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prowess into the EV sector. The Indianapolis-based
company now offers the eGen Power 100D e-Axle
for 6x2 tractors and eGen Power 100S for 6x4's
and heavy-duty straight trucks, along with buses
and medium-duty trucks. Like their burly fossil
fuel-guzzling cousins, Allison's leaner e-axles boast
plenty of muscle.
" The eGen 100D features two electric motors,
each capable of generating greater than 200 kW
of continuous power, with peak combined power of
648 kW, " Allison CTO Michael Foster noted. " This is
similar power to a 15L engine paired with a 4000
Series Allison transmission, but packaged in the
space claim of a traditional axle. The eGen Power
100D also integrates a two-speed gearbox in the
central housing, optimizing the e-axle to enable
the high starting gradeability to get heavy loads
moving, while also offering the benefit of superior
efficiency at cruise speed. "
Hino Trucks will be the first OEM to use Allison's
eGen Power 100S e-axles, which will be spec'd on
Hino's Classes 6-8 battery-electric trucks.
These are just two examples. Others include
Bosch, Detroit, Eaton, and Meritor, though even
that list is not exhaustive.
Say goodbye to maintenance?
What's not exhaustive is the list of preventive
maintenance items: no oil changes, fuel injector
replacements, diesel exhaust fluid, nor cleaning of
the diesel particulate filter, a maintenance bane of
many a diesel technician.
Some OEs are claiming certain products can
be virtually maintenance-free under the right
conditions, but for most, there are at least a few
infrequent lube changes in terms of preventive
maintenance. According to the OEs, any PMs for
the e-axle are more than offset by the elimination
of the aftertreatment system in diesel trucks.
" Technicians can expect reduced maintenance
from an e-axle when compared to a traditional
powertrain, " Foster asserted. " There are less moving
mechanical components in an e-axle, which results
in less friction and less wear and tear, leading to
increased durability and a longer axle life. "
Allison's regenerative braking system and gear
layout " allows for maximum efficiency and 100%
regeneration torque capability, " which does reduce
brake wear, but Foster noted the actual brake
components, such as roots and pads, will still
require periodic maintenance.
All told, the benefits include reducing downtime,
maintenance costs, and total cost of ownership,
Foster surmised.
» Meritor is currently developing three different
electric powertrain platforms: the 12Xe, 14Xe, and
17Xe. The 12Xe is focused on Class 4-5 vehicles;
the 14Xe (pictured) is for Class 6-7 vehicles,
or Class 8 as a tandem; the 17Xe is for Class 8
single axle applications.
Meritor
The real work for fleets will be in spec'ing the
right e-axle, ensuring it provides the best performance
and range. How to do that will be a bit more
complicated than the maintenance.
Everyone joining in
As far as spec'ing, a fleet will have many different
options from which to choose. Like Allison, fellow
transmission maker Eaton has also diversified into
e-axles. Eaton's eMobility business announced a
4-speed heavy-duty transmission for EVs at the
NACV show in 2019. Julie Marshaus, manager of
new product introductions and systems, eMobility,
for Eaton, said that the HD 4-speed transmission
design is progressing well.
" It is heading to B-samples shortly and is still
targeting full production in 2023, " Marshaus said.
" The HD 4-speed is intended for the Classes 6-8
market, with the capability of 2,600Nm input
torque at 5,000 rpm. The transmission is capable
of the typical applications in this class of vehicle,
with expected markets in drayage and regional
haul. It will easily expand to linehaul when that
application is more viable for the EV space. "
So how does an Eaton e-axle differ from say,
the Eaton Cummins Endurant automated manual
transmission?
" The major difference is that the EV transmission
only needs four gears, and because electric motors
spin backwards, the reverse gear and idler assembly
have been removed, " Marshaus explained of
Eaton's EV transmission design. " The torque curve
for electric motors is peak torque at zero speed and
is very flat.
" This allows the transmission to use fewer gears
because we do not have to shift to maintain a
diesel engine in the peak torque range of 1,800
rpm as conventional transmissions are required
to do for drivability and efficiency, " she continued.
" Regarding efficiency, the electric motors
have peak efficiency at the higher rpm bands.
Therefore, the transmission holds the top input
speed as long as possible before shifting to maximize
the vehicle efficiency. "
The differences are found in of course the components
and design, but also the efficiency and performance,
as well as maintenance requirements.
Meritor is currently developing three different
electric powertrain platforms under its Blue
Horizon line: the 12Xe, 14Xe, and 17Xe.
» Dana's Spicer Electrified e-Powertrain was
awarded New Achievement of the Year at the 2021
Diesel Progress Summit and Awards. Pictured
here is the eS9000r paired
to a Sumo LD motor.
Dana
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December 2021 | FleetMaintenance.com
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december2021

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