Generator for PTO
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Generator for PTO
I've been looking at this PTO generator and wondering if its easy enough to adapt to our PTO, any ideas? Do they make input shafts or adapters for the PTO?
http://www.northerntool.com/webapp/w...8467_200308467
It would be great if I could move the control panel part sideways and mount this under the cab.
http://www.northerntool.com/webapp/w...8467_200308467
It would be great if I could move the control panel part sideways and mount this under the cab.
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I have thought of doing the same thing. This gen is set up with an input RPM of 540. Does anyone know what comes out of our trans? changing the gen's rpm will change the hz from 60 to something else. that would not be good for electronics. They also sell one with out the gear reduction, but that one requires 2500 RPM.
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Joined: Mar 2005
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From: Burnsville, MN
Be careful. There are other threads on this. I remember reading Ford's write-up on the PTO capability and they make it perfectly clear that the intented usage is very short-term, like maybe running hydraulics to lift a bed, etc. , at least for the V-10. Deisel is probably different. Anyway, why put the hours on your truck motor? You can get a 24-hp gas motor for about a thousand dollars and not eat up your truck's engine.
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DanE.the 540 rpm is a min. required rpm. I read it can go 1500rpm or more but I can't find the info again. The 60 cycle stays constant, the available current varies.
BareBones thanks for that info. If you know where I can find that Ford write-up on the PTO please direct me to it. I'd like to know more about it.
BareBones thanks for that info. If you know where I can find that Ford write-up on the PTO please direct me to it. I'd like to know more about it.
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From: Burnsville, MN
NetFly - You know I may have to eat my words. It seems from the following excerpt that the previous discussion I was thinking of related to using the PTO while in motion, plus most thread participants did conclude they would rather have a separate small engine to generate electricity:
I earlier referenced a Ford write-up on the Power Takeoff that I couldn't find, but now I have, dated July 2004. The first clue you get that it won't work in motion is the name: "Stationary Elevated Idle Control".. The"...SEIC provides engine speeds of 910 to 2400 rpm for 5.4L and 6.8L gas engine, and 1200 to 2400 rpm for the 6.0L diesel engine. It also automatically locks the torque converter providing power to the PTO gear for the TorqShift automatic transmission when the operator turns on the PTO switch...."
I read this as meaning it won't work in motion.
Here's an unrelated quote on the same page that some people might find interesting regarding 4x4's: "This is a part-time 4x4 system designed to provide enhanced traction on reduced traction surfaces only. Operating on normal or high-traction surfaces can result in transfer case damage, increased tire wear and decreased fuel economy."
I earlier referenced a Ford write-up on the Power Takeoff that I couldn't find, but now I have, dated July 2004. The first clue you get that it won't work in motion is the name: "Stationary Elevated Idle Control".. The"...SEIC provides engine speeds of 910 to 2400 rpm for 5.4L and 6.8L gas engine, and 1200 to 2400 rpm for the 6.0L diesel engine. It also automatically locks the torque converter providing power to the PTO gear for the TorqShift automatic transmission when the operator turns on the PTO switch...."
I read this as meaning it won't work in motion.
Here's an unrelated quote on the same page that some people might find interesting regarding 4x4's: "This is a part-time 4x4 system designed to provide enhanced traction on reduced traction surfaces only. Operating on normal or high-traction surfaces can result in transfer case damage, increased tire wear and decreased fuel economy."
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Barebones the more I think about it, the more I know your right. The cool factor of having it mounted onboard won’t make up for the cost and wear on the vehicle. I guess the gas portable is the way to go. Yes that quote means it’s not for 'in motion'. Thanks for the good advise.
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This chart is the RPM output of the PTO for 2007 model year. Note it can be varied by the change of a resistor in the PTO RPM SELECT circuit.
https://www.fleet.ford.com/truckbbas...bb_pdf/261.pdf
This next text passage comes from https://www.fleet.ford.com/truckbbas...bb_pdf/265.pdf
Automatic transmission PTO operation below torque converter lockup
speed:
A typical application is aerial man-lifting using vehicle engine speeds below
torque converter lockup speed of 1200 rmp to move the bucket slowly. The
aftermarket PTO clutch is engaged electrically, but there may be insufficient
hydraulic line pressure serving that clutch. The following threats may be
present as a result:
a. Additional slippage of the aftermarket PTO clutch causing clutch
debris to contaminate the transmission fluid.
b. Transmission and aftermarket PTO clutch slippage accelerating
transmission fluid heat build-up.
c. Bucket movement may vary or stall due to a wide variation or
fluxation in torque output to the aftermarket PTO.
d. Diesel engine damage due to coking caused by extended time
running at low idle speed with light loads.
The likelihood of these treats actually occurring, and the protection against
them, is the responsibility of the final stage manufacturer, who has the best
knowledge of the customer’s usage and aftermarket PTO system design.
However, since the duty cycle is typically short, and using only 2 to 3 gallons
per minute pump output, the likelihood of any concern is rare. It is
recommended in this application to change the automatic transmission fluid
and filter more often, and drive the diesel engine at highway speeds for 10
minutes or more to remove any coke deposits forming.
This does seem to indicate the design of the PTO does not support anything but short term applications.
https://www.fleet.ford.com/truckbbas...bb_pdf/261.pdf
This next text passage comes from https://www.fleet.ford.com/truckbbas...bb_pdf/265.pdf
Automatic transmission PTO operation below torque converter lockup
speed:
A typical application is aerial man-lifting using vehicle engine speeds below
torque converter lockup speed of 1200 rmp to move the bucket slowly. The
aftermarket PTO clutch is engaged electrically, but there may be insufficient
hydraulic line pressure serving that clutch. The following threats may be
present as a result:
a. Additional slippage of the aftermarket PTO clutch causing clutch
debris to contaminate the transmission fluid.
b. Transmission and aftermarket PTO clutch slippage accelerating
transmission fluid heat build-up.
c. Bucket movement may vary or stall due to a wide variation or
fluxation in torque output to the aftermarket PTO.
d. Diesel engine damage due to coking caused by extended time
running at low idle speed with light loads.
The likelihood of these treats actually occurring, and the protection against
them, is the responsibility of the final stage manufacturer, who has the best
knowledge of the customer’s usage and aftermarket PTO system design.
However, since the duty cycle is typically short, and using only 2 to 3 gallons
per minute pump output, the likelihood of any concern is rare. It is
recommended in this application to change the automatic transmission fluid
and filter more often, and drive the diesel engine at highway speeds for 10
minutes or more to remove any coke deposits forming.
This does seem to indicate the design of the PTO does not support anything but short term applications.
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Varqanir
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