Hosted by Roadranger partners Eaton and Dana, the recent Roadranger Technology Conference –- dubbed Technology and Beyond -- previewed many of their latest drivetrain products and advanced technologies.
It also included several new products scheduled for introduction next year.
Centerpiece of the conference was Dana’s new Technology Demonstration Vehicle, a tractor-trailer built from a Peterbilt model 387 tractor.
It featured:
-- Eaton’s new two-pedal automated manual Ultrashift transmission.
-- A Dana independent front suspension with air suspension.
-- Eaton’s Vorad collision avoidance radar with SmartCruise, which automatically adjusts speed to maintain a safe interval between vehicles.
-- A new Dana Spicer Premium-40 (40,000-pound rating) tandem drive axle with super single tires mounted on lightweight aluminum wheels.
-- Dana Spicer air disc brakes on all wheels including trailer.
-- Dana Spicer AdVantage trailer air suspension.
-- Bendix anti-lock brake system.
Dana smart on-board electronics systems included:
-- Tire maintenance system.
-- Onboard weight measurement and overload indicator.
-- Wheel end temperature sensing.
-- Axle oil level and temperature sensors.
-- Brake lining wear sensors.
-- An electronic parts list storage system.
In the Things to Come category, trade press members got a preview of automotive technologies being adapted for heavy trucks. These include so-called drive-by-wire componentry for steering, braking and throttle operation as well as electronic roll control system and even fuel cells for trucks.
Of particular interest for improving fuel economy are technologies for electrically driven water pumps, engine oil pumps and an electrically assisted turbocharger. Coolant circulation rate would be based on cooling need with no circulation at all at engine start-up for quick warm-up and oil circulation volume, based on engine load and temperature.
The electric-on-demand water pump might save 4% on fuel in city driving, according to Chuck Heine, president of Dana’s technology and diversified products developments.
The electric oil pump will allow pre-lube of engine bearings and cylinder walls prior to start-up and post-lube for cool-down. Oil supply and volume pumped is dependent of engine rpm.
Editors also learned about Eaton’s commercial vehicle hybrid drive systems and a hydraulic launch-assist system for multistop heavy trucks such as refuse. It fits in the driveline between transmission and rear axles and during braking, pumps up hydraulic pressure in an accumulator, which is then released to drive an hydraulic-assist motor to help get the vehicle under way, saving both time and fuel.
The new two-pedal Ultra Shift automated manual transmissions will be offered in several torque capacities and speeds, both heavy duty and medium duty. First introduction is set for the Mid-America Truck Show next March.
Depending on model, Eaton has developed both a wet clutch and dry clutch.
The dry is centrifugally driven, something like a clutch on a motor bike or chain saw. Lockup is gradual from 900 to 1300 rpm with disengagement at 900.
No sensors or actuators are required. The wet (runs in oil) clutch works more like a torque converter and can dissipate heat quickly. Applications will be stop/start vocations and starting on grades. Driving both types on the test track, you couldn’t tell the difference.
Also in the works, but further down the road, are automated manual transmissions in the "LL" family with deep reduction low-hole gearing for dump, mixer, logging, etc. applications.
The medium duty six-speed Ultra Shift will have an automatic hill-holding feature. More than 50,000 Auto Shifts (three pedal) are in service to date, Eaton reports, and 1,000 10-speed Ultra Shifts will be "seeded" in coming months for fleets to evaluate and experience.
Three versions of front air suspensions are under development. One has an air bag directly on top of a single leaf of a front spring. Another has a fabricated light front axle with an air bag on each side mounted on a diagonal to upper control arms. The last, which seemed to have the smoothest ride during test drives on Eaton’s proving grounds in Marshall, MI., was a true wishbone type independent front air suspension. It also allowed the engine to be mounted lower in the chassis, giving a lower CG and lower hood profile.
One very apparent feature of the air ride front suspensions was the near elimination of any nose dive during severe/panic braking. The combination of the way the air bags and shock absorbers were mounted almost totally did away with the traditional nose dip.
It also included several new products scheduled for introduction next year.
Centerpiece of the conference was Dana’s new Technology Demonstration Vehicle, a tractor-trailer built from a Peterbilt model 387 tractor.
It featured:
-- Eaton’s new two-pedal automated manual Ultrashift transmission.
-- A Dana independent front suspension with air suspension.
-- Eaton’s Vorad collision avoidance radar with SmartCruise, which automatically adjusts speed to maintain a safe interval between vehicles.
-- A new Dana Spicer Premium-40 (40,000-pound rating) tandem drive axle with super single tires mounted on lightweight aluminum wheels.
-- Dana Spicer air disc brakes on all wheels including trailer.
-- Dana Spicer AdVantage trailer air suspension.
-- Bendix anti-lock brake system.
Dana smart on-board electronics systems included:
-- Tire maintenance system.
-- Onboard weight measurement and overload indicator.
-- Wheel end temperature sensing.
-- Axle oil level and temperature sensors.
-- Brake lining wear sensors.
-- An electronic parts list storage system.
In the Things to Come category, trade press members got a preview of automotive technologies being adapted for heavy trucks. These include so-called drive-by-wire componentry for steering, braking and throttle operation as well as electronic roll control system and even fuel cells for trucks.
Of particular interest for improving fuel economy are technologies for electrically driven water pumps, engine oil pumps and an electrically assisted turbocharger. Coolant circulation rate would be based on cooling need with no circulation at all at engine start-up for quick warm-up and oil circulation volume, based on engine load and temperature.
The electric-on-demand water pump might save 4% on fuel in city driving, according to Chuck Heine, president of Dana’s technology and diversified products developments.
The electric oil pump will allow pre-lube of engine bearings and cylinder walls prior to start-up and post-lube for cool-down. Oil supply and volume pumped is dependent of engine rpm.
Editors also learned about Eaton’s commercial vehicle hybrid drive systems and a hydraulic launch-assist system for multistop heavy trucks such as refuse. It fits in the driveline between transmission and rear axles and during braking, pumps up hydraulic pressure in an accumulator, which is then released to drive an hydraulic-assist motor to help get the vehicle under way, saving both time and fuel.
The new two-pedal Ultra Shift automated manual transmissions will be offered in several torque capacities and speeds, both heavy duty and medium duty. First introduction is set for the Mid-America Truck Show next March.
Depending on model, Eaton has developed both a wet clutch and dry clutch.
The dry is centrifugally driven, something like a clutch on a motor bike or chain saw. Lockup is gradual from 900 to 1300 rpm with disengagement at 900.
No sensors or actuators are required. The wet (runs in oil) clutch works more like a torque converter and can dissipate heat quickly. Applications will be stop/start vocations and starting on grades. Driving both types on the test track, you couldn’t tell the difference.
Also in the works, but further down the road, are automated manual transmissions in the "LL" family with deep reduction low-hole gearing for dump, mixer, logging, etc. applications.
The medium duty six-speed Ultra Shift will have an automatic hill-holding feature. More than 50,000 Auto Shifts (three pedal) are in service to date, Eaton reports, and 1,000 10-speed Ultra Shifts will be "seeded" in coming months for fleets to evaluate and experience.
Three versions of front air suspensions are under development. One has an air bag directly on top of a single leaf of a front spring. Another has a fabricated light front axle with an air bag on each side mounted on a diagonal to upper control arms. The last, which seemed to have the smoothest ride during test drives on Eaton’s proving grounds in Marshall, MI., was a true wishbone type independent front air suspension. It also allowed the engine to be mounted lower in the chassis, giving a lower CG and lower hood profile.
One very apparent feature of the air ride front suspensions was the near elimination of any nose dive during severe/panic braking. The combination of the way the air bags and shock absorbers were mounted almost totally did away with the traditional nose dip.
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