The all-Scania powertrain comprises Euro 4 and Euro 5 engines from 380 up to 440 hp, a 12-speed gearbox, as well as a choice of fully automated or electronically controlled gearchanging

October 2009 saw the launch of the new Scania Touring coach – designed to meet the needs of Scania customers for a complete coach with one single point of contact for all issues related to servicing and maintaining the chassis, bodywork and all other components.

“The coach is assembled on a dedicated Scania production line in China, enabling us to exert full control of all manufacturing and quality aspects,” says Melker Jernberg, Senior Vice President Buses and Coaches. “In addition, we can offer it to our customers at an attractive price.”

Strengthening the market position

In 2008, Scania was the second largest bus and coach make among European and Japanese manufacturers, behind Mercedes-Benz but ahead of both Volvo and MAN, including Neoplan. The new Scania Touring is the next step in the long-term strategy of Scania Buses and Coaches aiming to further strengthen the company’s market position.

“The foundation of the strategy of Scania Buses and Coaches is a global product family that is supported by all part of the Scania organisation, from factory to dealer,” says Melker Jernberg, Senior Vice President Scania Buses and Coaches. “For a customer who has chosen a vehicle from this global bus and coach family, there should never be any doubt that he has a Scania vehicle.

“This global bus and coach family represents everything that Scania stands for in terms of quality and design,” he adds.

A broad product range

In addition to the new Scania Touring coach, there are today also the Scania OmniCity and OmniLink city and suburban buses and the Scania OmniExpress coaches.

In some markets, this global bus and coach family is not enough, however. It must be supplemented with local solutions. This is why Scania works in cooperation with some 20 regional bus and coach bodybuilders.

The new Scania Touring has been extensively field tested in Dubai, Hong Kong and elsewhere. It has also been put through winter tests and exhaustive endurance testing on Scania’s proving grounds.

Initially Scania Touring will be sold in central and eastern Europe, where the interest in this type of coach has been the greatest. Additional European markets will follow, as well as markets in the East, Africa and Asia.

Fuel efficiency and comfort

The new coach combines high fuel efficiency with low operating costs. It is equipped with the new fully-automated Scania Opticruise gearchanging system, which was first unveiled during the launch of Scania’s new R-series trucks in September 2009.

Since Scania Touring is part of the company’s global bus and coach family, Scania assumes full responsibility for the coach from factory to dealer, as well as for such services as financing, parts supply and access to its service network.

More information about Scania Touring:
Visit the new Scania Touring website

Text: Conny Hetting
Photos/Illustration: Carl Berge, Carl-Erik Andersson, Dan Boman, Stefan Almers
Illustration: Johan Nohr

Thus a new Scania coach must convey the brand values and product identity. For the Scania Touring coach, the goal was to create a global identity that is common throughout the product portfolio. This is why some of these distinctive Scania styling cues can also be found on Scania trucks.

Brand recognition

“People should clearly see that the Scania Touring coach is part of the Scania family,” says Ingrid Nilsson-Czornyj, bus and coach designer at Scania’s styling department.

“At the start of the project, we began by establishing what characteristics and styling features define a Scania vehicle,” she says. “One of the strongest features is what we call the ‘wrapping T’, the shape that is formed by the grille and the wraparound windscreen. Another element we wanted to incorporate is the distinguished way the surfaces are sculpted.”

 
The ‘wrapping T’ shape is characteristic for all new Scania trucks and coaches. The shape is formed by the grille and the wraparound windscreen.

Driver station ergonomics

The coach’s interior must also reflect the Scania identity. Christina Isomaa, who is in charge of developing colour and trim, says she tried to create a harmonically restrained interior adapted to the European market.

“In addition,” Nilsson-Czornyj says, “the driver station with its sweeping dashboard line has driver-friendly ergonomics. It meets high standards for ease-of reach and good overview of controls and instruments. Ample seat and steering wheel adjustments will suit the frame of any driver.”

More information about Scania Touring:
Visit the new Scania Touring website

Melker Jernberg, Senior Vice President Scania Buses and Coaches:

“Scania has found a perfect partner for its global expansion strategy. The partnership with Higer provides Scania with a platform to satisfy the needs of new and existing markets. This also means that Scania Touring will be followed by other models in due course.

“Build quality, fit and finish, as well as reliability and durability in severe endurance tests have surpassed our expectations. Jointly with Higer, Scania’s team of stylists have created a coach with a distinct Scania character.

“The new coach combines fuel efficiency with low life cycle cost. Scania Touring customers will enjoy support from a single point of contact, with parts, maintenance and repairs available via Scania’s regular sales and service network.

“We are now concluding preparations for the market introduction in early 2010. Scania Touring sales will start in the central parts of Europe and gradually expand towards the west, south and north. There are also plans for an expansion into the Middle East and Africa, as well as some Asian markets.

“The introduction of the Scania Touring coincides with the launch of the next generation of Scania Opticruise, our fully automated gearchanging system that is designed to provide a comfortable ride and a pleasant and relaxing drive,” concludes Mr Jernberg.

The Higer operations in Suzhou, Shanghai were established in 1998. With 4,000 employees, overall production capacity is 18,000 buses and coaches per year. Scania’s cooperation with Higer started five years ago, and in 2006 a new production line in a separate Scania workshop was built for the assembly of Scania Touring and other forthcoming Scania models. The ultimate annual capacity is 3,000 Scania buses and coaches.

Scania design

The Scania Touring HD 12-metre high-decker coach has been styled by Scania’s styling department and developed together with Higer. The styling conveys typical Scania traits like the rounded wedge-shape at the front and the rounded corners that reduce drag.

The detailing at the front and front light assemblies promote the Scania identity and harmonise with the lateral design. The wraparound windscreen and hidden A-pillars promote the distinctive lines flowing smoothly from the front into the window line along the sides. The sculpted wheel arches accentuate an eagerness to move ahead. The tail wraps up all styling elements into a statement of quality and solidity.

High standard, many options

The interior features 49 reclining passenger seats. A guide seat is mounted at the front. The luggage hatches open up pneumatically (option) to 9 cu m of luggage space, slightly less with the optional co-driver’s bunk.

The coach is available in two trim levels, Comfort and Premium, both including mid-mounted toilet cabinet and an optional kitchenette. A selection of co-ordinated colour schemes for panels and upholstery can be combined to provide a relaxed and pleasant atmosphere. Exclusive stitched leather upholstery with contrasting seams is optional.

Roof-mounted air conditioning and convector heating are standard, auxiliary heating an option. Side and rear windows are double-glazed and tinted. The AV equipment includes 17-inch LCD monitors at the front and in the centre.

The driver station with its sweeping dashboard line has driver-friendly ergonomics: ample seat and steering wheel adjustments will suit the frame of any driver. All seats in the coach have integrated seatbelts. Aft of the centre door is an optional co-driver’s bunk with an intercom facility to communicate with the driver.

Fully-automated gearchanging

The all-Scania powertrain comprises Euro 4 and Euro 5 engines from 380 up to 440 hp, a 12-speed gearbox, as well as a choice of fully automated or electronically controlled gearchanging. An overdrive version of the gearbox can be specified for relaxed and fuel-efficient high-speed cruising.

The coach has full air suspension, with optional independent suspension for the front wheels. Electronically controlled disc brakes with ABS are standard. The all-steel monocoque body complies with the strict European R66-01 regulation for rollover strength.

For more information and images:
Go to www.scania.com/media/B2009/ for the media site.

Contact:
Anders Dewoon, Sales Director Intercity and Coach,
tel. +46 70 538 21 03, email anders.dewoon@scania.com.

Per-Erik Nordström, Product Affairs, tel. +46 8 553 855 77,
email per-erik.nordstrom@scania.com.

Melker Jernberg, Head of Scania Buses and Coaches,
tel. +46 70 289 22 30, email melker.jernberg@scania.com.

The Scania stand in hall 6 this year features four vehicles representing city, intercity and coach operation.

Regular service                                                               Occasional service

Scania now strengthens its range of 2- and 3-axle coaches, which is available in a wide variety of configurations and equipment levels. The addition of the new Scania Touring coach, staging its world première at Busworld, means that customers can choose according to their own preferences and to local conditions in any market.

The two 2-axle intercity models are available in several heights and with different seating arrangements and luggage capacities; they can be specified as dual-purpose vehicles, doubling as regular service buses during weekdays and for occasional use over weekends.

For city operation, the low-entry model is offered as 2- and 3-axle as well as articulated, whereas the full low-floor bus is available as a 2-axle single- or double-decker. These buses are also available with ethanol engines that have the potential of reducing carbon dioxide emissions by up to 90%.

All are equipped with Scania engines in 9- and 13-litre Euro 5 or EEV execution, all based on Scania’s famous EGR technology that offers leading fuel economy with a minimum of fuss for operators and drivers alike. Scania engines irrespective of output class offer leading driveability thanks to a high torque-to-power ratio and high torque already from low revs. Other engine ranges are available for Euro 4 and Euro 3 markets.

After almost 15 years of successful operation in trucks, buses and coaches all over the globe, a new fully automated version of Scania Opticruise is making its first public appearance at Busworld. An innovative electro-hydraulically operated clutch offers exceptional smoothness and precision in manoeuvring. Scania Opticruise is available on 8- or 12-speed mechanical gearboxes, the latter can be specified with overdrive for long-legged cruising at low revs and with maximum fuel economy. City and intercity vehicles are generally specified with ZF automatic gearboxes.

For more information and images:
Go to www.scania.com/media/B2009/ for the media site.

Contact: 
Anders Liss, Sales Director City and Suburban,
tel. +46 73 9402234, e-mail anders.liss@scania.com

Anders Dewoon, Sales Director Intercity and Coach,
tel. +46 70 5382103, e-mail anders.dewoon@scania.com.

Per-Erik Nordström, Product Affairs,
tel. +46 8 55385577, e-mail per-erik.nordstrom@scania.com.

Scania Touring – world première

Marketed under the motto “A privilege to own, a pleasure to drive and a joy to ride”, this is the first in a new range of coaches from Scania un¬veiled in conjunction with Scania’s press conference at Busworld. Styled by an in-house team in Södertälje, Scania Touring is built in partnership with the Chinese bus bodybuilder Higer, which has been found to possess the know-how, quality and capacity required to match Scania’s bus and coach expansion strategy. The co-operation will be extended to include other models in due course (see separate release).

Length: 12 m
Vehicle height: 3.80 m
Seating capacity: 49+1+1
Door configuration: 1-1-0
Wheel configuration: 4×2
Engine type: 13-litre 400 hp Euro 5 Scania EGR
Gearbox: Scania 12-speed with New Scania Opticruise, fully automated version with automatic clutch and Scania Retarder

Scania OmniExpress

Following its debut at Busworld in 2007, the Scania OmniExpress has built a strong reputation for quality and robustness in several markets across Europe. This coach is available in two overall heights and three seating configurations and features an ingenious heating and ventilation system tailored to gruelling Nordic winter conditions. ESP, adaptive cruise control and lane departure warning optional.

Length: 13.0 m
Vehicle height: 3.40 m
Seating capacity: 53+1+1
Door configuration: 1-1-0
Wheel configuration: 4×2
Engine type: 13-litre 400 hp Euro 5 Scania EGR
Gearbox: Scania 12-speed with New Scania Opticruise, fully automated version with automatic clutch and Scania Retarder

Scania Irizar PB

An eyecatcher with strong presence wherever it appears. Generous comfort options and ample luggage space. Powertrain with Scania Opticruise automated gearchanging. High-torque 440 or 480 hp Euro 5 engines with Scania EGR. The 12-speed overdrive gearbox provides relaxed long-distance cruising. Two- or three-axle configuration, ESP.

Length: 12.9 m
Vehicle height: 3.85 m
Seating capacity: 44+1+1
Door configuration: 1-1-0
Wheel configuration: 6×2 rear-steer
Engine type: 13-litre 480 hp Euro 5 Scania EGR
Gearbox: Scania 12-speed overdrive with New Scania Opticruise, fully automated version with automatic clutch and Scania Retarder

Scania OmniCity

The stylish low-floor Scania OmniCity represents Scania’s comprehensive range of complete city buses. The transverse 9-litre engine (diesel or ethanol) and portal drive axle provide maximum convenience on city centre routes requiring fast passenger circulation. An elegant double-decker version of the Scania OmniCity is marketed in UK. The low-entry Scania OmniLink range offers comfortable boarding, as well as comfortable forward-facing seating for passengers. Three-axle and articulated versions are available.

Length: 12 m 
Vehicle: height 3 m
Seating capacity: 30+1  
Door configuration: 2-2-2  
Wheel configuration: 4×2
Engine type: 9-litre 280 hp EEV Scania EGR
Gearbox: ZF 6-speed automatic, integrated retarder

An automated gearchanging system benefits drivers, passengers and operators in several ways. Besides improving comfort and eliminating the need to watch revs and change gears, it enables the driver to devote more attention to handling the vehicle and to other traffic. Familiarisation is quick and safe and economical driving is easy and consistent. Wear-and-tear is reduced on the clutch and other powertrain components, increasing service life.

New Scania Opticruise, fully automated electro-hydraulic clutch control

Scania R-series cab interior, Opticruise and Retarder lever

Scania Opticruise, one of the first automated gearchanging systems in the market, has been refined in many steps over the years. After four years of development, the concept of a standard mechanical gearbox remains, but the system has been extensively modified, with improved mechanical components and entirely new software.

• A new automatic clutch control system replaces the system with a clutch pedal.
• The automatic clutch has a high-precision electro-hydraulic control system, which is an industry first.
• Manoeuvring mode provides extra fine clutch control, accelerator resolution and smoother engine control, for example during sightseeing or precision manoeuvring on a ferry.
• The automatic clutch is disengaged briefly during gearchanges, making shifts faster and smoother.
• Comprehensive electronic protection keeps clutch wear to a minimum.
• Scania Opticruise is introduced on Scania’s 8- and 12-speed gearboxes, starting in combination with Euro 5 and EEV engines. The 12-speed can be specified with overdrive for extra relaxed cruising.
• Hill-hold is standard.
• A new shift strategy strives to maintain speed uphill with early downchanges, if needed.
• Gearchanging adapts to the individual driving style, the load and the inclination of the road.
• A new Power mode is available for extra performance.
• The driver interface remains the same, with all gearchanging and retarder control functions integrated in the RH steering wheel lever, leaving the floor and driver seat uncluttered.
• Several parameters can be adjusted by any Scania workshop to customise the functionality.

For more information and images:
• Go to www.scania.com/media/B2009/ for the media site.
• Contact: Per-Erik Nordström, Product Affairs, tel. +46 8 553 855 77,
email per-erik.nordstrom@scania.com.

All controls in one lever

Scania Opticruise

• Mode selector: R-N-D. Power mode has a spring-back position.
• Automatic/manual gearchanging: Switch at tip of lever.
• Upchanging/downchanging: Pull lever towards or push away from steering wheel.
• Manoeuvring mode: Push lever away from steering wheel for 0.8 s at low speed or stationary.
• Floor switch: Triggers downchanging for maximum engine and exhaust braking without engaging retarder.

Gear indicator in central display

• R, Reverse
• A, Automatic
• M, Manual
• AP, MP, Automatic/Manual Power mode
• Letter followed by current gear in display, e.g. A12, M12, AP9, MP9.
• N, Neutral
• Next gear indicated in A and P modes.
• Manoeuvring mode indicated by ‘m’ after gear in display, e.g. A1m.

Scania Retarder

• Pull the lever downwards (five positions) for retarder braking. Exhaust brake engaged in the fifth position.
• Automatic application via brake pedal: Set the AUT switch on the lever to 1 (see illustration).
• In automatic retarder mode, brake blending is used to give the expected braking power also during downchanges. The wheel brakes are automatically applied to maintain smooth and even braking.

Hill-hold

• Works uphill and downhill.
• When stationary, the wheel brakes will remain applied for around three seconds while lifting the foot from the brake pedal (audio and visual warning activated).
• When depressing the accelerator, the hill-hold will not release until torque is sufficient to prevent the vehicle from rolling back.

New software

The gearchanging strategy has been re-developed from scratch to provide improved functionality, comfort and convenience, as well as capacity for future refinements.

Strategy and hill performance

• Automatic, Manual, Power and manoeuvring modes.
• Automatic mode is programmed to change down early on hills to maintain speed without wasting fuel. This is sensible because of the high efficiency of Scania engines at high load, irrespective of engine revs.
• Power mode is adapted for maximum engine performance and has a spring-back position for engagement and disengagement.
• The gearchanging strategy is continually adapted to the position of the accelerator pedal and the response is matched to the speed of pedal movement to suit the driver’s mood.
• Skip-shifts are made whenever possible to save fuel.
• Lower engine revs are used to save fuel with a light load.
• Kickdown additionally provides immediate access to maximum power. A downchange is made if this gives access to more power, including when running against the speed limiter.
• Downchanges are avoided if the downhill speed can be maintained by the retarder.
• Radar information from ACC (adaptive cruise control) is used to adapt gearchanges to the speed of the vehicle in front.

Manoeuvring and low-speed driving

• High-precision manoeuvring is possible in standard driving mode thanks to the electro-hydraulic control of the automatic clutch.
• The manoeuvring mode provides extra precision for example for sightseeing and in other exceptional situations.
• Manoeuvring mode is disengaged automatically in high range or if the lever is pulled towards the steering wheel.
• The clutch is disengaged when braking from low speed, e.g. for a junction, roundabout or stoplight. The system continuously prepares for the most suitable gear, which is immediately engaged when the accelerator is depressed.
• Running the vehicle at idling speed is possible in normal mode, interrupted by depression of the brake pedal. Running at idling speed is disabled in manoeuvring mode.

Load sensing and starting

• Load and inclination sensors automatically adapt the choice of starting gear. No action is required from the driver.
• Interaction between Scania Opticruise, launch control and clutch protection systems will maximise clutch life.

Rocking

• Rocking is possible in forward or reverse gears.
• The system identifies the need for rocking by comparing the rotation of the drive wheels with that of the front wheels.
• In rocking mode, quickly releasing the accelerator will immediately disengage the clutch, enabling the vehicle to roll back for a new attempt.
• Extra smooth rocking is available in manoeuvring mode (useful in ultra-slippery conditions), as well as extra smooth power delivery once the vehicle gets underway.

Clutch control system

The electro-hydraulic actuator for the automatic clutch is mounted on the gearbox. The unit consists of an electrical motor that pushes the piston of a hydraulic master cylinder. The hydraulic fluid moves a slave cylinder that actuates the fork inside the clutch housing. The clutch itself is completely standard, so is the gearbox.

Inside the actuator, an electric motor drives a ball-bearing spindle, which positions the hydraulic master cylinder. The ball-bearing spindle mechanism provides high controllability and extreme precision.

The automatic clutch operates independently of driver skills and is programmed to engage at the lowest possible engine revs. Clutch actuation is also adapted to the information from the inclination sensor and to the required starting gear.
Hence, the engine speed is raised if needed to pull away cleanly.

The engine management system ensures that the clutch is never slipped during gearchanges, only used to disconnect the gearbox from the engine. These functions will effectively protect the clutch and other powertrain components from mechanical abuse.

Hill-hold, which engages briefly after depression of the brake pedal when stationary, makes starting even more convenient.

The electro-hydraulic control of the automatic clutch is unique in the industry, offering the benefit of particularly precise clutch actuation.

Adaptations

The functionality of Scania Opticruise can be altered by the driver via the instrument cluster or using the electronic diagnostics tool used by all Scania service workshops.

The driver can programme the following parameters:

• Enable/disable adaptive starting gear.
• Programme default starting gear.

Scania workshops can adjust the following parameters:

• Maximum permitted starting gear.
• Manual override of programmed starting gear enabled/disabled.
• Power mode enabled/disabled.
• Kickdown enabled/disabled.
• Reversing at low idling speed enabled/disabled.

Service aspects

Scania Opticruise is integrated in the gearbox cover of a completely standard 8- or 12-speed Scania gearbox, with or without the Scania Retarder.

The clutch is also a standard unit. Only the external actuation system differs from that of a standard clutch.

This philosophy will secure parts and service availability wherever a vehicle is working. Workshop staff will be fully familiar with the components and have all tools needed. The only items that are special with Opticruise are the gearbox cover with pneumatic shift controls and the electric actuator for the automatic clutch with integrated inclination sensor.

In case of clutch failure, a limp-home facility is provided. Automatic gearchanges are then made without using the clutch (normal operating mode of the system with a clutch pedal). Starting is possible using the ignition key and starter motor. The vehicle is brought to a standstill by turning off the ignition.

* * *

Milestones – automated gearchanging

Scania Opticruise is an in-house development that automates gearchanging using a standard mechanical gearbox. The only unique component on the gearbox is a special gearbox cover that incorporates pneumatic shift cylinders and position sensors. This concept has far-reaching benefits in terms of chassis installation (which is identical to a manual gearbox), bodybuilding and power take-off installation. Extensive parts commonality facilitates servicing and repairs, and makes trucks, buses and coaches with Scania Opticruise familiar to any Scania service technician.

Since it was originally unveiled for trucks in 1994, close to 150,000 trucks, buses and coaches worldwide have been delivered with Scania Opticruise, making it the pioneer and one of the most widespread automated gearchanging systems in the market.

1970s: Pneumatic gearchanging in laboratory test rigs. New computer-controlled gearchanging test rigs were developed. The idea was born: “Why not put it in a truck?”

1980s: Computer-Aided Gearchanging (CAG) launched in 1984, breaking new ground. Best gear calculated, engaged automatically when driver declutched. In the late 1980s, computerised gearchanging experiments were initiated. These trials also included the Scania Retarder, which was then under development. Control of the retarder was integrated. Some tests were made with an automated clutch, as well as with torque converter.

1990s: In the early 1990s, Scania applied for a large number of patents on two in-house developments: an auxiliary braking system (retarder) and an automated mechanical gearchanging system. The patents included a large number of software features, indicating the strong potential of electronic control systems.

The Scania Retarder was introduced in 1993, becoming the first system of its kind with automated downhill speed control and with the retarder function integrated in the brake pedal.

In 1994, large-scale field tests on trucks started on Scania Opticruise. The automated gearchanging system was presented to the press at an event in Angers, France in December. The public launch took place one year later in conjunction with the introduction of the Scania 4-series trucks. The 8-speed version was introduced on the bus and coach range launched in 1997.

2000s: By the turn of the millennium, Scania Opticruise had established itself as the best-selling automated gearchanging system in the market. Continuous improvements were made, with significant steps taken to refine the gearchanging strategy in conjunction with the introduction of the R-series in 2004, the new gearbox generation and Euro 4 engine range in 2005 and the new Euro 5 EGR engine platform in 2007. A 12-speed version for buses and coaches followed on the new bus and coach generation introduced in 2006, including optional overdrive. The fully automated version became the only option from the introduction of new Scania Opticruise in late 2009.

Scania’s new hybrid powertrain is the result of a five-year research programme conducted at the Scania Technical Centre in Södertälje, Sweden. The development of the new technology is based on an overall perspective of the public transport system, including the need to attract more passengers. The new series hybrid powertrain opens numerous opportunities to improve the attractiveness of future city buses.

Series hybrid

Feasibility studies showed that a series hybrid platform is suitable for intensive urban operation with stop-and-go driving due to the high degree of regenerative braking. This results from the powerful electric propulsion motor, which supplies all the propulsion power but also regenerates a large proportion of the energy when the vehicle is braking.

The main components of the powertrain are shown in the following figure. The engine is a regular Scania diesel-ethanol engine.

A powerful electric generator is mounted on the engine. A similar unit is powering the rear axle, doubling as a motor for propulsion and generator for braking. In addition there are auxiliaries that are driven mechanically or electrically.

Extensive real-life testing

The series hybrid powertrain will be subjected to extensive operational trials in six conventional 3-axle, 13.7-metre Scania OmniLink city buses with Scania diesel-ethanol engines.

The series hybrid powertrain has been installed in place of the standard engine-gearbox assembly, and energy storage is integrated in a module on the roof.

The two-year trials will take place with partial support from the Swedish Energy Agency in collaboration with Stockholm Public Transport (Storstockholms Lokaltrafik SL) – the regional public transport authority in Stockholm – and Swebus, the operator. Concurrently with these operational trials, further feasibility studies are being conducted on future bus concepts.

Flexibility with series hybrid powertrain

A series hybrid powertrain is characterised by the fact that there is no mechanical connection between the engine and the propulsion motor. This gives considerable freedom in vehicle design and packaging for future bus concepts. Powertrain components can be located almost independently of each other, for example to optimise weight distribution and passenger space.

The Scania Hybrid Concept bus launched in 2007 was built to assess public interest in a new design concept for city buses combined with hybrid-electric propulsion and has since then served as a rolling laboratory. Powertrain components are located on top of each other at the very rear of the bus, with energy storage and auxiliary functions integrated in the roof structure, which liberates space for an uncluttered passenger module that forms the middle section of the bus. The driver’s station on top of the front axle forms its own module at the front.

With the wheels located at each corner and all-wheel steering, this bus has exceptional manoeuvrability, virtually without any swept areas when cornering. The modular build opens up for new types of city buses with fast and easy entry and exit and high passenger appeal. The modules are equally suitable e.g. for double-deckers and airport buses, as well as some potential new truck concepts, e.g. for refuse collection and urban distribution.

Powertrain design brief

The design brief for the series hybrid powertrain include the following factors:

• Improved fuel economy and emissions in urban stop-and-go operation of some 25 percent.
• Added comfort with smooth stepless acceleration.
• Diesel engine used for power generation adapted to operate on ethanol with high efficiency.
• Ethanol operation cuts fossil CO2 emissions by up to 90 percent.
• High-output powertrain with good performance adds to driver appeal.
• Storage module (supercapacitors), heating and ventilation and electrical air conditioning all roof-mounted.
• Powertrain equally suitable for biogas or natural gas engine, for which tank space is available on the roof, as well as for potential future propulsion concepts such as advanced engines, batteries and fuel cells.
• Uptime and quality guaranteed through exclusive use of components designed for heavy-duty operation.
• The powertrain concept is to be commercially viable both for Scania and its customers.

Power and performance

To match the high power and torque of the Scania engine, high-output electric motors/generators had to be chosen. The electric propulsion motor provides full torque (2750 Nm) from start and the drive is completely stepless. The energy storage module featuring supercapacitors is also designed for high output and high cycle efficiency.

Besides the axle gear, no additional reduction gears are required due to the wide operating range of the propulsion motor (0-2400 r/min, full torque from start). Acceleration is only dependent on the output of the electric propulsion motor and hence independent of the power provided by the internal combustion engine.

The operation of the propulsion engine has been optimised for maximum efficiency, minimum noise and minimum emissions instead of a trade-off between various parameters.

The efficiency of the generator is typically more than 90 percent, peaking at over 94 percent. The engine operates according to the diesel principle with a typical efficiency of between 40 and 45 percent. The efficiency of the propulsion motor is similar to the generator and slightly lower at very low speed.

Compared to conventional buses, overall fuel savings of some 25 percent can be achieved in urban operation as a result of the regenerative braking and optimised engine operation.

To live up to Scania customers’ expectations regarding product quality, the com¬ponents including the energy storage module have a design life comparable to that of the vehicle, i.e. a full 10-15 years. The components also have low maintenance requirements. Driving auxiliary systems electrically provides significant advantages. Robust electric solutions for auxiliaries like air conditioning, power steering and air compressor are likely to be in large-scale production within a few years.

Technical highlights of Scania’s series hybrid powertrain

For more information and images:
Go to www.scania.com/media/hybrid/ for the media site.
Contact: Marcus Wik, Bus Predevelopment,
tel. +46 70 7781968, email marcus.wik@scania.com.

Hauliers have to keep down rising fuel costs at the same time that they maximise efficiency and maintain safety. Driving style is crucial in achieving this, accounting for as much as 40 percent of a haulier’s costs. Well-trained drivers can help the company save large sums by using a gentler, safer driving style while also reducing the vehicle’s environmental impact.

Scania Driver Support is a useful support to drivers who are trying to achieve a more economical driving style. The system continuously analyses data from various sensors on the vehicle to monitor the driver’s performance.

“Scania Driver Support encourages all drivers to improve their driving,” says Claes Åkerlund, the man in charge of Scania’s global driver training. “The best results are achieved if use of the system is combined with thorough driver training. Then drivers will more easily embrace the advice they get and will find it easier to maintain their improved driving style.”

During a road trip, Scania Driver Support serves as a computerised personal coach that evaluates events along the road and provides suggestions for improvements in the following areas: hill-driving, brake usage, anticipation, and choice of gears.

After each trip, Scania Driver Support can provide a summary of a driver’s techniques as well as advice on training needs.

On display. The Scania Driver Support system analyses the performance of the driver and suggests how to further improve driving.

A challenge. Field test driver Lars Åström says he works to get the highest possible rating from Scania Driver Support system.

Related content

Visit the new Scania R-series website
View new Scania R-series videos at Youtube

Five years after its launch, the top-of-the-line Scania R-series is receiving a new and more dynamic frontal styling as well as other exciting external styling touches.

Faithful Scania customers will feel at home, but will also be struck by the many improvements. And the improved fuel economy will be much appreciated. With the new R-series, Scania continues a valued tradition.

Additionally, the new optimised chassis layout with rear-mounted batteries gives customers maximum flexibility in terms fuel capacity and on-frame storage.

The bigger Scania logotype boosts the Scania identity.

The grille has considerably larger openings between the more distinct horizontal bars, accentuating the Scania identity and admitting more air into the radiator and the engine compartment, securing a higher cooling capacity.

The frontal styling is sharper, with more pronounced horizontal lines, reinforcing the Scania identity.

The aerodynamic shape of the side-skirts improves fuel economy by 0.6 percent.

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What are the key styling updates of the R-series?

What are you most proud of?
“That we have taken an already familiar cab – the R-series – and given it a whole new life. We have managed to combine a sharper look with improved cooling, aerodynamics and other functional aspects. At the same time we have created a new level of quality in the interior, closer in style to a luxury car. It is a truck to make a driver proud.”

What were your guiding principles during the development?
“To renew and reinforce. We also worked on improving aerodynamics to increase the fuel efficiency. At the same time we wanted to create an aesthetically attractive styling, keeping and reinforcing the Scania look. In the interior we wanted to enhance the premium feeling of the cab while making the truck safer, easier to drive and more comfortable.”

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Visit the new Scania R-series website
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Critical assignment. Driver Thomas Wolf is on the job, field testing the functionality of the Scania R 620.

For two years, Thomas Wolf has been field testing a partly new product for Scania. His experience has led to many improvements during development. Driver opinions are valuable, and Wolf himself has enjoyed his role as a link to Scania’s product developers.

Wolf, who is employed by haulier Guyan AG Schiers in Switzerland, has been assigned to field test a Scania R 620 over a two-year period to evaluate its new functionality and the cab’s interior fittings. His opinions are conveyed to Scania’s development engineers, who re-evaluate and adapt the product.

Interviewing the test driver

Today Wolf is meeting Scania field test engineer Lars Johansson at Scania Schumont AG, a dealership in the small village of Rüthi. Here, with livestock grazing nearby, Wolf and Johansson can converse without interruption.

“Do you like the feel when you open and close this new storage box next to the driver’s seat?” Johansson asks.

“Yes, I do, but it would be better if it could stay open so that I can read an address or peek at a map while driving,” Wolf replies. Johansson notes these opinions in his computer.

When Wolf’s boss asked him if he wanted to be a test driver, Wolf was both surprised and pleased. He had worked at the company for less than a year.

“This assignment is an honour,” Wolf says. “It shows that my boss has confidence in me.”

Related content

Visit the new Scania R-series website
View new Scania R-series videos at Youtube