Volvo Upgrades Hybrid System in Prototype Refuse Truck; Small-Scale Series Production Pushed Back to 2012 at the Earliest
19 November 2009
Updated Volvo hybrid refuse truck in London. Click to enlarge. |
After a year and a half of initial field testing, Volvo Trucks is releasing an upgraded hybrid refuse truck (earlier post) with new components and software. The new refuse truck will be tested by Veolia Environmental Services in central London.
The new truck is an upgraded version of the parallel hybrid trucks field-tested in Stockholm and Göteborg, Sweden, over the past eighteen months. It has two separate drivelines, one for diesel and one for electricity, which can be used either separately or together. The refuse truck promises up to 30% lower fuel consumption than a conventional model.
The hybrid system used in the refuse truck is a version of Volvo’s I-SAM (Integrated Starter, Alternator, Motor) parallel hybrid system. The I-SAM system comprises a starter motor, drive motor and alternator fit between the clutch and the I-Shift automatic transmission.
The hybrid uses a Volvo D7 7-liter engine with power output from 300 - 340 hp (224 - 254 kW) and a 600V 3-phase permanent magnet synchronous electric motor with maximum power output of 120 kW and maximum torque of 800 N·m, supported by a 600V Li-ion battery.
The basic concept is the same, but all the components and software have been updated. Development is extremely fast, and the technology in our latest test vehicle is much closer to a production-ready solution.
—Fredrik Bohlin, Business Manager, Hybrids at Volvo Trucks
The new refuse truck has electric power steering, completely new control systems and refined battery management strategies to optimize the battery performance. Loading and refuse compaction are completely electrically powered by means of a plug-in compactor that is charged via the main electricity grid. The battery is also new, with improved reliability and a longer lifespan.
According to Fredrik Bohlin, a small-scale series production of the hybrids will start in 2012 at the earliest, which is somewhat later than the original plan. The delay is related to the global financial crisis that has affected both Volvo’s product development and customers’ investment capacity.
The field tests currently underway have given Volvo Trucks’ engineers important experience, which will be used when developing the new refuse truck. Making two drivelines work together has proved to be a balancing act.
For example, if you want to minimize fuel consumption, you can maximize the use of the electrical power unit. However, this reduces battery life. So to achieve an optimal solution, many different properties must be weighed against each other. It’s all about satisfying high demands for performance, lifespan, fuel consumption and operability.
—Fredrik Bohlin
The initial results from all Volvo hybrid test vehicles show that the prediction of up to 30% less fuel and carbon dioxide emissions has been validated. Renova, a waste and recycling company in Göteborg, is among the customers that have been testing Volvo’s hybrid refuse truck since spring 2008, and they can report an even greater reduction.
The hybrid has met our expectations and our drivers are highly satisfied. The electrical power system provides high torque from start-up, low noise level and emission-free loading and refuse compaction. In terms of fuel consumption and climate impact, our measured results are even better than expected. We’ve achieved reductions of a staggering 35 percent. On a annual basis, the hybrid saves us 5,250 liters of fuel compared to a traditional diesel engine...and we only drive single shifts.
—Lars Thulin, vehicle development manager at Renova
The refuse truck now being delivered to Veolia is not the first Volvo heavy-duty hybrid in London. Six Volvo hybrid buses have been operating on the streets of London since summer 2009.
It is good - all stop/start vehicles "should" be electrified to some extent.
The question is how quickly should replace the ICE ones with xEV ones, and how much extra the hybrid ones will cost vs the fuel savings.
The people who lift rubbish are generally not starry eyed environmentalists, and will only do it for a reasonable rate of return.
I wonder what percentage of the operating costs of a waste truck are fuel ?
Also, if the waste trucks get really quiet, people won't hear them coming and will miss the collections (or have to get organized).
Posted by: mahonj | 19 November 2009 at 07:06 AM
mahonj,
Are you kidding?
You can sleep thru early morning chorus of monster garbage trucks?
"The people who lift rubbish are generally not starry eyed environmentalists, and will only do it for a reasonable rate of return."
Maybe, referring to the business owners not the garbo's who are often exactly that.
However the people who pay the garbage collection levy thru the council rates are generally very happy to have the waste removed and most are happy to get a gold service.
An average garbage truck uses $**,001 PA and 30% savings will be very significant especially when combined with all the other savings (brakes, engine repair and servicing, operater and customer satisfaction and advertising and green kudos.
mahonj,
Thanks for post, the devils advocate needs grist for the mill.
Posted by: arnold | 19 November 2009 at 06:40 PM
Why don't they make it a plug-in?
These trucks can afford to stay stuck to a plug for long hours. It would be an easy way to make more savings.
Posted by: Simodul | 20 November 2009 at 01:05 AM