40
BREAKOUT SESSION C
Fans, Pumps, Actuators, Sensors, Waste Heat Recovery/Utilization, Heat Storage, Brake
Cooling, Auxiliary Power Units
Cooling, Auxiliary Power Units
Facilitator:
Mike Russell, Kenworth Truck Co.
Recorder:
Ray Fessler, BIZTEK Consulting, Inc.
Participants:
David Allen, Engineered Machined Products, Inc.
Jim Bailey, Borg-Warner Cooling Systems
Jeff Berge, Thermo King Corp.
Rodge Brooks, Sanden International
Phillip Cutler, Engineered Cooling Systems
Keith Karasek, AlliedSignal, Inc.
Michael Lasecki, Engineered Machined Products
David Twichell, Valeo Engine Cooling
David Allen, Engineered Machined Products, Inc.
Jim Bailey, Borg-Warner Cooling Systems
Jeff Berge, Thermo King Corp.
Rodge Brooks, Sanden International
Phillip Cutler, Engineered Cooling Systems
Keith Karasek, AlliedSignal, Inc.
Michael Lasecki, Engineered Machined Products
David Twichell, Valeo Engine Cooling
Summary:
After self-introductions, each of the 20 suggested discussion topics was discussed
very briefly. Virtually every one had some potential benefits in terms of fuel efficiency
(increased mpg), performance, weight reduction, and/or cost reduction. However, the
strong consensus was that variable-speed drives, pumps and compressors were the most
important topics. These variable-speed components would allow designers to optimize
system-level efficiency and performance, plus reduce cost, reduce weight, and increase
durability. Variable-speed pumps could be applied to a variety of systems including EGR,
HVAC, and engine cooling.
(increased mpg), performance, weight reduction, and/or cost reduction. However, the
strong consensus was that variable-speed drives, pumps and compressors were the most
important topics. These variable-speed components would allow designers to optimize
system-level efficiency and performance, plus reduce cost, reduce weight, and increase
durability. Variable-speed pumps could be applied to a variety of systems including EGR,
HVAC, and engine cooling.
The primary barrier to the use of variable speed components is availability of
electric power; a 42-volt electric system would be needed. The 42-v level has been
accepted by the industry in principle (even though not in practice) because it is
comfortably below the level where an electric shock can be felt (about 50 v) and well
below the lethal level of about 70 v.
accepted by the industry in principle (even though not in practice) because it is
comfortably below the level where an electric shock can be felt (about 50 v) and well
below the lethal level of about 70 v.
While everyone in the room agreed that a 42-v system would be far superior to the
current 12-v system, it was not immediately obvious why the industry had not converted
to the higher-voltage system. Clearly, changing the voltage is not a trivial matter. It would
require changing every system on the truck that used electricity. This would include
lights, radios, and microprocessors. In order to deal with the existing fleet and its 12-v
system in addition to future trucks with a 42-v system, manufacturers would have to
to the higher-voltage system. Clearly, changing the voltage is not a trivial matter. It would
require changing every system on the truck that used electricity. This would include
lights, radios, and microprocessors. In order to deal with the existing fleet and its 12-v
system in addition to future trucks with a 42-v system, manufacturers would have to