Highlights of Hanover

Despite the absence of several European bus manufacturers this time around, Germany’s biennial commercial vehicle show continues to impress and remains unquestionably a key event in the industry calendar. Andy Izatt and Richard Sharman report from IAA, Hanover

Bus of the Year 2019 is the Mercedes-Benz Citaro hybrid, which makes its right-hand drive debut at Euro Bus Expo next month.

Accepting the award at IAA, Hanover from Bus of the Year Chairman of the Jury Tom Terjesen was Head of Daimler Buses, Till Oberwörder who said: “We are now enabling operators to meet high environmental standards and at the same time work extremely economically. [wlm_nonmember][…]

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“We see our hybrid technology as the natural choice for transport companies who believe in low-emission vehicles.”

The Citaro hybrid, the Ü version of which also won Sustainable Bus Award 2019 Intercity, has reduced fuel consumption compared to a standard Euro VI diesel Citaro of up to 8.5%.

When the bus is decelerating, the additional electric motor onboard acts as an alternator and transforms braking energy into electric power stored in supercaps.

That power can then be used by the electric motor to assist the combustion engine, especially when moving off. No need for a complex and expensive high-voltage network.

“If the diesel Citaro is a niche product in the UK, our mild hybrid is a niche product with bells and whistles on,” explained Director Mercedes-Benz Sales at EvoBus UK, Marcus Watts.

“Seating and carrying capacity is the same as the diesel equivalent, and in real terms, the add-on cost depending on the exchange rate is only around £7-9,000.

“While we’re quite close to a first order, a lot of operators want to try the bus first. There are several airports that are interested and one of the ‘big five’ wants to use it on certain routes to see what the fuel savings are to offset the oncost.”

Making its public debut at IAA was the all-electric eCitaro and a ride on the bus the day before the show opened underlined just what a refined product it’s going to be.

Citaro has a reputation for being solidly built and the electric version was no exception being almost completely rattle free, all the more apparent because the quietness of the motors.

The eCitaro’s drive is based around a ZF AVE130 electric portal axle with electric motors at the wheel hubs. Peak output is 2 x 125kW while torque is 2 x 485Nm.

Lithium-ion batteries with a capacity of up to around 243kWh currently provide the power although this expected to be replaced by 330kWh lithium-ion pack in 2020.

That’s when a lithium-polymer ‘solid-state’ 400kWh battery alternative is also to be made available and with a fuel cell range extender introduced by 2022, Daimler believes that 100% of city bus requirements will then be able to be met on one overnight charge.

Neutral cost of ownership compared to a diesel over the life of the vehicle is anticipated.

If it’s high mileage, that’s 12 years or low mileage, up to 15 years. “That’s based on what we currently know about fuel costs,” said Marcus.

“It includes one battery change, but what has been left out of the calculation is the value that comes from the batteries having a second life.”

Marcus confirmed that series production of right hand-drive eCitaro is still expected to start in 2020 when 18m eCitaro G also becomes available.

“We’re hoping to have a pre-production 12m eCitaro in 2019,” he said. “The battery technology we adopt will be driven by customers. I think what’s most likely is they will buy the bus and lease the batteries.”

Also making its debut at IAA was the Mercedes-Benz Sprinter-based City 75 which will be exhibited in left hand-drive at Euro Bus Expo. Based on a 5.5-tonne chassis cowl with an extended 5.1m wheelbase, up to 22-24 seats will be accommodated in right hand-drive production models that are expected to be available from the end of quarter three in 2019.

There will be two wheelchair positions and hopper windows will be specified.

“It’s a vehicle with a lower price engine and gearbox compared to larger commercial vehicles, but they’re manufactured in high volume for our van and car divisions,” said Marcus.

“City 75 is a less complicated, lightweight midibus concept and its innovative floor means there’s no requirement for a kneeling facility. I think it’s a product that will be depreciated over eight to 10 years.”

The battery-electric eVito, eSprinter and Concept Sprinter F-CELL technology vehicle were all talking points at IAA with production eVitos available from the autumn. Following in 2019 will be eSprinter.

Mercedes-Benz Vans says its electric models are competitive, matching conventional combustion engines on cost, depending on application.

“We’re still working on our electrification strategy for minibus globally,” said Marcus.

“Clearly people want zero emission vehicles, but it’s all about payload. We’re restricted by a maximum 5.5-tonne GVW (Gross Vehicle Weight) and as a result, passenger numbers and range will always be a compromise.”

Assistance first 

There was good news for coach and bus operators in relation to safety assistance systems because Active Brake Assist 4, which initiates full emergency braking if required, becomes standard on all Daimler coaches from 2019.

It’s the same for the Preventative Brake Assist option for buses, which initiates partial braking when there’s potential for a collision, Daimler having rightly factored in that there may be standing passengers onboard.

Also optional is Sideguard Assist, which protects cyclists, pedestrians and stationary obstacles when the vehicle is making a nearside turn and will be available in both Tourismo and Citaro from 2019.

Daimler launched its new Actros truck at IAA and instead of conventional outside mirrors, it has the MirrorCam system with additional functions to help the driver while also improving the vehicle’s aerodynamics.

It’s one of several assistance systems that interact within what’s called Active Drive Assist using data from an improved Predictive Powertrain Control system and which Daimler says paves the way for automated driving.

A new active lane tracking feature intervenes with corrective steering movements if required is another, as is the more dynamic Active Brake Assist 5 which uses a new way for the radar and camera systems to interact.

The electronic architecture used by Daimler for truck and coach/bus is to fully merge in two years and that will mean it will be possible for the latest assistance system upgrades to all be introduced at the same time.

“When we moved to the new Tourismo, we changed from FPS electronic architecture to B2B which is the same as the global truck platform,” said Marcus.

“What that means is any technology introduced on truck, can be incorporated into coach and it will soon be possible to do it at the same time. The new Tourismo, for example, uses the old Actros headlight.

“The new Actros headlight has its own LED signature which incorporates the indicator so a future upgrade can include that. MirrorCam will be another possibility.

“The key message is that the Actros is the safest truck in the world and it’s built on the same technology platform as the new Tourismo. It allows us to cherry pick the technology that works best for the coach industry.

“There’s a 13m two-axle Tourismo safety coach on display at IAA and we’re having our own right hand-drive 13m tri-axle safety coach. Safety has never been more critical. Quite apart from the obvious benefits, well maintained, safe vehicles help reduce insurance premiums and can be a way of attracting good drivers.

“It allows us to give our customers a competitive advantage. We plan to organise an event early in the New Year with our coach where people will be able to experience the full dynamic driving experience.”

Daimler is making a strategic investment in California-based Proterra Inc. Talking at IAA, Martin Daum who is Member of the Board of Management of Daimler AG with responsibility for trucks and buses, described the US builder as a leader in electric buses.

“In conjunction with the investment we’ve agreed on a strategic cooperation,” he said. “We once again underscore our claim: We are the leading supplier of conventional trucks and buses – and we also aim to be leaders in electric trucks and buses.”

An all-electric Jouley school bus from Thomas Built Buses that’s due to go into production in 2019 for the North American market was one of the many vehicles exhibited by Daimler at IAA.

Traton is born

Surrounded by vehicle ranges from across what had been the Volkswagen Truck & Bus Group, Andreas Renschler, Chairman of the Board of Management and member of the Board of Management of Volkswagen AG, introduced the newest group to the industry, Traton, which encompasses MAN, Scania, Volkswagen Caminhões e Ônibus and RIO. IAA was the first time the group has exhibited under one roof.

Andreas explained what Traton stood for. “There is a growing need for Transportation globally,” he said.

“And it keeps extending, but the world of transport is changing due to alternative drivetrains, digitalisation and new customised needs for more sustainable ways of transporting goods and people. Our entire world is changing. Established rules and models are being questioned.

“Traton stands for transforming transportation. However, there cannot be any transformation without strong rules. For us these rules come from our brands that have a long history and experience, our tradition.

“What drives us, is our customers and their customers – buyers and users of our vehicles and services. Those who transport a lot of tonnage or passengers every day. They are the one thing that keeps us on fire, which keeps us always on.

“TRA standing for, a) transformation of the ecosystem transport, b) transportation, c) tradition of its brands. TON is for tonnage and ON relates to ‘always on,’ – the ultimate goal of our customers and our attitude in order to make everything possible for them.”

Andreas cited his strategy for the way forward as brand performance, global expansion in all relevant markets, corporation synergies within group and external partners for future business models.

Talking about smart partnerships, he said: “Being smart does not mean to do and own everything yourself. I am convinced those days have gone. Acting smart together with strong partners is the way forward. Being smart also means being fast by trust. In collaboration we are growing and enhancing together.”

Traton has new partnerships with Hino Motors in Japan, Sinotruk (of which MAN holds a 25% stake) in China and digital specialists Solera, from the USA.

Commenting on Traton’s future engine technology, Andreas said: “Within the next decade every second truck in our range will have the same common based engine, which is a great result of joint engineering activities.”

MAN unveiled its Lion City E electric bus for the left hand-drive market. Wayne Ulph, General Manager of MAN Bus & Coach UK was able to give a valuable update on developments nearer to home.

“The factory solution for the TGE as a minibus should be here by the end of the year. We are currently working on a UK specification,” he explained.

“So for the foreseeable future a bodybuilder is the way forward. Graham Wilkinson, who is our chassis and technical expert held an open day last year where we invited various bodybuilders from the UK and Ireland to explain what they could offer.

“We then took a view as to which we would like to collaborate with, and have agreed five. They’re EVM, Minibus Options, Nu-Track, Stanford Coachworks and TBC Conversions.

“The reason we choose those was that many bodybuilders are doing exactly the same thing, but they had a little better build quality and willingness to sit in front of us and explain their business case and how they will look after customers after the vehicle is purchased.

“At the moment we have two TGEs in build for Stanford Coachworks at the factory in Poland, and both of those have end customers.

“We are also working with another bodybuilder and customer and these vehicles will be with customers by March 2019.”

Asked whether there were any plans to bring the Lion City bus range to the UK, Wayne said: “Lion City diesel no. For one, the cost of building it in right hand-drive is very expensive and secondly it is too heavy with low seating capacity, so it does not fit the UK Market.

“When it comes to e-mobility, we would like to have a right hand drive electric version and we are working on that, but at the moment there are no plans to bring a complete city bus to the UK.”

“There are currently four Tourliner demonstrators in use, these being P10, P20, P21 and P22 models. They are doing very well. They go out and the only time we see them is for safety inspections.

“There are currently around 45 vehicles out with customers. We have just made alterations to the B pillar to improve passenger views from the front seats.

“The option for the mirror-less Tourliner is currently under development, but it has been rolled out to Cityliner and Skyliner. It improves fuel economy and gives increased day and night vision. Also coming to the UK next year will be active rear steer on tri-axle vehicles.”

Referring to the MAN chassis bodied by Barbi, MOBIpeople and Beulas and sold in the UK through BASE and Moseley, Wayne said: “We are at around 44 vehicles this year. These options are selling very well and, for example, Heyfordian Travel has taken a mix of bodywork on MAN chassis totalling in the region of 30 vehicles – Neoplan Tourliners, high-capacity MOBIpeople Explorers and a mix of Beulas Jewel and Cygnus bodies.

“We also have the TGL, which Nu-Track has built for a niche market. Examples of these are with Redbridge Transport and the Irish education & library boards.”

Netherlands-based Coxx Mobile Systems showed its prototype MAN TGE X-Low chassis which is currently going through type approval.

Production is expected to start at the end of 2018, which means that for the first time, bodybuilders will be able to buy a low-floor chassis cowl version of the TGE.

The X-Low is made with s700cm high grade steel riveted together.

The chassis height is approximately 49cm (19.3 inches) measured from the road surface.

Air suspension is available as an option, in which case the chassis height in the lowest position is only 41cm (16.1 inches).

Another feature is that if the cab is damaged there is a patented coupling system with a cab replacement function.

Although Coxx is based in the Netherlands, it also has production sites in America and Peterborough, here in the UK.

It has been producing Fiat Ducatos on this type of chassis with a maximum body length of 7.5m for some time.

The X-Low chassis is also proving popular in the American welfare sector.

Gas powered

Scania premiered its 45-seat, 13m, toilet and wheelchair-equipped Interlink Medium Decker fuelled by LNG (liquefied gas), a coach with a range of up to 1,000km (621 miles).

Power comes from an inline nine-litre liquefied biogas/LNG 320hp engine with a maximum torque of 1,500Nm at 1,100-1,400rpm driving through an Opticruise gearbox and the fuel tanks were located within the luggage compartment.

The Swedish manufacturer said that LNG has the potential to reduce CO2 emissions by 20% while also substantially reducing nitrogen oxide and particulate matter emissions. Some countries are starting to offer liquefied biogas that cuts carbon emissions by 90%.

“Whereas there are several options for carbon-conscious city and suburban bus operators, there have been fewer alternatives in the long-distance travel market that we are now addressing,” said Karin Rådström, Head of Buses and Coaches at Scania.

“As LNG is becoming increasingly available throughout Europe, as well as in many other parts of the world, this is a timely and viable alternative.”

An all-electric Scania Citywide LF that is one of six operating for Nettbuss.se, in the Swedish city of Östersund over a four-year period, was running on the show site shuttle service. Conductive fast charging inverted pantographs are used to recharge the onboard lithium-ion 150kWh batteries at each end of the 14.2km route they operate on in Östersund.

Scania’s theme at IAA was its capacity to offer alternative solutions for carbon reduction. That was reflected in the coach and bus line-up on the stand which, in addition to the LNG-fuelled Interlink, included a Touring using Hydrotreated Vegetable Oil (HVO) and a Citywide LE Suburban hybrid running on biodiesel/HVO.

“We are in the midst of a fundamental shift in heavy transport and Scania aims to lead the way with all the low-carbon and zero tailpipe emission vehicles that hauliers require for their operations,” says Alexander Vlaskamp, Senior Vice President, Head of Scania Trucks.

“Cities are now in the forefront, but all forms of transport will need to adjust to meet the carbon reduction target as set forth in the Paris Agreement.”

In a recent study, Scania has explored several pathways towards achieving zero fossil emissions in the coming decades, ranging from full electrification to a portfolio of powertrain types.

The study shows that the rapid spread of electric vehicles will require four to five times more infrastructure investment relative to the present situation but will, by 2050, decrease operating expenses by 40%.

In fact, battery electric vehicle growth offers the most cost-effective course of action in total abatement of fossil-fuel heavy transport.

By 2031, the total cost of ownership for battery electric vehicles will reach parity with diesel for all vehicle segments, including long-haulage.

Scania says it is committed to providing all technologies that can immediately help reduce CO2 emissions.

An adoption rate growth of new fossil-free powertrain technologies of at least 5% to 10% per year on average throughout the world is needed to achieve full sales penetration by 2040.

Volvo winner

 

 

Swedish manufacturer Volvo Buses was presented with the Sustainable Bus Award 2019 Coach for its new 9900 at IAA.

The right hand-drive 9900 prototype for the UK was on the stand alongside a 9700 from the new coach range and electric hybrid 7900 bus. The award takes into account environmental performance as well as other sustainability aspects such as safety, comfort, noise level and recyclability.

“It is an immense honour to receive the Sustainable Bus Award 2019,”said Ulf Magnusson, Head of Business Region Europe at Volvo Buses.

“The choice of winner shows that the jury has really taken the overall picture into account. With excellent fuel efficiency, industry-leading safety and superior driving and passenger areas, the Volvo 9900 gives our customers the best possible conditions for long-term operational sustainability and profitability.”

Safety Zone Management, Driver Alert System and more robust frontal impact protection are some of the new safety features of the Volvo 9900.

A new, integrated driving area improves the driver’s ability to drive efficiently and without disturbance. Manoeuvring is facilitated by the Volvo Dynamic Steering system and the bus’s low centre of gravity offers better stability.

Low air resistance and various weight-saving measures contribute to excellent fuel efficiency (4% improvement) and low CO2 emissions, said Volvo. Fuel consumption and emissions can be further reduced by choosing options such as Dynamic Chassis Lowering and Volvo I-See, which optimises gear changes to suit the topography.

“The future of public transport is without a doubt electric,” said Volvo Buses President, Håkan Agnevall about the industry going forward.

“And, it’s automated. We see a stepwise development, from today’s automated driver assistant systems to autonomous driving in confined areas, like

bus depots, and then further ahead in urban traffic.

 

“Travelling together is the only way to meet the three major urban challenges: air quality, road space and energy efficiency.

Riding by ourselves, in small autonomous eggs, won’t solve traffic congestions so we believe that in the autonomous future, we will travel together.

“Already today we are developing autonomous buses for Singapore, together with the leading Nanyang Technological University and this summer we showcased a prototype autonomous bus back home in Gothenburg. Driving all by itself, it really proved what automation can mean for safer travel and efficient handling.”

Anadolu Isuzu from Turkey is about to enter the UK market through its partner the Harris Group from Dublin.

Debut vehicle is the Visigo Hyper which is built with seating capacities of 35, 37 or 39 and the first right hand drive example is complete and will be at Euro Bus Expo next month.

A toilet and servery are options that were fitted to the left hand-drive Visigo Hyper displayed at IAA.

The coach has a glazed panel in the roof over the entry area and cab which gave it a light and airy feel.

Power comes from a Cummins engine driving through a ZF EcoLife gearbox.

 

 

 

 

 

 

 

 

 

 

 

Russian manufacturer Bakulin Motor Group (Volgabus) showed its all-electric 12m CityRhythm CR12E, which uses the same ZF AVE130 electric portal axle with electric motors at the wheel hubs that is also specified in the Mercedes-Benz eCitaro and Optare Metrodecker EV. A range of 300km (186 miles) is quoted, achieved using a 300kWh lithium-ion battery pack.

Up to 85 passengers can be carried, 26 of them seated.

Tucked away at the back of the sizeable stand of Turkish manufacturer BMC, dominated by trucks, was an 8.5m low-floor Neocity electric with a range of up to 275km (171 miles) based on a seven-hour charge.

It would be 210km (130) in traffic. A TM4 electric motor and Samsung battery pack are utilised and up to 72 passengers could be accommodated, 25 of them seated.

Electric pioneer

China’s BYD is to start manufacturing bus chassis for the UK at its factory in Komarom, Hungary.

The announcement was made by Isbrand Ho, Managing Director of BYD Europe who also said that the partnership with Alexander Dennis had never been stronger.

As a result of customer demand, BYD is offering DC charging alongside AC charging within a broad range of options.

The company employs over 20,000 engineers and technicians, accounting for around 10% of its total workforce.

By December 2017, it had submitted applications for over 22,000 patent rights and owned over 14,000 patents.

On the stand were two vehicles manufactured or final trial assembled in Europe, the first 12m modular ebus and a production 18m ebus artic with pantograph charging.

As well as BYD’s high power density iron-phosphate batteries and battery thermal management system, they were equipped with the manufacturer’s smart monitoring and diagnostic system.

BYD says using a modular structure reduces the number of components and time taken to manufacture.

The use of new materials including composites together with CAE (computer-aided engineering) analysis has reduced the gross weight of the body by around 4% while torsional rigidity has increased by around 80%.

Additional, improved sound insulation has been incorporated to make the bus even quieter while what BYD describes as an ‘optimised drive axle’ results in smoother acceleration. Saloon USB sockets are also being provided.

Unusually, a one-piece wheel cover design has been adopted that also aims to reduce noise and can be easily removed for cleaning.

Exterior side panels are described as “simpler, more visually appealing and resistant to scratches and abrasions.”

Isbrand added: “There are many new electric buses on show at IAA, but BYD, as the most experienced and largest ebus supplier, can take a more mature approach.

“We are announcing important product enhancements delivering real operator benefits although our ebuses and their service support have nothing to prove in performance, reliability or range.”

CNH Industrial subsidiary Iveco’s stand was 100% diesel free.

“The pressure on diesel is mounting,” said Iveco Brand President Pierre Lahutte.

“Public opinion has turned against it. EU institutions and national governments are introducing policies and subsidies to support the conversion of fleets to environmentally friendly technologies.”

An electric Crealis In-Motion-Charging 18.395m artic, voted sustainable Bus Award 2019 Urban, was on display, as was a Heuliez Bus 12m GX337 electric designed for Bus Rapid Transit systems and utilising lithium-ion batteries.

The Daily ‘Blue Power’ electric minibus on show took advantage of super capacitors as well as high density energy batteries while the Crossway Low Entry exhibited was fuelled by CNG (Compressed Natural Gas) and Bio CNG. Powered by a Cursor 9 Natural Power engine, it had a range of up to 600km (373 miles).

FPT Industrial, the powertrain brand of CNH Industrial, believes that its hydrogen fuel cell technology could be used in commercial vehicles to deliver zero tank-to-wheel and well-to-wheel emissions.

Furthermore, it could play a significant role in the development of a cycle where hydrogen is produced locally through renewable energy sources such as biomethane, wind or solar energy.

The aim of FPT Industrial’s R&D project is to explore the possibilities of using hydrogen as a zero emissions fuel alternative for the long-haul transport market while delivering the level of performance, autonomy, efficiency and reliability that the sector demands.

Russian manufacturer GAZ may not have any vehicles in the UK at present, but it is very keen to find a partner that it can sell through.

 

The main reason being the price point it can offer over European competitors.

One vehicle that stood out on the stand was the GAZelle NEXT minibus, which has a capacity of 16 (13 seated), is powered by Siemens electric motors and has a range of 100km (62 miles).

Priced from €70,000, it is substantially cheaper than many options and it is planned to build a right hand-drive version next year.

China’s SAIC Maxus Automotive (LDV in the UK) was keen to promote the passenger carrying attributes of the electric version of its Maxus EV80 van which utilises lithium-ion phosphate batteries, a permanent magnet synchronous electric motor and intelligent electric motor controller.

Two options included an eight-seater and a wheelchair accessible seven-seater that could alternatively accommodate four wheelchairs via a rear mounted AMF-Bruns Linearlift AL1 wheelchair lift are available. A vehicle range of 200km (124 miles) is quoted.

Singapore solution

As well as a high specification Mercedes-Benz OC500RF-based MCV800 double-deck tri-axle coach, a model that made its IAA debut two years ago, Egypt’s MCV exhibited one of 50 eVoRa-bodied Volvo B5L hybrid single-deckers for the Land Transport Authority in Singapore.

 

Volgren in Australia is the only other bodybuilder to body the single-deck version of the B5LH which incorporates lithium-ion batteries and a ZF AV133 rear axle, and the 28-seater on display had a relatively gently ramped saloon floor and featured two wheelchair spaces.

Mellor has been successful with the Orion and Strata in its home market and is expanding its presence in Europe. It has appointed E-Vade of Vilshofen an der Donau as its distributor for Germany and Austria.

E-Vade is the electric vehicle division of the Paul Group and the vehicle on display was an Orion E which seated 13 plus one standing.

Batteries are mounted on the roof sitting nicely behind the destination box area. Full details on Mellor in Europe will appear in the next edition of Minibus.

Otokar from Turkey showed a Kent C city bus and a 10-metre Ulyso T midi coach which it was launching into the German market – a product it had hoped to bring to the UK.

International Sales and Marketing Manager, Berkan Sağlam explained how the manufacturer had been selling just one product in the UK, the Navigo T, which had been available through the now closed Doncaster-based Minis to Midis on behalf of Ireland-based distributor, Brian Noone.

“We were expecting to have a good future with Minis to Midis through Noone’s,” said Berkan.

“I feel Minis to Midis was going in the right direction, but then (director) Alan White passed away.

His son Paul Gardner is a good guy and very hard working, but when things start to go bad it’s difficult to recover and the business shutdown.

Dealers are looking for a range of products to sell, not just one, and we hoped to be able to supply other models, but it wasn’t possible to realise that.

“Noone’s has many options within its Turas range. It’s still our business partner, but we have no expectation of selling vehicles in the UK for the time being. However, whatever customers need in terms of spare parts, we will support them. We’re still sending parts to Noone’s.

“In Spain, Italy and France, Otokar is doing very well. We won that big tender in Romania for 400 city buses and in Jordon we secured another for 100 vehicles.

 

Our first CNG buses will be delivered in Spain during the first quarter of 2019 and we hope to have a new electric bus by the beginning of 2020.

“We have high expectations of the markets where we’re operating. Selling to Malta Public Transport has been a good reference point for us. Owner Autobuses Urbanos de León has associated businesses in other countries and we’re doing different projects with those people. We’re also working with Arriva in Italy and Poland.

“Once we sell to an operator, we work on building a good relationship. It then starts buying our vehicles for operations it has in other countries. Our customer retention is good.”

Turkish manufacturer Temsa has had a successful year, selling 31 Safari HDs and 44 MD9 midi coaches into the UK through Arriva Bus & Coach and updated styling is coming to vehicles from September 2019.

The updated MD9 is already available in left hand-drive, and was on show at IAA.

The cab area has been updated and the interior has also seen some tweaks.

There is also a new version of the Temsa Avenue bus in left hand-drive, a model that in its previous form saw some success in the UK, selling to Arriva North East.

Sum of the parts

Allison Transmission announced that it’s offering a medium-duty, fully automatic nine-speed transmission globally, and that it has developed an electric hybrid system with purely electric extended range.

The manufacturer says that the nine-speed leverages the proven durability of the Allison 2000 Series six-speed which has accumulated more than 100bn miles globally.

It has been designed to utilise the same vehicle manufacturer’s interfaces as its six-speed predecessor, proving ease of integration into vehicles currently released with the 2000 Series.

The electric hybrid system with a purely electric extended range of up to 15km, is described as being ideal for coach and bus applications.

The system utilises a high energy lithium-ion battery for extended engine off range; as smaller, lighter dual inverter with water ethylene glycol cooling for more efficient operation; and what is described as Increased Power Accessibility II to improve fuel economy by using the hybrid system to power accessory components like air-conditioning, air compressors and power steering.

Cummins had a clear message at this year’s IAA.

Tim Proctor, Executive Director of Product Management and Market Innovation said: “While Cummins has a vigorous electrification program underway, our other key message is that the diesel engine is not standing still.”

The stand featured a concept emissions control system capable of minimising emissions to levels previously thought unfeasible, including the next level of Euro VII regulations anticipated during the coming decade.

Cummins’ Euro VII engine vision is for advanced componentry, smart connected technology, advanced thermal efficiency and immediate NOx conversion.

The Universal Platform Concept, the B6.7 was shown – an engine built to be fuelled with diesel, petrol, propane, CNG, LNG or RNG (Renewable Natural Gas).

Also on display was the BP74E, an Electrified Power unit, which is liquid cooled and uses advanced lithium-ion technology in a scalable modular design.

It uses Cummins integrated battery management system coupled with a traction motor, inverter, junction box that is then used with the engine manufacturer’s hybrid power plug-in system for urban buses.

Debuting was a US Class 6 Kenworth T370 truck fitted with a versatile hybrid PowerDrive system coupled to a B6.7 engine.

The PowerDrive replaces the conventional gearbox and switches in real-time between two hybrid and two pure electric modes.

The T370 is capable of operating up to 50 miles on electric, reducing emissions by 80% and offering fuel savings of 40 to 80% depending on the drive cycle.

The Cummins PowerDrive system has already covered more than six million miles in fleet use in China and USA. Work is underway to bring it to the European market.

Delphi Technologies, a supplier of advanced fuel injection and control systems, launched the latest version of its electronic powertrain controllers.

Generation 7 offers considerable flexibility since it can be used in any number of applications depending on customer requirements.

Delphi Technologies can either provide the electronics hardware for a customer to use with its own software, including off-the-shelf powertrain algorithms, or develop a fully bespoke software package for a vehicle manufacturer to operate its specific powertrain system.

Generation 7 uses Delphi-designed ASICs (Application Specific Integrated Circuits) to reduce size and cost while providing class-leading features and flexibility, said the manufacturer. It added that its DIFlex ASIC offers fuel injection waveform control and diagnostics that will meet future combustion systems needs.

There were numerous air-conditioning manufacturers at IAA, but innovation wise, the Konvekta-CO2 Heat Pump 2.0 for electric vehicles seemed to stand out.

Whilst electric vehicles are emission free, the vehicle manufacturer still has the issue of providing heat into the saloon.

Additional auxiliary systems are required for this that can be a drain on battery life and can use approximately 2,700 litres of additional fuel annually.

However, the thermal management system of the Konvekta UltraLight 500 fitted with a CO2 heat pump can heat and cool a city bus in central Europe throughout the year.

Even at very low outdoor temperatures, the refrigerant can absorb the heat of the ambient air in the evaporator.

The CO2 refrigerant that is now heated gets a further boost from being compressed in the compressor and is then distributed into the vehicle interior.

This is the second version of the heat pump that Konvekta have produced using CO2 refrigerant, the first having already been successfully trialled with operators of electric vehicles in Europe. Information gained enabled Heat Pump 2.0 to go into full production.

ZF was promoting its proven AxTrax AVE 130 electric portal axle and new CeTrax electric central drive for city buses.

“This means that manufacturers can choose conventional low-floor and high-floor platforms as low-entry buses for electrically powered models, which makes the electrification of vehicle fleets more economical and convenient,” it said. “The installation space required for the AxTrax AVE is about the same as that of a conventional portal axle.”

Optare is using AxTrax AVE in the 31 Metrodecker EVs it’s building for service in London.

It’s also being used by Daimler for the eCitaro and in North America 100 buses from the New Flyer Xcelsior Charge model series, which specifies it, have been ordered by several operators.

Talking about CeTrax, ZF said: “It is built on a plug-and-drive approach so can be integrated into existing vehicle platforms without having to make major changes to the chassis, axles, statics or differential. It has a maximum output of up to 300kW and a maximum torque of 4,400Nm.”

Also being highlighted was the TraXon Hybrid with an electric motor positioned between the combustion engine and transmission.

ZF pointed out that it was ideal for coach applications.

ZF is the official connectivity platform provider for Dutch manufacturer VDL Bus & Coach.

“The open platform including API (Application Programming Interface) and SDK (Software Development Kit) functionalities offers excellent networking and function options for the Western European electric bus market leader,” it said. “It provides VDL with a full overview of the operational efficiency of all of their vehicles. Furthermore, VDL – in close cooperation with Openmatics – will soon offer a range of ‘Connected Services’ to its customers.”

Ziehl-Abegg has developed the ZAwheel, a single-wheel drive (electric in-wheel hub drive) that uses direct torque technology to power the vehicle.

All the power is delivered through the rear axle which, according to the company, provides smooth, quiet acceleration.

The ZAwheel is already available and Ziehl-Abegg is currently working with sightseeing bus manufacturer UNVI to offer this option from new. UNVI open toppers with the ZAwheel are already operating in Paris and Amsterdam, and will soon be in service in London says the company.

The ZAwheel is also available for retrofit, with a number city tour buses in Berlin now converted and hundreds of further vehicles due for conversion in 2019.

Examples of the retrofit were on show at the IAA. Ziehl-Abegg also showed its independent suspension system in-wheel hub drives, developed for retrofitting to diesel-fuelled double-deckers.

A modular construction kit is compatible with conventional pneumatic or hydropneumatic systems.

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