Renault Trucks introduces Urban Lab 2 - its laboratory distribution vehicle developed with six partners under the collaborative EDIT (Efficient Distribution Truck) project. Combining innovative technology in aerodynamics, hybridisation of the engine, tyres and vehicle-infrastructure communication, fuel consumption savings of 13% have been achieved. Whereas Optifuel Lab 1 and 2 were experimental vehicles dedicated to Research and Development for Long Distance transport, Urban Lab 2, designed using a 19-ton Renault Trucks D WIDE Euro 6, targets the urban and regional distribution sector. The truck features a range of technology developed with six partners, namely Valeo, Lamberet, Michelin, BeNomad, INSA Lyon (LamCoS) and IFSTTAR (LICIT). Urban Lab 2 is the result of the EDIT (Efficient Distribution Truck) project, financed by the Single Inter-Ministry Fund, Auvergne Rhône-Alpes Region, Métropole de Lyon, Ain Department Council and the FEDER. The aim is to offer accessible innovation by 2020, focusing on four key areas: aerodynamics, the drive chain, connectivity and tyres. To reduce the aerodynamic drag of the Urban Lab 2 - and therefore its fuel consumption - engineers worked on airflow throughout the vehicle. Lamberet and Renault Trucks adapted the cab, chassis and refrigerated body to the recommendations of aerodynamic specialists, whilst meeting the regulatory and operating requirements of controlled-temperature transport. The first step involves reducing the front surface area: "The refrigeration unit is normally located above the cab", explained François Savoye, Energy Efficiency Strategy Manager at Renault Trucks. "On Urban Lab 2, we decided to position it in the wheelbase of the vehicle to free up space overhead and optimise the body/tractor link to lower the body and improve airflow. This meant we could incorporate a roof deflector shaped to provide seamless continuity with the body. Redesigning the interior architecture of the refrigerated body has made a marked improvement in the shape of the roof, without adding to the height. As for the sides of the vehicle, these are fitted with textile side deflectors. "We have used a PVC-coated textile for the first time", François Savoye added. "When stretched and fitted on the side protectors, it provides a light, effective and economic system." Lateral airflow is also boosted by streamlined wheels and the fitting of rear deflectors that are perfectly in keeping with the architecture and continuity of the tailgate. These deflectors are angled so as to reduce depression in the slipstream of the vehicle and do not require any manual operation when handling the doors. The access step is completely covered thanks to a mobile guard opened by door extensions that provides a seamless continuity between the upper and lower sections of the cab. Ground clearance is optimised by the addition of flexible components, thus optimising air flow in the understructure. Lastly, replacing wing mirrors with a system of profiled cameras and internal feedback screens also helps reduce vehicle air resistance. To reduce fuel consumption, Urban Lab 2 also proves innovative in its engine design, with a system combining Stop&Start and micro-hybrid technology, developed in partnership with Valeo. The Stop&Start system cuts the engine when the vehicle comes to a halt, at a red light for example, thereby reducing fuel consumption. In addition, the micro-hybrid system recovers "free" energy, such as energy generated during foot lift or braking, via a high-power (48 V) reversible electric machine. This energy can be used to drive the electrical accessories of the vehicle or reduce the mechanical power required by the thermal engine. Renault Trucks has also been working with the Lyon INSA to reduce friction in the front face of the engine in order to optimise the overall efficiency of the micro-hybrid system. For Renault Trucks, drivers play a key role in reducing fuel consumption. This is why Urban Lab 2 features technology to help them with their driving by connecting the vehicle to infrastructures. Working with the company BeNomad, engineers have developed special navigation software that to provide this connectivity. For each journey, the GPS proposes the route that is the most efficient and uses the least fuel, estimating both the predicted journey time and fuel consumption. This software has been configured to take not only fuel consumption into account, but also, and above all, the operational constraints of a distribution vehicle. Lastly, Urban Lab 2 is connected to infrastructures to optimise driving through green lights. When Urban Lab 2 approaches traffic lights, it receives information from the lights and the system calculates if it is more efficient to brake or accelerate, when conditions and regulations allow it to do so. This therefore limits the amount of stop-start driving, which has a highly negative impact on fuel consumption. The traffic modelling expertise of LICIT has helped Renault Trucks to effectively integrate the effect of traffic on fuel consumption. Already a partner on the Optifuel Lab 1 and 2 projects, Michelin is once again working with Renault Trucks to develop energy-saving tyres specially designed for distribution vehicles. "The objective of these tyres is to further reduce rolling resistance, without negatively impacting other performance criteria, such as safety, grip or longevity", explained Jean-François Cordonnier, Truck Pre-development Manager at Michelin. To this end, Michelin has deployed its wide range of technologies, in particular Infini-Coil technology, to guarantee tyre endurance and safety. Firstly, the self-generating tread ensures a lasting grip throughout the life of the tyre and secondly, silica is used as a reinforcing agent in the tread to improve the compromise between longevity and rolling resistance. Finally, Renault Trucks and its partners have set themselves the ambitious target of reducing fuel consumption by 13% compared to an equivalent Renault Trucks D WIDE. The vehicle was tested for the first time on a closed circuit in November 2016 and will be roadtested in Bordeaux from February 2017 onwards. The results will be presented at the end of the project, scheduled for 2018.
French hauler BG Transport has just acquired the T High 520 "Real Steel" vehicle, given a custom makeover on the Renault Trucks stand at the 2016 IAA trade fair in Hanover. Sven Punke, Marcel Barth and their team from the Truck Tuning Center worked on the vehicle throughout the show, airbrushing, adding parts and fitting out the cab interior with custom upholstery. The T High 520 "Real Steel" has just been delivered to the French carrier BG Transport. Philippe Gorjux, Commercial Director for Renault Trucks France, handed over the keys of this one-of-a-kind vehicle to Gérard Barret, Director of BG Transport, a family-run company based in Changy (Loire), which has a staff of 15 and a fleet of a dozen vehicles. This Renault Trucks T High 520, which comes with a 13 liter engine, was customized for the IAA 2016 trade fair in Hanover by Sven Punke, Marcel Barth and their team from the Truck Tuning Center. After winning an award for its "Avatar" truck at the last Truck Grand Prix at the Nürburgring complex, the team worked throughout the eight-day show in a 300m2 area set aside on the Renault Trucks stand. Visitors to the show were able to see tuning in progress and watch each stage of the customization of this truck, dubbed "Real Steel". The interior was upholstered in leather and fitted with LEDs. The exterior artwork was airbrushed on, and accessories and parts were added to highlight the vehicle's robustness. Gérard Barret, the Director of BG Transport, was so impressed by the vehicle's style when he saw it at the IAA trade fair in Hanover that he decided to buy it: "We set great store on the exterior design and interior fittings of the trucks in our fleet because we want our drivers to be as comfortable as possible and take pride in their vehicles," he explained. "The T High Real Steel is made for drivers who love what they do: it's a real treat to drive a vehicle like that." The truck will be used for goods transport in France and Belgium. BG Transport has decided to have "Team BG" written on the vehicle to symbolize the team spirit that reigns in the company. "We'll take advantage of the arrival of this decorated Renault Trucks T in our fleet to have all of our vehicles marked with the same phrase," added Gérard Barret. He concluded: "At BG Transport, we replace our trucks every five years or so. But this one will stay in the company for a lot longer, you can be sure of that!".
In 1999, BAZ made a new version BAZ 695071 with an increased up to 18 tonnes payload and 3-seat cabin. It also was fitted with radial tires ID-370 with a size 21.5/R21 (1350x550-533R). Range - 1000 km. Engine - YAMZ 238B rated at 224 kW. Units were driven via a 2-speed PTO.
BAZ 69507 with a payload of 16 tonnes was a civil version of unnecessary military BAZ 69506. It used as a chassis for different oilfield equipment. For example, OAO 'Kungursky Factory of Equipment' installed units for development and repair of gas wells on the BAZ 69507 chassis, called UPA-60A 60/80.
Intended for use as the base for mounting various types of armaments and materiel (large-caliber small-arms and light artillery and antiaircraft rocket weapon systems). The vehicle’s welded body has two detachable modules (the front one and the rear one). The front module includes a power compartment and a control compartment divided with a leak-tight partition. The GAZ-3937 truck has a two-seat module with the commander seat being behind the driver seat. There are dou-ble-leaf manholes for embarkation and disembarkation. the GAZ-3937 in the front module design. The vehicle uses a three-seat module with the driver seat and the commander seat arranged in a row and the passenger seat being behind the driver. The commander and the driver embark/disembark through doors and the passenger embarks/disembarks through a manhole. The rear module is the vehicle’s net volume used to install the functional module. Fast-detachable connection of the rear module and the support flange of the chassis hull enable rapid replacement of the modules on one vehicle independent of the vehicle's operating conditions. The vehicle can be operated at an ambient air temperature of -45 to +50 °C, a relative air humidity of up to 98 % at a temperature of +25 ”C and a wind velocity of up to 30 m/s and in conditions of highlands at an altitude of up to 4,500 m with a capability of clearing passovers of up to 4,650 m. Structurally, the vehicles include: a power plant consisting of an engine, a clutch and a gearbox; a four-stroke multifuel diesel engine with gas-turbine charging and a power of 110-147 kW (150-200 hp). Cooling system with automatic heat mode regulation. Various engine models can be used; a 5-step gearbox with five drives forward and one drive backward; a mechanical two-step transfer gearbox with a direct drive and an overdrive gear with a power takeoff shaft; driving axles with limited-slip gearless differentials; single-step reducers with cylindrical spiral gears; an independent torsion-bar suspension with hydraulic telescopic shock absorbers; wheels with split rims and internal distance rings; pneumatic tires of 13.00-18" with the wheel of 9.00-18" or combat-resistant tires of 13.00-18” with the wheel of 10.00-18”. The tire air pressure regulation system is centralized and controllable from the cab; steering: a mechanical steering drive with a hydraulic booster; brake systems; a two-circuit working air hydraulic system with separate axle deceleration. The parking brake system is of a transmission type with mechanical drive; electrical equipment: a singlewire system, 24 V, two 6ST110A storage batteries or four 6ST55 storage batteries; communication facilities: intercom communication between the modules with a space for radio set installation; a microclimate support system: an independent heater and an air conditioner.
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