DIGITAL EXCLUSIVE: Everything you missed at EIMA 2014 ...Search: 12059811
www.oemoffhighway.com
APRIL 2015
Innovative product development solutions for mobile OEMs 速
PAGE 10
ELECTRIC TRACTORS
Charged up to feed the world
From all-electric tractors to electric-drive technology, where does the ag industry stand? PAGE 26
WATCH VIDEO
See it in action
SPECIAL SECTION:
Electrical & Electronics Starting on page 22
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OOH0415_02-05_TOC.indd 2
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THIS IS
THE FUTURE. YANMAR FINAL TIER IV ENGINES ARE EPA CERTIFIED
AND ARE DESIGNED WITH THE FUTURE IN MIND. In an era of changing emission regulations, YANMAR’s EPA certified Final Tier IV solution offers customers, quite possibly, the cleanest engine on the market. If you don’t power with
YANMAR, what do you tell your customers?
EASTERN REGION: Bell Power Systems LLC Essex, CT / 860.662.4733 www.bellpower.com Continental Engines Greenville, SC / 800.922.5632 www.continentalengines.com Crosspoint Power & Refrigeration Indianapolis, IN / 317.240.1967 www.crosspointpowerandrefrigeration.com Martin Diesel, Inc. Defiance, OH / 419.782.9911 www.martindiesel.com
Mastry Engine Center St. Petersburg, FL / 800.545.4574 www.mastry.com
Industrial Irrigation Services Hastings, NE / 800.289.6478 www.industrial-irrigation.com
Western Power Products Bakersfield, CA / 661.397.9155 www.wppdiesel.com
McDonald Equipment Company Willoughby, OH / 440.951.8222 www.mcdonaldequipment.com
Laborde Products Covington, LA / 985.892.0107 www.labordeproducts.com
CANADA:
Wolter Power Systems Brookfield, WI / 262.781.8010 www.wolterps.com
Northstar Power LLC Ankeny, IA / 515.964.6100 www.northstarpowerllc.com
CENTRAL REGION:
WESTERN REGION:
engines, inc. Jonesboro, AR / 870.268.3700 www.enginespower.com
Cascade Engine Center Seattle, WA / 206.764.3850 www.cascadeengine.com
Diesel-Bec (New Way Diesel) Quebec & Maritime Provinces / 866.441.3401 www.diesel-bec.com
CONTACT YOUR LOCAL YANMAR DISTRIBUTOR TODAY. oemoffhighway.com/10056323
OOH0415_02-05_TOC.indd 3
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TA B L E OF CON T EN T S: VOLUME 33, NO.3 | APRIL 2015
COVER STORY TM
Extreme Machines!
10 Shake your money maker
In-house development of a hydraulicallypowered shaker head enables one OEM to ease tree crop harvesting for farmers.
Search: 12054849
10
FEATURES Testing: Emissions Testing
14 Data that truly represents emissions in the field
14
A new method for testing emissions output of off-highway equipment in the field may provide manufacturers with a better means of optimizing their designs. Search: 12059280
Drivetrain System
18 Don’t Stop: Shift on the Fly
18
Demand for tractors under 70 hp to have comfortable and high efficient transmissions—similar to those used in the higher horsepower ranges—is increasing. Search: 12059336
NEW COLUMN! Engineering Corner
After close analysis of problems arising within SIL quantifiers, a new component-based methodology emerged. Search: 12059957
20 A new safety analysis methodology
Operator Environment
32 A flameless HVAC for the long haul 32
HVAC manufacturer designs extended life, high-efficiency flameless heating and cooling system. Search: 12059329
Education: HAWE Apprenticeship
35 How to build your own skilled labor force
35 4
There is no better way to add value to the engineering and manufacturing community—and a business’ bottom line—than giving driven students the professional development they need with an apprenticeship. Search: 12059327
OEM Off-Highway | APRIL 2015
OOH0415_02-05_TOC.indd 4
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EDITORIAL ADVISORY BOARD IN EVERY ISSUE Editor’s Notebook
6 A step toward AI?
Online Exclusives www.oemoffhighway.com
Search: 12059776
Economic Outlook
8 Continued gains for U.S. and Europe oemoffhighway.com/economics
Off-Highway Heroes
36 The evolution of the Skooper
T he Koehring Skooper is considered the first heavy-duty hydraulic front shovel machine in the American market, but where did the idea come from?
Search: 12060123
Ricardo Strategic Consulting
Andrew Halonen
Market Forecast: Fluid Power
Sales Engineer
The NFPA’s most recent analysis of the fluid power industry’s shipments and orders for hydraulic and pneumatic components.
Eck Industries, Inc.
Terry Hershberger
Director, Sales Product Management, Mobile Hydraulics
Search: 12061826
Bosch Rexroth Corp.
Tracy Kiser
Off-Highway Marketing Communications Manager
Cummins Inc.
Mike Mackool
VP Sales & Marketing
Torsion Control Products
22
Alistair McLelland
lobal navigation satellite systems have G come a long way in the services and capabilities they offer to both end users and OEMs alike. Search: 12060052
Vice President Marketing, North America
AGCO
Doug Meyer
Global Director of Construction Engineering
John Deere
26
Matt Rushing
Director, Product Management, Global Electronics, ATS and Global Engines
lectric drives are not a new technology, E but the adaptation for off-road vehicle applications is in its infancy as battery technology and high temperature electronics continue to develop.
AGCO
Allen Schaeffer Executive Director
Diesel Technology Forum
Keith T. Simons
President – Controls Products
OEM Controls, Inc.
Engine System 30 The beneficial electric throttle
lectric throttle actuators create an easy way E to increase the efficiency and functionality of equipment with mechanical diesel engines. Search: 12059331
GKN Land Systems
Consultant
Search: 12059810
Chief Engineer – Innovation & Hybrids
Joshua David
SPECIAL SECTION: ELECTRICAL & ELECTRONICS
Jules Carter
Siemens Large Drives US
Search: 12059811
Electric Tractors 26 Charged up to feed the world
Volvo Construction Equipment
Business Segment Head, Minerals Projects and Global Mobile Mining
EIMA 2014 brought together attendees from all across the globe to see the latest machinery and components the agricultural sector has to offer.
37 Calendar/Ad Index
Chief Project Manager
Roy Chidgey
EIMA 2014: An international affair
GNSS 22 Way beyond GPS
Craig Callewaert, PE
Simone Stier
Promotion and Communication
Liebherr-Components AG
Bob Straka
Business Development Manager, Transportation
30
Southco, Inc.
Charlie Throckmorton
Principal Applications Engineer
WHAT DOES SEARCH: 12345678 MEAN?
Danfoss
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. 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!
John Treharn
Vice President Business Development HYD GROUP
Parker Hannifin Corp.
Len Walton
Transportation Market Director
Minnesota Rubber & Plastics
OEM Off-Highway | APRIL 2015
OOH0415_02-05_TOC.indd 5
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EDI T OR’S NO T EB O OK www.oemoffhighway.com/12050566
®
A step toward AI?
Please understand, I am in no way implying our tractors and excavators are
becoming sentient beings that are going to overtake our jobsites and make executive decisions about where roads and bridges should be built, but when you think
about it, what is Artificial Intelligence really? According to some, it is simply a computer system able to do things that would normally require human intelligence to accomplish. The Turing Test, created by Alan Turing in 1950 while working at the
Computer Laboratory at Manchester University, sought to define these parameters. In brief, the test says that if a third party interrogator cannot determine if
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process, regardless of the state of the being (be it alive, dead, human or machine),
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gence merely a perception of the information provided to the recipient?
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and being tested. The military is using software and satellite imagery combined
List Rental — Elizabeth Jackson, Account Executive, Merit Direct LLC, Phone: (847) 492-1350 ext. 18 Fax: (847) 492-0085 • ejackson@meritdirect.com
to traverse enemy territory, avoid falling off cliffs and even spot IEDs based on
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responses provided for his questions are from a computer or a human, than it
must be assumed that the computer is “intelligent,” almost by default. There are of course criticisms of this oversimplified perspective, but there is some philosophi-
cal logic to it: If you think you are speaking to a human with an intelligent thought you must be speaking to something with a form of intelligence. And, isn’t intelliNow consider fully autonomous vehicle systems that are currently in the field
with object detection systems to allow entire convoys of vehicles without drivers differences between current and previous 3D map surveys. The machine makes
decisions based on its current environment and based on historical data stored in its memory. Sounds a lot like an intelligent human decision-making process.
In some instances, and perhaps most instances, automating a specific func-
tion or an entire system optimizes a vehicle’s performance beyond what even
the most skilled operator could accomplish. In the field, a high-tech tractor can
survey a crop’s health based on soil samples and infrared sensor data and apply a specific amount of fertilizer to a plant based on that information...in real time.
All of this is made possible through sensors and GNSS, which, as Jason Hallett,
IN THE NEXT ISSUE
VP of Product Management at Topcon Positioning Group says in the article Way
MAY/JUNE SHOWCASE
••Engines & Components ••Drivetrain System ••Fluid Power System ••Electrical & Electronics ••Hardware ••Operator Environment ••Engineering & Manufacturing
6
beyond GPS on page 22, GNSS is really just becoming another sensor on the
machine. So, as GNSS systems become
more accurate and machine-to-machine communication systems become more
sophisticated, are we really just inching ever closer to artificially intelligent
vehicles? Or, since we already have
fully-automated vehicles and even entire mining quarries operating without drivers, are we already there? |
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Published and copyrighted 2015 by AC Business Media Inc. 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 $60 One Year, $105 Two Years; all other countries, payable in U.S. funds, drawn on U.S. bank, $85 One Year, $160 Two Years. OEM Off-Highway (USPS 752-770; ISSN 1048-3039 print; ISSN 2158-7094 on-line) is published eight times per year: January/ February, March, April, May/June, July/August, September, October and November/December by AC Business Media Inc., 201 N. Main Street, Fort Atkinson, WI 53538. Periodicals Postage paid at Fort Atkinson, WI and additional entry offices. POSTMASTER: Send address changes to: OEM Off-Highway, PO Box 3605 Northbrook, IL 60065-3605. Printed in the U.S.A. Canada Post PM40612608. Return undeliverable Canadian addresses to: OEM Off-Highway, PO Box 25542, London, ON N6C 6B2. Volume 33, No. 3, April 2015
OEM Off-Highway | APRIL 2015
OOH0415_06-07_Editorial.indd 6
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Get the new OEM Off-Highway App You rely on OEM Off-Highway for the latest news, product launches and technology insights. Now you can take the OEM Off-Highway app with you wherever you go. Each issue has engaging interactive content, and digital exclusives. Go to the App store today and download it FREE!
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ECONOMIC OU T L O OK
Editor’s Note: Please note that both the U.S. and Euro Leading Indicator charts have been modified on the Y-axis to show the trend more easily.
U.S. Leading Indicator: •• The leading indicator recorded a modest gain for January.
Continued gains for U.S. and Europe For much of the U.S.’s expansion, production seemed to be growing nicely while the labor market lagged. Of late, the
roles have reversed, with solid labor market data and more sluggish reports from the
industrial sector. This incon-
sistency should get resolved
later this year as the industrial sector begins to rebound.
Gradual improvement contin-
•• Previous estimates for November and December were revised downward.
•• The index continued to show a positive trend, although some slowing has become evident.
U.S. Total Industrial Production: •• Production rose 0.2% in January
for both the overall index and the manufacturing component. durable goods sectors.
•• Downward revisions to all fourth quarter data required some tempering of the future growth projections.
Go to .com highway oemoff ign up for to s thly our monMIC O N O C E ETTER! NEWSL
QUESTIONS? Contact Steven Crane, Senior Economist at C3 Statistical Solutions, at
scrane@c3stats.com.
Housing Starts: •• Single-family construction began the year on a disappointing note by falling 6.7%.
•• Activity has been choppy since
Global charts can be found at oemoffhighway.com/economics
8
118 117
120.3%
120.8%
119.3%
119
118.4%
118.4%
Jul
Aug
117.2%
116 115 114 113 112
5.00
Jun 2014
4.7%
Sep
Oct
Nov
Dec
Jan 2015
Annual % change in quarterly averages
4.5% 4.2%
3.75
3.8%
3.9%
Jun
Sep
4.0% 3.7%
3.9%
2.50
1.25
0.00
Dec
Mar ’15
Millions of single-family units, seasonally adjusted annualized rates
Dec
Mar '16
0.87
0.88
Dec
Mar '16
Jun
0.91
0.78
0.8 0.71
0.73
0.65
0.6
0.4
0.2
compared to January of 2014.
0.0
•• Nevertheless, starts were up 16.3%
Sep ’14
0.84
mid-2014; it has shown little or no momentum.
Sep ’14
Dec
Mar ’15
Jun
Sep
Jun
12
Private Nonresidential New Construction: •• Private nonresidential activity
began the new year on a slightly softer note.
See More Online
120.0%
120
1.0
upped its forecast for this year casters are doing the same.
121.4%
121
•• The gains were concentrated in the
ues in Europe. The ECB recently and next. Many private fore-
122
Actual index (2004=100)
www.oemoffhighway.com/economics
•• Construction was down 1.6% in
January; this effectively gave up the fourth quarter gains.
•• Volume was still up 4.8% from January 2014.
10.9%
Annual % change in quarterly averages
10 8
7.2% 6.3%
6 4.7%
4
3.3%
2
1.3%
1.3%
Mar '16
Jun
0.6%
0
Sep ’14
Dec
Mar ’15
Jun
Sep
Dec
OEM Off-Highway | APRIL 2015
OOH0415_08-09_Econo.indd 8
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Total Public New Construction:
Construction Machinery, New Orders:
7.8%
Mining, Oil & Gas Field Machinery New Orders:
6
0.9%
0
•• Real orders crept up 2.5% during
-3
January.
•• While better than a decline, this
-5.1%
-6 -9
-9.2%
-12 -15
Annual % change in, 12-Month moving total (1982 Dollars)
-11.4% -13.8%
Sep ’14
Dec
Mar ’15
Jun
Sep
Dec
Mar '16
Jun
level over the last three years.
•• This follows two consecutive
volume proved to be a small temporary blip.
months of double-digit declines.
•• While off from the recent October
•• A 10.2% decline in January more
2014 high, January 2015 orders remained 14.2% above the year-ago value.
than offset December’s gain.
•• January 2015 real shipment
volume was almost 48% below the year-ago level.
Heavy-Duty Truck Shipments: •• Real orders were virtually
unchanged during the first month of 2015.
-5.1% -11.2%
•• January was the second consecutive month with minimal movement.
-29.7% -36.4%
Sep ’14
Dec
Mar ’15
-38.7%
-32.4%
Jun
Sep
•• The pause in order growth is not Dec
Mar '16
Jun
Dec
surprising given the remarkable runup during 2014.
Mar ’15
Jun
Sep
Dec
Annual % change, in 12-Month moving total (2003 Dollars)
Mar '16
Jun
9.5%
9.3%
-3.8%
-3.9%
Mar '16
Jun
-3.4%
-5.9% -8.7%
Sep ’14
Dec
Mar ’15
Jun
Sep
Dec
9.8%
10
Annual % change, in 12-Month moving total (1982 Dollars)
8.4%
8 6 4
2.1%
2
1.8%
0 -1.0%
-2 -4
-3.4%
-3.3%
Dec
Mar '16
-6 -8
-7.3%
Sep ’14
Dec
Mar ’15 18.2%
16.7%
Jun
Sep
Jun
Annual % change, in 12-Month moving total (2003 Dollars)
17.3%
15
10
10.6%
10.4%
5 2.8%
0
-0.4% -2.1%
-5
Sep ’14
Dec
Mar ’15
Jun
Sep
Dec
Mar '16
OEM Off-Highway | APRIL 2015
OOH0415_08-09_Econo.indd 9
2.2%
4.1%
20
30.1%
11.4%
Sep ’14
10 9 8 7 6 5 4 3 2 1 0 -1 -2 -3 -4 -5 -6 -7 -8 -9
unchanged in January.
2.5%
2.1%
0.7%
0
•• Defense orders were essentially
•• The year-end uptick in shipment
Annual % change, in 12-Month moving total (1982 Dollars)
•• Orders remained near their lowest
2.0%
1
Defense Industry, New Orders:
Farm Machinery & Equipment Shipments:
35 30 25 20 15 10 5 0 -5 -10 -15 -20 -25 -30 -35 -40
modest move had limited true information content.
2.1%
2
gains achieved during the second half of 2014.
January 2014 and 38.1% from the recent peak in March 2014.
0.9%
3
•• This softer patch reclaimed the
•• Orders were down 30.0% from
3
4.2%
4
the second decline in three months.
conditions of 2014 into the new year.
5.7%
5
•• Activity was down 2.6% in January,
•• This extended the horrible market
6.9%
7 6
of the blocks as 2015 began.
new orders.
Annual % change, in 12-Month moving total (1982 Dollars)
8
•• Public construction stumbled out
•• January saw a 12.0% decline in real
9
9
Jun
9
4/10/15 9:01 AM
E X T R EME M ACHINE S!: MONO B O OM SH A K ER www.oemoffhighway.com/12054849
A hydraulic motor drives the internal components within the COE-designed shaker head to create a shake pattern that will remove nuts from a tree.
10
OEM Off-Highway | APRIL 2015
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by Sara Jensen
In-house development of a hydraulicallypowered shaker head enables one OEM to ease tree crop harvesting for farmers. The COE M7 mono boom shaker is one of several pieces of specialty
agricultural equipment designed by Coe Orchard Equipment Inc. (COE). Developed to ease nut harvesting, the mono boom shakes both tree
trunks and limbs to remove walnuts, pecans and almonds from the trees on which they grow. It is capable of ALL IMAGES COURTESY OF COE ORCHARD EQUIPMENT INC.
reaching the highest points on larger trees to ensure the most efficient nut removal.
The heart of the mono boom is
the COE-designed TH7X shaker head. Once hydraulically clamped onto a tree, a hydraulic motor drives the
shaker head’s internal components
to create a shake pattern that will remove nuts from the tree. This shake pattern is adjustable in order to
adapt to different harvest conditions. According to Dave Short, respon-
sible for working with COE’s dealer
network and administering its war-
OEM Off-Highway | APRIL 2015
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E X T R EME M ACHINE S!: MONO B O OM SH A K ER www.oemoffhighway.com/12054849
ranty department, the shaker head’s
tree as the differing characteristics
machine out so it’ll maneuver and
are the key components for creating
in which their nuts are released
orchard,” explains Short.
energy wheels and hydraulic motor
the energy necessary to remove the crops. The energy wheels consist of
between the two trees and the ways require different shaking patterns.
two different diameter belt-driven
Building it all in-house
directions from one another and
internal components in-house. Short
wheels which rotate in opposite
have varying amounts of weight
placed on them to create the shaking pattern. “These two wheels are
turning in opposite directions; one
rotates clockwise, the other counterclockwise,” explains Short. “They’re slinging the weights as they rotate
and this is what creates that pattern.” Weights can be physically added
or removed from the energy wheels to adjust the shaking pattern. This
may be necessary if a farmer is going from harvesting a walnut to a pecan
COE builds the shaker head and its says the company tries to build as much in-house as it can to better
control quality. Hydraulic cylinders, hub mounts and doors are among
the components built by COE, which includes forming them from sheet metal.
In addition, the company builds
the chassis of the mono boom itself. COE developed the chassis in such a way that it acts as a counterweight
to the very heavy shaker head. “The chassis is designed to balance the
perform better in the confines of an Also unique to the mono boom is
COE’s dual cool system. It is a standalone cooling system designed to
cool the super-heated charge air de-
livered by the engine’s turbocharger. Cooling the charge air provides
better performance and a reduction in harmful exhaust emissions. The
system in turn enables the engine
fan to efficiently cool the radiator, oil cooler and air conditioning con-
denser. “It’s a matter of efficiency
and performance,” says Short. “We
want to be able to cool those three
components yet still achieve cooling for our engine charge air.” The dual
cool system features its own fan and radiator to keep it running cool too.
See More Online Head to oemoffhighway.com/12054849 to see more images.
12
OEM Off-Highway | APRIL 2015
OOH0415_10-13_Shake.indd 12
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Protection from falling objects
more resistant to being chipped and
lection were key drivers for the struc-
been available on the market for sev-
nating all flat surfaces enables nuts to
Short says the company is always
Durability, as well as optimal crop coltural design of the mono boom. Elimiroll right off the machine, reducing the chances of farmers losing any of their
crop. “Everything is angled so the nuts
hoses are routed. Recent improve-
scratched, and basically worn off.”
ments have included switching to
COE’s mono boom shaker has
eral years now. And like many OEMs,
LED lights and using a larger engine.
“The basic machine is really a sound,
efficient unit,” says Short, but making small changes when possible en-
making subtle improvements to the
sures overall performance continues to be improved. |
machine such as optimizing the way
won’t be trapped in the machine,”
says Short. “All of those different facets and angles are by design.”
To better protect the machine and
its components, Short says the company powder coats instead of paints the mono boom. Powder coating
Have Confidence In Your Equipment
creates a more durable surface
capable of resisting abrasion while
paint would get chipped away each
time a nut fell onto the mono boom
Our modular designs combine the components you need in the most cost-efficient and economical way.
from a tree. “The powder coat is a lot
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PSL
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LHT
V60N Variable Displacement Axial Piston Pump
Proportional Spool Valve
Programmable Logic Valve Control
Load-Holding Pressure Valve
Call Today For A Quote HAWE Hydraulics
9009 K Perimeter Woods Dr. Charlotte, NC 28216 P: 704-509-1599 F: 704-509-6302 @HAWEHydraulics
www.haweusa.com
oemoffhighway.com/10055518
OEM Off-Highway | APRIL 2015
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T E S T ING: EMISSIONS T E S T ING www.oemoffhighway.com/12059280
Data that truly represents ALL PHOTOS: ROB FILLINGHAM OF HARPER ADAMS UNIVERSITY
emissions in the field by Sara Jensen
A new method for testing emissions output of off-highway equipment in the field may provide manufacturers with a better means of optimizing their designs. In-field testing, consisting of the tractors doing cultivation work, enabled different parameters such as soil conditions and depths of cultivation to be taken into account which can affect load on the engine, and thus emissions.
Accurately determining the
as soil conditions and depths of
for determining emissions output
a piece of equipment continues to
which can affect load on the engine,
the output of emissions such as CO₂.
amount of emissions released by
prove a challenging endeavor. While
methods do exist, most are theoreti-
cultivation to be taken into account and thus emissions.
Legislation is typically a key driver
cal and determined using a test bed
of how much testing manufactur-
doesn’t necessarily represent how the
involved, which is why not much
within a laboratory setting which
machine actually operates in the field. Harper Adams University and
Emissions Analytics, both based in
the UK, recently partnered together to conduct in-field testing of agri-
cultural equipment using a Portable Emissions Measurement System
(PEMS, learn more, 12036051). “We wanted to actually measure the
ers will invest in due to the costs
in-field emissions testing had been done prior to this research project.
As emissions and fuel efficiency reg-
14
becomes carbon monoxide, some
of it remains hydrocarbons. [We’re]
trying to look at that relationship in a little more detail.”
versity and Emissions Analytics used
project as part of his Ph.D. studies (see sidebar, pg. 17).
In addition, Fillingham wanted
an Union, such as greenhouse gas
enables different parameters such
into CO₂ when actually some of it
Fillingham to initiate the research
this may change, which prompted
to be,” explains Rob Fillingham, a
University leading the project. This
produced and combusted turns
The power of PEMS
to investigate how emissions not
Ph.D. student from Harper Adams
“But these assume all the carbon
ulations continue to evolve, however,
emissions in real time, when the ma-
chine was being used how it’s meant
use conversion factors to calculate
currently regulated by the Europe(GHG) and carbon dioxide (CO₂),
could be measured. He says that
some of the life cycle assessments
For the project, Harper Adams Uni-
PEMS technology manufactured by
Sensors Inc. Attached directly to the
tractor, the PEMS equipment collects and analyzes tailpipe emissions ev-
ery second at a rate of 1 hertz. “You get thousands of data points de-
pending on how long you’re testing for,” says Jane Thomas, Global Sales Manager at Emissions Analytics.
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An adapter placed over the ex-
haust is used to capture the tailpipe emissions which are fed into a flow tube where the exact amount of
emissions output is measured. “A
small sample of the exhaust is taken
into the gas analyzer and it measures the constituent parts of the gas,”
explains Thomas. The system is able
the PEMS equipment, so Miles Metcal-
throughout the testing process.
of his Master of Engineering degree,
put an implement on the back and
fe, who undertook the project as part
“We wanted to make sure we could
built a box to contain the system and
use both of [the tractors’] linkages
keep it safe from debris.
just as they would in the real world,
Fillingham says a key aspect of the
so that dictated a little bit where
project was ensuring the tractors
we could fit the PEMS equipment,”
would still have full functionality
he explains. Using CAD software,
to separately measure nitric oxide (NO), nitrogen dioxide (NO₂) and
then provide a combined figure for NOx output, as well as individually
measure carbon monoxide (CO) and
CO₂. Once the CO₂ measurement has been determined, Thomas says the
carbon balance method can be used to determine the vehicle’s fuel con-
sumption. Total hydrocarbon output
can also be measured by the system. According to Thomas, the PEMS
equipment has numerous checks
built into it to ensure no errors occur during data collection. She says
Emissions Analytics also processes and analyzes the data after it is
collected to further guarantee it’s
accurate and there are no abnormali-
ties. “One of the key benefits of PEMS is you can instantly spot if something
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strange is going on, stop the test,
fix the problem and then carry on testing. It’s a very versatile way of emissions testing,” she says.
Until the partnership with Harper
Adams University, the majority of the testing Emissions Analytics had done with the PEMS technology was on
passenger cars and heavy-duty com-
mercial vehicles. However, it had been looking for an opportunity to get into the off-road market. Thomas says the PEMS can be used to test anything with an engine. For off-highway
equipment, the only change neces-
sary was the use of a larger flow tube for capturing all of the exhaust gas
flow. There was also concern about
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T E S T ING: EMISSIONS T E S T ING www.oemoffhighway.com/12059280
A.
B.
C.
A. Attached directly to the tractor, the PEMS equipment collects and analyzes tailpipe emissions every second at a rate of 1 hertz. B. The PEMS is able to separately measure nitrogen oxide, nitrogen dioxide and then provide a combined figure for NOx output, as well as individually measure carbon monoxide and carbon dioxide. C. On-road testing, with a loaded and unloaded trailer, was one of the three conditions the test tractors were put through to evaluate emissions output in various operating scenarios. Metcalfe determined the best
(DPF). Each tractor was tested in
A path to better optimization
unit would be just above the trac-
involved the tractors traveling on the
er Adams University and Emissions
mounting point for the main PEMS tors’ rear linkages behind the back
window. Harper Adams also worked closely with Emissions Analytics to
determine the amount of pipework necessary and direction of the flow tubes for capturing the emissions,
as well as any potential issues such as temperature losses. “It was very much a process where we devel-
oped the way forward together,” says Fillingham.
Two tractors, donated by CLAAS
of Germany, with different after-
three conditions, the first of which
roadway at higher speeds, both with and without a fully loaded trailer
attached. In-field testing consisted of the tractors doing heavy cultivation
work using two different types of implements. The final testing condition was loading the engine via the PTO. Fillingham says this was done by
connecting a dynamometer to each
16
PEMS technology. Having the ability to do so will be beneficial for manufacturers not only for complying
with upcoming regulations, but also
to help improve their design process. Data collected from the tractors
tionally, it can provide manufacturers
As the tractors were run through
with vehicle data including GPS
(EGR) and a diesel particulate filter
ment can be done in the field using
replicated duty cycles.
as the tractors were put through
selective catalytic reduction (SCR) nation of exhaust gas recirculation
emissions output of off-road equip-
can offer insight into where ineffi-
these test conditions, the PEMS
and an Arion 650 using a combi-
Analytics have shown measuring
tractor’s PTO and loading the engine
treatment systems were used for the project—an Axion 830 with
Through this research project, Harp-
collected data which was combined position, engine load and speed to
provide an overall picture of the tractors’ performance.
ciencies may exist in a system. Addi-
with a means of comparing different types of systems and increase their
chances of choosing the best option for fuel performance and consumption in the field. “[Manufacturers]
can develop a better understanding of how the machine is actually used
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and where the peaks and current
emissions are, and then perhaps op-
timize and redesign their equipment
Stage V makes infield testing a reality In September 2014, the European Commission announced its proposed Stage V emissions standards for non-road mobile machinery (NRMM) which for the first time will require in-use vehicle testing. “They’re aware that up to date there have been companies who are able to make their engines suit the test cycles they’re being tested to, but still they think there needs to be some sort of actual in-use, real-life vehicle testing,” explains Robert Fillingham, Ph.D. student at Harper Adams University. The proposal calls for monitoring of in-use gaseous and particulate emissions by testing engines installed in machinery operated over its normal duty cycles. Pilot programs to determine appropriate testing procedures will be conducted by the European Commission. It anticipates detailed provisions and technical specifications to be adopted by December 2016. Under Stage V, more engine power ranges will be regulated including those below 19 kW and above 560 kW. Also for the first time particle number (PN) emissions will be regulated in order to account for ultrafine particles. Currently a PN limit of 1 x 10 12 kWh-1 has been proposed for engines ranging between 19 and 560 kW, which will require all NRMM engines be equipped with a diesel particulate filter (DPF).
accordingly to reduce those,” says Fillingham.
For Emissions Analytics, the ability
to test off-highway equipment with
PEMS adds to its portfolio of services
it can offer manufacturers. “From our
point of view, it demonstrates our capability [and] also demonstrates the
power of PEMS equipment and the
insights it can reveal,” says Thomas.
“We can go to engine manufacturers and say ‘you produce engines for
off-highway machinery; we’ve done
this project and this is the sort of intelligence we can reveal by working together on a project.’” |
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DR I V E T R A IN S Y S T EM: T R A NSMISSIONS www.oemoffhighway.com/12059336
Don’t stop: Shift on the fly by Harald Klaas, Sales and Industry Sector Management - Agricultural and Forestry Machinery; Federico Mejia, Sales Product Management - Pumps and Motors; and Frank Riggenmann, Engineering Systems and Hybrids at Bosch Rexroth Drive Pedal
Indicator Light
Shift Button
Controller RC2-2
ALL IMAGES COURTESY OF BOSCH REXROTH
Gas Lever
Variable Motor A6VM
Variable Pump A4VG Diesel Engine
For decades, modern agricultural
ilar to those used in the higher horse-
sion is always engaged and must
development in drivetrain and gear-
within this smaller range are normally
interrupt the torque transmitted by
tractors have experienced a strong
box technologies. Common technologies like powershift transmissions and hydromechanical power-split
gearboxes (CVTs) have found their way into almost every high-end
power ranges—is increasing. Tractors equipped with mechanical (synchro-
nized and/or stand-still) or hydrostatic transmissions with medium-pressure axial piston units.
The hydrostatic transmission for
tractor. Farmers around the world
small tractors under 70 hp has a
density of such transmissions.
medium pressure variable axial pis-
appreciate the comfort and power Tractors smaller than 70 hp are
mainly manufactured for and used in the Asian market, but also the European and North American markets.
two-speed stand-still gearbox with
ton units in closed circuit, where the pump displacement is variable and the motor displacement is fixed. The disadvantage of such a
Especially in the European market,
solution is that a gear shift can only
and high efficient transmissions—sim-
motion. The hydrostatic transmis-
demand for tractors with comfortable
18
be done when the tractor is not in
be deactivated for the gear shift. To the hydraulic motor, the vehicle has to come to a standstill (0-speed).
Only then can the driver shift gears. Usually this is sufficient for the
majority of operators, but does not fulfill requirements such as:
• continuous variable speed
throughout the entire speed
range (continuous acceleration)
• simple handling (semi- or full automatic gear shift)
• fast shift during travel, and • high efficiency as with
high-pressure variable axial piston pump and motor.
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High-pressure variable pump A4VG of swashplate design
Shift valve 4WE6 The pump/motor combination of
the Rexroth Shift on Fly (SoF) system, together with a high-end controller and corresponding software,
allows the driver to easily shift gears semi-automatically in a given window with the push of a button, or fully automatically.
The SoF is a two-speed shift trans-
mission combined with a high-pressure (up to 450 bar nominal)
hydrostatic transmission in closed
circuit consisting of a high-pressure
variable pump (A4VG) of swashplate design and a high-pressure variable motor (A6VM) of bent-axis design.
The key to the Bosch Rexroth solu-
tion is the bent-axis design motor
can be either controlled via an EP
(electric proportional control), DA (hydraulic control, speed-related)
or HW (hydraulic control, mechanical servo) plus DA, optional with
dedicated electronic hardware and software package. In this specific
application, an automotive speed control is realized. The gas pedal
is mechanically connected to the
pump control module. Additionally,
Variable axial piston motor A6VM
there is a hand lever which controls
can be realized. On top of the ratio
is friction controlled and overrides
units increase the tractive effort
the diesel engine speed. This lever the foot controlled gas pedal. This option allows adjusting the diesel
engine speed independently from
extend, the high pressure variable
up to 30% compared to two-speed hydrostatic transmission solutions. Due to the growing population
the travel speed.
worldwide, the need for more
which can swivel to zero displace-
RC2-2 is a 16 bit microcontroller,
The demand for agricultural tractors,
At zero displacement, the trans-
applications. The main functions
with electro-proportional control, ment (Vg = 0 cm3/rev).
mitted hydraulic motor torque is 0
Nm. This means that the two-speed
transmission input torque is also zero and shifting becomes possible. The difference between transmission
input and output speed is equalized with a synchronizer and supported
by the speed of the hydraulic motor in a downshift condition.
An A4VG high-pressure variable
pump of swashplate design is used for the hydraulic power source. Several control options are
available for this pump. The unit
The Rexroth BODAS controller
especially developed to suit mobile of the controller are drive and shift
depending on the input signals. As soon as the transmission operates in the shift window condition, the
controller activates the shift indicator
cultivated farm land will Increase.
even within the small horsepower
range, will increase. Enhanced driv-
ing technology, combined with fuel
efficiency and comfortable machine operation are the drivers for future drivetrain systems.
Bosch Rexroth’s SoF system com-
light. As soon as the driver activates
bines the advantages of a manual
a signal to the shift valve. One of the
high-pressure hydrostatic trans-
the shift button, the controller sends two solenoids will be energized and the coupling cylinder will shift from 1st to 2nd gear or vice versa.
By using a high-pressure closed
circuit system with a variable hydraulic motor, a 20% extend of the ratio
shift gearbox with a closed circuit
mission. The SoF solution increases the productivity significantly due to the fact that the tractor can
continuously operate at any desired speed in any given operation point, without stop. |
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ENGINEER ING COR NER www.oemoffhighway.com/12059957
A new safety analysis methodology by Davy Maes and Bey-Temsamani Abdellatif of Flanders Make, and Bjorn Aelvoet of Dana Holding Corp. AI1: AnalogInput
After close analysis of the problems arising within SIL quantifiers, a new componentbased methodology emerged.
:CPDL
C1: Capacitor R1: Resistor R2: Resistor :MicroController
AO1: AnalogOutput
AI2: AnalogInput C1: Capacitor R1: Resistor R2: Resistor
components within the design.
from Dana Belgium NV of the
it is hard to know which safety infor-
Dana Holding Corp. The inputs to
When design iterations are required, mation is affected.
A second issue is the lack of re-use.
Although some tools, like FTA (Fault Tree Analysis), offer the ability to
Off-Highway Systems Group -
the control system are (i) a switch
to set the gear in forward, neutral or reverse, and (ii) a switch for up and down switching. Two safety
In the design process of a safety
specify failure propagation patterns,
are necessary:
of the different safety functions.
2. Safety functions to prevent an inad-
have been investigated in the
In the safety analysis of these safety
Experimental Validation for Safety
SIL quantification on the control
related system, three main steps 1. hazard and risk analysis, which
results in a number of safety func-
tions that have to be implemented,
2. conceptual design which specifies a design that will implement the safety functions, and
3. evaluation of the safety functions where the Safety Integrity Level (SIL), for example, needs to be
quantified (ref. functional safety standard “IEC 26262”).
The last step requires consideration of the reliability information of the safety-instrumented system.
If one takes a closer look at the
current applied approaches that
industries follow to quantify the SIL, some issues can be observed. First,
additional safety information is not structured in the same way as it is
in the design concept. As a consequence, it is difficult to relate the
it was found that such patterns were not used in the failure specifications At Flanders Make, these issues
framework of the industrial project Integrity Level (VAL4SIL) resulting in the development of a new mod-
el-based safety methodology to deal with the aforementioned issues.
The model-based safety anal-
ysis methodology was validated
on a transmission control system
functions are defined:
1. Safety functions to prevent an inadvertent up or down shift.
vertent forward or reverse switch.
functions, Dana needed to perform
hardware. The analysis showed that
the safety information was not structured the same way as the system
concept was structured. This makes it difficult to relate the changes to the concept to the changes to be made in the safety analysis. |
Download this White Paper Read how Flanders Make was able to address the challenges faced with safety analysis through its
case model development of a transmission by Dana Holding Corp.
Go online and download the full white paper at www.oemoffhighway.com/12059970
safety information to the different
20
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OOH0415_20-21_Methodology.indd 21
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4/10/15 9:20 AM
SP ECI A L SEC T ION
EL EC T R IC A L & EL EC T RONIC S: GNSS www.oemoffhighway.com/12060052
Way beyond
GP
by Michelle EauClaire-Kopier
Global navigation satellite systems have come a long way in the services and capabilities they offer to both end users and OEMs alike.
22
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GPS
First there were sensors. Then
coming to have a sense of place geo-
ideas like Big Data and the Internet
a navigation system or using a search
navigation. Now we have ambiguous of Things (IoT)—the network of
interconnected devices exchanging data from manufacturer to user to
other connected devices in an effort to maximize the capabilities and services for all parties involved.
Even 10 years ago, GPS (global
positioning systems, often referred
to in the context of consumer grade products) and precision systems
were flashy and relatively rare, seen as upgrades and high end options
to enhance a vehicle’s performance. GNSS (global navigation satellite
tool to find nearby amenities. How is this expectation influencing the
technology designed into a vehicle? Certainly there are a lot of things being considered. For instance,
knowing who entered the vehicle
cab and how they are operating for
performance metrics, knowing what
other people and/or machines are in the nearby proximity to the vehicle
for enhanced safety, and local information sharing between devices in the field.
There is no doubt that the world
is heading toward more and more
which incorporate GPS [US], GLON-
even expecting of—the idea of
ASS [Russia], Galileo [EU] and/or
BeiDou [China]) is now such a proven and widely accepted technology, it
has become just another one of the
many sensors that contribute to the
accuracy and position of an off-highway vehicle in the field.
There are more constellations
coming online all the time forcing
providers to constantly change their
systems to support them. While most current systems offered track all
signals, in the past system providers
would have to improve the RF (radio
sensors as we become used to—and “logging in” to access information or perform a task remotely from
anywhere on any device. “Technolo-
gies like Bluetooth Smart are making devices aware of their surroundings, which is a very interesting concept,” says Jason Hallett, Vice President of
Product Management, Topcon Posi-
tioning Group. “You can imagine that these devices might be able to au-
to-configure equipment for specific
tasks, and provide instant and secure access for identified users.”
But, while it may seem that the
frequency) sections of the GPS re-
GNSS technology is light years be-
nas to receive the new signal.
ago, it is not without challenges,
ceiver and develop different antenNew receivers are also capable of
supporting hundreds of channels at ALL IMAGES COURTESEY OF TOPCON
spatially, whether using social media,
systems, in reference to multi-con-
stellation professional grade systems
From regional to global satellite navigation and communication networks (top left) to millimeter accuracy for vehicle functional performance (bottom left), GNSS is helping take machine data from the vehicle to the site manager in his office (above) and on the job site (left) for accessibility anytime, any place.
Consider how common it is be-
came GPS satellite location and
one time. Topcon in particular has a patent on universal channels, so
each channel can be used to track
whatever signal is needed without having to increase the channel
count. The next generations of
systems coming onto the market will continue to improve upon the quality and consistency of the systems.
yond where it was less than a decade namely that it still requires clear sky, avoiding solid object obstructions.
“The signals are pretty weak coming off the satellites, so when you get
underneath tree coverage, in a tun-
nel, or next to tall buildings, it’s very difficult to get quality positions,”
says Hallett. “So, we’re improving antennas and integrating other
sensors into the systems to improve,
augment, or assist the GNSS position
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SP ECI A L SEC T ION
EL EC T R IC A L & EL EC T RONIC S: GNSS www.oemoffhighway.com/12060052
the location of the vehicle. These technologies work well in short-
range scenarios, until clear sky can be achieved again. “I’m sure we’ll
be seeing more long-range tech-
nologies impacting systems in the future,” Hallett says.
What an OEM wants
OEM expectations have changed as
the abilities of the positioning and accuracy measurement systems contin-
ue to increase a vehicles performance
Topcon’s Sitelink3D Enterprise site management software offers real-time 3D planning, scheduling and reporting on productivity and progress. when in those types of conditions.”
is lost, such as IMUs or SLAM. SLAM
carry the vehicle’s position forward,
tion and mapping) uses previously
There are technologies available to
at least temporarily, when a signal
technology (simultaneous localizarecorded images to back-calculate
significantly for the aftermarket. An
OEM can easily see that if it integrates positioning systems with its own in-
novations, the vehicle will be taken to the next level. “And it’s not just about knowing the approximate location
of the vehicle on a project; it’s about knowing exactly where the vehicle
is, what the position of the blade is, and using dual antennae and IMU’s
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to track rotation and trajectory. At
that point, you can fully automate the machine,” Hallett says.
Topcon has been doing machine
control more than 20 years. “It start-
ed as an aftermarket technology and gained adoption with OEMs offer-
ing optional systems. Now what is
happening is a far deeper integration of more advanced systems, and in
certain cases, the co-creation of very advanced systems in partnership
with the OEMs,” says Hallett. “The
market is beginning to expect this level of integration. I don’t think it
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will be long before all machines have GNSS as a standard feature.”
What’s next
“We’re seeing a trend toward combining traditional RTK corrections
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24
uted correction services, so a user
can get the best position available, in more conditions,” Hallett says.
Topcon, for example, has a distribu-
OEM Off-Highway | APRIL 2015
OOH0415_22-25_GPS.indd 24
4/10/15 10:00 AM
tion of base stations around
ora of electronics, sensors,
tion service, TopNETlive, and
communication. GNSS is just
the world for its RTK correc-
software and networked
the GNSS systems also support
another mandatory and ex-
satellite-based correction ser-
pected piece of the puzzle.
vices for areas not covered by
“We’re so much more than
the TopNETlive network. “To-
GNSS now, and you have to
pNET would deliver accuracy
be,” says Hallett. “We make
from a base station at about
everything from optical and
1 to 2 cm accuracy, if you are
GNSS products, to remote
within range of one of the sta-
sensing, IMUs and auto
tions (typically within 20 km).
steering systems. All of these
The satellite-based systems typically deliver accuracies around 5 to 10 cm, which
might be good enough for the task they are performing, such
products and the prevalence
Sitelink3D is an on-site communication solution providing data control, machine tracking and reporting. Sitelink3D.net provides web-based, real-time services including access to job site status and a real-time view of machine movement.
as clearing a site or working a
productivity on job sites.”
tion services are available.”
machine control requires a pleth-
One thing that is absolutely
a vehicle, will play a role in delivering more value to
the end user and the OEM
as they continue to become
field. A simple interface alert would let the operator know what correc-
of sensors, both on and off
Efficient and truly optimized
integrated into the connected IoT
network for real-time and historical monitoring applications.” |
growing in demand is web-based services. For example, Topcon’s
Sitelink3D.net and Enterprise products that help machines exchange
information and data between the office and the field, or between
each other in the field. It provides
data control, machine tracking and reporting in one system.
“We can provide remote support
and actually see the operator’s
display, so if they are having trouble
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or are just learning the system, a
support person can connect to their machine, take over and help guide the operator in the vehicle to get it back up and running,” explains
Hallett. “There is a strong and growing demand for these connected
web products and services. A site manager can monitor activities, see what materials have been
moved, get volume reports and
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SP ECI A L SEC T ION
EL EC T R IC A L & EL EC T RONIC S: EL EC T R IC T R AC T OR S www.oemoffhighway.com/12059810
Charged up
to feed the world by Michelle EauClaire-Kopier
KREMER ENERGIE
Electric drives are not a new technology, but the adaptation for off-road vehicle applications is in its infancy as battery technology and rugged but cost efficient components continue to develop. What’s one way to address dan-
ways off, the technology is well un-
interface that supplies high voltage
leaks, high power draws on the en-
ready implemented. And especially,
external components. According to
gerous high hydraulic pressures, hose gine and excessive heat loads? Elimi-
nate them. Of course, that’s easier said than done, especially when it comes to heavy-duty off-road equipment
power demands. But, as high power
electric systems and battery technology continue to develop, the ability
to adequately replace hydraulics with
electronics is becoming more likely—
if not for the benefit of safety, then for the environmental benefits of higher efficiencies and thus reduced fuel
consumption and lower emissions.
While the advent of high volume
and customer-accepted commercialized electric farm tractors may be a
26
derstood and, in some instances, alas precise process control, automa-
tion and data management becomes commonplace, so too does the
emergence of electric drive vehicle
systems. “We see a continuously in-
creasing demand for electrical power from various implements,” says Dr.
Benno Pichlmaier, Head of Research & Advanced Engineering, Fendt, an AGCO brand. “Also, the demand for
electric energy of the tractor systems itself has grown substantially.”
The AEF (Agricultural Industry
Electronics Foundation) has an entire project team dedicated to develop-
ing a proposal for a standard tractor
power to attached machines and
AEF’s website, the idea behind the
project team is that the electric drive systems on all standard attached
machines should be compatible with every electrified tractor, and the only limitation should be the electric out-
put power of the tractor. Locally controlled, decentralized electric motors can overcome the restrictions of
mechanical and hydraulic solutions
and meet the requirements of a new generation of attached machines, and should also provide considerable benefits at the same time.
The ISOBUS is the necessary com-
munication bus between tractor and
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AGCO
AGCO
With the high-voltage interfaces at the back and front of Fendt’s X Concept tractor, 130 kW can be provided to drive electrically powered implements.
The tractor and implement communicate via the standardized ISOBUS. Electrical power of up to 130 kW is transmitted to the implements in the form of a 700V DC supply via the POWERBUS, which provides power to internal tractor consumers such as the electrical fan drive or the coolant pumps.
implement. For electrification, addi-
achieving higher yields with fewer
initiated. “The Fendt X Concept is
while existing ISOBUS functionalities
land, perfect precision is a must.”
the valuable experience and results
tional messages have to be specified are carried over. This CANbus-based
seeds and agrochemicals on limited
communication will also be used
Electric drive ag tractors
ECU and power electronics. “We are
cation started in 2001. At this time
on the implement, such as between jointly working on a consolidated proposal of a standardized trac-
tor-implement interface under the
At Fendt, the first steps of electrifithe so-called MELA (mobile electric
power drives in English) project was
a tractor which carries over a lot of
of the MELA research project, such as an extraordinary safety concept (protection class II system) and
exceptional performance with im-
pressive continuous power density due to a special cooling concept
AEF umbrella and expect the final,
agreed specifications in 2016. This is an important step for our industry
towards practical usability of inter-
changeable electric implements and
tractors,” says Wolfgang Breu, Project Lead - Electrification, Fendt Research & Advanced Engineering.
Pichlmaier notes several other
reasons for pursuing electric tractor
technology in the agricultural industry—as Fendt has with its X Concept tractor, presented at Agritechnica
2013—including sustainability goals,
agronomic process efficiency, technical efficiency, higher safety, comfort and reliability. “Electrification is an
enabler for more sustainability. Elec-
tric farm equipment can be perfectly integrated to support and stabilize renewable energy grids like solar
power or biogas,” says Pichlmaier.
In terms of dynamics, controllability
and flexibility electric drives are superior to any other solution, states Breu. “For the challenges we are facing in
agriculture to feed the world through
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www.oemoffhighway.com/12059810
and dedicated power electronics,”
DSP full-electric sprayer
says Pichlmaier. “It was an obvious
decision to combine our knowledge
into a high power electric tractor, the X Concept. We mainly use it now to
KREMER ENERGIE
SP ECI A L SEC T ION
EL EC T R IC A L & EL EC T RONIC S: EL EC T R IC T R AC T OR S
perform enduring field tests with all kinds of electrified implements and
to expand our knowledge with higher voltage applications in all relevant use cases.”
the technology. “It took us 5,000
combination of ISOBUS communica-
could satisfy most wine growers’
The X Concept’s straightforward
tion and 700V DC power supply, as well as its high electrical power capabili-
ties have been well received by both
customers and the industry, according to Breu. The machine allows nearly
unlimited applications of electrified
implement concepts, thus fueling pro-
ductive collaborations between tractor and implement manufacturers.
Full-electric vineyard tractors There is noted acceleration for
producers to monitor their carbon footprint in the industry and to
gradually try to demonstrate and
display the environmental impact of the products of the farm.
Recently, Champagne, France-
based Kremer Energie (company
information, 12060262) launched
its electric high-clearance tractor for wine vineyard industry applications,
the T4E. Kremer Energie has been pursuing the use of electrical energy in
its wine-growing tractors in an effort
hours to develop a product that
and ventilated place in a regulated
temperature between -10 and 35 C.
The T4E claims a 95% reduction in
demands: a four-wheel tractor,
energy costs with an average cost of
the latest technologies and with
100 euro for 100 liters of fuel. Even
entirely electrical, provided with unequaled safety and comfort,” says Kremer. That is how the T4E electric high-clearance tractor was born.
The T4E next-generation model
was built using recyclable materials
7 euro for an 8 hour charge versus
more savings come with the reduced maintenance needs considering the T4E has only 10 liters of bio-based
hydraulic oil and fewer moving parts. But Kremer Energie is already
and components, and offers more
thinking beyond its well-received
capabilities with enhanced safe-
of environmentally conscious wine
greenhouse gas (GHG) reduction ty features and comfort for the
operator. The 110 hp (80 kW) electric straddle tractor can use an alternative fuel adding to its environmental benefits. Featuring two power
take-offs (PTOs), the T4E is able to
pull attachments and tools used for mechanized work in narrow vine-
yards. It can automatically recognize the tools connected electronically
and adapt to the operating requirements provided by the tool manufacturer providing energy savings
T4E, built to meet the expectations makers while maintaining the
quality of tractors on the market for ergonomics, cabin space, operator
comfort and safety. After hundreds
of hours of testing during operation,
Kremer is moving on to the T4E EVO2 to continue toward its ultimate goal of producing its crop in a clean and
sustainable way. The EVO2 features a
new operator control which changes its functions automatically based on the connected attachment.
A known disadvantage of all-elec-
and operational efficiency.
tric tractors is the speed and on-the-
plants from vehicle emissions, as well
in France by E4V and can be re-
with reserve embedded energy. The
vibration. “The project of an electric
system is created for 3,000 cycles
to reduce pollution of the air, soil and as reduced energy costs, noise and high-clearance tractor was born in
2008 when my dad decided to start this great adventure,” says Aurelien Kremer, President, Kremer Energie.
The first prototype, the T3E, was
developed on a three-wheel chassis with rear wheel steer. However, the market was not ready yet to accept
28
Its lithium ion batteries are made
charged in as little as 8 hours. The (one cycle is equivalent to a single day of use, charge and discharge)
and has a 5 year warranty. In order
for optimal performance, the battery system will prevent charging if the temperature of the battery pack is
lower than 0 C. When not in use, the battery should be stored in a dry
road travel. Kremer addressed this
company suggests that while it may
have back-up reserve power, the operator should still be sure the tractor
is 100% charged before use and plan the workday accordingly, keeping into consideration 10% power for the return trip. So, while electric
tractors are available and being used effectively, there are still consider-
ations to be had with the limitations
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of battery technology and energy
A well understood challenge is that
storage versus expenditure.
battery technology still has a long way
company to announce an electric
a more commercialized product.
Kremer Energie was not the only
high-clearance tractor for sustainable wine-growing. Tecnoma of
Epernay, France, has also released
an electric high-clearance tractor,
the Voltis. The tractor uses electrical
to go for electric tractors to become
High temperature power electronics
development will also be essential for overcoming challenges in heat management. As demand continues to
grow for higher voltage electrification and sustainability, it is only a matter
of time before the necessary technologies are available and affordable for
commercial use in off-road vehicles to provide clean production while building the world around us and feeding everyone within it. |
energy for propulsion and to operate its tools via two PTOs or current
outputs. With a power output of
either 74 kW or 100 kW, the drive-
train is based on four asynchronous electrical geared motors integrated in each of the wheel hubs.
Maximize
Challenges now and on the horizon
High voltage electrification faces the
same challenges of any new technol-
ogy, it needs dedicated development and qualification of components for careful implementation. For exam-
ple, the low temperature demands of power electronics are a challenge in high temperature off-road vehicles,
not to mention fitting the necessary components inside an already tight footprint inside of a tractor. “Costs
are unfavorable in an initial phase as there are no substantial volumes to
drive economies of scale yet, but we have experienced a significant drop
over the last decade and expect this to continue for the coming years,” says Pichlmaier.
Watch Videos Online Straddle Electric Tractor: The T4E by Kremer www.oemoffhighway. com/12060215 Fendt X Concept www.oemoffhighway.com/ 12060212
Kawasaki Precision Machinery (U.S.A.) Inc. Grand Rapids, MI www.kpm-usa.com 616.975.3100
DISTRIBUTION OPPORTUNITIES AVAILABLE
oemoffhighway.com/10055668
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www.oemoffhighway.com/12059331
The beneficial electric throttle by Al Wroblaski, Product Manager, Thomson Industries Inc.
Electric throttle actuators create an easy way to increase the efficiency and functionality of equipment with mechanical diesel engines.
THOMSON
SP ECI A L SEC T ION
EL EC T R IC A L & EL EC T RONIC S: ENGINE S Y S T EM
Modern electronic diesel en-
for some time to come; in particular
throttle actuators from Thomson
and have sophisticated fuel manage-
as stringent or ULSD is not readily
for engine sizes of less than 24.8
gines use ultra-low sulfur (ULSD) fuel ment systems that include integrated throttle control. Use of these
engines results in machines which offer greater efficiency, enhanced functionality, increased operator
safety and much reduced carbon
emissions. In regions where emis-
sions are highly regulated, they offer a solution to meet the equivalent of
Tier 4 Final (T4F) emissions. However, these benefits come at a cost and
electronic engines may not be viable
where emissions regulations are not available. The use of electric throttle actuators on mechanical engines
provides an easily added, cost effec-
tive solution that increases efficiency,
mechanical throttle cable connected
hp which achieves the equivalent of T4F emissions level, as well as larger
engines in regions that allow the Tier 3 emissions level.
The latest electric throttle actua-
diesel engines. They can automati-
be used in a number of horsepower ranges in many areas of the world
30
of T4F level emissions.
mechanical engine smaller than 24.8
safety. Such actuators can control a
engines cost much less than their
it is expected they will continue to
engines and achieve the equivalent
Mechanical to electric
tors provide a cost effective way to
modern electronic counterparts, and
hp, which are typically mechanical
functionality, emissions rating and
in certain applications or regions. Traditional mechanical diesel
Industries, for example, are options
control engine speed on mechanical
In mobile off-highway applications, a to the driver’s cab has traditionally
controlled the throttle on a drive or auxiliary engine. These cables have a large bend radius which presents
design challenges in running cables, particularly to auxiliary engines frequently located far from the cab.
Equipment functions can require
cally control engine speeds based on
that the engine is operated at differ-
ation efficiency, reducing noise and
manually controlled, the risk of oper-
demand, optimizing machine operincreasing fuel economy. Electrak
ent speeds for different tasks. When ator error can impact efficiency and
OEM Off-Highway | APRIL 2015
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increase the potential of damage to machinery.
Installed in close proximity, or
directly to the throttle linkage and
requiring just an electrical cable or
communications bus to the cab, electric throttle actuators offer improved machine performance and efficiency
compared with the use of mechanical cables. These throttle actuators can
be controlled by a simple potentiometer, with or without limit switches.
Automating processes
Electric throttle actuators can also
be interfaced with a control system
single cable needs to run from the
An OEM for skid steer loaders
controller to all actuators. Each ac-
maintains more efficient production
to every signal from the vehicle
tric throttle actuators on mechanical
tuator has a unique address, listens control system and responds only to
signals regarding the engine throttle system. These smart actuators also
provide status information, alerting the control unit of its speed and
position and enabling a greater level of automation. The implementation
of a bus system in a vehicle makes it
simple to add additional sensors that can include other measurements such as temperature or load.
Electric throttle actuators also
and competitive edge by using elecengines to meet market demands in developing countries where
electronic engines are too costly and ULSD is not available. The OEM uses
T4F electronic diesel engines to meet emission standards in areas such as
North America, Western Europe and Japan. For less developed regions, the OEM offers lower cost mod-
els with a mechanical engine and
adds electric throttle actuators for functionality such as auto-idle or
that can automatically optimize the
provide the opportunity to integrate
mined set point based on the work
functions. Take the example of
and firefighting, the ease of remote
at a speed of 2,000 rpm to power
trols enables the operator to adjust
speed of the motor to a pre-deterthat is being performed. Multiple
pre-set rpm levels can be configured to correspond to specific functions, such as an idle speed for start-up,
high speed for traction or movement of equipment and mid-range speed for running of hydraulic pumps
controlling the working function
of the equipment. Pre-setting rpm
levels can improve the performance and fuel economy of a machine.
For example, if a crane operator is
manually controlling the throttle, the operator is likely to keep the engine
throttle control with other vehicle an engine that must be operated a hydraulic pump for a specific
vehicle function. The control system simply sends out a command to the
actuator to increase the speed of the engine. The system then watches
time interval and, when the operator touches the joystick, automatically
increase the throttle to the pre-defined operating engine rpm to ensure work can continue.
With a traditional approach,
an electronic control unit (ECU) is
required for each actuator. By using smart actuators that use a com-
munications bus (e.g. J1939), only a
is particularly useful because pumps
provide output directly proportional to the rpm of the engine.
Overall, the use of electric linear
enable more efficient operation
can then automatically turn on the
equipment required to perform the specific function.
units designed to withstand under-
joystick is not moved for a defined
flow from a remote position, which
engine has reached 2,000 rpm. It
and turns off the actuator when the
operated for a short period of time. the engine speed to idle when the
operation of electronic throttle con-
actuators makes machine design
Designed for off-highway
The electric control system can drop
In applications such as irrigation
the response from the tachometer
at the speed required to operate the crane even if the crane is not being
pre-configured rpm set points.
Modern throttle actuators are robust hood temperatures (with operating range from -40 to 125 C), vibration
easier. Electric throttle actuators
of mechanical diesel engines and, by providing a greater range of
control, facilitate the automation of processes to increase produc-
tivity, reduce noise, improve safety and provide greater fuel economy
with more environmentally friendly solutions.
For engines less than 24.8 hp,
and moisture and provide the high
throttle actuators interface well with
off-highway applications. New mod-
gines that meet T4F emissions levels.
cycle life required for demanding
els can withstand water, dust and
dirt and usually meet IP67 or IP69K standards making them suitable
for high pressure, high tempera-
ture wash down. A typical model
is designed for 500,000 cycles and
can operate on a 50% duty cycle at maximum dynamic load.
commonly available mechanical enWhere emissions standards are less
stringent, electric throttles are used with mechanical engines of various sizes and give the opportunity to
add functionality that can give an
OEM a competitive edge as well as
improve environmental performance of machinery. |
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OP ER AT OR EN V IRONMEN T: H VAC S Y S T EMS www.oemoffhighway.com/12059329
A flameless HVAC for the long haul by Joe Bradfield, Ellenbecker Communications
JOE BRADFIELD
HVAC manufacturer designs extended life, high-efficiency flameless heating and cooling systems.
32
OEM Off-Highway | APRIL 2015
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Hydraulic heating and cool-
Technician at Kenway Engineering.
mance. “Previous hydraulic systems
operator’s cab are not new. Kenway
company’s existing units came back for
create an overachiever, an HVAC unit
ing units for climate control in the
They examined which parts of the
Engineering has been designing
repairs to determine common points
and building them for heavy-duty
of wear that could be eliminated.
off-road equipment for over 20 years.
“We had two goals in the begin-
However, owner Ken Detloff did not
ning,” Carlson says. “One, we needed
previously available in the market
tem. We wanted our units to outlive
believe the hydraulic HVAC units
He believed they could be more
outliving the equipment in which
has eliminated all major contributors
houses sell the cranes to contractors,
the company developed the Kenway
both domestically and internation-
9067 Series model flameless HVAC
ally. Our goal: to see those units
unit (learn more, 12005793).
working shift after shift, day after
Development of the Kenway 9067
day, owner after owner, throughout
Series began with a part-by-part
the full life of the rig.”
analysis organized by Detloff and Rey
Kenway’s other goal from the start,
Carlson, Chief Engineer and Service
extended periods.”
chased as rental units. When they’ve got a few years on them, the rental
they were installed. To achieve this,
even when the machine is at idle for
the rigs they go into. Most of the
ones that go into cranes are first pur-
powerful and durable, capable of
that could heat a cab in the arctic
Choosing the right components for improved durability
to make a much more reliable sys-
were living up to their full potential.
were underachievers. We needed to
Carlson says, was to boost perfor-
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The resulting Kenway 9067 design
to premature failure. “Warranties on hydraulic HVAC used to bite a man-
ufacturer in the shorts. But this one,
there just aren’t any repair calls for it. We have parts for it, but we haven’t had a need to send any out.”
The proof is in the field. “We have
more than 400 units in equipment
that see hard work on a daily basis.
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OEM Off-Highway | APRIL 2015
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OP ER AT OR EN V IRONMEN T: H VAC S Y S T EMS
Some of those have been out for
“We’ve eliminated shock loading.
the worksite doing their job, all over
exposed to all that stress. Naturally,
almost four years now, and they’re at
That means our unit’s parts are not
the world. Not a one has come back
that results in huge gains in service
for replacement or any significant
life,” says Carlson.
repair,” says Carlson.
Electronic sensors tell the PLC that
Two things Carlson credits for the
there is a surge in hydraulic power.
reliability are an outboard bearing assembly and high-tech, durable
This occurs frequently, for instance,
so much on fuel to heat their rigs,”
an upstream hydraulic load, such as
ly the operator had to throttle up for
each time a crane operator calls on
electronics.
“Other systems were susceptible
rotation. For a brief moment after
to the side torque the motor bearing
the movement, the system is still
had to endure. Once we eliminated
under that pressure. Opening the
that side torque with an outboard
HVAC at that point would kick the
bearing assembly, we eliminated
HVAC unit’s hydraulic circuit with a
problems with seals wearing out and bearing run-out. That took care of a A programmable logic control-
The Kenway
9067 Series
“knows” when
operators want 100% of the
Manufacturers of Thermal Solutions
the unit down momentarily.
full functional
capability from
Offi ce f o
MA
D
E
IN T HE
34
io n
U
D
N.C
MA
SA
SA
es ess sin
U
oemoffhighway.com/11576344
a flow of as little as 8 gph.
The extra cost of technology has
ity and by Kenway’s control of its
everything for the unit is made in-
house, from cables and harnesses to CNC-fabricated hydraulic manifolds to mounting brackets.
The unit also does not get in the
another positive point about our
blended unit. The HVAC is separate
from the hydraulics. So a company’s regular HVAC person can service or troubleshoot heating and cooling
without requiring separate training in hydraulics.” |
Joe Bradfield is senior writer for
“Owners
Ellenbecker Communications, an
der why they
specializing in the drilling, mining
used to wonific
without raising the price.”
Kenway 9067,” Carlson says. “It isn’t a
It will still get
d e U n ifo r m C e r t
“We lowered cost of ownership,”
Carlson points out, “and we did it
unit to heat or
for the HVAC
is sitting idle.
ew i
driven equipment costs higher.
way of normal servicing. “That’s
when the vehicle
tat
boost machine performance has
makes it possible
cool the cab
at
stricter emissions regulations and
manufacturing processes. Almost
So the PLC shuts
y Underutili zed ricall isto Bu rH
since the cost of technology to meet
jacking or rotating operations.
Protective Line Sleeve
“Cost of ownership” is a popular
been offset by increased reliabil-
The PLC also
IN T HE
effectiveness at idle as under load.”
available hy-
draulic power for
.S
has the same heating and cooling
phrase today among manufacturers
the unit’s components.
(704) 454-7605
have to do that with ours. Our unit
Rather than exposing the HVAC to it, proportional relief valve, protecting
several power improvements.
a while to warm up again. You don’t
Low cost of ownership
the PLC controls the flow through a
ler (PLC) allowed Kenway to make
Carlson says. “It’s because periodical-
sudden jolt of 2,000 psi. The sensors tell the PLC that the load is there.
lot of problems.”
E
KENWAY ENGINEERING
www.oemoffhighway.com/12059329
were spending
international communications firm and construction industries.
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EDUC AT ION: H AW E A P P R EN T ICE SHIP www.oemoffhighway.com/12059327
How to build your own by Michelle EauClaire-Kopier
skilled labor force
There is no better way to add value to the engineering and manufacturing community—and a business’ bottom line—than giving driven students the professional development they need with an apprenticeship. It’s no secret that the off-road
Now three years into the program,
engineering industry is struggling
HAWE has three student apprentices
the workforce. At HAWE Hydraulik
duction process. The apprentices are
to find new skilled labor to replenish
who play an integral role in the pro-
in Munich, Germany, it is common
able to gain both hands-on experi-
practice to employ apprentices in
fied skill set niches that the apprentices excelled in while working in a particular department.”
As the program enters its final
phases, the apprentices are encour-
order to learn the trade from the ground up.
HAWE apprentices from left to right: Michael Whittaker, Santiago Villablanca, Daniel Gonzalez.
HAWE’s North American head-
quarters in Charlotte, NC, was
finding it increasingly difficult to
find local workers with the hands-on experience necessary for hydraulics manufacturing and assembly. In
2012, the company took notice of
the success of its parent company’s
apprenticeship program and sought out the opportunity to develop its the company and the apprentices.
An educational program for mecha-
tronic engineering offered by nearby Central Piedmont Community College was a perfect fit.
From education to employment,
the apprenticeship program is a
three to four year program depend-
HAWE
own program to mutually benefit
ence in the fluid power industry, and,
aged to discuss their career goals
in the mechatronics engineering
operation that apprentices express
at the same time, obtain a degree program at Central Piedmont.
The program has been a great way
ing on the student’s coursework per
for HAWE to attract qualified candi-
riety of courses including AutoCAD,
only are our apprentices skilled, but
semester. The apprentices take a vaProcess & Mechanisms and Metrology. The classes are all applicable to the work place as the appren-
tices draw schematics, test pumps, calibrate equipment and assemble hydraulic components.
with their managers. Any areas of interest in are noted and used to adjust their responsibilities.
“The program is a means for HAWE
dates for its production needs. “Not
to build a talent pipeline of techni-
they are eager to learn,” says Vonte-
the company. In the long term, as we
nea Williams, Marketing Specialist at
HAWE Hydraulics. “We are within one year of our apprentices completing the program. In that time, both the
apprentices and the company identi-
cians who are willing to grow with
continue to grow, we hope to build on future apprenticeship oppor-
tunities based on the success we
anticipate to have with our current apprentices.” |
OEM Off-Highway | APRIL 2015
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A D V ER T ISER S’ INDE X Advertiser...................................................... Page # Almo Manifold & Tool Company....................................................36
Brennan Industries, Inc...................................................................... 17 CLEANFIX North America Ltd..........................................................36 Cross Mfg., Inc.......................................................................................33
Hatz Diesel Of America, Inc.............................................................40
HAWE Hydraulics.................................................................................13 HYDAC International............................................................................ 2 HydraForce, Inc.....................................................................................15
Kawasaki Precision Machinery (U.S.A.), Inc...............................29 LADD Distribution LLC.......................................................................25
Master Bond Inc...................................................................................36
Separ Filter.............................................................................................27 Siemens PLM Software................................................................21-39
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Thermal Control Products................................................................34 Thermal Transfer Products, Ltd......................................................33
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OF F - HIGH WAY HEROE S www.oemoffhighway.com/12060123
A Koehring 205 Skooper used cables for hoisting and hydraulics for bucket reach, breakout and dump. KOEHRING SPEC SHEET K601-1, SEPT. 1959, HCEA ARCHIVES
The evolution of the Skooper by Thomas Berry, Archivist, Historical Construction Equipment Assn. (HCEA)
The Koehring Skooper is considered the first heavy-duty hydraulic front shovel machine in the American market, but where did the idea come from? The Skooper line originated in
crowd and a full-revolving excavator
over a short time if needed.
at two yards capacity, it was sub-
competing products. It had the level
another advantage that its all-hy-
er or wheel loader, and its ability to dig
using the cable hoist works of a stan-
1957 with the model 205. Rated
stantially larger than other such
machines of the time, and its 1957
introduction made it the first American-made hydraulic shovel.
That said, it wasn’t a true hydrau-
lic machine, as only the crowd and dump were hydraulically powered
with all other functions operated by cable. The hydraulic crowd gave it
the capability to dig on a level plane from a fixed position up to 7 feet across a 7-foot range.
The combination of horizontal
resulted in several advantages over
digging plane and breakout of a crawland dump from a fixed position rather than continually cycling from cut to
dump reduced fuel costs and eliminated wear or transmission and tracks or tires while reducing operator fatigue.
The cable/hydraulic Skooper had
draulic successors did not enjoy. By dard 205 cable excavator, it could
be converted to a cable-operated
shovel, crane, clamshell, backhoe or – ironically – conventional shovel.
The 505 Skooper (read more, The
The only real drawback was that when
first American hydraulic excavator,
el speed was much lower than that of
1960 as a similar cable/hydraulic ma-
it did need to be repositioned, its trava crawler or wheel loader, and it didn’t have either machine’s ability to work from a variety of positions in the pit
12048910) was first introduced in
chine, and was redesigned two years later as the first all-hydraulic shovel made in America. |
The Historical Construction Equipment Assn. (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; 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.
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© 2012 Siemens Product Lifecycle Management Software Inc. All rights reserved. Siemens and the Siemens logo are registered trademarks of Siemens AG. All other logos, trademarks or service marks used herein are the property of their respective owners.
A simple idea inspired this product. Thousands of decisions made it real. Siemens PLM Software.
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Siemens PLM Software provides an immersive decision-making environment that understands the cross-functional dependencies in your product lifecycle process. This gives everyone the right information in the right context to make the right decisions.
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