Military looks to develop heavy hybrid trucks

The push to develop heavy hybrids will be huge in the coming years as companies tweak products for different markets, said Robert McCarthy, an analyst with Robert W. Baird & Co.

While manufacturers such as Honda and Nissan have said they’re considering slowing down production of hybrid vehicles due to sluggish sales, development of the technology for military and commercial use doesn’t seem to be waning, Schmiedel said. FedEx recently announced it would add 75 diesel electric hybrids to its fleet of 18 in use in Sacramento, New York, Tampa and Washington, D.C.; and refuse and recycling hauler Waste Management Inc. has worked with three companies, including Oshkosh Truck, to develop hybrid technology and alternative fuels for its fleet of 22,000 vehicles.

Schmiedel and others at Oshkosh have been working since 1999 on the technology, called ProPulse. The company has made two trucks. It plans to make a few more and turn them over early next year for government testing, a process that could take a year, he said.

Though hybrid technology has been around for several years in passenger vehicles, adapting it for larger vehicles isn’t as easy, Schmiedel said. Military vehicles must often carry thousands of pounds of cargo — 13 tons for the HEMTT — and endure hills, little pavement and angles that few standard vehicles can handle. That all means engines and axles must be configured just so.

In the case of the newest version — called the HEMTT A3 — a diesel engine powers a generator that sends power to electric drive axles. Energy is stored when trucks coast or decelerate. The motor turns into a generator and provides power back into the vehicle, which can be used for the next acceleration or later to power outside sources.

In tweaking the ProPulse technology, Schmiedel said engineers created dozens of other perks, such as shrinking vehicle weight and placing engines in a way that makes maintenance easier. A specialized technician used to spend up to 24 hours swapping an engine but now any mechanic can do it in 20 minutes.

“What we think will drive hybridization is when there is some benefit over and above saving fuel,” Schmiedel said.

Other attributes include a center of gravity that is nearly a foot lower than the older vehicles, meaning tipping is less likely. Because the engine is shifted, the interior cab isn’t broken up by the girth — and noise — of the engine, which means there’s space for a third passenger.

Oshkosh Truck, which saw nearly $3 billion in sales last year, has made nearly 20,000 HEMTTS, with an estimated 2,500 in use in Iraq. One-third of the company’s sales come from the military. The company also makes tow trucks, garbage trucks, concrete mixers and fire trucks.

Though other companies are working on similar technologies, it makes sense for the government to contract with Oshkosh because it already supplies the Army’s heavy military vehicles, said McCarthy, the Robert W. Baird analyst. He warned that progress will be slow even though the industry has come a long way in advancing its hybrid technology.

“The fuel efficiency savings for those applications can be huge. If you have the additional advantage of being able to use some of that power to operate other systems like you would in a garbage truck, even better,” he said.

MORE FROM AUTOS

Autos Section Front

GM to shut down Saab after deal talks collapse Hyundai unveils new Sonata GM names new head of Buick, GMC brands New small cars might struggle in market UAW leaders nominate Bob King to lead union CEO: GM to repay $6.7 billion in U.S. loans Chrysler won’t repay $3.7 billion TARP loan China's influence on automakers is growing GM in talks to sell Saab brand, old technology The best and worst used cars you can buy Autos Section Front   Add Autos headlines to your news reader: