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Cummins offer traction-pumping power units

4th February 1966
Page 79
Page 79, 4th February 1966 — Cummins offer traction-pumping power units
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BULK LOAD DISCHARGE

UCCESSFULLY employed by a lead

ing American operator, Schwerman Bros. of Milwaukee, for nearly three years, Dual Diesel V6 and V8 power units developed by the Cummins Engine Co. Inc., of Columbus, Indiana, enable the vehicle engine to be used as a pump to discharge a bulk load. In the main the units have so far been applied to handling cement but are suitable for some chemicals and possibly grains which are not adversely affected by minimal oil carry-over. Current tests of filters may facilitate elimination of this bogey and thus extend the scope of the system.

It is anticipated that Cummins VIM and VINE engines imported from America (pending production by the Jaguar company) will shortly be available as Dual Diesel units and that VAL and VALE engines, built at the Darlington works, will be manufactured in this form within three or four months.

The vee configuration of cylinders in combination with the Cummins PT injection system is particularly adaptable to Dual Diesel applications because one bank of cylinders can readily operate as a separate power unit and the second bank as the pump with the minimum complication of the auxiliary gear or the use of redesigned manifolds. Air is pumped to the tank of the vehicle on the exhaust stroke, and whilst this limited exploitation of the pumping section's potential represents a loss of efficiency it is more than offset in a typical application by theexcess capacity of the unit compared with a compressor driven by an auxiliary engine or by the gearbox p.t.-o.

Movement of a single lever in the cab converts the engine to a pumping unit by clOsing a shut-off valve between the exhaust manifold of the left bank of cylinders and the exhaust system, and by opening a valve

in a branch line to the tank; it also closes two fuel shut-off valves, one between the fuel pump and the supply line and one on the outlet side of the PT system, which is of the continuous-flow type.

The fuel oil trapped in the system provides lubrication of the injection mechanisms during a pumping operation, but it is recommended that the bank is operated as a power unit for a short period to cool the oil if pumping is continued for more than an hour.

In the case of the VIM 200 b.h.p. standard unit, 155 ft.3/min. is delivered at 30 p.s.i. when the engine is running at its rated speed of 2,600 r.p.m., whilst the rating of the VINE 265 b.h.p. engine is 212 ft.3/min. at this pressure and speed.

Whilst conversion of existing engines is relatively costly, equipping units on the production line with the necessary auxiliaries adds very little to the cost. The only modification to the engine components comprises the fitting of dual springs to the valves of both banks. The camshaft and valveactuation mechanism are standard.

In a typical American application in which the systems applied to a long-distance articulated cement tanker of around 65,000 lb. g.t.w. the annual gain afforded by the Dual Diesel system is reported to be $1,048 (about f362). This is made up of a saving on initial investment of $155, additional profitability provided by the increased payload of $345 and a reduction in maintenance costs of $548.

Late this year or early in 1967 the VIM engine will have been redesigned to give a power output of 300 b.h.p. (SAE rating) in naturally-aspirated form in place of the current output of 265 b.h.p. VINE engines have been successfully turbocharged in America to afford an improvement in the maximum power from 370 b.h.p. to 400 b.h .p. P.A.C.B.

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Locations: Milwaukee, Columbus

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