Technical
motors. In our world of turf maintenance, smaller engines (less than 25hp) do not require the sophisticated exhaust after treatment technology such as DPF, so they are excellent for our purposes.
For us, as manufacturers, this simpler type of engine is significantly more economical to buy and, for our customers, it is more economical to run. The combined output, however, can be similar to the horse power of a larger traditional diesel engine driving a hydraulic system.
The need to carry large quantities of hydraulic oil is removed, potential leak points are significantly reduced and lower overall noise levels can be achieved. As electric drives are usually more efficient than hydraulic, the opportunity for fuel savings can usually be realised too. Most of these advantages benefit the end user, environmentally, economically and offer more control in the case of mowers.
For instance, with digital control, Jacobsen were the first to be able to accurately control clip rate (the number of cuts per metre) with their Eclipse series pedestrian and ride on greens mowers. Fuel savings in the region of 30% are achievable. They also removed the hydraulic system completely from the Eclipse ride on, using a small engine to power the generator to run all of the systems on the mower.
Other mower manufacturers are using variations on the hybrid theme, but have retained the hydraulic system to power the traction wheel motors and steering. They use a generator to provide electricity to power the cutting cylinder motors.
There are at least three recognised hybrid architectures known to be effective:
- Parallel: different sources joined at an axis, for instance, an electric bike
- Series: the engine is separated from the drive train; for example diesel-electric trains and the Jacobsen Eclipse mowers
- Series-Parallel: incorporating power-split devices allowing for power paths from the engine to the wheels, which can be either mechanical or electrical such as the Toyota Prius. Recapturing energy from overrun or inertia situations, such as driving downhill, offer yet further efficiency opportunities
Having established the impact a DPF equipped engine has on the cost of the machine, design teams are being driven to look at alternative solutions and technology. This is where many manufacturers of plant and machinery are now introducing or considering hybrid power solutions.
The word ‘Hybrid’ originates in biology, where it relates to the offspring of two plants or animals of different species or varieties. In the modern vehicular world, it’s more usually defined as a vehicle using more than a single power source; in this case, an internal combustion engine and electric power.
So, why hybrid versus some other technology?
The most immediate attraction to machinery manufacturers is that the power requirement for a given product can be generated from two smaller sources rather than one large one. This offers the opportunity to use a smaller engine, usually diesel in the industrial world, augmented by batteries and electric final drive
The Jacobsen Eclipse ® 322 is the company’s latest innovation. It features a hybrid or battery powered system, ergonomic design, and the Jacobsen Classic XP™ reels
PC JUNE/JULY 2016 I 131
In summary, hybrid vehicle technology is here to stay in one form or another. Ever more stringent engine emission legislation will probably accelerate hybrid technology in industrial plant and machinery as it has in the car industry. Hybrid power is now well beyond just being considered a gimmick. It is the future. At Jacobsen we have, and will continue, to embrace it.
Fig.1: Parallel hybrid system: different sources joined at an axis, for instance an electric bike
Fig 2: Series hybrid system: the engine is separated from the drive train, for example diesel-electric trains and the Jacobsen Eclipse mowers
Fig 3: Series-Parallel hybrid system: incorporating power-split devices allowing for power paths from the engine to the wheels, which can be either mechanical or electrical such as the Toyota Prius.
Recapturing energy from overrun or inertia situations, such as driving downhill, offer yet further efficiency opportunities
Page 1 |
Page 2 |
Page 3 |
Page 4 |
Page 5 |
Page 6 |
Page 7 |
Page 8 |
Page 9 |
Page 10 |
Page 11 |
Page 12 |
Page 13 |
Page 14 |
Page 15 |
Page 16 |
Page 17 |
Page 18 |
Page 19 |
Page 20 |
Page 21 |
Page 22 |
Page 23 |
Page 24 |
Page 25 |
Page 26 |
Page 27 |
Page 28 |
Page 29 |
Page 30 |
Page 31 |
Page 32 |
Page 33 |
Page 34 |
Page 35 |
Page 36 |
Page 37 |
Page 38 |
Page 39 |
Page 40 |
Page 41 |
Page 42 |
Page 43 |
Page 44 |
Page 45 |
Page 46 |
Page 47 |
Page 48 |
Page 49 |
Page 50 |
Page 51 |
Page 52 |
Page 53 |
Page 54 |
Page 55 |
Page 56 |
Page 57 |
Page 58 |
Page 59 |
Page 60 |
Page 61 |
Page 62 |
Page 63 |
Page 64 |
Page 65 |
Page 66 |
Page 67 |
Page 68 |
Page 69 |
Page 70 |
Page 71 |
Page 72 |
Page 73 |
Page 74 |
Page 75 |
Page 76 |
Page 77 |
Page 78 |
Page 79 |
Page 80 |
Page 81 |
Page 82 |
Page 83 |
Page 84 |
Page 85 |
Page 86 |
Page 87 |
Page 88 |
Page 89 |
Page 90 |
Page 91 |
Page 92 |
Page 93 |
Page 94 |
Page 95 |
Page 96 |
Page 97 |
Page 98 |
Page 99 |
Page 100 |
Page 101 |
Page 102 |
Page 103 |
Page 104 |
Page 105 |
Page 106 |
Page 107 |
Page 108 |
Page 109 |
Page 110 |
Page 111 |
Page 112 |
Page 113 |
Page 114 |
Page 115 |
Page 116 |
Page 117 |
Page 118 |
Page 119 |
Page 120 |
Page 121 |
Page 122 |
Page 123 |
Page 124 |
Page 125 |
Page 126 |
Page 127 |
Page 128 |
Page 129 |
Page 130 |
Page 131 |
Page 132 |
Page 133 |
Page 134 |
Page 135 |
Page 136 |
Page 137 |
Page 138 |
Page 139 |
Page 140 |
Page 141 |
Page 142 |
Page 143 |
Page 144 |
Page 145 |
Page 146 |
Page 147 |
Page 148 |
Page 149 |
Page 150 |
Page 151 |
Page 152 |
Page 153 |
Page 154 |
Page 155 |
Page 156