13
Picking the best truck options The mechanical versus electric drive debate has taken an interesting turn with the latest Caterpillar findings. John Chadwick looks at this and the latest in accessories V ladimir Pokras, Analysis and Simulation Manager, Liebherr Mining Equipment explains that Liebherr engineers rely on ANSYS structural simulation technology to develop large electric drive trucks for the harsh operating conditions of mining while providing maximum load capacity. “Ultra-class mining trucks are designed to transport heavy loads over spiralling roads,” he notes. “With fuel efficiency, hauling productivity and operating costs high on their list of priorities, mine operators are particularly drawn to trucks with electrically driven wheels powered by diesel generators, instead of mechanical powertrains with gearboxes and driveshafts. Diesel electric trucks typically are easier to operate, cost less to purchase and generally outperform mechanical trucks, especially on steep grades. They’re also easier to repair and maintain, which is a real plus in remote mining locations where uptime is critical and work must be done on site.” The T 282 B is Liebherr Mining’s flagship truck, which he says is “the proven largest diesel electric mining truck currently in production. With a load capacity of 363 t, the 7.8-m-high behemoth is 15.3 m long, runs on a set of six 4-m tyres, and is powered by a gigantic 3,650-hp (2,721 kW) diesel engine. The payload to empty vehicle weight ratio is a very important characteristic for the giant trucks. The T 282 B, rated at 1.6, offers the best ratio in its size class.” The engineering challenge is designing lightweight trucks strong enough for mining. “This is no easy feat,” Pokras says, “mining trucks are some of the most abused vehicles in the world. Often, operators drive as fast as they can to haul as many loads as possible over huge boulders, deep craters, hip-deep mud and waterlogged muck. Trucks are put to the test every hour of every day in conditions like this around the world.” Liebherr relies heavily on engineering analysis to design its trucks. In particular, engineers create virtual vehicle models to predict truck behaviour for a variety of load situations, including turning, hitting deep holes and bumps, and backing into barriers. Should simulation indicate a potential trouble spot, it is then simple to modify the virtual model to explore alternatives and what-if scenarios that would be entirely impractical to study with physical mockups. These engineers work to resolve problems and refine designs earlier in development and reduce the number of vehicle prototype test cycles. Currently, two or three physical mockups are needed for a typical new truck design — half the number built and tested 10 years ago. The aim is to perform simulations so accurately and in such great detail that only a single physical prototype would be needed to validate the mechanical and electrical design of the vehicle before production begins. The key to this simulation-based design SURFACE HAUL TRUCKS

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Page 1: Surface Haul Trucks

Picking the best truck options

The mechanical versuselectric drive debatehas taken an interesting turn with the latestCaterpillar findings. John Chadwicklooks at this and the latest in accessories

Vladimir Pokras, Analysis and Simulation

Manager, Liebherr Mining Equipment

explains that Liebherr engineers rely on

ANSYS structural simulation technology to

develop large electric drive trucks for the harsh

operating conditions of mining while providing

maximum load capacity. “Ultra-class mining

trucks are designed to transport heavy loads

over spiralling roads,” he notes. “With fuel

efficiency, hauling productivity and operating

costs high on their list of priorities, mine

operators are particularly drawn to trucks with

electrically driven wheels powered by diesel

generators, instead of mechanical powertrains

with gearboxes and driveshafts. Diesel electric

trucks typically are easier to operate, cost less

to purchase and generally outperform

mechanical trucks, especially on steep grades.

They’re also easier to repair and maintain,

which is a real plus in remote mining locations

where uptime is critical and work must be done

on site.”

The T 282 B is Liebherr Mining’s flagship

truck, which he says is “the proven largest

diesel electric mining truck currently in

production. With a load capacity of 363 t, the

7.8-m-high behemoth is 15.3 m long, runs on

a set of six 4-m tyres, and is powered by a

gigantic 3,650-hp (2,721 kW) diesel engine.

The payload to empty vehicle weight ratio is a

very important characteristic for the giant

trucks. The T 282 B, rated at 1.6, offers the

best ratio in its size class.”

The engineering challenge is designing

lightweight trucks strong enough for mining.

“This is no easy feat,” Pokras says, “mining

trucks are some of the most abused vehicles in

the world. Often, operators drive as fast as

they can to haul as many loads as possible over

huge boulders, deep craters, hip-deep mud and

waterlogged muck. Trucks are put to the test

every hour of every day in conditions like this

around the world.”

Liebherr relies heavily on engineering analysis

to design its trucks. In particular, engineers

create virtual vehicle models to predict truck

behaviour for a variety of load situations,

including turning, hitting deep holes and

bumps, and backing into barriers. Should

simulation indicate a potential trouble spot, it is

then simple to modify the virtual model to

explore alternatives and what-if scenarios that

would be entirely impractical to study with

physical mockups.

These engineers work to resolve problems

and refine designs earlier in development and

reduce the number of vehicle prototype test

cycles. Currently, two or three physical

mockups are needed for a typical new truck

design — half the number built and tested 10

years ago. The aim is to perform simulations so

accurately and in such great detail that only a

single physical prototype would be needed to

validate the mechanical and electrical design of

the vehicle before production begins.

The key to this simulation-based design

SURFACE HAUL TRUCKS

Page 2: Surface Haul Trucks

00 International Mining JUNE 2010

approach is the advanced analysis performed

with ANSYS Mechanical software in calculating

the stress, stiffness, deformation and natural

frequencies of critical vehicle components and

subsystems — especially in cases in which their

range of\flexibility and nonlinear behaviour

must be accurately characterised.

The Craig–Bampton method of representing

flexible bodies in ANSYS Mechanical software

works effectively for Liebherr engineers. In this

technique, the mass and stiffness of parts are

represented with generalised co-ordinates or

mode shapes. This reduces the number of

degrees of freedom in the analysis while

providing accurate static and dynamic

characteristics of the bodies. Representing

components as flexible bodies is especially

important for parts that must be analysed

undergoing relatively large deformations.

Examples include the truck frame and

superstructure as they deflect under forces

experienced as the vehicle traverses rough

terrain with heavy loads.

The surface-to-surface contact element

capability that automatically detects contact

points between touching parts allows for

different material behaviour. Using contact

elements with friction enables Liebherr

engineers to calculate forces, for example, on

the dump body from the interaction between

the dump body and various payloads such as

dirt, rocks or iron ore. Contact element and

friction features are also central to the analysis

of bolted joints. These capabilities provide a

detailed understanding of the behaviour of

vehicle parts and assemblies throughout the

development cycle, before any hardware is

built.

Pokras says the “role of simulation at

Liebherr has shifted from that of a verification

tool at the end of design to an up-front

development tool totally integrated into

product development processes. Certainly,

mining trucks can be developed without using

simulation. But the only way to design

optimally strong and weight-efficient trucks is

with advanced simulation tools like ANSYS

Mechanical.”

For the last seven years, Liebherr has been

manufacturing what it says is “the world’s

largest and most efficient mining truck - the

T 282 B. This 363 t payload truck has set

benchmarks worldwide for high production

and low fuel consumption resulting in

increased orders. Over that time, there have

been numerous design improvements to

increase the efficiency and reliability of the

truck. However, recent improvements have

resulted in a substantial evolution of the

product and a change in name from T 282 B

to T 282 C. With a new cast frame, axle box

and cab, and a drive system that was designed

and built by Liebherr, the T 282 C now has a

designed reliability with a focus on Liebherr

Vertical Integration.” At Bauma, the new

T 282 C was shown for the first time.

“With the first pre-series units already in

testing and the official product release

scheduled for the fourth quarter of 2010, the

T 282 C builds upon the performance of its

predecessor and provides improvements that

minimise downtime and maximise production.

The new frame, axle box, cabin, IGBT AC drive

system, Liebherr Vertical Integration and Load

Management Design Philosophy will increase

performance and provide a designed reliability

in the T 282 C. This culminates in a truck with

superior performance and reliability, ultimately

providing the end-user with the lowest

possible cost per tonne.”

Liebherr Vertical IntegrationThe Liebherr Vertical Integration philosophy

incorporates proprietary truck components,

specifically developed to serve the needs of the

mining industry. By being in control of all

components of the drive system, innovative

design solutions can be developed within the

Liebherr group to accommodate operations

with high altitudes, high ambient temperatures

and other unique mining applications. Along

with the proven background of the T 282 B,

these new features should result in greater

uptime for one of the fastest and highest

producing trucks on the market.

The frame is the largest and one of the most

important structures on any mining truck.

Upon this the truck’s dump body,

superstructure and power module rest. The

new T 282 C frame is unique. It uses

strategically located castings only in high stress

areas. Liebherr says that "unlike its competitors

whose frames are predominantly cast material,

the T 282 C frame has castings only in

strategic areas to minimise the empty vehicle

weight (EVW) of the truck and subsequently

maximise its payload and production potential.

This design follows Liebherr's Load

Management Design Philosophy of maintaining

the lowest possible EVW to optimise payload

and minimise cost per tonne. With an elimination

of all stress concentrations, a reduced chassis

weight from the previous generation frame

and no compromise in durability, the T 282 C

frame is designed for reliability.”

In addition to the new frame, there is a

completely redesigned axle box. It now has

two service doors, improved cable routing,

vertical linkage and greater air flow across the

electric drive motors and service brakes. With

both increased service accessibility and better

airflow, especially in high altitudes and

ambient temperatures, the T 282 C’s axle box

has been re-designed for reduced downtime

and increased reliability.

In an ultra class mining truck, the operator

environment is a major area of concern. The

cab is the operator's office for up to 12 hours

a day. Refined ergonomics and a stable

environment for the operator reduce stress and

facilitate better concentration, improving safety

and performance. With that in mind,

significant design focus has been dedicated to

making the cab of the T 282 C more operator-

friendly while simultaneously increasing the

reliability of the truck and its components.

Some of the cab’s major upgrades include new

dash display gauges and a 12" integrated

color touch screen for all operator alerts,

faults, warnings, cameras and other control

functions. In addition, the cab now features

more amenities including an increased number

SURFACE HAUL TRUCKS

With an empty vehicle weight (EVW) of 237 t, the

Liebherr T 282 C can carry a payload of up to 363 t.

Available engine options for the T 282 C include the

MTU DD 20V4000 (20-cylinder/2,800 kW) or the

Cummins QSK 78 (18-cylinder /2,610 kW). Its top

speed is 64 km/h

Page 3: Surface Haul Trucks

of vents for air circulation, increased width for

greater interior space, three point seat belts

and larger dual cup holder for operator

comfort and convenience.

Another technical step forward is the new

Liebherr drive system with IGBT frequency

inverters. Together with the Liebherr regulating

system, the liquid-cooled IGBT power modules

optimise control of the traction motors. The

frequency inverters for auxiliary equipment are

supplied with electrical energy regenerated, if

circumstances permit, when the vehicle is

braked. The new system includes wheel motors

and planetary gear sets developed by Liebherr.

It guarantees that the diesel engine runs

independently of travel speed and its fuel

consumption can therefore be optimised. The

only deciding factor is the performance called

for in any particular application.

In March Komatsu America commemorated

the production of the 930th unit of its Ultra

Class 930E Electric Drive Truck. The celebration

took place at its Peoria Manufacturing

Operation. Komatsu says that “introduced in

1996, the 930E is the best selling ultra class

mining truck in the world. Currently, there are

fleets of 930s located in North America, South

America, Africa, Asia and Australia.”

“The 930E represents Komatsu’s genuine

passion to see our customers succeed,” said

Don Lindell, Product Manager for Mining

Trucks. “We continue refining the features of

the truck to lower operating cost per tonne

based on data from real world performance.”

Collahuasi, a 14-year customer of Komatsu

with over 40 trucks at one site, will be

receiving unit number 930 when it is shipped

from Peoria. Located in the Andes Mountains

of northern Chile, Collahuasi is one of the

largest copper resources in the world. With

30% of all units produced, Chile has the

largest concentration of Komatsu 930Es on the

planet.

The 930E is used as a part of Komatsu’s

Autonomous Haulage System that allows the

trucks to operate without drivers (IM, January

2010, p46). Because of its technology and

reliability, the 930E is often used for remote

and difficult applications, Komatsu says. It has

a payload capacity of 290 t. Depending on the

model; it is available with 2,015 or 2,610 kW

diesel engine connected to an AC electric drive

system. The total weight carried by the six 3.66

m high tyres is 501,977 kg.

Mechanical v electricHaving developed its own electric drive trucks,

Caterpillar would disagree with some

comments made by Liebherr’s Pokras. Cat says

it has dispelled some of the competitive

theories about mechanical versus electric drive

trucks. Uphill loaded at a 12% effective grade,

the textbook theory is that a mechanical drive

truck in second gear has faster speed on grade

with better powertrain efficiency. Cat has

found, however, that customers have

significant grade variation, payload distribution

and operating practices. Indeed in some cases

mechanical drive trucks can be changing

between first and second gears quite a lot. The

results with the Cat F series of trucks is that

with increased power and superior powertrain

efficiency, Cat mechanical drive trucks operate

in second gear, with the potential for third

gear in some applications.

On the flat, the electric drive AC unit has a

higher published top speed. Practice has

shown there is no difference because mines

impose speed limits for reasons of safety and

tyre wear. With the F series, the mechanical

drive trucks have similar published top speeds

to the electric drives. However mine speed

limits still apply.

Theory has also always said electric drives

have higher published retarding speeds.

However, competitive AC units require chains

in snow and loose traction in the wet from rain

or water trucks. Many accidents have been

reported, according to Cat. The mechanical

drive unit has superior traction control. The Cat

F series units confirm this. They all have

blended retarding delivering superior downhill

performance and giving the operator much

greater confidence.

At MINExpo in 2008 the mining world first

learned that Caterpillar was moving rapidly

forward with new large mining trucks and was

developing an electric drive unit. This new

truck program represents the company’s

largest investment ever in new mining

technology. The Cat® 793F and 797F

mechanical drive trucks and the 795F AC

electric drive truck are all achieving milestones.

However, further development of the 793F AC

electric drive truck was suspended in the

second half of last year because it has no real

advantage over the 793F with mechanical

drive. Cat believes its testing has proven its

long-held mechanical drive position.

Having been the lone exponent of

mechanical drive trucks ever since it went into

the manufacture of large mining trucks in

1984, Caterpillar has now developed two

electric drive trucks. However, it now sees no

advantage in continuing with the 793 F AC

drive development. This electric drive unit is

heavier than its 793F mechanical drive

counterpart, meaning it moves less material

and therefore has a higher cost per tonne.

While it is true that on the flat, the AC drive

unit’s top speed is faster by maybe 5 km/h,

that in itself does not really compensate for

the extra weight, and can anyway result in

safety and tyre wear problems.

Caterpillar is still firmly of the opinion that

mechanical drive trucks are the best solution.

Mechanical drive still offers the best

powertrain efficiency. Less power is required to

travel at the same speed. Thus fuel

consumption is lower and mechanical drive

offers a better emissions footprint.

Nevertheless, development of the 795F

continues, because there is significant interest

00 International Mining JUNE 2010

SURFACE HAUL TRUCKS

Cat 795F AC operating at US copper mine

Page 4: Surface Haul Trucks

JUINE 2010 International Mining 00

in this machine, to give those that want

electric drive the option and because it neatly

fills a capacity gap in the Cat product line.

At the time this news was given out in late

September 2009, the first 795F AC drive was

on trial in a copper operation and more field

follow units were to go out onto mines soon

after. Along with the expansion of field

validation, Caterpillar will prepare this model

for production. Caterpillar engineers have been

testing two 795F AC prototypes, including the

truck shown at MINExpo, at the Tucson

Proving Grounds. The development program

has provided input for the construction of the

new 795F AC in Decatur, Illinois that shipped

to a copper mine in North America where it

became the first field-follow 795F AC as it

works at the mine. The 313-t-capacity 795F

AC is a new size class for Caterpillar, and, as a

result, the primary focus of the Caterpillar AC

electric program has been on the 795F AC.

The commercial launch date will be defined as

the field-follow program progresses.

In mechanical drive, the 793F and the 797F

have accumulated more than 75,000 hours of

field testing and have proven their

performance capabilities and their durability.

The new Cat C175 engine that powers them

has racked up 130,000 hours of field testing in

mining trucks and more than 120,000 hours in

power systems. Because of the success of

these field-follow programs, the 793F is

targeted to go into full production within a

few months and the 797F late this year.

The new Cat trucks offer innovative designs

for improved safety and performance. “All of

the F-Series mining trucks incorporate

innovative design and engineering that enables

them to deliver lowest cost per tonne,”

explained Ed McCord, Mining Truck Product

Manager. “With the latest technology in AC

electric drives now available, Caterpillar is able

to offer both types of drive to the mining

industry. We see the addition of electric mining

trucks as a complement to our mechanical

drive trucks.”

The most evident new component is the Cat

C175 diesel engine, which is the power plant

for each of the new trucks. The C175 meets

US EPA Tier 2 emissions standards, yet it

delivers 2,983 kW in the 20-cylinder version

that powers the 363-t capacity 797F. The 16-

cylinder C175 powers the 795F AC with 2,535

kW, and it powers the 793F, which has a 227-t

capacity, with 1,976 kW. The C175 promises

longer life between rebuilds, lower sound

levels, improved altitude capability and

improved fuel consumption compared to the

3500 Series engines it replaces. However, for

those using that engine in older trucks,

development continues.

As a brand new platform, the 795F AC

incorporates new technologies throughout. For

example, four-corner blended braking and

retarding – using Cat oil immersed and cooled

disc brakes as well as electrical retarding –

enhances safety and operator confidence. The

remote-mounted generator enables servicing

without removing other major components,

and the wheel motors mounted inside the axle

enable easy and separate servicing of the final

drives. The retarding grids are radial, which

promotes more uniform air flow for better

reliability. And the Cat proprietary drive system

is fully integrated and fully supported by

Caterpillar.

Caterpillar believes that “mechanical drive

mining trucks will satisfy the needs of the vast

majority of mining operations. But as the only

manufacturer of 181-t and larger mining

trucks with both mechanical drive and electric

drive systems, [it] will soon be able to offer

trucks that address all mining company

preferences.”

Power packsCummins presented the new QSX11.9 and

QSX15 Heavy-Duty engine duo to the off-

highway industry at Bauma. Featuring the

performance-enhancing technology of

Cummins Xtra-High Pressure Injection (XPI) fuel

system and a variable geometry turbocharger,

the QSX engines represent a major leap

forward across the 224-447 kW range.

The 11.9-litre and 15-litre QSX are supplied

as fully integrated air-intake-to-exhaust after

treatment systems to meet 2011 EPA Tier 4

Interim and EU Stage IIIB regulations. The

engines use a Cummins Particulate Filter to

reduce Particulate Matter (PM) emissions by

over 90% and incorporate a proven cooled

Exhaust Gas Recirculation (EGR) system to

reduce oxides of nitrogen (NOx) emissions by

45%.

While achieving low emissions, the QSX

engines will lower operating costs with up to

5% improved fuel efficiency compared with

Tier 3, Cummins says, depending on duty

cycle. Machine productivity is boosted beyond

that of Tier 3 applications, with faster engine

response and significantly higher torque rise.

Cleaner and quieter operation is a further

noticeable benefit.

Hugh Foden, Executive Director, Cummins

Off-Highway Business: “The QSX engines are

the culmination of a heavy-duty engine

development program with an investment by

Cummins of almost $100 million. With the on-

highway ISX version of the engine already on

the road in North America, this means that the

QSX engines will enter the off-highway market

with proven performance. Equipped with next-

generation systems such as XPI fuel injection

and VGT Turbochargers, the QSX engines are

ready to move forward to meet Tier 4 Final

near-zero emissions in 2014 with minimal

change.”

The Tier 4 QSX15 takes the strength of the

Tier 3 base engine and evolves to meet Tier 4

with substantially upgraded combustion, air-

handling and fuel injection capability. Power

output of the 15-litre engine extends from 298

to 447 kW with a huge peak torque of 2,779

N-m.

Equally significant is the high peak torque,

which has a remarkable rise of up to 50%,

available from both QSX11.9 and QSX15

engine ratings. This enables the engine to

SURFACE HAUL TRUCKS

Caterpillar is still firmly of theopinion that mechanical drive

trucks are the best solution

Page 5: Surface Haul Trucks

quickly take full advantage of the available

torque just as rpm speed falls due to tougher

working conditions.

Cummins says the XPI is the most capable

common-rail fuel system ever used on a heavy-

duty engine. It injects a precise quantity of fuel

at extra-high pressure with multiple injection

events per cycle. “Even for the most

demanding equipment duty cycles, the XPI

system enables faster, smoother power delivery

with lower fuel consumption. The XPI is

complemented by the Cummins VGT

Turbocharger which is able to continuously

vary airflow boost and manage the EGR.

Electric actuation allows infinite adjustment to

provide an exact amount of boost across the

rpm range. The unique sliding-nozzle design

has fewer moving parts, providing high

reliability.”

Tier 4 engine management is significantly

upgraded with the latest Cummins CM2250

Electronic Control Module (ECM) providing

three times faster processing power and

double the memory capability compared with

the Tier 3 module. This advanced capability

also allows a seamless electronic interface to

other systems on the equipment.

The Cummins Particulate Filter exhaust after

treatment replaces the exhaust muffler while

providing equivalent sound reduction and is

structurally strengthened to withstand severe

off-highway shock loads and vibration.

Introduced to meet EPA 2007 on-highway

emissions, it is a proven system with over

450,000 manufactured by Cummins Emission

Solutions. Field tests have demonstrated that

Tier 4 equipment powered with a QSX11.9 or

QSX15 engine will operate at high enough

engine load factors for it to clean PM

emissions by simple passive regeneration

almost every time. Active regeneration, which

is initiated by the injection of a small amount

of fuel, typically occurs less than 1% of the

equipment operating time. The regeneration

process takes place automatically and does not

impact machine performance or operation.

The QSX11.9 and QSX15 engines are

integrated with the new Direct Flow air

cleaner, specifically developed to provide more

performance in less space for Tier 4

applications. Increased dust-holding capacity

enables this technology to reduce air cleaner

installation space claim compared

with conventional cylindrical air cleaners, while

achieving equal or better filtration

performance. This is achieved by the innovative

‘V-Block’ rectangular configuration of the

Direct Flow, which optimises space normally

wasted in the inner diameter of round air filter

elements. The Direct Flow housing features an

integral sensor for monitoring temperature and

pressure to ensure that optimum airflow is

delivered to the engine during all operating

conditions.

Tognum subsidiary MTU Friedrichshafen

used Bauma, to present for the first time its

wide-ranging engine program for all future

emissions levels. This covers drives up to 730

kW for US EPA Tier 4 (from 2014) as well as

engines below 560 kW for EU Stage III B and

EPA Tier 4 interim (from 2011) and includes

Series 400, Series 500, Series 900, Series 2000

and Series 4000 engines producing between

approximately 100 kW and 3,000 kW. This

would include haul trucks, wheel loaders and

excavators in the world’s biggest mines.

“We are already in a position to show

customers our solutions for 2014 and those

solutions not only meet the targets, they do it

on less fuel”, said Rainer Breidenbach, Tognum

COO with responsibility for the business unit

Engines. “That is a clear token of our

commitment and for our customers it confirms

our status as a solid and reliable partner over

the long term.”

10V and 12V 1600 engines for mining

applications extend the program up to 730

kW. These meet EPA Tier 4 requirements using

exhaust gas recirculation and do not need

either diesel particulate filters or SCR units.

MTU says that “in order to meet stringent

emissions limits while also keeping complexity

to a minimum for customers and achieving

even lower fuel consumption, [it] has placed

particular emphasis on optimising the

combustion process. This is the only way of

minimising the outlay necessary for exhaust

gas after-treatment. Overall, the customer

benefits from an integrated system with low

conversion and operating costs.

“From 2014/15, for EPA Tier 4 final, the

most stringent emissions level so far defined,

MTU thus has engines with the lowest

consumption figures across the entire power

range from around 100 kW to 3,000 kW.”

At a Patriot Coal surface mine overburden is

hauled by the most powerful trucks in the

company’s fleet —diesel-electric Komatsu 730-

Es. Many of the coal mines in this part of

Appalachia are ‘mountaintop’ mines where the

top of the mountain is literally removed to

expose the seam of coal. To reduce fuel costs

and get longer engine life, Patriot Coal has

been replacing the trucks’ original-equipment

Tier 1 engines with powerful and efficient

MTU Series 4000 Tier 2 engines.

“Patriot Coal already had successful

experience with MTU Series 4000 Tier 1

engines in 16 of their Komatsu 830 haul

trucks,” says Curtis Bartlett of Western Branch

Diesel, the region’s MTU distributor. “So, when

it came time to repower one of the 730-E

trucks, the company decided to use the new

MTU Series 4000 Tier 2 engine. In addition to

having the objectives of lower emissions,

longer engine life and better fuel economy,

Patriot wanted to standardise its fleet to

reduce costs associated with parts and

maintenance.”

The original engines, from a different

manufacturer, had 16 cylinders and produced

1,491 kW. The MTU Series 4000 engine that

was installed is capable of producing 1,678

kW with only 12 cylinders. MTU’s

improvements to the Series 4000 achieved EPA

Tier 2 emissions compliance by cutting

nitrogen oxides and particulate emissions in

half, while creating an engine with significantly

higher power density, according to Bartlett.

The higher output is due to a combination of

improvements that include second-generation

common-rail fuel injection, advanced electronic

engine controls and more precise fuel metering

for improved combustion compared to Tier 1

engines.

In addition to its compact size and higher

power output, the Tier 2 Series 4000 12-

cylinder engine delivers up to 20% better fuel

economy, according to Bartlett. While the MTU

12-cylinder engine can produce 1,678 kW, the

existing General Electric traction alternator and

electronics in the haul truck are designed and

limited to 1,491 kW. With this lower power

requirement, MTU was able to limit the output

of the new engine to that by simply installing a

lower power calibration. This promotes

longevity because the engine is operating at

less than full power. Bartlett estimates the life

00 International Mining JUNE 2010

SURFACE HAUL TRUCKS

Volvo A40E

Page 6: Surface Haul Trucks

of the new MTU Tier 2 engine to be at least

30,000 hours before an engine overhaul is

required, or the truck is rebuilt.

As part of an ongoing product optimisation

initiative, Allison Transmission has

introduced a second reverse gear

on all its 4700 and 4800

models for the 2010 model

year. This offers a second

‘deep reverse’ in addition

to the standard reverse to

provide greater control and

engine braking during

operation on steep grades.

2nd Reverse should also

enable increased

manoeuvrability when operating

in confined spaces, allowing

quicker operation cycles and thereby

boosting productivity performance.

“Customers in mining in particular, will

appreciate the provision of a deeper reverse

gear,” says Larry Love, Allison Executive

Director of International Marketing. “The

shorter ratios of 2nd Reverse will make up and

downhill reversing much safer and easier in

heavy duty applications, giving drivers

additional confidence. This is another reason to

specify an Allison fully automatic transmission,

complementing features such as our adaptive

Electronic Control Systems and integral

retarder that aim to improve comfort and

productivity for drivers and operators.”

When a vehicle is in 2nd Reverse, it will have

a slow creep capability with high engine

speeds. With a mechanical ratio of 17.12, it

will have an effective torque converter

multiplied ratio up to 32.5:1. The new 2nd

Reverse feature provides overall better

performance and enhanced applicability for a

variety of applications.

A raft of enhancements has been added to

Allison’s 6000 Series, including the new 6620

transmission. New hardware and software

upgrades for the transmission used in rigid

dump and specialist mining trucks up to 70 t

are aimed at enhancing durability, lowering

operating costs and simplifying maintenance.

Available in the second half of 2010 and

replacing the 6610, this proactive design

upgrade responds to changes in engine

characteristics that are increasingly prevalent in

the sector. Greater use of digital control for

engines delivers sharper torque ‘response’

through the driveline, necessitating upgrades

to protect the drivetrain. “We have made

detail improvements throughout the product

to further extend overhaul intervals and

increase durability,” says Brian Reusser, Allison’s

Off-highway Product Manager. “These include

design, manufacturing and material

upgrades.” For the flywheel, the

use of FEA identified an

opportunity to

modify fillet radii and introduce heat treatment

and reduce stress. Case hardening and

nitriding other interfacing components such as

the turbine shaft and hub, together with

increasing the shaft’s diameter, is expected to

increase their fatigue durability by over six

times. Extensive in-field comparative testing

has identified a significantly more durable

bronze-based material for use in the lock up

clutch.

The 6620 will feature a new CEC3 electronic

control system when available that includes an

extended CAN messaging set (J1939 protocol)

and other electrical interface upgrades. This

translates into advantages for both OEMs and

end-users. Manufacturers will benefit from an

easier and higher level of integration with the

vehicle architecture, for example the choice of

a proprietary shift selector as well as the

Allison derivative will now be possible. The

opportunity to ‘tune’ the transmission to an

operator’s specific requirement is now easier,

permitting increased performance or economy

depending on the duty-cycle or application.

“Against the backdrop of a challenging

economy, the operator or OEM can perfect a

vehicle to a specific drive cycle,” says Reusser.

“Together with the OEM, Allison can optimise

the vehicle for the best economy-productivity

balance.”

ADTs Bauma gave Volvo the chance to

demonstrate a range of

innovations in the articulated

hauler sector. One of them is

the Hauler Chassis program,

which provides bodybuilders

with a modular system that

forms the basis for several

other superstructure versions.

This program “gives

bodybuilders the appropriate

support throughout the

design and build phase,”

says Nikolay Konovalov,

Volvo’s global product

marketing specialist for

articulated haulers. “Volvo has

developed a dedicated web-

portal, where drawings, diagrams

and technical instructions to perform

suitable work on a hauler chassis can be

found. There is also clarification about legal

responsibilities, warranty conditions and the

possibility to contact Volvo experts for

additional help if needed, so that the complete

vehicle can perform its task safely, efficiently

and economically.”

On Volvo’s outdoor area exhibit at Bauma,

two medium platform haulers, the A25E and

A30E were joined by one large platform

machine, the A40E FS, featuring ATC –

Automatic Traction Control. The Full

Suspension (denoted by an ‘FS’ in the machine

designation) provides good off-road

performance, allowing a fully loaded hauler to

travel at much higher speeds, appearing to

float over rough ground without bouncing,

significantly increasing operator comfort,

which, in turn, increases overall productivity.

When travelling empty, return trips are also

substantially faster due to the smooth, stable

ride even over rough conditions, further

decreasing the overall working cycle time.

The Volvo FS system features automatic

levelling and stability control. The system

constantly monitors the position of the axles,

with the help of sensors, adapting the

suspension to suit the changing conditions,

absorbing rough spots and keeping the

machine level while travelling, loading or

dumping. Vibration levels are also considerably

lower than in conventional machines, and by

providing a smoother ride, operators

experience less fatigue.

Liebherr became the new entrant in the ADT

market at Bauma. The 30 t capacity TA230

displayed is the first model in a range that will

cover the 30 to 50 t categories. The next

release will be a 40 t unit. For the TA230,

JUNE 2010 International Mining 00

SURFACE HAUL TRUCKS

Allison Transmission's new a second reverse gear on

all its 4700 and 4800 models offers a second `deep

reverse' in addition to the standard reverse to provide

greater control and engine braking during operation

on steep grades

Page 7: Surface Haul Trucks

transport width 3 m, Liebherr claims it has the

largest dump body in its class at 19.2 m3.

This 6 x 6 truck has three rigid axles, oil-

cooled wet brakes, automatic transmission and

a torque converter, with 270 kW of power

from the engine. The top forward speed is 57

km/h, while in reverse an electronic limiter

keeps the maximum speed to 16 km/h.

The newly launched Terex TA300 and TA400

ADTs benefit from design-features that help

increase productivity and enhance operator

comfort, even in the toughest of working

conditions. Both have oil-cooled multiple-disc

brakes on each axle, which provide extended

brake component life, reduce service intervals

and operating costs, and improve overall

braking performance compared to traditional

dry-disc brake systems that are standard on

other trucks. Service brake life is further

increased by the use of a Jacobs® compression-

release engine brake for retardation. A

hydraulic transmission retarder is available as

an option.

Terex says the TA300 (which replaces the

TA30 model) is the only hauler in the 30-t

market that comes with fully independent

front suspension (IFS) as standard. The IFS

system provides a smooth ride when travelling

over severe terrain, which makes it easier to

handle and helps increase productivity. In

addition to achieving quicker haul cycles, shock

loads and vibrations are also lessened –

increasing component life and enhancing

operator comfort to help reduce driver fatigue.

Owners of the TA300 also benefit from the

high power and torque (287 kW, 1,775 Nm).

This performance, coupled with the 100%

differential locking action, enables the TA300

to tackle the most challenging grades and

extreme site conditions.

The larger TA400 articulated truck (which

replaces the TA40) boasts a payload capacity of

38 t and a heaped capacity of 23.3 m3. It has a

maximum torque of 1,350 Nm at 2,100 rpm,

and with six forward gears and one reverse in

addition to a two-speed drop box, the TA400

can travel up to 60 km/h.

George McNeil, Product Manager for Terex®

articulated trucks said, “The TA300 is a force

to be reckoned with in the 30-t articulated

truck market as it’s the only truck that is fitted

with independent front suspension as

standard, has great fuel economy and the

highest torque and power in its class. In both

the TA300 and the TA400, everything has

been carefully considered to enhance operator

comfort and help increase owners’ productivity

levels, from the new ergonomic cab to the oil-

cooled disc brakes – it’s all designed with our

customers’ needs in mind.”

Truck bodiesAustralia’s Austin Engineering, a company that

counts truck bodies (or trays) as one of its

specialities, has been growing its global

presence recently. In 2007 it

purchased Wyoming-based

Western Technology

Services

(WesTech),

which is

reported to have

more than 50% of

the world non-OEM

mine truck

body market, and

more recently bought

Conymet in Chile. Austin

believes it has

technology advantages

including owning “the rights to

innovative welding processes and has

introduced worldclass robotics” to

streamline, and improve, productivity. Other

innovations include narrow-gap welding

techniques and the welding of titanium

alloys.”

DT HI-Load Australia says its “lightweight

trays increase mine productivity and bottom

line profitability. The heavy duty design of DT

HI-Load trays provides outstanding wear

resistance with the unique panel construction

greatly reducing down time. Lightweight and

durable design provides savings through:

■ Improved dumping qualities reducing

delivery time and dozer cleanup

■ Outstanding load retention lessening rock

spillage and grader cleanup

■ Savings per tonne on tyres and fuel

■ Greatly reduced truck maintenance and

repair

■ Unique wear management program

maintains tray strength without adding extra

weight.”

For 40 years, Philippi-Hagenbuch has

manufactured a variety of products, including

Autogate tailgates and HiVol truck bodies. PHIL

Engineered Bodies, it says, “maximise body

size, minimise body weight and increase

payload and productivity.” They have been

built to haul any material – and for any

make/model of off-highway articulated or rigid

frame truck. There are HiVol rear eject bodies,

specialty bodies and HiVol trailers.

Trinity Specialty produces customised dump

bodies to OEM specifications. It also

manufactures and sells an innovative,

lightweight dump body called the T-Max. This

is made from abrasive resistant steel and

“designed to maximise payloads within

acceptable standards. Its high strength,

lightweight materials minimise wear and

impact while maximising mine efficiencies.”

Caterpillar says the body and chassis of

every one of its mining trucks “are designed to

work together flawlessly as an integrated unit

to assure low-cost-per-tonne operation with

optimal payloads, proper weight

distribution, overall durability, safe

handling and a smooth ride.” Its range

of gateless coal bodies significantly

enhances truck performance in

coal applications, while

eliminating the many

disadvantages of

bodies that are

field-modified to

increase

capacity.

Multiple

body sizes

are

available

for each of the 777,

785, 789 and 793 trucks,

SURFACE HAUL TRUCKS

00 International Mining JUNE 2010

Terex says the TA300 is the only hauler in the 30-t

market that comes with fully independent front

suspension as standard

Cat gateless coalbody, drawing,C310133

Page 8: Surface Haul Trucks

allowing a productive match with any of the

various coal densities encountered around the

world. These bodies are also available as

replacement upgrades for certain prior series

models. The Gateless Coal Body is a precisely

engineered alternative to the practice of

increasing the capacity of conventional, heavy-

duty bodies by adding side-board extensions

and after-market tailgates.

These bodies combine a robust

understructure – modelled after the successful

design of the Cat MSDII (Mine Specific Design)

body – with a floor that angles upward toward

the rear for nearly two-thirds of the body

length. The precise geometry of the long,

sloped floor positively retains the load and

results in hauling target payloads consistently

with minimal spillage. In addition, the relatively

low height (compared with many sideboards

on field-modified bodies) greatly increases

loading efficiency for faster cycles.

The coal-specific design also provides an

excellent weight split between the axles,

maintaining the designed-in centre of gravity,

which, in turn, preserves engineered handling

characteristics, assures optimum tyre life and

reduces stress on drive-train components. These

bodies also provide the optimum ratio of

structural weight to payload capacity – in

contrast to field modified bodies, including those

using aftermarket tailgates, Caterpillar says.

To verify the payload potential and weight

balance of the 777F truck fitted with the

Gateless Coal Body, Caterpillar conducted a

production and load-distribution study with

three 777F trucks: one fitted with a

conventional heavy-duty body with sideboard

extensions; the second with sideboard

extensions and an aftermarket tailgate; and

the third with a Gateless Coal Body.

The 777F equipped with the Gateless Coal

Body consistently carried 25% more payload than

the truck with sideboards, and 7% more than

the model with sideboards and tailgate. In

addition to higher payloads, the Gateless Coal

Body demonstrated ideal weight splits. In

contrast, the empty and loaded weight splits of

the tailgated truck were significantly rearward.

Duratray International has continued to

expand the global reach of its unique

suspended dump bodies. During 2009-2010

additional despatches have been made to new

geographic regions such as PNG, Indonesia,

New Caledonia, Laos, Norway, Peru and

Suriname. Meanwhile new orders have also

been received from Chile, Canada, South

Africa, Israel and Mongolia. New designs of

these bodies have been finalised for evolving

models such as Caterpillar's 777F, 785D and

793F trucks, as well as for Haulmax 3900-D

and the Komatsu HD465-7 and HD785-7 Tier

3 compliant rigid frame trucks.

Late-2009 saw the successful commissioning

in Laos of two new Duratray suspended dump

bodies for Cat-777D haul trucks at the large

Phu Kham copper/gold mine operated by

PanAust. The objectives were to obtain a

higher volumetric capacity at significantly

lighter deadweight than existing steel dump

bodies, and to reduce carryback problems with

cohesive wet materials in the mine and at the

expanding tailings dam.

Load managementOne of the greatest challenges in managing

open-pit production is

how to load haul trucks

to their peak utilisation,

consistently for

every truck, and

without overloading. To

tackle this challenge,

many mines employ on-

board truck scales.

Motion Metrics

International says "the

major drawback with

on-board truck scales is

that they can only

determine the load

after the payload has

been dumped onto the

truck. At this point, if the truck is overloaded,

the entire truck load must either be dumped

immediately, or it could run the risk of voiding

the manufacturer warranty. If the loads are

dumped immediately, these rejected loads

result in a significant loss of productivity as the

material must be reworked and the truck must

be reloaded. Overloading the truck will also

result in excessive wearing of the truck

components and a reduced truck tyre life.

To address this challenge, the LoadMetrics™

system, from Motion Metrics, provides real-

time bucket-by-bucket payload monitoring for

hydraulic shovels. With bucket-by-bucket

payload monitoring, the payload of every

shovel bucket is known as it is dug from

the face. This allows the shovel operator

00 International Mining JUNE 2010

SURFACE HAUL TRUCKS

During April 2010 a novel Duratray Pink Dump Truck

was launched to support the National Breast Cancer

Foundation awareness campaign in Western

Australia. Forming part of BHP Billiton's expansion

fleet of Caterpillar 785CXQ (extra quiet) haul trucks

which are being fitted with Duratray's suspended

dump body system, the pink truck was unveiled at

the Worsley Alumina bauxite mine near Boddington,

120 km southeast of Perth

In addition to bucket-by-bucket payload monitoring,

the LoadMetrics system is capable of providing real-

time shovel arm geometry, cutting force, and swing

angle monitoring. These features allow nearly every

aspect of the shovel digging cycle, from GPS-based

bucket position to the swing-to-dump angle, to be

carefully monitored and analysed in order to

achieve absolute peak operational performance

Page 9: Surface Haul Trucks

determine if dumping the current payload to

the haul truck will overload the haul truck

before the payload is dumped. The

LoadMetrics operator-oriented interface

displays the accumulated truck load and the

current shovel bucket payload side-by-side,

allowing the shovel operator to determine

both payloads with a quick glance. In addition,

if the current bucket payload will result in

overloading, the interface will display a visual

warning, notifying the operator before

dumping.

In order to use a truck to its peak potential,

it is also equally important to avoid

underloading the truck. Integrated into the

LoadMetrics interface is the 'Tonnes to go'

calculator, which calculates the payload

remaining to load the current haul truck to its

target load. This feature provides the shovel

operator with the information to know exactly

how much payload is required to fill the truck

to its target load, allowing the operator to

consistently hit the production targets and

reduce haulage costs and fill times.

LoadMan® says it “understands the

problems associated with the loading of

mining trucks, both underground haulers and

open-pit haulers – the ability to produce

repeatable and consistent payloads, eliminate

the problems associated with overloading.

Inconsistent payloads cause decreased

productivity, premature tyre wear, increased

failure on wheel group components, overall

excessive wear on truck components and

unnecessary spillage.”

LoadMan on-board payload monitoring

systems are backed by years of research and

experience gained from thousands of

installations. It has over 8,000 systems in

operation worldwide in various applications

“that have earned a solid reputation for

superior performance, unequalled accuracy

‘typical ±1% error’ and dependability.”

In April, the company installed a LoadMan

system on a Terex MT4400 218 t payload haul

truck for Wabush iron ore mine in Labrador,

Canada. This will be the first system for this

size of haul truck that will use custom strain

gauge load cell technology.

Loadman’s Richard Boyovich was involved

with the Wabush installation and reports that

the system is providing less than 2% error. He

goes on to explain that the LoadMan system

does not use “nitrogen gas pressure, we

engineered and manufactured custom load cell

pin strain gauge technology to achieve this. No

other system in the world has ever been

capable of providing such accuracy and

provide each individual shovel/bucket load

within seconds of each dump.”

Alert operatorsSeeing Machines is pushing its DSS system into

the mining industry by investing in sales and

support presence in Australia, Africa and the

Americas. It has already identified a number of

new personnel to build on its recent successes

in the mining sector, where the company has

contracts to supply the DSS to both Freeport-

McMoRan Copper & Gold and BHP Billiton in

2010.

The DSS is an active system that directly

monitors the driver of a vehicle for distraction

and fatigue events and provides a series of

interventions aimed at managing these events

and averting potential accidents.

The DSS Suite integrates three layers of risk

mitigation:

1. Instant in-cab feedback to the driver from

the DSS-IVS (in vehicle system)

2. Real-time alerts to dispatchers via the DSS-

Link or DSS-Relay products

3. Management reporting, driver feedback &

training, using the DSSi product.

The DSS-IVS sensors monitor the driver's

head motion and eye closure. When the

driver's eyes have not been focussed on the

roadway ahead for a period, either because

the driver is looking elsewhere (a distraction

event), or because they are closed (for example

during a microsleep event), then the DSS-IVS

detects this event and generates instant

alarms, such as audio alerts and seat vibration

tactile feedback.

DSS-Relay allows the DSS-IVS alerts to be

instantly forwarded to the central control

room; allowing dispatchers to make

appropriate interventions based on the Fatigue

Management Plan (FMP) relevant to the specific

mine. Such real-time interventions can include:

■ Contacting/communicating directly with the

driver

■ Rotating or resting drivers

■ Altering work schedules, etc.

Coupled with an effective FMP the DSS suite

allows mines to take active steps to manage

driver fatigue and distraction in their

operations, and mitigate risks at all levels in

the process.

Seeing Machines has now been awarded a

second contract with Freeport to supply DSS

driver monitoring equipment to the Safford

mine in Arizona. This second contract for

Safford is to complete the fit out of the entire

haul truck fleet at the mine and is a result of

the success of the pilot of DSS equipment

conducted at the mine in late 2009.

Nick Cerneaz, CEO of Seeing Machines

commented: “Following the original pilot of

DSS equipment conducted at the Safford it is

very pleasing to move on to complete the

rollout of DSS equipment, bringing the total to

19 DSS systems, covering full operational

deployment at the mine. We anticipate further

DSS progress arising from the other DSS pilots

currently underway across a variety of

operators and locations throughout the 2010

calendar year, and will announce those to the

market in due course.”

00 International Mining JUNE 2010

SURFACE HAUL TRUCKS

Seeing Machines' DSS Suite integrates three layers

of risk mitigation

Page 10: Surface Haul Trucks

OptAlert-MOS is another system that

constantly measures operators’ alertness,

warning them of drowsiness, when it first

begins and before it reaches dangerous

levels. It works through a pair of innovative

glasses worn by the operator. The glasses

constantly measure the operator’s eye and

eyelid movement. This information is then

analysed by an in-cab processor to determine

the operator's level of drowsiness in real time.

A visual and audio warning is triggered

when drowsiness reaches an initial risk level.

The warning is targeted during early stages of

drowsiness, before driving errors happen and

while an operator is still alert enough to take

suitable precautionary measures, return to an

alert state of mind and continue to work in a

safe condition. This initial warning stimulates

and provokes alertness without the need to

stop the haul truck. In the fraction of instances

where drowsiness continues to set in, a second

warning is provided, highlighting the need to

implement company specific fatigue policies.

Operation controllers receive real time systems

information via the in-vehicle telematic system,

enabling them to intervene when necessary.

OptAlert-MOS stores data about the operator's

fatigue risk levels – up to 720 operational hours.

This information is then compiled into Fatigue

Risk Profiling reports that can be delivered on

an hourly/daily/ weekly/monthly basis. These

risk profiles (per operator/per shift/per site)

allow managers to fully understand the fatigue

patterns within their operation and incorporate

this information into Fatigue Risk Management

Systems on an ongoing basis.

The differentiators of this system, the

company says, include:

■ OptAlert™ measures the driver's

physiological state of alertness objectively

and continuously from minute to minute. It

does not depend on theoretical calculations

of the driver's state based on the time of

day and their unreliable subjective reports

about previous sleep

■ OptAlert warns drivers when the risk of a

drowsy crash begins to rise, and does not

wait until they are actually driving out of the

lane, or falling asleep, which can be too late

for preventive action

■ OptAlert is not affected by environmental

conditions. It works equally well in daylight

and dark, and whether or not drivers use

prescription lenses or sunglasses

■ OptAlert, the company says, "is the only

system in the market that has been

scientifically validated. The Monash

University Accident Research Centre, Austin

Hospital, Swinburne University of

Technology, Professor Charles Czeisler from

Harvard University Medical School have all

independently evaluated the effectiveness of

Optalert in monitoring drowsiness." BHP

Billiton's two year study into fatigue

technologies concluded in 2007 that:

“OptAlert has been identified as the leading

technology solution for BHP Billiton to help

detect operator drowsiness/fatigue.”

The OptAlert-SM solution has been

implemented in mines throughout Australia,

the USA, South America and South Africa.

VISTA Training, a leading provider of safety

training resources to the industry, recently

released TruckLogic™, an innovative new haul

truck operator training curriculum. VISTA says

it “is designed to help mines to train new haul

truck operators faster, at a lower cost, and

more effectively than traditional instructor-led

training, while also improving safety in the

mine. This new web-based curriculum is the

first of its kind in the mining industry.”

TruckLogic combines web-based training,

simulation and on-the-job tools in a

comprehensive curriculum that is designed

with adult learners in mind. Based on a

blended learning model, it helps operators to

retain what they've learned better than

traditional classroom-style training.

Use of TruckLogic means mines do not have

to spend as much time retraining people in the

field which, in turn, helps minimise lost

production. VISTA says it “helps new operators

to be on-board faster, operate safely and

productively while avoiding bad habits that

tend to cause unplanned maintenance and

shorten truck life – such as overspeeding,

improper transmission and brake use. And that

translates into lower operating costs.”

Avoiding collisionsGPS based Collision Avoidance Systems (CAS)

are an excellent complement to new training

methods, such as TruckLogic, and they

complement fatigue monitoring systems. Such

CAS can include specific functions, which

allow safety managers and trainers to track

operators’ speed excesses, harsh braking,

ignoring of stop signs, following other vehicles

too close, creating dangerous situations, etc.

along with the information, where and when

this has occurred - so that additional training

can be focused on the operator's individual

requirements and behavior.

As a complement to fatigue monitoring they

can increase traffic awareness and alert the

operator specifically when danger is imminent.

Based on the GPS information of other vehicles

(i.e. position, heading, and speed), a CAS can

analyse and select relevant information to be

provided to the operator well before critical

situations occur, which avoids 'flooding' the

operator with unnecessary information and

alarms. This is an important feature, as many

00 International Mining JUNE 2010

SURFACE HAUL TRUCKS

An operator wearing OptAlert

drowsiness detection glasses

To avoid driver distraction, the SAFEmine CAS

requires no driver interaction, adapts itself, for

example, to ambient light conditions, and its display

is purposely kept simple

Page 11: Surface Haul Trucks

operators complain about the number of false

or unnecessary alarms from many devices

installed in their cabin.

SAFEmine, a Switzerland based company,

supplies traffic awareness and collision

avoidance technology that is operating in more

than 14,000 units in general aviation and in

more than 3,000 units in mining vehicles on

four continents: “We believe that GPS will

increase vehicle safety in open-pit mines

significantly in the next 10 years. More and

more, advanced Collision Avoidance Systems

will integrate GPS information to provide

accurate and relevant alarms. A rapidly

increasing number of open pit mines has

realised this and has decided to roll-out the

SAFEmine technology today” says Cyrille

Sauvain, Sales Director at SAFEmine.

One of these benefits is for the operators’

traffic awareness, enabling them to ‘see’ rather

distant vehicles while being warned if

dangerous traffic situations occur in close

proximity, when the collision avoidance alarm

function is triggered. As not only distance

between vehicles is taken into account

but also their speed and heading as well

as the reaction time of the driver, crossing

trajectories of vehicles can be detected

and alerts can be issued in time to avoid

a collision with some safety margin. For

example, in a mine in Canada

outstanding performance of the SAFEmine

CAS was displayed on very narrow roads,

where alarms can be set off easily when

vehicles pass.

Further key benefits of the SAFEmine

CAS include

■ 360° protection at any speed and any

visibility (no blind spots)

■ Typical 500 m range (no line of sight

between vehicles required)

■ Compact size and simple installation

■ Highly selective 3D motion prediction

(minimising nuisance warnings)

■ No radio or IT infrastructure required

■ Configurable to mine vehicle size, type, and

characteristics

■ Cost effective.

Moreover, the SAFEmine CAS features many

options, such as obstacle maps, harsh driving

detection, black box recording, powerline

alarms, voice alerts, roll-over alarm, IVMS, etc.

Special set-ups for rotating vehicles like

excavators, shovels, draglines, chain dozers,

etc. yield additional safety, as the orientation

of the respective vehicle is taken into account.

For visitors' vehicles, special Quick Mount Units

are available to mount on a vehicle temporarily

entering the mine, and then removed again,

both in a matter of seconds.

A number of open pit mines have installed

SAFEmine CAS and see tangible benefits, not

only in operators' improved traffic safety

related behaviour, but also, for example, by

using the logfiles - which can be generated by

the CAS - for analysis and subsequent

improvements of specific sections of their

roads, where critical situations occur

frequently.

According to Caterpillar, 70% of haul truck

accidents at mines occur during initial machine

start-up and low speed movement, because of

poor visibility. Brigade Electronics has a range

of solutions to eliminate fatalities caused by

limited vision, including camera-monitor

systems designed to SAE J1455 specification

and certified to ISO 13766:2006 standard for

earthmoving equipment. Brigade's cameras are

water resistant up to IP69K and monitors up to

IP67, making them ideal for heavy duty

applications, rugged terrain or where the cab

is exposed to the elements.

Recently displayed at Bauma, Brigade's

Xtreme Backsense is a pulsed radar detection

system with some unique features. Xtreme is

designed to detect people or objects in the

blind spots, providing the driver with a

graduated in-cab audible and visual warning. It

is also effective through non metallic objects

and can be programmed to ignore fixed

objects, bodywork and attachments. The

innovative technology works effectively in

harsh environments and in poor visibility

(darkness, smoke, fog).

The risk of collisions with site workers is

further increased by those who may be

wearing ear defenders and unable to hear

machines approaching. Brigade's unique white

sound reversing alarms (bbs-tek) emit a broad

spectrum of sound frequencies which will

more effectively penetrate ear defenders.

However, they only work in the danger area so

do not cause a noise nuisance. The gentler ‘ssh

ssh’ sound is less irritating than the shrill beep

of tonal reversing alarms and less likely to be

ignored by site workers used to hearing alarms

outside the danger area or tuning out the

pervasive sound due to habituation. The sound

source is instantly locatable, which means

those on site can pin point exactly which

vehicle is moving and in which direction.

Brigade reports “not only are they the safest

reversing alarms on the market, they also

come with a lifetime warranty.

Brigade strongly believes that best practice

for maximum safety is to fit a combination of

devices that provide both a visual image and

an audible warning.

Tyre managementThe industry has long sought a closed

loop between the detection of a

rough road segment and the ability to

respond quickly to repair that

segment. Solving this problem can

significantly improve travel times

without capital-intensive projects. The

current economy demands that mines

enhance production with equipment

they already have, and improving

response time to rough roads could

give a production boost during a time

when it is really needed.

“Some may say that the problem of

detecting road conditions has long been

solved by payload sensors. However, onboard

payload measuring systems are not available

on all equipment and few mines have all of

their trucks equipped with these systems,”

according to Modular Mining Systems. “Though

open pits have technology they can use, there

are still issues with detection systems. More

importantly, few tools exist to adequately

respond to detected events.”

To respond properly to rough roads,

awareness is essential. Operators recognise bad

road segments, and they can use an option to

indicate such locations via manual input - but

manual input has safety concerns for operators

and reliability issues for management. Modular

has responded to this dilemma with the Road

Roughness module, which consists of a rugged

accelerometer that can be installed on any

haul truck to solve the detection problem. The

accelerometer is an effective, low-maintenance

and purpose-built device that reliably detects

road conditions without the need for operator

00 International Mining JUNE 2010

SURFACE HAUL TRUCKS

Brigade’s wide range of monitors include single, split,

triple, quad and picture-in-picture screen options and

shutter camera options to prevent the lens from

becoming dirty

Page 12: Surface Haul Trucks

input. But, as with any on-board sensor, a fleet

and/or maintenance management system is

also required to transform sensor readings into

meaningful events and to assign resources that

can address the problem.

Following detection of a rough road, a fleet

management system should also dispatch

auxiliary equipment for repair/cleanup. The

Dispatch system's Auxiliary Task module, for

example, provides a production cycle for

auxiliary equipment that differentiates the time

to ‘travel to a workplace’ from the time spent

‘performing work’. A Road Work task type can

be assigned to graders and/or other road

dressing equipment, which appears in a

schedule with the equipment's other

tasks. Dispatchers, shift supervisors, and upper

level management can allocate tasks based on

priority, considering the travel distance of each

grader before assigning the work.

Providing auxiliary operators with on-board

software tools is critical to improving response

time. Work performed by auxiliary equipment

is different in nature from haulage. Auxiliary

work should be managed holistically - there

are many factors to consider before a grader

operator is assigned to fix a detected rough

road section. Technical details, such as the size

of the job, location, travel time, and estimated

repair time need to be evaluated. Higher level

perspectives of all the work required by that

machine should be considered, such as the

possibility that an operator might need to

operate another piece of equipment in that

same shift. The right dispatching technology

should provide equipment operators and other

personnel with the means to account for all of

these factors, and the

ability to address them in

real time.

Closing the loop in

rough road detection

using automated

technology, without

increasing manpower

requirements, requires a

substantial IT

infrastructure: sensors on

haul trucks, fleet

management hardware on

auxiliary units, wireless

communication networks,

and experienced control

room staff. Most

importantly, all software

and hardware systems

must be architected to work together. This list

of requirements may seem high, but by

leveraging the investment already made in a

fleet management system, such as Modular's

Dispatch system, real productivity gains can be

realised with relatively small additional

investment. Integrated solutions can address

complex problems like haul road maintenance,

smoothing the way to increased production.

An emerging leader in the design and

manufacture of off-the-road (OTR) tyres and

provider of tyre support services for the global

mining industry, Eurotire, has released

EuroTrak, its tyre management system. Tyre

and wheel performance data will be collected

from around the world using EuroTrak,

centralised and analysed at Eurotire's offices,

and fed back to Eurotire's manufacturing

plants to provide continuous product

improvement feedback.

Eurotire chose Vehicle Management Corp

(VMC) and its enTIRE Tire and Rim

Management Software (a Windows based

computer program that will track the

performance and stock levels of a fleet of tyres

and wheels) to create this customised tyre data

collection system. Eurotire management

confirmed, “The enTire platform is the best

solution for a global data collection program.

VMC is not only an industry expert they are

also an independent company ensuring that

the information collection process and the data

collected is totally unbiased.”

According to VMC, “This is the largest

implementation of a centralised tyre

management system in the world, with the

database and web interface supporting

hundreds of online users. More importantly,

the data is owned and located with Eurotire.”

Meir Dubinsky, COO of Eurotire, said, “VMC

enTIRE, with its proven software system, is the

natural choice for Eurotire's EuroTrak

requirements. As an emerging leader in the

global OTR tyre industry it is extremely

important that we not only collect tyre and

wheel data, but collect data and apply the

findings in a way that allows us to create value

for our customers.” In addition Dubinsky

noted, “Eurotire doesn't simply sell a product;

we design, manufacture, and sell a high

quality, reliable OTR tyre product that we then

support through our global tyre service programs.

Eurotire is differentiated by the service and

support that we provide to our customers and

the EuroTrak system will allow us to take our

service and support to the next level.”

Eurotire has also created a new customer

support program, EuroCare. The company says

this “is a service product and much more; it is

a way of doing business. In today’s OTR tyre

world some manufacturers only want to sell

tyres and will leave the maintenance, service

and support to others. In many cases the care

of the tyres will be left to the customer who

may have little or no training or knowledge to

enable them to effectively maintain the life of

their OTR tyres. Huge OTR tyres do require

special attention and specific knowledge is

required to operate them efficiently and handle

them safely. Tyres are critical to our customer’s

productivity and they should be cared for

accordingly; that is why Eurotire has created

EuroCare.”

It is a life cycle support process as well as a

valuable consultative product for customers. It

provides a complete service and support

program for Eurotire tyre products. The process

can begin before a tyre order is placed with a

Eurotire engineer acting as a consultant to the

customer, helping to ensure that the best

product is chosen for a specific application.

After the sale Eurotire is there to ensure that

the tyres are mounted properly and safely,

supporting the customer’s tyre program, and

providing training so the customer can maintain

the long-term productivity of the tyres.

Titan Tire has introduced its second

generation 007 MFT mining tyre product line,

which it says offers “enhanced durability, a

more aggressive tread pattern, improved heat

dissipation and the ability to carry a larger

payload.”

“We spent considerable time in the field

listening to mine operators about their tyre needs

and used that input to help design the second

generation 007 MFT product line,” said Dan

Steltmann, VP of research and development. “The

biggest issue facing mine operations was overall

tyre durability related to minimising internal heat

generation, as well as enhanced sidewall and

belt durability. We incorporated those features

00 International Mining JUNE 2010

SURFACE HAUL TRUCKS

Sizes offered in the second generation Titan Tire 007

MFT mining tyres include 59/80R63, 53/80R63,

40.00R57 and 27.00R49

Page 13: Surface Haul Trucks

into the redesigned 007 MFT product line.”

These tyres feature a new belt package that

provides a more durable design. Overall

durability was also improved with changes to

the compounds in the tread and base, which

help reduce overall heat generation and

improve the cut, chip and wear characteristics

of the tyre. Titan also removed the steel from

the sidewalls of the tyre, providing for a more

durable carcass, while the lower sidewall

flange features a new compound and profile

for added durability. The tyre’s new narrow

profile eliminates potential interference issues

with haul trucks.

A non-solid centre tread design helps reduce

internal heat generation and allows the heat to

more easily dissipate, reducing tyre running

temperatures by some 1.6 to 4.4°C. This

reduction in running temperature allows the

end user to run haul trucks longer distances

and at a higher speed, while still maintaining

an operating temperature that is within the

tyre’s capabilities.

Titan also incorporated sipes into the tyre

lugs, which provide additional traction and

significantly improve heat dissipation, or

cooling. The lighter construction of the second

generation 007 MFT helps reduce overall heat

generation and allows for a larger payload.

A tyre pressure monitoring system is also

available from Titan. This monitors the internal

temperature and pressure of each tyre, and

using Bluetooth technology the system shares

the information with the driver and the mine

management system. Operation personnel can

monitor tyre performance and make route

changes as needed to maintain efficient mine

operation and help balance haul truck work

loads.

“The second generation 007 MFT tyres have

been designed to end-users’ needs and the

modifications have been verified through finite

element analysis,” said Steltmann. “We also

validated the tyre’s performance using our

industry-exclusive radial fatigue testing

machine. We put these tyres to the test to help

ensure their performance in the field.”

GKN Wheels now manufactures large

wheels for the mining sector, bringing greater

choice to the marketplace. The company

began manufacturing large mining wheels last

year, initially for the mining machinery

aftermarket and the intention is to increase

output over the next few years. The wheels are

available in diameters ranging from 45-63”. It

says its “track record in manufacturing high

quality wheels for the global off-highway

industry, combined with successful field trials,

are already attracting the interest of mining

machinery manufacturers in the US and

around the world.”

Len Hensel, GKN Wheels’ North American

Technical Director for Off-highway Wheels,

said: “We have employed the very latest

engineering technologies and computer-

simulated modelling techniques to develop our

new range of mining wheels. The largest

mining trucks carry loads of up to 400 t and

the wheels for this machinery must fulfil the

toughest performance criteria, demonstrating

both strength and reliability. GKN’s mining

wheels have been operating in various mine

sites since early 2009 and are exceeding our

performance expectations.”

GKN Wheels designed the large mining

wheels at its state-of-the-art North American

Technical Centre. The wheels are being

manufactured at the company’s plant in

Liuzhou, China, before being supplied directly

into the aftermarket. Hensel added: “The

mining wheels marketplace has remained

largely unchanged for many years and GKN’s

entry is exciting. At the same time as

introducing more choice and helping to drive

competition, we are giving manufacturers of

mining machinery the chance to improve the

reliability of their mining trucks and pass on

efficiency benefits to the mine operator.” IM

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