EMESRT VI Master Slides 07 04 2016 - V5 1 · PDS workshop to initiate development of protocol for...
Transcript of EMESRT VI Master Slides 07 04 2016 - V5 1 · PDS workshop to initiate development of protocol for...
EMESRT PurposeAccelerate development and adoption of
leading practice designs to minimise the risk to Health and Safety through a process of Original Equipment Manufacturers (OEM), contractors and end user engagement.
• The ‘design gap’ between OEMs and users required a change to past methods of improving designs
EMESRT approach – 2006 to now
• The ‘design gap’ between OEMs and users required a change to past methods of improving designs
• Only the OEM can shrink the design gap but many others, such as 3rdparty suppliers, will try to fill it
EMESRT approach – 2006 to now
• The ‘design gap’ between OEMs and users required a change to past methods of improving designs
• Only the OEM can shrink the design gap but many others, such as 3rdparty suppliers, will try to fill it
• Marketing controls the R&D spend therefore traditional path of working through engineers has failed to achieve optimal change in OEM designs
EMESRT approach – 2006 to now
• The ‘design gap’ between OEMs and users required a change to past methods of improving designs
• Only the OEM can shrink the design gap but many others, such as 3rdparty suppliers, will try to fill it
• Marketing controls the R&D spend therefore traditional path of working through engineers has failed to achieve optimal change in OEM designs
• Common industry voice approach to defining Problems not Solutionsprovide a business case for the marketing
EMESRT approach – 2006 to now
• The ‘design gap’ between OEMs and users required a change to past methods of improving designs
• Only the OEM can shrink the design gap but many others, such as 3rdparty suppliers, will try to fill it
• Marketing controls the R&D spend therefore traditional path of working through engineers has failed to achieve optimal change in OEM designs
• Common industry voice approach to defining Problems not Solutionsprovide a business case for the marketing
• Open genuine engagement is key
EMESRT approach – 2006 to now
• Designing beyond standards• Balancing engineering & behaviour• Recognising the value of task based design review• Appreciating that the OEM does its best with the end user involved• Working together toward common goals (one industry voice!)
Key Messages from EMESRT
Current Status of EMESRT
• EMESRT is the mining industry with experts from many global companies
• EMESRT is a brand, recognised in major global OEMs.
• EMESRT has a unique process to initiate and influence change through engagement with OEMs.
• EMESRT has a global network that share the common goal; striving to champion improvements as a cohesive industry, ‘one voice’ team.
EMESRT Vehicle Interactions
What is driving EMESRT (Industry) to focus on Vehicle Interaction (VI)
‐ Company safety goals – Fatal Hazards & Critical Controls Methodology
‐ Regulatory activity. Sth Africa, USA, Australia, Sth America
‐ OEM ‐ need for an integrated systems approach to VI technology integration
‐ Proximity Detection System (PDS) vendors – need to establish a common interoperability framework with OEM’s
Vehicle Interaction ‐ Progress Summary
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• VI problem definition
• Who has been involved
• Definition of the Problem and Scenarios
• Solutions available to the industry• Where are we today• Anticipated development timelines
• The role of interoperability
• Where to from here?
Vehicle Interactions Chronology – 1
• 2010 – XCAP Project Glencore 2010
• 2012 – Anglo American RP 35
• Q4 2013 Vehicle Interaction “Burning Platform”
• Mar 2014 – Brisbane Workshop –”defining the problem”
• Sep 2014 – 2nd Workshop at North Parkes, NSW →Agreement on need for:– User Requirements Development Tool
– New Design Philosophy for VI
Vehicle Interactions Chronology – 2
• Apr 2015 – Decision develop performance requirements to supplement DP‐5
• Jun 2015 – OEM one‐on‐one briefings to introduce DP‐5 & PR‐5A
• Jul 2015 – PDS supplier one‐on‐one briefings to introduce DP‐5 & PR‐5A
• Sep 2015 – One‐on‐one feedback sessions and joint OEM‐PDS workshop to initiate development of protocol for interoperability
• Dec 2015 – 2nd OEM‐PDS interface workshop• Mar 2016 – 3rd OEM‐PDS interface workshop
1. Site Requirements
2. Segregation Controls
3. Operating Procedures
4. Authority to Operate
5. Fitness to Operate
6. Operating Compliance
7. Operator Awareness
8. Advisory Controls
9. Intervention Controls
Equipment specifications, standards, mine design/plans
Berms, access control, traffic segregation, time schedule
SOP’s, maintenance, road rules, quality control, lockout
Training, licences, induction, access control
Fatigue state, drug & alcohol, medicals
Pre‐start, safety tests, machine health, event recordings
Cameras, live maps, mirrors, lights, visible delineators
Alerts: Proximity, Fatigue, Over‐speed, Vehicle stability
Interlocks: Prevent Start, Slow‐Stop, Rollback, Retarder
years
months
weeks
days
shift
hours
minutes
seconds
ms
Incident Preventative Control Levels
EMESRT Design Philosophy focus area for VI
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Loss of Control
Equipment to Person
Equipment to Environment
Equipment to Equipment
PUE1
PUE2
PUE3
PUE4
DesignOperate
React
EMESRT Design Philosophy 5 &
Performance Requirement 5A
VI Technology Design Objectives
• Level 7 – Operator Awareness (PAT MDG 2007 aligned )Technologies that provide information to enhance the operator ability to observe and understand potential hazards in the vicinity of the machine
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VI Technology Design Objectives
• Level 7 – Operator Awareness (PAT MDG 2007 aligned )Technologies that provide information to enhance the operator ability to observe and understand potential hazards in the vicinity of the machine
• Level 8 – Advisory Controls (PDT MDG 2007 aligned )Technologies that provide alarms and/or instruction to enhance the operator ability to predict a potential unsafe interaction and the corrective action required
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VI Technology Design Objectives• Level 7 – Operator Awareness (PATMDG2007 aligned )
Technologies that provide information to enhance the operator ability to observe and understand potential hazards in the vicinity of the machine
• Level 8 – Advisory Controls (PDTMDG 2007 aligned )Technologies that provide alarms and/or instruction to enhance the operator ability to predict a potential unsafe interaction and the corrective action required
• Level 9 – Intervention Controls (CATMDG 2007 aligned )Technologies that automatically intervene and take some form of machine control to prevent or mitigate an unsafe interaction
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Senses observe the environment
An understanding of the currentsituation is developed
A prediction on the future state ofthe environment is made
A decision is made on what action to perform
An action is implemented
State of the operator, machine andsurrounding environment
Human Factors - Decision Making
Perception
Comprehension
Projection
Decision
Action
Environment
Model of Situational Awareness – Mica Endsley 1998
Human Factors - Limitations
Perception
Comprehension
Projection
Decision
Action
Environment
• Reduced vigilance• Information overload• Fatigue / impaired fitness for work
• Memory lapse• Stress / anxiety• Risk homeostasis• Delayed reaction time
Model of Situational Awareness – Mica Endsley 1998
Human Factors – Control Interaction
Perception
Comprehension
Projection
Decision
Action
LEVEL 7Operator Awareness
Environment
Measure the environment
Determine hazard location/status
Predict interaction with hazards
Alarm hazard or Alert instruction
Control machine
LEVEL 8Advisory Controls
LEVEL 9Intervention Controls
Model of Situational Awareness – Mica Endsley 1998
EMESRTControl
TechnologyDefinitions
Intent Statement
Level 7 Awareness
Provide additional information on the proximity of equipment, infrastructure and personnel in the surrounding area
Level 8 Advisory
Alerting people to interactions that might be unsafe to allow them to take corrective action
Level 9 Intervention
Intervening and taking some form of control to prevent an unsafe eventThis now becomes a safety system
Alignment with Australian (MDG2007) and Sth African Legislated Requirements
PAT P
DT
CAT
Perception
Comprehension
Projection
Decision
Action
Environment
Model of Situational Awareness – Mica Endsley 1998
Mobile Equipment – Incident Area Focus
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Surface
Diesel
Electric
Underground Coal
Diesel
Electric
Underground Hard Rock
Diesel
Electric
2015‐2016 Focus Areas
27PUE1 ‐ Equipment to Person PUE3 ‐ Equipment to Environment
PUE2 ‐ Equipment to Equipment PUE4 ‐ Loss of Control
Unwanted Event
= or or or VI ScenariosSurface
28PUE1 ‐ Equipment to Person PUE3 ‐ Equipment to Environment
PUE2 ‐ Equipment to Equipment PUE4 ‐ Loss of Control
Unwanted Event
= orVI Scenarios
Underground Diesel/Electric
OEM / PDS VendorAtlas Copco
Booyco
Caterpillar
GE Mining
Guardvant
Hexagon Mining
Hitachi
Joy Global
Komatsu
Liebherr France
Liebherr USA
Matrix
Minetec
Modular Mining
Sandvik
Schauenburg
Strata
Current Participating 8 OEM’s & 9 PDS Vendors
EMESRT 2014Vehicle Interaction Workshops:• Brisbane – Initial formulation of the problem
• North Parkes– 50+ attendees
– Syndicated 9 step model
– Developed key Design Philosophy (DP) performance
requirements for levels 7,8 & 9
– Developed plan for delivering a design philosophy
– Agreed to developing a site resource for evaluating vehicle
interaction systems
• Mining companies endorsed the 9 step preventative model:• Implemented reviews of levels 1‐6 controls
EMESRT 2015• June/July 2015 Workshops with OEM’s/PDS (50+ people)
– A draft Vehicle Interaction Design Philosophy (DP) OEMs
– A draft mine site tool to help define specifications for required Vehicle Interaction technology
• September 2015 – Workshops with OEM’s/PDS (100+ People)– Feedback on the draft DP and performance requirements
– Assessment on their current capability against the DP and performance requirement
– Provided a forecast of future capability by 2018
– All Participated in interoperability workshop to define common protocals for compatibility between PDS and OEM products
VI Exposure* – Mobile Equipment
33*based on reportable incidents to DMR, South Africa over the period 2010‐2015
64%
36%
0% 0%UG Electric
N=30
17%
31%52%
0%
UG DieselN=82
23%
24%26%
27%
SurfaceN=77
Speed Rangekm/h
0‐3
3‐10
10‐30
30‐55+
Exposure takes into account incident rate and an assessment of potential severity of all unwanted events for Vehicle Interactions (PUE1‐PUE4) combined
Issues for PDS Development
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PDS @ Levels 7‐9 sequential development:
• Must achieve Level 7 before Level 8
• Must achieve Level 8 before Level 9
Under‐appreciation of need for end user engagement in the design phase Eg: “cut and paste” approach to technology transfer from other
industries can lead to a mismatch in performance criteria
Misconception: Proof of Concept Proven Commercial Product
PDS Capability – Development Phases
DevelopmentStage Description TRL*
Typical Elapsed
Time from Concept
Proof of Concept(PoC)
Basic operation demonstrated in a controlled environment; no sites currently using technology in live production
1‐3 1 year
Early Stage Development
(ESD)
Controlled testing of specific functionality in pilot implementation on multiple items of mobile equipment to prove viability of the solution and evaluate performance
4‐5 1‐3 years
Late Stage Development
(LSD)
Deployment at one or more sites on a part of an operating fleet, not all PR‐5A performance requirements met at intended capability level (7‐9) ‐ including demonstration in a production environment
6 3‐5 years
Proven for Commercial Release
Fit for purpose, established solution with scalability / capacity and meets reliability, dependability, performance, accuracy and repeatability objectives defined in PR‐5A
7 5+ years
*Note: Equivalent Technology Readiness Level (TRL)– e.g. see http://esto.nasa.gov/files/trl_definitions.pdf
PDS Capability – Current*
*participating PDS suppliers only; as of October 2015
UndergroundElectric
Level 7 Level 8 Level 9
Nsuppliers = 6
OEM / PDS vendor responses on development levels
PDS Capability – Current*
*participating PDS suppliers only; as of October 2015
UndergroundDiesel
Level 8 Level 9Level 7
Nsuppliers = 6
OEM / PDS vendor responses on development levels
PDS Capability – Current*
*participating PDS suppliers only; as of October 2015
Surface
Level 8 Level 9Level 7
Nsuppliers = 7
OEM / PDS vendor responses on development levels
Status of PDS Solutions – Level 7
EMESRT assessment of OEM / PDS technology status:
• Level 7 systems unsatisfactory for reducing risk exposure due to the high rate of alerts / alarms when other vehicle, personnel, infrastructure is close by and reliance on operators making correct predictions & decisions
Status of PDS Solutions – Level 8
EMESRT assessment of OEM / PDS technology status:
• Level 8 systems for UG Electric do not require significantly more rules / decision logic than Level 7, however, there is a much greater technology change required to transition from Level 7 to Level 8 for UG Diesel and Surface
• No Suppliers have successfully achieved level 8 beyond Late Stage Development
Status of PDS Solutions – Level 9
EMESRT assessment of OEM / PDS technology status:
• UG Electric machines in South Africa – some Level 9 scenario solutions in operation
• UG Diesel and Surface machines ‐ Level 9 implementation impeded by lack of interoperability for: • PDS to Machine Interface development is unique to each machine• Not achieving an integrated / interoperable solution• From participating OEM / PDS vendors only:
• 9 PDS x 8 OEM = 72 PoC’s required to demonstrate Level 9• Not sustainable – industry requires a “Plug and Play” solution
Sensing
Rules / Intelligence
Vehicle Interface OEM1 OEM2 OEM3
PDS1 PDS2
3rdParty
PDS3
Protocol
Protocol
Vehicle Interaction – Interoperability Layers
EMESRT Focus for 2016
On any mine there will never be only one brand/type of equipment and hence the interoperability of the multiple relationships between the levels of sensing and intelligence/rules and the different vehicles is essential to achieve an overall mine site solution for the industry.
OEM-PDS Interface – On-vehicle
Refer to PR‐5A and associated documentation for Proximity Technology Profile
Protocol
*Current interfaces are proprietary / unique, limits ability for interoperation
LSD
ESD
Proven
* Note :Available as of 2‐Oct‐2015
* * *
PoC
UndergroundElectric SurfaceUnderground
Diesel
OEM Vehicle Interface – Development Status*
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Schedule for VI Interface Development# Activity
2015 2016
N D J F M A M J J A S O N D
0a OEM / PDS Vendors to nominate representative for WG (Nov‐Dec)
0b OEM / PDS Vendors to confirm development schedule for L7/L8/L9
1 Convene initial OEM & PDS working groups:
1a OEM Working Group – What’s required of interface to PDS?
1b PDS Working Group – What’s required of interface to OEM?
2 Report back from each WG and joint session on scope (“What”)
3 Convene OEM & PDS working groups:
3a OEM / PDS Working Group – Architecture of OEM‐PDS interface (J1939 CAN Agreed)
4 Report back from each Supplier on existing protocols
5 Draft 1 of protocol X X5a Nomination of Test Site(s), OEM, PDS, equipment X5b Establish evaluation scope: concept / partial / complete X X5c Assess practicality / gaps / timelines X6a Conduct testing at site (Surface Diesel) X X X X X6b Conduct testing at site (UG Diesel) X X X X X7 Report back on from test site(s) and joint OEM‐PDS feedback session X X8 Final Draft of protocol X X9 Joint OEM‐PDS session to review and finalise protocol X10 Closeout report X
• Participating OEM’s & PDS suppliers covers ~80% of market• L7 solutions:
– Multiple PDS vendors, generally high rate of nuisance alerts / alarms
• L8 solutions:– Easier transition from Level 7 in UG Electric, more difficult transition and not proven yet for
UG Diesel/Surface
• L9 solutions:– UG Electric: Late Stage Development testing– UG Diesel: Proof of Concept tests underway, not proven– Surface: Initial Proof of Concept, technology in infancy
• Working Groups to define protocol for PDS‐OEM interface with coordination by EMESRT/CSIRO
• Embedding of outcomes through industry published protocol and eventually via industry recognised standards bodies (e.g. ISO)
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Summary
Industry• Aligned definition of what the VI problem is.
– Validated Design Philosophy 5 - Machine Operation & Controls (Circa 2009)– VI Performance Requirement 5A– Agreed Nomenclature– Exposure Scenarios (UG & Surface)
Users• Site Resource User Guide
– Technical Specification FrameworkDesigners• PDS/OEM Interface Protocol - 2016
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Vehicle Interaction – Project Deliverables
• Published outcomes of VI interface development for benefit of the greater industry (CSIRO via ACARP)
• Starting point for industry standard – e.g. incorporate outcomes into ISO TC 82/127 “Collision Awareness and Avoidance” – New Work Item Proposal in ballot phase Apr‐Jun 2016
• Establish a platform for ongoing collaboration in VI design improvement between Users / OEMs / PDS Vendors / Regulators
• Contribute to a review of MDG 2007
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VI Interoperation – Enabling Benefits
• Stay informed via EMESRT website:• www.emesrt.org
• Contact with EMESRT secretariat:• [email protected]
• Discussion with EMESRT member companies• Via ISO Working Group:
– Nomination of experts through your national standards organisation– Feedback into standard development via EMESRT
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How can I participate?
…End of Presentation…