Norrköpings Hamn och Stuveri AB står inför en stor utmaning då verksamheterna i Norrköping delvis ska konsolideras till Pampusterminalen på Händelö på grund av det nya stadsdelsprojektet i Inre hamnen. Tillkommande verksamhet kommer göra anspråk på terminalyta, något som idag inte finns tillgängligt i Pampusterminalen. Dessutom är visionen för containerterminalen att den årligen hanterade volymen ska öka till 154 000 TEU år 2025 från dagens årligen 70 000 TEU. Det har i det här examensarbetet undersökts för de fysiska möjligheterna att ersätta dagens hanteringssystem där Reachstackers används, med ett modernare och mer hållbart elektriskt RTG-system, samt hur RTG-systemet skulle påverka containerhanteringen. Dessutom har en investeringskalkyl upprättats för att reda ut de ekonomiska effekterna av ett byte. Med hjälp av ett antal kapacitetsberäkningsmodeller har det visat sig att NHS i ett NHS i ett framtida skede bör ha möjlighet att hantera 154 000 containrar med cirka 1 400 TGS och fyra RTG-kranar. De totala inköps- och installationskostnaderna för fyra RTG-kranar skulle uppgå till cirka 60 000 000 kronor. Investeringskalkylen resulterade i ett nettonuvärde på 20 905 550 kr vilket är att betrakta som lönsamt. Baserat på insamlat underlag till den här undersökningen är det därför rekommenderat att NHS går vidare med planerna på att byta hanteringssystem för containerdepån.

Nowadays the needs to fulfill severe emission standards and to reduce the mobile machine operative costs have driven the off-highway industrial research towards new solutions able to increase the overall vehicle efficiency. Within this scenario, smart power split transmissions demonstrated to be a very attractive technology able to achieve the fuel consumption reduction targets, increasing the machine working cycle productivity. Compared to the standard technologies (such as Torque Converters - TC), the power split hydromechanical varible transmissin (HVT), designed and developed by Dana Rexroth Transmission Systems S.r.l. (DRTS), is able to fully decouple the engine to wheel behavior during the machine working cycle, with an higher efficiency than a pure hydrostatic transmission. Due to this fundamental characteristic, the HVT allows the engine to work next to the maximum efficiency point, consequently it is possible to downsize the engine to further increase the fuel saving. The analysis of the field test performed by an off-highway vehicle (Kalmar Cargotec DRG Gloria 450 reachstacker) equipped with a DRTS HVT has been shown along this paper; particular attention has been given to the cycle load spectra, the fuel consumption and the working cycle productivity through a comparison with standard TC technologies.

Nowadays the needs to fulfill severe emission standards and to reduce the mobile machine operative costs have driven the off-highway industrial research towards new solutions able to increase the overall vehicle efficiency. Within this scenario, smart power split transmissions demonstrated to be a very attractive technology able to achieve the fuel consumption reduction targets, increasing the machine working cycle productivity. Compared to the standard technologies (such as Torque Converters - TC), the power split hydromechanical varible transmissin (HVT), designed and developed by Dana Rexroth Transmission Systems S.r.l. (DRTS), is able to fully decouple the engine to wheel behavior during the machine working cycle, with an higher efficiency than a pure hydrostatic transmission. Due to this fundamental characteristic, the HVT allows the engine to work next to the maximum efficiency point, consequently it is possible to downsize the engine to further increase the fuel saving. The analysis of the field test performed by an off-highway vehicle (Kalmar Cargotec DRG Gloria 450 reachstacker) equipped with a DRTS HVT has been shown along this paper; particular attention has been given to the cycle load spectra, the fuel consumption and the working cycle productivity through a comparison with standard TC technologies.

The thesis has been done in collaboration with Kalmar Solutions AB and is a conceptual study that aims to design a hydraulic steering arrangement for the reachstacker DRG 450 where each wheel is steered independently of each other. This is done in order to reduce tire wear by achieving an Ackermann steering geometry; lesser tire wear reduces costs for customers. When steered independently of each other the same steering arrangement could be used on multiple different wheelbases while still achieving an Ackermann steering geometry. During the thesis, calculations for required steering angles and their required piston strokes has been done by creating a geometrical model of the steering arrangement. CAD-modeling and kinematic simulations of concepts has been conducted with CATIA R2024x where the concepts movement when turning could be simulated. Three main concepts of the steering arrangement were studied and developed during the thesis. Kinematic simulations concluded that by changing to two independent cylinders, along the same axis, and redesigning the steering knuckles could allow for the same steering arrangement to achieve an Ackermann steering geometry for multiple different wheelbases. This reduces tire wear and turning radius when compared to the current steering axle. Having the cylinders along the same axis proved to be best because less redesigns were needed and mainly no major redimensioning of the steering arrangement or chassis were needed.

This thesis has been carried out together with Kalmar Global’s Innovation Center and covers a concept study about weight reduction of the telescopic boom of the Reachstacker DRG 450.The reason for this weight reduction is to ease Kalmar’s transition from fossil fueled to electric driven vehicles since less weight reduces energy consumption and leaves more room for batteries. The main focus of the study is to test a wide array of cross sections for the boom with the aim of weight saving. During the thesis both meshless and traditional finite element calculations are used when utilising simulation-driven design to optimise the boom. The study concludes that using a narrower octagonal cross section, improved material quality and adapting the positions of the mounts can decrease the weight by 23% with also decreasing the material cost by 13%.