When it comes to locomotives, the Union Pacific Railroad fleet is considered by many to be the "greenest" in the U.S. railroad industry. In the past five years, 35% of Union Pacific's locomotive fleet has been certified under EPA Tier Zero standards (44% less than the average NOx emission rate of locomotives manufactured prior to the implementation of EPA regulations in 2000) or Tier 1 standards (56% less than the average N[O.sub.x] emission rate of locomotives manufactured prior to the implementation of the EPA rules). Additionally, its 3000 to 4400 hp diesel locomotives that pull heavy-tonnage freight trains over long distances between cities emit only one-third as much N[O.sub.x] compared to over-the-road diesel trucks when measured in emissions per-gross-ton-mile. This can be attributed largely to the greater efficiency of steel wheels on steel rails.
In the future, UP's medium- to heavy-duty switching locomotives used in and around rail yards could also produce less emissions as well as consume less fuel. For instance, UP recently ordered a prototype low emissions switch (LES) locomotive being developed by the National Railway Equipment Co., Dixmoor, Ill. The prototype switcher is based on a system architecture proposed by Newage AVK SEG, the electrical machine unit of Cummins Inc. and NRE Electronics, and uses Cummins QSK19 engines developed for construction equipment The two Cummins inline six-cylinder diesel engines, each with 19 L displacement, will replace the single 1500 hp EMD 12-cylinder 645-series (12-645E) naturally aspirated diesel engine now used in the MP 1500 DC switching locomotive. The locomotive being converted was originally delivered to the former-Southern Pacific Railroad in December 1974.
The two engines each produce a total output of 700 hp, giving the converted switcher locomotive a 1400 hp rating. The engines each produce a massive 1970 lb.ft. peak torque. Peak power for this configuration will be available at 1800 rpm compared to an industry standard 2100 rpm. This results in higher fuel efficiency and reduced noise, the company said. No special modifications from the standard QSK19-C were made for this application.
Like any conventional diesel-electric locomotive, each engine powers a rail specification Newage HC5 generator specifically engineered for this application. These generators power the electric traction motors driving each set of wheels. The converted locomotive will retain its EMD D77 direct current traction motors.
This new switching locomotive is expected to reduce N[O.sub.x] by 70% and particulate matter by approximately 45% from EPA Locomotive Tier 2 levels. Based on the Association of American Railroads (AAR) duty cycle for switching locomotives, it is estimated that as much as a 15% reduction in fuel consumption can be achieved. The LES will offer other advantages with respect to durability and long-term operating costs. The engine will go 30,000 hours between overhaul with an estimated 10-year-plus engine life, according to AAR standards for medium-duty cycle engines. The plug-and-play design for all major components means reduced maintenance downtime.
The LES incorporates advanced electrical equipment, including an ac to dc traction horsepower motor controller/ dc chopper to individually control the amount of power supplied to each traction motor for enhanced adhesion between wheels and track. A low-voltage power supply (LVPS) featuring a 480 Vac to 72 Vdc rectifier/transformer provides up to 10 kW of 72 Vdc electrical power for heating, headlights, ditch lights, and auxiliary lighting, all MU (multiple unit) trail-dine propulsion and operating controls functions and for charging the locomotive's battery.
An auxiliary drive power supply ADPS featuring a 690 Vac to 480 Vac transformer is installed on units equipped with a 690 Vac alternator in order to achieve higher track speeds. This ADPS provides 70 kVA of 480 Vac power for the new air compressor drive and traction motor drive motors plus auxiliary cab accessory power. The NRE Electronics-Microprocessor System (NFORCE) manages and controls all propulsion functions, engine/generator set stop/start functions, alarm and fault logging, operator interface functions and red-time diagnostic monitoring.
Thursday, December 07, 2006
Wednesday, December 06, 2006
LuK: an abundance of transmission options
Considering that one in every four cars that rolls off assembly lines around the world is fitted with one of its clutches, very little is known about LuK, part of the Schaeffler Group, Germany's largest family owned business. However, this subsidiary has a portfolio of interesting products that include the dual mass flywheel, the twin clutch gearbox, the belt-driven starter generator and a continuously variable transmission (CVT). Additionally, it is the worldwide leader in tractor clutches. Transmission technology has developed into an innovative driving force in the automotive industry with both autoshift and twin-clutch gearboxes providing alternatives to conventional automated transmissions. For LuK, these gearbox variants comprise its XSG family that embraces Electronic Clutch Management (ECM), which dispenses with the clutch pedal, the Auto Shift Gearbox (ASG), where the actual gear shifting is automated, and the Uninterrupted Shift Gearbox (USG), where a partial filling of the torque interruption during a gearshift is achieved with an additional clutch. It also includes the Parallel Shift Gearbox (PSG), which belongs to the twin-clutch gearbox group, and the Electrical Shift Gearbox (ESG), in which a starter-generator is coupled in parallel to one of the two input shafts. It is the twin-clutch PSG that excites Dr. Peter Gutzmer, LuK president and CEO, who had spent 17 years with Porsche working in various positions in engine and vehicle development. Known as DSG--Direct Shift Gearbox--in Volkswagen-Audi parlance, it combines the advantages of a conventional six-speed manual-shift gearbox with the qualities possessed by a modern automatic transmission. The driver enjoys immense agility and driving pleasure with smooth, dynamic acceleration without any interruption to the power flow. The technical basis of the DSG, developed in the VW-Audi case by BorgWarner, is a double clutch. It consists of two wet plate-type clutches with hydraulically regulated contact pressure. One of the two clutches engages the odd-numbered and the other the even-numbered gears. This principle enables gearshifts to be made without interrupting the power flow and keeps the shift times extremely short. While the first clutch is transmitting the power, the second clutch is ready to engage the next gear, which is pre-selected. When the driver makes the gearshift, the first clutch is released and the second engages, so that the gear shift takes place in a fraction of a second. The driver can operate the DSG manually or allow changes to take place automatically. In the automatic mode there is a choice between the well-balanced, comfortable standard shift settings and a program with greater sports emphasis. Manual shifts are made either at the gear lever or at shift paddles behind the steering wheel. "I believe very strongly that within the next five years we will see this kind of transmission being more widely offered, especially in Europe," says Gutzmer. "It has several advantages with the fuel economy being for me more or less the hidden one. It has greater agility and driving comfort at the same time and this is what you really can tell. The customer also feels like a Formula One driver!"
Building on the PSG concept is ESG, in which a starter-generator is linked to one of the gearbox shafts. Advantages include functions such as start/stop, energy recuperation by regenerative braking and electric powered driving, all with a compact design. Furthermore, with the combustion engine switched off, the air conditioning system can be operated using the electric motor. The ESG can result in reduced fuel consumption over 20% compared to a manual gearbox. "Looking to the future we see hybrid solutions," says Gutzmer. "To reduce fuel consumption and emissions even further, the combustion engine will only be used when needed. We will see start/stop, and electrically supported driving, but the applications might be different in different parts of the world."
An important part of the argument in favor of the automation of manual transmissions is the improvement in fuel consumption, says Gutzmer. If the manual transmission is taken as a basis, automatic transmissions suffer from greater fuel consumption at the same shift point selection due to hydraulic power loss. Automatic transmissions and automated gearboxes can use the choice of more favorable operating points in the engine map for shift point selection to their advantage, resulting in reduced fuel consumption in legally defined cycles. Moreover, this reduction in fuel consumption through automatic shift point selection is also realized in practice, since the average driver using a manual transmission generally avoids driving at economic low engine speeds.
Building on the PSG concept is ESG, in which a starter-generator is linked to one of the gearbox shafts. Advantages include functions such as start/stop, energy recuperation by regenerative braking and electric powered driving, all with a compact design. Furthermore, with the combustion engine switched off, the air conditioning system can be operated using the electric motor. The ESG can result in reduced fuel consumption over 20% compared to a manual gearbox. "Looking to the future we see hybrid solutions," says Gutzmer. "To reduce fuel consumption and emissions even further, the combustion engine will only be used when needed. We will see start/stop, and electrically supported driving, but the applications might be different in different parts of the world."
An important part of the argument in favor of the automation of manual transmissions is the improvement in fuel consumption, says Gutzmer. If the manual transmission is taken as a basis, automatic transmissions suffer from greater fuel consumption at the same shift point selection due to hydraulic power loss. Automatic transmissions and automated gearboxes can use the choice of more favorable operating points in the engine map for shift point selection to their advantage, resulting in reduced fuel consumption in legally defined cycles. Moreover, this reduction in fuel consumption through automatic shift point selection is also realized in practice, since the average driver using a manual transmission generally avoids driving at economic low engine speeds.
Effects of Compliant Geartrains on Engine Noise and Performance
Geartrain rattle has been an issue in heavy-duty diesel engines for a number of years, affecting not only noise hut also engine performance and durability. A project at Caterpillar that completely removed the front geartrain from the engine (all ancillary devices and drove the camshaft from the rear) demonstrated a large noise reduction potential in heavy-duty diesel engines. This work prompted an effort to identify production viable devices that would reduce engine noise through geartrain compliance without affecting performance or the engine envelope. This article shows that compliant geartrains effectively reduce gear rattle (and hence noise), increase the life of geartrain components, and may even improve the performance of the engine.
Within the heavy-duty diesel engine community, gear rattle has been an issue for many years. Gear rattle is the phenomenon during which gear teeth come out of mesh and are forced back into mesh by a backside tooth impact. More complete descriptions of gear rattle, especially the modeling of the phenomenon, are described in the literature.1,2 Note, though, that while the automotive industry deals with gear rattle at certain conditions (normally low idle), mechanically injected heavy-duty diesel engines usually exhibit gear rattle at most operating conditions if not properly dealt with. This has been further exasperated by the need to reduce gaseous emissions in diesel engines, which has been partially accomplished with elevated cylinder peak pressures and injection pressures.A previous unpublished Caterpillar project demonstrated a large noise reduction by completely removing the front geartrain from a heavy-duty diesel engine (all ancillary devices and drove the camshaft from the rear). Thus, Caterpillar has focused its efforts on geartrain noise in the past few years. Traditional gear rattle literature suggests the following for gear rattle reduction: modified gear positioning, modified phasing, mass variation of gears, mechanical pre-load system, viscous dampers, changed number of teeth, modified engagement factor/helix angle, or modified backlashes.1'2 While these methods can be useful for fine-tuning geartrains, larger changes are necessary for significant noise reductions.
Several options were considered that parallel the investigations of Zhao.3 Specifically, the focus was on introducing additional compliance in the geartrain while maintaining cam to crank timing. Croker's relationship for rattle in heavy-duty diesel engine geartrains4 (Figure 1) shows a nonlinear jump where increased backlash quickly becomes beneficial. Tolerance restrictions in heavy-duty diesel engines can make it very costly to take advantage of tight backlash; therefore large backlash is the desirable region of operation. This concept of increased backlash was combined with nonlinear, frequency-dependant isolation principles to reduce rattle. While the specifics of the actual hardware remain undisclosed, this article will discuss the effects of this compliance on engine noise, gear loads and engine performance.
Geartrain Isolation
Due to the impulsive nature of reciprocating engines, crankshafts do not rotate at constant speeds, but instead often vary from 3-5% within one cycle of rotation. Additionally, the masselastic system of the flywheel-crankshaft-damper has torsional modes which, when excited, add to this speed variation as well. see Figure 2 for a typical time history of crank speed at a lug condition. Thus, for the first engine to be quieted, devices were devised to isolate the geartrain from this rattle-producing event. One such device effectively places a nonlinear, tuned torsional spring between the crankshaft and crank gear. The geartrain in Figure 3 for Engine A shows the location of the crankshaft gear, which was where this device was located.
Even though the geartrain was now isolated from the crankshaft torsionals, rattle still existed in the geartrain. The impulsive nature of mechanical fuel injection systems also causes the camshaft speed to vary 3-6%. This speed variation was causing the rest of the geartrain to rattle. To address the issue of camshaft induced geartrain rattle, another device was needed to isolate the geartrain from cam-induced excitation. This device isolated the rest of the geartrain from these cam torsionals. Note that further torsional activity comes from the pumps, but this study found that these pump torsionals were negligible in this geartrain.
The layout of the geartrain for the second engine on which a compliant device was pursued is shown in Figure 4 (Engine B). Note the significant differences between the two geartrains. Instead of separating the cam and crank by four meshes, this engine is only separated by two. Additionally, due to some size restrictions at the crankshaft, similar devices from the previous engine could not be applied. Instead, new devices were constructed that replaced both of the idler gears in mesh with the crank gear. The cam-to-crank idler gear isolated the camshaft and crankshaft from each other, as well as isolating the pumps from the crank and cam torsionals. The other idler gear isolated the pumps from the crankshaft torsionals. Although the method by which compliance was achieved for these devices differed from previous geartrain treatments, the general trends of the effects of isolation remained the same
Within the heavy-duty diesel engine community, gear rattle has been an issue for many years. Gear rattle is the phenomenon during which gear teeth come out of mesh and are forced back into mesh by a backside tooth impact. More complete descriptions of gear rattle, especially the modeling of the phenomenon, are described in the literature.1,2 Note, though, that while the automotive industry deals with gear rattle at certain conditions (normally low idle), mechanically injected heavy-duty diesel engines usually exhibit gear rattle at most operating conditions if not properly dealt with. This has been further exasperated by the need to reduce gaseous emissions in diesel engines, which has been partially accomplished with elevated cylinder peak pressures and injection pressures.A previous unpublished Caterpillar project demonstrated a large noise reduction by completely removing the front geartrain from a heavy-duty diesel engine (all ancillary devices and drove the camshaft from the rear). Thus, Caterpillar has focused its efforts on geartrain noise in the past few years. Traditional gear rattle literature suggests the following for gear rattle reduction: modified gear positioning, modified phasing, mass variation of gears, mechanical pre-load system, viscous dampers, changed number of teeth, modified engagement factor/helix angle, or modified backlashes.1'2 While these methods can be useful for fine-tuning geartrains, larger changes are necessary for significant noise reductions.
Several options were considered that parallel the investigations of Zhao.3 Specifically, the focus was on introducing additional compliance in the geartrain while maintaining cam to crank timing. Croker's relationship for rattle in heavy-duty diesel engine geartrains4 (Figure 1) shows a nonlinear jump where increased backlash quickly becomes beneficial. Tolerance restrictions in heavy-duty diesel engines can make it very costly to take advantage of tight backlash; therefore large backlash is the desirable region of operation. This concept of increased backlash was combined with nonlinear, frequency-dependant isolation principles to reduce rattle. While the specifics of the actual hardware remain undisclosed, this article will discuss the effects of this compliance on engine noise, gear loads and engine performance.
Geartrain Isolation
Due to the impulsive nature of reciprocating engines, crankshafts do not rotate at constant speeds, but instead often vary from 3-5% within one cycle of rotation. Additionally, the masselastic system of the flywheel-crankshaft-damper has torsional modes which, when excited, add to this speed variation as well. see Figure 2 for a typical time history of crank speed at a lug condition. Thus, for the first engine to be quieted, devices were devised to isolate the geartrain from this rattle-producing event. One such device effectively places a nonlinear, tuned torsional spring between the crankshaft and crank gear. The geartrain in Figure 3 for Engine A shows the location of the crankshaft gear, which was where this device was located.
Even though the geartrain was now isolated from the crankshaft torsionals, rattle still existed in the geartrain. The impulsive nature of mechanical fuel injection systems also causes the camshaft speed to vary 3-6%. This speed variation was causing the rest of the geartrain to rattle. To address the issue of camshaft induced geartrain rattle, another device was needed to isolate the geartrain from cam-induced excitation. This device isolated the rest of the geartrain from these cam torsionals. Note that further torsional activity comes from the pumps, but this study found that these pump torsionals were negligible in this geartrain.
The layout of the geartrain for the second engine on which a compliant device was pursued is shown in Figure 4 (Engine B). Note the significant differences between the two geartrains. Instead of separating the cam and crank by four meshes, this engine is only separated by two. Additionally, due to some size restrictions at the crankshaft, similar devices from the previous engine could not be applied. Instead, new devices were constructed that replaced both of the idler gears in mesh with the crank gear. The cam-to-crank idler gear isolated the camshaft and crankshaft from each other, as well as isolating the pumps from the crank and cam torsionals. The other idler gear isolated the pumps from the crankshaft torsionals. Although the method by which compliance was achieved for these devices differed from previous geartrain treatments, the general trends of the effects of isolation remained the same
Tuesday, December 05, 2006
Air starters
A brochure is now available from Tech Development Inc. (TDI) on its line of engine air starters for oil & gas applications. The TurboTwin starters are available for gas compressors and generator sets driven by engines up to 70 L. Curves, diagrams and tables detail the line's features and performance in different applications.
Is the Coast Guard's future green?
In an effort by the Coast Guard to address the problem of unabated fossil fuel consumption and harmful emissions, a team of Coast Guard cadets are working on the second phase of a project studying the feasibility of Coast Guard vessels operating on biodiesel fuel.
A 41-foot utility boat, nicknamed "soy boat," has been outfitted with twin engines fed by separate fuel tanks that cadets will use to run a side-by-side comparison of biodiesel to regular diesel. One of the engines will run on a B20 blend of biodiesel fuel--consisting of 20 percent soy oil to 80 percent traditional diesel. Researchers have found that soy-based oil, a renewable resource, generally behaves better in cold weather when compared to most other forms of biodiesel fuels and is therefore the preferred choice of a non-petroleum-based product for all-weather use.
For five mechanical engineering majors--First Class Cadets Rebecca Lenberg, Richard Szoka, Ryan Hawn, Michael Adams, and Steven Van Derlaske--being selected to pursue this senior capstone project is a chance to be part of cutting-edge, emerging technologiesThis is probably the first full-scale study of biodiesel in a marine environment," said Dr. John Bausch, a mechanical engineering professor and principal advisor for the cadets' biodiesel project.
Down in a lab at MacAllister Hall, home of the Academy's Engineering department, are eight marked glass jars. Cadet Szoka says each jar will contain a biodiesel sample that will be observed.
The cadets' project is a collaboration between the Coast Guard Office of Naval engineering environmental division, Coast Guard Academy mechanical engineering section and the Coast Guard Academy waterfront division, who are all actively participating in evaluating biodiesel as a viable fuel source for the Coast Guard.
"We're looking forward to working with cadets in this cutting--edge project," said BM2 Michael McLeod. "We've got the oldest 41-foot boat in the fleet and it's pretty exciting to use this as the prototype."
Last year, during the first phase of the project, cadets at the Academy began the process to determine if biodiesel could be an alternative fuel source by using an old generator from a decommissioned 82-foot patrol boat. They ran load and performance tests on the fuel and brought the Coast Guard up to speed on various aspects of the fuel.
This year, cadets are moving into the second of three phases of the biodiesel project.
An important aspect of phase two is the experimental test plan that will include autonomous monitoring of such things as fuel pressure, fuel filter differential, horsepower, and engine rpms. To collect this information, a data system and sensors will be installed on board the soy boat.
The third and final phase will include a limited and controlled use of biodiesel by select Coast Guard working units.
The Coast Guard bagen exploring the viability of biodiesel as an alternative fuel source in 2000. An indepth "paper study" conducted by the Coast Guard Engineering Logistics Center was presented by environmental engineer Hari Bindal. The paper confirmed that, with further research and testing, biodiesel might be a suitable alternative fuel for the Coast Guard fleet.
Cadets became involved soon after that study. Cadet Michael Adams immediately was attracted to the project for a variety of reasons.
"Other [senior capstone] projects were not quite as concrete, and the ball was already rolling here," Adams said. "Funds were set aside, there was interest from the chain of command, and we had a test platform."
"Now that the project's underway, I've learned more about the real need for alternative fuel sources," said Adams. "It would be awesome to help lead the Coast Guard through uncharted waters, and perhaps even be the first of our government's agencies to make a real step at 'turning green'."
Biodiesel is the trade name for any common diesel fuel that has been blended with a catalyzed vegetable or animal oil. While it may sound tempting to jump on the "green" bandwagon, the Coast Guard still needs to comply with federal standards, said Lt.j.g. Andy Goshen, environmental division task leader at the Coast Guard office of Naval engineering. Specifically, the service is interested in vegetable-based feedstocks that conform to American Society of Testing specifications.
The Coast Guard is currently focusing on the standard bio variety known as B20, a 20 percent blend.
"The fuel [blend] significantly reduces the amount of carbon monoxide, hydrocarbon and sulfur emissions that enter the atmosphere," said Lt. Cmdr. Eric Ford, another mechanical engineer instructor here who has a keen interest in the project. "In addition, it has a higher amount of lubricity compared to petroleum diesel, so the time between engine overhauls should decrease."
Biodiesel's an attractive "green" solution because it's clean burning and requires no engine modifications, said Cadet Szoka
A 41-foot utility boat, nicknamed "soy boat," has been outfitted with twin engines fed by separate fuel tanks that cadets will use to run a side-by-side comparison of biodiesel to regular diesel. One of the engines will run on a B20 blend of biodiesel fuel--consisting of 20 percent soy oil to 80 percent traditional diesel. Researchers have found that soy-based oil, a renewable resource, generally behaves better in cold weather when compared to most other forms of biodiesel fuels and is therefore the preferred choice of a non-petroleum-based product for all-weather use.
For five mechanical engineering majors--First Class Cadets Rebecca Lenberg, Richard Szoka, Ryan Hawn, Michael Adams, and Steven Van Derlaske--being selected to pursue this senior capstone project is a chance to be part of cutting-edge, emerging technologiesThis is probably the first full-scale study of biodiesel in a marine environment," said Dr. John Bausch, a mechanical engineering professor and principal advisor for the cadets' biodiesel project.
Down in a lab at MacAllister Hall, home of the Academy's Engineering department, are eight marked glass jars. Cadet Szoka says each jar will contain a biodiesel sample that will be observed.
The cadets' project is a collaboration between the Coast Guard Office of Naval engineering environmental division, Coast Guard Academy mechanical engineering section and the Coast Guard Academy waterfront division, who are all actively participating in evaluating biodiesel as a viable fuel source for the Coast Guard.
"We're looking forward to working with cadets in this cutting--edge project," said BM2 Michael McLeod. "We've got the oldest 41-foot boat in the fleet and it's pretty exciting to use this as the prototype."
Last year, during the first phase of the project, cadets at the Academy began the process to determine if biodiesel could be an alternative fuel source by using an old generator from a decommissioned 82-foot patrol boat. They ran load and performance tests on the fuel and brought the Coast Guard up to speed on various aspects of the fuel.
This year, cadets are moving into the second of three phases of the biodiesel project.
An important aspect of phase two is the experimental test plan that will include autonomous monitoring of such things as fuel pressure, fuel filter differential, horsepower, and engine rpms. To collect this information, a data system and sensors will be installed on board the soy boat.
The third and final phase will include a limited and controlled use of biodiesel by select Coast Guard working units.
The Coast Guard bagen exploring the viability of biodiesel as an alternative fuel source in 2000. An indepth "paper study" conducted by the Coast Guard Engineering Logistics Center was presented by environmental engineer Hari Bindal. The paper confirmed that, with further research and testing, biodiesel might be a suitable alternative fuel for the Coast Guard fleet.
Cadets became involved soon after that study. Cadet Michael Adams immediately was attracted to the project for a variety of reasons.
"Other [senior capstone] projects were not quite as concrete, and the ball was already rolling here," Adams said. "Funds were set aside, there was interest from the chain of command, and we had a test platform."
"Now that the project's underway, I've learned more about the real need for alternative fuel sources," said Adams. "It would be awesome to help lead the Coast Guard through uncharted waters, and perhaps even be the first of our government's agencies to make a real step at 'turning green'."
Biodiesel is the trade name for any common diesel fuel that has been blended with a catalyzed vegetable or animal oil. While it may sound tempting to jump on the "green" bandwagon, the Coast Guard still needs to comply with federal standards, said Lt.j.g. Andy Goshen, environmental division task leader at the Coast Guard office of Naval engineering. Specifically, the service is interested in vegetable-based feedstocks that conform to American Society of Testing specifications.
The Coast Guard is currently focusing on the standard bio variety known as B20, a 20 percent blend.
"The fuel [blend] significantly reduces the amount of carbon monoxide, hydrocarbon and sulfur emissions that enter the atmosphere," said Lt. Cmdr. Eric Ford, another mechanical engineer instructor here who has a keen interest in the project. "In addition, it has a higher amount of lubricity compared to petroleum diesel, so the time between engine overhauls should decrease."
Biodiesel's an attractive "green" solution because it's clean burning and requires no engine modifications, said Cadet Szoka
Monday, December 04, 2006
"Data igloos" guard against disaster: Savanna Army Depot ammunition bunkers converted to self-powered data network storage facilities
On the east bank of the Mississippi River lie 13,062 acres of the once-active Savanna Army Depot, a former military ammunition production and weapon storage facility in Savanna, Ill. Following its dosing in 2000, the site's 402 munitions storage bunkers are in the process of being converted into self-powered data storage facilities by Savanna Depot Technologies Corp. (SDTC). The company plans to lease the bunkers to financial, government and medical institutions, providing secure, reliable storage for their sensitive data networks.
The igloo-shaped bunkers, positioned hundreds of yards apart across thousands of acres, seem an ideal location to store these critical data center networks. Each igloo features 24-in. thick concrete walls, a layer of ground cover and an implosive design. The bunkers, according to Louis Giokas, chairman and CEO of SDTC, were designed by the military to withstand a direct hit by a 500 lb. bomb, making them able to resist a natural disaster or direct weapons attack.
With the data security issues that have surfaced after 9/11, Giokas said, "it's a good time to be in the business." Companies are looking for secure data storage because they can't afford to be down or lose information, he said. "We're providing a service, space, power, communication, facilities hosting and 24/7 tech coverage," he added. Although, the project is in its infant stages, SDTC has begun conversion of two bunkers, which when fully operational, will be able to function independent of the local utility power grid, drawing from multiple power sources. A 100 kW Elliott microturbine, which will be the main power source at each bunker, is backed up by a diesel powered generator set. SDTC has not selected the gen-set supplier for the entire project, but has installed 300 kW Baldor units at the two initial igloos. Both are powered by 12.7 L six-cylinder Detroit Diesel 6063TK35 diesel engines rated 490 hp.
The concept for the power structure of the bunkers was designed by Preon Inc., Elmhurst, Ill., which signed an agreement with SDTC in September of last year to provide the energy consulting, procurement and maintenance for the project. The design structure for the site, devised by Preon, includes multiple redundant power systems to provide a succession of power backups in the event of a failure. Under the contract, Preon will also provide a 24/7 maintenance service to the site.
According to Giokas, using the main grid for power is not a failsafe option for facilities that require continuous uninterrupted power. Giokas said that because the army depot was powered by onsite generation from its beginnings in 1920, the utility infrastructure to fully power the site is not available. Because of this, SDTC said it will consider using net-metering or electrifying the entire 13,000-plus acres to allow additional development to the site.
Fuel for the microturbines is currently provided by a gas connection to LP tanks located outside of the bunker. But SDTC said it plans to use the Burlington Northern Santa Fe Railway to ship LP tankers that could be parked on the tracks and piped to the bunkers. The railway is an active line that runs through the depot and was once used to receive and distribute ammunition and supplies to and from the base.
Power management for the project is being provided by Windsor, Colo.-based Encorp, recently selected by SDTC. Encorp's Generator Power Control (GPC) system, along with its paralleling switchgear, will be installed with each microturbine and diesel generator on 21 of the 402 bunkers. This is in addition to Encorp's Virtual Maintenance Monitoring (VMM) software, which will allow SDTC to remotely monitor the entire power infrastructure from a remote location, providing a secure and automated monitoring, alarm and reporting service.
The GPC, according to John Brogan, Encorp's account manager for the project, is really the heart of the entire system, providing the reliable and safe transfer of power between the microturbine or gen-set from the utility grid. "It ties it all together," he said. The system uses an embedded PLC software to communicate through various communication protocols--Lonworks, ethernet and Modbus. It also allows the synchronizing and paralleling of multiple units to the grid.
Encorp's paralleling switchgear will also be installed, paralleling the gen-sets with the utility grid during base load, peak shaving and import/export or zero power transfer modes. In the case of SDTC's bunkers, three Encorp switchgear modules are ganged together to support the multiple power sources. The switchgear features automatic engine sequencing, continuous engine monitoring with e-mail and pager notification and automatic engine shutdown
The igloo-shaped bunkers, positioned hundreds of yards apart across thousands of acres, seem an ideal location to store these critical data center networks. Each igloo features 24-in. thick concrete walls, a layer of ground cover and an implosive design. The bunkers, according to Louis Giokas, chairman and CEO of SDTC, were designed by the military to withstand a direct hit by a 500 lb. bomb, making them able to resist a natural disaster or direct weapons attack.
With the data security issues that have surfaced after 9/11, Giokas said, "it's a good time to be in the business." Companies are looking for secure data storage because they can't afford to be down or lose information, he said. "We're providing a service, space, power, communication, facilities hosting and 24/7 tech coverage," he added. Although, the project is in its infant stages, SDTC has begun conversion of two bunkers, which when fully operational, will be able to function independent of the local utility power grid, drawing from multiple power sources. A 100 kW Elliott microturbine, which will be the main power source at each bunker, is backed up by a diesel powered generator set. SDTC has not selected the gen-set supplier for the entire project, but has installed 300 kW Baldor units at the two initial igloos. Both are powered by 12.7 L six-cylinder Detroit Diesel 6063TK35 diesel engines rated 490 hp.
The concept for the power structure of the bunkers was designed by Preon Inc., Elmhurst, Ill., which signed an agreement with SDTC in September of last year to provide the energy consulting, procurement and maintenance for the project. The design structure for the site, devised by Preon, includes multiple redundant power systems to provide a succession of power backups in the event of a failure. Under the contract, Preon will also provide a 24/7 maintenance service to the site.
According to Giokas, using the main grid for power is not a failsafe option for facilities that require continuous uninterrupted power. Giokas said that because the army depot was powered by onsite generation from its beginnings in 1920, the utility infrastructure to fully power the site is not available. Because of this, SDTC said it will consider using net-metering or electrifying the entire 13,000-plus acres to allow additional development to the site.
Fuel for the microturbines is currently provided by a gas connection to LP tanks located outside of the bunker. But SDTC said it plans to use the Burlington Northern Santa Fe Railway to ship LP tankers that could be parked on the tracks and piped to the bunkers. The railway is an active line that runs through the depot and was once used to receive and distribute ammunition and supplies to and from the base.
Power management for the project is being provided by Windsor, Colo.-based Encorp, recently selected by SDTC. Encorp's Generator Power Control (GPC) system, along with its paralleling switchgear, will be installed with each microturbine and diesel generator on 21 of the 402 bunkers. This is in addition to Encorp's Virtual Maintenance Monitoring (VMM) software, which will allow SDTC to remotely monitor the entire power infrastructure from a remote location, providing a secure and automated monitoring, alarm and reporting service.
The GPC, according to John Brogan, Encorp's account manager for the project, is really the heart of the entire system, providing the reliable and safe transfer of power between the microturbine or gen-set from the utility grid. "It ties it all together," he said. The system uses an embedded PLC software to communicate through various communication protocols--Lonworks, ethernet and Modbus. It also allows the synchronizing and paralleling of multiple units to the grid.
Encorp's paralleling switchgear will also be installed, paralleling the gen-sets with the utility grid during base load, peak shaving and import/export or zero power transfer modes. In the case of SDTC's bunkers, three Encorp switchgear modules are ganged together to support the multiple power sources. The switchgear features automatic engine sequencing, continuous engine monitoring with e-mail and pager notification and automatic engine shutdown
Pure power
People think I don't use power tools," said my friend Harry Bryan, a wooden boat builder and designer I was visiting on the coast of New Brunswick, Canada. Maybe that's because his shop is unusual: It's off the grid.
That doesn't mean there's no electricity. A wind generator and solar panels run lights, but that's only part of it. To get the power this shop requires, Bryan has installed a neat little Volkswagen Jetta engine under the shop floor. This rebuilt diesel engine drives a 12-inch planer and 36-inch band saw. And, because he's not exactly living a suburban lifestyle where he can run down to the corner to get gasoline, this 4-cylinder burns bio-diesel, which Harry brews himself. There's one more power tool tucked into the woods above the shop: a sawmill powered by a 6-cylinder Chevy engine.
Working off the grid does foster reliance on sharp hand tools, so bringing up a tool's edge is essential. Solution: a pedal-driven grinding wheel. There's also a hand-cranked drill press. Bryan's 12-inch band saw is treadle-powered, like an old sewing machine. Despite its frontier feel and modern ingenuity, Bryan's shop isn't a museum or hobby shop. It's a working boat shop where he's made his living for more than 30 years, turning out beautiful small craft and well-founded boats that approach 40 feet in length.
Outside the shop, which he built himself, I surveyed the sawmill--the long open building, the sawmill carriage, and the 6-cylinder engine powering the massive 4-foot blade--and I realized it was one huge machine. Harry just grinned. "And they say I don't use power tools
That doesn't mean there's no electricity. A wind generator and solar panels run lights, but that's only part of it. To get the power this shop requires, Bryan has installed a neat little Volkswagen Jetta engine under the shop floor. This rebuilt diesel engine drives a 12-inch planer and 36-inch band saw. And, because he's not exactly living a suburban lifestyle where he can run down to the corner to get gasoline, this 4-cylinder burns bio-diesel, which Harry brews himself. There's one more power tool tucked into the woods above the shop: a sawmill powered by a 6-cylinder Chevy engine.
Working off the grid does foster reliance on sharp hand tools, so bringing up a tool's edge is essential. Solution: a pedal-driven grinding wheel. There's also a hand-cranked drill press. Bryan's 12-inch band saw is treadle-powered, like an old sewing machine. Despite its frontier feel and modern ingenuity, Bryan's shop isn't a museum or hobby shop. It's a working boat shop where he's made his living for more than 30 years, turning out beautiful small craft and well-founded boats that approach 40 feet in length.
Outside the shop, which he built himself, I surveyed the sawmill--the long open building, the sawmill carriage, and the 6-cylinder engine powering the massive 4-foot blade--and I realized it was one huge machine. Harry just grinned. "And they say I don't use power tools
Sunday, December 03, 2006
Working outside the box: Robinson Custom Enclosures pushes the boundaries in development and fabrication of machine enclosure
It's very easy for even the most successful companies to become pigeonholed, associated in people's minds as specializing in just one small area. For example, when considering Robinson Custom Enclosures, what no doubt comes to mind for a lot of people is the image of a company that focuses on enclosures for smaller generator set packages, primarily in the Midwest.
That's accurate as far as it goes. Yet in reality, that image of Robinson misses the full range of capabilities the De Pete, Wis., company can bring to the table by a wide mile. Robinson can supply highly engineered enclosures for packages in excess of 2 MW and can build and outfit trailers and containers of all sizes--and not just for power generation systems, as demonstrated by a specialized enclosure designed for a global manufacturer of railway maintenance equipment.
"Before I got here in 2001, they really didn't have anyone in sales," said David Oshefsky, national sales manager at Robinson. "They had sold everything through word of mouth and reputation.The business was growing well enough to make that approach work. But because of that, there are still a lot of people out there who don't really have a good idea of what we can do."
What the company can do is perhaps best exemplified by some of the things it has already done. "We had one order where we fabricated 48 ISO containers in six weeks," said Oshefsky. "We did not hire any welders, we did not get any temporary labor to do it. We ramped up in three days, pulled anyone we could from the lab business, from heating and cooling and manufacturing and we got them all done in that time."
"That goes to the quality of our workforce," said Tom Verboncouer, Robinson's marketing manager. "We have a talent pool in house that really is unique. Most all of our people are cross-trained. They can weld, they can fabricate, they can do just about every job that needs doing. That's how we can respond so well to those kinds of situations."
An even more recent example--and one that aptly demonstrates that Robinson is not exclusively tied to the power generation industry--involved a contract with Holland Co. LP, a leading manufacturer of track maintenance equipment. Holland, headquartered in Crete, Ill., produces a line if mobile track welders with dual-purpose highway and rail chassis.
When the company began looking at selling mobile rail welding equipment into the European markets, it found that its products were essentially too large to fit into smaller European rail tunnels. In addition, its conventional fiberglass reinforced plywood body style was too heavy to accommodate European vehicle weight restrictions.
Holland's previous experience with rental generators led it to Robinson. "The Holland Mobile Rail Welder was definitely an interesting project," said Oshefsky. "The entire package needed to be built very robust in order to handle rail transportation, yet be light enough to meet the stringent weight requirements of the highways.
"This combination usually doesn't mix well, especially when you add in the height requirements of the European tunnels, both on the rail and the highways."
Robinson engineered an enclosure constructed of 1/8 in. aluminum with formed, seam-sealed panels to prevent leakage, as well as allow the unit to fit into the tight rail tunnels. While the goal was to manufacture a vehicle weighing less than 30 tons, the lightweight enclosure helped it come in at 25 tons. In addition, the unit is sound attenuated, helping the machine reduce noise emissions by some 20 dB(A).
"Robinson met all of our demands without question," said Dennis E. Gibbs, senior mechanical engineer at Holland. "They came through on their promise to deliver, from timeframe to budget."
Robinson's enclosure design also managed to reduce assembly time, Gibbs added. In most cases, assembly of a custom enclosure on a custom chassis can take as long as three weeks. In this case, the union took just three days.
"All they really had to do was set the container over the locks and attach the fuel lines," said Gibbs. "In a matter of three days, it went from a stack of several parts to one unit that was very functional. They picked it up, put it on the truck and it fit.
"It was a job well done on Robinson's part--everything was custom made, fit together and complete."
That kind of versatility could be expected from a company with Robinson's heritage. The company was founded in the mid-1970s as Robinson Metal and Roofing, a specialist in roofing, sheet metal fabrication and heating and cooling. In time, the roofing business was sold off and the company evolved into Robinson Metal, Inc. consisting of four divisions, one of which is Robinson Custom Enclosures. The other four business activities are metal fabrication, machining and heating and cooling.
That's accurate as far as it goes. Yet in reality, that image of Robinson misses the full range of capabilities the De Pete, Wis., company can bring to the table by a wide mile. Robinson can supply highly engineered enclosures for packages in excess of 2 MW and can build and outfit trailers and containers of all sizes--and not just for power generation systems, as demonstrated by a specialized enclosure designed for a global manufacturer of railway maintenance equipment.
"Before I got here in 2001, they really didn't have anyone in sales," said David Oshefsky, national sales manager at Robinson. "They had sold everything through word of mouth and reputation.The business was growing well enough to make that approach work. But because of that, there are still a lot of people out there who don't really have a good idea of what we can do."
What the company can do is perhaps best exemplified by some of the things it has already done. "We had one order where we fabricated 48 ISO containers in six weeks," said Oshefsky. "We did not hire any welders, we did not get any temporary labor to do it. We ramped up in three days, pulled anyone we could from the lab business, from heating and cooling and manufacturing and we got them all done in that time."
"That goes to the quality of our workforce," said Tom Verboncouer, Robinson's marketing manager. "We have a talent pool in house that really is unique. Most all of our people are cross-trained. They can weld, they can fabricate, they can do just about every job that needs doing. That's how we can respond so well to those kinds of situations."
An even more recent example--and one that aptly demonstrates that Robinson is not exclusively tied to the power generation industry--involved a contract with Holland Co. LP, a leading manufacturer of track maintenance equipment. Holland, headquartered in Crete, Ill., produces a line if mobile track welders with dual-purpose highway and rail chassis.
When the company began looking at selling mobile rail welding equipment into the European markets, it found that its products were essentially too large to fit into smaller European rail tunnels. In addition, its conventional fiberglass reinforced plywood body style was too heavy to accommodate European vehicle weight restrictions.
Holland's previous experience with rental generators led it to Robinson. "The Holland Mobile Rail Welder was definitely an interesting project," said Oshefsky. "The entire package needed to be built very robust in order to handle rail transportation, yet be light enough to meet the stringent weight requirements of the highways.
"This combination usually doesn't mix well, especially when you add in the height requirements of the European tunnels, both on the rail and the highways."
Robinson engineered an enclosure constructed of 1/8 in. aluminum with formed, seam-sealed panels to prevent leakage, as well as allow the unit to fit into the tight rail tunnels. While the goal was to manufacture a vehicle weighing less than 30 tons, the lightweight enclosure helped it come in at 25 tons. In addition, the unit is sound attenuated, helping the machine reduce noise emissions by some 20 dB(A).
"Robinson met all of our demands without question," said Dennis E. Gibbs, senior mechanical engineer at Holland. "They came through on their promise to deliver, from timeframe to budget."
Robinson's enclosure design also managed to reduce assembly time, Gibbs added. In most cases, assembly of a custom enclosure on a custom chassis can take as long as three weeks. In this case, the union took just three days.
"All they really had to do was set the container over the locks and attach the fuel lines," said Gibbs. "In a matter of three days, it went from a stack of several parts to one unit that was very functional. They picked it up, put it on the truck and it fit.
"It was a job well done on Robinson's part--everything was custom made, fit together and complete."
That kind of versatility could be expected from a company with Robinson's heritage. The company was founded in the mid-1970s as Robinson Metal and Roofing, a specialist in roofing, sheet metal fabrication and heating and cooling. In time, the roofing business was sold off and the company evolved into Robinson Metal, Inc. consisting of four divisions, one of which is Robinson Custom Enclosures. The other four business activities are metal fabrication, machining and heating and cooling.
More light from magnum: new light towers, generators continue company's growth
Continuing the expansion of its range of mobile light towers, Magnum Products LLC has introduced a new top end to its Nightbuster light tower line. The MLT5200 light tower is available with four or six of Magnum's newly designed lights that can illuminate as much as seven acres, and the unit can also provide up to 20 kW of electrical power to run tools or other worksite accessories.
According to Magnum President and Co-owner Steve Romme, the MLT5200 was originally designed to the specifications of a specific customer, but the company later decided to develop it as a standard offering. "Again, it all comes back to listening to the customer and providing what they need," Romme said. "It's what we're good at."
The MLT5200 light tower is powered by a four-cylinder, liquid-cooled Isuzu 4LE1 diesel engine rated 31 hp at 1800 rpm, which drives a Marathon brushless, self-regulated generator. The other models in the MLT range incorporate Marathon generator ends driven by Mitsubishi liquid-cooled diesels, with Radiator Specialists cooling systems The MLT5200 light tower also offers 20 kW of prime power at 120/240 Vac with [+ or -] 1% electronic voltage regulation. Six external outlets are provided--two 120 Vac 20 amp GFCI duplex outlets, two 240 Vac 30 amp twist-lock outlets and two 125/250 Vac 50 amp three-pole, four-wire twist-lock outlets.
Like the company's other light tower models, the MLT 5200 is offered with options of four or six of Magnum's new brighter lights with dual manual or electric mast winch systems. The mast can be extended as high as 30 ft. and with the outriggers in place, the unit can withstand winds as strong as 65 mph, the company said.
The MLT5200 enclosure offers a lockable storage area for the lights as well as an integral containment system in case of fuel or coolant spills. The unit has a 57 gal. poly fuel tank that provides a run time of 27 hours at full load.
Magnum has also made recent modifications to its Magnum Mobile Generator (MMG) line. After incorporating Tier 2 diesel engines and making some other modifications, many of the products have changed model number and performance specifications.
The MMG line uses all liquid-cooled John Deere Tier 2 diesel engines rated 43 to 512 hp at 1800 rpm.
The company has discontinued production of the smallest model, the MMG 25, for the rental markets. According to Magnum Marketing Manager Jim Roberts, with the switch to the new engines the company found that it could provide the more powerful MMG 35 for almost the same cost as the MMG 25. "It wasn't a difficult decision," he said.
The MMG 35 incorporates a liquid-cooled, turbocharged John Deere diesel engine rated 43 hp at 1800 rpm that drives a Marathon brushless generator. The engine and generator are packaged in a smaller housing than the MMG 25, yet has a three-phase output of 29 kW standby (26 kW single-phase standby).
Magnum has also recently unveiled a new range of mobile generators. According to Romme, the Magnum Light Generator, which was released in the first quarter, "was born out of listening to the customer
According to Magnum President and Co-owner Steve Romme, the MLT5200 was originally designed to the specifications of a specific customer, but the company later decided to develop it as a standard offering. "Again, it all comes back to listening to the customer and providing what they need," Romme said. "It's what we're good at."
The MLT5200 light tower is powered by a four-cylinder, liquid-cooled Isuzu 4LE1 diesel engine rated 31 hp at 1800 rpm, which drives a Marathon brushless, self-regulated generator. The other models in the MLT range incorporate Marathon generator ends driven by Mitsubishi liquid-cooled diesels, with Radiator Specialists cooling systems The MLT5200 light tower also offers 20 kW of prime power at 120/240 Vac with [+ or -] 1% electronic voltage regulation. Six external outlets are provided--two 120 Vac 20 amp GFCI duplex outlets, two 240 Vac 30 amp twist-lock outlets and two 125/250 Vac 50 amp three-pole, four-wire twist-lock outlets.
Like the company's other light tower models, the MLT 5200 is offered with options of four or six of Magnum's new brighter lights with dual manual or electric mast winch systems. The mast can be extended as high as 30 ft. and with the outriggers in place, the unit can withstand winds as strong as 65 mph, the company said.
The MLT5200 enclosure offers a lockable storage area for the lights as well as an integral containment system in case of fuel or coolant spills. The unit has a 57 gal. poly fuel tank that provides a run time of 27 hours at full load.
Magnum has also made recent modifications to its Magnum Mobile Generator (MMG) line. After incorporating Tier 2 diesel engines and making some other modifications, many of the products have changed model number and performance specifications.
The MMG line uses all liquid-cooled John Deere Tier 2 diesel engines rated 43 to 512 hp at 1800 rpm.
The company has discontinued production of the smallest model, the MMG 25, for the rental markets. According to Magnum Marketing Manager Jim Roberts, with the switch to the new engines the company found that it could provide the more powerful MMG 35 for almost the same cost as the MMG 25. "It wasn't a difficult decision," he said.
The MMG 35 incorporates a liquid-cooled, turbocharged John Deere diesel engine rated 43 hp at 1800 rpm that drives a Marathon brushless generator. The engine and generator are packaged in a smaller housing than the MMG 25, yet has a three-phase output of 29 kW standby (26 kW single-phase standby).
Magnum has also recently unveiled a new range of mobile generators. According to Romme, the Magnum Light Generator, which was released in the first quarter, "was born out of listening to the customer
Saturday, December 02, 2006
I-R brings power onboard
Ingersoll-Rand Co. has ventured into the onboard power market with a line of compressor, generator and welder products designed specifically for use aboard vehicles. Designated Onboard Power Solutions, I-R offers the system in a variety of configurations that can be packaged above or below the chassis in trucks a half ton or larger.
Operators can run light air tools, power tools, pneumatics or perform welding applications from the compressor, generator and welder options from one system which can be installed on an existing vehicle, said Devin Biehler, operations manager for I-R's Onboard Power Solutions. These functions can be done without the need to fuel another piece of equipment, he noted.
Using the power from the truck's primary engine, the Onboard Power Solutions system is driven off the transmission PTO in either a side or split shaft mount. I-R matches the installed PTO to the output of the power options installed, Biehler said, allowing the engine "to operate at an acceptable speed."
When the Onboard Power Solutions system is configured as an above-deck system, I-R offers its VHP90CMH and HP185CMH reciprocating compressors and VHP30RMH and VHP40RMH rotary screw compressors. Both are installed into the bed of the truck and driven off the PTO through a hydraulic pump or underhood clutch pump system The compressors have an air capacity of 30, 40, 90 and 185 cfm at 150 psig and 175 psig. Weight is 342 to 500 lb. depending on model.
To free up the bed space in the vehicle, I-R also offers a below chassis option including, generator, welder, jump starter and compressor. These can be combined with the above-deck compressor or installed as a complete below-the-chassis system.
Operators can select from three categories of rotary screw compressors including: Cat I rated 30 to 90 cfm, Cat II rated 100 to 220 cilia and Cat III rated 160 to 240 cfm. These below-deck units are produced by I-R in Mocksville, N.C., or its subsidiary GHH-Rand in Oberhausen, Germany.
Several 5.2 to 10 kVa generators are available for installation below the chassis. The synchronous self-regulating brushless generators can either be belt or pump driven off the PTO. They include 120 and 240 V receptacles, single-phase power at 60 Hz and weigh 24 to 38 lb. Welder/generator packages are also available ranging from 4 to 10 kW.
Other installable Onboard Power Solutions accessories include vehicle jump starters. These are offered in 1000 amps at 12 V or 600 amps at 24 V and are also hydraulic or belt driven.
Hydraulics are cooled using an ASA Hydraulik fan cooler assembly as an above-deck option, typically installed on the bed rails of the truck. For below-deck cooling, a WTT America plate-type heat exchanger can be installed that mounts within the truck flame main rails.
I-R also has an electronic throttle control that modulates the truck's engine speed based on the tool demand. The throttle is installed in the vehicle cab and I-R said, is compatible with current electronic throttle equipped gas and diesel engines. A pneumatic/ mechanical throttle version is also available for non-electric throttle vehicles.
The Onboard Power Solutions system can be installed by any of I-R's network of master distributors or by its factory-trained dealers. The company assembles the Onboard Power Solutions package in Mocksville, NC, where it is headquartered
Operators can run light air tools, power tools, pneumatics or perform welding applications from the compressor, generator and welder options from one system which can be installed on an existing vehicle, said Devin Biehler, operations manager for I-R's Onboard Power Solutions. These functions can be done without the need to fuel another piece of equipment, he noted.
Using the power from the truck's primary engine, the Onboard Power Solutions system is driven off the transmission PTO in either a side or split shaft mount. I-R matches the installed PTO to the output of the power options installed, Biehler said, allowing the engine "to operate at an acceptable speed."
When the Onboard Power Solutions system is configured as an above-deck system, I-R offers its VHP90CMH and HP185CMH reciprocating compressors and VHP30RMH and VHP40RMH rotary screw compressors. Both are installed into the bed of the truck and driven off the PTO through a hydraulic pump or underhood clutch pump system The compressors have an air capacity of 30, 40, 90 and 185 cfm at 150 psig and 175 psig. Weight is 342 to 500 lb. depending on model.
To free up the bed space in the vehicle, I-R also offers a below chassis option including, generator, welder, jump starter and compressor. These can be combined with the above-deck compressor or installed as a complete below-the-chassis system.
Operators can select from three categories of rotary screw compressors including: Cat I rated 30 to 90 cfm, Cat II rated 100 to 220 cilia and Cat III rated 160 to 240 cfm. These below-deck units are produced by I-R in Mocksville, N.C., or its subsidiary GHH-Rand in Oberhausen, Germany.
Several 5.2 to 10 kVa generators are available for installation below the chassis. The synchronous self-regulating brushless generators can either be belt or pump driven off the PTO. They include 120 and 240 V receptacles, single-phase power at 60 Hz and weigh 24 to 38 lb. Welder/generator packages are also available ranging from 4 to 10 kW.
Other installable Onboard Power Solutions accessories include vehicle jump starters. These are offered in 1000 amps at 12 V or 600 amps at 24 V and are also hydraulic or belt driven.
Hydraulics are cooled using an ASA Hydraulik fan cooler assembly as an above-deck option, typically installed on the bed rails of the truck. For below-deck cooling, a WTT America plate-type heat exchanger can be installed that mounts within the truck flame main rails.
I-R also has an electronic throttle control that modulates the truck's engine speed based on the tool demand. The throttle is installed in the vehicle cab and I-R said, is compatible with current electronic throttle equipped gas and diesel engines. A pneumatic/ mechanical throttle version is also available for non-electric throttle vehicles.
The Onboard Power Solutions system can be installed by any of I-R's network of master distributors or by its factory-trained dealers. The company assembles the Onboard Power Solutions package in Mocksville, NC, where it is headquartered
Cummins power generation expands enclosure line
Cummins Power Generation (CPG) has expanded its line of factory-installed weather-protective and sound-attenuated enclosures to include generator sets from 230 kW to 1000 kW. The enclosures offer three optional levels of protection and are designed to speed up installations and reduce costs, according to the Minneapolis, Minn., manufacturer.
"This expanded line of Cummins-made enclosures provides optimum weather protection and sound attenuation in a pre-integrated and pre-assembled package;' said Angel Colon-Perez, commercial product manager at CPG. "In addition to offering many of the features of custom-designed enclosures, these enclosures have the added benefits of lower cost, perfect fit and prompt delivery with the generator set."
Standard features for this expanded line of weather-protective and sound-attenuated enclosures include all-steel construction, stainless-steel hardware, lockable access doors, protected exhaust system and side-mounted generator controls. Enclosures for the 600 to 1000 kW product range also feature an exterior emergency stop. In addition, the enclosures provide flex connections on the exhaust pipes, and oil and coolant drains that are piped to the exterior but have interior valves The standard weather-protective enclosure has a sound-attenuation rating of 85 to 89 dB(A). The optional Level I sound-attenuated enclosure has a rating of 78 to 85 dB(A); and the optional QuietSite Level II sound-attenuated enclosure has a rating of 70 to 78 dB(A).
Other optional features include motorized louvers, a pre-wired ac distribution panel, a cold-weather package and a UL142, NFPA-compliant sub-base furl tank designed to provide up to 72 operating hours worth of fuel. Also available as options are non-corrosive aluminum enclosure materials and models to withstand wind loading levels up to 150 mph
"This expanded line of Cummins-made enclosures provides optimum weather protection and sound attenuation in a pre-integrated and pre-assembled package;' said Angel Colon-Perez, commercial product manager at CPG. "In addition to offering many of the features of custom-designed enclosures, these enclosures have the added benefits of lower cost, perfect fit and prompt delivery with the generator set."
Standard features for this expanded line of weather-protective and sound-attenuated enclosures include all-steel construction, stainless-steel hardware, lockable access doors, protected exhaust system and side-mounted generator controls. Enclosures for the 600 to 1000 kW product range also feature an exterior emergency stop. In addition, the enclosures provide flex connections on the exhaust pipes, and oil and coolant drains that are piped to the exterior but have interior valves The standard weather-protective enclosure has a sound-attenuation rating of 85 to 89 dB(A). The optional Level I sound-attenuated enclosure has a rating of 78 to 85 dB(A); and the optional QuietSite Level II sound-attenuated enclosure has a rating of 70 to 78 dB(A).
Other optional features include motorized louvers, a pre-wired ac distribution panel, a cold-weather package and a UL142, NFPA-compliant sub-base furl tank designed to provide up to 72 operating hours worth of fuel. Also available as options are non-corrosive aluminum enclosure materials and models to withstand wind loading levels up to 150 mph
Friday, December 01, 2006
Hydraulic controls
High Country Tek (HCT) has released literature featuring its electrohydraulic controllers, specifically designed for mobile applications. The brochure includes hydraulic generator and fan control modules and microprocessor-based DVC series programmable controllers. HCT designs its controllers for any make of pump and valve used in rugged mobile applications.
Go ahead - she double-dog dares you!
Melinda Delgado is a bit of a spitfire - passionate about her work in the outdoor power equipment industry. I finally met her in person during the Engine and Equipment Training Council conference in Milwaukee this spring. She definitely cares about the industry; improving the skills of its workers and seeing dealers survive. So it wasn't a surprise to me for her to write us a letter challenging others in the industry to seek certification from the EETC's strong program.
In part, she writes, "EETC has a proven track record of excellence. Due to the obvious results of advanced expertise in all who have passed the certification ... there IS a difference in an EETC-Certified Technician.
Delgado goes on to discuss the EETC's latest certification announced in 2004, the Masters Certification program. To receive certification, Delgado writes, one would have to have passed the certification areas of 4-stroke, 2-stroke, electrical, compact diesel, generator, and drivelines/hydraulics/hydrostaticsThe first person to achieve certification was Brian Kassel from Coye Consultants Inc. I happen to be working with Brian on one committee at EETC and know this man is no slouch. He specifically got his certification to be an example for those working with him. In that light, I too am pledging to work toward achieving that goal also. This is where your challenge comes in ... if you are ready!
"As it happens, I am 58 yrs old and have worked a shop for 16 years. Mostly in the office the last 6 years. However, I have turned wrenches also and do have one certification. I have also taken the Briggs MST. The Briggs test and EETC certification tests are no piece of cake. You have to read, learn new things, think and then take a test.
"My challenge goes out to all technicians and, for sure, all dealers. My challenge also goes out to OEM and Distributor Reps.
"So how about it? Are you up for the challenge or are you going to let an old lady beat you to the punch? For anyone who wants to take me up on this challenge, contact me and I will make up a list to send out to all in this educational adventure to announce who has done what, as well as how we are doing as a group," Delgado wrote.
In part, she writes, "EETC has a proven track record of excellence. Due to the obvious results of advanced expertise in all who have passed the certification ... there IS a difference in an EETC-Certified Technician.
Delgado goes on to discuss the EETC's latest certification announced in 2004, the Masters Certification program. To receive certification, Delgado writes, one would have to have passed the certification areas of 4-stroke, 2-stroke, electrical, compact diesel, generator, and drivelines/hydraulics/hydrostaticsThe first person to achieve certification was Brian Kassel from Coye Consultants Inc. I happen to be working with Brian on one committee at EETC and know this man is no slouch. He specifically got his certification to be an example for those working with him. In that light, I too am pledging to work toward achieving that goal also. This is where your challenge comes in ... if you are ready!
"As it happens, I am 58 yrs old and have worked a shop for 16 years. Mostly in the office the last 6 years. However, I have turned wrenches also and do have one certification. I have also taken the Briggs MST. The Briggs test and EETC certification tests are no piece of cake. You have to read, learn new things, think and then take a test.
"My challenge goes out to all technicians and, for sure, all dealers. My challenge also goes out to OEM and Distributor Reps.
"So how about it? Are you up for the challenge or are you going to let an old lady beat you to the punch? For anyone who wants to take me up on this challenge, contact me and I will make up a list to send out to all in this educational adventure to announce who has done what, as well as how we are doing as a group," Delgado wrote.
WorldWater & Power to Install Solar System at CA Avocado Ranch
WorldWater & Power Corporation recently announced the signing of a contract worth $7.8 million with Fallbrook, CA-based Farm ACW for the installation of solar electric systems to help power the avocado ranch operations.
According to WorldWater & Power, the contract is subject to certain conditions, including securing grid interconnections with San Diego Gas & Electric. WorldWater & Power said it has already begun the process and expects approval of the interconnection by summer 2005.
"We believe Farm ACW will be the largest farm operation to be powered by solar systems anywhere in the world, replacing a megawatt diesel generator now being used for power," said WorldWater & Power chairman and CEO Quentin Kelly. "Work on the project is scheduled to begin after the grid interconnection is secured and is expected to be completed in the fal
According to WorldWater & Power, the contract is subject to certain conditions, including securing grid interconnections with San Diego Gas & Electric. WorldWater & Power said it has already begun the process and expects approval of the interconnection by summer 2005.
"We believe Farm ACW will be the largest farm operation to be powered by solar systems anywhere in the world, replacing a megawatt diesel generator now being used for power," said WorldWater & Power chairman and CEO Quentin Kelly. "Work on the project is scheduled to begin after the grid interconnection is secured and is expected to be completed in the fal
Thursday, November 30, 2006
Quantum Hybrids Delivered to Army
Quantum Fuel Systems Technologies Worldwide, Inc. delivered two new hybrid electric vehicles to the U.S. Army; the Aggressor(TM) vehicle, a high performance, offroad fuel cell vehicle, and the Quantum MP Hybrid(TM).
The Quantum MP is a low cost, light duty vehicle designed to support a variety of military, homeland defense and commercial applications. This dual use military/commercial platform offers reduced fuel consumption and vehicle maintenance costs, while providing quiet operation, on-board power generation via removable/remote power supplies and ease of maintenance.
These first two vehicles incorporate diesel electric hybrid drive systems to capitalize on the Army's existing diesel fuel infrastructure. The Quantum MP HybridTM can also be configured with hydrogen-powered internal combustion engines or fuel cells.
The military version features a removable 5kW "briefcase-size" generator set. The other vehicle is configured for civilian use, demonstrating dual use applications that will enable cost reductions to the military through economies of scale. Both vehicles will seat four full-sized adults and include a cargo storage area suitable for backpacks, toolboxes and other light-duty hauling.
The Quantum MP is a low cost, light duty vehicle designed to support a variety of military, homeland defense and commercial applications. This dual use military/commercial platform offers reduced fuel consumption and vehicle maintenance costs, while providing quiet operation, on-board power generation via removable/remote power supplies and ease of maintenance.
These first two vehicles incorporate diesel electric hybrid drive systems to capitalize on the Army's existing diesel fuel infrastructure. The Quantum MP HybridTM can also be configured with hydrogen-powered internal combustion engines or fuel cells.
The military version features a removable 5kW "briefcase-size" generator set. The other vehicle is configured for civilian use, demonstrating dual use applications that will enable cost reductions to the military through economies of scale. Both vehicles will seat four full-sized adults and include a cargo storage area suitable for backpacks, toolboxes and other light-duty hauling.
Same story, different show: off-highway manufacturers ready for Tier 3, Tier 4; truck engine markets get more interesting; the return of the dreaded "
Looking back over the last 12 months in the engine industry was something like watching the revival of a well-known Broadway play. We're familiar with the story, but the cast is made up of pros who really know how to put on a show.
The script is an old one--emissions. In off-highway, with Tier 3 about here (Jan. 1, 2006, for engines from 175 to 750 hp) and Tier 4 in sight (2008 for engines 50 hp and below, and a phase-in beginning for engines above 175 beginning in 2011), engine manufacturers have solidified their strategies for meeting the standards. And most of the last year has been spent showing it to customers.
It all began at the engine show of shows that was Bauma 2004, then they took it on the road to Las Vegas, Nev., for ConExpo-Con/Agg this spring. Among the highlights:
Caterpillar unveiled its complete Tier 3 ACERT off-highway engine range, which included two additions to the line it showed at Bauma. The ACERT off-highway range now covers nine models from 6.6 to 32 L with outputs from 119 to 1350 hp. Cat also began selling its own equipment powered by Tier 3 ACERT engines and if it needed to display any more confidence in its technology, upped the industrial engine warranties on the engines and key components Deere's philosophy on engines is that the world is dividing into a performance market and a value (read cost-sensitive) market segment. That belief was on display as the company showed its newest Tier 3 engines at ConExpo. Between its PowerTech Plus, PowerTech E and PowerTech M engines, all of which are recapped elsewhere, Deere provides its own Chew-to-Cadillac coverage.
Cummins' engines stood out at ConExpo, as much for their bright red color--the new look for all of its engines--as for the fact that included in the company's launch was the newest version of one of its most important products, the B series engine. The new Tier 3 QSB engines are derived from core designs developed by Cummins and Iveco as part of the European Engine Alliance, and Cummins believes that with the addition of aftertreatment, these engines will be good to go for Tier 4.
Cummins also showed that even before ConExpo, Las Vegas was a happenin' place as it unveiled its Tier 2 high horsepower mining engines at MinExpo, including a new 3000 hp rating for its V-16 QSK60.
Also this year, Deutz began volume production of its D2008 and D2009 diesels, which the company purchased from Lister Petter. The engines are built at the Deutz manufacturing operations in Cologne, Germany.
A new name on the engine map this year is JCB. The U.K. equipment manufacturer began production of its own four-cylinder engines at the lovely named Dove Valley Park in Church Broughton, Derbyshire, England. The engines are being used initially in JCB's own equipment--beginning with backhoe loaders--but enough interest has been generated by the engines that the company is reportedly considering moving up its plans to sell loose engines.
German industrial diesel builder Motorenfabrik Hatz and Fuji Heavy Industries Ltd. (FHI) of Japan have signed a cooperation agreement under which Hatz will supply up to 20,000 single-cylinder engines per year to Fuji's small engine subsidiary Subaru Robin. This stems from the decision by Robin to concentrate on its core business of building small industrial gasoline engines and packaging its own pump and generator sets. As a result, the company will discontinue production of its own DY series diesels and replace them in its sales program with the Hatz B Series single-cylinder engines.
It was also a busy year for small engine builder Perkins, which launched the Tier 3 generation of its 1100 series engines and introduced two new models to its 400 series, which are built by Ishikawajima Shibaura Machinery Ltd. (ISM) of Japan.
On the gaseous engine side, Zenith Power Products (ZPP) announced a significant expansion of its large-spark ignited (LSI) industrial engine line, adding six new LSI engines to its lineup. The new engines were the result of an engine distributor agreement ZPP has signed with Hyundai Motor Co. (HMC), Seoul, Korea. Ford Power Products, meanwhile, announced that it will sell hydrogen engines, primarily for such things as ground support equipment and shuttle vehicles.
As interesting as the off-highway/ industrial engine business was, things were perhaps even more fascinating in the on-highway truck business, where the subject was again (mostly) emissions and the big dates 2007 and 2010. All of the engine manufacturers previewed their 2007 technology.
Caterpillar said it would rely primarily on its ACERT technology to meet the 2007 standards, but added a few additional technologies, including one that looked a lot like something the company has repeatedly--and publicly --rejected. The biggest changes to Cummins' '07 truck engines concerns aftertreatment, which it developed in partnership with its in-house emissions and filtration specialist Fleetguard.
The script is an old one--emissions. In off-highway, with Tier 3 about here (Jan. 1, 2006, for engines from 175 to 750 hp) and Tier 4 in sight (2008 for engines 50 hp and below, and a phase-in beginning for engines above 175 beginning in 2011), engine manufacturers have solidified their strategies for meeting the standards. And most of the last year has been spent showing it to customers.
It all began at the engine show of shows that was Bauma 2004, then they took it on the road to Las Vegas, Nev., for ConExpo-Con/Agg this spring. Among the highlights:
Caterpillar unveiled its complete Tier 3 ACERT off-highway engine range, which included two additions to the line it showed at Bauma. The ACERT off-highway range now covers nine models from 6.6 to 32 L with outputs from 119 to 1350 hp. Cat also began selling its own equipment powered by Tier 3 ACERT engines and if it needed to display any more confidence in its technology, upped the industrial engine warranties on the engines and key components Deere's philosophy on engines is that the world is dividing into a performance market and a value (read cost-sensitive) market segment. That belief was on display as the company showed its newest Tier 3 engines at ConExpo. Between its PowerTech Plus, PowerTech E and PowerTech M engines, all of which are recapped elsewhere, Deere provides its own Chew-to-Cadillac coverage.
Cummins' engines stood out at ConExpo, as much for their bright red color--the new look for all of its engines--as for the fact that included in the company's launch was the newest version of one of its most important products, the B series engine. The new Tier 3 QSB engines are derived from core designs developed by Cummins and Iveco as part of the European Engine Alliance, and Cummins believes that with the addition of aftertreatment, these engines will be good to go for Tier 4.
Cummins also showed that even before ConExpo, Las Vegas was a happenin' place as it unveiled its Tier 2 high horsepower mining engines at MinExpo, including a new 3000 hp rating for its V-16 QSK60.
Also this year, Deutz began volume production of its D2008 and D2009 diesels, which the company purchased from Lister Petter. The engines are built at the Deutz manufacturing operations in Cologne, Germany.
A new name on the engine map this year is JCB. The U.K. equipment manufacturer began production of its own four-cylinder engines at the lovely named Dove Valley Park in Church Broughton, Derbyshire, England. The engines are being used initially in JCB's own equipment--beginning with backhoe loaders--but enough interest has been generated by the engines that the company is reportedly considering moving up its plans to sell loose engines.
German industrial diesel builder Motorenfabrik Hatz and Fuji Heavy Industries Ltd. (FHI) of Japan have signed a cooperation agreement under which Hatz will supply up to 20,000 single-cylinder engines per year to Fuji's small engine subsidiary Subaru Robin. This stems from the decision by Robin to concentrate on its core business of building small industrial gasoline engines and packaging its own pump and generator sets. As a result, the company will discontinue production of its own DY series diesels and replace them in its sales program with the Hatz B Series single-cylinder engines.
It was also a busy year for small engine builder Perkins, which launched the Tier 3 generation of its 1100 series engines and introduced two new models to its 400 series, which are built by Ishikawajima Shibaura Machinery Ltd. (ISM) of Japan.
On the gaseous engine side, Zenith Power Products (ZPP) announced a significant expansion of its large-spark ignited (LSI) industrial engine line, adding six new LSI engines to its lineup. The new engines were the result of an engine distributor agreement ZPP has signed with Hyundai Motor Co. (HMC), Seoul, Korea. Ford Power Products, meanwhile, announced that it will sell hydrogen engines, primarily for such things as ground support equipment and shuttle vehicles.
As interesting as the off-highway/ industrial engine business was, things were perhaps even more fascinating in the on-highway truck business, where the subject was again (mostly) emissions and the big dates 2007 and 2010. All of the engine manufacturers previewed their 2007 technology.
Caterpillar said it would rely primarily on its ACERT technology to meet the 2007 standards, but added a few additional technologies, including one that looked a lot like something the company has repeatedly--and publicly --rejected. The biggest changes to Cummins' '07 truck engines concerns aftertreatment, which it developed in partnership with its in-house emissions and filtration specialist Fleetguard.
Wednesday, November 29, 2006
Enclosed standby gen-sets target commercial, residential applications - Gillette Manufacturing Inc's Sentry-Pro generator sets
Gillette Manufacturing, Inc., has developed a range of enclosed generator set packages designed for standby applications in commercial and residential markets. The newest Sentry-Pro gen-sets are available in a range of 9 to 15 kW at 3600 for smaller applications and 20 to 35 kW at 1800 rpm for applications with larger power demands. They are driven by a range of diesel, natural gas or LPG engines and feature integrated microprocessor controls. The control system provides for automatic start and run upon the loss of utility power and automatic shutdown functions when power is restored according to the Elkhart, Ind., manufacturer.
The Sentry-Pro units are housed within sound-attenuated weatherproof aluminum enclosures and are typically installed outside business or residences. Automatic transfer switch and engine start-stop control modules are remote mounted.
The gen-sets are available with a variety of power options. Units with outputs from 9 to 12 kW are available with liquid-cooled Kubota Super-Mini diesel engines, while 9 to 15 kW units can be specified with air-cooled Briggs & Stratton Vanguard or Kohler Command gasoline engines converted to CNG or LPG operation through carburetion conversion systems. All vapor fuel engines are equipped with vacuum safety shutdown, secondary regulator, electric fuel solenoid valve and flexible fuel lineOn most units, the engines power Gillette brushless generators with Capacitor Load Compensation (CLC) design. Some larger models utilize Marathon generators.
All of the gen-sets include Gillette's Kleen-Power power conditioning design, which yields an average of 7 percent harmonic distortion and no more than 125 total TIF. Utility power averages 3 percent harmonic distortion and 25 TIF, while some brushless, two-pole gen-sets can average 35 to 40 percent harmonic distortion and 250 TIF, according to Gillette.
The gen-sets are skid-mounted and the engine and generator are each mounted to the frame through elastomeric vibration mounts. Integral to the base is a day tank that can provide up to 8 hours continuous operation for the diesel gen-sets, the company said. Engine exhaust and heat from the generator are vented from the side and top of the enclosure through an insulated duct that can withstand temperatures as high as 1000 [degrees] F, the company said.
The lockable housings are fabricated aluminum construction with a Mil Standard 193 paint process. That process includes zinc washing, acid etching and epoxy and polyurethane coating, which is intended to provide a high degree of rust resistance. The interior can be specified with sound attenuating materials that dampen sound emissions to an average of 68 dB(A) at seven meters, the company said.
The automatic engine start-stop control integrates new Murphy microprocessor-based shutdowns, with visual indicators for overcrank, low oil pressure, high temperature and overspeed and generator/engine failure. The visual indicators can be viewed through the housing's tempered glass control window or on an optional interior mounted remote shutdown indicator panel.
The automatic transfer switch is based on Westinghouse switch components and conforms to UL 1008 standards. It is housed in a NEMA 1 metal enclosure. The Sentry-Pro gen-sets are also available without the automatic transfer switch for use with user-supplied transfer switches. They can also be specified with manual transfer switches, the company said
The Sentry-Pro units are housed within sound-attenuated weatherproof aluminum enclosures and are typically installed outside business or residences. Automatic transfer switch and engine start-stop control modules are remote mounted.
The gen-sets are available with a variety of power options. Units with outputs from 9 to 12 kW are available with liquid-cooled Kubota Super-Mini diesel engines, while 9 to 15 kW units can be specified with air-cooled Briggs & Stratton Vanguard or Kohler Command gasoline engines converted to CNG or LPG operation through carburetion conversion systems. All vapor fuel engines are equipped with vacuum safety shutdown, secondary regulator, electric fuel solenoid valve and flexible fuel lineOn most units, the engines power Gillette brushless generators with Capacitor Load Compensation (CLC) design. Some larger models utilize Marathon generators.
All of the gen-sets include Gillette's Kleen-Power power conditioning design, which yields an average of 7 percent harmonic distortion and no more than 125 total TIF. Utility power averages 3 percent harmonic distortion and 25 TIF, while some brushless, two-pole gen-sets can average 35 to 40 percent harmonic distortion and 250 TIF, according to Gillette.
The gen-sets are skid-mounted and the engine and generator are each mounted to the frame through elastomeric vibration mounts. Integral to the base is a day tank that can provide up to 8 hours continuous operation for the diesel gen-sets, the company said. Engine exhaust and heat from the generator are vented from the side and top of the enclosure through an insulated duct that can withstand temperatures as high as 1000 [degrees] F, the company said.
The lockable housings are fabricated aluminum construction with a Mil Standard 193 paint process. That process includes zinc washing, acid etching and epoxy and polyurethane coating, which is intended to provide a high degree of rust resistance. The interior can be specified with sound attenuating materials that dampen sound emissions to an average of 68 dB(A) at seven meters, the company said.
The automatic engine start-stop control integrates new Murphy microprocessor-based shutdowns, with visual indicators for overcrank, low oil pressure, high temperature and overspeed and generator/engine failure. The visual indicators can be viewed through the housing's tempered glass control window or on an optional interior mounted remote shutdown indicator panel.
The automatic transfer switch is based on Westinghouse switch components and conforms to UL 1008 standards. It is housed in a NEMA 1 metal enclosure. The Sentry-Pro gen-sets are also available without the automatic transfer switch for use with user-supplied transfer switches. They can also be specified with manual transfer switches, the company said
Speaking a hybrid language: thermal management specialist EMP finds growing opportunity in hybrid vehicle markets
As the interest and applications for medium- and heavy-duty hybrid vehicles has grown, there has been no shortage of suppliers looking to adapt what they do to gain a foothold in that intriguing niche. For some manufacturers, it's not a simple evolution. But for others, hybrid technology is already so close to what they do already as to make it a very short and obvious step.
One such company is Engineered Machined Products Inc. EMP is a significant supplier of engine water pumps to the diesel and high performance gasoline engine markets. The Escanaba, Mich., company has been on the cutting edge of engine thermal management concepts and has developed a range of computer-controlled electric fan and blower systems, electric thermostats and valves, electric air pumps and complete cooling modulesIt really has been," said David Allen, EMP's vice president of product development. "And I think it's because we know how to speak a lot of the language that the hybrid people are starting to speak--controllers, motors and what's the signal look like? We're even helping some generator manufacturers develop systems more compatible with what their hybrid customers are going to need one day.
"The only time it ever presents a unique challenge is when the hybrid generator manufacturer throws out some off the wall voltage that we have to deal with. But if it's a typical hybrid configuration where they run a nice clean dc bus at whatever voltage--it might be 300 V, it might be 24 V, it might be 42 V--it's great because that's one piece of the puzzle we then don't have to worry about--where are we going to get a little extra power from?
"We've been on over 40 different hybrids of various types so far. We've done some demonstrators and now have some production contracts in hybrids coming out in '08. So we're in a good position in that market."
Highlighting that position has been the launch of a series of what the company calls "diesel grade" components and modules specifically targeted toward OEMs manufacturing medium- and heavy-duty hybrid vehicles. Included in this range is EMP's Advanced Electric Cooling Systems (AECS) that are designed to offer electric engine cooling and secondary cooling for charge air, oil, transmission, EGR and HVAC systems.
By combining all thermal management components into a drop-in module that is controlled by sophisticated algorithms, a significant improvement in fuel economy and packaging can be realized. EMP has had a good deal of experience with the technology, which it has manufactured for the high performance engine market through its Stewart division.
One such company is Engineered Machined Products Inc. EMP is a significant supplier of engine water pumps to the diesel and high performance gasoline engine markets. The Escanaba, Mich., company has been on the cutting edge of engine thermal management concepts and has developed a range of computer-controlled electric fan and blower systems, electric thermostats and valves, electric air pumps and complete cooling modulesIt really has been," said David Allen, EMP's vice president of product development. "And I think it's because we know how to speak a lot of the language that the hybrid people are starting to speak--controllers, motors and what's the signal look like? We're even helping some generator manufacturers develop systems more compatible with what their hybrid customers are going to need one day.
"The only time it ever presents a unique challenge is when the hybrid generator manufacturer throws out some off the wall voltage that we have to deal with. But if it's a typical hybrid configuration where they run a nice clean dc bus at whatever voltage--it might be 300 V, it might be 24 V, it might be 42 V--it's great because that's one piece of the puzzle we then don't have to worry about--where are we going to get a little extra power from?
"We've been on over 40 different hybrids of various types so far. We've done some demonstrators and now have some production contracts in hybrids coming out in '08. So we're in a good position in that market."
Highlighting that position has been the launch of a series of what the company calls "diesel grade" components and modules specifically targeted toward OEMs manufacturing medium- and heavy-duty hybrid vehicles. Included in this range is EMP's Advanced Electric Cooling Systems (AECS) that are designed to offer electric engine cooling and secondary cooling for charge air, oil, transmission, EGR and HVAC systems.
By combining all thermal management components into a drop-in module that is controlled by sophisticated algorithms, a significant improvement in fuel economy and packaging can be realized. EMP has had a good deal of experience with the technology, which it has manufactured for the high performance engine market through its Stewart division.
Tuesday, November 28, 2006
It looks like the long-awaited diesel downturn will arrive in 1999 - Forecast '99
The good life couldn't last forever and we certainly have cheated traditional economics since at least 1995 (the year the economic downturn should have started). It just doesn't seem fair that 1999 diesel production would be determined by outside forces. After all, our economy is strong with inflation in check, low unemployment and the usual level of government involvement. Why did the Far East have to have an economic crisis and why can't we be international traders when all is well; and build a wall around us when overseas markets turn down?
We define North America as the United States and Canada which means North American diesel engine production is U.S., since there is no diesel engine production in Canada. The problem (or advantage depending on the viewpoint) is that the major North American diesel engine manufacturers are no longer North American. Most have plants, JV's, licensees or business arrangements in China, India, Brazil and Mexico (the IMF loan total for these alone would probably keep Greenspan awake nights!), as well as Western Europe and Japan. North American diesel production is not only affected by demand, but also by production costs which help determine worldwide plant location. Another warning of things to come is the U.S. trade deficit, which is at an all time high and growing. With domestic markets down, all the diesel engine importers are looking to export and the U.S. is the biggest target.
Traditionally, we use U.S. housing starts as our prime leading indicator for diesel engine production. North American diesel engine production for on-highway applications (trucks, buses and coaches) generally lags housing starts by six to nine months. Housing starts have been increasing since the last trough in 1991 with the exception of a breather in 1995, foretelling the 1996 decline in on-highway diesels.
We define North America as the United States and Canada which means North American diesel engine production is U.S., since there is no diesel engine production in Canada. The problem (or advantage depending on the viewpoint) is that the major North American diesel engine manufacturers are no longer North American. Most have plants, JV's, licensees or business arrangements in China, India, Brazil and Mexico (the IMF loan total for these alone would probably keep Greenspan awake nights!), as well as Western Europe and Japan. North American diesel production is not only affected by demand, but also by production costs which help determine worldwide plant location. Another warning of things to come is the U.S. trade deficit, which is at an all time high and growing. With domestic markets down, all the diesel engine importers are looking to export and the U.S. is the biggest target.
Traditionally, we use U.S. housing starts as our prime leading indicator for diesel engine production. North American diesel engine production for on-highway applications (trucks, buses and coaches) generally lags housing starts by six to nine months. Housing starts have been increasing since the last trough in 1991 with the exception of a breather in 1995, foretelling the 1996 decline in on-highway diesels.
Monday, November 27, 2006
New 250 kW portable load bank - Power Generation - Brief Article
Recognizing the demand for an updated version of its model K696 250 kW portable load bank, Avtron Manufacturing Inc., Cleveland, Ohio, has introduced the newest in its Millennium load bank line with that rating. When the Millennium load banks were introduced in 2000, they replaced older 250 kW and 360 kW models with advanced 200 kW and 400 kW units. Addressing the demand for a 250 kW size, Avtron developed the Millennium 250 with its up-to-date design.
The Millennium 250 is a high capacity, portable, and completely self- contained unit. It is designed to provide resistive loading at a full 250 kW at both 480 V and 240 M three-phase, 60 Hz in a convenient compact package The load bank is designed for routine load testing of standby diesel generator sets or for factory production line testing of uninterruptible power supplies, turbines or engine gen-sets.
The Millennium 250 features horizontal air discharge, which provides a low profile (33.75 in. wide x 50.25 in. high x 47.5 in. long) design for easy entry into confined areas along with digital metering and 5 kW load step resolution. Comprehensive safety circuitry includes branch circuit fusing on all load steps, wrong voltage protection, motor overload protection and overtemperature protection The load bank incorporates continuously supported resistor elements that are air-cooled by an integrally mounted three-phase blower and an aluminized steel enclosure with screened air inlet and exhaust openings. Voltages are available at 240/480, 480 or 600 V a.c. (60 Hz) and 400 Va.c. (50 Hz).
Designed to be easily operated by a single technician, the operator control panel includes a master load on-off switch, load step on-off industrial toggle switches, blower on-off push buttons with a blower failure light and blower and load voltage selector switches
The Millennium 250 is a high capacity, portable, and completely self- contained unit. It is designed to provide resistive loading at a full 250 kW at both 480 V and 240 M three-phase, 60 Hz in a convenient compact package The load bank is designed for routine load testing of standby diesel generator sets or for factory production line testing of uninterruptible power supplies, turbines or engine gen-sets.
The Millennium 250 features horizontal air discharge, which provides a low profile (33.75 in. wide x 50.25 in. high x 47.5 in. long) design for easy entry into confined areas along with digital metering and 5 kW load step resolution. Comprehensive safety circuitry includes branch circuit fusing on all load steps, wrong voltage protection, motor overload protection and overtemperature protection The load bank incorporates continuously supported resistor elements that are air-cooled by an integrally mounted three-phase blower and an aluminized steel enclosure with screened air inlet and exhaust openings. Voltages are available at 240/480, 480 or 600 V a.c. (60 Hz) and 400 Va.c. (50 Hz).
Designed to be easily operated by a single technician, the operator control panel includes a master load on-off switch, load step on-off industrial toggle switches, blower on-off push buttons with a blower failure light and blower and load voltage selector switches
Less idle time for locomotives - Stationary Power Products
EcoTrans Technologies has introduced an auxiliary power unit (APU) purpose-built for the rail transportation industry. The K9 APU system consists of an auxiliary diesel engine generator set and engine shutdown timer. Together, these two components can provide a significant reduction in the idle time of locomotive engines.
EcoTrans Technologies was formed as a joint venture between CSX Transportation and International Road & Rail Inc. for the purpose of marketing the K9 APU.
"Roughly 40 to 50 percent of the time that a locomotive is alive, it is idling," said Larry Biess, mechanical systems engineer for CSX Transportation. "We estimate that 15,000 to 16,000 gal. of fuel per year is burned while the locomotive is idling. The goal with this project was to come up with a way to take idle out of the duty cycle to save fuel and reduce emissions.
"We had looked at what the industry had to offer and didn't find anything that offered excess electrical capacity to do the kinds of things we wanted to do. We realized that if we put a 17 kW gen-set on a locomotive, we can keep the water warm, the batteries charged, the oil loose and improve operator comfort by having the cab cool in the summer and warm in the winter The K9 APU system is made up of a turbocharged Kubota V2003-T-B diesel engine rated 36 hp at 1800 rpm. The engine is directly coupled to a single-phase Mecc Alte SpA generator rated 16 kVa, 240 V at 60 Hz.
"The beautiful thing about this engine," said Bless," is that for each kW of electrical work, this unit sheds an additional kW of waste heat through the jacket water heater. It doesn't have a radiator. We have a water pump that recirculates locomotive water. The locomotive's water system and the Kubota's water system interface through the heat exchanger. It's a marine grade stainless steel water heater. The Kubota's cooling water system is ethylene glycol treated 50/50 standard automotive mix. One of the primary reasons we could never shut down is because we don't carry antifreeze on a locomotive.
"The locomotive cooling water is heated through the Kubota heat exchanger and through a heater tank which is on top of the unit that has three, 3 kW emersion heaters," Bless added. "In the center of that water tank there is also an oil heater which gives 1 kW of electrical heat to the lube oil, which is running through it. There is also some absorption of heat from the cooling water side through the 9 kW."
The K9 APU system sits atop a 20 gal. dry sump, which allows oil change intervals of two years. "Whenever this engine runs, it is pumping about a pint an hour of fresh oil into the crankcase and the excess flows back into a tank on the gen-set," Biess said. "Whenever K9 APU system runs, it's got a belt driven locomotive cooling water pump that comes on. It sits there as a parasitic load. We also have a hydraulic oil pump that circulates the locomotives lube oil.
"Whenever the K9 APU system runs, it also sends 240 V to a 74 Vd.c. battery charger keeping a charge on he locomotive batteries."
The K9 APU is a self-controlled system, Biess said. "We designed the system so that it can either be controlled by a computer or a thermostat or other simple analog instruments," he noted. "We can set it up so that it'll start on just about any parameter on a locomotive that an operator would concern themselves with -- air pressure, water temperature, ambient temperature. We can program it to start once a day to make sure we are keeping the 12 V system topped off."
While the K9 APU system is tied into the main locomotive system, if the K9 system fails, it will not affect locomotive performance. The K9 APU system is linked with the locomotive's emergency shutdown system so that if the locomotive is shutdown due to an emergency, all rotating equipment on the locomotive stops, including the K9 APU system
EcoTrans Technologies was formed as a joint venture between CSX Transportation and International Road & Rail Inc. for the purpose of marketing the K9 APU.
"Roughly 40 to 50 percent of the time that a locomotive is alive, it is idling," said Larry Biess, mechanical systems engineer for CSX Transportation. "We estimate that 15,000 to 16,000 gal. of fuel per year is burned while the locomotive is idling. The goal with this project was to come up with a way to take idle out of the duty cycle to save fuel and reduce emissions.
"We had looked at what the industry had to offer and didn't find anything that offered excess electrical capacity to do the kinds of things we wanted to do. We realized that if we put a 17 kW gen-set on a locomotive, we can keep the water warm, the batteries charged, the oil loose and improve operator comfort by having the cab cool in the summer and warm in the winter The K9 APU system is made up of a turbocharged Kubota V2003-T-B diesel engine rated 36 hp at 1800 rpm. The engine is directly coupled to a single-phase Mecc Alte SpA generator rated 16 kVa, 240 V at 60 Hz.
"The beautiful thing about this engine," said Bless," is that for each kW of electrical work, this unit sheds an additional kW of waste heat through the jacket water heater. It doesn't have a radiator. We have a water pump that recirculates locomotive water. The locomotive's water system and the Kubota's water system interface through the heat exchanger. It's a marine grade stainless steel water heater. The Kubota's cooling water system is ethylene glycol treated 50/50 standard automotive mix. One of the primary reasons we could never shut down is because we don't carry antifreeze on a locomotive.
"The locomotive cooling water is heated through the Kubota heat exchanger and through a heater tank which is on top of the unit that has three, 3 kW emersion heaters," Bless added. "In the center of that water tank there is also an oil heater which gives 1 kW of electrical heat to the lube oil, which is running through it. There is also some absorption of heat from the cooling water side through the 9 kW."
The K9 APU system sits atop a 20 gal. dry sump, which allows oil change intervals of two years. "Whenever this engine runs, it is pumping about a pint an hour of fresh oil into the crankcase and the excess flows back into a tank on the gen-set," Biess said. "Whenever K9 APU system runs, it's got a belt driven locomotive cooling water pump that comes on. It sits there as a parasitic load. We also have a hydraulic oil pump that circulates the locomotives lube oil.
"Whenever the K9 APU system runs, it also sends 240 V to a 74 Vd.c. battery charger keeping a charge on he locomotive batteries."
The K9 APU is a self-controlled system, Biess said. "We designed the system so that it can either be controlled by a computer or a thermostat or other simple analog instruments," he noted. "We can set it up so that it'll start on just about any parameter on a locomotive that an operator would concern themselves with -- air pressure, water temperature, ambient temperature. We can program it to start once a day to make sure we are keeping the 12 V system topped off."
While the K9 APU system is tied into the main locomotive system, if the K9 system fails, it will not affect locomotive performance. The K9 APU system is linked with the locomotive's emergency shutdown system so that if the locomotive is shutdown due to an emergency, all rotating equipment on the locomotive stops, including the K9 APU system
Sunday, November 26, 2006
A Westchester classic
Creating a state-of-the-art children's hospital requires innovative solutions that meet current and future needs of the facility. Sensitivity to the health and emotional needs of the children and families who use the facility is also a critical component of such a project. An example is the $85 million, 250,000-sq-ft Maria Fareri Children's Hospital on Woods Road at the Westchester Medical Center in Valhalla, NY.
One of the primary challenges facing the project team was to find ways to alleviate the stress of hospitalization for children and their families through design solutions. To accomplish this task, the project's design team, a tri-venture of architects NBBJ and Lothrop Associates and MEP and life-safety engineer, Syska Hennessy Group of Manhattan, created a distinctly child-friendly environment. For example, the outside of the facility has a very non-institutional look, appearing to be a large house to make children feel at home. In fact, since family, fun, and laughter contribute to the recovery process, a small park and a miniature golf course were constructed outside this new "house" Designed as a china friendly environment, the facility has numerous features intended to appeal to and amuse children. Lighting fixtures were chosen to create a soft nature/homelike ambiance. The lighting and HVAC systems were integrated into hospital displays, including the lobby's 5,000-gal fish tank, an authentic locomotive, a large doll collection, the David Cone/New York Yankees sports arcade, an actual fire engine cab, a resource center, a stage, a toy store, and a food court.
The third floor includes private rooms for parents. These suites, which are equipped with kitchens and dining areas, are part of a built-in Ronald McDonald House that allows parents of an ill child to stay overnight.
COMPLEX UTILITY RELOCATION
The design team was challenged prior to the start of construction when the owner wanted the new children's hospital sited on Woods Road so it would be prominently visible to passersby. Fulfilling this request required that the new three-level facility be located on top of the existing main hospital's utility tunnel. The solution was to relocate all of the utilities while keeping the main hospital operational. To achieve this, the utility tunnel was intercepted by constructing a new entrance outside the footprint of the new children's hospital. This took careful planning and phasing to keep the main hospital operational as utilities were switched over.
Provisions were made in the tunnel for utilities to serve the children's hospital. New valves for the steam and hot water were installed along with new junction boxes for the electrical service and terminal boxes for the telecommunications lines.
Before the children's hospital could be constructed, two existing buildings totaling 100,000 sq ft needed to be demolished. Prior to demolition, hospital staff and personnel (as well as patients who had been located in these two buildings) were relocated in a series of 30 moves to new, permanent space created in the main hospital and adjacent buildings.
As this task proceeded, other efforts were underway to make the hospital state-of-the-art and expandable for future needs. These focused on the HVAC, electrical service, life safety and security systems, all of which were tied into the new building's automated controls.
INTEGRATING MAJOR SYSTEMS INTO THE DESIGN
Major building systems in the children's hospital include three chillers. One of these is a 500-ton electric drive chiller and two are 500-ton gas-fired absorption chillers. The hybrid system was chosen to take advantage of the efficiencies of differing units at varying loads. There are also two 1,250 kW diesel generators, located in the penthouse and supplied by a 10,000-gal fuel oil storage tank. Provisions were made for space to accommodate a third generator at a future date.
In addition, 13 air handlers of various sizes were installed in keeping with the child-friendly "house" theme of the hospital's design. To achieve this, the units were located in the "attic" space beneath the hospital's peaked roof. This solution made excellent use of space while conforming to the architects' design.
High pressure steam is brought into the hospital from the utility tunnel at 125 psi. In order for the steam to be used for sterilizers at 60 psi, a pressure-reducing valve was installed. It was further reduced to 15 psi for the perimeter heating system, duct reheats, humidifiers, and steam preheat coils
One of the primary challenges facing the project team was to find ways to alleviate the stress of hospitalization for children and their families through design solutions. To accomplish this task, the project's design team, a tri-venture of architects NBBJ and Lothrop Associates and MEP and life-safety engineer, Syska Hennessy Group of Manhattan, created a distinctly child-friendly environment. For example, the outside of the facility has a very non-institutional look, appearing to be a large house to make children feel at home. In fact, since family, fun, and laughter contribute to the recovery process, a small park and a miniature golf course were constructed outside this new "house" Designed as a china friendly environment, the facility has numerous features intended to appeal to and amuse children. Lighting fixtures were chosen to create a soft nature/homelike ambiance. The lighting and HVAC systems were integrated into hospital displays, including the lobby's 5,000-gal fish tank, an authentic locomotive, a large doll collection, the David Cone/New York Yankees sports arcade, an actual fire engine cab, a resource center, a stage, a toy store, and a food court.
The third floor includes private rooms for parents. These suites, which are equipped with kitchens and dining areas, are part of a built-in Ronald McDonald House that allows parents of an ill child to stay overnight.
COMPLEX UTILITY RELOCATION
The design team was challenged prior to the start of construction when the owner wanted the new children's hospital sited on Woods Road so it would be prominently visible to passersby. Fulfilling this request required that the new three-level facility be located on top of the existing main hospital's utility tunnel. The solution was to relocate all of the utilities while keeping the main hospital operational. To achieve this, the utility tunnel was intercepted by constructing a new entrance outside the footprint of the new children's hospital. This took careful planning and phasing to keep the main hospital operational as utilities were switched over.
Provisions were made in the tunnel for utilities to serve the children's hospital. New valves for the steam and hot water were installed along with new junction boxes for the electrical service and terminal boxes for the telecommunications lines.
Before the children's hospital could be constructed, two existing buildings totaling 100,000 sq ft needed to be demolished. Prior to demolition, hospital staff and personnel (as well as patients who had been located in these two buildings) were relocated in a series of 30 moves to new, permanent space created in the main hospital and adjacent buildings.
As this task proceeded, other efforts were underway to make the hospital state-of-the-art and expandable for future needs. These focused on the HVAC, electrical service, life safety and security systems, all of which were tied into the new building's automated controls.
INTEGRATING MAJOR SYSTEMS INTO THE DESIGN
Major building systems in the children's hospital include three chillers. One of these is a 500-ton electric drive chiller and two are 500-ton gas-fired absorption chillers. The hybrid system was chosen to take advantage of the efficiencies of differing units at varying loads. There are also two 1,250 kW diesel generators, located in the penthouse and supplied by a 10,000-gal fuel oil storage tank. Provisions were made for space to accommodate a third generator at a future date.
In addition, 13 air handlers of various sizes were installed in keeping with the child-friendly "house" theme of the hospital's design. To achieve this, the units were located in the "attic" space beneath the hospital's peaked roof. This solution made excellent use of space while conforming to the architects' design.
High pressure steam is brought into the hospital from the utility tunnel at 125 psi. In order for the steam to be used for sterilizers at 60 psi, a pressure-reducing valve was installed. It was further reduced to 15 psi for the perimeter heating system, duct reheats, humidifiers, and steam preheat coils
Saturday, November 25, 2006
Can you hear me now? First responders rely on land mobile services: the value of the improved coordination for first responders will undoubtedly enhan
The value of the improved coordination for first responders will undoubtedly enhance public safety not only on federal installations but also in adjoining communities ...
The sentries posted at the armory, the crews at the fire station, and the base security patrols in their squad cars all depend upon wireless communication to perform their duties with responsiveness and effectiveness. This is not combat, but the stakes can still be high.
This article focuses on wireless solutions for first responders with specific details for Marine Corps requirements. A future article will discuss the Navy's plan to meet its unique wireless needs for first responders.
Intelligence Reform Act
On Dec. 17, 2004, President Bush signed into law the Intelligence Reform and Terrorism Prevention Act of 2004. Title VII of the Act implements certain recommendations of the National Commission on Terrorist Attacks Upon the United States, including communications-related provisions related to use of the electromagnetic spectrum by federal, state and local emergency response providers.
The Department of the Navy (DON) approached this legislation in strategic coordination with other federal agencies and has engaged in operational planning with emergency elements at various bases, posts and stations where Sailors, Marines, civilians and military family members work, live and utilize the facilities Land Mobile Service
The primary wireless communication solution for local, state and federal agencies supporting the public safety is called land mobile service. It provides radio connectivity between fixed base stations and land mobile stations (i.e., stations capable of surface movement) or between multiple land mobile stations.
The land mobile service is vital to supporting the public service missions of federal agencies. Unique federal requirements for land mobile service include: providing for national security; promoting public safety for traveling via air, water and land; interdicting entry of illegal aliens and substances into the United States; establishing communications between disaster areas and relief forces; ensuring swift search and rescue operations; protecting national forests, parks and farmlands; bringing to justice perpetrators of federal crimes; and ensuring the security of energy generation and distribution sources.
DON Use of Land Mobile Service
Non-tactical land mobile radio systems used by the DON include equipment such as base, repeater, vehicular and handheld stations in a variety of geographic environments supporting voice and data communications. Navy and Marine Corps land mobile radio systems are usually multipurpose systems, for example, law enforcement, emergency medical, administrative and public works functions may be supported by the same radio system. The radio systems, which are purchased from commercial vendors, are similar to those employed by non-federal entities.
Users communicate in a dispatch/supervisory, one-to-many or one-to-one mode while other users monitor the channel and take action as appropriate. Typical messages from mobile sources are of short duration, and typical channel hold times for these mobile communications are quite short, usually less than a minute. Under these circumstances, one or more channels can often be shared by several independent users.
Although DON personnel use common carrier services, such as cellular telephones and radio pagers to augment communication needs, they do not serve as replacements for the DON's own land mobile systems. While both the Marine Corps and the Navy have selected similar approaches to land mobile service based on open standards, specific deployment is unique for each service.
Marine Corps LMR Challenges
The Marine Corps combat team faces diverse challenges stemming from the global war on terrorism, such as conducting combat and logistic operations in Iraq and Afghanistan and providing antiterrorism and force protection inside and outside CONUS. Not altogether different from the Marine Corps combat team, the Camp Pendleton Fire Department has been fighting and winning battles with structure and wildfires on this terrain-unique base in Southern California.
The department's primary mission is to save lives and property. Even before the recent legislation, the Camp Pendleton Fire Department coordinated efforts with the surrounding communities; thus, a requirement for reliable communications that provides interoperability with neighboring federal, state and local fire departments was identified. Since off-base counterparts of the Camp Pendleton Fire Department used commercial-off-the-shelf (COTS) equipment, a Marine Corps solution pointed to similar technology.
Concurrent with the Camp Pendleton Fire Department's need was a mandate, issued by the National Telecommunications Information Administration (NTIA), to adopt new narrowband technologies that allow greater spectrum efficiency for all land mobile radios (LMRs) used by the federal government. Serving as the president's principal adviser on telecommunications and information policy issues, NTIA also manages the federal use of spectrum and resolves technical telecommunications issues for the federal government and private sector
The sentries posted at the armory, the crews at the fire station, and the base security patrols in their squad cars all depend upon wireless communication to perform their duties with responsiveness and effectiveness. This is not combat, but the stakes can still be high.
This article focuses on wireless solutions for first responders with specific details for Marine Corps requirements. A future article will discuss the Navy's plan to meet its unique wireless needs for first responders.
Intelligence Reform Act
On Dec. 17, 2004, President Bush signed into law the Intelligence Reform and Terrorism Prevention Act of 2004. Title VII of the Act implements certain recommendations of the National Commission on Terrorist Attacks Upon the United States, including communications-related provisions related to use of the electromagnetic spectrum by federal, state and local emergency response providers.
The Department of the Navy (DON) approached this legislation in strategic coordination with other federal agencies and has engaged in operational planning with emergency elements at various bases, posts and stations where Sailors, Marines, civilians and military family members work, live and utilize the facilities Land Mobile Service
The primary wireless communication solution for local, state and federal agencies supporting the public safety is called land mobile service. It provides radio connectivity between fixed base stations and land mobile stations (i.e., stations capable of surface movement) or between multiple land mobile stations.
The land mobile service is vital to supporting the public service missions of federal agencies. Unique federal requirements for land mobile service include: providing for national security; promoting public safety for traveling via air, water and land; interdicting entry of illegal aliens and substances into the United States; establishing communications between disaster areas and relief forces; ensuring swift search and rescue operations; protecting national forests, parks and farmlands; bringing to justice perpetrators of federal crimes; and ensuring the security of energy generation and distribution sources.
DON Use of Land Mobile Service
Non-tactical land mobile radio systems used by the DON include equipment such as base, repeater, vehicular and handheld stations in a variety of geographic environments supporting voice and data communications. Navy and Marine Corps land mobile radio systems are usually multipurpose systems, for example, law enforcement, emergency medical, administrative and public works functions may be supported by the same radio system. The radio systems, which are purchased from commercial vendors, are similar to those employed by non-federal entities.
Users communicate in a dispatch/supervisory, one-to-many or one-to-one mode while other users monitor the channel and take action as appropriate. Typical messages from mobile sources are of short duration, and typical channel hold times for these mobile communications are quite short, usually less than a minute. Under these circumstances, one or more channels can often be shared by several independent users.
Although DON personnel use common carrier services, such as cellular telephones and radio pagers to augment communication needs, they do not serve as replacements for the DON's own land mobile systems. While both the Marine Corps and the Navy have selected similar approaches to land mobile service based on open standards, specific deployment is unique for each service.
Marine Corps LMR Challenges
The Marine Corps combat team faces diverse challenges stemming from the global war on terrorism, such as conducting combat and logistic operations in Iraq and Afghanistan and providing antiterrorism and force protection inside and outside CONUS. Not altogether different from the Marine Corps combat team, the Camp Pendleton Fire Department has been fighting and winning battles with structure and wildfires on this terrain-unique base in Southern California.
The department's primary mission is to save lives and property. Even before the recent legislation, the Camp Pendleton Fire Department coordinated efforts with the surrounding communities; thus, a requirement for reliable communications that provides interoperability with neighboring federal, state and local fire departments was identified. Since off-base counterparts of the Camp Pendleton Fire Department used commercial-off-the-shelf (COTS) equipment, a Marine Corps solution pointed to similar technology.
Concurrent with the Camp Pendleton Fire Department's need was a mandate, issued by the National Telecommunications Information Administration (NTIA), to adopt new narrowband technologies that allow greater spectrum efficiency for all land mobile radios (LMRs) used by the federal government. Serving as the president's principal adviser on telecommunications and information policy issues, NTIA also manages the federal use of spectrum and resolves technical telecommunications issues for the federal government and private sector
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 (IRJ May p17).
Besides lengthening the locomotives, FCA had to reduce maximum height to 4.65m and increase clearances along the Belo Horizonte-Ibia part of the main line to Brasilia. Beyond Ibia, CVRD is still studying whether to build a line to bypass the fiercely-curved, steeply-graded Serra do Tigre (Tiger Range) or to enlarge the clearances
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 (IRJ May p17).
Besides lengthening the locomotives, FCA had to reduce maximum height to 4.65m and increase clearances along the Belo Horizonte-Ibia part of the main line to Brasilia. Beyond Ibia, CVRD is still studying whether to build a line to bypass the fiercely-curved, steeply-graded Serra do Tigre (Tiger Range) or to enlarge the clearances
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 standbyIn 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.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.
Friday, November 24, 2006
New lightning for a perfect storm: new CCS Lightning APU from Mechron designed to address anti-idling, fuel consumption issues in heavy-duty trucks
For the last several years, an increasing amount of attention has been devoted to the reduction of truck idling. In the past, much of the impetus for this effort has come from municipalities and regulatory agencies, seeking to reduce engine exhaust and noise emissions from heavy trucks.
But now along with those drivers, the skyrocketing price of diesel fuel and new concerns about engine wear and increased operating life have combined to create a sort of perfect storm of factors, all creating a greater urgency in the trucking industry to significantly reduce engine idling.
As a result of all this, a number of packages are beginning to enter the market with an eye on providing a complete solution to the electrical and climate control requirements of heavy-duty truck cabs and sleepers. One of these is from Mechron Power Systems, a subsidiary of Canadian Caterpillar dealer Toromont, which has developed a new auxiliary power unit. The Mechron Lightning Cab Comfort System (CCS) became commercially available this month and is initially available through Toromont dealer locations.
The CCS Lightning is built on Mechron's long history in packaging power generation systems. The company's power gen activity dates to 1949 and it has supplied APUs for military and commercial applications for the last decade. Mechron became part of Toromont in 1997This newest APU was in development for nearly 2 1/2 years, according to Mark Richardson, manager, mobile products at Mechron, and while it is similar in many ways to other units available in the marketplace, it also offers a range of additional optional features designed to make it more flexible and capable than many competitive products.
The APU is powered by a Kubota Z482 liquid-cooled diesel engine. The inline, two-cylinder engine has a displacement of 0.479 L and a standard gross hp rating of 13.3 hp at 3600 rpm. The engine directly drives a Mechron generator rated 6 kW continuous, 115 Vac at 60 Hz.
In the standard configuration, the engine cooling system is tied into the truck engine's cooling loop, but a Kubota-supplied radiator package is also available to make it a completely stand-alone package.
"In general, we believe that shared cooling is the best overall approach especially if you're driving in cold climates," said Richardson. "But through our market research, we found that some people were absolutely against tying the APU into the main engine for fear that a cooling system failure on the APU would take down the whole truck. We decided to give the customer the option."
The engine-generator unit is packaged into a nearly square (21 in. wide x 28.8 in. high x 28.8 in. deep) module that Mechron said requires only 21 in. of frame rail mounting space with no additional frame space required for ventilation access. Weight of the module is 380 lb. A standard 30 amp charger is mounted under the bunk with the power distribution equipment.
Along with the engine gen-set, the system incorporates a combined heating and air conditioning unit with remote stainless-steel condenser. The unit, packaged by Dometic, is designed to provide 10,000 Btu/hr heating capacity standard--up to 13,500 Btu/hr as an option--and a standard cooling capacity of 10,000 Btu/hr or as much as 14,000 Btu/hr optional.
The CCS Lightning has three basic operating modes. Normal mode provides continuous, uninterrupted heating, air conditioning and electrical power. The power is accessible in the cab through a 115 Vac, 20 amp GFCI duplex receptacle. A similar outdoor style receptacle is standard and can be mounted at the bottom of the cab, close to a block heater connection, the company said.
In the cycling mode, the APU is programmed to cycle on and off to maintain cab temperature and ensure the truck is able to start by monitoring coolant temperatures and battery voltage. An autostart mode allows the APU to be programmed to start at a pre-set time or when the battery voltage reaches a specified low level. The operation is completely unattended. There are also a series of shutdowns programmed into the system designed to prevent damage to the APU, the climate systems or connected equipment.
The system is controlled and programmed through an illuminated LCD in the cab. The display includes self-diagnostics and fault displays at startup, one button starting and simple automatic climate controls with manual override.
According to Mechron, at full load, the system has noise emissions of approximately 65 dB(A), which the company claims is low enough to allow the truck operator to sleep through starts and stops. Fuel consumption is 0.21 gph, according to the company.
Additional optional features include an automatic transfer switch that allows heating, cooling and battery charging operations to be powered by external shore power as well as a keyless starting system that provides completely remote starting or shutdown of the APU from as much as 1000 ft. away. "That's a very popular option," said RichardsonThursday, November 23, 2006
Functional Sound Absorbers Reduce Noise Levels
This article deals with the utilization of unit sound absorbing panels - "Functional Absorbers" - to reduce background noise and reverberation in the engine generator pump room and the blower room at a waste water treatment facility in Coney Island, NY.
Introduction. Noise levels in the pump room and blower room exceeded OSHA requirements and communication between workers was extremely difficult. Part of the problem was the nature of the construction of the two large rooms. Walls and floors were made of concrete and the ceiling was metal deck, all of which are highly reflective surfaces. There were multiple pieces of equipment in each room. The average background noise levels in the pump room were 92 dBA, while in the blower room they were 87 dBA. A goal was set to reduce the level to 85 dBA or less.
In October 1995, rooms within the integrated wastewater and sludge treatment facility were evaluated as to their noise problems. Based on these studies, several rooms would need to be treated with unit sound absorbing panelsAcoustical treatment to achieve maximum noise reduction was calculated. Functional (unit) sound absorbing panels were installed on the ceilings and walls of both rooms. Average noise level in the pump room was reduced to 85 dBA and in the blower room to 82 dBA, bringing the rooms into OSHA compliance and reducing reverberation to levels that did not interfere with communication between workers.
Engine Generator Pump Room. In the generator rooms, which are 87 ft wide × 153 ft long × 41 ft high, there are four sets of 2500 HP diesel engine generators, with multiple pumps available. The generators drive 600 HP motors, which operate the pumps. In the normal running mode, one engine set is used to drive two or three pumps. A typical overload is two engine sets driving four pumps. One of the other sets of engine generators is redundant, the other is in reserve. Sound level measurements were taken at eight locations within the room at various distances from the engine generators prior to installation of Eckel's Eckoustic Functional Panels (EFPs) as shown in Figure 1. Noise control involved ceiling treatment with 6602 ft^sup 2^ (50%) coverage and wall treatment with 2069 ft^sup 2^ (10%) coverage (Figure 2). For the ceiling treatment, three-quarters of the panels were 30 in. × 10 ft EFPs; the reminder were 30 in. × 8 ft. On the walls, the panel sizes were 48 in. × 8 ft and 24 in. × 6 ft. With one engine set and three pumps running, the background noise was reduced from 92.6 dBA to 82.7 dBA after EFP treatment, a reduction of 9.85 dBA. With two sets of engine generators and four pumps running, average noise levels were reduced by 6.98 dBA, to bring the overall noise level below 85 dBA, as shown in Table 1.
Blower Room. Similar results were obtained for the blower room. A mix of panels sizes were used - 30 in. × 10 ft, 30 in. × 8 ft, 30 in. × 4 ft, and 42 in. × 5 ft - as the most efficient means of achieving the desired noise reduction. This room measures 53 × 120 × 25 ft; 2651 ft^sup 2^ of panels were adequate for effective treatment (Figures 3 and 4). With two blowers running, the average noise reduction with EFPs installed was over 5 dBA, from 86.6 dBA to 81.3 dBA, as shown in Table 2.
Conclusion. Unit sound absorbing panels offer several advantages as a method of adding sound absorption to spaces with hard reflective surfaces. They can be installed in new or existing facilities without interference with utilities such as sprinklers, lighting, ventilation, etc. They require little or no maintenance and are extremely effective in lowering background noise and reverberation in a wide variety of industrial and architectural applicationWednesday, November 22, 2006
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.Caterpillar, Woodward promote gas engine research program
Caterpillar Inc. and Woodward Governor Co. recently made significant donations to Colorado State University's Engines and Energy Conversion Laboratory (EECL) to assist the lab's development efforts toward low emission, high efficiency gas engines.
The new Distributed Power Generation Research Center, created in conjunction with the donations, will conduct research on distributed power generation, including projects aimed at improving the reliability and efficiency of the electrical power grid. The center, located near the CSU campus in Fort Collins, Colo., is the first of its kind in the U.S., according to the major stakeholders.
Caterpillar donated its newest natural gas-powered G3516C, a 60 Hz engine capable of producing 1.6 MW of power. The G3516C represents Cat's latest gas engine technology, including features developed through the U.S. Dept. of Energy's Advanced Reciprocating Engine Systems (ARES) program. Both Caterpillar and Woodward will use the engine platform via EECL staff to further advance product research and development.
The EECL was founded by CSU professor Bryan Willson in 1992, and is dedicated to engine research programs relating to large engines, natural gas engines, two-stroke engines and hazardous air pollutantsThe expectation of Caterpillar is that this relationship will continue to use the expertise and what we call 'technically adventurous' CSU staff and students led by professor Willson to continuously improve the efficiency and emissions signature of natural gas engine technology, which is currently one of the most efficient methods for producing distributed power," commented Kevin Bruch, division manager for Engine Research at Caterpillar.
"Distributed power generation technology is key to reliably meeting the growing power needs of our communities, without building new high-voltage power lines," added Tom Gendron, president and CEO of Woodward. "We are pleased to be working with Caterpillar and Colorado State to help launch this effort"
Woodward donated $150,000 to install the engine in the lab and prepare it for the first phase of testing.
"Woodward became involved with the EECL a few months after its founding in 1992, as part of a multicompany research project to help reduce emissions from engines used in the natural gas pipeline industry," Gendron noted. "Since then, Colorado State and Woodward have collaborated on at least three additional research projects at the facility."
Rudy Stanglmaier, a mechanical engineering assistant professor, will manage the new center within the EECL. In the first phase, researchers and industry representatives will work to make an already efficient engine even more efficient, while further reducing exhaust emissions. During Phase 2, they hope to develop a distributed power facility that would couple the engine to a generator, connect it to the grid and test it in conjunction with utilities such as Fort Collins Light and Power and the Platte River Power Authority.
"We are thrilled to be working with two industry giants on this unique facility" said Stanglmaier. "We want to be at the forefront of advances in this technology because interest in this sector is expected to grow rapidly."
The new Distributed Power Generation Research Center, created in conjunction with the donations, will conduct research on distributed power generation, including projects aimed at improving the reliability and efficiency of the electrical power grid. The center, located near the CSU campus in Fort Collins, Colo., is the first of its kind in the U.S., according to the major stakeholders.
Caterpillar donated its newest natural gas-powered G3516C, a 60 Hz engine capable of producing 1.6 MW of power. The G3516C represents Cat's latest gas engine technology, including features developed through the U.S. Dept. of Energy's Advanced Reciprocating Engine Systems (ARES) program. Both Caterpillar and Woodward will use the engine platform via EECL staff to further advance product research and development.
The EECL was founded by CSU professor Bryan Willson in 1992, and is dedicated to engine research programs relating to large engines, natural gas engines, two-stroke engines and hazardous air pollutantsThe expectation of Caterpillar is that this relationship will continue to use the expertise and what we call 'technically adventurous' CSU staff and students led by professor Willson to continuously improve the efficiency and emissions signature of natural gas engine technology, which is currently one of the most efficient methods for producing distributed power," commented Kevin Bruch, division manager for Engine Research at Caterpillar.
"Distributed power generation technology is key to reliably meeting the growing power needs of our communities, without building new high-voltage power lines," added Tom Gendron, president and CEO of Woodward. "We are pleased to be working with Caterpillar and Colorado State to help launch this effort"
Woodward donated $150,000 to install the engine in the lab and prepare it for the first phase of testing.
"Woodward became involved with the EECL a few months after its founding in 1992, as part of a multicompany research project to help reduce emissions from engines used in the natural gas pipeline industry," Gendron noted. "Since then, Colorado State and Woodward have collaborated on at least three additional research projects at the facility."
Rudy Stanglmaier, a mechanical engineering assistant professor, will manage the new center within the EECL. In the first phase, researchers and industry representatives will work to make an already efficient engine even more efficient, while further reducing exhaust emissions. During Phase 2, they hope to develop a distributed power facility that would couple the engine to a generator, connect it to the grid and test it in conjunction with utilities such as Fort Collins Light and Power and the Platte River Power Authority.
"We are thrilled to be working with two industry giants on this unique facility" said Stanglmaier. "We want to be at the forefront of advances in this technology because interest in this sector is expected to grow rapidly."
Tuesday, November 21, 2006
Diesel Gen-Set Line Expanded
Diesel America West has expanded its Loadstar diesel generator set line with the introduction of a 40 kW model. The ADS-040 gen-set is a four-pole, multi-voltage unit targeted at commercial, homeowner and marina applications. It expands the higher range of the Loadstar line, which also includes 20, 25 and 60 kW models.
"The ADS-040 is an effort to meet the demand we've experienced," said Steve Raichlen, vice president of the Friday Harbor, Wash.-based company "We build generators from 3 kW to 250 kW. We have a broad target market for the ADS-040; both commercial and residential."
The ADS-040 gen-set is powered by an air-cooled Deutz F4L912F engine. A factory-installed critical grade muffler is used to reduce exhaust noise emissions. The engine and generator are resilient mounted on a welded steel skid with sound and weather enclosure and a large fuel tank base.
The gen-set has a zinc-treated frame and enclosure. "The unit is rated 80 dB(A) at 1 meter," said Raichlen, "In our attenuated enclosure, the frame and sheet metal enclosure is galvanized before it is powder coated.Operating speed for the 60 Hz unit is 1800 rpm. The generator is a brushless, self-excited, electronically regulated unit that can supply constant power at both single- and three-phase voltages without lowering output for single phase, the company said.
"The generator we use depends on the customer's specifications," said Raichlen. "We use everybody Marathon, Siemens, Mecc Alte. It's up to the customer."
Other components include Basler Electric regulators and a Barber-Colman Co. model 520 auto control. "It is a full 12-wire machine with a link board," said Raichlen. "We can reterminate on this link board for all voltages, either single or three-phase."
A deluxe control panel includes an a.c. three-pole line circuit breaker and a.c., volt, amp, frequency and hour meters. For fully automated operation, an a.c. start module with LED panel is provided.
The generator set measures 73 in. long, 36 in. wide and 52 in. high. They are assembled in Europe and finished in the U.S.
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