Goodyear's intelligent tire system consists of a lightweight sensor about the size of a hockey puck that is fastened to the tire inner-liner and measures cavity temperature and pressure.

Goodyear has introduced an intelligent tire system to help control tire costs and lower downtime due to tire issues in mining operations. The company originally introduced the development during MINExpo 2000, which featured a live data feed of the system in use at the Fording River mine in Elkford, BC, Canada.

Goodyear equipped a 218-t (240-ton) truck with the intelligent tire system on 40.00R57 tires. Each of the truck's six tires was fitted with an intelligent transponder to record tire temperature and pressure. The data was logged through a mine-management system from Modular Mining Systems at the mine and downloaded via software at Goodyear's MINExpo exhibit, where it was displayed graphically.

"The 7.6-cm diameter, 3.3-cm thick, lightweight intelligent tire sensor, about the size of a hockey puck, is fastened to the tire inner-liner, where it measures cavity temperature and pressure and transmits data every three minutes," said Goodyear OTR Engineer Darrin Landes.

An in-cab receiver, which can be programmed with each tire's identification and the truck number, logs data. It sends the data "upstream" to the mine-management system unit in the cab.

This 218-t (240-ton) haul truck was one of three test beds for Goodyear's tire system.

Based on the mine's preference, the data can then be viewed at mine dispatch, downloaded into a laptop computer, or viewed in the truck. The system is compatible with Modular Mining's mine-management system.

"Operators can now see, on a real-time basis, which tires are getting hot and adjust routes accordingly," Landes said. "This is the most significant benefit of the system since excessive heat is a tire's worst enemy."

An optional, in-cab receiver/display unit that displays temperature and pressure can be programmed with each tire position and functions like a stand-alone receiver. Goodyear field engineers and mine managers placed more than 250 transponders in service last year.

For more information from Goodyear, circle 21

Deere designs new rear shield

The rear shield of the John Deere 9650 STS and 9750 STS combines includes the center section with the John Deere logo and a section above the left, rear wheel. Its design was a collaborative effort between Deere, Bayer, and G.I. Plastek.

Deere engineers designed the 1.8 x 1.8-m (6 x 6-ft), 27-kg (56-lb) rear shield on the 9650 STS and 9750 STS combines using reaction injection-molding (RIM) technology, a proprietary in-mold coating process, and structural foam polyurethane RIM material from Bayer Corp. All three elements of the process together produce an enhanced structural component that was also cost efficient.

According to Gregory McCunn, Supply Management Engineer, Composites, for John Deere Harvester Works, the company's engineers co-developed the rear shield with a rear engine deck that is housed beneath the shield. He said Deere anticipated making future changes to the engine deck, which might also require design changes to the rear shield.

Working with RIM molder G.I. Plastek of Newburyport, MA, McCunn said Deere was able to use a nickel-shell tool for the rear shield, which offered a cost savings of more than $150,000 compared with more expensive tooling materials.

Deere selected Baydur 730 IBS from Bayer's Polyurethanes Division to mold the rear shield. The Baydur system is a rigid polyurethane structural foam system used in the RIM process that incorporates a specially engineered interactive blowing system (IBS) and is supplied as two reactive liquid components that form a foamed, solid material when they are combined during molding operations. Applications of the Baydur 730 IBS system typically take advantage of the material's strength as well as its enhanced surface finish, large-part capability, and good flow characteristics for construction, agricultural, and industrial markets.

According to McCunn, the Baydur system provided a lightweight material that is structurally stiff enough that it does not require any secondary reinforcement across the more than 2.8 m² (30 ft²) of rear shield, such as ribbing or metal braces. "Strength across the large surface area of this part was important," he said.

Additionally, the Baydur system is compatible with the proprietary ProTeck In-Mold Coating System of G.I. Plastek. According to Deere, this process provided a 50% savings compared with competitive post-painting costs. The ProTek system achieves a Class-A finish over the entire shield within a 10-min cycle time.

For more information from Deere, circle 22 ; from Bayer, circle 23; from G.I. Plastek, circle 24

Plastic tanks from DERA

DERA's "plastic tank" (left) meets a more conventional armored fighting vehicle.

Plastic tanks may be familiar in the home as children's toys but are less familiar on the battlefield. However, in the UK, DERA (Defense Evaluation Research Agency) has announced what it claims as the "world's first plastic tank," technically known as the Advanced Composite Armored Vehicle Platform (ACAVP) demonstrator. Developed by DERA and Vickers Defense Systems, the vehicle's technology will support the development of advanced composite materials for incorporation into future armored fighting vehicles (AFV).

Details of the materials incorporated in the plastic tank have not been released, but further advances in composite technology will be demonstrated in various planned vehicles, including a main battle tank. "Future tanks will need to be smaller and lighter than their present day counterparts while retaining or improving their survivability against anti-armor weapons, and this can only be achieved by the use of lightweight composite structures," said Mark French, DERA ACAVP Research Team Leader.

The plastic tank underwent a year-long evaluation program that included all standard British Army tests to assess conventional armored vehicles. These included speed, step-climbing, cross-country mobility, and resistance to impacts, loads, and abrasions. It showed "stealth" advantages over conventional AFVs in terms of radar, thermal, and electromagnetic signatures. Ballistic tests on representative samples of the composite materials used in ACAVP are said to have been "an outstanding success."

The use of composite materials to protect fighting vehicles is not novel, but very extensive incorporation in the manner of the plastic tank certainly is novel.

For more information from DERA, circle 25

Acoustical foam from E-A-R

TUFCOTE TBK-faced acoustical foam from E-A-R Specialty Composites is suitable for applications in engine compartments, vehicle cabs, and pumps.

E-A-R Specialty Composites has introduced a new noise-control product—TUFCOTE TBK acoustical foam—that features a durable, puncture-resistant urethane facing that is both decorative and functional. The matte-textured facing resists moisture, making the foam suitable for noise control in environments where it may be exposed to grease, oils, or engine fluids. Unlike foil facings, the nonglare surface provides a smoother appearance over irregular substrates and will not reflect or magnify adjacent surfaces.

Applications for the TBK foam include engine compartments, vehicle cabs, machinery housings, generators, pumps, and compressors. The foam is available from stock in thicknesses of 13 and 25 mm (0.5 and 1 in), and in custom-order thicknesses from 6 to 50 mm (0.25 to 2 in). The urethane facing, which coats the tiny recesses in the foam's top surface, measures 63.5 µm (2500 µin) thick. The company claims the foam readily accepts adhesive packages and is easily die cut or laminated.

For more information from E-A-R, circle 26