College of Engineering

Department of Mechanical and Aerospace Engineering

MAE-416, Section 003

Mechanical Engineering Design II

Prepared for Daimler Truck

Cab Download Improvement

Written By: Kyle Dale

Christian Martin
Claire Kabrich
Samantha Pendergrass
Jinwook Jung

April 7th, 2023

 Table of Contents
1. Introduction 2
1.1 Background 2
1.2 Problem Statement 4
1.3 Literature Review 4
1.4 Personnel 9
1.5 Design Methodology 11
1.6 Schedule 13
2. Optimization 16
2.1 Feasibility Study 16
2.2 Optimization Methods 20
3. Modeling and Simulation 22
3.1 Description of Design 22
3.2 Simulation 26
3.3 Analysis 31
4. Materials and Design for Manufacturing 36
4.1 Assembly Details 36
4.2 Material Selection 43
4.3 Mechanisms 46
4.4 Design for Manufacturing 48
5. Prototype Testing 50
5.1 Test Design 50
5.2 Statistical Analysis of Data 51
6. Economics/Cost 52
6.1 General Economics 52
6.2 Cost 53
7. Quality Engineering 55
7.1 Deliverables 55
7.2 Safety 55
7.3 Impact on society 56
7.4 Ethics 58
8. Concluding Remarks 59
References 60
Appendices 65
Appendix A: Shop Safety Rules 65
Appendix B: NSPE Code of Ethics 76
Appendix C: Battery Manufacturer Safety and Storage 78

1
1. Introduction
1.1 Background
Daimler Truck NA is a commercial vehicle manufacturer founded in 1942.6 Valued at 20.9 billion
USD, Daimler Truck NA currently employs 34,015 workers and has 11 facilities around North
America. 7

For the NC State Senior Design project, our group will be working with the Cleveland Truck
Manufacturing Plant. Founded in 1982, this facility is the largest Freightliner Trucks
manufacturing plant in the U.S and houses 2,142 employees.3 The Cleveland Plant produces
mostly Freightliner Class 8 Trucks, including the Cascadia®, Columbia®, Coronado®, Argosy®
cab-over-engine models and the Cascadia® Natural Gas.3 They also produce non freightliner
models such as the Western Star 4700 and Western Star 4900 trucks.3

The “Cab Download” stage is the final stage of the Final Cab line in which the drivers
compartment of the truck, called the Cab, is lowered and placed onto dollies before installation
processes commence. Models of the dollies and a representation of this process is shown in
figures 1,2, and 3. Today, two operators must position both dollies simultaneously so that the
Cab is placed correctly, while also lowering the crane. The positions of these dollies depend on
the size of the cab coming down and is not the same every time. Operators are looking for a
new way to relieve themselves from physical fatigue and heavy multitasking during this process
to maintain efficiency and stay safe.

FIGURE 1.1.1: Rear Dolly

Figure 1.1.1 is a CAD drawing of the rear dolly used in the cab downloading process

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 FIGURE 1.1.2: Front Dolly
Figure 1.1.2 is a CAD drawing of the front dolly used in the cab downloading process

FIGURE 1.1.3: Download Process

Figure 1.1.3 is an image of a cab being lowered onto the front and rear dollies

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1.2 Problem Statement
The purpose of this project is to design a durable system that will be used in the downloading of
different truck cab models. The solution will improve safety, efficiency, and ergonomics for the
operators when guiding cabs onto dollies.

The prototype is subject to the following constraints:

● Comply with Daimler and OSHA safety standards
● Be operated by two (or one) associates
● Remain within $800 budget
● Maintain or reduce current cycle time (5 mins)
● Durable enough to work with dollies handling 300-700 lbs
● Removable and repeatable
● Fit various sized cabs (day cab, 36”, 48”, 60”, 72”)
● Does not significantly modify existing dollies
● Fit in 170” by 560” operating area

1.3 Literature Review

Critical Component: Aluminum Extruded Rails
Patent No. 2652 - Extrusion Process18

FIGURE 1.3.1: Bramah Hydraulic Press

Figure 1.3.1 is an image of the Bramah Hydraulic Press20

Joseph Bramah developed a method to pump beer from cellars to the parlors using a hydraulic
press. In order to fabricate the hydraulic press, he also developed a patent for extruding tin and
lead under pressure to create extruded rods.

4
We can use Bramah’s similar extrusion method as a critical component within our design -
Aluminum Extruded Rails. Aluminum rails can keep our design lightweight and durable, and the
extrusions serve as a common mounting point to attach the adjustable locking pin mechanism to
the aluminum frame.

Critical Component: Caster Wheels

Patent no. US9649881B2 - Caster Wheel38

FIGURE 1.3.2: Caster Wheels

Figure 1.3.2 is a diagram of the Caster Wheels from Patent no. US9649881B238

A caster wheel is designed with a wheel mount and bearing plate, one of their biggest perks
being versatility. The wheel can move in any direction making them very compatible with many
designs.

The versatility of caster wheels is fundamental to our design, as we need our design to move
easily and efficiently across a flat surface. Lots of minor adjustments will need to be made rather
than a straight forward and backward motion, and the caster wheels are very compatible with
making minor adjustments.

5
Critical Component: Pins to Slide into Dollies

Patent no. US8453481B2 - Padlock37

FIGURE 1.3.3: Padlock

Figure 1.3.3 is a diagram of the Padlock from Patent no.US8453481B237

Glenn Meekma created a Padlock, which is a locking mechanism that has a shackle that can be
fit around various places or objects in either a locked or unlocked position. The Padlock can
only be unlocked by either the use of a key or a combination code.

A unique trait of the Padlock is the shackle and shackle hole, a precision tolerance fit that
prohibits any external movement. With our design, we can use similar traits atop our aluminum
extruded rails - precision fit pins that can slide along the aluminum extruded rails that fit and lock
into the hollow rectangular sections of the dollies.

6
Critical Component: Telescoping Rod

Patent no. US1578781A - Telescopic Fishing Rod34

FIGURE 1.3.4: Telescopic Fishing Rod

Figure 1.3.4 is an diagram of the Telescopic Fishing Rod from Patent no.US1578781A34

Charles Tredwell developed a method to improve the construction of fishing rods, by having
collapsible joint connections to adjust and extend the overall length of a fishing rod. In the
diagram there are cylindrical pieces that smaller sections of the rod fit into to add to the overall
length.

This idea was incorporated into design 1, as design 1 consisted of a joint connection that
supported two long sections of rectangular tubing. This is a key process in the adjustability of
design 1, as the rectangular tubes could slide out of each other and match corresponding cab
lengths with milled out holes and a pin that could lock the lengths in place.

7
Critical Component: Linear Rail Motor

Patent no. US6619147B1 Linear Actuator36

FIGURE 1.3.5: Linear Actuator

Figure 1.3.5 is an image of the linear actuator from Patent no. US6619147B136

This design consists of a motor attached to a rotation to linear conversion mechanism. The
rotational movement to linear movement is accomplished with a nut and a screw. As the nut is
rotated onto the screw, it moves in a linear direction.

This idea was incorporated into design 3, in which a telescopic bar, connected on one side to a
dolly attachment piece and on the other to the linear actuator to provide lateral dolly motion.
This motor would then be controlled by the operator to make adjustments to the dolly’s position
without the need for the operator to reach under the cab.

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1.4 Personnel

Kyle Dale
Role:
● Team Leader
● Welder
Work Experience:
● Engineering Technician Intern for Group Trucks Technology
for Volvo Trucks North America (NC)
● Nuclear Engineering Research Assistant at NC State (NC)
● Biophysics Research Assistant at Wesleyan University (CT)
Extra Curricular Activities:
● NC State Club Ski
● NC State Club Lacrosse

Samantha Pendergrass
Role:
● Sponsor Contact
● Machinist for Lathe
Work Experience:
● Mechanical Engineering Intern for Danfoss Drives - Research
Triangle Park
Extra Curricular Activities:
● ASME Student Section at NCSU - Secretary

Claire Kabrich
Role:
● Instructor Contact
● Machinist for Mill
Work Experience:
● Manufacturing Engineering Intern for Oxinium Knee Implants at
Smith & Nephew
● Grief Engineering Specialist - Electrical Panel Wiring
Extra Curricular Activities:
● Group Fitness Trainer at NCSU Wellness and Recreation
● NCSU Intramural Soccer

9
Jinwook Jung
Role:
● Treasurer
● Fabricator for Drill Press
Work Experience:
● ROK Army - Personnel administrator/Squad leader
● Undergraduate researcher at NCSU - Additive Manufacturing
Extra Curricular Activities:
● NCSU Intramural Soccer

Christian Martin
Role:
● CAD Specialist
● Fabricator for Saws
Work Experience:
● Undergraduate Research Assistant NCSU
● Engineering Intern Mohawk Industries
Extra Curricular Activities:
● NCSU Intramural Basketball
● Weight Training

10
1.5 Design Methodology

Below is the flowchart that describes our plan of steps to our design.

FIGURE 1.5.1: Design Flow Chart

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The flowchart in figure 1.5.1 begins with the problem statement (1.2), which we developed as a
class and includes the areas of improvement for the cab download as well as the constraints
under which the solution must be designed. Following the formulation of the problem statement,
the process advanced to the feasibility design review (2.1).

In the feasibility study, each teammate designed and proposed a solution to the cab download
problem. Then we met as a group to go over and discuss each design using the optimization
criteria from the problem statement. We used the optimization criteria to create a decision matrix
(2.2), which we used to pick our top design. We considered all of our design criteria for the first
design.

After our preliminary design was complete and we toured the Daimler Trucks Plant, we reviewed
our design with the considerations that we saw were the most important. They included budget,
cycle time, removability, and fitting in the operating area. We included the budget because our
mechanism includes a lot of motors and steel framing which is costly. The other three
considerations were chosen because our mechanism is large and must be maneuvered in and
out of position every cycle.

After our critical design review, we considered a few more aspects such as materials, durability,
and DFM. As we got closer to the prototype construction, we thought of the things that would be
the most critical parts of our design. For example, for materials, our framing is wood for budget
purposes, so we have to make sure it is durable enough to withstand prototype testing. We also
considered DFM because we want the prototype to be easily constructed and minimize complex
parts and assemblies.

After we reviewed these items, we began constructing our prototype and while building it we
realized one of the biggest aspects we needed to address was the ability of our design to
accommodate all cab sizes. Since our design moves both dollies simultaneously, our design will
have to extend to the largest and retract to the smallest cabs.

We addressed this constraint with a pin mechanism which was the final detail for our prototype
assembly. We have successfully completed construction and are ready to formally present on
senior design day.

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1.6 Schedule

FIGURE 1.6.1: Gantt Chart 1

Figure 1.6.1 describes the schedule for the first phase of the project design. The creation of the
problem statement was done the week after the company sponsors came to introduce the
project. It encompassed everything Daimler Trucks was looking to improve on as well as the
constraints for designing a solution.

After the problem statement was created, the teams were assigned and we began to work on
the feasibility study. This was the process where we all designed a solution and proposed it to
the team. Then we picked the best solution using the design matrix and started the group
feasibility. While doing this, we all put some input into the design and prepared a presentation
for Daimler Trucks sponsors to pitch our idea and receive feedback.
The longest task in the first phase of the design was to go through all of our individual feasibility
designs and choose the best design which was a combination of a few designs. After this task
was complete we were able to create our SolidWorks files and presentation for the group
feasibility design review.

FIGURE 1.6.2: Gantt Chart 2

Figure 1.6.2 describes the schedule for our second phase of the project design. We started by
completing the group preliminary design report. Then we went on a plant tour at Daimler Trucks,
where we saw the cab download process in person and received more insight on what our
design should do. We got feedback from the operators and plant workers about things they
noticed and wanted to see improved. We used this feedback and insight to create a new
SolidWorks design for our PDR presentation. We went away from our FSR design and created
an improved design based on the needs of the workers and cab download process. After our
presentation we received feedback and started our critical design review.

13
The deadlock task in the second phase of the design process was the plant tour. After the plant
tour, we changed all of our ideas on the design for the project and were able to move forward.
We were then able to create the new SolidWorks design and presentation for the preliminary
design review.

FIGURE 1.6.3: Gantt Chart 3

Figure 1.6.3 describes the third phase of our design project which is focused around the critical
design review. After our PDR presentation, we refined our design even more, making it
dimensionally correct. We also added more automation to make it easier for the operators to
use. After the SolidWorks was updated we created the CDR presentation for the sponsors. After
we presented our CDR presentation, we received positive feedback from the sponsors which
encouraged us to continue refining our current design. We finished off the first semester by
completing our CDR report.

The longest task in this phase of the project was the SolidWorks design. We had to refine our
design so that it was dimensionally correct. Computing all of the tolerances and dimensions for
the SolidWorks assembly took the largest amount of time and after it was completed we were
able to create the presentation and update the report.

FIGURE 1.6.4: Gantt Chart 4

Figure 1.6.4 describes the fourth phase of our design project which is focused around the
mockup model presentation. This was the first stage of our Spring semester and we had to
complete it before we began building our full sized prototype. Before we constructed our
mockup model, we had to get together all of our shop drawings so that we would be ready to
fabricate our project in the shop once that phase began.

We decided to 3D print a scaled down version of our design for the mockup model presentation.
The process of 3D printing our design was the deadlock task for this phase of the project
because we were unable to assemble our mockup model until every part had been 3D printed.

14
After we had all of our parts, we assembled our mockup model by gluing the 3D printed parts
together and created our presentation. After this phase was completed we started constructing
our prototype.

FIGURE 1.6.5: Gantt Chart 5

Figure 1.6.5 describes the fifth phase of our senior design project which was focused around
completely constructing our prototype. We started by ordering some of the parts which we knew
we would need to complete our prototype. This was the deadlock task for this phase of our
design because we could not completely construct our prototype without all of the parts we
ordered.

The days of prototype construction usually consisted of cutting the wood framing, welding metal
parts of our design, and drilling any necessary holes for our support structures. Our design was
successfully completed at the first prototype presentation date and we successfully
demonstrated the ability of our design to move both dollies.

FIGURE 1.6.6: Gantt Chart 6

Figure 1.6.6 describes the sixth and final phase of our project which was focused around
finishing the last few details of our design and collecting the data for our design. We ordered a
couple of parts to try to refine our pin design. That step was the deadlock task for this phase of
our project because we had to wait until our parts arrived to implement our design.

After we completed our design we took all of our data points for timing how long it took to
download the base plates of the cab using our design to position the dollies. On the
presentation day we successfully moved the two dollies to the correct position and downloaded
the cab to the correct place. Our final senior day presentation will be on April 12, 2023.

15
2. Optimization
2.1 Feasibility Study
Design #1 by Kyle Dale
How it works:
● 2 collapsible rails with dolly grooves
○ Ends mount on top of dolly legs
● M14 bolt compatible holes for
○ Day Cab, 36in, 48in, 60in, & 72in
● Bolt locks the rails in place to prevent
sliding
● To remove, simply lift up collapsible rail
from dolly
Advantages:
● Completely adjustable for all cab sizes
● Lightweight (liftable by one associate)
Disadvantages:
● Must go under cab to remove
FIGURE 2.1.1: Feasible Design #1
1 - M14 Holes
2 - Dolly Grooves
3 - Outer Tube
4 - Inner Tube

Design #2 by Jinwook Jung

1. Top Frame 1
○ Has rails on each side with several
holes drilled at specific distance in
respect to various size of cab model
2. Top Frame 2
○ Same function as Top Frame 1 but in
reflected design
3. Bottom Frame 1
○ Same design as the top frame but
has only one hole drilled at each rail
at specific distance
FIGURE 2.1.2: Feasible Design #2
4. Bottom Frame 2
○ Same function as Bottom Frame 2 but in reflected design
5. Dolly positioner (x4)
○ A positioner that slides through the rails and gets pinned at specific hole
depending on the size of the cab model

16
 6. Steel Spring Catch (x2)
○ A catch that functions as a lock which connects two frames tightly
7. Wheels (x16)
○ Attached at the bottom of frames which helps it to move easily

Advantages:
● High safety as operators will never be below the cab being downloaded
● High removability
● Can be operated by only 1 operator
Disadvantages:
● Positioners must be strong enough to drag dollies on the ground without breaking
● Operator will need to bend down to move this design

Design #3 by Claire Kabrich

1. Linear Guide Rail Motor

○ Provides linear motion to
automatically adjust dollies left or
right
2. Adjustable/ Telescoping Arm
○ Designed to be manually adjusted
based on the size of the cab/
distance dollies need to be apart
3. Magnetic Attachment
○ Used for temporarily connecting
device to dollies during adjustment
and alignment

FIGURE 2.1.3: Feasible Design #3

The design allows for automated adjustments to be made to the dolly without the need for any
operator to lift heavy components or go underneath the downloading cab. The magnetic dolly
attachment mechanism allows for convenient attachment and detachment of the dollies without
much need for operator interaction. However, the budget limitations combined with the cost of
linear actuators limits this design's feasibility.

17
Design #4 by Christian Martin

1. Handle for Operator.​Allows for easy

maneuverability.
2. Arms (x4) with adjustable length to
attach to dollies.​Are also collapsible
to slide under dollies.
3. Adjustable length for different size
cabs.​Uses telescopic rods.
4. Wheels (x4) and base(x2) for
mobility. Caster wheels for full range
of motion.

FIGURE 2.1.4: Feasible Design #4

This design works by rolling under the dollies, then raising the 4 arms and attaching to the
dollies so that they can be moved to the right position. This design meets all criteria but will
have to overcome the challenge of collapsing the 4 arms to slide under the dollies to be
successful.

Design #5 by Samantha Pendergrass

Components
1. Outer Tube
a. Cab Size Labels
2. Inner Tube
3. Spring Button
4. Outer Tube Connector
5. Front Arm Bar
6. Front U-Channel (x2)
7. Inner Tube Connector
8. Rear Arm Bar
9. Rear U-Channel (x2)
This design uses:
● Telescoping tubes with outer tube
labeled for various cab size positions
● Spring button locks chosen position
into place
● Front and rear arms used to prevent
lateral misalignment

FIGURE 2.1.5: Feasible Design #5

● Front and rear U-Channels to attach onto dolly bars

Advantages

18
 ● Easy to use spring button locking mechanism
● Does not modify existing dollies
● Reduces current cycle time
Disadvantages
● Using certain materials could make the device be over Daimler/OSHA operator
maximum lifting weight

19
2.2 Optimization Methods
Below is the decision matrix used to choose the optimal design.
TABLE 2.2.1 : Design Optimization

The criteria for the decision matrix were pulled directly from the constraints on the problem
statement. These were decided based on the general needs of the company and the initial
guidelines that were given to us for the project. The weight of each criterion was chosen based
on importance, not to say that some of the criteria are not important, but that some are
prioritized over others. For example, improving and maintaining the cycle time is the most
significant criterion so it weighs the most. If the cycle time exceeds 5 minutes, the design is
considered inept. All of our criteria had to add up to a score of 1.0. Reducing cycle time weighed
at 0.2, acting as the priority. Followed by weighted scores of 0.15 were the criterion of an $800
budget and fitting all cab sizes. The school implemented budget is important to keep track of, as
it is a hard cutoff on our design. If our design exceeds the budget, our team will be unable to
produce the design. Also, fitting various cab sizes is the backbone of improving efficiency of the
download process, which makes it a significant piece of criterion. The majority of criteria weigh

20
at 0.1. Safety is important, but not a priority like cycle time. The number of associates is also
important, as long as the new design does not require additional associates. The design has to
possess longevity and be durable to be working with the dollies and heavy cabs daily. The
design also has to be easily removable from the dollies, so that the dollies themselves can
move on to the next process of assembly. Lastly, our least prioritized criterion was scored at
0.05. Modifications to the dollies can prove to be important, as there are approximately 160
dollies on site but designs can be more easily modified than dollies can. Staying within the
operating area is also important but not necessarily fundamental to our design’s process,
moreover our design’s physical size.

Each design was scored on a scale of 1-10 on how well it aligned with the criterion.

Take design 1, it received a score of 8 for safety compliance. Safety standards were weighted at
.1, so the rating for design 1 of safety compliance equaled the score times the weight.

𝑊𝑒𝑖𝑔ℎ𝑡 * 𝑆𝑐𝑜𝑟𝑒 = 𝑅𝑎𝑡𝑖𝑛𝑔 → 8 *. 1 = . 8

This process was repeated for design 1 for all 9 criteria. Then all 9 ratings were summed to get
the total rating of 9.5. In the end, we chose the design with the highest rating, which is design 2.

21
3. Modeling and Simulation
3.1 Description of Design
Full Assembly:

FIGURE 3.1.1A: 3D Model of Proposed Design

FIGURE 3.1.1B: 3D Model of Actual Design

22
Components:
1. Telescoping Frame Sub-Assembly
2. Handle
3. Wheels x4
4. Controller
5. Clamp Mechanism Sub-Assembly
6. Low Cross-Bars

Telescoping Frame Sub Assembly: Serves generally as a base to the motors/clamps and as a
dolly spacing mechanism. The frame is motorized to extend/contract based on the desired
distance between front and back dollies. (Additional explanation in Sub Assembly section)

Handle: Attached at the end of the frame which helps operators to adjust the frame without
bending down the unit. Clamps are controlled by the motor and rotate up/down from the frame.

Wheels: Attached at the bottom of the frame which allows the system to move easily.

Controller: Allows the operator to turn the motors on and off to control the up/down motion of
the clamps.

Clamp Mechanism Sub Assembly: Mechanism to allow for attachment/detachment from

dollies. (Additional explanation in Sub Assembly section)

Low Cross Bars: Provide support for the system. Low enough for clearance underneath all
sections of the dollies.

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Clamp Mechanism Sub-Assembly:

5.1 Clamps x4
5.2 DC Motor x4
5.3 Drive Shaft x4
5.4 Mounted Bearing x8
5.5 Spacer x8
5.6 Shaft Coupling x4

FIGURE 3.1.2A: Proposed Clamp Mechanism Assembly

FIGURE 3.1.2B: Actual Clamp Mechanism Assembly

Clamps: Point of connection to the dollies. Once in place, clamps will hold dollies in place so
that the entire system moves as one.

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DC Motor: Provides rotational force to the drive shaft which ultimately rotates the clamp up and
down.

Drive Shaft: Transfers torque from the DC Motor to the clamp, allowing the clamp to move from
it’s lower position to the upright position and vice versa.

Mounted Bearing: Attaches the drive shafts to the clamps, allowing the clamps to rotate from
their lower positions to the upright position.

Spacer: Provides additional spacing between the frame and the mounted bearing to ensure that
the mounted bearing is at the same height as the drive shaft.

Shaft Coupling: Couples the shaft on the motor to the drive shaft.

25
3.2 Simulation
Note: Dollies are represented by the red bars.

FIGURE 3.2.1A: Proposed Rolling Design Beneath Dollies

FIGURE 3.2.1B: Actual Rolling Design Beneath Dollies

1. Roll the design(fully closed) underneath both dollies

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 FIGURE 3.2.2A: Proposed Aligning Clamps

FIGURE 3.2.2B: Actual Aligning Clamps

2. Align the middle bar of each dolly with clamps
a. Front dolly is aligned with 2 front clamps, rear dolly is aligned with 2 rear clamps

27
 FIGURE 3.2.3A: Proposed Attaching Clamps

FIGURE 3.2.3B: Actual Attaching Clamps

3. Turn on the clamp-motor to raise the clamps so that they are attached to the dollies

28
 FIGURE 3.2.4A: Proposed Lowering Clamps

FIGURE 3.2.4B: Actual Lowering Clamps

4. After the cab model has been completely placed on top of the dollies, turn on the
clamp-motor to lower the clamps

29
 FIGURE 3.2.5A: Proposed Rolling Design Away From Dollies

FIGURE 3.2.5B: Actual Rolling Design Away From Dollies

5. Roll the design completely away from the dollies and close the telescopic frame.

30
3.3 Analysis
Free Body Diagrams

FIGURE 3.3.1: FBD of Entire System

Figure 27 above shows the force breakdown of the entire system. First and foremost,
each wheel will experience a normal force FN from the ground. This force should ultimately be
canceled out by the force of gravity acting down on the system. There will also be a force FO on
the handle of the system, produced by the operator. This force will combat the force of friction Ff
on each wheel in order to enable motion. If the force FO supercedes the forces of friction of the
caster wheels, then the system will be able to move forward and backwards in the horizontal
direction.

Below are some approximations of the forces appearing in the above FBD:

TABLE 3.3.1: Approximation of the forces acting on the entire system

Variable Name Value

FO [operator force] ≥ 12 N

Ff [friction force] 6N

FN [normal force] 119.75 N

Fg [gravitational force] 239.5 N

μ [rotational friction coefficient] 0.05

g [gravity] 9.81m/s2

m [mass of system] 24.41 kg

31
 These are the equations used to approximate the above forces:

[1] ∑Fx = 2Ff + FO = 0

[2] ∑Fy = Fg + 2FN = 0

[3] Ff ≤ μFN

[4] Fg = mg

[5] FO ≥ Ff

The rear operator needs to apply at least 12 N of force in order to move our prototype
around the smooth concrete shop floor.

FIGURE 3.3.2: FBD of Caster Wheel

Figure 28 is the free body diagram of a caster wheel. First of all, Fg, force of gravity will
be acting downward on the axle of the wheel. In order to set an equilibrium, FN is acting upward
at a point where a wheel makes contact with the ground. Also, whenever the wheel moves in

32
horizontal direction, a moment Mx is created on the wheel. Mx will be in counterclockwise
direction if the motion of the wheel is in a positive x direction. Another moment, Mz is created
when the motion of the wheel occurs in a z direction. This allows the caster wheel to have more
degrees of freedom and to be able to rotate in 360° while moving forward and backward. On a
smooth concrete floor, it is found that the rolling resistance coefficient of a caster wheel is
approximately 0.05, as it appears in Table 3.3.1.

FIGURE 3.3.3: FBD of Clamp Mechanism

Figure 30 is the free body diagram of the clamp mechanism. To start, the motor is
responsible for rotational motion of the entire clamp, generating a moment, My in the horizontal
direction. Once the clamp is in the upright position, depending on the FO force of the operator,
the clamp will either generate a Fpush or Fpull force, matching the direction of the FO force. As a
result of either force, torsional strain will be placed onto the axle of the motor, creating internal
stress in the same directions as Fpush and Fpull. But at rest, neither force Fpush or Fpull are active.

33
 Below are some approximations of the forces appearing in the above FBD:

TABLE 3.3.2 Approximation of the forces acting on the Clamp Mechanism

Variable Name Value

Fpull 65.92 N

Fpush 65.92 N

mrear Approximately 50 kg

mfront Approximately 60 kg

The value of My is not significant, as the clamps are activated by a 12V 15 rpm motor.
However, to determine the value of Fpull and Fpush, the front and rear dolly weights need to be
accounted for.
[6] Fpush = Fpull = [(mrear + mfront + m)g]*μ

To be able to move the dollies back and forth, the rear operator must be able to apply at
least 65.92 N of force, or 14.819 lbf.

34
SolidWorks Stress Simulation

Before building and testing the prototype, a SolidWorks stress simulation was run on the design.
These were the simulation stress results:

FIGURE 3.3.4: SolidWorks Simulation Stress Results

The team used these simulation results to help better understand the weak points of the design
and help reinforce those areas during the fabrication process for better strength of the
prototype.

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