Professional Documents
Culture Documents
Kevin Emmett
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Topics to be covered:
Global overview of Earthmover tyres Technical aspects Temperature and pressure monitoring TKPH Weight Studies
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What is a tyre?
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a visco-elastic toroid comprised of, high modulus flexible filaments, embedded in and bonded to, a low modulus matrix, which forms an anisotropic shell structure
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Radial
More technologically Advanced solution Offers many performance Advantages More expensive to purchase but has lower cost per hour than bias
Cross-Ply
No steel used in casing or Crown Cheaper to purchase Generally lower life potential Higher cost per hour than steel braced Radial
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Tyre materials: Rubber, both synthetic and natural Chemicals Carbon black Cord materials A typical tyre uses 47 or more different products
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Radial Earthmover Tyre Building: First step: The casing (air bag) Various rubber products are Assembled on a cylindrical drum
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Radial Earthmover Tyre Building: Second step: The Belt is applied The cylinder of rubber products is inflated, then the belt plies and tread rubber are applied: Two independent working parts
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Radial Earthmover Tyre Building: Third step: Curing The tyre is placed in a mould where it is vulcanized (under high temperature and pressure) to bond the rubber products. The finished product, including the tread pattern, is also formed during this stage
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Shoulder zone
Tread rubber
Sidewall
Carcass ply
Turn up ply
Bead wire
Bead area
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Tyre performance is shown as a function of factors found in two key areas: The tyre itself The site parameters
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Tyre Performance
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Tread design Tread depth Tread rubber compound WDAS (speed capability) TKPH Air pressure recommendation
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51 XDR B4 20 Km/hr WDAS 740 TKPH Tyre ideally runs at 6 bar (600 kpa) and will carry 46,250 kg. The max permitted for this tyre is 51,000 kg at 7.5 bar (750 kpa)
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Type of equipment Weight distribution Site speed (average and max) Haul lengths Wheel position Ambient temperature
Variable factors
Air pressure maintenance Tyre matching Rotation policy and scheduled changes Tyre record/analysis Mounting procedures Repair procedures Workmanship and materials
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3% Circumference
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Loader
6%
3%
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- 2% +
1.5%
1.5%
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APPLICATION
Type of equipment Operators Speed in turns Haul length Hours of operation Weight distribution Average speed Ambient temperature Maximum speed
Tyre matching Tyre rotation/matching Machine modifications Working surfaces Air pressures Pit areas
PERFORMANCE
Tread design
Tread compound
Tyre fitting
MAINTENANCE
TYRE
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These can all be monitored with the application of Site Severity Studies
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Case study: Improvement in tyre life from 4100 hrs in 2005 to 8000 hrs ytd 2008 (33.00R51) and from 3900 hrs to 6500 hrs ytd 2008 (37.00R57)
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Ore dump. Water, best cutting agent for rubber, and large rocks to reverse over.
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Underfoot conditions in the waste dump area, where are the tailings?
Road width, 2.5X width of truck? Undulations, cause spillage, one sided load causes tyre overload situations
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One sided loading creates massive overload factors (or underinflation) and causes this.
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Examples of Loading:
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TKPH:
What is TKPH? It is an expression of the working capacity of a tyre. It is a function of the maximum allowed structural operating temperature of the tyre TKPH is calculated to agreed international standards Why do we calculate TKPH? So that we are able to keep the tyre operating within its safe working zone To obtain the highest productivity while still in the safe working zone (Highest speed with the heaviest load) To choose the most suitable tyre for the site so as to decrease the costs per tonne Kilometre/Mile
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1 4 3 2
F 2 1
3 The rubber elements store the energy. . Part of the energy is transformed int heat. .
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TKPH:
A tyres TKPH depends upon its design and varies according to size and type. It is a function of load and the number of Kilometres covered per hour at an ambient temperature of 38 C Pages 106 107 in the data book give a full example of calculating a TKPH Michelin use 5km as the base length for a haul. (page 108) gives you two tables for K1 (length of haul) and K2 reference between WDAS (speed) and ambient temperature these coefficients need to be applied in order to make the correct calculation.
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There is no magic in improving tyre life and managing tyres in a fleet. Too often due to familiarity we stray away from the BASICS. Get the BASICS correct and tyre life will improve
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Any questions
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