“Once we have Euro VI, Japan 09, and EPA 10, we don’t see any further lowering of [pollutant] emissions with new standards, so my vision is that we now change the mindset to CO2,” Wolfram Schmid, Director of Heavy Duty Engines in Truck Product Engineering at Daimler Trucks told AEI last week at the 63rd IAA Commercial Vehicles event in Hanover, Germany.
ACEA, the association of European automobile manufacturers, gave its support for “Vision 2020” to reduce truck fuel consumption by 20% by 2020 at the IAA Show two years ago.
“We can reach it, but there needs to be some adjustment in boundaries," Schmid said. "We see some improvements in the diesel engine, but that’s not enough to get to minus 20%. We need to look at aerodynamic and driving resistance, and at least in Europe, we have to talk about vehicle length, because reducing aerodynamic resistance would have some further benefits once we have a [more efficient vehicle] nose or we can do something like a conventional truck in NAFTA. The third part is the hybrid.”
But Schmid points out that the benefits of stop/start systems and electrically driven ancillaries are far lower on a truck than on a passenger car.
“So I think the primary focus once we introduce hybrids into all trucks is the highest intelligence of energy management between diesel engine and battery and when to switch over,” he added.
In terms of the types of hybrids that will be used, Schmid believes that there will be different systems for trucks and buses. “Where you have stop/start delivery operations, it makes sense that the engine is shut down and you make use of electrical driven systems,” he said. “But the opposite is the long-haul truck, running on highways, where the engine will never be stopped, so the assistance will be different.”