help assure engine starting with no dependence on the state of charge of onboard batteries and perform well under less-than-ideal weather conditions, making the vehicle’s operation more reliable. Moreover, they say the application of ultracapacitors is economically benefi cial because they extend the service life of a diesel engine’s starting system and lessen maintenance expenses and fuel waste. Ultracapacitors are partially taking the place of batteries for their light weight, high current delivery and ability to store energy for extraordinarily long periods. Now, big ultracapacitors are a reality for replacing some of the lead-acid batteries for starting heavy duty diesel engines. SYSTEM MANUFACTURERS Currently, two manufacturers in the U.S. are in production, applying ultracapacitor starting systems to heavy trucks. One is Maxwell Technologies (www.maxwell. com), a developer and manufacturer of ultracapacitor-based energy storage and power delivery solutions. It uses its symmetric ultracapacitors, developed for a wide range of applications, including those used in the Lincoln Continental stop-start unit. Th e other company is Kold Ban International (www.koldban.com), a provider of engine starting solutions for heavy trucks and locomotives. It takes a diff erent approach and uses asymmetric ultracapacitors. Together, these two are pioneering and popularizing CSS in the heavy duty truck industry. Asymmetric capacitors have a higher energy density than their symmetric counterpart due to increased capacitance and higher cell operating voltages. THE BASICS Essentially, the ultracapacitor is a diff erent type of electrical energy storage. A lead-acid battery uses reversible chemical reactions when charging and discharging. It generates heat in both directions, and generally, it is around 70 percent effi cient. Because the batteries wear out with cycling, they last only around two to fi ve years. Since the Online Exclusive The whitepaper, How ultracapacitors improve starting reliability for truck fl eets, by Maxwell Technologies, can be found at: VehicleServicePros. com/12210396. charge/discharge is chemical, batteries are temperature dependent. A capacitor stores electrical energy physically as a charge on a plate. Th is physical process is around 98 percent effi cient, can cycle millions of times and has a life of 15 years or more. Th e voltage at -40 degrees F is only a few percent less than at 80 degrees F. Because the charged plates can discharge almost instantaneously, the ultracapacitor storage is perfect for starting systems that have a very high current demand over a short duration. Conventional lead-acid batteries are much better at steady, moderate current over long durations. One of the problems today is that in their manufacture, lead-acid batteries must be compromised and over-sized to be able to provide high starting current. Th e ideal setup with CSS is to substitute one or even two of the vehicle batteries with an ultracapacitor setup for starting and use the remaining lead-acid batteries – preferably an Absorbent Glass Mat (AGM) deep-cycle battery – to handle the other electrical loads like ECUs, lights and hotel loads in the sleeper. DIFFERENT SYSTEMS Maxwell’s Engine Start Module (ESM) is sized to do just that. Housed in a blue plastic box, the ultracapacitor stack and associated electronic controller are integrated and it has the standard Group 31 battery footprint. Weighing just 21 lbs, it off ers a weight savings of approximately 40 lbs by replacing only one battery. Rated at an equivalent 1,800 CCA (cold cranking amps), it can promptly start up a big-bore diesel engine, even down to -40 degrees F, in half the time a lead battery can. In a Maxwell webinar, Jeff Brakley, the company’s senior product manager, said that during the 2013 Polar Vortex that saw all 50 states experience temperatures from freezing to -40 degrees F, many customers using the Maxwell product found that ESM-equipped trucks would start when others with all-battery starting systems simply would not. For many truckers, a winter no-start or a Monday morning no-start aft er leav- Continued Page 19 How clean is your vehicle fuel? By David A. Kolman, Editor A clean fuel storage tank ensures that the highest quality of fuel is ready for use in vehicles. Not only does highquality fuel keep trucks on the road, it reduces the costs and downtime that can be associated with engine breakdown and repairs, negatively impacting a fl eet’s bottom line due to added expenses and reduced productivity. When it comes to fuel storage, today’s more expansive range of fuel formulations presents many challenges for a fl eet,” says Peter J. Cochefski, director at Ryder Fuel Services, a provider of fuel management programs that is a subsidiary of Ryder System. “One of the most signifi cant is that the new fuels, such as ultra low sulfur diesel (ULSD), are more prone to contamination.” Ryder (www.ryder.com) is a provider of commercial transportation, logistics and supply chain management solutions. CONTAMINATION The two most common contaminants in fuel – excessive dirt and water – are typically introduced into fuel during the transportation, delivery, mixing or storage processes, notes Cochefski. “Water, the most common contaminant, may be introduced when moist air condenses on the fuel tank walls and condensation builds up within the tank, with this water working its way into the fuel mixture,” he explains. “Fuel that contains excessive levels of water can see a reduction in its lubricating qualities. This can cause injector seizure and engine damage, in the process, sidelining the vehicle while the necessary – and costly – repairs are performed. “Fungus and bacteria live in water” he adds. “When these organisms enter a fuel system they can affect sensitive rail injectors in diesel engines and plug fuel fi lters, reducing their life and causing premature wear, all of which affect the life expectancy and overall on-road performance of the vehicles.” Particles of dirt, sediment and other solids have a similar effect on fuel injectors, causing them to wear out prematurely and leading to costly engine or fuel system failures, says Cochefski. Today’s highpressure rail injectors, which are standard components on most heavy duty, diesel-powered transport trucks, “are especially vulnerable to clogging from dirt and contaminants.” A NECESSITY Ryder’s Cochefski stresses that fuel tank cleaning is a necessary part of fuel storage tank management. As such, the implementation of a proper fuel tank cleaning program and schedule is one of the most important things the owner or operator of an underground or aboveground fuel storage tank terminal can do to keep the fuel performing properly and the fl eet rolling along. “Over time, fuel storage tanks can accumulate particulates and moisture from repeated fi lling procedures,” he says. “These particulates and moisture can signifi cantly impact the performance of the fuel and, by extension, the fl eet’s engines.” Ensuring that the fuel remains as clean and contaminant free as possible also creates a series of added benefi ts which allow a fl eet to operate at peak effi ciency for longer periods of time. Among them he cited: • Improved fuel economy. • Longer vehicle component life. • Reduction in the replacement frequency of fuel fi lters and injectors and the need for engine maintenance. • Prolonged injector life. “The fi rst step in guaranteeing that your fl eet spends more time on the road and less in the maintenance bay is making sure that the fuel that powers it is of the highest quality possible,” concludes Cochefski. Unlike batteries, ultracapacitors maintain a more consistent power output in the face of extreme cold or hot temperatures. Photo courtesy of Maxwell Technologies Heavy Duty | VehicleServicePros.com ❚ JULY 2016 ❚ FLEET MAINTENANCE 17
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