The Volvo. S60 is the largest articulated hauler
in the world. It can effortlessly transport up
to 55 metric tons of cargo, bringing its total weight
up to nearly 100 metric tons. The XXL dump truck is built in Brass
in southern Sweden. The A6 is the biggest vehicle
produced in this factory, with only a few parts fitted by hand. Now it needs a train. Most things with the A6 need a train car. Every part of the A6 is bigger than those
for the other vehicles in the plant. Even the huge tires
were specially designed for the a60. The factory had to be converted
for the hauler. The machine didn't fit into the gates. They needed to tighten their gates
in order to get the machine into the correct environment. At the brass facility, around 550 workers
produced six different hauler models. Every hour, two finished trucks
leave the assembly line and once the dump trucks are in action,
there's not much that can stop them. They're hard core vehicles, practically indestructible. Across southern Sweden, this plant
produces six different dump truck models. Chief among them VA 60. The first step is cutting the sheet
metal down to size. This high rack
warehouse has 176 storage areas, housing, all the different thicknesses of material
that will be needed later. Each sheet goes onto the laser table
where it's cut down into smaller parts, according to specs. The thickness is ranged from 6 to 16 millimeters. This is the scrap material
from which the parts are cut. You can see the place
sizes are very optimized from what you you're going to cut in them
both in thickness and in width. So you have the least amount of scrap. This gets recycled
and melted down to make new plates. Next, the sheets are welded together. This ensures a durable joint
between the parts. The welding workshop
is the second largest section of the factory after the assembly line. This means now
it's like a hose 1.2 millimeters thick, and it's filled with a powder. When it comes out of this protective
sleeve where the gas comes from, it melts between 1213 hundred degrees
Celsius and connects one side with the other
by penetrating the material. All right.
Let's do some of the features on here, too. Most of the welding work
is now done by robots after the frames and parts have been joined by hand. The welding robots take on the longer
welding seams, completing the work
of their human colleagues. The a60 is usually used in mines
and quarries. A heavier load capability means fewer journeys and higher productivity. Engineers have been developing this system
for 50 years and it all started with a tractor just like this one. Anyone who has been operating,
reversing in the forest with a tractor and trailer knows
how difficult it is. So they started to experiment to improve the offroad performance. Take away the front axle, put in a hydraulic steering,
connect with this and with that. The first articulated hauler was born. Since then, it has developed
and machines have become larger. This is the 863 axle machine. Now we have a 60, and a 60 is a full articulated roller. It has articulated
steering and oscillation joint to keep a good ground contact. And we have all wheel drive. The a60 is the biggest of its kind, with a length of 12.22 meters
and a height of 3.85 meters. It's one of the largest construction
vehicles on the planet. It's wheel two wheel width is 3.88 meters. Its net weight is 43.75 metric tons. Maximum load 55 metric tons. That means a total weight of nearly
100 metric tons. Its container can take up to 34 cubic meters of stones, soil or debris. The 60 is powered by a six cylinder
in-line engine with a displacement of six liters and 673 horsepower. The diesel engine supplies
up to 3200 Newton meters of torque in all wheel drive. Its top speed is capped at 55 kilometers
per hour. No wonder the a60 is affectionately known
as the Beast on construction sites around the world. The Sixties operational function
is the transport of waste material, rocks and other types of material, a function
which is well-served by its huge dump body,
which can hold up to around 34 tonnes. Like almost everything on the a60, it's
also custom built in-house. The parts which are produced by the laser
cutting tools are assembled on a special device only when everything fits perfectly. Can the dump body be fixed on by a process
known as spot welding. While in the past welders were almost
all men, this part of the plant has also seen an increase
in female workers over the years. This is for eye protection and when I put this on this one, it's become black that the lights don't blend me. In addition to the headgear,
everyone in the welding shop must wear a breathing apparatus
to ensure they are supplied with enough fresh air when working the spot
welding of the dumped body is complete. This one component already weighs
almost 11 tonnes. But before the dump body can continue
to the next stage of the manufacturing process, all of the so-called spots
must be connected with one another. This job is handled by a robot,
which completes it in an hour. This is also
when the exhaust ducts are fitted. Since the dump body is heated, he has it by here
you can see how the exhaust ducts to set up the sheet in front
and the sheet behind so that the exhaust fumes are directed
towards the rear, warming up the body. During operation in cold regions,
this dumped body heat or prevents the contents
of the container from freezing. The S60 also comes
in a special Arctic version for use in regions where the temperature
can get as low as 40 degrees below zero. But before the body is mounted onto an a60,
two more steps are necessary. Cleaning and painting. The vehicle is cleaned
through a blasting procedure. There were not some staff cool enough. We used steel pellets which are launched
at the body at great speeds, making it nice and clean, and then it's ready to paint so that it's done for two months before the huge parts are painted
or rather lacquered. Random checks are carried out. This 3D laser scanner surveys a large part every day. First, the component is placed
inside the machine, then a contact part fitted with
three sensors travels around 100 points with millimeter precision. Harry got the back frame
and weighing up the round onward point. Read this. Not good. Yellow is this dumped body has already been checked
and blasted clean. Ready for a coat of paint. Unlike in the car industry,
the choice of color is straightforward. We have three colors to choose
between yellow, yellow or yellow. The paint job takes almost 3 hours. After that,
the parts can take a little break. The coat isn't completely dry yet. It needs a little more time to set. That's
why we take it to an interim storage site so that it can be processed 24 hours later
at the assembly line. This a60 front frame has dried and is now starting its journey
on the assembly line. First, the articulated joint is attached, which will later connect
the front of the vehicle with the rear. The holes in the frame
are first heated to 150 degrees Celsius, using these heating bolts. This makes them a little wider. 15 minutes later, an employee
takes the heating bolts back off. Now it's
time for the huge articulated joint whose boreholes have also been heated up. This is a lot of weight. This is about about 600 kilograms. So we have to be very careful
when you do this. The frame and joint
are now fuzed together, held in place by steel bolts
that have been stored in a freezer. This is for for the A40 machines. And this is 4860 machines
and they are a little bit bigger. You have the freezing cold bolt is now
placed into the pre-heated boreholes and it goes in without a hitch. There you go. That's why we heat them up. They are slight on their now the front frame is given an identity. Its chassis number is stamped on. It, then continues on its journey
until it's eventually joined with the rear frame, which has passed
through a separate assembly line. First, employees insert the transfer case into the front frame. Then come the two steering cylinders. Unlike a truck, the a60 steers with the entire front part. While the front wheels are fixed
and rigid, this allows it to maneuver perfectly on the spot. Two hydraulic pumps are installed
for this purpose. Normal steering systems,
such as in a truck or a car, would buckle under these
heavy loads on rough terrain. The small bolts that are fitted
here are also straight out of the deep freeze. The front axle is prepared at a pre assembly station
a few meters away. The next step will be attaching the axle to the front frame. But before that the huge brackets must be mounted
so that the shock absorbers can be fitted. Suspension
cylinders like these are almost 1.2 meters long and weigh 105 kilograms. None of these parts can be moved
manually anymore, but that's intentional. All workstations in the factory
are gradually being set up in such a way that the men and women
can access them equally. Just kidding. That's why we're adapting our workstations
so that women and men can work here on an equal footing. Everyone should be able to do the work
and go home in the evening without being totally exhausted. The front frame is now placed onto the axle
with a crane. The component
now weighs almost three tonnes, and that's before the engine and driver's
cab have been attached. The next part to join the front frame is the engine known
as an inline six engine. It has a displacement of six liters
and around 673 horsepower. The power unit and transmission
weigh around 3.2 tonnes and are placed onto the frame
from above using a lifting crane. Change of location. The scooter engine plant is located around
200 kilometers further north and has been producing engines since 1868. This huge site hosts almost 3000 employees working across its 265,000 square meters. The center of everything is the foundry. This is where the world
famous Swedish steel is cast. This is chips from all machining,
said the foreman. So we take it to take care of it again. We can clean it and we melt it. Then take care of all our own shapes here. The steel is melted in these crucibles. There are always two crucibles heated up. This one is currently holding
20 tonnes of liquid steel. The slag is removed again and again. That's the dirt that settles on top. The temperature is constantly set
just below 1500 degrees Celsius. Then a so-called additive whose exact composition is kept
a secret is poured in to refine the steel. Then the men remove around
one tonne of steel at a time. Small amounts
to ensure the crucible always stays at the right temperature. Meanwhile, the molds have been prepared, known as dyes. They're made up of a mixture of very fine
quartz, sand and glue. The hot steel for the engine
cylinder heads is poured into these molds in just a few minutes. Each dye has a left and a right side
which are put together. The steel then flows into the gaps and cools down. Next, the dyes are crushed
and reused as quartz sand. 40 dyes are filled
with one tonne of steel, each killing their inside. 90 minutes before we drop it
on the carrier to take it down for us. And then you have new products coming in. The cylinder heads have now cooled down and are lined up ready for the next steps
of the production process. Most of which will be carried out
automatically. To this end, robots bring the cylinder hea All the surfaces are processed, the ducts drilled
and the corners milled off. This machine
does the drilling from one side and one side to the other,
to meet up in the middle. But it's if you go when each part is sprayed thoroughly with a liquid, this simultaneously cools
the tool and the work piece and rinses off
any remaining shavings. The cylinder head
seals off the engine's combustion chamber at the top,
so there is no room for error here. Each measurement is therefore
carefully checked at the test station. To this end, the cylinder head is cleaned first. All measurements are then checked by means of a digital caliper. Then these limit gauges are used once more for additional checks. The blue side fits perfectly, while the red side checks
that the hole isn't too big. Simple but effective. This one is too strict
so the hole is not too small. And this one is to check
that it was not too big. So this one should always fit
and this one should never be. After 30 minutes, the test is complete. All measurements are correct. The robot sends the cylinder
head to the assembly line. The engine blocks are also on their way. Right now
they're being milled and drilled. More than anything, the boreholes
for the Pistons must work perfectly. Otherwise there's a risk of sudden
engine damage. We have many holes in the surface,
this sort of machine. We have done the cylinder cylinder holes. And yeah, it's
good to go through a next area. The engine blocks
journey continues with this yellow robot known as an AGB
or automated guided vehicle. To do this, the short block engine is bolted to the HGV,
which travels through the plant, stopping at each station
and only leaving when every component has been fitted. The cordless
screwdrivers are connected to a computer which monitors
whether all the screws have been fitted. Only when everything is installed
can the employee check the engine out of its station
and send it to the next one. Then the process is repeated. The HGV moves the engine to its next assembly position. It knows which position the engine
should be, and so it turns the engine asymmetrically for the best position
to assemble the parts. These robot vehicles help produce around 10,000 engines
each year, including engines for ships and other truck manufacturers. The A6 engine
now receives three oil filters, which will later purify
a total of 65 liters of engine oil. Then the flywheel housing is attached. This flywheel is the only used part
which is added to the engine. It's only needed for the factory test run. The used flywheel is only for the hope
testing curve after the whole test
was changed to another flywheel. But before the engine can roar
for the first time, it has to pass the leak test first. The unit is filled with air. Of course,
all outlets must be closed beforehand and then air is pumped into the engine. Only when no air escapes can they be sure that the engine is air tight. Then the HGV and the engine separate, marking the end of their journey together. The engine must now pass an initial test run of 120 seconds. If it passes,
then it's ready to be painted. All of Volvo's commercial vehicle engines are painted before
the engine can move into the paint booth. All the sensitive parts must be masked. Then the robots apply the paint in green. There are two reasons for this. We painting because we want
the anti-corrosion paint to grow. And in green because of the tradition. And the customer loves the color. When the paint has dried,
the engines are ready to be shipped south to the assembly plant in brass, 200 kilometers away. This is where the a60 is
finally assembled. In addition to the parts that are produced
here or in sister plants, up to 50 truckloads of small parts arrive
every day. These are then sorted into high Bay
warehouses like this one, and delivered to the assembly line
as required. This creates space in the assembly area, but it also requires
considerable coordination. It's important
that all parts are available at all times. We have different types of dumpers,
so the light one, the heavy one, then the one between those two and when they order from us to deliver, we know exactly which which dumper it is
they're building at the moment. So then we know which door
or which tire they need. These boxes are filled with all the parts
needed for the next workstation so that the employees on the assembly line
have everything at hand because any missing parts
will cause delays and the factory runs on a tight schedule. Back to the assembly line,
the eight sixties inline six engine has already been installed
on the front frame. These special offset screwdrivers tighten the screws from below
wherever possible. The team tries to avoid overhead work. Once the engine is firmly secured
to the front frame. The vehicle is attached to a turning
unit called a Vendela. It lifts up the nine ton
front frame, complete with engine and rotates it at 90 degrees. This means that all screws
that are otherwise only accessible from below
can be easily tightened from the side. For safety reasons, no one is allowed
to stand in the danger zone while the Vendela rotates the frame. We are. We used to lie beneath it,
but we were working overhead, lying down for 35 minutes. No one can stand that. So our technicians and engineers came up with the idea
of simply rotating the whole frame. And that solved the problem. Once the vandals locked in. Using ladders and lifts, the employees
can easily attach all the screws, which just a short time ago
were located underneath. After 35 minutes, the process is complete and the Vendela moves
the frame back into its original position at the next workstation. The cooling unit is being fitted, weighing 150 kilograms. It's the centerpiece of the 90 liter
cooling circuit. It seems like a small figure
when you learn that the eight sixties hydraulic system uses almost 210 liters of hydraulic oil. The front frame now has an engine,
a cooler and axles. Now comes the second largest part,
the driver's cab. It weighs around 1200 kilograms
and comes fully assembled from the sister plant in Healdsburg. Change of location Holtzberg where the cabins and fuel tanks
are produced 10,500 cabins per year
for a range of haulers. We loaders and excavators,
as well as 15,000 tanks for the Swedish manufacturers
entire commercial vehicle fleet. The plant has just over 400 employees. Female employees
currently make up 17% of the workforce, but that figure is rising
always when they hire new people. We try to have 50 50% women and guys to reach the target. They had to increase
the number of women in the plant, whether it's a tank or a cabin. Life begins at the sheet
metal vending machine. Ultimately,
the cabins and tanks aren't so different. They're both rectangular steel
constructions, as with a cube. All side parts are required here. The basic parts for the tank
are bent on this 70 tonne heavy press. The largest model in the dumper series
has two tanks each for hydraulic oil and diesel fuel. At the next station, the individual parts are fixed to a template
and welded together. The filler neck
for later is also attached. Here. 60 minutes after a tank is stable and it's smart,
welds are finished. It continues to the next station. Now its welding
job is being finished in a robot cell. Later, this tank will hold 750 liters of diesel. It's another 45 minutes before all the seams are completely welded. But although the robot can turn the tank
in almost every direction, there are still corners
that its metal arm can't reach. That's why
every tank has to pass a final inspection before being painted. This employee is tightening
the seams by hand and then all the tank seams are sealed before
it's filled with compressed air. A process which forced 750 liter tank takes 10 minutes. The employees
check all weld seams for leaks once more, using a brush and soapy water. Wherever small bubbles appear, air is escaping from the tank and the weld seam has to be reworked. Only when the tank is 100% airtight can it continue its journey
onto the painting station. These tanks are already painted and waiting
for their final assembly, a process which, for safety reasons, can only take place
in a so-called clean room. This clean room is separated
from the rest of the factory by an airlock, and normal clothing
is not allowed to be worn here. Instead,
all workers must wear a synthetic uniform. We don't want to have contemplation
in the tanks because we can take off particles and have that in the tanks and in the sensitive hydraulic system. It can stop the complete machine. Therefore, we have this area for
we have this overpressure also. So we press out all dust. The A6 with a payload of 55
tons is currently the largest articulated hauler that the Swedish
manufacturer has to offer. It was developed for heavy transport
operations in rough terrain such as quarries or surface mines. The dumper is comprised of a sturdy front
frame which supports the engine and a rear frame connected
to the front via an articulated joint back to Holtzberg, where the A6 driver's
cabs are manufactured first. All parts are placed
in four separate boxes so that the welders have
all they need for a complete cab. These are the port for the left side and this is for the right side. And here we have the floor,
which we haven't packed yet. And the last one is the roof where
we put them together through at one time. Afterwards. From now on, the four boxes
will travel through the plant together. This ensures that all the required parts
are always in one place. They are then transported by a robot
to the welding shop for final assembly, where the metal sheets are clamped
onto a frame and then fixed by hand. This is the left side,
which is welding right now. Take welding. So put it into the robot. So we can get it to the metro stations. The tech
well that there'll be a complete tab in the gift shop or marriage station on the sides floor
and roof of the cab are assembled, just like a house of cards. The floor is laid first, followed by the two side parts,
and finally the roof. Then all four components are welded
together. Once all the seams are welded, the blue frames can be removed. The cabin is now complete, and the driver's cab currently
weighs around 600 kilograms. But before it's mounted onto the a60,
it gains another 400 kilos of components. Since the a60 is a construction vehicle, it only has one door for the driver
which is now attached to the cabin along with anything else
that couldn't be fitted until now. This ensures that all the cabs parts are painted in one go
and will stay together. Then the cabin is raised in the air. It's hung on a track system
which carries it through all the painting stations before painting. The cab takes a bath for a few hours. This involves fitting every metal part
painted in the holtzberg through a total of 18 Washbasins. It all starts with a decreasing bath. Several rinses
followed before an acid bath, which strips the surfaces and removes
all four objects. After that, a primer
serving as rust protection. Finally, the parts
go into the coating tank and bath with water. With the paint inside,
there is a lot of water. A small amount of rain. And then you put power on the electric. And then you feel that surface. The place will be coated
and it's where exactly? It's around 20 micro thickness
plus or minus two. So the thickness is very, very stable. After the primer has dried,
the cabin can be painted in helzberg. This is done by four robots
working in sync. The canvas painted gray
yellow attachments will come later. Each cab needs two kilograms of paint. After 7 minutes, it's fully lacquered. At this speed,
the painting station can handle up to ten cabins per hour. Once the paint is dry, everything is checked again. An employee carries out random
measurements of the paint thickness, which should never be
less than 80 microns, which should be around
the minimum 80 microns up to one 200 maximum. But normally around the 100 microns for the thickness of the carpet, you
unless you have you're saving money on. The goal is to have 100 about around. Now the driver's cabs are on the home
street. The assembly line
all add on parts are fitted at the next 26 workstations. Each cycle lasts 7 minutes,
which means every station needs
to complete their task within 7 minutes. Then all the cabins are pushed
one station further. A total of 1000 parts are attached here. The cab receives its steering wheel and the side windows are also inserted
here. The window panes are glued in place. Of the 400 workers in the plant,
almost 100 work on the assembly line and in the pre assembly. It's the largest section of the factory. Around 10,000 cabins for various
vehicles are built here every year. At Station 20, the cabin finally gets its yellow roof. The interior is also being completed now while the other vehicles
receive their exterior mirrors here. These are left out on the A6 because the A6 is too big. So we had to put the mirrors
on the machines for two for the French
to be able to see behind the vehicles. Otherwise,
if we were to narrow with the put on a tap next the pedal set ensuring communication between the driver engine
and hydraulic system is put in the cab, which is raised so that the assembly is
as easy as possible. Now the driver's cab is finished
and ready for its last hurdle. The performance test, the test stand, which the cabin is now being attached
to, simulates a complete vehicle. This shows whether all cables and lines
have been properly connected. If an error were to appear now,
the cabin would have to go back to the assembly line for adjustments. It passed the performance test. A forklift picks up the 1400 kilogram chem plus transport
frame and takes it to the dispatch area. A truck then delivers it
to the assembly plant in brass, where the rest of the a60 already
awaits its driver's cab. No matter what remote region of the world
the hauler finds itself in, digital technology has fundamentally changed
the use of construction machinery, especially in undeveloped areas
without real streets or lighting. It's important
to know where each vehicle is in a 24 hour operation. Drivers can locate their colleagues
and actively avoid collisions in blind spots,
even without visual contact. The entire fleet is thus monitored
and connected at all times, a real help for drivers in their daily
work. Back at the main plant in brass, articulated haulers have been built
in this plant for 50 years. The A60 is the largest vehicle produced here. We had problems with the gates
between the different sections. They were too small.
The machine were too big. And then we go to EMC to do the testing. And also at that point,
the machine didn't fit into the gates. They also needed to item their gates
in order to get the machine into the correct environment. On the assembly line in brass,
the cabin from Salzburg is being attached to the a60, completing the front frame. This is also
where the exhaust ducts are attached. Later, they will carry the warm
exhaust fumes through the dumped body to ensure the load
doesn't freeze during transport. Then come the huge fenders,
which also hold the side view mirrors. None of these parts can be moved by hand
anymore. They include fluid of the fender. Can't be lifted. It needs a crane. Most things with the a60 need a train car because each fender weighs
almost 470 kilograms with attachments. The driver's access to the cab
is also attached here, in parallel with the main assembly line
just a few meters away. The rear frame is being prepared. It has two axles which are powered
together with the front axle, and it houses the hydraulic system, which
will later be used to tip the dumped body just like the front frame. The rear frame
also gets its own serial number. Then it's time the front frame, complete with
the driver's cab engine and articulated, comes together with the rear frame
at the next workstation. Both units are connected
by the articulated joint, which gives the S60 its name. This joint will later
allow the truck to be steered without the front wheels moving
because the entire vehicle will be moving. Yet this is where the front frame
with the driver's cab and the rear frame
are joined, bolted together and finally become
a single vehicle height. Now there are almost 100 hydraulic lines
which need connecting. Then comes the second fender. The next station is where the a60 gets its fluids. Among other things, 90 liters of cooling water and 210 liters of hydraulic oil. The fuel tank, on the other hand,
gets much less. Only 100 liters of diesel
for the test drives. Then the vehicle receives its two hydraulic cylinders. Later, these will raise and lower
the dumped body, and it will have to support its weight. Plus, the maximum payload of 55 tonnes. The hauler is nearly finished,
with only three workstations remaining. Now the dumped body is attached. This component alone weighs
around 11 tonnes and requires a crane to be attached. Later, it will house up to 34 cubic meters of material. The hinges will be subjected
to enormous strain. They are single part units weighing
almost 40 kilograms. The hood and front grille
complete the bodywork. Finally, the hauler gets its bulky look. Then the hydraulic cylinders are fitted on the dumped body and prepared
for the first performance test. Something
no hauler leaves the hall without. We have reached the final station of the assembly line where the engine is
started for the first time. By now
everything should be working properly. A total of 50 meters of hydraulic lines and 250 meters of pipes have been laid. These must all be checked again if the visual inspection is as successful
as the test run. The a60 will be approved. But before that, the dumped bodies
Hydraulics are tested once more. Now the hauler is pulled to the final assembly station due to height and space issues. The second he gets its wheels
at the very last station. Each wheel weighs 1300 kilograms and can only be moved
with a special forklift. When the a60 was first being developed. There were no existing tires
which could support its weight with the help of a tire manufacturer. Appropriate ones were developed and today
the a60 is adorned with two meter tall 33.25 inch thick tires. No other Volvo vehicles sports
such thick rubber. Each individual
wheel is fastened with 24 nuts. A robot takes on this job, tightening each nut with the correct torque. Once the wheels are attached, the team carries out
another visual inspection. An employee spotted a scratch
on this vehicle's bumper, although it's hardly the size of a coin. If it's deep enough,
then the entire bumper needs repainting. Happily. Luckily, it's just a small scratch,
so I can just polish it off here. This is more than a common F1. If it were bigger,
I'd have to repaint the bumper, which takes time and delays everything. All expenses
before we get on it. That's all good news. The hauler is now ready, but before it's
dispatched to the customer, it needs one last in-house practical test. Just like the smaller Volvo
vehicles, the A6 has to pass a stress test on the in-house test track. All the ducks and pipes are checked again. Scratches aren't pretty,
but they're unavoidable in vehicles like this,
which operate in rough quarries. Hydraulic problems are much more dangerous and to be able to find them
and fix them as quickly as possible. The Swedish engineers
have come up with something very special. This is just a normal lamp and this is a UV light,
which resonance with the oil. And so if there's a leak somewhere,
we put a fluid in in the oil that lets us easier find the leaks
that we can't find with a normal lamp. The inspection engineer is the last person
to inspect the hauler before delivery. Anything he misses could lead to serious
and more importantly, expensive damage during use. So first, I'm going to check for this
and then I'll do the UAV. 56 hours of work have now
gone into the a60 at the brass plant. A total of almost 500
employees have worked on it over seven days in two days. This truck will be shipped to South
Africa, where it will be used in a mine. I'm like the goalkeeper. Before we send it off to its clients, so I have to make sure
it's in good condition because if it's not there, it hurts. Our name, our brand. The hauler has passed the visual
inspection. Next,
the practical test on the in-house test track. Incidentally, any adult with a driver's
license can drive the hauler, but only in closed off areas
as it isn't street legal. We are checking the system. So if I tried to drive now,
it will start the morning a suspension, but then I can just activated this, especially for the a60. Should the hydraulics fail during use,
the hauler will automatically stall in order to avoid putting the driver
in an unnecessarily dangerous situation because the vehicle generally transports loads of up to 55 tons uphill and downhill to check it. That comes down within the time range or time limit. He also checks the articulated steering,
which allows the truck to steer on the spot
and maneuver on off road terrain. The final check is an incline test. The a60 can handle gradients of up to 40% even when operating with a full payload. That's why the hauler is equipped
with six forward gears. And to reverse gears,
we will drive it to the PDI sequence and they will finish it up
and put on protective plates. And if everything is good,
we will send it to the shipping area. And a 60 hauler costs
well over half a million euros depending on its features. This model is going to South Africa
to work in a mine 24 hours a day, seven days a week. This fully autonomous battery powered
prototype is the first smart wheel loader which can make decisions, perform tasks and interact with humans on its own. It all started with a Lego model,
which served as a template. Then it was a case of upscaling. The Elyx zero three is not yet
commercially available, but it serves as a basis for the development
of a fleet of smart vehicles. The Elyx zero three is a five tonne
heavy wheel loader. It can be programed to react
to different scenarios and will replace humans
in overly dangerous situations. Its batteries
allow it to function for up to 8 hours depending on utilization. Another autonomous vehicle, the h02 unmanned load carrier was prototyped in 2015. Since 2021,
it has been in use at a Swedish steel mill, both in field
tests and genuine conditions. Battery operated zero carbon
and low noise. It's only a matter of time
before these haulers go into production. The a60 is now on its way from brass
to the customer in South Africa. The first stop is the Port of Gotham Berg. Since the hauler isn't street
legal, it's carried there by a truck due to its unladen weight of 44 tonnes. The truck can only transport
one a60 at a time. And then there's the matter of size. In order to get to Gothenburg at all. The hauler has to be
lifted onto a low bed truck. Another Challenge is the excess width of the a60 in Sweden. Any vehicle over 3.11
meters wide must always travel with an escort vehicle. Now the convoy can get going. The Volvo S60 is the largest articulated hauler
in the world. It can effortlessly transport up
to 55 tonnes of cargo, bringing its total weight up to nearly 100
tonnes. The XXL monster truck is built in the main plant in Bra Sweden. It only takes seven days
from the first panel to the finished a60. Very few parts are assembled by hand. The engines are cast in-house from pure
Swedish steel. Every part of the a60 is bigger
than the ones for other vehicles in the factory. The dumped body alone can hold up to 34 cubic meters of cargo. Even its huge
tires were specially designed for the a60. But once the hauler is in use,
nothing can really stop it. A tool for the dirty work. Virtually indestructible.
