Ingersoll-Rand Co. has ventured into the onboard power market with a line of compressor, generator and welder products designed specifically for use aboard vehicles. Designated Onboard Power Solutions, I-R offers the system in a variety of configurations that can be packaged above or below the chassis in trucks a half ton or larger.
Operators can run light air tools, power tools, pneumatics or perform welding applications from the compressor, generator and welder options from one system which can be installed on an existing vehicle, said Devin Biehler, operations manager for I-R's Onboard Power Solutions. These functions can be done without the need to fuel another piece of equipment, he noted.
Using the power from the truck's primary engine, the Onboard Power Solutions system is driven off the transmission PTO in either a side or split shaft mount. I-R matches the installed PTO to the output of the power options installed, Biehler said, allowing the engine "to operate at an acceptable speed."
When the Onboard Power Solutions system is configured as an above-deck system, I-R offers its VHP90CMH and HP185CMH reciprocating compressors and VHP30RMH and VHP40RMH rotary screw compressors. Both are installed into the bed of the truck and driven off the PTO through a hydraulic pump or underhood clutch pump system The compressors have an air capacity of 30, 40, 90 and 185 cfm at 150 psig and 175 psig. Weight is 342 to 500 lb. depending on model.
To free up the bed space in the vehicle, I-R also offers a below chassis option including, generator, welder, jump starter and compressor. These can be combined with the above-deck compressor or installed as a complete below-the-chassis system.
Operators can select from three categories of rotary screw compressors including: Cat I rated 30 to 90 cfm, Cat II rated 100 to 220 cilia and Cat III rated 160 to 240 cfm. These below-deck units are produced by I-R in Mocksville, N.C., or its subsidiary GHH-Rand in Oberhausen, Germany.
Several 5.2 to 10 kVa generators are available for installation below the chassis. The synchronous self-regulating brushless generators can either be belt or pump driven off the PTO. They include 120 and 240 V receptacles, single-phase power at 60 Hz and weigh 24 to 38 lb. Welder/generator packages are also available ranging from 4 to 10 kW.
Other installable Onboard Power Solutions accessories include vehicle jump starters. These are offered in 1000 amps at 12 V or 600 amps at 24 V and are also hydraulic or belt driven.
Hydraulics are cooled using an ASA Hydraulik fan cooler assembly as an above-deck option, typically installed on the bed rails of the truck. For below-deck cooling, a WTT America plate-type heat exchanger can be installed that mounts within the truck flame main rails.
I-R also has an electronic throttle control that modulates the truck's engine speed based on the tool demand. The throttle is installed in the vehicle cab and I-R said, is compatible with current electronic throttle equipped gas and diesel engines. A pneumatic/ mechanical throttle version is also available for non-electric throttle vehicles.
The Onboard Power Solutions system can be installed by any of I-R's network of master distributors or by its factory-trained dealers. The company assembles the Onboard Power Solutions package in Mocksville, NC, where it is headquartered
Saturday, December 02, 2006
Cummins power generation expands enclosure line
Cummins Power Generation (CPG) has expanded its line of factory-installed weather-protective and sound-attenuated enclosures to include generator sets from 230 kW to 1000 kW. The enclosures offer three optional levels of protection and are designed to speed up installations and reduce costs, according to the Minneapolis, Minn., manufacturer.
"This expanded line of Cummins-made enclosures provides optimum weather protection and sound attenuation in a pre-integrated and pre-assembled package;' said Angel Colon-Perez, commercial product manager at CPG. "In addition to offering many of the features of custom-designed enclosures, these enclosures have the added benefits of lower cost, perfect fit and prompt delivery with the generator set."
Standard features for this expanded line of weather-protective and sound-attenuated enclosures include all-steel construction, stainless-steel hardware, lockable access doors, protected exhaust system and side-mounted generator controls. Enclosures for the 600 to 1000 kW product range also feature an exterior emergency stop. In addition, the enclosures provide flex connections on the exhaust pipes, and oil and coolant drains that are piped to the exterior but have interior valves The standard weather-protective enclosure has a sound-attenuation rating of 85 to 89 dB(A). The optional Level I sound-attenuated enclosure has a rating of 78 to 85 dB(A); and the optional QuietSite Level II sound-attenuated enclosure has a rating of 70 to 78 dB(A).
Other optional features include motorized louvers, a pre-wired ac distribution panel, a cold-weather package and a UL142, NFPA-compliant sub-base furl tank designed to provide up to 72 operating hours worth of fuel. Also available as options are non-corrosive aluminum enclosure materials and models to withstand wind loading levels up to 150 mph
"This expanded line of Cummins-made enclosures provides optimum weather protection and sound attenuation in a pre-integrated and pre-assembled package;' said Angel Colon-Perez, commercial product manager at CPG. "In addition to offering many of the features of custom-designed enclosures, these enclosures have the added benefits of lower cost, perfect fit and prompt delivery with the generator set."
Standard features for this expanded line of weather-protective and sound-attenuated enclosures include all-steel construction, stainless-steel hardware, lockable access doors, protected exhaust system and side-mounted generator controls. Enclosures for the 600 to 1000 kW product range also feature an exterior emergency stop. In addition, the enclosures provide flex connections on the exhaust pipes, and oil and coolant drains that are piped to the exterior but have interior valves The standard weather-protective enclosure has a sound-attenuation rating of 85 to 89 dB(A). The optional Level I sound-attenuated enclosure has a rating of 78 to 85 dB(A); and the optional QuietSite Level II sound-attenuated enclosure has a rating of 70 to 78 dB(A).
Other optional features include motorized louvers, a pre-wired ac distribution panel, a cold-weather package and a UL142, NFPA-compliant sub-base furl tank designed to provide up to 72 operating hours worth of fuel. Also available as options are non-corrosive aluminum enclosure materials and models to withstand wind loading levels up to 150 mph
Friday, December 01, 2006
Hydraulic controls
High Country Tek (HCT) has released literature featuring its electrohydraulic controllers, specifically designed for mobile applications. The brochure includes hydraulic generator and fan control modules and microprocessor-based DVC series programmable controllers. HCT designs its controllers for any make of pump and valve used in rugged mobile applications.
Go ahead - she double-dog dares you!
Melinda Delgado is a bit of a spitfire - passionate about her work in the outdoor power equipment industry. I finally met her in person during the Engine and Equipment Training Council conference in Milwaukee this spring. She definitely cares about the industry; improving the skills of its workers and seeing dealers survive. So it wasn't a surprise to me for her to write us a letter challenging others in the industry to seek certification from the EETC's strong program.
In part, she writes, "EETC has a proven track record of excellence. Due to the obvious results of advanced expertise in all who have passed the certification ... there IS a difference in an EETC-Certified Technician.
Delgado goes on to discuss the EETC's latest certification announced in 2004, the Masters Certification program. To receive certification, Delgado writes, one would have to have passed the certification areas of 4-stroke, 2-stroke, electrical, compact diesel, generator, and drivelines/hydraulics/hydrostaticsThe first person to achieve certification was Brian Kassel from Coye Consultants Inc. I happen to be working with Brian on one committee at EETC and know this man is no slouch. He specifically got his certification to be an example for those working with him. In that light, I too am pledging to work toward achieving that goal also. This is where your challenge comes in ... if you are ready!
"As it happens, I am 58 yrs old and have worked a shop for 16 years. Mostly in the office the last 6 years. However, I have turned wrenches also and do have one certification. I have also taken the Briggs MST. The Briggs test and EETC certification tests are no piece of cake. You have to read, learn new things, think and then take a test.
"My challenge goes out to all technicians and, for sure, all dealers. My challenge also goes out to OEM and Distributor Reps.
"So how about it? Are you up for the challenge or are you going to let an old lady beat you to the punch? For anyone who wants to take me up on this challenge, contact me and I will make up a list to send out to all in this educational adventure to announce who has done what, as well as how we are doing as a group," Delgado wrote.
In part, she writes, "EETC has a proven track record of excellence. Due to the obvious results of advanced expertise in all who have passed the certification ... there IS a difference in an EETC-Certified Technician.
Delgado goes on to discuss the EETC's latest certification announced in 2004, the Masters Certification program. To receive certification, Delgado writes, one would have to have passed the certification areas of 4-stroke, 2-stroke, electrical, compact diesel, generator, and drivelines/hydraulics/hydrostaticsThe first person to achieve certification was Brian Kassel from Coye Consultants Inc. I happen to be working with Brian on one committee at EETC and know this man is no slouch. He specifically got his certification to be an example for those working with him. In that light, I too am pledging to work toward achieving that goal also. This is where your challenge comes in ... if you are ready!
"As it happens, I am 58 yrs old and have worked a shop for 16 years. Mostly in the office the last 6 years. However, I have turned wrenches also and do have one certification. I have also taken the Briggs MST. The Briggs test and EETC certification tests are no piece of cake. You have to read, learn new things, think and then take a test.
"My challenge goes out to all technicians and, for sure, all dealers. My challenge also goes out to OEM and Distributor Reps.
"So how about it? Are you up for the challenge or are you going to let an old lady beat you to the punch? For anyone who wants to take me up on this challenge, contact me and I will make up a list to send out to all in this educational adventure to announce who has done what, as well as how we are doing as a group," Delgado wrote.
WorldWater & Power to Install Solar System at CA Avocado Ranch
WorldWater & Power Corporation recently announced the signing of a contract worth $7.8 million with Fallbrook, CA-based Farm ACW for the installation of solar electric systems to help power the avocado ranch operations.
According to WorldWater & Power, the contract is subject to certain conditions, including securing grid interconnections with San Diego Gas & Electric. WorldWater & Power said it has already begun the process and expects approval of the interconnection by summer 2005.
"We believe Farm ACW will be the largest farm operation to be powered by solar systems anywhere in the world, replacing a megawatt diesel generator now being used for power," said WorldWater & Power chairman and CEO Quentin Kelly. "Work on the project is scheduled to begin after the grid interconnection is secured and is expected to be completed in the fal
According to WorldWater & Power, the contract is subject to certain conditions, including securing grid interconnections with San Diego Gas & Electric. WorldWater & Power said it has already begun the process and expects approval of the interconnection by summer 2005.
"We believe Farm ACW will be the largest farm operation to be powered by solar systems anywhere in the world, replacing a megawatt diesel generator now being used for power," said WorldWater & Power chairman and CEO Quentin Kelly. "Work on the project is scheduled to begin after the grid interconnection is secured and is expected to be completed in the fal
Thursday, November 30, 2006
Quantum Hybrids Delivered to Army
Quantum Fuel Systems Technologies Worldwide, Inc. delivered two new hybrid electric vehicles to the U.S. Army; the Aggressor(TM) vehicle, a high performance, offroad fuel cell vehicle, and the Quantum MP Hybrid(TM).
The Quantum MP is a low cost, light duty vehicle designed to support a variety of military, homeland defense and commercial applications. This dual use military/commercial platform offers reduced fuel consumption and vehicle maintenance costs, while providing quiet operation, on-board power generation via removable/remote power supplies and ease of maintenance.
These first two vehicles incorporate diesel electric hybrid drive systems to capitalize on the Army's existing diesel fuel infrastructure. The Quantum MP HybridTM can also be configured with hydrogen-powered internal combustion engines or fuel cells.
The military version features a removable 5kW "briefcase-size" generator set. The other vehicle is configured for civilian use, demonstrating dual use applications that will enable cost reductions to the military through economies of scale. Both vehicles will seat four full-sized adults and include a cargo storage area suitable for backpacks, toolboxes and other light-duty hauling.
The Quantum MP is a low cost, light duty vehicle designed to support a variety of military, homeland defense and commercial applications. This dual use military/commercial platform offers reduced fuel consumption and vehicle maintenance costs, while providing quiet operation, on-board power generation via removable/remote power supplies and ease of maintenance.
These first two vehicles incorporate diesel electric hybrid drive systems to capitalize on the Army's existing diesel fuel infrastructure. The Quantum MP HybridTM can also be configured with hydrogen-powered internal combustion engines or fuel cells.
The military version features a removable 5kW "briefcase-size" generator set. The other vehicle is configured for civilian use, demonstrating dual use applications that will enable cost reductions to the military through economies of scale. Both vehicles will seat four full-sized adults and include a cargo storage area suitable for backpacks, toolboxes and other light-duty hauling.
Same story, different show: off-highway manufacturers ready for Tier 3, Tier 4; truck engine markets get more interesting; the return of the dreaded "
Looking back over the last 12 months in the engine industry was something like watching the revival of a well-known Broadway play. We're familiar with the story, but the cast is made up of pros who really know how to put on a show.
The script is an old one--emissions. In off-highway, with Tier 3 about here (Jan. 1, 2006, for engines from 175 to 750 hp) and Tier 4 in sight (2008 for engines 50 hp and below, and a phase-in beginning for engines above 175 beginning in 2011), engine manufacturers have solidified their strategies for meeting the standards. And most of the last year has been spent showing it to customers.
It all began at the engine show of shows that was Bauma 2004, then they took it on the road to Las Vegas, Nev., for ConExpo-Con/Agg this spring. Among the highlights:
Caterpillar unveiled its complete Tier 3 ACERT off-highway engine range, which included two additions to the line it showed at Bauma. The ACERT off-highway range now covers nine models from 6.6 to 32 L with outputs from 119 to 1350 hp. Cat also began selling its own equipment powered by Tier 3 ACERT engines and if it needed to display any more confidence in its technology, upped the industrial engine warranties on the engines and key components Deere's philosophy on engines is that the world is dividing into a performance market and a value (read cost-sensitive) market segment. That belief was on display as the company showed its newest Tier 3 engines at ConExpo. Between its PowerTech Plus, PowerTech E and PowerTech M engines, all of which are recapped elsewhere, Deere provides its own Chew-to-Cadillac coverage.
Cummins' engines stood out at ConExpo, as much for their bright red color--the new look for all of its engines--as for the fact that included in the company's launch was the newest version of one of its most important products, the B series engine. The new Tier 3 QSB engines are derived from core designs developed by Cummins and Iveco as part of the European Engine Alliance, and Cummins believes that with the addition of aftertreatment, these engines will be good to go for Tier 4.
Cummins also showed that even before ConExpo, Las Vegas was a happenin' place as it unveiled its Tier 2 high horsepower mining engines at MinExpo, including a new 3000 hp rating for its V-16 QSK60.
Also this year, Deutz began volume production of its D2008 and D2009 diesels, which the company purchased from Lister Petter. The engines are built at the Deutz manufacturing operations in Cologne, Germany.
A new name on the engine map this year is JCB. The U.K. equipment manufacturer began production of its own four-cylinder engines at the lovely named Dove Valley Park in Church Broughton, Derbyshire, England. The engines are being used initially in JCB's own equipment--beginning with backhoe loaders--but enough interest has been generated by the engines that the company is reportedly considering moving up its plans to sell loose engines.
German industrial diesel builder Motorenfabrik Hatz and Fuji Heavy Industries Ltd. (FHI) of Japan have signed a cooperation agreement under which Hatz will supply up to 20,000 single-cylinder engines per year to Fuji's small engine subsidiary Subaru Robin. This stems from the decision by Robin to concentrate on its core business of building small industrial gasoline engines and packaging its own pump and generator sets. As a result, the company will discontinue production of its own DY series diesels and replace them in its sales program with the Hatz B Series single-cylinder engines.
It was also a busy year for small engine builder Perkins, which launched the Tier 3 generation of its 1100 series engines and introduced two new models to its 400 series, which are built by Ishikawajima Shibaura Machinery Ltd. (ISM) of Japan.
On the gaseous engine side, Zenith Power Products (ZPP) announced a significant expansion of its large-spark ignited (LSI) industrial engine line, adding six new LSI engines to its lineup. The new engines were the result of an engine distributor agreement ZPP has signed with Hyundai Motor Co. (HMC), Seoul, Korea. Ford Power Products, meanwhile, announced that it will sell hydrogen engines, primarily for such things as ground support equipment and shuttle vehicles.
As interesting as the off-highway/ industrial engine business was, things were perhaps even more fascinating in the on-highway truck business, where the subject was again (mostly) emissions and the big dates 2007 and 2010. All of the engine manufacturers previewed their 2007 technology.
Caterpillar said it would rely primarily on its ACERT technology to meet the 2007 standards, but added a few additional technologies, including one that looked a lot like something the company has repeatedly--and publicly --rejected. The biggest changes to Cummins' '07 truck engines concerns aftertreatment, which it developed in partnership with its in-house emissions and filtration specialist Fleetguard.
The script is an old one--emissions. In off-highway, with Tier 3 about here (Jan. 1, 2006, for engines from 175 to 750 hp) and Tier 4 in sight (2008 for engines 50 hp and below, and a phase-in beginning for engines above 175 beginning in 2011), engine manufacturers have solidified their strategies for meeting the standards. And most of the last year has been spent showing it to customers.
It all began at the engine show of shows that was Bauma 2004, then they took it on the road to Las Vegas, Nev., for ConExpo-Con/Agg this spring. Among the highlights:
Caterpillar unveiled its complete Tier 3 ACERT off-highway engine range, which included two additions to the line it showed at Bauma. The ACERT off-highway range now covers nine models from 6.6 to 32 L with outputs from 119 to 1350 hp. Cat also began selling its own equipment powered by Tier 3 ACERT engines and if it needed to display any more confidence in its technology, upped the industrial engine warranties on the engines and key components Deere's philosophy on engines is that the world is dividing into a performance market and a value (read cost-sensitive) market segment. That belief was on display as the company showed its newest Tier 3 engines at ConExpo. Between its PowerTech Plus, PowerTech E and PowerTech M engines, all of which are recapped elsewhere, Deere provides its own Chew-to-Cadillac coverage.
Cummins' engines stood out at ConExpo, as much for their bright red color--the new look for all of its engines--as for the fact that included in the company's launch was the newest version of one of its most important products, the B series engine. The new Tier 3 QSB engines are derived from core designs developed by Cummins and Iveco as part of the European Engine Alliance, and Cummins believes that with the addition of aftertreatment, these engines will be good to go for Tier 4.
Cummins also showed that even before ConExpo, Las Vegas was a happenin' place as it unveiled its Tier 2 high horsepower mining engines at MinExpo, including a new 3000 hp rating for its V-16 QSK60.
Also this year, Deutz began volume production of its D2008 and D2009 diesels, which the company purchased from Lister Petter. The engines are built at the Deutz manufacturing operations in Cologne, Germany.
A new name on the engine map this year is JCB. The U.K. equipment manufacturer began production of its own four-cylinder engines at the lovely named Dove Valley Park in Church Broughton, Derbyshire, England. The engines are being used initially in JCB's own equipment--beginning with backhoe loaders--but enough interest has been generated by the engines that the company is reportedly considering moving up its plans to sell loose engines.
German industrial diesel builder Motorenfabrik Hatz and Fuji Heavy Industries Ltd. (FHI) of Japan have signed a cooperation agreement under which Hatz will supply up to 20,000 single-cylinder engines per year to Fuji's small engine subsidiary Subaru Robin. This stems from the decision by Robin to concentrate on its core business of building small industrial gasoline engines and packaging its own pump and generator sets. As a result, the company will discontinue production of its own DY series diesels and replace them in its sales program with the Hatz B Series single-cylinder engines.
It was also a busy year for small engine builder Perkins, which launched the Tier 3 generation of its 1100 series engines and introduced two new models to its 400 series, which are built by Ishikawajima Shibaura Machinery Ltd. (ISM) of Japan.
On the gaseous engine side, Zenith Power Products (ZPP) announced a significant expansion of its large-spark ignited (LSI) industrial engine line, adding six new LSI engines to its lineup. The new engines were the result of an engine distributor agreement ZPP has signed with Hyundai Motor Co. (HMC), Seoul, Korea. Ford Power Products, meanwhile, announced that it will sell hydrogen engines, primarily for such things as ground support equipment and shuttle vehicles.
As interesting as the off-highway/ industrial engine business was, things were perhaps even more fascinating in the on-highway truck business, where the subject was again (mostly) emissions and the big dates 2007 and 2010. All of the engine manufacturers previewed their 2007 technology.
Caterpillar said it would rely primarily on its ACERT technology to meet the 2007 standards, but added a few additional technologies, including one that looked a lot like something the company has repeatedly--and publicly --rejected. The biggest changes to Cummins' '07 truck engines concerns aftertreatment, which it developed in partnership with its in-house emissions and filtration specialist Fleetguard.
Wednesday, November 29, 2006
Enclosed standby gen-sets target commercial, residential applications - Gillette Manufacturing Inc's Sentry-Pro generator sets
Gillette Manufacturing, Inc., has developed a range of enclosed generator set packages designed for standby applications in commercial and residential markets. The newest Sentry-Pro gen-sets are available in a range of 9 to 15 kW at 3600 for smaller applications and 20 to 35 kW at 1800 rpm for applications with larger power demands. They are driven by a range of diesel, natural gas or LPG engines and feature integrated microprocessor controls. The control system provides for automatic start and run upon the loss of utility power and automatic shutdown functions when power is restored according to the Elkhart, Ind., manufacturer.
The Sentry-Pro units are housed within sound-attenuated weatherproof aluminum enclosures and are typically installed outside business or residences. Automatic transfer switch and engine start-stop control modules are remote mounted.
The gen-sets are available with a variety of power options. Units with outputs from 9 to 12 kW are available with liquid-cooled Kubota Super-Mini diesel engines, while 9 to 15 kW units can be specified with air-cooled Briggs & Stratton Vanguard or Kohler Command gasoline engines converted to CNG or LPG operation through carburetion conversion systems. All vapor fuel engines are equipped with vacuum safety shutdown, secondary regulator, electric fuel solenoid valve and flexible fuel lineOn most units, the engines power Gillette brushless generators with Capacitor Load Compensation (CLC) design. Some larger models utilize Marathon generators.
All of the gen-sets include Gillette's Kleen-Power power conditioning design, which yields an average of 7 percent harmonic distortion and no more than 125 total TIF. Utility power averages 3 percent harmonic distortion and 25 TIF, while some brushless, two-pole gen-sets can average 35 to 40 percent harmonic distortion and 250 TIF, according to Gillette.
The gen-sets are skid-mounted and the engine and generator are each mounted to the frame through elastomeric vibration mounts. Integral to the base is a day tank that can provide up to 8 hours continuous operation for the diesel gen-sets, the company said. Engine exhaust and heat from the generator are vented from the side and top of the enclosure through an insulated duct that can withstand temperatures as high as 1000 [degrees] F, the company said.
The lockable housings are fabricated aluminum construction with a Mil Standard 193 paint process. That process includes zinc washing, acid etching and epoxy and polyurethane coating, which is intended to provide a high degree of rust resistance. The interior can be specified with sound attenuating materials that dampen sound emissions to an average of 68 dB(A) at seven meters, the company said.
The automatic engine start-stop control integrates new Murphy microprocessor-based shutdowns, with visual indicators for overcrank, low oil pressure, high temperature and overspeed and generator/engine failure. The visual indicators can be viewed through the housing's tempered glass control window or on an optional interior mounted remote shutdown indicator panel.
The automatic transfer switch is based on Westinghouse switch components and conforms to UL 1008 standards. It is housed in a NEMA 1 metal enclosure. The Sentry-Pro gen-sets are also available without the automatic transfer switch for use with user-supplied transfer switches. They can also be specified with manual transfer switches, the company said
The Sentry-Pro units are housed within sound-attenuated weatherproof aluminum enclosures and are typically installed outside business or residences. Automatic transfer switch and engine start-stop control modules are remote mounted.
The gen-sets are available with a variety of power options. Units with outputs from 9 to 12 kW are available with liquid-cooled Kubota Super-Mini diesel engines, while 9 to 15 kW units can be specified with air-cooled Briggs & Stratton Vanguard or Kohler Command gasoline engines converted to CNG or LPG operation through carburetion conversion systems. All vapor fuel engines are equipped with vacuum safety shutdown, secondary regulator, electric fuel solenoid valve and flexible fuel lineOn most units, the engines power Gillette brushless generators with Capacitor Load Compensation (CLC) design. Some larger models utilize Marathon generators.
All of the gen-sets include Gillette's Kleen-Power power conditioning design, which yields an average of 7 percent harmonic distortion and no more than 125 total TIF. Utility power averages 3 percent harmonic distortion and 25 TIF, while some brushless, two-pole gen-sets can average 35 to 40 percent harmonic distortion and 250 TIF, according to Gillette.
The gen-sets are skid-mounted and the engine and generator are each mounted to the frame through elastomeric vibration mounts. Integral to the base is a day tank that can provide up to 8 hours continuous operation for the diesel gen-sets, the company said. Engine exhaust and heat from the generator are vented from the side and top of the enclosure through an insulated duct that can withstand temperatures as high as 1000 [degrees] F, the company said.
The lockable housings are fabricated aluminum construction with a Mil Standard 193 paint process. That process includes zinc washing, acid etching and epoxy and polyurethane coating, which is intended to provide a high degree of rust resistance. The interior can be specified with sound attenuating materials that dampen sound emissions to an average of 68 dB(A) at seven meters, the company said.
The automatic engine start-stop control integrates new Murphy microprocessor-based shutdowns, with visual indicators for overcrank, low oil pressure, high temperature and overspeed and generator/engine failure. The visual indicators can be viewed through the housing's tempered glass control window or on an optional interior mounted remote shutdown indicator panel.
The automatic transfer switch is based on Westinghouse switch components and conforms to UL 1008 standards. It is housed in a NEMA 1 metal enclosure. The Sentry-Pro gen-sets are also available without the automatic transfer switch for use with user-supplied transfer switches. They can also be specified with manual transfer switches, the company said
Speaking a hybrid language: thermal management specialist EMP finds growing opportunity in hybrid vehicle markets
As the interest and applications for medium- and heavy-duty hybrid vehicles has grown, there has been no shortage of suppliers looking to adapt what they do to gain a foothold in that intriguing niche. For some manufacturers, it's not a simple evolution. But for others, hybrid technology is already so close to what they do already as to make it a very short and obvious step.
One such company is Engineered Machined Products Inc. EMP is a significant supplier of engine water pumps to the diesel and high performance gasoline engine markets. The Escanaba, Mich., company has been on the cutting edge of engine thermal management concepts and has developed a range of computer-controlled electric fan and blower systems, electric thermostats and valves, electric air pumps and complete cooling modulesIt really has been," said David Allen, EMP's vice president of product development. "And I think it's because we know how to speak a lot of the language that the hybrid people are starting to speak--controllers, motors and what's the signal look like? We're even helping some generator manufacturers develop systems more compatible with what their hybrid customers are going to need one day.
"The only time it ever presents a unique challenge is when the hybrid generator manufacturer throws out some off the wall voltage that we have to deal with. But if it's a typical hybrid configuration where they run a nice clean dc bus at whatever voltage--it might be 300 V, it might be 24 V, it might be 42 V--it's great because that's one piece of the puzzle we then don't have to worry about--where are we going to get a little extra power from?
"We've been on over 40 different hybrids of various types so far. We've done some demonstrators and now have some production contracts in hybrids coming out in '08. So we're in a good position in that market."
Highlighting that position has been the launch of a series of what the company calls "diesel grade" components and modules specifically targeted toward OEMs manufacturing medium- and heavy-duty hybrid vehicles. Included in this range is EMP's Advanced Electric Cooling Systems (AECS) that are designed to offer electric engine cooling and secondary cooling for charge air, oil, transmission, EGR and HVAC systems.
By combining all thermal management components into a drop-in module that is controlled by sophisticated algorithms, a significant improvement in fuel economy and packaging can be realized. EMP has had a good deal of experience with the technology, which it has manufactured for the high performance engine market through its Stewart division.
One such company is Engineered Machined Products Inc. EMP is a significant supplier of engine water pumps to the diesel and high performance gasoline engine markets. The Escanaba, Mich., company has been on the cutting edge of engine thermal management concepts and has developed a range of computer-controlled electric fan and blower systems, electric thermostats and valves, electric air pumps and complete cooling modulesIt really has been," said David Allen, EMP's vice president of product development. "And I think it's because we know how to speak a lot of the language that the hybrid people are starting to speak--controllers, motors and what's the signal look like? We're even helping some generator manufacturers develop systems more compatible with what their hybrid customers are going to need one day.
"The only time it ever presents a unique challenge is when the hybrid generator manufacturer throws out some off the wall voltage that we have to deal with. But if it's a typical hybrid configuration where they run a nice clean dc bus at whatever voltage--it might be 300 V, it might be 24 V, it might be 42 V--it's great because that's one piece of the puzzle we then don't have to worry about--where are we going to get a little extra power from?
"We've been on over 40 different hybrids of various types so far. We've done some demonstrators and now have some production contracts in hybrids coming out in '08. So we're in a good position in that market."
Highlighting that position has been the launch of a series of what the company calls "diesel grade" components and modules specifically targeted toward OEMs manufacturing medium- and heavy-duty hybrid vehicles. Included in this range is EMP's Advanced Electric Cooling Systems (AECS) that are designed to offer electric engine cooling and secondary cooling for charge air, oil, transmission, EGR and HVAC systems.
By combining all thermal management components into a drop-in module that is controlled by sophisticated algorithms, a significant improvement in fuel economy and packaging can be realized. EMP has had a good deal of experience with the technology, which it has manufactured for the high performance engine market through its Stewart division.
Tuesday, November 28, 2006
It looks like the long-awaited diesel downturn will arrive in 1999 - Forecast '99
The good life couldn't last forever and we certainly have cheated traditional economics since at least 1995 (the year the economic downturn should have started). It just doesn't seem fair that 1999 diesel production would be determined by outside forces. After all, our economy is strong with inflation in check, low unemployment and the usual level of government involvement. Why did the Far East have to have an economic crisis and why can't we be international traders when all is well; and build a wall around us when overseas markets turn down?
We define North America as the United States and Canada which means North American diesel engine production is U.S., since there is no diesel engine production in Canada. The problem (or advantage depending on the viewpoint) is that the major North American diesel engine manufacturers are no longer North American. Most have plants, JV's, licensees or business arrangements in China, India, Brazil and Mexico (the IMF loan total for these alone would probably keep Greenspan awake nights!), as well as Western Europe and Japan. North American diesel production is not only affected by demand, but also by production costs which help determine worldwide plant location. Another warning of things to come is the U.S. trade deficit, which is at an all time high and growing. With domestic markets down, all the diesel engine importers are looking to export and the U.S. is the biggest target.
Traditionally, we use U.S. housing starts as our prime leading indicator for diesel engine production. North American diesel engine production for on-highway applications (trucks, buses and coaches) generally lags housing starts by six to nine months. Housing starts have been increasing since the last trough in 1991 with the exception of a breather in 1995, foretelling the 1996 decline in on-highway diesels.
We define North America as the United States and Canada which means North American diesel engine production is U.S., since there is no diesel engine production in Canada. The problem (or advantage depending on the viewpoint) is that the major North American diesel engine manufacturers are no longer North American. Most have plants, JV's, licensees or business arrangements in China, India, Brazil and Mexico (the IMF loan total for these alone would probably keep Greenspan awake nights!), as well as Western Europe and Japan. North American diesel production is not only affected by demand, but also by production costs which help determine worldwide plant location. Another warning of things to come is the U.S. trade deficit, which is at an all time high and growing. With domestic markets down, all the diesel engine importers are looking to export and the U.S. is the biggest target.
Traditionally, we use U.S. housing starts as our prime leading indicator for diesel engine production. North American diesel engine production for on-highway applications (trucks, buses and coaches) generally lags housing starts by six to nine months. Housing starts have been increasing since the last trough in 1991 with the exception of a breather in 1995, foretelling the 1996 decline in on-highway diesels.
Monday, November 27, 2006
New 250 kW portable load bank - Power Generation - Brief Article
Recognizing the demand for an updated version of its model K696 250 kW portable load bank, Avtron Manufacturing Inc., Cleveland, Ohio, has introduced the newest in its Millennium load bank line with that rating. When the Millennium load banks were introduced in 2000, they replaced older 250 kW and 360 kW models with advanced 200 kW and 400 kW units. Addressing the demand for a 250 kW size, Avtron developed the Millennium 250 with its up-to-date design.
The Millennium 250 is a high capacity, portable, and completely self- contained unit. It is designed to provide resistive loading at a full 250 kW at both 480 V and 240 M three-phase, 60 Hz in a convenient compact package The load bank is designed for routine load testing of standby diesel generator sets or for factory production line testing of uninterruptible power supplies, turbines or engine gen-sets.
The Millennium 250 features horizontal air discharge, which provides a low profile (33.75 in. wide x 50.25 in. high x 47.5 in. long) design for easy entry into confined areas along with digital metering and 5 kW load step resolution. Comprehensive safety circuitry includes branch circuit fusing on all load steps, wrong voltage protection, motor overload protection and overtemperature protection The load bank incorporates continuously supported resistor elements that are air-cooled by an integrally mounted three-phase blower and an aluminized steel enclosure with screened air inlet and exhaust openings. Voltages are available at 240/480, 480 or 600 V a.c. (60 Hz) and 400 Va.c. (50 Hz).
Designed to be easily operated by a single technician, the operator control panel includes a master load on-off switch, load step on-off industrial toggle switches, blower on-off push buttons with a blower failure light and blower and load voltage selector switches
The Millennium 250 is a high capacity, portable, and completely self- contained unit. It is designed to provide resistive loading at a full 250 kW at both 480 V and 240 M three-phase, 60 Hz in a convenient compact package The load bank is designed for routine load testing of standby diesel generator sets or for factory production line testing of uninterruptible power supplies, turbines or engine gen-sets.
The Millennium 250 features horizontal air discharge, which provides a low profile (33.75 in. wide x 50.25 in. high x 47.5 in. long) design for easy entry into confined areas along with digital metering and 5 kW load step resolution. Comprehensive safety circuitry includes branch circuit fusing on all load steps, wrong voltage protection, motor overload protection and overtemperature protection The load bank incorporates continuously supported resistor elements that are air-cooled by an integrally mounted three-phase blower and an aluminized steel enclosure with screened air inlet and exhaust openings. Voltages are available at 240/480, 480 or 600 V a.c. (60 Hz) and 400 Va.c. (50 Hz).
Designed to be easily operated by a single technician, the operator control panel includes a master load on-off switch, load step on-off industrial toggle switches, blower on-off push buttons with a blower failure light and blower and load voltage selector switches
Less idle time for locomotives - Stationary Power Products
EcoTrans Technologies has introduced an auxiliary power unit (APU) purpose-built for the rail transportation industry. The K9 APU system consists of an auxiliary diesel engine generator set and engine shutdown timer. Together, these two components can provide a significant reduction in the idle time of locomotive engines.
EcoTrans Technologies was formed as a joint venture between CSX Transportation and International Road & Rail Inc. for the purpose of marketing the K9 APU.
"Roughly 40 to 50 percent of the time that a locomotive is alive, it is idling," said Larry Biess, mechanical systems engineer for CSX Transportation. "We estimate that 15,000 to 16,000 gal. of fuel per year is burned while the locomotive is idling. The goal with this project was to come up with a way to take idle out of the duty cycle to save fuel and reduce emissions.
"We had looked at what the industry had to offer and didn't find anything that offered excess electrical capacity to do the kinds of things we wanted to do. We realized that if we put a 17 kW gen-set on a locomotive, we can keep the water warm, the batteries charged, the oil loose and improve operator comfort by having the cab cool in the summer and warm in the winter The K9 APU system is made up of a turbocharged Kubota V2003-T-B diesel engine rated 36 hp at 1800 rpm. The engine is directly coupled to a single-phase Mecc Alte SpA generator rated 16 kVa, 240 V at 60 Hz.
"The beautiful thing about this engine," said Bless," is that for each kW of electrical work, this unit sheds an additional kW of waste heat through the jacket water heater. It doesn't have a radiator. We have a water pump that recirculates locomotive water. The locomotive's water system and the Kubota's water system interface through the heat exchanger. It's a marine grade stainless steel water heater. The Kubota's cooling water system is ethylene glycol treated 50/50 standard automotive mix. One of the primary reasons we could never shut down is because we don't carry antifreeze on a locomotive.
"The locomotive cooling water is heated through the Kubota heat exchanger and through a heater tank which is on top of the unit that has three, 3 kW emersion heaters," Bless added. "In the center of that water tank there is also an oil heater which gives 1 kW of electrical heat to the lube oil, which is running through it. There is also some absorption of heat from the cooling water side through the 9 kW."
The K9 APU system sits atop a 20 gal. dry sump, which allows oil change intervals of two years. "Whenever this engine runs, it is pumping about a pint an hour of fresh oil into the crankcase and the excess flows back into a tank on the gen-set," Biess said. "Whenever K9 APU system runs, it's got a belt driven locomotive cooling water pump that comes on. It sits there as a parasitic load. We also have a hydraulic oil pump that circulates the locomotives lube oil.
"Whenever the K9 APU system runs, it also sends 240 V to a 74 Vd.c. battery charger keeping a charge on he locomotive batteries."
The K9 APU is a self-controlled system, Biess said. "We designed the system so that it can either be controlled by a computer or a thermostat or other simple analog instruments," he noted. "We can set it up so that it'll start on just about any parameter on a locomotive that an operator would concern themselves with -- air pressure, water temperature, ambient temperature. We can program it to start once a day to make sure we are keeping the 12 V system topped off."
While the K9 APU system is tied into the main locomotive system, if the K9 system fails, it will not affect locomotive performance. The K9 APU system is linked with the locomotive's emergency shutdown system so that if the locomotive is shutdown due to an emergency, all rotating equipment on the locomotive stops, including the K9 APU system
EcoTrans Technologies was formed as a joint venture between CSX Transportation and International Road & Rail Inc. for the purpose of marketing the K9 APU.
"Roughly 40 to 50 percent of the time that a locomotive is alive, it is idling," said Larry Biess, mechanical systems engineer for CSX Transportation. "We estimate that 15,000 to 16,000 gal. of fuel per year is burned while the locomotive is idling. The goal with this project was to come up with a way to take idle out of the duty cycle to save fuel and reduce emissions.
"We had looked at what the industry had to offer and didn't find anything that offered excess electrical capacity to do the kinds of things we wanted to do. We realized that if we put a 17 kW gen-set on a locomotive, we can keep the water warm, the batteries charged, the oil loose and improve operator comfort by having the cab cool in the summer and warm in the winter The K9 APU system is made up of a turbocharged Kubota V2003-T-B diesel engine rated 36 hp at 1800 rpm. The engine is directly coupled to a single-phase Mecc Alte SpA generator rated 16 kVa, 240 V at 60 Hz.
"The beautiful thing about this engine," said Bless," is that for each kW of electrical work, this unit sheds an additional kW of waste heat through the jacket water heater. It doesn't have a radiator. We have a water pump that recirculates locomotive water. The locomotive's water system and the Kubota's water system interface through the heat exchanger. It's a marine grade stainless steel water heater. The Kubota's cooling water system is ethylene glycol treated 50/50 standard automotive mix. One of the primary reasons we could never shut down is because we don't carry antifreeze on a locomotive.
"The locomotive cooling water is heated through the Kubota heat exchanger and through a heater tank which is on top of the unit that has three, 3 kW emersion heaters," Bless added. "In the center of that water tank there is also an oil heater which gives 1 kW of electrical heat to the lube oil, which is running through it. There is also some absorption of heat from the cooling water side through the 9 kW."
The K9 APU system sits atop a 20 gal. dry sump, which allows oil change intervals of two years. "Whenever this engine runs, it is pumping about a pint an hour of fresh oil into the crankcase and the excess flows back into a tank on the gen-set," Biess said. "Whenever K9 APU system runs, it's got a belt driven locomotive cooling water pump that comes on. It sits there as a parasitic load. We also have a hydraulic oil pump that circulates the locomotives lube oil.
"Whenever the K9 APU system runs, it also sends 240 V to a 74 Vd.c. battery charger keeping a charge on he locomotive batteries."
The K9 APU is a self-controlled system, Biess said. "We designed the system so that it can either be controlled by a computer or a thermostat or other simple analog instruments," he noted. "We can set it up so that it'll start on just about any parameter on a locomotive that an operator would concern themselves with -- air pressure, water temperature, ambient temperature. We can program it to start once a day to make sure we are keeping the 12 V system topped off."
While the K9 APU system is tied into the main locomotive system, if the K9 system fails, it will not affect locomotive performance. The K9 APU system is linked with the locomotive's emergency shutdown system so that if the locomotive is shutdown due to an emergency, all rotating equipment on the locomotive stops, including the K9 APU system
Sunday, November 26, 2006
A Westchester classic
Creating a state-of-the-art children's hospital requires innovative solutions that meet current and future needs of the facility. Sensitivity to the health and emotional needs of the children and families who use the facility is also a critical component of such a project. An example is the $85 million, 250,000-sq-ft Maria Fareri Children's Hospital on Woods Road at the Westchester Medical Center in Valhalla, NY.
One of the primary challenges facing the project team was to find ways to alleviate the stress of hospitalization for children and their families through design solutions. To accomplish this task, the project's design team, a tri-venture of architects NBBJ and Lothrop Associates and MEP and life-safety engineer, Syska Hennessy Group of Manhattan, created a distinctly child-friendly environment. For example, the outside of the facility has a very non-institutional look, appearing to be a large house to make children feel at home. In fact, since family, fun, and laughter contribute to the recovery process, a small park and a miniature golf course were constructed outside this new "house" Designed as a china friendly environment, the facility has numerous features intended to appeal to and amuse children. Lighting fixtures were chosen to create a soft nature/homelike ambiance. The lighting and HVAC systems were integrated into hospital displays, including the lobby's 5,000-gal fish tank, an authentic locomotive, a large doll collection, the David Cone/New York Yankees sports arcade, an actual fire engine cab, a resource center, a stage, a toy store, and a food court.
The third floor includes private rooms for parents. These suites, which are equipped with kitchens and dining areas, are part of a built-in Ronald McDonald House that allows parents of an ill child to stay overnight.
COMPLEX UTILITY RELOCATION
The design team was challenged prior to the start of construction when the owner wanted the new children's hospital sited on Woods Road so it would be prominently visible to passersby. Fulfilling this request required that the new three-level facility be located on top of the existing main hospital's utility tunnel. The solution was to relocate all of the utilities while keeping the main hospital operational. To achieve this, the utility tunnel was intercepted by constructing a new entrance outside the footprint of the new children's hospital. This took careful planning and phasing to keep the main hospital operational as utilities were switched over.
Provisions were made in the tunnel for utilities to serve the children's hospital. New valves for the steam and hot water were installed along with new junction boxes for the electrical service and terminal boxes for the telecommunications lines.
Before the children's hospital could be constructed, two existing buildings totaling 100,000 sq ft needed to be demolished. Prior to demolition, hospital staff and personnel (as well as patients who had been located in these two buildings) were relocated in a series of 30 moves to new, permanent space created in the main hospital and adjacent buildings.
As this task proceeded, other efforts were underway to make the hospital state-of-the-art and expandable for future needs. These focused on the HVAC, electrical service, life safety and security systems, all of which were tied into the new building's automated controls.
INTEGRATING MAJOR SYSTEMS INTO THE DESIGN
Major building systems in the children's hospital include three chillers. One of these is a 500-ton electric drive chiller and two are 500-ton gas-fired absorption chillers. The hybrid system was chosen to take advantage of the efficiencies of differing units at varying loads. There are also two 1,250 kW diesel generators, located in the penthouse and supplied by a 10,000-gal fuel oil storage tank. Provisions were made for space to accommodate a third generator at a future date.
In addition, 13 air handlers of various sizes were installed in keeping with the child-friendly "house" theme of the hospital's design. To achieve this, the units were located in the "attic" space beneath the hospital's peaked roof. This solution made excellent use of space while conforming to the architects' design.
High pressure steam is brought into the hospital from the utility tunnel at 125 psi. In order for the steam to be used for sterilizers at 60 psi, a pressure-reducing valve was installed. It was further reduced to 15 psi for the perimeter heating system, duct reheats, humidifiers, and steam preheat coils
One of the primary challenges facing the project team was to find ways to alleviate the stress of hospitalization for children and their families through design solutions. To accomplish this task, the project's design team, a tri-venture of architects NBBJ and Lothrop Associates and MEP and life-safety engineer, Syska Hennessy Group of Manhattan, created a distinctly child-friendly environment. For example, the outside of the facility has a very non-institutional look, appearing to be a large house to make children feel at home. In fact, since family, fun, and laughter contribute to the recovery process, a small park and a miniature golf course were constructed outside this new "house" Designed as a china friendly environment, the facility has numerous features intended to appeal to and amuse children. Lighting fixtures were chosen to create a soft nature/homelike ambiance. The lighting and HVAC systems were integrated into hospital displays, including the lobby's 5,000-gal fish tank, an authentic locomotive, a large doll collection, the David Cone/New York Yankees sports arcade, an actual fire engine cab, a resource center, a stage, a toy store, and a food court.
The third floor includes private rooms for parents. These suites, which are equipped with kitchens and dining areas, are part of a built-in Ronald McDonald House that allows parents of an ill child to stay overnight.
COMPLEX UTILITY RELOCATION
The design team was challenged prior to the start of construction when the owner wanted the new children's hospital sited on Woods Road so it would be prominently visible to passersby. Fulfilling this request required that the new three-level facility be located on top of the existing main hospital's utility tunnel. The solution was to relocate all of the utilities while keeping the main hospital operational. To achieve this, the utility tunnel was intercepted by constructing a new entrance outside the footprint of the new children's hospital. This took careful planning and phasing to keep the main hospital operational as utilities were switched over.
Provisions were made in the tunnel for utilities to serve the children's hospital. New valves for the steam and hot water were installed along with new junction boxes for the electrical service and terminal boxes for the telecommunications lines.
Before the children's hospital could be constructed, two existing buildings totaling 100,000 sq ft needed to be demolished. Prior to demolition, hospital staff and personnel (as well as patients who had been located in these two buildings) were relocated in a series of 30 moves to new, permanent space created in the main hospital and adjacent buildings.
As this task proceeded, other efforts were underway to make the hospital state-of-the-art and expandable for future needs. These focused on the HVAC, electrical service, life safety and security systems, all of which were tied into the new building's automated controls.
INTEGRATING MAJOR SYSTEMS INTO THE DESIGN
Major building systems in the children's hospital include three chillers. One of these is a 500-ton electric drive chiller and two are 500-ton gas-fired absorption chillers. The hybrid system was chosen to take advantage of the efficiencies of differing units at varying loads. There are also two 1,250 kW diesel generators, located in the penthouse and supplied by a 10,000-gal fuel oil storage tank. Provisions were made for space to accommodate a third generator at a future date.
In addition, 13 air handlers of various sizes were installed in keeping with the child-friendly "house" theme of the hospital's design. To achieve this, the units were located in the "attic" space beneath the hospital's peaked roof. This solution made excellent use of space while conforming to the architects' design.
High pressure steam is brought into the hospital from the utility tunnel at 125 psi. In order for the steam to be used for sterilizers at 60 psi, a pressure-reducing valve was installed. It was further reduced to 15 psi for the perimeter heating system, duct reheats, humidifiers, and steam preheat coils
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