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TruckModelling
ModellingTruckPerformanceinaSpreadsheet
Introduction
Mostopenpitstodayareminedusingthetruckandshovelminingsystem(referFigure1).
Theseoperationsusuallymodeltheirminingschedulesandcostmodelsusingaspreadsheet.
However,truckperformanceandultimatelyhaulagerequirements(thatistrucknumbers)areusually
modelledinaspecialisedtruckhaulageprogramsuchasTALPACTM.
Asdiscussedhere,truckperformanceandhaulagerequirementscanbemodelledinaspreadsheet,there
aresomesimpleformulaswhichcanbeappliedwithsignificantbenefits.
Figure1Truckandshovelinoperation
Modellingtruckperformanceinaspreadsheet
Thephysicsormathematicsbehindthetruckperformanceisnotdifficultandtheresultsmatchwellwith
truckmanufacturersperformancegraphs.
Thecalculationoffuelburnsisalsopresentedhere.
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Fuelsburnsareofinterestbecauseoftheimpactofincreasingfuelpricesandbecausetheyareoften
basedonhistoricalusageratherthancalculatedaspartofthetruckperformance.
Thephysicsofatruck
Theupramptruckspeedisdependentontheenergyavailablefromtheenginetoliftthetruckweight,
includingitspayload,againstgravityandtoovercomerollingresistanceandtransmissionlosses(refer
Figure2andEquation1).
Figure2Rollingresistancemodel(imagescourtesywww.hitachimining.com)
Equation1:Upramptruckspeed
UpRampTruckSpeed=3.6*GrossEnginePower*TransmissionEfficiency*(1+RampGrade*RampGrade)^0.5
TotalTruckWeight*9.81*(RampGrade+RollingResistance)
Thedownramptruckspeedisdependentontheenergythatenginecanabsorbgeneratedbythetruck
runningdownhillfromgravitybutlessrollingresistanceandtransmissionlosses(referEquation2).
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Equation2:Downramptruckspeed
DownRampTruckSpeed=3.6*GrossEnginePower*RetarderFactor*1+RampGrade*RampGrade)^0.5
TotalTruckWeight*9.81*(RampGrade+RollingResistance)
Inbothcasesthemaximumtruckspeedneedstobelimitedtothemanufacturersrecommendation.
Furtherspeedrestrictionsmaybeappliedforsitespecific(i.e.safety)reasons.
Thegrossenginepower(inkilowatts),trucksweights[maximumandunloaded(intonnes)]arepublished
inthetruckmanufacturesmanuals.
Thetransmissionefficiencyfactorandtheretarderfactorareusedtocalibratethemodeltothe
manufacturersperformancegraph.
An80%transmissionefficiencyanda115%retarderfactorseemstoworkuniversally.
Figure3showsthemodelplottedagainsttheCaterpillar777Dtruck(usingtheperformancegraphand
assuming3%rollingresistance,referFigure4).
Theuprampperformancecalibrationisverygood.Thedownrampperformanceapproximatesthegear
speeds.Thisisconsideredsufficientformostapplications.
Figure3Truckmodelcalibration
Figure4Caterpillar777Dtruckperformancegraphs(imagescourtesyCaterpillarhandbook)
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Electrictrucksandtrolleyassist
Themodelwillworkforelectrictrucksandtrolleyassistapplicationsbutcalibrationofthetransmission
efficiencyandretarderfactorsmayberequired.
Retarderoptions
Sometruckshaveadditionalretardercapacityoptions.Inthesecasestheretarderfactorwouldhavetobe
increased.
Engineload
Theengineloading(upramp)iscalculatedinEquation3.
Equation3:Engineloading
EngineLoading=UpRampTruckSpeed*TotalTruckWeight*9.81*(RampGrade+RollingResistance)
3.6*GrossEnginePower*TransmissionEfficiency*(1+RampGrade*RampGrade)^0.5
Fuelconsumption
Fuelburnestimatesareapproximate(+/10%)(referEquation4).
Equation4:Fuelburns
FuelBurn=23.3%*GrossEnginePower*(EngineLoading*96%+4%)
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The23.3%factorseemstobeareasonableaverageestimate.
Ifthemaximumfuelburnisknownforthetrucktypethenthefactorcanberecalculated(referEquation
5).
Equation5:Fuelburnfactor
FuelBurnFactor=MaximumFuelBurn
GrossEnginePower
Practicalapplication
Table1containstheformulaspreviouslydiscussedinasimplemodelfortheHitachiEH4500truck.
Thekeyassumptionisthatthehaulageprofilesegmentscanberecalculatedintoanequivalentprofile
usinglevel,up10%or10%down,segments.
Realhaulageprofilesnevermeetthisconstraintbuttheerrorresultingfromtheassumptionisnot
consideredsignificant.
Table1TheEH4500truckperformancemodel
EH4500
Truckparameters:
Level UpRamp DownRamp
Grade
0.0%
10.0%
10.0%
Enginepower(kw)
2,014
2,014
2,014
Transmissionefficiency
80%
80%
80%
RetarderEfficiency
115%
115%
115%
Rollingresistance
2.5%
2.5%
2.5%
Loadedweight
479
479
479
LoadedSpeedLimit
45.0
30.0
30.0
Speed
45.0
9.9
23.8
EnginePower
91%
100%
0%
469
14
Unloadedweight
211
211
211
UnloadedSpeedLimit
45.0
30.0
30.0
Speed
45.0
22.5
30.0
LoadedPerformance:
FuelConsumption(ltr/hr) 429
UnloadedPerformance:
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EnginePower
40%
FuelConsumption(ltr/hr) 197
100%
0%
469
14
Notes:
Sometruckmanufacturersshuttheinjectorsoffwhenthetruckisrunningdownramp.
Thebluetextareinputvalueswhiletheblacktextarecalculatedvalues.
Theunloadedweightisfromthemanufacturershandbookbutcouldbeincreasedifnecessarytoallow
forcarryback(thatismaterialstucktothetrucktray).
Table2illustratestheextractionofthekeydatafortruckmodelling.
Table2RationalisedEH4500truckperformance
TruckSpeeds(km/hr)
Loaded Unloaded
Level
45
45
UpRamp
9.9
22
DownRamp
24
30
TruckFuelBurns(l/hr) Loaded Unloaded
Level
429
197
UpRamp
469
469
DownRamp
14
14
Idle
14
14
Table3Scheduletruckcapacity,effectiveoperatingtimeandcycledelays
TruckScheduleData
Values
UnloadedTruckWeight
198
MaximumTruckWeight
480
CarryBack
5%
NominalCapacity
Moisture(%)
100%
4%
ProductiveHoursperYear
6600
EffectiveMinutesperHour
50
Queue&Spot
1.0
Load
2.5
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Dump
TruckModelling
1.0
Table4presentsanexamplehaulageprofile.
Table4Haulprofile
HaulDistances
Values
ForwardTrip(Loaded):
Queue&Spot
Load
Level
800
UpRamp
DownRamp
1,800
300
ReturnTrip(Unloaded):
Dump
UpRamp
DownRamp
Level
TotalMetres
300
1,800
800
5,800
UsingthetruckspeedsfromTable2andhauldistancesfromTable4,thecycletimecanbecalculated
(referTable5).
Table5Cycletimes
CycleTime
ForwardTrip(Loaded):
Values
Queue&Spot
1.00
Load
2.50
Level
1.07
UpRamp
10.89
DownRamp
0.76
ReturnTrip(Unloaded):
Dump
1.00
UpRamp
0.80
DownRamp
3.60
Level
1.07
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CycleTime
TruckModelling
21.68
UsingthetruckfuelburnsfromTable2andcycletimecomponentsfromTable5thefuelburnscanbe
calculated(referTable6).
Thefuelburnpereffectivehour(50minutehour)isthefuelburnpercyclemultipliedbythecycletime.
Table6Fuelburns
FuelBurn
ForwardTrip(Loaded):
Values
Queue&Spot
0.23
Load
0.59
Level
7.63
UpRamp
85.15
DownRamp
0.18
ReturnTrip(Unloaded):
Dump
7.82
UpRamp
6.26
DownRamp
0.84
Level
3.51
Litres/Cycle
104.39
Litres/EffectiveHour
288.92
Table7presentsthefinaltruckproductivityandfuelburnperproductivehour.
Table7FinalTruckproductivityandfuelburns
TruckCycleTimeandFuelBurnCalculations
Values
Truckproductivity(tonnes)perProductiveHour
593
TruckFuelBurn(kilolitres)perProductiveHour
243
Truckproductivity(tonnes)perYear
3,912,381
Sensitivities
Forthepracticalexampleabove,a2.5%rollingresistancewasapplied.Thisvalueissuitableforgood
roadconditions.
Whatwouldhappeniftherollingresistancewas3%andthemaximumlevelspeedreducedto30km/hr
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(from45km/hr)?
Themodel(referTable8)suggeststhatproductivitywouldfallabout6%(orhaulagecostswouldrise
about6%).
Table8Truckproductivityfor3%rollingresistanceanda30km/hrspeedlimit
TruckCycleTimeandFuelBurnCalculations
Values
Truckproductivity(tonnes)perProductiveHour
555
TruckFuelBurn(kilolitres)perProductiveHour
241
Truckproductivity(tonnes)perYear
3,661,768
Conclusion
Themodellingoftruckperformancedirectlyinaspreadsheetisnotparticularlydifficultandallows
tighterintegrationofthescheduleandcostmodel.
Usefulforwhatifscenarios,asdemonstratedabove.
Ifyouwouldlikeacopyofthespreadsheetusedabove,clickthelink(TruckModelling.xlsx).
[email protected].
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