July 23, 2009

Column

Hybrid technology coming to jobsites

Korky Koroluk

There was a buzz in the construction industry when Caterpillar announced that it would begin production of its first hybrid dozer, the D7E, in October.

There was also a buzz more recently when the price was announced — about US$600,000, which is about 20 per cent higher than the conventional D7.

Premium prices for hybrid technology are nothing new.

The Toyota Prius — the poster child for hybrid cars — has carried a hefty price premium from day one. The same thing happened when hybrid technologies began to make their way into truck markets. The economy may be in the dumpster, but buyers are keenly aware of how volatile fuel prices can be, and of the need to reduce environmental degradation, so premiums can, perhaps, be justified.

It’s a tough time to introduce something new into a tough market, but Caterpillar, which has had its D7E in development for the better part of a decade, has taken the plunge. That has made it the first manufacturer in the world with a hybrid dozer — a move that could help the company as the hybrid market unfolds.

But John Deere, which has a hybrid dozer under development, may not be far behind.

Other equipment manufacturers are weighing in with other hybrid equipment. Komatsu has its PC200-8 hybrid hydraulic excavator. Volvo is selling its L220F hybrid wheel loader. New Holland has a prototype excavator that, apparently, will compete in the seven-ton class.

The word “hybrid” can have several meanings. It can mean systems that retrieve energy through regenerative braking, that use battery-assist technology to assist with peak loads, or that use electrical systems to power such things as hydraulic pumps or drive cab air conditioning.

The Cat D7E is a diesel-electric machine that uses a diesel engine to drive an electric generator that powers two AC electric drive motors. The manufacturer says it will deliver 10- to 30-per-cent fuel economy, and lower service costs over the machine’s lifetime, when compared with the conventional machines of comparable size and horsepower.

Every manufacturer has its own notion of what makes a hybrid. The idea of competing ideas is nice, but until we get a better idea of which will prevail in the marketplace, acceptance of hybrid technology generally is likely to be slow.

For example, the prototype excavator that New Holland has takes a tack that is far different from the system used by Caterpillar.

The excavator’s battery-powered motor enables the use of a smaller diesel engine, which reduces noise, and lowers both emissions and fuel consumption. The hydraulic pumps connected to the boom, arm and bucket cylinders are electrically driven.

Komatsu has opted for a system for its excavator that uses a capacitor to store energy instead of a battery pack. The boom and bucket use an electric motor. Energy is then recovered as the machine slows down and charges the capacitor.

So it’s obvious that there are many different permutations and combinations possible within the general idea of hybrid technology. What’s not obvious is which will ultimately prevail.

If a dominant or standard system ermerges, it would simplify purchasing decisions, since buyers could be certain they were comparing apples with apples. It would also simplify maintenance, since mechanics could move from machine to machine without needing specialized training in each.

In a rational market, all that would seem to make the most sense.

But in the economic turmoil that still grips parts of the world economy, it may be a stretch to think of the market as rational.

Stay tuned.

Korky Koroluk is an Ottawa-based freelance writer. Send comments to editor@dailycommercialnews.com

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