OEM Off-Highway July/August 2016

www.oemoffhighway.com

JULY/AUGUST 2016

Global product development solutions for mobile OEMs

A VISION OF PURE GENIUS The Genius CAB demonstrates what is possible when system experts collaborate.

PAGE 16

EMISSIONS: SuperTruck returns for round two PAGE 12 ELECTRIFICATION: Truck platooning through wireless machine connectivity PAGE 22 ENGINES: Natural gas meets diesel performance PAGE 28 ENGINEERING: 3D printing holds more opportunity in manufacturing PAGE 30

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THE ENGINE OF SUCCESS

Learn more at KubotaEngine.com/Success

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Executive Leadership Provided by:

SAE 2016 COMMERCIAL VEHICLE ENGINEERING CONGRESS ON-HIGHWAY OFF-HIGHWAY DEFENSE October 4-6, 2016 Donald E. Stephens Convention Center Rosemont, Illinois USA www.sae.org/comvec

P1627852

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CO N T E N T S: VOLUME 34, NO.5 | JULY/AUGUST 2016

COVER STORY

16 ENGINEERING Operator Environment

A Vision of Pure Genius

network of partners A collaborates to design the cab of the future without OEM intervention.

Search: 12233694

16

FEATURES 12 EMISSIONS

News Brief: SuperTruck

SuperTruck Returns

The DOE has announced the next iteration of its SuperTruck program with the aim of increasing Class 8 long-haul truck efficiency more than 100%.

12

Search: 12231403

News Brief: Brexit

14 Brexit and the Construction Market

What are the effects of Brexit on the local UK economy, construction market, and long-term potential effects for global investors?

Search: 12235834

14

22 ELECTRIFICATION

Electrical & Electronics: Truck Platooning

Follow the Leader

Wirelessly linking vehicles together in a convoy provides opportunities for emissions reduction, safety and efficiency benefits.

Search: 12233087

22 4

OEM Off-Highway|JULY/AUGUST 2016

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EDITORIAL ADVISORY BOARD IN EVERY ISSUE

Online Exclusives    www.oemoffhighway.com

Editor’s Notebook

6 Reigniting the Inspiration Flame

Volvo Construction Equipment

Jules Carter Chief Engineer – Innovation & Hybrids

Roy Chidgey

Flow Toward Emissions-Free Operation

Economic Outlook

oemoffhighway.com/ economics

Chief Project Manager

GKN Land Systems

Search: 12218248

8 Strong Labor Market for U.S., Results of Brexit Yet to Emerge

Craig Callewaert, PE

Business Segment Head, Minerals Projects and Global Mobile Mining

Re-designing the way energy flows through a fuel cell enabled one manufacturer to develop a zero-emission, range-extending hybrid-electric powertrain solution.

Siemens Large Drives US

Search: 12216508

Andrew Halonen

Joshua David Consultant

Ricardo Strategic Consulting Sales Engineer

Eck Industries, Inc.

33 Advertisers’ Index

Off-Highway Heroes

34 Lift Capacity Enhancers

Terry Hershberger

34

Director, Sales Product Management, Mobile Hydraulics

Bosch Rexroth Corp.

The science of lifting equipment has always been based on balance and counterweight.

Some things never change.

Tracy Kiser Off-Highway Marketing Communications Manager

Cummins Inc.

Search: 12220368

Mike Mackool VP Sales & Marketing

Torsion Control Products

Alistair McLelland

FEATURES 28 ENGINES

ngine System: E Natural Gas Engine

Vice President Marketing, North America

AGCO

Doug Meyer

28

Global Director of Construction Engineering

John Deere

Natural Gas Meets Diesel Performance A balanced combustion

Matt Rushing Director, Product Management, Global Electronics, ATS and Global Engines

AGCO

Allen Schaeffer

process, improved fluid dynamics and increased displacement bring a natural gas engine’s performance up to that of its diesel equivalent.

Executive Director

Diesel Technology Forum

Keith T. Simons President – Controls Products

OEM Controls, Inc.

Search: 12235836

30 ENGINEERING

Simone Stier

30

Promotion and Communication

Liebherr-Components AG

Engineering & Manufacturing: 3D Printing

Bob Straka Business Development Manager, Transportation

Design for Function

Southco, Inc.

3D printing is reshaping system design strategies away from manufacturing and toward performance and simplification opportunities.

Charlie Throckmorton Principal Applications Engineer

Danfoss

John Treharn Vice President Business Development HYD GROUP

Search: 12235835

Parker Hannifin Corp.

OEM Off-Highway|JULY/AUGUST 2016

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EDITOR’S NOTEBOOK www.oemoffhighway.com/12234609

®

REIGNITING the Inspiration Flame

O

SEPTEMBER

IN THE NEXT ISSUE

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

www.OEMOffHighway.com

ur mission at OEM Off-Highway has always been to inform and inspire our readers by providing stories of innovation and unique solutions to industry challenges. For those of you that were unable to attend bauma in Munich, Germany this year, you may have missed a truly ground-breaking announcement: The CAB Concept Cluster (CCC) released a fully-integrated and optimized cab system that was designed and created together with 13 technology suppliers and industry partners—the Genius CAB. Of the 13 partners, zero were OEMs. The cab system was not built with any specific customers in mind, but rather the CCC set out to demonstrate what would theoretically be possible if it were able to co-design and develop system integrated solutions at an earlier stage of the development process and thereby generate interest with OEM customers to pursue such solutions.

It is one of the first forms of pure optimized system development and technological integration that I’ve seen in my nine years at OEM Off-Highway magazine. The team has already begun its next full cab system design, this time for agricultural equipment applications, and will officially launch the new cab system at Agritechnica 2017 in Hanover, Germany. Read our full report on the project on page 16.

Beyond the Genius CAB, another form of design inspiration—and frankly revitalization—is the influence of the additive manufacturing industry, otherwise referred to as 3D printing. As advanced and stronger materials become available, such as high temperature alloys, the opportunities are opening up for heavy-duty applications.

3D printing is challenging engineers to rethink how they approach a parts design, offering system simplification opportunities through part reduction and unique shapes that would have been nearly impossible with traditional manufacturing processes. The constraints are being lifted, and the next several years are going to hold a lot of exciting new challenges and solutions for the off-road equipment industry. Read more about 3D printing on page 30.

And, since The E Issue is centered around all things efficient and environmentally friendly, be sure to check out our paper-free digital edition at www.oemoffhighway.com/magazine.

• Mining Equipment Market Report • Data Management for Mining • Proximity Detection Systems • Automated Lubrication Systems

We want to hear from you.

If you know of more projects that developed optimized systems through industry collaboration, we’d love to hear about them! Send them to the editorial staff at editor@oemoffhighway.com.

• Fully Autonomous Mine Sites • Battery Driven Underground Mining Equipment

+ The OEM Guide to MINExpo

editor@oemoffhighway.com

6

Published by AC Business Media Inc.

@OEMEditor

PRINT AND DIGITAL STAFF Publisher Sean Dunphy sdunphy@ACBusinessMedia.com Associate Publisher/Editor Michelle Kopier mkopier@ACBusinessMedia.com

Managing Editor Sara Jensen sjensen@ACBusinessMedia.com Senior Field Editor Curt Bennink cbennink@ACBusinessMedia.com Contributing Writer Thomas Berry Senior Production Manager Cindy Rusch crusch@ACBusinessMedia.com Art Director Dave Haglund Senior Audience Development Manager Wendy Chady Audience Development Manager Angela Kelty

ADVERTISING SALES (800) 538-5544 Stacy Roberts............ sroberts@ACBusinessMedia.com Al Bower..................... abower@ACBusinessMedia.com Jill Draeger................. jdraeger@ACBusinessMedia.com Sean Dunphy............. sdunphy@ACBusinessMedia.com Erica Finger................ efinger@ACBusinessMedia.com Change of Address & Subscriptions — PO Box 3605 Northbrook, IL 60065-3605, Phone: (877) 201-3915 Fax: (800) 543-5055 • circ.OEMOff-Highway@omeda.com List Rental — Elizabeth Jackson, Account Executive, Merit Direct LLC, Phone: (847) 492-1350 ext. 18 Fax: (847) 492-0085 • ejackson@meritdirect.com Reprints — For reprints and licensing please contact Erica Finger at 920-542-1230 • efinger@ACBusinessMedia.com.

AC BUSINESS MEDIA INC. Chairman Anil Narang President and CEO Carl Wistreich Executive Vice President Kris Flitcroft CFO JoAnn Breuchel VP Content Greg Udelhofen VP Marketing Debbie George Digital Operations Manager Nick Raether Digital Sales Manager Monique Terrazas Published and copyrighted 2016 by AC Business Media Inc. 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 on-line) is published eight times per year: January/ February, March, April, May/June, July/August, September, October and November/December by AC Business Media Inc., 201 N. Main Street, Fort Atkinson, WI 53538. Periodicals Postage paid at Fort Atkinson, WI and additional entry offices. POSTMASTER: Send address changes to: OEM Off-Highway, PO Box 3605 Northbrook, IL 60065-3605. Printed in the U.S.A. Canada Post PM40612608. Return undeliverable Canadian addresses to: OEM Off-Highway, PO Box 25542, London, ON N6C 6B2.

Volume 34, No. 5, July/August 2016

OEM Off-Highway|JULY/AUGUST 2016

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ECONOMIC OUTLOOK www.oemoffhighway.com/economics

STRONG LABOR MARKET FOR U.S.,

Results of Brexit Yet to Emerge

A

strong June labor market report was welcome news. It took the edge off of growing concerns that the U.S. economy was stalling. It will probably not be enough, however, to induce the Fed to make a move before year end.

The consequences of the Brexit vote will begin emerging in the coming months. The ECB and the Bank of England are planning to cushion the blow, but there is only so much they can do. | Go to oemoffhighway.com to sign up for our monthly ECONOMIC NEWSLETTER!

124.1%

124

• The leading indicator slipped 0.2 points during May.

QUESTIONS? Contact Steven Crane,

8

OOH0716_08-11_Econ.indd 8

123.2%

Dec

Jan '16

Feb

Mar

123.9%

123.7%

Apr

May

121 120

• All in all, the signal here is for moderate growth over the next couple of quarters.

117

OEM Off-Highway|JULY/AUGUST 2016

123.1%

122

119

scrane@c3stats.com.

123.2%

123

• This followed a solid 0.6 point advance the previous month.

Senior Economist at C3 Statistical Solutions, at

123.3%

118 Actual index (2004=100)

U.S. Leading Indicator:

123.8%

116 115 114

Oct '15

Nov

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

8/5/16 9:52 AM

U.S. Total Industrial Production:

Housing Starts:

• Overall production fell 0.4% in May.

• Single-family housing starts inched upward in May by rising 0.3%.

• Manufacturing recorded an equivalent decline.

• In contrast, permits fell 2.0%.

1.0

1.5 1.3% Annual % change in quarterly averages

1.2

• These historical data reflect the recently completed normal revision done annually by the Census.

• Starts are holding near the 0.77 level that has been in place most of the year so far.

• This left overall output in May 1.4% below that for May 2015.

0.9

Private Nonresidential New Construction:

0.8

0.79

0.77

• Volume remains not much below the record levels recorded before the great recession.

12

Millions of single-family units, seasonally adjusted annualized rates

0.76

• Nonresidential activity slipped 0.7% in May.

0.79

0.81

0.82

10.9%

0.85

0.84

10

0.9% 0.6%

0.6 0.3%

0.3

0.6%

9.1%

8

0.6

Annual % change in quarterly averages

6

0.3%

0.4

0.0

4.5%

4

-0.3

2.3%

0.2

-0.3%

2

-0.6 -0.9

Dec ’15

Mar '16

Jun

Sep

Dec

Mar '17

Jun

0.0

Sep

Dec ’15

Mar '16

Jun

Construction Machinery, New Orders:

Sep

Dec

Mar '17

Jun

Sep

• The new data show 2015 as having more volume throughout the year than previously estimated.

• That said, the order trajectory remained substantially downward since early 2015.

0

-4.8%

0

Annual % change in, 12-Month moving total (1982 Dollars)

Dec ’15

Mar '16

-12.3%

Jun

Sep

Dec

Mar '17

Jun

Sep

-40

Annual % change, in 12-Month moving total (1982 Dollars)

6 5

-8.3% -11.8%

4 3 2

Annual % change, in 12-Month moving total (1982 Dollars)

-30.0%

-36.1%

Dec ’15

2.1%

1.9%

1.4% 0.8%

1

-26.4%

-30 -35

0 -1 -2

Mar '16

Jun

Sep

Dec

Mar '17

Jun

Sep

-3

-2.9%

Dec ’15

Mar '16

Jun

-2.5%

-2.6%

Sep

Dec

Mar '17

OEM Off-Highway|JULY/AUGUST 2016

OOH0716_08-11_Econ.indd 9

Sep

8.0%

8 7

-1.8%

-25

-12.1%

Jun

• At least part of this traces to the enhanced volatility that emerged over the last six months.

-20

-10

Mar '17

• May’s 3.0% increase was a minimal bounce off of a 15+ year low.

-15 -7.8%

Dec

• Output fell 2.3% in May; this was the third consecutive monthly decline.

-10

-20

Sep

• The bad news is that the shipments situation during the period was still horrible.

-5

-16.2%

Jun

• These revised historical data show a somewhat lower trajectory over the past year or so.

-1.0%

-15

Mar '16

0.5%

• The good news is that rebenchmarking made the 2015 volumes and growth rates less bad.

3.8% 1.8%

-14.1%

Dec ’15

0.4%

Total Public New Construction:

5

3.6%

-5

0

Farm Machinery & Equipment Shipments:

• The historical data for this series were recently rebenchmarked.

5

1.2%

0.7%

-0.8%

Jun

Sep

9

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ECONOMIC OUTLOOK www.oemoffhighway.com/economics

Heavy-Duty Truck Shipments:

Defense Industry, New Orders:

• It appears that the truck market was notably overestimated in the earlier data series.

• Rebenchmarking had little impact on the defense orders series.

• It also appears that the current soft market began around April of last year.

• Data from recent years continue to show a modest upward trajectory and substantial volatility.

• This softness was reinforced by the 3.9% decline in shipments during May.

• Notable declines in April and May mostly unwound an upward surge that occurred in March.

20

6

Mining, Oil & Gas Field Machinery New Orders:

18.7%

5.7%

4

2.9%

• Rebenchmarking had little effect on the recent historical pattern.

Annual % change, in 12-Month moving total (1982 Dollars)

14.5%

15

• Orders rebounded in May but remained down almost 89% from May 2015.

0

-1.7%

-10

2

-13.4%

10

0 -0.5%

-20

-1.0%

-2

4.6%

5

-30

3.5%

-4

0

-6 -6.5%

-8

-10.4%

Dec ’15

Mar '16

Jun

Sep

Annual % change, in 12-Month moving total (2003 Dollars)

-9.8%

Dec

-40

Mar '17

Jun

Sep

-3.8%

-5 -10

Dec ’15

Mar '16

Sep

Dec

Mar '17

Jun

Sep

• Manufacturing turned in an identical performance.

• Keep in mind these figures cover the period prior to the historic Brexit vote.

• Until that time the most recently available figures will be repeated.

1.5

Annual % change in quarterly averages

1.2

100.8

Monthly index

100.7

100.49

100.51

100.53

100.53

0.9

0.9%

100.46

100.4

100.42

0.3%

0.3

0.6%

Jun

Sep

Annual % change, in 12-Month moving total (2003 Dollars)

Dec

Mar '17

Jun

Sep

• Meanwhile, new factory orders were unchanged.

• Given the many sources of uncertainty that exist, a quick rebound seems unlikely.

2.5% Annual % change in quarterly averages

2.0%

2.0

1.8%

1.5 1.1%

0.3%

1.0

0.9%

100.38

0.6%

0.0

100.3

0.5

100.2

-0.3

100.1

-0.6

100.0

Mar '16

-54.9%

1.6%

0.6%

0.6 100.50

Dec ’15

-58.3%

• Output fell in May; the declines were 1.3% overall and 1.8% in manufacturing.

2.5

1.3%

100.9

-60

-47.3%

-49.6%

Industrial Production, Germany:

• Production slipped 0.5% in May following a strong April.

• This is because it believes the recent Brexit vote will temporarily distort the data.

100.5

Jun

-46.8%

-7.4%

Industrial Production, United Kingdom:

• The OECD has suspended the publication of the leading indicator until September.

101.0

-50 -8.7%

Euro Area Leading Indicator:

100.6

-40.1%

-1.8

-7.5%

-10 -12

• This meant the disastrous plunge to near zero order volume remained in place.

-0.3%

0.0 -0.4%

-0.8%

Sep '15

Oct

Nov

Dec

Jan '16

Feb

Mar

Apr

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

10

-0.9

Dec ’15

Mar '16

Jun

Sep

Dec

Mar '17

Jun

Sep

-0.5

Dec ’15

Mar '16

Jun

Sep

Dec

Mar '17

Jun

Sep

OEM Off-Highway|JULY/AUGUST 2016

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E MI S S ION S

NEWS BRIEF: SUPERTRUCK www.oemoffhighway.com/12231403

SuperTruck Returns The DOE has announced the next iteration of its SuperTruck program with the aim of increasing Class 8 longhaul truck efficiency more than 100%.

DAIMLER TRUCKS NORTH AMERICA

by Sara Jensen

Testing of Daimler Trucks’ final SuperTruck design showed an overall freight efficiency improvement of 115%.

O

CUMMINS INC.

n March 1, Deputy Assisused for the SuperTruck II vehicles. are needed to ensure that these tant Secretary for TransAccording to a DOE spokesperson, more efficient trucks will appeal to portation Reuben Sarkar this is because more cost-effective future truck purchasers.” announced the U.S. Dept. technologies have shorter returns on While the focus of the project is of Energy (DOE) would provide $80 investment and greater potential for on Class 8 long-haul trucks, there million in funding for SuperTruck II. market success. “Industry must have will be an opportunity for teams to Launched in 2010, the first Sua business case to invest in technolconsider other Class 8 truck applicaperTruck program tasked teams of ogies and integrate them into their tions, as well. Class 8 regional-haul manufacturers—including truck use is anticipated Cummins and Peterbilt, to increase in the future Volvo Group, and Daimler as more container ships Trucks North America— arrive on the East Coast with improving overall due to the widening freight efficiency 50%, of the Panama Canal, measured in ton miles per says the spokesperson, gallon, and engine brake making improvements to thermal efficiency by 50%. regional-haul truck effiSuperTruck II aims to ciency just as important. take the potential for effi“As such, to the greatest ciency gains even further extent possible, technoloby challenging manufacgies selected to meet the The Cummins/Peterbilt SuperTruck design demonstrated a freight efficiency improvement of 86%. turers to research, develop SuperTruck II freight effiand demonstrate a greater ciency improvement goal than 100% improvement in vehicle manufacturing lines for products on for heavy-duty Class 8 long-haul freight efficiency the market,” says the spokesperson. trucks should be applicable to Class The DOE has placed an em“As for performance, technology 8 regional-haul trucks, as well,” says phasis on cost-effectiveness and solutions that offer comparable perthe DOE spokesperson. performance of the technologies formance (acceleration, gradeability) Manufacturers have already 12

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been able to commercialize over 20 different fuel efficiency technologies developed during the first iteration, including improvements in aerodynamics and engine-drivetrain integration. Volvo Trucks, for example, released its 2017 powertrain lineup earlier this year featuring technologies developed during the SuperTruck program for improved fuel efficiency such as a wave piston design to burn fuel more cleanly and turbo compounding to recover normally wasted heat energy (learn more, 12194929). The DOE says an estimated 26 technologies developed during SuperTruck I have the potential to succeed in the market in the next 2-4 years while nearly 13 offer further fuel savings potential within the next 5-10 years. Download a DOE factsheet on the final results of each team and the commercialization potential of technologies developed

during SuperTruck I at www.oemoffhighway.com/12231380.

“SuperTruck II is designed to extend and build on this success. While the SuperTruck I technologies have incredible promise, we think that this new project will result in even more innovation that can result in substantial near- and long-term fuel efficiency improvements,” says the DOE spokesperson.

Similar to the first iteration, project teams for SuperTruck II must include a Class 8 truck OEM; participation from engine manufacturers, trailer manufacturers, suppliers, national labs, universities and others from the industry is highly encouraged.

The DOE is currently in the process of competitively-selecting submitted proposals and anticipates announcing selections later this year. Projects will last approximately 60 months (five years). |

Read more about the initial SuperTruck program.

It’s a bird…it’s a plane…it’s SuperTruck Search: 10602353 SuperTruck rides towards completion Search: 11269209 SuperTruck provides guidance for a more efficient military Search: 12028636 Cummins-Peterbilt SuperTruck achieves 10.7 mpg in recent testing Search: 11313987 Daimler SuperTruck exceeds program goals Search: 12058508

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NEWS BRIEF: BREXIT www.oemoffhighway.com/12235834

BREXIT

and the Construction Market

by Michelle Kopier

What are the effects of Brexit on the local UK economy, construction market, and long-term potential effects for global investors?

O

n June 23, the United Kingdom decided to leave the European Union (EU) citing migrant intake as the tipping point for the desire to exit—or Brexit as it has been popularly deemed. Truly, the Brexit decision was multiple issues compounded over years as Britain grew weary of supporting the weaker EU countries that were not reforming in a manner consistent with British priorities and ideals, according to ITR Economics.

Directly following the vote and the decision to leave the EU, several economists released statements about possible implications for the exit, but most noted that it would

be two years before the split would be officially implemented, so direct economic effects would take a while before being tied to the separation.

Of course, there were immediate reactions to the decision to leave the EU, namely a significant drop in the financial market (the Dow dropped 611 points or 3.4% within the first 24 hours according to CNN Money) and a weakening of the British pound, dropping to its lowest level in over 30 years, not uncommon as panic and unease creates extreme market volatility.

As The Economist has noted in its coverage of Brexit, many economic analyses are scraping together internet data that are released at a faster rate than official economic data that has a more significant lag for proper analysis.

Economists that the OEM Off-Highway editorial staff has spoken to about Brexit have warned at reacting to hastily to market effects. In a statement released by ITR Economics, “BREXIT: Following UK Construction Output (real % change) for 2016-2020 with its Britain’s Vote,” the firm initial forecast as of March 2016 versus the revised forecast outlined plans for future after the Brexit decision. DATA AND CHART PROVIDED BY TIMETRIC coverage: 14

What we will do: ITR Economics will jump on the financial, consumption, production, sentiment, and leading indicator data as it comes out to determine if the initial negative financial reaction spreads beyond the probable initial wave of uncertainty.

This will help us determine if there is any enduring change to the business cycle trends for the US, UK, and Euro Zone.

What we won’t do: We will not react to speculation about what the vote means. We will change our outlooks based on what the data tells us. This means we will be less likely to issue snap judgments in the coming weeks, but we will be more prone to calmly sharing our findings with you as we put the economic puzzle pieces together.

Specific to the construction market, Timetric released a white paper, “‘Brexit’ and the Impact on Construction in the UK,” (download for free, 12238472). In it, the firm notes, “There is still a great deal of uncertainty as to what the full implications of ‘Brexit’ are for the UK’s construction industry, but the view from Timetric’s Construction Intelligence Center (CIC) is that there are major downside risks to growth, with little or no upside.”

The growth expectations for the

OEM Off-Highway|JULY/AUGUST 2016

OOH0716_14-15_Brexit.indd 14

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UK construction industry in 2016 was revised down from 3.4% to 2.8%, and 2017 was revised even further down to only 1.5% growth from the previous 4% projection.

The decline is representative of a decrease in investment as the UK government begins its two-year negotiation process to officially separate from the EU. “[The] negative impact on investor confidence stemming from the uncertainty over how the UK economy will perform outside of the single market will weigh heavily on the construction industry.”

Another consideration for the UK Construction market post-Brexit is the potential for higher labor and material costs, as it is heavily reliant on foreign labor from within the EU due to the insufficient numbers of new and existing skilled domestic workers. The industry is also reliant on imports for most construction materials and equipment from EU countries, especially Germany, Sweden and Italy. Depending on how the trade agreements are negotiated between the UK and the EU, it could raise costs.

The future of the UK construction industry depends on how the UK economy performs over the next several years. Timetric is not currently forecasting that the UK economy will fall into a recession, but does foresee potential for a sharp deceleration in economic growth. Only time will tell as to the long-term effects of Brexit on the global construction market and the implication of foreign investment into the market while it is in flux. | Download the full white paper from Timetric at oemoffhighway.com/ 12238472.

OEM Off-Highway advises its readers to investigate Brexit through credible economic firms as opposed to mainstream

media coverage that may be relying on short-term economic fluctuations versus analyzing long-term data sets.

OEM Off-Highway’s editorial staff will continue to monitor the effects of Brexit on the UK and global economy and equipment markets through its several relationships with industry economists, most recently its agree-

ment with ITR Economics to supply monthly market data and indicators, as well as in-depth market analysis.

Look for their first contribution in the September issue.

Subscribe to OEM Off-Highway’s Economic Outlook eNewsletter at oemoffhighway.com/subscribe to receive their analysis every month.

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COVER STORY: OPERATOR ENVIRONMENT www.oemoffhighway.com/12233694

A Vision of

PURE GENIUS

by Michelle Kopier

CAB CONCEPT CLUSTER

A network of partners collaborates to design the cab of the future without OEM intervention.

LEFT: The mirror replacement system in combination with the rear view camera system from MEKRA Lang expands the operator’s field of vision.

CAB CONCEPT CLUSTER

RIGHT: GRAMMER AG’s 12-in. multi-touch display houses its innovative graphical user interface (GUI) while its newly designed joystick features ergonomic horizontal hand positioning and is fully integrated into the armrest.

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CAB CONCEPT CLUSTER

The completed Genius CAB.

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Who is the CCC? The CAB Concept Cluster (CCC) is a network of suppliers, academic institutions, designers, industry associations and equipment renters and operators. Its members include the companies:

CAB CONCEPT CLUSTER

• AURORA • Bosch • Fritzmeier Systems • GRAMMER AG • HELLA • HYDAC • MEKRA Lang • SAVVY Telematic Systems • S.M.A. Metalltechnik

• Lumod (the design agency) • Technical University (TU, Technische Universität) of Dresden • VDBUM (Verband der Baubranche, Umweltund Maschinentechnik e.V., an association of construction, environmental and mechanical engineering) • Max Bögl (a construction firm)

Learn more about the CCC at www.cabconceptcluster.com

W

ABOVE: The heart of the Genius CAB is the body computer by Bosch which enables the implementation of a centralized network architecture.

CAB CONCEPT CLUSTER

BELOW: External Signature light from HELLA.

hat would you design if you had no performance parameters to match, no client expectations to meet, no design restrictions, and a team of system experts willing to collaborate and create the best integrated product possible?

These were the questions posed by the CAB Concept Cluster (CCC, see sidebar for a full list of partners), a consortium of 13 established OEM suppliers and industry experts that united in 2014 to create an OEM-independent, innovation-driven, fully integrated and optimized cab system—the Genius CAB. The Genius CAB concept was developed and led by the Technical University (TU, Technische Universität) of Dresden which has one of only two tenured chairs of Construction Vehicle Development in the world (the other residing in Japan).

This wealth of industry research on technology trends and the future of construction vehicles was incorporated into the design concepts that were vetted by construction firm Max Bögl and presented to the cluster partners.

“As the project was led by the Technical University (TU) of Dresden, all business decisions were made by a neutral organization. TU Dresden’s

experts always tried to keep negotiations equitable and make decisions that did not favor any one OEM. The management structure was very lean, and tasks were distributed between all the cluster partners according to their capabilities,” says Dr. Johannes-Jörg Rüger, President of Bosch’s Commercial Vehicle & Off-Road unit The prize-winning overall design was the work of Prof. Dr.-Ing. Jens Krzywinski of the TU Dresden, and Wanja S. Steinmaier from the design agency Lumod. The concept cab was launched officially at bauma 2016 in Munich, Germany (read more, 12201314) where the cab design received the bauma Innovation Award in the design category (read more, 12192957), as well as the VDBUM special award.

“We didn’t want the design to be something so futuristic that it was unlikely to come to fruition for another 10-15 years,” says Dr. Thomas Hiebaum, Corporate Vice President - Global Off-Highway, HELLA. “We instead focused on creating a cab system that leveraged advanced but available technology that could be implemented into the next generation of cabs in the construction industry.

“We have worked hard to create the workplace of the future for an op-

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COVER STORY: OPERATOR ENVIRONMENT

CAB CONCEPT CLUSTER

erator in our industry, and to create a workplace for multi-machine operation, to drive automation forward, to enable cloud-based management, and productivity improvement. We have let creativity flourish, involving young apprentices, fully accredited universities and operators, and have asked fleet managers to question our ideas to give us new insights,” he says.

“The future trend in off-highway vehicles is for maximal efficient system integration accompanied by an increasing digitalization of equipment

The multi-panel windshield provides optimum visibility for the operator.

Watch Online Watch a timelapse video of Fritzmeier’s Genius CAB concept prototype be developed from start to finish at www.oemoffhighway. com/12233677.

The Genius CAB’s systems and features are highlighted in an overview video at www.oemoffhighway. com/12233672.

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and cabs. We are all intensely concerned with our customers’ needs, with how the market of tomorrow will look and with how we can begin developing and implementing that today,” says Fritz Schadeck, Vice President of Fritzmeier Cabs. “The Genius CAB is our response to the challenges of the industry.”

The CCC set out to demonstrate what would theoretically be possible if it were able to co-design and develop system integrated solutions at an earlier stage of the development process and thereby generate interest with OEM customers to pursue such solutions.

“We are not trying to tell an OEM that we are better at designing or developing a vehicle or cab,” Hiebaum says. “What we are trying to convey is that integrating the systems together intelligently at the beginning of the design and development process, and by thinking about what you want to achieve with system integration, you can reduce the overall cost of the cab while including functions that would otherwise be impossible to realize with the current vehicle design process of designing the vehicle first and then sending out RFQs for components to comply with the design.”

By exploiting existing synergies, the cluster partners were able to develop and implement the Genius CAB as a customer-neutral innovation platform in the space of only 18 months. The team highlights group communication at such an early development phase as the key to what was a smooth and easy design process. “There were no big hurdles,” says Schadeck. “A couple of times there was product overlap between partners which required some discussion as to which would handle the component or system’s development, but once a decision was made, the design was able to

CAB CONCEPT CLUSTER

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www.oemoffhighway.com/12233694

In the interior, there is only one central touchscreen panel, which is integrated with the joystick in the armrest of the variably adjustable seat. An adaptive user interface summarizes the key parameters and ensures safe, target-oriented navigation.

move forward without a problem. It was extremely simple.”

Design challenges arise when system developers are brought in at the end of a vehicle’s design process and asked to make a part fit into a design that didn’t necessarily take the part’s features into consideration.

One such example is as simple as the work lamps, which HELLA supplied to the Genius Cab design.

“The work lamps are fully integrated into the cab structure,” says Hiebaum. “They didn’t have to be mounted onto the vehicle using specially designed brackets; they didn’t have to be protected with cages; there was no need for cooling fins for heat dissipation.” By working with Fritzmeier directly through the entire cab design phase, the lamp was incorporated into the structural design of the cab, including a joint thermal simulation to define how the lamp would be fitted into the aluminum frame to create a safe-to-the-touch heat dissipation away from the lamp.

“Normally we would have to create heat sinks with powder-coated aluminum die cast parts that would be mounted to the work lamps in order to cool them, which were completely eliminated through the collaboration with Fritzmeier,” Hiebaum says.

Furthermore, the lamp design was

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ing collisions and warn of potentially dangerous situations, benefiting both machinery operators and other site workers. State-of-the-art lighting concepts help to reduce reflection and glare. Innovative air-conditioning systems and ergonomic controls make the operator environment more comfortable as well. And all these sub-systems need to be connected in an intelligent way, which is done by [Bosch’s] body computer module.”

The exterior The exterior alone, designed to resemble a cut diamond, exemplifies the robust system integration and functional capabilities of the collaborative engineering effort of the CAB Concept Cluster partners.

The most significant innovations contributed by Fritzmeier Systems were its integrated SoftCab hybrid structure solution made of welded

special aluminum profiles, which led to a weight reduction of 30%, and the form-compliant EXO-ROPS steel elements that are mounted additively on the cab and can be configured for weight classes from 10-50 T. “All of the interior cladding that is integrated into the cab structure

CAB CONCEPT CLUSTER

able to employ an intelligent dimming feature to allow the brightness to change based on the bucket location to avoid glare-back from the backside of the shovel. The Matrix Beam work lights from HELLA are able to refrain from illuminating specific areas in order to avoid dazzling drivers.

For example, while the bucket of a wheel loader is raised, it is not illuminated and the light is routed past it.

“With just the work lamp alone, we were able to enhance three functionalities (mounting, heat, glare) that dramatically reduced part production, simplified the overall system, and saved on production time and overall cost, which can be passed along to the OEM customer,” says Hiebaum. “At the same time, we added a wealth of functionality that could never have happened if the lamps were added at the end of a vehicle’s design phase.”

Matrix beam technology by HELLA is implemented via the subdivision of the worklight into multiple units. Each segment can be dimmed up or down according to the position of the bucket.

Design breakdown The technical innovations were able to be developed simultaneously with a consistent and agreed upon styling concept which created a cohesive and unified cab design. Systems and technologies that were integrated into the Genius CAB were able to exceed global market standards of safety, intuitive operation, operator comfort, maintenance and design.

A key benefit to the collaboration between these system experts is the precision tailoring of every component to not only function optimally on its own, but to add value to the other components as well, all while keeping the machine operator and owner in mind. “It is the bringing together of the individual component innovations and the functional links of a large supplier network,” says Rüger.

According to Rüger, the CCC’s key objective was to increase safety in construction environments, especially by improving visibility and awareness of surroundings for machinery operators. “A safer construction environment is also one that is more efficient and cost-effective. Bosch’s sensors and displays detect impend-

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www.oemoffhighway.com/12233694 and the window elements leads to significant cost advantages in series production for the OEMs,” says Schadeck. Other features from Fritzmeier Systems are the cab’s newly developed details such as the ergonomic door handle and the electrically movable sunshade. The interior space is improved through removal of the steering column.

The windows provide plenty of visibility and, being aligned at specific angles, reduce unwanted distortion.

The protection rails positioned in the blind spot of the A-posts are not only part of the rollover protection cage, they also serve as handrails, cable conduits and—with LED lights—as signature elements. SignaturLight by HELLA consists of flexible LED light strips encased in an impact-resistant silicon element and modules integrated into the ROPS structure.

Ultrasonic sensors from Bosch are integrated into the exterior to provide additional visualization of the surroundings. The sensors detect dangerous situations by displaying relative positions and nearby obstacles, and do not depend on light, thus

FRITZMEIER

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COVER STORY: OPERATOR ENVIRONMENT

Constructed Genius CABs at Fritzmeier.

significantly increasing the standard of safety. The Bosch body computer enabled a programmable centralized network architecture to be implemented which lowered the number of supply cables, relays and fuses while allowing for customized control of the onboard sensors and actuators directly, or via CAN (J1939) or LIN. Instead of mirrors, there is a camera system combined with a variable view reversing camera from MEKRA Lang – used for the first time in a cab for an off-highway vehicle – which provides better surround visibility, especially in the dark. It can also be used to display from Grammer located inside the cab. The MEKRA Lang mirror replacement is displayed on the Bosch monitors mounted on the A-posts (see image on bottom left of page 16).

The interior Inside the Genius CAB, suppliers focused on the ergonomic features of the driver’s workplace including clear information management, the latest in HMI features, as well as the physical layout of the cab’s interior.

RAMSIS, a 3D model of a human in the form of ergonomic analysis software for CAD designs, aided in the development of operator conditions like ingress, visibility, ease of access to functions and seat position.

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“Our part within the CCC project was a complete system consisting of an innovative, ergonomically optimized driver seat with electrically adjustable features, plus a multifunctional armrest and 12-in. multi-touch display for controlling all vehicle and seat comfort functions,” says Hubert Wittmann, Off-Road Product Manager, GRAMMER AG. The seat is linked to the vehicle’s CANbus system and includes a driver detection system for immediate and completely automatic adjustment to each operator. A joystick with horizontal handle combined with physical, illuminated buttons is fully-integrated into the armrest. This means that all the functions and machine characteristics that the driver can control are centrally visible and can be modified at any time, even under adverse working and lighting conditions.

Numerous electrically powered functions are present on the seat, including adjustment of the seat’s fore/aft position, height, backrest and seat cushion angles, giving the driver optimal comfort for everyday work. All of these features are controlled by the multi-touch display, eliminating the need for conventional, manual seat controls. It also opens new possibilities for customizing the cab’s interior design, since the ambient lights of

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the cabin and seat are coupled to one another. This enables extras such as illuminated logo on the backrest or illuminated piping which is coordinated with the overall cabin design to evoke a special cab atmosphere.

GRAMMER AG was also in charge of developing the architecture of the graphical user interface (GUI). “The goal was to develop an innovative, user-friendly interface for the multitouch display. In cooperation with the Dresden University of Technology, [we] designed an intuitive, well-organized, touch-sensitive panel that maximizes workplace ergonomics,” says Wittmann.

The aforementioned central body computer supplied by Bosch operates on a complex modular CAN matrix that links and controls all of the CAN-enabled components and their functions, as well as processes the incoming and outgoing signals.

Smart cloud technology from SAVVY Telematic Systems uses RFID tags to record the working and operating times of the operator and the equipment, register the equipment status and log possible damage.

For example, the scene-based lighting control satisfies customers’ increasing demand for convenience and comfort, and the active access control system from HELLA and SAVVY Telematic Systems fulfills the demand for increased safety and security in all areas. By means of appropriate key codes, it is possible to flexibly broaden or restrict the range of functions available to the operator.

The air-conditioner from AURORA can be conveniently controlled by the machine operator via the central touchscreen panel. The set of newstyle air vents have been optimally arranged for individual, tailored ventilation together with the heater and air-conditioner.

The quality of maintenance inside the cab is significantly enhanced by the use of RFID-chipped air filters from HYDAC. The service life and usage state of the filters are continuously monitored. There is no longer any need to replace filters ‘just in

case.’ The cab interior takes into account the space required for air ducts, and particularly the need for easy access to the filter system. This is especially important for the particular requirements of the construction and agriculture industries.

The CAB Concept Cluster’s collaboration and unified mission to develop a technologically advanced operator cabin successfully demonstrated the massive potential of more efficient and effective system integration earlier in a vehicle’s design phase. “We continually pushed the envelope of the integration concept and have created a unique project that carries considerable weight in the international markets,” concludes Georg Fritzmeier, owner of the Fritzmeier Group.

The CCC’s next project has already begun: An optimized and integrated cab system for the agri-

Free Download Get even more system-specific details in the extensive Genius CAB brochure, available for download at www.oemoffhighway. com/12233681.

cultural equipment industry is to be ready and presented at Agritechnica 2017 in Hanover, Germany. |

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ELECTRICAL & ELECTRONICS: TRUCK PLATOONING E LEC T R IFIC AT ION

www.oemoffhighway.com/12233087

Trucks within the platoon communicate with one another wirelessly via automotive Wi-Fi.

Search ‘Truck Platooning’ at www.oemoffhighway.com to read more news about the project.

SCANIA AB

DAF TRUCKS

“Adding an extra trailer increases the amount of goods in every transport movement, reducing per tonne-kilometer costs by 40% and carbon dioxide emissions by more than one-quarter,” said Jonas Hofstedt, Head of Powertrain Development at Scania.

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Follow the LEADER

by Sara Jensen

Wirelessly linking vehicles together in a convoy provides opportunities for emissions reduction, safety and efficiency benefits.

O

n April 6, six plaand 49.2 ft). “The close distance optimal fuel savings, and subsequent toons of semi-aubetween the vehicles reduces drag, reductions in carbon dioxide (CO2) tomated trucks resulting in a substantial lowering of emissions, are achieved at speeds arrived at the Port fuel consumption and emissions, on above 80 km/h (49.7 mph) because of Rotterdam in the average by up to 7% for all vehicles the vehicles “can reach the highest Netherlands as part in the platoon,” says Martin Zeilinger, slipstreaming effect [also known as of the European Truck Platooning Head of Advanced Engineering at drafting].” And the longer the vehiChallenge. The project involved the Daimler Trucks. cles travel in a platoon, the greater vehicles traveling from various parts Scania AB, one of the manufacthe fuel savings potential. of Europe to demonstrate the beneturers taking part in the project, has Safety improvements can be fits of truck platooning, the linking of been using platooning for its own achieved, as well, by automating two or more trucks in a convoy. transport operations for several braking and other functions, elimiSimilar in nature to other vehicle years now, and has demonstrated nating the potential for human error. convoy, or leader-follower Kellström says follower concepts already used in trucks in the platoon can European Truck Platooning Challenge mining and military applibrake with virtually zero cations, truck platooning reaction time, improving consists of the first vehicle both road use and safety.

The European Truck Platooning Challenge was organized by the dictating the speed and government of the Netherlands, currently in the midst of its sixdirection of travel which all Creating a truck platoon month European Union presidency, in an effort to bring the concept other vehicles within the DAF Trucks, Daimler, of truck convoys to public roads for the first time. platoon follow.

Iveco, MAN Truck & Bus, As part of its Smart Mobility theme during its EU presidency, The vehicles are wireScania and Volvo Group the Netherlands’ goal with the challenge was to show the potential lessly linked to one anare the six OEMs who not only for the concept of truck platooning itself, but also for the other through the use of participated in the chalpossibility of progress through international collaboration between various technologies inlenge. Cameras, sensors, the European Commission, EU member states and industry. cluding vehicle-to-vehicle radar and lidar are among Doing so enables more uniform rules and regulations to be communication systems the many technologies formed in regards to technology research and development, and and sensors. “Information used by these compatransportation concepts such as truck platooning that have the about speed, acceleranies to create the vehicle potential to benefit all involved. tion, braking, position, connectivity necessary etc. is shared between for truck platooning. the vehicles so that a Schuler says the trucks set distance between the trucks is fuel savings up to 10% in real traffic in the MAN platoon communicate maintained at all times the system is conditions. via automotive Wi-Fi technology active,” explains Anders Kellström, Platooning is most beneficial (IEEE 802.11P) which operates at a Senior Product Planning Manager, during long haul highway applifrequency of 5.9 GHz. This enables Volvo Group. cations because of the vehicles’ the trucks to be in constant contact Trucks within the platoon follow travel speeds. Christoph Schuler, with one another, transferring control one another at a close distance, Connectivity/Automated Driving commands and vehicle data such typically between 10 and 15 m (32.8 expert at MAN Truck & Bus, says as braking deceleration and GPS OEM Off-Highway|JULY/AUGUST 2016

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ELECTRICAL & ELECTRONICS: TRUCK PLATOONING E LEC T R IFIC AT ION

www.oemoffhighway.com/12233087 position. “The parameters of the [vehicle-to-vehicle] communication are verified constantly with the values of the on-board sensor systems,” he says.

Daimler says the Wi-Fi technology enabled a network between the trucks within its platoon to be created by allowing the trucks’ onboard telematics systems to communicate with one another. The trucks were also able to take advantage of automated driving

lows automated driving through active steering intervention which supports drivers,” says Zeilinger.

Highway Pilot Connect enables critical safety information, such as recognizing when emergency braking occurs, to be transferred rapidly, within 0.1 seconds, through the use of a radio processor and dual multiband high frequency transmitter/receiver.

The system utilizes a radar unit with two sensors located at the front

Connected and automated driving will help balance the growing demand for transport and mobility with environmental protection and increased safety. through the use of Daimler’s Highway Pilot and Highway Pilot Connect longitudinal and lateral guidance systems. “The partially automated lateral guidance provided by Highway Pilot and Highway Pilot Connect…al-

of the truck to scan its surroundings and monitor the speed of the vehicle directly ahead. The system’s longrange sensor has a range of 250 m (820.2 ft.) and covers an 18-degree segment while the short-range

sensor has a range of 70 m (229.7 ft.) and scans a 130-degree area. Both sensors can measure speed with a precision of 0.1 km/h (0.06 mph) and distance to 20 cm (7.9 in.).

The sensors are connected to the system’s stereo camera to provide a complete picture of vehicle surroundings. The camera is located above the dashboard within the truck cab and scans the area ahead of the truck; it has a range of 100 m (328.1 ft.) and covers an area of 45 degrees horizontally and 27 degrees vertically. “The stereo camera identifies one- and two-lane roads, can precisely measure gaps and registers the information from road signs,” says Zeilinger.

Data from the sensors and camera are merged together within a sensor controller, enabling the system to recognize all moving and stationary objects in the truck’s vicinity and choose a suitable driving strategy.

While the truck platoons have automation capabilities, it is still necessary to have a driver in each of the vehicles within the platoon. “The driver must permanently monitor the

DAIMLER AG

Use of radar and two sensors located at the front of the truck scan its surroundings and monitor speed of the vehicle directly ahead.

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VOLVO GROUP

system and always be able to regain control of the vehicle,” explains Zeilinger. Each vehicle can join or leave the platoon at any time, further adding to the need for a driver in each truck. “In addition to efficiency and safety aspects, the objective is to relieve the driver’s workload in monotonous driving situations, improve concentration and thereby ensure a higher level of safety in road traffic,” he explains.

Conditions of the Truck Platooning Challenge required the manufacturers to have platoons of no more than three vehicles. “Technically there is no limitation [on the number of vehicles in a platoon], but the limit is set by the surrounding traffic and safety considerations,” says Volvo’s Kellström. “One objective of the challenge was to learn about this by running on public roads.”

Both Schuler and Zeilinger say no more than 10 vehicles should be included in a platoon to ensure a stable connection between all vehicles at all times and to easily manage typical traffic conditions.

“With longer platoons (five or more), the technical challenge will be the synchronous driving of all vehicles,” says Schuler. “An ‘accordion effect’ should be avoided, as it would have negative impacts on fuel efficiency.”

For a portion of its drive through Sweden—from Sodertalje to Malmo—Scania added an extra trailer to each of the truck and trailer combinations, creating total individual vehicle lengths of 32 m (105 ft.).

“Longer vehicle combinations are something that we’re already testing on some stretches of road and with which we are achieving good results,” said Jonas Hofstedt, Head of Powertrain Development at Scania, in a press release about the platooning challenge (learn more, 12185780).

“Adding an extra trailer increases the amount of goods in every transport movement, reducing per tonnekilometer costs by 40% and carbon dioxide emissions by more than one-quarter.”

What’s next?

Daimler, MAN and Volvo have been developing, testing and utilizing automation and vehicle connectivity technologies for several years, many of which were used within the platooning vehicles in combination

with newer technologies such as vehicle-to-vehicle communication systems. “The system has been designed with sensors very close to serial production in order to promptly introduce platooning into mass production,” says Schuler.

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ELECTRICAL & ELECTRONICS: TRUCK PLATOONING www.oemoffhighway.com/12233087

Each of the participating companies’ truck platoons traveled from their respective headquarters to the Port of Rotterdam in the Netherlands for the Truck Platooning Challenge.

He adds that today’s Wi-Fi standard has increased greatly from when MAN began its research into truck platooning in 2005, guaranteeing high stability and reliability of the systems used within the vehicles.

Each of the companies say they will continue advancing the technologies used in the truck platoons. Zeilinger says the high demands for data networking in the truck platooning vehicles creates a need for a stable and future-proof 26

Sweden and Europe of the major advantages provided by vehicle convoys in achieving safer and more efficient transport operations and in improving traffic flows.”

In addition to Volvo’s continued development of automation technologies, Kellström says the company is involved with a platooning task force established by the European Automobile Manufacturers Assn.

(ACEA)—which represents the 15 European-based car, van, truck and bus manufacturers—to define the next steps necessary to implement truck platooning in Europe.

He says further research is needed in the areas of safety, traffic behavior and human machine interface technology. “Also for platooning to be practical, [the ability to have] mixed brand platoons is important, and that

platform, which Daimler is working on. “We are working on the successive expansion towards a high level of automation based on high-performance sensors and data networking.” He says the company is also currently field testing its Highway Pilot system on German motorways.

According to Scania’s Hofstedt, “the European Truck Platooning Challenge is an excellent opportunity for us to increase awareness in both

Watch the truck platoons in action.

Volvo Self-Driving Truck Platoon in the European Truck Platooning Challenge Search: 12183826 Behind the Wheel: Iveco Truck Platooning Search: 12199266 Scania Platooning Search: 12174737

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MAN TRUCK & BUS AG

DAIMLER AG

requires development of communication standards.”

Regulations are one of the biggest challenges associated with bringing truck platooning to the market as every country in Europe has its own traffic laws. Harmonized regulations across all countries, however, would make it easier for truck platoon fleets to travel throughout the continent.

Melanie Schulz, the Dutch minister for Infrastructure and the Environment who spearheaded the Truck Platooning Challenge, said during a ceremony held upon the arrival of the six platoons in Rotterdam, “The results of this first ever major try-out in Europe are promising. The handson experience gained here will be very useful.... It will certainly help my colleagues and I discuss the adjustments needed to make self-driving transport a reality.”

Days after the completion of the European Truck Platooning Challenge, Europe’s transport minister, the European Commission and ACEA reached an agreement to work on the development and successful deployment of connected and automated driving technologies across Europe.

Erik Jonnaert, Secretary General of ACEA, stated at the site of the agreement, “Connected and automated driving is an important part of our response to future mobility challenges in terms of balancing the growing demand for transport and mobility

with environmental protection and increased safety. But even though this revolution is shaping our industry at a rapid pace, there are many challenges on the road ahead.”

Adapting traffic rules, improving

digital infrastructure, establishing clear liability rules, securing personal data, promoting operational testing, and increasing funding for research and development are all necessary to overcome these challenges. |

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ENGINE SYSTEM: NATURAL GAS ENGINE

NATURAL MEETS DIESEL GAS PERFORMANCE www.oemoffhighway.com/12235836

by Michelle Kopier

A balanced combustion process, improved fluid dynamics and increased displacement bring a natural gas engine’s performance up to that of its diesel equivalent.

I

n the pursuit of environmental sustainability for an engine manufacturer, there are certain truths: 1. An engine can never be truly clean if it does not use a clean fuel.

2. The clean fuel should come from a renewable resource.

“Carbon dioxide reduction is important for us,” says Oscar Baroncelli, Product Manager for FPT. “While NOx and particulate matter reductions are regional, carbon dioxide is a matter of the world. It’s a global gas that has an effect on the warming of the Earth.”

In 1995, FPT Industrial began development of its stoichiometric combustion technology, relying on balanced air and fuel ratios to con28

trol CO2 production (simply stated, the higher the hydrogen-to-carbon ratio, the less CO2 that is produced.)

By 1997, FPT began the mass production of CNG engines for on-road applications. “We launched our medium-duty NEF 6 and heavy-duty Cursor 8 natural gas engines in 2004, and the F1C natural gas engine for light vehicles in 2006,” says Baroncelli.

At the Beijing Bus and Truck Show in May of 2016, FPT launched its next natural gas engine, the Cursor 9 CNG, with one significant difference to the rest: The performance of the Cursor 9 natural gas engine was equal to that of its diesel version (learn more, 12211095).

Before the Cursor 9 CNG engine, a customer sacrificed performance

for a cleaner engine. As an example, the previous model, the Cursor 8, is available in both diesel and natural gas versions. The diesel engine has 380 hp (283.4 kW) and 1,500 Nm (1,106.3 lbs.-ft.) of torque while the natural gas version delivers 330 hp (246.1 kW) and 1,300 Nm (958.8 lbs.-ft.), a 15% loss in power and torque.

“Our OEM customers were asking for a solution to replace their existing diesel engines with a natural gas engine while getting the same performance in power and torque without impacting fuel efficiency,” says Baroncelli. In order to achieve a higher torque and power output than the Cursor 8 CNG, “we had to increase the displacement, improve the fluid dynamics, and create a more effi-

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cient combustion process.”

Just like the Cursor 9 diesel engine, the Cursor 9 CNG delivers 400 hp (298.3 kW) maximum power and 1,700 Nm (1,253.9 lbs.-ft.) maximum torque, matching performance while reducing total cost of ownership and noise (learn more, 12211112).

The technology of the Cursor 9 CNG To comply with Euro VI, the Cursor 9 CNG does not need exhaust gas recirculation (EGR) or selective catalytic reduction (SCR), but relies on a simple three-way catalyst—a compact catalytic converter located at the end of the exhaust with an integrated structure plated with three precious metals. Platinum and palladium convert carbon monoxide (CO) and hydrocarbon (HC) into carbon dioxide (CO2) and water (H2O), while rodium converts oxides of nitrogen (NOx) into nitrogen gas (N2).

FPT’s natural gas technology is compatible with several fuel types including CNG, LNG and bio-methane.

If bio-methane gas is used to fuel the CNG engine, CO2 emissions can be reduced to 0%.

Multi-point fuel injectors and a new fuel rail system allow for a higher flow rate. This combined with a modified cylinder head, characterized by intake ports with an optimized swirl angle, provides enhanced fuel consumption.

Compared to the Cursor 9 diesel, the CNG model has a Ni-Resist cast-iron exhaust manifold and water-cooled wastegate turbocharger for increased reliability. A diesel engine is approximately 500 C (932 F) outside of the turbo, whereas natural gas is closer to 700 C (1,292 F). In order to keep the temperature down, EGR can be used, but FPT’s solution was to design the exhaust manifold, turbocharger and cylinder heads with a new material. “It was a huge investment on material,” says Baroncelli, “but we didn’t have to tradeoff on engine performance.”

“Newly created technology specifically for the Cursor 9 CNG engine includes piston rings, specific piston

machining, the cylinder head cover and a cylinder head with modified intake ports for lower swirl. All of these new parts were created to increase the performance, reduce fuel usage and oil consumption on the Cursor 9 CNG engine,” Baroncelli says.

To increase driver comfort and thus performance of the final product, the Cursor 9 CNG will be the first alternatively fueled heavy-duty engine that can be coupled to an automated robotized transmission.

“The issue with coupling natural gas engines to robotized transmissions is due to the fact that the combustion strategy on the CNG engine is difficult to match during gear shifting,” explains Baroncelli.

“We developed the combustion technology in house and are patenting it. The technology allows us to be the first in the market capable of coupling a CNG engine to a

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robotized transmission, providing fuel savings over a commonly used hydrostatic system.”

FPT Industrial’s CNG engine launch comes at the heels of a foreseen increase in demand for natural gas engines in the truck and bus market over the next several years.

“Based on the global impact of sustainability, and the fact that our customers are looking for a reduction in total cost of ownership—which natural gas can provide because of lower fuel costs and the comparably higher cost of a diesel hybrid machine—the natural gas market is expected to grow significantly in North America, with slight growth in the Asia Pacific region and stability in Europe and Latin America,” says Baroncelli. “Today, the penetration of the natural gas market is 4% of the diesel market. By 2020, we expect that number to be closer to 8%.” |

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ENGINEERING & MANUFACTURING: 3D PRINTING www.oemoffhighway.com/12235835

Design for FUNCTION

by Michelle Kopier

The world of 3D printing is reshaping system design strategies away from manufacturing and toward performance and simplification opportunities.

T

he influence of the additive manufacturing industry is starting to take shape with heavy-duty vehicle applications. While 3D printing has been around for several decades, its most recent role has been for rapid prototyping to test a part’s overall shape, design and size. However, as material availability and printer capabilities expand, additive manufacturing is quickly becoming a manufacturing opportunity for actual production parts, and remanufacturing and replacement service parts.

Additive manufacturing presents several opportunities, as well as new challenges for OEMs to consider.

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Existing products can now be reevaluated for new design opportunities that could otherwise not be realized using traditional fabrication processes. Engineers can design new parts with a creative freedom not often exercised (along with a new set of design rules to follow).

In December of 2015, Caterpillar Inc. opened its own Additive Manufacturing Factory in Mossville, IL. The factory, according to a release from Caterpillar, represented the company’s adaptation to changing manufacturing environments. The factory houses commercial and high-end prototype 3D printers to not only serve its customers, but to also

increase the efficiency of its internal operations and conduct exploratory research and development with the latest technology.

Just three short months later, Caterpillar celebrated the grand opening of the full suite of three innovation spaces, including the Additive Manufacturing Factory—the Caterpillar 3D Printing & Innovation Accelerator.

“Our 3D printing future is exciting— from castings to parts to other larger possibilities,” said Caterpillar Chairman and CEO Doug Oberhelman in a statement during the opening.

The other two areas include the Cat MicroFoundry for rapid creation of low-volume castings using sand 3D

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Additive manufacturing allows you to think about things like you’ve never been able to before. It’s... been a reemergence of innovation. ~ Gina McGee, Solar Turbines printing technology, and the Innovation Accelerator where engineers and team members are encouraged to use their imaginations to dream up the next great innovation and make it a physical reality.

Reimagine existing processes The freedom of 3D printing does come with a learning curve, especially for seasoned designers that have been designing for manufacturing processes like casting for years, and now can rethink how a part functions without a fabrication constraint.

With printing, a unique design consideration would be adding support structures to stabilize the design as it is being printed. Plastic printed materials can use a dissolvable substrate for its supports, while metal printing requires the supports to be removed by a tool of some kind.

Gina McGee is a design engineer in the NPI Combustion Mechanical Design group at Solar Turbines Inc., a Caterpillar company. In her development group, the focus is on designing parts for the future. “Many people in my group have come from manufacturing and are very familiar with the lathe and mill, CNC 5-axis machines and other conventional fabrication methods. But, when we’re 3D printing parts, you now have to design for how the part is going to function, not how it’s going to be fabricated.”

Using conventional machining, a designer must always keep in mind how the part is going to be made, what tools will be used, what type of drill points, what type of machine and the impact on the design. But, with 3D printing, a designer can think beyond fabrication constraints.

“One of the last considerations in a 3D printed metal part’s design will be the tool that has to remove any

support structure that you might ing and finishing. If we can design have had to use to build the part,” for function, our parts wouldn’t look says McGee. “But, that also means like this.’ a designer has to think of minimizing “It sparks the imagination and support structure for a 3D printed allows you to think about things like design to reduce the amount of you’ve never been able to before,” tooling time.” says McGee. “It’s really been a Surface finishing is also an area of reemergence of innovation.” reconsideration for a designer. With a conventional part, when the material Designing for 3D printing is being cut away, the surface finish Kristine Timmons, an engineering process can be happening during the project team leader at Caterpillar Inc. machining process like tumbling. For was never bound by traditional man3D printing, a part’s internal pasufacturing and design techniques. sages can be more complex than a As a test engineer, her job was to conventionally fabricated design, but try and validate or break a design, those internal passages may be inas well as suggest improvements. accessible for smoothing or finishing “Because I was never involved tools. “You might have to hone it with a slurry to smooth out any roughness in the passages, for example, while with conventional tooling, you probably would have machined it to a standard surface finish,” CUSTOM SIZES HIGH PRESSURE AVAILABLE AIR FLOW says McGee. “I recently took • Fans designed to be an informal poll rugged for mobile of my team,” COUNTER CLOCKWISE VARIETY OF applications she recalls. “I asked them, ‘If we could build your part with a 3D printer, would it look like it does now?’ And they said, ‘No, the reason the part looks the way it does is because we needed access to certain features for tool-

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ENGINEERING & MANUFACTURING: 3D PRINTING www.oemoffhighway.com/12235835 with traditional manufacturing and design techniques, my transition to additive manufacturing three years ago wasn’t as difficult as it was for design engineers that had to relearn how to approach system design.”

Timmons now leads a team of engineers from several different business units including metallurgy, printing, engine performance, and simulation. A recent project was

sign, but there was no way we were ever going to reach the target life expectation for the part.”

Timmons gathered people form seven different business units within Caterpillar, plus two outside consultants, to brainstorm solutions.

“I told them to throw conventional knowledge out the window and to assume that our Additive Manufacturing group could print anything,”

3D printing can’t do everything, but it can do a lot. ~ Gina McGee, Solar Turbines centered around solving a problem with an engine component’s durability. “The part was only living for 8,000 hours and the goal was 20,000 hours. With the materials available to us and conventional manufacturing, we could make tiny improvements to the existing de-

she says. In the end, the group of 20 individuals came up with 45 different design concepts and, after comparative analysis through simulation, agreed upon three designs to print and test in the engine.

“We didn’t try to adapt a design to 3D print. We set out to create a whole new design. In the end, we should be able to improve the engine’s performance and improve the life of SHEET METAL, FOIL ENCAPSULATED, INTEGRAL - WE’VE GOT THE SOLUTION the component to meet the 20,000hour goal.”

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The two major hurdles for additive manufacturing in heavy-duty equipment applications is the limited size of the printer and the materials available. Metals and plastics have been used in 3D printing for some time, and both material groups offer different benefits and restrictions for their use.

High temperature alloys, for example, have been available for 3D printing for only a few years, but it cannot be assumed that the material’s properties and performance will be the same as the wrought annealed alloys. A tensile test and fatigue test of the 3D printed product must be conducted to ensure the performance requirements are still being met.

Printing metal can also be a slow process, which is why it doesn’t always make sense to modify a design and 3D print it. Conversely, the amount of time that can be saved printing multiple iterations of a part is significant. “If you design for casting, the gating, draft angles and tooling can take a long time, so you don’t change the design very often,” explains McGee. “But, with 3D printing, you can iterate much more quickly between concepts and have them built within weeks as opposed to months.

Maybe the iterations are just different prototype versions of a component that will eventually be cast if possible, but it shortens the time between iterations and designs. Since I work in development, that’s where I see a big advantage.”

Another opportunity with redesigned or new product designs for 3D printing is overall part simplification. A part that was traditionally made up of 10 different pieces could be reimagined in only two pieces, or perhaps even as a single unit. A reduction of parts means a reduction in joints that have to be fused and can be points of weakness or leakage.

Timmons’ group will soon be testing a design that can reduce the customer’s owning and operating costs by 5% and improve the durability of the component three fold. “We work on electric power engines, so 85% of the owning and operating costs are made up of the fuel costs alone, which is why improving the engine efficiency has such a big impact.”

In the end, additive manufacturing is a growing industry for

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heavy-equipment manufacturers to explore, with seemingly endless potential as printer technology continues to advance and material availability expands.

More complex and optimized designs can be considered for higher system and machine performance, as well as potential time and cost savings during the design and manufacturing phase.

That’s not to say that this is the beginning of the end for traditional fabrication processes, especially with the size constraints of current 3D printers compared to the massive size of heavy-duty equipment components. “3D printing can’t do everything, but it can do a lot,” says McGee. |

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Lift Capacity Enhancers The science of lifting equipment has always been based on balance and counterweight. Some things never change.

LIDGERWOOD MANUFACTURING COMPANY HOISTING ENGINES CATALOG, 1911, JUDD GRIFFITH COLLECTION

Lidgerwood Standard Guy Derrick.

by Thomas Berry, Archivist, Historical Construction Assn.

American Hoist & Derrick 1100 Series Super Sky Horse.

M

AMERICAN HOIST & DERRICK SPEC SHEET, 1980

any modern concepts in construction equipment design have their origins in ideas that are quite ancient, and some surprisingly old machines employed them well before today’s technological marvels.

The principles laid out by Archimedes concerning equilibrium of weights relative to each other are demonstrated in every type of machine that lifts a load. Lifting capacity increases in reverse proportion to the distance from the load to the machine’s center of gravity, and in direct proportion to the weight of the counterweights and the distance of the counterweights from the load.

Since the 1970s, large lattice boom cranes have achieved lifting capacities far beyond their as-built design by means of additional counterweights

on moveable carriages located well behind the machines, opposite the center of rotation from the boom.

For instance, the American Hoist & Derrick 1100 Series Super Sky Horse, built in the late 1970s and 1980s, carried its trailing counterweight on rubber tires, and the counterweight was connected to the crane by an extendible “stinger.” Measuring from centerpoint to centerpoint, it could be positioned from 54-130 ft. behind the crane’s center of rotation. At 54 ft. out and equipped with a 150-ft. boom, the crane could lift up to 1,138,600 lbs.

Guy derricks, on the other hand, consisted of a partially revolving vertical mast and boom, with the mast secured by radial guy lines.

They were not set up to be used with counterweights as modern cranes

are; instead, the lifting capacity was gained by keeping the boom as vertical as possible, thus keeping the load as close to the center of rotation as possible.

At first glance, this 1911 Lidgerwood Standard Guy Derrick, equipped with bull wheel and swing gear, seems to resemble the Super Sky Horse’s basic arrangement. But the power source and hoisting works are located out back, where the counterweights are on the Super Sky Horse, and from appearances their position serves the same function – to increase lifting capacity. Unlike the Super Sky Horse, only the mast and boom revolve; and although it seems to resemble a guy derrick, the Super Sky Horse does not require guy lines, and the mast is angled back towards the trailing counterweight. |

The Historical Construction Equipment Assn. (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 4,000 members in 25 countries, its activities include publication of a quarterly educational magazine, Equipment Echoes; operation of National Construction Equipment Museum and archives in Bowling Green, OH; and hosting an annual working exhibition of restored construction equipment. The 2016 show is September 16-18 at the museum. Individual memberships are $35.00 within the USA and Canada, and $45.00 U.S. 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.

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