Download - Cygnus Oemoh 20130708
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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
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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!
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EC ONOMIC OUTLOOK
OEM Off-Highway | JULY/AUGUST 2013 www.oemoffhighway.com 3
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%
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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%
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EC ONOMIC OUTLOOK
OEM Off-Highway | JULY/AUGUST 2013 www.oemoffhighway.com 5
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
-
OEM Off-Highway | JULY/AUGUST 2013 www.oemoffhighway.com 6
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
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
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
-
alternative fuel: dime th y l e ther
OEM Off-Highway | JULY/AUGUST 2013 www.oemoffhighway.com 7
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.
-
alternative fuel: dime th y l e ther
OEM Off-Highway | JULY/AUGUST 2013 www.oemoffhighway.com 8
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
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alternative fuel: dime th y l e ther
OEM Off-Highway | JULY/AUGUST 2013 www.oemoffhighway.com 9
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
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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
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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
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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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OEM Off-Highway | JULY/AUGUST 2013 www.oemoffhighway.com 13
EnginE s & C omponEnts: Af tErtrE AtmEnt
Collect all the savings that lie ahead!
Big vehicles can save big too especially when it comes to
lowering fuel consumption and exhaust emissions. dSPACE offers
the right tools for developing ECU software for buses and trucks.
From hybrid drive technology to optimized combustion.
One integrated toolchain for embedded systems.
www.dspace.com
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
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OEM Off-Highway | JULY/AUGUST 2013 www.oemoffhighway.com 14
EMISSIONS
(954) 523-9396
Keep Your Engine Running
With Superior Diesel Filtration
The Separ Filter contains 5 stages of filtration that will:Increase the availability of equipment
Ensure reliabilityReduce downtime and warranty costs
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.
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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
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OEM Off-Highway | JULY/AUGUST 2013 www.oemoffhighway.com 16
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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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
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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
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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
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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
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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
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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