2011 dec sae_cv_pres

Aluminum’s Role in Meeting

First-Ever Heavy Truck Fuel

Economy Standards

Randall Scheps

Alcoa, Inc.

on behalf of

The Aluminum Association’s

Aluminum Transportation Group (ATG)

Defining Who We Are

The Aluminum Association’s Aluminum Transportation Group (ATG)

www.aluminumintransportation.org

Many Challenges Facing the

Commercial Vehicle Industry Today

• Rising energy

costs

• Growing concern

over greenhouse

gas emissions

• Federal mandates

continue to add

weight to heavy-

duty vehicles

• First-ever fuel

efficiency

standards

Source: International Energy Outlook 2010; U.S. EIA

Freight energy use increasing faster than passenger energy use

Organisation for Economic Cooperation

and Development (OECD) CountriesNon-OECD Countries

Quadrilli

on B

TU

Transportation Energy Consumption


Federal Mandates Add Weight

New emissions technologies have reduced

fuel economy and increased weight

Emissions MandateAverage Weight

Impact (lbs.)

Fuel Economy Impact

of Emissions

Technologies

2002 EPA Engine Emissions +150 -8%

2007 EPA Engine Emissions +400 -3%

2010 EPA Engine Emissions (SCR) +300 +3%

TOTAL 850 lbs. -8%


Landmark Fuel Standards for Trucks

• First-ever fuel economy and

greenhouse gas emissions

regulations for medium- and

heavy-duty trucks built from

2014 to 2018

• The rule aims to:

– Reduce annual oil consumption by

530 million barrels

– Cut annual greenhouse gas

emissions by about 270 million

metric tons


Aluminum’s Potential Recognized

by Regulators

• The EPA and NHTSA

evaluated materials for the

greatest mass reduction

opportunities

– Aluminum

– High-strength steel

– Composites

• Aluminum ranked far above

the others

– “Greatest potential” to safely

reduce vehicle weight while

boosting fuel economy and

cutting emissions


2010 Industry Sponsored Study on

Lightweighting and Freight Efficiency

• Objective– Quantify fuel economy impact of weight reduction with aluminum specific to U.S. drive cycles

• Methodology– Analytical simulation (Ricardo)

• U.S. drive cycle simulations– EPA HWFET

– WVU Interstate

– HUDDS

• Load conditions– Un-loaded, ½ GVW Load, GVW

• Engine and transmission– Displacement: 13-liter, diesel

– 10-speed automated manual transmission (AMT)

• Vehicle specifications– Frontal area: 10.68 m2

– Coefficient of drag (Cd): .60 (baseline)

Source: Ricardo

Photo Credit: East Manufacturing


Vehicle Configurations Studied

Source: Ricardo

Tractor

(lbs.)

% Weight

Saved

Trailer

(lbs.)

% Weight

Saved

Tractor &

Trailer

(lbs.)

% Weight

Saved

Conventional (baseline) 16,000 13,500 29,500

“Traditional” Lightweighting 15,500 3.1% 12,500 7.4% 28,000 5.1% (1,500 lb)

“High” Aluminum Content 14,500 9.4% 11,700 13.3% 26,200 11.2% (3,300 lb)

Save 30 lbs. per

wheel

Cab rear wall

save 49 lbs.

Save 20 lbs.

per door

Frame rails

save 435 lbs.

Cab X-member

save 38 lbs.

RR door surround

save 150 lbs.

Landing gear

save 50 lbs.

Cab floor

save 56 lbs.

Slider box

save 150 lbs.

Cab roof

save 60 lbs.

Side Wall

Save 1,000 lbs.

Rear door

save 187 lbs.


Payload Configurations Studied

Source: Ricardo

Vehicle

Configuration

Tractor Mass

(lbs.)

Trailer Mass

(lbs.)

Payload

(lbs.)

Total (lbs.)

Conventional

(baseline)16,000 13,500

50,500 80,000 GVW

“Traditional”

Lightweighting15,500 12,500

52,000 80,000 GVW

“High”

Aluminum

Content

14,500 11,700

53,800 80,000 GVW6.5% more payload

6.5% fewer trips


Payload Configurations Studied

Source: Ricardo

Vehicle

Configuration

Tractor Mass

(lbs.)

Trailer Mass

(lbs.)

Payload

(lbs.)

Total (lbs.)

Conventional

(baseline)16,000 13,500

50,500 80,000 GVW

25,250 54,750 half load

0 29,500 unloaded

“Traditional”

Lightweighting15,500 12,500

52,000 80,000 GVW

25,250 53,250 half load

0 28,000 unloaded

“High”

Aluminum

Content

14,500 11,700

53,800 80,000 GVW

25,250 51,450 half load

0 26,200 unloaded11.2% mass

saved


U.S. Drive Cycles Simulated Via

Physics-Based Model

Highway Fuel Economy Test

(HWFET)

– One of EPA’s official highway

cycles

– Duty cycle designed for

medium to high speed

operation, no mid-cycle stops

West Virginia University

Interstate Drive Cycle

(WVUIDC)

– Simulates interstate operation

– Speeds vary from medium to

high, many moderate

acceleration events

Heavy-Duty Urban

Dynamometer Drive Schedule

(HUDDS)

– One of EPA’s drive cycles for

heavy-duty vehicles

– Several idle and start-stop

positions

– Many acceleration and

deceleration events

Source: Ricardo www.aluminumintransportation.org

3.00

5.00

7.00

9.00

11.00

13.00

0 10000 20000 30000 40000 50000 60000

Fu

el E

co

no

my (

mp

g)

Weight Reduction (lbs)

Transient Drive Cycles

HWFET

HUDDS

WVUIDC

Weight Savings Increases

Fuel Economy for All Drive Cycles

Source: Ricardo

GVW Unloaded


Weight Reduction and Aerodynamic

Improvements are Complimentary

“High” Aluminum Content Truck

Source: Ricardo

• Weight savings has

greater impact at

lower drag coefficient

• 3,000 lb. reduction

equivalent to 0.05 Cd

improvement

3.00

4.00

5.00

6.00

7.00

8.00

9.00

10.00

11.00

12.00

0 10000 20000 30000 40000 50000 60000

Fu

el E

co

no

my (

mp

g)

Weight Reduction (lbs)

HWFET

0.45

0.5

0.55

0.6

0.65

GVW Unloaded


Aluminum Impacts

Fleet Freight Efficiency

“High” Aluminum Content – 3,300 lb. Weight Reduction

Payload

(% GVW)% Annual Miles*

Fuel Efficiency

Improvement

0 – 25 % 10 % 4.1 %

25 – 75 % 25 % 3.7 %

75 – 100 % 65 % 6.5 %

Fleet Average = 5.7 %

* Average results from Aluminum Association Heavy-Duty Truck Use Survey

Source: Aluminum Association

6.5% more

payload /

fewer trips


Weight Reduction Technology List in

New Heavy Truck Fuel Economy Rule

• OEMs are able to

overachieve in

the weight

reduction

category beyond

the 400lb

baseline

• Weight reduction

is manually

calculated by

OEM from the list

and inputted into

GEM

Primary

Weight

Reduction

Options

Secondary

Weight

Reduction

Options


Forged Aluminum Wheels

16

10 Forged Alu Wheels/Tires = 2,170 lbs

18Steel Wheel/Tires =2,000lbs

18 Steel Wheel/Tires = 3,420 lbs

Weight Reduction

1,250lbs per

tractor/trailer


Total Weight: 19.85 kg

Cross Members

3.33 kg

2.46 kg

8.27

kg

• 42% weight savings

vs steel (4lbs -

38lbs per

crossmember)

• 7 Cross members

per truck

• 101 lbs per truck

saved vs. steel

Aluminum Cross Member



Aluminum Fifth Wheel

• 100lbs weight saved

per truck

• Forged aluminum

construction

• 150,000 lbs drawbar

load

Fifth Wheel

Frame Rails

• Aluminum frame rails = 462 lbs

• 47% weight save per truck (440lbs)

Roll Formed Frame Rails


• Aluminum extrusion

based upper structure

• Bolted or welded

• 40% weight save vs. steel

(2200 lbs bus / 250-300

lbs typical truck cab)

• 10% improved range on

full-electric powered

version

• Converting chassis would

save another 1100 lbs

Spaceframe Body

Full aluminum bus body – China & Brazil


Aluminum is Part of the Solution

• More payload– Carry 3,300 lbs or 6.5% more cargo

at GVW

• Improved fuel efficiency– As high as 1,612 gallons each year

for a weight constrained vehicle• Nearly one billion gallons of diesel

annually for the current U.S. fleet

• Reduced CO2 emissions – Up to 17.9 tons annually for a weight

constrained vehicle• Approximately 10 million tons of CO2 per

year for the current U.S. fleet


Thank You

Contact Us

For additional aluminum research in the areas of safety, cost,

alternative powertrains, growth and sustainability, to sign-up for the

ATG’s monthly newsletter and/or download this presentation,

please visit us online at www.aluminumintransportation.org or

e-mail [email protected]

http://www.aluminumintransportation.org/

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