AirFlow BulletTruck Project (aerodynamic, modified Class 8 transport doubles MPG)

[seifrob]

in smaller cars yes, but I wonder they make any for big rigs. What I think about is traditional gearbox with actuators and sensors on clutch and gear stop positions, so it can release the clutch, shift gears and put the clutch into action instead of the driver. I believe it is more efficient solution than traditional automatic transmission - no torque converter, no losses.

[Flakbadger]

I was being a little sarcastic, I understood what you meant, it just struck me as a little funny.



Browsing Wikipedia's CVT article turned up this, not exactly a CVT and not exactly what you are saying, but similar. Apparently they are even used in some tanks, tractors, and earth-movers.
Here is a link to the article.

EDIT: And a link to that specific part.

"Hydrostatic transmissions use a variable displacement pump and a hydraulic motor. All power is transmitted by hydraulic fluid. These types can generally transmit more torque, but can be sensitive to contamination. Some designs are also very expensive. However, they have the advantage that the hydraulic motor can be mounted directly to the wheel hub, allowing a more flexible suspension system and eliminating efficiency losses from friction in the drive shaft and differential components. This type of transmission is relatively easy to use because all forward and reverse speeds can be accessed using a single lever.

An integrated hydrostatic transaxle (IHT) uses a single housing for both hydraulic elements and gear-reducing elements. This type of transmission has been effectively applied to a variety of inexpensive and expensive versions of ridden lawn mowers and garden tractors.

Some heavy equipment may also be propelled by a hydrostatic transmission; e.g. agricultural machinery including foragers, combines, and some tractors. A variety of heavy earth-moving equipment manufactured by Caterpillar Inc., e.g. compact and small wheel loaders, track type loaders and tractors, skid-steered loaders and asphalt compactors use hydrostatic transmission. Hydrostatic CVTs are usually not used for extended duration high torque applications due to the heat that is generated by the flowing oil. Although there are a variety of oil cooler designs to help counter this problem."

[aerohead]

Originally Posted by Blue Angel

And this video shows what is likely a key reason for the lack of truck aerodynamic study; no wind tunnels large enough for full scale tests! Here, a rig is tested in a NASA wind tunnel... I don't imagine this facility is cheap to rent:

In the past,the DOE,SBA,and DARPA had grants to small businesses for fuel economy R&D with an aim on commercialization.
Companies which qualified,like Continuum Dynamics,were allowed full-scale testing there at Palo Alto.
An initial $50,000 would provide for proof of concept,then when efficacy was demonstrated,another $350,000 would be provided towards getting it into production.
Today's 'box-cavity' is a lineal descendant of Continuum's research.

[p38fln]

There are already several automated manual transmissions on the market available in several configurations. Eaton has the ultra shift and volvo has the ishift. In both cases there are no torque convertors and the automatic gear seems to add about 1000 pounds in weight vs the stick shift. My opinion is the volvo system works better.

There is no way an over the road truck is going to use hydraulic drive. The weight of that system would quickly suck up any fuel savings.

[Shepherd777]

I just got home from a 1900 mile road trip at 3 pm this afternoon, and immediately conked-out on the couch. So I will reply to comments shortly.

[Shepherd777]

Originally Posted by Efe

Shepherd777 R u familiar or involved with epower engine systems? It seems like the design you are advocating is exactly what this company is developing. You can see their prototype unit running on youtube. Can u elaborate? If you are not part of their team you should look up to join them somehow? They might need your efficient aero designs and experience to improve their mileage.
By the way I admire your hard work and amazing designs you have created very much so far. You are a great trailblazer that sets the example for the whole industry. I wish I had the resources to underwrite your projects and 49 page business plan. May be some day when your company goes public you can tip us to buy some shares.

Hi Efe -

Thanks for the info and your kind words. I was unaware of that firm.

Yes, it seems that they are developing the same series configuration that I am advocating.

I really appreciate what they are trying to do, but I am not really interested in working with them. Can you imagine how a truly aerodynamic truck would improve the mpg figures they are quoting?

[Shepherd777]

Originally Posted by Xist

What am I supposed to do when you can move 80,000 pounds with less fuel than I need for 3,000?

Buy stock in AirFlow Truck Company?

[Shepherd777]

Originally Posted by seifrob

it seems that the biggest advantage in hybrid over traditional power is that engine runs under constant load at ideal RPMs. Something Shepherd777 can achieve with his 13 speed manual too.
Allright, there is regenerative braking. And fuel cut off in deceleration.

Please remember seifrob, even though I did try my best to run the engine as close to Peak Torque rpm as possible, the rpm varied from 1100-1250 rpm during the shifting of the 13 speed tranny.

Also, the engine in the BulletTruck was 15 Liters and weighs 3200 lbs. The engine in the new truck weighs 900 lbs., and is less than 1/2 the displacement and the associated fuel savings.

[Shepherd777]

Originally Posted by seifrob

in smaller cars yes, but I wonder they make any for big rigs. What I think about is traditional gearbox with actuators and sensors on clutch and gear stop positions, so it can release the clutch, shift gears and put the clutch into action instead of the driver. I believe it is more efficient solution than traditional automatic transmission - no torque converter, no losses.

Speaking of CVT's, I was talking tech with the nice folks at Dana truck drivetrains, among others, just yesterday. Although we were not talking CVT's.

They, as well as Allison Transmission have both licensed Fallbrook Technologies NuVinci CVT. So they will both be offering the NuVinci CVT's in big trucks in the future.

I have known about the NuVinci concept for 2 or 3 years now, as we were partnered with one of their subsidiaries on the BulletTruck.

I just love the NuVinci design, but it's just not really germane to what we are trying to do now. The technology is associated with it is so "last millennium".

NuVinci® Technology | Fallbrook Technologies Inc.

[Shepherd777]

Of course, an even better option than a CVT would be a Turbo Encabulator.

I was thinking of offering these on the new trucks.

https://www.youtube.com/watch?v=Ac7G7xOG2Ag