BAE Systems launches parallel hybrid truck with Denis Eagle 21 September 2011

RCV (refuse collection vehicles) specialist Dennis Eagle is about to ship its first diesel-electric hybrid truck, powered by BAE Systems' new parallel hybrid powertrain.

The truck, seen for the first time at last week's RWM (Recycling Waste Management) show, at the NEC, will go to an unnamed local authority – one of Dennis Eagle's existing customers – on full fleet road trials in the next few days.

This vehicle is powered by a Volvo D7 Euro 5 (and EEV – enhanced environmentally friendly vehicle) engine in parallel with BAE Systems' new clutch and electric machine (motor, electronic controls and batteries) and matched to a Caterpillar fully automatic transmission.

Andy Graves, technical sales engineer with Dennis Eagle, makes the point that the new hybrid power plant does not impact the chassis design – merely requiring movement of front-end cross members to accommodate its slightly greater length.

He also explains that the entire unit, including Li-Ion batteries, adds just 350kg to the overall vehicle weight – which, although a factor on the 26-tonner, he sees as acceptable for RCV duty cycles.

Most important, Graves insists that, with a price tag for the truck of just £30,000—40,000 up on Dennis Eagle's conventional equivalent more (around 20%), payback for local authority fleet mangers should be within four to five years.

That estimate is based on 20—30% fuel savings, on the urban cycle – in line with development work carried out by Dennis Eagle several years ago with Warwick University.

Given a typical seven- to nine-year fleet replacement cycle, that timeframe sounds feasible, and it appears significantly better than many other parallel hybrid truck manufacturers have so far been predicting.

Further, assuming success and rising production volumes – which is likely, given Dennis Eagle's claimed high level of interest in the vehicle – this current additional capital cost should fall markedly.

In fairness, it needs to: Dennis Eagle's existing Fuel Saver pack – which involves conventional diesel RCVs with transmission software changes, better hydraulics and re-optimised engine management – are already just £5,000 more than the standard Olympus vehicle.

However, Dr Mike Mekhiche, BAE Systems director of programmes, power and energy management systems, confirms that the on-cost of the hybrid powertrain will quickly result in "no more than a few percent rise in the vehicle price", compared with a traditional diesel unit.

In explanation, he comments: "We are a systems house, so there are no special build costs for us." He also points out that the unit launch follows significant work on the supply chain and close co-operation with a growing partner network.

So far, Caterpillar has been named on the transmission side, while the electric motor manufacturer and traction battery developer are as-yet unnamed.

Mekhiche also nods to the 3,500 series hybrid buses already operating successfully around the world – indicating that experience gained has shaped development this time around.

Crucially, he also observes that the new parallel diesel-electric hybrid offers three times the power and torque of the competing Eaton parallel drive unit, which drives most other truck manufacturers' hybrids to date. And Mekhiche states that it still provides "at least 30% better fuel economy at the same price".

Further, he states that the new electric machine will support anything from a 350 to a 650hp diesel engine, with its 70—100kW variants – making its use in the truck sector even more convincing.

"New York City, where we are currently trialling hybrid RCVs, likes to run large engines," comments Mekhiche, adding that BAE-built five trucks in Classes N2 to N3 (construction, RCV, pickup and delivery vehicles) are currently on trial in the US.

Incidentally, expect to see BAE Systems' parallel hybrid engine technology on offer from RCV bodybuilder Crane Carrier next.

So far, Caterpillar has been named on the transmission side, while the electric motor manufacturer and traction battery developer are as-yet unnamed.

Mekhiche also nods to the 3,500 series hybrid buses already operating successfully around the world – indicating that experience gained has shaped development this time around.

Crucially, he also observes that the new parallel diesel-electric hybrid offers three times the power and torque of the competing Eaton parallel drive unit, which drives most other truck manufacturers' hybrids to date. And Mekhiche states that it still provides "at least 30% better fuel economy at the same price".

Further, he states that the new electric machine will support anything from a 350 to a 650hp diesel engine, with its 70—100kW variants – making its use in the truck sector even more convincing.

"New York City, where we are currently trialling hybrid RCVs, likes to run large engines," comments Mekhiche, adding that BAE-built five trucks in Classes N2 to N3 (construction, RCV, pickup and delivery vehicles) are currently on trial in the US.

Incidentally, expect to see BAE Systems' parallel hybrid engine technology on offer from RCV bodybuilder Crane Carrier next.

Author
Brian Tinham

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