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STATEMENT OF WORK

Project Title:

Multi-fleet Demonstration of Hydraulic Regenerative Braking Technology in Refuse Truck Applications

Contractor:

NYSERDA
17 Columbia Circle
Albany, NY 12203-6399
(518) 862-1090 x3228
 

Program Area:

Transportation Technologies

Partners:

Maryland Energy Administration

Maryland Department of the Environment

New Jersey Board of Public Utilities

Shurepower, LLC

New West Technologies, LLC

Parker Hannfin Corp.

Autocar, LLC

City of New York Department of Sanitation

City of Baltimore, Department of Public Works, Bureau of Solid Waste

Project Description:

Project will demonstrate the use of hydraulic regenerative braking through an in-use demonstration in two refuse trucks- one in New York City and one in Baltimore, Maryland. The project will include development of the specifications and design for the two platforms, installation and instrumentation of the systems, pre-trial testing of the trucks, and field-testing and data collection for a minimum of twelve months.

Management Plan (Approach):

The unique nature of STAC requires that projects be supported by multiple State entities, and to the extent necessary any other entity. As indicated in the STAC Agreement, it is the Contractor’s responsibility to coordinate the execution of work under the Contract, incorporated by reference hereto. Contractor, in conjunction with the other State entities, and to the extent necessary any other entity, shall conduct the project in accordance with the Management Plan (approach) described below.

The following proposed scope of work covers the demonstration of Parker Hannifin's X-Drive HRB system in separate refuse truck fleets in New York City, New York and Baltimore, Maryland.  The development and subsequent field-testing of each of HRB-equipped trucks will follow the same prescribed tasks presented below to allow for comparable operational data sets that can be statistically analyzed and presented at the conclusion of the project.

Task 1: Project Initiation/Kick-off Meeting

A formal meeting will be held at the start of the project in order to clarify project goals and objectives, discuss responsibilities of team members, and refine the scope of work.  Project team participation in the meeting will include NYSERDA, MEA, New West, Shurepower, Parker, and Autocar, at a minimum.  The output of this task will be a final detailed work plan under which the project will be conducted.

Task 2: HRB System and Installation Design Specifications

The objective of this task will be the development of design specifications and plans for HRB installations for both the DSNY and Baltimore BSW fleet applications.  Separate, unique design specifications will be derived for the two fleets.  The project team will first perform a comprehensive engineering analysis of the HRB system requirements for each fleet based on a thorough review of the Parker X-Drive system physical specifications and the individual refuse truck specifications.  For both fleets, the refuse truck platform will be the Autocar Xpeditor.  The Shurepower team's initial analysis suggests an excellent integration of the X-Drive system with this refuse truck platform in terms of propulsion power requirements, gross vehicle weight, wheel base geometry, and braking systems.  The design specification developed in this task will be a collaborative effort led by Parker, Autocar, and staff from the New York and Baltimore fleets.  The design specifications will serve as the blueprints for the installation of the X-Drive HRB system on the refuse trucks.

The HRB system installation will consist of a transfer case with a series of clutches connecting multiple hydraulic pump/motors to the driveline of the truck, high- and low-pressure hydraulic accumulators, electronic computer controls, and hydraulic lines and valves along with the associated mounting hardware.  The refuse truck frame and body offer ample packaging room and ground clearance for these components.  It is anticipated that hydraulic accumulators will be installed in the body of the truck, close to the existing hydraulic reservoir.  This location is out of sight to the public and not utilized in a conventional refuse truck.  Alternative locations for these accumulators are on either side of the chassis right behind the fuel tank on one side, or on the battery tray on the other side.  The hydraulic drive unit will be mounted directly to the engine crankshaft, replacing the conventional transmission.  A series of clutches engage/disengage hydraulic pump/motors for launch assist, hydrostatic operation or direct mechanical drive, as dictated under operational conditions.

High pressure hydraulic lines covered with metal sleeves will connect the hydraulic accumulators to the hydraulic drive unit.  The system control logic will be developed to compliment the existing torque curves of the refuse trucks' existing diesel engines, providing maximum propulsion assistance for low speed operation. This strategy will provide the maximum fuel economy and environmental benefits for typical refuse operation.  The IQAN controller will be connected to the key onboard sensors to acquire parameters such as brake pedal position, accelerator pedal position, and hydraulic fluid temperature and pressure (representing the sate of charge in hydraulic accumulators).  After the final approval of the design specifications for the hydraulic regenerative braking system and its installation, engineering design drawings will be developed for both fleet applications, marking the conclusion of Task 2.

As part of this task, conventional refuse trucks from both the DSNY and Baltimore BSW fleets will be instrumented with data loggers in order to collect duty cycle- and route-specific data for use by Parker in optimizing the X-Drive operational characteristics for these fleets.  DSNY operates around 2,000 trucks over a multitude of routes covering 59 districts.  The residential routes of DSNY are especially aggressive in terms of slow speed, stop-and-go routes, and will serve as an extreme test for braking energy recovery.  Baltimore BSW, conversely, operates a much lower number of refuse trucks over different routes and duty cycles.  The X-Drive system will be optimized according to the duty cycle data of each fleet using the in-house modeling/simulation capabilities of Parker, developed as part of their collaboration with EPA.  This data will also be used to develop one or more DSNY- and Baltimore BSW-specific refuse drive cycles that will be used for dynamometer testing in the pre-trial testing of Task 4.  The data collection protocol and instrumentation hardware specifications will follow those developed and described in Task 3 of the project.

Task 3: HRB System Installation and Instrumentation

For the DSNY and Baltimore BSW fleets, Autocar will install Parker's X-Drive system on Autocar Xpeditor trucks at its manufacturing facility in Hagerstown, Indiana.  Parker, in cooperation with Autocar, will be responsible for any repairs of and modifications to the HRB systems for the duration project.  DSNY and Baltimore BSW will assume all liability for the operation of these trucks.

In addition to the HRB system installation activities, New West and Shurepower staff will develop a data collection protocol covering data parameters and instrumentation needs for both fleet locations.  Data parameters anticipated to be measured and collected for the two HRB equipped refuse trucks participating in this demonstration will include, at a minimum:

• Ambient temperature (all trucks)
• Accumulator state of charge and power usage (HRB-equipped trucks)
• Fuel consumption (all trucks)
• Driver perception (HRB-equipped trucks)
• Engine load, speed, and mode (all trucks)
• Hydraulic modes and duration (HRB-equipped trucks)
• Number of vehicle starts/stops (all trucks)
• Regenerative braking duration (HRB-equipped trucks)
• Brake pedal position (HRB-equipped trucks)
• Vehicle mileage driven (all trucks)
• Vehicle speed (all trucks)
• Brake wear and maintenance (all trucks)
• Tailpipe emissions, introducing nitrogen oxides, particulate matter, hydrocarbons, and carbon monoxide (all trucks)

Data will also be collected from conventional diesel refuse trucks in both fleets to act as a baseline for comparison with HRB performance and operation.  From this data field, several other important operational determinants will be calculated and compared for the HRB-equipped and conventional diesel trucks, including total energy use, energy efficiency, and cost per mile.  Sophisticated lifecycle cost analytical tools have already been developed for similar projects conducted by New West and Shurepower and will be used to assess the economics of operation for the hybrid hydraulic refuse trucks.

The data collection instrumentation used for the HRB equipped trucks for both the DSNY and Baltimore BSW fleets will use a combination of existing onboard functional diagnostic systems and sensors, and a datalogger.  Specifically, a data collection interface will be established with the engine J1939 (a high speed communications network designed to support real-time closed loop control functions between electronic control devices physically distributed throughout the vehicle) through a SDM-CAN module.  For the HRB-equipped truck, the IQAN controller will be connected to the SAE J1939 to communicate with the ECU.  The existing onboard sensor data will be directly measured through this interface.  A stand-alone datalogger will be placed on the trucks and used to collect and store this onboard sensor data and additional data from other sensors placed on the two vehicles.  Several manufacturers of this specialized instrumentation equipment have been identified for use in this project including IOtech, Softing Automotive Electronics and Campbell Scientific.  Daily uploading of data from the datalogger is anticipated to ensure overall data set quality and integrity.  The dataloggers will be outfitted with a cellular modem when prompted will upload data to the New West project office in Landover.  This system will allow access to truck data wherever the vehicles are being operated in the DSNY and Baltimore BSW fleets.

Task 4: Hydraulic Hybrid Truck Pre-Trial Testing

A series of pre-trial tests will be performed in this task for both fleets to certify that the HRB-equipped demonstration trucks are operating properly and safely, to work "bugs" out of the systems, and to calibrate the data collection instrumentation on the trucks.  The results of this task will provide a key project milestone.  If results of the pre-trials are sub-par, the project team will develop a plan for correcting them, including retesting under pre-trial conditions if necessary, before proceeding to the field-testing task.  The objective of this task is to certify safe and effective truck operation for DSNY and Baltimore BSW fleet management.

After a comprehensive initial check and verification of vehicle systems performance by the project team, the HRB-equipped refuse trucks will be operated over a three-to-five day pre-trial test program.  The pre-trial will begin with a thorough physical inspection by DSNY and Baltimore BSW engineers and technicians at the respective New York City and Baltimore fleet locations.  New West and Shurepower staff will document results of this inspection so that issues raised can be addressed later.  Then, using a heavy duty dynamometer facility, the vehicle will be run through several driving cycles including the New York Garbage Truck Cycle (NYGTC) and Orange County Refuse Truck Cycle (OCRTC), as well as DSNY- and Baltimore BSW-specific cycles derived early in Task 2 for use in optimizing the X-Drive HRB system during installation.  Data will be collected using the onboard systems and instrumentation and checked for accuracy and repeatability over the cycles.  The data will provide immediate feedback to the project team to allow for X-Drive system calibration and necessary performance adjustments.

The HRB-equipped trucks will also be run over rigorous acceleration and braking courses established by the project team for each respective fleet location.  Their performance over the courses will be documented and compared with the conventional trucks to ensure equivalent operation.  Finally, the HRB-equipped trucks of each fleet will be operated on the street over simulated refuse collection routes with associated stop-and-go and high-speed segments.  The routs will be established to represent the full range of operation the HRB-equipped trucks may experience in DSNY and Baltimore BSW service.  Again, operation data will be colleted and reviewed for accuracy and outliers.

Task 5: Field Testing and Data Collection

This task will cover a comprehensive field-testing program for the HRB-equipped refuse trucks consisting of varying in-use conditions experience by the DSNY and Baltimore refuse fleets.  The HRB-equipped refuse trucks will be operated on the same routes and under the same conditions as conventional refuse trucks in the fleets so that comparative data between the two can be collected.  Twelve months of in-use data collection is anticipated over the course of the project for both fleet locations, including severe weather testing during winter months.

To ensure effective, safe and repeatable performance, both trucks will receive scheduled tune-up maintenance before entering fleet service.  Most of this maintenance protocol will be conducted by DSNY and Baltimore BSW staff and will include oil change, tire checks and inflation, and brake maintenance.  Maintenance staff from both fleets will document brake pad and rotor wear differences between the two trucks.  Parker and Autocar staff will inspect HRB system operation and New West and Shurepower will ensure proper operation and calibration of the onboard instrumentation for data collection.  DSNY and Baltimore BSW staff will also be responsible for any unscheduled maintenance or operational difficulties of the HRB system.  DSNY and Baltimre BSW staff will keep detailed logs of all scheduled and unscheduled maintenance and repairs that the participating trucks will undergo.  This data will be periodically sent to New West and Shurepower staff for analysis and inclusion in the monthly progress reports.

Since one of the key advantages of hybrid hydraulic operation relative to conventional engines is emissions performance, both trucks will undergo emission testing during the project.  A portable emissions analyzer, temporarily installed on the test vehicles, shall be used to acquire tailpipe emissions data on one day before or within the first two months of field tests, one day about midway through the field testing, and on a t least one more day before the end of the field tests.  One day of cycle-base testing, using the West Virginia Heavy Duty Dynamometer, or equivalent, shall be performed at the start (month 1 or 2) and at the end of the field test program allowing for an assessment of cycle-based emissions deterioration over the long-term field test period.  Pollutants to be measured will include oxides of nitrogen (NO_x), total particulate matter (PM), total hydrocarbons (THC), non-methane hydrocarbons (NMHC), carbon monoxide (CO), and carbon dioxide (CO₂).  This testing protocol will provide in-use and cycle-based emissions data for all four test vehicles.

Task 6: Analysis and Reports

The operational data of the HRB-equipped trucks will be analyzed and statistically compared to the data collected from the conventional refuse trucks of each fleet location.  Differences in operation and performance will be fully documented.  Results will be presented both in terms of comparisons of average performance for the two HRB trucks as well as assessments of statistically significant differences in operational variability.  Direct correlations of seasonal performance will be presented in relation to those of the conventional truck baselines of each fleet.  All vehicle design, installation, pre-trial and data collection activities will also be discussed in a project report.  Recommendations for the DSNY and Baltimore BSW fleets as well as further research areas related to hybrid hydraulic refuse trucks will be provided.  Both draft and final project reports will be developed by the project team as part of this task in the format specified below:

 Final Scientific/Technical Report - shall provide a technical accounting of the total work performed, and shall be a comprehensive description of the results achieved.  The report should contain an executive summary of the contents followed by a project summary.  The main body should include, where applicable, facts, figures, analyses, and assumptions used during the life of the project to support the conclusions and recommendations, particularly with regard to energy savings, environmental benefits, cost savings, and other benefits.  Appendices containing detailed computations and other reference materials may be included.  A completed form DOE F 241.3, "Announcement of Department of Energy (DOE) Scientific and Technical Information (STI)" must be included as the face page of the Final Report.  If there is any patentable material or protected data in the report, this must be clearly indicated on the cover of the report and marked in the appropriate block in Section K of the DOE 241.3.  Other than patentable material or protected data, reports, should not contain any propriety or classified information, other information not subject to release, or any information subject to export control classification.

The Final Scientific/Technical Reports shall be due no later than 60 days after the end of the contractual effort and will be submitted via email to quarterly@stacenergy.org.

Task 7: Project Management and Reporting

Progress Reporting: Progress Reports will be submitted quarterly and shall summarize the work performed during a specific reporting period, identifying and describing any technical and scientific results achieved.  All reports should be publicly disclosable and not contain confidential, proprietary or business sensitive information.  Any relevant confidential, proprietary or business sensitive information shall be forwarded under separate cover to NASEO/STAC and so marked.

Invoicing: Invoices shall set forth total project costs incurred during the progress reporting period.  Costs shall be broken down into NASEO funding share and cost share provided by others.  Invoices shall provide reasonable documentation of costs incurred in both categories.  NASEO reserves the right to limit progress payments such that NASEO's cumulative payments-to-date are not disproportionately large, taking into account the Contractor's cumulative cost-share-to-date, the sate of project completion, and the cost-sharing arrangement shown in the budget.

Meetings: In addition to the Kick-off Meeting under Task 1, the Contractor shall hold meetings as appropriate to keep NASEO's Project Manager informed of important developments.  The Contractor shall schedule meetings at a time and place agreeable to the participants, and shall be responsible for providing a written agenda for each meeting and meeting minutes when appropriate.

Financial Status Reporting: Financial Status Reports shall adhere to the Standard Form 269 or Standard Form 269A for the Financial Status Report, which shall be submitted quarterly.

Final Invention and Patent Report will also be prepared if necessary.

All reports shall be completed in accordance with the requirements of DOE Order 1332.2, "Uniform Reporting System for Federal Assistance."  All reports shall be submitted exclusively in Microsoft Word electronic format.

The Financial Status Reports and the Quarterly Progress Reports shall be submitted quarterly to NASEO/STAC and shall be due the 15^th day following the end of the quarter or next business day throughout the contractual term (e.g., April 15, July 15, October 15, and January 15 for terms that begin on a calendar basis).  The Final Scientific/Technical Reports shall be due no later than 60 days after the end of the contractual effort.  All NASEO/STAC reports and information must be submitted via email to: quarterly@stacenergy.org.

Project Tasks, Status, and Deliverables

Last Updated: 11/07/06