fact means that in order to produce
hydrogen, it needs to be extracted from its com-
pound.” It can be produced or extracted using virtually
any primary source of energy — fossil or renewable.
Nuclear energy is also on the list.
According to Hydrogen Europe: “This diversity of
potential supply sources is the most important reason
why hydrogen is such a promising energy carrier.
Although most of the world’s hydrogen production
today is being produced through a more CO2-intensive
process called steam methane reforming (SMR), hy-
drogen can also be produced using a process that
makes use of renewable electricity, leading to the pro-
duction of ‘green’ or CO2-neutral hydrogen.”
Certainly “green” hydrogen manufacturing is what
environmentalists and HFCEV enthusiasts want. Yet,
significant commercial momentum remains lacking,
with unfulfilled potential credibility particularly for its
application to cars.
Switzerland
As in the U.S., many countries continue to at least
demonstrate the application of development HFC
technology. In Switzerland, there is an active approach
to hydrogen power with a focus on trucks. In July,
Hyundai shipped to the country the first 10 units of
October 2020 19
Hydrogen
fuel cells –
FINALLY?
The late Prof. Dr. Ferdinand Piëch usually kept details of
Volkswagen Group’s advanced projects under his hat, but he
revealed a little about possible fuel-cell timing.
“The advantages of the fuel cell really come into play in
those areas where battery-electric powertrains don’t shine.”
— Dr. Uwe Gackstatter, Bosch Powertrain Solutions
Xcient Fuel Cell, what it claims is the world’s first
heavy-duty fuel-cell truck. Forty more trucks will be
delivered by yearend.
Developed independently by Hyundai Motor, the
Xcient uses two 95-kW FC stacks and seven tanks that
offer a combined storage capacity of around 32.09 kg
of hydrogen. Slated initially to carry groceries in that
country, Xcient can travel approximately 400 km (250
miles) on a single charge. Hyundai says it will develop
a tractor unit with a 1,000-km (620-mile) driving
range. The company plans to roll out up to 1,600
Xcient Fuel Cell trucks (leased via Hyundai Hydrogen
Mobility) by 2025.
Also in Switzerland, police in the Zurich canton are
trialing a HFC Hyundai Nexo. Hyundai started FC de-
velopment in 1998. It has been suggested that
Switzerland could prove to be geographically conve-
nient as a base for the vehicle maker’s European
HFCEV operations.
Germany
In Germany, HFCEVs are being supported with some
84 refueling stations across the country. BMW has
dabbled with wasserstoff (hydrogen) projects for
years, including its research applications for internal-
combustion engines. Now, working with Toyota, its
iHydrogen Next project could see HFC versions of its
X5, X6 and X7 in low-volume production but probably
20 October 2020
The Mercedes-Benz GenH2 hydrogen fuel-cell concept truck, revealed in September,
covers a range of up to 1,000 km (620 miles). Customer trials are expected to begin
in 2023, with series production coming in the second half of this decade.
not until the second half of this decade.
Audi, with its h-tron concept that’s linked to Hyundai technology,
is expected to continue HFC R&D, but Daimler has shifted away from
HFC cars (namely its GLC F-Cell), which cannot compete with BEVs
on cost. Newly formed Daimler Truck Fuel Cell is now consolidating
Daimler AG’s fuel-cell activities and is planned to transition into a
scheduled joint venture with Volvo Group. Focused on developing,
commercializing and producing long-distance, heavy-duty HFC
trucks, the partnership looks to be a sensible financial investment
with production expected to start after 2025.
By the middle of 2019, only 386 HFCEVs were registered in
Germany. German Federal Transport and Digital Infrastructure
Minister Andreas Scheuer said recently: “Hydrogen, fuel cells and
electricity move the future. We need them on the road now. We have
to convince citizens that the technology works.”
German supplier Bosch is working to do just that. The company
states that battery-electric powertrains are not the first choice for
heavy trucks, given the battery weight, long charging times, and lim-
FROM LEFT: VOLKSWAGEN; DAIMLER TRUCKS
ited range of today’s technology. It believes fuel cells are the key to
allowing 40-ton trucks to travel more than 1,000 km in all-electric
mode in the near future.
“The advantages of the fuel cell really come into play in those ar-
eas where battery-electric powertrains don’t shine,” said Dr. Uwe
Gackstatter, president of Bosch Powertrain Solutions. “This means
there’s no competition between fuel cells and batteries; instead, they
complement each other perfectly.”
Bosch is developing its fuel-cell powertrain with a primary focus on
trucks and plans to start production in 2022-2023. Once these sys-
tems have become established in commercial vehicles, Bosch says its
TRUCK & OFF-HIGHWAY ENGINEERING

Hyundai Hydrogen Mobility is partnering with Hydrospider in Switzerland to produce hydrogen fuel
and with others to further enhance the infrastructure.
fuel-cell powertrains “will then increasingly find their way into pas-
senger cars – rightly making them an integral part of tomorrow’s
powertrain portfolio.”
United Kingdom
A report called “Driving Change” from the U.K. think tank Center for
Policy Studies sees bus fleets being used as test beds for HFC tech-
nology. The U.K. government has recently confirmed plans for a
“hydrogen bus town.” Jo Bamford — described as the JCB organi-
zation heir — owns Ryse Hydrogen and the Wrightbus companies.
He wants to bring 3,000 hydrogen-powered buses to U.K. streets
and said the government support “can kick the hydrogen economy
into full swing.”
London-based Green Tomato Cars already uses 15 Toyota Mirai fuel-
cell vehicles for taxi work. U.K. HFCEV users may soon have access
(although not all easily accessible by the general public) to 17 hydro-
gen refueling stations. “The U.K. is well placed to utilize hydrogen as an
energy carrier for transport,” said Dave OudeNijeweme, head of tech-
nology and trends at the Advanced Propulsion Center UK.
The Netherlands, Austria, Italy
The Netherlands has announced plans to establish instructional test-
drives of HFCEVs, including how to refuel, using Hyundai Nexo and
FROM LEFT: HYUNDAI; BOSCH
Toyota Mirai cars. The Netherlands has plans to introduce a dozen
HFC buses to its roads. In Vienna, Austria, too, HFC buses will be tri-
aled, with up to 10 scheduled to be in service by 2023. In Italy, the
city of Bolzano announced last year that it would introduce fuel-cell
buses as part of the European JIVE (Joint Initiative for hydrogen
Vehicles across Europe) program demonstrating almost 300 HFC
buses in 20 countries.
TRUCK & OFF-HIGHWAY ENGINEERING
ELECTRIFICATION FEATURE
Bosch is developing its fuel-cell powertrain
with a primary focus on trucks and plans to
start production in 2022-2023.
Japan
In Japan, fuel-cell cars sold/leased up to November
last year totaled 3,521 and there are 22 fuel-cell buses
in operation, according to the Japan Ministry of
Economy, Trade and Industry. Honda offers the Clarity
and Toyota the Mirai in the international HFCEV mar-
ket. Japan’s Kyoto Institute for Integrated Cell Material
Sciences is working on HFCs using coordination poly-
mer glass membranes designed to demonstrate as
much energy as liquid systems, with pluses including
added strength and flexibility.
South Korea
A country that is taking fuel-cell technology seriously,
South Korea has some 5,000 HFCEVs on its roads able
to refuel at 34 stations. Its government wants to see 6
million sold on its domestic market by 2040 as it sup-
ports a “hydrogen economy” with the slogan, “The
Land of the Clear Morning.” Hyundai is busy increasing
its fuel-cell car and commercial vehicle profile and
model range.
China
A recent agreement between Toyota and five Chinese
companies will result in HFC commercial vehicles be-
ing developed in the country. Last year, China saw
about 850 fuel-cell buses and coaches added to its
fleets. Of the more than 50 million km traveled by
commercial vehicles using Ballard fuel-cell technology
October 2020 21
Hydrogen
fuel cells –
FINALLY?
Hyundai made waves
at the 2019 NACV
Show by revealing
its HDC-6 Neptune
hydrogen fuel-cell
concept. By 2030,
Hyundai expects
more than 12,000
fuel-cell trucks to hit
U.S. roads.

(see North America section), approximately 70% of that distance has
been covered in China, with the remaining vehicles deployed in North
America and Europe.
Rest of the world
Although not a precise figure, estimates put the HFCEV world pop-
ulation at some 11,000 units — minuscule compared with a guessti-
VW’s Dr. Ferdinand Piëch, who died last year, was a
stickler for getting most things right — but not all. His
2011 fuel-cell arrival projection remains among a pleth-
ora of postulated dates — hedged around by caveats
— uttered by the world’s best and brightest engineers:
“maybe, could be, possibly, potentially, hopefully” and
even “deo volente.”
But promising markets like California, Switzerland

HYUNDAI
mated global figure of around 1.5 billion cars, trucks and buses — and China keep the hope alive that fuel cells will one
and rising. day fulfill their high expectations.

Isuzu Durable 4H Engines...

Durable
inside every REDTech™ 4H Power Unit.

The Isuzu 4H 5.2L (129-140 kW) engine has always been reliable,
eco-friendly, durable, and technologically advanced. The same qualities
that make the best Power Units. Contact your local Isuzu Distributor and
d
experience durable power today.

Isuzu Motors America, LLC :: 46401 Commerce Center Drive, Plymouth MI 48170 :: 734.582.9470 :: www.IsuzuREDTech.com

half page_durable_revised 9-11-20.indd 1 9/11/2020 4:02:25 PM

22 October 2020 Free Info at http://info.hotims.com/76533-706 TRUCK & OFF-HIGHWAY ENGINEERING
 Startups emerge
as accelerators
Autonomous trucks will help “future-proof” the freight delivery
industry, with the support of startups like Kodiak Robotics.
Newcomers are helping commercial-vehicle OEMs and Tier 1s speed up
development processes.
S
peed has become a more critical factor as the
commercial vehicle (CV) industry races to
meet global market demands and stricter
emissions regulations. The need for quicker
decision-making and action is enabling startup com-
panies to play a growing role, helping established
manufacturers improve operations, even during this
era of pandemic-driven isolation.
Several speakers at the 2020 SAE COMVEC Digital
Summit agreed that startups are gaining a foothold
throughout the industry, supplying technologies and
products that range from systems and software
through full vehicles. For most startups, the ability to
devise ways to augment development efforts by es-
tablished companies is a critical step. Technologies like
software and artificial intelligence are being used in
new areas like electrified powertrains and autonomous
operation, opening a space for young companies in an
industry that has shown a longstanding desire to work
mainly with well-established companies.
In multiple sessions that addressed the role of start-
ups, newcomers and representatives from major CV
suppliers noted that young companies need to focus
on their product while also learning how to integrate
KODIAK ROBOTICS
their hardware and/or software with technologies of
Tier 1s and OEMs. Additionally, many panelists at the
virtual summit stressed increased speed as a primary
benefit of dealing with startups.
TRUCK & OFF-HIGHWAY ENGINEERING
by Terry Costlow
“I’m not always focused specifically on technology; a lot of my fo-
cus is on how they can help us go faster,” said Stephan Tarnutzer,
president of AVL. “The whole world is focused on how to get prod-
ucts to market faster. If I’m not able to work faster when my custom-
ers want to go faster, I may not have a customer.”
Getting off the ground
Swiftness was front and center in presentations by the University of
Waterloo and the University of Wisconsin. They are among many
universities that have established accelerators that aim to help entre-
preneurs speed up their efforts. Accelerators provide a range of ser-
vices such as access to mentors, office space and development tools,
to name a few. That saves time for the small staffs of startups. It also
lets them focus on their projects rather than tasks like hiring support
staff or ordering supplies.
Entrepreneurs can also get support from government agencies.
Chicago-based startup ClearFlame Engine Technologies is working on
engine technology that lets existing diesel engines burn low-carbon
and carbon-negative fuels. The company has received grants from the
Department of Energy, the National Science Foundation and Argonne
National Laboratory.
Julie Blumreiter, CTO at ClearFlame, said grants were critical to
help the company continue developing its technology while founders
worked with venture capitalists. “The grants helped us bridge the val-
ley of death faced by many startups,” she said. “It gave us the ability
to move to the next phase.”
Taking the next step typically means working with Tier 1s or OEMs.
October 2020 23
Startups emerge
as accelerators
Government
agencies have helped
ClearFlame enhance
its clean-engine
technology that can
be integrated into
existing diesel engine
platforms. Shown,
its first prototype
demonstration
utilizing a Cummins
power unit.

Allison Transmission has

acquired companies to
improve its powertrain
products.

CLOCKWISE FROM TOP: CLEARFLAME ENGINE TECHNOLOGIES; ALLISON TRANSMISSION; AVL

Startups help AVL speed up its operations.

When partnerships are formed, young and established companies

need to focus on their strengths. New companies can learn how to in-
tegrate their products into production gear, but established companies
should refrain from strapping startups with too many requirements.
“Most startups have a good ‘elevator pitch,’ but the real place
where the rubber meets the road is determining how their product
combines with ours,” said Greg Mann, director of corporate develop-
ment and strategic alliances at Allison Transmission. “That said, we
don’t want to bog startups down with some of the processes we
have. We benefit from their nimbleness.”
Emerging companies must concentrate on their core competen-
cies, following the technologies and techniques that help them bring
disruptive products to the marketplace. Mark Kuhn, VP at Ricardo
Strategic Consulting, noted that startups need to
bring major improvements, since established organiza-
tions can make incremental advances themselves. To
do that, newcomers need to focus on both technology
and their target customers.
“We stayed myopically focused on developing bat-
tery-operated buses,” said Dale Hill, a founder of bus-
maker Proterra Inc. “Once we were ready with buses,
we focused on smaller transit agencies. We stayed
away from big agencies like New York City. They’d kill
a little startup company.”

24 October 2020 TRUCK & OFF-HIGHWAY ENGINEERING

 PRODUCT DEVELOPMENT FEATURE

“The earlier the initiatives. When few people travel to see

a demonstration, it’s far harder to con-
the ability to have face-to-face meetings,”
said Stephan Olsen, general manager at

OEM or Tier 1 vince investors and customers that a

product or concept is viable.
the PACCAR Innovation Center. “There’s a
lot of creativity at startups. They are find-
gets involved, “COVID has impacted the whole eco-
system, especially in that we don’t have
ing ways to demonstrate their technology
without being in the same room.”
the more say TOHE Eberspacher Ad 0819.qxp_1/2 Page Island 7/25/19 3:16 PM Page 1

they can have in

our development.
It’s a two-way
street.”
- Julie Blumreiter,
ClearFlame Engine Technologies

Panelists all agreed that partnerships

between startups and established com-
panies benefit when the connections
are made early in the startup’s develop-
ment. Once these links are forged, con-
stant communication is critical.
“Having Tier 1s and/or OEMs involved
is critical,” Blumreiter said. “The earlier
the OEM or Tier 1 gets involved, the
more say they can have in our develop-
ment. It’s a two-way street – we gain a
lot from working closely with them.”

Coronavirus impact
These many challenges are now com-
pounded by COVID-19 restrictions. The
pandemic is changing more than the
working conditions for employees who
work from home. It has fueled online
purchases, increasing truck deliveries at
a time when concerns about infection
prompted many drivers to leave the
field, exacerbating the driver shortage.
Autonomous-vehicle developers feel
they have a solution. “Increased de-
mand during COVID has only borne out
how much we need this technology,”
said Jordan Coleman, general counsel
and VP of policy at Kodiak Robotics,
which is developing SAE Level 4 trucks.
“Autonomous technology is needed to
future-proof the industry.”
The coronavirus impact is forcing start-
ups to expand their creativity to product

TRUCK & OFF-HIGHWAY ENGINEERING Free Info at http://info.hotims.com/76533-707 October 2020 25

ORIGINAL
EQUIPMENT
Bollinger expanding planned EV lineup with the Deliver-E commercial van
The Bollinger Deliver-E
concept is a ground-up
re-think of the age-old
delivery van.
Class-3 EV startup Bollinger Motors has
announced an addition to its future
lineup of vehicles — a delivery truck.
The cleverly named Deliver-E concept is
an all-electric, front-wheel-drive (FWD)
medium-duty van that will employ
many of the same components used in
the company’s other EVs, but based on
an entirely new high-strength-steel
(HSS) platform engineered from the
ground up for the delivery market. The
Deliver-E is targeting classes 2B, 3, 4,
and 5 (GVWR 8,501-19,500 lb), with U.S.
production slated for 2022.
According to Bollinger, the Deliver-E
will be available in multiple lengths/
wheelbases, offer independent front
and rear suspension and the lowest
step-in height in the industry, at just 18
in (46 cm). The new van is expected to
provide multiple battery-pack options
(70, 105, 140, 175, and 210 kWh), with
up to 100-kW DC fast charging via uni-
versal charge ports. Bollinger claims
that within each class, the Deliver-E will
feature a total cost of ownership (TCO)
significantly lower than currently avail-
able gasoline and diesel options.
“We took our extensive Class-3 elec-
trification knowledge and applied it to
the delivery sector,” said Robert
Bollinger, CEO of Bollinger Motors. “Our
Deliver-E van gives commercial fleets
the power to go green and save on
ownership costs, while neighborhoods
will benefit from a reduction in air and
noise pollution.”
The Deliver-E will employ the same
major components (motors, battery,
26 October 2020
Key to the Deliver-E’s EV driving range is a
reduced frontal area and minimal aerodynamic
impact from exposed suspension components.
inverters, gearboxes) as the rest of the
Bollinger Motors lineup, but paired to a
new platform created to address the
specific needs of delivery vans. The flat
cargo floor has minimal wheelwell intru-
sion to enable maximum cargo space,
and the sleek-looking aerodynamic body
should help improve efficiency. Bollinger
also is claiming the most outward visibil-
ity of any cargo van or truck, which
could be a boon to safety.
By market request
According to the Oak Park, Michigan
startup’s CEO, a delivery van was not
part of Bollinger Motors’ original prod-
uct plan. “The whole delivery space
completely came from outside re-
quests,” Bollinger explained. “It was not
in the plan from when the company
started five years ago. But since we had
three different companies come to us
who were in the segment, and say, ‘Can
you make a delivery van version of that
for us?,’ we said, ‘Yes, we can.’ It defi-
nitely helps with our whole business
plan going forward because there’s
economies of scale.”
The concept’s styling is a sleek de-
parture from its current planned lineup
of blocky and tough-looking trucks and
SUVs. And compared to the brick-like
styling of most delivery trucks on the
road today, the Deliver-E looks like a
Formula 1 support vehicle. “These ren-
derings are what we’re starting to think
about as far as it being aerodynamic.
It’s kind of the opposite of our truck
side — aerodynamic, and a little bit sim-
pler underneath in its complexity.”
According to Erik Hardy, mechanical
director at Bollinger Motors, the big
advantage was being able to start fresh
with the delivery market in mind. “It is a
clean sheet, and it starts off using our
battery technology that’s already on
our B1 and B2 vehicles,” Hardy said.
“Depending on what the customer
needs, we can just scale it and that’s
really easy to accomplish with the
straight frame rails that run down the
center of the vehicle. For us it’s really
just a matter of scattering our battery
extrusions down the middle and swap-
ping out for a larger battery pack.”
In terms of the number-one request
from the delivery companies, it was
having the low step-in height. “The
main complaint for most people was
actually the step going into the vehicle.
Most of these guys could be —plus or
minus 50 — 250 deliveries per day. So
every step that they take, every second
that they have to take another step,
turn a handle to open or close a door, it
really starts adding up over time. In
feedback from the logistics managers, if
they can get one or two more stops out
ALL IMAGES: BOLLINGER
of each driver, across the entire country,
that’s a big difference for them.”
Dedicated delivery platform
The Bollinger Deliver-E certainly has a leg
up on its competition being engineered
TRUCK & OFF-HIGHWAY ENGINEERING

“It is a clean sheet, and it starts off using our battery technology
that’s already on our B1 and B2 vehicles.” — Erik Hardy, Bollinger Motors
for a specific task. The van’s platform has
been designed to be as low as possible
based on 8 in (20 cm) of ground clear-
ance, with a 16-in (41-cm) load floor. “It
eliminates one step of your traditional
UPS or FedEx truck or any other delivery
van for walk in,” Hardy explained. “To do
that, you have to have a unique rear sus-
pension to go outside the frame rail,
which centers the battery pack in the
middle, very low to the ground. There
won’t be CG [center of gravity] problems
of the traditional ICE delivery van.”
A savvy suspension design, Hardy ex-
plained, affects frontal area and there-
fore vehicle range without impacting
interior volume, and the Deliver-E is ex-
pected to use a rear trailing-arm setup.
“It’s important to note that a lot of dura-
bility of your traditional walk-in van is
actually based on the rear suspension,”
Hardy noted. “They’re not generally de-
signed for a Class-3 vehicle. They’re
scaled down Class-4, Class-5 suspen-
sions, so they ride extremely rough.”
“Which means that the drivers get
beat up. It means that all the structure
in the box itself gets beat up,” Hardy
continued. “It’s taking all the param-
eters that we expect to be in a Class-2B
to Class-3 segment, and defining what
the suspension needs and what the
body needs. Which is going to help
long-term durability of the vehicle and
Access to the Deliver-E
cargo area is engineered
around the fewest
possible movements.
TRUCK & OFF-HIGHWAY ENGINEERING
save money, but also make the drivers
want to drive the vehicle.”
Leveraging existing components
An electrified delivery van makes sense
as it spends much of its use cycle in
low-speed acceleration and decelera-
tion events, where the ample instanta-
neous torque and regenerative braking
can pay the largest dividends. “There’s
no second-guessing the performance of
the electric motor, especially from that
low-speed-torque acceleration,” Hardy
noted. “Most of these guys, they’re zero
ORIGINAL EQUIPMENT
A flat, expansive and
low load floor with
minimal wheelwell
intrusion is key to
maximizing the
Deliver-E’s cargo
capacity.
to 30 miles per hour all day long, and
the logistics managers are going to en-
joy it not being the traditional box van’s
10-second zero-to-30 [mph].”
The Deliver-E will utilize many of the
same components destined for
Bollinger’s other more off-road-capable
models, tied to the bespoke chassis.
“It’s a different frame from our B1 and
B2 vehicles, but that’s for a very specific
reason,” Hardy explained. “Our B1 and
B2 have a lot of curvature in them be-
cause they have to meet our very tight
packaging restraints for the wheelbase.
It actually simplifies things a lot for
[Deliver-E] production, as it means that
the frame rails can be straight.”
“Making a new frame rail is one of the
easier parts of the system — it’s just a
little different than our B1 and B2 plat-
form — but we use all of the [same]
high- and low-voltage electronics,”
Hardy said of the goal of maximizing
electrified-parts commonality. “But
making a running platform — a skate-
board per se — is easily accomplished
and that’s our full intent. We have to be
as cost efficient as we can for the com-
mercial side, so we have to make those
decisions early on.”
Paul Seredynski
October 2020 27
PRODUCT
BRIEFS
SPOTLIGHT: HYDRAULICS & FLOW CONTROL
Load-sensing valve platform
Bosch Rexroth’s
(Bethlehem, Pa.) RM10
and RM15 load-sensing
valve platform are com-
pact, general purpose,
multi-application load-
sense directional con-
trol valves, optimally
designed for mobile
application markets.
The product is easily
integrated into modern, energy efficient systems and fea-
tures flexible assembly with no transition plate needed be-
tween the two distinct sizes. The new RM10 and RM15, with
flow rates of 90 and 150 lpm respectively, are based around
an easy-to-configure, flexible assembly technique that al-
lows for the quick, off-the-shelf configuration demanded in
today’s fast-paced mobile machine design, prototype and
manufacturing environment. With no transition plate need-
ed between the RM10 and RM15 or the current M4-12 portfo-
lio, the valve line is a suitable fit providing optimum flexibil-
ity for machines that demand varying flow rates and func-
tions, but have limited space due to industry regulations.
The valves come equipped with common industry work
ports and load-sense relief cartridges.
For more information, visit http://info.hotims.com/76533-450
Hybrid, electric vehicle condenser
A new condenser for hy-
brid and electric vehicles
from MAHLE (Farmington
Hills, Mich.) helps to accel-
erate traction-battery
charging. This new design
offers significantly higher
power density than the
current one. As part of the
cooling system, the condenser is one of the components that
ensures the battery is optimally cooled during fast charging
and reliably protected against damage. It also provides suf-
ficient cooling capacity for comfortable temperature in the
cabin without taking up additional installation space. The new
condenser ensures that electric vehicles are optimally cooled
during fast charging, while also providing the necessary pow-
er for cabin temperature control. Alongside the component
design the production process is also optimized to provide a
lighter product that is less susceptible to corrosion and re-
quires less refrigerant.
For more information, visit http://info.hotims.com/76533-452
28 October 2020
In-line ultrasonic flow meter
The compact QLF Series in-line ultrasonic flow meter from
Flow Technology, Inc. (FTI) (Tempe, Ariz.) is used in ultra-
low-flow, low-viscosity liquid applications. The series is a
rugged, versatile, cost-effective solution for measuring ultra-
low flow in a number of industries, such as agricultural, au-
tomotive, chemical, oil and gas, industrial, and pharmaceuti-
cal. The meter’s construction makes it the meter of choice
for many high-purity and corrosive fluids. The QLF meter’s
high accuracy and repeatability is achieved through the
unique measurement section within the meter body where
flow is conditioned and Delta T measured along its axis. The
meter’s principle of operation measures the time difference
of an ultrasonic wave traveling with and against the flowing
medium. The time difference is directly proportional to the
fluid’s flow rate. Temperature is measured via an RTD em-
bedded into the flow meter body.
For more information, visit http://info.hotims.com/76533-451
Retrofittable turning assistant
Retrofittable turning assistant
ProFleet Assist+, which fea-
tures integrated assistance
systems, is a joint offering
from Knorr-Bremse
TruckServices (Munich,
Germany) and Intel company
Mobileye. It is a camera-based
system that analyzes visual
data from the vehicle’s environment in real-time. This analysis
uses sophisticated computer-vision algorithms that have been
designed to detect vulnerable road users. The software can
tell, for example, if the object detected alongside the vehicle
is a cyclist heading for the next intersection. Key features in-
clude the side-mounted cameras that monitor the vehicle’s
danger zone when it is about to make a turn — the ‘blind
spot’ — thereby allowing the system to alert the driver to a
critical situation. The warnings from the turning assistant ap-
pear on a side display in the cab which is optimally positioned
in the driver’s field of vision when making a turn.
For more information, visit http://info.hotims.com/76533-453
TRUCK & OFF-HIGHWAY ENGINEERING
 PRODUCT BRIEFS

SPOTLIGHT: TEST & MEASUREMENT TOOLS

Precision power analyzer Torque transducer
Yokogawa’s The T40MS torque transducer
(Amersfoort, the from HBM’s (Darmstadt,
Netherlands) Germany) is suitable for testing
WT5000 electric drives and transmis-
Precision Power sions. Available as a cost-opti-
Analyzer fea- mized solution, the T40MS is
tures two new suitable for speed measure-
options and a ments of up to 30,000 rpm. Its
firmware upgrade. The enhancements are designed to help compact, robust design covers
companies improve performance when developing or eval- the available nominal torques
uating electronic devices such as EV-related equipment or of 500 Nm, 1 kNm and 2 kNm
systems for solar and wind power installations. The new DS in one measuring body size, enabling user-friendly, flexible
option centers on waveform data streaming, while the fo- use in areas with limited space. Its analog and digital inter-
cus of new G7 option is IEC harmonic, voltage fluctuation faces ensure easy integration into various test bench systems.
and flicker testing. In addition, a new firmware version is With the proven T40 electronics, the company says HBM’s
released that offers Modbus/TCP and raw-socket commu- accuracy class of 0.05 and linearity, including a hysteresis of
nication, a navigation settings menu, webserver functions only 0.03%, T40MS provides accurate and reliable data. In
and the evaluation of multi-phase motor control. The addition, the T40MS torque transducer offers very good re-
Yokogawa WT5000 Precision Power Analyzer offers mea- peatability for reproducible measurements.
surement accuracy of ±0.03% combined with stability, For more information, visit http://info.hotims.com/76533-455
noise immunity and plug-in modular flexibility to meet the
measurement needs of those developing energy-efficient
systems. Users of the latest firmware can also take advan-
tage of multi-phase motor control.
For more information, visit http://info.hotims.com/76533-454

Sleeve air springs

To ensure that the driver’s
cab is kept safe and com-
fortable both in the win-
ter cold of Scandinavia or
Russia, as well as in the
summer heat of Spain,
North Africa, or even in
southern Asia,
Continental (Hanover,
Germany) has developed the HiTemp solution, which per-
forms reliably even under extreme temperatures. The right
mixture of rubber, polyamide and aluminum materials and
line geometry ensure the system has adequate inherent sta-
bility. Special lines and couplings made of high-performance
plastics are developed for this use. The air springs meet the
increasing demands on truck components: the stricter ex-
haust-gas standards heat up the engine compartment to a
much greater extent, ensuring extremely hot operating con-
ditions. Sleeve air springs allow for easier heat management
and offer the manufacturer greater flexibility when defining
the installation space of the cab mount.
For more information, visit http://info.hotims.com/76533-456

TRUCK & OFF-HIGHWAY ENGINEERING Free Info at http://info.hotims.com/76533-708 29

PRODUCT BRIEFS
Single-board computer
Abaco Systems’ (Huntsville, Ala.)
SBC6511 is a rugged, sixth-generation 6U
single-board computer aligned with the
Open Group Sensor Open Systems
Architecture (SOSA) technical standard,
that integrates the newest embedded CPU and FPGA technolo-
gies for rugged compute-intensive, heavy-throughput applica-
tions. It also gives users a technology insertion at the data
plane, expansion plane and control plane levels. The design
combines the latest Intel Xeon E 9th Generation CPU (formerly
known as Coffee Lake Refresh) with the Xilinx Zynq UltraScale+
FPGA with advanced security capabilities (ZU7EG) to yield
maximum processing performance and security in a rugged,
single 6U VPX slot. Additionally, the SBC6511 uses Mellanox
ConnectX-5, facilitating dual 40 GigE KR4 data plane fat-pipes.
For more information, visit http://info.hotims.com/76533-457
High pin-count connectors
As electrical systems advance in vehicles
within the transportation, construction, min-
ing, marine and agricultural industries, so
does the need to protect those systems
from harsh environments such as vibration,
moisture, salt, dust and dirt. To address this growing demand, TE
Connectivity (Berwyn, Pa.), has expanded its LEAVYSEAL prod-
uct line. LEAVYSEAL connectors are TE’s sealed high pin-count
solution, offering a wide portfolio of connectors and accessories
designed to withstand harsh environments and help vehicles
operate safer, cleaner and smarter. LEAVYSEAL connectors offer
a secure solution with flexible usage and ease of assembly and
feature a popular lever lock system for strong, sealed mating and
in-line, flange or PCB mount options as well as arrangements
from 15 to 120 positions and mixed terminal sizes in one housing.   advanced operator assistance functions such as displaying mul-
For more information, visit http://info.hotims.com/76533-459
Diagnostic software
ZF’s (Auburn Hills, Mich.) Commercial
Vehicle Control Systems released the
WABCO TOOLBOX PLUS, which is the lat-
est generation of its PC-based advanced
diagnostics software that expedites vehicle
and trailer diagnosis. TOOLBOX PLUS has a “roll call” feature
that automatically detects and populates WABCO systems in-
cluded on the vehicle. With a click, users can diagnose fault
codes, view repair and installation instructions and access
maintenance manuals. The latest TOOLBOX software offers
expanded diagnostic capabilities and support for the current
WABCO product portfolio — including latest product releases
Intelligent Anti-lock Braking System (iABS) for trailers, Modular
Braking System Platform (mBSP) for trucks and TailGUARD
reversing collision avoidance system for trucks and trailers.
For more information, visit http://info.hotims.com/76533-461
30 October 2020
Thermally conductive elastomer
Freudenberg Sealing Technologies
(Weinheim, Germany) has developed a ma-
terial that combines seemingly contradictory
properties: It conducts heat well, but is also
electrically insulating. The new elastomer
merges relatively high heat capacity with
electrically insulating properties by combin-
ing silicone rubber with special fillers. The material will be used
primarily in electric car components since semiconductors and
other current-carrying elements are never completely lossless.
Electronic components may thus be mounted in thermally con-
ductive aluminum housing, for example, which dissipates the
heat either via cooling water or convection. Freudenberg de-
cided to use as the base material. According to the company,
the material retains its properties over a very high temperature
range but can be deformed with relatively low force.
For more information, visit http://info.hotims.com/76533-458
7-inch display computer
The CCpilot V700 from Crosscontrol (Alfta,
Sweden) is a next generation product plat-
form for displays and on-board computers.
The new platform uses i.MX8 application
processors, a technology that already is used
in the automotive industry, and now
CrossControl is taking it to the industrial vehicle markets. First out
is the 7-in display computer CCpilot V700, delivering technology
suitable for human-machine interaction and on-board computing
for industrial machines. The V700 is a true ‘GUI experts’, support-
ing advanced graphics frameworks that make it possible to de-
liver dynamic and intuitive instrumentation and guidance func-
tionality. It also supports new software frameworks that enable
tiple video streams, object recognition and augmented reality.
For more information, visit http://info.hotims.com/76533-460
Heavy-duty alternators
WAI’s (Miramar, Fla.) complete line of
heavy-duty alternators is suitable for
Class-1 to Class-8 trucks and construc-
tion equipment. According to the
company, millions of units have been
installed and tested to OEM specifica-
tions and include TRANSPO electron-
ics manufactured by WAI, as well as premium-grade WBD
bearings. WAI alternators feature a high level of proven perfor-
mance with thorough testing of output current at idle and full-
load RPM. Additionally, validation testing for all products in-
cludes endurance, humidity, power thermal cycling, vibration,
salt spray and thermal shock. New alternators result in war-
ranty rate reduction through extended field life of new units.
For more information, visit http://info.hotims.com/76533-462
TRUCK & OFF-HIGHWAY ENGINEERING
COMPANIES MENTIONED
Company Page
Abaco Systems......................................................................................30
Advanced Propulsion Center UK.........................................................21
Allison Transmission.............................................................................24
Argo AI...................................................................................................... 2
Argonne National Laboratory............................................................. 23
Association of Equipment Manufacturers........................................... 5
Audi.........................................................................................................20
AVL.......................................................................................................... 23
AVL Powertrain Engineering............................................................... 32
Ballard Power Systems..........................................................................19
Baum and Associates............................................................................18
BMW........................................................................................................20
Bollinger Motors....................................................................................26
Bosch.................................................................................................20, 33
Bosch Rexroth....................................................................................9, 28
California Air Resources Board......................................................18, 32
California Fuel Cell Partnership............................................................18
Camcon Automotive...............................................................................6
Caterpillar........................................................................................... 8, 10
Charles Machine Works.......................................................................... 5
Chevrolet.................................................................................................19
ClearFlame Engine Technologies....................................................... 23
CNH Industrial.......................................................................................... 3
Continental.............................................................................................29
Continental Emicat................................................................................ 33
Crosscontrol...........................................................................................30
Cummins................................................................................................. 32
Daimler...................................................................................................20
Daimler Truck Fuel Cell.........................................................................20
Daimler Trucks North America.............................................................14
Danfoss Power Solutions................................................................. 8, 10
AD INDEX
Advertiser Page
Aurora Bearing Co............................................ 31............................ www.aurorabearing.com
Cummins Inc...................................................... 11......................... cummins.tech/morepower
Curtis Instruments, Inc............................... 16-17...................... www.curtisinstruments.com
Eberspächer......................................................25....................... www.eberspaecher-na.com
Isuzu Motors America, LLC.............................22...............................www.isuzuredtech.com
Mahle........................................................ Cover 2................................................us.mahle.com
Ruffy Controls.................................................. 29...............................www.ruffycontrols.com
Smalley................................................................7.................. expert.smalley.com/SAE/rings
Sonceboz SA.......................................................5.....................................www.sonceboz.com
The Lee Company.................................. Cover 4........................ www.leeimh.com/innovate
TRUCK & OFF-HIGHWAY ENGINEERING
Department of Energy......................................................................... 23
Ditch Witch............................................................................................... 5
FedEx...................................................................................................... 27
Flow Technology...................................................................................28
Ford........................................................................................................... 2
FPT Industrial........................................................................................... 3
Freightliner..............................................................................................14
Freudenberg Sealing Technologies....................................................30
General Motors.......................................................................................18
Green Tomato Cars................................................................................21
HBM.........................................................................................................29
Honda.......................................................................................................21
Hydrogen Europe...................................................................................19
Hydrogenics............................................................................................19
Hyundai Hydrogen Mobility................................................................20
Hyundai Motor Co..................................................................................19
IC Bus.......................................................................................................12
Intel..........................................................................................................28
International............................................................................................12
JCB............................................................................................................21
Kenworth.................................................................................................19
Knorr-Bremse TruckServices...............................................................28
Kodiak Robotics.....................................................................................25
Lightning Systems..................................................................................19
Loop Energy............................................................................................19
Mahle...................................................................................................2, 29
MathWorks...............................................................................................9
McLane Company...................................................................................12
Mobile Electronics Association............................................................. 3
Mobileye.................................................................................................28
NASA........................................................................................................14
Rod Ends and
Spherical
Web Link Bearings designed
and manufactured to
Aurora’s exacting
standards for quality
and durability.
complete library of CAD drawings and 3D models available at:
w w w. a u r o r a b e a r i n g . c o m
Free Info at http://info.hotims.com/76533-709
National Science Foundation.............................................................. 23
Navistar..............................................................................................12, 32
Nikola.................................................................................................. 4, 18
PACCAR...................................................................................................25
Plug Power..............................................................................................19
Proterra...................................................................................................24
Ricardo North America.......................................................................2, 4
Ricardo Strategic Consulting...............................................................24
Ryse Hydrogen.......................................................................................21
SAE International..............................................................2, 3, 12, 23, 32
Starsky Robotics.....................................................................................12
Steyr.......................................................................................................... 3
TE Connectivity......................................................................................30
Toyota.......................................................................................................19
TTControl..............................................................................................2, 8
TuSimple..................................................................................................12
University of Cambridge........................................................................ 7
University of Waterloo......................................................................... 23
University of Wisconsin........................................................................ 23
UPS.....................................................................................................12, 27
Vermeer....................................................................................................6
Volkswagen.............................................................................................. 2
Volkswagen Group.................................................................................18
Volvo Group...........................................................................................20
WABCO...................................................................................................30
WAI..........................................................................................................30
Wrightbus................................................................................................21
Yokogawa...............................................................................................29
ZF ..................................................................................................... 13, 30
Registered and Certified
to ISO_9001 and AS9100.
From economy commercial
to aerospace approved,
we’ve got it all!

Aurora Bearing Company
901 Aucutt Road
Montgomery IL. 60538
October 2020 31
Q&A
Integrating ultra-low NOx technology
presents challenges
Ultra-low NOx regulations proposed by the California Air
Resourced Board (CARB) call for 0.05 g/hp-hr tailpipe NOx in
2024, with a second stage in 2027 further reducing NOx to
0.02 g/hp-hr. A new low-load cycle will
require 0.2 g/hp-hr. Such stringent stan-
dards will lead to an increase in cost and
complexity for OEMs, explained Navtej
Singh, chief engineer for powertrain sys-
tems at Navistar, during a technical ses-
sion at the SAE COMVEC Digital Summit.
“The solution we’re trying to create, we
would like to see how it can live for an-
other 5 to 10 years because the invest-
ment — we’re talking hundreds of mil-
lions of dollars,” he said.
To satisfactorily meet the stricter stan- Navtej Singh,
dards, significant improvements in the
durability and robustness of sensors, cat-
alyst and dosing technologies are still
required, Singh emphasized, and more
accurate sensing and precise actuator
systems also are needed for 2027+ emis-
sion systems. “Navistar is still looking for
more accurate solutions in NOx sensor
technology — for example, a NOx sensor
other than ±10 percent. We’re expecting
to see ±3 percent,” he said, adding that
relaxation in OBD (onboard diagnostics)
is also key to early adoptions.
Singh was joined on the COMVEC pan-
el by Lisa Farrell, director of Cummins’
Accelerated Technology Center, and
Gustav Johnson, chief engineer at AVL
Powertrain Engineering. The three ex-
perts covered a range of topics during
the virtual session.
What’s the biggest challenge to meeting
ultra-low NOx?
Singh: Thermal management is one of
the biggest challenges for us, specifically
when we consider NOx control in the cold
FTP [Federal Test Procedure] and low-
load cycles. We looked into different av-
enues, how we can use electrically-heat-
ed catalysts or substrates, how we can
enhance the aftertreatment heating by
doing the exhaust bypass; we looked into
cylinder deactivation [as part of the
SuperTruck program], and we found pros
and cons of each application.
32 October 2020
But one of the biggest challenges we’re still facing is how
to control the engine-out NOx that is being produced in the
first 60 seconds — we are still working on these challenges.
We can control hot FTPs pretty well; we
are still struggling to find a reliable sys-
tem that can be robust to 1.2 million miles
and can meet the low-NOx specifically in
the cold cycles and the low-load cycles
while meeting GHG standards.
What technologies make sense for low-
load operation?
Johnson: When we talk about the ultra-
low NOx regs, there’s the low-load cycle
and there’s the cold FTP and the hot FTP,
and you need different approaches for all
chief engineer of them. As Navtej mentioned, the hot
for powertrain
FTP isn’t much of a challenge assuming
systems at Navistar.
you have everything there for the others.
The cold FTP is all about getting hot
quickly, and the low-load cycle is about
staying hot. The technologies that allow
you to get hot quickly aren’t necessarily
the same technologies that allow you to
stay hot efficiently.
Cylinder deactivation [CDA] is a good
example — it makes a lot of sense for stay-
ing warm, it’s not necessarily helpful for
getting warm, as an example. There’s also a
CO2 angle of it, as well. You need to get that
Lisa Farrell, heat for as little extra CO2 penalty as pos-
director of sible, so that’s going to be the key metric.
Cummins’
The last thing I’d add is model-based
Accelerated
Technology Center. controls — you can’t wait for there to be a
problem to respond, you need to see it
coming in terms of what the catalyst is go-
ing to do 10-15 seconds into the future from
a temperature point of view. All of that will
need to be integrated to keep that tem-
perature in that active range for the SCR
[selective catalytic reduction] catalysts.
FROM TOP: NAVISTAR; CUMMINS; AVL
What set of technologies are required to
meet the 2027 NOx standards?
Farrell: As we work toward 2024 and meet-
ing 0.05, we’re going to learn what it’s really
Gustav going to take. The challenges are not just
Johnson, FTP and RMC-SET [Ramped Mode Cycle-
chief engineer Supplemental Emissions Test], there’s the
at AVL Powertrain
new low-load cycle and that lab test is
Engineering.
probably not even the greater challenge.
TRUCK & OFF-HIGHWAY ENGINEERING

The in-use requirement and
the temperature requirement
down to -7°C and being
compliant to that are going
to be extremely challenging
for these technologies [like
CDA, close-coupled SCR,
and the e-heater].
As we are developing the
products, we’re going to find
out what it takes to get to
0.05 and then what do we
need for 0.02. We’re going
to have to maybe error on
the side of protecting for
some additional options if
we need them. There are just
some things that we don’t
have enough experience
even at 0.05 yet to say the
in-use requirement is going
to be met by any of those
technologies for 0.02.
Electric catalyst heating is one option being explored to combat cold-start
NOx emissions. The catalyst reduces heating times without relying on
Is existing DEF dosing tech-
engine or exhaust-gas temperatures to reach its operating temperature.
nology suitable for close-
coupled SCR catalysts?
Singh: Absolutely. There are two kinds of
prevalent dosing technologies available, one
with Bosch and one with Cummins. I think
both technologies are feasible. We believe,
based on the data we have, that controlling
the dosing and trying to dose at a lower
temperature doesn’t make much difference.
What we believe is that the challenge is how
to heat up the system that is ahead of it.
That is a big challenge, because even if you
start dosing early, if your catalyst is not hot,
reactions will not take place. But I don’t want
to discourage the manufacturers who are
making the new dosing technologies — we
would encourage them to keep developing.
What are the control implications for
meeting low-NOx standards?
Johnson: The main thing to keep in mind
with controls for a lot of these [solutions],
there are some low-level things like any
increase in sensor accuracy is going to
make diagnostics and similarly engine-out
CONTINENTAL EMICAT
NOx decisions less of a competition. So
that’s on the low level — precision of the
individual components. That is an enabler,
it’s by no means a solution to the challenge.
I think the real ‘magic,’ so to speak, is
TRUCK & OFF-HIGHWAY ENGINEERING
Q&A
going to be model predic-
tive control. So not just re-
acting to what’s happened
and adjusting, and not even
looking ahead a few sec-
onds into the future, but
really trying to potentially
integrate with some ad-
vanced features on the ve-
hicle to understand what’s
coming [further out] and
getting ready for it. So that
you’re not trying to dig
yourself out of a hole, but
stepping around the hole
before it comes.
Is electrification the ulti-
mate solution?
Singh: Only time can predict
the demand of electrifica-
tion in the trucking industry.
For the heavy-duty Class-8
application, adoption of e-
mobility has challenges
ahead of it. Government in-
volvement and incentives
“One of the
will be key in adoption.
In North America, when we sell the trucks
biggest challenges to customers, to a fleet of like 10,000 trucks,
think about a scenario that they need a
we’re still facing is 1,000-kWh battery system. One battery is
running at about 2.2 kWh per mile; that will
how to control the give them about 500 miles. Basically, we’re
talking 10 million kWh of energy needed by
engine-out NOx one company per charge — think about
what kind of a charging infrastructure the
that’s produced U.S. needs to provide them power.
in the first 60 We do see other applications where
electrification is going to take over faster,
seconds.” like bus and vocational applications —
school buses are ideal because you drop
off the kids, you pick up the kids, you
- Navtej Singh, Navistar
have a 5-hour window you can charge
them up. But for freight, if you’re asking
specifically on the heavy-duty applica-
tion, I think IC engines are going to stay
longer than expected.
Farrell: We’re in the process of putting
out early learners now and hopefully
within the next few years we’ll have a
better understanding. But I don’t think
we know that right now.
Ryan Gehm
October 2020 33
 LEE MINIATURE CHECK VALVES | RELIEF VALVES | SHUTTLE VALVES | FLOW CONTROLS | PRECISION ORIFICES | EXPANSION PLUGS

SOME COMPANIES IMITATE.

WE INNOVATE.

Imitation is easy.
Innovation is hard work.
Leighton Lee II was an innovator. He founded
our company on that spirit, and it’s how we
solve tough problems today. Every product
you see here—from miniature check and relief
valves to shuttle valves, flow controls, precision
orifices and plugs—was developed to solve a
customer’s fluid control challenge. Since 1948,
we’ve been delivering engineered solutions
for a wide variety of demanding applications.
We have the experience, product breadth, and
technical know-how to provide engineered
performance, with zero risk. Don’t let an imitator
ruin your day—or your design. Contact us
today to put our knowledge to work for you.

Learn more at leeimh.com/innovate

Innovation in Miniature

®
2 Pettipaug Rd, Westbrook CT 06498-0424
860-399-6281 | 1-800-LEE PLUG | www.leeimh.com
The Lee Company WESTBROOK•LONDON•PARIS•FRANKFURT•MILAN•STOCKHOLM

Free Info at http://info.hotims.com/76533-710