Filed under: Hybrid

This week, the city of Ann Arbor, MI began deploying four of the first 25 trucks equipped with an Eaton Corporation hydraulic launch assist system. Ann Arbor mayor John Hieftje and Clean Energy Coalition executive director Sean Reed presented one of the new recycling trucks at the city’s Wheeler service center.

The hydraulic launch assist (HLA) system operates on a principal similar to other hydraulic hybrid systems we’ve seen. A pair of accumulators store energy captured during braking and release it during acceleration. The HLA is a parallel hybrid with a hydraulic pump motor connected to the drive-shaft through an electronically controlled transfer case clutch.

The system was actually originally developed at the EPA national laboratory in Ann Arbor. Engineers employed there are encouraged to come up with new ideas and patent them. The technology is then shared with privately owned companies for commercialization. Eaton is one of several companies developing hydraulic hybrid technology variants, including series hybrids. The Eaton HLA was first seen on the 2002 Ford F350 Tonka concept and Ford has been evaluating it for use in big pickups and vans, although no production variants have been announced yet.

HLA cuts fuel consumption of the trucks by about 15-20 percent in this type of application that includes frequent starts and stops. The four trucks are expected to save $73,000 in fuel costs over their 10 year useful life, along with $26,500 in reduced maintenance costs. These trucks make an average of about 1,000 stops a day and conventional versions require new brakes every three months or so. The HLA-equipped versions recapture about 75 percent of the kinetic energy of braking and only require brake maintenance once a year. The payback time for the extra initial cost is estimated at two to three years. Future versions could reduce operating and acquisition costs further through the use downsized engines and transmissions.

Photos Copyright (C)2010 Sam Abuelsamid / Weblogs, Inc.

Continue reading Ann Arbor, MI gets first four hydraulic hybrid recycling trucks

Ann Arbor, MI gets first four hydraulic hybrid recycling trucks originally appeared on Autoblog Green on Thu, 29 Jul 2010 11:04:00 EST. Please see our terms for use of feeds.

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Far more cost-effective than plugging in?

The reality of hybrid cost effectiveness

Sure, we’ve pitted the Chevy Volt against the Toyota Prius in the past, but this time we have some real numbers. Unfortunately, the numbers don’t look good. So, if you think the Volt is set to save America, you might not want to read any further.

Since yesterday, many have compared the Nissan Leaf to the Chevy Volt. I don’t believe in such a comparison. Range anxiety is real and a vehicle like the Leaf will never resonate with the masses unless you can cut the price of the vehicle in half, minimally. The Chevy Volt, on the other hand, could easily convert the masses into plug-in vehicles, as long as the Volt is cost-effective.

Cost Comparison

Today, you can lease a Prius for $199.00 per month, while a Volt lease will soon cost $350.00.

The average Prius drivers spends $825 per year on fueling costs. The difference between Volt and Prius lease payments after a year is $1800. Consequently, even if the Volt uses nothing but free electricity, it will still cost $1000 more to lease per year. Of course, perhaps if gas prices hit $6.00 per gallon, then the Volt will be competitive, but considering higher gas prices push the cost of everything higher, will most Americans even be able to afford a new car?

But won’t the Volt cost much less to maintain than a Prius?

Certainly not on a three year lease, and since you can buy two Prius hybrids for the price of one Volt, there isn’t even a reason to compare purchasing cost-effectiveness. When it comes to purchasing, the Prius is a far better deal. Moreover, the battery pack on the Volt will probably not be as reliable, long term, as has been the much cheaper Prius battery pack.

In fact, in terms of maintenance, insurance is easily the biggest cost, and if insurance companies price Volt insurance fairly, it should cost more to insure a Volt than a Prius, a good bit more.

Today, the Volt just isn’t very cost-effective compared to the Prius, and that’s even after a $7500 tax credit that some have reported enables GM to reduce lease costs by $200 per month on the Volt’s 3 year lease option, but what happens after the tax credits expire?

While battery costs will come down, will they drop by $7500 per car in the near future? Likewise, wouldn’t such battery cost improvements also make the Prius cheaper, lighter and more fuel efficient as the king of hybrids could then switch to lithium?

And, yet, that isn’t even the most disturbing Volt news. After a decade on the market, hybrid cars still account for less than 3 percent of market share. Hybrids, such as the Prius, are just not perceived to be cost-effective by most consumers, and the Volt will even be far less cost-effective and much more expensive.

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Filed under: EV/Plug-in, Chevrolet, GM, Plug In Conference

Now that we know the price tag of the 2011 Chevrolet Volt, the car’s last big secret is what will be on the EPA mileage sticker. We had a chance to talk with vehicle line director Tony Posawatz at the Plug-In 2010 Conference in San Jose, CA and got a little bit of insight into the matter. Posawatz acknowledged that General Motors is very close to a final agreement with the EPA on what must appear on the sticker for the 2011 models.

While Posawatz wouldn’t give specifics, he did say that GM is actually planning to put more information on the sticker than required by the EPA. The intention is to give consumers the data they need to make an informed decision about how much the Volt will cost them to operate. This is likely to include information about electrical energy use in charge-depleting mode, gasoline use in charge-sustaining mode, blended driving under various conditions and more. What you probably won’t find is a single composite EPA number like the much-maligned 230 miles per gallon announced by GM a year ago.

GM has been sharing substantial amounts of data with EPA about the Volt’s performance and will provide more going forward. OnStar’s VP of business development, Nick Pudar, explained that the GM telematics division is soliciting volunteers for a data collection program to monitor vehicle usage behavior. The OnStar system would record the distance traveled along with some other data (not including location or speed) for every ignition cycle of the volunteer vehicles and transmit all that back to OnStar headquarters. The data would be aggregated to help determine representative duty cycles for vehicle use.

Some of this assorted information will be used by EPA to evolve the window sticker information over the next several years, which means the values found on the 2011 Volt will almost certainly not be the same as subsequent model years. Even after nearly four years of discussion on the Volt, the EPA still has not figured out the best solution for rating plug-in hybrids and extended range electric vehicles. Maybe a year or two of real-world use will light a fire.

[Source: General Motors]

EPA sticker values for 2011 Volt likely to be interim, updated in 2012-13 originally appeared on Autoblog Green on Tue, 27 Jul 2010 19:00:00 EST. Please see our terms for use of feeds.

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Photo: Porsche AG

Porsche is Testing 3 Battery-Powered Electric Boxsters
Almost all automakers are moving in the direction of electrification. This transition takes many forms (hybrids, plug-in hybrids, battery electric cars), but the goal is the same: To make cars more energy-efficient and make them less dependent on a single source of energy (oil vs. all the ways you can make electricity, including all the clean & renewable ones). Even Porsche, the German sports car maker, has been experimenting with electrons, starting with Read the full story on TreeHugger

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Hybrids. All about California?

What’s the problem with the king of hybrid cars?

Compared to last year, Toyota Prius sales are down more than 15 percent. Why?

Is it the depressed California auto market still reeling from massive losses in property values? Are buyers simply waiting for plug-in vehicles? Is it gas prices? The recall scandal? All of the above?

Not long ago I heard an auto analyst claim that California auto sales have improved from “horrible to bad”. Since a majority of hybrid cars are sold in the golden state, a drop in hybrid sales isn’t that surprising. Nonetheless, gas is still averaging $3.51 in the West – almost 75 cents higher than the national average. Coupled with some of the best hybrid deals ever, especially on the Prius, shouldn’t sales be rising, or at least holding their own in California?

Recently, some have argued on this blog that consumers are waiting for plug-in vehicles. Really? Last I heard there were only 10,000 people with $100 deposits on the Nissan Leaf. Likewise, GM has made it quite clear that Volt sales will be very limited by supply for at least the next few years. Can plug-in demand really be behind the lack of Prius interest – and hybrid car interest overall?

Then, of course, there’s the Toyota recall scandal; however, Prius sales haven’t tanked nearly as much as many other hybrid brands. So, a decline in Prius sales is certainly about more than just the recall scandal.

Ultimately, the decline in Prius sales is probably a mixture of all of the above, and even more variables.

The Future

So, what does the decline in Prius sales indicate for the future of hybrid cars and plug-in vehicles?

In recent months both Ford and Toyota have made very bullish forecasts for future hybrid sales, such as at least 20 percent hybrid by 2020. Likewise, Nissan has claimed as much as 10 percent EV by 2020, and the government has claimed 50 percent battery powered penetration by 2030.

What changes so dramatically in the next few years that we achieve such high levels of penetration when after a decade hybrids still can’t overcome even 3 percent penetration?

Certainly, it’s easy to claim that much cheaper battery prices are around the corner, and/or that much higher gas prices are inevitable since both assertions are probably true, at least to some extent.

Nevertheless, commodity prices will limit the downside cost potential of lithium technology at a price that will still be very hard to compete with gasoline and ever more efficient internal combustion engines, suggests a plethora of research. Higher gas prices, on the other hand, would mean consumers have less money to spend up front on transportation according to the studies. Thus, consumers would have to downsize into cheaper and cheaper vehicles rather than hybrids and plug-ins and their greater upfront costs.

In fact, to some extent, that is exactly what has happened since the recession and gas spike. Consumers have downsized into more efficient vehicles, but they have not converted into hybrid vehicles. And with the greater costs and limitations of plug-in vehicles, can a mass exodus from gas vehicles into plug-in vehicles really be expected?

The Toyota Prius has now been on the road for more than a decade. During that time, according to Consumer Reports, JD Power, etc., the Prius has been one of the most reliable and most repeat-buyer-coveted vehicles available. Additionally, many Prius hybrids with old battery packs – less technologically advanced – have survived not just 10 years, but hundreds of thousands of miles without a battery pack replacement. Therefore, newer NiMH-powered hybrids should have even longer life spans. Regardless, in terms of life span, the Prius has proven itself.

Ultimately, the Prius is an exceptionally efficient and likable vehicle, especially for urban commuters – a group of drivers that represents far more than just 2-3 percent of American commuters. And, today, the Prius deals are even better. More important, compared to the 2008 gas spike, for example, Prius buyers are today literally saving several thousand dollars up front on their purchase. (How much gas does several thousand dollars buy for a Prius driver, even at $5.00 per gallon?)

So, seriously, why are Toyota Prius sales down if the battery is on the brink of revolutionizing the auto industry? Where’s the disconnect?

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Filed under: EV/Plug-in, MPG

Just to be clear, we certainly sympathize with the concerns of the visually impaired when it comes to silent and near-silent electrified vehicles and their interaction with pedestrians. What we’re not sure about is the extent of the problem and what the appropriate solution is. Most of the studies done to date are flawed and, at best, inconclusive. While there are indications the number of pedestrian crashes involving hybrids is higher than those involving conventional vehicles, the numbers of pedestrian fatalities has gone down over the past 15 years and so the studies are based on small and incomplete sample sizes.

Studies such as the one done by Utah State University professor Mark Larson looked only at fatalities and not injuries or even the severity of injuries. Since most pedestrian collisions are at lower speeds, data on injuries may be more important fatalities in this discussion. There is legislation being proposed that would require audible feedback from electric vehicles, but it is flawed because it doesn’t define what the desired results would be, only a technology.

Perhaps rather than requiring electric vehicles to make sounds at all times, we should be looking at pedestrian detection and protection systems. Volvo has already introduced such a system in the new S60 and other automakers are developing systems. By integrating such systems and using them in conjunction with warning sounds, we won’t be overwhelmed with a cacophony of new sounds in our cities while cutting both injuries and fatalities even more. Watch a video of the Volt pedestrian warning after the jump.

[Source: Green Car Reports]

Continue reading Do electric and hybrid vehicles really need to make sounds? [w/video]

Do electric and hybrid vehicles really need to make sounds? [w/video] originally appeared on Autoblog Green on Sun, 25 Jul 2010 12:32:00 EST. Please see our terms for use of feeds.

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Filed under: EV/Plug-in, Green Daily, Japan

Toyota’s dominance in the blossoming hybrid market is unmatched, but as several other automakers are now increasingly focused on developing electric vehicles (EVs), can the company that defined the hybrid segment continue to march forward with its plans to release additional hybrid models? The answer really depends on who you ask, but a recent editorial published in the Japanese Nikkei newspaper suggests that both Toyota and Honda must shift towards EVs, or risk having the nation of Japan fall behind the competition. The Nikkei writes:

…both Toyota and Honda had until recently thought that the era of hybrids would continue for a while before electric vehicles began to gain popularity. But the automakers are now accelerating their efforts to develop electric cars, and there are two main reasons for this. One is the tough new fuel economy rules the US administration of President Barack Obama will introduce in 2012…The second reason for the heightened focus on electric cars is China’s move to promote them.

Japan’s concern over the emergence of China as a legitimate player in the EV market is not unwarranted. China’s push to become the worldwide leaders in EVs has several other countries in a hurried frenzy to develop battery-powered vehicles as well. According to the Nikkei:

Beijing has apparently decided to catapult the nation’s auto industry into the electric age by skipping the transitional era of hybrids. Japanese carmakers need to respond to China’s moves by developing electric vehicles that can compete favorably with rival Chinese offerings in this crucial market.

Toyota’s dominance in the hybrid market could seemingly continue on forever, that is, if it’s not cut short by Japan’s fear of losing out on its limited chance to capture the emerging EV industry. Either way, it’s a win-win situation for us greenies. Hat tip to David!

[Source: Nikkei - sub. req. via Green Car Congress]

Nikkei column urges Japanese automakers to drop hybrids, focus on EVs instead originally appeared on Autoblog Green on Fri, 23 Jul 2010 19:01:00 EST. Please see our terms for use of feeds.

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Filed under: EV/Plug-in, Hybrid, Green Daily

When we report on electric vehicles (EVs) and hybrids, the discussion often focuses on battery advancements, transmission technology, fuel economy, range and the like. Seldom do we discuss some of the smaller parts that make EVs and hybrids move, things like electric-drive axles. They can be important, too, and now GKN Driveline has announced that it has designed and developed a new range of axles specifically targeted at EVs and hybrids.

GKN boasts that its electric-drive axles incorporate several technologies that help maximize performance and fuel efficiency of EVs and hybrids. GKN’s range of axles can incorporate a passive or active limited-slip differential, torque-vectoring technology and a unique disconnect system that maximizes fuel mileage. Peugeot’s HYbrid4 system is one of the first hybrid drivetrains to utilize advanced electric-drive axles from GKN. Follow the jump for more.

[Source: GKN]

Continue reading GKN Driveline develops advanced electric-drive axles for EVs, hybrids

GKN Driveline develops advanced electric-drive axles for EVs, hybrids originally appeared on Autoblog Green on Wed, 21 Jul 2010 16:01:00 EST. Please see our terms for use of feeds.

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Everyone has an opinion about the veracity of global warming, except, maybe global governments who are pursing economic improvements on the back of climate change. The quest for the reduction of greenhouse gas emissions, and predominately carbon dioxide (CO2) has led to a spurt of new research around the development of more sustainable practices and technologies. But at what cost to the environment? This question is asked and answered in the new book Green Gone Wrong, by Heather Rogers.

This question may on the surface sound like an oxymoron. How can you be developing technologies to reduce CO2, yet hurt the environment at the same time? According to Rogers, this is in fact happening every day, all over the world. Rogers breaks up the offenses into three categories: food, shelter and transportation.

The crux of the food section studies what organic farming really means (or doesn’t mean) and the movement to “beyond organic”. The next section discusses green building and the last section studies transportation, where I will focus. One element that is weaved throughout this section, is the discussions of the validity of carbon offset programs.

Many of the arguments she presents in the section are not new. She writes about biofuels, “As for ecological sustainability, biofuels have been widely discredited. The energy efficiency achieved with ethanol is dubious and a source of much debate. While some researchers say more energy goes into making ethanol than the alt-fuel can supply, others estimate a positive energy balance. A commonly cited figure is that for every gallon of fossil fuel used in production, only 1.3 gallons of corn-based ethanol can be refined. Either way, by now it’s apparent that biofuels pressure both ecosystems and the access to food.”

If biofuels aren’t the way to go, should we move forward with plug-in electric vehicles when they draw power from a grid that uses fossil fuels such as coal and natural gas? (The answer is ambiguous.) But what Rogers focuses most on in this section is why America’s three auto manufactures are lagging so far behind in producing more environmentally friendly cars. According to the big three, hydrogen is years away if ever coming to market (and most hydrogen programs use natural gas which is a CO2 producing fossil fuel) and hybrids are mainly being offered in gas-guzzling SUVs. Even with the hybrid technology, they can’t meet the new CAFE standards, so in reality, what have we achieved?

Ultimately, Rogers points out that, “the major leaders continue with policies and practices that so obviously exacerbate the situation, including promoting ecological themed but ineffective products. By accepting green consumer goods as a way out, we consent.”

She ends by saying, “But we can do things differently. Viable solutions in all realms are out there. We suffer no shortage of knowledge or ideas, no dearth of entirely levelheaded and realistic possibilities that aren’t just a new range of products to buy.”

If you’d like to learn more about what is going wrong and how to change course, then Green Gone Wrong is a good place to start.

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Photo: Government of Ontario

Always Read the Fine Print
When the rebates for plug-in hybrids and electric cars were first announced by the government of Ontario, there was no word on how many applicants would be accepted, and the size of the rebates was aid to be between $4,000 and $10,000 (depending on the capacity of the car’s battery). But now that the tax measure is phasing in, the details are changing, and not for the better. Read on for details…. Read the full story on TreeHugger

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