Wright Gemini 2 launched at Euro Bus Expo

The new Wright Gemini 2 (photo: Wrightbus)

PRESS RELEASE

The first of a new generation of Double Deck bus – the Gemini 2 – that can be powered by both diesel and hybrid – electric drivelines has been unveiled by Wrightbus this week.

The Gemini 2 HEV on show at Euro Bus Expo is the first of an order of five hybrid-electric powered Double Deck buses which will enter service with Arriva in London this winter, with five of nine Gemini 2 orders from FirstGroup also destined for hybrid-powered operation in the capital.

The Wrightbus Gemini 2 has been developed as a modular concept, with the option of both Euro 5/EEV Diesel (DL) and Hybrid Electric (HEV) power, whilst at the same time being fully compliant with both TfL and provincial specifications.

Hybrid-powered buses are seen as an important way of further reducing emissions, which can add to pollution problems in densely populated cities such as London. With high oil prices now likely to be the norm, the potential fuel savings that can result from deployment of hybrid-powered vehicles means that the payback on the incremental capital cost is much quicker than was previously the case, making such vehicles a realistic economic proposition.

The Hybrid-Electric Version (HEV) of the new Gemini 2 has been developed following a long-term in-service evaluation with Arriva in London. The Series Hybrid Electric variant features Siemens ELFA® traction components, with energy provided by a Ford Puma 2.4 litre diesel engine.  The Diesel (DL) version of the new Gemini 2 features a 6.7 litre Cummins engine, with both variants offering the choice of ZF or Voith automatic transmission driving through a Spicer rear axle.

The new vehicle has been developed by the product development team in Ballymena lead by Product Development Director, Damian McGarry. A key objective was to develop a weight optimised vehicle which delivered excellent fuel economy.

For example, Wrightbus has also used its growing expertise and capability in LRTM (Light Resin Transfer Moulding) composite materials to extend the use of automotive quality panels on the new vehicle, enhancing fit and finish, as well as further reducing vehicle weight. Emission standards have been achieved without the need to fit a particulate trap, further reducing vehicle weight.

The resulting unladen weight of the new Gemini 2 is excellent, at 12,271kg and 12,075kg respectively for the HEV and DL versions to TfL specification, with the provincial specification DL version having a tare weight of 11,200kg (all weights stated are specification dependent).

Another major objective for the new bus has been to maximise seated passenger capacity, not just in the low floor area (where the new vehicle has ten seats) but throughout the entire vehicle.  With overall capacities of 87 (for HEV) and 91 (for DL) passengers in a two door bus to the latest London specification and 96 for the Gemini 2 DL to Provincial specification, the new Wrightbus Double Decker offers a class-leading proposition to bus operators in the Capital and other large cities.

Integral to the development of a modular driveline approach has been a new flat radiator design which sits 1.5m above ground, providing both improved engine cooling and quieter operation for passengers and other road users alike. The Wrightbus product development team has worked closely with chassis partner VDL on this and other aspects of chassis weight and layout optimisation.

A totally new drivers’ area has been created to deliver an efficient and comfortable place of work for the driver, featuring a Wrightbus-designed instrumentation panel with touch screen technology. An integrated telematics package is also the result of extensive development work by the Ballymena team.

With vehicle uptime of critical importance to bus operators, the new Wrightbus Gemini 2 will be fully supported by Customcare, a division of the Wright Group. Customcare is already highly experienced in supporting hybrid powered Wrightbus products in service, and have in place a mobile team of technicians who are experts in the specific requirements of hybrid-electric vehicles.

Speaking at the show, Group Managing Director Mark Nodder said “Double Decker buses are the mainstay of city bus operations in London as well as the large provincial cities, and have become a very important part of our company’s business.  Building on our experience of being first to make hybrid-electric technology a reality in city bus operations in the UK, we have been convinced of the need to offer a new vehicle which gives our customers the choice of either Euro 5/EEV diesel or hybrid electric drivelines, without changing the layout and specification of the vehicle.”

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World Debut for Volvo Hybrid Double-deck

Volvo Bus has officially launched its new hybrid double-deck bus, the B5L, at the Euro Bus Expo show.

Volvo B5L Hybrid Double-deck Bus (Volvo Bus)

PRESS RELEASE

Volvo Bus is launching the latest generation of low environmental impact vehicles – the B5L Hybrid Double Deck Bus – at the Euro Bus Expo show in Birmingham UK.

The first of a batch of six Volvo Hybrid Double Deckers, takes centre stage on the Volvo stand at the Euro Bus Expo at the NEC. The advanced parallel hybrid technology on this vehicle, unique to the Volvo Group, offers potential fuel savings, air quality improvements and significant whole-life cost reductions in operation.

The six Volvo B5L Hybrid buses are due to enter service with Arriva London during the period December 2008 to January 2009 and will operate on Route 141, being based at Wood Green.

This new Volvo Hybrid will enter series production in the fourth Quarter of 2009 and deliveries of complete production double deck vehicles will commence early in 2010. There will be some early production vehicles on the road in 2009.

The chassis layout follows the same principles as the Volvo 7700 Hybrid, which was recently launched at the IAA in Hanover, with a rear offset driveline. The battery energy storage unit is installed under two of the seats in the lower saloon, just behind the front axle, to achieve the minimum intrusion into the gangway and to optimise the weight distribution.

The show vehicle features Gemini bodywork, from Wrightbus in Ballymena, which is already a familiar sight in double deck fleets across London. With an overall length of 10.4 metres, the vehicle offers 66 seats (45 upper saloon, 21 lower saloon) and space for up to 20 further passengers.

A Long Experience in Hybrid Development

The new Volvo B5L Double Deck is a testament to Volvo Buses long experience in hybrid development, which dates back to the early 1980’s, a timescale which also underlines Volvo’s commitment to its core value of Environmental Care. That long experience has been distilled into the refinements seen in this new concept, which has prioritised commercial viability.

Ever tougher environmental standards for buses, be it emissions or noise, combined with the uncertainties over fuel prices in the long term, mean that the time is now right for hybrids to enter the market in quantity. However, that can only happen if the product is a commercially viable proposition for the operator.

To ensure this, the Volvo Hybrid technology and components are shared across several Business Areas in the Volvo Group, in to order to achieve higher volumes: Volvo Trucks have recently announced a hybrid development and plans are well advanced at Volvo Construction Equipment.

“Irrespective of the environmental benefits, it is vital that hybrid technology is quickly seen to be a good investment for the operator, with savings in fuel and other costs paying for the additional costs of the driveline” says Steve Dewhurst, Managing Director of Volvo Bus UK & Ireland.

“Our development builds on the strengths of the Volvo Group and means that service support and parts availability will be to the standard of any Volvo product. That support will include leasing and contract maintenance packages as a matter of course”.

The Driveline Elements

The key elements of the Volvo Hybrid are:

•    D5E 4 cylinder 5 litre Volvo diesel engine to Euro 5 emissions level with SCR exhaust aftertreatment
•    Volvo ISAM Integrated Starter Alternator Motor electric machine to provide parallel operation of diesel and electric power
•    Volvo I-Shift 12 speed automatic transmission
•    Lithium-Ion Battery Energy Storage System, rated at 600 Volts, water cooled
•    Electrically-driven Air Compressor, Hydraulic Pumps and AC/Air Chill compressor

The chassis module is very similar to that of the existing Volvo B9TL Double Deck.  Many proven Volvo components can be identified from the front end through to the drive axle, driveline and rear suspension for maximum service commonality.

The Hybrid Vehicle Management System includes the software “brain” of the vehicle and this interfaces with the regular Volvo diagnostic functions.

The ISAM unit is integrated in the clutch housing between the diesel engine and the gearbox, this allows for combining the power inputs of both motors in the simplest way. In a parallel hybrid, the vehicle can be driven by both the diesel engine or the electric motor or any combination of the two.

This means that the diesel engine can be downsized from that of a conventional bus, and at the same time the electric motor can also be smaller, because it does not have to provide the maximum power level on its own. Combining the two sources provides the power needed to climb steeper hills or for maximum acceleration.

The strategy for managing the hybrid system prioritises fuel efficiency and therefore reduced emissions of carbon dioxide. At the same time, the range of gear ratios in the transmission means that the diesel engine can operate in its most efficient range more of the time.

It is also possible to operate in purely electric mode – at bus stops for example – to minimise local air quality emissions in sensitive areas: the bus can pull away from the bus stop in quiet electric mode and engage diesel power as the system requires for maintaining battery charge. Normal braking can drive the ISAM unit in alternator mode to achieve regenerative braking/energy recovery to charge the battery and this is another key step to reduce fuel consumption.

Driving the auxiliary systems with electric motors also saves energy because the load can be delivered when needed most – as with power steering where the most power is needed at low speeds so matching the demand avoids wasteful operation.

Thorough Development and Support

The Volvo parallel hybrid system has been under development for some years, as can be seen in the presentation of a development vehicle at Euro Bus Expo in 2006. During that period, single deck and double deck test buses have been undergoing a comprehensive development programme centred on Volvo’s Hällered test complex in Sweden.

The next step will be the in-service operation of six Double Deckers in London and a Single Deck bus in Sweden. As well as defining the best control strategies for the vehicles to deliver the best results, this operation will also give operators, drivers and maintenance staff the practical experience needed ahead of volume introduction.

The Arriva London vehicles will be taken care of through the Volvo Truck and Bus Centre at Enfield, as the hybrid package and much of the chassis will be on a Contract Maintenance agreement. In addition, Transport for London are supporting the programme.

The Potential Benefits

The Volvo Hybrid Concept should deliver significant savings in fuel consumption – potentially up to 30% – and corresponding reductions in emissions of carbon dioxide, the principal greenhouse gas contributing to man-made global warming.The more effective use of the diesel engine will result in reduced emissions of NOx and Particulates, two key pollutants in urban areas.

The Hybrid bus will be quieter in operation because of the reduced use of the diesel engine. Passengers will also experience a smoother ride because of the characteristics of the electric motor and, in turn, service and mechanical maintenance demands should also be reduced because of the smoother operation.

Future Plans

Volvo Buses will be following the introduction of the hybrid system in Single and Double Deck buses with an articulated vehicle in the future.

Looking longer term, a parallel hybrid has the potential to also deliver fuel savings on intercity and express routes – although savings may not be as significant as on a citybus, the longer distances travelled in express services still result in significant fuel savings. There is therefore considerable potential for greater sales volumes in the future.

Speaking at the show, Steve Dewhurst said, “We see the new Volvo B5L Hybrid Double Deck as one of the most important developments in recent years. Whilst diesel-only powered buses are likely to continue to be the bedrock of bus fleets for many years to come, hybrid vehicle projects which can prove their commercial viability will be watched with great interest by operators in cities throughout the British Isles.”

World Debut for Wright’s Hybrid Streetcar

WORLDWIDE DEBUT FOR NORTHERN IRISH BUILT STREETCAR RTV

Wright Streetcar RTV (Wrightbus)

 

 

 

 

StreetCar RTV – new generation of Rapid Transit Vehicle from the Wright Group, makes its worldwide debut at the APTA Expo 2008 in San Diego California this week (5th – 8th October), in association with technology partner the ISE Corporation.

Exhibited in the stunning new livery of the “ACE Downtown Connector”, the 62ft (18.7m) long, 30 tonne GVW articulated Rapid Transit Vehicle (RTV) is the first of 50 such vehicles that have been commissioned by the Regional Transportation Commission (RTC) of Southern Nevada.

Wright Group’s StreetCar RTV is at the heart of a whole new initiative to attract existing commuters away from their cars, as well as provide fast and efficient transit for the high numbers of tourists who visit Las Vegas and the surrounding area. The ACE Downtown Connector rapid transit project is the first phase in an overall project to eventually provide a high speed transit connection from downtown Las Vegas, through the resort corridor.

A centrepiece worthy of any integrated Rapid Transit system, StreetCar RTV successfully transfers the key attributes and technologies of a light rail service onto the road. It has a distinctive light rail-like appearance, with a slanted front windscreen and large, seamless windows giving it a sleek, modern design. With three wide doorways facilitating easy access for all users, StreetCar RTV offers low floor boarding and level floors throughout for efficient passenger flow.

Powered by a state-of-the-art Hybrid Electric Drive System developed in conjunction with the ISE Corporation and Siemens, StreetCar RTV is the first Series Hybrid-configured articulated vehicle in the US, providing a highly fuel-efficient mode of transport with exceptionally low environmental impact.

StreetCar RTV is a development of the StreetCar concept successfully launched in the UK in 2005, with a specification customised to RTC of Southern Nevada’s exacting requirements. As such, it is unlike any other bus in operation. With a modular chassis, the Siemens (ISE) Electric Hybrid Drive System is based on a Cummins ISL engine and features water-cooled Nickel Metal Hydride batteries and also incorporates for the very first time in transit buses, highly efficient permanent magnetic technology which creates a highly efficient motor.

Incorporating a Carrier Avantac all-electric, modular air conditioning system, Streetcar RTV has an innovative vehicle packaging and layout, featuring three wide doors which allow unimpeded boarding and alighting, a sealed driver’s compartment, integrated telematics and Real Time Passenger Information (RTPI), WiFi as well as ambient lighting. Further innovations include two wheelchair positions, one of which is rearward facing in full compliance of legislation and three interior bike racks – improving the both the exterior aesthetics and aerodynamics of the vehicle.

 

Room for three bikes (Wightbus)

 

The safety and security of the StreetCar RTV’s 104 passengers at maximum capacity (44 seated) is enhanced by a Panic button, with live video feed from CCTV cameras capable of being relayed both back to its operational base as well as the Local Police Department.

Speaking at the launch of the StreetCar RTV at San Diego, the Wright Group Managing Director Mark Nodder said, “Each element of the StreetCar RTV has been designed and engineered to set new standards in public transit. Taking a radically different and totally innovative approach to every aspect of the mode, it has challenged every aspect of the traditional concept of the bus.”

He added, “From its hybrid propulsion system, dramatic exterior styling, total rethinking of the driver’s workspace and the redefinition of the passenger experience, StreetCar has redefined the category from BRT – Bus Rapid Transit to RTV – Rapid Transit Vehicle”.

The first of a $55m contract for 50 vehicles for RTC of Southern Nevada’s ACE Downtown Connector system, StreetCar RTV is built at the Wright Group’s Ballymena production facility in Northern Ireland. As with all Wright Group products, StreetCar RTV has undergone an extensive programme of testing and proving to ensure that it can withstand the rigorous daily demands in even the most extreme operating environment or conditions. It is fully supported by the Wright Group’s Customcare organisation, which provides parts and technical support wherever a vehicle may be in operation.

Chief Executive of the ISE Corporation Rick Sander commented, “We are proud to play an integral part in this ground breaking project, which has seen many US corporations such as ourselves develop and apply innovative technologies to provide a whole new concept in passenger travel. As leaders in our field, we firmly believe that hybrid fuel system technology has huge potential in many market sectors in this country and beyond, now that it is a proven economic proposition.”

Volvo 7700 Hybrid City Bus launched

Volvo 7700 Hybrid

Volvo 7700 hybrid citybus (Volvo)

VOLVO   PRESS   RELEASE

Market’s first commercially viable

hybrid bus

For the first time there is now a commercially viable hybrid bus on the market, the Volvo 7700 Hybrid. With up to 30% lower fuel consumption and hybrid components from Volvo, bus operators can earn a payback on the extra cost in five to seven years.

The demand for a substantial reduction in fuel consumption within the transportation industry is growing increasingly stronger and for many reasons. One of the most important is the need to reduce CO₂ emissions that affect our

climate. Another is the extremely high price of oil and expected increase in the foreseeable future. With lower fuel consumption more, and more environmental friendly, public transportation can be acquired for the same investment.

The Volvo 7700 Hybrid makes an important contribution to an improved environment. The lower fuel consumption reduces the emission of the greenhouse gas CO₂ by up to 30%. The diesel engine in the bus is a Euro V

generation engine that meets the EEV standard with regard to emissions. The discharge of particles and nitrous oxides declines by up to 40-50% compared with the diesel version. For customers who choose the optional particle filter, particle emissions will decline substantially.

Hybrid technology has existed for a long time, but despite increased environmental demands it has been too expensive and provided too little fuel savings. This situation changes with the advent of the Volvo 7700 Hybrid.

Volvo 7700 hybride citybus (rear) - photo by Volvo Bus

Large volumes

Volvo has chosen to develop a parallel hybrid with a technology that will be used in buses as well as trucks and construction equipment within the Group. Long term, this will involve larger volumes, which reduces costs.

Volvo’s hybrid concept is called I-SAM and comprises a combined start motor, electric motor, generator and an electronic control unit. I-SAM works together with a diesel engine and Volvo’s acclaimed I-shift gearbox. In addition, a lithium-ion battery is used that is charged during braking via the electric motor/generator. This battery then provides energy to the electric motor for drive power.

Volvo 7700 hybrid engine (Volvo Bus)

As a parallel hybrid, the bus can be powered by the electric motor or the diesel engine independently and well as by both engines simultaneously. As a result, the bus could be equipped with a smaller, 5-liter diesel engine compared with the 9-liter engine in the diesel version of the Volvo 7700. The bus’s performance is enhanced, but fuel consumption is reduced.

“Another major benefit with Volvo’s hybrid technology is that the diesel engine will be turned off at bus stops and traffic lights,” says Maurice Brown, Volvo Bus’s product manager for city buses in Europe. “The bus starts moving driven by the electric motor and when the bus reaches 15-20 kph, the diesel engine starts up automatically feeding in the mechanical power until driven by the diesel engine only.”

This solution is a major benefit for the environment in cities. Passengers, pedestrians and fellow road-users, are spared from noise and exhaust fumes.

Wide range of uses

Hybrid technology is well suited for vehicles with many starts and stops, perfect for buses in heavy city traffic. The advantage with the parallel hybrid technology, that Volvo has chosen, is that the buses also operate well in suburban traffic with less frequent halts at bus stops. The reason is the mechanical coupling between the diesel engine and the driveshaft. With this, the inefficiency in converting from mechanical power to electrical and back again is avoided.

“It is highly important for our customers that the buses also save fuel outside the most densely populated areas,” says Maurice Brown. “Many of the large operators need to move the bus around to different areas during the bus’s lifetime and this does not work with a technology that is suited only for the most extreme city traffic.”

A significant reason for the fuel savings being so large as up to 30% in Volvo’s hybrid bus is that all hybrid components are developed by Volvo.

“A common approach earlier was that bus manufacturers purchased hybrid components externally and attempted to adapt them to their own bus, but this is difficult,” relates Maurice Brown. “Since we developed the components internally, we have been able to integrate the new technology with both the engine’s and the bus’s other energy usage and thereby optimize the bus’s fuel consumption fully. At the same time we could ensure very high reliability.”

Electric-powered doors

The electrification of many of the support systems also contributes to the substantial fuel savings. Instead of loading the diesel engine, the system is powered by recovered braking energy. The door-opening function is powered electrically as well as the air compressor, the air-conditioning and power steering.

Volvo Bus calculates that the new hybrid bus has the same lifetime as the comparable diesel bus. Maintenance of the bus is carried out in the same manner as with the diesel buses and in certain cases the maintenance requirement is even less.

“The electric motor/generator is so powerful that that it will often stop the bus itself. Wear on the wheel brakes will decline, resulting, for example, in longer intervals between replacement of the brake linings,” says Maurice Brown.

Carry more passengers

With many of today’s hybrid solutions, the bus becomes substantially heavier and, consequently, can carry fewer passengers. It is the opposite with the Volvo 7700 Hybrid. The bus weights only 100 kilograms more than a diesel version. As a result of the batteries being placed on the roof forward of the front axle, the bus gains a weight distribution whereby it can carry up to seven more passengers than its diesel counterpart.

Volvo Bus was not required to compromise on passenger space to gain space for the hybrid technology. The hybrid driveline does not require any more space than the standard driveline and sits in the same location. This means that the number of passenger seats is the same. Precisely as with the Volvo 7700, a smooth flow of passengers through the bus is facilitated due to the broad center aisle, completely level floor and wide doors.

The Volvo 7700 Hybrid features its own exterior profile compared with the diesel version. The roof line and rear-end of the bus have smooth, sweeping lines commensurate with the hybrid technology’s contribution to a cleaner environment.

The pre-series buses will be delivered to customers during 2009, while mass production begins in early 2010.