1. De Constant Speed Power Take Off Improving performance and fuel-efficiency, using a CVT for driving auxiliary equipment on distribution trucks Daniël de Cloe Bram Veenhuizen Nort Liebrand Automotive Engineering Science, Technische Universiteit Eindhoven Friday, 24 September 2004

2. 1.Introduction 2.Working Principle of the CS-PTO 3.Design & Development of the CS-PTO 4.Electromechanical Actuation System and Ratio-Control 5.Testing and Implementation of the CS-PTO 6.Performance results of the CS-PTO 7.Present and future developments 8.Conclusions Contents of the presentation

3. The ideal driving principle for auxiliary equipment in distribution trucks: - The required amount of power is always available when needed - The efficiency of the driving principle is high - The noise emission of the driving principle is low - The total weight of the driving principle is low 1. Introduction Slide 3/26 85% of the market is using a small diesel-unit as a power source 10% of the market is using the truck engine as a power source

4. Present driving principles for auxiliary equipment in distribution trucks: 1. Introduction Slide 4/26 available power 050010001500200024003000 0 primary engine speed [rpm] truck engine diesel-unit

5. 1. Introduction Continuously Variable Transmission to optimize the required power Slide 5/26 Truck engine as power source New regulations concerning emissions (exhaust gases & noise): Market demand for a silent, clean and efficient driving principle, that delivers optimal or constant power when needed.

6. 2. Working principle of the CS-PTO Truck Engine Variable (PTO) Speed Optimal or constant output speed CVT unit Variable input speed Slide 6/26

7. Comparison with present driving principles for auxiliary equipment: Slide 7/26 available power 050010001500200024003000 0 primary engine speed [rpm] diesel-unit truck engine diesel-unit truck engine CS-PTO 2. Working principle of the CS-PTO

8. From concept to market introduction in 2 years… -January 2002:preliminary research & concept design concept market introduction 5 months -May 2002:detailed design, prototype development 9 months -September 2002:1st prototype, testing and optimization (test-rig) 13 months -February 2003:implementation in a distribution truck (2nd prototype) 18 months -July 2003:Start development of new applications 24 months -January 2004:Presentation new driving principle (market introduction) 3. Design & Development of the CS-PTO Slide 8/26

9. 3. Design & Development of the CS-PTO CS-PTO development, in cooperation with Aichi Machine Industry Nagoya, Japan: Specifications Aichi-CVT: -Dry hybrid belt -Electromechanical actuation -Compact & lightweight -Air cooled -High efficiency Slide 9/26

10. 3. Design & Development of the CS-PTO Development of the first CS-PTO Prototype: Slide 10/26

11. 4. Electromechanical Actuation System and Ratio-Control Primary pulley of the electromechanical Actuation System: Electric motor Spindle mechanism transmission gears Translation of pulley sheave Slide 11/26

12. 4. Electromechanical Actuation System and Ratio-Control Secondary pulley of the electromechanical Actuation System: Air cooling fins Torque assist Compression spring Slide 12/26

13. Ratio Control System structure: 4. Electromechanical Actuation System and Ratio-Control Model of actuation system & CVT Controller Slide 13/26

14. Ratio Control System functions: - Minimize the ratio error - Prevent slippage of the belt 4. Electromechanical Actuation System and Ratio-Control Slide 14/26 Required input for the controller: -Primary pulley speed (REV 1) -Secondary pulley speed (REV 2) -Primary pulley position (PPS)

15. 5. Testing and Implementation of the CS-PTO Testing the first CS-PTO Prototype, driving a 15 kW refrigeration-unit: Digital Analog Control System (DACS) developed by the University (TU/e) Slide 15/26

16. 5. Testing and Implementation of the CS-PTO Testing the first CS-PTO Prototype, driving a 15 kW refrigeration-unit: Slide 16/26 Electric motor (80 kW) CS-PTO Prototype Generator & Refrigeration unit (22 kVA & 15 kW)

17. 5. Testing and Implementation of the CS-PTO Measured CVT efficiency: The efficiency is higher than 90% when the primary torque is more than 20 Nm… CS-PTO Application: The lowest primary torque of the CVT-unit is 24 Nm… Slide 17/26

18. Measured performance on the test-rig (European Transient Cycle): 6. Performance results of the CS-PTO Slide 18/26 CVT input speed CVT output speed Ratio-shift is too slow (compression spring)

19. 6. Performance results of the CS-PTO Implementation in a refrigerated distribution truck (DAF CF75): Slide 19/26

20. 6. Performance results of the CS-PTO High load torques on the CVT-unit, because of peak currents at start-up Slide 20/26

21. 6. Performance results of the CS-PTO Built-in soft-start strategy to reduce the required power at start-up Slide 21/26 1800 rpm, 30 Hz unit on unit off 3000 rpm, 50 Hz The CVT control system senses that the unit is on and shifts up the auxiliary unit switches on at 30 Hz, resulting in much lower load torques the auxiliary unit runs at 50 Hz, 380 V equal to electrical power from the net the auxiliary unit is switched off The CVT control system senses that the unit is off and shifts down to 1800 rpm, 30 Hz

22. 6. Performance results of the CS-PTO Performance results of the CS-PTO application in city distribution: Present concept CS-PTO concept Slide 22/26 Test-conditions: mid-summer day 32 degrees Celsius two distribution trucks identical routes

23. 6. Performance results of the CS-PTO Performance of the Constant Speed Power Take Off Slide 23/26 measured performance Power always available when needed ideal driving principle High efficiency / low fuel consumption Low noise emission Low overall weight 5.6% fuel consumption reduction (compared with a truck engine without CS-PTO) Total weight of the CVT-unit is 25 kg (total weight of the CVT-unit and generator is 100 kg) Maximum noise emission of 57 dB(A) (officially measured on a CS-PTO driven refrigeration-unit) 100% power available while driving (maximum truck engine speed range of 4.5 [-])

24. 7. Present and future developments Slide 24/26 Future developments Development of CS-PTO production Standard implementation of CS-PTO’s on trucks Development of a smaller CS-PTO with higher power density Present developments Development of (new) CS-PTO applications on different types of trucks Development of new ratio control functions for CS-PTO-applications Development of easy-adjustable ratio control software

25. -A new and efficient driving principle for auxiliary equipment on distribution trucks is presented 8. Conclusions Slide 25/26 -A small and compact CVT-unit is used to transform the variable engine speed into an optimal or constant speed -The performance of the auxiliary equipment can be optimized to performance, fuel-efficiency or noise-emission -The CS-PTO has a big market potential and many new applications are developed -Preparations are made for CS-PTO production in higher numbers -In cooperation with truck manufacturers, standard implementation of the CS-PTO is discussed

26. Thank you for your attention Slide 26/26