Cygnus Oemoh 20130708

Solving todays challenges with tomorrows technologies

Innovative product development solutions for mobile OEMs

TM

JULY/AUGUST 2013

5th Annual

The

Issue

The E Issue is dedicated to the relevant technologies and solutions available to help create a more efficient, more economical and environmentally friendly heavy-duty vehicle.

What will give your machine the engineering edge it needs to stay competitive in our evolving industry?

7 ENERGY Alternative Fuel: Dimethyl Ether

10 EMISSIONS Engines & Components: Aftertreatment

15 EFFICIENCY COvER STORY: Hybrid Systems

25 ENGINEERING Design & Manufacturing: System Integration

30 ELECTRIFICATION Electrical & Electronics: Sensors

6 MARkET FORECAST: Fluid Power22 DRIvETRAINS & COMPONENTS:

Hybridization

2 EDITORS NOTEbOOk 3 ECONOMIC OUTLOOk

37 OFF-HIGHwAY HEROES

33 GREEN PRODUCTS

Features

Digital exclusives

cOluMNs

DePartMeNts

PUBLISHED BY

Editorial Publisher Sean Dunphy [email protected] & Michelle EauClaireassociate Publisher [email protected] Editor Sara Jensen [email protected] Editor Curt Bennink

SalES integrated Media Stacy RobertsConsultant [email protected] Jill Draegerassociated [email protected] Sales Barb Levin representative [email protected]

ProduCtionart director Yuly OsorioMedia Production Vicki Rothrepresentative [email protected]

CirCulationaudience development Wendy ChadyManager

CygnuS BuSinESS MEdiaCEo John FrenchCFo Paul BonaiutoVP, Human resources Ed WoodVP, technology Eric KammerzeltVP, audience Julie Nachtigaldevelopment

CygnuS PuBliSHingEVP Kris FlitcroftVP, Production Curt PordesoperationsVP, Marketing Debbie GeorgeVP, Content Greg Udelhofendirector, Expos Lisa Nagle

OEM Off-Highway (USPS 0751-770 and ISSN 1048-3039 print; ISSN 2158-7094 on-line)

1233 Janesville Ave., P.O. Box 803 Fort Atkinson, WI 53538-0803 (920) 563-6388 Fax (920) 563-1700

Editors NotEbook

OEM Off-Highway | JULY/AUGUST 2013 www.oemoffhighway.com 2

Live in the future

Everyone always says to live in the pres-

ent, but when it comes to the design

and engineering industry, youve got

no business lingering in the present.

You need to live in the future.

Forward-thinking and out-of-

the-box designs and ideas are what make

the engineering community the fascinating

industry that it is, especially in our heavy-

duty vehicle space. Per usual, proving that

we can walk the walk and talk the talk, OEM

Off-Highway is adding new content to the

magazine to keep our industry coverage and

technology trend analysis as forward-looking

as possible. (You may have already heard

whispers of this from my recent blog, new

Coverage in oEM off-Highway.)

When we took a look ahead and asked our-

selves, What is going to be exciting to watch

develop for the 2014 year and beyond? we

thought of all of the emerging smart tech-

nologies and the continuing electrification of

vehicle systems. To ensure we monitor that

niche industry to the best of our ability, we

are starting a new section in the magazine

called The Smart Center that will profile a

new technology system utilizing advanced

electronics and sensors in the design.

There are several other sections being

created and ready to launch, so keep your

eyes open for new and exciting content and

coverage from OEM Off-Highway magazine.

And of course, if were missing something, let

us know.

Be sure to check out page 48 to see upcom-

ing industry conferences and tradeshows, and

pay particular attention to the ones that OEM

Off-Highways team will be attending.

Speaking of upcoming events, its hard to

believe that another ConEXPo & iFPE year

is upon us. If your company is making new

product or company news announcements,

be sure to send them to the editorial staff so

we can help you get the word out there.

As you may have seen, as well, our 2nd

Annual E Issue came with a new (and huge)

Engine Spec Guide. This edition featured 6

sponsors and over 700 engine specs, our most

successful Spec Guide yet! Whats more, there

are even more engine specs available online

in our interactive version of the Engine

Spec guide.

Do you have suggestions or praises for the

latest Spec Guide or the online version? Send

them our way. Were always looking to find

ways to improve it for better functionality

and to ensure it continues to be a useful tool

during the design process.

Email me and let me know what you like,

what you dont like, what you want to see

more of, and what you think of our new Smart

Center section idea. read the blog mentioned

previously to find out about a few more edito-

rial columns on the horizon.

Thrown-Object Protection From custom to standard product development

and manufacturing Cab air filtration Small engine systems Agriculture equipment market trends and analysis

Safety lighting

Other BIG NEWS Catch the debut of the NEW Smart Center section and send us your ideas for future technologies to profile!

Coming up in the September issue:

JOIN OUR SOCIAL NETWORKS!

EC ONOMIC OUTLOOK


U.S. Leading Indicator: After slipping slightly in March the leading

indictaor rebounded nicely in April. The 0.6 point gain put the index right back

on its recent trajectory. The underlying signal is for sustained

expansion, although likely at a subdued growth rate.

U.S. Total Industrial Production: The April report showed widespread

weakening in the industrial sector. Overall output fell 0.5 points, while

manufacturing lost 0.4 points. The weakening was most notable in the

durable goods sectors.

Economic standstill looms

There are clear signs that the economy has been slowing as expected during the second quarter. Consumers are starting to back off a bit on spending. Investment spending remains restrained. And conditions have softened in the manufac-turing sector. A modest bounce back is expected during the second half of the year.

Economic conditions in Europe continue to disappoint. Recession is the norm, not the exception. Given relatively weak internal demand and softer global growth, there is little prospect for a notable improvement in the near term.

Questions? Contact Steven Crane, Senior Economist at C3 Statistical Solutions, at [email protected].

75

80

85

90

95

100

AprMarFebJan13

DecNovOctSep12

Actual Index (2004=100)

93.4 93.893.494.3

94.695.0

93.194.4

-5.0

-2.5

0.0

2.5

5.0

7.5

10.0

JunMar14

DecSepJunMar13

DecSep12

2.2%

4.4% 3.3%

3.8% 3.3%

2.6% 2.8%

Annual % Change inQuarterly Averages

3.8%

EC ONOMIC OUTLOOK

OEM Off-Highway | July/August 2013 www.oemoffhighway.com 4

Farm Machinery & Equipment Shipments: Real shipment volume

declined in April for the second consecutive month.

The cumulative two-month decline was just under 13%.

Yet reported production volume soared in April; something is going to have to give.

Private Nonresidential New Construction: Activity rose 2.2%

during April, but earlier estimates were revised downward substantially.

Most major component areas saw modest-to-moderate gains.

Volume is back in line with the values in place for most of 2012.

Construction Machinery, New Orders: The noise content of this

series seems to have spiked once again.

The originally reported strong gain in March was revised into a nearly 5% decline.

This revision, coupled with Aprils 2.4% gain, put orders back in line with historical patterns.

Mining, Oil & Gas Field Machinery New Orders: This series settled down

in April after several months of substantial volatility.

Real orders slipped 1.4% for the month.

There are now several signs suggesting mining is facing a period of retrenchment.

Housing Starts: Single-family starts fell

2.1% in April; this is the second consecutive decline.

The softness is more an anomaly than a cause for concern.

New permits and multiple other data all point to a housing sector on the mend.

Total Public New Construction: Activity declined 1.2%

in April reinforcing the downward trajectory in public construction.

It appears that sequestration is beginning to affect construction activity.

There is little-to-no cause for optimism regarding this sector.

-30

-19

-8

3

14

25

JunMar14

DecSepJunMar13

DecSep12

-19.6%

-25.9%-23.5%

-4.4%

7.7%

13.7%

-9.1%

Annual % Change, in 12-Month Moving Total(1982 Dollars) 14.8%

-10

0

10

20

30

JunMar14

DecSepJunMar13

DecSep12

Annual % Changein Quarterly Averages

-2.5%

4.1%2.9%

1.5%1.3%

14.7%

10.8%

3.6%

0.00

0.15

0.30

0.45

0.60

0.75

JunMar14

DecSepJunMar13

DecSep12

0.550.59

0.63 0.650.70

0.730.77Millions of Single-Family

Units, Seasonally AdjustedAnnualized Rates

0.81 Defense Industry, New Orders: Massive monthly oscillations

remain the norm. The 36% bounce in April

nearly reversed the big decline recorded for March.

These substantial positive/negative swings have now occurred for five consecutive months.

-25

0

25

50

75

100

JunMar14

DecSepJunMar13

DecSep12

Annual % Change,in 12-Month Moving Total

(1982 Dollars)

9.8%0.1% 5.2%

9.5% 11.6%15.1%

-0.5%

3.0%

-8.0

-4.8

-1.6

1.6

4.8

JunMar14

DecSepJunMar13

DecSep12

Annual % Change, in12-Month Moving Total(1982 Dollars)

-2.2%

-3.6%

-6.5%-7.5%

-4.1%

1.6%

-5.2%

-2.5%

-15

-8

-1

6

13

20

JunMar14

DecSepJunMar13

DecSep12

-3.8%

-9.4%

-0.1%

13.4%

-10.8%

-5.4%

Annual % Change, in 12-Month Moving Total(2003 Dollars)

1.8%4.1%

-20

-10

0

10

20

30

JunMar14

DecSepJunMar13

DecSep12

Annual % Change,in 12-Month Moving Total

(1982 Dollars)

-8.8%

9.8% 9.3% 9.1% 9.3%

-9.0%

-0.4%-1.5%

EC ONOMIC OUTLOOK


Industrial Production, Germany: April production was surprisingly strong; it

rose 1.8%. Manufacturing production rose 1.5%, led by

strong gains in capital goods. The German industrial sector appears to

have regained its footing.

Industrial Production, United Kingdom: Total production rose 0.1% in April; mining

output was a primary driving force. Manufacturing output fell 0.2% from

Marchs utility/weather driven high level. Aprils production data and related survey

reports hint that the worst may be over for the British industrial sector.

ClICK here to subscribe to our Free monthly economic Newsletter!

CONSTRUCTION

MATERIAL HANDLING

MINING

AGRICULTURE

FORESTRY

OUTDOOR POWER

LEISURE/UTILITY

COMPLETE SYSTEMS | TRANSMISSIONS | CONTROLS | DRIVESHAFTS | AXLES

As a world leader in driveline technology, Dana offers a comprehensive line of effi cient, high-quality

solutions for todays demanding machine applications. Our state-of-the-art technologies and ongoing

commitment to increased fuel economy and performance ensure that each of our customers around

the globe benefi t from the most reliable, durable, and serviceable driveline components and systems

in the market. See what Dana can do for you at danacontactus.com/OEM.

At Dana, we offer a full line of effi cient driveline systems that work within your specifi ed designs.

2013 Dana Limited

EFFICIENCIES you may not see, but will surely NOTICE.

-5

-3

-1

1

3

5

JunMar14

DecSepJunMar13

DecSep12

Annual % Change in Quarterly Averages

-1.7%

-0.3%

-2.4%-2.6%

-0.4%

3.1% 3.0%2.4%

Annual % Change inQuarterly Averages

-5

-1

3

7

11

15

JunMar14

DecSepJunMar13

DecSep12

-1.2%

0.3%

-1.7%

0.6%

3.6%2.2%

3.3%

-2.4%

heavy-Duty Truck Shipments: Real shipments rose 6.2% in April. That was the second consecutive month

showing a solid advance. Other April data revealed a slightly softer

pricing environment.

euro Area leading Indicator: There is encouraging news on the leading

indicator front. First, the indicator has strung together a

series of positive moves. Second, it has broken through the

benchmark 100 level for the first time in two years.

-10

1

12

23

34

45

JunMar14

DecSepJunMar13

DecSep12

34.6%

-3.7%

7.9%

24.1%

-6.5%

-2.2%

2.0%

-6.8%

Annual % Change, in 12-Month Moving Total

(2003 Dollars)

98.0

99.4

100.8

102.2

103.6

105.0

AprMarFebJan13

DecNovOctSep12

Monthly Index

99.3499.32

100.12

99.4299.72 99.88

100.0199.56


Marke t Foreca st: Fluid PowerdiGital e XclusiVe

Hydraulic and pneumatic industry trends with NFPA

The latest data published by the National Fluid Power Association shows industry shipments of fluid power products for May 2013 decreased 7.6% compared to May 2012, and decreased 1.6% compared to last month. Mobile hydraulic, industrial hydraulic, and pneumatic shipments decreased in May 2013 when compared to May 2012. All three mar-ket segments decreased when compared to

last month. These charts are drawn from data collected from more than 80 manu-facturers of fluid power products by NFPAs Confidential Shipment Statistics (CSS) pro-gram. Much more information is available to NFPA members, which allows them to bet-ter understand trends and anticipate change in their market and the customer markets they serve.

The table above is expressed in terms of cumulative percent changes. These changes refer to the percent difference between the relevant cumulative total for 2013 and the total for the same months in 2012. For example, the April pneumatic shipments figure of -2.8 means that for the calendar year through April 2013, pneumatic shipments were down 2.8% compared to the same time period in 2012. (Base Year 2008 = 100). NFPA

This graph of 12-month moving averages shows that in May 2013, both pneumatic shipments and hydraulic shipments decreased. (Base Year 2008 = 100) NFPA

HydraulicandPneumaticIndustryTrendswithNFPA

TheNationalFluidPowerAssociation(NFPA)istheleadingsourceofhydraulicandpneumaticindustrydata.PlanYourNextMoveNFPAsindustryreports,outlooksurveys,forecasts,anddatasourcesallowourmemberstounderstandtrendsandanticipatechangewithavarietyoftrendgraphsanddataanalysisforfluidpowerproducts,customermarkets,andeconomicindicators.ExpertAnalysisandHardDataDynamicconferences,meetingsandwebcastskeepourmembersuptodateonthelatesteconomicconditions,emergingtrendsandindustryinsightsfortodayseverchangingeconomicclimate.YouhavetheIdeas,WeProvidetheToolsFrompointandclickExcelbasedsoftwarethatautomatestimeconsumingcalculations,trendanalysis,andcustomforecastingtoauserfriendlywebdashboardthatallowsmemberscustomaccesstoindustryinformation.FindouthowtobecomepartofNFPAbycallingLeslieMillerat4147783369,[email protected].

Pneumatic,MobileandIndustrialHydraulicOrdersIndex

40.0

60.0

80.0

100.0

120.0

140.0

160.0

180.0

200.0

TotalPneumatic MobileHydraulic IndustrialHydraulic

Eachpointonthisgraphrepresentsthemostrecent12monthsoforderscomparedtotheprevious12monthsoforders.Eachpointcanbereadasapercentage.Forexample,95.4(theApril2013leveloftheindustrialhydraulicseries)indicatesthatindustrialhydraulicordersreceivedfromMay2012toApril2013were95.4%oftheordersreceivedfromMay2011toApril2012.(BaseYear2008=100)

HydraulicandPneumaticIndustryTrendswithNFPA

TheNationalFluidPowerAssociation(NFPA)istheleadingsourceofhydraulicandpneumaticindustrydata.PlanYourNextMoveNFPAsindustryreports,outlooksurveys,forecasts,anddatasourcesallowourmemberstounderstandtrendsandanticipatechangewithavarietyoftrendgraphsanddataanalysisforfluidpowerproducts,customermarkets,andeconomicindicators.ExpertAnalysisandHardDataDynamicconferences,meetingsandwebcastskeepourmembersuptodateonthelatesteconomicconditions,emergingtrendsandindustryinsightsfortodayseverchangingeconomicclimate.YouhavetheIdeas,WeProvidetheToolsFrompointandclickExcelbasedsoftwarethatautomatestimeconsumingcalculations,trendanalysis,andcustomforecastingtoauserfriendlywebdashboardthatallowsmemberscustomaccesstoindustryinformation.FindouthowtobecomepartofNFPAbycallingLeslieMillerat4147783369,[email protected].

Pneumatic,MobileandIndustrialHydraulicOrdersIndex

40.0

60.0

80.0

100.0

120.0

140.0

160.0

180.0

200.0

TotalPneumatic MobileHydraulic IndustrialHydraulic

Eachpointonthisgraphrepresentsthemostrecent12monthsoforderscomparedtotheprevious12monthsoforders.Eachpointcanbereadasapercentage.Forexample,95.4(theApril2013leveloftheindustrialhydraulicseries)indicatesthatindustrialhydraulicordersreceivedfromMay2012toApril2013were95.4%oftheordersreceivedfromMay2011toApril2012.(BaseYear2008=100)

Each point on this graph represents the most recent 12 months of orders compared to the previous 12 months of orders. Each point can be read as a percentage. For example, 95.4 (the April 2013 level of the industrial hydraulic series) indicates that industrial hydraulic orders received from May 2012 to April 2013 were 95.4% of the orders received from May 2011 to April 2012. (Base Year 2008 = 100). NFPA

TotalHydraulicandPneumaticShipments

50.0

60.0

70.0

80.0

90.0

100.0

110.0

120.0

TotalFluidPower TotalPneumatic TotalHydraulic

Thisgraphof12monthmovingaveragesshowsthatinMay 2013,bothpneumaticshipments andhydraulicshipmentsdecreased.(BaseYear2008=100)

ShipmentsCumulativeyeartodate%change(2013vs.2012)

TotalFluidPower Total Hydraulic TotalPneumatic

Shipments Shipments Shipments

Feb13 10.1 13.5 5.3

Mar13 9.7 12.7 5.4

Apr13 7.6 10.0 2.8

Thetableaboveisexpressedintermsofcumulativepercentchanges. Thesechangesrefertothepercentdifferencebetweentherelevantcumulativetotalfor2013andthetotalforthesamemonthsin2012.Forexample,theAprilpneumaticshipmentsfigureof2.8meansthatforthecalendaryearthroughApril2013,pneumaticshipmentsweredown2.8%comparedtothesametimeperiodin2012.(BaseYear2008=100)

FluidPowerIndustryGrowthTrend

ThelatestdatapublishedbytheNationalFluidPowerAssociationshowsindustryshipmentsoffluidpowerproductsforMay2013decreased7.6%comparedtoMay2012,anddecreased1.6%comparedtolastmonth.Mobilehydraulic,industrialhydraulic,andpneumaticshipmentsdecreasedinMay2013whencomparedtoMay2012.Allthreemarketsegmentsdecreasedwhencomparedtolastmonth.Thesechartsaredrawnfromdatacollectedfrommorethan80manufacturersoffluidpowerproductsbyNFPAsConfidentialShipmentStatistics(CSS)program.MuchmoreinformationisavailabletoNFPAmembers,whichallowsthemtobetterunderstandtrendsandanticipatechangeintheirmarketandthecustomermarketstheyserve.ContactNFPAat4147783344formoreinfo.

NationalFluidPowerAssociation3333N.MayfairRoad,Suite211Milwaukee,Wisconsin53222PH:4147783344www.nfpa.com


50.0

60.0

70.0

80.0

90.0

100.0

110.0

120.0






Feb13 10.1 13.5 5.3

Mar13 9.7 12.7 5.4

Apr13 7.6 10.0 2.8






50.0

60.0

70.0

80.0

90.0

100.0

110.0

120.0






Feb13 10.1 13.5 5.3

Mar13 9.7 12.7 5.4

Apr13 7.6 10.0 2.8





alternative fuel: dime th y l e ther


ENErgy

Regionally-produced clean fuelby Sara Jensen

DME-fueled trucks, now under development by Volvo, will offer an ultra-low emission alternative to diesel as DME produces no soot or PM due to its lack of a carbon-carbon bond.Sara JenSen

Development of heavy-duty trucks fueled by dimethyl ether

will provide a low-emission, cost competitive alternative to

diesel-fueled trucks.



ENErgy

On June 6, Volvo Trucks North

America announced it will begin

commercial production of Class

8 trucks fueled by dimethyl ether

(DME) in 2015. Goran Nyberg,

President of Volvo Trucks North

American Sales and Marketing, said during

the announcement that the development of

DME-fueled trucks will enable Volvo to offer

its customers an ultra-low emission diesel fuel

alternative which is anticipated to be available

at a cost-competitive price to diesel.

DME is a clean burning fuel that produces no

soot and no particulate matter (PM) because

it has no carbon-carbon bond like other fuel

types. It can be made from a wide variety of

organic materials containing methane includ-

ing natural gas, food wastes, grass clippings,

animal waste and landfill gas. According to

Rebecca Boudreaux, Ph.D., President of Oberon

Fuelswhich is partnering with Volvo for the

development of the DME-fueled trucksany

combination of methane-containing feedstocks

can be used to make DME. For example, the

fuel could be composed solely from natural gas

or a combination of landfill gas, animal waste

and natural gas. The feedstocks used to make

the fuel are often dependent on what is readily

available, and most cost effective, in the area

where the fuel is being produced. Boudreaux

said the flexibility of being able to use multiple

feedstocks helps to keep down the price of DME.

Why DME?Development of the DME-fueled trucks is the

third stage in Volvos Blue Power strategy,

the companys initiative to design engines and

vehicles which operate on alternative fuels such

as compressed natural gas (CNG) and DME. As

part of this strategy, Volvo has spent the last

several years testing various alternative fuel

options to replace diesel.

Each fuel was evaluated based on a set of cri-

teriaclimate impact, energy efficiency, land

use efficiency, fuel potential, vehicle adoption,

fuel cost and fuel infrastructure. Seven different

types of fuel were tested:

Biodiesel (B100)

Methanol/Ethanol (spark ignition)

Hydrogen and biogas (spark ignition)

CNG (spark ignition)

Liquefied natural gas (compression ignition

and pilot injection)

Synthetic diesel, and

DME (compression ignition).

Of the criteria the fuels had to meet, Nyberg said

DME outperformed each of the other alterna-

tive fuels. Based on the response of our fuel

comparison and extensive real-world testing

of DME-powered Volvo trucks, it was clear this

technology will survive other alternative fuels

with diesel-like qualities, he said.

Along with its minimal emissions production

and ability to be made from various types of

feedstocks, DME offers a wide range of benefits.

When made from feedstocks such as landfill

gas, grass clippings or animal waste, DME

can help put to use materials that would oth-

erwise have gone to waste. Research has also

shown that DME made from biomass or biogas

can reduce CO emissions by 95% or more. As

CO is said to be the target of the next wave of

emissions regulations to reduce greenhouse

gases (GHG), already having the capabilities

in place to minimize CO could be helpful to

OEMs once the regulations take effect. DME is

biodegradable as well, ensuring there will be

no contamination of soil or water should there

be a fuel spill.

Boudreaux also pointed out that DME is

already common in many products through-

out the U.S. including hairspray and inhalers.

Though use of DME as a fuel is a relatively new

concept in the U.S., countries such as China,

Brazil and India have been producing DME fuel

on a large scale for a number of years now.The Oberon Fuels method of producing DME uses methane-containing feedstocks, such as animal waste or natural gas, that is fed into a small-scale production plant to produce a diesel-like fuel that can be used in various industries.OberOn Fuels



ENErgy

Driving with DMEVolvo will be using its D13 diesel engine as its

base engine technology for the DME-fueled

trucks. According to Ed Saxman, Marketing

Product Manager for Alternative Fuels at Volvo

Trucks, one of the biggest changes to the D13

engine will be the introduction of new injection

technology because DME will require two times

the fuel flow of diesel. However, because DME is

injected as a liquid, Volvo will be able to rely on

its current fuel injection technology as a starting

point for the new injectors.

As a compression ignition fuel, Saxman noted

DME will enable the engine to operate at a higher

compression ratio as well as achieve 10 to 15%

higher efficiency. There will also be less heat

rejection and lower exhaust temperatures.

Aftertreatment systems for the DME engine

will be minimal due to the low-emissions nature

of the fuel. There will be no diesel particulate

filter (DPF), exhaust gas recirculation (EGR) or

variable geometry turbocharger (VGT). Saxman

noted selective catalytic reduction (SCR) may be

included on the initial engine introduced to the

market, but Volvo hopes to progress the tech-

nology enough to eliminate the need for SCR,

as well.

Unlike CNG and liquefied natural gas (LNG),

DME can be stored at lower pressures75 psi

as well as stored indefinitely at ambient tempera-

tures, making it a safer fuel to handle. DME can

also be stored in a lighter weight tank, helping to

minimize additional weight that could be added

to the vehicle.

The Oberon processIn order to deliver DME in a cost-effective man-

ner, Oberon has developed modular, small-scale

production plants which are capable of produc-

ing 3,000 to 10,000 gallons of DME a day. The

production plants can be placed either directly

at a fleet operation or in a central location that

allows various fleets within that region to uti-

lize the fueling station. DME for that plant is

produced from feedstocks found in the region

where the plant is located.

With the Oberon model, a remotely located

operation can source and produce fuel locally

instead of incurring the high cost of having

fuel shipped in or traveling several miles to

the nearest filling station. Placing the produc-

tion center near the feedstock resource and the

fleet diminishes the amount of emissions that

would be produced to transport the feedstock,

as well as the fuel to various parts of the country.

Instead, regional fuel markets can be created to

serve customers operating and hauling freight

within that region.

The cost of establishing the smaller scale mod-

ular production plants is lower than that of large-

scale operations. According to Boudreaux, costs

are in the range of tens of thousands instead of

the hundreds of thousands as is common with

other types of fuel production units.

As Volvo gets ready to begin commercial pro-

duction of its DME-fueled trucks in 2015, it will

continue working with Oberon to test the vehi-

cles and make adjustments as necessary. Nyberg

said real-world testing of the trucks have been

occurring since the beginning of 2013. He noted

that so far, drivers operating the DME-fueled

trucks have said the vehicles ran no differently

than conventional diesel trucks, which is an

important factor to Volvo. The company wants

to ensure that any new technology it develops

will not cause a drastic change in the way opera-

tors drive a vehicle and deter them from using

the alternatively fueled trucks.

New fuel injector technology is one of the changes Volvo will make to its D13 engine, which it is using as a base for the development of engines for the DME-fueled trucks.Sara JenSen

EnginE s & C omponEnts: Af tErtrE AtmEnt


EMISSIONS

on light vehicles around 2001, and Tenneco was

one of the first to be able to offer high volume

DPF production, says Jackson. We have been

able to take that technology and scale it up to

light commercial vehicles, then into non-road

commercial vehicles, and ultimately into the

large engine space.

While aftertreatment systems are in a sense

able to be scaled-up for larger applications (or

vice versa scaled down for smaller applications)

the scale is not a direct translation. Take for

example the factor of durability, defined as the

useful life of the system. In a light vehicle space,

a system is being designed for a useful life of 8 to

The controller of Tennecos XNOxTM SCR system drives the system and predicts engine-out NOx as well as accounts for ammonia storage and degradation of the catalyst over time.Tenneco Inc.

A clean air technology design and manufacturing company takes a proactive

approach to create forward-looking solutions for the aftertreatment needs of

the commercial vehicle market.

Aftertreatment before its an afterthoughtby Michelle EauClaire

Aftertreatment devices and systems

have often been afterthoughts

to the increasingly demanding

emissions regulations placed

onto engine system designers and

equipment manufacturers. Diesel

aftertreatment includes a range of technologies

and solutions to reduce diesel particulate mat-

ter (PM) and NOx (oxides of nitrogen) including

selective catalytic reduction (SCR), diesel par-

ticulate filters (DPFs) and diesel oxidation cata-

lysts (DOCs), as well as engine-based options

such as exhaust gas recirculation (EGR).

With Tier 4 Final emissions regulations set to

be implemented as of January 1, 2014which

requires off-road engines with output over 75

hp in the U.S. and 130 kW in the European

Union to reduce NOx and PM emissions by

99% compared to pre-legislation levelsthe

aftertreatment technologies have been chosen.

While there is a standard list of options com-

monly referenced by OEMs, such as EGR and

SCR, each manufacturer has a unique variation

of how it will accomplish emissions reduction

while still improving upon overall vehicle per-

formance and productivity dependent on the

vehicle application and duty cycle.

Experience in the design and development of

aftertreatment solutions enables Tenneco Inc.,

Lake Forest, IL, to have a unique focus on proac-

tive emissions reduction technologies designed

for the anticipated demand in the global com-

mercial vehicle industry.

Tim Jackson, Tennecos Chief Technology

Officer and Executive Vice President has been

with the company since 1999. The DPF started



EMISSIONS

10 years and 150,000 miles. When its moved into

the commercial vehicle space, its being designed

for durability requirements from 400,000 to 1

million miles depending on the customer; in the

non-road space, now a system is being designed

for a useful life of 8,000 hours up to 20,000 hours.

In all of those cases, its not a simple linear pro-

gression on what needs to be done to get higher

levels of durability and reliability, says Jackson.

Other variables that are not scalable are engine

back pressure, and vibration and G-loads based

on the weight and mounting of the emissions

control units.

The company has developed and researched

dozens of technologies beyond the DPF, priding

itself on its forward thinking product develop-

ment style to create the next-generation emission

control solution. See Tennecos forward-looking

solutions on its Technology Roadmap on pg. 12.

Scalable SCRThe company has been supplying SCR systems

since 2004 in Europe. Around 2007, we made a

strategic decision to supply a turn-key SCR sys-

tem rather than just supply the SCR catalysts

and mixing, Jackson says. At that point, Tenneco

acquired the capability for urea injection, dosing

electronics and software.

Tennecos turn-key SCR system, the XNOx

SCR system, is a modular, scalable technology

that is being used in engines as small as 4.4 liters

Designed to be an alternative to urea-based SCR systems, the Hydrocarbon Lean NOx Catalyst (HC-LNC) uses either diesel fuel or ethanol as the dosing reductant.Tenneco Inc.

Tenneco receives John Deere Supplier Innovation Award Lake Forest, Illinois, March 14, 2013 Tenneco Inc.

has been selected as a recipient of a John Deere 2012

supplier innovation award for the development of an

integrated selective catalytic reduction (SCR) and mixing

system which is incorporated into a Tier 4 Final diesel

aftertreatment system.

The award is presented to a select group of suppli-

ers who have demonstrated innovation in a product or

service they provide to John Deere. Award selections

are based on four factors creativity, feasibility, col-

laboration, and bottom-line impact. John Deere cre-

ated the supplier innovation awards in 2010 to promote

innovation in the companys supply base and recognize

suppliers who think creatively.

Tenneco is a global supplier to John Deere, and

began providing diesel aftertreatment products includ-

ing diesel oxidation catalysts (DOC) and diesel particu-

late filters (DPF) for certain Tier 4 Interim applications

in 2010.

[We are] honored to be recognized for our innovation

and proud to partner with John Deere on aftertreatment

technology for reducing nitrogen oxides (NOx) and par-

ticulate emissions, says Neal Yanos, Tenneco Executive

Vice President. Tennecos commercial vehicle business

continues to grow, driven by the strength of our clean

air technology portfolio and our commitment to help

our customers comply with increasingly stringent global

emissions regulations.

In recent newsand as large as 18 liters or more. The system is comprised of an adaptable, model-based control-

ler, a return flow style injector, a fluid delivery

system including a pump and filter and pres-

sure sensor, and ancillary components like fluid

tanks and more sensors. The controller drives

the system and can predict engine-out NOx and

account for ammonia storage and degradation

of the catalyst over time. Based on engine and

external operating conditions, injection rates are

dynamically controlled to accurate amounts of

urea to achieve the desired emission levels while

minimizing backpressure and costs.

The basic architecture of the system is the

same as it is scaled across engine sizes, accom-

modating for a change in the required dosing

rates. Tennecos pat-

ented injector can be

adapted for use with urea

(diesel exhaust fluid, DEF) as well as

fuel, which is often required within aftertreat-

ment systems to manage DPF soot loads or other

NOx catalysts. The design produces significantly

smaller droplets than other injectors available

in the market, meaning less effort is needed to

evaporate and distribute across the catalyst

cross-section. Its wide spray angle improves the

urea distribution throughout the exhuast gas,

avoiding concentrated impingement that creates

localized cooling, promoting the likelihood of

undesired deposits forming within the system.

The diameter and cross section of the decom-

position tubes have to adjust, as well, but Tenneco

works hand-in-hand with engine manufacturers

to ensure proper calibration for each application.

There is a significant amount of simultaneous

engineering that is needed between the engine

and emissions systems. You cant calibrate the



EMISSIONS

aftertreatment in the absence of engine cali-

bration, says Jackson. The optimum point of

engine-out emissions with the specific fuel con-

sumption and power output needs to be deter-

mined, he continues.

While we are able to customize the solution,

we are at the same time able to have a high

amount of system standardization,Jackson says.

Two basic injector designshigh flow and low

flowcan cover an engine range from 1.0 liter

up to around a megawatt (1,300 hp) of power,

and the dosing maps, the calibration and the

on-board diagnostic (OBD) software is always

application specific, he says.

Solid SCRAn alternative to liquid urea/AdBlue SCR systems

is Tennecos Solid SCR. Tenneco does not believe

that its Solid SCR will become a replacement for

all urea-based systems, but rather is for custom-

ers seeking an alternative solution. I think it

has a compelling value proposition in the right

application. For cold [temperature] applications,

or remote locations without the ease of access

to ureas developed distribution infrastructure,

Solid SCR may make sense.

The Solid SCR system can generate ammonia

(NH3) for the SCR system at much lower tempera-

tures than with urea. Ureas challenge is that it

has to undergo thermolysis and hydrolysis reac-

tions to result in ammonia. With our Solid SCR

system, you dose directly with gaseous ammonia

thats released from a solid form using heat.

Pragmatically that means that after an over-

night cold soak the urea freezes. So, after an

engine starts it can take anywhere from 10 to

20 minutes before the urea is liquefied and the

exhaust temperatures are high enough to dose.

With the Solid SCR system, the ammonia can

be generated in as little as 90 seconds after an

engine start, even after an overnight cold soak.

For test cycles, such as the World Harmonized

Transient Cycle (WHTC1) that has a lot of cold

temperature performance with significant

weighting on the cold temperature portions, the

Solid SCR system can outperform a liquid SCR

system [with up to a] 40% improvement in NOx

reduction, Jackson says.

Another benefit to Tennecos Solid SCR is the

reduction in storage needs. Ammonia carried

in liquid urea form is approximately 67 to 68%

water, whereas the storage density of the ammo-

nia in the solid form eliminates that. In a non-

road environment, some of these package spaces

are pretty tight. We can get an equal amount of

ammonia in about half the space with the Solid

SCR, says Jackson.

Due to the reduced tank size and better per-

formance at cold temperatures, and the fact that

the Solid SCR eliminates the corrosion issues of

water-based urea, the system costs less than

other SCR systems. We all understand the

importance of cost reduction in the business for

the purchaser. They dont appreciate the increase



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in sticker price that comes with emissions com-

pliance. Our customers are looking for solutions

to improve the value to the end customer. We as

an industry have to have an intense focus on cost

reduction, and that cannot come at the expense

of sacrificing emissions performance or durabil-

ity, Jackson says.

HC Lean NOx CatalystAnother alternative to urea-based SCR systems

was created by Tenneco along with its partners

GE and Umicore. The Hydrocarbon Lean NOx

Catalyst (HC-LNC) uses either diesel fuel or etha-

nol as the dosing reductant. We invented that

technology based on a very futuristic view of the

world, that eventually there would be demand

for a non-urea NOx abatement technology. Now,

weve found excitement around that technology

in South America.

Brazil has one of the most developed ethanol

economies in the world; ethanol fuel can be pur-

chased at virtually any filling station. Brazilian

ethanol is not produced from corn like in the U.S.,

but rather sugar cane, a local and more afford-

able source.

Years ago, the Brazilian government announced

a mandate for the transition from hand harvest-

ing to mechanized harvesting of sugar cane. The

primary purpose of the transition was to elimi-

nate the need to burn sugarcane fields before

workers cut the sugarcane by hand. The burning

process results in increased amounts of pollu-

tion and PM in the air. They also release huge

amounts of greenhouse gases (GHG) which the

government is trying to limit.

Were measuring the ethanol consumption on

these trucks compared to the DEF consumption

that is on the counterparts, and were seeing a

variable operating cost at about half with the

ethanol of what the DEF expense is. A liter of

ethanol actually goes further. Our dosing rate is

lower with ethanol than it is with DEF, and the

ethanol is less expensive per liter, and when you

multiply those two together, you get a variable

operating cost for the reductant of about half of

what the legacy cost is.

Leveraging the leftoversExhaust heat is one of the biggest wastes of usable

energy on any vehicle. Tenneco is exploring vari-

ous thermal management solutions to recuper-

ate exhaust heat and convert it into accessible

on-board power. There are three basic ways that

heat energy can be reintroduced to the vehicle

as usable energy:

The first, and simplest, is heat-to-heat con-

version. In a heat-to-heat energy conversion, a

common air-to-water heat exchanger can be

built into the existing exhaust system and used

for auxiliary vehicle functions such as warm-

ing the cabin more quickly in cold conditions.

Another option would be to pump the heat into



EMISSIONS

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the driveline to warm lubricants and hydraulic fluids during

cold starts to reach optimal operating conditions faster.

On a cold start, all of the lubricants and hydraulic fluids are

cold and viscous. There is a large amount of parasitic loss in the

driveline due to this; so, one of the easiest things we can do to

improve vehicle fuel economy is to help get that vehicle up to an

optimal operating temperature more quickly after a cold start.

Thats the easiest and most cost effective of the heat recovery

applications, Jackson confirms.

The heat conversion thats prob-

ably the most exotic, according to

Jackson, is heat-to-electricity. Its

a technology that is well-founded

in physics to use semiconduc-

tor elements with the Seebeck2

effect. Jackson explains further,

You use a temperature gradi-

ent across the semiconductor

to generate electricity, and then

instead of getting electricity from

a belt- or gear-driven alternator

mounted on the engine which extracts a fairly significant parasitic

loss load on the engine, you can get the electricity for free using

waste exhaust heat.

He notes that the current problem with that technology is cost.

The industry needs to see at least a 10:1 reduction in the current

cost in order for it to be a commercially viable technology, but

Tenneco is working on it in collaboration with customers, univer-

sities and specialty material companies. Im confident that before

the end of this decade well see it become a cost-effective technol-

ogy for vehicles, but the durability will have to be proven, as well.

The third exhaust heat energy recuperation technology is waste

heat to mechanical energy. Here you use a reverse Rankine cycle3

machine that actually takes the exhaust heat and runs it through

a miniature turbine or engine to produce shaft power, explains

Jackson. Then you can put that power back into the engine in a

couple of different ways. You can either use it to turbo-compound

the engine where you use a supercharger at lower rpms and the

turbo at higher rpms, or you can use it to add horsepower back into

machine. That one is in the very early experimental phases, and it

is unclear if an acceptable cost-

benefit ratio can be acheived,

but we are working on it as are

many others.

What else does the future hold?As OEMs continue to investigate

ways to enhance the existing

Tier 4 Final engine package, the

conversation frequently echoes a

desire to re-simplify the engine

system and fully integrate the aftertreatment capabilities into the

internal function of the engine without additional components

that add weight and space constraints.

While some engine manufacturers want to use engine-based

technology to reduce the amount of aftertreatment, Jackson points

out that a reduction in GHG and improvements in fuel economy

may stop this from happening. We all understand that there is a

basic trade-off between NOx and fuel economy. What I believe is

going to happen is that the engine-based technologies are going

to be largely directed toward reducing GHG and improving fuel

economy. Tenneco already has companies asking for higher effi-

ciency aftertreatment devices. While current SCR systems are

operating at 90 to 95% efficiency for removing NOx, there is an

interest in 98% efficiency.

1 The WHTC test is a transient engine dynamometer schedule defined by the global technical regulation (GTR) No. 4 developed by the UN ECE GRPE group. The GTR is covering a world-wide harmonized heavy-duty certification (WHDC) procedure for engine exhaust emissions based on the worldwide pattern of real heavy commercial vehicle use.

2 The Seebeck effect is defined as the production of an electromotive force (emf ) and consequent-ly an electric current in a loop of material consisting of at least two dissimilar conductors when two junctions are maintained at different temperatures. The conductors are commonly metals, though they need not be solids. The Seebeck effect is used to measure temperature with great sensitivity and accuracy and to generate electric power for special applications.

3 A Rankine cycle in heat engines is an ideal cyclical sequence of changes of pressure and tem-perature of a fluid, such as water, used in an engine, such as a steam engine. In the Rankine cycle, the working substance of the engine undergoes four successive changes: heating at constant pres-sure, converting the liquid to vapor; reversible adiabatic expansion, performing work (as by driving a turbine); cooling at constant pressure, condensing the vapor to liquid; and reversible adiabatic compression, pumping the liquid back to the boiler.We invented [Hydrocarbon Lean NOx Catalyst] based on a very

futuristic view of the world, that eventually there would be demand

for a non-urea NOx abatement technology. Now, weve found

excitement around that technology in South America.Tim Jackson, CTO & EVP, Tenneco Inc.

c over story: H y BrID systeMs


Effic iEncy

way the industry defines hybrid. Hybrid technol-

ogy in general is really geared towards taking

wasted energy and converting it to energy that

can be used, says Tim Wells, Product Manager

at BAE Systems, Endicott, NY.

Because the use and type of hybrid system is

dependent upon a vehicles duty cycle and the

application in which it will be used , there are

a wide variety of hybrid systems available in

the market.

Electric hybrid drive systemThe HybriDrive parallel hybrid system from BAE

Systems (BAE) captures energy generated from

Braking energy captured by Bosch Rexroths Hydrostatic Regenerative Braking system is stored within high pressure accumulators for vehicle acceleration. By using the stored energy in addition to engine power for acceleration, the engine does not have to work as hard and consumes less fuel.Bosch RexRoth

By using two or more sources of power, hybrid systems provide an

opportunity to improve vehicle efficiency, fuel consumption and productivity.

Who you calling a hybrid?by Sara Jensen

With the term hybrid being

thrown around so much these

days as manufacturers, and

the global population, look for

ways to reduce their carbon

footprint, there can be some

confusion as to what the word hybrid actually

means. Tom DeCoster, Business Development

Manager of Hybrid Drive Systems at Parker

Hannifin Corp., Cleveland, OH, says when most

people think of hybrids their minds automatically

go to electric automobile applications.

However, a vehicle does not have to run on elec-

tricity in order to be considered a hybrid. The

textbook definition of a hybrid simply states that

it is a vehicle which uses two or more sources of

power. There are many types of technology com-

binations which constitute a hybrid besides the

more traditionally thought of engine and electric

battery power combination.

In some cases we may be operating with elec-

tric motors as a prime mover, in other cases it

may be diesel engines, natural gas, or other ener-

gy sources, says Steve Zumbusch, Director of

Advanced Platform Innovations at Eaton, Eden

Prairie, MN. But hybrid reflects the ability to

manage power through the multiple sources.

Hydraulic hybrids, for example, have become

more prevalent within recent years due to the

amount of energy they can capture and reuse.

[If] the vehicle is very heavy, thats where hydrau-

lics shine, explains DeCoster. They can capture

a huge amount of energy in a very short period

of time, and then they can use that energy very

efficiently and very quickly.

The storing and reusing of energy is yet another



Effic iEncy

ers during the vehicle integration process. We

always have to know what [the engine is] doing

and what it wants to do, and we may want to

change that based on our control technology,

says Wells. In most cases, the engine manufac-

turer will grant BAE approval to change aspects

of what the engine might normally do in various

situations so the engine can better accommodate

the hybrid electric control technology. Having

the ability to adjust certain parameters on the

engine enables BAEs control technology to keep

the engine at a lower idle at times when it might

want to rev up, such as during vehicle accelera-

tion, and instead use the supplemental electri-

cal power from the hybrid system to operate

the vehicle in its usual manner without having

the engine do all of the work.

Collaboration with the vehicle OEM is inte-

gral, as well. BAE works closely with the vehicle

manufacturer to ensure all components and

systems will work together properly and effi-

ciently. Working with the OEM also guarantees

components of the hybrid system are put in the

best and most economical place to match the

needs of the end user.

According to Wells, one of the biggest chal-

lengesfor all industriesis how to incorpo-

rate new and advancing technologies such as

HybriDrive in a cost-effective and weight-opti-

mized manner. When BAE first introduced its

series hybrid, the system used lead acid batter-

ies which added approximately 4,000 pounds

of weight to the vehicle. About four years ago

Wells says the company switched to lithium-ion

batteries which brought the weight of the system

down to 800 pounds. In addition to reducing the

weight of the system, using lithium-ion batteries

brought about a change in the control technology

BAE could utilize. It added a lot of additional fea-

tures that we have now like engine-off motoring

and electrifying more subsystems, says Wells.

Greater vehicle electrification is also a develop-

ment goal for BAE. One way the company will

accomplish this will be to replace subsystems

currently driven mechanically by belts with elec-

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Effic iEncy

braking events and transforms it into electrical

energy that is stored in batteries and used when

necessary to supplement engine power. Energy

that would go to waste is being used in lieu of fuel

that would be consumed, says Wells. Using the

stored electrical energy for vehicle acceleration

or when the engine needs to work hard, such as

for climbing a hill, keeps the engine running at its

most efficient point for maximum fuel efficiency.

Depending on the application in which the par-

allel hybrid system is being used, it can offer up to

a 30% improvement in fuel economy. Wells notes

that the HybriDrive parallel system is best suited

for vehicles which operate at slower speeds, are

known for using a lot of fuel, and make frequent

starts and stops.

In addition to the parallel system, BAE also has

a series version of HybriDrive which has been

in use in the transit bus market over the past 10

years (see sidebar, pg. 17 to learn more about the

differences between parallel and series hybrids).

In the series version the vehicles engine runs a

generator to provide electrical energy. Electricity

generated by the engine is fed to the batteries

and power electronics, enabling the vehicle to

be driven at all times by an electric motor. Use

of the series hybrid system on transit buses has

demonstrated a 50% improvement in fuel econ-

omy. This is due in part to having electrified all

the normally belt-driven accessories, adding the

option of turning the engine off at various times

and moving the vehicle.

Along with the fuel savings it provides,

HybriDrive also provides noise reduction ben-

efits. Because the engine is run at its most effi-

cient point, it is therefore not revving up, causing

excess noise. Emissions are reduced as well due

to the engines more efficient operation and lower

fuel consumption. Simply put, If you burn less

fuel, you create [fewer] emissions, says Wells.

Because of the speed and frequency with which

the hybrid system communicates with an engine,

BAE works very closely with engine manufactur-

BAE Systems is currently working with several

other companies on hybridizing the Ground Combat

Vehicle (GCV) for the U.S. Army. The vehicle will incor-

porate an electric hybrid drive system.

Electrical energy will be generated by the vehicles

two six-cylinder engines to provide power to the

hybrid systems high voltage battery system, where

the power will be stored for use when necessary, such

as for powering various subsystems or auxiliary vehicle

functions. The stored energy can also be used to help

supplement engine power for driving the vehicle.Go to page 22 to read about BAE Systems work on the hybrid GCV program.

Hybrid Ground Combat Vehicle

BAE SyStEmS



Effic iEncy

tric driven motors. We also want to slowly but surely increase

engine-off motoring so that we do more and more things with

the engine off and use the electrical energy instead, Wells says.

Hydrostatic regenerative brakingBosch Rexroths, Charlotte, NC, hydrostatic regenerative braking

system (HRB) is a hydraulic hybrid technology which captures

braking energy that would otherwise go to waste and reuses it to

help drive the vehicle. The system provides supplemental power

to the engine so that it does not have to work as hard to perform

certain tasks, leading to reduced fuel consumption.

As the vehicle begins to decelerate, the HRBs axial piston unit

captures kinetic energy created by the braking event and con-

verts it into hydraulic energy. The energy is stored in high pressure

accumulators until it is needed for vehicle acceleration. Once the

vehicle accelerates, the hydraulic fluid flows back through the

axial piston unit, which now acts as a motor to deliver energy to

the vehicles mechanical drivetrain and supplement engine power.

Hydraulic technology was chosen because it is robust and dura-

ble, as well as a known technology. OEMs, end users and vehicle

maintenance professionals have been working with hydraulics

for years, so they are familiar with how it operates and how to fix

it if necessary. Tom Garbacz, Director, Hybrids and Systems at

Bosch Rexroth, notes this familiarity with the technology is an

important aspect to consider when developing a hybrid system.

I think that [familiarity] plays a big role in the acceptance of the

technology compared to an electric hybrid where [the technology]

could be really foreign to some of the OEMs or service organiza-

tions, he says.

The goal of HRB is to quickly store and use energy to reduce

the workload put on the engine and save as much fuel as pos-

sible. Because of this, systems like HRB are best suited for heavy

Hybrid systems typically come in two forms: parallel or series.

A parallel hybrid is a system which gets added onto the exist-

ing powertrain of a vehicle. In a parallel system the engine

is still mechanically connected to the wheels. Series hybrids,

on the other hand, have no mechanical connection between

the drivetrain and the wheels.

Tim Wells, Business Development Manager at BAE Sys-

tems, explains that with a parallel system the energy captured

and stored by the hybrid system is used to supplement the

mechanical energy of the engine whereas a series hybrid

provides the majority of the power for the vehicle and the

engine often works as a generator or secondary power source.

According to Tom Garbacz, Engineering Manager at Bosch

Rexroth, parallel hybrids offer the benefit of being deactivated

so that if there is an issue with the system, operators can

still drive the vehicle while series hybrids enable the engine

to be operated in a more efficient powerband.

Parallel versus series hybrid systems

BAE SyStEmS

Series hybrid system

Parallel hybrid system

commercial vehicles which make frequent starts and stops

throughout the day so that there are numerous braking events

from which to collect usable energy. Currently Bosch Rexroth

is focusing its efforts on implementing this technology on

refuse trucks, but is also looking at additional on- and off-road

applications.

Only available as a parallel system at the moment, HRB is

an additional system integrated into the vehicles driveline

after the transmission. Garbacz says parallel hybrid archi-

tectures such as HRBs can be beneficial due to the fact that

they can be deactivated without losing the ability to still drive

the vehicle. If the system was to go down, you could still

drive and use the truck, he says, which is especially useful

for commercial fleets that cannot afford to have unscheduled

downtime.

Hydraulic hybrid systemFirst launched at bauma 2013, Spicer PowerBoost is a hydraulic

hybrid system from Dana Holding Corp., Maumee, OH, which

captures and reuses otherwise wasted energy from the drivetrain

and working hydraulics to help power a vehicle. The system is an

add-on solution that is compatible with the companys existing

transmission portfolio.

Spicer PowerBoost (PowerBoost) captures kinetic energy from


Effic iEncy

the drivetrain, particularly during braking and

working eventssuch as shuttling operations.

When the vehicle is accelerating and decel-

erating severely, theres a big opportunity to

capture energy otherwise wasted, says Ettore

Cosoli, Head of Off-Highway and Vocational

Vehicles, Hybrid in the Advanced Engineering

and Innovation Group at Dana. The captured

energy is then stored in an accumulator for use

when additional power is needed, such as when

accelerating from a stop, lifting a load or driving

into a pile of dirt.

As a supplemental power source to the engine,

the hybrid system can offer fuel savings between

20 and 40%. Cosoli says the amount of fuel

saved is dependent upon the application and

duty cycle of a vehicle. Heavy-duty equipment

with frequent, intensive power demand fluc-

tuation, and short and medium Y cycles will

benefit most from using PowerBoost. Currently

the system is being integrated into off-highway

equipmentmostly construction and mate-

rial handling vehicleswith additional appli-

cations, including refuse trucks, planned for

the future.

According to Cosoli, the core of the hybrid sys-

tem is the mindware embedded into the Spicer

PowerBoost Hub which is a mechantronic unit

that acts as an energy management system,

determining when, where and how energy will

be captured, stored and used. Via the advanced

control system, energy is directed to and from

pumps, motors and accumulators in the driveline

and used depending on specific vehicle needs.

[It is capable of deciding] how to modulate the

power absorbed by the diesel or by the accumu-

lators in order to optimize a specific target, for

example fuel savings or productivity, says Cosoli.

For productivity improvements, the hybrid sys-

tem injects stored energy from the accumulators

into the driveline so that the vehicles traction

is actually being powered by the stored energy

instead of the engine. This enables the engines

power to be fully devoted to other vehicle tasks,

such as moving a bucket of dirt, which Cosoli

explains is beneficial to increasing productivity

compared to that of a conventional, non-hybrid

vehicle.

The PowerBoost system can also be configured

to minimize engine idling by shutting off the

engine and using energy stored in the accumu-

lator for low-energy operations such as inching

or low travel speeds. When the full power of the

diesel engine is not [required]the system has

the ability to buffer energy into the accumulators

and then use this extra energy when needed,

notes Cosoli.

With the extra energy PowerBoost provides,

the engine can actually be downsized, helping

reduce some of the weight and space constraints

OEMs may be facing when designing a vehicle,

particularly for applications close to the 56 kW

threshold. Compact vehicles below 100 kW

could benefit from the potential downsizing of

the engine below 56 kW, Cosoli explains, and

[use] the extra power from the hybrid solution

to compensate.

As Dana continues to further develop and

enhance its hybrid technology, it will expand

beyond just capturing energy from the driveline.

The Scuderi Split-Cycle Engine from Scuderi Group,

West Springfield, MA, while technically not a hybrid,

is categorized as such by the company because it

supplements the combustion process with high com-

pression air. It is also able to both generate and store

energy, fitting into the definition some manufacturers

use for hybrids.

In the Scuderi engine, compression and combus-

tion work is divided among the engines cylinders. A

four-cylinder Scuderi Split-Cycle Engine, for example,

would replicate an in-line four cylinder engine except

that one cylinder would be dedicated to compression

and three cylinders would be dedicated to combus-

tion. Separating the two functions enables maximiza-

tion and optimization of both functions, and provides

higher efficiency and power levels, says Bill Wrinn,

Director of Marketing and Communications at Scuderi.

Separation of the compression and combustion work

creates a working compressor on the engine. Dur-

ing certain times in the drive cycle, such as braking,

energy from the compressor is stored in an air tank

as compressed air. This stored air can then be used to

supplement the combustion process when necessary

during the drive cycle.

In addition to creating a more efficient engine,

Wrinn says the engine emits up to 80% less NOx

(oxides of nitrogen). We believe a diesel-fueled Scu-

deri Engine would require less aftertreatment filter-

ing given the low amount of NOx produced in the

engine, he explains.

Scuderi Split-Cycle Engines

The core of the PowerBoost system is the mindware embedded into the Spicer PowerBoost Hub, which directs energy to and from pumps, motors and accumulators in the driveline and uses it depending on specific vehicle needs.Dana Spicer




Effic iEncy

The next stages in the companys development

process will involve capturing energy from a vehi-

cles working hydraulics. Once this technology is

fleshed out, Dana intends to combine driveline

hybridization and hydraulics hybridization into

a full vehicle energy management system.

Hybrid power via regenerative brakingOriginally begun as a hybrid technology for the

on-highway market, Eaton is now evolving how

its Hydraulic Launch Assist (HLA) technology is

used in off-highway equipment, as well. It pro-

vided tremendous technology that were now

in the process of carrying over into these other

markets, says Zumbusch, Director of Advanced

Platform Innovations at Eaton.

HLA uses regenerative braking technology to

capture, store and reuse otherwise wasted ener-

gy released during braking events. As a vehicle

begins to brake, the generated kinetic energy

drives a pump/motor as a pump, enabling it to

transfer hydraulic fluid to a high-pressure accu-

mulator. Nitrogen gas in the accumulator is com-

pressed by the hydraulic fluid, and the system

becomes pressurized. For vehicle acceleration,

the hydraulic fluid carrying the captured energy

is fed out of the accumulator, causing the pump/

motor to be driven as a motor which enables it

to provide torque to the driveshaft and propel

the vehicle forward.

Using the captured braking energy as an addi-

tional power source provides fuel efficiency as

well as energy efficiency benefits. We can actual-

ly make it selective so that you can shift between

Economy Mode and Performance Mode, notes

Zumbusch. He says the main difference between

these two modes is how the engine is run. In

Economy Mode the engine is kept running at

its optimal fuel efficiency point while the energy

stored within the accumulator is used to pro-

vide the necessary power for completing specific

vehicle tasks. Once the accumulator is empty,

the engine takes over provision of the power.

And it is all done in a manner that is relatively

transparent to operators, enabling them to con-

tinue working without interruption. In addition

to fuel efficiency benefits, Economy Mode can

help reduce noise levels.

Performance mode, on the other hand, uses

both the stored energy and the engine to provide

power for vehicle tasks. When the accumulator

is empty, the engine is solely responsible for pro-

viding power. The main goal of this mode is to

improve the productivity of the vehicle, which

Zumbusch notes some customers value more

than increases in fuel efficiency. He says this

is why Eaton built the capabilities to switch

between the two modes into its hybrid system.

Dan Koehler, Segment Director for Construction

and Material Handling at Eaton, points out that

with hydraulic hybrids there is an opportunity

to downsize the engine due to the supplemental

power the hybrid system provides. The additional

power source enables OEMs to install a smaller

sized engine without losing productivity. Not

only does this help reduce the amount of space

needed for the engine, but it also reduces the cost

of the engine and its aftertreatment system. And

because were running more efficiently, the heat

load rejection required is less, adds Zumbusch.

Cooling components such as radiators and fans

can now reduce in size, as well. And when you

run with smaller fans ,that requires less horse-

power to run which means more horsepower

leftover for operating the equipment. It has a

snowball effect on it that certainly impacts the

engines.

The current hydraulic hybrid system for on-

highway vehicles is a parallel system added to the

In Hydraulic Launch Assists Economy Mode, the engine is kept running at its optimal fuel efficiency point while energy stored in the accumulator is used for performing vehicle tasks. Performance mode, meanwhile, uses both the stored energy and the engine to provide power for vehicle tasks.Eaton



Effic iEncy

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drivetrain of the vehicle. According to Zumbusch,

many in the on-highway market were not ready

for a fully hydraulic hybrid system as they were

used to mechanical transmissions which had a

connection between the engine and wheels. With

a parallel system, operators could get the fuel

savings and efficiency benefits of a hybrid, but

if necessary, turn the hybrid system off and rely

solely on the mechanical system.

However, the next generation of the system

has added a series hybrid solution. Those are

the ones that actually have better opportunities

for vehicles both on road and off road because it

gives us more opportunity to manage the engine

power as well, notes Zumbusch. Because off-high-

way applications have become comfortable with

hydraulics and hydrostatic transmissions over the

years, the use of hydraulic energy recovery technolo-

gies is not as much of an adjustment.

Applications which HLA are best suited for

include those with frequent starts and stops, as

well as those that have periods of high power and

low power usage. A lift truck, for example, may do

several lifting operations throughout its workday

as opposed to a lot of moving around the work

site. In this case, HLA can be designed to capture

the energy that would otherwise be released, and

wasted, as the trucks lift moves down. Duty cycles

are everything when it comes to which machines

are candidates for getting a lot of improve-

ments in fuel savings versus something else,

says Zumbusch.

Hydraulic hybrid drive systemDesigned for Class 8 refuse trucks, RunWise is

Parker Hannifins Advanced Series Hydraulic

Hybrid system which captures and reuses the energy

recovered during braking events. We can capture

approximately 70% of the energy thats available in

a braking event, says DeCoster. As an advanced

series system, RunWise replaces the transmission

and controls a vehicles engine.

When the brakes are applied, RunWises second-

ary pump/motor mechanism acts as a pump to cap-

ture brake energy that is normally dissipated as

wasted heat. This energy is stored in the systems

two accumulators and used as necessary to pro-

vide power for vehicle acceleration. During vehicle

acceleration, the pump/motor mechanism is used

as a motor to deliver the stored energy. The vehicle

runs completely on the captured and stored energy,

enabling the engine to remain at idle until there is

a power demand that absolutely requires use of the

engine, such as when the accumulators have run

out of stored energy.

Once the accumulators are empty, the engine is

revved up just enough to power RunWises primary

pump which then drives the vehicle hydrostatically.

A power drive unit (PDU) replaces the transmis-

sion and handles the gear changes of the vehicle.

According to DeCoster, RunWise is a three gear

system of which the first two are hydrostatic. In

first gearwhich runs from 0 to 25 mph and is also

known as garbage collection mode,all accelera-

tion and braking is completed by the hybrid systems

pump/motors. During this mode the engine is not

in any way connected to the rear axle. In second

gearbetween 20 and 25 mphthe hybrid systems

pump/motors again perform all vehicle accelera-

tion and braking.

When approaching speeds around 42 mph, the

system goes into direct drive, also known as third

gear. Direct drive is the only time during which the

engine is mechanically connected to the rear axle

in order to provide power for acceleration and brak-

ing. DeCoster explains that once you get to direct

drive it becomes more efficient to run the vehicle in

[this mode] than it would in hydrostatic. Because

the first two gears are used when there are a fre-

The Parker Hannifin RunWise system allows vehicles to run completely on braking energy captured and stored by the system. This enables the engine to remain at idle until there is a power demand that absolutely requires use of the engine.Parker Hannifin



Effic iEncy

quent number of stops and starts, there are enough

braking events to provide the hybrid system the

amount of energy it will need to power the vehicle.

Direct drive, on the other hand, is best suited for

times when there will be consistent vehicle travel

and minimal braking events.

Running the majority of the time on captured

and stored energy allows RunWise to provide fuel

savings in the range of 35 to 55%. DeCoster notes

that the use of stored energy also provides natural

productivity gains, between 5 and 15%. Typically

with an automatic transmission the power has to

run through the transmission and often the torque

converters slip. With the hybrid system, however,

power can be delivered very quickly to provide

slightly faster vehicle acceleration.

This reduced brake system use means the brakes

are being maintained, and replaced, fewer times

than on a conventional vehicle. According to

DeCoster, instead of replacing the brakes two to

four times, a year it is closer to once every seven

years, if ever during the entire life of the vehicle.

Because RunWise interacts so much with the

engine, Parker works closely with the OEMs engine

manufacturer to ensure proper communication

and efficiency between the two systems. DeCoster

explains that the engine manufacturer provides

an engine calibration telling Parker which speed

zones within the engine it can and cannot oper-

ate so as not to interfere with emissions control

technologies. Parker then writes its own calibration

that avoids emissions-related zones and instead

operates the engine within the most efficient zone

that remains. Our control engineers then take that

calibration and work to make the most efficient use

of the engines power to keep the engine optimized

for performance, he says.

While RunWise is currently designed for use in

refuse trucks, there are other applications in which

the technology is applicable, and Parker intends to

investigate those as it further develops the technol-

ogy. Where hydraulic hybrids shine is in a high

payload with high start and stop duty cycles, says

DeCoster.

Power inverter for electric drivesTo help power hybrid electric vehicles, Phoenix

International, also known as John Deere Electronic

Phoenix Internationals inverter is the brains of the electric drive system, managing power flow to and from the electric motor.Phoenix international

Solutions, Fargo, ND, has developed an electric drive

system consisting of a power inverter which is close-

ly integrated with a high power electric motor and

receives commands from a system controller. The

power inverter operates in torque mode for normal

driving, speed mode during shift management, or

voltage control mode if being used as a generator.

Power is delivered to the drivetrain in motoring

mode or used to capture braking energy for later

use in whats known as generating mode.

According to Dav id Gordon, Business

Development Manager at Phoenix, the inverter

is the brains of the electric drive system, manag-

ing power flow to and from the electric motor. The

inverter reads the position of the electric motor in

very high speed control loops and utilizes advanced

switching methods to achieve inverter efficiencies

of over 98%. Depending on the electric motor used,

drive system efficiencies over 90% can be achieved.

The inverter also monitors the electric machine for

proper operation while constantly communicating

with the system controller, which is the brains of the

hybrid vehicle.

The system controller commands the electric

drive system in the same manner as a traditional

drivetrain for power delivery and features electric

braking capabilities which can be incorporated with

traditional brakes. Gordon notes that the electric

drive system may also support peak power deliv-

ery where the system controller commands peak

output for short durations under special conditions

(0 speed start on hill, high negative torque braking

situations) while protecting against excessive wear

which would sacrifice reliability.

With the electric drive system torque can be deliv-

ered instantaneously, providing smooth and quiet

acceleration of the vehicle. This helps make for a

more comfortable ride for vehicle operators, as well

as reduces noise levels on the jobsite.

Gordon notes Phoenix inverters are well suited

for high voltage, high torque/power applications.

Knowing that electric drives have been used in

locomotives and large mining equipment for many

years indicates that the limits are not so much in

power but in making the drive systems compact

enough that they can fit on the smaller vehicles

but still deliver the high power expectations, says

Gordon.

Currently, the company is

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