diesel truck engine to make generator or

You will have to install a power take off adapter to the trucks transmission. The generator has to have a constant RPM to make 60 cycles per minute to power a electric motor.

Mike

The hydraulic pump will have to be driven by a PTO unit installed onto the transmission. You will also have to install a hydraulic oil tank, valves hoses and a pump. You could save a lot of money and install the generator straight to the PTO. I have never seen a generator that did not have to run at a set RPM for 60 cycles. I know Honda has engine powered inverters that speed up or slow down to match the load.

Mike

Hi Mike,

Welcome to CR4.

Installing a generator straight to the PTO would, as you say, save money, but the frequency would vary with engine speed. The Harris Hydragen unit drives the generator at a constant speed, while the engine speed varies.

In the Honda system, the inverter is not engine-powered. The engine drives a generator which produces DC. Then the DC is run through an electronic inverter which produces a constant voltage and frequency. When the load is low the engine can be slowed down, producing fewer watts, but the inverter maintains the correct frequency and voltage.

Are you sure about the spelling of www.harrishydragen.com ?

The correct site is www.harrisonhydragen.com

Why not just use a variable frequency drive after the generator? That would let you use anything from straight DC to high frequencies.

your power units do not make sense. 20 kilowatt-hours is the total amout of energy used, but now the rate of use. 20 kilowatts is 30 HP thats a huge unit. The cost of adding something to your truck would be a lot and would,t make sence because the truck engine would have to have its throttle system to keep the frequency right.

Just get seperate generator that uses the cheapest fuel, gasoline.

And interesting application; just curious, why you wouldn't use the engine to drive the compressor directly?

The main thing between truck and generator is the truck fuel injection pump has 3500 rpm and the generator system has 1500 or 1800 rpm so you want to calbirate the fuel injection pump from 3500 rpm to 1500 rpm.

This is the best way to make the diesel truck engine to generator system

Best Regards

aburani

It sounds as if you are thinking of making a series hybrid truck.

You could drive a generator with the diesel, ideally one smaller than you would ordinarily use to power the truck (roughly enough the HP required to maintain your maximum desired cruise speed in the truck, plus 30% or so, depending .) You'd use that to charge a battery bank, which would need to be large enough to power the traction motors which would move the truck down the road for let's say five miles (which would also make the bank large enough to accept some regen braking. So far all this could be DC (using a DC generator or an alternator rectified to DC).

If you wanted to plug in the truck at night, to use the grid (mainly coal) to charge the batteries, then you might want a large enough battery bank to go 20 miles (or further if you don't mind the weight and cost of the batteries).

Then, when you get to where you want to spray, you run the sprayer from either the generator, the batteries, or both (using an inverter if the sprayer needs AC.)

This Opel hybrid worked on the series hybrid principle. For your application, you'd scale things up a bit. (And the 5hp engine would be considered very small for the Opel -- no where enough to maintain a highway speed cruise)

Hello Sam.

The simpliest way would be to install an Ammonia motor, these can be found by Google search and were most prominent in the 18th Centruary.

Working of such are similiar to the Ammonia refridgerator, however the bar pressure of the heated ammonia goes to driving a piston rather than to cooling a fridge.

The exhaust temperature from a Diesel engine is more than enough to acheive operation, however the size you would need to generate 20Kw is not known to me.

Cheers

Peter

if i read your post you want a diesel motor generator or a diesel welder as power source run on bio oil and electric motors in the wheel hubs for drive
I think you will need more then 20kw as power plus some more whisels and bells

Running a pto [ power take off], off the transmittion will burn out there not set up for continous use .the idea of using a veriable displacement pump off the frount of the motor is the best bet ,and is used every day in redy-mix trucks,(cement trucks) using the equ. off a wrecked redi-mix truck will give you pretty much all the equ. you'll need to get started ,lines, cooler, pump,motor,flow control,ect. Have fun!!!

The PTOs used for continuous operation are built better. Larger bearings, and pressure lubed.

Some are used to drive an axle...

your info is incorrect,have installed hundreds of pto's on all trans none were pressure fed and all warrentys were void if burned out dew to over rpm's, try again son.

Thank you for clearing up that for me.

The Muncie model TG6s-U6005-K1KP that I have sitting on my bench does not exist, and I am only imagining it.

The PTO in question is used on an Emergency-One airport fire engine. This truck has a 55 foot extendable waterway on it. The PTO runs a hydraulic pump that supplies energy to move the boom and waterway. Because the boom, or Snozzle as it is called, is able to be moved while positioning the truck, the PTO is powered indirectly ( There is another clutch that allows the automatic transmission of the truck to still be in drive and not move the truck. This operation is needed to allow pumping water and repositioning the truck without interrupting the water volume being discharged.)from the flywheel. Some trucks they built have a PTO design that does not disengage. Some have an engage piston on the PTO to switch it on. The switchable PTOs consume more power when not using the hydraulic pump, and tend to wear out the hydraulic pump and PTO faster, but are more reliable than the non disengaging PTOs. You can't have your cake and eat it to.

Uhm... Some chevy, ford, dodge, IH truck trans have a large steel plate attached at the right hand side case. If one were so bent they could attach and aux drive at this point, this drive could facilitate a driven front axle or.......PTO + winch + under-direct-Over drive aux trans.

The openings you refer to are designed for PTO mounting. The smaller six bolt plate would never stand up to the torque required to drive an extra axle. The larger eight bolt PTO setups might be able to drive an axle on a lighter truck. But the eight bolt PTO drives are only on larger trucks. ie F600, C60. The only way that I have seen to drive an extra axle is with a transfer case. Transfer cases can handle all of the power of the engine, and then send it to the front, rear or both axles. The transmission manufacturer and the PTO manufacturer decide what the power limits are on each of their products.

You are correct it was that I had seen a transfer case added to this side case location. Sometimes the transfer case was rotated and the drive went towards the rear.

I have also seen these type aux drives on early 1960's IH forrest service 2-ton 4x4's and 4x6's connected to various components.

Just thought something may solicit a spark of imagination, we never know where from the intrigue will jump when bench marking

The strangest setup I have seen was Ford Econoline Busses. The transportation people wanted the busses to be accessible to wheelchair bound people. The bus manufacturer converted the bus to four wheel drive, removed the rear drive axle, the drive shaft, and the driveshaft tunnel. This allowed a flat floor very close to the ground from half way back on the bus. The front of the bus was high, and the back was low and flat.