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The Expanding Heavy Truck Fuel Economy & Aerodynamic Design Space Rick Mihelic 06/13/12 Where Are We? Potential Tractor-Only Aerodynamic Improvement Potential Time Technology S-Curve Evolving World Late 1930's $0.10 / gal No

SLIDE 1

The Expanding Heavy Truck Fuel Economy & Aerodynamic Design Space

Rick Mihelic 06/13/12

SLIDE 2

Where Are We?

Time Potential Technology S-Curve Tractor-Only Aerodynamic Improvement Potential

SLIDE 3

Evolving World

1990's - Mid 2000's $1.10 - $2.40 / gal 2002, 2007 EPA, ULSD Fuel 2012 $3.78 - $4.14 / gal EPA 2010, CARB/SmartWay, EPA/NHTSA GHG, ULSD Fuel Late 1930's $0.10 / gal No Regulations

SLIDE 4

Change Drivers

Competition
Costs
Regulations
Technology

SLIDE 5

Continuous Improvement

Model 360 Model 362

1986

Model 330 Model 387

2006

Model 334 Model 281 Model 351 Model 359 Model 348 Model CB 200/300

1939 1949 1970 1954 1956 1967 1981

Model 379

1994 1995

Model 385

1999

Model 386

2010

Model 587

2012

Model 579

SLIDE 6

Latest Vehicles

Model 587 Model 579

SLIDE 7

Innovation S-Curves

Strategic Change

Time Potential

Current Technology Emerging Technology

SLIDE 8

Roof Fairing S-Curve Example

High Drag >>Better 1970's-1980's Technology S-Curve Improved Performance Added Weight Added Cost Maintained Image

SLIDE 9

Where We Are Today

Strategic Change

Time Potential

SmartWay Aero-Tractor With SmartWay Device Equipped Trailer SmartWay Aero Tractors-Only

Technology S-Curves

SLIDE 10

Expanding Design Space

Levels

Part
Sub System
System
Tractor & Trailer
Multiple Vehicles
Multiple Vehicles & Highway

Highway

The Aerodynamic Design "Box" Must Expand To Achieve Objectives

SLIDE 11

Regulatory Influence

EPA Engine Emissions Rules
EPA SmartWay
California EPA CARB/SmartWay
EPA/NHTSA GHG Emissions
FHWA Bridge Law
DOT Rules
Others

SLIDE 12

Operating Costs

Fuel & Oil Costs 32% Truck/Trailer Lease/Purchase Payments 16% Repair & Maintenance 7% Insurance Premiums 3% Permits & Licenses 2% Tires 2% Tolls 2% Driver Wages 27% Driver Benefits 9%

Compiled From American Transportation Research Institute ATRI 2011 Update for 2008-2010

Every Cost Matters Fuel Is The Largest Variable

SLIDE 13

Fuel Price Forces

5 4 3 2 1

Diesel Price Diesel $/Gal

From DOE Statistics

Today 1938

ULSD

Fuel Price Increases Spur Aero/MPG Design

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Freight Efficiency

0.000 0.005 0.010 0.015 0.020 0.025 0.030 0.035 0.040 0.045

1975 1980 1985 1990 1995 2000 2005 Gallons Per Ton and Per Mile Continuously Improving

From FHWA Statistics

Progress Has No Limits But Endless Trade-Offs

SLIDE 15

Aerodynamic Drag

1938

Drag Cd 35%-40% Drag Reduction Year

1990 1998 2012

Significant Tractor Drag Reduction

SLIDE 16

Levels

Part
Sub System
System
Tractor & Trailer
Multiple Vehicles
Multiple Vehicles & Highway

Highway

Improved Analysis

2002 Today

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Energy vs. Speed

50 100 150 200 250 300 20 30 40 50 60 70 80 50 100 150 200 250 300

Aerodynamic Drag Rolling Friction and Accessories

HP Contribution Level Highway Speed MPH HP Contribution

Aerodynamics Is A Factor At All Speeds

SLIDE 18

Piece Part Approach

SLIDE 19

Piece Part Trailer Aero Device Focus

SmartWay

SLIDE 20

Tractor/Trailer System Design

"Five Manufacturers on Track to Meet SuperTruck Goals - 50% Freight Efficiency Gains " Transport Topics Headline 2/6/12

SLIDE 21

Trailing Distance

Trailing Distance Fuel Saved 250' 20' 100' 1% 12% 0% Multi-Vehicle Design Envelope

FHWA states 3m truck spacing has 10-15% emissions reductions Data from Peloton Technology

SLIDE 22

Infrastructure Design Envelope

Truck-Only Lanes, Routing Feedback Systems, Vehicle Spacing, Multi-Trailer, Road/Rail Optimization, Distribution Systems

Source: California Department of Transportation, 2005

Potential Rule Changes
Length
Width
Max Weight
Max Axles
Long Combination Vehicles
Fuel Efficiency
Homologation
Emerging Technologies

SLIDE 23

Design Space Next Steps

Strategic Change

Time Potential

Tomorrow Total Tractor/Trailer System Today Add-On Part Approach To Trailers With Optimized Aero Tractors Future Multi-Vehicle Interaction & Interactive Infrastructure

Technology S-Curves

SLIDE 24

Conclusion

The Size Of Self-Imposed Design Space Limits The

Performance Potential

The Future Design Envelope Includes

– Integrated Tractor/Trailer Designs – Multi-Vehicle Interactions – Highway Infrastructure Interaction – Rule Optimization

SLIDE 25

We know most of the answers; we need to apply them.

2002 UEF Conference on Truck and Bus Aerodynamics Commercial Vehicle Aerodynamic Drag Reduction: Historical Perspective as a Guide National Research Council of Canada

Kevin R. Cooper

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