{"id":30399,"date":"2009-10-02T19:50:03","date_gmt":"2009-10-02T19:50:03","guid":{"rendered":"https:\/\/zonda-develop.go-vip.net\/concrete-construction\/article\/future-engine-technology_o"},"modified":"2009-10-02T19:50:03","modified_gmt":"2009-10-02T19:50:03","slug":"future-engine-technology_o","status":"publish","type":"post","link":"https:\/\/zonda-develop.go-vip.net\/concrete-construction\/how-to\/repair\/future-engine-technology_o\/","title":{"rendered":"Future Engine Technology"},"content":{"rendered":"
<\/div>

Contractors are concerned about equipment operating costs\u2014fuel, maintenance, tool efficiency (unit of work achieved per unit of time), and the useful life of the equipment.<\/p>

Given the rising cost of fuel, contractors may put fuel efficiency near the top of this list, especially for equipment with large engines. Engine manufacturers strive to accommodate these fuel economy needs, but their current goals focus on limiting exhaust pollutants. Managing nitrogen oxide (NOx) compounds, hydrocarbons, particulate matter, and carbon monoxide (CO) emissions from all nonroad engines (gasoline and diesel) is mandated by the Environmental Protection Agency (EPA) and can happen at the expense of fuel efficiency.<\/p>

EPA requirements<\/h3>

Before the EPA began regulating engine exhaust pollutants, manufacturers focused more on engine efficiency\u2014running equipment longer on less fuel. But growing concerns about air pollution moved the EPA to develop emission regulations. The regulations relate to engine size and type of fuel, and establish timelines for compliance. Joe Mastanduno, product marketing manager for the engines and drive-train division at John Deere, Moline, Ill., says much of the emphasis for engine manufacturers currently is focused on meeting these emission standards.<\/p>

Since 2006, Tier 3 regulations have been in place. Tier 4 emission standards phase in over several years, starting with diesel engines below 25 hp, which took effect in 2008; Tier 4 requirements for gasoline and diesel engines above 75 hp and phase in between 2011 and 2014.<\/p>

Even with these stringent regulations, engine manufacturers expect further reduction in exhaust pollutants. Bill Gearhart, construction division marketing and production manager for Yanmar, Adairsville, Ga., says this resulted when manufacturers made it clear they would have trouble economically reaching Tier 4 requirements. J.J. Zeilstra, emissions standards engineer for Kubota Engine America, Lincolnshire, Ill., adds that Tier 4 provides manufacturers a phase-in option to introduce new NOx-reducing technology.<\/p>

Engine manufacturers<\/h3>

Equipment used by concrete contractors is powered by engines ranging from small two-cycle gasoline engines to 100-hp units that use gasoline-oil mixtures, gasoline, or diesel fuel. Low horsepower engines from 2\u00bd to 36 hp tend to use gasoline, while larger engines generally take diesel.<\/p>

Manufacturers want simple engine designs that provide good fuel efficiency, low exhaust emissions, and rugged durability. But as the industry moves toward Tier 4 requirements, these characteristics become more difficult to meet and the focus changes to satisfying EPA standards. Tier 3 and 4 regulations are most restrictive on higher horsepower engines because they can sustain the cost for reduced-emission technology and emit a higher quantity of emissions by volume. Here’s what some companies are doing to control emissions.<\/p>

Gasoline engines.<\/strong> Mark Johansen, a senior product manager for Kohler Engines, Kohler, Wis., says developed closed-loop fuel injection technology for all their commercial engine models (19 to 40 hp) will be completed by March 2010. Computer chips will monitor exhaust components, including unburnt fuel, NOx, and CO, and adjust spark timing and fuel mixture accordingly. He says this increases fuel efficiency by 15% to 25%. They predict fuel savings will pay for the increased engine prices in less than 18 months of use.<\/p>

Scott Conner, an assistant vice president for the Honda Engine Co., Alpharetta, Ga., says his company’s goal is to produce more power per cubic centimeter of piston displacement, reduce fuel consumption by 15% to 25%, and reduce exhaust emissions by 30%. Because Honda also manufactures cars, there are cooperative efforts between divisions to redesign combustion chambers and pistons, reduce emissions, and accomplish efficiency goals.<\/p>

All Briggs & Stratton engines are gasoline models ranging in size from 2\u00bd to 36 hp. Dan Roche, a marketing manager for Briggs & Stratton, Wauwatosa, Wis., explains the company’s goal is to keep engine designs simple and practical, focusing on air-cooling systems and rugged durability. One example of practical technology is the low-rpm Vanguard v-twins that uses large displacement and high torque to complete the same amount of work as a smaller engine at a higher rpm.<\/p>

Diesel engines.<\/strong> Diesel engine manufacturers are looking for inexpensive solutions, which are possible for Tier 4 Intermediate engines but not when Tier 4 regulations become effective. Zeilstra says a problem that arises when you reduce NOx gases by retarding engine timing is an increase in the amount of particulate. If you advance timing, you can limit particulate but that will increase NOx. So manufacturers choose which emission to control.<\/p>

Gearhart says exhaust gas recirculation also addresses the problem of NOx. Higher combustion temperatures create more NOx and less particulate so recirculating some cooled exhaust gas through the combustion chamber, temperatures are reduced and the amount of oxygen is limited\u2014more unused oxygen, less NOx.<\/p>

Mastanduno says yet another way to manage NOx emissions is with variable geometry turbochargers (VGT). Deere includes VGT on its engines to manage the amount of oxygen that initially enters the cylinder. He says that by 2011, they also will include heavy particulate filters to control the particulate side of the emissions equation.<\/p>

Some diesel manufacturers are using common rail fuel systems to electronically meter fuel into combustion chambers in just the precise amount at just the right time. Common rail injection is much more accurate than the mechanical injector pump systems. By replacing injector pumps with electronic meters, exhaust gases can be monitored to make fuel adjustments similar to gasoline engine technology.<\/p><\/div>

Equipment manufacturers<\/h3>

A few construction equipment companies, such as Caterpillar, in Peoria, Ill., and Deere, manufacture their own engines. This gives them the opportunity to design the entire system, from engines to equipment. Mastanduno says Deere is exploring the possibility of using generators and electric motors, and foresees the day when an electric motor powers each wheel of some construction equipment.<\/p>

<\/p>

Other companies are increasing the efficiency of their products, sometimes with simple solutions. Kelly Moore, a product manager for Mustang and Gehl skids-teers, Gehl, West Bend, Wis., says they offer a foot throttle\u2014a feature found on trucks and cars. The operator saves fuel by adjusting the speed of the engine to perform the required task. It comes standard when owners order hand-operated steering and bucket controls.<\/p>

Mike Fitzgerald, product specialist for Bobcat, West Fargo, N.D., says the fuel effiiency of an engine isn’t the only thing that counts. Their redesigned hydraulic systems feature better pressures and flow rates to attachments to increase performance. According to Fitzgerald, Bobcat’s new excavator has less horsepower but performs better than their previous model. \u201cWhat counts is the amount of material that can be moved in a unit of time or by a gallon of fuel,\u201d he says.<\/p>

Allen Engineering, Paragould, Ark., uses a wide variety of engines on its concrete placing and finishing tools: air-cooled and liquid-cooled gas engines and diesels covering a wide range of horsepower. Jay Allen, president, says they try to keep up with new regulations because they become responsible for installing equipment, such as gas tanks, when they aren’t mounted directly on the engine. \u201cWe also are watching Caterpillar generator-electric motor technology developments for powering equipment and foresee the day when our ride-on trowels might be powered by two electric motors and a generator,\u201d he says.<\/p>

Specializing in generators, Wacker Neuson Co., Menomonee Falls, Wis., manufactures a wide range of tools as well. The company optimizes the design of its mobile generators to match the diesel engine power curves. In some cases, this helps the engine get better fuel economy than competitors’ units using the same engine.<\/p>

Breakthrough technology<\/h3>

<\/p>

Caterpillar currently is beginning production of its new D7E electric drive track-type tractor. According to Mike Betz, engineering manager for advanced tractors, the main components include a diesel engine downsized from the model’s predecessor, an AC 480 V generator, an inverter, and two electric motors. There are no belts on the engine and significantly less drivetrain to maintain. \u201cWe eliminated more than 60% of the drivetrain moving parts compared to our previous model and there is an overall 25% improvement in fuel efficiency,\u201d he says. This means more cubic yards of material per gallon of fuel is moved than by its predecessor. Caterpillar earned an EPA Clean Air Excellence Award for the machine in 2008.<\/p>

There are interesting developments for two-cycle engines as well. Without adding a single moving part Stihl Inc., Virginia Beach, Va., increased the fuel efficiency of the engines on its new cutoff saws, while at the same time reduced emissions by 44% compared to previous models.<\/p>

Ian Hunt, applications specialist for Stihl, says, \u201cIn a typical two-cycle engine, the piston travels down in the combustion stroke exposing two ports in the side of the cylinder: one for exhaust and one for intake. The downward moving piston increases the pressures in the crankcase containing the fuel-air mix, pushing it into the cylinder, forcing exhaust gases out. But in the process, some of the fuel-air mix also goes out of the exhaust port, adding to the emission pollutants. By adding a fresh air port between the crankcase and the cylinder, fresh air enters the cylinder first and pushes the exhaust gases out, resulting in only a small fraction of the fuel-air mix escaping.\u201d<\/p>

Stihl also developed highly biodegradable oil to mix with gas so that exhaust particulate degrades within a short period afterward.<\/p>

Where the industry stands<\/h3>

While manufacturers meet Tier 3 emission requirements, they are focused on Tier 4 regulations. Real breakthrough technology is being achieved but more is on the way. Control of emissions is a primary goal right now because any company that can’t meet EPA standards doesn’t have a product to sell. But there are gains in fuel efficiency and productivity too, and everyone is getting a handle on higher durability.<\/p><\/div> ","protected":false},"excerpt":{"rendered":"

Contractors are concerned about equipment operating costs\u2014fuel, maintenance, tool efficiency (unit of work achieved per unit of time), and the useful life of the equipment. Given the rising cost of fuel, contractors may put fuel efficiency near the top of this list, especially for equipment with large engines. Engine manufacturers strive to accommodate these fuel […]<\/p>\n","protected":false},"author":0,"featured_media":30400,"comment_status":"closed","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":{"_jetpack_newsletter_access":"","_jetpack_dont_email_post_to_subs":false,"_jetpack_newsletter_tier_id":0,"_jetpack_memberships_contains_paywalled_content":false,"_jetpack_memberships_contains_paid_content":false,"scheduledNewsletterDates":[],"_scheduled_newsletter_id":0,"footnotes":"","jetpack_post_was_ever_published":false,"zonda_content_type_url_append":"_o","zonda_dfp_zone":"","zonda_exclude_recommended_contents":false,"zonda_exclude_most_popular":true,"zonda_exclude_tagged_results":false,"zonda_eyebrow":"Features","zonda_last_newsletter_date":"2099-12-31T23:59:59.999-05:00","zonda_original_url":"","zonda_pdf_version":0,"zonda_print_headline":"Future Engine Technology","zonda_promo_abstract":"Contractors are concerned about equipment operating costs\u2014fuel, 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