Concept to reality 11 November 2010

With transport professionals increasingly aware of the contradiction between Euro 6 and carbon emissions, IAA pointed the way to alternative shades of green. Brian Tinham reports

If there was a single common denominator at the huge Hannover IAA commercial vehicle show, just a few short weeks ago, it was carbon emissions and hence fuel reduction. Environmental friendliness is dictating the direction of the technologies we can expect for just about everything: in trucks, vans and buses, as much as in the thinking behind the latest fuel injection, braking and suspension systems. And the trailer refrigeration equipment, telematics systems, driver training aids... The list goes on.

Transport manufacturers at every level clearly believe that green is the colour – even when it doesn't translate well to vehicle operators' bottom lines. Hence also the money plainly being poured by the big OEMs into truck engines, hybrids, and the related trials and infrastructures for alternative fuels. Manufacturers may privately acknowledge that costs – particularly theirs, but also those for wannabe green operators – mostly massively outweigh commercial payback, and are likely to do so for the foreseeable future. However, they also insist that this is the face of a responsible transport industry, gearing up for a rather different future.

Thus it was with DAF, MAN, Mercedes-Benz, Iveco and Volvo Trucks, to name but five: DAF with its 12 tonne LF hybrid, available later this year under lease (TE, October 2010, page 5); MAN with its TGL 12.220 prototype (TE, September 2010, page 21); Mercedes with its Atego 1222 L EEV BlueTec Hybrid 12 tonner (page 18), Iveco with its Hybrid Eurocargo in 7.5 and 12 tonne gvw versions; and Volvo with a hybrid driveline based on its 7-litre engine, due for launch in FE guise next year.

Iveco's hybrid Eurocargo shares much of its engineering approach with all of these truck hybrids: parallel diesel-electric technology, allowing electric-only, diesel-only or combined propulsion; a downsized diesel engine; and lithium ion batteries. The truck's electric motor also acts as a generator during braking and overrun (to recharge the batteries) and it has stop-start. The 12 tonne version on show had a 16-valve, four cylinder 180hp EEV Tector engine with a 60hp electric motor, matched to a six-speed auto transmission. And, if you're wondering, visitors to IAA could see the real thing in Coca-Cola Enterprises livery. Trials are happening now.

Meanwhile, Volvo Trucks lavished more attention on its other big green initiatives – trucks powered by dual-fuel (methane and diesel) and sustainable bio-DME (di-methyl-ether). The former was shown in the form of an FM (13-litre, 460hp engine with the I-Shift transmission), with efficiency claimed at 30—40% better than others' spark ignition gas trucks. Volvo sees this both as a bridge to harnessing climate-neutral biogas and as a mechanism for extending the lifespan of existing oil reserves. As for its bio-DME project, a fleet of FH trucks running on the fuel (produced from biomass, and with well-to-wheel emissions 95% lower than diesel) is currently being trialled by operators such as Green Cargo, DHL, Posten Logistik and Volvo Logistics via J-Trans, across Sweden.

All very promising stuff but, with the exception of gas-diesel, firmly footed in the future.

Talking of which, among the star attractions at IAA was Iveco's Glider concept truck, launched with all the pizzazz you might expect of its Italian developer. Features paraded included high efficiency photovoltaic panels on the cab, KERS (kinetic energy recovery system) braking, LED lighting throughout, advanced aerodynamics (with so-called 'active shutters' and automatic controls on the fifth wheel to minimise turbulence in the gap between tractor and semi-trailer), automatic tyre inflation for reduced rolling resistance and what's claimed to be a new-generation thermal system.

Dashing quickly through the technology, the solar panels cover about 2m2 of cab roof, which Iveco expects to generate up to 2kWh of energy – at least on good days. Critics will recall what happened to such panels in the reefer industry, but technology is improving. As for energy recovery, although short on detail, it appears that the Glider will not only run with KERS as standard, but also extract heat normally lost via the tailpipe.

On the KERS side, instead of harnessing braking energy for additional motive power, the designers intend to power Glider's electrically-driven auxiliary equipment (air conditioning, compressors, pumps etc), providing potential to cut fuel by 5%. Meanwhile, exhaust heat recovery will be via the Rankine cycle, using a compact heat exchanger south of the truck's emission controls to pressurise a low ambient working fluid – with excess heat rejected via planar heat exchangers built into the side fairings. That results in another 10% claimed saving.

So much for the engineering: more eye catching was the cab, with the IAA truck boasting a sumptuous interior, the ultimate in styling with all the gizmos, including 3D sound. Most radical were the fixed hub steering wheel, designed to keep frequently used functions in the same central location, and the laptop-like configurable and moveable instrument panel – a 15in touch screen designed to look after driving, but also 'office' and 'home' functions.

Elsewhere, MAN's centrepiece Concept S ultra-streamlined tractor unit, billed as cutting fuel consumption and CO2 emissions by 25%, was similarly swarmed over. The 25% claim stems mainly from its car-like aerodynamics – a significant development of the company's so-called Dolphin truck, shown at IAA 2008.

MAN's designers say it's not just about radical good looks. The slim front end, aggressively projecting wheel arches, softened cab lines and curved rear wall all derive from wind tunnel testing, using full scale mockups – and the result is a drag coefficient down at around 0.3. As MAN's head truck designer, Holger Koos, put it: "Our Concept S, in conjunction with an aerodynamically optimised semitrailer, is as streamlined as a modern passenger car. The savings in [fuel] consumption are absolutely realistic."

What's more, unlike its Dolphin predecessor, Concept S complies with the continental 4.00-metre height restriction – a feat achieved by, for example, integrating its two fuel tanks into the external bodywork design, where they help to guide the flow of air past the truck, and dispensing with rear view mirrors in favour of cameras built into the wing-like indicator mounts. And there is an electronically adjustable spoiler built into the cab roof.

So much for tomorrow: what about today? For MAN, Hannover's greenest launch was its TGX EfficientLine long-haul truck, claimed to save diesel to the tune of 3l/100km. That's due to "an optimised power train", new Intarder (integrated into the sustained-action braking system), intelligent gear-changing via MAN's TipMatic and low-energy auxiliaries. It's also the result of aerodynamic side cladding, hypoid single axles and a reduced unladen weight (primarily through lightweighting of the suspension). And MAN has cut out drag-inducing sun visors, while also electronically limiting speed to 85km/h.

Clearly, we're talking about significant, all-round engineering ingenuity – precisely as heralded in MAN's IAA preview. And before we leave the German giant, it's worth just noting that its TGL, TGM and TGS trucks have not been left out. The improvements may be less radical, but there is a lot more to it than just lighter weight due to the lack of AdBlue components, as claimed in MAN's 'Pure Diesel' branding. Also, for those who need (or simply like) heavy haulage trucks, the company displayed a MAN TGX 41.680 10x4/6 BBS, with a gross train weight of 250 tonnes and 35 tonne loading on the fifth wheel as a result of the five axles – which incidentally include multiple steerers. Impressive.

Returning to the green theme, Iveco's equivalent to EfficientLine is EcoStralis (following in the slipstream of EcoDaily), which got its world preview at IAA. Similarly aimed at long haul, this truck is a variant of its AS, AD and AT Stralis, equipped with an EEV (enhanced environmentally friendly) certified Cursor 10 engine (420—460hp), shortly to be extended to a 500hp Cursor 13 option.

But that's just the start. EcoStralis has a front spoiler and side deflectors for aerodynamics. It has active EBS that limits engine torque according to gvw, to optimise fuel usage. There is an optional Blue&Me Fleet telematics system for driver and vehicle management. Also, if the Eurotronic transmission is selected, its so-called EcoSwitch adjusts the gear change logic to fully automatic and fuel economy mode.

Then there are the tyres: low rolling resistance 305/70R22.5, matched with the 2.64:1 rear axle ratio, and equipped with TMPS (tyre pressure monitoring system). And one more point: along much the same lines as ACEA's (the European Automobile Manufacturers Association) carbon emissions evaluation tool (Transport engineer, October 2010, page 3), Iveco says it will work with operators to identify the optimum vehicle configuration for the job.

Yet again, a holistic approach to greening – and it was similar at most of the majors' stands. Scania's central environmental offering, for example, was its Ecolution. Here, the approach is one of optimising vehicle specifications and fuel type upfront to match the function, and then providing driver training and operational support. The latter will be overseen by Scania Communicator 200 – a modular telematics system, to be provided on all Scania trucks as standard from January next year, and collecting the usual mix of driver and vehicle data in real time.

Beyond that, Scania also launched a new generation of five-cylinder 9.3 litre spark-ignition gas engines (270 and 305hp), based on lean burn Otto combustion, with boost optimised by a combination of a small, fast-response fixed geometry turbocharger and an automatically controlled wastegate unit. These engines are available immediately on its P series trucks in several cab and chassis configurations (4x2 or 6x2 rear-steer), matched to the Allison six-speed auto box. However, for the power hungry, you would go a long way to beat Scania's V8 truck range, topped by the R730 (740hp and 3,500Nm), with all the R series goodies, for the ultimate in heavy haulage.

Then, over on Renault's stand, the deal attracting most attention was an updated version of its Premium Optifuel, aimed at long distance haulage and already independently certified as saving 6.4% on fuel and carbon emissions. Primarily about optimising the truck (a Premium Long distance 4x2, Euro 5 460hp tractor, with Optidriver+ automated gearbox, Michelin X-Energy Savergreen tyres, roof deflector, auto engine stop, and optional side fairings and aluminium rims) and adding driver eco-training, the package now includes a drive axle carrier ratio of 13x37 (as well as the earlier 14x37), for mixed road applications and new 315/80 Michelins. Again, telematics (Optifuel Infomax) is a key component, monitoring vehicle and driver behaviour, and providing management information on performance and progress.

Incidentally, Renault was also making a lot of noise about its success with the Renault Trucks - MKR Technology European Truck Racing Championships, and winning German haulier Joachim Fehrenkotter's three-year trial, which pitted seven manufacturers' trucks against one another – looking at reliability, fuel consumption and aftersales service.

Less obvious, but just as interesting, however, was its OptiTrack, based on a conventional Premium Lander 4x2, but offering temporary 4x4 transmission. The French manufacturer reckons its new technology not only cuts out the disadvantages of permanent all-wheel drive, but provides for an additional 490kg payload and cuts fuel consumption by up to 10%, compared with AWD.

Out of the limelight
Although the truck manufacturers cornered the market on glitz, there were game-changing developments elsewhere at IAA. ZF's stand was a goldmine – not just for its modular concept truck transmission, based on the AS Tronic and slated for availability "within the next few years", but also its new drive into telematics, with Intel.

On the transmission, ZF reckons the real thing will handle more than 3,000Nm (for trucks up to 60 tonnes) and come in 12- and 16-speed versions. Importantly, however, the firm points to three add-on modules – one for hybrid trucks, another a dual clutch for fast gear shifts and long rear axle ratios, and the third a torque converter clutch for heavy haulage and construction trucks.

As for its Openmatics telematics, due for release in 2011, ZF says it's initially aimed at the big city buses market, and will comprise an on-board unit for the vehicles, along with a web-based portal system for analysis and reports. It hopes that bus operators will welcome the manufacturer-independent approach, but also the potential of vehicle and driver management alongside 'infotainment' services.

That's interesting – particularly when MiX Telematics, for one, is working to get more systems onto trucks, not just buses. Part of that is in its launch of MiX DriveTime, which provides fleet managers with remote digital tachograph data and driver and vehicle management data for HGVs (track and trace, event monitoring, reporting etc).

However, the other is its system for Continental (VDO DLD). This provides fleet owners with a hands-free solution for EU driving hours by authenticating driver cards and monitoring digital tachos remotely. It's not a giant leap from there to full fleet management for trucks – again with tracking, reporting, messaging and fuel management – al via the Conti network.

Green propulsion
Looking at propulsion systems, Allison's big story was the near readiness of its production system for hybrid trucks, being developed under a $62.8m grant from the US Department of Energy, and in partnership with Delphi.

Aside from that, the transmission giant used IAA to demonstrate the sheer range of its equipment – on trucks ranging from a CNG-powered Mercedes Benz Econic NGT (natural gas technology) fitted with its 3500R, to a Mercedes Zetros with the 3000SP transmission. And on the green theme, Allison pointed to the fuel-saving features of its super economy shift schedule (SESS), load based shift scheduling (LBSS) and vehicle acceleration control (VAC).

Talking of Delphi, all eyes were on its ultra-high pressure F2E and F2P distributed pump, common rail fuel injection technologies, now in series production. Delphi Diesel Heavy Duty global sales manager Richard Green said they provide both the flexibility and control of common rail, and a cost-effective path to Euro 5 and US10 emission legislation beyond its EUI- and EUP-based unit injector systems.

He also pointed to Delphi's third option – the F2R remote pump that also operates at up to 3,000bar, but on a conventional common rail layout. F2P is aimed at cam-in-block engines that would have used an EUP architecture. The rail is pressurised by two or more cam-driven pumps, so engine layout and dimensions can be retained. F2E is then for cam-in-head engines, in place of the EUI architecture – and again, no changes are needed to the engine itself.

One final gem: Cummins Turbo Technologies used IAA to launch turbochargers with a difference – a neat sliding wall design – for diesel engines in the 2—5 litre range. David Green, Cummins director of light duty engineering, suggested that, with the focus on fuel economy and engine down-sizing, the industry needs a new Holset.

And this turbo can have multiple roles, such as: raising the temperature in the exhaust system at engine idle, to regenerate DPFs (diesel particulate filters) without dosing systems; enabling engine braking, even down at this level; and improving torque at lower engine speeds. Sounds good, yes, and this was no trivial development. It's not only about the metallurgy and method of production; Cummins has clearly had to consider flexibility of orientation and installation in its design process. Again: impressive.

Author
Brian Tinham

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