Proving the capability of new advanced power solutions the Perkins way

As the world looks to decarbonise, harness the power of alternative fuels and take advantage of new opportunities with electrification, Peter Haddock takes an exclusive visit behind the scenes at Perkins Engines in Peterborough.

 

As part of his tour, he also discovered how engines are designed and tested and got a first look at two existing OEM machines bought by Perkins and repowered with new advanced power solutions, including an all-electric system.

 

Known as the name suggests for manufacturing engines for over 90 years, the Perkins brand was started by Frank Perkins and Charles Chapman in Peterborough in 1932 and still has a large manufacturing facility in the City. 

 

 

Where Frank was the salesman, Charles was the engineer behind its first high-speed diesel engine, the four cylinder Vixen. A more powerful version called The Wolf followed, and the motor manufacturer Humber began to use it in its successful Commer trucks.

 

 

Humber was the first of the Original Equipment Manufacturers (OEM) on whom the company's success has been built. Today, Perkins is part of the Caterpillar family, having been acquired in December 1997 and boasts numerous manufacturing facilities across the globe, supplying diesel and gas engines in the 4-2000 kW range. 

 

In fact, before any power solution is developed, Perkins engineers and designers create the design in 3D. They then put the model through Perkins in-house simulation software, as I discovered when meeting Graham Hill and Tim Ward. Structural engineer Graham, who runs the simulation team, explained how the approach works. 

 

Graham: "Before we even start to think about making a new engine, we first simulate how the design will work, and a key part of this is stress analysis. 

 

"So, we model everything in our own proprietary software solution. This involves considering how an engine or one of our new integrated power solution designs would perform in a whole range of applications and environments. 

 

"For example, people often talk about the engine being the heart of the machine, but we, as engineers, talk about the crankshaft being the heart of the heart. 

 

 

"As this is a critical component, getting its dimensions right is a key focus for our team. If you get this right, you have built in the degree of robustness and efficiency you need to deliver a great engine. 

 

"This is now more important than ever as we reduce the size of engines whilst increasing their power density, and this is why the crankshaft has to get stronger, which can, in turn, mean you're generating more drag on the bearings. 

 

"So, we are constantly aiming to get the balance right between having a strong, robust crankshaft with the right bearings so you're not wasting fuel, just turning them. And, of course, once we get this right, you then move on to how the crankshaft and bearings interact with all the other components. 

 

"Here, we also work with our supply chain to develop the right component sizes and robustness. It's a very complicated process that now takes place as a simulation first, so we can get more of the design work done before we go into the prototype phase and core testing." 

 

After talking to Graham, I met with his fellow engineer and computational fluid dynamics specialist, Tim Ward. He highlighted that it's not just all about fuel types, oils, and hydraulic fluids, as coolants also play their part. 

 

Tim: "Everyone knows we need fluids to make an engine operate but to have an efficient power solution, you need to understand the flow of fluids not just in an engine but also around an OEM product. 

 

"Using simulation, we can see how each component impacts the overall performance of an engine and how to prevent things like air pockets in the coolant system from forming, for example. 

 

"We can even model how components in an engine would perform in very cold and hot conditions, spotting areas where we can change a design before we even get to the physical prototype. For example, this process also helps to position components to ensure you don't get heat spots that might prematurely degrade the oil in an engine.” 

 

"By extending simulation beyond our equipment, we can work with OEM engineers to see the impact of fluid flows when other key components are added to the engine. This supports better engine integration into the overall design of a machine.”

 

"It's becoming increasingly important to do this, particularly as ranges continue to get more compact thanks to overall powertrain design advances, engine power density and increases in battery capability." 

 

At Bauma on October 5, 2022, a new 600v, 300v and 48v battery range was showcased, followed on March 14, 2023, by the reveal of a next-generation integrated powertrain programme and new engine models.

 

 

As part of this push into a new phase for its engineering teams, Perkins evaluates the performance of its engines at its specialist European Research and Development Centre (ERDC). Here, researchers and development engineers can access specialist testing bays and even a test production line.

 

Walking through the ERDC is like being in another world where a team works with robots in one section to create test engines whilst, in another, they are wiring up prototypes with numerous sensors to enter its row of more than 40 testing cells. 

 

In these cells, each new engine is tested with numerous different load profiles over many hours, with data analysed to ensure the engine delivers the levels of performance required. 

 

As Ryan Connor, Perkins Engineering Manager, explained, this includes performance and emissions, verification and validation and certification at component, engine and machine level.

 

Ryan: "Once we have rigged an engine with all the sensors connected, we go through multiple development wings to optimise our products in the different testing bays. The first is all about performance, optimisation, emissions, validation and certification. 

 

"Then we assess how to make engines quieter using our three anechoic noise chambers.  We also then have our environmental testing using our cold chambers which are capable of getting down to temperatures of -40 degrees centigrade. 

 

 

 

 

"At each stage, our engines are rigged and instrumented ready to be tested at various load profiles. This allows us to monitor everything from oil pressures, temperatures and air/fuel flows to the performance of the onboard CPU control system. 

 

"There are literally hundreds and hundreds of channels we measure and analyse, and numerous machine application profiles we use to meet performance requirements. This is because we now provide solutions for over 5000 different OEM equipment applications, which all need  a highly optimised engine system.  

 

"But it's not just the engines we have to test. We also have after treatment systems to consider. This means we have to measure all the emissions and particulate mass created by the combustion process. To do this, we have additional sensors and measurement tunnels that capture particulates, which are then tested in our onsite lab." 

 

"Once our testing has been complete, we also take the engine apart and look at the performance of the components, which supports the overall final design of the engine when it goes into our neighbouring manufacturing facility. 

 

"Again, to optimise this process, we have what we call 'track zero'. This is a special production line in which we can run our prototype product down to ensure our manufacturing processes are working properly and in place before it goes onto our main line. 

 

"By joining up the whole development-to-production process in Peterborough, we can ensure our engines meet the highest standards whilst being optimised to work with over 800 OEM’s different products." 

 

After visiting the main ERDC testing area, it was time to go into one of three very quiet noise chambers, where I met up with NVH expert Chris Hill. 

 

Each chamber is fully soundproofed and designed to purely pick out engine noise using a sophisticated array of specialist microphones. They can test the whole range of engines made at the Peterborough facility.

 

Inside the chamber I visited was an engine typically found in mini excavators. As Chris explained, these often work in confined spaces near residents or commercial premises where sound pollution can be an issue that Perkins wants to reduce. 

 

Chris: "Engines are one of the main noise sources for any machine. So, to support manufacturers, we work hard to make our engines as quiet as possible throughout the design phase. 

 

"Having these testing facilities also helps us develop and test noise dampening solutions and show customers best practice solutions to improve performance. 

 

"This is a key area where we will often also work with engineers from OEMs to advise on quieter engine mounting options. In addition, we use the chamber to analyse performance, optimising engines and fuel management for quieter operation, helping OEMs differentiate their offering." 

 

Going from quiet to cold was another completely different experience, putting on protective warm clothing to enter the cold chamber at -36 degrees centigrade. 

 

With the engine turned off, I saw the performance of standard diesel vs specialist Arctic Diesel, both of which were held in see-through containers inside the chamber.  

 

With the standard diesel looking more like a sorbet, it became immediately apparent that engine performance also relates to having the right fluids for both hot and cold temperatures, as Ryan explained. 

 

Ryan: "When we design one of our engines, integrated powertrain or battery-only solutions, we need to not only understand how they perform for different applications, we also have to know they are capable of working in harsh environments. 

 

"This means testing at extreme cold and hot temperatures and supporting end-users through our dealer community to specify the right fuels and fluids. To do this, we also test the fluids ourselves to rate their performance. We then publish this information in our downloadable fluid guide."

 

 

With temperatures across Europe and beyond rising significantly last summer for prolonged periods, looking after equipment and engines by changing oils and hydraulic fluids is becoming more important. 

 

So much is involved in the overall design of advanced power solutions before they even reach the production line. Still, even when Perkins products reach this stage, the challenges continue. 

 

This is because Perkins supplies its products to over 800 OEMs across the world, from mass produced products like mini excavators to specialist products like sweepers, track mowers and rollers.

 

Here, the Perkins Customer Machine Engineering Team (CMET) works with OEMs to support the integration of its solutions into products using 3D design to work with fellow engineers.

 

The CMET team also buys equipment replacing existing engines or battery systems with the latest solutions they have developed. Engineers then put them through their paces on its proving ground next to the factory. And for its latest all-electric compact wheel loader solution, the team has even been winter testing in Sweden.   

 

Before the wheel loader left the facility, I was invited to see the final preparations taking place, walking around the machine with lead design engineer, Alan Davies.   

 

The model itself was already electric powered using a lead acid battery but has now repowered to work with the latest Perkins battery range, which includes 600v, 300v and 48v options.

 

Alan: "Putting together this conversion is all about showing OEMs how we can help them deliver the power customers need to make the most productive use of electric equipment ranges. 

 

"In this proof of concept machine repower, we have fitted our 300v, 64kWh power platform into the same engine housing, adding some extra points to support our cold weather testing.

 

"Just like your typical car, we can charge the machine using AC and DC charging with a 22 kilowatt onboard charger pushing power into the battery. 

 

"This solution delivers a full charge on DC in under an hour, with AC charging around three hours. We have a radiator pumping fluid around the battery to keep the system cool, removing the heat created by power conversion. 

 

"For this product type, we opted for our 300v platform, as it can provide all the power needed to operate the downstream components like the hydraulics. 

 

"A key part of repowering a model like this will be the overall testing, especially in colder conditions. We have mounted multiple sensors into the system to analyse the overall performance of every key component. 

 

"This will include the 12v battery, used to energise the machine. And the thermal management system needed to warm the batteries for charging in cool temperatures." 

 

For testing purposes, Perkins has added a cab heater to plug in the machine overnight, and other components have been made more accessible for the engineers. 

 

"We are already learning so much from the testing programme. And once we have analysed all of our data from Sweden, we will have a much better idea of the enhanced recharging and battery life capability for our solution." 

 

Battery power can also combine with diesel to offer alternative solutions for different machine types that can then work indoors with zero emissions. And my next stop was to discover how, with the New Technology Lead for integrated powertrain in systems engineering, responsible for repowering a machine that had already been working across the Perkins facility. 

 

The unit in question called Pathfinder was a large 18 metre reach, 4 tonne telehandler previously operated with a 75kW diesel engine. Now, inside the same engine bay sits a new advanced power solution using a Perkins 55kW diesel engine with 20kW of electric power. This combination delivers the same power as the original engine with a reduction in fuel usage and some added benefits. 

 

 

To find out more, I spoke to lead engineer Ian Evans about the project. 

Ian: "With Pathfinder, we wanted to show OEMs that it's possible to get the best of both worlds regarding power and fuel choices, whilst ultimately reducing fuel and carbon emissions. And for equipment like telehandlers, it's all about optimising the machine to reflect different types of applications. 

 

"For example, you previously had to have a 75kW engine as the machine needed this to perform intensive tasks like heavy lifting. However, when you look at how often this power is required, it's only around 20% of the time, meaning you have a 55kW engine working to deliver all the other tasks. 

 

This means it won't perform at its optimum power, thus using more fuel, especially when idling. Switching this scenario on its head by combining a 55kW engine with the equivalent power of a 20kW battery pack removes this inefficiency. This is because the 55kW engine is operating more often at its optimum performance. Be it doing the operations required or a combination of charging the battery and moving. 

 

This saves fuel and allows for the huge advantage with this solution of using the battery to work for some time indoors without the engine required at all. So, this solution could remove the need for another machine altogether for applications like loading and unloading from inside warehouses. 

 

"And in this case, all components needed can be housed in the same engine compartment because our 55kW engine is much smaller than the original. This means an OEM can maintain the overall design to manufacture what could be a new model variant. 

 

"Of course, in addition to replacing the engine, we have ensured the control system works seamlessly with the remainder of the existing components with support from our simulation team.

 

"The demand for such machines is definitely out there as we have given Pathfinder to our colleagues, who use it all around the site, accumulating real-world operating hours, which we have been closely monitoring.  

 

With my visit coming to a close, I finished with the all important Hydrogen and future fuel question with Technical Manager Paul Muller. 

 

Paul: "We are constantly looking at new solutions for the sector, collecting data on machine utilisation and the power needs for different applications, and this supports our approach to future fuels. 

 

"We aim to deliver drop-in fuel performance that matches diesel, regardless of fuel type. For example, when we look at alternative fuels like Hydrogen, ethanol, methanol or biomethane, each will vary in cost and performance compared to diesel. 

 

"Depending on which fuel you use, you need to consider the power density and where you can boost performance for certain activities machines must carry out by combining power sources. 

 

"This also relates to how a machine can be either refuelled or charged and why we announced our Project Coeus last year, focusing on ease of integration. 

 

"The goal of Coeus is to deliver engines requiring minimal vehicle rework, which will ultimately help smaller companies, particularly with engine-related development costs."

 

With so much going on in developing future advanced power solutions, there has never been a more exciting time in the global marketplace. In the future, multiple fuel types will vary in use depending on cost, availability, and suitability to environmental and application-based challenges. 

 

But one thing is certain. Businesses like Perkins are already on the power part of the journey, which will ultimately help reduce emissions and help us toward a reduced-carbon future.