SPECIAL SECTION: Operator Environment: Filtration 26 | Safety 32 | Interface 36 | Products 40 www.oemoffhighway.com September 2013
Innovative product development solutions for mobile OEMs TM
Solving today’s challenges with tomorrow’s technologies
Cover Story
Mechanized cane harvesting increases productivity gains while reducing hazardous pollution. 12 Web Exclusive
Mountain-top fire fighting Search: 11117229
New Column LaunchES
Sweet productivity Technology Breakdown
Go with the energy flow A reconfigured feeder utilizes the
natural flow of crop into a combine’s processor for optimal efficiency. 18 The Smart Center
Making intelligent design easy
Cartridge technology as an efficient and smarter alternative to directional control solutions. 48
oemoffhighway.com/10055268
oemoffhighway.com/10055687
New Column LaunchES
Volume 31, NO. 6 SEPTEMBER 2013
Cover story: 12 Mechanized
cane harvesting sweetens productivity gains In an effort to reduce air pollution and protect field workers, Brazil implemented a mandate requiring sugarcane harvesters to use mechanical equipment instead of manual labor harvesting techniques. Search: 11112233
Case IH
32 To saw and protect
EMs should stay educated and informed on both O existing and developing safety standards which should be taken into consideration when designing new equipment.
Search: 11104649
36 From ultrasound to ultra rugged
esigners of operator interfaces look outside the D vehicle industries to a rarely-referenced inspiration: The medical field.
Search: 11109412
40 Operator Environment Products
AGCO’s Gleaner brand launches a reconfigured feeder that utilizes the natural flow of crop into a combine’s processor for optimal efficiency. Search: 11109300
ON THE COVER Case IH’s Austoft 8000 Series sugarcane harvester works fields in Brazil with several enhanced systems for productivity and ease of operation.
Growing research and regulations regarding operator health have placed a greater emphasis on designing a proper cabin air filtration and pressurization system. Search: 11080603
CT PRODUCH LAUN IVE S EXCLU
48 Making intelligent design easy
26 It’s what you can’t see that can kill you
18 Go with the energy flow
The Smart Center:
special section: Operator Environment
Technology Breakdown:
F ind hundreds more products for the Operator Environment, and thousands more for the rest of the machine, online in our Component Directory at
www.oemoffhighway.com/directory
4 OEM Off-Highway | SEPTEMBER 2013
Optimized cartridge technology is an efficient alternative to conventional directional control solutions while offering smarter system capabilities. Search: 11110816
Features Powertrain system: Small engines
42 The trend toward higher power densities
Tier regulations have pushed for more advanced engine technology and optimized systems, the rewards of which are more power from smaller engines.
Search: 11078357 Electrical & Electronics: Lighting
50 Light the way to safer roads Improvements in lighting technologies and regulations for the on- and off-highway industries are bringing increased safety to the roadways.
Search: 11080993 Market at a Glance: Lawn & Landscape
54 An industry of cuts and gains
The lawn care industry sees its equipment development opportunities just the same as its heavyweight counterparts in agriculture and construction: Cut fuel consumption while gaining productivity.
Search: 11109444 www.oemoffhighway.com
columns Editor’s Notebook
6 Hi, editor@ oemoffhighway.com
Keep the conversation going by participating in our new columns and upcoming CONEXPO & IFPE show issue in March. Search: 11110264
Economic Outlook 10.0
Annual % Change in Quarterly Averages
7.5 5.0 2.5
2.8% 2.5%
1.9%
2.6% 3.0% 3.0%
3.8% 3.9%
Extreme MachineS!
Mountain-top fire fighting
A custom vehicle design tackles fire-fighting applications in heavysnow conditions atop steep-grade mountain sides. Search: 11117229
Dec ’12
Mar Jun Sep ’13
Dec Mar ’14
Jun Sep
8 New second quarter highs
GDP growth exceeds expectations in Q2 while Europe finds a bright spot in its economic future. www.oemoffhighway. com/economics
Off-Highway Heroes
Craig Callewaert, PE
Chief Project Manager, Compaction Volvo Construction Equipment, Road and Utilities
Steve Crow
Product Application Engineer Team Leader - Propel Sauer-Danfoss Inc.
Jay W. Foley, Ph. D.
President Foley Industrial Engines
Clare Gittins
NEW N COLUM
Market Forecast
A Q2 analysis of manufacturers, dealers and rental companies for 2013
0.0 -2.5 -5.0
www.oemoffhighway.com
Editorial Advisory Board
Manufacturers and dealers are both reducing inventory, which is contributing to the reported drops in sales. Search: 11116538
Fluid Power Systems: Pneumatic Modules
How technology is helping farmers boost yield
Technological improvements in seed planters include accurate mechanisms that control important yield determiners including seed handling, seed placement and down/up-force control. Search ID: 11116949
Find it in our digital edition exclusively!
Market Forecast: Fluid Power
Director Global External Communications Volvo Construction Equipment
James Grayson
Manager, QA, Engineering & Customer Support Nissan Industrial Engine Manufacturing, USA, Inc.
Andrew Halonen Sales Engineer Eck Industries, Inc.
Chad Hutson
Acting Team Lead, Health Communications Team Office of Mine Safety and Health Research, A Division of NIOSH
Doug Lamoureux
Strategic Product Manager MICO, Inc.
Mike Mackool
VP Sales & Tri-Owner Torsion Control Products
Steven G. Mattson Chief Engineer GLSV Inc.
Doug Ringer
Product Manager - Drivelines ArvinMeritor, Inc.
Matt Rushing
The NFPA’s most recent analysis of the fluid power industry’s shipments and orders for hydraulics and pneumatics components. Get your free subscription to our digital edition at www.oemoffhighway.com/subscribe
Director, Product Management, Global Electronics and Global Engines AGCO Corp.
David N. Slutz President & CEO Precix
Keith Thompson
Program Leader, Off-Highway Nelson Global Products
58 The first truck crane
Cranes developed from stationary to selfpropelled as a result of World War I, but a more mobile truckmounted solution was on the horizon. Search: 11116923
56
Advertisers’ Index
www.oemoffhighway.com
Charlie Throckmorton Technical Advisor Sauer-Danfoss Inc.
Each article, product and advertisement found in OEM Off-Highway’s pages has a unique 8-digit code that can be entered into the search bar found at the top of www.oemoffhighway.com.
John Treharn
Vice President Business Development Hydraulics Group Parker Hannifin Corp.
Joe Woods
By searching for the unique number, you will be instantly taken to that specific piece of content online where you can find more images, online exclusive sidebars, related products and videos, and more!
Fluid Power Segment Manager Americas Trelleborg Sealing Solutions Americas
OEM Off-Highway | SEPTEMBER 2013 5
Editor’s Notebook
Innovative product development solutions for mobile OEMs TM
PUBLISHED BY
1233 Janesville Ave., P.O. Box 803 Fort Atkinson, WI 53538-0803 (920) 563-6388 • Fax (920) 563-1700
Reprints and licensing: Please contact Nick Iademarco at Wright’s Media 877-652-5295 ext. 102 or niademarco@wrightsmedia.com. Editorial Publisher Sean Dunphy sean.dunphy@cygnus.com Associate Publisher/ Michelle EauClaire-Kopier Editor Editor@OEMOffHighway.com Associate Editor Sara Jensen sara.jensen@cygnus.com Field Editor Curt Bennink curt.bennink@cygnus.com Contributing Writers Frank Manfredi, Thomas Berry Sales Integrated Media Stacy Roberts Consultant (920) 563-1661 stacy.roberts@cygnus.com Sales Jill Draeger Associate (920) 563-1617 jill.draeger@cygnus.com Inside Sales Barb Levin Representative (800) 547-7377 Ext. 1507 barb.levin@cygnus.com List Rental Elizabeth Jackson Merit Direct LLC (847) 492-1350, ext. 18 Production Art Director Yuly Osorio Media Production Cindy Rusch Representative (920) 563-1664 cindy.rusch@cygnus.com Circulation Audience Development Manager
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Cygnus Business Media CEO John French CFO Paul Bonaiuto VP, Human Resources Ed Wood VP, Technology Eric Kammerzelt VP, Audience Julie Nachtigal Development Cygnus Publishing EVP VP, Production Operations VP, Marketing VP, Content Director, Expos
Kris Flitcroft Curt Pordes Debbie George Greg Udelhofen Lisa Nagle
Published and copyrighted 2013 by Cygnus Business Media. All rights reserved. No part of this publication shall be reproduced or transmitted in any form or by any means, electronic or mechanical, including photocopy, recording or any information storage or retrieval system, without written permission from the publisher. SUBSCRIPTION POLICY: Individual print subscriptions are available without charge in the United States to original equipment manufacturers. Digital subscriptions are available without charge to all geographic locations. Publisher reserves the right to reject nonqualified subscribers. Subscription Prices: U.S. $35 One Year, $70 Two Years; Canada and Mexico $55 One Year, $100 Two Years; all other countries, payable in U.S. funds, drawn on U.S. bank, $80 One Year, $150 Two Years. Canadian GST #131910168 For change of address or subscription information contact Circulation & Subscriptions, OEM Off-Highway, P.O. Box 3257, Northbrook, IL 60065-3257; Phone: Toll Free 877-382-9187, Local 847-559-7598; Circ.OEMOff-Highway@omeda.com OEM Off-Highway (USPS 752-770; ISSN 1048-3039 print; ISSN 21587094 on-line) is published eight times per year: January/February, March, April, May/June, July/August, September, October and November/December by Cygnus Business Media, 1233 Janesville Avenue, Fort Atkinson, WI 53538. Periodicals Postage paid at Fort Atkinson, WI and additional entry offices. POSTMASTER: Send address changes to: OEM Off-Highway, P.O. Box 3257, Northbrook, IL 60065-3257. Printed in the U.S.A. Canada Post PM40612608. Return undeliverable Canadian addresses to: OEM Off-Highway, P.O. Box 25542, London, ON N6C 6B2.
Volume 31, NO. 6, September 2013
6 OEM Off-Highway | SEPTEMBER 2013
Hi, editor@oemoffhighway.com by Michelle EauClaire-Kopier
I
’m not going to lie, I’m pretty excited about this issue. Within these pages you will find: • One Brazilian beauty on page 12 ... it’s a machine, not a person (sorry guys); • Two new columns, “Technology Breakdown” on page 18 and “The Smart Center” on page 48; • Three articles on the Operator Environment starting on page 26; • Four engine companies discussing the trend toward smaller engine sizes in our Powertrain column on page 42; • Five sources contributing to Sara Jensen’s investigation into lighting safety regulation development on page 50; and • Six different technologies incorporated into Exmark’s latest mowers for improved performance and fuel efficiency on page 54. That’s not everything either. There’s always more we can write about in this industry, and we’re always on the hunt for hidden gems to cover. New technologies are always emerging, rare machines are being thought up every day, and we want to hear about them! Especially in our yet-to-be-officially-launched column, “Extreme Machines!” where we seek the weird, the crazy and the most extreme equipment found in unique locations, applications and conditions. What is the most specialized piece of equipment you’ve ever seen, heard of or had a hand in creating? Tell us about it now (like, immediately!) Send an email to editor@oemoffhighway.com. Another story on the horizon, but looming closer every day, is CONEXPO & IFPE 2014. Happening in early March next year, we’ve already started gathering story leads for exclusive coverage in OEM Off-Highway’s March issue heading to the show. And we’re doing something really special for our show issue. We’re smashing two magazines into one
binding and creating a flip magazine. Two halves covering one massive show. It’s new, it’s exciting and we’d love for you to be a part of it. If you have an equipment or product launch you can announce in the pages of OEM Off-Highway magazine, we want it! Are you toting a particular message or effort to address an industry challenge or concern? Tell us more. The overall message I’m trying to send is, “Keep the conversation going.” Our readers are insightful and vocal about what they like and what they don’t like (and thank goodness you like a lot of stuff) but we want to learn more about what challenges you face, what engineering feats you’re accomplishing, and what topics you want to learn more about. Let OEM Off-Highway be your guiding light to finding answers to the questions that impede your ability to do your job effectively. Stay tuned for our highly anticipated State of the Industry issue in October. Want to participate? Email me for details. editor@oemoffhighway.com. ●
Coming up in the October issue: • State of the Industry Q&As • Design and Management Softwares • Mobile technology and its role in manufacturing • Global standardization www.oemoffhighway.com
A tognum group BrAnd
So major projects don’t bite the dust:
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Series 1300
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ec onomic ou t look
New second quarter highs
T
he first estimate of second quarter GDP growth was 1.7%, perhaps a bit higher than expected. Exports and investment spending were driving forces. One possible concern is that temporary inventory accumulation was a large part of the rise in investment spending.
Farm Machinery & Equipment Shipments:
U.S. Leading Indicator: 100
Actual Index (2004=100)
95 93.4
93.8 94.3
94.6
94.3
95.1
The outlook for Europe is brightening. The leading indicator, production data and various sentiment measures all point toward a regional economy that is stabilizing and laying the groundwork for renewed expansion.
95.3
95.3
90 85
■■ Real shipments fell 3.5% during June. ■■ This more than reversed the gain reported for May. 14
Annual % Change, in 12-Month Moving Total
10.1%
(1982 Dollars)
80
Housing Starts:
5.4%
7.3%
3 -0.2%
75
Nov ’12
Dec
Jan ’13
Feb Mar Apr
May Jun
■■ The leading indicator did not change during June. ■■ This is just a temporary time out in this index’s upward trajectory. ■■ The general signal here remains one pointing to modest-tomoderate economic growth.
■■ The latest report on housing revealed some softness. ■■ Single-family starts were down 0.8%, and the estimates for both April and May were revised downward. ■■ Despite these slightly weaker second quarter numbers, the housing recovery remains on track.
-8 -10.3%
-19
0.75
-19.7% -25.9%-26.0%
-30
Dec Mar Jun ’12 ’13
0.60 Sep Dec Mar Jun ’14
Millions of Single-Family Units, Seasonally Adjusted Annualized Rates
0.59
0.63
0.59
0.81
0.85
0.76 0.70
0.63
Sep
■■ Volume has been mostly declining since this past February.
0.45 0.30 0.15
U.S. Total Industrial Production: ■■ Both overall production and manufacturing output rose by 0.3% during June. ■■ These follow no change and 0.2% gains, respectively, in May. ■■ It looks like the industrial sector may be on the verge of shaking off its spring doldrums.
8 OEM Off-Highway | September 2013
0.00
10.0
Annual % Change in Quarterly Averages
Dec ’12
Mar ’13
Jun Sep Dec
Mar Jun Sep ’14
7.5 5.0 2.5
2.8% 2.5%
1.9%
2.6% 3.0% 3.0%
3.8% 3.9%
Questions?
Contact Steven Crane,
0.0 -2.5 -5.0
Dec ’12
Mar Jun Sep ’13
Dec Mar ’14
Jun Sep
Senior Economist at C3 Statistical Solutions, at scrane@c3stats.com.
www.oemoffhighway.com
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ec onomic ou t look Total Public New Construction:
Private Nonresidential New Construction:
Defense Industry, New Orders:
■■ Public construction activity continued to decline; it fell 1.1% in June. ■■ Roads, sewer, water and other infrastructure-related construction showed notable declines.
■■ Nonresidential construction fell 0.9% during June. ■■ The weakness was widespread, as only the power and communications subsectors showed notable advance. ■■ Tempering this generally weak report were the big upward revisons to April and May figures.
■■ There was a 19.5% increase in orders during June. ■■ Order volume is back among the highest level in over three years.
5 2
Annual % Change, in 12-Month Moving Total (1982 Dollars)
1.2%
Annual % Change, in 12-Month Moving Total
30 20
9.8% 9.3%
11.8% 11.8%
(1982 Dollars)
10 0.8%
0 -1
-4.4%
-5.1%
-7
Dec Mar Jun ’12 ’13
4.1%
Dec
Mar Jun ’14
Sep
-10
■■ The reported gains tended to be in the relatively modest sized subsectors.
1.2%
0
2.1% 2.4%
1.9% -0.4%
Sep
Dec Mar Jun ’14
Dec
Mar Jun ’14
Sep
■■ Over this period there were only two spikes that produced higher order volume.
Sep
Heavy-Duty Truck Shipments:
Mining, Oil & Gas Field Machinery New Orders:
■■ Real orders held steady in June after a nice advance the previous month. ■■ Volume is at a very high level; only a few occasional temporary spikes have been higher. ■■ So far, the recent softness in housing and other construction activity hasn’t dampened equipment orders.
■■ Orders soared 44% during June, following modest moves in April and May. ■■ This more than reversed the substantial decline that occurred in March. 20
21.1%
Annual % Change, in 12-Month Moving Total
■■ Shipments fell 3.1% in June. ■■ Meanwhile, pricing continued to firm. ■■ Despite the monthly swings, truck volume at mid-year is comparable to when the year began. 45 Annual % Change, in 12-Month Moving Total
34 23 12
(2003 Dollars)
24.0%
7.8%
(2003 Dollars)
13
1.0% 2.5%
1 11.0%
6
-4.1%
8.3%
Annual % Change, in 12-Month Moving Total
75
Sep
-5.9%
Dec Mar Jun ’12 ’13
Construction Machinery, New Orders:
100
-6.8%
Dec Mar Jun ’12 ’13
10
-6.2%
Sep
-2.4% -2.2%
-10 -20
13.4%
-5.3% -6.9%
Annual % Change in Quarterly Averages
20
-2.8%
-4
-10
30
-0.8%
-10 1.8%
(1982 Dollars)
-3.6% -7.4% -7.7%
Dec Mar Jun Sep Dec Mar Jun Sep ’12 ’13 ’14
-1 -2.1%
50 -8 25 0 -25
0.1%
5.2%
10.2% 12.5%
-15
16.5% 5.0%
1.0%
-5.4% -8.1% -8.7%
Dec Mar Jun ’12 ’13
Sep Dec Mar Jun ’14
Sep
-0.4%
Dec Mar Jun ’12 ’13
Sep
Dec
Mar Jun ’14
Sep
10 OEM Off-Highway | September 2013
■■ All of this reinforces the lumpy nature of orders for this type of equipment, which results in data volatility.
Go to www.oemoffhighway.com to sign up for our monthly Economic Newsletter! www.oemoffhighway.com
Euro Area Leading Indicator:
105.0
Monthly Index
103.6
■■ The leading 102.2 indicator continued 100.8 100.35 to improve 100.09 100.23 99.80 99.95 99.64 during June. 99.34 99.47 99.4 ■■ This was the ninth 98.0 Nov Dec Jan Feb Mar Apr May Jun consecutive ’12 ’13 positive move and the third reading above 100. ■■ All of this points to a recovery starting later this year and extending into 2014.
Industrial Production, United Kingdom:
5 3
Annual % Change in Quarterly Averages 2.5%
2.8%
2.5%
1.9%
■■ Overall output 1 rose 1.1% in June; manufacturing -0.3% -1 -0.8% production jumped 1.9%. -2.6% -3 -3.3% ■■ The British economy looks -5 Dec Mar Jun Sep Dec Mar Jun Sep like it is starting ’12 ’13 ’14 to develop the momentum needed to sustain its recovery. ■■ Equally important, the improvement is staring to spread into the industrial sector.
Industrial Production, Germany:
15
Annual % Change in Quarterly Averages
11
■■ Production 7 rebounded 4.9% 4.8% sharply in June, 3 2.1% 2.1% rising 2.4%. 1.3% ■■ In addition, -1 factory orders -2.4% -1.8% rose 3.8%. -5 Dec Mar Jun Sep Dec Mar Jun ■■ Expansion is ’12 ’13 ’14 clearly underway. Germany is leading Europe on the road to recovery.
2.1%
Sep
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OEM Off-Highway | september 2013 11
M A R K E T AT A GL A NC E : AGR IC ULT UR E
Mechanized cane harvesting sweetens productivity gains In an effort to reduce air pollution and protect field workers, Brazil implemented a mandate requiring sugarcane harvesters to use mechanical equipment instead of manual labor harvesting techniques. by Michelle EauClaire-Kopier
A
bout a decade ago, the Brazilian sugarcane ethanol industry was still utilizing manual harvesting techniques to remove cane from the field. The process began by burning the entire field to remove dry leaves from the crop before the workers entered the field to harvest the cane by hand. But, during the burning process, the flash fires were causing significant air pollution and subsequent respiratory problems. “The sugarcane is harvested in Brazil between March and December, which is the dry season. In areas where sugarcane is heavily concentrated, a blue haze can be seen over the fields, which lingers because of the lack of rainfall to clean the air,” explains Michael Cordonnier, President of Soybean & Corn Advisor, Chicago, IL. According to Federal Legislation of 1965, the use of fire for agriculture man-
12 OEM Off-Highway | SEPTEMBER 2013
agement was forbidden all over Brazil, however sugar mill owners were able to protest that there was not yet another viable technology at the time for harvesting, so the law was not applied to the sugarcane producers. As harvesting equipment and crop management tools continued to advance over the years—as well as with mounting community pressure to solve the environmental issues concerning crop burning—the government intervened and revised the legislation in 1998 to include sugarcane gradually, with complete burning elimination by 2021 in areas with slope under 12% (by 2031 in areas with slope above 12%). In 2007, Sao Paulo and the Sugar Mill Association agreed to the Environmental Protocol which committed harvesters to the protection and recovery of vegetation around streams, a plan for soil conservation and water management, and a reduction of CO2 emissions by
2014. The Environmental Protocol is not a law, but rather an agreement, which means sugar mills and suppliers of cane are not obligated to follow it. “In some cities, burning is allowed when done at night or when humidity is above 30%,” says Leonardo Barbieri, Global Product Marketing Manager - Sugar Cane and Coffee Harvesters, Case IH (company information, 10630574), Sorocaba, Brazil. The benefits to mechanical harvesting go beyond pollution reduction; a sugarcane grower will gain nutrients from the leaves left in place which introduces more organic matter into the soil, improves soil fertility and the sugarcane it produces, as well as reduces soil erosion. According to Cordonnier, the sugarcane crop is planted once and the same plant can be harvested once per year for six to seven years before the land is given a year off (referred to as renovating) and a new cane crop is www.oemoffhighway.com
c ov er s t or y
planted. “If you were to keep burning off the leaves and taking away that nutrient source, you would essentially need more fertilizer for the soil, so mechanical harvesting shows promise for reducing fertilizer costs,” he claims. “There is about a 10% reduction in yield per year that a field is not renovated. But, when you renovate, you lose income for a year, so the government is trying to address that by offering low interest loans to sugarcane producers during their renovation year.” There is a drawback to the mechanical harvesters however, which is the reduced labor needs for the sugarcane harvesting process. By replacing a dozen workers in a field with a machine and a single operator, that’s a lot of people out of a job. T he Env i ron ment a l P rot ocol addressed other challenges of mechanized harvesting that needed to be investigated. This included harvester www.oemoffhighway.com
production keeping up with demand, research to understand the production impacts of mechanized harvesting, and equipment improvements needed for more severe slope applications. Case IH legacy companies’ first established its manufacturing location for agricultural equipment in Curitiba, Brazil in 1975. Now, Case IH has 107 dealers in Latin America and several manufacturing locations. In 1996, Case IH bough Austoft—the largest manufacturer of cane harvesters in the world—and later Brastoft, a Brazilian cane harvester manufacturer partially owned by Austoft. When mechanized cane harvesting started in Australia, the equipment was being used on relatively flat land. Today, Brazil and other areas of the world produce cane in more hilly terrain, so the machines were developed to harvest in moderately unlevel areas.
The Extreme Chopper allows for faster harvesting, including high-yielding areas and plant crops. Case IH
In related news... Search: 11117105 Agribusiness logistics to create complications in Brazil Transportation costs in the country have risen significantly due to new legislation impacting the working hours of truck drivers, a sharp increase in diesel prices, and rising export volumes for major commodities. Compounding the challenge, Brazil’s exports of soybeans, corn and sugar are all expected to rise in 2013, based on higher production forecasts. Sugar production is expected to rise modestly this year as a result of a recovery in cane yields after two difficult years.
OEM Off-Highway | SEPTEMBER 2013 13
M A R K E T AT A GL A NC E : AGR IC ULT UR E
Austoft sugar cane harvesters offer high performance combined with high torque and low fuel consumption. Two models are available to accommodate varied terrain, and recent updates to the engine and cooling package, engine management system, hydraulic system and harvesting functions add to the machines’ versatility, performance and reliability. Case IH
A few tough years for Brazil’s ethanol industry Brazil plants about 9 million hectares of sugarcane a year, and in 2013 will harvest approximately 610 million tons of sugarcane, most of which goes for sugar and ethanol. Ethanol in Brazil is 100% alcohol which has about 70% of the energy of gasoline, according to Michael Cordonnier, President of Soybean & Corn Advisor. “For the last few years, the better choice has been gasoline. Ethanol prices are higher than gasoline because the government has been holding prices down to rein in inflationary costs for consumers.” The expectation in the industry was that a majority of cars would be using only ethanol as a fuel source, so refineries prepared for reduced gasoline demand. When ethanol prices began to climb and gasoline demand increased, refineries had to import gasoline to meet demand while the government is forcing them to sell to the consumer at a loss to keep down inflation. “But, when you hold down the price of gasoline, that artificially holds down the price of ethanol because people can choose which fuel to use based on price, so ethanol is held cheaper,” Cordonnier says. Another change negatively effecting Brazil’s ethanol industry is foreign investment, says Cordonnier. “If you’re a foreign investor and you want to invest in sugarcane ethanol production, up until three years ago you could go in with your $1 billion investment and buy in. But recently, the government said foreign individuals were no longer allowed to purchase more than 5,000 hectares of land, and that’s not enough to justify the building of an ethanol plant which needs about 20,000 to 30,000 hectares of sugarcane to supply a sugar mill.”
14 OEM Off-Highway | SEPTEMBER 2013
As the harvesters were being imported from Australia to Brazil to help meet the excessive demand after the mandate was put in place, a simplification of operator control was needed to match the lower skill level of Brazil’s operators who were used to simpler tractors.
Meet the machines The Case IH Series 8000 Austoft sugarcane harvester comes in two models— the A8000 and the A8800—to handle different terrain types. The A8000 is equipped with tires for maneuverability and fast transport speeds of 12.4 mph on more level ground. For improved stability on sloped ground, the A8800 features tracks, reducing soil compaction. Both models are equipped with a 353 hp engine with Smart Cruise technology to match engine speed with power demand for each condition of the sugarcane crop while it’s being harvested for optimized performance at all times. A digital engine function gauge delivers insight on engine speed, hours, coolant temperature, engine load and oil pressure with applicable engine error codes when necessary. The redesigned cooling package features a remote cooling module with rotary screen for reduced maintenance and a mechanically driven fan from the engine crankshaft pulley for simplified operation. The cane that is removed from the coolers is ejected from the bottom of the screen and thrown clear of the harvester. When it comes to harvesting equipment, the feeding system is essential to efficient production. Conditions such as strong winds, tangled cane and heavier varieties of sugarcane can present unique harvesting challenges, all of
which were taken into consideration for Case IH’s feeder system. All 8000 Series Austoft cane harvesters come standard with a high-horsepower topper motor on the severing drum which offers 20% faster drum rpm and 44% higher motor horsepower from previous models. Rotating toes at the base of the 45-degree crop dividers improve lift of down cane, as well as move less soil minimizing the amount of dirt pulled into the harvester which can cause unnecessary system wear. A simplified hydraulic system is integrated with Case IH’s exclusive Auto Tracker automatic basecutter height system which automatically lowers or raises the harvester’s basecutter through sensors in the hydraulic suspension system. The system helps preserve the roots (stools) of the cane, which is extremely important to ensure a productive crop
The Anti-Vortex cleaning system, designed and developed by Case IH, reduces extraneous matter and cane loss. Case IH
www.oemoffhighway.com
STILL WELDING? WE’VE ASSEMBLED 5 STRONG REASONS TO USE
HUCKBOLTS
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M A R K E T AT A GL A NC E : AGR IC ULT UR E
Meeting training needs virtually According to Case IH’s Leonardo Barbieri, Global Product Marketing Manager - Sugar Cane and Coffee Harvesters, harvesters include advanced technology that is often not fully utilized by most customers, or not utilized correctly to gain the full benefit. The rapid increase of mechanical harvesters in Brazil has also created an issue where many operators do not possess the necessary experience to operate the vehicle properly. So, in the past few years, Case IH has invested, and continues to invest, in the training of operators and mechanics on its harvesters. The Cane Harvester Simulator tool was created to train operators by simulating harvesting operation in a field without risk of damaging a machine. New technology developments focus on the vehicle’s systems which reduce the need for operator intervention such as Auto Guidance, vehicle-to-vehicle communication, Smart Cruise and AutoTracker. This allows advanced systems to be implemented without additional training for new operators.
Product launch... Search: 11075558 Trelleborg launches the TM800 tire solution for sugarcane applications Lorenzo Ciferri, Marketing Director Agricultural & Forestry Tires at Trelleborg Wheel Systems, says, “The Trelleborg TM800 SugarCane tire is the result of years of experience and research in sugar cane fields. For example, to cope effectively with sugar cane stubble, the profile of the tire lug’s base is significantly smoother and more rounded when compared to a conventional tractor tire.” The structure of the new 710/70R38 TM800 SugarCane has been designed to handle high torque and load transmitted to the tire during demanding sugar cane farming operations. The bead width has been increased by 12% to withstand the stress driven of severe farming conditions. In addition, the advanced profile of the tread lugs has been strengthened to boost the tire tread resistance.
16 OEM Off-Highway | SEPTEMBER 2013
the next year. According to Case IH, the Auto Tracker system reduces the number of cane stools pulled out by the basecutter by 27.2% and at the row heads by 62.9%. The results affirm that the automated system improves basecutter operation to equal that of (or greater than) a skilled operator running the harvester manually, which speaks directly to the unskilled labor shortage problem found in Brazil as well as around the world. In the end, a productive harvester provides the most crop yield. Excess straw can cause losses in the production of sugar and ethanol. Case IH’s Anti-Vortex cleaning system on its 8000 Series harvesters separates trash from cane billets and deposits the trash behind the machine. The design, as the system’s name implies, reduces vortex effect while reducing cane losses by up to 50% and operating power by 30 hp for more efficient fuel consumption with increased productivity and crop quality.
Industry growth expectations Case IH sees the harvester equipment market in Brazil as an area of growth. According to Barbieri, Case IH has an optimistic industry forecast for 2013 and 2014 with total volume at the same levels of 2010 before the financial crisis. Case New Holland (CNH), parent company to Case IH, sees Brazil as a continually developing agricultural market with growth potential in harvesting equip-
Case IH 8000 Series Austoft sugarcane harvesters promote excellent cane quality and ultra-clean samples. Case IH
ment. “Scientists say that one third of the world’s food in the year 2030 will be produced in Brazil,” Barbieri says. “The second harvest in Brazil has become as important as the first one to use soil resources and weather conditions more effectively,” he continues. “Therefore, the period left for harvesting has been reduced gradually to enable a second crop within the agricultural year. The advancements that have been made in inputs such as GMO seeds, fertilizers and crop protection, as well as crop management have led to increasing yields in all Brazilian cash grain (corn and soybean) production regions.” Labor legislation is pushing for training to get machine operators up to speed with the newest machinery technologies. All of these opportunities are favorable to the agriculture machinery manufacturer and will likely encourage demand for higher performance machines for more productive crop harvesting with lower operation time. As the Brazilian sugarcane market continues to develop and accept more advanced equipment, the increased productivity and yield of the cane crop will be a contributing factor for the longterm likelihood of sugarcane ethanol as an export. ● www.oemoffhighway.com
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Go with the energy flow
AGCO’s Gleaner brand launches a reconfigured feeder process that utilizes the natural flow of crop into a combine’s processor and finds numerous system efficiencies along the way. by Michelle EauClaire-Kopier
T
here are laws that bind us to our capabilities. Working with and within the laws of physics are what engineers are accomplishing every day. The law of conservation of energy states that energy cannot be created nor destroyed… but as engineers and equipment owners are painfully aware, energy can be wasted, lost, captured and repurposed. Parasitic losses are any loads on the primary power source that do not contribute to the tractive efforts of the vehicle. The amount of energy necessary for an agriculture harvester to feed crop into the machine for processing can draw significant power from the engine, for example. Working with the directional flow of energy instead of fighting against it can harness energy instead of waste it, lowering the amount of energy necessary to complete a task and possibly improv-
18 OEM Off-Highway | SEPTEMBER 2013
Gle AGCO’stroduces its s in er Serie S8 Sup8 Combine Cl a s s
Gleaner has designed its combine to feed the crop perpendicular to the rotor’s position which allows the material to be fed naturally into the processor. The rotor doesn’t have to work as hard because of the way the crop is fed, saving energy. AGCO
ing overall machine efficiency in the process. Gleaner’s S8 Super Series Class 8 transverse rotary combine, launched on August 15 of this year (product information, 11109278), was introduced on the Optimum Harvesting Performance platform. The platform is founded on a vision of the combine machine from 1967 to tangentially feed crop through a combine to compliment the natural flow feeding process. “You want to make sure to keep the crop mat flat and consistent as it is fed into the processor for even threshing and separating,” explains Kevin Bien, Gleaner Brand Manager, AGCO (company information, 10727147), Duluth, GA. www.oemoffhighway.com
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Gleaner Transverse Combine
Watch the Gleaner S8 Super Series transverse rotary system in action! Search: 11118049 to see crop movement from start to finish.
Other combines are axial with the cylinder or rotor sitting parallel to the crop and a feed drum to force material in as it’s compressed. Gleaner has designed its combine to feed the crop perpendicular to the rotor’s position which allows the material to be fed naturally into the processor. “The crop comes in flat and consistent with the width of the mat the same as the width of the opening of the processor. We don’t change
20 OEM Off-Highway | SEPTEMBER 2013
the direction of the material; we don’t have to compress it to fit the processor. We’re harnessing the natural flow of the material and reducing parasitic losses on the engine that were occurring by running the processor harder than necessary,” Bien explains. Because of the tangential orientation, the S8 can use a simpler design configuration with straight-through shafts without the need for 90-degree gearboxes or CVT drives found on other combines. Gleaner gained capacity with its S7 Series platform three years ago when it increased its cage, processor and rotor system diameter to 30 inches giving the machine 6,047 square inches of threshing and separating area. Inside the Gleaner-exclusive 360 degree perforated rotor cage are helical bars which allow the material to move from one end to the other and remove discharge residue from the threshing and sepa-
Inside the Gleaner-exclusive 360 degree perforated rotor cage are helical bars which allow the material to move from one end to the other and remove discharge residue from the threshing and separating process. AGCO
rating process. “Our two-stage cleaning system with accelerator roll technology allows Gleaner to reduce shoe load while increasing cleaning capacity without adding length or weight to the shoe, as well as perform on slopes up to 23% grade without severe slope sensitivity,” Bien says. Once the crop is threshed and separated, it is dropped into one of two distribution augers which are running opposite one another, centered underneath the processor, designed to meter the crop to Gleaner’s patented accelerator rolls that accelerate the crop at four times the speed of gravity. “We have a large 13 inch diameter curvature blade www.oemoffhighway.com
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fan that pulls air at a constant speed from underneath the machine to get a consistent airflow. We use a fan choke to control the air by opening and closing an upper and lower air duct. The upper duct creates air blasts off the fan which does two thirds of the cleaning before the grain ever hits the cleaning shoe. Other combine models do all of their pre-cleaning at the shoe. With the Gleaner, if there is a wet crop making the grain heavier, the shoe load is greatly reduced.”
Less weight, power and fuel… More production The reevaluated machine design concept also allowed for a more compact machine—with an overall machine height of 12 feet 4 inches—and a lower center of gravity. The unitized, welded mainframe offers true center line design for a light and balanced weight distribution for the combine. The Gleaner S88 (S88 refers to the Class 8 model of the S8 vehicle series) model in particular can be as much as 16,500 pounds lighter than competitive Class 8 combines, allowing the Gleaner to achieve lower field compaction and to work in muddy or wet conditions where other heavier machines would have traction issues. This also allows Gleaner to have one of the largest grain bin capacities and burn less fuel working in the field.
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“Our fuel capacity, due to the lower weight of the vehicle, allowed us to go from a 150 gallon tank to a 230 gallon tank, a 53% increase. We’ll be burning less fuel and have greater fuel storing capacity, which means operators can be in the field longer,” Bien says. The fuel tank additional weight was put directly over the drive axle to keep the machine weight balanced. A Tier 4 Final compliant AGCO Power (company information, 10739729), Linnavuori, Finland, 9.8-liter, 7-cylinder engine powers the S88 and S78 models using a combination of selective catalytic reduction (SCR) and cooled exhaust gas recirculation (cEGR) technology (see this AGCO Power engine and the rest of the company’s engine line on OEM OffHighway’s online Engine Spec Guide at www.OEMOffHighway.com/SpecGuide). The SmartCooling system, developed by Gleaner and a Canadian manufacturer, features a variable pitch reversing radiator fan. The system is measuring engine parameters (coolant temperature, air intake temperature and hydraulic oil temperature) via the CANbus system as the machine is working in the field. Every 15 minutes for five seconds the radiator fan reverses itself to eliminate debris caught in the radiator screen. It then switches to a 40 degree pitch and blows out the engine compartment before returning to variable pitch to
The reevaluated machine design concept allowed for a more compact machine with an overall machine height of 12 feet 4 inches and a lower center of gravity. The unitized, welded mainframe offers true center line design for a light and balanced weight distribution for the combine. AGCO
save horsepower draw and fuel use. “At 80 F, our system is saving about 66% of the horsepower it would normally take to run the radiator fan,” says Bien. Gleaner’s unique transverse design places the processor and the engine further back in the machine than axial machines, buffered by the grain bin and fuel tank, providing a quieter cab. “In the last 24 months we have further quieted the cab down with newly designed door seals, adding a slight curvature in the glass, sound deadening material and insulation, thus reducing noise by as much as 3 dB(A),” Bien says. Three years ago, the Gleaner brand began pre-wiring its cabs for telemetry, recognizing the industry shift to monitor and track equipment while it’s running in the field. “For our 2013 models we also moved from our assisted-steering solution being an option to being AutoGuide ready. That means the steering valve, top dock bracket, wire harnesses, sensors—all of the system components are already built into the combine at the www.oemoffhighway.com
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The Natural Flow feeding system moves the crop material straight into the combine, straight into and around the rotor and straight out the back. This requires less horsepower to do the same threshing and separating as competitive designs which need to change the material’s direction.
2
Once crop enters Gleaner’s rotor and threshing begins, crop separates and falls from the rotor through a 360-degree cage. The wrap of this cage is important because it is crucial that crop only be threshed long enough to release it from heads, pods or cobs. Crop that remains in the threshing area can get damaged. Our 360-degree wrap means grain exits the rotor cage once it is threshed. Competitive designs are closed on top keeping free grain inside where it continues to impact the rotor’s threshing elements.
3 With Gleaner, after grain falls from the processor, a set of distribution augers meter the crop mat into a consistent ribbon of material. The crop is then propelled by the accelerator rolls, through an air blast at four times the speed of freefall and onto the grain pan. These distribution augers insure a uniform ribbon of crop feeding into the remainder of the cleaning system - no matter where crop falls from the processor. 4 Many axial combines, due to concave design, tend to overload the cleaning shoe on one side of the machine. AGCO
24 OEM Off-Highway | SEPTEMBER 2013
Gleaner’s S8 Series combines (an S88 is seen here with straw spreader) have been redesigned to focus the combine’s power on threshing and separating the grain. AGCO
factory level to integrate any system the customer wants,” says Bien. “The 2014 models have Auto-Guide set up as an a la carte system. The customer can have a base level of accuracy and upgrade with snap-in modules without having to buy a whole new system.” (Auto-Guide 3000 product information, 11109222). A machine’s design inspiration can start at any point and time, and if the idea has a strong foundation, can carry through for years. Gleaner’s S8 Super Series combine optimizes harvesting performance while driving down parasitic loss by lowering the amount of power needed to move through the field. “The Optimum Harvesting Performance platform concept takes all of these features into consideration, all while reducing fuel use and compaction with a lighter weight platform,” says Bien. ●
To find more news, products and related content for this article, search the 8-digit codes found within the text at www.oemoffhighway.com www.oemoffhighway.com
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Sp ec i a l sec t ion: Op e r at or En v ir onme n t
It’s what you can’t see that can kill you Growing research and regulations regarding operator health have placed a greater emphasis on designing a proper cabin air filtration and pressurization system. by Sara Jensen
W
hen debris, dust and other particulates enter a machine cab, both operators and electronic equipment are put at risk. Operators exposed to particulates are susceptible to a range of health risks. Meanwhile, electronic equipment can short circuit and malfunction, minimizing its usefulness and lifespan. As OEMs and their customers have become more aware of the damaging effects of improper cab air filtration—due in part to growing research—they have put more of an emphasis on ensuring their equipment includes effective cab filtration and pressurization systems. New standards such as EN 15695 in Europe and ANSI/ASABE S613 in North America have also played a part in emphasizing proper cab air filtration. EN 15695 specifies four categories representing various protection levels ranging from no protection against hazardous substances (Category 1) to protection against dust, aerosol and vapor. Category 2 requires a filtration system to reduce the quantity of dust that enters a cab while Category 3 states both dust and aerosols must be reduced. Category 4 adds requirements for gas adsorption to the reduction of dust and aerosols. “To reach the different
26 OEM Off-Highway | SEPTEMBER 2013
requirements, cabin air filters of Category 3 and 4 require a combination of different filter media in one element,” says Kevin Babb, Business Development Manager at MANN+HUMMEL USA (company information, 10055755), Portage, MI. The new European standard also requires certification of the filters from an independent test laboratory to guarantee standard compliance and operator safety. “Standard development will help to ensure high quality and technology levels that will enhance operator protection,” says Babb. “The primary markets today driving cabin filtration are Europe, North America and Japan.” The American Society of Agricultural and Biological Engineers (ASABE, association information, 10239641) standard requires certification of the filter manufacturing process and proper labeling of the filters, enabling consumers to be informed about the efficiency performance of the filter. According to Jeff Moredock, Vice President of Sales and Marketing at Sy-Klone International (company information, 10056670), Jacksonville, FL, the most damaging particulate is that which is not visible to the human eye. “The issue is the dust you can’t see,” he says. “Our focus is on removing respirable particulate in the 0.3 to 10 micron range.”
The RESPA-CF Vortex HyperFLOW Cab Air Quality system uses centrifugal force to collect particulate in the air and eject it outside of the system’s housing. Sy-Klone International
As a point of reference, the diameter of a human hair is 150 microns. See particulate comparison chart, pg. 30. Traditionally, cab air filtration systems have consisted of a fan bringing outside air into the cab and a low efficiency filter located between the fan and the cab to prevent particulate from entering. However, Moredock says these filters are not effective at removing particulate less than 10 microns.
Spinning the dirt out To prevent even the most microscopic of particulate from entering a cab, Sy-Klone has developed the RESPA-CF Vortex HyperFLOW Cab Air Quality system which creates a tornado (centrifugal forces) inside of a tube to remove particulate. A fan motor brings air into the tube in a circular manner and accelerates the air speed to collect the particulate. “The faster you spin that tornado, the more capable [it] is of pulling particulate out of the air to a smaller and smaller size,” says Moredock. “We can pull particulate www.oemoffhighway.com
C A B A ir f ilt r at ion 1. Particulate-laden air enters the precleaner inlet. 2. The fan creates a vortex, a tornado-like spinning motion, whipping the air and particulate to the outside wall as it approaches the fan blades. 3. Spinning air hyper-accelerates as it passes through louvers, further enhancing centrifugal forces powerful enough to affect particle separation down to 5 microns.
out of the air down to about 5 microns, at a very high level; [it’s about] 93% of the 5 micron material that’s being pulled out of the air.” As particulate is collected by the tornado, it is ejected out the backside of the tube away from the vehicle. While the spinning air is able to capture the majority of the particulate, there is still material that is too small to be affected by the circulating air. “Five micron and smaller particulate—down into that lower end of the respirable range, 0.3 to 5 microns— that particulate is so small, gravity has no impact on it,” explains Moredock. “It floats around in the air indefinitely.” Because the center of a tornado has no air movement, Sy-Klone determined that was the best place to put a filter for capturing the microscopic particulate. The particulate rests on the filter until water enters the system, causing it to collect and clump together. The particulate becomes a very fine sheet of debris which is now capable of being ejected out of the system via the tornado. The system typically extends filter replacement to 1,000 hours whereas previous systems may have required filters to be changed daily. Providing positive cab pressurization is also critical to keeping particulate out www.oemoffhighway.com
4. Particulate is spun against the outside wall of the device and propelled rapidly around the filter to the rear of the device in one continuous flow of air. 5. Particulate is ejected back into the environment through two ejection ports located at the rear of the device. 6. Precleaned air passes through the filter. Filtered air continues to the cab.
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Sp ec i a l sec t ion: Op e r at or En v ir onme n t of the operator’s working environment. By continuously putting fresh air into the cab, more air can be pushed in than is leaking out to create positive pressure that prevents particulate from entering the cab. Moredock says a traditional pressurizer/blower system—which uses a fan similar to a fan/motor in an air conditioning system—is used to provide the continuous airstream for cab pressurization. The pressurizer/blower draws air through a filter and into the cab or HVAC system. This type of system can clog the filter quickly and prevent air from entering the cab, which can lead to a loss in positive pressure. Enginaire’s Cabaire cab pressurization unit addresses this issue by using a precleaner to remove particulate from the air which will be used to pressurize the cab. “It has a self-contained air pump where we draw air through an air precleaner then through a filter and then through a pump. And we put positive pressure inside the [cab],” says Bill Decker, President of Enginaire Clean Air Systems (company information, 10055364), Janesville, WI. By spinning the air as it enters the precleaner, centrifugal force is able to separate the heavy particulate from the airstream and eject it from the system back
Spinning air in the Cabaire cab pressurization system collects particulate from air entering the system and ejects it out of the housing, enabling only clean, particulatefree air to enter the operator cab and pressurize it. Enginaire Clean Air Systems
outside the vehicle. Now only the smaller particulate remains for the Cabaire filter to capture, allowing only clean air to enter and pressurize the cab. “It keeps the filter working for a longer period of time and keeps the whole system cleaner for a longer period of time,” Decker explains.
Going HEPA
With the increasing concern over cab air quality, the use of HEPA (highefficiency particulate air) filters has grown in popularity within the offhighway equipment industry. “Everyone wants to get into HEPA filtration,” says Russell Kelly, President of APC Filtration (company information, 11017384), Cheektowaga, NY. To be classified as HEPA, the U.S. Dept. of Energy (DOE) says a filter must meet certain standards; in particular, the filter must have the ability to remove a minimum of 99.97% of particles measuring 0.3 microns from the first pass of air through the filter. For many years glass fiber HEPA media has been the industry standard. Glass fiber filter media is capable of
While all particulate can be harmful to operators, filter manufacturers focus much of their efforts on preventing particulate in the respirable range, 0.3 to 10 micron, from entering operator cabs as this type of particulate cannot easily be ejected from the human body should an operator breathe it in. Sy-Klone International
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www.oemoffhighway.com
C A B A ir f ilt r at ion operating at higher temperatures; however compared to synthetic fibers, glass fibers are expensive and heavier in weight, which can be an important factor in some applications. Within recent years fiber producers have developed lightweight synthetic fibers that perform at HEPA-level efficiencies. Kelly notes that in comparison to glass fiber media, synthetic materials provide a lower pressure drop across the entire filter. “As a result, longer service life can be achieved compared to glass fiber filters of the same size.” He says traditional filter media cannot simply be replaced with HEPA filter media. This would increase pressure drop across the filter and decrease airflow through the motor or blower, ultimately reducing airflow circulation throughout the cabin. “Converting from
traditional cellulose media to glass fiber HEPA media requires modifications to the cabin air handling system and/or the filter housing.” Cabin air HVAC systems often use low pressure static fans which do not work well with HEPA filters because glass fiber filter media is more restrictive than traditional cellulose. To provide higher
efficiency and proper airflow throughout the cabin, either new motors or blowers have to be used or modifications to the filter housing have to be made to accommodate a larger filter area. “We’re doing a lot of work with OEMs of off-road HVAC equipment designing cabin air handling systems to accommodate glass fiber and/ or synthetic HEPA filters,” says Kelly.
Efficiency. As if carved in stone.
A matter of life or death While filtration manufacturers focus on preventing all sizes and forms of particulate from entering an operator cab, much of the focus is on particles in the respirable range. Though the human body does have its own filtration system—nose hair, bronchial tubes, etc.—it has difficulty filtering particulate less than 10 micron. The particulates in the respirable range of 0.3 to 10 micron are able to get through the human body’s filtration system and into the lower lungs. “When it gets down to the lower lung, you have a problem because there is no ejection valve in your lung,” says Jeff Moredock, Vice President of Sales and Marketing at Sy-Klone International. Normally material that sits and collects in the lower lungs eventually works its way out of the body through the bloodstream. However, respirable particulate is not easily removed. Some types remain in the lungs, and in a sufficient quantity, can cause the lungs to harden over time, resulting in death. “But the reality is it doesn’t matter what you’re breathing, if you’re breathing in high enough quantities over a period of time, your lungs will fail because you have clogged them with this stuff; it’s like a clogged artery going to your heart,” says Moredock.
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Sp ec i a l sec t ion: Op e r at or En v ir onme n t
Whitepaper: Nanofiber filtration media Due to its higher particulate-capturing efficiency, the use of nanofiber filtration media has grown within the last two decades. Learn more about design and benefits of nanofiber filter media by heading to oemoffhighway.com/10883764 to read the whitepaper, “Advantages of a New and Advanced Nanofiber Coating Technology for Filtration Media Compared to the Electrospinning Process” by Hollingsworth & Vose (company information, 10883761), East Walpole, MA.
APC works with both HVAC manufacturers and off-road equipment OEMs to evaluate the application and its required filtration level to determine raw material selection and proper filter media. While working with Bobcat Company (company information, 10815102), West Fargo, ND, and its HVAC supplier, APC determined using a fiber glass PTFE laminate HEPA filter media was the best option for the application due to the dust load the filter would be subjected to, the size of the filter that was needed, as well as the cabin geometry. “We couldn’t use synthetic HEPA media because it’s thicker than glass media, almost fluffy, and you cannot get the necessary amount of filter media surface area
required. In comparison, glass fiber media did not provide the dust release required for this heavy and dusty work application. The best alternative was a PTFE membrane laminated to a glass fiber substrate media. This provided the best dust release and filtration efficiency of 99.99% at 0.3 micron,” says Kelly.
Choosing the right filtration media Various environmental factors have an effect on the type of filter media that is used in a system. Kelly says because synthetic media is electrostatically charged it works best in dry environments where relative humidity is around 72 F. “Static charge starts dissipating in high humidity conditions,” he explains, decreasing the lifespan of the filter. Synthetic media will also not survive in wet environments. “We have to be very conscious of where equipment is operating in the world,” Kelly says. “We have samples [of dust] from all over the world—we know the micron size and the makeup of the dust—and we design the filter to handle that type of dust. In some cases, you have to modify or replace any existing HVAC equipment to handle those environments.” Besides the shift towards HEPA filtration, the industry has made other advances in filtration media design, much of which has been moving away from the paper-like media that has been used over the last 30 years. The use of nanofiber technology, for example, has been growing in many types of filtration systems,
OFF-HIGHWAY DIALOGUE September 30, 2013 All-star line-up of “can’t miss” topics and a global industry economic forecast. Executives and key management from off-highway industry suppliers and OEM’s in attendance.
Donald E. Stephens Convention Center Rosemont, IL Prior to SAE COMVEC, OHD registration includes complimentary exhibit pass and special discount conference rate to SAE COMVECi
An industry outlook for suppliers to the off-highway equipment industry.
For more information or to register, visit www.hdma.org. Follow the event on Twitter @HDMADialogue
oemoffhighway.com/10877772
30 OEM Off-Highway | SEPTEMBER 2013
www.oemoffhighway.com
C A B A ir f ilt r at ion Though able to operate at higher temperatures, glass fiber HEPA filter media is more expensive and heavier in weight than synthetic fibers, which can be an important factor in some applications. APC Filtration
including cab air filtration. Sy-Klone’s Moredock says filtration media has historically been made in a similar manner to a bird building a nest—pieces of fiber are placed on top of one another until an indiscriminate mat has been created. Nanofiber technology improves upon that, he says, by creating a more uniform surface. According to Kelly, nanofiber filtration media consists of applying an extremely fine diameter web of polypropylene fiber onto a substrate media, providing a fine web-like appearance to increase filter efficiency. “It’s not HEPA by any means but it’s a very high filtration and it still allows for decent airflow,” he says.
One disadvantage with nanofiber filtration media is that it cannot be washed, Kelly points out. Once the filter is no longer able to capture particulate, it must be thrown out and replaced. He says APC, on the other hand, offers washable synthetic and PTFE membrane filtration media that can be cleaned and reused multiple times. “Increasing demands for operator comfort have resulted in the tendency to use combination filters (with activated carbon) rather than pure particle filters,” adds Babb of MANN+HUMMEL. Carbon filters are most often used in applications where there are a lot of chemicals or smells present that would inhibit operator productivity, such as landfills or farm fields where pesticides are being sprayed (read more from OEM Off-Highway in "Breathe Easy," 10166553). The activated carbon (charcoal) provides a larger surface area for capturing the odors and chemicals. Ensuring operator health will continue to be a key design factor for OEMs and their component suppliers as customers and government regulations alike pursue the importance of clean air. “The big thing right now is there is a lot of attention being brought to this whole issue, principally because the research has given a clear understanding of what the problem is, and also a consensus on how to address the problem,” concludes Moredock. ●
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OEM Off-Highway | SEPTEMBER 2013 31
Sp ec i a l sec t ion: Op e r at or En v ir onme n t
To saw and protect OEMs should stay educated and informed on both existing and developing safety standards which should be taken into consideration when designing new equipment. by Michelle EauClaire-Kopier
C
reated by the International Organization for Standardization (ISO), ISO standards are technically a voluntary set of safety parameters that OEMs can choose to comply with or not. On top of being voluntary (though of course widely accepted and suggested best practices to keep operators and equipment property safe) standards are constantly being reevaluated and revised—approximately every five years—to incorporate new knowledge gained in the industry to continually better safety best practices. There is a huge benefit for OEMs to stay aware of a standard’s current status for compliance and liability purposes, as well as to be a part of the development dialogue of relevant standards to know the direction they’re heading. This will allow an OEM to better understand the standards and their subtle nuances and exceptions, but also to be ahead of the game when it comes to design manipula-
32 OEM Off-Highway | SEPTEMBER 2013
tions to more easily adhere to standards by the time they are published. The other reason to dedicate time to know and understand relevant ISO standards is the obvious benefit to the equipment operator…his or her safety while using the equipment. At its most basic of principles, ISO standards exist to protect an operator and the machine with measurable parameters of acceptable use. According to Tim West, Engineering Manager - Corporate Engineering Standards, Deere and Co., Moline, IL, “In general, the goal of standards is first and foremost to protect the operator, the bystander and any property, such as another piece of equipment operating in close proximity to the equipment. With forestry equipment, we try to identify the significant hazards for intended use, but also consider any foreseeable misuse of the equipment.” For large OEMs like Caterpillar and John Deere, they often have the resources to have a team dedicated to the under-
A forestry machine cab front has a 4,000-pound ISO 8084 OPS load applied to the polycarbonate windshield to demonstrate intrusion resistance to a “jill poke.” Custom Products of Litchfield, Inc.
standing and development of industry safety standards. Larger corporations may even have teams that develop proprietary standards that supersede industry expectation. Smaller OEMs however, have a more difficult time finding the time or man power to investigate, read, understand and implement all of the relevant standards for a piece of equipment for safety compliancy. That is where external support can come in handy, such as cab testing specialists Custom Products of Litchfield Inc. (company information, 10055257), Litchfield, MN. If a manufacturer is knowledgeable of the standard, Custom Products of Litchfield’s position would be to complement its compliance and share an understanding of the standard, especially the www.oemoffhighway.com
S A F E T Y r egul at ion s parts of the standard that relate to the protection of the operator, which is Custom Products’ expertise. The standards evaluation and revision process is very deliberate, says West, “and by deliberate a lot of people would say slow, but there’s a reason. We have a responsibility for ISO standards to be developed with group consensus and complete transparency. Every participating country has the opportunity to have input and comment on the standard, regardless of their role within the industry.”
General standards and their specific counterparts The recently published ISO 11850 standard, “Machinery for Forestry – General Safety Requirements,” specifies the general safety requirements for self-propelled forestry machines, highlighting hazards, hazardous situations and when used as intended and under reasonably
foreseeable instances of operational misuse as determined by a manufacturer. ISO 11850 does not cover specific hazards of individual machines such as those related to attachments. Within the scope of operator protective structures (OPS), there are several types of performance criteria that ISO 11850 references. For example, forestry equipment manufacturers must be aware of ISO 8084 which references the intrusion of a small limb into the operator structure. Custom Products of Litchfield is capable of providing the performance test that proves the cab structure has a certain amount of force resistance, should the operator be traveling through a wooded area and run into a small limb. With respect to 8084, it refers to the frame of the structure as well as the sheet metal or plate, and the glazing in combination. Testing for compliance with ISO 8084 requires the application of a 4,000-pound load through a 90 mm sphere. The sphere
cannot protrude through the glazing material or dislodge it. The most commonly used material is polycarbonate, but other materials can be used such as tempered or bullet-proof glass. When the glazing material is tested the steel panels that support it are tested, as well as door latches and other areas of the cab to validate the entire structure is up to the standard’s performance level. Sometimes referred to as Thrown Object Protection, ISO 11839, “Glazing and Panel Materials used in Operator Enclosures for Protection Against Thrown Sawteeth,” is another example of a more specific regulation that falls under the umbrella of the general forestry safety standard ISO 11850—which demonstrates just how overwhelming and complex it can be to stay aware of standards for small or short-staffed manufacturers tasked with designing the safety features into a new piece of equipment. This particular standard focuses
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Sp ec i a l sec t ion: Op e r at or En v ir onme n t specifically on the hazard of thrown saw teeth from the circular cutting blades of forestry feller equipment and the panel materials the object may come in contact with at a specific velocity. By virtue of impact or loosening due to extensive use over time, the teeth (which are meant to be removable for individual replacement) can come loose. On the larger saws, a tooth can weigh up to 800 grams (1.7637 pounds), and with the saw’s high rpm, if a saw tooth detaches, it can travel at an extremely high and dangerous speed. The standard was created to give measurable and demonstrable resistance criteria for the glazing or panel. The ISO 11839 Thrown Object Protection standard was published March 15 of 2012, and there is still some confusion as to how to best adhere to the standard. According to West, “Right now, it’s still relatively new, and people are struggling with how to take the first steps to implement it. It’s not entirely clear whether the standard should be interpreted as a material qualification or performance standard.” As a materials standard, an OEM has no real opportunity to utilize design to factor in contributing components that would help to absorb thrown object energy. Instead, the thickness of the qualified material is about the only parameter that can be adjusted. According to Jim Schmitt, Director of Testing and Regulatory Compliance, Custom Products of Litchfield Inc., the ISO 11839 standard could benefit from being revised as a cab-based standard instead of simply a material-based standard. Just as with ISO 8084 Small Limb Intrusion testing, there may be other vulnerabilities on the operator protective cab structure for a thrown-object to enter beyond just the glazing material. “Currently, the testing for ISO 11839 requires a 450 mm square specimen be mounted into a rigid frame, at which the appropriate object is thrown at it with its corresponding speed. For example, the larger 800 gram saw tooth requires an impact velocity of about 120 meters per second (268 miles per hour),” explains Schmitt. “If we were to take a cab-based approach, we could put some type of energy absorbing mounting into the glazing material to facilitate a potential
34 OEM Off-Highway | SEPTEMBER 2013
Custom Products of Litchfield Inc.’s air powered thrown object canon
Thrown Object Laboratory located at Custom Products of Litchfield Inc.
Custom Products of Litchfield Inc.
Custom Products of Litchfield Inc.
reduction in its thickness, which by current standards suggests it takes about a 1.25-inch thick panel to meet the requirements. Rigid structures and materials do not lend themselves to good energy absorption, so the more energy that needs to be absorbed, the thicker the panel needs to be. And, the laminated panel is expensive to make, which could make it less likely to be replaced if a scratch occurs in the field, which technically reduces its strength and adherence to the standard’s requirements.”
Taking on ISO 11839 research and testing Custom Products of Litchfield has significant historical and technical experience and expertise in qualifying operators in the event of roll-over (ROPS) or fallingobjects (FOPS). “We saw it as a natural transition for us to be able to qualify operator protection with respect to thrown objects like saw teeth,” says Schmitt. “The foundation of the standard’s development and its testing protocol for ISO 11839 was laid by Dr. Robert Rummer, Ph.D., who extensively studied the hazardous expo-
sures to the operator. Custom Products visited with Rummer years ago to take a look at the testing program. After review, we suggested the idea that it may be a better approach to qualify not only the glazing material, but possibly expand or change the standard to include how the material is mounted in a cab.” During their visit, it was also brought to their attention that the standard’s research was being funded by the federal government through the USDA Forest Service, and once the research was done and the standard was written, the Forest Service could not commercially provide testing services. “So, we discussed the possibility of Custom Products of Litchfield taking over the program after the research was completed, to which Rummer was open,” continues Schmitt. In the end, after the standard was published but before all research was completed, Custom Products took over the research equipment and some of the technology. Now the company is partnering with industry members to finish the research and to hopefully be able to offer testing www.oemoffhighway.com
S A F E T Y r egul at ion s proper testing standardization. Different machine attachments have varied teeth sizes and shapes for cutting versus grinding versus mulching applications, for example. There are opportunities to expand the test’s thrown object criteria to cover a wider selection of possible hazards, which speaks to the very nature of a continually developing standard that
is constantly being reevaluated and bettered for evolving conditions. “We see an opportunity to take this standard and make it better,” says Schmitt. “We would like to find a way to demonstrate that we can protect operators from thrown objects to a recognized and repeatable performance criteria without severe design restrictions.” ●
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services on a commercial basis to people within the mechanized forest harvesting equipment manufacturing circle. “We are an ISO 17025 accredited laboratory. At such point in time where we can facilitate it, we will add the ISO 11839 Thrown Object Protection standard to the scope of our accreditation,” Schmitt confirms. Currently, the company is evaluating high speed digital cameras with proper accreditation by a national standard to validate the velocity at which the thrown object will be traveling. Some of the research yet to be completed, on which Custom Products of Litchfield is working, is the validation of repeatability of the test with respect to reduced temperatures. Current ISO 11839 requires that the outside surface of the material be at -25 F while the surface inside the cab be at ambient temperature. “Dr. Rummer discovered that how the external side of the panel is cooled produces a degree of variability as to whether or not the panel shatters upon impact,” Schmitt says. “We are researching how serious that finding may be, so beyond cab-based testing for the standard, reduced temperature testing will be interesting to evaluate, as well.” There are also issues with consistency of the saw teeth to consider as well for www.oemoffhighway.com
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OEM Off-Highway | SEPTEMBER 2013 35
Sp ec i a l sec t ion: Op e r at or En v ir onme n t
From ultrasound to ultra rugged Designers of operator interfaces look outside the vehicle industries to a rarely-referenced inspiration: The medical field. by Michelle EauClaire-Kopier
O
perator engagement has shifted dramatically in the past five years with the continual advancement of smart phone and mobile device interfaces. The automotive industry is typically the first to implement new ways for vehicle operators to interact with on-board electronics and features, and then the technology transitions to the more demanding onhighway market and eventually to the rugged off-highway applications. In rare
instances, inspiration and technological adaptations come from seemingly unrelated industries such as the medical field. The multi-gesture interfaces of today’s mobile devices—which have evolved from keypads to touchscreens with pinch-zoom and touch-point dependent commands—are reminiscent of the various sequence codes (commonly referred to as “combos”) for video game controllers to activate a desired result. This is the next level
of human-machine interaction. The technology is quickly spreading in popularity for electronic equipment controls, and on July 18, 2013, Grayhill
oemoffhighway.com/10056673
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Mult i-T ouc h in t er fac e t ec hnology
The T2 Multi-Touch Control Wheel (MTCW) is manufactured as a complete sealed package, without any cracks, crevices or holes where bacteria and other pathogens can hide. These areas are difficult to disinfect in bacteria-ridden environments such as hospitals. Another key feature of the T2 MTCW is its small height profile, which allows for efficient and clean integration into a control panel. The robust MTCW allows the equipment manufacturer to consolidate many control functions in one HID. As a result, the manufacturer can eliminate superfluous trackballs, joysticks, touchscreens, keypads and other switches, reducing the size and complexity of the control panel, while also reducing cost. Grayhill Inc.
Inc. (company information, 10056433), LaGrange, IL, launched its multi-touch human interface device (MT-HID) for its Instinct Touch Technology control system that can be used in any application where instinctive and intuitive finger movements can be used to initiate commands.
The software Instinct Touch Technology combines Grayhill’s Instinct Gesture Recognition L i br a r y ( p ro d u c t i n f o r m a t i o n , 10927023) with its own HID to track movements on the device’s touch pad with up to five touch points at one time (read more about the Instinct Gesture Recognition Library in the sidebar on page 38). The software tool converts sensor data into gestures to give any device functionality similar to that of an iPhone. The Instinct software allows its customers to customize their own unique library of gestures. “There are no standard settings because each application is different. In our library you can fine tune the recognition process and adjust www.oemoffhighway.com
parameters, such as the amount of time a position should be held before it is recognized as a gesture,” says Rob Kerner, Research and Development Manager, Grayhill. The library is split into two different types of gestures. Event gestures refer to those that occur without a direction or magnitude, such as taps and tap-and-holds. Tracking gestures, on the other hand, allow an operator to manipulate a level, rotate or zoom. Tracking gestures can be completed in 2D or 3D mode. In 2D mode the software gives you X and Y axes, rotation and scale. “If, for example, you are using one finger and move it along the interface surface, it will give you the X and Y data and how much movement is occurring. It’s up to the programmer to qualify the received data based on the number of touches, so you can customize it for the application,” Kerner says. In the 3D mode, the software has the X, Y and Z axes, and is able to rotate around each axis—commonly referred to as "six degrees of freedom"—but Grayhill does not see the 3D mode as a benefit to the off-road operator. “That mode is more geared toward the medical field where they may want to rotate a brain scan and manipulate it in a 3D space,” says Kerner. “2D mode, however, could be used with navigation, interacting with the ISO bus monitor, or for reviewing a site survey data map.” OEM Off-Highway | SEPTEMBER 2013 37
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Sp ec i a l sec t ion: Op e r at or En v ir onmen t The hardware
Grayhill’s Series T2 Multi-Touch Control Wheel (MTCW, product information, 10963279) can interpret several different finger gestures for machine command and image manipulation on its 2.75-inch diameter surface. The single unit system features the combined functionality of a multi-touch touchpad, a virtual 4 to 256 position rotary encoder which reads the operator’s finger motion when run around the circumference of the wheel, a virtual four-position joystick and a proximity sensor. “This product came from a need we saw in the medical industry. Currently ultrasound machines have a trackballtype device where bacteria are likely to collect because you can’t clean underneath it. This is a solution that is fully sealed, a flat surface that can be easily cleaned.
“We wanted to start the technology development in the medical industry because of how controlled the environment is,” explains Kerner. “But we can see a path to get the technology to off-road and to have multi-touch technology in the cab,” says Jason Kandik, Marketing Manager, Grayhill. Also included in the Instinct Touch Technology suite of products is the Multi-Touch Ring Encoder (MTRE) which Grayhill brought to bauma 2013 in Munich, Germany. “When we showed the interface technology at bauma, several people confirmed that they too could see applications for its use in enclosed cabs,” Kandik says. With an increase in device functionality comes the opportunity to consolidate operator control panels into simpler displays and organizations for a sleeker, cleaner interface for the
Instinct™ Gesture Recognition Library Grayhill Inc. announced the release of the latest version of its Instinct™ Gesture Recognition Library in April of this year. Instinct is a software tool that converts multi-touch sensor data into gestures, giving any device functionality similar to the iPhone. The Instinct 2.0 version now provides capability for 3D image control, among other new features, and is ideally suited for medical imaging applications; however, Jason Kandik, Marketing Manager at Grayhill Inc. says the MultiTouch Ring Encoder with Instinct 2.0 software was well-received at bauma 2013 in Munich, Germany, claiming many visitors saw applications in the off-road enclosed cab, as well. Multi-Touch gestures are becoming a highly popular means of controlling contemporary electronic devices and equipment. Instinctive and intuitive finger movements initiate a variety of commands. Instinct Touch Technology combines the Instinct Gesture Recognition Library with a Grayhill Human Interface Device (HID) to track movements from the device’s touch pad, using as many as five fingers at a time. The data is then converted into gestures, which are fed to the user’s application or operating system. The software parameters within the Instinct Gesture Recognition Library are fully customizable and developed utilizing Grayhill’s Instinct Software Development Kit (SDK). This design tool provides engineers with a common development platform for prototyping and evaluating different solutions. The most significant new feature of Instinct 2.0 is its ability to interpret gestures and optimize data for the control of 3D images. The software accomplishes this by recognizing multi-touch gestures to allow control with “six degrees of freedom,” as depicted in the drawing. This includes movements along the X axis (left and right movements), Y axis (up and down), Z axis (forward and backward), and the rotations around each of these three axes.
oemoffhighway.com/10055083
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Mult i-T ouc h in t er fac e t ec hnology operator with plenty else to monitor. The simpler design with fewer components also brings cost savings and easier panel design and system integration for a design engineer. “Control simplification is a trend we’re seeing in a lot of our environments, and I think that’s why we’ve had success with our Vehicle Display Controller, as it controls display rotation and directional control in one device. Operators need space to rest their arms; you can’t have every surface covered in a button or switch,” Kandik says. Another way to simplify control design is to hinge its functionality on the context of the vehicle’s operating parameters: How fast is the vehicle traveling? In what mode is the vehicle running? How hot is the engine compartment? “If the machine is traveling at 40 mph cruising speed, the same button could do something completely different than when the machine is traveling at 4 mph on a job site,” Kerner confirms.
The path ahead Currently Grayhill is working toward a better solution for agriculture and construction equipment operators with gloved hands, a common issue with the sensitivity setting with touch-based interfaces. “A touch surface is nothing more than a series of proximity sensors which you interpolate to find position. The sensors are tuned to a sensitivity distance comparable to the level of the surface where contact is made. The technology’s sensitivity distance can be set beyond the surface so the glove is taken into consideration, but as soon as the operator removes the glove, the sensitivity is off again,” explains Kerner. “What we are considering is combining the proximity sensor technology with a pressure sensor so the system feels the physical contact and can search for the position to solve the problem with gloved hands.” Another way to enhance the interaction with advanced controls for offroad operators is to program in haptic feedback for certain touches, functions and warnings. The haptic feedback could present the sensation of pushing a button, even on a flat surface. “You www.oemoffhighway.com
can vibrate a surface in such a way that it gives the impression that there are detents in the buttons,” Kerner says. “Another idea we’re looking into is to put touch surfaces on traditional controls like handles and joystick grips. The operator is already physically touching the surface to interact with the control, so there wouldn’t be additional moving parts to consider. That potentially solves the problem with touch precision during the strong shocks and vibrations operators experience in off-road vehicle cabs,” Kerner says. Grayhill sees agriculture as its best introductory industry for the technology once it is ready for an off-road application. “The cabs are well isolated and the automation technology for hands free steering is already implemented and accepted,” says Kandik. The greatest hurdle will be operator acceptance, as many operators are used to resistance feedback when they switch
gears, flip a switch or push a button. The physical indicator has become an expectation in order for the operator to be confident that an action was completed. It is for that same reason that electronic joystick control manufacturers currently build in resistance to give the operators a similar sensation to mechanical systems while still being able to offer increased system functionality and intelligent system efficiencies. Conversely, as a new generation of equipment operators filter into the industry with a comfort and familiarity with video game controls, the need for haptic feedback will be less necessary for an operator to feel comfortable with electronic control technology. ● To find more news, products and related content for this article, search the 8-digit codes found within the text at www.oemoffhighway.com
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OEM Off-Highway | SEPTEMBER 2013 39
Sp ec i a l sec t ion: Op e r at or En v ir onmen t Electronic Joystick
Guidance System
The 4THEC5 SIL2 joystick from Bosch Rexroth helps OEMs to comply with the new Machinery Directive and the IEC 62061 and ISO 13849 functional safety standards. • Fully SIL2 and Performance Level d capable including handgrip functions (on/off push buttons and rockers, proportional rollers) • Electronic module manages signals from joystick and provides interface with the machine wiring on a single four-pin connector • Validated for 5 million cycles • Compatible with BODAS, CANopen and J1939 protocols • Contactless sensor technology
The Matrix Pro GS Guidance System offers growers TeeJet exclusive RealView guidance over video along with several new productivity-enhancing features. • Displays guidance and live video simultaneously, improving accuracy and efficiency in field operations • Up to eight RealView cameras can be used while viewing guidance info • Choice of Matrix Pro 570GS with 5.7 in. (145 mm) display or Matrix Pro 840GS with 8.4 in. (213 mm) display • Advanced swath control capabilities allow for automatic boom section control (ABSC) on dry spreaders and sprayers with offset booms
oemoffhighway.com/10933032
Full Programmable Cluster
Compact Switch Joysticks
APEM Inc. introduces the NZ Series of compact switch joysticks. The NZ Series is designed for control of either machine functions or menu navigation. • Panel options mimic the look of a joystick or toggle switch • Provides IP67 sealed, two axes control in compact, below-panel housing • Two switch options available • Rated for 2A and 100mA • Open square gate allows user to move freely in 360 degrees • Omni-direction movement enables user to move in a diagonal direction which contacts two switches simultaneously • Rated for 1 million operations • Operating temp. range of -25 to 50 C oemoffhighway.com/11077298
oemoffhighway.com/11057730
Continental has developed the Full Programmable Cluster (FPC) electronic solution which supplies precise information on work processes in the farming industry. • Operators can monitor work processes, query information on the driver, vehicle and working conditions, and intervene if necessary • Presents information in the form of widgets, texts, 2D and 3D graphics, animations and videos
• Allows prioritization of displayed information according to the context • Features 12-inch color display which comes with a HD resolution in 8:3 format • Includes interfaces for CAN, LVDS, audio, Ethernet, USB and I/O for displaying information from other components of the vehicle oemoffhighway.com/10980967
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40 OEM Off-Highway | SEPTEMBER 2013
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P R ODUC T S Lift Truck Industry Seat Concentric International introduces the 480 Series seat, designed and manufactured for the lift truck industry. • Low profile suspension with weight adjustment and integrated operator presence switch • SIP height is about 7.6 in. (190 mm) • Features slide adjustment range (fore/aft) of about 6 in. (150 mm) oemoffhighway.com/10930170
Spreader Controller FORCE America announces the 5100ex spreader controller designed specifically for the demands placed on Public Works departments and other heavy-duty winter maintenance operations. • Closed- and open-loop along with manual application of granular and liquid de-icing materials • LCD touchscreen for calibration and configuration options • Includes PreCise MRM AVL/GPS • Meets SAE J1455 oemoffhighway.com/10910130
Fully Integrated Cab Crenlo announces the introduction of the Cobalt Cab—a fully integrated cab that provides design flexibility for the OEM, as well as the latest in ergonomics and operator comfort for the end user. • Can be modified or customized to meet the aesthetic, functional and branding requirements of OEMs • Built in standard sizing to fit a wide range of non-ROPS equipment • Solid steel pressurized cabin • Back-arched, A-post construction • Cab doors are double-sealed for environmental protection and can be installed on front or rear hinges • Integrated headliner features modular controls for HVAC, lighting and sound • Infinite color schemes available oemoffhighway.com/10860582
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OEM Off-Highway | SEPTEMBER 2013 41
P OW ER T R A IN S Y S T E M: Sma l l E ngines
The trend toward higher power densities Tier regulations have pushed for more advanced engine technology and optimized systems, the rewards of which are more power from smaller engines. by Curt Bennink
T
he process of spec’ing an engine has definitely changed with the advent of Tier 4 technology. Advanced technology comes with additional cost but can be quickly recovered by the customer through improved machine efficiency. To gain the most benefit from current technology, OEMs should work closely with the engine supplier to design an optimized solution. This dictates that the machine and engine communicate and make the best use of available power. Many manufacturers, including FPT Industrial (company information, 10056369), Torino, Italy, have increased in power density – with the engines pumping out more power per cubic centimeter of displacement. “The Tier 4B/Stage IV emission regulations (already applied to engines with power output up to 56 kW), see an increase in power densities with engine capacity remaining roughly the same,” says Carlo Actis, Vice President Marketing and Product Management, FPT Industrial. “For engines giving out between 56 and 129 kW (to which Tier 4A applies until December 2014), power density increase has been particularly substantial in the
42 OEM Off-Highway | SEPTEMBER 2013
move from Tier 3 standards to today’s regulations.” This is due to the introduction of electronic injection systems and high performance air handling systems, which have resulted in lower emissions and the same or lower fuel consumption with more power. Mike Alvin, Marketing Manager at Deutz Corp. (company information, 10055290), Norcross, GA, explains that increased power densities result from high pressure common rail fuel delivery systems and electronically controlled fuel injection coupled with turbocharging. For instance, the company’s 4.5-liter engines are being replaced by 3.6-liter engines offering the same performance. This reduces weight and leaves more room available for advanced cooling systems and engine aftertreatment systems which are required to meet current emissions requirements. Perkins Engines Company Ltd. (company information, 10055932), Peterborough, United Kingdom, has followed a similar approach. “At Perkins we utilize a range of technologies to increase power density, from common rail high pressure fuel injection to a variety of aftertreatment solutions, which also support the required levels
In engines of similar or same displacement, the main factors that contribute to an increase in specific power are: utilization of more complexstructure turbochargers, such as variablegeometry or dual-stage; an increase in peak cylinder pressure and the use of an SCR-only aftertreatment system without any recycling of exhaust gas in cylinder, especially in engines with a displacement higher than four liters. Yanmar America Corp.
of transient response,” says Mike Cullen, 1200 Series Product Marketing Manager at Perkins. Despite this trend toward greater power density, reliability and durability have not been compromised. “New technologies and their applications on the engine get thoroughly tested, not only on test benches but also in real life situations. This gives customers the longevity they expect while at the same time guaranteeing emissions limits compliance throughout the total lifespan of the engine,” says Actis Increased power density can be directly traced back to advancements made to meet Tier 4 emissions requirements. “In engines of similar or same displacement, the main factors that contribute to an increase in specific power are: utilization of more complex-structure turbochargers, such as www.oemoffhighway.com
A LOT GOES INTO BUILDING PARTNERSHIPS. Critical consideration is given to every spec when you choose an engine for your equipment. Horsepower. Torque. Features. However, that’s only part of the equation. The best product managers and engineers also look at the company standing behind that engine. The company behind the Vanguard™ brand stands up to inspection: • Collaborative and comprehensive engine application assistance • Pre-sale launch support and post-sale service support • 24-hour turnaround on most replacement parts • 3-Year Global Commercial Limited Warranty Choosing the right engine is your job. Make it your business to align that engine with the right company.
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P OW ER T R A IN S Y S T E M: Sma l l E ngines With increased power and torque across the Perkins range at Tier 4 Interim/ Stage IIIB and Tier 4 Final/Stage IV, OEMs have a number of options available to them, dependent upon their specific requirements. Perkins Engines Company Ltd.
variable-geometry or dual-stage; an increase in peak cylinder pressure; and the use of an SCR-only aftertreatment system without any recycling of exhaust gas in cylinder, especially in engines with a displacement higher than four liters,” says Actis. One of the latest turbocharging technologies is the variable geometry turbocharger (VGT). “VGTs allow for better performance when com-
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44 OEM Off-Highway | SEPTEMBER 2013
pared with waste gate (WG) or fixed geometry turbocharger (FGT) solutions,” says Actis. “VGTs are the best option when used in vehicles where there is a need for optimum transient response. However, because of their more complex structure and electronic management, as a product they are more expensive compared to the less complex FGT and WG unit.” But even higher performance can be produced by solutions such as the dual stage or series turbochargers. “However, whether in on-road or off-road applications, one often chooses dual-stage
turbochargers in engines that use EGR (instead of SCR-only solutions) to compensate for the amount of power lost by [EGR only],” notes Actis. “Perkins 1200 and 850 Series engines utilize a suite of proven turbocharging technologies to increase power density across the range,” says Cullen. “Proven for the off-highway market, and featuring durable smart waste gate technology, our series turbocharging delivers a range of end-user benefits including improved specific fuel consumption, reliability, transient response and power density.” This increase in power density creates opportunities. “With increased power and torque across the Perkins range at Tier 4 Interim/Stage IIIB and Tier 4 Final/Stage IV, OEMs have a number of options available to them, dependent upon their specific requirements,” says Cullen. “The Perkins 1200 Series delivers more power and 35%
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The Perkins 1200 Series delivers more power and 35% more torque compared to Tier 3 models, yet fuel consumption is better by 8%, allowing the end user to get more done, faster and with less fuel. Perkins Engines Company Ltd.
more torque compared to Tier 3 models, yet fuel consumption is better by 8%, allowing the end user to get more done, faster and with less fuel.” One opportunity is to use a smaller engine. For instance, Perkins’ 7-liter, 6-cylinder engine is now capable of pro-
ducing 300 hp. “The 6-cylinder offering gives OEMs—who may have previously chosen a larger engine—the choice of the same power from a smaller engine package,” says Cullen. The same is true for the compact 850 Series. “A 3.4-liter unit can do the work of a much larger engine. This engine provides a 40% increase in power and up to 60% more torque available compared to Tier 3,” says Cullen. “With the trend for downsizing machines, Perkins 1200, 850 and 400 Series allow equipment manufacturers great flexibility, while still benefitting from increased power density and fuel economy.”
But engine sizing is really determined by the application. “Engine choice is very much driven by the sector and specific application,” says Cullen. “The flexibility and overlap in the powers across the Perkins engine range mean OEMs have a choice of engines that meet their specific application requirements.” Many OEMs use the increased power density to boost power output rather than downsizing the engine. “In high horsepower off-road situations, where engine downsizing is not a trend, power density increase is answering the demand for improved vehicle efficiency, delivering more absolute power with the same capacity engine,” says Actis. “Offroad is driven more and more by the need to optimize the vehicle’s efficiency. The way an engine performs efficiently, compared to any other alternative, is not and cannot be exclusively linked to capacity.”
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OEM Off-Highway | SEPTEMBER 2013 45
P OW ER T R A IN S Y S T E M: Sma l l E ngines
Communication between the engine ECU and machine controllers allows more efficient use of available horsepower while the vehicle is operating. Yanmar America Corp.
Taking integration to a new level Perkins Engines Company Ltd. is adding a program to help OEMs cut development time and costs called Technology Integration Workshops (TIW). “The concept is a simple one: side-byside working in a purpose-built facility to optimize the integration of the engine into the OEM’s machine,” says Mike Cullen, 1200 Series Product Marketing Manager at Perkins. “Over the past four years, the TIW program has resulted in more than 500 engine/machine installations completed for over 150 OEM customers.” “The results to date have been impressive,” says Cullen. “Not only are participating OEMs finding the optimal solution to powering their next generation machines, but development times have been cut by up to six months on average. Furthermore, development costs have been reduced, and by introducing machines earlier, OEMs can start to see a return on investment more quickly. “With OEMs facing huge competition in the marketplace to make their machines more competitive, any advantage in terms of reducing time to market, optimizing engine installations and lessening development costs can only be beneficial,” adds Cullen.
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Balance available engine power with utilization Some OEMs are working to balance available horsepower with the actual utilization. This can be a challenge when customers are used to certain size machines being offered with a specified horsepower rating. “Often, horsepower sells,” says Scott Siegel, Application Engineer at Yanmar America Corp. (company information, 10056323), Adairsville, GA. One machine will claim 25 hp and a competitive unit will advertise 29 hp. “It doesn’t matter if the machine never needs more than 20 hp, 29 must be better than 25.” Marketing often overrules actual demand. “Sometimes engine selection is truly based on putting a big number on the side of the machine.” Load studies back up this claim. “When we do load studies, some applications never exceed 60%,” says Siegel. “Unfortunately some applications may spend most of their time under 20% rated power. With increased customer education of the systems, maybe we can change the direction of that trend. We could improve efficiency and reduce the total cost of ownership.” Too much is not always better. “It is always more efficient to use the smallest engine that can provide the necessary
power,” says Siegel. “There is less rotating mass, less drag.” Some OEMs will install a 100-hp engine when the equipment only draws 50 hp. The move to Tier 4 makes it even more critical to size the engine appropriately. Higher engine loads produce more heat. “As long as you are keeping the exhaust temperature up, you have little or no need for active regeneration,” explains Siegel. “Some OEMs have been able to step down notably in power and have still been able to keep the performance up.” Fuel consumption can also be impacted by a poor engine match. “Fuel consumption can be significantly impacted by the loading because of the required regeneration,” notes Siegel. “With the high load machines, you get all of the key efficiency benefits of the common rail injection, and they don’t require much additional fuel for regeneration. The customer has to be aware that if you oversize the engine, which is very common in our industry, it doesn’t burn hot enough and there has to be more regeneration, which can end up compromising fuel efficiency versus the old engines. The higher the load, the better the improvement is in fuel efficiency.” It is a lot better to have an appropriately-sized engine using a good portion of its capacity. “You don’t want them severely under loaded,” says Siegel. “You don’t want them overloaded, but they are more efficient at a higher percentage load.” You must really understand the engine load ratings. “In our published values, we have an intermittent power rating and a continuous-use power rating,” says Siegel. “We suggest that machines be sized so they don’t spend a lot of time over 90% load. That 10% is there for margin and occasional use when necessary. As long as you are staying under 90%, most of our engines outlast the machines.”
The electronic advantage Electronic engines are game changers. “Everything from 25 to 75 hp has gone from mechanical pumps to common rail,” says Siegel. “That is a totally different ballgame going from a mechanical engine to a modern common rail engine.” The fuel injection systems on mechanical engines were rather simple. “Old injectors were just pop-off valves. They put in the same www.oemoffhighway.com
amount of fuel at the same time regardless of anything else.” The modern common rail systems use injectors capable of multiple injections per cycle and are precisely controlled by sensors and the ECU. “With the common rail fuel injection system you can set anything to be dependent on anything else, whether it is coolant temperature, air temperature, altitude, fuel temperature or loading, for example,” says Siegel. You need to offset additional cost with higher performance. “You take a mechanical, non-electronic engine and then go to a common-rail, highly sensored engine, the expense goes up,” says Siegel. “But so does the information available. You are able to monitor everything, and everything is under control. “The engine controller can communicate a tremendous amount of information to a machine controller,” says Siegel. “All of that data is accessible to the machine controller with just the two CAN wires.”
This allows close integration between the machine and engine. “The engine controller and the machine controller can work together and deliver better performance, even with less power,” explains Siegel. “The machine controllers can see very small changes in engine load, so they react instantly if they need to apportion power between systems.” It is really about total machine optimization. “With the increased level of complexity, which goes hand-in-hand with the introduction of new emissions regulations, it is not sufficient anymore to only manage the engine,” says Actis. “In the future we will see that further increases in overall productivity and system efficiency will be achieved through managing the complexity of all energy resources and energy demands of any commercial onor off-road application.” Future gains will really focus on a systems approach. “Although there is still some potential to make an internal The
combustion engine more efficient itself, the higher amount of efficiency increase is to be seen within the whole vehicle,” says Actis. “Simulation results show a significant decrease (>10%) in fuel consumption if the vehicle energy sources and the energy demands of a commercial onand off-road vehicle are governed through predetermined datasets. “Taking control of vehicle energy management through intelligent control systems, predicting load requests of the engine, managing not only the engine and its subsystems but all elements that can influence in some way the vehicle’s fluid consumption, will help to optimize the vehicle and answer the demand for high productivity and low total cost of ownership,” says Actis. ● To find more news, products and related content for this article, search the 8-digit codes found within the text at www.oemoffhighway.com
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New Column Launch
T HE SM A R T C E N T E R
Making intelligent design easy Optimized cartridge technology is an efficient alternative to conventional directional control solutions while offering smarter system capabilities. David Dornbach, Applications Engineering Manager; Cindy Fawcett, Technical Publications Specialist; and David Price, Marketing Communications Manager
M
u lti-f unction va lves, upgraded hydraulic circuit design software and engineered hydraulic control solutions that eliminate guesswork are just a few ways to streamline the process of designing hydraulic controls for mobile equipment. Post-pressure compensation allows available pump flow to be evenly distributed among all of the operating functions, even when total flow demand exceeds available pump supply, and work functions are at dissimilar working pressures. Flow sharing is desirable whenever a machine needs to operate multiple work functions simultaneously. Traditionally, flow sharing circuits are achieved using spool-type directional control valves. However, a traditional spool valve constrains design engineers to use fixed meter-in/meter-out characteristics while the use of multiple cartridge valves does not. This allows the machine to be more productive and efficient by providing separate and independent meter-in/meter-out performance. The result is less wasted energy in the form of pressure drop and improved metering and flow control.
48 OEM Off-Highway | SEPTEMBER 2013
Cartridge valve-based directional control circuits are a superior alternative for controlling the motion of a hydraulic cylinder or motor. Although cartridge valves are installed in a centralized manifold, each valve can be fine-tuned independently, making it possible to optimize the meter-in/ meter-out performance of one function without adversely affecting the other functions in the circuit. This offers flexibility, as cartridge valves can be sized, tuned and adjusted to match individual flow requirements in a single package. They are also easy and cost effective to service, since a single cartridge valve can be replaced without affecting the others in the system; a sectional type directional control valve would require the valve stack to be removed and disassembled to service a single function. With the release of HydraForce’s (company information, 10055567) HSPEC family of multi-function electro-proportional cartridge valves, postpressure compensated flow sharing is even further simplified. The HSPEC valve is three valves in one—an electro-proportional valve, a post-pressure compensator and a load-sense shuttle valve—available in three flow ranges.
The HSPEC multi-function valve is rated to 5,075 psi (350 bar) continuous operating pressure and available in three sizes ranging from 9 gpm (34 lpm) to 35 gpm (132 lpm). HydraForce Inc.
Because the HSPEC is a multi-function valve, it replaces three individual cartridge valves in the manifold which reduces the space-claim of the manifold and total cost, since less material is used with fewer drillings and less machining time. Smaller manifolds allow the valving and control elements to be mounted closer to the actuators, increasing design flexibility and improving machine response time.
Cartridge valving applications Multi-function HSPEC valves can be used in numerous applications to improve overall machine efficiency while optimizing the resolution and control of the actuators. In the schematic seen on page 49, an HSPEC cartridge valve is combined with three-position, four-way solenoid valves to control a motor or cylinder. This control scheme provides pressure-compensated flow control, precise metering characteristics and is easy to service. Previously, the only way to achieve post compensated flow sharing with cartridge valves would have been to use pressure compensators and load sense check valves at both the A and B work ports, resulting in a very complex circuit and assembly. www.oemoffhighway.com
Bridge circuits
The ideal application for the HSPEC cartridge valves is the “bridge circuit.” The hydraulic bridge circuit was named for its similarities to the electronic Wheatstone Bridge. This type of circuit provides completely independent meter-in and meter-out motion control. The HSPEC provides flow control meter-in, while counterbalance valves provide pressure control meter-out. HydraForce’s bridge circuit requires only two coils per function. However, unlike contemporary solutions there is separate meter-in and meter-out control. The combination of flow control meter-in, pressure control meter-out provides ideal motion control for any hydraulic actuator and offers significant energy savings over traditional spool valve circuits.
The applications for the new HSPEC valve are nearly limitless. They can be used on anything from a boom/bucket control on a loader or telehandler which can benefit from precise metering and load holding, to agricultural harvesting machinery that has a multitude of control functions for cutting, shaking, conveying and baling crops.
Electrohydraulic control adds more intelligence The benefits of flow-sharing can be further enhanced with electronic control. HydraForce offers a highly flexible, yet easily configurable EVDR-0201 electronic controller (product information, 10057327) with onboard CAN capabilities that can be used to control one or two valve solenoid coils simultaneously. The controller can interface directly with the main electronic control module (ECM) or can function on a stand-alone basis and communicate with other onboard components via its CAN channel. It can be mounted directly onto the valving hardware via a Deutsch™ mating connector, creating a more streamlined profile. The EVDR-0201 makes it easy to program ramp rates, maximum current and other parameters to fine-tune the control of the cartridge valving.
Fast and easy circuit design An HSPEC valve in a manifold (left) versus the valving and porting and cross-drilling necessary to achieve that same functionality (right). HydraForce Inc.
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In addition to the HSPEC valve, HydraForce has created a library of engineered hydraulic control solutions that can speed up the process of creating hydraulic schematics. Called INTEGR8 (product information, 10964636), it
A schematic of HydraForce’s HSPEC in a bridge circuit. The first function is controlled by two HSPEC16-30 paired with two counterbalance valves to provide precise meter-in/meter out control. The second function is controlled by two HSPEC12-30 paired with two high pressure solenoid valves to provide meter-in only control with load holding SVs. The third function is controlled by two HSPEC10-30 paired with two high pressure pilot-operated check valves to provide meter-in only control and load holding. HydraForce Inc.
provides more than 40 commonly specified directional and flow control options that are easily integrated into a hydraulic circuit using the latest version of i-Design 4 circuit design software (product information, 10058327). Each combination of valves has been fully tested for compatibility and optimum performance. Direct-acting and pilotoperated control schemes are available, and each option can be further customized with additional valves. Each INTEGR8 option is depicted with combined ISO graphic symbols in a hydraulic schematic that can be dragged and dropped to start a control circuit diagram in i-Design manifold design software. This built-in library of INTEGR8 schematics eases and accelerates the design engineering process by eliminating guesswork. i-Design allows for the export of hydraulic schematics into AutoCAD, the generation of STP models into Pro-E and the importing of schematics into Automation Studio for simulation. ● OEM Off-Highway | SEPTEMBER 2013 49
Elec t r ic a l & e l ec t r onic s: ligh t ing
Light the way to safer roads Improvements in lighting technologies and regulations for the on- and off-highway industries are bringing increased safety to the roadways. by Sara Jensen
L
ighting is a critical element to the design of any vehicle as it ensures the safety of not only the operator but also other vehicles on the road. Currently only vehicles designed for use on roads in the United States are required to have lighting. All on-highway vehicles—including heavy-duty vehicles (measuring 80 inches or more) such as Class 8 trucks—are required by the National Highway Traffic Safety Administration (NHTSA) to follow FMVSS-108, which specifies the function, performance and placement of safety lighting on vehicles. While there are no federal regulations at the moment specifying the use and placement of lighting on off-highway
50 OEM Off-Highway | SEPTEMBER 2013
vehicles, many industries have their own set of standards with which manufacturers can voluntarily comply. Most agricultural equipment, for example, follows the American Society of Agricultural and Biological Engineers’ (ASABE, association information, 10239641) S279, Lighting and Marking for Agricultural Equipment on Highways. “There is a growing trend for off-highway vehicles to be equipped so they comply in many cases with on-highway lighting,” adds Brad VanRiper, Senior Vice President of Research and Development and Chief Technology Officer at Truck-Lite (company information, 10056213), Falconer, NY. “And the reason is that sooner or later they’re going to be moving from one place to the next. OEMs in general are trying to install equipment that makes them conspicuous and available to operate on the roads.”
On-highway lighting
FMVSS-108 Federal Motor Vehicle Safety Standard 108 (FMVSS-108) is a federal regulation which dictates the types of lights onhighway vehicles must include as well as the placement of the lights. For example, identification (ID) clusters—a series of three lights placed equidistant from one another—are required at the top center
ASABE S279 specifies the use of headlights, taillights and brake lights on agricultural equipment. It also denotes that amber retroreflective colors should be used at the front of the vehicle while red ones be placed towards the back. AGCO Corp.
of trailers. FMVSS-108 also places regulation compliance in the hands of the OEMs. “The manufacturer of the lighting product and the original equipment manufacturer are responsible for self-certifying that the devices comply with the regulation and they’re installed according to the regulation,” VanRiper explains. With the self-certification approach, however, many OEMs have taken liberties with determining placement of some of the required lights. According to Chuck Polley, Global Compliance Manager at Grote Industries LLC (company information, 10056356), Madison, IN, there is an exception within the regulation which allows clearance and ID lamps to be placed lower on the trailer if there is not enough room to place the lights at the top as required by FMVSS-108. “For a number of years quite a few manufacturers started mounting their ID and clearance lamps low,” says Polley. OEMs were claiming the lights took up too much space on the trailer and were getting in the way of the cargo doors. Eventually the Canadian www.oemoffhighway.com
Grote’s compactly designed MicroNova Dot lights offer dual-intensity capabilities. Dualintensity lights provide a secondary lighting function beyond simple illumination by increasing in intensity when the vehicle brakes or a turn signal is engaged. Grote Industries LLC
and U.S. governments cracked down on this practice, telling OEMs they are not allowed to arbitrarily decide not to put enough space for mounting safety lamps. Placement of the lights at the top of the trailer is crucial to ensuring safety. “When you’re behind a large enough vehicle, you can’t see those lower lamps,” explains Tom Draper, Manager of Marketing at Grote. He says the idea is to provide information behind the truck not just to the vehicle directly behind it, but also to vehicles further behind the truck. The MicroNova Dot product family from Grote (product information, 11079670) is one lighting solution that has recently come out to help manufacturers ensure regulation compliance without sacrificing space. The lamps are small enough to fit into a three-quarter inch hole, and because they are LED, Draper says they are still able to provide the necessary amount of light to be seen by other drivers on the road.
Auxiliary lighting Besides the lights required by FMVSS-108, the regulation also states that additional lighting can be placed onto a vehicle beyond what’s required. Auxiliary lighting devices can be added to a vehicle as long as they do not impair the effectiveness of any of the required lights and they do not add confusion to the required devices. An increasing number of refuse vehicles, for example, now include more lights at the back of the vehicle—such as strobe lights—because owners have had www.oemoffhighway.com
a positive response to use of more lights. “They’re putting lights in the corners,” says Polley, “which is really providing a large amount of conspicuity to the back of [the] vehicle.” Lighting manufacturers have also been developing dual-intensity lighting products to help further enhance lighting beyond the regulations. Dual-intensity lights are able to provide a secondary lighting function beyond simple illumination. When the brakes or turn signal are applied the light increases in intensity—similar in brightness to a traditional brake or signal light—to signify to other drivers the vehicle is braking or turning. Enabling the lights at the top of the vehicle to illuminate in a manner similar to those at the bottom allows all drivers behind the larger vehicle, not just the ones directly behind it, to see what is happening and act accordingly. “You get a real benefit in a traffic situation to alert the trailing drivers,” says VanRiper. “It’s a bet-
ter signal because many times the regular stop function lights [and] turn function lights are blocked by the trailing vehicles.” VanRiper says the ability to add auxiliary lighting allows OEMs and fleets to find ways to enhance vehicle visibility through the use of various lighting technologies, which is in stark contrast to the Economic Commission for Europe (ECE) regulations which do not allow additional lighting to be added to a vehicle. “You cannot add any supplemental, auxiliary [exterior lighting] devices without a change in the law,” he says.
Off-highway lighting
ASABE S279 As part of the Dept. of Transportation (DOT) 2012 highway bill, Moving Ahead for Progress in the 21st Century Act (MAP-21), lawmakers are developing the Agricultural Machinery Illumination Safety Act (AMISA). Based on ASABE S279, the act will create a nationwide
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Elec t r ic a l & e l ec t r onic s: ligh t ing lighting regulation in the U.S. for agricultural equipment as denoted in ASABE S390, Definitions and Classifications of Agricultural Field Equipment. “Standard S279 identifies provisions for lights, retroreflective materials and more,” explains Scott Cedarquist, Director of Standards and Technical Activities at ASABE. “As several states currently require new equipment to meet the S279 standard, all major manufacturers already meet the requirements and would not incur additional costs.” “What the standard lays out is where on the machine [lights] need to go from a height and width standpoint, and what retro-reflective colors are on the front (amber) and towards the back (red),” says David Murray, Director of Product Safety and Standards at AGCO Corp. (company information, 10727147), Duluth, GA. Also specified in the standard is the use of conspicuity tape and the triangular orange and red slow moving vehicle
(SMV) sign. For vehicles traveling above 25 mph there is also a requirement for a speed indicator sign (SIS). “It’s a Europeanlooking circle sign with a number in it that tells you the top speed capability of that tractor or implement,” says Murray. “It is also worth noting that the proposed rule is quite proactive,” says Cedarquist. The DOT has built into the regulation the requirement that it must periodically check for updates to ASABE S279 and implement any changes that have occurred. “Thus as technological advances are incorporated into the standard, [they] will ultimately be reflected in the USDOT requirements,” he explains. Periodically updating the regulation also ensures one state isn’t following an older version of ASABE S279 while another state has adopted the newest version. It guarantees agricultural equipment in all 50 states will have to adopt the newest version because federal regulations override any state or provincial laws.
Keeping it consistent The desire to implement a nationwide regulation was brought forward by agricultural OEMs through the work performed in an ad hoc committee within the Association of Equipment Manufacturers (AEM). “It’s really important for AEM members to have one set of standards to work against,” says Mike Pankonin, Senior Director of Technical and Safety Services at AEM. Having the same lighting requirements in all 50 states enables OEMs to put the same lights and markings on all of their equipment, no matter where it will be used. “It all comes down to consistency,” says Murray. “That gets everybody on the same playing field and reduces the variation, and increases safety too.” With all of the cross-state and crosscountry traveling that Americans do, having consistent lights and markings on agricultural equipment in all 50 states ensures safety of the driving public.
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Drivers will be able to recognize what the various lights and markings mean, and have them mean the same thing in each state. “When you see a particular machine
Conspicuity tape Due to its reflective qualities, conspicuity tape can more easily be seen by the human eye. “People pick up that tape really well [while] driving down the road,” explains Chuck Polley, Global Compliance Manager at Grote. The regulation requires placement of the tape at the upper and lower rear of the trailer as well as both sides to ensure visibility of the vehicle from any angle. The government implemented the use of conspicuity tape because it found the tape did a better job at preventing accidents than some of the traditional stop lamps. “It is by far, the government feels, the best safety change they’ve made in the last 20 years,” Polley says.
and a light flashes in a certain way, it’s nice to have consistency to recognize ‘oh that means he’s going to turn left,’” says Pankonin. In addition to the ASABE standard, the International Organization for Standardization (ISO) has a lighting standard for earth moving equipment. ISO 12509 is a voluntary consensus standard which specifies the minimum requirements for the inclusion of signaling and marking lights, as well as reflex-reflector devices. Currently undergoing a re-draft, the standard provides a frame of reference not only for earth moving equipment manufacturers but also other heavy-duty equipment OEMs. Pankonin notes there is some interest within the heavy equipment industry to have consistency between industry regulations so that there are similar types of lights and markings used on all heavy equipment. “There are certainly benefits on behalf of the members to have a level
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of similarity between the ag equipment as well as the earth moving machines,” he says. “When somebody sees a big machine going down the road they don’t care if it’s a tractor or an end loader.” The driving public only needs to be able to recognize what the lights on the equipment mean so they can react accordingly. According to ASABE’s Cedarquist, AMISA is in the rulemaking phase and is anticipated to be ready for public comment at the end of this year. Whether implementation of this regulation will lead to the introduction of other lighting requirements for heavy-duty off-highway equipment is still unclear. ●
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OEM Off-Highway | SEPTEMBER 2013 53
M a r k e t at a Gl a nc e : L aw n & L a nds c a p e
An industry of cuts and gains The lawn care industry sees its equipment development opportunities just the same as its heavy-weight counterparts in agriculture and construction: Cut fuel consumption while gaining productivity. by Michelle EauClaire-Kopier
T
he goal of any manufacturer is to produce a piece of equipment that passes along productivity and profitability to its customers. “A major trend in our industry is finding ways to advance the amount of productivity per gallon of fuel,” says John Swanson, Product Manager, Exmark Mfg. Co. Inc. (company information, 11078696), Beatrice, NE. “For a landscape contractor, that is a really high priority considering how directly fuel costs impact their profitability.”
EFI and propane As a frequent new technology development and launch partner with engine manufacturers, Exmark is able to get in on the front end of implementation and gain exclusivity and market share gains prior to a technology’s public launch. The company recently worked with Kohler Engines (company information, 10055682), Kohler, WI, to develop a closed-loop electronic fuel injection (EFI) propane engine system, the PCV740 Kohler EFI. “Our industry was a little resistant to convert to fuel injectors,” says Swanson, “but now that the technology is proven and more reliable, we’ve seen an industry transition to acceptance. I can see carbureted engine systems eventually being phased out completely,” he predicts. “We worked with Kohler and the Propane Education and Research Council (PERC, association information, 10286979)
54 OEM Off-Highway | SEPTEMBER 2013
to develop the PCV740 found exclusively on Exmark’s Lazer Z Propane zero-turn riding mower for the 2013 model year. In 2014, the engine will become more widely available to other manufacturers,” explains Swanson. Kohler EFI engines integrate an oxygen sensor that analyzes the air/fuel mixture in the unit’s exhaust. If the oxygen level strays from the ideal mixture, the sensor triggers adjustments to the amount of fuel injected into the system. Kohler’s EFI technology then “closes the loop” between the air/fuel intake and the exhaust output to provide a constant stream of critical feedback, which helps deliver optimal fuel efficiency and a variety of other benefits, including easy starting, improved power and increased life span. “With the closed-loop propane system, Exmark is seeing the Lazer Z Propane mower burn 40 to 50% less fuel, and the performance exceeds what we had on the old system,” Swanson says. “That’s helping to lower the amount of greenhouse gas (GHG) emissions dramatically as well.” Customers in the lawn care industry are now coming to understand that with an up-front investment in a mower with advanced EFI technology, they can get a long-term payback with fuel efficiency. Using propane fuel is not without tradeoffs for the manufacturer. There is a cost and weight penalty due to the amount of fuel needing to be hauled on-board the
Exmark worked with Kohler and the Propane Education and Research Council (PERC) to develop the PCV740 found exclusively on Exmark’s Lazer Z Propane zero-turn riding mower for the 2013 model year. Exmark Mfg. Co. Inc.
mower (or other vehicle) as well as the increased storage needs for the gaseous fuel. To combat the added weight issues, Exmark has worked to lower the overall package weight by going to a one-tank propane system as opposed to the two-tank solutions typically found in the industry. Instead of two 33.5-pound tanks mounted off the side, Exmark uses one 43.5-pound tank that is centrally mounted over the engine, reducing the overall weight and enhancing mower handling due to the balanced tank location. “If there is ever a way we can reduce weight without impacting durability, it’s a win-win. But we won’t sacrifice the durability,” Swanson says.
On-board intelligence Beyond the electronics and sensors included in the fuel injection system, Exmark implemented last year its RED on-board intelligence platform which is capable of improving fuel savings even further. Instead of a spring-based mechanical governor system, the RED platform features an electronic governor on the engine that was originally developed for generator and welder machines. The electronic governor offered by Exmark, E-Gov, helps to maintain a constant yet slightly reduced engine rpm which reduces fuel consumpwww.oemoffhighway.com
Rear-discharge decks are gaining momentum in the industry as bagging becomes less common due to the affiliated labor costs and environmental issues. Exmark Mfg. Co. Inc.
tion while maintaining blade tip speed for improved and consistent cut quality. “Because the E-Gov system is more responsive than a spring and wind-based governor system, the engine doesn’t have the rpm droop you can get if you’re cutting a patch of heavy, wet grass,” says Swanson. “Engine droop is significant on the mechanical governor system we’ve used in the past in the industry. With the electronic governor, it doesn’t mean you have zero droop, but it’s close to zero. As opposed to a binary system that looks for feedback after a condition has changed, the electronic version senses condition changes and can supply feedback immediately allowing the engine to adjust accordingly.” The RED technology is essentially an engine management system that interacts with the electronic governor technology and allows Exmark to define the performance modes of the engine. A contractor can work in Max, Efficient or Low modes depending on the conditions. “Approximately 80% of the time the contractor should be running in Efficient mode which allows the engine to run at its peak performance while maximizing fuel efficiency. If they encounter overgrown or heavy cutting conditions, the operator can switch to Max mode,” says Swanson. In the long term, Exmark can see a fully-automated system allowing the machine to run in its most efficient mode dependent on conditions without any operator engagement, but to transition an www.oemoffhighway.com
operator from full mechanical control to zero control is too significant of a mind-set and operational shift for Exmark. As an interim solution, the RED platform system features a physical rocker switch with three mode selection. The RED system also monitors the clutch. By matching the engine speed to the optimum clutch engagement and disengagement points, it is able to elongate the component’s life. While tracking engine temperature and oil pressure, should a critical threshold—as established by Kohler and Exmark during engine system co-development—be surpassed during operation, the system places the machine in “safe transport” mode which both notifies the operator of the problem with visual warning LEDs and audible alerts, and allows more attentive servicing before there is a larger problem.
Deck configuration evolution Similar to a larger piece of agricultural harvesting equipment, in the lawn care industry mowers see power gain opportunities with streamlined processing of material. “While the widely accepted configuration of side discharge offers easier bagging and mulching capabilities due to the grass material being handled three times from left chamber to center chamber to right chamber discharge, it also raises safety concerns and performs poorly in certain conditions,” claims Swanson. “Plus, if the material is being handled three times under the deck before being expelled, it’s also drawing on the engine three times as much as the single-time handled rear-discharge deck we developed at Exmark.” The deck was launched with one of Exmark’s 2013 model year mowers. “For 2014 we will be expanding the use of the rear-discharge deck to additional models in the Lazer Z line,” announces Swanson, which demonstrates a huge investment and company confidence in the value of rear-discharge decks for the industry. Even without the added value of reduced power draw on the engine, reardischarge decks are gaining momentum in the industry as bagging becomes less
common due to the affiliated labor costs and environmental issues.
Ergonomic enhancements Exmark employs an entire team to focus specifically on operator performance through reduced operator fatigue for increased productivity and safety. Its ECS (enhanced control system) was developed for stand-up mowers with ergonomics in mind. The grips position an operator’s hands in a naturally comfortable location, as well as a protected location when maneuvering by objects such as fences or trees. “As a general rule, we try to keep technology simple because our customers can’t afford a week of training for each new employee. They need to be productive within the first day, so technology was developed to be intuitive,” says Swanson. In addition to mower hand controls, Exmark’s ergonomic seat technology, the EVC (elastomeric vibration control) stretch fabric is patented by its seat supplier. The elastic band replaces the springs that were traditionally under the seat for added comfort and cushion. The mechanical seat suspension in the past had a lot of friction so it wasn’t as quick to respond up and down. “We got rid of the friction by going to a ball bearing system which floats up and down with much more ease. All of that seat technology sits on top of our patented isolators,” Swanson says. The patent is written on how much freedom of movement an operator will have up and down, but also fore and aft. “Isolating the operator in a 360 degree manner makes a significant difference because impacts aren’t being taken in a straight up and down manner, so why should the suspension?” In the end, every technology Exmark contemplates developing and implementing must somehow increase the productivity and/or profitability of the people using the product. “If it doesn’t accomplish one of those two core goals somehow—whether it is increased comfort helping the operator stay productive longer, or the ability to produce the same amount of work with less fuel consumed thus lowering operating costs—we aren’t going to focus on it,” concludes Swanson. ● OEM Off-Highway | SEPTEMBER 2013 55
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The first truck crane Cranes developed from stationary to self-propelled as a result of World War I, but a more mobile truckmounted solution was on the horizon. by Thomas Berry, Archivist, Historical Construction Equipment Association
U
ntil the early 1900s, cranes were either stationary or confined to steel rails, thus greatly limiting their flexibility. Either the crane had to be erected within safe range of its work, or railroad track had to be laid to reach the job. This problem was solved by the development of free-traveling cranes that moved directly on the ground, not needing rails for support or guidance. The earliest known American example of such a crane was the No. 328 Traveling Excavator, built by The John F. Byers Machine Company of Ravenna, OH. Offered as early as 1909, it was a halfswing machine that could be set up as a clamshell crane or mobile derrick car. But for all of its improved mobility, it had to be moved by teams using a tongue and doubletrees provided for the purpose. The breakthrough to the modern selfpropelled truck crane came as a result of World War I. The tremendous amount of cargo crossing the docks of France required mobile cranes to expedite handling of the freight. Although a fleet of cranes on traction wheels met the immediate need, the market for a more mobile, truck-mounted crane was now apparent. F. A. Smythe, President of Thew Shovel Company in Lorain, OH, took the initiative, and in late 1918 the world’s first crane designed specifically for mounting on a truck was built. Mounted on a Mack AC, it was sold to the Cleveland Interurban Railway in 1919, and Smythe and other
58 OEM Off-Highway | SEPTEMBER 2013
The Byers No. 331 Portable Excavator and Loader. Byers Catalog No. 21, n. d.
Built in 1919, this is the granddaddy of all truck cranes, and the very first machine manufactured by the International Crane Company. Universal Crane Company photograph, Jud Griffith Collection, HCEA Archives
Thew principals formed the International Crane Company in Lorain to produce the machines. In 1920, International Crane incorporated as the Universal Crane Company in nearby Elyria, and it operated as a subsidiary of Thew until it was merged into Thew in 1939. Thew, in the meantime, began using the Lorain trade name, and thousands of Lorain cranes were sold worldwide. ● The Historical Construction Equipment Association (HCEA) is a 501(c)3 non-profit organization dedicated to preserving the history of the construction, dredging and surface mining equipment industries. With over 4,000 members in 25 countries,
activities include publication of a quarterly educational magazine, Equipment Echoes, from which this article is adapated; operation of National Construction Equipment Museum and archives in Bowling Green, OH; and hosting an annual working exhibition of restored construction equipment. Individual memberships are $32.00 within the USA and Canada, and $40.00 US elsewhere. HCEA seeks to develop relationships in the equipment manufacturing industry, and offers a college scholarship for engineering students. Information is available at www.hcea.net, by calling 419-352-5616 or e-mailing info@hcea.net. www.oemoffhighway.com
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