Innovative Product Development Solutions For Mobile Oems: Features

5th Annual
Innovative product development solutions for mobile OEMs

TM
JULY/AUGUST 2013
The
Solving todays challenges with tomorrows technologies
Issue
Features
7 ENERGY
Alternative Fuel: Dimethyl Ether
10 EMISSIONS
Engines & Components: Aftertreatment
15 EFFICIENCY
COvER STORY: Hybrid Systems
25 ENGINEERING
Design & Manufacturing: System Integration
30 ELECTRIFICATION
Electrical & Electronics: Sensors
The E Issue
is dedicated to the relevant technologies and solutions available to help create a more efficient, more economical and environmentally friendly heavy-duty vehicle. What will give your machine the engineering edge it needs to stay competitive in our evolving industry?
Digital exclusives
6 MARkET FORECAST: Fluid Power 22 DRIvETRAINS & COMPONENTS:
Hybridization
cOluMNs
2 EDITORS NOTEbOOk 3 ECONOMIC OUTLOOk 37 OFF-HIGHwAY HEROES
DePartMeNts
33 GREEN PRODUCTS
Edi t ors No t eb ook
Live in the future

veryone always says to live in the present, but when it comes to the design and engineering industry, youve got no business lingering in the present. You need to live in the future. Forward-thinking and out-ofelectronics and sensors in the design. There are several other sections being created and ready to launch, so keep your eyes open for new and exciting content and coverage from OEM Off-Highway magazine. And of course, if were missing something, let us know. Be sure to check out page 48 to see upcoming industry conferences and tradeshows, and pay particular attention to the ones that OEM Off-Highways team will be attending. Speaking of upcoming events, its hard to believe that another ConEXPo & iFPE year the-box designs and ideas are what make the engineering community the fascinating industry that it is, especially in our heavyduty vehicle space. Per usual, proving that we can walk the walk and talk the talk, OEM Off-Highway is adding new content to the magazine to keep our industry coverage and technology trend analysis as forward-looking as possible. (You may have already heard whispers of this from my recent blog, new Coverage in oEM off-Highway.) When we took a look ahead and asked ourselves, What is going to be exciting to watch develop for the 2014 year and beyond? we thought of all of the emerging smart technologies and the continuing electrification of vehicle systems. To ensure we monitor that niche industry to the best of our ability, we are starting a new section in the magazine called The Smart Center that will profile a new technology system utilizing advanced
JOIN OUR SOCIAL NETWORKS!

PUBLISHED BY
1233 Janesville Ave., P.O. Box 803 Fort Atkinson, WI 53538-0803 (920) 563-6388 Fax (920) 563-1700
is upon us. If your company is making new product or company news announcements, be sure to send them to the editorial staff so we can help you get the word out there. As you may have seen, as well, our 2nd Annual E Issue came with a new (and huge) Engine Spec Guide. This edition featured 6 sponsors and over 700 engine specs, our most successful Spec Guide yet! Whats more, there are even more engine specs available online in our interactive version of the Engine Spec guide. Do you have suggestions or praises for the latest Spec Guide or the online version? Send them our way. Were always looking to find ways to improve it for better functionality and to ensure it continues to be a useful tool during the design process. Email me and let me know what you like, what you dont like, what you want to see more of, and what you think of our new Smart Center section idea. read the blog mentioned previously to find out about a few more editorial columns on the horizon.
Editorial Publisher Editor & associate Publisher associate Editor Field Editor SalES integrated Media Consultant Sales associated inside Sales representative ProduCtion art director Media Production representative
Sean Dunphy [email protected] Michelle EauClaire [email protected] Sara Jensen [email protected] Curt Bennink Stacy Roberts [email protected] Jill Draeger [email protected] Barb Levin [email protected] Yuly Osorio Vicki Roth [email protected]
Coming up in the September issue:

Thrown-Object Protection From custom to standard product development and manufacturing Cab air filtration Small engine systems Agriculture equipment market trends and analysis Safety lighting
CirCulation audience development Wendy Chady Manager CygnuS BuSinESS MEdia CEo John French CFo Paul Bonaiuto VP, Human resources Ed Wood VP, technology Eric Kammerzelt VP, audience Julie Nachtigal development CygnuS PuBliSHing EVP VP, Production operations VP, Marketing VP, Content director, Expos Kris Flitcroft Curt Pordes Debbie George Greg Udelhofen Lisa Nagle
Other BIG NEWS

Catch the debut of the NEW Smart Center section and send us your ideas for future technologies to profile!
OEM Off-Highway (USPS 0751-770 and ISSN 1048-3039 print; ISSN 2158-7094 on-line)
OEM Off-Highway | JULY/AUGUST 2013
www.oemoffhighway.com
EC ONOMIC OU T LOOK
T

100 95 90 85 80 75
Economic standstill looms

here are clear signs that the economy has been slowing as expected during the second quarter. Consumers are starting to back off a bit on spending. Investment spending remains restrained. And conditions have softened in the manufacturing sector. A modest bounce back is expected during the second half of the year. Economic conditions in Europe continue to disappoint. Recession is the norm, not the exception. Given relatively weak internal demand and softer global growth, there is little prospect for a notable improvement in the near term.
Questions?
Contact Steven Crane, Senior Economist at C3 Statistical Solutions, at [email protected].
U.S. Leading Indicator:

After slipping slightly in March the leading indictaor rebounded nicely in April. The 0.6 point gain put the index right back on its recent trajectory. The underlying signal is for sustained expansion, although likely at a subdued growth rate.
Actual Index (2004=100) 93.1 93.4 93.4 93.8 94.3 94.6 94.4
U.S. Total Industrial Production:

The April report showed widespread weakening in the industrial sector. Overall output fell 0.5 points, while manufacturing lost 0.4 points. The weakening was most notable in the durable goods sectors.
10.0
95.0
Annual % Change in Quarterly Averages
7.5 5.0
3.3% 3.8% 3.8% 4.4%
2.5 0.0 -2.5 Sep 12 Oct Nov Dec Jan Feb 13 Mar Apr -5.0 Sep 12
2.8% 2.6% 2.2%
3.3%
Dec Mar Jun 13
Sep Dec
Mar Jun 14
EC ONOMIC OU T LOOK
Farm Machinery & Equipment Shipments:

R eal shipment volume
25 14 3 -8 -19 -30 Sep 12
-4.4% -9.1% -19.6% -25.9% -23.5%
Total Public New Construction:

A ctivity declined 1.2%
13.7% 14.8% 7.7%
Mining, Oil & Gas Field Machinery New Orders:

T his series settled down
1.6%
declined in April for the second consecutive month. T he cumulative two-month decline was just under 13%. Y et reported production volume soared in April; something is going to have to give.
Annual % Change, in 12-Month Moving Total

(1982 Dollars)

(1982 Dollars)
20 13 6
Dec Mar 13
Jun Sep Dec Mar 14
Jun
in April reinforcing the 4.8 downward trajectory in 1.6 public construction. -1.6 I t appears that -2.2% sequestration is -3.6% -4.1% -4.8 beginning to affect -6.5% -7.5% -8.0 construction activity. Sep Dec Mar Jun Sep 12 13 T here is little-to-no cause for optimism regarding this sector.
-2.5% -5.2%

Jun
Dec Mar 14
in April after several months of substantial volatility. R eal orders slipped 1.4% for the month. T here are now several signs suggesting mining is facing a period of retrenchment.

(2003 Dollars)
13.4%
4.1% 1.8%
-1 -8
-10.8% -5.4%
-0.1% -3.8% -9.4%
-15
Sep 12
Dec Mar 13
Jun Sep Dec Mar 14
Jun
Private Nonresidential New Construction:

A ctivity rose 2.2%
30
during April, but earlier estimates were revised downward substantially. M ost major component areas saw modest-tomoderate gains. V olume is back in line with the values in place for most of 2012.
Construction Machinery, New Orders:

T he noise content of this
100
20
14.7% 10.8% 4.1% 3.6%
10
0 -10 Sep 12
1.3%
1.5%
2.9%
-2.5%
Dec Mar Jun 13
Sep
Dec Mar Jun 14
series seems to have spiked 75 once again. 50 T he originally reported strong gain in March was 25 9.8% revised into a nearly 5% 0.1% 0 decline. T his revision, coupled with -25 Sep Dec 12 Aprils 2.4% gain, put orders back in line with historical patterns.

(1982 Dollars)
5.2%
15.1% 9.5% 11.6%
3.0% -0.5%
Mar Jun 13
Sep
Dec Mar 14
Jun
Housing Starts:

S ingle-family starts fell

2.1% in April; this is the second consecutive decline. T he softness is more an anomaly than a cause for concern. N ew permits and multiple other data all point to a housing sector on the mend.
0.75 0.60 0.45 0.30 0.15 0.00
Millions of Single-Family Units, Seasonally Adjusted 0.70 Annualized Rates 0.63 0.65 0.59 0.55
0.73
0.77
0.81
Defense Industry, New Orders:

M assive monthly oscillations
remain the norm. T he 36% bounce in April nearly reversed the big decline recorded for March. T hese substantial positive/ negative swings have now occurred for five consecutive months.
30 20 10 0 -10 -8.8% -20
-9.0% 9.8% 9.3% 9.1% 9.3% Annual % Change, in 12-Month Moving Total
(1982 Dollars)
-1.5% -0.4%
Sep 12
Dec
Mar Jun Sep 13
Dec Mar Jun 14
Sep Dec Mar Jun 12 13
Sep
Dec Mar 14
Jun
OEM Off-Highway | July/August 2013
EC ONOMIC OU T LOOK
heavy-Duty Truck Shipments:

Real shipments rose 6.2% in April. That was the second consecutive month showing a solid advance. Other April data revealed a slightly softer pricing environment.
45 34 23 12 1
-3.7% -2.2% -6.5% -6.8% 34.6% 24.1% Annual % Change, in 12-Month Moving Total
(2003 Dollars)
Industrial Production, Germany:

April production was surprisingly strong; it rose 1.8%. Manufacturing production rose 1.5%, led by strong gains in capital goods. The German industrial sector appears to have regained its footing.
15 11 7
EFFICIENCIES you may not see, but will surely NOTICE.
7.9% 2.0%
3.3% 3.6% 0.6% 0.3%
2.2%
-1 -5
-10
-1.2%
Sep 12
Sep Dec Mar Jun Sep Dec Mar Jun 12 13 14
-2.4%
Dec
-1.7%
Mar 13 Jun Sep Dec Mar 14 Jun
euro Area leading Indicator:

There is encouraging news on the leading indicator front. First, the indicator has strung together a series of positive moves. Second, it has broken through the benchmark 100 level for the first time in two years.
105.0 103.6 102.2 100.8 99.4 98.0
99.56 99.72 99.32 99.34 99.42 Monthly Index
Industrial Production, United Kingdom:

Total production rose 0.1% in April; mining output was a primary driving force. Manufacturing output fell 0.2% from Marchs utility/weather driven high level. Aprils production data and related survey reports hint that the worst may be over for the British industrial sector.
5 3 1 -1
-1.7% -0.3% -0.4% Annual % Change in Quarterly Averages 2.4% 3.1% 3.0%
At Dana, we offer a full line of efcient driveline systems that work within your specied designs.
CONSTRUCTION MATERIAL HANDLING MINING AGRICULTURE FORESTRY OUTDOOR POWER
COMPLETE SYSTEMS
TRANSMISSIONS
CONTROLS
DRIVESHAFTS
AXLES
As a world leader in driveline technology, Dana offers a comprehensive line of efcient, high-quality solutions for todays demanding machine applications. Our state-of-the-art technologies and ongoing commitment to increased fuel economy and performance ensure that each of our customers around the globe benet from the most reliable, durable, and serviceable driveline components and systems in the market. See what Dana can do for you at danacontactus.com/OEM.
100.12 99.88 100.01
-3 -5
-2.6% -2.4%
LEISURE/UTILITY
Sep 12
Oct
Nov Dec
Jan 13
Feb
Mar
Apr
Sep Dec Mar Jun Sep Dec Mar Jun 12 13 14
ClICK here to subscribe to our Free monthly economic Newsletter!

2013 Dana Limited
M a r k e t F or ec a s t: F luid P ow er
DIGITAL E XCLUSI V E
HydraulicandPneumaticIndustryTrendswithNFPA
HydraulicandPneumaticIndustryTrendswithNFPA
TheNationalFluidPowerAssociation(NFPA)istheleadingsourceofhydraulicandpneumaticindustrydata.
TheNationalFluidPowerAssociation(NFPA)istheleadingsourceofhydraulicandpneumaticindustrydata.
PlanYour Your Next Move Plan Next Move NFPAs industry reports, outlook surveys, forecasts, andsources datasources allow ourmembers tounderstand NFPAs industry reports, outlook surveys, forecasts, and data allow our members tounderstand trends trends TotalHydraulicandPneumaticShipments last month. These charts are products, drawn from The and latest datachange by the and anticipate published change with avariety oftrend graphs and dataanalysis for fluidproducts, power customer TotalHydraulicandPneumaticShipments anticipate with avariety ofNational trend graphs and data analysis for fluid power customer markets, and economic indicators. markets, and economic indicators. 120.0 data collected from more than 80 manuFluid Power Association shows industry
110.0 facturers of fluid power products by NFPAs shipments of fluid power for May Expert Analysis and Hard Data Expert Analysis and Hard products Data 110.0 conferences, meetings and webcasts keep ourConfidential members uptoShipment on thelatest economic conditions, 120.0 Dynamic conferences, meetings and webcasts keep ourmembers date upto date on the latest economic conditions, 100.0 Statistics (CSS) pro2013Dynamic decreased 7.6% compared to May 2012, emerging trends and industry insights for todays ever changing economic climate. 100.0 trendsandindustryinsightsfortodayseverchangingeconomicclimate. 110.090.0 gram. Much more information is available to and emerging decreased 1.6% compared to last month. 90.0 YouhavetheIdeas,WeProvidetheTools 100.080.0 NFPA members, which allows them to betMobile industrial hydraulic, and Youhydraulic, havetheIdeas, WeProvide theTools FrompointandclickExcelbasedsoftwarethatautomatestimeconsumingcalculations,trendanalysis,and 80.0 Frompoint andclick Excel based software thatautomates time consuming calculations, trend analysis,and 90.070.0 ter understand anticipate change pneumatic shipments decreased in May 2013 customforecasting toa userfriendly web dashboard that allows memberstrends customand access toindustryinformation. 70.0 customforecastingtoauserfriendlywebdashboardthatallowsmemberscustomaccesstoindustryinformation. 80.060.0 in their market and the customer markets when compared to May 2012. All three mar FindouthowtobecomepartofNFPAbycallingLeslieMillerat4147783369,[email protected]. 60.0 outhow tobecomewhen partofcompared NFPAbycalling Miller at 4147783369,[email protected]. 70.050.0 they serve. ket Find segments decreased to Leslie
Hydraulic and pneumatic industry trends with NFPA

Total HydraulicandPneumaticShipments 120.0
60.0 50.0 50.0
Pneumatic, MobileandIndustrialHydraulicOrdersIndex
200.0
Pneumatic,MobileandIndustrialHydraulicOrdersIndex
200.0 180.0
160.0 180.0 140.0 160.0 120.0 140.0 100.0
hydraulic Shipments shipments Cumulative year todate %May Year change (2013 vs.2012) Thisgraph of12month movingaverages shows thatin 2013, both shipments andhydraulicshipmentsdecreased.(BaseYear NFPA decreased. (Base 2008 =pneumatic 100) 2008 =100) Shipments Cumulativeyeartodate%change(2013vs.2012) TotalFluidPower Total Hydraulic ShipmentsCumulative year todate % change(2013vs.2012) Total Fluid Power Total Hydraulic Shipments Shipments TotalFluid Power Shipments Shipments Total Hydraulic TotalPneumatic TotalPneumatic Shipments Shipments TotalPneumatic
TotalFluidPower TotalPneumatic TotalHydraulic TotalFluidPower TotalPneumatic TotalHydraulic Thisgraphof12monthmovingaveragesshowsthatinMay 2013,bothpneumaticshipments andhydraulicshipmentsdecreased.(BaseYear 2008 =100) 12monthmovingaveragesshowsthatinMay 2013,bothpneumaticshipments andhydraulicshipmentsdecreased.(BaseYear Thisgraph of TotalFluidPower TotalPneumatic TotalHydraulic =100) of 12-month moving averages shows that in May 2013, both pneumatic shipments and This graph 2008
120.0 100.0
60.0 40.0 80.0
80.0 60.0 40.0

TotalPneumatic MobileHydraulic Industrial Hydraulic
Feb13 10.1 13.5 5.3 Shipments Shipments Shipments Feb 13 10.1 13.5 5.3 Mar13 9.7 12.7 5.4 Mar 9.7 12.7 Feb 1313 10.1 13.5 5.3 5.4 Apr13 7.6 10.0 2.8 Apr 10.0 Mar 1313 9.7 7.6ofcumulativepercentchanges. These 12.7 5.4 2.8 therelevant The table aboveisexpressed interms changesrefertothepercentdifference between
2008 =100) forthe calendar yearthroughApril2013,pneumaticshipmentsweredown2.8%comparedtothesametimeperiodin2012.(BaseYear Thetableaboveisexpressedintermsofcumulativepercentchanges. Thesechangesrefertothepercentdifferencebetweentherelevant 2008=100) cumulativetotalfor2013andthetotalforthesamemonthsin2012.Forexample,theAprilpneumaticshipmentsfigureof2.8meansthat The above is through expressed in terms of cumulative percent changes. These changes refer to percent fortable thecalendar year April2013, pneumatic shipments were down2.8% compared to the same period inthe 2012. (BaseYear Fluid Power Industry Growth Trend time 2008=100) FluidPowerIndustryGrowthTrend
Apr 13 totalyear 7.6 total For 10.0 compared 2.8 2012. for the calendar through April 2013, pneumatic were down 2.8% to thesametime period in (Base Year cumulative for2013 and the for thesameshipments monthsin2012. example, theApril pneumatic shipments figure of 2.8 means that
cumulative totalis for 2013and the total for thesamemonths 2012.For example, the April pneumatic shipments figure of2.8 means that Thetableabove expressed in terms of cumulative percentin changes. These changes refer to thepercent difference between the relevant
Eachpointonthisgraphrepresentsthemostrecent12monthsoforderscomparedtotheprevious12monthsoforders.Eachpointcanbe readasapercentage.Forexample, (theApril2013levelofthe industrial hydraulicseries)indicates thatindustrial hydraulicorders Total95.4 Pneumatic Mobile Hydraulic Industrial Hydraulic Eachreceived point on this graph most recent 12 months offrom orders compared to2012. the previous 12 months from May 2012represents toApril2013the were 95.4% oftheorders received May 2011toApril (BaseYear 2008 =100)of
orders. Each point can be read as a percentage. For example, (thecompared April 2013 level of the industrial hydraulic difference between the relevant cumulative total for 2013 and the total for the same months in 2012. For example, Each point onthis graph represents themostrecent 12months95.4 oforders to theprevious 12months oforders.Eachpointcan be read as a percentage. For example, 95.4 (the April 2013 level of the industrial hydraulic series) indicates that industrial hydraulic orders The latest data published bythe National Fluid shows industry shipments offluid series) indicates that industrial hydraulic orders received from May 2012 to April 2013 were 95.4% of the orders the April pneumatic shipments figure of -2.8 means thatPower for theAssociation calendar year through April 2013, pneumatic Power7.6% Growth May Trend and receivedfromMay2012toApril2013were95.4%oftheordersreceivedfromMay2011toApril2012.(BaseYear2008=100) Thelatest datapublished byFluid the National Industry Fluid Power Association shows industry shipments offluid power products for May 2013 decreased compared to 2012, decreased 1.6% received from May 2011 to April 2012. (Base Year 2008 = 100). NFPA shipments were down 2.8% compared to the same time period in 2012. (Base Year 2008 = 100). NFPA
Off-Highway | JULY/AUGUST 2013 OEM
powerproducts for May 2013 decreased 7.6% compared toMay 2012, anddecreased 1.6% compared tolast month. Mobile hydraulic, industrial hydraulic, and pneumatic shipments decreased Thein latest published by the National Fluid Power Association shows industry shipments of fluid to compared to lastmonth. Mobile hydraulic, industrial hydraulic, andpneumatic shipments decreased Maydata 2013 when compared toMay 2012. Allthree market segments decreased whencompared power products for May 2013 decreased 2012. 7.6% compared tofrom Maysegments and decreased 1.6%compared inMay 2013 when compared toMay All three market decreased when last month. These charts are drawn from data collected 2012, more than 80manufacturers offluid to www.oemoffhighway.com compared to last month. Mobile hydraulic, industrial hydraulic, and pneumatic shipments is6 lastmonth. These are drawnfrom datacollected from more than80 manufacturers offluid power products bycharts NFPAs Confidential Shipment Statistics (CSS) program. Much moredecreased information inMay 2013 to when compared to May2012. All three market decreased when compared to in power products by NFPAs Confidential Shipment Statistics (CSS)program. Much more information is available NFPA members, which allows them to better segments understand trends and anticipate change
a lt er n at i v e f ue l : dime t h y l e t her
ENer gy
Regionally-produced clean fuel

by Sara Jensen
Development of heavy-duty trucks fueled by dimethyl ether will provide a low-emission, cost competitive alternative to diesel-fueled trucks.
DME-fueled trucks, now under development by Volvo, will offer an ultra-low emission alternative to diesel as DME produces no soot or PM due to its lack of a carbon-carbon bond.
Sara JenSen
ENer gy
fuel could be composed solely from natural gas or a combination of landfill gas, animal waste and natural gas. The feedstocks used to make the fuel are often dependent on what is readily available, and most cost effective, in the area where the fuel is being produced. Boudreaux said the flexibility of being able to use multiple feedstocks helps to keep down the price of DME. Of the criteria the fuels had to meet, Nyberg said DME outperformed each of the other alternative fuels. Based on the response of our fuel comparison and extensive real-world testing of DME-powered Volvo trucks, it was clear this technology will survive other alternative fuels with diesel-like qualities, he said. Along with its minimal emissions production and ability to be made from various types of feedstocks, DME offers a wide range of benefits. When made from feedstocks such as landfill gas, grass clippings or animal waste, DME can help put to use materials that would otherwise have gone to waste. Research has also shown that DME made from biomass or biogas can reduce CO emissions by 95% or more. As CO is said to be the target of the next wave of emissions regulations to reduce greenhouse gases (GHG), already having the capabilities in place to minimize CO could be helpful to OEMs once the regulations take effect. DME is biodegradable as well, ensuring there will be no contamination of soil or water should there be a fuel spill. Boudreaux also pointed out that DME is already common in many products throughout the U.S. including hairspray and inhalers. Though use of DME as a fuel is a relatively new concept in the U.S., countries such as China, Brazil and India have been producing DME fuel on a large scale for a number of years now.
n June 6, Volvo Trucks North

America announced it will begin
DME is a clean burning fuel that produces no soot and no particulate matter (PM) because it has no carbon-carbon bond like other fuel types. It can be made from a wide variety of organic materials containing methane including natural gas, food wastes, grass clippings, animal waste and landfill gas. According to Rebecca Boudreaux, Ph.D., President of Oberon Fuelswhich is partnering with Volvo for the development of the DME-fueled trucksany combination of methane-containing feedstocks can be used to make DME. For example, the
commercial production of Class 8 trucks fueled by dimethyl ether (DME) in 2015. Goran Nyberg, President of Volvo Trucks North
American Sales and Marketing, said during the announcement that the development of DME-fueled trucks will enable Volvo to offer its customers an ultra-low emission diesel fuel alternative which is anticipated to be available at a cost-competitive price to diesel.
Why DME?
Development of the DME-fueled trucks is the third stage in Volvos Blue Power strategy, the companys initiative to design engines and vehicles which operate on alternative fuels such as compressed natural gas (CNG) and DME. As part of this strategy, Volvo has spent the last several years testing various alternative fuel options to replace diesel. Each fuel was evaluated based on a set of criteriaclimate impact, energy efficiency, land use efficiency, fuel potential, vehicle adoption, fuel cost and fuel infrastructure. Seven different types of fuel were tested: Biodiesel (B100) Methanol/Ethanol (spark ignition) Hydrogen and biogas (spark ignition) CNG (spark ignition) Liquefied natural gas (compression ignition and pilot injection)
The Oberon Fuels method of producing DME uses methane-containing feedstocks, such as animal waste or natural gas, that is fed into a small-scale production plant to produce a diesel-like fuel that can be used in various industries.
OberOn Fuels
Synthetic diesel, and DME (compression ignition).
ENer gy
market, but Volvo hopes to progress the technology enough to eliminate the need for SCR, as well. Unlike CNG and liquefied natural gas (LNG), DME can be stored at lower pressures75 psi as well as stored indefinitely at ambient temperatures, making it a safer fuel to handle. DME can also be stored in a lighter weight tank, helping to minimize additional weight that could be added to the vehicle. serve customers operating and hauling freight within that region. The cost of establishing the smaller scale modular production plants is lower than that of largescale operations. According to Boudreaux, costs are in the range of tens of thousands instead of the hundreds of thousands as is common with other types of fuel production units. As Volvo gets ready to begin commercial production of its DME-fueled trucks in 2015, it will continue working with Oberon to test the vehicles and make adjustments as necessary. Nyberg said real-world testing of the trucks have been occurring since the beginning of 2013. He noted that so far, drivers operating the DME-fueled trucks have said the vehicles ran no differently than conventional diesel trucks, which is an important factor to Volvo. The company wants to ensure that any new technology it develops will not cause a drastic change in the way operators drive a vehicle and deter them from using the alternatively fueled trucks.
Driving with DME

Volvo will be using its D13 diesel engine as its base engine technology for the DME-fueled trucks. According to Ed Saxman, Marketing Product Manager for Alternative Fuels at Volvo Trucks, one of the biggest changes to the D13 engine will be the introduction of new injection technology because DME will require two times the fuel flow of diesel. However, because DME is injected as a liquid, Volvo will be able to rely on its current fuel injection technology as a starting point for the new injectors.
As a compression ignition fuel, Saxman noted DME will enable the engine to operate at a higher compression ratio as well as achieve 10 to 15% higher efficiency. There will also be less heat rejection and lower exhaust temperatures. Aftertreatment systems for the DME engine will be minimal due to the low-emissions nature of the fuel. There will be no diesel particulate filter (DPF), exhaust gas recirculation (EGR) or variable geometry turbocharger (VGT). Saxman noted selective catalytic reduction (SCR) may be included on the initial engine introduced to the
The Oberon process

In order to deliver DME in a cost-effective manner, Oberon has developed modular, small-scale production plants which are capable of producing 3,000 to 10,000 gallons of DME a day. The production plants can be placed either directly at a fleet operation or in a central location that allows various fleets within that region to utilize the fueling station. DME for that plant is produced from feedstocks found in the region where the plant is located. With the Oberon model, a remotely located operation can source and produce fuel locally instead of incurring the high cost of having fuel shipped in or traveling several miles to the nearest filling station. Placing the production center near the feedstock resource and the fleet diminishes the amount of emissions that
New fuel injector technology is one of the changes Volvo will make to its D13 engine, which it is using as a base for the development of engines for the DME-fueled trucks.
Sara JenSen
would be produced to transport the feedstock, as well as the fuel to various parts of the country. Instead, regional fuel markets can be created to
Engine s & C omp one n t s: A f t e r t r eat men t
EMI S SION S
Aftertreatment before its an afterthought

by Michelle EauClaire
A clean air technology design and manufacturing company takes a proactive approach to create forward-looking solutions for the aftertreatment needs of the commercial vehicle market.
ftertreatment devices and systems have often been afterthoughts to the increasingly demanding emissions regulations placed onto engine system designers and equipment manufacturers. Diesel 99% compared to pre-legislation levelsthe aftertreatment technologies have been chosen. While there is a standard list of options commonly referenced by OEMs, such as EGR and SCR, each manufacturer has a unique variation of how it will accomplish emissions reduction while still improving upon overall vehicle performance and productivity dependent on the vehicle application and duty cycle. Experience in the design and development of aftertreatment solutions enables Tenneco Inc., Lake Forest, IL, to have a unique focus on proactive emissions reduction technologies designed for the anticipated demand in the global commercial vehicle industry. Tim Jackson, Tennecos Chief Technology Officer and Executive Vice President has been with the company since 1999. The DPF started on light vehicles around 2001, and Tenneco was one of the first to be able to offer high volume DPF production, says Jackson. We have been able to take that technology and scale it up to light commercial vehicles, then into non-road commercial vehicles, and ultimately into the large engine space. While aftertreatment systems are in a sense able to be scaled-up for larger applications (or vice versa scaled down for smaller applications) the scale is not a direct translation. Take for example the factor of durability, defined as the useful life of the system. In a light vehicle space, a system is being designed for a useful life of 8 to
The controller of Tennecos XNOxTM SCR system drives the system and predicts engine-out NOx as well as accounts for ammonia storage and degradation of the catalyst over time.
Tenneco Inc.
aftertreatment includes a range of technologies and solutions to reduce diesel particulate matter (PM) and NOx (oxides of nitrogen) including selective catalytic reduction (SCR), diesel particulate filters (DPFs) and diesel oxidation catalysts (DOCs), as well as engine-based options such as exhaust gas recirculation (EGR). With Tier 4 Final emissions regulations set to be implemented as of January 1, 2014which requires off-road engines with output over 75 hp in the U.S. and 130 kW in the European Union to reduce NOx and PM emissions by
10

10 years and 150,000 miles. When its moved into the commercial vehicle space, its being designed for durability requirements from 400,000 to 1 million miles depending on the customer; in the non-road space, now a system is being designed for a useful life of 8,000 hours up to 20,000 hours. In all of those cases, its not a simple linear progression on what needs to be done to get higher levels of durability and reliability, says Jackson. Other variables that are not scalable are engine back pressure, and vibration and G-loads based on the weight and mounting of the emissions control units. The company has developed and researched dozens of technologies beyond the DPF, priding itself on its forward thinking product development style to create the next-generation emission control solution. See Tennecos forward-looking solutions on its Technology Roadmap on pg. 12. and as large as 18 liters or more. The system is comprised of an adaptable, model-based controller, a return flow style injector, a fluid delivery system including a pump and filter and pressure sensor, and ancillary components like fluid tanks and more sensors. The controller drives the system and can predict engine-out NOx and account for ammonia storage and degradation of the catalyst over time. Based on engine and external operating conditions, injection rates are dynamically controlled to accurate amounts of urea to achieve the desired emission levels while minimizing backpressure and costs. The basic architecture of the system is the same as it is scaled across engine sizes, accommodating for a change in the required dosing
Designed to be an alternative to urea-based SCR systems, the Hydrocarbon Lean NOx Catalyst (HC-LNC) uses either diesel fuel or ethanol as the dosing reductant.
Tenneco Inc.
EMI S SION S
evaporate and distribute across the catalyst cross-section. Its wide spray angle improves the urea distribution throughout the exhuast gas, avoiding concentrated impingement that creates rates. Tennecos patented injector can be adapted for use with urea (diesel exhaust fluid, DEF) as well as fuel, which is often required within aftertreatment systems to manage DPF soot loads or other NOx catalysts. The design produces significantly smaller droplets than other injectors available in the market, meaning less effort is needed to localized cooling, promoting the likelihood of undesired deposits forming within the system. The diameter and cross section of the decomposition tubes have to adjust, as well, but Tenneco works hand-in-hand with engine manufacturers to ensure proper calibration for each application. There is a significant amount of simultaneous engineering that is needed between the engine and emissions systems. You cant calibrate the
In recent news
Tenneco receives John Deere Supplier Innovation Award
Lake Forest, Illinois, March 14, 2013 Tenneco Inc. has been selected as a recipient of a John Deere 2012 supplier innovation award for the development of an integrated selective catalytic reduction (SCR) and mixing system which is incorporated into a Tier 4 Final diesel aftertreatment system. The award is presented to a select group of suppliers who have demonstrated innovation in a product or service they provide to John Deere. Award selections are based on four factors creativity, feasibility, collaboration, and bottom-line impact. John Deere created the supplier innovation awards in 2010 to promote innovation in the companys supply base and recognize suppliers who think creatively. Tenneco is a global supplier to John Deere, and began providing diesel aftertreatment products including diesel oxidation catalysts (DOC) and diesel particulate filters (DPF) for certain Tier 4 Interim applications in 2010. [We are] honored to be recognized for our innovation and proud to partner with John Deere on aftertreatment technology for reducing nitrogen oxides (NOx) and particulate emissions, says Neal Yanos, Tenneco Executive Vice President. Tennecos commercial vehicle business continues to grow, driven by the strength of our clean air technology portfolio and our commitment to help our customers comply with increasingly stringent global emissions regulations.
Scalable SCR
The company has been supplying SCR systems since 2004 in Europe. Around 2007, we made a strategic decision to supply a turn-key SCR system rather than just supply the SCR catalysts and mixing, Jackson says. At that point, Tenneco acquired the capability for urea injection, dosing electronics and software. Tennecos turn-key SCR system, the XNOx SCR system, is a modular, scalable technology that is being used in engines as small as 4.4 liters
11

aftertreatment in the absence of engine calibration, says Jackson. The optimum point of engine-out emissions with the specific fuel consumption and power output needs to be determined, he continues. While we are able to customize the solution, we are at the same time able to have a high amount of system standardization,Jackson says. Two basic injector designshigh flow and low flowcan cover an engine range from 1.0 liter up to around a megawatt (1,300 hp) of power, and the dosing maps, the calibration and the on-board diagnostic (OBD) software is always application specific, he says. system, you dose directly with gaseous ammonia thats released from a solid form using heat. Pragmatically that means that after an overnight cold soak the urea freezes. So, after an engine starts it can take anywhere from 10 to 20 minutes before the urea is liquefied and the exhaust temperatures are high enough to dose. With the Solid SCR system, the ammonia can be generated in as little as 90 seconds after an engine start, even after an overnight cold soak. For test cycles, such as the World Harmonized Transient Cycle (WHTC1) that has a lot of cold temperature performance with significant weighting on the cold temperature portions, the Solid SCR system can outperform a liquid SCR system [with up to a] 40% improvement in NOx reduction, Jackson says. Another benefit to Tennecos Solid SCR is the reduction in storage needs. Ammonia carried in liquid urea form is approximately 67 to 68% water, whereas the storage density of the ammonia in the solid form eliminates that. In a non-
EMI S SION S
road environment, some of these package spaces are pretty tight. We can get an equal amount of ammonia in about half the space with the Solid SCR, says Jackson. Due to the reduced tank size and better performance at cold temperatures, and the fact that the Solid SCR eliminates the corrosion issues of water-based urea, the system costs less than other SCR systems. We all understand the importance of cost reduction in the business for the purchaser. They dont appreciate the increase
Solid SCR
An alternative to liquid urea/AdBlue SCR systems is Tennecos Solid SCR. Tenneco does not believe that its Solid SCR will become a replacement for all urea-based systems, but rather is for customers seeking an alternative solution. I think it has a compelling value proposition in the right application. For cold [temperature] applications, or remote locations without the ease of access to ureas developed distribution infrastructure, Solid SCR may make sense. The Solid SCR system can generate ammonia (NH3) for the SCR system at much lower temperatures than with urea. Ureas challenge is that it has to undergo thermolysis and hydrolysis reactions to result in ammonia. With our Solid SCR
12

in sticker price that comes with emissions compliance. Our customers are looking for solutions to improve the value to the end customer. We as an industry have to have an intense focus on cost reduction, and that cannot come at the expense of sacrificing emissions performance or durability, Jackson says. process results in increased amounts of pollution and PM in the air. They also release huge amounts of greenhouse gases (GHG) which the government is trying to limit. Were measuring the ethanol consumption on these trucks compared to the DEF consumption that is on the counterparts, and were seeing a variable operating cost at about half with the ethanol of what the DEF expense is. A liter of ethanol actually goes further. Our dosing rate is lower with ethanol than it is with DEF, and the ethanol is less expensive per liter, and when you multiply those two together, you get a variable operating cost for the reductant of about half of what the legacy cost is.
HC Lean NOx Catalyst

Another alternative to urea-based SCR systems was created by Tenneco along with its partners GE and Umicore. The Hydrocarbon Lean NOx Catalyst (HC-LNC) uses either diesel fuel or ethanol as the dosing reductant. We invented that technology based on a very futuristic view of the world, that eventually there would be demand for a non-urea NOx abatement technology. Now, weve found excitement around that technology in South America. Brazil has one of the most developed ethanol economies in the world; ethanol fuel can be purchased at virtually any filling station. Brazilian ethanol is not produced from corn like in the U.S., but rather sugar cane, a local and more affordable source. Years ago, the Brazilian government announced a mandate for the transition from hand harvesting to mechanized harvesting of sugar cane. The primary purpose of the transition was to eliminate the need to burn sugarcane fields before workers cut the sugarcane by hand. The burning
Leveraging the leftovers

Exhaust heat is one of the biggest wastes of usable energy on any vehicle. Tenneco is exploring various thermal management solutions to recuperate exhaust heat and convert it into accessible on-board power. There are three basic ways that heat energy can be reintroduced to the vehicle as usable energy: The first, and simplest, is heat-to-heat conversion. In a heat-to-heat energy conversion, a common air-to-water heat exchanger can be built into the existing exhaust system and used for auxiliary vehicle functions such as warming the cabin more quickly in cold conditions. Another option would be to pump the heat into
Collect all the savings that lie ahead!

Big vehicles can save big too especially when it comes to lowering fuel consumption and exhaust emissions. dSPACE offers the right tools for developing ECU software for buses and trucks. From hybrid drive technology to optimized combustion. One integrated toolchain for embedded systems. www.dspace.com
13

the driveline to warm lubricants and hydraulic fluids during cold starts to reach optimal operating conditions faster. On a cold start, all of the lubricants and hydraulic fluids are cold and viscous. There is a large amount of parasitic loss in the driveline due to this; so, one of the easiest things we can do to improve vehicle fuel economy is to help get that vehicle up to an optimal operating temperature more quickly after a cold start. Thats the easiest and most cost effective of the heat recovery applications, Jackson confirms. The heat conversion thats probably the most exotic, according to Jackson, is heat-to-electricity. Its a technology that is well-founded in physics to use semiconductor elements with the Seebeck 2 effect. Jackson explains further, You use a temperature gradient across the semiconductor to generate electricity, and then instead of getting electricity from a belt- or gear-driven alternator mounted on the engine which extracts a fairly significant parasitic loss load on the engine, you can get the electricity for free using waste exhaust heat. He notes that the current problem with that technology is cost. The industry needs to see at least a 10:1 reduction in the current cost in order for it to be a commercially viable technology, but Tenneco is working on it in collaboration with customers, universities and specialty material companies. Im confident that before the end of this decade well see it become a cost-effective technology for vehicles, but the durability will have to be proven, as well. The third exhaust heat energy recuperation technology is waste heat to mechanical energy. Here you use a reverse Rankine cycle3 machine that actually takes the exhaust heat and runs it through a miniature turbine or engine to produce shaft power, explains Jackson. Then you can put that power back into the engine in a couple of different ways. You can either use it to turbo-compound the engine where you use a supercharger at lower rpms and the turbo at higher rpms, or you can use it to add horsepower back into machine. That one is in the very early experimental phases, and it is unclear if an acceptable costbenefit ratio can be acheived, but we are working on it as are
EMI S SION S
economy. Tenneco already has companies asking for higher efficiency aftertreatment devices. While current SCR systems are operating at 90 to 95% efficiency for removing NOx, there is an interest in 98% efficiency.
1 The WHTC test is a transient engine dynamometer schedule defined by the global technical regulation (GTR) No. 4 developed by the UN ECE GRPE group. The GTR is covering a world-wide harmonized heavy-duty certification (WHDC) procedure for engine exhaust emissions based on the worldwide pattern of real heavy commercial vehicle use. 2 The Seebeck effect is defined as the production of an electromotive force (emf) and consequently an electric current in a loop of material consisting of at least two dissimilar conductors when two junctions are maintained at different temperatures. The conductors are commonly metals, though they need not be solids. The Seebeck effect is used to measure temperature with great sensitivity and accuracy and to generate electric power for special applications. 3 A Rankine cycle in heat engines is an ideal cyclical sequence of changes of pressure and temperature of a fluid, such as water, used in an engine, such as a steam engine. In the Rankine cycle, the working substance of the engine undergoes four successive changes: heating at constant pressure, converting the liquid to vapor; reversible adiabatic expansion, performing work (as by driving a turbine); cooling at constant pressure, condensing the vapor to liquid; and reversible adiabatic compression, pumping the liquid back to the boiler.
We invented [Hydrocarbon Lean NOx Catalyst] based on a very futuristic view of the world, that eventually there would be demand for a non-urea NOx abatement technology. Now, weve found excitement around that technology in South America.
Tim Jackson, CTO & EVP, Tenneco Inc.
many others.
What else does the future hold?

As OEMs continue to investigate ways to enhance the existing Tier 4 Final engine package, the conversation frequently echoes a desire to re-simplify the engine
Keep Your Engine Running

With Superior Diesel Filtration The Separ Filter contains 5 stages of filtration that will: Increase the availability of equipment Ensure reliability Reduce downtime and warranty costs
system and fully integrate the aftertreatment capabilities into the internal function of the engine without additional components that add weight and space constraints. While some engine manufacturers want to use engine-based technology to reduce the amount of aftertreatment, Jackson points out that a reduction in GHG and improvements in fuel economy may stop this from happening. We all understand that there is a basic trade-off between NOx and fuel economy. What I believe is going to happen is that the engine-based technologies are going to be largely directed toward reducing GHG and improving fuel
www.separfilter.com [email protected] (954) 523-9396
14
c ov er s t or y: H Y BR ID SYSTEM S
Ef f ic ienc y
Who you calling a hybrid?

by Sara Jensen
By using two or more sources of power, hybrid systems provide an opportunity to improve vehicle efficiency, fuel consumption and productivity.
ith the term hybrid being thrown around so much these days as manufacturers, and the global population, look for ways to reduce their carbon footprint, there can be some
more traditionally thought of engine and electric battery power combination. In some cases we may be operating with electric motors as a prime mover, in other cases it may be diesel engines, natural gas, or other energy sources, says Steve Zumbusch, Director of Advanced Platform Innovations at Eaton, Eden Prairie, MN. But hybrid reflects the ability to manage power through the multiple sources. Hydraulic hybrids, for example, have become more prevalent within recent years due to the amount of energy they can capture and reuse. [If] the vehicle is very heavy, thats where hydraulics shine, explains DeCoster. They can capture a huge amount of energy in a very short period of time, and then they can use that energy very efficiently and very quickly. The storing and reusing of energy is yet another
Braking energy captured by Bosch Rexroths Hydrostatic Regenerative Braking system is stored within high pressure accumulators for vehicle acceleration. By using the stored energy in addition to engine power for acceleration, the engine does not have to work as hard and consumes less fuel.
Bosch RexRoth
confusion as to what the word hybrid actually means. Tom DeCoster, Business Development Manager of Hybrid Drive Systems at Parker Hannifin Corp., Cleveland, OH, says when most people think of hybrids their minds automatically go to electric automobile applications. However, a vehicle does not have to run on electricity in order to be considered a hybrid. The textbook definition of a hybrid simply states that it is a vehicle which uses two or more sources of power. There are many types of technology combinations which constitute a hybrid besides the
way the industry defines hybrid. Hybrid technology in general is really geared towards taking wasted energy and converting it to energy that can be used, says Tim Wells, Product Manager at BAE Systems, Endicott, NY. Because the use and type of hybrid system is dependent upon a vehicles duty cycle and the
application in which it will be used , there are a wide variety of hybrid systems available in the market.
Electric hybrid drive system

The HybriDrive parallel hybrid system from BAE Systems (BAE) captures energy generated from
15
a 30% improvement in fuel economy. Wells notes that the HybriDrive parallel system is best suited for vehicles which operate at slower speeds, are known for using a lot of fuel, and make frequent starts and stops. In addition to the parallel system, BAE also has a series version of HybriDrive which has been in use in the transit bus market over the past 10 years (see sidebar, pg. 17 to learn more about the differences between parallel and series hybrids). In the series version the vehicles engine runs a generator to provide electrical energy. Electricity generated by the engine is fed to the batteries and power electronics, enabling the vehicle to be driven at all times by an electric motor. Use of the series hybrid system on transit buses has demonstrated a 50% improvement in fuel economy. This is due in part to having electrified all the normally belt-driven accessories, adding the
BAE SyStEmS
Ef f ic iEnc y
ers during the vehicle integration process. We always have to know what [the engine is] doing and what it wants to do, and we may want to change that based on our control technology, says Wells. In most cases, the engine manufacturer will grant BAE approval to change aspects of what the engine might normally do in various situations so the engine can better accommodate the hybrid electric control technology. Having the ability to adjust certain parameters on the engine enables BAEs control technology to keep the engine at a lower idle at times when it might want to rev up, such as during vehicle acceleration, and instead use the supplemental electrical power from the hybrid system to operate the vehicle in its usual manner without having the engine do all of the work. Collaboration with the vehicle OEM is integral, as well. BAE works closely with the vehicle manufacturer to ensure all components and systems will work together properly and efficiently. Working with the OEM also guarantees components of the hybrid system are put in the best and most economical place to match the needs of the end user. According to Wells, one of the biggest challengesfor all industriesis how to incorporate new and advancing technologies such as HybriDrive in a cost-effective and weight-optimized manner. When BAE first introduced its series hybrid, the system used lead acid batteries which added approximately 4,000 pounds
INSULATION EXPERTS
Hybrid Ground Combat Vehicle

BAE Systems is currently working with several other companies on hybridizing the Ground Combat Vehicle (GCV) for the U.S. Army. The vehicle will incorporate an electric hybrid drive system. Electrical energy will be generated by the vehicles two six-cylinder engines to provide power to the hybrid systems high voltage battery system, where the power will be stored for use when necessary, such as for powering various subsystems or auxiliary vehicle functions. The stored energy can also be used to help supplement engine power for driving the vehicle. Go to page 22 to read about BAE Systems work on the hybrid GCV program.
of weight to the vehicle. About four years ago Wells says the company switched to lithium-ion batteries which brought the weight of the system down to 800 pounds. In addition to reducing the weight of the system, using lithium-ion batteries brought about a change in the control technology BAE could utilize. It added a lot of additional features that we have now like engine-off motoring and electrifying more subsystems, says Wells. Greater vehicle electrification is also a development goal for BAE. One way the company will accomplish this will be to replace subsystems currently driven mechanically by belts with elec-
HIGH PERFORMANCE THERMAL INSULATION FOR HIGH PERFORMANCE OFF HIGHWAY VEHICLES
SHEET METAL, FOIL ENCAPSULATED, INTEGRAL - WEVE GOT THE SOLUTION
option of turning the engine off at various times and moving the vehicle. Along with the fuel savings it provides, HybriDrive also provides noise reduction benefits. Because the engine is run at its most efficient point, it is therefore not revving up, causing excess noise. Emissions are reduced as well due to the engines more efficient operation and lower fuel consumption. Simply put, If you burn less fuel, you create [fewer] emissions, says Wells. Because of the speed and frequency with which the hybrid system communicates with an engine, BAE works very closely with engine manufactur-
braking events and transforms it into electrical energy that is stored in batteries and used when necessary to supplement engine power. Energy that would go to waste is being used in lieu of fuel that would be consumed, says Wells. Using the stored electrical energy for vehicle acceleration or when the engine needs to work hard, such as for climbing a hill, keeps the engine running at its most efficient point for maximum fuel efficiency. Depending on the application in which the parallel hybrid system is being used, it can offer up to
DURABLE, RELIABLE, DEPENDABLE
951-736-9911 | www.thermalstructures.com 2362 Railroad St. Corona, CA 92880 2800 Airwest Blvd. Plaineld, IN 46168 (Mid-West Division)
16
tric driven motors. We also want to slowly but surely increase engine-off motoring so that we do more and more things with the engine off and use the electrical energy instead, Wells says. commercial vehicles which make frequent starts and stops throughout the day so that there are numerous braking events from which to collect usable energy. Currently Bosch Rexroth is focusing its efforts on implementing this technology on refuse trucks, but is also looking at additional on- and off-road applications. Only available as a parallel system at the moment, HRB is an additional system integrated into the vehicles driveline after the transmission. Garbacz says parallel hybrid architectures such as HRBs can be beneficial due to the fact that they can be deactivated without losing the ability to still drive the vehicle. If the system was to go down, you could still
Ef f ic ienc y
drive and use the truck, he says, which is especially useful for commercial fleets that cannot afford to have unscheduled downtime.
Hydrostatic regenerative braking

Bosch Rexroths, Charlotte, NC, hydrostatic regenerative braking system (HRB) is a hydraulic hybrid technology which captures braking energy that would otherwise go to waste and reuses it to help drive the vehicle. The system provides supplemental power to the engine so that it does not have to work as hard to perform certain tasks, leading to reduced fuel consumption. As the vehicle begins to decelerate, the HRBs axial piston unit captures kinetic energy created by the braking event and converts it into hydraulic energy. The energy is stored in high pressure accumulators until it is needed for vehicle acceleration. Once the vehicle accelerates, the hydraulic fluid flows back through the axial piston unit, which now acts as a motor to deliver energy to the vehicles mechanical drivetrain and supplement engine power. Hydraulic technology was chosen because it is robust and durable, as well as a known technology. OEMs, end users and vehicle maintenance professionals have been working with hydraulics for years, so they are familiar with how it operates and how to fix it if necessary. Tom Garbacz, Director, Hybrids and Systems at Bosch Rexroth, notes this familiarity with the technology is an important aspect to consider when developing a hybrid system. I think that [familiarity] plays a big role in the acceptance of the technology compared to an electric hybrid where [the technology] could be really foreign to some of the OEMs or service organizations, he says. The goal of HRB is to quickly store and use energy to reduce the workload put on the engine and save as much fuel as possible. Because of this, systems like HRB are best suited for heavy
Hydraulic hybrid system

First launched at bauma 2013, Spicer PowerBoost is a hydraulic hybrid system from Dana Holding Corp., Maumee, OH, which captures and reuses otherwise wasted energy from the drivetrain and working hydraulics to help power a vehicle. The system is an add-on solution that is compatible with the companys existing transmission portfolio. Spicer PowerBoost (PowerBoost) captures kinetic energy from
Parallel versus series hybrid systems

Hybrid systems typically come in two forms: parallel or series. A parallel hybrid is a system which gets added onto the existing powertrain of a vehicle. In a parallel system the engine is still mechanically connected to the wheels. Series hybrids, on the other hand, have no mechanical connection between the drivetrain and the wheels. Tim Wells, Business Development Manager at BAE Systems, explains that with a parallel system the energy captured and stored by the hybrid system is used to supplement the mechanical energy of the engine whereas a series hybrid provides the majority of the power for the vehicle and the engine often works as a generator or secondary power source. According to Tom Garbacz, Engineering Manager at Bosch Rexroth, parallel hybrids offer the benefit of being deactivated so that if there is an issue with the system, operators can still drive the vehicle while series hybrids enable the engine to be operated in a more efficient powerband.
Series hybrid system
Parallel hybrid system
BAE SyStEmS
17
c ov er s t or y: H y Br ID s y s t eM s
the drivetrain, particularly during braking and working eventssuch as shuttling operations. When the vehicle is accelerating and decelerating severely, theres a big opportunity to capture energy otherwise wasted, says Ettore Cosoli, Head of Off-Highway and Vocational Vehicles, Hybrid in the Advanced Engineering and Innovation Group at Dana. The captured energy is then stored in an accumulator for use when additional power is needed, such as when accelerating from a stop, lifting a load or driving into a pile of dirt. As a supplemental power source to the engine, the hybrid system can offer fuel savings between 20 and 40%. Cosoli says the amount of fuel saved is dependent upon the application and duty cycle of a vehicle. Heavy-duty equipment with frequent, intensive power demand fluctuation, and short and medium Y cycles will benefit most from using PowerBoost. Currently the system is being integrated into off-highway equipmentmostly construction and material handling vehicleswith additional applications, including refuse trucks, planned for the future. According to Cosoli, the core of the hybrid system is the mindware embedded into the Spicer PowerBoost Hub which is a mechantronic unit that acts as an energy management system, determining when, where and how energy will be captured, stored and used. Via the advanced control system, energy is directed to and from pumps, motors and accumulators in the driveline and used depending on specific vehicle needs. [It is capable of deciding] how to modulate the power absorbed by the diesel or by the accumulators in order to optimize a specific target, for example fuel savings or productivity, says Cosoli. For productivity improvements, the hybrid system injects stored energy from the accumulators into the driveline so that the vehicles traction is actually being powered by the stored energy instead of the engine. This enables the engines power to be fully devoted to other vehicle tasks, such as moving a bucket of dirt, which Cosoli explains is beneficial to increasing productivity compared to that of a conventional, non-hybrid vehicle. The PowerBoost system can also be configured to minimize engine idling by shutting off the engine and using energy stored in the accumulator for low-energy operations such as inching or low travel speeds. When the full power of the diesel engine is not [required]the system has the ability to buffer energy into the accumulators and then use this extra energy when needed, notes Cosoli. With the extra energy PowerBoost provides, the engine can actually be downsized, helping reduce some of the weight and space constraints OEMs may be facing when designing a vehicle, particularly for applications close to the 56 kW threshold. Compact vehicles below 100 kW could benefit from the potential downsizing of the engine below 56 kW, Cosoli explains, and [use] the extra power from the hybrid solution to compensate. As Dana continues to further develop and enhance its hybrid technology, it will expand beyond just capturing energy from the driveline.
The core of the PowerBoost system is the mindware embedded into the Spicer PowerBoost Hub, which directs energy to and from pumps, motors and accumulators in the driveline and uses it depending on specific vehicle needs.
Dana Spicer
Ef f ic ienc y
Scuderi Split-Cycle Engines

The Scuderi Split-Cycle Engine from Scuderi Group, West Springfield, MA, while technically not a hybrid, is categorized as such by the company because it supplements the combustion process with high compression air. It is also able to both generate and store energy, fitting into the definition some manufacturers use for hybrids. In the Scuderi engine, compression and combustion work is divided among the engines cylinders. A four-cylinder Scuderi Split-Cycle Engine, for example, would replicate an in-line four cylinder engine except that one cylinder would be dedicated to compression and three cylinders would be dedicated to combustion. Separating the two functions enables maximization and optimization of both functions, and provides higher efficiency and power levels, says Bill Wrinn, Director of Marketing and Communications at Scuderi. Separation of the compression and combustion work creates a working compressor on the engine. During certain times in the drive cycle, such as braking, energy from the compressor is stored in an air tank as compressed air. This stored air can then be used to supplement the combustion process when necessary during the drive cycle. In addition to creating a more efficient engine, Wrinn says the engine emits up to 80% less NOx (oxides of nitrogen). We believe a diesel-fueled Scuderi Engine would require less aftertreatment filtering given the low amount of NOx produced in the engine, he explains.
18
The next stages in the companys development process will involve capturing energy from a vehicles working hydraulics. Once this technology is fleshed out, Dana intends to combine driveline hybridization and hydraulics hybridization into a full vehicle energy management system. Using the captured braking energy as an additional power source provides fuel efficiency as well as energy efficiency benefits. We can actually make it selective so that you can shift between Economy Mode and Performance Mode, notes Zumbusch. He says the main difference between these two modes is how the engine is run. In Economy Mode the engine is kept running at its optimal fuel efficiency point while the energy stored within the accumulator is used to provide the necessary power for completing specific vehicle tasks. Once the accumulator is empty, the engine takes over provision of the power. And it is all done in a manner that is relatively transparent to operators, enabling them to continue working without interruption. In addition to fuel efficiency benefits, Economy Mode can help reduce noise levels. Performance mode, on the other hand, uses both the stored energy and the engine to provide power for vehicle tasks. When the accumulator is empty, the engine is solely responsible for providing power. The main goal of this mode is to improve the productivity of the vehicle, which Zumbusch notes some customers value more than increases in fuel efficiency. He says this is why Eaton built the capabilities to switch between the two modes into its hybrid system. Dan Koehler, Segment Director for Construction and Material Handling at Eaton, points out that with hydraulic hybrids there is an opportunity to downsize the engine due to the supplemental power the hybrid system provides. The additional power source enables OEMs to install a smaller sized engine without losing productivity. Not only does this help reduce the amount of space needed for the engine, but it also reduces the cost of the engine and its aftertreatment system. And because were running more efficiently, the heat load rejection required is less, adds Zumbusch.
Ef f ic ienc y
Cooling components such as radiators and fans can now reduce in size, as well. And when you run with smaller fans ,that requires less horsepower to run which means more horsepower leftover for operating the equipment. It has a snowball effect on it that certainly impacts the engines. The current hydraulic hybrid system for onhighway vehicles is a parallel system added to the
Hybrid power via regenerative braking

Originally begun as a hybrid technology for the on-highway market, Eaton is now evolving how its Hydraulic Launch Assist (HLA) technology is used in off-highway equipment, as well. It provided tremendous technology that were now in the process of carrying over into these other markets, says Zumbusch, Director of Advanced Platform Innovations at Eaton. HLA uses regenerative braking technology to capture, store and reuse otherwise wasted energy released during braking events. As a vehicle begins to brake, the generated kinetic energy drives a pump/motor as a pump, enabling it to transfer hydraulic fluid to a high-pressure accumulator. Nitrogen gas in the accumulator is compressed by the hydraulic fluid, and the system becomes pressurized. For vehicle acceleration, the hydraulic fluid carrying the captured energy is fed out of the accumulator, causing the pump/ motor to be driven as a motor which enables it to provide torque to the driveshaft and propel the vehicle forward.
In Hydraulic Launch Assists Economy Mode, the engine is kept running at its optimal fuel efficiency point while energy stored in the accumulator is used for performing vehicle tasks. Performance mode, meanwhile, uses both the stored energy and the engine to provide power for vehicle tasks.
Eaton
19
drivetrain of the vehicle. According to Zumbusch, many in the on-highway market were not ready for a fully hydraulic hybrid system as they were used to mechanical transmissions which had a connection between the engine and wheels. With a parallel system, operators could get the fuel savings and efficiency benefits of a hybrid, but if necessary, turn the hybrid system off and rely solely on the mechanical system. However, the next generation of the system has added a series hybrid solution. Those are the ones that actually have better opportunities for vehicles both on road and off road because it gives us more opportunity to manage the engine power as well, notes Zumbusch. Because off-highway applications have become comfortable with hydraulics and hydrostatic transmissions over the years, the use of hydraulic energy recovery technologies is not as much of an adjustment. Applications which HLA are best suited for include those with frequent starts and stops, as well as those that have periods of high power and low power usage. A lift truck, for example, may do several lifting operations throughout its workday as opposed to a lot of moving around the work site. In this case, HLA can be designed to capture the energy that would otherwise be released, and wasted, as the trucks lift moves down. Duty cycles are everything when it comes to which machines are candidates for getting a lot of improvements in fuel savings versus something else, says Zumbusch.
Ef f ic iEnc y
acceleration, the pump/motor mechanism is used as a motor to deliver the stored energy. The vehicle runs completely on the captured and stored energy, enabling the engine to remain at idle until there is a power demand that absolutely requires use of the engine, such as when the accumulators have run out of stored energy. Once the accumulators are empty, the engine is revved up just enough to power RunWises primary pump which then drives the vehicle hydrostatically. A power drive unit (PDU) replaces the transmission and handles the gear changes of the vehicle. According to DeCoster, RunWise is a three gear system of which the first two are hydrostatic. In first gearwhich runs from 0 to 25 mph and is also known as garbage collection mode,all acceleration and braking is completed by the hybrid systems pump/motors. During this mode the engine is not in any way connected to the rear axle. In second gearbetween 20 and 25 mphthe hybrid systems pump/motors again perform all vehicle acceleration and braking. When approaching speeds around 42 mph, the system goes into direct drive, also known as third gear. Direct drive is the only time during which the engine is mechanically connected to the rear axle in order to provide power for acceleration and braking. DeCoster explains that once you get to direct drive it becomes more efficient to run the vehicle in [this mode] than it would in hydrostatic. Because the first two gears are used when there are a fre-
& POWERFUL
SMALL, RUGGED
26
SMALL: Only 3 inches in
diameter. Design it where you couldnt put lamps before. Two mounting options for mounting exibility.
Hydraulic hybrid drive system

Designed for Class 8 refuse trucks, RunWise is Parker Hannifins Advanced Series Hydraulic Hybrid system which captures and reuses the energy recovered during braking events. We can capture approximately 70% of the energy thats available in a braking event, says DeCoster. As an advanced series system, RunWise replaces the transmission and controls a vehicles engine. When the brakes are applied, RunWises secondary pump/motor mechanism acts as a pump to capture brake energy that is normally dissipated as wasted heat. This energy is stored in the systems two accumulators and used as necessary to provide power for vehicle acceleration. During vehicle
RUGGED: Trilliant rugged
for survivability in the toughest environments.
POWERFUL: More than 1400 lumens of clean white light from a pound lamp. Uses 17.5 Watts across 10-48 Volts so multiple installations wont overload electrical systems. Flood or wide ood models available.
The Parker Hannifin RunWise system allows vehicles to run completely on braking energy captured and stored by the system. This enables the engine to remain at idle until there is a power demand that absolutely requires use of the engine.
Parker Hannifin
To learn more, visit: www.grote.com
20
quent number of stops and starts, there are enough braking events to provide the hybrid system the amount of energy it will need to power the vehicle. Direct drive, on the other hand, is best suited for times when there will be consistent vehicle travel and minimal braking events. Running the majority of the time on captured and stored energy allows RunWise to provide fuel savings in the range of 35 to 55%. DeCoster notes that the use of stored energy also provides natural productivity gains, between 5 and 15%. Typically with an automatic transmission the power has to run through the transmission and often the torque converters slip. With the hybrid system, however, power can be delivered very quickly to provide slightly faster vehicle acceleration. This reduced brake system use means the brakes are being maintained, and replaced, fewer times than on a conventional vehicle. According to DeCoster, instead of replacing the brakes two to four times, a year it is closer to once every seven years, if ever during the entire life of the vehicle. Because RunWise interacts so much with the engine, Parker works closely with the OEMs engine manufacturer to ensure proper communication and efficiency between the two systems. DeCoster explains that the engine manufacturer provides an engine calibration telling Parker which speed zones within the engine it can and cannot operate so as not to interfere with emissions control technologies. Parker then writes its own calibration that avoids emissions-related zones and instead operates the engine within the most efficient zone that remains. Our control engineers then take that calibration and work to make the most efficient use of the engines power to keep the engine optimized for performance, he says. While RunWise is currently designed for use in refuse trucks, there are other applications in which the technology is applicable, and Parker intends to investigate those as it further develops the technology. Where hydraulic hybrids shine is in a high payload with high start and stop duty cycles, says DeCoster.
Phoenix Internationals inverter is the brains of the electric drive system, managing power flow to and from the electric motor.
Phoenix international
Ef f ic ienc y
Solutions, Fargo, ND, has developed an electric drive system consisting of a power inverter which is closely integrated with a high power electric motor and receives commands from a system controller. The power inverter operates in torque mode for normal driving, speed mode during shift management, or voltage control mode if being used as a generator. Power is delivered to the drivetrain in motoring mode or used to capture braking energy for later use in whats known as generating mode. According to Dav id Gordon, Business Development Manager at Phoenix, the inverter is the brains of the electric drive system, managing power flow to and from the electric motor. The inverter reads the position of the electric motor in very high speed control loops and utilizes advanced switching methods to achieve inverter efficiencies of over 98%. Depending on the electric motor used, drive system efficiencies over 90% can be achieved. The inverter also monitors the electric machine for proper operation while constantly communicating with the system controller, which is the brains of the hybrid vehicle. The system controller commands the electric drive system in the same manner as a traditional drivetrain for power delivery and features electric braking capabilities which can be incorporated with traditional brakes. Gordon notes that the electric drive system may also support peak power delivery where the system controller commands peak output for short durations under special conditions (0 speed start on hill, high negative torque braking situations) while protecting against excessive wear which would sacrifice reliability. With the electric drive system torque can be delivered instantaneously, providing smooth and quiet acceleration of the vehicle. This helps make for a more comfortable ride for vehicle operators, as well as reduces noise levels on the jobsite. Gordon notes Phoenix inverters are well suited for high voltage, high torque/power applications. Knowing that electric drives have been used in locomotives and large mining equipment for many years indicates that the limits are not so much in power but in making the drive systems compact enough that they can fit on the smaller vehicles but still deliver the high power expectations, says Gordon. Currently, the company is partnering with Benteler Engineering Services to implement Phoenixs power inverter as the main power electronics module in refuse vehicles produced by MAN Trucks. Gordon says Phoenix is working with Benteler to install the inverter into the vehicle and tailor it to provide optimal performance in the application. While hybrid systems can take many forms, their main goal is to capture, store and use otherwise wasted energy. This energy can then be put to work supplementing engine power, enabling the engine to operate more efficiently, and emissions and fuel consumption to be reduced.
Power inverter for electric drives

To help power hybrid electric vehicles, Phoenix International, also known as John Deere Electronic
21
dr i v e t r a in s & c omp onen t s: h y br idiz at ion
Military vehicle hybridization

by Sara Jensen
DIGITA L E XC LUSIVE
n 2011, the U.S. Army began the Technology Development Phase of its ground combat vehicle (GCV) program. The Armys goal is to create a more modern fleet of combat vehicles which will not only be able to accommodate the latest technoto a generator system where it gets converted into electrical power, and is then delivered to the battery system where the energy is stored until it is needed to power various systems on the vehicle. In addition to its work with the BAE SystemsNorthrop Grumman GCV, Saft is also partner-
logical developmentssuch as those used for communications systems and weaponrybut also future technologies yet to be developed. BAE Systems (BAE), Endicott, NY, is one of two teams awarded a contract to develop the GCV. The BAE Systems-Northrop Grumman GCV will incorporate a hybrid electric drive system (HED) which BAE is developing in partnership with QinetiQ Group plc, Hampshire, United Kingdom. The HED will enable electric power to be
ing with CALSTART to test the use of the U.S.

Armys 6T configuration 12V lithium-ion batteries in commercial vehicles. Power stored in the batteries can be used to power vehicle subsystems as well as be used in conjunction with engine power to move the vehicle. When powering subsystems, the HED uses the stored energy within the battery system to provide the necessary energy instead of the engines. Deepak Bazaz, Program Manager Supporting the Ground Combat Vehicle Program at BAE, says the HED enables the vehicle to be used as a command post for shorter operations or setting up camp overnight. Instead of having to bring in generators to provide power when stationed in a specific spot, the GCVs hybrid system can be used to generate the necessary energy to run campsite operations. In a mode called Silent Watch, the engines can be turned off altogether, says Bazaz, and
provided to various subsystems within the vehicle, such as communications systems, or to a traction drive system (TDS) to help move the vehicle.
How the system works

Two six-cylinder engines are used to generate the energy necessary to power the vehicles 600V lithium-ion battery system, which was developed by BAE and Saft SA, Bagnolet, France. Energy generated by the engines is first sent
Utilization of a hybrid system in military vehicles improves personnel survivability while also offering a base for future technology implementation.
Through the ground combat vehicle program, the U.S. Army intends to modernize its fleet for improved personnel survivability, as well as the implementation of new and future weaponry, communications and other vehicle technologies. BAE SyStEmS
22

the basic mission functions of the vehicle can be conducted all on battery power. Sensors, computers and various other operation-critical systems can all be run using only HED. Having the capability to turn off the engines, without losing certain vehicle functions, increases the safety of military personnel by reducing the amount of noise and heat the vehicle would otherwise create if running the engines. [This] helps from a survivability standpoint because [the enemy] cant detect you if youre just running on battery, he says. When not being used to run auxiliary functions, the power stored in HEDs battery system can be delivered to the TDS to help propel the vehicle forward. Designed in conjunction with QinetiQ, TDS is an electric drive propulsion system that is used in place of a traditional transmission. Bazaz says TDS is essentially a set of motors which convert the electrical power from the hybrid system back into mechanical energy that is then used to drive the tracks of the vehicle and move it forward. According to Bazaz, being composed of motors enables TDS to provide full torque at any speed. Even if youre starting from a dead stop you can bring full torque, which allows you to have a jackrabbit start versus a more conventional system where you have to rev up the engine [before] the system starts responding, Bazaz says. He explains further that if two vehicles were lined up next to each other and the only difference was that one had a hybrid system and the other had just an engine, the hybrid vehicle would demonstrate a significant improvement in acceleration from the starting line. Thats important because after youve conducted your mission, you want to get out of there, and quickly, Bazaz explains. Thats part of your survivability; be able to do what you need to do and have a high mobility that propels you to your next spot to conduct your next mission.
DIGITA L E XC LUSIVE
The hybrid electric drive system BAE Systems is developing in conjunction with QinetiQ for the ground combat vehicle (GCV) provides electric power to vehicle subsystems instead of the engine. The electric power can also be used in conjunction with the GCVs two engines to power a traction drive system and propel the vehicle forward.
BAE SyStEmS
23
diGi ta L e Xc LUsi v e
Why go hybrid?
Helping improve operator survivability is one of the biggest benefits BAE sees for utilizing the hybrid system in the GCV. Thats very important because we didnt develop or mature [the hybrid technology] because its the cool thing to do, says Bazaz. We definitely see some operational benefitsand a lot of them are near-term, but [a hybrid] also opens up the door to future opportunities. gets than an M1 or Bradley infantry fighting vehicle or a ground combat vehicle. Fewer deployments of fueling trucks equates to an increased likelihood of saving lives. In a similar vein, the improved lifecycle of the hybrid system over conventional systems reduces the amount of times personnel have to take spare parts out into the field to perform maintenance. Bazaz says there are fewer moving parts incorporated into HED, minimizing the chances of the system breaking down.
Near-term benefits
Bazaz says the modularity of HED can be beneficial to the design of a vehicle. Because HED is an electric hybrid system, the engines do not have to be coupled to a transmission or the vehicles electronics system. This enables designers to determine the best possible placement of the engines within the vehicle. It also allows the hybrid system and engines to be packaged in different vehicle configurations. You could bring [the] hybrid [technology] to legacy platforms and significantly improve performance and fuel economy on those platforms, notes Bazaz. As is the case with the majority of hybrids, HED provides the opportunity for improved fuel economy. This is due in part to the sizing of the engines. Because HED is able to provide power for auxiliary functions as well as supplemental engine power, the engines have been sized for their optimum operating point. By sizing the engine more efficientlywhich often equates to it being a smaller enginethe vehicle is able to run as a more fuel efficient system. Besides the obvious monetary benefits of using a more fuel efficient system, Bazaz explains there is also a human capital benefit. With the hybrid GCV requiring less fuel, the need for fueling convoys to be sent into harms way will be reduced. Our enemy [has] recognized that one way to impact our soldiers is to cut off their fuel supply, says Bazaz. Those fuel convoys are easier tar-
Future benefits
The electronic architecture HED provides makes it easier for additional technologies to be added to the vehicle as they mature. As vehicle technologies continue to advance, such as those for weaponry, it will be more beneficialand cost effectiveto already have a system in place on the vehicle that will be able to provide the necessary power for those technologies. According to Bazaz, most of the military vehicles currently available generate power in the 20 kW range, whereas the GCV can generate 1 megawatt of power. It opens up the door to technology insertions we havent even thought of yet, explains Bazaz. Its important to build a system with that growth in mind rather than limiting yourself to what a conventional system would give you. Instead of having to add an auxiliary power unit, for example, to get the additional power to run the newest technology, the hybrid system will already have the capability to handle the power requirements. Bazaz says the hybrid system is ready for production and integration into the GCV, which the U.S. Army intends to begin fielding by 2015-2017.
OEM Off-Highway | july/August 2013
24
DE sIGN & M a Nufac t uR ING: s ys t E M IN t EGR at IoN
ENGINEER ING
Design integration steps up the game

by Curt Bennink
Systems integration creates unique solutions providing competitive advantage to OEMs.
Nothing takes the place of having all of your design engineers sitting around the table and the engineer who is producing the axle knows exactly what the transmission engineer [is] going to do and the engineer who designs the engine knows what the peak torque needs to be, says Doug Phillips of Volvo CE.
VolVo ConstruCtion EquipmEnt
ntegrated design allows OEMs to offer unique capabilities and features. With components and sub-systems communicating with each other, the whole is better than the sum of individual components. Emissions regulations and the associated
Wheel loader design leaps forward

With the current wheel loaders, systems integration balances the power of the engine, drivetrain and implement systems, resulting in quick response, acceleration and power while significantly improving fuel efficiency. And telematics integration provides more information for owners and operators. For example, we can tell if the operator is using the Cat Engine Idle Management system (EIMS) by how much idling fuel consumption is reported through Product Link, notes Bill Campbell, Senior Application Specialist, Medium Wheel Loaders at Caterpillar Inc., Peoria, IL. By
Cases SiteWatch, a new telematics offering, enhances the visibility of the activity of the loaders remotely, allowing a comparative, scientific review of utilization, downtime and productivity.
CasE ConstruCtion EquipmEnt
electronic capabilities have accelerated this trend. Tier 4 regulations changed the game. Every manufacturer has increased manufacturing costs, notes Doug Phillips, Product Manager, Volvo Construction Equipment, Brussels, Belgium. This cost must be passed on to the customer. To compensate, new technologies make machines easier to operate, more productive and more fuel efficient. Two product lines in particularwheel loaders and Class 8 trucksdemonstrate the efficiency possibilites able to be achieved with optimized design system integration.
25
De sign & M a nufac t ur ing: S ys t e m In t egr at ion

simply applying the parking brake, EIMS reduces the idle revolutions per minute to about 650 rpm. Since this size wheel loader idles 30 to 50% of the time, this means up to half a gallon or more fuel savings per hour. Powertrain integration has also led to selectable power mode options. OEMsincluding Cat, Case, Doosan Kawasaki, Komatsu and Volvooffer power modes that tailor the power curve of the engine. Typically power mode provides full machine performance at the expense of fuel economy. Then there are economy modes that slightly de-rate the machine to save fuel when working with lighter materials, when full power is not necessary. wear on the engine and torque converter, and it builds up heat. Reverse By Braking provides a better solution that is seamless to the operator. When the operator shifts from forward to reverse without applying the brakes the machine goes to neutral, the engine drops to idle and the brakes are applied. The application of the brakes depends on how far down the operator depresses the accelerator pedal. Reverse By Braking saves on components and improves cycle times. In addition, there is fuel savings. We usually see between 10 and 12% fuel savings in short-cycle loading on machines with OptiShift, says Phillips. And the transmission fluid is typically 15 degrees cooler. The transmission on Volvo loaders also features an Auto Mode for jobsites with multiple operators, adds Phillips. This feature determines how you like to operate. It sets a shifting pattern designed especially for a particular operator. If I get in the machine and operate it differently than you, it sets a shifting pattern for me. Caterpillar also uses system integration to develop unique efficiency features to help offset the high cost of fuel. Efficiency is measured by calculating the material moved per gallon of fuel burned, explains Scott Britton, Product Application Specialist for Small Wheel Loaders at Caterpillar. The small wheel loader product line (924K/930K/938K) uses an intelligent power management system. It governs the hydrostatic drivetrain, engine control and implement system, and always monitors operator input and available power to allow for the most efficient operation possible. Then there is the 966K XE with advanced powertrain. The Caterpillar continuously variable transmission in the 966K XE is more than just a drop in transmission but rather is an advanced powertrain with deep system integration between the engine, transmission, hydraulics and cooling system, says Bryan Vogt,
ENGINEER ING
Systems integration can often lead to the development of unique machine features, such as Volvo CEs OptiShift for wheel loaders. With this feature, operators shift from forward to reverse without applying the brakes; the machine goes to neutral, the engine drops to idle and the brakes are applied.
VolVo ConstruCtion EquipmEnt
A collaborative effort
Developing integrated systems requires close collaboration between various component designers or suppliers. For instance, Volvo CE manufactures and designs its own components. This enhances communication. Nothing takes the place of having all of your design engineers sitting around the table and the engineer who is producing the axle knows exactly what the transmission engineer [is] going to do and the engineer who designs the engine knows what the peak torque needs to be, says Phillips. As they are making changes on their part of the machine they are also conferring with the engineers across the table to make sure all of these components are made to work together. The result of systems integration is often a unique feature that differentiates an OEMs product. In the case of Volvo CE wheel loaders, this includes OptiShift. Standard on 5- through 9-yd. machines, it is comprised of two technologiesa lock-up torque converter and Reverse By Braking. Operators working in shortcycle loading like to use the transmission and torque converter to stop and change directions instead of the brakes. This increases
26

Engineering Manager, Caterpillar Medium Wheel Loader Performance & Controls. The magic with the 966K XE is in the control strategy, says Campbell. This has taken years to perfect, but the result is fuel savings up to 25% compared to previous models. control in the hands of the owner and operator. The use of ancillary controls that influence and interact with how the operator utilizes the machinery is a growing trend of differentiation between brands, notes Rob Maringa, Brand Product Manager at Case Construction Equipment, Racine, WI. Since most owners are not necessarily operating the wheel loaders, their ability to not only monitor but also control how the wheel loader functions on the jobsite is a key factor to operational efficiency and fuel efficiency. For example, Cases new telematics offering, SiteWatch, enhances the visibility of the activity of the loaders remotely, allowing a comparative, scientific review of utilization, downtime and productivity. The key to Komatsus fuel efficiency is SmartLoader Logic. It uses machine inputs such as boom position, work equipment pressure and accelerator position to provide input to the machines controller which then decides when it can reduce torque to save fuel, explains Armando Njera, Product Manager, Wheel Loaders at Komatsu America Corp., Rolling Meadows, IL. For example, during a load and carry application, the return trip does not need as much power since it has an empty bucket. The machine recognizes this and manages the fuel wisely without impacting productivity. Additionally, Komatsus telemetric system KOMTRAX is fully integrated with SmartLoader Logic and the Tier 4 Interim engine system to continually monitor and record machine health and operational data. Information such as fuel consumption, maintenance tracking and error code communication help keep machines working, says Njera.
ENGINEER ING
and axles. McKenna cites three main benefits to the customer:
#1: Hardware
Various mechanical devices still have to work efficiently together. For example, the right horsepower with the correct engine profile must be mated to the optimal transmission connected to the proper drive axle arrangement.
The advent of smart machines

Kawasaki used system integration to develop a machine that thinks with the IntelliTech Operating System. All Z7 models have the IntelliTech System which consists of: Intellidig (balances rim pull force and hydraulic digging force to match conditions), Simuload (allows simultaneous action of lift and tilt while digging), QuickCycle (speeds loading cycles), FlexShift (varies the shift points of the transmission to match working conditions) and Efficient Acceleration (prevents over-acceleration which ultimately wastes fuel), explains Gary Bell, Vice President and General Manager, KCMA Corporation, Kennesaw, GA. With an increase in sensors, the system captures every aspect of the working conditionsground speed, hydraulic demand, etc.and adjusts the powertrain and hydraulics accordingly. [Intellidig] automatically meters hydraulic power to the cylinders powering the bucket-digging force and the wheels rim pull force, allowing ideal allocation of power for the fastest, most efficient bucket fill, notes Bell. Systems integration is helping to place more
Integration of Class 8 trucks

Not many years ago, it was common in the Class 8 trucking space for customers to spec their preferred brand of engine with their preferred brand of transmission and axles. While you can still order a truck this way, there has been a definite move toward total vehicle integration where the manufacturer offers a proprietary engine, transmission or axle package. In theory, this practice offers customers a total vehicle system fully optimized for performance and efficiency. Vertical integration... was a good decision years ago, but with the current cost of diesel fuel at $4 per gallon, its a great idea today, says David McKenna, Director of Powertrain Sales, Mack Trucks, Greensboro, NC. The immediate benefit is the capital cost of the vehicle. Providing three or four different engine manufacturer choices for each chassis model can drive up the cost. A significant amount of that cost can be directly attributed to EPA HDDE (heavy-duty diesel engines) emissions compliance for each engine offered, not to mention the complex installation and cooling opportunities. Mack Trucks offers a Pedigree Powertrain that consists of a Mack engine, transmission
The Volvo I-Shift knows exactly the performance of the Volvo engine mated to it, and will select shift points based on the whole realm of dynamic inputs.
VolVo Trucks NorTh AmericA
27

#2: Software
ENGINEER ING
Greensboro, NC. So customers specing the XE package can expect up to a 3% improvement when compared to other overdrive transmissions in a similar operation. The technology that enables the Volvo engine and transmission to act as one is the communication we achieve with a proprietary interface, says Stadler. This allows us to give the transmission authority over the engine in some instances and allows the design to be optimized to a higher level of performance. Volvo Trucks developed the 12-speed I-Shift automated manual transmission that is standard on all Volvo-powered trucks, including the vocational VHD and VNX heavy-haul tractor, to work as an optimized package with its engines. I-Shift has a number of specialized features to enhance performance in difficult situations, says Stadler. These include Power Launch, Rock-Free, Downhill Control, Greatest Possible Downshift and Avoid Shifts. By using microprocessor technology, integrated sensors continuously monitor changes in road grade, vehicle speed, torque demand, weight and air resistances to place the truck in the right gear, per the conditions, with smooth and optimum shifts which extends clutch life and service intervals. I-Shift reduces wasted revs and boosts fuel efficiency. In addition, it helps improve driver safety by reducing fatigue and allowing drivers to give their full attention to operating the vehicle. We are sometimes asked, what are the shift points of the I-Shift? The I-Shift knows exactly the performance of the Volvo engine mated to it, and will select shift points based on the whole realm of dynamic inputs, Stadler explains. An integrated electrical system ties everything together. The communication between the engine and transmission is important and the electrical integration is a key to successful performance of the engine, notes Stadler. Volvo engineers develop an electrical platform that closely interacts with all the components within the vehicle. They use that platform to ensure the electronics communicate the correct information to the transmission so it can place the engine in the correct gear based on the current road conditions. Daimler Trucks has also made strides in vehicle integration through its line of Detroit engines, axles and transmissions. An example is the Detroit DD15 engine with the DT12 automated mechanical transmission. The DT12 transmission and DD15 integrate and leverage shift schedules only achievable by both components being offered by one manufacturer, says Brad Williamson, Engine and Component Marketing, Daimler Trucks North America, Portland, OR. Another benefit of an integrated powertrain design is to be more cost efficient when emissions and regulatory changes occur, says Williamson. These changes often require thousands of man
Communication and control are two key items to manage vehicle performance. Each applicable powertrain module must communicate with the other in a timely manner (milliseconds) and communicate in a language that is understood. The amount of information exchange must be 100% all of the time so the engine knows exactly what the transmission is doing (and sometimes what it may do). This can improve vehicle performance while simultaneously lowering fuel consumption.
#3: Uptime The Detroit DT12 transmission and DD15 engine integrate and leverage shift schedules only achievable by both components being offered by one manufacturer.
Daimler Trucks NorTh america
Unplanned downtime adds nothing to the customers bottom line or credibility with an OEMs customers. The mDrive 12-speed automated manual transmission is one part of an integrated package offering. For example, the Mack Super Econodyne MP8-445SE engine/mDrive/C120 drive axle combination features an engine that is comfortable cruising at 1,150 rpm at highway road speed. This reduces noise, vibration and fuel consumption. But is it is not as simple as clipping 300 to 400 rpm off the typical cruise speed, says McKenna. This involves matching the SE engine to the 12-speed mDrive and allowing the engine to remain at ultra-low rpms for highway cruise speeds, while shifting to 11th gear to maintain a higher road speed when operating on rolling hills, and still be well below typical engine rpms. There
are certain occasions when the mDrive may actually take over full authority from the engine to maintain optimal performance, he adds.
Integration allows new solutions

The integration of components allows truck manufacturers to pursue concepts that would not otherwise be possible. For instance, Volvo Trucks integrated powertrain allowed the introduction of the XE exceptional fuel efficiency concept, which improves fuel efficiency by reducing engine rpm at a given road speeda concept Volvo Trucks calls downspeeding. Fuel efficiency improves by about 1.5% for every 100 rpm of downspeeding, says Chris Stadler, Product Manager, Volvo Trucks North America,
28

hours to design, test, validate, optimize and integrate various components. So instead of repeating this process with multiple brands of components, our integrated design makes the process less challenging and ultimately more efficient. The Detroit integrated powertrain is monitored by Virtual Technician. [This is] Detroits proprietary on-board diagnostic system that monitors and communicates directly with truck owners on all potential and real issues, reducing downtime, says Williamson. Daimler Trucks worked with NAVTEQ, a provider of digital map data for location-based solutions and vehicle navigation. Using advanced digital map slope data from NAVTEQ, RunSmart Predictive Cruise combines high precision GPS road coordinates with road grade data of more than 200,000 miles of the most widely used truck routes in the continental United States. Truck OEMs have also introduced collision avoidance systems that rely on systems integration. The performance and capabilities of integrated products adds value for the end user otherwise not possible by using off-the-shelf components. OEMs in several industries including the onhighway trucking market and stop-and-go duty cycle industries like construction and mining can develop optimized and efficient system solutions to offset extra costs incurred from emissions regulations while effectively differentiating their product offerings from the competition. Curt Bennink is a field editor for OEM OffHighways sister publication, Equipment Today, as well as a frequent powertrain technology columnist for us.
While others are having a devil of a time meeting the latest U.S. emission standards, Hatz has risen to the next generation of Tier IV Final engines. Its almost supernatural how our engineers eliminated over 90% of nitrogen oxides (nox) and particulate matter (pm) from our emissions to get approval from those on high. But its all part of Hatz commitment to keep making a complete line of worldwide emission-compliant engines. So power your equipment with Hatz Tier IV Engines and youll be a saint with the higher powers.
Where is integrated design headed?

An example of where integrated design is headed can be seen with Daimler Trucks Predictive Powertrain Control. The trucks cruise control system sees the topography of the road ahead. The powertrain then responds in the most fuelefficient manner. Unlike a cruise control system that tries to maintain a given engine speed regardless of the terrain ahead, the Predictive Cruise uses GPS to look at the terrain up to a mile ahead. The system adjusts the actual speed of the truck for maximum fuel efficiency based on the terrain, while staying within 6% of the set speed.
REVIEWS OF HATZ SMOKE FREE ENGINES ARE OUT OF THIS WORLD.
HATZ DIESEL OF AMERICA, INC. P.O. BOX 258 WAUKESHA, WI 53187-0258 TEL: 262.544.0254 FAX: 262.544.6120 EMAIL: [email protected] Visit our web site for product and distributor information www.hatzusa.com
29
elec t r ic a l & e l ec t r onic s: sen s or s
e lec t r if ic at ion
Inertial measurement sensors migrate from job site to farm land

by Ben Nelson, Sr. Application Engineer Speed and Position at Honeywell Sensing and Control
griculture equipment operators often face the risk of rollovers due to rolling hills and soft ground, making operator safety a key priority. At the same time, they need to optimize crop yield, which can be lessened by manual functions employed on the farm
vehicles. As the need for increased safety and crop yield improvements continue to be top concerns of farm operators, the use of six degrees of freedom (6DOF) inertial measurement units (IMUs) as part of the equipments electronic control systems are now starting to migrate from construction to agriculture equipment. Inertial measurement unitswhich use several accelerometers and gyroscopes to provide accurate and precise motion, position and navigation sensingimprove motion sensing on the equipment by providing measurements for translational (up/down, left/right, forward/backward) and rotational movement (roll, pitch and yaw). These measurements provide key equipment data that enables the accurate and precise control of the vehicles performance. The benefits translate into increased equipment accuracy, safety and stability as well as improved operator productivity. Incorporating a 6DOF IMU into the equipments control module in the chassis to measure the motion of the equipment can help automate and control manual processes. Examples include automatically adjusting head blade levels on harvesters or planter heads on tractors to maximize crop yield and improve performance.
The use of six degrees of freedom inertial measurement units as part of an electronic control unit can help improve the safety, and efficiency, of agricultural equipment.
The 6DF IMU 6-D Motion Variant provides six dimensional motion sensing over six degrees of freedom by sensing translational movement in three perpendicular axes (surge, heave, sway) and rotational movement in three perpendicular axes (roll, pitch, yaw).
Honeywell SenSing & Control
Automating some of these manual processes provides more precise control than operators can achieve.
30

Packaged in an aluminum housing, the Honeywell 6DOF IMU withstands harsh environments including dust, stones, dirt, pressure washing, humidity and chemicals.
Elec t r if ic at ion
The IMU measures the movement of the farm machinerys chassis, sensing in all six directions. It measures whether the chassis is rotating left or right, the inclination of angle (up or down) and if there is any rolling or tipping. This motion sensing can aid operators by optimiz-
Honeywell 6DOF motion sensor

The Honeywell Sensing and Control, Golden Valley, MN, inertial measurement unit (IMU) 6-D Motion Variant provides motion, position and navigational sensing over six degrees of freedom (6DOF). The 6DF Series IMU uses microelectromechanical system (MEMS) technology to measure translational movement in three perpendicular axessurge, heave and swayand rotational movement in three perpendicular axesroll, pitch and yaw.
IMUs assist in steering control applications by providing tipping data and preventing the vehicle from moving sideways on hills by using the yaw, pitch and roll data in combination with GPS. These motion sensors can play a significant role in preventing vehicle rollover, particularly when travelling over rolling hills or on inclines. The IMU can provide a warning to the operator when the vehicle is approaching an angle of tilt or inclination. The data from the IMU also may trigger the fuel to shut off, or in a rollover situation, it may make adjustments to the wheels and steering, depending on the equipment manufacturers design parameters.
ing the machine performance, and minimizing fatigue since operators no longer have to make constant tweaks and adjustments to the equipment. It also allows for less skilled operators to run the equipment. If the operator can accurately and precisely control the height of the harvester head blade, for example, relative to the ground position or angle of the vehicle, fewer crops will be left in the field during harvesting. With the data from a 6DOF IMU, farm operators can optimize planting and harvesting tasks by ensuring a flat field for planting, and/or automate harvester blade and planter head adjustments to maximize crop yield in rolling fields. Yield loss is often related to blades set to a single height on the harvester. An IMU can sense the rolling hills of the field or differences in terrain, automatically adjusting the blade heights accordingly when moving from flat, level ground to rolling hills.
Critical safety applications

In safety applications, 6DOF IMUs can be used for stability and steering control, and rollover prevention. Sensor manufacturers can provide any type of signal conditioning required to work with sensor units. The IMUs help provide ride/motion control to stabilize the vehicle cabin from excessive vibration and movement, particularly on uneven fields. The benefit is two-fold: improving operator safety, and extending the vehicles life due to a reduction in vibration and mechanical stresses. It also helps reduce operator error by providing traction on uneven surfaces such as rolling hills.
characteristics. These include durability, stability over a wide operating temperature range, ease of integration, and accurate and precise measurement. The sensors should provide a robust package that protects it from harsh environments including dust, dirt, stones, pressure washing, humidity and chemicals. A wide operating temperature range will aid in withstanding thermal extremes, preventing device failure. The devices also should meet IP67 and IP69K ratings to provide additional environmental protection, together with electromagnetic interference
Maximizing crop yield

Accurate and precise harvesting, planting and grading are among the top concerns of farm operators in order to maximize crop yield. Operators typically have to pay close attention to the field terrain. For example, if they are going up or down a hill they manually have to make adjustments to the farm machinery to accommodate for the uneven fields.
Selecting a motion sensor

When selecting an IMU, farm equipment manufacturers should pay attention to several design
31
Six-dimensional motion sensing enables precise control of equipment functions such as adjusting planter heads on tractors to increase operator productivity and to improve crop yield.
(EMI) and electromagnetic compatibility (EMC) ratings to protect against radio frequencies. The IMU should meet the SAE J1939 standard transportation protocol for communications in construction and heavy vehicles. This allows the output of the sensor to communicate with the vehicles electronic control unit (ECU). Although using an accelerometer or inclinometer is often a lower cost solution than using an IMU for farm equipment applications, it requires a lot of upfront design work. In general, when integrating an accelerometer or inclinometer into a vehicles ECU, the engineer has to
design a housing to protect the device, figure out a way to deal with drift over temperature, and determine the best way to incorporate it into the board and connect the sensor to the vehicle control system. A key benefit of an IMU is its ease of integration. It can reduce the time required by a designer to integrate the sensor unit into the vehicle control system by offering 6DOF motion sensing in a single package. It also provides precise and accurate motion sensing data to keep equipment operators safe, while lowering the risk of equipment damage.
32
GR EEN P R ODUC T S
Tier 4 Engine Cummins Inc.s 4-cylinder QSB3.3 engine provides a 10% increase in power output compared to Tier 3 engines while also meeting Tier 4 Interim/Stage IIIB emissions standards. The small-sized engine works well in off-highway equipment such as compact excavators, skid steers, telehandlers and small cranes. Provides up to 120 hp (90 kW) with peak torque of 306 lb.-ft. (415 Nm) High Pressure Common Rail (HPCR) fuel system provides clean and efficient combustion, for 5% better fuel efficiency than Tier 3/Stage IIIA engine Features variable flow turbocharger to improve boost across wider range of engine speeds Includes a Cummins Compact Catalyst for efficient PM reduction Utilizes compactly designed EGR system Direct Flow air filtration gives smaller installation profile and improved filtration efficiency Flow Turbocharger with electronic control manages cooled EGR flow across entire rpm range Provides clean operation via crankcase ventilation system with highly-efficient coalescing filter Full-authority Quantum electronic controls manage all components Engine Start Module Maxwell Technologies Inc. introduces a 12V ultracapacitor module that ensures reliable engine starting for commercial trucks and other heavy vehicles. Incorporates patented ultracapacitor technology Stores energy in an electric field Enables ultracapacitors to charge and discharge in as little as fractions of a second Performs normally over a broad temperature range -40 to 65 C Operates reliably through one million or more charge/discharge cycles Resists shock, vibration and overcharging Helps to avoid vehicle starting problems in cold weather or when batteries are drained by repetitive starting or climate control and other driver comfort functions Provides reliable starting for diesel engines up to 15 liters at temperatures down to -40 C Biodegradable Hydraulic Fluid The RSC Bio Solutions EnviroLogic 3000 Series is a high performance line of readily biodegradable, nonhazardous hydraulic fluids. Reduces environmental impact in the event of a leak or spill Performs in extreme high temperatures (250 F), low temperatures (-40 F), and high pressure (5,000+ psi) applications Formulated from biodegradable non-toxic base stocks that afford exceptional oxidation and thermal properties Traction Inverter Arens POWERPAC Traction Inverters provide vehicle OEMs with compact, high power reliability for truck, bus, agricultural and construction equipment applications. The POWERPAC 100kW was designed for use in hybrid vehicles. Features a high power density Includes automotive grade components Offers an industry-leading Power Cycle life Cast enclosure is sealed to IP-67/6K9K Provides intelligent thermal protection Traction Inverters Arens POWERPAC traction inverters provide vehicle OEMs with compact, high-power reliability for truck, bus, agricultural and construction equipment applications. High power density and power cycle life Includes automotive grade components Cast enclosure is sealed to IP67/6K9K Provides intelligent thermal protection and small footprint Standard version rated for 360V DC input with peak power of 60kVA Additional power ratings available Exhaust-Gas Aftertreatment Systems Bosch Emission Systems has begun series production for its exhaust-gas aftertreatment systems for on-highway and off-highway applications. This is a joint venture between Bosch, Deutz and Eberspcher focused on applying vehicle-specific solutions for exhaust-gas treatment to a number of applications including mobile machinery, forklift trucks, stationary machinery, buses and local authority vehicles.
Reduces particulates with diesel particulate filter Optional burner system and the diesel oxidation catalytic converter regenerate temperature to keep system operating smoothly Converts high level of nitrogen oxide via AdBlue tank and reduced SCR catalytic converter, ensuring always right preparation of agent for the operating values
Hydrogen Sensor Designed for hydrogen monitoring, the NTM SenseH2 from NTM Sensors is a chemi-resistive ceramic sensor that exhibits a highly sensitive, selective and rapid response to the presence of hydrogen in ambient air. Measures hydrogen concentration levels between 0.25 and 4.0% Provides a repeatable and stable response to low levels of hydrogen, even in the presence of CO, CH4 and VOCs UL, CE and ATEX approved for use in hazardous locations High sensitivity to H2 provides reliable signal without false positives Insensitive to humidity, temperature
OEM Off-Highway | July/August 2013
33
GR EEN P R ODUC T S
24V Power Converter/Battery Charger Progressive Dynamics, Inc. introduces the 24V power converter/battery charger in 25 and 40 amp configurations. Includes built-in Charge Wizard, a patented four-stage charging system Constantly monitors battery and automatically adjusts converter output voltage based on charge status Offers reverse battery protection and electronic current limiting Well suited for specialty vehicles including battery charging for buses, delivery trucks, emergency vehicles, and over-the-road trucks with sleeper cabs Hydrocarbon Dosing System The Fluid Control Division of Parker Hannifin Corporation has introduced a Hydrocarbon Dosing System to the diesel industry. Can be used in a variety of medium- to heavyduty diesel engine applications Controls dosing of diesel fuel into exhaust upstream of Diesel Oxidation Catalyst to allow efficient regeneration of the Diesel Particulate Filter Eliminates need for injector cooling lines while offering atomization for improved fuel evaporation Valve control manifold can be mounted away from hightemperature and high-vibration exhaust areas Reduces unwanted fuel coking at nozzle by utilizing air purge sequencing Contains fewer components, enabiling it to be lighter, faster to assemble, and easier to maintain Sealed Power Distribution Module Cole Hersee, the Commercial Vehicle Products division of Littelfuse Inc., introduces the HWB18 sealed power distribution module (PDM), a compact PDM for use in space-constrained vehicle battery compartments. Features 18 slots Accepts plug-in circuit protection components with 280 style footprint, including Delphi MetriPack 280 terminals, cable seals, and cavity plugs Stands up to road splash and salt spray, providing robust protection to devices Ability to accept mini-fuses, relays, circuit breakers and diodes enables handling of added equipment frequently found in heavyduty vehicles Includes IP67 sealing Liquid-Only Urea Dosing System The proprietary design of the spray nozzle on the Cummins Emission Solutions EcoFit UL2 Liquid-Only Urea Dosing System offers improved urea atomization. Freeze-robust components allow for optimal pump-priming and the prevention of crystallization throughout the unit Offers proven reliability throughout the year in varying climates Intelligent doser, with temperature and pressure sensors at point of injection, allows for flexible vehicle integration by accommodating varying dosing line lengths without affecting controls Dosing nozzle provides improved oxides of nitrogen (NOx) conversion efficiency rates www.oemoffhighway.com
Agriculture
Construction
Material Handling
Powergen
Turf
Were working every second, minute, hour, day and year around the world.
Our engines make a difference.
www.perkins.com
34
GR EEN P R ODUC T S
SCR System DEF Combination Sensor SSI Technologies Inc. announces the launch of an SCR System DEF combination sensor to monitor urea level, temperature and concentration. These sensors are designed to meet pending worldwide emissions regulations that will require on- and offroad OEMs to monitor DEF quality and concentration for mandated emissions control associated with SCR systems. Utilizes ultrasonic technology Features an in-tank design with OBD capability Offers detection of 10% or greater water dilution of DEF Detects DEF contaminants such as diesel fuel, water, windshield washer fluid, brakes fluid, motor oil, gasoline and anti-freeze Includes high resolution (0.5 mm) DEF level monitoring for OEM operator information Nickel Carbon Supercapacitors Kold Ban International (KBi) introduces the next generation of its KAPower Nickel Carbon Supercapacitors (aka Ultracapacitors). KAPowers proprietary asymmetrical double layer design meets the engine cranking demands of todays accessory laden engines. Offers alternative to lead-acid batteries for engine starting Uses physical reaction to store and release energy Nickel and carbon electrodes, non-conducting separators and alkaline electrolyte inside each cell provide asymmetric design for Faradaic pseudo-capacitive behavior Eliminates no starts from a dead battery, allowing an engine to crank regardless of the state of the batteries Can be fully recharged to 100% capacity in as little as 30 seconds Holds its energy for upwards of two years in between use without needing a charge Features 1,000,000 cycle life Maintenance-free and in most cases outlasts the vehicle it is installed on Hybrid Brake The KNOTT Hybrid Brake solution is a magnetic-mechanical brake assembly that combines a small packaging envelope with minimum power consumption and maximum braking power. Internally a compact electromagnetic single-disc brake activates the actual main drum brake Braking impulse from the operator via the potentiometer brake pedal magnetizes by current a circular floating soft iron ring Magnetic circuit is open and is only closed by an armature washer, which rotates while the soft iron ring is swivel-mounted
POWER FACTS
275770 hp 5, 6 and 8 cylinders EU Stage IV. US Tier 4f
Ready for 2014. Here Today.

INTRODUCING THE CLEANEST INDUSTRIAL ENGINES EVER.
Power is money. So is time. So why wait for 2014? The Scania all-new engine platform is not only ready for Stage IV and Tier 4f. It also features compact dimensions and a common footprint which enhances flexibility, simplifies installation and shortens time-to-market. Last but not least: Proven reliability, outstanding operating economy and industry-leading fuel efficiency vouches for long-term profitability and satisfied customers. In addition to that, without DPF!
Power at work. Its here for you today.
For the closest dealer and more information, visit www.scaniausa.com
35
GR EEN P R ODUC T S
Motor Generator and Power Electronics Cummins Generator Technologies announces availability of its CorePlus Motor Generator and Power Electronics. For engine electrification of medium- and heavy-duty vehicles Offers power, torque and performance characteristics suitable for hybrid systems, electric vehicles, range extender solutions and electrical power generation in vehicles Torsional strength transfers engine torque to transmission Visco Electronically-Controlled Coolant Pump Behr America introduces its electronicallycontrolled Visco cooling pump technology for diesel engines that promises fuel economy savings of up to 1% for heavy truck owners in North America based on an average engine power of 100 kW. Reduces parasitic power losses Varies coolant-pump speeds based on engine requirements and operating conditions Covers variable-speed, fuel-saving air- and coolant-flow products by hydraulically isolating engine-input speeds and minimizing power consumption under high-speed operation and light-engine loads where maximum flow rates are not required Pumps control logic is embedded in an engine-control module Energy is transferred hydraulically to an impeller; the amount of energy transfer depends on the amount of silicone oil in an operating chamber managed through a closed-loop control system Fully variable-speed Visco clutch operation allows for precise coolant flow rates Fully-Automatic Parallel HybridPropulsion System Allison Transmission Holdings Inc. unveiled its H 3000 fully-automatic parallel hybrid-propulsion system. Based on Allison 3000 Series transmission Scalable to each application Captures otherwise wasted energy during vehicle braking and uses it to assist in vehicle propulsion and powering of auxiliary equipment Provides smooth, uninterrupted power to the wheels
Off-road 175700 hp Power Generation
70615 kWe
Uptime in Practice
EcoPower Engine Oil EcoPower heavy-duty engine oil from SafetyKleen Inc. protects engines and the environment. Takes up to 85% less energy to produce than oil made from virgin crude Reduces greenhouse gas (GHG) emissions EcoPower is used by the U.S. Military and onand off-highway fleets Available in HD Diesel Engine 15W-40 CJ-4 and 10W-30 CJ-4/ SM, as well as NGP 15W-40 Natural Gas Engine Oil and passenger car grades
TIER 4 FINAL READY PROVEN SCR TECHNOLOGY NO DPF REQUIRED NO REGENERATION NECESSARY MSHA & CANMET/MMSL CERTIFIED
Today, machine uptime is critical for mining and quarrying companies protability. You depend on dump trucks, loaders, drill rigs and other equipment to just keep on going. Thats why Volvo Penta engines are reliable, safe and a perfect match for whatever your specic application may be. By meeting present and future environmental legislation they are also your investment in a more sustainable tomorrow.
POWERING YOUR BUSINESS
36
WWW.VOLVOPENTA.COM
Of f-High way Her oe s
Trench shovels
The Erie B was one of several models of steam shovels that could be modified for trench work. Note the spreader bar and shoring used to support the rails.
EriE StEam ShovEl Company photograph, hCEa
dig the foundation for 19th century infrastructure

by Thomas Berry, Archivist, Historical Construction Equipment Assn.
Shovels could dig in a line, but only away from the machine with most of the force applied in an upward direction and a very limited range below the surface. But, by modifying shovels in various ways, they could be turned into effective trench excavators. The most common modification was to use a significantly elongated dipper stick that enabled the shovel to dig to the required depth. The problem with the design was thatas with a conventional shovelthe dipper still faced forward and had to dig away from the machine. Consequently, the machine had to straddle the open trench on timbers or rails, leading to spectacularly unsafe working conditions. Some machines used a reversed dipper to dig toward the machine like a backhoe, but these were the exception. Its interesting to note that the use of shovels for trench excavation took hold after the introduction of the first precursor to the backhoe.
The Historical Construction Equipment Assn. (HCEA) is a 501(c)3 nonprofit organization dedicated to preserving the history of the construction, dredging and surface mining equipment industries. With over 4,000 members in 25 countries, activities include publication of a quarterly educational magazine, Equipment Echoes; operation of the National Construction Equipment Museum and archives in Bowling Green, OH; and hosting an annual working exhibition of restored construction equipment. Individual memberships are $30.00 within the USA and Canada, and $40.00 elsewhere. HCEA seeks to develop relationships in the equipment manufacturing industry, and offers a college scholarship for engineering students. Information is available at www.hcea.net, by calling 419-352-5616 or e-mailing [email protected].
As modern infrastructure demand grows in the late 1800s, trenchers emerge to dig out the trenches and basements of its development.
A
excavators.
s development of modern infrastructure began in earnest in the late 1800s and early 1900s, the need grew for large-scale, mechanized excavation of trenches and basements. Two primary means of doing this emerged: The purpose-built trencher, which was first developed in 1893 by the founders of the Buckeye
penetrated the surface to grab its load, and was lifted straight back up again. The dragline, which was invented in 1903, could dig below the surface in a line towards the machine by pulling the bucket along the ground; but the line and plane of travel could not be precisely controlled, and the digging depth diminished with distance from the draw works. Moreover, because the bucket was suspended from the excavators boom, neither the dragline nor the clamshell could exert any appreciable down pressure beyond that provided by gravity, momentum, leverage and the design of the buckets cutting edge.
Traction Ditcher Co., and adaptations of steam-powered cable Each type of steam excavator had its own particular application, but none were designed to dig trenches. A clamshell crane could dig down, but not along a line; the bucket was lowered,
37

Innovative Product Development Solutions For Mobile Oems: Features

Uploaded by

Copyright:

Available Formats

Innovative Product Development Solutions For Mobile Oems: Features

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Innovative Product Development Solutions For Mobile Oems: Features

Uploaded by

Copyright:

Available Formats

5th Annual

Innovative product development solutions for mobile OEMs

Solving todays challenges with tomorrows technologies

Engines & Components: Aftertreatment

Electrical & Electronics: Sensors

Edi t ors No t eb ook

Live in the future

JOIN OUR SOCIAL NETWORKS!

Coming up in the September issue:

Other BIG NEWS

OEM Off-Highway | JULY/AUGUST 2013

Economic standstill looms

U.S. Leading Indicator:

U.S. Total Industrial Production:

Annual % Change in Quarterly Averages

2.8% 2.6% 2.2%

Dec Mar Jun 13

OEM Off-Highway | JULY/AUGUST 2013

Farm Machinery & Equipment Shipments:

Total Public New Construction:

Mining, Oil & Gas Field Machinery New Orders:

Annual % Change, in 12-Month Moving Total

Annual % Change, in 12-Month Moving Total

Jun Sep Dec Mar 14

Annual % Change, in 12-Month Moving Total

-0.1% -3.8% -9.4%

Jun Sep Dec Mar 14

Private Nonresidential New Construction:

Annual % Change in Quarterly Averages

Construction Machinery, New Orders:

Dec Mar Jun 13

Dec Mar Jun 14

Annual % Change, in 12-Month Moving Total

15.1% 9.5% 11.6%

S  ingle-family starts fell

0.75 0.60 0.45 0.30 0.15 0.00

Defense Industry, New Orders:

Mar Jun Sep 13

Dec Mar Jun 14

Sep Dec Mar Jun 12 13

OEM Off-Highway | July/August 2013

heavy-Duty Truck Shipments:

Industrial Production, Germany:

EFFICIENCIES you may not see, but will surely NOTICE.

Annual % Change in Quarterly Averages

3.3% 3.6% 0.6% 0.3%

Sep Dec Mar Jun Sep Dec Mar Jun 12 13 14

euro Area leading Indicator:

Industrial Production, United Kingdom:

CONSTRUCTION MATERIAL HANDLING MINING AGRICULTURE FORESTRY OUTDOOR POWER

100.12 99.88 100.01

Sep Dec Mar Jun Sep Dec Mar Jun 12 13 14

ClICK here to subscribe to our Free monthly economic Newsletter!

Hydraulic and pneumatic industry trends with NFPA

80.0 60.0 40.0

Regionally-produced clean fuel

OEM Off-Highway | JULY/AUGUST 2013

n June 6, Volvo Trucks North

Synthetic diesel, and DME (compression ignition).

S ingle-family starts fell