Trucking Technology

Automated Braking Tech Changes are Promising, But Industry Experts Can’t Agree on Tractor-Trailer Connection Improvements

October 4, 2021 by Levinson and Stefani Leave a Comment

“We need an enhancement,” said ZF Group‘s director of engineering, Dirk Wohltmann. “We also need to have good communication between the truck and the trailer. With that one, I think there is no question, no debate–there needs to be an upgrade.”

Wohltmann’s comments come in regards to the topic of trailer connectivity, a main subject of discussion at the recent American Trucking Associations’ Technology and Maintenance Council Fall Meeting & Transportation Technology Exhibition. Wohltmann was one of many industry experts debating how best to move forward in connection with the new trucking technology entering the industry, and noted that a physical connection that would take into account these kinds of technologies is the best way to update current connectivity capabilities.

Additionally, while other experts argued that wireless tech-based and diverse solutions are the key, Wohltmann explained that data security and reliability are connectivity aspects that must be prioritized, as adding further tractor-trailer connectors means a truck driver would have more connections to remember during trailer hookup.

“I described what we all don’t want to do and where we don’t want to go,” he added. “We nailed down that we have to have a change. We nailed down that we don’t want to have another connector. We nailed down that it has to be safe. For that…I think we agree. So where do we want to go?”

Backward compatibility is also vital in all tractor and trailer connection solutions, he noted. And although some experts on the other side of the debate agreed that backward compatibility is key, they believe wireless connectivity is especially important and that tractor-trailer connectivity cannot be universally improved with just one unified method.

“The transportation industry is not just a one-of-a-kind equipment company,” said 21st Century Driver president, Duke Drinkard. “One kind is not what we do.”

Almost everything we use in the modern era is wirelessly connected, Drinkard added, noting that wireless technology isn’t going anywhere, especially with 5G now in the mix.

“What technology is being used now that we may be able to use in the future?” he asked. “You’ve got WiFi, you’ve got Bluetooth, and you’ve got near-field communications, [and] mobile communications.”

Overall, Wohltmann explained that connectivity needs to implement easily-adaptable maintenance changes, be user-friendly, and be fast and secure, while also looking to the ever-changing technology throughout the transportation industry.

Also during ATA’s TMC Meeting, industry members discussed the future of automatic braking–a prominent topic as automated braking and electronic controlled brake systems make waves throughout the transportation world.

“I wish I was 18 years old, because there is more change coming in the next five years than we’ve seen in the last 50 to 100 years,” said Bendix Commercial Vehicle Systems vice president of engineering and R&D, Richard Beyer. “It is for the better. It’s not going to be less complex, it’s going to get more complex, and the change is going to come at us more fast and more furious [sic].”

Vehicle infrastructure, in particular, is likely to see the most changes in this regard, especially with Level 4 “high” automation for automated capabilities. Using these kinds of systems means trucks will be able to more easily function in all kinds of weather conditions, Beyer noted.

“When you hear news about automated driving Level 4 players, you’ll see corridor images of the Southwest U.S.,” he said. “That is good as a science experiment, but the reality is that we live in Cleveland, and we don’t have Southwest weather here most of the time.”

Automated brake system improvements will rely on the conversion from disc brakes, and will allow for reduced fading, boosted stopping power, better straight-line stability, easier inspection and replacement accessibility, and overall lower costs, explained John Bennett, Chief Technology Officer of Meritor. Still, he noted that the larger improvements brought about by modern brake tech will not necessarily be apparent right away.

“It’s taking so long for our industry to simply adopt disc brakes when it comes to technology adoption,” Bennett explained. “Even though there are performance advantages, this is such a cost-sensitive industry that unless there is a strong payback, technology adoption takes a long time.”

Battery Issues Change Along With Surge of Trucking Technology

October 1, 2021 by Levinson and Stefani Leave a Comment

Truck batteries are changing just as rapidly as other innovative technology swiftly makes its way throughout the trucking industry, and certain vehicle types are seeing battery-related needs shifting particularly quickly.

According to industry experts who spoke at the American Trucking Association’s 2021 Technology and Maintenance Council Fall Meeting and Transportation Technology Exhibition this month, Class 6 and Class 8 vehicles have been seeing major adjustments in regards to the methods of prolonging their truck battery lifespans.

“There are more loads and accessories today than ever before,” said East Penn Manufacturing’s original equipment sales director, Jeff Muir. “All these loads and accessories require additional power requirements. Those power requirements are being drawn off the batteries.”

In fact, many truck drivers will utilize a large amount of battery power during the rest breaks–especially when they sleep in their cabs. This act, called ‘hoteling,’ allows for the use of television power, laptop power, microwave or crock pot usage, and even the powering of a gaming system.

“Essentially, the drivers and the operators really want all the creature comforts of home, packed into a sleeper cab and [to] be able to use those with a definitive amount of power,” Muir continued. “They don’t want to go in a dark room or have their truck fail to start because they ran out of battery power.”

Because of this, the industry’s mindset regarding truck battery capabilities is changing rapidly, and further research is underway to determine the best methods of boosting these batteries to offer dual functionality for today’s truckers, Muir noted.

“That operator is essentially using all the power that’s in the battery pack and then during their next drive cycle, [so] they have to be able to recoup that power, that energy, and repeat that cycle over and over again,” he said. “That energy recuperation is the biggest opportunity because we don’t want to see the battery packs operate in a partial state of charge.”

Trucks are seeing more and more modern technology and digitalization become implemented within their trucks’ interconnectivity and telematics systems, Muir said–trends that will continue to expand. Still, though, drivers can help to boost their batteries’ functionality and longevity through a variety of tried-and-true technical solutions, according to industry experts.

“How deeply do you discharge the battery over and over again? How [promptly] do you recharge it back?” added East Penn’s senior application engineer, Mike Krajewski. “The main goal is you try to get the longest calendar life by using the best cycle life.”

Cycle and calendar lives are the two main timespans one should consider in regards to their trucking battery, as a cycle life is determined by regular improvements, care, and the ways in which a battery is used.

In addition to these two life cycles, there are four aspects of overall truck battery care that affect its longevity, Krajewski explained.

“[The factors] are care and maintenance, partial state of charge, and temperature,” he said. “These four big components, if you manage them correctly, can greatly increase the life of the battery you see in the truck, or if they’re managed improperly, it can drastically decrease [the battery life].”

Additionally, a battery’s lifespan can be majorly affected by hot temperatures, as well as by failure to maintain a partial charge in a battery or otherwise care for it properly.

“The most common thing that we see out there in the industry today, from a warranty perspective, is batteries that are discharged,’ said East Penn’s field sales support manager for original equipment, John Cathey. “I think, many times, as we think about batteries, we think this battery is empty and it’s going to take too much time to fill, and so [we] will simply just put another battery that’s new in its place.”

Instead of this, drivers and fleet managers should look to the root of the problem, because oftentimes, the battery can be easily restored or it may just need to be recharged. Fleets should always ensure that their trucks’ batteries are free of corrosion, that battery testers are regularly replaced, and that charging equipment is always working at full capacity.

“Now, [the battery] still may fail; you may still have concerns with the battery,” Cathey continued. “But the encouragement here is to try to get the battery fully charged, or at least [at a] 75% stated charge before we’re looking at any type of answers.”

Refrigerated Carriers See Massive Changes; TMC Begins New Study About Safe Food Transport

September 25, 2021 by Levinson and Stefani Leave a Comment

How exactly do refrigerated carriers implement new technology into their operations to keep food safe? The American Trucking Associations’ Technology and Maintenance Council is funding a study to determine just that–and what the maintenance needs are for these changes.

As food retailers are utilizing new supplier and sensor-based tech options for fleets, regulators have begun voicing worries regarding a variety of food safety concerns. Because of this, the Technology and Maintenance Council’s Fall 2021 meeting saw an announcement by Business Accelerants CEO Paul Menig stating that he would be working on relevant food safety analysis and surveys along with WillGo Transportation Consulting CEO, Charles Willmott.

“Health problems from food continue to be a particularly big problem,” said Menig in his announcement. “[A health problem] might have occurred way back with fecal matter in the field, or during the processing of the food.” Problems can, of course, also occur during the transport process, although it can be difficult to determine when or where exactly a food safety issue took place.

The North America Trailer Rental/Lease Company Survey was initially conducted last year, in which a dozen major trailer leasing and rental companies were asked about their predictions and expectations regarding up-and-coming trailer models and the new technologies that would be implemented onboard many of these vehicles.

Now, The Refrigerated Transport Study, which has just begun its surveying efforts, will likely wrap up in January of 2022 with a report to be released in February. In this new study, various additional surveys and interviews regarding refrigerated good transport will be conducted while transportation organizations will offer insight into the current reality of supply chains. According to Menig, other industry professionals may be joining in these survey efforts by conducting presentations or online webinars, as well.

In regards to food supplier accountability, Walmart has announced that it would be launching a program called the “Supplier Quality Excellence Program,” which will focus on supplier actions and order accuracy. The program’s fourth phase will look into the “handling and transportation” of food supply “so we know what they are doing is going to come and impact us,” Menig explained. These impacts will likely come in the form of changes related to packaging, load segregation, and pallets themselves.

In fact, the Food and Drug Administration is already working to set forth new additional traceability record-keeping regulations for those involved with the processing, packing, holding, or manufacturing of foods as part of its Food Traceability List. These requirements will be added to the already-existing regulations in place for inclusion on this list.

The FDA added that this potential regulation addition, deemed the “Requirements for Additional Traceability Records for Certain Foods” will play a major role in the New Era of Smarter Food Safety Blueprint within the FDA Food Safety Modernization Act.

For new technology being implemented into these trailers, around 65% of reefer trailers available at leasing and rental companies are already equipped with telematics capabilities, according to Menig. He added that by boosting refrigerated transport-focused conversations in the industry, “we will see more of a need for a willingness among [food transporters] to be the early adopters for technologies for smart trailers,” such as tire pressure management systems, electronic door locks, trailer location tracking devices, and remote cargo temperature monitoring capabilities.

Of course, “all of these things have implications for maintenance, too,” explained TMC’s technical director, Jack Legler. “It’s not only what the technology can do, but you have to be able to handle the data. The minimum for tractor-trailer communication 10 years from now is going to be 1,000 base T.”

1,000 Base T, or the IEEE 802.ab standard, is a Gigabit Ethernet standard for transmitting large amounts of information at once.

“It’s not simply going to be fixing a wire,” added Legler. “You will have to be a data diagnostician to go along with being a highly-skilled electrical technician. You will have to understand what the data is that is going through that wire you are repairing.”

In addition to these kinds of technology upgrades that will bring sweeping changes across the refrigerated transport sector, low-emission standards will affect these vehicles as well. For example, TRUs sold or operated in the state of California will be subject to zero-emission requirements by the end of 2029.

AV Tech and Electrification Changing Truck Market for Good, Paccar Inc. Says

August 12, 2021 by Levinson and Stefani Leave a Comment

The commercial truck market is changing–rapidly. Features like autonomous driving capabilities, electrification, and virtually-connected vehicles are making their way through the industry as more innovative technologies infiltrate the automotive sector as a whole.

“Those are the core technology pillars that are converging at the same time and forcing change,” said the new chief technology officer for Paccar inc., John Rich. Paccar recently showcased two zero-emission Class 8 commercial trucks at the U.S. Capitol, and claimed that the future of both medium- and heavy-duty trucks relies on these trends.

Rich came onboard Paccar after 30 years at Ford Motor Co. as the company’s director of global strategy and of autonomous vehicle technologies.

Paccar also unveiled its battery-powered Peterbilt Model 579 EV, along with a a hydrogen fuel cell-electric Kenworth T680, at the U.S. Department of Energy headquarters. Members of Congress and Energy Secretary Jennifer Granholm were in attendance.

Peterbilt and Kenworth, which operate under Paccar, have formally introduced their three battery-electric models, although the company’s fuel cell trucks are still in development.

“We’ve made our first deliveries of [electric] trucks,” said Rich. “There’s a lot of talk, a lot of pilot projects, a lot of test fleets, a lot of samples, but cold, hard cash for a truck is a rarity, and we’ve done that in a couple of places.”

For these efforts to be as efficient and widespread as possible, Rich believes that a strong government and trucking industry collaboration is key.

“We’re trying to stress that this is not an industry that’s afraid of the change,” he explained. “We’re just trying to get it done at a measured and predictable pace that works for the industry and works for the economy.”

Additionally, some of the “very important building blocks” for this process include grants and other government incentives to help alleviate some of the bigger overall costs that come in hand with the implementation of electric vehicles and the infrastructure needed to keep them charged, Rich added.

Other key collaborative efforts include those between autonomous vehicle companies and the vehicle manufacturers themselves–efforts which have been focusing heavily upon commercial truck automation much more than the automation of taxi and ride share services–an area that many feel may cause for business overlap.

“We know our swim lanes and our businesses run nicely in parallel with each other,” said Rich.

In fact, Paccar has been partnering with Aurora, a self-driving truck maker, to develop SAE Level 4 autonomous vehicles and to work toward boosting advanced driver-assist capabilities.

These kinds of self-driving vehicles could help alleviate some of the obstacles the trucking industry has been facing in regards to the current driver shortage, as well–particularly within long haul trucking, Rich believes.

“If we can relieve some of that pressure and improve the quality of jobs for people to actually get home and get to see their families in a hub-and-spoke model, it’s a wonderful thing for everyone,” said Rich. “I firmly believe in the safety, job quality, and efficiency improvements that are possible.”

Rich also noted that “extraordinarily high tech” diesel trucks will be making their way into the industry in order to meet the 2027 federal emissions standards, an initiative that will work alongside the latest electric-powered vehicles and autonomous driving tech that have been entering the trucking industry recently.

“You can’t argue that anybody–any segment of the industry–is going to be more advanced than that,” he said. “There’s no second fiddle in this space.”

Operations and vehicle uptime will also see major improvements with the advancement of connected-vehicle technology, Rich noted.

“We haven’t even imagined some of the benefits that we’re going to get out of that,” he said.

Overall, autonomous trucking capabilities will be a huge component in the quest to improve trucking efficiency and safety for the country as a whole.

“The technologies will work,” Rich said, explaining that it will still take time. “You have to be patient with it.”

Legislation Underway to Repeal Truck Excise Tax

August 7, 2021 by Levinson and Stefani Leave a Comment

As a way to help bring further modernization to the American freight industry, a pair of U.S. senators have introduced a proposal that would repeal the excise tax placed on new truck and trailer purchases.

Highway and freight committee policymakers Senators Ben Cardin of Maryland and Todd Young of Indiana have proposed a new bill that would withdraw the current 12% tax on truck sales–a tax that has been implemented for over 100 years in the United States and is considered to be one of the highest excise taxes levied on any product throughout the country. The repeal of this tax would come as part of 2021’s bipartisan Modern, Clean, and Safe Trucks Act.

“The federal excise tax disproportionately impacts electric and alternative-fueled trucks–which currently have a higher upfront cost–at a time when adoption of these technologies is needed to accelerate the transition to zero-emission vehicles and the reduction of carbon pollution from transportation,” the legislation explained.

Clean power-implementing and fleet-modernizing technologies that are making waves in the domestic truck industry could see many of their private investment opportunities diminished, some of the current tax’s opponents claim.

“Our tax policy is one of the most effective ways Congress can encourage cleaner and green energy,” noted Cardin. “The current federal excise tax has become a barrier to the progress. I am proud to support Maryland manufacturers in their efforts to innovate and deploy cleaner and safer technologies in our trucking industry. Our legislation will spur growth and competitiveness while making our roads safer and less polluted.”

A variety of House transportation policymakers have been working to repeal the tax over the last few years, as many of them believe a change in this kind of legislation is well overdue.

“It’s time to repeal this outdated and onerous tax on our Hoosier truckers,” Senator Young said. “Our bipartisan bill will open the floodgates to investment in safer and cleaner trucks and trailers that will benefit our economy and the environment.”

The excise tax, which came about in the early 20th century, has been able to increase a new truck or trailer’s cost by around $21,000, according to industry analysts. Because of this, various stakeholders, such has the American Truck Dealers (a National Automobile Dealers Association division) and American Trucking Associations have also been voicing their agreement with efforts to repeal the tax.

“The federal excise tax on heavy trucks is a relic from the First World War that’s now serving to keep cleaner, safer trucks off of our nation’s roads today,” explained American Trucking Associations president, Chris Spear. “By repealing this antiquated tax, Congress can deliver a win for the environment, highway safety, manufacturing jobs, and supply chain efficiency. We thank Senators Young and Cardin for their bipartisan leadership in advancing a common-sense solution to the benefit of American truckers and the motoring public.”

Fleets that are working to implement the newest, safest trucks (that are also best for the environment) shouldn’t be punished for doing so, many trucking companies say.

”Cummins supports Senators Young and Cardin’s effort to repeal the outdated and burdensome federal excise tax on heavy duty trucks,” said Cummins Inc.’s president and chief operating officer, Jennifer Rumsey. “This tax penalizes those who want to adopt the cleanest, most advanced technologies to reduce emissions and improve safety, and repealing it will help ensure the most efficient technologies are being deployed. We applaud Senators Young and Cardin’s leadership on this issue [of importance] to the environment, our customers, and our communities.”

Additionally, because so many fleets’ trucks need major updates–and soon–an excise for this tax is of the utmost importance for the nation and the efficiency of its trucking industry.

“On behalf of the trucking industry, we thank Senator Young and Senator Cardin for the bipartisan legislation to repeal the [federal excise tax], which will result in cleaner, safer trucks on the road,” said American Truck Dealers chairman, Steve Bassett. “With most heavy-duty trucks over 10 years old, passing this bill is crucial to help America modernize its aging truck fleet.”

Diagnostic System Regulation Changes Approved by CARB

July 31, 2021 by Levinson and Stefani Leave a Comment

Amendments to regulations pertaining to light-, medium-, and heavy-truck onboard diagnostic systems have been unanimously approved by the California Air Resources Board. This amendment would bring further data requirements, mandating that more data would need to be stored by OBD systems. Malfunction monitor issues would need to be immediately addressed, as well.

These changes would boost OBD system standardization regulations in an effort to adequately solve the issues regarding fault code number limitations that are able to be defined, as well as real-time diagnostic aspects that need improvements.

CARB’s annual smog check program, as well as its heavy-duty truck inspection and maintenance program, would see major upgrades from this amendment, which would bring an additional inspection tool to the programs themselves. The updates are set to be approved by the board by the end of the year.

“Board considers amendments to on-board diagnostic (OBD) system [regulations] requiring [boosted] data stored by OBD benefiting vehicle owners–ensuring malfunctions are promptly repaired, excess emissions [are lowered], and performance [is improved]” said CARB in a recent tweet.

The tweet also featured a graphic listing the reason for these changes, which stated that “program updates will occur regularly,” and listed these updates as occurring due to “technology forcing regulation,” that there will be “periodic reviews to check progress,” and notes the fact that the “last comprehensive OBD update” occurred in 2018. The graphic also mentioned that the “proposed changes address” the “need for more diagnostic information from vehicles, industry concerns,” and “issues discovered through OBD certification.”

The regulation regarding the smog test will require carriers operating in California–whether or not they are based in the state–to submit certified smog tests before crossing into California. Additionally, carriers would see extended timelines when they operate three or fewer trucks that are not compliant with these rules, and will have extended time for truck repairs to meet standards.

On August 3rd, CARB will host a public workshop to discuss pilot program details in regards to the proposed Heavy-Duty Inspection and Maintenance program and to go over the new regulatory language at hand. Stakeholders will have an opportunity to offer feedback at this time, and the formal rule-making process is expected to begin as soon as October.

“California light- and medium-duty vehicles are required to meet very stringent emissions standards,” said Chairman Liane Randolph. “The emissions standards for heavy-duty engines have also become significantly more stringent.”

California is likely to implement the new smog check program as new operating requirements for the state as soon as 2023, ATA noted.

“The CARB workshop will be the last opportunity to give input before it’s formally proposed in October,” said California-based American Trucking Associations environmental researcher, Mike Tunnell. “They’re looking at using the OBD data as the evidence that your truck doesn’t have the malfunction indicator lamp on for any fault codes. That data would get sent to CARB to confirm that the truck is operating without any mechanical issues related to its emissions control system.”

These updates are long-awaited, as onboard diagnostics standards have not been updated since 2018, added CARB’s executive officer, Richard Corey.

“Since then, the agency’s staff has identified several changes that are needed to improve the effectiveness of the regulation, as well as its implementation,” he explained.

According to CARB, new scan tools will not be required for shops or mechanics through these upgrades, because existing hardware will have software updates installed in a timely manner. By model year 2023, vehicles will see early implementation of this updated technology, and model year 2025 models will be required to be equipped with this software

“OBDs have been incorporated in heavy-duty trucks since 2013,” said Tunnell. “It’s already part of the manufacturing process, and the requirements applying to them.”

Still, though, the industry needs to be careful to make sure all OBD provision changes made are clearly referenced in the OBD regulations, explained vice president of the Truck and Engine Manufacturers Association, Tia Sutton.

CARB should “take note of the multiple pending and overlapping programs, especially in cases where regulatory changes to one program would create conflicting or duplicative regulatory requirements with another program, as will be the case here,” she said.