UPS to Use 40 New Hydraulic Hybrid Vehicles in Baltimore, Atlanta
October 3, 2012 7:28 PM
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The HHVs have 35 percent greater fuel efficiency and 30 percent CO2 reduction compared to conventional diesel-powered vans
UPS made a
recently by adopting 40 new hydraulic hybrid vehicles (HHVs) to its fleet in two U.S. cities.
The new HHVs, which are developed by Freightliner Custom Chassis Corporation (FCCC) and Parker Hannifin Corporation, will be deployed in Baltimore, Maryland and Atlanta, Georgia. Twenty vehicles will be sent to each city.
The HHVs have 35 percent greater fuel efficiency and 30 percent
compared to conventional diesel-powered vans. The HHVs run on a fuel-efficient diesel combustion engine and an advanced series hydraulic hybrid. The action of braking creates energy, and this energy is stored in the hydraulic high-pressure accumulator. There is an option to turn off the engine and use the energy stored in the accumulator, which can lead to 90 minutes less of engine run time on a trip.
"Our long-term goal is to minimize our dependence on foreign energy, and one way we will get there is through the deployment of a wide variety of technologies and designs in our fleet," said Mike Britt, UPS director of alternative fuel vehicle engineering. "As early adopters of this technology, we are very pleased with the significant fuel economy and emission reductions that come from the HHVs."
The deployment was partially funded by the U.S. Department of Energy's Clean Cities program. UPS employees in Baltimore will receive their HHVs immediately while those in Atlanta will get their vans sometime before the end of 2012.
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RE: Maybe ???
10/4/2012 4:50:43 PM
You can't "run the vehicle for 90 minutes on it", but you can reduce engine running time 90 minutes per route in a highly congested, stop and go environment. Note: in my area UPS turns off the engine when they leave the vehicle with each package -- even when I'm walking towards them down the driveway -- so in an urban environment the engine may only run 5 hours per shift.
Only you have said "drivers will need to remember to actully[sic] use the stored energy each day". The accurate statement is that the controlling computer has the option to use stored energy under conditions it deems beneficial, the same as occurs with hybrids like Prius.
These vehicles are only a big win for urban stop-and-go routes as the hydraulic accumulator only captures braking energy -- there's negligible gain for routes with substantial brake-less driving between deliveries. (No, Tiffany, it doesn't "create energy", it translates kinetic energy into potential energy, hydraulically stored.)
UPS has been running these hydraulic-regen trucks for three years, so this batch of 40 trucks is just augmenting its fleet. The first contract for these was signed in 2008 for 2009 and 2010 delivery, so there have been several few years of testing and refinement. I have to infer UPS is only moderately enthusiastic with an order of just 40 unites: UPS has 2600 "low carbon vehicles" [IIRC] and over 100,000 vehicles, which translates to a vehicle replacement rate of ~4000 trucks per year, of which 40 is but 1%.
We -- the US taxpayers, or as Romney would suggest, the 53% who aren't parasites -- paid for the the developmental study and design of these trucks starting in 2004, and partially subsidized their deployment since 2008. If I understand the Romney initiatives, there will be negligible further R&D budget for DoE should he win, and such projects will be enthusiastically absorbed by the Wonderful World of Capitalism. Or, since he wants to increase military spending, maybe dARPA will continue this research which originated with DoD encouragement towards its goal of reducing fuel consumption by military vehicles. Getting OT....
RE: Maybe ???
10/5/2012 7:42:19 AM
You're right, the previous poster is somewhat misinformed, but so are you. This technology has been developed by the EPA, not DoE. Also, the accumulators don't just store braking energy. They allow the engine to be buffered so it can run at steady-state power points for max efficiency.
An average UPS route where this technology is suitable has an engine run-time of about 4 hours a day. With a properly tuned hydraulic drive system that time could be reduced to just 1 hour. Currently Parker's system can only reduce the engine run-time to 2.5 hours, but this is only their first round of control code that has been deemed worthy enough to put on the road.
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