Advanced powertrains—what's hot, what's not: Hybrid, fuel cell, "clean" diesel, hydrogen ICE … and the winner is? We talk to advanced powertrain exper

Most folks envision some wondrous new technology sweeping in and replacing the old faithful internal combustion engine (ICE) virtually overnight. Ain't gonna happen. Those in the know have long viewed the automotive powertrain evolution as a chart with market penetration up the vertical (totaling 100 percent) and calendar years along the horizontal axis.

Electric and steam were substantial segments in the industry's early years before gasoline ICE, for excellent reasons, grew to 100 percent. Following the fuel crises of the 1970s, a sliver of diesel ICE (long dominant in heavy-duty trucks and buses) began to grow within the passenger vehicle spectrum, then shrank again to barely visible in this country. Given different priorities, taxation and emissions requirements, however, diesel has grown in Europe and elsewhere to nearly 50 percent in some markets today.

You need a microscope to see any battery electric vehicle (BEV) share despite ill-considered laws attempting to force BEV sales in some U.S. states. Hybrid electric (HEV), while beginning to grow, remains barely visible as an emerging segment. And the promised kind of affordable furl cell electrics (FCEVs) seems perpetually 10 years away.

Where do industry experts and leaders see these and other "advanced" powertrain technologies a decade from now? We asked Ford Vice President, Research and Advanced Engineering, Gerhard Schmidt; GM Executive Director, Hybrid Powertrain, Larry Nitz; and Toyota Executive Engineer, Environmental Engineering, Dave Hermance for their thoughts.

Ford Hybrids

"Hybrids are not rocket science," Ford's Schmidt offers. Honda's Insight and Civic and Toyota's Prius HEVs have long been available, and more will arrive this year, including Ford's Escape Hybrid. "We are the first non-Japanese company offering a full hybrid," he says, "and first with an SUV. We are pioneering this technology in this type of vehicle."

Ford has designed and developed its own hybrid system, though it is similar to Toyota's Hybrid Synergy Drive (HSD) and incorporates a version of the Prius' Aisin two-motor transaxle, including its Toyota patents. "This is a no-compromise hybrid," Schmidt contends. "It's a tour cylinder engine in combination with an electric motor with the performance of a V6. We intend to expand the range of products with this technology,."

Is a hybrid's extra cost worth its efficiency benefit, and can it be competitive with modern diesels offering similar efficiency with lower cost and complexity? "Should we have to go to a partial zero emission (PZEV) standard in California," Schmidt responds, "this could be an interesting competition. You have some really expensive parts in the hybrid, especially the battery, but you would also have added cost for the diesel's after-treatment.

"If you drive in downtown Tokyo, a gasoline electric hybrid may be an excellent choice. But if you drive from Detroit to Chicago, a high-torque diesel is a better choice, because you set your cruise control and get no benefit from regen braking or start/stop. In Tokyo, you might see as much as 50 percent economy benefit with a hybrid, but with typical European driving, you won't see the stone benefits. It depends on the customer profile and the driving cycle.

"The main benefits of a hybrid are regenerative braking and start-stop operation. You also get some benefit from downsizing the engine and making it a little more efficient, but you lose towing capacity. And if you go uphill for half an hour, you won't have energy in the battery.

GM Hybrids

"We have a portfolio of systems to deploy where we think they make sense," says GM's Nitz. Two different GM systems are now in limited production. The first, in Chevy Silverado and GMC Sierra hybrids, the first full-size pickup HEVs, are available to fleets this year and retail customers for '05. "This is a flywheel/alternator/starter technology," Nitz says. "We've basically downsized the torque converter and wrapped a motor/generator around it, which keeps the transmission's length and diameter the same. It does decel fuel cut-off, engine stop/start and a mild amount of regenerative braking, and it gets about a 10 percent increase in fuel economy."

Because the 42V electric motor provides performance-boosting torque, regen braking and a ll0V power takeoff, but not power to the wheels, this system is considered a "mild" hybrid. "Some people criticize that," Nitz says, "but it delivers the same hybrid capability that a strong hybrid does." Given the $2,500 premium, volumes will be modest--500 for fleets this year and "several thousand" in '05. "The market will tell us how many it wants," he adds.

The second, Advanced Hybrid System II for urban buses, a joint development with GM Allison Transmission, is a "two-mode input compound split architecture," Nitz explains. "The power flow is split ... part mechanically, part electrically. For a vehicle of that size with that amount of tractive effort and both city and highway speeds, we went with a compound split--two electric CVTs that select between each other. The starting mode is an input split; then, at a synchronous point around 20 mph, a fixed gear ratio of about 1.7, it shifts to a compound split. It gives you excellent balance of mechanical vs. electric power at the start and in the city and excellent balance of electric vs. mechanical power at higher speeds.

More power for Miller welding generator - Stationary Power Products

The deluxe model of Miller Electric Mfg. Co.'s Big 40 Cat engine driven welding generator now features a 15 to 350 amp a.c. welding output and a peak generator power of 5.5 kW, a 33 percent improvement over the previous model. Targeting petrochemical piping, structural steel work, maintenance and repair, the Big 40 Cat welder has complete multi-process capabilities (CC/CV, a.c./d.c.) and provides a 20 to 550 amp d.c. output with 60 percent duty cycle rating at 400 amps, 40 V.

"The addition of an AC output for TIG welding aluminum and more generator power create additional flexibility for heavy-duty maintenance and fabrication in the petrochemical, structural steel and mining industries," said John Luck, product manager for the Appleton, Wis.-based company.

"We added the a.c. output to meet the needs of customers who liked our old Trailblazer 44 engine drive, and this new arc equals or surpasses that machine in quality. The additional peak generator power helps start heavier loads and optimizes tool performance."

Powered by an indirect-injected, liquid cooled, four cylinder Caterpillar 3024 diesel engine rated 33 hp at 1250 rpm idle speed (1800 rpm weld speed), the Big 40 Cat welder is the quietest engine drive Miller offers. It generates a noise level of 65 dB(A) at idle and 73 dB(A) at maximum output, the company said.

Like Miller's other large engine drives, the Big 40 Cat welder features Arc-Drive technology for enhanced welding on pipe with E6010 electrodes and welding out of position with E7018 electrodes. The deluxe model also features engine gauges, weld meters and a polarity switch.

The engine powers a Miller generator that can provide a fill 5.5 kW of generator power for 30 seconds without the circuit breaker tripping or the voltage dipping too low.

"To determine peak generator power, Miller places all of its engine drives in a chamber with an ambient temperature of 104[degrees]F and draws power from the 120/240 V receptacles," said Luck. "For running most tools, power is considered acceptable if it stays within [+ or -]10 percent of the nominal voltage. "The generator and welding components of the Big 40 Cat welder are covered by Miller's True Blue three-year factory warranty. The engine is backed by worldwide Caterpillar support and service and has a two-year warranty.

"Dialysis" for stored diesel fuel - Fuels & Lubes - Separ of the Americas L.L.C. develops the Diesel Dialysis System

Separ of the Americas LLC has developed a system designed to minmiize diesel fuel contamination in tanks that sit idle for long periods of time. Dubbed the Diesel Dialysis System (DDS), Separ offers d.c. and a.c. models, both of which can be used in power generation and industrial applications.

"This is an ideal product for industrial markets," said Scott Dunlap, general manager at the Ft. Lauderdale, Fla.- based company "This system helps to minimize fuel contamination in tanks that sit idle for a long time. Long term storage for diesel fuel is only about two months. After that, water and dirt and algae become issues.

"A standby generator might have a 1000 gal. fuel tank," continued Dunlap. "It may not be used all year. And then suddenly there is an emergency situation and the generator is expected to perform. Our Diesel Dialysis System will help keep water to a minimum and will filter out algae and dirt and sediment and help keep the fuel as clean as possible while it is in storage."

The d.c. model is made up of a 2000-10 Separ filter, a 2.5 gpm Reverso fuel pump and a timer. The d.c. system can circulate about 160 gph. The a.c. version consists of a 2000-18 Separ filter, a 3.5 gpm Reverso fuel pump and a timer and it can circulate about 210 gph.

Once a month, the operator activates the DDS via the timer and circulates the fuel in the tank. The fuel runs through the filter and back to the tank, helping to keep water and sediments to a minimum.

"People don't want to have to worry about changing a fuel filter element when the engine is being used because the fuel is so contaminated," said Dunlap. "We encourage people to add this to their regular maintenance schedule. Once a month, turn on the timer, set it for one to six hours, and that's it. The fuel circulates through the system and the system shuts off automatically."

The system installs on the side of the tank and requires new supply and return lines to and from the fuel tank to the DDS and a power source. Both versions come standard with an indicator gauge to show the condition of the filter element. Dunlap called it a "tell-tail" indicator, meaning there are two needles, a live needle which shows the current pull and a needle that always remains at the highest vacuum pulled. The operator can look at the needles and see if the filter element needs to be changed.

"This is something that everyone who has to deal with stored diesel fuel can relate to' said Dunlap. "This system is a solution to the contamination problems that arise whenever you let diesel fuel sit for long periods of time."

Gen-sets reaching new heights - Cummins/Onan diesel generator sets used to power rubber tired gantry cranes at the container terminal in Delta, Britis

Ten 700 kW Cummins/Onan units power rubber tired gantry cranes for cargo handling at Canadian port

Increases in both imports and exports from the Vancouver region of British Columbia have led to the development of new cargo handling facilities for the busy Canadian port. As the facilities are designed to operate around-the-clock, the development has also led to an increased demand for generator sets to power various material handling machinery.

Recently, 10 generator sets were required to power new rubber tired gantry cranes (RTGCs), designed specifically for ISO container handling and part of the development by Terminal Systems Inc. (TSI), of new port facilities in Delta, B.C. The port is a joint project between TSI, Canadian Pacific Rail and Canadian National Rail in the design, development and operation of the $161 million container terminal.

Power for the RTGCs is provided by 10 x 500DFED Cummins/Onan diesel generator sets producing 460 Va.c. three phase, 60 Hz power. The gen-sets are powered by Cummins KTA 19-G4 engines rated 755 hp at 1800 rpm and driving IMS Newage Stamford alternators rated 700 kW.

"The complete package is a crane with the capability of moving and lifting at the same time" said Craig Einarson, sales manager for the power generation group of Cummins British Columbia, Surrey B.C. "The project itself was pretty straightforward for manufacture, but the custom controls and packaging have made the project fairly unique."

In addition to providing starting capabilities for the large inrush from the a.c. drives, the 700 kW generators are part of a 30 percent oversize of equipment required by the customer, according to Einarson.

The motors for the gantry, trolley, auxiliaries and the traction motors are new ABB a.c. style units, which are relatively new to applications in North America, Einarson said. The motors are standard three-phase squirrel cage motors designed to operate from fixed sinusoidal power. "The advantages of using this system are higher efficiency over d.c. drive systems," Einarson stated. "In transient speed conditions, the efficiency of d.c. drives drop off more rapidly than those on the a.c. system. Maintenance costs, because of a lack of brushes and a more robust design, add up to making the choice for the a.c. drive system."

Welder/Generator delivers smooth arc characteristics

Consisting of 300 A welder and 10 kW generator, Model DLW-300ES provides 100% duty cycle at 280 A. When idling, unit operates up to 160 A and uses 0.39 gallons of fuel per hour at 120 A, and 1.1 gph at full load. Arc force dial allows operators to fine tune arc to desired quality. Measuring 50 x 27 x 32 in., diesel-powered, 10,000 W welder/generator includes thermal overload light, multiple ac outlets, brushless alternator, self-priming fuel system, and Kubota engine.

The new DLW-300ES welder/generator from Multiquip delivers smoother arc characteristics and more consistent quality welds, no matter how challenging the application.

The DLW-300ES is an efficient, midsize 300-amp welder and 10kW generator with a 100 percent duty cycle at 280 amps. This upgraded unit is one of the most fuel-efficient models on the market. It delivers premium productivity at half the rpms while using half the fuel of its predecessor model. The DLW-300ES operates at idle up to 160 amps and uses only 0.39 gallons of fuel per hour at 120 amps and only 1.1 gph at full load.

In addition to significantly lowering fuel costs, the welder's arc force dial allows operators to fine tune the arc to the desired quality while lower noise levels make operating the welder more comfortable.

Other features on the 10,000 watt, diesel-powered DLW-300ES welder/generator include a thermal overload light on the dashboard notifying the operator the unit has stopped welding when the windings overheat without shutting down the machine. Multiple electric AC outlets for operator convenience come standard as does a brushless alternator design to lower maintenance requirements and costs, a self-priming fuel system for instant restarts and a reliable Kubota engine.

The DLW-300ES is compact for the power, measuring 50 x 27 x 32 inches (127 x 69 x 81 cm.). It weighs 842 pounds (379 kg.).

Multiquip Inc. is a leading supplier of compaction equipment, welders, generators, concrete and masonry cutting, placing and finishing products, dewatering pumps, and other construction equipment.

Generator Sets meet EPA Tier 2 emissions requirements

Featuring 30, 50, and 60 L engines rated over 751 hp, diesel generator models include 750 kW DQFAA, 800 kW DQFAB, 900 kW DQFAC, 1,000 kW DQFAD, 1,250 kW DQGAA, 1,500 kW DQGAB, 1,750 kW DQKAA, and 2,000 kW DQKAB. Modular common-rail fuel injection system, integrated with electronic control module, enables engines to continually maintain optimum balance between load demands, fuel efficiency, and emissions control.

MINNEAPOLIS - Cummins Power Generation has introduced eight new low-emissions diesel generator models from 750 kW to 2000 kW that are certified to the Environmental Protection Agency's (EPA) Tier 2 emissions regulations.

Cummins generator sets, with engines over 751 hp, are designed to meet EPA nonroad (mobile off-highway) emissions requirements that go into effect on January 1, 2006, and new EPA emissions regulations for stationary generator sets that will be in effect on January 1, 2007. The emissions regulations for nonroad and stationary generator sets will be harmonized on January 1, 2007. These Tier 2 generators have been specifically developed to meet the high reliability and quick start capabilities required in a wide variety of temporary, emergency and standby power applications.

"This series of EPA-certified Tier 2 generator sets provides end-users with the latest low-emissions diesel technology while delivering low fuel consumption, superior electrical performance and low maintenance," says Mark Westphal, product director, high-range commercial generator sets, Cummins Power Generation. "These new models provide our customers with low emissions benefits while minimizing costs, thanks to our in-cylinder design improvements, full-authority electronic engine controls, and common-rail fuel injection systems that eliminate costly exhaust aftertreatments. It's also a strategy that lowers installation and operating costs for customers."

The Tier 2 engines on these gensets meet EPA emissions levels for Tier 2 while maintaining reliability and durability. The modular common-rail fuel injection system is fully integrated with a new electronic control module enabling these engines to continually maintain an optimum balance between load demands, fuel efficiency and emissions control.

With the introduction of these best-in-class Tier 2 generator sets, Cummins adds to its complete line of EPA-certified generator sets in the power range from 15 kW to 2700 kW to meet the power needs of every customer.