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
7/29/15 3:44 PM
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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. In cases like this, function developers must test the functions' interaction with other control algorithms closedfunctions' interaction with other control algorithms closedloop with complex environment models. loop with complex environment models.
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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. This holds the number of real test drives at an affordable level. It also the number of real test drives an affordable level. 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. If code coverage, which are not possible in real test drives. If function developers do not have access to the environment function developers do not have access to the environment models, they can use the dSPACE models that cover many models, they can use the dSPACE models that cover many ADAS areas. ADAS areas.
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. VEOS provides them the same for visualization, simulation control, them the same features for visualization, simulation control, and automated tests as a HIL simulator. and automated tests as a HIL simulator.
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OOH0715_2-5_TOC_SJ2_dh2_MEF.indd 3
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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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www.OEMOffHighway.com PRINT AND DIGITAL STAFF Publisher Sean Dunphy sdunphy@ACBusinessMedia.com Associate Publisher/Editor Michelle EauClaire-Kopier meauclaire@ACBusinessMedia.com
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Published and copyrighted 2015 by AC Business Media Inc. All rights reserved. No part of this publication shall be reproduced or transmitted in any form or by any means, electronic or mechanical, including photocopy, recording or any information storage or retrieval system, without written permission from the publisher. SUBSCRIPTION POLICY: Individual print subscriptions are available without charge in the United States to original equipment manufacturers. Digital subscriptions are available without charge to all geographic locations. Publisher reserves the right to reject nonqualified subscribers. Subscription Prices: U.S. $35 One Year, $70 Two Years; Canada and Mexico $60 One Year, $105 Two Years; all other countries, payable in U.S. funds, drawn on U.S. bank, $85 One Year, $160 Two Years. 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
7/29/15 3:56 PM
We Modeled Our New Water-Cooled Engine After The Sleekest Machine In The World.
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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
7/29/15 3:56 PM
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
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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
Experience responsive performance feel the performance of John Deere engines. Their well-known low-end torque and transient response keep up with your operators and keep your projects on schedule. JohnDeere.com/jdpower
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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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
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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
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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.
Kawasaki Precision Machinery (U.S.A.) Inc. Grand Rapids, MI www.kpm-usa.com 616.975.3100
DISTRIBUTION OPPORTUNITIES AVAILABLE
oemoffhighway.com/10055668
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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
• Custom-built systems to meet your specific requirements • Available in aluminized carbon steel and stainless steel thin-wall tubing.
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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
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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
Fleet Lighting
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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.
LED Work Lights
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This October, the EPA will an-
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for many of the non-attainment Easy online ordering for immediate delivery. Dealer and OE programs available.
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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
OEM Off-Highway | JULY/AUGUST 2015
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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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