Drive-by-wire to wireless control – Basically, this encompasses anything that eliminates mechanical or electrical (wire) actuation. Product lines affected include brake, steering and signal lighting actuation.
Engine and drivetrain control – “Unitized performance” is the mantra for engine and driveline designers to facilitate both fuel economy and driver compatibility.
Glass cockpit – More discrete reporting systems and more driver interface. Much like pilots, multi-function instruments with heads-up display are necessary to simplify some truck-to-driver communication.
Materials and Coatings
Biofuels – Agricultural product and especially by-product based hydrocarbon sources are close to street ready now. Although second-generation cellulosic biofuels have proved harder to make than many had hoped five years ago, innovative start-ups focused on cellulosic and algae-based biofuels are starting to create high-margin specialty chemicals and blendstocks, generating cash now and suggesting biofuels at $2 a gallon or less by 2020.
Dual fuel engines – Similar in design to the Cummins Westport LNG/diesel solution being successfully marketed now, these hybrid engines could also benefit from ultra-high pressure injection (45,000 psi) to dampen emissions.
Biocoolants and lubricants – Biodegradable and non-toxic (and potentially cheaper) future antifreeze and greases will continue to turn away from petroleum-based cousins.
Ferromagnetic fluid, also known as magneto rheological (MR) fluids – These fluids, which change viscosity in the presence of electric current, will replace some hydraulic/pneumatic and friction functions in suspensions and drivetrain designs.
High strength-to-weight structural composites – Once again looking toward aircraft design for clues to future vehicle design, composites can make a huge contribution toward higher hauling capacity. Look for this especially in seamless trailer, cargo container and package car designs.
Computers and Communications
GPS integration – Just in time (JIT) freight scheduling/notification, driver performance and drivers logs will be pushed to universal adoption by strict HOS and CSA regulation enforcement.
Transmission of onboard equipment parameters – Diagnostics and predictive maintenance data will be available to destination or current position service providers who are tied into fleet networks.
Shipping unit-level integrated logistics – Online pallet and container tracking will facilitate bypassing of central warehouses and cross-docks.
Cargo and vehicle security – Quickly declining systems costs will increase use of virtual yards -–a technology that allows users to better manage equipment needs. Advanced real-time vehicle status will be quickly adopted, especially for carriers of high unit value consumer goods.
Real-time anything – Routing efficiency, traffic congestion, weather, tolls, weights, fuel consumption, driver performance and taxes will be done in actual time. This reporting availability will allow tolling based on time of day and exact gross vehicle weight.
Increased Vehicle Safety
Driver collision protection – More heavy vehicles will incorporate safety features that have been standard in cars and light trucks for years. More cabs will include increased passive restraints (air bags). Soy-based foam for comfort and sound deadening is an example of the sustainability aspect in new designs.
Forward lighting – The ability to really provide enhanced forward lighting will increase as variable focus designs become popular. Advanced solutions such as bi-xenon designs (originally for the military) assure infinitely variable intensity and direction.
360-degree obstacle and lane departure detection – A number of combinations of visual and ultrasonic, forward speed control and 360-degree collision avoidance devices are nearly road ready. This will be advanced further by new connected-vehicle technology.
Four potential issues
Innovative technologies for heavy trucks
Amended joint-venture agreement with Westport Innovations