Baltic Sands specializes in environmentally sensitive, luxury off-grid property development and real estate, developing homes with a focus on sustainability and unique design enhanced by the surrounding environment.

The company primarily works in remote desert locations where power, water, and utilities aren’t simply scarce — they’re nonexistent. While the lack of a power grid initially presented a challenge with daily charging of electrically powered equipment, it didn’t stop Company Director Jacques Marais and his team from continuing their pursuit of developing environmentally responsible housing with environmentally responsible equipment. They never hesitated to become early adopters of electromobility.

“I started out in construction in my late 20s on large earthmoving projects, but the denuding of vegetation and trees never felt right. I tussled with the idea of earning a decent living while at the same time realizing my responsibilities to the environment. This pilot project with Volvo CE allowed us to pursue the idea of being more ecologically friendly through the adoption of new technologies,”

Marais says.

The commercial pilot is part of a $2 million grant administered by the South Coast Air Quality Management District (AQMD) to accelerate the deployment of zero-emission technologies for off-road mobile equipment, which is one of the major contributors to nitrogen oxide (NOx) emissions in the South Coast Air Basin. The South Coast AQMD region includes Orange County and major portions of Los Angeles, San Bernardino, and Riverside counties, including the Coachella Valley.

Electric machines prove they can hold their own

Through the Volvo CE pilot program, Jacques and his team were able to secure two electric compact machines for development work on remote sites in Southern California — and throughout the trial, they were impressed with the results.

The electric wheel loader reshaped the larger areas, performed the finish grading to assist with stormwater control, and relocated the soil stockpiles for further processing. The machines worked together to efficiently complete eco-friendly tasks each day.

So, how did they perform compared to conventional diesel machines?

“In my opinion, they perform equally in terms of productivity. They’re extraordinary, and they surprised us. In fact, we’d love to have these machines working all the time,”

Marais says.

Running the machines all the time became more of a reality once a planned solar array was installed. It was used to power the machines overnight and during lunch, helping the remote jobs move faster and more efficiently.

This successful operation in extreme conditions bodes well for the viability of electric machines in urban settings — and that’s welcome news to the South Coast AQMD.

“A lot of off-road emissions are in densely populated, environmental justice communities, as well as on farms. Electric construction equipment would be a great opportunity and solution for our region,”

says Ben Benoit, the organization’s Chair.

Reaping the benefits of electric equipment now and in the future

“With these electric machines, noise isn’t a factor — you can talk to an operator as if he or she is standing right next to you. Maintenance hasn’t really been a factor either. These machines were up to par for sure,”

says Aaron Anderson, Baltic Sands’ Dealer Sales Representative at Volvo Construction Equipment & Services.

Marais looks forward to going through the trials again in the near future with the two electric units plus a battery pack to see how charging can be simplified even more. Long term, Marais and the Baltic Sands team are looking at ways to integrate electric machines into their current diesel-powered fleet to see how diesel and electric can work in harmony.

“This is where ideology meets reality. I’m mindful of that and hoping that as early adopters of electromobility, we get it right. I’m pretty excited about getting that under our belt and seeing what the future holds for our company,”

Marais says.

Source: Volvo CE

The post Volvo CE and Baltis Sands Partnership to Pilot Two Compact Electric Machines appeared first on North America FarmQuip Magazine.

FIRA Open Day 2021: the American market and machine automation from John Deere, AGCO, and CNH Industrial

The FIRA Open Day brought together 1000 participants last April 15 to discover new agricultural robot demos and presentations (Monarch Tractor, Earth Rover, Ambit Robotics, Naio Technologies, SITIA, VitiBot…).

It was also an opportunity to explore the state-of-the-art of automation projects of the main tractor manufacturers, with the participation of Kent Brown, Senior Product Manager – Harvesting Automation at John Deere, Andrew Sunderman, Senior Manager, Global Farming Solutions at AGCO Corporation, and Brett McClelland, Product Manager – Precision Agriculture from CNH Industrial (in a debate led by David Frabotta from the American agricultural media group Meister Media).

Finally, a roundtable provided an update on the progress, needs, and challenges of agricultural robot development in the United States. Around the table were gathered Praveen Penmetsa, CEO of Monarch Tractor, Gabriel Youtsey, CIO of the University of California, Walt Duflock, VP of innovation of Western Growers and Alain Pincot, director of Betteravia Farms (in a debate led by Julie Peyrache, Investment Manager for the CAPAGRO investment fund).

World FIRA 2021, December 7 – 9: one hybrid event, two experiences

As the health situation tends to offer better days for on-site events, FIRA plans to reopen to the public in Toulouse (France), while keeping its virtual event as its main format: all in parallel over 3 days of conferences, demos, exhibitions, and business.

The idea behind this virtual format is to offer a double experience to the participants, that is, the possibility to choose to participate online-only, or also in person. They will be able to plan business meetings in advance and enjoy the double experience, with their meetings held directly on-site, or by videoconference with a participant on the other side of the world. As for the speeches, most of them will take place in the amphitheaters of the Congress Center, and will be broadcast live on the online platform.

The theme of this 6th edition, “When the farmers take over robots!” addresses the current challenges of the sector. The objective is to make the farmer an active participant in the reception of his robots from their design to their handling and to meet concretely his daily needs. FIRA USA 2022, in partnership with the University of California and the United States, (particularly California) represent a market that is both mature and sufficiently technophile to support the growth of agricultural robotics.

This is one of the reasons why FIRA chose this part of the world for its first regional edition. With numerous locally-based partners, such as WGA – Growers Western, many manufacturers and producers, and agricultural media, GOFAR consolidated ties with the University of California, the local operator, and co-organizer of FIRA USA 2022 which should be held on-site in March 2022.

The post Agricultural Robotics in Full Swing with the Announcement of the World FIRA 2021 and FIRA USA 2022 appeared first on North America FarmQuip Magazine.

The creative yet practical thinking behind the Steyr Konzept, a striking study of the future of tractor development, has been recognized with a 2020 ‘Good Design‘ award, in the world’s most prestigious prize scheme for design excellence. In addition to the radical styling of the machine, the award also acknowledges its forward-thinking technology, including an innovative hybrid power system combining a conventional engine, a generator, and electric drives.

The post Steyr Wins 2020 Good Design Award for the Steyr Konzept appeared first on North America FarmQuip Magazine.

As manufacturers look to develop off-road vehicles and equipment powered by alternative energy sources, it’s important to consider the various design, safety and servicing implications for end-users.

Machinery powered by alternative energies can share many similarities to that powered by traditional diesel powertrains. However, there will also be many differences. For the agriculture and construction industries to fully reap the benefits of alternative energies, a keen understanding of those differences is essential. Now is the time to develop that keen understanding.

“It is common to see on-highway technologies transfer to off-highway products with a few-year lag,”

said David Langenderfer, technical project leader at  Cummins, who spoke to virtual attendees at AEM’s Product Safety & Compliance Seminar. In other words, that technology transfer could begin taking place sooner than later.

In off-highway applications, today’s most common powertrain continues to be diesel. Langenderfer said the future powertrain is likely to include a high-efficiency, spark-ignited engine with a choice of fuels: gasoline, natural gas or propane. From there, OEMs can step into a range-extending “hybrid” electric vehicle.

“The OEM still takes advantage of a conventional engine, but adds an electric machine to charge the batteries,” Langenderfer said. “The big benefit is that the combustion engine can continue driving the machinery if the battery ends up dying.”

Another future range-extending option could be a fuel cell that uses hydrogen to power a membrane exchange that creates voltage to charge batteries. Then, at the far end of the futuristic spectrum, is a path toward fully electric off-road vehicles and equipment. At that point, there will be much more for manufacturers and end-users to consider.

Drivers behind alternative energies

Conventional wisdom might suggest that “cost” is what is spurring interest in alternative energy sources. Langenderfer shared data from July 2019 that stamps a big question mark on that notion. For instance, the per-kWh price of diesel, gasoline and natural gas was relatively the same. However, the price of electricity was at least 37% higher, and the price of propane was roughly double.

Greenhouse gas (GHG) emission is where you start to see some meaningful advantages with alternative energy sources. Consider the following data measuring GHG emissions during normal machine operation:

• Combustion diesel engine: 296 g/kWh
• Combustion gasoline engine: 293 g/kWh
• Propane engine: 251 g/kWh
• Natural gas engine: 213 g/kWh
• Fully electric powertrain: 0 to 947 g/kWh (depending on generation method)

Fuel cost does come into play once you begin examining consumption. Generally speaking, alternative fuels are more efficient sources of energy. Take a look at the below data on thermal efficiencies:

• Diesel – 38%
• Port fuel-injected gasoline – 25%
• Direct-injected turbocharged gasoline – 35%
• High-efficiency gasoline – 40%
• High-efficiency natural gas – 40%
• Electric motor – 90%+

As you get to those higher efficiencies, fuel consumption goes down because the energy source directs more of the energy into the tractive effort of the machine. That reduces energy use — and that reduces an end-user’s operating cost.

Migrating to propane and natural gas

As Langenderfer pointed out, conventional powertrains are protected for multiple fuel types. Regardless if the machine is fueled by diesel, gasoline, propane or natural gas, there is commonality among the short block, engine mounts, and air and fluid connections.

“Conventional powertrains, independent of fuel type, also have the same FEAD (front-end accessory drive) components. Essentially, there is a plug-and-play piece with respect to conventional powertrains.”

Langenderfer added.

That said, there are some variances when migrating to certain alternative fuels.

The fuel tank is one point of difference. Liquid fuels, including diesel and gasoline, utilize a similar tank made of either plastic or stainless steel. Natural gas and propane require a high-pressure tank.

The cylinder head will need to be constructed of aluminum for a spark-ignited alternative fuel. That is to help pull some of the heat out and eliminate knocking. With a diesel engine, on the other hand, a cast-iron cylinder head remains prevalent for long-term durability advantages.

Differences will also emerge when looking at the combustion piece of an alternatively fueled engine. For instance, diesel uses a high-pressure direct injector. Then, depending on the size of the engine, either glow plugs or a grid heater are utilized as a cold-starting aid. Conversely, a port fuel injector is used for natural gas and propane.

With respect to the aftertreatment system, diesel engines are well-known for components including a DOC (diesel oxidation catalyst), DPF (diesel particulate filter), SCR (selective catalytic reductor) and AMOX (ammonia oxidation catalyst). With a spark-ignited engine, a smaller TWC (three-way catalyst) is utilized.

“As we get further and further down the emissions threshold, you’ll start seeing these catalysts move closer and closer to the engine to help mitigate the amount of fuel required to heat them up,”

Langenderfer said.

From an exhaust system perspective, the peak temperature for diesel exhaust is around 760° C, whereas a spark-ignited engine runs much hotter at 850 to 950° C.

“As we design vehicles with these spark-ignited engines, we’ll have to think about that higher temperature in relationship to where the components are near the engine,” Langenderfer pointed out.

Fuel leaks present some unique challenges with certain alternative fuels. With a liquid fuel such as diesel or gasoline, leaks are easy to spot through regularly occurring visual inspections. But with gaseous fuels such as propane and natural gas, there is no visual cue that a leak has emerged. Thus, a leak warning system is a necessary addition to the vehicle or equipment. Evaporative system requirements must also be met.

In terms of overall vehicle architecture, Langenderfer said there are few differences between diesel and gasoline powertrains. With natural gas, however, it’s likely that two or three fuel tanks will be needed to provide the necessary volume of energy to achieve the same production output (i.e. mileage).

“Because natural gas is such a good fuel, one benefit is that you can likely downsize the engine,”

Langenderfer said.

For instance, the typical diesel engine is a 6.7L. Natural gas could require a 2.8L engine.

“This could provide some additional space under the hood in the engine compartment — without sacrificing power and torque,”

Langenderfer pointed out.

Hybrids, hydrogen, and full electrification

A range-extending electric/diesel vehicle is also relatively comparable to a conventional powertrain architecture — with one additional benefit.

“You are able to go down to a smaller engine because you’re splitting the power between the battery and the engine gen set,”

Langenderfer explained.

In this architecture, the vehicle has a 150kW generator, 74 kWh battery, and a 180 to 200 kW electric machine in the back.

“Depending on the performance requirements of the vehicle, this architecture could also have a gearbox,”

Langenderfer pointed out.

Additional componentry includes a three-phase inverter to convert the AC power from the generator so it can charge the DC battery. A second three-phase inverter is also needed, this time between the battery and electric machine. A DC-DC converter is also required since there is no longer an alternator to charge the 12V or 24V battery.

“An OEM must also add an on-board AC converter/charger so the end-user can charge the battery overnight,” Langenderfer added. “There are also a couple of different connectors such as a Level 2 AC SAE J1772 connector which is 240V AC.”

One thing OEMs must put some thought to with a hybrid architecture is vehicle accessories.

“With a diesel/electric architecture, the engine may not always be running as you operate the vehicle. Therefore, you’ll need a way to electrify accessories such as the power steering pump, AC compressor and cab heater.”

Langenderfer said.

With a range-extending battery/gasoline vehicle, not much changes other than going from diesel to gasoline engine, or even a natural gas engine. This reiterates the point made earlier that OEMs want to have some commonality between powertrain configurations. This gives end-users the ability to choose the best fuel type for a given job site.

Looking further out on the horizon (2030-2035), a range-extending hydrogen fuel tank vehicle enters the discussion.

“As hydrogen fuel costs come down and the cost of a fuel cell comes down, OEMs could look at replacing a conventional internal combustion engine with a fuel cell. In this case, all electric accessories will remain similar — but an OEM will need a high-pressure fuel tank for the hydrogen fuel.”

Langenderfer said.

When off-highway machinery evolves to fully electric vehicle architecture, Langenderfer said a much larger, 150 kWh battery will be required since no engine or hydrogen fuel cell will be helping power the vehicle.

“OEMs will also need to think about the liquid cooling for the battery, inverters, convertors and electric machine itself. Manufacturers will need to think about where they want to package all of those heat exchangers.”

Langenderfer pointed out.

Manufacturers will also encounter a Level 3 DC charger for faster charging, because end users will require a quicker turnaround in order to make fully electric machinery practical for everyday operation.

Speaking of everyday practicality, OEMs looking to leverage alternative fuel sources must consider the implications with respect to productivity, safety, and the ability to service and maintain vehicles and equipment.

Source: AEM

The post AEM Explains New Energy Sources for Off-highway appeared first on North America FarmQuip Magazine.

Volvo Construction Equipment (Volvo CE) unveiled its latest concept machine – known as the LX2 – to industry specialists, policymakers, the media and academics at the Volvo Group Innovation Summit on Wednesday September 12th. The electric compact wheel loader prototype delivers zero emissions, significantly lower noise levels, improved efficiency and reduced operational costs, compared to its conventional counterparts.

The LX2 was presented at the Volvo Group’s fourth Innovation Summit – which was held in Berlin, Germany – alongside autonomous and electromobility innovations from across the Volvo Group. The event focused on infrastructure and transport in cities of the future as well as how new concepts can have a positive impact on society through increased transport efficiency, reduced environmental impact and improved traffic safety. At the summit, Volvo CE also demonstrated its EX2 fully-electric compact excavator prototype and presented the company’s electric site research project.

ELECTRIC OPERATION

The LX2 is a second-generation prototype that is part of a research project and is not commercially available. To make the machine electric, the combustion engine has been replaced with a lithium ion battery. This stores enough electric energy to operate the machine for eight hours in its most common applications, such as light infrastructure construction and landscaping. The LX2 also incorporates two dedicated electric motors, one for the drivetrain and one for the hydraulics. Decoupling the subsystems has led to higher efficiency in both the systems and the entire machine.

“The LX2 is a revolutionary zero-emissions prototype that offers improved efficiency and lower operational costs, without compromising on machine performance,” says Ulrich Faß, Emerging Technologies Manager. “It incorporates the latest advanced chemistry battery technology. As it’s electric, no particulate matter, nitrogen oxide or carbon dioxide are released into the environment. This, together with the fact that it has extremely low noise levels, makes it ideal for use in cities and densely populated areas, as it can be used without disturbing people. This is the same for the EX2 100% electric compact excavator, therefore the machines would be ideally suited to working alongside each other.”

Like the LX2, the EX2 is also part of a research project and is not commercially available. The prototype machine delivers zero emissions, 10 times higher efficiency, 10 times lower noise levels and reduced total cost of ownership compared to its conventional counterparts.

CLEANER. QUIETER. MORE EFFICIENT.

At the summit, Volvo CE also presented its electric site research project which aims to transform the quarry and aggregates industry by reducing carbon emissions by up to 95% and total cost of ownership by up to 25%. Volvo CE and its customer Skanska Sweden are currently testing the electric site solution in a real production environment for ten weeks at Skanska’s Vikan Kross quarry, near Gothenburg, Sweden. The system incorporates prototype electric and autonomous machines including the HX2 autonomous, battery-electric load carrier, the LX1 hybrid wheel loader and the EX1 cable-connected excavator. These machines are part of a research project and are not commercially available.

Source: Volvo Construction Equipment

The post Volvo CE demonstrated the electric compact wheel loader appeared first on North America FarmQuip Magazine.