Boletin Competitivo Camiones Mineros Caterpillar -TEJB8063-01

Caterpillar® Product Information

Competitive Bulletin September 2006

Cat® Mining Trucks 785C, 789C, 793D, 797B

For Dealer Sales Personnel

®

Table of Contents

Machine Positioning Strategy Strategy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Structures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 Drive Train Train . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 Mechanical Versus Versus Electric Drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 Caterpillar® Brake System System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 Steering and Suspension System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 Hydraulics Hydra ulics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 Operator’s Station. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53 Monitoring System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56 System Integration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61 Truck Tr uck Bodies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69 Manufacturing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77 Product Produ ct Support Support . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81 Safetyy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86 Safet Technical Te chnical Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89

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Cat ® Mining Trucks 785C, 789C, 793D, 797B

September 2006

Table of Contents

Machine Positioning Strategy Strategy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Structures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 Drive Train Train . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 Mechanical Versus Versus Electric Drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 Caterpillar® Brake System System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 Steering and Suspension System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 Hydraulics Hydra ulics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 Operator’s Station. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53 Monitoring System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56 System Integration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61 Truck Tr uck Bodies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69 Manufacturing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77 Product Produ ct Support Support . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81 Safetyy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86 Safet Technical Te chnical Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89

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September 2006

Machine Positioning Strategy

Caterpillar undertakes extensive extensive field research to ensure customer needs are understood. un derstood. High on the list of mining customer priorities are: • Lo Lower wer costcost-per per-to -ton n • Lowe Lowerr risk due to machine machine performanc performancee and operator operator safety • Less capita capitall tied tied up in asset assetss • Fe Fewer wer liab liabili ilitie tiess Caterpillar has responded with: research and development; continuous product improvement; superior support, including MARC Contracts and Power-by-the-Hour; and tools such as Mine EIA (Equipment Investment Invest ment Analysis). Today, as miners seek to reduce cost-per-ton, manufacturers are pushed to increase the payload capacity capa city of haul trucks. New tire, electronic and engine technologies have been developed to deliver a more powerful, yet fuel efficient and environmentally friendly range of trucks. Caterpillar entered the ultra-truck market with the introduction of the largest mechanical drive mining truck in the world, the 79 7.

September 2006


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Competitive Situation

Field Population Total Units

Fleet Hours

Highest Hour Unit (As of June 2006)

785

2,300+

71 million

127,000

789

1,800+

67 million

106,000

793

1,900+

70 million

105,400

797

190+

3.9 million

49,000

Caterpillar clearly leads the Mining Truck market with over 5,780 mining trucks shipped since 1985. Today, of every ten mining trucks sold worldwide, more than half bear the Cat® brand. The remaining sales are shared between four major competitors: • Komatsu • Liebherr • Terex-Unit Rig • Euclid-Hitachi The Caterpillar global dealership network is comprised of 182 De alers with 59 in the United States and 123 outside the U.S. Caterpillar® dealers worldwide provide an unsurpassed level of personalized customer service through more than 3,492 facilities (defined as main stores – 182, branch stores – 1,741 an d rental stores – 1,569) in 182 countries. There are 135 Caterpillar manufacturing centers worldwide with around 57 located in the U.S. and 78 located outside the U.S. With 14 remanufacturing centers, 12 technical centers, 4 proving grounds and 16 training centers, Caterpillar applies more resources than any of its competitors to developing, testing and producing innovative, high quality products that are supported by the best quality technical and service personnel in the industry. The Caterpillar parts distribution network features 22 distribution centers in eleven countries with 11 located in the United States. No matter where in the world customers are located, a Caterpillar dealer is within reach and has the most replacement parts in stock. On rare instances when a part is not found at the local level, the ANTARESSM Parts Order System can locate it in seconds. A dedicated Emergency Floor handles “rush” requests and is “on call” 24 hours a day, seven days a week. Many “Emergency” orders are routinely shipped in less than four hours. This level of support differentiates Caterpillar from all the competitors and adds tangible value to the Cat product.

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September 2006

Competitive Situation – Caterpillar

Target Payload Capacity* (91-363 Metric Tonne Size Class) (100-400 Short Ton Size Class) CATERPILLAR

785C

EH3000

789C

793D

EH3500

797B

EH4500-2

EH5000

EUCLID/HITACHI HD 1500

730E

KOMATSU MT3000

TEREX/UNIT RIG

MT3300

MT3300AC

MT3600B MT3700B

930E-3

830E - AC

930E-3SE

MT4400

MT3700AC

T252

830E

MT5500B

MT4400AC

T262

MT5900AC

T282B

LIEBHERR Metric Tons 91 100 109 118 127 136 145 154 163 172 181 191 200 209 218 227 236 245 254 263 272 281 290 299 308 318 327 336 345 354 363 372 381 Short Tons 100 110 120 130 140 150 160 170 180 190 200 210 220 230 240 250 260 270 280 290 300 310 320 330 340 350 360 370 380 390 400 410 420

* Approved weights as of 2005. Note: Caterpillar models represent recommended target payloads for both standard body and MSD body configurations. Competitors may approve higher payloads than indicated by using lighter weight bodies.

Caterpillar offers a range of mining truck models in the 136 to 363 tonne (150 to 400 ton) size class. Caterpillar’s trucks are all mechanical drive with Caterpillar’s 797B being the largest mechanical drive truck in the world. The Cat® mining truck line-up includes: • 785C: 136+ tonne (150+ ton) mechanical drive • 789C: 176+ tonne (195+ ton) mechanical drive • 793D: 218+ tonne (240+ ton) mechanical drive • 797B: 345+ tonne (380+ ton) mechanical drive The 793D is available in four different normal altitude configurations and one arrangement for high altitude operations. All configurations include key components matched to performance requirements in specific applications and conditions: • Standard (MA1) – for balanced all-around performance • Extra Retarding (MA2) – for long, downhill-loaded hauls • Extra Top Speed (MA3) – for long, flat hauls • Extended Life Wheel Groups (MA4) – for long, uphill hauls • High Altitude Arrangement (MA5) – for operations above 2750 m (9,000 ft)

September 2006


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Competitive Situation – Komatsu

General Observations. Due to the strong mining market, Komatsu and other suppliers have reported record sales and profits driven by the huge increase in demand for mining equipment. Komatsu is the principal mining machine competitor with a full-line of products. Model Line-Up and Recent Introductions. • HD1550-5: 136 to 149 tonne (150- to 164-ton) mechanical drive • 730E: 184 tonne (230-ton) DC electric drive • 830E: 223 tonne (246-ton) DC electric drive • 830E-AC: 221 tonne (244-ton) AC electric drive. • 930E-3: 290 tonne (320-ton) AC electric drive. • 930E-3SE: 290 tonne (320-ton) AC electric drive. In 2004, Komatsu introduced the 930E-3 and 930E-3S in the 290 tonne (320-ton) class, which replaced the 930E-2. The 930E-3, powered by the Cummins QSK60 engine, is rated at 2013 kW (2,700 hp), and the 930E-3SE, powered by the Cummins QSK78 engine, is rated at 2610 kW (3,500 hp), which appear to be offered predominantly for high altitude applications in locations such as Chile. Komatsu also introduced the 830E-AC in 2004 that among other features, is capable of speeds up to 64 km/h (40 mph), an increase of 13 km/h (8 mph) versus the standard 830E DC that seems likely will continue in the market. It appears Komatsu is promoting the 930E over the 830E, as the market in the 290 tonne (320 short-ton) class appears to offer more opportunities.

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September 2006


Product Issues and Known Problems. Feedback gathered indicated Komatsu has encountered the following issues in the filed: • Komatsu trucks are bigger and heavier than Caterpillar trucks. With slightly higher GMW, Komatsu trucks have a significantly higher EMW, which translates into payload disadvantage. For example, several Cat® 789C versus Komatsu 730E studies have shown at least 10-15 metric tons (11-17 tons) payload advantage for Cat 789C. A similar situation is found for the Komatsu 830E versus Cat 793C. • Additional weight represents tires and fuel consumption disadvantage. Mine records estimate that the average tire life on Komatsu 830E is at least 12 percent shorter compared to tires on Cat 793C. Also, field study data indicates the Cat 793C is in average 17 percent-20 percent more fuel efficient than Komatsu 830E on a metric tons per liter basis. • Significant problems with Komatsu 730E DC wheel motor armatures when working in downhill hauling applications. Replacements were required with low operating hours. • Komatsu 730E are experiencing numerous disc brake pad failures due to excessive downhill speeds.

Successes and Selling Points. • Komatsu 930E is promoted as being a perfect three pass-match with cable shovels swinging 100 tonnes (110 short tons). • Selling downhill hauling speed and braking capabilities, leveraging AC drive system that provide significant performance and safety improvements over the DC drive system. • Developing commercial alliances with mining companies with a long history of operating electric drive trucks, such as Rio Tinto and Cleveland Cliffs, Codelco and Grupo Mexico. • Building a strong alliance with Cummins for the design and development of engines. The joint venture agreement, effective in 1997, nominates Cummins as preferred engine supplier for Komatsu Mining Equipment. • Targeting emerging markets in India and Indonesia, at reduced prices with a global product.

Future Developments. Komatsu announced the development of the new 960E (327-345 tonnes [360-380 short tons]) and the new 860E (254 tonnes [280 short tons]). August 2006 Komatsu started the field trial of 2  960E trucks. It has a 222 m3 (290 yd3) wider lower profile body and the truck has a rated payload of 327 tonnes (360 tons). One is running in the Canadian Oil Sands and the second is running in Wyoming’s Powder river basin. It is rumored the truck is one year late from the proposed in the dirt date from Komatsu due to frame problems. The 960E appears to have two different drive systems; for oil sands or hard rock mines. The 960E has a 20 cylinder Cummins engine with 12 turbo chargers, and it is rated at 2759 kW (3,700 hp) but de-rated to 2535 kW (3,400 hp) in the oil sands. It has high torque Siemens AC drives. The truck shares 930E elements and the same front end, but it is built slightly heavier. It has the same tire scuffing on the outside fronts. The machine has bladder style steering accumulators that are very tall, and bladder change is considered to be difficult.

September 2006


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Initial timing studies in the oil sands, de-rated 960E, indicate the 797B is significantly faster (10 percent) in High RR (> 9 percent). Speculation is high the company also is developing the 730E-AC. It also announced the development of a new manufacturing facility in Japan for off-highway trucks scheduled for January 2007. Five autonomous Komatsu trucks are being tested in Codelco, Chile. Komatsu announced the co-development of hybrid drive systems with GE.

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September 2006

Competitive Situation – Liebherr

General Observations. Liebherr has increased its participation rate and is indicating a strong desire to compete. However, it appears Liebherr it is not willing to entertain high risk deals. Model Line-Up and Recent Introductions. • T252: 181 tonne (200-ton) DC electric drive • T262: 218 tonne (240-ton) DC electric drive • T282B: 363 tonne (400-ton) AC electric drive Liebherr offers three mining truck models, with the T282B being the largest size at 363 tonne (400 short-ton) capacity. Liebherr focuses heavily on the T282B and does not actively market the other machine models.

Product Issues and Known Problems. Limited manufacturing capacity (80-100 units per year) The T282B truck was successfully promoted as an ultra lightweight truck. However, it has many product problems that tremendously affect its availability, and there is a big concern the lighter weight of the truck will generate frame issues in the long term. Unsuccessful introduction of its ultra light truck design concept, TI272, because of safety issues with rear tire changes.

Successes and Selling Points. • A special sound attenuation package targeted in sound sensitive areas such as Hunted Valley in Australia is a strong selling point. • It offers the best GMW/HP ratio in the industry.

Future Developments. Liebherr developed its own drive system, which will eventually integrate into the T282B. There are speculations that Liebherr will reintroduce the TI-272 and also a second-generation machine, the TI-264, that will replace the current T262.

September 2006


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Competitive Situation – Terex/Unit Rig

General Observations. After the collapse in failure of the negotiations with Caterpillar, Terex has reorganized its Unit Rig and created more distance from O&K. Due to Terex’ reporting structure, it is difficult to establish Unit Rig’s profitability contribution to Terex. It is however generally understood that Unit Rig contribution is probably under par and O&K sales carried the Mining dealerships. Model Line-Up and Introductions. • MT3000: 109 tonne (120-ton) DC electric drive • MT3300: 136 tonne (150-ton) DC electric drive • MT3300 AC: 136 tonne (150-ton) AC electric drive • MT3600B: 154 to 172 tonne (170- to 190-ton) DC electric drive • MT3700B: 172 to 186 tonne (190- to 205-ton) DC electric drive • MT3700 AC: 186 tonne (205-ton) AC electric drive • MT4400: 218 to 236 tonne (240- to 260-ton) DC electric drive • MT4400: 218 to 236 tonne (240- to 260-ton) DC electric drive • MT4400 AC: 218 to 236 tonne (240- to 260-ton) AC electric drive • MT5500B: 326 tonne (360-ton) AC electric drive Since 2002, Terex has added three new AC drive trucks in its wide range of truck product offering, the MT3700AC (186 tonnes [205 tons]), the MT4400AC (up to 236 tonnes [260 tons]) and the MT5900AC (327-354 tonnes [360-390 tons]).

Product Issues and Known Problems. Terex has limited manufacturing capacity. The company lacks infrastructure for product support and is considered weak in many territories. The General Atomic AC system on MT5500B has experienced serious problems, particularly wheel motors overspeed. Field study data indicates Terex MT4400 AC (793 class) weighs much more than what is documented in their publications, which affects tire and fuel consumption negatively.

Successes and Selling Points. • Terex/Unit Rig is successful with Rio Tinto through the HME agreement. • North Hauler Lt. (NHL) is a joint venture with Terex for the manufacture and distribution in China of 20-92 metric tons (22-101 tons) mechanic OHT and 154-340 metric tons (170-375 tons) electric OHT. Recently, the joint venture has been awarded an order for MT4400AC and MT5500B/MT5900 AC trucks by a state-owned Chinese company for coal application.

Future Developments. Persistent rumors indicate Terex will exit the large off-highway truck business.

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September 2006

Competitive Situation – Hitachi

General Observations. Hitachi’s focus appears to be in system selling, matching shovels to trucks. Hitachi has decided to move large off-highway trucks manufacturing facilities to Japan away from its traditional truck production facility in the U.S.

Model Line-Up and Introductions. • EH3000: 154 tonne (170-ton) DC electric drive • EH3500: 172 to 181 tonne (190- to 200-ton) DC electric drive • EH4500: 254 tonne (280-ton) AC electric drive • EH5000: 284 tonne (312-ton) AC electric drive Hitachi has four mining truck sizes. EH5000 is the largest with a nominal payload of 283 tonnes (312 tons). It also introduced the new EH4500-2, which provides a higher maximum gross machine weight than its predecessor EH4500 in response to a nominal rated payload, not maximum. In 2005, Siemens AC drive system was upgraded with EGBT technology only for EH4500 and EH5000.

Product Issues and Known Problems. Feedback gathered indicated Hitachi encountered the following issues in the filed: • Very weak distribution, except for good Euclid dealers (Rudd, Colombia) • Overheating of AC drive motors and frame cracking on EH4500 • Weight distribution on EH4500 creates serious safety concern related to front tire overloading and steering system operation. • In some sites, average availability of EH4500 is 15 percent lower than that of the Cat 793’s. • Operators note rear axle tire spinning in wet conditions on EH4500.

September 2006


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Competitive Situation – Hitachi

Successes and Selling Points. • In downhill haul applications at high speed. The recent introduction of the Cat 793D MA2 (Extra Retarding) has narrowed or eliminated the AC drive advantage in this application. • EH5000 and EH4500-2 are relatively strong products. • Selling shovel/truck system.

Future Developments. There are speculations the company is designing two new trucks, a 191 tonne-truck (210 ton-truck) and the largest of its range with a capacity of at least 363 tonnes (400 tons) that could be the EH5500 or EX6000.

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September 2006

Other Competition: Truck Manufacturers

Belaz. • Belaz offers a range of rigid dump trucks from 30- to 220-tonnes (33-243 tons) capacity. • Considering upsizing • Developing the first 320 tonne (354 short ton) capacity prototype with a 2610 kW (3,500 hp) Cummins engine and an electromechanical transmission. • Following is the 2006 line up of Belaz (all are equipped with a Cummins engine). 7514 120 metric tonnes (132 short tons) 895 kW (1,200 hp) 7513 130 metric tonnes (143 short tons) 1193 kW (1,600 hp) 7530 220 metric tonnes (243 short tons) 1790 kW (2,400 hp)

September 2006


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Other Competition: Components

General Electric (GE). • Co-developed the OHT hybrid drive system with Komatsu. • Transitioning to IGBT technology in all AC systems in the future. • Market share of 92 percent, but OEM’s moving away from GE.

Siemens. • Adding Komatsu to their OEM portfolio, along side Liebherr and Hitachi. • Speculations indicate they are working with Belaz on 354T truck. • Transitioning to IGBT technology in all AC systems in the future. • Active in less than 200T trolley systems. • Recently acquired Flender Gear for $1.4 billion.

General Atomics. • Joint development with Terex on MT5500 and MT5900 models.

Cummins. • Tier 2 engines: QSK50 (1044-1566 kW [1,400-2,100 hp]) and QSK60 (1342-2237 kW [1,800-3,000 hp]). • Tier 1 engine: QSK78 (2610 kW [3,500 hp]) is experiencing reliability problems.

Detroit Diesel. • Tier 2 engines: 12V4000 (1193-1678 kW [1,600-2,250 hp]), 16V4000 (1491-2237 kW [2,000-3,000 hp]) and 20V4000 (2375-2796 kW [3,185-3,750 hp]). • Routinely demonstrating 24,000-hour life.

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September 2006

Structures Structures. Caterpillar main frames are the backbone of the mining truck’s durability.

Caterpillar integral ROPS cab frame. Caterpillar truck frame with castings shown in red.

Caterpillar Truck Frames. Cat frames are built for strength and durability and incorporate the following key features: • Finite Element Analysis. Proprietary computer generated method of showing stress concentration areas under load based on empirical data from actual trucks. Castings are used for added strength and durability in these high stress locations. • Controlled Weld Quality. Weld quality is strictly controlled. All welders are trained and certified. The use of rollover fixtures ensures all welding is done horizontal – not overhead. All critical welds are 100 percent ultrasonically tested to find subsurface defects. All defective welds are immediately repaired and then rechecked.

• Integral ROPS Cab. Frame is designed for an integral ROPS cab and provides increased strength in the front frame supports. Durable design provides added operator protection.

Caterpillar Castings. Caterpillar uses castings because of their proven strength and capacity to produce design flexibility. Castings eliminate the need for a lot of high quality welding that is expensive and hard to achieve consistently. With more than 50 percent of the mining truck market, Caterpillar is the only truck manufacturer that can achieve economies of scale needed to make castings affordable. For competitors, castings are less affordable due to lower volumes.

• Mild Steel Construction. The high strength low alloy (mild) steel used in Caterpillar OHTs offers superior fatigue resistance and outstanding weldability characteristics. The weakest link in any frame is in the welds. For that reason Caterpillar has designed the frame using mild steel because of its ability to produce the strongest welds. In addition large castings are used to move the welds away from the high stress areas. Mild steel is easily repaired in the field with standard welding techniques and equipment. • No Horse Collar. Easy in-frame engine access allows quick repairs with less downtime. September 2006


15

Structures

• Crack propagation rates are much higher, rendering in-field service inspection and repair very difficult. As a result, the structures become much more prone to catastrophic failures.

Caterpillar Field Testing. Caterpillar and its customers learned of this trade-off through extensive field experience and testing.

Caterpillar Integral Four-Post ROPS Cab.

Integral Four-Post ROPS Cab. Resiliently mounted to the main frame to reduce vibration and sound, the integral ROPS is designed as an extension of the truck frame. The structure provides “five-sided protection” for the operator and is ROPS- and FOPS-certified to ISO standards. Caterpillar has chosen to meet the toughest standards and then go beyond test certification requirements. Caterpillar cabs are designed to offer maximum operator protection in the event of a rollover accident. Competitive Designs. Although the competition promotes their use of relatively high yield strength parent plate in their structures with implications that this provides lighter weight and longer life, catastrophic field failures at multiple sites have proven otherwise. In fact, their structures seriously compromise field supportability. High yield strength provides increased resistance to gross plastic deformation and fatigue strength of the parent material. However, it does not improve fatigue life of full-scale welded structures, because:

• The full scale fatigue testing conducted by Caterpillar was corroborated by laboratory testing of welded specimens by the British Welding Institute. • An optimum balance of yield and toughness needs to be maintained. Caterpillar’s weld joints reflect this balance of yield strength and maximized toughness. • In field applications, toughness and ability to locally deform plastically provides a significant benefit in case of accidents involving extraordinary strains. Events that can be absorbed through plastic deformation rather than crack initiation are less likely to result in subsequent fractures. • Rolled section steel in frame rails allows J-groove welds for better penetration. • Castings transition weld location to areas of lower stress. • While these mechanisms have their limits, Caterpillar Mining Trucks are much better configured for tolerance of abnormal events than competitors.

• Increasing yield strength comes at the expense of toughness and results in increased sensitivity to inherent notches at the weld joints. • Localized plastic deformation, which occurs at these notches, is much more damaging to high yield strength steels due to reduced toughness.

16


September 2006

Structures

• Mild steel provides a balance of medium yield strength and high toughness for: – Ease of welding. No pre-heat or post-heat. – Impact resistance. – Slow crack propagation. – Ease of weld repair, if required. – Long life. • High quality control during manufacturing. 797B frame. Extensive use of castings and new weld technology results in longer life.

Caterpillar Frame Design Versus Competition. Cat frames are backed by years of design experience using same design philosophy since 1963, resulting in a superior structure. Caterpillar has control over quality by manufacturing its own frames. • Frames are designed using the latest static and dynamic analysis techniques. • Frame design incorporates the loads and deflections required by the integral ROPS cab. • Front superstructure eliminates the need for a “horse collar”, providing superior engine access and increased front frame strength.

• Critical welds are 100 percent ultrasonically tested for weld integrity.

• Komatsu Frame Design. • Fabricated horse collar surrounds engine, increasing repair and service time. • 930E is an upgraded 830E frame with thicker main rail plates with an unoptimized modulus. • 930E uses 4921 kg/cm2 (70,000 psi) yield strength plate material and difficult to weld repair 6328 kg/cm2 (90,000 psi) casting material.

• Terex/Unit Rig Frame Design. • All fabricated. No castings used. More vulnerable to cracking failures.

• Castings are used in areas of high stress. • Weld joints are located in areas of lower stress.

September 2006


17

Structures

Euclid/Hitachi truck frame.

• Euclid/Hitachi Frame Design.

Liebherr truck frame.

• Liebherr Frame Design.

• All fabricated. No castings used. More vulnerable to cracking failures.

• Fabrication and welding in high stress areas, which is more vulnerable for cracking failures.

• No consistent frame design among various models.

• Nickel copper combination steel frame.

• Material yield strength varies among models. Euclid/Hitachi EH4500-2 and EH5000 use 3515 kg/cm2 (50,000 psi) yield strength material. Other models use 7031 kg/cm2 (100,000 psi) yield strength material, which is not easily weld repairable.

18

• Minimal section high stress dump body interface.


September 2006

Engine Engine. Cat engines are built for power, reliability and maximum operating efficiency.

Model

785C

793D HAA* 789C 785C HAA

Engine

789C HAA 797B HAA* 793D 797B 3516B HD 3524B HD**

3512B

3516B

Configuration

V-12

V-16

V-16

V-24

Bore – mm (in)

170 (6.7)

170 (6.7)

170 (6.7)

170 (6.7)

Stroke – mm (in) Displacement – L (in3)

190 (7.5)

190 (7.5)

215 (8.5)

215 (8.5)

51.8 (3158)

69 (4211)

78 (4758)

117 (7146)

*Two Stage Turbo charging **3524 is a tandem unit with two 3512B HD engines.

Cat 3500B Engine Enhancements. The improvements to the Caterpillar 3500B engine, as compared to earlier 3500 Caterpillar engine models, include higher injection pressure, electronically controlled fuel injection timing and duration, enhanced combustion chamber design, improved air system management, and electronic engine protection and monitoring. Design enhancements have met specific objectives for reduced fuel consumption, increased power capability, transient response, smokeless operation, and lower emissions.

Caterpillar Truck Engines. The Caterpillar 3500B Series EUI engine design focuses on performance, reliability and durability. Parameters are established to maximize engine performance while protecting the engine from damage and undue wear. Success of this philosophy is evidenced by the 3500’s dominance of its market segment. Caterpillar has shipped more than 105,000 units over the past 25 years. High quality manufacturing of the 3500B Series engines is ensured by the Caterpillar Engine Center in Lafayette, Indiana, an ISO9001 Certified Facility.

September 2006

Electronic Unit Injection (EUI). The Cat 3500B Series Engines feature an electronic governor with Electronic Unit Injection (EUI). The “brain” of the EUI system is the Electronic Control Module (ECM). The ECM performs much like a mechanical governor, but has no moving parts. The ECM sends signals to the injectors to regulate the fuel supply to control engine speed and power. Electronic Unit Injection eliminates complex hydraulic governor linkages resulting in fewer moving parts. That means EUI provides customers significant improvements in reliability and durability. EUI offers the following advantages:

• Reduced Exhaust Smoke. EUI reduces smoke by electronically adjusting the fuel limits to maintain correct air/fuel ratio. • Reduced Emissions. EUI reduces gaseous and particulates emissions. Through electronic injection timing control, deep crater piston design and increased injection pressure, fuel burn is optimized.


19

Engine

• Improved Fuel Efficiency. The ECM’s ability to match injection timing and duration with the transmissions demand and a host of other sensed parameters allows fuel to be optimized not only during steady state operation but also during transient acceleration fuel consumption is maximized over the entire engine operating range. • Fuel Consumption History. The ECM stores information on machine fuel consumption. This can be used as a management tool to ensure maximum life to overhaul. • Diagnostics and Troubleshooting. EUI offers a new generation of diagnostic and troubleshooting features. Advanced, easy-to-use diagnostic systems provide easy reference to vital machine information and quick solutions if problems arise. • Automatic Altitude Compensation. Power is automatically derated as altitude increases to help prevent excessive combustion temperatures and subsequent component damage. An on-board atmospheric pressure sensor derates the engine at the optimal cutoff point for each model. • Cold Start Protection. When temperature dictates, the engine is automatically put into “cold mode” to protect it from unequal distribution of load at start-up and to eliminate piston scuffing and seizure. If the parking brake is on and the transmission is in neutral, low idle speed will rise to 1,600 rpm and timing will be retarded until the engine is warmed up or until the transmission is put in gear. If the transmission is put into gear before the engine has reached operating temperature, the engine reduces the amount of injection advance upon acceleration, to provide continuing protection.

• Injector Diagnostics. Using an electronic service tool, each injector can be tested to determine which injector requires service without taking exhaust port temperature readings or picking up a wrench.

Engine Design Limits. Caterpillar performance engineers impose an exhaust temperature limit, because exceeding that limit negatively affects fuel burn to overhaul goals. Damage, including warped or burnt exhaust valves and turbocharger damage would result if temperatures were allowed to get too high. Cat engineers also maintain peak cylinder pressure, turbo speed, and turbo surge limits to ensure that the engine will not only meet the performance goals but also meet the expected life to overhaul goals. With many years of experience in the mining industry, Caterpillar has been able to establish physical material limitations specifically for demanding mining applications to achieve maximum engine life.

• Long Engine Life. Caterpillar truck engines are designed to provide the highest customer value over the life of the machine. The expense of unplanned downtime has a tremendous impact on cost per ton. This reality has played an important role in making decisions on how to design and apply the 3500 Series engine. Thermal stress, pressure and vibration stresses caused by high BMEP are major factors in reducing engine life.

• Air Filter Restriction Indicator. By calculating pressure drop across the filter, restriction can be detected and the engine automatically derates if the allowable limit is exceeded.

20


September 2006

Engine

Engine BMEP in Truck and Other Applications 2500 G P E y b d n ta S

) 2000 a P k ( 1500 P E 1000 M B 500

8 7 K S Q

0 6 K S Q

C D D U T M

) ) D D H H B B 6 4 1 2 5 5 (3 ( 3 D B 3 7 9 9 7 7

) B 8 0 5 (3 D 7 7 7

) B 2 1 5 ( 3 C 5 8 7

) B 6 1 5 ( 3 C 9 8 7

) B 8 0 5 ( 3 R 1 1 D

) D H B 6 1 5 (3 F 4 9 9

0 To calculate Brake Mean Effective Pressure (BMEP):

BMEP =

Power  rev/cycle Displacement  Speed

BMEP P (kW)  rev/cycle  60,000 = (Metric) D (L3)  N (rpm) BMEP P (Bhp)  rev/cycle  396,000 = (English) D (in 3)  N (rpm) Rev/cycle =

number of crank rotations per cycle (2 stroke or 4 stroke)

• Brake Mean Effective Pressure (BMEP). Brake Mean Effective Pressure is a measure of how hard an engine is being worked for its given displacement. This calculated parameter, expressed in units of pressure, could be used to compare engines of greatly different displacements and applications.

September 2006

• Caterpillar BMEP Versus Competition. Recognizing that BMEP is critical in determining engine life, Caterpillar designs engines to run at a much lower BMEP than the competition. Although diesel engine technology is the same across the industry, Caterpillar consistently applies engines with a lower BMEP. BMEP figures for competitive engines are more comparable with figures for standby power generators. Due to high early hour failure rates, some competitors have abandoned the use of high BMEP engines in mining trucks. Most of the available alternatives have substantially higher BMEP than Caterpillar, as clearly indicated on the graphic.


21

Engine

• Cat High Displacement Engine. The physical limits established by Cat performance engineers are not static limits. Caterpillar is always conducting research to develop materials, manufacturing techniques and designs that allow increases in engine capability. One example of how this has benefited customers is the 3500 HD (High Displacement) program. Piston technology had improved to the point where Caterpillar was confident that piston speed increases could be put into production. An evaluation of the 3500B showed an increased stroke was possible. Applying this change has greatly benefited customers of the 793D and 797B. With increased displacement, and superior injection timing control, engine temperatures and pressures don’t need to be as high to produce the same amount of power. The High Displacement 3500 engine optimizes fuel consumption for a more fuel-efficient engine. Customers in the field have experienced higher fuel efficiencies due to, among others, the machine’s ability to hold gears longer with the High Displacement engine.

) t n l e e m u e F v o c r i p f i m c I e ( p n S i o e t k p a r m B u s n o C

BSFC Comparison 793D 3516B HD vs 793C 3516B SS 8%

793D 3516B HD fuel consumption advantage in the engine operating range

6% 4% 2% 0% 1250

1350

1450

1550

1650

1750

Engine Speed (RPM)

• High Displacement Versus Standard Stroke. A plot of fuel consumption versus engine speed demonstrates one of the benefits of a high displacement versus standard stroke engine.

Engine Combustion. The 3500B engine offers world-class fuel economy. The combustion system on the 3500B engine has increased valve lift and improved combustion efficiency when compared to early 3500 series engines. The 3500B fuel system produces high injection pressures over short injection duration resulting in enhanced in-cylinder combustion and better fuel burn. Internal iron changes that provide these results include modifications to the camshaft, rocker arms, camshaft followers, push rods, rear gear train, and pistons. As a result of camshaft changes, the 3500B engine has increased valve lift for both the intake and exhaust valve. The new lobe design yields 13% more lift, allowing the combustion chamber to fill and exhaust with greater efficiency and without compromises for engine overspeed. Design changes to the piston provide significant improvements in combustion efficiency of the air/fuel mixture within the cylinder. The shape has a deep bowl crown that reduces crevice volume and increases air compression. This change results in improved fuel efficiency and lower emissions. The piston uses a proven, two-piece high performance design with an aluminum skirt and forged steel crown.

Engine Cooling. The Caterpillar cooling system is incorporated into the total design of the truck and consists of two parts, which include the jacket cooling system and the Separate Circuit Aftercooler (SCAC) system. It is built for efficiency and designed to take up no more space than necessary in order not to diminish payload capacity. Use of separate cooling circuits enables Caterpillar to achieve effective cooling without excessive radiator size or horsepower loss. The 797B and 793D cooling system employs hydraulics rather than belt drive, allowing the use of a demand fan. The demand fan reduces parasitic losses when cooling requirements are less than maximum.

22


September 2006

Engine

For most efficient combustion, highest density charge air (coolest air) is required in the combustion chamber. The lower the aftercooler water temperature needs to be, the bigger the radiator required. Competitors tend to need more cooling to achieve the same emissions as Caterpillar. Because they need cooler water, they’re not nearly as well positioned to meet emissions requirements. Some competitors already face difficulty meeting emissions requirements and customers need to ascertain how these companies plan to deal with new emissions standards. Caterpillar has a single aftercooler, or a double cooler, depending on the model.

Cat Electronics. Cat 3500B engine performance is optimized by an integrated electronic control system. The electronics optimize the fuel injection timing to improve power characteristics and fuel economy. Overall, the 3500B and 3500B HD series engines offer 6 percent to 20 percent lower fuel consumption than competitors’ mechanical engines, and in most cases identical to or better than competitors’ electronic engines. It is important to note that often competitors use a fuel consumption tolerance of ±5 percent tolerance compared with ±3 percent on Caterpillar engines.

• Electronic Control Module (ECM). The ECM uses industry leading control algorithms (software) and hardware to ensure peak engine performance over the entire operating range. The 3500B engine controls consist of an engine-mounted Advanced Diesel Engine Management (ADEM™) ECM. With the exception of the 797B, which has a master control and two slave units, the 3500 engines use only one ECM. The ADEM control facilitates integration of the engine with other Caterpillar controls on board the truck. Electronic unit injectors, sensors and the ECM regulate and monitor the operation and health of the engine.

September 2006


23

Engine

The ECM consists of two components: the control computer and the control software. The control software contains the operating maps defining horsepower, torque curves, air/fuel ratio, injection timing and transmission shift information. The ECM controls the injectors using feedback from various engine sensors. Based on this input, the ECM determines fuel injection timing and duration to use for optimum performance. Fuel injection timing depends on engine speed, load, throttle and other sensor inputs. The speed/timing calibration sensor signals the location of top dead center of each cylinder, enabling ECM to control timing and length of injection to maximize performance. The ECM will deliver only enough fuel to reach Caterpillar’s limit on exhaust temperature, turbo speed, peak cylinder pressure and other key factors in maintaining a healthy engine, which will reach its expected life and beyond. The ECM controls the variable horsepower settings on the Cat 797B (3524B) engine, to improve production. By exchanging information over the Cat Data Link, the ECM allows the engine to accelerate up to 1,950 rpm when the transmission is in 7th gear, achieving top speed of 64 km/h (40 mph). When in torque converter drive, the ECM allows the engine to limit its speed and the torque to the drive train to extend component life. These features yield an increase in production and a decrease in cost per ton.

• Monitoring and Diagnosis. The ECM performs two engine health related tasks. First, it monitors engine parameters such as oil pressure, engine speed, filter differential, and boost, and determines if these parameters are consistent with acceptable engine limitations. If not, the ECM records an engine event and initiates an alarm, a derate or a shutdown depending on the severity of the problem. Recorded events, including the nature of the event, the number of occurrences and service hour of first and last occurrences, can be reviewed and investigated via the Electronic Technician (ET) service tool. 24

Second, the 3500B engine ECM has the ability to diagnose itself, its electronic sensors, and wiring. Diagnostic codes are generated and stored in memory, as active or non-active, to reflect current and intermittent or repaired problems. The codes provide event description, number of occurrences, hour of first and last occurrence and total hours. In the 3524B, the codes also indicate which engine has a fault. Logged diagnostic codes are helpful in troubleshooting and are accessed via the Caterpillar Electronic Technician (ET) service tool. To further enhance serviceability of the system, sensors used to monitor the engine are consolidated with the Vital Information Management Systems (VIMS) sensors to reduce redundancy and complexity.

Caterpillar Electronic Technician (ET) Service tool is used to diagnose the Cat 3500B engine.

• Cat Data Link. The ECM is a critical component of the Caterpillar Integrated Power Train Management System. Information is shared between smart components over the Cat Data Link, allowing onboard microprocessors to communicate with each other and access stored information for troubleshooting. Most competitive machines lack such an integrated control and monitoring system.


September 2006

Engine

Electronics Integration Features. The Cat integrated control and monitoring system offers the following electronic control features: • Engine Overspeed Protection. If the engine reaches 2,100 rpm, a warning horn and check engine message will activate in the message center of the VIMS. At 2,300 rpm the transmission will automatically upshift one gear regardless of cane position. If the transmission is in top gear, the torque converter lock up will disengage. An overspeed upshift event will be logged in memory. The Automatic Retarder Control (ARC) computer will automatically activate in an overspeed condition to control engine speed to 2,180 rpm. • Acceleration Delay on Start Up. To reduce wear on lubricated components, engine acceleration is disabled for two seconds after low idle has been attained, on start-up only. This allows time for all machine lubrication and cooling systems to achieve pressure and flow before operating at higher speeds. An engine pre-lubrication attachment is available to pre-pressurize oil galleries within the engine prior to cranking the engine during start-up. • Elevated Low Idle. In cold weather conditions, low idle is elevated to allow the engine to achieve operating temperature quicker and maintain temperature. Certain conditions must be met for elevated low idle to be enabled: transmission must be in neutral, parking brake set and engine coolant temperature below 75° C (167° F). Standard low idle is 700 rpm. • Cold Mode Start Capability. The ability to start and to perform is improved in cold weather by retarding timing when the engine is below operating temperature. Retarded timing reduces peak cylinder pressure and cylinder pressure rate. The engine operates in “cold mode” when engine coolant temperature is below 70° C (158° F). The ECM also modifies the amount of advance on acceleration when in cold mode to further protect the engine.

September 2006

• Air Filter Restriction. An air filter restriction indicator monitors the air intake system. When the air inlet restriction is too high, the system will activate a warning and record the event in system memory. The system will automatically derate as air intake restriction increases. When restrictions reach 660 mm (26 in) of water, fuel is limited 1 percent. For higher restriction, fuel is limited 2 percent per 102 mm (4 in) of water up to a maximum of 20 percent. • Altitude Compensation. When operating at high altitudes, the system automatically derates power by limiting fuel to prevent excessive exhaust gas temperatures and related damage. The ECM uses atmospheric pressure to determine the engines altitude. High Altitude Arrangements (HAA) are available and they use either additional displacement or two stage turbocharging to get full truck performance even at the highest mine sites in the world. • Diagnostics. The ECM is compatible with the Electronic Technician (ET) service tool, and interfaces with Electronic Programmable Transmission Control II (EPTC) and ARC via the Cat Data Link. ET plugs into a connector port located on the fuse panel behind the operator’s seat. ET can retrieve and display boost pressure, fuel flow rate, engine rpm, logged diagnostics, logged engine events, overspeed events, air filter restriction, oil pressure, overheating and other sensor input. ET provides numerous service features including individual cylinder cut out, crank without injection, and injector solenoid test. ET is the primary troubleshooting tool for the 3500B engine.


25

Engine

• Fuel Use Record. The ECM provides a cumulative record of fuel consumed. This record is accessible via ET and VIMS. • Multi-Point Pressure Sensing. The engine oil pressure alarm will be activated if pressure falls out of spec. Oil pressure is monitored as a function of engine speed and the information is passed on to VIMS. If a condition falls outside of normal operating parameters, the operator will be alerted to decrease the risk of piston scuffing and engine damage.

3500 Engine

Engine Fuel System

Oil Supply

(Injectors)

Transfer Pump

Engine ECM

Engine 2u Fuel Filter

Mixed Return ORS Electronic Metering Valve

Fuel Tank

Diesel Fuel

• Ether Starting Aid. The ECM automatically controls ether injection by determining if ether starting aid is necessary based on engine coolant temperature. Automatic ether injection control prevents the possibility of the operator damaging the engine by using too much ether during engine start-up. • Starter Protection. The starter is protected from damage in two ways. First, the control feature will not allow starter engagement if the engine speed is above 0 rpm. Second, the starter is disengaged by a solenoid after the engine speed reaches 300 rpm. This prevents the starter from remaining engaged if an operator continues to hold the key in the start position after the engine has started.

Oil Renewal System

• Oil Renewal System (ORS). ORS is an optional system, which increases machine availability and productivity by extending oil change intervals and reducing oil disposal and labor costs. ORS meters and injects used engine oil from the crankcase into the engine’s return fuel line, within carefully controlled parameters. The ECM performs control of the ORS. No additional electronic modules are required. Oil Degradation versus Tim e n o i t a d a r g e D l i O 0

1000

2000

3000

4000

5000

Hours

• Oil Degradation Versus Time.

26


September 2006

Engine

• Electrical Connections. To improve reliability and serviceability, over 80 percent of the electrical connections used are Deutsch connectors. VIMS and ECM sensors were combined to reduce redundant sensors on the engine. Additionally, the wiring harness and clipping of the harness on the engine and within the engine compartment is designed to facilitate easier and faster engine removal and installation.

At Komatsu, for example, integration of three different systems is required. Engine control systems from Cummins and GE must be integrated with operating systems from Komatsu. All are developed separately and with different performance parameters. While GE might want the operating system to protect the engine, Komatsu may want the system to operate differently to meet customer demands.

Caterpillar Engine Design Versus Competition. Caterpillar has a very real advantage in being able to design and develop a fully integrated engine and power train control system.

1

2

• The Lafayette engine group employs engine software specialists to develop a system that will control specific parameters for optimal engine efficiency, reliability and durability. • Based on extensive experience using the control system on engines in different applications, Caterpillar has the expertise to integrate engine and power train specifically for the requirements of mining. • Through the Mining Truck Engineering Group in Decatur, IL, Caterpillar ensures system design and manufacturing suppliers work together to offer a fully integrated system.

• Competitive Engine Design. Competitors are challenged when it comes to system integration because they join together with up to three different companies, each with their own performance criteria. Cat doesn’t face these difficulties with integration. Typically the engine manufacturer develops software to control and protect the engine, but the truck manufacturer and the customer may have different operating parameters in mind. To reach agreement is a compromise, not likely to be ideal for any of the three parties.

September 2006

71

5

61

4

1. 12 Holset Turbos 2. Belt drive alternator 3. Jacket water pump 4. Coolant filters

3

5. Centrifugal oil filtration system 6. 3 electric starters 7. Auto prelube

Cummins QSK78 Engine.

• Komatsu-Cummins Engine Design. In a joint venture with Komatsu, Cummins has formed a new company (Industrial Power Alliance (IPA), and added the 2610 kW (3,500 hp) QSK78 (alternatively named the Komatsu SSDA18V170), to its range of engines for mining trucks, which also includes the QSK45 and QSK60. The joint venture agreement nominates Cummins as exclusive engine supplier for Komatsu Mining Equipment.


27

Engine

Reducing product development and manufacturing time, while minimizing development capital, IPA sourced off-the-shelf components for the QSK78. In an unprecedented union, the design team had to accommodate ideas from both Cummins and Komatsu engineers. On-going development, specific manufacturing and operational requirements were to be achieved in the shortest possible time.

• Komatsu-Cummins Engine Performance. Although the negative impact of increasing peak cylinder pressures and specific power was acknowledged, the BMEP of the QSK78 is more than a third higher than the Cat 3524B. QSK60 and QSK78 ratings exceed MTU/DDC 4000, and are similar to ratings for Cat Standby GenSets. Based on information available, the predicted life of the QSK78 would be significantly less than the published 20,000 hours. To date, there appears to be no site where a QSK78 engine can be found operating and reaching expected parameters. The QSK78 has a peak torque of 13,770 N•m (10,156 lb-ft) at 1,500 rpm while the Cat 3524B peaks at 17,220 N•m (12,701 lb-ft) at 1,300 rpm. At 1,900 rpm rated speed, the QSK78 produces 13,100 N•m (9,662 lb-ft) versus 14,444 N•m (10,653 lb-ft) at 1,750 rpm for the Cat 3524B, a torque rise of 5% versus 19% for the 3524B. Performance curves show 2610 ekW (3,500 BHP) at rated 1,900 rpm and BSFC of less than 201 g/kW/h, looks good versus Cat BSFC of 211 g/kW/h, but there is no indication of tolerances.

1

2 4

5 3 6

1. 2 Intercoolers 2. Belt fan drive 3. Inter/Aftercooler pump

4. Balance tubes 5. 6 Aftercoolers (3 per side) 6. Fuel/water separators

Cummins Quantum Engine was the basis of the QSK78 design.

• Komatsu-Cummins QSK Family. Cummins opted for a mono-block construction with added “stiffness” and chose the power cylinder components (head, piston, ring pack and liner) from the Komatsu inline SAA6D170 family, which fit, with some adjustments. QSK78 uses a one-piece nitride hardened iron piston design. Components for the QSK60 were derived from the Komatsu SAA6D170 family, but the extended crank length and additional crank throws required modification to the piston crank. Concerns about reliability of the front gear train resulted in design changes to accommodate wider, high-contact ratio gears. Accommodating new performance criteria and the engineering philosophies of both Cummins and Komatsu required a “clean sheet” approach in many areas, but longevity of the QSK78 is yet to be tested in field applications.

28


September 2006

Engine

The QSK60 is a 60 L (16 gal) (2 m3 [3,672 in3]), 159 mm bore and 190 mm stroke (6.26 x 7.48 in) 2013 kW (2,700 hp) engine. The engine can be configured with one or two stage aftercooling and with serial or parallel turbochargers. Approximately 25% of QSK60 production is placed in mining applications. Terex/Unit Rig also uses the Cummins QSK60 engine in its larger mining trucks while Hitachi uses Cummins engines in some of its smaller mining trucks.

• MTU/DDC Engine Design. In a joint effort by DDC and MTU, Series 4000 MTU/DDC engines were developed to provide fuel economy, reduced service time and promise of a 20,000 hour life to overhaul (in most applications). Since their introduction in 1999, attention has been required to address issues with injector seals, high-pressure pump failures, cooling system performance, charge air intake system and, most recently, main bearings. MTU/DDC engines are used in Liebherr, Terex/Unit Rig and some Euclid models. • MTU/DDC Versus Cat. The MTU/DCC engine requires a much colder SCAC temperature and still has higher cycle emissions than the Cat 3500 engine. The MTU pushes the turbochargers harder to get its performance and it requires a higher BMEP to get to its rating. Durability of MTU/DDC 4000 in the 830E and 930E has been reported to be less than expected. There is evidence that some MTU/DDC 4000 engines were stripped out due to disappointment with performance and serviceability in mining applications. By comparison, with the very serviceable Cat 3500 series engine, the MTU engine presents some challenges:

In tests conducted by Caterpillar, at mid-load and at high speed, the MTU had better fuel consumption, but throughout the entire load range produced much more smoke than the Cat 3500 engines. The MTU had higher NOx limits and particulates emission than the Cat engine. The Cat 3500 engine also has a better NOx/BSFC trade-off than the MTU/DDC 4000. The MTU/DDC 4000 engine was found to have some advantages over Cat 3500 series engines: • Slightly better Brake Specific Fuel Consumption (BSFC) than the Cat 3500 engines. • More efficient two-pass aftercooler. • Low and high idle engine noise. Caterpillar offers the following advantages over the MTU/DDC engine: • Lower installation costs. MTU requires 26 percent more SCAC flow. More stringent inlet and exhaust restriction requirements. • Better tested emissions capability. Higher injection pressure. • Slightly less engine noise at rated point. • Lower cost rebuild as cylinder head has better reman potential and flush bottom deck is cheaper to refinish. • Less expensive pistons. • Longer engine life.

• Very high levels of liquid nitrogen are involved. • Flangeless couplings are more complicated and time consuming to deal with.

September 2006


29

Drive Train Drive Train. Cat mechanical drive train delivers more power to the ground. • Precise planet gear tooth profiles are achieved by CBN grinding after heat treat. This reduces sound and provides exceptional bending fatigue life. • Planet gear teeth also are designed and manufactured with crown to ensure correct load distribution across the tooth face.

Caterpillar Planetary Powershift Transmission.

• Cat planet shafts are stone polished. This provides superior resistance to frosting and pitting compared to more common centerless-grind finished shafts. They also are more likely to be reusable at rebuild.

• Proven Cat technology uses durable large diameter clutch packs. Clutches and controls are designed to provide smooth, automatic shifting while limiting clutch energy input to give long clutch life.

• Routine maintenance and most control repairs can be made in-chassis. Modular design allows quick transmission removal. Electronic controls eliminate linkage adjustments and lessen the chance of mechanical failures.

• The Cat patented design for rotating clutch pressure seals minimize drag losses and make rotating clutches as reliable as stationary clutches.

• At rebuild, bearings, seals, gaskets, seal rings and thrust discs are expected to be replaced regardless of condition; other components, including clutch discs and gears, may be inspected and reused.

• Gears are made from bearing-quality steel to avoid inclusions that can cause tooth breakage. High Contact Ratio Helical transfer gears designed by Cat to control sound and give long life. • On the new 793D, the extra top speed arrangement provides an input transfer gear with lower gear ratio.

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• Modular design allows quick transmission removal. When the transmission must be exchanged, it can be done by two mechanics in a half-shift or less.


September 2006

Drive Train

• Controlled throttle shifting reduces torque created by the engine during shifts for smooth clutch engagement and improved component life. Ability to select any gear with cane. • Programmable top gear limit with any gear from 4 to 7 as top limit. • Directional shift management automatically reduces engine throttle before shifting from neutral, reverse to forward and forward to reverse to protect driveline components. No operator input change required. • Neutral coast prevention will not allow the transmission to shift to neutral if the ground speed is above 6.4 km/h (4.0 mph). It only down-shifts to the proper gear for that ground speed.

Caterpillar Transmission Design. Electronically controlled planetary transmission features: • Smart shifting with no gear hunting. • Downshift inhibitor prevents engine overspeed.

• On-board alphanumeric diagnostic display records intermittent and active faults. • On-board memory records shift histograms and lock-up clutch engagements.

• Optimum performance with minimum wear. • 6 and 7 speeds forward, 1 speed reverse. • Top speeds: 785C in F6 = 54.8 km/h (34.0 mph); 789C in F6 = 52.6 km/h (32.7 mph); 793D in F6 = 54.3 km/h (33.7 mph); 797B in F7 = 67.6 km/h (42.0 mph) • 35 percent ratio steps in all ranges. • Torque converter lockup in first gear with torque converter drive in reverse and first gear below 7.2 km/h (4.5 mph). • Low torque design with most reduction in final drives. • Transmission mounted directly to differential housing.

September 2006


31

Drive Train

• A new hydraulically driven filtration system on 793D and 797B provides cooler, cleaner oil and parasitic power loss management via a constant oil flow to the final drives for longer component life. • The VIMS™ Monitoring System monitors the rear axle system to notify the operator of low lubrication levels, high temperatures and low lubrication flow caused by plugged filters.

Caterpillar Final Drives. Transmission and final drive parts work together to put more power on the ground. Cat final drives are designed to work as a system to withstand the forces of high torque and impact loads. They are manufactured and tested for precise fit and heat-treated to ensure durability and long life. They deliver superior performance and are of such high quality that they can be remanufactured for a second life. • Spindle bearing journals are laser-hardened. • The differential bearings utilize newly developed steel for increased resistance to fatigue failures.

Extended Power Train Life. Cat final drives, wheels, and differential are designed and built for long power train life. • Final Drive Features. • Flat deck carrier – improves the ability to cast and assemble; planet loads are equalized. • Higher capacity planet bearings for improved reliability. • Improved heat treatment with an exclusive finish and higher precision.

• Wheel Features.

• Forged and ground crowned gear teeth prevent excessive stress on mating teeth and ensure correct load distribution across the face. Pitting, scoring and breakage is reduced to extend component life.

• Optimized structure. High casting quality, high yield strength steel, can be re-manufactured and repaired.

• Cat mining trucks are equipped with a one-piece cast rear wheel to accommodate high-capacity wheel bearings.

• Rear wheel splined brake to spindle connection; improved stress distribution.

• Cat Duo-Cone™ seal mountings within the wheel station prevent brake hub wear and increase service life. • Direct lubrication of differential bearings is provided through use of ground driven gear pump on 785C and 789C or continuous, hydraulically driven gear pump on 793D and 797B. The lubrication is filtered prior to being directed to the components.

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• Front wheel spindle is forged or cast with laser hardened journals.

• Increased capacity wheel bearings for better load distribution. • Sealing designed to minimize debris accumulation.


September 2006

Drive Train

• Differential Features. • Structure designed to maintain optimum gear and bearing alignment. • Optimized effective bearing spread. • Spider bearing sleeves eliminated; new spider bearings eliminate cage wear. • Pressure lubrication.

• Rear Axle Lube System. • Continuous driven lubrication pump on 793D and 797B. Ground driven lubrication pump on 785C and 789C. • Parasitic power loss management.

Caterpillar wheel station with laser hardened journals.

Caterpillar Rim to Wheel Mountings. To mount rims to wheels, Caterpillar uses a flange type mounting with sufficient quantity of torqued bolts to accommodate both vertical loads and tractive loads. A single torquing of the bolts is sufficient to prevent slip or loosening of the joint. If, in the unlikely event the rim were to slip, the multiple bolts act as dowels to stop any further slippage. For more than 30 years, Caterpillar has successfully used the flange-type mounting system in off-highway trucks. Cat Duo-Cone™ Seals. Since the introduction of oil-cooled disc brakes on Caterpillar mining trucks, Cat Duo-Cone seals have been an integral part of the design. Duo-Cone seals were developed in the late 1950’s to provide a new type of seal to improve lubricant retention in hostile, abrasive and corrosive environments where elastomeric shaft seals wore out quickly. The design of a Caterpillar metal-faced seal compensates for many manufacturing and operating variables. Two metal sealing rings float in position; two elastomeric toric rings exert uniform pressure to accurately position the metal rings and serve as the static seal between the housing and the seal ring. The load rings also transmit the turning torque from the driven housing to the seal ring. Positive sealing contact is provided, regardless of assembly tolerance build up, deflections or end play.

Power Train Reliability. Caterpillar builds the best drive train parts on the market and achieves the highest availability in the industry. Backed by excellent maintenance and repair options, the result is maximum productivity and lower costs. Cat offers effective drive train maintenance, including Preventive Maintenance (PM) programs, Oil Analysis, Inspections, Training, Scheduling, and Recordkeeping, which result in fewer failures and less unexpected downtime. Operating costs decrease, as machine life and availability increase.

September 2006


33

Drive Train

Metal-faced seals feature: • Corrosion resistant seal rings. • Precision lapped, self-renewing seal surface. • Minimum face load variations. • Long life. • Good performance across a wide range of face loads.

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Service Support. Cat dealers can restore system performance and get machines back to work – fast, helping to evaluate repair indicators and determine the lowest cost repair option. Dealer service is guaranteed, with professional service people who have the training and technology to handle all levels of repairs. Even in remote areas, Caterpillar dealers have access to the worldwide expertise and support of Caterpillar. Cat dealers also offer an unmatched Exchange or Cat Remanufactured parts service providing parts that carry a “same as new” parts warranty but cost far less than new.


September 2006

Mechanical Versus Electric Drive Mechanical Versus Electric Drive. Cat mechanical drive trucks are built for superior control in the most severe applications.

Caterpillar trucks are used in relatively more severe applications than competitive DC drive trucks, but with the advent of newer AC trucks, the application ranges are now more comparable. Caterpillar mechanical drive systems offer the following benefits: • Efficiency... more power getting to the ground and thus more useful work done. • Reduced fuel cost per ton... less fuel burned per ton of material moved.

Power Train Efficiency. Power train efficiency quantifies how much of the engine power generated gets to the ground to do the work... moving material efficiently from point A to point B. Engine power that doesn’t get to the ground is wasted. Caterpillar Mechanical Drive. Caterpillar entered the mining market with the introduction of the 77 tonnes (85-ton) 777 in 1975. Prior to the introduction of the 777, all trucks in the 77 tonnes (85-ton) class were electric drive. No competitor had attempted a mechanical drive with a power shift transmission in larger trucks. The mechanical drive 777 with power shift transmission soon became the dominant leader in the 77-91 tonnes (85- to 100-ton) class construction/mining trucks. Because of the greater efficiency, rimpull, gradeability and durability, mechanical drive quickly replaced the electric drive in the 77-91 tonnes (85- to 100-ton) class. Today, no competitor offers an electric drive in the size classes below 91 tonnes (100 tons).

September 2006


35

Mechanical Versus Electric Drive

Gross Power Train Efficiency 100%

Peak

12%

797B

88

86.7

793D

88

85.4

AC

83

79

DC

81.5

72.2

95% 90%

y c 85% n e 80% i c i f f 75% E n 70% i a r T 65% r e 60% w o 55% P s 50% s o r 45% G

793D

797B

AC Drive

DC Dr ive

40% 35% 30% 0%

5%

10%

15%

20%

25%

30%

Effective Grade Mechanical drive systems are the most efficient over a broad operating range

• Mechanical Drive. The mechanical drive system is more efficient than both the DC or AC electric drive system. A comparison of efficiencies on a typical mine haul grade of 10 percent shows the 793 to be about 8 percent more efficient than an 830E. Under the same conditions, the 797 is about 6 percent more efficient than a 930E.

As effective adverse grades increase, the electric drive becomes less efficient while the mechanical drive has a relatively constant efficiency as adverse grades change. For example, the efficiency of the 830E truck drops from 81 percent on a 5 percent effective grade to 66 percent on a 15 percent grade. The efficiency of the 793 truck actually increases slightly from 81 percent on the 5 percent grade to 83 percent on a 15 percent grade. Higher efficiency of the drive train system results in less fuel burned per ton of material moved, which translates into lower cost per ton operating costs.

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September 2006


Peak

12%

797B

88

86.7

793D

88

85.4

AC

83

79

DC

81.5

72.2

Gross Power Train Efficiency 100% 95%

y c n e i c i f f E n i a r T r e w o P s s o r G

90% 85% 80% 75% 70% 65% 60% 55%

793D

797B

A C D riv e

D C D ri ve

50% 45% 40% 35% 30% 0

10

20

30

40

50

Ground Speed-mph

Mechanical drive systems are the most efficient over a broad operating range

• Electric Drive. The efficiency losses in an electric drive system are caused by losses in power conversion. For DC systems: • Engine power to alternating current. • Alternating current to direct current. • Direct current to mechanical motion at the wheel motor. • Additional accessory losses to support the electric drive system. For AC systems: • Engine power to alternating current. • Alternating current to direct current. • Direct current back to multiphase alternating current. • Alternating current to mechanical motion at the wheel motor. • Additional accessory losses to support the electric drive system. September 2006

Because electric drive systems are less efficient, competitors with electric drives must increase gross engine power to have grade power equivalent to mechanical drive. For example, the 830E has 1864 kW (2,500 gross horsepower) compared to the 793D at 1801 kW (2,415 gross horsepower).

• Mechanical Drive Advantages. Miners acknowledges that mechanical drive trucks offer the following advantages: • Broader application range, steeper grades, good performance in poor underfoot conditions and superior performance in high rolling resistance in tar sands. • Few thermal limitations on grade. The insulation in the Electric Drive wheel motor breaks down under high heat and load conditions experienced over long periods of time. • No high voltage electric support required. • High voltage safety. • Potential to use mechanical drive in more severe conditions. • Better controllability – retarding and driving.


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• High stall rimpull. • Environmental tolerance – mechanical drive is less affected by wet conditions. • Lower fuel costs per ton.

• Conclusion. Caterpillar’s field research concluded Cat mechanical drive trucks have functional capabilities that promote their use in a broader range of applications than the DC and AC drive trucks. • Competitive DC trucks perform well in light duty applications.

• Fewer electrical parts.

• Competitive AC trucks have a wider range of applications than the DC drive trucks.

• Electric Drive Advantages. • Less maintenance time is required to change oil and filters. • Trolley compatibility. • Less oil volume. • Fewer gears and mechanical parts, although mechanical drive has no high voltage lines or control cabinets. • Faster downhill hauling speeds. • No wearing of brake parts during retarding, but mechanical systems have no blowers or heat rejection grids.

• Electric Drive Disadvantages. • Efficiency.

• The 218 tonnes (240-ton) AC drive trucks were preferred in severe downhill hauling until the recent introduction of the Cat 793D MA2 (Extra Retarding), which has narrowed or eliminated the AC drive advantage in this application. • The responsiveness of power electronic traction control software in electric trucks is slightly inefficient when compared to the Cat mechanical drive Traction Control System. • Some competitors market machines with lower prices for repair and maintenance contracts falsely, creating the perception that electric drive is a lower cost-per-ton option. Maintenance costs and conditions need to be compared carefully.

• Support multiple suppliers. • System integration – multiple software systems. • Complex to trouble shoot. • Stall torque capability. • Thermal capacity. • High voltage lines and control cabinets. • Traction control.

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September 2006


Operating Cost Comparison. Miners acknowledge cost per hour (or ton) varies widely between mine sites depending on a number of variables, and Caterpillar’s studies confirmed this variation is far greater than the variation between mechanical and electric drive systems. For mature systems operating under similar conditions, there is no significant difference in operating costs for the electric vs. mechanical power transmission system in mining trucks. The difference in drive type impacts on only 16.5 percent of the total cost-per-ton. Cost-per-hour of the total propulsion system averaged: • Engine: 46 percent • Power Transmission: 16.5 percent

Product Support. Every element of Caterpillar’s mechanical drive train is performance-matched and built to take the abuse of haul truck applications. From the heavy-duty design of the 3500 series engine to the six/seven speed transmission, through double reduction planetary final drives and the all-wheel, oil-cooled disc brakes, each component in every system is designed for maximum durability. The result is a mining truck that performs better, breaks down less and lasts longer. And just as important is an unmatched product support team – Repair Before Failure programs, remanufactured components and reusable parts, Scheduled Oil Sampling, regular maintenance options, worldwide parts inventories and an extensive parts distribution system.

• Wheel Station: 37.5 percent

September 2006


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Caterpillar® Brake System Caterpillar ® Brake System. Cat oil-cooled, multiple disc brakes offer exceptional, fade-resistant braking and retarding for maximum performance and productivity in all haul road conditions. Integrated Braking Control combines retarding and traction control into one sys tem for optimum braking efficiency.

1 Parking/Secondary Piston 2 Service/Retarding Piston 3 Friction Discs 4 Steel Plates 5 Actuating Springs 6 Cooling Oil In 7 Cooling Oil Out

2

1

7

3

4

5

Caterpillar Brake System. Caterpillar oil-cooled multiple disc brakes for off-highway trucks have a long development history. When Caterpillar began development of an off-highway truck in the late 1950’s, oil-cooled brakes were an integral part of the design. Improvement of the brake has been an on going process since those early days. For many years only Caterpillar offered the superior oil-cooled braking system on off-highway trucks. Several competitors have since tried to copy the Cat system, but have not kept up with the advances and innovations offered by Caterpillar.

40

6

Integrated Design. The Caterpillar designed and developed non-fade, oil-cooled braking system is an integral part of the overall truck design, not an add-on or afterthought. The integrated design serves four braking systems: • service • retarding • secondary • parking The service and retarding functions are actuated by modulated hydraulic pressure on the brake piston that in turn applies a load or force on the brake rotors and stators. The secondary and parking functions are actuated by multiple springs acting on the secondary/parking piston. The springs are released by modulated hydraulic pressure. Hence, brakes are always available even in the event of a complete hydraulic failure very important safety feature. No other manufacturer has ever offered an oil-cooled brake with the safety feature of spring applied/oil released secondary/parking brake.


September 2006

Caterpillar® Brake System

Four-Wheel Braking. The large Cat trucks have four-wheel braking for superior retarding control with wet haul road conditions. Single axle retarding limits controllability during slippery road conditions. Operator security is much greater with the fourwheel brake system, resulting in greater productivity. Trucks with two-wheel or single axle retarding must cease operations during conditions of slick haul roads while Cat trucks can continue to operate. The parking brake is applied to all four wheels to give superior parking capability. The parking system provides parking capability on grades up to 15 percent with worn brakes at the targeted gross machine weight. No competitor provides four-wheel parking brakes. Since the parking brake system also is oil-cooled, inadvertent application while moving will not “burn-up” the brakes, which is the case for competitors.

Brake System Design. The Cat oil-cooled disc brake system delivers exceptional performance due to superior design features. • The large frictional area is determined by the gross machine weight to give low retarding hp/in2 and high wheel torque for short stopping distances. • Front to rear brake torque split is balanced to give the best braking performance and to minimize wheel lock-up especially when in the retarding mode.

• The friction material has been improved from the original sintered bronze to a cellulose fiber material. To be more environmentally friendly, asbestos ras eliminated from the friction material in the 1980’s. The friction material is continually being modified to improve frictional, wear and heat resistance characteristics. • The energy absorbed by the brakes during retarding is dissipated by high flow of oil through the discs and separator plates. The oil is cooled by water-to-oil heat exchangers to give good retarding capability. • Extended life friction material has double the wear life of standard brakes and is twice as resistant to glazing for more consistent braking power with less noise.

• Hydraulic Automatic Retarder Control (HARC). Hydraulically activated automatic retarder control system electronically controls retarding on grade to maintain optimum engine rpm and oil cooling. It is designed to modulate the brake system in order to maintain a constant engine speed, and it also promotes smoother engagement, better responsiveness, loping removal, less air system demand and fewer air system parts. Additional braking may be applied using the manual retarder or the brake pedal. HARC is deactivated when the operator applies the brake or accelerator controls.

• The non-fade characteristic of oil-cooled brakes enables reduced stopping distances compared to systems using either dry caliper disc or drum type brakes. As trucks became larger, retarding grades steeper and regulatory requirements more stringent, only the Cat trucks were able to meet legal braking requirements without modifications.

September 2006


41


HARC 1

1 Service Brake Sensor 2 Engine Sensor 3 HARC 4 HARC Switch 5 Brakes 6 Service Brakes 7 Axle Speed Sensor 8 TCS

2

• Traction Control System (TCS). Caterpillar trucks also use the rear oil-cooled brakes for traction control. The exclusive Caterpillar system improves performance in poor underfoot conditions by electronically monitoring and controlling wheel slippage. Sensors monitor wheel speed and if the difference exceeds a preset limit, the oil-cooled brake is actuated on the faster spinning wheel. With a standard differential output, torque to the two wheels is always equal. Applying brake torque to the faster spinning wheel (the one with least traction) will then give additional torque to the slower wheel and provide additional tractive effort. Normal steering maneuvers do not actuate the system.

TCS

6 7 8

3 7 5

6

4

• HARC vs. ARC. • Less chance for engine overspeed • Smoother engagement • No loping • Less air system demand • Reduces operating costs

• HARC Production Advantages. 2500 2000

) m p r ( d1500 e e p S e n1000 i g n E

• Integrated Brake Control (IBC). The HARC and TCS are combined into an Integrated Brake Control (IBC) System to enhance Cat truck performance and increase productivity.

500 0

10

20

30 40 50 Time (Seconds)

60

70

With Hydraulic Automatic Retarder Control (average speed, 1950 rpm) With Manual Retarder Control (average speed, 1730 rpm)

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• Serviceability. Maintenance of the oil-cooled brake is minimal since the brake is enclosed and sealed. Additionally, brake material wear condition can be determined without disassembly of the brake. By removal of a service plug and insertion of a simple service tool, wear of the disc pack is easily determined.


September 2006


• Regulations. All brake tests to determine compliance with regulatory requirements are run with the truck at the maximum allowable gross machine weight and not at nominal gross machine weight as in the past. Seldom will the truck weight be at the nominal because beca use of variations in loading tool fill factors, material density variations, and loading tool operator skill. It is imperative then that the truck has adequate brakes when loaded to the maximum allowable gross machine weight.

• Komatsu Brake System. The brake system features:

Caterpillar Brake System Versus Competition. The brake system on Caterpillar mining trucks has been designed for optimum braking efficienc efficiency y and safety.

• Spring applied, hydraulically released parking brake on high speed motor armature a rmature develops high torque but almost no dynamic capability cap ability..

• Oil cooled multiple disc brakes provide nonfade braking and retarding on all four corners. • Braking force is applied in a ratio of 40 percent front, 60 percent rear for better handling and controllability.

• Hydraulically Hydraulically applied front and rear dry caliper disc brakes are subject to dirt and moisture entry, which can cause premature wear and/or malfunction. • Rear brake discs on the high-speed motor armature develops high torque but very limited dynamic capability. Small disc diameter of 635 mm (25 in) provides limited frictional area.

• Dynamic electric retarding through traction motors and grid system. The 930E-3 and 930E-3SE brake system features: • Hydraulically applied front and rear brakes are oil cooled multi-disc brakes.

• Automatic electronics control the retarding function.

• Retarding capability with the oil-cooled brakes is limited since oil flow is low.

• Rear brakes provide traction aid.

• Spring applied, hydraulically released parking brake on the high-speed motor armature develops high torque but almost no dynamic capability cap ability..

• Service and retarding brakes are hydraulically applied for greater efficiency. efficiency. • Secondary and parking brakes are spring applied for added safety safety.. • The application of emergency brakes can be modulat modulated ed for a brief period before before they remain rem ain appl applied ied.. • The brake system exceeds legal/regulatory requirements at maximum allowable gross machine weight. • Completely sealed system is not affected by env environme ironment, nt, including including water and dust contaminants. • Brake wear measurement can be undertaken without disassembly disassembly..

September 2006

• Dynamic electric retarding through traction motors and grid system.

• Terex/Unit Rig Brake System. The brake system features: • Hydraulically Hydraulically applied front and rear dry caliper disc brakes are subject to dirt and moisture entry which can cause premature wear and/or malfunction. • Rear brake discs on the high-speed motor armature develop high torque but very limited dynamic capability. Small disc diameter of 508 mm (20.2 in) in) on the MT3000, MT3000, 635 mm (25 in) on the MT4400 MT4400 and 787 mm (31 (31 in) on the MT5900 provides provides limited frictional frictional area.


43


• Spring applied, hydraulically released parking brake on high-speed motor armature develops high torque but almost no n o dynamic capability capab ility.. • Accumulators that require routine pressure checks and maintenance provide secondary brake power. • Service and secondary brakes share the same brake circuit and are more complex. Circuit includes: pump, shuttle valves, pressure reducing valve, relief valves, accumulators, pilot-operated control valves, steering versus brakes priority.

• Spring applied, hydraulically released parking brake on high-speed motor armature develops high torque but almost no dynamic capability cap ability.. The EH4500-2 and EH5000 brake system features: • Hydraulically actuated dry caliper disc front brakes are subject to dirt and moisture entry, which can cause premature wear and/or malfunction. • Hydraulically actuated oil cooled rear disc brakes. • Spring applied, hydraulically released parking brake on high-speed armature has almost no dynamic capability capability..

• Liebherr Brake System. The brake system features: • Standard service brakes use wheel speed discs on the front with three calipers on the T252, four on the T262 and fiv fivee on the T282B. • Rear brakes use dual disc armature speed discs with one caliper. • Multiple calipers cause high heat production.

Euclid/Hitachi EH3500 front and rear dry disc brakes.

• Euclid/Hitachi Brake System. The brake system on the Euclid/Hitachi EH3000 and EH3500 features: • Hydraulically Hydraulically applied front and rear dry caliper disc brakes are subject to dirt and moisture entry, which can cause premature wear and/or malfunction. • Rear brake discs on the high-speed motor armature develop high torque but very limited dynamic capability. The small disc diameter of EH3000 and EH3500 provides limited frictional area.

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September 2006

Steering and Suspension System Steering and Suspension System. Cat designed for excellent maneuverability, superior control and a com comfort fortabl ablee rid ride. e.

• Steering Geometry. The three steering geometry features – kingpin inclination, caster and camber – are permanently designed and built into the truck and require no adjustments during the life of the truck. The only steering linkage adjustment required is toe-in which is achieved simply by adjusting the two tie-rods. • Kingpin Inclination. The front suspension cylinder serves as the steering kingpin. • The kingpin is rigidly attached to the mainframe by bolts and shear keys and is inclined in the front elevation view 3 degrees from vertical. • This kingpin inclination reduces the torque required to steer the front tires by moving the center of rotation nearer to the tire than would be the case if the kingpin k ingpin were vertical.

Caterpillar Design. Cat steering and suspension system design, first introduced on a 769 in 1963, are simple integrated designs, built rugged for minimal maintenance and long life.

• Caster. • From the side view the kingpin is set at 2-1/2 degrees to the the vertical to to provide caster or self-alignment for the front wheels.

• Camber. • The front axle is designed and manufactured to have one-half degree of camber, which is reduced to near zero by the load deflections.

• Maximum Tire Life. Good tire life is dependent upon having minimal tire scuffing. Caterpillar trucks are designed to maintain near zero toe-in/toe-out, which is essential to minimize tire scuffing and extend tire life. • When either loaded or empty, Cat steering linkage/ suspension systems are designed to have near zero toe-in/toe-out when the tie-rods and front suspension cylinders are properly adjusted.

September 2006


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Steering and Suspension System

• Having two tie-rods that pivot with the center tee-bar minimizes the amount of toe-in/toe-out that occurs during all conditions of loading and steering. • Systems with a single tie-rod inherently have greater toe-in/toe-out variations.

• Maneuverability. Caterpillar trucks have a balanced design to give good maneuverability and yet minimize tire wear. If the turning circle is too small, extreme tire wear occurs during tight turns. • Some competitors claim smaller turning circles than Caterpillar, but pay for those claims with increased tire wear. • The Caterpillar truck steering geometry is designed for Ackerman steering with minimal steering error even at extreme steering angles.

Nitrogen

Rebound Chamber

Cylinder Housing

Piston

• The two tie-rod design enables the steering error to be less than can be achieved with a single tie-rod.

• Ride Control. The rear suspension geometry is designed to allow sufficient rear axle oscillation in conjunction with large front suspension travel to reduce frame racking while traveling over rough terrain. Both front and rear struts have built-in rebound control to improve ride. To further enhance the operator’s ride the cab is strategically located relative to the front axle to minimize the effects of pitch and bounce. Competitors frequently locate the cab in a position that exacerbates the effects of pitch and bounce. The Caterpillar suspension is located and tuned to maximize ride qualities and yet give a stable “feel of the road” for the operator. Because of the superior ride qualities of Caterpillar trucks, the operators have less fatigue and a more secure feeling that results in greater productivity.

• Design Features. The steering and suspension system offers advanced design features: • Caterpillar steering systems have top priority for the control of the machine in case of a hydraulic failure. This is critical to ensure the highest possible safety for the operator. • To further protect the operator, the main steering hydraulic system is backed by a supplemental system using pressure accumulators in the unlikely event the steering pump should malfunction. The secondary steering system is more than adequate to meet SAE J1511 and ISO 5010 standards at the maximum allowable gross machine weight. • Twin, double-acting hydraulic cylinders provide the force necessary to provide precise steering during all loading and underfoot conditions.

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September 2006


• The suspension system is comprised of nitrogen over oil cylinders at each of the four corners. Improvements have continued to be implemented since introduction in 1963 to provide a highly reliable, long life system. • Nitrogen and oil are readily available world wide for easy maintenance and adjustment. • The front and rear cylinders are of sufficient diameter that the nominal pressure is low (less than 141 kg/cm2 [2,000 psi]). • The front cylinders are attached to the front spindles by tapered joints that can be separated for repairs and maintenance.

Caterpillar Steering and Suspension System Versus Competition. The Caterpillar integrated steering and suspension system is designed for safer operation and lower operating cost. • Front suspension cylinders, which serve as steering kingpins, are rigidly mounted to the main frame with built-in adjustment to save maintenance time and tire wear. • Toe-in/toe-out can be adjusted for varying conditions but is kept near zero, minimizing tire wear. • Design simplicity and balance gives good maneuverability and minimizes tire wear. • Twin, double-acting hydraulic cylinders provide precise steering during all loading and underfoot conditions. • The steering/fan/common rail control system is fully hydraulic and completely separate from the other systems to prevent cross contamination and heat from other sources. • Accumulators provide pressure/flow source for the supplemental steering system. The secondary steering system exceeds requirements of SAE J1511 and ISO 5010 standards at the maximum allowable gross machine weight.

September 2006

• Four nitrogen over oil cylinders (one at each corner) provide a highly reliable, long life suspension system. Nitrogen and oil are readily available worldwide. • Strategically located cab relative to the front axle minimizes the effects of pitch and bounce, resulting in reduced operator fatigue, greater security and higher productivity. • Nominal internal pressure in the suspension cylinders is low (less than 141 kg/cm2 [2,000 psi]) because of the large diameter cylinders. • The rear suspension geometry allows sufficient axle oscillation in conjunction with large front suspension travel to reduce mainframe racking while traveling over rough terrain. • Built-in rebound control improves ride.

• Komatsu Steering/Suspension System. • Steering hydraulic system shares oil with hoist system, increasing the potential for crosscontamination. • Single tie-rod for steering. • Additional wear points in the Komatsu steering and suspension system make it more vulnerable to hysteresis or “slop.” This may eventually result in transverse tire oscillations or “wobble”, increased tire wear and reduced stability. • As turning radius gets tighter, it becomes more difficult to achieve correct Ackerman steering angles, and lateral forces on the tires increase. Ackerman error leads to tire scrubbing during turns, and high lateral forces increase tire flex, which can cause sidewall damage. • Serviceability of Komatsu suspension and steering system requires more downtime.


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• Euclid/Hitachi Steering/Suspension System. • Front steering and suspension system is complex using trailing arms. The large number of joints increases susceptibility to wear and need for periodic maintenance. Loose joints can cause excessive tire wear. • Field evidence indicates that at less than 20,000 hours, the steering and suspension system can require major restorative work, including build-up and line boring to front end. With 10 wear points per side, heavy reliance is placed on the integrity of the lubrication system. • Suspension cylinders are charged with expensive, hard-to-obtain Neocon X and Helium. Terex/Unit Rig suspension cylinder.

• Terex/Unit Rig Steering/Suspension System. • Front suspension and steering system is very complex and heavy with numerous joints subject to wear and periodic maintenance. Loose joints can cause excessive tire wear. • Steering hydraulic system shares oil with the hoist system, increasing the potential for cross-contamination. • Single tie-rod for steering.

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• Small diameter strut rods result in: – Dramatically increased strut pressures – Struts that are difficult to seal – Leakage possibility under high loads • Steering hydraulic system is combined with the brake system, increasing the potential for cross-contamination. • Single tie-rod for steering. • Suspension system is very serviceable.


September 2006


Terex/Hitachi independent trailing arm suspension.

Euclid/Hitachi frame with trailing arm suspension system. Euclid/Hitachi suspension cylinder charged with Neocon.

September 2006


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Hydraulics Hydraulics. Cat hydraulics are designed for dependable performance and precise control. • Brake System. With the changing demands of brake systems, Caterpillar is continuously working to increase the speed of brake response through improved valving capabilities. • Hydraulically controlled valves support the braking system. • Specifically crafted and precision tested valves provide superior operator control.

• Steering System. Caterpillar variable pump steering systems perform with higher efficiency and greater reliability. • Increased flow rates provide faster hydraulics and greater lift force. • Cylinders are induction hardened to Caterpillar specifications for greater longevity.

Integrated Design. Cat hydraulics are integrated throughout the truck design, including: • Hoist Systems • Brake System

• Strut cylinder rod eyes are inertia welded for superior strength and reliability, allowing low stress concentration, bonds as strong as base material, and twice the fatigue life.

• Steering System • Suspension System

• Hoist Systems. Hoist systems offer superior controllability and reliability of cylinders: • End of stroke control for hoist cylinders is achieved through a proprietary EH valve system, which automates the use of electronic snubbers. • Electronic dampening of cylinders restricts flow of fluids to reduce the speed of cylinder positioning, thus eliminating sudden shocks to the system. • Cylinder rods are induction hardened to Cat specifications. Case depth typically exceeds industry standards and extends cylinder life.

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• Suspension System. Caterpillar suspension system is designed for excellent maneuverability, superior control, and a comfortable ride.

• Caterpillar mining truck suspension cylinders are charged with Nitrogen gas. • Unlike competitive systems, which typically use air or other gases, nitrogen systems respond quickly to absorb a rapid series of shocks. The nitrogen gas system cushions better (loaded or unloaded), controls rebound, helps eliminate truck pitching and provides superior ride quality when loaded. • Cat suspension systems operate effectively at 1/3 lower pressure than some competitors, which helps minimize seal leakage.


September 2006

Hydraulics

• Fan Drive System. Caterpillar offers a state of the art hydraulic demand fan on certain applications, which increases available power and improves sound management. The hydraulically driven fan is standard on the 793D and 797B. • Because it is more efficient, the Caterpillar fan drive system uses less horsepower and consumes less fuel than the conventional engine driven fan system utilized by the competition. • For customers with a focus on sound management of large mining trucks, Caterpillar offers the lowest dBA in the industry. Sound reduction trucks offer a significant reduction in spectator sound level.

Hydraulic Components. Components are designed and manufactured to strict specifications to ensure the reliability and longevity expected of Caterpillar machines. Each component is part of an integrated system and must meet exacting performance standards. • Pumps and Motors. Cat pumps and motors are designed to respond quickly to hydraulic system demands. • Built to tight tolerances with heavy-duty bearings and shafts. • Field repairable for ease of maintenance.

• Cylinders. A robust cylinder design ensures excellent durability. • Cat induction hardened rods provide higher surface hardness for increased fatigue strength. • Induction hardened at a slightly higher depth of case than the competition (3 mm [0.12 in]) for greater durability. • Rod assemblies are inertia (friction) welded for cylinder longevity. • Cylinders are bore honed and roller burnished for superior finish. Cylinder walls are honed to remove minor scratches and other hard to see imperfections that can cause damage to the cylinder seals. This process produces a highly symmetrical bore with a surface finish that provides a longer seal life. • Caterpillar’s proprietary sealing system includes an inboard sealing design in the head, for a more “robust” design and improved performance. Cat hydraulic rod seals feature a proprietary urethane material and patented design improvement.

• Valves. Caterpillar valves offer precise control, quicker response of the hydraulic system, and reduced operator effort to meet the most exacting application requirements. • Proprietary solenoid valves offer greater performance and reliability through superior design and process manufacturing. • Sophisticated software controls are available for electro-hydraulic valves. This allows for programmable features customized to customer requirements.

September 2006


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Hydraulics

• Filters. All filters are custom built to Cat specifications for optimization of system and efficiency of application requirements • Unique Cat filter design features fiberglass spiral roving and acrylic beads, which maintain optimum pleat spacing and prevent bunching, collapse and loss of capacity. • High efficiency hydraulic filters are available for systems requiring extra cleanliness with tighter system tolerances and higher operating pressure. • Cat high efficiency filters reduce the risk of exposing critical components to abrasives, thus extending component wear life. These high efficiency filters trap a higher percentage of fine particles in comparison with some of competitive standard filters.

• Tanks. Caterpillar hydraulic tanks are designed to ensure hydraulic oil stays in and contaminants stay out of the hydraulic system. • For applications requiring smaller tanks, Cat offers tanks formed from a single sheet of steel by using a deep-drawn process in manufacturing. This allows Cat to stamp out a shape of the tank in one piece of metal thus manufacturing a stronger tank and eliminating potential leaks. • For applications requiring larger tanks, Cat has greater flexibility by utilizing sheet metal weldments in manufacturing for fewer restrictions in the design process. • All tanks are subject to air testing to ensure system reliability.

• Cat filters will clean the system faster, thus increasing component life and system efficiency.

• Hoses and Couplings. Caterpillar offers a wide range of hoses for high, low, medium pressure and special applications. • Cat XT™ hose line is impulse tested to one million cycles – twice the industry standard. • Cat XT hose has superior construction for longer life. • The fabric on Cat XT hoses is impregnated, not wrapped, around the liner. This unique process helps prevent pinhole failures. • Reliable components reduce the risk of leaks and blown lines.

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September 2006

Operator’s Station Operator’s Station. Ergonomically designed for operator comfort, superior control and high productivity. • The cabs have been widened to provide an increase in interior volume and an increase in glass area. • Electronically controlled body hoist control provides better modulation and ease of operation. Hoist control is hydraulically snubbed for improved comfort. • Integrated electronic control for intermittent windshield wiper, washer and turn signal for improved reliability.

Operator Efficiency. Ergonomic cab design allows operators to direct their full attention to machine control.

Caterpillar Operator’s Station. As the world leader in mining trucks, Caterpillar has designed its cabs to provide unsurpassed comfort, control and safety. Cat advanced electronics and ergonomic enhancements set a new standard for information management, operator efficiency and productivity. Designed for Productivity. Every aspect of the operator station has been refined to ensure that operator efficiency contributes fully to machine productivity. • Actual gear, engine speed and VIMS status are visible at a glance.

• Controls are ergonomically designed and located for intuitive reach to guarantee easier operation and maximum convenience. • Gearshift lever is contoured to fit the hand. • Narrower shift control console contains the parking brake control. • Secondary brake is a pedal control, conveniently located on the floor for easy operator control. • Pedal control positioning provides easier, more natural actuation. • Tilt and telescoping steering wheel adds to ease of operation and comfort.

• Transmission console has backlit gear indicators and ergonomic shift knob. • VIMS display and operator keypad provide precise machine status information. • Exceptional all-round visibility allows confident maneuvering and increased productivity with less fatigue. • With clear sight lines toward the haul road and to the instrument panel in front, strain on the operator and fatigue are reduced.

September 2006


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Operator’s Station

Comfort and Control. The cab has everything the operator needs for superior comfort and control, including:

ROPS/FOPS Cab. Caterpillar has its own requirements for ROPS testing that surpass the toughest ISO guidelines.

• Fingertip controls.

• Integral four-post ROPS is standard.

• Ergonomically designed, fully adjustable air suspension seat with adjustable armrests provides optimal driving comfort.

• Cab is resiliently mounted to the mainframe and is sound suppressed to isolates the operator from sound and vibration.

• A wide, retractable three-point seat/shoulder belt provides a secure, comfortable restraint with three height adjustments and six vertical adjustment positions.

• Cab operator sound levels are less than 80 dB(A).

• Trainer seat has wide hip and shoulder room, with a backrest and seat belt. • Integral, adjustable armrests for added comfort and lumbar support adjustment are standard. • Powered operator window with sliding window on trainer’s side. • Reliable large capacity air conditioning and heating provides efficient, high volume airflow though more vents. Controls have been relocated to the dash. 9576 kilocalorie (38,000 Btu) heater, optional A/C rated at 7056 kilocalorie (28,000 Btu). • Radio ready cab is pre-wired for a 12-volt entertainment radio. Cab is equipped with two speakers, antenna, 5-amp converter, and radio mount recessed in the headliner. Includes a provision for add-on communication systems. • Under seat storage compartment.

Caterpillar integral ROPS frame.

Cat Operator’s Station Versus Competition. Caterpillar Mining Truck cabs are designed to maximize operator control, safety and productivity. Cat cabs provide a comfortable and convenient environment that minimizes fatigue. Caterpillar has its own requirements for ROPS testing that surpass the toughest ISO guidelines. • Komatsu Operator’s Station. • Komatsu mining trucks, from the HD1500-5 to the 930E-3, have integral four-post ROPS, which means the frame of the cab is the ROPS structure. The integral ROPS cab mounts directly to the frame at all four corners and offers rollover protection on all sides of the operator’s station.

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September 2006

Operator’s Station

• Terex/Unit Rig Operator ’s Station. • Integral ROPS cab with 180-degree vision meets SAE J1040 May 94 criteria. • Room for two full-size seats. • Sound abatement package reduces in cab noise to 82 dB(A).

• Liebherr Operator’s Station. • Integral ROPS is standard. • Room for two full-size seats. • Cab set back for protection in case of a rearend collision.

Euclid/Hitachi cab frame.

• Euclid/Hitachi Operator ’s Station. • Integral ROPS/FOPS in accordance with J/ISO 3471 standard. • Double-wall construction made of 11-gauge inner and outer steel panels. • Foam rubber lining and foam backed carpet with multiple layered floor to improve sound suppression and climate control. • Closed cab, operating sound level equivalent to 81 dB(A). • Three-point rubber isolation-mounted arrangement to the deck surface minimizes vibration to the operator compartment.

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Monitoring System Monitoring System. The VIMS™ monitoring system provides operators, service technicians and mine personnel with vital machine health and payload data to keep the large mining trucks performing at peak efficiency and top production levels while lowering cost-per-ton.

11

1

2 10

12

13 9 14 6

7

1 Gauge Cluster 2 Message Center and Keypad 3 ADEM III Engine Control Module 4 CAT Data Link 5 Action Alarm 6 Action Lamp 7 Payload Lamps 8 Payload Display (optional) 9 Radio System (optional) 10 Data Port (VIMS-PC) 11 Service Lamp 12 Diagnostic Connector (ET) 13 Integrated Brake Control (IBC) and Cooling Fan Control Module 14 Transmission/Chassis Control (TCC) Module 15 Road Analysis Control (RAC) Module (optional)

5 8

15

4

3

VIMS™ Monitoring System. Intelligent, Caterpillar designed machine monitoring system provides critical machine health and payload data in realtime to keep the large mining trucks performing at top production levels. In addition to the usual VIMS monitoring system functionality, the system also monitors torque converter screen switch, torque converter inlet filter, brake oil temperature, fuel level, ambient air temperature, ‘R’ terminal, front aftercooler temperature, aftercooler coolant level, jacket-water level, high steering pressure switch, steering oil temperature, steering oil bypass switch and payload.

Data Access. Monitoring and diagnostic information is stored on-board until it can be downloaded for analysis. Data can be accessed through the message center, transmitted via optional radio or downloaded onto a computer for detailed analysis. Machine Management. Service technicians or mine personnel can download data and generate reports for better machine management. Data can be used to improve effectiveness of scheduled maintenance programs, maximize component life, improve machine availability, and lower operating costs.

Integrated System Monitoring. Sensors located throughout the machine systems enable the VIMS system to quickly exchange and monitor information from all machine systems for efficient, high performance operation. Advanced Diagnostics. VIMS system simplifies troubleshooting, reduces downtime and lowers operating costs by identifying abnormal conditions before they cause extensive damage. 56


September 2006

Monitoring System

Speedometer/Tachometer Module. Monitors three systems: • Engine speed • Ground speed • Gear indicator

Gauge Cluster. Conveniently located gauge cluster maintains a constant display of vital machine functions, including: • Engine coolant temperature • Brake oil temperature • Air system pressure • Fuel level

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Monitoring System

• Category III. The highest alert. Immediate shutdown required to prevent serious damage to machine or system. Action alarm sounds, and action lamp flashes until system returns to normal or shutdown is performed. Payload Weight Distribution s d a o L l a t o T f o e g a t n e c r e P

Payload Weight (Tons)

Keypad. Provides operator or service technician immediate access to current machine information, gauge values and stored data through the message center display. Service personnel also can use the key pad to access diagnostic information. Message Center. Displays messages requested by operator and advises operator of abnormal machine conditions.

Recommended Payload Range

With Production Management

Inefficient Payload Ranges

Without Production Management

Production Management. Production Management enhances truck/loading tool effectiveness, improves fleet productivity and helps extend the life of truck frames, tires, rims and power train components, while lowering operating and maintenance cost.

Alert System. Three-category warning system alerts operator of abnormal machine health conditions. • Category I. No action is required at this time. Inform service personnel of the alerted condition as soon as possible. • Category II. Requires operator to evaluate and correct situation before continuing work. Warning lamp flashes and alert indicator lamp lights up. Instructions are displayed on how machine operation should be modified or which service should be performed.

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September 2006

Monitoring System

Payload Management. Max Payload Speed Manager is a feature that aids in managing the Caterpillar 10/10/20 Payload Guidelines. Based on target payload weight and overload settings, the VIMS system logs and warns the operator when the truck reaches overload after second gear reweigh. The truck will be limited to second gear at 1,750 rpm, and the automatic retarder speed setting is reduced to 1,750 rpm until the load is dumped. Payload management enables the manager to enhance truck/loading tool effectiveness and productivity levels by preventing overloads that can cause damage to component life and affect operator safety. The Payload Weight Distribution chart illustrates the benefit of managing payloads with VIMS monitoring system production management tools.

Data Storage. The VIMS monitoring system stores payload information, which is used to manage production. The system stores up to 2,400 production cycles for a complete record of payload weight, cycle times, distances and actual dates/times. It also allows storage of maintenance data such as Events, Trends, Histograms, Cumulatives, Snapshot and Dataloggers. This data allows the user to identify potential problems before they occur, utilizing the efficiency of Preventative Maintenance. External Payload Indicators. External lights on both sides of the truck signals loading tool operator when to cease loading for optimum payloads without overloading. Optional external payload display with digital numeric monitor is available to replace the standard red/green indicator lamps.

September 2006

Road Analysis Control (RAC). Customers can more effectively and efficiently manage haul roads with this optional advanced solution. By measuring frame, rack and pitch levels, RAC precisely tracks haulroad conditions and communicates the information in real time via a radio network. The data and reports generated can be used to improve haul-road maintenance and, in turn, cycle times, component life and fuel efficiency. VIMS monitoring system stores the RAC events and creates a summary measurement, called a Fatigue Equivalent Load Analysis (FELA), that allows management to track severity and benchmark road conditions. When used with a telemetry system such as the MineStar® information management system, RAC events can be transmitted in near real time to the mine control office for immediate action by haul-road maintenance crews. RAC is designed to help all Cat truck users derive more value from their owning and operating experience. VIMS PC. VIMS PC, the off-board reporting software program, allows service personnel to download a complete record of machine health and productivity data to a laptop computer for diagnosis and analysis. Easy-to-use software enables service technicians and mine personnel to generate health and payload reports for more effective machine management. VIMS Supervisor. Optional software allows mine personnel to easily manage and interpret VIMS monitoring system data for optimum fleet management and productivity. The easy-to-use analysis tool has the ability to read the VIMS monitoring system database and generate custom reports based on customer preferences.


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Monitoring System

MineStar™ Information Management System. The Caterpillar union of mine planning, business management and advanced on-board information systems is unparalleled. MineStar information management system helps meet the challenges of the mining industry by linking the machines in the field with business and operating systems to ensure peak performance of mining assets at the lowest possible cost. These products deliver customers everything from real-time machine health information to GPS-guided production aids. The large mining trucks are equipped for quick and easy installation of MineStar information management system products. Specific MineStar information management system products include: • MineStar Machine Tracking – Monitors machine locations and fleet movement via GPS, alerting controllers to delays against expected arrival times. Provides position analysis of machine operational and health events. • MineStar Material Tracking – Tracks and manages material types and grades, improving overall ore recovery by ensuring material is moved to correct destinations. Includes material stockpile tracking. Allows for real-time oregrade determination at the excavation face.

• MineStar Health – Monitors and communicates machine vital sign information in real time, enabling remote maintenance/service diagnostics and advanced prognostic analysis. Enhances the entire maintenance and repair process, allowing higher machine availabilities to be attained. • MineStar Business Enterprise – Provides IT infrastructure platform for seamless integration of MineStar information management system with other mine planning and enterprise resource planning systems.

Competitive Monitoring Systems – Komatsu. Komatsu’s Vehicle Health Monitoring System (VHMS) mimics the diagnostic capability of the Caterpillar VIMS hardware and software. It monitors 30-health items and stores a total of 600 records of event histories. Data can be accessed via personal computer or satellite link. The website database is called WebCARE and stores VHMS and other monitored diagnostic data. This web-based application is only available to Komatsu and Distributor personnel, not the customer.

• MineStar Production – Monitors and reports mine production information in real time. Manages production and delay codes for accurate machine utilization tracking. • MineStar Fleet Commander – Advanced optimization algorithm increases truck/shovel fleet use. Maximizes shovel production and minimizes truck wait time, while simultaneously meeting mine production plan requirements for material blending.

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September 2006

System Integration System Integration. System Integration. Electronically combines virtual power train components to work more intelligently and optimize overall truck performance. 1 2 3 4 5 6 7 8 9

Integrated Electronics System. The electronic control modules (ECM’s) and electronic and electrical components on Caterpillar mining trucks form an integrated system, a control network. These ECM’s are designed and developed by Caterpillar to withstand the punishment of rugged mining applications. They are not automotive controls or automotive-grade components adapted for mining applications. Cat electronics are designed to work with each other as a system. The sensors, switches, wiring, connectors and all of the other electronic and electrical components on Cat mining trucks have been developed for the same demanding applications.

Engine Control Module (ECM) Sensors Electronic Unit Injector (EUI) Integrated Braking Control (IBC) Transmission/Chassis Control (TCC) Transmission Wheel Sensor Brakes CAT Data Link

The Cat Data Link allows the transmission and the engine to communicate to optimize overall power train performance and reliability, and reduce operating costs. The Transmission and Chassis Control (TCC) communicates over the Data Link with the engine Electronic Control Module (ECM) to manage engine speed during shifts for increased clutch life and operator comfort. The TCC also controls body hoist, neutral start, rear-axle filtration and automatic lubrication functions. Basic Diagnostics SENSORS SENSORS

SENSORS ECM

IBC

Traction Retarding

ET

TCC

Smooth Shifting Abuse Prevention

Emissions Altitude Capability Auto De-rating

Electronic Systems. Cat Mining Trucks feature advanced electronic systems for superior machine intelligence.

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System Integration

• Electronic Control Module (ECM). The engine ECM utilizes advanced engine management software to monitor, control and protect the engine utilizing self-diagnosing electronic sensors. The module controls a wide spectrum of engine functions, providing infinitely variable injection timing to maintain peak performance. It provides additional features of electronic protection of the engine during cold starts, high altitude operations, air filter plugging and high exhaust temperature conditions. It stores information to permit quick diagnosis of engine conditions to enable effective maintenance and repairs utilizing the Caterpillar Electronic Technician (Cat ET) service tool. In operation, whenever the shift cane passes through neutral and the engine speed is above 1,350 rpm, the transmission sends a signal to the ECM to momentarily reduce the engine throttle while the transmission shifts. This prevents the operator from abusing the machine and leads to improved component life. All of this is accomplished with one service tool. Cummins employees a palm pilot to do some of the diagnostics, but not all. Cummins does not have an integrated system.

• Transmission and Chassis Control (TCC). The TCC module communicates over the Cat Data Link with the engine ECM to manage engine speed during shifts for increased clutch life and operator comfort. When the transmission is in sixth gear, the engine is allowed to run out to 2,000 rpm, so the truck (785-793) can achieve speeds up to 55 km/h (34 mph). The 793D can achieve a maximum of 60 km/h (37 mph) with the Extra Top Speed Configuration. The 797B can reach speeds up to 67.6 km/h (42 mph) while traveling in seventh gear. The shift points are set at the factory for optimal performance, efficiency and component life. TCC monitors and records key operating conditions and parameters for later downloading and diagnostic troubleshooting by service personnel. TCC features: • Improved on-board diagnostics • Alphanumeric display • Records intermittent faults • Provides diagnostic codes • Programmable top gear selection • Cat Data Link • A two-wire connection to an optional service tool for additional logged information • Communicates with the engine electronics for efficient power train management

• Integrated Braking Control (IBC). Hydraulically activated electronically combines the Hydraulic Automatic Retarder Control (HARC) and Traction Control System (TCS) into one, integrated control system.

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September 2006

System Integration

• Hydraulic Automatic Retarder Control (HARC). The hydraulically activated automatic retarder control system electronically controls retarding on grade to maintain optimum engine rpm and oil cooling system. HARC is a standard system on all large mining trucks. A dash mounted push button switch activates the HARC system via hydraulics rather than compressed air. Settings are adjustable from 1,850-1,950 rpm in increments of 10 rpm. While HARC modulates the brakes, the operator may also apply additional braking force using either the manual retarder or the brake pedal. When the operator applies the accelerator controls or the brake, HARC is deactivated. An auto resume feature reactivates the control without additional operator input.

• The precision of HARC (maintaining higher average operating speeds) optimizes systemcooling capabilities, reduces torque fluctuations for improved brake component life and minimizes the potential for destructive engine overspeed. HARC modulates the Cat designed oil-cooled disk brakes for excellent control and does not interfere with the manual retarder or service brake operation. HARC 1

2

1 Service Brake Sensor 2 Engine Sensor 3 HARC 4 HARC Switch 5 Brakes 6 Service Brakes 7 Axle Speed Sensor 8 TCS

TCS

6 7 8

3 7 5

6

4

HARC results in: • Increased production with faster downhill speeds. HARC can increase vehicle speed by as much as 15 percent over manual retarder control. The system allows trucks to operate at maximum speeds with a consistently high engine speed and enhanced truck handling. • Excellent controllability and reduced operator effort. Automatic brake modulation provides a smoother ride, better control in slippery conditions and allows the operator to focus more on driving. • Engine overspeed protection. HARC will automatically activate when engine speed exceeds factory-preset levels, regardless of other operator inputs, including when the system is turned “off ”, to help ensure that engine overspeed conditions do not occur.

September 2006

• Traction Control System (TCS). The Traction Control System improves traction and truck performance in poor underfoot conditions by electronically monitoring and controlling wheel slippage. Axle sensors monitor wheel speed. If slippage exceeds a set limit, the oil-cooled disc brakes engage to slow the spinning wheel. Torque is then automatically transferred to the wheel with better traction. TCS utilizes normal differential action to provide superior maneuvering in poor underfoot conditions. Should the sensors fail, normal differential action is still available to maintain control and steering. Operators feel more confident with the anti-slip benefits provided by the TCS.


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System Integration

Integrated Braking Control

Message Center Module

Gauges

Transmission/Chassis Control

Transmission

Sensors

Engine Control Module

Brakes

Wheel Sensor Diagnostic Connector

Integration as a Total System. All control modules, communicating via the Cat Data Link, were designed and developed to work together as an integrated system to maximize production, efficiency and extend service life of the components. e u q r o T t u p t ) u O m n N ( o i s s i m s n a r T

Shift without CTS

•

) r h e c n I w o e P r a h u c q t S u / l P C H (

Shift with CTS

Shift without CTS

Shift with CTS

Electronic Unit Injector

CTS reduces stress on the transmission and extends power train life. It achieves this by briefly adjusting engine throttle during shift change to control torque. This allows the clutch to engage smoothly. Smoother shifts reduce operator fatigue and component wear. • The TCC Transmission and Chassis Controller signals the ECM engine controller that the transmission is preparing to change gears. • During shift changes, engine throttle is adjusted up or down, depending on shift direction, for a fraction of a second to alter torque created by the engine. This allows the transmission speed to synchronize for a smoother shift. • CTS is disabled during the braking or retarding.

• Controlled Throttle Shift (CTS). Engine rpm is regulated during a shift to reduce driveline torque stress for smoother shifts, extended component life and improved operator comfort. Transmission life is a function of two things: number of shifts, and level of stress on the transmission during each shift.

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The benefits of Control Throttle Shifting extend beyond the transmission. Reduced torque levels also lead to improved driveshaft, differential, axle and final drive life. This means lower major component costs and therefore decreased cost per ton.


September 2006

System Integration

• Directional Shift Management. Regulates engine speed during directional shifts to prevent damage caused by high-speed directional changes. This prevents shifts into reverse when forward ground speeds are in excess of 4.8 km/h (3 mph). This protects the transmission from high shock loads created by abusive directional shifts. The objective of Directional Shift Management is to reduce driveline torque spikes and transmission clutch energy spikes. The machine’s driveline is designed to withstand torque converter stall (the maximum torque that the converter will transmit to the transmission). If shifts are made from reverse to forward, or if shifts are made from neutral to reverse or forward at high engine speed, torque spikes greater than converter stall levels can be generated. This can result in accelerated transmission wear and/or premature final drive or differential failures. Directional Shift Management electronically prevents torque levels above converter stall, reducing the potential for abuse and related driveline component failures.

• Elevated Idle – Neutral Coast Inhibitor. Prevents the transmission from shifting to neutral at speeds above 6.5 km/h (4 mph). This protects the transmission against operating with insufficient lubrication. Neutral coasting causes extremely high relative transmission clutch speeds and inadequate cooling oil flow, which results in accelerated wear and the possibility of premature transmission failure. The ECM engine controller and the TCC transmission and chassis controller are programmed to work together to prevent this from occurring. A sensor on the transmission output shaft determines ground speed. If the transmission gear selector is placed in the neutral position, the controller will not downshift to neutral immediately but will allow downshifts to the proper gear for the calculated ground speed as speed is reduced. This maintains engine speed and oil flow through the transmission.

September 2006

After the speed for torque converter drive is reached (approximately 6.5 km/h [4 mph]), the transmission will shift into neutral. If coasting speed increases to 19.4 km/h (12 mph) after the transmission has shifted to neutral, the engine will operate in elevated idle mode (1,300 rpm) to provide proper oil flow to the transmission. Neutral coast events will be logged for each occurrence over 16.1 km/h (10 mph). These logged events can be retrieved using Cat Electronic Technician (Cat ET).

• Body-up Shift Inhibitor. Prevents the transmission from shifting above the pre-programmed gear without the body fully lowered. • Reverse Neutralized with Body Up. If the hoist level is activated and the transmission is in reverse, the transmission will automatically shift to neutral. • Engine Overspeed Protection. The transmission control senses possible overspeed conditions and upshifts one gear. If overspeed conditions occur in the top gear, the lock-up clutch is disengaged. • Programmable Top Gear Selection. The transmission top gear may be electronically set using Cat ET. This feature helps operators maintain speed limits. The TCC lets you electronically limit top gear selection without the use of additional service tooling or mechanical limiting of the shift cane. Unlike the former method of blocking shift cane travel, this electronic limit cannot be improperly overridden by the operator. Reprogramming of the top gear can only be accomplished with Cat ET. • Anti-hunt Function. The transmission will not allow an upshift or downshift for approximately 2.3 seconds after a shift has occurred. This prevents gear hunting when operating near a shift point and minimizes transmission shifts to increase component life. • Downshift Inhibitor. The transmission will not allow a downshift to occur until engine speed reaches the downshift point, preventing an engine overspeed condition.


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System Integration

• Retarding Efficiency. No fuel is used during retarding. The engine provides additional retarding by running against compression on downhill hauls. During retarding applications the engine ECM does not inject fuel into the cylinders for exceptional fuel economy. Hydraulic Power Management System

Steering Control Main Engine Fan

Steering Cylinders

Oil Cooler

Fan Pump

Rear Axle Cooler Fan

Valve

Pump

Hydraulic Tank

Rear Axle Lubricator Motor

Return Filter

Brake Cooling Pumps

Solid Connection

Brake Cooling Drive Motor

Steering Tank

• Hydraulic Power Management System. Currently available on the 793D only, the system, also known as common rail hydraulics, reduces parasitic (unused, wasted) losses in the power management system components and the new hydraulic fan drive system. Two new variable displacement piston pumps operate the system. These pumps primarily provide for the steering and cooling functions, and are independent of the brake and hoist circuit. One pump is dedicated to a new on-demand hydraulic fan drive system. The other pump feeds a new priority valve and provides hydraulic pressure and flow to feed steering, brake cooling, rear axle filtration (RAX), and the optional RAX cooler systems. The system continues to allow priority for the steering system while using an improved power management scheme for brake cooling and RAX functions. By reducing the losses, the system is able to provide more horsepower to the ground.

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• Diagnostics and Serviceability. The electronic engine and transmission controls provide enhanced diagnostic capability. This useful data can be accessed at different levels of detail using the display panel in the cab or the Electronic Technician. The ability to store both active and intermittent indicators simplifies problem diagnosis and total repair time, resulting in improved mechanical availability and lower operating cost.


September 2006

System Integration

• Diagnostic Codes. Diagnostic codes are generated when a control computer detects an input or an output, which is out of the ordinary, such as an open or short circuit. Diagnostic codes are electrical problems by nature and are identified by name when using Cat ET. An example would be Parking Brake Pressure Switch Short to Ground. Cat ET will list the number of occurrences, the service hour when the fault occurred, the first and last time.

Caterpillar Electronic Technician (Cat ET). Allows for easy access to service diagnostic data through the use of a single service tool. Cat ET accesses data stored in the controls via the Cat Data Link, which allows information on transmission shift data, engine speed, fuel consumption and other data to be retrieved.

• Events. An event is recorded when a performance parameter such as engine oil pressure crosses a predetermined threshold, indicating that something has happened out of the ordinary. Cat ET displays the Event, the number of occurrences, the service hours of the first and last occurrence.

The Caterpillar Electronic Technician provides a window to the service and operational information in the machine’s electronic controls. It can be used to review logged and active diagnostic codes and recorded events. Cat ET is an easy to use, intuitive windows-based service tool, which significantly reduces downtime and repair cost by providing valuable troubleshooting aids. For example, Cat ET can be used to individually test each injector in order to identify an injector requiring service preventing time-consuming exhaust port temperature readings. Caterpillar’s integrated machine electronics allow the Cat ET service tool to be used to monitor, configure, and troubleshoot the engine, transmission and braking system controls. Cat ET’s service capability has three major components: Review of diagnostic and event codes, real time monitoring and data logging, and diagnostic tests.

September 2006


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System Integration

• Monitoring. Cat ET can be used to monitor a wide variety of machine parameters, the parameter list being displayed can be selected from default lists or customized. Cat ET can also be used to data log parameters to capture transient or intermittent problems. Data can be retrieved and analyzed on the spot or stored for later use. For certain parameters, data stored in the ECM can be displayed in a histogram format using Cat ET.

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• Diagnostic Tests. Cat ET can be used to force certain signals to be generated to simulate operational events and confirm functionality. For example, Cat ET can be used to test the High Coolant Temperature Lamp by temporarily overriding the signal from the control computer. This provides a quick and cost effective means of testing electrical circuits. • Flashing. Cat ET provides a simple means of updating a machine’s software by flashing in the latest software, software files can be e-mailed and flashed the same day they are made available from Caterpillar.


September 2006

Truck Bodies Truck Bodies. A variety of Caterpillar designed and built truck bodies ensure optimal performance and reliability in tough mining applications. Cat dealers can h elp build an optimum hauling system to maximize truck payloads and extend body and truck wear life.

Caterpillar designs the bodies using the best tools and methods backed by the most advanced analysis approach in the industry. Caterpillar has developed a dynamic model of the entire truck that has been verified with extensive field-testing at a variety of sites from around the world. Caterpillar is the only body manufacturer that uses a full-truck dynamic approach to body design and analysis. These tools and methods allow our engineers to identify high stress areas and evaluate design solutions to meet body life goals without additional weight. Our approach is called System Structural Analysis and Virtual Product Environment (SSA/VPE). This is exciting comprehensive technology that models all load inputs to the body so our engineers have the information necessary to design the most efficient, durable body for the intended application.

Body/Chassis Integration and Design. Caterpillar body and chassis are designed as one model, in which the body forms an integral part of the dynamic modeling and stress analysis of the complete truck. Because Caterpillar designs and manufactures the entire truck from the tires to the body, Caterpillar bodies are designed with a depth of understanding our competitors cannot match. Our engineers look at the body as part of a haulage system that includes the ground interface of the wheels, tires and terrain; suspension; chassis and structure; drive train; and body and payload. The result of this understanding is a suite of body offerings that fit well with the chassis – that yield expected payload and volume requirements and proper loading front to rear for the optimum safety and performance of the truck.

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With the desire to extract the most value from the truck, Caterpillar pioneered the philosophy of Mine Specific Design (MSD) offering more specialized bodies to increase payload and to meet specific application requirements. MSD is a method we use to specify a body that meets the specific requirements of the mine. The process starts with an evaluation of the mine’s operating characteristics and ends with a properly sized and configured body. Along the way we evaluate the application and determine the right combination of volume, wear and impact liners to meet the specific requirements of the mine.

System Structural Analysis Integration

Caterpillar Body Systems. When selecting the proper body for a particular application, it is important to take into consideration the material fragmentation, density and abrasiveness as well as the loading tool, load, dump and haul road conditions, and maintenance practices. The better understanding of the local conditions the better the match. Caterpillar pioneered the introduction of lightweight bodies, which today are well accepted in the mining industry. The combination of better payload performance with excellent durability is achievable with a careful loading and maintenance strategy.

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The MSD II and “X” lightweight bodies are intended to maximize payload while still giving acceptable life. The MSD II body yields the highest payload but the “X” body gives better durability while still giving excellent payload. Caterpillar is the world’s leader in lightweight bodies. Traditional dual slope and flat floor bodies find their best fit in Greenfield sites and other heavier duty applications. The gateless coal body is a unique design that achieves target payload without the need for a heavy and maintenance intensive tailgate. Each of the five body styles Caterpillar offers is sized to deliver target payload with minimal spillage. Consult your Caterpillar dealer to begin the body selection process by filling out a site profile.


September 2006

Truck Bodies

• Tail extensions are used to help retain the rear portion of the pile and limit load spillage on haul roads, extending tire life.

Target Payload Strategy. Your Caterpillar Dealer can help you manage to target payload to maximize equipment utilization, ensure safe operation, increase productivity and lower cost-per-ton. • Underloading increases costs due to lost payloads, underutilizes equipment and drives cost-per-ton.

Virtual Product Environment

Electronic Hoist Control. Provides the operator with better control of the load when dumping, including over-center load control and modulated control throughout the operating range. The automatic body-snubbing feature reduces impact on the frame, hoist cylinders and operator. Body Liners. A variety of liner options are available to save weight and extend the body system’s life. Wear surfaces and liners are equipped to handle tough impact loads while resisting abrasion. Wear plates deliver long life in high wear areas. Modular liner plate packages:

Body Design. Cat truck bodies are designed for optimal strength, capacity and durability. Wear surfaces are equipped to handle even the toughest impact and abrasion over the long haul without diminishing capacity. • Five-sided beams tie in the sidewall and floor junctions add increased body rigidity and strength. • Wide ribs in body floor provide increased durability and impact support. • Full-length stringers create strength and rigidity throughout the bed.

• Smooth plate • Rock box • Zipper grind • Mechanically Attached Wear Plate System (MAWPS)

Custom Body Options. Tail extensions, sideboards, tumblebars, rock boxes and rock shedders are available to maintain payload, reduce spillage and improve hauling efficiencies. • Sideboards are designed to maximize or attain gross machine weight.

September 2006

• Overloading or surpassing maximum gross machine weight, causes excessive wear on vehicle components such as brakes, tires and drive train, reducing component life and increasing maintenance costs and repairs.

• Box section beams offer increased durability in the floor, sidewall, top rail, corner and cab canopy areas.

Manufacturing Processes. Caterpillar truck bodies are built at multiple facilities across the globe leveraging the industry’s leading body manufacturing procedures and tooling. Caterpillar owns the entire process (cutting, forming and welding/fabrication), all from a single design source. Both one-piece and multi-piece shipping configuration options are available from the factory to meet a variety of customer needs.


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Truck Bodies

Caterpillar truck body designs utilize materials that provide maximum performance (balance of payload and durability) and achieve field repairability requirements (weld repairable anywhere in the world).

Cat Truck Bodies. Matching the truck body to the application is a critical part of achieving the best value from your Caterpillar Mining Truck. Caterpillar starts with a focus on meeting the particular needs of the application. Caterpillar offers five body choices to achieve the best match of volume, payload and life. • MSD II

• Mine Specific Design (MSD II) Body. The MSD II is the standard of the industry for lightweight bodies. Offered in a flat floor configuration, this secondgeneration MSD body combines industry-leading payload with excellent durability. This body is intended for mature mines using good operation and maintenance practices that want to extract the maximum payload from each cycle we offer the MSD II. With a large variety of liner options available, the MSD II can be properly configured to meet the particular application profile of a specific mine site. This design offers the best payload performance with good durability. Over the life of the truck, the MSD II body will require replacement. • X Body. The “X” body is more durable in design than the MSD II – expect slightly lower payload with the “X” body. The intent of the “X” body is to meet a heavier duty application range with greater volume and payload than the Dual Slope of Flat Floor body. The understructure is more substantial than the MSD II and is better able to handle the rigors of poorly shot material or Greenfield sites. The “X” body is intended to be more general purpose in nature than the MSD II and will fit well with contractors who will be operating the body in more than one site or mature mines with difficult conditions. As with the MSD II, the “X” offers a wide variety of liner configurations.

• “X” • Dual Slope • Flat Floor • Gateless Coal

MSD II Body.

Dual Slope Body.

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September 2006

Truck Bodies

• Dual Slope and Flat Floor Bodies. For years the strong and durable Dual Slope and Flat Floor bodies have delivered excellent value and long life. They are relatively heavy but strong enough to withstand the most demanding mining conditions such as poor material fragmentation or Greenfield sites. The accepted standard of the industry until the advent of the MSD family of bodies – the Dual Slope is intended for the most demanding sites and for users who may want to operate the truck in more than one site. A limited liner configuration is available. The Flat Floor body is a body intended for very demanding sites where the controlled dump characteristics of a flat floor body are required. It offers better payload capability than the Dual Slope body but less than the MSD II or “X” bodies.

• Gateless Coal Body. Due to the low material density of coal, a larger body is required to deliver target payload. Traditionally a compromise body was offered that combined one of the above bodies with a tailgate to give greater volume and control spillage. The exclusive Caterpillar Gateless Coal body, available for the 777 through 793 truck models, eliminates the heavy and maintenance intensive tailgate with a kicked up floor design that gives the volume required to meet target payload in coal haulage applications. Because the tailgate is eliminated the target payload is higher with the Gateless Coal body than a competitive body with a tailgate. It is intended for coal haulage only, not for an application requiring a combination of coal and overburden haulage.

Caterpillar Body Systems Versus Competition. Throughout the history of Large Mining Trucks there have been Non-Cat sources for standard Cat bodies attachments such as liners and tailgates, etc., and optional truck bodies. Originally, these optional bodies were simply “specialty bodies” not offered by Caterpillar, including Coal, Fly Ash, Slag and other “niche market” products. As these Non-Cat sources became more aggressive, they began pursuing the sale of complete truck bodies initially for Non-Cat Chassis and then later included bodies for Cat Chassis. Flat Floor Body.

September 2006

Today, there are several sources Caterpillar considers “Globally Competitive” and from time to time others for specific local markets. In some cases these competitors have an initial transaction price advantage and a payload advantage. However, they typically quote bodies without any liners creating the impression of higher payload capacity and lower price. None have the depth of engineering, manufacturing, sales and after-market support as provided by Caterpillar and its Dealers. Quoting Cat bodies, we have to ensure we are providing an “apples to apples” comparison of body weight and payload capacity.


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When challenged by customers to provide competitive pricing against these sources, it is necessary to gather adequate information from the competitive proposal to create an accurate “apples to apples” comparison. These sources all have new and unique features, but not all are proven reliable. For the most part, the concepts have not been thoroughly analyzed from an engineering prospective. The sources listed below have had aggressive marketing philosophies to “make the sale now and worry about the performance issues later”, (if at all). In the beginning the sources won business, but in many cases the customers returned to Caterpillar after their first experience. Today, these sources have evolved to better products with fewer issues. The competitors include the following:

• Westech. For over 25 years, Westech has been a body supplier to Caterpillar, building standard Cat bodies and some specialty bodies for the 777 thru the 793 models. One result of this long-term association is Westech, better than many sources, understands the need for proper fit-up to the Chassis. The company offers bodies for all trucks, a “Light-Weight” body for all Cat models and also its own version of a “Gateless Coal” body. Westech also provides a “Gated Coal” style upon request. The company is located in Wyoming with good access to mine sites in the USA and Canada and is reportedly pursuing manufacturing alliances with companies in Brazil and Australia. It typically sells directly to the end user, retaining part of what it considers normal Dealer Mark-Up. So far, the company has been the most “Honest” and accurate with its proposals, technically speaking, but the question is how it will support its products after the sale.

• Minerite. A newly formed source, (just over 2-years old) with previous background at WESTECH in both Engineering and sales, is Minerite. This team probably has the best background and understanding of the basic needs of the market of all the sources. It offers its own version of a “Light-Weight” body for Cat and a Non-Cat chassis as well as its own version of a “Gateless Coal” body. Recently, the company added an automatic, hydraulic tailgate to its “Gated Coal” bodies. Minerite is located in central Wyoming and has mostly concentrated on the market in the Rocky Mountain area, including Canada. While initially trying to work with the dealers, it has accepted orders directly from the end user as well. • Phillipi-Hagenbuch. Since the early 1970’s, Phillipi-Hagenbuch has been a body and attachment source. The company’s first product was a “tailgate” developed by the founder when he was still employed at Caterpillar in the late 1960’s. Phillipi-Hagenbuch expanded its original line into a complete “Gated Coal Bodies” line. As the predominate source for Coal Bodies for over 20 years, it expanded into a COMBO body equipped with a “Flip-Over” tailgate that pivoted to the front and out of service when handling Over Burden. The company more recently added a version of a “Semi-Light” rock body, resulting in several issues with these offerings including: • Much heavier than proposed consequently reduced payloads. • Poor axle splits, which in some cases, the units could not be dumped. • Early hour failures that were not always warranted. While the company marketed through Dealers, it is prone to selling direct and is a very secretive and aggressive source. It is assumed the company is probably working on something new at this point.

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Truck Bodies

• Trinity. A division of a major Barge and Rail Car builder, Trinity includes several rail car maintenance operations nationwide. The parent is a multi-billion dollar entity and is located in San Antonio, TX with first and second operations (cutting and forming) conducted at the Mexico facility. The company offers low price bodies. Its “body business” began with subcontract manufacturing for Unit Rig and Komatsu Mining Systems (KMS) and evolved into its own designs, which include numerous features copied from these designs – very little new or little of its own. Early units were dimensionally larger and heavier than stated and in several instances, load distribution was a big problem. Loads had to be placed well to the rear of the body in order to dump, creating significant spillage, etc. Historically, Trinity sales observe Caterpillar premiums of nearly 25 percent, offering bodies with similar dimensions and payloads. However, with the issues mentioned above, there is no doubt customers will come back to Caterpillar.

September 2006

• Dicsa. The first to develop the true “Light Weight” body in the early ’90’s in Chile for KMS trucks was Dicsa. At this time Dicsa was, in fact, the KMS dealer for much of South America. In the late ’90’s KMS took this dealership back, but Dicsa continued its mining parts and service business, including the Dicsa truck bodies. It expanded from KMS chassis to all other OEM’s, including Cat. The company went through numerous radically new and unique design changes and at present, is in PHASE 9. Dicsa continues to offer the lightest bodies with reasonable success in South America but only limited success in other parts of the world so far. Dicsa has several bodies in Australia in Coal overburden and Gold Mining operations with unclear results in the Coal Mines. The Gold Mine only recently was commissioned. The company experienced a drastic failure in a Labrador Iron mine on KMS 830E chassis and has not provided the best solution for the Canadian Tar Sands. Current designs for the 793 are wider than our maximum width recommendation, seemingly very high above the frame with a questionable (and unproven) mounting system. In South America, Dicsa, is successful, offering a full, on-site body maintenance program covering all the costs with an Hourly Rate ($/HR).


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Truck Bodies

• Conymet/Duratray. Originating in Chile as a general welding fabrication and repair shop, Conymet/Duratray, evolved into truck body repairs and a “Body Assembly Source” for the local Caterpillar Dealers. Through this involvement, the company next designed (copied) its own steel bodies for Caterpillar trucks. Then it offered cheaper bodies and a full-body maintenance program. In 2001 the company purchased the DURATRAY SDB (suspended dump body) product line from Pacific Dunlop in Australia. The purchase included orders on hand for over 20 units, mostly for the DIVAK 830E fleet in Canada. Through a very aggressive marketing program it won several deals around the world, which brought the company’s total sales to date near 200 units since start up. It so far, prices these units at near 50 percent of the prices previously established by Pacific Dunlop and has again included on-site maintenance programs, which conceals the real operational costs. It seems this business strategy is coming to an end though in several sites where Conymet’s costs are so high it is raising rental and maintenance contract costs significantly. The customers are not accepting this and will return to Caterpillar.

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The SDB is a product well suited for cohesive material sites with lots of carry-back, but our opinion is this is not a cost-effective solution for rock applications. The company has reduced payloads because it is heavier than our MSD II, and we expect the actual maintenance costs will be quite high as well.


September 2006

Manufacturing Manufacturing. Caterpillar manufacturing means quality.

Operator performing leak test of inner and outer dual cone seals of rear wheel station. Operator setting preload on differential bearings.

Caterpillar Manufacturing. All Caterpillar Mining Trucks are produced in Decatur, IL. The Decatur Plant is a state-of-the-art, world class manufacturing facility, ISO-9001 certified by Det Norske Veritas. Every manufacturing cell is certified to Mining and Construction Equipment (MCE) Division standards and Caterpillar corporate standards. Design control, commercial support, and product support activities are all located at this facility under the Cat Mining Trucks Product Manager. Fabrication, machining, assembly, wash, paint, test and adjust are completed in two buildings (785-793 in building B and 797 in building D). A truck does not leave the building until it is a finished product, ready-to-ship.

September 2006

Fabrication. Fabrication of the truck frame is of the greatest importance in the manufacturing of trucks, the frame being the backbone. As a consequence, there is a weld procedure written for every weld in the frame identifying each parameter to be controlled to provide consistent quality. Copies of weld procedures pertinent to each weld station are available at that station for the ready reference of the welder.


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Manufacturing

Operator assembling rear axle assembly for s hipping.

Welding. Welding is accomplished in three ways. There are automatic welding machines guided by laser beams, robot welders performing routine welding tasks and skilled employees producing more demanding weldments with special equipment. All frames are produced using arc-welding processes that conform to 1E0099 Caterpillar specifications. Two processes are used predominately for production purposes in the plant: flux cored arc welding (cored wire) and gas metal arc welding (solid wire).

Computer Controlled Machining Centers. Computer controlled machining centers incorporate the latest technology to deliver the highest quality components in the industry. These state-of-the-art machining centers with automatic tool changers allow multiple machining operations to be completed on a single machine complex. This eliminates the potential of relocation errors associated with moving a piecepart from one machine and fixture to another. Palletized, permanent setup fixtures promote better quality and accelerate production by removing the need to make setups between running different part numbers. Custom designed chucks insure parts are properly located in machining centers, increasing dimensional accuracy. The machining centers have tool management systems that automatically track and compensate for tool wear, utilize redundant tooling and alert the operator when new tooling or servicing is required. All pieceparts are 100 percent traceable because each part is marked with machine operator identification and a date.

Heavy-duty tack weld fixtures are utilized to ensure proper fit up and adequate weld joint root opening. To achieve the best mating of parts and accuracy of critical dimensions, weld joints and locators are pre-machined. Weld positioners (360° rollover fixtures) are used to position welds in a flat position for the deepest penetration and highest quality welds while affording the most comfort of the welder. All welders are trained, tested, qualified and periodically re-qualified in-house at the MCE weld school. They are qualified according to ANSI/AWS D1.1, D14.3 and ISO 9606. All weldments are 100 percent visually inspected and audited ultrasonically. All critical weldments are 100 percent ultrasonically inspected. There is 100 percent traceability on all weldments.

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Automated machining cell for truck repair spindles.


September 2006

Manufacturing

Assembly Highway. The assembly highway offers the quality advantage of assembling the product in a stationary position with the convenience of automated movement through the assembly process. Automatic Guided Vehicles (AGVs) deliver trucks to each stage of assembly where skilled personnel use proven procedures to assemble them. Assemblers are empowered to regulate the flow through their assembly cell to ensure the completeness of assembly in the most workmanlike manner. Since customers typically order a truck optimized for their specific mine application, the assemblers work from assembly instructions tailored to the specific model and serial number. Each truck is essentially custom-built from the ground up to the dealer/customer specification. Each assembly instruction is signed off by the assembler performing it giving 100% traceability. Automatic torque control tools are utilized throughout the assembly process to ensure every truck shipped has been produced to specification. All torque control tools are checked and maintained through an auditing procedure directly linked to the cell certification process. Test facilities support product development at Decatur.

Quality Control. A quality team supports every manufacturing cell. That quality team’s membership includes the cell operators, their supervisor, the design engineer responsible for that portion of the product design, a manufacturing and systems engineer/processor, a welding engineer/technician, a materials representative, a computer numerical control programmer and a quality auditor. They are responsible for solving any problem confronting the cell, tracking internal and external quality indicators, preparing the cell for certification and continuous quality improvement.

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Measurement accuracy is critical to quality manufacturing. Caterpillar has invested in a co-ordinate measurement laboratory, coordinate measuring machines (located in the manufacturing cells), and a large L&K co-ordinate measuring machine (CMM) to ensure total accuracy. At the time of its installation it was the world’s largest single bridge CMM. The side rails, bridge and probe rail are constructed entirely of granite to make it less susceptible to temperature and humidity variation and it is housed in climate-controlled room. Its repeatability is 0.00635 mm (0.00025 in). The CMM is capable of measuring the frames of the 785C, 789C and 793D mining trucks. There are 150+ dimensional checks on each truck frame. Approximately 10 percent of all mining truck frames are checked. After any engineering changes or repair of production machines, the first ten frames are checked to ensure process control. A portable laser system is used to measure critical dimensions on the 797B mining truck.

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Diagnostic and Functional Testing. After completion of the assembly process every mining truck is visually inspected, then its critical functions tested and any required adjustment performed in a stateof-the-art test cell. Engines (all previously tested at the Large Engine Center), transmissions (all previously tested at the Transmission Business Unit), hydraulics, brakes, and electrical systems are all included in this testing. The testing is performed utilizing computer controlled test equipment to eliminate all subjectivity from the test. All test results become part of the truck ’s history file.


September 2006

Product Support Product Support. Caterpillar dealers have what it takes to keep mining trucks productive. Reman parts available for Cat Mining Trucks include: • Axle housings • Brake Shoes • Clutch Plates • Electronic Control Modules • Engines • Engine Components • Final Drive Groups • Hydraulic Cylinders and Rods • Hydraulic Pump, Motors and Parts

Caterpillar Reman Parts. In building machines for a lifetime, Caterpillar recognizes that keeping them productive at the lowest cost is essential. This is one reason why the Caterpillar remanufacturing process is so extensive. State of the art salvage techniques, strict re-use guidelines, advanced manufacturing systems and unequalled quality control systems ensure that Reman parts are as good as new and as strong as ever. The remanufacturing process incorporates the latest engineering design changes ensuring components meet the latest performance standards and carry an as-new warranty. Reman is a way to support the Caterpillar product and reduce operating costs over the life of the machine. Cat Reman parts are priced at a fraction of new and, together with the credit for the used core, represent real savings in equipment costs.

• Reaction Hubs • Torque Converters • Transmissions Purchasing a Caterpillar Mining Truck represents a value decision for the lifetime of the machine. No other mining truck manufacturers provide such an extensive line of quality, cost saving part options.

Caterpillar Certified Rebuild (CCR). A Cat Certified Rebuild would usually be performed when a mining truck has reached 30,000-40,000 hours and availability and productivity are declining. Following rebuild, a significant productive life (20,000-30,000 hours) can be expected. The Cat Certified Rebuild process applies to an entire machine. The process has been developed, promoted and is audited by Caterpillar. Only Cat dealers perform this process. Machines are rebuilt to like-new condition and effectively utilize their second life. The CCR program provides an additional purchase option of new or used – Certified Dealer Rebuilt machines.

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Product Support

There also is a Cat Certified Power Train (CPT) program available to rebuild the power train at half the CCR life at about half the cost of a CCR on average.

• Typically about 100 engineering updates are incorporated into rebuilds.

Extended power train coverage from Cat Insurance is available also. Cat Certified Rebuild benefits: • Reduced cost per ton. • Improved machine performance and availability provided by engineering updates. • Typically 50 percent to 60 percent of new machine cost for customer-owned machines. • New serial number. • Cat Financial Services including financing and insurance. • Like-new appearance. • Higher resale value.

• Warranty. CCR includes a warranty provided by the Cat dealer and is the same as stated warranty for new trucks. It does not include extended frame repairability or MARC support from Caterpillar. An extended power train warranty is available. Cat Certified Rebuilds include: • Quality Processes. • Engineering Updates. • Mandatory Parts Replacements with over 7,000 parts are automatically replaced. The quality of CCR is assured: • More than 350 tests and inspections have been performed. • Highly trained experts perform rebuilds.

Caterpillar Truck Payload Guidelines. Specified maximum operating weights are frequently misapplied with regards to off-highway trucks in the marketplace. “Maximum”, which means, “must not exceed”, which is used as the target, results in regulatory and product support concerns pertaining to “acceptable” overload. Technically, any overload will adversely affect component life and potentially decertify brakes and/or steering. In response, Caterpillar developed a maximum operating weight and associated payload guidelines used in support of warranty, Maintenance and Repair Contracts (MARCs) for mining trucks. Caterpillar paid particular attention to specifications in light of the technical implications of the “10/10/20” guidelines.

• Caterpillar-developed procedures are used for remanufacture.

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September 2006

Product Support

According to the guidelines, available payload is directly related to Empty Machine Weight, so that reducing empty weight provides increased payload capacity and vice versa. For example, Gross Machine Weight (GMW) less Empty Machine Weight (EMW) equals Target Payload. EMW includes all attachments (installed at the factory, by dealer and customer), full fuel and fluids, appropriate calculations of debris, and tires. The Caterpillar 10/10/20 Payload Guidelines state: “No more than 10 percent of payloads may exceed 1.1 times the truck ’s Target Payload, and no single payload shall ever exceed 1.2 times the Target Payload, which is the Maximum Operating Weight.”

Modifications to brake service procedures are required to maintain certification on models 785C to 793C. Specifically, brake wear must be reduced to 75 percent of current allowable, which enables SAE and ISO standards to be maintained up to target payload plus 20 percent.

• Component Life Implications. The 10/10/20 payload guidelines carry significant implications relative to component life. Data indicates that for every 1-ton decrease in payload from maximum target, component life will increase by approximately 1 percent. Overload is the most significant factor in life shortfalls of planned component replacement goals. Haul road conditions, machine maintenance and operation techniques also are significant contributors. As the 10/10/20 payload guidelines may exceed tire and rim association rating guidelines for earthmoving vehicles, it is recommended that users of the guidelines contact their supplier to discuss application, site conditions, haul roads and allowable tire loads before adopting the policy.

• Specifications. The Payload Guidelines apply to the Cat 777D, 777F, 785C, 789C, 793C, 793D and 797B trucks. Operate within the 10/10/20 payload guidelines requires careful attention to specifications. Caterpillar suggests operation below the 1.2 times Target Payload for engineering impact and safety. The covered trucks were tested to meet ISO and SAE steering and braking certification standards at 20 percent over target payload.

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Product Support

• Summary. In summary, the 10/10/20 truck payload guidelines provide for: • Consistent payload variation benchmarking. • Basis for MARC cost/productivity adjustments. • Establishment of braking and steering certification limits.

Competitive Payload Information. Komatsu: Publishes a nominal payload defined by Komatsu’s payload policy for its mining trucks, except for HD1500-5 that still publishes maximum calculated payload. Nominal payload is calculated considering 100 percent fuel, but it is unclear whether this includes body attachments or debris.

• Payload Management. Max Payload Speed Manager is a feature that aids in managing the Caterpillar 10/10/20 Overload Policy. Based on target payload weight and overload settings, the VIMS monitoring system logs and warns the operator when the truck reaches overload after second gear reweigh. The truck will be limited to second gear at 1,750 rpm, and the automatic retarder speed setting is reduced to 1,750 rpm until the load is dumped.

It appears that Komatsu’s payload policy established that overloads between 105 percent and 110 percent are allowed on an infrequent basis but shall not exceed more than 10 percent of all loads in a given month.

Payload management enables the manager to enhance truck/loading tool effectiveness and productivity levels by preventing overloads that can cause damage to component life and affect operator safety. The Payload Weight Distribution chart illustrates the benefit of managing payloads with VIMS monitoring system production management tools.

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September 2006

Product Support

Hitachi: Publishes a nominal payload, which represents 90 percent of maximum payload. Payload calculation includes 50 percent fuel but body attachments or debris are not included. It appears Hitachi developed Payload Guidelines in response to the Caterpillar 10/10/20 Payload Guidelines. Hitachi’s guidelines establish exceeding maximum payload is allowed 10 percent of time, but exceeding 110 percent maximum payload one time voids warranty.

September 2006

Terex: Publishes maximum calculated payloads. Details about calculations are not available in specalogs. Liebherr: Publishes maximum calculated payloads. Details about calculations are not available in specalogs.


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Safety Safety. Caterpillar machines and systems are designed with safety as the first priority.

Brake Systems. On Cat Mining Trucks, the brake system is designed to function under severe conditions and to allow operators to work with confidence. Service brakes and retarders are actuated by modulated hydraulic pressure, while secondary and parking functions are actuated by multiple springs acting on the secondary/parking piston, which is hydraulically released. This system ensures that brakes are always available even in the event of a complete hydraulic failure when they would be applied automatically.

Product Safety. Caterpillar has been and continues to be proactive in developing off-highway trucks that meet and exceed safety standards. Caterpillar engineers actively participate as leaders in the development of new regulations and safety standards and updating of existing ones. Since standards vary from country to country and around the world, and are sometimes even in conflict, Caterpillar has been instrumental in the development of safety standards that are uniform and accepted worldwide. Safety is not an afterthought at Caterpillar, but an integral part of all machine and systems designs. While legislation requires that all manufacturers must meet certain safety standards, Caterpillar aims to deliver exceptional safety.

Caterpillar brakes are oil-cooled and have large disc and plate surfaces to ensure more reliable faderesistant performance than shoe type and dry disc brake systems. Four corner braking with a 60/40 (rear/front) split in braking effort provides better control in slippery conditions. All large Cat Mining Trucks have Integrated Braking Control (IBC), which incorporates all the advantages of the proven Traction Control System (TCS), Hydraulic Automatic Retarder Control (HARC) system and normal brake control systems into one simplified module. These features are standard.

Steering Control Systems. Caterpillar’s twin double-acting cylinder steering system is designed to deliver precise control under all loading and underfoot conditions. The main steering hydraulics are backed up by a supplemental system using pressure accumulators that would be automatically activated in the unlikely event of steering system failure. This supplemental system meets SAE J1511 and ISO 5010 standards at the maximum allowable gross machine weight.

Integral ROPS Cab. Resiliently mounted to the main frame to reduce vibration and sound, the integral ROPS structure is designed as an extension of the truck frame. The ROPS/FOPS structure provides “five-sided protection” for the operator and meets SAE J1040, SAE J231, ISO 3471 and ISO 3449 standards. The cab also meets ANSI/SAE J1166 operator sound exposure requirements. The integral ROPS cab is standard on Caterpillar mining trucks.

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September 2006

Safety

Operator Comfort. Caterpillar has designed mining truck cabs to provide the best in safety and comfort while maximizing operator control and productivity. The Caterpillar suspension system is positioned and tuned for maximum ride qualities and yet gives a stable “feel of the road” for the operator. To further enhance the operator’s ride, the cab is strategically located to minimize the effects of pitch and bounce. Because of the superior ride qualities of Caterpillar trucks, the operators have less fatigue and a more secure feeling resulting in greater productivity. Cab design has been refined so that full attention can be directed to machine control. Ergonomics and visibility are given careful attention in positioning machine controls. The location of the controls plays a vital role in minimizing operator fatigue and contributes to a safer operation. Clear lines of sight toward the haul road and the instrument panel make more information visible at a glance. Improved head light illumination, windscreen defrosting and warning alarms provide safer operating in adverse conditions.

Standard Safety Features. Additional standard safety features on Caterpillar mining trucks include: • Slip resistant surfaces • Retractable, 75 mm (3 in) wide orange three-point operator restraint. • Wide-angle mirrors • Body raised indicator • Body restraint cable • Guardrails

High-Intensity Discharge (HID) Lights. 1) High Beams/Upper Low Beams 2) Lower Low Beams/Fog Lamps 3) High Beams/Upper Low Beams 4) Backup Lights Six optional HID lights – on fender, fog and rear lights – are designed to improve operator visibility during night operations, and increase machine and operator productivity in high hour mining applications. The 35-watt, high-intensity gas discharge light produces 3,200 lumens of light. The light produced is whiter, which creates the perception of more light. HID lights are approximately 70 percent efficient and twice as bright compared with 20 percent to 25 percent efficiency for halogen lights because more energy is given off as light instead of heat. The life expectancy of HID lights is also four to eight times longer than halogen lights.

• Convenient guard rails • Reverse neutralizer when dumping • Low interior sound levels

September 2006


87

Safety

Payload Guidelines. Safety is integral to Caterpillar’s approach to maintaining the highest productivity in mining machine operation. For example, the 10/10/20 Payload Guidelines assure customers that brakes and steering have sufficient capacity to perform at a 20 percent overload.

Working Safely. Caterpillar’s holistic approach to safety in mining means efforts are directed not only at product design for safe performance and operation, but also at ensuring products contribute to a safer working environment for miners. Environmental impacts are considered, training packages are developed and Caterpillar actively promotes and participates with customers in achieving ever improving safety standards. Caterpillar operator and service training programs reinforce the need for safe procedures and videos and lecture materials enable mine sites to conduct refresher courses to ensure safety considerations are always in mind. At Caterpillar, safety is a first priority!

88


September 2006

Technical Specifications – 785C vs. Competition (109-150 tonnes [120-165 tons])

MANUFACTURER MODEL

TEREX/ UNIT RIG MT3000

CAT 785C


TEREX/ UNIT RIG MT3300 AC

Engine Model

16V2000TA

3512B

QSK45

12V4000

Engine Manufacturer

MTU/DDC

CAT

CUMMINS

MTU/DDC

Drive

ELECT – DC

MECH

ELECT – DC

ELECT – AC

206 300 (455,000)

249 480 (550,000)

249 480 (550,000)

249 480 (550,000)

KOMATSU HD1500-5

HITACHI EH3000

CAT 785C HAA

QSK45

12V4000

3516B

CUMMINS

MTU/DDC

CAT

MECH

ELECT – AC

MECH

249 476 (550,000)

278 964 (615,000)

249 476 (550,000)

OPERATING SPECIFICATIONS Maximum Gross Vehicle Weight kg (lb) Chassis Weight ** kg (lb)

77 111 (170,000)

99 448 (219,244)

77 610 (171,100)

Body without Attachments kg (lb)

21 300 (46,958)

24 041 (53,000)

21 300 (46,958)

123 489 (272,244)

100 153 (220,800)

140 (154)

136 (150)

Empty Weight kg (lb)

97 451 (214,880)

Payload – Target/Nominal tonnes (tons)

101 495 (223,758)

105 234 (232,000)

111 928 (246,800)

100 462 (221,481)

136+ (150+)

Payload – Maximum tonnes (tons)

109 (120)

See 10/10/20 Guidelines

136 (150)

136 (150)

136 – 149 (150 – 164)

155 (171)

Notes about Payload and Weights:

N/A

Empty weight includes lubricants, coolant, 100% fuel, debris (4% of chassis weight), no body attachments

N/A

Empty weight with 50% fuel

Empty weight with 50% fuel. Payload based upon the weight of additional equipment such as bo dy line r.

Empty weight with 50% fuel, no body liners. Nominal payload defined as 90% of payload w it h s tanda rd equipment

5334 (210)

5180 (204)

5334 (210)

5334 (210)

5410 (213)

5640 (222)

5182 (204)

Overall Length mm (in)

12 167 (479)

11 022 (434)

12 167 (479)

12 344 (486)

11 379 (448)

11 550 (455)

11 024 (434)

Overall Width mm (in)

6502 (256)

6640 (262)

6502 (256)

7112 (280)

6629 (261)

7450 (293)

6325 (249)

Tire Width mm (in)

6121 (241)

6277 (248)

6248 (246)

6248 (246)

5994 (236)

6630 (261)

6274 (247)

Loading Height mm (in)

4877 (192)

4968 (196)

5436 (214)

5232 (206)

4953 (195)

5380 (212)

4978 (196)

10 744 (423)

11 207 (442)

10 795 (425)

10 795 (425)

11 430 (450)

12 600 (496)

11 201 (441)

Front Axle – Empty

49%

47%

49%

52%

46%

49%

48%

Rear Axle – Empty

51%

53%

51%

48%

54%

51%

52%

Front Axle – Loaded

33%

33%

33%

33%

33%

33%

34%

Rear Axle – Loaded

67%

67%

67%

67%

67%

67%

66%

DIMENSIONS Wheelbase mm (in)

Height – Body Raised mm (in)

WEIGHT DISTRIBUTION

September 2006


89


MANUFACTURER


CAT 785C

Model

16V2000TA

3512B

QSK45

12V4000

Manufacturer

MTU/DDC

CAT

CUMMINS

MTU/DDC

Bore mm (in)

170 (6.7)

159 (6)

165 (7)

Stroke mm (in)

190 (7.5)

190 (7)

Displacement L (in3)

51.8 (3,158)

Max Altitude m (ft)

3050 (10,000)

MODEL



KOMATSU HD1500-5

HITACHI EH3000

CAT 785C HAA

QSK45

12V4000

3516B

CUMMINS

MTU/DDC

CAT

159 (6)

165 (7)

170 (7)

190 (7)

190 (7)

190 (7)

190 (7)

45 (2,746)

49 (2,972)

45 (2,746)

49 (2,972)

69 (4,211)

3658 (12,000)

3048 (10,000)

ENGINE

Number of Cylinders Rated Speed rpm

4612 (15,130)

16

12

12

12

12

12

16

1,900

1,750

1,900

1,900

1,900

1,900

1,750

High Idle rpm

1,935

Low Idle rpm

700

1,935 700

Net Power kW (hp)

839 (1,125)

1005 (1,348)

1025 (1,375)

1171 (1,570)

1048 (1,406)

1304 (1,748)

1005 (1,348)

Gross Power kW (hp)

899 (1,205)

1082 (1,450)

1119 (1,500)

1286 (1,725)

1108 (1,486)

1398 (1,875)

1081 (1,450)

5810

7612

Net Torque N •m

6767

Torque Rise

23%

Engine Weight kg (lb)

2540 (5,600)

6667 (14,700)

6767 23%

5307 (11,700)

6044 (13,325)

5813 (12,815)

6668 (14,700)

OPTIONAL ENGINE Model Manufacturer

QSTA30

16V2000

QSK45

CUMMINS

MTU/DDC

CUMMINS

Bore mm (in)

159 (6)

Stroke mm (in)

190 (7)

Displacement L (in3) Number of Cylinders

45 (2,746) 12

16

12

Rated Speed rpm

1,900

1,900

1,900

Net Power kW (hp)

835 (1,120)

954 (1,279)

1104 (1,480)

Gross Power

895 (1,200)

999 (1,340)

1193 (1,600)

2948 (6,500)

2540 (5,600)

5814 (12,820)

kW (hp)

Net Torque N •m Engine Weight kg (lb)

90


September 2006


MANUFACTURER MODEL


CAT 785C



KOMATSU HD1500-5

HITACHI EH3000

CAT 785C HAA

COOLING SYSTEM Fan Diameter mm (in)

1828.8 (72)

1778 (70)

TRAVEL SPEEDS Forward 1 km/h (mph)

12.1 (7.5)

11.0 (6.8)

12.1 (7.5)

Forward 2 km/h (mph)

16.3 (10.2)

14.6 (9.1)

16.4 (10.2)


22.2 (13.8)

19.5 (12.1)

22.2 (13.8)


29.9 (18.6)

24.5 (15.2)

29.9 (18.6)


40.6 (25.2)

32.6 (20.3)

40.6 (25.2)


54.8 (34.0)

44.2 (27.5)

54.7 (34.0)


58.0 (36.0)

Reverse 1 km/h (mph) Elec. Drive Max. km/h (mph)

11.0 (6.8) 62.0 (39.0)

10.6 (6.6) 70.0 (44.0)

64.0 (40.0)

10.9 (6.8) 54.7 (34.0)

REDUCTIONS Differential

2.10

2.647

2.100

Final Drive

10.83

7.235

10.833

TIRES Tires Weight kg (lb)

30.00R51

33.00R51

33.00R51

33.00R51

33.00R51

36.00R51

33.00R51

2068 (4,560)

2304 (5,080)

2304 (5,080)

2304 (5,080)

2304 (5,080)

2152 (4,745)

2304 (5,080)

Optional Tires

36.00R51

BRAKES – REAR Discs per Side Outside Diameter mm (in) Total Area

2

10

2

2

2

10

508 (20)

874.5 (34.46)

511 (20)

511 (20)

511 (20)

875 (34)

14 298 (2,216)

89 727 (13,908)

cm 2 (in2)

89 729 (13,908)

79 572 (12,334)

BRAKES – FRONT Disc per Side

9

1

1

1

9

Outside Diameter mm (in)

715.3 (28.18)

990 (39)

990 (39)

1060 (42)

715 (28)

Total Surface Area cm 2 (in2)

61 270 (9,497)

15 001 (2,325)

61 270 (9,497)

Dry Disc OD

2

mm (in)

September 2006

79 572 (12,334)

1016 (40)


91


MANUFACTURER MODEL


CAT 785C



KOMATSU HD1500-5

HITACHI EH3000

CAT 785C HAA

2271 (600)

1893 (500)

2271 (600)

2271 (600)

2120 (560)

2839 (750)

1893 (500)

REFILL CAPACITIES Fuel Tank 1 L (gal) Fuel Tank 2 L (gal)

2500 (660)

Cooling System L (gal)

269 (71)

379 (100)

303 (80)

454 (120)

532 (141)

323 (85)

379 (100)

Crankcase L (gal)

(132) 35

204 (54)

215 (57)

220 (58)

193 (51)

213 (56)

204 (54)

Differential and Final Drives L (gal)

92

2498 (660)

436 (115)

536 (142)

526 (139)

Front Wheels (Each) L (gal)

14 (4)

14 (4)

Steering Tank L (gal)

90 (24)

91 (24)

Steering System L (gal)

117 (31)

Brake/Hoist/Conv Tank L (gal)

337 (89)

576 (152)

337 (89)

Brake/Hoist/Conv System L (gal)

641 (169)

900 (238)

641 (169)

Trans Tank L (gal)

76 (20)

Trans System L (gal)

248 (66)

189 (50)

117 (31)

76 (20.1) 153 (40.5)

Brake/Hoist Tank L (gal)

564 (149)

564 (149)

564 (149)

Brake/Hoist Hydraulic System L (gal)

814 (215)

813 (215)

813 (215)


248 (65.5)

566 (150)

September 2006


MANUFACTURER

TEREX/ UNIT RIG MT3600B

MODEL Engine Model

HITACHI EH3500

CAT 789C

LIEBHERR T252

KOMATSU 730E


TEREX/ UNIT RIG MT3700AC

12V4000

12V4000

3516B

12V4000

K2000E

12V4000

12V4000

Engine Manufacturer

MTU/DDC

MTU/DDC

CAT

MTU/DDC

CUMMINS

MTU/DDC

MTU/DDC

Drive

ELECT – DC

ELECT – DC

MECH

ELECT – DC

ELECT – DC

ELECT – DC

ELECT – AC

297 000 (655,000)

324 324 (715,000)

317 515 (700,000)

331 120 (730,000)

324 322 (715,000)

324 263 (715,000)

335 600 (740,000)

Chassis Weight ** kg (lb)

107 330 (236,619)

98 293 (216,700)


26 717 (58,900)

27 045 (59,625)

134 047 (295,519)

129 238 (284,925)

131 065 (289,000)

149 660 (330,000)

171 (189)

176+ (195+)

190 (210)


172 – 186 (190 – 205)

186 (205)

OPERATING SPECIFICATIONS Maximum Gross Vehicle Weight kg (lb)

Empty Weight kg (lb) Payload – Target/Nominal

124 700 (275,000) tonnes (tons)

Payload – Maximum tonnes (tons) Notes about Payload and Weights:

154 – 172 (170 – 190)

Maximum GVW Empty weight Empty weight not to exceed with 50% fuel, includes the following: no body liners. lubricants, GE 776 Traction Nominal payload coolant, 100% Motor 636,100 lb defined as 90% fuel, debris (288 480 kg) of payload (4% of chassis GE 788 Traction with standard weight), no body Motor 655,000 lb equipment attachments (297 000 kg)

25 612 (56,464) 140 320 (327,000)

140 592 (309,950) 184 (203)

181 (200) N/A

Empty weight with 100% fuel, no options. Nominal payload defined by Komatsu ’s payload policy

N/A

N/A


5537 (218)

5640 (222)

5700 (224)

5817 (229)

5893 (232)

5639 (222)

5639 (222)


13 056 (514)

12 240 (482)

12 177 (479)

13 259 (522)

12 827 (505)

13 056 (514)

13 056 (514)


7315 (288)

8126 (320)

7674 (302)

7493 (295)

7544 (297)

7315 (288)

7341 (289)

Tire Width mm (in)

6782 (267)

6750 (266)

6926 (272)

7188 (283)

7036 (277)

6782 (267)

7264 (286)


5436 (214)

5460 (215)

5206 (205)

5588 (220)

5613 (221)

5791 (228)

6096 (240)

11 811 (465)

12 630 (497)

11 902 (469)

12 192 (480)

12 522 (493)

11 862 (467)

11 963 (471)


51%

49%

47%

40%

48%

47%

46%

Rear Axle – Empty

49%

51%

53%

60%

52%

53%

54%


33%

33%

33%

33%

33%

32%

32%


67%

67%

67%

67%

67%

68%

68%


WEIGHT DISTRIBUTION

September 2006


93

Technical Specifications – 789C vs. Competiti Competition on (163-200 tonnes [180-220 tons])

MANUFACTURER


MODEL

HITACHI EH3500

CAT 789C

LIEBHERR T252

KOMATSU 73 0 E



ENGINE Model

12V4000

12V4000

3516B

12V4000

K2000E

12V4000

12V4000

MTU/DDC

MTU/DDC

CAT

MTU/DDC

CUMMINS

MTU/DDC

MTU/DDC

Bore mm (in)

165 (7)

165 (7)

170 (6.7)

165 (7)

159 (6)

165 (7)

166 (7)

Stroke mm (in)

190 (7)

190 (7)

190 (7.5)

190 (7)

159 (6)

190 (7)

191 (8)


49 (2,972)

49 (2,972)

69 (4,211)

49 (2,972)

50 (3,070)

49 (2,972)

49 (2,972)

Max Altitude m (ft)

3048 (10,000)

3048 (10,000)

3048 (10,000)

Manufacturer

Number of Cylinders Rated Speed rp rpm

2300 (7,500)

12

12

16

12

16

12

12

1,900

1,900

1,750

1,900

1,900

1,900

1,900

High Idle rpm

1,935

Low Idle rpm

700

Net Power kW (hp)

1175 – 1398 (1,575 – 1 1,,875)

1414 (1,896)

1320 (1,771)

1175 – 1 13398 (1,575 – 1 1,,875)

1388 (1,860)

1175 – 1 13398 (1,575 – 1 1,,875)

1398 (1,875)

Gross Power kW (hp)

1286 – 1510 (1,725 – 2 2,,025)

1510 (2,025)

1417 (1,900)

1286 – 1 15510 (1,725 – 2 2,,025)

1491 (2,000)

1286 – 1 15510 (1,725 – 2 2,,025)

1510 (2,025)

8,200

8,976 4671 (10,300)

5294 (11,670)

6045 (13,325)

6045 (13,325)

Nett Tor Ne orqu que e N •m Torque Rise

23%


6045 (13,325)

7810 (17,225)

OPTIONAL ENGINE Model

QSK45

QSK45

QSK45

QSK60

CUMMINS

CUMMINS

CUMMINS

CUMMINS

Bore mm (in)

159 (6)

159 (6)

159 (6)

159 (6)

Stroke mm (in)

190 (7)

190 (7)

190 (7)

190 (7)

45 (2,746)

45 (2,746)

45 (2,746)

60 (3,661)

Manufacturer


12

12

12

16

1,900

1,900

1,900

1,900

Net Power kW (hp)

1084 – 1 13382 (1,454 – 1 1,,854)

1084 – 1 13383 (1,454 – 1 1,,854)

1084 – 1 13383 (1,454 – 1 ,8 ,854)

1603 – 1752 (2,150 – 2,350)

Gross Power kW (hp)

1193 – 1 14491 (1,600 – 2 2,,000)

1193 – 1 13342 (1,600 – 1 1,,800)

1193 – 1 14491 (1,600 – 2 ,0 ,000)

1715 – 1864 (2,300 – 2,500)

5310 (11,700)

6122 (13,500)

5310 (11,700)

8852 (19,515)

Rated Speed rpm

Nett Tor Ne orqu que e N •m Engine Weight kg (lb)

OTHER OPTIONAL ENGINE Model Manufacturer

K2000E

K2000E

CUMMINS

CUMMINS

Model

16V4000

Manufacturer

94

MTU/DDC


September 2006


MANUFACTURER MODEL


HITACHI EH3500

CAT 7 89 C

LIEBHERR T252

KOMATSU 7 30 E



55.7 (34.6)

54.7 (34.0)

65.0 (40.0)


1981 (78)


11.6 (7.2)


15.7 (9.8)


21.3 (13.2)


28.7 (17.8)


38.9 (24.2)


52.6 (32.7)

Reverse 1 km/h (mph)

10.5 (6.5)

Elec. Drive Max. km/h (mph)

56.4 (34.0)

55.7 (34.6)


2.350

Final Drive

10.833

TIRES Tires Weight kg (lb)

36.00R51

37.00R57

37.00R57

37.00R57

37.00R57

37.00R57

40.00R57

2152 (4,745)

3084 (6,800)

3084 (6,800)

3084 (6,800)

3084 (6,800)

3084 (6,800)

3084 (6,800)

Optional Tires

36R51

40R57

46/90R57 37.00R57

BRAKES – REAR Discs per Side Outside Diameter mm (in) Tot otal al Ar Area ea cm2 (in2)

2

2

13

2

2

2

2

511 (20)

635 (25)

874.5 (34.46)

635 (25)

635 (25)

635 (25)

635 (25)

14 298 (2,216)

14 298 (2,216)

116 283 (18,024)

14 298 (2,216)

14 298 (2,216)

14 298 (2,216)

14 298 (2,216)

BRAKES – FRONT Discs per Side Outside Diameter m mm m (in)

1

1

12

1

1

1

1

991 (39)

1060 (42)

715.3 (28.18)

1143 (45)

1168 (46)

1118 (44)

1118 (44)

15 001 (2,325)

81 693 (12,662)

Tota otall Surfac Surface e Area Area cm 2 (in2)

SUSPENSION SYSTEM Total Stroke – Rear mm (in)

275 (11)

165 (6.5)

335 (13)

273 (11)

273 (11)

Total Stroke – F Frront mm (in)

355 (14)

307 (12.1)

279 (11)

355 (14)

355 (14)

September 2006


95

Technical Specifications – 789C vs. Competiti Competition on (163-200 tonnes [180-220 tons])

MANUFACTURER


MODEL

HITACHI EH3500

CAT 789C

41

36

LIEBHERR T252

KOMATSU 73 0 E

2



STEERING SYSTEM Steering Angle degrees Number of Cylinders Turning Radius – F Frront m (ft)

2

2

2

2

26.8 (87.9)

25.6 (84.0)

27.5 (90.3)

24.7 (81.0)

30.2 (99.2)

30.2 (99)

18.9

20

Turning Circle Clearance Diameter m (ft)

2

2

27.2 (89.4)

27.2 (89.4)

19

22

28.0 (91.9)

HOIST SYSTEM Body Raise

secs

Body Float Down

19

17.9

secs

Body Power Down

17.3

secs

12

21 22

15.6

9

15

12

14

BODY Body Type

Flat Floor

N/A

Dual Slope †

N/A

Flat Floor

Flat Floor

Flat Floor

Capacity – S tr truck m3 (yd3)

77 (101)

80 (105)

73 (96)

77 (100)

77 (101)

92 (121)

92 (121)

Capacity – He Heap aped ed 2: 2:11 m 3 (yd3)

111 (146)

115 (151)

105 (137)

108 (141)

111 (145)

123 (161)

123 (161)

† Data

provided is for a representative body. Several dual slope, flat floor, coal and mine specific design (MSD) bodies are available. All weights, capacities, and dimensions are dependent on the machine configuration (body type, attachments, tires, and optional equipment selected).

REFILL CAPACITIES Fuel Tank 1 L (gal)

2877 (760)

2839 (750)

Fuel Tank 2 L (gal)

3140 (830)

3217 (850)

2877 (760)

3785 (1,000)

2877 (760) 3633 (960)


348 (92)

323 (85)

663 (175)

409 (108)

348 (92)

492 (130)

Crankcase L (gal)

215 (57)

213 (56)

291 (77)

223 (59)

215 (57)

204 (54)

662 (175)

662 (175)

890 (235)

890 (235)

Differential and Final Drives L (gal)

583 (154)

Front Wheels L (gal)

21 (6)


130 (34)


96

3222 (851)

189 (50)

189 (50)

Brake/Hoist/Conv Tank L (gal)

531 (140)

Brake/Hoist/Conv System L (gal)

909 (240)

Trans Tank L (gal)

79 (21)

Trans System L (gal)

223 (59)

Brake/Hoist Hydraulic Tank L (gal)

662 (175)

Brake/Hoist Hydraulic System L (gal)

890 (235)

566 (150)

731 (193) 510 (135)

927 (245)


731 (193)

September 2006

Technical Specifications – 793D vs. Competition (218-254 tonnes [240-280 tons])

MANUFACTURER

Engine Model

3516B

16V4000

QSK60

QSK60

QSK60

QSK60

16V4000

CAT

MTU/DDC

CUMMINS

CUMMINS

CUMMINS

CUMMINS

MTU/DDC

MECH

ELECT – DC

ELECT – AC

ELECT – DC

ELECT – DC

ELECT – AC

ELECT – AC

Maximum Gross Vehicle Weight kg (lb)

383 749 (846,000)

390 090 (860,000)

385 848 (850,650)

385 852 (850,650)

390 930 (862,000)

392 290 (865,000)

480 362 (1,059,000)

Chassis Weight** kg (lb)

119 597 (263,666)


32 138 (70,832)

27 669 (61,000)

27 669 (61,000)

Empty Weight kg (lb)

156 519 (345,045)

164 200 (362,000)

162 505 (358,259)

160 998 (355,000)

170 975 (377,000)

198 096 (436,727)

221 (244)

223 (246)

Drive

KOMATSU 830E-AC

KOMATSU 830E


MODEL

Engine Manufacturer

LEIBHERR T262


CAT 793D

HITACHI EH4500-2

OPERATING SPECIFICATIONS

Payload – Target/Nominal tonnes (tons) Payload – Maximum

156 940 (346,000)

218+ (240+)

254 (280)


218 (240)

Empty weight includes lubricants, coolant, 100% fuel, debris (4% of chassis weight), no body attachments

N/A

5905 (233)

6096 (240)

6350 (250)

6350 (250)

6401 (252)

6401 (252)

6150 (242)


12 862 (507)

13 335 (525)

14 148 (557)

14 148 (557)

13 894 (547)

14 072 (554)

14 300 (557)


7680 (302)

7391 (291)

7315 (288)

7315 (288)

7976 (314)

7976 (314)

9050 (356)

Tire Width mm (in)

7605 (299)

7214 (284)

7290 (287)

7290 (287)

7569 (298)

7976 (314)

8340 (328)


5871 (231)

5944 (234)

6706 (264)

6706 (264)

6223 (245)

6147 (242)

6220 (241)

13 113 (517)

12 649 (498)

13 411 (528)

13 411 (528)

12 776 (503)

12 700 (500)

14 300 (561)


46%

45%

50%

50%

48%

50%

50%

Rear Axle – Empty

54%

55%

50%

50%

52%

50%

50%


33%

33%

33%

33%

33%

33%

34%


67%

67%

67%

67%

67%

67%

66%


236 (260) Empty weight Empty weight with 100% fuel, with 100% fuel, no options. no options. Nominal payload Nominal payload defined by defined by Komatsu ’s Komatsu’s payload policy payload policy

Empty weight with 50% fuel and autolube capacities

236 (260) Empty weight with 50% fuel and autolube capacities

282 (311) Empty weight with 50% fuel, MTU/DDC engine, 50/90 R57 tires. Nominal payload defined as 90% of payload with standard equipment



WEIGHT DISTRIBUTION

September 2006


97


MANUFACTURER CAT 793D

MODEL

LEIBHERR T262

KOMATSU 830E-AC

KOMATSU 830E



HITACHI EH4500-2

ENGINE Model

3516B

16V4000

QSK60

QSK60

QSK60

QSK60

16V4000

Manufacturer

CAT

MTU/DDC

CUMMINS

CUMMINS

CUMMINS

CUMMINS

MTU/DDC

Bore mm (in)

170 (6.7)

165 (7)

159 (6)

159 (6)

159 (6)

159 (6)

165 (7)

Stroke mm (in)

215 (8.5)

185 (7)

190 (7)

190 (7)

190 (7)

190 (7)

190 (7)


78 (4,760)

63 (3,863)

60 (3,661)

60 (3,661)

60 (3,661)

60 (3,661)

65 (3,967)

Max Altitude m (ft)

2750 (9,000)

Number of Cylinders

16

16

16

16

16

16

16

Rated Speed rpm

1,750

1,900

1,900

1,900

1,900

1,900

1,900

High Idle rpm

1,960

Low Idle rpm

700

Net Power kW (hp)

1743 (2,337)

1796 (2,409)

1761 (2,360)

1761 (2,360)

1706 (2,287)

1855 (2,487)

1939 (2,600)

Gross Power kW (hp)

1801 (2,415)

1864 (2,500)

1865 (2,500)

1865 (2,500)

1865 (2,500)

2013 (2,700)

2014 (2,700)

Net Torque N •m

10,806

Torque Rise

10,930

23%


8664 (19,100)

6528 (14,391)

9608 (21,182)

9608 (21,182)

7534 (16,611)

8854 (19,515)


12V4000

16V4000

16V4000

QSK60-L

MTU/DDC

MTU/DDC

MTU/DDC

CUMMINS

Bore mm (in)

165 (7)

165 (7)

165 (7)

159 (6)

Stroke mm (in)

185 (7)

185 (7)

185 (7)

190 (7)

63 (3,863)

63 (3,863)

63 (3,863)

60.2 (3,674)

Manufacturer


12

16

16

16

Rated Speed rpm

1,900

1,900

1,900

1,900

Net Power kW (hp)

1705 (2,287)

1706 (2,287)

1855 (2,487)

1920 (2,575)

Gross Power kW (hp)

1510 (2,025)

1865 (2,500)

2014 (2,700)

2014 (2,700)

4672 (10,300)

7173 (15,813)

7173 (15,813)

Net Torque N •m

10,630


OTHER OPTIONAL ENGINE Model

QSK60, K2000E

Manufacturer

CUMMINS


98

1981 (78)


September 2006


MANUFACTURER MODEL

CAT 793D

LEIBHERR T262

KOMATSU 830E-AC

KOMATSU 830E



64.0 (40.0)

48.8 (30.3)

58.0 (36.0)

64.0 (40.0)

66.9 (41.6)

50/80R57

50/90R57

46/90R57 40.00R57

50/80R57

2

HITACHI EH4500-2

TRAVEL SPEEDS Forward 1 k m/h (mph)

11.8 (7.3)

Forward 2 k m/h (mph)

15.9 (9.9)


21.5 (13.4)


29.1 (18.1)


39.4 (24.5)


54.3 (33.7)


10.9 (6.8)



1.80

Final Drive

16.00

TIRES Tires

40.00R57

40.00R57

40.00R57

40.00R57

40.00R57

Weight kg (lb)

3493 (7,700)

3493 (7,700)

3493 (7,700)

3493 (7,700)

3493 (7,700)

Optional Tires

44/80R57 44/95R57 46/90R57

46/90R57

46/90R57

BRAKES – REAR Discs per Side

15

2

2

2

2

2


874.5 (34.46)

635 (25)

635 (25)

635 (25)

635 (25)

635 (25)

Total Area cm2 (in2)

134 590 (20,861)

14 298 (2,216)

14 298 (2,216)

14 298 (2,216)

14 298 (2,216)

14 298 (2,216)

180 741 (28,015)

BRAKES – FRONT 10

1

1

1

1

1

1


874.50 (34.5)

736 (29)

1213 (47.79)

1213 (47.79)

1168 (46)

1168 (46)

1213 (48)

Total Surface Area cm 2 (in2)

89 817 (13,921)

17 032 (2,640)

17 032 (2,640)

Total Stroke – Rear mm (in)

106.7 (4.2)

279 (11)

279 (11)

184 (7)

184 (7)

Total Stroke – Front mm (in)

132.1 (5.2)

335 (13)

335 (13)

305 (12)

305 (12)

Disc per Side

17 032 (2,640)

SUSPENSION SYSTEM

September 2006


99


MANUFACTURER CAT 793D

MODEL

LEIBHERR T262

KOMATSU 830E-AC

KOMATSU 830E



2

2

2

2

2

30 (100)

30 (100)

30 (98)

HITACHI EH4500-2

STEERING SYSTEM Steering Angle degrees

36

Number of Cylinders

2

2

40

Turning Radius – Front m (ft)

28.42 (93.2)

29 (94)

Turning Circle Clearance Diameter m (ft)

32.66 (107.2)

32 (106)

Body Raise secs

20.25

21

Body Float Down secs

19.26

Body Power Down secs

17.51

28 (93)

28 (93)

HOIST SYSTEM 25

25

27

27

22

14

24

24

15

22 24

BODY Body Type

Dual Slope †

N/A

Flat Floor

Flat Floor

Flat Floor

Flat Floor

Capacity – S truck m3 (yd3)

96 (126)

84 (110)

117 (153)

117 (153)

100 (131)

100 (131)

108 (142)

Capacity – Heaped 2:1 m 3 (yd3)

129 (169)

119 (156)

147 (193)

147 (193)

144 (188)

144 (188)

159 (208)

† Data

provided is for a representative body. Several dual slope, flat floor, coal and mine specific design (MSD) bodies are available. All weights, capacities, and dimensions are dependent on the machine configuration (body type, attachments, tires, and optional equipment selected).

REFILL CAPACITIES

100

Fuel Tank 1 L (gal)

4354 (1,150)

Fuel Tank 2 L (gal)

4922 (1,300)

3310 (875)

4542 (1,200)

4542 (1,200)

3028 (800)

3028 (800)

3785 (1,000)

4920 (1,300)


973 (257)

568 (150)

568 (150)

591 (156)

591 (156)

697 (184)

Crankcase L (gal)

265 (70)

280 (74)

280 (74)

250 (66)

261 (69)

242 (64)

Rear Axle Housing L (gal)

1022 (270)

Front Wheels (Each) L (gal)

21 (5.5)


227 (60)


341 (90)

Brake/Hoist Tank L (gal)

769 (203)

Brake/Hoist System L (gal)

1375 (363)

TC/Trans Sump L (gal)

102 (27)

TC/Trans System L (gal)

189 (50)

27 (7) 901 (238)

901 (238)

473 (125)

1325 (350)

291 (77)

946 (250)

946 (250)


662 (175)

662 (175)

908 (240)

908 (240)

965 (255)

September 2006

Technical Specifications – 797B vs. Competition (272 tonnes+ [300 tons+])

MANUFACTURER HITACHI EH5000

MODEL Engine Model

KOMATSU 930E-3

KOMATSU 930E-3SE



CAT 797B

LIEBHERR T282B

16V4000

QSK60

QSK78

QSK60

QSK78

3524B

16V4000

Engine Manufacturer

MTU/DDC

CUMMINS

CUMMINS

CUMMINS

CUMMINS

CAT

MTU/DDC

Drive

ELECT – AC

ELECT – AC

ELECT – AC

ELECT – AC

ELECT – A C

MECH

ELECT – AC

528 208 (1,164,500)

501 974 (1,106,670)

504 400 (1,112,000)

557 823 (1,230,000)

557 823 (1,230,000)

623 690 (1,375,000)

591 939 (1,305,000)

OPERATING SPECIFICATIONS Maximum Gross Vehicle Weight kg (lb) Chassis Weight kg (lb)

167 865 (370,078)

Body without Attachments kg (lb) Empty Weight kg (lb)

214 820 (473,600) 30 362 (66,936)

213 185 (469,991)

211 681 (466,672)

Payload – Target/Nominal tonnes (tons)

284 (312)

290 (320)

Payload – Maximum tonnes (tons)

315 (347)


47 264 (104,200) 212 994 (469,567)

231 332 (510,000)

231 332 (510,000)

270 677 (596,744)

229 064 (505,000)

345+ (380+) 290 (320)

326 (360)

326 – 353 (360 – 390) Empty weight with 100% fuel and autolube capacities

See 10/10/20 Guidelines Empty weight includes lubricants, coolant, 100% fuel, debris (4% of chassis weight), no body attachments

363 (400)

Empty weight with 50% fuel, standard MTU/DDC engine. Nominal payload defined as 90% of payload with standard equipment

Empty weight with 100% fuel, no options. Nominal payload defined by Komatsu ’s payload policy

Empty weight with 50% fuel. GVW including options, liners, fuel, and payload

Empty weight with 100% fuel and autolube capacities

N/A

6150 (242)

6350 (250)

6350 (250)

6655 (262)

6655 (262)

7200 (283)

6553 (258)


14 420 (570)

15 596 (614)

15 596 (614)

15 392 (606)

15 392 (606)

14 530 (572)

14 478 (570)


9050 (356)

8687 (342)

8687 (342)

9449 (372)

9449 (372)

9154 (360)

8788 (346)

Tire Width mm (in)

8520 (336)

8331 (328)

8331 (328)

9195 (362)

9195 (362)

9761 (384)

8712 (343)


6500 (256)

7061 (278)

7061 (278)

6858 (270)

6858 (270)

7083 (278)

6452 (254)

14 280 (562)

14 021 (552)

14 021 (552)

13 437 (529)

13 437 (529)

15 292 (602)

13 284 (523)


49%

47%

50%

49%

49%

44%

46%

Rear Axle – Empty

51%

53%

50%

51%

51%

57%

54%


32%

33%

33%

33%

33%

33%

34%


68%

67%

67%

67%

67%

67%

66%



WEIGHT DISTRIBUTION

September 2006


101



MODEL

KOMATSU 930E-3

KOMATSU 930E-3SE



CAT 797B

LIEBHERR T282B

ENGINE Model

16V4000

QSK60

QSK78

QSK60

QSK78

3524B

16V4000

MTU/DDC

CUMMINS

CUMMINS

CUMMINS

CUMMINS

CAT

MTU/DDC

Bore mm (in)

165 (7)

159 (6)

170 (7)

159 (6)

170 (7)

170 (7)

165 (7)

Stroke mm (in)

190 (7)

190 (7)

190 (7)

190 (7)

190 (7)

215 (8)

190 (7)

65 (3,967)

60 (3,661)

78 (4,760)

60 (3,661)

78 (4,760)

117 (7,146)

65 (3,967)

Manufacturer

Displacement L (in3) Max Altitude m (ft)

2591 (8,500)

Number of Cylinders Rated Speed rpm

16

16

18

16

18

24

16

1,900

1,900

1,900

1,900

1,900

1,750

1,800

High Idle rpm

1,950

Low Idle rpm

700

Net Power kW (hp)

1939 (2,600)

1902 (2,550)

2558 (3,429)

1847 (2,478)

2445 (3,278)

2513 (3,370)

1848 (2,478)

Gross Power kW (hp)

2014 (2,700)

2014 (2,700)

2611 (3,500)

2014 (2,700)

2611 (3,500)

2648 (3,550)

2013 (2,700)

Net Torque N •m

10,930

16,004

Torque Rise

22%


9608 (21,182)

10 100 (22,266)

8852 (19,515)

10 800 (23,810)

16 780 (37,000)

7484 (16,500)


QSK60-L

16V4000

20V4000 Tier 1

QSK78

CUMMINS

MTU/DDC

MTU/DDC

CUMMINS

Bore mm (in)

159 (6)

165 (7)

170 (7)

Stroke mm (in)

190 (7)

190 (7)

190 (7)

60 (3,661)

65 (3,967)

78 (4,760)

Manufacturer


16

16

20

18

Rated Speed rpm

1,900

1,800

1,800

1,900

Net Power kW (hp)

1920 (2,575)

1848 (2,478)

2548 (3,415)

Gross Power kW (hp)

2014 (2,700)

2013 (2,700)

2723 (3,650)

2610 (3,500)

Net Torque N •m

10,630 7173 (15,813)

10 372 (22,870)

11 294 (24,900)

QSK78

20V4000 Tier 2

QSK60

CUMMINS

MTU/DDC

CUMMINS


OTHER OPTIONAL ENGINE Model Manufacturer Model Manufacturer

20V4000

20V4000

CUMMINS

MTU/DDC


102

2438 (96)


September 2006


MANUFACTURER MODEL

HITACHI EH5000

KOMATSU 930E-3

KOMATSU 930E-3SE



CAT 797B

LIEBHERR T282B


11.3 (7.0)


15.2 (9.5)


20.5 (12.7)


27.7 (17.2)


37.2 (23.1)


50.3 (31.2)


67.6 (42.0)


12.9 (8.0)


66.9 (41.6)

64.5 (40.0)

64.5 (40.0)

65.0 (40.0)

65.0 (40.0)


1.265

Final Drive

16.670

TIRES Tires

53/80R63

53/80R63

53/80R63

55/80R63

55/80R63

59/80R63

55/80R63

55/80R63 58/80R63

56/80R63

Weight kg (lb) Optional Tires

BRAKES – REAR Discs per Side

2

Outside Diameter mm (in) Total Area cm 2 (in2)

180 741 (28,015)

194 050 (30,078)

2

2

15

2

787 (31)

787 (31)

1067 (42)

711 (28)

194 050 (30,078)

198 387 (30,750)

BRAKES – FRONT Disc per Side

1

Outside Diameter mm (in) Total Surface Area cm 2 (in2)

18 548 (2,875)

194 050 (30,078)

1

1

10

1

1308 (52)

1308 (52)

1067 (42)

1194 (47)

194 050 (30,078)

132 258 (20,500)

Dry Disc OD mm (in)

SUSPENSION SYSTEM Front Strut Diameter mm (in)

400 (16)

Rear Strut Diameter mm (in)

381 (15)

Total Stroke – Rear mm (in)

239 (9)

239 (9)

184 (7)

184 (7)

165 (6.5)

Total Stroke – Front mm (i )

328 (13)

328 (13)

305 (12)

305 (12)

318 (12 5)

September 2006


103



MODEL

KOMATSU 930E-3

KOMATSU 930E-3SE



CAT 797B

LIEBHERR T282B

STEERING SYSTEM Steering Angle degrees

40

Number of Cylinders

2

2

2

2

2

2

2

30 (99)

25 (81)

25 (81)

32 (106)

32 (106)

39.9 (130.9)

33.6 (110)

30 (97)

30 (97)

40.5 (132.8)

36.6 (120.1)

25.0

28

Turning Radius – Front m (ft) Turning Circle Clearance Diameter m (ft)

39

HOIST SYSTEM Body Raise secs

22

21

21

Body Float Down secs

24

24

24

23

23

12

12

18.1

18

Body Power Down secs

28

28

18.5

BODY Body Type

N/A

Flat Floor

Flat Floor

Flat Floor

Flat Floor

MSD II †

N/A

Capacity – S truck m3 (yd3)

144 (188)

171 (224)

171 (224)

158 (207)

158 (207)

187 (245)

122 (160)

Capacity – Heaped 2:1 m 3 (yd3)

196 (257)

211 (276)

211 (276)

218 (285)

218 (285)

241 (315)

184 (240)

† Data

provided is for a representative body. Several mine specific design (MSD) bodies are available. All weights, capacities, and dimensions are dependent on the machine configuration (body type, attachments, tires, and optional equipment selected).

REFILL CAPACITIES Fuel Tank 1 L (gal)

3785 (1,000)

4542 (1,200)

4542 (1,200)

Fuel Tank 2 L (gal)

3028 (800)

3028 (800)

3785 (1,000)

4920 (1,300)

4920 (1,300)

6814 (1,800)


697 (184)

594 (157)

719 (190)

591 (156)

757 (200)

1194 (315)

456 (120)

Crankcase L (gal)

242 (64)

280 (74)

341 (90)

250 (66)

390 (103)

417 (110)

240 (63)

Differential and Final Drives L (gal) Front Wheels (Each) L (gal)

701 (185) 27 (7)


61 (16) 947 (250)


947 (250)

235 (62)

291 (77)

432 (114)

Brake/Hoist Hydraulic Tank L (gal) Brake/Hoist Hydraulic System L (gal)

104

4730 (1,250)

965 (255)

1325 (350)

1325 (350)

1033 (273)

1033 (273)

996 (263)

1211 (320)

1211 (320)

1842 (486)

TC/Trans Sump L (gal)

190 (50)

TC/Trans System (Includes Sump) L (gal)

629 (166)


570 (150)

1510 (400)

September 2006

Notes

September 2006


105

Boletin Competitivo Camiones Mineros Caterpillar -TEJB8063-01

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