2013-08 IVT MAt Handling

ADVANCED
2013 SHOWCASE
New vehicles:
Terex Fuchs MHL350 E hybrid material handler Konecranes SMV 4531 TB5 HLT hybrid reach stacker Still RX 70-60/80 heavy forklifts
Is lead dead?
Will the resurgence of interest in fuel cells and hybrids sound a death knell for traditional batteries?
Design Challenge: How will the latest battery and fuel cell technologies affect the layout of a purpose-designed truck?
Terex Konecranes
An IVT International publication
www.iVTinternational.com
FORKLIFT TRUCKS | AGVs/SGVS | CONTAINER HANDLING
EFFICIENCIES you may not see, but will surely NOTICE.
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2013 Dana Limited
CONTENTS
p14
FUEL FOR THOUGHT
COVER STORY p40
We pick the brains of the global lift-truck industry to find out whether fuel cells and advanced battery technologies will ever take over from lead-acid
p32
NEWS & FEATURES

6 WHATS NEW
The latest big stories in the materials handling sector, from hybrid lift-trucks to double-boom STS cranes
32 A BIG ASK
The biggest trucks in Stills range have undergone a major revamp, making them safer, cleaner, more efficient and more productive than ever before. How did they do it?
14 DESIGN CHALLENGE
How might switching from bulky lead-acid batteries to a fuel cell or the latest battery technologies affect the appearance of a purpose-designed materials handling vehicle?
20 ENERGY HIT
The SMV 4531 TB5 HLT hybrid from Konecranes provides a real shot in the arm for reach stacker design, by using supercapacitors to provide an instantaneous 300kW power boost for enhanced efficiency, performance and fuel economy
26 ELECTRIC BLUE
They might not look too different from their conventional MHL350 E counterparts on the surface, but their bright blue exteriors hide a hybrid heart. Why is Terex Fuchs so confident that this is the next evolution in material handler design?
With continuously decreasing fuel cell prices, we expect a two-digit market share could be realistic within the next 15 years p46
The views expressed in the articles and technical papers are those of the authors and are not endorsed by the publishers. While every care has been taken during production, the publisher does not accept any liability for errors that may have occurred. Ltd, c/o Worldnet Shipping USA Inc, 155-11 146th St, Jamaica, New York 11434. Periodicals postage paid at Jamaica, New York 11431. US Postmaster: send address changes to IVT International c/o, Air Business Ltd, c/o Worldnet Shipping USA Inc, 155-11 146th St, Jamaica, New York, NY11434. Subscription records are maintained at UKIP Media & Events Ltd, Abinger House, Church Street, Dorking, Surrey, RH4 1DF, UK Air Business is acting as our mailing agent This publication is protected by copyright 2013 Average net circulation per issue for the period 1 January-31 December 2012 was 10,391
ADVANCED
2013 SHOWCASE
New vehicles:
Terex Fuchs MHL350 E hybrid material handler Konecranes SMV 4531 TB5 HLT hybrid reach stacker Still RX 70-60/80 heavy forklifts
SUBSCRIPTION/CHANGE OF ADDRESS ENQUIRIES TO: datachanges@ukipme.com Circulation Adam Frost Edito Editor Richard Carr richard.carr@ukipme.com
Head of production & logistics Ian Donovan Deputy production manager Lewis Hopkins Production team Carole Doran, Cassie Inns, Robyn Skalsky International advertising co-ordinators Kevin Barrett kevin.barrett@ukipme.com Michael Briant michael.briant@ukipme.com Editorial director Anthony James Managing director Graham Johnson Chairman & CEO Tony Robinson
Advanced Lift-truck Technology International 2013 SHOWCASE www.iVTinternational.com

Published by UKIP Media & Events Ltd
Is lead dead?
Will the resurgence of interest in fuel cells and hybrids sound a death knell for traditional batteries?
Design Challenge: How will the latest battery and fuel cell technologies affect the layout of a purpose-designed truck?
Terex Konecranes
An IVT International publication
FORKLIFT TRUCKS | AGVs/SGVS | CONTAINER HANDLING
Production edito editor Alex Bradley Chief sub edito editor Andrew Pickering Deputy chief sub edito editor Nick Shepherd Proofreaders Kari Wilkin, Frank Millard Art director Craig Marshall Design team Louise Adams, Andy Bass, Anna Davie, James Sutcliffe, Nicola Turner, Julie Welby, Ben White
Advanced Lift-truck Technology International is published annually alongside iVT International, USPS 018-627, by UKIP Media & Events Ltd, Abinger House, Church Street, Dorking, Surrey, RH4 1DF, UK.
Annual subscription price is US$ 102. Airfreight and mailing in the USA by agent named Air Business
UKIP Media & Events Ltd, Abinger House, Church Street, Dorking, Surrey RH4 1DF, UK Tel: +44 1306 743744 Fax: +44 1306 742525 Editorial fax: +44 1306 887546 Printed by: William Gibbons & Sons Ltd, 26 Planetary Road, Willenhall, West Midlands, WV13 3XT, UK Member of the Audit Bureau of Circulations
Advanced Lift-truck Technology International 2013
CONTENTS PRODUCTS & SERVICES

48 GOLDEN OPPORTUNITY
Plug-and-play power-on-demand from Enersys enables truck availability to be maintained for much longer than was previously thought possible it still provides the desired safety levels. But ABTs Autophoretic coating skills will keep internal corrosion at bay problems in the control of large hydraulic cylinders
58 THE WEIGHT IS OVER

A revolution is underway in the use of lightweight steels, such as those from Tata Steel, changing the way that offhighway machinery can be designed
64 WELL CONNECTED
TE Connectivitys environmentally sealed electrical connectors will keep vehicles and their electrical systems running in the harshest conditions
52 MARK OF RESPECT
A new range of AC motor controllers from Curtis Instruments simplifies the meeting of CE-compliant safety requirements
60 LISTEN TO UNREASON
If progress is made by the unreasonable man, then what does that make the Marzocchi Pompe engineers who developed a series of quiet, pleasant-sounding gear pumps?
67 WORSE FOR WEAR

The new SEB chain technology from FB Chain is helping to lock in grease and greatly extend service life
54 A MUCH NEEDED BOOST

Danas hydraulic-hybrid PowerBoost concept could be the technology that shakes up an industry not generally known for enthusiastically embracing new technologies
70 GRAPHIC AND NOVEL

Innovative customisable in-cab displays from Bauser will help make viewing operating data a real pleasure
56 TEN YEARS AFTER

Just because a cab passed ROPS and FOPS tests a decade ago doesnt mean
63 SO LONG
With their 5,000mm extended stroke length, MTS Sensors magnetostrictive position sensors will wave goodbye to
72 BULLETIN BOARDS
Electromagnetic brakes from Knott; quick-release couplings from Faster
p48
p54
p56
p64
From a journalistic point of view, its always immensely frustrating when there are loads of exciting, superefcient technologies out there, just waiting to be embraced and written about while the market continues to stick doggedly to its tried-and-tested techniques. The OEMs trot out the usual reasons of volumes and market pull, but honestly who wouldnt want a lift-truck powered by sexy lithium-ion instead of boring old lead-acid batteries?! There are downsides to Li-ion, of course and not just their sourcing, expense or the inconvenience (for materials handling purposes, at least) of their compact nature. Take, for instance, the problems surrounding their integration into Boeings Dreamliner, which will have left many casual observers with a generally negative impression. The upsides, however, are many and impressive and also generally too well-known to mention in the space available here. Sufce to say that, while their development continues at unparalleled levels as electric vehicles begin to dominate the automotive sectors R&D budgets, there is still much, much more to be expected from new battery technologies. For instance, although few in the materials handling sector are likely to complain at the couple of hours or so needed to top up a Li-ion battery pack, given the traditionally long charging times of lead-acid batteries, for some i.e., car drivers that is still a couple of hours too long. So some recent research from South Koreas Ulsan National Institute of Science and Technology, into a battery that can be charged in less than a minute, will be welcomed by many. And, by delivering a charging time similar to topping up a petrol tank which, of course, has long been the fuel cells claim to fame it seems
that there could be a new obstacle to the widespread adoption of hydrogen as the new standard in forklift powertrains. Of course, its unlikely that electric cars will dominate our roads until their range allows a trip to the corner shop to be contemplated without the fear that circling the block a few times until a parking space becomes available could leave you having to push your car all the way home. But green websites are littered with reports from MIT and other leading universities that promise even greater (up to four times) energy density over existing Li-ion solutions. If these are indeed feasible, then the spin-off in terms of materials handling could be immense. And not just in terms of economies of scale couldnt a standard-sized battery compartment lled with such an improved design perhaps enable a lift-truck to work one or two extra shifts between charges, for example? Nevertheless, while recognising the advantages Li-ion has to offer, many believe that even lead-acid still has room for improvement. Certainly, none of the OEMs we spoke to in our feature on page 40 think the technology is likely to disappear anytime soon, while Enersys itself a provider of Li-ion solutions continues to invest heavily in lead-acid, with some noteworthy results (p48). So patience is a virtue I must obviously develop, as I attempt to be content with evolutions rather than revolutions. Still, it wouldnt hurt to be tossed the odd new OEM concept for a fuel-cell or advanced batterydriven lift-truck once in a while to avoid having to go cold turkey. In the absence of anything new on that front for a long time, weve had to resort to creating our own (see page 14) if you think you can do better, wed love to hear from you! Richard Carr, editor, ALT & iVT International
FOREWORD
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Three fantastic concepts were created in just three months but with its heavily automotive-influenced styling, Manitous forklift concept is our favourite
Best of three
6 Advanced Lift-truck Technology International 2013
WHATS NEW
ANCENIS, FRANCE This stunning forklift design was created along with concepts for a telehandler and aerial work platform by Manitous Advanced Design Department in just three months. It came in response to the Manitou managements challenge to imagine the future for its range of products as a means of amplifying its innovation programme, in association with the R&D department. We wanted to create concepts based on the architecture of current models and close to our customers needs, but imagined what could be done more creatively in terms of design and innovation, says Thierry Lehmann, design manager. It was an extremely exciting design experience, and many real patented solutions were developed in this time. Some of the individual innovations have been evaluated and will appear in future developments. Not being dependent on the development of any specific technology for its implementation, the overtly automotive coupe styling could be one of the first features to make an appearance. Inspired by a variety of automotive designs, Lehmann was keen to add their sense of dynamism to Manitous real-world trucks: The difference between designing these concept trucks and real-world design is that we worked on all the technical pieces we usually dont have the chance to design all of those. But for the bonnets, etc, it really comes down to the volumes that would be needed to enable us to adopt the automotive-style stamped steel production processes. So Id like to find some solutions that will allow us to use traditional processes while keeping that level of styling. A sight to behold One of the key thematics defined at the outset was visibility, which has resulted in perhaps the forklifts most notable patent the optimising of the mast and the cabin. Retaining the same rigidity and capacity, the mast profile has been oriented to reduce its impact on the viewing angle. The rear pillars have also been oriented for greater visibility.
Its quite surprising because we found this simple solution that didnt exist in other trucks at all, declares Lehmann. The cabin is very specific too, with a design that is very different to the competitors. It has a sort of widescreen panoramic design that optimises visibility when you look at the load being raised. Although not evident on this concept, a patented unique roofbar structure is currently being developed. A wide-opening glass door, and a rotating seat that swivels to greet the incoming operator, will greatly simplify access. The seat can also be raised for better visibility of the load, and when it rotates 180 to enable safer reverse driving when carrying a load, all of the instrumentation is carried with it. There is also an anticipative load stability solution the mast and cab would be able to communicate, being linked on a system that can push the cab further back (by up to 300mm) should the risk of instability become too high. Augmented reality systems on a head-up display have also been planned, as a means of meeting the design brief to enhance safety. For example, on reaching a pallet, the RFID system transmits information on its contents, weight and destination to the driver, supplemented by a camera-based display and detection system that provides alerts on the trucks surroundings and how its stability may be affected. Via the use of eye-tracking technology, the machine can learn, and therefore adapt to, the operators behaviour. Same but different As for the driveline, Lehmann says a hybrid system would be used: I consulted our R&D to look at the reality behind this and found we are working on several hybrid solutions, so its close to expectation. But this concept is just one possible solution its not a unique one. We are still looking at using hydraulics for raising the load the idea is to capture and convert the energy from lowering the forks and braking, and then use it for driver comfort features such as cabin heating and cooling.
WE WANTED CONCEPTS BASED ON THE ARCHITECTURE OF CURRENT MODELS, BUT IMAGINED WHAT COULD BE DONE MORE CREATIVELY THIERRY LEHMANN, MANITOU DESIGN MANAGER
RIGHT: Could this be the future face of Manitous three core products?
WHATS NEW
On the mark
PITTSBURGH, PA, USA Following extensive review and testing, Seegrids GT10 robotic industrial tow tractor is now fully compliant with all CE-mark requirements, the Machinery Directive and health and safety regulations, and is therefore now available in Europe. Being of the same GT10 design that is in use in North America, compliance with the comprehensive CE requirements presents American users with an additional level of confidence, said Mitchell Weiss, Seegrid chief operating officer. He added that the decision to launch in Europe was easy: European factories have high labour rates and greater requirements for worker ergonomics. As a result,
they use quite a lot of automation. The GT10 will support these automated operations by delivering goods reliably and on time, while reducing manned travel time, and risks associated with driving trucks. The truck is likely to be used primarily in parts-toline applications.
SEE THE LIGHT

LIDHULT, SWEDEN Kalmar has launched its upgraded DCF50-90 range of 5- to 9-tonne capacity forklifts, promising greater operational efficiency and increased driver comfort. The light trucks feature 77bkW or 85bkW AGCO Power SCR engines to reduce fuel use while meeting Tier 4i emissions requirements. The engines reduce vibrations and, mounted below the cabin with an automatically operated hydraulic fan, produce a more comfortable and quiet operator environment. The fan can also reverse the airflow to flush particles out of the cooler when working in dusty environments. The trucks can be specified with several seating and steering configurations to reduce fatigue on the shoulders and neck. As an option to the conventional steering wheel, there is a mini steering wheel on the left armrest, or a lever system. This is without doubt the most comfortable and environmentally friendly light truck Kalmar has produced to date, Thomas Malmborg, VP for Kalmar Forklift Trucks, claimed. We have focused our attention on features that enhance driver comfort and reduce fatigue on long shifts and in all conditions. For example, the machine is comfortable for the driver to operate in temperatures ranging from -20 to 45C. The DCF50-90 is specifically targeted at customers who need industrial handling capabilities in very tough applications, such as the wood, pulp, paper and steel industries. To meet these demands, the OEM has implemented new, heavier-duty hydraulic pumps, switching some parts of the system from aluminium to cast iron. The new highpressure hydraulic filters can be easily accessed from above when the truck is being serviced.
X-RANGE SPECS
LOWESTOFT, UK Nexen has expanded its X-Range of LPG and diesel forklifts to include 4.0-, 4.5- and 5.0-tonne sizes. Each new truck is available in three spec levels (Standard, Optimal and Optimal+) to suit different requirements and budgets; with multiple options to match specific applications. Optimal+ includes an antirollback feature, for instance, specially designed to work with torque converter drivelines, as well as oil-cooled disc brakes and modulated power reversal for smooth performance and reduced component wear. All FDX and FGX 4.0-5.0 models feature a fully floating cab that effectively shields
8
The advanced guard

ASCHAFFENBURG, GERMANY A prototype Linde E25 L Roadster has been providing increased flexibility, efficiency and safety while on test at Frankfurt Airport. The main benefits stem from the increased visibility enabled by the new overhead guard that replaces the A- and B-pillars; a design only made possible by the traditional Linde construction technique of mounting the tilt cylinders on top of the lift mast, which redirect load stresses into solid cast supports at the rear of the truck. The improved forward field of vision that this design has enabled means an assistant is no longer required to issue instructions to the operator when he is loading bulky airfreight pallets. A curved steel tube attached to the front plate, inspired by stair banisters, maintains the ease of access, with the steps visibility remaining unchanged.
drivers from vibrations. The spacious uncluttered floor features a single pendantmounted brake pedal. The heavy-duty taper roller kingpin bearings used in the steer axle point to the level of attention paid to improving durability. Ease of maintenance was a key design consideration too, with just 15 minutes being required to switch the radiator. Customer demands have also been answered by ensuring maintenance can be carried out without needing a laptop. Nexen is currently also developing a telescopic truck, although this will be launched into Asian and Australasian markets before western ones.
The two panes of special laminated safety glass in the roof move back and forth with the movements of the mast, while providing an unobstructed upwards view and protection from falling loads.
WHATS NEW
(Eco) mode that improves runtime during the shift, with minimum power reduction. Ideal for customers working under tough diesel idling time limits, the programmable Auto Engine Off feature automatically powers down after a preset amount of time, and finally, the load-sensing power steering system (a standard feature) provides precise manoeuvrability with reduced engine loads. With durability another key focus, the improved cooling system automatically reduces the engines output to prevent damage if coolant temperature rises to dangerous levels. The redesigned chassis features a fully stamped steel plate, as well as a reduction in cosmetic sheet metal and plastic. New water-resistant connectors and a sealed box protecting critical controllers and relays minimise damage for tasks in adverse weather or corrosive environments. Ergonomic improvements include long dual operatorassist grips to ease access for operators of varying sizes, in addition to the lowered and enlarged first step. The redesigned wide-view mast, angled overhead guard bars and low-profile cowl with a sloped dashboard provide optimal visibility to the front and above. The optional minilever hydraulic controls have been located on a three-way adjustable armrest to further enhance productivity. Similar improvements will be made on the European Tonero-branded trucks, due for launch later this year.
WITH GREAT POWER

COLUMBUS, IN, USA Toyota Material Handling USA has unveiled its upgraded 8-Series large diesel lift-truck line-up, featuring 8,000-17,500 lb (3.5to 8-tonne) capacities running on pneumatic tyres. After two years of design for lift-truck integration and 10,000 hours on the dyno, a key improvement is the newly designed Toyota 3-litre, fourcylinder 1KD engine providing 74bhp and 221 lb-ft of torque. The latter has increased by almost 10% over the previous engine, as a result of the intercooled variable-nozzle turbocharger (VNT), which boasts the worlds smallest gas flow size (55kW class). This has also led to average fuel efficiency improvements of 30% over the previous models. By combining the VNT with a modern commonrail fuel-injection system, the engine provides a quicker throttle response and more precise control of the fuel being burned. The Tier 4Fcompliant engine uses a DOC to minimise emissions of PM. Three other fuel-saving features have been included; the first being an economy
Are you in or out?

MARENGO, IL, USA Providing the flexibility for use indoors as well as on exterior improved surfaces, Nissan Forklifts (UniCarriers) compact Platinum II Nomad uses solid pneumatic tyres to enable higher capacity retention than similarly sized standard pneumatic-tyred models. As an ideal solution for the handling of materials between a manufacturing line and its outside storage facilities, it has been built on a smaller, ruggedly built frame to provide precise manoeuvrability, and is powered by Nissans K21 ultra-low emission engine. In essence, a Nomad forklift is two forklifts in one, featuring the most advanced technology backed by years of experience, said Steve Cianci, director of marketing and product management at Nissan Forklift. Nomad trucks are equipped with a seat-actuated operatorpresent system as standard, which automatically prevents lifting or tilting the forks once the driver has left the cab.
A LOAD OFF YOUR MIND

Said to offer the markets biggest-ever platform, the operator compartment offers an uncluttered walk-through design with a low step-height of 105mm and chamfered platform edges for easy access. The whole floor mat acts as an operator-present sensor, enabling the truck to move away as soon as he boards. Sophisticated electronics enable the tailoring of speed, acceleration and braking settings to suit individual operators and applications. The electric steering system provides automatic speed reduction around curves, as well as automatic drive-wheel centring for safer operation. The Maxius steering wheel brings all controls to within close reach and can be easily operated with one hand. It quickly adjusts to the most ergonomic position.
JRVENP, FINLAND Designed for greater speed and manoeuvrability, the new six-model Velia ES series of low-level order pickers from Mitsubishi incorporates a number of key developments. Based on the ergonomic design of OPB20NE models, the 1.0- to 2.0-tonne trucks are available with a choice
of load selections, including cantilever and scissor lift, which help reduce operator strain by lifting loads to an ergonomic height of 800mm. Safety has been enhanced too, with the inclusion of three rising platform models that lift up the operator to a height of 2.5m for safe second-level picking.
WHATS NEW
GET THE BALANCE RIGHT

STRAUBING, GERMANY Providing massive savings in running costs, Sennebogens 8130 EQ balance materials handling machine should be welcomed for use in logging, ports and scrap yards. Driven by a 400V electric motor producing 130bkW (a 151/164bkW Cummins diesel is an option), the 8130 EQ relies on classic lever principle behaviour to remain constantly balanced, thereby requiring minimal energy to handle 5-tonne loads, or reach 27m. The machine is controlled via just two cylinders. A bar running parallel to the boom
THE POWER & THE GLORIA

STARGARD, POLAND Kalmars fifth reach stacker generation will offer customers a wider choice, with four extra models added to the container handling range and three more intermodal handling models, taking the total above double figures. Total lifting capacity is 45 tonnes to six high, or five high for intermodal models. The G Series also known as Gloria includes a host of features designed to reduce operating costs. Fuel savings have been enabled via three new Eco operating modes that provide up to 20% reductions in fuel consumption, the loadsensing hydraulics and the temperature-controlled cooling fan. A further 10% saving is possible with the Start/Stop function of the Volvo Penta engines, which also offer extended service intervals, with the oil change interval doubling to 1,000 hours. The servo filter service has seen a similar improvement, as has the hydraulic oil change now at 4,000 hours or, with the Oil Sample Programme, even more. A two-year or 4,000-hour warranty now comes as standard, and the first machine service has been extended from 50 to 500 hours. A redundant CANbus control system that automatically locates and quickly corrects failures in CANbus operation is included as standard. A tyre pressure control system extends their lifetime by up to 10%, and enhances fuel economy further. Safety and ergonomics were also key design criteria. Built-in safety options include reverse warning and a personal proximity aid system, while the cabin guarantees over 90% all-round visibility, even in adverse weather conditions. A side-tilting steering wheel and joystick control designed with input from university experts help reduce fatigue and improve manoeuvrability.
Short but stout

MARKARYD, SWEDEN Via Cooper SH, its UK distributor, Konecranes has delivered a bespoke solution for the Port of Poole two 10-tonne SMV forklifts with the 2,800mm wheelbase of a typical 8-tonne model. Additional ballast is used to compensate for the 200mm shortfall in length, so stability has not been compromised at the expense of a shorter turning radius. It was [once] believed that this 2-tonne jump in capacity was a determining factor in physical size. [However] we can reduce the length, yet retain capacity to 10 tonnes at 600mm load centre or even, if required, 12 tonnes at 600mm centre, said Chris Barnes, general manager, south, for Cooper SH. Compromises have been made, however. The 185bkW six-cylinder, 7-litre Volvo Penta engine used in typical 10-tonne SMV models is too long for this configuration, and has therefore been replaced with a 5-litre, fourcylinder 561-VE, which still delivers a powerful 155bkW.
UPWARDLY MOBILE
DSSELDORF, GERMANY Terex Port Solutions is building the worlds largest mobile harbour crane for OCUPA, a long-standing customer based in Port of Manzanillo, Mexico. Scheduled for commissioning this September, the Gottwald Model 8, in its G HMK 8410 variant, is designed to load and unload vessels with a capacity of up to 8,800 TEUs, stacked nine-high. Making use of the Model 8s many options to meet specific requirements, the MHC design destined for OCUPA features a boom pivot point located at 34m high and a viewing height of almost 38m. It includes a 100-tonne hoist and a 10-axle chassis, and is powered by an efficient diesel-electric drive. The Terex Gottwald G HMK 8410 for OCUPA is a special variant of our largest crane model and was designed with a special geometry required for handling containers on large vessels, taking into consideration boom length, boom pivot point and viewing height for the crane operator, said Andreas Moeller, sales director. It is an excellent example of our modular design that enables us to select the right solution to satisfy the needs of our customers and their application requirements, while accounting for changing conditions. We are now superbly equipped to meet the demands of all terminal types, sizes and handling philosophies.
10
WHATS NEW
WINDS OF CHANGE
HAMBURG, GERMANY A research project at the HHLA Container Terminal Altenwerder is intent on finding out how container transporter batteries can be charged sustainably with implications for other materials handling vehicles. In association with Gottwald Port Technology and a handful of research institutions, the BESIC (Battery Electric Heavy Goods Transport within the Intelligent Container Terminal Operation) project is looking at how the charging station developed for Gottwalds battery-operated AGVs can begin charging when there is a surplus of renewable (wind or solar) energy in the grid. Investigations are being made into the possibility of co-ordinating charging times with the terminals operating requirements and the peak loads of the grid, using the batteries of the AGVs as a buffer for peak power. A battery management system is being built to determine suitable charging times based on the exchange of data between the Vattenfall energy companys load forecasting systems and HHLAs terminal management system. If the charging strategy leads to clear savings in operating costs, it could eventually be implemented for warehouse vehicles and airport GSE.
connects the jib to the adjustable rear counterweight, which ensures the machine remains perfectly balanced in any position. This EQ (equilibrium) principle alone provides savings in running costs of up to 50% so, in conjunction with the electrohydraulic drive concept, which uses just 25% of the power required by
diesel-powered variations, total savings of up to 75% can be realised. In addition to its quiet, smooth operation, the powerpack is easily accessible for maintenance. Mastercab, a new cab design that is around 50% wider and 25% higher than the standard maXcab, will be an option. Almost doubling the internal space to 6m3,
this resiliently mounted design provides room for an instructors seat and several storage options. The large floor window and excellent all-round view (the stationary version can cover an area of 2,300m2), in conjunction with the handlers pylon structure and raised position, enhances safety for example when unloading ships.
ck iVT Lift-tru 2012 p26 D GOTTWAL VS AG BATTERY H PT DE IN
TWO CAN PLAY AT THAT GAME

KILLARNEY, IRELAND Liebherr Container Cranes has debuted a double-boom ship-to-shore crane concept on a 360m-long jetty pier run by Grup TCB in the Aliaga Container Terminal, Turkey. The innovation arose due to the need for simultaneous operation on both sides of the pier, handling two vessels at the same time, while improving existing traffic flow and safety, and increasing the productivity rates per vessel. Previously, the use of MHCs had been necessary, which called for continuous management of terminal tractor traffic and movement of the hatch covers on the dock hardly optimising the operational flexibility offered by a finger pier. driver rotates 180 to directly face the vessel. The unused boom can be raised to allow for berthing and unberthing at the other side of the pier. With an outreach of 50m on either side and a rail span of 36m on the pier, total trolley travel is 136m. Installed in the large machinery trolley, a pair of 400kW hoist motors enables the spreader to lift to 38m above the seaside rail, or from 15m below it, providing a total lifting height of 53m. The portal beam platform can accommodate up to three hatch covers, leaving the entire pier unimpeded. With a new terminal tractor circulation concept a two-way central circulation pit lane and two pit stops for each STS crane traffic jams will be avoided, while enhancing safety for ground personnel. The cranes are also fitted with crane-tocrane and crane-to-ship anticollision systems. The double boom crane design represents a unique engineering project in terms of innovation and scale, commented Liebherr MD, Pat OLeary. Liebherr Container Cranes manufactured the first (a smaller unit) double luffing crane in 1976 for Piombino Italy. We were able to draw on the many years of experience in designing sitespecific and machinery house trolley cranes, which helped us deliver the optimum solution for the Port of Nemrut Bay/Aliaga.
11
The four cranes two of which are now commissioned will be able to work on the same vessel simultaneously, easily exceeding 100 moves per hour; or 50 moves per hour when simultaneously
handling two medium-sized vessels. The double-boom crane can therefore switch from one boom to another within minutes, with the machinery trolley and spreader moving with the cabin as the
WHATS NEW
The gift of sight

MJLBY, SWEDEN Cesabs R300 reach truck range has been enhanced with the addition of the R212, R318 and R325 models, thereby expanding capacity to 2.5 tonnes and lift height to 12.5m. Visibility is a key feature, with the low front panel enabling an unobstructed view around and through the mast to the load, while a window behind the driver ensures safe reversing. A fan-shaped roofguard made from thin, angled crossbars provides excellent overhead views and protection. But vertical performance hasnt been forgotten, with a lift-control system to enable lifting or lowering speeds up to 0.7m/sec, without stops or even slowing down when switching from free lift to main lift. This provides smoother movement and reduced power consumption, and enables lift-and-reach movements to be executed simultaneously, even while the truck is moving.
GO CONFIGURE
ASCHAFFENBURG, GERMANY With load capacities from 1.4 to 2 tonnes, Lindes new R 14 to R 20 reach truck generation features a wider range of mast, chassis and battery configurations that enable increased customer-specific solutions to be derived from series production. The trucks boast lift heights to 13m, courtesy of a brand new mast concept that has been reinforced with stronger profiles to enable reductions in deflection, in combination with up to 20% increases in residual load capacity. Lifting speeds reach 0.55m/ sec with a load an increase of 41% over the previous series and 0.7m/sec without a load, an increase of 27%. Unladen lowering speeds have risen by up to 22%, reaching 0.55m/ sec. Three dynamic settings Performance, Efficiency and Economy match energy consumption precisely to power output. An enhanced view through the mast has been ensured via the optimum assembly of mast profiles, chain guides and lift cylinders. With an unobstructed view overhead and no distracting load backrest, the trucks can be fitted with an optional, endto-end, panoramic toughened glass roof that provides good protection from falling objects. With an air-sprung seat and a work space that is uncoupled from the rest of the chassis via innovative damping features, vibrations have been greatly minimised.
YOU CANT KEEP A GOOD MAN DOWN

MJLBY, SWEDEN Toyota Material Handling Europe has introduced a mobile elevating work platform (MEWP) module for the RRE160 and RRE200 models of its BT Reflex R-series of reach trucks. Designed to reduce materials handling costs by eliminating the need for two-man crew operations, this optional feature effectively converts the truck into a man-up turret truck and avoids the need for additional scissor lifts. The R-series Transitional Lift Control (see ALT 2010 p64) and AC motors provide smooth, high-performance lifting, and when used with the platform becomes ideal for high-level (up to 10m) maintenance work and speedy inventory checking, providing the operator with the ability to lift and lower, and
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drive directly, from within the cage. It includes an E-bar mounting for ancillary equipment, as well as a power supply. Safety was a key focus of the design, with travel speed being restricted to 2km/h when driving from the platform. There is also an anti-slip floor and high safety rails, as well as emergency lowering and evacuation facilities. The safety and productivity of our customers lies at the core of our activity. We have created the mobile elevating work platform as a new additional option that offers them real savings, said Therese Prcenth, product manager, TMHE. The platform can easily be removed, according to customers specific requirements, enabling the truck to operate as a standard BT Reflex R-series reach truck.
MARZOCCHI INTRODUCES ELIKA. The new low noise and low pulsation gear pump.
MA RZ O CCHI P O M PE, EXP ER IENCE IS R EL IAB IL IT Y AND PER F OR MANC E.

Marzocchi Pompe is a reliable partner proud of the experience, knowledge, high quality and desire to provide excellent p r o d u c t s a n d s e r v i c e f o r a l l h y d r a u l i c a p p l i c a t i o n s . Te c h n o l o g y, i n n o v a t i o n , o v e r 5 0 y e a r s o f e x p e r i e n c e a n d d i r e c t c o n trol on the entire supply chain allow Marzocchi Pompe to be a leading manufacturer of exter nal gear pumps and gear motors covering all market requirements with a full and comprehensive range of products. The new ELIKA is the futur e - p r o o f , l o w n o i s e , l o w p u l s a t i o n g e a r p u m p , w i t h h i g h e f f i c i e n c y, d e s i g n e d t o i m p r o v e t h e q u a l i t y o f w o r k a n d l i f e .
4 00 33 Casalecchi o di R e n o, Bol ogn a ( It a l y) , v ia 6 3 B r ig a t a B o le ro , 1 5 Te l + 3 9 0 5 1 6 1 3 7 5 1 1 F a x + 3 9 0 5 1 5 9 2 0 8 3 w w w. marz o cchi pom p e . c o m p om p e @ m a r z oc c h i grou p . c om
Design Challenge
HOW MIGHT SWITCHING FROM BULKY LEAD-ACID BATTERIES TO A FUEL CELL OR THE LATEST BATTERY TECHNOLOGIES AFFECT THE APPEARANCE OF A PURPOSE-DESIGNED MATERIALS HANDLING VEHICLE?
COMPACT TRUCK WITH ROTATING FUEL CELL

Gokul Venkatesh Chagantipati
Gokul is an industrial designer at TAFE, India, and holds a Masters in Industrial Design from the Indian Institute of Technology, Guwahati
Once just a simple load carrier with little mechanisation, the forklift is now a complete gadget-equipped vehicle. The Tulsi Concept 360 focuses on the latest evolution in forklift design the addition of compact yet powerful fuel cells, which are currently predominantly tted into a lift-trucks existing architecture. Fuel cells are highly efcient and easily relled in no time while lead-acid batteries need to be charged for long periods and lose efciency during discharge. However, because fuel cells are small and relatively light, this must be compensated for with a sufciently heavy counterweight, which reduces their efciency to some extent. Replacing lead-acid batteries would free up considerable space which raises the idea of decreasing the size of the forklift itself, ideally without affecting the available space. Concept 360 solves this problem, achieving a 50% reduction in battery weight and 25% reduction in overall vehicle volume while still providing an ergonomic workspace. With a load capacity of 2,000kg and an overall length of 2.4m, the Concept 360 is just 1.35m long up to the fork face about 70% of the size of a lead-acid model of the same lift capacity. Its overall width would be well within 1m, or about 90% of the traditional lifttrucks dimensions. To achieve these gures, Concept 360 uses the space that is freed up to intelligently vary the centre of mass (COM) of the fuel cell with respect to the front axle. It employs a rotating cell console that is only partly lled with the fuel cell while the rest remains hollow. An intelligent tilt sensor detects changes in inclination and adjusts the position of the COM within the console. Whenever there is a tilt in the truck resulting from a load at the front, the tilt sensor varies the rotation of the cell console, increasing the distance between front wheelbase and COM of the cell console. As force is directly proportional to distance, the load at the front can be increased as the cell console rotates to increase the distance. Using this property, Concept 360 can vary the distance between the front axle and the COM of the console by a factor of two in order to use the fuel cell to provide an intelligent counterweight. The use of futuristic fuel cells and modern technology has provided room to furnish the forklift with a contemporary and novel appearance. Rotation of the fuel cell console can even be observed by a bystander, which adds to the aesthetic appeal of this design. gokulvenkatesh@tafe.com gokul.iitg@gmail.com 14 Advanced Lift-truck Technology International 2013
DESIGN CHALLENGE
ABOVE FROM LEFT: As the fuel cell console rotates away from the front wheel, the counterbalance capacity of the forklift increases proportionately
RIGHT: Fuel cell console rotates and adjusts its centre of mass depicted by the red dot to counter the load in front (only the yellow area is lled with fuel cell) BELOW: Black teeth on the console engage with a belt whose movement is controlled by the tilt sensor (inset on main image, left) FAR RIGHT: The numbers depict the centre of mass of the fuel cell console at three intermediate positions during its rotation
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DESIGN CHALLENGE
BELOW FROM LEFT: The 360 revolving cabin enables bulky loads to be carried without negatively affecting visibility or manoeuvrability
COMPACT TRUCK WITH ROTATING CAB

tangerine/HHI
tangerine has delivered groundbreaking innovation and design for over 20 years. It works closely with clients such as HHI to produce the best-possible design solutions The very latest fuel cell technology has enabled HHI (Hyundai Heavy Industries) and tangerine to dramatically reinvent the layout and design of Hyundais forklift truck. The HF (Hyundai Future) forklift part of the Korean OEMs futuristic range of industrial vehicle concepts not only has an extremely different exterior, but losing the bulky lead-acid batteries has enabled a whole host of new concepts to be incorporated within a very compact design. The forklifts body is separated into upper and lower parts, with a 360 rotating cabin giving operators easy and quick control, even in the narrowest of spaces. Each of the three wheels has individual motors that provide a 90 rotation. When unloaded, the front forks fold up to meet the mast, so as to enhance safety, manoeuvrability and driving efciency. The addition of an innovative conveyor-belt feature to the front fork means it is now possible to load and unload in conned areas without unnecessary movement. For the operator, an adjustable airbag-style seat ts exactly to body size, while warning sensors that detect any obstacle within the operating radius have been incorporated. Meanwhile, the display window screen can detect and notify the operator of the size and location of a cargo in advance, transforming both work efciency and safety. The nal result is a space age-style vehicle powered by cells that will ultimately benet both environment and the user! www.tangerine.net mail@tangerine.net
CLOCKWISE FROM ABOVE LEFT: A 360 rotating cabin gives the driver complete surround vision and better control when operating in small spaces; the forks fold up to the mast to improve safety, manoeuvrability and driving efciency; each of the three wheels has individual motors that provide a 90 rotation for improved manoeuvrability
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DESIGN CHALLENGE
LEFT: The display window screen detects and noties the operator of the size and location of the cargo in advance, increasing both work efciency and safety
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DESIGN CHALLENGE
DYNAMIC DISINTEGRATED LAYOUT

Panik Ebner Design
Panik Ebner Design is an independent design consultancy based in Stuttgart, Germany. Andreas Panik and Christian Ebner have worked in product, railway and vehicle design for over 15 years Pinto is a simple concept focused on improving forklift safety by making optimum use of the reduced volume of the latest energy storage technologies in this case, Li-ion batteries, which can offer better performance than lead-acid batteries. Pinto demonstrates the advantage of a dynamic disintegrated layout. To avoid operational hazards, the main issues for a forklift operator concern two key elements stabilising the trucks balance during periods of unwieldy weight distribution and offering clear visibility while driving and operating. Pinto concentrates on these issues by separating the forklifts functional groups into four distinct yet connected units: the mast and front axle unit; the cab and drivers seat unit; the energy storage and rear axle unit; and the counterweight unit, which slides out steplessly and telescopically. As the load handling demand changes, these units shift position, thereby optimising the truck conguration. Manoeuvring and shunting prior to loading is enhanced by a raised cab (for better visibility) and a compact axle distance. Handling loads and maintaining good balance is made easier by increasing the axle distance, lowering the centre of gravity and actively extending the counterweight. Driving with a load also becomes safer with a raised cab (for better visibility) and an extended counterweight. The change of conguration is adjusted either manually or automatically via sensor control or by a combination of both. Additional features to enhance truck safety could include: A seat that rotates for reversing manoeuvres. This would require development of an integrated driver seat system with all forklift operation controls connected and integrated to the seat system; Wheel hub electrical motors would enable the front wheels to be moved forward for enhanced leverage; A head-up display would keep the driver focused on the details of the loading scenario. www.panikebnerdesign.de a.panik@panikebnerdesign.de
ABOVE: By lowering the cab, increasing the wheelbase and extending the counterweight, far greater stability can be achieved when handling loads at height
ABOVE: The Pintos compact Li-ion powerpack can be integrated into the rear axle unit
ON THE WEB
For extra content, visit:
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DESIGN CHALLENGE
RIGHT: Located under the warehouse oor, control units would generate magnetic elds to control the Bubblebees manoeuvres BELOW: The magnetic ux could even reduce machine weight by providing a counterweight effect
MAGNETIC LEVITATION
Kevin Wilson
A graduate of the Reilly programme at Notre Dame, Kevin is a freelance machine designer specialising in the visualisation of mechanisms, vehicles and industrial environments The Bubblebee is an idea for a materials handling vehicle that has no real drivetrain of its own, and only needs smaller fuel cells to power its electronics and navigation. These would also emit a subtle hum, alerting bystanders to their presence. With zero emissions, swarms of these machines would make for a safer, more efcient and environmentally friendly workplace. Instead of a drivetrain, the Bubblebee uses the infrastructure of the warehouse itself to do most of the work. Inductrack III is a magnetic levitation system designed by scientists at Lawrence Livermore National Laboratory, California, USA. Unpowered loops of wire in a track embedded under a conductive oor layer would generate a magnetic ux that would oat the Bubblebee, repelling its own permanent magnets (arranged into Halbach arrays). The system can lift 50 times the weight of the permanent magnets, allowing for a large payload. Strategically placed control units under the conductive oor surface and surrounding warehouse infrastructure would take wirelessly transmitted inputs from the steering and navigation systems, generating magnetic elds that alter the machines path, speed and height accordingly. The fuel cells also serve as prominent spherical form elements that double as landing pads. Due to the lack of drivetrain and conventional steering, the Bumblebee can articulate around a central pivot, allowing for tight cornering in conned spaces. The ux could also be used to create a counterweight effect, eliminating the need for a heavy casting. Given further development, the magnetic elds could perhaps even allow the machine to reach elevated heights without the need for costly and unreliable hydraulic lift systems found on stockpickers and turret trucks. Non-conductive wires could be installed at varying heights around the perimeter of the facility as well as in or around pallet racks and shelving. So while the Bubblebee could be 15m above the ground, it would still be within a few metres of a conducting wire at all times. With an environmentally controlled cabin, it can also be used for cold storage applications, while removable glass panels allow the option of an open cockpit. wilsonme2@gmail.com
ON THE WEB
More info on Inductrack III at:
www.llnl.gov/str/Post.html
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JOHAN SJBERG, iVT international
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CASE STUDY
The new hybrid reach stacker from Konecranes Lift Trucks was developed for busy ports requiring many rapid accelerations and lift actions, combined with good fuel efficiency and low emissions
If you are reaching for something new, then what better way to do it than with a reach stacker? A little over two years ago, Konecranes Lift Trucks set out to establish a new standard in energy efficiency for this type of machine and started designing a prototype, which is currently on trial in the port of Helsingborg, Sweden. The trials have turned out better than expected to the point where the drivers in the port actually prefer the new machine to the ones they have been using for years. The reason for the popularity of the new (hybrid-drive) reach stacker is that energy efficiency in this application is not just some lofty concept that will only benefit the environment or somebody further down the line. Here, the efficient use of energy helps the drivers by making more energy available where its needed i.e. at the wheels and in the lift. For instance, although not a recommended procedure, the boom
could be moved at full power even while the reach stacker is moving at top speed normally power would have to be distributed between the lift and the drivetrain. This enables the driver to move the boom without any limitation and get the spreader into position for the next operation while the vehicle is in motion. And with more torque available at the wheels, its acceleration and responsiveness have also improved when going head to head with a conventional reach stacker of the same design, the hybrid version reaches top speed two to three truck lengths ahead. Our drivers prefer this one, even though it is a prototype, says Mats Fernebrand, maintenance manager at Port of Helsingborg. We have trialled the new reach stacker here for 500 hours since last December to help Konecranes find out how it handles in real operation. Prototypes usually have a few minor problems but this one just works really well.
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CASE STUDY
ABOVE & RIGHT: The blue box for energy storage on the side of the vehicle indicates that this is not an ordinary Konecranes reach stacker
to drive as they would like to. While making a lift, drivers will already be thinking about the next operation, so it is very tempting for them to start planning their return journey by engaging reverse gear while still moving forwards. Countless gearboxes have been unnecessarily stressed this way over the years but with this vehicle, we actually encourage this style of driving. The braking energy is fed back to the electric motors, which go into generating mode and help reduce energy consumption.
Perfect proving ground

Helsingborg is only an hours drive from Konecranes production facility in Markaryd, Sweden, and therefore makes for an ideal testing site. Over 350,000 TEUs pass through the port situated at the narrowest point of the sound between Sweden and Denmark each year. While cargo and passenger transport are a very important part of its business, it prides itself on being a container specialist. This is conrmed by the many Konecranes reach stackers that
ply the dock area, seamlessly linking sea and rail transport. On a site such as this, quick acceleration is very important for productivity, as you keep stopping and starting all the time, explains Christoffer Fager, one of the designers at Konecranes Lift Trucks. The longest journeys will only be a few hundred metres. The improved acceleration therefore means more containers can be shifted per cycle. In addition, driving this vehicle is more intuitive, as it enables operators
Conserve your energy

Reach stackers and lift-trucks have been part of the Konecranes product range since 2004, when the company acquired SMV Lifttrucks of Markaryd, Sweden. Its reach stackers provide a high stacking capacity and can reach over the rst row of containers to the row behind as well as the next one, enabling stacks of containers to be kept up to six rows deep with access from both sides. With a 45-tonne lifting capacity, the 72-tonne SMV 4531 TB5 HLT
CASE STUDY
Military hardware goes civilian

The electric traction motor used in the new reach stacker is a design that was originally developed for military use. The SEP modular armoured vehicle was a hybrid diesel-electric-powered armoured ghting vehicle developed by BAE Systems for the Swedish Army. It was also intended for use with the UKs Future Rapid Effect System (FRES). When the UK MOD sidelined the project in 2007, the Swedish Defence Materiel Administration decided that it would be too costly to continue without a partner and also pulled out. BAE Systems continued to develop the system with its own resources, and when the contract for new armoured personnel carriers for the Swedish Army was put out to tender, the contract was eventually won by the Finnish company, Patria. Having been left with a highly sophisticated hybrid drive system but no buyer, BAE Systems then decided to develop a version for civilian use, which later became the TorqE front axle.
features a hybrid diesel-electric driveline, an electried hydraulic lifting system and supercapacitorbased energy storage all of which considerably improve energy use, resulting in better performance as well as reduced fuel consumption and emissions. Depending on driving style, it uses 20-30% less fuel than a conventional machine of this type. This is particularly benecial at sites with a demanding usage pattern, where many quick accelerations and rapid lifts are required. The improved energy efciency has been achieved by electrifying all ows of energy across the driveline, hydraulic lifting system and energy storage system. Propulsion and lifting are both powered by dedicated electric motors that can all operate in regenerative mode, says Anders Nilsson, technical director of Konecranes Lift Trucks. The energy generated from braking and load lowering is recovered so it can be stored for later use. This means reduced diesel consumption and less environmental impact. Meanwhile, productivity is increased in terms of
quicker response and higher acceleration.
Generating interest
The prime mover is usually a 12-litre Scania or Volvo diesel engine. Used in a conventional driveline, it would drive an automatic gearbox, but in this case it drives a permanent magnet generator supplied by BAE Systems, which is connected directly to the crankshaft. This means that any gearbox losses and maintenance requirements are eliminated. The vehicle is driven on the front wheels by an oil-cooled 250bkW asynchronous electric motor running on 800V DC; the motor is integrated into a TorqE axle assembly from BAE Systems (see Military hardware goes civilian box, above). The axle is tted with a differential, enabling output to be distributed between the two sides. The drive axle features Kessler planetary gears and wet disc brakes. The generator is also used to drive the electric motors for the Parker hydraulic pumps that power the lift.
Being reversible, these switch into generating mode when the load is lowered. All of the lift operations are managed by a Parker control system, while the driveline from BAE has its own control system. When the driver pushes on the accelerator, a request is sent to the control system for greater wheel torque, explains Nilsson. The operation of the lift system works in a similar manner the driver requests and the system delivers. Meanwhile, the diesel engine works at relatively constant revs, supplying power to
TOP: The electric motor is integrated into the front axle of the TorqE drive system delivered by BAE ABOVE: The reach stackers hybrid driveline is derived from the SEP armoured vehicle
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CASE STUDY
RIGHT: At Konecranes manufacturing facility in Markaryd, Sweden, each machine is built from beginning to end by the same team to ensure continuity in craftsmanship and quality BELOW RIGHT: The vehicle features Kessler hubs with wet disc brakes BELOW: The control systems response to the drivers requests for speed and torque is independent of the speed of the engine
the energy store via the generator, and has nothing to do with the speed of the vehicle.
Look no batteries
The difference between energy input and output is compensated for by the energy storage system. Somewhat unusually for a hybrid vehicle, this one has no batteries supercapacitors from Maxwell Technologies are used for energy storage instead. These offer a capacitance a million times greater than a conventional electrolytic device and can deliver very powerful bursts of energy, primarily due to a much higher surface area. Batteries are good for storing energy but less good at releasing it, says Nilsson, explaining the choice of storage medium. The capacitors can store 1kWh and are able to absorb and deliver 300kW in less than four seconds a rapid rate of discharge that would be problematic for a battery. To offer a service life of one million lifting cycles, which is desirable from a service life point of view, a battery would have to be discharged by no more than a few percent. Nilsson says: The energy storage system also ensures that power is available instantaneously there is no need to wait for the diesel engine to rev up. This enables operators to work the lift and the telescopic boom simultaneously, without reducing the speed of either. It also gives the
reach stacker far better acceleration than other vehicles of this type.
Separate and lift

BAE Systems in rnskldsvik, Sweden, delivered the driveline for the reach stacker. As well as improving energy performance and acceleration, the driveline also helps generate power for the hydraulic lift. The hybrid driveline is another factor behind the improved lifting response, adds Nilsson. The diesel can normally deliver 257bkW that has to be divided between the lift and the driving wheels; if the wheels are moving, lifting will be slower. Here, the energy storage system can deliver 300kW momentarily, while the wheels are still moving with the power from the engine through the generator, delivering the same lift performance as when the vehicle is stationary. Excess energy is recovered when the stacker reduces speed or the load is lowered. When the driver brakes, the motor in the front axle goes into generating mode and delivers power back to the energy storage system. The same goes for the hydraulics; when the load is lowered, the returning uid causes the hydraulic pumps to start spinning in reverse while the electric pump motors switch into generating mode, delivering energy back to the energy storage system. While this is a rst for a lift-truck application it is by no means unique
similar drivetrain designs are used in mining vehicles and modern city buses. Hydraulic systems with energy recovery are also used by some waste-collection vehicles. The alternating current generated on board is then converted into DC by a series of inverters. The onboard electrical system actually has more in common with cranes than with lift-trucks, being based on a standard industrial 800V DC system. However, in comparison with a crane, the reach stacker has considerably less space on board for the equipment, causing some challenges for the designers. Field tests of the new hybrid Konecranes reach stacker continue, with the rst deliveries expected during 2014. We will initially aim the new reach stacker at markets in Europe, Nilsson concludes. Many ports in this part of the world are in built-up areas with restrictions on emissions. With its low emissions, the hybrid reach stacker will have yet another advantage here. ALT
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It depends on the details especially, when the going gets tough.
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HAMON STEWART, IVT INTERNATIONAL
Electric blue
ON THE SURFACE, THEY MIGHT NOT LOOK ANY DIFFERENT FROM ANY OTHER MHL350 E ON THE MARKET BUT SOME OF THOSE BRIGHT BLUE EXTERIORS HIDE A HYBRID HEART. WHY IS TEREX FUCHS SO CONFIDENT THAT THIS IS THE NEXT EVOLUTION IN MATERIAL HANDLER DESIGN?
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CASE STUDY
The display of a hybrid version of the 33-tonne to 37.8-tonne Terex Fuchs MHL350 E material handler at Bauma in April heralded the OEMs BlueEvolution product range, with claims of up to 30% greater fuel efciency in comparison with the conventional version. Terex has established the name BlueEvolution to denote a range of measures that will further improve machines in the series, enhancing their environmentally friendly credentials with a range of energysaving measures that help preserve resources and keep operating costs to a minimum. Described by Terex as being stronger, quieter and cleaner than ever, the BlueEvolution machines combine higher overall output power with considerable reductions in fuel consumption and emissions, while also complying with the Tier 4i/IIIB standard. Christian Engelhardt, the head of engineering of Terex Fuchs material handlers, elaborates: The term BlueEvolution is a synonym for our efforts to make our loading machines increasingly sustainable
and green. This begins with the use of environmentally friendly materials [including raw, auxiliary and operational materials] and ends with our installed engines and motors that reduce emissions and fuel consumption to a minimum.
Value-added tack
The new design is based closely on that of the conventional machine, but includes some key developments. Although the hybrid version of the MHL350 E shares the same powerful engine as the conventional model, in the form of the in-line 160bkW Deutz TCD 6.1 L6 turbo-diesel, the plan is to eventually reduce the power of the hybrids engine, due to the availability of energy elsewhere in the hybrid system. However, its engine efciency has been further improved via a high-performance cooling unit to better regulate its temperature. The hybrids advanced technology and conguration result in a lower fuel consumption. However, both versions provide hydrostatic drive through an innitely variable axial piston motor and an oscillating rear
27
axle with selectable oscillation lock. They both also deliver four-wheel drive through a two-speed manual gearshift, and the same travel speeds of 5km/h (3.1mph) in rst gear and 20km/h (12.4mph) in second gear and a turning radius of 8.7m. However, the hybrid model has a lower gradeability (a maximum 39% in comparison with the conventional machines maximum 45%). It also incorporates exhaust gas recirculation and a diesel particulate lter.
Power station
The MHL350 E hybrid replaces the conventional ywheel with an integrated motor generator (IMG), as a means of generating electricity while the engine is running. Back in 2012, Terex and Deutz, with support from the German Federal Ministry of Economics and Technology, started work jointly on the Green Industrial Diesel (GRID) project to produce a highly effective hybrid drive for industrial machinery, combining a highly efcient diesel engine with an electric generator/ motor for a 20-30% reduction in fuel consumption and resulting CO2 emissions. The result can work as a series or parallel hybrid system. Electrical energy generated by the IMG is stored in a group of capacitors known as a SuperCap pack. Deutz explains that this is comparable in function to a rechargeable battery but is based on the principle of
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double-layer capacitors, which are in themselves a very powerful development and are claimed to generally withstand considerably more charging and discharging cycles than batteries. The electric slewing motor is powered by a group of capacitors but doubles as a generator when the operator slows the upper structures rotation, effectively acting just like a brake. This braking energy recharges the capacitors, which are also charged by the IMG. The OEM is reluctant to divulge specics of the capacitors, although they are clearly extremely effective in order to meet the machines requirements. Engelhardt conrms, Through the hybridisation of the slew drive, kinetic energy is fed back into the hybrid system. For material handling machines, particularly in applications such as the loading and unloading of ships, a large proportion of the
CASE STUDY
HYBRID VERSIONS WILL COST MORE, BUT WILL REPAY THAT PREMIUM MANY TIMES OVER DURING THEIR WORKING LIFE
Additional fuel economy can be achieved with the Auto Shutdown feature for when the engine is idling. The engine is then restarted instantly using the IMG. A simple start-stop button for the engine functional when the ignition is on provides wider control over the machines systems on start-up and shut-down, and is an advantage in situations such as when the machine is under full load. Terex Fuchs emphasises the machines load capacity and performance efciency, and describes the machines 380-litre fuel tank as being sufcient for at least two full working shifts. The MHL350 E hybrid also uses an electric drive to rotate its upper structure instead of the more conventional hydraulic slewing system, and therefore boasts an innitely variable slew speed from 0-7rpm with 80kNm swing torque. This is somewhat greater than the conventional models corresponding 0-6rpm range and 78kNm. One welcome side-effect is that, as the slewing system is non-hydraulic, the hybrid enjoys faster simultaneous boom/dipper and upper structure movements even with heavy loads, which will be welcomed by owners and operators alike. Both the conventional and hybrid MHL350 E machines feature a new, more powerful and separated cooling system, enabling operations in higher ambient temperatures, with a fan-speed control system for additional efciency. A more robust, resilient machine will inevitably perform for longer and provide greater reliability under tougher conditions, and with this in mind Engelhardt comments, The hybrid system requires additional cooling, which can be provided either by the existing cooling system or by an additional cooler. The MHL350 E uses an additional cooler for the hybrid system.
MAIN IMAGE: A fourpoint stabiliser system and selectable oscillation lock ensure the machine is well grounded ABOVE: By using an electric motor for slewing, hydraulic power can be concentrated on boom and dipper movements, making compound movements quicker BELOW LEFT: Doublelayer capacitors capture the energy from braking the slewing motion and quickly make it available for accelerating the upper structure
operation consists of slewing movements where very high levels of energy recuperation are possible. The machines output power can be extended to 190bkW for up to 30 seconds, because when it is working at full capacity, the IMG can function as a motor, delivering an additional 30kW and providing the system with a supplementary boost that is conveniently in the region of the maximum load. As Engelhardt points out, There are challenges with the adoption of integrated motor generators, because the extra components have to be incorporated into the machine, so additional space is required in the engine area for the SuperCap and other control items. However, there are also clear advantages with this kind of system, and as he also notes, Hybrid versions will cost more, but will repay that premium many times over during their working life.
Up for a scrap
Both machine variants weigh between 33 and 37.8 tonnes. Their reach of up to 16m makes them ideally suited to the handling of scrap materials and offers positive performance across the various operating conditions they are likely to encounter. The hybrid MHL350 E
Advanced Lift-truck Technology International 2013 29
CASE STUDY
machine has a dual-circuit hydraulic system with maximum pump ow rate of 2x330 l/min at 320/355 bar maximum operating pressure. Engelhardt explains, Twin pumps are allocated to the boom and dipper, thereby more quickly supplying the required quantities of oil for fast operational movements. The material handlers Linde mobile hydraulic system features load-limit control and fuel-saving power-demand control. Because a very common issue in conventional machines with a traditional hydraulic system is excess hydraulic ow being generated at potentially considerable expense, the load-sensing hydraulic
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MAIN IMAGE: Hydraulically raised cab provides high visibility levels TOP: A twin-pump, loadsensing hydraulic system provides the precise quantities of oil for fast operation of boom and dipper
system on the MHL350 E works with the engine to provide only the required hydraulic power, minimising fuel wastage. This further highlights the machines BlueEvolution credentials and also underlines the OEMs commitment to adding machine features that will benet the owner and the user on several levels. In compliance with EU standards for hydraulic excavators, an overload warning device is tted while the lift and stick cylinders feature hoserupture safety valves for safer loadhandling. Abnormal operating conditions will automatically be monitored and recorded. The Terex Fuchs Quick Connect System (FQC) enables a variety of attachments such as the expected cactus grab, clamshell grab, magnetic plate and scrap shears, to be changed by the operator directly from within the cabin, quickly and safely. The system consists of quick couplers, including the electrical connections for a magnetic plate, for a notably faster transition than the manual alternative. All connections on the quick couplings are shielded for protection against damage and dirt. The FQC system is available as an option and adds marginally to the vehicles operational weight.
Sound and vision

The cab of the MHL350 E can rise hydraulically to a maximum 5.6m sightline height above ground level. It also benets from a reduction in noise levels in the cab, which will be a welcome feature for operators working in particularly noisy areas. The operator is provided with intuitive machine controls such as the joystick, and a high-resolution, high-contrast, multifunctional colour display screen for all relevant data. The screen is positioned centrally and also gives diagnosis of individual sensors, and is tted with an antiglare shield as standard. Careful attention has been paid to supporting optimum operator performance through measures such as the seat design being based on the latest ergonomic research. Overall safety has been further improved through the strengthening of the protective steel structure through close co-operation with the Cab Alliance, while all-round visibility has also been improved. In addition, the structure has been rened to give greater load-carrying capacity, while increasing stability.
CASE STUDY
Not so secret service

The company is keen to point out that every Terex Fuchs component is engineered for a long service life and for long service intervals. To that end, various adjustments have been made for easier maintenance and access. All steps and service platforms have been positioned with careful attention to functionality and performance of maintenance tasks. Other helpful user-friendly developments include the fuel prelter now being on top of the fuel tank and the repositioning of the windscreen washer ller neck. A fuse tester is included for the operator to quickly determine faulty contacts. The vehicles 24V electrical system can be complemented with an optional 13kW or 20kW DC generator featuring controls and insulation monitoring, driven directly from the engine.
Together with the optional armoured front windshield, the operator is given a considerably safer working environment with improved allround visibility. A wide-angle rearview camera enables the operator to see behind the machine with an improved view, and is tted as standard to further enhance the safety character of the machines layout. This improved view will undoubtedly prove the cameras worth during reversing or carrying out advanced manoeuvres.
MAIN IMAGE: The Quick Connect System enables a range of attachments to be changed from inside the cabin ABOVE: With a more powerful engine than its conventional counterpart, and an integrated motor generator replacing the flywheel, up to 190bkW can be provided for short periods
The launch of a hybrid version of the MHL350 E emphasises the adoption of hybrid technology as an increasingly important factor in industrial vehicle design, particularly in demanding, uncompromising applications where new technologies usually need to be at least as good as, if not better than, existing systems and congurations. Progressive attitudes to innovative and advanced technologies that continue to evolve are taking an increasing hold in series-production machinery, and hybrid drives offer very positive reductions in energy consumption and emissions. Future developments in drivetrains and their components will be closely watched by OEMs keen to maintain their customer base, while having to work towards increasingly stringent emissions regulations at the same time as performance requirements. ALT
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RICHARD CARR, IVT INTERNATIONAL
EA E UNDERGON NT V A H E G N A R FICIE TILLS E, CLEAN, EF DO IT? TRUCKS IN S F T A S S E E G R IG O B M E M TH THE THEY MP, MAKING SO, HOW DID . E R O F E B R MAJOR REVA VE TIVE THAN E AND PRODUC
k s a g i b A
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CASE STUDY
Is it easier to design a big truck than a little truck? laughs Harald Gelsen in mock astonishment, as he repeats my innocent question asked shortly after the launch of the RX 70-40/50 and RX 70-60/80, Stills long-awaited successors to the R70. Gelsen, as product manager for IC trucks at the Hamburg-based OEM, is keenly aware of the huge efforts that were involved in producing these 4- to 8-tonne capacity IC models and promptly regales me with several reasons why this is not the case. Far from beneting from a greater amount of space in which to lay out components, it seems that designers of bigger-chassis models face challenges their 1- or 2-tonne producing counterparts do not have to worry about. When you see such a huge truck, you can get the feeling that it is indeed easier, admits Gelsen, but they have to be made as compact as possible, so the customer can save money by placing racks a little bit closer together. [The RX 70-60 is just 1.6m wide, enabling efcient use in sub-5m aisle widths.] But all the components increase with the size of the truck too for example, an electric motor on an 8-tonne truck is a much bigger diameter than one from even a 5-tonne truck. And sometimes you have to double the components so if you have two drive motors you need two inverters and so on, which makes it much more difcult. Then theres the engine the 4-litre unit in the 6- and 8-tonne trucks is much taller than the 2.9-litre one in our 4- and 5-tonne models.
If the cab fits

Gelsen may have said that all the components have to be increased in size to handle the demands of the 6- to 8-tonne trucks (the models on which well focus here) but there is at least one notable exception one that in my own nave way, I wouldve expected to follow suit. Yet the cab used on these trucks is exactly the same as that used on the narrower 4- to 5-tonne models, and is offset to the left, leaving a
good few inches of free space to the right-hand side so is there not an argument for making full use of that envelope to provide the operator with a greater sense of spaciousness, I speculate? Well, it might look a little bit better perhaps, because people can sometimes be a little bit confused when they see this small cab on a wide truck, especially when its placed asymmetrically, he admits. But on the other hand, what is the cab actually used for? Its really just for protecting the operator, so theres really no need to have huge cabs on these trucks. The drivers are the same size, whether they drive a 4-tonne truck or an 8-tonne truck. Apart from the obvious benets in volume production and reducing tooling costs and spare-part stores, the use of this cab on the bigger size class offers some ergonomic benets too. Although no ofcial gures have yet been measured for visibility, Gelsen explains that by placing the driver off-centre, the view through a triplex mast in particular can be greatly improved: When we placed the cab centrally on a prototype, the rst thing that we noticed is that we could not look through the mast and see everything. Thats where the idea for the eccentric cab arose. He mentions that this concept has additional benets, enabling a better view past the left side of the mast and pallet to the edge of the ramp when loading lorries. Its certainly a less complicated method of achieving that than my helpful suggestion of the sliding seat used in many road construction machines, anyway
Seeing is believing
Previous visibility tests have shown outstanding results from Stills sub4-tonne trucks even beating some cars and Gelsen says that similar levels are to be expected from the new heavy trucks. One innovative yet relatively straightforward development is the location of the exhaust pipe behind the left rear pillar, in contrast to the majority of similar-sized trucks which place
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CASE STUDY
Maintaining the family feeling
With the introduction of Stills biggest forklifts, Teams Design reached a milestone in its design partnership with the OEM, as the distinctive visual brand language of its products has now been implemented on every family member of the forklift division. Starting with the famous bionics-inspired style of the RXX in 1998, the design house drew the outlines for Stills next generation of ergonomically optimised, technically advanced and top-performing future forklift trucks. The RX 70 design communicates all these attributes through well-balanced proportions between cabin, chassis and counterweight, as well as the dynamic line-ows that emphasise and focus on the powertrain in the front hubs and envelope of the cabin itself.
To nd the right proportions was actually one of the biggest tasks during the design development, as the RX 70-60/80 was huge in comparison with the other models we previously worked on, says Ulrich Schweig, director of Teams Design in Hamburg and design director for Still. But we knew that the time would come and we had already envisioned these high tonnages in the early design stages. Nevertheless, we still had to tweak the design several times to nd the right balance between the known Still-typical face and the new requirements in relation to the forklifts massive dimensions and power. For example, the general design of the counterweight was treated with more angular design elements to emphasise power and robustness. Another focal point for Teams Design was the integration of the cabin. Because it is essentially the same cabin used across the entire forklift range, it is narrower than the chassis and is asymmetrically positioned. The design house had the chance, and challenge, to come up with a design solution that nicely integrated the chassis panels surrounding it. We wanted the system to have an integral look, rather than a cabin just plonked on top, says Schweig. The slim cabin also makes the chassis itself look very solid and sturdy, although in terms of overall dimensions, the whole forklift is actually very compact. The engine compartment access door and the body panels on the right were another area to which Teams Design paid quite a lot of attention in order to achieve a really nice-looking side view an area that could otherwise resemble a 2-metre high vertical wall. I would have loved to also get into the engine compartment and tidy up a little there to give the trucks the nal ourish, but hey, who knows what the future will bring? Schweig says wistfully.
it at the right, where it can cause blind spots during reversing. So, speaking of the mast, I ask if that has seen any improvements in terms of lift and lower speeds, over the R70. Gelsen says not and offers an interesting explanation why: I remember once, we had a 6m mast with 8 tonnes on the forks. Even though 0.6m/sec is a perfectly legal lowering speed, the load just crashes down and you can be really afraid of what might happen. So we decided to reduce the lowering speed to 0.42m/ sec or so we realise that all forms part of productivity and performance levels, but so does good safety! The new range also draws on the same wide screens and small buttery proles in the bars of the overhead guard that were a feature of Stills groundbreaking RXX concept from 1998. We carried over certain
aspects of the RXX in terms of look and feel, and other things like the rounded counterweight and the Xform overhead guard, which give the driver a greater feeling of protection. You have to follow trends as well as your own corporate identity, he adds, when I ask why there was such a major change in emphasis on styling during the replacement of the R70. But how important, really, is styling for a forklift a vehicle that is rarely an owner-operated product like backhoe loaders or agricultural tractors? Speaking as a product manager, Im torn! We obviously want the best possible technology as well as appearance, but when you ask someone that question directly, they will never answer, Oh, styling is a big part of my decision. Its more like an iceberg 90% of it is under the surface. If you do not make some
facelifts, then you will lose some orders just because someone thinks, This one looks better than that one I cannot argue for it or prove why it is necessary, but I will go for the betterlooking truck. So from time to time you have to do something major.
Buzz killing
Styling aside, something major has certainly happened in terms of ergonomics, with the incorporation of a cab that Gelsen says has reduced vibration by over half that of previous levels; such a massive improvement obviously being partly due to there being no obligation to meet WBV regulations during the development of the R70. Regulations aside, he adds that many companies are requesting solutions that will enable reductions in occupational illnesses, which has left Stills trucks boasting the lowest
CASE STUDY
acceleration values on the market, at 0.31m/sec2 and 0.47m/sec2 for the larger and smaller models respectively. This is one area where designing a big truck is indeed easier with more rubber in the tyres, the rst source of vibrations can be reduced relatively simply. A new vibration bearing for the cabin was the next step, with several seat options, a damped armrest and a soft rubber cover on the foot plate helping too. As an option we are offering a horizontal damping plate that can be mounted between the seat and the engine hood, Gelsen adds. So there is an overlapping of vertical and horizontal damping directions, which enables us to reduce the acceleration values by 20-30%. In-cab noise levels have also been reduced to 74dB(A) or so via several techniques. Hydraulic pumps may
not cause quite the same irritations as they do on quieter electric trucks, but component choice still plays a small yet important part on models driven by a diesel engine. However, Gelsen says the latest emissions regulations do complicate things slightly: In the past, we could select a specic mufer, or design the exhaust pipe with the best resonance frequencies etc, but now you have no chance to do any of that! You can choose a few connecting tubes and hoses but the mufer is replaced by a DOC or DPF etc, so realistically, about the only thing you can do is to reduce the noise by insulation, by covering all the metal sheets inside the engine compartment, the cabin and the counterweight. Although you could reduce it through good design, too. Take the connection between the overhead
guard and the cabin frame you could make them at and place them one over the other. Or you can view the gap in between them like a lamella, so the noise that wants to get off has to pass that prole and is reduced that way.
Although perfectly legal, a lowering speed of 0.6m/sec can be quite hair-raising with heavy loads, so Still took the unusual step of reducing it a little
Treating yourself?
On the subject of the aftertreatment, nding the room for the DPF and DOC may not have been too tricky due to them replacing the traditional mufer, but achieving certication for the entire system was. In the past, you could buy an engine from a supplier, place it in your truck, then make an exhaust and add your own air intake, cooling system, etc. However, now the engine supplier is responsible for what is coming out of the end of the exhaust pipe, meaning they are responsible
Advanced Lift-truck Technology International 2013 35
I PREFER TO KEEP MY FEET ON THE GROUND
I PR
I sit in the truck from 7.30 in the morning until 5.00 in the afternoon. My job involves precision-control over objects that are often 15 metres above the ground. You need a strong neck and a machine that matches every movement you make like an extension of your body. Thats why Caldaro is in my hand all day. You could call it insurance. Caldaro is a leading developer of joysticks, handles, pedals and sensors that help world-leading manufacturers meet stringent performance and reliability demands. Contact us to learn more about our customized HMI solutions. www.caldaro.com | +46-8-736 12 70
Dont compromise.
Adder is a new game-changing multifunctional joystick handle with great ergonomics. It has three proportional rollers that can be used simultaneously as well as 5 digital switches. As an option the handle can be equipped with a sixth digital switch or an F-N-R function
CASE STUDY
One over the eight?

Given the problems of upsizing mentioned at the beginning of this article, does Harald Gelsen believe there is an opportunity for Still to produce a 10-tonne model, perhaps along similar lines to what Konecranes achieved on a standard 8-tonne chassis (see p10)? No! he declares emphatically. Its much more than just a case of increasing your trucks counterweight you have maximum axle loads to consider, not to mention braking the total mass of the truck. If you increase the load by 2 tonnes and the weight of the truck by 1.5 tonnes, then thats another 3.5 tonnes that you have to brake down from full speed. So you have to take an in-depth look into virtually every component when altering capacity.
for all the packaging and positioning of the associated components too. The engine maker in question is, of course, Deutz, which supplies a TCD 4.1 four-cylinder diesel to deliver 80bkW to the larger trucks. The company seems to be the supplier of choice to new hybrids (see the Terex Fuchs MHL350 E on page 26, and the Atlas Weyhausen start/stop wheeled loaders in iVT June, p21) but that had little bearing on its adoption into Stills customary diesel-electric hybrid driveline. We just compare all the engines on the market, try to nd out which engine provides the optimum cost, performance and availability, how it complies with the exhaust emissions, how reliable the supplier is, and so on. So there is a lot of criteria to compare, Gelsen says. Combined with DOC and DPF, the 4-litre engine effortlessly meets Stage IIIB requirements, producing half the NOx levels of the previous truck generation, and PM reductions of up to 97%. And while some OEMs incorporate a switch-off function to postpone regeneration in the DPF, Gelsen does not see that process creating a risk in potentially explosive environments.
Nevertheless, this function is still included, nding favour for a more unusual reason: In the paper and beverage industries, they dont want to have any dirty soot particulates land on their products, so you can delay the regeneration until you drive outside. Looking ahead to Stage IV, the trucks will need to integrate Deutzs SCR aftertreatment solution not an easy task in what is still a small footprint, but one that has already been overcome at the design stage, with the identication of suitable locations for the DEF tank and its heating/cooling systems etc. Needless to say, these areas remain bare at the moment, waiting for that fateful day.
Driving cool
The trend for increasingly powerful, yet smaller, engines combined with those emissions reduction strategies called for improved heat rejection strategies. The trucks therefore now feature a radiator with ve separate zones for cooling water, as well as hydraulic oil and other liquids, and the inverter. Incidentally, deciding that the latter was a core component, Still now makes that key part of the
FROM TOP: The smart arrangement of controls and the excellent vibration damping adds up to a comfortable and ergonomic cabin; ease of access via the sturdy steps; the offset cab produces better visibility through the mast; and a big friendly giant at the truck launch
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CASE STUDY
The potential is certainly there the principle is clear, and most of the components are developed by ourselves, so its not a big challenge to put this on an 8-tonne truck. But we would need to look at a smaller IC engine, qualify the hybrid system in a few tests, produce new covers and components, spend lots of money on tooling, etc. And due to the smaller volumes of this size class, with maybe just 20% of sales being the full hybrid option, breakeven calculations would be vital. But for the 3- and 3.5-tonne models, there is no alternative if the customer wants that size, he has to buy the hybrid. So Im convinced that is the right approach but if we extended it to every new truck, the R&D costs would just be too high. Incidentally, by enabling current to ow in both directions, the new inverter plays an important role in supporting the hydraulic functions in full hybrid trucks too, due to the pump being placed in line with the generator. As a result, when providing it with energy from the ultracaps, the current has to ow via the inverter to the generator, which then works like an electric motor to push the pump. Economies of scale also mean that the LPG option for many smaller RX trucks is off the cards for the large models. Given the OEMs 10% or so share in this low-volume class, Gelsen estimates that a gas option would sell only in the low double gures. Hes far more receptive to the idea of a move towards electric in general, and reveals that Still is working on extending its electric truck range, currently topping out at 5 tonnes, with 6- to 8-tonne models launch date TBA. I now know better than to ask if thats an easy task ALT
ABOVE: The asymmetrically positioned cab is especially useful when loading lorries BELOW: The RX family, as envisioned in 2009 and including the old hybrid backpack on the 3-tonne model
driveline in-house. As well as the enhanced efciency it now offers, its improved heat stability provides more reserve in warm ambient conditions. As is widely known, Still has used a diesel-electric drive system since the 1950s, with an engine feeding a generator that powers the AC motor or two, in the case of the RX 7060/80s drive axle. This has enabled the creation of ve adjustable drive programs, to use the power in the most efcient way, with top speeds and acceleration and deceleration ramps that can be individually set in each mode, and offering electronic cornering assistance similar in principle to that of a diff. The ne control this setup offers means that the service brake is rarely needed, with the truck braking electrically as soon as the operators foot lifts off the accelerator. One other benet of the system is that, despite being without the traditional gearbox and torque converter of a typical IC truck, the Still models are able to electronically shift up a gear following a burst of
acceleration, to ultimately provide fuel savings of around 8-10%. Gelsen explains, Its just like in your car, accelerating from the onramp onto a motorway and then changing into cruise mode with fth or sixth gear thats when you dont need so much power from the engine. So we electronically reduce its speed from, lets say 2,400rpm to 1,700 or 1,800rpm we say its like driving with six gears.
Looking forward
It certainly sounds like an efcient system, but I cant help wrapping up by asking how these models could develop, at least over the short-term. Still already produces two popular full-hybrid machines the RX 70-30 and RX 70-35 which use ultracaps to recapture braking energy and provide 15-20% fuel savings, so a throwaway comment at the launch that there was potential for the big trucks to go down a similar route was not a major surprise. Gelsen, however, doesnt expect this to be an option any time soon:
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ABOVE AND BEYOND

Engineering strength together
At Tata Steel, we work hard to understand your business and the market in which you operate. Our long relationship with leading equipment manufacturers in this sector has given us a keen insight into the world of material handling. Were committed to learning more. We understand that machine users want hardworking, nimble and e cient machines with a reliably low cost of ownership. We exploit our knowledge of steel and its application to help manufacturers achieve these aims whilst maintaining manufacturing e ciency. For more information contact: T: +44 (0) 845 600 7673 F: +44 (0) 870 049 1672 E: liftingandexcavating@tatasteel.com www.tatasteelliftingandexcavating.com
RICHARD CARR, IVT INTERNATIONAL
Fu
for thought
40
uel
Fuel cells are one of those technologies that seem to have always been just around the corner. Each year for the past decade, for example, the ITAs annual Business Trends Survey of its members has seemed to imply that market domination would most likely be two to ve years away. Now, however, this potentially promising technology could well be facing a fresh challenge, as new battery technologies, some of them beneting from the increased R&D into electric cars and trucks, look set to close the performance gap between electric and IC trucks. So the time seems right to gather together a small, select group of forward-thinking OEMs and seek their perspective on whether leadacid batteries are indeed under real threat and if so, from which new technology in particular? Our panel consists of four manufacturers spanning the globe, but each with their own regional outlook on these technologies: Europe, and Linde Material Handling, are represented by Dr Ralf Dingeldein, VP business line new trucks; Arlan Purdy, product manager for energy storage systems at The Raymond Corporation and Lew Manci, Crown Equipments director of product development provide a North American perspective; while David Beatenbough, VP responsible for research and development at Guangxi LiuGong Machinery takes an Asian or at least, Chinese view. Do you expect lead-acid to be a major part of the electric market in 20 years time? David Beatenbough: Yes, at least in part of the world. A signicant part of materials handling needs are in the developing parts of the world, and this will continue over the next 20 years. Although those regions will certainly become more advanced in the next 20 years, there will still be a requirement for a technology that is well understood, easy to maintain with simple tools, and safe. Arlan Purdy: Lead-acid batteries are uniquely suited to many lift-
BATTERIES & FUEL CELLS FOR THE LAST DECADE OR SO, WEVE BEEN UNDER THE IMPRESSION LEADACID BATTERIES COULD BE UNDER IMMINENT THREAT FROM FUEL CELLS. BUT COULD THE REAL CHALLENGE ACTUALLY COME FROM ADVANCED BATTERIES AND IF SO, WHEN?
truck applications and will be a major part of the market well into the future. Lew Manci: We believe the leadacid batterys demise is exaggerated. The technology possesses certain advantages, including its robustness and cost-effectiveness, compared with emerging options. And their weight is also an essential part of the counterbalance. We also see a complement of technologies that provide improvements in the energy storage of lead-acid batteries. Ralf Dingeldein: In the long run, lead-acid will play a major role but there is a continuously growing market for new battery technologies. In Europe, legislation might play an important role in this development, with restrictions on the use of leadacid batteries to be expected as soon as alternative technologies are market-ready. So is there room for greater efciency from lead-acid? DB: Probably, but it is likely we wont see much in the deep-cycle
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BATTERIES & FUEL CELLS

RIGHT: Lew Manci, Crown Equipment: We foresee the efficiency gains likely coming from the hybridisation of lead-acid with other technologies
part of the battery market. Most of the technology research in lead acid seems to be directed towards the starting type of battery, and there does not seem to be much incentive to direct research towards deep-cycle applications. RD: The lead-acid battery has existed for a long time so the technological maturity is quite high. Nonetheless there are certain but limited possibilities for optimisation. LM: We foresee the efciency gains likely coming from the hybridisation of lead-acid with other technologies. For example, supercapacitors can be used to complement them to deliver momentarily highly efcient power. AP: We think that most applications could see substantial increases in battery life simply by following recommended battery care practices! What trends do you foresee in new battery technologies in lift-trucks, in both developed and developing markets? LM: One thing we are watching closely is the continued maturation
is more likely in developed countries. With falling prices, new technologies will be used in emerging markets, too. AP: We expect opportunity charging in various forms to become more prevalent. Because there are unique considerations in materials handling that could affect the adoption of new battery technology, we cant just assume that new battery technologies will be suited to these applications. DB: The things customers want to see are shorter recharge times, longer usage between recharging, better durability, better acceleration to top speed, exibility for indoor/outdoor use, and lower replacement cost. of lithium-ion technology. We also see growing focus and interest in the hybridisation of lead-acid with other technologies to realise gains in battery efciency and performance. Battery management is another area ripe for innovation that promises to optimise battery life. RD: Currently, prices for new battery technologies are very high. In view of this fact, the application of technologies such as lithium-ion What are the main obstacles to widespread adoption of Li-ion (or other promising alternative), and how will they be overcome? DB: Cost, and reliability in adverse operating conditions are big issues. LM: We believe cost and complexity are two of the main obstacles to widespread adoption of lithium-ion price differentials may be in the range of four-to-ve times of the
A new broom sweeps clean

One non-lift-truck materials handling application well demonstrates the nancial and environmental benets lithium-ion can bring. In 2010, Tennant UK launched the 500ze, the worlds rst Li-ion battery-powered, fully electric street sweeper under its Green Machines brand, using a dual battery pack with integrated battery management from Lithium Balance. Tennants NPI manager at the time of the launch was Vipin Pillai, who said: Back in 2005, we were being approached by customers to provide a fully electric sweeper because of emissions, both noise and tailpipe. A street sweeper needs to be a real workhorse running eight hours a day, and there simply wasnt a battery solution with sufcient energy density for the job at that time. In 2008, we decided that suitable Liion batteries were nally available and mature enough. The large battery pack capacity, achieved at a safe 72V, meant using high-capacity large-format Li-ion batteries. The nal product was tted with a 60kWh battery, developed as twin powerpacks capable of being run together or independently with integral battery management, and enabling them to be charged on or off the vehicle, individually. Key to this feature was the innovative balancing switch developed by Lithium Balance, which intelligently balances power usage between the two packs. The BMS is charged with managing these batteries and providing real-time state-of-charge information, ensuring that the batteries are neither over-charged nor over-discharged and are operated within their thermal boundaries. Recharge times are four hours using a three-phase outlet. Keeping cells of this type all at the same state-of-charge is an important challenge, which Lithium Balances system masters, maximising pack capacity. A 15kW peak traction motor provides a transit speed of 25km/h. With the switch to a battery-driven system came the opportunity to look for further efciency gains. The drivetrain and the vacuum suction system were both switched to electric and the brushes and other functions were equipped with an electrohydraulic
drive. Lighting was switched to LEDs to improve efciency further. As a result, a full eight-hour non-stop shift can be achieved, though the innovative design allows battery packs to be quickly exchanged if required. Virtually silent, the 500ze is ideal for work in enclosed spaces or during unsocial hours in residential areas. It is estimated to save up to 78 tonnes of CO2 over ve years, providing nancial savings of around 2,500 (E2,900) per year.
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Turning a negative into a positive

First featured in last years edition of ALT, Cargotecs Moffett E2 makes the most of the light weight and declining costs of lithiumion batteries to enable a switch from an IC engine and deliver a brand-new solution for truck-mounted applications. Needing no ballast weight and with a virtually 1:1 vehicle-weightto-payload ratio, the 1,200kg capacity E2 benets greatly from the reduced package size offered by lithium-ion. The outgoing engine and new lithium pack weigh approximately the same, meaning the 200kg saving that Li-ion provides over lead-acid equates to an extra 25% run time. Working an average of 300 hours per year, or less than one hour a day, the typically low duty cycle of a truck-mounted forklift means that the E-Series was developed to offer just three hours run time on standard batteries, or ve hours using heavy-duty batteries, said Kevin Turnbull, engineering manager. The E2 currently relies on a standard onboard charger that plugs into a standard household electrical socket. Because the machine is truck-mounted for most of the day, we are working on various systems that will allow opportunity charging while in transit, Turnbull added, such as truck alternator charging, battery-to-battery charging and an option to recover the braking energy of the carrier truck. Once those systems are developed, it will allow us to dramatically reduce battery size as well as the cost of the machine, so this will be the focus for the next stage of development. The cold is another challenge, as Li-ion batteries do not like to be charged or discharged below zero, so we had to put a control system in place to warm the batteries prior to full charge and discharge.
cost of lead-acid when comparing on a watt-per-hour basis. The complexity is primarily because of management of the cell power pack, i.e. thermal management. A slightly less substantial obstacle is the negative perception many may now have of the technology given recent events surrounding the Boeing Dreamliner, which have highlighted the potential difculties with the technology and played out on the world stage. That said, we still see opportunities in certain applications, and we see forklift OEMs using lithium-ion as the technology matures. RD: The main obstacles are high prices and the legislation for handling lithium-ion technology. We expect prices to decrease signicantly due to technical enhancements and the rising production numbers. However, legislation on technical standards for lithium-ion applications has to be established at the same time. AP: For all energy storage alternatives, the primary obstacles are marketacceptable pricing and providing
DB: 10-15 years in developed markets; 20-25 years in developing areas. RD: This depends mainly on the price trend for alternative battery technologies, but we dont expect to see this within the next 10 years. AP: Current battery technologies can fully meet the needs of a substantial portion of the market. Some specic applications where new technologies may provide an advantage might adopt those alternatives over a 10or 20-year timeframe, depending on how much advantage there is for those specic applications. LM: We expect that each will have their own niche applications based on each customers unique needs. sufcient counterweight. Pricing for alternative technologies will depend on manufacturing efciencies. The counterweight concerns potentially could be addressed by changing truck designs. Lets have an estimate of when new battery technologies could achieve a majority share in the electric market? What are you doing in terms of new battery technologies? And when might we see your rst purpose-built ride-on truck of this type in production? RD: LMH constantly works on developing applications featuring new technologies at CeMat 2011 we presented a pallet truck and a
LEFT: Arlan Purdy, The Raymond Corporation: Counterweight concerns could be addressed by changing truck designs
43
Whatever happened to...?

Some potentially interesting new developments that once seemed set to take advanced battery technologies for forklifts beyond the predictable lithium-ion option appear to have stalled of late. One of these was Kawasaki Heavy Industries plans to develop its Gigacell bipolar nickel-metal-hydride batteries, which were originally aimed at electricity grid applications, for mobile markets. The batteries were tested in forklifts from 2009, but a spokesman recently told iVT that it was concluded they were more appropriate for stationary applications after all, due to the mobile markets demands for lighter weight with higher energy density. No details of the tests have been revealed due to condentiality agreements with the forklift manufacturer. And although GEs Durathon sodium-nickel battery featured in iVT November 2012, p58 also seems that it could offer benets over lead-acid, it seems that as though it could offer a good combination of attributes for these purposes. Although it has the disadvantage of being 25% lighter than lead-acid with 170Wh/l energy density, it offers a capacity rating similar to batteries almost twice the size its tolerance of, and quick adaptation to, severe environmental conditions, with high performance between -40 and 65C, eliminates the operating costs of external heating or cooling systems. The batteries are claimed to provide double the life of current battery technology, cycling 3,500+ times in an approximately 10-year life, versus four to ve years for lead-acid. Because no cool-down period is necessary, only one additional battery pack is required. It also seems likely that the reduced explosion risk in comparison with Liion could make it a more suitable technology for hazardous applications.
the telecommunications sector in addition to a forthcoming mining vehicle launch are likely to be the full extent of its application for now. A spokesman for GE told iVT that answering specic questions regarding Durathons suitability for lift-truck applications would be speculative and declined to comment further. Nevertheless, the battery does seem
RIGHT: David Beatenbough, LiuGong: Fuel cells will be developed for a wide range of forklift types, not just the typical electric applications BELOW: A Raymond Class II lift-truck with a General Hydrogen-designed fuel cell
LM: We continue to investigate and research emerging technologies to determine their applicability to our products and the customers we serve. What trends do you foresee in fuel cells for lift-trucks, in both the developed and developing markets? RD: In recent years, weve seen a fast-developing market in North America. This is due to the special conditions in the US logistics industry and the strong government support for fuel cell applications which have made operating larger eets more cost-effective than in Europe. Customers learning about the advantages of fuel cell technology and decreasing prices have stirred the market in Europe, so we expect increasing activities here eventually. In developing markets theres almost no demand as costs are too high. In China, some customers have shown interest but the market for fuel cells there is still in its early stages. AP: Fuel cells have a demonstrable benet in certain applications today. The key for fuel cells probably is the hydrogen infrastructure, which could be affected by government programs and trends in road transportation. If there is a signicant conversion from diesel to natural gas for trucking, that might benet the infrastructure. LM: The primary trend we see is a continued focus on making this
technology more of a viable option for materials handling applications. While many companies are still interested in the technology, we see a need for more effort in putting an infrastructure in place to help the technology mature. DB: There is good potential for fuel cells large customers will migrate to this technology. Fuel cells can become self-contained engines that are hot-swappable for very efcient service and repair. They will also be developed for a wide variety of forklift types, not just the typical electric applications. What are the two main obstacles to widespread fuel cell adoption, and how could they be overcome? RD: The main obstacle is the high initial investment for fuel cells and the hydrogen infrastructure. Because there is almost no experience with fuel cell eet applications, there are no ROI calculations and it is therefore difcult to fund fuel cell projects. But fuel cell costs will decrease as more fuel cell-powered trucks are put into service. On the other hand, hydrogen infrastructure suppliers have started offering new nancing models to reduce the up-front costs for interested companies. In addition, technical safety regulations for hydrogen applications are not yet uniformly dened across
forklift truck powered by lithiumion batteries. We continue to pursue these activities and we will include serial model trucks with lithium-ion technology into our portfolio. AP: Raymond lift-trucks already have advanced energy utilisation built in a design philosophy we call EcoPerformance, that delivers maximum economic and ecological benets. You can expect Eco-Performance to incorporate market-leading energy utilisation in all of our new releases as part of our philosophy of continuous improvement. DB: We are doing limited prototype work, and production is at least a few years out, so we cant be specic on dates as there are still too many variables in our distribution model.

the EU. With every new fuel cell project, OEMs such as Linde, project customers and the authorities will gain experience that should help in optimising certication processes. LM: There are a number of ROI considerations that have yet to be fully resolved with the technology. These include the complexity of the technology, total cost of ownership, reliability issues, and absence of a refuelling infrastructure to support widespread adoption. DB: There are several factors the cost and availability of hydrogen, cost of the generating station, a lack of awareness about fuel cells, public perception of hydrogen, and the wide range of ammability of hydrogen (~4%-75% concentrations). AP: Fuel cell technology would probably benet most from maturing production technology and shared hydrogen infrastructure. When do you estimate fuel cells could achieve a majority share in the electric market? DB: In 15-20 years. RD: Depending on the kind of application, there will be different technologies in materials handling and fuel cells will certainly be one of them. With continuously decreasing prices, we expect a two-digit market share could be realistic within the next 15 years. LM: The technology is still maturing. Some signicant technological and regulatory developments must address the obstacles I previously mentioned. Without a foreseeable technology breakthrough, and/or favourable changes regarding regulations and government subsidies, we believe cost and reliability issues will continue to prohibit widespread adoption and market acceptance for some time. AP: Again, we think fuel cell adoption depends more on factors outside of the lift-truck market. The pace of adoption is probably more dependent on the overall hydrogen infrastructure. What is your company doing in terms of fuel cell technologies? When might we see your rst purpose-built ride-on truck of this type in production?
General knowledge
Craig Walby, director of product planning and support at Toyota Material Handling Europe (TMHE), didnt wish to be drawn into specics regarding implementation timelines of new battery technologies, instead preferring to talk in more general terms about their potential. Although adamant that the ordinary lead-acid battery continues to provide a very effective and reliable energy storage device for the majority of electric forklift users, he concedes that customers are continually asking for increased energy efciency with a longer run time, reduced energy costs and reduced CO2 emissions, while multishift or heavy-duty users who require two or three batteries per truck would like to reduce their reliance on battery exchange and move to single-battery operation. Recent improvements in charging technologies have enabled TMHE to provide more efcient lead-acid chargers as a means of closing in on this goal. As far as new battery technologies are concerned, however, the future isnt just lithium. We are working with our battery and charger partners to bring our customers some of the benets of new technology, such as
LEFT: Ralf Dingeldein, Linde Material Handling: With continuously decreasing [fuel cell] prices, we expect a twodigit market share could be realistic within the next 15 years
RD: Linde delivered its rst two fuel cell forklift trucks in 2010 and since then, this drive system can now be ordered as a customer request feature. In 2011, we launched the E-LOGBioeet project together with Fronius International, DB Schenker and OMV to establish data on productivity gains with a fuel cell eet application. The eld trial of 10 ride-on pallet trucks with fuel cell hybrid drive has just started at a DB Schenker location in Austria. For that purpose, Europes rst indoor hydrogen fuelling station has been put into service there. We are also currently discussing further project opportunities with several partners. AP: Raymond was one of the rst to partner with fuel cell manufacturers, and we now have over 1,000 trucks operating with fuel cells installed. We will continue to use fuel cell technology in the way that makes the most sense for our customers. LM: Crown continues to support customers who want to explore fuel cell technology. Our forklifts can be modied to work with all fuel cell battery emulators that are available for sale. We work closely with interested customers to help them understand the trade-offs between fuel cell-powered and lead-acid battery-powered forklifts. DB: We are still researching the technology, and are not ready to announce specic plans.
Fuelling the debate

The results of last years Industrial Truck Association Business Trends Survey suggest that there is indeed a market for fuel cells in materials handling, as demonstrated by the response to the question: In 2017, of the total fuel cell-powered forklift shipments, what will the percentage be for each of the following truck classes? Although 100% of respondents saw Class 1 trucks as having a 33% or lower share, and 82% and 76% shared that expectation for Class II and III respectively, 18% expected Class II trucks to achieve a share between 34% and 66%, with 24% forecasting a similar share for Class III.
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Terminal velocity
Balqon Corporations Nautilus XE-20 all-electric terminal tractor is powered by a 215kWh lithium-iron phosphate battery pack from Winston Battery Company that enables it to carry loads up to 60,000 lb and easily accommodate an eight-hour shift. Designed to transport containers at shipping ports and large warehouses, the XE20 is built on Autocars Xspotter chassis and uses a high-performance AC induction motor providing 200hp at 1,800-2,400rpm and torque of 600 lb-ft up to 1,800rpm to enable the climbing (unloaded) of 10% grades with ease, and a top speed of 40km/h. Regenerative braking provides automatic speed control on descents while capturing energy back into the batteries, leading to a claimed 76% greater energy efciency than comparable diesel trucks in Class 7 and Class 8 applications. With an energy density three to four times that of lead acid, the individual cells can be customised into complete battery packs for specic power requirement applications. The 700Ah, 312V DC system offers a 3,000-cycle life at 80% depth of discharge, with full charging requiring 6.5 hours. An optional two-workshift quick-change battery module is available, although the vehicle is equipped with a level 3 charging option to allow for a fast charge in 2.5 hours. Increased battery life and zero maintenance are enabled through monitoring with a proprietary battery management system, and with individual cell monitoring and automatic cell and pack balancing. With four thermostats providing continuous monitoring for optimal thermal protection, the AC induction motor is coupled to a four-speed fully automatic Allison 3000 RDS transmission. The heavy-duty torque converter reduces shock and strain on driveline components.
thin-plate pure lead batteries and also batteries that combine copper plate and thin-tube technology, he reveals. Their benets mean that we can work towards potential solutions for eliminating the usual practices of multiple batteries or battery exchange. These batteries are also more conducive to opportunity charging and fast charging, which supports single-battery operation. However, these do come with a higher upfront investment, so the business-to-business payback needs to be worked through with our customers. The multishifting and heavy-duty users are more likely to be main beneciaries, so theyll be the early adopters. However, the OEM has also introduced models with lithium-ion batteries and chargers as a means of enabling those customers to move towards single-battery operation, prioritising those trucks that tend to be specied in multishift and heavyduty operations. Lithium-ion has higher storage density and efciency, so comparing amp-hour capacity with lead acid, we can use a smaller battery, Walby states. Its increased energy efciency reduces both energy costs and CO2 emissions, while recharging and opportunity recharging is much quicker than other solutions on the market. And for those trucks that dont rely on the battery to provide essential counterweight, the reduced battery weight provides even further opportunities for improvements in energy efciency.
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Three into one

Again, a higher upfront investment would be required, but this needs to be seen in the light of Li-ions many advantages. By replacing three leadacid batteries with one lithium-ion battery, there is no longer any need to change batteries or provide the room and equipment that would otherwise be needed for doing so. This not only minimises nonproductive time, but frees up more warehouse space that can be used for income-generating activities. So with no dedicated area required, lithiumion trucks can be charged at their typical work zones, whenever the opportunity arises. Unlike lead-acid batteries, of course, they would be maintenance-free, while providing a much longer lifetime in terms of total cycles. There are a few challenges that will need to be addressed, however, particularly concerning charging. With lithium-ion, we are working in a different way with recharge, opportunity charge and fast charge. The customers site needs assessing to see if there are adequate provisions for the electricity capacity to support the operation if not, adaptions will need to be made. If the site is a newbuild operation, this is easier because
capacity requirements can typically be specied up front. We also need to work with users to provide the adequate timing for recharging of the batteries, whether thats opportunity charging or full recharge within their operation. Where we have linked the size of the battery to specic battery opportunity time windows in a users operation, then this needs to be habit forming to ensure that this happens. In general, you really need a combination of these advantages to offset the up-front investment and ensure lithium-ion batteries provide real value in business-to-business calculations and this is most likely to work for heavy-duty or multishift users, he cautions. However, given that a large proportion of electric forklifts in Europe are now provided on a rental basis, the initial investment would translate into a small premium on a weekly or monthly rental gure, so we are not always talking about a huge capital investment amount for an end-user customer. The weekly or monthly difference can then be calculated in the light of weekly or monthly operational site benets to offset the difference. ALT
LEFT: Craig Walby, TMHE: Given that a large proportion of forklifts in Europe are provided on a rental basis, the initial investment would translate into a small premium on a weekly or monthly gure BELOW: Refuelling a Linde T20 reach truck with hydrogen is a lot quicker than recharging lead-acid batteries
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JOHN LAWTON
Golden opportunity
PLUG-AND-PLAY POWER-ON-DEMAND ENABLES OPERATORS TO MAINTAIN TRUCK AVAILABILITY ACROSS MUCH LONGER SHIFTS THAN WAS PREVIOUSLY POSSIBLE NOT TO MENTION LEADING TO SOME MAJOR SAVINGS IN THE RELATED WAREHOUSE INFRASTRUCTURE
Hawker XFC batteries with 2V cells from EnerSys provide materials handling equipment manufacturers and operators with greater exibility to specify plug-and-play power sources that can be charged for as long and as often as required to support total operational autonomy. The batteries combine advanced performance and high efciency with low overall cost of ownership and are suitable for a range of materials handling applications including counterbalance trucks, reach trucks, pallet trucks, order pickers and AGVs. They are maintenance free and no water topping-up is necessary throughout their life. Minimal gassing ensures the batteries are ideal for decentralised charging applications in retail, public spaces and even in sensitive manufacturing environments. In comparison with conventional lead-acid types, the Hawker XFC battery range radically changes discharge/recharge operating procedures. They can even be used when in a partial state of charge and still deliver superior and stable performance, even at high discharge rates. The charging prole of the XFC battery technology enables a rapid recharge in less than four hours from 60% depth of discharge and opportunity charging as often as needed without damaging the batteries. This means XFC batteries can be specied for power-on-demand applications where charging can be carried out whenever the operator requires, in whatever time is available. In this way they enable complete exibility in the deployment and utilisation of materials handling equipment to support multishift operations. In contrast, conventional batteries only provide optimum performance when discharged to a specic level before being fully recharged for 8-12 hours. This means that extra batteries are required to support continuous operations or else equipment becomes unavailable.
LEFT: The modular Hawker LifeSpeed IQ high-frequency charger RIGHT: Hawker XFC batteries are optimised for highfrequency charging using the Hawker LifeSpeed IQ charger
Building blocks
The 2V cells build on the success of the original Hawker XFC battery range with 12V blocks introduced by EnerSys in 2007. These latest cells are designed to match the industry-standard shape and size for materials handling equipment applications, which means that OEMs and operators have more choice and greater freedom to specify batteries that meet their performance requirements. In this way, the
Hawker XFC batteries overcome the tment issues of many alternative technology solutions. Batteries built with the Hawker XFC 2V cell boxes are highly resistant to shock and vibration. They are designed for a high energy throughput of up to 160% of C5 every 24 hours. The 2V cells incorporate similar thin plate pure lead technology to the original 12V XFC batteries and have similar high energy density, coupled with the fast charge capability. Their plates are much thinner than the lead-antimony grids used in traditional motive power batteries, and as a result can deliver up to 20% more power. The low-impedance positive and negative plates make high current ow available in discharge and recharge modes to better support demanding applications with rapid recharging. The electrolyte is contained in a superior-quality microporous glass mat separator with high absorption
and stability to provide consistent performance for up to 1,200 cycles at 60% depth of discharge. The Hawker XFC battery range is optimised for use with the Hawker Life IQ and LifeSpeed IQ highfrequency chargers, and used in conjunction with the Hawker Wi-IQ2 monitoring device. Used together, these products precisely manage the charging prole to suit the state of charge and specic operating conditions of the battery, as well as storing a complete data record of the batterys service life. This promotes energy efciency by ensuring that the correct amount of recharging power is supplied to the battery at all times and provides users with a complete audit trail of their energy utilisation. Less mains power is required overall and there is reduced risk of the overcharging that can lead to degraded battery performance and premature failures. Users can shift the emphasis of their operations from managing recharging processes to power consumption based on energy throughputs.
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By enabling greater operational exibility and opportunity charging, the batteries support new ways to specify and deploy power infrastructure. Charging batteries in-situ whenever the truck is not being used reduces the need for charge and change facilities, which leads to reduced costs and smaller space requirements. Chargers can be placed at the most convenient location for opportunity charging, rather than in a centralised battery facility. This can shorten the time spent travelling to and from charging points for improved productivity and efciency.
Testing times
The Hawker XFC2V batteries were trialled at a large European distribution centre operated by a major business. The site operates two shifts a day, rising to two-and-a-half shifts during the peak period around Christmas. When using conventional power sources, the truck drivers had to return to the charging area during or between shifts to exchange a depleted
battery for a fully charged unit. This time-consuming process made the customer want to see if battery changing could be eliminated to improve productivity and reduce truck downtime. EnerSys therefore suggested that switching to XFC battery technology could lead to a number of operational benets as well as whole-life cost savings. These include no need for battery changes; no need for spare batteries and the related infrastructure; reduced maintenance including no need for top-ups; a reduced carbon footprint; and lower energy costs. The customer identied the vehicle loading and unloading areas as critical parts of the operation where it was essential to maximise truck availability. An electric counterbalance truck working in this area was equipped with a Hawker XFC battery congured from XFC2V cells to provide 48V performance with 560Ah capacity. EnerSys also installed its Hawker LifeSpeedIQ high-frequency charger as a means of ensuring optimum use of the battery with advanced
data analysis and reporting to assess the truck and battery performance. The trial was conducted over ve months during the customers busiest period of the year Christmas and early New Year. Assessment prior to the trial showed the site was a heavy-duty operation and this helped dictate the precise specication of the battery. The customer and EnerSys estimated that the batteries were utilised for 80% of the time for traction, with the remaining 20% used for lifting loads. The sites lift-truck drivers were instructed to put their battery on charge whenever the truck was idle, such as during breaks and while they were working on other warehouse tasks. The drivers were experienced and well trained, which helped ensure battery utilisation was consistent and properly organised throughout the trial. Analysis of battery performance during and after the trial revealed a wide range of useful information. This conrmed that the trucks completed an average of slightly over two-and-a-half shifts per day and that
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PRODUCTS & SERVICES
Hawker batteries and chargers offer operators a number of energy-saving and performance-boosting benefits
energy use throughout averaged 65% at an average discharge rate of 0.11. The battery voltages varied between an average minimum of 1.93V and average maximum of 2.05V, within the expected range. Temperatures increased slightly during periods of peak performance and energy throughput, especially when the battery was in a low state of charge, but remained within predicted and acceptable limits. The global charging factor was very low, at just 1.03, due to the way the chargers had been programmed and this led to important savings for the customer. The energy extracted during high duty periods was equivalent to two batteries running at 80% depth of discharge (this equates to 160% energy throughput). The battery performed reliably throughout the trial. Data for the battery recorded on a typical busy day during the trial provides an insight into the operation. This showed that the battery underwent six discharge cycles and was recharged ve times at fairly regular intervals when the driver was busy on other tasks. At one point, maximum depth of discharge reached 70% but the opportunity charging ensured the state of charge generally remained good across the dual shifts. Total energy throughput for the battery on that day was 814Ah. The truck was available right through the day whenever the drivers needed to use it.
The verdict is in
The trial conrmed real benets for the customer during the ve-month process in terms of improved productivity and truck availability, as well as reduced maintenance, CO2 emissions, water and energy costs. EnerSys took advantage of the wide range of data that was accumulated during the trial to prepare cost comparisons between its XFC battery technology and conventional ooded cells or gel batteries. This took into account that for a new XFC battery installation there would be no need for spare batteries or a large charging area with the associated changing equipment, forced ventilation and maintenance provision. Looking initially at the capital costs of the XFC battery and charger package, it is more expensive than ooded or gel battery and charger packages with comparable performance. However, only one XFC battery is required for the truck to operate, whereas two of each alternative type would be needed to maintain continuous multishift operations. The savings on battery-changing equipment and ventilation and ancillary equipment must also be taken into account. When predicted operating costs were taken into account using the same parameters for each battery based on the trial results, the picture changes
dramatically. Over a typical ve-year contract, the XFC batteries would cost 55% less to run than ooded batteries and 45% less than gel batteries. This means that taking capital and operating costs into account for a typical ve-year period, XFC batteries are around 25% less expensive than conventional ooded varieties and 32% less expensive than gel batteries. This suggested a return on investment, compared with ooded batteries, of around 1.8 years. Furthermore, with XFC battery technology the carbon footprint is 32% lower than with ooded batteries. This trial proved that the customer could switch to XFC batteries and still maintain truck availability across the double shift and beyond. The operators provided much positive feedback and noted that the trucks were easy to manage, were always available, and that the batteries needed no maintenance. Following the trial, the customer requested a quotation for XFC batteries at its next scheduled truck replacement later that year. Some other sites in the customers network requested quotations and several purchased XFC batteries as part of their overall power source package. ALT John Lawton is director of marketing, Europe, Middle East & Africa, at EnerSys Motive Power
CONTACT www.enersys-hawker.com info@enersys-hawker.com
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MARK ANKERS
Mark of respect
A NEW RANGE OF AC MOTOR CONTROLLERS OFFERS CE-COMPLIANT SAFETY FOR BATTERY-POWERED INDUSTRIAL TRUCKS AND ARE ALSO FUTURE-PROOFED TO MEET ANY CHANGING SAFETY REQUIREMENTS
Most of us are familiar with the CE mark and see it every day on a wide variety of consumer products but fewer people are aware that it applies equally to complex industrial machinery, and even industrial vehicles such as forklift trucks. With that in mind, have you ever stopped to think what the mark really signies? The CE mark originally standing for Communaut Europenne is the manufacturers declaration that the product bearing the mark meets all mandatory EU directives relevant to that product. It must be afxed to the product before it is placed on the market in the European Economic Area (EEA). In regard to a batterypowered industrial truck, such as a forklift truck, these directives include the Machinery Directive 2006/42/ EC, among others. Various EN harmonised standards exist that convert the requirements of the Machinery Directive into more easily understood, testable and measurable specications. Yet, for a complex product such as a forklift truck, deciphering all the relevant individual standards for each aspect can still be a daunting task. Thankfully, this problem was recognised and a hierarchy of harmonised standards developed (see Figure 3). Type C standards collect all the relevant requirements for a particular product from the various Type A and Type B standards, and list them all in a single document. For battery-powered industrial trucks, the Type C standard under the Machinery Directive is EN1175-1, Safety of Industrial Trucks.
Perplexed by the complexity of meeting the numerous mandatory safety regulations in your next forklift design? A future-proofed solution could be the answer
As an industrial truck manufacturer, once you can demonstrate that your truck meets the requirements of EN1175-1, then it is presumed to be in conformity with the electrical aspects of the Essential Safety Requirements of the Machinery Directive 2006/42/
EC. If you can similarly show conformance with all other applicable directives, then you can afx the CE logo to the truck and off to the (EEA) market you go
Harmonised standards
However, theres a catch. The world of conformance may not be the most dynamic, but the various normative and harmonised standards are regularly updated, amended or even replaced completely. Requirements evolve to accommodate changes in technology, higher demands for safety or tighter environmental restrictions. Usually, the changes are minor and evolutionary in nature, but occasionally a change to a standard comes along that requires a serious amount of time and effort to ensure a product complies with the new requirements. Such a change came along at the end of 2011. For many years, there were no substantial changes to EN1175-1:1998. The very important subject of functional safety was addressed by requirements taken from the Type B standard, EN954-1:1996, Safety of Machinery. However, there had long been
FIGURE 1: Curtis E-Series AC motor controllers EN ISO 13849-1 data
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FIGURE 2: Curtis E-Series controller model table
some concern that EN954-1 did not sufciently address the use of software-dependent devices such as microprocessors when used in safety functions. After much debate within the machine-building industry, it was nally withdrawn at the end of 2011 and replaced by a newer Type B safety standard, EN ISO 13849-1:2008. EN1175-1:1998 was hurriedly updated to reect the adoption of EN ISO 13849-1 and an updated version, EN1175:1998+A1:2010, was released in 2012. All references to EN 954-1 were simply replaced with references to EN13849-1. But this posed quite a problem for the industrial truck industry, as EN ISO 13849-1 required a fundamentally different approach to assessing functional safety than EN954-1. This problem then propagated down to component manufacturers such as Curtis Instruments, a designer and manufacturer of safety-critical components such as the AC motor speed controllers used by many of these trucks. The way that EN ISO 13849-1 was incorporated into the updated EN1175-1 also posed a problem in how to interpret the requirements. For example, there were several instances where the requirement in EN1175-1 was that safety-related parts shall be in accordance with category 1 in EN ISO 13849-1 in other words, a reference to a fairly simple designated architecture. However, according to EN ISO 13849-1, category 1 shall be designed and constructed using well-tried components complex electronic components such as microprocessors cannot be considered as equivalent to well tried. In other words, any safetyrelated part using software really needs to meet more complex category 2 designated architecture requirements. Furthermore, a key goal of the EN ISO EN13849-1 methodology was to derive the performance level (PL) needed by a safety-related part to sufciently mitigate the risk of injury or death but there was no mention of PL anywhere in EN1175:1998+A1:2010. It seemed this lack of a required PL, and the apparent
confusion over category 1, meant that a further amendment to EN1175-1 was highly likely. Curtis Instruments therefore had a decision to make: take the easy route, and simply re-certify the existing controllers as satisfying category 1 as per EN1175:1998+A1:2010, or do the job properly. If Curtis developed products that met all the relevant requirements of the Type B standard EN ISO 13849-1 in its entirety, it could offer the forklift truck manufacturers AC motor controllers that provided a far superior level of functional safety that exceeded the present requirements and were future-proofed against possible changes to EN1175-1.
The E-Series launch

Several months later, Curtis launched Model 1232E, the rst in the new E-series family of AC motor controllers designed to offer enhanced functional safety capabilities (Figure 1). The E-series features an advanced dual microprocessor logic core that meets EN ISO 13849-1 requirements for a Category 2
designated architecture and provides a performance level of up to PL=d, easily surpassing the requirements of todays EN1175-1:1998+A1:2010. The E-Series controllers were developed following processes that fully comply with the product lifecycle management aspects of EN ISO 13849-1:2008. The design and functional safety of the E-series controllers has been independently assessed and found to be fully compliant with all relevant requirements of EN ISO 13849-1:2008, rather than just the few referenced by EN1175-1:1998+A1:2010. As a result, these controllers are CE marked as safety components and are provided with a Declaration of Conformity that references EN12895:2000 (EMC), EN ISO 13849-1:2008 and EN1175-1:1998+A1:2010. A comprehensive Technical Construction File is available as required. The Curtis E-Series AC motor speed controllers for electric vehicle traction and hydraulic pump applications are available in a wide range of voltage and current ratings, as shown in Figure 2. When designing materials handling equipment such as a reach truck, the vehicle designer has many choices and decisions to make. An ICE truck designer may choose to future-proof the design by selecting a diesel engine that fully meets Tier 4 Final/Stage IV emissions standards in fact, many would think it foolish not to. The same also goes for batterypowered vehicles. Safety legislation will continue to be tightened and rightly so. By selecting a range of electric vehicle AC motor controllers that can be shown to meet current and projected future safety requirements, that are CE marked and provided with all necessary compliance documentation, vehicle designers have one less concern and can proceed with their designs in condence.
Application support
In recent years, Curtis Instruments has further strengthened its global team of application and customer support engineers. Based across its 14 wholly owned sales and technical support centres worldwide, Curtis engineers work closely with the customers to design, develop and test optimum solutions that achieve the project specication and performance criteria required by the vehicle designer. Given the high functionality of the Curtis E-Series AC controllers, plus the versatility achieved with Curtis Vehicle Control Language (VCL) application layer software, design engineers are able to quickly build proof-of-concept prototypes, reduce the overall parts count and optimise system performance, with a prociency that would be difcult to achieve purely on their own. ALT Mark Ankers is vice president of product management at Curtis Instruments
CONTACT www.XXXXXXX www.curtisinstruments.com XXXXXXXXXXX.com www.evbatterymonitoring.com
FIGURE 3: Hierarchy of EN harmonised standards
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ETTORE COSOLI
A much needed boost

THE MATERIALS HANDLING INDUSTRY CAN BE NOTORIOUSLY CONSERVATIVE WHEN IT COMES TO EMBRACING NEW TECHNOLOGIES BUT THERE IS A NEW HYBRID SOLUTION THAT COULD GIVE IT A REAL SHOT IN THE ARM
As the years go by, manufacturers of advanced lift-truck equipment are nding it increasingly difcult to identify incremental gains in efciency but as government emissions regulations tighten and fuel prices dominate an increasing percentage of overall operating costs, the drive to reduce fuel consumption continues to spur innovation. As we saw throughout the Bauma fairgrounds earlier this year, many technologies applicable to the lift-truck market were proposed, including everything from hybrids and alternative fuels to advanced lightweight materials and new emissions controls. The development of new technologies is also a continued focus for Dana, which spent US$161m on engineering in 2012 alone. However, in its pursuit of advanced engineering initiatives, the company has realised that the development of new technologies for the lift-truck market will follow an evolutionary path and not involve the wholesale replacement of traditional technologies with brand-new concepts. The materials handling industry is very conservative, meaning that some technologies have been in use for decades. Machinery represents a major investment for equipment owners, and a reliable working vehicle is the key to productivity and protability. As a result, they are rarely willing to act as guinea pigs for experimental technologies. Serviceability is also a major concern for equipment buyers. Materials handling equipment tends to be used in areas with poor service networks and limited access to technicians with advanced skills. For these reasons, buyers tend to steer away from the hightechnology solutions which rely on new, unfamiliar components that pose the risk of expensive repairs and costly downtime. Advanced technologies can be a hard sell for OEMs as well, who tend to be cautious about making drastic changes as a result of their substantial investments in product development and machine design. The components required to reduce emissions increase the space demands on the already-crowded design envelopes of materials handling vehicles, so any technological breakthroughs must be extremely exible in that regard. These concerns are always primary considerations when Dana develops and introduces new technologies for the materials handling market. They have recently
A front-end loader equipped with the Spicer PowerBoost system conducts field tests near Danas engineering facility in Arco, Italy
been addressed by Spicer PowerBoost, a new line of integrated hydraulic-hybrid powertrain concepts. When deployed through series or parallel hybrid congurations that t into existing vehicle designs with minimal adaptation, the Spicer PowerBoost system supplements all types of popular transmission architectures used in the off-highway market.
Waste not, want not

The Spicer PowerBoost concept captures energy that would be otherwise wasted throughout the drivetrain and working hydraulics, and uses it to help power the vehicle, thereby reducing its fuel consumption by a remarkable 20-40% in comparison with conventional drivetrains, depending on vocational application and duty cycle. Spicer PowerBoost can also reduce the total owning and operating costs by increasing productivity, reducing maintenance, and enabling the use of a smaller engine. Functional prototypes demonstrating the performance of the system will be available for eld testing by OEMs later this year.
Spicer PowerBoost relies on an advanced energymanagement system to evaluate the levels of power needed in the entire vehicle system, predict operating demands, and determine the most efcient means of operation. Hydrostatic energy from the powertrain is captured in an accumulator during low-power engine operation and recuperated from braking and working. When additional power is required, such as when accelerating from standstill, lifting a load, or driving into a pile, the advanced energy-management system uses the stored energy in the accumulator to provide an extra source of power for improving performance, increasing productivity and reducing fuel consumption. The Spicer PowerBoost system can also be congured to minimise idling by shutting off the diesel engine and accessing power captured in the accumulator for vehicle operations that consume low amounts of energy, such as inching, light work and low travel speeds. Spicer PowerBoost solutions are particularly ideal for applications with frequent, intense bursts of acceleration, deceleration, lifting and lowering during cyclic manoeuvring that support the recuperation of working and braking energy. Materials handling
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The Spicer PowerBoost system fits into existing vehicle designs to supplement all types of transmission architectures
machines, construction equipment and on-highway vocational vehicles have been selected as the initial targets for the new technology. Because the Spicer PowerBoost system provides the additional power needed for energy-consuming activities such as driving into a pile or lifting a load, it enables manufacturers of machines with power outputs of 55-250bkW (74-335bhp) to reduce the engine size across a wide range of vehicle applications. This can prove particularly benecial for applications that currently require an engine at or slightly above the US EPA Tier 4 Final or Euro Stage IIIB emissions threshold of 56bkW (75bhp), as the system allows manufacturers to select a smaller engine that does not require exhaust aftertreatment systems, which can increase costs, consume added space, and raise the operating temperature of the powertrain system. Spicer PowerBoost concepts also help to improve productivity by shortening the amount of time required to complete a Y-cycle, reducing the number of fuel stops, and extending the interval between brake maintenance. Based on real-world eld tests of vehicles equipped with the Spicer PowerBoost system, as well as
laboratory simulations, Dana expects equipment owners to be able to recoup the added investment required to implement Spicer PowerBoost within two years. Specically, a 9-tonne, 82kW forklift truck will pay back the additional cost of adding Spicer PowerBoost in about 3,750 hours, while an 8-tonne telescopic boom handler with a 100bkW engine will return the additional investment in Spicer PowerBoost after about 1,850 hours of operation.
Battling conservatism
The development of the Spicer PowerBoost is the result of a three-year programme at Danas advanced technology centres in Belgium, Italy and the USA. Its engineers have undertaken extensive developments, simulations and tests after equipping a demonstration vehicle with the system to determine its feasibility, implement advanced features and quantify benets. Spicer PowerBoost concepts are ideal for addressing the conservative nature of both manufacturers and purchasers of materials handling equipment. It does not replace existing drivetrain technology; instead, it ts into existing vehicle designs to supplement traditional transmission platforms. In fact, most of the
individual elements of the system can be positioned in available space anywhere on the vehicle. Also, by using proven, reliable hydraulic components, Spicer PowerBoost features familiar elements that can be readily serviced by most technicians. The pressure to maximise sustainability and fuel efciency will be felt by OEMs in the materials handling industry for the foreseeable future, and advanced solutions that address these concerns must strike a delicate balance between demonstrated effectiveness, reliability, and affordability With decades of expertise in developing solutions for the powertrain market, Dana believes no one in the industry knows more about efciently and dependably transferring power from the engine to the wheels. Its long-term strategy is focused on being the global technology leader in efcient power conveyance and energy management solutions that enable its customers to attain their sustainability objectives and the Spicer PowerBoost concepts will help those customers and end users succeed. ALT Ettore Cosoli works in Advanced Engineering for Dana Holding Corporation in Arco, Italy
CONTACT www.XXXXXXX www.dana.com/offhighway XXXXXXXXXXX.com info@dana.com
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MARK HIGNETT
Ten years after

AND STILL GOING STRONG! JUST BECAUSE A CAB PASSED ROPS AND FOPS TESTS A DECADE AGO DOESNT MEAN IT WILL STILL PROVIDE THE DESIRED SAFETY LEVELS. NOT UNLESS INTERNAL CORROSION HAS BEEN KEPT AT BAY WITH AUTOPHORETIC COATING, THAT IS
What happens to a forklift cab or ROPS/FOPS frame as the environment and condensation corrodes it from the inside out? Is it still really as strong as the day it passed ROPS/FOPS testing? Not unless the safety structure has internal corrosion protection. Many do not and there is no excuse. ABT is a pioneer in Autophoretic internal corrosion protection for cabs, chassis and roll bars, and has not only over 14 years experience of the chemistry used to autophoretically coat the internals of complex steel fabrications, but also the expertise to vent and drain hollow structures to ensure that the PVDC resin lm that bonds to Fe molecules fully coats internal structures to provide both external and internal corrosion protection.
The technology
As a PVDC resin-based coating, Autophoretic Coating Chemicals (ACC) provide considerable productivity and environmental benets while delivering low cure and far superior corrosion resistance on ferrous substrates, internally as well as externally. In terms of performance, the ACC process provides a low bake (<105C) coating that will only cover steel surfaces. This enables composite substrates to be processed, maintaining the physical and mechanical properties of other materials such as plastics, rubber and even hidden lubricated mechanisms. The ACC process can withstand up to 1,000 hours of salt-spray corrosion testing and demonstrates
ABTS facility at Ross-on-Wye is the largest in Britain and one of the largest in Europe
superior exibility and impact resistance. The ACC plant at ABTs facility in Ross-on-Wye, UK, consists of 10 immersion tanks and a curing oven. All products to be processed are manually placed onto racks or
frames in an orientation that allows them to drain between process tanks. Once loaded onto the transporter that lifts and moves the racks from tank to tank, the process is microprocessor controlled. Tanks 1 to 7 are cleaning tanks comprising alkali cleaners, acid descaler and clean water rinses. Tanks 8 to 10 contain the paint coating and chemical reaction tanks prior to low bake heat curing in the three-stage oven.
The facts
As the modern equivalent of E-coat Black, this corrosion-resistant polymer is an ideal coating for ferrous components and provides an excellent primer for topcoat nishes. Highly corrosion resistant, it is capable of exceeding 1,000 hours of salt spray to ASTM B117 and BS 3900, and boasts exceptional physical properties, providing 6H pencil hardness and 0-T exibility. A computer-controlled transporter system gives accurate process control, and a huge capacity product
In 1999, the company invested more than 1m in its Autophoretic paint plant, to provide customers with a truly world-class product
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Cross Hatch testing IS0 2409 and ASTM D3359
envelope of 3.2x2x2m can be accommodated. The immersion process provides a uniform coating (to a minimum of 18m) with no limitations even on internal and external corners. The low curing temperature of <105C means that the Autophoretic coating can be applied to cabs, chassis and suspension mountings (including rubber bushes, and seat slides in the assembled state). The
optional in-process cleaning also enables welded assemblies to be effectively cleaned by an in-process acid pickle. This environmentally compliant process uses water-based paint to ensure zero volatile organic compound (VOC) emissions. Global acceptance is therefore high, with many factories in Europe and the USA using this coating for vehicle underbody parts,
seat frames/tracks, shock absorbers, springs and cabinet slides, and so on. As a result, the coating provides high resistance to organic solvents and uids, including brake uid, petrol and diesel. ALT Mark Hignett is managing director of ABT Products, based in Ross-on-Wye, UK
CONTACT www.abtproducts.com info@abtproducts.com
PRODUCTS & SERVICES

DERICK SMART
The weight is over

AS THE LIFTING AND EXCAVATING SECTOR WAKES UP TO THE NEED TO FIND NEW WAYS TO REDUCE VEHICLE WEIGHT, A REVOLUTION IS UNDER WAY IN THE USE OF LIGHTWEIGHT STEELS AND IN THE WAY MACHINERY CAN BE DESIGNED
If were honest with ourselves, wed probably admit we could all stand to lose a little weight. The principle of lightweighting has been slowly but surely invading every area of vehicle design and development, and with energy costs continually rising and an increasing focus on efciency, were nearing a time where every ounce will count. Of course, its not just about paring down the gauge of metal components in order to shave off a little weight. Structural integrity has to be maintained and, regardless of whether youre looking at a new forklift truck or an electric passenger car, the key to effective lightweighting or rightweighting as some call it is combining the right materials to make the most of their properties. This isnt a concept that Tata Steels Lifting and Excavating division invented, but rather a theory borrowed from its colleagues in the automotive sector. The world of passenger vehicles has become increasingly focused on a couple of key inuencers, which have shaped its approach to design and construction. The tightening of emissions regulations, and a consumer focus on fuel economy, mean that lightweighting is seen as the holy grail of car development yet the demands for safer structures mean that material strength and integrity are of equal, if not more, importance. So to avoid overengineering incurring excess weight and production costs car manufacturers have been working hand in hand with suppliers to get the best out of materials.
ABOVE AND LEFT: Improvements in forklift design and materials are saving companies money, by creating lighter, more fuel-efficient vehicles RIGHT: Tata Steel engineers enable OEM designers to extract maximum benefit from steel to develop lightweight, efficient structures
Why are we weighting?

Of course, theres no reason why this approach cant be applied to the materials handling sector and in order to help clients get to grips with this new way of thinking, Tata Steel introduced a new model for project engagement. This represented a dramatic change in how the company delivered its products to market, and helped its customers get the best from the steel they used day in, day out. Dubbed early vendor involvement (EVI), this approach to the delivery of steel to clients has helped the supplier form long-term working relationships with leading OEMs, and ensures that its customers receive the maximum value from their spend on materials. Turning the traditional relationship between supplier and client on its head, EVI integrates the two
from the start. Rather than just being a supplier of a commodity, Tata Steel becomes a partner in the development of a new vehicle design project. With a team embedded in a customers engineering process right from the start, they benet from their technical and material expertise. That not only means using the right materials in the right places, but also optimising the design, to make the most of the properties of the different grades of steel. Although the materials handling industry may have, historically, remained less concerned about the reduction of vehicle weight, the benets are now too
big to ignore, and signicant progress is being made. Tatas EVI programme has enabled it to deliver a range of benets and, by simplifying certain design details, one OEM has been able to reduce its tooling costs for chassis production by 60,000. More importantly, the resulting new generation of chassis are over 30% stiffer and more than 25% lighter compared to the previous generation. Its easy to become overly focused on the chassis and core structural steels when thinking about weight reduction, but they make up a relatively small part of the gross vehicle weight. In total, the chassis may constitute just 12% of a construction vehicles overall weight, once youve taken into account the engine and drivetrain, hydraulics system and uids, and cab overhead protection components. With one OEM
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customer tasking its design teams to reduce vehicle weight by 12%, its obvious that work on the chassis alone isnt going to yield enough of a saving.
Lighten up
The reality is that the principle of lightweighting can be applied to many of the components in a vehicle, and can even have a knock-on effect with the systems that it doesnt directly contribute to. Rather than adding particulate lters to achieve emissions targets, the development of lighter, more efcient engines, with the help of new steels, can generate a considerable weight saving. This reduction in weight also means that hydraulic systems can be scaled back, using lighter, less powerful components. This, in turn, places less strain on the engine, yielding greater efciency savings. One part of vehicle design that has traditionally been difcult to tackle is the cab overhead protection (rollover and falling object protection structures). This is effectively dead weight placed high in the vehicle but, although it may never be required, it can
prove vital in extreme event incidents. The use of ultra-high-strength steels, including Boron alloys, has been embraced by the automotive sector, but they can now play an important part in industrial vehicle construction, drastically cutting the mass of these overhead structures. This holistic view to weight reduction can create a number of spin-off benets. An overall reduction in the weight of a vehicle, and the reduction of mass towards the top of a vehicle, will lower its centre of gravity and offer improved operating stability. In all, its a trend towards using the mass of a vehicle more efciently and effectively. Looking to the future, there are a couple of exciting new areas of research that promise to deliver some signicant breakthroughs. For instance, the benets of using higher-strength steels are obvious, but the limitations of weld integrity mean that its not simply a case of exchanging a conventional material for a high-strength substitute. The life of the structure is determined by weld fatigue rather than the strength of the material.
Tata Steel has been developing new techniques that help to remove these limitations effectively designing away the need for welds. This includes developing new manufacturing processes, including advanced pressing and forming techniques. The company has also spent considerable time analysing how fatigue affects weld integrity, which enables it to avoid certain design scenarios. All this work is running in tandem with its project as a prime partner in the government-backed Nuclear Advanced Manufacturing Research Centre in Shefeld, UK. Focused on developing new welding techniques, this promises to realise some innovative ways of joining two pieces of metal together. This, combined with the companys work in designing vehicles that make the best possible use of lightweight materials, means that in another two years time we could be talking about an all-new generation of vehicle design! ALT Derick Smart, project leader for Lifting and Excavating, has been with Tata Steel for 11 years
CONTACT www.XXXXXXX www.tatasteelliftingandexcavating.com XXXXXXXXXXX.com liftingandexcavating@tatasteel.com
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DANILO PERSICI
Listen to unreason
PROGRESS IS MADE BY THE UNREASONABLE MAN, IT SEEMS MEANING THE ENGINEERS WHO CAME UP WITH THIS SERIES OF QUIET, PLEASANTSOUNDING GEAR PUMPS MUST BE INTERESTING TO DEAL WITH!
Noise pollution has become a major concern for OEMs of mobile and stationary machinery. Finding a solution to noise pollution is a real expense often high in relation to the measures that OEMs must take to reduce its impact. Noise emanating from industrial vehicles was once seen as a much less pressing concern than limiting harmful emissions, but the EU already has extensive legislation in place designed to reduce NVH (noise, vibration, harshness) and provide a much more comfortable environment for vehicle operators and anyone within hearing distance. There are two relevant NVH directives in the EU: 2000/14/EC, which came into force in 2001 and focuses on noise emissions; and 2002/44/EC, which came into force in 2005 and sets standards for vibration. Low noise emission from industrial vehicles has since become an essential requirement for companies, so managing the noise level is a major concern for most producers of mobile machinery. George Bernard Shaw once said: The reasonable man adapts himself to the world; the unreasonable man persists in trying to adapt the world to himself. Therefore all progress depends upon the unreasonable man. This ethos also applies to the two approaches to noise reduction: the rst is to take measures to attenuate NVH propagation by applying isolators and dampers to major sources of noise and vibration. Often these palliative modications, in addition to adding cost, weight and bulk to the nal product, are
ABOVE: Cross-section of the ELI2 pump LEFT: Average noise comparison between standard external gear pump, dual flank gear pump, internal gear pump, vane pump and Elika pump (displacement 21cc/rev)
only effective under certain conditions and only for certain frequencies. The second, more efcient if unreasonable approach is to tackle the problem at the source, designing the machine to be as quiet as possible using low-noise technologies. The application of an alternative technology to lower the level of noise is normally the cheapest solution and gives the greatest acoustic results. This forward-looking approach may also offer a substantial saving compared with the cost of xing a problem after the event.
Sounds annoying
Gear pump noise has two distinct origins mechanical and hydraulic. The mechanical noise is what can be expected from any pair of gears and depends mainly on the level of precision and the surface nish of the
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ABOVE: Assortment of ELI2 pumps
gearwheels. The hydraulic noise is primarily generated from uid that becomes trapped between the top and bottom of the tooth. The pressure peaks that arise from entrapment of the uid between the top and the bottom of the pump are a crucial problem for involute gear pumps. During the delivery phase the uid, being compressible, reaches very high pressure spikes causing high noise, vibration, pressure ripple and mechanical stress. However, the idea of reducing pump noise through elimination of the encapsulated volume, via a special shape of tooth prole, is not actually new. The rst documented application is credited to Francis W Davis, inventor of the rst practical power steering application, who developed a gear pump without encapsulation to reduce the noise in a hydraulic power steering system. A pump using a special tooth prole design was successfully installed on the PierceBELOW: ELI2+2 multiple pump
Arrow in 1928 and moved to a Buick in 1932. In the original power steering system, the working pressures came to 70-100 bar and the maximum rotation speed was about 1,800rpm. Despite the difculty involved in manufacturing these special toothed wheels, in the following years, Davis continued to study low-noise hydraulic power steering and economic methods to produce nonencapsulated tooth proles, collaborating with the major American automotive companies and ling numerous patents. Unfortunately, in 1934 the Great Depression forced the inventor to put his research on hold because of the high production costs. Later, at the advent of the Second World War, his attention turned towards military applications where low noise and comfort were not a priority. The story of this American inventor is described in the book The Unreasonable American by Houston
Branch and Wendell Smith, published in 1968 by the US Academy of Applied Science.
Grinding your teeth is a good thing

Now, after more than 80 years, Marzocchi Pompe intends to bring this technology to mobile applications with the Elika series of gear pumps. The development of tooth-grinding technology has now made possible the economic production of high-precision toothed wheels. The design of the particular Marzocchi tooth prole was conducted in collaboration with the Faculty of Engineering of Bologna University, using specially developed design software. However, engaging a pair of toothed wheels without encapsulation requires enormous productive effort, as any errors in prole would immediately produce a lot of noise, interference and poor reliability. Fortunately, modern gear grinding technology solves that problem. The experiments carried out led to the denition of a specic tooth prole capable of obtaining excellent acoustic performance even at high pressure. The helical toothing ensures the continuity of motion despite the low number of teeth, which in turn greatly reduces the fundamental frequencies of the pump noise, making the sound relatively pleasant. In this way it was possible to minimise both the pressure oscillations and their frequency. The Elika, Marzocchis new proposal for the gear pumps market, reduces the noise level by an average of 15dBA compared with a conventional external gear pump, and is a perfect t for all applications that require low noise levels. At the heart of the product is the particular shape of the Elika prole, which eliminates the encapsulation typical of normal gear pumps, removing the main source of noise and vibrations. The total elimination of the encapsulated volume produces a considerable reduction in pressure oscillation that causes noise and vibration to be transmitted to the other components
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connected to the pump, such as hoses, the tank and valves. During the meshing phase there is a moment at which each point of the tooth prole comes into contact with the other toothed wheel, so there is always a separation line between high and low pressure area, whatever the helix angle. The special bearing material in the Elika series ensures excellent resistance to galling, especially at low speed. Axial forces induced by the helical teeth are optimally balanced in all operating conditions by the axial compensation system integrated into the pump cover. Specic compensation areas in the ange and cover, insulated by special gaskets reinforced with anti extrusion, enable the completely free axial and radial movement of the bushings, which is proportional to pump operating pressure. In this way internal leakage is greatly reduced, ensuring high volumetric and mechanical performance as well as proper lubrication of the pumps moving parts. Internal leakage, generally laminating to the outlet from the inlet and overheating the pump components, is nearly eliminated in the Elika pumps, increasing their reliability. This makes the pump ideal for work operations at low speed and high pressure. modular pumps. It is extremely compact and makes the pumps interchangeable with the normal multiple pumps, both in terms of dimensions and the torque applicable to the stages. The connection system, in addition to transmitting the torque to later stages, ensures the correct axial balancing at the helical gears. This type of pump perfectly suits any application requiring compact size with several pumps connected in parallel to the single driving shaft of an endothermic engine or electrical motor. Elika pumps can operate efciently and quietly at very low speeds, below 500rpm, making them the right solution for designers of many electric vehicles, such as lifting and materials handling equipment, aerial work platforms, waste compacting trucks and other vehicles operating at night in residential areas. In electric and gas-powered trucks, where low noise is a key requirement, this low-speed operation enables improved control and positioning for various vehicle functions. Elika pumps are also applicable in lifting systems using energy recovery in the descent phases. Today, precise electric control enables lower-speed operation at high pressures, which is a demanding mode of operation for gear pump products. The very low noise level generated by the pumps makes them particularly suitable for applications where screw pumps, vane pumps or internal gear pumps are traditionally used. ALT Danilo Persici leads test, FEA and CFD analysis in the R&D department at Marzocchi Pompe
CONTACT www.marzocchigroup.com pompe@marzocchigroup.com
TOP RIGHT: The study of the Marzocchi patented helical gear profile was conducted in collaboration with the Faculty of Engineering at Bologna University ABOVE: A name you can depend on for a quiet life
Meet the family

Elika is perfectly interchangeable with the ALP2 and GHP2 standard gear pump series. ELI2 is the rst series in the family and includes pumps featuring displacements from 7-35cc, also available in a multiplestage conguration. In a few months, the ELI3 series will also be available, with displacements from 2087cc. The maximum operating pressures are similar to those of the GHP series and extend up to 300 bar. Marzocchi has recently introduced a novel and highly robust connecting system for multiple Elika
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PETER FEUCHT
So long
WAVE GOODBYE TO PROBLEMS IN THE CONTROL OF LARGE CYLINDERS SAY HELLO TO A MAGNETOSTRICTIVE POSITION SENSOR WITH AN INCREDIBLE 5,000MM EXTENDED STROKE LENGTH, MAKING IT THE LONGEST OF ITS TYPE CURRENTLY ON THE MARKET
MTS Sensor Technologie has unveiled the new Temposonics MH 200" which features an extended stroke length of 2,520-5,000mm. It is a magnetostrictive position sensor designed for incylinder integration. In particular, this range is suitable for lifting cylinders with a stroke of up to 5,000mm (200in), for example for controlling the arm position of telescopic loaders and working platforms. The device is presently the longest magnetostrictive position sensor for displacement measurement that can be integrated into the hydraulic cylinders of mobile machines. Like all sensors of the Temposonics MH series, the sensor is extremely rugged and robust. It detects positions reliably, even under harsh environmental conditions, due to the magnetostrictive technology which ensures non-contact position measurement and results in a sensor free of wear and tear. MTS Sensor Technologie is a leading manufacturer and supplier of magnetostrictive sensor technology for position measurement. With the Temposonics MH series, it offers sensors for integration into cylinders in the eld of mobile hydraulics. Features of the Temposonics MH 200" include: Operating voltage: 12/24V DC; Outputs: analogue and digital; Stroke lengths: 2,520-5,000mm; Operating pressure up to 300 bar; Shock resistant up to 15G (single shock); Up to 5Grms vibration resistance; EMC requirements according to ISO 14982; Optional MTS proprietary M12 connector system (IP69K rated).
Temposonics MH series sensors with extended measuring range (5,000mm) ensure accurate position measurement in telescopic arms
Advances in digital output options

The MTS Sensors division has made considerable advances in the implementation of digital output options for its MH mobile hydraulic sensors, such as CANopen and SAE J1939 protocol implementation. Improvements include software and hardware changes designed to meet the specific requirements of mobile hydraulic applications, including the load dump and EMC protection designed for industrial vehicles. A greater reliability in rougher conditions and more precise positioning and control of the hydraulic cylinder is required, especially in closed-loop control applications.
In a mobile application, such as agricultural, construction or mining equipment, a fraction of an inch can cost or save an operator thousands of dollars, Esad Hasanovic, product manager mobile hydraulics at MTS Sensors, explains. Greater precision equates to greater profitability and productivity, he continues. The digital output advances we have made to our sensors offer that precision through greater control of the hydraulic cylinder and more consistent performance, even in a range of diverse environments. Specic hardware improvements include: Supply voltage range between 8-32V; The sensor continues to operate even during load dumps.
Temposonics MH series sensors are specially designed for integration into a hydraulic cylinder
Further improvements have also been made in terms of the cylinder installation: Support tube assembly is possible; Full mechanical stress test applied; CANopen output provides position and velocity signal.
Better than ever

These new features improve on the existing MH sensors using digital output from MTS Sensors. These sensors offer a range of benets, including superior shock resistance (15G) and vibration rating (5Grms), making them ideal for use in heavy off-highway machinery such as agricultural and construction equipment for cylinder strokes up to 200in. Electrical stroke length up to 200in or 5,000mm is hardly something new for in-cylinder applications at MTS Sensors, Hasanovic declares. Weve been implementing this technology for years. This announcement shows our commitment to continually improving the solutions we offer. Better, more reliable control of the sensor in the cylinder through digital computing results in better control of the vehicle, which means better performance and, possibly, even greater protability. ALT Peter Feucht is manager of technical marketing mobile hydraulics at MTS Sensor Technologie
CONTACT www.mtssensor.de mh.group@mtssensor.de
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PRODUCTS & SERVICES

CHAD ROBERTS
Well connected
ENVIRONMENTALLY SEALED ELECTRICAL CONNECTORS CAPABLE OF STANDING UP TO THE HARSHEST WORKING CONDITIONS CAN PROTECT ELECTRICAL SYSTEMS AND KEEP INDUSTRIAL VEHICLES RUNNING
When used in heavy industry, electrical systems must stand up to rigorous conditions and all weather environments, in round-the-clock operations. Failure in an electrical system can be expensive to diagnose, and downed equipment can stop entire operations. So, as equipment becomes increasingly sophisticated and reliant on electronic packaging and diagnostics, design engineers have come to realise the importance of choosing environmentally sealed electrical connectors that are capable of holding up to extreme conditions. Many manufacturers count on TE Connectivitys Deutsch industrial electrical connectors to maintain their systems integrity.
Ends with benefits

Deutsch industrial electrical connectors are specically designed for critical applications where dust, dirt, moisture, salt spray and rough terrain can contaminate or damage electrical connections and systems. These connectors have been performing reliably in the offhighway, trucking, construction, agricultural, marine and engine industries for more than 40 years. In heavy industries, vibration, temperature extremes, chemicals and uids all take their toll on electrical systems and one small leak or fault can stop a production line, cripple a military vehicle or immobilise a re truck. To combat electrical failure, many manufacturers therefore equip their machines with Deutsch environmentally sealed electrical connectors. There are many different connectors for harsh environments and connector selection for each specic application is important. Once the questions of wire gauge and pin count have been addressed, the environmental challenges specic to each application must be identied, including whether the electrical system will be exposed to heat, impact or vibration. Other elements that need to be addressed include whether the connectors will be susceptible to moisture or chemicals, as well as eld serviceability. Developed with simplicity of design and ease-of-use in mind, Deutsch connectors offer a variety of innovative solutions to suit any application and stand up to environmental challenges. Whether for a new application or a retrot, these connectors provide simplied design and wiring, fewer warranty claims, and easy eld repairs. Deutsch industrial connector applications include ECUs,
Deutsch industrial electrical connectors are offered in a variety of wire-gauge options, latching mechanisms, mounting styles and materials to meet diverse application requirements
joysticks, industrial and marine engines, control boxes, lights and CAN systems, to mention just a few. They incorporate several features designed to combat environmental challenges, such as durable contacts, watertight seals, rugged metal or thermoplastic shells, and a rm, secure locking mechanism.
Protect the connector

Connector bodies must be able to stand up to the harsh conditions that they will face in the eld. The rugged all-metal bodies and corrosion-resistant thermoplastic shells of Deutsch industrial connectors are manufactured from high-quality materials selected for their ability to withstand years of environmental exposure. The metal connectors are built to withstand the force and shock of hard impacts that connectors face in rough environmental conditions, while the high-grade thermoplastic connectors are lightweight and engineered to be ame resistant and extremely chemical resistant. Deutsch connectors are available in rectangular or cylindrical body shapes, and feature wide operating
temperature ranges, secure locking mechanisms and a positive contact retention system. They have been designed to carry the rated current at maximum rated temperature to provide condence in all applications. Fluid-resistant seals are crucial for connectors working in harsh environments. Deutsch silicone seals and grommets work together to provide redundant barriers to contamination by tting tightly around the wire insulation and connector interface. Resistant to most common industrial and engine uids, they never require potting or dielectric grease, and retain their exibility across a wide temperature range. Deutsch industrial seals create a gastight, watertight, reliable environmental seal that will prevent corrosion and contamination interrupting the continuity of ow. Proper contact alignment is another important aspect of environmentally sealed electrical connectors. Secondary locks snap into or onto the mating face of a connector to help make sure that the contacts slide together properly when the connectors are mated. Many of TEs Deutsch industrial connectors feature secondary locks that are commonly referred to as
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PRODUCTS & SERVICES
wedgelocks or terminal position assurance (TPA). Deutsch secondary locks provide additional stability to both the contact barrel and the mated connectors. A number of Deutsch wedgelocks are offered with keying options, further enhancing their design exibility. A rm, secure locking mechanism able to withstand vibration and shock is critical to maintaining a reliable connector engagement in rugged applications. Deutsch industrial connectors are held together by push-latches or threaded coupling rings, or tightened together by jackscrews. Their locking mechanisms are easy to engage and disengage, and give an audible or tactile signal when they are securely fastened. Once fastened, the locking mechanisms are able to prevent disengagement due to vibration or impact.
Many industrial vehicle manufacturers depend on Deutsch PCB enclosures and headers to protect their complex electrical systems
The common touch

With the wide variety of Deutsch connectors available, it is the consistency of design among the connector series that streamlines production and eld service. The connectors share several elements that simplify assembly, including common contacts, common tooling and common processes. Because most Deutsch connector series use the same processes, contacts and tooling, the time spent training can be reduced and production becomes streamlined and simplied. This consistency in production creates a higher-quality nished product delivering reduced downtime and fewer warranty claims. At the heart of any connector are the contacts. If the continuity of signal and power through the contacts is not maintained, systems and applications can fail. Deutsch contacts are offered in two styles: stamped and formed, and solid. Both contact types use a crimp-style termination, eliminating the need for solder. Designed for high production volumes, stamped and formed contacts are best when used with production tooling. The solid contacts are loosepiece individual contacts designed to be easy to use and eld serviceable. The cold-forming manufacturing process eliminates most random variations, which leads to consistent and predictable performance. The word common is used to describe the Deutsch contact system because the contacts are used interchangeably in many of TE Connectivitys Deutsch industrial connectors and across most of its other connector series. The common contact system improves performance, reliability, and maintainability by reducing changes in the assembly of the wire harness. The use of such a system eliminates many of the failures reported in harnesses where hundreds of different terminations are used. The only variation among the contacts both solid, and stamped and formed types is the size of the terminal, which is dictated by the wire gauge. Deutsch socket terminals
increase service life by providing a stainless steel sleeve over the contact ngers to protect them from damage. To help conrm a proper crimp and achieve the highest performance specications, Deutsch contacts must be crimped with tooling used with Deutsch connectors.
Crimping method
Terminations are crimped in the eld in exactly the same way as in the factory, using the same tools and the same techniques, and with the same ease of operation and certainty of results. The mechanical crimping of contacts is the preferred method as, because no wet process is involved, corrosion is not a problem. No adhesive, ux or additives are used. The strength, accuracy and overall reliability of a crimped contact are controlled by the crimp tool, not the operator. Tooling used with Deutsch connectors is universal, accepting both pins and sockets of many sizes. This tooling makes it possible to crimp contacts anywhere, without special preparation. All Deutsch hand crimp tools provide a tight, complete crimp with minimal effort. For higher production volumes, a pneumatic power crimp tool for the solid contacts,
Cavity arrangements from single terminal to 128 cavities are available
and applicator dies for stamped and formed contacts, are offered. Common processes simplify connector assembly. Once harness builders learn how to assemble one Deutsch connector series, they are quickly able to move to another series without having to go through a lengthy training programme. This cuts down on the time and costs associated with learning new procedures. Process consistency considerably reduces assembly time and simplies eld service. Because even a small degradation in electrical connections can be critical to industrial vehicles, manufacturers are turning to Deutsch industrial environmentally sealed electrical connectors to keep their equipment running. These connectors are increasingly needed as industrial equipment becomes more complex and reliant on electronic control units, CAN systems and onboard communications systems. With a wide variety of industrial electrical connectors to choose from, manufacturers can nd a connector for almost any application. No matter what the environment, these connectors provide the innovative solutions demanded by harsh conditions, offering a novel system of easy-to-use connectors to simplify processes from start to nish. TE Connectivitys Deutsch industrial electrical connectors are available through Ladd Distribution. The company specialises in the sales, distribution, marketing and technical support of industrial electrical connectors and accessories, with a focus on Deutsch industrial connectors. Ladd is dedicated to nding new ways to assist customers at all stages of design-in and assembly of industrial environmentally sealed connectors. Its customer service associates provide specialised support and an exceptional experience whenever customers are placing orders, obtaining quotes and seeking technical assistance. iVT Chad Roberts is communications marketing analyst at Ladd Distribution LLC, located in Kettering, Ohio, USA, with a European location in Munich, Germany
CONTACT www.XXXXXXX www.te.com www.laddinc.com XXXXXXXXXXX.com germany-pic@te.com
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PRODUCTS & SERVICES

JIM CAMERON
Worse for wear

YOU HAVE NOTHING TO LOSE BUT YOUR CHAINS IF YOU DONT LUBRICATE THEM CORRECTLY, THAT IS. BUT NOW, A NEW CHAIN TECHNOLOGY IS HELPING TO LOCK IN THAT GREASE AND GREATLY EXTEND SERVICE LIFE
One of the most demanding applications for any leaf chain is when it is tted to a container handling truck operating in tough dock and port applications. These chains are not only subjected to high loads but also to additional shock loads. The addition of spreader units or other attachments results in the chain always being under load, even when not lifting. Some trucks often operate on uneven ground with poor surfaces, and even on relatively good surfaces, trucks transporting high loads over a long distance are likely to suffer fatigue problems on load-bearing components. When leaf chain link plates are punched out, the edge of the plates and pin holes have a small angle on them. This is commonly known as the draft angle and enables the plates to be ejected from high-speed tooling. The link plates used in most high-quality leaf chains have a secondary operation to reduce this angle and thereby minimise any negative effect. The greater the angle, the more inconsistent the contact will be between the pin and the plates. This inconsistent contact will reduce the total area taking the load, resulting in greater bearing pressure. Most manufacturers of high-quality chain try to keep this angle to a minimum but some variance is inevitable. On the larger pitch, wider leaf chains typically found on container handling trucks, this inconsistent high bearing pressure will result in rapid wear and generate turned pins. When a pin is extracted from a chain used in this way it can resemble a camshaft. Figure 1 illustrates the severe wear created in this situation. Often tucked away deep in the back of most chain manufacturers catalogues, chain application design guides will usually include sections indicating the maximum internal bearing pressure. For leaf chain this value is calculated using the theoretical pin bearing area, obtained by multiplying together the
SEB SuperEndurance leaf chain has solid seamless bushes and O-ring seals which keep the grease locked inside the bush
plate thickness, total number of articulating plates and pin diameter. This calculation assumes that 33% of the pin circumference is in 100% contact with the theoretical link plate surface a situation that mostly does not exist. The maximum load to which the chain will be subjected is then divided by the calculated bearing area to give the resultant bearing pressure. When this value is too high, lubrication becomes less effective, which results in rapid chain wear and considerably reduced chain life. High bearing pressure in arduous applications will also increase the likelihood of unexpected fatigue failures.
Getting under the surface

Lubrication of container handling chain is often problematic. The tall masts are hard to reach without specialist access equipment and the tting of mast attachments, such as spreaders, results in the chain always being under tension. In these circumstances even high-quality chain lubrication cannot penetrate the area where it is most needed between the chain links and pins. It is therefore not uncommon to nd an apparently well-maintained chain that looks wet with lubricant on the outside to be completely bone dry on the internal bearing surfaces. Simply ensuring that a chain is slack either during or shortly after lubrication will give the lubricant a good chance of penetrating the bearing surface, which will have a
FIGURE 1: Worn-out pin
massive benecial impact on container handling chain. The reality is that most chain performance issues are application and maintenance related. Service managers are aware that there is a great difference between theory and practice. To combat the difculties encountered with normal chain used on container handlers, FB Chain, a supplier to three of the worlds top ve forklift OEMs, has developed the new SEB chain. SEB chain is constructed differently from normal chain, with internal bushes connecting each pair of inner plates. This radical assembly method ensures that the maximum plate bearing surface is in contact with the bearing pin. SEB chain also has the addition of O-ring seals that are assembled only after each link hole is individually lubricated. The addition of these O-ring seals helps keep the grease locked inside the chain between the bush and the pin. By ensuring that the lubricant remains where it is most needed on the internal bearing surface of the chain the wear rate is greatly reduced and the service life is extended. The use of O-rings to keep lubrication is place is not new. They have been used in some motorcycle chains for many years, but this is the rst time they have been used in a leaf chain. SEB chain is almost maintenance free, requiring lubrication only to help the plates articulate and reduce noise as the chain runs over the pulley sheave.
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PRODUCTS & SERVICES
Measure for measure

To measure chain accurately using a tape or steel rule, an inspector need to be ambidextrous, and perhaps also have three hands and two sets of eyes. It is therefore not surprising that there are visual errors when trying to measure chain elongation using this method, considering that 0.25% wear is only 0.75mm over 300mm and when inspectors are operating 5m in the air in a dark warehouse or on a cold wet dock, it is almost impossible. That is why chain wear gauges are so popular. They are used by forklift truck and other materials handling service engineers and technicians to track chain wear at each service. When a chain is shown to have worn excessively, it must be replaced. According to FB Chain, its Professional Chain Wear Gauge is widely recognised as the most accurate, reliable and simple-to-use tool of its kind on the market, and is the instrument recommended by Chas Day of Consolidated Fork Truck Services (CFTS), the joint venture between the British Industrial Truck Association (BITA) and the Fork Lift Truck Association (FLTA). Day, an acknowledged expert on the Thorough Examination of forklift trucks in the UK, comments: Most chain wear gauges only tell you if a chain is worn or not worn. The FB chain wear gauge makes it easy to decide if a chain could be dangerously worn out before the next service, leading to the equipment being operated hazardously. Whenever I have a Thorough Examination managers course, I always recommend the FB gauge as the best chain gauge for engineers to use. I consider it to be the industry standard and, as such, all 340 CFTS member companies use the FB gauge. The FB chain gauge incorporates V-jaws for positive location in the pins. This means that the gauge always locates on the centre of the relevant pin, ensuring accurate results. The percentage elongation is directly shown in the percentage wear window, again ensuring complete clarity.
The FB chain wear gauge enables checking of chain wear at each service
An FB test rig that simulates the action of a forklift mast was used to evaluate SEB chain. In the test, a standard FB BL1644 leaf chain operated with an 8000kgf load (1/8th of its ultimate tensile strength, a common safety factor used in port equipment), at a speed of six cycles per minute. The test was then repeated using FB BL1644 with the SEB construction. In both tests the percentage elongation was measured every 5,000 cycles. Figure 2 shows the comparison. After 15,000 cycles the performance of the chains varied considerably. At 80,000 cycles, the elongation of the SEB chain was only 20% of the standard chain (which seized). At 200,000 cycles the test was nally stopped on the SEB chain. At this point, the elongation
was still only 30% of the standard chain, which had only completed 80,000 cycles. SEB chains are also performing well in the eld, but due to their greatly extended life it will be a number of years before good eld data is available to support the test-rig results. Although salt spray and airborne saltwater droplets introduce chloride ions to metal surfaces, it is not only equipment working directly on docks and harbours that is affected airborne sea spray saltwater droplets can carry inland from the coast. When combined with elevated temperatures, the salt leads to rapid atmospheric corrosion. In the worst cases this leads to stress corrosion cracking, which is often mistaken for fatigue failures.
To combat this, SEB chains have a SuperShield coating that involves a three-stage process in which leaf chain is pretreated, applied with a coating and nally receives a further top coat. A similar zinc ake process is now widely used in the car industry on underbody components and brake housings. In FBs test cabinet, which is designed to simulate the harsh, corrosive environments encountered on the dockside, standard leaf chain begins to rust after around 12 hours and a zinc-plated leaf chain after around 70 hours. However, FB SuperShield corrosion-resistant leaf chain will stay rust-free even after a minimum of 500 hours in the same cabinet. Under normal circumstances this is the equivalent of ve years without rust.
Pouring oil on troubled waters

Standard port chain
SEB SuperEndurance Chain
Cycles
FIGURE 2: Comparison of chain elongation with and without SEB technology
Most chain manufacturers supply chain to lift-truck makers with a very light oil to prevent it rusting in storage. From there on, lubrication and maintenance is at the core of most leaf chain performance issues. FB Chain has carried out a number of tests, including running chain dry on its test rig. Results show that adequately lubricated leaf chain lasts up to 60 times longer than dry chain. But when FB rst discussed these ndings in the marketplace, the company was surprised to nd that its best test-rig oils did not always perform well in the eld. Many trucks, working outdoors, were having the lubrication washed away. This motivated the company to carry out further, more focused, tests. After oiling the chain, testers
Elongation
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PRODUCTS & SERVICES
FIGURE 3: Test 1: oil A after 40 hours; Test 2: oil B after 40 hours; Test 3: oil C after 15 hours
rinsed it with water for one minute before spraying it with a hot salt-water mist at regular intervals. The aim of this particular test was to recreate the conditions of outdoor or cold store use. The accelerated ndings enabled FB to assess the corrosion resistance of its leaf chain without having to resort to leaving it outside for several months or even years (Figure 3). In the tests, oil C performed well in the chain wear experiment although it could not provide sufcient protection against corrosion. This was thought to relate to its lower viscosity, which helped the lubricant penetrate between the pin and plates but was too easily removed by the water rinse. Oil A performed best from a corrosion point of view but, surprisingly, was by far the worst-performing oil in the wear rate test. So it was oil B that provided the best balance between corrosion protection and wear resistance. This oil stayed in place longest when operating on chain in real working environments, leading to longer chain life. All FB leaf chain is therefore now supplied with a blend of lubrication based on oil B as standard.
While undertaking this exercise, the company found that the majority of chain lubricants have primarily been produced for transmission chain or motorcycle chain applications. The loading and operations of leaf chain, however, demand a lubricant that possesses completely different properties from that of transmission and motorcycle chain. Indeed, many leaf chain applications need some form of special lubrication and specic servicing plans. Under normal circumstances, FB Chain does not sell or recommended chain oil. It is, however, happy to work closely with clients and is able to discuss the various options that may be available for any particular application, based on its extensive knowledge and experience of eld service. ALT
A member of BITAs Technical Policy Committee, Jim Cameron sits on BSI committee MCE1, which deals with all chain-related standards, and is a regular attendee of ISO chain standardisation committee meetings
CONTACT www.fbchain.com sales@fbchain.com
SEB SuperEndurance Chain
NEW ERA OF PORT CHAIN
ADVANCE SOLUTION PORT CHAINS SAVE MONEY SAVE TIME SAVE ENVIRONMENT
FB
Find out more by visiting
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PRODUCTS & SERVICES

ROSSELLA SOLECKI
Graphic and novel

YOU CANT BEAT A NICE, EASY READ AND THESE INNOVATIVE AND CUSTOMISABLE IN-CAB DISPLAYS MAKE VIEWING OPERATING DATA A REAL PLEASURE
With its new product range of displays with colour TFT technology, Bauser grants operators increased comfort in visualisation and operation. Modern display screens, such as 2.8in, 3.5in and 4.3in colour-transmissive TFT LCDs, in different resolutions, i.e. QVGA 240x320 or 320x240 pixels and WQVGA 480x272 pixels, incorporate 16-bit colour to provide 64,000 colours. The white LED backlight produces a range of brightness levels, starting at 350cd/m2, and is upgradable to provide a clear view irrespective of the viewing position, and even from wide viewing angles. A highly efcient graphics controller with a direct 16-bit parallel interface for data transfer benets from a low-power ARM-core processor with a large ash and RAM memory to enable fast and icker-free image composing. Not only will the quality of data and graphics indication be improved in design, colour and resolution, but the interactive communication between human and vehicle is enhanced. Bausers graphic tools enable OEMs to tailor the user interface to their own requirements for increased exibility. For instance, via the integrated CANbus interface, the displays can be used to advise the user of Tier 4 emissions-control features. The next steps will be to design a platform that offers the user a command structure similar to that on a smartphone, and implement a video-input for a camera connection. These displays are highly applicable in operating ambient temperatures of -30 to +85C and can resist
LEFT: Bauser Type 909 enhances interactive communication BELOW: Type 818, featuring a 3.5in TFT colour display, two inverted TN displays, 19 warning lamps, two backlit buttons and CANbus communication BELOW LEFT: Type 819 features a monochrome dot-matrix or 2.8in TFT colour display, with 13 to 15 LEDs, backlit buttons and CANbus communication
high shock and vibrations. The IP67 front protection of the casing provides a resistance to highpressure cleaning and salt spray, and the rear casing can be made resistant up to IP65 by using a special sealed connector and Gore-Tex membrane.
Just your type

Following their recent launch, Bausers Type 909, Type 819 and Type 818 product ranges are already proving to be a resounding success in the market, due to their favourable price/performance and ergonomic design. The company delivers increased comfort for the visualisation and operation of functions in utility vehicles and industrial trucks, by providing modern colour display technologies with wide viewing angles and the ability to operate at vast temperature ranges, as well as powerful, low-power ARM core processors that operate a state-of-the-art software framework for the HMI, large ash memory and RAM, several analogue/digital I/O signals, audible alerts and up to two CANbus interfaces. The extensive range of casing sizes and custom front fascias guarantees a custom design of the standard units, tailored to OEM requirements. Designed and produced to withstand the harshest environmental requirements, and undergoing special hardware treatments and production procedures, they are resistant to severe shocks, vibrations and extreme use. The IP67 front protection provides resistance to high-pressure cleaning and salt spray, and the rear can be resistant up to IP65 by using a special sealed connector and a particular Gore-Tex membrane. With Bausers new instrument clusters with TFT colour display, it isnt just the quality of graphics and data indication that will be improved in design, colour and resolution there is also a very modern take on interactive communication between operator and vehicle. ALT Rosella Solecki works in product management at Bauser, which she joined 16 years ago
CONTACT www.bauser-control.de mail@bauser-control.de
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... KNOTT brakes.

KNOTT develops and makes brakes for stacker trucks of all sizes even for giant transshipment machines such as reach stackers and container stackers. A container can weigh up to 45 tonnes, like the one suspended under the spreader of the reach stacker in the picture. Add this to the weight of the vehicle itself, and the all-up weight can easily exceed 100 tonnes. Even when confronted by challenges of these proportions, KNOTTs development engineers are in their element. Thats why durable, tailor-made KNOTT brakes are giving proven service in countless machines for container handling operations. To this must be added not only our guaranteed ability to go on supplying parts for decades, but also the unqualified reliability and cost effectiveness of KNOTT systems. It would give us great pleasure if we could also count you as one of our customers. We are there for you. You can reach us by phone on +49 80 56/906-0.
INDEX TO ADVERTISERS
We make your brake

www.skpwerbung.de
www.knott.de
ABT Products Ltd ................................................57 Advanced Lift-Truck Technology International Online Reader Enquiry Service .................. 47, 71 Bauser GmbH & Co KG .......................................25 Bosal-Sekura Industries A/S ..............................36 Caldaro ................................................................36 Curtis instruments Inc ..........................................4 Dana Corporation......................Inside Front Cover Electric & Hybrid Vehicle Technology Expo 2013 .........................................................66 elobau GmbH & Co. KG ...........Outside Back Cover EnerSys Holding Europe GmbH..........................47 FB Chain Limited ................................................69 IFPE 2014 .................................. Inside Back Cover Knott GmbH ........................................................71 Marzocchi Pompe SpA ........................................13 MTS Sensor Technologie GmbH & Co KG.............3 T.E.Connectivity ...................................................25 Tata Steel ............................................................39 The Battery Show 2013 .......................................51
BULLETIN BOARD
BULLETIN BOARD
ELECTROMAGNETIC BRAKES PUSH NEW LIMITS
In recognition of the debt it owes to its customers, and the increasingly important role played by electromagnetic brakes in the forklift truck market, Knott has now begun to offer this technology. And, as a specialist for bespoke solutions, the company has also developed an electromagnetic hybrid drum brake. The reason is simple: electric lift-trucks in all their many variations are increasingly being supplied with electromagnetic disc brakes, making it a market development that we see as an
Knott now also offers electromagnetic brakes as service, and parking brakes with a brake torque range from 5-1,500Nm
essential part of our product portfolio, as Stephan Raab, sales and application manager at Knott, puts it. Therefore we offer not only hydraulic and mechanically operated brakes, but electromagnetic ones too. And they can all be used not only as service brakes, but also as parking brakes, with a braking torque range from 5-1,500Nm; along with Knotts usual exceptional quality. Beyond the standard electromagnetic brakes, Knott has also developed a premium solution for this segment: an electromagnetic hybrid drum brake. Unlike normal electromagnetic brakes, which soon reach their performance limits, its new hybrid brake exceeds these limits in service. Within the same installation space envelope, it can achieve double the braking torque, and is extremely easy to maintain all of this without the need for any hydraulics. This proves, Raab remarks, that even with new products such as electromagnetic brakes, we will remain true to our roots, and develop exactly the brakes that the customer needs! As our slogan says: We make your brake.
Knotts premium solution: an electromagnetic hybrid drum brake. Within the same installation envelope, it achieves double the braking torque compared with standard electromagnetic brakes
ENQUIRY No. 501 Knott GmbH www.knott.de s.raab@knott.de
QUICK-RELEASE COUPLINGS GUARANTEE NO SPILLAGE

In materials handling applications, it has now become necessary to develop innovative technological solutions for several problems that may commonly occur in a variety of situations. As a consequence, the technical solutions adopted for developing and manufacturing the new Faster FHV series quick-release coupling must meet the highest standards, because quick-release couplings represent the interface between the machine (power source) and the hydraulic attachment. Homologation tests have conrmed the best performance of FHV screw-on couplers: User-friendly, with Rd thread and safety sleeve; Female adaptor free in rotation; Excellent corrosion resistance; Polyurethane sealing technology; Maximum working pressure up to 46MPa, and minimum pressure drop; High burst resistance. Fasters FHV screw-on couplings are characterised by the perfect atness of the shut-off valves adopting the at-face valve technology. This product concept guarantees no spillage or air inclusion during line dis/connection due to the at-face valves. Cleaning is simpler, due to the atness of the mating surfaces, while the female valve is blocked within the coupling by using a pair of patented semi-guides made of sintered steel, which grants a greater ow cross-section. Faster FHV screw-on couplings are available with a wide range of threaded adaptors such as BSP, metric, NPT, SAE, flange and flange head. They can also be equipped with dust protection caps (on request) in two different choices: aluminium screw-on caps, and PVC rubber plug.
ENQUIRY No. 502 Faster www.faster.it faster@faster.it
72
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- maximum versat ility and m odular ity - lef t and r ight hand versio n - push buttons and thum bwheels can be combined, customised and fully illuminated according to your applicat ion - all controls are based o n Reed or Hall ef fect for harsh env i ro nment - can be delivered w ith integrated CAN module & capacit ive presence detect ion - shell and control colou rs can be specif ied - opt ional redundancy fo r safety applicat ions - can be f itted on heavy and medium duty joyst ick bases
Sensors and Electronics

magnet ic actuated senso rs up to IP 69K machine safety solut ions fuel senders level sw itches for hydrau li c tanks push buttons complete armrest contro l hand throttles CAN-Bus, discrete and analo g output
Safet y Sw itch es Angle Se nsors
Tilt Sw itches
Safet y Co nt ro l Units
GmbH & Co. KG Ze p p e l i n s t r. 4 4 88299 Leutkirch Germany
+49 7561 970-0 +49 7561 970-100 w w w.e l o b a u .co m info@elobau.de

2013-08 IVT MAt Handling

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ADVANCED

An IVT International publication

FORKLIFT TRUCKS | AGVs/SGVS | CONTAINER HANDLING

EFFICIENCIES you may not see, but will surely NOTICE.

CONSTRUCTION MATERIAL HANDLING MINING AGRICULTURE FORESTRY

2013 Dana Limited

FUEL FOR THOUGHT

COVER STORY p40

NEWS & FEATURES

Advanced Lift-truck Technology International 2013 SHOWCASE www.iVTinternational.com

An IVT International publication

FORKLIFT TRUCKS | AGVs/SGVS | CONTAINER HANDLING

Advanced Lift-truck Technology International 2013

CONTENTS PRODUCTS & SERVICES

58 THE WEIGHT IS OVER

67 WORSE FOR WEAR

54 A MUCH NEEDED BOOST

70 GRAPHIC AND NOVEL

56 TEN YEARS AFTER

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SEE THE LIGHT

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Advanced Lift-truck Technology International 2013

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Perfect proving ground

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Military hardware goes civilian