 The Briggs & Stratton Etek system includes an electronic controller specifically designed to match the performance requirements of the innovative "flat" motor technology.  |
The Etek electric-motor system from Briggs & Stratton is a combination dc motor and electronic controller. Designed to power golf carts and other electric-powered utility vehicles, Columbia ParCar, Reedsburg, WI, is using the Etek system in its golf cart line as well as on selected utility and industrial vehicles.
The Etek system uses neodymium permanent magnet motor technology that provides enhanced efficiency and minimal loss of speed as motor load increases. This technology results in an efficient combination of high power and torque, with the motor providing 43 N•m (32 lb•ft) independent of vehicle voltage. The maximum speed is self-regulating and can be set by the manufacturer to meet specific applications and requirements.
Briggs & Stratton claims the motor is 50% smaller and over 9 kg (20 lb) lighter than competitive electric-motor systems. The Etek system also provides ease-of-maintenance, longer run times between re-charging, and extended service life. "This product allows us to use our resources and expertise to meet a broader range of power needs beyond gasoline powered engines," said George Thompson, Vice President of Communications for Briggs & Stratton.
 IRC has applied its thick-film-on-steel technology to dynamic braking resistors, which it claims provide precise electronic motion control. |
Providing motion control designers with space savings in electric-motor control applications, resistor manufacturer IRC Inc. has applied its thick-film-on-steel technology to dynamic braking applications. These dynamic braking resistors are compact yet rugged resistive elements on steel substrates that are designed to replace the bulky wirewound resistors traditionally used in dynamic braking applications. The resulting devices are robust resistors that occupy less than one quarter of the space required by those using conventional technology.
"IRC's dynamic braking resistors offer a flexible alternative to traditional braking modules for the motion control design engineer," said Pierre LaVignette, Sales and Marketing Director for IRC. "Mechanically, the ability of the steel substrates to be welded, bent, and form-fitted for specific applications allows the design engineer tremendous flexibility in reducing the size and weight of the motion control system in virtually every application. Because IRC's technology integrates the resistor directly onto the steel substrate, the solid state resistive element can be designed as part of the motor apparatus or housing, or externally, in an enclosure of a designer's choice."
External mounting of the resistor keeps the heating effect of the braking external to the motor drive itself, eliminating internal heating effects and winding coil damage. "In addition to their superior electrical characteristics, these dynamic braking resistors also have excellent heat transfer characteristics due to the steel substrate, which acts as a thermal dissipater," LaVignette said.
IRC's thick-film-on-steel technology consists of a thick film resistive element screened onto a ceramic dielectric glaze, which is bound directly to a stainless steel substrate. Because of the high current and voltage ratings required to accommodate this energy dissipation, the traditional approach to dynamic braking included a large wirewound resistor mounted externally to the motor. However, the size, weight, and expense of such a large resistive device, as well as the need to provide extensive heatsinks or protective shielding, placed severe constraints on the design flexibility of these systems.
The IRC dynamic braking resistors feature a power density of 100 W/cm2, with standard dielectric ratings of 2400 V ac and 3500 V dc. Operating temperature range is up to 400°C (752°F). Fusing elements can be added to the resistor to provide additional surge and over-temperature protection, and temperature sensors or thermistors can be added to give the system access to closed-loop feedback controls.
 The Honda GX100 features a vertical cylinder and an OHC layout with balanced left-right positioning of auxiliary components. |
Honda Europe's European Engine Center has released a new 2.2-kW (3-hp), four-stroke engine for construction and other equipment. The 10.6-kg (23.4-lb) GX100 air-cooled engine uses a Honda side-cam OHC layout for increased reliability and durability as well as a lightweight construction. It is equipped with Honda's built-in time belt and a large-capacity muffler that combine to reduce engine noise for more user-friendly operation. According to Honda, the reduced noise level in the new GX100 from the current G100 engine will enable OEMs to meet the EU Noise Directive scheduled to come into effect in January 2002.
The GX100 also features a vertical cylinder and an OHC layout with balanced left-right positioning of auxiliary components to minimize center-of-gravity offset, making it a suitable powerplant for equipment requiring a stable operating position. The engine's maximum torque is 5.7 N•m (4.2 lb•ft) at 3600 rpm.
Fuel economy is enhanced via a compact combustion chamber with a high thermal efficiency. The engine also features a cast-iron cylinder sleeve, ball bearing shaft mounts on both sides, and other Honda engine technologies.
