HIGH PROFILE
Cummins ’ optimised hybrid system allowed the truck engine in the NHL NTH260 to be downsized from the previous 2,500HP QSK60 to the 2,000HP two-stage QSK50
major engine rebuild or overhaul – you could do that . That means you could retrofit a truck already out there with a retrofit hybrid kit and get some emissions reductions now as well as fuel savings .”
The second Cummins pathway centres on alternative fuels . “ This depends somewhat on where you are in the world . If you are in a region with natural abundance of ethanol or methanol , which are carbon lowering fuels , this can mean minimal interference with the existing engine – for example you could use a dual fuel kit , which is what we are doing with Komatsu and Vale using ethanol in Brazil . And once you start using alcohol-based fuels – it puts you on a pathway towards hydrogen if that becomes a fully scaled solution .”
Cummins is investing in both pathways . Puga adds : “ Miners want solutions now to help them make progress . While many OEMs are focusing on going straight from diesel to full BEV , we at Cummins are hearing from miners that they need to show some significant progress now and that they can ’ t wait for full BEV to be available or indeed commercial from a productivity point of view . Looking at the mines today , you have a whole existing installed base of trucks with turnover of 8-10 % a year . So , you can either scrap whole fleets before their scheduled retirement and start again at huge cost , or look to progressively decarbonise with bridge solutions then you get decarbonisation benefits on those trucks still running until their scheduled replacement without massive extra cost .”
Proven significant fuel savings from hybrid
The NHL hybrid truck , despite being a prototype is already yielding 15-20 % fuel savings at Baiyun . “ Other players planning to bring out hybrids are speculating on potential savings – we are showing it is the case and have the real mine field data to prove it .” While the NHL hybrid was a first fitment in the factory , the design is also retrofittable . Puga : “ For me the key value for hybrid is that it offers maximum uptime and lower cost of operation while bringing the emissions wins . If hybrids unlock 30 % fuel savings this directly translates to major emissions cuts today . This makes the business case for investing in it much easier . Other solutions out there do not hit the same TCO parity . Hybrid is especially well suited to deep pit mines with a lot of topology variation so you get a lot of energy back from regenerative braking .”
Puga says you have two main hybrid options . “ You could choose to keep the same size engine and add a battery pack , but this will likely sacrifice some percentage in terms of payload , though it will still allow the truck to go faster . Or , you downsize the engine and keep the same weight when the batteries are added but you still save on fuel .”
Do hydrogen combustion engines have any legs in mining ? “ It is a bit early to say – the challenge with hydrogen is primarily infrastructure related . If you are bringing it in by tanker or pipeline that is expensive . There ’ s the option to produce on-site using an electrolyser , but I don ’ t think hydrogen ICE has reached technology maturity yet enough to hit the required performance requirements for heavy-duty mining applications . Today , it is still not a higher performing or parity performing product .”
What are Cummins ’ mining customers saying and what is likely to be the in demand short term solution ? “ First and foremost , they are talking to us about uptime and quality being there for any solution . They can ’ t afford to have trucks down in an active mine site so they want us to ensure that any new technology is proven to the extent this will not happen . When it comes to decarbonisation , there is a real desire to partner which was not there before . We at Cummins can ’ t develop the perfect technology in a vacuum . We want miners to partner with us , help us run pilots and trials and give us feedback . We also need the truck OEMs to engage . Everything needs to happen together to ensure success . From the Cummins point of view , we are also trying to figure out the right investment pace for the market on the ground , so we don ’ t get too far ahead too quickly in case adoption stalls or slows down .”
Puga concluded by saying that Cummins believes there is a real need out there for a bridging hybrid solution that is underestimated , as it has not been the focus of the large truck OEMs but from the mining side it really is becoming a major focus , especially as the realisation is setting in on how long the road to full BEV will be . Looking at a hybrid solution that uses a dual fuel engine with batteries – you can approach 80 % carbon reduction – and for the installed base of trucks that is a no brainer . While nothing beyond the NHL truck trial has been made public , Puga said a lot is happening internally and behind the scenes . “ We have been quietly developing viable aftermarket hybrid solutions that we are ready today to find customers for – we have already looked at numerous different hybrid architectures including both for diesel electric and mechanical drive trucks . So we are ready , we have designs , it is more about how and when we get them out into the market – both with mining groups but also truck OEMs . And we are getting good engagements – there are a number of projects where we have already passed what you could call the sensing and discovery phase with hybrids and have moved on to full programs – watch this space .” IM
26 International Mining | NOVEMBER / DECEMBER 2024