well this is the artical translated to english
One of the main obstacles experienced by the gigantism of mining trucks in its development is that the various components that accompany it can grow the same way. A truckload of magnitudes higher than at present, as the Liebherr T282 or Komatsu 960E-1, it also implies larger structures, technologies to move this mass of a cost-effective manner. Engines, structures, steel and tires are subjected to pressures that can not always be overcome.
In this regard is that articulated trucks VLT (Very Light / Large Truck) could come to address this dynamic, since the use of components which are known in the market today, we can almost double the current capacity and can reach even the 600 tons of which much has been said in the industry, and even more.
The realization of such equipment is not far. In fact there is already a prototype of these conditions, but in a lesser capacity. The VLT-365, with 365 ton capacity, has operated at Codelco Norte, where in October 2008 passed all protocols approved by the state mining.
Explains the executive director of SEC Engineering, Sergio Elgueta, operator of the computer, it uses a truck Komatsu 685 (which has a nominal capacity 170 MT) adapted to a semitrailer configuration, which adds a second module power, that feeds a second axis of propulsion, which is capable of carrying 330 MT. "This is a design that aims to reduce transport costs in the severe operating conditions of large sites, with distances of up to 13 kilometers, of which between 50% to 70% are ramps up to 12% of total outstanding" he says.
The concept, developed and manufactured in Chile by a consortium of Engineering where he participated SEC, is the use of multiple power plants and propulsion shafts articulated configuration, and has been patented in Chile.
According to the professional, looking for trucks VLT validate the concept of the new configuration used to reduce transport costs, which could reach up to 25%, he said. It also highlights the use of components already tested and known to the industry, which are of known quality and performance.
Vehicle design achieves good value versus payload weight and improved strength versus weight ratio. "The weight / payload speaks of good design while the power to weight ratio of good performance and productivity", she said. This factor allows the VLT has speed on a slope, and loaded, 30% higher than a conventional model. This increased speed on slopes in long profiles represent a higher productivity, but also represents a lower torque and less power at the mechanical and electric drive motors, hence less wear and maintenance costs of the propulsion system . In fact, according Elgueta, have savings of 34% in terms of the costs of torque and 25% by deterioration of electrical insulation.
With respect to the wheels of the VLT, they are equipped with 57-inch tires, which according to the engineer, besides being cheaper, offer better performance and longer life specific to the 63 inches.
Complements this initial advantage, a better distribution and less dynamic load transfer during operation thanks to the team's third line has no suspension, in addition to that, thanks to its dimensions, the vehicle has greater stability. As detailed Elgueta, a truck than 300 TM has a center of gravity usually about 6.8 meters, suspended between two shafts at a distance of 6,351 mm apart, while the VLT - 365 has its center of gravity to 5.8 meters above the ground and suspended between two points at a distance of 10,470 mm apart. This means less heat generated during operation by increasing tire life. Similarly, it is worth mentioning that the static load of a tire of a team of 300 tons is 100% capacity, while the VLT-365 is only 96%.
Fuel consumption is also achieved an advantage resulting from the use of two motors can stop the second on the return journey without charge.
Finally, Elgueta explains that the maneuverability of trucks VLT can be a bit more complex and take more time fixed, but is emphatic in saying that these are not relevant in the long profiles, where a cycle takes up to seventy minutes. The final line shows a lower transportation cost per ton-kilometer, less provision of equipment and operators. "If this concept applies in the profiles of the great Chilean deposits and its benefit, the door is open for trucks making up to 700 tonnes in Chile", ends the professional.
Objective and collaborators
Sergio Elgueta, who holds the patent on this development, stresses that the main objectives pursued with the construction of the VLT-365 are: the use of existing trucks and proven components, availability of tires, increased power to weight ratio, a steeper slopes greater efficiency in work, increased capacity and productivity per cycle, reduction of fleet size and lower cost of transport.
The engineer noted that the development of this prototype would not have been possible "without the close cooperation and fundamental contribution of companies and individuals involved in this process pioneered in Chile presented serious challenges both technical and materials, which were known to resolve with great success. " Among the companies named by the executive are: Vector Engineering, Conymet / Duratray, Sorena, MFD and Lausanne - terein in Chile, GSI and Rimpull Hyco Canada and the United States, among other professionals, who contributed with time and experience.
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