ZF will have access to SmartWay Program tools to identify and collect critical data points that will generate and quantify freight emission reports, including CO2 and other outputs. This data will enhance ZF’s supply chain environmental management and demonstrate its strong commitment to leadership and corporate responsibility.

“ZF is proud to be designated as a SmartWay Transport Partner and to exemplify the importance of environmental responsibility within the automotive industry. As part of our steadfast commitment to sustainability, we appreciate programs such as SmartWay that directly help us reduce our carbon footprint.”

said Brandon Paquette, Head of Supply Chain Management, ZF North America.

This partnership is the latest environmental program ZF has aligned within recent months. In 2021, ZF announced its enrollment in DTE Energy’s MIGreenPower program, a renewable energy program that allows companies to attribute a percentage of their electricity use to DTE’s wind and solar projects.

”ZF is committed to reaching net-zero carbon emissions by 2040. In order to obtain that goal, we are making incremental improvements across all aspects of our business, including commitments to critical programs like SmartWay, and encouraging our partner carriers to utilize the SmartWay program and verified technologies that improve efficiency and drive a more sustainable economy.”

added Paquette.

Trailer technologies, including aerodynamic devices, have made significant impacts on improving supply chain freight efficiency. The SmartWay Technology Program has verified numerous innovative technologies, which fleets are adopting for their rapid return on investment.

Following its acquisition of WABCO, ZF produces a number of OptiFlow products that feature state-of-the-art design, materials, and technologies helping customers meet U.S. greenhouse gas emission regulations and work toward the SmartWay-certified designation. In February 2017, then-WABCO introduced its OptiFlow AutoTail to North America, among the first aerodynamic tail product in the U.S. to feature automatic deployment and retraction.

OptiFlow AutoTail estimated fuel savings of up to 4.3% based on SmartWay test protocol. OptiFlow AutoTail also reduces CO2 emissions by up to 4.8 tons per trailer per year. The OptiFlow AutoTail was the first to earn EPA SmartWay verification from the National Research Council (NRC), the Canadian government’s premier research and technology organization.

According to the EPA, EPA-verified technologies save fuel and reduce emissions for tractors, trailers, and locomotives. EPA verifies aerodynamic devices, idling reduction equipment, and new and retreads low rolling resistance tires. EPA also designates tractors and trailers equipped with certain combinations of EPA-verified technologies as SmartWay Tractors and Trailers.

Source: ZF

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Raw materials cost and freight rates continue to rise at a dramatic pace in the global commodity markets. Some of the raw materials have shown alarming increases, up to 30%, and can be a cause of concern, calling for further actions few months down the line.

Whilst Yokohama Off-Highway Tires Europe (YOHT) has – and will continue to absorb most of the additional costs, it is inevitable to pass on part of the increase onto the market. The resulting price increases of around 5% will be fairly moderate and be applicable for products from all plants and across the entire YOHT portfolio.

“Customers have received the new price lists at the start of June 2021; the price increase will take effect from 1 July 2021”

explains Koen van Gemert, Head of Finance – Europe, at Yokohama Off-Highway Tires.

The first price increase was implemented on 1^st January 2021, while the second took effect on 1 April 2021. This 3^rd price increase will apply again to the entire portfolio of Yokohama Off-Highway Tires Europe brands (Alliance and Galaxy).

Source: Yokohama

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From 14 to 20 November 2021, Systems & Components will draw a picture of the present and future of mobile automation. The B2B platform for the supplier industry of the entire off-highway sector, which will be held for the fifth time as part of Agritechnica at Hanover exhibition grounds, is supported by the guiding theme: Green Efficiency – inspired by solutions. This topic will be discussed among engineers and technical experts as part of the “Future Lounge” technical program, the digital trade forum of Systems & Components. 

Green Efficiency – inspired by solutions, the guiding theme of Systems & Components, aptly describes the situation in which the designers of mobile machinery from agriculture, the construction industry, and mining find themselves. The vehicles are not only exposed to extreme weather conditions but also environmental conditions like temperature and contaminants, which place enormous demands on the robustness of the technologies and materials used.

Added to this are the growing demands for digitalization and automation of the individual assemblies used in work machines. Intelligent mechatronic assemblies are increasingly being integrated to improve the precision and safety of mobile machinery. Above all, however, it is the desire to increase productivity and reduce the ecological footprint that now drives off-road technology developments.

Requirements for the technology drivers of tomorrow

The experts agree on one thing: Internal combustion engines will remain an important pillar in heavy off-highway applications in the medium to long term. They will continue to be used even after petrol engines in passenger cars have been replaced by alternative concepts. However, the ever-stricter exhaust emission limits pose an increasing challenge for manufacturers of heavy-duty engines. With the introduction of the EU Stage V emission standard, the permissible emission values have been pushed down even further.

At Systems & Components, this will result in a more energy-efficient engine portfolio that combines emission specifications and market requirements. In order to comply with the particle number limit, which has been a legal requirement since 2019, exhibitors are focusing on modular exhaust after-treatment, Selective Catalytic Reduction (SCR) catalysts, and particulate filters.

In addition, on the agenda in Hanover are further technical concepts that aim to achieve maximum flexibility in fuel selection – an important aspect on the way to a carbon-neutral future that is being discussed in the digital trade forums of the “Future Lounge“. The presentations will also deal with the use of so-called e-fuels or power-to-liquid fuels, as well as the large area of e-mobility. Modular scalable drive trains and downsizing promise measurable cost and emission advantages.

Ready for electrification

Systems & Components shows how off-highway electrification works in practice. This trend is reflected at the trade fair grounds in hybrid concepts that combine smaller and lower-emission diesel engines with electric drives and lithium-ion batteries. The solutions represent a further option, especially for low-load applications in material handling and compact construction machinery. The electric motor is mechanically connected to the diesel engine via a gearbox with an integrated disconnect clutch. This also enables the vehicle to operate purely electrically.

Another advantage of hybridization is the option of implementing additional functions for energy recovery or of operating auxiliary units such as the Power Take-off (PTO) electrically. The electrification solutions offered by the system suppliers range from motors and inverters to hydraulic pumps, transmissions, and battery solutions. In the “Future Lounge”, the digital trade forum of Systems & Components, this topic is discussed in-depth among engineers and technical experts.

M2M communication in the field

Designing digitalization as a sustainability engine for agriculture is another aspect that Systems & Components is aiming at with its guiding theme

“Green Efficiency – inspired by solutions“. The prerequisite for this is the intelligent and targeted management of agricultural land – in line with Precision Farming, a mega-trend which the exhibitors in Hanover will address with intelligent solutions. The aim is always to obtain a differentiated knowledge of all essential aspects of the field and crops with the help of various sensor systems. As a result, the demands for precision, safety, and performance in the field are increasing.

Seed drills, fertilizing and harvesting machines are being digitally upgraded step by step. They are being networked with the tractor and act increasingly autonomously. The advent of Machine to Machine (M2M) communication not only makes it possible to control agricultural implements from the tractor cab but with TIM, the Tractor-Implement Management system, it also works the other way round.

Already today, seed drills, sprayers, or balers equipped with TIM technology can give commands to a tractor via the ISOBUS to independently optimize their workflow. Even though by no means all devices are equipped with this feature in practice: The steadily growing number of electronically controlled components is pushing the ISOBUS architecture to its performance limits.

Ethernet-based backbones are paving the way for high bandwidths, as required for real-time M2M communication or cloud-based diagnostic functions. Which bus system in the future – the high-speed ISOBUS, which is currently being worked on as a priority, or the open-source protocol POWERLINK – is likely to be one of the main topics of discussion at the B2B trade fair.

Smart sensor technology takes over driver assistance

In addition to GPS positioning systems, the prerequisite for autonomous and semi-autonomous working machines are above all sensors for short and long-distance monitoring. Their task is to detect objects and persons in the vicinity, to relieve the driver, and therefore ultimately to prevent injury and damage to man and machine.

In the development of 3D cameras, LiDAR sensors or laser scanners, ultrasonic and tilt sensors, encoders and inductive proximity sensors, as well as intelligent assistance systems, the exhibitors at Systems & Components rely on a broad range of technologies. Recent innovations include steer-by-wire technologies, where the steering column can be removed and replaced, allowing smaller, more precise mechanisms such as joysticks or mini steering wheels. The result is solutions that not only provide additional flexibility in cockpit design but also help to reduce the operator’s workload, therefore improving productivity.

On the way to autonomous working machines

The outlook for Systems & Components shows: It will take several more years before electrically driven and autonomously driving working machines to dominate construction sites and agricultural land. With the industry know-how and a broad portfolio of digital technologies, the exhibitors at the Hanover trade fair grounds will accompany the upcoming change in the off-highway sector. Technically, the way to automated driving is already paved by assistance systems and sensor technology. But which approaches promise the greatest success for practical application? From 14 to 20 November 2021, Systems & Components will provide answers to this question and invite discussion on the opportunities and challenges of new technologies.

Source: Agritechnica

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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.

The new technologies demonstrate how Dana offers modular systems that support both bolt-on and fully integrated approaches to vehicle design. Dana’s flexibility helps manufacturers reduce system complexity, shorten the time to develop and introduce new products, and facilitate the introduction of innovations into the vehicle life cycle.

Dana has a deep portfolio of Spicer axles, transmissions, and driveshafts for traditional applications driven by internal-combustion engines, as well as a full range of electric motors, inverters, and controllers for low- and high-voltage applications ranging from 24 to 800 volts.

Additionally, Dana supplies motion systems for work functions as well as advanced sensors and controls developed to optimize productivity, maximize life, and reduce maintenance.

“Performance, efficiency, and modularity are the top needs for manufacturers of material-handling equipment,”

said Aziz Aghili, president of Dana Off-Highway Drive and Motion Systems.

“Dana’s new generation of innovations provide the lowest total cost of ownership by helping equipment buyers navigate the challenges of Industry 4.0, human-to-machine communication, autonomous vehicle operation, Big Data, and the end-to-end digitization of supply chain processes.”

New Low-Voltage, High-Efficiency Motor

Dana has launched a new 48- to 120/144-volt synchronous reluctance internal permanent magnet (SRIPM) motor targeted for Class I electric lift trucks, sideloaders, and mobile elevated work platforms (MEWPs). Delivering up to 95 percent efficiency, the motor prolongs battery life and extends duty cycles by delivering higher power density than the AC motors typically used in these applications.

Currently available for field testing by equipment manufacturers, the motor offers continuous power from 20 kW to 60 kW, and peak power from 30 kW to 70 kW. It is scheduled for production in late 2020.

The new motor joins the wide breadth of technologies from Dana that allow manufacturers to address the specific performance, power, torque, and NVH requirements of any given material-handling application. Dana offers low- and high-voltage solutions including SRIPM, synchronous reluctance (SR), internal permanent magnet (IPM), and AC induction motors.

The motors can be combined with Dana’s inverter, controller, software, and drive products to deliver a comprehensive system solution for original-equipment manufacturers.

Spicer 141 Axle

Designed for Class I, IV, and V industrial lift trucks, the Spicer 141 axle is a scalable, modular platform built for heavy loads while offering durability, reliability, and ease of maintenance.

Available now for cushion- and pneumatic-tire forklift trucks, the Spicer 141 axle offers a wide range of ratios to optimize tractive performance. Available with wet brake and drum brake configurations, the new series of axles includes a variety of mast and frame mounting options. Its new lifetime wet brake offering comes standard with an internal spring-applied hydraulic-release (SAHR) parking brake to support industry safety initiatives.

Source: Dana Incorporated

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