A long period of industry speculation came to an end recently when General Motors Corp. announced that it had reached a definitive agreement to sell its Electro-Motive Division (EMD) to the investor-led group of Greenbriar Equity Group LLC and Berkshire Partners LLC. The proposed sale is contingent on completing negotiations with the United Auto Workers Union (UAW) and the subsequent ratification by its members. Terms of the transaction, which was expected to close in the first quarter of this year, will not be disclosed.
The sale agreement covers substantially all of the Electro-Motive businesses, including North American and international locomotives; power, marine and industrial products; the spare parts and parts rebuild business; and all of Electro-Motive's locomotive maintenance contracts worldwide. The LaGrange, Ill., and London, Ontario, Canada, manufacturing facilities are also included in the agreement. At the time of this writing, there were no plans announced for any changes to the company or its structure.
"Greenbriar and Berkshire Partners have a long-term commitment to creating value in the railroad industry that extends back to the 1980s," stated Reginald Jones, a managing partner of Greenbriar Equity Group. "Electro-Motive has outstanding products, employees and a truly global franchise, and we believe the company's prospects are bright."GM is pleased to have Greenbriar and Berkshire Partners acquiring the company," said William Happel, GM vice president and general manager of Electro-Motive. "These groups have a long-established reputation for excellence as rail industry investors and financiers. As an independent company with access to the resources of the new owners, Electro-Motive will be well positioned to continue to service its customers and grow the business."
Electro-Motive diesels have hauled freight and passengers, powered ships and generated electricity around the globe. The company is one of the largest builders of diesel-electric locomotives for all commercial railroad applications including intercity passenger, commuter, freight, switching, industrial and mining. The company also offers locomotive services including maintenance, management, leasing and training.
In the North American market, the company offers its SD70M-2 and SD70ACe freight locomotives. For the international markets, the company offers products such as its GT46MAC, JT42CWR and JT42HW-HS locomotives for use in applications such as heavy-haul freight and passenger trains. The company is operating and has certification for its JT42CWR Series 66 locomotive in the United Kingdom, Germany, Netherlands, Belgium, Sweden, Luxembourg, Norway, Denmark and Poland, and is targeting Czech Republic, Italy and France for certification. The company also offers its GP20D switcher locomotive.
Along with its new, more powerful, four-stroke, 16-cylinder H-Engine, the company has introduced other innovations to the rail traction market. These include the EMD automatic engine start/stop system designed to conserve fuel and reduce emissions, its functionality integrated railroad electronics (FIRE System) which is an advanced system designed for locomotive management, its radial truck body for drive wheels, and also its IntelliTrain remote monitoring and diagnostics system to give railroads live data concerning the status of their locomotives.
In addition to rail traction, GM EMD provides diesel engines for marine propulsion and generator set applications, offshore and land-based oil well drilling rigs, and stationary power generation worldwide. The line of engines includes the two-stroke, 45[degrees] Vee, 645 and 710 series diesel, as well as the new four-stroke, 45[degrees] Vee, H Series diesel engine.
The 645 is available in 8-, 12- and 16-cylinder versions with a Roots blower and in 8-, 12-, 16- and 20-cylinder turbocharged versions. The 710 Series is available in turbocharged versions of 8-, 12-, 16- and 20-cylinders. The H Series is available in a turbocharged 16-cylinder version. The EMD engine range covers outputs of 800 to 6000 hp.
The company's headquarters, engineering facilities and parts-manufacturing operations are in LaGrange. Final assembly is conducted at the plant in London from which products are exported to customers around the world.
Monday, March 05, 2007
Tuesday, February 27, 2007
LuK: an abundance of transmission options
onsidering 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.
While the single clutch automated manual transmission has come in for some criticism for its lack of finesse and smoothness, Gutzmer believes that it still has a future. But he thinks they are only likely to come under threat once the economies of scale are applied to the double-clutch gearboxes and their prices start to fall. "I expect the double-clutch gearbox has the potential to come down the model range by 2010 to 2012. It is in the 1.6- to 3.0-liter segment where we feel the dual clutch approach is very appropriate."
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.
While the single clutch automated manual transmission has come in for some criticism for its lack of finesse and smoothness, Gutzmer believes that it still has a future. But he thinks they are only likely to come under threat once the economies of scale are applied to the double-clutch gearboxes and their prices start to fall. "I expect the double-clutch gearbox has the potential to come down the model range by 2010 to 2012. It is in the 1.6- to 3.0-liter segment where we feel the dual clutch approach is very appropriate."
Penske talks about DDC - Roger Penske on Detroit Diesel Corp - interview
The transportation business is a matter of calculated passion for Roger S. Penske. Well beyond needing the money, it is the competition that drives the auto racer turn& entrepreneur. Racing analogies litter conversation about his business empire like tires at a pit stop, He paused, briefly, from his efforts at Detroit Diesel Corp. to talk with Ward's Auto World.
Q - What In particular attracted you to Detroit Diesel?
A - It was a business opportunity. I typically have taken businesses, which were not highly fine-tuned, and been able to add our expertise in team-management style to bring them to a solid and profitable market position.
I was contacted by an investment banker who had the job of either selling off or breaking up Detroit Diesel. I guess if I hadn't gotten the call, I wouldn't have been knocking on the door. But when I did get the call, I realized here was a business I had been involved with for 15 years as a distributor. I knew the product, I knew the problem, I knew the people.
So, with that in hand, I took a look at what the structure of a deal could be. Typically, I have always wanted to have good partners. I've learned that two people can pull on the rope harder than one. When this opportunity came about and I was able to look at potentially having GM (General Motors Corp.) as a partner. Q - What's your assessment after about a year?
A - This is the greatest. We've got a 3-million-sq.-ft. (278,700-sq.-m) plant and everybody's pulling in the same direction . I look at the numbers coming in every day on our new Series 60 engine and we're on a market share climb that's hard to believe. And that creates different problems.
We're making some reat progress. Everybody's having fun. We're very positive. Not that it has been easy.
Q - Does It signal a change in direction for Penske Corp.?
A - I don't think I'm concerned about what types of businesses, whether it's manufacturing or not. I think that expense controls, sales capability, technology are important. There are good people out there and, I think, the better you are as a communicator, the more apt you are to attract those kind of people.
Q - Isn't manufacturing new for your organization?
A - It's certainly a different atmosphere, but I've been in the manufacturing business. We manufactured stainlesssteel aluminum tank trailers in a company we hadat one time. We manufactured large turbine generator sets.
We manufacture race cars. Somebody said to me 'what the hell is a race car compared to building a diesel engine?' Look, I know where the product goes, I know what's required from the duty cycle and to meet the customer requirements.
When you look at American industry during the last 10 years, if you're not capable of changing your course, you're probably going to be out of business.
Q - Does that mean other Penske manufacturing efforts?
A - I'll look at anything that would be in a transportation-related business. Components or things like that where I understand the customer base. Where am I going to go with the product? Then I back up to find out what it's going to take to provide that product.
I think if we can prove we can run this type of business, we can look at other things. Penske Transportation, the truck leasing business, these are all interrelated as far as transportation.
Q - Could that Include assembling niche cars?
Obviously, there's an opportunity for niche cars, but seeing the capability of both the foreign and domestic manufacturers, I don't think you'll see me in that business.
Q - At what point does your organization get so large you can't manage it In your traditional hands-on manner?
A - What you have to do is develop the right kind of people and the right kind of controls. It's no different than the CEO of a large corporation managing his business. You learn how to do that.
I want to understand what's going on in the organization. I'll be walking through the plants, or looking at the suspension setup or looking at dyno sheets for my whole life. The day I stay out of the factories, I should get out of the business.
Q - What In particular attracted you to Detroit Diesel?
A - It was a business opportunity. I typically have taken businesses, which were not highly fine-tuned, and been able to add our expertise in team-management style to bring them to a solid and profitable market position.
I was contacted by an investment banker who had the job of either selling off or breaking up Detroit Diesel. I guess if I hadn't gotten the call, I wouldn't have been knocking on the door. But when I did get the call, I realized here was a business I had been involved with for 15 years as a distributor. I knew the product, I knew the problem, I knew the people.
So, with that in hand, I took a look at what the structure of a deal could be. Typically, I have always wanted to have good partners. I've learned that two people can pull on the rope harder than one. When this opportunity came about and I was able to look at potentially having GM (General Motors Corp.) as a partner. Q - What's your assessment after about a year?
A - This is the greatest. We've got a 3-million-sq.-ft. (278,700-sq.-m) plant and everybody's pulling in the same direction . I look at the numbers coming in every day on our new Series 60 engine and we're on a market share climb that's hard to believe. And that creates different problems.
We're making some reat progress. Everybody's having fun. We're very positive. Not that it has been easy.
Q - Does It signal a change in direction for Penske Corp.?
A - I don't think I'm concerned about what types of businesses, whether it's manufacturing or not. I think that expense controls, sales capability, technology are important. There are good people out there and, I think, the better you are as a communicator, the more apt you are to attract those kind of people.
Q - Isn't manufacturing new for your organization?
A - It's certainly a different atmosphere, but I've been in the manufacturing business. We manufactured stainlesssteel aluminum tank trailers in a company we hadat one time. We manufactured large turbine generator sets.
We manufacture race cars. Somebody said to me 'what the hell is a race car compared to building a diesel engine?' Look, I know where the product goes, I know what's required from the duty cycle and to meet the customer requirements.
When you look at American industry during the last 10 years, if you're not capable of changing your course, you're probably going to be out of business.
Q - Does that mean other Penske manufacturing efforts?
A - I'll look at anything that would be in a transportation-related business. Components or things like that where I understand the customer base. Where am I going to go with the product? Then I back up to find out what it's going to take to provide that product.
I think if we can prove we can run this type of business, we can look at other things. Penske Transportation, the truck leasing business, these are all interrelated as far as transportation.
Q - Could that Include assembling niche cars?
Obviously, there's an opportunity for niche cars, but seeing the capability of both the foreign and domestic manufacturers, I don't think you'll see me in that business.
Q - At what point does your organization get so large you can't manage it In your traditional hands-on manner?
A - What you have to do is develop the right kind of people and the right kind of controls. It's no different than the CEO of a large corporation managing his business. You learn how to do that.
I want to understand what's going on in the organization. I'll be walking through the plants, or looking at the suspension setup or looking at dyno sheets for my whole life. The day I stay out of the factories, I should get out of the business.
Load sharing modules added to deep sea range
Deep Sea Electronics Inc. (DSE) has added its first UL-listed load sharing modules to its ever-expanding line of generator set and engine controls. "The launch of the 5510 and 5520 modules gives DSE complete integrated load share systems for all types of power generation applications," said Paul Apsey, vice president/ technical sales manager for the Rockford, Ill.-based subsidiary of Deep Sea Electronics Plc, based in the U.K. The U.S. operation has recently moved into new and larger operations in Rockford.
DSE's 5510 is a multiple gen-set control with full load sharing capability, while the 5520 is a single set control that allows paralleling with the utility. DSE's P810 software has also been expanded to allow easy programming of the load sharing modules.
The 5510 is equipped with synchronizing and load sharing capabilities including auto synch control, volts, frequency matching with built-in synchroscope, and closing onto dead Bus. These units also feature VAP, control, peak shaving, NFPA 110 level 1 compliance and single phase paralleling. Apsey said the 5510 has direct and flexible outputs from the module to allow connections to commonly used governors and automatic voltage regulators.
DSE's 5510 is a multiple gen-set control with full load sharing capability, while the 5520 is a single set control that allows paralleling with the utility. DSE's P810 software has also been expanded to allow easy programming of the load sharing modules.
The 5510 is equipped with synchronizing and load sharing capabilities including auto synch control, volts, frequency matching with built-in synchroscope, and closing onto dead Bus. These units also feature VAP, control, peak shaving, NFPA 110 level 1 compliance and single phase paralleling. Apsey said the 5510 has direct and flexible outputs from the module to allow connections to commonly used governors and automatic voltage regulators.
Diesel maker on the rebound; with GM as a 'central banker,' DDA goes on the offensive - Detroit Diesel Allison Div
Diesel maker on the rebound
The order--"No more deviations allowed!' --will go out sometime this year at Detroit Diesel Allison Div. of General Motors Corp. "And we'll make it stick, too,' promises DDA General Manager Ludvik F. Koci.
It will mean, the GM vice president declares, that DDA has "ended forever the sinful waste . . . in having to pay all those engineers and others to redesign something they've already designed.'
That's what has happened in U.S. industry, he continues. "People are often paid twice--the second time to decide what deviation limits will be allowed so that the part keeps moving through the pipeline.'
DDA, he says, has reduced the deviation process drastically and "will entirely eliminate it this year and be doing things right the first time from then on.'
For Mr. Koci (pronounced Ko-see), that will mark a major milestone toward his announced goal of making DDA "one of the top diesel engine producers' in an industry where a dozen or so globe-spanning diesel makers--with combined capacity far above demand--struggle dog-eat-dog to stay, or get, profitable. In that context, he says, DDA--with the "stability of GM as a central banker' behind it--has stirred its competitors in recent months with:
Products: The microprocessor-controlled DDEC (Detroit Diesel Electronic Control) system went into production last September and gave DDA, Mr. Koci claims, a 1-year jump on other big-truck diesel makers. Coming early next year is a new engine, the Series 60, and a new family of transmissions. DDA also is re-entering the diesel/electric generator-set business after 15 years.
A joint venture: Almost overnight, DDA beefs its engine line by adding 13 Deere & Co. 50-hp to 250-hp diesels for on-and off-highway and marine use. Talks proceed with Deere, meanwhile, about going beyond a marketing agreement to merge most engine operations of both into a separate company (see sidebar).
Cost cutting: DDA consolidates engine production by moving parts-machining and 8.2L medium-duty diesel output a dozen miles to its Detroit works from Romulus, MI.
The total program, says Mr. Koci, shoves DDA far ahead of the "go-go' late 1970s when "demand was high and the emphasis was on getting out enough product to meet it. In hindsight, our quality wasn't up then to what the market demands today.'
But "there's a cost of quality--and you've got to pay it,' he adds. "You can't pay too much, though, or your prices are blown too high. So you must keep the cost of quality down.'
DDA's quality cost is "57% of what it was in 1979,' he adds, partly through a 50% drop in warranty claims on heavy-duty engines and a 30% cut in transmission claims.
Scrap costs--for material wasted in engine-making because it can't be used again --are down from $200 per engine in '79 to $125 today, he says. "That's helped us save about $2 million a year on heavy-duty diesels alone.'
This is not to say, Mr. Koci stresses, "that we don't still have quality problems. We do, but fewer all the time.'
And company-union people conflicts are rare today, he adds, compared to back in the mid-1970s "when we had an open house and the (United Auto Workers) union leaders stood outside and told people not to go in.' For the '85 open house, he recalls, "the union took the lead in setting up the program, and everybody--wives, friends, neighbors--attended, about 40,000 all together.'
But that "kind of change just doesn't happen. It takes constant attention from union and company people.'
There's particular enthusiasm at DDA over the Quality Action Program (QAP), a program launched in 1982 from a union-leadership idea that operates through 4-person teams of two company and two union members. "They can shut the line, or whatever, as long as they agree,' Mr. Koci relates. "They only buck it up if they can't agree. And about half the calls they get now are from salaried people.'
The trouble-shooting team concept "isn't foolproof, of course,' the DDA boss says. "Some regard it as a usurpation of authority, but it's a long step ahead of where we were.'
Another idea, having hourly employes handle plant tours--"of which there weren't all that many in the past'--has worked so well that "our only problem now is sorting out the requests.'
And Mr. Koci himself is booked solid for his monthly meetings with 30 hourly and salaried workers, sessions that rotate among DDA plants in Detroit, Moraine, OH, and Indianapolis and Muncie, IN.
The Series 60 engine, being field-tested now and due for customer sale in early '87, will be a "great product,' he asserts, "mainly because of the way we've involved people in development and production.'
The order--"No more deviations allowed!' --will go out sometime this year at Detroit Diesel Allison Div. of General Motors Corp. "And we'll make it stick, too,' promises DDA General Manager Ludvik F. Koci.
It will mean, the GM vice president declares, that DDA has "ended forever the sinful waste . . . in having to pay all those engineers and others to redesign something they've already designed.'
That's what has happened in U.S. industry, he continues. "People are often paid twice--the second time to decide what deviation limits will be allowed so that the part keeps moving through the pipeline.'
DDA, he says, has reduced the deviation process drastically and "will entirely eliminate it this year and be doing things right the first time from then on.'
For Mr. Koci (pronounced Ko-see), that will mark a major milestone toward his announced goal of making DDA "one of the top diesel engine producers' in an industry where a dozen or so globe-spanning diesel makers--with combined capacity far above demand--struggle dog-eat-dog to stay, or get, profitable. In that context, he says, DDA--with the "stability of GM as a central banker' behind it--has stirred its competitors in recent months with:
Products: The microprocessor-controlled DDEC (Detroit Diesel Electronic Control) system went into production last September and gave DDA, Mr. Koci claims, a 1-year jump on other big-truck diesel makers. Coming early next year is a new engine, the Series 60, and a new family of transmissions. DDA also is re-entering the diesel/electric generator-set business after 15 years.
A joint venture: Almost overnight, DDA beefs its engine line by adding 13 Deere & Co. 50-hp to 250-hp diesels for on-and off-highway and marine use. Talks proceed with Deere, meanwhile, about going beyond a marketing agreement to merge most engine operations of both into a separate company (see sidebar).
Cost cutting: DDA consolidates engine production by moving parts-machining and 8.2L medium-duty diesel output a dozen miles to its Detroit works from Romulus, MI.
The total program, says Mr. Koci, shoves DDA far ahead of the "go-go' late 1970s when "demand was high and the emphasis was on getting out enough product to meet it. In hindsight, our quality wasn't up then to what the market demands today.'
But "there's a cost of quality--and you've got to pay it,' he adds. "You can't pay too much, though, or your prices are blown too high. So you must keep the cost of quality down.'
DDA's quality cost is "57% of what it was in 1979,' he adds, partly through a 50% drop in warranty claims on heavy-duty engines and a 30% cut in transmission claims.
Scrap costs--for material wasted in engine-making because it can't be used again --are down from $200 per engine in '79 to $125 today, he says. "That's helped us save about $2 million a year on heavy-duty diesels alone.'
This is not to say, Mr. Koci stresses, "that we don't still have quality problems. We do, but fewer all the time.'
And company-union people conflicts are rare today, he adds, compared to back in the mid-1970s "when we had an open house and the (United Auto Workers) union leaders stood outside and told people not to go in.' For the '85 open house, he recalls, "the union took the lead in setting up the program, and everybody--wives, friends, neighbors--attended, about 40,000 all together.'
But that "kind of change just doesn't happen. It takes constant attention from union and company people.'
There's particular enthusiasm at DDA over the Quality Action Program (QAP), a program launched in 1982 from a union-leadership idea that operates through 4-person teams of two company and two union members. "They can shut the line, or whatever, as long as they agree,' Mr. Koci relates. "They only buck it up if they can't agree. And about half the calls they get now are from salaried people.'
The trouble-shooting team concept "isn't foolproof, of course,' the DDA boss says. "Some regard it as a usurpation of authority, but it's a long step ahead of where we were.'
Another idea, having hourly employes handle plant tours--"of which there weren't all that many in the past'--has worked so well that "our only problem now is sorting out the requests.'
And Mr. Koci himself is booked solid for his monthly meetings with 30 hourly and salaried workers, sessions that rotate among DDA plants in Detroit, Moraine, OH, and Indianapolis and Muncie, IN.
The Series 60 engine, being field-tested now and due for customer sale in early '87, will be a "great product,' he asserts, "mainly because of the way we've involved people in development and production.'
Twin diesels to power "green" switching locomotive
When it comes to locomotives, the Union Pacific Railroad fleet is considered by many to be the "greenest" in the U.S. railroad industry. In the past five years, 35% of Union Pacific's locomotive fleet has been certified under EPA Tier Zero standards (44% less than the average NOx emission rate of locomotives manufactured prior to the implementation of EPA regulations in 2000) or Tier 1 standards (56% less than the average N[O.sub.x] emission rate of locomotives manufactured prior to the implementation of the EPA rules). Additionally, its 3000 to 4400 hp diesel locomotives that pull heavy-tonnage freight trains over long distances between cities emit only one-third as much N[O.sub.x] compared to over-the-road diesel trucks when measured in emissions per-gross-ton-mile. This can be attributed largely to the greater efficiency of steel wheels on steel rails.
In the future, UP's medium- to heavy-duty switching locomotives used in and around rail yards could also produce less emissions as well as consume less fuel. For instance, UP recently ordered a prototype low emissions switch (LES) locomotive being developed by the National Railway Equipment Co., Dixmoor, Ill. The prototype switcher is based on a system architecture proposed by Newage AVK SEG, the electrical machine unit of Cummins Inc. and NRE Electronics, and uses Cummins QSK19 engines developed for construction equipment. The two Cummins inline six-cylinder diesel engines, each with 19 L displacement, will replace the single 1500 hp EMD 12-cylinder 645-series (12-645E) naturally aspirated diesel engine now used in the MP 1500 DC switching locomotive. The locomotive being converted was originally delivered to the former-Southern Pacific Railroad in December 1974.
The two engines each produce a total output of 700 hp, giving the converted switcher locomotive a 1400 hp rating. The engines each produce a massive 1970 lb.ft. peak torque. Peak power for this configuration will be available at 1800 rpm compared to an industry standard 2100 rpm. This results in higher fuel efficiency and reduced noise, the company said. No special modifications from the standard QSK19-C were made for this application.
Like any conventional diesel-electric locomotive, each engine powers a rail specification Newage HC5 generator specifically engineered for this application. These generators power the electric traction motors driving each set of wheels. The converted locomotive will retain its EMD D77 direct current traction motors.
This new switching locomotive is expected to reduce N[O.sub.x] by 70% and particulate matter by approximately 45% from EPA Locomotive Tier 2 levels. Based on the Association of American Railroads (AAR) duty cycle for switching locomotives, it is estimated that as much as a 15% reduction in fuel consumption can be achieved. The LES will offer other advantages with respect to durability and long-term operating costs. The engine will go 30,000 hours between overhaul with an estimated 10-year-plus engine life, according to AAR standards for medium-duty cycle engines. The plug-and-play design for all major components means reduced maintenance downtime.
The LES incorporates advanced electrical equipment, including an ac to dc traction horsepower motor controller/ dc chopper to individually control the amount of power supplied to each traction motor for enhanced adhesion between wheels and track. A low-voltage power supply (LVPS) featuring a 480 Vac to 72 Vdc rectifier/transformer provides up to 10 kW of 72 Vdc electrical power for heating, headlights, ditch lights, and auxiliary lighting, all MU (multiple unit) trail-dine propulsion and operating controls functions and for charging the locomotive's battery.
An auxiliary drive power supply ADPS featuring a 690 Vac to 480 Vac transformer is installed on units equipped with a 690 Vac alternator in order to achieve higher track speeds. This ADPS provides 70 kVA of 480 Vac power for the new air compressor drive and traction motor drive motors plus auxiliary cab accessory power. The NRE Electronics-Microprocessor System (NFORCE) manages and controls all propulsion functions, engine/generator set stop/start functions, alarm and fault logging, operator interface functions and red-time diagnostic monitoring.
Union Pacific and National Railway Equipment are also considering the 12 V over-the-road truck lighting for certain federally mandated lighting requirements onboard the locomotive, such as walkway lights.
Also added is a new Wabco CDC three-cylinder, air-cooled, constant speed (1100 rpm) air compressor driven by a three-phase, 480 Vac electric motor for air braking. The unit features new drilled connecting rods, full flow oil filters and an environmental control kit that prevents crankcase gases from escaping into the atmosphere. There is also a new constant speed traction (2700 rpm) motor blower driven by a three-phase electric motor.
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.
Union Pacific and National Railway Equipment are also considering the 12 V over-the-road truck lighting for certain federally mandated lighting requirements onboard the locomotive, such as walkway lights.
Also added is a new Wabco CDC three-cylinder, air-cooled, constant speed (1100 rpm) air compressor driven by a three-phase, 480 Vac electric motor for air braking. The unit features new drilled connecting rods, full flow oil filters and an environmental control kit that prevents crankcase gases from escaping into the atmosphere. There is also a new constant speed traction (2700 rpm) motor blower driven by a three-phase electric motor.
Saturday, February 24, 2007
Fiat forms Powertrain Group … Manitowoc, Kobelco do another deal … Parker in China JV … CoPar to add EGR production
Fiat has announced the creation of Fiat Powertrain Technologies, a new industrial unit that will integrate all the group's capabilities in engines and transmissions. The new company will combine Fiat Auto Powertrain, Iveco Powertrain, Magneti Marelli Powertrain, Iveco Motoren Forschung and the powertrain research activities of the Fiat Research Center and Elasis.
The Manitowoc Co. and Japan's Kobelco Cranes Co. announced an agreement for Kobelco to manufacture and supply a range of lattice-boom crawler cranes on an OEM basis to Manitowoc for European distribution. A range of Kobelco manufactured cranes under 110 metric tons will be sold in Europe by Manitowoc Crane Group, beginning in the third quarter of 2005.All new models will be branded as Manitowoc cranes, and will be sold and supported by Manitowoc's existing distribution network. Kobelco will continue to sell and support its current complete crawler crane product line under its European distribution system.
This new agreement complements a series of previously announced agreements between the two companies. Under these previous deals, Kobelco supplies certain lattice-boom crawler cranes for distribution in North America under the Manitowoc brand, and Manitowoc supplies certain all-terrain cranes for distribution in Japan under the Kobelco brand.
The Manitowoc Co. and Japan's Kobelco Cranes Co. announced an agreement for Kobelco to manufacture and supply a range of lattice-boom crawler cranes on an OEM basis to Manitowoc for European distribution. A range of Kobelco manufactured cranes under 110 metric tons will be sold in Europe by Manitowoc Crane Group, beginning in the third quarter of 2005.All new models will be branded as Manitowoc cranes, and will be sold and supported by Manitowoc's existing distribution network. Kobelco will continue to sell and support its current complete crawler crane product line under its European distribution system.
This new agreement complements a series of previously announced agreements between the two companies. Under these previous deals, Kobelco supplies certain lattice-boom crawler cranes for distribution in North America under the Manitowoc brand, and Manitowoc supplies certain all-terrain cranes for distribution in Japan under the Kobelco brand.
Power to keep talking: new Kohler trailer gen-sets target telecom cell towers, other long-term backup power applications
In an effort to provide cellular tower operators and others requiring longer term backup power systems with a quiet, reliable alternative, Kohler Power Systems has developed two new trailer-mounted generator sets. The Kohler 40KRC and 60KRC industrial gen-sets were officially unveiled in March at the CTIA Wireless Show in New Orleans, and are the first of a planned family of trailer-mortared gen-sets that will cover a range of 40 to 180 kW.
"We already have orders coming in from some of the leading cellular providers for these units because of the flexibility they provide," said Mark Repp, vice president of marketing for Kohler Power Systems, Kohler, Wis. "What makes them unique is they can be at one location, providing the same amount of back-up power as a permanently installed unit until the utility power source has been restored. Then, within hours, they're disconnected and transported to another location that needs power. It's truly power on demand."
Both of the new units incorporate Deere PowerTech diesel engines that meet the U.S. EPA's Tier 2 emissions standards. The engine packages include Donaldson air cleaners and Young Touchstone radiators. Kohler is one of the largest users of Deere engines for power generation and according to Richard R. Koehl, director, engineering and quality for Kohler Power Systems, the new Tier 2 engines "have a profile that's especially good for towables
The engines drive Kohler's new Fast Response III alternators. Building upon the foundation of the Fast Response alternator that debuted in the late 1970s, the new alternators incorporate a new excitation system that Kohler said is powerful and cost-effective. An auxiliary stator winding that is independent of the main output winding and dedicated solely for field excitation, is key to the new alternator technology, Kohler said. It results in a significant power boost to the field and provides strong recovery during load transients or 250% sustained short-circuit current support for 10 seconds to clear downstream circuit breakers, according to the company.
The Fast Response III alternator also features an eight-position terminal block with links for simple voltage reconnection. Load leads may be lugged and bolted directly to the terminal block, eliminating the need for spliced cable connections and providing a much quicker power connection method, Kohler said.
A new and improved voltage regulator with +0.25% average regulation is standard on the new alternator. The encapsulated regulator has over-excitation shutdown, standard VAR/pf control capability, an optional droop kit for paralleling, and onboard diagnostic LEDs. The voltage regulator meets IEC standards for EMI fast transient and surge immunity, and has passed rigorous vibration and harsh environment tests.
Both the 40KRC and 60KRC gen-sets feature a threeway voltage selector switch for operation at 277/480 V three-phase, 120/208 V three-phase or 120/240 V single-phase. A voltage selection switch allows for easy and rapid change depending on specific site requirements, the company said. The units come standard with readily accessible and safe main output lugs for quick connection in the field.
Kohler has also gone to great efforts to reduce noise emissions in the new gen-sets. Most significantly, the Nelson critical grade silencer is positioned within the enclosure rather than externally. "Some of the other things you'll see" said Koehl, "is that we totally insulated everything including the exhaust chamber to reduce rattle, as well as gasketed all doors.
"We already have orders coming in from some of the leading cellular providers for these units because of the flexibility they provide," said Mark Repp, vice president of marketing for Kohler Power Systems, Kohler, Wis. "What makes them unique is they can be at one location, providing the same amount of back-up power as a permanently installed unit until the utility power source has been restored. Then, within hours, they're disconnected and transported to another location that needs power. It's truly power on demand."
Both of the new units incorporate Deere PowerTech diesel engines that meet the U.S. EPA's Tier 2 emissions standards. The engine packages include Donaldson air cleaners and Young Touchstone radiators. Kohler is one of the largest users of Deere engines for power generation and according to Richard R. Koehl, director, engineering and quality for Kohler Power Systems, the new Tier 2 engines "have a profile that's especially good for towables
The engines drive Kohler's new Fast Response III alternators. Building upon the foundation of the Fast Response alternator that debuted in the late 1970s, the new alternators incorporate a new excitation system that Kohler said is powerful and cost-effective. An auxiliary stator winding that is independent of the main output winding and dedicated solely for field excitation, is key to the new alternator technology, Kohler said. It results in a significant power boost to the field and provides strong recovery during load transients or 250% sustained short-circuit current support for 10 seconds to clear downstream circuit breakers, according to the company.
The Fast Response III alternator also features an eight-position terminal block with links for simple voltage reconnection. Load leads may be lugged and bolted directly to the terminal block, eliminating the need for spliced cable connections and providing a much quicker power connection method, Kohler said.
A new and improved voltage regulator with +0.25% average regulation is standard on the new alternator. The encapsulated regulator has over-excitation shutdown, standard VAR/pf control capability, an optional droop kit for paralleling, and onboard diagnostic LEDs. The voltage regulator meets IEC standards for EMI fast transient and surge immunity, and has passed rigorous vibration and harsh environment tests.
Both the 40KRC and 60KRC gen-sets feature a threeway voltage selector switch for operation at 277/480 V three-phase, 120/208 V three-phase or 120/240 V single-phase. A voltage selection switch allows for easy and rapid change depending on specific site requirements, the company said. The units come standard with readily accessible and safe main output lugs for quick connection in the field.
Kohler has also gone to great efforts to reduce noise emissions in the new gen-sets. Most significantly, the Nelson critical grade silencer is positioned within the enclosure rather than externally. "Some of the other things you'll see" said Koehl, "is that we totally insulated everything including the exhaust chamber to reduce rattle, as well as gasketed all doors.
Innovations for C[O.sub.2] reduction
Engine downsizing has become a primary concern in Europe as the commitment made by the ACEA, the European automobile manufacturers association, to reduce average carbon dioxide emissions to 140 gm/km for passenger cars sold in Europe by 2008 looms ever closer. Initial reductions in European C[O.sub.2] levels were largely achieved by the increasing popularity of diesel engines, and while the diesel market share is still growing in Europe, it is likely to peak soon, if for no other reason than that the oil refineries will not be able to cope with the demand. So the onus is going to come back to the gasoline engine. "I am very sure that over the next years we will see further development in gasoline engines," says Prof. Wilfried Bockelmann, main board director at Volkswagen. "We already have direct-injection FSI engines and there will be more. The diesel has made a big leap forward with direct injection, special turbochargers with variable nozzles and so on, and I am very sure the petrol engine will follow over the next few years."
An option being seriously considered by most vehicle manufacturers is downsizing the engine as that offers significant advantages with respect to fuel consumption and emissions. The downside is that the torque produced by a small engine is markedly less than that of a large one, and while the end consumer might accept a reduced displacement, he still demands the same driving performance and comfort of a large-displacement engine. It is trying to address this conundrum that a variety of solutions are currently being offered. Turbochargers--which have been principally absent from European gasoline engines for the last decade--are one of them. In fact, they are now set to make a spectacular return, not due to consumer demand this time, but as a weapon by the automakers to meet emissions regulations. BorgWarner Turbo Systems is in the vanguard of this movement and has developed the eBooster, a new charging system that makes small-displacement engines without turbo lag possible. The system is based on the use of a flow compressor driven by an electric motor which has been designed to be placed either before or after the standard turbocharger. Due to its electric drive, it is completely independent from the turbocharger and the thermal energy of the exhaust gasses.
In contrast to an electrically assisted turbocharger, the system works in two stages, with two flow machines connected in series so that the pressure ratios of both charging devices are then multiplied. The main advantage of this over single-stage units is that two different sized compressors can be connected in series so that an optimized map is available for each flow-rate range. This results in an increase in the intermediate pressure curve regardless of how much exhaust gas is available. One drawback, though, is that it was developed with a 42-volt architecture in mind, which at the outset of the program looked to be imminent. Events, though, have shown otherwise so BorgWarner is now developing it to be compatible with a 12-volt solution, meaning that it is unlikely to enter the market until 2008 or 2009.
This problem does not afflict another innovative solution that has been presented by Integral Powertrain, an independent consultancy based in the UK that provides powertrain engineering services, and DriveTec, another UK company that has been established to develop and exploit a portfolio of power transmission technologies. Their answer is SuperGen, a variable-speed electrically controlled supercharger design that takes most of its power from a physical link to the vehicle's engine. "Turbochargers, which get their power from the flowing exhaust gases, are a thermodynamically efficient boosting system," says Luke Barker, technical director at Integral Powertrain, "but under some conditions they suffer from lag as the exhaust flow builds to the point where effective boost can be delivered. As specific outputs increase, this effect is magnified, limiting the downsizing and C[O.sub.2] reduction potential from conventional turbocharging. Vehicle manufacturers commonly adapt 'shorter' ratios in the lower gears to mitigate this effect, but this has the opposite effect to downsizing on C[O.sub.2] emissions performance. In order to get its full benefit, performance and drive feel must encourage the driver to operate in the same speed range as a much larger engine."
Some manufacturers, says Barker, have tried to solve the driveability problem by adopting positive displacement superchargers, which are mechanically linked to the engine's crankshaft. These have lower compressor efficiency than turbochargers, are inherently noisy, and cause significant parasitic losses when boost is not required, harming fuel economy and C[O.sub.2] emissions. Complex and bulky clutches, by-pass valves and noise attenuation systems are required to alleviate these problems.
An option being seriously considered by most vehicle manufacturers is downsizing the engine as that offers significant advantages with respect to fuel consumption and emissions. The downside is that the torque produced by a small engine is markedly less than that of a large one, and while the end consumer might accept a reduced displacement, he still demands the same driving performance and comfort of a large-displacement engine. It is trying to address this conundrum that a variety of solutions are currently being offered. Turbochargers--which have been principally absent from European gasoline engines for the last decade--are one of them. In fact, they are now set to make a spectacular return, not due to consumer demand this time, but as a weapon by the automakers to meet emissions regulations. BorgWarner Turbo Systems is in the vanguard of this movement and has developed the eBooster, a new charging system that makes small-displacement engines without turbo lag possible. The system is based on the use of a flow compressor driven by an electric motor which has been designed to be placed either before or after the standard turbocharger. Due to its electric drive, it is completely independent from the turbocharger and the thermal energy of the exhaust gasses.
In contrast to an electrically assisted turbocharger, the system works in two stages, with two flow machines connected in series so that the pressure ratios of both charging devices are then multiplied. The main advantage of this over single-stage units is that two different sized compressors can be connected in series so that an optimized map is available for each flow-rate range. This results in an increase in the intermediate pressure curve regardless of how much exhaust gas is available. One drawback, though, is that it was developed with a 42-volt architecture in mind, which at the outset of the program looked to be imminent. Events, though, have shown otherwise so BorgWarner is now developing it to be compatible with a 12-volt solution, meaning that it is unlikely to enter the market until 2008 or 2009.
This problem does not afflict another innovative solution that has been presented by Integral Powertrain, an independent consultancy based in the UK that provides powertrain engineering services, and DriveTec, another UK company that has been established to develop and exploit a portfolio of power transmission technologies. Their answer is SuperGen, a variable-speed electrically controlled supercharger design that takes most of its power from a physical link to the vehicle's engine. "Turbochargers, which get their power from the flowing exhaust gases, are a thermodynamically efficient boosting system," says Luke Barker, technical director at Integral Powertrain, "but under some conditions they suffer from lag as the exhaust flow builds to the point where effective boost can be delivered. As specific outputs increase, this effect is magnified, limiting the downsizing and C[O.sub.2] reduction potential from conventional turbocharging. Vehicle manufacturers commonly adapt 'shorter' ratios in the lower gears to mitigate this effect, but this has the opposite effect to downsizing on C[O.sub.2] emissions performance. In order to get its full benefit, performance and drive feel must encourage the driver to operate in the same speed range as a much larger engine."
Some manufacturers, says Barker, have tried to solve the driveability problem by adopting positive displacement superchargers, which are mechanically linked to the engine's crankshaft. These have lower compressor efficiency than turbochargers, are inherently noisy, and cause significant parasitic losses when boost is not required, harming fuel economy and C[O.sub.2] emissions. Complex and bulky clutches, by-pass valves and noise attenuation systems are required to alleviate these problems.
Working outside the box: Robinson Custom Enclosures pushes the boundaries in development and fabrication of machine enclosures
It's very easy for even the most successful companies to become pigeonholed, associated in people's minds as specializing in just one small area. For example, when considering Robinson Custom Enclosures, what no doubt comes to mind for a lot of people is the image of a company that focuses on enclosures for smaller generator set packages, primarily in the Midwest.
That's accurate as far as it goes. Yet in reality, that image of Robinson misses the full range of capabilities the De Pete, Wis., company can bring to the table by a wide mile. Robinson can supply highly engineered enclosures for packages in excess of 2 MW and can build and outfit trailers and containers of all sizes--and not just for power generation systems, as demonstrated by a specialized enclosure designed for a global manufacturer of railway maintenance equipment.
"Before I got here in 2001, they really didn't have anyone in sales," said David Oshefsky, national sales manager at Robinson. "They had sold everything through word of mouth and reputation
That's accurate as far as it goes. Yet in reality, that image of Robinson misses the full range of capabilities the De Pete, Wis., company can bring to the table by a wide mile. Robinson can supply highly engineered enclosures for packages in excess of 2 MW and can build and outfit trailers and containers of all sizes--and not just for power generation systems, as demonstrated by a specialized enclosure designed for a global manufacturer of railway maintenance equipment.
"Before I got here in 2001, they really didn't have anyone in sales," said David Oshefsky, national sales manager at Robinson. "They had sold everything through word of mouth and reputation
Is the Coast Guard's future green?
In an effort by the Coast Guard to address the problem of unabated fossil fuel consumption and harmful emissions, a team of Coast Guard cadets are working on the second phase of a project studying the feasibility of Coast Guard vessels operating on biodiesel fuel.
A 41-foot utility boat, nicknamed "soy boat," has been outfitted with twin engines fed by separate fuel tanks that cadets will use to run a side-by-side comparison of biodiesel to regular diesel. One of the engines will run on a B20 blend of biodiesel fuel--consisting of 20 percent soy oil to 80 percent traditional diesel. Researchers have found that soy-based oil, a renewable resource, generally behaves better in cold weather when compared to most other forms of biodiesel fuels and is therefore the preferred choice of a non-petroleum-based product for all-weather use.
For five mechanical engineering majors--First Class Cadets Rebecca Lenberg, Richard Szoka, Ryan Hawn, Michael Adams, and Steven Van Derlaske--being selected to pursue this senior capstone project is a chance to be part of cutting-edge, emerging technologies
This is probably the first full-scale study of biodiesel in a marine environment," said Dr. John Bausch, a mechanical engineering professor and principal advisor for the cadets' biodiesel project.
Down in a lab at MacAllister Hall, home of the Academy's Engineering department, are eight marked glass jars. Cadet Szoka says each jar will contain a biodiesel sample that will be observed.
The cadets' project is a collaboration between the Coast Guard Office of Naval engineering environmental division, Coast Guard Academy mechanical engineering section and the Coast Guard Academy waterfront division, who are all actively participating in evaluating biodiesel as a viable fuel source for the Coast Guard.
"We're looking forward to working with cadets in this cutting--edge project," said BM2 Michael McLeod. "We've got the oldest 41-foot boat in the fleet and it's pretty exciting to use this as the prototype."
Last year, during the first phase of the project, cadets at the Academy began the process to determine if biodiesel could be an alternative fuel source by using an old generator from a decommissioned 82-foot patrol boat. They ran load and performance tests on the fuel and brought the Coast Guard up to speed on various aspects of the fuel.
This year, cadets are moving into the second of three phases of the biodiesel project.
An important aspect of phase two is the experimental test plan that will include autonomous monitoring of such things as fuel pressure, fuel filter differential, horsepower, and engine rpms. To collect this information, a data system and sensors will be installed on board the soy boat.
The third and final phase will include a limited and controlled use of biodiesel by select Coast Guard working units.
The Coast Guard bagen exploring the viability of biodiesel as an alternative fuel source in 2000. An indepth "paper study" conducted by the Coast Guard Engineering Logistics Center was presented by environmental engineer Hari Bindal. The paper confirmed that, with further research and testing, biodiesel might be a suitable alternative fuel for the Coast Guard fleet.
Cadets became involved soon after that study. Cadet Michael Adams immediately was attracted to the project for a variety of reasons.
"Other [senior capstone] projects were not quite as concrete, and the ball was already rolling here," Adams said. "Funds were set aside, there was interest from the chain of command, and we had a test platform."
"Now that the project's underway, I've learned more about the real need for alternative fuel sources," said Adams. "It would be awesome to help lead the Coast Guard through uncharted waters, and perhaps even be the first of our government's agencies to make a real step at 'turning green'."
A 41-foot utility boat, nicknamed "soy boat," has been outfitted with twin engines fed by separate fuel tanks that cadets will use to run a side-by-side comparison of biodiesel to regular diesel. One of the engines will run on a B20 blend of biodiesel fuel--consisting of 20 percent soy oil to 80 percent traditional diesel. Researchers have found that soy-based oil, a renewable resource, generally behaves better in cold weather when compared to most other forms of biodiesel fuels and is therefore the preferred choice of a non-petroleum-based product for all-weather use.
For five mechanical engineering majors--First Class Cadets Rebecca Lenberg, Richard Szoka, Ryan Hawn, Michael Adams, and Steven Van Derlaske--being selected to pursue this senior capstone project is a chance to be part of cutting-edge, emerging technologies
This is probably the first full-scale study of biodiesel in a marine environment," said Dr. John Bausch, a mechanical engineering professor and principal advisor for the cadets' biodiesel project.
Down in a lab at MacAllister Hall, home of the Academy's Engineering department, are eight marked glass jars. Cadet Szoka says each jar will contain a biodiesel sample that will be observed.
The cadets' project is a collaboration between the Coast Guard Office of Naval engineering environmental division, Coast Guard Academy mechanical engineering section and the Coast Guard Academy waterfront division, who are all actively participating in evaluating biodiesel as a viable fuel source for the Coast Guard.
"We're looking forward to working with cadets in this cutting--edge project," said BM2 Michael McLeod. "We've got the oldest 41-foot boat in the fleet and it's pretty exciting to use this as the prototype."
Last year, during the first phase of the project, cadets at the Academy began the process to determine if biodiesel could be an alternative fuel source by using an old generator from a decommissioned 82-foot patrol boat. They ran load and performance tests on the fuel and brought the Coast Guard up to speed on various aspects of the fuel.
This year, cadets are moving into the second of three phases of the biodiesel project.
An important aspect of phase two is the experimental test plan that will include autonomous monitoring of such things as fuel pressure, fuel filter differential, horsepower, and engine rpms. To collect this information, a data system and sensors will be installed on board the soy boat.
The third and final phase will include a limited and controlled use of biodiesel by select Coast Guard working units.
The Coast Guard bagen exploring the viability of biodiesel as an alternative fuel source in 2000. An indepth "paper study" conducted by the Coast Guard Engineering Logistics Center was presented by environmental engineer Hari Bindal. The paper confirmed that, with further research and testing, biodiesel might be a suitable alternative fuel for the Coast Guard fleet.
Cadets became involved soon after that study. Cadet Michael Adams immediately was attracted to the project for a variety of reasons.
"Other [senior capstone] projects were not quite as concrete, and the ball was already rolling here," Adams said. "Funds were set aside, there was interest from the chain of command, and we had a test platform."
"Now that the project's underway, I've learned more about the real need for alternative fuel sources," said Adams. "It would be awesome to help lead the Coast Guard through uncharted waters, and perhaps even be the first of our government's agencies to make a real step at 'turning green'."
Tuesday, February 20, 2007
Perkins adds to ElectropaK range
Perkins has expanded its power generation lineup with the introduction of the 1106D-E66TAG ElectropaK range at the Power Gen show this month in Las Vegas, Nev. The family of three, 6.6 L, turbocharged, air-to-air cooled engines has been developed to provide prime and standby power with special emphasis placed on improved power density and meeting key market nodes.
The new 1106D-E66TAG ElectropaK range offers outputs from 108 kW at 1500 rpm to 175 kW at 1800 rpm for both 50 Hz and 60 Hz markets.
Built around the Tier 3/Stage 3a compliant 1106D engine, the 1106D-E66TAG ElectropaK range utilizes components of Caterpillar's ACERT technology. Perkins said fuel tolerance has been increased since kerosene, jet aviation fuel and 5% biofuel (RME) can power the units, with further options available depending on local application needs.
The most powerful model--the 1106D-E66TAG4--has a typical generator output of 144 kW and 160 kW for prime and standby operation respectively at 1500 rpm, while at 1800 rpm the unit delivers 160 kW for prime power applications and 175 kW for standby
In the middle of the range, the 1106D-E66TAG3 produces 120 kW for prime applications and 132 kW for standby at 1500 rpm, while at 1800 rpm it puts out 135 kW in prime mode and 150 kW in standby. The third model, the 1106D-E66TAG2, produces 108 kW for prime power applications and 120 kW at standby when at 1500 rpm. At 1800 rpm, the set delivers 125 kW at prime and 140 kW for standby applications
The new 1106D-E66TAG ElectropaK range offers outputs from 108 kW at 1500 rpm to 175 kW at 1800 rpm for both 50 Hz and 60 Hz markets.
Built around the Tier 3/Stage 3a compliant 1106D engine, the 1106D-E66TAG ElectropaK range utilizes components of Caterpillar's ACERT technology. Perkins said fuel tolerance has been increased since kerosene, jet aviation fuel and 5% biofuel (RME) can power the units, with further options available depending on local application needs.
The most powerful model--the 1106D-E66TAG4--has a typical generator output of 144 kW and 160 kW for prime and standby operation respectively at 1500 rpm, while at 1800 rpm the unit delivers 160 kW for prime power applications and 175 kW for standby
In the middle of the range, the 1106D-E66TAG3 produces 120 kW for prime applications and 132 kW for standby at 1500 rpm, while at 1800 rpm it puts out 135 kW in prime mode and 150 kW in standby. The third model, the 1106D-E66TAG2, produces 108 kW for prime power applications and 120 kW at standby when at 1500 rpm. At 1800 rpm, the set delivers 125 kW at prime and 140 kW for standby applications
Hybrid Electric Bus
The Instrument Design Development Centre of the Indian Institute of Technology, Delhi, has developed a bus with no noise and no vehicular emission. The all-electric and hybrid-assist vehicle project was conceptualized and backed by the Union ministry of petroleum and natural gas through the oil Industry Development Board. The project is a step towards developing indigenous technology that can reduce dependence on petroleum for public transport.
The IIDC team led by project chief Prof. R. Arockiasamy of Eco-friendly Transportation Group, at UT Delhi, has developed an electric vehicle which is free of vibration, noise, heat and pollution. The team has developed two versions of the EV: all-electric and hybrid-assist bus, which has a top speed of 60km per hour.
The EV uses energy stored on board in batteries and is called 'Battery Electric Vehicle.' The vehicle has zero tail pipe exhaust emission and is popularly called 'Zero Emission Vehicle.' In addition to the battery source, energy is supplied from another source such as engine generator turbine and fuel cells. This vehicle is termed as Hybrid EV. The cost of running a Hybrid EV is just Rs2 per km
Tata Motors donated the electric test vehicle 'Bus' comprising a specially designed electric motor manufactured by Crompton Greaves. The manufacture of a similar zero emission bus on the same line will cost about Rs 21 lakh compared to Rs 19 lakh for a compressed natural gas (CNG) driven bus.
According to Arockiasamy, a 'Mid' vehicle that is best suited to operate in these conditions can clock a distance of 70km to 100km in a day in one charge. If the vehicle is charged on a daily basis, it can run for at least 250 km. The Hybrid EV is equipped with battery plus onboard charge system, which can be recharged through CNG, diesel or IPG. It can thus be operated throughout the day. Moreover, the bus has a lifespan of 20-25 years. The minimum lifespan of a battery is about four to five years depending on the usage. The most important aspect is that fuel saved on the Hybrid EV is at least 30% compared to a conventional vehicle.
The IIDC team led by project chief Prof. R. Arockiasamy of Eco-friendly Transportation Group, at UT Delhi, has developed an electric vehicle which is free of vibration, noise, heat and pollution. The team has developed two versions of the EV: all-electric and hybrid-assist bus, which has a top speed of 60km per hour.
The EV uses energy stored on board in batteries and is called 'Battery Electric Vehicle.' The vehicle has zero tail pipe exhaust emission and is popularly called 'Zero Emission Vehicle.' In addition to the battery source, energy is supplied from another source such as engine generator turbine and fuel cells. This vehicle is termed as Hybrid EV. The cost of running a Hybrid EV is just Rs2 per km
Tata Motors donated the electric test vehicle 'Bus' comprising a specially designed electric motor manufactured by Crompton Greaves. The manufacture of a similar zero emission bus on the same line will cost about Rs 21 lakh compared to Rs 19 lakh for a compressed natural gas (CNG) driven bus.
According to Arockiasamy, a 'Mid' vehicle that is best suited to operate in these conditions can clock a distance of 70km to 100km in a day in one charge. If the vehicle is charged on a daily basis, it can run for at least 250 km. The Hybrid EV is equipped with battery plus onboard charge system, which can be recharged through CNG, diesel or IPG. It can thus be operated throughout the day. Moreover, the bus has a lifespan of 20-25 years. The minimum lifespan of a battery is about four to five years depending on the usage. The most important aspect is that fuel saved on the Hybrid EV is at least 30% compared to a conventional vehicle.
Re-gauging offers a cost-effective fleet upgrade: metre-gauge railways in Brazil are adopting an innovative approach to providing new heavy-haul tract
A PROBLEM faced by narrow-gauge (1000mm to 1067mm) railways in developing countries is the high cost of new locomotives. New, modern and efficient locomotives are available from manufacturers, but the problem such railways face is funding them.
Brazil's mining giant CVRD, the world's largest iron-ore producer, may have found a cost-effective solution to this problem. The method used by CVRD results in a practically-new metre-gauge 2.23MW or 2.68MW locomotive for about $US 1 million, which is much lower than the cost of a new locomotive of similar power.
Brazilian railways have been buying used locomotives in the United States both to replace older power and as a means of increasing capacity. Three metre-gauge railways--Vitoria a Minas Railway (EFVM), Central Atlantic Railway (FCA), and Latin American Logistics (ALL)--have bought used standard-gauge locomotives as a lower cost option than buying new power. Their approaches to converting them to the smaller gauge are completely different, however.
Until recently there were a lot of GE-built C30-7s and C36-7s for sale in the United States as the US Class 1 railways bought new locomotives, but they found few buyers for their used power. Even with the recent increase in prices of used motive power, it is still good business to buy and upgrade locomotives
All broad-gauge (1600mm) railways in Brazil bought some of these as a means of getting new power on the cheap--new in the sense that they were newer than almost anything they had at privatisation in 1996-98. In some cases clearances had to be increased to handle the traffic, as on the Rio de Janeiro-Belo Horizonte line, but on other lines this was not possible so locomotives had to be transferred from other lines. On most lines the newer power was readily accepted after modifying the bogies.
However, about 83% of Brazil's railway network is metre-gauge and given the size and weight of the standard-gauge US locomotives these fines could not be readily adapted, the weight and size of the locomotives proving too much for the infrastructure.
CVRD owns two major metre-gauge railways, iron-ore hauling EFVM, whose main line carries over 120 million tonnes yearly, and grain and limestone hauler FCA, which has considerably less traffic. In simple terms, this means that while EFVM can afford new locomotives, FCA cannot. In recent years, CVRD has had a huge increase in traffic due to the growth of Brazil's exports of iron-ore and soya, as well as the efforts of a more proactive management.
To handle this additional traffic, CVRD bought a significant fleet of used locomotives from the United States (see table).
All the B36-7 locomotives have had their underframes extended 1200mm at each end and were fitted with smaller wheels and smaller fuel tanks. Their total weight was increased to 160 tonnes, and their two two-axle bogies replaced with four two-axle equivalents. All C36-7s have had their chassis extended 0.90m at each end and were also given smaller wheels and smaller fuel tanks. Their total weight was decreased to 160 tonnes to meet axleload limits, and their two three-axle bogies also replaced with four two-axle bogies. This meant that after rebuilding, all these locomotives have an axleload of 20 tonnes, and all ride on four two-axle bogies. They were given a fight overhaul before entering service with CVRD.
The smaller wheels lower the height of the locomotives, which are rather big for the loading gauge on metre-gauge lines. By reducing fuel capacity, engineers were able to place the extra bogies beneath the underframe without having to lengthen it excessively. The GM-built locomotives were given similar treatment.
Two locomotives have been further upgraded and computerised, but they are still having teething problems that the railway is trying to solve. Further conversions into BB36-7MP are dependent on finding a solution to these problems.
Another problem CVRD had was with the traction motors. The original motors would not fit the confines of the narrow-gauge bogies, so the railway replaced those on the SDs with GM-designed D31 0.33MW motors built in Brazil by Manser and MGE. On the GE locomotives, CVRD replaced the motors with GE's 761ANR5 0.37MW motors made in Brazil by Gevisa, Manser, and MGE.
This approach avoids the need to absorb the energy generated by the diesel generators by taking a spare locomotive and sending the traction supply directly to its traction motors (known as a 'slug' in the United States and Brazil). GE GTA24 traction alternators had to be installed in all locomotives that were also fitted with electronic braking and Locotrol, the latter to allow distributed power operation
Brazil's mining giant CVRD, the world's largest iron-ore producer, may have found a cost-effective solution to this problem. The method used by CVRD results in a practically-new metre-gauge 2.23MW or 2.68MW locomotive for about $US 1 million, which is much lower than the cost of a new locomotive of similar power.
Brazilian railways have been buying used locomotives in the United States both to replace older power and as a means of increasing capacity. Three metre-gauge railways--Vitoria a Minas Railway (EFVM), Central Atlantic Railway (FCA), and Latin American Logistics (ALL)--have bought used standard-gauge locomotives as a lower cost option than buying new power. Their approaches to converting them to the smaller gauge are completely different, however.
Until recently there were a lot of GE-built C30-7s and C36-7s for sale in the United States as the US Class 1 railways bought new locomotives, but they found few buyers for their used power. Even with the recent increase in prices of used motive power, it is still good business to buy and upgrade locomotives
All broad-gauge (1600mm) railways in Brazil bought some of these as a means of getting new power on the cheap--new in the sense that they were newer than almost anything they had at privatisation in 1996-98. In some cases clearances had to be increased to handle the traffic, as on the Rio de Janeiro-Belo Horizonte line, but on other lines this was not possible so locomotives had to be transferred from other lines. On most lines the newer power was readily accepted after modifying the bogies.
However, about 83% of Brazil's railway network is metre-gauge and given the size and weight of the standard-gauge US locomotives these fines could not be readily adapted, the weight and size of the locomotives proving too much for the infrastructure.
CVRD owns two major metre-gauge railways, iron-ore hauling EFVM, whose main line carries over 120 million tonnes yearly, and grain and limestone hauler FCA, which has considerably less traffic. In simple terms, this means that while EFVM can afford new locomotives, FCA cannot. In recent years, CVRD has had a huge increase in traffic due to the growth of Brazil's exports of iron-ore and soya, as well as the efforts of a more proactive management.
To handle this additional traffic, CVRD bought a significant fleet of used locomotives from the United States (see table).
All the B36-7 locomotives have had their underframes extended 1200mm at each end and were fitted with smaller wheels and smaller fuel tanks. Their total weight was increased to 160 tonnes, and their two two-axle bogies replaced with four two-axle equivalents. All C36-7s have had their chassis extended 0.90m at each end and were also given smaller wheels and smaller fuel tanks. Their total weight was decreased to 160 tonnes to meet axleload limits, and their two three-axle bogies also replaced with four two-axle bogies. This meant that after rebuilding, all these locomotives have an axleload of 20 tonnes, and all ride on four two-axle bogies. They were given a fight overhaul before entering service with CVRD.
The smaller wheels lower the height of the locomotives, which are rather big for the loading gauge on metre-gauge lines. By reducing fuel capacity, engineers were able to place the extra bogies beneath the underframe without having to lengthen it excessively. The GM-built locomotives were given similar treatment.
Two locomotives have been further upgraded and computerised, but they are still having teething problems that the railway is trying to solve. Further conversions into BB36-7MP are dependent on finding a solution to these problems.
Another problem CVRD had was with the traction motors. The original motors would not fit the confines of the narrow-gauge bogies, so the railway replaced those on the SDs with GM-designed D31 0.33MW motors built in Brazil by Manser and MGE. On the GE locomotives, CVRD replaced the motors with GE's 761ANR5 0.37MW motors made in Brazil by Gevisa, Manser, and MGE.
This approach avoids the need to absorb the energy generated by the diesel generators by taking a spare locomotive and sending the traction supply directly to its traction motors (known as a 'slug' in the United States and Brazil). GE GTA24 traction alternators had to be installed in all locomotives that were also fitted with electronic braking and Locotrol, the latter to allow distributed power operation
34th Annual Car & Locomotive Repair Directory
The following pages of the 34th Annual Car & Locomotive Repair Directory contain information about companies providing contract car, locomotive, and component repair services to the railroad industry. Companies advertising in this Directory (page numbers with prefix G) are in boldface.
THE DIRECTORY IS DIVIDED INTO FOUR SECTIONS:
Section I
Main offices listed alphabetically (p. G2)
Section II
Car shops listed geographically, including a breakdown of services rendered (p. 622). Please refer to the key (fight).
Section III
Locomotive services listed geographically, including a breakdown of services rendered (p. G30). Please refer to the key (far right)
THE DIRECTORY IS DIVIDED INTO FOUR SECTIONS:
Section I
Main offices listed alphabetically (p. G2)
Section II
Car shops listed geographically, including a breakdown of services rendered (p. 622). Please refer to the key (fight).
Section III
Locomotive services listed geographically, including a breakdown of services rendered (p. G30). Please refer to the key (far right)
La Marche charges ahead with more new products
Continuing the updating and expansion of its range of battery chargers and power conversions components, La Marche Manufacturing, Des Plaines, Ill., has developed several new products targeting power generation applications. The A18JA battery charger is designed to be mounted in engine generator set compartments and provides complete engine starting battery charging. The E12 battery charger/power supply/ battery eliminator is engineered for switchgear, communications and process control applications. The A97W Switchmode rectifier/battery charger is now available in a portable version, designed for maintenance applications.
These developments are part of an ongoing effort by La Marche to update and upgrade its product line. Over the last year, the company has unveiled a range of new products, including new battery charger/rectifiers, new dc to dc converter systems and live circuit battery testers, nearly all of which directly target utility, telecom and other power generation applications.
The A18JA charger is a silicon diode full wave rectifier charger designed for continuous operation on unloaded engine starting batteries, typically in applications where a small capacity battery charger is required to maintain and recharge a single battery system. Its operation is automatic--there are no external controls or adjustments to be made once the battery is permanently connected, the company said--and a dc cranking disconnect relay instantly disconnects the charger during engine cranking cycles.
The A18JA charger is also protected by an ac input fuse and dc output auto reset breaker. Input voltage is 120 Vac, single-phase at 50/60 Hz, with available dc outputs of 3 or 6 amps, 12 or 24 Vdc. It is housed in a NEMA 1 enclosure with a baked enamel paint finish and is warranted for a full year.
The E12 Mag-Amp charger is designed to have all of the functionality of La Marche's A12B Mag-Amp chargers in a more cost-effective package. It has +/- 1% regulation and continuous current limit, factory set at 105% of the dc output current. The E12 may also be used as a battery eliminator featuring 30 mV RMS filtering with or without a battery, the company said.
The E12 charger is available with dc output voltages of 24, 48 or 130 Vdc with dc currents for 3 to 35 amps and ac input voltages of 120, 208 or 240 Vac, single phase. A standard E12 charger is equipped with input and output fuses along with indicator lights, a toggle switch and adjustments for float and equalize.
Available optional accessories of the E12 include ac/dc circuit breakers along with a full-featured Digital Alarm Accessory Package.
The E12 charger can be wall, floor or rack mounted depending on the configuration and options, and each unit carries a five-year limited warranty.
Last year, La Marche introduced A96/A97 utility rectifiers/battery chargers, which also function as a power supply/battery charger. To meet demand, the company said it has enhanced the product line by offering it in a portable, wheel-mounted configuration, along with the standard wall-, floor- or rack-mounted models.
These developments are part of an ongoing effort by La Marche to update and upgrade its product line. Over the last year, the company has unveiled a range of new products, including new battery charger/rectifiers, new dc to dc converter systems and live circuit battery testers, nearly all of which directly target utility, telecom and other power generation applications.
The A18JA charger is a silicon diode full wave rectifier charger designed for continuous operation on unloaded engine starting batteries, typically in applications where a small capacity battery charger is required to maintain and recharge a single battery system. Its operation is automatic--there are no external controls or adjustments to be made once the battery is permanently connected, the company said--and a dc cranking disconnect relay instantly disconnects the charger during engine cranking cycles.
The A18JA charger is also protected by an ac input fuse and dc output auto reset breaker. Input voltage is 120 Vac, single-phase at 50/60 Hz, with available dc outputs of 3 or 6 amps, 12 or 24 Vdc. It is housed in a NEMA 1 enclosure with a baked enamel paint finish and is warranted for a full year.
The E12 Mag-Amp charger is designed to have all of the functionality of La Marche's A12B Mag-Amp chargers in a more cost-effective package. It has +/- 1% regulation and continuous current limit, factory set at 105% of the dc output current. The E12 may also be used as a battery eliminator featuring 30 mV RMS filtering with or without a battery, the company said.
The E12 charger is available with dc output voltages of 24, 48 or 130 Vdc with dc currents for 3 to 35 amps and ac input voltages of 120, 208 or 240 Vac, single phase. A standard E12 charger is equipped with input and output fuses along with indicator lights, a toggle switch and adjustments for float and equalize.
Available optional accessories of the E12 include ac/dc circuit breakers along with a full-featured Digital Alarm Accessory Package.
The E12 charger can be wall, floor or rack mounted depending on the configuration and options, and each unit carries a five-year limited warranty.
Last year, La Marche introduced A96/A97 utility rectifiers/battery chargers, which also function as a power supply/battery charger. To meet demand, the company said it has enhanced the product line by offering it in a portable, wheel-mounted configuration, along with the standard wall-, floor- or rack-mounted models.
Coordinated effort: firm's new data center and headquarters network benefits from suppliers' involvement and assistance
When GMAC Insurance accelerated its St. Louis, Mo., headquarters move from May 2005 to October 2004, network communications manager Wayne Goede found himself in a race against the clock. His challenge: to design and build a new network infrastructure and data center in record time. To complicate matters further, he needed to downsize the data center from 6,000 square feet to 3,700 square feet to provide more space for 1,100 employees, 450 of them in the call center.
"While we lowered our data center square footage substantially, it wasn't great concern for us," Goode says. "There was an advantage in being able to start fresh with new technology.
"There were a number of key design goals that would fit in with our overall infrastructure strategy," Goode explains. "The cable plant for the facility needed to bc totally consolidated. All connections to the desktop locations would be CAT 5e, and the cables would serve no specific purpose. They needed to cross-connect in the data center and wiring closets with standard patch cables to provide service for Ethernet PCs, phones, KVM and extended video."
Additional goals included: installing infrastructure resources that could bc "right-sized" and expanded as needed to address future requirements, minimizing the presence of cables in the data center's raised floor because of limited ceiling height, and powering the entire facility with a backup generator in the event of complete power loss.
One of the staff's initial calls was to Graybar, a provider of supply-chain management services, and a distributor of components, equipment and materials for the electrical and telecommunications industries. The Graybar team provided Goede and his staff with easy access to uninterruptible power supply (UPS), heating and air conditioning (HVAC), network infrastructure and project-management solutions.
For its UPS needs, GMAC Insurance considered both traditional and next-generation options, including the APC InfraStruXure solution, which Goede determined was the right one for the new data center.
Just two years earlier, Graybar had assisted GMAC by providing infrastructure and project-management solutions for the company's new 12,000-square foot primary data center in its Winston-Salem, N.C., facility. Although progressive for its time, Goede says the data center utilized traditional liquid battery technology in its UPS, which included two redundant units so one could supply power while the other was offline for maintenance.
In addition, it required a special environment built to specific OSHA requirements and specialized technicians to maintain the batteries. Realizing these drawbacks, Goede decided the simplicity and security of APC's modular battery design deserved serious consideration.
MODULAR EASE OF USE
"The batteries in the system are, for lack of a better term, consumer-grade batteries," Goede explains. "They are sealed lead-acid batteries that can be safely shipped and handled. The InfraStruXure UPS allows you to pull out a battery module and replace it, with no special equipment and no need to take the UPS offline."
Goede decided to proceed with an integrated UPS, HVAC and enclosure system worth more than $500,000. He worked closely with APC engineers to design the data center system.
"The actual layout of the data center was done in-house," Goede says. "APC, coordinated through Graybar, helped considerably with getting that design finalized. We chose an all-APC solution, with the exception of the open racking, for a variety of reasons, but the biggest is that theirs is an air, UPS, power-distribution-and-enclosure system with all of the parts and pieces fitting together."
The integrated design included HVAC equipment and data center enclosures to complement the UPS. APC's NetworkAIR FM HVAC units contain variable-speed DC motors that speed up or slow down to maintain constant static pressure under the data center floor. In addition, the APC NetShelter VX enclosures feature cable management that allows for organized overhead wiring without ladder racking. Goede says this was crucial for his data center, which had limited ceiling height in its new eighth-floor location.
"One of the key things about the APC system, from a management perspective, is that all the parts and pieces are network attached, and I'm talking Ethernet," Goede says. "They are devices on our data network. They can be monitored and controlled from anywhere on our network, including our Winston-Salem, N.C., help desk. We can see and control internal and external cabinet temperatures, humidity, power load, device status and alerts."
"While we lowered our data center square footage substantially, it wasn't great concern for us," Goode says. "There was an advantage in being able to start fresh with new technology.
"There were a number of key design goals that would fit in with our overall infrastructure strategy," Goode explains. "The cable plant for the facility needed to bc totally consolidated. All connections to the desktop locations would be CAT 5e, and the cables would serve no specific purpose. They needed to cross-connect in the data center and wiring closets with standard patch cables to provide service for Ethernet PCs, phones, KVM and extended video."
Additional goals included: installing infrastructure resources that could bc "right-sized" and expanded as needed to address future requirements, minimizing the presence of cables in the data center's raised floor because of limited ceiling height, and powering the entire facility with a backup generator in the event of complete power loss.
One of the staff's initial calls was to Graybar, a provider of supply-chain management services, and a distributor of components, equipment and materials for the electrical and telecommunications industries. The Graybar team provided Goede and his staff with easy access to uninterruptible power supply (UPS), heating and air conditioning (HVAC), network infrastructure and project-management solutions.
For its UPS needs, GMAC Insurance considered both traditional and next-generation options, including the APC InfraStruXure solution, which Goede determined was the right one for the new data center.
Just two years earlier, Graybar had assisted GMAC by providing infrastructure and project-management solutions for the company's new 12,000-square foot primary data center in its Winston-Salem, N.C., facility. Although progressive for its time, Goede says the data center utilized traditional liquid battery technology in its UPS, which included two redundant units so one could supply power while the other was offline for maintenance.
In addition, it required a special environment built to specific OSHA requirements and specialized technicians to maintain the batteries. Realizing these drawbacks, Goede decided the simplicity and security of APC's modular battery design deserved serious consideration.
MODULAR EASE OF USE
"The batteries in the system are, for lack of a better term, consumer-grade batteries," Goede explains. "They are sealed lead-acid batteries that can be safely shipped and handled. The InfraStruXure UPS allows you to pull out a battery module and replace it, with no special equipment and no need to take the UPS offline."
Goede decided to proceed with an integrated UPS, HVAC and enclosure system worth more than $500,000. He worked closely with APC engineers to design the data center system.
"The actual layout of the data center was done in-house," Goede says. "APC, coordinated through Graybar, helped considerably with getting that design finalized. We chose an all-APC solution, with the exception of the open racking, for a variety of reasons, but the biggest is that theirs is an air, UPS, power-distribution-and-enclosure system with all of the parts and pieces fitting together."
The integrated design included HVAC equipment and data center enclosures to complement the UPS. APC's NetworkAIR FM HVAC units contain variable-speed DC motors that speed up or slow down to maintain constant static pressure under the data center floor. In addition, the APC NetShelter VX enclosures feature cable management that allows for organized overhead wiring without ladder racking. Goede says this was crucial for his data center, which had limited ceiling height in its new eighth-floor location.
"One of the key things about the APC system, from a management perspective, is that all the parts and pieces are network attached, and I'm talking Ethernet," Goede says. "They are devices on our data network. They can be monitored and controlled from anywhere on our network, including our Winston-Salem, N.C., help desk. We can see and control internal and external cabinet temperatures, humidity, power load, device status and alerts."
Wednesday, February 14, 2007
Urenco's kinetic energy storage system is now commercially viable: from its initial proof of principle in a demonstration for London Underground in 20
KESS is designed to be configured to provide voltage regulation and support, reduction of peak power demands, recapture of braking energy, and short-term energy sink. Current and planned installations range from single UPT Kess 50kW units to multiple systems with a capacity of 2.4MW. The technology has been selected by a number of operators including New York City Transit (NYCT), Sytral in Lyon, France, Paris Transport Authority (RATP), and NDK, Japan, on behalf of JR East.
At the heart of the UPT Kess is a patented, high-speed composite flywheel. The modular unit stores 14MJ of energy, of which up to 11MJ can be used usefully, depending on the application. The design life of the rotor and beatings is 20 years or 10 million discharges. The flywheel and bearings are maintenance free, with annual maintenance checks required of the vacuum pump oil and cooling systems.
Kess is differentiated from many other forms of energy storage such as large battery banks, by being able to respond rapidly and regularly to cyclic loads and hence provide a power management capability. In such applications, a control algorithm calculates the required energy flow (in both direction and magnitude) based on the dc bus voltage. It contains three distinct control regions: discharge, recovery and charge. The recovery region can be used to realign the rotor speed to any pre-defined level, depending on the application. This allows the system to act as both a current source and sink, smoothing out variations in supply or load demand.
Each Kess is connected directly to a dc bus and can be operated individually or in groups. But for system flexibility and enhanced reliability, and to cater for possible future expansion, each Kess operates as a single system, independent of other units. This ensures that all power transfer decisions are made solely from the value of the dc bus voltage, which is common to all units. Load demand is automatically shared between all units, giving n+1 reliability.
A 1MW system has been installed on NYCT's Far Rockaway units, test track. The primary aim was to support track voltage, with an additional benefit of energy saving. The ten 100kW machines have been in operation for more than 10,000 hours, reinforcing the voltage of both the test track during testing of new trains being supplied to NYCT, and the adjacent revenue line during normal operation.
The voltage, without Kess support, dropped typically from a high of 687V, when a train was braking, to 625V when the train was accelerating. Voltage regulation at the Far Rockaway test track was poor. Even with the no load voltage set at 680V, the voltage dropped below 600V during train acceleration trials when a normal train passed the test track.
When Kess was in operation, and a test train accelerated from a standing start, the voltage never dropped below 625V. This was still the case even under the worst conditions when a revenue train passed the test track site at the same time.
In view of the recent major power cuts experienced in eastern Canada and northeastern United States, Italy, and London, a test was conducted. It involved switching off all power to the test track to see how far the UPT Kess could make the train travel on kinetic energy alone. The train reached a speed of 45km/h travelling for a period of 1.7 minutes, covering 1.2km.
Now that the system has proved its capability, there are plans to upgrade it to an optimum 2MW using 10 of UPT's latest 200kW units.
Since its inception, the Lyon metro has always regenerated energy during braking with accelerating trains absorbing the energy sent back to the line by braking trains. If there are insufficient trains available to absorb the energy, over-voltage occurs, which can cause wear and damage to the equipment on board the rolling stock. This issue of excess regenerated energy is greatest on the rack Line C, which has a gradient of 18% on a 500m section. Trains re-inject braking energy during their descent at Hotel de Ville station.
In this instance, unlike Far Rockaway, which was set up to give both voltage support and a limited level of energy recovery, the machines were configured to give the maximum level of energy recovery. UPT says the system installed at Hotel de Ville substation is working well and will be extended to a second phase installation at Sans Souci, on Line D.
Installation has commenced of four 200kW UPT Kess units at the Fort d'Aubervilliers substation on Line 7 of the Paris metro. These will provide voltage support to the line while equipment is replaced in an adjacent substation.
Undertaking routine maintenance and necessary repair of substations and related equipment has become increasingly difficult on congested metros. Increased ridership and demands for shorter headways make it very difficult to isolate substations whilst providing adequate voltage support and efficient operation of the system. It is a growing problem; a traditional substation replacement is not a viable option because of time and cost
At the heart of the UPT Kess is a patented, high-speed composite flywheel. The modular unit stores 14MJ of energy, of which up to 11MJ can be used usefully, depending on the application. The design life of the rotor and beatings is 20 years or 10 million discharges. The flywheel and bearings are maintenance free, with annual maintenance checks required of the vacuum pump oil and cooling systems.
Kess is differentiated from many other forms of energy storage such as large battery banks, by being able to respond rapidly and regularly to cyclic loads and hence provide a power management capability. In such applications, a control algorithm calculates the required energy flow (in both direction and magnitude) based on the dc bus voltage. It contains three distinct control regions: discharge, recovery and charge. The recovery region can be used to realign the rotor speed to any pre-defined level, depending on the application. This allows the system to act as both a current source and sink, smoothing out variations in supply or load demand.
Each Kess is connected directly to a dc bus and can be operated individually or in groups. But for system flexibility and enhanced reliability, and to cater for possible future expansion, each Kess operates as a single system, independent of other units. This ensures that all power transfer decisions are made solely from the value of the dc bus voltage, which is common to all units. Load demand is automatically shared between all units, giving n+1 reliability.
A 1MW system has been installed on NYCT's Far Rockaway units, test track. The primary aim was to support track voltage, with an additional benefit of energy saving. The ten 100kW machines have been in operation for more than 10,000 hours, reinforcing the voltage of both the test track during testing of new trains being supplied to NYCT, and the adjacent revenue line during normal operation.
The voltage, without Kess support, dropped typically from a high of 687V, when a train was braking, to 625V when the train was accelerating. Voltage regulation at the Far Rockaway test track was poor. Even with the no load voltage set at 680V, the voltage dropped below 600V during train acceleration trials when a normal train passed the test track.
When Kess was in operation, and a test train accelerated from a standing start, the voltage never dropped below 625V. This was still the case even under the worst conditions when a revenue train passed the test track site at the same time.
In view of the recent major power cuts experienced in eastern Canada and northeastern United States, Italy, and London, a test was conducted. It involved switching off all power to the test track to see how far the UPT Kess could make the train travel on kinetic energy alone. The train reached a speed of 45km/h travelling for a period of 1.7 minutes, covering 1.2km.
Now that the system has proved its capability, there are plans to upgrade it to an optimum 2MW using 10 of UPT's latest 200kW units.
Since its inception, the Lyon metro has always regenerated energy during braking with accelerating trains absorbing the energy sent back to the line by braking trains. If there are insufficient trains available to absorb the energy, over-voltage occurs, which can cause wear and damage to the equipment on board the rolling stock. This issue of excess regenerated energy is greatest on the rack Line C, which has a gradient of 18% on a 500m section. Trains re-inject braking energy during their descent at Hotel de Ville station.
In this instance, unlike Far Rockaway, which was set up to give both voltage support and a limited level of energy recovery, the machines were configured to give the maximum level of energy recovery. UPT says the system installed at Hotel de Ville substation is working well and will be extended to a second phase installation at Sans Souci, on Line D.
Installation has commenced of four 200kW UPT Kess units at the Fort d'Aubervilliers substation on Line 7 of the Paris metro. These will provide voltage support to the line while equipment is replaced in an adjacent substation.
Undertaking routine maintenance and necessary repair of substations and related equipment has become increasingly difficult on congested metros. Increased ridership and demands for shorter headways make it very difficult to isolate substations whilst providing adequate voltage support and efficient operation of the system. It is a growing problem; a traditional substation replacement is not a viable option because of time and cost
Caterpillar will meet regulations without SCR technology - Stockpile: the latest industry news
Caterpillar Inc. joined other U.S. diesel engine manufacturers in announcing its intention to meet 2007 U.S. Environmental Protection Agency (EPA) emissions standards without the use of what the company calls costly and complex Selective Catalytic Reduction (SCR) technology.
SCR is an engine aftertreatment technology that requires the availability of an ammonia-based urea fluid to be injected into the exhaust to reduce nitrogen oxide (NOx) emissions in diesel engines. SCR requires a special production and distribution infrastructure for delivery of this additional fluid to the vehicle, says Caterpillar, adding another level of complexity for truck customers. Moreover, the company says, there are troublesome environmental questions related to the significant challenges associated with enforcing the use of urea in on-highway trucks and buses.
"Our goal is to provide the North American trucking industry with engines that meet EPA's 2007 regulations without sacrificing performance or fuel efficiency," says Richard L. Thompson, Caterpillar group president with responsibility for the company's engine division. "We can meet EPA's 2007 regulations and customer needs without SCR. Our ACERT technology provides a significant breakthrough because our customers will avoid the burden of complex and costly technologies associated with SCR
Thompson says, "Caterpillar, like other engine manufacturers, successfully uses SCR to reduce emissions in stationary generator sets. However, our engineers do not believe that SCR is the best emissions reduction technology choice in the United States for on-highway mobile applications. We encourage the EPA to remain technology neutral, and avoid mandating SCR as a future emissions reduction technology."
Diesel engine manufacturers must commit to an emissions reduction technology path well in advance of 2007 production that meets aggressive customer standards for performance, cost effectiveness, quality, reliability and durability. Based on the EPA program requirements, industry technology decisions for 2007 are currently being finalized
SCR is an engine aftertreatment technology that requires the availability of an ammonia-based urea fluid to be injected into the exhaust to reduce nitrogen oxide (NOx) emissions in diesel engines. SCR requires a special production and distribution infrastructure for delivery of this additional fluid to the vehicle, says Caterpillar, adding another level of complexity for truck customers. Moreover, the company says, there are troublesome environmental questions related to the significant challenges associated with enforcing the use of urea in on-highway trucks and buses.
"Our goal is to provide the North American trucking industry with engines that meet EPA's 2007 regulations without sacrificing performance or fuel efficiency," says Richard L. Thompson, Caterpillar group president with responsibility for the company's engine division. "We can meet EPA's 2007 regulations and customer needs without SCR. Our ACERT technology provides a significant breakthrough because our customers will avoid the burden of complex and costly technologies associated with SCR
Thompson says, "Caterpillar, like other engine manufacturers, successfully uses SCR to reduce emissions in stationary generator sets. However, our engineers do not believe that SCR is the best emissions reduction technology choice in the United States for on-highway mobile applications. We encourage the EPA to remain technology neutral, and avoid mandating SCR as a future emissions reduction technology."
Diesel engine manufacturers must commit to an emissions reduction technology path well in advance of 2007 production that meets aggressive customer standards for performance, cost effectiveness, quality, reliability and durability. Based on the EPA program requirements, industry technology decisions for 2007 are currently being finalized
EPA lab upgrades test capability: Horiba to help modernize five test sites at vehicle and emissions lab
With phase-in dates for emission standards mandated by the 1990 Clean Air Act Amendments looming, the U.S. EPA will soon enhance its capabilities to conduct low-level gaseous and particulate emissions testing at its National Vehicle and Fuel Emissions Laboratory (NVFEL) in Arm Arbor, Mich. Driven by the need to test Tier 2 vehicles, Tier 2 and 3 nonroad engines, and 2007-compliant heavy-duty on-road engines, EPA recently awarded contracts to global emission test-system supplier Horiba Instruments to equip five test sites at NVFEL.
Targets for the comprehensive modernization program include two light-duty chassis sites, one medium/light-duty chassis site and two heavy-duty engine sites. (See related chart for summary of equipment).
"The projects to upgrade EPA's emissions testing capabilities in support of the Tier 2 light-duty and 2007 heavy-duty standards are clearly important for Horiba, but also significant for the entire industry," according to Carl Squire, Horiba's director of sales & marketing. "Horiba has made a considerable investment in measurement technology and the contracts with EPA reaffirm our leadership position within the industry Here is a brief overview of each of the NVFEL test sites:
Tier 2 Automotive--Perhaps the most significant feature of Tier 2, beyond the emission reductions relative in Tier 1, is its extended applicability. One set of standards will apply to cars, light-duty trucks, and medium-duty passenger vehicles such as SUVs regardless of the fuel they use--gasoline, diesel, oxygenated fuels, alcohol fuels, or gaseous fuels. EPA's new test site, designated D329, will be equipped to test any type of vehicle that is subject to Tier 2 regulations, while existing sites D005 and D002 will be dedicated to Tier 2 testing of light-duty cars and trucks fueled with gasoline.
All-Purpose Test Site--Site D329 will support testing of front-, rear-, four-and all-wheel drive light--duty and medium-duty vehicles, including those with advanced powertrain technology such as regenerative braking. To accommodate the wide variety of vehicles, Horiba will supply an ECDM-48M 4WD chassis dynamometer with up to 14,000 lb. of inertia simulation. The ECDM family of chassis dynamometers is manufactured for Horiba by MAFIA GmbH of Haldenwang, Germany.
Two MEXA-7000 analytical systems--one for diesel and one for gasoline--equipped with Horiba's advanced low emission analyzers will measure ultra-low levels of CO, THC, C[H.sub.4], and N[O.sub.x] as well as C[O.sub.2]. The THC, C[H.sub.4], and N[O.sub.x] analyzers for gasoline testing offer scalable dual ranges from 1 to 50 and 10 to 500 ppm C, while CO is scalable from 10 to 500 ppm. The diesel MEXA system includes a heated oven with THe, C[H.sub.4] and vacuum N[O.sub.x] analyzers. Both systems will provide bag and continuous dilute measurement capability. A photoacoustic spectroscopy infrared detector will be mounted in the MEXA-7000 cabinet and be incorporated into the MEXA7000 sample handling system for alternative fuels analysis. In addition, a stand-alone MEXA-1110FRF fast-response FID will allow EPA to confirm BMD response time.
The sampling system design for site D329 will support vehicles running on any fuel with a combination diesel/ gasoline constant volume sampler (CVS), a bag mini-diluter (BMD), ultra-sonic direct exhaust flowmeter and a particulate sampling system. The design permits both the BMD and CVS to be used simultaneously to allow direct correlation of emission results generated by the two methods, Horiba said.
To meet the flexibility requirements of site D329, the CVS will include two separate dilution tunnels and remote mixing tees for gasoline and diesel sample collection. Mounted on an overhead rail system, the diesel tunnel and mixing tee can easily be positioned near the vehicle for testing or moved to the side when not in use. The gasoline tunnel located on a cart--can be mounted in place of the diesel tunnel when needed. The remote mixing tees include a smooth approach orifice (SAO) for measuring dilution airflow so that tailpipe exhaust volume can be calculated by subtracting the dilution airflow rate from the CVS bulkstream flow rate.
The CVS exhaust sampler provides 15 selectable bulkstream flow rates up to 1800 scfm using four critical flow venturis. Twelve bags--four ambient, four diesel, one "dirty" gasoline and three "clean" ,gasoline--with dedicated "clean" and "dirty" sample lines, assure accurate measurements by preventing higher concentration samples from contaminating the "clean" line, the company said.
Targets for the comprehensive modernization program include two light-duty chassis sites, one medium/light-duty chassis site and two heavy-duty engine sites. (See related chart for summary of equipment).
"The projects to upgrade EPA's emissions testing capabilities in support of the Tier 2 light-duty and 2007 heavy-duty standards are clearly important for Horiba, but also significant for the entire industry," according to Carl Squire, Horiba's director of sales & marketing. "Horiba has made a considerable investment in measurement technology and the contracts with EPA reaffirm our leadership position within the industry Here is a brief overview of each of the NVFEL test sites:
Tier 2 Automotive--Perhaps the most significant feature of Tier 2, beyond the emission reductions relative in Tier 1, is its extended applicability. One set of standards will apply to cars, light-duty trucks, and medium-duty passenger vehicles such as SUVs regardless of the fuel they use--gasoline, diesel, oxygenated fuels, alcohol fuels, or gaseous fuels. EPA's new test site, designated D329, will be equipped to test any type of vehicle that is subject to Tier 2 regulations, while existing sites D005 and D002 will be dedicated to Tier 2 testing of light-duty cars and trucks fueled with gasoline.
All-Purpose Test Site--Site D329 will support testing of front-, rear-, four-and all-wheel drive light--duty and medium-duty vehicles, including those with advanced powertrain technology such as regenerative braking. To accommodate the wide variety of vehicles, Horiba will supply an ECDM-48M 4WD chassis dynamometer with up to 14,000 lb. of inertia simulation. The ECDM family of chassis dynamometers is manufactured for Horiba by MAFIA GmbH of Haldenwang, Germany.
Two MEXA-7000 analytical systems--one for diesel and one for gasoline--equipped with Horiba's advanced low emission analyzers will measure ultra-low levels of CO, THC, C[H.sub.4], and N[O.sub.x] as well as C[O.sub.2]. The THC, C[H.sub.4], and N[O.sub.x] analyzers for gasoline testing offer scalable dual ranges from 1 to 50 and 10 to 500 ppm C, while CO is scalable from 10 to 500 ppm. The diesel MEXA system includes a heated oven with THe, C[H.sub.4] and vacuum N[O.sub.x] analyzers. Both systems will provide bag and continuous dilute measurement capability. A photoacoustic spectroscopy infrared detector will be mounted in the MEXA-7000 cabinet and be incorporated into the MEXA7000 sample handling system for alternative fuels analysis. In addition, a stand-alone MEXA-1110FRF fast-response FID will allow EPA to confirm BMD response time.
The sampling system design for site D329 will support vehicles running on any fuel with a combination diesel/ gasoline constant volume sampler (CVS), a bag mini-diluter (BMD), ultra-sonic direct exhaust flowmeter and a particulate sampling system. The design permits both the BMD and CVS to be used simultaneously to allow direct correlation of emission results generated by the two methods, Horiba said.
To meet the flexibility requirements of site D329, the CVS will include two separate dilution tunnels and remote mixing tees for gasoline and diesel sample collection. Mounted on an overhead rail system, the diesel tunnel and mixing tee can easily be positioned near the vehicle for testing or moved to the side when not in use. The gasoline tunnel located on a cart--can be mounted in place of the diesel tunnel when needed. The remote mixing tees include a smooth approach orifice (SAO) for measuring dilution airflow so that tailpipe exhaust volume can be calculated by subtracting the dilution airflow rate from the CVS bulkstream flow rate.
The CVS exhaust sampler provides 15 selectable bulkstream flow rates up to 1800 scfm using four critical flow venturis. Twelve bags--four ambient, four diesel, one "dirty" gasoline and three "clean" ,gasoline--with dedicated "clean" and "dirty" sample lines, assure accurate measurements by preventing higher concentration samples from contaminating the "clean" line, the company said.
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