WO2003021094A1 - Power box - Google Patents

Abstract

An integrated power unit (10) for use with a vehicle comprising a housing (10c) containing power generating units (40, 42, 48-51, 52, 210) and a control panel (25) operatively connected to the power generating units to provide a wide variety of user accessible sources of power. The integrated power unit (10) can be configured to provide electric power (81-89), regulated and/or unregulated compressed air (110-115), regulated and/or unregulated hydraulic power (214-222) and/or welding controls (186), thereby providing power for wide range of electric, pneumatic and hydraulic power tools and devices. The integrated power unit can be mounted on a truck (15, 150), a trailer (160, 230, 251), a manlift (170) or other self powered or non-self powered vehicle.

Description

POWER BOX

This application claims the benefit of U.S. Patent Application Serial No. 09/941,150, filed on August 28, 2001, U.S. Provisional Patent Application Serial No. 60/351,618, filed on January 25, 2002 and U.S. Provisional Patent Application No. 60/390, 165, filed on June 20, 2002 and are each hereby incorporated in their entirety by reference herein. Field of the Invention

The present invention relates to power generating units such as compressors, electrical generators and welding power supplies, and particularly units of this type that can be transported to a work site.

Background of the Invention Portable units that can be earned to a site are known, and a typical unit of this type, such as a TS 200, Model 5000 welder/generator sold by Burco/Mosa, includes an open, lightweight frame consisting of a metal shell on which is mounted an internal combustion engine directly connected to an alternator, which generates sufficient amperage to operate direct current welders and to provide some auxiliary alternating current for operating auxiliary equipment. A engine is also mechanically coupled to a compressor that may be used to provide the compressed air needed to operate a plasma cutting torch used in conjunction with the welding equipment.

Wliile units of this type operate satisfactorily, they have several disadvantages. First, and most importantly, even though the welder/generator or compressor is portable, it is nevertheless difficult and time consuming to load and unload, then connect up the various components which are included in the system. More specifically, in a typical operation, the portable welder/generator, which may weigh approximately 400 pounds, is lifted onto the bed of a pickup truck. Because it is so heavy, it is usually placed at the rear ofthe bed to avoid mmecessary lifting, and because it is so big, it creates an obstacle that makes it difficult to place any significant equipment in the pickup truck. Next, the compressor, which is a separate unit and also heavy (e.g. 150 pounds), must be lifted and placed on the bed ofthe pickup fruck. At the j ob site, these units are generally unloaded from the truck, and in any event, they must be connected to one another, and with the welding and plasma cutting equipment, all of which is time consuming and often requires additional lifting of heavy equipment.

Moreover, even though the individual components ofthe system are relatively heavy, they nevertheless can be stolen and caπied away from the back of a pickup track. Therefore, it is the general practice of those who use such equipment to unload and properly store the equipment in a secure location at the end of each working day, and again, this results is a significant amount of lifting of heavy equipment. The same is true for smaller, auxiliary tools that are used with these units, such as plasma cutters, mig welders and or welding leads, all of which must also be removed from the truck and stored.

Finally, in such known units, the tubular frame in which the internal combustion engine and the alternator are earned is entirely open, and, as a result, workmen and others located near the equipment are constantly exposed to very high levels of noise resulting from the operation ofthe engine, the alternator, and the associated compressor unit. Colella, U.S. Patent No. 6,051,809, describes a welder/generator and compressor unit that is sized to fit in the bed of a pickup truck. Specifically, the unit has a generally T-shaped cross section, with a lower housing portion sized to fit between the bed walls of a standard pickup track bed. The upper portion ofthe housing is somewhat wider, extending over and resting on the bed walls, thus foπning the T-shape. On one end of the upper portion of the housing are controls for connection to the welder/generator and compressor. Within the housing are various components including an internal combustion engine, alternator, and air compressor, as well as a compressed air tank for storing compressed air produced by the compressor, a battery, electrical and compressed air connections and a storage area. The engine, alternator and compressor are mounted in longitudinal alignment, with the drive shaft ofthe engine directly mechanically diivmg tlie shaft ofthe alternator and also mechanically driving the shaft of tlie air compressor through a speed-reducing pulley arrangement.

The Colella device has tlie advantage of being easily transportable in the pickup track bed, and having conveniently located controls and connections to permit use of all of tlie units without removal from the pickup truck. Furthermore, tlie enclosed housing provided in the Colella device allows for some reduction of noise.

Unfortunately, tl e device shown in the Colella patent has a number of drawbacks. First, there is no provision in the described device for storage of fuel for the engine. Presumably, a fuel tank would be provided within an unused portion of tlie housing or in the truck bed adjacent to the unit. In such a position, the tank would be difficult to access for refueling. Furthermore, in typical use, the Colella device would remain within the pickup track bed at all times. Therefore, when the fuel tank (wherever positioned) is refilled, spilled fuel would fall into the housing or truck bed soiling the bed or housing and creating a potential safety hazard. Similarly, tlie Colella patent does not describe a purge valve for the compressed ah tank which would be needed to purge condensed water from the tank. Typically, such a valve is located on tlie tank. However, such a location would be inconvenient. Also, when a purge valve on the compressed air tank is opened to purge water from the tank, water is likely to be emitted into the housing, introducing unwanted moisture into the housing.

A second difficulty with the Colella design is that it is sized to fill the entire width of a pickup truck bed. As a consequence, the unit can only be readily installed adjacent tlie tailgate ofthe track bed, to the rear ofthe wheel wells, for the reason that the width ofthe unit prevents sliding the unit past the wheel wells. Although the unit maybe lifted over the wheel wells to a forward position in a short bed track, the unit may be required to be placed in a rearward position for the reason that a short bed truck permits insufficient space (only about one foot) for the Colella unit to fit between the wheel wells and forward end ofthe truck bed. Positioned in a rearward bed location, the unit limits other uses ofthe truck bed, as items must be lifted over tlie bed walls to be placed in the bed, rather than sliding those items into tlie bed via the tail gate. Furthermore, with the Colella unit in the truck bed, the length ofthe bed is shortened such that the bed may no longer accommodate typical construction materials such as plywood sheets.

A third difficulty with the Colella design arises when fitting the unit to pickup trucks of different makes and models. Wliile there is, to a reasonable extent, a standard pickup bed width, there is no standard height for pickup bed walls. As a result, the intended fit of the Colella unit, to rest on the pickup walls, will likely be correct for only a certain class of pickups. When tlie unit is installed in other classes of pickups, it is likely to either rest on tlie floor ofthe track bed with the upper housing sections inconveniently elevated above the top ofthe bed walls, or, alternatively, rest on the top ofthe bed walls but with a substantial gap between tlie bottom ofthe housing and the bed floor. In the former case, the housing floor would need to be designed to distribute weight to prevent damage to either the unit or truck bed when the unit is resting on its bottom surface. The only way to avoid such issues would be to reduce the height ofthe lower housing of tlie unit to a height less than the shortest bed wall in which the unit might be used, which would reduce the volume ofthe housing available for the identified components. In addition to the foregoing difficulties, there is the further complication that the total weight ofthe various elements called for in the Colella patent can easily approach 800 pounds, exceeding the weight that can be supported by typical truck bed rails, and requiring substantial reinforcement ofthe upper housing portions to support the unit in the intended manner.

A further difficulty with the Colella unit arises from the manner in which elements are positioned withm the housing. The longitudinal, mechanically coupled arrangement of the engine, alternator and compressor makes efficient use ofthe space; however, it hinders the efficient flow of cooling air to those elements since such units are typically designed to obtain or exhaust cooling air in the longitudinal direction, and each element is longitudinally abutting either another element or the housing and track bed walls. As a consequence, cooling air flow may be restricted and/or heated air may be caused to flow from one unit onto another, limiting cooling.

Finally, the Colella unit, while portable, may have limitations in some environments where a pickup track cannot be positioned close to the work area, for example, where welding is being performed deep within a structure, it may be inconvenient, or detrimental to weld power, to ran long electrical leads carrying welder voltages and currents from an externally-parked pickup truck to the work site.

Summary of the Invention

The present invention provides a compact, efficient and secure integrated power unit for use with a truck, trailer, manlift or otlier self-powered or nonself-powered vehicle. The integrated power unit of tlie present invention is fully self contained, user friendly and relatively quiet in operation; and fiirther, the integrated power unit can be flexibly assembled, so that it can be easily installed in a wide range of different vehicles, as well as in different locations on such vehicles. The integrated power unit ofthe present invention is especially useful where a wide range of power requirements are necessary. For example, the integrated power unit can be configured to provide electric power, regulated and unregulated compressed air, regulated and unregulated hydraulic power and/or welding controls, thereby providing power for a wide range of electric, pneumatic and hydraulic power tools and devices.

According to the principles ofthe present invention and in accordance with the preferred embodiments, the invention provides an integrated power unit for use with a vehicle. The power unit has a housing containing power generating units and a control panel operatively connected to the power generating units to provide user accessible sources of different types of power.

In different aspects ofthe invention, the integrated power unit can be mounted on a track, a trailer, a manlift or other self powered or non-self powered vehicle. In another aspect of tlie invention, the control panel can be mounted at a location remote from the housing of the integrated power unit. In one aspect ofthe invention, tl e confrol panel contains a welding power supply.

In a still further embodiment ofthe invention, the integrated power unit has a combination of one or more power generating units, for example, a mechanical power takeoff, an electrical power generator, an ah compressor, a welding power supply and a hydraulic power supply. In a further aspect ofthe invention, the integrated power unit has a lower housing located between opposed side walls in a truck bed or frailer and an upper housmg that extends over a side wall of the track bed or is mounted in the side wall.

In a still further embodiment ofthe invention, tlie integrated power unit has an internal combustion engine and a first air flow path within the lower housing for receiving cooling air from outside the housing and directing the cooling air past the engine to a location outside ofthe housing. In addition, the integrated power unit has a power convertmg unit comiected to the engine and a second air flow path within tlie lower housing. The second ah flow path receives cooling air from outside tlie housing and directs the cooling air past the power converting unit to a location outside of the housing. In various aspects of this embodiment, the ah flow paths extend through different walls ofthe integrated power unit. The above and other objects and advantages ofthe present invention will become more readily apparent during the following detailed description taken in conjunction with tlie drawings herein. Brief Description of the Drawings

The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and, together with a general description of the invention given above and the detailed description ofthe embodiments given below, serve to explain the principles ofthe invention.

Fig. 1 is a partial perspective view ofthe rear of an integrated power unit in accordance with the principles ofthe present invention.

Fig. 2 is a top elevation view ofthe integrated power mit of Fig. 1.

Fig.3 is a perspective rear view of a bolster disassembled from the integrated power unit of Fig. 1.

Fig. 4 illustrates a control panel ofthe integrated power unit of Fig.l. Fig. 5 illustrates a perspective view of a lower housmg ofthe integrated power unit of Fig. 1 in which major components are shown disassembled therefrom. Fig. 6 is a schematic drawing of one alternative air ventilation flow for the integrated power units of Figs. 1 and 6. Fig.7 is a schematic drawing of another alternative ah ventilation flow for tlie integrated power units of Figs. 1 and 6.

Fig.8 is a schematic drawing of a further alternative air ventilation flow for the integrated power units of Figs. 1 and 6. Fig.9 is a schematic drawing of a still further air ventilation flow for the integrated power units of Figs. 1 and 6.

Fig. 10 is a schematic drawing of yet another alternative air ventilation flow for the integrated power units of Figs. 1 and 6.

Fig. 11 is a partial perspective front view of a bolster fuel tank with one end removed as used with the integrated power unit of Fig. 1.

Figs. 12A-12C are perspective views illustrating the use ofthe integrated power unit in accordance with the principles ofthe present invention in association with a known service truck.

Figs. 13 is a perspective view illustrating a remote control panel mounted in a side wall ofthe service truck of Figs. 12A-12C. Figs. 14A and 14B are perspective views illustrating the use ofthe integrated power unit in accordance with the principles of tlie present invention in association with a known service frailer.

Figs. 15 is a perspective view illustrating a remote control panel mounted in a side wall of service trailer of Figs. 14 A, 14B.

Figs. 16A and 16B are perspective views illustrating the use ofthe integrated power unit in accordance with the principles ofthe present invention in association with a known manlift.

Fig. 17 illustrates an alternative embodiment of a control panel ofthe integrated power unit of Fig.l .

Fig. 18 is a top elevation view illustrating another embodiment ofthe mtegrated power unit in accordance with tlie principles ofthe present invention that includes a hydraulic power supply. Fig. 19 illustrates an embodiment of a confrol panel of the integrated power unit of

Fig.18.

Fig. 20 illustrates an embodiment of a towable, stand-alone integrated power unit in accordance with the principles ofthe present invention.

Fig.21 illustrates an embodiment ofthe integrated power unit mounted on a forward end of different types of trailers in accordance with tlie principles ofthe present invention.

Detailed Description of Specific Embodiments

Referring to Fig. 1, an integrated electrical and mechanical power generating unit in accordance with the principles ofthe present invention can be further described. An integrated unit 10 is shown positioned within a bed of a pickup truck. The integrated unit 10 comprises upper housings 10a and 10b which form bolsters, and a lower housing 10c which rests in the bed ofthe pickup truck.

As will be discussed in further detail below, bolsters 10a, 10b are vertically adjustable in the direction of arrow 12 so that bolsters 10a, 10b may be positioned to rest upon tlie side walls 14a, 14b, respectively, ofthe pickup truck bed. In this manner, bolsters 10a, 10b rest upon the side walls 14a, 14b ofthe pickup truck bed, while the lower housing 10c rests upon the floor 16 ofthe pickup track bed. The greatest portion of tlie weight ofthe unit rests upon the pickup track bed, with tlie bed walls supporting only the weight of tlie respective bolsters 10a, 10b. Lower housing 10c includes feet 18a, 18b which rest upon the floor 16 ofthe pickup truck bed, and thus hold lower housing 10c in a position somewhat above the floor 16 of the pickup truck bed. In this way, feet 18a, 18b create a space or gap 20 beneath lower housing 10c which may be used for a storage drawer or for elongated cargo such as plywood sheets.

The rear surface of lower housing 10c includes an access door 24 providing access to a closet space 27 that is used to hold a welding power generator unit 44 (Figs. 2 and 5). The lower housing

10c further includes a purging outlet drain 26 (Fig. 2) for emitting moisture purged from pressurized gas tanks within power generating unit 10, as explained in further detail below.

It will be seen that tlie lower housmg 10c ofthe power generating unit 10 is sized so as to fit between the wheel wells 28a, 28b on a conventional full size pickup track bed. This permits the power generating unit 10 to be positioned at any desired location witliin tl e pickup truck bed, including a fully forward position as shown in Fig. 1, a fully rearward position, and a position between the wheel wells 28a, 28b.

Referring to Fig. 2, details ofthe internal structure of power generating unit 10 can be explored. A first component witliin the lower housing 10c ofthe power generating unit 10 is an internal combustion engine 40, such as an air cooled, two cylinder, gasoline engine, providing mechanical power for the remaining elements of the power generating unit 10. Engine 40 is arranged longitudinally to produce mechanical torque on a shaft extending outward from engine 40 and into an alternator unit 42 that is separate from the engine 40. Alternator unit 42 produces electrical power from rotation ofthe shaft of engine 40, which electrical power may be used by other elements ofthe power generating unit 10. A first element using electrical power is a welding power supply 44 positioned, as noted above, behind door 24 to permit access thereto. Welding power supply 44 converts three-phase alternating current electrical power from alternator unit 42 into welding voltages to be used in electrical welding. Welding unit 44 may be docked into power generating unit 10 in tlie position shown in Fig. 2, or may be removed via door 24 to a remote location and used at that remote location for welding. In either case, conductors cany three-phase electrical power from alternator unit 42 to welding power supply 44.

Engine 40, alternator unit 42 and welding power supply 44 are contained within a first baffled compartment of lower housing 10c. A longitudinal baffle 47 extending longihidinally across the lower housing 10c separates engine 40, alternator unit 42 and welding power supply 44 from a second baffled compartment containing compressors and air tanks as discussed below. This provides that the compartments have separate air flow paths to facilitate cooling, as is elaborated below.

Within this second compartment, ah tanks 46a, 46b store compressed air produced by compressors 48-51 positioned within the compartment above. Compressors 48-51 are electrically powered compressors driven by electrical power produced by alternator unit 42. The compressors 48-51 have internal fans (not shown) that receive cooling air through inlets 101 that are directed toward tlie front wall 19. The compressors 48-51 are oriented such that the inlets 101 are immediately adjacent the vents 74-76 (Fig. 5), so that there is a direct and unobstructed ventilation ah flow through the vents 74-76 to the inlets 101 of the compressors 48-51. Thus, respective longitudhial centerlines of the compressors 48-51 are nonperpendicular and angled with respect to a longitudhial centerline ofthe truck bed 15. The angular orientation ofthe compressors 48-51 provides a plurality of parallel cooling air flowpatlis that better direct tlie cooling air around the welding unit 44 and into a compartment housing the alternator 42. Compressors 48-51 generate compressed air which is stored within tanks 46a, 46b and available as compressed ah through a confrol panel in bolster 10b as is described in detail below. Within the same compartment as compressors 48-51 and positioned above tanks 46a, 46b is a battery 52 that is used to drive a starter of engine 40. The battery 52 is supported by a bracket 30 that is mounted to the support plate 78 by fasteners, welding or other known means. The bracket 30 bounds an enclosed volume in which a capacitor pack 32 is located.

Referring to Fig. 2, air tanks 46a, 46b are purged by a hose 54 connected to a manual push button purge valve 108 in bolster 10b and a hose 55 comiected between the purge valve 108 and purge outlet 26. To purge excess moisture from ah tanks 46a, 46b, this manual purge valve within control panel 10 is actuated, caushig compressed air to force moisture through hoses 54, 55 and out outlet 26.

Standoff pads 87 are fixed to the front wall 19 ofthe lower housing 10c. The standoffs 87 are made of a resilient material and are used to position the lower housing 10c a desired distance from the front wall 23 ofthe track bed 15. The space provided by tlie standoff pads 87 between the front track bed wall 23 and the front wall 19 ofthe lower housing 10c permits air to circulate adjacent the front wall 19 and enter the vents 74-76 (Fig. 5).

Referring to Fig. 5, the top of lower housing 10c has an opening 105 coverable by a top door or lid 82. The opening 105 is surrounded by a mounting frame 80 for tlie lid 82. The lid 82 may be completely removable from the mounting frame 80 or be pivotally comiected to the mounting frame 80 by means of a hinge 83. One or more latches (not shown) can be used to secure the lid 82 to the lower housing 10c. Compressed air lifters (not shown) can be interposed between lid 82 and lower housing 10c, so that lid 82 will move to, and hold, an open position when the latch is released. The lid 82 has a peripheral groove inside its outer edge 69 that extends over and mates with a peripheral lip or standing seam 71 on mounting frame 80. That lip in groove construction provides a tight, rain-proof seal around the lid 82 and directs water away from the interior of lower housing 10c. Further, that construction provides greater sturdiness and security to the lid, thus making it more impervious to unauthorized entry. Similarly, surrounding the opening 105 ofthe lower housing 10c is a standing lip or seam (not shown) that fits inside a peripheral groove ofthe mounting frame 80. Again, that mechanical construction provides an excellent rain-proof seal and further provides rigidity to tlie lower housing 10c, thereby increasing tlie security ofthe lower housing 10c.

An electrical disconnect or "kill" switch 85 (Fig. 2) is mounted in the lower housing 10c adjacent an edge ofthe mounting frame 80 opposite tlie hinge 83. The switch 85 changes state in response to detecting the proxhnity ofthe movable forward edge ofthe lid 82, thereby providing an electrical signal that changes state in response to tlie lid 82 being opened and closed. The switch 85 is used as an electrical disconnect or "kill" switch for the engine 40. The switch 85 is electrically comiected with electrical components in the internal combustion engine 40 such that when the lid 82 is opened, the switch 85 changes state, thereby terminating the operation ofthe engine 40. The switch 85 changes state again when tlie lid

82 is closed, thereby peπnitting the enghie 40 to be restarted. As will be appreciated, the switch 85 can alternatively be mounted in the lid 82 or disposed at other locations that permit the switch 85 to detect an opening and closing ofthe lid 82. As will further be appreciated, the switch 85 can be a limit switch or other suitable proximity switch; and further, the switch 85 can be connected with the wiring ofthe engine 40 in different ways to achieve the desired result.

Opening the lid 82 provides access to the breakers 92 that are mounted witliin an electrical box or cabinet 93. As shown in Figs. 2 and 5, a breaker box 93 is mounted on top of a housing 95 that forms a compartment for the alternator 42.

Referring to Figs. 2 and 5, a first ventilation air flow path 65 is used to cool the engine compartment 57 ; and a second ventilation air flow path 67 is used to cool the other components in the lower housing 10c. The engine compartment 57 is formed by baffles 47, 53 and alternator housing 95, thereby isolating it from the other components in the lower housing 10c. Thus, the cooling of the engine 40 is separate from the cooling ofthe other components within the lower box 10c.

Within the engine compartment 57, the internal combustion engine 40 has an expanded air inlet duct 59 that supplies both ventilation and combustion ah to the engine 40. The duct 59 is generally conically shaped with an inlet end 61 that is substantially larger than the duct outlet 63. Thus, any impediment to ah flow into the engine 40, for example, a resistance to ah flow presented by a vent 91 in the right end wall 21, is substantially eliminated. The engine 40 has a generally cylindrically shaped muffler 34 (Fig. 5) that is mounted witliin a plenum 35. Air drawn through the duct 59 is blown by a fan in the engine 40 into the plenum 35, around the muffler 34 and out through an upper portion 36 of an air vent 37 mounted on the rear wall 17. Thus, the muffler 34 is completely surrounded by cooling and insulatmg ah that is continuously circulated within tlie plenum 35. The plenum 35 miniinizes a fransfer of heat from the muffler 34 to the interior of the lower housing 10c. The cooling air flow path around the enghie 40 is generally shown by the flow path line 65 hi Fig. 2. The compressors 48-51 and other units to the front ofthe lower housing 10c are cooled by ah flowing h through vents 74-76 located on the front wall 19. The alternator 42 has a fan 77 disposed within tlie opening 99 to provide other forced ah ventilation within the lower box 10c. The alternator fan 77 and fans (not shown) in the compressors 48-51 draw cooling air through the vents 74-76, around the compressors 48-51, past tlie left end wall 23, past the welding unit 44 and hito the alternator housing 95. The air is discharged through a lower portion 38 of tlie ah vent 37 on the rear wall 17. The area of tl e vent

74 is larger than the area ofthe vent 75 that, in rum, is larger than the area ofthe vent 76. The area ofthe vents 74-76 is varied to equalize the flow of ventilation ah over tlie components adjacent the front wall 19. The cooling ah flow path for the compressors 48-51, welding unit 44 and alternator 42 is generally shown by tlie flow path line 67 of Fig. 2.

As seen in Fig. 5, the ah vent 37 has ventilation holes 41 extending through the rear wall 17 ofthe lower housing 10c, thereby directing ventilation air straight out generally parallel to the floor 16 ofthe truck bed 15. A second, vent 45 is mounted immediately in front of, but displaced away from, the ventilation holes 41. The vent 45 is constructed with a plurality of parallel louvers 45 that are mounted at an angle in order to direct exiting ventilation air upward. Without the louvers 45, heated ventilation air exithig from the ventilation holes tends to circulate in the track bed, hindering cooling and tending to heat other items stored in the truck bed 15. To minimize that heating effect, the louvers 45 are used to direct the heated exhaust ah up away from the truck bed floor 16. As will be appreciated, alternatively, the vent holes 41 and veiit 45 may be mounted to a panel that is completely removable from, or hinged to, the rear wall 17.

Bolster 10a is a tank storing fuel for internal combustion engine 40. Specifically, tank 10a is a fuel tank for storing fuel to be used by engine 40. The capacity ofthe fuel tank and bolster 10a is sufficient to maintain operation of engine 40 for at least one entire day of operation at a j ob site . The tank in bolster 10a may be refueled through an opening (not shown) hi the bolster 10a that is closed or sealed in a known manner by a refueling cap 56 mounted on the outside surface of bolster 10a. Fuel filler cap 56 is located on a left side of tlie pickup track and thus, on a standard pickup, will be adjacent to the fuel filler cap of pickup truck itself. Thus, fuel can be readily dispensed into the fuel tank of tlie pickup truck as well as into the fuel tank ofthe power generating unit 10. It will be further noted that the position ofthe fuel filler cap 56 is at an outward edge of a bolster 10a and further, that the outer edge of bolster 10a extends outward ofthe bed wall of a typical pickup truck. As a consequence, any fuel, spillage that occurs while filling the fuel tank in bolster 10a will flow to an area outside of the pickup truck bed, thus minimizing safety hazards from spilled fuel. Referring to Fig. 11, a filler tube 68 has an upper, proximal end contiguous with the opening 107 ofthe fuel tank and a lower, distal end extending close to tlie bottom 109 ofthe fuel tank in bolster 10a. The filler tube 68 has a flapper valve (not shown) located at its upper end hnmediately adjacent the opening 107 in the fuel tank. The flapper valve is normally in a closed position blocking the filler tube 68, and the flapper valve is opened by a fuel nozzle being inserted therethrough to fill the tank. With the truck upright and the lower end of filler tube 68 near the bottom 109 ofthe tank, the filler tube

68 functions as a flame arrester by helping to prevent a flame from reaching more volatile vapors that are normally in an upper portion ofthe tank.

Referring to Fig. 3, tlie adjustability of tl e bolster position can be further explained by mountings on the opposite surface ofthe lower housing section can be illustrated. As illustrated in Fig. 3, bolster 10a is detached from tlie lower housing 10c to show the connections therebetween. Specifically, bolster 10b has on its rear surface six threaded studs 72 which are positioned to fit within six holes 70 on lower housing 10c. Washers and nuts 73 are threaded onto stud 72 after stud 72 is inserted through holes 70, to hold the bolster 1 Ob in a desired vertical position. Holes 70 are elongated in a vertical direction thus permitting vertical adjustment in tlie position of a bolster. Similar connections are used with the bolster 10a to provide adjustability of the height of bolster 10a. Additional structures such as extender panels, positioned between housing section 10c and the bolster, can be used for horizontal adjustment of the position ofthe bolsters 10a, 10b, if such is desired to permit fitting the power generation unit to a given pickup truck.

Referring to Fig. 4, a control panel 25 for the power generating unit 10 is mounted on bolster 10b. The alternator 42 provides power for four 120 volt 20 amp, ground fault interrupt (GFI) protected receptacles 81, a single phase, 230 volt, 30 amp receptacle 89 and a three-phase, 230 volt, 30 amp receptacle 84. Thus, substantially all of tlie electrical devices that might be operated with the power generating unit can be comiected to an appropriate electrical connection. The three phases of electrical power from alternator unit 42 are protected by the triple circuit breaker 92 (Fig. 2) to provide interruption in the case of excessive current.

Further, the control panel 25 has electrical connections in the form of an R, S and T connector set 86 for providing three-phase electrical power used with a welding power supply. As noted above, when welding unit 44 is removed for use at a remote location, comiections may be made to connectors 86 to the remote location to provide power to the welder power supply. In such a situation, remote control signals may be provided through a comiector 88. When a welding connection or another high voltage connection is made to the power generating unit, a ground temiinal 90 may be used to provide adequate grounding for the unit and the tools being used therewith. In addition, the confrol 25 panel has controls for the internal combustion engine 40 within the power generating unit. Specifically, a choke control, engine start button and lpm switch 94, 96, 100, respectively, are used to start the engine as is known in the art. The engine ignition is enabled by nm enable switch 98, as is also known in the art. Further, readouts provide information on the engine condition. For example, high engine temperature is identified by a warning lamp 102. A count ofthe total running hours of the internal combustion engine is provided by a meter 104. Finally, a low engine oil condition is identified by a warning lamp 106.

As noted above with reference to Fig. 2, a manual purge valve 108 is incorporated into the confrol panel 25 ofthe power generating unit. By actuating this control valve on tlie confrol panel, an operator may purge the air storage tanks 46a, 46b without need to access those tanks within the power generating unit. This facilitates tank purging and thus insure that the tanks are purged at tlie appropriate schedule.

The confrol panel 25 also includes controls and readouts for pressurized air produced by the power generating unit. Three connectors 114a, 114b, 115 provide pressurized ah from the power generating unit. The connectors 114a, 114b are fluidly connected to respective ah regulating valves 110a, 110b. The air pressures being provided to the connectors 114a, 114b is measured and displayed by respective ah pressure gauges 112a, 112b. The connector 115 provides a source of unregulated tank ah that is measured and displayed by pressure gauge 113. The control panel 25 also has a compressor switch 103 that functions to respectively enable and disable stop the compressors 48-51, for example, turn the compressors 48-51 on and off.

The confrol panel may also include a remote actuator for opening a latch holding down a lid or top 82 (Fig. 5) on lower housing section 10c. The remote handle may be connected by a cable to the latch so that the lid for the lower housing section 10c can be opened from the control panel.

Referring to Fig. 5, tlie assembly of components of the power generating unit can be explained in further detail. Specifically, lower housing 10c is assembled by initially mounting each ofthe power generating units, such as the internal combustion engine 40, ah tanks 46, compressors 48 and battery 52 onto a support plate 78. Support plate 78 has cushioned mounting feet 79 to provide vibration reduction when support plate 78 is mounted hi lower housing 10c. It can be seen that baffle 47 discussed above is inserted between the power generating components on support plate 78 to divert and confrol the flow of air through compartments ofthe lower housing 10c once the unit is assembled. Fig. 5 further illustrates the removable power welding unit 44, which is installed into lower housmg 10c through door 24. As noted above, welding power supply 44 is portable and can be carried to work site or installed into lower housing 10c for use at the location ofthe power generating unit 10.

In the embodhnent described with respect to Figs. 1-5, two separate ventilation air flow paths are used to cool tlie engine compartment 57 and the other components in the lower housing 10c. As will be appreciated, other ventilation air flowpatlis maybe more effective. For example, referring to Fig. 6, a capped vent 118 can be mounted on the top of the lid 82 to provide a ventilation ah discharge path through the top of the lower housing 10c. In this embodiment, the air flow path 120 for the engine 40 would be vented into the plenum 35 (Fig. 5) and then vented out the top ofthe plenum 35 via an appropriate duct. The second air flow path 122 could be vented out ofthe top ofthe alternator housing 95 on the left side ofthe baffle 53 and vented up to the outlet vent 118 (Fig. 6) via appropriate ducting. Alternatively, the ventilation ah may be vented out the top ofthe housing 95 on the right hand side ofthe baffle 53 and into the plenum 35 to facilitate cooling ofthe muffler 34 and thereafter, ducted to the outlet vent 118. As will be appreciated, some relocation of components, for example, breaker box 93, may be required to accommodate these alternative ventilation air flow paths.

Referring to Fig. 7, another embodiment of ventilation air flow paths is schematically illustrated. The air flow path 67 is identical to that previously described with respect to Fig. 2. However, the engine compartment 57 is cooled by receiving ventilation ah from tlie front side 19 ofthe lower housing

10c. With this embodiment, a vent is added to the front side 19; and a duct 124 provides ventilation air along air flow path 126. Once ventilation air is inside the enghie compartment 57, it is routed to provide a cooling effect hi a manner similar to that previously described with respect to ventilation ah flow path 65. The duct 124 would extend from tlie front wall 19 and between the bracket 30 (Fig. 5) and the right end wall 21. The duct 124 would also require an appropriate cutaway in the baffle 47 to obtain access to tlie enghie compartment 57.

In a further embodiment of ventilation ah flow paths that is schematically illustrated in Fig. 8, the engine compartment 57 is cooled with a ventilation air flow path 65 as previously described. The remainder of the mterioi of the lowei housing 10c is cooled by an arr flow path 128 that receives ventilation an through vents located m the left end wall 23 ofthe lower housmg As will be appreciated, such inlet vents m the end wall 23 may be used place of the vents 74-76 m the front wall 19 or in combination with such vents In that event, tlie cioss-sectional area ofthe various vents would be adjusted to provide the desiied au flow patterns and cooling effect

Fig 9 is a schematic lllustiation of another alternative embodiment foi providmg ventilation arr to the lower housing 10c In tins embodnnent, ventilation an path 130 is piovided through a bolstei 10b A vent 132 is constructed on top of the bolster 10b, thereby allowing ventilation air to circulate thiough its mterioi Contiguous ventilation holes are piovided in the tear wall 134 ofthe bolster 10b in the right end wall 21 of the lower housmg 10c to permit the ventilation an flow path to enter the interior of the lower housing 10c As will be appi eciated, the ventilation an flow path 130 may be l outed withm the lower housmg 10c to piovide cooling foi the engine 40, other components within tlie lower housmg 10c or all of tlie components theiem An flow thiough bolstei 10b can also provide cooling to wiring for the control panel 25 when located m bolstei 10b A still further embodnnent for pi ovidmg ventilation an is scliematicallyillustratedmFig

10 In this embodiment, one or moie ventilation an flowpatlis 136, 138 aie provided by ventilation holes in the bottom 140 of the lower housing 10c In addition, ventilation holes would also be piovided at appiopnate locations m the support plate 78 As will be appreciated, ventilation an between the support plate 78 and the bottom 140 may be piovided by vents at the appropnate location in the side walls ofthe lower housmg 10c

While the pi esent invention has been lllusti ated by a desci φtion of vauous embodnnents and while these embodiments have been descnbed in consideiable detail, there is no intention to restrict or m any way limit tlie scope of the appended clanns to such detail Additional advantages and modifications will readily appeal to those skilled m tlie ait For example, plate 78 might not be used, and m its place, units mside of lower housmg section 10c could be mounted directly to the floor of lowei housmg section 10c Each ofthe vibiation-geneiating units (e g , the compressois, engine and alternator) could be provided with vibiation insulating feet where they mount to the lower housing section 10c Further, m tlie described embodiment, two uppei housings 10a, 10b aie attached to the lower housmg 10c As will be appieciated, in otlier embod ients of tlie invention, only one of the upper housings could be used Further, the engme 40 is descnbed as an air cooled, gasoline engme However, as will be appreciated, otlier types of engines can be used, foi example, a liquid cooled engme or a diesel engine, etc

Furthei, in the embodnnent descnbed with respect to Figs 1 and 2, the mtegrated power unit 10 is shown mounted m a front portion of a bed of a pickup truck As will be appieciated, the tegiated powei unit 10 may also be used with othei vehicles For example, referring to Figs 12A-12C, the nitegi ated powei unit 10 is shown mounted m the fi ont portion ofa bed ofa utility oi service track 150

The truck 150 has a truck bed 152 on which the mtegrated power unit lO iests The truck bed 150 has left and light side walls 154 that contain vauous cabinets 156 The mtegiated power supply umt is mounted at the front of the track bed 152 and foiwaid of tlie cabinets 156 in the side walls 154 As shown m Fig.l2A, one of the bolsters 10b is forward of tlie cabinets 156b; and as shown in Fig. 12B, the bolster 10b contains a confrol panel 158 similar to the control panel 25 of Fig. 4 and provides sources for electric power and compressed ah. One or more ofthe previously described ventilation methods can be used to cool the integrated power supply unit 10 in this embodiment. Fig. 13 illustrates a related fiirther embodiment in which the integrated power unit is placed in the bed ofthe truck 150 as shown and described inFig. 12C. However, in the embodiment of Fig. 13, the bolster 10B is notused and the confrol panel 25 is located in a cabinet, for example, cabinet 156d, in a side wall 154 ofthe truck 150.

Referring to Figs. 14A and 14B, in a still further embodiment, the integrated power unit 10 is shown mounted in tlie front portion of a bed of a utility or service frailer 160. The frailer 160 has a bed 162 that supports the integrated power unit 10. The frailer 160 further has left and right side walls 164a, 164b that contain cabinets 166. The bolsters 10a, 10b extend over the respective sidewalls 164a, 164b; and the bolster 10b has a control panel similar to tlie control panel 25 illustrated in Fig. 4. One or more of tlie previously described ventilation methods can be used to cool the integrated power supply 10 in this embodnnent.

In a still further embodiment, referring to Fig. 15, the control panel 168 is mounted in one ofthe cabinets 166 ofthe trailer 160. In this embodiment, the confrol panel 168 is mounted remote from the mtegrated power unit 10; and thus, tlie bolster 10b can be eliminated.

In yet another alternative embodiment, referring to Figs. 16A, 16B, the integrated power unit 10 is mounted to a manlift 70. A manlift is generally known as a wheeled vehicle that has an operator platform 172 that is extendable from a carriage 174 of the vehicle 170. The operator platform 172 is extended away from and toward the carriage 174 by a boom 176. Other comparable manlifts use a scissors jack to raise and lower the operator platform 172. As will be appreciated, the integrated power unit 10 can be mounted on any manlift-type of apparatus. As shown in Fig. 16A, the integrated power unit 10 is mounted to a front portion of the carriage 174 between the wheels 178. In alternative embodiments, the mtegrated power unit 10 can be mounted at other locations on tlie manlift carriage 174. Further, it should be noted that tlie integrated power unit 10 of Fig. 16A may or may not be constructed utilizing the bolsters 10a, 10b of Fig. 1. The fuel tank of bolster 10a can be otherwise integrated into the power unit 10 as illustrated in Fig. 16A. Further, referring to Fig. 16B, a confrol panel 180 is mounted on the operator platform 172 remote from the integrated power imit 10 and thus, the bolster 10b can be eliminated. The control panel 180 is similar to the control panel 25a of Fig. 4 and provides sources for electric power and compressed air.

Fig. 17 illustrates a control panel 25a that is an alternative embodiment ofthe control panel 25 illustrated in Fig. 4. Control panel 25a has many identically numbered switches, indicators, electric power receptacles and pressurized ah connectors that are identical to the identically numbered components on confrol panel 25 of Fig. 4. Confrol panel 25a differs from confrol panel 25 in that it contains a fuse block 184 and a welding power supply 186. The power supply provides a ground connector 188 and toggle switches 190, 192. Toggle switch 190 peπnits the welder to be switched between a local power supply 186 or a remote power supply. Toggle switch 192 switches the operation ofthe power supply between a constant current mode and a constant voltage mode. A confrol knob 194 is used to adjust the magnitude of the voltage or current as is appropriate. Electrical connector 196 is used when the power supply is functioning in the constant current mode, and connector 198 is used when the power supply is functioning hi the constant voltage mode. As will be appreciated, either tlie control panel 25 or confrol panel 25 a may be used in any ofthe various embodiments described herein.

Hydraulic jacks, cutters, hoists, pryers, wrenches and other hydraulic tools can be used in the field and thus, require the availability of hydraulic power in the field. Portable hydraulic power supplies are known that are independently powered or powered from a take-off shaft of a vehicle engine. However, such power supplies are not designed to efficiently fit on a vehicle that can also be used for other purposes. Nor are there hydraulic power supplies that are integrated with other types of power supplies into a single unit that can be efficiently placed on a vehicle. To fulfill that need, referring to another alternative embodiment illustrated in Fig. 18, a hydraulic power supply 200 is incorporated within the lower housing 10c of the integrated power unit 10. In this embodiment, an output shaft extending from tlie internal combustion engine 40 extends through tlie alternator unit 42 and provides a drive shaft 201 on which a first pulley 202 is mounted. A drive belt 204 is mounted on the first pulley 202 and a second pulley 206, that in turn, is mounted on a drive shaft 208 of a hydraulic pump 210. The hydraulic pump 210 has a hydraulic input in fluid communication with a reservoir of hydraulic fluid contahied hi tank 46b. A hydraulic fluid line is comiected between a hydraulic output of the pump 210 and a distribution manifold 212. The distribution manifold 212 includes a pressure relief valve and also has a hydraulic return fluidly connected to the tank 46b. The hydraulic components discussed lierehi are made by Rexroth and are commercially available from businesses that sell such components, for example, SophTech, Inc. of Noblesville, Indiana. An output ofthe distribution manifold 212 is connected via a hydraulic line to a quick disconnect comiector 214 mounted on a control panel 25c shown hi Fig. 19 and provides a supply of pressurized hydraulic fluid. A hydraulic retail line fluidly comiects a hydraulic return connector 216 on the confrol panel 25c with either tlie distribution manifold 212 or the hydraulic reservoir tank 46b, as is desired.

The specific hydraulic circuit will change with tlie desired application. For example, in some applications, the hydraulic output from the pump 210 will be connected directly with the hydraulic supply connector 214; and tlie manifold 212 may not be used. However, even though the manifold 212 is not used, a hydraulic pressure relief valve would often be used. In some applications, a hydraulic pressure regulator 218 is mounted on the confrol panel 25c, or alternatively, a hydraulic pressure regulator can be mounted with the manifold 212. In other applications, a pressure regulator may be a part ofthe hydraulic tooling; and thus, the hydraulic pressure regulator 218 on the control panel 25c or the manifold 212 may not be used. A hydraulic flow control valve 222 is also mounted on the control panel 25c; however, as will be appreciated, the function of the hydraulic confrol valve can alternatively be located with the manifold

212 or tlie hydraulic tool being used. The confrol panel 25c further includes a hydraulic pressure gauge 220. In other embodiments, any one or combination ofthe hydraulic supply connector 214, the hydraulic return connector 216, the hydraulic pressure regulator 218, hydraulic pressure gauge 220 and/or hydraulic flow valve 222 may be mounted at other convenient locations.

As will be appreciated, if the mtegrated power unit does not have a pressurized ah supply, the ah compressor 51 will not exist; and both ofthe tanks 46a, 46b can be used as a hydraulic fluid reservoir. As will be further appreciated, either one of tlie tanks 46a, 46b can be used as a compressed air tank and tl e other ofthe tanks 46a, 46b can be used as a hydraulic fluid reservoir. In addition, in other configurations, different mechanical couplings can be used between the motor 40 and the hydraulic pump 210. Further, if the hydraulic pump 210 is electrically powered, such power may be supplied by the alternator 42. In some applications, it is desirable to be able to have the integrated power unit available to a user on a stand-alone basis. Referring to Fig. 20, a towable integrated power unit 230 is comprised of an integrated power unit 10 mounted on a frailer 232. The frailer 232 includes the basic components of every trailer, that is, a towing hitch connector 234 mounted at a forward end of a towing bar 236. The towing bar 236 is connected to a frame 238 that is supported by a spring or suspension system (not shown) on wheels 240. The integrated power unit 10 can be comprised of any ofthe earlier configurations and nominally includes a power unit comprised of an internal combustion engine 40 mechanically driving an alternator 42. In different configurations, the integrated power unit 10 includes an air compressor 51 and/or a hydraulic pump 210 with respective reservoir tanks 46. Electric, pneumatic and/or hydraulic power is supplied to a user via a control panel 25 as earlier described. In this embodiment, a fuel tank 242 stores fuel for the internal combustion engine 40. In addition, a storage box 244 can be used to store tools, hoses, etc.

As will be appreciated, in different embodiments, the aιτangement of the various components of the integrated power unit 10 can be varied to minimize the size of the towable power unit 230 or to optimize some other parameter, such as, to provide more storage space. Further, as will be appreciated, in this embodiment, different housings may be designed to enclose the integrated power unit

10. Further, access covers and doors may have varying designs and locations depending on different factors, for example, the type and location of components included within the integrated power unit 10, the location ofthe confrol panel 25, etc.

Refenϊng to Fig. 21, tlie integrated power unit 10 can be mounted at the front end 250 of other types of trailers 251. For example, the frailer 251 has a flatbed 252 that can be used to caιτy different types of equipment and vehicles, for example, cars or trucks that have broken down, been damaged in an accident, are being moved for display, show or racing, etc. In all of those applications, an integrated power imit 10 that provides electric, pneumatic and/or hydraulic power as well as welding controls has great convenience and utility. The integrated power unit 10 is shown contained within a protective cabinet or shell 254. As will be appreciated, the components within tlie integrated power unit

10 can be placed within a different enclosure that serves the puipose ofthe housings 10a, 10b and 10c and the protective cabinet 254. Further, as will appreciated, although one embodiment of an access door 256 is illustrated to provide access to the confrol panel 25, other designs of access covers and doors may be irnplemented. Further, as will be appreciated, although tlie integrated power unit is shown mounted at the front end of a trailer 251 having a flat bed 252, the integrated power unit 10 may be utilized with other types of trailers. For example, as illustrated by the walls 258 of a large container shown hi phantom, tlie trailer 251 could also be a freight, moving or dump frailer. Wliile the inventions have been illustratedby the description of several embodiments and wliile the embodiments have been described in considerable detail, there is no intention to restrict nor in any way limit the scope ofthe appended claims to such detail. Additional advantages and modifications will readily appear to those who are skilled in the art. For example, in the described embodiment, the hydraulic power supply of Fig. 18 is shown mounted in a pickup truck bed 15. As will be appreciated, the housing 10c can be mounted in a utility truck as shown in Fig. 12, in a frailer as shown in Fig. 14 or on a manlift as shown in Fig. 16. Further, the control panel 25c can be mounted in a bolster as shown in Figs. 12A and 14A or in a truck or frailer sidewall as shown in Figs. 13 and 15, respectively; or on a manlift operator platform as shown in Fig. 16B.

Therefore, the invention in its broadest aspects is not limited to the specific details shown and described. Consequently, departures may be made from the details described herein without departing from the spirit and scope ofthe claims which follow.

Claims

What is claimed is:

1. An integrated power unit for use with a vehicle comprishig: a housing adapted to be placed on tlie veliicle; a power unit disposed within the housing and producing electrical power; an elecfrical receptacle electrically comiected to the power unit and providing a source of electrical power; a hydraulic reservoir disposed within the housmg; a hydraulic pump disposed within the housing, tlie hydraulic pump being fluidly connected to the hydraulic reservoir and operatively comiected to the power unit; and supply and return connectors in fluid communication with the hydraulic pump and reservoir, respectively.

2. The mtegrated power imit of claim 1 further comprising a control panel adapted to be mounted on the veliicle and supporting the elecfrical receptacle and the supply and retum connectors.

3. The integrated power unit of claim 2 further comprising a pressure regulator valve mounted on the control panel.

4. The integrated power unit of claim 2 further comprising a flow control valve mounted on the confrol panel.

5. The integrated power unit of claim 1 further comprising a distribution manifold fluidly connected between the hydraulic ptunp and the supply comiector.

6. The integrated power unit of claim 1 further comprising: an air compressor disposed in tlie housing; an ah supply connector in fluid communication with the air compressor; and a compressed air tank disposed hi tlie housing and fluidly connected to the air compressor.

7. The integrated power unit of claim 6 further comprising a control panel adapted to be momited on the veliicle and supporting tlie elecfrical receptacle, the supply and return connectors and the ah supply connector.

8. An mtegrated power unit for use with a vehicle, the integrated power unit comprising: a lower housing having a front wall and adapted to be placed in the vehicle; a power unit disposed witliin the lower housing; a compressor disposed within the lower housing; a compressed air tank disposed withm the lower housing adj acent the front wall thereof, the compressed ah tank being fluidly connected to the compressor for storing compressed fluid; a manual purge valve fluidly connected to the compressed air tank and operable to peπnit a liquid to be purged from tlie compressed air tank; and a purge outlet fluidly connected to tlie purge valve and extending through the front wall ofthe lower housing, the purge outlet directing the liquid from the purge valve to a location outside the lower housing.

9. The integrated power unit of claim 8 wherein tlie purge outlet is located at a lower edge ofthe front wall of tlie lower housing.

10. The mtegrated power unit of claim 8 wherein the power unit is located adjacent a rear wall of the lower housing.

11. The integrated power unit of claim 8 further comprising an electric power generator electrically comiected to the compressor.

12. The mtegrated power unit of claim 11 wherein the elecfrical power generating imit further comprises an alternator.

13. An integrated power unit for use with a vehicle, the mtegrated power unit comprising: a lower housing adapted to be placed on the vehicle; a power unit disposed within the lower housing; a compressor disposed within tlie lower housing and operatively connected to the power unit; a compressed ah tank disposed within the lower housing and fluidly comiected to tlie compressor; a control panel adapted to be mounted on the vehicle remote from the lower housing; and a compressed ah connector momited on the confrol panel.

14. The integrated power unit of claim 13 further comprising a gauge mounted on the control panel and fluidly coimected to the compressed air tank for displaying fluid pressure within the compressed air tank.

15. The integrated power unit of claim 13 further comprising a switch moimted on the control panel for enabling and disabling the compressor.

16. The mtegrated power unit of claim 13 further comprising at least three electrically powered compressors.

17. The integrated power unit of claim 13 further comprising four electrically powered compressors.

18. The integrated power unit according to claims 1, 8 and 13 further comprising confrol panel mounted on tlie vehicle remote from the housing.

19. The integrated power unit accordmg to claims 1 , 8 and 13 wherein the vehicle has a bed with opposed sidewalls and tlie housing is adapted to be placed in tlie bed, the integratedpower unit further comprises: an upper housing extending from the housing and adapted to extend over a sidewall of the vehicle; and a confrol panel moimted in the upper housing.

20. The integrated power unit according to claims 1, 8 and 13 further comprising controls and connectors for a welding power supply electrically connected to the power unit.

21. The integrated power imit of claim 20 further comprising controls and connectors for a welding power supply mounted on the confrol panel.

22. The integrated power unit accordmg to claims 1, 8 and 13 wherein the veliicle has a movable base and an operator platform extendable from the base, and the housing is adapted to be moimted on the movable base, the mtegrated power unit further comprising a control panel moimted on the operator platform and supporting the electrical receptacle and the supply and retum connectors.

23. An integrated power unit for use with a vehicle having a bed with opposed sidewalk, the integrated power unit comprising: a lower housing adapted to be placed hi the bed between the opposed sidewalls, the lower housing having a top wall with a lip extending around a periphery of a hole in the top wall; a lid movable over the opening in tlie top wall and having a peripheral groove disposable over the lip to seal the lid over the opening in the top wall; an engine disposed within the lower housing; a power converting unit disposed within the lower housing and mechanically coupled to the engine; and an upper housmg extending from the lower housmg and adapted to extend over a sidewall of tlie bed.

24. An integrated power unit for use with a vehicle having a bed with opposed sidewalls, the integrated power unit comprising: a lower housing adapted to be placed in the bed between the opposed sidewalls; an engine disposed within the lower housing; a power converting unit disposed within the lower housing and mechanically coupled to the engine; and an upper housing extending from the lower housing and adapted to extend over a sidewall ofthe bed, the upper housing forming a fuel tank with an opening therein adapted to receive fuel, the upper housing having a filler tube with a proximal end contiguous with the opening and a distal end extending toward and being located adjacent to a bottom ofthe fuel tank.

25. An integrated power unit for use with a vehicle, the integrated power imit comprising: a lower housing adapted to be placed on the veliicle, the lower housing having a lid movable with respect to the lower housing; an engine disposed within the lower housing and generathig elecfrical and or mechanical power; an upper housing extending from the lower housing and adapted to extend over a sidewall of the truck bed; and a switch disposed to detect closed and open positions of the lid, and the switch being elecfrically connected with the internal combustion enghie to disable the internal combustion enghie in response to the lid being opened.

26. The integrated power unit of claim 25 wherein the switch is disposed in the lower housing.

27. An integrated power imit for use with a vehicle having a bed with opposed sidewalls, the integrated power unit comprising: a lower housing adapted to be placed in the bed between the opposed sidewalls; an elecfrical power generating unit disposed within the housing and generating elecfrical power; a plurality of electrical breakers disposed within the lower housing and electrically coimected to tlie electrical power generating unit; a lid movable with respect to the lower housing to provide access to the plurality of elecfrical breakers; and an upper housing extending from the lower housing and adapted to extend over a sidewall ofthe track bed.

28. An integrated power unit for use with a vehicle, the integrated power unit comprising: a housing having a wall with ventilation openings, the housing adapted to be placed on the vehicle; an elecfrical power generating unit disposed witliin the housing and generating elecfrical power; and a plurality of electrically powered compressors disposed in the housing and comiected to the elecfrical power generating unit, the plurality of compressors having a plurality of respective cooling air flow paths that are oriented to provide a direct miobstracted cooling air path with the ventilation openings.

29. The integrated power unit of claim28 wherein each ofthe plurality of compressors has a coolhig air inlet located adjacent tlie ventilation openings so that there is a dhect unobstructed cooling air path between the ventilation openings and the cooling ah inlet.

30. The integrated power unit of claim28 wherein the ventilation openings are in a front wall ofthe housing.

31 An mtegrated power unit foi use with a vehicle, the tegiated power unit comprising a housmg hav g a wall with ventilation openings, the housmg adapted to be placed on the vehicle, an elecfrical powei geneiatmg unit disposed withm the housing and generating electiical power, and a pluiahty of electrically poweied compiessors disposed in the housmg and comiected to tlie electiicalpowei geneiatmg ut, the pluiahty of compiessois having a plurality of lespective cooling air flowpaths associated theiewith and be g onented so that the plurality of cooling an flow paths piovide a pluiahty of paiallel coolmg an flow paths m the housing

32 The mtegrated powei unit of claim 31 wherem the pluiahty of compiessois have a plurality of lespective centeilmes onented so that the plurality of lespective centerhnes aie nonparallel with a longitudinal centerhne ofthe track

33 An mtegiated powei unit foi use with a vehicle, the integrated power unit comprising a housing adapted to be placed on the vehicle, an engine having a mufflei and disposed withm the housing, a powei converting unit disposed withm the housmg and mechanically coupled to the engine, a plenum disposed aioiind the muffler, the housing forming a fii st an flow path withm the housing for I eceivmg cooling air from outside the housing and dnecting the cooling an past the engme, through the plenum and to a location outside ofthe housing, and tlie housing foiming a second an flow path withm the housing for l eceivmg cooling air from outside the housmg and dnecting the cooling an past the powei converting unit and then to a location outside of tlie housing

34 The mtegiated power unit of claim 33 wheiein the powei converting unit compnses an alternator

35 The mtegiated powei unit of claim 33 wheiem the powei conveitmg milt further comprises a compressoi

36. An mtegrated power unit for use with a vehicle having a bed with opposed sidewalls, the integrated power unit comprising: a lower housmg adapted to be placed hi the bed between the opposed sidewalls; an enghie disposed witliin tlie lower housing; a plurality of power converting units disposed within the lower housing and mechanically coupled to tlie engine; an upper housmg extending from the lower housing and adapted to extend over a sidewall of the bed; a first air flow path within the lower housing for receivhig cooling air from outside one ofthe housings and directing tlie cooling ah past the engine to a location outside one ofthe housings; and a second air flow path withm the lower housing for receiving cooling ah from a plurality of locations outside one of the housings and directing the cooling air from separate ones of the plmal locations, respectively past separate ones ofthe power converting units and to a location outside one of tlie housings.

37. The integrated power unit of clahn 36 wherein the lower housing has front, rear and opposed end walls and tlie first air flow path further comprises vent openings in one ofthe end walls and the front wall.

38. The integrated power unit of claim 36 wherein the lower housing has front, rear and opposed end walls and the first air flow path further comprises vent openings in the front and rear walls.

39. The integrated power unit of claim 36 wherein the lower housing has a top wall and tlie first air flow path further comprises a vent opening in tlie top wall.

40. The integrated power unit of claim 36 wherein the first air flow path further comprises a vent opening hi the upper housing.

41. The integrated power unit of claim 36 wherein the lower housing has a bottom wall and the first ah flow path further comprises a vent opening in tlie bottom wall.

42. The integrated power unit of claim 36 wherein the lower housing has front, rear and opposed end walls and the second air flow path further comprises vent openings in the front and rear walls.

43. The mtegrated power unit of claim 36 wherein the lower housing has front, rear and opposed end walls and the second air flow path further comprises vent openings hi one ofthe end walls and the rear wall.

44. The integrated power unit of claim 36 wherein the lower housmg has a top wall and the second air flow path fiirther comprises a vent opening in the top wall.

45. The integrated power unit of claim 36 wherein the upper housing has a vent opening and one ofthe first and second air flow paths further comprises the vent opening in tl e upper housing.

46. The mtegrated power unit of claim 36 wherein the lower housing has a bottom wall with a vent opening therein and one ofthe first and second air flow paths further comprises the vent opening in the bottom wall.

47. An mtegrated power unit for use with a veliicle having a bed with opposed sidewalls, the integrated power unit comprising: a lower housing adapted to be placed in the bed between the opposed sidewalls; an engine disposed within the lower housmg; a power converting unit disposed witliin the lower housing and mechanically coupled to the engine; an upper housing extendmg from the lower housing and adapted to extend over a sidewall ofthe bed; and an air vent located in a sidewall of one ofthe housings for receiving ventilation ah from hiside tlie one ofthe housings and dhecting tlie ventilation air in an upward dhection outside the one ofthe housings.

48. The integrated power unit of claim 47 wherein the ah vent comprises: ventilation holes hi the sidewall for dhecting the ventilation air outside the one ofthe housings; and louvers disposed adjacent the ventilation holes for dhecting the ventilation air in tlie upward direction.

49. The integrated power unit of claim 48 wherein the louvers are located outside the one ofthe housings and moimted to the one ofthe housings hnmediately adjacent to, but displaced from, the ventilation holes.

50. The integrated power unit of clahn 49 wherein the louvers are angled with respect to the ventilation holes for directing the ventilation air in a substantially upward dhection.

51. The integrated power unit of claim 50 wherein tlie ah vent is located in a sidewall of the lower housing.

52. The integrated power unit of claim 50 wherein the air vent is located in a rear wall ofthe lower housing.

53. An mtegrated power iit for use with a veliicle having a bed with opposed sidewalls, the integrated power miit comprising: a lower housing adapted to be placed in the bed between the opposed sidewalls, tlie lower housing having a bottom wall; an engine disposed within the lower housing; a power converting unit disposed within tlie lower housmg and mechanically coupled to the engine; an upper housing extending from the lower housing and adapted to extend over a sidewall of the track bed; the lower housing fonnhig a first air flow path witliin the lower housing for receiving cooling ah from outside the housings and dhecting the cooling air past the engine to a location outside the housings; and the lower housing forming a second air flow path within the lower housing for receiving cooling air from openings in the bottom wall of the lower housing and directmg the cooling air past the power converting unit to a location outside ofthe housings.

54. A vehicle comprising: a bed having; a housing placed on the bed; a power unit disposed within the housmg and producing elecfrical power; an elecfrical receptacle elecfrically comiected to the power unit and providing a source of elecfrical power; a hydraulic reservoir disposed within the hous g; a hydraulic pump disposed within the housing, tlie hydraulic pump being fluidly coimected to the hydraulic reservoir and operatively coimected to the power unit; and supply and retum connectors in fluid communication with the hydraulic pump and reservoir, respectively.

55. The veliicle of claim 54 further comprising a confrol panel momited on the vehicle and supporting the supply and return connectors.

56. The integrated power unit of clahn 55 further comprising a pressure regulator valve mounted on the control panel.

57. The integrated power unit of claim 55 further comprising a flow confrol valve mounted on the control panel.

58. The veliicle of claim 54 wherein the hydraulic pump is mechanically comiected to the power miit.

59. The veliicle of claim 55 further comprising: an air compressor disposed in the housmg; an air supply connector in fluid communication with the air compressor; and a compressed air tank disposed in the housing and fluidly comiected to the air compressor.

60. The vehicle of claim 59 further comprishig a confrol panel momited on the veliicle and supporting the elecfrical receptacle, the supply and return coimectors and the air supply connector.

61. The vehicle of claim 60 further comprishig: a sidewall extending upward from the bed; an upper housing extending from the housing on the bed and extending over the sidewall; and a control panel moimted in the upper housing, the confrol panel supporting the elecfrical receptacle and the supply and return coimectors.

62. A vehicle comprising: a bed; and an integrated power imit comprising a housing mounted on the bed, a power miit disposed within the housing, a compressor disposed within the housing and operatively connected to the power unit, a compressed air tank disposed witliin the housing and fluidly connected to the compressor, and a confrol panel momited on the vehicle remote from the housing and providing sources of compressed ah and electric power.

63. The vehicle accordmg to claims 54 and 62 further comprising a sidewall extendmg upward from the bed and tlie confrol panel is moimted in tlie sidewall.

64. The vehicle accordmg to claims 54 and 62 further comprising a sidewall extending upward from the bed and the integrated power unit further comprises an upper housing extending from tlie housmg on the bed and over tlie sidewall, and the confrol panel is mounted in the upper housing.

65. The vehicle according to claims 55 and 62 wherein the integrated power unit further comprising controls and connections for a weldhig power supply mounted on the confrol panel.

66. The vehicle according to claims 54 and 62 wherein the veliicle is a track.

67. The vehicle according to claims 54 and 62 wherein the vehicle is a pickup truck.

68. The vehicle according to claims 54 and 62 wherein the veliicle is a service truck.

69. The vehicle accordmg to claims 54 and 62 wherein the vehicle is a frailer.

70. The vehicle according to claims 54 and 62 wherein tlie vehicle is a service frailer.

71. A frailer comprising: a frame; wheels rotatably moimted on the frame; and an mtegrated power miit supported by tlie frame comprising a power unit, a compressor operatively comiected to tlie power unit, a compressed air tank fluidly coimected to the compressor, and a control panel providing sources of compressed ah and electric power.

72. The veliicle of claim 71 wherein tlie frailer is a flatbed frailer.

73. The vehicle of claim 71 wherein the trailer is a dump trailer.

74 A manlift compnsmg a movable base, an opeiatoi platfonn momited to, and extendmg from, the base, and an integrated powei unit supported by the base composing a powei nt, a hydraulic reservon, a hydiauhc pump fluidly connected to the hydiaulic leservoir and opeiatively connected to the powei mnt, and supply and letuin connectois m fluid communication with the hydiauhc pump and leservoir, respectively

75 The manlift of clarni 74 wlieiem the mtegrated power umt furthei compiises a control panel mounted on the operator platfonn and suppoitmg the supply and retum connectois

76 The manlift of claim 74 wlieiem the mtegiated powei unit further compiises a piessure regulator valve mounted on the confrol panel

77 The manlift of claim 74 wlieiem the mtegrated power unit furthei compiises a flow confrol valve moimted on tlie confrol panel

78 The manlift of clann 74 wlieiem the integrated power umt further compiises an electiical geneiating mnt mechanically connected to the power umt, and an elecfrical leceptacle elecfrically coimected to the elecfrical generating unit and providing a somce of elecfrical powei

79 The manlift of clann 78 wlieiem the integrated power umt fuither comprises a confrol panel mounted on the opeiator platform and suppoitmg the elecfrical receptacle, the supply and return connectois and the air supply comiectoi

80 The manlift of claim 78 wlieiem tlie mtegiated power unit furthei compiises an air compiessor disposed m the housing, an an supply comiectoi in fluid communication with tlie arr compressoi, and a compiessed an tank disposed m the housmg and fluidly connected to the an compiessoi

81. The manlift of clahn 80 wherein the integrated power unit further comprises a control panel mounted on the operator platform and supporting the elecfrical receptacle, the supply and return connectors and the air supply connector.

82. A manlift comprising: a movable base; an operator platform mounted to, and extendable from, the base; and an integrated power miit supported by the movable base comprising a housing, a power unit, a compressor operatively comiected to tlie power unit, a compressed ah tank fluidly connected to the compressor, and a confrol panel mounted on the operator platform, the control panel provides sources of compressed ah and electric power.

83. The manlift according to claims 74 and 82 wherein tlie integrated power imit further compiises controls and comiectors for a welding power supply mounted on tlie control panel.