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Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

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DOE OSTI2023

Advanced Systems Level Technology Development, Integration, and Demonstration for Efficient Class 8 Trucks (SuperTruck II)

The Cummins SuperTruck II program has completed the planned technical work on the project. This work includes Demonstrating 50% BTE on the engine-only, 55% BTE for an engine with waste heat recovery, and 125% improvement in vehicle freight efficiency. The engine system included a high efficiency diesel engine integrated with a state-of-the-art waste heat recovery (WHR) system and an advanced aftertreatment system capable of meeting the current emissions standards.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2024

Development and Demonstration of Advanced Engine and Vehicle Technologies For Class 8 Heavy Duty Vehicle (Supertruck II)

The PACCAR SuperTruck II program has completed the planned technical work on the project. This work includes the planned vehicle demonstrator showing a greater than 100% improvement in vehicle freight efficiency (on a ton-mile-per-gallon basis) relative to a 2009 baseline, and an engine system demonstration achieving a greater than 55% engine brake thermal efficiency at a 65-mph cruise point on a dynamometer. Both program targets were exceeded by PACCAR with robust margins. Finally, PACCAR used technologies that have a possible route to production, with no specialty or unrealistic solutions proposed.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2022

Development and Demonstration of a Fuel-Efficient, Class 8 Tractor & Trailer Engine System (SuperTruck II)

Navistar presents the SuperTruck II (ST II) Final Report to the Unites States Department of Energy (US DOE), which covers the five Budget Periods (BPs) from 10-1-2016 through 6-30-2022. For ST II, Navistar built on the achievements of the SuperTruck I (ST I) Program as a catalyst to continue critical research, design and development, testing, and operations to reach the ambitious goals of the ST II project. This approach allowed Navistar to continue contributing to the essential needs of our nation for safe, efficient, and cost-effective delivery of goods and services, as we reduced negative environmental effects and improved operational productivity. This document contains information specified in DOE F 4600.2, Final Scientific/Technical Report DOE F 241.3, B. SCIENTIFIC/TECHNICAL REPORTS, explaining how we met and exceeded program requirements. Throughout this Final Report, Navistar extracted information from documents prepared during the project that represent our management, design and development, building, and testing efforts to meet and exceed SuperTruck II project goals. Navistar followed Plan requirements to achieve / exceed Project Objectives: a) >100% improvement in vehicle freight efficiency (FE) (on ton-MPG basis) relative to 2009 baseline with stretch goal of 140% improvement [actual: 170%); b) >55% engine brake thermal efficiency (BTE) demonstrated in operational engine at a 65-mph cruise point on a dynamometer – ≥31% increase from 2009 baseline [actual: 55.20% of combined BTE) ; and c) development and implementation of commercially cost effective technologies (in terms of a simple payback). Technology selection / development path focused on developing technologies applicable for production within 3-year approach, while ensuring technology readiness and cost of ownership for end users. The Program was organized into five budget periods: Requirements / Technology Assessment and Initial Hardware Testing; Technology Development and Concept Readiness Demonstration; Technology Finalization and Validation Tractor / Trailer Fabrication, Integration and Commissioning Demonstration; and Fuel Economy (FE) and Brake Thermal Efficiency (BTE) and Program Completion. Leadership was provided by DOE, with tasks performed by laboratories (Argonne National Laboratory, Lawrence Livermore National Laboratory); partners at Bosch, TPI, Dana, and J.B. Hunt; , and support from University of Michigan and Clemson University. Navistar lead this team with Principal Investigator / Contracting Officer; Project Manager (PM); Vehicle, Engine, and Aftertreatment Engineers; Finance Manager, Technical Program Leads, and Legal/IP; and other key personnel. Work also included personnel in risk management; funding / budget / finance. Work involved analysis, development, testing, and down selection of individual/system engine, aftertreatment, and vehicle technologies, with integration of selected technologies into a prototype vehicle for demonstration of fuel-efficiency gain. Work also included component/integrated system level development of truck and trailer aerodynamics, base engine efficiency, advanced aftertreatment, combustion efficiency, waste heat recovery, hybrid powertrain, reduced rolling resistance, weight reduction, idle reduction, and driver feedback. As ST II progressed, Navistar performed computer-based modeling / simulations of technologies focused on the primary operational areas: Engine, Aftertreatment, and Vehicle. During the ST II Program, the COVID Virus outbreak unexpectedly challenged by the effects of, which affected staffing, scheduling, design, supplies, availability of materials, production procedures, and testing. The DOE responded by extending the program by three quarters to ensure that project tasks were completed for this vital project. Focus continued on analyzing, developing, testing, and down selecting individual-/system-level engine and vehicle technologies for integration of the final selected technologies into a prototype vehicle that would demonstrate fuel-efficiency gains made possible through these technologies. This included component/integrated system-level development of truck and trailer aerodynamics, base engine efficiency, advanced aftertreatment, combustion efficiency, waste heat recovery, solar power, distributed and intelligent vehicle power, hybrid powertrain, reduced rolling resistance, weight reduction, idle reduction, and driver feedback. Throughout the program, function, reliability, and performance at all levels were ensured through testing. Proof of this approach was demonstrated in multiple, on-road demonstrations: Scenario A (Flatland) Fuel Economy, Scenario B (Hilly) Fuel Economy, and City Cycle Tests. Other benefits derived from ST II included new/improved products, publications, patents, and next-step capabilities related to electric/hydrogen vehicles and autonomous driving.

Zukouski, Russ↗
DOE OSTI2022

Thermal design analysis for SuperTruck II lithium-titanate battery pack

Here, this paper presents a systematic thermal management analysis for a new lithium-titanate-oxide battery pack to be installed in a SuperTruck II, Class 8 hybrid truck. The authors investigate the feasibility of mounting the battery pack inside the vehicle and air-cooling it with fans supplying conditioned air from the cabin. Moreover, the cells within each module are to be immersed in a heat-transfer fluid to improve temperature homogeneity. A multi-stage thermal analysis is performed to ensure adequate thermal regulation of the battery under the proposed design, considering installation and operational constraints. The authors perform thermal and electrical characterization tests on a single cell. Results inform the development of computational fluid dynamics models of the cells, modules, and pack. Module-level analysis shows that the cell temperatures can be maintained below their upper operational limit of 55 °C with module wall-to-air heat transfer coefficients between 10 and 20 Wm -2 K -1 . Pack-level analysis of distinct configurations determines effective airflow paths for adequate heat transfer and delivers a final battery pack design that achieves sufficient cooling and temperature uniformity. A reduced-order electrothermal model is developed to rapidly predict the transient battery performance and to develop a temperature control strategy.

25 ENERGY STORAGE↗
DOE OSTI2021

Cabin Thermal Management Analysis for SuperTruck II Next-Generation Hybrid Electric Truck Design

In this article, we present a multistage, coupled thermal management simulation approach, informed by physical testing where available, to aid design decisions for PACCAR's SuperTruck II hybrid truck cabin concept. Focus areas include cabin insulation, battery sizing, and sleeper curtain position, as well as heating, ventilating, and air-conditioning (HVAC) component and accessory configurations, to maintain or improve thermal comfort while saving energy. The authors analyzed weather data and determined the national vehicle miles traveled weighted temperature and solar conditions for long-haul trucks. Example weather day profiles were selected to approximate the 5th and 95th percentile weighted conditions. A daylong drive cycle was developed to impose appropriate external wind conditions during rest and driving periods. Using the National Renewable Energy Laboratory's vehicle HVAC modeling and simulation tool VTCab, HVAC load design trade-off studies for the new truck geometry concept were completed. Parameters analyzed included effects of paint color, insulation, glass transmissivity, and curtain location. Simulation results helped with early design material selections for efficient cabin climate control. A detailed three-dimensional computer-aided engineering (CAE), computational fluid dynamics (CFD), radiation, and human physiology co-simulation, referred to in this article as CAE Thermal-CFD, was used to evaluate thermal comfort and energy impacts of diffuser configurations and air supply settings in driving and hoteling modes. Analysis revealed that it is more difficult to heat the cabin in hoteling mode during the winter than to cool the space in the summer. This seasonal load profile drives the requirement of additional energy storage for heating comfort. To determine the battery capacity requirement, multiday HVAC operation drive cycle simulations were then completed, showing that a 15-kWh battery would be required for HVAC operation during hoteling. Results helped reduce cabin thermal loads, determine component sizing requirements, and improve occupant comfort to save fuel and contribute to the economic viability of the hybrid system.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2023

IMPROVING TRANSPORTATION EFFICIENCY THROUGH INTEGRATED VEHICLE, ENGINE, AND POWERTRAIN RESEARCH -SUPERTRUCK II

Daimler Truck North America (DTNA) completed a five year, $40.1 M SuperTruck 2 project to demonstrate technologies to achieve both vehicle and engine efficiency improvements. The vehicle objective was to develop and demonstrate a concept vehicle with at least 115% vehicle freight efficiency improvement over a weighted average of four cycles relative to a 2009 best-in-class baseline vehicle. The engine technology development goal was to achieve 55% brake thermal efficiency (BTE) as tested on a dynamometer at an equivalent of 65 MPH. Both project objectives were to develop technologies that are cost effective. SuperTruck 2 started in 2017 and built on the knowledge gained in SuperTruck 1. SuperTruck 2 enabled the ability to evaluate high risk high reward research centered on four areas that show the most potential for commercialization: aerodynamics, powertrain, rolling resistance and energy management. In addition, several industry, University and National laboratories were able to collaborate in developing technologies found to be successful in meeting the program objectives. Several technologies show promise towards production while some technologies do not show a quick path towards production.

Villeneuve, Darek↗
DOE OSTI2021

CFD/FEA Co-Simulation Framework for Analysis of the Thermal Barrier Coating Design and Its Impact on the HD Diesel Engine Performance

Thermal barrier coatings (TBCs) have been investigated both experimentally and through simulation for mixing controlled combustion (MCC) concepts as a method for reducing heat transfer losses and increasing cycle efficiency, but it is still a very active research area. Early studies were inconclusive, with different groups discovering obstacles to realizing the theoretical potential. Nuanced papers have shown that coating material properties, thickness, microstructure, and surface morphology/roughness all can impact the efficacy of the thermal barrier coating and must be accounted for. Adding to the complexities, a strong spatial and temporal heat flux inhomogeneity exists for mixing controlled combustion (diesel) imposed onto the surfaces from the impinging flame jets. In support of the United States Department of Energy SuperTruck II program goal to achieve 55% brake thermal efficiency on a heavy-duty diesel engines, this study sought to develop a deeper insight into the inhomogeneous heat flux from mixing controlled combustion on thermal barrier coatings and to infer concrete guidance for designing coatings. To that end, a co-simulation approach was developed that couples high-fidelity computational fluid dynamics (CFD) modeling of in-cylinder processes and combustion, and finite element analysis (FEA) modeling of the thermal barrier-coated and metal engine components to resolve spatial and temporal thermal boundary conditions. The models interface at the surface of the combustion chamber; FEA modeling predicts the spatially resolved surface temperature profile, while CFD develops insights into the effect of the thermal barrier coating on the combustion process and the boundary conditions on the gas side. The paper demonstrates the capability of the framework to estimate cycle impacts of the temperature swing at the surface, as well as identify critical locations on the piston/thermal barrier coating that exhibit the highest charge temperature and highest heat fluxes. In addition, the FEA results include predictions of thermal stresses, thus enabling insight into factors affecting coating durability. An example of the capability of the framework is provided to illustrate its use for investigating novel coatings and provide deeper insights to guide future coating design.

42 ENGINEERING↗