The Big Truck factory is located in Nijmegen, the Netherlands and the event was to introduce the new equipment to customers and dealers from around the world.
Emissions regulations
One of the main issues that was addressed during the one-day event was the new emissions regulations coming in to force in January 2011 which will affect materials handling equipment used in ports, terminals and heavy industry in the EU and North America. During a presentation, Antoon Cooijmans, Big Trucks Product Manager for Hyster Europe, explained the changes and how Hyster has reduced fuel bills by up to 15% as a result. Tier 4i (interim) and Stage IIIB are North American and European Union (EU) emissions regulations. Tier 4i is the US Environmental Protection Agency (EPA) emissions regulations for off-highway diesel engines in North America and Stage IIIB is the equivalent emissions regulations for the EU members. From January 2011, all diesel powered equipment with power ratings of between 174 and 751bhp (130-560 kW) will be affected by both sets of regulations. This means, for example, that all Hyster Big Trucks with lifting capacities above 16 tonnes (40,000lbs) at 1200mm, including container handlers and reachstackers, will receive new engines and system technologies. The regulations require diesel engines to reduce Particulate Matter (PM) exhaust emissions by 90% and Oxides of Nitrogen (NOx) exhaust emissions by 45% compared with the current Tier 3 and Stage IIIA emissions standards. Achieving such low levels of exhaust emissions demands major investment in engine technology and involves the addition of new systems such as Particulate Filter after treatment and the use of ULSD (Ultra Low Sulphur Diesel) fuel. Hyster has worked closely with engine manufacturer Cummins to apply new engine technologies to its range of Big Trucks and is now the first Big Truck manufacturer with this technology ready to order. The Exhaust Gas Recirculation (EGR) system used by Cummins combines today’s approach with high-pressure common-rail fuel injection and electronically controlled air and fuel management. The cooled EGR system enables clean combustion and results in a reduction in NOx emissions to the required levels. Particulate Matter (PM) is collected in a Cummins Particulate Filter and then oxidized by regeneration, in order to meet the requirements of the new legislation, with no impact on equipment operation. Tier 4i/Stage IIIB also requires that crankcase emissions, also known as blow by gases, be eliminated. To achieve this, Cummins engines incorporate a highly efficient coalescing filter which returns the oil to the crankcase and provides the added benefit of removing oil mist and tiny oil droplets, ensuring that the engine and powertrain remain cleaner than at Tier 3.
On the upside
These changes do have their advantages. For example, with the Cummins Tier 4i/Stage IIIB engines, Hyster has demonstrated improved fuel efficiency compared to Tier 3/Stage IIIA. Productivity has been enhanced, thanks to faster engine response, enabling the equipment to work cleaner and quieter than ever before with reduced CO2 emissions, helping users to reduce the overall carbon footprint of the truck. In addition, Hyster has introduced various performance optimisation techniques to help reduce the total fuel consumption even further. The upgrades, for example, include a key-switch in the operator compartment, enabling the selection of different power modes with the opportunity to achieve a fuel saving of more than 15%. Looking ahead, there are more regulations to follow and from January 2012, smaller trucks will be affected within the 75bhp to 173bhp (56-129kW) power category. Hyster is now also working towards 2014 and 2015 when there will be additional steps to reduce emissions even further.
Ports, terminals and heavy industry do not have to change their existing equipment to meet the regulations, however, all new machine purchases in the EU and North America must comply. As a global brand, Hyster will still be offering Tier 3 versions of its equipment in regions outside of the EU and North America.
New axle technology
One of the new [applied] developments that was revealed on the press day was a tyre preserving axle technology featured on Hyster’s latest 5-8 high Empty Container Handlers (ECH). According to Cooijmans the new ‘tyre saving’ drive axle will significantly reduce the overall cost of running empty container handling operations. Tyre wear, a major cost for port and terminal operations, can now be reduced by as much as an anticipated factor of 3 for the front (drive axle) tyres, plus 1.5 for the rear (steer axle) tyres.
“No other forklift truck manufacturer has access to this technology in Europe at present,” explains Cooijmans. “We can confidently prove that the new axle can significantly extend tyre life and greatly reduce costs for ports and terminals over the life of a vehicle and contract.” The new axle has the differential mounted in the wheel ends at each side of the axle, allowing the wheels to rotate independently, greatly helping to minimise tyre scrubbing. Typical conical wear of ‘fixed’ twin-tyre sets, as found on conventional axles, is eliminated using the axle as each wheel can rotate independently, yet still provide full acceleration and braking power. “Tyre changes on large container handlers are not only costly but can be time consuming too, as the truck usually has to return to the workshop,” Cooijmans adds. “Fewer tyre changes mean less downtime, plus less rubber waste means a better environmental footprint.” The new drive axle also provides easier handling and turning manoeuvrability for Hyster empty container handlers. The introduction of the new drive axle is the result of a seven year product development programme and significant investment from Hyster and AxleTech International. Another first for an empty container handler is for a client in Antwerp, whereby Hyster designed a new ‘lay-back’ mast option, enabling the truck to pass easily underneath overhead obstacles, which are commonly found in port and terminal environments, such as bridges or pipelines, where previously the mast would have to be dismounted. This model provides up to 8 high stacking capability with class leading lift speeds and a rear mounted cab for excellent visibility. On the ‘hooks and side-clamps’ EC spreader option, Hyster has also further improved visibility by re-positioning the vertical end pillars and the work lights, useful when the spreader is in the 20′ retracted position.
Reach stacker developments
Back in May, Hyster also announced a series of developments on its reach stacker range, including a 6-high stacking option for higher density container stacking. “For the first time, Hyster reach stacker models can stack 8’6″ height containers 6 high, in the 1st container row only” explains Cooijmans. “We have achieved this by fitting a longer inner boom.” Hyster’s reachstacker range is available in both container handling (CH) and intermodal handling (IH) versions and is designed for high density container stacking applications, usually up to 5-high and 3-rows deep. The series is available with a modern clean-running diesel engine, oil-immersed brakes, robust drive-axle and advanced auto-shift transmission, which all combine to maintain maximum productivity and reliability during operation in demanding applications. Other developments include new standard features for all reach stacker models such as a powered sliding cab for optimum visibility from the industry leading ‘Vista’ operator compartment. The container weight display (also showing distance and height), is also standard allowing the driver to anticipate the truck’s handling capabilities before the stability and weight limit is reached. A 10km/h driving speed limitation has also been introduced for its intermodal handlers when handling a swap-body/trailer by the “bottom-lift” legs. This is due to the new worldwide ISO 3691-1 norm, also included in the Machinery Directive 2
006/42/CE that stipulates “All container handlers delivered as of 1 January 2010, that are equipped with a spreader without an activated locking device must have a travel speed limitation of 10km/h, when carrying a container,” Cooymans explained. “There is no speed limitation when locking a container with twist-locks.” The Powered Damping Cylinders (PDC) function which enables drivers to ’tilt’ the spreader forward and backward over +/- 5 degrees is also now optional on CH models. There are new options available across the entire Hyster Big Trucks range, which focus on maximising driver comfort and efficient operation, including an operator presence feature, where the engine is shut down when the seat is not occupied, to help reduce fuel consumption (more environment-friendly), a pre-set travel speed reduction function, a ‘DeLuxe’ air-suspension seat with heating option, high output air-conditioning and climate control.
The installed transmission and engine management systems ensures protection against potentially damaging operational procedures – for example, transmission forward to reverse “shifting lock-out” prevents potential tensional stress being applied to the drive train when changing direction. In addition, the engine protection and monitoring system initially de-rates the engine power and finally shuts down the engine when a fault is detected. The hydraulic system is highly efficient, and features ‘Two-Speed Lift’ and ‘Power on Demand’ functions so that the truck only delivers the required lifting power according to weight with class leading lifting speeds. Increased capacity handling is available thanks to models featuring stabilisers and/or increased wheelbase and there is easy service access to minimise cost and service time.