OEM Off-Highway July/August 2022 by OEM Off-Highway

JULY/AUGUST 2022

THE JOURNEY TO HYBRID & ELECTRIC TECHNOLOGY

Charging infrastructure, lack of battery management systems, and the perception of electric power have been the main barriers to adoption. PAGE 14

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CONTENTS

VOLUME 40, NO. 4 | JULY/AUGUST 2022

COVER STORY

14 The Journey to Zero Emissions with Hybrid & Electric Power

How is the industry moving away from diesel and toward other sources?

EDITOR’S NOTE

EQUIPMENT MARKET OUTLOOK

5 Europe’s Markets Continue to Be Down 32 33

WHAT’S NEW ON THE WEBSITE NEW PRODUCTS OFF-HIGHWAY HEROES

ELECTRONICS

8 Employing Vehicles with Aftermarket Automation Keeps Existing Fleets on the Road How COM Express software for small footprints fuels the extended deployment, long lifecycle, and value of today’s heavy mobile equipment

10 Improving Linear Actuator Design Flexibility with Noncontact Position Sensing Potentiometers determining where the actuator is in its stroke to track changes in electrical resistance or related voltage drops.

34 Hydraulic Graders and Scrapers

ENGINES & EMISSIONS

 WEB EXCLUSIVES

Make the most of current technology and alternative fuels.

Video Network www.oemoffhighway.com/videos

OEM Industry Update www.oemoffhighway.com/podcasts

Premium Content

22 The Fastest Path to Emissions Reduction for Heavy-Duty Diesel Engines 26 Overcoming Electric Vehicle Adoption Barriers How OEMs can help fleets be safer, cleaner, and more efficient by encouraging the move to EVs MINING

28 Rear Eject Bodies and Other Features Decrease Mining Costs Considerations for selecting a truck body selection must include the equipment’s total cost of ownership.

www.oemoffhighway.com/premium-content Published and copyrighted 2022 by AC Business Media. All rights reserved. No part of this publication shall be reproduced or transmitted in any form or by any means, electronic or mechanical, including photocopy, recording or any information storage or retrieval system, without written permission from the publisher. SUBSCRIPTION POLICY: Individual print subscriptions are available without charge in the United States to original equipment manufacturers. Digital subscriptions are available without charge to all geographic locations. Publisher reserves the right to reject nonqualified subscribers. Subscription Prices: U.S. $35 One Year, $70 Two Years; Canada and Mexico $60 One Year, $105 Two Years; all other countries, payable in U.S. funds, drawn on U.S. bank, $85 One Year, $160 Two Years. OEM Off-Highway (USPS 752-770, ISSN 1048-3039 (print); ISSN 2158-7094 (online) is published 6 times a year: January/February, March/April, May/June, July/August, September/October and November/December by AC Business Media, 201 N. Main Street, 5th Fl., Fort Atkinson, WI 53538. Periodicals Postage paid at Fort Atkinson, WI and additional entry offices. POSTMASTER: Send address changes to: OEM OffHighway, PO Box 3605 Northbrook, IL 60065-3605. Printed in the U.S.A.

28 OEM Off-Highway | JULY/AUGUST 2022

EDITOR’S NOTE

n the editor’s note in the May/June issue, I discussed my excitement to be attending in-person events again. In addition to seeing and learning about new technology, educational sessions are critical to help you, Image 1. The tentative schedule of presentations for the OEM the engineers, deOff-Highway Industry Summit signers and others in the off-highway industry, stay up to date on their techniLet us know what you think about this cal and industry knowledge. summit by emailing me at lditoro@acbusiHowever, because of the demands of nessmedia.com. your jobs, many of you do not have the An added section to this issue is “What’s time to attend live, in-person events. This New on OEM.com?” on page 32. This is one reason that our team will launch the section will spotlight some of our online inaugural OEM Off-Highway Industry Sumcontent, including upcoming webinars, mit. This is an online, educational event podcasts, digital industry news updates that we plan to hold every year. and more online features. This year, the dates are November 8 As always, tell us what you like from this through November 10. See Image 1 for the issue. We love hearing from you! | tentative schedule of presentations. In the future, if not this year, we are planning to offer professional development hour credits for some of our presentations during this event. We hope that this summit becomes part of the content that you enjoy along with the print publication, webinars, podcasts, videos, premium content and newsletters. LDITORO@ACBUSINESSMEDIA.COM

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PRINT AND DIGITAL STAFF Publisher.............................................................Sean Dunphy sdunphy@ACBusinessMedia.com Editor..........................................................................Lori Ditoro lditoro@ACBusinessmedia.com Managing Editor....................................................Gigi Wood Senior Production Manager........................Cindy Rusch crusch@ACBusinessMedia.com Art Director......................................................Dave Haglund Audience Development Manager......Angela Franks ADVERTISING SALES (800) 538-5544 Greg Schulz.................... gschulz@ACBusinessMedia.com Nikki Lawson...............nlawson@ACBusinessMedia.com Sean Dunphy..............sdunphy@ACBusinessMedia.com Kris Flitcroft.................kflitcroft@ACBusinessMedia.com Change of Address & Subscriptions — PO Box 3605 Northbrook, IL 60065-3605, Phone: (877) 201-3915 Fax: (847)-291-4816 • circ.OEMOff-Highway@omeda.com List Rental — Bart Piccirillo, Sr. Account Manager, Data AxlePhone: 402-836-2768 | bart.piccirillo@dataaxle.com Reprints — For reprints and licensing please contact Greg Schulz at 920-542-1239 | gschulz@ACBusinessMedia.com AC BUSINESS MEDIA Chief Executive Officer................................................Ron Spink Chief Financial Officer................................... JoAnn Breuchel Chief Digital Officer...........................................Kris Heineman Chief Revenue Officer......................................Amy Schwandt Brand Director Construction........................Sean Dunphy VP, Operations & IT.................................................Nick Raether VP, Audience Development...........................Ronda Hughes Director, Demand Generation & Education....Jim Bagan General Manager – Online & Marketing Services...................................Bethany Chambers Content Director..................................................Marina Mayer

EDITORIAL ADVISORY BOARD

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

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OEM Off-Highway | JULY/AUGUST 2022

EQUIPMENT MARKET OUTLOOK oemoffhighway.com/economics

US INDICATORS GROW; EUROPE’S DECREASE FURTHER

ndicators in several markets show that while growth is still slow, several areas are seeing improvement. Annual U.S. construction machinery new orders and U.S. heavy-duty truck production are higher than a year ago. With inflation threatening and oil and gas prices well above normal, growth in the U.S. will be slow for most of 2022. Europe’s markets continue to be down because of many factors, including the ongoing War in Ukraine. |

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

QUESTIONS? economics@oemoffhighway.com

6.0%

4.7%

4.8%

5.5%

5.4% 4.9%

100.2%

Actual index (2010=100)

100.1%

100.1

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

100.0%

100.0

99.9%

99.9

99.9%

99.8

99.8%

Oct ’21

Nov

Dec

Jan ’22

Feb

Mar

Apr

May

US Total Public New Construction

• In the three months through April, U.S. private nonresidential construction came in 10.3% above the year-ago level. • Trends within private nonresidential construction vary, with sectors such as office and education trending below year-ago levels, and sectors such as warehousing and manufacturing offering areas of relative opportunity.

• Annual U.S. public new construction is rising but was 2.1% below the year-ago level in April. • High tax receipts at the federal, state and local levels bode well for construction rise into next year.

9.6%

4.1%

10.1%

9.9%

10.3%

-1

8.2%

Annual % change in 12 month moving totals

4.5%

100.2%

US Private Non-Residential New Construction

• Quarterly average U.S. industrial production in May was up 5.5% from the year-ago level; growth is generally slowing. • Leading Indicators signal business-cycle decline is likely to be the predominant trend for production for at least the remainder of 2022.

Annual % change in 3 month moving totals

• The U.S. OECD leading indicator raw data and monthly rate-of-change were both virtually flat in May. • General decline in the monthly rate-of-change signals that the U.S. industrial sector annual growth rate will move lower into at least early 2023.

99.7

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US Industrial Production

US Leading Indicator

-2

-2.1%

5.7%

-2.6%

-3 -3.2% 3.0%

-4

-3.9%

Sep ’21

Oct

-3.8%

-4.0%

-4.1%

Nov

Dec

0.6%

Oct ’21

Nov

Dec

Jan ’22

Feb

Mar

Apr

May

Sep ’21

Oct

Nov

Dec

Jan ’22

Feb

Mar

Apr

-5

Jan ’22

OEM Off-Highway | JULY/AUGUST 2022

Feb

Mar

Apr

EQUIPMENT MARKET OUTLOOK oemoffhighway.com/economics

Europe Ag & Forestry Machinery Production

US Farm Machinery Production • U.S. farm machinery and equipment shipments in the 12 months through April came in 0.3% below the year-ago level. • War in the breadbasket of Europe has placed upward pressure on food prices, potentially incentivizing more agricultural production in the U.S. However, supply chain disruptions are hindering growth in the agricultural machinery space. 10

Annual % change in 12 month moving totals

9.2%

• Europe agricultural and forestry machinery production came in 5% above the year-ago level in April. • ITR Checking Points™ signal production will continue to soften in the coming quarters.

Annual % change

16.5%

8 15

6.3%

16.3%

5.2%

15.6%

15.4%

101.1

101.1 101.0

Monthly index

100.8

100.7 14.1%

100.6

100.5

13.2%

100.4

100.3

4.5%

9.3%

3.1%

100.2

100.1 99.9

99.9

1.9%

5.0%

99.7

99.7 99.5

0 -2

• The Europe leading indicator raw data and monthly rate-of-change moved lower in May. • Persistent business cycle decline in the leading indicator rate-of-change signals decline for the Europe industrial production annual growth rate into at least early 2023.

100.9

5.1%

Europe Leading Indicator

-0.3%

99.3 0

Sep ’21

Oct

Nov

Dec

Jan ’22

Feb

Mar

Apr

Sep ’21

Oct

Nov

Dec

Jan ’22

Feb

Mar

Apr

Oct Nov Dec Jan ’21 ’22

Feb Mar

Apr May

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

US HeavyDuty Truck Production • Annual U.S. heavy-duty truck production in May came in 4.7% above the year-ago level. • Expect growth but at a generally slower pace as improvement in the supply chain allows more trucks to be produced while waning macroeconomic momentum reduces the pressure to upgrade trucking fleets. 25

8.6%

20.7%

9.0%

4.6%

4.7%

Oct ’21

Nov

Dec

Jan ’22

Feb

Mar

Apr

4.3%

May

-2

2.0%

0.9%

0.5

0.2%

0.0 3.0%

-0.3%

-0.5

2 0

5.1%

4 2.6%

Annual % change in 3 month moving totals

1.0

2.4%

1.5

17.6%

10.9%

• Quarterly Germany industrial production in April came in 2.5% below the year-ago level. • German leading indicators signal production will continue to trend on the back side of the business cycle (slowing growth or recession) during at least the next few quarters.

2.0

Germany Industrial Production

2.5

Annual % change

22.2%

21.9% 20.6%

• China large diesel bus production in the 12 months through April moved sharply lower but came in 4.3% above the year-ago level. • COVID-19 restrictions—though easing—and weak economic growth in China are warning signs for the future direction of production.

Annual % change in 12 month moving totals

20.3%

China Diesel Bus Production

-1.0 -1.5 -0.3%

Sep ’21

OEM Off-Highway | JULY/AUGUST 2022

-1.7%

-2.0 Oct

Nov

Dec

Jan ’22

Feb

Mar

Apr

-2.5

-2.5%

-2.3%

Sep ’21

Oct

Nov

Dec

Jan ’22

Feb

Mar

Apr

US Construction Machinery, New Orders • Annual U.S. construction machinery new orders in April totaled $38.9 billion, up 16.1% from the year-ago level; growth is slowing. • A cooling housing market, slowing macroeconomic growth and anticipated easing inflation beginning late this year will contribute to ongoing slowing growth in new orders in at least the coming quarters. 25

24.2%

24.3%

23.7%

Annual % change in 12 month moving totals

24.0% 22.0%

20.7%

• The annual North American rotary rig count in May averaged 745 rigs, 73% above the yearago level. • High oil and gas prices signal robust demand for drilling, but supply chain disruptions—especially shortages of materials and equipment—are posing challenges for oil and gas firms.

• U.S. defense capital goods new orders in the 12 months through April came in 3.1% below the year-ago level. • Trends in U.S. federal government current tax receipts suggest that the nascent annual new orders rise is likely to persist, though the U.S. withdrawal from Afghanistan still suggests a downside risk.

2.0

71.9%

-0.5 -1.5 -2.0

14.3%

Dec

Jan ’22

Feb

Mar

Apr

-10

Annual % change in 12 month moving totals

-9.8%

Oct ’21

Nov

Dec

Jan ’22

Feb

Mar

Apr

May

-2.6%

-2.7%

-3.0

1.9%

0 Nov

-1.9%

-2.5

Oct

-0.5%

-1.0

28.5%

Sep ’21

Annual % change in 12 month moving totals

1.2%

0.0

44.7%

1.6%

0.5

50 40

1.5 1.0

60 16.1%

73.0%

62.3%

19.9%

US Defense Industry, New Orders

North American Rotary Rig Count

-3.1%

-3.5 -4.0

-3.7%

Sep ’21

Oct

Nov

Dec

Jan ’22

Feb

Mar

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ELECTRONICS

Employing Vehicles with AFTERMARKET AUTOMATION Keeps Existing Fleets on the Road How COM Express software for small footprints fuels the extended deployment, long life cycle and value of today’s heavy mobile equipment by Jack London, Kontron | Andrea Thomas, Intel

he trucks and heavy machinery used to build our infrastructure and withstand the rigors of farming, construction excavation and earthmoving, and mining, embody rugged technology. While heavy mobile equipment (HME) has advanced during the last century—continuous improvements to ca-

advanced driver assistance systems must capitalize on artificial intelligence (AI), deep learning, GPS, 5G and a range of computer vision applications. To transform these machines, OEMs must use fleet-specific software and hardware. It should be applicable to a spectrum of automation applications and compatible with existing systems.

NORDRODEN, ADOBESTOCK

COM-Express-based systems, developers have an open architecture platform deployable across a vehicle portfolio—a holistic fleet strategy using a single, high-performance system to manage applications. Automating heavy machinery doesn’t have to mean soaring startup costs or replacing fleet assets. Com Express systems provide customizable, reusable and scalable solutions.

Driving Flexibility and Longevity

Software HME design needs onboard edge computing platforms based on industry-standard COM Express technologies. COM Express platforms provide two disparate development tracks for data-intensive construction, trucking, mining and agricultural applications.

pabilities, hydraulics and fuel efficiency—more progress is required. Data is in the driver’s seat, sometimes literally, and is the key to smarter, better-connected systems. Today’s telematics and

Small footprint COM Express modules are an option and demonstrate how aftermarket automation aligns with the extended deployment and long life cycle associated with HME assets. With

OEM Off-Highway | JULY/AUGUST 2022

The COM Express standard defines a range of form factors that allow developers to balance flexibility, cost and performance as they consider the needs of their embedded devices. As a result, COM Express is well-suited for small footprint, rugged applications that rely on customization. In system development, modules are paired with a carrier board containing all customization (instead of the COM itself ). This powers system performance across technology generations—for instance, a CPU core can be replaced with a more advanced version when the application requires enhancements or greater performance. It’s an inherent design attribute that adds longevity and flexibility.

Instant Platform or Building Block COM Express platforms provide two disparate development tracks for data-intensive construction, trucking,

KONT RON

mining, and agriculture applications. One example of an application-ready platform features pre-integrated capabilities for deep learning, in-vehicle AI and high-performance embedded computing HPEC. The platform is optimized for use onboard heavy-duty mobile machinery and features a processor paired with a dual network adapter card and a range of options for graphics, processing units or accelerator cards designed to handle AI and machine learning workloads. Coupled with built-in AI and machine learning capabilities, the platform’s toolkit helps accelerate the development of high-performance inference and computer vision applications. This allows OEMs to help fleet operators gather and analyze relevant data and quickly develop new processes. OEMs must also consider safety regulations and offer an option to provide functional safety that meets International Organization for Standardization specifications. Alternatively, developers building their own autonomous applications can use the same platform as a building block. They can access the inherent value of COM Express and customize their carrier boards and solutions. A crucial advantage provided by these systems is the ability to interpret and analyze data in the vehicle. Almost immediate decisions and actions are enabled near where the data is generated. Outcomes and decision records are transmitted to the control center. Cloud transmission is reserved only for data that is not time-sensitive and is later delivered to datacenters for archive or additional analysis. In this approach, vehicles no longer need nonstop cloud connection. Storage space is also freed in the vehicle-based device, providing real-time or near real-time data as required.

The Impact of Automated HME The benefits of connected and intelligent heavy machinery include

With a COM Express platform, versatility is key along with small form factor attributes. This single, sealed IP67 enclosure includes a broad range of high-speed input/output options such as 10GbE USB 3.0, SMA or FAKRA connectors for RF and rich camera interfaces.

predictive analysis, for example alerting operators to dangerous situations and equipment failures. Predictive maintenance increases uptime and diminishes potential outages. Mechanical data analysis also enables operators to reduce fuel consumption. Predictable costs, such as fuel and insurance, give greater control over expenses and can improve total cost of ownership (TCO). Operating costs are reduced with more precise actions and responses, such as just-in-time analysis of engine parts, low-voltage motors and other mechanical devices. Costs also improve when maintenance crew resources are not wasted on unnecessary rounds. In addition, accidental breakdowns become fewer, and unplanned downtime is minimized or eliminated. Overall productivity increases as payloads are maximized, and bottlenecks are identified. Aligned with the goal of improved productivity and safety, workers can be removed from hazardous environments. Mining, for example, is inherently dangerous. The industry is moving toward a zero-entry mine landscape in which no humans are physically inside the mine. Absent humans onboard, heavy mining equipment can go deeper and into more dangerous environments, such as areas with gas buildup. Profitability and mine life can be extended. The mine can be excavated more deeply, and with steeply sloped walls that allow operators to remove more materials, including the lower quality ores often left behind. With greater efficiency in place, organizations can also free operators to focus on high-value tasks. This is strategic in the face of labor shortages and allows valued personnel to put their insights and judgment to use

beyond basic equipment operations. It is also a competitive advantage for emerging economies—their mines can quickly become more viable with automated heavy machinery. Fewer human resources are required to get systems up and operational in the field. Progress can be made with fewer costly assets, reducing economic and environmental impact. Automation designs with low development and deployment costs, will eventually lower the barrier to market entry for less-developed countries.

Decreased Design Complexity With retrofit for greater automation, heavy mobile equipment OEMs can equip their components with the technology to secure, observe and use data from other technology-equipped machines for better insight into equipment procedures. Synchronized workflows empower teams and equipment for better, safer productivity. Effectively and efficiently retrofitting systems is critical. Smart, autonomous solutions are new necessities in HME markets, empowering operators to: • Use machinery safely • Minimize waste • Improve overall production and operations Retrofitting drives new competitive advantages and efficiencies provided by data gathered and processed close to where it is generated. This rapidly evolving environment brings opportunities and hurdles for embedded developers—decreasing complexity is vital, but so is taking intelligent steps to automate for broad competitive value and jobsite safety. Jack London is vice president, business development, for Kontron North America. Andrea Thomas is senior product marketing engineer for Intel.

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OEM Off-Highway | JULY/AUGUST 2022

ELECTRONICS

Improving Linear Actuator Design Flexibility with Noncontact Position Sensing

One of the most common methods for determining where the actuator is in its stroke uses potentiometers, also called pots, to track changes in electrical resistance or related voltage drops.

©DMITRY S. GORDIENKO – STOCK.ADOBE.COM

by Travis Gilmer, Thomson Industries Inc.

any linear motion applications that use rodstyle electric actuators require information on the position of the load at every point of travel. However, because stroke

lengths and applications vary, finding the ideal position feedback solution can be challenging. One of the most common methods for determining where the actuator is in its stroke uses potentiometers, also called pots. They

THOMSON

track changes in electrical resistance or related voltage drops as the actuator extends and retracts. To function as position-recording devices, potentiometers must maintain an electrical connection to the actuator power circuit. Designers can accomplish this using contact or noncontact potentiometer architectures. Contact-based position measurement has been the simplest and most economical approach but is limited in resolution, design flexibility and durability. Noncontact architectures overcome many of those drawbacks but have traditionally been too expensive to justify for many mainstream applications. Today, however, the market for noncontact potentiometers has matured, and prices have dropped. Understanding the advantages of noncontact potentiometers will help motion system designers determine the most effective way to meet customer requirements.

The Basics

Due to eliminating gearing and wipers, noncontact potentiometers better absorb shock and vibration from heavy-duty applications. These potentiometers, along with many other control and performance features, can be found in select electric linear actuators.

OEM Off-Highway | JULY/AUGUST 2022

Feedback voltage from a potentiometer typically changes from 0.5 VDC to 4.5 VDC as the actuator extends. Potentiometers are generally rated in ohms of resistance across their range and on the shaft’s number of turns (revolutions) from zero to full coverage. The most common units are 10k (ohms) 10 turns. As the actuator screw extends or re-

Power to Break New GrouNd Cummins is always looking for ways to help our customers succeed – pushing harder to deliver a range of power solutions, that help get the job done whilst reducing environmental impact. We’re breaking new ground with advanced diesel, renewable fuels, hybrid, battery electric and hydrogen, increasing productivity and lowering maintenance costs. We’ve been powering agriculture for over 100 years and we’ll be doing so for 100 more. Delivering power, efficiency and reliability as well as peace of mind. So, no matter what powers your farm, Cummins has the technology to meet your needs.

ELECTRONICS

tracts, discrete step-change in resistance occurs, which can be converted into linear position measures. The more turns the potentiometer takes before it reaches its full resistance range at the end of the stroke, the more precise the position measurement capability it can deliver. A contact-based potentiometer reads these voltage changes by gliding its wiper across wire-round resistance coils, counting each move from one wrap to the next. Noncontact potentiometers read the voltage changes as well but do so with electromagnetic sensors instead of contacting wipers. The designer’s degree of flexibility in installing contact- or noncontact-based potentiometer position sensing depends largely on the users requirements. Customer requirements for resolution and durability will impact a designer’s options to use contact or noncontact position measurement.

tion, if the customer required position information for only 40% of travel, they would sacrifice resolution because there would be less resistance change given the shorter travel time. Because the number of wraps in the coil of a contact-based architecture is physically limited, there are only so many step changes to count, limiting the resolution of the position information it can deliver. And once a manufacturer has configured it for a specific number of turns needed to achieve the desired resolution, the design is set. Noncontact potentiometers, on the other hand, enable higher resolution because they do not rely on physical wipers or gearing. Like contact-based potentiometers, noncontact sensors determine position by recording resistance changes across the stroke length. Instead of getting this information from a physical wiper touching a coil, they use an electromagnetic sensor that detects pulse changes in the surrounding magnetic field. The sensor outputs this digital signal to a noncontact potentiometer’s integrated circuit, which converts it to analog for reading by the actuator’s onboard electronics. This signal represents the analog values as position. Because these signals do not need to correlate with physical constraints, the noncontact potentiometer gives virtually infinite granularity in measuring the stroke position.

Designing for High Resolution With contact potentiometers, the designer’s primary option for increasing resolution is modifying the gearing to correlate potentiometer turns with motor or actuator screw turns. Designers who need position feedback across a full, long-stroke application might gear the potentiometer to turn less as it moves. For example, in a short-stroke applica-

Design Flexibility The ability to record infinitesimally small voltage changes

THOMSON

Noncontact potentiometers are ideal for applications such as mobile off-highway/agricultural (left) and factory automation/automated guided, vehicles (right). In these applications, the actuators might be hidden from view and under the control of a PLC. The potentiometer can be programmed to drive the same distance and travel the same length every time.

OEM Off-Highway | JULY/AUGUST 2022

without physical contact and manage them through a software interface makes resolution programmable. If the end user needs tighter resolution, the designer can change it through the interface. For instance, if the application requires a high resolution between 0.5 volts (V) and 4.5 V, they can program the system to accomplish that. If the end user didn’t need as much resolution, the designers might program it to go to 2.5 V at the end of the travel. The designer can do it all with software rather than physical gear reductions. Such programmability can be valuable in applications needing to change the stroke to compensate for different geometries. Actuators with contact potentiometers might return different feedback from different strokes. Correcting this would require dedicated gearing for each stroke length. With a programmable noncontact device, the designer can maintain the same feedback over the stroke regardless of changes in geometry. A user can keep that consistency without having to modify the physical architecture. Noncontact potentiometers would also make it easier for the designer to program more complex movement profiles. For example, they may move forward a few millimeters or make a small set of movements back and forth to zero on the desired position. Noncontact potentiometers can be valuable when the actuator must move repeatedly and consistently to a location, such as managing the flow gate in a seeding application. In these applications, the actuator operation may be controlled by a programmable logic controller (PLC) and hidden from an operator’s view, so there is no visual feedback to help determine whether the actuator traveled far enough. The programmability of noncontact potentiometers also makes them excellent for custom applications. One part number, for example, can be programmed to manage multiple stroke lengths.

Durability Noncontact potentiometers have

Requirements for accuracy, flexibility and durability will determine whether contact (left) or noncontact potentiometers (right) are a better fit for a given application. THOMSON

durability advantages. Eliminating the gearing improved durability. Gearing is subject to routine wear, contamination and misalignment resulting from vibration and shock. As such, they are excellent candidates for replacing hydraulic cylinders that may be specified for environmentally challenged applications needing position control. Eliminating the need for wiper contact and gearing gives noncontact potentiometers another durability advantage when compared to contact devices. In an application in which the actuator does not change position for an extended period, the wiper may vibrate and wear a dead spot on the coil. This would drop the signal and cause the potentiometer to fail. When this happens in a system that runs process logic, a contact device loses track of the position and can also interfere with some controlled moves. A movement profile that depends on a specific value will not find it, which could replace the potentiometer or the actuator.

Breaking Contact Designers who have believed that noncontact potentiometers were only for high-precision applications may want to revisit them for all applications. Even if high resolution is not critical, removing gearing from the bill of materials, programmable position feedback and a more rugged solution could offer significant advantages. As the design and specification process becomes more iterative between engineering and customer teams, programmable capabilities such as the noncontact position sensing will deliver more tailored solutions in less time, without creating additional tooling.  Travis Gilmer is a product line specialist for linear actuators at Thomson Industries, Inc.

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OEM Off-Highway | JULY/AUGUST 2022

COVER STORY

The Journey to Zero Emissions

How is the industry moving away from diesel and toward other sources? By Lori Ditoro

riginal equipment manufacturers (OEMs) have options for powering heavy-duty, off-highway equipment: diesel, gasoline, electrification, alternative fuels and hybrid configurations. What are the drivers for electric or hybrid mobile equipment? What goes into the power selection decision? According to Dr. Wilfried Aulbur, a senior partner with industry consultant Roland Berger, “The off-highway segment will require different technologies for different use cases. Most compact equipment, like mini excavators, are good use cases for battery electric equipment because they require less power density variations in their duty cycle. On the other hand, hybrid technology is more suitable for larger, heavy-duty applications because hybrid configurations can provide significant operating cost benefits as well as performance stability, with some OEMs claiming to reduce fuel consumption by more than 25%.”

Emission Reduction and Meeting Sustainability Goals Climate change and the global goal to decrease emissions are well-known

reasons to move away from the use of fossil fuels. Other reasons that some OEMs have abandoned diesel specifically include end-user or customer needs and meeting Environmental Social and Governance (ESG) sustainability goals, which go beyond environmental stewardship. With environmental concerns understandably a major driver, OEMs aim to give their end users what they want. “Many utilities have set a goal of 100% electric fleets by 2030. Helping our customers reach their sustainability goals has been and continues to be a priority for Terex Utilities,” said Joe Caywood, director of marketing and product management, Terex Utilities. As Terex’s customers’ requirements change, the company will shift and research to meet them. “Customer demand, which is the product of several factors, is the driving force behind the trend toward hybrid and electric equipment,” said Zach Gilmor, product manager, Genie. “Regulatory requirements are, obviously, one of the factors driving electrification. As regulations are adopted that place limits

on noise and emissions, demand is increasing for efficient, clean, quiet jobsite equipment. Beyond that, hybrid and electric equipment also can help companies meet their ESG sustainability goals.” The innovations in technology and equipment required to meet emission regulations and customer needs requires research and investment. This is a priority for the Allison Transmission team. “In the coming years, OEMs in the off-highway industry will look to propulsion solution manufacturers as they begin to evaluate electric vehicle capabilities,” said Kartik Ramanan, executive director, global off-highway, customer support and service engineering, Allison Transmission. “Allison is committed to taking a leadership role in powering advancements to sustainability and environmental initiatives across global markets. Allison has made approximately $350 million in direct investments to advance electrified propulsion technology.” Terex has also been making that investment, according to Caywood. “We have been investing in green solutions for more than

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OEM Off-Highway | JULY/AUGUST 2022

with Hybrid & Electric Power 15 years. With each introduction, it was the right solution with the technology that was available at the time.” While fully-electric equipment is a goal for many end users and OEMs, challenges exist that prevent the transition for some mobile equipment.

Electrification Barriers The transformation of passenger vehicles with internal combustion engines (ICEs) to electric is well in process. However, OEMs producing heavy-duty, mobile vehicles face challenges when attempting to move to 100% electric. Among them are: • Technology limitations • Power demands and the perception of electric • Charging infrastructure • Higher costs “The most limiting factors for battery electric equipment, such as excavators, are battery costs and charging availability at the construction site,” said Giovanni Schelfi, Principal, Roland Berger. “Additionally, significant improve-

ments in battery technology and charging technology are required to make use feasible, for example via overnight charging,” said Schelfi. According to Gilmor, taking a holistic approach to electrification can help OEMs avoid some challenges. “We didn’t just think about the power source, but the entire design of the machine, to take advantage of the benefits of electrification and improve efficiency, enhance jobsite performance and lower the total cost of ownership,” Gilmor said. TECHNOLOGY LIMITATIONS Initially, Terex’s plan to produce a fully-electric utility truck was limited by the technology. “Overall, [we were] waiting for reliable technology to be available. We had the vision early but at that time things like battery management systems were not reliable and batteries weighed too much,” said Caywood. Technology remains a challenge for some OEMs. While battery system

innovations have occurred, not all types and sizes of mobile equipment can be fully electric. Electric power is often insufficient for many actions required of these vehicles, including startup, acceleration and transient operations. PERCEPTION Even if the power capability matches the equipment’s functioning, the perception for some end users is that an electric vehicle will not function as well or be as efficient as an ICE. “We’re starting to get beyond the perception challenge,” said Gilmor. “And as more people have exposure to hybrid and electric equipment on the jobsite, and as we’re seeing it more in personal lives, the perception is shifting, and people are realizing the benefits of electrification.” As electric vehicle use expands, the perception is changing. The technology has become part of daily life with multiple major automakers either producing electric vehicles or plan to soon in the future. Some manufacturers have made promises to move

OEM Off-Highway | JULY/AUGUST 2022

COVER STORY

to all-electric vehicles in the future, including GM. Ford recently produced an all-electric F150 truck, Lightning, and had more than 200,000 orders for it. “As more people have exposure to hybrid and electric equipment on the jobsite, and as we’re seeing it more in our personal lives, the perception is shifting and people are realizing the benefits of electrification,” Gilmor said. INFRASTRUCTURE Charging infrastructure, a major challenge that OEMs do not control, presents a substantial challenge. For the construction industry, most sites GENIE

An articulated boom lift, which is available in fully electric and hybrid configurations

do not have access to electricity when a project begins. Even when electricity becomes available, problems exist. “Even when there is electricity on site, there’s the question of the physical space necessary to make full electrification realistic, said Gilmor. “Many

construction sites are already space constrained, and having room to stage all the equipment for charging overnight is not practical.”

Hybrid Solutions Electric is not the sole low-emission technology, and because some vehicles cannot be 100% electric, hybrid may be the solution. The research and equipment around alternative fuels (hydrogen, natural gas and biofuels) continues to grow. In addition, many OEMs are producing components and systems to function in hybrid configurations. In off-highway, heavy-duty mobile vehicles, a hybrid approach often trumps a 100% electric solution. The main reason, as mentioned earlier, is power limitations of electricity for larger equipment and specific functions. While alternative fuels are options that engine OEMs are investigating, hybrid diesel-electric equipment is prevalent. One example from Bosch Rexroth is an electric hydraulic system for implements on equipment, but the primary driver on is still typically a diesel ICE. While Bosch Rexroth focuses on fluid power, the need to reduce emissions and expectations for components to be integrated, automated and electrified have inspired the move to electric. Another example is from Allison Transmission. The drive of a passenger bus is hybrid but allows for fully-electric propulsion for up to 10 miles depending upon duty-cycle. This can be used when entering areas that require low noise or lower emissions. “As interest in electrification continues to gain momentum, many fleets remain reluctant to go all in on fully electric vehicles at this early stage,” said Ramanan. “Critical feedback from our customers is what inspired Allison to develop the eGen Flex with enhanced capabilities for coach and transit buses, effectively serving as a bridge solution between conventional fuel and full electric solutions.” In addition to hybrid transmisContinued on page 20

OEM Off-Highway | JULY/AUGUST 2022

Technologies Available from Allison, Genie, & Terex The participants interviewed for this article have multiple electric and hybrid options available that can help OEMs with electric and hybrid options for mobile, off-highway equipment. Allison Transmission • 4000 Series transmission, the TerraTran, is designed for off-highway applications such as mobile crane, articulated dump truck, wide-body mining dump trucks and defense vehicles. • H 40/50 EP, electric hybrid propulsion system has operating in transit buses for almost 20 years. • eGen Power 100D electric axel (e-axel). • The eGen Power 130D is specifically designed for the European and Asia Pacific markets, where many commercial vehicles require a heavier, 13-tonne gross axle weight rating. • The eGen Power 100S e-axle was developed to address the needs of heavy-duty 6x4 tractors and heavy-duty straight trucks, as well as medium-duty trucks and school bus applications. Genie • Fully electric boom lifts. • AC electric-drive equipment, including slab scissor lifts and multiple boom lifts. • DC electric boom lifts. Terex • HyPower SmartPTO by Viatec is a simple and reliable product that reduces idling, increases fuel savings and minimizes noise and air pollution (Earlier this year, Terex announced its investment in Viatec, Inc.). • An Optima 55 aerial device powered by the HyPower SmartPTO by Viatec is now available on an International Navistar eMV 33,000 GVW chassis.

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COVER STORY

sions, Allison Transmission also manufactures electric axles. The eGen Power 100D, the first e-Axle that Allison brought to market in 2020, is powerful and fully integrated. It was developed for heavy-duty trucks such as 6 x 2 tractors. Genie produces fully-electric and hybrid approaches in its vehicles and has for a while. “More than 70% of the equipment Genie manufactures is already electrified,” Gillmore said. “Our FE hybrid technology, which is available on a range of Genie boom lifts, has been [on] the market since it was introduced on our boom lifts six years ago.” Terex has fully electric bucket truck, but it also worked with hybrid solutions. “For many years, we have offered a hybrid solution to reduce idling, fuel usage, and exhaust emissions,” Caywood said. “At various stages, we have

had several hybrid models working in the field and continue to see this solution helping to reduce emission and meet sustainability goals.” A HYBRID CHALLENGE: PARALLEL OR SERIES ARCHITECTURE? With electric hybrid solutions, a choice must be made—should be made, according to Ramanan. Should a parallel or series architecture be used? Each architecture is faced with tradeoffs. “Allison initially launched with a series architecture,” Ramanan said. “Allison later made the investment to convert to a parallel architecture. This change enabled Allison’s electric hybrid systems to realize the benefits of electric hybrid propulsion, while still offering a direct mechanical connection to the driveline to maximize performance and torque delivery.” This was critical decision because it

allowed the system to operate large commercial vehicles on significant grades while meeting the performance requirements. This can be challenging, perhaps impossible, for series architectures. “Allison then further optimized our architecture by adding a disconnect clutch to the transmission in our parallel electric hybrid system,” said Ramanan. This enabled the efficiency benefits of a series hybrid system by creating a mechanism that allows the system to disconnect from the mechanical connection when it is not needed to meet the demand for power. This disconnection is determined by the operator of the vehicle through throttle input.

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be fluid. Traditional diesel-driven ICEs remain the dominant power mode in the current landscape. This will continue for the near term. “Future proofing their business to the upcoming ESG challenges is essential for all corporations to remain sustainably competitive,” said Aulbur. “Most off-highway players are therefore committing to sustainability as a key strategic topic, with some OEMs giving themselves challenging targets. This includes achieving net-zero operational emissions by 2050. Hybrid-diesel engine technologies, which consume significantly less fuel than traditional ICEs, use less fluids, and have fewer components, provide a tangible bridge toward those goals” |

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ENGINES & EMISSIONS

The Fastest Path to Emissions Reduction for Heavy-Duty Diesel Engines Make the most of current technology and alternative fuels.

by Julie Blumreiter, ClearFlame Engine Technologies

The Challenge Diesel engines are critical to world economies. However, they contribute to local air pollution, and the burning of fossil fuels is currently the largest contributor to greenhouse gas emissions from human activities. Projections suggest that even with a growing number of alternatives, only 25% of new, heavy-duty trucks in 2035 will be rated for zero tailpipe emissions. This leaves the remaining 75% to rely on

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olutions are needed that can mitigate the 4.8 gigatons of annual carbon dioxide (CO2) emissions generated globally from heavy-duty sectors that use diesel fuel. These include on-road transportation and off-highway equipment. While electrification helps curb tailpipe emissions of light-duty, medium-duty and short-range transportation, largescale deployment for heavy-duty and off-highway sectors is still decades away. These industries need solutions for decarbonization today to help meet global climate goals. fossil fuel unless other alternatives are developed. Additionally, the number of heavy-duty vehicles on the market continues to increase, with nearly 359,000 Class-8 vehicles expected in production in 2022. The size of the diesel emission problem and the wide range of applications in which these engines are used have created a search for decarbonization solutions across the heavy-duty industry. One question often asked is: How fast can we get to zero emissions?

Figure 1. Emission reduction trajectories associated with limiting warming below 1.5°C based on the starting year. Solid black lines show historical emissions while dotted lines show emissions constant at 2018 levels.

OEM Off-Highway | JULY/AUGUST 2022

Framing the question in this way creates a single, acceptable outcome— only the solutions with perfect, zero emissions are the ones worth implementing. However, if all the diesel emissions were cut in half today, the industry would have twice as long to find the quickest path to zero emissions. Perhaps a better question is: How quickly can we reduce emissions? This way, the industry can prioritize progress toward that perfect future without discounting provisional solutions that can help get the industry there sooner. In stronger words, focusing exclusively on zero tailpipe emission solutions impedes the progress the industry can make and needs to be making by deploying midterm solutions that offer significant emissions reductions today.

Key Considerations Four key factors should be considered when assessing emissions reduction for on- and off-highway applications: • Life-cycle emissions as the primary metric—Reducing life-cycle greenhouse gas (GHG) emissions is essential for lowering atmospheric

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Figure 2. Current production levels of alternative fuels on a DGE basis

Figure 3. Engine-out soot measurements collected on a diesel engine operating on E98 ethanol fuel

GHG levels, the driver of climate change. Different actions generate the addition or removal of GHGs into the atmosphere. However, like a bank account, the net effect of those activities impacts the balance. To illustrate, while a vehicle powered by net-carbon-negative fuel might not deliver zero CO2 emissions at the tailpipe, the aggregate effect of that fuel reduces GHG levels in the atmosphere. Similarly, battery-powered equipment charged by a carbon-intensive source contributes to climate change, despite emitting zero tailpipe emissions. This life-cycle framework has been used for decades by leading institutions studying climate. It is essential when assessing the true emissions reductions of alternative technologies. • Time sensitivity of emissions reduction—The financial analogy of atmospheric carbon also applies to the time-sensitivity of reducing GHGs. Like a loan deferral, getting a later start on emissions reduction requires moving more quickly to arrive at the same climate impact by 2100 (see Figure 1). Global emissions have already arrived at a point where the rate of reduction required is basically impossible. If the industry starts in 2022, emissions need to reduce by 14% in 2024. That is the same size as the total emissions from transportation (road, rail, air and marine). That rate only increases the longer action is deferred. • Air quality considerations—Air quality continues to impact human health, particularly in heavily congested, urban areas. Criteria emissions such as soot and NOx have long been linked to higher

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OEM Off-Highway | JULY/AUGUST 2022

ENGINES & EMISSIONS LEE ET AL., ARGONNE NATIONAL LABORATORY

Figure 4. A comparison among transportation energy sources: Historical and projected average carbon intensity of U.S. fuel energy efficiency ratio

rates of asthma, heart disease, and other respiratory and cardiovascular illnesses. For the children living in areas with significant diesel pollution, every step forward in emissions reduction matters. Waiting 10 to 15 years for solutions is unacceptable. • Total cost of ownership—The total cost of ownership (TCO) is a key driver for equipment owners. The cost of equipment, operation and maintenance all factor into a TCO calculation. While lowering emissions, the solutions must have compelling TCO so end users to remain productive and profitable.

Benefits of Decarbonized Liquid Fuels With life-cycle emissions, time sensitivity, and air quality framing the emissions challenge, alternative solutions are necessary and timely. Decarbonized liquid fuels can provide a rapid pathway to reducing engine-out emissions. These include biofuels and synthetic fuels, which can be scaled more quickly than electrification and enable faster emissions reduction. Using 100 percent renewable, plant-based fuels like ethanol is the basis for some engine modifications. One solution enables these fuels to be easily integrated into existing diesel engines, replacing diesel fuel and offering a quickly scalable, lower emission, lower-cost solution. Ethanol offers these key advantages: • Scalability—Using ethanol takes advantage of an existing fuel distribution infrastructure. More than 15

billion gallons are produced in the U.S. each year (see Figure 2). • Lower emissions—Fuels like ethanol can significantly help reduce emissions. Research from Harvard and Argonne National Laboratory show that the life-cycle carbon intensity of U.S. ethanol is approximately 45% lower than diesel or gasoline. It is also lower than that of electricity using the national grid average. • Clean burning capabilities— Small-molecule liquid fuels, such as ethanol or methanol, burn so cleanly, even in a diesel engine cycle, that they produce soot-free emissions. Another benefit is eliminating the diesel particulate filter or at least ensuring it never needs to regenerate. Engine data collected by a solution provider’s engineers demonstrated engine-out soot emissions at lower levels than the Environmental Protection Agency’s regulation for on-road tailpipe levels (see Figure 3). • Cost—A fuel like ethanol can lower the TCO for end users when compared to existing diesel equipment. On a diesel gallon equivalent basis (DGE), ethanol was lower cost than diesel fuel in 2021. In the current, 2022 environment, it is $2 per DGE lower. This fuel price advantage impacts the TCO of equipment. While many solutions ask customers to pay more to “go green,” low-cost liquid fuels can simultaneously lower costs and emissions. For agricultural applications, the potential exists to create a virtuous cycle

OEM Off-Highway | JULY/AUGUST 2022

by operating the equipment on the same fuel that many farms help produce. The life-cycle carbon intensity of ethanol accounts for the emissions of the equipment used to plant, harvest and transport the crops. Figure 4 compares fuel and energy types used in transportation and equipment, demonstrating their carbon intensity and how it has decreased over time. Alternative fuels have and continue to improve, contributing to the low life-cycle GHG of any equipment or vehicles that use those fuels.

The Future No silver-bullet solution exists today to help the industry meet its emission and climate targets. However, a policy and market environment that incentivizes outcomes rather than one solution benefits on- and off-highway equipment end users. By embracing a range of technologies, the industry can move closer to a clean and equitable future.

Resources • “Bloomberg NEF’s global EV outlook 2021: Commercial vehicles,” Bloomberg. https://bloom.bg/3BlMGiF/ • “All Signs Point up: Analysts See Robust and Growing Demand for Future Diesel Products in on and Off-Road Applications in 2022,” Diesel Technology Forum. https://bit.ly/3cEZvKJ • Carbon intensity of corn ethanol in the United States: state of the science, IOPscience. https://bit.ly/3cA6zZ2 • Lee et al. Argonne National Laboratory, DOI: 10.1002/bbb.2225; Biofuels. Bioprod. Bioref (2021). • Hausfather, Zeke, Carbon Brief. UNEP: 1.5C climate target ‘slipping out of reach.’ https://bit.ly/3vl9NGj Dr. Julie Blumreiter is the chief technology officer and cofounder of ClearFlame Engine Technologies.

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Success Story: dSPACE’s AURELION Helps the University of Alabama Implement Complex 3-D Sensor Simulation Environments

dSPACE is assisting the University of Alabama at Birmingham (UAB) with the development of vehicle perception technology for ADAS/AD applications using physics-based sensors. The university is using dSPACE’s AURELION solution to create complex, simulated driving scenarios, including the modeling of sensor behavior. Challenge: UAB was seeking help to integrate a traditional map into its 3-D sensor simulation environment. Their goal was to produce a realistic sensor response for different sensor simulations (i.e., camera, radar, lidar) in complex, off-road environments, which far exceed the challenges associated with traditional road and city settings.

Solution: The level of detail that had to be simulated in various nature scenes presented interesting challenges, but dSPACE was able to help UAB identify bottlenecks and resolve processing issues. With AURELION, they were able to simulate lidar and radar simulations from maps in real time with outstanding realism. Further research is ongoing to increase the size of the simulated scenes, so that multiple kilometers can be simulated.

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OEM Off-Highway | JULY/AUGUST 2022

25 1

ENGINES & EMISSIONS

Overcoming Electric Vehicle ADOPTION BARRIERS

How OEMs can help fleets be safer, cleaner and more efficient by encouraging the move to EVs by Greg Colvin, Zonar

ince its invention more than a century ago, the internal combustion engine (ICE) has been responsible for powering the majority of the world’s 1.466 billion (and counting) vehicles. It also has fundamentally remained the same. While automakers and manufacturers have learned to refine the ICE, their innovations have been applied elsewhere—improving safety; streamlining operations and efficiency; and, more recently, reducing fuel consumption and limiting climate impact. A renewed global focus on the environment, several commendable but failed attempts (such as the rotary engine), and modern technologies have brought about the next true automotive evolution nearly one-hundred years later: the electric vehicle (EV). According to the Alternative Fuels

Data Center from the Department of Energy, the average EV emits 3,774 pounds of carbon dioxide (CO2) equivalent per year—a 67% reduction from the 11,435 pounds of CO2-equivalent from a gasoline-powered vehicle emits. And it is a more drastic reduction from the 223 tons (491,631 pounds) of CO2 produced by diesel vehicles. Reducing fuel consumption and emissions is critical for smart fleet management. Additionally, studies prove that EVs are safer than traditional gasoline or diesel engines because lithium-ion batteries pose less of a risk of fire or explosion. The Insurance Institute for Highway Safety also showed that crashes involving EVs resulted in less chance of injury. President Biden set an ambitious goal for half of new car sales to be electric, fuel-cell or hybrid EVs by 2030. Consumer transition to EVs is on a fast track. However, despite government mandates to lower vehicle emissions overall, fleets are still slow to adopt without proof of financial benefits and improved safety and operational efficiencies

Software can connect GPS, electronic logging devices and predictive maintenance technology with transportation management systems to provide insights for drivers and dispatchers.

OEM Off-Highway | JULY/AUGUST 2022

The Reality of EV Costs A major barrier to EV adoption is overhead costs. From an infrastructure perspective, EV charging stations can cost about $1 million to install. On the fleet side, on average, early model EV school buses are two to three times more than the cost of a diesel bus. However, government funding is available through the annual Bus and Bus Facilities Grant and Discretionary Grant Program for Charging and Fueling Infrastructure. This money supports states and transit organizations that want to invest in new or rehabilitated transit equipment and infrastructure, including EV charging. The Biden Administration also announced private U.S. investments that will help develop the nation’s EV charging network. With low-cost overnight charging, reduced cost and downtime for maintenance, and overall savings on energy costs, EVs will have lower total cost of ownership (TCO) than a typical diesel vehicle. McKinsey estimates that by 2030, electric fleets will have a 15% to 25% lower TCO than ICE vehicles.

Infrastructure Needs Another concern is the relative lack of EV charging infrastructure. In some cities, charging stations are available at grocery store lots, but in others, options are more limited. While government is focused on investment in charging infrastructure with the previously mentioned funds, diesel trucks already struggle to find truck parking spots en route let alone EV charging stations. In fact, 2021 marked the tenth year in a row

Resources Alternative Fuels Data Center: https://bit.ly/3OuToFY The Insurance Institute for Highway Safety: https://bit.ly/3PRkclc Bus and Bus Facilities Grant: https://bit.ly/3cCLwVW National Electric Vehicle Infrastructure Formula Program: https://bit.ly/3opojsU Discretionary Grant Program for Charging and Fueling Infrastructure: https://bit.ly/3Bbm0RS

POSITIONED FOR PRODUCTIVITY.

“Charging electric-vehicle fleets: How to seize the emerging opportunity,” from McKinsey: https://mck.co/3OojWbX American Transportation Research Institute’s annual survey: https://bit.ly/3PSDre5 that truck parking was listed among the top 10 industry concerns in the American Transportation Research Institute’s annual survey. Fleet drivers of ICE vehicles must preplan routes for fuel stops based on the hours-ofservice rules and estimated parking spots. EV and hybrid trucks will have to do the same. Fleets must plan for EV charging options at work facilities, employee’s homes and/ or public access points. Utilities also recommend charging during off hours or overnight for cheaper prices and less strain on the power grid.

Technology and Data For EV route planning, OEMs should include smart fleet management software. This software can connect GPS, electronic logging devices and predictive maintenance technology with transportation management systems to provide insight. Data overload may be another obstacle. Left untouched, data only accumulates. Organizations must be able to use data to manage electric and hybrid fleets. OEMs can help fleet managers understand how to use the data that software provides to make decisions.

Smart mobility solutions provide data critical to identifying charging inefficiencies and compliance needs. This gives predictive maintenance guidance and a look at diagnostic information they may not have had. A solution like this provides a health score with actionable data, which can be used to improve asset uptime. Preventive tools help identify inefficient charging or ill-timed maintenance. Through in-cab tablets, applications and management systems, drivers and remote managers receive data on EV power usage and analytics. The necessary data is captured on a unified dashboard, so reviewing and acting as needed is simplified.

Planning for EV Adoption The decision to add EVs to a fleet requires planning and investment. OEMs can help contractors understand the long-term benefits, which include saving money, keeping vehicles and drivers safe, and reducing the overall carbon footprint. Greg Colvin, senior director, OEM solutions, for Zonar

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OEM Off-Highway | JULY/AUGUST 2022

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MINING

PHILIPPI-HAGENBUCH, INC.

Rear eject bodies use an ejector blade to discharge material. This simplifies the dumping process and enhances efficiency.

REAR EJECT BODIES and Other Features Decrease Mining Costs

Considerations for selecting a truck body must include the equipment’s total cost of ownership. by Josh Swank, Philippi-Hagenbuch Inc.

o reduce expenses, every mine plays its own game of give and take. Equipment selection, especially with the beating that mine equipment takes, is a large part of cost considerations. When selecting a truck body, finding ways to balance longevity and productivity creates a challenge. For addressing cost, selecting a heavier, durable truck body provides years of low-maintenance operation. These heavy-duty units also tend to be ... heavy. Extra weight reduces the amount of material that can be hauled by the vehicle. Heavy-duty units also have an initial high price. In contrast, an emphasis on increased hauling capacity and higher productivity from a lighter weight body provides another option. These units are lower priced but often wear

out quickly. Vehicle failures lead to downtime with lost production and a need for repairs or replacements. Even mines seeking a middle ground are challenged with an off-the-shelf truck body that may not maximize the mine’s potential. An option that provides a sustainable solution to the productivity dilemma is a custom-designed truck body, manufactured to meet the specific challenges of the individual mine.

Focus on the Mine Before mine managers research truck body features, they must examine their mine. Each mine is different and needs specified equipment. Does a humid environment cause issues with carryback? Do trucks haul corrosive materials? When dumped, do materials need to exit slowly?

OEM Off-Highway | JULY/AUGUST 2022

These questions lay the groundwork for. Working with a custom equipment manufacturer adds benefit. These manufacturers work in tandem with mine managers to analyze specific requirements while offering an objective and experienced eye to suggest considering of often overlooked details. Important options that can maximize effectiveness in a mine go beyond add-ons like sideboards and floor liners. The truck body’s design, material make-up and other factors should be discussed with a custom manufacturer to select the ideal body for the mine and ensure that strong bones make it up. With the groundwork in place, mine managers can look for the features that will ensure that they get a functional, efficient and durable truck body for their mine.

Body Basics No matter the skill level, operators may not be able to avoid damaging many standard or off-the-shelf truck bodies. Damage often occurs when the loading tool contacts or bumps the truck body while filling. What causes this contact? The truck body may be too small. It may be mismatched with the loading tools, or the body may not have the proper height. Regardless of the cause, repeated damage during loading can quickly destroy a body, causing expensive maintenance and repair issues on the truck. Customizing truck bodies to the mine’s specifications increases loading safety and reduces the potential for loading damage by ensuring that the width is correctly paired with the loading tool. This provides the lowest possible loading height and allows the shovel bucket to get closer to the truck body floor. This feature nearly eliminates the chance that the loading equipment will damage the truck’s sides. It also simultaneously reduces the wholebody vibration associated with mass dumping. A wide-body option offers well-balanced weight distribution across all the tires, which minimizes

the potential for uneven tire wear and extends the truck components’ and body’s lives. With heavy use and high reliability required in mining applications, maintenance is inevitable. Simple design considerations in the body improves reliability. They can either speed the maintenance process or decrease issues and/or the need for maintenance. Adding four free-floating lifting eyes into the floor of the body rather than the sides is one example. This enables fast and easy removal or installation of a body for maintenance without the risk of bowing the body, a common issue with lifting points incorporated on the sides. As body sides age, traditional lifting points integrated into the them, such as pivots and holes, can become fatigued. This weakening risks a potential safety situation when removing or installing

PHILIPPI-HAGENBUCH, INC.

High sides and a poor baffling design can cause round water tanks to be unstable. Square tanks like these help address these issues.

a body down the road. Bolsters and frame rails provide maximum reinforcement to the sides and floors of bodies. Traditional bodies

simply have butt-welded bolsters to frame rails, making them vulnerable to wear and tear. Bodies with intersecting bolsters and frame rails offer superior

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OEM Off-Highway | JULY/AUGUST 2022

MINING

PHILIPPI-HAGENBUCH, INC.

support that won’t buckle under the immense stress of materials, keeping the payload at maximum capacity. A truck body with these design features has good bones. A well-designed body can be customized and refurbished to find the sweet spot for handling the daily abuse of the mine while maintaining productivity. With supply chain issues and a volatile steel market, the custom manufacturer must also use the best steel throughout the body. It must also ensure that parts and materials are available and made in-house. Checking all these boxes provides mine managers with a solid base to expand on with other truck body options that can further streamline operations, like rear eject bodies.

Customized truck bodies designed for the mine’s specifications increase loading safety and reduce the potential for loading damage by ensuring that the width is correctly paired with the loading tool.

Rear Eject Bodies Rear eject bodies offer an efficient, low-maintenance alternative to enddump trucks for smaller, niche areas within a mine. As the name implies, rear eject bodies use an ejector blade to discharge material. Without moving or raising the truck bed, the blade pushes material toward the rear of the truck. This simplifies the dumping process and enhances efficiency since operators don’t have to wait for the bed to lower before driving away. When selecting a rear eject body, less is more. Rear eject bodies with a single hydraulic cylinder that operates the ejector blade and the rear tailgate mechanism at the same time minimize maintenance costs and maximize uptime. Selecting a body with ejector guides inside the truck bed delivers smooth operation and decreases overall maintenance requirements. They eliminate rollers that often break or bind. With the guides and track within the bed, no external rails can be hit by loader operators, which can disable a unit until costly repairs are made. Some rear eject bodies feature designs tailored to reduce carryback. The natural, sweeping action of the ejector blade reduces the chance for carryback, even with materials prone to sticking to the sides or floor of the

truck bed. However, certain conditions, such as a humid, sticky environment, present even greater challenges. In these instances, a manufacturer can work with mine managers to add exotic steel liners to the ejector blade to deter sticking and further ensure no carryback. Integrating a rear eject body into a truck has obvious benefits for dumping. However, these bodies can also be fitted with add-on attachments that further increase the flexibility and utility value of the specialty body in the mine. SPREADING In some applications, materials must be evenly and precisely distributed. By safely controlling the dumping rate and pairing it with a material spreading attachment, rear eject trucks can increase efficiency in these tasks. They are ideal for applications such as haul road maintenance or certain drying applications, such as spreading salt, diatomaceous earth or lime onto leach beds. Material spreading attachments are available from custom equipment manufacturers and are designed to integrate seamlessly with the rear

OEM Off-Highway | JULY/AUGUST 2022

eject bodies. Spreading attachments can handle a wide range of material— from very fine to 2-inch-minus-sized material. Also, the spread width can be adjusted from approximately 5 feet to 60 feet or more (1.2 meters to 18.2 meters). In addition to hauling and road maintenance, it can also help spread grit for traction on icy roads. STEMMING Many mining operations rely on sidedump buckets or loaders to fill blastholes with stemming material after the explosives are packed in the bottom. Stemming can be time-consuming, but an attachment can transform productivity and increase rear eject versatility. Opting for a rear eject body with a stemming attachment, however, can greatly improve efficiency. For example, using a single 3-ton loader, operators might only be able to fill two holes per load before traveling back to aggregate piles for more material. Depending on how close the stockpile is, this can result in cycle times of 15 minutes or more. With each blast averaging 100 or more holes, filling the blastholes with stemming material often takes two

to four crew members several days. This can create a significant drain on productivity. Alternatively, similar work with a rear eject body with a stemming attachment on a 40-ton articulated truck would be streamlined. An increase in efficiency of 200% or more would be realized with a rear eject body and stemming attachment when compared to traditional methods. The stemming attachments incorporate into the rear eject body, offering an adjustable arm that can easily be positioned over the stemming hole to precisely deposit material in less time and with minimal labor. The ejector blade pushes material to a cross auger, which loads the articulating stemming arm and conveyor. The ejector blade speed, in-cab controls, stemming conveyor and operator controls at the stemming arm all precisely control the flow of material for even distribution.

Water Tanks In addition to truck bodies, water tank selection provides an excellent opportunity for improvement. Though they may seem basic, water tanks are crucial for many tasks including dust suppression and firefighting. Traditional round water tanks limit productivity and increase costs. Round tanks often have high sides, which result in a poor center of gravity that can lead to tipping. Instability is worsened by a baffling system that incorporates open maintenance access cutouts. This system may lead to poor water compartmentalization and excessive water churn. Because of safety concerns and instability in water trucks, operators may not completely fill the tank, leading to less efficiency and more trips for refills. To combat this, mine managers should specify a square tank that addresses these issues from the ground up. The squared corners and a more sophis-

ticated baffling system can prevent water surges between compartments. The baffling system also has doors instead of cutouts, which allows easier access for maintenance. Not rounding the sides also allows for a higher storage capacity, so drivers can be more efficient with their trips.

Lasting Solutions Mine managers want their mines to operate at their full potential, and that usually rides on the back of a haul truck. By laying the groundwork and incorporating the assistance of a custom manufacturer, mine managers can include their wants and needs into their unique operation instead of working with off-the-shelf options.  Josh Swank is vice president of sales and marketing for Philippi-Hagenbuch, Inc.

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OEM Off-Highway | JULY/AUGUST 2022

WHAT’S NEW ON THE WEBSITE

5 Considerations When Selecting Fasteners

Cummins Announced New CEO

A dependable supplier helps decrease lead times, improve operations and increase environmental and sustainability progress. by Paul Przyby, Optimas Solutions

he supply chain—a term once associated with the logistics, transportation and distribution world—has become common in everyone’s vocabulary. Unfortunately, because of the COVID-19 crisis and recent geopolitical events, strain remains on the collective supply chain. How can original equipment manufacturers (OEMs) of off-highway

mobile equipment mitigate fastener supply chain challenges? The answer lies in the chosen fastener supplier that fits the OEM’s requirements in five key areas—risk reduction, inventory optimization, elevating operations, quality, and electrification and environmental considerations. 

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OPTIMAS SOLUTIONS

Rumsey is the first woman to hold this title since the company’s inception in 1919. by Lori Ditoro

ummins Inc. announced that, effective August 1, 2022, Jennifer Rumsey, president and chief operating officer, will assume the role of president and CEO, and Tom Linebarger will end his term as CEO. Rumsey will be the seventh CEO and first woman to lead the company since it was founded in 1919. Rumsey is an advocate for diversity, equity and inclusion, and women in STEM fields.

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Keys to Reservoir Design in Mobile Equipment

Tanks and reservoirs in off-highway vehicles require special design considerations to deal with more adverse conditions.

obile hydraulic reservoirs are expected to perform as well as their industrial counterparts. However, tanks and reservoirs in off-highway vehicles require special design considerations to deal with more extreme and often adverse conditions, such as machine motion, extreme ambient temperatures, as well size limitations. Sponsored by The IFH Group

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OEM Off-Highway | JULY/AUGUST 2022

NEW PRODUCTS

VSWAS 23.5R25 Snow Tire

Premium Lighting for the Off-Highway Sector The NightViu lighting series from Continental was developed for construction applications. With uniform illumination at automotive level, the series provides better visibility in the work area. The aluminum housings are designed for extreme off-highway environments. They are protected against water and dust in compliance with the IP6K8 standard. The lights also withstand temperatures between 40°C and more than 90°C and pass vibration tests of up to 12 g root mean square. www.oemoffhighway.com/22301414

Bridgestone Americas announced the VSWAS 23.5R25 V-Steel Snow Wedge All Season tire, a size expansion to the Bridgestone Off-theRoad (OTR) line of radial snow tires. Designed for grader and loader applications, it provides efficient performance in deep snow with a tread pattern that reduces stone holdings. The VSWAS 23.5R25 is also designed for year-round use, negating the need for seasonal tire change-outs. Features include: • Deep siping design • Special tread design • Cut-resistant compound www.oemoffhighway.com/22327429

48-Volt Aftertreatment Heater Controller

Ion-Conductive Polymer Membrane for Air Batteries Toray Industries, Inc., announced an ion-conductive polymer membrane for air batteries. Used in separators, this membrane should help improve the safety and longevity of lithium-air batteries. It will also extend the cruising ranges of electric vehicles, industrial drones and urban air mobility systems. Toray designed a polymer that enables lithium-ion hopping and leverages molecular design technology for highly heat-resistant aramid polymers. The result was a nonporous polymer membrane with an ion conductivity of 3×10-5 S/cm. This high conductivity enables batteries to operate despite the membrane being nonporous. www.oemoffhighway.com/22327108

Power management company Eaton introduced a 48-volt programmable power electronics control unit. This equipment is for electrically heated catalysts that can be used by commercial vehicle manufacturers to meet tightening global emissions regulations. The control unit quickly warms up the exhaust aftertreatment catalyst and keeps it warm during low-engine-load operation. This controller is designed to: • Receive power commands from the aftertreatment system • Provide soft-start and soft-stop capabilities for assisting in maintaining system voltage control • Deliver diagnostic feedback of the heater element www.oemoffhighway.com/22301968

Traction Inverters The latest Curtiss-Wright Tractor Inverters are for use in hybrid and pure-electric applications for on-highway and off-highway commercial vehicles. The latest models launched as 420kW vehicle-grade traction inverters for single or dual motor applications. Both models operate with multiple motor technologies, including AC-induction, permanent-magnet-synchronous and interior-permanent-magnet types, to ensure improved range, longer battery life and lower operating costs. www.oemoffhighway.com/22314666

OEM Off-Highway | JULY/AUGUST 2022

OFF-HIGHWAY HEROES

HCEA ARCHIVES

The first all-hydraulic motor grader was the Austin-Western 99. This 99-L version, equipped with an optional front dozer, is doing some road maintenance for owner Genessee County, New York, in 1958. (Austin-Western Collection)

HCEA ARCHIVES

This Austin-Western 12-Yard Hydraulic Scraper is being tested at Moffat Coal Company near Sparta, Illinois, on June 25, 1936. Austin-Western also offered three smaller scrapers operated by cable. (R. G. LeTourneau, Inc. photograph, Maier-Daily Papers)

Hydraulic Graders and Scrapers The earliest graders and scrapers relied on manual or mechanical control to operate the blade or bowl. by Thomas Berry, Archivist, Historical Construction Equipment Association

n the past few columns, we’ve examined some innovations created by R. G. LeTourneau. This column covers a technology LeTourneau eschewed. Even as the rest of the industry embraced hydraulics, he favored powering equipment with electric motors driven by a central generator. Earlier columns detailed hydraulic excavators, cranes and control systems for tractor attachments. This column discusses other early examples: graders and scrapers. The earliest graders and scrapers relied on manual or mechanical control to operate the blade or bowl. Initially, hydraulic technology was not advanced enough to fully replace these systems without being cumbersome, and it required a power supply. One example of working around this limitation was the Gledhill Road Shaper

built in the 1930s by the Gledhill Road Machinery Company of Galion, Ohio. It resembled a pull grader. However, instead of a moldboard, circle and related hardware, it included a V-shaped iron skid in a framework. A system of hand cranks and a hand-operated hydraulic pump set the skids to the proper angle for a crowned surface on a gravel road. Ryan Manufacturing Company of

Chicago was the first known to this author to employ a gas engine on a pull grader, doing so by 1928. The first to use hydraulics on such a machine is unknown. The first hydraulic motor grader was the Austin-Western 99. Introduced in 1938, this machine was also the first to offer all-wheel drive and steer. Like the pull grader, the first hydraulic scraper is also a bit of a mystery, one that also depends on what kind of scraper we’re discussing. As with dozers, small scrapers could use hydraulics before most larger machines. The earliest known all-hydraulic scraper for heavy excavating was another Austin-Western product, the 12-Yard Hydraulic Scraper. This machine was also the first scraper to have its own engine. Using the same logic as the powered pull grader, the onboard engine drove all the machine’s functions. The pulling tractor’s power was devoted entirely to the tractive effort. 

The HCEA is a 501(c)3 nonprofit organization dedicated to preserving the history of the construction, dredging and surface mining equipment industries. With over 3,800 members in twenty-five 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, Ohio; and hosting an annual working exhibition of restored construction equipment. Our next International Convention and Old Equipment Exhibition will be September 23-25, 2022, at the National Construction Equipment Museum in Bowling Green, Ohio. 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. We seek to develop relationships in the equipment manufacturing industry, and we offer a college scholarship for engineering and construction management students. Information is available at www.hcea.net, by calling 419-3525616 or e-mailing info@hcea.net. Please reference Dept. OEM.

OEM Off-Highway | JULY/AUGUST 2022

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OEM Off-Highway July/August 2022

Articles inside

The Fastest Path to Emissions Reduction for Heavy-Duty Diesel Engines

Improving Linear Actuator Design Flexibility with Noncontact Position Sensing

Employing Vehicles with Aftermarket Automation Keeps Existing Fleets on the Road

Overcoming Electric Vehicle Adoption Barriers

EDITOR’S NOTE

NEW PRODUCTS

WHAT’S NEW ON THE WEBSITE

Hydraulic Graders and Scrapers