Future direction of electrifying fleet at depth at the CSA Mine
•Download as PPTX, PDF•
0 likes•138 views
This presentation explores the challenges and advantages in bringing the first 14t battery loader into Australia as these battery electric vehicles have recently become economically viable and practical to use with increased energy density batteries available.
Recommended
More Related Content
More from NSW Environment and Planning
More from NSW Environment and Planning (20)
Recently uploaded
Recently uploaded (20)
Future direction of electrifying fleet at depth at the CSA Mine
- 1. Electrification at CSA Chris Hamilton Production Manager NSW Production Manager Forum December 2019
- 2. 2 GlencoreinAustralia Operations Fast facts 16,300 people Including contractors, across Australia 6 Commodity Departments Coal, Copper, Nickel, Zinc, Oil and Glencore Agriculture 25 mines Across three states and the Northern Territory Since 2008, our business has invested over $23 billion into Australia, building new operations and sustaining existing operations. That equates to an average rate of investment of roughly $2.3 billion every year or $6.3 million a day, every day for the past 10 years. CSA Located in Cobar, Central Western New South Wales, CSA Mine produces copper concentrate with a silver by-product. The product is then transported via rail to Port Waratah in Newcastle, from where it is shipped to smelters around the world. North Queensland copper mining and processing operations include the Mount Isa Mines complex, Ernest Henry Mining near Cloncurry, and copper refinery in Townsville Ernest Henry
- 3. 3 Glencore–CSAMine Cobar District 25km N Endeavor Mine (CBH) PbZn, 35km from CSA CSA Mine Tritton Mine (Straits) Cu, 120km from CSA Peak Mine (Newgold) AuCu 20km from CSA Hera Mine (Aurelia) AuCu, 90km from CSA COBAR New South Wales Canberra Sydney CSA Mine A u s t r a l i a Total employees = 380 CMPL + 245 Contractors (30th June 2019) Producing 1.2 Mtpa of Copper / Silver ore (4.2% Cu, 16g/t Ag)
- 4. 4 Glencore–CSAMineHistory Cobar Sinking No.1 Shaft (Feb. 1962) CSA Mine (Jan. 1964) CSA Mine (present day)
- 5. Historical Perspective 5 Ammesa 14t Electric – late 1980’s Epiroc ST14 BEV - 2019
- 7. CurrentFleet • 12 x 60t Trucks – 1.2Mt Ore • 8 x 18t Loaders • 5 x Volvo L120 • Graders • Agi, LV etc • DPF Filters • 5 Jumbo, • 2 Simba, • 4 cable bolters • 5 Diamond Drill • 35 light vehcles 7
- 9. LOMCooling 9 Effective cooling capacity with rental units is insufficient to provide cooling requirements – Limited Intake air capacity of existing surface intake opening and Rental plant limited by R134a supply water of 5ºCwb to produce 8ºCwb off. Solution: 1. Convert to Fixed plant (Permanent ammonia plant can supply 2ºC water to produce 5ºCwb air), or 2. Consider interim UG Rental cooling options
- 10. QTSN Decline air quality 32 >32 30 28 26 24 18 <18 Wet bulb Temperature (oC) Statutory limit for ventilation controls (27°C) WB Statutory limit for ventilation (32°C) WB West QTSC 8640 8580 8540 8500 8920 level , TWb : 28.9oC /(27) q= 64 m3/s, D:0.052m3/s/kW 8820 level , TWb : 29.5oC /(27) Q - 55 m3/s (58), D - 0.048m3/s/kW /(0.05) 8760 level , TWb : 30.4oC /(27) Q= 45 m3/s/(58) D:0.04m3/s/kW (0.05) 8700 level , TWb : 29.8oC /(27) Q= 70 m3/s/(73) D:0.048m3/s/kW (0.05) 8670 level , TWb : 30.8oC /(27) Q= 63 m3/s/(73) D:0.041m3/s/kW /(0.05) 8580 level , TWb : 28.1oC /(27) Q= 75 m3/s, D:0.06m3/s/kW 8540 level , TWb : 28oC /(27) q= 20 m3/s/(73) D:0.03m3/s/kW /(0.05) 8610 To improve the decline’s air quality, extra 75m3/s fresh air is required 8500 level , TWb : 28.3oC /(27) q= 20 m3/s D:0.06m3/s/kW Trucks 2 Loader 1 Trucks 2 Working Levels, TWb : > 32oC /(27)
- 11. HeatReduction • Obvious is Diesel or Additional vent upgrade • Proven 9x less heat at Glencore Nickel Rim • Biggest User is MT 6020 Trucks – 1,200L per day per truck 11 1 l = 10 kWh 3,5 kWh of work 6,5 kWh of heat Exhaust Internal 0,5 kWh cooling Fans, pumps 3 kWh net 30% efficiency 10 kWh 7-8 kWh net Regeneration 0,2 kWh cooling Fans, pumps 70-80% efficiency 0,85 kg 91 kg
- 12. Realisation in 2017 • Engage with Industry for BEV truck: • Our biggest Diesel consumer – 8kl/day • Realisation of Battery Technology • Better suited for Loaders • Targeting Canadian/ Sth American Markets = Smaller • Rapidly evolving – Battery Hire vs Buy 12 Scooptram ST7 Battery Minetruck MT2010 Battery Boomer M2 Battery
- 13. Original Decision Journey • Visit Glencore Canadian Operation and learn • Epiroc Site Visit • Buy world’s first 14t loader and learn from technology • Leverage Glencore with other OEM. • Buy 1st 18t loaders • Work towards BEV truck for 2023 • Remainder of Fleet 13
- 14. ComparisonwithDiesel • Total Cost of ownership • Servicing • Fuel • Vent /Chilling • Trained Maintenance • Other costs – DPM, Noise, Vibration - ALARP 14
- 15. BEVConsiderations • On board charging vs Battery Swap • Battery swap type – Crane vs Onboard • Cell Chemistry – Stability vs Performance vs Charge Rate • Motor Location – Wheel Motors vs Single Motor • Hire vs Buy Batteries and Maintenance • Charging Plug and Infrastructure 15 Artisan/Sanvik battery swap
- 16. Battery build up and usable capacity 16 × 672 = Module 2x 50 V 55 kg 672 Cells 2x 12s28p × 8 = Sub-pack 800 V 605 kg 5376 Cells 4.2 V 0.062 kg Cell NMC Epiroc specific Battery pack × 2 = × 4 = × 5 = Drilling 800 V 140 kWh 2 100 kg ST14 800 V 280 kWh 4 500 kg MT42 800 V 350 kWh 5 100 kg
- 17. Safety-onion 17
- 18. Batterycapacity 18 100% 0% Battery capacity Battery life 100% Displayed to Operator 0% 0% Available to Operator 100%
- 19. Performance and range ScooptramST14Battery Cycles 37 Driving range 3h 15 min Load up the ramp 250m T/h kWh/T +25% -74% ST14 Diesel ST14 Battery Cycles 67 Driving range 4h 40 min On grade 250m each way +7% -71% T/h kWh/T
- 20. ScooptramST14Battery 20 Transmission without torque converter and reverse gears Traction motor Inverter s Battery Auxiliary motor
- 21. OperationinSwedenandFinland 21 Observed battery loader in operation and CSA were able to operate it Bogging methodology is slightly different. Machine had good power and was quiet to operate Battery commissioning and software issues – Currently limited run time
- 23. Electrical 23
- 25. Battery 25
- 27. Implementation 27 • Risk Assessment with key stake holders • Delivery May 2020 ( From Feb 2020) No longer world first • Start with loading crusher next to workshop at 9L • Intensify Field Tests – 10L crusher, development, stopes • Leverage Glencore Global • Purchase 2x 18t Battery Q4 2020 • Purchase Battery Pantograph Trucks – 2023
- 28. Going Forward • Work together common standard • Common Plug ie CCS2 • Equipment standard ie Glencore/Vale Generic Equipment Specification for BEV UG mobile Equip • Regulations • MDG 15 • Ventilation re-use • Fire risk 28
- 29. Working together as an industry • Engaging with OEM’s for Australian Sized Equipment • Complete Electrification – IT, LV, Drills • Learn from each other • Global Standard Pantograph • Electrification of Trucks– why CSA started this journey 29
- 30. Appendix • Glencore CSA - ST14 Battery_HD.mp4 • Battery Change Kiitla 30
Editor's Notes
- Hi, I’m Chris Hamilton and I have been the Mine Manager at the CSA mine for the last 4 years. Thankyou to the NSW Resource Regulator for the opportunity to present the process that CSA is going through towards a diesel free mine. This forum is a great opportunity for our industry to grow and learn.
- Most of you would have heard of Glencore. Based in Baar Switzerland, Glencore is a large multi national commodity company with operations covering Copper, Coal, Nickel, Zinc and grain with over 16,000 people employed in Australia. Glencore has invested $23 Billion in to Australia over the last 10 years, which equates to $6.3M/day. The CSA mine 100% owned by Glencore and is part of the copper group that includes the earnest henry and Mount Isa Mines and the Townsville refinery.
- Cobar a town of around 4k people sits 500km West of Sydney and is home to a number of mines including Peak Gold, Hera, Endevour Pb/Zn and Tritton Cu mine. The CSA mine is the largest employer in Cobar with 380 direct employees and around 245 contractors. We are 20km to the North with exploration tenements south and East of Cobar.
- Discovered in 1871, almost 150 years ago, CSA gets it’s name from the Cornishman, Scotsman and Australian who first discovered it. Development began in the 1900s until 1920 when a shaft fire closed the mine. A decision to develop operation was made in 1961 with the current #1 and #2 shafts sunk, with production in 1965, with ore delineated to 1000m below surface. The current orebody we are mining, QTS Nth was discovered in 1974, and the QTS Central in early 1990’s . Glencore took ownership of the CSA mine in 1999
- Whilst we often think we as engineers are at the cutting edge, it is interesting to look back at how similar challenges were over come by our predecessor. The photo at the top shows the loader in the heritage park in Cobar. It is an Ammesa from late 1980’s, designed based on Cobar Miner Frame- 1000V overhead mono rail system and able to mine 14t of ore. This was designed and built with CSA engineers to solve the same issues we are discussing today. The photo on the bottom shows our new BEV Epiroc loader in Sweden. It is also a 14t machine, almost 40 years after the Ammesa loader
- The CSA is a very deep mine, with ore today mined at a depth of 1.8km, and trucked to the #2 shaft bottom of 900m below surface a 6.5km trip each way for the trucks. We are currently the second deepest mine in Australia behind MIM copper at 1.9km and one of the highest grade copper mine in Australia with a reserve in 2018 – 6.41Mt @ 3.8% Cu . The stopes in the next 4 years are shown in the colored sections, taking us below 1.9km with QTS in the on left and QTS Central on the right. The depth over life of mine goes 1.8km to 2.2km in 2032. Currently CSA has high ventilation requirements to manage heat with auto compression accounting for 40%, as well as rock strata at 56 deg, High surface temperatures and diesel equipment. Today we have 750 cu of air passing through the mine with 18MW of cooling to maintain summer temperatures to our plan of 28WB in main declines. Going forward to maintain our ore production rate of 1.2Mt/yr 50kt of Cu we nee to considerations future conditions an legislation around licence to operate. CSA have previously committed to a Shaft deepening programme in 2012, in recognition of these issue, which would have target a depth of 1.5km. The highly laminated plastically deforming ground at depth makes vertical openings for shafts un feasible. We have also considered a conveyor program with options to remove trucks but was found to be uneconomic due to the time to develop
- With a relatively large fleet of 12x 60t trucks, mainly Epiroc 6020 at top photo and 8x 18 tonne Cat R2900 loaders, each truck is burning 1000l day of fuel. There is also a large fleet of and ancillary equipment with 5 IT and 35 LV. CSA has fitted all of our heavy vehicles with DPF filters, but are conscious of future Nano DPM risks and the additional heat the higher Tier engines produces without necessarily remove nano particles. The life of these trucks is currently 48k hrs to 60 khrs and we are due to charge these out starting in 2023, so any purchase decision we make we will have to live with for the next 8 years.
- During our life of mine process, we have modelled the ventilation volume required to meet production requirements. This showed that an investment of $65M was required to start in 2019 to facilitate a new intake shaft system to depth of 1.2km as well as additional fans to take the total airflow from 750cu to 1000cu sec. The modelling also showed that with the existing fleet, a further capital investment would be required in 2024 to add a new return system at depth with more power and ventilation costs. These costs were making CSA un viable
- A cooling model was also developed showing a cooling for the current 20MW to 26MW is required in the next 3 years
- Ventsim modelling of the current work area has shown that temperatures at the exhaust of each level are reaching our withdrawal zone of 32WB, with a decline intake temperature of 28WB and drawing down a chilled intake rise system
- From the vent modelling it is obvious that we need to remove one of our main heat sources and requirement for ventilation volume. If we don’t do this, we will require a second upgrade project. Our sister mines in Canada at Nickel Rim in field testing with CAT 1300 loaders, performing the exact same work program produced 9x less heat over a fixed period of time. As shown in the table, Diesel equipment is 30% efficient against 70to 80% efficiency for Battery electric machines. As our trucks are burning the most fuel, we believed that we should target these machines first
- In around 2017, Industry was engaged to see the state of play with regard to Battery Trucks, as Artisan had recently released a 40t truck. OEM’s Epiroc, Sandvik, CAT and Komatsu were engaged as well as our sister operations in Sudbury Integrated Nickel. Our Canadian operations are currently developing 2 mines that will be diesel less with production in 2023. From these discussion it became evident that BEV is currently better suited to loaders, or in Shaft mines where the trucks travel loaded down hill. The loaders are also targeted at the Canadian and high altitude Sth American markets, with a size that is generally around 8t bucket. The drivers in Canada is legislation and Sth America operation of diesel at altitude. Another learning is that the batteries are rapidly evolving. CSA went into this with the mindset of a Ryobi drill. The drill stays the same, but we can always put a better battery in it.
- The next step was to visit the Sudbury Nickel operations and learn from them and to help drive the BEV industry forward. They together with other Canadian operators were a big driver in setting up the GMSG and CIMIC’s “Recommended practices for battery electric vehicles in an underground environment” Our next step was to see the ST14 prototype and we realized that this was built on existing technology from the railway industry and the batteries from Northvolt were an extension of Tesla proven technology This drove our decision to buy the world’s first 14t loader, as a stepping stone and learning into future 18t loader and 60t truck purchases. It bought us a seat at the table. From here we would leverage learnings from Sudbury, who have purchased a CAT battery 1700 loader against the Epiroc loader. The tender for 18t loaders closed last Friday for CSA, for which we will be purchasing 2 in Q4 2020 to continue the electrification . It was planned to have field tested the ST14 first, but we will need to take learnings that we have as our current fleet has reached change out. As our trucks are reaching 48 to 60k hours in 2023, we need to have battery trucks available, or as a minimum the ability to convert these trucks to battery at their next rebuilds. I will discuss more how you can help me on this journey Going forward we need to remove diesel from our mine completely
- When we reviewed the costs to justify the purchase of the ST14, it became apparent that the total cost of ownership is substantially less. The upfront price of the machine is similar, with cost reductions in Servicing – Engine oils, cooler etc. Fuel costs are equivalent to the battery hire agreement. Vent and chiller reductions and ability to re-use air as well as cost for PPE, health cost to our personnnel
- When considering battery, a whole world of options and compromises opens up. Does the battery fast charge or Swap. The Cat machine is looking at a 700kw charge rate for a 20 minute charge and 3 hour run vs the epiroc 5hr run and 1 ½ hr charge. Power in an existing mine to support such a high rate of charge Battery swap method, with epiroc offering a crane option vs the Sandvik machine using on board hydraulics. Does this put the battery in line of fire? Cell chemistry, with NMC the most common, but other chemistry offering more stability with lower performance and charge rate Some manufacturers are offering motors in each wheel, with efficiency gains, vs one large motor driven through a transmission. Does this meet the need for the front wheels to power into the muck pile Hire vs buy batteries, with a constantly evolving technology. Second life for batteries Charging infrastructure, with CCS2 a common plug and CAT going to a proprietary plug to meet the higher energy
- To understand the safety of the battery, we must first go through how they are built up. When I discuss Lithium batteries, everyone immediately thinks of the hover-board scooter fires or the Samsung phone fires. There are some substantial differences with the proposed batteries in the loaders. We start with Small and cylindrical cells – 2170 format the same as the tesla Model 3, with 672 joined into a module. These cells are individually fused to prevent thermal run away unlike the examples that a one large battery. These are similar to what you see in a tesla car These modules are then joined into a sub pack, in much the same configuration as a tesla power pack, and subpacks joined together depending on the required power storage. CSA will be renting these batteries to guard against potential changes and improvements. Whilst we were in Sweden in 2018 a development in batteries saw a improvement of 10% while we were there Battery capacity is useable capacity. Most people talk about theoretical capacity, which is overestimated. With our batteries, theoretical * 0,75 = useable
- Experts in safety battery safety talk about this safe onion. The idea is to have several layers of safety. If one safety feature fail, there is always another feature to handle the situation. This have been our guideline when designing this battery. Protection against fire in battery cells Safe cell chemistry with NMC Small and cylindrical cells – 2170 format the same as the tesla Model 3 Fuse and overpressure vent in each cell All cells water cooled and thermally insulated Thermal insulation in several higher layers 3 levels of Battery Management System (BMS) Protection against fire from outside Fire suppression on machine and in battery pack Electrical protection (battery & machine) HVIL Nil voltage with open connector or open cover Shielded cables Insulation monitoring Automatic and manual contactors, with health monitoring Protection against rock-fall Thick top plate Cooling system as crash buffer Wire harness, hoses etc. as crash buffer “Mine-proof” Thick steel casing Sealed (IP67) modules Condensation considered Designed for vibration level of machines Redundancy in battery modules Limp-home mode
- Compare to charging mobile phone we have 75 of theoretical, much like I phone when it goes into the red At CSA we are planning on board charging, and by charging over smoke breaks, and lunch it should make it through to end of shift before longer charge to fully get back to 80 % SOC
- The theoretical performance of the ST14 is shown. Epiroc have not achieved the expected hours since the proto type machine went to Kiitla in June due to battery commissioning issues. With the current generation battery, 4hr 40min can be achieved on level ground. With the electrical torque, the machine has been shown to travel faster up a gradient that diesel machines. With battery technology rapidly improving, we expect this to substantially improve. As discussed earlier, this is with 9x less heat generated
- 2 motors: 1x 200 kW motor for traction, one auxiliary motor for hydraulic functions. Loader is very powerful as these two functions are independent, and less energy losses. Simplified transmission, no torque converter and lock-up function, no reverse gears. Again less losses. Transmission is needed to be able to achieve good digging capacity and high tramming speed. Possibility to swap batteries for continuous operation. Advantages of the heavy battery in the back is this is a more balanced loader when digging into the muck pile. The loader dynamics are tried and tested.
- A group of 4 CSA employees travelled to Sweden and Finland in October to witness our CSA loader, trial a ST14 BEV at the test mine and observe an operational ST 14 at the Kittla mine in Finland. The guys found the machine very similar to our existing machines in that levers and buttons etc are in the same location. The bogging method was slightly different with the hydraulics independent to the accelerator pedal. The guys found themselves spinning the wheels when they had enough power. The machine was found to be powerful and quiet, which is expected for a battery machine Unfortunately Epiroc are having commissioning issues with the battery pack from a software and connector issue from the manufacturer Northvolt. The operation in Kittla has been very limited, with the next generation battery installed in October showing much better results
- This is our CSA Loader! It’s in the go bay at Orebro in Sweden, we are just waiting for the battery updates. The traction motor is seen here, which is 200kw and proven technology taken from a train.
- The Electrical connections are designed that they can not be incorrectly wired with each color having a different plug pattern. This is generally proven technology for inverters and motors
- The battery charger is CCS2 as discussed, which is an industry standard. Currently we are limited to 150kw, but in future we hope to get up to 350kw. The battery is joined to the machine by the 2 plugs shown and 2 simple attachment points
- This is the battery for the loader, the 800V, 280kwH battery. The battery is lifted out of the machine with a crane to the orange attachment points shown and held in place with the 2 points here. Epiroc are looking for 2nd and 3rd life for these batteries in the future, with the new and higher specifications for front line machines. They may find a use on a secondary machine on site before being use for a battery back up at a school or hospital third life,
- The advantage of this machine is the off the shelf charging and field proven for charging vehicles on highways. We have currently engaged with ABB to provide 150kw charging stations which have a 415V input. We are working with ABB to develop a mine specific charger that can be more durable and working towards a 1000V system we can manage like plugging in a jumbo. We are working through how many charging points we are going to need, and as the machine will be first based at our 2 crushers, we can charge and work at these well within the machines capacity
- Our CSA Implementation plan is partially commenced with RA conducted with key stakeholders on site and with OEM’s such as Loader and charger manufacturers. With Delivery pushed out to May from February, Cat in Sudbury will be the worlds first with their R1700 loader due in Q1. We are looking at a staged approach as we learn how this technology works, charging works and issues we need to manage. The first loader will first feed the 9Level crusher, a point which is at the intake to the mine and has a noise impact on the workshop. If there are any commissioning issues, there are cranes and workshop services to quickly assess and fix the machine The machine will then progressively intensify, going deeper into our mine, with a greater capital commitment with more chargers. We will move to the second crusher to development and finally to stoping and tele remoting. We are leveraging Glencore global, with field tests to directly compare OEM’s and shared learnings. The tenders for the next 2 machines closed on Friday. As we have a seat at the table, we are directing 18t loaders to replace our current CAT 2900’s, with all major OEM’s putting in bids. We will continue this process until all diesel loaders are changed out Back to how we started this journey, our end goal is to remove our main source of diesel emissions and heat which is trucks. We have realized that the 900m vertical trip is too great for a battery truck, even with a battery change out and need ot implement a pantograph system, where part of the up trip is powered. The advantage of the batteries is only around half or less of the trip will be under pantograph and we can choose where we put this. I expect this to be a smart system that recognizes the vehicle is present and switches that section on, to remove the hazard of electrocuting other vehicles. The trucks at CSA will return down the other decline and re-charge their onboard batteries instead of using brakes. These examples are hypothetical. Contact Product Manager at URE/Rocvolt for the latest figures.
- I hope this presentation has whet your appetite to potentially electrify your mine. This is where I need you help to drive the industry going forward. At CSA we are pushing that every vehicle needs the common plug, which today is CCS2. We can drive contractors when they come to also have this, much the same as we have a common jumbo plug. Glencore and VALE in Sudbury have released a generic specification for use ug. We as in industry should build on this great work and develop a standard for our conditions. From the regulator, how do our current regulations fit in with a battery fleet. MDG 15 Guidelines. Can we re-use vent now that it is not polluted. What fire suppression is required on an IP rated battery and motor,, where potentially there is not heat source to reach flash point of our oils? Where would you put a fire suppression system. Risk are now more 24V fires and friction type fires
- We need to engage with OEM’s to drive for Australian Sized Equipment. Even 3 weeks ago, epriroc was of the opinion that 60t trucks are better suited to contractors and there is not a market for BEV trucks this size. We are working with OEM’s to push 18t loaders. Whilst we are pushing loaders, I know others are pursuing LV’s, I think Tritton is trialing a BEV IT. This is all fantastic. Lets keep the communication lines open. I am speaking with former colleagues all through the country to learn from our successes and failures The Global pantograph is really my end goal. The Canadians through the GMSG and CIMIC’s “Recommended practices for battery electric vehicles in an underground environment” really drove the industry . Can we do something similar in our deep trucking mines? Thankyou for listening to my talk, I am happy to speak with you all in the future as we all electrify our mines