NEW COLUMN: EXTREME MACHINES! Seismic Vibrators 26 | Non-Cassette Carriers 30
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SEPTEMBER 2014
Innovative product development solutions for mobile OEMs TM
Solving today’s challenges with tomorrow’s technologies
COVER STORY
page 12
GENERATION G: Gamers in the operator seat
Young equipment operators grew up with video games and have an innate sense of how a joystick works, making it less troublesome for control manufacturers to increase a control’s functionality.
EL E C T RONIC S
Keep safety within sight Growing use of camera
systems within passenger cars has increased their presence in heavy-duty equipment, as well, bringing improved visibility and safety to the industry. PAGE 18
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OOH_02-05_TOC.indd 2
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9/5/14 2:25 PM
TA B L E OF CON T EN T S: VOLUME 32, NO.6 | SEPTEMBER 2014 ON THE COVER: The MG25 Multi-Grip Handle from OEM Controls is a rugged “grip” handle built to withstand exposure to harsh environmental conditions and to meet the requirements of a wide variety of applications.
TM
PRODUCT IMAGE COURTESY OF OEM CONTROLS INC.
COVER STORY Operator Environment: Control Systems
Generation G: Gamers in the operator seat 12
Young equipment operators grew up with video games and have an innate sense of how a joystick works, making it less troublesome for control manufacturers to increase a control’s functionality.
SEARCH: 12000993 12
FEATURES Electrical & Electronics: Camera Systems
18 Keep safety within sight
18
rowing use of camera G systems within passenger cars has increased their presence in heavy-duty equipment, as well, bringing improved visibility and safety to the industry. Search: 12000971
Market at a Glance: Military
22 The best of the best, and nothing less
22
L au
EX TREMnch E MACHIN E S!
26 4
OEM Off-Highway
OOH_02-05_TOC.indd 4
he JLTV program continues T to progress on schedule toward its July 2015 contract award deadline.
Search: 12001028
EXTREME MACHINES! Seismic Vibrators
New
Column
26 Real movers and shakers
I n the global industry of oil and gas exploration, land seismic acquisition utilizing advanced vibroseis technology ensures higher quality data collection in extreme environments.
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EXTREME MACHINES! Non-Cassette Carrier
30 Multi-axle design carries heavy loads
n OEM combines its existing A technologies with new, application-specific designs to help customers more easily transport large loads of steel.
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Fluid Power System: Filtration
32 Factors for finer filtration
ith the increased sensitivity W of components and systems has come the need for finer hydraulic filtration to ensure mobile equipment longevity.
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Technology Breakdown: Glycol Recovery Vehicle
38 Suck it up
n anticipated demand A increase in a specialty vehicle for glycol recovery warrants a reevaluation of vehicle efficiency and system redesign.
Search: 12001044
SEPTEMBER 2014
9/5/14 2:25 PM
EDITORIAL ADVISORY BOARD
Technology Breakdown: Plug-In Hybrid System
42 Plug in for fuel and emissions savings
Craig Callewaert, PE
Chief Project Manager, Compaction
ne manufacturer’s plugO in hybrid system reduces fuel use and emissions by assisting vehicle acceleration and providing engine-off power capabilities.
Volvo Construction Equipment, Road and Utilities Jules Carter
Chief Engineer - Innovation & Hybrids
GKN Land Systems Steve Crow
Search: 11537821
Product Application Engineer Team Leader - Propel
Sauer-Danfoss Inc.
48 New Products
HEAD TO THE WEB...
www.oemoffhighway.com
Online Exclusives 48 SEARCH THE COMPONENT DIRECTORY To find more products, head to
www.oemoffhighway.com/directory
Off-Highway Heroes: Truck-mounted and self-propelled cable excavators
8 Cautious optimism continues
The OEM Off-Highway Pump and Motor Spec Guides are the latest tools created to help design engineers with product research and selection. OEM Off-Highway Spec Guides are the industry’s first online, interactive component specing products custom-built for engineers - and by engineers - to help find exactly what they need.
FIND ALL THREE SPEC GUIDES AT
www.oemoffhighway.com/specguide
oemoffhighway.com/ economics
50 Ad Index
OOH_02-05_TOC.indd 5
Eck Industries, Inc. Director of Sales and Marketing
MICO, Inc.
Mike Mackool
Torsion Control Products Steven G. Mattson Chief Engineer
GLSV Inc.
Matt Rushing
Director, Product Management, Global Electronics and Global Engines
AGCO Corp.
David N. Slutz President & CEO
Precix
Simone Stier
Promotion and Communication
Liebherr-Components AG Keith Thompson
Program Leader, Off-Highway
Nelson Global Products
Charlie Throckmorton Technical Advisor
Sauer-Danfoss Inc.
Search: 12001636
Economic Outlook:
Sales Engineer
VP Sales & Tri-Owner
HEAD ONLINE FOR OUR MOST RECENT INTERACTIVE SPEC GUIDE ADDITIONS!
6 Season of Newness
Andrew Halonen
Search: 12001351
Search: 12002098
Editor’s Notebook:
Nissan Industrial Engine Manufacturing, USA, Inc.
H. Len Walton
The NFPA’s most recent analysis of the fluid power industry’s shipments and orders for hydraulic and pneumatic components for the month of August.
IN EVERY ISSUE
Manager, QA, Engineering & Customer Support
Intrigued by a special vehicle request not yet available in the existing market, a company develops the first cranes designed specifically for mounting on trucks.
Market Forecast: Fluid Power
30
James Grayson
John Treharn
WHAT DOES SEARCH: 12345678 MEAN?
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!
Vice President Business Development - Hydraulics Group
Parker Hannifin Corp. Joe Woods
Fluid Power Segment Manager, the Americas
Trelleborg Sealing Solutions Americas
9/5/14 2:25 PM
EDI T OR’S NO T EB O OK www.oemoffhighway.com/12001636
®
Season of Newness We’re heading into
you during component research
change,” and I’m not
to enhance the guide to make it
autumn, the “season of sure what could exemplify that more than three new launches
for OEM Off-Highway magazine, now in its 30th year!
The most
exciting is the
launch of AC Business Media Inc. (www.acbusinessmedia.com),
OEM Off-Highway ’s new owner, along with its sister portfolio
of Construction Group brands like Equipment Today and
ForConstructionPros.com. The
new company presents a perfect
and selection. Have some input
editor@oemoffhighway.com.
Associate Publisher/Editor Michelle EauClaire-Kopier Editor@ACBusinessMedia.com
it. Send your input directly to me at And lastly, in this issue you will
find another new column launch
Senior Field Editor Curt Bennink cbennink@ACBusinessMedia.com
showcase unique vehicles and
Ad Production Manager Cindy Rusch crusch@ACBusinessMedia.com
section was created in order to
the innovative engineering and
systems that allow them to per-
form in extreme climates, terrains and operational conditions. Have an extreme machine you want to
submit for consideration? Send it to editor@oemoffhighway.com.
Next issue is the highly regarded
outlooks on equipment markets,
Also new to OEM Off-Highway ’s
portfolio is a brand new Pump & Motor Spec Guide for both print
and online. Like our popular Engine Spec Guide, these custom-built tools are created hand in hand
with industry engineers to help
IN THE NEXT ISSUE
STATE OF THE INDUSTRY
global economies and technology
List Rental — Elizabeth Jackson, Account Executive, Merit Direct LLC, Phone: (847) 492-1350 ext. 18 Fax: (847) 492-0085 • ejackson@meritdirect.com
to the global and domestic off-road
Reprints — For reprints and licensing please contact Nick Iademarco at Wright’s Media (877) 652-5295 ext. 102 or niademarco@wrightsmedia.com.
equipment conversation? Join it!
Send me an email stating your inter-
est in participating in this year’s State of the Industry issue and we will get the ball rolling!
As always, keep your comments
and suggestions (and compliments) coming. All of your input helps us
find ways to make better products, cover emerging technologies and
••Evolving regulations and government expectations
the solutions and information you
••Climate influences on equipment demands ••The year of the 3D printer
6
OEM Off-Highway
OOH_06-07_Editorial.indd 6
Art Director Dave Haglund Senior Audience Dev Manager Wendy Chady Audience Dev Manager Tammy Steller ADVERTISING SALES (800) 547-7377 Stacy Roberts sroberts@ACBusinessMedia.com Jill Draeger jdraeger@ACBusinessMedia.com Sean Dunphy sdunphy@ACBusinessMedia.com Barb Levin blevin@ACBusinessMedia.com Erica Finger efinger@ACBusinessMedia.com Change of Address & Subscriptions — PO Box 3257, Northbrook, IL 60065-3257, Phone: (847) 559-7598 Fax: (800) 543-5055 • circ.OEMOff-Highway@omeda.com
••Emerging global economies
••Engineering refocusing; the world after Tier 4
Contributing Writers Thomas Berry
that will be filled with executive
trends. Do you have insight to add
trends, and keep providing you with need to do your job better.
Associate Editor Sara Jensen sjensen@ACBusinessMedia.com
with Extreme Machines! This new
to propel us forward with new offerings.
www.OEMOffHighway.com
PRINT AND DIGITAL STAFF Publisher Sean Dunphy sdunphy@ACBusinessMedia.com
October State of the Industry issue
products, platforms and content
PO Box 803, 1233 Janesville Ave., Fort Atkinson, WI 53538-0803 (800) 547-7377 • www.ACBusinessMedia.com
better? Help us continue to improve
opportunity for growth and
investment which will only help
Published by AC Business Media Inc.
AC BUSINESS MEDIA INC. Chairman President and CEO Executive Vice President VP Content VP Marketing Digital Operations Manager
Anil Narang Carl Wistreich Kris Flitcroft Greg Udelhofen Debbie George Nick Raether
Published and copyrighted 2014 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 21587094 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., 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, PO Box 3257, Northbrook, IL 60065-3257. 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 32, NO. 6, September 2014
SEPTEMBER 2014
9/5/14 2:24 PM
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OOH_06-07_Editorial.indd 7
oemoffhighway.com/10862519
9/5/14 2:24 PM
ECONOMIC OU T L O OK
www.oemoffhighway.com/economics 100
There have been several very nice economic reports of late, including second
quarter GDP growth of 4% and multiple months of new job
creation in excess of 200,000. This is good news, but comes with caveats. Over a third of
the GDP growth was inventory accumulation, and new job
quality remains suspect. This
news is good, but not quite as It was a difficult second quar-
data for the third quarter have been slightly more encouraging. But the geo-political
situation, especially in the
Ukraine, casts a foreboding shadow.
another advance during June.
and not as broad based as the upwardly revised May result.
Senior Economist at C3 Statistical Solutions, at
scrane@c3stats.com.
8
OEM Off-Highway
OOH_08-11_Econon.indd 8
50
25
䀜䀜 But it reinforced the strong
positive signals this index has been sending for some time.
U.S. Total Industrial Production:
0
5.00
Jan ’14
Feb
Mar
Annual % change in quarterly averages
4.6%
4.5%
Apr
3.4%
Jun
4.2%
4.2%
Jun
Sep
4.6%
4.2%
3.75
May
3.3%
䀜䀜 June saw modest gains in
both overall production and in manufacturing.
䀜䀜 Total production rose 0.2% while
the manufacturing gain was half that size.
2.50
1.25
䀜䀜 Annualized second quarter growth 0.00
was 5.5% overall and 6.7% in manufacturing.
1.0
Housing Starts: 䀜䀜 June was another disappointing
month for single-family housing construction.
䀜䀜 Starts tumbled 9.0%, although
much of the weakness was concentrated in the south.
is encouraging, but housing has been struggling of late.
QUESTIONS? Contact Steven Crane,
Dec
75
䀜䀜 June’s gain was more modest
䀜䀜 A moderate gain in new permits
Go to y.com highwa oemoff ign up for to s thly our monMIC ECONO TER! ET NEWSL
Nov ’13
101.2% 101.9% 102.2% 99.6% 100.0% 100.9%
䀜䀜 The leading indicator recorded yet
great as it might seem.
ter in Europe. Some of the early
99.2%
Actual index (2004=100)
Cautious optimism continues
U.S. Leading Indicator:
99.2%
Private Nonresidential New Construction:
䀜䀜 This improved both the second
quarter results and the industry near-term outlook.
Jun
Sep
Dec
Mar ’15
Millions of single-family units, seasonally adjusted annualized rates
0.84 0.79 0.71 0.66 0.60
0.6
0.62
0.74
0.66
0.4
0.2
0.0
Dec ’13
Mar ’14
Jun
Sep
Dec
15
Mar ’15
Jun
Sep
Annual % change in quarterly averages
13.5% 12.5%
12
this is a bit misleading.
received significant upward revisions.
Mar ’14
0.8
䀜䀜 Construction slipped 1.6% in June, but 9 䀜䀜 Estimates for April and May
Dec ’13
8.2%
7.7%
6
3
0
Dec ’13
Mar ’14
Jun
Sep
2.0%
2.2%
Dec
Mar ’15
1.8%
Jun
2.4%
Sep
SEPTEMBER 2014
9/5/14 2:22 PM
Total Public New Construction:
Construction Machinery, New Orders:
䀜䀜 Public construction dropped
4.0% in June.
䀜䀜 This was driven by a 10.4%
䀜䀜 Construction orders saw a strong
decline in highway and street construction.
run up that began about the middle of 2013.
䀜䀜 A 4.9% drop in educational
䀜䀜 This peaked in March of this year,
construction also played a role.
when orders were up about 15% from a year earlier.
Mining, Oil & Gas Field Machinery New Orders:
25 Annual % change in, 12-Month moving total (1982 Dollars)
䀜䀜 June orders saw a minimal gain of
15
0.4%.
10.7%
10
8.0%
6.7%
5
4.0% 2.4% 0.1% -0.4%
-5
Dec ’13
Mar ’14
Jun
Sep
Dec
Mar ’15
Jun
Sep
䀜䀜 This reversed May’s uptick and put
volume back near a 12 year low level.
Annual % change, in 12-Month moving total (1982 Dollars)
0.4% -1.2%
-5 -6.8% -10.2%
Heavy-Duty Truck Shipments:
Dec ’13
Mar ’14
Jun
Sep
Dec
Jun
-1.1%
Sep
Dec ’13
4.0
Mar ’14
Jun
Sep
Mar ’15
Jun
Sep
3.9% Annual % change, in 12-Month moving total (2003 Dollars)
2.2
1.7%
0.4
-5.0
-0.1%
-3.2% -4.4%
Dec ’13
Mar ’14
Jun
-4.8%
Sep
Dec
Mar ’15
Jun
Sep
10 7.0% 4.8%
5 0 -5
-4.6% -6.5%
-6.6%
-6.8%
-10 -13.5%
-15
Annual % change, in 12-Month moving total (1982 Dollars)
-19.9%
-20
Dec ’13
Mar ’14
Jun
Sep
6
Dec
5.4%
Mar ’15
Sep
3.8%
2
-2
Jun
5.9%
4.0%
4
1.0%
0.5%
-1.6%
-4 -6 -8 -10
Annual % change, in 12-Month moving total (2003 Dollars)
-8.2%
Dec ’13
Mar ’14
Jun
OEM Off-Highway
OOH_08-11_Econon.indd 9
Dec
2.9%
䀜䀜 Volume has increased every month
most of the ground lost since the last peak in early 2012.
-16.3%
Mar ’15
-0.7%
0
䀜䀜 Truck shipments have recovered -17.3%
-0.2%
䀜䀜 Real shipments rose 2.8% in June.
so far during 2014.
-15
-20
to be helping orders stabalize somewhat. June order volume can be considered pretty good.
taking farm machinery demand down with them.
-10
䀜䀜 Reduced budgetary drama appears
1.5%
0.2%
0
-3.2
even weaker than originally thought than to any real improvement in June.
䀜䀜 Given the current environment,
䀜䀜 Tumbling commodity prices are
0
1
䀜䀜 But it was due more to May being
5.1% gain on top of May’s upwardly revised figure.
during June.
3.2%
1.3% 0.9%
-1.4
䀜䀜 The latest orders report showed a
䀜䀜 Real shipment volume fell 6.0%
3.9%
2
䀜䀜 This broke a string of consecutive
Defense Industry, New Orders:
Farm Machinery & Equipment Shipments:
5
3
-0.1%
monthly declines.
0
4.1%
4
-2
a bit, including a 3.3% decline in June.
20
Annual % change, in 12-Month moving total (1982 Dollars)
-1
䀜䀜 Since then, orders have fallen off
21.8%
5
Sep
Dec
Mar ’15
Jun
SEPTEMBER 2014
Sep
9
9/5/14 2:22 PM
ECONOMIC OU T L O OK
www.oemoffhighway.com/economics
Industrial Production, Germany:
Industrial Production, United Kingdom:
Euro Area Leading Indicator: 2.5
䀜䀜 A hint of weakness has emerged in
this indicator for the first time in quite a while.
rebounded only slightly in June; production rose 0.3%.
2.1%
2.0
䀜䀜 The latest data show very modest
1.8%
declines for May and June.
䀜䀜 The German industrial sector
Annual % change in quarterly averages
2.5% 2.2%
1.9%
1.8%
1.9%
䀜䀜 While much better than May’s 1.7%
decline, this was well below analysts’ expectations.
1.6%
1.5
䀜䀜 While certainly not a red flag, it
tempers this indicator’s strong positive signal.
120
䀜䀜 Given a 3.2% decline in June new
1.0
5
0.5
Monthly index
orders, the sluggishness is likely to continue.
Annual % change in quarterly averages
4.3%
100
100.61
100.76
100.88
100.97
101.02
101.04
101.02
100.98
Dec ’13
80
Mar ’14
Jun
Sep
Dec
Mar ’15
Jun
3.5%
Sep
䀜䀜 The story for the UK industrial
sector in June mirrored that of Germany.
60
3.5%
less than many were expecting.
20
3.6%
3 2.1%
2
1.8%
1.6%
䀜䀜 Output was up 0.3% which was
40
0
4
0.0
1.6%
1
䀜䀜 Survey data on new orders were Nov ’13
Dec
Jan '14
Feb
Mar
Apr
May
Jun
also down.
0
Dec ’13
Mar ’14
Jun
Sep
Dec
Mar ’15
Jun
Sep
Smaller Just Got Better The family of 3K Series CAN-bus Keypads continues to grow. Standard sizes include 20-key, 15-key, 12-key, 8-key and now a new 6-key version. Key top legends and LEDs can be quickly customized for many applications. ap •J1939 or CAN-Open versions •Dimmable LED indicators & backlit legends •Rugged specification for off-highway •IP-67 sealed construction •Easily customized
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OEM Off-Highway SEPTEMBER 2014
OOH_08-11_Econon.indd 10
9/5/14 2:22 PM
Off-highway engines by MTU. Tougher—whatever the conditions. All around the world, off-highway operations face extreme conditions every day. It’s a good thing they can depend on MTU drive systems in any situation. The MTU Series 1000-1600 engine lineup offers unmatched performance, all while meeting EU Stage IV/EPA Tier 4 final requirements and achieving significantly low fuel consumption. Trust the best for the toughest jobs in the world—anytime, anywhere. www.tougher-whatever-the-conditions.com
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oemoffhighway.com/10055819
OOH_08-11_Econon.indd 11
9/5/14 2:22 PM
CO V ER S T ORY: OP ER AT OR IN T ER FACE
Generation G: Gamers in the operator seat www.oemoffhighway.com/12000993
Operator training is crucial to safe and efficient machine operation. IMMERSIVE TECHNOLOGIES
足12
OEM Off-Highway
OOH_12-17_CoverStory.indd 12
SEPTEMBER 2014
9/5/14 2:21 PM
CO V ER S T ORY
Young equipment operators grew up with video games and have an innate sense of how a joystick works, making it less troublesome for control manufacturers to increase a control’s functionality. by Michelle EauClaire-Kopier
Every generation is fortunate to have its predecessor’s
ciently without needing years of experience. The electron-
That is how society can continually develop and build
allowing them to do more work with little additional input
knowledge and ingenuity established as its foundation.
upon itself. The newest generation of equipment operators has the luxury of understanding the concept of joystick
ics advance the capabilities of the machines themselves, from the operator.”
Regulations for vehicle controls help guide the design
controls, almost inherently, having grown up with video
with regards to safer and improved operation. “Tier 4 was a
ing and acceptance of the learning curve associated with
had electronics for monitoring, it only made sense to be
games and various controllers. They have an understandadjusting to new controller functions for different games and systems.
And, in the age of computer games, motion-controlled
video game consoles and touchscreens, open access to a
diverse range of advanced technology interfaces has created a generation of intuitive operators with an accelerated sense of trial-and-error troubleshooting to teach themselves how to use a system quickly.
Taking that one step further beyond the operator, the
next generation of control designers too has grown up
with rapidly evolving control modules from game systems and advanced automotive interfaces. Their base level of “normal” is much more ad-
vanced than even 10 years ago. “The obvious technology
shift in the past years has been the wider use
Video game keypad influence can be easily spotted on off-road vehicle joysticks and controllers.
and acceptance of
OEM CONTROLS INC.
electronics on ma-
chinery,” says Keith Simons, President
- Controls Products, OEM Controls, Inc.
(company informa-
tion, 10055864). “All types of machinery, ranging from small
machines like mowers all
the way up to large equipment,
are using more electronics to make the
machine more efficient by making it easier to oper-
ate. We have to design controls to enhance the operator experience while helping to operate a machine effi-
big mover for electronic controls because once the engine electronically controlled as well,” explains Simons. “You
can tie a control’s functions to feedback from the engine
system, for example. If the engine gets bogged down, the operator can still push the joystick full forward, but the
feedback automatically tells the electronic system to regulate back the machine’s full-forward operation settings so the machine doesn’t stall or lose efficiency.”
At times, it can seem as though electronics are remov-
ing the need for an operator, especially with fully-au-
tonomous vehicles already operating in the field. But for Simons, operators will never go away completely. “Many industries will always need an operator right there—in
the moment—during a task being performed. Electronics aren’t there to remove the operator; it’s to assist and
optimize the skill required by an operator to do the job as efficiently as possible.”
Down the road, existing video game technologies like
voice control activation and motion-sensing control could
become feasible for rugged off-road conditions, especially if the technology’s reliability and cost make it a commercialized expectation for operator interaction.
Intuitive design
Ergonomics and aesthetics remain the most important considerations. “The operator experience is essential during control design. We are working to get all of the controls closer to the operator to minimize
the amount of reaching and searching needed.
If everything is at their fingertips, they can do their job better, safer and more efficiently,” says Simons.
The controller’s “intuitiveness” must be
designed and implemented by a human
OEM Off-Highway
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OEM Controls’ Hall Effect controller group of products.
3D printers help allow control manufacturers to come up with new designs and quickly print a prototype for customers for feedback on shape, look and feel.
OEM CONTROLS INC.
OEM CONTROLS INC.
machine interface (HMI) manufacturer to create a joystick
Simulation is the perfect example of video games colliding
that is easy to learn by any operator; it must have a balance
with off-road vehicle operation. Virtual training simulators
a skilled operator with years of experience working with a
with vehicle controls and run operations without needing
between the understanding of a game-adept operator and machine.
Joysticks have been growing in popularity as sensors
and precision functionality have become commonplace.
What used to be basic on-off valve interaction has evolved into precise proportional valve control to give an operator a better feel and more controllability of the machine’s
movements. And, while there will always be a need for
“Intuitiveness is...driving the need for larger joysticks with multi-functional control.” Keith Simons, OEM Controls, Inc.
basic push buttons and keypads to interact with a machine in an on-
off mode, OEM Controls is seeing a
movement toward putting the button functionality into the joystick itself. “That goes back to ergonomics
and safety needs of an operator to
avoid functions that require him to
let go of a control and potentially lose sight (literally) of what he is trying to
accomplish at that moment,” Simons
allow an operator with any level of experience to interface
to make costly mistakes on an expensive piece of iron. “The simulation needs the larger multi-functional joysticks that
the operator is going to be using when they get into the real cab so there is complete familiarity,” says Simons.
“Intuitiveness is what is driving the need for larger
joysticks with multi-functional control,” he explains. “When controls are more intuitive, operators become more effi-
cient in making a logical decision of how to move a joystick to perform the function you intend. Intuitive functionality is essential, even vital for safe and efficient operation, as well as fast learning for new operators.”
A more intuitive controller makes the process of imple-
menting a task from a conscious decision that takes several seconds of thought before the action is performed into a subconscious decision. “It comes down to creating a joy-
stick that just makes sense to interact with the machine,” says Simons.
explains. Micro-controllers can be installed directly onto a
Growing in value while shrinking in size
at the operator’s fingertips.
that range in size from small to large, in both single-axis
multi-functional joystick putting fine machine control right “Kids growing up today are used to playing with joysticks
and having a lot of functionality at their fingertips. If they
don’t have to take their hands off of the main joystick, their mind is used to fine movements and control. They have
excellent fine motor skills just by nature of the technology they grew up with,” he says.
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OEM Controls has around 20 different types of joysticks
controllers and multi-axis joysticks. A complex machine like a utility bucket truck in the past would have four joysticks
and a large panel. Because of electronics and CANbus, the functions (the X and Y axes, twist, and push-pull mechanical) can be incorporated into one base joystick with ever
increasing options for multi-functional grip handles on top.
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CO V ER S T ORY The ability to shove lots of functionality into one joystick
is because of the growing precision and shrinking size of sensors and electronics. “We’ve made small 2-axes and
X-Y joysticks the size of a quarter in diameter, while still
providing very good proportional feel to it, demonstrating advancements in the size and precision of the electronic technologies that are out there today.
“CANbus technology helped to reduce the amount of
needs to be a decent size. But, as technology is getting
better and different metals and materials are being created and dropping in price, we are able to make controllers
smaller while maintaining their rugged performance char-
acteristics,” he says. “The hope is that with technology and materials improving, we can reduce the overall size of the joystick when possible.”
wires on a machine and send messages all over the ma-
Appearance matters
joysticks, we’ve included a lot of CANbus I/O to reduce the
has their own shape that they feel is the most attractive.
chine quickly to make the machine more efficient. With our need for our customers to buy another module to mount
near the joysticks. They can simply put all of the wires from
a panel into the joystick and reduce their overall cost of the machine and cost of labor to assemble the machine itself,” says Simons.
And, while Simons does see a trend toward smaller
joysticks and controls, ruggedness is still essential for offroad vehicle environments and working conditions. “You
can’t reduce a joystick to the point where its ruggedness is affected. Its performance is still expected to last for years in the field without breaking, so the main controller still
When it comes to the design of the handle, everybody
Aesthetics plays a large role in the design of a joystick considering operators sit in the cab all day long. “The shapes
are always evolving, and with today’s technology of rapid prototyping 3D printers, it gives us the ability to quickly
come up with a concept—even if it isn’t fully fleshed out yet dimensionally—print it and send it to the customer
to get feedback. CAD software coupled with 3D printing has dramatically increased the ability for our industry to
provide the operator experience that all manufacturers are trying to develop,” says Simons.
OEM Controls considers itself to be a “mass-customiza-
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tion house,” says Simons. Each equipment manufacturer
on the controller, but the specialization comes in as to
quirks and features to address, on which OEM Controls
or panel to look . “That’s the importance of aesthetics.
and its individual machines will have different operator
works together with each customer. The use of joysticks and electronics is wide spread across all off-road indus-
tries, so it is difficult to get consistent feedback to apply to a control design for broad-based changes that meet the
needs of everyone—or even a majority. Thus, customiza-
tion is key. “We have the ability to customize everything—
how the manufacturer wants its particular control station If something looks cooler, it’s more likely to impress an
operator. While the core product family may be the same,
we focus on customizing each customer’s finished product with a unique look and feature package so they have a competitive differentiator.
“We’ve realized that we can’t be everything to every-
features, benefits, design—but also the ability to mass
body, and we don’t want to be. But we do want to be
can range from 500 units to tens of thousands per year.
somebody else doesn’t make. In certain situations, you
produce controls. Depending on the industry, the demand “An OEM cares about how the operator is using the
controls in the machine’s cab depending on the operation being performed, while taking regional differences (envi-
ronmental, cultural, regulatory) into consideration. The OEM communicates those specific requirements to us, and we
work together to produce prototypes to address those individual needs. This is where 3D printing really benefits us.”
Each industry is drawn to certain functionality features
that company that provides the module or controller that don’t need the module that’s offered, so we will make one that perfectly matches your situation and in your panel
requirements with the right amount of I/O that you need for that area.
“In the age of making the machines better, faster,
stronger, smarter and less expensive, these capabilities are proving to be a very good market plan for us delivering tremendous value to our customers.”
Enhancing the driving experience The ER8000 electronic rocker pedal from Kongsberg Automotive enables off-highway vehicle manufacturers to finally look ‘beyond Tier4’ and define the operator workstations of the future.
The ER8000 can be used inplace of pilot hydraulic foot controls in a wide range of machine applications, from the smallest of skidsteer loaders to the largest of crawler excavators. The advantages of switching to an electronic control system are many, including: • Provides superior machine control • Reduces cabin noise and temperature fluctuation • Improves reliability and repeatability • Enables easier cab assembly and testing • Allows customer specific tuning via software Kongsberg Automotive have used all of their knowledge and expertise in the off-highway pedal industry to ensure that the patent pending ER8000 electronic rocker pedal exceeds all expectations of the end user: • Two pairs of compression springs provide maximum repeatability, durability and safety • Innovative design of controlled, mechanical hysteresis is proportional to the spring force, providing optimum driver comfort and precision machine control • Uses Kongsberg Automotive’s unique, proven, ultra-reliable ‘direct drive’ design of hall effect sensors • Validated to the usual class-leading specifications for off-highway foot pedals from Kongsberg Automotive • Can be configured for a wide range of outputs • ECE Type Approved for EMC • Fully sealed IP67 design
Kongsberg Automotive provides world-class products to the global vehicle industry. With annual revenues of around EUR 1.0 billion and more than 10,000 employees in 20 countries, Kongsberg Automotive is truly a global supplier. The company is headquartered in Kongsberg, Norway, and has 32 production facilities worldwide.
www.kongsbergautomotive.com
oemoffhighway.com/10056484
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EL EC T R IC A L & EL EC T RONIC S: C A MER A S Y S T EMS www.oemoffhighway.com/12000971
Keep safety within sight
Growing use of camera systems within passenger cars has increased their presence in heavy-duty equipment, as well, bringing improved visibility and safety to the industry.
A top down view of the entire vehicle eliminates blind spots for operators, increasing safety on the job site as well as productivity by making it easy to quickly glance at a single screen to view the whole vehicle. CONTINENTAL CORP.
by Sara Jensen
Visibility for operators of
passenger cars,” says Corey Heniser,
backup and other types of camera
is a constant concern for OEMs.
Electronics Inc. (company informa-
applications as operators become
large, heavy-duty mobile equipment While the use of camera systems
on these machines isn’t exactly a
Chief Executive Officer of Brigade
tion, 10055127).
Currently only light-duty vehicles,
new concept, their prevalence has
such as passenger cars, are required
“We’ve seen more interest in off-road
Safety Administration (NHTSA) to
been increasing within recent years.
vehicles and vehicle types that traditionally wouldn’t use cameras, and I
attribute that to the wide application of them in on-road vehicles [such as]
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by the National Highway Traffic
include backup camera systems
starting with model year 2016. However, Heniser and others within the off-road industry see the trend for
systems growing in heavy-duty
accustomed to having them in their
personal vehicles. In addition, many fleets have begun seeing the cost and safety benefits of including
camera systems on their equipment. “With everyone managing costs
tightly, insurance, workers claims and productivity are all aided by cameras – it allows workers to reduce blind
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Cab Too Hot? spots, injuries and increase uptime. Safety is always first,
and cameras allow for it to be achieved consistently,” says
Nico Cottone, Chief Operating Officer and Vice President of Business Development at Mobile Awareness LLC (company
information, 10056718).
In 2013, Mobile Awareness added digital wireless capabil-
ities to its backup camera systems (learn more, 11271375).
Making the system wireless enabled the company to elim-
inate the “signal” wire used to connect the camera and the monitor, which often runs the length of the entire vehicle.
Instead, the company broadcasts the signal from the camera digitally using a specific ID that is paired to the monitor.
“Installation is easier, and the signal is locked in,” explains
We Cool Cabs.
Cottone.
He says the previous analog version had a lot of interfer-
ence issues. With digital, however, there are no interference problems which make the camera system much easier for fleets to use. Search 11271380 at oemoffhighway.com to
see a comparison video of the analog and digital camera technologies.
Full vehicle views
While backup cameras are the most commonly known and
Rugged Off-highway Cabin Air Conditioning Systems
used, systems which provide a full 360 degree view of a
piece of equipment are starting to gain popularity. Heniser says the need for 360 degree camera systems came about
not only to provide better visibility around a vehicle, but also to make it easier for operators to quickly glance at a monitor to see all of their blind spots at once.
“Over time, the addition of multiple cameras, instead of
being a benefit, created a complex network of [multiple]
The Continental ProViu 360 degree camera uses four cameras mounted on a vehicle to capture imagery of the surrounding area and stitches it together into a singular, bird’s eye view of the machine. CONTINENTAL CORP.
• OEM Design Partner • Wall Mount, Roof Mount A/C
& Heat Systems • Engine, AC Electric &
Hydraulic Drive A/C Systems • Split & Self-Contained
Systems • Custom Cooling/Heating
Systems • Cabin Air Filtration &
Pressurization Email inquiries: Sales@Visionaire-inc.com Contact us at: 972.647.1056
www.Visionaire-inc.com
oemoffhighway.com/10056256
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EL EC T R IC A L & EL EC T RONIC S: C A MER A S Y S T EMS www.oemoffhighway.com/12000971
camera views on a screen for an
centrally mounted on top of the
was looking at,” says Heniser. A 360
right sides (product information,
operator to determine what he
degree system, on the other hand,
enables operators to quickly glance at a single display to see all blind spots at once.
Brigade’s Smarteye 360 degree
camera system uses four cameras
vehicle at the front, rear, left and 10874152). Each camera has a
fish eye lens which is capable of
capturing a 190 degree field of view. Software within the system stitches together the intersecting camera
views to provide one overall bird’s
eye view of the vehicle, eliminating
any blind spots. “Depending on the
size of the vehicle and the height of the cameras, it can be very seamless,” says Heniser.
Ensuring the cameras are mount-
ed high enough on the vehicle is
“Military vehicle drivers are required to take in what is happening around the vehicle at all times,” says K.M. Dekker, Chief Business Development Officer at Orlaco Inc. (company information, 12000290). However, military vehicles tend to be very large and have small windows, creating several blind spots which make visibility a challenge for operators. The inclusion of camera systems, such as Orlaco’s MilMos camera, is integral to providing the visibility needed in such sensitive working environments. Infrared lighting technology within the MilMos camera provides daytime and nighttime viewing capabilities. Dekker says the camera also includes a “live ticker so that you always see you are looking at a live picture and not a frozen [one].” Search “Orlaco” at www. oemoffhighway.com to find more of the company’s camera systems and technologies.
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BRIGADE ELECTRONICS INC.
necessary to guarantee the best
views. “[If] you wanted to view a
the area surrounding it are captured.
on the display, you can actually put
possible views of the vehicle and
Camera systems in the military
Each Brigade 360 camera uses a fisheye lens which is capable of capturing a 190 degree field of view.
“We find that the higher the cameras are, the better the viewing angles are,” says Mike Kollar, Senior Sales
Manager of VE Distribution/SOEM at Continental Corp. (company
information, 10281230). He adds
reverse camera with a surround view [both] camera feeds on the display and see them all at once,” says
Lacko. Fleets can download software onto a computer to customize the views they want displayed.
Two additional cameras can be
that when mounting the cameras,
added to the Continental system,
of the nose of the vehicle. “Here in
Lacko says the company once had a
it’s also important to be considerate North America, we have to make sure the camera in the front is
mounted high enough so we can see over the nose into that area.”
Continental’s ProViu 360 degree
camera also uses four cameras to
capture imagery of the entire area
around a vehicle and stitches it to-
gether into a singular surround view
as well to provide auxiliary views.
customer who wanted to be able to see down into the hole it was dig-
ging with an excavator. Continental added a camera to the excavator’s
digging claw which provided a view into the hole that was displayed on the same screen as the surround view of the machine.
of the machine (product informa-
Integrated object detection
ibility of all four corners from a top
through the integration of object
tion, 10980997). “You have full visdown view of the whole vehicle,”
says Matt Lacko, Product Manager at Continental Corp. “It also increases
driver awareness by allowing them
to see all the way around the vehicle on one screen.”
In addition to the surround view
of the vehicle, the camera display
can be configured to provide other
Creating a more active safety system detection into camera systems will
be the next big step for the industry. While camera systems provide a
visual warning about objects in a
vehicle’s path, they only work if the operator is looking at the display
screen. Object detection systems,
however, use audio cues such as a
loud beeping to alert the operator.
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Combining the two technologies
system with its VisionStat reversing
warnings together into a single
10058652). VisionStat Plus consists
camera system (product information,
would bring the audio and visual system.
Heniser says Brigade is currently
working to integrate its 360 degree camera and its Backsense
radar system (product information, 11526602). The radar system sends out a signal which bounces off any
target within the surrounding area
up to 100 feet away from the vehicle. When an object is detected, the
system’s monitor emits an audible warning sound and illuminates
multiple LEDs. Currently the radar
Mobile Awareness’ VisionStat Plus
directly integrates the company’s
SenseStat obstacle sensor detection
Mobile Awareness has already
started to provide such a concept
of the rear of the vehicle. If an object
more, 11326439 and 11239047).
that can detect objects within 8 feet
is detected, the sensors send a signal to the system’s ECU to send out an audible warning to the operator,
as well as a blinking display on the
monitor that shows the position of
the object and its distance from the
vehicle. “By overlaying the ultrasonic
sensor detection system and audible alarming, the operator can both see is in feet and inches,” says Cottone.
next to the 360 camera display.
vehicles.
of four ultrasonic SenseStat sensors
the image and know how far away it
system’s monitor can be mounted
to help create a safe zone around
As these types of integrated sys-
tems continue to advance, Heniser
sees even more vehicle information, such as speed, getting incorporated
with its MobileTRAQ platform (learn In addition to providing obstacle detection and backup camera
capabilities, MobileTRAQ monitors
vehicle data through various sensors. The system can provide tire pres-
sure monitoring, telematics for fleet management, and more. “Integrat-
ing cameras and obstacle detection sensors into an ‘all in one’ Smart
Monitor Platform like MobileTRAQ,
along with tire pressure monitoring, telematics and RFID will allow fleets to leverage their capital purchasing
dollars to last longer and go farther,” says Cottone.
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M A R K E T AT A GL A NCE: MIL I TA RY
The best of the best, www.oemoffhighway.com/12001028
and nothing less The JLTV program continues to progress on schedule toward its July 2015 contract award deadline. by Michelle EauClaire-Kopier
Currently in the prototype
OSHKOSH CORPORATION
The JLTV program is a joint en-
testing phase known as “Engi-
deavor with the United States Marine
opment,” the Joint Light Tactical
gap that was left unmet with the
neering and Manufacturing DevelVehicle (JLTV) program continues
down its outlined schedule with a diligence that truly demonstrates
the understanding that delays mean longer time Soldiers and Marines go without the best protected mobility vehicle possible. As always, a sol-
dier’s survivability is paramount as the program’s primary objective.
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Oshkosh’s Light Combat Tactical All-Terrain Vehicle (L-ATV), one of several prototypes in the JLTV program, completed its Net-Ready testing in July of this year.
Corps and Army to fill a performance
High Mobility Multipurpose Wheeled Vehicles (HMMWV, or humvee) after 9/11. “The humvee was the clear
choice years ago when there were
clearly defined battle lines,” explains
forward operating base was the front line and anyone that went outside
that line could be in a fight. What we saw in Iraq and Afghanistan was the
iron triangle of Payload, Performance and Protection was not balanced
for the mission we were asking our soldiers in those humvees to do.” To increase the humvee’s pro-
Colonel John R. Cavedo Jr., Joint Proj-
tection capabilities for the soldiers
September 11, there was no longer a
up-armored humvees were intro-
ect Manager, JLTV, US Army. “After
‘front line.’ Any place outside of the
operating in this new environment, duced, but their increased protec-
SEPTEMBER 2014
9/5/14 2:20 PM
ESI maximizes Shuttlewagon® power with Eaton X20 Pumps
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M A R K E T AT A GL A NCE: MIL I TA RY www.oemoffhighway.com/12001028
tion came at a cost to vehicle performance and payload.
single vendor contract—Oshkosh Defense, AM General
pounds and the mobility suffered when the vehicle was
14-month government testing phase with 22 prototype
The vehicles were running with weight overages of 1,500 not on hardtop roads.
“At that point, we introduced a stop-gap, the MRAP vehi-
cle specifically to close the protection gap. The MRAP has a very unique mission set; it is not an expeditionary vehicle,
nor does it have significant off-road capabilities or is easily transportable.
and Lockheed Martin—are currently in the midst of the
vehicles from each OEM (total of 66 vehicles) developed
during the previous Engineering and Manufacturing De-
velopment (EMD) phase, spread across numerous different test sites.
JLTV is one of the first programs to fully implement com-
petitive prototyping during the EMD phase. Competitive
prototyping is said to reduce technical
“The MRAP decision was made and the risk was taken because at the time it was only about saving lives.” Col. Cavedo “Around 27,000 MRAPs were built by about six OEMs with
over 30 variants. The MRAP decision was made and the risk
risk, validate requirements and pro-
mote adherence to cost constraints.
“Does it cost more up front? Yes,” says Col. Cavedo. “Ultimately, we’re paying for two vendors’ design time and
testing that will never be fully realized. But, I think in the long run, the return on investment of having that healthy competition keeps the program
moving forward and will reap huge
benefits downstream by getting the
best product at a competitive price.”
After testing is complete, a final Request for Proposal
was taken because at the time it was only about saving
(RFP) will be released in October and several months of
road when it came to sustainment,” says Col. Cavedo.
the Low Rate Initial Production (LRIP) contract award in July
lives. We knew there was going to be a problem down the The JLTV is designed to be a ground-up solution that is
purpose-built to be a fully balanced vehicle meeting all
three criteria of performance, protection and payload. “It’s going to have an enormous amount of mobility, but its
primary purpose was to have protected mobility for expeditionary service,” he says. Other key areas of importance for the vehicle’s performance include improved lethality, survivability, transportability and expeditionary capabilities; reduced operational energy requirements; config-
urable mission packages; increased payload and built-in
source evaluations will decide the winning OEM to receive of 2015. There is absolutely no intention by the govern-
ment to award a multiple-OEM contract, clarifies Cavedo. “The selection is by best value, not necessarily lowest
cost,” he continues. The OEM that can deliver the most
performance capabilities (as outlined in the JLTV Purchase
Description) while effectively balancing cost and achieving
an Average Unit Manufacturing Cost no greater than $250K (BY11) has the highest probability of winning the competition.
Three years of LRIP will be followed by an additional five
network readiness.
years of full-rate production, with a total program require-
network connectivity brings all of the ISR sensor data
for the Marine Corps.
The criteria are all tied together. For example, improved
together giving a vehicle commander real-time situation-
ment of approximately 50,000 JLTVs for the Army and 5,500
al awareness and allows the vehicle to avoid potential
Where the opportunities lie
to add survivability without just adding more armor (and
configurations. They are wholly owned by the OEMs.
threats, increasing its survivability. This demonstrates ways weight), especially when the JLTV is set to be substantially lighter than the MRAP vehicle with similar protection expectations.
Competition is healthy
The three participating OEMs competing for the Services’
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As of right now, the government does not own the vehicle Once the LRIP contract is awarded to the selected OEM,
the JLTV program will continue pursuing opportunities to make the vehicle stronger, faster and more cost effective, “so opportunities to participate in the JLTV program [for
system providers] will continue to exist after the contract is awarded,” Col. Cavedo says.
SEPTEMBER 2014
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“We want components and systems to be able to be
All bets are off, and the JLTV program isn’t gambling with
a vehicle operator can move from a JLTV to an FMTV, for
Get more information online about the three partici-
flexible to move across other vehicle platforms. That way example, and know how to engage with the vehicle.”
There is an abundance of capabilities and challenges
that the JLTV must address that technology and service providers can help tackle, the most obvious of which is
overall system reliability. When it comes to the safety of a soldier in a volatile environment, system
second best.
pating OEMs, their vehicles and the technologies they’re employing to meet the challenging JLTV expectations. Go to www.oemoffhighway.com/10909561 to read
Pulled into the combat field from the April 2013 issue of OEM Off-Highway magazine.
failure is an unacceptable additional
risk in an already dangerous situation. The same can be said for ways to
decrease maintenance intervals as well
as the time required to perform routine maintenance through solutions such
as more reliable cabling and connections, and easier access to filters and
fluids. Enhanced component wear and life of brake pads, filters, lighting and
lubricants adds a layer of dependability of the vehicle to perform optimally for longer intervals.
Lightweighting of hardware and
other vehicle components and armor is a key element to meet the vehicle’s
increased protected mobility expectation by decreasing the overall vehicle
weight. Adding heavy armor limits the
JLTV’s expeditionary expectations, one of its principal purposes.
Just as any off-road equipment
manufacturer can understand, the cost savings add up fast with any decrease
in fuel consumption, and the military is no exception. Apart from fuel efficiency, the Department of Energy (DOE)
has been focused on improved power
density and capacity of battery systems to minimize unnecessary fuel demands, allow the vehicle to operate quietly and provide off-board power to limit the need for generator haulage.
No matter what the performance
metric or underlying cost savings, the
fact remains that priority number one is the safety and survivability of the
soldiers fighting in a brand new battle field where everywhere is a front line
Kawasaki Precision Machinery (U.S.A.) Inc. Grand Rapids, MI www.kpm-usa.com 616.975.3100
and everyone is susceptible to danger. oemoffhighway.com/10055668
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E X T R EME M ACHINE S!: SEISMIC V IB R AT OR S www.oemoffhighway.com/12001043
Real movers and shakers The global nature of the oil and gas industry means seismic vibrator vehicles may be operated in challenging mountainous terrain. INOVA GEOPHYSICAL
In the global industry of oil and gas exploration, land seismic acquisition utilizing advanced vibroseis technology ensures higher quality data collection in extreme environments. by Michelle EauClaire-Kopier EXTREME MACHINES!
The oil and gas industry is one of
a particular sector of the world.
way magazine was created in order
upstream segment of the industry
ment required to commence drilling
This new section in OEM Off-Highto showcase unique vehicles and the innovative engineering and
systems that allow them to perform in extreme climates, terrains and operational conditions.
Have an extreme machine you want to submit for consideration? Send it to editor@oemoffhighway.com.
the world’s largest industries. The
refers to the exploration and explor-
atory drilling of natural resources on
land or offshore. INOVA Geophysical, a seismic equipment manufacturer (INOVA, company information, 12001632), facilitates land data
acquisition by supplying seismic
equipment to oil and gas explora-
No shortage of diverse climates to contend with, the INOVA seismic vibrators operate in arctic climates in remote areas like Russia. INOVA GEOPHYSICAL
tion companies
and geophysical
service providers to image the
subsurface of
potential drilling locations.
Accurate map-
ping of an area’s
subsurface helps
companies determine whether to invest in drilling operations in
26
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OOH_26-29_Extreme-INOVA.indd 26
“Because of the large financial investoperations, oil and gas companies
want a high probability of return on
this investment,” says Alex Gorosito, Senior Director of Source Products Engineering, INOVA.
As oil and gas reserves become
deeper and harder to access, geophysicists need the seismic vibrator to shake at lower frequencies,
which places increased demand and abuse on the vehicle. According to the technical paper, Geophysical
benefits from an improved seismic
vibrator1, there are several reasons to achieve lower frequencies besides
imaging deeper reservoirs, including “improving the accuracy of the seis-
mic inversion to the acoustic imped-
ance process and enabling waveform inversion for velocity model determination or refinement.”
Conventional vibrator vehicles
SEPTEMBER 2014
9/5/14 2:19 PM
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OOH_26-29_Extreme-INOVA.indd 27
9/5/14 2:19 PM
E X T R EME M ACHINE S!: SEISMIC V IB R AT OR S www.oemoffhighway.com/12001043
Machine Features in Brief:
Even if terrain isn’t difficult, climate conditions of extreme heat and cold keep engineers busy creating a machine that can do its job anywhere and in any temperature.
INOVA offers its durable, low-maintenance AHV-IV family of vibrators with the latest advances in source technology implemented in the industry standard Articulated Hydrostatic Vehicle (AHV) design. A variety of configurations and customization options are available to accommodate variations in terrain, environment or imaging requirements. Each AHV-IV model includes: »Interchangeable » tire or track capacity on PLS-364 and PLS-380 models »Articulated » steering for maneuverability, ensuring higher productivity »Variable/Variable » transmission »Reinforced » rectangular baseplate for improved ground coupling in comparison with I-beam configurations »A » patented Pre-Loaded Stilt Structure (PLS) design to create a stronger, more reliable actuator that prolongs the life of parts »Advanced » reaction mass assembly and limited hoses and fittings for simplified infield maintenance and troubleshooting »High » capacity hydraulic cooling »Certified » roll-over protection (ROPS) and a lower center of gravity Download complete vehicle specs for the AHV-IV Commander (PLS-364) and the AHV-IV Renegade (PLS-380) at www.inovageo.com/products/ source-products.html
INOVA GEOPHYSICAL
were constrained mechanically and
take the next step in exploration in
put sufficient force-energy into the
reason, INOVA has spent a lot of
hydraulically, making it difficult to ground when using frequencies
lower than approximately 8 Hz. A
slow transient response of the pump at low frequencies can introduce
supply pressure ripples into the hy-
draulic system which can, in return,
OEM Off-Highway
OOH_26-29_Extreme-INOVA.indd 28
development time in improving
the amount of force-energy being delivered and keeping the source
signature consistent over time and over variable terrains.
“In order to do any type of sub-
limit vibrator force output. Accu-
surface exploration, you need to be
offset pressure ripples and reduce
the ground and record it accurately
mulators provide additional fluid to harmonic distortion; over the years,
the supply lines were shortened and
able to generate enough energy into as it comes back up to the surface,”
distance) and harmonic noise tends
[T]he vehicle can be operated in diverse climates ranging from the Russian arctic to the sub-Saharan desert
you can input the signal into the
Gorosito says. “We’re always looking
to image those deep targets beneath
signal that we’re generating, as well
accumulator design was improved for increased effectiveness.
The deeper into the ground a
signal is sent, the more faded the
signal becomes (proportional to the to phase out the signal. “The cleaner ground, the better chance you have the surface,” Gorosito says.
Geophysicists always want to in-
to improve the efficiency of the force as the signal’s repeatability.”
INOVA’s Articulated Hydrostatic
put the same quantity of energy into
Vehicle (AHV) Series vibrators have
nal’s signature consistent over time
40 years and gone through several
the ground and keep that source sigto make land evaluations and data processing easier. “Geophysicists
are looking for significant amplitude variations from the returning source
signal. If those variations are present, interpretation of that seismic data
may lead oil and gas companies to
28
that region,” he explains. For that
been used around the world for over generations of vehicle design up-
dates over the years. “Our hydraulic actuation system—which provides the source signal—has been rede-
signed throughout the years, while the vehicle frame has remained
relatively unchanged,” he says. A
SEPTEMBER 2014
9/5/14 2:19 PM
stiffer baseplate design also assists in
and ice can stick to the baseplate
explains that the hydraulic actuation
the source signal.
tional efficiency and signal quality.
from the vehicle, and the oscillations
reducing harmonic distortion from
The amount of force generated by
the vehicle varies based on ground conditions, the accessibility of the location, and the amount of hold-
surface which can affect opera-
system is almost completely isolated
We provide a urethane cover for
between the frame and the vibrating
the baseplate to act as a non-stick
mass assembly are minimal.
barrier between the plate and the
Currently, INOVA engineers
surface,” says Gorosito.
are in the process of completely
itself serves as a hold-down weight
in other extreme environments
more ergonomic considerations,
a medium for energy transfer into
challenges in desert conditions are
down weight. The actual vehicle
for the baseplate, which serves as
the ground. INOVA’s AHV-IV seismic
vibrator models have a gross vehicle weight range of 61,800 to 80,000
pounds, which also serve as barometers for their peak force capabilities. Because of the sheer weight
of the vehicle, the frame must be
extremely durable in order for it to act as a hold-down weight for the
baseplate. “Its mild steel, articulated frame also makes the vehicle very
Seismic vibrators are also used
redesigning the cab to implement
such as deserts. “Two of the biggest
integrate state-of-the-art elec-
tronics and incorporate a ROPS
maneuvering through sand and
structure into the design itself. “We
maintaining adequate comfort levels
are also looking at improving the
for the operator. The operator is in
performance of the engine and
the cab for 8 to 12 hours at a time
providing a seismic vibrator that
and can face ambient temperatures
will meet the upcoming Tier 4 EPA
of up to 120 F in some areas, so a
regulations,” Gorosito concludes.
comfortable cab is essential for safe
Wei, Z., Hall, M. A. and Phillips, T. F. (2012), Geophysical benefits from an improved seismic vibrator. Geophysical Prospecting, 60: 466–479. doi: 10.1111/j.13652478.2011.01008.x 1
and efficient vehicle operation.”
Operator comfort in regards to
vibration is not an issue, as Gorosito
maneuverable in difficult terrains,” says Gorosito.
The global nature of the oil and
gas industry means the vehicle can
be operated in diverse climates ranging from the Russian arctic to the
sub-Saharan desert and challenging terrains from the Australian outback
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to the rugged mountainous regions of North and South America. The
vehicle’s flexible design supports
different options such as tracks and several types of tires to operate in
various environmental conditions. Temperature extremes are han-
dled through a few add-on com-
ponents to protect various systems for consistent and optimal vehicle
performance. For the severe cold in
arctic climates, a safety hatch allows the operator to escape the cab
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oemoffhighway.com/10835480
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E X T R EME M ACHINE S!: NON - C A SSE T T E C A R R IER S www.oemoffhighway.com/12000661
Multi-axle design carries heavy loads
An OEM combines its existing technologies with new, application-specific designs to help customers more easily transport large loads of steel. When its customers in the ship-
specifically meet a customer’s needs,
functionality in addition to lifting to
way to transport large steel plates,
sette Carrier. While the carrier uses
packages.
building industry wanted an easier
SCHEUERLE, part of Transporter Industry International GmbH (TII Group),
developed the Non-Cassette Carrier (learn more, 11416720). The vehicle
enables users to transport steel plates
without the use of pallets (also known as cassettes), which are often large
which was the case with the Non-Casseveral technologies from the company’s other transporters, SCHEUERLE
Axles and tires
lifting devices in order for the vehicle
draulically supported pendulum axles,
did have to develop a new frame and to handle the large sizes of steel plates it would be transporting.
The carrier features a ladder-type
and troublesome for shippers to store
frame design that enables it to carry
load. “The pallets [can be] 25 meters
Seven pairs of lifting forks on the
once they are empty of the transport long and 5 meters wide, and take a
lot of space and cost to move,” says
Ralf Grützmacher, Area Sales Manager at TII Group (company information, 11283547).
Grützmacher says SCHEUERLE
has a lot of standard transporters
a maximum payload of 250 tons.
frame are used for picking up the
The carrier includes a total of 24 hy-
each of which has two tires attached to it. Along with contributing to the carrier’s ability to carry heavy payloads,
the pendulum axles use hydraulic axle load compensation technology to
ensure maneuverability on roadways. Each axle has a hydraulic cylin-
steel plates and placing them on
der attached to it which acts as a
not extend over the entire 25-meter
an uneven roadway. If the carrier
the carrier. As long as the steel does
length of the vehicle, each individual fork can lift up to 30 tons.
Because the size of the steel being
and technologies it relies on for the
transported can vary in length (10
customize a standard vehicle to more
meters), the forks feature side shift
development of its vehicles, but will
easily adjust to the different size steel
to 25 meters) and width (2.2 to 4.5
cushion when the carrier drives over drives over a bump in the road,
the wheel which has driven over
that bump will lift up, causing oil
within the hydraulic cylinder to flow towards the opposite wheel on the same axle to help compensate for
The ladder-type frame of the SCHEUERLE Non-Cassette Carrier enables the transportation of up to 250 tons of steel plates without the need for pallets, which customers said were cumbersome to store or dispose of after shipping the steel. TII GROUP
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the uneven ground. This enables the
say with a diameter of 1.5 meters,
automatically adjusts it to go in the
and easily travel over uneven terrain,
would have required the carrier to
Like the lifting forks, axles and
axles and wheels to be more flexible as opposed to a fixed system which would cause all of the wheels to lift off the ground and possibly cause
axles to break. Search 12000666 at
oemoffhighway.com to see a video of the axle technology in action.
This suspension flexibility not only
keeps the carrier stable on roads, but also when it rolls on and off trans-
then you need more space.” This
be wider, which would have made
other systems on the carrier—in-
over existing roads. “Think about a
steering of the bogies is done
it difficult for the vehicle to travel
steel yard or steel mill,” says Grütz-
macher. “The width of their existing roads is limited, so there was no
choice…but to use more, smaller sized tires.”
Each bogie on the carrier—the
port ships.
term used to refer to the connected
Grützmacher says the company
cylinders—is steered independently
When first developing the carrier,
looked into using fewer tires, but due to the size and weight of the
vehicle, it was necessary to use 48
smaller sized tires instead. “We have to turn the wheels 90 degrees,” he says. “So, if you use a very big tire,
direction it needs to be moved.
cluding driving and braking—the through the use of hydraulic energy. The carrier’s powerpack, consisting
of a 338 kW MAN 6-cylinder engine, fuel tank and hydraulic tank, drives compressed oil to the various hydraulically-driven systems.
Though the carrier uses many of
tires, pendulum axles and hydraulic
SCHEUERLE’s existing technologies,
and includes a multi-way steering
ment of them, such as the operator
system. This enables the transporter to drive cross wise, length wise or
in any direction the operator wants it to go. A steering sensor on each bogie measures its position and
Grützmacher says the arrange-
cab, powerpack and the bogies, is
completely new compared to other transporters. “We have to under-
stand what the job is, and then we find a solution,” he says.
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OEM Off-Highway
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F L UID P O W ER S Y S T EM S: FILT R AT ION www.oemoffhighway.com/12000486
Factors for finer filtration With the increased sensitivity of components and systems has come the need for finer hydraulic filtration to ensure mobile equipment longevity. by Sara Jensen
Donaldson developed its Synteq XP hydraulic filter media to reduce pressure loss, as well as improve filtration performance. Instead of using a resin or glue, the Synteq XP media is thermally bonded together to provide efficiency and reduced pressure loss. DONALDSON COMPANY
The higher operating pressures of
filter could keep a hydraulic system
providing finer filtration has become
ly increased the importance of fil-
of Hydraulic and Lube Filtration at
ufacturers. Many are achieving this
today’s hydraulic systems have greattration within these systems. Higher
pressures—anywhere from 4,000 psi and up—make it easier for contaminants within hydraulic fluid to cause
damage, while the tighter tolerances of components now being used in
mobile equipment make them much more susceptible to damage or failure from contamination.
While just a decade ago a single
32
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OOH_32-37_HydraulicFIlters.indd 32
clean, Joël Daub, Division Manager
HYDAC International (company infor-
mation, 10055563), says now most equipment has multiple hydraulic filters. He says an OEM may even
choose to put a high pressure filter directly in front of a single valve to
ensure it stays protected from potential contaminants.
Due to the increased system
pressures and component sensitivity,
a key goal for hydraulic filter manthrough developments in new fil-
tration media and improvements to overall filter design. However, Daub says finer filtration may not be the
solution in all situations, such as in
colder climates where cold starts can cause dirty oil to get into the system. During a cold start, the hydraulic
oil’s viscosity is high which in turn
causes a high pressure drop within
SEPTEMBER 2014
9/5/14 2:17 PM
the filter element. The high pressure drop opens the hydraulic system’s bypass valve, letting unfiltered oil
pass through the system. To avoid
this, Daub says it’s sometimes nec-
essary to use a coarser filter element if the size of the fine filter cannot
be increased to reduce the pressure
drop. He says knowing how a system works and in what application it
will be used is vital to selecting the appropriate type of filter.
Marty Barris, Director of the Hydraulic Products Group at
Donaldson Company Inc. (company information, 10055305), adds that filter manufacturers have begun to pay more
attention to reducing pressure loss because of the potential
cold start issues. He says many OEMs have found the prema-
ture wear on their equipment can be attributed to unfiltered
oil flowing through their systems during bypass events, such as pressure loss during cold starts. To help combat this, Donaldson developed its Synteq XP hydraulic filter media (prod-
Together, we can improve fuel cleanliness and control your fuel quality processes.
uct information, 10058343) which was specifically designed to reduce pressure loss, as well as improve filtration performance. “It’s thermally bonded together rather than with a resin or glue,” he explains. “We can provide the efficiency
protection but at a much reduced pressure loss because we don’t have the glue or resin blocking off many of the pores. We get a much better flow through the media.” Barris says Synteq XP reduces pressure loss by up to 30%.
Cartridge filtration
The move towards cartridge filters has been one of the ways manufacturers have started going about meeting the needs for finer filtration and reduced pressure loss. According
to Justin Bitner, Product Specialist with Eaton’s Filtration
Division (company information, 10055335), cartridge filters
Whether you need to remove fine abrasive silica or remove free water from your diesel fuel, our innovations in bulk fuel filtration extend equipment uptime and assure clean dry fuel delivery. Velcon CLEANDiesel plays an important role in: • Reducing Overall Operating Cost
provide high dirt-holding capacity and low pressure drop
• Meeting Tier 4 Full Emission Requirements
introduced at CONEXPO 2014, feature six layers of filtration
• Part of an Essential Contaminant Control Program
characteristics. Eaton’s Internormen line of cartridge filters, media to help capture harmful particulates (learn more,
11337335). Bitner explains that the two center layers of filter media, made of absolute rated fiberglass, are what provide
Contact Velcon to find out how we can meet your ISO 4406 Cleanliness Requirements.
the filter with its high dirt-holding capacity. “It’s industrial
technology,” he says. “But you find the products that were developed primarily for the industrial market are starting
to find their way into the mobile markets as system perfor-
mance and demands increase.” (See sidebar, pg. 37 to learn
more about the Internormen filters.)
Daub says the increased use of cartridge filters has also
www.velcon.com 1 800 531 0180 oemoffhighway.com/10224743
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F L UID P O W ER S Y S T EM S: FILT R AT ION www.oemoffhighway.com/12000486
been due to the environmental
plastic components which enable it
filters. “When you recycle a spin-
put in a landfill.
benefits they can offer over spin-on
to be incinerated instead of being
on element, you throw away a lot
Barris notes that developing
of steel,” he says. Cartridge filters,
more environmentally-friendly
materials which can be recycled or
important design aspect for filter
however, are typically composed of
products is becoming another
disposed of in ways that eliminate
manufacturers. He says Donaldson
steel or other metals entering the
continues to look into the use of
landfill. Daub says HYDAC uses poly-
alternative components, such as us-
amide materials to help reduce the
ing injection molded nylon or plas-
metal content of its filters, and has
tic construction instead of steel.
developed filter elements which can
Customers have also been asking
be incinerated.
the company to use plastic filter
Donaldson’s FLK medium pres-
media support screens in place of
sure filter is a cartridge style filter
epoxy coated steel screens. The
featuring a reusable bowl, requir-
other big area where Donaldson is
ing only the filter cartridge inside
looking to use alternative materials
the filter to be replaced (product
is the end caps to which the filter
information, 10782456). The filter
media is bonded. Here again Barris
cartridge is composed of nylon
says the company has switched
To help manage the growing problem of static electricity buildup within hydraulic systems, HYDAC developed its STAT-FREE filtration technology to diminish the amount of electric charges that can be created within the filter element as oil travels over its surface. HYDAC INTERNATIONAL
making moves
from steel to injection molded nylon with many new filter designs.
A matter of space
Control Valve
As with many components and
systems, hydraulic filters have been ✓Real-world test capabilities
Fan motor
✓Gear pump / motor factory features anechoic chamber for noise testing ✓NSS and CASS salt spray chambers for corrosion resistance testing
Self-leveling valve
✓Key components manufactured in house ✓Highly focused on component cleanliness
Steering cylinder
www.pedro-roquet.com
For more information please contact: Xavi Hernandez – Area Manager, North America xhernandez@roquet.es Victor Garces – Area Manager, Europe victor@roquet.es Richard Hall Hall – Commercial Director richard@roquet.es
affected by the space constraints of today’s machines, partially due to
the implementation of Tier 4 engines and aftertreatment systems. Eaton’s Bitner says OEMs want higher per-
forming filters in smaller packages,
which has led many filter manufacturers to develop tank-top filters
that integrate the filter right onto
the hydraulic reservoir. “We’re even
starting to see manufacturers build
the filter elements into the reservoirs themselves, which makes an even
more compact [package],” he says. “You can’t get any more compact than that.”
According to Daub, many OEMs
are looking to reduce the size of the hydraulic reservoir to save on space
oemoffhighway.com/10055923
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needed for Tier 4 engines and after-
reflect real-world conditions. Barris
cyclic flow standard which incorpo-
room within the reservoir for the hy-
key measures of filter performance
the test standard, and more closely
treatment systems. This leaves less
draulic filter. Daub says working closely with OEMs to develop a filter which will fit into their space-constrained
designs is key to ensuring a filter will not only fit within a system design, but will also be able to provide the
says the multi-pass test is one of the because it estimates filter capacity and particle separation efficiency
as a function of size. “We get a very detailed look at filter performance
over its life.” He says that adopting a
rates dynamic environments into
resembles real-world conditions, is a step in the right direction.
In the meantime, many filter man-
ufacturers have taken it upon themselves to invest in test equipment
necessary amount of filtration.
In addition to hydraulic filters,
HYDAC also manufactures manifolds and valves which have enabled the
company to provide fully integrated
systems to help OEMs save on space. “We can integrate the filter element directly into the manifold [and pro-
vide] a compact design,” says Daub. He adds that integrating the filter
element with the manifold reduces any potential leakage that might
otherwise occur because there is less piping between parts. Cost is also reduced because there are fewer
components and less assembly time needed to attach the filter to a system.
Static standards
One of the many challenges filter
manufacturers contend with is the
lack of hydraulic filtration standards which are aligned with real-world
conditions. Donaldson’s Barris says
that most of the standards are based on ideal steady-state controlled en-
vironmental conditions. “The reality
is our filters are used in very dynamic environments where there’s engine equipment vibration, surging flow,
and stopping and starting,” explains
Barris. “Being able to understand how our filters perform under that dynamic environment is a real challenge.” There is a push from both the
standards committees as well as
filter manufacturers to change the existing standards and move to a
cyclic flow multi-pass test to better oemoffhighway.com/10056419
OEM Off-Highway
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F L UID P O W ER S Y S T EM S: FILT R AT ION www.oemoffhighway.com/12000486
that enables them to validate their
ments under differing flow condi-
Barris says Donaldson has invested
act flow cycles they are experiencing
designs under real-world conditions. in a cyclic flow multi-pass test bench that allows the company to test its filters in dynamic applications.
Daub say HYDAC has developed
test benches which test filter ele-
tions. Customers send HYDAC the exon their machines so the company can enter that information into its
test benches and determine how its filters will perform in that application. Daub says varying flow can
The TEF Series tank-top return filter can be built directly into the hydraulic reservoir to provide a more compact design. EATON CORP. FILTRATION DIVISION
have a major impact on filter elements, and it’s important
for the company to
RB2
be able to develop
and test its filters for
real-world conditions to
minimize degradation. “A lot
The RB2 by Zinga Industries combines our
of applications in mobile industries
time-tested breather design with an innovative internal splash resistant geometry. A variety of
have varying flow, so we need to be prepared for that,” he says.
and economical reservoir mounting makes this splash resistant design the right choice for reservoir designers and users.
In addition, the company has
invested in simulation tools to help it see how oil is flowing through a
RB2 Features: • Integrated splash-resistant design can be used with the pressure/vacuum option
reservoir as well as how air is flowing
through the oil, all of which can have
• Threaded-in mounting design for new or
an impact on how filter elements need to be designed. Daub says
• Standard thread sizes of 2 ½” – 12 UN (SAE-32), 1 ¼” NPTF, or M52X2
HYDAC will first run various flow
simulations on the customer’s exist-
from entering the reservoir
ing system to see how things move
through the system at different rates.
all-weather durability
“We look at when the machine is
RB2 Options: • Weld bases in steel or aluminum
tilted, for example…and try to find
• Steel baskets in 4”, 6”, 9”, or 12” nominal lengths with 30, 60, 100, or 200 stainless steel mesh liners
where the worst condition is,” Daub
explains. “From there, we look at siz-
• Oil level indicating dipstick
ing a filter inside the reservoir so we
• Pressure/ Vacuum combined relief valve in 3, 5, or 10 PSI pressure and .2 PSI vacuum • Logo Imprint / Label
not only filter the particulates, but Shown with weld base and basket options
also make it easier for the oil to get
rid of air bubbles.” After simulations
and prototyping, the company works together with the OEM to place a
physical prototype of the filter into the machine and test it either at HYDAC’s facility or in the field.
Working closely together with
OEMs is vital to ensuring the correct filtration products are chosen for a oemoffhighway.com/10056338
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given application. Bitner says edu-
often question how much it costs
of filtration to ensure the longevity
instead, Bitner says customers should
cating them about the importance
to improve the cleanliness of oil;
of a piece of equipment is key, as
be asking ‘What is the cost to me by
not adding fine filtration, or addition-
well. “Many OEM customers don’t
necessarily understand the bene-
al filtration to my machine?’ He says
fits of using high performance or
keeping oil clean reduces warranty
finer filtration,” he says. “That’s why
costs, extends the life of equipment
Eaton focuses on education through
and also extends the life of the oil,
training seminars, webinars, publi-
providing longer service intervals for
cations—anything we can do to get
end users. Working together with the OEMs to educate them about filtra-
of finer filtration.”
tion and determine the best filter for
He says cost is frequently a deter-
their application will ensure they are
mining factor for customers when
getting filtration products that meet
it comes to filtration, but that they
their cost and filtration needs.
Internormen filter line Originating in the industrial world, Eaton’s Internormen filter line was designed to work in high pressure operating environments. The cartridge style filter features a six-layer design; the inner and outer layers are made from stainless steel wire mesh to help reduce electrostatic charges that can build up in filter elements. “When you go to a completely synthetic [material]…it can actually build up an electrical charge which can spark, and that will destroy the filter media,” says Justin Bitner, Product Specialist with Eaton’s Filtration Division. He says the electrical charge can degrade the oil, as well. Two layers of supporting media on the upstream and downstream side of the filter are meant to capture larger particles from the incoming oil and protect the inner layers of filtration media. Bitner says the downstream side protects the finer filtration fiberglass media by capturing any media that may break off from making its way any further through the filter and into the oil flow. In the center are two layers of absolute fiberglass media
designed to capture extremely large particles. By providing two layers instead of one, the filter is able to provide high dirt-holding capacity. The Internormen line includes many different filters, such as the TEF Series which is a tank-top return filter that can be built directly into the reservoir for a more compactly design. Several filters within the line were developed specifically to meet the needs of mobile equipment, such as the newer mobile gate breather filter. This filter removes particles, and features technology which pulls moisture out of the air to eliminate water issues that may arise within the hydraulics system. “We can spend all the time in the world cleaning the oil in the system, but if we don’t have a good breather on the reservoir there’s [still going to be contaminants getting through],” says Bitner. “Not a lot of people are educated on it yet, but I think as time progresses that’ll be more commonplace, removing water and humidity.” Learn more at 11337335.
performance
the message out about the benefits
that doesn’t take time off
Experience responsive performance feel the performance of John Deere engines. Their well-known low-end torque and transient response keep up with your operators and keep your projects on schedule. JohnDeere.com/jdpower
oemoffhighway.com/10056373
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Suck it up An anticipated demand increase in a specialty vehicle for glycol recovery warranted a reevaluation of vehicle efficiency and a system redesign.
by Michelle EauClaire-Kopier
The Glyvac features a three stage fluid separation system that removes 99.9% of glycol from the air stream during the collection process through the patented pick up head. INLAND TECHNOLOGIES CANADA INC.
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Inland Technologies Canada Inc. has technically been in the glycol recovery business since it was Inland Oil back in the 1980s. Inland Oil had a fleet of vehicles that went throughout Eastern
Canada to collect used oil from businesses and garages, which
it recycled and disposed of the waste. “When we picked up the oil, we ended up with the glycols from automotive coolants as
to dispose of them properly,” explains Richard Johnson, Product Development Manager at Inland Technologies.
Canada has strict environmental legislation that prompted air-
ports to start a program to collect the glycol-impacted storm water generated from aircraft de-icing fluid operations. When Inland
received the contract, because of its existing experience in treating automotive glycols, the volume of fluid being handled went from a few thousand liters to over 10 million liters from the Halifax, Nova Scotia airport alone.
The vehicles used at the time for the glycol collection worked
UpTime
well, so we broke them down via biological treatment systems
delivered day after day
well but not at optimal efficiency. Johnson worked with the OEM supplier on small improvements to make the machine more user friendly and efficient. Eventually, Inland saw a potentially huge
increase in industry demand as the U.S. EPA looked to tighten its regulations around airport fluid contaminants, along the same vein as Canada.
Johnson knew there was a strong need for more significant
Experience ultimate uptime
improvements and faster delivery of vehicle production, which
the supplier was not interested in pursuing, as it was a diversified market apart from its core vacuum vehicle product line. “That’s
what drove Inland to look into designing and supplying its own
vehicle, the Glyvac. We went back to the drawing board to make
Run with confidence using the power of John Deere engines. They deliver reliable uptime so you can focus on getting your work done — even in extreme off-highway conditions. JohnDeere.com/jdpower
the vehicle simpler, easier to use and more efficient overall with fewer maintenance needs,” he says.
“The previous vehicle didn’t do a bad job of collecting the flu-
id; it just used a large fan and needed a lot of horsepower to do it. We consulted with engineers to reevaluate the fan collection system, and they were able to redesign it with a much simpler
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Inland Technologies manufactures its patented Glyvac glycol recovery vehicle in Nova Scotia and distributes the vehicles across North America. INLAND TECHNOLOGIES CANADA INC.
air path that would use the intake air
more efficiently. In doing so, we went from using a 325 hp engine to a 175
hp engine and were able to decrease the size of the fan necessary,” Johnson says. That modification alone
translated into about 35% savings in fuel costs.
The Glyvac in action
When the pick-up head goes to the ground, the operator tells the air to
engage from inside the cab with the flip of a switch. The liquid that’s on
the ground is sheared off at a wind speed pressure of approximately
300 kilometers per hour, vaporizing
the glycol. “At this point, we need to reconstitute the vapor back into air and liquid again.”
The patented three-stage fluid
separation system takes the air from the rear intake to the front blower
via three sets of specially designed and configured chevron baffles
of increasingly tightening bends.
Stage one is the gentlest of bends, designed to take out the bulk of
fluid like snow and slush. The second stage takes any remaining droplets
out, and the third and tightest bend oemoffhighway.com/10056076
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INLAND TECHNOLOGIES CANADA INC.
stage removed leftover moisture
system that required the operator
99.9% free of any glycol fluid or
disengage the head each time. “The
from the air. “The cleaned air is
moisture,” says Johnson. “We reuse
the air and force it back through the pick-up head through a narrow gap which speeds it up and the suction process begins again.”
The Glyvac design took the vehicle from a 325 hp engine to a 175 hp engine, decreasing the size of the fan necessary for collection and translating into 35% fuel savings. The fan is driven by a pur-
pose-built closed-loop hydrostatic drive system, where the previous vehicle used a mechanical clutch
to leave the cab to engage and
operators definitely appreciate be-
ing able to stay in the cab, because when these vehicles are showing their true value, it’s freezing cold
efficiency
De-icing is a process done in poor weather conditions, making the collection process critical for the safety of air travelers and ground support staff.
confirmed year after year
and snowing,” says Johnson. The direct drive hydraulic
system’s simpler design with
fewer moving parts also reduced the maintenance time and costs,
and made the vehicle easier to be trained on and operate.
Experience lower operating costs
“We have a long to-do list that
we would like to see on the next
vehicle generation,” says Johnson. “We don’t like to sit still,” says
manage your bottom line with John Deere engine power. it’s built to provide longlasting durability, extended service intervals, and fewer fill-ups. JohnDeere.com/jdpower
Johnson. “It was important then,
and it’s important now that we continue to enhance the vehicle and improve its efficiency, safety and
operation. Whether we achieve this in house or through outside suppliers will be determined in the next phase of vehicle development.”
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Plug in for fuel and emissions savings One manufacturer’s plug-in hybrid system reduces fuel use and emissions by assisting vehicle acceleration and providing engineoff power capabilities.
In June 2013, Odyne Systems LLC
system, Dalum says participating
was chosen to participate in a U.S.
the company with the opportunity
more, 10957821). Through this
How the hybrid system works
by Sara Jensen
OEMs to install its hybrid system on
of the plug-in hybrid system is its
(company information, 10689265)
Department of Energy (DOE) award which will enable the company to
integrate its plug-in hybrid technology into medium- and heavy-duty trucks across North America (learn
award Odyne is working with various over 120 vehicles in 2014. Added directly
onto a stan-
in the award program will provide to closely monitor how its system
performs in various applications and climates.
Dalum says one of the benefits
ability to be integrated in a minimally intrusive way so as not to disturb
the manufacturing process. This also
dard chassis,
ensures the vehicle’s warranty
Odyne’s
remains intact and enables
system in-
the system to be more
corporates
easily scaled to various
regener-
types of vehicles.
The system inter-
faces with Allison
Transmission’s (company
information, 10054989)
fully-automatic transmissions
ative braking,
electric power
conversion and energy
storage technologies to help
reduce fuel costs and emissions.
According to Joe Dalum, Presi-
Added directly onto a standard chassis, the Odyne hybrid system incorporates regenerative braking, electric power conversion and energy storage technologies to help reduce fuel costs and emissions. ODYNE SYSTEMS LLC
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dent and CEO of Odyne Systems, the company is the only participant in
the DOE award providing a plug-in hybrid system for Class 6, 7 and 8 vehicles.
In addition to expanding the
number of vehicles using the Odyne
by connecting an electric motor,
provided by Remy International Inc. (company information, 10055283),
to the transmission’s power take off
(PTO) unit. The electric motor is used to provide hybrid drive functionality
while the vehicle is in motion, as well as capture energy during regenerative braking to help recharge the system’s batteries. In hybrid drive mode the electric motor works in
parallel with the engine and quickly
puts torque into the drive system to provide faster vehicle acceleration.
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The Odyne hybrid system features a PTO (far left blue component), attached to an Allison Transmission, connected via a driveshaft to a Remy electric motor with a hydraulic pump installed on the back of it (the far right blue component). ODYNE SYSTEMS LLC
This removes some of the burden
from the engine to provide all of the acceleration power for the vehicle and minimizes fuel use.
“We’re able to complement the
Logan Direct Drive PTO Clutches
performance of the transmission,”
Clutch
Hydraulic Pump
says Dalum. “When you use our
system on the larger vehicles, it can reduce fuel consumption by up to
50% or more depending upon how
the truck is used. And when you get
into the larger trucks, that is quite an advantage.”
Supplemental power and efficien-
cy is also provided by the hybrid
system’s regenerative braking capa-
bilities. During regenerative braking the electric motor acts as a generator to recapture up to 40 kilowatts of power that would otherwise be
wasted; this captured energy is then used to help recharge the onboard
battery pack produced by Johnson
Controls Inc. (company information, 11461995).
The battery pack allows engine-off
operations at the work site by col-
lecting and storing energy that can
Flexible Coupling
Features:
Advantages:
• Air/Fluid actuation, self• Power on demand – engage adjusting, disc pack drive only when required • Self-contained, corrosion • Ideal for cold start and resistant design hybrid applications • SAE A thru E Splines/ISO • Reduces fuel consumption mounting flanges/bore and lowers emissions and keyway • Prevents over-speeding of • Torque ranges from pumps when disengaged 50 to 2550 lb. ft. PTO Clutch Applications: • Made in U.S.A. • Connect/Disconnect Direct Drives • Mobile or Stationary Auxiliary Drives • Single and Multi-Station Pumps
be used to power various tools or
equipment. “That allows the vehicle to remain in all-electric mode with the engine off,” says Matt Jarmuz,
Director of Sales at Odyne Systems
Patent Pending
LLC. “It provides a quicker return on investment for the end users
by increasing the fuel savings and [reducing] emissions.” Eliminating
the need to run the engine or have
manufacturers of clutches and brake products
www.loganclutch.com
800.525.8824
Cleveland, Ohio • U.S.A.
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a second diesel generator onboard
for work site operations also reduces noise levels—important when
working in urban environments or
communicating on the work site— and is beneficial for those working
in parts of the country with anti-idle laws which stipulate how long, if at all, an engine can idle.
Depending on the needs of the
application, either a 14.2 or 28.4
kilowatt-hour pack is available. In May 2014, Odyne announced the incorporation of advanced tech-
nology within the hybrid system that now enables it to provide
up to 36 kilowatts of exportable
power (learn more, 11459490 and
A view of the hybrid system’s Remy electric motor from the underside of a vehicle. ODYNE SYSTEMS LLC
11459329).
An SAE J1772-compliant charging
system—the same type used on
electric vehicles such as the Nissan Leaf—allows the hybrid system to
be plugged into the grid for battery recharging. Dalum says a 220/240or 110/120-volt plug can be used,
eliminating the need for a dedicated charging infrastructure. “We do
supply a Level-1 charger with the vehicle, so you can recharge the
vehicle off a conventional plug like a 110-volt plug,” he says.
While the battery pack can oper-
ate a long time on a single charge,
if an occasion should arise where it
needs to be recharged but cannot be plugged into the grid, the engine
can be used to recharge the batteries. The hybrid system’s computers will automatically interface with
the engine, turning it on to provide power to the worksite tools or
equipment while simultaneously
recharging the battery pack. Once recharged, the system’s electric
motor and battery resume power-
ing the equipment and the engine turns off again. “That’s different from pure electric trucks,” says oemoffhighway.com/10565042
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Dalum. “They don’t have the ability to be recharged by the truck itself.”
Upgrades for the present and future With the DOE award, Odyne is
making various enhancements to
its existing technology such as the
inclusion of smart grid functionality.
When plugged into a smart grid, the vehicle receives information from
the grid on when the best time to recharge is in order to access the
lowest utility rates while still com-
pletely charging the vehicle’s battery system. “The smart grid capability is an advanced feature which will
allow our truck to have bi-directional communications with the grid in the
cases where the utility has that functionality available,” explains Dalum. The smart grid functionality,
Retrofitting for faster market adoption Along with being integrated at the OEM level, the Odyne plug-in hybrid system can also be retrofitted onto existing vehicles. “[This] allows us to give an option to fleets to more quickly reduce their fuel consumption and emissions on existing vehicles,” says Matt Jarmuz, Director of Sales at Odyne Systems LLC. The capability for retrofitting has become increasingly more important in recent years as the amount of time between vehicle purchases has lengthened due to the extended lifespan of trucks. Retrofitting enables newer technologies designed to offer fuel savings and reduced emissions to come to market sooner. Joe Dalum, President and CEO of Odyne Systems LLC, says the company estimates there are currently over 8 million vehicles on the road weighing 14,000 pounds or more. If it were not possible to retrofit any of those 8 million vehicles with fuel-efficient and emissions-reduction technologies, and they were only available on new vehicles, Odyne estimates it would take decades to make significant in-roads in the fielding of those technologies. “The ability to upgrade existing vehicles in the future will be a very important part of the process of accelerating the adoption of new technology,” says Dalum. Search 11459326 at oemoffhighway.com to learn about Odyne’s grant from the Electric Power Research Institute to retrofit medium- and heavy-duty work trucks in California.
in conjunction with the system’s
ability to provide exportable power, will also be beneficial for future
vehicle-to-grid capabilities, such as putting electricity back into
Metal Tubular Assembly Design and Fabrication
the grid. “You can use your hybrid
system to enhance the stability and performance of the electrical grid,
and in exchange for that the user is potentially eligible for a stream of revenue that might help with the
overall return on investment of the [hybrid] system.”
Upgrades are also being made
to the telematics system, enabling it to collect and transmit data at 1
hertz. “Through that capability we are monitoring the J1939 bus with
a proprietary CAN channel that we have for our hybrid system,” says Dalum. “We’re able to gather a
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about the vehicle every second, and
the operation of the components on system components were upgraded, as well. Each component is able to
• Diesel and automotive engines • On/Off road vehicles • Agricultural vehicles • Emission systems
Flexible Metal Inc., 2467 Mountain Industrial Blvd., Tucker, GA 30084 Tel: (770) 493-1100
tremendous amount of information
the vehicle.” He adds that the hybrid
Production Parts for
www.flexiblemetal.com
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communicate its performance on the hybrid system’s CAN channel, including how much energy it is consuming.
By upgrading the telematics
system now, not only is Odyne able to collect a larger amount of data,
but the company is also preparing its hybrid system for future technology advancements. Dalum says the up-
grade will enable Odyne to dynamically optimize the performance of the hybrid system to better match
how the customer intends to use the vehicle in the field. “As a stepping
stone to that, what we’re doing with the DOE project is introducing two
The plug-in hybrid system can be integrated in a minimally intrusive way so as not disturb the manufacturing process, as well as ensure the vehicle’s warranty remains intact. This also allows the system to more easily be scaled to various types of vehicles.
different types of calibrations for our hybrid system,” he says.
The first calibration optimizes the
efficiency of the vehicle while it’s
ODYNE SYSTEMS LLC
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driving by using more of the stored electrical en-
ergy in the battery while the vehicle is in
motion, helping reduce
fuel consumption. Dalum
says this calibration is best
suited for operators who mainly use the vehicle for driving as
opposed to stationary operations.
The second calibration is better suit-
ed for when the vehicle is stationary; it keeps more energy in the battery
to ensure there is enough energy to use at the work site.
“In the future what we would
like to do is dynamically optimize
the system so that as the operators change their work practices or as
the vehicle moves to new locations, [we’ll be] able to constantly make sure the system is working at its
maximum efficiency,” says Dalum.
“Sending the best calibration to the vehicle in anticipation of how it will
A JDES PD300 power inverter from John Deere Electronic Solutions drives the hybrid system’s Remy electric motor (learn more, 11449077). ODYNE SYSTEMS LLC
be used [will provide] a big benefit; we’ll be able to optimize how the vehicle works in the field. We see
that as a very exciting technology
that we’re looking forward to putting into the vehicle.”
To find more news, products and related content for this article, search the 8-digit codes found within the text at www.oemoffhighway.com
Partnering with Allison Transmission In early 2014, Allison Transmission Inc. endorsed the use of its 3000 and 4000 Series transmissions with the Odyne plug-in hybrid system (read more, 11386797). “We are the only manufacturer that’s been exclusively approved and endorsed by Allison to operate through the power-take off (PTO) of the transmission, and provide hybrid functionality,” says Joe Dalum, President and CEO of Odyne Systems LLC. “And we work closely with Allison through the design process to make sure the warranty of the Allison transmission is maintained.” As the partnership between Odyne and Allison Transmission has progressed over the years, Dalum says there have been benefits for both parties. By collaborating together during the design process, he says Odyne is ensured that it has a robust system while Allison Transmission is guaranteed the warranty on its transmission will remain intact. He also notes that many of Odyne’s customers tend to favor Allison automatic transmissions for their performance. In recent months Odyne has started partnering with various Allison Transmission distributors, such as Inland Power Group of Butler, WI (learn more, 11419846 and 11442547). These partnerships will help facilitate Odyne’s ability to deliver the 120 plug-in hybrid systems for which it’s contracted under a U.S. Department of Energy award. oemoffhighway.com/10055435
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EASTERN REGION:
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