BOARD MEETING DATE: July 11, 2008
AGENDA NO. 14

RECOMMENDED ACTIONS:

Authorize the Chairman to execute an agreement with the U.S. EPA to develop and demonstrate a hydraulic-hybrid system with an advanced gasoline engine on a shuttle bus in an amount not to exceed $500,000 from the Clean Fuels Fund.
 

Barry R. Wallerstein, D.Env.
Executive Officer

Achieving federal and state clean air standards in Southern California will require emission reductions from both mobile and stationary sources beyond those expected using current technologies. In addition, there are increasing concerns over greenhouse gas emissions and petroleum dependence arising from the heavy use of conventional technologies.

Hybrid technologies represent a method to further reduce emissions from existing low emission engines as well as to reduce fuel consumption and the generation of greenhouse gasses. Hybrid technologies use a combination of energy sources to propel vehicles, generally an internal combustion engine and another source. Vehicle manufacturers have commercialized hybrid-electric passenger cars, trucks and busses. During braking, these hybrid-electric vehicles capture energy normally lost as heat in the braking system; an electric motor/alternator is used to slow the vehicle and generate electricity which is stored in a battery or capacitor pack. During propulsion, the stored electricity is used to power the electric motor and help propel the vehicle. Emissions, fuel consumption and carbon dioxide emissions can be reduced by up to 25 percent. Wear and tear on the braking system is also reduced, further lowering operating costs.

In recent years, non-electric, mechanical hybrid systems also have been under development. One such technology is the parallel hydraulic-hybrid system which uses a special hydraulic pump/motor installed in the vehicle drivetrain, usually between the transmission and drive shaft. During braking, the pump/motor slows the vehicle by pumping hydraulic fluid and compressing nitrogen gas in a pressure tank (hydraulic accumulator). During propulsion, the process is reversed and pressure is released to drive the hydraulic pump/motor which helps propel the vehicle in parallel with the engine. As with hybrid-electric systems, microprocessors control the energy collection and release based on the vehicle speed, brake pedal position, throttle position, and other factors.

In concert with industry partners, the U.S. EPA has been developing a series hydraulic hybrid drivetrain. This system does not have a driveshaft between the engine and drive axle. Instead, it uses a hydraulic pump at the engine, a hydraulic pump/motor at the differential, and hydraulic accumulators to achieve full hydraulic drive. The engine is not directly coupled to the wheels and can operate at optimum speed and load for minimum emissions and maximum fuel economy. Series hydraulic hybrid systems support engine-off vehicle operation (“zero emission”) during braking, while the vehicle is stopped, and while accelerating. In congested urban driving, the engine could be shut off half of the time the vehicle is being used.

In addition, the U.S. EPA has been developing a Homogeneous Charge Compression Ignition (HCCI) engine. HCCI engines combine the best features of spark-ignited and diesel engines yielding high efficiency and low emissions, but this combustion strategy is difficult to control over transient operation as occurs with automotive engines (during gear shifting and with changing engine RPM, vehicle speed and varying road grades). Operating HCCI engines at steady-state and at optimum load points to drive a generator or hydraulic pump in a series hybrid is more practical and can lead to increased fuel economy and low NOx and PM emissions. The U.S. EPA has developed such a gasoline HCCI engine and proposes to couple this engine with their series hydraulic hybrid system.
 

Proposal

The U.S. EPA, in cooperation with CARB, Navistar, Eaton Corporation and the US Army National Automotive Center (NAC), has proposed a Cooperative Research and Development Agreement (CRADA) to develop and demonstrate the emission and energy benefits from a series hydraulic-hybrid system running a HCCI engine on a shuttle bus. The advantages of this non-diesel hybrid are diesel-like efficiencies, extremely low NOx and PM emissions, lower fuel consumption, reduced carbon dioxide emissions, and reduced brake maintenance.

Task 1 of the project will build up and test the HCCI engine on an engine dynamometer. Under Task 2, emissions testing will be conducted on the baseline chassis running on a chassis dynamometer. In Task 3, the HCCI engine and hydraulic hybrid drive hardware will be installed in the chassis. The shuttle bus body will then be installed in Task 4, and then track tested, recalibrated and emissions tested on the chassis dynamometer. Finally in Task 5, the U.S. EPA hydraulic-hybrid shuttle bus will be demonstrated over a period of six months at a minimum of three transit agencies.
 

Benefits to AQMD

The proposed project is included in the March 2008 update of the Technology Advancement Plan under the project entitled, “Develop and Demonstrate Medium- and Heavy-Duty Vehicles and Systems.” The AQMP relies upon the expedited implementation of advanced technologies in Southern California to achieve air quality standards and to continue reductions in exposure to air toxics.

The use of hydraulic-hybrid technology in shuttle busses is expected to reduce NOx emissions by at least 25 percent. There are approximately 4,000 of these types of shuttle busses in the Basin. However, there are well over 100,000 light-heavy trucks between 10,000 to 19,000 pounds GVW to which this technology is directly applicable. Success of this project could result in the retrofit of these busses and trucks with this emission-reducing technology. Beyond this in shuttle operation, fuel consumption is expected to be reduced by at least 40 percent and brake maintenance reduced by more than 75 percent. Operational cost savings from fuel reduction and longer brake life could enable the hydraulic-hybrid technology to pay for itself in about 2-3 years. This technology is applicable to many types of clean- and conventional-fuel vehicles.
 

Sole Source Justification

Section VIII.B.2 of the Procurement Policy and Procedure identifies four major provisions under which a sole source award may be justified. This request for a sole source award is made under provision B.2.d.: Other circumstances exist which in the determination of the Executive Officer require such waiver in the best interest of the AQMD. Specifically, these circumstances are: B.2.d.(1) Project involving cost sharing by multiple sponsors.

This program is cosponsored by several entities, where AQMD’s contribution will be leveraged at a ratio of approximately 1 to 4. Project support will be supplied by the U.S. EPA, Navistar, Eaton Corporation, U.S. Army National Automotive Center and CARB. The U.S. EPA Advanced Technology Division develops and promotes new low-emission technology. Navistar is a manufacturer of heavy-duty trucks and engines. Eaton Corporation is a supplier of hydraulic components, heavy-duty truck transmissions, driveshafts and differentials. The U.S. Army National Automotive Center sponsors the development dual-use automotive technologies (military and civilian) and their application to military ground vehicles. CARB is the State of California agency responsible for achieving ambient air quality standards.
 

Resource Impacts

Total cost for the proposed project is approximately $1,960,000. AQMD’s contribution from the Clean Fuels Fund shall not exceed $500,000. The total estimated cost-share for this proposed project is:

U.S. EPA                                                           $ 1,070,000
Navistar                                                                 150,000
Eaton Corporation                                                   100,000
U.S. Army National Automotive Center                     100,000
CARB                                                                       40,000
AQMD                                                                    500,000

                                                              Total   $1,960,000

Sufficient AQMD funds are available in the Clean Fuels Fund, which is established as special revenue from the state-mandated Clean Fuels Program. The Clean Fuels Program, under Health and Safety Code Sections 40448.5 and 40512 and Vehicle Code Section 9250.11, establishes mechanisms to collect revenues from mobile sources to support projects to increase the utilization of clean fuels, including the development of the necessary advanced enabling technologies. Funds collected from motor vehicles are restricted, by statute, to be used for projects and program activities related to mobile sources that support the objectives of the Clean Fuels Program.