Editorial: Engineering Chic
This Editorial appears in the March 28 print edition of Transport Topics. Click here to subscribe today.
Once derided as socially awkward geeks wearing pocket protectors, engineers are doing the wildest things these days, especially in truck making.
As detailed in this issue of Transport Topics, Daimler Trucks showed off a three-truck platoon driven autonomously, not in the desert near Las Vegas, but on Germany’s heavily traveled autobahn. There were licensed drivers in all three trucks, but for most of the time they didn’t have to do all that much. There was computer hardware, software and dedicated short-range communications to keep the platoon rolling at highway speed.
PHOTO GALLERY: Scenes from Dusseldorf
MORE VIDEO FROM DAIMLER: Platooning demo | Emergency braking demo | Lane change demo
Daimler’s event was particularly splashy, but not a unique demonstration of interest in platooning in Europe. Volvo, Scania, DAF, MAN and Iveco are along with Daimler about to participate in a European platooning challenge.
For people who like to build things, there is always the motivation to do something that hasn’t been done before because, well, this something new would be really cool. Autonomous platooning is, indeed, cool but there’s more to it.
This has the potential to significantly reconfigure freight transportation. A platoon arrangement is aerodynamically efficient, meaning trucks don’t have to burn as much fuel.
The nature of the work is less stressful, so drivers aren’t as fatigued, meaning it might be more appealing to become a driver in the first place.
That’s for, probably, a few years from now. As for nine months from now, Volvo Trucks North America became the first truck maker to roll out its technology for meeting the 2017 federal greenhouse-gas standards.
Their engineers pieced together improvements in the fuel system, developed new wave pistons and a two-speed coolant pump. Other parts were redesigned to be lighter yet with equivalent strength, and then there is turbo compounding.
This intriguing technology uses exhaust gas to produce extra horsepower for the crankshaft. Waste not, want not.
It is exhilarating to see truck and engine makers devoting their energies to properties that truck operators crave, such as better fuel economy.
The technology changes of 2002, 2007 and, to a much lesser extent, 2010 were similar to necessary but nasty-tasting medicine. Reducing emissions of nitrogen oxide compounds and particulate matter were fine contributions to make for the nation, but truck engines became less efficient and durable but more costly.
The major concern involved with the pursuit of fuel efficiency is making sure that fuel savings actually pay for the additional expense.
For now, though, this engineering quest is a fascinating enterprise to observe.
