2014 TMC: Cummins technology preview

Cummins recently briefed TMC delegates in Melbourne on coming vehicle technologies and how they might impact the road freight industry

Emissions reduction technologies will take a back seat to fuel economy measures in coming years: that was the message delivered to delegates at the 2014 PACCAR & Dealer Technical & Maintenance Conference in Melbourne last week, by Cummins South Pacific.

In a session titled 'Cummins – what's coming our way next?', product planning specialist Sean McLean (pictured, dark hair) and engineering manager Neil Husband (pictured, blonde hair) gave Cummins' view on a variety of looming technologies set to make a major impact on the global road freight industry.

Mr McLean says the stage is set for the next generation of heavy vehicles.

"Global emissions regulations, NOx and particulate matter – that's been the focus for the past 20 to 25 years," he says.

"However, fuel efficiency and carbon dioxide regulations are the next area we [the industry] will be focussing on. With greenhouse gas increasing in output significantly over the last 20 years, and the link between greenhouse gas and global warming, we now have a push for carbon dioxide and greenhouse gas regulations."

This new focus will shine a spotlight on fuel economy and a multitude of ways in which it can be promoted.

"The engine is only part of the picture when you talk about overall fuel economy," says Mr McLean.

"Firstly, what type of fuel do you use? Then there's vehicle speccing – the tyres, the aerodynamics – and the weights you run, and the vehicle's productivity. Then there are the speeds you run at, idle controls, and driver training to help drivers manage their fuel use. The highways and infrastructure play a role too. All these different elements come into play when we talk about fuel economy."

On display in the session was a Euro 6 Cummins aftertreatment system for a city bus. Bristling with sensors, the system features a diesel oxidation catalyst (DOC), diesel particulate filter (DPF), selective catalytic reduction system (SCR) and extensive insulation to improve thermal efficiency.

Already in use in Europe, Mr McLean says such systems may be markedly different by the time ADR 80/04 – our equivalent to Euro 6 – becomes mandatory here. While no date has been set for ADR 80/04 to become law, the general estimation is that it will arrive in 2019.

"Engines have been around for about 100 years so they've been through a long development process, but aftertreatment has only had a 10-year development process so there's a lot more development to go on," he says.

McLean says several manufacturers are currently examining waste heat recovery systems to enhance fuel economy.

"It's basically trying to capture the waste heat, or waste energy, and convert it into useful power," he says.

Cummins currently has three prototype trucks fitted with the company's third generation of waste heat recovery system, each with about 80,000 miles under their wheels. While the technology represents significant challenges in terms of weight, complexity and packaging, Mr McLean says it provides an opportunity to reap a five per cent reduction (or more) in fuel consumption.

Mr McLean also says the benefits of electrification will be unlocked slowly – "Our feeling is the transition to full hybrid is really going to be gradual and done in stages" – while telematics will also play a role.

"Essentially what we're talking about here in data management – data management between the vehicle and the fleet operator, service location or maintenance shop," he says.

Mr Husband, meanwhile, spoke of a variety of electronic vehicle features that will also help cut fuel usage. 'Vehicle acceleration management' allows an engine to be tuned so that it accelerates at a similar rate when empty as it would when loaded, while a 'load-based speed control' clips engine revs to promote efficiency and 'gear-down protection' limit engine speed unless the truck is in top gear.

Setting a road speed governor to 95km/h and the cruise control to 100km/h encourages a driver to use the latter. "The ECM can control fuelling much more precisely and much better in terms of fuel consumption than the driver's right foot," says Mr Husband.

Idle coast management – where a vehicle essentially coasts down descents in neutral – is already here, while work on integrated powertrains is all about precisely matching an truck's engine to its transmission to optimise economy.

"The OEMs will be using some of these parameters to ensure they meet their fuel consumption targets," Mr Husband says.

Where should today's operators focus their efforts to maximise fuel economy? Mr Husband says there are three main areas to target: vehicle speccing (especially its aerodynamics); driver habits (i.e. training); and vehicle maintenance (running the correct tyre pressures, using quality coolant and lubes, and maintaining precise axle alignment).

Mr Husband said the road freight industry will need to undergo something of a shift in mindset when it comes to adopting many of the looming technologies, with fleet operators and drivers switching from a focus on outright speed to optimal efficiency. The end result, however, will be worth the change.

"Traditionally when we've made an emissions change, unfortunately it's had a zero or negative impact on the end user," he says.

"We're at the point now where if we look to the future, it's going to have a positive impact – we're going to have a more fuel-efficient product."

2014 TMC: Cummins technology preview

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