Diesel Progress North American

sensors arenas. “We started with the subsystems that would interface with the NOx aftertreatment,” Albrecht noted. “But we stopped at the dosing module of the AdBlue (urea) and stopped at the dosing of the hydrocarbon injection. We had dosing strategies, but we didn’t have catalyst production. Now, we go one step further and we can offer a complex system that can be optimized, not only with the other components, but also with the combustion system and the engine air system. This is also knowledge that we have available within Bosch.

“Drawing on standard components,
we can design an exhaust gas after-
treatment system to suit any vehicle
or machine. As a result, engineering
and tooling costs can be reduced,
but we can still provide a very flexible
solution for each customer.”
Bosch Emission Systems is cur-
rently offering modules in five classes
— 75 to 99 hp, 100 to 173 hp, 174 to
293 hp, 295 to 495 hp and 496 to 751
hp — with service intervals of 3000 to
4500 hours.
“Many of these solutions are from
the on-highway field,” said Albrecht.
“We have a lot of field experience
with on-highway. Off-highway faces
much harsher conditions and there
are some challenges we still have
to overcome. But we do have that
knowledge and we are able to handle
the whole system.”
Bosch Emission Systems manu-
factures its products for European
customers in Neunkirchen, Germany.
It commenced limited series produc-
tion of some system components late
last year. Full series production is
scheduled to begin this year.
For U.S. customers, Bosch Emis-
sion Systems already has com-
menced offering local engineering
and application support. dp

Bosch Rexroth has gone into series production with its HRB Hydrostatic Regenerative System after recording thousands of hours of real-world operating experience in refuse vehicles such as this one operating in Fairfax, Va.

regenerative braking effect that slows
the vehicle without employing the
service brakes to a normal degree.
“Our go-to-market application is
in the refuse industry,” DuHadway
noted. “We’re seeing — on average —
between an 8 to 12% increase in fuel
economy and as high as 40% savings
in brake wear. It’s very duty-cycle
dependent, but we’ve seen, depend-
ing on the application, up to 25%.”
Currently, there are approximately
34 trucks in service in various test appli-
cations around the world. Among the
most recent installations is in Fairfax,
Va., where a trash hauler equipped
with an HRB system is in the midst of
a six-month in-field evaluation.
The vehicle is a Mack Granite truck
with a Heil Environmental Formulas
5000 rear loader body. Two identical
trucks will be outfitted with data col-
lection systems so that comparison
data can be obtained and evaluated.
The trucks will be subjected to a vari-
ety of in-use testing, including brak-
ing tests, acceleration tests, route
collection tests and dynamometer
testing to evaluate emissions.
Hydraulic hybrid technology poten-
tially offers some distinct advantages in
niche markets such as waste hauling.
“From a maintenance point of view, a
refuse truck is basically hydraulic in
nature,” said DuHadway. “The crews
maintaining the vehicles know hydrau-
lics, they use hydraulics and they’re
not afraid of the system. Hydraulics
already have an established repair
and recycling program and protocol,
unlike some of the other competing
technologies where there is not that
established recycling protocol.
“From an OE standpoint, it’s an
easy installation and they’re very
familiar with hydraulics already.
We’ve also had good success with
training operators. It’s seamless to
the driver, so a lot of the feedback
we’ve gotten from the end user has
been very positive.