The Truck of the (Near) Future

       This story is set in the future; let’s say about 20 years or so from now. It may be fiction, but I believe all of the vehicle advances depicted are possible, some are being worked on right now, and some are adaptions of technology from other devices or fields. If some seem farfetched, think about how we would have reacted 20 years ago if told a story outlining the capabilities of today’s smartphones.
So, Jim is a driver for one of the largest carriers in the country. Over the years, the costs of equipment, fuel, and driver pay had driven increased acquisition of smaller firms by huge companies to the point where virtually all of the coast-to-coast truck freight is moved by four companies. Actually, most freight is moved from one coast to another in containers on rail or water. Truck shipments are mostly high-value loads of special produce, electronics, or time-sensitive manufactured goods. At over $14.00 per gallon for diesel/biodiesel blend, every bit of fuel has to be used with maximum efficiency. With a record of 5 years without a safety blemish, Jim is rewarded with a new, state-of-the-art integrated tractor/ trailer. He spent an 8 hour day in factory training, learning to get the most from the technology with which the truck is equipped.
When he first saw his new rig, Jim was reminded of the picture of the International 9670 his grandfather drove 50 years ago. It is a cabover, with the steer axle at the extreme front of the chassis. That however, is pretty much where the similarity ends, as the new cab is a model of aerodynamic design. The front of the cab and the flush windshield are only slightly sloped from top to bottom, but deeply curved side to side. The headlight lenses are flush and the bumper clears the ground by only 4 inches while at highway speed, but its lower section raises another 6 inches below 40 mph. Side skirts closely follow the radius of all tires and the super single, low profile drive tires have wheel covers flush with the tire sidewalls. There are no external mirrors, just a thin loop at each side of the windshield. These loops contain a series of miniature rearfacing cameras. Each camera’s image is sent to a processor, where they are put together into a rear view image along with a blindspot image, and displayed to the driver on the sides of the windshield. These images can be manipulated and positioned to the driver’s preference. A skirt, inflated by the truck’s air system, completely seals the gap between tractor and trailer.
The cab interior is where technology really shines. Since the engine is tilted 30 degrees and the cab roof is level with the trailer roof, Jim, at over 6 feet tall, can stand up anywhere in the cab in his stocking feet. The most striking thing about the interior is the dash. There are no switches or gauges, as such. The dash is composed of 3 touchscreens, left, center, and right. These screens display gauge images, function switches, and vehicle information. On the left and right screens, switches can be configured and sized as the driver wishes. Any switch or control can be moved to the left or right screen to suit left or right handed drivers, for instance. Gauge images on the center screen can me rearranged, resized, hidden or enabled. Any function switch or control can be moved or duplicated to two small touchpads on the steering wheel spokes. Thus the driver can have cruise control or HVAC controls under his or her left or right thumb. Additionally, gauge or information images can be sent to the Head Up Display so they can be read without taking the eyes off the road. Integrated smartphone, voice command, and internet connectivity can also be configured to the driver’s wishes. Whenever the truck is started, it communicates with the manufacturer so that software can be updated or diagnostic information can be exchanged. The factory will probably know of a vehicle malfunction before the driver, and then send directions to the nearest dealer.
One wow factor is the tractor’s ability to self-hook to its trailer and for the tractor/trailer combination to self-park. Since steering, braking, and throttle are drive-by-wire systems, these, along with vehicle proximity, targeting sensors, and rearfacing cameras can be used to back to target-marked trailers and loading docks. The driver merely has to align the target on a touchscreen, push a virtual button, and the job is done handsfree, as long as the driver’s seat is occupied by a person authorized by the keyfob on his pocket. The system can even use satellite information to aid parking in tight spots, drastically cutting parking time and traffic exposure in urban areas.
As advanced as the driver’s headquarters are, the powertrain technology is even more amazing. The engine is 12 Liters in size with dual, compound turbocharging and dual overhead cams connected to an autoselect manual transmission. Variable valve timing and lift as well as injector timing and dwell time are controlled by the ECM. There is very little wiring for engine control, as most sensor and servo signals to and from the ECM are done wirelessly, enhancing reliability and simplifying repairs. The engine makes 500 HP from its relatively small size, and pulling capabilities are enhanced by the high and flat torque curve at low RPM. Integration of the engine/transmission parameters and communication means perfect gear choice and the best combination of power and economy in all situations. Cruise control also works with the powertrain system and uses forward-looking road and traffic sensors so that the system anticipates hills and traffic. Since the front of the truck is sealed and smooth for aerodynamics, the radiator and intercooler are located at the rear of the cab, below the sleeper. Relocating the radiator also makes possible an independent front suspension for greater ride comfort, but the drive axles are standard, albeit lightweight and equipped with large disc brakes. The air suspension is an advanced multilink, multispring design for the best compromise between ride comfort, weight, and durability.
Trailer technology is almost as advanced as that of the tractor. Electronic systems between the two units are integrated, and the transition between them is smooth and as seamless as possible. The two communicate wirelessly, except for a single pair of wires providing power and a backup datalink. Since brakes and lights are controlled wirelessly, a single supply airline is used. Traditional dual airline gladhand connections and a 7-way plug provide redundant hookup for yard tractors, traditional power units, and emergency situations. Closefitting skirts divert air from under the trailer, and boat tail panels can be folded out from the doors to reduce drag. Single, low aspect ratio tires with flush wheel covers spin disc brakes on lightweight, composite axles. The trailer skin has large, shallow dimples like a golf ball pattern to release the boundary air layer for less drag.
On Jim’s first trip with the new rig, he got a maintenance message popup on his information screen directing him to a nearby dealership, where a factory communication to that dealer warned of his arrival and of the problem involved. A technician was ready to check on and make the repair, tightening a plug to fix an intermittent module connection. With complete communication between factory and vehicle provided to the tech, Jim was out on the road again in less than 20 minutes.