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 OFF-HIGHWAY
ENGINEERING ®

Off-highway hybrids
ZF tackles hybridization,
electrification for ag

HMIs on display
Engineers reduce operator
fatigue, increase
functionality

Charging up
powertrains
Battery technologies
continue to improve

Q&A with Navistar CIO

Terry Kline February 2016 magazine.sae.org/ofh
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CONTENTS
FEATURES REGULARS
2 Editorial
14 Off-highway hybrids: An electrifying future for 2016 and beyond
Opportunities and challenges POWERTRAIN 4 Technical Innovations
With oil prices declining and emissions regulations in North
America “stabilized,” is there a place for hybrid powertrains in this 4 Surface Generation speeds composites
new world of cheap oil? throughput with one-shot stamp-forming
process | MATERIALS | MANUFACTURING
19 Looking for a better image INTERIORS 6 Argonne centers to focus on expediting
Display advances are helping to reduce operator fatigue. commercialization of technology |
ENERGY | ENVIRONMENT

22 Charging up electrified 9 ‘Super-precision’ cylindrical roller bearings

powertrains ELECTRONICS | POWERTRAIN launched by SKF | MANUFACTURING
Control technologies race forward while batteries improve and 11 Cummins aims to boost heavy-duty diesel
adopt standard sizes. efficiency to 55% | POWERTRAIN

26 Measuring and accounting for 31 Original Equipment

suspension TESTING 31 Gleaner upgrades cabins, drives on S9 Series
combines
TARDEC teamed with SEA Ltd. to develop a system to measure the
suspension parameters, center of gravity, and moments of inertia of 33 Product Briefs
wheeled vehicles in the never ending quest to model and predict
Spotlight: CAD/CAE Software
vehicle dynamic behavior.
35 Companies Mentioned, Upcoming,
30 Looking at mobility in 2050 PEOPLE Ad Index
Cuneyt L. Oge begins his term as 2016 SAE International President
with a vision about the future of auto- and aero-mobility. 36 Q&A
Navistar CIO Terry Kline talks about the
company’s vehicle connectivity strategy and its
ON THE COVER new over-the-air reprogramming technology.
A central feature of the new Gleaner S9 Series combines is the new
Tyton terminal, offering technology to match the needs of modern
precision farming practices. The new terminal allows operators to
monitor and control multiple combine functions, many with a single
touch. Mounted on an accessory bar off the operator seat armrest,
the Tyton terminal can be positioned by the operator to best
maintain visibility of the monitor and header. follow us @SAEOHEMag

Off-Highway Engineering®, February 2016, Volume 24, Number 1. Off-Highway Engineering

11
(ISSN 1528-9702) is published six times a year by SAE International®, 400 Commonwealth
Dr., Warrendale, PA 15096-0001 and printed in Mechanicsburg, PA. Copyright© 2016 SAE
International. Annual print subscription for SAE International members: first subscription, $20
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at Warrendale, PA, and additional mailing offices. POSTMASTER: Please return form 3579
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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
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Claims for missing issues of the magazine must be submitted within a six-month time frame of
the claimed issue’s publication date. The Off-Highway Engineering title is registered in the U.S.
Patent and Trademark Office, and feature articles are indexed and included in the SAE Digital
Library. For additional information, free demos are available at www.saedigitallibrary.org.
(ISSN 1528-9702 print)
(ISSN 1939-6686 digital)

Audited by

OFF-HIGHWAY ENGINEERING February 2016 1

 EDITORIAL NY, NJ, OH:
Ryan Beckman
+1.973.409.4687
Kevin Jost
rbeckman@techbriefs.com
Editorial Director
kevin@sae.org PA/DE:
Desiree Stygar

EDITORIAL
Jean L. Broge
+1.908.300.2539
Managing Editor
dstygar@techbriefs.com
jbroge@sae.org
Midwest/Great Lakes:
Lindsay Brooke
IN, MI, WI, IA, IL, MN
Senior Editor
Chris Kennedy
abrooke@sae.org
+1.847.498.4520, x3008
Ryan Gehm ckennedy@techbriefs.com
An electrifying future for 2016 and beyond Associate Editor
rgehm@sae.org
Midwest/Central Canada:
KS, KY, MO, NE, ND, SD, ON, MB
This first issue of Off-Highway Engineering much energy out of the battery as pos- Zach Nocera Bob Casey
+1.847.223.5225
Editorial Assistant
for 2016 contains coverage on two hot top- sible, and both are challenges at which znocera@sae.org bobc@techbriefs.com

ics in the industry: the electrification of sys- engineers must continue to work. That Patrick Ponticel Rocky Mountain States/NM:
Membership Editor CO, ID, MT, UT, WY, NM
tems, particularly the powertrain, and HMI said, besides energy gain—which is cer- ponticel@sae.org Tim Powers
+1.973.409.4762
(human-machine interface) advances. To tainly a key contributor to productivity—in Lisa Arrigo tpowers@techbriefs.com
Custom Electronic
answer why those topics have risen to the an industry where vehicles and equipment Products Editor Southern CA, AZ, NV:
Tom Boris
top, just think money. Or, as money is often are packed so densely with systems and larrigo@sae.org
+1.949.715.7779
referred to in the commercial/off-highway components that it could be difficult to Contributors
tomboris@techbriefs.com

vehicle industry, reliability and productivity. get a string of dental floss between them, Kami Buchholz
Northern CA, WA, OR,
Western Canada:
Detroit Editor
In the “Off-highway hybrids— some view reducing the actual space that Craig Pitcher
Stuart Birch +1.408.778.0300
Opportunities and challenges” feature batteries take in any vehicle just as impor- European Editor cpitcher@techbriefs.com
on page 14, Contributor Bruce Morey tant as the energy they make. Jack Yamaguchi
looks into whether “there remains an Such space issues are not just under the Asian Editor International
metal, but also carryover to off-highway Europe – Central & Eastern:
attractive business case” for the devel- Steven Ashley, Dan Carney,
Sven Anacker
Terry Costlow, Richard Gardner,
opment of off-highway hybrids when operator environments. Until equipment is Jenny Hessler, John Kendall, Britta Steinberg
Bruce Morey, Jennifer Shuttleworth, +49.202.27169.11
(right now) fuel prices are “so low.” no longer operated by, and ridden on, a Linda Trego, Paul Weissler sa@intermediapartners.de
steinberg@intermediapartners.de
Mark Kuhn, Vice President for Ricardo hands-on human, no matter how brilliant-
Europe – Western:
Strategic Consulting, told Morey, “There ly engineered the hydraulics and electron- DESIGN Chris Shaw
+44.1270.522130
are between 10 and 15 companies in the ics and powertrains are, a whole heck of a Lois Erlacher chris.shaw@chrisshawmedia.co.uk
Creative Director
off-highway market [overall] that are lot still rides on the human. China – Mainland:
Ray Carlson
selling hybrid vehicles. These hybrids In the “Looking for a better image” fea- Associate Art Director
Marco Chang
+86.21.6289.5533-101
advertise benefits of between 20 to ture on page 19, Costlow touches upon the marco@ringiertrade.com

40% fuel economy savings.” evolution of ergonomics. “Cabs use more SALES & Hong Kong:
Annie Chin
One of the unique features about off- and more glass and therefore displays MARKETING +852.2369.8788-32
annie@ringier.com.hk
highway vehicles as compared to on-high- must be very bright,” says Christiana Joe Pramberger
Publisher Japan:
way vehicles is the vast amount of different Seethaler, Product Development Director joe@techbriefs.com Shigenori Nagatomo
+81.3.3661.6138
applications and duty cycles across off- at TTControl. Marcie L. Hineman Nagatomo-pbi@gol.com
highway industries. Says Kuhn: “Other in- Brightness is key to the off-highway Global Field Sales Manager
hineman@sae.org South Korea:
dustries, especially passenger cars, feature industry, and that includes brightness Debbie Rothwell
Eun-Tae Kim
+82-2-564-3971/2
similar architectures of hybrid electric ve- levels in the cab, which can play a big Marketing Director ksae1@ksae.org
drothwell@techbriefs.com
hicles. Not so in off-road, where you have role in keeping drivers alert and focused. Taiwan:
Kelly Wong
Martha Schanno
hydraulics, mechanical energy recovery, “An ambient light sensor enables au- Recruitment Sales Manager +886.4.2329.7318
+1.724.772.7155 kwong@ringier.com.hk
and ultracapacitors, as well as batteries.” tomatic dimming to adapt the luminos- mschanno@sae.org
One trend going nowhere but up in- ity to the surrounding light conditions,” Terri L. Stange Integrated Media
Senior Manager,
volves advances in battery technology. says Seethaler. “This enables different Strategic Global Partners Consultants
Batteries are considered the closest thing day and night designs for optimized +1.847.304.8151
tstange@sae.org Angelo Danza
to a panacea in the mobility industry, ergonomics to avoid operator fatigue, +1.973.874.0271
adanza@techbriefs.com
whether it be air, ground, or sea. That as- thus maximizing safety and efficiency.” REGIONAL Patrick Harvey
pect of electrification is explored in It’s been a relatively brief number of SALES
+1.973.409.4686
pharvey@techbriefs.com
Contributor Terry Costlow’s feature, years that the concept of ergonomics (just
“Charging up electrified powertrains” on about as long as Tier emissions regulations
North America Todd Holtz
+1.973.545.2566
New England/Eastern Canada: tholtz@techbriefs.com
page 22. “Off-highway developers are have been around) has been purposely ME, VT, NH, MA, RI, QC
Ed Marecki Rick Rosenberg
looking at technologies and techniques applied to the design off-highway cabs. +1.401.351.0274 +1.973.545.2565
rrosenberg@techbriefs.com
that make electrification more viable. They While some now view the term “ergonom- emarecki@techbriefs.com
Scott Williams
want to trim the size and weight of battery ic” as cliché, as the industry has evolved, CT:
Stan Greenfield +1.973.545.2464
swilliams@techbriefs.com
packs and be able to accomplish more engineers have had to learn to not consider +1.203.938.2418
greenco@optonline.net
before running out of energy. Developers ergonomics as much as they do not con-
Mid-Atlantic/Southeast/TX:
are taking two paths to address those sider powertrain, reliability, or productivity. MD, DC, VA, WV, KY, TN, NC, SC,
challenges: improving battery chemistries And the focus of ergonomics has had to
GA, FL, AL, MS, LA, AR, OK, TX
Ray Tompkins SUBSCRIPTIONS
+1.281.313.1004 +1.800.869.6882
and enhancing control functions.” shift from seats and joysticks to displays rayt@techbriefs.com SOHE@kmpsgroup.com
The outcomes of both of those chal- and even ambiance for the ultimate opera-
lenges will ultimately result in getting as tor experience, all in the name of money.

2 February 2016 OFF-HIGHWAY ENGINEERING

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TECHNICAL
INNOVATIONS
MATERIALS | MANUFACTURING SAE INTERNATIONAL
Surface Generation speeds composites throughput with BOARD OF DIRECTORS
one-shot stamp-forming process Cuneyt L. Oge
President
Richard W. Greaves, FREng
2015 President
Douglas Patton
2017 President Elect
Robert L. Ireland
Vice President – Aerospace
Carla Bailo
Vice President – Automotive
Thomas Stover
Vice President –
Commercial Vehicle
Surface Generation is developing Pierre Alegre
new press-forming mold faces Treasurer
incorporating its patented PtFS David L. Schutt, PhD
technology for the production of Chief Executive Officer
high-performance thermoplastic Gregory L. Bradley, Esq.
composite components. Secretary
Daniel Basch
Surface Generation is working with research Takt times for thermoplastic components.” Alba Colon
group WMG, an academic department of the “PtFS is a rapid heat/cool process which Haoran Hu, PhD
University of Warwick, and AGC uses multiple independently heated and cooled Alain P. Jablonowski
AeroComposites to develop new composite cells to locally control mold tool temperature James R. Keller
press-forming processes for automotive and through the applications of forced air heating
Jay Meldrum
aerospace manufacturers. and cooling to the back of mold faces using
Christopher Myers
Surface Generation, a U.K.-based provider of multiple circuits arranged in arrays,” Halford
advanced carbon-fiber processing technolo- explained to Off-Highway Engineering. “It is Eric Tech
gies, is developing new press-forming mold unique in that it is a complete blend of hard- Gareth Williams, PhD
faces that incorporate its patented PtFS ware and software which acts together to man- Todd Zarfos
(Production to Functional Specifications) tech- age thermal control of the mold. By creating a
nology for the production of high-performance physical representation of the digital control SAE Publications Board
thermoplastic composite components. By inte- environment in the mold face, PtFS is able to David B. Stout - Chair
grating Surface Generation’s active thermal manipulate everything in software.” Mohamed El-Sayed, PhD
management technologies into the mold face This approach allows the optimized delivery Derek J. Logan
itself, WMG and AGC are able to continuously of energy in targeted areas, resulting in in- Ronald D. Matthews, PhD
adapt heating and cooling levels for each mold creased precision, reduced cycle time, and low- June Ogawa
area and process stage in real time. The com- er energy consumption. “The mold face can Dr. Andrew C. Pickard
panies believe that this enhanced capability match melt temperatures even for PEEK and Mark Zachos
will improve both the quality and throughput glass at 850°C, allowing users to process any
of compression molding applications. material with one thermal control solution,” SAE Sections
“PtFS provides automotive and aerospace Halford noted. and Affiliate Activities
SAE International offers educational and
manufacturers with a new level of sophistica- “PtFS currently offers precise surface control networking opportunities at the grassroots
tion in compression molding,” said Ben Halford, to within 0.5°C of a desired target at tempera- level through more than 80 sections
around the world. Sections are currently
Chief Executive at Surface Generation. “The tures of up to 850°C. This is three times more located in Belarus, Canada, Colombia,
ability to dynamically control the heat applied precise than Induction processes and twice as Ecuador, Egypt, Hong Kong, Israel, Italy,
Malaysia, Mexico, Romania, Russia, Taiwan,
to each mold area throughout the cure cycle accurate as Rapid Heat Cycle Molding,” according U.K., Ukraine, U.S., and Venezuela. SAE
means manufacturers can quickly and cost- to Halford. “During a recent compression molding also operates affiliates in Brazil and India.
More information about sections, along
effectively upgrade existing production lines PEEK trial, PtFS cut cycle times by 95%, the with a complete listing and links, can be
found at www.sae.org/sections.
for thermoplastic composites and significantly amount of energy used by 90%, and required
reduce their cost of production. As part of an press pressure by 75%. The reduction in pressure
integrated production line PtFS makes it pos- makes it possible to use smaller machinery and
sible for manufacturers to achieve one-minute up to 85% less floor space in the factory.”

4 February 2016 OFF-HIGHWAY ENGINEERING

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TECHNICAL INNOVATIONS

ENERGY/ENVIRONMENT

Argonne centers to
focus on expediting
commercialization of
technology
When it comes to enablers for a variety
of future technologies that will move the
industry forward in terms of efficiencies
and cleanliness of power and energy, it is
most often advances in energy storage
that rise to the top in terms of necessi-
ties, and close behind is the pinpoint
exploitation of nanotechnology.
As experts at Argonne National
“Recent developments make it possible to Laboratory see it, grid-level storage can
achieve significant production and efficiency help reduce carbon emissions through
improvements using PtFS with die casting, hot the increased adoption of renewable
sheet metal forming, and even glass processing energy and use of electric vehicles while
at 850°C,” said Surface Generation’s Ben Halford. helping bring electricity to developing
“We have a third wave of research projects under parts of the world. At the same time,
Side impact test article produced as part of the way with applications running 1000°C to allow us
nanotechnology is transforming the
Thermocomp project. to superplastic form titanium.”
electronics industry and bringing a new
set of powerful tools and materials to
The work is in support of the eliminating process stages and enabling engineers who are developing new ways
Composites Innovation Cluster’s manufacturers to rapidly form compos- to generate, store, and transport energy
Thermocomp project, which aims to de- ite components using a one-shot through new catalytic nanomaterials.
velop short cycle time, high-volume stamp-forming process.” Recognizing the power of such tech-
manufacturing processes that can be Commenting on the aerospace indus- nologies and seeking ways to accelerate
used to produce carbon-fiber-reinforced try, Dave Conway, Materials Technology their impact, Argonne has created two
thermoplastic components in the trans- Director at AGC AeroComposites, said: new collaborative centers that it is hop-
portation industries. “Aerospace manufacturers recognize ing will provide a bright path for busi-
Surface Generation has been develop- that every gram counts when it comes ness and industry to speed discoveries
ing PtFS since 2008 and continues to to building lighter, more fuel-efficient to market by accessing Argonne’s re-
iterate the process to work with different aircraft, but traditional press forming sources to address energy and national
materials, Halford shared. “Recent devel- processes are not economically viable security needs.
opments make it possible to achieve for producing even medium-volume “We recognize that delivering to mar-
significant production and efficiency complex shaped parts. By incorporating ket our breakthrough science in energy
improvements using PtFS with die cast- its...PtFS process into conventional storage and nanotechnology can help
ing, hot sheet metal forming, and even press forming processes, Surface ensure our work brings the maximum
glass processing at 850°C. We have a Generation has opened the door to a... benefit to society,” said Peter B.
third wave of research projects under new era in aerospace manufacturing.” Littlewood, Director, Argonne.
way with applications running 1000°C to PtFS is already used for production in Nano Design Works (NDW) and the
allow us to superplastic form titanium.” aerospace and consumer electronics. Argonne Collaborative Center for
“A major barrier to mainstream adop- “Our PtFS Multiplexing system, which Energy Storage Science (ACCESS) will
tion of novel, aligned fiber-reinforced uses a unique transfer process with a provide central points of contact for
thermoplastics within the automotive pressure containment cassette that al- companies—ranging from large indus-
sector is the difficulty of economically lows mold faces and laminates to be trial entities to smaller businesses and
achieving short cycle times within a held at pre-defined loads inside and startups, as well as government agen-
high-volume production environment,” outside of the press, is expected to be cies—to benefit from Argonne’s exper-
Geraint Williams, Project Manager at deployed in mid-2016 for consumer tise, scientific tools, and facilities.
WMG, said in a statement. “Surface electronics and mid-2017 for automo- NDW and ACCESS will provide a sin-
Generation’s PtFS technology has the tive,” Halford said. gle point of contact for businesses to
potential to meet this challenge by Ryan Gehm assemble tailored interdisciplinary teams

6 February 2016 OFF-HIGHWAY ENGINEERING

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TECHNICAL INNOVATIONS

Argonne says the center directors, Andreas Roelofs of NDW

and Jeff Chamberlain of ACCESS, have both created startups in
their careers and understand the value that collaboration with a
national laboratory can bring to a company trying to innovate
in technologically challenging fields of science. While the new
centers will work with all sizes of companies, a strong emphasis
will be placed on helping small businesses and startups.
“For a startup like mine to have the ability to tap the resourc-
es of a place like Argonne would have been immensely helpful,”
said Roelofs. “We’ve seen the power of that sort of access, and
we want to make it available to the companies that need it to
drive truly transformative technologies to market.”
Chamberlain’s experience as an energy storage researcher
and entrepreneur led him to look for new approaches to lever-
aging the best aspects of private industry and public science.
Shortening the time from basic research to product has be-
come a growing point of emphasis for the national laborato-
ries over the past couple of decades. The thought behind
ACCESS and NDW is to make that collaboration even easier
and more powerful.
“Where ACCESS and NDW will differ from the conventional
approach is through creating an efficient way for a business to
build a customized, multi-disciplinary team that can address
ACCESS Director Jeff Chamberlain and Argonne scientist and ACCESS R&D anything from small technical questions to broad challenges
team member Vojislav Stamenkovic discuss an ultrahigh vacuum system, that require massive resources,” said Chamberlain. “That might
designed for synthesizing new electrode materials and characterizing mean assembling a team with chemists, physicists, computer
their composition and structure for use in novel battery technologies, in
scientists, materials engineers, imaging experts, or mechanical
the Electrochemistry Discovery Lab.
and electrical engineers; the list goes on and on. It’s that ability
to tap the full spectrum of cross-cutting expertise at Argonne
to address challenging R&D questions. The centers will also that will really make the difference.”
provide a pathway to Argonne’s fundamental research that is Chamberlain led the formation of Argonne’s Joint Center
poised for development into practical products. The chance to for Energy Storage Research (JCESR), and is thus familiar
build on existing scientific discovery is a unique opportunity for with the potential of energy storage as a transformational
businesses in the nano and energy storage fields. technology. The center spent years researching technologies

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 TECHNICAL INNOVATIONS

MANUFACTURING
beyond lithium-ion batteries, solidifying technologies are giving scientists the
its reputation as one of the key global tools to work in new ways at the nano ‘Super-precision’
players in battery research. ACCESS will
tap Argonne’s full battery expertise,
scale, essentially enabling them to place
individual atoms in a specific order to
cylindrical roller bearings
which will extend well beyond JCESR. create materials with novel properties. launched by SKF
Energy storage research has pro- Argonne researchers are pursuing hun-
found implications for energy security. dreds of projects in nanoscience, but
Chamberlain cites that approximately some of the more notable include re-
1.3 billion people across the world do search into targeted drugs that affect
not have access to electricity, with an- only cancerous cells; magnetic nanofibers
other billion having only sporadic ac- that can be used to create more powerful
cess. Energy storage, coupled with re- and efficient electric motors and genera-
newable generation like solar, could tors; and highly efficient water filtration
eliminate the need to build out massive systems that can dramatically reduce the
power grids. energy requirements for desalination or
Batteries also have the potential to cleanup of oil spills. Other researchers are
create a more secure, stable grid for working with nanoparticles that create a
countries with existing power systems super-lubricated state and other very-low
and help fight global climate disruption friction coatings.
through adoption of renewable energy “When you think that 30% of a [ve-
and electric vehicles. hicle] engine’s power is sacrificed to
Nanotechnology is similarly poised in frictional loss, you start to get an idea
a transformational way. Scientists have of the potential of these technologies,”
been working with materials at the na- Roelofs said. “But it’s not just about The new double row super-precision cylindrical
roller bearings series provides a balance between
noscale—generally described as less the ideas already at Argonne that can
load carrying capacity, rigidity, and speed.
than 100 nm—for several decades and be brought to market, it’s also about
have made dramatic discoveries. the challenges for businesses that
According to Roelofs, through quantum need Argonne-level resources. I’m con- SKF recently launched two new “super-
effects, materials can develop very dif- vinced there are many startups out precision” cylindrical roller bearings
ferent properties when created at na- there working on transformational series, targeted at the machine tool in-
noscale, essentially establishing a new ideas that can greatly benefit from the dustry. The company says both of the
dimension of materials that behave dif- help of a place [like] Argonne to bring new series deliver much improved bear-
ferently than those described in the those ideas to fruition.” ing performance compared with exist-
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TECHNICAL INNOVATIONS

diameters range from 40 to 80 mm

(1.6 to 3.2 in).
The new single-row series is suitable
for applications like the non-tool end of
a motorized spindle, where the require-
ment for higher speed outweighs that
for higher rigidity, high-speed milling
machines, high-speed machining cen-
ters, and lathe electro-spindles.
The new double-row super-precision
cylindrical roller bearings series pro-
vides a balance between load carrying
capacity, rigidity, and speed. This series
allows higher speed capability in con-
ventional high stiffness belt-driven CNC
lathe spindles. It features three integral
flanges on the inner ring and no flanges
on the outer ring.
The single-row cylindrical roller bearings series In addition, the series has an opti-
This series allows higher speed capability in is equipped with an outer ring centered cage, mized internal geometry and a new
conventional high stiffness belt-driven CNC window-type, made of carbon-fiber-reinforced
glass-fiber-reinforced, prong-type, roll-
lathe spindles. polyetheretherketone (PEEK).
er centered PEEK cage, which enables
the bearings to accommodate higher
“The new cylindrical roller bearings The single-row cylindrical roller speeds and minimize the amount of
are optimized solutions for OEMs that bearings series is equipped with an frictional heat generated. The range is
require greater load carrying capacity outer ring centered cage, window- suitable for shaft diameters from 25 to
and higher speeds. While the SKF su- type, made of carbon-fiber-reinforced 130 mm (1.0 to 5.1 in).
per-precision single row cylindrical polyetheretherketone (PEEK). The SKF says it will work to support
roller bearings have a higher speed reduced number of rollers, together OEMs via the evaluation of the total
capability, the SKF super-precision with the optimized cage, enable the cost of ownership and benefits of the
double row cylindrical bearing are bearings to accommodate higher new super-precision series, ensuring
more suitable for heavier loads,” said speed, attain lower operating tem- the correct bearings are specified for a
Mauro Merlo, Super Precision Bearings perature, and lower friction. The particular application.
Product Manager, SKF. range is suited for use where shaft Jean L. Broge

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Long-lasting and robust fuel injection system designed with efficient, optimized
distribution. Including a precise cylinder-to-liner fit which enhances proper
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Isuzu Motors America, LLC :: 46401 Commerce Center Drive, Plymouth MI 48170 :: 734.582.9470 :: www.IsuzuREDTech.com
 TECHNICAL INNOVATIONS

POWERTRAIN

Cummins aims to boost heavy-duty diesel efficiency to 55%

The big-rig tractor-trailer trucks that we see on the highway
get only about 5.8 mpg of diesel fuel. In tests, the Cummins-
Peterbilt SuperTruck—a U.S. Department of Energy-
supported advanced technology demonstrator unveiled last
year—achieved nearly double that number: 10.7 mpg. If all the
heavy-duty trucks in the U.S. were as efficient as the
SuperTruck, domestic consumption of oil would fall almost
300 million barrels, a potential $15-billion savings that would
reduce the annual fuel outlay of the average Class 8 operator
by perhaps $10,000.
And although semitrailer trucks comprise only 4% of the
vehicles on America roads, they consume about 20% of the
fuel, so improved fuel economy would also cut emissions
of CO2 significantly.
The Cummins-Peterbilt prototype was developed and built
as part of the SuperTruck Initiative, a four-year, $78-million
government-industry collaboration to develop a next-genera-
David Koeberlein, Cummins’ principal investigator for the Cummins-
tion diesel semi-truck with greatly improved fuel consump-
Peterbilt SuperTruck, shows off its fuel-efficient turbodiesel engine.
tion. Now the DOE is back with a follow-on project that aims
for even better engine system efficiency.
“We learned a significant amount in the SuperTruck pro- The Energy Department recently awarded Cummins, the
gram,” said Wayne Eckerle, Vice President of Corporate nation’s only independent diesel engine maker, a two-year,
Research & Technology for Cummins, a self-described “com- $4.5-million grant to boost its previous mark by 5 percent-
bustion guy.” “It gave us the chance to demonstrate the fea- age points to 55% brake thermal efficiency, Eckerle said.
sibility of several advanced engine technologies that we’d “Now we’re aiming to demonstrate another substantial in-
been working on previously and integrate them into an op- crease in efficiency in a real-world duty cycle, an effort that
erating system.” leverages and carries forward what we were doing on the
The resulting SuperTruck powertrain achieved the DOE’s SuperTruck project.”
target goal of a peak diesel engine system brake thermal ef- The Heavy Duty Engine Enabling Technologies Project, a
ficiency of 50%. “That wasn’t at all easy,” he stressed, noting 50-50 cost-shared R&D endeavor, aims to “leverage the de-
that “diesels today are probably 43% efficient.” sign, analysis and development work that has been invested

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Every application can be fine-tuned to meet customer specific requirements and
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TECHNICAL INNOVATIONS

The Cummins-Peterbilt SuperTruck prototype

demoed 10.7 mpg of diesel fuel.

Cummins’ Koeberlein points out the Cummins-Peterbilt SuperTruck’s organic

Rankine cycle-based waste heat recovery system. (Courtesy of DOE ORNL)

entails some 2000 simultaneous and sequential chemical re-

actions. To improve its combustion modeling, the diesel mak-
er reportedly licenses commercial computerized code at a
cost of more than $1 million a year.
The team, the mechanical engineer said, will implement
several advanced combustion strategies that will optimize
heat-release rates, but still retain burning at reduced tem-
peratures for low nitrogen oxide (NOx) emissions. “There
Members of Cummins’ SuperTruck team stand next to the tractor before can be a trade-off between efficiency and NOx emissions,”
testing in 2012, with Wayne Eckerle at the far right. (Courtesy of DOE
Kocher acknowledged.
ORNL)
“We want to minimize the duration of the burn to reduce
heat transfer loss,” he said. “In particular, we want to control
through the Cummins SuperTruck program to demonstrate a the rate shape; that is, we want to slow the front end of the
peak diesel engine system efficiency of 55% Brake Thermal combustion process and speed up the back. We also want to
Efficiency (BTE) while also implementing an advanced, high- minimize heat losses to the cylinder by using insulating coat-
ly integrated combustion/after-treatment system,” states ings and other approaches.”
DOE documents. Like other diesels, the 55% BTE engine will derive its basic
“There is no magic bullet to get to 55% BTE,” warned Lyle efficiency from its fuel-stingy combustion-ignition cycle and
Kocher, technical advisor for advanced system integration at fewer mechanical losses due to lower-speed operation. The
Cummins and principal investigator on its Diesel 55BTE project cycle’s efficacy in burning diesel arises from high compression
on a team that includes 20 dedicated engineers. “Reaching ratios, high combustion rates under lean conditions, and the
new fuel efficiency levels while complying with all the emission use of air-fuel ratios to control system loading rather than
limits means that we’ll have to use multiple strategies.” throttling to avoid part-load pumping losses.
The Cummins team plans to apply new ways to fine-tune Added into all the other considerations, Eckerle said, the
the fuel combustion process, optimize both the fuel and air engineers must accomplish this goal without “exceeding peak
handling systems, modify the emissions system, reduce para- cylinder pressures or producing noise.”
sitic losses in the base engine and the turbocharger, as well as Besides implementing the latest fuel-injection techniques—
to add a bottoming cycle to recover waste heat. which might involve higher injection pressures, finer spray
control, and multiple injection events—flexible valve control
and enhanced engine breathing are also key to boosting pow-
Better burning ertrain efficiency. “We need to minimize pumping losses,”
Probably the largest contribution to any overall efficiency Eckerle emphasized. “Whenever we have to push gases back
gains will derive from improving the combustion process, into the cylinder or draw them in that costs us work.”
Kocher observed. Various fuel combustion tweaks can better The prototype engine will rely primarily on exhaust gas re-
the complex fuel-burning process, which in a diesel engine circulation (EGR) to reduce combustion temperatures. “EGR is

12 February 2016 OFF-HIGHWAY ENGINEERING

 TECHNICAL INNOVATIONS

The Cummins-Peterbilt SuperTruck

will serve as the basis for the next-
generation, 55% BTE diesel engine
system.

a critical way to control NOx by keeping the temperature low,” part with variable-flow cooling pumps. Likewise, friction loss-
Kocher said. It also aids in controlling the pumping losses. es inherent in the power transfer process will be mitigated
with sliding friction-reducing coatings and other techniques.
Turbo boosts efficiency
“We use turbochargers to maximize efficiency,” he said.
Waste heat recovery
“High-pressure engines run more efficiently than low pres- The Diesel 55BTE team is employing an organic Rankine cycle
sure.” Turbocharging raises power density and recovers some (ORC) to capture waste heat from the engine EGR system as
of the wasted exhaust heat. well as the charge air and exhaust streams, and convert it into
Cummins is engineering more effective turbochargers with useful work. The system, which will include heat exchangers, a
smaller gaps between the blades and the housing, Eckerle heat-carrying working fluid/refrigerant, expanders, pumps
said. “We’re taking advantage of full CFD and reaction analy- and condensers, will be coupled to the engine mechanically
sis and simulation techniques to model the turbo down to via the turbine-expanders.
brief in-cycle transient conditions—essentially, pulsations in The waste heat recovery system will serve as a bottoming cycle
the flow.” for the engine. “It’s been a subject of research here at Cummins
“In the old days—really, only 3 years ago—you couldn’t do for quite some time,” Eckerle said. In earlier reported tests, fuel-
that,” he said. Knowing the pressure coefficients and other economy benefits greater than 7.4% were demonstrated when
fine details “allows us to do a much better job of designing coupled with an EPA 2010 engine system under ideal conditions,
the turbo architecture. We optimize the general design to “but there’s considerable room for improvement.”
take advantage of the pulses within each cycle, something Finally, the team wants the exhaust aftertreatment system
that we kind of ignored before.” to be close-coupled to the engine to avoid undue heat losses,
They said that the engine system design should also feature said Kocher, who concluded by saying that he was looking
strategic cooling to minimize thermal energy losses and aug- forward to the challenge.
ment overall power. Parasitic pump losses will be addressed in Steven Ashley

Isuzu RED Tech™ Because...Reliable, Eco-friendly, Durable and Technologically Advanced

Diesel Engines matter.

ISUZU

Isuzu Motors America, LLC :: 46401 Commerce Center Drive, Plymouth MI 48170 :: 734.582.9470 :: www.IsuzuREDTech.com
OFF-HIGHWAY
POWERTRAIN FEATURE

HYBRIDS:
Opportunities
and challenges
With oil prices declining
and emissions regulations
in North America
“stabilized,” is there
a place for hybrid
powertrains in this new
world of cheap oil?
by Bruce Morey ZF’s development of CVTs and
hybrid systems for agricultural
tractors will extend to
construction machinery as well.

F
uel prices are volatile and what goes down can go up. Maybe well. Some configurations of hybrids allow the engine to
that is why the number of hybrid offerings continues to grow operate at particularly more efficient load/speed points.
even in 2015 with oil prices hitting record lows. “For example, in a serial hybrid the engine is de-
There remains an attractive business case, according to coupled from the wheels. It drives a generator to
Mark Kuhn, Vice President for Ricardo Strategic Consulting, in an charge a battery that runs the wheels,” explained
interview with Off-Highway Engineering. “There are between 10 and Kuhn. “Not only does it allow engine-off operation
15 companies in the off-highway market [overall] that are selling hy- that way, but it also allows the engine to operate asyn-
brid vehicles,” stated Kuhn. “These hybrids advertise benefits of be- chronously at a single, more efficient, speed. So the
tween 20 to 40% fuel economy savings.” engine can operate at, let’s say, only 1800 or 1500 rpm
He admits that the payback in 2015 might not be as favorable as constant speed, eliminating engine speed transients,
when oil prices were higher for many on-highway and off-highway thus making it even more efficient and reduce wear.”
vehicles, but for many classes of construction equipment it still Launch assist technologies in some types of hybrids
makes sense. also reduce emissions in crucial transients and avoid
creating “black smoke.”
The case for hybrids
What is the case for hybrids? It is simple physics and business math.
Hybrid variety in off-highway
“If you can recover energy and store it for use later, offsetting the Perhaps the most interesting point about hybrids in the
engine having to produce that power, that is good. Even if maybe off-highway market is the sheer variety of architectures
operators do not see the full 40% savings that some advertise, even and energy storage choices.
at 20% they are going to see substantial benefits. Almost every other “Other industries, especially passenger cars, feature
commercial application would be thrilled to have anything like dou- similar architectures of hybrid electric vehicles,” stated
ble digits of efficiency improvements,” explained Kuhn. Kuhn. “Not so in off-road, where you have hydraulics,
Another factor is the long expected life of the equipment. It might take mechanical energy recovery, and ultracapacitors as
as many as 6 to 10 years to pay back the additional upfront cost with fuel well as batteries.”
savings, but that is worth it with a vehicle lifetime of 15 or 20 years. He pointed out that some wheeled loaders from
“There are other advantages as well, depending on the applications,” John Deere, such as the 644 K or 944 K, do not store
said Kuhn. Less wear and tear, such as lower brake pad life in wheeled any energy at all, but redeploys any regenerative brak-
equipment. Lower engine load over its lifetime means less wear on it as ing energy instantaneously.

14 February 2016 OFF-HIGHWAY ENGINEERING

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OFF-HIGHWAY
HYBRIDS
Opportunities
and challenges

Udo Kneitz of ZF
believes hybridization
and electrification
of components
and accessory
equipment is playing
an increasingly
important role today
in off-highway
equipment.

Ricardo’s Kuhn. There is lower technical risk because it

is more of a known quantity.
ZF is a good example of this. “We can exploit all
kind of trends within our development landscape.
[Many types of] energy storages are analyzed and
monitored by the corporate advanced engineering of
ZF,” explained Udo Kneitz, Executive Vice President ZF
Off-Highway Systems.
With an electrically driven wheel head, ZF engineers developed a drive solution
for applications in agricultural machinery. He sees both hybridization and electrification as
growing in off-highway. “This trend is to be seen espe-
cially in the agricultural segments where PTO-powered
“When they designed this, energy storage (e.g., batteries) was the implements are very common,” he said.
most expensive component and eliminating it reduced the cost while This approach has its payoff in the agricultural seg-
still providing substantial benefit,” he said. Coming up with novel ment with its ZF-TERRA+ system. This is an interesting
ways to reduce cost and provide benefit is the driver behind variety. idea for electrical hybridization, incorporating a gen-
“John Deere chose electric hybrid technology for several reasons,” erator module integrated into a transmission housing
said John Chesterman, Product Marketing Manager for John Deere to power auxiliary electrical loads. As an enhancement
Construction & Forestry, to OHE. Beyond reducing fuel consumption to the TERRA+, ZF offers a control unit for intelligent
are a number of other reasons including: decoupling the engine energy and hybrid management. The control unit is
speed from vehicle speed, traction control, rim pull control, durability, intended to avoid vehicle conditions with poor effi-
and ease of operation. ciency, thus achieving best operational performance.
“The 944 K with individual wheel motors can control the wheels
from spinning out like they do on the other competitor’s loaders in
this size class in heavy digging or pushing applications. This reduces
Baseline and stepping stones
tire slicing and tire costs for our customers,” said Chesterman. He For ZF electrification and hybridization are elements
also noted that they use oil cooled, brushless ac electric motors and of a comprehensive plan for improving efficiency.
generators that are sealed from dirt and moisture, and using motors According to Kneitz, other baseline technologies were
means no reverse shifting. “We simply reverse the direction of the needed as well.
electric motor,” he said, quite a convenience with a typical v-pattern “With the development of fully mechanical-hydrostati-
truck load with four reversals. cal power split CVT transmissions we did a first step
“[Our customers] have found that the John Deere hybrid wheel along our technology roadmap,” he said, referring to the
loaders are much easier to operate and reduce the amount of fatigue TERRAMATIC CVT for agricultural equipment. The latest
over the course of a day of operating,” said Chesterman, adding that version is rated at 450 hp. “To upgrade driveline technol-
users of the 944 K Hybrid are happy with the low fuel consumption, ogy in our eyes is the basis for any meaningful hybridiza-
overall performance, and ease of operation. tion in terms of saving energy or fuel and increasing ef-
“I think the ability to apply hybrid electrics for off-road construc- ficiency,” he said. He also noted that ZF TERRA+ is only
tion equipment is an easier transfer of that technology from on- to one example for the electrification of implements.
off-road. As a result, if you look at all the hybrid architectures that Adding a 60-kW generator system integrated into this
are in equipment today, most of them are hybrid electrics,” said TERRAMATIC transmission is yet another.

16 February 2016 OFF-HIGHWAY ENGINEERING

 POWERTRAIN FEATURE

Kneitz also acknowledges the potential in other

industries beyond agriculture. “We will see also hybrid
systems for construction machinery driveline systems
and drives on future construction sites. This technol-
ogy evolution needs to be driven by market demand
with reasonable total costs of ownership on the one
hand and governmental emission regulations on the
other,” he said. “The ZF hybrid module works as a
parallel hybrid with an efficient electric machine, pro-
viding up to 85 or 120 kW performance, depending on
the size.” As far as he is concerned, as soon as the
market signals its readiness, ZF will be too.
The ZH210LC-5 hybrid excavator from Hitachi
Construction Machinery is an example of a “hybrid”
hybrid. It combines both a hydraulic system and elec-
tric motor to improve efficiency. According to the
company, it incorporates a swing motor that converts
energy generated during swing braking into electrical
energy. The Power Control Unit transfers and stores The Caterpillar 336F L XE Hybrid boasts a 308-hp (230-kW) unit that meets Tier 4
that energy in a capacitor unit, which then helps the Final emissions regulations.
engine accelerate or move the upper structure.
These units are now in the field and reportedly as
effective as hoped, according to Tsuyoshi Nakamura,
Senior Engineer, Hitachi Construction Machinery
(Europe) NV. For example, Hitachi delivered five of the
ZH210LC-5 hybrids to a Belgian construction company,
DEC, a subsidiary of the DEME Group based in Belgium.
DEME is a group of specialist environmental compa-
nies capable of handling everything from large-scale,
complex soil and water treatment projects worldwide
to smaller, local remediation projects.
“Our biggest challenge is to be cost-effective in a
sustainable way,” said Dirk Ponnet, DEC’s General
Manager for the Flanders region, to OHE. According to
Ponnet, their new Hitachi hybrid excavators, measured
after one month, provided 30% more fuel efficiency
than previous models.
Another model, the ZH200-5B offered in Europe and
Japan, offers between 15-30% fuel savings as measured
using Hitachi’s HCM methods. According to Nakamura,
these measurements were not based on a standardized
The Caterpillar 336 hybrid is built on three key pieces of technology: the ACS valve,
cycle, but collected through Hitachi’s Global e-Service.
an Electronic Standardized Programmable (ESP) pump, and an accumulator.
“We can collect and analyze operation pressure and
engine speed with Hitachi’s Global e-Service. Based on
this data analysis, we can review operation patterns fuel efficiency will remain important for construction equipment sup-
and work time ratio. For this reason, our measurement pliers to deliver. He pointed to increasing concerns over carbon foot-
method is very close to the customer’s usage cycle,” prints and interest in regulating CO2 emissions as well, in an interview
he said. “We think hybrid development will be further with OHE.
accelerated in the industry as a whole.” “This is happening in what we call ‘highly regulated’ countries al-
ready,” he said. “[Contractors] that qualify with a certain level of car-
bon footprint in countries such as Sweden get a higher hourly rate for
The choice of hybrid and total cost select government projects or working in certain cities. It can become
of ownership a competitive advantage.” He expects to see more governments, espe-
Eric Lafleur, Global Product Marketing Consultant for cially local governments, use incentives such as tax rates to encourage
Caterpillar, agrees that hybridization and increasing a lower carbon footprint.

OFF-HIGHWAY ENGINEERING February 2016 17

OFF-HIGHWAY POWERTRAIN FEATURE

HYBRIDS
Opportunities
and challenges

A side benefit of hybridization in the John Deere 644 K Hybrid is

rim pull control. Hybridization easily limits the maximum wheel
torque in first speed range to reduce wheel spin in slippery
conditions, which reduces operator fatigue and tire costs,
according to the company.

The Hitachi ZH210LC-5 hybrid excavator combines electrical and hydraulic A key building block to Caterpillar’s hydraulic hybrid
hybrid technology. system is the Adaptive Control System (ACS) valve, a
seemingly innocuous device that is actually a sophisti-
cated energy saver all on its own.
“There was a lot of design work in this,” explained
Claret. “It took us 15 years to develop.” The ACS re-
places single spool valves that controlled the flow
both from pump to the cylinder and from cylinder to
the pressurized tank. While convenient, this mechani-
cally locked the system, leading to excessive pressure
loss in the system and wasting energy.
“On the ACS valve you control the flow from the
pump to the cylinder or from cylinder to the tank in-
dependently, guided by an electronic control unit,” he
said. “The ACS alone can save up to 15% in fuel con-
sumption, as measured on the 349F XE that we
launched.” He emphasized that Caterpillar does not
always need a hybrid solution to deliver fuel savings.
A number of different energy storage types are used within electric, hydraulic, “Only where it makes sense.”
KERS, and pneumatic hybrid systems. (Ricardo)
However, adding a little more technology to this
ACS, such as an accumulator and a special Cat
Caterpillar also shows why electric hybrids are not always the first Electronic Standardized Programmable (ESP) pump,
choice. In 2009, Caterpillar developed prototypes of both an electric results in the Cat 336F XE hydraulic hybrid. This re-
and a hydraulic hybrid excavator. After extensive testing, the decision sulted in 20–25% fuel economy improvement for the
for them was clear. 336F XE as measured by actual customer usage via
“The electric hybrid is significantly more expensive than the hy- Caterpillar’s Vision Link fleet management system.
draulic hybrid system, which means the expected payback takes “Hybridization tends to get more attention in parts
much longer,” explained Jerome Claret, Global Product Application of the world where fuel is more expensive,” said
Specialist for Caterpillar. Another important consideration is the com- Lafleur. “We are not following a standard trend or bias
plexity of the system and how that affects total cost of ownership. of thinking that hybrids should be electric with electric
“Hydraulics use pumps, valves, fluids, actuators—components energy storage. We are trying to be open-minded. We
that are well known by our customers and by our dealers,” he said. do not want to go to market with technology for its
“They are easily supplied by a well-established supply chain. Our own sake or just to follow a trend, especially when
industry is not yet fully up to speed to manage the complexity of there is no customer value. It will be challenging to
electric hybrids.” justify to the customer in terms of a payback time.”

18 February 2016 OFF-HIGHWAY ENGINEERING

Looking for a
INTERIORS FEATURE

better image

Altia’s tools help HMI developers

create a blend of 2D and 3D images.

Display advances are helping to reduce operator fatigue.

by Terry Costlow

A
s design teams work to continually improve displays must be very bright,” said Christiana Seethaler, Product
operator efficiency and comfort, many are fo- Development Director at TTControl. “The displays of the HY-
cusing on the critical role displays play in hu- eVision² family use an LCD with a luminosity of 500 cd/m² and are
man-machine interfaces. HMIs are the link to therefore readable even under direct sunlight. A non-reflective sur-
the functions that actually do the work, so they play a face of the glass front prevents disturbing reflections.”
central role as equipment suppliers race to help opera-
tors do more work in less time.
For years, development teams have made ergonom-
Clearly better
ics a central focus when these user interfaces are be- Not all the techniques for reducing operator fatigue are obvious. The
ing designed. This focus has expanded to flat panel brightness levels in the cab can play a big role in keeping drivers alert
displays, which are now a central factor in helping op- and focused. Some designs change to respond to shifting ambient
erators work longer at peak rates before fatigue sets light conditions.
in. That’s vital in commercial equipment. “An ambient light sensor enables automatic dimming to adapt the
“Ergonomics are critical in commercial and off-high- luminosity to the surrounding light conditions,” Seethaler said. “This
way vehicles because drivers and operators are in the enables different day and night designs for optimized ergonomics to
vehicle for long periods of time,” said Manuela avoid operator fatigue, thus maximizing safety and efficiency.
Papadopol, Marketing Director at Elektrobit, which Ergonomics can be further increased by using 3D and transparency
makes HMI design tools. effects due to hardware acceleration.”
Many ergonomic efforts focus on mechanical as- The ability to create 3D graphics can be beneficial in the complex
pects such as joysticks and seats, but displays must world of vehicle controls. It adds realism and separates some visuals
also be designed to maximize operator efficiency. from conventional 2D imagery. However, HMI specialists note that 2D
Well-designed screens can have a huge role in reduc- and 3D components must be mixed in a meaningful way that’s un-
ing eyestrain that tires people out. derstandable, not perplexing.
“Cabs use more and more glass and therefore “Construction and farm equipment have very sophisticated

OFF-HIGHWAY ENGINEERING February 2016 19

Looking for a
better image
HMIs offer something for everyone
Buyers typically focus on factors like horse- they often create software
power and lifting capability, but human-ma- that solves the issues. Some
chine interfaces may be the most important developers are already fo-
factor for off-highway vehicle operators. cusing on over-the-air up-
Differentiating these HMIs and customizing dating, which will help OEMs
them for various models are critical factors reduce the cost of fixing
during the development process. software bugs and update
Design teams must also figure out how to programs in the field.
maintain a consistent look and feel across all “Our tools are now en-
the company’s vehicles. Design tools are mak- abling over-the-air updates,”
ing it simpler for developers to handle these said Mike Juran, CEO at Altia,
and other tasks, often by providing a library of a supplier of UI engineering Fleet owners like Amazon could customize their screens
software modules that can be inserted to let tools. “This helps OEMs keep using Elektrobit tools.
OEMs quickly create software for common the HMIs fresh, improve us-
functions so they can focus on the more com- ability, add features, or fix that allows end-users to adapt HMI param-
plex aspects of user interface development. bugs without needing a recall.” eters such as the menu to individual needs
“Pre-programmed visual elements, which This ability to alter software is a critical and preferences.”
allow for easy customization, are available for factor for HMI suppliers. They must make it As it becomes easier to change some param-
use with a multitude of operating parameters simple for their OEM customers to create eters after vehicles leave the production line,
on different vehicles,” said Evan Artis, HMIs that provide brand recognition and a fleet owners may get into the act. They may add
Product Manager, Electronic Controls & friendly look and feel. company-specific images or information.
Software, at Eaton’s Hydraulics Group. “This “The ability to build smart operator inter- “Large fleet owners like Amazon or
allows customers to bypass much of the ef- faces that clearly differentiate the vehicle WalMart may want to create their own expe-
fort that is typically required on the front-end from the competition is very important for rience for their own drivers,” said Manuela
of application development for visual HMI vehicle OEMs,” said Christiana Seethaler, Papadopol, Marketing Director at Elektrobit,
devices, facilitating rapid deployment.” Product Development Director, TTControl. “A which makes HMI design tools. “It wouldn’t
Those pre-programmed software modules customizable logo can be shown during be difficult for them to create a specialized
continue to advance. When design teams get boot-up of the device. Furthermore, the dis- HMI that runs on top of the vehicle software.”
similar requests from a number of customers, play application can be programmed in a way Terry Costlow

mechanical components, like loading arms, pickers,

tillers, dumpers, and robotic features,” said Mike
Juran, CEO at Altia, a supplier of user-interface engi-
neering tools. “These are best visualized and con-
trolled with a 3D representation on the screen. On
the other hand, menus, lists, and numeric information
is best viewed in 2D. Using a 3D paradigm for these
menu components is confusing, so the proper mix of
2D and 3D is critical.”
Display imagery also plays a central role in keeping
operators focused and engaged with controls. That
can be especially important when automated tasks are
being performed. When cameras and well-designed
graphics are available, it keeps operators involved so
their attention doesn’t drift from the task at hand.
“Cameras that are typically attached to the display
panel in the cabin allow the operator to supervise au-
tomated and repetitive tasks from a different perspec-
tive,” Seethaler said. “Overlay graphics offer the pos-
sibility to enhance the camera picture with graphic
elements, e.g., to indicate the limits of the working
Light sensors are used to adjust area. Picture-in-picture functionality allows the display
brightness on TTControls’ screens of other important information like alerts next to the
as ambient conditions change. camera image for increased safety.”

20 February 2016 OFF-HIGHWAY ENGINEERING

 INTERIORS FEATURE

Standards help Eaton create displays and controls that work in many applications.

to choose from an assortment of vendors when selecting hardware

that best meets their application needs,” said Evan Artis, Product
Manager, Electronic Controls & Software, at Eaton’s Hydraulics Group.
Eaton displays can be programmed to provide a broad range of
“Eaton’s software development tool, Pro-FX Control, comes with
images and information.
built-in support for J1939 and CANopen devices, two of the most
prevalent communication protocols used in off-highway applications,
Pretty pictures particularly within the mobile hydraulics industry.”
It’s also becoming much simpler to leverage materials that are cre-
Flat panel displays continue to improve, letting HMI ated for non-technical presentations such as marketing demos.
designers to get very creative with imagery. It’s get- Importing images and manipulating them using HMI design tools is
ting easier and less expensive to show operators many no longer a challenge.
different types of information that can be managed “Plug-ins like a visualization manager enable the application
with a variety of input devices. developer to position and rotate objects like PDFs, camera pictures, or
“You can easily create individual 2D and 3D compo- graphics and combine them with transparency and overlay effects,”
nents and overlay them, independently animate them, Seethaler said. “With the TTControl Image Container, it is easy to cre-
and independently control them with the touchscreen, ate animations for a digital dashboard or to visualize working functions
button, knob, or joystick,” Juran said. “The visual com- in an intuitive way. Integrated font libraries allow a fast adaption to
ponents can even have a semi-transparent appearance different languages like Unicode fonts such as Chinese characters. All
so you can overlay the menus on top of the 3D repre- these plug-ins give customers cost- and time-saving development of
sentation when appropriate. Equally important, our highly sophisticated visualizations resulting in a faster time-to-market.”
code-generation tools can make these 3D/2D HMIs run Though many design tools focus on displays and/or control, operators
on inexpensive microprocessors. That means you don’t are more interested in the entirety of the cab. Some tools help OEMs see
need a $1000 gaming computer to run the HMI, you the big picture so they can figure out where to put things and how to
can do it on chips that cost tens of dollars.” size them while maintaining the company’s look and feel. For example,
HMI developers are also using standard hardware Altia’s tools let OEMs build the HMI for the entire cockpit on a PC, then
and software modules to trim costs and shorten devel- pass sections to suppliers who will implement each component.
opment time. For example, network connections can “The model-based approach allows for early testing on a PC or test-
be easily designed using software that’s written to link ing with hardware in the loop,” Juran said. “These capabilities help en-
to common architectures. Standardization also helps sure that you start with a complete view and control of the cockpit,
increase competition. instead of relying on individual suppliers to build components in a vac-
“Utilizing standard inter-device communication pro- uum, and thus not have the big picture in mind or having a common
tocols helps ensure that customers have the freedom look, feel, and UI paradigm.”

OFF-HIGHWAY ENGINEERING February 2016 21

Charging up electrified

POWERTRAINS Control
technologies
race forward
while batteries
improve and
adopt standard
sizes.
by Terry Costlow

Smaller vehicles like forklifts are

moving away from petroleum.

B
attery-powered vehicles still represent a A battery of resolutions
small niche in most vehicle markets, but con-
cern over higher fuel prices and tighter emis- Some key goals for system designers sound much like New Year’s res-
sions regulations continue to spark invest- olutions. They want to trim the size and weight of battery packs and
ments in electrified powertrains. Off-highway develop- be able to accomplish more before running out of energy. Developers
ers are looking at technologies and techniques that are taking two paths to address those challenges: improving battery
make electrification more viable. chemistries and enhancing control functions.
Many of the advances in commercial and industrial ve- Engineers have figured out how to get more energy from smaller
hicles follow the developments of high-volume passenger battery packs. In the early days of electrified powertrains, developers
cars. But system designers note that in off-highway ve- typically built in a lot of headroom to ensure that batteries were re-
hicle programs, design teams must consider the vehicle’s charged in ways that ensured that the batteries lasted several years.
usage model and design all elements in a holistic fashion. Those additional batteries consumed valuable space and added
“The overall system—engine, electric motors, batteries, cost. As engineers learned more about lithium-ion battery lifetimes,
and drivetrain—needs to be optimized in the context of they figured out how to avoid adding lots of extra cells to level loads
the overall vehicle, looking at machine productivity, func- and extend lifetimes.
tionalities, fuel consumption, cost, and other needs,” said “There’s definitely been improvement in batteries, both in perfor-
Kiran Govindswamy, Powertrain Director at FEV North mance and in a better understanding of their lifetimes,” said Jason
America. “The hybrid layout, component selection, ther- McConnell, Business Unit Director, Electrification & Hybrid, at IAV
mal management, and controls strategy needs to be Automotive Engineering. “The thermal use case is much better un-
based on operating the powertrain components in their derstood. Feedback from the auto industry proved that lithium bat-
most efficient operating ranges while satisfying the pro- tery systems were way overdesigned for their use.”
pulsion and productivity demands of the vehicle.” Keeping batteries at the right temperature is a key aspect of

22 February 2016 OFF-HIGHWAY ENGINEERING

 ELECTRONICS | POWERTRAIN FEATURE

Inverters from Deere help simplify the

design of electric hybrids.

thermal runaway condition does

not present itself. Battery manage-
ment system software algorithms
will have to be adapted to account for
different duty cycles.”
Prices drop when these batteries are better man-
aged, since extra cells can be eliminated. Battery sizes
have standardized, though there are still a number of
extending their lifetimes. Improved sensors have helped improve form factors. Some applications use fairly small cells,
thermal management, which helps increase lifetimes. Given the long which can be easier to cool.
use cycles of industrial vehicles, that’s a critical factor. “The basic building block, cells, come in form fac-
“Thermal behavior is of great importance during both charge and tors a bit like AA batteries to cans that are bigger,
discharge cycles,” Govindswamy said. “Controlling a cell’s tempera- and there are more rectangular batteries,” McConnell
ture within an allowable SOC range is important to ensure that a said. “Everyone wants to use modules. In buses and

Electrified powertrains search for marketing power

Electrified powertrains have seen success in machine doesn’t normally have,” said Randy
commercial applications like buses and small Peterson, Chief Engineer, Hydraulics, at
vehicles, but in many fields, they’ve seen only Caterpillar Advanced Components & Systems
limited success. Today’s low fuel prices are not Division. “The power density (size) advantage
helping marketers expand the niches where for hydraulics over electrics is still in the
hybrids provide a cost-effective solution. neighborhood of 10:1 or more, making pack-
Most electric off-highway vehicles are aging electrics a challenge.”
relatively small vehicles that have small pow- Many usage models require quick bursts of
er requirements compared to some construc- power that can be difficult to provide with
tion and agriculture behemoths. Hybrids fit electric motors. Battery discharge and charg-
more use cases. ing rates can work against electrics in many
“For non-road mobile machinery applica- environments.
tions, a pure electric mode of operation is “As battery technology continues to im-
only relevant for small machines, less than 19 prove, the ability to store and use energy
kW,” said Kiran Govindswamy, Powertrain becomes much more attractive,” said Steve
Director at FEV North America. “Only hybrid Zumbusch, Technology Development Director Hydraulic hybrids from Eaton are stiff
concepts, from micro to mild and full hybrids, for Eaton’s Hydraulics Group. “If the rate of competition for electric hybrid alternatives.
are considered to be feasible for most appli- energy consumption (power) becomes high,
cations. This is fundamentally driven by high then the battery technology becomes chal-
add-on costs for batteries as well as time lenged with being able to rapidly store and restrictions are also prompting a lot of re-
needed for recharging the batteries.” discharge energy fast enough to be effective. search into hybrids.
In all vehicle classes, electrified pow- Hydraulics, on the other hand, have a very “The low cost of fuel has negatively influ-
ertrains face competition from hydraulic hy- distinct advantage in using technologies such enced the payback period,” Govindswamy
brids. Battery packs take a fair amount of as accumulators that can be charged and said. “With the exception of large excava-
space compared to hydraulic components. discharged extremely fast, providing very tors, electrified powertrain payback times
Automotive hybrids are driving advances in high power levels.” currently remain rather poor. Considering
batteries, but many developers feel it’s easier Though battery power has limits, its role significantly reduced hybrid add-on costs as
to use battle-tested hydraulics than to re- may still expand. Advances in automotive well as a slight increase in fuel price, hybrid-
vamp systems on existing product lines. are driving down overall system costs, and ization with reasonable payback periods are
“Adding an electric power architecture there’s no guarantee that global oil prices expected to become feasible in the future.”
adds cost and complexity that the base will remain low. Potential regulatory Terry Costlow

OFF-HIGHWAY ENGINEERING February 2016 23

 Charging up electrified

HIGH PERFORMANCE POWERTRAINS

THERMAL INSULATION
FOR HIGH PERFORMANCE
OFF HIGHWAY VEHICLES
SHEET METAL, FOIL ENCAPSULATED,
',2#%0*ô̞ô5#4#ô%-2ô2&#ô1-*32'-,

Electric systems are now using standard form factors, including

rectangular housings.

commercial trucks, they want flexibility; they have different

pockets of space for batteries. They want to put them where
they fit.”
He added that many OEMs are using large, flat cells. They
can be stacked together to provide more capacity than
smaller cells.
“Instead of being the size of a deck of cards, many batteries
tend to move toward something about the size of an 8.5 x 11
sheet of paper,” McConnell said. “Their thickness depends on
their capacity—a 20 A·h cell is thinner than a 50 A·h cell.”
DURABLE, RELIABLE, DEPENDABLE
Many technologies
Component makers throughout the supply chain are introduc-
ing improvements that make electric power more viable.
Vertically integrated companies are creating components that
help them improve the efficiency of their hybrids. John
Deere’s wheel loader line has included a pair of hybrids, the

Connected Vehicles Webinar

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24 February 2016 OFF-HIGHWAY ENGINEERING

TSI_OHE_Half_Page_Tractor.indd 1 1/5/16 11:31 AM
 ELECTRONICS | POWERTRAIN FEATURE

644K and 944K, for some time.

Last year, John Deere Electronic Solutions unveiled its
PD400 modular inverter for high voltage/high power applica-
tions. It eliminates multiple connector and cooling interfaces
so designers at Deere and other companies can shorten de-
velopment times. There can be several inverters in a hybrid
system, so simplifying design and cutting costs can bring sig-
nificant overall benefits.
High power devices haven’t seen the rapid advances of the
digital world, but that’s changing. Technologists continue to
improve efficiency by replacing technologies that have been
in place for decades. For example, the long run of dominance
for three-phase inverters is now being challenged.
Design houses like FEV are helping OEMs develop hybrid systems to save
“Inverters are becoming more efficient and using better
fuel and reduce emissions.
packaging,” McConnell said. “Most machines now use three-
phase devices, but they’re going to six and even nine phases
to improve switching efficiency and reducing torque ripple.” Modeling helps to maintain peak torque and peak efficiency.”
Electronic controls are letting engineers do more with motors. The mechanical interfaces between motors and actuators
Helped by modeling and simulation tools, design teams are max- are also improving. Developers are finding new ways to re-
imizing the effectiveness of mainstream electric motors. duce loss and simplify gear designs.
“Motors are much more robust, largely because of how they “There have been improvements on the gearbox side,”
are controlled,” McConnell said. “A lot of advances in motor McConnell said. “In off-highway, you want to go to a multi-
control come from using advanced math and modeling to get speed gearbox, not the single-speed gearboxes used by Tesla
better control and run the motors as efficiently as possible. and some other electric vehicles.”

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OFF-HIGHWAY ENGINEERING February 2016 25
Measuring and
accounting
for suspension
TARDEC teamed with SEA Ltd. to develop
a system to measure the suspension
parameters, center of gravity, and moments
of inertia of wheeled vehicles in the never
ending quest to model and predict vehicle
dynamic behavior. Class 8 truck with three axles on the SPIdER. The SPIdER axle frames
are under the second and third axles. The first (front) axle is on a
wheel stand. For this setup, only the second and third axles are being

T
tested. The pylons are blue and the axle frame units are yellow.
he U.S. Army Tank Automotive Research, Development, and
Engineering Center (TARDEC) contracted Scientific Expert
Analysis Limited (SEA) to build a vehicle suspension param- motion, additional restraining will be set up. The ve-
eter testing machine that would enable it to study the dy- hicle body (sprung mass) is not assumed to be rigid;
namics of military wheeled vehicles. The machine, named the rather, vertical motion measurements are taken at two
Suspension Parameter Identification and Evaluation Rig (SPIdER) by locations for each wheel being tested. These measure-
the Army, is installed in TARDEC’s facility in Warren, MI. The SPIdER ments of the body position relative to ground are
is a companion to the VIPER (Vehicle Inertia Parameter Evaluation made just ahead of and just behind the wheel location
Rig), also designed by SEA and installed in Warren. being tested, and a linear interpolation is made to esti-
TARDEC depends upon such facilities to assist engineers in their mate the motion of the vehicle body directly above
ongoing efforts to model and predict vehicle dynamic behavior, so as the wheel being tested. A total of eight string potenti-
to build vehicles that are less prone to roll over, have better handling ometers are used for these measurements.
stability, and perform better in rough terrain. SPIdER measures quasi- Up to two axles at a time can be tested; however, a
static steering and suspension properties and tire vertical static stiff- single axle can also be tested. Tandem linked axles,
ness, and is not intended to be used for durability or strength testing. when present, are typically tested together. For each
In the past there have been few attempts to build suspension test- axle there is an axle frame that supports the main test
ing machines for large vehicles. Much of the former and earliest work hardware. At the end of each axle frame is a vertical
on heavy truck suspension parameter measurements has been done hydraulic cylinder. The bottom of the cylinder, the rod
by the University of Michigan Transportation Research Institute. That end, is attached to the axle frame, and a pylon attached
facility grounds the vehicle body similar to the SPIdER, but can mea- to the T-bed supports the stationary top of the cylinder.
sure only one axle at a time. More recently, Michelin has designed Each axle frame holds a wheel pad for the left and right
and built a suspension measurement facility for heavy trucks. wheels. Each wheel pad is capable of supporting very
wide sets of dual tires. Each wheel pad is free to float in
the longitudinal (SAE XT) and lateral (SAE YT) directions
Designing a SPIdER on linear rails with ball bearings. The effective coefficient
The SPIdER can accommodate vehicles with track widths up to 110 in. of friction of these rails is on the order of 0.002. Steer
The maximum allowed vertical motion (jounce) from the drive-on posi- motion of the wheel pad is allowed by a large crossed
tion is ±11.5 in and maximum roll angle that can be attained is ±5°. roller bearing under the wheel pad. This bearing can sup-
The machine operates by holding the body of the vehicle station- port a load significantly offset from the centerline of the
ary while the wheels are moved under the vehicle. The machine is bearing, so the tire need not be perfectly centered.
installed on a heavy, steel, T-slotted bed plate, and a variety of re- Directly under the tire is a heavy steel top plate.
straint components (chains, custom brackets, fixtures, and jacks) are Under the top plate is the crossed roller bearing that
used to nominally fix the body of the vehicle to the bed plate. allows steer. Under the bearing is a heavy steel plate
Restraints are designed to attach and secure a variety of different supported by four load cells. Using four cells allows for
vehicle sizes and loading conditions. Sprung mass is fixed and any the calculation of not only the total load on the wheel
minimal sprung mass motions of up to tenths of an inch are directly but also the center of pressure of that load.
measured and accounted for in the calculations. For single tires the center of pressure is essentially
If measured sprung mass experiences more than tenth of an inch in the center of the contact patch, but for dual tires it

26 February 2016 OFF-HIGHWAY ENGINEERING

 TESTING FEATURE

The coordinate
measuring
machine used
to measure
wheel motion
in the x-,
y-, and
z-directions,
as well as
the steer and
camber angles.

A typical wheel pad. The top plate and the heavy plate supporting
the load cells are visible. The linear rails allowing longitudinal and
lateral motions are also visible. The crossed roller bearing allowing and the steer and camber angles are taken together using a coordinate
steer motion is not visible in the photograph, but it is between the measuring machine attached to each wheel. The stylus of this device is
top plate and the load cell plate. Each axle frame has heavy steel mounted co-linearly with the spin axis of the wheel, and the distance
ears (red arrow) protruding from the left and right sides that ride from the tip of the stylus to the center plane of the tire is measured.
in a vertical groove. Thus, the 5° of motion of the wheel center can be calculated.
The base of the coordinate measuring machine is mounted to a stand
is not necessarily in the geometric center of the con- that does not move during the test. During the test setup, once the base
tact patches. Not only can dual tires have different of the coordinate measuring machine is fixed, a calibration fixture is
inflation pressures, but during the roll tests the dual used to “teach” the machine the orientation, zero positions, angles of
tires will typically not have the same load. the x-, y-, and z-axes, and also the location of the z=0 plane (the ground
To directly measure changes in track width the lat- plane). This allows for the true steer and camber angles to be measured.
eral location of the wheel pad is also measured, using During the bounce and roll tests the hand-wheel in the cab is locked
a linear potentiometer. Longitudinal motion of the ve- by attaching suction cups to the windshield and then attaching rods
hicle body is measured with a string potentiometer in between the suction cups and the hand-wheel. Although the hand-
one location, on the vehicle centerline. wheel is effectively locked, the hand-wheel angle is recorded so that any
Although they can be operated individually, the nor- hand-wheel motion can be compensated for in the road-wheel angle.
mal modes of operation for the hydraulic cylinders For the steer ratio test the same CMM is used to measure the steer
(four for the total machine) are to move equally during angles of the wheels. Inside the cab of the vehicle the hand-wheel is
a bounce test, or equal and opposite during a roll test. unlocked and a rotary encoder is used to measure the angle of the
During the bounce test the axle frames and wheel hand-wheel, as an operator manually turns the hand-wheel through a
pads move strictly vertically, while during the roll test specified range of motion.
the axle frames and wheel pads are forced to rotate Typically, the hand-wheel is rotated through its full range of mo-
about a longitudinal line in the plane defined by the top tion (lock to lock); however, a smaller range can be used. This test is
surfaces of the wheel pads, which is the ground (road) typically done with the engine and power steering turned on.
plane, halfway between the left and right wheels. Steering resistance is minimal, as the road wheels are free to steer on
Each axle frame has heavy steel ears protruding the crossed roller bearings.
from the left and right sides that ride in a vertical
groove. These ears and grooves prevent the axle frame
from rotating about the vertical yaw axis and lateral
Controlling a SPIdER
pitch axis while allowing it to rotate only about the The only controlled motion during the bounce and roll tests is that of
longitudinal roll axis. The ears also prevent longitudi- the four hydraulic cylinders. Each cylinder, controlled by individual
nal and lateral motion, while allowing vertical motion. servo valves, has a linear potentiometer attached directly to it. The
Together, the ears, grooves, and cylinders limit the maximum flow in either extension or retraction is controlled by pres-
motion of the axle frame without overconstraining it. It sure compensated flow control valves (two valves per cylinder) that
is therefore impossible to bind the axle frame, even if essentially set the nominal speed of the cylinder.
the cylinders are not synchronized. While the servo valves could be used to input complex motion and
The motions of the wheel center relative to the speed profiles, they are used primarily to provide a constant displace-
ground, along with the wheel loads, constitute the most ment rate that is controlled by the flow control valves. Measurements are
important measurements on the entire machine. The five taken continuously at 0.1 s intervals. By matching the flow rates of all the
wheel measurements: x-motion, y-motion, z-motion, flow control valves, all cylinders arrive at each stopping point at about

OFF-HIGHWAY ENGINEERING February 2016 27

 Measuring and
accounting
for suspension
the same time. Final stopping position is the motion should reverse, based on
controlled to within about ±0.02 in. several criteria.
Once the test is set up, the entire test For a bounce test, the wheel pads
sequence is run automatically following (entire axle frame unit) move down a
operator initiation. The computer con- short distance, then move back up to
trols the motion and determines when the starting point before the first

HOW DO I KNOW Overall view of the VIPER being used to test a

Mine-Resistant Ambush Protected (MRAP) vehicle.

IF I’M TALKING TO measurements are taken. Then the

wheel pads move up to the point of
maximum suspension compression, re-

AN ENGINEER OR
cording data continuously.
Typically, the reversing point is when an
operator-specified maximum axle load or

A SALESMAN?
maximum suspension displacement is
reached. The wheel pads move down until
the suspension extension reaches a point
when the loads on the wheel pads reach
the operator-specified minimum value.
Ask Smalley. It’s simple to tell Finally, the wheel pad motion is re-
when you work with Smalley. That’s versed to the up direction until the origi-
because you’ll always collaborate nal zero position is reached. Each axle has
its own stopping point for suspension
directly with our world-class team
compression and extension limits, based
of engineers—experts whose only on the operator-specified test limits.
focus is helping you get the most There are numerous internal checks (full
performance from your precision e-stop of the system, rest position, full
wave springs or retaining rings. monitoring of the minimum load on the
wheel pad, maximum longitudinal move-
ment of the sprung mass) in place to pro-
tect both the SPIdER and the vehicle.
For a roll test, one end of the axle frame
unit moves up while the other end moves
down an equal amount. The frame units
are rolled to an operator-specified angle,
Smalley Coil Spring and then reversed to roll to the equal and
Wave Spring
opposite. Finally, the frame units are rolled
Smalley wave springs reduce spring back to their original zero position.
operating height by 50%, saving space
DQGZHLJKWƓWWLQJWLJKWUDGLDODQGD[LDO
spaces. We offer more than 4,000
stock sizes in carbon and stainless steel. Bounce, roll, and steering
Visit smalley.com for your
ratio tests
no-charge test samples. Currently the SPIdER is capable of doing
three types of quasi-static tests: bounce,
roll, and steering ratio tests. During each
of these tests over 70 transducers are
used to monitor displacements, angles,
THE ENGINEER’S CHOICE™ forces, and pressures. Some of these
signals are used to control the SPIdER

28 February 2016 OFF-HIGHWAY ENGINEERING

38139_Smalley_BrandAd_NASATechBrief_r4.indd 1 9/8/15 1:29 PM
 TESTING FEATURE

Effect on
100

frame motions and check for test and safety limits. However, 90
vehicle
the majority of the transducer signals are used to compute the 80
Baseline
High Front Aux Roll Stiffness
understeer
engineering quantities of interest. 70
Compliant Steering Gear
gradient of
During a bounce test, the axle or axles are moved vertically 60
increasing

Understeer (deg/g)
while the vehicle body is held stationary. Vertical forces at the front
50

tires, the wheel location in three dimensions, the road-wheel suspension

steer and camber angles, and the slight vertical deflections of
40
auxiliary
30
roll stiffness
the body are measured. The vertical motion of the wheel pad
20 or effective
is not measured directly but is calculated from the known hy- steering gear
draulic cylinder motions and the estimated machine deflec-
10

compliance.
tion. The frames under the wheel pads are very stiff, but may 0
0.00 0.05 0.10 0.15 0.20 0.25 0.30 0.35
Lateral Acceleration (g)

deflect a few tenths of an inch under maximum load.

In the roll test, the maximum possible roll angle is 5°. When
a single wheel load goes to 10% of its initial value the motion plane of the tops of the wheel pads.
automatically reverses, as loss of wheel contact is very unde- Suspension bounce and roll stiffness characteristic curves
sirable, especially when the axle frames and wheel pads are typically have a hysteresis loop, especially if the suspension
tilted at a large angle. Generally, the roll test produces lower contains leaf or pneumatic springs. At the slow speeds used for
forces than the bounce test. With the ability to measure the these tests, the sizes of these loops provide a measure of cou-
center of pressure on the wheel pad, roll stiffness is accurately lomb and (low speed) viscous damping in the springs, suspen-
measured even for wide sets of dual tires. sion bushings, and other parts of the suspension system.
In order to simulate rolling with differing load conditions, it
is possible to give some initial compression or extension to This article is based on SAE International technical paper
the suspension and then perform the roll test. The rolling al- 2015-01-2751, doi:10.4271/2015-01-2751, by Baseski, I., Norman, K.,
Ryan, D., and Stahara, S., TARDEC.
ways occurs about an axis in the ground plane, which is the

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OFF-HIGHWAY ENGINEERING February 2016 29

Looking at mobility
PEOPLE FEATURE

in 2050
Cuneyt L. Oge begins his term as 2016 SAE
International President with a vision about
the future of auto- and aero-mobility. “Many younger-
by Patrick Ponticel generation owners

C
would rather have a car
uneyt L. Oge was born in Turkey, spent time in the U.S. as a on demand than own
young adolescent, graduated high school in Europe, went to one,” said 2016 SAE
college in the U.S., learned to speak multiple languages, International President
married a Greek, and traveled the world. Cuneyt L. Oge.
“As my name implies, I’m a bit of a curiosity,” allowed incoming
SAE International President Cuneyt Oge (pronounced June-eight
Oh-gay). The veteran management consultant puts no negative spin kind of car or unless it’s a certain day of the week. So,
on that self-appraisal. Quite the contrary, as he goes on to say: “I the automotive side of the world is changing.
think I qualify as a bona fide citizen of the world.” On the aerospace side, we’re seeing similar changes.
Which should prove effective in raising SAE’s global profile and By 2050, civil air transport and space transport are
making its products and services more relevant in a flattening and probably going to come together. We’re going to have
fast-changing world. space travel, we’re going to have spaceports. Just imag-
“I’ve worked all around the world,” Oge told SAE Update. “I learned ine that, spaceports alongside airports. So we need to
that to be effective in this global world of ours, you have to learn think these things through and crystalize SAE’s involve-
how to be global personally.” ment and strategy for this changing world. We’re very
That means, among other things, speaking multiple languages and active in the next-generation cars, we’re very involved
learning to have empathy for the unique situations that different with the standards development for things like cyberse-
countries and peoples find themselves in. “And you can only learn curity, for driverless cars, battery charging standards for
that by being on the ground and using all your senses in different electric vehicles, for all types of aerospace develop-
situations,” he said. “I’ve had the privilege of working, literally, in ments around the world. So we’re well positioned, but
most of the developed countries of the world in some capacity or the we have to keep being proactive and out front, leading
other—working with engineers, with business people, and having the industry to move forward successfully.
friends and relationships around the world.” The second area that I think we need to focus on is our
During an orientation day for new 2016 SAE Officers at the Society’s global network. SAE International has a global network,
Pittsburgh headquarters on Dec. 9, Oge provided an overview of his but that network has to continue to grow and get stron-
goals as the new SAE President. What follows are his edited remarks: ger. The Brazilian engineer sitting in Brazil should be net-
“Each President tries to put things in motion in hopes that they will worked and talking seamlessly with the engineer in the
outlast them and actually take root. My focus areas are going to be in U.S. or the engineer in India or the engineer in China.
three areas. That’s how engineers like to work, how they need to
Number one is what I call the changing worlds of aero-mobility work. And I’m not talking about tools for collaboration.
and auto-mobility—think of it as auto-mobility 2050 and aero-mobil- Those already exist. I’m talking about informal networks:
ity 2050. The world of auto-mobility is fundamentally going through the knowledge networks that SAE can help feed with its
a revolution. Think about it: The powertrains that power our vehicles extraordinary depth of knowledge in specific technical
are changing. We have over 76 alternative-powertrain models in the areas, its intellectual property, and its historical files and
U.S. market today. Never been seen before. libraries that contain invaluable information.
How we drive is changing. Autonomous driving was a figment of many Third, as we continue to globalize, we have to think in
people’s imagination only a few years ago. Now we’re talking about hav- terms of what I call altruistic capitalism. As we go out to
ing it within a few years. the world, I think we have to never lose sight of the fact
How we own cars is changing. Personal ownership is being dis- that SAE is there to provide a value, a service, to soci-
placed with shared vehicles. Many younger-generation owners would ety, as well as its members. But at the same time, we
rather have a car on demand than own one. should do it in a way where it can generate revenues to
Think about this fact: By 2050, 85% of the developed world’s pop- cover at least the expenses of the value created.”
ulation will be living in urban centers. In many places in the world Read the full article in the January 2016 issue of SAE
today, you cannot even drive into the city unless you have a specific Update or at http://www.sae.org/membership/news/.

30 February 2016 OFF-HIGHWAY ENGINEERING

 ORIGINAL
EQUIPMENT
Gleaner upgrades cabins, drives on S9 Series combines
AGCO’s transverse rotary combine brand, Gleaner, will be de-
buting for 2016 its new S9 Series combines, which includes
three models—the S96, S97, and S98—to meet the needs of
growers seeking class 6, 7, and 8 machines. Gleaner says the
S9 addresses the needs farmers have identified for harvesting
technology—capacity, grain quality, low loss levels, reduced
compaction, and serviceability.
In fact, Gleaner claims many of the S9 Series enhancements
are the direct result of requests from growers and were devel-
oped and tested in the field under true harvest conditions.
Gleaner’s completely redesigned Vision cab has several
new features to enhance operator comfort and simplify con-
trol, reducing operator fatigue and increasing productivity.
The completely redesigned cab offers 15% more volume (130
ft³ vs. 113 ft³) than previous models and has a larger instructor The all-new Vision cab introduced on the S9 Series combines has nearly
seat with a fold-down back that doubles as laptop computer two dozen features to enhance operator comfort and simplify control,
storage and workspace. reducing operator fatigue and increasing productivity. The cab is 15%
The cab features a 22% larger, deep-curved front wind- larger than previous models, with a larger, deep-curved front windshield
shield and 66 ft² of total glass area for an enhanced view of for an improved view of the cutter bar, header ends and harvested areas
behind each side of the header. A larger operator seat and completely
the cutter bar, header ends, and harvested areas behind
redesigned control console are among its new features.
each side of the header. The A-posts and B-pillars have been
narrowed and moved for more room. A solar-protectant
laminate minimizes sun exposure through the front glass cab lights with high-lumen projection, and new dual remote
and sound-deadening material throughout the cab keeps mirrors are among the two dozen innovations of the Vision cab.
operating environment as quiet as 75.5 dB(A) in corn. A central feature of the Vison cab is the new Tyton termi-
The completely redesigned control console is located to the nal, providing the full menu of products and services from
right of the operator seat for reduced fatigue during opera- Fuse, AGCO’s next-generation technology approach to match
tion. Ergonomic placement and intuitive color-coding of the the needs of modern precision farming practices.
buttons and switches give the operator quick and easy access Available first on Gleaner combines, the new Tyton terminal
to all combine functions. has four quadrants, easier-to-read Gleaner-specific graphics
A multi-function handle controls travel direction and speed and an easy-to-use, color touch-screen interface, so operators
and easy access to buttons to engage the processor, header, may monitor and control multiple combine functions, many
and parking brake. The throttle lever is just under the thumb with a single touch. Mounted on an accessory bar off the op-
of the operator for intuitive adjustment of engine rpm. All erator seat armrest, the Tyton terminal can be positioned by
header adjustments and controls are consolidated on a panel the operator for the best visibility of the monitor and header.
outside of the monitor. Buttons to adjust rotor speed, gear Gleaner S9 Series combines offer the choice of a factory-
selection, and bin extension operation are intuitively located installed FieldStar Live or AgLeader Live yield mapping system
on the right edge of the console. integrated through the Tyton terminal. Both systems integrate
A slim-profile steering post, new cab post placement, 12 new data from yield and moisture sensors, global positioning, and
the Tyton terminal to provide live mapping. Automatic header
width control is included for even more accurate yield calcula-
A central feature of the new Gleaner S9 Series tions. Available TaskDoc task management and record keeping
combines is the new Tyton terminal, offering solutions provide complete field documentation systems for
technology to match the needs of modern precision growers, offering quick, secure, and reliable wireless transfer of
farming practices. The new terminal allows data between the machine and the office.
operators to monitor and control multiple In addition, the S9 Series offers the optional Auto-Guide
combine functions, many with a guidance system with a NovAtel satellite receiver that comes
single touch. Mounted on an
from the factory set up for WAAS to ensure maximum steer-
accessory bar off the operator
seat armrest, the Tyton terminal ing accuracy and efficiency. Auto-Guide control also is inte-
can be positioned by the grated through the Tyton terminal, eliminating a separate
operator to best maintain screen in the cab.
visibility of the monitor With the S9 Series, what Gleaner describes as its “natural-
and header. flow feeding” technology has been refined to improve feeding

OFF-HIGHWAY ENGINEERING February 2016 31

ORIGINAL EQUIPMENT

capacity in difficult crop conditions These changes reduce stress on the longer feeder house, geometry on the
such as heavy canola swaths and green- shaft, yet maintain good control of the header lift cylinders has been rede-
stem soybeans where uneven feeding crop mat in difficult feeding conditions. signed for improved lift-ability. And, a
can occur. The feeder house floor has Also the feeder house has been length- proportional valve has been added to
been lowered and the feeder house ened for better visibility of the cutter the header-lift hydraulic system, so the
runners and torque tube raised, creat- bar from the Vision cab. operator can adjust header raise/lower
ing clearance under the feed shaft. With increasing header size and the speed and sensitivity to their preference
using the Tyton terminal.
New electronics and redesigned hy-
draulic systems eliminate all cables and
linkage for the hydrostatic propel sys-
tem. A new variable-displacement mo-
tor provides automatic high-low shifting
through the hydrostatic propel system
that was accomplished manually
through the XR two-speed shift-on-the-
go transmission of the S8 Series. The
programming of speed and torque sets
the hydrostatic motor to optimum dis-
placement automatically and provides
speed and torque when needed, wheth-
er looking for a faster road speed or
climbing a hill.
The Gleaner S9 Series includes many
additional drive component updates to
improve not only combine performance,
but also enhance reliability. The main
drive belt in the S9 Series machines is a
four-strand HB-section Opti-Belt for
longer life and increased braking capa-
bility. The hydraulic spreader pump fea-
Innovative solutions for the tures cast iron around the gears and a
world's complex global challenges. closed-loop electrical system that con-
stantly monitors the speed and adjusts
That’s Engineering Tomorrow. the hydraulic control, maintaining con-
stant spreader speed regardless of tem-
perature. The propel drive belt increases
Danfoss is committed to helping you build a better future.
in size from a three-strand to a four-
Our innovation is defined not only by our world-class mobile
strand V-belt for longer life.
hydraulic solutions, but also by the reliable partnerships we
A new 200-cc steering control unit
share with our customers. Regardless of the application or
has been integrated on all S9 models,
unique challenges you face, you can depend on Danfoss to
and the Auto-Guide sensor is now inte-
help you maximize efficiencies, reduce total machine costs
grated into the steering cylinder to
and grow your success.
eliminate any external linkage. A stan-
dard 390-bushel grain bin has new sen-
With a commitment to innovation, and an eye on the future,
sors built in to alert operators when it
Danfoss is Engineering Tomorrow.
reaches 70% and 90% of capacity.
The Gleaner Gen 2 SmartCooling sys-
Learn more at powersolutions.danfoss.com tem, which consists of a variable-pitch
cooling fan with reversing capability,
has new fan-controlled software that
uses charge pressure parameters to
reduce pressure from 2750 psi to 406
psi for improved performance and max-
imum efficiency.
Jean L. Broge

32 February 2016 OFF-HIGHWAY ENGINEERING

 PRODUCT
BRIEFS
SPOTLIGHT: CAD/CAE SOFTWARE
CAD toolbox Fatigue life analysis software
Maplesoft has re- Endurica LLC announced the re-
leased the MapleSim lease of version 2.32 of its fatigue
CAD Toolbox, a new life analysis software Endurica CL,
add-on to MapleSim a computer simulation that can
that allows engineers model the development of damage
to understand and in an elastomeric part operating
improve their me- under complex service conditions.
chanical designs by bringing their CAD assemblies into the The release includes new features
advanced system-level modeling and simulation platform. The for calculating self-heating, for ana-
MapleSim CAD Toolbox imports CAD models directly into lyzing rolling structures (e.g., tires and rubber rollers), and for
MapleSim, recreating the model components and preserving diagnosing cavitation and wrinkling conditions that might occur
their kinetic and kinematic properties as well as the spatial re- during loading cycles. The new features, which are provided at
lationships between components. It offers feature detection, no additional cost under the existing license, enhance the soft-
allowing users to easily add new coordinates at points of inter- ware’s library of elastomer-specialized analysis capabilities.
est, such as the center of a hole or along the edge of a compo- Starting from results computed in a standard FEA of the part in
nent. The toolbox also makes it easy to share coordinate operation, Endurica CL computes the number of repeats of the
frames between separate bodies, ensuring the bodies will be simulated operation that can be endured before cracks develop.
properly aligned when joined. The MapleSim CAD Toolbox The calculation uses Critical Plane Analysis for accurately com-
handles files from “virtually any” CAD system, through direct puting the effects of multiple simultaneous load inputs,
support for a large number of proprietary formats, including Rainflow Counting for the effects of variable amplitude loading,
those from Inventor, NX, and SolidWorks, as well as the widely and nonlinear material laws that effectively capture a range of
supported STEP and STL file formats. Once in MapleSim, the elastomer behaviors (hyperelasticity, cyclic stress softening,
models can be shared with other users, or online using the strain crystallization, temperature dependence, ozone attack,
MapleSim Server, without requiring that the end user have ac- etc.). Endurica CL accounts for the effects of finite straining and
cess to the original CAD system or CAD files. Engineers can crack closure under compression. The material properties for
detect and correct problems at the virtual prototyping stage, the analysis are obtained from simple-to-use crack growth rate
long before expensive prototypes are built, according to experiments. Pictured is a cross section of a truck tire, colored
Maplesoft. The MapleSim CAD Toolbox is available on Windows according to the computed fatigue life for the case of straight-
for both the English and Japanese versions of MapleSim. ahead rolling under a modest overload condition.

MEM inertial accelerometer High-voltage, high-current connectors

The Model 1525 Series microelectrome- Amphenol Industrial
chanical (MEM) variable capacitive ac- Products Group’s ePower
celerometers from Silicon Designs Inc. connectors series, rated at
are a low-cost, integral, inertial acceler- 800 to 1000 V dc, now
ometer family. The nitrogen-damped, includes right angle over-
hermetically sealed devices are de- molded connectors for
signed for zero-to-medium frequency 200 A and 400 A connec-
instrumentation applications that re- tion systems. New designs for higher current ratings of 500 A
quire high repeatability, low noise, and maximum stability. and 700 A continuous are added. In the energy storage mar-
Each miniature package combines a MEMS variable capacitive ket, where space is at a premium, these connectors can re-
sense element and a custom integrated circuit that includes place up to three conventional connectors, saving on labor
both a sense amplifier and ±4.0 V differential output stage. and offering a 40% smaller footprint than using three EMI
Units are available in six full-scale ranges from ±2 to ±100 g, shielding glands. Patented RADSOK technology achieves
with reliable performance over a standard operating tempera- higher current ratings, lower insertion forces, and lower tem-
ture range of -40°C to +85°C (-40° to +185°F). The devices perature rise and contact resistance. The ePower series fea-
are suited for applications including unmanned ground ve- tures IP2X receptacles available in crimp, lug, or bus bar ter-
hicles, remotely operated vehicles, robotic control systems, mination, while the plug features IP2X crimp pins and can
and agricultural drones. accommodate shielded wire.

OFF-HIGHWAY ENGINEERING February 2016 33

PRODUCT BRIEFS

Magnetostrictive position sensors Angular rate sensor

MTS Sensors has increased the Diversified Technical
scope of its GB-Series of high- Systems, Inc. (DTS) offers
ly accurate, programmable the ARS PRO high-perfor-
magnetostriction-based linear mance angular rate sen-
position sensors so that further sor, which is designed for
applications can be addressed. a range of applications
For these latest additions to including vehicle handling,
the GB-Series (referred to as crash, biomechanics, and
the GB-N family), the sensor rod (along with fitting flange) and even high-rate ballistics
the housing for the supporting electronics have a robust 1.4404 testing. The single axis ARS PRO is a silicon-based microelec-
stainless steel (AISI 316L) construction, allowing their deploy- tromechanical system (MEMS) that uses a resonating gyro to
ment in environments where there are corrosive media present. measure angular velocity. Referred to as “ultra-small and rug-
The GB-Series devices feature the company’s proprietary ged,” its other key advantages include dc response, low pow-
Temposonics magnetostrictive technology. Supporting stroke er requirements, high output voltage, and shunt check capa-
lengths from 25 mm to 3.25 m (1 in to 10.7 ft), they deliver up to 1 bility. All models are linear over the rated range and comply
μm resolution, ±0.005% (full scale) repeatability and ±0.02% (full with SAE and ISO recommended practices for frequency re-
scale) linearity. These sensors are available with either analog or sponse in all applications. DTS offers full-scale ranges from
synchronous serial interface (SSI) output options for maximum ±300 to ±50,000°/sec and bandwidths up to 2000 Hz, fully
implementation flexibility. Their operational temperature range supporting CFC 180 and 1000 testing requirements. The ARS
spans from -40 to +90°C (-40 to +194°F). They have IP67-rated PRO-1500 also is NHTSA-specified for FMVSS 2020a rear im-
protection against water/dust ingress when supplied with an M12 pact testing. DTS also offers the ARS HG with a 10,000 g
or M16 connector. Alternatively IP68-rated protection is provided shock rating—the highest in the industry, it claims—which fea-
for cable outlet versions. tures reinforced mounting points designed to withstand high
energy test environments including blast and missile. All
models are packaged in compact rugged enclosures and
weigh 2.5 g (0.09 oz).

Cloud PLM solution

Infor Product Lifecycle
Management (PLM)
Accelerate, powered by
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designed for automotive,
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Bearings designed and high-tech, and aerospace and defense customers. Available for
both on-premise and private cloud (single-tenant) deployment,
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this latest offering provides a full-featured, highly scalable, flex-
exacting standards for quality
ible and secure PLM solution. Infor PLM Accelerate is designed
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to adapt with the unique business practices of discrete manu-
Registered and Certified to facturers, allowing users to manage the process from ideation
ISO-9001 and AS9100. to manufacturing through distribution. It features a singular
web framework that uses an open architecture. This approach
From economy commercial to establishes a comprehensive PLM solution suite to manage
aerospace approved, processes throughout the enterprise and supply chain. The user
we've got it all ! interface features drag-and-drop functionality. Compliance-
grade security is used to protect all intellectual property
through customizable permissions, authentication, and access
Aurora Bearing Company control. The solution is also capable of scaling both up and out
901 Aucutt Road to support organizations of all sizes and compliance needs,
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w w w . a u r o r a b e a r i n g . c o m a purpose-built middleware component.

34 February 2016 OFF-HIGHWAY ENGINEERING

COMPANIES MENTIONED
Company Page Company Page
AGC AeroComposites ...........................................................................................................................................4 ISO .........................................................................................................................................................................34
AGCO ......................................................................................................................................................................31 John Deere Electronic Solutions .......................................................................................................................25
Altia ...................................................................................................................................................................... 20 Maplesoft ..............................................................................................................................................................33
Amazon................................................................................................................................................................ 20 Michelin .................................................................................................................................................................26
American Trucking Associations.......................................................................................................................36 MTS Sensors .........................................................................................................................................................34
Amphenol Industrial Products Group ..............................................................................................................33 Navistar.................................................................................................................................................................36
Aras........................................................................................................................................................................34 NHTSA ...................................................................................................................................................................34
Argonne National Laboratory .............................................................................................................................6 Peterbilt ................................................................................................................................................................. 11
Caterpillar ........................................................................................................................................................17, 23 Ricardo Strategic Consulting ......................................................................................................................... 2, 14
Cummins................................................................................................................................................................ 11 SAE International ...................................................................................................................................29, 30, 34
DEC .........................................................................................................................................................................17 SEA ........................................................................................................................................................................26
Deere ...............................................................................................................................................................14, 24 Silicon Designs .....................................................................................................................................................33
DEME Group ..........................................................................................................................................................17 SKF...........................................................................................................................................................................9
Diversified Technical Systems ...........................................................................................................................34 Surface Generation ...............................................................................................................................................4
Eaton .........................................................................................................................................................20, 21, 23 TARDEC .................................................................................................................................................................26
Elektrobit ........................................................................................................................................................19, 20 Tesla.......................................................................................................................................................................25
Endurica ................................................................................................................................................................33 TTControl ....................................................................................................................................................2, 19, 20
FEV ................................................................................................................................................................. 22, 23 University of Michigan ........................................................................................................................................26
Freightliner ...........................................................................................................................................................36 University of Warwick ..........................................................................................................................................4
Gleaner...................................................................................................................................................................31 U.S. Department of Energy................................................................................................................................. 11
Hitachi Construction Machinery.........................................................................................................................17 WalMart ............................................................................................................................................................... 20
IAV .........................................................................................................................................................................22 WMG........................................................................................................................................................................4
Infor .......................................................................................................................................................................34 ZF ......................................................................................................................................................................... 16
International.........................................................................................................................................................36

UPCOMING FROM THE EDITORS AD INDEX

February 3: Aerospace Engineering March 7: Off-Highway Engineering
Technology eNewsletter Technology eNewsletter Advertiser Page Web Link
Aurora Bearing Co. ......................................... 34 ........................... www.aurorabearing.com
February 4: Electronics & Connectivity March 15: Automotive Engineering
Technology eNewsletter Technology eNewsletter
BorgWarner Inc. .................................... Cover 2 .......................................... borgwarner.com
February 11: Off-Highway Engineering March 23: Vehicle Engineering
Cat® Industrial .......................................Cover 3 .............................CatIndustrialPower.com
Technology eNewsletter Technology eNewsletter (all markets)
Danfoss Power Solutions ...............................32 .....................powersolutions.danfoss.com
February 16: Automotive Engineering March 30: Heavy Duty Engineering
Technology eNewsletter Technology eNewsletter dSPACE, Inc. .......................................................3 ...................................www.dspaceinc.com

February 23: Vehicle Engineering April: Aerospace & Defense Technology HBM, Inc. .............................................................5 ...........www.hbm.com/chooseyoursomat
Technology eNewsletter (all markets) Print Magazine
• AUVSI Show Preview Isuzu Motors America LLC .....................8-11, 13 ............................www.IsuzuREDTech.com
February 29: Automotive Engineering • Electronic warfare / Weapons systems
Technology eNewsletter • Alternative power sources John Deere Power Systems ...........................25 ...................... JohnDeere.com/OEMpower
• Composite materials
March: Automotive Engineering • RF & Microwave Technology Section LADD Distribution .......................................... 29 .......................................te.com/dtdetector
Print Magazine
• Multimaterial lightweighting (webinar April: Automotive Engineering Molex Incorporated ...........................................7 .............................................. molex.com/cv
to follow) Print Magazine
• Autos and the Internet of Things • State of Engineering 2016 Perkins Engine Company Ltd. ....................... 15 .....................www.perkins.com/industrial
• Vehicle dynamics • Vehicle electrification
• SAE 2016 World Congress Preview • Virtual design and engineering RM Michaelides ...................................... Cover 4 ..............................................proemion.com
• Software product spotlight • SAE 2016 World Congress coverage
• Semiconductors product spotlight Smalley Steel Ring Company ....................... 28 ..................................................smalley.com
March 1: Aerospace Engineering
Technology eNewsletter Thermal Structures, Inc. ................................ 24 .....................www.thermalstructures.com

OFF-HIGHWAY ENGINEERING February 2016 35

Q&A
actively working with [who have] fleets of 200, 300 trucks.
This year, probably one of the biggest things coming out is
what we call ‘smart routing.’ When your truck throws a code or
throws a set of codes, we’ll know where you’re at, what the ur-
gency of that repair is, what parts are necessary, and we would
“I view the actually allow our dealers to offer up their services to you. It’s
truck almost like not just about what’s the price going to be but ‘when can I get
an iPhone, in my truck back,’ because one of your trucks is sitting idle.
that it’s got all
these modules What’s the idea behind OnCommand’s open architecture?
on it—on your The 160,000 trucks we’ve got on OnCommand, it’s really impor-
iPhone we call tant to know that more than 50% of those aren’t our trucks, they
them apps,” said
are competitors’ trucks. And that’s important for a couple of rea-
Navistar CIO
Terry Kline. sons. One, if you own a fleet of trucks, it’s not likely you’re going
to own one brand. So we give that fleet owner one place to shop
for this type of data, whether they own an International brand, or

Connectivity a core they own a Freightliner. We’re pretty proud of the fact that we’re
open, and we believe we’re unique in that we accept other

pillar at Navistar brands into the solution. Why would we do that? Well, we be-
lieve everybody that owns a truck is a potential future customer,
and whether that’s tomorrow at the service department buying
Navistar announced last year its plans to offer over-the-air (OTA) parts, or that’s the next time they buy a new truck.
reprogramming of engine control modules in 2016 for As you can imagine we’re getting tons of data; it’s like hav-
International trucks powered by its N9, N10, and N13 proprietary ing 160,000 test trucks on the road. So whenever we have a
engines. This technology joins the company’s already-in-service ‘what if,’ we generally have a fleet of trucks we can look at to
OnCommand Connection tool as part of its overall connectivity study that [scenario]. It’s been invaluable to increase the qual-
strategy. OTA reprogramming can be performed at the custom- ity of our vehicles by looking at these trucks and how they’re
er’s facility over a secure Wi-Fi connection. Future advance- performing, or even help customers to understand that the
ments include expanding to other software modules on the way they’re using the truck is not how it was engineered. In
truck like transmissions and chassis, according to Terry Kline, the trucking business, trucks are highly customized; they’re
Senior Vice President and Chief Information Officer at Navistar highly designed for [specific] applications—a truck built to
Inc. Kline recently spoke with Off-Highway Engineering about have a cement mixer put on the back is much different than a
the company’s vehicle connectivity plans and its current solu- long-haul truck. So maybe people aren’t using these trucks the
tions. Read the full transcript at http://articles.sae.org/14551/. way they were engineered. We’re starting to notice those
things and we can reach out and help; sometimes it’s as easy
What is Navistar’s connected vehicle strategy? as reprogramming the shifting patterns of the truck.
It’s one of the core pillars of our corporate strategy to the
Board of Directors; a cornerstone of what we’re investing in How does over-the-air reprogramming fit in?
and moving forward. The connected vehicle strategy is a key It’s another key piece of our strategy, and we believe it’s unique
enabler to some of the other strategies like “up time,” mean- in the truck space. Obviously people are doing over-the-air
ing that the trucks are running and moving down the road. programming in other spaces—I’m sure you’ve got a smart
We’ve got OnCommand Connection as one of our corner- phone; it gets programmed over the air all the time. But espe-
stones, and it basically is a diagnostic tool that’s an open sys- cially in the heavy trucking industry that we play in, we believe
tem, open architecture, that works with and across all the we’re first to market...We’ve got it running in our plants right
telematics providers…We’ve got about 160,000 vehicles tied to now, reprogramming trucks. We’ve got it in pilot at some of our
that system today that we’re reading data from and able to do dealers and at some of our big customers. And as you would
everything from health reports to repair maps—given these imagine, we’re using it heavily on our own captured fleet.
codes from the truck that means you need these parts, this kind
of technician, and this bay capability. Based off these codes you What’s the goal with OTA reprogramming?
can drive 1500 more miles but don’t drive 1501. So we know Engines are first. I view the truck almost like an iPhone, in that
what’s going to happen to that truck and we’ve been able with it’s got all these modules on it—on your iPhone we call them
OCC to take repair and maintenance, which averages 15 cents a apps. On a truck we call them engine control modules, trans-
mile according to ATA (American Trucking Associations) and missions have software, brake systems, etc. We want to get to
some others, down to 2 to 3 cents by doing predictive mainte- where we program and have the ability to reflash all these
nance, predictive analytics on when things need to be done vs. devices that have software on them remotely, wirelessly.
doing them the traditional way; this is with customers that we’re Ryan Gehm

36 February 2016 OFF-HIGHWAY ENGINEERING

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© 2016 Caterpillar. All Rights Reserved. CAT, CATERPILLAR, BUILT FOR IT, their respective logos, “Caterpillar Yellow,” the “Power Edge”
trade dress as well as corporate and product identity used herein, are trademarks of Caterpillar and may not be used without permission.
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