Miratech Corp. has introduced CBS and MobiClean--two silicon carbide element soot trap product lines for diesel engines from 200 to 9400 hp that are adaptable to many common applications including power generation, marine propulsion and locomotives.
Both new Miratech soot trap products feature wall-flow, porous silicon carbide filters which provide superior thermal durability over metal fiber and cordierite filters. Stainless steel construction adds system strength, temperature resistance and insulation capability. In addition, easy maintenance access is designed into each product--CBS features side-access soot filter cleaning ports and MobiClean includes removable filter cassettes. Both product lines provide field-proven PM10 and 2.5 reduction, and both incorporate design from Swiss-based HUG Engineering, which is exclusively represented in North America from Miratech Corp.
"The unique compact design, heavy-duty construction and thermal resistance of both MobiClean and CBS provides a superior fine diesel particulate matter emission solution for a broad range of engines," said Bill Clary, Miratech vice president/sales, engineering and marketing. "Miratech's North American distributor network combined with our technical services capabilities provides the vital product support ingredient for this important product offering According to Miratech, most soot traps use engine exhaust heat to burn off, or oxidize, particulate matter in the diesel exhaust stream. This method, called passive regeneration, requires an engine exhaust temperature above 750[degrees] to 850[degrees]F to achieve oxidation. MobiClean provides the option of active regeneration, which is a method that does not depend on engine exhaust temperature in order to oxidize particulate matter. Because MobiClean utilizes duct burner technology, regeneration can occur at any engine load, which provides a real benefit for standby diesel generators that run unloaded the majority of the time.
MobiClean uses fewer components than other active regeneration methods, according to Miratech, but still achieves up to 99% soot reduction efficiency by actively regenerating particulate matter trapped on the surface of its silicon carbide filters. The particulate is regenerated by monitoring the back pressure on the engine and activating a diesel fuel duct burner to heat the exhaust, burn off soot accumulation and, thus, return back pressure to acceptable limits. Following regeneration, the soot leaves only a small amount of ash on the surface that can be blown or washed off during maintenance activities.
The company said that MobiClean's compact design provides active particulate regeneration for standby generator applications from 200 to 1600 hp. MobiClean can also be utilized on mobile application such as ships and locomotives. Because of its ability to attenuate sound, MobiClean may replace the need for an engine silencer or muffler in many cases. MobiClean meets PM regulations for South Coast Air Quality Management District (0.15 g/bph-hr) as well as for sub-micron PM considered carcinogenic.
Saturday, December 09, 2006
Enova Introduces Hybrid Drive Systems
Enova Systems of Torrance, California has a new hybrid drive systems for heavy-duty, urban transit, and delivery vehicles from Class 5 through Class 7, as well as mid-sized to large urban transit buses.
Ideally suited for heavy duty urban delivery and urban transit applications, these systems include a high torque electric drive system, all electric accessories, energy management, energy storage, and power generation. They can also be configured to generate alternating current electricity for other applications such as plug-in power tools.
Enova's new diesel generator delivers 6OkW of continuous power and integrates seamlessly with Enova's 12OkW and 24OkW drive systems and its other digital power management components. The generator is powered by a 2.5 liter Euro-3 turbo diesel and power generation is controlled by the on-board energy management system. The driver has the option of turning off the generator when silent operation is preferred. In an urban transit or urban delivery cycle, the systems are expected to deliver 40 to 60% in fuel savings, reduced brake maintenance costs, and significant reduction in nitrous oxide (NOx), carbon monoxide (CO), and other particulate matter emissions when compared with conventional internal combustion diesel powered vehicles in a similar environment.
Friday, December 08, 2006
Engelhard Corp
Engelhard Corp. is supplying three enabling catalyst technologies to reform hydrocarbon fuels in a new hydrogen generator operated by Detroit Edison. The Engelhard catalysts are used to help reform hydrocarbons into hydrogen, which then can be used for industrial use or in fuel cell applications to produce electrical energy. Engelhard catalysts will be utilized in Plug Power Inc.'s GenSite hydrogen generator unit at the St. Clair power plant. Plug Power supplied the generator, which is expected to be operational early this year. The GenSite system will augment St. Clair's existing liquid hydrogen infrastructure and provide a significant portion of the hydrogen needed for the power plant's daily operations. The hydrogen will be used to provide cooling to six generator units currently in operation at the St. Clair facility.
Hot Water Pressure Washer supports 2-gun operation
water temperature of 200[degrees]F while delivering cleaning power of 5.2-7.8 gpm at pressures from 3,000-3,200 psi. Products support dual cleaning wands that operate simultaneously. Insulated shut-off spray gun is fitted with swivel crimp to prevent hose tangles, while stainless steel, variable pressure wand facilitates user-adjustment to water pressure while cleaning.
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Landa, North America's largest manufacturer of industrial pressure washers, has introduced a new line of portable hot water pressure washers capable of supporting two spray wands that clean with a high-pressure spray heated to 200[degrees]F.
The six SLT models deliver cleaning power of 5.2 to 7.8 gallons per minute (GPM) and 3000 to 3200 pounds per square inch (PSI). All can sustain operational water temperature of 200[degrees] F-ideal for cleaning fifth wheels and other extra-tough greasy tasks that require optimal heat to melt away the grime.
The SLT series is also capable of supporting two cleaning wands that operate simultaneously. An insulated, high-capacity, shut-off spray gun is fitted with a swivel crimp to prevent hose tangles. And the stainless steel, variable pressure wand makes it easy to adjust the water pressure while cleaning.
The SLT also features an impressive, large volume heating coil, consisting of 300 feet of cold-rolled, 3/4-inch Schedule 80 steel pipe. The coil is covered by a stainless steel upper wrap and the water is heated using a burner fueled by diesel or heating oil. The large, metal fuel tanks offer hours of uninterrupted operation.
Honda gasoline engines power two of the models while four others are driven by either a Lombardini diesel or Vanguard gasoline engine. Each has a Landa pump, with a 7-year warranty, and features a 2000W generator with a 120V power outlet.
While it boasts a rugged frame, constructed of 2-by-4-inch box channel steel 1/8-inch thick, the SLT still has a compact footprint of only 55-by-32 inches. It stands 51-inches tall. Six large vibration isolators prevent the action of the pump and engine from passing through the entire unit to extend the life of the pressure washer. All the units are plumbed for receiving water from a faucet or a water tank feed for remote jobs.
The engine and pump are connected with a durable, cast iron pulley system with dual V-cogged belts for cool operation and longer pump life. The belts can be tightened easily with a single bolt using Landa's unique true-track belt adjustment.
Thursday, December 07, 2006
New MTU power unit developed
A NEW environmentally-friendly power unit for power cars has been developed by MTU, Germany. The MTU Sports Stage 3A-PowerPack is a low-emission compact drive unit incorporating a 6H-1800 engine which has been upgraded to perform at up to 360kW.
The new unit, based on the original PowerPack unit developed two years ago with a 350kW 6H-1800 engine, will meet new European Union Stage 3A regulations on emissions which are due to be introduced in 2006. MTU hopes to begin trials of the unit in a Turbostar dmu next year.
Like its predecessor, the new modular unit offers a complete system for subfloor drive in power cars. It comprises the engine, transmission/generator, hydraulics, cooling system, oil and air filter system, exhaust system, and compressors, plus peripheral components for the drive and power supply.
The latest model is lighter in weight as well as more powerful. It has a six-cylinder horizontal motor with a 12.8-1itre cubic capacity. The engine is designed using four-valve technology and has a high-power injection system in which the pumps are equipped with solenoid valves. A two-cylinder brake air compressor and an enlarged oil pan with a capacity of more than 40 litres supplement the fittings.
MTU says the modular construction of the Stage 3A-PowerPack means that it can be customised to adapt to most standard vehicle types. A varied range of components and auxiliary units can be integrated into the robust common frame, including components for onboard power supply, climate control, and the oil and air filter system. All mechanical and electrical interfaces within the overall system are retained. The PowerPack can be supplied with a diesel-mechanical, diesel-hydraulic, or diesel-electric power system.
The new unit, based on the original PowerPack unit developed two years ago with a 350kW 6H-1800 engine, will meet new European Union Stage 3A regulations on emissions which are due to be introduced in 2006. MTU hopes to begin trials of the unit in a Turbostar dmu next year.
Like its predecessor, the new modular unit offers a complete system for subfloor drive in power cars. It comprises the engine, transmission/generator, hydraulics, cooling system, oil and air filter system, exhaust system, and compressors, plus peripheral components for the drive and power supply.
The latest model is lighter in weight as well as more powerful. It has a six-cylinder horizontal motor with a 12.8-1itre cubic capacity. The engine is designed using four-valve technology and has a high-power injection system in which the pumps are equipped with solenoid valves. A two-cylinder brake air compressor and an enlarged oil pan with a capacity of more than 40 litres supplement the fittings.
MTU says the modular construction of the Stage 3A-PowerPack means that it can be customised to adapt to most standard vehicle types. A varied range of components and auxiliary units can be integrated into the robust common frame, including components for onboard power supply, climate control, and the oil and air filter system. All mechanical and electrical interfaces within the overall system are retained. The PowerPack can be supplied with a diesel-mechanical, diesel-hydraulic, or diesel-electric power system.
Hybrid shunter offers high fuel economy: RailPower Technologies, Canada, is having considerable success with its environmentally-friendly hybrid shunt
GREEN Goat is designed to be much more environmentally-friendly than traditional diesel shunters. It is produced by remanufacturing existing shunting locomotives, and replacing the diesel engine with a small Tier II/Tier III diesel generating set and large banks of recyclable lead-acid batteries.
RailPower says that compared with a conventional shunter in the 750 to 1500kW range, Green Goat will produce fuel savings of between 40 and 60%, and cut nitrogen oxide and particulate emissions by 80 to 90% and greenhouse gas emissions by 40 to 60% depending on the duty cycle.
The remanufacturing process starts with the reconditioning of all components below the underframe. This includes overhauling the traction motors and rebuilding the bogies. Everything inside the locomotive is stripped out to make way for the new components. These consist of a microprocessor control system with wheel slip control, the generator set, an ac-motor-driven air compressor, and specially designed maintenance-free VRLA VGM batteries.
The digital electronic management of the transfer of energy to the batteries is designed to provide power from the batteries the moment it is required, and avoids the need for the locomotive to warm up. RailPower says that this, together with better wheel slip control, means that Green Goat is able to generate about 35% more starting tractive effort than conventional shunters. Green Goat is available in two versions: the GK10B 750kW shunter and the GG20B 1500kW unit. Both have a maximum speed of 100km/h, are capable of multiple operation, and have a B-B wheel arrangement. The GK10B has a 90kW Perkins diesel engine generating set, whereas the GG20B is fitted with a Caterpillar C9/Leroy Somer 200kW unit.
In July, the Texas Emission Reduction Program approved $US 24.4 million in funds to enable three Class 1 railways, two regional railways, and three operators of industrial shunters to purchase more than 25 Green Goat locomotives. This is part of a project by Texas to invest more than $US 100 million a year up to 2008 in schemes designed to improve air quality in Houston, Dallas/Fort Worth, and other urban areas with high levels of pollution.
In August, RailPower signed a memorandum of understanding with United Goninan, Australia, to market the Green Goat in Australia and southeast Asia. "There are a number of key areas around the world which we believe represent great market opportunities for our technology," said Mr Jim Maier, president and CEO of RailPower. He described United Goninan as "the ideal partner for RailPower" in this new market. Also in August, Amtrak agreed to lease a Green Goat shunter on a 60-day lease to shunt passenger coaches.
On September 23, the US Department of Transportation's (DOT) Volpe National Transportation System Center ordered three Green Goats for use in army bases in Barstow and Sierra, California, and Fort Lewis, Washington. "This order comes after a lengthy due diligence process," Maier said. "The US government has hundreds of switcher locomotives. The order brings with it the potential for wider adoption of the technology throughout the US military and DOT locomotive fleets.'
RailPower says that compared with a conventional shunter in the 750 to 1500kW range, Green Goat will produce fuel savings of between 40 and 60%, and cut nitrogen oxide and particulate emissions by 80 to 90% and greenhouse gas emissions by 40 to 60% depending on the duty cycle.
The remanufacturing process starts with the reconditioning of all components below the underframe. This includes overhauling the traction motors and rebuilding the bogies. Everything inside the locomotive is stripped out to make way for the new components. These consist of a microprocessor control system with wheel slip control, the generator set, an ac-motor-driven air compressor, and specially designed maintenance-free VRLA VGM batteries.
The digital electronic management of the transfer of energy to the batteries is designed to provide power from the batteries the moment it is required, and avoids the need for the locomotive to warm up. RailPower says that this, together with better wheel slip control, means that Green Goat is able to generate about 35% more starting tractive effort than conventional shunters. Green Goat is available in two versions: the GK10B 750kW shunter and the GG20B 1500kW unit. Both have a maximum speed of 100km/h, are capable of multiple operation, and have a B-B wheel arrangement. The GK10B has a 90kW Perkins diesel engine generating set, whereas the GG20B is fitted with a Caterpillar C9/Leroy Somer 200kW unit.
In July, the Texas Emission Reduction Program approved $US 24.4 million in funds to enable three Class 1 railways, two regional railways, and three operators of industrial shunters to purchase more than 25 Green Goat locomotives. This is part of a project by Texas to invest more than $US 100 million a year up to 2008 in schemes designed to improve air quality in Houston, Dallas/Fort Worth, and other urban areas with high levels of pollution.
In August, RailPower signed a memorandum of understanding with United Goninan, Australia, to market the Green Goat in Australia and southeast Asia. "There are a number of key areas around the world which we believe represent great market opportunities for our technology," said Mr Jim Maier, president and CEO of RailPower. He described United Goninan as "the ideal partner for RailPower" in this new market. Also in August, Amtrak agreed to lease a Green Goat shunter on a 60-day lease to shunt passenger coaches.
On September 23, the US Department of Transportation's (DOT) Volpe National Transportation System Center ordered three Green Goats for use in army bases in Barstow and Sierra, California, and Fort Lewis, Washington. "This order comes after a lengthy due diligence process," Maier said. "The US government has hundreds of switcher locomotives. The order brings with it the potential for wider adoption of the technology throughout the US military and DOT locomotive fleets.'
Natural Gas Fuel Cell Power Generator For Japan - Brief Article
Ballard Power Systems said its subsidiary, Ballard Generation Systems, has signed an agreement with Tokyo Gas, Ebara Ballard, and Ebara Corp. to develop a fuel processor for a 1 kW natural gas-fueled fuel cell power generator targeted toward the Japanese residential market. The agreement involves collaboration in the development of a fuel processor, which will be incorporated by Ebara Ballard in the proton exchange membrane (PEM) fuel cell power generator. The cogeneration unit will be designed to provide electric power for Japanese homes and apartments, as well as heat for space heating and hot water. Ebara Ballard is a jointly held company of Ebara Corp. and Ballard Generation Systems dedicated to manufacturing and marketing Ballard fuel cell power generators in Japan
Twin diesels to power "green" switching locomotive
When it comes to locomotives, the Union Pacific Railroad fleet is considered by many to be the "greenest" in the U.S. railroad industry. In the past five years, 35% of Union Pacific's locomotive fleet has been certified under EPA Tier Zero standards (44% less than the average NOx emission rate of locomotives manufactured prior to the implementation of EPA regulations in 2000) or Tier 1 standards (56% less than the average N[O.sub.x] emission rate of locomotives manufactured prior to the implementation of the EPA rules). Additionally, its 3000 to 4400 hp diesel locomotives that pull heavy-tonnage freight trains over long distances between cities emit only one-third as much N[O.sub.x] compared to over-the-road diesel trucks when measured in emissions per-gross-ton-mile. This can be attributed largely to the greater efficiency of steel wheels on steel rails.
In the future, UP's medium- to heavy-duty switching locomotives used in and around rail yards could also produce less emissions as well as consume less fuel. For instance, UP recently ordered a prototype low emissions switch (LES) locomotive being developed by the National Railway Equipment Co., Dixmoor, Ill. The prototype switcher is based on a system architecture proposed by Newage AVK SEG, the electrical machine unit of Cummins Inc. and NRE Electronics, and uses Cummins QSK19 engines developed for construction equipment The two Cummins inline six-cylinder diesel engines, each with 19 L displacement, will replace the single 1500 hp EMD 12-cylinder 645-series (12-645E) naturally aspirated diesel engine now used in the MP 1500 DC switching locomotive. The locomotive being converted was originally delivered to the former-Southern Pacific Railroad in December 1974.
The two engines each produce a total output of 700 hp, giving the converted switcher locomotive a 1400 hp rating. The engines each produce a massive 1970 lb.ft. peak torque. Peak power for this configuration will be available at 1800 rpm compared to an industry standard 2100 rpm. This results in higher fuel efficiency and reduced noise, the company said. No special modifications from the standard QSK19-C were made for this application.
Like any conventional diesel-electric locomotive, each engine powers a rail specification Newage HC5 generator specifically engineered for this application. These generators power the electric traction motors driving each set of wheels. The converted locomotive will retain its EMD D77 direct current traction motors.
This new switching locomotive is expected to reduce N[O.sub.x] by 70% and particulate matter by approximately 45% from EPA Locomotive Tier 2 levels. Based on the Association of American Railroads (AAR) duty cycle for switching locomotives, it is estimated that as much as a 15% reduction in fuel consumption can be achieved. The LES will offer other advantages with respect to durability and long-term operating costs. The engine will go 30,000 hours between overhaul with an estimated 10-year-plus engine life, according to AAR standards for medium-duty cycle engines. The plug-and-play design for all major components means reduced maintenance downtime.
The LES incorporates advanced electrical equipment, including an ac to dc traction horsepower motor controller/ dc chopper to individually control the amount of power supplied to each traction motor for enhanced adhesion between wheels and track. A low-voltage power supply (LVPS) featuring a 480 Vac to 72 Vdc rectifier/transformer provides up to 10 kW of 72 Vdc electrical power for heating, headlights, ditch lights, and auxiliary lighting, all MU (multiple unit) trail-dine propulsion and operating controls functions and for charging the locomotive's battery.
An auxiliary drive power supply ADPS featuring a 690 Vac to 480 Vac transformer is installed on units equipped with a 690 Vac alternator in order to achieve higher track speeds. This ADPS provides 70 kVA of 480 Vac power for the new air compressor drive and traction motor drive motors plus auxiliary cab accessory power. The NRE Electronics-Microprocessor System (NFORCE) manages and controls all propulsion functions, engine/generator set stop/start functions, alarm and fault logging, operator interface functions and red-time diagnostic monitoring.
In the future, UP's medium- to heavy-duty switching locomotives used in and around rail yards could also produce less emissions as well as consume less fuel. For instance, UP recently ordered a prototype low emissions switch (LES) locomotive being developed by the National Railway Equipment Co., Dixmoor, Ill. The prototype switcher is based on a system architecture proposed by Newage AVK SEG, the electrical machine unit of Cummins Inc. and NRE Electronics, and uses Cummins QSK19 engines developed for construction equipment The two Cummins inline six-cylinder diesel engines, each with 19 L displacement, will replace the single 1500 hp EMD 12-cylinder 645-series (12-645E) naturally aspirated diesel engine now used in the MP 1500 DC switching locomotive. The locomotive being converted was originally delivered to the former-Southern Pacific Railroad in December 1974.
The two engines each produce a total output of 700 hp, giving the converted switcher locomotive a 1400 hp rating. The engines each produce a massive 1970 lb.ft. peak torque. Peak power for this configuration will be available at 1800 rpm compared to an industry standard 2100 rpm. This results in higher fuel efficiency and reduced noise, the company said. No special modifications from the standard QSK19-C were made for this application.
Like any conventional diesel-electric locomotive, each engine powers a rail specification Newage HC5 generator specifically engineered for this application. These generators power the electric traction motors driving each set of wheels. The converted locomotive will retain its EMD D77 direct current traction motors.
This new switching locomotive is expected to reduce N[O.sub.x] by 70% and particulate matter by approximately 45% from EPA Locomotive Tier 2 levels. Based on the Association of American Railroads (AAR) duty cycle for switching locomotives, it is estimated that as much as a 15% reduction in fuel consumption can be achieved. The LES will offer other advantages with respect to durability and long-term operating costs. The engine will go 30,000 hours between overhaul with an estimated 10-year-plus engine life, according to AAR standards for medium-duty cycle engines. The plug-and-play design for all major components means reduced maintenance downtime.
The LES incorporates advanced electrical equipment, including an ac to dc traction horsepower motor controller/ dc chopper to individually control the amount of power supplied to each traction motor for enhanced adhesion between wheels and track. A low-voltage power supply (LVPS) featuring a 480 Vac to 72 Vdc rectifier/transformer provides up to 10 kW of 72 Vdc electrical power for heating, headlights, ditch lights, and auxiliary lighting, all MU (multiple unit) trail-dine propulsion and operating controls functions and for charging the locomotive's battery.
An auxiliary drive power supply ADPS featuring a 690 Vac to 480 Vac transformer is installed on units equipped with a 690 Vac alternator in order to achieve higher track speeds. This ADPS provides 70 kVA of 480 Vac power for the new air compressor drive and traction motor drive motors plus auxiliary cab accessory power. The NRE Electronics-Microprocessor System (NFORCE) manages and controls all propulsion functions, engine/generator set stop/start functions, alarm and fault logging, operator interface functions and red-time diagnostic monitoring.
Wednesday, December 06, 2006
LuK: an abundance of transmission options
Considering that one in every four cars that rolls off assembly lines around the world is fitted with one of its clutches, very little is known about LuK, part of the Schaeffler Group, Germany's largest family owned business. However, this subsidiary has a portfolio of interesting products that include the dual mass flywheel, the twin clutch gearbox, the belt-driven starter generator and a continuously variable transmission (CVT). Additionally, it is the worldwide leader in tractor clutches. Transmission technology has developed into an innovative driving force in the automotive industry with both autoshift and twin-clutch gearboxes providing alternatives to conventional automated transmissions. For LuK, these gearbox variants comprise its XSG family that embraces Electronic Clutch Management (ECM), which dispenses with the clutch pedal, the Auto Shift Gearbox (ASG), where the actual gear shifting is automated, and the Uninterrupted Shift Gearbox (USG), where a partial filling of the torque interruption during a gearshift is achieved with an additional clutch. It also includes the Parallel Shift Gearbox (PSG), which belongs to the twin-clutch gearbox group, and the Electrical Shift Gearbox (ESG), in which a starter-generator is coupled in parallel to one of the two input shafts. It is the twin-clutch PSG that excites Dr. Peter Gutzmer, LuK president and CEO, who had spent 17 years with Porsche working in various positions in engine and vehicle development. Known as DSG--Direct Shift Gearbox--in Volkswagen-Audi parlance, it combines the advantages of a conventional six-speed manual-shift gearbox with the qualities possessed by a modern automatic transmission. The driver enjoys immense agility and driving pleasure with smooth, dynamic acceleration without any interruption to the power flow. The technical basis of the DSG, developed in the VW-Audi case by BorgWarner, is a double clutch. It consists of two wet plate-type clutches with hydraulically regulated contact pressure. One of the two clutches engages the odd-numbered and the other the even-numbered gears. This principle enables gearshifts to be made without interrupting the power flow and keeps the shift times extremely short. While the first clutch is transmitting the power, the second clutch is ready to engage the next gear, which is pre-selected. When the driver makes the gearshift, the first clutch is released and the second engages, so that the gear shift takes place in a fraction of a second. The driver can operate the DSG manually or allow changes to take place automatically. In the automatic mode there is a choice between the well-balanced, comfortable standard shift settings and a program with greater sports emphasis. Manual shifts are made either at the gear lever or at shift paddles behind the steering wheel. "I believe very strongly that within the next five years we will see this kind of transmission being more widely offered, especially in Europe," says Gutzmer. "It has several advantages with the fuel economy being for me more or less the hidden one. It has greater agility and driving comfort at the same time and this is what you really can tell. The customer also feels like a Formula One driver!"
Building on the PSG concept is ESG, in which a starter-generator is linked to one of the gearbox shafts. Advantages include functions such as start/stop, energy recuperation by regenerative braking and electric powered driving, all with a compact design. Furthermore, with the combustion engine switched off, the air conditioning system can be operated using the electric motor. The ESG can result in reduced fuel consumption over 20% compared to a manual gearbox. "Looking to the future we see hybrid solutions," says Gutzmer. "To reduce fuel consumption and emissions even further, the combustion engine will only be used when needed. We will see start/stop, and electrically supported driving, but the applications might be different in different parts of the world."
An important part of the argument in favor of the automation of manual transmissions is the improvement in fuel consumption, says Gutzmer. If the manual transmission is taken as a basis, automatic transmissions suffer from greater fuel consumption at the same shift point selection due to hydraulic power loss. Automatic transmissions and automated gearboxes can use the choice of more favorable operating points in the engine map for shift point selection to their advantage, resulting in reduced fuel consumption in legally defined cycles. Moreover, this reduction in fuel consumption through automatic shift point selection is also realized in practice, since the average driver using a manual transmission generally avoids driving at economic low engine speeds.
Building on the PSG concept is ESG, in which a starter-generator is linked to one of the gearbox shafts. Advantages include functions such as start/stop, energy recuperation by regenerative braking and electric powered driving, all with a compact design. Furthermore, with the combustion engine switched off, the air conditioning system can be operated using the electric motor. The ESG can result in reduced fuel consumption over 20% compared to a manual gearbox. "Looking to the future we see hybrid solutions," says Gutzmer. "To reduce fuel consumption and emissions even further, the combustion engine will only be used when needed. We will see start/stop, and electrically supported driving, but the applications might be different in different parts of the world."
An important part of the argument in favor of the automation of manual transmissions is the improvement in fuel consumption, says Gutzmer. If the manual transmission is taken as a basis, automatic transmissions suffer from greater fuel consumption at the same shift point selection due to hydraulic power loss. Automatic transmissions and automated gearboxes can use the choice of more favorable operating points in the engine map for shift point selection to their advantage, resulting in reduced fuel consumption in legally defined cycles. Moreover, this reduction in fuel consumption through automatic shift point selection is also realized in practice, since the average driver using a manual transmission generally avoids driving at economic low engine speeds.
Effects of Compliant Geartrains on Engine Noise and Performance
Geartrain rattle has been an issue in heavy-duty diesel engines for a number of years, affecting not only noise hut also engine performance and durability. A project at Caterpillar that completely removed the front geartrain from the engine (all ancillary devices and drove the camshaft from the rear) demonstrated a large noise reduction potential in heavy-duty diesel engines. This work prompted an effort to identify production viable devices that would reduce engine noise through geartrain compliance without affecting performance or the engine envelope. This article shows that compliant geartrains effectively reduce gear rattle (and hence noise), increase the life of geartrain components, and may even improve the performance of the engine.
Within the heavy-duty diesel engine community, gear rattle has been an issue for many years. Gear rattle is the phenomenon during which gear teeth come out of mesh and are forced back into mesh by a backside tooth impact. More complete descriptions of gear rattle, especially the modeling of the phenomenon, are described in the literature.1,2 Note, though, that while the automotive industry deals with gear rattle at certain conditions (normally low idle), mechanically injected heavy-duty diesel engines usually exhibit gear rattle at most operating conditions if not properly dealt with. This has been further exasperated by the need to reduce gaseous emissions in diesel engines, which has been partially accomplished with elevated cylinder peak pressures and injection pressures.A previous unpublished Caterpillar project demonstrated a large noise reduction by completely removing the front geartrain from a heavy-duty diesel engine (all ancillary devices and drove the camshaft from the rear). Thus, Caterpillar has focused its efforts on geartrain noise in the past few years. Traditional gear rattle literature suggests the following for gear rattle reduction: modified gear positioning, modified phasing, mass variation of gears, mechanical pre-load system, viscous dampers, changed number of teeth, modified engagement factor/helix angle, or modified backlashes.1'2 While these methods can be useful for fine-tuning geartrains, larger changes are necessary for significant noise reductions.
Several options were considered that parallel the investigations of Zhao.3 Specifically, the focus was on introducing additional compliance in the geartrain while maintaining cam to crank timing. Croker's relationship for rattle in heavy-duty diesel engine geartrains4 (Figure 1) shows a nonlinear jump where increased backlash quickly becomes beneficial. Tolerance restrictions in heavy-duty diesel engines can make it very costly to take advantage of tight backlash; therefore large backlash is the desirable region of operation. This concept of increased backlash was combined with nonlinear, frequency-dependant isolation principles to reduce rattle. While the specifics of the actual hardware remain undisclosed, this article will discuss the effects of this compliance on engine noise, gear loads and engine performance.
Geartrain Isolation
Due to the impulsive nature of reciprocating engines, crankshafts do not rotate at constant speeds, but instead often vary from 3-5% within one cycle of rotation. Additionally, the masselastic system of the flywheel-crankshaft-damper has torsional modes which, when excited, add to this speed variation as well. see Figure 2 for a typical time history of crank speed at a lug condition. Thus, for the first engine to be quieted, devices were devised to isolate the geartrain from this rattle-producing event. One such device effectively places a nonlinear, tuned torsional spring between the crankshaft and crank gear. The geartrain in Figure 3 for Engine A shows the location of the crankshaft gear, which was where this device was located.
Even though the geartrain was now isolated from the crankshaft torsionals, rattle still existed in the geartrain. The impulsive nature of mechanical fuel injection systems also causes the camshaft speed to vary 3-6%. This speed variation was causing the rest of the geartrain to rattle. To address the issue of camshaft induced geartrain rattle, another device was needed to isolate the geartrain from cam-induced excitation. This device isolated the rest of the geartrain from these cam torsionals. Note that further torsional activity comes from the pumps, but this study found that these pump torsionals were negligible in this geartrain.
The layout of the geartrain for the second engine on which a compliant device was pursued is shown in Figure 4 (Engine B). Note the significant differences between the two geartrains. Instead of separating the cam and crank by four meshes, this engine is only separated by two. Additionally, due to some size restrictions at the crankshaft, similar devices from the previous engine could not be applied. Instead, new devices were constructed that replaced both of the idler gears in mesh with the crank gear. The cam-to-crank idler gear isolated the camshaft and crankshaft from each other, as well as isolating the pumps from the crank and cam torsionals. The other idler gear isolated the pumps from the crankshaft torsionals. Although the method by which compliance was achieved for these devices differed from previous geartrain treatments, the general trends of the effects of isolation remained the same
Within the heavy-duty diesel engine community, gear rattle has been an issue for many years. Gear rattle is the phenomenon during which gear teeth come out of mesh and are forced back into mesh by a backside tooth impact. More complete descriptions of gear rattle, especially the modeling of the phenomenon, are described in the literature.1,2 Note, though, that while the automotive industry deals with gear rattle at certain conditions (normally low idle), mechanically injected heavy-duty diesel engines usually exhibit gear rattle at most operating conditions if not properly dealt with. This has been further exasperated by the need to reduce gaseous emissions in diesel engines, which has been partially accomplished with elevated cylinder peak pressures and injection pressures.A previous unpublished Caterpillar project demonstrated a large noise reduction by completely removing the front geartrain from a heavy-duty diesel engine (all ancillary devices and drove the camshaft from the rear). Thus, Caterpillar has focused its efforts on geartrain noise in the past few years. Traditional gear rattle literature suggests the following for gear rattle reduction: modified gear positioning, modified phasing, mass variation of gears, mechanical pre-load system, viscous dampers, changed number of teeth, modified engagement factor/helix angle, or modified backlashes.1'2 While these methods can be useful for fine-tuning geartrains, larger changes are necessary for significant noise reductions.
Several options were considered that parallel the investigations of Zhao.3 Specifically, the focus was on introducing additional compliance in the geartrain while maintaining cam to crank timing. Croker's relationship for rattle in heavy-duty diesel engine geartrains4 (Figure 1) shows a nonlinear jump where increased backlash quickly becomes beneficial. Tolerance restrictions in heavy-duty diesel engines can make it very costly to take advantage of tight backlash; therefore large backlash is the desirable region of operation. This concept of increased backlash was combined with nonlinear, frequency-dependant isolation principles to reduce rattle. While the specifics of the actual hardware remain undisclosed, this article will discuss the effects of this compliance on engine noise, gear loads and engine performance.
Geartrain Isolation
Due to the impulsive nature of reciprocating engines, crankshafts do not rotate at constant speeds, but instead often vary from 3-5% within one cycle of rotation. Additionally, the masselastic system of the flywheel-crankshaft-damper has torsional modes which, when excited, add to this speed variation as well. see Figure 2 for a typical time history of crank speed at a lug condition. Thus, for the first engine to be quieted, devices were devised to isolate the geartrain from this rattle-producing event. One such device effectively places a nonlinear, tuned torsional spring between the crankshaft and crank gear. The geartrain in Figure 3 for Engine A shows the location of the crankshaft gear, which was where this device was located.
Even though the geartrain was now isolated from the crankshaft torsionals, rattle still existed in the geartrain. The impulsive nature of mechanical fuel injection systems also causes the camshaft speed to vary 3-6%. This speed variation was causing the rest of the geartrain to rattle. To address the issue of camshaft induced geartrain rattle, another device was needed to isolate the geartrain from cam-induced excitation. This device isolated the rest of the geartrain from these cam torsionals. Note that further torsional activity comes from the pumps, but this study found that these pump torsionals were negligible in this geartrain.
The layout of the geartrain for the second engine on which a compliant device was pursued is shown in Figure 4 (Engine B). Note the significant differences between the two geartrains. Instead of separating the cam and crank by four meshes, this engine is only separated by two. Additionally, due to some size restrictions at the crankshaft, similar devices from the previous engine could not be applied. Instead, new devices were constructed that replaced both of the idler gears in mesh with the crank gear. The cam-to-crank idler gear isolated the camshaft and crankshaft from each other, as well as isolating the pumps from the crank and cam torsionals. The other idler gear isolated the pumps from the crankshaft torsionals. Although the method by which compliance was achieved for these devices differed from previous geartrain treatments, the general trends of the effects of isolation remained the same
Tuesday, December 05, 2006
Air starters
A brochure is now available from Tech Development Inc. (TDI) on its line of engine air starters for oil & gas applications. The TurboTwin starters are available for gas compressors and generator sets driven by engines up to 70 L. Curves, diagrams and tables detail the line's features and performance in different applications.
Is the Coast Guard's future green?
In an effort by the Coast Guard to address the problem of unabated fossil fuel consumption and harmful emissions, a team of Coast Guard cadets are working on the second phase of a project studying the feasibility of Coast Guard vessels operating on biodiesel fuel.
A 41-foot utility boat, nicknamed "soy boat," has been outfitted with twin engines fed by separate fuel tanks that cadets will use to run a side-by-side comparison of biodiesel to regular diesel. One of the engines will run on a B20 blend of biodiesel fuel--consisting of 20 percent soy oil to 80 percent traditional diesel. Researchers have found that soy-based oil, a renewable resource, generally behaves better in cold weather when compared to most other forms of biodiesel fuels and is therefore the preferred choice of a non-petroleum-based product for all-weather use.
For five mechanical engineering majors--First Class Cadets Rebecca Lenberg, Richard Szoka, Ryan Hawn, Michael Adams, and Steven Van Derlaske--being selected to pursue this senior capstone project is a chance to be part of cutting-edge, emerging technologiesThis is probably the first full-scale study of biodiesel in a marine environment," said Dr. John Bausch, a mechanical engineering professor and principal advisor for the cadets' biodiesel project.
Down in a lab at MacAllister Hall, home of the Academy's Engineering department, are eight marked glass jars. Cadet Szoka says each jar will contain a biodiesel sample that will be observed.
The cadets' project is a collaboration between the Coast Guard Office of Naval engineering environmental division, Coast Guard Academy mechanical engineering section and the Coast Guard Academy waterfront division, who are all actively participating in evaluating biodiesel as a viable fuel source for the Coast Guard.
"We're looking forward to working with cadets in this cutting--edge project," said BM2 Michael McLeod. "We've got the oldest 41-foot boat in the fleet and it's pretty exciting to use this as the prototype."
Last year, during the first phase of the project, cadets at the Academy began the process to determine if biodiesel could be an alternative fuel source by using an old generator from a decommissioned 82-foot patrol boat. They ran load and performance tests on the fuel and brought the Coast Guard up to speed on various aspects of the fuel.
This year, cadets are moving into the second of three phases of the biodiesel project.
An important aspect of phase two is the experimental test plan that will include autonomous monitoring of such things as fuel pressure, fuel filter differential, horsepower, and engine rpms. To collect this information, a data system and sensors will be installed on board the soy boat.
The third and final phase will include a limited and controlled use of biodiesel by select Coast Guard working units.
The Coast Guard bagen exploring the viability of biodiesel as an alternative fuel source in 2000. An indepth "paper study" conducted by the Coast Guard Engineering Logistics Center was presented by environmental engineer Hari Bindal. The paper confirmed that, with further research and testing, biodiesel might be a suitable alternative fuel for the Coast Guard fleet.
Cadets became involved soon after that study. Cadet Michael Adams immediately was attracted to the project for a variety of reasons.
"Other [senior capstone] projects were not quite as concrete, and the ball was already rolling here," Adams said. "Funds were set aside, there was interest from the chain of command, and we had a test platform."
"Now that the project's underway, I've learned more about the real need for alternative fuel sources," said Adams. "It would be awesome to help lead the Coast Guard through uncharted waters, and perhaps even be the first of our government's agencies to make a real step at 'turning green'."
Biodiesel is the trade name for any common diesel fuel that has been blended with a catalyzed vegetable or animal oil. While it may sound tempting to jump on the "green" bandwagon, the Coast Guard still needs to comply with federal standards, said Lt.j.g. Andy Goshen, environmental division task leader at the Coast Guard office of Naval engineering. Specifically, the service is interested in vegetable-based feedstocks that conform to American Society of Testing specifications.
The Coast Guard is currently focusing on the standard bio variety known as B20, a 20 percent blend.
"The fuel [blend] significantly reduces the amount of carbon monoxide, hydrocarbon and sulfur emissions that enter the atmosphere," said Lt. Cmdr. Eric Ford, another mechanical engineer instructor here who has a keen interest in the project. "In addition, it has a higher amount of lubricity compared to petroleum diesel, so the time between engine overhauls should decrease."
Biodiesel's an attractive "green" solution because it's clean burning and requires no engine modifications, said Cadet Szoka
A 41-foot utility boat, nicknamed "soy boat," has been outfitted with twin engines fed by separate fuel tanks that cadets will use to run a side-by-side comparison of biodiesel to regular diesel. One of the engines will run on a B20 blend of biodiesel fuel--consisting of 20 percent soy oil to 80 percent traditional diesel. Researchers have found that soy-based oil, a renewable resource, generally behaves better in cold weather when compared to most other forms of biodiesel fuels and is therefore the preferred choice of a non-petroleum-based product for all-weather use.
For five mechanical engineering majors--First Class Cadets Rebecca Lenberg, Richard Szoka, Ryan Hawn, Michael Adams, and Steven Van Derlaske--being selected to pursue this senior capstone project is a chance to be part of cutting-edge, emerging technologiesThis is probably the first full-scale study of biodiesel in a marine environment," said Dr. John Bausch, a mechanical engineering professor and principal advisor for the cadets' biodiesel project.
Down in a lab at MacAllister Hall, home of the Academy's Engineering department, are eight marked glass jars. Cadet Szoka says each jar will contain a biodiesel sample that will be observed.
The cadets' project is a collaboration between the Coast Guard Office of Naval engineering environmental division, Coast Guard Academy mechanical engineering section and the Coast Guard Academy waterfront division, who are all actively participating in evaluating biodiesel as a viable fuel source for the Coast Guard.
"We're looking forward to working with cadets in this cutting--edge project," said BM2 Michael McLeod. "We've got the oldest 41-foot boat in the fleet and it's pretty exciting to use this as the prototype."
Last year, during the first phase of the project, cadets at the Academy began the process to determine if biodiesel could be an alternative fuel source by using an old generator from a decommissioned 82-foot patrol boat. They ran load and performance tests on the fuel and brought the Coast Guard up to speed on various aspects of the fuel.
This year, cadets are moving into the second of three phases of the biodiesel project.
An important aspect of phase two is the experimental test plan that will include autonomous monitoring of such things as fuel pressure, fuel filter differential, horsepower, and engine rpms. To collect this information, a data system and sensors will be installed on board the soy boat.
The third and final phase will include a limited and controlled use of biodiesel by select Coast Guard working units.
The Coast Guard bagen exploring the viability of biodiesel as an alternative fuel source in 2000. An indepth "paper study" conducted by the Coast Guard Engineering Logistics Center was presented by environmental engineer Hari Bindal. The paper confirmed that, with further research and testing, biodiesel might be a suitable alternative fuel for the Coast Guard fleet.
Cadets became involved soon after that study. Cadet Michael Adams immediately was attracted to the project for a variety of reasons.
"Other [senior capstone] projects were not quite as concrete, and the ball was already rolling here," Adams said. "Funds were set aside, there was interest from the chain of command, and we had a test platform."
"Now that the project's underway, I've learned more about the real need for alternative fuel sources," said Adams. "It would be awesome to help lead the Coast Guard through uncharted waters, and perhaps even be the first of our government's agencies to make a real step at 'turning green'."
Biodiesel is the trade name for any common diesel fuel that has been blended with a catalyzed vegetable or animal oil. While it may sound tempting to jump on the "green" bandwagon, the Coast Guard still needs to comply with federal standards, said Lt.j.g. Andy Goshen, environmental division task leader at the Coast Guard office of Naval engineering. Specifically, the service is interested in vegetable-based feedstocks that conform to American Society of Testing specifications.
The Coast Guard is currently focusing on the standard bio variety known as B20, a 20 percent blend.
"The fuel [blend] significantly reduces the amount of carbon monoxide, hydrocarbon and sulfur emissions that enter the atmosphere," said Lt. Cmdr. Eric Ford, another mechanical engineer instructor here who has a keen interest in the project. "In addition, it has a higher amount of lubricity compared to petroleum diesel, so the time between engine overhauls should decrease."
Biodiesel's an attractive "green" solution because it's clean burning and requires no engine modifications, said Cadet Szoka
Monday, December 04, 2006
"Data igloos" guard against disaster: Savanna Army Depot ammunition bunkers converted to self-powered data network storage facilities
On the east bank of the Mississippi River lie 13,062 acres of the once-active Savanna Army Depot, a former military ammunition production and weapon storage facility in Savanna, Ill. Following its dosing in 2000, the site's 402 munitions storage bunkers are in the process of being converted into self-powered data storage facilities by Savanna Depot Technologies Corp. (SDTC). The company plans to lease the bunkers to financial, government and medical institutions, providing secure, reliable storage for their sensitive data networks.
The igloo-shaped bunkers, positioned hundreds of yards apart across thousands of acres, seem an ideal location to store these critical data center networks. Each igloo features 24-in. thick concrete walls, a layer of ground cover and an implosive design. The bunkers, according to Louis Giokas, chairman and CEO of SDTC, were designed by the military to withstand a direct hit by a 500 lb. bomb, making them able to resist a natural disaster or direct weapons attack.
With the data security issues that have surfaced after 9/11, Giokas said, "it's a good time to be in the business." Companies are looking for secure data storage because they can't afford to be down or lose information, he said. "We're providing a service, space, power, communication, facilities hosting and 24/7 tech coverage," he added. Although, the project is in its infant stages, SDTC has begun conversion of two bunkers, which when fully operational, will be able to function independent of the local utility power grid, drawing from multiple power sources. A 100 kW Elliott microturbine, which will be the main power source at each bunker, is backed up by a diesel powered generator set. SDTC has not selected the gen-set supplier for the entire project, but has installed 300 kW Baldor units at the two initial igloos. Both are powered by 12.7 L six-cylinder Detroit Diesel 6063TK35 diesel engines rated 490 hp.
The concept for the power structure of the bunkers was designed by Preon Inc., Elmhurst, Ill., which signed an agreement with SDTC in September of last year to provide the energy consulting, procurement and maintenance for the project. The design structure for the site, devised by Preon, includes multiple redundant power systems to provide a succession of power backups in the event of a failure. Under the contract, Preon will also provide a 24/7 maintenance service to the site.
According to Giokas, using the main grid for power is not a failsafe option for facilities that require continuous uninterrupted power. Giokas said that because the army depot was powered by onsite generation from its beginnings in 1920, the utility infrastructure to fully power the site is not available. Because of this, SDTC said it will consider using net-metering or electrifying the entire 13,000-plus acres to allow additional development to the site.
Fuel for the microturbines is currently provided by a gas connection to LP tanks located outside of the bunker. But SDTC said it plans to use the Burlington Northern Santa Fe Railway to ship LP tankers that could be parked on the tracks and piped to the bunkers. The railway is an active line that runs through the depot and was once used to receive and distribute ammunition and supplies to and from the base.
Power management for the project is being provided by Windsor, Colo.-based Encorp, recently selected by SDTC. Encorp's Generator Power Control (GPC) system, along with its paralleling switchgear, will be installed with each microturbine and diesel generator on 21 of the 402 bunkers. This is in addition to Encorp's Virtual Maintenance Monitoring (VMM) software, which will allow SDTC to remotely monitor the entire power infrastructure from a remote location, providing a secure and automated monitoring, alarm and reporting service.
The GPC, according to John Brogan, Encorp's account manager for the project, is really the heart of the entire system, providing the reliable and safe transfer of power between the microturbine or gen-set from the utility grid. "It ties it all together," he said. The system uses an embedded PLC software to communicate through various communication protocols--Lonworks, ethernet and Modbus. It also allows the synchronizing and paralleling of multiple units to the grid.
Encorp's paralleling switchgear will also be installed, paralleling the gen-sets with the utility grid during base load, peak shaving and import/export or zero power transfer modes. In the case of SDTC's bunkers, three Encorp switchgear modules are ganged together to support the multiple power sources. The switchgear features automatic engine sequencing, continuous engine monitoring with e-mail and pager notification and automatic engine shutdown
The igloo-shaped bunkers, positioned hundreds of yards apart across thousands of acres, seem an ideal location to store these critical data center networks. Each igloo features 24-in. thick concrete walls, a layer of ground cover and an implosive design. The bunkers, according to Louis Giokas, chairman and CEO of SDTC, were designed by the military to withstand a direct hit by a 500 lb. bomb, making them able to resist a natural disaster or direct weapons attack.
With the data security issues that have surfaced after 9/11, Giokas said, "it's a good time to be in the business." Companies are looking for secure data storage because they can't afford to be down or lose information, he said. "We're providing a service, space, power, communication, facilities hosting and 24/7 tech coverage," he added. Although, the project is in its infant stages, SDTC has begun conversion of two bunkers, which when fully operational, will be able to function independent of the local utility power grid, drawing from multiple power sources. A 100 kW Elliott microturbine, which will be the main power source at each bunker, is backed up by a diesel powered generator set. SDTC has not selected the gen-set supplier for the entire project, but has installed 300 kW Baldor units at the two initial igloos. Both are powered by 12.7 L six-cylinder Detroit Diesel 6063TK35 diesel engines rated 490 hp.
The concept for the power structure of the bunkers was designed by Preon Inc., Elmhurst, Ill., which signed an agreement with SDTC in September of last year to provide the energy consulting, procurement and maintenance for the project. The design structure for the site, devised by Preon, includes multiple redundant power systems to provide a succession of power backups in the event of a failure. Under the contract, Preon will also provide a 24/7 maintenance service to the site.
According to Giokas, using the main grid for power is not a failsafe option for facilities that require continuous uninterrupted power. Giokas said that because the army depot was powered by onsite generation from its beginnings in 1920, the utility infrastructure to fully power the site is not available. Because of this, SDTC said it will consider using net-metering or electrifying the entire 13,000-plus acres to allow additional development to the site.
Fuel for the microturbines is currently provided by a gas connection to LP tanks located outside of the bunker. But SDTC said it plans to use the Burlington Northern Santa Fe Railway to ship LP tankers that could be parked on the tracks and piped to the bunkers. The railway is an active line that runs through the depot and was once used to receive and distribute ammunition and supplies to and from the base.
Power management for the project is being provided by Windsor, Colo.-based Encorp, recently selected by SDTC. Encorp's Generator Power Control (GPC) system, along with its paralleling switchgear, will be installed with each microturbine and diesel generator on 21 of the 402 bunkers. This is in addition to Encorp's Virtual Maintenance Monitoring (VMM) software, which will allow SDTC to remotely monitor the entire power infrastructure from a remote location, providing a secure and automated monitoring, alarm and reporting service.
The GPC, according to John Brogan, Encorp's account manager for the project, is really the heart of the entire system, providing the reliable and safe transfer of power between the microturbine or gen-set from the utility grid. "It ties it all together," he said. The system uses an embedded PLC software to communicate through various communication protocols--Lonworks, ethernet and Modbus. It also allows the synchronizing and paralleling of multiple units to the grid.
Encorp's paralleling switchgear will also be installed, paralleling the gen-sets with the utility grid during base load, peak shaving and import/export or zero power transfer modes. In the case of SDTC's bunkers, three Encorp switchgear modules are ganged together to support the multiple power sources. The switchgear features automatic engine sequencing, continuous engine monitoring with e-mail and pager notification and automatic engine shutdown
Pure power
People think I don't use power tools," said my friend Harry Bryan, a wooden boat builder and designer I was visiting on the coast of New Brunswick, Canada. Maybe that's because his shop is unusual: It's off the grid.
That doesn't mean there's no electricity. A wind generator and solar panels run lights, but that's only part of it. To get the power this shop requires, Bryan has installed a neat little Volkswagen Jetta engine under the shop floor. This rebuilt diesel engine drives a 12-inch planer and 36-inch band saw. And, because he's not exactly living a suburban lifestyle where he can run down to the corner to get gasoline, this 4-cylinder burns bio-diesel, which Harry brews himself. There's one more power tool tucked into the woods above the shop: a sawmill powered by a 6-cylinder Chevy engine.
Working off the grid does foster reliance on sharp hand tools, so bringing up a tool's edge is essential. Solution: a pedal-driven grinding wheel. There's also a hand-cranked drill press. Bryan's 12-inch band saw is treadle-powered, like an old sewing machine. Despite its frontier feel and modern ingenuity, Bryan's shop isn't a museum or hobby shop. It's a working boat shop where he's made his living for more than 30 years, turning out beautiful small craft and well-founded boats that approach 40 feet in length.
Outside the shop, which he built himself, I surveyed the sawmill--the long open building, the sawmill carriage, and the 6-cylinder engine powering the massive 4-foot blade--and I realized it was one huge machine. Harry just grinned. "And they say I don't use power tools
That doesn't mean there's no electricity. A wind generator and solar panels run lights, but that's only part of it. To get the power this shop requires, Bryan has installed a neat little Volkswagen Jetta engine under the shop floor. This rebuilt diesel engine drives a 12-inch planer and 36-inch band saw. And, because he's not exactly living a suburban lifestyle where he can run down to the corner to get gasoline, this 4-cylinder burns bio-diesel, which Harry brews himself. There's one more power tool tucked into the woods above the shop: a sawmill powered by a 6-cylinder Chevy engine.
Working off the grid does foster reliance on sharp hand tools, so bringing up a tool's edge is essential. Solution: a pedal-driven grinding wheel. There's also a hand-cranked drill press. Bryan's 12-inch band saw is treadle-powered, like an old sewing machine. Despite its frontier feel and modern ingenuity, Bryan's shop isn't a museum or hobby shop. It's a working boat shop where he's made his living for more than 30 years, turning out beautiful small craft and well-founded boats that approach 40 feet in length.
Outside the shop, which he built himself, I surveyed the sawmill--the long open building, the sawmill carriage, and the 6-cylinder engine powering the massive 4-foot blade--and I realized it was one huge machine. Harry just grinned. "And they say I don't use power tools
Sunday, December 03, 2006
Working outside the box: Robinson Custom Enclosures pushes the boundaries in development and fabrication of machine enclosure
It's very easy for even the most successful companies to become pigeonholed, associated in people's minds as specializing in just one small area. For example, when considering Robinson Custom Enclosures, what no doubt comes to mind for a lot of people is the image of a company that focuses on enclosures for smaller generator set packages, primarily in the Midwest.
That's accurate as far as it goes. Yet in reality, that image of Robinson misses the full range of capabilities the De Pete, Wis., company can bring to the table by a wide mile. Robinson can supply highly engineered enclosures for packages in excess of 2 MW and can build and outfit trailers and containers of all sizes--and not just for power generation systems, as demonstrated by a specialized enclosure designed for a global manufacturer of railway maintenance equipment.
"Before I got here in 2001, they really didn't have anyone in sales," said David Oshefsky, national sales manager at Robinson. "They had sold everything through word of mouth and reputation.The business was growing well enough to make that approach work. But because of that, there are still a lot of people out there who don't really have a good idea of what we can do."
What the company can do is perhaps best exemplified by some of the things it has already done. "We had one order where we fabricated 48 ISO containers in six weeks," said Oshefsky. "We did not hire any welders, we did not get any temporary labor to do it. We ramped up in three days, pulled anyone we could from the lab business, from heating and cooling and manufacturing and we got them all done in that time."
"That goes to the quality of our workforce," said Tom Verboncouer, Robinson's marketing manager. "We have a talent pool in house that really is unique. Most all of our people are cross-trained. They can weld, they can fabricate, they can do just about every job that needs doing. That's how we can respond so well to those kinds of situations."
An even more recent example--and one that aptly demonstrates that Robinson is not exclusively tied to the power generation industry--involved a contract with Holland Co. LP, a leading manufacturer of track maintenance equipment. Holland, headquartered in Crete, Ill., produces a line if mobile track welders with dual-purpose highway and rail chassis.
When the company began looking at selling mobile rail welding equipment into the European markets, it found that its products were essentially too large to fit into smaller European rail tunnels. In addition, its conventional fiberglass reinforced plywood body style was too heavy to accommodate European vehicle weight restrictions.
Holland's previous experience with rental generators led it to Robinson. "The Holland Mobile Rail Welder was definitely an interesting project," said Oshefsky. "The entire package needed to be built very robust in order to handle rail transportation, yet be light enough to meet the stringent weight requirements of the highways.
"This combination usually doesn't mix well, especially when you add in the height requirements of the European tunnels, both on the rail and the highways."
Robinson engineered an enclosure constructed of 1/8 in. aluminum with formed, seam-sealed panels to prevent leakage, as well as allow the unit to fit into the tight rail tunnels. While the goal was to manufacture a vehicle weighing less than 30 tons, the lightweight enclosure helped it come in at 25 tons. In addition, the unit is sound attenuated, helping the machine reduce noise emissions by some 20 dB(A).
"Robinson met all of our demands without question," said Dennis E. Gibbs, senior mechanical engineer at Holland. "They came through on their promise to deliver, from timeframe to budget."
Robinson's enclosure design also managed to reduce assembly time, Gibbs added. In most cases, assembly of a custom enclosure on a custom chassis can take as long as three weeks. In this case, the union took just three days.
"All they really had to do was set the container over the locks and attach the fuel lines," said Gibbs. "In a matter of three days, it went from a stack of several parts to one unit that was very functional. They picked it up, put it on the truck and it fit.
"It was a job well done on Robinson's part--everything was custom made, fit together and complete."
That kind of versatility could be expected from a company with Robinson's heritage. The company was founded in the mid-1970s as Robinson Metal and Roofing, a specialist in roofing, sheet metal fabrication and heating and cooling. In time, the roofing business was sold off and the company evolved into Robinson Metal, Inc. consisting of four divisions, one of which is Robinson Custom Enclosures. The other four business activities are metal fabrication, machining and heating and cooling.
That's accurate as far as it goes. Yet in reality, that image of Robinson misses the full range of capabilities the De Pete, Wis., company can bring to the table by a wide mile. Robinson can supply highly engineered enclosures for packages in excess of 2 MW and can build and outfit trailers and containers of all sizes--and not just for power generation systems, as demonstrated by a specialized enclosure designed for a global manufacturer of railway maintenance equipment.
"Before I got here in 2001, they really didn't have anyone in sales," said David Oshefsky, national sales manager at Robinson. "They had sold everything through word of mouth and reputation.The business was growing well enough to make that approach work. But because of that, there are still a lot of people out there who don't really have a good idea of what we can do."
What the company can do is perhaps best exemplified by some of the things it has already done. "We had one order where we fabricated 48 ISO containers in six weeks," said Oshefsky. "We did not hire any welders, we did not get any temporary labor to do it. We ramped up in three days, pulled anyone we could from the lab business, from heating and cooling and manufacturing and we got them all done in that time."
"That goes to the quality of our workforce," said Tom Verboncouer, Robinson's marketing manager. "We have a talent pool in house that really is unique. Most all of our people are cross-trained. They can weld, they can fabricate, they can do just about every job that needs doing. That's how we can respond so well to those kinds of situations."
An even more recent example--and one that aptly demonstrates that Robinson is not exclusively tied to the power generation industry--involved a contract with Holland Co. LP, a leading manufacturer of track maintenance equipment. Holland, headquartered in Crete, Ill., produces a line if mobile track welders with dual-purpose highway and rail chassis.
When the company began looking at selling mobile rail welding equipment into the European markets, it found that its products were essentially too large to fit into smaller European rail tunnels. In addition, its conventional fiberglass reinforced plywood body style was too heavy to accommodate European vehicle weight restrictions.
Holland's previous experience with rental generators led it to Robinson. "The Holland Mobile Rail Welder was definitely an interesting project," said Oshefsky. "The entire package needed to be built very robust in order to handle rail transportation, yet be light enough to meet the stringent weight requirements of the highways.
"This combination usually doesn't mix well, especially when you add in the height requirements of the European tunnels, both on the rail and the highways."
Robinson engineered an enclosure constructed of 1/8 in. aluminum with formed, seam-sealed panels to prevent leakage, as well as allow the unit to fit into the tight rail tunnels. While the goal was to manufacture a vehicle weighing less than 30 tons, the lightweight enclosure helped it come in at 25 tons. In addition, the unit is sound attenuated, helping the machine reduce noise emissions by some 20 dB(A).
"Robinson met all of our demands without question," said Dennis E. Gibbs, senior mechanical engineer at Holland. "They came through on their promise to deliver, from timeframe to budget."
Robinson's enclosure design also managed to reduce assembly time, Gibbs added. In most cases, assembly of a custom enclosure on a custom chassis can take as long as three weeks. In this case, the union took just three days.
"All they really had to do was set the container over the locks and attach the fuel lines," said Gibbs. "In a matter of three days, it went from a stack of several parts to one unit that was very functional. They picked it up, put it on the truck and it fit.
"It was a job well done on Robinson's part--everything was custom made, fit together and complete."
That kind of versatility could be expected from a company with Robinson's heritage. The company was founded in the mid-1970s as Robinson Metal and Roofing, a specialist in roofing, sheet metal fabrication and heating and cooling. In time, the roofing business was sold off and the company evolved into Robinson Metal, Inc. consisting of four divisions, one of which is Robinson Custom Enclosures. The other four business activities are metal fabrication, machining and heating and cooling.
More light from magnum: new light towers, generators continue company's growth
Continuing the expansion of its range of mobile light towers, Magnum Products LLC has introduced a new top end to its Nightbuster light tower line. The MLT5200 light tower is available with four or six of Magnum's newly designed lights that can illuminate as much as seven acres, and the unit can also provide up to 20 kW of electrical power to run tools or other worksite accessories.
According to Magnum President and Co-owner Steve Romme, the MLT5200 was originally designed to the specifications of a specific customer, but the company later decided to develop it as a standard offering. "Again, it all comes back to listening to the customer and providing what they need," Romme said. "It's what we're good at."
The MLT5200 light tower is powered by a four-cylinder, liquid-cooled Isuzu 4LE1 diesel engine rated 31 hp at 1800 rpm, which drives a Marathon brushless, self-regulated generator. The other models in the MLT range incorporate Marathon generator ends driven by Mitsubishi liquid-cooled diesels, with Radiator Specialists cooling systems The MLT5200 light tower also offers 20 kW of prime power at 120/240 Vac with [+ or -] 1% electronic voltage regulation. Six external outlets are provided--two 120 Vac 20 amp GFCI duplex outlets, two 240 Vac 30 amp twist-lock outlets and two 125/250 Vac 50 amp three-pole, four-wire twist-lock outlets.
Like the company's other light tower models, the MLT 5200 is offered with options of four or six of Magnum's new brighter lights with dual manual or electric mast winch systems. The mast can be extended as high as 30 ft. and with the outriggers in place, the unit can withstand winds as strong as 65 mph, the company said.
The MLT5200 enclosure offers a lockable storage area for the lights as well as an integral containment system in case of fuel or coolant spills. The unit has a 57 gal. poly fuel tank that provides a run time of 27 hours at full load.
Magnum has also made recent modifications to its Magnum Mobile Generator (MMG) line. After incorporating Tier 2 diesel engines and making some other modifications, many of the products have changed model number and performance specifications.
The MMG line uses all liquid-cooled John Deere Tier 2 diesel engines rated 43 to 512 hp at 1800 rpm.
The company has discontinued production of the smallest model, the MMG 25, for the rental markets. According to Magnum Marketing Manager Jim Roberts, with the switch to the new engines the company found that it could provide the more powerful MMG 35 for almost the same cost as the MMG 25. "It wasn't a difficult decision," he said.
The MMG 35 incorporates a liquid-cooled, turbocharged John Deere diesel engine rated 43 hp at 1800 rpm that drives a Marathon brushless generator. The engine and generator are packaged in a smaller housing than the MMG 25, yet has a three-phase output of 29 kW standby (26 kW single-phase standby).
Magnum has also recently unveiled a new range of mobile generators. According to Romme, the Magnum Light Generator, which was released in the first quarter, "was born out of listening to the customer
According to Magnum President and Co-owner Steve Romme, the MLT5200 was originally designed to the specifications of a specific customer, but the company later decided to develop it as a standard offering. "Again, it all comes back to listening to the customer and providing what they need," Romme said. "It's what we're good at."
The MLT5200 light tower is powered by a four-cylinder, liquid-cooled Isuzu 4LE1 diesel engine rated 31 hp at 1800 rpm, which drives a Marathon brushless, self-regulated generator. The other models in the MLT range incorporate Marathon generator ends driven by Mitsubishi liquid-cooled diesels, with Radiator Specialists cooling systems The MLT5200 light tower also offers 20 kW of prime power at 120/240 Vac with [+ or -] 1% electronic voltage regulation. Six external outlets are provided--two 120 Vac 20 amp GFCI duplex outlets, two 240 Vac 30 amp twist-lock outlets and two 125/250 Vac 50 amp three-pole, four-wire twist-lock outlets.
Like the company's other light tower models, the MLT 5200 is offered with options of four or six of Magnum's new brighter lights with dual manual or electric mast winch systems. The mast can be extended as high as 30 ft. and with the outriggers in place, the unit can withstand winds as strong as 65 mph, the company said.
The MLT5200 enclosure offers a lockable storage area for the lights as well as an integral containment system in case of fuel or coolant spills. The unit has a 57 gal. poly fuel tank that provides a run time of 27 hours at full load.
Magnum has also made recent modifications to its Magnum Mobile Generator (MMG) line. After incorporating Tier 2 diesel engines and making some other modifications, many of the products have changed model number and performance specifications.
The MMG line uses all liquid-cooled John Deere Tier 2 diesel engines rated 43 to 512 hp at 1800 rpm.
The company has discontinued production of the smallest model, the MMG 25, for the rental markets. According to Magnum Marketing Manager Jim Roberts, with the switch to the new engines the company found that it could provide the more powerful MMG 35 for almost the same cost as the MMG 25. "It wasn't a difficult decision," he said.
The MMG 35 incorporates a liquid-cooled, turbocharged John Deere diesel engine rated 43 hp at 1800 rpm that drives a Marathon brushless generator. The engine and generator are packaged in a smaller housing than the MMG 25, yet has a three-phase output of 29 kW standby (26 kW single-phase standby).
Magnum has also recently unveiled a new range of mobile generators. According to Romme, the Magnum Light Generator, which was released in the first quarter, "was born out of listening to the customer
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