Fiat has announced the creation of Fiat Powertrain Technologies, a new industrial unit that will integrate all the group's capabilities in engines and transmissions. The new company will combine Fiat Auto Powertrain, Iveco Powertrain, Magneti Marelli Powertrain, Iveco Motoren Forschung and the powertrain research activities of the Fiat Research Center and Elasis.
The Manitowoc Co. and Japan's Kobelco Cranes Co. announced an agreement for Kobelco to manufacture and supply a range of lattice-boom crawler cranes on an OEM basis to Manitowoc for European distribution. A range of Kobelco manufactured cranes under 110 metric tons will be sold in Europe by Manitowoc Crane Group, beginning in the third quarter of 2005.All new models will be branded as Manitowoc cranes, and will be sold and supported by Manitowoc's existing distribution network. Kobelco will continue to sell and support its current complete crawler crane product line under its European distribution system.
This new agreement complements a series of previously announced agreements between the two companies. Under these previous deals, Kobelco supplies certain lattice-boom crawler cranes for distribution in North America under the Manitowoc brand, and Manitowoc supplies certain all-terrain cranes for distribution in Japan under the Kobelco brand.
Saturday, February 24, 2007
Power to keep talking: new Kohler trailer gen-sets target telecom cell towers, other long-term backup power applications
In an effort to provide cellular tower operators and others requiring longer term backup power systems with a quiet, reliable alternative, Kohler Power Systems has developed two new trailer-mounted generator sets. The Kohler 40KRC and 60KRC industrial gen-sets were officially unveiled in March at the CTIA Wireless Show in New Orleans, and are the first of a planned family of trailer-mortared gen-sets that will cover a range of 40 to 180 kW.
"We already have orders coming in from some of the leading cellular providers for these units because of the flexibility they provide," said Mark Repp, vice president of marketing for Kohler Power Systems, Kohler, Wis. "What makes them unique is they can be at one location, providing the same amount of back-up power as a permanently installed unit until the utility power source has been restored. Then, within hours, they're disconnected and transported to another location that needs power. It's truly power on demand."
Both of the new units incorporate Deere PowerTech diesel engines that meet the U.S. EPA's Tier 2 emissions standards. The engine packages include Donaldson air cleaners and Young Touchstone radiators. Kohler is one of the largest users of Deere engines for power generation and according to Richard R. Koehl, director, engineering and quality for Kohler Power Systems, the new Tier 2 engines "have a profile that's especially good for towables
The engines drive Kohler's new Fast Response III alternators. Building upon the foundation of the Fast Response alternator that debuted in the late 1970s, the new alternators incorporate a new excitation system that Kohler said is powerful and cost-effective. An auxiliary stator winding that is independent of the main output winding and dedicated solely for field excitation, is key to the new alternator technology, Kohler said. It results in a significant power boost to the field and provides strong recovery during load transients or 250% sustained short-circuit current support for 10 seconds to clear downstream circuit breakers, according to the company.
The Fast Response III alternator also features an eight-position terminal block with links for simple voltage reconnection. Load leads may be lugged and bolted directly to the terminal block, eliminating the need for spliced cable connections and providing a much quicker power connection method, Kohler said.
A new and improved voltage regulator with +0.25% average regulation is standard on the new alternator. The encapsulated regulator has over-excitation shutdown, standard VAR/pf control capability, an optional droop kit for paralleling, and onboard diagnostic LEDs. The voltage regulator meets IEC standards for EMI fast transient and surge immunity, and has passed rigorous vibration and harsh environment tests.
Both the 40KRC and 60KRC gen-sets feature a threeway voltage selector switch for operation at 277/480 V three-phase, 120/208 V three-phase or 120/240 V single-phase. A voltage selection switch allows for easy and rapid change depending on specific site requirements, the company said. The units come standard with readily accessible and safe main output lugs for quick connection in the field.
Kohler has also gone to great efforts to reduce noise emissions in the new gen-sets. Most significantly, the Nelson critical grade silencer is positioned within the enclosure rather than externally. "Some of the other things you'll see" said Koehl, "is that we totally insulated everything including the exhaust chamber to reduce rattle, as well as gasketed all doors.
"We already have orders coming in from some of the leading cellular providers for these units because of the flexibility they provide," said Mark Repp, vice president of marketing for Kohler Power Systems, Kohler, Wis. "What makes them unique is they can be at one location, providing the same amount of back-up power as a permanently installed unit until the utility power source has been restored. Then, within hours, they're disconnected and transported to another location that needs power. It's truly power on demand."
Both of the new units incorporate Deere PowerTech diesel engines that meet the U.S. EPA's Tier 2 emissions standards. The engine packages include Donaldson air cleaners and Young Touchstone radiators. Kohler is one of the largest users of Deere engines for power generation and according to Richard R. Koehl, director, engineering and quality for Kohler Power Systems, the new Tier 2 engines "have a profile that's especially good for towables
The engines drive Kohler's new Fast Response III alternators. Building upon the foundation of the Fast Response alternator that debuted in the late 1970s, the new alternators incorporate a new excitation system that Kohler said is powerful and cost-effective. An auxiliary stator winding that is independent of the main output winding and dedicated solely for field excitation, is key to the new alternator technology, Kohler said. It results in a significant power boost to the field and provides strong recovery during load transients or 250% sustained short-circuit current support for 10 seconds to clear downstream circuit breakers, according to the company.
The Fast Response III alternator also features an eight-position terminal block with links for simple voltage reconnection. Load leads may be lugged and bolted directly to the terminal block, eliminating the need for spliced cable connections and providing a much quicker power connection method, Kohler said.
A new and improved voltage regulator with +0.25% average regulation is standard on the new alternator. The encapsulated regulator has over-excitation shutdown, standard VAR/pf control capability, an optional droop kit for paralleling, and onboard diagnostic LEDs. The voltage regulator meets IEC standards for EMI fast transient and surge immunity, and has passed rigorous vibration and harsh environment tests.
Both the 40KRC and 60KRC gen-sets feature a threeway voltage selector switch for operation at 277/480 V three-phase, 120/208 V three-phase or 120/240 V single-phase. A voltage selection switch allows for easy and rapid change depending on specific site requirements, the company said. The units come standard with readily accessible and safe main output lugs for quick connection in the field.
Kohler has also gone to great efforts to reduce noise emissions in the new gen-sets. Most significantly, the Nelson critical grade silencer is positioned within the enclosure rather than externally. "Some of the other things you'll see" said Koehl, "is that we totally insulated everything including the exhaust chamber to reduce rattle, as well as gasketed all doors.
Innovations for C[O.sub.2] reduction
Engine downsizing has become a primary concern in Europe as the commitment made by the ACEA, the European automobile manufacturers association, to reduce average carbon dioxide emissions to 140 gm/km for passenger cars sold in Europe by 2008 looms ever closer. Initial reductions in European C[O.sub.2] levels were largely achieved by the increasing popularity of diesel engines, and while the diesel market share is still growing in Europe, it is likely to peak soon, if for no other reason than that the oil refineries will not be able to cope with the demand. So the onus is going to come back to the gasoline engine. "I am very sure that over the next years we will see further development in gasoline engines," says Prof. Wilfried Bockelmann, main board director at Volkswagen. "We already have direct-injection FSI engines and there will be more. The diesel has made a big leap forward with direct injection, special turbochargers with variable nozzles and so on, and I am very sure the petrol engine will follow over the next few years."
An option being seriously considered by most vehicle manufacturers is downsizing the engine as that offers significant advantages with respect to fuel consumption and emissions. The downside is that the torque produced by a small engine is markedly less than that of a large one, and while the end consumer might accept a reduced displacement, he still demands the same driving performance and comfort of a large-displacement engine. It is trying to address this conundrum that a variety of solutions are currently being offered. Turbochargers--which have been principally absent from European gasoline engines for the last decade--are one of them. In fact, they are now set to make a spectacular return, not due to consumer demand this time, but as a weapon by the automakers to meet emissions regulations. BorgWarner Turbo Systems is in the vanguard of this movement and has developed the eBooster, a new charging system that makes small-displacement engines without turbo lag possible. The system is based on the use of a flow compressor driven by an electric motor which has been designed to be placed either before or after the standard turbocharger. Due to its electric drive, it is completely independent from the turbocharger and the thermal energy of the exhaust gasses.
In contrast to an electrically assisted turbocharger, the system works in two stages, with two flow machines connected in series so that the pressure ratios of both charging devices are then multiplied. The main advantage of this over single-stage units is that two different sized compressors can be connected in series so that an optimized map is available for each flow-rate range. This results in an increase in the intermediate pressure curve regardless of how much exhaust gas is available. One drawback, though, is that it was developed with a 42-volt architecture in mind, which at the outset of the program looked to be imminent. Events, though, have shown otherwise so BorgWarner is now developing it to be compatible with a 12-volt solution, meaning that it is unlikely to enter the market until 2008 or 2009.
This problem does not afflict another innovative solution that has been presented by Integral Powertrain, an independent consultancy based in the UK that provides powertrain engineering services, and DriveTec, another UK company that has been established to develop and exploit a portfolio of power transmission technologies. Their answer is SuperGen, a variable-speed electrically controlled supercharger design that takes most of its power from a physical link to the vehicle's engine. "Turbochargers, which get their power from the flowing exhaust gases, are a thermodynamically efficient boosting system," says Luke Barker, technical director at Integral Powertrain, "but under some conditions they suffer from lag as the exhaust flow builds to the point where effective boost can be delivered. As specific outputs increase, this effect is magnified, limiting the downsizing and C[O.sub.2] reduction potential from conventional turbocharging. Vehicle manufacturers commonly adapt 'shorter' ratios in the lower gears to mitigate this effect, but this has the opposite effect to downsizing on C[O.sub.2] emissions performance. In order to get its full benefit, performance and drive feel must encourage the driver to operate in the same speed range as a much larger engine."
Some manufacturers, says Barker, have tried to solve the driveability problem by adopting positive displacement superchargers, which are mechanically linked to the engine's crankshaft. These have lower compressor efficiency than turbochargers, are inherently noisy, and cause significant parasitic losses when boost is not required, harming fuel economy and C[O.sub.2] emissions. Complex and bulky clutches, by-pass valves and noise attenuation systems are required to alleviate these problems.
An option being seriously considered by most vehicle manufacturers is downsizing the engine as that offers significant advantages with respect to fuel consumption and emissions. The downside is that the torque produced by a small engine is markedly less than that of a large one, and while the end consumer might accept a reduced displacement, he still demands the same driving performance and comfort of a large-displacement engine. It is trying to address this conundrum that a variety of solutions are currently being offered. Turbochargers--which have been principally absent from European gasoline engines for the last decade--are one of them. In fact, they are now set to make a spectacular return, not due to consumer demand this time, but as a weapon by the automakers to meet emissions regulations. BorgWarner Turbo Systems is in the vanguard of this movement and has developed the eBooster, a new charging system that makes small-displacement engines without turbo lag possible. The system is based on the use of a flow compressor driven by an electric motor which has been designed to be placed either before or after the standard turbocharger. Due to its electric drive, it is completely independent from the turbocharger and the thermal energy of the exhaust gasses.
In contrast to an electrically assisted turbocharger, the system works in two stages, with two flow machines connected in series so that the pressure ratios of both charging devices are then multiplied. The main advantage of this over single-stage units is that two different sized compressors can be connected in series so that an optimized map is available for each flow-rate range. This results in an increase in the intermediate pressure curve regardless of how much exhaust gas is available. One drawback, though, is that it was developed with a 42-volt architecture in mind, which at the outset of the program looked to be imminent. Events, though, have shown otherwise so BorgWarner is now developing it to be compatible with a 12-volt solution, meaning that it is unlikely to enter the market until 2008 or 2009.
This problem does not afflict another innovative solution that has been presented by Integral Powertrain, an independent consultancy based in the UK that provides powertrain engineering services, and DriveTec, another UK company that has been established to develop and exploit a portfolio of power transmission technologies. Their answer is SuperGen, a variable-speed electrically controlled supercharger design that takes most of its power from a physical link to the vehicle's engine. "Turbochargers, which get their power from the flowing exhaust gases, are a thermodynamically efficient boosting system," says Luke Barker, technical director at Integral Powertrain, "but under some conditions they suffer from lag as the exhaust flow builds to the point where effective boost can be delivered. As specific outputs increase, this effect is magnified, limiting the downsizing and C[O.sub.2] reduction potential from conventional turbocharging. Vehicle manufacturers commonly adapt 'shorter' ratios in the lower gears to mitigate this effect, but this has the opposite effect to downsizing on C[O.sub.2] emissions performance. In order to get its full benefit, performance and drive feel must encourage the driver to operate in the same speed range as a much larger engine."
Some manufacturers, says Barker, have tried to solve the driveability problem by adopting positive displacement superchargers, which are mechanically linked to the engine's crankshaft. These have lower compressor efficiency than turbochargers, are inherently noisy, and cause significant parasitic losses when boost is not required, harming fuel economy and C[O.sub.2] emissions. Complex and bulky clutches, by-pass valves and noise attenuation systems are required to alleviate these problems.
Working outside the box: Robinson Custom Enclosures pushes the boundaries in development and fabrication of machine enclosures
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
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
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 technologies
This 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'."
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 technologies
This 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'."
Tuesday, February 20, 2007
Perkins adds to ElectropaK range
Perkins has expanded its power generation lineup with the introduction of the 1106D-E66TAG ElectropaK range at the Power Gen show this month in Las Vegas, Nev. The family of three, 6.6 L, turbocharged, air-to-air cooled engines has been developed to provide prime and standby power with special emphasis placed on improved power density and meeting key market nodes.
The new 1106D-E66TAG ElectropaK range offers outputs from 108 kW at 1500 rpm to 175 kW at 1800 rpm for both 50 Hz and 60 Hz markets.
Built around the Tier 3/Stage 3a compliant 1106D engine, the 1106D-E66TAG ElectropaK range utilizes components of Caterpillar's ACERT technology. Perkins said fuel tolerance has been increased since kerosene, jet aviation fuel and 5% biofuel (RME) can power the units, with further options available depending on local application needs.
The most powerful model--the 1106D-E66TAG4--has a typical generator output of 144 kW and 160 kW for prime and standby operation respectively at 1500 rpm, while at 1800 rpm the unit delivers 160 kW for prime power applications and 175 kW for standby
In the middle of the range, the 1106D-E66TAG3 produces 120 kW for prime applications and 132 kW for standby at 1500 rpm, while at 1800 rpm it puts out 135 kW in prime mode and 150 kW in standby. The third model, the 1106D-E66TAG2, produces 108 kW for prime power applications and 120 kW at standby when at 1500 rpm. At 1800 rpm, the set delivers 125 kW at prime and 140 kW for standby applications
The new 1106D-E66TAG ElectropaK range offers outputs from 108 kW at 1500 rpm to 175 kW at 1800 rpm for both 50 Hz and 60 Hz markets.
Built around the Tier 3/Stage 3a compliant 1106D engine, the 1106D-E66TAG ElectropaK range utilizes components of Caterpillar's ACERT technology. Perkins said fuel tolerance has been increased since kerosene, jet aviation fuel and 5% biofuel (RME) can power the units, with further options available depending on local application needs.
The most powerful model--the 1106D-E66TAG4--has a typical generator output of 144 kW and 160 kW for prime and standby operation respectively at 1500 rpm, while at 1800 rpm the unit delivers 160 kW for prime power applications and 175 kW for standby
In the middle of the range, the 1106D-E66TAG3 produces 120 kW for prime applications and 132 kW for standby at 1500 rpm, while at 1800 rpm it puts out 135 kW in prime mode and 150 kW in standby. The third model, the 1106D-E66TAG2, produces 108 kW for prime power applications and 120 kW at standby when at 1500 rpm. At 1800 rpm, the set delivers 125 kW at prime and 140 kW for standby applications
Hybrid Electric Bus
The Instrument Design Development Centre of the Indian Institute of Technology, Delhi, has developed a bus with no noise and no vehicular emission. The all-electric and hybrid-assist vehicle project was conceptualized and backed by the Union ministry of petroleum and natural gas through the oil Industry Development Board. The project is a step towards developing indigenous technology that can reduce dependence on petroleum for public transport.
The IIDC team led by project chief Prof. R. Arockiasamy of Eco-friendly Transportation Group, at UT Delhi, has developed an electric vehicle which is free of vibration, noise, heat and pollution. The team has developed two versions of the EV: all-electric and hybrid-assist bus, which has a top speed of 60km per hour.
The EV uses energy stored on board in batteries and is called 'Battery Electric Vehicle.' The vehicle has zero tail pipe exhaust emission and is popularly called 'Zero Emission Vehicle.' In addition to the battery source, energy is supplied from another source such as engine generator turbine and fuel cells. This vehicle is termed as Hybrid EV. The cost of running a Hybrid EV is just Rs2 per km
Tata Motors donated the electric test vehicle 'Bus' comprising a specially designed electric motor manufactured by Crompton Greaves. The manufacture of a similar zero emission bus on the same line will cost about Rs 21 lakh compared to Rs 19 lakh for a compressed natural gas (CNG) driven bus.
According to Arockiasamy, a 'Mid' vehicle that is best suited to operate in these conditions can clock a distance of 70km to 100km in a day in one charge. If the vehicle is charged on a daily basis, it can run for at least 250 km. The Hybrid EV is equipped with battery plus onboard charge system, which can be recharged through CNG, diesel or IPG. It can thus be operated throughout the day. Moreover, the bus has a lifespan of 20-25 years. The minimum lifespan of a battery is about four to five years depending on the usage. The most important aspect is that fuel saved on the Hybrid EV is at least 30% compared to a conventional vehicle.
The IIDC team led by project chief Prof. R. Arockiasamy of Eco-friendly Transportation Group, at UT Delhi, has developed an electric vehicle which is free of vibration, noise, heat and pollution. The team has developed two versions of the EV: all-electric and hybrid-assist bus, which has a top speed of 60km per hour.
The EV uses energy stored on board in batteries and is called 'Battery Electric Vehicle.' The vehicle has zero tail pipe exhaust emission and is popularly called 'Zero Emission Vehicle.' In addition to the battery source, energy is supplied from another source such as engine generator turbine and fuel cells. This vehicle is termed as Hybrid EV. The cost of running a Hybrid EV is just Rs2 per km
Tata Motors donated the electric test vehicle 'Bus' comprising a specially designed electric motor manufactured by Crompton Greaves. The manufacture of a similar zero emission bus on the same line will cost about Rs 21 lakh compared to Rs 19 lakh for a compressed natural gas (CNG) driven bus.
According to Arockiasamy, a 'Mid' vehicle that is best suited to operate in these conditions can clock a distance of 70km to 100km in a day in one charge. If the vehicle is charged on a daily basis, it can run for at least 250 km. The Hybrid EV is equipped with battery plus onboard charge system, which can be recharged through CNG, diesel or IPG. It can thus be operated throughout the day. Moreover, the bus has a lifespan of 20-25 years. The minimum lifespan of a battery is about four to five years depending on the usage. The most important aspect is that fuel saved on the Hybrid EV is at least 30% compared to a conventional vehicle.
Re-gauging offers a cost-effective fleet upgrade: metre-gauge railways in Brazil are adopting an innovative approach to providing new heavy-haul tract
A PROBLEM faced by narrow-gauge (1000mm to 1067mm) railways in developing countries is the high cost of new locomotives. New, modern and efficient locomotives are available from manufacturers, but the problem such railways face is funding them.
Brazil's mining giant CVRD, the world's largest iron-ore producer, may have found a cost-effective solution to this problem. The method used by CVRD results in a practically-new metre-gauge 2.23MW or 2.68MW locomotive for about $US 1 million, which is much lower than the cost of a new locomotive of similar power.
Brazilian railways have been buying used locomotives in the United States both to replace older power and as a means of increasing capacity. Three metre-gauge railways--Vitoria a Minas Railway (EFVM), Central Atlantic Railway (FCA), and Latin American Logistics (ALL)--have bought used standard-gauge locomotives as a lower cost option than buying new power. Their approaches to converting them to the smaller gauge are completely different, however.
Until recently there were a lot of GE-built C30-7s and C36-7s for sale in the United States as the US Class 1 railways bought new locomotives, but they found few buyers for their used power. Even with the recent increase in prices of used motive power, it is still good business to buy and upgrade locomotives
All broad-gauge (1600mm) railways in Brazil bought some of these as a means of getting new power on the cheap--new in the sense that they were newer than almost anything they had at privatisation in 1996-98. In some cases clearances had to be increased to handle the traffic, as on the Rio de Janeiro-Belo Horizonte line, but on other lines this was not possible so locomotives had to be transferred from other lines. On most lines the newer power was readily accepted after modifying the bogies.
However, about 83% of Brazil's railway network is metre-gauge and given the size and weight of the standard-gauge US locomotives these fines could not be readily adapted, the weight and size of the locomotives proving too much for the infrastructure.
CVRD owns two major metre-gauge railways, iron-ore hauling EFVM, whose main line carries over 120 million tonnes yearly, and grain and limestone hauler FCA, which has considerably less traffic. In simple terms, this means that while EFVM can afford new locomotives, FCA cannot. In recent years, CVRD has had a huge increase in traffic due to the growth of Brazil's exports of iron-ore and soya, as well as the efforts of a more proactive management.
To handle this additional traffic, CVRD bought a significant fleet of used locomotives from the United States (see table).
All the B36-7 locomotives have had their underframes extended 1200mm at each end and were fitted with smaller wheels and smaller fuel tanks. Their total weight was increased to 160 tonnes, and their two two-axle bogies replaced with four two-axle equivalents. All C36-7s have had their chassis extended 0.90m at each end and were also given smaller wheels and smaller fuel tanks. Their total weight was decreased to 160 tonnes to meet axleload limits, and their two three-axle bogies also replaced with four two-axle bogies. This meant that after rebuilding, all these locomotives have an axleload of 20 tonnes, and all ride on four two-axle bogies. They were given a fight overhaul before entering service with CVRD.
The smaller wheels lower the height of the locomotives, which are rather big for the loading gauge on metre-gauge lines. By reducing fuel capacity, engineers were able to place the extra bogies beneath the underframe without having to lengthen it excessively. The GM-built locomotives were given similar treatment.
Two locomotives have been further upgraded and computerised, but they are still having teething problems that the railway is trying to solve. Further conversions into BB36-7MP are dependent on finding a solution to these problems.
Another problem CVRD had was with the traction motors. The original motors would not fit the confines of the narrow-gauge bogies, so the railway replaced those on the SDs with GM-designed D31 0.33MW motors built in Brazil by Manser and MGE. On the GE locomotives, CVRD replaced the motors with GE's 761ANR5 0.37MW motors made in Brazil by Gevisa, Manser, and MGE.
This approach avoids the need to absorb the energy generated by the diesel generators by taking a spare locomotive and sending the traction supply directly to its traction motors (known as a 'slug' in the United States and Brazil). GE GTA24 traction alternators had to be installed in all locomotives that were also fitted with electronic braking and Locotrol, the latter to allow distributed power operation
Brazil's mining giant CVRD, the world's largest iron-ore producer, may have found a cost-effective solution to this problem. The method used by CVRD results in a practically-new metre-gauge 2.23MW or 2.68MW locomotive for about $US 1 million, which is much lower than the cost of a new locomotive of similar power.
Brazilian railways have been buying used locomotives in the United States both to replace older power and as a means of increasing capacity. Three metre-gauge railways--Vitoria a Minas Railway (EFVM), Central Atlantic Railway (FCA), and Latin American Logistics (ALL)--have bought used standard-gauge locomotives as a lower cost option than buying new power. Their approaches to converting them to the smaller gauge are completely different, however.
Until recently there were a lot of GE-built C30-7s and C36-7s for sale in the United States as the US Class 1 railways bought new locomotives, but they found few buyers for their used power. Even with the recent increase in prices of used motive power, it is still good business to buy and upgrade locomotives
All broad-gauge (1600mm) railways in Brazil bought some of these as a means of getting new power on the cheap--new in the sense that they were newer than almost anything they had at privatisation in 1996-98. In some cases clearances had to be increased to handle the traffic, as on the Rio de Janeiro-Belo Horizonte line, but on other lines this was not possible so locomotives had to be transferred from other lines. On most lines the newer power was readily accepted after modifying the bogies.
However, about 83% of Brazil's railway network is metre-gauge and given the size and weight of the standard-gauge US locomotives these fines could not be readily adapted, the weight and size of the locomotives proving too much for the infrastructure.
CVRD owns two major metre-gauge railways, iron-ore hauling EFVM, whose main line carries over 120 million tonnes yearly, and grain and limestone hauler FCA, which has considerably less traffic. In simple terms, this means that while EFVM can afford new locomotives, FCA cannot. In recent years, CVRD has had a huge increase in traffic due to the growth of Brazil's exports of iron-ore and soya, as well as the efforts of a more proactive management.
To handle this additional traffic, CVRD bought a significant fleet of used locomotives from the United States (see table).
All the B36-7 locomotives have had their underframes extended 1200mm at each end and were fitted with smaller wheels and smaller fuel tanks. Their total weight was increased to 160 tonnes, and their two two-axle bogies replaced with four two-axle equivalents. All C36-7s have had their chassis extended 0.90m at each end and were also given smaller wheels and smaller fuel tanks. Their total weight was decreased to 160 tonnes to meet axleload limits, and their two three-axle bogies also replaced with four two-axle bogies. This meant that after rebuilding, all these locomotives have an axleload of 20 tonnes, and all ride on four two-axle bogies. They were given a fight overhaul before entering service with CVRD.
The smaller wheels lower the height of the locomotives, which are rather big for the loading gauge on metre-gauge lines. By reducing fuel capacity, engineers were able to place the extra bogies beneath the underframe without having to lengthen it excessively. The GM-built locomotives were given similar treatment.
Two locomotives have been further upgraded and computerised, but they are still having teething problems that the railway is trying to solve. Further conversions into BB36-7MP are dependent on finding a solution to these problems.
Another problem CVRD had was with the traction motors. The original motors would not fit the confines of the narrow-gauge bogies, so the railway replaced those on the SDs with GM-designed D31 0.33MW motors built in Brazil by Manser and MGE. On the GE locomotives, CVRD replaced the motors with GE's 761ANR5 0.37MW motors made in Brazil by Gevisa, Manser, and MGE.
This approach avoids the need to absorb the energy generated by the diesel generators by taking a spare locomotive and sending the traction supply directly to its traction motors (known as a 'slug' in the United States and Brazil). GE GTA24 traction alternators had to be installed in all locomotives that were also fitted with electronic braking and Locotrol, the latter to allow distributed power operation
34th Annual Car & Locomotive Repair Directory
The following pages of the 34th Annual Car & Locomotive Repair Directory contain information about companies providing contract car, locomotive, and component repair services to the railroad industry. Companies advertising in this Directory (page numbers with prefix G) are in boldface.
THE DIRECTORY IS DIVIDED INTO FOUR SECTIONS:
Section I
Main offices listed alphabetically (p. G2)
Section II
Car shops listed geographically, including a breakdown of services rendered (p. 622). Please refer to the key (fight).
Section III
Locomotive services listed geographically, including a breakdown of services rendered (p. G30). Please refer to the key (far right)
THE DIRECTORY IS DIVIDED INTO FOUR SECTIONS:
Section I
Main offices listed alphabetically (p. G2)
Section II
Car shops listed geographically, including a breakdown of services rendered (p. 622). Please refer to the key (fight).
Section III
Locomotive services listed geographically, including a breakdown of services rendered (p. G30). Please refer to the key (far right)
La Marche charges ahead with more new products
Continuing the updating and expansion of its range of battery chargers and power conversions components, La Marche Manufacturing, Des Plaines, Ill., has developed several new products targeting power generation applications. The A18JA battery charger is designed to be mounted in engine generator set compartments and provides complete engine starting battery charging. The E12 battery charger/power supply/ battery eliminator is engineered for switchgear, communications and process control applications. The A97W Switchmode rectifier/battery charger is now available in a portable version, designed for maintenance applications.
These developments are part of an ongoing effort by La Marche to update and upgrade its product line. Over the last year, the company has unveiled a range of new products, including new battery charger/rectifiers, new dc to dc converter systems and live circuit battery testers, nearly all of which directly target utility, telecom and other power generation applications.
The A18JA charger is a silicon diode full wave rectifier charger designed for continuous operation on unloaded engine starting batteries, typically in applications where a small capacity battery charger is required to maintain and recharge a single battery system. Its operation is automatic--there are no external controls or adjustments to be made once the battery is permanently connected, the company said--and a dc cranking disconnect relay instantly disconnects the charger during engine cranking cycles.
The A18JA charger is also protected by an ac input fuse and dc output auto reset breaker. Input voltage is 120 Vac, single-phase at 50/60 Hz, with available dc outputs of 3 or 6 amps, 12 or 24 Vdc. It is housed in a NEMA 1 enclosure with a baked enamel paint finish and is warranted for a full year.
The E12 Mag-Amp charger is designed to have all of the functionality of La Marche's A12B Mag-Amp chargers in a more cost-effective package. It has +/- 1% regulation and continuous current limit, factory set at 105% of the dc output current. The E12 may also be used as a battery eliminator featuring 30 mV RMS filtering with or without a battery, the company said.
The E12 charger is available with dc output voltages of 24, 48 or 130 Vdc with dc currents for 3 to 35 amps and ac input voltages of 120, 208 or 240 Vac, single phase. A standard E12 charger is equipped with input and output fuses along with indicator lights, a toggle switch and adjustments for float and equalize.
Available optional accessories of the E12 include ac/dc circuit breakers along with a full-featured Digital Alarm Accessory Package.
The E12 charger can be wall, floor or rack mounted depending on the configuration and options, and each unit carries a five-year limited warranty.
Last year, La Marche introduced A96/A97 utility rectifiers/battery chargers, which also function as a power supply/battery charger. To meet demand, the company said it has enhanced the product line by offering it in a portable, wheel-mounted configuration, along with the standard wall-, floor- or rack-mounted models.
These developments are part of an ongoing effort by La Marche to update and upgrade its product line. Over the last year, the company has unveiled a range of new products, including new battery charger/rectifiers, new dc to dc converter systems and live circuit battery testers, nearly all of which directly target utility, telecom and other power generation applications.
The A18JA charger is a silicon diode full wave rectifier charger designed for continuous operation on unloaded engine starting batteries, typically in applications where a small capacity battery charger is required to maintain and recharge a single battery system. Its operation is automatic--there are no external controls or adjustments to be made once the battery is permanently connected, the company said--and a dc cranking disconnect relay instantly disconnects the charger during engine cranking cycles.
The A18JA charger is also protected by an ac input fuse and dc output auto reset breaker. Input voltage is 120 Vac, single-phase at 50/60 Hz, with available dc outputs of 3 or 6 amps, 12 or 24 Vdc. It is housed in a NEMA 1 enclosure with a baked enamel paint finish and is warranted for a full year.
The E12 Mag-Amp charger is designed to have all of the functionality of La Marche's A12B Mag-Amp chargers in a more cost-effective package. It has +/- 1% regulation and continuous current limit, factory set at 105% of the dc output current. The E12 may also be used as a battery eliminator featuring 30 mV RMS filtering with or without a battery, the company said.
The E12 charger is available with dc output voltages of 24, 48 or 130 Vdc with dc currents for 3 to 35 amps and ac input voltages of 120, 208 or 240 Vac, single phase. A standard E12 charger is equipped with input and output fuses along with indicator lights, a toggle switch and adjustments for float and equalize.
Available optional accessories of the E12 include ac/dc circuit breakers along with a full-featured Digital Alarm Accessory Package.
The E12 charger can be wall, floor or rack mounted depending on the configuration and options, and each unit carries a five-year limited warranty.
Last year, La Marche introduced A96/A97 utility rectifiers/battery chargers, which also function as a power supply/battery charger. To meet demand, the company said it has enhanced the product line by offering it in a portable, wheel-mounted configuration, along with the standard wall-, floor- or rack-mounted models.
Coordinated effort: firm's new data center and headquarters network benefits from suppliers' involvement and assistance
When GMAC Insurance accelerated its St. Louis, Mo., headquarters move from May 2005 to October 2004, network communications manager Wayne Goede found himself in a race against the clock. His challenge: to design and build a new network infrastructure and data center in record time. To complicate matters further, he needed to downsize the data center from 6,000 square feet to 3,700 square feet to provide more space for 1,100 employees, 450 of them in the call center.
"While we lowered our data center square footage substantially, it wasn't great concern for us," Goode says. "There was an advantage in being able to start fresh with new technology.
"There were a number of key design goals that would fit in with our overall infrastructure strategy," Goode explains. "The cable plant for the facility needed to bc totally consolidated. All connections to the desktop locations would be CAT 5e, and the cables would serve no specific purpose. They needed to cross-connect in the data center and wiring closets with standard patch cables to provide service for Ethernet PCs, phones, KVM and extended video."
Additional goals included: installing infrastructure resources that could bc "right-sized" and expanded as needed to address future requirements, minimizing the presence of cables in the data center's raised floor because of limited ceiling height, and powering the entire facility with a backup generator in the event of complete power loss.
One of the staff's initial calls was to Graybar, a provider of supply-chain management services, and a distributor of components, equipment and materials for the electrical and telecommunications industries. The Graybar team provided Goede and his staff with easy access to uninterruptible power supply (UPS), heating and air conditioning (HVAC), network infrastructure and project-management solutions.
For its UPS needs, GMAC Insurance considered both traditional and next-generation options, including the APC InfraStruXure solution, which Goede determined was the right one for the new data center.
Just two years earlier, Graybar had assisted GMAC by providing infrastructure and project-management solutions for the company's new 12,000-square foot primary data center in its Winston-Salem, N.C., facility. Although progressive for its time, Goede says the data center utilized traditional liquid battery technology in its UPS, which included two redundant units so one could supply power while the other was offline for maintenance.
In addition, it required a special environment built to specific OSHA requirements and specialized technicians to maintain the batteries. Realizing these drawbacks, Goede decided the simplicity and security of APC's modular battery design deserved serious consideration.
MODULAR EASE OF USE
"The batteries in the system are, for lack of a better term, consumer-grade batteries," Goede explains. "They are sealed lead-acid batteries that can be safely shipped and handled. The InfraStruXure UPS allows you to pull out a battery module and replace it, with no special equipment and no need to take the UPS offline."
Goede decided to proceed with an integrated UPS, HVAC and enclosure system worth more than $500,000. He worked closely with APC engineers to design the data center system.
"The actual layout of the data center was done in-house," Goede says. "APC, coordinated through Graybar, helped considerably with getting that design finalized. We chose an all-APC solution, with the exception of the open racking, for a variety of reasons, but the biggest is that theirs is an air, UPS, power-distribution-and-enclosure system with all of the parts and pieces fitting together."
The integrated design included HVAC equipment and data center enclosures to complement the UPS. APC's NetworkAIR FM HVAC units contain variable-speed DC motors that speed up or slow down to maintain constant static pressure under the data center floor. In addition, the APC NetShelter VX enclosures feature cable management that allows for organized overhead wiring without ladder racking. Goede says this was crucial for his data center, which had limited ceiling height in its new eighth-floor location.
"One of the key things about the APC system, from a management perspective, is that all the parts and pieces are network attached, and I'm talking Ethernet," Goede says. "They are devices on our data network. They can be monitored and controlled from anywhere on our network, including our Winston-Salem, N.C., help desk. We can see and control internal and external cabinet temperatures, humidity, power load, device status and alerts."
"While we lowered our data center square footage substantially, it wasn't great concern for us," Goode says. "There was an advantage in being able to start fresh with new technology.
"There were a number of key design goals that would fit in with our overall infrastructure strategy," Goode explains. "The cable plant for the facility needed to bc totally consolidated. All connections to the desktop locations would be CAT 5e, and the cables would serve no specific purpose. They needed to cross-connect in the data center and wiring closets with standard patch cables to provide service for Ethernet PCs, phones, KVM and extended video."
Additional goals included: installing infrastructure resources that could bc "right-sized" and expanded as needed to address future requirements, minimizing the presence of cables in the data center's raised floor because of limited ceiling height, and powering the entire facility with a backup generator in the event of complete power loss.
One of the staff's initial calls was to Graybar, a provider of supply-chain management services, and a distributor of components, equipment and materials for the electrical and telecommunications industries. The Graybar team provided Goede and his staff with easy access to uninterruptible power supply (UPS), heating and air conditioning (HVAC), network infrastructure and project-management solutions.
For its UPS needs, GMAC Insurance considered both traditional and next-generation options, including the APC InfraStruXure solution, which Goede determined was the right one for the new data center.
Just two years earlier, Graybar had assisted GMAC by providing infrastructure and project-management solutions for the company's new 12,000-square foot primary data center in its Winston-Salem, N.C., facility. Although progressive for its time, Goede says the data center utilized traditional liquid battery technology in its UPS, which included two redundant units so one could supply power while the other was offline for maintenance.
In addition, it required a special environment built to specific OSHA requirements and specialized technicians to maintain the batteries. Realizing these drawbacks, Goede decided the simplicity and security of APC's modular battery design deserved serious consideration.
MODULAR EASE OF USE
"The batteries in the system are, for lack of a better term, consumer-grade batteries," Goede explains. "They are sealed lead-acid batteries that can be safely shipped and handled. The InfraStruXure UPS allows you to pull out a battery module and replace it, with no special equipment and no need to take the UPS offline."
Goede decided to proceed with an integrated UPS, HVAC and enclosure system worth more than $500,000. He worked closely with APC engineers to design the data center system.
"The actual layout of the data center was done in-house," Goede says. "APC, coordinated through Graybar, helped considerably with getting that design finalized. We chose an all-APC solution, with the exception of the open racking, for a variety of reasons, but the biggest is that theirs is an air, UPS, power-distribution-and-enclosure system with all of the parts and pieces fitting together."
The integrated design included HVAC equipment and data center enclosures to complement the UPS. APC's NetworkAIR FM HVAC units contain variable-speed DC motors that speed up or slow down to maintain constant static pressure under the data center floor. In addition, the APC NetShelter VX enclosures feature cable management that allows for organized overhead wiring without ladder racking. Goede says this was crucial for his data center, which had limited ceiling height in its new eighth-floor location.
"One of the key things about the APC system, from a management perspective, is that all the parts and pieces are network attached, and I'm talking Ethernet," Goede says. "They are devices on our data network. They can be monitored and controlled from anywhere on our network, including our Winston-Salem, N.C., help desk. We can see and control internal and external cabinet temperatures, humidity, power load, device status and alerts."
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