Abstract: A studless winter tire that has enhanced performance on ice and snow both initially and after degradation while maintaining good abrasion resistance is provided. The studless winter tire includes: a cap tread formed from a rubber composition A; and a base tread formed from a rubber composition B. The studless winter tire satisfies the following formulas (1) and (2): (1) a×c/100<b×d/100; and (2) a?8, where a represents the softener content (% by mass) based on 100% by mass of the rubber composition A; b represents the softener content (% by mass) based on 100% by mass of the rubber composition B; c represents the percentage by mass (% by mass) of the cap tread based on the entire tread; and d represents the percentage by mass (% by mass) of the base tread based on the entire tread.

Abstract: A tire for a two-wheeled motor vehicle has a tread (2) including: a center region (Cr); a pair of middle regions (Mr) located on both sides of the center region (Cr); and a pair of inner shoulder regions (Sr) located on both sides of the middle regions (Mr). The tread (2) has provided therein: inner tilted grooves (10) having outer ends (10e) provided within the middle regions (Mr); and outer tilted grooves (11) having inner ends (11i) provided within the middle regions (Mr). The groove area ratio of the center region (Cr) is from 34% to 39%, the groove area ratio of the middle regions (Mr) is from 14% to 19%, and the groove area ratio of the inner shoulder regions (Sr) is from 14% to 19%.

Abstract: A tire for a motorbike can improve turning performance and dry grip performance with good balance. In a tire for a motorbike, a tread part is provided with a first inclined groove and a second inclined groove disposed closer to a tread end than is the first inclined groove. The first inclined groove is provided to a forward-movement grounded area. An inner end of the second inclined groove is provided in an area within a range 2% of a tread expansion radius centered about an end edge of the forward-movement grounded area. An outer end of the second inclined groove is provided to a position displaced from the inner end of the second inclined groove toward the tread end by an interval 20%-30% of the tread expansion radius.

Abstract: Each shoulder land region 4E defined by a shoulder circumferential main groove 3E is provided with a circumferential narrow groove 20 and axially inner and outer shoulder oblique grooves 22 and 21 extending therefrom. The axially outer shoulder oblique grooves 21 are inclined with respect to the tire axial direction to one direction. The axially inner shoulder oblique grooves 22 are inclined with respect to the tire axial direction to one direction opposite to that of the axially outer shoulder oblique grooves 21. Crown oblique grooves 8 are inclined with respect to the tire axial direction to one direction same as that of the axially outer shoulder oblique grooves 21. Imaginary extensions 21K of the axially outer shoulder oblique grooves 21 are not overlapped with openings Q1 of the axially inner shoulder oblique grooves 22 at the circumferential narrow groove 20.

Abstract: A tread pattern is provided with: shoulder lug grooves open at ground contact edges; center lug grooves having two ends; circumferential primary grooves formed in a wave-like shape by alternately connecting ends of the center lug grooves and the inner ends in the tire width direction of the shoulder lug grooves; and center blocks defined by the center lug grooves and the pair of circumferential primary grooves. The belt portion of the tire includes first cross belt layers and second cross belt layers. The ratio of the width WB of the center blocks in the tire width direction to the belt width W1 of the belt layer having the shortest width in the tire width direction among the first cross belt layers is in the range from 0.6 to 0.9.

Abstract: A tire has an axis of rotation. The tire includes two inextensible annular bead structures for attachment to a vehicle rim, a carcass-like structure having at least one reinforced ply, the carcass-like structure being wound about the two bead structures, a tread disposed radially outward of the carcass-like structure, and a shear band structure disposed radially between the carcass-like structure and the tread. The two bead structures include at least one layer of a three dimensional fabric including a tear drop frame structure and open cells defined by the tear drop frame structure.

Abstract: A pneumatic vehicle tire has a carcass with at least one carcass ply. The surface of the carcass ply has an overlay made of an electrically conductive rubber mixture. The overlay extends continuously from an electrically conductive bead base to a superstructure and contacts the superstructure. A method for making a pneumatic vehicle tire includes the steps of making a carcass ply, covering a surface of the carcass ply with a continuous overlay made of an electrically conductive rubber mixture. The overlay contacts an electrically conductive bead base and the superstructure in the finished pneumatic vehicle tire.

Abstract: A specific multi-band antenna impedance matching circuit and a tire-pressure monitoring device using same are disclosed. The antenna impedance matching circuit includes at least one first, one second and one third inductance unit and at least one first, one second and one third capacitance unit. The first capacitance unit is connected at a first end to first ends of the first and the second inductance unit and at a second end to a ground; the second inductance unit and the second capacitance unit are connected in series; the third inductance unit and the third capacitance unit are connected in parallel; and the third inductance unit is connected at a first end to a first end of the second capacitance unit and at a second end to the ground.

Abstract: A sensor housing for mounting in a vehicle wheel, preferably a motor vehicle wheel and preferably on an inside of a tire of the wheel, is provided. The sensor housing includes a base surface for securing the sensor housing in the inner chamber of a wheel, a receiving area having a recess for receiving a sensor, and a predetermined breaking point for breaking open the receiving area and thus for releasing the sensor from the receiving area, preferably in a manner that prevents reuse of the sensor housing. A sensor arrangement including the sensor housing and a sensor received therein is also provided.

Abstract: An apparatus for mounting and removing a tyre on and from a respective rim comprises: an element for moving a bead of the tyre in order to insert/remove the bead into/from a respective groove in the rim, the element comprising a tool connected to a respective supporting arm for moving the bead; a rotatable support for the rim, in such manner as to turn the rim and the tyre about a corresponding longitudinal axis of the rim; at least one sensor associated with the supporting arm for measuring the mechanical strain applied to the bead of the tyre when the latter is mounted on, and removed from, the rim.

Abstract: A tow pin has a main body portion in a columnar shape and a first protrusion protruding outward from an outer circumferential surface of the main body portion. An upper bracket structure has a first through hole in which the main body portion is inserted and restricts passage of the first protrusion. A lower bracket is located under the upper bracket structure at a distance from the upper bracket structure and has a second through hole in which the tow pin can be inserted. The main body portion of the tow pin is inserted in at least the first through hole and the first protrusion is located under the upper bracket structure.

Abstract: The invention relates to a vehicle which includes at least four wheels and a base. Said wheels are attached in pairs at the base via connections and form a bogie consisting of a pair of wheels. Said bogies are rotatably hinged onto the base such that the pivot point of the path of the wheels is not physically present and said pivot point is located under the rotational axis of the wheels when the bogie is horizontal. The rotation of a bogie is transmitted by a transmission means to the other bogie such that the slant of each bogie in relation to the base forms an angle of identical but opposite value.

Abstract: A method for providing improved ride control for a work vehicle when transporting a drawn implement may include monitoring a load applied through a drawbar-related component(s) of the work vehicle while the drawn implement is being transported, wherein the drawn implement is located at a transport position relative to a driving surface of the work vehicle such that a ground engaging tool of the drawn implement is located above the driving surface. The method may also include detecting a variation in the monitored load over time, comparing the detected load variation in the monitored load to a predetermined load variance threshold and controlling an operation of at least one of an implement suspension system of the drawn implement or a vehicle suspension system of the work vehicle so as to reduce the detected load variation in the monitored load when the load variation exceeds the predetermined load variance threshold.

Abstract: An air conditioner for a vehicle includes a heating line having a condenser at an inlet thereof and having an outlet communicating with an interior of the vehicle. A cooling line has an inlet communicating with the inlet of the heating line, an outlet communicating with the interior of the vehicle, and an evaporator connected to the condenser inside of the cooling line. One or more doors are provided to control a flow stream of each line and to control a temperature of air introduced into the interior of the vehicle.

Abstract: A seat thermal conditioning device includes a seat portion having a vent configured to provide conditioned air to a seat occupant neck area. A thermoelectric module is arranged in the seat portion. The thermoelectric module is configured to both heat and cool an air supply to provide the conditioned air.

Abstract: A controller controls an air-conditioning device so that air of the air-conditioning device is supplied to a cabin based on a warm-up state of air of the air-conditioning device. When remote air conditioning is performed, the controller controls the air-conditioning device so that air of the air-conditioning device is supplied to the cabin even in a state where the warm-up state is lower than in a case where air of the air-conditioning device is supplied to the cabin of the vehicle in the operation air conditioning. In a manner described above, a vehicle capable of suppressing power loss and lengthening of charging time in heating during the remote air conditioning and the preliminary air conditioning is provided.

Abstract: This vehicle air conditioner includes: a component temperature-adjustment path in which a coolant flows for performing a heat exchange with a vehicle component which needs a temperature adjustment; an engine coolant path in which an engine coolant guided from an engine cooling portion flows; a heater core. The vehicle air conditioner further includes: a first water-refrigerant heat exchanger which performs a heat exchange between a low-temperature and low-pressure refrigerant of a heat pump, the coolant fed to the component temperature-adjustment path, and the engine coolant; a second water-refrigerant heat exchanger which performs a heat exchange between a high-temperature and high-pressure refrigerant of the heat pump, and the engine coolant; and a first switch which can switch between a state where the engine coolant flows to the first water-refrigerant heat exchanger and a state where the refrigerant bypasses the first water-refrigerant heat exchanger.

Abstract: An air vent assembly, for example, for a motor vehicle, having an air vent, which has at least one air guide louver with a trailing edge and a leading edge, whereby the air guide louver with its leading edge is mounted pivotable about a rotation axis associated with the trailing edge, and having a decorative device. It is provided that the decorative device has at least one stationary decorative louver with a visible edge extending in the extension of the trailing edge, and that the air guide louver is mounted on the decorative louver pivotable about the rotation axis.

Abstract: The invention relates to a cardan mounting for an air vent, comprising a fixed part and a moving part, which are each pivotably attached to a cardan ring, wherein the two pivoting axes are arranged at right angles to one another. The cardan ring is elastically deformable, circular-ring-shaped in the uninstalled state and extended along one pivoting axis and compressed along the other pivoting axis, as compared with the circular shape, in the installed state. The invention furthermore relates to an air vent having a cardan mounting of this kind.

Abstract: A vehicle includes a first roller having a first roller magnet and a second roller having a second roller magnet. A shade includes a first shade magnet and a second shade magnet. At least one of the first and second shade magnets are coupled to at least one of the first and second roller magnets.

Abstract: The embodiment provides a tonneau cover device. The tonneau cover device includes a tonneau cover and a fixing device to engage with a lock portion to thereby hold the tonneau cover in a pulled-out-and-held state. The fixing device includes: a slider provided in a slidable manner and a hook provided in a swingable manner. When a force is exerted on an engagement protruding portion of the hook as a result of pushing in the tonneau cover toward the winding direction from the pulled-out-and-held state, and the exerted force acting on the engagement protruding portion is larger than the normally-given urging force acting on the engagement protruding portion, the hook swings such that the engagement protruding portion retracts into the case while causing the slider to be pushed in away from the sidewall, thereby being disengaged from the locking portion.

Abstract: A system for selectively covering a container with a tarp. The system includes a roller and a tarp connected to the roller. A motor is connected to an output member, and the output member is releasably engaged with the roller. Actuation of the motor when the output member and the roller are engaged causes movement of the roller relative to the tarp. A crank is releasably connected with the roller, wherein one of the crank and the roller is connected to a coupler and the other of the crank and the roller is connected to a joint. When the output member and the roller are disengaged and the crank is connected with the roller, rotation of the crank causes movement of the roller relative to the tarp.

Abstract: A snap fit extender fashioned from an elastic body material of a predetermined length with male and female snap fits at opposing ends of the elastic body in directionally opposite facing relation to each other. The snap fittings on the extender are cooperatively engageable to complimentary snap fittings on a cover and a vehicle and responsive to dimensional changes to the cover occasioned by weather or age related shrinkage without inducing harmful stresses into the cover.

Abstract: This automotive equipment includes: a central component intended to close an opening of a peripheral component with a peripheral clearance, a positioning member having centering elements, the positioning member is removably linked to the central component. The positioning member is arranged so that the centering elements extend at least partially in projection with respect to the central component. Each centering element is deformable so that the centering elements can cooperate with edges of the opening so as to center the central component with respect to the opening.

Abstract: An automated range-change transmission (CT) of a motor vehicle, has a main transmission (HG) with a lay-shaft design, which features a main shaft (WH) and at least one lay shaft (WVG1, WVG2), and a pre-shift group (GV) drivingly connected upstream on the main transmission (HG). An input shaft (WGE) of the range-change transmission (CT) is able to be coupled with an internal combustion engine (VM) of a drive unit of the motor vehicle. An output shaft (WGA) of the range-change transmission (CT) is coupled with an axle drive (AB) of the motor vehicle. An electric motor (EM) of the drive unit is able to be coupled at the pre-shift group (GV) through a planetary transmission (PG), whereas the electric motor (EM) is coupled to a first element of the planetary transmission (PG), a second element of the planetary transmission (PG) is coupled with an input shaft of the pre-shift group (GV), and a third element of the planetary transmission (PG) is coupled with an output shaft of the pre-shift group (GV).

Abstract: A structure of a powertrain for a vehicle according to the present invention includes: a first clutch connecting or disconnecting power from an engine; a driving motor disposed between the first clutch and a transmission, including a stator and a rotor, and having a recess, such that a center of a side of the rotor that faces the first clutch concaves toward the transmission; and an actuator at least partially inserted in the recess to operate the first clutch.

Abstract: A drive device for a motor vehicle includes a primary powertrain and a secondary powertrain, wherein the primary powertrain includes a combustion engine for generating a total torque; a torque distribution device coupled to the combustion engine and including a first and a second output, wherein the torque distribution device is designed to provide a first partial torque in mechanical form at its first output derived from the total torque, and to provide a second partial torque in electrical form at its second output derived from the total torque; and a transmission which is coupled to the first output of the torque distribution device; wherein the secondary powertrain includes an electric machine which is coupled to the second output of the torque distribution device; wherein the torque distribution device includes a torque limiting device which is designed to limit the first partial torque to a presettable threshold value.

Abstract: An exemplary flow control assembly includes, among other things, shutters each having at least one aperture. The shutters are configured to move back and forth between a first position and a second position to influence a flow through the at least one aperture. A flow control method includes, among other things, moving a shutters back and forth between a first position and a second position. The first position permits more flow through at least one aperture within each of the shutters than the second position.

Abstract: An exhaust after-treatment mounting arrangement is provided that is mounted outside of an engine compartment and has a perforated enclosure allowing air to permeate the enclosure and establish an airflow through the enclosure to maintain part integrity of components of an exhaust after-treatment system with maximum temperature thresholds. Components of the exhaust after-treatment system may be mounted to permit movement of such components relative to upstream and downstream components in the exhaust system. The enclosure is configured to prevent contact of the hot components by operators and/or flammable materials with small venting holes through top surfaces of the enclosure and large vent holes in bottom areas of the box that allow large volumes of air to easily flow into the enclosure.

Abstract: The present invention provides an integrated steering drive axle for a vehicle and an electric vehicle. The integrated steering drive axle includes an integrally rigid axle beam arranged to extend between the two wheels along the lateral direction of the vehicle, and two motor drive systems mounted at the axle beam, wherein each motor drive system can independently drive a corresponding one of the two wheels to rotate and turn; wherein each motor drive system includes: a first drive electric motor, arranged separately from the corresponding wheel; a first transmission mechanism, arranged between the first drive electric motor and the corresponding wheel and used for transferring the output power of the first drive electric motor to the corresponding wheel to drive the corresponding wheel to rotate; and a second drive electric motor, used for providing steering power necessary for steering the corresponding wheel.

Abstract: The invention relates to a powertrain for a motor vehicle having a permanently driven primary axle, comprising: a drive unit for the generation of a drive torque; a first clutch for the transfer of a variable portion of the drive torque to a secondary axle of the motor vehicle; a second clutch for the deactuation of a torque transfer section of the powertrain arranged between the first clutch and the second clutch when the first clutch is opened; and a control unit for the automatic control of the first clutch, with the control unit being connected to at least one sensor for the detection of a wheel slip at the primary axle; with the control unit being made, starting from a deactuated state of the torque transfer section, to close the second clutch in dependence on a detected wheel slip at the primary axle.

Abstract: A prime mover control device of a work vehicle equipped with a torque converter includes: a speed ratio calculation unit that calculates a speed ratio of the torque converter; and a rotational speed limit unit that, when a speed ratio falls within a preset speed ratio range, limits a maximum rotational speed of the prime mover to be lower as compared with a maximum rotational speed set when a speed ratio falls without the preset speed ratio range. When a state in which the speed ratio calculated by the speed ratio calculation unit falls within the preset speed ratio range is maintained for a predetermined time period, the rotational speed limit unit changes a maximum rotational speed of the prime mover to a higher maximum rotational speed than the limited maximum rotational speed limited to be lower by the rotational speed limit unit.

Abstract: The display device is loaded on a vehicle, and connects the communication with the information processing terminal via the connection unit. Specifically, the display device obtains and displays an application image outputted by the information processing terminal. Also, the display device obtains, from the information processing terminal, a property of the application generating the application image. The property of the application may include information whether or not the application is controllable by an external device, the reliability of the application, the genre of the application and the display appropriateness. Then, the display device regulates the display of the application image based on the obtained property of the application and the running state of the vehicle.

Abstract: An automatic two-wheeled vehicle display device is such that, while warning information is being displayed in a second display region, a CPU changes a background color gradation of the second display region to a first gradation (for example, white) for a first setting period t1, gradually increases backlight luminosity to reach a maximum value (100%) in a third setting period t3 that is shorter than the first setting period t1, and maintains the backlight luminosity at the maximum value (t1=t3+t4) for a fourth setting period t4. Subsequently, the CPU changes the background color gradation of the second display region to a second gradation (for example, black) for a second setting period t2, and adjusts the backlight luminosity to a luminosity the same as that in a normal mode (for example, 20%).

Abstract: An electrical system for a vehicle having an internal combustion engine provided with a start/stop system includes a primary battery connectible to an engine starter motor, an alternator and an electrical load in parallel with one another and selectively connectible in parallel with the primary battery via a first switch, and a third source of electrical energy selectively connectible in parallel with the alternator via a second switch. A DC/DC converter may be arranged in parallel with the alternator for selectively charging the third source of electrical energy via the second switch. A secondary battery may be arranged in parallel with the alternator.

Abstract: A control device for an electric vehicle including a traveling motor which is configured to transmit a driving force to driving wheels, includes: a control unit having a suppression mode function for suppressing a traveling state amount of the vehicle when an abnormality occurs in an electrically driven system of the vehicle. The suppression mode function includes a first suppression state and a second suppression state, and a suppression degree in the second suppression state is smaller than a suppression degree in the first suppression state. In accordance with a kind of the abnormality in the electrically driven system, the control unit is configured to cause the vehicle to be in the first suppression state or is configured to cause the vehicle to be in the first suppression state after causing the vehicle to be in the second suppression state.

Abstract: A vehicle powertrain includes an IGBT that conducts current between a supply and load. The vehicle powertrain also includes a controller that applies voltage to a gate of the IGBT at a first level for a first duration that depends on a capacitance of the gate, and increases the voltage over a second duration based on a rate of change of the current falling below a threshold defined by a supply voltage for the load.

Abstract: A controller includes a tracking regulator having a reference voltage input and a voltage output and configured to regulate the voltage output to the reference voltage input. The controller is configured to, in response to a short to ground of the voltage output, electrically couple the reference voltage input to the voltage output.

Abstract: A control device for a multi-voltage electrical system of a vehicle is provided. The multi-voltage vehicle electrical system includes a first subsystem which is formed to be operated by a first voltage supply source with a first supply voltage, and a second subsystem which is formed to be operated by a second voltage supply source with a second supply voltage. The control device comprises: a transceiver which is connected to ground via a first ground terminal of the first subsystem and is supplied with energy at least by the first voltage supply source, and which is formed to communicate with a component of the first subsystem; a control unit which is connected to ground via a second ground terminal of the second subsystem, and which is formed to control a component of the second subsystem. The control unit is supplied with energy at least by the first voltage supply source.

Abstract: A pulse width modulation resonance converter is provided that includes a transformer and a switching unit including first to fourth switches electrically connected to a primary coil of the transformer and configured to convert a DC voltage into an AC voltage by a switching operation of the first to fourth switches in which each switch is switched from an off state to an on state when a voltage difference between both ends is about 0. Additionally, a rectifying unit includes an output capacitor, first to fourth diodes electrically connected to a secondary coil of the transformer, and a resonance tank having a resonance capacitor and a resonance inductor which are electrically connected to the secondary coil of the transformer. The plurality of switches connected to the primary side of the transformer perform the zero-voltage switching using the magnetized inductance of the primary side to minimize the switching loss.

Abstract: Disclosed herein is an electric vehicle including a power source, an electric motor adapted to be supplied with electric power from the power source for vehicle driving, a sheet-shaped solar battery for electric power generation, a storing portion for storing the sheet-shaped solar battery in its nonoperating condition, and a connecting unit for allowing the supply of electric power from the sheet-shaped solar battery to at least one of the electric motor and the power source, wherein when the sheet-shaped solar battery is used to perform electric power generation, the sheet-shaped solar battery is taken out of the storing portion and then spread to effect photovoltaic power generation.

Abstract: A charging system of an electric vehicle is provided and is implemented based on a motor and an inverter which are previously mounted within the electric vehicle, without a separate on-board charger. The charging system includes a DC power supply that is configured to store or output DC power and a motor that is configured to drive the electric vehicle. An inverter drives the motor based on a flow of current and an AC power supply outputs the AC power. Additionally, a charging relay is configured to perform a switching operation to supply DC power output from the inverter to the DC power supply and an input relay is configured to perform the switching operation to supply the AC power to the inverter.

Abstract: An integrated module of an OBC and an inverter includes: an OBC primary side circuit and a plurality of transformers converting, when 3-phase alternating current (AC) voltages are received from a fuel station, the 3-phase AC voltages in form and level and transmitting the converted voltages into a secondary side; and an inverter switch turned off in a charge mode in which a high capacity vehicle battery is charged, to rectify an output voltage of a secondary side of each of the plurality of transformers by a body diode included in each switching element for an inverting function.

Abstract: A system for charging an electrical storage unit of an electric vehicle through a contact device, the system comprising: the contact device interconnected to the electrical storage unit of an electric vehicle and configured to receive an electrical charge from an external power source; a contact arm interconnected to the contact device, the contact arm configured to position the contact device at a first position relative to the external power source; and a contact device controller interconnected to the contact arm and configured to control the contact arm wherein the first position is maintained; wherein the contact device receives the electrical charge from the external power source; wherein the electrical storage unit of the electric vehicle is charged.

Abstract: An apparatus for a vehicle having an electric propulsion motor and energy storage means for powering the motor, the apparatus being operable to generate an audible sonic signature in dependence on a result of a determination whether the vehicle is connected to a charging facility for charging the energy storage means.

Abstract: Systems and methods for charging an electric battery of a vehicle are provided. The vehicle includes a battery for powering an electric motor of the vehicle. A controller of the vehicle is provided to interface with a battery and to enable control of charging of the battery. The vehicle includes a communications interface for enabling wireless communication with a server, and the server is configured to manage a plurality of user accounts for users. The server is one of a plurality of servers, and the servers providing access to cloud services regarding vehicle use and metrics.

Abstract: Provided herein is an inductive power transfer pad for inductive power transfer to a vehicle. The inductive power transfer pad includes a stationary part and a movable part. The movable part includes a primary winding structure. The movable part is movable between a retracted state and an extended state. The power transfer pad is designed or controllable such that the movable part is only movable to a position from a set of predetermined positions. The set of predetermined positions is a subset of the set of all positions between the retracted and the extended state. A method of operating an inductive power transfer pad and an inductive power transfer system are also provided herein.

Abstract: A charging station can be autonomously coupled to an electric vehicle. Sensors on the vehicle determine a location of the vehicle, and the vehicle is positioned within a connection envelope. A travel path for bringing a charging connector into contact with a charging port on the vehicle can be determined, and then the travel path is autonomously carried out.

Abstract: The disclosure relates to an electrical system for a vehicle, comprising a low-voltage sub-network for at least one low-voltage load and comprising a high-voltage sub-network for at least one high-voltage load and an electric generator. The high-voltage sub-network has a battery which is designed to generate a high-voltage and output same to the high-voltage sub-network and which has at least two battery units with individual voltage taps. The high-voltage sub-network is connected to the low-voltage sub-network via a coupling unit which is designed to draw energy from the high-voltage sub-network and supply said energy to the low-voltage sub-network. The coupling unit is designed to selectively connect the battery units to the low-voltage sub-network. The disclosure further relates to a method for operating an electrical system, to a motor vehicle, and to a battery management system and a computer program which are designed to carry out the method.

Abstract: One embodiment relates to a system for idle reduction in a hybrid vehicle. The system includes a control system for causing the vehicle to operate in a charge depletion mode, or a charge accumulation mode in response to job site data; the job site data can include an estimate of the amount of energy required at the job site.