Design and Analysis of New Flexible and Safe Forklifts

Abstract

In today's life, there is a wide variety of forklifts, from the large heavy

loading truck to the one that works among narrow aisles. Forklifts have

become one of the basic transportation tools we use in our lives. With all

the forklifts in existance, we find that there are some improvements that

can be made to bring the forklift to a better performance.

Existing forklift design has its limitation in rotation and the structure has

potential safety risk. Our new design has 180 degrees rotating forks

attached to truck body on both ends. Also, it has a scissor lift under the

operator’s cabin which improves the stability. There are two

subassemblies: scissor lift and lifting fork; there is a total of 37 parts in

the new design.

Once the design is conceived, we calculate the mass properties of parts

and subassemblies to ensure the stability of the forklift. Results show that

the truck is safe to use: its center of gravity remains in the safety triangle

and we use this to get the maximum loading capacity. Then we run stress

analysis on important parts and subassemblies using finite element

method (FEM). Results show that the new design is safe to use under

working conditions.

1
Acknowledgements

First, I would like to express my most sincere gratitude to my advisor Dr.

Abe Zeid for his guidance and patience. As my mentor he gave me a lot

of guidance and taught me all of the skills necessary to have completed

this research. I couldn’t have done this without him.

I would also like to thank my parents for their support. Their patience and

understanding are the reasons that I have come so far in my life.

2
Catalogue
Abstract ............................................................................................................................................. 1
Acknowledgements ........................................................................................................................... 2
List of Figures ................................................................................................................................... 5
List of Tables ..................................................................................................................................... 8
Chapter 1 Introduction ...................................................................................................................... 9
1.1 Overview ............................................................................................................................. 9
1.2 Proposed and Scope of Research Objectives .................................................................... 11
1.3 Basic Systems of a Forklift ............................................................................................... 12
1.3.1 Driving System ...................................................................................................... 12
1.3.2 Power Steering (Control) System ........................................................................... 14
Chapter 2 Review of Existing Forklift Trucks ................................................................................ 18
2.1 Introduction ....................................................................................................................... 18
2.2 Types of Forklifts .............................................................................................................. 19
2.2.1 Classification by Power Sources ............................................................................ 19
2.2.2 Classification by Configuration ............................................................................. 20
2.3 Advantage and Disadvantage of Existing Design ............................................................. 25
2.4 Thesis Research................................................................................................................. 26
Chapter 3 Design Synthesis ............................................................................................................ 28
3.1 Design Criteria .................................................................................................................. 28
3.1.1 Basic Components.................................................................................................. 28
3.1.2 Stability Triangle & Tipping over .......................................................................... 32
3.1.3 Safety Issues ........................................................................................................... 36
3.2 Existing Designs ............................................................................................................... 39
3.2.1 Side-Loader ............................................................................................................ 39
3.2.2 Chain Transmission of the Operate Cabin.............................................................. 40
3.3 Different Design Ideas Proposed....................................................................................... 41
3.3.1 Design 1: 360°Rotate Forks with Chain Lifting Transmission .............................. 41
3.3.2 Design 2: 180°Rotate Forks with Hydraulic Pump ................................................ 44
3.3.3 Design 3: 180°Rotate Forks with Scissor Lift ........................................................ 46
3.3.4 Summary of Design Ideas ...................................................................................... 48
3.4 Final Design Schematic..................................................................................................... 50
Chapter 4 Modeling of Forklift Design ........................................................................................... 51
4.1 Introduction ....................................................................................................................... 51
4.2 Scissor Lift ........................................................................................................................ 53
4.2.1 Scissor Lift Assembly ............................................................................................ 53
4.2.2 Working Mechanism .............................................................................................. 59
4.3 Lifting Fork ....................................................................................................................... 61
4.3.1 Lifting Assembly .................................................................................................... 61
4.3.2 Loading Movement ................................................................................................ 68
4.4 Other Components ............................................................................................................ 70
4.5 Assembly Model ............................................................................................................... 77
Chapter 5 Stability Analysis ............................................................................................................ 80
5.1 Mass Properties Calculations ............................................................................................ 80

3
 5.1.1 Mass Properties of Components, Subassemblies & Assembly .............................. 80
5.1.2 Center of Gravity under Static Condition............................................................... 85
5.2 Stability of the Forklift ...................................................................................................... 87
5.2.1 Safety Triangle Adjustment .................................................................................... 87
5.2.2 Maximum Loading Capacity Calculation .............................................................. 89
Chapter 6 FEM/FEA Analysis......................................................................................................... 93
6.1 Fork Analysis .................................................................................................................... 95
6.1.1 Forks Stress Analysis ............................................................................................. 96
6.1.2 Stress Analysis Using Different Mesh Element ................................................... 100
6.2 Fork Support Frame ........................................................................................................ 108
6.3 Scissor Lift ...................................................................................................................... 111
Chapter 7 Design Evaluation ........................................................................................................ 115
7.1 Parameter of the Forklift ................................................................................................. 115
7.2 Advantage of the New Design......................................................................................... 117
Chapter 8 Conclusions .................................................................................................................. 119
Reference ...................................................................................................................................... 121

4
List of Figures

Figure 1.1 Forklift with Paper Handling Chassis (P10)

Figure 1.2 Hyster Forklift Trucks Equipped with Heavy Duty Vista Masts (P10)
Figure 1.3 Omnidirectional forklift (P14)
Figure 1.4 3-D Model Mecanum Wheel (P14)
Figure 1.5 Block Diagram of Typical EPS Control System (P16)
Figure 1.6 Mechanical Model of EPS System (P16)
Figure 2.1 Counterbalance Forklift (P20)
Figure 2.2 3-wheel Counterbalance Forklift (P21)
Figure 2.3 Reach Truck (P22)
Figure 2.4 Order Picker Forklift (P23)
Figure 2.5 Multidirectional Forklift (P23)
Figure 2.6 Side-loader (P24)
Figure 3.1 Different Parts of Forklift Loading Device (P29)
Figure 3.2 Forklift with Load Stabilizer (P31)
Figure 3.3 Center of Gravity Horizontal Shifting Illustrations (P32)
Figure 3.4 Forklift Side Tipping during Transportation (P33)
Figure 3.5 Demonstration of System of Active Stability (SAS) (P34)
Figure 3.6 Center of Gravity Vertical Shifting Illustration (P35)
Figure 3.7 Wheel Damage Caused by Worn Tires (P37)
Figure 3.8 A Narrow Aisle Side-loader (P39)
Figure 3.9 Forklift with Cable Lifting System (P40)
Figure 3.10 Forklift with 360 Degree Rotation Forks (P41)
Figure 3.11 Operator Cabin Lifting Demonstration (P42)
Figure 3.12 Forklift with Cable System (P43)
Figure 3.13 Hydraulic Pumping System Working Demonstrations (P44)
Figure 3.14 Demonstration of a Hydraulic Elevator (P45)
Figure 3.15 A Scissor Lift Truck’s Working Condition (P46)
Figure 3.16 Hydraulic System of a Forklift (P47)
Figure 3.17 1-layer Scissor Lift with Hydraulic Power (P48)
Figure 3.18 3-wheel Electrical Powered Forklift Draft (P50)
Figure 4.1 Collapsed View of Scissor Lift Assembly (P53)
Figure 4.2 Exploded View of Scissor Lift Assembly (P54)
Figure 4.3 Overview & Dimension of the Base (P55)
Figure 4.4 Overview & Dimension of the Top (P56)
Figure 4.5 Overview & Dimension of the Frame 1 (P57)
Figure 4.6 Overview & Dimension of the Frame 2 (P58)
Figure 4.7 Overview & Dimension of the Wheel (P58)
Figure 4.8 Scissor Lift Supporting Operator Cabin (P59)
Figure 4.9 Hydraulic Pump (P59)
Figure 4.10 Front View of Scissor Lift with Maximum Lifting Range (P60)
Figure 4.11 Collapsed View of Lifting Fork Assembly (P61)
5
Figure 4.12 Exploded View of lifting Fork Assembly (P62)
Figure 4.13 Overview & Dimension of Fork Lid (P63)
Figure 4.14 Overview & Dimension of Fork Support Frame (P64)
Figure 4.15 Overview & Dimension of Rack Axle (P65)
Figure 4.16 Overview & Dimension of Rack Fixer (P65)
Figure 4.17 Overview & Dimension of the Fork (P66)
Figure 4.18 Overview & Dimension of Spur Gear (P67)
Figure 4.19 Overview & Dimension of Rack Motor (P67)
Figure 4.20 Fork Horizontal Movement of the Forks (P68)
Figure 4.21 Vertical Movement of the Forks (P69)
Figure 4.22 Rotation of the Forks (P69)
Figure 4.23 Overview & Dimension of Truck Body (P70)
Figure 4.24 Isometric View & Front Drawing of Truck Seat (P71)
Figure 4.25 Overview & Dimension of the Steering Wheel (P71)
Figure 4.26 Overview & Dimension of Chassis (P72)
Figure 4.27 Overview & Dimension of Counterweight (P73)
Figure 4.28 Overview & Dimension of Mast 1 (P74)
Figure 4.29 Overview & Dimension of Mast 2 (P75)
Figure 4.30 Overview & Dimension of Tire (P76)
Figure 4.31 Rendering Model of the Forklift (P77)
Figure 4.32 Collapsed View of Forklift (P78)
Figure 4.33 Exploded View of Forklift (P79)
Figure 5.1 Mass Property of Truck Body (P81)
Figure 5.2 Mass Property of Counterweight (P82)
Figure 5.3 Mass Property of Operator Cabin (P82)
Figure 5.4 Mass Property of Supporting Mast (P83)
Figure 5.5 Mass Property of Subassembly: Lifting Fork (P83)
Figure 5.6 Mass Property of Subassembly: Scissor Lift (P84)
Figure 5.7 Mass Property of Forklift Assembly (P84)
Figure 5.8 Mass Safety Zone of Forklift (P85)
Figure 5.9 Front View of Forklift’s Center of Mass (P86)
Figure 5.10 Top View of Forklift’s Center of Mass (P86)
Figure 5.11 Top View of Forklift with Stability Triangle Dimension (P87)
Figure 5.12 Adjusted Stability Triangles (P88)
Figure 5.13 Forklift with 3000kg load (P89)
Figure 5.14 Mass Center Positon under 3000kg Load (P90)
Figure 5.15 Forklift with 2000kg load (P91)
Figure 5.16 Mass Center Positon under 2000kg Load (P92)
Figure 6.1 Loading Part Analysis Demonstration (P95)
Figure 6.2 Fork Meshing Model (P96)
Figure 6.3 Boundary Condition (P96)
Figure 6.4 Stress Result of the Fork (P97)
Figure 6.5 Strain Result of the Fork (P97)
Figure 6.6 Displacement of the Fork (P98)

6
Figure 6.7 Maximum Von Mises Stress Result of the Fork (P98)
Figure 6.8 Fatigue Checking of the Fork (P99)
Figure 6.9 Meshing Model Using Moderate Elements (P100)
Figure 6.10 Meshing Model Using Fine Elements (P100)
Figure 6.11 Fine Element Meshing Model Using L= 4mm (P101)
Figure 6.12 Stress Analysis Using L= 4mm (P101)
Figure 6.13 Strain Analysis Using L= 4mm (P102)
Figure 6.14 Displacement Analysis Using L= 4mm (P102)
Figure 6.15 Maximum Displacement Plot (P104)
Figure 6.16 Maximum Stress Plot (P105)
Figure 6.17 Maximum Strain Plot (P105)
Figure 6.18 Combined Plots with “Stable” Result (P107)
Figure 6.19 Support Frame with Load (P108)
Figure 6.20 Support Frame Meshing Model (P108)
Figure 6.21 Stress Analysis of Support Frame (P109)
Figure 6.22 Strain Analysis of Support Frame (P110)
Figure 6.23 Displacement Analysis of Support Frame (P110)
Figure 6.24 Overall Weight of the Scissor Lift Load (P111)
Figure 6.25 Scissor Lift Meshing Model (P111)
Figure 6.26 Boundary Condition and Applied Force (P112)
Figure 6.27 Stress Analysis of Scissor Lift (P112)
Figure 6.28 Strain Analysis of Scissor Lift (P113)
Figure 6.29 Displacement Analysis of Scissor Lift (P113)
Figure 7.1 Top View of the Forklift (P115)
Figure 7.2 Front View of the Forklift (P115)

7
List of Tables

Table 3.1 Comparison of Forklift Design Ideas (P48)

Table 6.1 Analysis Result of Fork Model (P103)
Table 7.1 Lift Truck Dimensions (P116)

8
 Chapter 1 Introduction

1.1 Overview

Because of the varieties, different shapes, different packaging of the

goods, loading and unloading has always been a heavy process during

transportation. Forklifts were naturally invented and became the solution

to this problem; they save time and space. If cargos are being organized

properly, the use of forklifts with the right attachments would be the best

way to load and unload, which would make the whole process less time

consuming and less labor intensive. In addition, forklifts optimize the use

of storage space by eliminating the need for many people to handle the

loading and unloading operations and enabling the stack-up of goods. The

stacking height of goods can be up to 4~5m, some even can be as high as

10m, which brings up the utilization of warehouse by least 40%. Now,

most of the transportation operations are using forklifts.

Forklifts fall under the category of lifting and transport machinery. A

forklift has a lifting system for loading packages and a mobile system for

moving around, like a truck. A forklift is also called a forklift truck. It is

mainly used for loading and unloading common packaged goods. With

some special attachments, it can also be used for non-packaged goods or

untraditional shaped good. Figure 1.1 shows a forklift equipped with

9
attachment picking up a roll of paper. This hydraulic clip attachment

allows the operator to open and close a clip around a load. Products like

cartons and boxes can use this type of attachment. Figure 1.2 shows a

forklift with a special attachment allowing the rotation of the load.

Figure 1.1 Forklift with Paper Handling Chassis [1]

Figure 1.2 Hyster Forklift Trucks Equipped with Heavy Duty Vista Masts [2]

Forklifts are produced by hundreds of companies all over the world.

According to the data about lift truck sales, acquired by Worldwide

Industrial Truck Statistics organization, Europe, North America, Japan

and China are some of the biggest players in the market [3]. Toyota
10
Industries Corporation is No. 1 among all the industrial lift truck

suppliers. It has 11 categories of forklifts, from hand pallet trucks to

counterbalanced trucks, from electronic to engine powered, including

more than 50 different types of forklifts. Each one of them can be ordered

with different capacity and loading range to meet different needs. The

loading capacity is from 0.75 ~ 8.5t. The maximum lifting height can be

up to 14.8 meter [4].

Right now, all forklifts’ forks are attached to the truck on one end, and the

lifting system use chain or cable. We feel like there are some

improvements can be done, and we will focus on these two features in the

rest of the research.

1.2 Proposed and Scope of Research Objectives

In this research, we investigate a forklift design that is new and different

from existing designs. The new design offers two features: one is that the

forklift is attached to the truck body on both ends, and the other feature is

that the new lifting mechanism is more compact. The remainder of the

thesis elaborates these new features in more details.

To achieve our new design goals, we need to do some research about the

forklift existing design and what kind of product transportation is using

11
the forklifts. Based on that research, we need to find what the

shortcomings of existing designs are. The new design offers both new and

improvised features, over what is currently available. Next, we would use

CAD modeling to create the new 3D design. Last, we would run analysis

and calculation on the model to make sure it is stable and safe under

working conditions.

1.3 Basic Systems of a Forklift

Usually a fully functional forklift would consist of the following major

systems: the power system, driving system, loading system (including

hydraulic transmission, lifting system, etc.). Our design here is more

concerned with the loading system. Since we are not going to focus on

the power, driving and control system, we will give a basic introduction

in the following two sections (the power system will be included in the

driving system).

1.3.1 Driving System

Like most of the trucks, one of the most important systems in a forklift is

the driving system which allows the truck to move around. A steering

system is one of the major subsystems for the driving operation. It rotates

the front wheel to the desired direction set by the driver’s steering input.

The direction is controlled by the steering wheel and the whole

12
movement is powered by a battery located in the back of the truck.

Powering: When power steering is used, pumps supply hydraulic

pressure to power steering cylinders in order to make steering easier for

forklifts with heavy loads. Electric power steering mechanisms replace

the pumps and hydraulic fluid with motors when the wheel is turned.

Steering Mechanism: The purpose of a steering mechanism is to point

the vehicle in the right direction. It is achieved through gears, tie rods,

cables and a series of linkages. Currently, most lift trucks are front-wheel

drive and they use the rear wheels for steering. All of the weight

(including battery) is placed on the drive axle for traction and braking

action (it is called counterweight). When the truck turns, the rear end

swings while the front end is stationary. The wheelbase of the truck also

affects the steering: the shorter the wheelbase, the easier to turn.

The steering system of a forklift consists of three major parts: a steering

wheel connected to a steering box through a system of gears; linkages

such as cables connecting the steering box to the front wheel assemblies;

and front suspension parts such as tie rods which pivot the wheel

assemblies.

A very special type of forklift uses Mecanum wheels [5] for

omnidirectional steering as show in Figure 1.3. It allows the operator to

13
steer the truck forward, backward, diagonally and sideways, which also

means this special wheel (See Figure 1.4) enables the truck to rotate 360°

within its own footprint.

Figure 1.3 Omnidirectional forklift [5]

Figure 1.4 3-D Model Mecanum Wheel [6]

Like all those forklift systems, the truck's steering system requires regular

maintenance and periodic replacement of parts, especially smaller parts

like bushings and seals.

1.3.2 Power Steering (Control) System

During the driving operation, when the front wheels are steered, there
14
will be a restoring torque which tends to return the wheels to the original

position. Though this restoring torque provides steering stability, the

driver must provide sufficient torque to overcome this torque to steer the

vehicle. That is why many forklift drivers have chronic back injury and

pain due to the extra effort to maintain the stability of the truck. Since

vehicles with heavy loadings require more steering effort, especially at

low speeds, power steering was introduced to assist the driver. Most

power steering systems consist of an engine-driven hydraulic pump and a

hydraulic actuator [7].

Electric power steering (EPS) system uses an engine-independent motor

for power steering, so it eliminates the need for complex hydraulic units.

As a result, it provides power steering even when the engine is not

working. With these advantages, EPS systems have begun replacing

hydraulic power steering (HPS) systems in most of advanced forklifts and

are expected to extend to all types in the future.

An EPS system has the following two functions. First, it can reduce

steering torque. When a proper assist torque from an EPS system is

applied in the same direction as the driver’s steering direction, the amount

of steering torque required by the driver is relieved. Second, the EPS

system can improve the return-to-center performance of the truck. It can

15
also eliminate excessive overshoot and subsequent oscillation by

providing active damping capability and thus enhance return-to-center

performance.

The typical control system of many EPS devices is shown in Figure 1.5.

The target current setting unit determines the reference current ir to the

motor based on current driving condition, and the controller calculates the

control signal which minimizes the error between ir and the actual current

ia.

Figure 1.5 Block Diagram of Typical EPS Control System [8]

Figure 1.6 Mechanical Model of EPS System [8]

The EPS system shown in Figure 1.5 uses what is called column-type

EPS system, in which the assist motor connects to the steering shaft

16
through spur gears and delivers assist torque to the shaft. Figure 1.6

shows the mechanical model of EPS devices. The load motor provides the

emulated load torque including the one due to the friction between the tire

and the road surface. These motors are all controlled by motor drives that

receive input signals from the onboard computer in which the control

logic is implanted.

17
 Chapter 2 Review of Existing Forklift Trucks

Forklifts (also called lift trucks or fork trucks) are primarily used for

lifting and transferring heavy loads to stations or locations in warehouses,

shops or construction sites. Usually there are two forks in the front of a

forklift (some type of forklifts have the forks on the side) that are used to

lift loads that may weigh up to thousands of pounds. These forks can be

moved forward and backward, and also up and down for lifting and

moving cargo.

2.1 Introduction

A forklift truck is a powered industrial truck used to lift and transport

materials. The earliest forklift truck was invented between 1914 and 1915

and put on the market since 1930s. After that, the increasing need of

transporting military material during the World War II spurred the

development of the Forklifts [9]. Following the war, more efficient

methods for storing products in warehouses were being implemented.

Warehouses needed more maneuverable forklift trucks that could reach

greater heights. More new forklift models were made that filled this need.

Since then, forklift trucks have become indispensable equipment in

manufacturing and warehousing operations. In 2011, the size of the

forklift manufacturing industry was nearly $27 billion [10].

18
2.2 Types of Forklifts

Forklifts come in a variety of sizes, configurations and weight-lifting

capacities. There are a few different classes of forklifts that can be

distinguished by two major features: their power sources and their

configurations.

● Class 1: In terms of power sources, there are electric-powered

forklifts and gas-powered ones.

● Class 2: In terms of configuration, there are counterbalance forklifts

(four-wheel and three wheel), reach truck, order picker,

multidirectional forklifts, side-loaders and some other types designed

for specific needs.

2.2.1 Classification by Power Sources

Electric forklifts are powered by stored batteries and require frequent

charging to operate. These forklifts are best suited for indoor use in areas

where ventilation is not great because they are quiet and do not exhaust.

Electric forklifts have lower operating costs than gas-powered ones.

However, their lifting capacity is only 10,000 to 15,000 pounds. Their

batteries can take as long as 16 hours to charge and cool off, and have a

slower acceleration than those trucks that run on gas.

Gas-powered forklifts usually run on gas, liquid propane, diesel or CNG

(compressed natural gas) and they are typically used outdoors due to
19
exhaust gases. They cost less than electric forklifts to buy, but they have

higher ongoing costs, as they need frequent refueling. Gas-powered

forklifts are typically capable of lifting weights ranging from 15,000

pounds to 35,000 pounds, which makes them ideal for heavy-industry

situations and under in all types of weather [11, 12].

2.2.2 Classification by Configuration

Counterbalance Forklifts are the most common type of forklift truck. As

the name suggests, counterbalance trucks use a counterbalance weight

design, with a weight at the rear of the truck offsetting the load to be

lifted at the front, as shown in Figure 2.1.

Figure 2.1 Counterbalance Forklift [13]

Counterbalance machines are available as electric, gas or diesel powered.

Electric counterbalance machines are able to operate with a smaller

counterweight as the battery serves as a ballast as well as a source of

power. On counterbalance trucks, the forks protrude from the front of the
20
machine, with no out rigging legs or arms. This means that no reach

facility is required, and the fork lends itself to straightforward operation.

3-wheel counterbalance forklifts work the same way as regular

counterbalance machines, however the inclusion of a single drive wheel

in the center of the rear of the machine ensures maximum

maneuverability as shown in Figure 2.2. They are perfect for use in

applications where space is limited due to their tight turning circles and

excellent maneuverability. They are also ideally suited for applications

that require inside and outside use and racking loading [14].

Figure 2.2 3-wheel Counterbalance Forklift [13]

Reach trucks are designed predominantly for warehouse operations. They

offer maximum lift height with excellent maneuverability as shown in

Figure 2.3. They have the ability to ‘reach’ out beyond the stabilizing legs

and therefore ‘reach’ into racking. The combination of this reach

capability and the stabilizing legs means reach trucks can lift to great
21
heights (in excess of 10 meters) while still operating in very tight working

environments. The stabilizing legs and batteries within a reach truck

negate the need for any counterbalance weight within the truck construct.

While excellent for use indoors, reach trucks are not ideally suited to

work outside. Their low under-carriage clearance can cause problems on

uneven working surfaces, and their electric power systems can be prone

to contact trouble if regularly shaken due to undulating working surfaces.

Figure 2.3 Reach Truck [15]

Order picker forklifts have a platform which allows the operator to be

raised with the picker. Order picker forklifts can carry large bulky items

in tight spaces, and has room for picking product in addition to the

operator’s standing. Figure 2.4 shows an order picker forklift.

22
 Figure 2.4 Order Picker Forklift [15]

Multidirectional (four-way) Forklifts usually have a driving wheel at one

side, and two wheels on the other side as shown in Figure 2.5. This type

of forklift has more flexibility and efficiency in warehouses, they can

save more time and space to increase productivity.

Figure 2.5 Multidirectional Forklift [16, 17]

23
Side-loaders usually have large pneumatic wheels and a stable platform

for long loads to rest on and they can quickly transport long material

through narrow gates and aisles in lengthwise drive as show in Figure 2.6.

They are designed to carry loads lengthwise in the direction of travel

enabling transport through what would otherwise be too small of a door

opening [17].

Figure 2.6 Side-loader [13]

There are also forklifts that come in varied sizes. One of these is the

narrow-aisle forklift, a standard electric forklift designed to function in

small areas. These are narrower than standard forklifts, and often have

additional features like the ability to move the forks without moving the

entire forklift or a cab that rises with the forks to improve driver visibility.

Other forklift types include rough terrain forklifts, which are gas-powered

24
forklifts designed for rough conditions. They are larger, with off-road

wheels and four-wheel drive functions to get them through mud, grass

and other outdoor terrain [18].

Motorized pallet trucks are also known as walkies, riders or walkie riders.

These vehicles derive their names from the fact that the operator does not

have to sit inside the vehicle to operate it. In fact, he walks along the side

of the truck as it moves the load.

Swing mast trucks are vehicles that typically used in a narrow aisle. They

are similar in appearance to standard trucks. However, their masts can

swing up to 90 degrees in one direction only.

Turret trucks are also used in very narrow aisles. Like the order selector,

they can lift both the load as well as the operator. However, in addition to

that, turret trucks can swing the forks 90 degrees on either side (which

means 180 degrees total).

2.3 Advantage and Disadvantage of Existing Design

In a warehouse, space is a very important issue to be taken into account.

The less space required for aisles, the more space that will be available

for storage or other needs. For this reason, narrow aisle forklift was

developed. These narrow aisle forklifts can operate with minimal aisle

space.

25
These units designed for narrow aisles have special attachments which

allow them to stock and retrieve material with very little turning or

maneuvering room, but they still need to face the shelves and move

forward to carry the loads. And most of these units require the operator to

stand upright while operating the machine.

Right now, most of the forklifts are using counter weights to balance the

weight of the cargo. They have two forks (also known as blades) in the

front that are used to lift loads. These steel blades can be moved forward

and backward (with the truck), and also up and down for lifting and

moving cargo. The distance between the blades can be adjusted according

to the size of the weight that needs to be lifted.

The other important issue in a warehouse is how to fully use the vertical

space when it comes to storage. Right now, most of the forklifts can only

pick up loads as high as their forks can go; not so many forklifts can

reach higher to store/pick up cargo stored in a higher shelf. There are

some forklifts using roped transmission system to move the operator

cabin up and down, but it can be very unstable when the truck takes the

heavy loads.

2.4 Thesis Research

As the literature research covered in this chapter indicates, narrow aisle

26
forklifts have their limitation in rotation. Our research will focus on

design, analysis and simulation of a fork mechanism that rotates 180

degrees, attached to truck body on both ends, with a scissor lift under the

operator’s cabin, which increases the working height. The research will

also study the stability of the truck to prevent its tipping over.

Our research truck model is based on counter balance narrow aisle

forklift. The basic idea is that, in order to save the aisle space for truck to

move or turn, the forks of the truck would be designed to be able to rotate

and face either direction of the aisle. In this way, a forklift can drive into

a very narrow aisle and turn the forks aside to lift cargo without turning

the entire truck. And with the scissor lift under the operator cabin, the

forks can pick up higher load, thus the vertical space of a warehouse will

be fully used.

The following chapters will focus on creating a new design of the fork

based on the existing forklift type with certain criteria, creating a CAD

model of the new design, doing stability calculation to prevent the tipping

problem and performing force/stress analysis on the new design.

27
 Chapter 3 Design Synthesis

3.1 Design Criteria

When it comes to the design of a forklift, there are a few things that need

to be fully understood first, like the basic components of forklifts, what

kind of power source we are going to use, how the loading device works,

what is the truck’s capacity, etc. Those things are the foundation of a

forklift design and need to be decided first, and then we can move on to

other details, like the dimension of each component and choosing the

right wheels. In this chapter, we are going to go over some basic design

criteria to get an overall idea about the design of the whole truck.

3.1.1 Basic Components

First we are going to discuss is the basic structure of our forklift.

Truck Frame: this is the base of a forklift to which the loading device,

counterweight, power source and wheels are all attached. The frame may

already have the fuel and hydraulic tanks constructed as part of the frame

assembly.

Loading Device: this part includes the mast, carriage, lifting chain, and

forks, as shown in Figure 3.1. The mast is the vertical assembly that does

the raising and lowering load. It is hydraulically driven, and operated by

one or more hydraulic cylinders. It will be mounted in front of the frame

28
of the forklift in our design. The carriage is the component to which the

forks or other attachments mount. It is mounted into the mast rails by

chains or directly attached to the hydraulic cylinder and it does move up

and down. The lifting chain links the mast and carriage together. Forks

are the parts that have direct contact with the cargo when operating.

Figure 3.1 Different Parts of Forklift Loading Device

Counterweight: this is the mass attached to the rear of a forklift truck

frame. The purpose of the counterweight is to counterbalance the load

being lifted. When a forklift is electric driven, the large lead-acid battery

itself could be count as part of the counterweight.

Power Source: one of the main options is an internal combustion engine

that can be powered by LP gas, CNG gas, and gasoline or diesel fuel. The

other option is electric forklift which is powered by either a battery or

fuel cells that provide power to the electric motors. The electric motors

used on a forklift can be either DC or AC types. We choose electric

29
battery for our forklift, and the battery would sever as part of the

counterweight.

Tires: the tire type depends on different working ground conditions. If the

forklift mostly works indoor, then we should choose solid tires; if it is for

outdoor use, the pneumatic type would be better. Our truck is used indoor,

so the solid tires would be our choice.

Cabin: this is the part where the operator would sit inside and do the

driving and loading. It contains a seat for the operator along with the

control pedals, steering wheel, levers, switches and a dashboard

containing operator readouts. The cabin area could be either open air or

enclosed, but it must be covered by overhead guard to ensure the

operator’s safety.

Overhead Guard: this part is usually a metal roof supported by posts at

each corner of the cabin that protect the operator from any falling objects,

so it is very important. It could be a separate assembly or in some

forklifts, the overhead guard is an integrated part of the truck frame

assembly.

Attachments: when it comes to attachments for a forklift, various types of

material handling attachments are available. We will need to change or

add those special attachments when dealing with different types of load.

For example, if the loads are fragile and hard to stay put during the

transportation, we might need to add a load stabilizer, see Figure 3.2. The

30
load stabilizer lightly clamps the load from above. It is highly useful for

those fragile and individual loads that are not likely to remain in place

during transport via the forklift.

Figure 3.2 Forklift with Load Stabilizer

What we need to consider here is that, any attachment on a forklift will

reduce its nominal load rating, which is computed with a stock fork

carriage and forks. So when we use additional attachment, the actual load

rating may become significantly lower.

Those are the main components of our forklift, more design details of

them will be further discussed in Chapter 4.

31
3.1.2 Stability Triangle & Tipping over

The most important consideration when designing a forklift is the safety

issue, while the truck is doing the loading and moving.

The forklift’s stability system consists of 3 points of contact: 2 front

wheels and the center of the rear axle for a 4-wheel forklift, or the rear

steer wheel on 3-wheel trucks. Without these 3 points of contact, the

forklift could not even safely sit on an uneven ground.

(a) 3 Points of Contact

(b) 4 Points of Contact

Figure 3.3 Center of Gravity Horizontal Shifting Illustration

32
When a forklift lifts cargos, apparently its center of gravity would shift to

the front wheel line due to the extra weight put on, see Figure 3.3, which

will leads to our first problem, the stability of loading process. We need to

make sure the truck would sit still without tipping forward.

A number of manufacturers included features to control the mast angle,

especially with a raised load. For example, the Toyota Active Mast

Function Controller senses and reacts to instability by restricting the mast

angle and speed according to the load's height and weight. This feature

assists in preventing forward tipping due to the reduction in lift capacity

caused by the mast tilting function.

The second safety issue that we need to take care of is the side tipping

over during forklift’s transportation. See figure 3.4. The stability of a

forklift changes constantly due to the speed and turning rate of the forklift.

Regarding this issue, there are actually two ways to prevent this problem.

Figure 3.4 Forklift Side Tipping during Transportation[19]

33
The first solution is introducing a new system called SAS - System of

Active Stability. This system was first designed by engineers in Toyota

Material Handling Company to reduce the likelihood of side tipping over.

The system monitors key forklift operations, detecting instability through

a series of sensors. When the computer senses instability, the Active

Control Rear Stabilizer (a hydraulic cylinder with an electromagnetic

fluid lock) locks the normally pivotal rear axle to help prevent lateral

tipping-overs. Figure 3.5 shows how this stabilizer works during

transportation.

Figure 3.5 Demonstration of System of Active Stability (SAS) [19]

The second method of preventing side tipping over is speed control.

Speed is always a contributing factor to both collisions and

stability-induced incidents, so speed limiting seems very necessary. As

shown in Figure 3.6, due to a forklift’s high center of gravity, it is likely

that overturning (lateral tipping-over) will occur when the forklift corners

at high speed (Actually 75% of side tipping-overs occur even when the

forklift is empty). When the mast is raised, the center of gravity becomes

34
higher and the risk of side tipping over increases. As to this problem,

stability control systems that include speed controls and braking based

upon load weight and the effective positioning of the combined center of

gravity is being introduced into those forklifts. In our case of battery

powered trucks, it is standard equipment.

Figure 3.6 Center of Gravity Vertical Shifting Illustration [20]

In the meantime, options are available to reduce speed without affecting

material handling performance. There are systems available that can be

set for various working conditions. For example, as the forklift passes a

beam on the door it switches the speed controller to outdoor mode and

allows unrestricted travel speed. When entering the building again, the

beam triggers the speed controller to limit maximum speed to walking

pace. That’s how those stability control system works.

35
Our focus is mainly on the stability of forklift during its loading period.

We will be discussing more about the safety triangle and performing the

stability analyses in Chapter 5. It is very important to make sure our

design will be stable and the operators will be safe when the forklift is

working.

3.1.3 Safety Issues

Apart from stability triangle & tipping over just discussed, this part of

safety issue is mainly focused on the failure of forklift itself, including

fracture, fatigue failure and other types of damage. Among all of those

forklift failure cases, fatigue failure is the main reason.

Forklift trucks convey raw materials to the production line, scrap and

final products to the storage areas or to the transportation trucks. The load

support parts of forklift, those forks, are subjected to repetitive stress

conditions of a variety of load and frequency spectra, including loading

and unloading cycles and vibrations coming from moving on irregular

terrain conditions. These cyclic loading takes place under normal

operating conditions of various machine components, resulting in the

action of fatigue failure mechanism [21, 22].

There are some other types of damage that can happen during the use of a

forklift and some simple solutions to prevent them exist.

36
First, using the incorrect type of forklift in an application can cause

premature wear and failure to major components. Also, operating with

worn or incorrect lift truck tires would raise maintenance expense. When

it comes worn tires, it is required to use the proper tires if we want the

maximum forklift performance. In addition, forklifts are not equipped

with suspension springs that provide additional cushioning like cars, so it

is important to replace worn or chunked tires that cause jarring impacts to

the wheel, as Figure 3.7 shows. Also, operating with worn tires can also

cause premature wear to the bottom of the forks. This would jeopardize

the forklift's ability to lift and creates an unsafe work environment. That

is why The American National Standards Institute (ANSI) and Industrial

Truck Standards Development (ITSDF) require replacing the tires when

the heel is worn more than 10%.

Figure 3.7 Wheel Damage Caused by Worn Tires [23]

Second, although forklifts are designed to lift and carry heavy loads, a

congested work area is another cause of impact damage to product,

equipment or facilities. Pushing pallets can result in premature tire wear

37
and expensive transmission damage. All those major components such as

tires, wheels, body panels, forks and backrests suffer when forklifts

encounter impact to product and surroundings due to its high travel

speeds. Impact monitor and vehicle speed limiters are available to help

reduce impact damage.

The third problem is the floor conditions. Driving over debris such as

wood, plastic wrap and banding can cause radiator or axle damage, and if

those blown into the engine compartment, it can destroy the cooling

system and potentially cause engine failure or a fire. So we should always

keep the working condition clean.

In order to estimate the influence of the applied loads on the forklift, it

becomes necessary to assess the strength of the forks. We will perform a

full FEM/FEA analysis in Chapter 6 to ensure the safety of our forklift.

38
3.2 Existing Designs

After our discussion of those criteria about designing a forklift, before we

start to design, we need to know what designs have already been in

existence. We could use them as references and base our own innovation

design on them.

3.2.1 Side-Loader

Figure 3.8 shows how a narrow aisle side-loading forklift works. Those

electric Side-loading forklifts are extremely maneuverable and adapt

easily to special demands. They usually have 4-directional capability,

optional all wheel steer to handle long loads in narrow aisles [24].

Figure 3.8 A Narrow Aisle Side-loader

39
When using a side-loader, the operator doesn’t have to drive the forklift

forward in order to move the fork and do the loading. The lifting and

moving cargo process can be done merely by controlling the forks to

move forward and backward. And that is exactly what we are using as

one of our forks movements. When we make the forks rotatable, we could

put those side-loading forks in front of the truck. Instead of facing the

whole truck to the shelf every time before the lifting motion, the forks

will do the side-loading motion, and rotate back to its own position.

3.2.2 Chain Transmission of the Operate Cabin

Figure 3.9 is an example of a forklift with a cable lifting system attached

in the back of its forks. With this chain transmission, those forks are able

to do the up-and-down lifting motion [25].

Figure 3.9 Forklift with Cable Lifting System

40
3.3 Different Design Ideas Proposed

With all the research we have done, three original design ideas are

proposed here. These designs all have their own features, which include

different rotation angles and lifting mechanism. We are going to introduce

them one by one, compare their advantage & disadvantage and finalize

our design.

3.3.1 Design 1: 360°Rotate Forks with Chain Lifting Transmission

First thing here we want to do is to increase the rotation angle of those

forks, see Figure 3.10. The rotation of the forks can be 360 degree, and

after the forks are loaded with cargo, they will rotate and rest on the top

of the operator cabin, which saves time from coming all the way down to

the lowest point.

(a) Starting Positon (b) Ending Positon

Figure 3.10 Forklift with 360 Degree Rotation Forks

41
The second feature this design has is the chain lifting transmission system

for the operator cabin, see Figure 3.11.

(a) Starting Positon (b) Ending Positon

Figure 3.11 Operator Cabin Lifting Demonstration

As we discussed in 3.2.2, this chain transmission is very similar to the

rope transmission we use in our elevators [26], see Figure 3.12. In roped

elevators, the cabin is raised and lowered by traction steel ropes rather

than pushed from below. The ropes are attached to the cabin, and looped

around a sheave. The sheave is connected to an electric motor. When the

motor turns one way, the sheave raises the cabin; when the motor turns

the other way, the sheave lowers the cabin. Typically, the sheave, the

motor and the control system are all housed in a machine room above the

cabin. The ropes that lift the cabin are also connected to a counterweight,

which hangs on the other side of the sheave.

42
 Figure 3.12 Forklift with Cable System

The chain transmission used here is commonly seen among forklifts. But

this design has a problem, which is that, the over-heading loading can be

dangerous during the transportation. After picking up the load, the cargo

would stay above the operator’s head the entire time. Although the cabin

would be tested to make sure it is strong enough to support the loading,

considering the roof failure accident might danger driver’s life, the safety

issue of this design is still a concern to us.

43
3.3.2 Design 2: 180°Rotate Forks with Hydraulic Pump

In design 2 we use 180 degree rotation on forks. The cargo would always

stay in front of the vehicle. Under the operator cabin, there is a hydraulic

pump installed in order to lift the cabin along with those forks. Figure

3.13 shows how this hydraulic pumping system works. The hydraulic

pump under the operator cabin will change the height of the cabin, so the

forklift can pick up higher load.

(a) Starting Positon (b) Ending Positon

Figure 3.13 Hydraulic Pumping System Working Demonstrations

The motion of the forklift cabin is inspired and related to the motion of a

hydraulic elevator [28], see Figure 3.14. This hydraulic system lifts the

cabin using a hydraulic ram, a fluid-driven piston mounted inside a

cylinder. The main advantage of hydraulic systems is they can easily

44
multiply the relatively weak force of the pump to generate the stronger

force needed to lift the cabin and the cargo.

Figure 3.14 Demonstration of a Hydraulic Elevator

This system is incredibly simple and highly effective, but it does have

some drawbacks. The main problem is the size of the equipment. In order

for the cabin to reach certain height, we have to make the piston long.

The cylinder has to be a little bit longer than the piston. Higher loading

range means longer cylinder. Since the entire cylinder structure must be

buried below the bottom cabin which means we have to build the operator

cabin higher. We already talked about the shifting weight center of a

forklift. High operator cabin also means higher center of gravity which

leads to the risk of tipping over, and we don’t want to see that kind of

accident.

45
3.3.3 Design 3: 180°Rotate Forks with Scissor Lift

The idea in design 3 is that we use a scissor lift instead of hydraulic pump

to achieve the vertical movement of the operator cabin of the forklift.

Figure 3.15 shows how a scissor lift truck looks like under working

condition (left) and resting conditions (right). As we can see, after the

scissor lift finish its job, it can be compressed to a very compact shape

which would save space and we don’t need to build the operator cabin

high. Normal cabin height means low center of gravity so the whole

vehicle would be more stable.

(a) Extended Positon (b) Resting Positon

Figure 3.15 A Scissor Lift Truck’s Working Condition

46
The power behind the scissor lift is also hydraulic. The difference

between scissor lift and elevator system is how the hydraulic pump

behind them works. The pump serving the hydraulic elevator is working

vertical while the one serving the scissor lift is working with an angle and

the angle is changing constantly along with the height of the whole

system. As shown in Figure 3.16, there is one very powerful hydraulic

pump inside of the scissor lift structure to change the height as operator’s

wish.

Figure 3.16 Hydraulic System of a Forklift

Figure 3.17 is the 3-D scissor lift model we are going to use in our design.

Unlike the one in Figure 1.16 that has multiple layers, our model has only

one layer. Since our forklift will work inside a warehouse which will have

a height limit, one-layer scissor lift is enough for that.

47
 Figure 3.17 1-layer Scissor Lift with Hydraulic Power

This design has a 180 degree rotation angle to ensure that this forklift can

pick up loading from both sides of the aisle. With two hydraulic pumps

inside, our scissor would have enough power to hold up both the weight

of the operator cabin and the cargo load combined together.

3.3.4 Summary of Design Ideas

Table 3.1 shows the difference between each design idea. Each feature is

graded on a scale of 1 star to 5 stars to give a more clear idea.

Table 3.1 Comparison of Forklift Design Ideas

Design 1 Design 2 Design 3

Rotation angle 360 180 180

Cabin lift mechanism Chain Hydraulic Pump Scissor Lift

Flexibility with different cargo & ★ ★★★★★ ★★★★★

change of attachment

Loading height range ★★★★★ ★★★ ★★★★★

Loading & transportation efficiency ★★★★★ ★★★★ ★★★★

Vehicle stability ★ ★★★ ★★★★★

48
Design 1: 12 stars

This design has a 360°rotate forks with chain lifting transmission for the

operator cabin. It has a full loading range and saves time from keeping

the forks half way down during the loading which increase the efficiency

of the loading process.

But, due to the 360°rotation of forks resting on top of the cabin, this

design cannot be easily adapted to other loading device or using other

attachments. And the risk of cargo breaking the roof of the operator cabin

is high and the high center of gravity during transportation would also be

dangerous. So the biggest problem of this design is the safety issue.

Design 2: 15 stars

This design has a 180°rotate forks with hydraulic pump. The forks can

be easily changed to other types of attachment. Because of the hydraulic

pump under the operator cabin, the stability of the vehicle is good.

But, due to the inevitable pump height, the operator cabin would be built

high which lead to a high center of gravity and it inhibits the loading

range (the forks cannot go all the way down to pick up the lowest cargo).

Design 3: 19 stars

This design has a 180°rotate forks with scissor lift. In design 3, forks

can be easily changed to other attachment. It has a full loading range. The

49
vehicle is stable with the support of the scissor lift. Its efficiency may not

be as good as design 1, but it has a great overall performance.

After comparing, all three ideas, we decide to go with design 3. It has the

highest score and overall is the most stable and safest design.

3.4 Final Design Schematic

After summarize all these criteria above and our proposed design ideas,

Figure 3.18 is the draft of Design 3 forklift.

Figure 3.18 3-wheel Electrical Powered Forklift Draft

It is a man-operated, electrical powered, 3-wheel forklift with a scissor

lift elevating mechanism under the operator cabin and a hydraulic system

to ensure a 180 degree loading range. This is our final design.

50
 Chapter 4 Modeling of Forklift Design

Since we have decided the final design and did the hand draft in Chapter

3, the next step is to create the 3D CAD model. Here in Chapter 4 we use

computational methods (Solidworks) to achieve this goal. First, we will

create all parts with proper dimensions that needed in our design, then we

will assemble some of them as subassembly and put them with the rest

altogether as an entire assembly.

4.1 Introduction

In our design, a total number of 37 parts have been designed and created

individually. Among these components, 14 of them are put together as a

subassembly named Scissor Lift and 10 of them as another Lifting Fork

subassembly. Our final forklift assembly model here composed of these

two subassemblies along with the remaining 13 parts (including the truck

chassis, counterweight, mast, cargo, etc.).

In section 4.2, first, we introduce the scissor lift subassembly with a brief

description of each individual component that makes it. Second, the

exploded views will help understand how those parts are assembled

together. Each part uses features like extrusion, sweep, revolve, extruded

cut, shell, fillet, and holes. Then we introduce each single part using

isometric view and its dimensions with different views (front, top, bottom,
51
etc.) of engineering drawing. Since the scissor lift is the important lifting

device of operator cabin, its mechanism will be introduced at the end of

this section as well.

In section 4.3 we basically introduce the subassembly of lifting fork and

its parts the same way as in section 4.2. Lifting fork system has direct

contact with the cargo and is responsible for the loading process, so it is

important to understand those forks’ movement when they pick up the

loads and how they act during resting & transportation.

In section 4.4, we introduce all the remaining parts. Their features and

detailed dimensions are presented using isometric view and engineering

drawing.

In section 4.5, the final rendering model of our forklift is presented. We

also give a full description of how the final assembly model is created

using its collapsed and exploded view.

52
4.2 Scissor Lift

The scissor lift is the lifting system that is placed under the operator’s

cabin. It functions as a lifting device, changing the height of operator’s

cabin to provide a clearer operating view. Since forks are connected to the

operator cabin, the rise of the cabin will also deliver a higher loading

range.

4.2.1 Scissor Lift Assembly

Figure 4.1 Collapsed View of Scissor Lift Assembly

Figure 4.1 is the collapsed view of the scissor lift assembly used in our

forklift design. The feature tree listed on the left consists of 14

components. The top case and base case are supported by two frames

which are connected by two hydraulic pumps. There are two wheels for
53
each frame, so they could move along the designed path inside both

cases.

Figure 4.2 is the exploded view of the scissor lift assembly. Each

component is displayed in the pre-assembled position to help understand

how the subassembly is assembled in 3-D. These two hydraulic pumps as

shown are connecting Frame 1 and Frame 2 together and they also change

the distance between the top and bottom cases. Both frames are fixed to

one case on one end and connecting to the other case by its wheels.

Figure 4.2 Exploded View of Scissor Lift Assembly

Some of the parts used here are the same, e.g. wheels and two identical

pumps (which including a pump case, pump hinge and piston). Overall

there are 8 different components designed here. Figure 4.3 – Figure 4.8

54
are the isometric view and engineering drawings of each of these

individual parts. All parts’ dimensions are introduced here as well.

Figure 4.3 – Figure 4.7 are the isometric views and dimensions of all the

components designed for this subassembly.

(a) Isometric View

(b) Top View (c) Front View

Figure 4.3 Overview & Dimension of the Base (cm)

55
 (a) Isometric View

(b) Top View (c) Front View

Figure 4.4 Overview & Dimension of the Top (cm)

Figure 4.3 & 4.4 are figures of the top and bottom views of the case. They

basically have the same outline dimensions. The difference is the inside

structure. These two cases are connected by frames and theirs wheels.

Due to the thickened of material, we need two rails with different width

to allow those wheels to pass.

56
 (a) Isometric View

(b) Top View (c) Front View

Figure 4.5 Overview & Dimension of the Frame 1 (cm)

(a) Isometric View

57
 (b) Top View (c) Front View

Figure 4.6 Overview & Dimension of the Frame 2 (cm)

(a) Isometric View

(b) Front View (c) Top View

Figure 4.7 Overview & Dimension of the Wheel (cm)

58
4.2.2 Working Mechanism

Figure 4.8 shows how the scissor lift is placed above the truck chassis

with the operator cabin on top of it. Here in Figure 4.8a shows, the scissor

lift in its collapsed configuration position when the hydraulic pump is not

working. Figure 4.8b shows how it is under working condition. The

hydraulic pump is extended pushing frame 2 up and raising the top case

at the same time.

(a) Collapsed Configuration (b) Expended Configuration

Figure 4.8 Scissor Lift Supporting Operator Cabin

(a) Collapsed Configuration (b) Expended Configuration

Figure 4.9 Hydraulic Pump

59
Figure 4.10 shows is the front view of the scissor in the assembly drawing.

Using Solidworks measurement tool shows that the distance between the

top and bottom case of our scissor lift is 1.26 m. Since this is the scissor

lift maximum position, 1.26m is the maximum loading.

Figure 4.10 Front View of Scissor Lift with Maximum Lifting Range (m)

60
4.3 Lifting Fork

The lifting fork is one of the most important parts of the forklift. Its job is

to grab the load from shelves and move it up and down during the loading

process. It is placed in front of the whole truck and connected to the

operator cabin. First we will introduce the subassembly and its

components. Then we will demonstrate how lifting fork work by

demonstrating its three basic movements.

4.3.1 Lifting Assembly

Figure 4.11 Collapsed View of Lifting Fork Assembly

Figure 4.11 is the collapsed view of the lifting fork assembly used in our

forklift design. As the feature tree listed on the left shows, the assembly

consists of 10 parts. There are two forks installed in front of the support
61
frame and the support frame is attached to the fork lid thought a pillar

which is rotatable to provide the lifting fork system with a rotation

movement. There are two axles connecting the fork support frame with its

two motors and rack fixer. One motor lifts the fork lid and the other one

(rack motor) moves the whole system horizontally. We will discuss these

three motions in detail in the next section. The down rack fixer connects

the fork lid with operator cabin, to make sure the entire system is stable in

front of the truck.

Figure 4.12 following is the exploded view of the lifting fork assembly.

Each component is displayed in the pre-assembled position to help

understand how the subassembly is assembled in 3-D.

Figure 4.12 Exploded View of lifting Fork Assembly

62
Overall there are 9 different components designed here. Figure 4.13 –

Figure 4.19 are the isometric view and engineering drawings of 7 of them.

The motor used here is a standard part, not designed specifically. All parts’

dimensions are introduced here as well.

(a) Isometric View

(b) Front View (c) Top View

Figure 4.13 Overview & Dimension of Fork Lid (cm)

63
 (a) Isometric View

(b) Front View (c) Right View

(d) Front View

Figure 4.14 Overview & Dimension of Fork Support Frame (cm)

64
 (a) Isometric View

(b) Front View

Figure 4.15 Overview & Dimension of Rack Axle (cm)

(a) Isometric View

(b) Top View (c) Right View

Figure 4.16 Overview & Dimension of Rack Fixer (cm)

65
 (a) Isometric View

(b) Right View (c) Front View

Figure 4.17 Overview & Dimension of the Fork (cm)

(a) Isometric View

66
 (b) Front View (c) Right View

Figure 4.18 Overview & Dimension of Spur Gear (cm)

(a) Isometric View

(b) Right View (c) Front View

Figure 4.19 Overview & Dimension of Rack Motor (cm)

67
4.3.2 Loading Movement

Movements of lifting fork can be simplified as three basic motions:

horizontal, vertical and rotation. Here we will use the lifting fork

assembly and the cabin to demonstrate them.

First, the forks are at resting position as in Figure 4.20a shows. The forks

usually rest on one side of the truck (depending on which side of aisle the

load is sitting and the fork will be on the other side waiting for the next

move). In this case it is on the left side of the truck. After the forklift

reaches the cargo, the forks will move forward in order to go under the

cargo, as Figure 4.20b shows. The arrow indicates the forks move to the

right of the truck.

(a) Starting Position (b) Ending Position

Figure 4.20 Fork Horizontal Movement of the Forks

When those forks reach under the cargo, part of the fork assembly,

including forks, the support frame and fork lid, will move up to lift the

load up, see Figure 4.21.

68
After the load is picked up, the forks will retreat to its middle position as

shown in Figure 4.22a. At this point, the cargo has completely been

moved away from the shelf and resting on those forks. Then the fork

support frame makes a 90°turn to make the cargo face in front as in

Figure 4.22b. This is to make sure the whole center of gravity remains in

the central line after adding the load and the truck keeps balance during

the transportation. Then the forklift drives off the aisle and heads to its

destination.

Figure 4.21 Vertical Movement of the Forks

(a) Starting Position (b) Final Position

Figure 4.22 Rotation of the Forks

69
4.4 Other Components

After introducing two subassemblies (Scissor Lift and Lifting Fork), there

are still some additional components. In this section, drawings and

dimension of those parts are shown in Figure 4.23– Figure 4.31.

Figure 4.23 is the operator cabin. It is the control center of the forklift on

top of the scissor lift system. Those bars above the operator act as a

protection.

(a) Isometric View

(b) Front View (c) Right View

Figure 4.23 Overview & Dimension of Truck Body (cm)

70
 (a) Isometric View (b) Front View

Figure 4.24 Overview & Dimension of Truck Seat (cm)

(a) Isometric View

(b) Front View (c) Right View

Figure 4.25 Overview & Dimension of the Steering Wheel (cm)

71
Figure 4.24 & 4.25 are the seat and steering wheel that are placed inside

of the operator cabin. They allow the driver to control the movement of

the forklift.

Figure 4.26 is the chassis of the forklift. It is the base of the truck holding

every component together. The scissor lift system is placed on top of it.

(a) Isometric View

(b) Top View (c) Right View

Figure 4.26 Overview & Dimension of Chassis (cm)

72
 (a) Isometric View

(b) Font View (c) Top View

(d) Right Views

Figure 4.27 Overview & Dimension of Counterweight (cm)

73
 (a) Isometric View

(b) Font View (c) Top View

Figure 4.28 Overview & Dimension of Mast 1 (cm)

Figure 4.27 is the counterweight of the forklift. It includes the battery and

the motor that driving the whole truck. The counterweight keeps the

entire forklift in balance.

Figure 4.28 and Figure 4.29 are the Mast the behind the scissor lift and

74
the operator cabin. These two components assembled together would

function as a support for the scissor lift and keep the movement of the lift

only to vertical.

Figure 4.30 is the front and back tires. The designs are the same;

dimensions are the difference between these two tires.

(a) Isometric View

(b) Font View (c) Top View

Figure 4.29 Overview & Dimension of Mast 2 (cm)

75
 (a) Isometric View

(b) Font View of Front Tire (c) Right View Front Tire

(d) Font View of Back Tire (e) Right View Back Tire

Figure 4.30 Overview & Dimension of Tire (cm)

76
4.5 Assembly Model

After introducing all the components and subassemblies in our forklift

design, it is time to see the entire design. Figure 4.31 is the rendering

model of the forklift truck collapsed view. This generates a more realistic

image about how the forklift looks under its working condition.

Figure 4.31 Rendering Model of the Forklift

Figure 4.32 shows Figure 4.31 with the feature tree. As the feature tree

shows on the left, there are 12 components (not including cargo) and two

subassemblies. We have already introduced both subassemblies in

previous section. The scissor lift pushes up the operator cabin alone with

the lifting fork and the lifting fork in front of the truck is what the driver

controls to pick up and drop all loads.

77
 Figure 4.32 Collapsed View of Forklift

Figure 4.33 is the exploded view if the forklift. It separates the forklift

into 6 different major parts: the lifting fork in the front, the scissor lift, the

operator cabin above it and the chassis under it, the supporting mast and

the counterweight.

The chassis is at the bottom, on top of it are scissor lift and operator cabin.

The lifting fork system will be connected to operator cabin with its

motors and the down rack fixer. They allow the system to move under the

driver’s control. During the loading process, the center of gravity will

shift left or right, if the load is very heavy in which case it might cause

the failure of the scissor lift. For safety first, we add a supporting mast

behind the cabin to disperse some of the stress from the scissor lift. In this

way, the scissor lift will not need to take all the force by itself. This is a

78
very useful safety control. Also a counterweight region is placed behind

the entire forklift. The battery is inside of the counterweight so there is no

need to make room especially for it. It serves as part of the weight to keep

the truck balanced.

Figure 4.33 Exploded View of Forklift

79
 Chapter 5 Stability Analysis

We have presented the forklift CAD design and model including all its

individual parts and subassemblies in Chapter 4. In this chapter we use

analysis tools to ensure that the forklift meets the safety requirements of

its operations. Mass property calculations tool is used here. This

application gives us the volume, mass, center of mass, principal moments,

axes of inertia and other properties of the model we need. We also

perform those measurements to ensure the stability of our forklift under

resting and loading conditions.

5.1 Mass Properties Calculations

Before using the CAD/CAM system to calculate the mass properties of

our model, we need to assign material properties to every individual

component. Each part would use a different material when manufactured

due to its own function in the entire system. After that, we calculate the

mass and center of gravity of the forklift. Finally we perform FEM/FEA.

5.1.1 Mass Properties of Components, Subassemblies & Assembly

Figure 5.1 – Figure 5.7 is the mass calculations of all the components,

subassemblies & assembly after being assigned a material.

Figure 5.1 shows the overall weight of the fork body (including the

chassis, tires and the counterweight). Scissor lift, counterweight and tires
80
are directly attached to chassis; it’s the base of the entire truck.

Figure 5.1 Mass Property of Truck Body

Counterweight is also a very important component of the forklift. It is the

part that makes sure the forklift can maintain its balance while working.

As Figure 5.2 shows, the mass property of the counterweight is 1500kg.

This forklift is driven by electric; the battery is installed inside of the

counterweight as part of the counterweight. This is the reason that in the

zoom-in picture it shows over-ridden. We add the weight of the electric

battery in it.

81
 Figure 5.2 Mass Property of Counterweight

Figure 5.3 Mass Property of Operator Cabin

Figure 5.3 is the mass property of the operator cabin, which includes the

cabin, the steering wheel and the seat. The overall weight is around 400kg.

The overhead structure is very important because if it fails during the

loading, operator’s life will be in danger. To ensure that situation will not

happen, we will do a full stress analysis of the overhead structure.

82
 Figure 5.4 Mass Property of Supporting Mast

Figure 5.4 is the mass property of the supporting mast which includes

both frames. The frame’s job is to make sure the operator cabin is stable

during its up-down movement.

Figure 5.5 Mass Property of Subassembly: Lifting Fork

83
 Figure 5.6 Mass Property of Subassembly: Scissor Lift

Figure 5.5 & Figure 5.6 show the mass properties of two subassemblies:

Lifting Fork and Scissor Lift. The lifting fork needs to be strong enough

to support the load. As for the scissor lift, not only the load needs to be

supported, it also needs to take the weight of the cabin and the entire

lifting fork system.

Figure 5.7 Mass Property of Forklift Assembly

84
Figure 5.7 shows the overall weight of the forklift assembly. It is about

4458kg. Usually a forklift works at an indoor warehouse. There is a

certain amount of weight a ground can take. Wearing the ground would

cause some uneven road. During the transportation, those roads would

make the transportation bumpy, and it would cause sudden load on

different part of the truck. Those sudden loads may cause truck failure.

That is why the weight of the forklift matters. In our case, most

warehouse floor could take a truck with such weight.

5.1.2 Center of Gravity under Static Condition

Since we already have the data about the mass properties of all the

components, we need to investigate if the forklift is safe under static

conditions. This entails that forklift center of gravity needs to stay within

the safety triangle, as shown in Figure 5.8; otherwise the forklift will tip

over (see section 3.1.2).

Figure 5.8 Mass Safety Zone of Forklift

85
 Figure 5.9 Front View of Forklift’s Center of Mass

Figure 5.10 Top View of Forklift’s Center of Mass

Figure 5.9 & Figure5.10 shows clearly that when the forklift is under

static condition, the center of gravity of the tuck remains in the safety

triangle zone.

The arrow in Figure 5.9 indicates that, when forks move up and down, the

mass center also moves up and down, but it will still remain in the safety

area.

The arrow in Figure 5.10 indicates that, when forks move left and right,

the mass center will also move to the left or right. Since this is a

symmetric design, if the forklift can remain stable when forks are on one

86
side (like shown in Figure5.10, forklift is stable when the forks are on the

right side), then it will also be safe when fork move to the other side.

5.2 Stability of the Forklift

Section 5.1 discussed our forklift under its static condition. In this section

we discuss the safety issue of the truck as well, but here we focus on

truck’s performance under its working (loading) condition. First we

discuss what would happen if we change the shape of the safety triangle.

And then we use the measurement tool in Solidworks to calculate the

maximum loading capacity of our forklift.

5.2.1 Safety Triangle Adjustment

Stability triangle is defined as the area that is inside of two front wheels

and the pivot point of the rear axle. The dimension of our forklift’s

stability triangle is shown in Figure 5.11. It is an isosceles triangle with a

1.5m bottom and two 2.7m sides.

Figure 5.11 Top View of Forklift with Stability Triangle Dimension

87
If we need to change the dimension of the safety triangle as shown in

Figure 5.12 from ① to ②, what we need to do is make the distance

between two front wheels wider and shorten the auto body length at the

same time. Such a change is safe as long as the truck center of mass is

remained within triangle ②.

Figure 5.12 Adjusted Stability Triangles

Since we are designing a narrow aisle forklift here, which means the

distance between two wheels cannot be too wide, otherwise the vehicle

will have problem driving through those narrow aisles to pick up the

loads. Based on that condition, we set the distance between those two

front wheels as 1.5m. As to the body length of the forklift, we want the

truck to be able to turn in a very small area, so the body length of the

truck cannot be too long, while at the same time, we want to make sure

the stability triangle will be big enough to maintain balance during the

loading and transportation process. After a full consideration including

mobile ability, safety and battery size, setting the body length of the
88
forklift as 2.7m seems to be most reasonable.

5.2.2 Maximum Loading Capacity Calculation

After we determine the stability triangle of the forklift, we need to

calculate the loading carrying capacity of the truck. We already know that

the truck’s center of mass needs to be inside of the safety zone; otherwise

the truck will tip over and cause serious accidents. In this section we are

going to calculate the maximum loading result with the help of mass

calculation tool.

First, as Figure 5.13 shows, we put on a heavy load on these forks to see

what would happen to the truck’s mass center. Here we use a cargo

weight of 3000kg to do our calculations.

Figure 5.13 Forklift with 3000kg load

89
And then we do a whole assembly mass calculation to the forklift, the

result is shown in Figure 5.14. It shows where the mass center is located

now.

Figure 5.14 Mass Center Positon under 3000kg Load

As we can see from Figure 5.14, the mass center of the truck is out of the

safety zone (between two black lines), which means under this loading

condition, the forklift is not safe. Apparently, the 3000kg weight load is

90
too much for our forklift, so we need to adjust the load we apply. After

we change the weight of load a few times (2800kg, 2500kg, 2300kg and

2100kg), finally when the load comes down to 2000kg, as shown in

Figure 5.15, we get the result we want: the mass center position stays

inside the safety zone.

The result of mass calculation is shown in Figure 5.16. As we can see, the

center of mass is within those two black lines, which means the truck is

balanced at load of 2000kg.

Figure 5.15 Forklift with 2000kg load

91
 Figure 5.16 Mass Center Positon under 2000kg Load

Based on the results of the loading test we did above, we can say that our

forklift’s maximum loading carrying capacity is 2000kg. Usually in a

warehouse, we won’t put such a heavy cargo on the shelf. As to say the

forklift won’t pick up such load typically. Any cargo under 2000kg could

be picked up by our forklift with no problem.

92
 Chapter 6 FEM/FEA Analysis

In previous chapters, we have already presented the design idea and

dimensions (Chapter 5) and mass property of those important components

(Chapter 6). These results lead us to study the design to ensure that it will

meet the functional requirement including the stress analysis we are going

to discuss in this chapter. We will still use the analysis tool offered by

Solidworks to verify our design. The tool we are going to use here is

based on finite element method and we are using it to do the stress

analysis that is needed.

Finite element method is a numerical method that consists of finite

element modeling (FEM) and analysis (FEA). What it does is that it

divides a complex shape into lots of smaller elements when the

engineering design problems are too complicated to find a closed-form

solution for their governing equilibrium equation. Instead it converts the

equilibrium equation of a continuum into an integral, in another word,

finite element method analyzes a whole design at the element level.

Those elements are adjacent to each other with no gap and connected at

nodes (which are designed points of each element). Since each node has

its own degrees of freedom (DOF), the selection of element type and

number of nodes per element are important when we create and run an

93
accurate FEA for a problem. We will do the modeling (FEM) first and

then analysis (FEA). We will test how safe the design and see the

different results we get when using different modeling on the same

design.

There are two components in the lifting fork system that need to be

analyzed, one is the fork and the other one is the support frame. We will

run the analysis on them separately in section 6.1 and section 6.2 to see if

they are safe for use. In section 6.1, we also want to see how different

element size can change the result of the meshing model and the value of

stress, strain and displacement. We test the same fork under the same

pressure by changing the parameters of the meshing element. Then we

use the test result to get our favorite meshing element size.

In section 6.3 we will keep doing analysis on one of the most important

subassembly: scissor lift. Scissor lift needs to push up not only the weight

of load but also the cabin and the lifting system. We will test how it

performs under the pressure and see if it is safe to use.

94
6.1 Fork Analysis

Forklift loading parts are responsible for picking up the load and carry it

during the transportation. In this process, there are two kinds of failure:

sudden fracture due to the heavy load and fatigue fracture due to the

vibration caused by uneven ground during the transportation. We will do

stress analysis targeting both conditions.

As Figure 6.1 shows, two components will be put under test. They are the

fork and the fork support frame. As the result we get from Section 5.2.2,

the maximum loading capacity of this forklift is 2000kg. So we will apply

2000kg external load to carry all analysis here.

Furthermore, as stated in finite element theory, using different meshing

element would cause different analysis results. We will use the actual

results to prove this conclusion.

Figure 6.1 Loading Part Analysis Demonstration

95
6.1.1 Forks Stress Analysis

This section covers both the static and dynamic (due to fatigue) analyses

of the forks.

For the static analysis, we already got the result that the maximum

loading capacity of this forklift is 2000kg. 2000kg convert to force is

about 20000N. There are two forks and the structure is symmetrical, so

each one of them will carry half of the force, which is 10000N. As Figure

6.2 shows, this is model we get after meshing. Then we apply a normal

10000N force on the surface of the fork. Since the top of the fork will be

attached to a bar from support frame, so we will fix the top of the fork as

its boundary condition, see Figure 6.3.

Figure 6.2 Fork Meshing Model

Figure 6.3 Boundary Condition

96
 Figure 6.4 Stress Result of the Fork

Figure 6.5 Strain Result of the Fork

Figure 6.4 & Figure 6.5 is the result of the stress and strain analysis of the

fork. As the figures show, the corner of the fork is red which means this

part of fork is taking the biggest stress. So the corner is the place where

fracture will mostly occur.

97
 Figure 6.6 Displacement of the Fork

Figure 6.7 Maximum Von Mises Stress Result of the Fork

Figure 6.6 is the displacement result of the fork. As showed, the biggest

displacement 11.5731mm happens at the front of the fork tip. Figure 6.7

is the FOS (Factor of Safety) analysis of the fork. The color of the fork is

all blue which means the fork is safe when applied a 10000N force.
98
 Figure 6.8 Fatigue Checking of the Fork

Results from Figure 6.4 – Figure 6.7 show that fork is safe under sudden

loading, but we still need to check how it acts under vibration. During the

transportation, the truck would vibrate due to the uneven on the ground

and generates an on/off loading. Sometimes the structure will become

very fragile after taking such a force for a while. To test the fork’s

stability under dynamic loading, here we apply a 1000N cycle force on

the fork; the result is showing in Figure 6.8. As we can see, the color of

the fork is blue, which means it pass the fatigue and will be safe under

periodic force.

99
6.1.2 Stress Analysis Using Different Mesh Element

In section 6.1.1, we already briefly introduced the meshing model of the

fork. Here we will use different meshing element size in same analysis

process to see how those results change (stress, strain and displacement).

Figure 6.9 Meshing Model Using Moderate Elements

Figure 6.10 Meshing Model Using Fine Elements

100
Figure 6.9 shows the parameter we use to create the meshing model in

section 6.1.1, compare to the model in Figure 6.10, apparently since the

size of the elements used in the latter one is smaller, more elements are

generated in the second model.

We started with our finest element size, see Figure 6.11. The element size

(L) here we use is 4mm and Figure 6.12 – Figure 6.14 is the new analysis

result we get.

Figure 6.11 Fine Element Meshing Model Using L= 4mm

Figure 6.12 Stress Analysis Using L= 4mm

101
 Figure 6.13 Strain Analysis Using L= 4mm

Figure 6.14 Displacement Analysis Using L= 4mm

As we can see, the minimum and maximum stress are 0 and 253.498 MPa;

the minimum and maximum strain are 2.279e^-0.11 and 9.053e^-0.04;

the minimum and maximum displacement are 1e^-0.3 and 3.891. We

continue changing element parameter and the result are shown in Table

6.1.
102
 Table 6.1 Analysis Result of Fork Model
Element Size (L) Stress (MPa) Strain Displacement (mm)

19 0 4.259 e-011 1e-030

129.758 4.158 e-004 3.859
20 0 4.182 e-011 1e-030
125.433 4.011 e-004 3.859

21.36 0 2.503 e-010 1e-030

126.637 4.017 e-004 3.859
25 0 2.036 e-010 1e-030
125.484 3.823 e-004 3.851
30 0 1.685 e-010 1e-030
123.078 3.584 e-004 3.832
35 0 1.421 e-010 1e-030
124.45 3.597 e-004 3.819
40 0 1.997 e-010 1e-030
129.335 3.625 e-004 3.816
45 0 1.788 e-010 1e-030
122.472 2.864 e-004 3.784

50 0 2.039 e-010 1e-030

120.105 3.357 e-004 3.774
55 0 1.912 e-010 1e-030
113.568 3.356 e-004 3.763
60 0 2.71 e-010 1e-030
117.937 3.586 e-004 3.745
65 0 2.574 e-010 1e-030
113.41 2.931 e-004 3.758
70 0 2.884 e-010 1e-030
117.155 3.148 e-004 3.738
75 0 2.654 e-010 1e-030

103
 115.225 3.186 e-004 3.765
80 0 2.673 e-010 1e-030
96.916 2.049 e-004 3.654
85 0 2.346 e-010 1e-030
96.620 1.918 e-004 3.645

90 0 1.267 e-010 1e-030

97.943 1.969 e-004 3.651
95 0 2.621 e-010 1e-030
94.366 1.992 e-004 3.634
100 0 2.076 e-010 1e-030
94.367 1.992 e-004 3.634
110 0 1.963 e-010 1e-030
100.487 1.915 e-004 3.619
120 0 1.766 e-010 1e-030
101.662 2.070 e-004 3.631

Table 6.1 above shows how the results of stress, strain and displacement

vary when we change the size of the element we use to run the analysis.

Maximum Displacement (mm)

3.9
3.85
3.8
3.75
3.7
3.65
3.6
3.55
3.5
3.45
0.0083
0.0091
0.0100
0.0105
0.0111
0.0118
0.0125
0.0133
0.0143
0.0154
0.0167
0.0182
0.0200
0.0222
0.0250
0.0286
0.0333
0.0400
0.0468
0.0500
0.0526

Figure 6.15 Maximum Displacement Plot

104
 Maximum Stress (MPa)
140
120
100
80
60
40
20
0
0.01

0.02

0.04

0.05
0.025
0.0083
0.0091

0.0105
0.0111
0.0118
0.0125
0.0133
0.0143
0.0154
0.0167
0.0182

0.0222

0.0286
0.0333

0.0468

0.0526
Figure 6.16 Maximum Stress Plot

Maximum Strain
4.5
4
3.5
3
2.5
2
1.5
1
0.5
0
0.01

0.02

0.025

0.04

0.05
0.0083
0.0091

0.0105
0.0111
0.0118
0.0125
0.0133
0.0143
0.0154
0.0167
0.0182

0.0222

0.0286
0.0333

0.0468

0.0526

Figure 6.17 Maximum Strain Plot

Figure 6.15 – Figure 6.17 are plots for all the maximum values of these

three characteristics we tested. In order to make the chart according to the

element number, the X-axis represents the value of ‘‘1/L’’. As we can see

from the table, the minimum stress is all 0, so we don’t need to include

that value in the plot. The differences between the minimum strains are

too small, so it can be ignored; same with the minimum displacement.

105
From these three plots we can see that, the change of the value is

non-linearly, but with the smaller elements and increasing number of

elements, the results converge to a “stable” solution in all three plots.

Figure 6.18 is the combined plot of maximum displacement, stress and

strain. On the right side of the black line, all results of these three plots

start to converge and become “stable”. This allows us to get the ideal

finite element analysis results. The dot we are using here has the X-axis

value of 0.05, which means the size of the element is 20 (L=1/0.05=20).

According to Table 6.1, the maximum displacement, stress and strain of

dot (L=20) is 3.859 mm, 125.433 MPa and 4.011 e-004.

106
Figure 6.18 Combined Plots with “Stable” Result

107
6.2 Fork Support Frame

Fork support frame is the part that two forks attached to. As Figure 6.19

shows, those forks were installed on the cross bar facing front with a load

on top of them. After we run analysis on those forks and get the result that

they won’t break after taking the load, the next thing we do here is to

make sure the fork support frame is also safe to use.

Figure 6.19 Support Frame with Load

Figure 6.20 Support Frame Meshing Model

We apply the same load as we did before: 20000N total, 10000N for each

fork. The load acts on forks, and passes on to the support frame. Here we
108
simulate the situation by apply the force on the connecting part between

forks and support frame. Figure 6.20 is the mesh model of support frame.

The layer in the middle of the cross bar is defined fixed, the cross bar

takes most of the stress of the load.

Figure 6.21 – Figure 6.23 are the result of stress, strain and displacement

analysis. The highest stress and strain happen at the cross bar area

between fork and the support frame. It is circled in Figure 6.21. This is

easy to understand, since the middle layer is fixed and the forks are closer

to the side frame, most pressure will concentrate on the end of the bar.

The maximum stress here is 10.457 MPa and maximum strain is 5.851e^

(-0.05).

Figure 6.21 Stress Analysis of Support Frame

109
 Figure 6.22 Strain Analysis of Support Frame

The whole supporting frame is stable under the 20000N load. The

maximum displacement happens at the front of the forks, 8.461e^ (-0.01)

mm.

Figure 6.23 Displacement Analysis of Support Frame

110
6.3 Scissor Lift

Scissor lift is the lifting device installed under the operator cabin. Its job

is to push up the cabin and the whole lifting fork. So before we create the

meshing model, we need to know the overall weight of the components

the scissor lift is going to life. Figure 6.24 shows the mass properties is

about 3230kg, which is about 31700N.

Figure 6.24 Overall Weight of the Scissor Lift Load

Figure 6.25 Scissor Lift Meshing Model

111
After creating the meshing model, shown in Figure 6.25, we fix the

bottom of the scissor lift as the boundary condition. Considering the two

hydraulic pumps is rigid here, and then we apply a 31700N force on the

top of the scissor lift. Figure 6.27 – Figure 6.29 are the analysis results we

get.

Figure 6.26 Boundary Condition and Applied Force

Figure 6.27 Stress Analysis of Scissor Lift

112
 Figure 6.28 Strain Analysis of Scissor Lift

Figure 6.29 Displacement Analysis of Scissor Lift

Figure 6.27 shows that the highest stress 450.771 MPa happens at the

corner of the bottom case, which is the connecting point of the case and
113
frame, which mean when under working condition, the end of the frame

(without the wheels) would take most of the pressure. Figure 6.28 the

strain analysis shows that the highest strain happens at the edge of the top

case where there is no support from two frames. According to the color

change on the face of the top case, we know that the strain is gradually

decreases when closing to the other side. The largest displacement shown

Figure 6.29 happens on the face of the top case. It’s 2.222e^ (-0.01).

There is no obvious displacement in the scissor which means no break

during the loading process. The whole system is overall safe for use.

114
 Chapter 7 Design Evaluation

The technical parameters describe the structural features and performance.

It includes the general parameter, dimensions, weight, performance,

wheels and electronic. Those parameters will be introduced in section 7.1

with figure illustration. In section 7.2 we will discuss the advantage of

our forklift design.

7.1 Parameter of the Forklift

Figure 7.1 Top View of the Forklift

Figure 7.2 Front View of the Forklift

115
Figure 7.1 and Figure 7.2 is the overall dimension of the forklift,

including truck length, width, highest lifting range and highest distance

from forks and ground. Table 7.1 is all the parameters that this forklift has,

including dimensions, total weight, performance, tires, battery type, etc.

Table 7.1 Lift Truck Dimensions
1 Operator Type Sit/Stand Man-up Turret – sit or Stand

Operation

2 Model Configuration Wheel Base Designation Medium WB

3 Capacity Rated Capacity 2000 kg

GENERAL

4 Power Type Electric Electric – 48 volt

5 Tire Type Cushion, Pneumatic Polyurethane/Polyurethane

6 Wheels Number, Front / Rear 2/1

7 Mast Type Tri-Form

8 Mast Maximum Lift Height 1.51 m

9 Maximum Extended Height 2m

10 Cab Width 1.4 m

11 Cab Cab Depth (Front Cab to 1.7 m

DIMENSIONS

Seat Back)

12 Forks Thickness * Width * Length 0.06 * 0.11 * 1 m

13 Overall Dimensions Frame Width 1.87 m

14 Base Width (with wheels) 1.6 m

15 Frame Height 3.6 m

116
 16 Wheel Base 1.5 m
WT.
17 Total Weight Standard Truck 4459 kg

18 Brakes Service Breaks Electric/Mechanical

19 Method of Operation Plugging

PERFORMANCE

20 Tire Type Load/Drive Polyurethane/Polyurethane

21 Wheels Number, Front / Rear 2/1

22 Tire Size Load Wheels, Front 350 * 140 mm

23 Tire Size Load Wheels, Rear 400 * 160 mm

24 Battery Type Lead Acid

25 Battery Volts / Max Ampere Hours 48V / 1085AH

26 Weight, minimum 1200 kg

27 Drive Motor Rating (S2 – 60 7.5 kw

ELECTRIC

minimum rating)

28 Electric Motors Hoist Motor Rating (S3 – 2 * 12 kw

25% duty cycle rating)

29 Drive Motor Control AC – MOSFET

30 Hoist Motor Control AC – MOSFET

7.2 Advantage of the New Design

Compare to the forklift exist on the market, our design has a 180°rotate

forks (connected to the cabin on both end) with a scissor lift help pushing

up the operator cabin., which means it has a full loading range and the

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vehicle is stable with the support of the scissor lift. In our design, these

forks can be easily adapted to use other attachment, adjusted to different

loading needs. With an electric battery on the back as part of the

counterweight, the whole structure is stable and more economic and

environmental friendly compare the ones burning gasoline.

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 Chapter 8 Conclusions

This project is mainly about a new design of a forklift. In Chapter 1 to

Chapter 3, we did some research on the products that already exist in the

market for use. Then we studied in more details about how forklifts work

and the primary structure and some new design ideas were proposed.

After comparing their advantage / disadvantage, we finally have our new

design proposal settled and finished the 2D design schematic.

In Chapter 4 we did the next step: display our design idea in a 3D model.

We used a CAD system (Solidworks) to create all individual components

and assembled them to a final design. All parts are introduced in this

chapter with details, including the new design scissor lift.

In chapter 5 we want to make sure our forklift deign here meets the safety

requirements for use. We use mass and center of gravity measurements to

run our stress analysis, under both resting and loading conditions. Then

we discuss the stability triangle and how our forklift design is stable

under resting condition and its center of weight stays inside the safety

triangle. In working conditions, we change the load to see how center of

gravity of the whole truck changes and get the capacity of our forklift,

which is 2000kg.

In Chapter 6 we studied the design to ensure that it will meet the

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functional requirement like the stress analysis. First we ran the analysis

on one of the two components in the lifting fork system, the fork. Not

only we want to see if it is safe for use, we also want to see how different

element type can change the result of the meshing model and the value of

stress, strain and displacement. Then we ran test on the other components

of the lifting system, the support frame. We also performed analysis on

one of the most important subassembly, scissor lift. The result are very

satisfying, they are all safe for use.

Chapter 7 gives a comprehensive technical parameter introduction. It has

all the general parameters, dimensions and weight. Trucks performance

and electronic system are all included here.

Future Research includes research on forklift’s weight change and

stability during the turning and speeding up process, and developing a

shifting counterweight automatically adjust the balance of the truck.

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