OEM Off-Highway March/April 2022

MARCH/APRIL 2022

IMPROVED OBJECT DETECTION AND SAFETY Technology advancements are better enabling machines to see their surroundings. PAGE 10

DRIVETRAINS Advancements in tracks and tires improve machine performance and operator experience.

PAGE 16

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CONTENTS

VOLUME 40, NO. 2 | MARCH/APRIL 2022

FEATURES 8

News Briefs: Oshkosh Defense eJLTV

Oshkosh Defense Unveils Hybrid-Electric JLTV The eJLTV will have extended silent watch, enhanced fuel

economy and more exportable power for military operations.

ews Briefs: Danfoss Autonomous Controller N 9 N ew Danfoss Machine Controller Eases Autonomous Vehicle Development

Danfoss Power Solutions has developed a new machine

ON THE COVER Cover Story: Electrical & Electronics

10 Improved Safety Through Object Detection Technology advancements are enabling machines to see surroundings to improve heavy equipment applications safety.

IN EVERY ISSUE Editor’s Note

4

An Industry of Innovation

Equipment Market Outlook

6

A Calmer Year Ahead

Off-Highway Heroes

35 LeTourneau’s Tournapull Attachments Online Exclusives www.oemoffhighway.com Cummins Unveils Fuel-Agnostic Engines The company’s B-, L- and X-Series engine portfolios will be designed on a common platform that allows use of various fuel types.

Is Long-Term Growth in Ag and Construction Sustainable?

While the global economy remains firmly on track to expand in 2022, a number of challenges are poised to serve as obstacles.

Video: Hydrogen Engines Gaining Ground Development of hydrogen fueled engines is increasing due to its potential to reduce emissions in heavy-duty applications.

February 2022 Equipment Market Outlook

Stay up-to-date on heavy-duty equipment market trends and be prepared for the remainder of 2022. This report has top industry information and insights in an easy-to-read infographic.

3

OEM Off-Highway | MARCH/APRIL 2022

controller to aid development of autonomous machines.

Drivetrain System: Tracks & Tires

16 A dvancements in Tracks and Tires Improve Machine Performance and Operator Experience

Track and tire designs continue to evolve to meet ever-changing customer and off-highway equipment requirements.

lectrical & Electronics: Autonomous Systems E 18 E xcavator Automation Reaches Next Level

Excavator automation technology reduces demands on operators and simplifies their ability to achieve desired results.

Engine System: Aftertreatment

21 A ftertreatment System Designs Will Evolve to Meet Customer and Emissions Requirements Stringent emissions

regulations and customer needs will bring about the need for new aftertreatment system technologies.

Drivetrain System

24 Propane Autogas vs. Battery Electric Drivetrains

Propane and electric vehicle drivetrains are different in design but offer benefits when used in the appropriate duty cycles.

Electrical & Electronics: Telematics

27 OEM Construction Equipment Telematics Evolves Open systems, shared standards, satellite and intelligence are driving new construction equipment business models.

Electrical & Electronics

30 Compact Battery Electric Machines Gain Ground

While not yet mainstream, battery-electric compact machines prove they are here to stay.

Fluid Power Systems

32 Pre-Compensated Valve Platforms Compact pre-compensated valve platforms provide plug-andplay solutions for OEMs.

EDITOR’S NOTE

An Industry of Innovation

I

’ve said it before and I’ll say it again, it never ceases to amaze me the amount of innovation which takes place in the heavy equipment design and engineering industry. In recent weeks and months, several industry awards have been given out honoring technology advancements in the heavy equipment industry, particularly those for agricultural equipment.

While the international agriculture event Agritechnica is not taking place in 2022, organizers of the show still gave out its annual innovation award, as well as two other awards. New for 2022 is an award specifically honoring concepts aimed at helping improve productivity for farmers, as well as sustainability efforts within the industry.

The annual ASABE AE50 were also recently given out, highlighting advancements in agriculture equipment and technology. Like the Agritechnica awards, it aims to honor some of the most innovative designs that have been developed to help improve operations for farmers.

With awards like these, not only does it provide a means of honoring the hard work of those developing the technologies, but also shines a light on just how much technology continues to advance in the heavy equipment industries. While often seen as dirty and behind technologically compared to other industries which might get more media attention, this is clearly not the case and awards programs like these are a great way to signify that.

And for me, getting to cover awards programs provided insight into all the great things going on in the industry, while also providing an opportunity to learn about technologies I might not have otherwise learned about. That has always been something I’ve greatly enjoyed about writing for this publication, the amount of learning there is. It’s never ending, and something that as I wrap up my final issue with the publication, is something I will always appreciate about this industry.

On that note, I want to thank this industry and our audience for always being so informative and fascinating to write about, and I look forward to seeing what innovations are yet to come.

We want to hear from you!

What have been some of the most innovative technologies you’ve encountered in the past year? What new innovations do you see on the horizon? Let us know!

editor@oemoffhighway.com @OEMEditor

4

OEM Off-Highway | MARCH/APRIL 2022

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Printed in the U.S.A. Volume 40, No. 2, March/April 2022

EQUIPMENT MARKET OUTLOOK

Sponsored by Eberspächer

A CALMER YEAR AHEAD

A

fter a year of ups and downs, markets are expected to slow in 2022. Indicators show that the John Deere labor strike played a part in the 2021 fourth-quarter contraction in U.S. farm machinery and equipment shipments.

Looking ahead, data indicates some markets will likely be affected by the conflict in Ukraine and manufacturers will continue to invest in alternative energies.

While some U.S. industrial production is expected to slow, potentially impacting margins, certain production verticals, such as heavy-duty truck production, are expected to increase. Nonresidential new construction is also slated to rise.

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• U.S. industrial production in the three months through January was 4.6% above the same three months one year ago. The quarterly growth rate will likely move generally lower throughout 2022.

• Growth in 2022 will be at a slower pace than in 2021. As such, it will be important for producers to ensure they are maintaining margins as well as growing revenue.

15.0% Annual % change in 3 month moving totals

10.9%

9 7.2%

6

5.4% 4.7%

4.8%

4.6%

4.6%

3

0

Jun ’21

Jul

Aug

Sep

Oct

101.0

Actual index (2010=100)

100.8 100.6

100.5% 100.4%

100.4

100.3% 100.2%

100.2

100.1% 100.0%

100.0

99.9%

99.6 99.4 99.2 Jun ’21

Jul

Aug

Nov

Dec

Jan ’22

Sep

Oct

Nov

Dec

Jan ’22

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

• Fourth-quarter U.S. private nonresidential construction came in 7.1% above the fourth quarter of 2020.

• Nonresidential construction in 2022 will benefit from macroeconomic strength in 2021; rise is expected this year.

8 7 6 5 4 3 2 1 0 -1 -2 -3 -4 -5 -6 -7

100.0%

99.8

U.S. Private Non-Residential New Construction

U.S. Industrial Production

12

• The U.S. OECD leading indicator moved lower to start the year; the monthly rate-of-change also declined in January.

• The indicator is suggesting a near-term transition to slowing growth for the industrial sector.

0

QUESTIONS?

15

U.S. Leading Indicator

7.1% 5.3%

U.S. Total Public New Construction • U.S. total public new construction in 2021 contracted 4.2% from the 2020 level.

• Over the same period, U.S. construction materials and components producer prices rose 17.7%, suggesting the contraction in construction activity was more severe than was indicated by dollar-denominated construction.

Annual % change in 12 month moving totals

0

-1 -1.3%

3.0%

-2 0.6% -2.6%

-3 -3.3%

-1.9% -3.6%

Annual % change in 12 month moving totals

-3.7%

-4

-3.9%

-3.9%

-4.0%

-4.2%

-5.0% -7.0%

May ’21

Jun

Jul

Aug

Sep

Oct

Nov

Dec

-5

May ’21

Jun

Jul

Aug

Sep

OEM Off-Highway | MARCH/APRIL 2022

Oct

Nov

5

Dec

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 in 2021 came in 4.7% above the 2020 level. However, the fourth quarter came in 11.7% below the fourth quarter of 2020.

• Fourth-quarter contraction can be attributed to the John Deere labor strike, as well as material shortages.

20

20

Annual % change in 12 month moving totals

16.4%

15.6%

• Europe agricultural and forestry machinery production in 2021 came in 15.1% above the 2020 level. Production is in a slowing growth trend.

• Production is at a post-Great Recession high.

Production rise is likely to persist, though at a slowing pace.

16.2%

15 12.9%

14.6%

14.6%

Monthly index

101.25 16.0%

14.8%

15.3%

15.1%

13.7%

101.00

100.9

101.0

101.1

101.0

101.0

100.9

100.9

100.75

12.0%

100.8

100.50 10

10

• The Europe leading indicator raw data and monthly rate-of-change declined mildly in January.

• Businesses in Europe will likely need to contend with high energy and commodity prices as the conflict in Ukraine continues.

101.50

Annual % change

15.8%

15

Europe Leading Indicator

100.25

8.4%

100.00

6.1% 4.7%

5

99.75

5

99.50 99.25 0

0

May ’21

Jun

Jul

Aug

Sep

Oct

Nov

Dec

May ’21

Jun

Jul

Aug

Sep

Oct

Nov

Dec

0

Jun ’21

Jul

Aug Sep Oct Nov Dec Jan ’22

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 • Production in the 12 months through January came in 24.0% above the same 12 months one year ago.

• Elevated surface trade between the U.S., Canada, and Mexico bodes well for production, as increased trade points to higher demand for heavy-duty trucks. The supply of inputs and labor will determine the industry’s ability to meet demand.

25

24.0%

Annual % change in 12 month moving totals

20.9%

20

22.0% 20.7%

19.2%

20.5%

China Diesel Bus Production • China large diesel bus production in 2021 totaled 21,772 units, 8.6% above 2020 production, but 31.8% lower than the 2019 level. Production for the fourth quarter came in 4.2% below the fourth quarter of 2020, suggesting the current accelerating growth trend will be brief.

• China is investing heavily in alternative fuels for buses; this was showcased during the Winter Olympics by the hundreds of hydrogen-powered buses used to transport athletes and visitors. Further investment in alternative fuels could limit demand for traditional diesel buses.

10

8.6%

5

20.7%

2.6%

0

16.7%

• Germany industrial production for the fourth quarter came in 2.0% below the fourth quarter of 2020.

• The halting of the Nord Stream II pipeline will likely keep energy prices high in Germany. The elevated cost of living could hinder consumers’ discretionary purchases.

25 20

Annual % change in 3 month moving totals

19.7%

20.7%

-0.3%

-5

15

3.0%

Germany Industrial Production

15

-5.9%

-10 10

-14.9%

-20 5

0

10.6%

10

-15

6.4%

-19.0%

5 2.4%

-25 Annual % change

-30 Jun ’21

Jul

6

Aug

Sep

Oct

Nov

Dec

Jan ’22

-35

-32.7%

May ’21

OEM Off-Highway | MARCH/APRIL 2022

Jun

Jul

Aug

Sep

Oct

Nov

Dec

0 -5

-0.3%

May ’21

Jun

Jul

Aug

Sep

Oct

-2.3%

-2.0%

Nov

Dec

U.S. Construction Machinery, New Orders • U.S. construction machinery new orders in 2021 came in 27.9% above the 2020 level.

Slowing growth is likely to characterize 2022.

• The federal infrastructure package may pose some opportunity for new orders, but upside in 2022 will be limited due to the long lead times typical of large infrastructure projects.

Annual % change in 12 month moving totals

35

29.1%

30

27.9%

2

-9.8%

15 -20

-48.1%

Jun

Jul

Aug

Sep

Oct

Nov

Dec

Jun ’21

-8

-40.2%

Jul

Annual % change in 12 month moving totals

Aug

-3.6%

-6

-31.0%

-40 -50

-4

-21.0%

-30

5

-1.3%

-2

-10

10

0.5%

0

0

20.5%

May ’21

Annual % change in 12 month moving totals

14.3%

1.9%

16.4%

0

6 4

20 10

22.4%

20

28.5%

• U.S. defense capital goods new orders in 2021 came in 4.4% above the 2020 level.

• Ongoing international conflict poses a risk to the outlook for limited upside potential for new orders this year; escalation would likely lead to increased investment in the defense sector.

4.4%

30.3%

25.2%

25

• The North American rotary rig count averaged 643 in the 12 months through January, rising 28.5% above the year-ago level; the rig count is at roughly 50% of the prior peak level.

• Oil prices broke above $90 per barrel in recent weeks, which could encourage drilling.

30 31.3%

U.S. Defense Industry, New Orders

North American Rotary Rig Count

Sep

Oct

Nov

Dec

Jan ’22

-10 -12

-8.8%

May ’21

-8.8%

Jun

-10.3%

-10.1%

Jul

Aug

Sep

OEM Off-Highway | MARCH/APRIL 2022

Oct

7

Nov

Dec

NEWS BRIEFS: OSHKOSH DEFENSE EJLTV

Oshkosh Defense Unveils Silent Drive Hybrid-Electric JLTV The eJLTV will provide extended silent watch, enhanced fuel economy and increased exportable power for various military operations. By Sara Jensen

Designed to protect and improve operations The eJLTV is based on Oshkosh Defense’s JLTV platform. According to George Mansfield, Vice President and General Manager of Joint Programs at Oshkosh Defense, the company is using commercially-available components and technologies for the hybrid electric vehicle. “We use an integrated motor generator and high-voltage energy storage system as part of the

8

OSHKOSH DEFENSE

O

shkosh Defense has unveiled its first silent drive hybrid-electric Joint Light Tactical Vehicle (JLTV), which it is calling the eJLTV. The vehicle is designed to provide the U.S. Army and U.S. Marine Corps with the same performance as the traditional JLTV but with the ability to drive silently.

In addition, the company says the eJLTV will provide extended silent watch, enhanced fuel economy and increased exportable power for use in combat as well as reconnaissance operations.

“For many years, we’ve been developing, testing and evolving hybrid-electric variants of our heavy- and medium-duty tactical wheeled vehicles,” said John Bryant, Executive Vice President for Oshkosh Corporation and President of Oshkosh Defense, in the company’s press release announcing the new vehicle. “Now, with the eJLTV, we’re offering our military customers an affordable way to electrify their light, tactical-wheeled vehicle fleet without compromising the off-road performance or superior protection necessary in combat operations.”

The eJLTV is built upon the JLTV platform and utilizes commercially available products.

powertrain, while the same engine and transmission are retained,” he said.

Oshkosh Defense said that highlights of the eJLTV include: • Maintaining the performance and protection of Oshkosh Defense JLTV • Improving fuel economy by more than 20% • Providing battery capacity of 30 kWh with opportunity for growth • Eliminating the need for a towed generator by providing export power capacity of up to 115 kW The eJLTV uses a lithium-ion battery, which can be recharged via the diesel engine while the vehicle is in use to help ensure power is available whenever needed. The battery can be fully recharged within 30 minutes, assuring little downtime for military personnel who may need to maneuver quickly from one location to another.

The recharging capability also elimi-

OEM Off-Highway | MARCH/APRIL 2022

nates the need for charging infrastructure, one of the biggest challenges for the military to fully shift to electrification. Not only is it a large investment to install charging infrastructure, but the ability to do so in the often remote locations in which the military operates can be difficult. There is also the question of what to do with the charging infrastructure if an encampment needs to move to a new location.

Also challenging is the fact the vehicle may not be able to make it back to the base in the time needed for recharging. With the battery’s ability to be recharged while the eJLTV is in motion, these hurdles can more easily be overcome until other, possibly portable, recharging solutions can be developed. The U.S. Army plans to initiate a recompete for the JLTV program this year, for which Oshkosh Defense has been a supplier since 2015. |

NEWS BRIEFS: DANFOSS AUTONOMOUS MACHINE CONTROLLER

New Danfoss Machine Controller Eases Autonomous Vehicle Development Danfoss Power Solutions sees many benefits to the use of autonomy, and as such has developed a new machine controller to aid development of autonomous machines.

DANFOSS POWER SOLUTIONS

By Sara Jensen

D

anfoss Power Solutions is continuing to grow its autonomous technology solutions. The company recently introduced its PLUS+1 XM100 autonomous machine controller, which aims to ease development of autonomous off-highway equipment for OEMs. The new controller enables integration of Level 3 autonomy capabilities.

Caleb Van De Stroet, Senior Technical Sales Engineer, Autonomy, Danfoss Power Solutions said during a recent webinar hosted by the company that this is the first autonomous controller Danfoss has released. He said it features a powerful CPU that is up to 10 times more powerful than the next closest Danfoss controller.

Inertial measurement unit (IMU) and GNSS receivers are integrated into the controller to enable machine location to be identified. An ethernet connection allows the connection of lidar sensors, while several CAN ports are included for radar and other sensors.

Built-in technology reduces development time The new controller can be paired with Danfoss’ autonomous control library, which can help OEMs speed up the design process and time to market for their autonomous machines. Several blocks of information are included within the autonomous control library,

Off-highway applications provide a solid use case for autonomy, due to the controlled environments in which most machines are used.

which Danfoss has been working on for several years. These include positioning, navigation, perception and partner blocks. The various blocks can be stitched together to develop autonomous vehicle systems, which Van De Stroet said helps OEMs reduce their time to market.

Functions and features an OEM will want to integrate into its autonomous system, such as path following and obstacle avoidance, are built into these blocks. An OEM will have complete control over how they design their system and can make software updates when they choose. Van De Stroet said Danfoss’ goal is to reduce the workload for design teams 80% by including most general work functions and use cases of off-highway machines. He said this allows OEMs to focus their attention on the specific functions and features of their equipment.

The company has already put several thousand hours of research and development into the autonomous control library and will continue making further investments to advance the software to meet industry needs.

For ease of use, many of the blocks can be dragged and dropped within Danfoss’ PLUS+1 software. Each block contains the communication and controls to interact with and control components on a machine, which will then allow autonomous functionalities.

Van De Stroet said the company has also already begun development of its next controller, the XM200. It will be a more advanced controller with machine learning and vision computing capabilities. For the future, he said the company is already starting to scope its perception and vision controller.

This hardware unit will enable full autonomy and vision analysis. |

OEM Off-Highway | MARCH/APRIL 2022

9

COVER STORY: PROXIMITY DETECTION AND SAFETY SYSTEMS

Improved Safety Through Advancements in OBJECT DETECTION LEICA GEOSYSTEMS, PART OF HEXAGON

Technology advancements are better enabling machines to see their surroundings to improve safety in heavy equipment applications.

By Sara Jensen

S

afety is vital for those working on construction sites, mines, farms and other applications, in which heavy-duty off-highway equipment is utilized. As machines have become larger, and manufacturers move further toward automating systems and machines, the need to detect objects and improve overall safety has increased.

Advancements in sensors and other components used in various types of safety systems are improving detection capabilities and alerting machine operators when there may be a person, animal or inanimate object in their path. This capability will be particularly important as machines become more automated because they will need to be able to see their surroundings and know they are traveling a safe route.

New technologies improve detection capabilities GPR Inc. has developed ground positioning radar (GPR) technology to aid with assisted driving and autonomous capabilities in a variety of vehicles and equipment. Unlike GPS and lidar,

10

Using its collision avoidance system, Lecia Geosystems can program geofenced obstacles and no go zones in two dimension to protect environmental green zones or any general temporary avoidance zones.

which provide information on the sky and surfaces around a machine, GPR’s technology captures subsurface data.

This data can then be used to enhance a vehicle or machine’s capabilities in various ways, said Tarik Bolat, CEO of GPR Inc., which is working with some of the largest automakers in the world.

Data is captured by ground penetrating radar developed by GPR, which is placed underneath the vehicle or piece of equipment. Bolat said it has a completely different design from forward-facing radar technology used today. As the radar is driven over the ground, it captures reflections and gathers information on aspects such as soil type and density, utility infrastruc-

OEM Off-Highway | MARCH/APRIL 2022

ture, concrete and more. “That basically creates a very rich fingerprint we can derive a lot of important information from,” Bolat said.

He said the cornerstone application for this technology is vehicle positioning. It can tell a vehicle or machine where it is located at a centimeter level, regardless of anything that might be happening on the surface over which the vehicle is traveling. Things can change on the ground’s surface which can cause issues for vehicle positioning but the subsurface stays intact, including in different weather conditions.

The GPR technology could also be used on construction equipment to help verify what might be under-

CONTINENTAL

Continental is bringing together its camera and sensor technologies to further enhance visibility for machine operators.

ground before digging begins, ensuring there are no obstacles in the way.

Bolat said the radar technology GPR utilizes is at a lower frequency than what is used on passenger cars or other applications, which is typically around 77 GHz. This provides a larger wavelength to go deeper under the Earth’s surface and see through objects that would otherwise be very reflective to other radar technologies. GPR’s sensor is able to see about 10 ft. (3 m) down, depending on the environment.

Visibility around a vehicle is vital to ensuring safety. Attempting to pass an agricultural vehicle can be potentially

dangerous, especially when that vehicle is trying to leave the road. As such, Continental developed a left-turn assist technology for agricultural equipment that will help machine operators see any objects that may be on the left side of a tractor or other piece of equipment.

Using knowledge from development of a right-turn assist system for heavy trucks, the system is comprised of software, an in-house developed radar sensor and electronic control unit (ECU), which detect and communicate to the machine when an object may be in its path. The Continental-developed radar sensor is mounted on the

left-hand mirror of the machine to provide visibility along the left side of the machine and behind it from 200500 m (656.2-1,640.4 ft.). This enables earlier detection of any other vehicles that may be on the road coming up alongside the equipment than if the mirror alone was used.

The radar sensor is based on a 77 GHz technology and was originally developed for automotive applications, which ensures it meets high-quality standards, said Ulrich Roskoni, Head of Technical Product Design in the Special Vehicles unit of Continental’s Business Area Smart Mobility. For the turn assist system, a far-range radar is used, as it provides a wide field of view behind the machine onto which it is integrated. It uses the doppler effect to measure the relative velocity between a machine and an object. Roskoni says it uses frequency shifts to determine the speed and distance of surrounding objects which helps to ensure detection accuracy.

Signals are sent from the radar and reflected when they hit objects within the radar’s range. The time it takes the signal to leave the radar receiver, hit an object and return is called the time of light, said Roskoni, which provides a measurement for the distance of the object from a machine or vehi-

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OEM Off-Highway | MARCH/APRIL 2022

11

COVER STORY: PROXIMITY DETECTION AND SAFETY SYSTEMS

cle. Distance and velocity of nearby objects are tracked continuously by the system, which will also provide increasingly escalated warnings to operators in the machine cab to prevent potential collisions.

Though developed for agricultural equipment, Roskoni said it’s possible to use the left-turn assist system on

other types of off-highway equipment.

The company sees it benefitting large equipment such as excavators and mining trucks.

It is also being utilized in autonomous operations in underground mines and other applications, says Mario Branco, head of business development Off-Highway at Continental.

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OEM Off-Highway | MARCH/APRIL 2022

Technology comes together to improve safety Leica Geosystems, part of Hexagon, recently announced a partnership with Xwatch Safety Solutions to pair the companies’ safety awareness technologies to enable safer operation of construction equipment. Xwatch will be bringing its XW Series of safety systems to the partnership, which include dual height sensor limitation, and height and rated capacity indication (RCI)—also referred to as safe load indication (SLI).

“Essentially, these technologies prevent an excavator from lifting more than it is allowed, according to health and safety requirements or local legislation,” explained Dan Leaney, Director of Sales and Operation, Xwatch Safety Solutions Ltd. Leaney added, “Excavators tipping over because they are being used to lift heavy items is one of the biggest safety issues in the construction industry. In some parts of the world, such as the United Kingdom and Australia, there is a legal requirement dictating that once a chain or strap is put on the front of an excavator it is then considered a crane.

The machine is then subject to crane legislation, necessitating the use of a RCI.” The company also offers slew restriction systems and combinations of height, slew and RCI. For the collaboration with Leica Geosystems, Xwatch is integrating its XW4 height and slew system, as well as its XW5 height, slew and RCI technology with Leica Geosystems’ 2D and 3D machine control

and safety awareness solutions. With the integration of these systems, the operator is able to dictate how far right or left a machine swings with proportional hydraulic control.

Leaney says that while other systems do a hard stop, causing discomfort for operators and extra wear and tear on a machine, the Xwatch technology uses proportional control to slow down and gently stop at the predetermined height or swing limit.

He also notes a key feature of Xwatch’s technology is ensuring it’s easy to use for operators. “One of the key things we found over the years is if it is hard to use a safety system, the operators will not use it because it takes too long for them to set and move and then reset.”

Therefore, Xwatch has designed its systems to be very simple, with just four button pushes necessary. Leaney says the company’s hope is that by combining improved comfort with ease of use will better encourage operators to use the safety technology on a regular basis.

Xwatch’s height and slew system is being integrated with Leica Geosystems’ personal alert solution, the PA10 and PA80. These devices can communicate with anchors situated on heavy construction equipment and offer a range up to 50 m (164 ft.), enabling detection of personnel on a job site. A PA10 tag is worn by ground personnel which communicates with the anchors on the equipment to alert all parties if a

person is getting too close to a machine.

“We can set various zones around each anchor, which we refer to as close, near and far. Each one of these zones can provide an operator with a different type of warning within the machine,” explained Brad Mullis, Product Manager for Personal Alert Systems at Leica Geosystems, part of Hexagon. Ground per-

sonnel can also be alerted so they can take the appropriate steps to remove themselves from danger, as well.

Integrating Xwatch’s proportional height and slew control into Leica Geosystems’ personal alert solution adds an additional layer of safety on top of the audible and visual warnings already provided, says Mullis. “When

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13

COVER STORY: PROXIMITY DETECTION AND SAFETY SYSTEMS

a tagged person or object is within a pre-configured zone around the machine, the Xwatch technology is able to proportionately slow down and safely stop the machine.”

Leaney said that when danger is detected, the Leica PA10 tag will send a signal to the machine’s CANbus to essentially alert the Xwatch system to slow down and stop the machine’s movement. He said it’s a semi-automatic safety system, which uses two controllers, in addition to the CANbus to continuously communicate. Diagnostics are run 250 times a second with all components signalling they are still working. If within a short period of time there are no signals, the machine shuts down making it a fail-safe system.

Telematics can be used with the Xwatch system, as well so site operations and any possible safety issues can be monitored by site managers. They can also see what the safety settings

are and if proper procedures are not being followed, so appropriate training can be undertaken to correct any wrong or unsafe actions.

“Leica Geosystems sees safety awareness as a massive part of our current and future road maps,” said Mullis. “The road to autonomy cannot be completed without a machine knowing its surroundings and being able to work efficiently and safely.

“I think the collaboration and partnership between the companies enables us to fulfill our road map and accelerate our development, bringing safety and awareness on site to a new level.”

Camera integration brings additional opportunities Cameras have become more common on heavy-duty equipment as a means of improving safety, offering improved visibility around a machine. They are also being paired with sensors and oth-

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er safety solutions to further enhance detection capabilities—a trend which is only expected to increase in the coming years, especially as machines become more automated.

“I see in the future artificial intelligence cameras playing a major role in object detection,” noted Mullis. “However, with today’s technology, there are still many limitations to using cameras as a reliable standalone solution.”

Commonly used as part of lane-keeping systems, cameras offer the benefit of helping detect lane markings on the road and communicate to a vehicle it should not cross over those markings. However, GPR’s Bolat said a lane-keeping system is most useful when markings are ambiguous and there are times when the camera may get blocked or is unable to see the lane markings. By pairing the GPR technology—which is able to capture and provide consistent data— with the cameras, it can be assured lane markings and other surrounding information are seen and vehicles are kept on their correct course.

Roskoni said safety systems are typically either sensor- or camera-based, and there are advantages, as well as disadvantages, to both. While camera-based systems offer a visual of a machine’s surrounding environment, they also require operators to be watching an in-cab monitor. It can also be susceptible to lighting conditions and therefore not able to provide as clear a picture.

Sensor-based systems automatically monitor and alert operators without their involvement, helping ensure evasive maneuvers are taken to prevent an accident. These systems are also able to detect objects in any lighting conditions.

But when camera and sensor systems are combined, the benefits of both can be taken advantage of said Roskoni. The combined system can offer a clear picture of machine surroundings, as well as calculate the distance and speed of nearby objects.

Bringing these and other technologies together will aid with further

advancement of driver assistance systems, as well as making them able to actively engage with applications said Branco, all of which will be necessary as the world works toward increased machine automation.

Roskoni added there will be the opportunity to bring virtual and augmented reality to safety systems.

Continental is working on using augmented reality (AR) for its transparent chassis. A camera is mounted at the front of the vehicle or machine and through AR the image presented on the in-cab monitor is transparent, allowing operators to see through the machine to ensure they are not going to run over any objects.

Initially developed for passenger cars, Branco said Continental is working to bring the technology to off-highway equipment, as well. For instance, in agricultural equipment, creation of a transparent hood using this technology would help increase visibility at the front of the machine.

It could also be applied at the back of a machine so implements could be better monitored or on construction equipment such as an excavator.

This type of system is possible because technologies including Continental’s radar sensor, as well as its ProViu 360 surround view system and AR were combined. A system like this provides customers with additional functionality and value, said Branco, and better visibility of their surroundings.

The reliable perception of all objects in a vehicle’s surroundings is one of the major tasks in the field of automated driving, said Andree Hohm, Head of Autonomous Driving Program, Continental. Driverless systems in particular need to be able to cope with all situations because the driver is no longer there as a safety fallback.

Artificial intelligence (AI) will play a

XWATCH

Leica Geosystems, part of Hexagon recently announced a partnership with Xwatch Safety Solutions to pair the companies’ safety awareness technologies to enable safer operation of construction equipment. Xwatch will be bringing its XW Series of safety systems to the partnership which include dual height sensor limitation, and height and rated capacity indication (RCI)—also referred to as safe load indication (SLI).

major role because it will enable users to evaluate and react to numerous driving situations just like a person would. “Here we see enormous progress in the area of data management, high-performance computers and algorithms,” he said.

Demonstrable security of these

systems will be vital, as well. “There are numerous activities for the development of redundant paths, which also make it clear to an approval authority that the development of the driverless system meets all safety requirements and approval can therefore be granted,” concluded Hohm. |

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OEM Off-Highway | MARCH/APRIL 2022

15

DRIVETRAIN SYSTEM: TRACKS & TIRES

Advancements in Tracks and Tires Improve Machine Performance and Operator Experience Track and tire designs continue to evolve to meet ever-changing customer and off-highway equipment requirements.

BKT USA INC.

By Sara Jensen Use of radial tires are increasing in applications such as mining because of their combination of benefits like low-rolling resistance and improved traction.

T

racks and tires are an integral part of any heavy equipment design, as they ensure mobility and productivity. The wrong selection can greatly impede an end use customer’s ability to accomplish their work.

“Winning in the off-highway tire business is all about giving customers higher performance and lower total cost of ownership (TCO),” said Brian Sheehey, Vice President—Sales, Yokohama Off-Highway Tires America, Inc. (YOHTA).

As such, he said tire manufacturers are continually focusing their efforts on improving rubber compounds and tread patterns. Doing so can help ensure better performance in various applications, as well as improve comfort for equipment operators and minimize unplanned downtime.

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Combining features improves customer experience OEMs and their end use customers have a variety of requirements, including being able to travel over a wide range of terrain and withstand use in harsh operating environments, among other things. Track and tire manufacturers need to develop products capable of meeting this variety of needs.

Sheehey said YOHTA has been developing “hybrid” tread patterns, combining the best aspects of tread blocks from industrial and truck designs with the traction and self-cleaning advantages of various lug configurations.

Bringing these different qualities together into a single tire helps to ensure maneuverability and other performance factors. He said this hybrid tread pattern can be seen on the

OEM Off-Highway | MARCH/APRIL 2022

company’s Alliance 550 Multi-use radial, “where the blocks are laid out in a curved configuration, like self-cleaning tractor lugs flanking a dense centerline for more stability on the road.

“We are also becoming much more innovative in our use of sipes and stepped blocks, or lugs, for added traction, which are evident in the Yokohama RS02 radial snow tire for graders or the all-season performer, the Galaxy Mighty Trac ND skid steer tire,” Sheehey said.

He said increased interest in ergonomics and worker safety has also brought about an awareness of the effects sidewall and tread patterns can have on vibrations and other impacts.

According to Scott Holub, Manager – Technical Services at BKT USA Inc., there used to be a relatively even split between sales of radial and bias tires.

However, the company is seeing a shift toward more radial tire sales. Whereas bias tires tend to be used for more price conscious applications, he said radials offer lower rolling resistance, which leads to improved fuel economy, as well as improved traction and puncture resistance.

This combination of features can benefit a customer’s bottom line, which is vital in off-highway applications such as mining. Improved puncture resistance will help to reduce costly unplanned downtime. Holub said mine sites are getting larger, requiring equipment to travel longer distances.

Improving their fuel economy through lower rolling resistance can help to reduce fuel costs. In addition, he said the further a machine travels the more strain and heat placed on the tire.”

Sheehey also sees continued growth of radial tires in construction and industrial applications. He said they perform better than bias tires on machines with

hauls in excess of 100 yards or which spend a significant portion of their time on the road. “Radials, especially steel-belted or all-steel ones, minimize heat buildup and dissipate heat much better than bias-ply tires do, so they last longer,” he explained.”

In North America and Europe, he says YOHTA has seen greater adoption of radial tires on large agricultural equipment, as well as construction machinery in Europe. Although adoption of these tires in the U.S. and Canada for construction equipment has been slower, he believes it will increase in the coming years as customers see the benefits and there is increased pressure to perform in an economical manner.

What lies ahead for tire designs?

There are many areas tire manufacturers will continue to focus their design efforts, as well as evolving heavy

equipment design trends.

By integrating sensors into tires, manufacturers can track the entire life of a tire. Manufacturers and their customers can always know where the tire is and how it is performing. Sensors can also help to determine if any issues may arise so equipment fleets can be more proactive about maintenance and avoid unplanned downtime.

Industry megatrends, such as electrification and automation could bring about new requirements for tire designs, although it hasn’t yet brought about any demand for new tread designs or other features, Holub said.

According to Sheehey, electric powered equipment is heavier than its diesel counterparts, which tire manufacturers will need to keep in mind as they develop tires and electric equipment increases in the market.

“Electric motors also deliver a lot of

torque—and deliver it instantly—so a tire’s bead has to have outstanding grip and the sidewalls have to be reinforced to avoid excess deformation when that axle jumps into action.”

Gaffney and Smith said some electric equipment applications may require tracks to have thicker rubber, more surface contact and an adjustment to the lug-to-void ratios. Overall, they don’t foresee electrification and automation impacting rubber tracks’ performance.

“The biggest requirement of electrification is reduced power consumption of components (including tracks), since the energy source is limited by battery capabilities. For rubber tracks, this means reduced rolling resistance becomes a key focus.”

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OEM Off-Highway | MARCH/APRIL 2022

17

ELECTRICAL & ELECTRONICS: AUTONOMOUS SYSTEMS

CASE CONSTRUC TION EQUIPMENT

EXCAVATOR AUTOMATION Reaches NEXT LEVEL

Case Construction Equipment now offers OEM-fit 2D or 3D machine control technology on Case D Series excavators, simplifying the acquisition process.

Excavator automation technology reduces demands on operators and simplifies their ability to achieve desired results.

By Curt Bennink

M

any of the features on the most recent generation of excavators enable semi-automatic operation of critical functions. This increases operator efficiency and productivity.

“Grade control is quickly moving into the construction industry like a hurricane,” said Adam Woods, Manager of Innovation and Technology Integration, LBX. “Link-Belt recognizes this and has developed an integrated grading solution powered by Trimble Earthworks, called Link-Belt Precision Grade. The system works in unison and is seamlessly integrated into our proprietary hydraulic system, which is called Spool Stroke Control.

“Link-Belt Precision Grade was developed and launched for many purposes, but curbing the impending labor gap was one of them,” he continued.

“With more of the seasoned operator

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force retiring, the industry will see an increase in a younger generation coming in to fill those positions.” With this comes a need to educate, train and learn. This is where the integrated grading solution comes into the picture. “Taking new operators and getting them to productivity levels of seasoned operators in a matter of hours and/or days, Link-Belt Precision Grade looks to cut the learning curve to get customers productive and efficient as soon as possible.”

Automated features are a great tool for newer or less skilled operators. “It helps them maintain grade by aiding them once the bucket has reached grade and [allows them to] get the feel for it,” said Ryan Neal, Market Professional, Caterpillar Inc. “And for skilled operators, it is another tool in their belt. If they already understand reading the grade stakes and have a feel for

OEM Off-Highway | MARCH/APRIL 2022

depth and slope, this will only advance them in being more accurate for longer periods of time and help with operator mental fatigue.”

Automation aids accuracy

Standard Cat Grade with Assist automates boom, stick and bucket movements to deliver more accurate cuts with less effort. The operator simply sets the depth and slope into the monitor and activates single-lever digging.

“We offer our Cat Grade with Assist on most of our lineup, from the 313 to the 352, as standard,” Neal said. “It enables the operator to maintain grade and keep the operator more accurate and less mentally fatigued from digging on grade all day. We have a standard 2D solution for those who want to maintain a specific depth, as well as a 3D solution from the factory or from a SITECH dealer.

John Deere has simplified operation with SmartGrade technology. “We’ve equipped the 210G LC, 350G LC and 470G LC with SmartGrade to give operators at entry level of experience the ability to achieve grade quickly and confidently,” said Justin Steger, Solutions Marketing Manager, Site Development and Underground. “By controlling the boom and the bucket, this semiautomatic technology frees up the operator to concentrate on the arm function, resulting in fewer periodic grade checks every time. SmartGrade technology will make novice operators good and good operators great.”

Komatsu’s intelligent Machine Control (iMC) excavator allows the operator to focus on moving material efficiently while semi-automatically tracing the target surface and limiting over excavation. “Starting with our PC210 LCi-11, we’ve launched iMC 2.0,” said Andrew Earing, Product Manager for Tracked Equipment. “With iMC 2.0, we’re going to be offering the bucket hold control as well as optional auto tilt bucket control, two primary features that are going to

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Bucket Angle Hold and optional Auto-Tilt control are newer features on Komatsu iMC excavators. With Bucket Angle Hold, the operator sets the desired bucket angle and the system automatically maintains the angle throughout the grading pass.

Auto-Tilt control automatically tilts the bucket to the design surface and returns it to horizontal to unload.

Auto Tilt control boosts jobsite efficiency. “No longer do you have to move the machine every single time you want to make a finish grading pass,” said Earing. “You can now do that from one position and still grade the surfaces with very high precision.”

Auto grade assist makes it easier to hit grade. The operator moves the arm, and the boom adjusts the bucket height automatically to trace the design target surface. This allows the operator to perform rough digging operations without worrying about the design surfaces and to fine grade by operating the arm lever only.

As a first step toward automation, CASE Construction Equipment entered the realm of factory fit machine control with its D Series excavators earlier this year. You can now order and take delivery of a Case excavator with 2D or 3D

excavation system already installed and tested by the OEM. “What we are doing here is matching, installing and testing 2D and 3D systems from Leica Geosystems with Case D Series excavators up to the CX 350D,” said Nathaniel Waldschmidt, Product Manager - Excavators.

“It massively simplifies the acquisition process.

“Machine control has the ability to transform the productivity, efficiency and long-term profitability of excavators,” he continues.

“We’re now making the addition of machine control with excavators completely turnkey, allowing contractors to experience those benefits in an extremely seamless experience with their Case SiteControl Certified dealer.”

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Measurable productivity improvements Tests performed by several of the major excavator OEMs demonstrate impressive productivity enhancements when implementing semi-automated grade control functions.

“In a controlled planar slope grading test, we measured speed and accuracy for a novice and experienced operator in manual mode vs.

[John Deere’s] SmartGrade 3D control. The results were SmartGrade made the novice operator 90% more accurate and 34% quicker. It made the

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OEM Off-Highway | MARCH/APRIL 2022

19

ELECTRICAL & ELECTRONICS: AUTONOMOUS SYSTEMS

experienced operator 58% more accurate and 10% quicker,” said Steger.

Productivity and efficiency studies show gains that are hard to ignore.

“When we’ve done case studies in the past, we find anywhere up to 63% improvement in time,” said Komatsu’s Earing. “The reason we are able to get there is this technology greatly reduces

or even eliminates staking. Grading is much more efficient, and inspection can literally be done with this technology instead of having to bring somebody back out on site.” As-built verification can be performed by the excavator.

“Overall, the time savings are huge.”

The technology also greatly compresses the learning curve. “The days

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of waiting months and years for new operators to gain the skills required to cut accurate, precise grades are gone,” said Woods. “Months and years now become hours and days with the help of Link-Belt Precision Grade semi-autonomous Machine Control and indicate Machine Guidance systems.”

The technology shortens cycle times, as well. “By relying on the machine and system to do all of the exact calculations and thinking, the operator can get into the dig and out quicker by allowing the machine to do the fine grading function for them,” Woods explains. “With the system always staying on the operator’s correct depth and slope path, the function is completed more efficiently without guesswork.

“Productivity has been tested and studied to show improvements as high as 50%, depending upon the job application,” he notes. “Automation clearly takes the guesswork out of the task on the jobsite, allowing operators to focus on other things. Automation also enables jobsites to function without the need for additional surveyors and grade checkers within the working area. This vastly reduces the chances and risk of bystanders being injured during previously routine operations.” |

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OEM Off-Highway | MARCH/APRIL 2022

Cat Grade with Assist comes standard on most of the excavator lineup from the 313 to the 352. It enables the operator to maintain grade and accuracy with less mental fatigue.

Caterpillar offers a standard 2D solution for those who want to maintain a specific depth, as well as a 3D solution from the factory or from a SITECH dealer.

ENGINE SYSTEM: AFTERTREATMENT

AFTERTREATMENT SYSTEM Designs Will Evolve to Meet Customer and Emissions Requirements

The cross section of a compact, fully insulated Stage V/Tier 4 Final DOC+DPF+Mixer+SCR system.

DONA

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Increasingly stringent emissions regulations and customer needs will bring about the need for new aftertreatment system technologies. By Sara Jensen

A

ftertreatment systems have become an integral component of engines today due to the implementation of increasingly stringent emissions regulations. “In the last decade, aftertreatment systems used by our global OEM customers have become increasingly complex and more densely packaged,” said Korneel De Rudder, Development Manager, Europe at Donaldson Co. This increased complexity is necessary to meet the ever-tightening emissions standards being implemented in the U.S., Europe and other parts of the world he said. “As a result, there are more catalysts and sensors incorporated into a given package size,” De Rudder explains. “For many off-road machines, because under-hood space is limited, we need to be creative to fit these new components onto the machines–and the components need to be more densely packaged.”

Donaldson has focused on developing components and systems which allow for less “dead” volume JO

Engine manufacturers continue to advance aftertreatment and engine designs to meet current and future emissions regulations.

inside the afterteatment system. “With earlier generation systems, ‘dead’ volume was often used to increase the residence time of the DEF (diesel exhaust fluid; also called AdBlue), which enhanced its decomposition and mixing in the exhaust gas,” he said.

Determining how to develop and use the aftertreatment system is integral as well, said Alex Eden, Product Marketing Manager for Small Engines at Perkins Engines Co. Ltd. Manufacturers can choose to have a smaller diesel particulate filter (DPF) and larger selective catalytic reduction (SCR) or vice versa. They can also choose to focus their development efforts on the combustion system to make it a very clean system, which helps to reduce emissions and can help reduce the size of the aftertreatment system.

“You have to think of aftertreatment

as part of the entire system and take a systems approach that looks at satisfying the customer’s need for power, product, price and packaging, while also meeting emissions standards.

Mark Borst, Product Marketing Manager for Large Engines at Perkins Engines Co., said that when Tier 4 Final came into effect in the U.S., the company chose to include a DPF on its larger engines even though it was not required to meet the regulation.

The company felt including a DPF was beneficial for meeting the emissions regulation and allowed it to commonize its engines once the EU’s Stage V standard was put in place.

“OEM customers buying our engines, Tier 4 Final or Stage V, get the same installation. They know the size, they know the package, they know what they have to accommodate,” said Borst.

“Aftertreatment is just as integral to their machine as it is to our engine.”

Recent advancements in aftertreatment systems

HN

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Eric Hruby, staff engineer, Power Unit Development at John Deere, said that since the implementation of Tier 4 Final, the company has worked on advancing its aftertreatment system designs based on real-world experiences and customer feedback. “Our efforts have been focused on improving customer value in vehicle integration, visibil-

SY ST EM S

OEM Off-Highway | MARCH/APRIL 2022

21

ENGINE SYSTEM: AFTERTREATMENT

Auxiliary heating measures such as highefficiency electric exhaust heaters may be a method utilized to meet new emissions regulations.

HJS EMISSION TECHNOLOGY GMBH & CO. KG

ity, service life, product reliability and fuel consumption,” he said.

To help ease installation and improve visibility, the company has integrated the diesel oxidation catalyst (DOC) and DPF, as well as the SCR and ammonia oxidation catalyst (AOC) into a single module. Development of a compact DEF mixer is a key technology enabler, which allowed John Deere to achieve this more compact aftertreatment system design. In addition, the company was able to use an advanced SCR coating on high porosity substrates to improve SCR catalyst activity.

This reduced thermal mass and pressure drop to help broaden the operating temperature window for effective oxides of nitrogen (NOx) reductions in a smaller package said Hruby.

Improving the washcoat and substrate of the SCR over the years has benefited packaging of the aftertreatment. Doing so even by a small

percentage enables better engine system optimization by either increasing power for the same package size or decreasing package size to fit into compact machines, said Eden.

Combining the SCR and DPF functions into a singular SCR-on-Filter Substrate (SCRoF) is becoming more common as a means of meeting system packaging challenges said Gary Simons, Engineering Director, North America at Donaldson Co. Inc. “Because SCRoF substrates have higher porosity than DPFs and SCRs, they are more fragile.

Canning them requires careful management of the installation forces and the substrate mat holding pressures.”

As aftertreatment system packages get larger and more complex, De

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OEM Off-Highway | MARCH/APRIL 2022

Rudder also noted they tend to have more surface area.

This larger external surface can lead to heat rejection issues.

Proper insulation will become more critical and those designs will need to be refined.

DEF/AdBlue mixing is an important aspect of aftertreatment systems, as well, said De Rudder. “It is commonly expected the ammonia (NH3) uniformity requirements need to exceed 0.990 to meet emission standards. This level of performance is expected with little or no DEF/AdBlue crystallization.”

This crystallization is a recurring challenge with many aftertreatment systems he said. While some crystallization is possible, minimizing its occurrence and impact is the goal for all equipment manufacturers. De Rudder said the industry currently struggles with defining a specification for consistent testing of crystallization. However, Donaldson has developed its own test cycle to measure crystallization so it can apply appropriate mixer solutions to minimize its occurrence.

“Because it is more likely to generate crystallization/deposits during challenging duty cycles, at Donaldson we often recommend that mixers are designed to allow for effective function even during demanding duty cycles – rather than an unoptimized system that will result in a greater risk of deposits,” said De Rudder.

Compact, modular exhaust gas aftertreatment systems have become essential in the off-highway equipment industry said Klaus Schrewe, Head of Innovation and Strategic Product Management, HJS Emission Technology GmbH & Co. KG. This is due to the numerous applications within the industry that have their own unique needs and machine designs. Having a compact and modular design allows OEMs to place the engine and aftertreatment system in a way that best

fits the design of a piece of equipment without impacting operator visibility or machine performance.

“The range of user profiles in the NRMM (non-road mobile machine) area is much wider than in on-highway applications, from extremely long lowload operation to almost continuous full load,” said Schrewe. “ He said the company has used a simulation-based development cycle in combination with testing rigs to meet specific customer requirements. Doing so enables the company to develop systems with a high degree of maturity in a short amount of time even when the customer has complex requirements.

The Perkins 1706J engine features the same A6E4 ECM as is found on the 2406J, 2506J, and 2806J, helping OEMs better integrate the engines with their machines while also providing end users with optimum performance.

technologies, as well as improved selectivity of ammonia oxidation catalyst, DEF mixing and exhaust sensing technologies.” | Scan here to read more https://oemoh.co/56p34v

Further technology developments will be necessary “During the last 15 years, global emission regulations have evolved rapidly,” said De Rudder. “Because the industry rushed from one legislation to the next, this may have led to some over-engineering, with little time devoted to cost and product optimization.”

However, now there is more time being given between emissions regulations, which is better enabling the industry to optimize aftertreatment systems and harmonize between different platforms he said. OEMs too have been better able to focus their design efforts on optimized products and functionality instead of meeting tight emissions regulation deadlines.

Additionally, many in the industry see passenger car and heavy-duty on-highway standards merging at the EURO 7/VII level. “If, and when, this happens, there will be questions regarding how the next Stage/Tier off-road standards can be harmonized with the on-highway EURO VII limits,” said De Rudder and Simons.

In general, further technological developments will be necessary for aftertreatment system designs whether that be to meet customer requirements or future emission regulations.

Going forward, Hruby said John Deere sees a need in the industry for advancements in SCR catalyst

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OEM Off-Highway | MARCH/APRIL 2022

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DRIVETRAIN SYSTEM

PROPANE AUTOGAS Vs. Battery Electric Drivetrains

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Propane and electric vehicle drivetrains are different in design, but offer their own set of benefits when used in the appropriate duty cycles.

Contributed by Adam Wilkum, Director of eMobility, ROUSH CleanTech

W

e hear a lot about various alternative fuel vehicles. Just how different are vehicles fueled by propane autogas and those charged by electricity? We get into the details and explain the benefits of each.

From a drivetrain perspective, propane and electric vehicles are very different; however, each have their own benefits when used in ideal duty cycles. Propane-powered vehicles use an internal combustion engine, but since the combustion of the fuel does not produce the same level of harmful chemicals as diesel or gasoline, they do not require the complex engine aftertreatment to meet tailpipe emission standards. Electric vehicles use a high voltage motor and battery for propulsion; there is no engine required.

How the drivetrains operate A battery-electric vehicle operates when energy is stored in the form of direct current within hundreds of individual battery cells wired together in series within a large battery pack.

Some trucks may operate with a single battery pack, however, most use multiple battery packs to provide enough

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power for a usable vehicle range. When the operator uses the accelerator pedal, the high-voltage direct-current electric motor takes energy from the battery packs and transfers it into mechanical torque to move the vehicle forward. When the accelerator pedal is released or the service brakes are applied, the electric motor then reverses to act like a generator, which provides a source to recharge the high voltage battery packs. While the regen created by capturing this kinetic energy isn’t enough to fully recharge the batteries, it can provide for higher vehicle efficiency, increasing total vehicle range.

A propane-powered vehicle operates with liquid propane that is kept under relatively low pressure in a fuel tank and pumped to the engine via a fuel pump. While most of us generally think of propane as a gas, it is a liquid at -44 F (-42.2 C) or at pressures over 100 psi (6.9 bar). A liquid fuel system is much more reliable than a gaseous vapor system, because fuel pressure can be kept more constant and environmental factors like temperature and humidity have less of an effect on vehicle reliability. Once the liquid propane is pumped to the engine, it is

OEM Off-Highway | MARCH/APRIL 2022

injected into the combustion cylinder and fueled much like gasoline. This combustion creates force to turn the engine crankshaft, which is transferred to the vehicle transmission, then finally to the driveshaft and rear axle to propel the vehicle forward.

Fueling and charging Propane vehicles are fueled in a traditional sense, meaning the vehicle operator connects a fueling nozzle to the vehicle, which is connected to a pump that transfers propane from a large stationary tank into the vehicle fuel tank. At a rate of 8-10 gpm (30.337.9 lpm), fueling a propane vehicle takes about the same time as refilling a gasoline vehicle.

Obtaining and dispensing fuel is one of the major operational benefits of propane as a vehicle fuel, as it is easily transported from refineries to end user locations, it is non-toxic and non-carcinogenic, and it can be obtained for a relatively low cost — less than any other transportation fuel

No engine is necessary with electric vehicle drivetrains, which can offer benefits to the design of the vehicle and end use customers.

source. A typical entry level propane fueling station for a commercial fleet application is $5,000-20,000. Propane fuel providers may even include the price of the fueling infrastructure into the contracted price per gallon of the fuel, which makes the capital outlay of propane infrastructure one of the most affordable available to fleets — and allows for easy budgeting.

When it comes to electric fleet vehicles, each vehicle in the fleet will have its own dedicated charger to recharge the high voltage batteries at the end of a shift.

There are two ways to charge an electric truck, either with alternating current (AC) or direct current

(DC), otherwise known in the industry as level 2(AC) or level 3(DC). Level 2 charging is much slower at recharging the batteries than level 3, but can be obtained at a much lower cost.

It is up to each individual fleet owner to determine what level of charging is right for their fleet. For example, if a delivery service only runs their trucks one shift a day and the vehicles sit overnight for long periods of time, then level 2 charging can be a great low-cost solution for them. Level 3 charging infrastructure would be better suited in the case of a delivery operation with multiple shifts and relatively low vehicle downtime.

The cost of level 2 versus level 3 is significant based on current technology. Generally speaking, a fleet owner could expect to pay anywhere from $3,000-5,000 dollars for each level 2 charger; level 3 charging can be in excess of $50,000 per

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While propane-powered vehicles utilize an internal combustion engine, the combustion of propane does not produce the same level of harmful chemicals as diesel or gasoline which eliminates the need for complex aftertreatment to meet tailpipe emission standards.

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vehicle. The benefit of electric vehicle charging is the return on investment, as the fuel is paid for on a kilowatt hour basis, which costs a small fraction of a gallon of conventional fuels.

Emissions and costs Both battery electric and propane can offer great benefits for fleet owners when it comes to emissions and cost.

When you consider the spectrum of tailpipe emissions. Propane offers decreases over both diesel and gasoline, without the need for complex aftertreatment devices. Cost savings can be significant without a large upfront investment. On average, the cost of a gallon of propane is about half the cost of gasoline or diesel, while still offering a comparable vehicle driving range.

Plus, the incremental price of a vehicle equipped with a propane fuel system is only a small increase over comparable gasoline or diesel power options. Some

fleet managers report less than half the cost per mile with propane.

Another benefit is that with new renewable fuel options, propane can be considered a low carbon fuel and is eligible to receive monetary credits as part of the California and Oregon Low Carbon Fuel Standards. Some propane vehicle purchases are eligible for funding through the 2021 Infrastructure investment and Jobs Act, government grants and more.

Battery electric can offer the highest reduction in total vehicle tailpipe emissions because there is no engine, and no exhaust emitted from the vehicle.

This elimination of vehicle emissions is the major reason why there is such a high demand for electric vehicle adoption in the transportation industry.

Many non-governmental organizations and scientific groups believe that zero emission vehicles, when paired with renewable energy sources, can offer

the a reduction in greenhouse gas emissions and can have a positive impact on climate change. However, not all electric vehicles are charged using sustainable power sources; coal is often used to generate electricity. Fleet owners should consider their utility plans for power generation.

From a cost standpoint, electric vehicles continue to be very expensive to purchase; however, there are many funding programs available to offset their initial purchase price and charging infrastructure. If you subtract the upfront cost of charging equipment and vehicle cost, electric vehicles can be operated for as low as $0.15 cents per mile, compared to $0.70$1.00 per mile for diesel powered vehicles. | Scan here to read more https://oemoh.co/wsx4xv

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OEM Off-Highway | MARCH/APRIL 2022

TECHNOLOGY

OEM Construction Equipment Telematics Evolves

by Charles Rathmann

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onstruction equipment users and construction executives operating mixed fleets have struggled with original equipment manufacturer (OEM) proprietary telematics systems.

Executives responsible for a rental fleet or contractor fleet have had to choose between disjointed systems or try to port limited amounts of data into a solution from companies like Tenna, Fleetio or multiple multi-function software applications that also offer equipment telematics features like Assignar or HCSS. Yet the OEM telematics category is growing at a rate of about 15.6% annually. The capabilities of OEM and independent telematics systems have expanded to include not just location and maintenance codes, but productivity, safety, cost efficiency and compliance. This data is not used just to support the asset through a defined condition-based maintenance application, but must be usable by a broad spectrum of operational and analytics systems.

More open APIs Stock telematics solutions coming to market in the coming months and years will be more open as OEM vendors yield to the needs of the market.

Telematics solutions that don’t play well with other technologies will put OEMs at a disadvantage as their customers want to see equipment across a mixed fleet on a single pane of glass.

According to Adam Livesay, co-founder and chief commercial officer of Seattle-based internet of things (IoT) vendor Elevāt.IoT, equipment vendors are waking up, smelling the coffee and making their technology stacks more open to external systems.

“The biggest change I have seen in the last few years is companies being comfortable using software APIs,” Livesay said, referring to the application programming interfaces that enable various software and hardware solutions to communicate with each other across all industries. “If an OEM designs a system that has a proprietary control software or algorithm, that sets up barriers. A tree trimming company

using a piece of equipment may define utilization of a piece of equipment using that algorithm or telematics product differently than their competitor, or the same technology is used in a different application like street sweeping and productivity must then be captured in a different way.”

It becomes easier, according to Livesay, whose company goes to market through 20 fluid power system integrators that drive its technologies into new product development (NPD) value streams for about 300 OEMs, when this information can be exposed to external systems that can display it or use it in different ways.

“The Associated Equipment Manufacturers (AEM) standard for mixed fleets helps,” he said. “Now it is very common for them to ask us if we have a set of APIs. Yes we do. They ask how to interface with our APIs and we give them our documentation.”

This creates an open environment where the OEM can collect data per their requirements, their customer’s operator can use it to manage equipment and the data set can be exposed to other enterprise systems used across the customer environment or even across a multi-company digital construction workflow.

OEM New Product Development This shift though will primarily be felt in the NPD process and to a certain extent among equipment users as APIs become the plug-and play approach for systems integration, equipment end users to access data for their own purposes. Specific codes thrown by a piece of construction equipment may still, however, be proprietary and incomprehensible to third party telematics systems from companies like Tenna, Fleetio and others.

“We started seeing the shift about three years ago,” Livesay said. “In the

OEM Off-Highway | MARCH/APRIL 2022

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TECHNOLOGY

last 18 months, we started to have this type of collaboration. Now we are getting the next tranche of companies really starting to collaborate—ecosystem partners sharing information, sharing data, making it easier to get that proprietary data out. So in the next year to four or five years, connected machines getting access to other connected machines will become a lot easier and the data system a lot richer.”

A more collaborative NPD process, cheaper sensors and controls, affordable IoT cell connectivity and cloud architectures that are likewise more easily integrated all contribute to a telematics sector that will generate a more robust data set usable in more different ways.

“We will see more machine data coming off hydraulics systems and the machine itself, including from safety sensors on seatbelts and other components,” Livesay said. “We’ll see more

work information and productivity information being shared.”

According to IoTco Managing Partner and Chief Evangelist Mohamed Abuali, interoperability is becoming the watchword across multiple equipment classes and technologies.

“I think there is more openness now for all types of devices and things to interoperate and speak with a common language to the free world,” Abuali said. “You have these IoT platforms like PTC ThingWorx, Hitachi Vantara, as well as Siemens Mindsphere. I know they have approaches that can use open source drivers and languages like OBC UA or MQTT which is a messaging broker. All these IoT platforms support these open standards and protocols. My strong recommendation for future vehicle OEMs is to incorporate these standards. Hitachi for instance created an approach for their vehicles to speak in a

BUILT TO LAST

very common way using ZCORE, which is a data logger that performs AI on the edge as well as the ability to send data to an external IoT platform using open standards. That is a very strong move towards interoperability as well as connectivity and AI on the edge.”

Balancing cloud and edge computing The telematics sector, as it becomes more central to how heavy equipment is operated, is coming to market with a more robust approach to communicating with the cloud. Equipment operated outside of cell phone range either still must be able to log data on the piece of equipment itself and communicate with an operator on site.

Increasingly, telematics and IoT devices will include a dual-mode or even multimode communication features.

According Abuali, telematics equipment will increasingly com-

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OEM Off-Highway | MARCH/APRIL 2022

plete substantial computing at the edge—local to the device rather than in a cloud-based application. Abuali and his company help OEMs embed IoT and predictive analytics software in their products and have worked on equipment product lines from Komatsu and Kion.

“The whole premise is these types of equipment are used in remote locations that are inaccessible—we find it is essential to have remote monitoring as a service,” Abuali said. “When internet connection is not available, satellite communication is needed.”

The satellite will not relay information in real time and packet loss means only so much data can make the trip.

That means the equipment must make choices about what data to upload.

“We have a very special approach where data is collected on a data logger on the machine itself,” Abuali said.

“If you consider a piece of equipment

like a big excavator tractor, there will be some AI happening on the edge on the data. When the internet connection opens once a day, the AI has made some decisions regarding the critical components, the health of these components, and can send this information to a spare parts system.”

The edge system must perform diagnostics so it can request specific actions within the cloud-based operations and maintenance system.

“By then connecting to the service system, it can auto-generate a work order and request spare parts. The goal is to move from a reactive failure approach—AI on the edge on vehicle able to make diagnostic decisions that enable predictive and condition-based maintenance,” Abuali said.

“We definitely see blended applications where satellite is used for certain data sets,” Livesay said. “We can design into the system a protocol where for

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cellular, we want this type of information, generally a smaller subset of data for satellite and then all the way to wifi when we connect back to the bay at night. In situations like this, mission-critical data is communicated from the field, and deeper information after the fact. Maybe we want to collect and log data points until I connect to a local network, a service laptop, cell data or wifi.”

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MARKET TRENDS: ELECTRIFICATION

While not yet mainstream, battery-electric compact machines prove they are here to stay in the construction industry.

By Curt Bennink

O

ver the past several years, manufacturers have teased battery electric compact machine prototypes at industry shows. But until very recently, the availability of actual production machines was very limited. That is changing, and these machines can offer advantages in specific applications.

“We believe market acceptance is already there now for those specific uses where diesel’s emissions, noise and fuel storage requirements present health, noise and environmental risks,” said Joe Schinasi, Kovaco Electric. Such scenarios include interior construction, agriculture and livestock, tourism, resorts, etc. “In these applications, electric equipment is clearly advantageous.

“That said, we believe it may take another five to 10 years for electric heavy equipment to overtake diesel as a percentage of sales, as there are some lingering dependencies that still need to be addressed,” he noted, such as battery technology, cost of batteries and charging infrastructure, etc. “As it did with electric passenger vehicles, governKATO sees demand ment incentives growing for its battery and regulations electric excavators among contractors who may help to experform work in enclosed pedite adoption environments and those of electric heavy who work on closely regulated sites, including equipment.” food and pharmaceuticals.

But potential

Doosan Bobcat unveiled its all-electric T7X compact track load at the Consumer Electronic Show 2022.

customer concerns must be addressed.

“For electric equipment to become the norm, machines need to be designed and proven to overcome the main concerns voiced by skeptical buyers around energy capacity, performance and price,” said Lars Arnold, Product Manager Electromobility, Volvo Construction Equipment.

Volvo’s initial efforts to gain customer acceptance are focused on battery-powered compact wheel loaders and excavators. “The current battery options work best on smaller machines for now,” said Arnold. “For larger machines, it can be a mix of solutions like energy recuperation, fuel cells, cable electric and alternative fuels.

“In five to 10 years, all new Volvo compact excavator and wheel loader models will likely be electric,” he predicted. “Electrifying larger machines remains a challenge, but it’s one we’re actively seeking solutions to. Full-sized models will likely be a mix of diesel, hybrid and electric by the end of this decade.”

KATO COMPAC T EQUIPMENT SALES

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OEM Off-Highway | MARCH/APRIL 2022

A holistic approach A holistic approach is necessary when comparing electric machines to their diesel-powered equivalents.

“Electric machines do have a higher purchase price than their diesel equivalents, but the total cost of ownership should be considered when evaluating them, including the fuel savings and extended component life of not having an engine, which reduces overall maintenance costs,” said Arnold. “The stateof-the-art lithium-ion batteries and electric motors are totally maintenance free. The lifetime of the battery-electric components should be equal to or better than that of the diesel engine on a conventional machine.”

Battery technology continues to progress, as well. “The lithium-ion technology used in our batteries is far superior to the old lead-acid or nickel-cadmium technology we sometimes think of in electric vehicles,” said Arnold. “Volvo’s advanced batteries have no memory effect, and they experience less loss of power in cold temperatures.

DOOSAN BOBCAT

Compact BATTERY ELECTRIC Machines Gain Ground in Construction

VOLVO CONSTRUC TION EQUIPMENT

Volvo CE now has the construction industry’s broadest line of electric compact equipment totaling five machines.

KOVACO

With a 12V lead-acid car battery, the capacity is drastically reduced as soon as it gets cold. That’s less the case with these batteries.”

Electric machines add value by targeting new work segments. “Having a zero-emissions machine could give contractors an advantage when bidding on jobs with sustainability targets or indoor work,” said Arnold. “Their lower noise levels could allow them to be used when noise restrictions are in place, like night work in densely populated areas. And we’re constantly hearing of other niche applications unsuitable for conventional diesel machines where an electric excavator or wheel loader can get the job done.”

Residual value is another consider-

ation. As Arnold explained, “With diesel construction equipment, operating time is defined by the engine run time, and a lot of hours are counted while the machine is idle. With electric, as soon as the operator stops working (e.g., waiting for pipe to be placed in a trench he’s just dug), the motors turn off and no operating hours are accumulated. Jobs that can rack up 10,000 hours on a diesel machine might only add 6,000 or 7,000 hours to a comparable electric machine. These saved hours lower operating costs, and in turn lower total cost of ownership.”

The Elise 900 was the first fully-electric skid steer loader. It offers up to 6 hours of operation, 8 hours with a 400 Ah battery.

batteries will last in electric construction equipment because the machines are so new, but we estimate the battery could last somewhere around 10 years,” said Arnold. “It’s hard to say what costs will be by then. In these early stages of use and further development, charging time and battery life have the most room for improvement. We are continuing to research, develop and provide a wider range of charging options.”

Addressing battery life Battery life is a lesser known criterion.

“We don’t yet know how long the

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FLUID POWER SYSTEMS

Pre-Compensated Valve Platforms Offer New Benefits in Mobile Machine Development Complete, compact pre-compensated valve platforms provide plug-and-play solutions for OEMs, enabling them to select the right hydraulic control valves for a specific machine application.

BOSCH REXROTH

Contributed by Wladimir Kamschitzki, Product Management, and Roger Webel, Sales Product Manager, at Bosch Rexroth the advances these modular, multi-application valves offer to better control lifting, lowering, rotating and more.

Solving pre-compensated valve design challenges

The Pre-Compensated Valve Platform from Bosch Rexroth is a complete, compact mobile machine control solution that leverages the efficiency and versatility of proven Rexroth mobile control valves.

I

n the realm of mobile equipment, pre-compensated hydraulic valves with load-sensing technology are often used in applications where compactness, robustness and versatile performance are needed. Equipment such as elevated working platforms and telehandlers, truck-mounted cranes, compact backhoes, excavators and other construction equipment, as well as the latest generation of forestry machines like feller bunchers and harvesters, all feature complex implements that need precise and highly-responsive hydraulic control.

Recent developments in pre-compensated valve technology are helping

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mobile machine builders accomplish these goals. In addition, these advances can help reduce the cost and weight of valve systems, simplify equipment engineering and component integration and aid in improving mobile machine energy efficiency.

A new generation of complete, compact pre-compensated valve platforms is replacing prior “mix and match” approaches to valve configuration with solutions that are nearly “plug and play,” enabling mobile machine builders to easily select and right-size hydraulic control valves according to specific functional and performance requirements.

Mobile machine operators can apply

OEM Off-Highway | MARCH/APRIL 2022

Modular load-sensing valves remain widely used in mobile machine hydraulics. By incorporating both flow control and pressure control into the same valve, system design is simplified, flexibility is increased, and reliability is enhanced since there are fewer components and reduced hydraulic plumbing.

Although widely adopted, the use of load-sensing control valve technology can still present design and engineering challenges, such as right-sizing the valves to match the requirements of different applications within the same implement. This often leads to compromises where larger, more expensive valves are selected to serve the requirements of the actuator with the highest flow or pressure requirements, increasing costs and engineering complexity.

Today’s valve manufacturers can supply a range of valves with a broad range of pressure and flow ratings as well as other features, such as pilot valves and valve spool actuation options, including hydraulic, electromechanical and electronic. Selecting the right valve, or group of valves, can follow several approaches, depending on the mobile machine’s requirements.

A truck-mounted crane is a good

example: A single variable-displacement However, this approach can create pump supplies the flow used to control engineering and design issues. If septhe various functions of the crane, arate valves are selected, they need to including the main arm, the articulated be installed into tight machine spaces arm, the telescopic cylinder, the open with separate hydraulic plumbing and gripper, the close/lower gripper, the controls wiring; this can add time and slewing gear and the outrigger stabilizer. cost to machine integration and potenFor maximum machine productially lead to maintenance challenges tivity, multiple functions will operover the life of the machine. ate simultaneously as the operator Another approach combines moves a load. The loads placed on multiple valves into a single control each function can vary depending on assembly, simplifying installation and materials being moved and the nature providing a more compact solution. of movement. Some functions, like In some cases, different valves from deploying the outrigger, are relatively different suppliers are selected, espesimple, while grippers, articulated arm cially if one supplier can’t satisfy all the and telescoping cylinder are more requirements. dynamic.

Combining these disparate valves A typical approach is to select one into one block presents another valve that can handle the largest, challenge: Custom adapter plates must highest flow demand from the system, be obtained or machined to align the even if some actuators never require different valve ports and inlet flows, that flow rate. This one-size-fits-all requiring specialized engineering and design can lead to valves taking up fabrication efforts. more space in the machine and weighing more (and costing more) than is necessary; it often leads to over-specifying valves with a higher-than-needed pressure rating or more features than a given implement function needs.

Some mobile machine builders will use multiple ELECTRONICS LCD HOUR METER/COUNTER COMBO valves to control HOURMETER COUNTER T39 ENM’s Series T39 LCD 6-DIGITS hour meter and specific parts up counter instrument is ideal for any application of the machine, that requires recording both time measurement and event count for maintenance schedule. selecting them The two displays meter can operate based on pressure independently or in parallel.This compact tamper-proof meter is protected from the and flow ratings environment to provide years of service. and other features that support a specific actuator’s operation. This closely matches the size and cost MADE IN THE U.S.A of the valve to its e-mail: customerservice@enmco.com application.

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Complete platform offers major advantages A new solution to these challenges involves a complete, compact pre-compensated valve platform that combines valves into a single, scalable implement control solution. This platform can be custom-configured from one supplier, combining valves with different flow and pressure thresholds.

The advantage of this approach is having a single, multivalve solution from one supplier rather than having multiple, different and potentially noncompatible solutions. More importantly, the platform gives mobile machine builders the ability to right-size the valves in the platform to more closely align with each function’s operating requirements.

Valve platforms offer the greatest value if the different families that make up the platform are engineered for easy integration, with minimal need

www.enmco.com

OEM Off-Highway | MARCH/APRIL 2022

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FLUID POWER SYSTEMS BOSC

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The pre-compensated valve platform combines valves into a single, scalable implement control solution.

for adapter plates or special, one-off modifications. The valves used in these platforms should also cover a full range

flow and pressure rates and support other features. In this way, one platform can satisfy virtually all the functional and operational demands of today’s mobile machines.

For example, Bosch Rexroth is able to supply a complete, compact solution based on three proven, high-performance groups of compact

load-sensing valves: • The compact EDG directional control valve, which supports flows up to 40 liters per minute (lpm)/10.6 gallons per minute (gpmM) and up to 350 bar working pressure.

• The RM-10 and RM-15 compact, general purpose directional control valves, with flow rates of 90 and 150 lpm (23.8 and 39.6 gal./min.), respectively, and 280 bar (4,061.06 psi) working pressure.

• The M4-12 control block, supporting up to 130 lpm/34 gpm and 400 bar working pressure for medium- and high-pressure applications. The M412 features a wide range of accessories, such as adjustable mechanical flow limiters, CAN actuation, spool position sensing and load-sensing pressure limiters on each port.

To build these complex platforms, it makes sense to work with valve suppliers that offer state-of-the-art online or downloadable configuration tools with extensive component libraries and intuitive, step-by-step processes for configuring the valve platform, so engineers can more easily create a solution that fits their requirements.

These new pre-compensated hydraulic valve platforms can help OEMs create more versatile and sophisticated mobile machines. They are solutions that can save engineering time and cost, practically eliminate the need for custom adapter plates and provide a more compact valve platform.

A single multivalve solution with load-sensing technology supporting multiple flow and pressure rates makes it easier to right-size the valve controls for each machine, delivering hydraulic power to the actuators as efficiently as possible. This helps the overall machine to be more energy efficient and provides a more scalable, “plug-andplay” control valve solution that can enhance mobile machine performance and value. | Scan here to read more https://oemoh.co/2dttsc

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OEM Off-Highway | MARCH/APRIL 2022

R. G. LETOURNEAU INC. IMAGE COURTESY OF ERIC C. ORLEMANN

OFF-HIGHWAY HEROES

One of Mr. R. G.’s numerous outside-the-box, as it were, ideas was a Tournapull-powered means of pouring concrete buildings in place as a quick remedy to housing shortages. His system to achieve this revolved around the Tournalayer, a wildly overwidth trailer for A and B Tournapulls.

LeTourneau’s Tournapull Attachments Robert G. LeTourneau made several advancements in attachment designs for construction equipment.

By Thomas Berry , Archivist, Historical Construction Equipment Association

T

he intent of these columns is to look at how different types of construction machinery were developed to meet specific needs. As you may have gathered if you’ve been following these columns, no one in the industry had greater genius for devising machines to meet needs than Robert G. LeTourneau.

In the last installment, we looked at one of his most important breakthroughs, the Tournapull single-axle wheel tractor and its use with a pulled scraper. Of course, Mr. R. G. being Mr. R. G., he didn’t stop at using his creation with only a scraper. Not by a far cry. By the end of 1941, a year after he had introduced the most successful of the Tournapulls, the C Series, he had designed or was conceiving an amazing variety of other rubber-tired attachments, primarily for the C series.

One class of attachments was cranes.

The Tournacrane was a single-axled crane that was originally developed for use with crawler tractors, but he quickly began using them with Tournapulls. A large variety of these machines evolved, culminating in long-reach gantry models for the largest Tournapulls that were designed to clear disabled aircraft from runways but could handle any lift for which the operator had enough room to maneuver.

There was also a variety of wagons.

Bottom dump, end dump, side dump and positive ejection wagons were offered for earthmoving and bulk materials. There were also flatbed wagons for general purpose work (and in later versions, with an overhead trolley hoist), and wagons designed for hauling cut sugar cane.

Forklift attachments included the Tournalift, which could be outfitted with forks or an arched boom and grapple; the Tournamule, which rode on steel casters instead of tires for close-quarters work; and the Tournaloader, which mounted a 10-yd. bucket to a forklift mast.

There were also the so-called Tournajerk, which yanked up unused streetcar rails for scrap; the Tournasaw, which wielded a horizontal blade as large as 124 in. (3,150 mm) to fell trees and a tool that could either push the tree over or ream out the stump; and the Tournalogger log skidder.

Some of the attachments bordered on the fantastic. The super-wide Tournalayer contained all the outer forms for a house’s exterior walls, and concrete was poured in with the cannon-like Tournamixer, which mixed the concrete and forced it up and over the top of the forms. The Tournamover was designed to pick and transport entire buildings.

Even wilder ideas that he ordered built but never put into production included equipping a Tournapull with a drum roller on the front and a dozer on the back; the Land Battleship, with a 155 mm (6.1 in.) howitzer on a platform between two A-6 Tournapulls; a crane or backhoe on the back of the Tournapull itself with a front dolly axle; the Tournabiter bottom dump wagon that loaded itself like a giant clamshell bucket; an oversized wheel trencher; and a grader moldboard, rippers and plows.|

The 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 25 countries, our 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 next International Convention and Old Equipment Exhibition will be September 23-25, 2022, at the National Construction Equipment Museum in Bowling Green, OH. The HCEA is raising funds for construction of a new purpose-built building to house its equipment collection, and the convention will feature groundbreaking for it.

Individual annual memberships in the HCEA are $35.00 within the USA and Canada, and $55.00 US elsewhere. HCEA seeks to develop relationships in the equipment manufacturing industry, and offers 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.

OEM Off-Highway | MARCH/APRIL 2022

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