OEM Off-Highway August 2021

AUGUST 2021

ELECTRIC POWER

SYSTEMS ADVANCE VIA PARTNERSHIPS Collaboration is necessary for new technology development.

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VOLUME 39, NO. 5 | AUGUST 2021 DANFOSS EDITRON

CONTENTS

FEATURES

News Briefs: SuperTruck

12 Third SuperTruck Program Looks to

Push Truck Efficiency Further

The U.S. Dept. of Energy has announced funding for

SuperTruck 3 to further reduce emissions and improve efficiency of medium- and heavy-duty trucks.

Search: 21521424

Alternative Energy: Hydrogen

Continued development of hydrogen and fuel cell

14 Hydrogen is Here for the Long Haul

technology will aid decarbonization of heavy vehicles and equipment.

Search: 21533189

20 ON THE COVER

Fluid Power

Deployment of efficient hydraulic components and

24 C onsiderations for Hydraulics in Electric Off-Highway Equipment

architectures can provide power saving opportunities in electric powered heavy equipment.

Cover Story: Alternative Energy

Search: 21354705

20 E lectrification Efforts Advance Through Engineering Collaboration

Partnerships between companies are becoming

increasingly important to help advance new technology.

Search: 21533254

Alternative Energy: Batteries

There are several battery and charging technologies

28 B attery Power and the Future of Deep-Level Mining

which need to be considered when transitioning to electromobility in underground mining.

Search: 21521607

MINExpo 2021

New equipment, components and technology for

30 M INExpo 2021 Bringing Mining Industry Together Once Again

24 28

4

OEM Off-Highway | AUGUST 2021

the mining industry will be debuted at MINExpo INTERNATIONAL. Search: 21533279

14

IN EVERY ISSUE

Published by AC Business Media

Editor’s Note

EDITORIAL ADVISORY BOARD

Equipment Market Outlook

Craig Callewaert, PE Chief Project Manager Volvo Construction Equipment

6 What is Sustainable Mobility?

8 Equipment Orders Continue to Rise

oemoffhighway.com/economics

33 Advertisers’ Index

Roy Chidgey Business Segment Head, Minerals Projects and Global Mobile Mining Siemens Large Drives US Andrew Halonen President Mayflower Consulting, LLC

Off-Highway Heroes

34 The Mountain Mover

201 N. Main Street, 5th Fl., Fort Atkinson, WI 53538 (800) 538-5544 • www.ACBusinessMedia.com

R. G. LeTourneau’s development of a scraper with two bowls, one moving back and forth within the other in a telescoping motion, increased earthmoving capacity.

Search: 21551345

Senior Field Editor Curt Bennink cbennink@ACBusinessMedia.com

Terry Hershberger Director, Sales Product Management, Mobile Hydraulics Bosch Rexroth Corp.

Contributing Writer Thomas Berry Senior Production Manager Cindy Rusch crusch@ACBusinessMedia.com

Steven Nendick Marketing Communications Director Cummins Inc.

Art Director Dave Haglund Audience Development Manager Angela Franks

ADVERTISING SALES (800) 538-5544 Al Bower............................abower@ACBusinessMedia.com Greg Schulz.....................gschulz@ACBusinessMedia.com Nikki Lawson.................nlawson@ACBusinessMedia.com Sean Dunphy.................sdunphy@ACBusinessMedia.com Kris Flitcroft....................kflitcroft@ACBusinessMedia.com

Doug Meyer Global Director of Construction Engineering John Deere

List Rental — Bart Piccirillo, Sr. Account Manager, Data Axle Phone: 402-836-2768 | bart.piccirillo@data-axle.com

Daniel Reibscheid Business Development Manager MNP Corporation

Reprints — For reprints and licensing please contact Greg Schulz at 920-542-1239.............. gschulz@ACBusinessMedia.com

Matt Rushing Vice President, Product Line, Global Crop Care AGCO Corp.

Pailton Engineering evaluates the implementation of microfactories versus gigafactories for electric vehicle manufacturing.

AC BUSINESS MEDIA Chief Executive Officer.........................................Ron Spink Chief Financial Officer..........................................JoAnn Breuchel Chief Digital Officer...............................................Kris Heineman Chief Revenue Officer...........................................Amy Schwandt VP Audience Development............................... Ronda Hughes Director of Digital Operations & IT................Nick Raether Director of Digital Strategy................................Joel Franke Group Content Director......................................Jon Minnick

Allen Schaeffer Executive Director Diesel Technology Forum

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Best Practices for Electrification of Mobile Machines

Use of high-performance electromechanical linear actuators can aid with full electrification of mobile equipment.

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Video: Lubrizol Says Emissions and Efficiency Driving Lubricant Quality

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Andy Noble Head of Heavy Duty Engines Ricardo

The Evolving Landscape of EV Manufacturing

Keith T. Simons President – Controls Products OEM Controls, Inc. Alexandra Nolde Senior Communication & Media Specialist Liebherr-Components AG

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Bob Straka General Manager, Transportation SBU Southco, Inc. Luka Korzeniowski Global Market Segment Leader, Mobile Hydraulics MTS Sensors

As emissions regulations and OEM requirements have evolved, so to have heavy-duty engine oils to protect aftreatment systems and increase efficiency.

Chris Williamson, PhD Senior Systems Engineer Global Research & Development Danfoss Power Solutions Company

Search: 21427471

Market Forecast: Fluid Power Search: 20846516

OEM Off-Highway | AUGUST 2021

PRINT AND DIGITAL STAFF Publisher Sean Dunphy sdunphy@ACBusinessMedia.com Editor Sara Jensen sjensen@ACBusinessMedia.com

John Madsen Director Engineering & Product Management GKN Wheels & Structures

Online Exclusives www.oemoffhighway.com

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5

EDITOR’S NOTE

What is Sustainable Mobility?

S

IN THE NEXT ISSUE

ustainable mobility can mean a lot of different things. For many, it likely takes the form of electric or hybrid vehicles. While these are a key part of that, there are also many other technologies and factors that go into making transport of various kinds sustainable. In June, I had the opportunity to virtually attend Michelin’s Movin’On sustainable mobility summit which has become an annual event designed to highlight the many technological methods and investments currently being made to reduce carbon emissions across the world.

A key theme throughout the event—and a ©SOLVEIG – STOCK.ADOBE.COM commonly held position in most industries—was the fact that no one solution is “the right solution.” Instead, it will be necessary to invest in many different technology options.

Anne-Laure de Chammard, Group Chief Strategy, Research & Innovation Officer at ENGIE, said during a panel discussion on energy investments that studies have shown only investing in electrification would be 30% more expensive than an optimized energy mix which includes electric and gas.

And while many advancements in electrification for heavy-duty applications have been made in recent years, there is still work to be done for very large pieces of equipment, necessitating other technology or fuel options to be developed. Charging infrastructure is another key part of the equation, and may not be a possibility in some remote locations, again making it important to have other options for powering equipment and vehicles.

This year’s “E” issue once again covers the many alternative energy technologies and efforts to improve efficiency and reduce emissions taking place in the heavy equipment industries. On pg. 14, you’ll find our piece overviewing some of the most recent advancements in hydrogen and fuel cells which have grown in recent years.

As new technologies are developed, collaborations between companies are becoming increasingly important to ensure optimized solutions are created. You’ll find our article discussing this growing tend on pg. 20.

Read an extended version of this Editor’s Note in my weekly blog, From the Editor’s Desk at oemoh.com/21485299, to learn more about technology discussed at this year’s Movin’On Summit.

SEPTEMBER ISSUE • Autonomous Vehicle Impacts on Operator Interface Designs • Machine Control Technology • What’s New in Tire Designs • MINExpo 2021 News and Product Launches • Agricultural and Lawn & Garden Equipment Market Trends

6

OEM Off-Highway | AUGUST 2021

We want to hear from you!

What sustainability initiatives are you most interested to learn more about? What do you think will be the next technologies coming to market which aid with decarbonization efforts? What role do you see the heavy equipment industries playing? Let us know!

editor@oemoffhighway.com

@OEMEditor

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In just three days, you’ll engage with industry experts in person, demo the products you need today and explore technologies you will want tomorrow. We are committed to holding a safe event and will continue to follow the guidance of the CDC, state and local authorities as well as the Las Vegas Convention Center to create a businessfocused event that enables you to meet with confidence. Join the mining community for an unbeatable in-person experience, September 13-15, 2021.

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EQUIPMENT MARKET OUTLOOK

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oemoffhighway.com/economics

BJÖRN WYLEZICH – STOCK.ADOBE.COM

EQUIPMENT ORDERS REMAIN POSITIVE

U

.S. Construction Machinery New Orders were up 13.6% in April from the previous year. Residential construction and rising business-to-business spending are expected to help contribute to ongoing positivity for the market.

Farm machinery sales in the U.S. were also up in April with demand for equipment expected to continue increasing as consumers begin eating out again, driving restaurants’ need for food supplies.

Demand was up in Europe, as well, for farm equipment and forestry machinery. Production for these machines rose 11.3% in April from 1 year ago, and a rise in the Europe Business Confidence Index is expected to bode well for production.

Go to oemoffhighway.com to sign up for our monthly ECONOMIC NEWSLETTER!

U.S. Leading Indicator: • T he U.S. OECD Leading Indicator monthly rateof-change peaked in April after a year of rise.

• The April peak is likely to hold and suggests an early-2022 business cycle peak for U.S. Industrial Production.

ITR Economics is an independent economic research and consulting firm with 60+ years of experience.

QUESTIONS? economics@oemoffhighway.com

8

OEM Off-Highway | AUGUST 2021

101.0 100.5 100.0 99.5 99.0 98.5 98.0 97.5 97.0 96.5 96.0 95.5 94.5 0

Actual index (2004=100)

100.2% 99.5%

98.8%

100.4%

100.6%

99.8%

99.1%

98.4%

Oct ’20

Nov

Dec

Jan ’21

Feb

Mar

Apr

May

Editor’s Note: Please note that this chart has been modified on the Y-axis to show the trend more easily.

U.S. Private Nonresidential New Construction:

U.S. Industrial Production: • U .S. Industrial Production during the 3 months through May was up 11.8% from the same 3 months 1 year ago.

• The U.S. ISM PMI (Purchasing Managers Index) reached a cyclical peak in April, suggesting the quarterly Production growth rate could peak around late this year.

11.8%

12

• U .S. Private Nonresidential Construction during the 3 months through April totaled $108.4 billion, down 7.0% from 1 year ago.

• The Construction Backlog Indicator, the number of nonresidential construction projects started, and macroeconomic indicators suggest that we will not see significant upward momentum in Construction in the coming quarters.

Annual % change in 12 month moving totals

0

10

• A nnual U.S. Total Public Construction declined for the fourth consecutive month in April, coming in at $349.3 billion; this was 2.4% higher than the year-ago level.

• Surging construction material prices may inflate dollar-denominated Construction this year, but we expect Construction decline to persist during at least the near term.

8

Annual % change in 12 month moving totals

7 -2

8

6

6 4.5%

-3.1%

-4

-3.0%

-6.9%

Annual % change in 3 month moving totals

-4.2% -6.0%

Oct ’20

-5.5%

Nov

Dec

-8

-7.0% -8.3% -9.1%

Jan ’21

Feb

Mar

Apr

May

-10

5.0%

3.5%

3

0 -2

5.4% 4.3%

-6 -1.4%

5.8%

4

-5.1%

2

6.1%

5

-4

4

-6

U.S. Total Public New Construction:

Sep ’20

Oct

Nov

Dec

-9.4%

Jan ’21

Feb

Mar

2.4%

2 1

-8.6% -9.4%

2.7%

Apr

0

Sep ’20

Oct

Nov

Dec

Jan ’21

OEM Off-Highway | AUGUST 2021

Feb

Mar

9

Apr

EQUIPMENT MARKET OUTLOOK

Sponsored by Eberspächer

oemoffhighway.com/economics

Europe Ag & Forestry Machinery Production:

U.S. Farm Machinery Production: • U.S. Farm Machinery and Equipment Shipments during the 12 months through April totaled $32.4 billion, up 11.7% from 1 year ago.

• Quarterly Retail Sales for U.S. Food Services and Drinking Places are at a record high, up 69.6% from the same period 1 year ago. As consumers return to eating out, demand for restaurant foods is increasing. Rising demand is a positive sign for farming activity and, consequently, demand for farm equipment.

Annual % change in 12 month moving totals

12 10 8

6.7%

6

0.4%

-2 -4

8

100.0

6

99.5

4

99.0

-8

Oct

Nov

Dec

Jan ’21

Feb

Mar

Apr

-10

100.0

98.9

99.0

99.1

99.2

99.4

100.3

99.7

98.5 97.5

-3.2%

97.0

-2.4%

96.5

-4.5%

-6

-0.7%

Monthly index

98.0

-4

-3.1%

Sep ’20

2.8%

-2

0

101.0 100.5

0

1.9%

-1.0%

11.3%

• The Europe Leading Indicator monthly rate-ofchange ticked down in May. • The April peak in the Indicator foreshadows an early-2022 growth-rate peak for Europe Industrial Production.

10

2

4.0%

2

Annual % change

12 11.7%

4

• E urope Agricultural and Forestry Machinery Production during the 12 months through April was up 11.3% from 1 year ago.

• Rise in the Europe Business Confidence Index bodes well for annual Production rise this year.

Europe Leading Indicator:

-6.9%

96.0

-6.1%

95.5

-8.1%

Sep ’20

Oct

Nov

Dec

Jan ’21

Feb

Mar

Apr

0

Oct Nov Dec Jan ’20 ’21

Feb Mar

Apr May

Editor’s Note: Please note that this chart has been modified on the Y-axis to show the trend more easily.

U.S. HeavyDuty Truck Production: • A nnual U.S. Heavy-Duty Truck Production transitioned to an accelerating growth trend in May, up 9.4% from 1 year ago.

• A shortage of trained truck drivers may hinder demand for new trucks in the near term, but booming business-to-business and retail spending indicate significant demand for transportation services in the coming quarters.

9.4%

10 5

• China Large Diesel Bus Production during the 12 months through April totaled 19.2 thousand units and was down 35.2% from 1 year ago.

• Annual Production moved lower in April.

Declining Production is likely tied to an increasing deployment of electric buses in China, which currently leads the world in the adoption of e-buses.

0

Germany Industrial Production: • Germany Industrial Production during the 3 months through April was up 10.2% from 1 year ago.

• The Germany Purchasing Managers Index for Manufacturing signals growth in the industrial sector for at least the next two to three quarters.

12

10.2%

10

-5

8

0

-10

-5

6

-4.9%

4

-15

-10

2

-20

-15 -20

-30 -32.1%

Oct ’20

-31.0%

Nov

10

-29.1%

-27.8%

-30

-27.5% Annual % change in 12 month moving totals

Dec

Jan ’21

Feb

Mar

0

-25

-20.6%

-25

-35

China Diesel Bus Production:

Apr

May

-28.8%

-35 -40

OEM Off-Highway | AUGUST 2021

-0.8%

-2 -30.0%

-4 -31.5%

-33.1%

Annual % change

-37.1%

Sep ’20

Oct

Nov

Dec

Jan ’21

-35.2%

Feb

Mar

-4.2%

-6

-33.2%

-35.5%

-1.8%

-2.6%

-3.2%

Apr

-8 -10

Annual % change in 3 month moving totals

-7.0% -9.6%

Sep ’20

Oct

Nov

Dec

Jan ’21

Feb

Mar

Apr

U.S. Construction Machinery, New Orders: • U.S. Construction Machinery New Orders during the 12 months through April totaled $37.3 billion, up 13.6% from 1 year ago.

• Rise in the residential construction market, rising business-to-business spending, and inflationary pressures will drive rise in New Orders this year.

Annual % change in 12 month moving totals

15

13.6%

U.S. Defense Industry, New Orders:

North American Rotary Rig Count: • T he North American Rotary Rig Count annual average was at 430 in May, down 54.2% from 1 year ago.

• Oil prices will likely incentivize the reactivation of existing rigs this year.

Annual % change in 12 month moving totals

0

12

5.0% 3.6%

Annual % change in 12 month moving totals

2

6

-20

4.7%

0

3

-2

-30

0

-2.0%

-2.2%

-4 -1.5%

-3 -6 -7.4%

-9 -12

6 4

-10

9

• U.S. Defense Capital Goods New Orders during the 12 months through April totaled $137.0 billion, down 8.9% from 1 year ago.

• Changes to the U.S. defense budget and expected industrial sector growth this year bode well for New Orders rise in the coming quarters.

-10.5%

-11.7%

Sep ’20

Oct

-40

-6 -45.3%

-6.7%

-50

-48.1%

-50.8% -53.7%

-9.3%

Nov

Dec

Jan ’21

Feb

Mar

Apr

-60

Oct ’20

Nov

-6.4%

-8

Dec

Jan ’21

-56.6%

-58.8%

Feb

Mar

-54.2% -58.1%

Apr

May

-12

-8.9%

-9.3%

-10

-10.3%

Sep ’20

Oct

Nov

Dec

Jan ’21

Feb

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OEM Off-Highway | AUGUST 2021

11

Mar

Apr

NEWS BRIEFS: SUPERTRUCK

Third SuperTruck Program Looks to Push Truck Efficiency Further

The U.S. Dept. of Energy has announced funding for SuperTruck 3 to further reduce emissions and improve efficiency of medium- and heavy-duty trucks.

by Sara Jensen program will look at electrification opportunities, including the use of hydrogen, to achieve higher efficiency and lower emissions in medium- and heavy-duty trucks. Companies which participated in the first two iterations of the SuperTruck program have shown the potential for efficiency gains in Class 8 trucks, and have even brought some of the technologies developed during Daimler Trucks North America’s SuperTruck design from the first the project to market. program which achieved a 115% freight efficiency improvement.

Volvo Trucks, for arlier this year the U.S. Deinstance, learned from its SuperTruck partment of Energy (DOE) experience that enhancements to announced new funding a truck’s bumper, chassis and roof opportunities focused on fairings can improve aerodynamics improving efficiency and reducing leading to fuel efficiency gains. The carbon emissions of cars, trucks and company began including these enoff-road vehicles. Over $162 million in hancements on its VNL Series trucks in funding will be provided.

2016. A new turbocompounding sysPart of this funding will support a third tem and wave piston technology were iteration of the SuperTruck initiative, a also developed through the program cost-shared program in which teams of and brought to market in recent years. manufacturers work together to create “Getting to net-zero carbon emismore efficient concept trucks and techsions by 2050 means we must aggresnologies. SuperTruck takes a wholistic sively cut down the largest source of approach to improving efficiency, with emissions: the transportation sector,” teams making design changes not only said Secretary of Energy Jennifer M. to internal components but the structure Granholm, in the DOE’s press release of the vehicle, as well. announcing the new funding. “DOE’s The DOE first announced its intent first two SuperTruck initiatives led the to fund SuperTruck 3 during The biggest truck makers in the American Work Truck Show 2021. This time the semi market to take massive leaps DAIMLER TRUCKS NORTH AMERICA

E

12

OEM Off-Highway | AUGUST 2021

in fuel efficiency. This new funding triples down on that progress with a push towards electrifying trucks of all sizes, along with efforts to expand EV charging access and develop low-emission car engines.”

SuperTruck 3 funding opportunity Per the DOE’s announcement, the EERE Vehicle Technologies Office (VTO) and Hydrogen and Fuel Cell Technologies Office (HFTO) are partnering on the SuperTruck 3 Funding Opportunity Announcement (FOA) to offer up to $100 million in funding over 4 years—subject to appropriations—to pioneer electrified mediumand heavy-duty trucks and freight system concepts that achieve even higher efficiency and lower emissions.

The funding focuses on a range of approaches to electrification—all-electric, plug-in hybrid systems using renewable biofuels, and hydrogen and fuel cell technologies, including hybridization strategies such as fuel cell range extenders.

“Climate chaos is the greatest existential threat of our lifetimes, and it’s going to take an all-hands-on-deck approach to slash the pollution—much of which comes from the transportation sector—that is fanning the flames of the crisis,” said Senator Jeff Merkley in the DOE’s press release. “By leaning into American ingenuity and innovation, we can use new technologies to chart a path forward—one that will help create jobs, protect

our health and security, and lead the world toward a more sustainable future. I’m grateful for the hard work of Oregonians who are contributing to that effort by developing world-class low-emission freight trucks with the support of SuperTruck funding, and I will continue to do all I can to make these investments possible in the years to come, as we work to thwart the most catastrophic impacts of the climate crisis.”

“Our modern approach to energy should be ‘all of the above’ not an ‘everything but’ solution. SuperTruck is a vital program not only to Indiana’s Sixth Congressional District, but to the path forward in expanding America’s energy capabilities and independence,” said U.S. Representative Greg Pence in the DOE’s press release. “I came to Congress to ensure Hoosiers back home in Indiana have a seat at the table, which means prioritizing job creation and economic growth for my constituents – and this investment will accomplish just that.”

The first SuperTruck program was launched in 2009 with the goal of improving heavy-duty truck freight efficiency by 50%. Several OEMs and

component manufacturers partnered with one another to develop trucks incorporating technologies which could achieve these goals. Among them were improvements to aerodynamics and the testing of technology such as waste heat recovery systems. A second SuperTruck program was launched in 2016; its goal was to double fuel

efficiency for Class 8 trucks.

According to the DOE, over the 7 years the two programs have taken place, four of the teams—Volvo, Daimler, Cummins/Peterbilt, and Navistar— exceeded the first SuperTruck goal.

And the five projects for SuperTruck 2 are on track to more than double Class 8 truck miles per gallon. |

Ensuring Mobility of the Future

Read more about the SuperTruck Program It’s a bird...it’s a plane...it’s SuperTruck www.oemoffhighway.com/10602353 SuperTruck Returns www.oemoffhighway.com/12231403

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DOE Announces Intent to Issue Three New Sustainable Transportation Funding Opportunities www.oemoffhighway.com/21319311 SuperTruck provides guidance for a more efficient military www.oemoffhighway.com/12028636 Integrated, Redesigned Technologies Aid Efficiency Improvements www.oemoffhighway.com/21076107

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ALTERNATIVE ENERGY: HYDROGEN oemoffhighway.com/21533189

DAIMLER AG

Daimler has begun rigorous testing of its hydrogen truck, the Mercedes-Benz GenH2 Truck.

HYDROGEN IS HERE FOR THE LONG HAUL

Continued development of hydrogen and fuel cell technology will aid decarbonization of heavy vehicles and equipment.

by Sara Jensen

R

esearch and development into the use of hydrogen and fuel cells for various applications continues to grow.

While there is currently a lot of work occurring in the on-highway sector— particularly as hydrogen is seen as a better alternative for long-haul applications—there are also development efforts taking place in the off-highway industry.

In July 2020, JCB announced it developed a hydrogen powered excavator.

The 20-tonne 220X excavator prototype is powered by a hydrogen fuel cell and has been undergoing testing at

14

OEM Off-Highway | AUGUST 2021

the company’s quarry proving grounds.

“JCB will continue to develop and refine this technology with advanced testing of our prototype machine, and we will continue to be at the forefront of technologies designed to build a zero-carbon future,” says Lord Bamford, JCB Chairman, in the company’s press release about the prototype machine.

Construction equipment manufacturer SANY announced in March 2021 that two hydrogen fuel cell powered vehicles had rolled off its production line, a dump truck and a mixer truck. The company said the main benefits for using hydrogen is

the lack of emissions produced— heat and water vapor are the only emissions from hydrogen.

Additional benefits SANY says these new vehicles provide include increased power due to the high-power fuel cell stacks utilized in conjunction with a large torque drive motor and AMT gearbox. Longer driving distances are possible, as well, using hydrogen cylinders with a combined capacity of 1,680 L (443.8 gal.) which ensure a driving range over 500 km (310.7 mi.).

Cummins Inc. is also working to advance hydrogen and fuel cell technology. In November, the company held

The Mercedes-Benz GenH2 Truck has been designed from the ground up and features completely new components.

a Hydrogen Day to outline its current and future initiatives in this space. Chairman and CEO Tom Linebarger said there is “an incredible opportunity for Cummins to continue to build a strong business in hydrogen production and fuel cell technology, contributing to the lowering [of ] emissions and protecting our planet.”

During the event he said Cummins believes hydrogen will play a key role in decarbonization efforts because of the many benefits it offers such as being light, easy to store and capable of providing high energy per unit mass. “It offers ways to decarbonize energy-intensive industries like long haul transportation, shipping and industrial processes,” said Linebarger.

Technology and applications are expanding According to Cummins, there are three key areas in which the company is focusing its hydrogen and fuel cell development efforts: • production of green hydrogen • management and transportation of hydrogen • application of hydrogen fuel cells.

The company has several ongoing projects related to these development areas. Cummins currently has over 2,000 fuel cell installations in various on- and off-highway applications, including a commercial truck operation in Norway with ASKO, a major grocery wholesaler in the region. More Cummins demonstration projects with additional fuel cell technology will take place in different regions, as well, as industries look to gain familiarity with the technology.

Cummins also recently announced it and Air Liquide completed construction and commissioning of the world’s largest PEM (Proton Exchange Membrane) electrolyzer—which is used to

generate hydrogen. It is supplied with renewable energy and is producing up to 8.2 tons per day of low-carbon hydrogen in Bécancour, Québec.

“We see battery-electric power and hydrogen fuel cells as complimentary technology as a part of a suit of zero-emission powertrains,” says Jeremy Harsin, Cummins Off-Highway Business Director. “There is no one-size-fits-alluniversal solution.”

Hydrogen makes sense for larger equipment with high utilization and energy demands due to charging infrastructure limitations and the size of batteries needed—as well as their higher cost. The long recharging times required by larger equipment can also be a deterrent. “For heavier duty cycles, fuel cells would offer more flexibility and higher machine utilization. They are well suited for heavy loads and long work shifts with quick refueling and no carbon dioxide emissions,” explains Harsin. “Electric is more suited to compact equipment, particularly used in rental.”

Hydrogen is more energy dense compared to diesel or natural gas. One kilogram of hydrogen has the general energy equivalence of roughly 3 kg, or 1 gal., of diesel fuel. So, compared

to diesel or natural gas, hydrogen will be able to power a vehicle the same distance using less fuel.

“Adoption of fuel cells will be gradual over the next 5-10 years as it becomes not just environmentally but also operationally and economically viable for OEMs and operators,” says Harsin.

DEUTZ also sees hydrogen as a beneficial technology for heavy-duty applications. It notes the quick refueling capabilities allow higher utilization of carbon dioxide (CO2) free operation and lower overall total cost of ownership for end-use customers.

The company is currently developing a hydrogen engine based on its TCD7.8 industrial engine, known as the 7.8TCH. Dr. - Ing. Markus Schwaderlapp, Senior Vice President Research and Development at DEUTZ, says the company plans to have a hydrogen genset as a demonstrator of the hydrogen engine technology in operation with a pilot customer by the end of 2021.

In this application, the hydrogen powered generator will be able to Cummins is focusing its hydrogen development efforts in three areas, including electrolyzer technology for the production of hydrogen.

CUMMINS INC.

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ALTERNATIVE ENERGY: HYDROGEN oemoffhighway.com/21533189

provide CO2-free electric power for energy demand peaks as well as remote energy supply such as for construction sites with electric-driven machinery, says Schwaderlapp.

DEUTZ also sees potential for the engine to replace diesel in locomotive and other applications. “We see hydrogen engines in all mobile machinery where high performance coupled with a high degree of autonomy is needed,” says Schwaderlapp.

The company is also evaluating development of fuel cells, but believes the hydrogen engine is closer to industrialization for off-highway applications.

Testing is showing hydrogen’s potential In March 2021, Westport Fuel Systems Inc. announced successful startup and initial trials of a heavy-duty internal combustion engine running on hydrogen utilizing its High Pressure Direct In-

jection (HPDI) 2.0 System. Preliminary tests have shown the hydrogen-fueled engine can provide combustion and efficiency comparable to fuel cells in heavy-duty applications.

“The potential for OEMs and others to avoid new and significant investments that would be required to develop and manufacture fuel cells, electric motors and batteries that are associated with heavy-duty long haul fuel cell electric vehicle product proposals, while leveraging established supply chains, manufacturing investment and infrastructure and economies of scale, is incredibly exciting,” said Scott Baker, Westport Fuel Systems’ Vice President of Engineering, in the company’s press release announcing the results of its initial testing.

The company believes this technology could be beneficial for heavy-duty trucking and other high-load applications like mining, marine and rail.

Daimler Trucks announced in May it

has begun rigorous testing of the latest version of its Mercedes-Benz GenH2 Truck, a prototype hydrogen fuel cell vehicle. According to the company, the series of tests will be very demanding on the vehicle and components and focus on continuous operation, different weather and road conditions, as well as various driving maneuvers.

Daimler’s goal for its fuel cell technology is to achieve ranges up to 1,000 km (621.4 mi.) or more without stops for refueling. The company wants to ensure its fuel cell truck provides similar or better performance to diesel counterparts, which means ensuring it can provide similar range and durability. Daimler says it will put the truck through the same rigorous testing it would for diesel powered trucks.

The GenH2 was designed from the ground up and includes completely new components—the fuel cell system, all-electric powertrain and associated systems—the company says.

NIKOLA CORP.

Nikola is collaborating with IVECO and OGE to help accelerate hydrogen refueling infrastructure which will be an integral part of market uptake.

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OEM Off-Highway | AUGUST 2021

A LONG WAY

JCB

TOGETHER

JCB is testing its hydrogen powered 20-tonne excavator at its quarry proving grounds.

These will be focused on in particular during the testing because the new components’ weight and position in the truck affect its handling properties which can impact forces and vibrations felt by the vehicle and the operator.

Daimler is using gaseous hydrogen tanks during its tests of the GenH2. However, the company believes liquid hydrogen is the better option due to its higher energy density in relation to volume than gaseous hydrogen. Daimler says this leads to the use of smaller, lighter tanks because the pressure is lower which allows trucks to carry more cargo. More hydrogen can also be carried in these tanks, helping ensure a longer driving range.

What is green hydrogen?

To provide a truly emissions-free solution, it is important to examine how hydrogen is produced. For a fuel to be “green” it needs to be produced without direct emissions of air pollutants or greenhouse gases. “Without hydrogen being green, it cannot be a meaningful part of the solution as we move toward carbon neutrality,” said Tom Linebarger, Chairman and CEO of Cummins, during the company’s Hydrogen Day held in November 2020.

Today, the majority of hydrogen is what Linebarger referred to as gray hydrogen. It is generally produced by steam methane reforming which uses large amounts of power through use of natural gas, creating several million tons of carbon dioxide each year.

Green hydrogen is one version seen to be a more environmentally friendly option. It is produced using electrolysis to turn hydro, wind or solar power into hydrogen with zero carbon dioxide emissions. Unfortunately, this process is currently expensive which is why companies like Cummins are investing in research to advance electrolyzer technology so green hydrogen can be made in a more cost-effective manner and reduce the environmental impact of hydrogen technology.

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OEM Off-Highway | AUGUST 2021

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ALTERNATIVE ENERGY: HYDROGEN oemoffhighway.com/21533189

DEUTZ AG

DEUTZ will first employ its hydrogen engine in a generator application to provide carbon dioxide-free electric power.

The company is developing liquid hydrogen tank technology and plans to have a new prototype system by the end of 2021. It will then conduct testing going forward using the liquid hydrogen tanks, enabling it to demonstrate the use of both gaseous and liquid options.

What challenges remain?

Hydrogen generation, storage and infrastructure are some of the key chal-

lenges facing the market currently says Schwaderlapp. Like Daimler, DEUTZ sees the use of liquid hydrogen being most beneficial. He also notes the need for developing smart solutions to package hydrogen storage systems into vehicles.

“On-board storage is a critical component of hydrogen power,” says Harsin. Hydrogen needs to be shrunk into a tight space through compression or liquefaction in order

Anglo American is partnering with ENGIE to convert a mine haul truck to operate on hydrogen.

ANGLO AMERICAN

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to store enough to meet duty cycle requirements, he explains. As such, Cummins is investing in storage technology. The company recently announced a joint venture with NPROXX to provide storage tanks for hydrogen as well as compressed natural gas.

Harsin also notes the challenge of—as well as Cummins’ ability to address—integration, configuration, and refining of the interaction between fuel cells, batteries, powertrain, and fuel storage. “Understanding and adapting the overall powertrain system will be crucial going forward.

This encompasses every component that converts the engine’s power into movement and is an area where Cummins can leverage our deep experience and understanding of all the interacting components and different duty requirements needed to serve different sectors.”

Infrastructure will remain a challenge, as well. Even with the many projects currently in place to increase hydrogen refueling, that will take time and resources to develop. Harsin says

adoption of hydrogen will likely begin in markets where fueling can be done centrally such as at home base operations or close to large hydrogen hubs where there is access to affordable renewable power.

Cost is also a hurdle that needs to be overcome. Harsin says the cost of fuel cells and hydrogen is projected to remain above that of internal combustion engines for at least 5-10 years.

However, he says green initiatives pushed by corporations or governments could force the move to hydrogen faster. Fleet customers operating municipal machinery or equipment at airports, distribution centers, and ports could also put pressure on OEMs to offer hydrogen solutions as they look to reduce their emissions.

“Battery-electric power will struggle to meet the duty cycle demand for all applications, particularly the larger ones,” says Harsin. “Hydrogen can offer a solution that does the work efficiently while meeting zero-emissions demands.”

In general, he says hydrogen solutions need to have a total cost of ownership that is competitive with internal combustion engines. “We must see continued improvement in electrolyzer

and fuel cell designs to drive increased levels of efficiency and reduce cost through scale.”

Much like battery technology, increased volumes will drive scale and help bring down costs over time.

“As scale up of hydrogen production, distribution, equipment and component manufacturing continues, cost is projected to decrease over the next decade for a wide range of applications, making hydrogen competitive with internal combustion engine counterparts,” says Harsin.

“To achieve the goal of global decarbonization the transportation of huge amounts of energy is required in a rather short term,” says Schwaderlapp.

“Areas of highly efficient regenerative energy farming either by wind or solar power are normally far away from the main energy consumers. The most efficient way to transport this energy is by a chemical carrier. Hydrogen is the obvious choice for this carrier in our view. It thus becomes the first link in the chain of e-fuels.

“Therefore, we expect to see a rapid increase in the worldwide availability of hydrogen and, by that, a high demand for hydrogen powertrains already in this decade,” he concludes. |

Head to the Web Read more related hydrogen news and articles at www.oemoffhighway.com.

Hydrogen Proves its Potential in Heavy-Duty Applications www.oemoffhighway.com/20866766 Cummins Presents Vision for Hydrogen Technology www.oemoffhighway.com/21203220 SANY Introduces Hydrogen Fuel Cell Construction Vehicles www.oemoffhighway.com/21354244 Westport Fuel Systems Completes Initial Startup and Testing of Hydrogen-Fueled Engine www.oemoffhighway.com/21319235 Ricardo Researching New Hydrogen Storage Method for Fuel Cell Buses www.oemoffhighway.com/21206313 Toyota Develops Packaged Fuel Cell Module www.oemoffhighway.com/21330609 Cleanly Produced Hydrogen Offers Promising Route to Cutting Emissions www.oemoffhighway.com/21125141

TOYOTA MOTOR CORP.

Toyota has developed a compactly packaged fuel cell module which includes the fuel cell stack as well as other necessary components.

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COVER STORY: ALTERNATIVE ENERGY oemoffhighway.com/21533254

ELECTRIFICATION EFFORTS ADVANCE THROUGH Engineering Collaboration Partnerships between companies are becoming increasingly important to help advance new technology.

by Sara Jensen

Webasto has formed a technology collaboration with IAV in which the companies will research the electrification of buses, trucks and heavy machinery.

I

ndustry partnerships are nothing new in the heavy-duty equipment design industry. However, their prevalence has grown in recent years particularly as development efforts for electrification have progressed.

In late 2020, Daimler and Volvo Group announced they would work together on a joint venture aimed at advancing development of fuel cells for heavy-duty on-highway vehicles.

Both companies have been actively working in the electrification space

and will be able to bring together years of experience.

When it comes to electrification of mobile applications, there are a variety of technologies coming together and no single company can master and integrate those technologies in order to provide customers an optimized solution, says Kimmo Rauma, Vice President of Danfoss Power Solutions.

Because of this, company collaborations are becoming increasingly important to help advance new technology. Companies which collaborate with one another can bring their individual expertise to a project. Rauma says each company’s engineering team can focus on designing the components it already knows best; then the teams can work closely together to bring their technologies into a single, cohesive system that will meet customer requirements.

Creating optimized solutions

WEBASTO

Danfoss Editron—a business division of Danfoss Power Solutions—announced in April 2021 it was partnering with Meritor Inc. and Electra Commercial Vehicles to form the Meritor-led Electric Powertrain Integration for Heavy Commercial Vehicles (EPIC) consortium. The consortium’s goal is to develop advanced electric powertrains.

Each company will bring its own industry expertise to the project. Danfoss Editron, for instance, will bring its knowledge developing electric motors and inverters. According to Rauma, the company will be looking

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Danfoss Editron will work together with Meritor and Electra Commercial Vehicles to create an e-axle package which uses less materials to provide a more optimized solution in terms of cost and performance.

DAN

at how it can increase power density further through adjustments to the mechanics, cooling and total system package.

He says Danfoss Editron will work together with Meritor and Electra to create an e-axle package which uses less materials to provide a more optimized solution in terms of cost and performance.

Ensuring a high level of efficiency and performance is a key aspect of the project, as well. To achieve this, Rauma says new technologies for the motor and power electronics used for the controller will be necessary. “We want to introduce a silicon carbide design so that we have the most sophisticated control methods in this application area.”

When developing these types of systems, Rauma says companies can optimize the components individually or look at the whole picture and optimize all the components as a single unit to get the best solution package.

“Our target with Meritor is to be close partners so we can optimize the package in a way that the competition cannot match us,” he says.

“The cooperation really brings all the key understandings of these companies together so that we can make an

optimal solution for the end customer,” he adds.

Rauma says the partnership with Meritor is a very close one “because otherwise we are not able to meet the timetables and the technology targets that we have put ourselves against.”

The companies don’t want to create technology that is already available in the market, but instead bring something new to the industry.

“The engineering teams are working more or less as one, sharing information and trying to find out the methods that [enable] the next steps of what is available or possible,” says Rauma.

Partnership can expand application uses

FOSS

E D IT

RON

Komatsu expects to begin commercial production on in 2023-2024. Proterra will be providing its battery technology.

This is the first off-highway equipment project for Proterra which is probably best known for its electric buses. However, its Proterra Powered business offers battery packs for use in other OEMs’ vehicles and equipment.

Claire McConnell, Vice President of Proterra Powered, says the company’s battery systems are now utilized in everything from its own transit buses to school buses and delivery vehicles.

Komatsu is partnering with Proterra on the development of a battery-electric excavator which will be powered by Proterra batteries.

In January 2021, Proterra announced it was collaborating with Komatsu on the development of a battery-electric hydraulic excavator which KO

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TSU MA

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COVER STORY: ALTERNATIVE ENERGY oemoffhighway.com/21533254

“One of the segments that we’ve actually been most excited about and believe is especially ripe for electrification is construction equipment,” says McConnell. “It’s a major contributor to air pollution, especially in our cities and neighborhoods where most construction projects are located.”

She says Proterra is very flexible in how it works with OEM partners and that it is able to bring its full electrification expertise to partnerships like the one with Komatsu.

Proterra’s battery technology platform is flexible, as well, which enables

Head to the Web Learn more about the news and products mentioned in this article, as well as other related content by heading to www.oemoffhighway.com.

Daimler and Volvo Launch Strategy for Fuel Cell Joint Venture

www.oemoffhighway.com/21403767

it to easily be customized to various applications. McConnell notes the battery platform offers a high level of energy density and ruggedized housing to withstand use in harsh operating environments.

“Packaging flexibility helps enable optimal placement of the Proterra batteries within the Komatsu electric excavator and actually replaces the need for a normal counterweight used to balance the excavator’s hydraulic arm movements,” she explains.

Additionally, she says Proterra designs its battery packs for commercial vehicles from the ground up, which enables it to ensure they provide the durability and safety required in heavy-duty applications.

Ensuring good electric design ABB announced in March 2021 it will work together with Hitachi Construction Machinery to create solutions which reduce emissions in mining applications, including through electrification of mining equipment. ABB will bring its electrification, automation

and digital solutions to the project while Hitachi will provide its expertise in developing heavy equipment.

According to ABB’s press release announcing the partnership, it is looking to further develop OEM collaborations like this to help accelerate the transition to all-electric mines. “ABB is calling for more collaboration between OEMs and technology companies to fasttrack the development of new emissions-reducing systems with electrification and automation of the whole mining operation the goal. We are ready to work more with OEMs to establish a common approach for the market, and through strategic collaboration provide solutions that can help enable a low-carbon society and make mining operations more responsible,” said Joachim Braun, Division President, Process Industries, ABB, in the company’s press release.

“New emissions-reducing technologies can transform the energy-intensive mining industry to achieve an even more productive, but also DANFOSS EDITRON

Proterra Collaborating with Komatsu on Electric Excavator

www.oemoffhighway.com/21244467 Danfoss Editron, Meritor and Electra Commercial Vehicles Form Electric Powertrain Consortium

www.oemoffhighway.com/21354811 Podcast: Danfoss Editron Says Partnerships Benefit Electric Powertrain Development

www.oemoffhighway.com/21508915 ABB Collaborating with Hitachi on Electric Mining Equipment

www.oemoffhighway.com/21354519 Podcast: Proterra Enters Off-Highway Market with Komatsu Partnership

www.oemoffhighway.com/21533539 OEM Industry News Briefs: Webasto Partnering with IAV on Electric Commercial Vehicles

www.oemoffhighway.com/21366438

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Danfoss Editron is partnering with Meritor and Electra Commercial Vehicles to develop advanced electric powertrains for heavy-duty commercial vehicle applications.

ABB

sustainable future.”

“Nobody can achieve this transformation alone.

Co-creation of solutions with OEMs and mining companies is needed to successfully integrate electrification in mines,” said Max Luedtke, ABB’s Global Head of Mining.

Many OEMs looking to electrify their equipment or vehicles do not necessarily have the expertise in-house, particularly smaller OEMs, making partnerships with technology suppliers vital.

“We’ve learned a lot of lessons not only in the development process for commercial electric vehicles, but also how to ultimately bring them to market and we can share that knowledge and those learnings with our partners,” says McConnell.

Rauma says the electrification space is booming at the moment, and everyone is hurrying to the market. Because of this, some solutions may not be as thoughtfully done.

With industry collaborations and projects like EPIC, the electrification technology can be more thoroughly tested.

Industry partnerships enable the development of technology that can feasibly be utilized in a full system integration.

He notes there are likely only a few companies in the world that have the resources and capabilities to develop a complete electrification package themselves. For everyone else, it is important to have good partners that can be trusted.

While these kinds of partnerships can be scary for some companies who have been solely focusing on their own technology for decades, Rauma says electrification is bringing together a variety of components and technologies, necessitating industry collaboration.

It is the first time in 20 or 30 years where everyone is working on the same thing—electrification. “Everybody needs to be part of it. And at the same time, no one can handle it all,” says Rauma. “So you need to find partners, whereas you didn’t need them before.

“The whole market has changed; it is a super exciting area to be in,” he concludes. |

ABB says partnering with OEMs like Hitachi is integral to advancing electrification in mining and other heavy equipment applications.

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Considerations for HYDRAULICS in Electric Off-Highway Equipment

Independent metering valves, such as Eaton’s CMA valve shown here, can better control metering losses to reduce hydraulic power consumption.

contributed by Shelley Nation, Senior Engineering Specialist, Emerging Technologies, and Aaron Jagoda, Senior Engineering Specialist, Advanced Technology, Eaton

A

s emissions standards around the world grow more stringent, non-road mobile machinery (NRMM) manufacturers are leveraging new strategies to create more efficient vehicles. Electrification is one of the most prominent. A variety of electrified machines are being brought to market, helping to dramatically reduce carbon dioxide (CO2) and nitrogen oxide (NOx) emissions compared to traditional, diesel-fueled equipment.

But electrification is a newer trend that comes with certain challenges.

Consider that batteries remain expensive—and for end users, the machine’s ability to perform a full day’s work on a single charge is imperative. Original equipment manufacturers (OEMs) must balance battery cost with the power and range requirements of the machine without creating a priceprohibitive product.

Striking this balance can be tricky.

Luckily, there are opportunities to

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achieve power savings, particularly through the deployment of efficient hydraulic components and architectures.

Electrification methodologies While electrification methods differ, there are commonalities in the types of vehicles being electrified. Power requirements, efficiency, total cost of ownership and noise all affect electrification adoption rates. Smaller machines with less horsepower demand will transition more rapidly. So will vehicles used in low-emissions zones, particularly construction and material handling platforms. Mini excavators are primed for growth, while aerial work platforms are already heavily electrified.

Electrification affects all aspects of a machine’s power architecture, from source to conversion, transmission, consumption and management. In terms of power source, the traditional prime mover of a mobile machine is an internal combustion engine. Technology alternatives range from hybrid elec-

tric and plug-in hybrid, which maintain the diesel engine, to tethered electric and battery electric, which remove it.

As for power consumption, there are three good opportunities for electrification: The machine’s propel circuit, rotary work functions and linear work functions.

• A machine’s propel circuit is how it moves around, via its wheels or tracks. Fully electric propel systems (either on the axle or wheels) are an alternative to traditional hydraulic or mechanical propel systems.

Advantages of electric propel solutions include minimized energy conversions and reduced hydraulic leaks. However, system costs are considerably higher than hydraulic propel solutions due to higher electric component costs and battery power requirements. They’re also not as rugged as hydraulic systems; which can present challenges in harsh environments.

• Rotary work functions, such as

ALL IMAGES COURTESY OF EATON

Large excavators are more likely to take a hybrid approach to electrification due to high power demands.

swing drives, fan drives, auger/ cutter services and others, have historically used hydraulic or mechanical power. These functions require precise torque control and high reliability. Electric motors have emerged as a viable alternative for low-power, high-utilization services, given their efficiency and ease of installation and maintenance. But there are limitations.

Low-voltage products have larger package sizes that are not ideal for vehicles with space constraints.

Higher-voltage products drive higher safety requirements. And, like electrified propel systems, reliability is unproven in harsh environments; water ingress and vibration present challenges.

• Linear work functions include a variety of high-load services responsible for the powering of booms, lift arms and platforms, buckets and more. Requiring precise force control and high reliability, these

services have traditionally been driven by centralized hydraulics.

While electromechanical alternatives are more efficient, easier to install and maintain, and offer better controllability for position and velocity, a significant limitation exists.

Electromechanical alternatives offer poor force control performance and limited force capacity. They’re also less reliable, have a shorter lifetime and more limited regeneration capabilities, and are larger than their hydraulic counterparts.

Given these advantages and disadvantages, OEMs have recognized that one size does not fit all. A different approach is required for different platforms—and even different frame sizes of the same platform.

Aerial work platforms (AWPs) are likely to shift to electric propel systems plus low-cost work circuits with electric fixed-displacement pumps. Key drivers and constraints for the electrification of AWPs include emissions reduction

for safe indoor operation while keeping costs in check. AWPs are used heavily in the rental market where buyers are highly price sensitive. Other likely platforms for electrified propel circuits include turf machines, compact wheel loaders, telehandlers and compact tractors.

Mini excavators are more likely to fully electrify, with an electric motor replacing the engine. Like AWPs, electrification of mini excavators is driven by the need for zero emissions indoors.

OEMs must consider the machine’s high-power propel circuit and simultaneous use of high-power work services.

Precise control for high productivity must also be maintained.

Large excavators (20-ton and up) are challenged by power demands, making full electrification impractical. OEMs are more likely to look at hybrid technologies. A solution could include an electric swing motor in place of hydraulic, reducing metering losses and motor inefficiency, and enabling energy recovery and engine load leveling.

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FLUID POWER oemoffhighway.com/21354705

Electrification affects all aspects of a machine’s power architecture, particularly power source and consumption, as shown here.

Similar to excavators, smaller wheel loaders may fully electrify while midsized and large loaders will often take a hybrid approach.

Electrified machine challenges Many OEMs are taking a phased approach to electrification, starting by replacing diesel engines with electric motors and batteries. They’ll put in as much battery as needed to get a decent day’s work out of the machine but keep the rest of the circuit the same. When these vehicles are taken to market, the feedback is typically: “I can’t make it through the day on one charge,” or, “This machine is too expensive.”

These challenges, common across a range of platforms, present a catch-22.

Often, the runtime on a single battery charge is too short. But adding more Several considerations must be taken into account when electrifying off-highway equipment.

battery power to enable longer runtime adds expense, and electrified machines are already more expensive than their diesel counterparts—sometimes up to twice the price. Battery costs are decreasing, but they’re still one of the most expensive components in the machine.

Elsewhere, the quieter operation of electric machines may drive demand for even longer runtimes than expected today. This is because the machines could operate earlier and later in the day when they are no longer subject to city noise ordinances.

So, how can OEMs balance extended runtime without excessive battery costs? Different architectures and components that make the machine more efficient require attention, and hydraulics are a prime target.

Achieving hydraulic system efficiency Given the challenges associated with electrifying linear services, a large portion of mobile machines—particularly those performing high-power linear load movement—will likely maintain hydraulic systems. While traditional hydraulics are not the most efficient,

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with the right technology it’s possible to balance machine performance, cost and efficiency.

First, there is an opportunity to improve work circuit efficiencies and reduce losses on many machines.

Conventional hydraulic systems often waste energy, primarily via control valve metering losses. A smarter valve can better control these losses through independent metering. For example, Eaton’s CMA advanced mobile valve enables loads to be safely lowered using gravity, rather than expending energy to push it down hydraulically. Gravity lowering and optimizing pump margins with the CMA valve has been shown to reduce hydraulic power consumption on a forestry forwarder by 7%. Furthermore, the valve’s voice coils use 66% less electrical power per section than a standard solenoid coil.

Independent metering is an advanced, often expensive technology, but the CMA valve enables cost optimization with streamlined CMT sections on services that don’t require independent metering. Expect to see additional independent metering solutions brought to market in support

Advanced pumps, like Eaton’s X20 pump with electronic displacement control shown here, can help electric machines better manage power consumption through configurable operation modes and other software solutions.

of electrification trends.

Advanced pump technology can also improve work circuit efficiency.

Eaton’s X20 pump with electronic displacement control (EDC), for example, enables configurable operation modes based on power needs. For machinery that tends to run low on battery, an OEM could develop an “eco mode” to limit power and extend battery runtime. With EDC and a distributed electronic controller, it is possible to develop software solutions for better power management.

There are also opportunities to recover energy through the hydraulic system. The right technology can help store energy in a hydraulic accumulator or in the battery system through the electric motor that drives the hydraulic pump, enabling the electric motor to effectively run as a generator during gravity lowering or deceleration, for example. This process is already common in hybrid consumer vehicles where electric motors recover energy as the car brakes.

Finally, better hydraulic and electric component integration is necessary to achieve these efficiencies. Hydraulic pumps and the electric motors that

power them must work together in harmony; smarter hydraulic components that can sense load requirements and opportunities for energy recovery are needed to achieve efficiency gains.

New hydraulic system architectures can significantly impact machine efficiency, but they require the right expertise to design and implement.

Eaton is continuously investigating how to build more intelligence into and increase the efficiency of hydraulic components and subsystems, contributing to a holistically smarter, more efficient vehicle. There have been promising results so far—in certain applications, energy consumption has been reduced by 15-20%, resulting in potential battery savings of up to $4,000.

Investigating the opportunities available in hydraulic systems can make a difference in vehicle electrification, potentially enough to solve the runtime/cost conundrum. | This article written and contributed

by Shelley Nation, Senior Engineering Specialist, Emerging Technologies, and Aaron Jagoda, Senior Engineering Specialist, Advanced Technology at Eaton.

The demands and usage of mini excavators simplify full electrification of these machines.

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BATTERY POWER and the Future of Deep-Level Mining There are several battery and charging technologies which need to be considered when transitioning to electromobility in underground mining. contributed by Xavier Iraçabal, Mobility Product Manager, Saft

B

attery-powered mining vehicles are ideally suited for underground mining. Because they do not emit exhaust gases, they reduce cooling and ventilation requirements, cut greenhouse gas (GHG) emissions and maintenance costs, and improve working conditions.

Almost all underground mine equipment today is diesel powered and creates exhaust fumes. This drives the need for extensive ventilation systems to maintain safety for workers. Moreover, as today’s mine operators are digging as deep as 4 km (13,123.4 ft.) to access ore deposits, these systems become exponentially larger. That makes them more costly to install and run and more energy hungry.

At the same time, the market is changing. Governments are setting environmental targets and consumers are increasingly willing to pay a premium for end products that can demonstrate a lower carbon footprint. That is creating more interest in decarbonizing mines.

SAFT

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OEM Off-Highway | AUGUST 2021

Load, haul, and dump (LHD) machines are an excellent opportunity to do this. They represent around 80% of the energy demand for underground mining as they move people and equipment through the mine.

Switching to battery powered vehicles can decarbonize mining and simplify ventilation systems.

This requires batteries with high power and long duration—a duty that was beyond the capabilities of previous technology. However, research and development over the last few years has created a new breed of lithium-ion (Li-ion) batteries with the right level of performance, safety, affordability and reliability.

Five-year expectation When operators buy LHD machines, they expect a 5-year life at most due to the tough conditions. Machines need to transport heavy loads 24 hours a day in uneven conditions with moisture, dust and rocks, mechanical shock

and vibration.

When it comes to power, operators need battery systems that match the lifetime of the machine. The batteries also need to withstand frequent and deep charge and discharge cycles.

They also need to be capable of fast charging to maximize the vehicle’s availability. This means 4 hours of service at a time, matching the half-day shift pattern.

Battery-swapping versus fast charging Battery-swapping and fast charging emerged as the two options to achieve this. Battery-swapping requires two identical sets of batteries—one powering the vehicle and one on charge.

After a 4-hour shift, the spent battery is replaced with a freshly charged one.

The advantage is that this does not need high power charging and can typically be supported by the mine’s existing electrical infrastructure. However, the changeover requires lifting and handling, which creates an extra task.

The other approach is to use a single battery capable of rapid charging within around 10 minutes during pauses, breaks and shift changes. This eliminates the need to switch batteries, making life simpler.

However, fast charging relies on a high-power grid connection and mine operators may need to upgrade their electrical infrastructure or install wayside energy storage, especially for larger fleets that need to charge simultaneously.

Li-ion chemistry for battery swapping The choice between swapping and fast charging informs which type of battery chemistry to use.

Li-ion is an umbrella term that covers a broad range of electrochemistries. These can be used individually or blended to deliver the required cycle life, calendar life, energy density, fast charging, and safety.

Most Li-ion batteries are made with graphite as the negative electrode and have different materials as the positive electrode, such as lithium nickel-manganese-cobalt oxide (NMC), lithium nickel-cobalt aluminum oxide (NCA) and lithium iron phosphate (LFP).

Of these, NMC and LFP both provide good energy content with sufficient charging performance. This makes either of these ideal for battery swapping.

A new chemistry for fast charging For fast charging, an attractive alternative has emerged. This is lithium titanate oxide (LTO), which has a positive electrode made from NMC. Instead of graphite, its negative electrode is based on LTO. This gives LTO batteries a different performance profile. They can accept very high power charging so that charging time can be as little as 10 minutes. They can also support three to five times more charge and discharge cycles than the other types of Li-ion chemistry. This translates into a longer calendar life.

In addition, LTO has extremely high inherent safety as it can withstand electrical abuse such as deep discharge or short circuits, as well as mechanical damage.

Battery management Another important design factor for OEMs is electronic monitoring and control. They need to integrate the vehicle with a battery management system (BMS) that manages performance while protecting safety across the entire system.

A good BMS will also control the charge and discharge of individual cells to maintain a constant temperature.

This ensures consistent performance and maximizes battery life. It will also provide feedback on the state of charge (SOC) and state of health (SOH). These are important indicators of battery life, with SOC showing how much longer the operator can run the vehicle during a shift, and SOH being an indicator of the remaining calendar life.

Plug-and-play capability When it comes to specifying battery systems for vehicles, it makes a lot of sense to use modules. This compares with the alternative approach of asking battery manufacturers to develop tailor-made battery systems for each vehicle.

The big benefit of the modular approach is that OEMs can develop a basic platform for multiple vehicles. They can then add battery modules in series to build strings that deliver the required voltage for each model. This governs the power output. They can then combine these strings in parallel to build the required energy storage capacity and provide the required duration.

The heavy loads at play in underground mining mean that vehicles need to deliver high power. That calls for battery systems rated at 650-850V. While uprating to higher voltages would provide higher power, it would also lead to higher system costs, so it is believed systems will remain below 1,000V for the foreseeable future.

To achieve 4 hours of continuous operation, designers are typically looking for energy storage capacity of 200-250 kWh, although some will need 300 kWh or higher.

This modular approach helps OEMs to control development costs and reduce time to market by reducing the need for type testing.

Head to the Web Read Saft’s white paper on batteries for underground mining at www.oemoh.com/Saft_WhitePaper. and fast-charging. In both scenarios, the vehicle weighs 45 tons unladen and 60 tons fully loaded with a load capacity of 6-8 m3 (7.8-10.5 yd3). To enable a like-for-like comparison, Saft visualized batteries of similar weight (3.5 tons) and volume (4 m3 [5.2 yd3]).

In the battery-swapping scenario, the battery could be based on either NMC or LFP chemistry and would support a 6-hour LHD shift from the size and weight envelope. The two batteries, rated at 650V with 400 Ah capacity, would require a 3-hour charge when swapped off the vehicle. Each would last 2,500 cycles over a total calendar life of 3-5 years.

For fast-charging, a single onboard LTO battery of the same dimensions would be rated at 800V with 250 Ah capacity, delivering 3 hours of operation with a 15-minute ultra-fast charge. Because the chemistry can withstand many more cycles, it would deliver 20,000 cycles, with an expected calendar life of 5-7 years.

In the real world, a vehicle designer could use this approach to meet a customer’s preferences. For instance, lengthening the shift’s duration by increasing the energy storage capacity.

Flexible design

A practical comparison

Ultimately, it will be the mine operators who choose whether they prefer battery swapping or fast charging. And their choice may vary depending on the electrical power and space available at each of their sites.

Therefore, it’s important for LHD manufacturers to provide them with the flexibility to choose. |

To get a feel for how the modules compare, it is worth looking at two alternative scenarios for a typical LHD vehicle based on battery-swapping

This article was written and contributed by Xavier Iraçabal, Mobility Product Manager from Saft.

OEM Off-Highway | AUGUST 2021

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MINEXPO 2021 oemoffhighway.com/21533279

S. JENSEN

At MINExpo 2016, Komatsu unveiled its “Innovative Autonomous Haulage Vehicle” which has no operator cab as it was developed exclusively to be unmanned.

MINExpo 2021

Bringing Mining Industry Together Once Again New equipment, components and technology for the mining industry will be debuted at MINExpo INTERNATIONAL.

M

INExpo INTERNATIONAL® 2021 is set to take place September 13-15 at the Las Vegas Convention Center. This quadrennial event brings the global mining industry together to highlight the latest technologies and trends. Every segment of the mining industry is covered—including exploration, mine development, open pit and underground mining, safety and more.

The 2021 event is expected to fill

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by Sara Jensen 11 halls of the convention center with a variety of mining equipment and technologies. According to show organizers, the event will cover over 675,000 sq. ft. (62,709.6 sq. m) of exhibition space. More than 1,200 suppliers will be on hand to demonstrate their recent technologies and products.

MINExpo is sponsored by the National Mining Association (NMA), and will bring together educational sessions with the entire spectrum of advanced equipment, technologies,

products, and services.

Products on display during the event will include: • Mining equipment • Safety equipment • Engineering, construction and mining services • Drilling equipment • Materials handling • Processing/preparation • Components & replacement parts • Electrical equipment & supplies • Power & power transmission.

Caterpillar Launching New Technology and Equipment

At the Show Visit the OEM Off-Highway team at Booth #26242 in South Hall

CATERPILLAR INC.

Caterpillar will exhibit a Cat 794 AC electric drive truck factory-installed with Cat MineStar Command for hauling.

CATERPILLAR INC.

Central Hall Booth #6229 Themed “Together, we’re mining better,” Caterpillar’s MINExpo 2021 experience celebrates the company’s partnership with mines and the ways it assists customers to mine more efficiently, effectively, safely and sustainably. The 5,124-m2 (55,000-ft.2) exhibit will feature a broad range of product displays, new equipment introductions, previews of what the future holds and remote operating stations.

The exhibit will be grouped under three specific core areas: environmental, social, and corporate governance (ESG) and sustainability; technology and automation; and equipment lifecycle management solutions.

“After waiting an extra year, the mining industry is ready to reconnect at MINExpo. We are excited to show our customers and the industry advancements Caterpillar has made not only in equipment, technology and services but also in how we are helping customers mine more sustainably,” comments Caterpillar Resource Industries Group President Denise Johnson. “While we are eager to exhibit in Las Vegas, we recognize that many of our dealers and customers will not be able to travel to the show. Therefore, we are also creating a digital Caterpillar experience at cat.com/mining, where we will place MINExpo specific content.”

Caterpillar intends to introduce several new pieces of equipment during the show, including the new Cat R1700 XE LHD featuring 100% battery-electric propulsion. The machine offers a 15-tonne (16.5-ton) payload, 24,190-kg (53,330-lb.) lift and tilt breakout force, and 18 km/h (11.2 mph) top speed.

In addition to the electric powered LHD, Caterpillar will introduce a portable charger to eliminate the need for battery swapping common with electric mining equipment. The Cat MEC500 Mobile Equipment Charger can provide a full charge for the R1700 XE in 20 minutes, helping to reduce downtime for mining operations.

The new Cat D11 XE dozer will also be unveiled at the show, which Caterpillar says is the world’s largest, most powerful and most efficient electric drive dozer with high drive. A new Cat D10 dozer will be exhibited alongside it which provides up to 4% less fuel consumption than the previous model.

Read the full press release at www.oemoffhighway.com/21509250.

The new Cat D10 dozer offers up to 4% less fuel consumption than the previous model.

OEM Off-Highway | AUGUST 2021

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MINEXPO 2021 oemoffhighway.com/21533279 DORAN

Petro-Canada Showcasing Mining Fluids and Greases

The Doran SmartLink One-Click TPMS tablet can be used by technicians to wirelessly capture digital tire data.

Doran Displaying Latest Tire Monitoring Solutions for OffRoad Equipment South Hall Booth #27633 Doran will display its most recent innovations in tire monitoring systems technology for the off-the-road (OTR) market during MINExpo 2021.

“Doran offers multiple tire monitoring systems solutions for off-the-road equipment of all shapes and sizes,” stated Lee Demis, Vice President of Business Development for Doran Manufacturing. “We have designed and built world class technology around our patented OTR pressure and temperature sensor to provide customized and value-added solutions for OEMs, dealers/distributors and mine operators around the globe.”

Depending on customer require-

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ments, Doran offers TPMS (tire pressure monitoring systems) solutions that range from basic, stand-alone systems, to customized, fully-integrated J1939 CANbus technology for equipment OEMs and third party telematics providers.

Doran TPMS provides real-time, accurate tire pressure and temperature data, including critical low pressure and high temperature alarm notification. Patented Doran OTR tire pressure/ temperature sensor technology is designed to function properly when liquids and chemicals are present inside the tire.

Read the full press release at www.oemoffhighway.com/21545080.

PETRO-CANADA LUBRICANTS

North Hall Booth #123 HollyFrontier Lubricants & Specialties will be exhibiting its range of Petro-Canada Lubricants fluids and greases at MINExpo 2021.

The company’s complete line of products for the mining industry, including Petro-Canada Lubricants DURON heavy-duty engine oils, HYDREX hydraulic fluids and PRODURO transmission drivetrain oils will be exhibited at the event. Delivering superior protection to help make mining operations more efficient, Petro-Canada Lubricants products reduce unplanned downtime and improve equipment reliability.

Among the other products on display will be an automatic lubricator as well as the company’s PEERLESS 3 Moly 322 which is formulated for the protection of low speed, severe heavy-duty applications where high temperatures and heavy loads are common.

Read the full press release at www.oemoffhighway.com/21545241.

The GREASE-N-GO automatic lubricator provides consistent protection for equipment by delivering the right amount of lubricant at the right time.

WIKA

WIKA Introduces New OEM Pressure Sensor for Off-Road Machinery South Hall Booth #27712 WIKA has introduced the MH-4 pressure sensor for OEMs in the off-road equipment industry. It has been tailored to meet the needs of a wide spectrum of applications in extreme conditions.

The MH-4 measures continuously with an accuracy of up to ≤ ±1.0% FS. Tests on the electronics returned a load cycle stability of 100 million cycles and a long-term drift of ≤ ±0.1% FS over the entire life cycle. The sensor withstands pressure spikes in hydraulic systems with up to three times overload safety, vibrations up to 40 g and mechanical shocks of up to 100 g. Furthermore, it is designed to withstand rapid temperature changes between -40 and 125 C (-40-257 F) and electrical field strengths of up to 100V/m.

Read the full product description at www.oemoffhighway.com/21545078.

The MH-4 measures continuously with an accuracy of up to ≤±1.0% FS.

The EARTHMAX SR 468 is the largest BKT has produced to date, and is designed for rigid dump trucks.

BKT

BKT Produces its Largest Tire for Rigid Dump Trucks Central Hall Booth #4457 BKT has developed its largest tire to date, the EARTHMAX SR 468. The tire is designed to fit out rigid dump trucks. A prototype of the tire was produced in November 2020 in size 40.00 R 57, and is undergoing testing worldwide with BKT engineers.

The 57 in. (144.8 cm) tire is one of several radial tires in the EARTHMAX range which features an all-steel structure for improved durability in harsh operating conditions. The tire’s casing design also protects it from damage. A feature of the EARTHMAX SR 468 is the special tread design and the compound, created to limit heat generation. The E-4 depth of the tread provides extreme resistance in highly challenging conditions, as well.

“A giant product has been created which will now be subject to the most rigorous testing... until we are sure we have achieved the highest possible level of quality and reliability, as always. Only when we are absolutely sure we can offer our users the best EARTHMAX SR 468 possible, will we officially launch the new 57 in. giant,“ said Dilip Vaidya, President and Director of Technology at BKT. | Read the full press release at www.oemoffhighway.com/21201002.

AD INDEX

Head to the Web Find more MINExpo related news and product launches, as well as mining industry news on our dedicated MINExpo channel at www.oemoffhighway. com/minexpo-2021.

Some of the best views of MINExpo come from climbing up onto the equipment.

S. JENSEN

Advertiser

Page #

BKT USA, Inc......................................................... 17 Briggs & Stratton.................................................... 2 Danfoss...............................................................2-3 Eberspacher Climate Control Systems..................... 9 ENM Company...................................................... 27 HYDAC.................................................................. 36 MINExpo................................................................ 7 Omni Powertrain.................................................. 23 Webasto Thermo & Comfort North America, Inc............................................... 13

OEM Off-Highway | AUGUST 2021

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OFF-HIGHWAY HEROES oemoffhighway.com/21551345

IMAGE FROM R. G. LETOURNEAU HEAVY EQUIPMENT: THE MECHANICAL DRIVE ERA 1921-1953, BY ERIC C. ORLEMANN

LeTourneau sold the Mountain Mover to an Eph Hahn in 1926.

Here it is, sporting modifications made by the Hahns, including solid steel front wheels in place of the original spoked wheels and lowering the framework above the scoop to make it easier to transport.

The Mountain Mover

R. G. LeTourneau’s development of a scraper with two bowls, one moving back and forth within the other in a telescoping motion, increased earthmoving capacity.

by Thomas Berry, Archivist, Historical Construction Equipment Association

A

s was noted in the previous issue, R. G. LeTourneau was not a man to rest on his laurels. Rather, one innovation led to another and another throughout his prolific career as an inventor.

The previous issue discussed his initial breakthroughs in the design of tractor-drawn scrapers (learn more, 21508912). Shortly after developing the improved Gondola version in 1922, he set to work again to address additional limitations in his existing concepts.

The Gondola—for its efficiencies of a floor to carry much of the weight of the load and welded construction to reduce dead weight and increase capacity—had a problem in the basic design of its “scoop.” Its ability to pick up a load depended on the nature and movement of the material entering the scoop and the pulling power of the tractor. When empty, loading was fairly easy if the material allowed it to be.

But as the scoop filled, loading became more difficult because the material tended to rotate clockwise with new material being forced up the front of the load. Loading stopped when the resistance of these dynamics in the scoop overcame the tractor’s tractive effort, resulting in a stall if the tractor operator did not stop loading soon enough.

Even in the early 1920s, LeTourneau’s

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OEM Off-Highway | AUGUST 2021

principle that the basic limitation of earthmoving was never the size of the project but rather the equipment being too small was apparently at work.

He wanted a scraper of substantially higher capacity, but recognized there was only one practical way to do it. A scraper that was longer would face the same problem of physics in the scoop; a wider scraper would be cumbersome and excessively heavy due to necessary bracing; and a more powerful tractor would needlessly add to the contractor’s cost of ownership and operation.

His solution was a scraper with two bowls, one moving back and forth within the other in a telescoping motion. The welded design he was already using made this possible, as riveting would have made for too much bulk.

The telescoping motion allowed for the smaller, inner scoop to be loaded first, and then it was drawn back and

the outer scoop was loaded with the payload in the inner scoop serving as a back wall. It unloaded in the same fashion, with the inner bowl being returned to loading position.

LeTourneau built this scraper, which he called the Mountain Mover, in the summer of 1922. Its total capacity was a massive, for the time, 12 cu. yd. (324 cu. ft.). He filed a patent application for it that September, and patent 1470853 was awarded the next October. Only one Mountain Mover was built, and it is now on display as an American Society of Mechanical Engineers Historical Mechanical Engineering Landmark on the campus of LeTourneau University in Longview, TX. LeTourneau continued using the telescoping bowl concept for many of his subsequent scrapers, including some of his gigantic electric-drive machines of the 1960s.|

The Historical Construction Equipment Association (HCEA) is a 501(c)3 non-profit organization dedicated to preserving the history of the construction, dredging and surface mining equipment industries. With over 3,800 members in over a dozen countries, activities include publication of a quarterly educational magazine, Equipment Echoes, from which this article is adapted; operation of National Construction Equipment Museum and archives in Bowling Green, OH; and hosting an annual working exhibition of restored construction equipment. The 2022 show will be September 16-18 in Bowling Green, OH. Annual individual memberships are $35.00 US within the USA and Canada, and $55.00 US elsewhere. HCEA seeks to develop relationships in the equipment manufacturing industry, and we offer a college scholarship for engineering and construction management students. Information is available at www.hcea.net, by calling 419-352-5616 or e-mailing info@hcea.net. Please reference Dept. OEM.

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