# Automotive Technology Clean Automotive Technology

Cost

‐ Effective Solutions
For a Petroleum and Carbon Constrained World

John J. Kargul

Director of Technology Transfer Office of Transportation and Air Quality

U.S. Environmental Protection Agency
Clean Automotive Technology www.epa.gov/otaq/technology 

## NAS Review of 21 st 

## Century Truck Program – September 8, 2010



#  emissions Lower emissions 

#  Increased efficiency fuel 

#  Reduced greenhouse gases 

#  Cost

‐ effective technology

Clean Automotive Technology ‐ US EPA 2 

## 2005 2010 

# EPA ’ Hydraulic Program s Hydraulic Hybrid Program

Series HHV Medium Car



## Series HHV UPS Package Car

Urban Vehicles

Series HHV SUV (pickup)



## Series HHV Kalmar Yard Hostler Series HHV FedEx Ground Truck

Series HHV Navistar IC Shuttle Bus 

# Technology Transfer Partnerships Technology Transfer Partnerships Parallel HHV Work Truck 

# Concept Demonstration Vehicles Concept Demonstration VehiclesClean Automotive Technology ‐ US EPA 3 

# Technology Transfer Partners EPA Technology Transfer Partners

Clean Automotive Technology ‐ US EPA 4 

# Industry is Active! Moving to Full Production

2008 2009 2010 2011 fleet testing of pilot vehicles Purchases of early/pre

‐ production

vehicles



## ~20

refuse



### ~6 delivery 

# 46 *

delivery 

# 89 *

refuse



### * Purchases which have been announced (specific deployment dates are not known)

Please note that there are also other companies that are developing original equipment and retrofit HHV systems for on-road, non-road, and military applications.Clean Automotive Technology ‐ US EPA 5 

# Parallel Parallel Configuration HHV Configuration

Benefits 

##  Fuel savings 

##  Reduced emissions 

##  Reduced brake and

engine wear



#  Represents easiest opportunity to start getting fuel savings. 

#  As with HEV systems, first HHV systems will be parallel with good benefits.

Clean Automotive Technology ‐ US EPA 6 

# R&D / Proof

‐ of

‐ Concept Concept Series HHVs
Using Prototype Components

EPA UDV1 Chassis EPA UDV2 ChassisClean Automotive Technology ‐ US EPA 7 

# Capacity Hydraulics Power Capacity of Hydraulics Enables Enables Vehicles Series Hybrid Vehicles

1. Hydraulic accumulator’s capacity to receive and discharge

power is not a constraint for any HHV

.

– It is a design parameter, set to correspond to the performance needs of the particular vehicle’s vocation (duty cycle, operational weight).



# 2. Accumulator capacity in UPS hydraulic hybrid vehicle has been set to handle in excess of 200kw of power

.

– Since the engine in this vehicle can deliver 130kw, the power capacity of the accumulator does not need to be more than 200kw.

– In addition, there is a flow fuse which serves as a safety feature. It is calibrated to shut the flow off if the fluid discharge is above the maximum
power level (approximately 180 gallons per minute in the UPS truck).

Clean Automotive Technology ‐ US EPA 8 

# Why Series Hydraulic Hybrid Vehicles?

 Maximizes regenerative braking
 Engine operates at best efficiency
 Engine can shutoff at idle
 Engine can shutoff at all times when not needed (e.g. while braking and during low power cruising)

• Highest possible hybrid fuel economy

• Lowest incremental cost

o Shortest payback to owner

o Highest lifetime

‐ savings

• Enables unique high

‐ efficiency engines

• Ultra

‐ low emissions

• Greater reductions in greenhouse gases

• Greater reductions in imported oilClean Automotive Technology ‐ US EPA 9 

# Efficiencies Braking/Accelerating Efficiencies While Braking/Accelerating

...

Overall Regenerative Efficiency Hydraulic Hybrids > 70% versus Electric Hybrids < 25% Friction Braking & Drag and Driveline Losses

Braking Event 35-0 mph, 0.1g

Acceleration Event

0-35 mph, 0.1g

Clean Automotive Technology ‐ US EPA 10 

# Series HHVs do not need the engine to respond to transient road

‐ load changes

 Engine is de

‐ coupled from the wheels, enabling it to be operated
at “best efficiency”

 Very high “diesel

‐ like” driving torque characteristics are delivered by the series hybrid drivetrain, not the engine

 Buffering by the HHV accumulator system eliminates the need for quick engine transients

 Use of advanced engines is possible (e.g., gasoline HCCI) 

# Operation Engine Operation for Series HHVs

Engine is de-coupled from the wheelsClean Automotive Technology ‐ US EPA 11 

# Bent

‐ Axis Pump

‐ Motors

110cc pump-motor assembly 

## Yoke

Barrel Pumping or motoring power increases as yoke angle increases.

300 HP @ 5000 psi

Clean Automotive Technology ‐ US EPA 12 

# Accumulators Types of Accumulators

“ Bladder” “Piston”

CHARGED (full of fluid) UNCHARGED (empty of fluid)

Cut

‐ away of a piston carbon

‐ fiber high

‐ pressure accumulator used in some EPA demonstration HHVs. UNCHARGED (empty of fluid)

CHARGED (full of fluid) Adding hydraulic fluid to the accumulator compresses the nitrogen filled bladder.



##  High pressure accumulators operate

between 2000 and 7000 psi. 

##  Low pressure accumulators typically

operate between 50 and 200 psi. Adding hydraulic fluid to the accumulator compresses the piston into the nitrogen filled shell.Clean Automotive Technology ‐ US EPA 13 

# Relative Performance Relative Performance of Energy

‐ Storage Storage

1 2 4 6 10 2

4 6 100 2 4 6 1000Specific Energy (Wh/kg)

10 0 10 1 10 2 10 3 10 4 

### Specific Power (W/kg) Lead-acid

Capacitors Fuel Cells IC Engine

HEV goal

3.6 s 36 s 0.1 h 1 h 10 h 100 h

Ni-MH Li-ion

3.6 s 36 s 0.1 h 1 h 10 h 100 h

AccelerationRange EV goal

3.6 s 36 s 0.1 h 1 h 10 h 100 h

Source: Product data sheets

Venkat Srinivasan and John Newman ; Environmental Energy Technologies Division; Lawrence Berkeley National Laboratory; Berkeley, CA The HHV UPS truck operates

here. 0.1h 36 s Hydraulic Accumulators Accumulators can operate anywhere in the green box with infinite life.

Clean Automotive Technology ‐ US EPA 14 

# Example Example 22

‐ Gallon Carbon

‐ Fiber Accumulator HHV Accumulator

View looking at driver’s side of the vehicle 

## Rear Wheel

* Energy

‐ wise a smaller accumulator would be large enough to handle only the regenerative braking,

however, the rest of the capacity is used so the hybrid truck can drive further with the engine

‐ off and for improved engine buffering (i.e., reduced engine on/off cycling). 

## Class 6 ‐ 23,400 GVW ‐ urban delivery vehicle

A hydraulic hybrid urban delivery vehicle containing a 44

‐ gallon accumulator system* with a stored energy capacity of:



## .4 kW

‐ hr @5000 psi to .52 kW

‐ hr @6500 psiClean Automotive Technology ‐ US EPA 15 

# Technologies Technologies Needed for Engine

‐ Operation Off Operation

Engine

‐ steering off power steering unit* Engine

‐ off power brake unit*

 In HHVs, these technologies use energy from the high pressure accumulator to provide the “power assist” including when the engine is not operating. 

##  By adding a small accumulator to store pressure from the power steering pump, these systems could easily be used in HEVs and conventional trucks to enable engine

‐ off operation. 

##  Various strategies exist to maximize engine “off” time when HVAC systems must be used (heat in the winter, AC in the summer).

* available from R.H. Sheppard

Clean Automotive Technology ‐ US EPA 16 H W FE T

H D V e h U D D S
F TP

- b a g 3 C I L C C FTP C S H R V FT P - b a g2 W V U C i t y
N Y C T ru c k

C BD

T r u c k

M a ha t t a n B u s 36% 32% 49% 46% 49% 31% 33% 19% 21%

6%

-12% -25% 0% 25% 50% 75% 100% 125% 150% 175%% Improvement over Vehicle's Baseline MPG.

Drive Cycle Initial MPG Testing of EPA's UDV1

H W FE T

H D V e h U D D S
F TP

- b a g 3 C I L C C FTP C S H R V FT P - b a g2 W V U C i t y
N Y C T ru c k

C BD

T r u c k

M a ha t t a n B u s 36% 32% 49% 46% 49% 31% 33% 19% 21%

6%

-12% -25% 0% 25% 50% 75% 100% 125% 150% 175%% Improvement over Vehicle's Baseline MPG.

Drive Cycle Initial MPG Testing of EPA's UDV1

H W FE T

H D V e h U D D S
F TP

- b a g 3 C I L C C FTP C S H R V FT P - b a g2 W V U C i t y
N Y C T ru c k

C BD

T r u c k

M a ha t t a n B u s 36% 32% 49% 46% 49% 31% 33% 19% 21%

6%

-12% -25% 0% 25% 50% 75% 100% 125% 150% 175%% Improvement over Vehicle's Baseline MPG.

Drive Cycle Initial MPG Testing of EPA's UDV1 

# Efficiency Fuel Efficiency of EPA ’ s Series HHV with Prototype Prototype Hydraulic Components Hydraulic Components

prototype achieved This prototype system (UDV1) achieved 45

‐ improvement 50% mpg improvement when field tested
in real

‐ package delivery world package delivery by UPS.Clean Automotive Technology ‐ US EPA 17 H W F E T

H D V e h U D D S

F T P - b a g 3 C I L C C F T P C S H R V

F T P - b a g 2 W V U C i t y

N Y C T r u c k

C B D T r u c k

M a h a t t a n B u s 119 %

113 %

9 1%

84 %

71%

61%

5 1%

44 %

3 3% 33%

1% 3 6% 3 2% 49 % 46 % 4 9% 3 1% 3 3%

19 % 2 1%

6%

- 12 % -25% 0% 25% 50% 75% 100% 125% 150% 175%% Improvement over Vehicle's Baseline MPG .

Driv e Cycle Initial MPG Testing of EPA's UDV1 & Pilot UDV

UDV1 @ 19,994 lbs
Pilot @ 20,000 lbs

H W F E T

H D V e h U D D S

F T P - b a g 3 C I L C C F T P C S H R V

F T P - b a g 2 W V U C i t y

N Y C T r u c k

C B D T r u c k

M a h a t t a n B u s 119 %

113 %

9 1%

84 %

71%

61%

5 1%

44 %

3 3% 33%

1% 3 6% 3 2% 49 % 46 % 4 9% 3 1% 3 3%

19 % 2 1%

6%

- 12 % -25% 0% 25% 50% 75% 100% 125% 150% 175%% Improvement over Vehicle's Baseline MPG .

Driv e Cycle Initial MPG Testing of EPA's UDV1 & Pilot UDV

UDV1 @ 19,994 lbs
Pilot @ 20,000 lbs

H W F E T

H D V e h U D D S

F T P - b a g 3 C I L C C F T P C S H R V

F T P - b a g 2 W V U C i t y

N Y C T r u c k

C B D T r u c k

M a h a t t a n B u s 119 %

113 %

9 1%

84 %

71%

61%

5 1%

44 %

3 3% 33%

1% 3 6% 3 2% 49 % 46 % 4 9% 3 1% 3 3%

19 % 2 1%

6%

- 12 % -25% 0% 25% 50% 75% 100% 125% 150% 175%% Improvement over Vehicle's Baseline MPG .

Driv e Cycle Initial MPG Testing of EPA's UDV1 & Pilot UDV

UDV1 @ 19,994 lbs
Pilot @ 20,000 lbs 

# Efficiency Fuel Efficiency of EPA ’ s Series HHV with Right

‐ Hydraulic Components Sized Hydraulic Components

EPA’s newest ”Pilot” series HHV chassis

Clean Automotive Technology ‐ US EPA 18 H W F E T

H D V e h U D D S

F T P - b a g 3 C I L C C F T P C S H R V

F T P -b a g 2 W V U C i t y

N Y C T r u c k

C B D T r u c k

M a h a t t a n B u s 15 1%

79 %

58%

34% 119 %

113%

9 1%

8 4%

7 1%

61%

51%

44 %

33% 3 3%

1% 3 6% 32 % 49 % 46 % 49% 3 1% 3 3%

19 % 21%

6 %

- 12 % -25% 0% 25% 50% 75% 100% 125% 150% 175%% Improvement over Vehicle's Baseline MPG .

Driv e Cycle

Initial MPG Testing of EPA's UDV1, Pilot UDV, and Shuttle Bus

UDV1 @ 19,994 lbs
Pilot @ 20,000 lbs
Shuttle @ 18,500 lbs

H W F E T

H D V e h U D D S

F T P - b a g 3 C I L C C F T P C S H R V

F T P -b a g 2 W V U C i t y

N Y C T r u c k

C B D T r u c k

M a h a t t a n B u s 15 1%

79 %

58%

34% 119 %

113%

9 1%

8 4%

7 1%

61%

51%

44 %

33% 3 3%

1% 3 6% 32 % 49 % 46 % 49% 3 1% 3 3%

19 % 21%

6 %

- 12 % -25% 0% 25% 50% 75% 100% 125% 150% 175%% Improvement over Vehicle's Baseline MPG .

Driv e Cycle

Initial MPG Testing of EPA's UDV1, Pilot UDV, and Shuttle Bus

UDV1 @ 19,994 lbs
Pilot @ 20,000 lbs
Shuttle @ 18,500 lbs

H W F E T

H D V e h U D D S

F T P - b a g 3 C I L C C F T P C S H R V

F T P -b a g 2 W V U C i t y

N Y C T r u c k

C B D T r u c k

M a h a t t a n B u s 15 1%

79 %

58%

34% 119 %

113%

9 1%

8 4%

7 1%

61%

51%

44 %

33% 3 3%

1% 3 6% 32 % 49 % 46 % 49% 3 1% 3 3%

19 % 21%

6 %

- 12 % -25% 0% 25% 50% 75% 100% 125% 150% 175%% Improvement over Vehicle's Baseline MPG .

Driv e Cycle

Initial MPG Testing of EPA's UDV1, Pilot UDV, and Shuttle Bus

UDV1 @ 19,994 lbs
Pilot @ 20,000 lbs
Shuttle @ 18,500 lbs 

# Efficiency Fuel Efficiency of EPA ’ Shuttle s Series HHV Shuttle with Right

‐ Hydraulic Components Sized Hydraulic Components

EPA’s newest ”Shuttle Bus” series HHV chassisClean Automotive Technology ‐ US EPA 19 H W F E T

H D V e h U D D S

F T P - b a g 3 C I L C C F T P C S H R V

F T P - b a g 2 W V U C i t y

N Y C T r u c k

C B D T r u c k

M a h a t t a n B u s 151%

79%

58 %

3 4% 119 %

113 %

9 1%

8 4%

7 1%

6 1%

5 1%

44 %

3 3% 33 %

1% 3 4% 37%

3 2%

-25% 0% 25% 50% 75% 100% 125% 150% 175%% Improvement over Vehicle's Baseline MPG .

Driv e Cycle Initial MPG Testing of EPA's Pilot UDV, and Shuttle Bus Comparing to HEV Re sults from NREL

HEV @ 17,500 lbs
Pilot @ 20,000 lbs
Shuttle @ 18,500 lbs

H W F E T

H D V e h U D D S

F T P - b a g 3 C I L C C F T P C S H R V

F T P - b a g 2 W V U C i t y

N Y C T r u c k

C B D T r u c k

M a h a t t a n B u s 151%

79%

58 %

3 4% 119 %

113 %

9 1%

8 4%

7 1%

6 1%

5 1%

44 %

3 3% 33 %

1% 3 4% 37%

3 2%

-25% 0% 25% 50% 75% 100% 125% 150% 175%% Improvement over Vehicle's Baseline MPG .

Driv e Cycle Initial MPG Testing of EPA's Pilot UDV, and Shuttle Bus Comparing to HEV Re sults from NREL

HEV @ 17,500 lbs
Pilot @ 20,000 lbs
Shuttle @ 18,500 lbs

H W F E T

H D V e h U D D S

F T P - b a g 3 C I L C C F T P C S H R V

F T P - b a g 2 W V U C i t y

N Y C T r u c k

C B D T r u c k

M a h a t t a n B u s 151%

79%

58 %

3 4% 119 %

113 %

9 1%

8 4%

7 1%

6 1%

5 1%

44 %

3 3% 33 %

1% 3 4% 37%

3 2%

-25% 0% 25% 50% 75% 100% 125% 150% 175%% Improvement over Vehicle's Baseline MPG .

Driv e Cycle Initial MPG Testing of EPA's Pilot UDV, and Shuttle Bus Comparing to HEV Re sults from NREL

HEV @ 17,500 lbs
Pilot @ 20,000 lbs
Shuttle @ 18,500 lbs 

# Comparison Efficiency Comparison to HEV Fuel Efficiency

Dynamometer Tests Performed by NREL

Clean Automotive Technology ‐ US EPA 20 

# Gasoline Series HHV, Gasoline

‐ HCCI Engine Demonstration Shuttle Demonstration Shuttle Bus

Goal  World ’ Cleanest s Cleanest and Most

‐ Efficient Efficient Shuttle Bus

Demonstrate real

‐ emission economy world emission and fuel economy benefits obtained combining benefits which can be obtained by combining series hydraulic drivetrain technology advanced hydraulic hybrid drivetrain technology with advanced high

‐

efficiency gasoline technology efficiency gasoline HCCI engine technology in an urban delivery vehicle shuttle delivery vehicle such as a shuttle bus. Project Status: • Tested HHV w/diesel engine • Gas

‐ HCCI engine installed and being calibrated • Waiting for body installation • Field testing will be in California 

## EPA Shuttle Bus Chassis

Powertrain very suitable for a “midi

‐ bus”. IC

‐ Bus demonstration chassisClean Automotive Technology ‐ US EPA 21 1 50 2 00 2 50 3 00 3 50 4 00 4 50 5 00 5 50

6 00 2 0 kW 3 0 k W 4 0 k W 5 0 k W 1 20 k W

1 50 2 00 2 50 3 00 3 50 4 00 4 50 5 00 5 50

6 00 2 0 kW 3 0 k W 4 0 k W 5 0 k W 1 20 k W 

# Gasoline Gasoline

‐ HCCI, Series HHV

1. Opportunity for high

‐ efficiency and lower GHG emissions

 Higher efficiency than conventional gasoline engines

 High compression ratio  more efficient operation (thermodynamically)

 No throttle  no unnecessary pumping losses

 Lean burn combustion  improves efficiency
 Low temperature combustion  low engine out NOx emissions

 Exhaust coming from engine meets 2010 HDE limits (eliminating

need for LNT or SCR aftertreatment to get diesel

‐ like efficiency)

 Ultra low particulate matter emissions (no diesel PM – eliminating need for PM filter)

 Homogeneous fuel mixing prevents local “rich spots”,

which enables clean burning combustion

 Avoids distillate shortages (adding to today’s higher diesel prices)



### 2. Opportunity for lower engine costs

 Attractive for achieving diesel

‐ like high efficiency and low emissions at near gas

‐ engine costs

 No diesel type fuel system

 No diesel type aftertreatment necessary
 Would likely be produced from a diesel “ base engine”

 Better

‐ than

‐ diesel efficiency 6.4L Gasoline-HCCI Efficiency Map Series HHV Drive Unit

Gasoline

‐ HCCI Engine

Clean Automotive Technology ‐ US EPA 22 

#  Demonstrated a cost

‐ effective, high

‐ efficiency alcohol (E85 & M85) engine technology suitable for both conventional and hybrid vehicles for the medium

‐ duty fleet truck market. 

#  Achieved diesel levels of energy efficiency with E85 fuel using simple TWC to meet 2010 emission standards. 

#  Currently calibrating the engine in a series HHV chassis, field testing planned for later this year. 

# High

‐ Efficiency Alcohol Efficiency Alcohol

‐ Engine, fuel Engine, Series HHV

Navistar VT-275 engine High-Efficiency E85 Engine versus Diesel Engine

30 32 34 36 38 40 42

30 40 50 60 70 80 90 100 110
Average Engine Power (kW)Average BTE (%)

Diesel

E85 Poly. (E85)
Poly. (Diesel)Clean Automotive Technology ‐ US EPA 23 

# Hydraulics Battery Hydraulics Could Extend Battery

Range for All

‐ Electric Vehicles Electric Vehicles

• Much of a vehicle’s energy is needed for acceleration in congested urban operation.



# • More than 50% of energy supplied to the wheels is available for recovery.



# • Early modeling suggest that high efficiency energy recovery could significantly improve the range of all

‐ electric vehicles (or significantly reduce the battery size for the same range). Navistar all

‐ electric class 4 truck



#  A small hydraulic pump

‐ motor and accumulator can efficiently capture all of braking energy and reuse it for next vehicle acceleration. 

#  The electric drive system and battery could be right

‐ sized for cruising and light acceleration. 

#  Cost of cooling batteries and power electronics would be significantly reduced since they would not be used during high power braking and acceleration.