For most car drivers, trucks are large, slow, smelly juggernauts that just get in the way. Moving swiftly on past the fact that just about everything we consume travels in a truck at some point, you may be surprised at just how much technology goes into a modern truck. In fact, much of the advanced tech in the latest cars has already been firmly established in trucks for some time. Colin Barnett explains.
Engines
One of the greatest untold engineering feats of recent times is the way in which heavy-duty diesel engines have not just reduced emissions to an almost non-existent level, but fuel consumption has improved significantly at the same time.
The best way to describe the reduction in emissions is to imagine a chart in which the particulates and NOx emissions specified by the Euro-I standard in 1992 covered an area the size of an A4 sheet, while the current Euro-VI level in force since 2014 covers around a quarter of a standard postage stamp. In numerical terms, that means reductions of 97% and 95% respectively. The latest refinements of Euro-VI, now up to Step E, mandate increasing levels of self-monitoring, so that the prescribed level must be maintained for at least seven years, or 700,000km, and during cold starts.
In fact, emissions are now so low that they can no longer be accurately measured in service. It’s not certain that there will be a Euro VII standard in the existing form, and certainly not until about 2027. Instead, European truck emission measuring is now moving to a more holistic method known as VECTO (Vehicle Energy Consumption Calculation Tool), which simulates the emissions, particularly CO2, by considering many factors of an individual truck’s specification. As every element is selected at the time of order by a far more detailed version of the online car configurator we’re familiar with, it’s a relatively easy process to create a VECTO figure at the same time.
The real surprise comes from the fact that alongside these massive emissions reductions, fuel consumption, and hence CO2 production, has also reduced greatly. In 1992, a top-weight artic would achieve around 7mpg on Commercial Motor’s benchmark Scottish test route, whereas today’s best are approaching 10mpg, despite the maximum speed having been increased and the gross weight rising from 38 to 44 tonnes.
When it comes to alternative fuels, road transport is at something of a crossroads, as natural gas, biofuels and electricity, both battery and hydrogen fuel-cells, are all vying to topple diesel from its dominance. The medium-term is likely to see a mix of solutions for different applications, notably battery electric to improve urban air quality, but diesel is likely to remain the fuel of choice for long-haul transport, at least until considerable improvements in the alternative fuel supply infrastructure occur. Currently, there isn’t a single public charging point for heavy trucks anywhere in Europe.
One of the greatest untold engineering feats of recent times is the way in which heavy-duty diesel engines have not just reduced emissions to an almost non-existent level, but fuel consumption has improved significantly at the same time.
The best way to describe the reduction in emissions is to imagine a chart in which the particulates and NOx emissions specified by the Euro-I standard in 1992 covered an area the size of an A4 sheet, while the current Euro-VI level in force since 2014 covers around a quarter of a standard postage stamp. In numerical terms, that means reductions of 97% and 95% respectively. The latest refinements of Euro-VI, now up to Step E, mandate increasing levels of self-monitoring, so that the prescribed level must be maintained for at least seven years, or 700,000km, and during cold starts.
In fact, emissions are now so low that they can no longer be accurately measured in service. It’s not certain that there will be a Euro VII standard in the existing form, and certainly not until about 2027. Instead, European truck emission measuring is now moving to a more holistic method known as VECTO (Vehicle Energy Consumption Calculation Tool), which simulates the emissions, particularly CO2, by considering many factors of an individual truck’s specification. As every element is selected at the time of order by a far more detailed version of the online car configurator we’re familiar with, it’s a relatively easy process to create a VECTO figure at the same time.
The real surprise comes from the fact that alongside these massive emissions reductions, fuel consumption, and hence CO2 production, has also reduced greatly. In 1992, a top-weight artic would achieve around 7mpg on Commercial Motor’s benchmark Scottish test route, whereas today’s best are approaching 10mpg, despite the maximum speed having been increased and the gross weight rising from 38 to 44 tonnes.
When it comes to alternative fuels, road transport is at something of a crossroads, as natural gas, biofuels and electricity, both battery and hydrogen fuel-cells, are all vying to topple diesel from its dominance. The medium-term is likely to see a mix of solutions for different applications, notably battery electric to improve urban air quality, but diesel is likely to remain the fuel of choice for long-haul transport, at least until considerable improvements in the alternative fuel supply infrastructure occur. Currently, there isn’t a single public charging point for heavy trucks anywhere in Europe.
Drivelines
In the past decade, the ratio of manual versus automated transmissions has been totally reversed, so that the clutch pedal is now a rarity reserved for special applications and a few die-hards. I say automated deliberately to differentiate them from automatic, a term only used for torque converter, epicyclic gearboxes, a niche product now only used for specialist purposes such a refuse collection and heavy haulage.
Today, almost without exception, heavy trucks use automated manual transmissions. These are fundamentally the same as a traditional manual with a dry-plate clutch, but with electronically controlled shifting. The latest designs have actually done away with synchromesh in the interests of weight and frictional loss reduction, the speed matching done as part of the automation process, often aided by a layshaft brake.
Shift strategies, controlled by the truck’s electronics, can be matched to circumstances, prioritising economy or performance. They are also closely matched to engine characteristics, which these days mostly involves operating most efficiently in a range as low as 850-1,100rpm, with extra-long final drive ratios to match.
Many readers will be familiar with competitive economy driving, and hopefully will have realised that an engine coasting out of gear at tickover uses more fuel than one using the vehicle’s momentum to over-run in gear. This concept is now being adopted on trucks which for some years have used coasting, or eco-roll. Electronics now switch to whichever approach is more efficient in any situation. Scania’s latest G33CM gearbox takes this a step further, engaging an extra ultra-long overdrive ratio under light load conditions to allow greater overrunning and instantly switching back to the more fuel-efficient direct top gear when loads increase.
Another recent innovation, so far only adopted by Volvo, is its Dual Clutch gearbox. A heavy-duty development of the DSG-type transmission that I’m sure is familiar to you all, it gives impressively fast and smooth shifting. However, standard automated transmissions are now so good that its benefits can only be justified for certain operations.
Back in the early years of the millennium, Renault Trucks’ then press officer was in the habit of issuing credibility defying press releases on April 1. One described the advent of a new cruise control which could identify approaching hills, and adjust speed accordingly. This fantasy has actually been reality for more than five years, in the form of predictive cruise control.
For example, on-board or cloud-based mapping knows that there’s a downhill section over the next brow, so shuts off the fuel before reaching the brow, allowing momentum to carry the vehicle over. The latest version of Mercedes-Benz Predictive Powertrain Control takes this further, identifying lateral changes such as sharp bends and adjusts speed accordingly. It’s perfectly feasible, for example, to turn right on a roundabout without any driver input beyond watching traffic and steering. It also adjusts the truck’s speed to the prevailing limit.
In the past decade, the ratio of manual versus automated transmissions has been totally reversed, so that the clutch pedal is now a rarity reserved for special applications and a few die-hards. I say automated deliberately to differentiate them from automatic, a term only used for torque converter, epicyclic gearboxes, a niche product now only used for specialist purposes such a refuse collection and heavy haulage.
Today, almost without exception, heavy trucks use automated manual transmissions. These are fundamentally the same as a traditional manual with a dry-plate clutch, but with electronically controlled shifting. The latest designs have actually done away with synchromesh in the interests of weight and frictional loss reduction, the speed matching done as part of the automation process, often aided by a layshaft brake.
Shift strategies, controlled by the truck’s electronics, can be matched to circumstances, prioritising economy or performance. They are also closely matched to engine characteristics, which these days mostly involves operating most efficiently in a range as low as 850-1,100rpm, with extra-long final drive ratios to match.
Many readers will be familiar with competitive economy driving, and hopefully will have realised that an engine coasting out of gear at tickover uses more fuel than one using the vehicle’s momentum to over-run in gear. This concept is now being adopted on trucks which for some years have used coasting, or eco-roll. Electronics now switch to whichever approach is more efficient in any situation. Scania’s latest G33CM gearbox takes this a step further, engaging an extra ultra-long overdrive ratio under light load conditions to allow greater overrunning and instantly switching back to the more fuel-efficient direct top gear when loads increase.
Another recent innovation, so far only adopted by Volvo, is its Dual Clutch gearbox. A heavy-duty development of the DSG-type transmission that I’m sure is familiar to you all, it gives impressively fast and smooth shifting. However, standard automated transmissions are now so good that its benefits can only be justified for certain operations.
Back in the early years of the millennium, Renault Trucks’ then press officer was in the habit of issuing credibility defying press releases on April 1. One described the advent of a new cruise control which could identify approaching hills, and adjust speed accordingly. This fantasy has actually been reality for more than five years, in the form of predictive cruise control.
For example, on-board or cloud-based mapping knows that there’s a downhill section over the next brow, so shuts off the fuel before reaching the brow, allowing momentum to carry the vehicle over. The latest version of Mercedes-Benz Predictive Powertrain Control takes this further, identifying lateral changes such as sharp bends and adjusts speed accordingly. It’s perfectly feasible, for example, to turn right on a roundabout without any driver input beyond watching traffic and steering. It also adjusts the truck’s speed to the prevailing limit.
Braking and safety systems
The latest Mercedes-Benz products also come with a version of active lane-keeping, preventing straying out of lane, and effectively giving SAE “Level 3” autonomous driving (where drivers can take their eyes off the road, but must be present and able to take back control when required). Moving beyond simple pedestrian recognition and avoidance, these trucks can also scan the entire side of a tipper or articulated combination, recognising the presence of vulnerable road user and stopping the vehicle if required.
In this vein of protecting others, London’s recently introduced Direct Vision Standard is an attempt to improve a driver’s vision, but the jury is still out on its effectiveness. Mercedes-Benz, again, is the forefront of introducing new technology, and it has become the first manufacturer to launch a road vehicle with traditional mirrors replaced by cameras, displaying on screens on the A-pillars. So far, many buyers are happy, particularly with their small but significant impact on fuel economy, but so far no rival manufacturers are rushing to follow suit.
The latest Mercedes-Benz products also come with a version of active lane-keeping, preventing straying out of lane, and effectively giving SAE “Level 3” autonomous driving (where drivers can take their eyes off the road, but must be present and able to take back control when required). Moving beyond simple pedestrian recognition and avoidance, these trucks can also scan the entire side of a tipper or articulated combination, recognising the presence of vulnerable road user and stopping the vehicle if required.
In this vein of protecting others, London’s recently introduced Direct Vision Standard is an attempt to improve a driver’s vision, but the jury is still out on its effectiveness. Mercedes-Benz, again, is the forefront of introducing new technology, and it has become the first manufacturer to launch a road vehicle with traditional mirrors replaced by cameras, displaying on screens on the A-pillars. So far, many buyers are happy, particularly with their small but significant impact on fuel economy, but so far no rival manufacturers are rushing to follow suit.
Cabs
One area where all manufacturers are aligned is on introducing state-of-the-art driver interface systems, or dashboards. As model ranges get replaced, the newcomers are coming with electronic display screens the equal of any prestige car. Not all are touchscreen, as some makers believe some kid of physical controller is more suited to bumpy roads. Their functionality varies, with the most sophisticated replacing almost every physical switch available to the driver. DAB radio, Apple CarPlay and truck-specific sat-nav live are commonplace alongside productivity aids such as routing and scheduling messaging systems.
Unlike almost all luxury cars, the normal long-haul truck’s equipment levels include leather heated and ventilated seats, orthopedically designed mattresses, microwave, coffee maker and TV. And all for the price of a decent new Bentley or Ferrari.
One area where all manufacturers are aligned is on introducing state-of-the-art driver interface systems, or dashboards. As model ranges get replaced, the newcomers are coming with electronic display screens the equal of any prestige car. Not all are touchscreen, as some makers believe some kid of physical controller is more suited to bumpy roads. Their functionality varies, with the most sophisticated replacing almost every physical switch available to the driver. DAB radio, Apple CarPlay and truck-specific sat-nav live are commonplace alongside productivity aids such as routing and scheduling messaging systems.
Unlike almost all luxury cars, the normal long-haul truck’s equipment levels include leather heated and ventilated seats, orthopedically designed mattresses, microwave, coffee maker and TV. And all for the price of a decent new Bentley or Ferrari.
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