Technical Paper

Production Technology of ROPS Cab

Takahiro Noguchi
Tatsushi Itoh

Rollover is responsible for many of the operator accidents of hydraulic excavators. Protection of operators during rollover is very important and a structure that significantly increases the cab strength has been required also for Komatsu to install a cab that meets the Rollover Protective Structure (ROPS) safety standard.
This will increase the machine weight and manufacturing cost due to a change in the manufacturing method.
This paper describes the production technology developed involving simultaneous actions in the design phase
and all processes (from material processing to the finishing process) to build a cost-minimal production system
in order to overcome these disadvantages.
Key Words: Cab, ROPS, Simultaneous actions, High-accuracy temporary assembly, Automated welding,
Searchless welding, Visualization

1. Introduction
Safety regulations on the structure of cabs to protect the
operator in rollover have been in place for bulldozers and other
machines from early on. In March 2003, the Japan Construction Mechanization Association (JCMAS) established safety
regulations also on hydraulic excavators, followed by the
International Organization for Standardization (ISO) in December 2008. Komatsu has had to comply with these regulations.
In cooperation with our
design and purchasing departments, a structure and
production system meeting
the standards were built, as
reported hereunder.

Fig. 1 Crash-safe body

Fig. 2

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Production Technology of ROPS Cab

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Machine tipping test

2. Cab New Structure

4. Development Work

A cab with a Roll Over Protection Structure (ROPS) is required to be seven times stronger than a conventional cab and
thus dramatic modification is needed. The structure was
changed from a sheet-metal spot welding structure in the past
to an arc welding structure built on steel pipes as a framework.
Both the weight and amount of weld deposition significantly
increased (Figs. 3, 4).

PC200-7

Pipe
(5.5t) Panel (3.2t)
(5.5t)

PC200-8

Anti-noise
(3.2t)
measure

Panel (1.6t)
(1.6t)

Panel (3.2t)
(3.2t)
Anti-noise

measure

Panel
(1.4t)
(1.4t)
Combination
of outer and
&
inner panels

Pipes
(1.6t)
Panel
(1.6t)
(3.23.5t)
(3.2
- 3.5t)

Deformed
pipes
(4.2t)
(4.2t)

Fig. 3 Conventional structure

Fig. 4 ROPS structure

In the conventional ROPS, safety during rolling over is

secured by its framework of pipes and the panels were added to
ensure cosmetic appeal. Almost all of the panels were
directly mounted onto the framework and almost all of the
welded locations were made visible to allow lap welding and
fillet welding.

3. Development Targets and Production Technology Problems

A cost increase was expected due to the addition of the
foregoing functions and a minimum cost production system
encompassing (from material processing to the finishing process) was set as a target. The target values for the target items
are given in Table 1.
Table 1
Process
Materials

Member
Panels
Pipe

Welding

Framework

Development targets

Aim
Lower material grade
Blanking process
discontinued
High-accuracy bending
High-accuracy 3D cutting
High-accuracy temporary
assembly system
100% automated welding
Searchless welding

Finish

Framework

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Excessive finish
discontinued

4.1

Raw materials

Enhanced accuracy of raw material dimensions is the first

task in building a minimum cost production system. Management of members greatly affecting the welding process is
important and was given priority as follows.

4.1.1 Low material grade and discontinuation of

blanking process
The outer panels of the cab have a complex shape and are
designed with a large drawing depth, which is susceptible to
cracking and wrinkling in the press process. In addition,
forming the panels is difficult. As a countermeasure, a blanking process is added and high-grade materials are used to expand the forming limits. In both cases, the number of
processes is increased and material cost is increased, thereby
increasing the panel cost.
To use lower grades of cab panel materials and to discontinue the blanking process, (1) Panel structure design taking
productivity into consideration right from the cab concept stage
and (2) Improvement in die making were undertaken. The
results of these measures are described below.
(1) Panel structure design taking productivity into consideration
To lower panel material grades and to discontinue the blanking process, the panel shapes must be made as simple as possible to make them easier to form. The design plan was studied
by combining forming simulation analysis (Fig. 5) and trials
with actual panels, in addition to the know-how gained in the
past. The development concepts for these measures are described below (Fig. 6).
1) To set the drawing depth low after studying the panel
structure.
2) To choose a radius shape that can be formed to prevent
the cracking and wrinkling that occur when parts and components with a small radius are formed such as embossing.
3) To reduce forming that uses a cam die to a minimum by
choosing shapes that can unify press directions into one.

Target
Material SPCC
Discontinued
Flatness 2mm or less
Clearance 1mm or les
Clearance 1mm or les
100% automated
100% searchless
welding

Tension

Discontinued

Wrinkling

Fig. 5 Examples of simulation analysis

Production Technology of ROPS Cab

2

Former model

New model

Fewer processes by
simplifying shape

136mm

220mm

R45

Rear panel prolonged

and drawing depth is
reduced

R204
Radius shape that
can be formed in
one process

100mm

60mm
Structure has hinge plate
exposed to the outside and
drawing depth is reduced

Fig. 6

Comparison of panel structures

(2) Improvement of die making plan

A study of the panel structure taking productivity into
consideration as mentioned above is an important task, but
remains as a change within design restrictions. It is similarly
important to build a die making plan that promises good
formability. In cooperation with a die manufacturer, optimum
die shape was designed for the die making plan (Fig. 7).
The following concepts were developed for this process.
1) To add a slit blade in the drawing die. The material is
made easy to flow by cutting it immediately before drawing.
2) To develop the optimum radius shape and a material that
is easy to flow.
(Parts that are not related to a product)
3) To add a bead shape and to appropriately provide a
tension.

(3) Research results

After implementing these measures, panel materials of a
lower grade and discontinuation of the blanking process, which
are the targets shown in Table 2, were accomplished, leading
to a cost reduction of panel materials.
Table 2

4.1.2 High-accuracy bending technique of the

A-pillar

Slit blade

Shape of
radius
Slit blade

Shape of radius
Fig. 7

Die making plan

Research results

The A-pillar of the cab is made of deformed steel pipe and

has a complex shape. It is therefore not easy to bend steel
pipe accurately. Many of the cab members are sandwiched by
the A-pillar during temporary assembly and it was very important to improve the bending accuracy of the A-pillar. The
bent shape of the A-pillar is illustrated in Fig. 8. The results
achieved by the bending techniques for small-radius bends and
large-radius bends are shown below.

Small
R
radius
200R
200R

Large
R
radius
6500R
6500R

Fig. 8

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Shape of A-pillar

Large
R
radius
6500R
6500R

(1) Development of small-radius bending technique

The rotary pulling and bending method, which was reputed
to be the best in formability, was selected as a technique for
small-radius bends (200R) (Fig. 9). When a deformed steel
pipe is bent, in general, a bending curvature of R = 2.5D or
larger is required for steel pipe diameter D, whereas the design
value in this development task was R = 1.7D. Accurate forming therefore seemed difficult. After making a preliminary
study by simulation (Fig. 10), trial and error was repeated
under different machining conditions. The points used in
forming pipes are as follows:
1) To eliminate the clearance between the die and pipe to
prevent flattening of the pipe during forming.
2) To apply an appropriate axial compression force from the
rear using a back booster during forming to prevent thinning of
pipe wall thickness.

Figure 11 summarizes the impacts of each machining condition on bend quality. By selecting appropriate machining
conditions, pipes can be bent, but ranges of condition are small
and conditions must be managed strictly.

Fig. 11

Impacts of machining conditions on bend quality

(2) Development of large-radius bending technique

A stretch bend mechanism was selected as a technique for
large-radius bends (6500R) (Fig. 12). This mechanism
pushes the pipe to a die while pulling its ends toward the die so
that two large radii can be formed at one time. Furthermore,
it features removal of distortion made in previous processes.
The points used in forming pipes are as follows.
1) To pull a pipe axially and bend correctly along the die.
2) The bending radius cannot be too small.
Fig. 9

Rotary pulling and bending mechanism

Zones of unevenly thick wall thickness

are concentrated in one place

Fig. 12 Stretch bending process

Moves as pipe is bent further

Fig. 10

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Simulation analysis

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(3) Result of research on high-accuracy bending technology of

A-pillar
In the early development stage of this research, the flatness
failed to reach the target of 2mm or less and another process
for correction was needed. However, at the end, the target
flatness was achieved (Fig. 13).

Fig. 13

(1) Development of high-accuracy 3D pipe cutting

The accuracy requirement for cutting of pipe ends is high
when a 3D cutting shape is used as a welding joint. Some
panel members especially require cutting of deformed steel
pipes in a complex 3D shape and this could not be achieved by
a conventional cutter. A laser cutter with eleven NC axes that
could cut steel pipes of a long length was used (Fig. 16).
The cutter has a high-output laser-beam output device and has
eleven axes for carrying in and out, as well as for moving, of
steel pipes and for a torch. By feeding a pipe into the
machine without cutting it as a prior process, a finished pipe
can be machined. The points for forming at a high accuracy
using this machine are as follows:
1) To manage accuracies for sectional shapes of steel pipes
and amount of torsion within a certain range.
2) To correct shears and torsions in the sectional shape of a
pipe during pipe cutting.

Flatness of A-pillar

4.1.3 High-accuracy 3D cutting of pipe

When joining cab pipes, in the past, pipes were cut straight
and the material to be filled inside their holes was placed by
welding and pipes were then joined, resulting in waste in both
the number of parts and man-hour (Fig. 14). Using a 3D pipe
cutter that can cut pipes flexibly and a new design for a welded
joint that is tied to the radius part of the pipe, clearance can be
eliminated and pipes can be welded without any prior
processing. This method eliminates a member for mounting,
as well as welding and G finishing processes (Fig. 15).

Conventional joint

New joint

Fig. 14

Pipe joint

Fig. 16

4.2

Welding process

As a characteristic of the new structure of cabs, the welding

method has been changed from spot welding to arc welding
and the weight of weld deposition has greatly increased. A
search sensor and arc sensor are used in normal robot welding.
However, panels are thin and the weld line is short, making it
difficult to apply the search and shift function. Even if these
sensors are used, their efficiency lowers significantly. To
minimize any cost increase, 100% automation of robot welding
and searchless welding were aimed for. This necessitated (1)
High-accuracy temporary assembly system and (2) A robot
system that allowed optimum welding position.

Location

where new
is used
joint

Fig. 15 Example of location of new joint

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3D pipe cutter

Production Technology of ROPS Cab

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4.2.1 High-accuracy temporary assembly system

4.2.2 Robot system

In searchless welding, works need to be assembled tentatively at a high accuracy. As mentioned above, technology
for machine members at a high accuracy was developed and
new ideas for temporary assembly jigs were also needed. For
the structure of the temporary assembly jig, the conventional
method of temporarily assembling works while forcibly distorting works by a constraint using a cylinder was revised. A
method to temporarily assemble high-accuracy members without applying a forcible constraint and to constrain them as they
were by a clamp was devised (Fig. 17).

A welding system integrating both a positioner and robot

allowing a good position relationship between the work and
welding machine, and an optimum welding position was used
for the welding robot. A long arm robot that houses cables
was also used as the welding robot (Fig. 19). This allowed
down hand welding in all positions, paving the way for robot
welding of especially weld lines inside and in the bottom of a
cab.

A member is sandwiched
between A-subpillars

Fig. 19
Fig. 17

High-accuracy temporary assembly system

4.2.3 Structure of weld line

Figure 18 shows the measurement results of clearances of

works set on a welding robot and deviations from teaching
values. After temporary assembling, both clearances and
deviations from teaching values were 1mm or less, paving the
way for searchless welding.

Deviations from teaching values (mm)

Clearances of works in temporary assembly and deviations from teaching values

1.5
1
0.5

Less than 1 mm and 

managed satisfactorily

0
0

0.5

1.5

To accomplish 100% automation of welding, it is important

that the cab structure allows automated welding as a precondition, even though the development of the foregoing robot system is important. This was incorporated as a concept from
the design stage. Almost all members to be welded were
made visible and the structure allowed lap welding and fillet
welding. Care was exercised especially with the following
points (Figs. 20, 21).
(1) Framework structure with which all weld lines are visible.
Discontinuation of composite work processes and one process
for the entire inspection process for welds.
(2) Building of a structure to eliminate interference parts of
torch.
(3) Jig concept that avoids interference by building a
one-chuck structure and discontinuation of welding of interfered members.

Clearances in temporary assembly (mm)

Fig. 18

Clearance and deviations from teaching values

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Robot system

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5.

Member for which welding was

discontinued due to
interference

Fig. 20

Accomplishment Status of Technology

After implementing the foregoing measures, initial targets

had generally been accomplished (Table 3). Searchless welding was not accomplished because dispersions in the amount of
distortion in framework welding were 1mm or more and
searching was necessary in welding cosmetic panels. This
task should be addressed in the future.
Table 3

Image of avoidance of interference

Member

Process

Member

Welding

Finish

6.
Fig. 21

4.3

Welding on floor side

Finishing process

The finishing work accounts for a large portion of man-hour

among the entire processes for cab manufacture. Reduction
in finishing work is important in building a minimum cost
production system. The quickest solution to reduce finishing
man-hour is to reduce wasteful finishing. To achieve this, an
activity to discontinue excessive finish was undertaken in
cooperation with the design and quality assurance departments.
For example, the standard for quality of flare welded parts in
the front part of the cab that required much finishing work was
changed to a higher rank for portions above eye level and to a
lower rank for portions below eye level. Approval of the related departments was obtained for weld zones of the higher
rank by continuous welding and of the lower rank, by intermittent welding. Finishing was eliminated for both ranks.

Status of technology accomplishment

Objective

Lower grade of
material
Panel
Discontinue
blanking process
High-accuracy
bending
Pipe
High-accuracy
3D cutting
High-accuracy
temporary
assembly
Framework 100% automated
welding
Searchless
welding
Frame- Discontinue
work excessive finish

Target

Degree of accomplishment

Material SPCC

SPCC

Discontinued
Flatness 2mm or
better
Clearance 1mm
or less

Discontinued
2mm or
less
1mm or
less

Clearance 1mm
or less

1mm or
less

: Accomplished

100% automated

100%

100% searchless
welding

95%

: Not
accomplished

Discontinued

Discontinued

Subsequent Activities

As outlined above, the safety of the cab in rolling over was

secured and a minimum cost production system was built.
However, as mentioned above, the cab weight increased about
twice compared with before because the wall thickness of
structural members of the pillars was increased and pillar supports were reinforced by the addition of a reinforcing rib and
other members. The square steel pipes used in the C-pillar in
the rear are the most important members for ensuring the
strength and their purchasing cost increases the higher their
wall thickness is. A rational reinforcing method was therefore
studied focusing on the C-pillar.

6.1

Approach to reinforcing method

Buckling of the C-pillar first absorbs crash energy as a

deformation mode in a ROPS
C-pillar
test (Fig. 22). Curbing of
this buckling may achieve a
structure that allows energy
absorption by the entire cab
compared with the conventional structure. Figure 23
illustrates the ideal deformaMember with
tion mode.
concentrated
stress

Fig. 22

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ROPS analysis

7.

Fig. 23

6.2

Conclusion

A cab meeting the roll-over protection safety standard was

developed for the protection of operators of hydraulic excavators. A minimum cost production system for the cab was built.
At present, this technology is used with cabs for construction
machinery other than hydraulic excavators and the cab
manufacturing processes are being unified. Future plans include enhancing the value of this research by applying the
technology to components other than cabs in addition to pursuit
of a further improved cab structure and manufacturing method.

Deformation mode in ROPS test

Partial reinforcing method

(1) Study of structure

Insertion of a rib was selected as a partial reinforcing
method due to its high productivity and to a wide strength
variation. The process for this reinforcement is shown in Fig.
24. The new structure reduces the wall thickness of C-pillar
about 30% (Fig. 25).

Introduction of the writer

Takahiro Noguchi
Entered Komatsu in 2004.
Welding Procedure Team,
Manufacturing Engineering Development
Center, Production Division.

Tatsushi Itoh
Entered Komatsu in 1984.
Welding Procedure Team,
Manufacturing Engineering Development
Center, Production Division.
Fig. 24

Manufacturing process for rib insertion

[A few words from the writer]

Recently, regulations have become stricter and needs for safety
and the environment are increasing with a focus on automobiles.
In response to these trends, enterprises must make efforts to not
only meet the regulations, but also to minimize cost increases.
The innovation of manufacturing encompassing simultaneous
actions from the design stage to all subsequent processes (from
material processing to the finish process) to meet quality
requirements will greatly impact the future development efforts at
Komatsu. The Manufacturing Engineering Development Center,
Production Division, will also contribute toward improving SVC
of entire welded structures by similar methods.

Fig. 25

Rationalized ROPS cab manufacture

(2) Result of ROPS test

Target absorption energy values in sidewise pushing, rearward pushing and upward pushing were accomplished within a
displaceable range regarding the foregoing rationalization plan.

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