OEM Off-Highway July/August 2015

ALTERNATIVE ENERGY COVERAGE ONLINE: CNG: 12090758 | Propane: 12090765

www.oemoffhighway.com

JULY/AUGUST 2015

Innovative product development solutions for mobile OEMs

The

Issue

24

LECTRIFICATION: Trucks enter E the electric age

12

E MISSIONS: Stricter emissions targets arriving in Europe

28

LECTRIFICATION: Make idle E time profitable

16

. NGINES: The engines E of China

32

E FFICIENCY: Autonomous operation goes mobile

20

NERGY: Working under E pressure

36

E MISSIONS: A race to the starting line

OOH0715_01_Cover_NoLabel.indd 1

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Advert Advert

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Virtual Virtual Test Test Drives Drives for for Everyone Everyone

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The challenge: Test scenarios not available The challenge: Test scenarios not available Validating ECU functions in realistic test scenarios during the Validating ECU functions in realistic test scenarios the early stages of development is becoming a moreduring common early stages of development is becoming a more common practice. Simple unit tests do not provide enough coverpractice.

Simple unit tests not providedriver enough coverage anymore, especially fordo safety-critical assistance age anymore, especially for safety-critical driver assistance functions which, by nature, are networked with many other functions are networked withmust many other systems. Inwhich, cases by likenature, this, function developers test the systems.

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The idea: Virtual test drives The idea: Virtual test drives The pragmatic approach takes the environment simulation The pragmatic approach the testing environment simulation models that already existtakes for ECU and reuses them models that already exist for ECU testing and reuses them ® on the developer PC. dSPACE VEOS is the bridge between ® on the developer PC. dSPACE VEOS is the bridge between these two worlds. It lets function developers perform virtual these two worlds. whenever It lets function virtual tests of functions theydevelopers want to soperform that they can tests of functions whenever they want to so that they can easily test many different environment scenarios. This holds easily test many different environment scenarios.

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It also makes reproducing virtual testat drives much easier, which is makes reproducing virtual test drives much easier, which is useful for checking a corrected function. VEOS also includes useful for checking a corrected function.

VEOS also includes established error analysis methods such as debugging and established errorwhich analysis suchinasreal debugging and code coverage, aremethods not possible test drives.

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One example: Developing complex intersection asOne example: Developing complex intersection assistant functions sistant functions Performing automated tests of intersection assistance funcPerforming automated tests of intersection assistance functions on a hardware-in-the-loop simulator involves constructtions on a hardware-in-the-loop simulator involves constructing many test scenarios that describe the exact traffic situaing scenarios that describe the traffic exact traffic situationsmany (the test course of the road, how many participants tions (the course of the road, how many traffic participants there are there, what the roadside looks like, etc.) to test all there are there, what roadside looks like,function etc.) to test all the participating ECUsthe in detail.

With VEOS, develthe participating ECUs in detail.

With VEOS, function opers can take the relevant function algorithms thatdevelwere opers can take the relevant function algorithms were developed in Simulink or AUTOSAR and simulatethat them in developed in Simulink or AUTOSAR and simulate them in interaction with these environment models. VEOS provides interaction withfeatures these environment models.

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OOH0715_2-5_TOC_SJ2_dh2_MEF.indd 2

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RELIABLE. THIS IS

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CONTACT YOUR LOCAL YANMAR DISTRIBUTOR TODAY. oemoffhighway.com/10056323

OOH0715_2-5_TOC_SJ2_dh2_MEF.indd 3

7/29/15 4:28 PM

TA B L E OF CON T EN T S: VOLUME 33, NO.5 | JULY/AUGUST 2015

TM

32 EFFICIENCY

Technology Breakdown

sing existing U technologies in its product portfolio, one component manufacturer develops a concept truck capable of remote operation via a mobile app.

Autonomous operation goes mobile 32 Cover image: The ZF TraXon Hybrid transmission collects and stores energy for full-electric driving capabilities during remote operation of the ZF Innovation Truck.

Search: 12090519

FEATURES 12 EMISSIONS

Engine System: Stage V

Europe’s latest round of emissions legislation will introduce a PM number limit, requiring many engine manufacturers to reevaluate their aftertreatment system designs.

12

Stricter emissions targets arriving in Europe

Search: 12090654

16 ENGINES

Market Forecast

S uppliers of industrial diesel engines expect China’s future market prospects to be lukewarm.

Beijing

China

16 Copyright © Free Vector Maps.com

The engines of China Search: 12092607

20 ENERGY

Fluid Power System: Hydraulic & Pneumatic Hybrids

An update on the current and future hydraulic and pneumatic hybrid market.

20

Working under pressure Search: 12092786

24 ELECTRIFICATION

Technology Breakdown: Battery-Powered Trucks

Development of a battery-electric system for heavy-duty trucks offers fleets the potential to reduce emissions and operating costs.

Trucks enter the electric age Search: 12086516

24 4

OEM Off-Highway | JULY/AUGUST 2015

OOH0715_2-5_TOC_SJ2_dh2_MEF.indd 4

7/29/15 4:28 PM

EDITORIAL ADVISORY BOARD IN EVERY ISSUE Editor’s Notebook

6 Connected: An editor abroad Search: 12093834

Economic Outlook

8 Stronger second half expected for U.S.

oemoffhighway.com/economics

Off-Highway Heroes

40 Compact excavators

nable to transition the cableU operation of excavators into a compact version, a different design was used involving a bucket mounted to a universal joint at the end of a dipper stick.

Search: 12092848

41 Advertisers’ Index

FEATURES (CONT’D) 28 ELECTRIFICATION

Drivetrain System

Make idle time profitable

n all-electric hybrid propulsion A system allows vehicles with stopstart duty cycles to reduce engine operation and gain upwards of 30% in fuel savings with emissions reduction to boot.

Search: 12092852

36 EMISSIONS

GHG Reduction

art one of the emissions reduction P strategy may be completed with system implementation underway, but the reduction expectations of the government are far from over. Search: 12092737

A race to the starting line

Online Exclusives    www.oemoffhighway.com

Craig Callewaert, PE Chief Project Manager

Volvo Construction Equipment

Jules Carter

Chief Engineer – Innovation & Hybrids

GKN Land Systems

Roy Chidgey

Putting theory into practice

Business Segment Head, Minerals Projects and Global Mobile Mining

By applying mathematical theory and leveraging unique atomic structures, an engineer creates a fuel injector magnetostrictive transducer for true variable rate fuel injection.

Siemens Large Drives US

Joshua David Consultant

Ricardo Strategic Consulting

Search: 12093496

Andrew Halonen Sales Engineer

CNG for the long haul

Eck Industries, Inc.

Improvements to features such as weight and capacity of CNG storage systems are contributing to its advancement as a viable fuel source for fleets.

Terry Hershberger

Director, Sales Product Management, Mobile Hydraulics

Bosch Rexroth Corp.

Search: 12090758

Tracy Kiser

The transportation solution for environmental sustainability

Cummins Inc.

Off-Highway Marketing Communications Manager

As more people around the world seek a better, cleaner, more productive and sustainable future, companies in the vehicle sector see an opportunity to leverage their expertise to lend a hand.

Mike Mackool

VP Sales & Marketing

Torsion Control Products

Alistair McLelland

Vice President Marketing, North America

AGCO

Search: 12094016

Doug Meyer

Propane’s evolution into the offhighway market

Use of propane as an alternative to diesel is gaining traction in more markets, including heavier duty off-road applications.

Search: 12090765

Global Director of Construction Engineering

John Deere

Matt Rushing

Director, Product Management, Global Electronics, ATS and Global Engines

AGCO

Allen Schaeffer Executive Director

Diesel Technology Forum

36

Keith T. Simons

President – Controls Products

OEM Controls, Inc.

Simone Stier

Promotion and Communication

Liebherr-Components AG

Bob Straka

Business Development Manager, Transportation

Southco, Inc.

Charlie Throckmorton

WHAT DOES SEARCH: 12345678 MEAN?

Principal Applications Engineer

Each article, product and advertisement found in OEM Off-Highway’s pages has a unique 8-digit code that can be entered into the search bar found at the top of www.oemoffhighway.com.

By searching for the unique number, you will be instantly taken to that specific piece of content online where you can find more images, online exclusive sidebars, related products and videos, and more!

OEM Off-Highway | JULY/AUGUST 2015

OOH0715_2-5_TOC_SJ2_dh2_MEF.indd 5

Danfoss

John Treharn

Vice President Business Development HYD GROUP

Parker Hannifin Corp.

5

7/29/15 4:28 PM

EDI T OR’S NO T EB O OK www.oemoffhighway.com/12093834

®

Connected: An editor abroad At this very moment, I find myself writing the Editor’s Notebook from a hotel room in Paris, France. As of a week ago, I didn’t even

have the trip on my calendar, but last minute travel isn’t completely uncommon for the job. With the last minute travel arrangements and hectic events that got

me to my hotel room, it reminds me of how accessible and connected the world has become, and how strange it is that I’ve already come to expect it.

It took me approximately 10 minutes to get technologically prepared for the

trip. A quick log-in to my phone carrier account to add a Global Package ensured my phone never skipped a beat when it crossed the Atlantic. A call to my bank

ensured my credit card wouldn’t be denied at the cafe this afternoon. And, with

a simple check of my airline’s app, I was able to track the connecting flight that I

very nearly missed. One humbling sprint through two concourses, a vow to start

using my elliptical again, and an awkward and breathless flag down to the atten-

dants about to close the door to the jet bridge, and I was on my way to Paris. One more quick check of the airline’s app ensured that not only had I made my flight, but so had my luggage.

But I also remember that it really wasn’t that long ago when an international

trip meant calling cards filled with minutes to make from pay phones, travelers

checks to exchange for cash, and printing off your travel pictures when you got home to show your friends and family.

It’s these same connectivity luxuries that we’ve now come to expect with our in-

teractions with all technology. Does it make my life easier? Does it help me accomplish my task faster? If it doesn’t offer a convenience or service, what’s the point?

The expectation of the owner/operator has shifted permanently to high tech,

interactive connectivity features through telematics and GNSS systems coupled

together with on-board sensors and data acquisition systems. We all now know the term Big Data—used to describe the inundation of data gathered from the vehicle during its operation coupled with other data sources—and the hope that collecting all of these terabytes of information will eventually bring to light new oppor-

tunities to add value to the vehicle’s design, manufacturing process, performance and functionality.

IN THE NEXT ISSUE

SEPTEMBER »Big » Data: Where are we now? »Vehicle » Automation »Object » Detection Systems »CNG » for Mining »Smart » Haul Trucks »Hydraulics » for Fuel Savings »Pump » & Motor Spec Guide

6

Beyond the ease of interaction be-

tween human and machine, technology has established a new level of expec-

tation for smart machine performance

within the vehicle itself. In this issue you’ll find several examples of smart technologies and systems bringing new levels

of optimization to overall performance, as well as more forward progress in the world of vehicle automation. |

Published by AC Business Media Inc.

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OEM Off-Highway (USPS 752-770; ISSN 1048-3039 print; ISSN 2158-7094 on-line) is published eight times per year: January/ February, March, April, May/June, July/August, September, October and November/December by AC Business Media Inc., 201 N. Main Street, Fort Atkinson, WI 53538. Periodicals Postage paid at Fort Atkinson, WI and additional entry offices. POSTMASTER: Send address changes to: OEM Off-Highway, PO Box 3605 Northbrook, IL 60065-3605. Printed in the U.S.A. Canada Post PM40612608. Return undeliverable Canadian addresses to: OEM Off-Highway, PO Box 25542, London, ON N6C 6B2.

Volume 33, No. 5, July/August 2015

OEM Off-Highway | JULY/AUGUST 2015

OOH0715_6-7_Editorial_SJ_MEF.indd 6

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We Modeled Our New Water-Cooled Engine After The Sleekest Machine In The World.

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It’s also the first industrial diesel engine to have a Bosch Off-Highway common rail fuel injection system for amazing power and fuel efficiency in a wide load and speed range.

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7/29/15 3:56 PM

ECONOMIC OU T L O OK

www.oemoffhighway.com/economics

Stronger

second half expected for U.S. The U.S. economy clearly rebounded during the second quarter, with stronger

consumer spending leading the way. Additional strengthening will emerge during the second half of the year. Then again, extractive and commodity oriented sectors face much grimmer prospects.

Of late the Greek crisis has overshadowed almost everything in Europe. The stakes remain high, but the risks now are less than several years ago. Rhetoric aside, most parties have been quietly preparing for the real possibility of Greece exiting the Euro.

Go to oemoffhighway.com to sign up for our monthly ECONOMIC NEWSLETTER!

•• The 0.8 point gain matched that of

118

•• This is further evidence the

116

8

OEM Off-Highway | JULY/AUGUST 2015

OOH0715_08-11_Econo_DH_SJ.indd 8

economy is rebounding from the early year slowdown.

120.8%

121

•• The index recorded a strong gain April.

Senior Economist at C3 Statistical Solutions, at scrane@c3stats.com.

122

120

in May.

122.3%

120.0%

121.5%

121.1%

121.0%

Jan '15

Feb

120.3%

119

117 Actual index (2004=100)

U.S. Leading Indicator:

QUESTIONS? Contact Steven Crane,

123.1%

123

115 114 0

Oct '14

Nov

Dec

Mar

Apr

May

Editor’s Note: Please note that this chart has been modified on the Y-axis to show the trend more easily.

7/29/15 3:56 PM

U.S. Total Industrial Production:

Housing Starts:

•• Production overall and in the

•• Single-family starts fell 5.4% in May. •• This retreat was not surprising given the

manufacturing sector both declined 0.2% in May. a monthly advance during 2015.

1.0

•• These revised historical data show

stronger performance than originally

15

Millions of single-family units, seasonally adjusted annualized rates

0.8 0.71

0.70

3.5% 3.1%

since the end of last year.

reported over most of 2013-15.

4.5%

2.9%

•• Volume was up a cumulative 11.4%

forward as the recovery in housing lumbers on.

slightly better, with modest gains during March and April.

3.75

made 10 consecutive months of advance.

•• Modest growth is expected going

•• Manufacturing has done only

Annual % change in quarterly averages

•• Construction rose 1.5% in May; this

weather-driven recovery the previous month.

•• Overall production has yet to record

5.00

Private Nonresidential New Construction:

Annual % change in quarterly averages

13.5%

0.74

0.76

0.80

0.78

12.7%

0.81

12.0%

12

0.64

0.6

9

0.4

6

0.2

3

8.7%

2.50 1.6%

1.25

1.6% 1.1% 0.7%

0.00

Dec ’14

Mar ’15

Jun

Sep

Dec

Mar '16

Jun

Sep

0.0

Dec ’14

Mar ’15

Jun

Construction Machinery, New Orders:

Mar '16

Jun

•• May orders were down a near

•• Real shipments were effectively

•• The first five months of 2015

•• This made eight consecutive

0

Dec ’14

Mar ’15

Jun

Sep

Annual % change in, 12-Month moving total (1982 Dollars)

Jun

Sep

up 0.7%, with the highway/street component being a major contributor.

•• In contrast, notable declines occurred in

transportation and sewer/waste activity.

•• The revisions back through 2013 had a

modest positive effect on the historical pattern of these data.

forecast bounce traces mostly to weak year-ago benchmarks.

10

5

4.9%

Annual % change, in 12-Month moving total (1982 Dollars)

3.2%

0

20

Mar '16

1.0%

•• Overall public construction crept

•• No true recovery is in sight; the far

but not all of the ground lost during the first quarter.

Dec

1.2%

Total Public New Construction:

months with volume at extremely depressed levels.

•• This growth has recovered much,

22.9%

Sep

stable in May; they rose 0.4%.

revealed a slowing in the upward trend in place since early 2013.

23.7%

Dec

2.9%

Farm Machinery & Equipment Shipments:

meaningless 0.7%.

25

Sep

5.4%

4

3.7%

-10

16.3%

2.9%

3

15 12.9%

-20

10

-17.8%

2.3%

-20.4%

-30

2

-27.0%

-28.6%

2.0%

-32.5%

4.5%

5

4.7%

4.4%

Annual % change, in 12-Month moving total (1982 Dollars)

-37.4%

-40 2.4%

0

Dec ’14

Mar ’15

Jun

Sep

Dec

Mar '16

Jun

Sep

-50

1

-48.9%

Dec ’14

Mar ’15

Jun

Sep

Dec

Mar '16

Jun

Sep

0

Dec ’14

Mar ’15

Jun

Sep

Dec

Mar '16

Jun

OEM Off-Highway | JULY/AUGUST 2015

OOH0715_08-11_Econo_DH_SJ.indd 9

0.9%

0.7%

0.6%

Sep

9

7/29/15 3:56 PM

ECONOMIC OU T L O OK

www.oemoffhighway.com/economics

Heavy-Duty Truck Shipments:

Defense Industry, New Orders:

•• May shipments were off 1.2%.

•• This was the first monthly decline

•• Defense orders rebounded 4.5%

this year.

•• For such a volatile data series, this is

nine year high volume level.

•• It provides no real insight into

25

20 Annual % change, in 12-Month moving total (1982 Dollars)

16.7%

15 17.2%

10

5.2%

5

0

4.7%

Mar ’15

Jun

Sep

Dec

Mar '16

-0.3%

-5 0.4%

0.2%

Jun

Sep

-10

Dec ’14

Mar ’15

Jun

-8.3%

Sep

Dec

Mar '16

Jun

Monthly index

2.0%

2.0 1.8%

Jun

Sep

Dec

Mar '16

Jun

Sep

unchanged in May.

offset a 0.4% gain in manufacturing.

•• Going forward more stable and

moderate growth is expected in the German industrial sector.

2.5

Annual % change in quarterly averages

2.2%

2.1%

2.0%

2.0% 1.8%

1.3%

1.3%

1.5

1.3%

1.0%

100.37

100.3

Mar ’15

2.0

100.53 100.44

Dec ’14

1.7%

1.5

1.0

Annual % change, in 12-Month moving total (2003 Dollars)

-34.7% -34.5%

•• A big decline in construction activity

Annual % change in quarterly averages

1.8%

100.8 100.61

-28.5%

•• Overall industrial production was

struggle and will lag the overall UK economy.

1.9%

100.72

-25.8%

Industrial Production, Germany:

•• Manufacturing will continue to

100.9

100.67

-35

the second consecutive substantial decline.

signal about Euro area economic growth.

100.71

Sep

•• Manufacturing fell 0.6%; this was

•• This indicator is sending a positive

101.0

-9.0%

was driven by strong oil and gas production.

level since 2011, when it was in decline.

100.32

-14.5%

-25

•• Total production rose 0.4%, but this

•• This put the index at its highest

100.4

-15

Industrial Production, United Kingdom:

in the leading indicator during May.

100.5

-4.3%

-30

•• There was a minimal upward move

100.7

-3.5%

-3.5%

Euro Area Leading Indicator:

100.6

-5

-20

0

Dec ’14

0

-17.3%

10.4%

5

very depressed range experienced during 2009-10.

-10

9.2%

8.4%

15

10

•• May 2015 order volume was in the

when this series will break out of its volatile but flat pattern.

20.5%

16.6%

biggest monthly change in three years.

a modest move.

Annual % change, in 12-Month moving total (2003 Dollars)

23.4%

••Bad got a lot worse during May. •• Real orders plunged 22.6%, the

during May.

•• The decline came off of a nearly

20

Mining, Oil & Gas Field Machinery New Orders:

1.0

0.9%

0.5

100.2

0.5

0

Oct Nov Dec Jan Feb Mar Apr May '14 '15 Editor’s Note: Please note that this chart has been modified on the Y-axis to show the trend more easily.

10

0.1%

0.0

Dec ’14

Mar ’15

Jun

Sep

Dec

Mar '16

Jun

Sep

0.0

Dec ’14

Mar ’15

Jun

Sep

Dec

Mar '16

Jun

Sep

OEM Off-Highway | JULY/AUGUST 2015

OOH0715_08-11_Econo_DH_SJ.indd 10

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Off-highway engines by MTU. Tougher—whatever the conditions.

All around the world, off-highway operations face extreme conditions every day. It’s a good thing they can depend on MTU drive systems in any situation. The MTU Series 1000-1600 engine lineup offers unmatched performance, all while meeting EU Stage IV/EPA Tier 4 final requirements and achieving significantly low fuel consumption. Trust the best for the toughest jobs in the world—anytime, anywhere. www.tougher-whatever-the-conditions.com

Series 1300

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OOH0715_08-11_Econo_DH_SJ.indd 11

7/29/15 3:56 PM

ENGINE S Y S T EM: S TAGE V

EMISSIONS

www.oemoffhighway.com/12090654

Stricter emissions targets arriving in Europe

by Sara Jensen

Europe’s latest round of emissions legislation will introduce a PM number limit, requiring many engine manufacturers to reevaluate their aftertreatment system designs.

On September 25, 2014, the

19 to 560 kW range. However,

released its proposed Stage V

yet finalized there is a chance

European Union (EU) Commission emissions regulations for internal

combustion engines installed in nonroad mobile machinery (NRMM). The regulation is currently set to go into

effect at the beginning of 2019; when it does, Europe will have the strictest emissions regulation to date.

Under Stage V, all previously

unregulated engines below 19 kW

and above 560 kW will now also be

required to reduce emissions output.

One of the reasons for this expansion of covered engine ranges was the EU’s findings that some member states were still not meeting the

emissions reduction targets put forth by the ambient air quality directive.

since the regulation is not

that limit value could change, though most manufacturers believe it will stay as is. With the introduction of the PN

limit, it will now be necessary to use a diesel particulate

filter (DPF) in order to meet

the emissions regulations. This

is because the closed channels of a particulate filter are capable of

the channel’s porous walls, says

Deutz has announced its engines in the 2.9 to 7.8 liter cubic capacity range are already compliant with the proposed Stage V emissions regulations.

Marketing & Product Management

developed the EcoFit Single Stage

accumulating PM while allowing the

remainder of the gas to flow through Federico Gaiazzi, Vice President of for FPT Industrial.

Bryden Clewlow, Director of Cum-

Cities in particular are having diffi-

mins Off-Highway Sales, Europe, says

due, in part, to the fact that more

require the removal of 99.9% of PM

culty meeting the emissions targets compact equipment is used in these areas that generally have smaller

engines which are not yet regulated.

The biggest change associated

with Stage V is the introduction of a

particle matter (PM) number limit in

addition to the PM mass limits, which will be tightened from 0.025 to 0.015

from emissions and can only be

together with selective catalytic reduc-

accomplished using a DPF due to its ability to trap ultra-fine particulates down to 23 nm (nanometers) in

diameter. “No other type of exhaust aftertreatment can achieve this

degree of PM capability,” he says.

Clewlow says a key driver for

the particle number (PN) limit would

of needing to use a DPF. To accomplish

be 1x10 kWh for engines in the

12

-1

INTERMAT 2015 (read more, 12067173).

The EcoFit module combines the emis-

Cummins’ Stage V development

12

was introduced earlier this year at

the Stage V regulation will effectively

g/kWh for some engine categories.

As the regulation currently stands,

Module aftertreatment system which

program was to minimize the impact this, Cummins Emissions Solutions

sions capability of a DPF to remove PM

tion (SCR) for NOx removal into a single unit, explains Clewlow. It is up to 60% smaller and 40% lighter than current

combined SCR and DPF systems on the market. “The Cummins EcoFit Single Stage Module introduces a far more

efficient emissions removal capability while significantly reducing the pack-

aging envelope compared to separate DPF and SCR systems,” he says.

“The overall engine and aftertreat-

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ment installation envelope will be re-

engine ranges, those powered by

minimize this, says the commission

that at Stage IV,” he adds. The engine’s

natural gas and biofuel—will also

with those introduced in the on-road

duced in size at Stage V compared to

electronic interface with the

machine will remain the same, and the smaller

engine and aftertreat-

ment package means

heat rejection will not

increase and thus not require additional cooling compo-

nents. “With this

system, no significant changes will need to

be made to the engine

in order to meet the par-

ticulate count requirement,”

says Clewlow.

Gaiazzi says FPT will continue

to use the SCR only strategy it’s em-

ployed to meet the previous regula-

DEUTZ CORP.

tions. He notes the company’s HI-eS-

fuels other than diesel—including

in its proposal. The PN limit is in line

now be regulated. In-use testing

sector by Euro 6.

provisions will be introduced for

the first time for NRMM engines, as

Deadlines will be key

as they’re being used in a piece of

regulations, including the testing

well. The goal is to test the engines

Adoption of the final Stage V

machinery operated over its normal

duty cycles in order to get a more accurate picture of emissions output in

real-world conditions. Pilot programs to develop in-use testing procedures are currently under investigation.

Recent investigations into the

procedures, is slated for December 31, 2016. Once finalized, engines

between 0 and 56 kW and those over 130 kW will need to meet the regu-

lation by January 1, 2019 while 56 to 130 kW engines have a deadline of January 1, 2020.

health effects of diesel exhaust

Clewlow says Cummins initiated its

emissions and PM also prompted the

Stage V product development plan

which found the size of particles

the proposed 2019 deadline. “Within

EU to introduce the new regulation

have a significant contribution to adverse health issues. Implementing a

PN limit for Stage V is the best way to

over two years ago in order to meet the program we have factored in

extensive time to undertake concept installations and an extensive field

CR (high efficiency SCR) technology will be developed further, though,

and most likely have a particle filter

integrated into the SCR to meet Stage V and minimize impact to the layout of the aftertreatment system. “Our

aim with this is to make the evolution as cost-efficient for manufacturers as possible, reducing layout changes to

a minimum,” says Gaiazzi. “Therefore, no further investment is required from the vehicle manufacturer.”

Why a Stage V?

The commission states in its Stage V

proposal that engines used in NRMM account for roughly 15% of NOx and

5% of PM output in the EU. And while FPT INDUSTRIAL CO.

the previous regulations helped

reduce emissions, there were still

some shortcomings—such as certain

engine ranges not being covered and the legislation no longer reflecting the current state of technology—

which it aims to address with Stage V. As part of its efforts to cover more

FPT says its HI-eSCR technology will be developed further and most likely will have a particle filter integrated into the SCR to meet Stage V and minimize impact to the layout of the aftertreatment system.

OEM Off-Highway | JULY/AUGUST 2015

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13

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ENGINE S Y S T EM: S TAGE V www.oemoffhighway.com/12090654 test program,” he explains. “Our aim

and implement effective long-term

engines in advance of the Stage V

states CECE in its position paper.

is to have proven, production-ready

product development strategies,”

effect date and we are well on sched-

Igor de Liefde, EU Product Regula-

ule to achieve that.”

tions, Hitachi Construction Machinery

information, 10283874) other engine

Hitachi has been working closely

FPT INDUSTRIAL CO.

During INTERMAT 2015 (event

manufacturers displayed their readiness for the upcoming regulation,

as well. Deutz AG announced during the show its 2.9 to 7.8 liter engines

identified those engines at its booth

The FPT Cursor 16 engine is one of many which the company says will be ready to meet the Stage V regulations once they are finalized.

more, 12065583). According to the

main challenges for construction

made re-designs to a large portion

a “one size fits all” solution to meet

are already capable of meeting the

regulation as it currently stands, and with “Stage V ready” logos (read

company, because it had already

of its engine range from scratch and implemented the latest exhaust

aftertreatment technology, which

includes the use of a sealed DPF, its

engines already conform to Stage V.

While some engine manufacturers

have expressed their preparedness for the new regulation, there has

been some concern expressed by the industry on the length of the

transition period. The Committee for European Construction Equipment (CECE) says the transition period is

not sufficient enough for all manu-

facturers and the regulation should be approved by the end of 2015 or

early 2016 in order to provide enough time for the industry to develop the necessary technologies.

industry OEMs including the lack of the various applications the industry covers—many of which are niche

markets, the length of time required for machine re-designs, and timely availability of engines compliant

design specifications for Stage V

engines. Because the regulation is

not yet finalized, though, there is still time for changes to be made which

could affect the company’s ability to

complete its machine re-designs in a timely manner. “The introduction of Stage V will cause huge challenges

to have machine re-designs ready in time, but we are willing to take that

challenge,” says de Liefde. “However, we are [glad] that a slightly longer

transition period is being considered.”

He says a staggered approach

typically requires the re-design of

be most beneficial for OEMs who

installation of a new-stage engine a machine model which can take two to three years. For manufac-

turers who design machinery for

various applications, this can require significant R&D time and effort. And if the OEM is one which does not

manufacture its own engines, it is reliant upon suppliers to provide

information and prototype engines

in a timely manner, before the completion of the machine re-design.

CECE believes extending the transition

and machine pro-

on Stage V,

duction periods by

CECE states three

14

it receives timely information about

to the introductory dates for the

In its po-

CUMMINS INC.

with its engine suppliers to ensure

with the new regulation. CECE says

sition paper

Cummins’ recently introduced EcoFit Single Stage aftertreatment system is up to 60% smaller and 40% lighter compared to currently available combined SCR and DPF systems.

(Europe) NV, says that as an OEM,

six months—which is currently being

considered by the

EU—would make it

easier for manufacturers

to meet the emissions tar-

gets. “Only sufficient lead time

allows manufacturers to develop

various engine power ranges will develop a wide range of products.

CECE agrees, and supports the proposed 2019 and 2020 introductory

dates. However, it says any delay in

the legislative process or changes to

the staggered introductory schedule would prove challenging for manufacturers and approval authorities.

“It is very important that the

regulation reflects a proper balance of interests,” concludes de Liefde.

“We are aware of our responsibility

to contribute to improving air quality but it would be a waste of efforts if

machines meeting very stringent legal requirements are not bought by customers because they are too ex-

pensive or not able to be operated in an efficient or reliable way. It would cause less environmentally friendly

machines to remain in operation for a longer time, mitigating the intent of the legislation.” |

OEM Off-Highway | JULY/AUGUST 2015

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M A R K E T F OR EC A S T

ENGINE S

www.oemoffhighway.com/12092607

The engines of China Suppliers of industrial diesel engines expect China’s future market prospects to be lukewarm.

by Elmer Chen, Industry Analyst, GCiS China Strategic Research

Be

Figure 1: Market Breakdown by End-user Industry Manufacturing 2% Metallurgy 4% Water Power 5% Power 7%

China Marine 43%

Petrochemical 8%

Oil and Gas 9% Mining 10%

Construction 11%

Source: GCiS China Strategic Research

Over the last few years, the

slow growth is largely a result of

shaped by the shipbuilding industry,

engines market (which covers diesel

construction sectors, although none

resurgence, as well as sluggish but

growth of China’s industrial diesel

engines for engineering machinery like construction, mining, and oil

and gas equipment; marine; gensets; and downhole engines) has experi-

difficulties in the shipbuilding and

of the key end user industries are ex-

periencing impressive growth from a target product sales standpoint.

Growth rates are not expected to

enced a marked decline. According

rise dramatically in the foreseeable

Strategic Research, overall market

expected to level off after peaking

to a recent report from GCiS China

growth was just 4.3% in 2013 to RMB 112.7 billion (USD 18 billion). Industry insiders report that the recent

16

future, and while overall growth is

in late 2015, growth is expected to

remain at a higher equilibrium than

2013 levels. This trend will largely be

which is expected to make a brief

steady development across the majority of end user industries.

The market by product type Within the engineering machinery product segment market, foreign suppliers such as Caterpillar and

Cummins account for two thirds of revenue, despite selling a total of

400,000 fewer units. Engines within

OEM Off-Highway | JULY/AUGUST 2015

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sels, and offshore drilling platforms.

Similar to the engineering machinery product segment, multinational corporation (MNC) products are

more highly regarded within this

segment, and current growth figures show that overall foreign companies are growing twice as fast

as their domestic counter-

MAP OF CHINA BY FREEVECTORMAPS.COM

vessels, oil and gas development ves-

parts. Main participants in

this market, such as Wartsila

powerful low speed marine

engines, serving as the ship’s

primary engine. Foreign suppliers

participate in this market in a variety

Beijing

ways, including through local manufacturing, imports, licensing their engineering ma-

chineries are pri-

marily used within

the construction sector,

although mining and

oil and gas companies also rely on them for

technology to local companies or

entering into joint partnerships with

domestic companies. Diesel engines

as auxiliary power generator sources account for the remaining 25% of revenue within the shipbuilding sector.

Diesel engines used in land-based

new project devel-

generator sets are usually used as

of the slowdown

industries which require a steady

opment. As a result

within the construc-

tion and mining sec-

tors, sales of engineering

machinery diesel engines

will take a smaller portion of

total industrial diesel engine sales,

but will remain the largest product

segment within the market throughout the 2014-18 period.

While engineering machinery

will continue to be the dominant

demand for diesel engines in terms of value, the marine diesel engine

market will see the strongest growth within the market over the 2014-18 period. This is due to the sudden

influx of new purchase orders within this segment, particularly for trans-

port vessels, followed by engineering

backup power sources, primarily for supply of power, as well as institu-

that doesn’t take time off

tions which require reliable backup power. The size of this market is

much smaller compared with the previous two segments and is

shared by both MNC and domestic suppliers. Sales of land-based

generator sets are expected to grow slightly better relative to the overall

market due to the fact that there are

currently few alternatives for alternative power sources which can match the durability and fuel efficiency of

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diesel generator sets in China.

Tepid growth the largest Copyright © FreeinVector Maps.com end-user industries

While China’s power and petro-

chemicals sectors have experienced

OEM Off-Highway | JULY/AUGUST 2015

OOH0715_16-19_EnginesChina_SJ2_MEF.indd 17

performance

and MAN, primarily offer more

17

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M A R K E T F OR EC A S T www.oemoffhighway.com/12092607 Engineering Machinery Diesel Engine Marine Diesel Engine

healthy growth over the past several years and are not expected to slow

180,000

down, these two industries account

slower growth.

In terms of construction, housing

construction projects—particularly

residential complexes—have already

Market Size (RMB Bn)

and mining are experiencing much

slowed down significantly in most

cities in recent years, which has had

is still a significant level of invest-

18 to 20% in 2013 according to differ-

8%

100,000

6%

80,000 60,000

4%

40,000

0

gineering machinery. Although there

overall investment growth as high as

120,000

2%

20,000

a magnified effect on demand of en-

ment for real estate projects (with

10%

140,000

Growth Rate

such as shipbuilding, construction

12%

160,000

for only 15% of total diesel engine

sales in China, and larger industries

Diesel Gen Set Engine Downhole Diesel Engine

2013

2014

2015

2016

2017

2018

0%

Source: GCiS China Strategic Research Figure 2: Historical and Forecast of China’s Industrial Diesel Engine Market

ent sources) this does not translate

engines to mining equipment OEMs

seen a steep decline in China and

sel-powered construction machinery

will continue to plod along, but in

market to a deeper extent than any

over directly to sales of new die-

since much of this investment is for

ongoing projects, and the number of new construction projects actually contracted in 2014.

Similarly, sales to the mining

sector are also expected to be fairly

and diesel generators for on-site use large part the widespread mine clo-

sures mean that existing equipment will be freed up and transferred to

new sites, which undermines diesel engine sales growth.

over the past decade, and while

Growth will be led by shipbuilding, followed by oil & gas and industrial power

mining enterprises is significantly

market for industrial diesel engines

modest. China has shut down over

300 million tons of old coal capacity fixed asset investment in non-coal higher than that of coal-mining

operations—with investment in

For many years, the most important in China has undeniably been the

shipping industry. Sales within this

Widespread mine closures mean existing equipment will be freed up and transferred to new sites. non-metal mining leading the way

industry consist mainly of marine

increase—open pit mining practices,

number of diesel generator sets

in the first half of 2014 at a 13% (YoY) which require less downhole equipment, are more widespread within

this area. Sales of engineering diesel

18

diesel engines but also a significant which accounted for over RMB 47

billion in revenues in 2013. Although the shipbuilding sector has recently

globally, adversely affecting this

other end user segment, recovering growth within this industry will be

the primary driver behind the gradu-

al rebound in industrial diesel engine sales. Still, although this industry is expected to have a strong positive effect on target product sales, the

industry recovery will be short-lived, and market saturation and government-mandated consolidation will

bring shipbuilding capacity to a new low after the next 1 to 2 years.

Industry observers blame the

situation on an overcapacity in the global shipping fleet, a condition

which traces its origin back to the

2008 financial crisis. The length of time it takes to construct a large

oceangoing vessel means that there

is a lag between changing industrial output and the production of new

ships. Furthermore, in an attempt to

crack down on overcapacity-plagued heavy industries such as shipbuilding, a change in Chinese lending

policies towards shipyards has also had an effect, and loans are now

OEM Off-Highway | JULY/AUGUST 2015

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7/29/15 4:02 PM

more difficult to obtain, which has

continue to be infrastructure-cen-

the hardest.

these power infrastructure proj-

hit small- to medium-sized shipyards

tered, and the ambitious timeline of

Still, new ship orders have in-

ects necessitates the purchase of

creased significantly since early 2013.

new construction machinery and

According to China’s Association of

equipment. What we can expect to

the National Shipbuilding Industry,

total orders on hand increased to 131 million dwt by the end of December 2013, a 22.5% increase compared

see is a focus on renewable energy and creation of more efficient

power transmission networks, and

a continuing reliance on emergency

with a year ago. This growth has

continued through most of 2014, and between January and November of 2014 orders on hand have already

power sources and off-grid generating sets to mitigate power flux and localized shortages in the absence of a unified grid.

increased 27% compared with same

In sum, as the decade draws to a

period last year. However, GCiS

close, growth within the market is

slowdown in demand coming from

with China’s deliberate economic

expects that there will be a marked

expected to slow down in tandem

this end user industry. With global

cooldown, following a growth rate

shipping overcapacity and weak

spike over the next year. However, the projected 2018 equilibrium

ous growth of over 20% seems very

growth rate is expected to be higher

unlikely. These factors will obviously

than overall GDP growth as well as

have a very clear effect on demands

target market growth rates over the

for primary power marine diesel en-

past few years. Given cheap diesel

gines, as well as marine-based diesel

fuel costs and diesel engines’ robust

generators.

and fuel efficient nature, even with a

While significantly smaller than

high degree of downstream industry

the marine industry within this

consolidation, this industry is unlike-

market, the oil and gas, petrochemicals and power sectors are currently

ly to be negatively disrupted within the near future.|

growth and are fueled by stable

About GCiS China Strategic Research

experiencing the highest levels of

domestic demand and government Energy Agency predicting that Chi-

research and advisory firm focused

2035, there is an enormous financial

Since 1997, GCiS has been work-

on business to business markets.

na’s gas demand will quadruple by

sectors including industrial products,

way of tapping into and processing

China’s enormous shale gas reserve.

This will require expanded extraction effort to modernize existing facilities, for half a century.

In terms of China’s power in-

dustry, most of the development

within this sector has been and will

chemicals, resources, building and

constructions and a few others. This article is based on a recent research

Run with confidence using the power of John Deere engines. They deliver reliable uptime so you can focus on getting your work done — even in extreme off-highway conditions.

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report that GCiS published on Chi-

na’s Industrial Diesel Engine Market in 2014.

For more information, email:

research@gcis.com.cn or visit www.

GCiS.com.cn.

OEM Off-Highway | JULY/AUGUST 2015

OOH0715_16-19_EnginesChina_SJ2_MEF.indd 19

Experience ultimate uptime

ing with leading multinationals in

incentive to find an economical

many of which have been operating

delivered day after day

GCiS is a China-based market

sponsorship. With the International

operations, as well as a concentrated

UpTime

global shipping demand, continu-

19

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F L UID P O W ER S Y S T EM: H Y DR AUL IC & P NEUM AT IC H Y B R IDS

ENERG Y

www.oemoffhighway.com/12092786

Working under pressure

by Mark Kuhn and Joshua David, Ricardo Strategic Consulting

An update on the current and future hydraulic and pneumatic hybrid market.

On- and off-highway

using a hybrid powertrain. Hybrid

rate. Similarly, on-highway hybrid ve-

plished much in overcoming the

way sectors is most often applied

es, account for 0.1% of the 3.9 million

applications have already accomchallenges of meeting the latest

round of EPA and EU emission reg-

ulations, but they still face pressure to reduce emissions, especially

greenhouse gases (GHG) in the next wave of regulations. Reducing GHG

is accomplished primarily by burning less fuel. There are a variety of ways to accomplish this, one of which is

technology in the on- and off-high-

hicles, most of which are transit bus-

in niche applications that feature

vehicles expected to be produced

frequent stop/start drive cycles, such

in 2015. By 2025 Ricardo estimates

as front end loaders or refuse trucks.

hybrid market share to increase to

Ricardo estimates that only 0.2%

~4%. These market estimates include

of the nearly 4 million off-highway

a mix between battery, supercapac-

applications produced in 2015 will

itor, flywheel and hydraulic energy

feature a hybrid powertrain system

storage hybrid systems.

- excavators are the largest sub-seg-

Ricardo expects the largest

ment with almost 2% hybridization

hybrization growth activity to

take place in the European Union

followed by the United States. This

is due to higher fuel prices in the EU

(currently diesel is ~2.5x higher than the U.S.), which improves the return

on investment (ROI) and reduces the payback period. Ricardo’s total cost LIGHTNING HYBRIDS

of ownership studies show that typical on-highway customers expect a

payback within 3 to 5 years whereas an off-highway customer desires a

Who: Lightning Hybrids What: Hydraulic Hybrid (Parallel) Lightning Hybrids developed a hydraulic hybrid system which collects and stores energy during stops that is then used for vehicle acceleration in place of, or to assist the engine. Lightning Hybrids’ system is best suited for applications in which there are at least four or five braking events per mile, and for vehicles with a gross vehicle weight of 14,000 to 40,000 pounds. Currently there are about 50 of Lightning Hybrids’ hydraulic hybrid vehicles on the road in the U.S., UK, and India.

20

Another 50 are being manufactured now and will be on the road before the end of the year.

Key features: • Accumulator has a 15 year life—or the equivalent of one and a half million cycles • System enables vehicles to stop about 10 feet shorter • Lightning Hybrids’ system adds about 650 pounds to a vehicle, compared to an electric hybrid system which can add upwards of 1,500 to 2,000 pounds

• Parallel system is added directly onto a vehicle’s driveline and is transparent to the operator • Reduces fuel costs by up to 35% in heavy drive cycles • Telematics system that monitors efficiency gains, overall efficiency of the hybrid system, the number of vehicle stopping and starting events, as well as any error codes Contact for more information: info@lightninghybrids.com Source: Lightning Hybrids

OEM Off-Highway | JULY/AUGUST 2015

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1 to 1.5 year payback. The length of

fact, Eaton exited the North Ameri-

count incremental cost, maintenance

2013, citing fuel prices as one of the

the payback period takes into ac-

cost, productivity improvement, cost of capital and fuel costs.

Natural gas and diesel fuel costs

can hydraulic hybrid market in late primary reasons.

As previously mentioned, hybrid

powertrains take a variety of forms,

have a large impact on the financial

and up until now the focus of this

attractiveness of hybrid systems. In

article has been on hybrids as a

Who: Dana What: Hydraulic Hybrid (Series or Parallel) conventional drivetrain concepts, depending on vocational application and duty cycle.

• Tests of typical duty cycles have verified fuel savings of over 20% for a front-end loader and over 25% on a telescopic boom handler, with an expected payback in under 18 months for both applications.

• Capable of shutting off the diesel engine and accessing power captured in the accumulator for vehicle operations that consume low amounts of energy, such as inching, light working conditions, and low travel speeds

efficiency

The Spicer PowerBoost Hydraulic Hybrid System evaluates power levels needed, predicts operating demands, and determines the most efficient means of operation. As an adaptable, scalable, modular design, the Spicer PowerBoost Hydraulic Hybrid System fits into existing vehicle designs with minimal adaptation.

Engine sizes can also be reduced for power outputs ranging from 55 to 250 kW (74 to 335 hp) across a wide range of vehicle applications.

Key features: • Deployed through series or parallel hybrid configurations that fit into existing vehicle designs with minimal adaptation, the Spicer PowerBoost system supplements all types of transmission architectures.

• Reduces fuel consumption by 20 to 40% compared with

confirmed year after year

Visit www.dana.com/offhighway for more information.

Source: http://www.danaoffhighway. com/danaoffhighway/innovation/downloads/PowerBoostSystemBrochure.pdf

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OEM Off-Highway | JULY/AUGUST 2015

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F L UID P O W ER S Y S T EM: H Y DR AUL IC & P NEUM AT IC H Y B R IDS www.oemoffhighway.com/12092786 broad category. There has been a lot of attention recently

produced and widely commercialized. However, Exelis

economies of scale gained from the growing passenger

pneumatics knowledge from its defense and aerospace

surrounding decreasing battery prices, largely due to the car EV market. However, there are applications that are

better suited to non-electric hybrid solutions, which is why the remainder of this article will focus on pneumatic and hydraulic hybrid systems.

Both pneumatic and hydraulic hybrid systems rely on

storing kinetic energy using pressure vessels. Therefore

they both share similar benefits, such as reduced fuel consumption, reduced brake wear, and reduced emissions.

But what are the key differentiators between pneumatic

and hydraulic systems? Hydraulic systems have the associ-

is trying to change that by leveraging its high-pressure applications.

Parker, Dana and Lightning Hybrids believe hydraulics

are the best method to store energy. Lightning Hybrids’

focus has been on developing retrofit kits for medium-duty transportation and utility vehicles. Parker’s system requires

more integration due to its series hybrid architecture and is primarily targeted at the refuse truck market. Dana’s tech-

nology is being applied equally to both on- and off-highway applications.

So, while hybrid electric vehicle architecture is being

ated attributes of storing hydraulic fluid which is accompa-

widely applied in automotive applications, the menu of

cerns in the event of a hydraulic fluid leak. Weight not only

off-highway applications is varied and offers many interest-

nied by a weight penalty, and environmental/safety con-

impacts the fuel efficiency but also reduces the payload of the vehicle or machine.

Pneumatic systems require a multi-stage compression

system which potentially adds to system complexity. Ad-

ditionally, there has yet to be a system that has been mass

MANUFACTURING THERMAL SOLUTIONS

FROM PROTOTYPE TO PRODUCTION

IN T HE

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available hybrid architectures for heavy-duty on- and

ing technologies that can be equal to or even better than

the hybrid electric architecture, at potentially lower cost or better productivity and payback period. |

Who: Exelis What: Pneumatic Hybrid (Parallel) Exelis developed the first truly feasible pneumatic propulsion system, called the Hybrid Pneumatic Driveline (HPD). A unique compressor was engineered that absorbs energy from the vehicle drivetrain and uses this energy to compress air. The compressed air and heat is first stored in a bank of tanks, and later released into an air motor to accelerate the vehicle.

Key features: • HPD is designed to have a service life of 10 years • No environmentally hazardous hydraulic fluid; no hard-to-recycle, limited-life batteries; lower emissions • HPD system is 30% lighter than the lightest competing hybrids, and completely eliminates the need for heavy batteries • HPD can be retrofitted to existing diesel, gasoline or CNG vehicles and does not require expensive changes to the basic driveline configuration • A HPD-enhanced truck fleet will use 20 to 30% less fuel than conventional drivelines • Five-year payback period is expected when used on a refuse collection vehicle For more information, contact Keith Sneddon, Chief Engineer, Advanced Systems, keith.sneddon@exelisinc.com

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Mark Kuhn and Joshua David are with Ricardo Strategic

Consulting (RSC). RSC is active in on- and off-highway

markets and offers a comprehensive portfolio of management consulting services, addressing high-impact strategic issues and solving operational problems at

every stage of the value chain. If you would like to learn more, please contact mark.kuhn@ricardo.com or joshua.david@ricardo.com.

Who: Parker What: Hydraulic Hybrid (Series) The RunWise hybrid drive system is built around the company’s proprietary Power Drive Unit (PDU), C24 Variable Displacement Bent-Axis Hydraulic Pump/ Motors, and Composite Bladder Accumulators – all designed specifically for high power, high startand-stop applications. Parker has been developing advanced series hybrid drives for Class 8 refuse vehicles and is now prepared for commercialization.

Key features: • Parker’s RunWise® Advanced Series Drive system features two-speed hydrostatic drive (low speed 0 to 25 mph and high speed 26 to 45 mph) for urban driving, combined with mechanical direct drive for efficient operation at highway speeds (46 to 60+ mph) • Offers potential to reduce fleet’s fuel consumption by 30 to 50% • By combining hydraulic components, advanced control software and brake energy recovery technology, more than 70% of a vehicle’s otherwise lost braking energy is recovered.

Visit www.parkerhybrid.parker.com for more information.

PARKER HANNIFIN CORP.

Source: http://www.parker.com/literature/Hydraulics%20 Group%20US/FINAL_Runwise%20Brochure_4.22.11.pdf

Organizer

www.DLG.org

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www.oemoffhighway.com/12086516

TRANSPORTATION POWER INC.

EL EC T R IFIC AT ION

T EC HNOL O G Y B R E A K D O W N: B AT T ERY- P O W ER ED T RUCK S

TransPower’s ElecTruck system enable vehicles, including Class 8 trucks, to operate on battery power to help eliminate emissions and fuel costs. INSET: TransPower developed its own battery management system to ensure the performance, reliability and durability of its ElecTruck system.

Trucks enter the electric age

by Sara Jensen

Development of a battery-electric system for heavy-duty trucks offers fleets the potential to reduce emissions and operating costs.

Full vehicle electrification con-

tric technology into heavy-duty

is composed of 3 volt lithium iron

for many manufacturers as a means

port cargo-handling vehicles and

this cell chemistry was chosen for its

tinues to be an area of development of reducing emissions and creat-

ing more efficient vehicles. While

the number of electric passenger vehicles on the roadways have

increased within recent years, they

are not quite as prevalent yet in the heavy-duty realm, particularly for

commercial trucks. Transportation

Power Inc. (TransPower), however, is working to change this.

Since 2010, TransPower has been

focusing on integrating battery-elec-

24

vehicles including Class 8 trucks,

off-highway machinery such as con-

struction and mining equipment. “At TransPower, we have developed en-

ergy storage and electric drive technology to enable better-than-diesel

performance for on-dock, near-dock, short-haul and distribution center goods movement,” says Joshua

Goldman, Vice President of Business Development at TransPower.

The company’s battery-electric

drive system, known as ElecTruck,

phosphate (LiFePO₄) battery cells;

ability to provide the safety, high energy density, durability and cycle life necessary for powering heavy-duty vehicles at a low cost. Batteries are

packaged in a TransPower designed module pack and combined with

an advanced battery management system to create the overall energy storage system used to power the vehicle. The system powers

an inverter charger unit which in turn powers one or two electric

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motors on the vehicle used to drive

Why go electric?

the ElecTruck system estimates the

transmission. The size and amount of

solely on battery-electric technolo-

(GHG) emissions in typical drayage

a standard automated manual

batteries, as well as the packaging of the system itself can be customized

to specific application requirements.

One of the biggest challenges

TransPower faced during the development of its system was battery

management. Initially, the company

By enabling vehicles to operate

vehicle will reduce greenhouse gas

gy, the ElecTruck system eliminates

truck drive cycles by 67 to 68%, even

emissions output. This is becoming

when accounting for the GHG pro-

an increasingly more important

duced by the power plants that will

aspect for fleets as they try to

generate electricity for the recharg-

reduce their carbon footprint and

demonstrate a more environmental-

ing of the vehicle.

The study found the system can

ly-friendly image.

provide significant cost savings for

management systems; however,

the University of California, River-

the on-road truck it tested had an

quite meet TransPower’s perfor-

– Center for Environmental Research

purchased off-the-shelf battery

Goldman says these systems did not mance, reliability or durability needs.

“We ended up inventing our own purpose-built [system],” he says.

Developing its own battery management system enabled TransPower to ensure its system is safer, more reliable, accurate and efficient.

A recent independent study by

fleets, as well. CE-CERT concluded

side’s (UCR) College of Engineering & Technology (CE-CERT) found the

ElecTruck drive system can provide

energy cost of 23 cents per mile

compared to $1.49 per mile for a typical diesel truck.

The lower energy cost of the

significant emissions reductions

ElecTruck system is due in part to

(read more, 12075016). CE-CERT’s

TransPower. Goldman explains that

compared to a hybrid-electric truck testing of a Navistar International

the battery technology utilized by

Pro-Star Class 8 truck equipped with

the batteries have no memory effect, and can therefore be drained as little

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T EC HNOL O G Y B R E A K D O W N: B AT T ERY- P O W ER ED T RUCK S www.oemoffhighway.com/12086516 or as much as users want. “That’s

“The run time for the off-highway

will have longer charging times.

our trucks. We didn’t know how well

hours, and on the drayage trucks

system’s ability to provide more

pending on driver loads and habits,”

move faster, and the lack of noise

actually been one of the surprises of

[they] would charge quickly and how little energy [charging] would take,”

he says. “Our initial estimations were that it would take more energy per

mile per hour than what we’ve been

seeing in the field because of a lot of development in the powertrain soft-

ware and efficiency in how we power the vehicle, as well as the efficiency [of the] accessories.”

For the fastest charge times,

ElecTruck-powered vehicles can be plugged into a marine grade 208 volt AC electric vehicle charging

station. According to Goldman, this system enables the batteries to be

recharged within two to three hours,

depending on the size of the battery.

yard tractors is typically 8 to 16

about 80 miles give or take 20 de-

he explains. “And we’re working on

next generation batteries that could give up to 120 miles give or take

30 depending on driver loads and habits.”

While the high voltage of the

charging station allows fast charging

Additional benefits include the

torque, enabling the vehicle to

created by the vehicle itself. Because the ElecTruck-powered vehicles are

extremely quiet, TransPower added a bright green light to the operator

cab to ensure drivers know the vehicle is running.

Goldman notes that even though

times, Goldman says it can require

there are many benefits to the

especially depending on where they

been a challenge as anything that is

significant investment for fleets,

want to place the chargers and what electrical service is already available at the site. He says lower current, more affordable systems can be

installed instead since the batteries

have no minimum current, but they

ElecTruck system, fleet adoption has different sometimes takes an adop-

tion curve. Operating the vehicle also requires some education because

it has a slightly heavier and longer

wheelbase compared to typical day-

cab trucks in order to make room for

oemoffhighway.com/10207910

26

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the batteries. “Maneuverability is an

the company is working on newer

potential use of hydrogen fuel cell

ter battery packaging, more energy

weight down to 3,000 pounds, but

eHighway project in which trucks

issue that we’re addressing with betdensity,” he says.

Making electricity go further The ElecTruck system is designed

designs which will help bring added it will still be some time before

extenders, as well as on Siemens’

are connected to overhead catenary

achieving the same weight as a

wires that feed electricity into the vehicle (read more, 12000544).

16,000-pound diesel truck.

TransPower is working on a

Goldman says that TransPower is

specifically for short-haul applica-

number of range extending projects

always looking to partner with OEMs.

within one or two dozen miles of

other power methods to drive vehi-

a standard 11 to 13 liter, or even 6

tions in which the vehicle is driving its base. Battery weight continues

to be a challenge in regards to pure battery technology being used in

long-haul applications. “It’ll be many, many years before we’re anywhere near the weight of a diesel truck,” says Goldman.

Currently on-road vehicles

equipped with TransPower’s system weigh up to 5,000 pounds more

than a diesel truck. Goldman says

which pairs battery technology with

cles used in longer haul applications.

The idea is similar to that of electric

cars—the vehicle will run on battery power for say, 40 miles, then a cou-

ple of hundred via a range extender.

“There are a couple of flavors we’re

currently working on,” says Goldman.

“The most conventional has been

[using] a CNG (compressed natural gas) engine to turn a generator.”

The company is also working on the

“Our system is designed to fit within liter, vehicle compartment, and we

have a long-term intent of being key

suppliers of the electric drive and energy storage technology to OEMs.” |

Head to the web Search: 12086516 to read the full article and learn more about TransPower’s ElecTruck System.

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EL EC T R IFIC AT ION

DR I V E T R A IN S Y S T EM: EL EC T R IC H Y B R ID www.oemoffhighway.com/12092852 The Effenco Active Stop-Start hybrid system.

Make idle time

PROFITABLE

An all-electric hybrid propulsion system allows vehicles with stop-start duty cycles to reduce engine operation and gain upwards of 30% in fuel savings with emissions reduction to boot. by Michelle EauClaire-Kopier Since 2006, Montreal-based

plication profile: high idle time and

pacitors mounted above the electric

Inc. has been fine tuning its Active

movements made at low speed.

versions of our PTO for different

hybrid solutions developer Effenco Stop-Start energy management sys-

a significant proportion of vehicle The Active Stop-Start technol-

tem. A majority of its work is focused

ogy consists of a constant mesh

start-stop duty cycles, though it’s

electric PTO (what the company calls

on Class 6-8 on-road vehicles with

expanding into off-road applications like cranes, drilling equipment and terminal tractor applications.

The system is built for vehicles

that spend a significant proportion of their operating hours immobile when the engine is not needed to propel the vehicle. The company realized early on that vocational

vehicles duty cycles were very dif-

ferent, and a one-size-fits-all hybrid energy strategy was not going to work across applications. There

is therefore a significant portion,

PTO-mounted starter generator. An

their eSmart PTO) draws stored electric power from ultracapacitors to

power the vehicle body loads as well as the chassis’ hotel loads when the engine is off. Whenever speeds are

envelope,” says Colin Ryan, President at Effenco Inc. “Our power pack is

built narrow (23 inches) and its entire volume occupies less than 11 cu. ft. on the rail. We can swap out pieces

inside of that package while continuing to respect the overall envelope.”

Originally the system utilized

hydraulics and an accumulator to cap-

braking events while in low speed

ing events; however, the system, now

ultracapacitors is collected; during operation, limited power may also

be taken from then engine. The ap-

plication’s energy and power needs

determine the number of ultracapacitors used on the system.

The goal is of course to standard-

ize the system package as much as

serve because it does not fit its ap-

of the packaging with the ultraca-

28

applications without changing the

fast enough to allow it, energy in the

around 40%, of the entire vocational truck market that Effenco will not

PTO allows us to configure different

possible. “Right now the geometry

ture excess kinetic energy from brakin its fourth generation, has evolved

to an all-electric hybrid system. “The

most recent innovation has been to update the starter-generator from

our older hydraulic motor to a high

powered electric motor,” says Ryan.

“The evolution to electric power was due to the simultaneous effect of falling costs and improved per-

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formance of transportation grade

power electronics, driven largely by

the growth in electric cars and other electric propulsion applications.

Most people haven’t seen the potential in the heavy-duty vehicle space,

but the actual energy transfer equipment and duty cycles are similar,”

explains Ryan. “The system we offer is not light-duty like in automotive, but the amount of energy we are

talking about when we’re deploying an active start-stop event is in the

same range as propulsion systems in electric cars.”

The fourth generation design

iteration also brought on significant

weight savings. “We were able to re-

duce the size of components, but the big weight savings came from giving

up the hydraulic power storage. High

Research first, design second A common pitfall that large developers of heavy vehicle hybrid propulsion systems have made, suggests Ryan, is to develop a one-size-fits-all hybrid platform with the objective of standardizing the system to reduce customization costs and time. “The chassis options are all basically the same for large OEMs across several applications to minimize manufacturing costs. Initial developers of hybrid systems were expecting that it meant the hybrid system would be a standardized option.

“The failure with that approach is due to the enormous differences in the way the trucks are used,” says Ryan. “A refuse truck averages about 5 mph between stops.

Cement trucks typically drive from point A to point B and a higher speed and then sit idle for long periods of time at the dump and load sites. Just these two options alone are fundamentally very different in the way the energy is used and the ratio of the energy that goes to the PTO versus the wheels.”

“Before Effenco developed its system, we had reviewed around 20 TB (terabytes) of CAN data from a wide range of applications including refuse, dump trucks and terminal tractors. It was very obvious to us that a one-size-fits-all approach like large hybrid system manufacturers were creating were not going to provide adequate fuel savings across the board.”

Intuitive for Both Operators and Programmers • Intuitive touch technology to select objects and swipe through screens.

• Advanced sensor technology recognizes bare and gloved fingers, even when the display surface is wet.

• Easy application creation and integration with VUI Builder to create custom screens, gauges and messages.

• Bright, backlit display provides high contrast text and full color graphics for excellent sunlight readability.

• Scratch resistant/anti-glare cover glass is optically bonded to LCD display for superior mechanical and visual performance.

• Rugged design for extreme environments.

To order a development kit, call 708.354.1040.

For more information, visit www.grayhill.com/3D50.

The Series 3D50 5-inch Touchscreen Display for Off-Highway Vehicles Intuitive Human Interface Solutions +1.708.354.1040 | www.grayhill.com

oemoffhighway.com/10056433

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DR I V E T R A IN S Y S T EM: EL EC T R IC H Y B R ID www.oemoffhighway.com/12092852 Close up of the Effenco Power Pack with an electric motor, ultracapacitors and the auxiliary pump used to power the vehicle body when the engine is off.

pressure accumulators for hydraulic energy storage are heavy-walled tanks, and other elements of the

hydraulic energy transfer system like the pump and manifold add significant weight. “We use 100 pounds

of ultracapacitors to store as much energy as 400 pounds of hydraulic equipment and oil,” says Ryan.

Power and energy demands There was little trade-off in power density between the hydrau-

lics-based power system and the current all-electric one, explains

Ryan. To start a large diesel engine

(in the 8-15 L range) quickly enough to ensure a seamless drive experi-

ence requires 50 hp, which gets the engine up to speed in about 600 milliseconds.

A vehicle stopped with the

engine on and transmission in

drive can consume between 0.5 and 1.5 gallons per hour while

at idle. At idle, the engine con-

when the engine is off, such as bin

friction; to pump oil, coolant and

cations, which use about 12 hp.

sumes energy to overcome internal fuel; as well as to push exhaust gases

lift systems on refuse vehicle appli“Take a fuel delivery truck, for ex-

through post-treatment systems and

ample, which is equipped with a 300

is eliminated when the engine is

5 hp to pump fuel. Of the diesel fuel

operate them. This energy baseload turned off.

Besides restarting the engine, the

energy stored in the ultracapacitors is used to power auxiliary functions

hp engine and may only use about

required to keep the engine rotating versus the diesel required to run the

fuel unloading pump, 80-90% is used for overcoming internal friction and the remainder is used for the PTO

application. It’s a complete waste of

energy,” Ryan says. “So, the strategy

that we have espoused is eliminating the load which is simply overcoming internal friction for no mechanical

purpose. In order to keep the engine off longer, we use braking energy

stored in ultracapacitors to run all of the auxiliary functions.”

“Restarting [the engine] de-

termines the maximum power

requirement of our system, but the

energy requirement is almost always dictated by the auxiliaries we have to power when the engine is off,”

Ryan says. “When you’re powering a bin lift system or a compactor on a garbage truck, you need to deliver power over a span of 25 seconds,

not a one second engine turnover,

so the energy becomes the design consideration.”

Not only does the absolute power

required to start the vehicle need to be considered, but also the number

of times the engine will be started in oemoffhighway.com/10056384

30

a given period of time. The system

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was designed to withstand 120

value. When terminal tractors are

cataloged by cumulative engine

day) in operating conditions of 100

on total engine hours accumulated.

during idle times, we are saving a lot

restarts per hour (1500 restarts per

F ambient temperature. “Were we to have a larger truck that stopped less frequently, like a dump truck that

only stopped once every minute, we probably wouldn’t have to upgrade the power,” Ryan explains.

sold used, the value is dependent

hours. By turning the engine off

By using the Effenco hybrid system,

the hours per year of usage are easily cut in half, states Ryan. “It’s the same with off-road construction equip-

of unnecessary engine hour accumulation and ultimately adding to the

vehicle’s resale value. Essentially, we can make what used to be wasted

idle time profitable for the owner.” |

ment; all of the wear on vehicles is

“We get asked quite a bit, ‘Don’t

you cause additional engine wear

every time you turn it on?’ On both

a theoretical and practical level, the answer is, ‘No.’” There are several

well-known benefits of eliminating idle, notably a reduction in lube oil

Maximize

contamination, a drop in soot formation per gallon of fuel burned, and lower temperature fluctuations in

both the engine and exhaust. “Eliminating idle as a proportion of total

running time is the best strategy to prolong engine life,” says Ryan.

An interesting additional benefit

Effenco hadn’t considered with its

system is its positive effect on resale

Downloads Available Effenco Hybrid Solutions has application briefs available for its refuse collection application and its terminal tractor application.

Download the Refuse Collection Application Brief online at www. oemoffhighway. com/12093048.

Download the Terminal Tractor Application Brief online at www. oemoffhighway. com/12093040.

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DISTRIBUTION OPPORTUNITIES AVAILABLE

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T EC HNOL O G Y B R E A K D O W N: AU T ONOMOUS V EHICL E S

EF FICIENC Y

www.oemoffhighway.com/12090519

Autonomous operation

goes mobile The ZF Innovation Truck allows operators to remotely control the truck using a tablet and mobile app.

Using existing technologies in its product portfolio, one component manufacturer develops a concept truck capable of remote operation via a mobile app.

by Sara Jensen

Incorporation of autono-

that communicates wirelessly with

to increase in various applications as

their finger on the image of the truck

mous vehicle capabilities continues a means of increasing productivity

and safety. The heavy-duty commer-

cial vehicle industry is one of many in which autonomous vehicle opera-

the truck. Users simply have to place

move in the direction they want.

improved. The mobile app makes

trailer left or right to make the truck “We saw a lot of the focus on

autonomous driving and things

ZF Innovation Truck which enables

highway perspective,” says Bryan

driving of a truck during docking operations.

The Innovation Truck allows oper-

ators to park a trailer by directing the trailer and controlling the steering

function via a mobile app on a tablet

32

In addition to helping eliminate

the chance of accidents due to

tion is beginning to grow. In 2014,

remote operation and full-electric

at docks.”

displayed by the app and drag the

Developing the truck was meant as a capabilities project to see where the company is going with its technology.

ZF Friedrichshafen AG unveiled its

maneuvering and storage of trucks

like that were going towards the

Johnson, Senior Manager of Corporate Communications at ZF North America Inc. “[The company] saw

the need in a different perspective, in a logistics type environment—a

shipyard or a truck yard—where you have a lot of costs involved in the

driver error, lead times can also be it easier for drivers to park their

vehicles because of the visibility

around the vehicle and surrounding area it provides, as well as its ease

of use. Drivers can sit inside the cab or step outside of it to get an even

better view of the surrounding area while reversing the truck. All of

these capabilities can help make the trailer-parking process go faster for drivers and thus improve their pro-

ductivity. And in theory, Johnson says a driver could pull into a dock or ship yard and hand the system’s tablet to a worker there who parks the truck and trailer while the driver takes a

rest period or heads back to base in another, already emptied truck.

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ZF previously investigated a

Vehicle control is provided by a

the trailer in the correct position. Use

similar project for passenger vehicles

tablet app that wirelessly commu-

be used to reverse a car with a trailer

The app controls the trailer in reverse

in which a tablet application could attached to it into position. The

idea was to eliminate the need for a

spotter during these reversing tasks, such as backing a trailer carrying a

boat into the water which generally

nicates with the truck via Bluetooth. and truck steering when moving forward by telling the steering

system how much it needs to steer in each direction in order to place

of a superimposed steering system guides the truck’s front wheels so

that the trailer immediately moves in the direction specified on the tablet.

Movement of the vehicle is accom-

plished with the touch of a finger by tapping and dragging an image of

requires the help of a second person to guide the driver.

Developing autonomous operation

Custom Exhaust Systems

For the Innovation Truck, ZF first

looked at possible and suitable functions from the passenger car system

and then at what business units within the company could come together to work on the project.

ZF did not create new products

for the project, other than the

algorithms and computing software necessary for controlling the truck; instead it looked at how its current

technologies could be implemented in the truck. “Every aspect of the

truck [uses] an existing component,”

says Johnson. “By bringing all of it together we were able to see what the

Grand Bending is your source for complete custom and high-performance exhaust systems.

potential of our current technology is worth.”

A key part of what allows auton-

omous operation of the Innovation

Specializing in:

Truck is the wireless communication provided by Openmatics’ Blue-

• Custom exhaust systems for off-road and off-highway vehicles

tooth-enabled telematics system.

Openmatics, a ZF subsidiary, utilizes tiny Bluetooth low energy radio

chips in its system to collect data

on the truck’s angles of articulation

and wirelessly pass this information along to the electronics system. An

electronic control unit at the front of

the truck manages all of the data collected by the telematics system and sends the necessary commands to

the transmission, steering and brakes

For complete information about our capabilities visit grandbending.com

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during remote-controlled operation.

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T EC HNOL O G Y B R E A K D O W N: AU T ONOMOUS V EHICL E S

the truck shown on the tablet screen

the truck to control. If a user selects

you’re doing is moving the trailer

truck will illuminate in yellow on the

in the direction it needs to go. “All

back and forth, left and right, on the

screen and it’s positioning the trailer in place,” says Johnson. And the

moment users remove their finger

ZF FRIEDRICHSHAFEN AG

www.oemoffhighway.com/12090519

the drive button, the cab of the

screen to indicate its movement is

now being controlled. The maneuvering app also displays various

points of view from truck-mounted

that may be in their path.

ZF’s TraXon Hybrid transmission includes an electric motor which collects and stores energy to enable full-electric operation when parking or docking the truck via the maneuvering app.

screen. Icons of a hare, tortoise and

integrated its TraXon hybrid auto-

sion operation when being remotely

three maneuvering speed options,

vation Truck. The transmission has a

stores energy that is used to power

from the tablet, the truck stops. It

will only move as long as a finger is on the tablet; otherwise it is in the parked position.

Buttons for driving and speed

modes are included on the app

snail are used to indicate the truck’s with the hare representing the

fastest speed the truck can go; max-

imum reversal speed is 2.5 mph. The drive, neutral and reverse buttons

are used to choose which portion of

cameras which Openmatics pro-

grammed to communicate wirelessly with the tablet. This enables drivers

to see any obstacles or other vehicles For more efficient operation, ZF

mated transmission into the Inno-

modular design to allow flexibility in the types of start-up devices it uses.

A hybrid version featuring a 120 kW electric motor was chosen for the

truck to allow full-electric, zero-emis-

controlled. The motor collects and the truck, eliminating fuel use and

emissions completely. Additionally,

the transmission’s electric motor can

help reduce fuel consumption during longer distance driving by providing support to the diesel engine.

ZF added a second trailer to the

Innovation Truck in order to demonstrate how much easier trailer-docking operations can be when using the tablet and maneuvering app.

Though a more extreme example

of the types of trucks this technol-

ogy can be used on, Johnson notes two-trailer trucks are somewhat

popular in Germany and extremely

difficult to back up. “Only expert drivers can really pivot the two different points to get the truck in the right spot,” he says. However, with the

camera views the app provides and

the driver’s ability to remotely control the truck from outside the operator

cab, even a novice could reverse this type of two-trailer truck into place.

There is a small learning curve, but

it’s mostly associated with finding

the right speed at which to drive the truck. Otherwise, it’s a relatively in-

tuitive process. “You have a lot more room for control, and better control of the vehicle while maneuvering it oemoffhighway.com/10565042

34

in place.”

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Read Online   

The Innovation Truck’s maneuvering app allows operators to see the portions of the truck they are controlling (highlighted in yellow), and in which direction they are moving the truck or trailer.

The future is autonomous

Development of the Innovation

Truck was meant as a capabilities

what technologies it has, and which

Development of the ZF Innovation project to see where the company is going with its technology. “The

understanding was that we’re always trying to find ways to push the company and try new, innovative ideas,” Johnson explains.

One of ZF’s main focal points for

the future is autonomous driving.

Truck helped the company to see are still needed, to continue progressing along the path towards

ZF FRIEDRICHSHAFEN AG

A growing number of autonomous vehicles

The amount of on- and offroad vehicles with autonomous capabilities, or those under development, continues to increase.

Search: 12021632 Number of autonomouscapable vehicles on the roadways expected to reach 75% by 2035 Search: 12069759 Hitachi developing Autonomous Haulage System Search: 12076859 DTNA unveils autonomous Class 8 truck Search: 12071407 Freightliner Inspiration Truck receives autonomous vehicle licensing in Nevada

autonomy. In addition, its acquisi-

market. “The combination of ZF’s

Corp.—a supplier of active and

era, braking and sensor technology,

tion this year of TRW Automotive

passive safety technologies—will better position ZF to be a major

player in the autonomous vehicle

hybrid technology and TRW’s camalong with Openmatics telematics

provides us with a great opportunity for the future,” says Johnson. |

Technology for Man & Machine

oemoffhighway.com/10056178

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ENGINE S & EMISSIONS: GHG R EDUC T ION

EMISSIONS

www.oemoffhighway.com/12092737

A race to the starting line

by Allen Schaeffer, Diesel Technology Forum

Part one of the emissions reduction strategy may be completed, but the reduction expectations of the government are far from over.

The 10-year sprint to the near-ze-

equipped with newer technology

required many compromises and

like a marathon but engine, vehicle

ufactured in Model Year 2007 or

favor of the manufacturer or the cus-

ro emissions finish line is done. It felt and equipment makers hardly have time to take a break, because this

race is far from over. Building on the near-zero emissions of particulate matter (PM) and nitrogen oxides

(NOx), now we reduce greenhouse gases (GHGs) and continue to

clean diesel engines - those mannewer that have near-zero particulate emissions. And nearly 22%

of all diesel trucks in operation are

the newest clean diesel technology

dominated by discussions of low

carbon fuels, energy efficiency and lowering GHG emissions.

Today, 37% of all diesel medium-

and heavy-duty commercial trucks registered in the United States are

The U.S. Environmental Protection

my requirements for medium- and

engines conducted by the Martec

getting used to navigating a world

ing fuel efficiency.

So what has this accomplished?

ing near-zero emissions in NOx.

A firm pivot has taken place to

productivity to the customer, and

getting into the business of regulat-

Agency (EPA) eased into the world

Our newest analysis of the bene-

focus on giving back efficiency and

tomer. And now the government is

(2010 and later model year) produc-

improve fuel efficiency, which will require a new bag of tricks.

tradeoffs that were not always in

fits of the new technology diesel

Group found the MY2007 or newer Classes 3 to 8 vehicles saved 880

million gallons of diesel fuel, and

nine million tons of COâ‚‚. In addition, the environmental benefit saw a

reduction of 1.45 million tons of NOx and 39,500 tons of PM.

Meeting near-zero emissions for

clean diesel was all-consuming and

of regulating GHG and fuel econoheavy-duty trucks back in 2011.

Buyers of new Class 8 diesel trucks

in recent years (2010 and newer) are

getting 4 to 6% better fuel economy

than their previous engine technolo-

gy. For heavy-duty trucks, a large part has been due to the use of SCR (selective catalytic reduction) technology that has enabled a more favorable

balance of engine-out emissions, fuel consumption and performance.

Some gains have come from

The U.S. Environmental Protection Agency and the National Highway Safety Administration’s proposed standards will

DTF

IMPROVE FUEL EFFICIENCY & CUT CARBON POLLUTION

36

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Greenhouse Gas and Fuel Efficiency Standards for Heavy-Duty Trucks

to regulating efficiency via GHG and fuel efficiency mandates in total

vehicles raises many new issues. Test

procedures, measuring and ensuring compliance in operation of the total vehicle are but a few of the early concerns, while others pit safety

DTF

against efficiency. Take the case of

for more information go to: http://www.epa.gov/otaq/climate/regs-heavy-duty. htm or http://www.nhtsa.gov/fuel-economy implementation of Phase I GHG

technologies and improvements, as

the failed government investments

has been mostly an off-the-shelf

should know about the success of

in solar energy companies, more

the SuperTruck program (read more,

technology implementation and is generally viewed as a success. But

now comes what might turn out to be the ‘Summer of Discontent’ as the in-

dustry reacts to the just-issued Phase

II proposed rules which begin in 2018 and go well into 2028. Go to www.

oemoffhighway.com/12085950 to the proposed Phase II GHG emissions standards.

Design and structure of the test

procedures, stringency and flexibility are the key vectors in the proposed rule. It would be phased in from

engine OEMs have had great success over the last 10 years working with

the U.S. Department of Energy (DOE) to squeeze

regulatory approach, this rulemaking (that will be finalized in mid-2016)

will set the next marathon in motion.

It has some consideration of alterna-

achieve near-zero emissions, better

tive. This is a place where govern-

ment would be wise to think and act differently when the case for safety is solid.

In a low carbon emissions world,

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THERMAL STRUCTURES IS THAT TECHNOLOGY

understand

ISO 9001:2000 CERTIFIED

aerodynamics

and much more.

Many of the fruits

and demon-

strating that an 80,000-pound

tractor-trailer can achieve over 12 mpg. .

After regulat-

ing conventional

close emissions profile of diesel and

NOx and PM

emissions like from engines since the late

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1980s, moving

OEM Off-Highway | JULY/AUGUST 2015

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are proven to be as, or more, effec-

more efficiency

issues regarding methane leaks and

templated as a result of this rule.

requirement, even though cameras

mercial trucks

industry consensus on the best

any significant shift in fuels is con-

petitions to eliminate the side mirror

day on new com-

including trailer. While there is no

natural gas, nothing suggests that

tors have rejected manufacturers’

implemented to-

The rule regulates the total vehicle,

negative climate impacts, and the

yield about a 1.5% improvement

labor are being

26% improvement in fuel efficiency.

when considering the range of

Class 8 trucks has the potential to

of this shared

2021 through 2028, and envisions a

tive fuels like natural gas, however

10602353 and 11269209). Truck and

out of engines,

download a detailed Fact Sheet on

instead of the side view mirrors on

in fuel efficiency, yet safety regula-

While everyone is familiar with

well. Meeting Phase I requirements

side mirrors. Using hi-tech cameras

oemoffhighway.com/10056178

37

7/29/15 3:47 PM

ENGINE S & EMISSIONS: GHG R EDUC T ION www.oemoffhighway.com/12092737 the focus expands beyond the engine

tion sites. Truck OEMs have found

level—at least in California. Expand-

or machines on the jobsite. Off-road

advanced lane control, adaptive cruise

second-generation renewable diesel

and tailpipe for vehicles on the road engine and equipment makers are

working to bring efficiency to their customers based on how the ma-

chine or engine is used on the jobsite.

Technology is coming hard and fast to almost all aspects of life today.

The use of telematics and GPS-

a plethora of technology such as

control and radar systems to enhance

vehicle safety and driver performance.

Daimler Trucks North America even recently received official licensing

from Nevada to operate its Freightliner Inspiration fully autonomous

commercial truck on an open public

ed use of biodiesel, and particularly fuels, have high hopes among poli-

cymakers for delivering relatively fast

reductions in both CO₂ emissions and petroleum consumption to all diesel

engines and equipment, not just the new generations of technology.

Low carbon fuels are a key pro-

highway (read more, 12071407).

vision of Governor Jerry Brown’s

attachment movement, and overall

The move to renewable and low carbon fuels.

year to reduce petroleum consump-

measured, monitored and managed

efficiency in all forms of energy, how

based control systems is moving

even faster toward a fully connected worksite, where vehicle location,

performance and productivity are

on a real-time basis—our industry’s version of Big Data.

Autonomous vehicles already in use

in the mining sector are now finding

their way to farm fields and construc-

A carbon constrained future demands it is consumed and the composition

of the fuels used; and the future is in low-carbon fuels. The long science experiment and batch production of biodiesel is moving to the next

announcement in January of this

tion by 50% in California by 2030.

Not only does that seem like an

extremely daunting challenge but a possibly unrealistic one, as well.

The new challenge accelerates the

timeframes by 20 years­—from 2050, CARB’s original climate action plan’s full implementation date.

Reducing the fuel consumption

and CO₂ emissions from diesel

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engines is influenced by the designs of the vehicles and how they are

operated. It is reasonable to expect

additional efficiency gains from the

diesel engine and entire powertrain.

A broader use of hybrid and electric drive systems, as well as develop-

ment of more powerful and effective

energy storage systems will continue to become more prevalent as fuel

saving strategies allowing the use of a smaller displacement engine op-

erated in a more steady-state where

it is the most efficient and generates the lowest emissions.

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This October, the EPA will an-

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38

areas, the current federal regulatory

programs on vehicle emissions standards and the Clean Power Plan are

measures that provide the necessary

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emissions reduction and largely

sions to Tier 2 levels was over a 50%

ulatory measures at the state level.

3 to Tier 4, less than a 25% reduction.

preclude the need for additional regBut this hasn’t stopped policymak-

ers in the Ozone Transport Region

reduction in emissions; but from Tier

It’s time to have a more frank policy

discussion about efforts that accel-

Nearly 22% of all diesel trucks in operation are using the newest clean diesel technology with near-zero NOx emissions.

erate turnover to new technology.

California leading the charge for

lower emissions out more old

program to open up incentive opporAll of this is not to say that regula-

apply to heavy-duty vehicles.

tors have moved on from conventional

new technology gets more efficient

tions. Discussions are ongoing about

emissions impact comes from the

existing fleet. Policymaker solutions

only aimed at ratcheting down emissions standards for new equipment another 50% from near-zero will

have little impact for decades as the existing-fleet emissions dominate.

The largest improvements in emissions from new engine emissions

standards have been achieved. Going from essentially unregulated emis-

confidence in sustained economic growth or government action to

ignite major economic sparks like

The Administration has a lot riding

equipment and

tunities.

and cleaner, increasingly the major

full-scale adoption of new technolo-

would surely help.

that might be adopted by the Cali-

Herein lies an important issue—as

robust economy means we wait for

long-term infrastructure legislation

could help move

vehicles by changes to the Carl Moyer

fornia Air Resources Board (CARB) to

for all is the economy. A less than

gy and the benefits to accrue. Having

from hinting at their desire to adopt any future ultra-low NOx standard

The weak link in this story of new

technology, efficiency and benefits

emissions standards and future reduc-

on rules to cut CO₂ emissions from

trucks. Between these and the Tier

3 car fuel economy rules, they make up 20% of the total commitment

of CO₂ reductions by the U.S. to the Paris International Climate Summit coming up in December.

The success of GHG policy cannot

a Tier 5 standard – one that would

be measured by getting stakeholder

standard along with the mass based

measured by its ultimate success in

incorporate a particulate number

consensus on a final rule. It must be

standard. There are indications that

some regulatory agencies would prefer that all diesel engines had particulate

filters even though manufacturers can meet current standards without such devices in some applications; a new

particle number standard might be the route to getting that implemented in the U.S.

achieving the desired results. Higher

costs for vehicles and equipment are guaranteed as a result of fuel effi-

ciency rules. What’s not guaranteed is widespread adoption and pur-

chase of these engines and equip-

ment. Without that, improvements

in fuel consumption or lowering of emissions aren’t going to happen. |

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OF F - HIGH WAY HEROE S www.oemoffhighway.com/12092848

Compact excavators Unable to transition the cable-operation of excavators into a compact version, a different design was used involving a bucket mounted to a universal joint at the end of a dipper stick.

by Thomas Berry, Archivist, Historical Construction Equipment Assn. (HCEA)

As with so many other types of mod-

One of the earliest American

and was powered by a Wisconsin gas

ern machines, the compact hydraulic

compact excavators is the P&H

are not a new concept. While the

developed earlier in Europe than

with a capacity of 2 cubic feet, and

possibility that a compact European

at the end of an extendable dipper

excavators that are widely used today physics of cable-operated excavators

made the design of a compact version impossible, the idea of putting the

functions of a large hydraulic excavator

The bucket was 17 inches wide

they were in the U.S., so there is a

it was mounted to a universal joint

excavator may predate the Stik-Clam.

stick. The universal joint allowed the

On the market in May 1965, the

into a small one for the sake of porta-

model S-20 Stik-Clam was, as the

dates to the mid-1960s, if not earlier.

shell. It weighed only 4,200 pounds

bility and usefulness for smaller tasks

engine rated at 24 hp.

Stik-Clam. Hydraulic excavators were

bucket to rotate up to 90 degrees left or right in 15 degree increments, and

name suggests, a hydraulic clam-

it allowed the Stik-Clam to dig flush along walls and other obstructions.

It could dig to 11 feet deep and a

maximum radius of 14 feet 9 inches.

With the boom fully raised and the stick fully extended, it could also

excavate 11 feet above ground, and

the bucket could be pivoted to work above or below the tip of the boom.

P&H’s sales literature described

the Stik-Clam’s innovative design

as follows: “This unique tool speeds hundreds of tasks never before

assigned to mechanical power ...

literally invents profit-making appliHCEA ARCHIVES

cations for its users. By any yardstick,

A restored P&H S-20 Stik-Clam owned by Dave Geis of Seward, NE, at the Historical Construction Equipment Association’s 2013 International Convention and Old Equipment Exposition.

there’s absolutely nothing like it.”

As radical and pioneering as it

was, the Stik-Clam was evidently

not a success. It would be another 30 years until compact excavators

would gain wide acceptance in the U.S. marketplace. |

The Historical Construction Equipment Assn. (HCEA) is a 501(c)3 non-profit organization dedicated to preserving the history of the construction, dredging and surface mining equipment industries. With over 4,000 members in 25 countries, activities include publication of a quarterly educational magazine, Equipment Echoes; operation of National Construction Equipment Museum and archives in Bowling Green, OH; and hosting an annual working exhibition* of restored construction equipment. Individual memberships are $35.00 within the USA and Canada, and $45.00 US elsewhere.

HCEA seeks to develop relationships in the equipment manufacturing industry, and offers a college scholarship for engineering and construction management students. Information is available at www.hcea.net, by calling 419-352-5616 or e-mailing info@hcea.net. *The 2015 show is Labor Day weekend in Janesville, WI.

40

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