During the recent Hybrid Truck & Alternative Fuels Ride-and-Drive held at The Work Truck Show 2008, attendees had the opportunity to test drive as many as 14 new hybrid and alternative fueled vehicles (AFVs). Significant growth in the development and increased use of medium-duty hybrid trucks is especially noticeable these days.
In the fall of 2007, for example, WestStart-CALSTART, a transportation technology industry organization working to support and accelerate the growth of companies developing clean and energy-efficient transportation technologies, reported a 20 percent jump in attendance at its HTUF (Hybrid Truck Users Forum) National Meeting. Progress on many fronts is also being reported by HTUF Working Groups of fleet users focused on Utility/Specialty, Parcel Delivery and Refuse trucks.
One key challenge facing the trucking industry is the high initial cost of hybrid technology. As a result, many fleets have been working to secure government funding to help offset higher costs. Under the Energy Policy Act of 2005, medium-duty hybrids may be eligible to receive a tax credit of up to $12,000. Fleets can add those savings to the estimated fuel efficiency gains that can be realized with these vehicles.
Hybrid truck prices are also expected to decrease dramatically as manufacturers produce larger volumes of vehicles. In fact, hybrid power system and medium-duty truck manufacturers have been announcing production plans and are reporting growing fleet interest in hybrids.
Eaton Corp.
After more than four years of development and two million miles of successful field-testing in North America, Europe and Asia, Eaton Corp.’s medium-duty hybrid power systems are now commercially available and offered for customer deliveries in 2008 on the chassis of several major North American commercial vehicle manufacturers. These include Daimler Truck North America LLC, International Truck and Engine Corp., Kenworth Truck Co. and Peterbilt Motors Co.
According to Kevin Beaty, manager of Eaton’s Hybrid Power Systems business unit, the company produced several hundred systems in 2007 and is ramping up production capacity over the next three years to meet growing customer demand. More than 220 hybrid-powered vehicles with Eaton’s technology were produced for testing and evaluation, mostly in service at fleets alongside conventionally powered counterparts.
Vehicle configurations using the Eaton hybrid system include package delivery vans, medium-duty delivery trucks, beverage haulers, city buses and utility repair trucks. Fleet customers have so far included FedEx Express, UPS, Coca-Cola Enterprises, The Pepsi Bottling Group, and 14 public utility fleets into which were placed 24 hybrid-powered trucks. Truck body builders involved in the delivery of new vehicles include Altec Industries, Terex Corp., and others.
Representing the largest North American commercial order to date for Eaton’s hybrid-electric systems is the decision by Coca-Cola Enterprises to purchase 120 new trucks in 2008. The order follows the beverage company’s purchase of 20 trucks with Eaton hybrid systems in 2007.
Extensive testing and evaluations conducted by Coca-Cola Enterprises found that Eaton’s hybrid-electric drivetrain equipped trucks decreased emissions by roughly 32 percent and fuel consumption by up to 37 percent compared to conventionally powered trucks in the fleet. Coca-Cola also reported lower maintenance costs on the hybrid-powered trucks and that driver acceptance of the vehicles has been highly favorable, especially in high start-and-stop applications.
In the hybrid systems being released into production, Eaton employs parallel-type diesel-electric hybrid architecture. The system employs an Eaton Fuller UltraShift automated transmission and incorporates an electric motor/generator between the output of an automated clutch and input of the transmission. The system recovers energy normally lost during braking and stores the energy in batteries. When electric torque is blended with engine torque, the stored energy is used to improve fuel economy and vehicle performance for a given speed or used to operate the vehicle with electric power only. The system can also be designed to provide energy for use during engine-off worksite operations, further reducing noise, emissions and fuel costs.
In addition to its diesel-electric hybrid products, Eaton is also developing hybrid systems using hydraulic power. Working with the Environmental Protection Agency under a Cooperative Research and Development agreement, the company is helping to develop a series hydraulic hybrid power system that combines a high-efficiency diesel engine and a unique hydraulic propulsion system to replace the conventional drivetrain and transmission. The vehicle uses hydraulic pump/motors and hydraulic storage tanks to recover and store energy, similar to what is done with electric motors and batteries in hybrid electric vehicles.
Eaton also has a parallel hydraulic hybrid system that utilizes regenerative braking and has a number of other applications. This system, known as the Eaton HLA (for Hydraulic Launch Assist), is being initially targeted at refuse trucks.
Eaton is also calling attention to safety features that have been incorporated into its hybrid electric power systems. “All of the components in Eaton hybrid power systems were selected and specified to provide safety,” said Shane Groner, technical service manager – North America for Roadranger Marketing, “not only for the driver, but also for any technician who might be working on the vehicle, and even for motorists and others who might be involved in an accident with a hybrid vehicle.”
According to Groner, all high voltage components in the systems are totally isolated from the 12-volt system, and high voltage cables were purposely placed outside of the vehicle’s cab and enclosed to safeguard the operator and passengers. Batteries and all other high-voltage systems are fully sealed and inaccessible without the proper tools. High voltage cables and connectors are also bright orange to signal caution to technicians, as well as emergency response professionals and others who may respond to an accident.
Vehicles equipped with Eaton’s hybrid power systems also include a Limp Home capability, which adds an additional safety feature by preventing continued operation of the hybrid components during a system malfunction while eliminating the need for towing. In addition, regenerative braking and anti-lock braking systems (ABS) are linked via the SAE J1939 datalink so the hybrid system does not have any negative impact on the vehicle during an ABS event.
Hybrid power is as safe as any other power source, Groner also noted. It’s just different, and calls for different training. For example, there are a few operational differences with which operators should become familiar when driving a hybrid vehicle, such as regenerative braking events, in which the driver may not need to apply the brakes as aggressively during deceleration.
Eaton also outlined service and maintenance procedures that will help ensure consistent performance for commercial vehicles equipped with its hybrid systems. “Hybrid vehicles in most applications require less maintenance than regular trucks due to the fact that our drive units are lubricated for life or 500,000 miles,” Groner said. “Grease fittings and filters require no more servicing than a normal truck and the same is true with monitoring the cooling system, brakes, belts and lights.”
Every Eaton hybrid system-equipped vehicle is delivered with recommended tools, safety gloves, digital voltmeters and electrical test equipment. The manufacturer also has a complete lineup of service aids is accessible at www.roadranger.com, including a 67-page service and troubleshooting guide that covers virtually every aspect of properly maintaining a hybrid vehicle. On-line access to instructional guides also includes computerized training modules, including a complete overview on how the systems work and how to operate the vehicles safely.
“Working with our OEM partners, we require that every dealer receive training and become an authorized hybrid dealer before they can order or take delivery of a hybrid vehicle,” Groner stated. “This ensures compliance by linking hybrid Vehicle Identification Numbers to authorized dealer codes. Authorized dealers are also required to have the parts and tools necessary to safely diagnose and repair a hybrid system.”
Groner noted as well that Eaton has made available a nationwide program devoted to training emergency response officials, including on-site training sessions, printed materials, as well as on-line and computer based training.
Daimler Trucks North America LLC
Now available for order from manufacturer Daimler Truck North America LLC is the Freightliner Business Class M2 106 Hybrid drop-frame beverage model. The industry’s first drop-frame hybrid-electric powered truck features the Eaton medium-duty hybrid system –– consisting of a diesel engine coupled with an electric motor/generator and batteries –– that works in line with the engine and transmission, enabling operation with electric or diesel power either separately or together.
According to Melissa Kellogg, director of product marketing, the Business Class M2 106 Hybrid was built specifically for hauling loads in an urban setting and can achieve a 30 percent savings in fuel consumption and up to an 87 percent reduction in idling time. An added benefit of reducing idling time and subsequent lower emissions, she added, is that the M2 106 produces less noise, allowing for quieter loading and unloading in urban settings.”
Freightliner engineers maximized the amount of space of the 12-bay beverage body by mounting most of the integrated hybrid components underneath and behind the cab. The result is that the M2 106 Hybrid offers beverage delivery fleets the ability to maximize capacity by hauling larger quantities. The drop-frame design, the OEM also noted, is also ideal for easy access to cargo and simplified loading and unloading.
The M2 106 Hybrid originally entered the market as a prototype in 2006. The truck first traveled across the U.S. to visit customers interested in testing it in their fleets. In addition to the beverage market, the M2 Hybrid is also offered as a solution for utility, pickup and delivery and power takeoff operations.
International Truck and Engine Corp.
In 2006, International Truck and Engine Corp., a Navistar company, built and delivered 24 developmental hybrid units to 14 major utility companies across North America. “These units are now successfully operating, giving us confidence in the quality and reliability of our hybrid electric product,” said Jim Williams, director of sales & distribution, new products. The prototype phase is done –– International is now building hybrid trucks.”
In particular, the OEM has entered line production of hybrid commercial trucks with the International DuraStar Hybrid. “We are taking the next major step in bringing a medium-duty diesel hybrid electric vehicle into the marketplace,” said Dee Kapur, truck group president. “The hybrid combination of the diesel engine and electric battery provides a number of advantages for truck customers. Increasing fuel efficiency and reducing emissions for the nation’s commercial trucks results in significant benefits for all of us.”
The International DuraStar Hybrid diesel hybrid electric truck, according to the manufacturer, has the proven capability to provide fuel savings from 30 to 40 percent in a standard in-city pickup and delivery application. Fuel efficiency, the OEM also noted, can increase to more than 60 percent in utility applications when the engine can be shut off but electric power still operates the vehicle. In those applications, diesel emissions are completely eliminated when the hybrid truck operates equipment solely on the truck’s battery power instead of allowing the engine to idle.
In addition to launching full production of its diesel hybrid-electric medium-duty truck, Navistar is working in partnership with the U.S. Environmental Protection Agency, the U.S. Army and Eaton Corp. to develop a series diesel hydraulic hybrid urban delivery vehicle. The company has also teamed up with the Hybrid Truck Users Forum (HTUF) to help bring its new technology to market, and in 2007, received the Blue Sky Award from WestStart-CALSTART, the parent organization of HTUF, for its contributions to the commercial development of diesel-hybrid technology.
Kenworth Truck Co.
Kenworth Truck Company plans to begin full-scale production of its medium-duty hybrid T270 Class 6 and T370 Class 7 conventional models. The Kenworth hybrids feature an integral automated transmission-mounted motor/generator, frame-mounted 340-volt battery, and dedicated power management system. Above 30 MPH, the Kenworth hybrid operates like a standard diesel with all power coming from a PACCAR PX-6 engine rated at 240 HP and 560 lb./ft. of torque. Below 30 MPH, it uses a combination of diesel and electricity with the system automatically switching between the two modes of operation. Electricity generated through regenerative braking is stored and used for acceleration, assisting the diesel engine.
“Hybrid technology looks very promising in the commercial vehicle market,” said Bob Christensen, Kenworth general manager and PACCAR vice president. “Kenworth recently started deliveries of its medium-duty diesel-electric truck, which is targeted for pickup and delivery operations, municipal fleets and utilities. The hybrid will go into full production in 2008.”
Now in service with King County in Washington state, a Kenworth medium-duty, hybrid-electric model designed for utility operations has already provided positive results for fuel economy, performance and driver acceptance. Located in the greater Seattle metropolitan area, King County covers more than 2,100 square miles. The King County Department of Transportation, which became the first government agency to place the new Kenworth hybrid into service, uses its new Class 7 hybrid to maintain traffic signals. The hybrid is equipped with a utility bucket atop a 50-ft. boom, which can be operated on electric power.
“We’ve logged a little over 5,000 miles as of the first of this year and the Kenworth hybrid has already achieved a 25 percent reduction in fuel consumption over a comparably equipped conventional model,” said King County fleet administration division director, Windell Mitchell. “The need to refuel less often also allows crews to remain in the field for longer time periods, which is especially important when 12-hours shifts are required during storms and other emergencies.”
Peterbilt Motors Co.
This month, Peterbilt Motors Co. will begin full production of two medium-duty hybrid vehicle models. The offerings will include the Model 330 hybrid electric for pick-up and delivery applications and the Model 335 hybrid electric for stationary PTO use. Both trucks utilize a parallel hybrid system with an electric motor that assists a mechanical diesel engine with supplemental torque for improved fuel economy. The system stores energy during stopping through regenerative braking, and then reuses it for acceleration.
The Peterbilt Class 6 hybrid-electric truck, available with a 26,000-lb. GVW rating, can be configured for non-CDL operation with hydraulic brakes. Developed in conjunction with Eaton Corp., the Model 330 incorporates a PACCAR PX-6 engine rated at 240 HP and 560 lb./ft. of torque. With the hybrid system engaged, horsepower increases to 300 and torque to 860 lb./ft. This configuration is ideal for stop-and-go use such as urban pick-up and delivery operations, the manufacturer noted, with the hybrid system resulting in 30-to-40 percent greater fuel economy using electric power to accelerate from a stop.
Peterbilt’s Class 7 hybrid-electric Model 335 is also powered by the PACCAR PX-6 engine, which regenerates lithium-ion batteries to electrically operate the PTO. This makes it ideal for municipal and utility applications, the manufacturer pointed out, while fuel use, emissions and noise are greatly reduced. Fuel savings of 30 to 40 percent, the OEM added, are realized through both an on-road fuel economy gain, and an 80 percent reduction in engine idling through electric operation of the Power Take-Off (PTO) using the on-board lithium-ion batteries.
According to Peterbilt, during typical stationary operation of the PTO, the engine needs to run only about one sixth of the time compared to non-hybrid vehicles. With the system, which also stores energy during idling to power the PTO, the engine automatically starts to regenerate the batteries, a process that takes approximately 4.5 minutes.
Peterbilt has also announced plans for full production of the hybrid Model 320 Hydraulic Launch Assist (HLA) vehicle in the fourth quarter of 2008. The low-cab-forward Model 320 Hydraulic Hybrid for vocational stop-and-go applications utilizes HLA technology developed by Eaton Corp. exclusively for PACCAR. The system captures the truck’s kinetic energy during braking to assist in launching and accelerating the vehicle. HLA recovers up to 75 percent of the energy normally lost as heat by the vehicle’s brakes in the form of pressurized hydraulic fluid, which is stored in an on-board accumulator until the driver accelerates the vehicle.
“Our medium-duty hybrid vehicles currently in operation throughout North America are performing extremely well, with customers reporting a significant savings in fuel economy,” stated Bill Jackson, Peterbilt general manager and vice president, PACCAR. “As fleet customers face higher fuel costs and growing environmental concerns about emissions, advanced hybrid vehicle development for medium-duty trucks will continue.”.
