OEM Off-Highway November/December 2023

NOVEMBER/DECEMBER 2023

STATE OF THE INDUSTRY

SPECIAL SECTION + Electrification Challenges & Solutions in Mobile System Design

7 professional perspectives & predictions for the 2024 OEM landscape

+ 3 Ways RFID Technology Can Reshape Manufacturing Efficiency

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CONTENTS

VOLUME 41, NO. 06 | NOVEMBER/DECEMBER 2023

FEATURE STORY

24 State of the Industry 7 professional perspectives & predictions for the 2024 OEM landscape EQUIPMENT MARKET OUTLOOK

8 Growth in US Machinery New Orders Despite Receding Construction Plans

24

Key observations across from 13 areas of industry that contribute to today’s global economic conditions INTERNET OF THINGS (IOT)

4 E DITOR’S NOTE

I nside the 2023 OEM Industry Summit & 2024 forecasts from our experts

6 N EWS BRIEF

Executive transitions at Volvo CE, Caterpillar, Yokohama Off-Highway Tires & Bosch Rexroth

40 N EW PRODUCTS

5 new & innovative releases hitting the OEM market now

18 RFID Technology in Mobile Vehicle Production From component sourcing to final assembly, 3 ways using RFID can reshape manufacturing efficiency INSTRUMENTATION & AUTOMATION

20 Getting the Right Emergency Stop Switch How automation trends are prompting a greater need for practical emergency stop switches suitable for mounting in tight spaces ELECTRIC & ELECTRICAL

30 More Power for Your Electric Machine While two-level power inverters are common, three-level inverters can boost efficiency, power output & sustainability

 WEB EXCLUSIVES Video Network oemoffhighway.com/videos

OEM Industry Update oemoffhighway.com/podcasts

Premium Content oemoffhighway.com/premium-content

ENGINEERING & MANUFACTURING

36 How Parts Kitting Improves Construction Equipment Assembly 6 ways this strategy can save manufacturers both time & money OFF-HIGHWAY HEROES

42 The Birth of the Modern Elevating Scraper Exploring the differences & similarities between historical & modern machine efficiencies

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OEM Off-Highway | NOVEMBER/DECEMBER 2023

3

EDITOR’S NOTE

A

t print time, our team was wrapping up OEM Off-Highway’s second annual OEM Industry Summit. The free event, supported by Platinum Sponsor Volvo Penta, took place virtually Oct. 31 – Nov. 2, and was stacked with experts sharing knowledge from every corner of the OEM landscape. Aimed at tackling today’s top challenges and trends, session topics ranged from electrification to automation to operator environment, each specially structured for equipment OEM Off-Highway Brand Director Sean Dunphy and Editor Kathy Wells show off the championship designers and engineers. The belt at HD Hyundai CE’s Dirt Perfect Championship, three-day event hosted nine an equipment challenge that saw operators of all experience levels compete against industry comprehensive educational influencer and professional excavator operator sessions and welcomed Michael Simon, at The Utility Expo, Sept. 26-28, 2023, thousands of registrants. If you in Louisville, Kentucky. missed this year’s live sessions or you’re interested in tuning in again, on-demand access is now available at oemoffhighway.com/webinars. Want in on the action next year? Mark your calendars — the OEM Industry Summit will return for its third installment, taking place Nov. 5-7, 2024. Registration is now open!

As we continue to look ahead to 2024, in this issue, we’re bringing you State of the Industry coverage to offer a glimpse into what’s on the horizon. Beginning on page 24, we’re addressing some of the off-highway industry’s most common concerns and offering advice to pave a path forward. This section shares insights and forecasts from several major players across the industry, including experts from Roland Berger, Cummins, Danfoss Power Solutions, Allison Transmission and more. We hope this information is beneficial to you as you set up for success in 2024 and beyond.

Take care,

EDITORIAL ADVISORY BOARD Craig Callewaert, PE, Chief Project Manager, Volvo Construction Equipment Roy Chidgey, Business Segment Head, Minerals Projects and Global Mobile Mining, Siemens Large Drives US Andrew Halonen , President, Mayflower Consulting, LLC Terry Hershberger, Director, Sales Product Management, Mobile Hydraulics, Bosch Rexroth Corp.

Steven Nendick, Marketing Communications Director, Cummins Inc. John Madsen, Director Engineering & Product Management, GKN Wheels & Structures Doug Meyer, Global Director of Construction Engineering, John Deere Andy Noble, Head of Heavy Duty Engines, Ricardo Daniel Reibscheid, Business Development Manager, MNP Corporation Matt Rushing, Vice President, Product Line, Global Crop Care, AGCO Corp.

Allen Schaeffer, Executive Director, Diesel Technology Forum Keith T. Simons, President – Controls Products, OEM Controls, Inc. Alexandra Nolde , Senior Communication & Media Specialist, Liebherr-Components AG Bob Straka, General Manager, Transportation SBU, Southco, Inc. Luka Korzeniowski, Global Market Segment Leader, Mobile Hydraulics, MTS Sensors Chris Williamson, PhD, Senior Systems Engineer Global Research & Development, Danfoss Power Solutions Company

4

NOVEMBER/DECEMBER 2023 | OEM Off-Highway

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

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

AUDIENCE

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

Art Director.........................................................Kimberly Fleming

kfleming@iron.markets

ADVERTISING/SALES

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

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

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

IRONMARKETS

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

REPRINTS & LICENSING

Associate Brand Director........................................ Nikki Lawson 920-542-1239 | nlawson@iron.markets

Published and copyrighted 2023 by IRONMARKETS. All rights reserved. No part of this publication shall be reproduced or transmitted in any form or by any means, electronic or mechanical, including photocopy, recording or any information storage or retrieval system, without written permission from the publisher.

SUBSCRIPTION POLICY: Individual print subscriptions are available without charge in the United States to original equipment manufacturers. Digital subscriptions are available without charge to all geographic locations.

Publisher reserves the right to reject nonqualified subscribers. Subscription Prices: U.S. $35 One Year, $70 Two Years; Canada and Mexico $60 One Year, $105 Two Years; all other countries, payable in U.S. funds, drawn on U.S. bank, $85 One Year, $160 Two Years.

OEM Off-Highway (USPS 752-770, ISSN 1048-3039 (print); ISSN 2158-7094 (online) is published 6 times a year: January/February, March/April, May/ June, July/August, September/October and November/December by IRONMARKETS, 201 N. Main Street, 3rd Fl., Fort Atkinson, WI 53538. Periodicals Postage paid at Fort Atkinson, WI and additional entry offices. POSTMASTER: Send address changes to: OEM Off-Highway, PO Box 3605 Northbrook, IL 60065-3605. Printed in the U.S.A.

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

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

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NEWS BRIEF

Volvo CE Announces Executive Management Changes The company appoints Scott Young, Mats Sköldberg & Jay Parker to its executive management team

Volvo Construction Equipment (CE) has announced three major appointments to its executive management team.

Scott Young has been appointed head of sales region North America. Most recently, Young was head of the Volvo CE Uptime Center of Expertise and has held a number of other roles in strategy, technology and other functions within

Volvo CE. Mats Sköldberg has been appointed head of technology at Volvo CE. Most recently, Sköldberg was head of technology for Volvo CE in China and has held a number of other senior technology roles in recent years.

Jay Parker has been appointed to the newly created role of head of digital and IT. The creation of this new role at the executive management team level reflects the importance of digital in the company’s overall transformation journey.

All three appointments will support the company’s cultural, sustainable and technological transformation, while demonstrating the expertise and dynamism that is already embedded across all regions of Volvo CE. 

Joseph E. Creed takes on the

position of chief operating officer Caterpillar Inc. announced Joseph E. Creed, group president of energy and transportation, has been named chief operating officer (COO). Creed will report to Jim Umpleby, chairman and chief executive officer. Creed joined Caterpillar in 1997 and has held numerous positions at Caterpillar. Creed holds a bachelor’s degree in accounting from Western Illinois University. He is also a certified public accountant and an executive board member of the Caterpillar Foundation. 

Read More

https://bitly.ws/ZojR

Read More

https://bitly.ws/Zok7

Yokohama Off-Highway Tires Appoints President of Global OE Business & Growth Segments Lawrence Harmon is tasked with growing the company’s OEM business Yokohama Off-Highway Tires (YOHT), a business unit of The Yokohama Rubber Co., Ltd. (Japan) specializing in the design, development, manufacturing and marketing of agriculture, forestry, construction, industrial, earthmoving, mining and port, and other commercial tires, has announced Lawrence Harmon as president of Global OE Business and Growth segments. He will also be a member of the YOHT Executive Committee.

Harmon will be tasked with leading and growing the company’s OEM business, and driving the assembly business to maturity with OEMs who require assembly solutions.

Harmon has over two decades of experience with industry players such as Michelin and the Carlstar Group. 

Read More

https://bitly.ws/ZojV

6

Caterpillar Introduces New COO

NOVEMBER/DECEMBER 2023 | OEM Off-Highway

Bosch Rexroth Names New CEO & President Erwin Wieckowski, P.E., steps into the role, covering both Bosch Rexroth North and Central America Bosch Rexroth has announced Erwin Wieckowski, P.E., as the new president and CEO of Bosch Rexroth North and Central America based in Charlotte, North Carolina. Schaefer will remain in the region to support the transition. 

Read More

https://bitly.ws/Zok2

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EQUIPMENT MARKET OUTLOOK

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oemoffhighway.com/market-analysis

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GROWTH IN US MACHINERY NEW ORDERS DESPITE RECEDING CONSTRUCTION PLANS

I

ndustry-leading economics firm ITR Economics provides heavy-duty equipment market trends to help OEMs stay up to date on top industry information and insights, which can help them make better decisions in 2023 and into 2024.

In our continued analysis, this month’s data shows a 12% growth rate in the annual new orders of

construction machinery in the U.S., although a softening macroeconomy and deflation in some commodities signal a slowdown in both private nonresidential and total public construction.

The following provides a summary of key observations across 13 indicators and areas of industry that contribute to today’s global economic conditions.

US All OECD Leading Indicator NOTE: data for charts are supplied by ITR Economics.

Visit oemoffhighway.com to sign up for our monthly ECONOMIC NEWSLETTER.

US Leading Indicator • The monthly rate-of-change for the U.S. OECD Leading Indicator continued to rise in August.

• Based on its historical lead time of roughly three quarters, the Indicator signals near-term cyclical rise in U.S. Industrial Production. However, other evidence such as the inverted Treasury yield curve suggests a later low is more likely.

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ITR Economics is an independent economic research and consulting firm with 75+ years of experience.

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

NOVEMBER/DECEMBER 2023 | OEM Off-Highway

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US Industrial Production

US Private Nonresidential New Construction

•U .S. Industrial Production in the three months through August was virtually even with the year-ago level.

• Elevated interest rates and built-up inventories will hamper Production and likely result in decline in the coming quarters.

• U.S. Private Nonresidential Construction in the three months through July totaled $170.1 billion, up 21.2% from the year-ago level.

• A softening macroeconomy and deflation in some commodities signal Construction spending will likely transition from accelerating growth to slowing growth soon.

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• Annual U.S. Total Public Construction in July came in at $402.4 billion, 10.9% above one year ago. The annual growth rate will likely start to transition to decline in the near term.

• State and Local Tax Revenue is in decline, which will weigh on future construction plans.

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OEM Off-Highway | NOVEMBER/DECEMBER 2023

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EQUIPMENT MARKET OUTLOOK

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US Farm Machinery Production • U.S. Farm Machinery and Equipment Shipments in the 12 months through July were 18% below the year-ago level. Meanwhile, annual production declined but was up 9.3% from its year-ago level.

• Shipments and Production trends are deviating, suggesting businesses may be experiencing this business cycle differently depending on where they are in the supply chain.

US Farm Machinery and Equipment Supplies Annual % change in 12 month moving totals

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• Annual Europe Agricultural and Forestry Machinery Production in July was 10.6% above the year-ago level.

• The European Central Bank raised interest rates further, which may discourage machinery purchases.

• The Four Big European Nations Leading Indicator monthly rate-of-change continued to rise in August.

• Europe is experiencing high inflation, at 6.1%, while its industrial sector activity is moving lower.

This poses a monetary policy challenge, which makes near-term recovery unlikely.

Europe Agriculture Machinery Production

Europe Leading Indicator

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Europe Ag & Forestry Machinery Production

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US HeavyDuty Truck Production

US Mining Production

• Annual U.S. Heavy-Duty Truck Production rose in August, coming in 12.8% above the year-ago level.

• Double-digit decline in the Cass Truckload Linehaul Index, an indicator of per-mile truckload pricing excluding fuel costs, suggests likely rate-of-change decline for Truck Production in at least the near term.

Germany Industrial Production

• Annual U.S. Mining Production activity in August was 6.3% higher than one year prior.

• Further slowing growth is likely in the near term alongside waning momentum in the U.S. economy. Declining manufacturing suggests softening demand for raw materials.

US Mining Production

US Heavy-Duty Truck Production

• Germany Industrial Production in the three months through July was 1.2% below the same period one year ago.

• Numerous headwinds exist in Europe’s largest economy, including higher energy costs and elevated interest rates. The Germany Manufacturing Purchasing Managers Index suggests further cyclical decline for Industrial Germany Industrial Production Production in at least the near term.

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US Mining & Oil Field Machinery Production Index

US Construction Machinery, New Orders • Annual U.S. Construction Machinery New Orders totaled $48.1 billion in July, a 12.0% growth rate from one year prior.

• Double-digit growth in dollar-denominated New Orders has been prolonged by rising prices. As inflationary pressures soften, expect pricing to UScontribute Construction New Orders lessMachinery to top-line growth.

• Annual U.S. Mining and Oil Field Machinery Production has flattened out but was still up 4.2% from one year ago as of August.

• Opportunities are more likely to stem from the oil and natural gas sector, which is at record highs and maxing out capacity. Non-oil and USgas Mining & Oil Machinery Production Index mining is Feild declining.

US Defense Industry, New Orders • Annual U.S. Defense Capital Goods New Orders in July totaled $167.3 billion, a tick down from the previous month but 19.3% above the year-ago level.

• General rise is likely in the months ahead given still-elevated geopolitical tensions.

US Defense Capital Goods New Orders

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ENGINES & EMISSIONS

ELECTRIFICATION CHALLENGES & Solutions in Mobile System Design Improving your process with efficiency models & system approaches, & high-level tips for optimizing system design for hydraulics

C

ompanies are working to optimize product designs in response to stricter zero-emissions policies. What does this mean in the world of mobile system design?

Definitions vary, but ultimately, it’s about achieving the ideal balance between performance, cost and efficiency.

Achieving this balance is no easy task, especially in light of the high cost of batteries and lengthy charging times. That means the entire system’s design must be rethought to achieve the ideal marriage of hydraulics and electrification. For industry veterans, it means having to relearn some things, and not just on the control side.

The Shift From Diesel Engines While different parts of the mobile market are responding differently, most of the changes we’re seeing today in systems design are driven by zero-emissions policies and mandates.

OEMs and operators alike are looking for the best options that help them shift away from diesel engines to electrically driven systems. At the foundation of this newly envisioned system are the inverter, which converts battery energy to power the system, and the motor. The motor drives the propulsion of the vehicle and/or hydraulics and/or accessories since these newer systems no longer have pulleys or belts to drive things.

Understanding Key Challenges Everyone is striving for efficiency, and there are lots of approaches for getting there. Yet not all of these approaches are truly efficient. And some approaches that are efficient have proven to result in negative consequences, such as excessive noise, or safety or reliability problems. Designing an efficient system that is quiet, safe and reliable comes from proper system design and an ability to effectively analyze and use data. Electric systems are like data machines, producing all kinds of data that can be transmitted and able to inform ways to optimize the operation of the vehicle or equipment, perform diagnostics, pinpoint the greatest areas of efficiency, and create a digital strategy for productivity.

Since the hydraulic components are often the least efficient part of the three (inverter, motor, pump/valve), designing an

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NOVEMBER/DECEMBER 2023 | OEM Off-Highway

efficient system should start with a focus on the hydraulic system architecture. The challenge, however, is that so much is still unknown. Think about the traditional baseline diesel engine design. It is a traditional system long in the making

@SCHARFSINN86.STOCK.ADOBE.COM

and optimized over many years. Based on data gathered over all this time, we know exactly what diesel systems cost, TCO, maintenance requirements, etc. What we know about electric machines is that they are more expensive, primarily as the result of the high cost of the battery. That’s why efficiency matters so much. Efficiency is key in electric machines. With a traditional system, you could simply add a bigger cooler for heat rejection. But this is an expensive option with electric systems and heat is a result of inefficiency which means you’re wasting useful energy from the battery. So start by looking at what contributes to the overall system’s power density, including the motor, the pump characteristics and how it operates at high pressure, the inverter and its capabilities, noise, condition monitoring and thermal management.

Good system design and innovation are critical to reach specific cost targets because the power density of diesel versus a battery is 20:1. A lot of volume is required to get a kilowatt of stored energy, whereas it doesn’t take a lot of diesel to run an engine for a specific time. Batteries also have charging limits and take time to recharge, so you have to figure out a solution

that works around these obstacles. That means changing the way we think about hydraulic systems. Despite advances in technologies, batteries today are still expensive and many can’t get through a full shift without needing to be recharged.

Battery management is critical because every 1% of efficiency gain in a system is $200 savings in battery costs — a huge factor in calculating TCO. With a traditional hydraulic system that includes a diesel engine with a PTO and gear pump, the hydraulic valves consume excessive amounts of energy to control the hydraulic power. That’s a lot of wasted power to do a relatively small amount of work, which translates into lost efficiency. Just getting hydraulic power out of the engine/PTO can take a lot of power due to mechanical losses. This didn’t matter before, because diesel fuel is cheaper than battery power and takes much less space to store so most fleets weren’t as concerned about how much fuel was necessary to get the job done.

Identifying Possible Solutions In the early days of electrification, a lot of companies approached the problem the same way. They simply dropped out the diesel engine and replaced it with an electrical motor and then replaced the fuel tank with a battery pack. The solution seemed simple enough and initially appeared to work because everything else downstream remained the same, which meant there were no new maintenance requirements.

But there was a big problem. Even though each component could be very efficient, once in a system, they didn’t efficiently work together. From these early attempts we learned that we needed to take a more holistic view that considered the total system design.

Centralized System Early designs included a centralized system with a main pump to control all the functions. With this design with a typical 30 kWh battery the load difference and speed difference of the different cylinders created lots of starting loss, with valve loss representing more than half of total system loss. With this approach you only get 10% of the available energy.

So, while this type of system design allows you to keep your identical hydraulic system architecture and controls, you wind up with very low system efficiency, as well as cooling

OEM Off-Highway | NOVEMBER/DECEMBER 2023

15

ENGINES & EMISSIONS

problems because of excessive heat that’s generated by the valve loss.

Decentralized System Over time, a decentralized system has proved to be a better option. With this design, you don’t just drop in a new engine. Rather, you split the electrohydraulic actuator by work function.

The pump/motor pair with inverter serve as a specific power source dedicated to one function control. This eliminates concerns of overproduction of flow or pressure and allows you to do poweron. This results in a significant efficiency gain because the hydraulic pumps are driven by multiple electrical motors in an EHP and EHA setup. You can also achieve partial (but not full) power on demand with the EHA with electronic LS control, meaning valve throttling loss is reduced, but still significant. But at least you are able to reduce battery size and cost.

Fully Distributed System A superior option for some OEMs is a fully distributed system which provides electro-hydraulic actuation with minimal valve controls. With this approach, a dedicated motor pump pair drives a cylinder which reduces valve loss substantially, leaving the biggest loss through the pump. The result is 70% duty cycle efficiency, which is more than twice what can be achieved using the decentralized approach. Advantages include maximized system efficiency, as well as full power on-demand with no throttling or idling loss. However, its complex system structure requires smaller, faster and power-dense pumps with advanced controls. The more complex structure reduces the power needs of the system so that power is double or triple what you originally had. However, it’s important to ensure coordinated motion and control.

This distributed architecture costs more initially because of the complex structure, but ROI is realized from the efficiency savings. To realize these savings, however, you must start by matching the pump and the motor. They can’t be randomly chosen and simply

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thrown together.

Existing hydraulics are designed for optimal efficiency at lower speeds (typically less than 3,000 rpm). However, the typical electric motor is most efficiency at very high speeds (typically more than 7,000 rpm). This results in a mismatch in which the pump’s peak efficiency is at a different range than the motor’s. One solution is to design a smaller pump that operates at high rotational speeds and is also more efficient at those higher rpms. If the pump can cover the higher range efficiently, the result is higher motor and pump power density. The challenge is existing hydraulic pumps are designed to match a diesel engine and there is no need for hydraulic pumps to go above 3000 rpm in a diesel system. That means adapting the pump to optimize the electric motor range, effectively marrying the motor and pump together.

Gearing can help to match the pump with motor, but this approach comes with additional inefficiency and cost.

High-speed pumps are already being successfully used in other industries, such as aerospace, where the weight of the unit is a critical consideration.

To date, though, their use in mobile applications has been limited.

Factoring In the Noise Problem None of the discussions around efficiency would be complete without considering noise factors in the design equation. Noise was never a consideration before because the traditional diesel engine masked any hydraulic noise. But now with the diesel engine phasing out, the noise of the hydraulic pump is noticeable.

The problem is not with the motor, as electric motors emit little noise. Rather, the problem is with the pumps which, currently, are not sound optimized for an electrical motor drive. The noise factor depends on the market and application. If you’re working in areas where noise mitigation is a priority, including residential areas, you need to design your system with the goal of limiting the noise of the pumps. A good

NOVEMBER/DECEMBER 2023 | OEM Off-Highway

starting point is understanding what affects noise levels. This includes pump technology, pump speed, operation conditions and pump pressure. Highefficiency pumps tend to be noisier.

There are quieter pumps available, but those aren’t as efficient. Fortunately, new pump technologies are continuously being developed to effectively balance noise with efficiency. In the meantime, there are four ways that you can solve a noise problem using existing pumps: • Pump emitter noise reduction (ripple reduction) • System emitted noise reduction, which is related to component design and control • Isolation/dampening, using some material to shield and absorb noise) • Encapsulation (wrap around) Or, there are ways to control the motor to reduce the pump noise. Motor suppliers are evaluating potential motor topologies which are optimized to produce peak torque at lower speeds, which would be optimized to run hydraulic pumps.

Conclusion With every system design, there is a tradeoff. Unfortunately, there are no silver bullets. You need to work with what’s best for your machine approach.

Think of the total system and not just individual components, and consider the total work life of the equipment.

When it comes to maximizing efficiency, it’s important to match components and optimize the entire system for maximum power density. Don’t assume you can overlook noise, but also recognize that noise is largely a result of the pump, so focus your mitigation efforts there.

Condition monitoring can also lower TCO by providing actionable data. When you’re making investments of this size, it’s critical to use data to optimize the entire system operation.

Rich Nagel is a program manager for electrification at Parker Hannifin. Howard Zhang is chief engineer for motor technology at Parker Hannifin.

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IoT

RFID TECHNOLOGY in Mobile Vehicle Production @SANKAR1991.STOCK.ADOBE.COM

From component sourcing to final assembly, 3 ways using RFID can reshape manufacturing efficiency

by Gardner Bradlee

R

FID tags can be read at multiple stages of an assembly process to guarantee manufacturing integrity and efficiency.

When people hear the term RFID (radio frequency identification) they typically think of credit cards used in the “tap to pay” option upon checkout.

While this is indeed one of the uses of RFID technology, it is also found extensively in other applications in a variety of market segments. One of the most established market segments for the use of RFID is the apparel industry.

The benefits and cost savings associated with RFID versus other identification methods such as barcodes and QR codes have long been proven. While the use of UHF (ultra-high frequency) RFID tags is prevalent in retail channels, there is growing penetration into other industries such as food, health care, agriculture and vehicle production.

Before delving into the possible use cases for RFID in vehicle manufacturing, it is important to understand RFID and its benefits.

RFID Defined There are different types of RFID such as UHF, HF (high frequency), NFC (near field communication) and LF (low frequency). In this article, we will concentrate on passive UHF RFID,

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which typically operate in the frequency band of 865-928MHz. This is also called RAIN RFID and is primarily used for inventory control and track and trace applications due to its ability to be read from greater distances.

RFID tags are constructed of a substrate, antenna and IC (integrated circuit) and typically have a self-adhesive backing and printable face stock if you are using them in label form. When you read or “wake up” an RFID tag, the reader/antenna energizes the tag using radio waves and the tag sends back information stored on the IC. The major benefits to RFID over barcodes and QR codes are as follows: • Line-of-sight reading is not needed, so there is flexibility in placement of reading hardware as well as the tags themselves on your items.

• Multiple tags can be read at once, reducing time and labor thereby also saving on costs and increasing accuracy, as well as freeing labor to concentrate on other tasks.

• RFID tags have security features and varying degrees of memory size ensuring that a tag’s unique digital identity cannot be compromised or copied.

• RFID tags can come in label format so a barcode or QR code can be added along with any visual data

NOVEMBER/DECEMBER 2023 | OEM Off-Highway

needed for other stages in the manufacturing process.

While inventory control has been an exemplary use case for RFID implementation in the vehicle manufacturing industry, there are several other applications where RFID has clear benefits especially when it comes to vehicle manufacturing.

1. Asset Tracking Manufacturing equipment, tools and other hard assets, such as returnable transport containers used in the manufacturing process, tend to be expensive and mobile. These assets can often end up intentionally or unintentionally misplaced, whether that is somewhere within a manufacturing space or moved outside. Not only are time and labor wasted in locating these assets, but if theft is involved, additional costs are incurred to replace them.

Assets with RFID tags have their own unique digital identity. With the right RFID system in place, these assets can be located quickly and efficiently and/ or prevented from being moved in the first place.

2. Manufacturing Efficiency & Error Proofing One of the fastest-growing applications

3. Anti-Counterfeiting Given today’s global supply chains, the threat of counterfeit components and the repercussion of their use is real and costly. While this might be more apparent in industries such as health care and cosmetics, the use

of unapproved substitutes in vehicle production can lead to safety concerns, recalls, potential lawsuits and damage to brand reputation.

RFID deploys password protection, locking, encryption and blockchain security measures to help make the information as secure as possible compared to other technologies, such as barcodes and printed information, which can easily be copied, replicated and read by others.

sourcing to final assembly, is poised to reshape the industry’s future. As manufacturers worldwide embrace RFID’s potential, vehicle safety will undoubtedly reach new heights, setting the stage for a safer and more connected future on and off the road.

Gardner Bradlee is business development manager, automotive, at Avery Dennison Smartrac.

Conclusion RFID technology is ushering in a new era in vehicle manufacturing, emphasizing safety and efficiency. The trend of integrating RFID systems at every stage of production, from component

@СAKE78 (3D & PHOTO).STOCK.ADOBE.COM

of RFID in vehicle manufacturing is error proofing or manufacturing excellence.

Take for instance the use of RFID tags in seating components. Not only are embedded RFID tags being used for inventory control, but they are also used to ensure the correct components are used in the intended assembly. When you consider the number of seating styles and trim levels, you can imagine the costs associated with reworks, recalls and work stoppages to fix incorrect components being used on a vehicle.

RFID tags can be read at multiple stages of an assembly process to guarantee manufacturing integrity and efficiency.

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OEM Off-Highway | NOVEMBER/DECEMBER 2023

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INSTRUMENTATION & AUTOMATION

Getting the Right EMERGENCY STOP SWITCH How automation trends are prompting a greater need for practical emergency stop switches suitable for mounting in tight spaces

by Chris Do Vale

O

ff-highway vehicles are commonly called upon to do much more than just drive around jobsites. They often perform a wide variety of tasks, whether they have tool attachments, payload handling gear or other related equipment, and these accessory operations are increasingly handled by a degree of automation and digital controllers. In fact, some off-road vehicles might be outfitted with automated electro-mechanical systems, much like in any modern factory or manufacturing site (Figure 1).

APEM

Figure 1. Modern off-highway vehicles, and other industrialgrade applications such as robotics, are increasingly automated and require operator controls and safety devices able to fit and function within space-constrained locations.

Whenever users are working with automation, designing for safety becomes a prime consideration. Safe design takes the form of easily recognized and usable user control devices, mechanical guards and electrical sensors, integrated to provide a functional yet protected working experience. Emergency stop (E-stop) switches are a recommended element for most types of automation systems, and are sometimes required by regulatory authorities, so designers should familiarize themselves with the options when selecting these devices.

Switches for Industrial Service Pushbuttons, switches, pilot lights, and other operator control and signaling devices for industrial service commonly are sized to mount through round 30-millimeter, 22-millimeter, or 16-millimeter holes. These sizes ensure the products are

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big enough to be easily usable, and built tough enough and with the necessary provisions to protect them from the harsh environments, such as those often found in off-highway environments.

These devices should be manufactured from robust materials, such as polyamide 66 (PA66), yet designed with user ease-of-use ergonomics in mind. Resistance to vibration is a must for vehicle and industrial applications. Once installed, the devices need to maintain a front sealing rating of at least IP65, indicating a degree of resistance against dirt and liquids, to make them suitable for typical applications. Also, contacts and terminals should be made from silver-plated brass for maximum conductivity and corrosion resistance.

Specifiers also need to ensure that these devices meet agency approvals, such as UL, TUV, and VDE. Switch devices in general, and e-stop switches in particular, should comply with industry standards such as IEC 60947-5-1 for lowvoltage switch gear and control gear, and IEC 60947-5-5, which specifically relates to electrical e-stop devices with a mechanical latching function. These standards address many device characteristics. One example is a requirement for testing to ensure devices can deliver electrical lifecycles of at least 6,050 operations at full load, and up to 50,000 cycles at a lower load to represent mechanical cycling.

Compact Control Choices While there are many devices on the market meeting these requirements, most of the existing form factors are at odds with the limited installation space available on many types of off-highway vehicles and other industrial equipment.

This is partly because of the size of the device visible above the installation panel, but the dimensions of the wiring portion beneath the panel can also cause issues. Many industrial pushbuttons use contact blocks that need to be big enough to incorporate screw-based terminals, and sometimes the terminal blocks are stackable, which can add to the behindthe-panel dimension.

For off-highway vehicles, robotics, autonomous guided vehicles (AGVs), and other industrial-grade automation applications where space is often at a premium, specifiers need product choices with specific features to overcome these and

APEM

Figure 2. Compact estop switches, such as the APEM A01ES, EC and EC PCB series, are designed with the form factor, ergonomics and low-profile electrical connections required by off-highway vehicles, robots and industrial applications.

other constraints. In the case of e-stop switches needed for limited-space applications in off-highway and other harsh environments, the device should have the following features (Figure 2): • A compact yet ergonomic and modern button cap design in high visibility red, but with a green ring below the cap to provide clear unlocked status indication.

• A simple push-to-latch, twist-torelease operation.

• Easy and safe panel mounting that maintains IP65, with an extra locking ring to avoid a “floating” mount.

• Dual-pole normally closed contacts for safest operation.

• Extra-low-profile terminal block options, allowing vibration-resistant solder terminal or printed circuit board (PCB) connection.

For a tractor, scissors lift, boom lift or similar equipment, the typical design is to install an e-stop switch on an armrest console or dashboard, within easy access of the operator.

In other cases, especially APEM Figure 3. Pendants and belly box controls are ideal for certain types of heavy applications for the compact APEM EC PCB e-stop switch. equipment, robotics, and Even large vehicles and industrial equipment often have AGVs, a remote wired or small areas for dashboards and armrest consoles, so compact e-stop switches are needed. wireless pendant control — sometimes called a belly box — is carried or even worn by the challenging environments, so control user. These control options are obviously devices must be tough enough to quite small compared with a full control survive, while complying with all related panel or dashboard, so the e-stop switch standards and certifications. Choosing needs to be compact to work in these the right compact e-stop switch to applications (Figure 3). work in these situations will ensure that Equipment designers and OEMs of designers are delivering reliable and safe off-highway vehicles and other industrial automation to their customers. systems need to prioritize safety for the products they create, sell and Chris Do Vale is the senior component support. These applications operate in product manager for APEM, Inc.

SENSORS FOR MOBILE MACHINES Functional Safety up to Performance Level PLd

With the right devices available, designers can support a wide variety of applications.

E-Stop Applications Almost any industrial vehicle or equipment with moving apparatus should probably be equipped with some form of e-stop function so workers can quickly place the equipment into a safe state.

 Position sensors for stroke measurement in hydraulic cylinders  Dynamically compensated inclination sensors for precise angle measurement  Compact safety rotary encoders for position and speed measurement

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OEM Off-Highway | NOVEMBER/DECEMBER 2023

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Curtis Instruments

Electrification Solutions for Construction Equipment and Mobile Machinery For the electrification of construction equipment or mobile machinery, think Curtis, the electrification division of Kohler Co. With over 60 years of electric vehicle expertise and a global record of innovation and product excellence, we are ready to partner with you in every stage of electrification with hybrid diesel-electric and fully electric solutions. Curtis will support your engineering team at every step in the product development, from initial prototype design through to production release. Our inverters/motor speed controllers and electric control systems set the standard for electric power at 48V and beyond. Highly reliable Curtis components are available in a range of models suitable for every type of application. Our sophisticated electric drive systems are packed with cutting edge features and functions that make vehicle design simple. We will work with you as needed, whether it is to assist with the design and development of electric traction systems, On-Engine Generator Control or to assist with the design of the complete control system for all mobile application types, including complex electro-hydraulic control systems.

Curtis has partnered with leading manufacturers of batteries and electric motors to help OEMs design new electric powered dumpers, mini excavators and wheeled loaders. All benefit from proven Curtis 48V technology and the robust, reliable and sustained performance that was previously assumed to be confined to diesel engines.

See for yourself. We are ready to help you.

www.curtisinstruments.com

STATE OF THE INDUSTRY

STATE OF THE INDUSTRY 2023 7 professional perspectives & predictions for the 2024 OEM landscape

by Kathy Wells

DREW | STOCK.ADOBE.COM

A

ccording to the Association of Equipment Manufacturers (AEM), the equipment manufacturing industry in the United States supports 2.3 million jobs and contributes roughly $316 billion to the economy every year, not only driving forward the economy as a whole, but also supporting the markets in which they operate. However, in AEM’s latest study, “The Economic Impact of the Equipment Manufacturing Industry,” the association shares that equipment manufacturers continue to face challenges beyond their reach.

The report states, “Our supply chain is stretched, and lead times are creeping up for critical equipment needed to fulfill the potential of the bipartisan infrastructure bill. We lack the trained workers to fill the high-skilled, family-sustaining jobs that manufacture agricultural, construction, mining, forestry, and utility equipment. But despite these obstacles, equipment manufacturers continue to lead the way.”

To discuss some of the concerns of the off-highway equipment manufacturing industry, OEM Off-Highway spoke with executive representatives from several major players across the equipment manufacturing landscape. Read on for perspectives from seven industry professionals as they share their views on today’s most pressing challenges and what may be the horizon for manufacturing in the future.

Challenge(s) Accepted In taking stock of industry concerns this year, it’s clear that

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several existing issues from previous years will remain a challenge. “Clearly supply chain challenges, inflation, costs, and labor were on the minds of everyone. As many other industries, the mobile OEM landscape was impacted by shortages in many areas and challenges at an unprecedented rate,” said Dr. Enrique Busquets, director, engineering systems and components at Bosch Rexroth.

Cummins’ Executive Director of Off-Highway Business Beau Lintereur agrees, noting a slight tapering on some issues.

“Supply chain challenges have continued to have a major impact on our industry over the last few years into 2023.

We have seen some level of easing in this recently, however managing inventory and continuing to meet customer deadlines remains a challenge across our markets,” he said.

However, John Deere Power Systems’ Director, Global Marketing and Sales Nick Block suggests the company has seen some improvements to supply chain delays, with inventory being rebuilt and customer demand leveling out at times. “Many OEMs are still adjusting to this new normal and trying to forecast what future growth looks like in this postpandemic supply and demand environment,” said Block.

And while the verdict is the industry today is far better positioned to face these challenges in the coming year, it seems some struggles have lingered. “Remnants of COVID-19 and related supply chain as well as labor disruptions impacted flow in factories during the first part of the year, yet by and large abated towards the end of the year,” said Dr. Wilfried G.

Aulbur, senior partner, head global commercial vehicles and off-highway at Roland Berger. “While the overall question of supply chain disruptions will likely be less of an issue in 2024, all other factors that were relevant in 2023 will still be important in 2024.” As manufacturers continue to tackle supply chain snags, another area of interest that is drawing a great deal of focus is decarbonization.

On the emissions front, Cummins isn’t holding back on strategy. “For Cummins we have a dual strategy around sustainability and carbon reductions — continuing to advance engine technology with further advancements in performance, efficiency, and compatibility with cleaner fuels — plus innovating zero-emissions solutions like hydrogen fuel cell and battery technology that can get us to zero emissions,” said Lintereur. “In the short term, it means ensuring our current problems deliver for customers today and in the near term and allow us to invest in the future technology to be ready for when they are ready to adopt it. There is a lot of focus on our next generation engine platforms as part of our path to zero.”

And as many end users find their goals shifting toward reducing emissions, manufacturers look to electrification as one solution. “The electrification of mobile machines is coming; it’s already here to some degree,” said Danfoss Power Solutions President Eric Alström, whose 2023 release of the Dextreme systems pathway focuses on decarbonizing medium to large excavators to help OEMs and their customers to achieve their emissions-reduction targets. “We’re still in the early stages [of electrification] in many sectors, but as buyers become more sensitive to emissions and the precision of controllability, electrification will accelerate,” Alström said.

On the path to decarbonization, Allison Transmission finds that new regulations are driving a new demand for innovation that reduces fuel consumption and emissions. “The transformation from current conventional to future electric vehicle technologies is driving the need for OEMs to push to be ready for commercial vehicle electrification, while also needing to be patient and pragmatic,” said Allison Executive Director of Global Marketing Branden Harbin. “They are shifting research and development spend as well as engineering focus to EV platform development while at the same time advancing conventional technologies to meet current demands and evolving emissions regulations” According to Cummins, the company is experiencing a period of emissions stagnation in traditional lead emission markets, coupled with mixed signals regarding zero emissions implementation. “OEMs will strive for competitiveness in the market and be required to place their bets on where to allocate engineering resources,” said Lintereur. “Internal combustion engines (ICE) will continue to be the prime mover in off highway markets for the foreseeable future. Selecting the right partner who will continue to serve OEMs with ICE solutions and also having an eye to the future will be a major decision ahead for customers. Cummins is well positioned to support OEMs no matter where they are in the world, or where they are in their decarbonization journey.”

For John Deere, the past several years have reinforced the company’s stance that the path to a sustainable future will not rely on one single solution. “There are applications where ICE will continue to be the optimal solution and others where full battery electric or hybrid diesel-electric will be ideal,” said Block. “For the machine applications where ICE remains the most appropriate power source, biofuels have the potential to make a significant impact on emissions in the near term.

The off-highway industry’s diverse needs require a portfolio of solutions to meet power requirements across applications and equipment sizes as we work toward a more sustainable future.”

On the Horizon As we look ahead to 2024, experts continue to pinpoint what we may be able to expect, not only on the path forward for electrification, but also what’s to come in other areas of the industry. The shortlist of trends shaping the manufacturing industry of tomorrow includes electrification, decarbonization, autonomy, sustainability, hybridization, digitization, and more.

Navigating the increasingly complex and uncertain market landscape will be a focus for many manufacturers in 2024.

Roland Berger’s Aulbur notes that in volatile times, companies that are able to simultaneously be robust and efficient are at an advantage. “This requires significant tradeoffs from the perspective of investment in flexibility regarding product mix, technologies, etc., versus the need to drive efficiency within functions and across end-to-end processes,” said Aulbur. “In addition, companies that understand how to manage partnerships to complement capabilities and spread risk should be at an advantage in highly volatile environments.”

When it comes to forecasts, Bosch Rexroth believes 2024 will be a year of adjustments for the market. “Historically, companies that use these periods to invest in technologies that enhance the machine operation and/or reduce the operational costs are in better position for the next cycle,” said Busquets.

At Danfoss Power Solutions, the view is that the macroeconomic environment of borrowing costs will likely impact the market in 2024. “Interest rates are much higher than usual, which will limit end users’ ability to finance new machines. This could have an impact not only on OEMs, but further into the supply base as well,” said Alström.

And as we round out 2023, the geopolitical and global economy is still facing significant uncertainty, says Briggs & Stratton Vanguard Vice President of Electrification David Frank, and a lot of this uncertainty is driven by ongoing supply chain challenges. “Vulnerabilities of global supply networks exposed by the pandemic have been exacerbated by transportation bottlenecks, dual supply and onshoring and labor shortages,” said Frank. “All of this has led to price fluctuations and difficulty predicting costs at all levels of the supply chain. I think we will see more of this in 2024 as there is a rebalancing of business demands and supply chain practices. The companies that can put a heavy focus on this have an opportunity to create more value and win in the end.”

According to Allison’s Harbin, at this pivotal stage in the

OEM Off-Highway | NOVEMBER/DECEMBER 2023

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STATE OF THE INDUSTRY evolution of emerging technologies, collaboration between OEMs and suppliers to manage development costs and capital investments will be essential to ensuring success.

Alström adds that there is also an ongoing trend is the drive for machine differentiation and customization, which is sometimes done with software today, but also with superior hardware, yielding better efficiency and productivity. “This means we’ll continue to see more integration of software, embedded sensing, and the use and management of data,” said Alström, who also notes, “What comes into greater focus because of this trend is the need to attract and hire more

software engineers and, of course, mechanical engineers who can drive step-change improvement in hardware.”

When it comes to the challenges OEMs are facing, Deere’s Block says he always comes back to the duality of meeting the current needs of customers while effectively planning for the future and what will be powering their equipment 10, 20 or even 30 years down the road.

“Ultimately,” said Harbin, “the voice of the customer and the broader commercial vehicle industry should drive where we focus our engineering resources and efforts in the near and mid-term.”

Extended Expert Insights To read more insights from OEM Off-Highway’s discussions with industry experts, scan the codes below. Here, you can access the extended interviews and additional information, including more on the industry’s top concerns and a closer look at predictions for the coming year.

Dr. Enrique Busquets

Director, Engineering Systems & Components Bosch Rexroth Scan to read more.

https://bitly.ws/32drX

Beau Lintereur

Executive Director, Off-Highway Business Cummins Scan to read more. https://bitly.ws/ZTr3

Nick Block

Director, Global Marketing & Sales John Deere Power Systems Scan to read more.

https://bitly.ws/ZTqX

Dr. Wilfried G. Aulbur

Senior Partner, Head Global Commercial Vehicles & Off-Highway Roland Berger Scan to read more. https://bitly.ws/ZTni

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Branden Harbin

Executive Director, Global Marketing Allison Transmission Scan to read more. https://bitly.ws/ZTqe

Eric Alström

President Danfoss Power Solutions Scan to read more. https://bitly.ws/ZTqV

David Frank

Vice President of Electrification Briggs & Stratton Vanguard Scan to read more. https://bitly.ws/ZTqh

Get More Information For additional market data, get insights sent to your inbox.

Scan to subscribe. https://bitly.ws/ZTuk

STATE OF THE INDUSTRY

5 Factors Affecting Industries Today

In its most recent report, AEM highlights several key factors affecting manufacturers within specific industries:

AGRICULTURE 1.

2.

3.

4.

5.

Commodity production and yields Ethanol production Exports Investment in new equipment Regulatory policy

MINING 1.

2.

3.

4.

5.

il and gas prices and production O Mineral prices and production New oil, gas and mineral exploration Export markets and exploration Emission regulations

CONSTRUCTION @DREW.STOCK.ADOBE.COM

1.

2.

3.

4.

5.

Infrastructure investment Home construction Commercial and industrial real estate construction Mine and well construction Institutional spending

ENDLESS POSSIBILITIES IN OEM LIGHTING Specializing in LED lighting for agriculture, mining, & construction vehicles, J.W. Speaker lights the way to success for industrial OEMs. The Mosaic Modular Lighting system gives OEMs the freedom and versatility to create impactful, affordable designs by using standard lighting modules. OEM designers can incorporate a wide range of multifunctional DOT and ECE standard LED’s into custom bezels to reduce cost and expedite time-to-market.

Cornering, DI, DRL, High Beam, Low Beam Punch & Spread

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Aebi Schmidt: With every operation everything in view How complex machines can be easily controlled with visualization Whether at sea level or 3,000 meters above it, on an extremely steep slope or in flat areas, in scorching heat or freezing cold: Aebi Schmidt’s vehicles and machines must function without compromise under the most diverse conditions. This also applies to the displays installed, which enable the drivers to operate the machines intuitively. The driver must always have an overview and control of the vehicle - even in stressful situations. To ensure this, the company relies on products from TTControl.

A display for the absolute overview

Ready for use in any situation

Good and simple operability is the be-all and end-all for Aebi machines. Not only does it save time, but also reduces a stressful situation - especially in more extreme conditions. “Given the complexity of the machine, it must not be complicated to operate. Everyone must be able to understand the machine right away and use it purposefully, even without much training or introduction,” explains Lorenz Berta, project manager at Aebi Schmidt.

The display is the central operating unit, which can be used to make most of the vehicle settings when the vehicle is stationary. While driving, all functions can be easily operated via the integrated drive selector lever and two keyboards.

Since the displays are installed in the cockpit and the vehicles are used in different climatic zones around the world, they have to be designed for a wide range of temperatures. The Vision 312Plus display can withstand extreme temperatures from -30 to +70 °C, shocks, and vibrations.

For this to succeed, a modern, intuitive operating concept via touchscreen is needed that clearly presents the vehicle’s many functions to the customer. Here, the 12.1inch Vision 312Plus display gives the user an overview. In addition to various communication interfaces, it also has a direct connection for cameras.

Strong cooperation, successful project “We knew that the Vision 312Plus display was already being used successfully by other customers and their products, such as in Prinoth’s Leitwolf. That in combination with a suitable all-round package made a very good impression on us,” says Sven Stoller, Project Manager Software Development at Aebi Schmidt.

© Aebi Schmidt Group

The fast support was also convincing: “If problems occurred, the inquiries were always answered quickly, so that there were no major delays in the development process,” says Stoller. TTControl even provided support for customer-specific requests: “We can also rely on TTControl’s experience when implementing specific customer projects, which is an important element of a strategic partnership for us.”

ttcontrol.com/case-studies

ELECTRIC & ELECTRICAL

MORE POWER for Your Electric Machine While two-level power inverters are common, three-level inverters can boost efficiency, power output & sustainability

by David Segbers

ABB

T

he march toward sustainability and energy efficiency has led to a notable shift toward electrified heavy working machinery, with OEMs and operators seeking groundbreaking technologies to power their machines more efficiently while further reducing their carbon footprint and operating costs.

An important component in the electric powertrain is the inverter (also known as a converter). It converts the DC voltage of the battery into the AC voltage raequired to drive the traction motor. By doing so, the inverter provides industrial heavy machines with the dynamic torque and speed control necessary for traction, as well as auxiliary functions such as operating the hydraulic pump in an excavator or moving the bucket on a loader.

Looking at the output current wave form on a two-level inverter, it is obvious that the current ripple is higher compared to the current ripple of the three-level waveform (see Figure 1).

The current ripple introduces harmonic losses in an inverterdriven electric machine which has a negative impact on the motor efficiency.

Today, two-level inverters are widely used in electrified working machines and the automotive industry – these switch only between DC+ and DC-. A three-level topology, on the other hand, introduces an additional voltage step – the neutral – which halves the voltage step during each switching operation.

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ABB

From Two-Level to Three-Level Inverter Topology

Figure 1. This output current wave form on a two-level inverter illustrates the current ripple is higher compared to the current ripple of the three-level waveform.

! ! ! ! ! ! ! ! ! ! ! ! ! ! !!! ! ! !

ELECTRIC & ELECTRICAL

Influence of Harmonics on Motor Efficiency

Introducing Silicon Carbide Semiconductors

Looking into the losses of electric motors, there are the so-called “fundamental losses.” These are the losses that occur when supplied with an ideal sinusoidal waveform (fundamental wave). However, as soon as the motor is driven by an inverter, the current ripple as described above causes “harmonic losses” in the motor. These harmonic losses caused by a two-level inverter are typically in the range of 15% to 35% of the fundamental losses, so they have a significant impact on the motor efficiency. Using a three-level inverter will decrease harmonic losses up to 75%.

Besides the topology, the switching frequency is another measure that can positively influence motor efficiency. A recent development in power electronics is the emergence of silicon carbide (SiC) semiconductors. These are capable of higher switching speeds, which emulates an AC sinusoidal waveform more closely than a conventional silicon-based inverter. This results in reduced harmonic losses and enhanced efficiency.

One option to harness SiCs is to upgrade the electronics inside two-level converters. However, these are not as efficient as three-level insulated-gate bipolar transistor (IGBT) inverters (see Figure 3). The sharp switching characteristics of the SIC inverters (dU/dt) increase the stress on the motor insulation system. This requires greater attention on cable length and electromagnetic compatibility (EMC) measures when designing the system.

Therefore, three-level silicon inverters are still the most effective option as they strike a practical balance between improved efficiency, cost and flexibility in installation and motor selection.

As an example, a 45 kilowatt (kW) permanent magnet motor, with the same limitation of internal temperature limits, will have different torque curves depending on the chosen inverter topology. Taking the sinusoidal values as a reference, which are typically used in datasheets, the two-level inverter will reduce usable torque by 65% due to the harmonic losses explained above.

Instead, a three-level inverter will reduce the torque compared to a sinusoidal wave by only 28%. This results in a gain of 63% more power compared to a two-level driven motor-inverter system (see Figure 2).

This boost in power delivery translates into enhanced performance and higher torque, enabling motors in heavy industrial vehicles to tackle more demanding tasks.

This effect is true at every operating point across the spectrum of speed and torque. A two-level inverter may exhibit efficiency limitations at certain operating points, but the three-level inverter is more efficient overall. This characteristic is especially pronounced at the partial load conditions where the majority of heavy machines frequently operate – creating an opportunity to reduce energy wastage, prolong battery use and minimize operating costs.

These lower losses lead to cooler operating temperatures and less stress on critical components, which extends the lifespan of the powertrain and enables cooling systems to be downsized. This is particularly valuable in working machines, where high ambient temperatures and demanding workloads are the norm.

ABB

How Much Power Can I Get Out of a Motor?

Figure 3. One option to harness SiCs is to upgrade the electronics inside two-level converters. However, these are not as efficient as three-level insulated-gate bipolar transistor (IGBT) inverters.

From Rhäzüns With Love

ABB

Figure 2. Pictured here, a three-level inverter will reduce the torque compared to a sinusoidal wave by only 28%, which results in a gain of 63% more power compared to a two-level driven motor-inverter system.

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NOVEMBER/DECEMBER 2023 | OEM Off-Highway

ABB recently ran a comparison between two-level and threelevel inverter systems on a train line running between Rhäzüns and Schiers in Switzerland (Figure 4). In the controlled study, conducted on two comparable trains running on the same line, the three-level inverter resulted in a net reduction in energy consumption exceeding 30%. This resulted from a combination of returning more energy recovered from braking into the grid and also drawing less energy to power traction due to the increased efficiency in the drivetrain.

These findings have far-reaching implications for heavy mining and construction vehicles, especially those equipped with regenerative braking systems.

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Figure 4. In a controlled study, conducted on two comparable trains running on the same line, the three-level inverter resulted in a net reduction in energy consumption exceeding 30%.

three-level inverter systems in heavy industrial machines to be introduced by the end of 2023. The projects are slated to continue into 2024, with a focus on underground mining and construction applications.

Overcoming Obstacles While the adoption of three-level inverters promises plenty of

advantages, it is not without its challenges. These advanced systems are inherently more complex than their two-level counterparts, as they feature additional switches that demand more space.

However, the improved efficiency of three-level inverters allows for a strategic downsizing of other critical components, including motors and filter components. This means engineers

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can effectively compensate for the increased size of the inverter itself.

Moreover, the energy savings offered by three-level inverters enable working machine OEMs to downsize their batteries or extend their battery life, effectively reducing charging times and minimizing downtime associated with recharging. Given that batteries contribute significantly to the overall cost of electrified vehicles, these efficiency gains translate into notable cost savings over the long term.

In conclusion, the advantages of three-level inverters in heavy industrial vehicles are undeniable. With its ability to draw out more power of an electric motor, achieve superior efficiency at every operating point and reduced stress on the motor insulation system this technology has game-changing potential in the mining, construction, and material handling sectors To prove the advantages of three-level inverters, ABB has developed the first pilot machines using 850 VDC inverters (Figure 5). In Q3 2024, serial production will start.

ABB

Figure 5. To prove the advantages of three-level inverters, ABB has developed the first pilot machines using 850 VDC inverters.

David Segbers is an e-mobility traction product manager at ABB Motion, a technology leader in electrification and automation.

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OEM Off-Highway | NOVEMBER/DECEMBER 2023

35

ENGINEERING & MANUFACTURING

HOW PARTS KITTING IMPROVES CONSTRUCTION EQUIPMENT ASSEMBLY

6 ways this strategy can save manufacturers both time & money

by Roberto Naccarato

C

onstruction equipment manufacturers that have too many stocking units (SKUs) spend more time finding, sorting, handling, and organizing parts. This adds labor costs, requires more storage space, ties up cash in inventory, and increases tax liabilities. Parts kitting reduces the number of SKUs and improves operational efficiency during assembly and across the organization. The benefits range from streamlined purchasing and receiving to more efficient inventory management and accounting.

Today, companies that buy kitted parts can save time and money in five important ways: faster assembly, reduced overhead, volume discounts, reduced packaging waste, and fewer picking errors. Construction equipment manufacturers that combine parts kitting with assembly packaging can extend these benefits since all of the parts that are needed for a build are arranged in order of installation. The part that an installer needs first is on top, the part to install next is below it, and so on.

Not all kitted parts are candidates for packaging like this, however. For example, some of the molded parts for an excavator are used inside the cabin while others are used in the engine bay. Workers don’t install all of these parts at the same time, and the order of installation may not be as important as with the custom-cut acoustic insulation panels for the cabin. By partnering with the right supplier, manufacturers can

36

 Kitting groups related parts together to reduce the number of SKUs for greater efficiency.

realize the benefits of parts kitting while sourcing kits that support their specific assembly practices.

1. Faster Assembly Kitted parts are faster to assemble because everything an installer needs arrives together and in the same box.

In other words, installers don’t have to search for parts on shelves or wait for pickers to pull stock for them. With assembly packaging, installers won’t have to dump out a box of parts on a table, sort through similar-looking components, and figure out what to install first. That’s especially important for assembly operations with complex work instructions.

2. Reduced Overhead Parts kitting reduces the number of SKUs that manufacturers need to order, receive, store, and pay for. Buying all of the parts from a single supplier also supports vendor consolidation, which means fewer suppliers to manage and measure. If your company uses just-in-time (JIT) inventory, a box of kitted parts can move from your dock to the assembly line and bypass the

NOVEMBER/DECEMBER 2023 | OEM Off-Highway

ELASTO PROXY

warehouse, reducing your need for floor space and shelving. You’ll also free up cash since you won’t pay for parts until they arrive.

3. Volume Discounts With construction equipment, the price of a part like a vibration mount may increase over time. In addition, it’s usually more expensive to buy oneoff items instead of making regular purchases from a vendor you work with regularly. When you buy kitted items based on your production schedule, you may be able to get a volume discount since your supplier is regularly selling you more parts in fewer shipments.

The right supplier may even be able to integrate your parts forecast into its ordering system.

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5. Fewer Errors Because kitting reduces SKUs, it reduces the risk of errors during purchasing, receiving, warehousing, picking, and payment. For example, when a buyer adds a line to a purchase order, that PO line can contain all the parts needed for a build.

This reduces the risk that a buyer will forget a line item or add the wrong item to the PO. If you use assembly packaging, however, a kit will probably contain only what you install at the same time.

Kitting with assembly packaging can eliminate confusion about which part to install first.

4. Reduced Packaging Waste Related parts that fit inside a standard cardboard box don’t require special packaging like the dunnage bags that secure truck parts during transport. Cardboard boxes can be recycled, of course, but kitting can also reduce the number of incoming boxes that you need to store and break down in the first place. In addition to reducing waste, it promotes operational efficiency since workers don’t have to make more trips to the dumpster. Reducing the number of incoming boxes also supports corporate sustainability initiatives.

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NOVEMBER/DECEMBER 2023 | OEM Off-Highway

6. Parts Kitting Plus Assembly Packaging Parts kitting for construction equipment provides business benefits, but kitting combined with assembly packaging can further promote production efficiency. Consider the example of a manufacturer that orders a kit with 25 similarlooking acoustic panels for an excavator cabin. An assembler that opens standard packaging must look for the panel to install first. Since it’s easy to confuse components, the wrong part gets picked. The assembler then dumps the box on the worktable, searches for each part as it’s needed, and walks back and forth to the line. This waste of motion is inefficient – and expensive.

Meanwhile, another worker opens assembly packaging that contains the same 25 kitted components. There’s no confusion about which acoustic panel to install first since it’s on top of the other parts. The assembler just follows the work instructions and removes each part from the box when it’s time to install it.

There’s no searching for parts, no need to dump them on the table, and no walking back and forth from the table to the line because the wrong part was picked. Assembly is faster, and that saves the manufacturer time and money.

In this example, the headliner is on top and installed first.

The acoustic insulation that’s installed along the sides of the cabin is installed last, so these parts are on the bottom of the cardboard box.

The same kit could even contain floor mats if those parts are installed at the same time. If that sounds efficient to you, consider the combination of assembly packaging with just-intime inventory. Kitted items travel in a single box right from the receiving area to the assembly line, bypassing the warehouse and all its associated costs.

For even greater efficiency, kitting and assembly packaging can be combined with parts taping. Unlike metal or plastic fasteners, adhesive tapes don’t require hand tools. Adhesive taping also has advantages over adhesive spraying, which requires time-consuming setup and cleanup while raising concerns about environmental health and safety. By partnering with the right supplier of kitted parts, construction equipment manufacturers can increase efficiency and use labor resources wisely at a time when workers are hard to find.

Roberto Naccarato is the sales and marketing manager for Elasto Proxy, a Canadian-based fabricator of industrial rubber products for the heavy equipment industry.

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 Hägglunds Quantum Motor Range (Bosch Rexroth) The Hägglunds Quantum range range does away with established barriers, combining torque and speed with previously unthinkable efficiency. For direct drives in heavy-duty applications, it creates a powerful new reality. The range also shapes proven strengths into an extraordinary new performance curve. It offers a top speed of over 150 rpm, yet it provides a sustainable maximum torque of more than 350 kilonewton-meter. At corner power, where the two extremes meet, users can achieve 3 megawatts without sacrificing compactness or efficiency. oemoffhighway.com/22866016

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NOVEMBER/DECEMBER 2023 | OEM Off-Highway

 PVG 48 Proportional Valve (Danfoss Power Solutions) The PVG 48, a precompensated proportional control valve for mobile machinery, is designed for applications requiring flow rates of up to 180 liters per minute and provides a size option between the existing PVG 32 and PVG 128 valves. It expands the range of medium-flow capabilities for OEMs globally. The PVG 48 integrates with Danfoss’s existing lines of highperformance proportional valves; maximizes the power density of the PVG 32 interface; features a compact design; offers a range of inlets; and the complete PLUS+1 compliant actuator portfolio can be applied, enabling integration with the pre-compensated valve family.

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 Fuel-Agnostic 15-Liter Engine (Cummins) The fuel-agnostic 15-liter engine platform with hydrogen, natural gas and advanced diesel engines offers low-to-zero carbon fuel capability.

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With maximum current and voltage levels of 500 A and 1,000 VDC, it enables DC charging up to 500 kW. oemoffhighway.com/22876510

OEM Off-Highway | NOVEMBER/DECEMBER 2023

41

OFF-HIGHWAY HEROES

BIRTH OF THE MODERN ELEVATING SCRAPER Exploring the history, power & patents behind the first models on the market

by Thomas Berry

T

DEAS PLANT DIGITAL COLLEC TION, HCEA ARCHIVES

he first elevating scraper was introduced in the LeTourneau-Westinghouse and, eventually, Euclid, 1920s by Highway Trailer Company for use behind Allis-Chalmers, M. R. S. and F. W. D. Wagner. Meanwhile, a crawler tractor. The idea was well ahead of its time Caterpillar partnered with Hancock competitor Johnson and was apparently unsuccessful.

Manufacturing Company.

John Eugene “Gene” Hancock understood the elevating Hancock was acquired by Clark Equipment Company in scraper’s potential for low-cost handling of suitable materials.

1966, and Hancock’s plant was closed in 1982.  The last cubic yard of material loaded as easily as the first as the elevator flight swept it up the front of the load, requiring less horsepower.

His first models, introduced in the late 1940s, were small machines designed for agricultural and soil conservation use behind wheel tractors. They were set up like pull scrapers, riding on a front dolly; larger models for construction were yoked directly to the tractor.

The elevator was powered by a line of drive shafts connected by universal joints that would fail if the tractor and scraper was turned carelessly.

These early models dumped by the bowl, splitting open perpendicular to the direction A John Deere 840 tractor and Hancock elevating scraper on parade at a 2008 equipment “rally” of travel. Some materials would in Jondaryan, Queensland, Australia. not leave the bowl, and one farmer who got tired of shoveling clogged material out patented a system whereby the scraper bowl was pulled backwards on Thomas Berry is an archivist and editor with the Historical Construction Equipment Association (HCEA). HCEA is a 501(c)3 nonprofit organization dedicated to preserving the history of the rollers as an ejection ram shoved the load construction, dredging and surface mining equipment industries. With over 3,500 members in a forward. Hancock acquired the patent circa dozen countries, its activities include operation of the National Equipment Museum and archives in 1957-1958.

Bowling Green, Ohio; publication of a quarterly magazine Equipment Echoes, from which this text is adapted, and hosting an annual working exhibition of restored construction Hancock partnered with John Deere, equipment. Individual memberships are $45 within the USA and Canada, and offering its scrapers for Deere 80, 820 and $65 elsewhere. HCEA’s next International Convention and Old Equipment 840 wheel tractors until Deere introduced Exhibition will be held Aug. 5-8, 2024, in Canandaigua, New York. HCEA seeks to develop relationships in the equipment manufacturing industry, and offers a its own elevating scraper in 1960. college scholarship for engineering students. Information is available at hcea.net, Undeterred, Hancock ended the or by calling 419-352-5616 or emailing info@hcea.net. agreements and began working with

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NOVEMBER/DECEMBER 2023 | OEM Off-Highway

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