bending and twisting during vehicle
operation. The model incorporates over
70 different joints, including rubber
mounts, cylindrical and ball bearings
and bolted joints.
Analysts also used a wide range of
other multibody elements in the detailed
vehicle representation. Translational
spring-damper actuators represented
suspension damping forces. Expression
force elements were used to simulate
torque for brakes and electric motors,
steering and hoist cylinders and spring
forces in suspensions. Rotation stops
that limit idler pivoting and dump-body
pads were modelled with contact
elements. Characteristics of electric
motors, hydraulic pumps,
oleo-pneumatic struts, tyres and other
mechanical and electrical components
were specified with curve elements.
Exploring
‘
what if
’
scenarios
“The detailed multibody model created
with LMS software predicts vehicle
behaviour to a reasonable accuracy for a
variety of load cases,” Pokras said. “The
beauty of the approach is that when
simulation indicates a potential trouble
spot, it is really quite simple to modify
the model to investigate other design
options. In this way, LMS simulation
software lets us explore alternatives that
would be entirely impractical to study
with physical mockups.”
The multibody dynamics approach
was especially helpful in studying many
different ‘what-if’ scenarios for the
redesign of an axle box to save weight
and allow for easier service accessibility.
After a number of simulation
iterations, multibody loads for the final
design were entered into
LMS Virtual.Lab Durability software to
determine the fatigue life of the critical
structural components and assemblies,
such as the frame and axle box. Tight
integration between LMS multibody and
durability software enable fatigue life
studies to be performed quickly and
accurately, providing engineers valuable
feedback for developing lightweight
parts to withstand expected operational
loads without under- or over-designing
them. The final step in the development
cycle is prototype testing to validate the
design before production begins.
Maintaining mining market
leadership
“Simulation gives engineers an insight
into the behaviour and performance of
the components, assemblies and full
vehicle that isn’t practical otherwise,”
explained James Whitfield, General
Manager of R&D at Liebherr Mining
Equipment. He noted that the role of
simulation at Liebherr has shifted from
that of a verification tool at the end of
design to an upfront development tool
that is now totally integrated into
day-to-day engineering processes.
“It’s not impossible to design mining
trucks without using simulation; other
companies do it all the time,” concluded
Whitfield. “But the only way to design a
market-leading, optimally
weight-efficient truck is with advanced
simulation tools like LMS durability and
multibody software tools that we not
only should use, but must use. We can’t
maintain our market leadership any
other way.”
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