OEM Off-Highway January/February 2024 by OEM Off-Highway

JANUARY/FEBRUARY 2024

Industry Highlight + 4 Major Factors Affecting Construction OEMs & the Markets They Serve

4 KEYS

to Off-Highway's Electric Future Inside the uptick in electric innovations & the shift toward more R&D

+ How Off-Road Powertrain Electrification Differs From On-Road

oemoffhighway.com

Engineering Solutions 4 Electric motors

Li-ion battery system

Electrification, to a different tomorrow The Hatz approach is developing a drive system in a way that all strengths are utilized by keeping the existing machines and replacing the combustion engine with an electric motor. Our electric drive offers more efficiency than a machine with hydraulic or mechanical drive which means longer operating time with less battery capacity and low total system costs. Many applications can be electrified by Hatz drive system.

Learn more at Hatzamericas.com

48V System voltage Remote control via smartphone

CONTENTS

VOLUME 42, NO. 01 | JANUARY/FEBRUARY 2024 FEATURE SERIES: ELECTRONICS & ELECTRIFICATION

16 Battery Testing for Off-Road Electric Vehicles Considerations for designing & testing long-lasting, durable batteries

20 4 Keys to Off-Highway's Electric Future The uptick in the innovation of electric solutions & the shift toward R&D

23 Cab Electronics: Is it Finally Time to Switch? The case for changing mechanical switches in the cab to digital switches

26 How Off-Road Powertrain Electrification Differs From On-Road 20

Analyzing the vastly different requirements for each market CONSULTANT CORNER

4 E DITOR’S NOTE

10 How to Kickstart Decarbonization for Off-Highway Machinery

5 N EWS BRIEF

INDUSTRY HIGHLIGHT: CONSTRUCTION

K icking off the new year with 2024 trade shows highlighting emerging equipment tech

Acquisitions from Komatsu & DEUTZ, & leadership changes from Cummins Accelera & John Deere

6 EQUIPMENT MARKET OUTLOOK Construction machinery orders rise as macroeconomic decline looms

32 N EW PRODUCTS

7 innovative releases hitting the OEM market now

Findings from a recent study help global OEMs pave the road ahead for tomorrow's sustainability goals

14 The Forces Shaping OEM Trends 4 major factors affecting construction OEMs, their teams & the markets they serve TECH & IOT

28 Navigating Modern Productivity & Connectivity Challenges What's amplifying equipment performance needs at the component level & how OEMs are rising to meet the challenge SPECIAL SECTION: ON-HIGHWAY & VOCATIONAL TRUCKS

30 Maximizing ADAS System Performance Understanding the capabilities of today’s advanced driver assistance systems

 WEB EXCLUSIVES Video Network oemoffhighway.com/videos

OFF-HIGHWAY HEROES

34 The First Elevating Grader Uncover the 1854 origins of the machine that revolutionized excavation efficiency

OEM Industry Update oemoffhighway.com/podcasts

Premium Content oemoffhighway.com/premium-content

OEM Off-Highway | JANUARY/FEBRUARY 2024

EDITOR’S NOTE

appy New Year! As we welcome the sense of renewal that accompanies a new calendar year, OEM OffHighway is setting new goals. In 2024, we’ll continue to deliver the valuable content and resources you’ve come to know, but we also aim to amplify it. I invite you to turn to us for a steady stream of educational articles, breaking news, informative podcasts and more, all designed to In November 2023, the OEM Off-Highway team consistently cover even visited Hanover, Germany, to attend Agritechnica more of today’s latest trends 2023. At the show, major players across the in the mobile equipment agriculture equipment landscape released their latest products. Pictured here, OEM Off-Highway manufacturing industry and Editor Kathy Wells climbs into the cab of Massey improve the way you work. Ferguson’s MF 9S Series, a new launch that includes In January, our team six models with powers from 285hp to 425hp. attended the Consumer Electronics Show (CES) in Las Vegas, Nevada, to keep our fingers on the pulse of the electrification trend and study up on some of the newest offerings from HD Hyundai XiteSolution. The company has set ambitious goals when it comes to equipment technology integrations such as artificial intelligence (AI), digital technologies and robotics. To learn more, check out our exclusive interview with HD Hyundai XiteSolution CEO and President Youngcheul Cho at oemoffighway.com/22884307. At print time, the trends emerging out of World of Concrete 2024 showed construction OEMs leaning heavily in the direction of electrification, with several new technologies launching at the show. Visit oemoffhighway.com to keep up with these releases and more of latest new products hitting markets soon. Take care,

EDITORIAL ADVISORY BOARD Craig Callewaert, PE, Chief Project Manager, Volvo Construction Equipment Roy Chidgey, Business Segment Head, Minerals Projects and Global Mobile Mining, Siemens Large Drives US Andrew Halonen , President, Mayflower Consulting, LLC Terry Hershberger, Director, Sales Product Management, Mobile Hydraulics, Bosch Rexroth Corp. Steven Nendick, Marketing Communications Director, Cummins Inc. John Madsen, Director Engineering & Product Management, GKN Wheels & Structures Doug Meyer, Global Director of Construction Engineering, John Deere Andy Noble, Head of Heavy Duty Engines, Ricardo Daniel Reibscheid, Business Development Manager, MNP Corporation Matt Rushing, Vice President, Product Line, Global Crop Care, AGCO Corp. Allen Schaeffer, Executive Director, Diesel Technology Forum Keith T. Simons, President – Controls Products, OEM Controls, Inc. Alexandra Nolde , Senior Communication & Media Specialist, Liebherr-Components AG Bob Straka, General Manager, Transportation SBU, Southco, Inc. Luka Korzeniowski, Global Market Segment Leader, Mobile Hydraulics, MTS Sensors Chris Williamson, PhD, Senior Systems Engineer Global Research & Development, Danfoss Power Solutions Company

2024 JANUARY/FEBRUARY | OEM Off-Highway

EDITORIAL Editor............................................................................................ Kathy Wells kwells@iron.markets

Senior Editor, Construction Technology, IRONPROS........Charles Rathmann crathmann@iron.markets

AUDIENCE

Audience Development Manager............................Angela Franks PRODUCTION Senior Production Manager...........................................Cindy Rusch crusch@iron.markets

Art Director................................................................... Kimberly Fleming kfleming@iron.markets

ADVERTISING/SALES

Brand Director...................................................................... Sean Dunphy sdunphy@iron.markets

Associate Brand Director............................................... Nikki Lawson nlawson@iron.markets

Sales Representative..........................................................Kris Flitcroft kflitcroft@iron.markets

Sales Representative.......................................................... Craig Rohde crohde@iron.markets

IRONMARKETS

Chief Executive Officer.......................................................... Ron Spink Chief Financial Officer................................................JoAnn Breuchel Chief Revenue Officer................................................... Amy Schwandt Corporate Director of Sales........................................... Jason DeSarle Brand Director, Construction, OEM & IRONPROS........... Sean Dunphy VP, Audience Development....................................... Ronda Hughes VP, Operations & IT.............................................................Nick Raether Content Director .............................................................. Marina Mayer Director, Online & Marketing Services......Bethany Chambers Director, Demand Generation & Education...............Jim Bagan Content Director, Marketing Services................Jess Lombardo CIRCULATION & SUBSCRIPTIONS PO Box 3605 Northbrook, IL 60065-3605, Phone: 877-201-3915 Fax: 847-291-4816 circ.oemoff-highway@omeda.com LIST RENTAL Sr. Account Manager................................. Bart Piccirillo, Data Axle 402-836-2768 | bart.piccirillo@data-axle.com

REPRINTS & LICENSING

Associate Brand Director............................................... Nikki Lawson 920-542-1239 | nlawson@iron.markets Published and copyrighted 2024 by IRONMARKETS. All rights reserved. No part of this publication shall be reproduced or transmitted in any form or by any means, electronic or mechanical, including photocopy, recording or any information storage or retrieval system, without written permission from the publisher. SUBSCRIPTION POLICY: Individual print subscriptions are available without charge in the United States to original equipment manufacturers. Digital subscriptions are available without charge to all geographic locations. Publisher reserves the right to reject nonqualified subscribers. Subscription Prices: U.S. $35 One Year, $70 Two Years; Canada and Mexico $60 One Year, $105 Two Years; all other countries, payable in U.S. funds, drawn on U.S. bank, $85 One Year, $160 Two Years. OEM Off-Highway (USPS 752-770, ISSN 1048-3039 (print); ISSN 2158-7094 (online) is published 6 times a year: January/February, March/April, May/ June, July/August, September/October and November/December by IRONMARKETS, 201 N. Main Street, 3rd Fl., Fort Atkinson, WI 53538. Periodicals Postage paid at Fort Atkinson, WI and additional entry offices. POSTMASTER: Send address changes to: OEM Off-Highway, PO Box 3605 Northbrook, IL 60065-3605. Printed in the U.S.A.

@oemoffhighway @oemoffhighway @oem-off-highway @oemoffhighway

Published by IRONMARKETS 201 N. Main Street, Fort Atkinson, WI 53538 800-538-5544 iron.markets oemoffhighway.com ironpros.com

NEWS BRIEF

Cummins’ Accelera Names Global eMobility & Electrolyzers Business Leaders

Changes at Deere & Company

Brian Wilson & Andreas Lippert move into new roles

Accelera by Cummins, the zero-emissions technology business segment of Cummins Inc., has named Brian Wilson as general manager – eMobility, and Andreas Lippert as vice president and general manager – Electrolyzers. Wilson will now lead Accelera’s new eMobility business, which provides a wide range of battery electric vehicle (BEV) products. Lippert will now drive the Electrolyzers business, which Cummins has identified as its most significant outgrowth opportunity, to scale its industry-leading technical innovation and support the growing global green hydrogen economy. Wilson and Lippert will continue to work alongside Alison Trueblood, general manager – Fuel Cell & Hydrogen Technologies, in the group of leaders at the helm of Accelera’s zero-emissions product portfolio. 

oemoffhighway.com/22880980

Komatsu Acquires American Battery Solutions

The move puts battery-operated equipment manufacturing in-house Komatsu, through its wholly owned subsidiary in the U.S., Komatsu America Corp., is set to acquire battery manufacturer American Battery Solutions, Inc. (ABS). The acquisition will enable Komatsu to develop and produce its own battery-operated construction and mining equipment. The first equipment produced with ABS batteries will be used to power mining equipment in North and South America, where demand for electrification has been increasing. In the future, Komatsu will aim to expand the use of batteries in construction equipment and to establish a global supply system. Komatsu will continue to support ABS’ battery business to further develop the electrification business post-acquisition. ABS will operate as a stand-alone business entity within Komatsu and will continue its growth plans by executing on its current and prospective customer programs in the commercial vehicle segments. Through the acquisition, Komatsu will accelerate the development of battery-powered electric vehicles by utilizing ABS’ battery-related technology, along with other initiatives Komatsu is pursuing with its partners. These efforts will help Komatsu achieve its management target of 50% reduction of CO2 emissions from the use of its products by 2030 (compared to 2010 levels) as well as the company’s challenge target of achieving its carbon neutrality by 2050. 

oemoffhighway.com/22880213

Deanna Kovar named president, Worldwide Agriculture & Turf Division: Small Ag & Turf, Regions 1 & 2

In her new role, Kovar will be responsible for the overall management and performance of the company’s Small Ag and Turf business, as well as John Deere’s performance in these markets. Kovar previously served as vice president, Production and Precision Ag, since 2020, and has developed an extensive background in precision technologies. 

oemoffhighway.com/22878743

DEUTZ Scoops OffHighway Engines From Rolls-Royce Power Systems The agreement brings with it various 5- to 16-liter engines Subject to final agreement, DEUTZ is taking over from Rolls-Royce Power Systems the distribution of the mtu Classic series and the mtu engine series 1000-1500, which are based on three Daimler Truck engine platforms. DEUTZ will also take over the marketing of the off-highway variants of these engines. In addition, the agreement includes the distribution of the older mtu Classic series (Daimler Truck engine series OM900 & OM460). DEUTZ’s Dual+ strategy aims to boost the development of a green product portfolio and at the same time optimize and further develop conventional engines. Following a final agreement, the closing is expected from mid-2024. 

oemoffhighway.com/22881797

OEM Off-Highway | JANUARY/FEBRUARY 2024

EQUIPMENT MARKET OUTLOOK

Sponsored by Eberspächer

oemoffhighway.com/economics

US Farm Machinery Production

Europe Leading Indicator

Europe Ag & Forestry Machinery Production

• U.S. Farm Machinery and Equipment Shipments in the 12 months through October were 21.3% below the year-ago level. • We anticipate a near-term trough in Shipments, signaled by recent positive stock performance for major companies within the industry, such as Caterpillar and John Deere, though trends in Farm Proprietors Income suggest that any US recovery Heavy-Duty Production willTruck be weak.

• Annual Europe Agricultural and Forestry Machinery Production has declined in recent months but was still 7.3% above the year-ago level in September. • Annual agricultural commodity prices in Europe have generally moved downward across a wide array of categories, which could hinder demand for farm equipment.

US OECD Leading Indicator

Annual % change in 12 month moving totals

0.6

• Annual Europe Agricultural and Forestry Machinery Production is declining off a tentative June peak, though it remains 5.3% above the year-ago level. • Prior interest rate hikes in Europe could spell continued decline in Production as companies pull back on capital investments, including investments in agricultural and forestry US machinery. Construction Machinery New Orders 14.8

0.4

0.3 15

15.2

0.2

15.3 12.8

12.8

-0.3 10

8.5

!"# $%"# $$"& $$"& $%"' ("# #") *"+

-0.3

-0.6

Apr '23

May

Jun

Jul

Aug

Sep

Oct

11.4

-0.9

4.6 2.4

13.7 12.8

-0.7

12.8

0.0

13.8

12.5

13.2

Nov

-1.5

-1.1

-1.2 -1.5

Apr '23

May

Jun

Jul

US HeavyDuty Truck Production

Aug

Sep

Oct

Nov

Mar Apr May Jun Jul Aug Sep Oct '23 Editor’s Note: Please note that this chart has been modified on the Y-axis to show the trend more easily.

US Mining Production

Germany Industrial Production

• Annual U.S. Heavy-Duty Truck Production is declining off a tentative August 2023 peak, though it still came in 2.4% above the year-ago level in November. • Declining tonnage shipped will be a likely contributor to further decline in Production.

• U.S. Mining Production in the 12 months through November came in 4.9% above the year-ago level; growth is slowing. • We anticipate eventual mild decline in Production as the macroeconomy enters recession, with mildness attributed to relative strength in oil and gas.

• Germany Industrial Production in the three months through October was 3.6% below the same three months one year earlier. • As an export-heavy country, Germany’s industrial sector will face challenges alongside its trading partners in the coming quarters.

US Defense Capital Goods New Orders

US Industrial Production

Europe Agriculture Machinery Production Annual % change in 3 month moving totals

Annual % change in 12 month moving totals

0.6

10.7

0.5

19.5

20.2

18.2

14.7

11.2 10.6

9.7

0.2

0.1

-0.1

7.4

0.0

11.6

11.2

8.7

0.3 16.7

0.4

0.4 19.3

Annual % change in 12 month moving totals

5.3

-0.1

-0.2

-0.3

-0.4

Mar '23

Jun

Jul

Aug

Sep

Oct

-0.5

Apr

May

2024 JANUARY/FEBRUARY | OEM Off-Highway

Apr '23

May

Jun

Jul

Aug

Sep

Oct

-0.5

Nov

Mar '23

Apr

May

Jun

Jul

Aug

Sep

Oct

US Mining & Oil Field Machinery Production Index

US Construction Machinery, New Orders • Annual U.S. Construction Machinery New Orders were 13.7% above the year-ago level. • New Orders are particularly sensitive to interest rate pressures; expect slowing growth ahead and eventual recession as firms look to rent, rather than buy, machinery. US Mining Production Annual % change in 12 month moving totals

• Annual average Production is declining, though it was still 1.5% above the year-ago level in November. • General decline in the U.S. Mining Capacity Utilization Rate portends further downward movement for Production, though downward pressure will likely be mild as oil prices are still Germany Industrial Production above breakeven production costs, incentivizing investment. Annual % change in 3 month moving totals 2

US Defense Industry, New Orders • Annual U.S. Defense Capital Goods New Orders in October totaled $169.1 billion, 16.7% above the year-ago level. • Despite this upward movement, we anticipate further decline on a rate-of-change basis for New Orders, predicated on recent developments failedNonresidential attempts to pass assistance aid US in Private Newsecurity Construction to Ukraine and Israel. Annual % change in 12 month moving totals

25 1.2

7.1

6.7

21.1

Mar '23

Apr

22.6

21.7

21.8

21.7

May

Jun

Jul

Aug

23.4

6.4

5.7

-0.2

5.3

4.9

-1

-1.1

-0.8 -1.3

-1.2

-2

-3

-3.6

-4

1 0

20.8

-4.3

Apr '23

May

Jun

Jul

Aug

Sep

Oct

Nov

-5

Mar '23

Apr

May

Jun

Jul

Aug

Sep

Oct

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OEM Off-Highway | JANUARY/FEBRUARY 2024

Sep

Oct

CONSULTANT CORNER

HOW TO KICKSTART DECARBONIZATION

for Off-Highway Machinery Findings from a recent study help global OEMs pave the road ahead for tomorrow’s sustainability goals by Wilfried Aulbur & Giovanni Schelfi

2024 JANUARY/FEBRUARY | OEM Off-Highway

ADOBESTOCK | VADIM

he off-highway sector is just beginning its journey toward decarbonization, with electric powertrains a major focus for smaller machines, while larger offhighway equipment is likely to leverage renewable or biofuels. While some of the industry’s smaller tools are well suited to electrification, there are numerous obstacles to overcome if it is to make significant progress, such as achieving production scale, advancing battery technologies, and installing charging infrastructure. This article is based on a recent study by Roland Berger and synthesizes off-highway industry views on decarbonization from across the globe, as well as identifies specific types of machinery and regions on which to focus sustainability efforts. Reducing emissions in the off-highway sector won’t be easy, but targeting these areas could yield the most impactful results.

Off-Highway Decarbonization: The Global Picture While the drive toward e-mobility in onhighway transport has been underway for some time, the off-highway industry is just beginning its decarbonization

journey. There are three main reasons for this shift in the off-highway sector. First, key players across the off-highway value chain are now committing to improve environmental sustainability. From suppliers to OEMs to end-users, some of the industry’s biggest companies have pledged to significantly reduce emissions, or in some cases reach net zero by 2040 or 2050. Secondly, governments are introducing regulations at local and federal levels to limit pollution and greenhouse gas emissions from offhighway equipment (Figure 1). It’s not all about restrictions, though — incentives for electric off-highway equipment are also starting to take shape, with the Inflation Reduction Act (IRA) as primary example in the US. Lastly, in addition to the above elements that “push” electrification to end-users, there are several “pull” factors that will increase adoption, as electricpowered off-highway equipment can also deliver superior performance and total cost of ownership (TCO) compared to traditional internal combustion engine (ICE) equipment. While there are many benefits to electrification, the suitability of

equipment for electrification varies. Equipment requiring low-energy density and battery capacity, such as small tools or mini excavators, are well suited for electrification, as they can operate for several hours on a single charge. Agriculture equipment, on the contrary, with its high range and charging requirements, poses more challenges for electrification. Nevertheless, early models of electric tractors with 75 horsepower motors and operating times of up to four hours have been developed. These tractors can fulfill many routine farming tasks, with a fast charge at lunchtime enabling a full day of use. With regard to mining, electric trucks can deliver substantial benefits to underground mining operations, but for open-cast mining the benefits are harder to realize, given the larger scale of vehicles. This requires either large onboard batteries and charging infrastructure or pantographic systems and trolley infrastructure, both of which can be costly. Despite the challenges, mining operators are exploring ways to optimize fully electric dump truck operations for both cost and sustainability benefits.

Non-exhaustive

Regulation is a major driver of decarbonization, with countries across the globe implementing emissions regulations at the federal and local levels Countries leading the way on off-highway emissions regulations

United States

Europe

• Tier IV emission standards • (<19 kW) is to be banned beginning in 2024/2025 for some states • Clean Construction Declaration (select cities)

• Stage V emissions standards • Low emission zone cities • Clean Construction Declaration (select cities)

Japan

India • Bharat stage IV emissions standards • Clean Construction Declaration (select cities)

China

• Emissions standards equivalent to Europe Stage IV & US Tier IV • Effective since 2015

• Stage IV emissions standards • Clean Construction Declaration (select cities)

Source: Roland Berger Roland Berger | 1

Figure 1.

OEM Off-Highway | JANUARY/FEBRUARY 2024

CONSULTANT CORNER Promising use cases notwithstanding, there are still numerous hurdles to mass adoption of electric off-highway equipment, particularly with batteries and charging infrastructure. Addressing these challenges and finding innovative solutions will be crucial for achieving significant decarbonization in the offhighway sector (Figure 2).

Survey Findings To gain more insights into the decarbonization trends and challenges in the off-highway sector, Roland Berger conducted a global survey of OEMs, suppliers and distributors within the industry. The survey results revealed that more than 70% of respondents believe sustainability and sustainable powertrains are highly relevant to their industry, and that more than 60% of them are spending at least 20% of their R&D budget on sustainability activities. In terms of powertrain technologies, the current focus is on battery electric, followed by renewable diesel and hydrogen technologies. The survey also asked participants about the size of equipment in which

they expect alternative powertrains to be used. Two-thirds said compact equipment is likely to be fitted with battery electric systems, with a third saying the same for medium equipment. For large equipment (20-plus tons operating weight), only 16% of industry participants believe it will be possible to achieve profitable operations. Battery electric powertrains are seen favorably in terms of operability and reliability. From a TCO perspective, renewable diesel is seen as the clear front runner, followed by battery electric vehicles. Fuel cell and hydrogen combustion aren’t viewed as positively due to the high cost of hydrogen. There are also concerns with fuel cells’ specific cooling requirements as well as being able to perform under operating conditions with high vibration and heavy dust. Cost is just one of several challenges in the energy transition. Participants see vehicle acquisition costs, the availability of public charging and refueling infrastructure, and system integration challenges as the top three concerns. Beyond the challenges mentioned in the chart (Figure 2), industry participants

also feel that fundamental changes in their business models are necessary to successfully transition to a decarbonized future. A lack of key skills within their organizations poses a further obstacle.

Measuring Environmental Impact The carbon footprint of construction equipment includes manufacturing, transportation, operation and endof-life disposal. In the context of alternative energy, the primary objective is to reduce carbon emissions due to operation by replacing the traditional diesel engine with a lower- or zeroemission alternative as more than 90% of all Scope 3 emissions are determined by vehicle emissions. Alternative energy can also be used during manufacturing and transportation to reduce life cycle emissions. To date, the industry has concentrated on the easiest wins — developing battery electric versions of the smallest machine types or tethered electric versions of machines where mobility is not required. There is, of course, value in moving any machine away from fossil fuels, but to successfully decarbonize, the off-highway industry must focus its

Concerns exist in the industry around infrastructure, cost, and integration for ZEVs

Industry concerns across ZEV1 adoption factors 1 (strongly disagree) to 5 (strongly agree) 4.3

Public infrastructure for ZEV is inadequate ZEV acquisition cost is high

4.3 4.3

3.4

Systems integration challenges are significant 2.7

ZEV fuel availability is low

3.3 3.4 2.6

1.8

Vehicles have insufficient range/hours of operation

2.5 2.6

1.5

Vehicle models are sufficiently available

1.3 Hydrogen combustion

Fuel Cell

5.0

4.7 4.6 4.5 4.5

4.0

2.3

ZEV charging/refueling time is long

4.1

3.0

2.6

Vehicles provide insufficient flexibility

Battery electric

4.7

3.5

3.8 4.3

2.9 3.9

2.6 1.9

Renewable Diesel

1) ZEV stands for zero-emissions vehicle

2.4 Relevance rating n=18

Source: Roland Berger Source: Off-Highway Research, Roland Berger

Figure 2.

2024 JANUARY/FEBRUARY | OEM Off-Highway

Roland Berger | 6

Emerging markets account for 65% of the global construction equipment fleet's installed engine power Installed engine power of global construction equipment fleet by region, 2023 [GW, TWh] 837 GW Japan

Europe

11%

North America

20%

India

Row

27%

China

33%

Developed Markets Total: (35%)

Emerging Markets Total: (65%)

Source: Roland Berger

Figure 3.

efforts on the machines and markets that emit the most CO2. To gain a clearer picture of carbon footprints, the study estimated the regional and global fleet sizes, installed engine power and annual utilization of 16 mainstream equipment types. Using this method, we calculated the total installed power of global construction equipment to be 837 gigawatts across 9.88 million active machines, and the total annual power usage of the global construction equipment fleet to be 1,400 terawatt-hours. The study found that emerging markets (Figure 3), such as China, India and the rest of the world, account for 65% of the global fleet’s installed engine power and 84% of its carbon emissions, due to their larger machine sizes and higher utilization rates. The study also identified the equipment types that have the most impact on carbon emissions in Europe. Crawler excavators and wheeled loaders, which are sold in large numbers and have medium to large engine sizes,

account for 62% of the European fleet’s installed engine power and annual energy usage. However, mini-excavators, which are expected to see highest penetration of zero-emission vehicles (ZEVs), represent only 4%.

Conclusion While not an absolute measure of carbon emissions, this study yields a clear conclusion: If the off-highway sector is to seriously reduce carbon emissions, it must focus on decarbonizing crawler excavators and wheeled loaders. Implementing changes in emerging markets will have a bigger impact than in developed markets. This presents a number of hurdles. Wheeled loaders and medium and large excavators have much higher power requirements than compact machines, making them harder to convert to alternative energy. For battery-powered machines, this is due to the high initial cost of the batteries which, can be uneconomical; for hydrogen-powered machines, there can be a lack of

hydrogen supply to meet requirements in addition to cost constraints. A credible alternative seems to lie in renewable diesel or renewable natural gas, however, adequate availability of these fuels needs to be ensured. Furthermore, encouraging change in emerging markets may be harder than in developed countries. History shows that these countries tend to follow rather than lead on environmental legislation. There’s also a cost factor: Alternatively powered machines are currently more expensive than traditional diesel equipment, posing a further challenge to poorer countries. Lastly, construction equipment has a long lifespan. Without powerful incentives to scrap them, it will take decades to phase out diesel-powered machines unless cost-efficient retrofit solutions can be developed.

Wilfried Aulbur is a senior partner at Roland Berger. Giovanni Schelfi is a partner at Roland Berger. Visit rolandberger.com.

OEM Off-Highway | JANUARY/FEBRUARY 2024

INDUSTRY HIGHLIGHT

THE FORCES SHAPING OEM TRENDS 4 major factors affecting construction OEMs, their teams & the markets they serve By John Somers & Sara Fueling

ADOBE STOCK | SCHARFSINN86

n 2024, original equipment manufacturers (OEMs) find themselves at the intersection of innovation and adaptation. As technology evolves and market demands shift, OEMs are facing a changing industry landscape. The following explores the trends and challenges that are defining the future of construction equipment manufacturing.

1. Workforce Challenges The labor shortage is widespread, prompting employers to vie for talent from a limited pool. Many turn to Gen Z, set to constitute a quarter of the workforce by 2025, necessitating a deliberate approach to attracting and retaining this younger generation. While monetary factors matter to Gen Z, comprehending their core

motivators is vital. To make the equipment manufacturing sector appealing, companies must underscore their commitment to corporate citizenship and carefully craft value statements, prominently featuring sustainability. Beyond environmentalism, sustainability encompasses waste reduction, a secure work environment, and community support. Companies seeking to enhance their sustainable image should reevaluate mission, vision and core values for inclusivity and hiring impact. They should assess current sustainability efforts, leveraging technology for operational efficiency, encouraging employee volunteering, offering robust benefits and prioritizing workplace safety. Communicating these initiatives through social media and

2024 JANUARY/FEBRUARY | OEM Off-Highway

a sustainability-focused webpage is crucial. Without it, companies risk facing increasing talent scarcity, particularly as baby boomers continue to exit the workforce in droves. Though results may not be immediate, investing time and effort upfront is worthwhile, given the impending demographic shifts.

2. R&D in Alternative Power At the heart of discussions about alternative power for construction lies diesel. According to the Diesel Technology Forum, 98% of U.S. construction energy use comes from diesel. With global efforts to achieve net-zero carbon emissions by 2050, construction manufacturers face the challenge of reducing diesel’s carbon impact. Solutions include replacing diesel engines, running engines on

as limited hydrogen fueling stations, remain a concern. Low-carbon fuels offer another avenue, modifying conventional engines to burn cleaner fuels. Companies are exploring fuel-agnostic engines, reducing emissions without significant changes to infrastructure or practices. Diesel, despite its perception, remains a stalwart in construction. Tier 4 Final engines offer substantial emission reductions, and the gradual retirement of older machines contributes to lowering overall emissions. While alternative power solutions require patience and experimentation, government incentives and regulations play a crucial role. Achieving widespread adoption hinges on reaching a scale where economics align with sustainability goals. In the pursuit of alternative power, the industry faces challenges in dealer service reconfigurations, technician training and end user acceptance. As the construction sector navigates this evolving landscape, a global effort and a mix of solutions will shape the future.

3. Supply Chain Management

lower-carbon fuels, and optimizing diesel engine efficiency. The construction industry, with its diverse fleet and varied jobsites, explores alternatives such as electric, hydrogen, biodiesel and other biofuels. Electric power is gaining momentum, offering zero emissions, low noise and comparable force to diesel. Despite challenges like limited run-time-percharge and recharging time, electric options are expanding. However, there are ongoing concerns about power grids and how the rapid switch to electrical power across multiple sectors will make it difficult to manage these demands. Hydrogen has also emerged as a viable alternative, particularly for larger machines. Construction equipment prototypes use hydrogen as a fuel cell or to power internal combustion engines. However, infrastructure challenges, such

In recent years, supply chain management has confronted various challenges, including a global pandemic, labor shortages and port congestion. As a result, organizations are redefining the concept. The digital transformation of organizations’ supply chains has shifted to an industry standard. Organizations are actively digitizing their supply chains through automation and business intelligence, establishing master data management to aggregate information from the entire supply chain and external sources. The focus remains on pursuing greater automation and datadriven decision-making, leading to longterm cost savings, improved accuracy and faster processes. With sustainability taking center stage amid new environmental, social and governance (ESG) regulations, organizations need to integrate ESG considerations throughout the supply chain, from raw material sourcing to product delivery. Sustainability is no

longer just a means to satisfy end consumers and differentiate brands; it is now a regulatory requirement.

4. Customer Expectations The convenience, accessibility and transparency that the internet affords us in our everyday purchases has fundamentally changed expectations regarding how business is done. This includes the digital transformation in the heavy equipment and parts industry, and it continues to accelerate. The stereotype of the “old school” customer should not define all customers in this industry. While some may fall into the late adopter category, the construction equipment industry is climbing the adoption curve on e-commerce and digital tools. Unlike other industries, the human element in the equipment transaction is vital. According to a Merit study, up to 73% of all B2B buyers are now millennials. Millennials prefer to research and buy what they need online, and this is carrying over to business. As babyboomer business owners pass their businesses on to the next generation, these buyers conduct research online first, meaning the digital representation of a business is now more important than ever. Everything from the company website to online reviews to social media presence needs to be an accurate reflection of the business. It’s not enough to have a great website, it must be equally user friendly on mobile. The equipment manufacturing sector stands at the intersection of transformative trends and formidable challenges. Through strategic foresight and collaborative endeavors, OEMs are not just meeting the demands of today but steering the course for a more robust and sustainable tomorrow.

John Somers is vice president, construction and utility sector, at the Association of Equipment Manufacturers (AEM). Sara Feuling is senior director, construction, at AEM. Visit aem.org.

OEM Off-Highway | JANUARY/FEBRUARY 2024

FEATURE SERIES

FYDOROV

BATTERY TESTING

for Off-Road Electric Vehicles

Considerations for designing & testing long-lasting, durable batteries that stand up to harsh environments by Russ Gaubatz

he market for electric vehicles is growing rapidly, including for off-highway electric vehicles (EVs). And while battery life for passenger EVs gets most of the industry hype, designing and testing long-lasting and durable batteries for the off-road vehicle sector is just as critical, and even more complex for design engineers to consider. With off-road vehicles, the battery pack is subject to significant vibration and shock as the vehicle operates on rough ground and may carry heavy loads. Ensuring the battery pack can withstand off-road vehicle vibrations requires additional testing. Not only must the test protocol include performance and safety testing, but it must also include vibration and shock testing. The key component in any type of EV is the battery pack, which consists of numerous individual battery cells connected in series and parallel configurations.

As the EV market grows, the demand for batteries grows. The U.S. Department of Energy (energy.gov) forecasts that by 2030, EV battery manufacturing in North America alone will produce annually 10 million to 13 million batteries. Each EV battery requires testing for performance and safety. Today’s technology employs Lithium-ion (Liion) batteries, which have high energy density with the tradeoff that Lithium is a highly reactive metal. A manufacturing defect in construction of a battery cell or a poor (high resistance) connection between battery cells can result in the build-up of heat and thermal runaway. The high temperature can destroy battery cells and cause severe damage to a vehicle.

Challenges With Increasing Production Volume & Enhanced Battery Capacity The need to both increase production throughput and develop test systems

JANUARY/FEBRUARY 2024 | OEM Off-Highway

that adapt to the evolution of highercapacity battery packs are the two other major challenges that the design and test engineer faces. Volume growth demands more manufacturing test productivity in the least amount of space. Battery manufacturers are developing EV batteries with higher amp-hour capacities to increase driving distance for consumer and commercial vehicles and to increase working hours for industrial vehicles. Furthermore, EV battery manufacturers are designing highervoltage battery packs. For a specific power requirement, a higher battery pack voltage enables the load to draw less current. This allows the EV designers to use smaller gauge wire in cable assemblies, which reduces weight and power loss in the cables. As a result, less heat builds up in the cable assemblies. EV battery pack voltages are transitioning from 450 V up to around 800 V.

Essential Battery Pack Performance & Safety Tests The tests that battery manufacturers need to perform include: • DC internal resistance — Determining the internal resistance is a measure of the battery’s state of health (SOH) and the capacity of the battery. A high internal resistance in excess of the battery pack specification is indicative of a problem with the battery pack. • Insulation resistance — Measuring insulation resistance helps to identify internal insulation defects in the battery pack. An insulation resistance lower than the specification results in higher leakage current, reducing battery efficiency and posing safety concerns. • Battery cycling — Conducting charge and discharge cycles to ensure the battery conforms to its characteristic voltage-time curve during discharge into a fixed load and the battery charges within a specified time interval. Battery cycling also provides an estimate of cycle life, the number of charge and discharge cycles a battery can have before capacity is significantly degraded. • Pulse testing — Short duration, high current pulses simulate rapid acceleration and regenerative braking conditions that require the battery to deliver or absorb high currents for short time intervals. Pulse testing determines how well the battery can dissipate heat during high power demand and absorption conditions. Good thermal design protects the battery from damage during overheating conditions. Pulse testing also helps evaluate the state of charge, which is important for predicting driving range or usage time. • Drive cycle simulation — Simulating varying loads on the battery, such as driving on hilly terrain, verifies the battery meets its driving distance specifications. Standard drive simulation tests such as Federal Test Procedure (FTP-75) exist to compare battery performance among battery manufacturers and

vehicle performance among the EV manufacturers. • Vibration and shock testing — These tests are particularly important for assuring the battery can perform reliably in off-road vehicles. This testing is performed during battery pack research and development and is a quality control test performed

CRAFTED IN THE

on a statistically significant number of production battery packs. The test involves subjecting the battery to various vibration modes and intensities to check for mechanical weaknesses exacerbated by vibration. Also, a drop test simulates the mechanical shock a battery in an offroad vehicle will encounter.

USA

OEM Off-Highway | JANUARY/FEBRUARY 2024

FEATURE SERIES

Testing is essential for the high-cost EV battery packs needed to power both on- and off-road vehicles. Maximizing throughput and minimizing the required test footprint are also critical for costefficient manufacturing.

by switching to the battery pack. Thus, one instrument can combine both the sourcing function and the loading function to save space, costs, and system wiring complexity.

Instrumentation Solutions

Maximizing Flexibility of the Bidirectional Power Supply

Careful review of instrumentation can yield solutions to overcome the challenges of battery testing. Figure 1 illustrates an example turnkey battery test system that includes power instrumentation, measurement instrumentation, a PC with data acquisition and control software for performing tests over a range of temperatures. The following sections offer recommendations for DC power instrument capability to enable thorough battery testing.

EA ELEKTRO-AUTOMATIK

Testing a battery pack EA ELEKTRO-AUTOMATIK can require discharging it at a constant power Figure 2. I-V plots of a 5 kW autoranging supply over a range of voltages. (red curve) compared with a rectangular output A DC power supply with a supply (blue rectangle) conventional rectangular output characteristic can only deliver maximum power at the a complex load profile with a built-in maximum voltage and maximum arbitrary waveform function generator. current point. Again, a single instrument saves the A power supply with an autoranging cost and complexity of adding an extra output characteristic can output instrument to the test system. The maximum power from its built-in function generator allows the maximum rated voltage bidirectional power supply to simulate a down to a percentage of its battery in source mode and to simulate rated voltage. Some supplies drive conditions in load mode. can output maximum power down to 1/3 of the maximum Saving Energy rated voltage. When investigating bidirectional Figure 2 shows an I-V plot power supplies for EV battery tests, of an autoranging supply’s consider the amount of power absorbed output (in red) compared when the supply is acting as a load for with an equivalently powered the battery pack. Some supplies have supply having a rectangular circuitry that returns the absorbed power output (blue rectangle). The to the AC lines. These regenerative wide current range of the power supplies can return over 96% of Figure 1. A battery test system that includes autoranging supply allows full absorbed power to the grid. For highpower instrumentation, measurement power testing of 4.2 V battery power batteries, the utility savings can instrumentation, PC with data acquisition and control software. cells, modules, and battery be significant. packs with a single instrument. Note that the power of the Optimizing Pulse Testing Combining Source and rectangular output supply would have Accurate assesment of pulse testing data Load Functionality to be tripled to 15 kW to enable delivery requires that the battery responds to To discharge and charge the battery of 5 kW at various voltage levels. The square wave pulse loads that simulate pack, the functions required are an autoranging supply saves cost and rack rapid acceleration or accept a charge electronic load and a power supply. space compared with a rectangular pulse from regenerative braking. Pulses The test engineer can save production output supply. with highly rounded edges produce space and capital costs by selecting a waveforms that do not substantially bidirectional power supply. Bidirectional Creating Load Profiles stress the battery and can yield incorrect power supplies can both source and Simulating real-world load conditions on test results. Creating sharp edge pulses sink DC power. a battery requires a test configuration requires a power supply with a fast slew Use of a bidirectional power supply with a programmable load and an rate, the speed at which an output (or simplifies system wiring by eliminating arbitrary waveform generator. Some input) changes from its current level to the need to connect two instruments bidirectional power supplies can create the programmed pulse peak level.

JANUARY/FEBRUARY 2024 | OEM Off-Highway

Figure 3. 300 kW system from packaged in a single 19 in test rack

Avoiding Missed Information Vibration testing for off-road EVs is one example where fast data acquisition is essential. If the vibration of the battery pack causes an intermittent broken connection that might last only a millisecond, a slow data acquisition rate may not capture the event. The battery could pass production testing and cause a premature failure in an off-road vehicle.

EA ELEKTRO-AUTOMATIK

Saving Space

If testing high-power battery packs is necessary, the power instrumentation can consume substantial space. Power instrumentation that uses silicon carbide (SiC) semiconductor technology offers high-density instrumentation and minimizes consumption of precious production floor space. Figure 3 shows an example of a highpower test rack.

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Multiple Options for Battery Test Systems Fortunately, high-performance instrumentation exists to address the requirements for battery test. The test engineer has the option of a turnkey system, such as the system shown in Figure 1, which maximizes throughput and data analysis. Alternatively, Individual instruments with multiple outputs contribute to throughput improvements and small footprints as illustrated in Figure 3. The test engineer can simplify test systems and reduce instrument requirements by using bidirectional power supplies. Furthermore, the test engineer can combine a third instrument into the bidirectional power supply. That instrument is an arbitrary waveform function generator for battery and load profile simulation. Finally, regenerative energy recovery and high-power density instrumentation allow assembly of cost-effective, space-saving battery test systems. Russ Gaubatz is a senior applications engineer, SME, at EA Elektro-Automatik. Visit eapowered.com.

For stocking information visit waytekwire.com/Littelfuse_HVContactors OEM Off-Highway | JANUARY/FEBRUARY 2024

FEATURE SERIES

4 KEYS to Off-Highway’s Electric Future Exploring the uptick in the innovation & deployment of electric solutions & the shift toward more R&D by Ben Chiswick

ADOBE STOCK | GORODENKOFF

here is substantial growth forecasted for the off-highway industry in the next 10 years, but with it comes an increasing pressure to achieve net zero. With 29% of greenhouse gas emissions coming from transportation and 10% attributed to agriculture, the heat is on to uncover the most sustainable path forward, with an obvious focus on electrification for many industry stakeholders. While off-highway may not be shifting as quickly as other industries, there has been a great amount of eagerness to innovate and adopt electrified technologies, as well as other sustainable alternatives. Investment, along with an increased focus, have many companies looking at electric solutions, often in combination with the introduction of more autonomy to vehicle platforms. The following are four core areas of focus in today’s manufacturing environment as the industry moves toward off-highway electrification. 20

1. Incremental Electrification Wholesale electrification of off-highway technology remains in the distant future. In the near-term, we will continue to see a wide variety of incremental changes in the coming years. The varying duty cycles, mission profiles and use cases in off-highway applications means sustainability in this space can mean different things to different people, resulting in a broad mix of approaches and technologies. For this reason, many OEMs and Tier 1s are looking at how to deploy a mix of new and existing products into the market to address the electrification and sustainability appetite of offhighway, with an associated appetite for aggressive R&D strategies to deliver them. While many transportation sectors are all-in on tackling propulsion first, offhighway is looking beyond propulsion to auxiliary systems as well. For example, a focus on first electrifying implements via high-voltage electric power take-offs

JANUARY/FEBRUARY 2024 | OEM Off-Highway

(PTOs) in agriculture versus electrifying the overall system, and transitioning power sources for in-cabin heating and cooling. For vehicles where uptime, or time-in-field, is the most critical operating attribute, even these smaller steps will make a tremendous impact on overall efficiency.

2. Energy Recovery Tactics Companies are focusing more on understanding their design and realworld duty cycles to maximize efficiency, packaging space and energy usage through engine downsizing and energy recovery tactics. Such downsizing, and extracting improved overall efficiency, depends upon close understanding of design guidelines and duty cycles so the blend of conventional and new power sources delivers the improvements demanded by end users. A lot of these downsized applications are optimizing fuel consumption and, though not fully electric, are also reducing emissions through efficient

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FEATURE SERIES hybrid systems. As for energy recovery, there are an array of opportunities depending on the application and usage, where electrification can supplement power to the wheels, or provide energy recovery through regenerative braking. For example, construction equipment like excavators can recover energy while dumping or lowering loads.

3. High Power Density Batteries

4. Solving the Infrastructure Puzzle Uptime is a huge driver for off-highway. Worrying about the need to charge a vehicle that runs more than half of the day makes the idea of a potential four-to-five hours to charge seem quite daunting. Similarly, not having charging stations available in remote areas like rural fields, is a major

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The hunt for more power dense, safer batteries is on and it’s prevalent across all transportation sectors. These are critical to high up-time in harsh, high power draw applications seen in off-highway. This push for higher power density batteries will continue to enable electrification of the industry. In the near term, and in light of the material challenges facing the industry, we will continue to see new suppliers enter the market, battery placement be modified, and new battery chemistries and

processes be explored and adopted. Alongside higher power density batteries, there is a slowly emerging standard for off-highway electrification in terms of voltage levels, with a strong desire to explore higher voltages for higher power machines being balanced by the need for system robustness and safety. Organizations like the Agricultural Industry Electronics Foundation (AEF) are helping to support standardization, and this will further enable rapid deployment of electrified technology.

obstacle to wholesale electrification. However, challenging ourselves to truly understand the system and its use cases can often lead to new ideas; for example, construction vehicles like excavators often do not move very far in a day’s work, presenting the opportunity to be tethered to an energy source while operating. Again, a detailed understanding of the real-world use cases allows the right solution to be deployed, so that real-world benefits are delivered.

To access the extended version of this article, scan code or visit oemoffhighway.com/22882274

Ben Chiswick is the director of engineering business development at Drive System Design, Inc. Visit drivesystemdesign.us.

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JANUARY/FEBRUARY 2024 | OEM Off-Highway

FEATURE SERIES

Is it Finally Time to Switch? Studying the industry’s accelerated migration from electromechanical to digital switch technology in the cab by Callum Eastwood

ver the last decade or more, digital switches have become the first choice for electrical systems in passenger vehicles. More recently, the off-highway vehicle sector of the transportation market has accelerated its migration to digital switch technology. As the automotive industry has transitioned from hardware- to software-defined vehicles, the amount of electronics and software per vehicle has soared. This same trend is taking hold in the construction and agricultural vehicles sector. The electromechanical switch remains integral to the design of off-highway vehicles. However, the added functionality of digital switching and the reduction in wiring weight and complexity make it a choice worth considering in any vehicle design. Is it finally time to switch? Unfortunately, going digital is a lot more complicated than using an electromechanical switch. Each digital switch must be programmed to interact with the controller on the vehicle. LIN buses and CAN buses have different considerations. Configuration requires close collaboration between OEM design engineers and the supplier’s hardware and software teams. On top of that, there are more considerations for selecting the switches themselves, including the environment, functions, configurations and communications.

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ELFU

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This article walks through the considerations and provides tips on the process of migrating to digital switches.

Part Number Reduction The cost of an electromechanical switch is decidedly lower than that of multiplex switching. Nevertheless, digital switching products can positively impact business operations. A heavyduty vehicle manufacturer currently has about 300 different electromechanical component variants within its cab. The manufacturer’s goal is to replace this setup with one of three digital switching systems as selected by its customers, with actuators configured at the end. If all goes as planned, the manufacturer will see a sharp reduction in the number of components it purchases and stocks.

Weight Reduction In a CAN bus system, there is no need for an array of hard-wired components and circuit boards as the functionality they enabled is now software driven. The dash weight of a heavy-duty truck can often be reduced by half when eliminating large, heavy wiring harnesses. This improves fuel efficiency and strengthens a manufacturer’s selling proposition.

Reliability In a digital switching system, there are fewer physical contacts transferring electricity. In some cases, digital switching is more responsive upon load activation because solenoids operate more slowly than a signal sent via software.

Ease of Manufacturing

Built-in Diagnostics

Multiplexing results in significantly fewer components to assemble, wire, and connect. According to one transit bus manufacturer, prior to moving to multiplexed communication, its electrical system accounted for as much as one-half of engineering time and 15% of vehicle assembly cost. By the way, fewer components to assemble and connect means fewer chances for error and fewer potential points of failure.

As a software-driven product, digital switching modules come equipped with built-in diagnostics. This enables the quick and easy identification and repair of myriad issues that can help lower the total cost of vehicle ownership.

Customization The features of the passenger car dashboard will steadily find their way into the cabs of commercial vehicles.

OEM Off-Highway | JANUARY/FEBRUARY 2024

www.enmco.com

FEATURE SERIES As with many 21st-century business trends, this trend is driven by economics and capabilities afforded by innovative technology. With multiplexing, manufacturers now have the ability to customize the actions of a switch. This results in new features that can enhance vehicle comfort, productivity, and safety. For example, headlights that automatically switch on upon wiper activation, switches that activate only if the driver is in the seat, automatic dimming of interior lighting that minimizes windshield glare, and door lock activation above 5 mph. Digital switching offers varying degrees of customization depending on the customer’s needs and budget. For example, the OEM can specify a standard digital switch at one price point and upsell a customized switch.

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A digital switching system has two sides: the physical switches in the cab and the non-physical interfaces that communicate with controllers via CAN bus or LIN bus and provide complex logic and intelligence. For different applications, these devices may be using different languages. Digital switches typically are available as modules containing 4 to 12 buttons. They might feature a rotary encoder or a joystick. The switches are designed to work with certain communication protocols, so that may affect the options at the time of selection. In selecting switches, a consideration is how many switches are in the cabin and what variety of functions. Will the functions be static, or will they change? Also, what is the vehicle quantity? Some switches are better suited for lower or higher volumes. A controller module acts as the gateway between LIN and CAN based communications. The switch sends a signal to the controller, and the controller communicates with other controllers inside the vehicle. These controllers cover the powertrain, safety, comfort, infotainment and telematics. Selecting a digital switch includes selecting the communication protocol and baud rates plus the source address. The vendor will supply an interface specification that guides how the switch is sending and receiving messages; this is how the switch can be recognized by and integrated with the controller. Typically, the vendor creates an interactable software environment for the user to configure and program the logic to their needs. Digital switching requires a lot of collaboration between the software engineers for the controller and the software engineers for the human machine interface (HMI), as well as the engineering team for the final design.

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JANUARY/FEBRUARY 2024 | OEM Off-Highway

LIT

Flexible Design

Digital switching enables manufacturers to easily integrate new options into their vehicles. This is a particular benefit for many smaller to midsize companies whose key competitive strength is maximum design flexibility. Take, for example, switch placement. With some digital switches, the intelligence is in the switch itself, so switch placement can be anywhere the customer wants. If, for instance, the customer wants the door lock switch on the door instead of the center console, no problem. The switch can be removed, relocated, and reprogrammed. Indeed, by making design customizable, scalable and expandable, multiplexing gives the manufacturer and its customers the ultimate in design flexibility.

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HMI One reason why digital switches appeal to vehicle designers is because they are stylish. A modern appearance can help differentiate a vehicle and enhance its perceived value. The key to design success is to ensure that the new style in no way compromises the operator’s interaction with the vehicle. A few years ago, product designers for some metro bus manufacturers sought a more pleasing aesthetic by specifying membrane keypads. However, these keypads presented a fundamentally different experience than what bus operators were used to. The new switches provided no positive haptic feedback. What’s more, because the drivers had to take their eyes off the road to confirm they were pressing the right spot on the keypad, the switches made for unsafe driving. Understandably, there were so many complaints from drivers that the engineers had to redesign the interface. Think through how the vehicle operator will interact with digital switches compared to what they are used to. Will retraining be required? Have all safety-related issues been fully considered? Simply put, while style is important, substance is more important.

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The cabins of off-highway vehicles are often exposed to rough handling, bad weather, shock and vibration, and dusty environments. It is imperative that the digital switches are robust and meet the required IP rating for the application. Some switches are designed with enclosed backs that add protection if the seal around the switch fails.

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In Summary Is it time to leave electromechanical switches in the dust? While electromechanical switches still play a major role in commercial vehicle electrical design, digital switches offer advantages that can make them the more suitable choice for many applications. Without a doubt, multiplexing is the future of commercial vehicle electrical design that’s fast becoming the present. For now, at least, it’s fair to say that a point has been reached when off-highway vehicle transportation engineers should carefully weigh the pros and cons of both switch types when designing in a switching system. Callum Eastwood is senior associate product manager at Littelfuse. Visit littelfuse.com.

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OEM Off-Highway | JANUARY/FEBRUARY 2024

FEATURE SERIES

How OFF-ROAD Powertrain Electrification Differs From ON-ROAD Analyzing duty cycles, powertrains, pricing & the vastly different requirements for each market by James Fox

ADOBE STOCK | IRIS SCHNEIDER

ow do the off-road and on-road markets compare from the point of view of suppliers of components or powertrains? There are many differences you need to be aware of in order to address this market. Some of the key variations are detailed below.

Off-Road Is More Open to Hybrids Within the on-road market, hybrids are yesterday’s news. Full electric is the future. Hybrids have fewer incentives from regulators and few (if any) major OEMs are investing significant sums of money in new products. Hybrid vehicles will continue to be produced, but only in small numbers. Off-road it is a different story, however, with full electrification of larger machinery posing a major challenge. Due to the duty cycles, it’s difficult to complete many hours per day at high power with a fully electric vehicle, as the battery will run out of energy. In addition, the weight of the battery is also an issue. Subsidies and government support offered for full electrification of trucks and buses have largely not been rolled out to off-highway. Finally, off-road machines are often more complicated. In addition to the main motor/engine, there are separate systems required for work functions and hydraulics, which all serves to make hybrid systems worth considering. However, this may change. It’s not difficult to imagine the same dynamics

that played out in on-road eventually leading to reduced interest in hybrids and more full electrification, although this is not on the horizon presently for larger machinery/vehicles.

Off-Road May Have a Wider Range of Powertrain Solutions In trucks and buses, use of other fuels such as hydrogen, methanol and hydrotreated vegetable oil (HVO) is not as widespread a topic of discussion than it is in the off-road market. That isn’t to say these fuels won’t be used, but it seems highly likely if they are it will be in lower volumes, as they generally won’t compete well with full electrification after factors such as cost, infrastructure and environmental expectations are taken into consideration. Given the demanding duty cycle for electrification, the off-highway sector needs to consider other options. Net-zero climate targets make it likely

JANUARY/FEBRUARY 2024 | OEM Off-Highway

diesels won’t be around for forever. Therefore, companies are looking to other alternatives. Which of these solutions comes to the forefront remains to be seen and, after considering infrastructure, fuel availability and cost, it can be argued none will have a strong competitive position against diesel until it is banned, limited by regulation, or more heavily taxed. The slow pace of electrification in off-road doesn’t mean suppliers should avoid this market though, as volume will come later and those that invest early are likely to emerge the winners. Meanwhile, electrification of smaller off-road machines is flourishing. Forklifts were already 64% electric in 2022 (including a small amount with fuel cells), scissor lifts were 89%, and boom lifts 25%. Largely as a result of this, 1.5 million or 27% of off-highway vehicles/ machines covered by this report were already electric in 2022.

However, if we exclude these categories, fully electric vehicles did not even reach 0.1% in off-road during 2022, with 2027 forecast to be just under 1% and 2030 about 5%. This is a much slower pace of growth than the truck and bus market. A comparison of on-road (trucks of 6 tonnes+ and buses) to off-road (all categories included in our research except forklifts, scissors and boom) shows that the 3% rate of on-road electrification achieved in 2021 is also forecast to be reached in off-road in 2029.

Off-Road Has More Variety A component for one truck can be used in another because the powertrain of a distribution truck is very similar to a long-haul truck of a given size, for example. If required, you could use exactly the same or a very similar powertrain for both. Powertrains for intercity buses/coaches are also similar to urban buses. Off-road, with about 6 million vehicles sold in 2022, is similar in market sizes to trucks and buses (if we include pickup trucks and vans, then trucks is much bigger), but the variety is much greater. In our research reports we cover tractors, wheel loaders, backhoe loaders, skidsteer/crawler loaders, bulldozers, aerial work platforms, tractors, combines, telehandlers, hauler-dump trucks, and others, each with very different usage requirements and powertrain designs. None of the powertrain components used in a small, hand-operated forklift could be reused in a large excavator. In on-road you can create one product and then sell the same, or similar, product in volume. In off-highway, a separate design is required for each vehicle type, and even for different customers, while offsetting lower volumes against anticipated higher profit margins.

Off-Road Is a Tougher Environment Off-road environments include mines, construction sites and farms, which tend to involve more dust and dirt. It can also be noisy, terrain can be

less smooth, and the range of speed and acceleration requirements may be higher. All this has to be factored into the design of a powertrain and selection of components. Sometimes this means little change to existing on-road products, or simply a protective cover. More often, a completely different design or even fully customized products are required. Dust and dirt is thought to be a particular concern for fuel cell systems, which makes their adoption in offroad more challenging. While the fuel cell doesn’t need to be fundamentally different, it needs better protection from the environment and more regular changing of filters.

Off-Road Components Cost More Gathering prices for both off-road and on-road has helped me refine the data by cross-checking them against each other. However, in many cases, significant differences in prices between the sectors make perfect sense. Unlike the truck market, you cannot produce one motor and then reuse it in many different types of off-highway equipment due to the vastly different duty cycles, and power and torque requirements, as well as very different sizes of machine. This — combined with the lower volumes in off-highway — means motors and inverters are, on average, 46% more expensive in off-road per kW, according to our data. Our research indicates battery packs in off-highway vehicles are 41% more expensive per kWh than on-road (medium and heavy-duty trucks and buses). Cell costs remain similar, but packaging requires more work due to differences in level of robustness, space and reliability. The same modules cannot be reused in many cases and prices vary substantially. The battery price for forklifts, which in some cases can use lead acid batteries, and have higher volume and commoditization, is even lower than trucks. In extreme cases, such as a very large, specialized machine for mining, where only a handful of units will be produced, the battery pack price per kWh could be more than double the on-road case.

Almost all of the extra cost in an offroad electrified powertrain comes from the battery pack. Fuel cell costs are only slightly higher (due to volume), as are onboard chargers, and DC-DC converters are often less expensive in off-highway, due to the smaller voltage range.

Off-Road Has Less Competition for Components It is rare to see a component company specializing only in off-road. Most companies focus on both, or only on-road (for now). For on-road in recent years, we have been told of tough competition on pricing as many companies bid for the same quote. In off-road, this is less common. If anything, there seems a need for more suppliers to enter the market to help drive innovation and price reductions.

In Off-Road, Battery Pack Revenue Share Is Lower In 2022, the battery pack accounted for more than half the on-road dollars, compared with only 38% in off-road. This is an empirical finding, but we think the reasons could be the need for higher peak power (in some cases meaning more expensive motors and inverters) and a lack of range anxiety. In off-road, you are very often near your company so less margin for error is required in the battery pack.

Differences in Component Architecture E-axles remain a hot topic for trucks, but not in off-road, perhaps due to different shapes and architecture of off-highway vehicles. Less need for aerodynamic shapes may also be a factor in how components are packaged. The type of motor is more mixed off-road. On-road, the permanent market dominates, with a little over 90% of units and revenue. However, our data shows off-road induction and synchronous reluctance have a larger role to play.

James Fox is principal analyst at Interact Analysis. Visit interactanaylsis.com.

OEM Off-Highway | JANUARY/FEBRUARY 2024

IoT TE CONNEC TIVIT Y

Navigating the Modern PRODUCTIVITY & CONNECTIVITY Obstacles of Off-Highway Applications What’s amplifying equipment performance & reliability needs at the component level & how OEMs are rising to meet the challenge by Jon C. Harman

perating off-highway vehicles has always presented unique challenges. These vehicles are required to deliver consistent performance under extremely harsh conditions. Electrical connectors, sensors, high-speed data connectors, power relays and switches must confront these adversities as part of the equipment system. Downtime resulting from electrical issues triggered by extreme temperatures, excessive dirt, dust, moisture, salt and intense vibrations is simply not acceptable. Yet, compounding the existing difficulties, an entirely new set of requirements and challenges have emerged. Over the past several years, even more pressure has been applied to manufacturers of off-highway vehicles. They must now address evolving safety mandates and environmental regulations, overcome economic

pressures to improve efficiency and productivity, meet customer demands for new features and functionality, and adapt to entirely new technologies and architectures — such as the transition from internal combustion engines to complex electric powertrains. While these new pressures and requirements are diverse, they have one thing in common: performance and reliability have been amplified at all component levels of the equipment.

New Components Amplify the Need for Reliability As vehicles adapt to meet these evolving demands, new components and technologies are also creating new potential points of failure. For example, off-highway vehicles are now using more sensors than ever to measure humidity, temperature, pressure, rain, fluid and oil quality, all of which either monitor external

JANUARY/FEBRUARY 2024 | OEM Off-Highway

operating conditions or internal system performance. These sensors help to ensure reliable performance of the machine and drive preventive maintenance to reduce downtime. Similarly, operators are increasingly dependent on newly integrated highspeed, data-enabled functions. They have proven to provide a major boost to productivity through powering adaptive braking and steering, onboard diagnostics, vehicle-to-vehicle (V2V) and vehicleto-infrastructure (V2I) communication, cameras that provide a 360-degree view of their environment and more. This functionality is enabling them to accomplish daily tasks more efficiently, effectively, and safely. Here again, it all relies on a handful of critical high-speed connection components that allow this communication to perform reliably in the harsh commercial environment of an offhighway vehicle.

For example, off-highway vehicle manufacturers have evolved from CAN bus to Ethernet architectures to support high-speed data transfer at rates of up to 50 gigabits a second and higher. These include sealed, single-pair Ethernet connectors can transmit data from 100 Mbps to 1 Gbps and extend beyond 15-meter channel lengths to reach 40 meters while maintaining excellent signal integrity. This allows them to be used for valuable new applications that require additional cameras, sensors, enhanced network architectures, increased information and displays, and large-bandwidth backbones. In the landscape of rapidly advancing technology, the stakes are higher than ever. If even one of these devices fails, the negative impacts can be significant. Strict completion deadlines in construction, seasonal yield targets in agriculture, and time-sensitive operations in commercial transportation all hinge on the seamless functioning of these pieces of equipment. When equipment goes down, operators face losses including repair fees, sunk labor costs, and forgone revenues until normal operations are restored. For example, it’s estimated that mining equipment downtime costs $3,000 per hour due to lost production, with an average of 60 hours of downtime created per incident for a total of $180,000. The considerations extend beyond economic factors; health and safety also take center stage. The elevated performance requirements, particularly in the realm of new electric vehicles, necessitate high power and voltage, amplifying the potential threat not only to the vehicle but also to its operator in the event of any failure. This risk is particularly acute in the absence of dependable battery disconnects, power relays, or emergency stop switches that offer reliability and contribute to technician safety. Moreover, connectors should incorporate lockout, tag-out features to ensure that currents are safely disengaged before technicians commence maintenance and repair

activities. Solutions explicitly designed with lockout, tagout capabilities act as a protective measure for workers, enhancing overall safety in the operational environment.

Collaboration & Innovation Is Making a Difference

In the landscape of rapidly advancing technology, the stakes are higher than ever. If even one of these devices fails, the negative impacts can be significant.

Together, component manufacturers and OEMs are rising to meet the need for increased vehicle performance, safety and sustainability. With the ever-increasing complexity in the industry, OEM engineers will want to do more than simply source solutions and consider harnessing their partner’s expertise and closely collaborate to drive innovation further and faster than before. By doing

so, OEMs, component manufacturers and operators can rest assured that they’re working with electrical components that won’t quit as they execute challenging duties in the field. Jon C. Harman is global vice president of sales and customer care at TE Connectivity. Visit te.com.

OEM Off-Highway | JANUARY/FEBRUARY 2024

SPECIAL SECTION

MAXIMIZING ADAS SYSTEM PERFORMANCE

Understanding the capabilities of today’s advanced driver assistance systems in on-highway commercial vehicles by Mark Holley

hether it’s antilock brakes, full stability, collision mitigation, or steering capabilities, today’s commercial vehicle driver assistance systems are engineered to help drivers do their job more safely and comfortably. And getting the most out of these driver-supporting technologies relies on pairing them with the right brakes and friction. Let’s look at the origins of some of today’s advanced driver assistance system (ADAS), starting with antilock braking systems (ABS). ABS technology has been around for several decades now and improves vehicle stability and steerability by helping to prevent wheel lock during braking. It operates by using wheel speed sensors communicating with an electronic control unit (ECU), which may automatically reduce the brake pressure at a wheel that’s locking up, and control pressure independently at each wheel-end. ABS has been mandated on new tractors and trailers since the late 1990s and forms the base technology upon which full-stability systems are built. Full stability, sometimes called electronic stability control (ESC), has been mandatory on new commercial vehicles in the U.S. since 2017. Full-stability technology adds more sensors to address a tractor’s roll and directional stability, as well as measuring driver intent and vehicle direction. This means ESC can recognize and potentially help drivers mitigate conditions that could lead to rollover and loss-of-control situations on dry, snowy, ice-covered and slippery

ADOBE STOCK | MIKE MAREEN

surfaces. When necessary, full-stability systems may offer automatic brake interventions involving the steer, drive and trailer axles. ESC serves as the base for collision mitigation technologies and other higher-level ADAS capabilities.

Tech Can’t Replace Drivers Over the past decade, collision mitigation systems have incorporated forward-facing radar and cameras, and can provide everything from active cruise control with braking to speed limit sign recognition and overspeed alerts. Integrating steering sensors and torque overlay helps make additional enhancements possible, including lane keep assist and speed-dependent steering assist, which can help compensate for high winds and road crown to help reduce driver fatigue. With all the advantages ADAS offers, it’s important to remember that safety

JANUARY/FEBRUARY 2024 | OEM Off-Highway

technologies complement safe driving practices. No commercial vehicle safety technology replaces a skilled, alert driver exercising safe driving techniques and proactive, comprehensive driver training. Responsibility for the safe operation of the vehicle remains with the driver at all times. A 2020 article by the Insurance Institute for Highway Safety (IIHS) concluded that, “Forward collision warning and AEB (autonomous emergency braking) reduced rear-end crashes — the specific type of collision they’re designed to prevent — by 44% and 41%, respectively.” And since automatic brake applications play a key role in each of these technologies — ABS, full stability and collision mitigation — it follows that the actual stopping power at each wheel-end will directly affect their performance.

The Air Disc Brake Difference ABS, full stability and collision mitigation systems are all fully compatible with drum brakes — but in order to maximize your investment, one consideration might be air disc brakes. Because they provide shorter stopping distances, particularly after repeated stops, and their straighter, more stable stops (compared to drum brakes), air disc brakes help drivers remain in control — benefitting drivers during both normal and AEB brake activations. At a base level, side-by-side in a one-stop application, a tractor-trailer combination equipped with air disc brakes on all wheel-ends will stop 20 feet shorter than the same vehicle combo equipped with all drum brakes. At 50 mph, this is 0.27 seconds of extra time for an ADAS system to potentially react and/or for driver intervention to occur. It doesn’t sound like a lot of time, but considering the average car length of 14.7 feet, this could be the difference

between experiencing a collision and potentially mitigating or avoiding a collision altogether. The advantages of air disc brakes become even more apparent over repeated braking since drum brakes experience fade as they heat up. As heat builds up during brake applications, thermal expansion occurs — the drum expands out away from the brake shoes, resulting in extended stopping distances. Over a series of 20 stops, the tractor/trailer fully equipped with ADB gains 1.64 seconds of reaction time compared to drum brakes, equating to a dramatic 120-foot difference in stopping distance.

It’s All Connected

a wider range of situations — such as multilane automatic emergency braking (AEB), for instance, which can continually apply the brakes after an AEB event in which the driver steers into an adjacent lane where another forward vehicle threat is detected. Highway departure alert and braking can apply brakes if a system determines the vehicle has unintentionally left the roadway. In any one of these situations, drivers must be properly trained on system features, and assistance technologies must be supported by effective, reliable and well-maintained brakes. A lot goes into the investment of drivers, fleets and advanced safety technologies: Protecting them all helps contribute to safer highways for everyone.

Across the North American commercial vehicle landscape, ADAS features continue to evolve and expand, varying between manufacturers and models. Alert and intervention capabilities are becoming more active and effective in

Mark Holley is director of marketing and customer solutions, wheel-end, at Bendix Commercial Vehicle Systems LLC. Visit bendix.com.

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OEM Off-Highway | JANUARY/FEBRUARY 2024

NEW PRODUCTS  NextGen Kit Encoders (POSITAL) Major upgrade to the company’s 36mm kit encoders for motion control applications include higher resolution and refined packaging that provides more compact form factors, better protection from solid particles and simpler installation procedures. Kit (or modular) encoders are designed to be integrated into electric motors or other types of rotating machinery, providing position feedback for the control system. While sharing many characteristics with POSITAL’s stand-alone absolute encoders, kit encoders are stripped down designs without separate shafts or bearings. A key innovation is the introduction of TMR (tunneling magneto resistance) technology for rotational position sensing. TMR sensors offer more precise measurement of magnetic field changes, lower temperature sensitivity and lower energy consumption than the Hall effect sensors they replace, with the result that the new kit encoders have higher resolution (18-bit) and more stable performance over a wide range of operating conditions. For multiturn variants, a new ASIC and new-generation Wiegand sensors combine to provide a self-powered rotation counter. With this system, every rotation of the host machine’s shaft is accurately recorded in the encoder’s non-volatile memory – even if rotations occur when system power is not available. Backup batteries are not required. POSITAL kit encoders are available with SSI and BiSS-C communications interfaces.

oemoffhighway.com/22881713

 Si1.5 Swappable Power Option (Briggs & Stratton Vanguard)

 H1F Fixed Displacement Bent Axis Hydraulic Motor (Danfoss Power Solutions) Designed for open- and closed-circuit applications in agriculture, construction and forestry machinery, the H1F fixed bent axis motor offers overall efficiency of up to 95%. The H1F motor uses the same high-quality nine-piston H1B rotating group and optimized single-piece flange, delivering long-lasting reliability. The lightweight H1F motor features a power-dense, compact envelope for ease of installation. With its short length and 32-degree angle, the package size is one of the most compact on the market, enabling machine manufacturers to reduce the space claim of the hydraulic system. It is ideal for fan drives, feeder drives, drill drives, track drives, winches, and vibration and shaking functions. The motors will be available in SAE, DIN and cartridge flange styles, with twin, side and axial port configurations. Integrated loop flushing and speed sensing are options; future additions will include a bolt-on counterbalance valve and load-holding valve for open-circuit applications. The first frame size, 80cc, is now available. Additional sizes will follow, ranging from 60cc to 250cc.

oemoffhighway.com/22881074

 JSC Joystick Base CANopen (Sure Grip Controls Inc.)

The Si1.5 Battery features an innovative, self-contained package with a handle on top for easy swapping between equipment — or equipment and charger — on the jobsite. Designed, engineered and assembled in the United States. With safety and durability paramount in its design, the Si1.5 is built with a diecast aluminum casing that adds rigidity and reduces vibration and shock response from the pack. When facing a jobsite’s debris, moisture or extreme temperatures, users can run the Si1.5 and expect a safe, powerful performance. OEMs looking to incorporate the Si1.5 into their machines will also benefit from the battery’s brand-agnostic, standard interface design that adds flexibility while minimizing integration costs.

Added to the existing SAE J1939 model, the new CANopen and analog models expand the integration options for mobile equipment manufacturers. CANopen is a CAN based communication protocol and alternative to the industry recognized SAE J1939. CANopen was first developed for industrial automation. Because of this, CANopen has established support for electric drivers and three-phase motors which are becoming increasingly common as mobile equipment goes electric. The analog version of the JSC Joystick Base emphasizes dependable and direct control without the need for a controller or CAN network. All JSC joystick base models from the JSC Series offer: long life – Tested to 5 million cycles (or 20 million operations); full IP69K sealing – Protects the base from dust, high pressure and high temperature water to reduce equipment downtime; chemical, salt and UV resistance – Provides durability in harsh environments.

oemoffhighway.com/22880973

oemoffhighway.com/22880531

2024 JANUARY/FEBRUARY | OEM Off-Highway

 i.MX 8-based Vision Line of Display Computers (CrossControl) The i.MX 8-based Vision line of display computers, with display sizes 3.5-inch to 12-inch offers graphics performance and software platform support for realizing a wide range of HMI, Vision system and Process control solutions. The line has been expanded with the new CCpilot V510 and V710 which come with 5-inch and 7-inch high-brightness displays, tactile softkeys and optional multi-touch PCAP touch screens. The Vision line range can be effectively deployed as a modular display platform for OEMs and system suppliers that offer equipment and systems of varying size and complexity. system, embedded manuals, instrumentation and more.

oemoffhighway.com/22879659

 Non-Directional Pneumatic Skid Steer Tire Pattern (Trident) The new skid steer tire featuring a patented nondirectional traction tread pattern is engineered for reduced wear and extended lifespan. Lower inventory costs are another highlight of this innovative tire as this eliminates the need for left and right mounting, businesses can streamline their tire inventory. The patented nondirectional R4 tread pattern offers High Uniform Traction in both forward and reverse directions. Other features include a robust casing with high ply ratings and mud breakers. The new skid steer tire is available in 10-16.5 and 12-16.5 and also available as ready to mount tire and wheel assemblies.

oemoffhighway.com/22878667

 Cursor C90 410 & C90 650E Engines (FPT Industrial) The medium and heavy-duty Cursor C90 410 EPA Tier 3 commercial marine engine provides 410 horsepower (301 kW) at 2,000 rpm and a specific fuel consumption of 214 g/kWh. Features turbocharged air cooling and an electronic common rail fuel system with optimal fuel delivery and timing precision. Furthermore, customers benefit from both keel-cooled and heat exchange cooling options. The new C90 650E 605 EPA Tier 3 marine propulsion engine. The introduction of this A2/B1rated model means the line-up of light-duty engines now extends to 605 horsepower (445 kW) at 2530 rpm, up from 580 horsepower. Features a torque response time of 1.28 Nm/Rpm and improved peak torque of 2181 Nm at 1700 rpm. Fully EPA Tier 3 compliant, both the C90 410 and the C90 650E 605 feature turbocharged air cooling and an electronic common rail fuel system.

oemoffhighway.com/22878748

OEM Off-Highway | JANUARY/FEBRUARY 2024

OFF-HIGHWAY HEROES

THE FIRST ELEVATING GRADER HISTORICAL CONSTRUC TION EQUIPMENT ASSOCIATION

Uncover the 1854 origins of the machine that revolutionized excavation efficiency by Thomas Berry

ith the new year, we begin a new series uncovering the history of loaders, from their origins to the most modern-day machines. As we saw in our recent coverage of the first elevating scraper, haulers are fine for hauling and dumping; but loading them was the challenge. In the early 1850s, there were only two ways to do it: a steam shovel, or hand shoveling. That began to change when, on July 25, 1854, John Lyon of Harrisburg, Iowa, was issued U. S. Patent 11382 for a “Ditching Plow.” This little machine was the earliest known elevating grader. The term “elevating grader” was a bit of a misnomer, as an elevating grader didn’t actually “grade” as in leveling in the sense of a pull grader. Rather, it was a digging machine. Pulled and pushed by stock, Lyon’s design revolutionized excavation and loading of suitable bank materials. It couldn’t be used in hard or rocky material that would damage the machine or tear the belt; cohesive material would clog it, and large chunks tended to tumble back down the belt.

Rather than digging and dumping a shovelful or bucketful at a time, it was designed for continuous loading. This was achieved by two components: a cutting edge that was forced into the bank at grade or below for roadside ditching, and a cross-mounted conveyor. The forward motion of the loader provided the power; it forced the edge to dig, and a chain from the rear axle powered the conveyor. The cutting-edge sheared material from the bank and guided it onto the conveyor, which lifted (or “elevated”) the spoil to dump opposite the cut into a wagon moving alongside. When the wagon was full, the loader stopped, the wagon pulled clear, and another took its place.

The loader could also simply cast to form a windrow, in a process that came to be known as turnpiking. At the end of the cut, the loader would be turned around to work back on the other side of the right of way; some photos show an elevating grader working an inward spiral to cut grade for a large round storage tank. These machines came into widespread use for their sheer efficiency compared to a steam excavator, especially in shallow working, and their basic design principles carried through to the gigantic Holland loaders that were developed in the 1970s. In the next issue, we’ll learn about some of the engineering features and issues of more advanced elevating graders. 

Thomas Berry is an archivist and editor with the Historical Construction Equipment Association (HCEA). HCEA is a 501(c)3 nonprofit organization dedicated to preserving the history of the construction, dredging and surface mining equipment industries. With over 3,500 members in a dozen countries, its activities include operation of the National Equipment Museum and archives in Bowling Green, Ohio; publication of a quarterly magazine Equipment Echoes, from which this text is adapted, and hosting an annual working exhibition of restored construction equipment. Individual memberships are $45 within the USA and Canada, and $65 elsewhere. HCEA’s next International Convention and Old Equipment Exhibition will be held Aug. 5-8, 2024, in Canandaigua, New York. HCEA seeks to develop relationships in the equipment manufacturing industry, and offers a college scholarship for engineering students. Information is available at hcea.net, or by calling 419-352-5616 or emailing info@hcea.net.

2024 JANUARY/FEBRUARY | OEM Off-Highway

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