Project Definition Document

Transcription

1 HTUF Class 8b Working Group September 4, 2012 Project Definition Document CALSTART 48 S. Chester Ave. Pasadena, CA Working Group Leaders: Richard Parish Senior Program Manager, CALSTART This Project Definition Document (PDD) is a product of the High- Efficiency Truck Users Forum (HTUF) and the Hybrid Class 8b Truck Working Group of HTUF. The purpose of this PDD is to define the process and requirements that the working group has developed to pursue the test and evaluation of pre-production hybrid drive system integrated into standard class 8b truck tractor chassis. Please send review comments or questions to Richard Parish or Jean-Baptiste Gallo at the addresses given. Jean-Baptiste Gallo Associate Project Manager, CALSTART jgallo@calstart.org

2 Table of Contents 1.0 Introduction and Objectives Working Group Membership Hybrid Class 8b Vehicle Requirements Number of Trucks/Type Class 8b Hybrid Truck Tractor Chassis Specifications Vehicle Key Performance Parameters Customization within a Range Delivery Warranty/Service Vehicle Fuel Economy and Emissions Testing Chassis Dynamometer Testing For more information, please contact: Vehicle On-Road / In-Field Performance Testing Data Collection Requirements Pre-Production Vehicle Service Support Vehicle Delivery Schedule Appendix: Preliminary Business Case Analysis of 19

3 1.0 Introduction and Objectives This Project Definition Document (PDD) is a product of the High-Efficiency Truck Users Forum (HTUF) and the Hybrid Class 8b Truck Working Group of HTUF. The goal of this HTUF Working Group is to speed the introduction of hybrid trucks into Class 8b fleet operations. HTUF is a joint project of CALSTART and the US Army National Automotive Center (NAC) to speed the commercialization of heavy-duty hybrid trucks. The purpose of this PDD is to define the process and requirements that the working group has developed to pursue the test and evaluation of this class of newly developed hybrid trucks. In this document, the HTUF Hybrid Class 8b Truck Working Group identifies a common chassis, performance requirements and duty-cycles across trucking fleets nationwide. This group of five major truck fleet operators has jointly selected the platform size best suited for a hybrid Class 8b (>80,000 lbs. GCWR) truck tractor for regional delivery and drayage operations, developed common vehicle performance specifications and prioritized their key performance parameters. The next step in this effort is to disseminate this information to the truck manufacturing industry and their suppliers to determine the viability of providing Class 8b truck tractors to fleets under rental agreements to test candidate vehicles and validate performance in various fleet operations. It is the Working Group s intent to assess the performance of hybrid Class 8b truck tractors in typical fleet service. These vehicles will be developmental or pre-production trucks with full functionality, but with final production features and quality yet to be incorporated. A rental agent will be used to assist in gathering data and moving vehicles from fleet to fleet, as necessary. If the vehicles meet the performance requirements agreed to, and if hybrid system costs show that a business case can be made on total cost of ownership, it is the intent of the HTUF Class 8b fleets to consider purchasing hybrid trucks as part of their standard replacement cycle. 3 of 19

4 2.0 Working Group Membership During a formative working group meeting at the HTUF National Conference in Atlanta in October of 2009, it was decided by those in attendance that the group would be inclusive of interested fleets, suppliers, and OEMs. This approach is a departure from previous HTUF working groups, where fleets were the exclusive members of the group. The HTUF Hybrid Class 8b Truck Working Group is represented by the following fleets and their fleet size in this weight category: UPS 17,200 vehicles FedEx Freight 14,400 vehicles PepsiCo 11,286 vehicles Con-Way Freight 8,600 vehicles Purolator vehicles While these four fleets alone represent almost 52,000 class 8 trucks, the working group has estimated that they are representative of over 180,000 trucks across private carriers (food/beverage processing and distribution and wholesale/retail) and for-hire carriers (Less- Than-Truckload or LTL). It is the desire of the group to test at least one hybrid vehicle from each of the major truck manufacturers and others, as appropriate: Freightliner International Peterbilt Kenworth Volvo / Mack Deployment of trucks using fleets in geographic proximity is desired to enable system verification and field trials to resolve initial operational issues. The HTUF trucks will be utilized by each fleet for a period of several weeks to several months in order for the fleet to better understand the fuel efficiency and operational benefits of the vehicles. 4 of 19

5 3.0 Hybrid Class 8b Vehicle Requirements 3.1 Number of Trucks/Type The Hybrid Class 8b Truck Working Group is interested in testing hybrid Class 8b (>80,000 lbs. GCWR) truck tractors from each truck original equipment manufacturer (OEM), as they are available. The intent is to circulate the test trucks through the working group fleets for their evaluation and assessment. The assessment period for each fleet will vary from several weeks to several months. These vehicles are understood to be pre-production chassis/drivelines. By pre-production, we mean production-intent design, although not necessarily manufactured using production manufacturing or assembly processes. They are not prototypes and will be placed into regular fleet service for assessment, validation and testing. They will be expected to perform as well or better than the work truck they are replacing. However, it is also recognized that these hybrid drivelines may still be in the later stages of the development and demonstration process, so some consideration for technology immaturity will be made. 3.2 Vehicle Procurement Because of the expected high cost for the initial Class 8b hybrid vehicles and the anticipated refinements that will be required to optimize the vehicles for fleet utilization, the fleets have identified that they prefer to rent the vehicles rather than purchase them during this HTUF assessment activity. A to-be-determined truck rental agent will act as the HTUF Rental Agent, providing regular vehicle servicing and assisting with vehicle performance data acquisition. In this role, they will be expected to develop vehicle use agreements with the OEMs and the fleets, acting as an intermediary to assist with getting vehicles deployed, maintained, and circulated to other fleets as appropriate. Rental costs will be developed in negotiation with the OEMs and fleets. CALSTART and its HTUF program manager will attempt to secure additional funding to assist with reducing rental and/or implementation costs to the fleets and the Rental Agent. 3.3 Project Duration This project is planned to have a duration of at least one year and possibly two years from the time of vehicle deployment, depending upon available funding and successful implementation. Initial vehicle deployment is expected to occur in CY of 19

6 3.4 Class 8b Hybrid Truck Tractor Chassis Specifications The following specifications should be viewed as highly desired as defined by a consensus of participating working group members. Where deviations must be made from the specifications, the OEM should identify which specifications cannot be met and why. Additionally, options for meeting the specifications, if possible, should be provided. General GVWR >33,000 lbs. Defined GVWR for Class 8 trucks GCWR 80, ,000 lbs. Axle configuration 4x2; single drive axle 6x4 and 6x2 options should be available on production vehicles Cab Type Engine type/rating Engine fuel Fuel tank capacity Conventional Day Cab Diesel HP lbs-ft. lbs-ft. CNG-LNG HP Diesel B5,B USG diesel equiv. CNG-LNG 2010 emissions compliant engine Drive system type Hybrid Electric or hydraulic Hybrid motor rating TBD Based on duty cycle Dimensions Wheelbase This encompasses the range of wheelbase requirements of different fleets and will be specified at time of purchase. Chassis length 192 Front bumper to center of fifth wheel Width 96 max. Excludes mirrors Fifth wheel height 48 minimum Transmission Type Not manual 6 of 19

7 Brakes Type Air Non-belt driven auxiliary systems are acceptable Anti-lock Brake System Required Traction control system Required Air dryer Required Sufficient capacity to service air system Driveline retarder Not required Assumed unnecessary due to regenerative braking function in hybrid drive system Engine retarder Not required Assumed unnecessary due to regenerative braking function in hybrid drive system Axles Front axle rating 12,000 lbs. Rear axle type Single Rear axle rating 23,000 lbs. Suspension Front suspension rating 12,000 lbs. Match front axle rating Rear suspension rating 23,000 lbs. Match rear axle rating Steering Power assist Required Non-belt driven auxiliary systems are acceptable Front axle turning angle To be identified by supplier Curb-to-curb turning radius To be identified by supplier Tires & Wheels Wheel size 22.5 Wheel mounting Hub-piloted Not stud-piloted Tire specs Compatible w/ local climate & operating conditions Rated for the vehicle GVW; low rolling resistance (LRR); SmartWay certified 7 of 19

8 Exhaust System Type Vertical Mounting location Must not obstruct operator s view of vehicle front or interfere w/ normal maint. activities Cab Cab interior Must accommodate all e.g lbs. person reasonably expected body types HVAC system HVAC required Performance Max. speed % grade Controllable via software. The vehicle should be capable of 65 mph but should be governable to 55 mph as necessary. Gradeability GCWR Combined power train capability Startability Acceleration 20% GCWR Equal to or better than conventional vehicle Hybrid Drive System Hybrid components Unspecified Electric or hydraulic OK Energy storage Unspecified Electric or hydraulic OK Max. weight penalty of hybrid drive system Goal is minimum weight impact 8 of 19

9 Hybrid Drive System Features Regenerative braking Presumed required Presumed necessary for fuel economy improvement and brake wear reduction Launch assist Presumed required Presumed necessary for fuel economy improvement Automatic engine off during normal idling times Highly desired If included, must be transparent to operator and allow accessory operation during engine off periods. Vehicle creep w/engine off Full hybrid Requirement TBD by drive cycle definition (distance, weight, road surface, elevation gain TBD) Vehicle creep without Mild hybrid engine not possible Interior noise Per FMCSA Part Exterior noise Must comply with federal, state & local noise ordinances Fuel economy Warranty Goal of 20% or greater reduction in fuel use N/A Requirement TBD by drive cycle definition Ref. FMCSA Part for federal reqmts. Stretch goal. 9 of 19

10 Miscellaneous Reliability Equal to or better than Production vehicle baseline vehicle Durability Equal to or better than Production vehicle baseline vehicle Maintainability Equal to or better than baseline vehicle Routine maintenance components must be easily accessible; High Voltage equipment must be clearly marked and maintenance procedures specified where applicable. Serviceability Equal to or better than baseline vehicle Safety Must comply with all applicable federal & truck industry safety standards & best practices Engine certification Must meet applicable EPA 2010 certified federal & state standards Operating temperature -40ºF 120ºF Data Acquisition See Section 4.3 On-Board Telematics 10 of 19

11 3.5 Vehicle Key Performance Parameters These are the performance goals and enhanced capabilities by which the hybrid trucks will be judged. Truck Size: 33,000 lbs. GVWR (Class 8b; heavy-heavy-duty) 80, ,000 lbs. GCWR Truck Description: Conventional Day Cab truck tractor offered in a variety of axle configurations and frame lengths. Duty Cycle: Regional delivery and drayage operations (see 4.1). Ranked* Performance Parameters by Priority: * Based on average rankings from the participating fleets. Tied rankings are identified by #a or #b. 1. Meet or exceed base vehicle startability Hybrid vehicle achieves same or better startability vs. grade performance relative to comparable diesel vehicle 2. Operation in climate extremes ( -40 F to 120 F) Hybrid vehicle meets all requirements down to -40 F and up to 120 F without performance degradation 3a. Goal of 20% fuel use improvement for propulsion (decrease quantity of fuel used by greater than or equal to 20%) Hybrid vehicle consumes at least 20% less fuel vs. comparable diesel vehicle 3b. Meet or exceed base vehicle gradeability Hybrid vehicle achieves same speed vs. grade performance relative to comparable diesel vehicle 4a. Meet or exceed base vehicle chassis reliability Design intent for production version is that hybrid vehicle chassis availability or Mean Time Between Failures (MTBF) is as good or better than comparable diesel vehicle chassis. Although the initial vehicles will be pre-production and may not achieve reliability or availability targets, the design criteria for these vehicles should include reliability as one of the highest ranked performance parameters. A credible pathway to high reliability/availability for production vehicles and potential upgrades to pre-production vehicles to achieve these reliability targets must be present. 4b. Life cycle costs base vehicle chassis Total cost of ownership for hybrid vehicle chassis over vehicle service life being the same or lower than comparable diesel vehicle chassis 5a. Meet or exceed base vehicle chassis durability (service life) Hybrid vehicle chassis useful service life is as long or longer than comparable diesel vehicle chassis 5b. Meet or exceed base vehicle chassis maintainability Hybrid drive system does not create significant additional chassis maintenance requirements or accessibility issues vs. comparable diesel chassis 6. Meet base vehicle average acceleration Hybrid vehicle average acceleration is as good as comparable diesel vehicle 11 of 19

12 7. Meet or exceed base vehicle chassis serviceability Hybrid drive system does not create significant additional work associated with unscheduled chassis service vs. comparable diesel chassis 8a. Minimum weight impact from hybrid drive system Production hybrid vehicle demonstrates minimal weight penalty vs. comparable diesel vehicle 8b. Vehicle range 600 miles Hybrid vehicle has a range of at least 600 miles 9. Meet or exceed payload capacity compared to base vehicle Hybrid vehicle is capable of carrying same or greater payload compared to diesel version of vehicle 10. Meet base vehicle top speed Hybrid vehicle achieves same top speed as comparable diesel vehicle 11. Automatic engine off during idle Hybrid drive system incorporates an engine shut off feature during idling 12. No increase to base vehicle turning radius Hybrid drive system does not increase turning radius of vehicle (e.g. by necessitating an increase in wheelbase length) compared to diesel version of vehicle 13. Noticeable decrease in interior and exterior noise levels (e.g. -3 dba) compared to base vehicle Noise experienced by driver in cab and people outside of hybrid vehicle is noticeably less than comparable diesel vehicle 12 of 19

13 3.6 Customization within a Range Outside of the hybrid drivelines, the working group fleets desire that the production trucks be "customizable" as much as possible, in keeping with the normal order and purchase flexibility fleets enjoy. Within the weight limits specified for the overall trucks (60,000-88,000 lbs.), the working group would want flexibility for each fleet member s final order in the following items: External and internal cab and driver comfort elements Wheelbase (within limits) and chassis elements Axle configurations Fuel capacity These specific requests will come at the time of potential purchase orders, after the fleets have had the opportunity to fully test the pre-production vehicles. 3.7 Delivery Unless negotiated otherwise with the OEM, it is the goal to have the participating fleets take initial delivery of their test trucks from the OEM. The Rental Agent will handle the necessary paperwork with the fleets, including rental agreements, confirmation of insurance, and liability coverage. Payment to the OEM or his agent for the vehicle rental will be made by the Rental Agent. 3.8 Warranty/Service During the total evaluation period of approximately 2 years, the OEM shall include warranty and service for the chassis and driveline comparable to their conventionally powered vehicle. The Rental Agent will provide normal service requirements such as oil changes and brake pad replacement. 13 of 19

14 4.0 Vehicle Fuel Economy and Emissions Testing From September 2011 to May 2012, real-life data was collected on 6 class 8b truck tractors. These 6 trucks collectively drove more than 60,000 miles across 5 U.S. states and 1 Canadian province, recording more than 1,700 hours of engine operation during over 180 working shifts. These vehicles were selected among 4 major North American private and for-hire carriers fleets, driving from 30 miles to 510 miles per shift, sometimes 2 shifts per day, across a representative range of private and for-hire carrier operation. Average fuel economy ranged from 5.6 to 9.2 MPG and average fuel consumption from 4.1 to 8 gallons per hour. The HTUF Class 8b Truck Working Group developed two representative duty cycles for testing the hybrid vehicles to validate performance and on-road capabilities. The vehicles may be tested on a third party chassis dynamometer to assess fuel economy and emissions compared to a non-hybrid baseline version of the same truck. 4.1 Chassis Dynamometer Testing The chassis dynamometer testing of the vehicles will be accomplished without trailers being attached. However, simulation of 50% and 100% load weight must be accommodated in the chassis dynamometer testing. As a first step towards a standard drive cycle for emissions and fuel economy testing on a chassis dynamometer, the working group has provided the following two drive cycles that the Class 8b truck must satisfy. Regional delivery #1: 14 of 19

15 Description of Regional Delivery #1 drive cycle: The #1 truck drive cycle starts with several short maneuvers in the yard where the vehicle is based or at a customer site. Next, the truck drives at highway speeds on a medium to long distance to a delivery / pick-up site or back to base. Lastly, the vehicle maneuvers slowly on the yard or customer site to back the vehicle into a loading dock or swap a trailer. Regional delivery #2: Description of Regional Delivery #2 drive cycle: The #2 truck drive cycle starts with the truck travelling at non-highway speed from one delivery / pick-up site to another on a medium distance. Next follows several short maneuvers at a customer site to back the vehicle into a loading dock or park the vehicle. Then, the truck travels at non-highway speed to another delivery / pick-up site on a medium distance. Lastly, the vehicle maneuvers slowly at a customer site to back the vehicle into a loading dock or swap a trailer. The detailed drive-cycle data points are available in an electronic file upon request. For more information, please contact: Jean-Baptiste Gallo Associate Project Manager, CALSTART jgallo@calstart.org 15 of 19

16 4.2 Vehicle On-Road / In-Field Performance Testing The HTUF Class 8b fleets will assess the performance of the hybrid vehicles during inservice field trials. Each participating fleet will test and evaluate each OEM s vehicle for a period of several weeks to several months, TBD. A summary of high-level test results will be made available for review by participating working group fleets. 4.3 Data Collection Requirements It is the intent of the working group fleet members to operate these hybrid trucks as part of an intensive in-use assessment and testing effort. Data collection from vehicle operation and performance will be for a total period of 1 to 2 years. The hybrid trucks shall come equipped with a system allowing critical data parameters to be measured and collected for assessment, and for the fleets to be able to collect and analyze this data by download from the truck either through wireless or direct connection. Suggested parameters are shown in the table below. General Parameter Unit Frequency Comments Time seconds 1 sec. GPS coordinates Latitude Longitude Vehicle speed Altitude - - km/h m 16 of 19 1 sec. 1 sec. 1 sec. 1 sec. Accelerator pedal position % 1 sec. Driver demand engine percent torque % 1 sec. Actual engine torque % 1 sec. Engine speed RPM 1 sec. Transmission current gear - 1 sec. Total vehicle distance km 1 sec. Engine total fuel used L 1 sec. Wheel based vehicle speed km/h 1 sec. Engine fuel rate L/hr 1 sec. Engine instantaneous fuel economy km/l 1 sec. Engine average fuel economy km/l 1 min. Brake pedal position % 1 sec. Vehicle fault status - 1 min. Fault codes Ambient air temperature C 1 min. Engine coolant temperature C 1 min. Engine cooling fan (On/Off) - 5 sec. If electrically operated Heater (On/Off) - 1 min. A/C (On/Off) - 1 min. Set false if A/C not present Hybrid Drive System Parameter Unit Frequency Comments State of Charge (SOC) % 1 sec. Resolution = 1% Hybrid system status - 1 sec. Enabled / disabled Regenerative Braking Active - 1 sec. True / false Launch Assist Active - 1 sec. True / false Hydraulic Fluid Temp. C 1 min. If applicable Battery Pack Temp. C 1 min. If applicable Engine off - 1 sec. If applicable

17 5.0 Pre-Production Vehicle Service Support It is acknowledged that the hybrid vehicles provided under this program will be of a higher level of complexity and lower level of maturity than conventional vehicles. Therefore, the OEM shall provide a pre-production vehicle service support capability to provide timely response to issues fleets may be having with their vehicles during the evaluation period. 6.0 Vehicle Delivery Schedule It is expected that initial Class 8b hybrid vehicles will be ready for fleet testing by early-tomid calendar year 2014 or Delivery of the pre-production vehicles to the participating fleets should begin in the first half of calendar year 2014 or 2015 and be completed by mid-year that same year. However, a sufficiently justified alternative schedule will be considered by the Working Group. 17 of 19

18 Appendix: Preliminary Business Case Analysis A simple business case analysis was carried out to estimate the potential financial benefit of hybridization and the sensitivity of the results to two key parameters: the incremental cost between a hybrid and a conventional diesel vehicle and the fuel consumption improvement benefit from hybridization. Assumptions: Parameters Vehicle Life Values 8 years Hybrid Incremental Cost $30,000 to $50,000 Vehicle Daily Range Vehicle Usage Diesel Prices Diesel Fuel Escalation Rate Conventional Diesel MPG 150 to 400 miles per day 5 days per week / 50 weeks per year $4.0 per gallon 3% per year 6.5 MPG Hybrid Fuel Consumption Improvement 5 to 20% Maintenance Savings Assumed no maintenance savings Case 1: we assume a $40,000 incremental cost Parameters 20% Improvement 150 mi/d 10% Improvement 250 mi/d 5% Improvement 400 mi/d Simple Payback Period without Incentives 9 years 10 years 13 years Simple Payback Period with HVIP-type incentives 3 years 4 years 5 years Total Lifecycle Savings $41,000 $34,200 $27,400 Net Present Value (in 2012 USD) $15,300 $10,300 $5,200 In this example, we assume that the more miles are driven each day, the higher the average vehicle speed and thus the less fuel efficiency benefit can the hybrid technology provide. We notice that even at high daily mileage, significant savings can be provided by a modest fuel efficiency improvement. We can also see the importance of incentives (such as the HVIP program in California) to offset some of the incremental costs in the first stages of the technology introduction. 18 of 19

19 Case 2: we assume 250 miles per day and 10% fuel consumption improvement Parameters $30,000 $35,000 $40,000 $45,000 $50,000 Simple Payback Period without Incentives 8 yrs. 9 yrs. 10 yrs. 12 yrs. 13 yrs. Simple Payback Period with HVIP-type incentives 1 yrs. 3 yrs. 4 yrs. 5 yrs. 7 yrs. Total Lifecycle Savings $34,200 $34,200 $34,200 $34,200 $34,200 Net Present Value (in 2012 USD) $20,300 $15,300 $10,300 $5,300 $300 In this example, we notice the strong influence of the incremental cost between a hybrid and a conventional diesel vehicle. 19 of 19