Sae 11OFHD0707

OFF HIGHWAY
ENGINEERING
JULY 7, 2011 www.offhighway-online.org
25 | Telematics trends 28 | Hydraulic accumulators 33 | Biodiesel blends
38 LiuGong D Series
Designed for the future. Built for your success.

For over a hundred years, MTU has been setting standards in power and performance. Our mission is not merely to meet changing diesel engine emissions standards, but to meet them in a way that brings the most success to our customers. We have Tier 4 interim and EPA 10 solutions for today, and a full line of Tier 4 final solutions for tomorrow. Whatever your specific needs may be, MTU can help you meet them.
www.mtu-online.com
CONTENTS FEATURES
25 What we have here is a desire to communicate
Telematic service and equipment providers are racing to gain market share in whats expected to become a solid long-term market.
38 On the cover
LiuGongs D-Series is the companys new generation of intelligent crawler excavators (shown is the 936D) featuring computer-aided systems for greater operating efficiency, lower fuel consumption, and overall reliability.
28
Sizing up accumulators
No other feature of a hydraulic hybrid has more effect on the end performance of the powertrain than the accumulator. Modeling helps to provide specific guidance with regard to establishing pre-charge pressure.
33
Beating a path to biodiesel

Multiple pathways are being pursued to increase biodiesel use, reduce dependence on petroleum, and improve the environment, but the best route is not yet known.
Upcoming from the Editors

July 11 Technology eNewsletter SAE Hybrid & Electric Vehicle July 25 Technology eNewsletter SAE Testing & Simulation July 28 SAE Off-Highway Engineering Digital Materials Aug. 1 Technology eNewsletter SAE Vehicle Engineering Aug. 11 SAE Off-Highway Engineering Digital Hydraulics SAE ComVEC Preview Aug. 15 Technology eNewsletter Off-Highway Engineering Aug. 15 Technology eNewsletter SAE Heavy Duty Aug. 22 Technology eNewsletter SAE Materials
10 Technical Innovations
10 Thermal barrier coating from Zircotec takes heat off of heavy-duty diesels 12 Caterpillar researchers seek source of motor grader booming noise 16 THT has big ideas for its thumb-sized transmissions
Powertrain Simulation Materials
18 Protecting e-motor bearings against shaft voltage 22 Advancing nanoelectronics research

Electronics
Electronics
36 Original Equipment
36 Case CE debuts next-gen wheel loaders 37 Hamm offers North America a rubber-tired roller 2 6 8 Whats Online From the Editors Desk Focus 38 LiuGong infuses intelligence into new crawler excavators
SAE Off-Highway Engineering, (ISSN 1528-9702), July 7, 2011, Volume 19, Number 4, is published 6 times a year by SAE International, 400 Commonwealth Dr., Warrendale, PA 15096 and printed in Mechanicsburg, PA. Annual print subscription for SAE members: first subscription, $20 included in dues; additional single copies, $29 each North America, $34 each overseas. Prices for nonmember subscriptions are $95 North America, $145 overseas. Periodical postage paid at Warrendale, PA, and additional mailing offices. POSTMASTER: Please return form 3579 to SAE Off-Highway Engineering, 400 Commonwealth Dr., Warrendale, PA 15096. SAE is not responsible for the accuracy of information in the editorial, articles, and advertising sections of this publication. Readers should independently evaluate the accuracy of any statement in the editorial, articles, and advertising sections of this publication that are important to him/her and rely on his/her independent evaluation. For permission to use content in other media, contact copyright@sae.org. To purchase reprints contact advertising@sae.org. Claims for missing issues of the magazine must be submitted within a six-month time frame of the claimed issues publication date. Copyright 2011 by SAE International. The SAE Off-Highway Engineering title is registered in the U.S. Patent and Trademark Office, and SAE Off-Highway Engineering is indexed and abstracted in the SAE Global Mobility Database.
40 Advertiser Index 40 Companies Mentioned
Article reprints/e-prints and licensing requests: Wrights Media: Toll Free 877-652-5295
Audited by
www.offhighway-online.org
July 7, 2011 SAE OHE
OFF HIGHWAY
Metric rod end bearings
To address the shortcomings of metric rod end bearings with inner races or rings of limited-strength brass, bronze, or copper that can develop excess clearance in high load or high vibration applications, Aurora Bearing offers alternatives constructed from a low-carbon steel raceway to improve ball/race durability with comparable load capacity. More detail at www.sae. org/mags/sohe/9732.
ENGINEERING WHATS ONLINE offhighway-online.org Top Products Top News
Sensor catalog
ASM Sensors offers an improved catalog featuring a range of Posirot rotary position sensors as well as Positilt single- and dual-axis inclinometers. The Posirot family uses a permanent magnet to translate the angular position to the sensing element, while the PRAS/PRDS series features an absolute, noncontact magnetic measurement technology. More detail at www.sae.org/mags/sohe/9780.
Bent axis motor
The H1B 160-cm bent axis motor from Sauer-Danfoss joins the H1 axial piston pump family to offer a complete H1 transmission system, optimized around electrical control. Suitable applications include rough terrain forklifts, combines, sprayers, road rollers, wheel loaders, and road-building equipment. More detail at www.sae. org/mags/sohe/9782.
Nanostellar Inc., a Silicon Valley, CA-based company that develops advanced catalysts for emissions control, energy efficiency, and the synthesis of chemicals and fuels, has hired Samuel D. Hires as President of its HeavyDuty Business, with the goal of expanding its presence in the heavy-duty on- and off-highway Samuel D. Hires industries. Hires previously worked at Cummins and before that Ford. Nanostellars suite of catalytic materials can be easily adapted for use in heavy-duty engines, he said. More detail at www.sae.org/mags/sohe/9929. Dana Holding Corp. has launched a new line of SVL drivetrain components for the automotive, commercialvehicle, and off-highway aftermarkets. Designed specifically for post-warranty vehicles with lower usage cycles, SVL products will initially launch in North America and feature universal joints for the light- and commercialvehicle markets as well as ring and pinion gear sets for heavy-duty applications. More detail at www.sae.org/ mags/sohe/9778.
Aluminized steel tank
Hydraulic oil reservoirs and fuel tanks for off-highway and specialty vehicles in agricultural, construction, military, and other off-highway applications from IFH Group are manufactured in mild steel, stainless steel, aluminum, and aluminized steel, which combines the corrosion and rust resistance of aluminum with the structural strength of steel. More detail at www.sae.org/mags/sohe/9895.
Slewing ring bearings
HS Series slewing ring bearings from Kaydon handle moment loads up to 139,900 lbft (189,680 Nm) to deliver improved load and thrust with space savings. HS Series bearings are designed for four-point contact with a rectangular cross-section, deep groove gothic arch raceways, and ball complement. More detail at www.sae. org/mags/sohe/9719.
SAE OHE July 7, 2011
GREAT LAKES POWER
Since 1946, MICO has been redefining braking expertise consistently innovating to solve OEM equipment challenges. Great Lakes Power wasnt just designing its new ST-35 straddle carrier. It was bringing its own product to market for the very first time. Though the company had 20 years of remanufacturing experience and knew it could develop a next generation vehicle, engineers sought out a dedicated expert to provide the safety critical brake system. With the staff at MICO, Great Lakes Power found the necessary expertise. MICO delivered an electrohydraulic brake system that was consistent with the sophisticated electronic control functions built into the straddle carrier. The MICO system provides a lot of flexibility, said Harry Allen III, vice president of sales for Great Lakes Power. Its compatible with our goal of monitoring complete machine performance at one location. We can tailor braking requirements to specific customer requests without modifying any components. Go ahead and build your equipment. Well figure out how to brake it. Visit mico.com to see how MICO can fulfill your braking needs.
Innovative Braking and Controls Worldwide mico.com +1 507 625 6426
Visit us at Agritechnica Stand C02 in Hall 25.
OFF HIGHWAY
ENGINEERING WHATS ONLINE offhighway-online.org Top News Webcasts

July 27: Driver Distraction
What is the power behind todays automotive electronics? How can it address the costly problem of driver distraction? One way engineers can reduce driver distraction is by designing features and functions that give the driver as little cause as possible to focus on anything other than operating the car. Doing so requires knowledge of human behavior, human-machine interface technology, and ancillary technologies. You can learn about newly gained knowledge in these areas and hear about ongoing research, as well as technological solutions for combating driver distraction, by watching the webcast Driver Distraction: Regulations and Game-Changing Technologies. Scheduled for July 27, this webcast is the first in the new Technical Editorial Webcast Series from the editors of SAE. Panelists are Dr. Jeffrey S. Hickman,
TUV Rheinland Rail Sciences Inc. (TUV RSI) has upgraded and moved its Omaha testing and metallurgical analysis laboratory to a new facility in nearby La Vista, NE. The facility allows TUV RSI to continue providing its range of applied mechanical and materials engineering services, along with additional offerings such as advanced chemical analysis, which is expected to be available within the next two to three months after the labs new glow discharge spectrometer is installed. More detail at www.sae.org/ mags/sohe/9914. Caterpillar Inc. has opened a new 20,000-m2 (215,000ft2) remanufacturing facility in Singapore that will serve as the regional source for remanufactured major componentsincluding engines, transmissions, final drives, and torque convertersfor large off-highway trucks and other mining equipment. More detail, including video, at www.sae.org/mags/sohe/9915.
Dr. Jeffrey Hickman
Dr. Louis Tijerina
Dr. Thomas B. Schalk
Ph.D., Group Leader, Behavioral Analysis and Applications, Virginia Tech Transportation Institute; Dr. Louis Tijerina, Ph.D., Senior Technical Specialist in Research and Advanced Engineering, Ford Motor Co.; and Dr. Thomas B. Schalk, Ph.D., Vice President of Voice Technology, ATX. Attendees will learn the benefits behind game-changing technologies and be invited to join in a lively discussion during the Q&A portion of the webcast. The event is being developed by SAE International and sponsored by Delphi. Registration: www.sae.org/webcasts.
Already a producer of other materials for batteries, BASF will add electrolytes for lithium-ion batteries to its portfolio. The German companys first products will be commercially available by years end. BASF has done extensive research into Li-ion batteries, of whichmetal oxide particles (shown) are a part. More detail at www. sae.org/mags/aei/9882.
Know-How in Motion
Solutions for Tier 4 Solutions for Tier 4 and Stage IV Challenges and Stage IV Challenges
Sacrifice shouldnt have to be an option Sacrifice shouldnt have to be an option
New lower emission Tier 4 and Stage IV engines will have significant impact on future generations of off-road machines. To meet the required emission regulations, a number of engine characteristics will be affected. We believe that when it comes to vehicle power and For starters, net engine power levels and torque characteristics will change. Along with this, the heat rejected from the engine installation will increase significantly. Even the engine operating speeds and installation space will be affected. These changes will impact nearly every aspect of the OEM manufacturers business. Our industry is facing the most compelling event of our time, and time itself is running out. At Sauer-Danfoss, our Global Emissions Team has been taking a vehicle-by-vehicle approach to help meet these performance, you and your customers should not have to sacrifice. Visit www.sauer-danfoss.com/emissions to get started. challenges. Our goal is to help make your machines more efficient and productivemeeting these new regulations without having to compromise.
F O R M O R E I N F O R M AT I O N C A L L 515 - 239 - 6000 O R V I S I T W W W. S AU E R - D A N F O S S . CO M F O R M O R E I N F O R M AT I O N C A L L 515 - 239 - 6000 O R V I S I T W W W. S AU E R - D A N F O S S . CO M
Editorial
Thomas J. Drozda Director of Programs & Product Development thomasdrozda@sae.org Kevin Jost Editorial Director Jean L. Broge Editor Lindsay Brooke Senior Editor Patrick Ponticel Associate Editor Ryan Gehm Assistant Editor Matt Monaghan Assistant Editor Natalie Corkos, Georgia Schumacher Editorial Interns Lisa Arrigo Custom Electronic Products Editor Kami Buchholz Detroit Editor Stuart Birch European Editor Jack Yamaguchi Asian Editor Contributors John Challen, Jrg Christoffel, Terry Costlow, David Gayman, John Kendall, Bruce Morey, Barry Rosenberg, Jenny Hessler, Jennifer Shuttleworth, Linda Trego
Sales & Marketing

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From the Editors Desk
A sustainable future must start now

If there is one comforting thing that could be said about the off-highway industry, it is that it will always be needed, no matter the economic conditions. Whether we are currently in the midst of a global economic recovery may depend on where exactly on the globe each and every one of us are actually sitting, and what time of the day each and every one of us may look at economic statistics that point in one direction seemingly seconds before pointing in the other direction. What is sure is that every minute there are many more of us. As Deeres Chairman and CEO SamuelR.Allen recently pointed out, A steadily growing population will result in at least 30% more people to feed, shelter, and clothe in the next 40 years. This must be done with basically the same amount of land, water, and other inputs such as fertilizer. To a Chicago audience during an hour-long breakfast event, Allen gave a speech that consisted of just a couple thousand words, but he offered up a number of insights into what direction the off-highway industry will ultimately need to go. In case you have doubts about the magnitude of the worlds populationgrowth, consider this: By the time we wrap up this mornings meeting and youre headed back to the office, nearly 9000 people will join the ranks of the global population, he said. Citing newly released projections that point to possibly 10 billion people living on Earth by the start of the next century, he said that In the next few decades, agriculture will be called on to produce more food than in the previous 10,000 years, with little or no increase in resources. Allens speech tended to focus on the agriculture component of the industry, but other components, especially those such as construction and forestry, ones that serve infrastructure maintenance and expansion, are really never that far behind in such discussion. I travel to China on a regular basis, he said. Its mind-boggling to see the surge of roads, bridges, and buildings under construction. By some estimates, the equivalent of a brand new city of 1 million people is being built every single month. The magnitude of such growth is almost hard to imagine, not to mention sustain. It does not seem like all that much of a stretch to posit that in the coming years, a mandate from the powers-that-be who determine materials technology research funding may be that if we cant eat it, and we cant build with it, forget it. Before we get there, though, there are ways to head it off. Increasing agriculture productivity is an obvious necessity, though that strategy is nothing new, and dramatic gains have been made over the years, said Allen. Largely as a result of productivity advances, the typical U.S. farmer today feeds over 150 people, six times more than in 1960. As a caveat, he also noted that the rate of improvement has slowed in recent years. By many accounts, the rate of annual productivity growth must increase by about 25% percent to grow enough food to meet societys future needs. There is no doubt that it will be technology advances that will, must, be a major contributor to laying the groundwork for a sustainable future now.While we are on our way (according to Allen, current-generation Deere tractors have more lines of software code than early space shuttles), now is just a place to start. And now is never too late to think big in terms of future technologies. To turn a phrase, the world is a small place. It will be up to off-highway engineers to at least make it seem that its not getting any smaller.
Design
Wayne Silvonic Art Director Brian Fell Senior Designer Ryan Pristow Senior Designer William L. Schall Graphic Artist
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International
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Editor
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Cummins is ready for EPA Tier 4 Interim and EU Stage IIIB low-emissions standards for 2011. Our fully integrated solution can achieve up to 5% better fuel efciency leading to a CO2 emissions reduction of up to 5 tons per year for each hardworking machine. These next-generation engines also deliver enhanced performance, increasing productivity from your Cummins-powered equipment. To learn how we can help you reduce your emissions for Tier 4, visit us at www.Tier4.info.
2011 Cummins Inc., Box 3005, Columbus, IN 47202-3005 U.S.A.
Focus SAE International Board of Directors

Officers
Richard E. Kleine, EdD
2011 President 2010 President
Walking the technology walk

Just talking about technology doesnt cut it anymore. Innovation is occurring at breakneck speed, and advancements routinely are making what was once considered to be cutting-edge technology a mere memory of what once was. Consumers expect the best; and they expect to receive and access information in the best way possible. Mobility engineering professionals are no different, and that makes perfect sense. Mobility engineers are some of the most innovative and creative people in the world today. SAE International understands this, and thats why the many publications offered are available in a variety of technologically advanced formats. SAE International is aware that many members and customers want traditional hard-copy versions of publications, so hardcopy versions of publications are still availablemagazines, books, technical papers, and technical standards. But SAE Internationals team of product specialists has been working over the past few years to offer several electronic-based formats for todays busy professionals. Kevin Jost, SAE Internationals Editorial Director, began this process in 2006 and accelerated the efforts last year when all three of the organizations magazines switched to a predominantly digital-based production schedule. All of the magazines now are offered in an electronic format that allows readers to save and search information, and bookmark favorite or important sections, providing excellent access to and use of all information written in SAE Internationals industry magazines. The digital format also offers convenience and portability, along with many search features. Magazines arent the only published products getting a technology makeover. Many of SAE Internationals books are now available in e-formats that can be viewed via a personal computer or handheld device, such as the Amazon Kindle, Sony Reader Digital Book, or Apple iPhone. Again, its about customization, convenience, and ease-of-use for the readers. SAE International also has created an online bookstore and personal storage capability that goes beyond Apples iBookstore and Amazons Kindle Store in that all of the most popular e-formats are offered for each book. SAE Internationals full complement of technical papers and standards also are available in digital formats. Michael Thompson, Manager of Electronic Publishing for SAE International, said his team constantly is looking for ways to offer technical information in more innovative ways. It works to provide the most efficiency and ease-of-use with all products, with a goal of putting technical information at the fingertips of mobility engineering professionalsinformation that can help those professionals do their jobs better. SAE Internationals entire library of more than 88,000 technical papers dating back to 1906 is available electronically. In addition, SAE International recently announced a newly designed Digital Library that offers an integrated taxonomy of industry-specific terms to give SAE International customers and members unprecedented access to the more than 150,000 papers, standards, and related publications. These are just a few examples of the work being done by SAE International product developers and staff members to harness the full potential of todays technology. Its important to note, however, that this migration to electronic-based formats is not a journey with a defined end. Technology will continue to develop, change, and evolve. SAE International understands this fact and will continue to seek and develop the most innovative ways to offer its programs, products, and services.
Andrew Brown Jr., PE, FESD, PhD, NAE Frank O. Klegon Charla K. Wise
2012 President Nominee Vice President - Aerospace
Mircea Gradu, PhD Bharat Vedak
Vice President - Automotive Vice President - Commercial Vehicle
Carol A. Story
Treasurer
Ronald G. Rath
Assistant Treasurer
David L. Schutt, PhD
Secretary and Chief Executive Officer
Directors
Bernard J. Challen, MSc CEng Wendy Clark Susan Collet Hal M. Heule Laura Hitchcock Klaus Hoehn, PhD Sandra Krug, PhD Andris Lacis Sun Wing Lui, PhD Ronald D. Matthews, PhD Victor H. Mucino, DEng Mark Pope Gregory E. Saunders Robert Sump David Vasquez Mark P. Zachos
SAE Publications Board

Michael D. Madley Chair Mohamed El-Sayed Ronald D. Matthews, PhD Alan Nye June Ogawa Mark L. Pedrazzi
SAE Sections and Affiliate Activities

SAE International offers educational and networking opportunities at the grassroots level through more than 85 sections around the world. Sections are currently located in the U.S., Canada, Mexico, United Kingdom, Taiwan, Russia, Belarus, Egypt, Hong Kong, Romania, Italy, Malaysia, Ukraine, and Israel. SAE also operates affiliates in Brazil and India. More information about sections, along with a complete listing and links, can be found at www.sae.org/sections.
David L. Schutt SAE Chief Executive Officer
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Technical Innovations
Materials
Thermal barrier coating from Zircotec takes heat off of heavy-duty diesels
components. It is described by Zircotec as a fit and forget ceramic formulation because it does not require reapplication, maintaining its reliability throughout the life of the vehicle, according to Whyman. Zircotec believes its new Performance Diesel formulation, together with changes to the manufacturing process, can offer OEMs a 50% cost reduction compared to other coatings. We achieved the cost reduction by changing the composition of the ceramic, Prentice explained. The heatreduction capability is marginally lower than the standard zirconia Performance coating but still offers surface temperature reductions of 125C. This reduction has been sufficient for most commercial-vehicle applications. He also noted that the coating does not have the same aesthetic appearance mandated by automotive OEMs for use on tailpipes: The more functional appearance has enabled a further contribution to the cost reduction. Use of our Performance Diesel coating can enable engineers to solve existing heat issues without a major redesign of the engine bay as well as offering the opportunity to delete heat shields, Whyman added. As a fit-and-forget solution, whole life costs are lower too. The coating is applied using a patent-pending plasma spray process, firing molten ceramic powder at the workpiece. The product uses a proprietary nickel-based bond coat and zirconiabased top coat composition. It can be applied to most metals as well as many plastics and composites, in the latter preventing delamination.
The new Performance Diesel coating is applied using plasma spraying. It can be applied to most metals as well as many plastics and composites, in the latter preventing delamination.
A new ceramic coating developed by Zircotec reportedly can reduce surface temperatures by 125C (225F) in diesel engine applications, an attribute that the U.K.-based coatings specialist believes will attract truck and bus manufacturers challenged by higher temperatures stemming from new Euro VI emissions regulations and testing methods scheduled for late-2013 introduction. From our discussions with engine manufacturers and OEMs, heat management is more crucial with Euro VI, said Zircotecs Sales Director Peter Whyman. Whether this is for SCR [selective catalytic reduction] engines where getting the catalyst warm is key, or in general terms, the engines are running hotter with heat soak to other components under the engine bay, risking poor reliability. The operating range for the new ceramic is up to 1400C (2550F), the same limit as for other zirconia-based ceramics that the company offers. There are also changes to the test cycle including cold start and soak test, Whyman said. During running, engines are running hotter and in these conditions improved thermal management is likely to help the manufacturers improve performance and overall engine reliability. This is particularly relevant for some aftertreatment systems. The new Performance Diesel coating is also applicable for heavy-duty diesel engines used in off-highway equipment, in Europe and elsewhere, including the U.S. According to Tom Prentice, Development Manager at Zircotec, the first Performance Diesel coating is now in service on an exhaust system diesel gen-set in a mine in Australia. And another trial was conducted with an off-highway vehicle manufacturer. The coating can be applied to exhausts, turbochargers, and on plastic heat shields to manage heat and protect other
Zircotec claims that its Performance Diesel thermal barrier coating solves heat issues associated with the introduction of more stringent emissions regulations, such as Euro VI, at a lower cost than other offerings. The technology can coat all elements of the exhaust including a DPF (diesel particulate filter) or other aftertreatment components.
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The only details that Prentice would reveal about process changes are that the parameters of flow rate, temperature, and the gas composition have been adjusted to spray this ceramic. The new patent relates to the process for applying metals and ceramics onto plastics, said Prentice. This development is to deliver a further improvement in adherence to cope with differential expansion and higher resistance to vibration for very harsh applications. The patent refers to the surface preparation, what is applied, and how it is applied. It also refers to the coating of composites with metals to improve other aspects. For example, we could offer a conductive coating or a coating that enhances EMC [electromagnetic compatibility] performance of a composite housing of an electronic component. This is an area we want to look at in the future and have some experience from aerospace and motorsport applications. The coating can be applied to sintered nylon, glass fiber, and some stereolithography (SLA) parts, but there are limitations. The issues come with fiberglass and SLA where the temperature restrictionsanything that cant withstand 100Cof the substrate prevent the use of the plasma spraying. These can crack and damage during the process, Prentice explained. Materials with higher levels of plasticizer also pose a problem. Zircotec has developed cooling methods, however, that enable a growing number of composites to be coated via this method. The coating was in trials with several OEMs. Testing has been completed in the past six months, according to Prentice, and the first production parts were delivered to Australia about two months ago. The company has been talking with OEMs and engine manufacturers about the technology for the past three to four months. Ryan Gehm
Simulation
Caterpillar researchers seek source of motor grader booming noise
A Caterpillar 160M2 motor grader is shown leveling a gravel surface.
12
As NVH gains importance in the quality of off-highway machines performance and operator comfort, it is essential to understand every aspect of machine noise and then reduce the noise to a level that does not affect the operators comfort and performance. Booming noise, a low-frequency NVH phenomenon below 200 Hz, defined as continuous bass drum roll, distant thunder sound, or a deep resonant sound like an explosion, is one of the concerns of off-highway machines. Motor graders are commonly used in the construction and maintenance of dirt and gravel roads. They are used for the preparation of flat base course (on which asphalt is laid) in the construction of gravel roads and in the removal of snow/ice from roads for maintenance. The V-pick located in front of the blade is often used to break any hard objects in front of the blade. The contacts between the blade/V-pick and the road generate significant impact forces, transmitting considerable low-frequency energy into the cab and thereby generating booming noise. Due to the low-frequency characteristics of the booming noise, it is difficult to absorb the energy once it is generated in the machine cab. The best way to deal with booming noise is to prevent the noise from being radiated. To improve the NVH performance of a motor grader, a series of nonstandard NVH tests were carried out in field conditions to understand the noise characteristics in the cab. The machine running conditions included traveling on a dirt road (roading) and working on a gravel road with the blade and V-pick
down (blading). Subjective evaluations from machine operators confirmed the presence of detectable and annoying booming/rumbling noises. As in any NVH problem, this booming noise can be represented by a source-pathreceiver model as illustrated: Y(f)=H1(f) x F1(f) (1), where Y(f) stands for the cab sound response, H1(f) is the transfer function between the sound pressure level (SPL) acquisition locations and the machine blade/V-pick, and F1(f) is the force generated from the blading process. A modification to any of the source, path, or receiver elements of the model can provide a solution to the NVH problem. However, physical constraints and the product environment limit the possibilities to reduce the sound levels and achieve the NVH target. The excessive blading forces between the blade/V-pick and the ground can be reduced by decreasing the machine speed, but would considerably decrease the productivity of machines. Due to high productivity demands on the machine, it seemed more feasible to modify the energy flow path between the machine
A motor grader cab geometry for experimental modal analysis is shown. The cab was modeled as a 300+ point wireframe model.
Temposonics
Absolute, Non-Contact Position Sensors
Safety First!
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blade/V-pick and the operator ear. Modifications to the machine frame and cab mounting system to mitigate cab booming noise would require extensive further structural validation of the proposed changes, thereby increasing project time and cost. In consideration of this, the response Y(f) can be represented in another source-path-receiver model: Y(f)=H2(f) x F2(f) (2), where H2(f) is the vibra-acoustic characteristics of the cab structures and F2(f) is the force input to the cab at the cab mount interface. Now that the force input to the cab is assumed to be fixed, the only possible solution to decrease the booming noise would be some structural changes that can lower the cab sound radiation efficiency. To verify if the cab structure is the booming noise root cause and can be modified to reduce or eliminate it, an experimental cab modal analysis was carried out. Countermeasures were then recommended from the test results. A cab structural/acoustic simulation was also performed to complement the test results and predict the effectiveness of the modifications. Experimental modal analysis (EMA) is the process of determining the natural frequencies and associated damping and mode shapes of a structure from a set of frequency response functions (FRF) measured from the structure. The purpose of an EMA on the motor grader cab was to determine if the cab panels had natural frequencies close to the booming noise frequencies. The panels are the prime candidates for modifications if they have
Motor grader operator sound pressure level (SPL) results are shown while blading after cab modification.
By performing FEA-based structural modal analysis on the cab, the 39-Hz roof panel mode was found to match well with the modes at 39 to 40 Hz from the modal test.
natural frequencies close to the booming noise frequencies, and are the potentials to be treated to reduce/eliminate the booming noise. A few modes were found to be at the very vicinity of the booming noise frequencies, which indicates that these modes are the potential root causes of the booming noise. The cab mode at 39 Hz is the first flexible mode of the roof. The cab mode at 40.5 Hz indicates a breathing mode of the side windows as well as between the front and rear windows with some residues of the roof mode at 39 Hz. Modes around 100 Hz indicate some disengagement between the two roof layers and the flexibility of the cab windows. Besides the EMA, a preliminary cab acoustical modal test was conducted, as well as a FEA prediction of the cab acoustic modes. During the preliminary acoustical modal test, the SPL at various locations in the cab was measured with a broadband sound source placed inside and then outside of the cab. The SPLs at different locations were then compared to identify the peak frequencies. The preliminary acoustical modal test showed cab acoustic mode between 100 and 110 Hz, which align with the cab panel structural modes and engine firing frequencies. Based on the results of EMA, acoustical test, and FEA, it was determined that the booming noise is generated from a combination of the cab acoustic mode, cab panel breathing modes, disengagement of the cab roof layers, excitations from the engine, and the blade/V-pick blading force when the machine is at work. With the knowledge that the cab cavity acoustic modes do not change unless the cab cavity is modified, it is logical to consider a solution that
results in stiffer panels with higher damping due to the limitations of the changes to the blading force and mounting system. The modal analysis results suggest thicker and/or laminated window glasses were potential solutions to reduce or eliminate the booming noise. Before new thicker glass was installed, a simple test with window mass dampers was done to confirm the solution would be effective. In this test, a few mass dampers (steel plates) were attached to each window. It was expected that the mass dampers would effectively shift the 40 Hz booming noise to a lower frequency if those window panels were the root cause of the booming noise. FEA-based structural modal analysis was also performed on the cab. The 39-Hz roof panel mode matches well with the modes at 39 to 40 Hz from modal test. One easy way to stiffen the roof and engage the two layers of the roof panels is to add more welding locations. FEA results show that additional welds stiffened the roof and increased the first roof mode frequency from 38 to 44 Hz. Based on the experimental and FE modal analysis and preliminary countermeasure test and FE analysis, a recommendation to change the side and rear window glasses to thicker laminated glasses and increase welding points on the roof to fully bond the two roof layers was proposed. The simple and low-cost changes on the cab structure eliminated the booming noise and lowered the sound pressure levels by 8 to 10 dB at the booming frequencies. The improvement was also confirmed by subjective operator evaluation.
This article is based on SAE Technical Paper 2011-01-1729 by Jiantie Zhen, Chunhui Pan, Ashish Jangale, and Brad Salisbury of Caterpillar Inc.
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Powertrain
THT has big ideas for its thumb-sized transmissions

TH-Mission features two inputs (red) and outputs (purple), both in a straight line so power transfer is very efficient.
THTs TH-Mission continuously gear-meshed variable transmission (CGVT) is about 1/5 the size of Audis S Tronic-7 transmission; with its minimal power loss characteristic, applications are quite varied, including agriculture equipment, trucks, buses, submarines, and automobiles.
When THT Co. refers to its TH-Mission as fifth-generation technology, it is in a way paying homage to what came before it, even though it is superior to even the latest transmission in terms of the structure and performance. TH-Mission does not only inherit all the pros of former generations but also solves the problems that the former generations had. For example, while continuously variable transmissions (CVTs), which at their most common consist of two variable-size pulleys linked with a belt, offer good fuel efficiency and convenient operation, disadvantages include high manufacturing costs and belt skidding at rapid acceleration. And while dual-clutch transmissions (DCTs), in which one clutch for odd numbered gears and the other one for even numbered gears operate alternatively, also offer fuel efficiency and convenience, they have the disadvantage of high manufacturing costs and a somewhat complicated structure. By contrast, the company says that its continuously gearmeshed variable transmission (CGVT) technology that makes up TH-Mission is extremely simple in structure and requires no advanced technology to manufacture. Also, its gears are always meshed so loss from power delivery is minimized for better performance, allowing it to be made very small and light. In fact, THT says that TH-Mission can be small as a thumb and indefinitely large as long as building technology allows, so that it can apply to all kinds of existing driving machines, including automobiles, electric vehicles, electric carts, motorcycles, trucks, tractors, submarines, agricultural equipment, and even industrial power plants. While the device may look unassuming, THT says the mechanism that controls speed and torque output is not as simple as the structure. Basically, the main motor supplies primary power to the whole mission, and the control motor decides how to use the power. THT describes the operation of TH-Mission as being characterized by moving smoothly from one extreme state to another or, essentially, gear shifting. Those two extreme states
can be compared to the lowest and highest gear of other transmissions; the lowest gear corresponds to the torqueoriented state and the highest gear to the speed-oriented state. THT says that it refers to the conditions as states instead of gears because TH-Mission is not designed with multiple numbers of different gears to shift. Rather, the control motor functions so that even though gears are always meshed, gradual shifting from torque- to speed-oriented state is possible. Moreover, the state shifting is so gradual that shift shock is never experienced in TH-Mission, claims the company. Torque-oriented state provides the highest output torque and lowest speed, very similar to the first gear of other transmissions. But, according to THT, torque-oriented state is unique in that it maximizes output torque close to 100% and minimizes the speed almost to zero. In other words, TH-Mission converts power from the main power source almost completely to torque, which is beneficial since it requires a great amount of torque for a vehicle to overcome static friction that occurs when trying to move from standstill. In terms of its make-up, in the torque-oriented state, the rotation of the ring gear and the carrier (pinion gear revolution) is subtracted to decrease the sun gear (output) rotation. By contrast, speed-oriented state provides the highest output speed and the lowest torque. As a vehicle starts moving, static
Sectional view of TH-Mission (a) without carrier and (b) with carrier.
16
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control motor increases to differentiate braking intensity. During deceleration, the sun gear run by inertia provides power to the mission so the direction of power changes toward the input; as a result, the sun gear rotates the input gear that is connected to the main power source. Therefore, if the main power source is a motor, it becomes a generator during braking. In addition, because braking shock increases the workload of the control motor, important for the braking system of THMission, workload to the worm gear should be reduced. The bevel gear of TH-Mission takes the half of braking shock. In that way, the worm gear works more easily. Jean L. Broge
While the device may look unassuming, THT says the mechanism that controls speed and torque output is not as simple as the structure. Basically, the main motor supplies primary power to the whole mission, and the control motor decides how to use the power.
Electronics
Protecting e-motor bearings against shaft voltage

EDM pitting of a bearing race wall (magnified) is shown, the result of inverterinduced electrical discharges from the motor shaft.
friction disappears and dynamic friction becomes the only force to overcome, which is much less than the static friction. Therefore, the output torque starts to be wasted. Although other transmissions are capable of shifting to higher gears as the dynamic friction decreases, output torque is still wasted to some extent because the ratio gap between the gears is so large that it is expressed as shift shock. THT says that TH-Mission gradually converts the output torque to speed as if it has thousands of gears to shift. As a result, TH-Mission goes to maximum speed with minimum waste of energy. In the speed-oriented state, the rotation of the ring gear and carrier is added to increase the sun gear rotation. The engine (or motor) braking system of TH-Mission is controlled electrically. Releasing the accelerator and stepping on the brake switches from speed- to torque-oriented state by both stopping the main power source and gradually increasing the carrier rotation to predetermined rotation rate. As the carrier rotation rate increases, the sun gear rotation rate exponentially decreases, thus the speed also decreases. The stepping strength of the brake pedal determines how fast the rotation rate of the
Depiction of how the TH-Mission could be applied to an electric vehicle.
18
The greater the reliance on electric motors for automotive propulsion, the greater the potential for electrical bearing damage. At the heart of every battery electric vehicle (BEV) and hybrid is an ac, three-phase traction motor/generator. Since batteries provide dc, inverters (also known as variable frequency drives or VFDs) are needed to convert the dc to ac. These inverters have an unfortunate side effect: they induce unwanted voltages on motor shafts. Without effective, longterm grounding, this shaft voltage will erode and eventually destroy motor bearings. Because electrical bearing damage is a lurking problem in electrified vehicles, automotive design engineers face a new set of challenges. Inverter-induced shaft voltages jump to the path of least resistance wherever it leads, so partial mitigation measures such as insulated motor bearings can just shift the damage to other components such as gearbox bearings, transmission gears, or wheel bearings. Even the bearings of a hybrids gasoline engine are vulnerable to such damage when the vehicle is operating in electric mode. To solve the problem of electrical bearing damage,
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automotive engineers need only look to other industries experienced in the use of ac motors. For years, design and maintenance engineers and contractors in manufacturing, processing, HVAC, and materials handling have turned to inverters as a way of controlling the speed of ac motors and thereby reducing their energy costs. They found that, without an effective method of channeling inverter-induced shaft voltages safely to ground, any savings due to reduced energy consumption could quickly be wiped out by the high maintenance costs of replacing damaged motor bearings. In short, an effective, long-term method of grounding motor shafts is needed to make inverter-driven systems reliable. A shaft-grounding device can divert harmful currents before they can cause bearing damage. Applied to the traction motor in a BEV or hybrid, such a device should prevent bearing damage and thus contribute to overall vehicle reliability. One of the most reliable and cost-effective grounding devices is a ring that fits over the motors shaft. Engineered with specially designed conductive microfibers, the AEGIS SGR Bearing Protection Ring developed by Electro Static Technology safely channels damaging currents to ground, bypassing the bearings entirely. Recognizing that the best solution is to design motors from a clean sheet to survive the damaging effects of inverters, a handful of forward-looking motor manufacturers including Baldor Electric and GE now install the AEGIS ring internally on
New (left) and used (right) bearing grease. Burned and contaminated with particles of steel from EDM pitting, the used grease provides less lubrication and thus further shortens bearing life.
certain models. A growing list of other motor manufacturers, such as Marathon Electric, TECO-Westinghouse, and WEG Electric, offer it as a factory-installed option. For motors already in service, the ring can be retrofitted. Scalable to any National Electrical Manufacturers Association (NEMA) or International Electrotechnical Commission (IEC) motor regardless of shaft size or power, the ring has been installed successfully on motors powering pumps, fans, turbines, conveyors, etc., in hundreds of thousands of installations worldwide including the Time-Life Building in New York, Eli Lilly and Co., and Purdue Universitys Birck Nanotechnology Center. The AEGIS ring also has proven itself effective in the invertercontrolled traction motors of electric trucks, trains, trolleys, and construction equipment. It is now being tested by several automotive OEMs.
Cause and effect
For electrical damage to motor bearings, the main culprit is common-mode voltage arising from the nonsinusoidal waveforms produced by an inverters power-switching circuitry. The extremely fast voltage rise times (dV/dt) associated with the insulated gate bipolar transistors typically found in todays pulse-width-modulated inverters can cause charges to build up on the motor shaft. Without mitigation, these voltages discharge through bearings, causing unwanted electrical discharge machining (EDM) that erodes ball bearings and race walls and leads to premature bearing/motor failure. Electric motors in vehicles operate in a range from 1000 to over 16,000 rpm, and at such speeds the very thin grease layer between the rolling elements and race in a bearing can break down due to voltage discharges of 5 to 40 V. Every time the grease dielectric is overcome, an electrical arc through the bearing burns the grease and blasts a tiny pit (fusion crater) in the steel surface. At inverter carrier frequencies of over 12 kHz, many millions of pits can be created in a very short time. This process also generates steel and carbon particles that contaminate the grease, further reducing its lubrication properties and giving it a black burnt color. Frequent discharges eventually can leave the entire bearing
20
Taken from a failed motor, the fluted bearing race wall (left) resulted from VFD-induced bearing currents. Protected by an AEGIS SGR Bearing Protection Ring, the bearing race on the right is undamaged.
race riddled with pits known as frosting. In a phenomenon called fluting, the operational frequency of the inverter causes concentrated pitting at regular intervals along the bearing race wall, forming washboard-like ridges that result in noise and vibration.
ESTs technology key
Electro Static Technology contends that the AEGIS ring is superior to conventional spring-pressure grounding brushes, which corrode, become clogged with debris, and require regular
maintenance. Neither metal brushes nor carbon-block (graphite) brushes work as well at high rpm, and the latter are susceptible to hotspotting, in which an arc briefly fuses a brush to the motor shaft. In contrast, in-house testing has shown that the AEGIS ring requires no maintenance and lasts for the life of the motor, regardless of rpm. Nongrounding methods of mitigating electrical bearing damage tend to be expensive. Multilevel inverters and harmonic filters, for example, can cost thousands of dollars, while the EST offering solves the problem at a comparatively
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21
liquids, and other debris. Tests of the ring on multiple motors show surface wear of less than 0.001 in (0.0254 mm) per 10,000 h of continuous operation and no fiber breakage after 2 million direction reversals. The effectiveness of the AEGIS ring can be seen on an oscilloscope. Without shaft grounding, damaging inverterinduced shaft voltages show up as peaks and valleys. After the installation of an SGR ring, the nearly straight line demonstrates how the ring diverts these voltages, channeling them safely to ground. As the transition from gasoline-powered to all-electric cars gathers momentum, the EST solution offers automobile designers a way to improve the reliability of hybrids and BEVs now and in the future. Matthew Roman, Engineering Manager for Electro Static Technology, wrote this article for SAE Off-Highway Engineering.
Key to the EST rings success are the patented conductive microfibers arranged along the entire inner circumference that completely surround the motor shaft. Secured in the FiberLock channel, these fibers can flex without breaking.
low cost. Ceramic bearings are also costly and, like bearing insulation, can pass on harmful voltage discharges to other equipment. Key to the rings success are the patented conductive microfibers arranged along the entire inner circumference of the ring that completely surrounds the motor shaft. Secured in the patented FiberLock channel, these fibers can flex without breaking. The deep channel also protects the fibers from dust,
Electronics
Advancing nanoelectronics research

When three universities launched the Virginia Nanoelectronics Center (ViNC) in May, researchers gained a venue for sharing information to develop next-generation electronics. Technical specialists at the University of Virginia, Old Dominion University, and The College of William & Mary will exchange information and data that will help develop advanced materials, novel devices, and circuits at nano-scale dimensions via the ViNC venture. The collective expertise of professors specializing in various areas of scientific research can accomplish more than one single investigator, Ale Lukaszew, the Virginia MicroElectronics Consortium (VMEC)s Distinguished Associate Professor of Applied Science and Physics at the College of William & Mary, told SOHE. With researchers sharing insights and findings via Web-based postings, the ViNC functions as an information repository rather than the designation for a specific brick-and-mortar facility. Each ViNC partner university has access to specific laboratory equipment. The University of Virginia has a dedicated nanotechnology building. Old Dominion Universitys principal investigator uses on-campus resources as well as the Applied Research Center in Newport News, VA. The William Small Physical Laboratory, recently renovated with an additional 22,000 ft (2044 m) of space, is the primary resource center for the College of William & Marys lead researcher. Research efforts for the initial ViNC project are focused on the development of information processing based on vanadium dioxide. According to Stuart Wolf, a University of Virginia professor and director of the schools Institute for Nanoscale and Quantum Scientific and Technological Advanced Research (nanoSTAR) as well as the ViNC director, Vanadium oxide is a phase change material with a transition temperature of 60C. The benefits are much lower power operation, which would
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Science Foundation and the Defense Advanced Research Projects Agency (DARPA). The work done through the ViNC will serve as the building blocks for producing smaller electronics that can be used in a range of computer applications and mobile devices. But the automotive industry is also a prime candidate for reaping potential product benefits. Instrument clusters, the digital information nerve center for todays vehicles, could realize additional improvements with technology advancements in nanoelectronics. Noted Lukaszew, Digital clusters enable a more costeffective and flexible means to converge all vehicle safety and performance information. These advances offer new options but also require designers to find innovative solutions to problems such as cost control and power consumption while maintaining the ability to deliver critical performance capabilities. The next-generation electronics that could be developed based on research work at ViNC offers the possibility of faster and much more power-efficient electronics based on novel electronic switches. Kami Buchholz
Ale Lukaszew investigates surface properties of vanadium dioxide and other materials as part of a university consortium known as the Virginia Nanoelectronics Center (ViNC).
(Joseph McClain/College of William & Mary)
translate to denser circuits or lower power operation for circuits with similar devices. ViNCs formation includes starting grants from the Nanoelectronics Research Initiative of the Semiconductor Research Corp. (a technology research consortium) as well as VMEC and matching funds from the three universities of about $1.7 million over two years. The centers research projects also will receive funding from the U.S. governments National
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ElectronicsFeature
Call centers provide help when equipment operators need help that automated systems cant provide. (Verizon)
What we have here is

Telematic service and equipment providers are racing to gain market share in whats expected to become a solid long-term market.
a desire to communicate
by Terry Costlow
elematics is still considered a new technology in the high-volume automotive world, but its rapidly heading toward the mainstream in the off-highway market. Service providers are transforming their strategies as they push technology to reduce costs and trim system sizes. A flurry of strategic moves so far this year underscore the importance vendors place on this market. The Rugged Telematics Alliance was formed in March by Axeda, LHP Telematics, Hirschmann, Methode Electronics, Morey Corp., ORBCOMM, and Telenor. They quickly rolled out a preconfigured tracking and monitoring unit that will help companies get to market quickly. For OEMs, the streamlined solution takes them 85% of the way there and shortens their time to market by 18 to 24 months, said Jason Carabetta, Vice President of Business Development at ORBCOMM. In May, T-Mobile made long-time partner and machine-to-machine (M2M) aggregator RACO Wireless its preferred partner for new M2M business and operational support. T-Mobiles John Horn became RACOs President and many staffers followed him. Later that month, Verizon Wireless and TeleNav Inc. joined to announce TeleNav Asset Tracker. It lets fleet owners monitor the location of assets and manage device properties, with functions such as geographic fencing to ensure equipment stays within certain boundaries.
SIM chips are packaged for circuit board attachment, improving ruggedization and slashing size.
Providers such as Telenor are leveraging investments in automotive telematics to build an infrastructure that is used for off-highway vehicles.
25
What we have here is
a desire to communicate
Satellites complete coverage maps
Though cell phone providers boast about their dense map coverage, they readily admit that there are large gaps, especially in the remote areas where construction, agricultural, and mining equipment are deployed. When equipment in those areas needs connectivity, satellites provide the only option. Cellular connections are cheaper and usually have more bandwidth than satellites, so they are the preferred solution. Cellular carriers who view off-highway vehicles as potential new markets are expanding their coverage in remote areas. For example, Verizon Wireless is signing pacts with rural LTE carriers to reach more remote regions. Still, satellites are a key part of its coverage map. Weve got a major footprint and weve added eight rural LTE partners. For fringe areas beyond that, users need to turn to satellites, said Sai Yagnyamurthy, Open Development Manager, Verizon Wireless. Most cellular providers in this market have partnerships with satellite providers. When telematics systems are installed on vehicles that will operate in remote areas, the telematics modules usually have both satellite and cellular receivers. The satellite link is activated only when the cellular connection is weak or nonexistent. The disadvantages of satellites are latency and cost, so we have a module that chooses whatever connection is most effective, said John Horn, President, RACO Wireless. These satellites are fairly small, often weighing less than 100 lb. While its still costly to launch these satellites into low-Earth orbit, the complexity is far less than for larger satellites used for more demanding links such as military and other communications. Companies in this segment of the satellite market are rapidly expanding their coverage, expanding constellations with equipment that leverages the latest advances in high-reliability electronics. We plan to launch 18 additional state-ofthe-art satellites from now through 2014 so we can provide our customers with increased throughput, faster data transmission speed, and enhanced functionality, said Jason Carabetta, Vice President of Business Development, ORBCOMM. We are also continuing to develop webmanagement platforms and tools to help our customers manage their entire network of devices. Terry Costlow When cellular connections arent available, antennas from ORBCOMM can complete satellite links.
Hirschmann is combining GPS and cellular antennas to cut costs.
This focus on fleet management comes as vendors large and small strive to gain a foothold in whats expected to be a huge growth market. Substantial growth in automotive applications is helping expand the infrastructure and provide volumes that will help reduce pricing. Many major players see telematics as an area worthy of investment. Telematics is definitely one of the biggest opportunities in the machine-to-machine market, said Sai Yagnyamurthy, Open Development Manager for Verizon Wireless. There are 10 million or more cars sold each year; theyre all a future market. Some of this investment is coming because cellular providers have achieved a saturation point, where nearly every person who wants a cell phone has one. To continue to grow, many are turning to transportation. In this area, off-highway users are a bit ahead of passenger cars. They have been leaders in fleet management, as have onhighway fleets. When all these trends are combined, it adds up to a solid market. Off-highway will be a huge part of our business, RACOs Horn said. Well support all sorts of vehicle and container tracking, and we have partners who are in related fields like diagnostics.
Integration cuts costs
26
Engineering staffs have been working furiously to support these business strategies. As with most electronics, theres always a push to cut costs by combining functions. One approach is to put GPS receivers in telematic boxes instead of rarely separate modules. Telematics and GPS are included in many telematic head units, Yagnyamurthy said. Given how cheap the modules are now, its a simple add-on to a communications module. This focus on integration is driving an increased focus on standards that make it easier to mix and match components. That ripples out to antennas, which must work with a range of products. Our antennas have integrated receivers/transceivers and an industry-standard interface to communicate with onboard control units. This helps to speed up the product integration, said Ralf Duersch, Director of Business Development, Hirschmann Car Communication. Cellular providers are also packaging the subscriber identity module (SIM) so it can be integrated into radio head units. That should improve reliability over conventional SIM cards that must be inserted into connectors. Weve created an embedded SIM that goes directly onto a circuit board, so it can handle a lot of heat and vibration, Horn said. Wherever the telematic links are located, they must also be tied to the vehicles networks so they can monitor operations and gather data. Standardization around CAN and the onboard diagnostics port makes it easy to create a single module for global use. You only need one input, as long as the vehicle has an OBD port, you can get a lot of information, said Aparna Khurjekar, Executive Director of Open Development, Verizon Wireless. Another way to trim costs is to limit connection times. Thats often achieved by aggregating data and limiting the number of transmissions, storing data in flash memory that may be on the microcontroller. For many vehicles, one or two connections a day will suffice. On the hardware side, advances in onboard processing power and memory capacity management are allowing OEMs to get more valuable engine/machine data (and data from other sources) collected and processed on the hardware before it is sent over the air via cellular or satellite carriers. This lowers the costs of airtime, said Tony Woodall, Moreys Marketing Vice President.
ElectronicsFeature
No need for speed
For most users, cost is more important than bandwidth. Most transmissions require only a few data packets. While the emerging 4G technologies such as Long Term Evolution Advanced are driving bandwidth to 100 Mbits/s and higher, telematic users are typically satisfied staying a generation or two behind. We see an increased uptake in 3G (UMTS) for telematics applications. So far, it is mainly used for very data-intensive applications, but as costs go down, more and more data-intensive services become feasible from a business perspective, said Per Lindberg, Business Development Manager, Telenor Connexion AB. The rapid changes in cellular technologies and the long operating lifetimes of off-highway equipment create some challenges. Theres no certainty that 2G networks will continue to be supported. That leads some customers with very long life cycles to select a 3G solution. Lindberg doesnt see 4G making an impact on telematics for quite some time. On the horizon, we clearly see LTE coming up, but so far this technology is not really used for telematics, he said. These technical advances are being augmented by fluid business plans. The need to respond nimbly was a key factor that drove T-Mobile to shift its new telematics business to RACO.
Antennas from Hirschmann are compact enough to mount on small vehicles or in trailers. Consortium member Morey aggregates data before sending it to trim airtime costs.
Now we can operate in a more aggressive way, changing rate plans on the fly and arranging partnerships in far less time, said Horn. All new end-to-end business will go through RACO. Other cellular providers are also tweaking programs to make their services attractive for off-highway owners and operators. Pricing plans are a primary example. System software is ensuring that operators who dont need real-time communications can store data packets and send them during off-hours. When you are collecting data from the vehicle, you can often send data in the middle of the night to get better pricing, Khurjekar said. Were also offering different rates for equipment like harvesters that are very busy for certain months and need a price plan where they arent charged much for low-activity levels. SOHE
Resource Center
The SAE website is the gateway to the worlds largest collection of technology resources for engineering professionals. SAEs Resource Center offers a variety of resources from industrys top companies ranging from videos to white papers: MSC Software Corp Inside you will find a white paper outlining the many benefits and usages of Adams multibody dynamics simulation software from MSC Software Corp. Also included are case studies of real world Adams successes from the truck, robotics and automotive industries.
Concepts NREC Developments in Turbocharger Simulation - Turbocharged engine simulation tools are highly developed, but the accuracy and reliability of the results are constrained by the turbocharger modeling. View this webinar to learn: How the compressor installation impacts the modeling of the compressor surge point and more!
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27
Sizing up
No other feature of a hydraulic hybrid has more effect on the end performance of the powertrain than the accumulator. Modeling helps to provide specific guidance with regard to establishing precharge pressure.
accumulators
obile hydraulic applications are typically constrained by package weight and size. Keeping overall vehicle size and weight within limits are important considerations for most manufacturers. End users are interested in adopting novel technologies, such as hybrid transmissions, because their use lowers total cost of ownership (TCO) for the vehicles in which they are installed. However, if the weight and/or volume of a hybrid system causes a reduction in the functionality of the vehicle, TCO may not be reduced. Thus, one of the key challenges facing developers of hybrid hydraulic transmission systems: the relatively low energy densities of hydraulic accumulators result in their tending to be large relative to their energy storage capacity. In an appropriately designed system, the high power density provided by the accumulator, combined with its extremely high charge/discharge cycle efficiencies, can compensate for that. However, the system must be designed in such a manner that the accumulator can provide the maximum amount of energy possible for a given size.
Cross-sectional view of a typical hydraulic cylinder, in this case a gas-charged piston accumulator. mary question: Given a specified total accumulator volume, and its maximum and minimum operating pressure, what pre-charge provides optimal performance? To store more oil in a given system, the designer can make the accumulator longer, add more accumulators, or add additional gas cylinders. For this study, it was assumed that the accumulator is a single tube. Also, it was determined that while the accumulator body would have to be treated as a separate physical body, that model itself was too simple. Consider the case in which an accumulator is filled with hot oil. The temperature of that portion of the accumulator that is in contact with the oil will heat more rapidly than that portion that is in contact with the nitrogen gas. This led to the realization that an FE-like model would be needed. Since one of the key areas of interest was to understand the thermal behavior of the Providers such as Telenor are leveraging accumulator during charge and discharge cycles,automotive telematics to investments in it was determined that using a traditional FEA program might be challenginginfrastructure that isnaturefor the system. build an due to the dynamic used of off-highway vehicles. Therefore, the researchers created their own model. They also drew the system as a resistor network graph.
A model is born Researchers from Limo-Reid and Pair of Docs Consulting started with a simplified model of an accumula-
28
tor and used it to address what they considered a priSAE OHE July 7, 2011
HydraulicsFeature
While a single tube design is the simplest, in many mobile applications packaging constraints prohibit this option. The key advantages of the system on the right are reduced cost (the auxiliary gas tank does not have a piston or oil ports) and increased reliability (one fewer piston seal and one fewer junction, i.e., location of a potential failure).
FEA-like model of an accumulator in which the boxes represent a physical piece of the accumulator, each of which has physical dimensions and thermal properties. The orange arrows represent conductive heat transfer, blue convective heat transfer, and purple the heat transfer from oil reservoir to the oil in the accumulator and the end cap.
The most challenging part of the model development was determining the values for the coefficients of thermal convection. Whereas thermal conductivity (for metals) is a simple function of geometry and material properties, thermal conductivity is a complex function that entails gas speed, gas properties, surface properties, surface shape, etc. To that end, equations for gas flows across cylinders and perpendicular to flat plates were used to estimate these coefficients. Moving from the above model to a computer-executable simulation required selecting a development environment, casting equations of state in a manner that they can be automatically generated, selecting a numerical integration method, and building a user interface. Researchers used Microsoft Visual Studio development environment and wrote the code in Visual Basic .NET. While VB is not typically used for simulation studies, this project was sufficiently small and modern processors sufficiently fast that execution times are quite low, typically seconds per run. A flowchart was generated that outlined the overall execution strategy for the simulation program. A number of parameters, for example the thermal resistance between two adjacent wall elements, remained fixed for the entire simulation cycle. These were calculated once and made globally available. To determine the systems initial conditions, the system was assumed to be at thermal equilibrium, with the temperature of the oil being different from ambient. The initial conditions are solved by setting all time-dependent terms in the equations of state to zero. Once the system was fully initialized, the model was exercised by sinusoidally cycling the piston, from a discharged state to a charged state and back to a discharged state. This particular model allowed for a dwell time when the accumulator was charged. At each time interval, the position of the piston was calculated, the values for the dependent variables were calculated, and the series of ODEs solved. Once the motion profile was completed, a number of graphical and numerical outputs were made available.
In this FEA-like model, the traditional resistor element symbol represents a convective heat transfer and the rectangular symbol represents a conductive heat transfer.
Model behavior
Researchers noted some deviations from previous reported studies, in particular differences in the charged volume and the shape of the curve. In this model, the system iterated until maximum pressure was achieved, at which time volume was noted. Other studies reported cycling between 1.5 and 2.5 L, as opposed to the current model cycling between 1.6 and 2.5 L. This suggested to the researchers that the convective heat transfer coefficients in the current model were not properly tuned (though they were still able to obtain valid results from the model for the purposes of the exercise). They believe that their model underestimates the heat transfer coefficients; thus, the gas would stay hotter and maximum pressure would be achieved with a greater volume. The plot of pressure vs. volume in other studies was fatter than that achieved in the current study. That is, there was a greater difference between the volume of the gas, at a given pressure, between the charge and discharge cycles. This was thought to once again be due to a need to better tune the convective heat transfer coefficients.
29
Sizing up
accumulators
loops. The outer loop iterated across a range of strokes, and the inner looped across a range of pre-charge pressures. The outer loop was exited, and data recorded, when the pre-charge pressure yielded the maximum system pressure or when the pre-charge pressure was the same as the minimum operating pressure. Results showed that when the stroke was sufficiently short, maximum operating pressure was not achieved (denoted by the pre-charge pressure being equal to the minimum operating pressure, in this model, 17 MPa) and energy storage was not maximized. Also, when the pre-charge pressure was greater than the minimum operating pressure, the amount of energy stored decreased. This result was independent of user-specified parameterse.g., charge time, accumulator size, etc. The results of this relatively sophisticated model were the same as a simple model examined earlier, namely that accumulator performance is optimized when the pre-charge pressure is as close as possible to the systems minimum operating pressure. This raises one final question: How close is close?
This flowchart outlines the overall execution strategy for the simulation program.
Pressure vs. volume for a single accumulator charge/ discharge cycle.
30
The heat map plotted temperature vs. time along the vertical axis (with the starting time at the bottom) and position along the accumulator (oil inlet on the right). The heat map results were as expectedthe portion of the accumulator in contact with the nitrogen gas warmed up faster than the rest of the accumulator. There may be an anomaly; the temperature of the endcap seems to be higher than expected, again suggesting that the coefficients of convective heat transfer were not tuned properly. One result of this study that was not previously reported is the energy lost during the compression/expansion cycle. Energy losses arise from two causes: either energy lost to nonreversibility in those cases where the compression happens quickly, or, in all cases, heat transfer from the gas to the accumulator. This loss is evidenced by the gap between the starting and ending points of the motion cycle. Because of the highly nonlinear nature of the problem, researchers employed a simple search approach to address the problem of determining optimal pre-charge pressure. For each accumulator studied, the current model used a pair of nested for
Heat map for a single accumulator charge/discharge cycle. The portion of the accumulator in contact with the nitrogen gas warms up faster than the rest of the accumulator.
HydraulicsFeature
The volume of oil obtained by multiplying the flow rate by the sum of the two times is the minimum amount of oil that should be left in the accumulator, and this can be used to solve for the pre-charge pressure. For real-world applications, it is advisable to employ a small safety factor because, if during operation, the accumulator should completely empty, the vehicle will experience hybrid stall. (Hybrid stall is the situation in which the accumulator has been emptied and the engine cannot provide sufficient power to both propel the vehicle and recharge the accumulator.)
The next steps
Stored energy as a function of pre-charge pressure. The answer is a function of the design of the hydraulic system. One way to estimate the minimum acceptable offset is to determine the maximum flow rate from the accumulator (as it nears the discharged state), the amount of time needed to detect the trigger pressure level, and the amount of time needed to cause oil to flow into the accumulator from the time the trigger pressure level is detected.
While the model performed well under simplistic thermohydraulic testing, there remains work to be done to extract full value from the model. First is to further refine the modeling of the convective heat transfer coefficients. While the current model was sufficiently accurate for the purposes described, and even though results suggested that simulation outcomes are fairly insensitive to moderate changes in these coefficients, better modeling will provide for better concurrence between simulation and experimental results, thereby extending the applicability of the model for other purposes. Second is to use the model to develop strategies for improving hybrid efficiency. For instance, a charged accumulator loses energy, primarily due to heat loss from the nitrogen gas. Capturing this heat, perhaps in the oil, may lead to small efficiency gains. Third is to build an actual experimental setup and compare experimental results with simulated results. In addition to laboratory-based testing, on-vehicle testing is required as well. SOHE
This article is based on SAE technical paper 2011-01-0715 by James A. OBrien II, Limo-Reid Inc.; Gerald Roston, Pair of Docs Consulting; and Matthew Witte.
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Beating a path to
biodiesel
Multiple pathways are being pursued to increase biodiesel use, reduce dependence on petroleum, and improve the environment, but the best route is not yet known.
by Patrick Ponticel
is how one speaker at Aprils SAE 2011 World Congress put things into perspective in a discussion about how to kick the oil addiction. Its a wonderful resource in terms of energy efficiency and ease of conversion. The clear implication by the speaker, Penn State University fuel sciences professor Andre Boehman, is that finding alternatives to that gold standard will be difficult. Not that the other speakers on the Congress Charging Forward on Petroleum Alternatives panel a well as audience membersdidnt already know that. But the speakers didnt stop at lamenting; they provided insights into the advantages and disadvantages of the various alternatives, including biofuels. Though much of the discussion focused on the light-vehicle sector, the insights on diesel apply to heavy-duty and off-highway applications as well. For Boehman, Professor of Fuel Science and Materials Science and Engineering in the Department of Energy and Mineral Engineering at Penn States EMS Energy Institute, first-generation biofuels (e.g., corn-based ethanol) are not the way to move forward. There are many indictments of first-generation biofuel, he said. They already are showing signs of causing trouble in world food market, and the grain market in particular. Beyond that, he noted, nearly as much energy must be spent to produce the biofuels as the end product contains. The energy return on investment ratio (amount of energy input to energy output of product) for biodiesel is only 3:1, and for ethanol a measly 1.3:1, he said, citing figures from the National Renewable Energy Laboratory.
Were spoiled rotten with petroleum
33
Beating a path to
biodiesel
By comparison, Boehman noted, oil from wells of years ago in Oklahoma and Texas offered an EROI of 100:1. The ratio for domestic oil is now below 20:1. According to Boehman, an EROI analysis shows that dimethyl ether (DME) from biomass is a very promising avenue, with a renewable energy content of up to 95% depending on processing. Ultra-clean-burning DME was a hot topic at the SAE Congress 16 years ago, Boehman said, but development efforts have stalled in the U.S. Not so in Europe, where research and heavytruck fleet testing of DME by Volvo is demonstrating great promise for a technology that he said is right around the corner. Also serving on the panel was Harold Wright, Senior Vice President and CTO of biodiesel maker Rentech. He
Penn State fuel sciences professor Andre Boehman says first-generation biofuels need to be put out to pasture.
Vegetables are good for you
Premium-quality bio-based diesel fuel can be produced by hydrotreating vegetable oils (HVO) and animal fats in process conditions that are typical for oil refining. Properties of HVO are very similar to the synthetic gas-to-liquids diesel fuel (GTL). HVO may be added to diesel fuel without any blending wall. The feedstocks for either HVO or FAME (fatty-acid methyl ester) are basically the same. However, the HVO process is more versatile since good cold properties can be obtained regardless of origin of vegetable oil. Vegetable oils are the main feedstock for both processes, and natural gas is used to produce methanol for the FAME process or hydrogen for the HVO. So from the point of view of agriculture or sustainability issues, HVO and FAME are equivalent. Challenges related to bio-based diesel fuel quality can be avoided by hydrotreating instead of esterification. HVO is composed of paraffinic hydrocarbons belonging to the distillation range of diesel fuels. HVO does not promote engine oil dilution and incompatibility problems when some fuel enters into the oil. The highest risk is in vehicles that are fitted with particulate filters and which use an additional late fuel injection for assisting filter regeneration. HVO is oxygen-free. Storage stability is good, and the tendency to form deposits in fuel injectors is lower than with fossil fuels. Due to the HVO process conditions employed, the content of phosphorous and other ash-forming components is in practice zero, meaning minimum risk to exhaust aftertreatment devices. HVO production includes an isomerization unit for adjusting cold properties even down to -40C (-40F) cloud point arctic-grade diesel fuels. Biocomponents for aviation kerosene may also be manufactured. HVO reduces all of the tailpipe emissions compared to traditional diesel fuel. This is primarily due to the fact that the fuel is paraffinic and does not contain aromatics. When a pure HVO was tested in trucks and buses, NOx emissions were reduced by 7 to 14% and par-
ticulates by 28 to 46% compared to a sulfur-free diesel fuel. The results were found to depend on the engine and test cycle, but the main conclusion was that the well-known NOx-particulate trade-off can be improved with HVO. Emissions of polycyclic aromatic hydrocarbons were reduced to very low levels compared to the diesel fuel. According to the European Renewable Energy Directive, the life-cycle greenhouse gas emissions of HVO made from rape seed
The well-known NOx-particulate trade-off can be improved with HVO, according to Neste Oil.
are 51%, sunflower 65%, and palm oil up to 68% lower than with fossil diesel fuel. HVOs values are slightly better than those of FAME made from the same feedstock. HVO has been shown to be a valuable blending component for diesel fuels because of the high cetane number, zero aromatics, low density, medium distillation range, and high heating value. In fuel logistics, HVO behaves like diesel fuel due to the minimal water solubility. HVO is produced today in commercial scale in Europe, the Far East, and the U.S.
Seppo Mikkonen of Neste Oil Finland wrote this article for SAE Off-Highway Engineering.
34
Energy Feature
emphasized that his companys biomass-based biodiesel is ready for commercial use today as a drop-in replacement for conventional diesel without the need for modifications to engines or to the fuel-delivery infrastructure.
Its time that we made some choices and move biofuels, synfuels, and other petroleum alternatives forward at scale to begin to displace petroleum.
Andre Boehman
Efficiency of processesbusiness processes as well as technical processesis what will separate the winners from the losers in the growing and competitive biofuels industry, said Rentechs Harold Wright.
In addition to having a much higher cetane index than traditional petroleum-based diesel, Rentechs biodiesel is cleaner-burning.
It meets ASTM D-975 and EN-590 specifications and has been extensively tested by vehicle makers including those in the off-highway industry. In addition, it is ultraclean, can have a low carbon footprint, offers lower regulated emissions, and has a much higher cetane index than traditional petroleum-based diesel, he said. The companys feedstocks include bagasse, wood, and grass and its processing technology is FischerTropsch, with upgrading technology supplied by UOP, according to Wright. In an interview prior to the SAE Congress, he told SOHE he is optimistic about the future for biodiesel and for his company, which has invested about $250 million in technology development and about $85 million in its Denver demonstration plant. The company has 55 issued or pending patents. Another SAE Congress participant (though not on the petroleum panel), Steve Howell, President of MarcIV Consulting, told SOHE before the event that biodiesel last year was declared an advanced biofuel by the U.S. EPA because it has emits 50% less CO2 than its fossil fuel counterpart. As such, it is one of the fuels that refiners can make to meet their commitments under the Renewable Fuel Standard (RFS). The RFS calls for refiners or importers to produce 800 million gal of biomassbased biodiesel this year and 1 billion gal next year, according to Howell. He said an industry imperative is to get an extension of the $1/gal blenders tax credit for biodiesel beyond 2012. Howell noted that there are 1330 retailers and 775 truck stops supplying biodiesel in the U.S. New Holland, Case, John Deere, and Caterpillar are among off-highway companies who have approved of B20 (20% biodiesel blended with 80% conventional diesel), with Case and New Holland also having approved use of B100. Howell also noted that the science behind biodiesel production is well understood, and so factors such as feedstock supply are the keys to success. The low-cost producer always wins, he said. SOHE
Jatropha is one of many feedstocks for biodiesel.

(General Motors)
35
Original Equipment
Case CE debuts next-gen wheel loaders

The F Series features four programmable power modesEconomy, Standard, Auto, and Max that provide operators flexibility in matching engine power to the job. Case CE says that its F Series wheel loaders feature stronger and faster hydraulics over the E Series loaders they evolved from, contributing to increased productivity and performance.
The 921F features a 4.75-yd (3.6-m) bucket, a new size class for Case, making it particularly applicable for aggregate stockpiling and high-production truck-loading applications.
Case Construction Equipments Case 721F, 821F, and 921F wheel loaders evolved from its E Series product line. The F Series wheel loaders are powered by an SCR-equipped 6.7-L Tier 4 Interim engine, rated at 179, 211, and 242 hp (133, 157, and 180 kW). An optional five-speed transmission with a lockup torque converter, open-differential axles, and advanced system programming contributes to fuel savings, according to Tim OBrien, Marketing Manager, Case CE. The [new] transmission offers an 8% increase in fuel savings over a comparably equipped model with a four-speed transmission. Standard limited-slip front and rear axles are said to provide traction in all conditions, particularly in noncompacted surfaces such as gravel. A new dual-mode shutdown feature also helps to maximize fuel economy while monitoring vital engine components. Using the fuel-saver mode, the operator can limit the time the machine will idle. The desired shutdown time can be set in 5-min increments. The 921F features a 4.75-yd (3.6-m) bucket, a new size class for Case. With greater tipping load weight and bucket
breakout force relative to its payload, the 921F is suited for aggregate stockpiling and high-production truck-loading applications. Other bucket capacities are 3.25 yd (2.5 m) for the 721F and 4.25 yd (3.25 m) for the 821F. Joystick steering enables F Series operators to move with ease between the joystick and steering wheel for high-production operations. An optional two-lever hydraulic control system is available. The Case PowerInch feature lets the operator quickly and precisely approach targets in tight areas, regardless of engine speed. PowerInch maintains high rpms to maximize hydraulic power and control. Several new comfort and safety features are expected to boost operator productivity, including a cab with an unobstructed view to both edges of the bucket or attachment, while a wide window and sloping hood provide clear vision to the rear. Also, a new rearview, wide-angle camera with an adjustable color monitor is available. The camera option nearly eliminates blind spots and is helpful for jobs that require operating around other machines or workers. As in previous models, the F Series wheel loaders include an advanced instrument cluster to enable operators to adjust various functions without relying on a service technician. The loaders also offer ergonomically placed controls and a new heated cloth seat with seven adjustment modes. Case offers a range of attachments for the F Series, including pallet forks, brooms, jib booms, buckets, and weigh-load systems. Buckets are available with bucket teeth or bolt-on edges. In addition to the standard Z-bar loader, Case offers XR extendedreach models and a 721E XT tool-carrier model. Jean L. Broge
36
Original Equipment
Hamm offers North America a rubber-tired roller

According to Hamm, its GRW 280 pneumatic roller is a revolutionary new design that represents a new generation of rubbertired rollers. For example, the roller features an opening in the frame, what Hamm calls a viewing channel, that provides operators a view from the cabin of the contact surfaces of the outer wheels. Also, the front-wheel suspension design allows for an uninterrupted view toward the front. Also contributing to improved visibility is the addition of a single operator seat that has replaced the two seats, two steering wheels, and two control consoles in older models, all of which could understandably restrict freedom of movement. The new seat can also be moved and pivoted at the side toward the machines outer edges and along with the console. Display elements are positioned on the console, and thus always are in the operators field of vision. Speed is no longer controlled by an accelerator pedal but by a joystick, which is expected to contribute to increased productivity for the operator. A hydrostatic rear-axle drive for the GRW 280 will allow for higher speeds during transport and compaction. To match it, a new front steered axle with disk brakes allows for the necessary braking force when braking suddenly, even with maximum load. The operators platform sits on a newly designed asymmetri-
Operators can access Hamms GRW 280 from either side of the machine. An asymmetrically designed roller frame allows the operator an unhindered view of the outer wheels.
cal frame, while the longitudinally installed engine is situated in the rear of the machine. In the past, hydraulic cylinders for level compensation of the front suspension protruded out of the frame into the drivers field of vision. They have been replaced with two swing arms between the front pairs of wheels, which
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P111033
37
Original Equipment
require very little space and are not visible to the operator. The track offset between the front and rear wheelsets is one of the basic features of pneumatic rollers, knowledge that Hamm used in the design of the new GRWs machine frame. The frame is in symmetry with the wheelsets, allowing the operator to see the wheels on all outer sides. That feature adds to the visibility advantages of the viewing channels. The viewing channels are illuminated to ease work at night. Rubber-tired rollers need to be able to have their weight modified swiftly and easily. To this end, the GRW 280 offers large ballast spaces between the wheelsets, and a serrated frame that is open in the downward direction. It can be easily loaded with steel or concrete. Hamm says that due to an intelligent ballasting system, no matter how much ballast a GRW 280 carries the distribution of weight to the front and rear axles always remains constant. Each GRW 280 can accommodate different amounts of ballast depending on its basic weight rating10, 15, 20, 25, and 30 ton (9, 14, 18, 23, and 27 t). Outer dimensions are identical for all variants; all the machines are under 10 ft (3 m) in height, simplifying transport on a low-bed trailer and easing work under bridges, protrusions, or other overhangs. Safety features include what Hamm describes as a generously dimensioned brake system, ROPS, and integrated folding cab-access steps. The steps can also be swiveled to provide convenient access to the maintenance platform next to the engine. Hamm designed all maintenance points to be on the engines right-hand side. The GRW 280 is equipped with a fourcylinder Deutz engine with a 134-hp (100-kW) output, and a common rail injection system. It meets Tier 3 requirements. Jean L. Broge
LiuGong infuses intelligence into new crawler excavators
LiuGongs DSeries is the companys new generation of intelligent crawler excavators (shown is the 915D) featuring computer-aided systems for greater operating efficiency, lower fuel consumption, and overall reliability.
LiuGongs new-generation D-Series crawler excavators are equipped with a Computer Aided Power Control (CAPC) system that automatically matches the machines hydraulic output flow to the application. At the touch of a button, LiuGongs new power boost feature instantly increases the excavators digging force up to 10% for 10 sec, then resets back to normal functions for the next task. The CAPC also allows the operator to select optimal power levels for peak performance capacity with the best fuel economy. The 922D and 936D feature a heavy lift system that when activated increases hydraulic pressure to the attachment cylinders while simultaneously reducing attachment speed for better control during lifting operation. Also, the excavators are equipped with an emergency bypass switch to enable the machines to operate indefinitely in the event of an electrical problem with the main CPU or its related components. Fuel consumption, emissions, and noise are all improved by an auto-idle function that automatically lowers engine speed if there is no operation detected for 5 sec. LiuGongs new rigid X-type crawler bodies on the D-Series distribute load stress throughout the frame. A larger beam section in the upper frame improves the excavators strength, durability, and stability by creating a better center of
The 936D is LiuGongs largest crawler excavator, powered by a 260-hp net (194-kW) engine. It has a 35.75 ft (11 m) ground level reach and 33.58 ft (10 m) max dig height.
gravity. Oil-sealed track rollers, carrier rollers, and idlers on the undercarriage provide enhanced durability in rugged conditions. Wide trackpads of up to 32 in (813 mm) afford improved flotation and stability on soft ground conditions. Standard rock guards and vertical strips protect the excavators arm from rock and debris damage. In the cab, an easy-to-read LCD instrument panel displays 20 different machine control functions. The self-monitoring control system reads engine speed, fluid pressures and temperatures, lubricant status, and fuel capacity, alerting the operator if a function exceeds its parameter and preventing service issues from becoming downtime setbacks. Maintenance
38
Original Equipment
on the D-Series is safe and simple with ground-level side access panels to hydraulic pumps and engine filters. Reinforced frames and silicon shock absorbers cushion impact and vibrations in the sound-suppressed, climate-controlled cabs that feature adjustable suspension seats, a multiple and positionable-vent large capacity filtered air-conditioning system, a tinted sunroof, and AM/FM/MP3 radio. Pilot controls with a pattern changer feature allow the operator to control the DSeries excavators functions with less fatigue and more accurate control of the arm and bucket. Back-up alarms and flashing beacons on the D-Series excavators assist job-site safety, while rear-view mirrors provide a wide view of the operating area. LiuGongs factory-installed two-way auxiliary hydraulic circuit configuration supports additional attachments such as rock thumbs, hammers, and shears. In terms of power, the three D-Series models are all equipped with Cummins Tier 3 engines. The 915D midsize crawler excavator offers 102 hp net (76 kW) and reaches travel speeds up to 3.4 mph (5.5 km/h). With a max digging depth of 19.25 ft (5.9 m), the 915D is suitable for residential and commercial site prep. It is available with an optional two-way dozer blade for back fill and leveling operations. The 922D offers an electronically controlled, turbocharged six-cylinder with 142 hp net (106 kW), and is suited for road and highway applications. The 922D comes standard with a 1.31-yd (1-m) capacity, 43-in (1092-mm) wide bucket.
LiuGongs new rigid X-type bodies on the D-Series crawler excavators distribute load stress throughout the frame. This 922D has an operating mass of 50,500 lb (22,906 kg) and a maximum breakout force of 31,472 lb (140 kN).
LiuGongs largest crawler excavator, the 936D, features a 260hp net (194-kW) engine. The 936Ds 35.75 ft (10.9 m) ground level reach and 33.58 ft (10.2 m) max dig height makes the 936D suited for demolition and forestry applications. The 936Ds 2.09yd (1.6-m) capacity, 57-in (1448-mm) wide standard bucket lifts up to 18,869 lb (8559 kg) on side at a 20 radius. Jean L. Broge
SAE Engines Technology

SAE Subscriptions offer the mobility engineering community access to up-to-date, full-text portfolios of focused, essential industry knowledge.
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39
Advertiser Index
Advertiser Page Website
Companies Mentioned
Company Page
Amazon..........................................................8 Cummins Inc .................................. 7 .......www.Tier4.info Horton Inc .................................... 21 .......www.hortonww.com/configure Isuzu Motors America LLC ............ 19 .......www.isuzuengines.com 40 .......www.isuzuengines.com Kubota Engine America Corp ................... Cover 4 .......www.kubotaengine.com L&M Radiator Inc ......................... 23 .......www.mesabi.com MathWorks .................................... 9 .......www.mathworks.com/accelerate MICO Incorporated ........................ 3 .......www.mico.com Molex Incorporated...................... 24 .......http://innovate.molex.com/forms/NATForm MTS Sensors................................. 13 .......www.mtssensors.com MTU Detroit Diesel............... Cover 2 .......www.mtu-online.com Murphy FW .......................... Cover 3 .......www.fwmurphy.com/pv450-SAE Perkins Engines ............................ 15 .......www.tier4air.com/lift Pi Shurlok ..................................... 20 .......www.pi-shurlok.com Sauer-Danfoss ................................ 5 .......www.sauer-danfoss.com/emissions 32 .......www.sauer-danfoss.com The Lee Company ......................... 22 .......www.theleeco.com The Lubrizol Corporation .............. 11 .......www.axlefacts.com VDO ............................................. 17 .......www.vdo.com/usa Apple .............................................................8 ASM Sensors ..................................................2 ATX ................................................................4 Audi .............................................................16 Aurora Bearing...............................................2 Axeda...........................................................25 Baldor Electric ..............................................20 BASF ..............................................................4 Case .............................................................35 Case Construction Equipment ......................36 Caterpillar .......................................... 4, 12, 35 Cummins .................................................. 2, 39 Dana ..............................................................2 DARPA .........................................................23 Delphi ............................................................4 Deutz ...........................................................38 Electro Static Technology..............................20 Eli Lilly and Co..............................................20 Ford................................................................2 GE ..............................................................20 Hamm ..........................................................37
National Renewable Energy Laboratory..................................33 National Science Foundation........................23 Neste Oil Finland ..........................................34 New Holland ................................................35 Old Dominion University ..............................22 ORBCOMM ............................................ 25, 26 Pair of Docs Consulting ................................28 Penn State University ...................................33 Purdue University .........................................20 RACO ..................................................... 25, 26 Rentech ........................................................34 Rugged Telematics Alliance ..........................25 SAE International ................................. 4, 8, 33 Sauer-Danfoss ................................................2 Semiconductor Research ..............................23 Sony ...............................................................8 TECO-Westinghouse.....................................20 TeleNav ........................................................25 Telenor .........................................................25 The College of William & Mary.....................22 THT ..............................................................16 Time-Life ......................................................20 T-Mobile .......................................................25 TUV Rheinland Rail Sciences ..........................4 University of Virginia ....................................22 UOP..............................................................35 U.S. EPA ........................................................35 Verizon ................................................... 25, 26 Virginia MicroElectronics Consortium ............................................22 Virginia Nanoelectronics Center...................22 Virginia Tech Transportation Institute ...................................................4 Volvo ............................................................34 WEG Electric ................................................20 Zircotec ........................................................10
Free Subscription to OHE Go to: www.submag.com/sub/oh
Hirschmann ..................................................25 IFH Group.......................................................2 International Electrotechnical Commission ..20
Tech-Lit File
Receive FREE literature from featured suppliers.
John Deere ............................................... 6, 35 Kaydon ...........................................................2 LHP Telematics .............................................25 Limo-Reid .....................................................28
Isuzu Diesel 2.2L - Increases Power Output with lower RPMs to deliver quieter, fuel-efficient & extended service life engines.
The Isuzu 4LE series diesel which is commonly applied to a large number of 20kW (25kVa) prime power generators, will have Tier 4 ratings achieving 40kW (50kVa). A newly designed high pressure common rail fuel system, a fixed speed turbo charger, and charge air cooling will enable this well respected engine to accomplish great things. Well suited to construction machinery and stationary power while delivering performance ratings in excess of 70HP, up from 49HP and 60HP. The best performance feature will be its generous torque range. Contact Isuzu today to discuss the features and benefits of the 2.2L 4L engine for EPA Tier 4. www.isuzuengines.com
LiuGong .......................................................38 Marathon Electric.........................................20 Marc-IV Consulting ......................................35 Methode Electronics ....................................25 Microsoft......................................................29 Morey...........................................................25 Nanostellar ....................................................2 National Electrical Manufacturers Association ............................................20
40
SIMPLE. POWERFUL. EFFICIENT.
TOTAL CONFIGURATION
P.O. Box 470248 Tulsa, OK 74147 Phone: 1.918.317.2618

1010644-PV450-SAE
http://www.fwmurphy.com/pv450-SAE
Global Service. Proven Excellence.
KUBOTA ENGINE AMERICA
US: www.kubotaengine.com Canada: www.kubota.ca

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