LOAD HAUL DUMP MACHINE

INTRODUCTION

Load haul Dump (LHD) machines were firmly established as loading equipment in
trackless underground mining world over by 1960s. LHD is basically a front end loader
specially designed for material handling in underground mining and tunnelling operation.
This is a rugged machine intended to provide one vehicle with one man, with vehicle loading
itself, hauling the load over level or inclined haulage ways, and dumping the load in ore pass
or one-way transport equipment (e. g. shuttle car, low profile dumper, mine car etc.)
The common application of L.H.D. (both electric and diesel) in the case of underground
metal mining operation are mine development, sublevel stoping, shrinkage stoping, room and
pillar mining, sub level caving, whereas in the case of underground coal mining operation
specially electric LHD is being successfully used for mine development as well as for
extraction of coal in depillaring operation.
After the sudden increase in the oil prices, greater importance was given to the
operating cost of L.H.D. as well as to the indirect cost for ventilation. Therefore, the use of
electric LHD is becoming more popular day by day. LHDs are being manufactured for
different capacities ranging from 1 ton to about 15 ton (tramming capacity) by several
manufacturers (e.g. Sandvik / Sweeden, Eimco Elecon of USA, MAN G.H.H. of West
Germany, Jervis Clark of Canada, Equipment Minear of France, Toro of Finland, Schopf of
West Germany etc.).

Fig. 1 Electric LHD machine

The main types of LHDs are (1) Electric LHD, (2) Diesel LHD. Diesel and electric
LHDs are extensively used in underground metal mines, whereas Flame Proof electric LHD
is used in underground coal mines in Bord and Pillar operation. A schematic representation of
an Electric LHD is shown in Fig. 1.
The power from the Gate End Box (GEB) is supplied to the main motor of the
machine (550 V supply) through the trailing cable which is wound on the Cable Reeling
Drum (CRD). From the CRD through slip rings power is supplied to the main motor of the

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machine. The motor drives number of pumps through power take-off unit. The main variable
displacement pump supplies hydraulic power to variable displacement motor that is
connected with the power divider. From the power divider, the power is equally distributed to
the front and rear differential through cardan shaft and universal coupling. From the
differential unit the power is transferred to the wheels through wheel end planetary reduction
gearbox.

The fixed displacement pump connected with the power take-off unit supplies power
to the working hydraulic system, steering system and braking system. There is an
independent hydraulic system for the CRD drive. The length of the trailing cable varies from
100 to 200 m, that restricts the travel distance of the machine. During hauling and flitting
operations of the machine, the cable should be reeled and unreeled automatically. There
should always be a minimum tension in the cable. If the cable coming out of the CRD is too
tight, there is a chance of its snapping from the GEB end; on the other hand, if the tension in
the cable is too low, the wear and tear of the cable will be more, and the machine can run
over it during its reverse motion. Therefore, there should always be a constant tension on the
cable.

SEED CONTROL OF ELECTRIC LHD

Speed control of any electric driven vehicle is generally accomplished either by
changing the speed of electric motor (used as prime mover) or by changing the parameters of
the components of transmission system (other than prime mover).
Owing to the advancement of semiconductor technology, the controlling of speed can
be achieved by changing the voltage and frequency that requires additional motors for
ventilation. The frequency and voltage controlled A/C motors are comparatively much large
in size than constant speed motor. Hence for designing an L.H.D, which is basically a low
profile and compact machine, it becomes a bottleneck. Moreover, the sophisticated
semiconductor technology requires careful maintenance and is much susceptible to failure.
Owing to the above reasons, the speed control of Electric LHDs is generally not found
practicable by electrically controlled three phase drive. Therefore, the only solution left is to
control the speed by changing the parameters of the other components of power transmission
system.

Types of Speed Control with respect to Power train arrangement

Where the A.C. motor is the main prime mover, squirrel cage induction motor is
found best suited for L.H.D. application due to its heavy duty construction, which requires
less maintenance and is easily made as Flame Proof (FLP) unit.
As mentioned earlier, speed control of L.H.D. by changing the r.p.m. of induction motor is
not found practicable; therefore, controlling the speed has been achieved by changing the
parameters of hydrostatic or hydrodynamic drive incorporated in transmission system.

Speed Control of L.H.D. by using Hydrostatic Drive System

In the hydrostatic drive used in LHD machine, a closed circuit system usually
employs a variable displacement pump of the axial piston type connected hydraulically to a
fixed or variable displacement motor. One additional and small pump is also incorporated
which is driven by the same prime mover and supplies the oil to the main line through non
return valves. This oil is required for constant replenishment of circuit due to internal leakage
of oil in the circuit from main pump to motor. Depending upon the system pressure the swash
plate angle of pump is changed automatically, thereby the controlled flow is supplied to the
motor, which regulates its output speed. By this close circuit arrangement, the motor can be

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reversed only by changing the direction of flow of pump to the motor and it also prevents the
cavitation of the pump due to high speed. To brake the vehicle, the brake pedal is
appropriately released to reverse the operating mode of pump and motor, causing the pump to
drive the motor which then operates as a generator to feed braking energy into the system.
Fig. 2 shows the block diagram of the hydrostatic transmission system of electric driven
L.H.D.

Fig. 2 Schematic representation of the Hydrostatic Drive of LHD machine

Speed Control of L.H.D. by using hydrodynamic drive system

In hydrodynamic drive system, the kinetic energy of the fluid is used. Hydrodynamic
drive system basically incorporates the hydraulic torque converter and the output speed is
varied depending upon the torque requirement. By the fixed torque ratio of the converter and
for the constant r.p.m. of electric motor, the output speed of torque converter can only be
varied upto a certain range, which only depends on stall torque ratio of the converter. With
the use of variable torque converter, the stator blade angle can be adjusted and thus the
hydraulic flow from pump (of torque converter) can be varied before entering the turbine (of
torque converter). Thus the change of speed with respect to the torque can be achieved for
wide range by changing the stator blade angle. (Just like diesel engine with fixed torque
converter where the wide range of vehicle speed can be achieved by changing the r.p.m. of
the engine from idle to full r.p.m.). However, such hydrodynamic drives account more heat
losses. As the machine size increases, economic considerations limit the equivalent increase
in power and it becomes necessary to supplement a torque converter with a multi-ratio gear
box. This would normally be of multi disc clutch power shift type for durability and
maximum efficiency. The vehicle is braked by the wheel and service brake (either by caliper
type disc brake or multiple disc brake). Figure 3 shows the hydrodynamic transmission
system of electric driven L.H.D.

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 Fig. 3 Schematic representation of the Hydrodynamic Drive of LHD machine

The speed control electric LHD by thyristor controlled motor drive was once tried, but was
found less successful compared to the others as discussed above.

Hydraulic System of a LHD Machine (EIMCO 811 MKV)

The hydraulic system in a LHD machine is used for
 Steering System
 Brake System
 Bucket Hydraulic System
 Cable Reel System
 Hydraulic Fan Motor Cooling System

The hydraulic pump used in LHD machine is a Tandem Gear Pump. This Tandem Gear
Pump has two sections;
1. 16 GPM Delivery
2. 14 GPM Delivery

The system functioning of these two sections is described below:

16 GPM Section

The hydraulic oil delivered from 16 GPM section is utilized for the following operations:
 Steering System
 Brake System
 Bucket Hydraulic System

The oil from 16 GPM section enters manifold through a 10 micron in line filter. The filter is
provided with by-pass valve and indicator.

The oil entering in manifold at P in goes into the steering circuit through check valve (1) and
into rear and front brakes through check valves (2 and 3). When the pressure in these circuits
builds upto sequence valve (4) set pressure (2000 psi), the oil goes to directional control
valves through Pout for bucket operation.
When one of the systems, either brake or steering is operated, the pressure in that system
decreases. When the pressure is equal to sequence valve low pressure, valve poppet moves to
closing position (loading) and the oil pressure builds up in the system to be utilized. In this
way, the sequence valve continuously functions to maintain steering and brake circuits
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operating pressure. It means the minimum operating pressure of 2000 psi is maintained for
steering and brake circuits.
Any abnormal increase in pressure due to malfunctioning of sequence valve or relief valve of
directional control valve (service valve) is taken care of by relief valve (5) set at 2700 psi,
provided in the manifold.

Working of the Steering Circuit

The main components of the steering circuit are steering control valve (6) with built in relief
valve, accumulator and steering cylinder of bore diameter 100 mm. When steering valve
spool is actuated by lever, it supplies pressurized oil (1500 psi – 2000 psi) to the respective
port of steering cylinder and the machine steers accordingly. The function of the double relief
valves RV1 and RV2 is to absorb shock loads by relieving the pressure to the other port of the
cylinder.

Working of the Brake Circuit

Service Brake: The service brake is a dual brake system provided on rear axle and front axle.
One accumulator is provided for each front brake circuit and rear brake circuit. When brake
pedal is depressed, it depresses spools of two independent brake valves (pressure reducing
valves PRV1 and PRV2) and the pressurized oil flows through these valves to respective brake
cylinders of axles; thereby actuating the brake cylinders and hence, brakes are applied. The
recommended brake circuit pressure is 1400 psi to 1600 psi.
Parking Brake System: The parking brake arrangement is provided only on front axle. It is
Spring Applied and Hydraulically Released (SAHR).
When park brake lever is in ‘ON’ position, the flow of oil to park brake cylinders of front
axle is cut-off and hence brake is applied automatically due to spring tension.
Simultaneously, the parking brake valve diverts the pressure oil flow from transmission
circuit to ram provided on top of throttle pedal. This pressurized oil forces out piston rod of
ram and hence locks the movement of throttle pedal.
When the parking brake is released, valve supplies oil to park brake cylinders. This
pressurized oil compresses springs and brakes are released. Also, flow of oil to throttle pedal
Ram is cut-off. The machine will now move when gear is engaged and the throttle pedal is
depressed to actuate the inching valve. To release park brake, steering circuit oil is utilized.

Working of the Bucket Hydraulic System

The oil released from sequence valve enters directional control valve (service valve) of the
system. The service valve is a multi bank spool valve, consisting of relief valve. The valve
actuates Roll Back Cylinder (B1), Lift Cylinder (B2) and Push Plate Cylinder (B3), when
respective spool lever is operated. The oil from the bucket hydraulic system returns to tank
through oil cooler. The recommended system pressure is 2000 psi.
14 GPM Section

The 14 GPM section delivers oil to hydraulic fan motor (7) for the cooling system and the oil
enters cable reel valve (8) through a 10 micron inline filter provided with filter bypass and
indicator.

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Any abnormal increase in pressure due to mechanical damage or stalling of fan motor is
taken care of by inline relief valve, set at 2200 psi (9) provided between pump delivery and
fan motor.

Cable Reel System

Functioning: The reel sifter valve controls the operation of the motor and keeps the
necessary tension on the cable.
a) Machine in Standing Position: When the machine is standing still and the electric
motor is running, the pump flow opens the high pressure relief valve and passes to the
tank.

b) Cable Winding: When the machine is moving backward, the pump flow moves the
check valve and feeds the motor. The circuit is protected by the high pressure relief
valve, set at 750-900 psi.

Cable Unwinding: When the machine moves forward, the cable turns the cable reel in the
opposite direction which causes the motor to work as a pump, pumping oil against the pump
flow. The pilot signal from this circuit moves the pilot valve (sleeve) inside the shifter valve,
opening a free passage for the pump flow to the tank and the flow originated by the motor
opens the low pressure relief valve (set at 250-300 psi) to maintain tension on cable. The reel
shifter valve operation is automatic.

Bill of Material (Hydraulic Circuit of LHD Machine)

1. BA – Brake Accumulator
2. RBP – Rear Brake Pressure

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 3. FBP – Front Brake Pressure
4. STA – Steering Accumulator
5. STP – Steering Pressure
6. SA – Service Accumulator
7. SP – Service Pressure
8. PRV1 & PRV2 – Pressure Reducing Valve 1 & 2
9. RBC & FBC – Rear & Front Brake Cylinder
10. RDB & FDB – Rear & Front Disc Brake
11. SCL & SCR – Steering Cylinder Left & Right
12. RV1 & RV2 – Relief Valve 1 & 2
13. SV – Steering Valve
14. Pin & Pout – Pump IN & Pump OUT
15. SAHR – Spring Applied Hydraulically Released
16. P – Pump, T – Tank
17. B1, B2 & B3 – Bucket Operations (Roll back cylinder, Lift cylinder and Push plate
cylinder)
Specification of LHD (EIMCO – 811MK V)

Rated load 2270 kg.

Breakout Force 3629 kg
Bucket capacity 1.5 m3
Dumping time 4 secs.
Raise time 4 secs.
Return Dump time 3 secs.
Overall length (bucket down) 6750 mm
Height of the machine 1800 mm
Width of the machine 1250 mm
Width of the bucket 1830 mm
Minimum turning radius for 900 turn 2050 mm
Motor 50 hp, 550 V, 3 – phase, 50 c/s
Speed Minimum 3kmph & Maxm. 12 kmph
Transmission Heavy duty industrial integral torque converter
Axle: Heavy duty industrial torque converter
Parking Brake Spring applied hydraulically released on front axle. Fail
safe operation
Steering Center articulated full power hydraulic with
accumulator reserve, stick operated
Tyres: 9.0 × 20 – 14 ply rating, 90 psi
Cable reel drive Hydrostatic
Weight 7100 kg.

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Alternative Hydraulic System of Cable reeling Drum of LHD machine
The cable reel circuit shown in Fig. 10 includes the hydraulic tank, a pump, an oil reservoir, a
cable reel shifter valve and a cable reel motor / pump. The pump is driven by an electric
motor. The pump pressure port is connected to the IN port of the cable reel shifter valve. The
OUT port of the cable reel shifter valve is connected to the cable reel motor. The OUT port of
the cable reel motor is connected to the EXHAUST of the reel shifter valve. The TANK port
of the reel shifter valve is connected to the oil cooler. The oil from the oil cooler is routed to
the return filter in the hydraulic tank.
The cable reel shifter has a high and low relief valve. When the cable reel is reeling in cable,
the high pressure relief valve functions. Oil that flows from the pump to the reel shifter valve
opens a check valve that diverts the oil to the cable reel hydraulic drive motor. The high
pressure relief valve is in the circuit to limit the hydraulic motor torque and to divert excess
oil not required to maintain the hydraulic motor speed (to match the speed of the machine) to
the exhaust port of the reel shifter valve.

Fig. 10 Hydraulic system of Cable reeling drum

When the cable is being pulled from the cable reel, the hydraulic motor becomes a pump that
delivers oil to the shifter valve spool that closes the check valve that shifts the main spool.
The spool than diverts oil coming from the pump to the exhaust port of the valve. The spool
also directs oil from the hydraulic motor to the low pressure relief valve, then to the
EXHAUST port. This contains a slight drag on the cable motor to maintain tension on the
cable. The oil from the pump going to the exhaust port eliminates heat which normally builds
up by constantly going over a relief valve.

Factors governing the success of LHD application are:

 Moderate gradient

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  Strong Roof and Floor
 Multi-face operation
 Good haul road condition
 Effective and matched coal face evacuation system.

The limitations of the LHD machine are:

 It can negotiate lesser gradient (maxm. around 1 in 6) compared to SDL
 Being tyre mounted machine, tyre failre is one of the frequent breakdown of the
machine
 Damage of trailing cable due to improper reeling over the drum and more wear and
tear of the cable due to contact with side wall of the pillar while taking turn.
 Possibility of tyre slippage on slushy floor.

The major breakdown associated with LHD machine is in regard to hydraulic system.
Various operational problems related to LHD are enumerated below:
i. Excessive heating of oil resulting in
ii. disintegration of oil and sludge formation
iii. failure of hydraulic cylinders
iv. tyre puncture
v. deformation of all rubber parts like oil seals, o-rings etc..

Determination of LHD Production capacity

1. Designed bucket capacity 1.5 m3

2. Bucket Fill factor 0.80
3. Specific weight of loose coal 0.825 t / m3
4. Weight of one bucket coal for standard bucket capacity 1.0 t
5. Average hauling distance 50 m (one way)
6. Average tramming speed 4 kmph
7. Time to travel to and fro (100 m total) 1.5 min
8. Loading and unloading time 1.0 min
9. Time for one cycle 2.50 min.
10. No. of cycles per hour 24
11. Machine efficiency 85 %
12. Coal handled per hour 20 t
13. Loss of travel time at the beginning and end of the shift 1 hr.
14. Shift available hours 7 hrs.
15. Machine availability 80 %
16. Effective machine working hours 5.6 hrs.
(1.4 hrs lost on account of machine inspection,
routine maintenance, machine down time due
to breakdown in each shift)
17. Standard production capacity per shift 20 × 5.6 = 112 t.

18. Machine utilization 55 % ( 3 hrs.)

(Net machine working hours deducting loss
of time due to non-availability of coal at face,
breakdown of coal evacuation system, power failure,
shifting of machine etc.)

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Achievable production capacity per shift 62 tonne.

Reference:
1. Lecture notes of the short term course conducted on Loading equipment for
underground mining by Prof. S. Dasgupta / Bengal Engg. and Science University /
W.B
2. Product literature of Eimco Elecon India Ltd.
3. A. De, K. Dasgupta, `Speed control of electric load haul dump machine’, Minetech,
vol. 9, Nov. 1988, pp. 43-48.

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