Hybrid trucks and buses could significantly cut U.S. fuel consumption, but initial high costs are holding them back.
At a time when hybrid passenger cars and light trucks are becoming hot consumer items, the numbers of hybrid heavy-duty vehicles, such as utility trucks and buses, are lagging behind severely, despite the availability of the technology and its potential to significantly reduce fuel consumption.
Heavy-duty vehicles are an important target for reducing U.S. dependence on foreign oil because, while they make up less than 10 percent of all the vehicles on the roads, they consume about half the fuel. But, says Bill Van Amburg, senior vice president of WestStart, a Pasadena, CA, nonprofit working to increase the adoption of advanced energy technologies in vehicles, the federal government could do much more to help get fuel-saving technology on the roads.
One exception are public transit buses. Federal subsidies for hybrid transit buses makes them a reasonable option for transit agencies, says Tom Bartley, manager of new business at ISE Corporation, Poway, CA, which makes battery and ultracapacitor-based hybrid systems for buses. Already, about 800 hybrid public transit buses are operating in U.S. cities, he estimates, and new orders suggest that number could rise to 3,000 in a couple of years.
But transit buses are a thin slice of the heavy-duty vehicle market. For the huge number of school buses, non-public transit buses and garbage, utility, and delivery trucks, the news is not good. "Somehow these need to be more strongly supported to get [hybrid] technology to where it can support itself," says Bartley.
Indeed, such buses and trucks represent a significant untapped opportunity for fuel savings. For example, while hybrid buses consume about 20 percent less fuel, according to Van Amburg, fuel consumption in electrical utility trucks can be reduced by 50 percent with hybrid technology, in large part because, rather than idling the engine at a worksite to power the hydraulic lift used by linemen, the system can be run by batteries, which is much more efficient than idling a large engine. Eaton, based in Cleveland, OH, has already built and tested such a truck, and expects to have 24 of them in operation this year.
An even more immediate impact could come from retrofitting vehicles such as garbage trucks and delivery trucks with hydraulic hybrid systems. While conventional hybrids capture energy from braking and store it in a battery or ultracapacitor, these systems store energy produced by braking by using hydraulic fluid to compress nitrogen gas. The energy in the compressed gas can then be released to power acceleration. Van Amburg says these can be relatively easy and inexpensive to install -- an important consideration for a system to be fitted into an already depreciated vehicle.
Currently, several companies are trying out prototype hybrid utility trucks and delivery trucks. But, says Bartley, "It's not clear you can make a business case for it yet. But I think that, with a little bit more push on the technology and a little bit more economies of scale, we're reasonably close."
The automaker aims to bring a cheap hybrid technology used in some large vehicles to passenger cars.
A hydraulic hybrid technology lets trucks burn a third less fuel than they normally would.
Guest (Sandra Kay Miller)
Go truck shopping. You'll find that a diesel engine costs significantly more than a gas engine, but they are still purchased in droves because they are dependable, produce more torque (a requirement for big rigs)are more efficient and most importantly, can be fixed. Organizations relying on heavy truck are suspect to switch not because of the expense, but dependability. When a hybrid needs serviced, it must go back to the dealer. You can't pull into any old repair facility and have the problem fixed. VoTech schools should take the initiative and begin adding hybrid repair to the mechanic training choices. I'm a 40 year old woman who drives a 1982 Chevy diesel with 446,000 miles. When it breaks, I fix it. I'd love to eventually replace it with a hybrid, but I know my greasy fingers days whould be over. Reliability and maintenance are the issues...not cost.
Guest (Sir Lanse)
It is total cost over total vehicle life. The total cost of a new design is unknown. Nobody can really predict the repair requirements 446000 miles out on any hybrid. I still think that they are the way to go for school buses. They coast to as stop and start out on electric. This will cut into the fumes that are blown onto kids at bus stops.
Most stops have multiple buses. So kids waiting, get hit multiple times. Also make buses vent fumes at the roof line.
Guest (Scott)
You should google "hydristor" based on proven technology (vane pumps) but with variable chamber size. From the perspective of someone who has worked in industrial hydraulics for years this system will be more mechanic freindly than any hybrid available today! Go to yahoo groups "continuously variable transmissions". The only reason it has not been out sooner is that the patent holder insists on keeping control. He wants it to be built in the US from US components and wants to develop a kit to retrofit existing American rear wheel drive vehicles automatic transmisions with hydristor drive.
Not a hybrid but how about 3O mpg in that 82 chevy diesel?
For torque and reliability not much matches up with old fashioned hydraulics.
the Hydristor is real and I am working on designs for cars, trucks, buses, and special
construction equipment. Anybody can contact me for discussion at 607-2068960 Tom Kasmer
Guest (Phil )
I saw a custom built hybrid box truck that the builder claimed would sell for $80,000, which was $20,000 more than the cost of the truck before upfitting. The hybrid drive improved fuel economy by 1/3, and it was estimated that the payback on the incremental cost of the vehicle was 3 years with a 15 year service life. Not bad if you ask me...
Guest (mike s)
you should check out what UNIQUE MOBILITY CORP in colorado is doing.
Guest (Ev B)
Instead of providing incentives for gas guzzling SUV's the feds should penalize them and provide incentives for energy efficient vehicles such as hybrid trucks. Owners need incentives to take risks on new technology like this. And the dollars spent will pay off a lot sooner than on radically different technology such as fuel cells.
Guest (DASH)
I drive a 2k Expedition and @ around $3.00 gallon, and a 30 gallon tank it can cost me almost $80 from E. TRUST I get the bulk of the tax that are imposed by the GOV. Are those the said incentives you speak about?
Guest (JGB)
Do a google on "Ford hydraulic hybrid F150". Seems Ford has made the business case.
Guest (Janine M Lodato)
Which one is the best one?
I am a disabled person so I need room for my wheelchair.
Also is there any financila support for disabled people to buy a hybrid.?
I am thinking about the business side,
Unlike buses which are mostly owned by cities, and towns; garbage trucks in many cases are maintained by private entities (that contract with towns) that have a strong business interest to hedge their bets against future increases in the prices of fuel.
Private entities that collect garbage are much more likely to adopted hybrid garbage trucks because:
1) The garbage trucks burn up more gas due to frequent stopping,
2) Increases in fuel prices dramatically affect garbage truck companies bottom line profits (like airlines),
3) These garage companies are actively looking for ways to cut costs and make their fleet more efficient, unlike cities which are notorious for wasting money
Brian Glassman
Innovation Management
Commercialization of technology
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Guest (Tom Lediour)
What is the extra cost ?
Does anyone know the extra cost of an hybrid heavy-duty vehicle (such as utility trucks and buses) ?
Reply