Heavy Duty Trucking

SEP 2014

The Fleet Business Authority

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According to the company, the diesel-electric hybrid system power control unit features a unique hybrid adaptive control system that continu- ously communicates with the engine electronics to evaluate driving and road conditions to optimize the truck's fuel economy and performance. The diesel-hybrid uses regenerative braking to charge a 288-volt Ni-MH battery that drives an electric traction motor in series with the regular pow- ertrain as a starting aid, and in cruise and power mode to reduce demand on the diesel engine, thus reducing fuel consumption. The electric traction motor produces 48 horsepower at 258 pounds-feet of torque at 1,000 rpm. The system is designed to shut down the diesel engine while the vehicle is not moving, thus providing additional fuel savings. A driver- selectable "Eco-mode" tags the hybrid company is working with a strategic partner to bring the system to the service and delivery space. "We have addressed many of the problems with first-generation hybrids, such as expensive batteries, less-than-satisfactory reliability, and complex integration into a vehicle," says Crosspoint Kinetics Product Director John McNichols. The S3000 deploys ultra-capacitors instead of batteries to store energy. It is compatible with gasoline, diesel, propane, and compressed natural gas engines. This system does not interface with a vehicle's engine management computer, and it's easy to install and remove, according to the company. It can be installed in new and used vehicles and even trans- ferred from one vehicle to another. Used for incremental boost when accelerating a vehicle, the system generates 100% of its own electricity when decelerating or braking. Results from third-party and field testing have shown fuel-economy increases ranging between 10 and 30%, varying by driv- ing style and route selection. Because lightweight ultracapacitors are used to save energy instead of bat- teries, the total hybrid system weight is only 630 pounds. Hino Hino introduced its Class 5 cab- over diesel-electric trucks in 2012. Spec the system now. Learn more at danacv.com/advantek40 Spicer ® AdvanTEK ® 40 Tandem Axle SPL ® 250/350 Driveshafts The system with greater merit Withstands 30 PERCENT HIGHER input torque More than 2 percent IMPROVED EFFICIENCY Up to 21 POUNDS LIGHTER than a standard axle Tested to perform for a MILLION MILES In an ever-changing industry, Dana keeps on charging ahead. We have engineered the Spicer ® AdvanTEK ® 40 tandem axle and the SPL ® 250/350 driveshafts with innovative technologies to become the most durable, reliable system available for downsped engines in Class 8 commercial vehicles. In line with industry trends and geared for tomorrow, let our complete solution take your truck to the highest level of effciency. Circle 226 on Reader Action Card 86 HDT • SEPTEMBER 2014 www.truckinginfo.com Hydraulic hybrids for refuse A lthough Eaton last year discontinued its hydraulic hybrid, a hydraulic hybrid system from Parker, called Runwise, is still very much in the game. It's used primarily in the refuse sector, and replaces the conven- tional powertrain with a diesel-driven hydraulic power system. And it's not just for diesel engines. Parker's Hydraulic Hybrid Business Development manager, Tom DeCoster, told HDT the com- pany has been running trials on a compressed-natural-gas-powered refuse truck in Chula Vista, Calif., making few other changes to the platform except the engine — formerly a diesel. "We saw results range from 20% to 30% fuel savings, along with a productivity improvement of 10% to 20% compared to a conventional diesel-powered compactor," he says. "And because it was natural gas, we got a reduction in CO 2 and the typical diesel missions." ALTERNATIVE FUEL San Diego's Anderson Plumbing, Heating & Air, known as the first certified green plumber, became even greener with the purchase of a diesel- electric hybrid Hino COE.

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