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Trucks
For other uses, see Truck (disambiguation).
"Lorry" redirects here. For other uses, see Lorry (disambiguation).
A truck is a vehicle usually used for transporting bulk goods, materials, or equipment. The word "truck" comes from the Greek "trochos", meaning "wheel". In America, the big wheels of wagons were called trucks. When the gasoline-engine driven trucks came into fashion, these were called "motor trucks". Lorry is a British term but is only used for the medium and heavy types (see below), i.e. a van, a pickup or a Jeep would never be regarded as a "lorry". Other languages have loanwords based on these terms, such as the Malay lori and the Mexican Spanish troca (or pickup in northern Mexico). In Australia and New Zealand a small vehicle with an open back is called a ute (short for "utility vehicle") and the word "truck" is reserved for larger vehicles.
Anatomy of a truck
 Almost all trucks share a common construction: they are made of a chassis, a cab, an area for placing cargo or equipment, axles, suspension and wheels, an engine and a drivetrain. Pneumatic, hydraulic, water, and electrical systems may also be identified. They are complex machines. Many also tow one or more trailers or semi-trailers. Cab
The cab is an enclosed space where the driver is seated. A sleeper is a compartment attached to the cab where the driver can rest while not driving, sometimes seen in semi-trailer trucks. There are a few possible cab configurations:
EngineTrucks can use all sorts of engines. Small trucks such as SUVs or pickups, and even light medium-duty trucks in North America and Russia will use gasoline engines. Most heavier trucks use four stroke turbo intercooler diesel engines, although there are alternatives. Huge off-highway trucks use locomotive-type engines such as a V12 Detroit Diesel two stroke engine. In the United States, highway trucks almost always use an engine built by a third party, such as CAT, Cummins, or Detroit Diesel. The only exceptions to this are Volvo Trucks and Mack Trucks, which are available with Volvo and Mack diesel engines, respectively, and Freightliner, a subsidiary of DaimlerChrysler, which are available with Mercedes-Benz and Detroit Diesel engines. Trucks and busses built by the Navistar International can also contain International engines. The Swedish truckmaker Scania claims they stay away from the US-market because of this third party tradition. In the European union all truck engines must comply with Euro 4 regulations, the regulations will become more severe in 2008 with the introduction of Euro 5. Drivetrain
Small trucks use the same type of transmissions as almost all cars which have either an automatic transmission or a manual transmission with synchronisers. Bigger trucks often use manual transmissions without synchronisors which are lighter weight although some synchronised transmissions have been used in larger trucks. Transmissions without synchronisors require either double clutching for each shift, (which can lead to repetitive motion injuries,) or a technique known colloquially as "floating," a method of shifting which doesn't use the clutch, except for starts and stops. Although widely used, due to the tiring nature of double clutching, floating is technically illegal[citation needed] and can not be used on trucks which do not have a tachometer[citation needed]. Common North American setups include 10, 13 and 18 speeds. Automatic and semi-automatic transmissions for heavy trucks are becoming more and more common, due to advances both in transmission and engine power. In Europe 8, 10 and 12 gears are common on larger trucks with manual transmission, while automatic or semiautomatic transmission would have anything from 5 to 12 gears. The trend in Europe is that more new trucks are being bought with automatic or semi-automatic transmission. This may be due in part to lawsuits from drivers claiming that driving a manual transmission is damaging to their knees.[citation needed] And the fact that you can lower fuel consumption and improve the durability of the truck.[citation needed] Chassis
The chassis or frame of a truck is commonly constructed mainly of two beams, and several . A truck chassis consists of two parallel straight C-shaped beams, or in some cases stepped or tapered beams, these held together by crossmembers. In most instances, gussets help attach the crossmembers to the beams. The "C-shape" of the beams has a middle vertical and longer side, and a short horizontal flange at each end; the length of the beams is variable. The chassis is usually made of steel, but can be made (whole or in part) of aluminium for a lighter weight. The integrity of the chemical composition (carbon, molybdenum, etc.) and structure of the beams is of uttermost importance to its strength, and to help prevent cracking or breaking of beams, and to help maintain rigidity and flexibility of the frame, welding, drilling and other types of modifications should not be performed by unlicenced persons. The chassis is the main structure of the truck, and the other parts attach to it. A tow bar may be found attached at one or both ends. Environmental effectsTrucks contribute to air, noise and water pollution in a similar fashion to automobiles. In fact, in the case of air pollution emissions, trucks may actually emit lower emissions than autos on a per pound of vehicle mass basis, although the absolute level on a vehicle mile traveled basis is higher.[1] With respect to noise pollution trucks emit considerably higher sound levels at all speeds compared to typical automobiles; this contrast is particularly strong in the case of heavy duty trucks.[2] Concerns have been raised about the effect of trucking on the environment, particularly as part of the debate on global warming. In the period from 1990 to 2003, carbon dioxide emissions from transportation sources increased by 20%, despite improvements in vehicle fuel efficiency. [3] In 2005, Transportation accounted for 27% of U.S. greenhouse gas emission, increasing faster than any other sector [4]. Between 1985 and 2004, in the US, energy consumption in freight transportation grew nearly 53%, while the number of ton-miles carried increased only 43%. [5] "Modal shifts account for a nearly a 23% increase in energy consumption over this period. Much of this shift is due to a greater fraction of freight ton-miles being carried via truck and air, as compared to water, rail, and pipelines." According to a 1995 US Government estimate, the energy cost of carrying a ton of freight a distance of one mile averages 514 Btu for water, 337 Btu for rail, 3,100 for trucks and nearly 20,000 for air transport. [6] and many environment organizations favor laws and incentives to encourage the switch from road to rail, especially in Europe [7]. Quality and salesQuality among all heavy truck manufacturers in general is improving, however industry insiders will testify that the industry has a long way to go before they achieve the quality levels reached by automobile manufacturers[citation needed]. Part of the reason for this is that 75% of all trucks are custom specified. This works against efforts to streamline and automate the assembly line. Heavy trucks market worldwide
EuropeWestern European manufacturers
Eastern European manufacturers
Asia
Heavy truck leading manufacturers (alphabetically):
South AmericaRegistrations of heavy trucks in South America (2002; % breakdown by manufacturer):
North America
On the East Coast, where routes were traditionally shorter, and because the trucks were made there, many drivers preferred Mack Trucks. While on the West Coast, the drivers preferred Peterbilt, Kenworth, and Freightliner. White built a new factory in California in the early 1960s, with long-haul trucking company Consolidated Freightways. The entity, which became White-Freightliner, then just Freightliner, catered directly to western fleets that wanted a lighter-aluminium cab and frame, and traveled longer-straighter distances without stopping. Drivers more concerned with safety than with fuel-economy preferred the heavier Peterbilts and Kenworths. Kenworth and Peterbilt, which had started out as heavy-duty trucks for hauling logs, forest products, and steel for shipyards on the West Coast, anticipated the need for these lighter long-distance trucks. Africa
Oceania
Insuring trucks for commercial haulingPrimary Liability Insurance coverage protects the truck from damage or injuries to other people as a result of a truck accident. This truck insurance coverage is mandated by U.S. state and federal agencies and proof of coverage is required to be sent to them. Insurance coverage limits range from $35,000 to $1,000,000. Pricing is dependent on region, driving records, and history of the trucking operation. Motor Truck Cargo insurance protects the transporter for his responsibility in the event of damaged or lost freight. The policy is purchased with a maximum load limit per vehicle. Cargo insurance coverage limits can range from $10,000 to $100,000 or more. Pricing for this insurance is mainly dependent on the type of cargo being hauled. See also Wikimedia Commons has media related to:
References
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