## 1 Introduction  
In a recent press release, the European Space Agency (ESA) noted that the lockdown, due to the COVID-19 pandemic, significantly decreased air pollution in major quarantined European cities [1]. Furthermore, daily global CO\({}_{2}\) emissions fell by 26% at the beginning of April 2020 compared to the mean 2019 levels [2]. These data reflect changes in activities, electricity demand, and road and air traffic [2]. As a consequence of significant air emissions associated with car traffic, in recent years, the automotive industry has made substantial progress towards sustainability [3]. Cars equipped with electrified powertrains appear to have a key role in the transition towards zero CO\({}_{2}\) emissions and pollutants [4, 5], such as particulate matters, nitrogen oxide (NOx), and sulfur dioxide. Furthermore, several authors have set 2020 as the turning point for the establishment of e-mobility in urban areas [6, 7, 8, 9]. Recently, the powertrain electrification process of vehicles has extended to different categories, such as commercial and industrial trucks, generating new application domains, in addition to new opportunities for energetic and environmental benefits [10; 11; 12; 13; 14]. Most of these commercial and industrial trucks are also equipped with hydraulic or pneumatic systems designed to perform specific operations through the motion of controllable vehicle components, for which the required power is generated and transferred by the internal combustion engine (ICE), involving a significant quantity of energy losses [15]. In particular, for this kind of vehicle, the largest share of the power consumption is required by the hydraulic or pneumatic system during idling operations, and, consequently, many researchers have focused on energy saving strategies for these systems, rather than making the vehicle traction more efficient [15; 16; 17]. A common energy saving strategy is represented by the control of the hydraulic equipment, and consists of a hydraulic pump, control valves, and actuators [18]. The improvement of the pump control performance consists of controlling the speed of actuators to ensure the generation of the exact quantity of oil flow needed for the required motion of controllable vehicle components, reducing possible dispersed and laminated flows [19]. For a fixed displacement pump, the oil flow is controlled by varying the rotation speed of the pump or, for a variable displacement pump, acting on the pump displacement. In 1992, [PERSON] [20] proposed innovative solutions in hydraulics and pneumatics, including distributed motion control. [PERSON] et al. [21] discussed the energy consumption of a load-sensing excavator hydraulic system and possible energy savings by means of a numerical simulation. In addition, the energy efficiency can be improved by means of advanced control algorithms, including genetic algorithms [22; 23] and fuzzy logic [24] controllers. [PERSON] et al. [25] and [PERSON] and [PERSON] [26] presented comprehensive reviews related to the power efficiency of electro-hydraulic systems. Moreover, as evidenced in recent literature [15; 27], another promising trend is represented by hybrid systems, in which the energy absorbed by the hydraulic pump is provided by a parallel energy source that can replace the conventional ICE. In [15], the authors proposed an interesting improvement to a hybrid system, which, however, was initially made by an external company. To the best of the authors' knowledge, no published study in the literature or technical reports provides insights into the practical realization of these kinds of hybrid systems for commercial and industrial trucks. This work presents the preliminary realization of an electric-powered hydraulic pump system (e-HPS) that drives the lifting of the dumpster and the garbage compaction in a waste compactor truck.