Posted on 02/20/2011 6:08:28 AM PST by saganite
Ford is working with the Center for Compact and Efficient Fluid Power and Folsom Technologies to develop a prototype F-150 light-duty pickup truck propelled by a hydraulic hybrid powertrain.
Hydraulic hybrids differ considerably from gas-electric hybrids, like the Chevrolet Silverado 1500 Hybrid, but the goal is the same: to improve fuel efficiency.
We have the potential to reach 40 miles per gallon or higher with hydraulic power, said Perry Li, co-deputy director of CCEFP and a mechanical engineering professor. But we feel like we dont give up anything versus an electric hybrid, and there are no batteries and nothing to recycle.
(Excerpt) Read more at news.pickuptrucks.com ...
I have a couple of push rod Kent engines lying around if you need one.
KIO!
Energy is generated in the form of heat as a byproduct of braking. This energy is not used in a conventional vehicle. Both the electric hybrid and now this hydraulic hybrid capture the “waste” energy, to recharge the battery pack if electric and to repressurize the hydraulic system if hydraulic.
Are you saying that you don’t believe there’s any waste energy from braking that can be scavenged and used to improve fuel efficiency? You know that’s not true, whether you dislike hybrid gas-electric vehicles or not.
This hydraulic system is already in use in some large fleet vehicles such as buses, I believe.
Whatever that means.
“You have obviously, not been around many industrial hydraulic systems then.”
Nope, just earth movers and ag machines. I’ve busted more lines than I care to count and changed out bushings but other than that, the are the most reliable parts on the machine.
No, I certainly understand that you can recover SOME of the energy from braking. You don't get all, it is not a 100% efficient process. My real point is that I have doubts that you can combine a hydraulic boost system with a F-150 and get better mileage around town than on the road.
But I have to concede that it is at possible with a system that runs the engine at max efficiency, gets a very high efficiency out the hydraulic system and pulls a very high percentage of the energy out the braking. The only advantage I see with the around town mileage is that there is less wind resistance as has been pointed out by several posters. That is an advantage to slower speeds but only if the engine is running at or near it's maximum efficiency - and on a normal car that happens at a speed in the 50 to 60 mph range.
And I have nothing against hybrid gas-electric vehicles except the high cost, limited lifetime and weight of the batteries that they use. But a way better idea than an all electric car given the current state of battery technology.
Center for Compact and Efficient Fluid Power and Folsom Technologies More efficient hybrid drivetrains for such light vehicles as Ford F-150 pickups and even the popular Prius are among the goals of the multi-university Center for Compact and Efficient Fluid Power.
CCEFP is a National Science Foundation Engineering Research Center. In addition to the hosting University of Minnesota, its members are the Georgia Institute of Technology, the Milwaukee School of Engineering, North Carolina A&T State, Purdue University, the University of Illinois Urbana-Champaign, and Vanderbilt University.
Minnesotas White Oak Group, headed by Chrysler and Eaton veteran Brad Bohlmann, supports CCEFPs outreach and commercialization efforts. http://showtimesdaily.com/news-articles/hydraulics-for-efficiency
Advanced Vehicle Technology Act of 2009 (H.R. 3246)
The House passed H.R. 3246, the Advanced Vehicle Technology Act, by a vote of 312114 in September 2009. This legislation was introduced by Rep. Gary Peters (D-MI). Senator Debbie Stabenow (D-MI) introduced a companion bill (S. 2843) that recognizes the vital role work trucks play in the economy and environment. This bill would establish funding for a program of research, development, demonstration and commercial application of advance technologies in medium- and heavy-duty truck and transit vehicles at the Department of Energy.
H.R. 3246 would authorize the following funds for truck-related programs:
(b) Medium and Heavy Duty Commercial Vehicles From the amounts authorized under subsection (a), there are authorized to be appropriated for carrying out title II
(1) $200,000,000 for fiscal year 2010;
(2) $210,000,000 for fiscal year 2011;
(3) $220,000,000 for fiscal year 2012;
(4) $230,000,000 for fiscal year 2013; and
(5) $240,000,000 for fiscal year 2014.
Note: These amounts are from the House bill. The Senate bill does not attach specific dollar amounts.
Funding opportunities for clean and fuel-efficient vehicles will likely continue for awhile. Legislation has already passed the House and is being considered in the Senate (H.R. 3246, the Advanced Vehicle Technology Act) that would create a five-year program providing more than $1 billion for the research, development, demonstration and commercial application of advance technologies in medium- and heavy-duty truck and transit vehicles.
Advanced Vehicle Technology Act of 2009 (H.R. 3246)
Bill Summary H.R. 3246 http://www.greentruckassociation.com/GovernmentResources/BillSummaryHR3246/tabid/81/Default.aspx
Freightliner Custom Chassis commitment for 20 series hydraulic hybrid systems for delivery vehicles represents milestone in technology's commercialization.
CLEVELAND, Oct. 16 /PRNewswire-FirstCall/ -- Parker Hannifin Corporation (NYSE: PH), the global leader in motion and control technologies, today announced initial commercial commitment for its new series hydraulic hybrid system, which is designed to completely replace the traditional drive train on delivery vehicles and has yielded significantly increased fuel efficiency and reduced carbon emissions. The commitment came as part of a grant under the United States Department of Energy's Clean Cities program and was funded through the American Recovery and Reinvestment Act.
Daimler Trucks North America LLC (DTNA) spearheaded the submittal of these winning applications which will support the purchase of 638 hybrid and alternative fuel vehicles. Parker is the only supplier of the hydraulic hybrid systems for the vehicles. The systems will be purchased by DTNA subsidiary, Freightliner Custom Chassis Corporation and incorporated into delivery vehicle models intended for use by United Parcel Service (UPS).
http://www.reuters.com/article/2009/10/16/idUS158956+16-Oct-2009+PRN20091016
A point of clarification: The 638 number refers to other alternative fuels and advanced technology vehicles in addition to hydraulic hybrids.
The only green I see is more dollar signs (in grants) comming from the taxpayer. Just more of that ‘spread the wealth’ thing. It’s like one giant ponzie scheme and they are all in cahoots with one another racing for that 0bama stash! As Mark Levin would say: “I JUST CAN’T TAKE ANY MORE of this CRAP!”
Most vehicles actually would get better mileage at 30 than 60 mph. The problem is that when you’re going 30, you’re almost always in stop-and-go traffic, which is murder on your fuel economy. Get out on the open road and roll along at 30 mph without having to accelerate/decelerate, and you’ll find you easily get better mileage than at 60 mph.
The better part of a decade ago now, Ford and the EPA put a hydraulic hybrid system into an Expedition and managed to get 32 mpg city and 22 mpg highway. With the MUCH more efficient engines and transmissions that they have now than they had in that vehicle combined with improvements in the hydraulic system, I see no reason why 40 mpg city isn’t attainable.
The only question is cost - Eaton has a system they’re using on Peterbuilts right now. It costs $40k, but it also has to be able to move 60,000 pounds. Ann Arbor is using them on garbage trucks, and expects full payback of that $40k in 3 years. That’s a phenomenal rate of return.
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