Environmental awareness - combined with FALLING PRICES AND INCREASED NEED for reliable power expands markets for wind, solar and other power alternatives
Although fossil fuels - notably coal and natural gas - are finite resources, the United States still depends on these two sources for 68 percent of its electricity generation. Another 20 percent is supplied by nuclear power. Of the remaining 12 percent, about 7 percent is hydropower and less than 1 percent is wind power.
Put another way, the United States uses about 71 quadrillion Btus (quads) annually, according to Richard Moorer, deputy assistant secretary for technology development in the Office of Energy Efficiency and Renewable Energy of the U.S. Department of Energy. Renewable energy, including hydropower and biomass, accounts for 5.9 quads, or about 8 percent.
But though the numbers are small, they are growing. "The combined annual compound growth rate for wind and solar renewables is about 30 percent," says Steve Strong, president of Solar Design Associates in Harvard, Mass. "That means this market is growing faster than computers and cell phones in their early days."One sign of the strength of alternative energy is the number of utilities offering green pricing programs. According to National Renewable Energy Laboratory data, as of October 2003, 33 states had utilities with such programs.
As of December 2002, the U.S. Department of Energy reported the top 10 utility green pricing programs were Austin Energy, Portland General Electric, Sacramento Municipal Utility District, PacifiCorp, Xcel Energy, Los Angeles Department of Power & Water, Tennessee Valley Authority, We Energies, Alliant Energy and Puget Sound Energy, with average megawatts supplied ranging from 33 to 3.1.
"Facility executives willing to purchase green power actually are helping to pay for adding green power solutions someplace on the grid," says Terry Peterson, Electric Power Research Institute (EPRI) consultant for solar power and green power marketing. "You cannot purchase specific electrons, of course. You get the electrons on the grid. It's like dipping your canteen into a lake. You get whatever mixture of water is in that lake. But when there are cleaner streams feeding that lake, everyone benefits. And green power customers are helping to pay for clean streams into those lakes."
WIND POWER DEVELOPMENTS
Among renewables, wind energy capacity is soaring, with the United States installing 1,687 megawatts in 2003, according to data from the American Wind Energy Association (AWEA). AWEA places current cumulative capacity in the United States at 6,374 mw by year-end, with utilityscale turbines operating in 30 states. California has 2,043 mw of installed capacity. Texas is second with 1,293 mw; then come Minnesota with 563 mw, Iowa with 472 mw and Wyoming with 285 mw.
Those numbers pale in comparison to the picture in Europe. AWEA says Germany alone has an installed capacity of 14,609 mw. Spain has 6,202 mw, and Denmark is at 3,110 mw. According to estimates by the European Wind Energy Association, the installed capacity of wind power in the European Union by the end of 2003 was equal to about 2.4 percent of total EU electricity. By comparison, less than 1 percent of U.S. electricity is generated by wind.
Wind power potential is highest in many pockets in the far West, as well as large areas in the central Midwest, according to National Renewable Energy Laboratory data.
Wind is an established renewable resource, capable of competing head to head with dirty coal, says Strong. To prove how mainstream the technology is becoming, Strong cites the willingness of conservative conglomerate GE to scoop up the wind division of Enron. "They booked more than $1 billion in sales in less than the first year of operation," says Strong. "The strategists at GE are all business and they are enthusiastically embracing wind." he adds that GE also is in photovoltaics again, which suggests to Strong that wind and its sister solar will continue enjoying double-digit, compound annual growth rates.
SOLAR DEVELOPMENTS
According to Glenn Hamer, executive director of Solar Energy Industries Association, global electricity production from photovoltaics is doubling every two years. "We expect to produce more than 1 billion watts in 2004," Hamer told the House and Senate Energy and Water Appropriations Subcommittee. "However, increasingly, that production occurs in Japan and Germany."
Worldwide solar production in 2003 was more than 760 mw, up significantly from 550 mw in 2002. However, the U.S. produced just 109 mw of that power, leaving the country that produced the first watt of commercial photovoltaic power - in 1954 at Bell Labs - significantly behind Japan and Germany.
But hope is shining on the horizon. Concentrating solar power systems currently produce 354 mw of clean power in the California desert. Construction has begun on a 50mw plant in Nevada and a 1-mw plant in Arizona.
The Department of Energy's Photovoltaics Roadmap now predicts that solar electricity will be available for less than 8 cents per kilowatt-hour within 10 years.
1 - 2 - 3 - 4 - 5 - 6 - Next
Find Featured Titles for: Home & Garden
click to hide
Air Classics
Art Culinaire
Ask
CPSC Monitor
Chesapeake and Ohio Historical Magazine
Click
Consumer Comments
Essence
Family Economics and Nutrition Review
Fathering
Flight Journal
Girls' Life
Magazine Antiques
Model Airplane News
Southern Living
Sunset
Vegetarian Times
Find Research Guides for:
click to hide
Abortion
ADHD
AIDS
Alternative Energy
Alternative Medicine
Cancer
Capital Punishment
Cloning
Hate Crime
Cryonics
Drug Abuse
Eating Disorders
Gay Issues
Global Warming
Holidays
Immigration
Medical
Men's Health
Mental Health
Real Estate
Stem Cells
Women's Health
Saturday, December 30, 2006
Friday, December 29, 2006
A new star for fire truck market
Combining over 130 years of experience, Spartan Motors Inc. subsidiary Crimson Fire has introduced its first fire truck series since the merger that formed the company a year ago. The new Star Series features pumper-style fire trucks designed using the expertise of each of the merged company's predecessors.
Spartan Motors formed Crimson Fire in 2003 by combining its two fire apparatus subsidiaries, Luverne Apparatus, whose history dates back to 1912 and Quality Manufacturing, founded in 1962. The two companies were acquired by Spartan Motors in 1997. Following the merger, Crimson Fire continues to manufacture the product lines of each company and draws on the experience of both to create its new Star Series vehicles which are intended to replace these legacy product lines.
"We've listened to our customers, taken the best aspects of Quality and Luverne products, added new features and created the most user-friendly apparatus available today," said Jeff Lautt, president of Crimson Fire. "These apparatus are commonly built on Spartan Chassis' most popular chassis, the Gladiator," he added, noting that the series can also be fitted to Spartan's Advantage and Big Easy chassis.This combination of strength, fit and finish will ultimately help fire fighters perform their jobs at an even higher level." Lautt said.
The chassis for the Gladiator Evolution chassis used on the Star Series vehicles ate rated 42,000 lb. The chassis incorporates a six-cylinder, 24-valve, liquid cooled Cummins ISL diesel engine rated 350 hp at 2100 rpm. The engine is packaged with a Fleetguard fuel filter, Wabco air compressor, Farr dry-type air cleaners and a Leece-Neville alternator. Engine cooling is provided by an AKG cooling system.
Directly driven off the engine is a five-speed Allison EVS 3000 transmission which automatically selects gears based on the engine rpm, throttle position, vehicle load and road speed. An engine driven Vickers hydraulic power-steering pump supplies hydraulic power for the TRW steering gear controlled by a Douglas Autotech seven-position telescopic, tilt-steering column. Both the front ArvinMeritor MFS axle rated 18,000 lb. and rear ArvinMeritor single axle, rated 24,000 lb., incorporate Meritor Wabco antilock brakes. The front suspension includes two Bilstein monotubular shock absorbers that are nitrogen gas charged, while an Aero Glide suspension cushions the rear.
The chassis, which has a 190 in. wheelbase, is rounded out by Goodyear tires. Top speed for the vehicle is 75 mph at governed engine rpm.
The chassis frame is constructed of 110,000 psi steel and channel-type flame rails. Nestled between the rails is a 1000 gal. Propoly water tank. Water is delivered by" a Waterous CSUY 1500 gpm pump to six discharge points. The truck is also equipped with all electric upper deck gun which is operational through the remote Vulcan radio frequency controller designed and manufactured by Elkhart Brass Co.
Manufactured by Spartan Chassis, the cab features Seats Inc. 911 seats for the driver and officer. Both center and side-clustered instrument panels monitor all the system functions of the vehicle. An Onan hydraulic generator, driven off the vehicle engine, provides power for emergency equipment such as Jaws Of Life, as well as auxiliary lighting and Cans. Unused areas on the vehicle have also been repurposed for additional cargo storage, as well as a floor-dry system housed m the wheel well.
Crimson Fire is headquartered in Brandson, S.D, where it manufactures its line of aerial, heavy-duty rescue, tanker, mini-rescue and quick attack vehicles, as well as the Star Series. "We expect the Star Series to continue the positive order momentum we are experiencing at Crimson Fire" said John Sztykiel, CEO of Spartan Motors, "which will be reflected in our sales in 2004."
Spartan Motors formed Crimson Fire in 2003 by combining its two fire apparatus subsidiaries, Luverne Apparatus, whose history dates back to 1912 and Quality Manufacturing, founded in 1962. The two companies were acquired by Spartan Motors in 1997. Following the merger, Crimson Fire continues to manufacture the product lines of each company and draws on the experience of both to create its new Star Series vehicles which are intended to replace these legacy product lines.
"We've listened to our customers, taken the best aspects of Quality and Luverne products, added new features and created the most user-friendly apparatus available today," said Jeff Lautt, president of Crimson Fire. "These apparatus are commonly built on Spartan Chassis' most popular chassis, the Gladiator," he added, noting that the series can also be fitted to Spartan's Advantage and Big Easy chassis.This combination of strength, fit and finish will ultimately help fire fighters perform their jobs at an even higher level." Lautt said.
The chassis for the Gladiator Evolution chassis used on the Star Series vehicles ate rated 42,000 lb. The chassis incorporates a six-cylinder, 24-valve, liquid cooled Cummins ISL diesel engine rated 350 hp at 2100 rpm. The engine is packaged with a Fleetguard fuel filter, Wabco air compressor, Farr dry-type air cleaners and a Leece-Neville alternator. Engine cooling is provided by an AKG cooling system.
Directly driven off the engine is a five-speed Allison EVS 3000 transmission which automatically selects gears based on the engine rpm, throttle position, vehicle load and road speed. An engine driven Vickers hydraulic power-steering pump supplies hydraulic power for the TRW steering gear controlled by a Douglas Autotech seven-position telescopic, tilt-steering column. Both the front ArvinMeritor MFS axle rated 18,000 lb. and rear ArvinMeritor single axle, rated 24,000 lb., incorporate Meritor Wabco antilock brakes. The front suspension includes two Bilstein monotubular shock absorbers that are nitrogen gas charged, while an Aero Glide suspension cushions the rear.
The chassis, which has a 190 in. wheelbase, is rounded out by Goodyear tires. Top speed for the vehicle is 75 mph at governed engine rpm.
The chassis frame is constructed of 110,000 psi steel and channel-type flame rails. Nestled between the rails is a 1000 gal. Propoly water tank. Water is delivered by" a Waterous CSUY 1500 gpm pump to six discharge points. The truck is also equipped with all electric upper deck gun which is operational through the remote Vulcan radio frequency controller designed and manufactured by Elkhart Brass Co.
Manufactured by Spartan Chassis, the cab features Seats Inc. 911 seats for the driver and officer. Both center and side-clustered instrument panels monitor all the system functions of the vehicle. An Onan hydraulic generator, driven off the vehicle engine, provides power for emergency equipment such as Jaws Of Life, as well as auxiliary lighting and Cans. Unused areas on the vehicle have also been repurposed for additional cargo storage, as well as a floor-dry system housed m the wheel well.
Crimson Fire is headquartered in Brandson, S.D, where it manufactures its line of aerial, heavy-duty rescue, tanker, mini-rescue and quick attack vehicles, as well as the Star Series. "We expect the Star Series to continue the positive order momentum we are experiencing at Crimson Fire" said John Sztykiel, CEO of Spartan Motors, "which will be reflected in our sales in 2004."
Power boost: a hunger for new energy sources could revive the outlook for waste-to-energy plants
Incineration has traditionally been the EPA's least favored approach to dealing with solid waste because of the lost resources and the pollutants emitted out the stack. But incineration's cousin, the waste-to-energy (WTE) system, may be redeeming itself because of its best attribute: The energy produced (generally electricity) is a desired commodity used by surrounding communities.
The basic steps in the WTE process that make the critical difference are that the solid waste is burned in a furnace and is channeled into heat tubes of water in a boiler. The high temperatures produced transform the water to steam, the force of which drives a turbine generator, producing electricity. In a clean system, ash particles and harmful chemicals are removed before being emitted as smoke and gases. The heavier ash that falls to the bottom is collected for transport to the landfill, and the remaining gases escape through the stack. It's this last step that still draws attention from detractors. The WTE plane built near Columbus, Ohio, was championed in its early days, even though it was referred to as the "cash-burning plant," says John Remy, director of communication at the Solid Waste Authority of Central Ohio (SWACO), Grove City, Ohio. The plant was designed to burn a combination of coal and the city's trash. The equipment in the plant was touted as state of the art.
Initially, some components broke down, an inherent by-product of innovation, says Remy. Toward the end of its life, it was denounced particularly because of its emissions. For this, the plant got a bad rap and was closed in 1994. Bringing it up to the new standards was judged to be economically unfeasible. Right now it's a gutted shell used for storage.
Dr. John H. Skinner, executive director and CEO of the Solid Waste Association of North America (SWANA), Washington, sees fuel generated by WTE plants as one of the cleanest fuels available, provided current standards are met. The mercury and dioxin standards for WTE plants are far more stringent than those for coal-fired plants, he notes. WTE plants are also cleaner, he assures, "than some sources of oil in terms of oil-fired power plants, especially high-sulfur-content oil. The industry over the last 10 years has gone through a major upgrade in terms of installing pollution control equipment as required by the Clean Air Act."
But is WTE a form of recycling, or does it squander potentially recyclable resources? Critics are concerned that if burning collected material were to become more prevalent, there would he less incentive to take the trouble to recycle.
In some states, such as Massachusetts, New Jersey and New York, no new WTE plants will be considered until recycling is thoroughly in place. Currently, 98 WTE systems are operating in 29 states in the U.S., a number that has decreased in the last few years.
Skinner points to statistics to demonstrate that WTE plants are compatible with recycling. "There's a lot of recycling that goes on in the context of a WTE plant. Metal is often recycled. Quite a few communities have paper recycling programs in conjunction with their WTE plants. The amazing thing, if you look at the statistics on the communities that have WTE plants, is this: The recycling percentage is higher than the national average--35 percent recycling compared to a national average of 30 [percent] to 32 percent."
BURN VS. BURY COSTS. WTE plants are considered more costly to operate than typical incinerators. Not only do emission control costs exceed those of coal burning incinerators, but plant capacity is also greater in a WTE than in a coal burning incinerator. For example, it takes 1 ton of garbage compared to 1/4 ton of coal to produce the same amount of energy, according to the Energy Information Administration, Washington.
Skinner counters that WTE plants are more economical in the parts of the country where landfill costs tend to be high. He cites the densely populated Northeast as well as Florida, where landfilling is limited because of the high water table. There are not as many further west, he notes, "because landfill prices lend to be lower. The big states for WTEs are Virginia, Florida, New Jersey and New York, where landfill costs are higher. For WTEs, $35 to $40 per ton of waste deposited is typical. In the West, landfill prices are $20 to $25 per ton, so it's more expensive. But in the East, land disposal [tipping fees] are above $40 per ton, so in those cases it's competitive."
The basic steps in the WTE process that make the critical difference are that the solid waste is burned in a furnace and is channeled into heat tubes of water in a boiler. The high temperatures produced transform the water to steam, the force of which drives a turbine generator, producing electricity. In a clean system, ash particles and harmful chemicals are removed before being emitted as smoke and gases. The heavier ash that falls to the bottom is collected for transport to the landfill, and the remaining gases escape through the stack. It's this last step that still draws attention from detractors. The WTE plane built near Columbus, Ohio, was championed in its early days, even though it was referred to as the "cash-burning plant," says John Remy, director of communication at the Solid Waste Authority of Central Ohio (SWACO), Grove City, Ohio. The plant was designed to burn a combination of coal and the city's trash. The equipment in the plant was touted as state of the art.
Initially, some components broke down, an inherent by-product of innovation, says Remy. Toward the end of its life, it was denounced particularly because of its emissions. For this, the plant got a bad rap and was closed in 1994. Bringing it up to the new standards was judged to be economically unfeasible. Right now it's a gutted shell used for storage.
Dr. John H. Skinner, executive director and CEO of the Solid Waste Association of North America (SWANA), Washington, sees fuel generated by WTE plants as one of the cleanest fuels available, provided current standards are met. The mercury and dioxin standards for WTE plants are far more stringent than those for coal-fired plants, he notes. WTE plants are also cleaner, he assures, "than some sources of oil in terms of oil-fired power plants, especially high-sulfur-content oil. The industry over the last 10 years has gone through a major upgrade in terms of installing pollution control equipment as required by the Clean Air Act."
But is WTE a form of recycling, or does it squander potentially recyclable resources? Critics are concerned that if burning collected material were to become more prevalent, there would he less incentive to take the trouble to recycle.
In some states, such as Massachusetts, New Jersey and New York, no new WTE plants will be considered until recycling is thoroughly in place. Currently, 98 WTE systems are operating in 29 states in the U.S., a number that has decreased in the last few years.
Skinner points to statistics to demonstrate that WTE plants are compatible with recycling. "There's a lot of recycling that goes on in the context of a WTE plant. Metal is often recycled. Quite a few communities have paper recycling programs in conjunction with their WTE plants. The amazing thing, if you look at the statistics on the communities that have WTE plants, is this: The recycling percentage is higher than the national average--35 percent recycling compared to a national average of 30 [percent] to 32 percent."
BURN VS. BURY COSTS. WTE plants are considered more costly to operate than typical incinerators. Not only do emission control costs exceed those of coal burning incinerators, but plant capacity is also greater in a WTE than in a coal burning incinerator. For example, it takes 1 ton of garbage compared to 1/4 ton of coal to produce the same amount of energy, according to the Energy Information Administration, Washington.
Skinner counters that WTE plants are more economical in the parts of the country where landfill costs tend to be high. He cites the densely populated Northeast as well as Florida, where landfilling is limited because of the high water table. There are not as many further west, he notes, "because landfill prices lend to be lower. The big states for WTEs are Virginia, Florida, New Jersey and New York, where landfill costs are higher. For WTEs, $35 to $40 per ton of waste deposited is typical. In the West, landfill prices are $20 to $25 per ton, so it's more expensive. But in the East, land disposal [tipping fees] are above $40 per ton, so in those cases it's competitive."
Connie's post scripts
TIRE/WHEEL ASSEMBLES IN SWA
Tank-automotive and Armaments Command has expanded stockage of mounted tire and wheel assemblies, assigning 39 NSNs for those assemblies used on light, medium and heavy tactical vehicles. Additionally, TACOM has shipped more than 5,000 assemblies to SWA for HMMWVs, HEMTTs, FMTVs, PLS/HETs, M915 line haul tractors and M939 series 5-ton fleets, A complete listing of NSNs, item managers and prices are located at TACOM's AEPS website: https://aeps2.ria.army.millcommodity/tire_wheel-assy-item.mgr.xls
The SMR code for the assemblies is PCOHH. The stacked items can be installed, replaced or used by org/unit level, but GS is the lowest level that can do complete repair and determine disposition action on an unserviceable item. As supplies increase, units within SWA will be able to update their SARSS boxes to forward unserviceable assemblies for repair to the AMC Forward Repair Activity in Balad, Iraq. Address questions to Marleen Fiantaco, That old and often broken down conveyor system on your M992A2 amino carrier is no longer required. In fact, you can get rid of it. Instructions for removing the conveyor are found in TB 43-0001-62-03-2 (Jun 03). See your TACOM LAR or write to Half-Mast for a copy.
M1A1 Infrared viewer
Page B-3 in TM 9-2350-264-10-2 (Mar 03) lists the AN/VAS-5A infrared viewer, NSN 5855-01-475-9446, as a Component of End Item for the M1A1 tank. This item is for Marine Corps use only and is not authorized for Army tanks. Any Army requisitions for this item will be rejected.
5-KW GENERATOR APU OIL FILTER
Use NSN 2940-12-342-1512 to get a new oil filter for the MEP-952B 5-KW diesel generator used on your M577- and M1068-series command post carriers. Just remove the E from the end of the part number (Item 15 in Fig G-19 in TM 9-6115-664-13&P) and it will cross on FED LOG.
Tank-automotive and Armaments Command has expanded stockage of mounted tire and wheel assemblies, assigning 39 NSNs for those assemblies used on light, medium and heavy tactical vehicles. Additionally, TACOM has shipped more than 5,000 assemblies to SWA for HMMWVs, HEMTTs, FMTVs, PLS/HETs, M915 line haul tractors and M939 series 5-ton fleets, A complete listing of NSNs, item managers and prices are located at TACOM's AEPS website: https://aeps2.ria.army.millcommodity/tire_wheel-assy-item.mgr.xls
The SMR code for the assemblies is PCOHH. The stacked items can be installed, replaced or used by org/unit level, but GS is the lowest level that can do complete repair and determine disposition action on an unserviceable item. As supplies increase, units within SWA will be able to update their SARSS boxes to forward unserviceable assemblies for repair to the AMC Forward Repair Activity in Balad, Iraq. Address questions to Marleen Fiantaco, That old and often broken down conveyor system on your M992A2 amino carrier is no longer required. In fact, you can get rid of it. Instructions for removing the conveyor are found in TB 43-0001-62-03-2 (Jun 03). See your TACOM LAR or write to Half-Mast for a copy.
M1A1 Infrared viewer
Page B-3 in TM 9-2350-264-10-2 (Mar 03) lists the AN/VAS-5A infrared viewer, NSN 5855-01-475-9446, as a Component of End Item for the M1A1 tank. This item is for Marine Corps use only and is not authorized for Army tanks. Any Army requisitions for this item will be rejected.
5-KW GENERATOR APU OIL FILTER
Use NSN 2940-12-342-1512 to get a new oil filter for the MEP-952B 5-KW diesel generator used on your M577- and M1068-series command post carriers. Just remove the E from the end of the part number (Item 15 in Fig G-19 in TM 9-6115-664-13&P) and it will cross on FED LOG.
Thursday, December 28, 2006
Partnering for security: Pierce, LDV team to develop mobile command post vehicle for homeland security applications
Oshkosh Truck Corp. subsidiary Pierce Mfg. has partnered with LDV Inc. to produce and market mobile command post vehicles for homeland security applications. The vehicles will be sold through Pierce's dealer network and feature its chassis, custom exterior bodies and emergency apparatus. LDV will provide the vehicle's custom interiors and communication systems.
Pierce entered the homeland security arena four years ago and paired up with global command center outfitter LDV last year. "We knew that LDV are experts in outfitting global command centers in the interiors and communication side of it for 12 years," said Jim Parker, vice president of homeland security, at Pierce. "Because their quality and expertise were a match for the processes we like to use, we decided to partner with them."
Together, Pierce and LDV are producing the mobile command post vehicles for law enforcement, fire and emergency and local arid federal agencies. The vehicles are designed to maintain constant communication while facing a natural disaster, biological or terrorist attack. The first vehicle model was featured on the Lance chassis and powered by a 14 L, six-cylinder, turbocharged and air-to-air charge-air cooled Detroit Diesel Series 60 engine rated 500 hp at 2100 rpm. Engine cooling is through a front-mounted Modine radiator.
Driven off the engine is art Allison EVS4000PR (emergency vehicle series) five-speed automatic transmission. The electronically controlled transmission is a part of Pierce's TAK-4 suspension system. TAK-4 integrates the suspension, brakes, steering, axles and tires into a singular standard option. The components are matched to provide greater performance, handling, stopping power and overall durability, the company said.
Front Bendix 17 in. ABS brakes and rear ArvinMeritor 16.5 m. cam brakes stop the vehicle with 60 ft. less stopping distance than similar vehicles, the company said. The vehicle has a 40[degrees] to 45[degrees] cramp angle, depending on weight rating, and an 18,000 lb. Oshkosh front axle. Combined with the 24,000 lb. Arvin Meritor RS24-160 tear axle, the chassis' gross vehicle weight rating is 42,000 lb. The wheelbase is 200 in. with Michelin 22.5 x 9 tires fitted to the steel wheels.
The vehicle's body is completely supported by the Lance chassis' 13.38 in. steel, 110 psi yield strength frame rails. Enclosing the chassis is a steel and aluminum body built to endure biological and chemical toxins, the company said. A Draeger vehicle filter system maintains the inside air pressure and a variety of filters clean contaminants from the air.
Although Pierce offers the Lance chassis as one of seven chassis options for the mobile command post vehicle, it will customize the vehicle to specifically what the buyer requires. "The customer works with our dealers or internal product experts," said Parker. "They basically tell us, 'this is what we need to use this product for.' Then, we design the chassis, body and where everything is going in it and configure the final product."
The construction of the vehicle up until this point takes place at Pierce's Appleton, Wis., facilities. Installation of the customized interior and communication technology is done in Burlington, Wis., where LDV is head quartered. Pierce's dealers work to assist customers on the basic interior and communication schemes. "When it gets to technical details of communication equipment, that's when we bring in LDV," said Parker.
The specifications to every mobile command post vehicle are different. but the interior basically breaks down into three sections: a conference room area, a living area (galley, restrooms) and a command center. The conference area is a seating/meeting area used to display and communicate directions, plans or discuss actions. The command center houses the communication technology, systems including satellite TV, phone, radio data/voice communications, interoperable communication centers and video surveillance. The living area can be configured for up to 72 hours of self-contained living with a galley and restroom.
Only four years ago, Pierce was selling a few homeland security vehicles a year. Today; the interest and volume on these types of vehicles has escalated and be come a product that many departments and agencies am looking to add to their fleet, said Parker. "These types of products help prepare for terrorist and other major incident. And, given the level of terrorist activity, around the world today, I see the continued need For these kinds of products for many years."
Pierce entered the homeland security arena four years ago and paired up with global command center outfitter LDV last year. "We knew that LDV are experts in outfitting global command centers in the interiors and communication side of it for 12 years," said Jim Parker, vice president of homeland security, at Pierce. "Because their quality and expertise were a match for the processes we like to use, we decided to partner with them."
Together, Pierce and LDV are producing the mobile command post vehicles for law enforcement, fire and emergency and local arid federal agencies. The vehicles are designed to maintain constant communication while facing a natural disaster, biological or terrorist attack. The first vehicle model was featured on the Lance chassis and powered by a 14 L, six-cylinder, turbocharged and air-to-air charge-air cooled Detroit Diesel Series 60 engine rated 500 hp at 2100 rpm. Engine cooling is through a front-mounted Modine radiator.
Driven off the engine is art Allison EVS4000PR (emergency vehicle series) five-speed automatic transmission. The electronically controlled transmission is a part of Pierce's TAK-4 suspension system. TAK-4 integrates the suspension, brakes, steering, axles and tires into a singular standard option. The components are matched to provide greater performance, handling, stopping power and overall durability, the company said.
Front Bendix 17 in. ABS brakes and rear ArvinMeritor 16.5 m. cam brakes stop the vehicle with 60 ft. less stopping distance than similar vehicles, the company said. The vehicle has a 40[degrees] to 45[degrees] cramp angle, depending on weight rating, and an 18,000 lb. Oshkosh front axle. Combined with the 24,000 lb. Arvin Meritor RS24-160 tear axle, the chassis' gross vehicle weight rating is 42,000 lb. The wheelbase is 200 in. with Michelin 22.5 x 9 tires fitted to the steel wheels.
The vehicle's body is completely supported by the Lance chassis' 13.38 in. steel, 110 psi yield strength frame rails. Enclosing the chassis is a steel and aluminum body built to endure biological and chemical toxins, the company said. A Draeger vehicle filter system maintains the inside air pressure and a variety of filters clean contaminants from the air.
Although Pierce offers the Lance chassis as one of seven chassis options for the mobile command post vehicle, it will customize the vehicle to specifically what the buyer requires. "The customer works with our dealers or internal product experts," said Parker. "They basically tell us, 'this is what we need to use this product for.' Then, we design the chassis, body and where everything is going in it and configure the final product."
The construction of the vehicle up until this point takes place at Pierce's Appleton, Wis., facilities. Installation of the customized interior and communication technology is done in Burlington, Wis., where LDV is head quartered. Pierce's dealers work to assist customers on the basic interior and communication schemes. "When it gets to technical details of communication equipment, that's when we bring in LDV," said Parker.
The specifications to every mobile command post vehicle are different. but the interior basically breaks down into three sections: a conference room area, a living area (galley, restrooms) and a command center. The conference area is a seating/meeting area used to display and communicate directions, plans or discuss actions. The command center houses the communication technology, systems including satellite TV, phone, radio data/voice communications, interoperable communication centers and video surveillance. The living area can be configured for up to 72 hours of self-contained living with a galley and restroom.
Only four years ago, Pierce was selling a few homeland security vehicles a year. Today; the interest and volume on these types of vehicles has escalated and be come a product that many departments and agencies am looking to add to their fleet, said Parker. "These types of products help prepare for terrorist and other major incident. And, given the level of terrorist activity, around the world today, I see the continued need For these kinds of products for many years."
Tuesday, December 26, 2006
FWMurphy, Miratech in control systems joint venture
Two well-known companies, FWMurphy and Miratech Corp., recently joined forces to form Compliance Controls LLC. FWMurphy, established in 1939, is an ISO 9001 registered manufacturer of equipment management and control solutions for off-highway and construction equipment, gas compressors, standby generator controls, irrigation and water pumping. Privately held Miratech Corp. and its subsidiary, Miratech SCR Corp., are leaders in the development and engineering of emission control and engine performance technology for industrial engines. Compliance Controls and both parent companies are based in Tulsa, Okla., and have sales offices located across North America.
"The new organization is dedicated to sales, support and continuing development of its state-of-the-art, user-friendly Windows-based air-to-fuel ratio control systems," said Kevin O'Sullivan, president of Compliance Controls. "We saw a need in the industrial engine marketplace tar more advanced, cost-effective, flexible, easy-to-install and easy-to-use engine control systems. Development of our rich-burn (MEC-R) and lean-burn (MEC-L) air-fuel control systems was a team effort to meet that need.
"Backed by our parent companies' distribution networks, Compliance Controls will focus exclusively on delivering and supporting air-fuel ratio control solutions tailored to our customers' specific requirements," he said. Both control systems are designed for use on carbureted, spark-ignited natural gas and LPG engines. MEC-R is a rich-burn engine control system for use on engines equipped with three-way catalysts to reduce regulated pollutants such as oxides of nitrogen, carbon monoxide and hydrocarbons.
"The controller minimizes fuel consumption while maximizing catalyst performance for precise, continuous compliance. It also cuts engine maintenance and includes a fail-safe diagnostic and troubleshooting system for operators and management," said Bill Clary, vice president of sales and marketing for Miratech.
MEC-L is a lean-burn engine control system that can control fuel with a variety of valves in full-authority arrangements. "It reduces lean-burn engine maintenance costs, enhances performance and improves fuel economy," said Clary. "MEC-R and MEC-L air-fuel ratio control systems are the result of experience gained over the past decade and offer customers a dramatic upgrade in capabilities and user-friendliness at a competitive price," he added.
Jack Maley, vice president of operations for FWMurphy, pointed out that the MEC systems are closer in design to automotive-type air-fuel controllers than earlier engine control systems. "Using a reliable, high-performance air-fuel controller in conjunction with a three-way catalyst is the most effective method of cleaning rich-burn spark-ignition engine exhaust gases available today," he said.
The three-way catalytic converter that simultaneously oxidizes excess levels of exhaust carbon monoxide (CO) and nonmethane hydrocarbons (NMHC) and reduces nitric oxides (N[O.sub.x]) becomes ineffective if the rich-burn engine air fuel ratio differs by more than 1% from the stoichiometric value. The MEC-R system maximizes the efficiency of a three-way catalyst by maintaining a constant air-fuel ratio and continuous emissions compliance over yawing engine loads, speeds, fuel quality, ambient temperatures and barometric pressures. It fits virtually any gas-fueled, carbureted, rich-burn industrial engine with any catalytic converter.
The MEC-R control scheme includes pre-catalyst closed loop, exhaust oxygen ([O.sub.2]) feedback control, post-catalyst exhaust [O.sub.2] feedback; cascade control for fast, real-time adaptation to changing catalyst performance; variable set-point for pre-catalyst and post catalyst exhaust [O.sub.2] control for fast, real-time response to varying engine loads; catalyst temperature monitoring to protect emissions control catalysts from engine and fueling malfunctions; and two-dimensional open loop valve positioning, based on engine speed and load. It drives up to two fuel-metering valves for V engine configurations and can maintain compliance even with critical oxygen sensor malfunction.
Compliance Controls indicated that a crew of two could install and program the MEC-R system on an engine in two days for a new field installation with hard conduit, or less than a day with one technician for a retrofit project.
In addition to fuel control valve(s) and a microprocessor controller in a NEMA 12 enclosure, the system includes [O.sub.2] sensors downstream of the catalyst and in each exhaust bank upstream of the catalyst, air manifold pressure and temperature RTU's, pre- and post-catalyst temperature probes and a dedicated magnetic pickup for sensing engine rpm from the flywheel. The system includes all connectors and a selection of cables that can be cut to length at the terminal end where they connect to a terminal block inside the controller enclosure. A 9 to 30 Vdc power supply is required. The company and many of its distributors provide installation, set-up and operator training.
"The new organization is dedicated to sales, support and continuing development of its state-of-the-art, user-friendly Windows-based air-to-fuel ratio control systems," said Kevin O'Sullivan, president of Compliance Controls. "We saw a need in the industrial engine marketplace tar more advanced, cost-effective, flexible, easy-to-install and easy-to-use engine control systems. Development of our rich-burn (MEC-R) and lean-burn (MEC-L) air-fuel control systems was a team effort to meet that need.
"Backed by our parent companies' distribution networks, Compliance Controls will focus exclusively on delivering and supporting air-fuel ratio control solutions tailored to our customers' specific requirements," he said. Both control systems are designed for use on carbureted, spark-ignited natural gas and LPG engines. MEC-R is a rich-burn engine control system for use on engines equipped with three-way catalysts to reduce regulated pollutants such as oxides of nitrogen, carbon monoxide and hydrocarbons.
"The controller minimizes fuel consumption while maximizing catalyst performance for precise, continuous compliance. It also cuts engine maintenance and includes a fail-safe diagnostic and troubleshooting system for operators and management," said Bill Clary, vice president of sales and marketing for Miratech.
MEC-L is a lean-burn engine control system that can control fuel with a variety of valves in full-authority arrangements. "It reduces lean-burn engine maintenance costs, enhances performance and improves fuel economy," said Clary. "MEC-R and MEC-L air-fuel ratio control systems are the result of experience gained over the past decade and offer customers a dramatic upgrade in capabilities and user-friendliness at a competitive price," he added.
Jack Maley, vice president of operations for FWMurphy, pointed out that the MEC systems are closer in design to automotive-type air-fuel controllers than earlier engine control systems. "Using a reliable, high-performance air-fuel controller in conjunction with a three-way catalyst is the most effective method of cleaning rich-burn spark-ignition engine exhaust gases available today," he said.
The three-way catalytic converter that simultaneously oxidizes excess levels of exhaust carbon monoxide (CO) and nonmethane hydrocarbons (NMHC) and reduces nitric oxides (N[O.sub.x]) becomes ineffective if the rich-burn engine air fuel ratio differs by more than 1% from the stoichiometric value. The MEC-R system maximizes the efficiency of a three-way catalyst by maintaining a constant air-fuel ratio and continuous emissions compliance over yawing engine loads, speeds, fuel quality, ambient temperatures and barometric pressures. It fits virtually any gas-fueled, carbureted, rich-burn industrial engine with any catalytic converter.
The MEC-R control scheme includes pre-catalyst closed loop, exhaust oxygen ([O.sub.2]) feedback control, post-catalyst exhaust [O.sub.2] feedback; cascade control for fast, real-time adaptation to changing catalyst performance; variable set-point for pre-catalyst and post catalyst exhaust [O.sub.2] control for fast, real-time response to varying engine loads; catalyst temperature monitoring to protect emissions control catalysts from engine and fueling malfunctions; and two-dimensional open loop valve positioning, based on engine speed and load. It drives up to two fuel-metering valves for V engine configurations and can maintain compliance even with critical oxygen sensor malfunction.
Compliance Controls indicated that a crew of two could install and program the MEC-R system on an engine in two days for a new field installation with hard conduit, or less than a day with one technician for a retrofit project.
In addition to fuel control valve(s) and a microprocessor controller in a NEMA 12 enclosure, the system includes [O.sub.2] sensors downstream of the catalyst and in each exhaust bank upstream of the catalyst, air manifold pressure and temperature RTU's, pre- and post-catalyst temperature probes and a dedicated magnetic pickup for sensing engine rpm from the flywheel. The system includes all connectors and a selection of cables that can be cut to length at the terminal end where they connect to a terminal block inside the controller enclosure. A 9 to 30 Vdc power supply is required. The company and many of its distributors provide installation, set-up and operator training.
Monday, December 25, 2006
MQ Power's new welder/generator - Brief Article
MQ Power Corp. has launched a new welder/generator for use by welding supply houses and the rental markets. Operating as a 225 amp welder and a 6 kW 120/240 volt a.c. generator, the Scorcher 225, manufactured for MQ, Carson, Calif., by Denyo Ltd., is the first model to include constant voltage operation and expands the company's line of welders joining 300 and 400 amp models.
Power for the new welder/generator is a water-cooled, two-cylinder Kubota Z482 diesel rated 12.5 hp at 3600 rpm. The engine comes equipped with an automatic idle control, hour-meter, warning light, fuel gauge, pre-heat lamp and self-priming fuel system. A gasoline version of the Scorcher 225 is due later this month.
One of the primary features of the new set is its lower noise level; 68.7 db(A), according to MQ. The set also features 100 percent duty cycle at 200 amps and a brushless generator design for lower maintenance costs. The automatic idler helps reduce fuel consumption, while the self-priming fuel system aids in restarting the unit.
The package is able to operate simultaneously as a welder and generator and has controls for both CV and CC welding. MQ said the set features outstanding arc characteristics, ideal for welding pipe and structural steel. The system is available with an optional over-the-road traile
Power for the new welder/generator is a water-cooled, two-cylinder Kubota Z482 diesel rated 12.5 hp at 3600 rpm. The engine comes equipped with an automatic idle control, hour-meter, warning light, fuel gauge, pre-heat lamp and self-priming fuel system. A gasoline version of the Scorcher 225 is due later this month.
One of the primary features of the new set is its lower noise level; 68.7 db(A), according to MQ. The set also features 100 percent duty cycle at 200 amps and a brushless generator design for lower maintenance costs. The automatic idler helps reduce fuel consumption, while the self-priming fuel system aids in restarting the unit.
The package is able to operate simultaneously as a welder and generator and has controls for both CV and CC welding. MQ said the set features outstanding arc characteristics, ideal for welding pipe and structural steel. The system is available with an optional over-the-road traile
MQ Power's new welder/generator - Brief Article
MQ Power Corp. has launched a new welder/generator for use by welding supply houses and the rental markets. Operating as a 225 amp welder and a 6 kW 120/240 volt a.c. generator, the Scorcher 225, manufactured for MQ, Carson, Calif., by Denyo Ltd., is the first model to include constant voltage operation and expands the company's line of welders joining 300 and 400 amp models.
Power for the new welder/generator is a water-cooled, two-cylinder Kubota Z482 diesel rated 12.5 hp at 3600 rpm. The engine comes equipped with an automatic idle control, hour-meter, warning light, fuel gauge, pre-heat lamp and self-priming fuel system. A gasoline version of the Scorcher 225 is due later this month.
One of the primary features of the new set is its lower noise level; 68.7 db(A), according to MQ. The set also features 100 percent duty cycle at 200 amps and a brushless generator design for lower maintenance costs. The automatic idler helps reduce fuel consumption, while the self-priming fuel system aids in restarting the unit.
The package is able to operate simultaneously as a welder and generator and has controls for both CV and CC welding. MQ said the set features outstanding arc characteristics, ideal for welding pipe and structural steel. The system is available with an optional over-the-road traile
Power for the new welder/generator is a water-cooled, two-cylinder Kubota Z482 diesel rated 12.5 hp at 3600 rpm. The engine comes equipped with an automatic idle control, hour-meter, warning light, fuel gauge, pre-heat lamp and self-priming fuel system. A gasoline version of the Scorcher 225 is due later this month.
One of the primary features of the new set is its lower noise level; 68.7 db(A), according to MQ. The set also features 100 percent duty cycle at 200 amps and a brushless generator design for lower maintenance costs. The automatic idler helps reduce fuel consumption, while the self-priming fuel system aids in restarting the unit.
The package is able to operate simultaneously as a welder and generator and has controls for both CV and CC welding. MQ said the set features outstanding arc characteristics, ideal for welding pipe and structural steel. The system is available with an optional over-the-road traile
Sunday, December 24, 2006
Deep Sea continues product expansion; eight new products include additional J1939 modules; markets expand to include pumps sets, chippers, shredders
Continuing what has been a very, aggressive product development and introduction strategy since setting up operations in North America in late 2001, Deep Sea Electronics Inc. has introduced another array of engine and generator set controls. Further, the Rockford, Ill.-based company has recently moved into a dedicated facility that will include an engine and generator set control demonstration and test center. Deep Sea is the U.S. subsidiary of Deep Sea Electronics PLC in North Yorkshire, England.
This new launch of eight new products is significant to volume alone, but also breaks new ground for Deep Sea in that it includes the introduction of an additional two families of J1939 enabled controls.
The first of tire new J1939 control families, tire models 4210 and 4220, not only expand Deep Sea's line into the electronic engine world, but also may open up new markets beyond gen-sets, with pump sets as well, as off-highway equipment such as chippers and shredders being application possibilities, said Paul Apsey, vice president of Deep Sea. These two modules are strictly J1939 modules that cannot read analog instrumentation.
The model 4210 is a J1939-enabled auto-start module that can be used to automatically start a generator set or other types of equipment, via a remote signal or manually by pressing the start button located on tire front of the control. The key, of course, is the ability to link to J1939 engine management electronics providing engine protection and instrumentation without requiring additional senders The 4210 has a 16-bit microprocessor control and a collection of timers and pre-configured sequences. Tire module is also designed to provide indications of operational status and fault conditions, automatically shutting down the gen-set and indicating failures by means of an LCD display.
The test based LCD display provides "at a glance" diagnosis of fault conditions. The LCD displays engine rpm, oil pressure, coolant temperature, engine hours, auxiliary charging voltage, plant battery volts and engine ECU diagnostics. The engine ECU error codes are displayed in text and numerical format.
Apsey said the 4210 provides comprehensive PC configuration and status monitoring using 42xx PC software. Alterations to the system are done using the 42xx PC configuration in conjunction with an 810 interface. The module also features PIN number protected front panel programming for selected trip points and timers, and allows field changes to be made to module setting.
The 4210 also has a "sleep" mode to save on battery life when the control is off. Multiple LCD languages, English, French, Spanish and German, are now available.
The second of Deep Sea's J1939-enabled modules is the model 4220 auto mains failure module that includes many of the same features as the 4210, but adds integral utility mains monitoring and load switch control capability. Thus, the 4220 typically is used to automatically start standby generator sets.
The second J1939-enabled control family is the 5310 auto-start module and 5320 auto mains failure module. Following Deep Sea's platform module design concept, these two controls mirror the 4210 and 4220, but can read both J1939 and analog allowing its use on a wide range of engines.
While gen-sets are the primary market for the 5000 series, Apsey said these modules are also targeted for use on other types of equipment with analog or J1939 inputs. The 5310 and 5320 feature remote communication capabilities via an optional RS232 port that provides a link to a personal computer via either a PSTN line or GSM network. The module can also signal operators via cell phone using the GSM SMS messaging system.
This new launch of eight new products is significant to volume alone, but also breaks new ground for Deep Sea in that it includes the introduction of an additional two families of J1939 enabled controls.
The first of tire new J1939 control families, tire models 4210 and 4220, not only expand Deep Sea's line into the electronic engine world, but also may open up new markets beyond gen-sets, with pump sets as well, as off-highway equipment such as chippers and shredders being application possibilities, said Paul Apsey, vice president of Deep Sea. These two modules are strictly J1939 modules that cannot read analog instrumentation.
The model 4210 is a J1939-enabled auto-start module that can be used to automatically start a generator set or other types of equipment, via a remote signal or manually by pressing the start button located on tire front of the control. The key, of course, is the ability to link to J1939 engine management electronics providing engine protection and instrumentation without requiring additional senders The 4210 has a 16-bit microprocessor control and a collection of timers and pre-configured sequences. Tire module is also designed to provide indications of operational status and fault conditions, automatically shutting down the gen-set and indicating failures by means of an LCD display.
The test based LCD display provides "at a glance" diagnosis of fault conditions. The LCD displays engine rpm, oil pressure, coolant temperature, engine hours, auxiliary charging voltage, plant battery volts and engine ECU diagnostics. The engine ECU error codes are displayed in text and numerical format.
Apsey said the 4210 provides comprehensive PC configuration and status monitoring using 42xx PC software. Alterations to the system are done using the 42xx PC configuration in conjunction with an 810 interface. The module also features PIN number protected front panel programming for selected trip points and timers, and allows field changes to be made to module setting.
The 4210 also has a "sleep" mode to save on battery life when the control is off. Multiple LCD languages, English, French, Spanish and German, are now available.
The second of Deep Sea's J1939-enabled modules is the model 4220 auto mains failure module that includes many of the same features as the 4210, but adds integral utility mains monitoring and load switch control capability. Thus, the 4220 typically is used to automatically start standby generator sets.
The second J1939-enabled control family is the 5310 auto-start module and 5320 auto mains failure module. Following Deep Sea's platform module design concept, these two controls mirror the 4210 and 4220, but can read both J1939 and analog allowing its use on a wide range of engines.
While gen-sets are the primary market for the 5000 series, Apsey said these modules are also targeted for use on other types of equipment with analog or J1939 inputs. The 5310 and 5320 feature remote communication capabilities via an optional RS232 port that provides a link to a personal computer via either a PSTN line or GSM network. The module can also signal operators via cell phone using the GSM SMS messaging system.
Power on demand
With gas prices in the mid 90's in parts of Canada, the timing is right to launch GM's hybrid full-size pickup, combining V8 power with reduced fuel consumption and portable 110-v, 20-amp power.
By Howard J Elmer
First announced in 2001, the GMC Sierra parallel hybrid pickup truck has arrived in Canada. And right on cue - wildly fluctuating gas prices are a fitting backdrop for the sale of a conventional looking pickup that promises 15% fuel savings while also doubling as a portable generator. First offered to the commercial market, 50 of the trucks have already been sold and more orders are pouring in.
But what exactly does GM mean by "hybrid?" Frankly, it's a word that's often not defined and its usage varies from company to company.
Tom Stephens, vice-president, GM Vehicle Integration, explains GM's take on itThis is a hybrid with a twist," he said. "Unlike our competitors, who are looking to use the electric motor as a power assist on a small powertrain and giving up some utility to accomplish that, we give you all the acceleration, towing and hauling capability you've come to expect by using a truck V-8 engine. The energy captured through regenerative braking and being able to shut off the engine at idle improves fuel economy by up to 15%."
Instead of a conventional starter motor and alternator, GMC uses an electric motor that is integrated into the drivetrain between the engine and the transmission. This provides starting power and generates electricity. It also reduces weight and parts. Each time the truck coasts, it is making up to 4.8 kilowatts of electricity that is stored in a 42V battery pack, which (among other uses) can power tools off a pair of 110V, 20-amp outlets in the cab and bed.
Where the truck really saves fuel, though, is at stoplights, stop signs, or when idling at the landing. Here, the gasoline engine actually stops running, but most of the accessories continue working using the stored electrical power. To keep the systems alive, the hybrid truck's power steering is run by an electrically driven hydraulic pump rather than the traditional belt-drive system. Similarly, the heating system has an electric pump that keeps hot water circulating even when the engine is off. When the light turns green, or the chatting at the landing ends, the driver steps on the accelerator, and the gas engine kicks in again. (Think about how a gasoline golf cart works; same principle.)
The truck gets more out of each litre of gas because of the engine start/stop function and regenerative braking (which is what turns the motor into a generator each time the truck decelerates). The 4.8 kilowatts of electricity generated by the system is stored in advanced lead-acid batteries to keep the size and cost of the 250 lb battery pack reasonable. But as more 42V systems and by-wire controls become available, this architecture should also become smaller and lighter than the 12V counterpart, which will further improve fuel efficiency.
The hybrid truck has obvious environmental advantages, and could give forestry and logging companies a "good news" PR edge. As an added bonus, think how handy it would be to have a portable generator sitting around the work site, or even in your driveway - particularly after last summer's hydro letdown here in Ontario. Next time, I'll plug my house into my truck.
Though the MSRP for the public version of the hybrid truck has not been announced, GM sources suggest that the cost will be between $3 000 and $3 500 more than a similarly equipped non-hybrid pickup. GM has also begun delivering a diesel hybrid (military version) pickup truck equipped with a fuel cell auxiliary power unit (APU) to the US Army. This diesel hybrid is said to improve fuel consumption by 20% over conventional diesels, reduce emissions and provide troops with reliable electrical power. With fuel transportation costs reaching up to $400 a gallon depending on location or battlefield operations, that fuel consumption reduction could well save millions of dollars.
The four-door pickup is powered by a 6.6L Duramax diesel engine, and mated to a parallel hybrid electric system. This hybrid system is under development by GM for future commercial applications. This system uses a split power continuously variable transmission (CVT) with integral electric motors and an energy storage system. Power demands are satisfied with a combination of electric and diesel power, as needed. The storage system is a lightweight, nickel-metal hybride-based system that weighs a third less and is half the size of lead-acid batteries. In addition, this diesel-electric hybrid powertrain can operate as a self-contained generator, capable of providing up to 30kw of DC and AC electricity for operations in the field.
By Howard J Elmer
First announced in 2001, the GMC Sierra parallel hybrid pickup truck has arrived in Canada. And right on cue - wildly fluctuating gas prices are a fitting backdrop for the sale of a conventional looking pickup that promises 15% fuel savings while also doubling as a portable generator. First offered to the commercial market, 50 of the trucks have already been sold and more orders are pouring in.
But what exactly does GM mean by "hybrid?" Frankly, it's a word that's often not defined and its usage varies from company to company.
Tom Stephens, vice-president, GM Vehicle Integration, explains GM's take on itThis is a hybrid with a twist," he said. "Unlike our competitors, who are looking to use the electric motor as a power assist on a small powertrain and giving up some utility to accomplish that, we give you all the acceleration, towing and hauling capability you've come to expect by using a truck V-8 engine. The energy captured through regenerative braking and being able to shut off the engine at idle improves fuel economy by up to 15%."
Instead of a conventional starter motor and alternator, GMC uses an electric motor that is integrated into the drivetrain between the engine and the transmission. This provides starting power and generates electricity. It also reduces weight and parts. Each time the truck coasts, it is making up to 4.8 kilowatts of electricity that is stored in a 42V battery pack, which (among other uses) can power tools off a pair of 110V, 20-amp outlets in the cab and bed.
Where the truck really saves fuel, though, is at stoplights, stop signs, or when idling at the landing. Here, the gasoline engine actually stops running, but most of the accessories continue working using the stored electrical power. To keep the systems alive, the hybrid truck's power steering is run by an electrically driven hydraulic pump rather than the traditional belt-drive system. Similarly, the heating system has an electric pump that keeps hot water circulating even when the engine is off. When the light turns green, or the chatting at the landing ends, the driver steps on the accelerator, and the gas engine kicks in again. (Think about how a gasoline golf cart works; same principle.)
The truck gets more out of each litre of gas because of the engine start/stop function and regenerative braking (which is what turns the motor into a generator each time the truck decelerates). The 4.8 kilowatts of electricity generated by the system is stored in advanced lead-acid batteries to keep the size and cost of the 250 lb battery pack reasonable. But as more 42V systems and by-wire controls become available, this architecture should also become smaller and lighter than the 12V counterpart, which will further improve fuel efficiency.
The hybrid truck has obvious environmental advantages, and could give forestry and logging companies a "good news" PR edge. As an added bonus, think how handy it would be to have a portable generator sitting around the work site, or even in your driveway - particularly after last summer's hydro letdown here in Ontario. Next time, I'll plug my house into my truck.
Though the MSRP for the public version of the hybrid truck has not been announced, GM sources suggest that the cost will be between $3 000 and $3 500 more than a similarly equipped non-hybrid pickup. GM has also begun delivering a diesel hybrid (military version) pickup truck equipped with a fuel cell auxiliary power unit (APU) to the US Army. This diesel hybrid is said to improve fuel consumption by 20% over conventional diesels, reduce emissions and provide troops with reliable electrical power. With fuel transportation costs reaching up to $400 a gallon depending on location or battlefield operations, that fuel consumption reduction could well save millions of dollars.
The four-door pickup is powered by a 6.6L Duramax diesel engine, and mated to a parallel hybrid electric system. This hybrid system is under development by GM for future commercial applications. This system uses a split power continuously variable transmission (CVT) with integral electric motors and an energy storage system. Power demands are satisfied with a combination of electric and diesel power, as needed. The storage system is a lightweight, nickel-metal hybride-based system that weighs a third less and is half the size of lead-acid batteries. In addition, this diesel-electric hybrid powertrain can operate as a self-contained generator, capable of providing up to 30kw of DC and AC electricity for operations in the field.
Subscribe to:
Posts (Atom)