Green Big Truck

EnerDel introduces Li-ion pack for upgrading Allison NiMH-based hybrid buses

Aaron Turpen — Wed, 22 May 2013 15:18:25 +0000

Li-ion battery maker EnerDel, Inc. has introduced the new PPA 300-689 Vigor+ Energy Storage System (ESS) as part of its aftermarket and service business strategy. The ESS is designed as a retrofit to replace the nickel metal hydride (NiMH)-based energy storage system currently used in Allison hybrid buses. The system is also suited for those interested in designing in lithium-ion technology from the onset, the company said.

The EnerDel system features 19 kWh rated energy (16.9 kWh usable)—more than three times the rated (>5x usable) energy of the original battery. The elevated energy rating provides longer life and more available power. These attributes, coupled with lower mass, delivers better fuel efficiency and longer range.

“This new solution offers an easy retrofit to the current system that is used in more than 6,000 hybrid buses across North America,” says EnerDel CEO Dave Roberts. “With many of those batteries past their warranty and in need of replacement, the PPA300-689 Vigor+ Energy Storage System gives metropolitan transit authorities a choice in how to keep their clean-emission fleets operational at a fraction of the cost of total replacement.”

The new air-cooled Li-ion energy storage system offers the same voltage, CAN interface and mounting points, making it an easy drop-in replacement for the original NiMH battery.

EnerDel’s new ESS is in the midst of field testing, having accomplished several thousand miles of on-the-road, in-service operation with metropolitan transit authorities.

Volvo plug-in hybrid bus with B?sbaar rapid charging to begin field testing in Gothenburg

Aaron Turpen — Tue, 21 May 2013 14:30:57 +0000

Volvo Buses’ new plug-in hybrid buses will begin field tests in Gothenburg, Sweden this month. Volvo Buses has already sold more than 1,000 of its conventional hybrid units; the plug-in version will facilitate the reduction of fuel consumption and carbon dioxide by 75 to 80%, compared with current diesel buses, the company said.

The plug-in hybrids are based on the Volvo 7900 Hybrid, Volvo Buses’ second series-produced hybrid bus model. The plug-in hybrids have been further developed, and enable rapid recharging from electricity grids via the Opbrid B?sbaar pantograph on the roof.

An electronic control module regulates engagement and disengagement of electric and diesel power, as well as gear-changing modes and recharging of the Li-ion battery. The close-ratio Volvo I-Shift automated transmission has software that is optimized for city and commuter traffic.

The 4-cylinder, 5-liter Volvo D5F diesel engine produces 215 bhp and is installed vertically in the left rear corner. The conventional hybrid offers up to 37% fuel savings compared to a diesel version and 40-50% lower exhaust emissions.

The plug-in versions have a larger battery pack, making it possible to drive up to 7 km using electricity only—about 70% of the route distance. The batteries are charged at the bus terminus via the B?sbaar for between six and ten minutes.

The purpose of the field test is to study and verify the anticipated reductions in energy consumption and emissions, as well as to compile information from drivers, passengers and surrounding residents about their views on the properties of the bus.

Volvo Buses expect to be able to reduce emissions of carbon dioxide by up to 90% by using biodiesel instead of standard, fossil diesel oil in the combustion engine.

Volvo Buses expects to commence commercial manufacturing of plug-in hybrids in a couple of years, and the technology is now to be tested in the three buses that will be put into service in Gothenburg. A demonstration project has also been planned for 2014 involving eight plug-in hybrids in Stockholm.

“In recent years, sales of Volvo Buses’ hybrid buses have tripled for each year and we believe the market for electromobility will continue to expand rapidly,” says Håkan Karlsson, President of Volvo Bus Corporation. “Accordingly, the Volvo Group is investing in this area, making it possible for cities to realize their visions of more eco-friendly and attractive transportation.”

Food Distribution Company Daylight Foods Transitions to Hybrid Delivery Trucks

Aaron Turpen — Mon, 20 May 2013 20:28:44 +0000

Sourcing from local growers when possible and maximizing delivery routes, kept food distribution company Daylight Foods’ carbon foot print down. Yet drivers still face traffic and frequent stopping while on route and although Daylight’s base may be in the Bay Area, their distribution spans California from Eureka to Bakersfield. The company knew it could do more in reducing their fossil fuel use and this year have added 8 Kenworth T370 diesel-electric trucks to their fleet.

When asked about the initial move towards hybrid trucks, Tim Kouretas, Operations Manager, explained it was brought on by wanting to, “Be environmentally friendly and follow the most environmentally friendly practices possible.” The decision to switch the entire fleet was easy to make after seeing the initial investment in the trucks would easily pay for itself in reduced fuel costs and tax break incentives. Sustainability is important to Daylight Foods and is a focus throughout the company, not just in their transportation choices.

California’s Hybrid Voucher Incentive Program (HVIP) provided a $ 160,000.00 cash credit towards the 8 trucks. The focus of the HVIP program according to their website is to, “offset about half of the incremental additional cost of eligible hybrid and battery-electric medium- and heavy-duty vehicles using a simplified purchase voucher.” HVIP makes it possible for businesses, like Daylight Foods, to afford the switch to “green” transportation.

“The older conventional diesel trucks averaged about 4-5 miles per gallon, with the hybrid trucks we are seeing on average 7-10 miles per gallon,” explained Tim Ault, Daylight Foods’ Transportation Manager. This is a huge savings for the company and the environment. Ault explained they plan on adding to their fleet in the near future and phasing out the older conventional models.

The Kenworth T370 trucks are perfect for Daylight Foods. This Class 6 vehicle has not only impressive fuel savings, but boasts a PACCAR PX-6 engine, “the highest power to weight ratio in the industry.” Advanced power train in the vehicle automatically monitors and switches between power modes depending on driving conditions.

The T370 was made for businesses making frequent stops and consistent braking in high traffic areas, such as cities and busy freeways. Electricity produced when braking assists the diesel engine and is reused in acceleration. This quiet running truck boasts a hybrid dash display for real-time driver feedback, an aid in “encouraging maximum fuel economy.”

In addition to hybrid trucks, Daylight has outfitted their sales team with Toyota Priuses. “When our team looked at using conventional vehicles for our sales team and our outbound delivery trucks and then compared them with hybrid vehicles, the decision was clear; it was in our best interest to use the hybrid vehicles. We would be reducing our carbon footprint and therefore be helping the environment, as well as offsetting our gas expenditures,” explained President Chris Vlahopouliotis.

Daylight Foods is confident they are making the right business and environmental decisions transitioning to hybrid transportation. They see this step as being one of many green choices the company can make.

Can Freight System Efficiency Improvements Deliver Major Energy Savings?

Aaron Turpen — Mon, 20 May 2013 14:26:11 +0000

by Therese Langer, Transportation Program Director, ACEEE

With heavy truck fuel efficiency standards in place and federal agencies gearing up for the next phase of the program, it’s time to consider energy savings opportunities in the freight system more broadly. Our new report Energy Efficiency Potential of the U.S. Freight System: A Scoping Exercise compares the findings of five recent studies to find out what energy savings estimates have been offered. Three were studies of the greenhouse gas reduction potential in the U.S. transportation sector, from which we extracted the findings on reductions in the freight sector through energy efficiency strategies. The studies generally found more savings potential from vehicle technology improvements (10 to 23 percent) than from combinations of system efficiency approaches (0 to 18 percent), such as shifting to less energy-intensive freight modes, improving logistics, and optimizing routing.

The other two were global supply chain studies, which we consulted in hopes of expanding the scope of efficiency strategies. The supply chain studies did indeed find considerably greater potential for savings from freight system efficiency improvements (12 to 37 percent, or 0.5 to 1.7 million barrels per day of oil in the United States) than the transportation studies found. In particular, the savings they attributed to approaches such as expanding home delivery, optimizing speed, and increasing load factor were quite high. The supply chain studies also considered prospects for moving the production of goods closer to markets, though they differed on whether that would lead to a net reduction in energy use.

While the supply chain studies offered new places to look for freight system energy savings, they were not as well documented as the transportation studies, nor were they U.S.-specific. Hence an integrated, comprehensive assessment of freight system efficiency opportunities, informed by a supply chain perspective, is warranted.

The multi-year reauthorization for federal transportation funding is once again looming, so it’s a good time for such an assessment. Federal freight policy got some much needed attention in the run-up to the passage of the last reauthorization, MAP-21, in 2012. MAP-21 proclaimed a new National Freight Strategy and set in motion the development of freight plans at the state and national levels. Yet the provisions are focused almost exclusively on highways, defining the National Freight Network as a subset of our roadway system and mentioning intermodal facilities only in passing. A more expansive view of our freight system, and a clearer picture of the efficiency opportunities it presents, will come in handy when the next transportation bill takes shape in 2014.

Busting Myths of Pickup Truck Aerodynamics

Aaron Turpen — Sun, 19 May 2013 15:24:12 +0000

GMC put its new 2014 Sierra pickup through more time in the wind tunnel than any other truck before it and, as a result, found significant design improvements to bolster efficiency. They also learned that a lot of “facts” about pickup truck aerodynamics are actually myths.

To achieve improved airflow, aerodynamic engineers like Diane Bloch examined every millimeter of the truck to find areas of improvement, debunking some popular myths along the way.

To study the way air passes over, under and around the Sierra, engineers used General Motors’ state-of-the-art Aerodynamics Lab, a 750-foot-long tunnel through which a 43-foot-diameter fan powered by a DC electric motor with the equivalent of 4,500 horsepower can generate winds of up to 138 mph. Aerodynamic advancement is one reason why the 2014 Sierra will be the most fuel-efficient V-8 pickup on the market.

“We can’t stop air; we can only guide it through the path of least resistance. It’s like electricity, without the shock,” said Bloch, GM aerodynamic performance engineer. “The biggest misconception is that it’s all about single components. But a certain side mirror design doesn’t create a certain amount of drag, its interaction with the rest of the vehicle does.”

For example, a new air dam below the 2014 Sierra’s front bumper successfully reduces drag because it directs air toward the ground and away from the truck’s rough underbody. And Sierra’s ducted flow path between the grille and radiator prevents air from swirling inside the truck’s front cavities.

Even the top of the Sierra’s tailgate and the center high-mounted stop light are optimized to guide air cleanly around the truck. And because Bloch’s team detected unwanted airflow between the cab and bed, new sealing has been added.

“We discovered that in the computational analysis we perform,” said Bloch. “The most harmful air between the cab and bed was coming over the cab and down through the gap, so we paid the most attention to that specific area.”

The pickup market has a great number of available aftermarket accessories, and Bloch says those have varying impact on aerodynamics. Add-ons like bug deflectors on the hood, wider tires or aftermarket bumpers can raise the drag coefficient, which is the measure of how air pushes on a vehicle as it moves down the road. The result: added noise and increased fuel consumption.

A long-disputed topic among truck owners is whether a tailgate raised or lowered is better for aerodynamics, but Bloch says a tailgate in the up position is more aerodynamically efficient. As air flows over the truck, it falls over the cab and pushes forward on the rear of the truck. With the tailgate down, the benefits of that airflow are diminished.

“Replacing the tailgate with an aftermarket net is worse than having no tailgate at all,” Bloch said. “Imagine dragging a solid object and a fishing net through water. The net is going to require more muscle.”

So what accessories can truck owners add to help aerodynamics? Tonneau covers for the bed help smooth airflow over the truck, and Bloch says soft covers are more beneficial than hard covers because they form to how the air wants to flow. Running boards can also help air flow smoothly down the truck’s sides.

“Round, tube-style running boards can provide a minor improvement to the truck’s drag coefficient,” said Bloch, “Fully integrated, flush-mount running boards are even better.”

Valence Technology receives $12M purchase order from Wrightbus for Li-ion batteries

Aaron Turpen — Sat, 18 May 2013 05:16:38 +0000

Valence Technology, Inc. has received a purchase order valued at $12 million from Wrightbus, for lithium iron magnesium phosphate batteries to be delivered through 2015. Wrightbus, which has had a relationship with Valence since 2007, selected Valence as the battery supplier of choice for Wrightbus’ range of hybrid vehicles.

Valence recently announced the availability of the U-Charge P40-24, the first in a new generation of high-power battery modules utilizing the company’s lithium iron magnesium phosphate chemistry. The 1.024 kWh (25.6 V, 40 Ah) module is capable of 10-second discharge pulses of up to 700A (17C) and continuous discharge currents of 240A (6C). Along with providing high power discharge capabilities, the P40 can also be recharged from a 0% state of charge (SOC) to 90% SOC in less than an hour.

2014 GMC Sierra has new 4.3L V-6

Aaron Turpen — Sat, 18 May 2013 05:15:26 +0000

When the all-new 2014 GMC Sierra full-size pickup arrives this summer, its standard 4.3L EcoTec V-6 it will offer the most torque of any standard V-6 in the segment – 305 lb-ft (413 Nm).

Three new, advanced EcoTec3 engines will be available this year – a 5.3L available at launch, followed by the 4.3L and 6.2L versions available later this year. All are designed specifically for the high trailering and hauling demands unique to truck buyers.

Torque is the turning force that generates off-the-line acceleration and confident trailering performance. Sierras equipped with the 4.3L EcoTec3 V-6 will have trailering ratings up to 7,200 pounds (3,266 kg) for a regular cab, short bed, four-wheel-drive model – 500 pounds more than the most capable Ford F-150 3.7L and 700 pounds more than a Ram 1500 3.6L. Sierra’s standard V-6 produces an SAE-certified 285 horsepower (212 kW) and is matched with a proven, efficient six-speed automatic transmission. EPA fuel economy estimates will be released later.

Like Sierra’s optional 5.3L and 6.2L EcoTec3 V-8 engines, the new V-6 features three state-of-the-art technologies – direct injection, active fuel management (cylinder deactivation) and continuously variable valve timing – that have been proven and perfected through 6 million hours of computational analysis by engineers studying the combustion process. In all, 10 million CPU hours were spent refining and making the most of the Sierra’s EcoTec3 engines.

“This is technology no other truck maker can match, and we offer it in every EcoTec3 engines, for every customer,” said Jordan Lee, GM Powertrain chief engineer. “It is a standard feature, so our drivers get our best and most sophisticated technology regardless of trim level.”

Although they share only a handful of parts with previous Sierra engines, the new EcoTec3 V-6 builds on experience gained from millions of trucks and billions of real-world customer miles resulting from a half-century of leadership in V-6 engine development. In 1960, GMC debuted the first V-6 pickup truck ever and offered it exclusively through most of the ’60s.

That engine, offered in various displacements starting at 5.0L, was designed with aluminum pistons, improved cooling and a stout crankshaft and bearings designed for unprecedented durability.

“The family of V-6 engines introduced in 1960 was designed to last, and I’ve heard of some owners going more than 450,000 miles on the original engine,” said Donald Meyer, GMC truck historian. “They had really high torque and pulled loads well. GMC engineers know how to build durable, reliable engines that never quit.”

Like the 2014 engine, the 4.3L V-6 introduced as standard equipment for GMC half-ton pickups in 1985 used geometry and engineering from the brand’s proven Small Block V-8. As with today’s V-6, engineers studied the combustion chamber, developing “Vortec” technology that swirled the air and fuel inside the engine to create a more homogenous mix, improving power and efficiency. That engine was the basis for new generations of engines through the 2013 model year.

2014 Sierra models with the 4.3L EcoTec3 V-6 go on sale later this year with a suggested starting price of $25,085, including a destination charge of $995 but excluding tax, title, license and dealer fees.

First 12L natural gas powered big trucks enter service in Georgia – What is the future of trucking?

Aaron Turpen — Wed, 08 May 2013 13:59:40 +0000

The first full-sized, full-powered, 12-liter heavy-duty trucking engines powered by pure natural gas to be commercially produced are now in service in Georgia. And you can expect to see many more of them in the near future.

Modern Transportation, a Pennsylvania-based fleet operations company, has purchased and put into service two natural gas-powered Freightliner Cascadia trucks in Georgia. The trucks will carry supplies from Sanford, North Carolina to Owens Corning’s roofing plant in Savannah, Georgia. This marks a new era in commercial transportation.

While natural gas engines are nothing new in lighter-duty commercial vehicles, such as buses, some construction vehicles, and trucks of 16,000 gross vehicle weight (GVW) and lower, they are relatively new to the heavy-hauling, full-sized semi-truck sector. Cummins-Westport, one of the world’s largest heavy-duty engine makers, has built natural gas engines for some time. Last year, they began offering a spark-ignited 11.9-liter dedicated natural gas engine, the ISX12 G, to truck makers. The engine has been adopted by several major truck manufacturers, including Freightliner, Paccar (Kenworth and Peterbilt brands), Mack and others. Among the first full-sized, commercial semi-trucks to roll off the line with the engines in them were Freightliner Cascadias, two of which were purchased by Modern Transportation.

Read the rest at TorqueNews.

New Mercedes-Benz Sprinter sets high efficiency standard

Aaron Turpen — Tue, 07 May 2013 05:58:31 +0000

The Mercedes-Benz Sprinter has lent its name to an entire vehicle segment and is a synonym for large vans all around the globe. The Sprinter has always driven innovations in its segment — a tradition that is being continued by the new model. The new Sprinter continues to set standards, boasting five new safety systems, engines that meet the future Euro VI emissions standard, and a striking new appearance. Most importantly, however, the van’s excellent low fuel consumption of 44.4 mpg makes it the most efficient vehicle in its segment.

The new Sprinter is the world’s first van to meet the future Euro VI emissions standard in all of its engine variants. Euro VI drastically reduces the emission limits for nitrogen oxides (NOx), total hydrocarbons (THC), and particulate mass. The Sprinter achieves the strict limits with the help of its BlueTEC engine and SCR technology that injects AdBlue into the exhaust gas. The technology has already proven its worth in more than 100,000 commercial vehicles from Mercedes-Benz.

The performance of the diesel engines has remained unchanged, encompassing four- and six-cylinder units with outputs ranging from 95 hp (70 kW) to 190 hp (140 kW).

The developers have used the additional exhaust treatment stage to optimise the injection and combustion processes as well as the boost pressure. The results are lower fuel consumption and less combustion noise. The engineers also adjusted the drive system and the ancillary components to enhance fuel efficiency. This applies to the transmission and the rear axle as well as an intelligent generator management system.

As an alternative to the diesel engines, the Mercedes-Benz Sprinter is also available with a Euro VI compliant supercharged four-cylinder natural gas engine featuring direct injection. The engine generates 156 hp (115 kW) from a total displacement of 1.8-litres.

Power is transmitted either by the ECO-Gear six-speed manual transmission or the 7G-TRONIC PLUS seven-speed automatic transmission with lock-up clutch, which is the only system of its kind to be found in a van.

The combination of the highly efficient diesel engines, the optimised powertrain, the longer axle ratio, the ancillary components, and the BlueEFFICIENCY PLUS efficiency package has reduced fuel consumption to a minimum of 44.4 mpg (NEDC combined), which is a record value for the Sprinter segment. However, the new Sprinter is extremely economical not only as a result of its high fuel efficiency, but also because it comes with the ASSYST maintenance calculation system as standard in Europe. Thanks to this system, the van’s maintenance intervals, which were already long, have been extended to up to 37,000 miles.

Sales begin globally in June.

Volvo says Hybrid is as reliable as Conventional Diesel

Aaron Turpen — Thu, 25 Apr 2013 03:45:21 +0000

Since the launch of the Volvo FE Hybrid about 50 trucks have been delivered to customers throughout Europe. Their responses are highly positive. The truck is both economical and reliable.

Christina Eriksson, business manager for alternative drivelines, has encountered nothing but enthusiasm on her visits to customers.

“It’s been amazing !” she says, “Our hybrid technology has performed exactly as we hoped, as regards both carbon dioxide emission reductions and reliability. Prior to the launch we trained two hybrid technology experts so they’d be prepared to quickly get to any customers experiencing problems with their new trucks. But the fact is they have had very little to do. They’ve spent most of their time training drivers and mechanics.”

About half the Volvo hybrid trucks sold are used in distribution operations and half in refuse duties. It is within these two areas that the technology offers the greatest fuel savings, between 15 and 20 per cent, depending on chassis and driving cycles. Some refuse truck operators with trucks featuring a rechargeable electrified waste compactor have even been able to cut their fuel consumption by 30 per cent.

One of the customers, recycling company Roteb in Rotterdam, the Netherlands, purchased two Volvo FE Hybrids in order to meet both its own and the city’s environmental policies. The new trucks were thus an investment for the future.

“Volvo’s hybrid trucks function exactly like our diesel-powered refuse trucks, but consume about 30 per cent less fuel and are far quieter than diesels. We would definitely consider buying additional hybrids if the price and the political decisions make it possible,” says Roteb sales director Rene Herlaar.

For the drivers the purchase of hybrid refuse trucks has been a highly appreciated move, resulting above all in an improved working environment.

“They’re reliable, offer really good visibility and great driveability. What’s more, they’re very quiet. We get a lot of compliments and thumbs-up from people out on our rounds, they really appreciate that such a large truck can be so quiet and clean,” says Ton van der Horst, one of Roteb’s refuse truck drivers.

Hybrid technology is a long-term investment by Volvo and the upcoming challenge is to lower costs and increase sales volumes so that production can expand and become more cost-effective.

“Today the cost of hybrid technology is forcing the price so high that it is difficult for the customer to achieve economic gain in the short-term,” says Christina Eriksson. “However, having said that, it definitely promotes goodwill. If a company buys a hybrid truck, it shows that the environment is a high priority and they can reap many advantages from that. But in the perspective of a couple of years or so, our aim is to reach a more commercially viable level on costs, so that the customer can achieve good profitability right from the start.”

Volvo Trucks’ Environmental Director Lars Mårtensson points out that the EU’s forthcoming legislation, encompassing the ability to measure and compare the fuel consumption and CO2emissions of heavy trucks too, will boost hybrids. “That will massively increase interest in really economical trucks. Today electric hybrids are definitely the best and most reliable alternative,” he says.