April 3, 2013
General Motors' German brand Opel said on Wednesday that it had found no evidence in a crash test on its new Mokka SUV that HFO-1234yf could catch fire in a collision and release toxic fumes. They said a realistic test conducted together with the independent testing agency TÜV Rheinland had failed to ignite refrigerant that leaked from the system after impact.
The test is the first to be published since Daimler said in September that HFO-1234yf, the only air conditioning coolant on the market that conforms to a new European Union directive on greenhouse gases, could be the primary source for a vehicle fire.
Opel began installing HFO-1234yf-based systems in its Mokka model at the start of the year but Daimler is violating the EU directive by continuing exclusively to use the non-flammable R134a.
Opel research and development chief Michael Ableson said there was "no alternative in the near future to refrigerant HFO-1234yf. Other possibilities such as CO2-based refrigerants are still in the development stage and are years away from entering the market".
CRASH SIMULATIONS
Daimler says frontal crash simulations that it conducted internally last August showed that a fire could ignite under the hood of a car when the new Honeywell refrigerant, mixed with air conditioning lubricant, came into contact with the manifold of a turbo-charged petrol engine at around 650 degrees Celsius (1,200 Fahrenheit).
Opel said on Wednesday it had crash-tested a 1.4 litre turbo-charged Mokka at a speed of 50 km/h (31 mph) against a movable deformable barrier, meant to simulate driving headlong into the last car in a tailback.
It said the impact had damaged the air conditioning system, causing a leak near the Mokka's hot engine manifold, but without causing a fire.
Gunnar Pflug, head of the traffic safety centre at TÜV Rheinland, said the test had been designed and conducted under TÜV Rheinland's supervision to recreate the extreme conditions that Daimler says are necessary to induce a fire. It included reaching an engine temperature more than 100 degrees Celsius higher than that recorded by Daimler.
"Much faster speeds and there would have been nothing left of the engine compartment, basically," he said. "What we did was no standard test, this was the first of its kind."
Manufacturer Honeywell concedes that the mixture is indeed flammable and releases toxic gases when burning, but argues that Daimler's simulations employed 'ideal' conditions expressly designed to create a desired effect.
Daimler, Mercedes' parent, says simulations as opposed to real crash tests were necessary because each car deforms differently during impact, even if the same test parameters are always applied.
Pflug said this was only partly true.
"The same parts are not always damaged exactly the same way down to the millimetre, but if it isn't the third air conditioning fin that breaks, then it's the second or seventh," he said.
http://www.reuters.com/article/2013/04/03/gm-honeywell-daimler-refrigerant-idUSL5N0CQ3GL20130403
Thursday, April 4, 2013
Monday, April 1, 2013
2014 North American Light pick-up powertrains
April 1, 2013
General Motors (Sierra 1500):
- 4.3L EcoTec3 V-6 (available summer 2013)
- 5.3L EcoTec3 V-8 (available spring 2013)
- 6.2L EcoTec3 V-8 (available `later in 2013)
All engines are naturally aspirated and feature: direct injection, cylinder deactivation (i.e., switch to 4-cylinder operation at light load) and continuously variable valve timing. All will be matched to six-speed transmissions.
Ford (F-150)
- 3.7 L V6
- 5.0 L V8
- 6.2 L V8
- 3.5 L twin-turbocharged EcoBoost
Dodge (Ram 1500)
- 3.6 L Pentastar VVT V6
- 4.7 L Flex Fuel V8
- 5.7 L HEMI VVT V8 with FuelSaver MDS
- 3.0 L V-6 EcoDiesel (available Q3 2013)
Thursday, March 28, 2013
Cummins Generator Technologies Announces Motor Generator and Power Electronics for Hybrid Commercial Vehicles
March 20, 2013
Cummins Generator Technologies announced the availability of its CorePlus™ Motor Generator and Power Electronics technology in the American market. It is available with power, torque and performance characteristics suitable for hybrid systems, electric vehicle designs, range extender solutions and electrical power generation in vehicles. A Power Electronics package embedding Cummins CorePlus controls software complements the Motor Generator.
The Cummins CorePlus Motor Generator is fitted between the vehicle engine and transmission, allowing OEMs to keep using their preferred engine and transmission. The Motor Generator has an integral rugged housing to allow it to operate in the harsh environment of the engine bay, and has the torsional strength to allow engine torque to be transferred through it to the transmission.
During the concept stage, a number of different permanent magnet rotor configurations were considered including: Surface magnet; inset magnet; and embedded magnet (with either a flat or ‘V’-shape). Ultimately, the embedded magnet layout was chosen due to its mechanical retention and environmental protection of the magnets, good field-weakening capability and low short-circuit current.
Likewise, after they looked at flat and flux-focusing V-shape magnets, a flat magnet installation was chosen as the best solution thanks to a lower magnet mass per unit (lower flux leakage than a V-shape), lower rotor inertia-end constraints for the rotor’s internal diameter and a simpler manufacturing process with a lower number of magnets.
Cummins Motor Generator Specifications:
Cummins Generator Technologies announced the availability of its CorePlus™ Motor Generator and Power Electronics technology in the American market. It is available with power, torque and performance characteristics suitable for hybrid systems, electric vehicle designs, range extender solutions and electrical power generation in vehicles. A Power Electronics package embedding Cummins CorePlus controls software complements the Motor Generator.
During the concept stage, a number of different permanent magnet rotor configurations were considered including: Surface magnet; inset magnet; and embedded magnet (with either a flat or ‘V’-shape). Ultimately, the embedded magnet layout was chosen due to its mechanical retention and environmental protection of the magnets, good field-weakening capability and low short-circuit current.
Likewise, after they looked at flat and flux-focusing V-shape magnets, a flat magnet installation was chosen as the best solution thanks to a lower magnet mass per unit (lower flux leakage than a V-shape), lower rotor inertia-end constraints for the rotor’s internal diameter and a simpler manufacturing process with a lower number of magnets.
Cummins Motor Generator Specifications:
- Peak torque - 660Nm
- Peak power - 90kW @ 1,300rpm
- Continuous power - 35kW @ 1,300rpm
- Motor efficiency - > 95%
- Overall length - 200mm
- Weight - 108kg
- Cooling - water-glycol
Thursday, March 21, 2013
Cummins fuel savings through downspeeding
March 20, 2013
Cummins will deliver improved fuel mileage through a combination of downspeeding and its new SmartTorque2 engine ratings, the company announced prior to the Mid-America Trucking Show.
SmartTorque2, available on the ISX15 in two new ratings (415 hp/1,450-1,650 lb.-ft. and 450 hp 1,550-1,750 lb.-ft.), “enables smarter acceleration and performance under a variety of operating conditions,” explained Jeff Jones, vice-president, North American engine business. SmartTorque offers an extra 200 lb.-ft. of torque in the top two gears for improved performance when cruising or pulling a grade.
A new vehicle acceleration management (VAM) feature controls the amount of power available to the driver when accelerating, providing smoother acceleration with less fuel consumption, Jones added.
The new Cummins engines have been designed to deliver peak torque at less than 1,000 rpm, to provide more efficient gearing.
“We’re recommending trucks with manual transmissions be geared for 65 mph at 1,270 rpm, which is 100 rpm lower than a year ago,” Jones said.
Dr. Steve Charlton, chief technical officer with Cummins’ engine business, said just three to four years ago, Cummins engines were cruising at 1,450-1,500 rpm, while today they can operate efficiently at 1,200-1,300 rpm.
Additional fuel savings can be had by using a 10W-30 low viscosity engine oil, Charlton added. And he said improvements have also been made to the emissions system, with more soot reduction occurring in the cylinder so there’s less particulate matter for the diesel particulate filter (DPF) to eliminate. Charlton said these changes have resulted in nearly 100% passive DPF regeneration.
Jones said Cummins’ position with the OEMs has “never been better.” He indicated Cummins has seen its North American market share grow to more than 40% of the Class 8 and more than 50% of the mid-range markets last year.
http://www.trucknews.com/news/cummins-drives-fuel-savings-through-downspeeding-smarttorque2-ratings/1002155940/?ref=rss&ctid=1002155940
Cummins will deliver improved fuel mileage through a combination of downspeeding and its new SmartTorque2 engine ratings, the company announced prior to the Mid-America Trucking Show.
SmartTorque2, available on the ISX15 in two new ratings (415 hp/1,450-1,650 lb.-ft. and 450 hp 1,550-1,750 lb.-ft.), “enables smarter acceleration and performance under a variety of operating conditions,” explained Jeff Jones, vice-president, North American engine business. SmartTorque offers an extra 200 lb.-ft. of torque in the top two gears for improved performance when cruising or pulling a grade.
A new vehicle acceleration management (VAM) feature controls the amount of power available to the driver when accelerating, providing smoother acceleration with less fuel consumption, Jones added.
The new Cummins engines have been designed to deliver peak torque at less than 1,000 rpm, to provide more efficient gearing.
“We’re recommending trucks with manual transmissions be geared for 65 mph at 1,270 rpm, which is 100 rpm lower than a year ago,” Jones said.
Dr. Steve Charlton, chief technical officer with Cummins’ engine business, said just three to four years ago, Cummins engines were cruising at 1,450-1,500 rpm, while today they can operate efficiently at 1,200-1,300 rpm.
Additional fuel savings can be had by using a 10W-30 low viscosity engine oil, Charlton added. And he said improvements have also been made to the emissions system, with more soot reduction occurring in the cylinder so there’s less particulate matter for the diesel particulate filter (DPF) to eliminate. Charlton said these changes have resulted in nearly 100% passive DPF regeneration.
Jones said Cummins’ position with the OEMs has “never been better.” He indicated Cummins has seen its North American market share grow to more than 40% of the Class 8 and more than 50% of the mid-range markets last year.
http://www.trucknews.com/news/cummins-drives-fuel-savings-through-downspeeding-smarttorque2-ratings/1002155940/?ref=rss&ctid=1002155940
Allison Transmission Claims 5% Better Fuel Economy with TC10 for Tractor Trucks
March 20, 2013
Allison Transmission claims that test fleet users achieved an average 5% fuel economy improvement with the Allison TC10 tractor transmission over their current manual and automated manual transmissions.
"Approximately 100 major fleets throughout the U.S., representing a variety of applications, have been using our TC10 transmission in real world duty cycles over the last two years," said Jim Wanaselja, vice president of North America marketing, sales and service for Allison Transmission.
The TC10 is specifically designed for both city and highway tractor duty cycles and provides a blended architecture with full power shifts, a torque converter and a twin countershaft gear box. It is fully automatic and offers smooth, seamless shifting through 10 gear ranges. This optimizes acceleration and fuel economy, making this transmission especially ideal for distribution applications where a tractor-trailer splits its work cycle between city and highway conditions.
Rated up to 600 horsepower and 1,700 pound-feet of torque at launch, the TC10 is designed with 10 forward speeds and two reverse. It comes equipped with Allison's newest generation of electronic controls which provide fuel economy features, prognostics to eliminate unnecessary oil and filter changes, and enhanced shift selector functionality. A five-year or 750,000 mile warranty is also offered.
Production of the new transmission began earlier this month.
http://ir.allisontransmission.com/phoenix.zhtml?c=227924&p=RssLanding_pf&cat=news&id=1798551
Allison Transmission claims that test fleet users achieved an average 5% fuel economy improvement with the Allison TC10 tractor transmission over their current manual and automated manual transmissions.
"Approximately 100 major fleets throughout the U.S., representing a variety of applications, have been using our TC10 transmission in real world duty cycles over the last two years," said Jim Wanaselja, vice president of North America marketing, sales and service for Allison Transmission.
The TC10 is specifically designed for both city and highway tractor duty cycles and provides a blended architecture with full power shifts, a torque converter and a twin countershaft gear box. It is fully automatic and offers smooth, seamless shifting through 10 gear ranges. This optimizes acceleration and fuel economy, making this transmission especially ideal for distribution applications where a tractor-trailer splits its work cycle between city and highway conditions.
Rated up to 600 horsepower and 1,700 pound-feet of torque at launch, the TC10 is designed with 10 forward speeds and two reverse. It comes equipped with Allison's newest generation of electronic controls which provide fuel economy features, prognostics to eliminate unnecessary oil and filter changes, and enhanced shift selector functionality. A five-year or 750,000 mile warranty is also offered.
Production of the new transmission began earlier this month.
http://ir.allisontransmission.com/phoenix.zhtml?c=227924&p=RssLanding_pf&cat=news&id=1798551
Navistar Considering Cuts to Engine Production Capacity
March 21, 2013
Navistar has more engine plants than it needs and is considering options for consolidating engine production, Chief Operating Officer Troy Clarke said.
"We build engines in three places and none of them is fully utilized. You just can't make any money doing that," Mr. Clarke said during an interview Wednesday at the Mid-America Trucking Show in Louisville, Ky. "Under-utilized manufacturing capacity is just a cost and it's a cost that we don't have to bear."
Mr. Clarke didn't provide specifics about plant closings being considered, but he said that a final decision will likely take months. The company operates two engine plants in Huntsville, Ala., and a third in Melrose Park, Ill., outside of Chicago. One of the Huntsville plants was opened in recent years to build a 15-liter engine that Navistar abandoned last year.
Mr. Clarke, who will replace interim Chief Executive Lewis Campbell next month, said closing any of the engine plants would be more difficult than the decision last year to eliminate the Garland, Texas, truck assembly plant. Production of heavy-duty trucks at Garland was shifted to plants in Escobedo, Mexico, and Springfield, Ohio.
"We had invested in this build-any-truck-at-any-plant [system], so shutting a [truck] plant down was easier for us to do than on the engine side," Mr. Clarke said.
The company lost $3 billion last year, amid soaring warranty expenses for its new 13-liter engines and a costly change in emission control strategy. By the end of this month, Navistar expects the EPA to certify that the company's 13-liter SCR engine meets the agency's latest emissions standard.
Navistar, which has traditionally been the third largest seller of heavy-duty trucks in North America, lost market share last year to Daimler's Freightliner unit, Paccar and Volvo. Recent estimates put the company's share of the heavy-duty market at about 12%, down from about 21% at the end of 2011.
http://www.4-traders.com/NAVISTAR-INTERNATIONAL-CO-13684/news/Navistar-Considering-Cuts-to-Engine-Production-Capacity-Operating-Chief-16564524/
Navistar has more engine plants than it needs and is considering options for consolidating engine production, Chief Operating Officer Troy Clarke said.
"We build engines in three places and none of them is fully utilized. You just can't make any money doing that," Mr. Clarke said during an interview Wednesday at the Mid-America Trucking Show in Louisville, Ky. "Under-utilized manufacturing capacity is just a cost and it's a cost that we don't have to bear."
Mr. Clarke didn't provide specifics about plant closings being considered, but he said that a final decision will likely take months. The company operates two engine plants in Huntsville, Ala., and a third in Melrose Park, Ill., outside of Chicago. One of the Huntsville plants was opened in recent years to build a 15-liter engine that Navistar abandoned last year.
Mr. Clarke, who will replace interim Chief Executive Lewis Campbell next month, said closing any of the engine plants would be more difficult than the decision last year to eliminate the Garland, Texas, truck assembly plant. Production of heavy-duty trucks at Garland was shifted to plants in Escobedo, Mexico, and Springfield, Ohio.
"We had invested in this build-any-truck-at-any-plant [system], so shutting a [truck] plant down was easier for us to do than on the engine side," Mr. Clarke said.
The company lost $3 billion last year, amid soaring warranty expenses for its new 13-liter engines and a costly change in emission control strategy. By the end of this month, Navistar expects the EPA to certify that the company's 13-liter SCR engine meets the agency's latest emissions standard.
Navistar, which has traditionally been the third largest seller of heavy-duty trucks in North America, lost market share last year to Daimler's Freightliner unit, Paccar and Volvo. Recent estimates put the company's share of the heavy-duty market at about 12%, down from about 21% at the end of 2011.
http://www.4-traders.com/NAVISTAR-INTERNATIONAL-CO-13684/news/Navistar-Considering-Cuts-to-Engine-Production-Capacity-Operating-Chief-16564524/
Eaton and Navistar Develop New UltraShift PLUS Transmissions
March 21, 2013
Eaton has launched a new family of UltraShift PLUS transmissions designed exclusively for Navistar to maximize fuel efficiency in linehaul applications. To be co-released by the two companies, the new 16-speed direct drive automated mechanical transmissions are designed with a small 17% step between gears to optimize time in a diesel engine's most efficient RPM zone and help reduce fuel consumption.
The new UltraShift PLUS LSE (Linehaul Small-Step Efficiency) will be released initially with Navistar's MaxxForce 13L SCR engines on the International branded vehicles and followed shortly thereafter with Cummins ISX15 engines.
Fleets involved with testing the new transmissions have reported fuel economy improvements from 2 to 4%. Production is scheduled to take place in April of this year.
"The direct drive design also boosts the efficiency of the transmission gear train, to further promote excellent fuel consumption," said Shane Groner, North America product planning manager for Eaton's Commercial Vehicle Transmission Division. "All of the other features and benefits of the UltraShift PLUS are included in this newest addition to our lineup."
The new UltraShift PLUS LSE transmission has 16 forward gears and two reverse gears, and an overall ratio of 14.40. The standard warranty is 5-year/750,000 miles for the transmission and 3-year/350,000 miles for the clutch.
All UltraShift PLUS transmissions use an electronic clutch actuator to provide faster shifting and smoother engagement. The clutch is fully engaged at idle, giving the driver ultimate control in challenging situations, like parking lots, loading docks and other tight spaces.
Additional UltraShift PLUS features include:
http://www.marketwatch.com/story/eaton-and-navistar-develop-new-fuel-friendly-ultrashift-plus-transmissions-2013-03-21
Eaton has launched a new family of UltraShift PLUS transmissions designed exclusively for Navistar to maximize fuel efficiency in linehaul applications. To be co-released by the two companies, the new 16-speed direct drive automated mechanical transmissions are designed with a small 17% step between gears to optimize time in a diesel engine's most efficient RPM zone and help reduce fuel consumption.
The new UltraShift PLUS LSE (Linehaul Small-Step Efficiency) will be released initially with Navistar's MaxxForce 13L SCR engines on the International branded vehicles and followed shortly thereafter with Cummins ISX15 engines.
Fleets involved with testing the new transmissions have reported fuel economy improvements from 2 to 4%. Production is scheduled to take place in April of this year.
"The direct drive design also boosts the efficiency of the transmission gear train, to further promote excellent fuel consumption," said Shane Groner, North America product planning manager for Eaton's Commercial Vehicle Transmission Division. "All of the other features and benefits of the UltraShift PLUS are included in this newest addition to our lineup."
The new UltraShift PLUS LSE transmission has 16 forward gears and two reverse gears, and an overall ratio of 14.40. The standard warranty is 5-year/750,000 miles for the transmission and 3-year/350,000 miles for the clutch.
All UltraShift PLUS transmissions use an electronic clutch actuator to provide faster shifting and smoother engagement. The clutch is fully engaged at idle, giving the driver ultimate control in challenging situations, like parking lots, loading docks and other tight spaces.
Additional UltraShift PLUS features include:
- Fully automated two-pedal design (no clutch pedal).
- Safety features include auto neutral and Intelligent Hill Start Aid, which prevents roll-back and roll-forward while launching on grades using foundation wheel brakes.
- Automatic, Manual and Low modes offer driver full control.
- Crepe Mode allows the vehicle to be driven at a constant speed (optional).
http://www.marketwatch.com/story/eaton-and-navistar-develop-new-fuel-friendly-ultrashift-plus-transmissions-2013-03-21
Wednesday, March 20, 2013
Volvo V60 Plug-in Hybrid North American debut at the New York International Auto Show
March 20, 2013
The Volvo V60 Plug-in Hybrid will make its American display debut at the New York International Auto Show. The plug-in hybrid is one of three remaining candidates for the prestigious 2013 World Green Car of the Year award.
The V60 uses a parallel hybrid arrangement where the front wheels are driven by a 2.4 L 158 kW 5-cylinder diesel engine and the rear wheels are driven by an electric motor.
https://www.media.volvocars.com/global/enhanced/en-gb/Media/Preview.aspx?mediaid=48412
The Volvo V60 Plug-in Hybrid will make its American display debut at the New York International Auto Show. The plug-in hybrid is one of three remaining candidates for the prestigious 2013 World Green Car of the Year award.
The V60 uses a parallel hybrid arrangement where the front wheels are driven by a 2.4 L 158 kW 5-cylinder diesel engine and the rear wheels are driven by an electric motor.
https://www.media.volvocars.com/global/enhanced/en-gb/Media/Preview.aspx?mediaid=48412
Tuesday, March 19, 2013
Torotrak acquires 20% of Flybrid Automotive Ltd
March 18, 2013
Torotrak has acquired a 20% stake in flywheel hybrid innovator Flybrid Automotive Ltd (formerly Flybrid Systems LLP) with an option to acquire the remaining shares before the end of the calendar year. The company expects the deal will accelerate the adoption of its technology, which it says will be in fleet trials with bus operators later this year through an agreement with bus constructor Wrightbus.
Flybrid Automotive, a UK company owned by its founders Jon Hilton and Doug Cross, already has a long-term relationship with Torotrak, which uses Flybrid’s proven flywheel module in its Mechanical Kinetic Energy Recovery System (M-KERS). The system is claimed to recover up to 70% of braking energy for around a third the cost of battery electric hybrids. Flybrid has evaluation or development programmes with a wide range of vehicle manufacturers worldwide.
In an study commissioned by Torotrak, Ricardo Strategic Consulting concluded that pure mechanical flywheel hybrids promise similar fuel economy and CO2 benefits to electric hybrids but at around one third the cost. Looking in more detail at the issues associated with conventional electric hybrid technologies, Ricardo added; ‘The purely mechanical flywheel system also eliminates the cost and price instability of exotic metals, the end-of-life costs of batteries, the need to train dealers and bodyshops to work safely with high voltages and several other significant penalties of traditional high-voltage solutions.’ The report forecasts that in the heavy duty commercial vehicle market, pure mechanical flywheel hybrids ‘appear to be one of the most cost-effective powertrain technologies for reducing CO2.’
This view is supported by E4tech, who conclude that the Flybrid technology is well suited to the bus market, medium volume market entry in the commercial vehicle market and to some sectors of passenger cars, saying that it can match or improve upon electric hybrid fuel economy improvements of at least 15 per cent. Their view is that the considerably reduced costs would enable it to become an established low carbon technology ahead of likely fuel cell mass-market adoption.
In passenger car applications, pure mechanical flywheel hybrid technology could reduce emissions of CO2 by up to 30 g/km at a cost of around £20 per gram, says Ricardo. This compares favourably with their estimate of £20 – £45 per gram for enhanced Internal Combustion Engine technologies and up to £90 per gram for electric hybrids.
Torotrak expects the first application of pure-mechanical flywheel hybrid technology will be in the urban commercial vehicle market, where benefits are strongest and volumes can be managed through existing relationships. There are also substantial opportunities with other fleets that operate a stop-start drive cycle such as urban delivery vehicles and refuse vehicles.
In the passenger car sector, the Ricardo report forecasts penetration levels of 0.4% – 3.8% by 2020, offering potential volumes of up to four million units per year. As well as affordable hybrids, these could include high-performance cars where the ability to release energy very quickly (more quickly than batteries) provides an attractive, differentiating ‘press to pass’ function.
http://www.torotrak.com/news/2013/03/torotrak-acquires-20-of-flybrid-automotive-ltd/
Torotrak has acquired a 20% stake in flywheel hybrid innovator Flybrid Automotive Ltd (formerly Flybrid Systems LLP) with an option to acquire the remaining shares before the end of the calendar year. The company expects the deal will accelerate the adoption of its technology, which it says will be in fleet trials with bus operators later this year through an agreement with bus constructor Wrightbus.
Flybrid Automotive, a UK company owned by its founders Jon Hilton and Doug Cross, already has a long-term relationship with Torotrak, which uses Flybrid’s proven flywheel module in its Mechanical Kinetic Energy Recovery System (M-KERS). The system is claimed to recover up to 70% of braking energy for around a third the cost of battery electric hybrids. Flybrid has evaluation or development programmes with a wide range of vehicle manufacturers worldwide.
In an study commissioned by Torotrak, Ricardo Strategic Consulting concluded that pure mechanical flywheel hybrids promise similar fuel economy and CO2 benefits to electric hybrids but at around one third the cost. Looking in more detail at the issues associated with conventional electric hybrid technologies, Ricardo added; ‘The purely mechanical flywheel system also eliminates the cost and price instability of exotic metals, the end-of-life costs of batteries, the need to train dealers and bodyshops to work safely with high voltages and several other significant penalties of traditional high-voltage solutions.’ The report forecasts that in the heavy duty commercial vehicle market, pure mechanical flywheel hybrids ‘appear to be one of the most cost-effective powertrain technologies for reducing CO2.’
This view is supported by E4tech, who conclude that the Flybrid technology is well suited to the bus market, medium volume market entry in the commercial vehicle market and to some sectors of passenger cars, saying that it can match or improve upon electric hybrid fuel economy improvements of at least 15 per cent. Their view is that the considerably reduced costs would enable it to become an established low carbon technology ahead of likely fuel cell mass-market adoption.
In passenger car applications, pure mechanical flywheel hybrid technology could reduce emissions of CO2 by up to 30 g/km at a cost of around £20 per gram, says Ricardo. This compares favourably with their estimate of £20 – £45 per gram for enhanced Internal Combustion Engine technologies and up to £90 per gram for electric hybrids.
Torotrak expects the first application of pure-mechanical flywheel hybrid technology will be in the urban commercial vehicle market, where benefits are strongest and volumes can be managed through existing relationships. There are also substantial opportunities with other fleets that operate a stop-start drive cycle such as urban delivery vehicles and refuse vehicles.
In the passenger car sector, the Ricardo report forecasts penetration levels of 0.4% – 3.8% by 2020, offering potential volumes of up to four million units per year. As well as affordable hybrids, these could include high-performance cars where the ability to release energy very quickly (more quickly than batteries) provides an attractive, differentiating ‘press to pass’ function.
http://www.torotrak.com/news/2013/03/torotrak-acquires-20-of-flybrid-automotive-ltd/
Petroleum Use, Greenhouse Gas Emissions of Automobiles Could Drop 80 Percent by 2050; Efficiency, Alternative Fuels, and Strong Government Policies Will Be Needed
March 18, 2013
A new National Research Council report examines what is needed to reduce petroleum consumption and greenhouse gas emissions by 80 percent for light-duty vehicles in the U.S. by 2050. The report concludes that a combination of more efficient vehicles; the use of alternative fuels like biofuels, electricity, and hydrogen; and strong government policies to overcome high costs and influence consumer choices is required. While achieving these goals will be difficult, improving technologies driven by strong and effective policies could make deep reductions possible.
"To reach the 2050 goals for reducing petroleum use and greenhouse gases, vehicles must become dramatically more efficient, regardless of how they are powered," said Douglas M. Chapin, principal of MPR Associates, and chair of the committee that wrote the report. "In addition, alternative fuels to petroleum must be readily available, cost-effective and produced with low emissions of greenhouse gases. Such a transition will be costly and require several decades. The committee's model calculations, while exploratory and highly uncertain, indicate that the benefits of making the transition, i.e. energy cost savings, improved vehicle technologies, and reductions in petroleum use and greenhouse gas emissions, exceed the additional costs of the transition over and above what the market is willing to do voluntarily."
Improving the efficiency of conventional vehicles is, up to a point, the most economical and easiest-to-implement approach to saving fuel and lowering emissions, the report says. This approach includes reducing work the engine must perform -- reducing vehicle weight, aerodynamic resistance, rolling resistance, and accessories -- plus improving the efficiency of the internal combustion engine powertrain.
Improved efficiency alone will not meet the 2050 goals, however. The average fuel economy of vehicles on the road would have to exceed 180 mpg, which, the report says, is extremely unlikely with current technologies.
Some specific conclusions:
A new National Research Council report examines what is needed to reduce petroleum consumption and greenhouse gas emissions by 80 percent for light-duty vehicles in the U.S. by 2050. The report concludes that a combination of more efficient vehicles; the use of alternative fuels like biofuels, electricity, and hydrogen; and strong government policies to overcome high costs and influence consumer choices is required. While achieving these goals will be difficult, improving technologies driven by strong and effective policies could make deep reductions possible.
"To reach the 2050 goals for reducing petroleum use and greenhouse gases, vehicles must become dramatically more efficient, regardless of how they are powered," said Douglas M. Chapin, principal of MPR Associates, and chair of the committee that wrote the report. "In addition, alternative fuels to petroleum must be readily available, cost-effective and produced with low emissions of greenhouse gases. Such a transition will be costly and require several decades. The committee's model calculations, while exploratory and highly uncertain, indicate that the benefits of making the transition, i.e. energy cost savings, improved vehicle technologies, and reductions in petroleum use and greenhouse gas emissions, exceed the additional costs of the transition over and above what the market is willing to do voluntarily."
Improving the efficiency of conventional vehicles is, up to a point, the most economical and easiest-to-implement approach to saving fuel and lowering emissions, the report says. This approach includes reducing work the engine must perform -- reducing vehicle weight, aerodynamic resistance, rolling resistance, and accessories -- plus improving the efficiency of the internal combustion engine powertrain.
Improved efficiency alone will not meet the 2050 goals, however. The average fuel economy of vehicles on the road would have to exceed 180 mpg, which, the report says, is extremely unlikely with current technologies.
Some specific conclusions:
- The U.S. is unlikely to achieve a 50% reduction in annual LDV petroleum use by 2030 relative to 2005 because very little time remains for achieving the required massive changes in the on-road LDV fleet and/or its fuel supply. Many of the vehicles on the road in 2030 will have been built by 2015, and these will lower the fuel economy of the on-road fleet. With additional policies, 40% reduction may be possible. This will require an increasing number of efficient ICE vehicles, with an increasing share of HEVs in response to the 2025 CAFE requirements. In addition, biofuels mandates by the RFS could displace a significant amount of petroleum fuels by 2030. Additional policy support may be required to promote increased sales of natural gas vehicles, battery-electric vehicles, and fuel cell vehicles.
- The goal of an 80% reduction in LDV petroleum use by 2050 potentially could be met by several combinations of technologies that achieve at least the midrange level of estimated success. Continued improvement in vehicle efficiency, beyond that required by the 2025 CAFE standards, is an important part of each successful combination. In addition, biofuels would have to be expanded greatly or the LDV fleet would have to be composed largely of CNGVs, BEVs and/or FCEVs.
- Large reductions are potentially achievable in annual LDV GHG emissions by 2050, on the order of 60 to 70% relative to 2005. An 80% reduction in LDV GHG emissions by 2050 may be technically achievable, but will be very difficult. Vehicles and fuels in the 2050 time frame would have to include at least two of the four pathways: much higher efficiency than current vehicles, and operation on biofuels, electricity, or hydrogen (all produced with low GHG emissions). All four pathways entail great uncertainties over costs and performance. If BEVs or FCEVs are to be a majority of the 2050 LDV fleet, they would have to be a substantial fraction of new car sales by 2035.
Future low carbon vehicles ‘offer prospect of cash savings for drivers’
March 18, 2013
A study, carried out jointly by Ricardo-AEA and Cambridge Econometrics, aim analysed the economic impacts of decarbonizing light duty vehicles. As part of the study, the impacts of the European Commission’s proposed 2020 CO2 regulation for cars and vans was assessed. The analysis showed that a shift to low-carbon vehicles would increase spending on vehicle technology, therefore generating positive direct employment impacts, but potentially adding €1,000-€1,100 to the capital cost of the average new car in 2020. However, these additional technology costs would be offset by fuel savings of around €400 per year, indicating an effective break-even point for drivers of approximately three years. At the EU level, the cost of running and maintaining the European car fleet would become €33-35 billion lower each year than in a “do nothing scenario” by 2030, leading to positive economic impacts including indirect employment gains.
http://www.ricardo.com/en-GB/News--Media/Press-releases/News-releases1/2013/Future-low-carbon-vehicles-offer-prospect-of-cash-savings-for-drivers/
http://www.ricardo.com/Documents/PRs%20pdf/PRs%202013/Economic%20Assessment%20Vehicles%20-%20FINAL.pdf
A study, carried out jointly by Ricardo-AEA and Cambridge Econometrics, aim analysed the economic impacts of decarbonizing light duty vehicles. As part of the study, the impacts of the European Commission’s proposed 2020 CO2 regulation for cars and vans was assessed. The analysis showed that a shift to low-carbon vehicles would increase spending on vehicle technology, therefore generating positive direct employment impacts, but potentially adding €1,000-€1,100 to the capital cost of the average new car in 2020. However, these additional technology costs would be offset by fuel savings of around €400 per year, indicating an effective break-even point for drivers of approximately three years. At the EU level, the cost of running and maintaining the European car fleet would become €33-35 billion lower each year than in a “do nothing scenario” by 2030, leading to positive economic impacts including indirect employment gains.
http://www.ricardo.com/en-GB/News--Media/Press-releases/News-releases1/2013/Future-low-carbon-vehicles-offer-prospect-of-cash-savings-for-drivers/
http://www.ricardo.com/Documents/PRs%20pdf/PRs%202013/Economic%20Assessment%20Vehicles%20-%20FINAL.pdf
Friday, March 15, 2013
EPA: Light-Duty Automotive Technology, Carbon Dioxide Emissions, and Fuel Economy Trends: 1975 Through 2012
March 15, 2013
The US EPA released its annual report summarizing key trends in carbon dioxide emissions, fuel economy, and CO2- and fuel economy-related technology for gasoline- and diesel-fueled personal vehicles sold in the United States, from model years (MY) 1975 through 2012. The EPA adjusted fuel economy values are intended to reflect "real world " fuel economy and is based on the values calculated for the fuel economy labels of individual vehicles. Automaker compliance with both CO2 and CAFE standards is based on unadjusted laboratory CO2 and fuel economy values, along with various regulatory incentives and credits. Unadjusted values are about 29% higher than adjusted values.
EPA data for MY 2011 are final while data for MY 2012 are preliminary and based on projected vehicle production values provided to EPA by manufacturers. The fleet-wide average real world MY 2011 personal vehicle CO2 emissions value is 398 g/mi and average fuel economy is 22.4 mpg (10.5 l/100 km), both slightly worse relative to MY 2010. Preliminary projections for MY 2012 are 374 g/mi CO2 emissions and 23.8 mpg (9.9 l/100 km).
NHTSA revised its report on 2012 fuel economy performance for CAFE compliance in February, 2013.
http://www.epa.gov/otaq/fetrends.htm
http://www.nhtsa.gov/staticfiles/rulemaking/pdf/cafe/Oct2012_Summary_Report.pdf
The US EPA released its annual report summarizing key trends in carbon dioxide emissions, fuel economy, and CO2- and fuel economy-related technology for gasoline- and diesel-fueled personal vehicles sold in the United States, from model years (MY) 1975 through 2012. The EPA adjusted fuel economy values are intended to reflect "real world " fuel economy and is based on the values calculated for the fuel economy labels of individual vehicles. Automaker compliance with both CO2 and CAFE standards is based on unadjusted laboratory CO2 and fuel economy values, along with various regulatory incentives and credits. Unadjusted values are about 29% higher than adjusted values.
EPA data for MY 2011 are final while data for MY 2012 are preliminary and based on projected vehicle production values provided to EPA by manufacturers. The fleet-wide average real world MY 2011 personal vehicle CO2 emissions value is 398 g/mi and average fuel economy is 22.4 mpg (10.5 l/100 km), both slightly worse relative to MY 2010. Preliminary projections for MY 2012 are 374 g/mi CO2 emissions and 23.8 mpg (9.9 l/100 km).
NHTSA revised its report on 2012 fuel economy performance for CAFE compliance in February, 2013.
http://www.epa.gov/otaq/fetrends.htm
http://www.nhtsa.gov/staticfiles/rulemaking/pdf/cafe/Oct2012_Summary_Report.pdf
Thursday, March 14, 2013
Why official car fuel economy figures don’t match up to reality
March 13, 2013
European Union green tranpsort policies NGO, Transport and Environment, published a report that they claim provides new evidence and understanding on why there is a growing gap between the official fuel consumption and CO2 emissions of new passenger cars and vans and that which is achieved by the same vehicles on the road. They claim that the report demonstrates that the current (NEDC) test is outdated and unrepresentative of real-world driving and current vehicles, and that lax testing procedures are allowing car-makers to manipulate the official tests to produce unrealistically low results.
The report also claims that the current supervision of testing and checks on production vehicles (to ensure these are equivalent to tested vehicles) are inconsistent and inadequate, with manufacturers paying the organisations undertaking and certifying the tests. They conclude that the current system for measuring car and van fuel economy and CO2 emissions is not fit for purpose and is in need to urgent updating.
http://www.transportenvironment.org/publications/mind-gap-why-official-car-fuel-economy-figures-don%E2%80%99t-match-reality
European Union green tranpsort policies NGO, Transport and Environment, published a report that they claim provides new evidence and understanding on why there is a growing gap between the official fuel consumption and CO2 emissions of new passenger cars and vans and that which is achieved by the same vehicles on the road. They claim that the report demonstrates that the current (NEDC) test is outdated and unrepresentative of real-world driving and current vehicles, and that lax testing procedures are allowing car-makers to manipulate the official tests to produce unrealistically low results.
The report also claims that the current supervision of testing and checks on production vehicles (to ensure these are equivalent to tested vehicles) are inconsistent and inadequate, with manufacturers paying the organisations undertaking and certifying the tests. They conclude that the current system for measuring car and van fuel economy and CO2 emissions is not fit for purpose and is in need to urgent updating.
http://www.transportenvironment.org/publications/mind-gap-why-official-car-fuel-economy-figures-don%E2%80%99t-match-reality
Germany makes new offer over EU-Daimler refrigerant spat
March 13, 2013
Germany has written to the EU executive with a new set of proposals aiming to break a deadlock over German carmakers refusal to use HFO-1234yf.
"Germany has just sent us a new letter with proposals on how to comply with the directive. We are examining now this new offer. We cannot impose fines on Daimler, but we need to have the directive applied correctly in all member states," an EU official said on condition of anonymity.
Following an earlier exchange of letters, the Commission confirmed on Wednesday that it had received a letter dated March 5 from the German authorities and would "reply in due time".
While the Commission is relying on Germany to enforce EU law and cannot directly fine carmakers, it has said it will start infringement procedures against member states for breach of a new law that forbids the use of any air conditioning fluids with a global warming potential exceeding 150 times the impact of carbon dioxide.
The Commission does not prescribe which coolant is used provided that it meets the criteria, but the problem is that any alternative Daimler can develop will take time.
"In principle, we have nothing against Daimler if it plans to develop a new refrigerant. The industry has already decided on a refrigerant, but if this is changed in respect of the new rules, we have no problem," the Commission official said.
Germany's letter makes certain suggestions, which the sources did not disclose. An EU diplomat, speaking on condition of anonymity, said Germany had in addition asked the Commission to grant more time to German authorities.
"We feel that the security concerns raised by some car producers should be taken very seriously. Therefore, we feel that it would not serve the desired purpose if we forced car producers to use 1234yf," the diplomat said.
Honeywell says its coolant is highly efficient and safe and has been subject to comprehensive, independent testing.
"Daimler had six years to solve this issue. No other carmarker has reported any safety issues," Paul Sanders, a managing director at Honeywell, said in an interview.
"We continue to work with the Commission and member states authorities to enable the full implementation of the directive (EU law)."
Officials at Daimler could not immediately be reached for comment.
http://www.reuters.com/article/2013/03/13/eu-daimler-idUSL6N0C5AXI20130313
Germany has written to the EU executive with a new set of proposals aiming to break a deadlock over German carmakers refusal to use HFO-1234yf.
"Germany has just sent us a new letter with proposals on how to comply with the directive. We are examining now this new offer. We cannot impose fines on Daimler, but we need to have the directive applied correctly in all member states," an EU official said on condition of anonymity.
Following an earlier exchange of letters, the Commission confirmed on Wednesday that it had received a letter dated March 5 from the German authorities and would "reply in due time".
While the Commission is relying on Germany to enforce EU law and cannot directly fine carmakers, it has said it will start infringement procedures against member states for breach of a new law that forbids the use of any air conditioning fluids with a global warming potential exceeding 150 times the impact of carbon dioxide.
The Commission does not prescribe which coolant is used provided that it meets the criteria, but the problem is that any alternative Daimler can develop will take time.
"In principle, we have nothing against Daimler if it plans to develop a new refrigerant. The industry has already decided on a refrigerant, but if this is changed in respect of the new rules, we have no problem," the Commission official said.
Germany's letter makes certain suggestions, which the sources did not disclose. An EU diplomat, speaking on condition of anonymity, said Germany had in addition asked the Commission to grant more time to German authorities.
"We feel that the security concerns raised by some car producers should be taken very seriously. Therefore, we feel that it would not serve the desired purpose if we forced car producers to use 1234yf," the diplomat said.
Honeywell says its coolant is highly efficient and safe and has been subject to comprehensive, independent testing.
"Daimler had six years to solve this issue. No other carmarker has reported any safety issues," Paul Sanders, a managing director at Honeywell, said in an interview.
"We continue to work with the Commission and member states authorities to enable the full implementation of the directive (EU law)."
Officials at Daimler could not immediately be reached for comment.
http://www.reuters.com/article/2013/03/13/eu-daimler-idUSL6N0C5AXI20130313
Cummins SuperTruck Yields 54 Percent Increase in Fuel Economy
March 14, 2012
Cummins and Peterbilt Motors Company, a division of PACCAR, released test results today showing their Supertruck demonstration tractor-trailer achieved a 54 percent increase in fuel economy, averaging 9.9 miles per gallon (mpg) during testing last fall on U.S. Route 287 between Fort Worth and Vernon, Texas. The testing was conducted with a Class 8 Peterbilt 587 powered by a Cummins ISX15 engine over 11 runs meeting SAE International test standards along a 312-mile route. The tractor-trailer had a combined gross weight of 65,000 lbs. Today's long-haul trucks typically achieve between 5.5 and 6.5 mpg. The 54 percent increase in fuel economy would save about $25,000 annually based on today's diesel fuel prices for a long-haul truck traveling 120,000 miles per year. It would also translate into a 35 percent reduction in annual greenhouse gases per truck.
The "SuperTruck" developed by the two companies features a higher-efficiency engine and an aerodynamic tractor-trailer that significantly reduces drag. The truck also includes a system that converts exhaust heat into power delivered to the crankshaft, electronic controls that use route information to optimize fuel use, tires with lower rolling resistance and lighter-weight material throughout.
In addition to the fuel economy improvements, the truck also demonstrated a 61 percent improvement in freight efficiency during testing compared to a baseline truck driving the same route. The Supertruck program has a goal of 50 percent increase in freight efficiency.
Cummins personnel have been focused on the engine and its integration with the powertrain. They have been working with several other companies and research institutions to develop numerous changes in the combustion system as well as advances to reduce internal friction and so-called "parasitic power" - excess power the engine needs to run such things as lube and coolant pumps and air compressors.
In addition to the truck's exterior, Peterbilt and its partners have been working on improvements in the drivetrain, the idle management system, weight reduction and vehicle climate control. Eaton's advanced transmission facilitates further engine downspeeding for additional fuel economy benefits. "Aerodynamics has been a significant contributor to the efficiency gains," said Scott Newhouse, Senior Assistant Chief Engineer of Product Development at Peterbilt.
Testing will continue in 2013 on a new Peterbilt 579. The testing will address use of the tractor-trailer over a 24-hour period; including periods when drivers are at rest but still need power for such things as air conditioning and small appliances.
Cummins and Peterbilt Motors Company, a division of PACCAR, released test results today showing their Supertruck demonstration tractor-trailer achieved a 54 percent increase in fuel economy, averaging 9.9 miles per gallon (mpg) during testing last fall on U.S. Route 287 between Fort Worth and Vernon, Texas. The testing was conducted with a Class 8 Peterbilt 587 powered by a Cummins ISX15 engine over 11 runs meeting SAE International test standards along a 312-mile route. The tractor-trailer had a combined gross weight of 65,000 lbs. Today's long-haul trucks typically achieve between 5.5 and 6.5 mpg. The 54 percent increase in fuel economy would save about $25,000 annually based on today's diesel fuel prices for a long-haul truck traveling 120,000 miles per year. It would also translate into a 35 percent reduction in annual greenhouse gases per truck.
In addition to the fuel economy improvements, the truck also demonstrated a 61 percent improvement in freight efficiency during testing compared to a baseline truck driving the same route. The Supertruck program has a goal of 50 percent increase in freight efficiency.
Cummins personnel have been focused on the engine and its integration with the powertrain. They have been working with several other companies and research institutions to develop numerous changes in the combustion system as well as advances to reduce internal friction and so-called "parasitic power" - excess power the engine needs to run such things as lube and coolant pumps and air compressors.
In addition to the truck's exterior, Peterbilt and its partners have been working on improvements in the drivetrain, the idle management system, weight reduction and vehicle climate control. Eaton's advanced transmission facilitates further engine downspeeding for additional fuel economy benefits. "Aerodynamics has been a significant contributor to the efficiency gains," said Scott Newhouse, Senior Assistant Chief Engineer of Product Development at Peterbilt.
Testing will continue in 2013 on a new Peterbilt 579. The testing will address use of the tractor-trailer over a 24-hour period; including periods when drivers are at rest but still need power for such things as air conditioning and small appliances.
Monday, March 11, 2013
Allison Transmission to Unveil Fully-Automatic Hybrid for Commercial Vehicles
March 6, 2013
Allison Transmission Holdings, Inc. unveiled its H 3000 hybrid-propulsion system for commercial vehicles at The Work Truck Show in Indianapolis. The new product is targeted for medium- and heavy-duty trucks in distribution, refuse, utility and shuttle applications.
The fully-automatic parallel hybrid-propulsion system is based on the Allison 3000 Series transmission which is matched with hybrid system components, including a motor-generator, power electronics and lithium-ion cell battery packs. Scalable to each application, the modular lithium-ion battery packs enable an optimal amount of energy capacity to be tailored to a specific vehicle or duty cycle, allowing for greater flexibility and performance.
H 3000 is a “package” of components built around Allison’s 3000 HS (for “highway series”) transmission – a package that includes an electric motor/generator built by Remy International and 50 kilowatt (kW) Delphi lithium ion prismatic cell batteries. Each battery weighs about 150 lbs., with the other hybrid components (motor/generator and transmission, among others) adding 400 lbs.
Allison began developing hybrid technology in 1989 and, since 2003, have delivered more than 5,000 hybrid-propulsion systems for the transit bus market. The new H 3000 will now provide this technology for a much wider range of vehicles.
The H 3000 captures otherwise wasted energy during vehicle braking and uses it to assist in vehicle propulsion and powering of auxiliary equipment. The design features a torque converter fully-automatic transmission and the hybrid motor-generator. The H 3000 will also come equipped with Allison's 5th generation of electronic controls. Depending on vocation and duty cycle, the system is designed to offer fuel savings of up to 25%. Production is expected to begin later this year.
http://www.prnewswire.com/news-releases/allison-transmission-to-unveil-fully-automatic-hybrid-for-commercial-vehicles-195075381.html
http://fleetowner.com/blog/hybrid-propulsion-system-just-trucks
Allison Transmission Holdings, Inc. unveiled its H 3000 hybrid-propulsion system for commercial vehicles at The Work Truck Show in Indianapolis. The new product is targeted for medium- and heavy-duty trucks in distribution, refuse, utility and shuttle applications.
The fully-automatic parallel hybrid-propulsion system is based on the Allison 3000 Series transmission which is matched with hybrid system components, including a motor-generator, power electronics and lithium-ion cell battery packs. Scalable to each application, the modular lithium-ion battery packs enable an optimal amount of energy capacity to be tailored to a specific vehicle or duty cycle, allowing for greater flexibility and performance.
H 3000 is a “package” of components built around Allison’s 3000 HS (for “highway series”) transmission – a package that includes an electric motor/generator built by Remy International and 50 kilowatt (kW) Delphi lithium ion prismatic cell batteries. Each battery weighs about 150 lbs., with the other hybrid components (motor/generator and transmission, among others) adding 400 lbs.
Allison began developing hybrid technology in 1989 and, since 2003, have delivered more than 5,000 hybrid-propulsion systems for the transit bus market. The new H 3000 will now provide this technology for a much wider range of vehicles.
The H 3000 captures otherwise wasted energy during vehicle braking and uses it to assist in vehicle propulsion and powering of auxiliary equipment. The design features a torque converter fully-automatic transmission and the hybrid motor-generator. The H 3000 will also come equipped with Allison's 5th generation of electronic controls. Depending on vocation and duty cycle, the system is designed to offer fuel savings of up to 25%. Production is expected to begin later this year.
http://www.prnewswire.com/news-releases/allison-transmission-to-unveil-fully-automatic-hybrid-for-commercial-vehicles-195075381.html
http://fleetowner.com/blog/hybrid-propulsion-system-just-trucks
Hitting 2015 sulphur targets could increase harmful carbon emissions
March 8, 2013
A new report shows that the targets for shipping companies to reduce their sulphur emissions by 2015, as required by MARPOL Annex VI, could cause adverse environmental effects and result in a loss of 2,000 maritime services jobs, and place many more industrial jobs under threat. The report is the first of its kind to examine the full impact of hitting sulphur targets.
The report, commissioned by the UK Chamber of Shipping, on behalf of several North Sea and Western Channel shipping operators, provides evidence on the impact of reducing sulphur from ships’ emissions before the current deadline of 2015. The report shows the key impacts of hitting the 2015 sulphur reduction targets would be:
- much more freight moved by road, rather than sea – increasing carbon emissions and causing more road congestion
- up to 2,000 jobs put at risk in maritime engineering, navigation, catering, customer services, and other areas
- an increase of 2.8p per litre for the cost of road diesel
- significant increases (up to 29% in some cases) in the cost of passenger and container route ticket prices.
http://www.ukchamberofshipping.com/media/filer/2013/03/08/amec_uk_chamber_of_shipping_report_on_impact_of_2015_sulphur_targets.pdf
Scania and Siemens to develop electrically powered vehicles
March 11, 2013
Scania and Siemens have entered into a partnership which involves the integration of Siemens roof mounted pantograph technology and Scania's expertise in the electrification of powertrains in trucks and buses. Scania’s powertrain technology with a hybrid powertrain can be supplemented by electrical transmission through a line in the air (conduction) or powered through the road surface (induction), thus becoming completely electrically powered on electrified road sections.
http://www.scania.com/media/pressreleases/N13005EN.aspx
Scania and Siemens have entered into a partnership which involves the integration of Siemens roof mounted pantograph technology and Scania's expertise in the electrification of powertrains in trucks and buses. Scania’s powertrain technology with a hybrid powertrain can be supplemented by electrical transmission through a line in the air (conduction) or powered through the road surface (induction), thus becoming completely electrically powered on electrified road sections.
http://www.scania.com/media/pressreleases/N13005EN.aspx
Sunday, March 10, 2013
Bosch hydraulic hybrid
March 5, 2013
Bosch’s new, hydraulic full-hybrid powertrain, developed in collaboration with PSA Peugeot Citroën, is intended for passenger cars as well as light delivery trucks operating in urban environments.
The hydraulic hybrid combines a conventional internal-combustion engine with hydraulic units and an accompanying nitrogen pressure accumulator to provide a brief boost to acceleration. The hybrid system is able to support gasoline and diesel engines in ranges where they do not work at optimum efficiency.
The power-split concept permits various drive options. For short journeys, stored energy can be used to run exclusively on hydraulically generated power, with the internal-combustion engine remaining inactive and the vehicle producing zero emissions. For longer journeys, or when driving at higher speeds, accelerative force is provided by the internal-combustion engine. Alternatively, the two types of powertrain can also be combined. In this case, the energy stored in the hydraulic system and the fuel burned in the internal-combustion engine work together to drive the vehicle, which also provides a brief boost effect.
In the new European driving cycle, it has the capacity to reduce fuel consumption by up to 30% when compared to a conventional internal-combustion engine. For purely urban driving, this rises to as much as 45% percent. As a result, the range of a compact car can be greatly increased using this alternative powertrain. The improved efficiency is due to the careful configuration of the two powertrain components.
What’s more, the hybrid system makes use of energy that would normally go to waste. Kinetic energy captured during braking is converted into hydraulic energy and stored in the pressure accumulator. When the vehicle is travelling at a constant speed, the engine can be run within an efficient range while also filling the hydraulic energy accumulator.
The pressure accumulator has a limited capacity and range compared with lithium-ion batteries but it is much quicker to recharge and can use the extra energy provided by the internal-combustion engine more efficiently.
Bosch’s new, hydraulic full-hybrid powertrain, developed in collaboration with PSA Peugeot Citroën, is intended for passenger cars as well as light delivery trucks operating in urban environments.
The hydraulic hybrid combines a conventional internal-combustion engine with hydraulic units and an accompanying nitrogen pressure accumulator to provide a brief boost to acceleration. The hybrid system is able to support gasoline and diesel engines in ranges where they do not work at optimum efficiency.
The power-split concept permits various drive options. For short journeys, stored energy can be used to run exclusively on hydraulically generated power, with the internal-combustion engine remaining inactive and the vehicle producing zero emissions. For longer journeys, or when driving at higher speeds, accelerative force is provided by the internal-combustion engine. Alternatively, the two types of powertrain can also be combined. In this case, the energy stored in the hydraulic system and the fuel burned in the internal-combustion engine work together to drive the vehicle, which also provides a brief boost effect.
In the new European driving cycle, it has the capacity to reduce fuel consumption by up to 30% when compared to a conventional internal-combustion engine. For purely urban driving, this rises to as much as 45% percent. As a result, the range of a compact car can be greatly increased using this alternative powertrain. The improved efficiency is due to the careful configuration of the two powertrain components.
What’s more, the hybrid system makes use of energy that would normally go to waste. Kinetic energy captured during braking is converted into hydraulic energy and stored in the pressure accumulator. When the vehicle is travelling at a constant speed, the engine can be run within an efficient range while also filling the hydraulic energy accumulator.
Detailed technical description of operation
In addition to a conventional internal-combustion engine, a hydraulic hybrid powertrain also includes a pressure accumulator and a reservoir. Hydraulic units compress a gas cushion using hydraulic fluid. Fluid and gas are kept separate from one another. The gas cushion stores energy by the gas being compressed rather like a coiled spring. At this point, the pressure in the system is over 300 bar. The amount of energy that can be stored in the pressure accumulator depends on the size of the system. As soon as the pressure within the accumulator is relieved, the system works in reverse. The gas expands once more, providing a compressive force on the hydraulic fluid and driving a hydraulic motor. This motor takes the stored energy and delivers it back to the vehicle via the transmission.The pressure accumulator has a limited capacity and range compared with lithium-ion batteries but it is much quicker to recharge and can use the extra energy provided by the internal-combustion engine more efficiently.
Collaboration between Bosch and PSA
The collaboration between Bosch and PSA Peugeot Citroën dates back to an engineering alliance set up in 2008. In 2011, this strategic partnership saw Peugeot launch the 3008 HYbrid4, the world’s first series-produced diesel hybrid passenger car with axle-split drive. PSA Peugeot Citroën developed the electrical components (electric motor, power electronics, and high-voltage generator) in close collaboration with Bosch, a collaboration which extended to developing the special technical setup needed to use the ESP® electronic stability program in hybrid vehicles. The hybrid powertrain concept now also features in PSA’s Peugeot 508 (both the RXH station wagon and the HYbrid4 sedan) and Citroën DS5 HYbrid4 models, for which Bosch supplies the electrical powertrain components.
Infiniti Announces New Hybrid Version of 2014 Infiniti QX60 Premium Crossover
March 8, 2013
Infiniti Motor Company Ltd. today announced that a new gasoline electric hybrid model will join the 2014 Infiniti QX60 premium crossover lineup in the United States this summer, following its world debut at the upcoming New York International Auto Show. With the addition of the new QX60 Hybrid to the Q70 Hybrid (currently available as the M Hybrid) and previously announced Q50 Hybrid, Infiniti will have a trio of Direct Response Hybrids for the 2014 model year.
The new Infiniti QX60 Hybrid is projected to realize 26 miles per gallon fuel economy (combined city/highway driving) – a 24% increase over non-hybrid QX60 models and will cost about $3,000 USD more than the non-hybrid models. Launched in early 2012 as the Infiniti JX35, the Infiniti QX60 is one of Infiniti's best-selling models, second only to the current Infiniti G line.
The new QX60 Hybrid will be powered by a 2.5-liter supercharged engine and 15 kW electric motor connected to an advanced CVT (Continuously Variable Transmission). Net system horsepower is estimated at 250 horsepower. Based on technology found in the Infiniti M35h Hybrid, the QX60 Hybrid's Infiniti Direct Response Hybrid® system uses a compact Lithium-ion battery and electric motor to provide supplementary power through its one-motor/two-clutch system. The result is a delivery of power equivalent to the 3.5-liter V6 but with 4-cylinder fuel economy. An Intelligent Regenerative Braking system partially recharges the battery during vehicle braking. The compact Li-ion battery is located under the 3rd row seat.
http://infinitinews.com/en-US/infiniti/usa/releases/infiniti-announces-new-hybrid-version-of-2014-infiniti-qx60-premium-crossover
Background:
http://www.greencarcongress.com/2013/02/nissan-20130220.html
http://infinitinews.com/en-US/infiniti/usa/releases/infiniti-announces-new-hybrid-version-of-2014-infiniti-qx60-premium-crossover
Background:
http://www.greencarcongress.com/2013/02/nissan-20130220.html
Eaton and Cummins Announce Powertrain Package for North American Heavy Duty Truck Market
March 10, 2013
Eaton and Cummins Inc. today unveiled a new powertrain package for the North American heavy duty truck market that they expected to deliver 3-6 percent fuel economy improvements, lower preventative maintenance costs, and total life cycle cost improvements. The new product integrates an Eaton Fuller Advantage Series automated transmission with new Cummins ISX15 SmartTorque2 ratings. The product will be available in the fall of 2013 for linehaul, regional haul and less-than-truckload applications.
Speaking at a media event today at The American Trucking Associations annual Technology & Maintenance Council meeting, executives from both companies said this product announcement is the result of a long-standing collaboration between Eaton and Cummins. The powertrain package promises to deliver a more fuel efficient, reliable and robust powertrain package.
The Eaton Fuller Advantage Series automated transmission will be offered as a small ratio step Over-Drive model with new Cummins ISX15 SmartTorque2 ratings; the ISX15 415 ST2 with torque of 1450/1650 ft-lbs, and the ISX15 450 ST2 with torque of 1550 ft-lbs /1,750 ft-lbs. Through a combination of hardware and software enhancements, the powertrain package benefits include:
One of the main enhancements Eaton has made with its Fuller Advantage Series transmission is the elimination of the cooler, which helps to reduce the overall package weight and improve reliability. Combined with the use of aluminum for the rear transmission housing, range cylinder, shift bar housing and the shift tower - along with a thin wall, cast iron main case design - the new transmission weighs 75 pounds less than Eaton`s UltraShift PLUS LAS base model. A new precision lubrication system for precise and efficient transmission lubrication further enhances fuel economy by reducing churning losses.
The new engine and transmission combination has been designed specifically to work smarter to maximize fuel economy benefits. Cummins new ISX15 SmartTorque2 ratings are the next generation of today`s SmartTorque ratings and precisely manage the power needed for the load demand. The Vehicle Acceleration Management is a patented Cummins electronic feature that manages vehicle acceleration for smoother shifting. This feature contributes to fuel economy benefits in stop and go duty cycles found in regional haul applications.
The powertrain package is currently undergoing field testing with various sized fleets, and initial testing and customer validation results are confirming the 3 to 6 percent fuel economy improvement.
http://www.reuters.com/article/2013/03/10/eaton-cummins-idUSnBw8sh5S8a+104+BSW20130310
http://www.cummins.com/cmi/displayMoreNewsAction.do?strTitle=Cummins+and+Eaton+Announce+Powertrain+Package+for+North+American+Heavy-Duty+Market&strNewsSummary
Eaton and Cummins Inc. today unveiled a new powertrain package for the North American heavy duty truck market that they expected to deliver 3-6 percent fuel economy improvements, lower preventative maintenance costs, and total life cycle cost improvements. The new product integrates an Eaton Fuller Advantage Series automated transmission with new Cummins ISX15 SmartTorque2 ratings. The product will be available in the fall of 2013 for linehaul, regional haul and less-than-truckload applications.
Speaking at a media event today at The American Trucking Associations annual Technology & Maintenance Council meeting, executives from both companies said this product announcement is the result of a long-standing collaboration between Eaton and Cummins. The powertrain package promises to deliver a more fuel efficient, reliable and robust powertrain package.
The Eaton Fuller Advantage Series automated transmission will be offered as a small ratio step Over-Drive model with new Cummins ISX15 SmartTorque2 ratings; the ISX15 415 ST2 with torque of 1450/1650 ft-lbs, and the ISX15 450 ST2 with torque of 1550 ft-lbs /1,750 ft-lbs. Through a combination of hardware and software enhancements, the powertrain package benefits include:
- Integrated power, fuel and shifting strategies to provide three and six percent fuel economy improvement for linehaul and regional haul applications;
- Optimized engine and transmission communications and new control logic enable further engine downspeeding in the over-drive position, and the effective use of direct drive technology in operational conditions required for a blend of perfect efficiency.
One of the main enhancements Eaton has made with its Fuller Advantage Series transmission is the elimination of the cooler, which helps to reduce the overall package weight and improve reliability. Combined with the use of aluminum for the rear transmission housing, range cylinder, shift bar housing and the shift tower - along with a thin wall, cast iron main case design - the new transmission weighs 75 pounds less than Eaton`s UltraShift PLUS LAS base model. A new precision lubrication system for precise and efficient transmission lubrication further enhances fuel economy by reducing churning losses.
The new engine and transmission combination has been designed specifically to work smarter to maximize fuel economy benefits. Cummins new ISX15 SmartTorque2 ratings are the next generation of today`s SmartTorque ratings and precisely manage the power needed for the load demand. The Vehicle Acceleration Management is a patented Cummins electronic feature that manages vehicle acceleration for smoother shifting. This feature contributes to fuel economy benefits in stop and go duty cycles found in regional haul applications.
The powertrain package is currently undergoing field testing with various sized fleets, and initial testing and customer validation results are confirming the 3 to 6 percent fuel economy improvement.
http://www.reuters.com/article/2013/03/10/eaton-cummins-idUSnBw8sh5S8a+104+BSW20130310
http://www.cummins.com/cmi/displayMoreNewsAction.do?strTitle=Cummins+and+Eaton+Announce+Powertrain+Package+for+North+American+Heavy-Duty+Market&strNewsSummary
Saturday, March 9, 2013
EPA evaluating how it rates gas mileage for hybrids
February 28, 2013
The Environmental Protection Agency has launched an evaluation of whether the ways it tests gas mileage give realistic window-sticker ratings for advanced hybrid cars.
The probe centers on a generation of hybrids capable of highway speeds on electric power alone. Chris Grundler, EPA's director of the Office of Transportation and Air Quality, said he wants to be sure the EPA's testing procedures are keeping up with rapidly evolving auto technology.
"This is a different type of hybrid, and we need to understand it," he told USA TODAY in an interview.
The agency's action comes after Consumer Reports wrote that its gas mileage in real-world use of Ford's new C-Max crossover and Fusion sedan hybrids, 37 mpg and 39 overall, respectively, fell far short of their EPA ratings of 47 in mixed driving.
The EPA's evaluation could result in changes in the labeling that EPA requires on cars' window stickers and in consumer information it offers on its website, said Grundler.
One problem, he said, is that the newest hybrids are extra sensitive to driving habits. A hybrid driven aggressively might get far worse gas mileage than its window-sticker rating. "If you drive a hybrid the way you drive your Porsche, you are going to get less (gas mileage) than the national average."
EPA is preparing to test a Ford C-Max in Ann Arbor, Mich. Ford says the C-Max can run up to 62 mph on electric power before the gas engine has to help.
Ford officials are fine with the testing. "We agree with the EPA that hybrid fuel-economy performance industry wide can be more variable compared to conventional vehicles," said spokesman Said Deep. "We are open to working with the agencies to further improve the process for generating fuel-economy labels."
Such EPA testing is not routine. Mileage testing is typically done by automakers, following rules set by the EPA, which then retests about 15% to be sure its procedures are being followed.
Grundler said the evaluation also could include General Motors' Volt plug-in electric with a backup gas engine, but said Volt has not been a source of complaints about ratings not matching real-world results. GM had no comment.
In addition to sometimes leading to owner dissatisfaction, gas mileage ratings are increasingly the subject of lawsuits. Two California law firms are consolidating suits by hundreds of owners of Ford Fusion and C-Max hybrids into a class action.
A potential settlement of lawsuits over several Hyundai and Kia models came before a federal judge in Los Angeles on Thursday. The companies lowered gas mileage ratings on certain models last year on EPA's orders after it was determined that the test results they submitted to the EPA were faulty. Grundler says EPA's investigation into inflated Hyundai and Kia mileage ratings is "ongoing."
Hyundai spokesman Chris Hosford and Kia spokesman Scott McKee each said the companies would not comment regarding ongoing litigation.
The Environmental Protection Agency has launched an evaluation of whether the ways it tests gas mileage give realistic window-sticker ratings for advanced hybrid cars.
The probe centers on a generation of hybrids capable of highway speeds on electric power alone. Chris Grundler, EPA's director of the Office of Transportation and Air Quality, said he wants to be sure the EPA's testing procedures are keeping up with rapidly evolving auto technology.
"This is a different type of hybrid, and we need to understand it," he told USA TODAY in an interview.
The agency's action comes after Consumer Reports wrote that its gas mileage in real-world use of Ford's new C-Max crossover and Fusion sedan hybrids, 37 mpg and 39 overall, respectively, fell far short of their EPA ratings of 47 in mixed driving.
The EPA's evaluation could result in changes in the labeling that EPA requires on cars' window stickers and in consumer information it offers on its website, said Grundler.
One problem, he said, is that the newest hybrids are extra sensitive to driving habits. A hybrid driven aggressively might get far worse gas mileage than its window-sticker rating. "If you drive a hybrid the way you drive your Porsche, you are going to get less (gas mileage) than the national average."
EPA is preparing to test a Ford C-Max in Ann Arbor, Mich. Ford says the C-Max can run up to 62 mph on electric power before the gas engine has to help.
Ford officials are fine with the testing. "We agree with the EPA that hybrid fuel-economy performance industry wide can be more variable compared to conventional vehicles," said spokesman Said Deep. "We are open to working with the agencies to further improve the process for generating fuel-economy labels."
Such EPA testing is not routine. Mileage testing is typically done by automakers, following rules set by the EPA, which then retests about 15% to be sure its procedures are being followed.
Grundler said the evaluation also could include General Motors' Volt plug-in electric with a backup gas engine, but said Volt has not been a source of complaints about ratings not matching real-world results. GM had no comment.
In addition to sometimes leading to owner dissatisfaction, gas mileage ratings are increasingly the subject of lawsuits. Two California law firms are consolidating suits by hundreds of owners of Ford Fusion and C-Max hybrids into a class action.
A potential settlement of lawsuits over several Hyundai and Kia models came before a federal judge in Los Angeles on Thursday. The companies lowered gas mileage ratings on certain models last year on EPA's orders after it was determined that the test results they submitted to the EPA were faulty. Grundler says EPA's investigation into inflated Hyundai and Kia mileage ratings is "ongoing."
Hyundai spokesman Chris Hosford and Kia spokesman Scott McKee each said the companies would not comment regarding ongoing litigation.
PSA wants GM to share development of compressed-gas hybrids
March 7, 2013
(Reuters) - PSA Peugeot Citroen plans to talk to other carmakers including alliance partner General Motors about sharing development of low-cost compressed gas hybrids.
Peugeot wants to pool the cost of developing and manufacturing the "Hybrid Air" technology, expected to come in below 500 million euros ($650 million), innovation director Jean-Marc Finot said at the Geneva auto show.
The cash-strapped French carmaker's Citroen stand at the show displayed a C3 subcompact powered by the compressed nitrogen and petrol transmission it developed as a prototype with parts maker Robert Bosch.
The first cars using the technology are due to hit the market in 2016. "If we're to meet that timetable, we can't hang around," Finot said in an interview. Partnerships will need to be agreed within a few months, he said.
GM would be a natural collaborator on the new drivetrains in Europe, he said, adding that Peugeot is also seeking a partner for China, where it operates joint ventures with Dongfeng Motor Group and Chongqing Changan.
A GM spokesman said the technology "is currently not part of the alliance discussions" with Peugeot, declining to comment further.
Peugeot, which is cutting more than 10,000 jobs as it struggles to stem losses and expand overseas, has said the Hybrid Air cars would be priced below 20,000 euros.
http://www.reuters.com/article/2013/03/07/autoshow-geneva-peugeot-hybrids-idUSL6N0BZHMJ20130307
(Reuters) - PSA Peugeot Citroen plans to talk to other carmakers including alliance partner General Motors about sharing development of low-cost compressed gas hybrids.
Peugeot wants to pool the cost of developing and manufacturing the "Hybrid Air" technology, expected to come in below 500 million euros ($650 million), innovation director Jean-Marc Finot said at the Geneva auto show.
The cash-strapped French carmaker's Citroen stand at the show displayed a C3 subcompact powered by the compressed nitrogen and petrol transmission it developed as a prototype with parts maker Robert Bosch.
The first cars using the technology are due to hit the market in 2016. "If we're to meet that timetable, we can't hang around," Finot said in an interview. Partnerships will need to be agreed within a few months, he said.
GM would be a natural collaborator on the new drivetrains in Europe, he said, adding that Peugeot is also seeking a partner for China, where it operates joint ventures with Dongfeng Motor Group and Chongqing Changan.
A GM spokesman said the technology "is currently not part of the alliance discussions" with Peugeot, declining to comment further.
Peugeot, which is cutting more than 10,000 jobs as it struggles to stem losses and expand overseas, has said the Hybrid Air cars would be priced below 20,000 euros.
http://www.reuters.com/article/2013/03/07/autoshow-geneva-peugeot-hybrids-idUSL6N0BZHMJ20130307
Daimler, Audi, BMW, Porsche and VW to develop CO2 MAC systems
March 7, 2013
Daimler, Audi, BMW, Porsche and Volkswagen have announced that they will drive the development of CO2 (R744) technology in Mobile Air-Conditioning (MAC) systems. However, out of the manufacturers’ group, only Daimler development chief Thomas Weber is quoted as saying “We are delighted that we were able to agree on this sustainable and safe solution together with Audi, BMW, Porsche and Volkswagen, with the involvement of the VDA.”
Daimler regards the technical challenges for developing MAC systems for high-pressure CO2 technology to be “manageable”. In Geneva Weber told journalists that for safety reasons 1234yf, so far favoured by the automotive industry, would not be considered an alternative and “for this reason we have clearly tasked our engineers to develop a CO2 MAC system.”
http://www.r744.com/news/view/3957
Daimler, Audi, BMW, Porsche and Volkswagen have announced that they will drive the development of CO2 (R744) technology in Mobile Air-Conditioning (MAC) systems. However, out of the manufacturers’ group, only Daimler development chief Thomas Weber is quoted as saying “We are delighted that we were able to agree on this sustainable and safe solution together with Audi, BMW, Porsche and Volkswagen, with the involvement of the VDA.”
Daimler regards the technical challenges for developing MAC systems for high-pressure CO2 technology to be “manageable”. In Geneva Weber told journalists that for safety reasons 1234yf, so far favoured by the automotive industry, would not be considered an alternative and “for this reason we have clearly tasked our engineers to develop a CO2 MAC system.”
http://www.r744.com/news/view/3957
Volkswagen to use CO2 as future refrigerant for air conditioning systems
March 8, 2013
At the Geneva International Motor Show, the Volkswagen Group announced it's officially choosing CO2 (R744) as the future refrigerant for its air conditioning systems.
https://www.volkswagen-media-services.com/medias_publish/ms/content/en/pressemitteilungen/2013/03/08/volkswagen_to_use.standard.gid-journalisten.html
CARB Proposed Optional Low NOx Standards for Heavy Duty Engines
March 8, 2013
CARB releases some details of it's proposed heavy-duty "near-zero" NOx limits ahead of Monday's workshop:
http://www.arb.ca.gov/msprog/onroad/optionnox/presentations/lownox_ws_031113.pdf
CARB releases some details of it's proposed heavy-duty "near-zero" NOx limits ahead of Monday's workshop:
- three different levels: 0.1, 0.05 and 0.02 g/bhp-hr
- OBD threshold to remain at 2-2.5 x standard
- incentive would be incremental funding from Carl Moyer program
- modify in-use rules to give fleets incentives to purchase trucks with engines certified to optional NOx standards
- Regulatory schedule: release draft regulatory language in summer 2013, public comment on staff report begins Sept. 9, 2013, Board hearing Oct. 24-25, 2013
http://www.arb.ca.gov/msprog/onroad/optionnox/presentations/lownox_ws_031113.pdf
Sunday, March 3, 2013
Cummins Westport Near-Zero Emissions Natural Gas Engines
ISL G platform:
Additional work required to achieve near-zero NOx:
- Stoichiometric
- Three Way Catalyst Aftertreatment
- Cooled EGR
- Cold-cycle emissions, near-zero NOx has been demonstrated over hot cycles
- Transient emissions, optimize control system for low NOx during transient events
- Emissions variability (engine to engine, test to test)
Doosan Low Emission Natural Gas Engine
Engine technology to hit near-zero NOx:
http://www1.eere.energy.gov/cleancities/pdfs/ngvtf12_callahan.pdf
- CNG Stoichiometric combustion
- EGR ( Exhaust gas recirculation)
- High ignition energy
- Turbocharger matching
- Three-way catalyst matching
http://www1.eere.energy.gov/cleancities/pdfs/ngvtf12_callahan.pdf
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