AKADE
EMIA GÓ
ÓRNICZN
NO – HUT
TNICZA

im. Stanslawaa Staszica

a w Krakowie

AGH Un
niversity of Science and Tecchnology

FACU
ULTY OF MECHANIC
M CAL ENGIN
NEERING AND
A ROBO
OTICS

FINAL PROJECT:
P INDUSTRIIAL ENGIN
NEERING

COU
URSE 2011//2012

D
DESIG
GN OF
F THE
E OVE
ERHEA AD BR
RIDGE
E
CRRANE BEAMM AND
D STR
RENGGTH
AN
NALYSIS FO
OR GIVENN LOA
ADS

Supeervisor: Pro
of. Dr hab.. C Eng. Jaanusz Szpy
ytko (AGH UST)

Student:: Sergio Arrmán Moraales (Madriid, Spain)

Univeersidad Carrlos III de M

Madrid, Esscuela Poliitécnica Suuperior

Av. de la Univ
versidad 300, 28911 Leganés
L (M
Madrid), SPA
AIN

Krakow,
K oon January
y 31st 2012

1 
 
 

CONTEXT

1.  Introduction ..........................................................................................3 
2.  Cranes classification and characteristics ...........................................3 
3.  Bridge type crane subsystems presentation and application. ........ 10 
4.  Design methods of crane bridge beam (for different construction
types) and algorithms .............................................................................. 23 
5.  Project example for given loads data and various beam
construction types .................................................................................... 36 
5.1 Calculation method algorithm ........................................................................................... 37 
5.2 Given loads data and beam construction type selection and calculation method .............. 44 
5.3 Project of software for beam construction design ............................................................. 56 
5.4 Results of calculation and product visualisation ............................................................... 62 
5.5 Conclusions ....................................................................................................................... 67 

6.  Project remarks ................................................................................. 68 

7.  References .......................................................................................... 70 

2 
 
 

1. Introduction
The main aim of the project is: for given loads, analyse and design (analytically and with
Catia software) different beams for an overhead crane.

For this purpose, it will be study the theory of cranes and structures calculation and from
this theory I will design an algorithm that allows finding the necessary beam from de European
standard metallic beam list.

After obtaining the analytical and the software (Catia) results for each beam, it will be
compare the results between them and presented the conclusions.

On the other hand it will be done as well, an overview of all types of cranes that exist in the
industry and their applications and features. Also it will be presented widely the bridge crane
type, as it is the target of the project.

2. Cranes classification and characteristics

Definition of Crane: Lifting device, used to elevate or lower loads vertically and to move
them horizontally while they are hanged [reference 1].

It will be presented all types of cranes with their mainly characteristics. The classification
will be done as follows:

1. According to design.
2. According to movement possibilities.
3. According to the device control.
4. According to orientation possibilities.

1. According to design

a) Bridge crane

b) Jib Crane:
‐ Revolver crane portal mounted
‐ Revolver crane semi-portal mounted
‐ Crawler mounted latticework boom crane
‐ Railroad crane
‐ Floating crane
‐ Crane vessel
‐ Derrick crane
‐ Slewing jib crane

3 
 
 

Itt will be exxplained bellow each off the devicees mentioned

d in the aboove list and
d their
charaacteristics:

a) BRIDG
GE TYPE: [reeferences 3, 1]

G
Gantry craness, bridge craanes, and oveerhead cranes, are all typpes of cranes which lift objects
o
by a hoist which is fitted in a hoist trolleey and can movem horizon
ntally on a rrail or pair of rails
fittedd under a beam. An oveerhead travellling crane, also a known as an overhhead crane or as a
suspeended crane (Figure 1.1 Left side), hhas the ends of the suppo orting beam resting on wheels
w
runniing on rails at high leveel, usually onn the paralleel side wallss of a factorry or similarr large
indusstrial building, so that thee whole cranne can move the length of o the buildinng, while thee hoist
can bbe moved too and from acrossa the w
width of the building. A gantry cranne or portal crane
(Figuure 1.1 Rightt side) has a similar mecchanism supp ported by upprights, usual
ally with wheeels at
the fooot of the upprights allowiing the wholle crane to trraverse. Somme portal crannes may havee only
a fixeed gantry, paarticularly when
w they aree lifting load
ds such as railway cargoees that are allready
easilyy moved benneath them.

O
Overhead craane and ganttry crane aree particularly y suited to lifting
l very hheavy objectts and
huge gantry cranees have been n used for shhipbuilding where
w the craane straddless the ship allo
owing
massiive objects liike ships' eng
gines to be liifted and mo
oved over thee ship.

Figure 1.1
1 Some differrent types of brridge cranes. [References
[ 4, 55]
a) Overhead brridge crane
b) Gantry cranee

C
Components of bridge craane type (Figgure 1.2):

‐ TThe Bridge: It travels alo

ong the workking area (building, harbo our, construct
ction site…)
‐ TThe trolley: ItI moves oveer the bridge and along th
he width of thhe working aarea.
‐ TThe hoist: Mounted
M in th
he trolley andd performs th
he lifting and
d lowering acction via a ho
ook or
llifting attachhment.

Figure 1.2 Components

C off a bridge cran
ne. [Reference 1]

4 
 
 

T
The three moovements performed by a crane are:

‐ TTranslation of the bridg ge. In longituudinal directtion of the work

w area. T
This is donee by a
ssingle motorr-reducer, whhich give moovement to th he wheels.
‐ OOrientation of
o the trolleyy. Moving thee carriage alo
ong the bridgge.
‐ EElevation-Deescent. The load
l is raisedd or lowered
d by the effect of the enggine that holds the
hhook with thhe help of a main
m cable.

b) JIB CRA
ANE:

Itt is a crane where

w the hoiist is hangedd from a boom
m or jib that moves alongg:

‐ R
Revolver craane portal mounted: [Ref
eference 2]

Jib crane mounted

m oveer a gantryy that allow ws vehicles
travellling undernneath (Figuree 1.3). It is vvery useful in
i the trains
indusstry because it easy to leaave the railw
way between both
b legs of
Figure 1.3 R
Revolver crane
the sttructure. It is also used in that workking area wh here there is
portal mounnted. [Referencce 1]
muchh traffic of veehicles.

‐ R
Revolver craane semi-porrtal mountedd: [Referencee 2]

Jib crane moounted on a semi-portaal structure that allows

vehiccle travellingg underneath
h (Figure 1.44). It is quite similar at
the pprevious one,, but it usuaally used whhen there is one
o kind of
resisttant wall thaat can be useed as part oof the structu
ure. So it is
possible to save one beam and for thatt reason gett a cheaper Figure 1.4 R Revolver crane
structture. mounted.
semi-portal m
[Reference 1]]

‐ C
Crawler-mou
unted latticeework boom crane: [Refe
ferences 2, 6]]

Itt can be a crrane adjustab ble or fixed tthat is fitted on a chassiss

moveed by tires, crawler or mixed m that aallows its movement
m by
y
itselff or towed byy a tractor (FFigure 1.5). C Crawler cran nes have bothh
advanntages and disadvantages
d s depending on their usee. Their main n
advanntage is that they can mo ove around oon site and perform
p each
h
lift w
with little set--up, since thee crane is staable on its trracks with no
o
outrigggers. In adddition, a crawwler crane is capable of trraveling with h Figure 1.5 CCrawler-mounnted
latticeworkk boom crane.
a loaad. The mainn disadvantaage is that thhey are very y heavy, andd [Reference 11]
cannoot easily bee moved fro om one job site to another withoutt

5 
 
 

signifficant expennse. Typically y a large craawler must be

b disassemb
bled and movved by truck
ks, rail
cars oor ships to itss next locatio
on.

‐ R
Railroad craane: [Referen
nce 7]

T
Type of cranne used on a railroad (Figgure 1.6) forr one of threee
primaary uses: freeight handling in goodss yards, perrmanent way y
(PW)) maintenancce, and accident recoveery work. Although
A thee
desiggn differs according
a to
t the typee of work k, the basicc
configuration is similar in all a cases: a rotating crrane body iss
mounnted on a stuurdy chassis fitted with fl
flanged wheeels. The body y
Figure 1.6 Railroad cran
ne.
suppoorts the jibb and proviides all thee lifting an nd operating g [Reference 1]
mechhanisms; on larger cran nes, an opeerator's cabin is usually y
 
proviided. The chhassis is fitteed with buffi
fing and coup pling gear too
allow
w the crane to be moved by a locomootive, althou ugh many aree
also sself-propelled to allow lim
mited movem ment about a work site.

‐ F
Floating craane and cran
ne vessel: [Reeference 6]

F
Floating crannes (Figure 1.7)
1 are usedd mainly in bridge
b buildiing
and pport construcction, but theey are also uused for occaasional loadiing
and uunloading of especially heavy or aawkward loaads on and off
ships. Some floaating cranes are mountedd on a ponto oon, others area Figure 1 .7 Floating
crane. [R
Reference 1]
specialized cranee barges with a lifting ccapacity excceeding 10,0 000
short tons (8,929 long tons; 9,072 t) and hhave been ussed to transport
entiree bridge secctions. Floaating cranes have also been used to
salvaage sunken shhips.

C
Crane vessels are often used in offs
fshore constrruction (Figu
ure
1.8). Figure 11.8 Crane vesssel.
[Referennce 1]

‐ D
Derricking: [Reference 2]
2

A derrick craane is a slewwing strut-bboom crane with its

boomm pivoted at the base off a mast whhich is either guyed
(guy--derrick) or held by baackstays (stiiff-leg derricck) and
whichh is capablee of luffing under loadd (Figure 1.9 9). This
Derriick system allows
a chang
ging boom anangle by varyying the
lengthh of the boomm suspension
n ropes.

‐ S
Slewing mecchanism: [Reeference 2] Figu
ure 1.9 Represeentations of th
he
Derricking and Sle
lewing mechan nisms.
[Refference 1]
M
Mechanism that allows rotation w
with respectt to a
verticcal axis (Figuure 1.9).

6 
 
 

2. A
Accordingg to translation posssibilities

‐ F
Fixed liftingg device: [Ref
eference 6]

L
Lifting devicee attached to
o a static basee (Figure 1.1
10). Exchang
ging mobilityy for the ability to
carryy greater loadds and reach greater heigghts due to in
ncreased stab
bility, these ty
types of cran
nes are
charaacterised by the fact thaat their mainn structure does
d not mo
ove during tthe period of o use.
Howeever, many can c still be asssembled andd disassemblled.

Figure 11.10 Representtation of a fixed

device. [[Reference 1]

‐ S
Self-erectingg crane: [Refference 6]

A
Also called seelf-assemblin ng, jack-up, or "kangaroo" cranes, lift themselvees from the ground
g
or lifft an upper, telescoping section usinng jacks, allo owing the neext section oof the tower to be
insertted at groundd level or liftted into placee by the parttially erected
d crane itself.
f. They can th
hus be
assemmbled withouut outside heelp, and can grow togeth her with the building or structure theey are
erectiing (Figure 1.11).
1

F
Figure 1.11 Pho oto of a Self-
errecting crane. [Reference
[ 1]

‐ M
Mobile elevaator: [Refereence 6]

A crane mouunted on a truck carrier provides th he mobility for

f this typee of crane (F Figure
1.12)). This cranee has two parts:
p the car
arrier often referred
r to as
a the Loweer, and the lifting
compponent whichh includes thee boom, refeerred to as thee Upper. Theese are matedd together th
hrough
a turnntable allowiing the uppeer to swing fr
from side to side.
s These modern
m hydrraulic truck cranes
c
are uusually singlee-engine machines, withh the same en ngine powerring the undeercarriage annd the
cranee. The upperr is usually powered
p viaa hydraulics run through
h the turntablle from the pump

7 
 
 

mounnted on the lower.

l In old
der model deesigns of hyd draulic truck
k cranes therre were 2 en
ngines.
One iin the lower pulled the crrane down thhe road and ran
r a hydraulic pump for the outriggers and
jacks. The one inn the upper ran the uppeer through a hydraulic pump p of its own. Many older
operaate favour thhe 2 engine system
s due tto leaking seeals in the turntable of agging newer design
d
cranees.

G
Generally, thhese cranes are
a able to ttravel on highways, elim minating thee need for special
equippment to trannsport the crrane unless w weight or oth
her size constrictions aree in place su
uch as
local laws. If thiis is the case largest craanes are equ uipped with either speciial trailers too help
spreaad the load ovver more axlles or are ablle to disassem
mble to meet requiremennts. An exam mple is
countterweights. Often
O a cranee will be folllowed by anoother truck hauling
h the coounterweights that
are reemoved for travel.

Fig
gure 1.12 Cran
ne with capabillity to move.
[Reeference 1]

‐ R
Rotating devvice: [Refereence 1]

Itt has the abillity to rotate around a verrtical axis fix

xed as it show
wn in the Figgure 1.13.

Figure 1..13 Representa

ation of a Rota
ation
device. [R
[Reference 1]

3. A
Accordingg to the control devvice. [Refereence 2]

M
Manual lift: The
T device control of thee crane mechanisms is maanually operaated.

Ellectrical lift: The devicee control of thhe crane mecchanisms is electrically

e ooperated.

H
Hydraulic Lifft: The devicce control off the crane mechanisms iss hydraulicallly operated.

8 
 
 

4. A
Accordingg to orienttation posssibilities. [Reference 2]
O
Orientation mechanism m: Mechanism
m that allow
ws rotation with
w the loadd in a planee with
respeect to a fixed plane.

‐ LLimited orienntation elevaator. Rotationn is limited to

t an angle below 360º (FFigure 1.14 left).
‐ CComplete orrientation eleevator: Rotattion can be bigger
b than an angle of 360º (Figuree 1.14
rright).

Figuree 1.14 Orientattion possibilities. [Reference 1]

N
Non orientattion elevatorr: Elevator tthat cannot rotate
r load with
w respect tto its base (F
Figure
1.15)).

Figure
F 1.15 Exxample of a non
n-orientation
device. [Refere
d ence 1] 

9 
 
 

3. Bridge type crane subsystems presentation

and application.
Within the family of the bridge cranes, it can be made the following presentation of the
different subsystems:

a) Geometry of the crane:

a.1) Overhead Bridge crane

a.2) Gantry crane

a.3) Semi-Gantry crane

b) Geometry of the beams that the crane is form of:

b.1) Standardized beams (IPE, UPE…)

b.2) Double web beams

b.3) Lattice Beams

c) Operation place in bridge cranes:

c.1) Operation from cabins

c.2) Operation from the ground

d) Classification of the crane:

d.1) Elevator classification

d.2) Classification of the mechanism

10 
 
 

Now it will be shown the applications of tthe devices presented

p in the
t below schheme:

a) D
Dependingg on the geometry oof the cra
ane:
a.1) Overhead
d Bridge cra
ane [Referennce 8]

Figgure 2.1 One an

nd two beam b
bridge cranes configuration.
c [Reference
[ 9]

A
An overhead crane (Figurre 2.1), comm monly calledd a bridge craane, is a typee of crane fou
und in
indusstrial environnments. An overhead
o craane consists of
o parallel ru
unways with a traveling bridge
b
spannning the gap.. A hoist, thee lifting compponent of a crane,
c travelss along the brridge.

U
Unlike mobiile or consttruction crannes, overheaad cranes are a typicallyy used for either
manuufacturing orr maintenancee applicationns, where effficiency or do
owntimes aree critical facttors.

 Applicatiions:

T
The most coommon overrhead crane use is in the t steel ind dustry. At eevery step of o the
manuufacturing prrocess, until it leaves a factory as a finished prroduct, steel is handled by an
overhhead crane. Raw
R materialls are pouredd into a furnaace by crane,, hot steel is stored for co ooling
by ann overhead crrane, the finiished coils arre lifted and loaded onto trucks and ttrains by oveerhead
cranee, and the fabbricator or stamper
s usess an overheaad crane to handle
h the stteel in his faactory.
The automobile industry uses u overheaad cranes forf handling g of raw m materials. Sm maller
workkstation cranees handle lighhter loads inn a work-areaa, such as CN
NC mill or saaw.

A
Almost all paper
p mills use
u bridge ccranes for reegular mainttenance requuiring remov val of
heavyy press rolls and other eq
quipment. Thhe bridge cranes are used in the initiial construction of
paperr machines because
b theyy facilitate innstallation of the heavy cast iron paaper drying drums
d
and oother massivee equipment,, some weighhing as much h as 70 tons.

Inn many instances the co ost of a briddge crane can n be largely offset with savings from not
rentinng mobile craanes in the construction oof a facility that
t uses a loot of heavy pprocess equip
pment.

11 
 
 

a.2) Gantry crane [Refereence 3]

Figure 2.2 G
Gantry crane. [Reference 10]]

C
Crane whose carrier elem ments are suppported on a raceway
r thro
ough supportt legs (Figuree 2.2).
The ddifference with
w the overrhead crane iis that the raails are in a horizontal pplane much lower
than tthe trolley off the crane.

 Applicatiion:

T
They are com mmonly fou und in factoory applicatiions such ass steel yardds, paper miills or
locommotive repairr shops. Thee gantry cranne functions similarly to an overheadd bridge cranne, but
has rrails installedd on the gro
ound and ganntry-style legs to supporrt the crane.. Capacities range
from 2 to 200 tonns, and sometimes even greater capaacities. Mostt are electriccally powereed and
painteed safety yelllow.

 Variants and its applications:

- Containerr crane: [Refference 3]

A ship-to-shoore rail moun nted gantry ccrane (Figuree 2.3) is a specialised verrsion of the gantry
g
cranee in which thhe horizontall gantry railss and their supporting beeam are canttilevered outt from
betweeen frame uprights
u spacced to suit thhe length off a standard freight conttainer, so th hat the
beamm supporting the rails prrojects over a quayside and over th he width off an adjacen nt ship
allow
wing the hoisst to lift conntainers from
m the quay and a move ou ut along the rails to placce the
contaainers on the ship. The upprights have wheels whicch run in traccks allowing the crane to move
alongg the quay to position thee containers aat any point on
o the lengthh of the ship.

Figure 2.3
3 Container crrane. [Reference 3]

12 
 
 

- Workstatiion Gantry Cranes:

C [Refe
ference 3]

W
Workstation gantry
g cranes are used too lift and tran
nsport smalleer items arouund a working area
in a ffactory or maachine shop (Figure
( 2.4).. Some work kstation gantrry cranes aree equipped with
w an
encloosed track, while
w others use an I-beaam, or other extruded sh hapes, for thee running suurface.
Mostt workstationn gantry cran nes are intennded to be stationary
s wh hen loaded, and mobile when
unloaaded. Worksttation Gantry y Cranes cann be outfitted with eitherr a Wire Roppe hoist as shown
s
in thee above hoistt (device) piccture or a low
wer capacity Chain Hoistt.

Figure 22.4 Workstation

n Gantry Cran
ne.
[Referencce 12]

a.3) Semi-Gan
ntry crane [Reference
[ 1 1]

Figure 2.5 S
Semi-Gantry crane.
c [Referen
nce 11]

C
Crane whose carrier elem ment is suppoorted on a raiilway directlly on one sidde and throug gh the
suppoort legs on thhe other (Figure 2.5). It ddiffers from the
t overhead d crane and ggantry crane in
i that
one oof the racewaays is approxximately in thhe same plan ne as the trolley, and the other railway
y is in
anothher horizontaal plane much h lower thann the trolley (usually
( suppported by thee ground).

 Applicatiions:

T
This type of crane is useed in all kinnd of industrries, mainly when the deevice has to work
insidee an industriial building or
o warehousee. The reasonn is that the semi-gantry design miniimizes
the sppace occupied by the crrane in conffined and naarrow areas because
b theyy move thro
ough a
corriddor by wheells. The otherr end of the bbeam is moun
nted on a heaad on an air ttrack.

13 
 
 

b) D
Dependingg on the geometry oof the bea
ams that form
f the ccrane
b..1) Standard
dized beamss (IPE, UPE,, HD…) [Ref
eference 13]

Figure 2.6 IPE standa

ard sections. Fig
gure 2.7 UPE standard sectioons.
[Refereence 16] [Reeference 16]

T
These kinds of beams (F Figures 2.6 aand 2.7) are hot rolled shapes
s whosse cross secttion is
formeed by two fllanges linked
d to a continnuous web. Generally
G theey are used as bending beams
b
whenn torque mom
ment is small.

A
All standard sections
s showw a good perrformance fo
or the bendin
ng caused by a flexure mooment
whosse direction is perpendiccular to the central corre or web. InI fact in thhis situation these
sectioons are a veryy economicaal solution.

HHowever, theese sections are not as goood behaviou ur for a bend

ding momennt perpendicu ular to
the fllanges or in cases
c of bend
ding divertedd. The main problem we have is theirr low resistan
nce to
torsioon. In cases of
o large torq
que is recomm mended to use
u solid secttion, hollow closed sectio ons or
doublle soul sectioons.

S
Sometimes thhe standard beams are not the mosst suitable for
f certain aactivities. Fo
or this
reasoon in many cases the beams are mmanufactured according to t the stressses. Some tyypical
exam
mples are:

‐ Beams withh flanges streengthened (F

Figure 2.8).

Figure
F 2.8 Beaam with strengthened flangess.
[Reference
[ 13]

‐ Beam withh top flange bigger

b than thhe bottom flaange (Figure 2.9).

Figure
F 2.9 Beaam with top fla
ange bigger
than
t bottom fllange. [Referen
nce 13]

‐ Reinforcedd beams at sp
pecific pointss in the lengtth of the beam
m.

14 
 
 

‐ Beam withh double web (Figure 2.100).

Fiigure 2.10 Beam

m with
doouble web. [Refference 13]

b..2) Double web

w beams [References
[R 22, 13]

Figgure 2.11 Doubble web

beaam. [Referencee 13]

D
Double web beams
b are structural elem
ments with tw wo flanges which
w offer thhe inertia mo
oment
of thee beam, likee the sectionss seen abovee, but in turn
n they have two
t webs woorking to inccrease
the shhear rigidityy of the stru
ucture, as weell as increaased resistancce to laterall buckling (FFigure
2.11)).

TThis kind of beams are used when wee work with composite materials
m struuctures, wheere the
shearr forces cannnot be ignoreed because reepresent because they caan contributee up to 20% of the
total deviation off the beam.

b..3) Lattice Beams

B [Referrences 1, 13]]

W
When we neeed to design great lengthss beam or beeams need to o be very higgh, it may bee more
econoomical to usee lattice stru
uctures ratherr than compllete web beaams (we can see the diffeerence
in thee Figure 2.122).

Figure 2.1
12 a) Lattice beeam. b) Compllete web beam. [Reference 13]
3]

15 
 
 

T
The fundameental conditio on to be fulffilled by a laattice structu
ure is to be ggeometricallly non
deforrmable. Sincce the triang gle is a defoormable elem ment, lattice structures uusually conssist of
trianggles connecteed by articulated joints.

E
Examples of triangular
t strructures withh constant prrofile (Figuree 2.13):

Figgure 2.13 Common types of llattice beams. [Reference

[ 13]

E
Examples of triangular
t strructures withh variable pro
ofile (Figuree 2.14):

Figure 2.14 Common typ

pes of variablee profile latticee structures. [R
Reference 13]

16 
 
 

c) A
Accordingg to the po
ost of operration in bridge cranes:
c.1) Operation from cabiins [Referencce 15]

Iss defined as operating sitte the place ffrom where the

t operator handling
h thee control deviices is
able tto operate thhe crane. Laarge cranes aare usually operated
o from
m cabins loccated on the same
structture with diffferent confiiguration (Fiig. 2.15), an
nd the rest are
a operated from the grround,
usingg keypad or remote
r controol.

Figu
ure 2.15 Examp
ples of cabin d
displacements. [Reference 15]]

T
The cabin is the operato or's compartmment, where he can com mmand the m movements ofo the
cranee, either direectly or aideed by the siggnals. Regarrding the safety of the ooperator and
d load
handlling, the cabiins have the following addvantages:

‐ TThey providee the operatoor a good vieew of the opeeration area of

o the crane.
‐ TThe operatorr is protectedd of the induustrial envirronment (noiise, fumes, rradiation, etcc…) if
pproperly equuipped.
‐ SSafeguard thhe operator frrom weather conditions when
w they are outside.

c.22) Operation from the ground

g [Refference 15]

TThe control of crane op perations is usually perfformed by button

b penda
dant or by remote
contrrol, which is the most common system m today. Th
here are also, in some casses, control panels
p
set inn a fixed placce of the instaallation, but only apply to very speciffic situationss.

Inn the case off the button pendant

p conttrol operation
ns, the horizo
ontal speed oof normal traavel of
the crrane must bee compatible with the opeerator in the environmentt where he m moves.

17 
 
 

‐ M
Modalities of
o button pendant (Figuree 2.16):

Figurre 2.16 Button

n pendant fixin
ng types to the bridge
b crane. [Reference
[ 15]

‐ M
Modalities of
o remote con
ntrol:

A
At present the use of thesse devices iss being impo
osed for safetty and reliabbility and its use is
highlly desirable, provided thaat the radio system cann
not be interfeered by otherer issuers thaat may
exist in the workpplace.

18 
 
 

d) C
Classificattion of thee crane:
C
Crane and ellevators classsification alllows establiishing the in
ncrease coeffficient (γc) to the
desiggn period of the
t crane. Th his value willl be greater if
i the crane has
h an intensiive use or loower if
the usse is more occcasional.

Itt is used by manufacturrers and cliennts so that a specific eleevator operaates within certain
c
required service conditions.
c

d..1) Elevator classificatio

on [Referencce 2]

‐ Nuumber of cyycles of a maanoeuvre: A manoeuvre cycle beginss when the looad is prepaared to
bee lifted and finishes
fi when
n the elevatorr is prepared
d to lift the neext load.
‐ Thhe total nummber of mano oeuvre cycless is the sum of all of thee cycles carrried out durin
ng the
elevator life.
‐ Thhe user expects that the elevator’s
e maanoeuvre num mber of cyclees is achieveed during its life.
‐ Thhe total numbber of manoeeuvre cycles has a relatioonship with thet usage facctor:

The m
manoeuvre sppectrum has been convenniently divid
ded in 10 usag
ge classes (T
Table 2.1).

Table 2.1 Classification of tthe equipment:: Total numberr of cycles.

[Reference 2]

19 
 
 

‐ Looad spectrum m coefficientt: The load ccondition is the

t number of o times a loaad is lifted, which
is suitable to thhe elevator capacity
c (Forrmula 2.1).
‐ Depending onn the available informatioon of the nu umber and weight
w of the loads to be lifted
duuring the elevvator life:
◦ Lack of inndications: manufacturer
m r and client have
h to achieve an agreem
ment.
◦ If the infformation is available: tthe load speectrum coeffficient of thee elevator can c be
calculatedd.

LOA
AD LEVEL: [Reference
[ 2]]

C  Pi 
3

KP    i   
 CT  Pmax
m   (2.1)

Ci is tthe mean nummber of cyclles of manoeeuvre for each h different lo

oad level.
CT is the total of the
t individuaal cycles for every load leevel.
Pi aree the values of
o the individ
dual loads chharacteristic of the equipmment servicee operation.
Pmax iis the maximmum load thatt the equipm
ment is authorrized to lift (safe workingg load).

Table 1.2
1 Classification of the equip
pment: Load leevel. [Reference 2]

Table 2.3
2 Classificatiion of the comp
plete equipmen
nt [Reference 2]
2

20 
 
 

d..2) Mechanism Classificcation [Referrence 2]

‐ UUsage of woork equipmen nt: It is calcuulated for thee planned service duratioon in hours (Table
(
22.4).
‐ MMaximum seervice duration can be coomputed by means m of thee mean dailyy service, in hours,
h
oof the numbeer of working
g days per yeear and the number
n of thee planned yeears of servicce.
‐ A mechanism m is considerred to be on service when n it is on mov vement.

T
Table 2.4 Classsification of thee mechanism: Usage.
U [Reference 2]

‐ L
Loads applieed to the mecchanism: Thhe load level (Formula 2.2) is a featurre that show
ws how
m
much a mechhanism is subbjected to a m
maximum lo oad, or only to low loads.

t  Pi 
3

(2.2)
Km    i   
 Tt  Pmax  

ti is the meann service durration of the m

mechanism whenw subjectted to individdual loads.
Tt is the sum
m of the indivvidual duratioons in all loaad level.
Pi is the indivvidual load level
l of the m
mechanism.
Pmax is the maximum
m loadd applied to the mechanism.

21 
 
 

Table 2..5 Classificatio

on of the mechaanism: Applied
d load. [Refereence 2]

Table 2..6 Classificatio

on of the mechaanism. [Reference 2]

22 
 
 

4. Desiggn meethods of cra ane briidge b

beam (for
diffferentt construction typees) and
d algorrithms

Inn this chappter, firstly it will be shown the algorithm I have desiggned to calculate
theorretically the section
s of thee necessary bbeam in the crane
c (Figuree 3.1). It is vvalid for all kind
k of
sectioons; it is onnly necessaryy to enter thhe corresponnding values of the Secttion Area (S S) and
Sectioon Modulus (W).

T
Then, as the algorithm haas been desiigned based on the theorry of cranes calculation, I will
explaain all the theeory necessarry to understtand it. [Refeerences 1, 2]

 AAlgorithm ofo the overhead bridge ccrane beam

m calculation
n for given looads: [Referrences
11, 2 and projject author]

W
With this algorithm it can n be designe d any crane,, from the crane classificcation until getting
g
the seection of beaam required.

Figu
ure 2.1 Algorith
hm for choosinng the necessarry section beam m in order to support the loaads of any
overrhead bridge crrane. [Made byy the project au thor with the th
heory of referen
nces 1 and 2]

23 
 
 

The part of the algorithm which has the iterative process, it will be solved by an Excel sheet
with the following algorithm:

Inputs data into variables:

‐ A = Maximum load to lift: Qu [kg]

‐ B = Distance between raceways: L [m]
‐ C = Lifting speed (wire): Velev [m/s]
‐ D = Translation speed of the whole crane: Vtrans [m/s]
‐ E = Acceleration time of the trolley: taccel [sec]
‐ F = Ultimate limit state of the steel: Ssteel [MPa]
‐ G = Density of steel: ρ [kg/m3]
‐ H = Duration of the mechanism [hours]

Beam parameters required for the design:

‐ I = Section: S (m2)
‐ J = Section modulus (y axis): WY [m3]
‐ K = Section modulus (z axis): WZ [m3]

Coefficients from the theory, which will be explained below:

‐ L = Increase coefficient “γC”

‐ M = Dynamic coefficient “ψ”
‐ N = Safety coefficient “n”

 Calculation algorithm:

Vertical_self-weight_load = G * I * 9.8

Vertical_service_load = A * 9.8

Horizontal_distributed_load = (D/E) * (Vertical_self-weight_load/9.8)

Horizontal_punctual_load = (D/E) * (Vertical_service_load/9.8)

Flexure_Moment_I = (Vertical_self-weight_load * (B)^2) / 8

Flexure_Moment_II = (Vertical_service_load * B) / 4

Flexure_Moment_III = (Horizontal_distributed_load * (B)^2) / 8

Flexure_Moment_IV = (Horizontal_punctual_load * B) / 4

Stress_I = (Flexure_Moment_I / J) * 10-6

24 
 
 

Stress_II = (Flexure_Moment_II / J) * 10-6

Stress_III = (Flexure_Moment_III / K) * 10-6

Stress_IV = (Flexure_Moment_IV / K) * 10-6

Formula = L * (Stress_I + M * Stress_II + Stress_III + Stress_IV)

IF (Formula < F/N) then

“The section of the beam chosen is OK for the loads.”

ELSE

“The beam breaks. Choose a bigger section from the list.”

25 
 
 

Theory necessary to understand the algorithms above represented:

[References 1, 2]

The dynamic structural calculation allows determining the value of the strains which are
created during operation.

Steps:

‐ Find the external forces and their combination, which act on the structure.
‐ Displacement, stress and reaction calculation of each of the components applying the
adequate calculation process.
‐ Verification of the obtained values of elasticity, resistance and stability.

Loads to be considered:

‐ Principal loads acting on the structure for the motionless elevator. The worst loads are:
◦ Normal operation load: load + accessories
◦ Own weight: crane components weight (set aside operation load)
‐ Loads due to vertical movements:
◦ Accelerations or decelerations.
◦ Vertical impacts due to the rolling on the tracks.
‐ Loads due to horizontal movements:
◦ Accelerations or decelerations.
◦ Centrifugal force.
◦ Transversal effects due to rolling.
◦ Impact effects.
‐ Loads due to climatic effects:
◦ Wind, snow, temperature effects.
‐ Various loads:
◦ Dimensioning of rails and aisles

Calculation of load combinations: [References 1, 2]

CASE I: Elevator operating without wind

CASE II: Elevator operating with wind

CASE III: Elevator subjected to exceptional loads:

‐ Wind storm, Impact of end trucks with the end stops, static and dynamic tests.

26 
 
 

S
STRUCTU
URAL CA
ALCULA
ATION: CASE
C I
C
CASE I: Without
W wind
d. [Referencces 1, 2, 22]

T
The next loadds are considdered: static solicitationss due to the own weight (SG), solicittations
due to the service load (S SL) multiplieed by a dy ynamic coeffficient ψ annd the two most
unfavvourable horrizontal effeccts (SH). Evverything mu ultiplied by a load increease coefficiient γc
(Form
mula 3.1).

 C (S G    S L  S H )
(3.1)

L
Load increasee coefficient γc: It dependds on the elev
vator classifiication groupp (Table 3.1)).

Table 3.1 Looad increase coefficient depeending on the Elevator

E classification groupp. [Reference 1]]

Dynaamic coefficiient Ψ (Form

mula 3.2): It takes into acccount

‐ The servicee load lifting

g.
‐ The accelerrations and decelerations
d s in the liftingg process.
‐ The verticaal impacts duue to the rolliing in the traack.

  1    VL (3.2)

VL is the lifting sppeed in m/s

ξ is aan experimenntal coefficien

nt obtained bby carrying out
o several teests in differeent elevatorss.

W
With the folloowing graphic (Figure 3. 2), entering with the Liftting speed annd with the ty
ype of
cranee, it is possible to get the dynamic coeefficient:

Figure 3.2 Dyn

namic coefficieent VS Lifting speed. [Refereence 1]
27 
 
 

UUsing theoryy of the elassticity and sttrength of materials

m [Reeference 22]] are obtaineed the
follow
wing terms of
o the Formula 3.3 in the case of bridgge crane (Fig
gure 3.3).

 C S G  S L  S H 
Termms to calculate :
S G  Self weigght (3.3)
S L  Service lo
oad

Figure 3.3 Representation

R of the two loaads the crane iss supported. Seelf weight + Seervice load.
[Made by thee author]

Service load:
l Trolleyy weight (PC) + Load weight
w (G)

Forcee equilibrium
m:

R A  RB  G  PC

Mom
ment equilibriium:
Figgure 3.4 Servicce load dependding on the possition of the
R B  L  (G  PC )  x troolley. [Made byy the author]

 G  PC
 R A  L  ( L  x)

 R  G  PC  ( x)
 B L

Figure 33.5 Shear forcees and Flexuree moment depeending on the

position
n of the servicee load (trolley).. [Made by the aauthor]
28 
 
 

W
With the Flexxure momentt distributionn is possible to determinaate the maxim
mum flexure value
(Figuure 3.6).

F
Figure 3.6 Max
ximum flexure moment calcu
ulation. [Made by the author]

dM G  PC
0  ( L  2 x)  0
dx L (3.4)

L
x
2

T
This maximuum value is lo
ocated at the centre of thee bean.

 L  G  PC L L G  PC
M max  M     (L  )   L
2 L 2 2 4 (3.5)

Own weigght: Beam weight

w (pV)

Forcee equilibrium
m:

R A  RB  pV  LC

Mom
ment equilibriium:

L
R B  L  pV  L  Figu
ure 3.7 Distribu
uted load owe to the self-weigght of the beam
m.
2 [Madde by the autho
or]

 pV  L
 R A  2

 R  pV  L
 B 2

Figuure 3.8 Shear foorces and Flex

xure moment oowe to the
distrributed load (p
pv). [Made by th
he author]

29 
 
 

Inn this case, thhe maximum

m value (Form
mula 3.6) is also located at the centree of the bean..

pV  L2
M mmax 
8 (3.6)

T
Then, values for flexure moment
m at thhe centre off the beam (m
most unfavouurable case) in the
casess: service loaad and own weight
w are: (F
Figure 3.9)

Figgure 3.9 Flexurre moments in both cases: Seelf-weight and Service load. [Made
[ by the auuthor]

L Q  PC pV  L2
M max ( )  L M max 
2 4 8 (3.7)

Usingg the formulaa discussed above

a and thhe two flexure moments itt is got: (Forrmula 3.8)

pV  L2 
M max  
8 
L Q  PC  p  L2 Q  PC
M max ( )   L  M T , f  V   L
2 4  8 4
S G    S L   (3.8)



Norm
mal stress forr a general beeam (Formulla 3.9): (Navier law)

M f ,t M 1  pV  L2 Q  PC 
   L 
f ,t
f   y max    
Iz Wz Wz  8 4  (3.9)

IZ: Seection momeent of inertia.. Depends onn the section beam we design.

WZ: S
Section moduulus. Depend
ds on the secction beam we
w design.

30 
 
 

L
Loads due too horizontal movementss (SH term in
n the formulla 3.10): [Ref
eferences 1, 2]
2

 C (SG S L  S H ) (3.10)

a. Accelerations and deceleraations due too translations movements of the cranee.

b. Acceleration or
o deceleratio
ons due to m
movements off the load.
c. Ceentrifugal force.

a. Accelerations or deceleratiions of moveements:

‐ A
Accelerationns/deceleratio
ons due to traanslation mo
ovements of the
t crane (Foormula 3.11))

a
H  V
g (3.11)

‐ T
The acceleraation/deceleraation value ddepends on: (Table
( 3.2)
◦ The dessired speed
◦ Time too accelerate/ddecelerate
◦ Usage of o the elevato
or

Table 3.2 Time and acceleration to gget the desired speed. [Reference 2]

b. Accelerations or deceleratiions of the looad movemeent:

‐ IInertia force of the load with
w weight W (Formula 3.12):

Wa
F  ma
g (3.12)

‐ R
Rotational movement
m (Fo
ormula 3.13)):

T  J (3.13)

31 
 
 

T: inertiaa moment
J: Inertia polar moment = Σ mi di2
Α: Angullar acceleratiion

‐ IInertia forcess due to rotattion: (Formuula 3.14)

F  me  a 

mi  d i2  mi  d i2
me     F     D
D2 
a  D
 (3.14)

c. Looads due to centrifugal

c fo
orces (Formuula 3.15):
‐ EEffects of thee cable inclin
nation

2
WRR  n 
Fc   
g  30  (3.15)
(

W: Load
R: Radius
n: Rotatin
ng speed
g: gravity
y accelerationn

Figurre 3.10 Representation of thee

centrrifugal forces. [Reference
[ 1]

S
STRUCTU
URAL CA
ALCULA
ATION: CASE
C II
C
CASE II: Normal
N operations witth service liimit wind. [References
[ 1, 2]

‐ Too the loads considered

c in
n CASE I it is added thee effect of seervice limit w
wind SW (Fo
ormula
3.16) and, if needed,
n the lo
oad due to vaariation in tem
mperature:

 C ( S G   S L  S H )  SW (3.16)

‐ Ovverloading due
d to snow is
i not considdered.

32 
 
 

a) W
Wind effect: (Formula 3.17)
3

F  A p C f (3.17)

◦ A is the net surface, in m2, of the coonsidered eleement, that is,

i the solid surface projection
oover a perpenndicular plan
ne in the winnd direction.
◦ C
Cf is a shapee factor, in th
he wind direcction, for the considered element
e (Tabble 3.3).
◦ P is the windd pressure, in kN/m2, annd it is calculated by meaans of the foollowing equ
uation:
((Table 3.4)

P = 00.613·10-3 · vs2 [kPa] (3.18)

Where vs is the calcullated wind sppeed in m/s

Table 3.3 Shape facttor depending of the structurre used. [Reference 2]

Figure 3.11 Geometric

G parrameters of thee different
beams. [Refeerences 2]

Element length
l l l
mic coefficiient 
Aerodynam  or
Sectiion height facing
f d b
wind D (3.19)

Sectionn height fa
acing wind b
n
Section proportion 
Section width paraallel to wind
d d (3.20)
(

33 
 
 

Table 3.4
3 Speed and pressures
p of seervice wind. [References 2]

P = 0. 613·10-3 · vs2 [kPa]

b) S
Snow overlooading:

◦ IIt is not conssidered.

c) T
Temperaturre effect:

◦ O
Only when thhe elements cannot freelyy expand
◦ T
Temperaturee limit -20ºC +45ºC

S
STRUCTU
URAL CA
ALCULA
ATION: CASE
C III
C
CASE III: Elevator
E su
ubjected to exceptiona
al loads [Ref
eferences 1, 22]

a) Elevator out of service subjectedd to maximum m wind.

b) Elevator in service subject
s to im
mpact.
c) Elevator subjected to static and ddynamic testts.

a) Ellevator out of
o service sub
bjected to maaximum wind
d (Table 3.5))

Table 3.55 Pressures and speed out off service. [Referrences 2]

34 
 
 

b) Elevator in service subjected to impact:

‐ The impact on the structure due to the swinging of the hanged load or because of rigid guides
that do not allow the swinging of the load.
In these cases the next rules are applied:
◦ For a horizontal displacement speed below 0,4 m/s impact effects are not taken into
account.
◦ For a displacement speed above 0,4 m/s structure reactions on the stops are taken into
account.
◦ It is admitted that the stop is capable of absorbing the kinetic energy (let aside the service
load for the case of an impact to the structure) at a fraction of the nominal travelling
speed of 0.7Vt
◦ The forces generated in the structure are calculated as a function of the deceleration
imposed on the stop (Formula 3.21).

E C  Fimpact  x
1
mV 2  Fimpact  x (3.21)
2

‐ The impact caused in the load. In this case it is only considered those impacts for the devices
in which the load is rigidly guided:
◦ Calculation of these loads is carried out taking into account the horizontal force capable
of causing the lifting of two of the trolley wheels acting at the trolley height.

c) The elevator is subjected to static and dynamic tests regulated in the standard UNE 58118,
which allow to verify that the elevator is inside the demanded operation limits and that it is
capable of lifting nominal loads.
For the calculation of these loads it will be considered the bigger of the next combinations:
‐ Load SG due to self-weight increased with Swmax due to maximum wind out of service
(included reactions at the anchoring): (Formula 3.22)

S G  S W max
(3.22)
◦ Load SG due to self-weight and SL due to service load at which it is added the bigger of
the previous impact effects ST (Formula 3.23):

S G  S L  ST
(3.23)
◦ Load SG due to self-weight increases in the bigger of the forces Ψρ1SL y ρ2SL, where ρ1 y
ρ2 are scale factors of the nominal load foreseen for the dynamic tests (ρ1) and static tests
(ρ2) defined in the Standard UNE 58118: (Formula 3.24)

S G   1 S L or S G   2 S L
1  1,2 ;  2  1,4 (3.24)

35 
 
 

5. Project ex
xamplee for given
g loads
l d
data and
a
various beam
b constrruction typees
Inn this point it
i will be preesented the in
input data an
nd the variou
us beams connstruction thaat will
be caalculated in bellow
b sections.

T
The given loaads data are the
t followingg ones:

◦ M
Maximum loaad to lift: Qu = 15.000 [Kgg]
◦ Diistance betw
ween raceway ys: L = 12,5 [m]
◦ Liifting speed (wire):
( Velev = 80 [m/minn] = 1,33 [m//s]
◦ Trranslation sppeed of the whole
w crane: V trans = 150 [m/min]
[ = 2,5 [m/s]
◦ Acceleration time
t of the trrolley: taccel = 9,1 [seg]
◦ Ulltimate limitt state of the steel: Ssteel = 260 [MPa]
◦ Duuration of thhe mechanism m: 50.000 [hoours]

Inn some casess, after desig

gn with the aalgorithm, wee will get as solution thatt it is enough
h with
one bbeam, but inn other cases it will be nnecessary to make the crrane with tw wo beams, beecause
there is no enoughh big beam in the standarrd list.

N
Now it will be shown th
he different section of the
t beam that are goingg to be calcu
ulated
bellow
w: (Figure 4.1)

Figgure 4.1 Profilees that will be u

used in the callculation of thee crane (IPE, U
UPE,
recctangular sectioon and HD) [R Reference 16]

36 
 
 

5.1 C
Calculatioon metho
od algorith
hm

T
The given loaads (service loads), the oown weight of the structure and the mmovements of the
cranee will create the followin
ng distributiions, flexure moments annd stresses, which have to be
studieed with the algorithm
a dessigned:

I. Own weight SG: (Figu

ure 4.2)

Figure 4.2 Distributed

D load
d due to the weeight of the bea
am.
[Made by thee author]

qG = ρ · S (4.1)

S = section which
h depends onn the section that is studying.

II. Service looad SL (Trollley weight + Load weigh

ht): (Figure 4.3)
4

Figure 4.3 Service load in

n the most unffavourable section.
[Made by the
t author]

P = 155 Tn = 15.00
00 [Kg] (4.2)

III. Horizontaal load due to

o the own weeight in the translation
t off the crane S H: (Figure 4..4)

A
As the crane moves itselff longitudinaally, the inerrtia forces, due
d to the weeight of the beam,
will ccreate a horizzontal distrib
bution that haas to be studiied.

Figu
ure 4.4 Horizonntal distributedd load due to th
he own weight of
the beam
b and the translation
t of tthe crane. [Made by the autho
or]

qH = a/gg · q = Vtras/tacel
a · qG/g (4.3)

37 
 
 

IV. Horizontaal load due to

o the servicee load in the translation
t of the crane S H: (Figure 4.5)

A
As the cranees moves itsself longituddinally, the service load
d (the load hhanged) creates a
horizzontal load thhat has to be taken into acccount.

Figure 4.5 Horizontal punctu

F ual load due to the service
looad in the mov
vement of the ccrane. [Made by
b the author]

H = a/gg · P = Vtras/tacel · P/g (4.4)

W
With the distrributions sho
own above, w we will get the
t most unffavourable fleexure momeents of
each case (Formuulas 4.5). All of them in thhe middle off the beam:

q G  L2 PL q H  L2
M maxx, I ( L / 2)  M max, II ( L / 2)  M max, III ( L / 2 ) 
8 ; 4 ; 8

H L
M max,IV ( L / 2) 
4

(4.5)

A
After gettingg the flexure moments, wwe have to get the stresses createdd by them. As A the
lengthh of the beam
m is much bigger
b than thhe section, itt is possible to ignore thhe tangential stress
versuus normal stress.

L >> S → σ >> τ → τ is
i ignored

A
As the loads I and II are vertical
v and lloads III and
d IV are horizzontal, they w
will have diffferent
sectioon modulus (W),
( as we can see in Figgure 4.6:

I,II → Wy

III, IV → Wz (4.6)

MI M III M III M IV
 I ( L / 2)   II ( L / 2)   III ( L / 2)  I
 IV ( L / 2)  I

Wy Wy Wz Wz

38 
 
 

 Sttress to comppare with CA

ATIA: (Form
mula 4.7)

σI + σII + σIII + σIVV (4.7)

 Sttress to calcuulate the beam

m and check if the beam is valid: (Formula 4.8)

γC · (σI + ΨσII + σIII + σIV) < Ssteel /n (4.8)

(As wwe can see in i this case the load willl be increassed by the coefficients ffor fatigue faailure,
thosee that catia dooesn’t apply))

C
Coefficients to increase the loads an
nd get a cra
ane ready to
o avoid fatiggue failure in
i the
futurre:

A
As we can seee in the alg
gorithm diagrram (Pag.23 3), the first th
hing we havve to do is get
g the
coeffficients that will
w appear in
n the calculaation cranes formula:
f

 C , , n ; ffrom :
 C  ( S G  S L  S H )  S Steel / n

W
We have to classify
c the elevator
e and the mechaniism with the use the cranne will have in the
real llife (50.000 hours) and then,
t it will be possible to get the inncrease coeffficient in orrder to
increaase the desiggn load and avoid
a the fatiigue failure in
i the future.

O
On the other hand, with the
t lifting sppeed it will be
b gotten thee dynamic ccoefficient. Finally
F
with tthe CASE I, the safety co
oefficient.

 Dynamicc coefficient ψ:

Figure 4.6 First

F part of th
he main algoritthm from the page
p 23 that haas
to be calculated to get thee dynamic coeffficient. [Made by the author]

E
Entering in thhe figure witth the liftingg speed and the
t type of crane,
c we cann get the dyn
namic
coeffficient Ψ:

39 
 
 

Velev = 1,33 m/
m/s → Ψ = 1,6
1

Figure 4.7 Selection

S of thee dynamic coeffficient from
the lifting sp
peed and the ty
ype of crane. [R
[Reference 2]

 Increase coefficient:

Figure 4.8 Second parrt of the main algorithm fromm

the pag
ge 23 that has tto be calculated
d to get the
increase coefficient. [M
[Made by the auuthor]

T
To get the load increase coefficient (γ C), it is neccessary to ch
heck the elevvator classification
and thhe mechanism classificattion charts frrom the theorry.

 Mechanissm:

Inntensive use (suppose 50

0.000 hours aand the Tablee 4.1) → T8
Table 4.1 Selection of tthe Type of use from the usa
age
[Referen
nce 2]

40 
 
 

L
Load level: I suppose thaat the crane will work quite
q often with
w maximuum load and often
with m
medium loadds (Table 4.2
2). So the loaad state → L3

T
Table 4.2 Selecction of the Loaad state from the
t Observatio
ons [Reference 22]

T
Then, the classsification ob
btained from
m the mechan
nism is (Table 4.3): M8

Tab
ble 4.3 Final cla
assification of tthe mechanism
m [Reference 2]]

 Elevator:

Inntensive use (from 50.00

00 hours and the Table 4.4) → It could be: U7, U
U8, U9

Table 4.4 Selection of the Typ e of use from the

t Observatio
ons
[R
Reference 2]

41 
 
 

L
Load level: Again,
A as in the mechannism, we supppose that th
he device liffts quite ofteen the
maxim
mum load annd often med
dium loads (T
Table 4.5) → Q3

Table 4.5 Selection

S of the Load State froom the Observ
vations [Refereence 2]

T
Then, the classsification ob
btained from
m the elevatorr is (Table 4.6): A8

Table 4.6 Final classifiication of the eelevator [Referrence 2]

N
Now, with thhe classificatiion of the meechanism and the elevato
or, it is possib
ible to get the load
increaase coefficieent (γC): (Tab
ble 4.7)

T
Table 4.7 Selecction of the Inccrease coefficieent [Reference 1]
1

A88 → γC = 1,2

42 
 
 

 Safety cooefficient:

Itt is considereed that the crrane is goingg to work ind

door, so we will
w work in the CASE I of the
theorry (without wind).
w

Figure 4.9 Thirdd part of the main

m
allgorithm from the page 23 th hat has
to
o be calculated
d to get the safeety
co
oefficient. [Madde by the autho
or]

43 
 
 

5.2 GGiven loaads data and

a beam construcction type selection
n and
calcculation method
m

Inn this sectioon it will be calculated, with the ab

bove algorith
hm, the cranne bridge with the
follow
wing differennt profiles:

- IPE sectioon

- UPE sectiion

- Rectangullar section

- HD sectioon

 IPE
E SECTIO
ON:
Figure 4.10 IPE beam
section. [Refferences 16]
Assum
med: IP 3300 (Figure 4.10
0)

This bbeam from thhe standard list

l has the fo
following secction and section moduluss:

Sectioon: S = 62,6 · 102 [mm2]

Sectioon Modulus:: Wy = 713,,1 · 103 [mm

m3 ]

52 · 103 [mm
Wz = 98,5 m3]

A
As it was seenn in the theoory, it is neceessary to calcculate the ow
wn weight, thhe service loaad, the
horizzontal load duue to the own n weight as a result of th he crane translation and tthe horizontaal load
due too the servicee load as a result of the crrane translatiion:

I. O
Own weight SG:

qG = ρ · S = 7850 [Kg/m3] · 62,6 · 102 [mm2] · 10-66 [m2/mm2] · 9,8 [N/Kg] = 481,6 [N/m
m]

qG = 481,6 [N//m]

II. S
Service load SL (Trolley weight + Looad weight):

P = 155 Tn = 15.00
00 [Kg]

III. H
Horizontal looad due to th
he own weighht in the tran
nslation of thee crane SH:

qH = a/g · q = Vtras/tacel · q G/g = 2,5/9,1

1 · 481,6/9,8 = 13,5 [N/m
m]

qH = 13,5 [N/m
m]

IV. H
Horizontal looad due to th
he service loaad in the tran
nslation of the crane SH:

H = a/g
a · P = Vtraas/tacel · P/g = 2,5/9,1 · (15
5.000 · 9.8)/9
9,8 = 4120,888 [N]

44 
 
 

H = 4120,88 [N]

The flexure moments created by the loads in the most critical section (L/2) are:

q G  L2 481,6  (12,5) 2
M max, I ( L / 2)    9406,25 [ N .m]
8 8
P  L 15.000  9,8 12,5
M max, II ( L / 2)    459375 [ N .m]
4 4
q  L2 13,5  (12,5) 2
M max, III ( L / 2)  H   263,67 [ N .m]
8 8
H  L 4120,88  12,5
M max, IV ( L / 2)    12877,75 [ N .m]
4 4

The stresses created by the flexure moments in the most critical section (L/2) are:

MI 9406.25[ N .m]
 I ( L / 2)    13,19 [ MPa]
Wy  m3 
9
713,1  10 [mm ]  10 
3 3
3
 mm 
M II 459375[ N .m]
 II ( L / 2)    644,19 [ MPa]
9  m 
3
Wy
713,1  10 [mm ]  10 
3 3
3
 mm 
M III 263,67 [ N .m]
 III ( L / 2)    2,68[ MPa]
Wz  m3 9
98,52  10 [mm ]  10 
3 3
3
 mm 
M IV 12877,75[ N .m]
 IV ( L / 2)    130,71[ MPa]
9  m 
3
Wz
98,52  10 [mm ]  10 
3 3
3
 mm 

Stress on the most critical section to compare with CATIA:

 I   II   III   IV
13,19  644,19  2,68  130,7  673,13 [ MPa]

Applying the formula for calculating cranes check if the profile is valid:

ϒC · (SG + ΨSL + SH) < SSteel /n

ϒC · (σI + ΨσII + σIII + σIV) < Ssteel /n

1,2 · (13,19 + 1,6 · 644,19 + 2,68 + 130,71) < 260/1,5

1412,74 [MPa] < 173,33 [MPa] → IT IS NOT VALID

45 
 
 

A
As the IPE 3330 is not valiid for the loaads done, I lo
ook for anoth
her beam from
m the standaard list
usingg the Excel allgorithm.

A
After trying all the beam ms from the IPE list, I observe
o that none of thee beams fulffil the
condiition of the design.
d For th
he biggest beeam IPE 750x196+ we geet:

175
5,9 [MPa] < 173,3 [MPaa] → NOT OK
O

A
As we see thaat using the biggest
b beamm from the sttandard IPE beams
b is nott enough, it will
w be
selectted the two beams
b configguration cranne (Figure 4.11):

Figure 4.11 Schema

S of a tw
wo beam bridg
ge crane. [Referrences 17, 18]

Inn this way, we

w can share the loads beetween both beams.
b

I design both beams with the same prrocess becausse I just desiign one of thhe beams usin
ng the
servicce load dividded by two, and
a the otherr beam will be
b the same.

Inntroducing thhe loads in th

he Excel algoorithm I get the section necessary
n to tthe beam:

IT IIS NECCE
ESARY TWO
T BEA
AMS: IPE O 60
00+

Stresss to comparee with Catia: 7,63 +59,2

21 + 2,05 + 15,95
1 = 84,844 [MPa]

Compparison with the crane deesign formulaa: 144,46 [MPa] < 173,3 [MPaa] → OK

So thhe crane has to

t have two beams
b IPE O 600+ with the following
g parameterss (Figure 4.12):

Sectioon: S = 197·102 [mm

mm2]

Sectioon Modulus:: Wy = 3879 · 1003 [mm3]

Wz = 403,6 · 1003 [mm3]

h = 610 [mm] tf = 24 [mm]

b = 224 [mm] r = 24 [mm]

tW = 15 [mm] hi = 562 [mm]

Figure 4.12 Ge
Geometric
d = 514 [mm] parameters off the IPE beam
m.
[Reference 16]]

46 
 
 

 UPE
E SECTION:

Assum
med: UPE 300
3 (Figure 4.13)
4 Figure
F 4.13 UPPE beam sectio
on.
[Refereences 16]
This bbeam from thhe standard list
l has the fo
following secction and section moduluss:

Sectioon: S = 56,6 · 102 [mm2]

Sectioon Modulus:: Wy = 521,,5 · 103 [mm

m3 ]

58 · 103 [mm
Wz = 75,5 m3]

A
As it was seenn in the theoory, it is neceessary to calcculate the ow
wn weight, thhe service loaad, the
horizzontal load duue to the own n weight as a result of th he crane translation and tthe horizontaal load
due too the servicee load as a result of the crrane translatiion:

I. O
Own weight SG:

qG = ρ · S = 78850 [Kg/m3] · 56,6 · 102 [mm2] · 10-6 [m2/mm2] · 9,8 [N/Kg] = 435,42 [N//m]

qG = 435,42 [N
N/m]

II. S
Service load SL (Trolley weight + Looad weight):

P = 155 Tn = 15.00
00 [Kg]

III. H
Horizontal looad due to th
he own weighht in the tran
nslation of thee crane SH:

qH = a/g · q = Vtras/tacel · qG/gg = (2,5/9,1) · (435,42/9,8

8) = 12,21 [N
N/m]

qH = 12,21 [N//m]

IV. H
Horizontal looad due to th
he service loaad in the tran
nslation of the crane SH:

15.000 · 9.8)//9,8) = 4120 ,88 [N]

H = a/g · P = Vtras/ttacel · P/g = (22,5/9,1) · ((1

H = 4120,88 [N]

The fflexure mom

ments created by the loadss in the most critical sectiion (L/2) are :

q G  L2 435,42  (12,5) 2
M max, I ( L / 2)    8504,3 [ N .m]
8 8
P  L 15.000  9,8  12,5
M max, II ( L / 2)    459
9375 [ N .m]
4 4
q  L2 12,21  (12
1 ,5) 2
M max, III ( L / 2)  H   238
8,47 [ N .m]
8 8
H  L 4120,88  12
1 ,5
M max, IV ( L / 2)    12877,75 [ N .m]
4 4

47 
 
 

The stresses created by the flexure moments in the most critical section (L/2) are:

MI 8504,3[ N .m]
 I ( L / 2)    16,31[ MPa]
Wy  m 3

521,5  10 3 [mm 3 ]  10 9  3
 mm 
M II 459375[ N .m]
 II ( L / 2)    880,87 [ MPa]
Wy  m 3

521,5  10 3 [mm 3 ]  10 9  3
 mm 
M III 238,47 [ N .m]
 III ( L / 2)    3,15[ MPa]
Wz  m3 
9
75,58  10 [mm ]  10 
3 3
3
 mm 
M IV 12877,75[ N .m]
 IV ( L / 2)    170,38[ MPa]
9  m 
3
Wz
75,58  10 [mm ]  10 
3 3
3
 mm 

Stress on the most critical section to compare with CATIA:

 I   II   III   IV
16,31  880,87  3,15  170,38  1070,71 [ MPa]

Applying the formula for calculating cranes check if the profile is valid:

γC · (SG + ΨSL + SH) < SSteel /n

γC · (σI + ΨσII + σIII + σIV) < Ssteel /n

1,2 · (16,31 + 1,6 · 880,87 + 3,15 + 170,38) < 260/1,5

1919,08 [MPa] < 173,33 [MPa] → IT IS NOT VALID

As the UPE 300 is not valid for the loads done, I look for another beam from the standard
list using the Excel algorithm.

After trying all the beams from the UPE list, I observe that none of the beams fulfil the
condition of the design. For the biggest beam UPE 400 we get:

986,4 [MPa] < 173,3 [MPa] → NOT OK

48 
 
 

As we see that using the biggest beam from the standard UPE beams is not enough, it will
be selected the two beams configuration crane.

In this way, we can share the loads between both beams.

I design both beams with the same process because I just design one of the beams using the
service load divided by two, and the other beam will be the same.

Introducing the loads in the Excel algorithm I get the section necessary to the beam:

IT IS NOT POSSIBLE TO BEAR THE LOADS WITH EVEN TWO

UPE BEAMS.
In the European standard beam list [Reference16] there is no UPE section beam that is able
to bear the loads given for the project. Even trying with two beams configuration crane using
the biggest sections, the theory of the cranes says that the crane breaks.

This is because the inertia coefficient value of the UPE sections is very small and when we
calculate the stress with the following formula:

M f ,t
  y max  I  
I

The values of the stress (σ) obtained are bigger than the “ultimate limit state of the steel”
(SSteel) and in consequence the structure fails.

So if it would be necessary to use UPE shape, it would have to be ordered special size to
factory because with the standard sizes it is not enough.

49 
 
 

 RECTANGU
ULAR-SQ
QUARE SECTION
S N:

Figurre 4.14 Rectanngular

Assum
med: 140x1440 (Figure 4..14) beam ssection. [Refereence16]

This bbeam from thhe standard list

l has the fo
following secction and section moduluss:

Sectioon: S = 40004,25 [mm2]

Sectioon Modulus:: Wy = 161 · 103 [mm3]

Wz = 161 · 103 [mm3]

A
As it was seenn in the theoory, it is neceessary to calcculate the ow
wn weight, thhe service loaad, the
horizzontal load duue to the own n weight as a result of th he crane translation and tthe horizontaal load
due too the servicee load as a result of the crrane translatiion:

I. O
Own weight SG:

m3 · 4004,255 mm2 · 10-6 m2/mm2 · 9,8

qG = ρ · S = 7850 Kg/m 8 N/Kg = 30 8,04 [N/m]

qG = 308,04 [N
N/m]

II. S
Service load SL (Trolley weight + Looad weight):

P = 155 Tn = 15.00
00 [Kg]

III. H
Horizontal looad due to th
he own weighht in the tran
nslation of thee crane SH:

qH = a/g · q = Vtras/tacel · qG/gg = (2,5/9,1)) · (308,04/9,,8) = 8,63 [N

N/m]

qH = 8,63 [N/m
m]

IV. H
Horizontal looad due to th
he service loaad in the tran
nslation of the crane SH:

15.000 · 9.8)//9,8) = 4120 ,88 [N]

H = a/g · P = Vtras/ttacel · P/g = (22,5/9,1) · ((1

H = 4120,88 [N]

The fflexure mom

ments created by the loadss in the most critical sectiion (L/2) are :

q G  L2 308,04  (12,5) 2
M max, I ( L / 2)    6016,4 [ N .m]
8 8
P  L 15.000  9,8  12,5
M max, II ( L / 2)    459
9375[ N .m]
4 4
q  L2 8,63  (12 2,5) 2
M max, III ( L / 2)  H   168,55 [ N .m]
8 8

50 
 
 

H  L 4120,88  12,5
M max, IV ( L / 2)    12877,75 [ N .m]
4 4

The stresses created by the flexure moments in the most critical section (L/2) are:

MI 6016,4 [ N .m]
 I ( L / 2)    37,37 [ MPa]
9  m 
3
Wy
161  10 [mm ]  10 
3 3
3
 mm 
M II 459375[ N .m]
 II ( L / 2)    2853,26 [ MPa]
9  m 
3
Wy
161  10 [mm ]  10 
3 3
3
 mm 
M III 168,55 [ N .m]
 III ( L / 2)    1,05[ MPa]
Wz  m3 
9
161  10 [mm ]  10 
3 3
3
 mm 
M IV 12877,75[ N .m]
 IV ( L / 2)    79,98[ MPa]
9  m 
3
Wz
161  10 [mm ]  10 
3 3
3
 mm 

Stress on the most critical section to compare with CATIA:

 I   II   III   IV
37,37  2853,26  1,05  79,98  2971,66 [ MPa]

Applying the formula for calculating cranes check if the profile is valid:

ϒC · (SG + ΨSL + SH) < SSteel /n

ϒC · (σI + ΨσII + σIII + σIV) < Ssteel /n

1,2 · (37,37 + 1,6 · 2853,26 + 1,05 + 79,98) < 260/1,5

5620,34 [MPa] < 173,33 [MPa] → IT IS NOT VALID

As the square section 140x140 is not valid for the loads done, I look for another beam from
the standard list using the Excel algorithm.

After trying all the beams from the rectangular-square sections list, I observe that none of
the beams fulfil the condition of the design.

As we see that using the biggest beam from the standard square section beams is not
enough, it will be selected the two beams configuration crane.

51 
 
 

In this way, we can share the loads between both beams.

I design both beams with the same process because I just design one of the beams using the
service load divided by two, and the other beam will be the same.

Introducing the loads in the Excel algorithm I get the section necessary to the beam:

IT IS NOT POSSIBLE TO BEAR THE LOADS WITH EVEN TWO

RECTANGULAR-SQUARE BEAMS.
In the European standard beam list [Reference16] there is no Rectangular-Square section
beam that is able to bear the loads given for the project. Even trying with two beams
configuration crane using the biggest sections, the theory of the cranes says that the crane
breaks.

This is because the inertia coefficient value of the Rectangular-Square sections is very small
and when we calculate the stress with the following formula:

M f ,t
  y max  I  
I

The values of the stress (σ) obtained are bigger than the “ultimate limit state of the steel”
(SSteel) and in consequence the structure fails.

So if it would be necessary to use Rectangular-Square shape, it would have to be ordered

special size to factory because with the standard sizes it is not enough.

52 
 
 

 HD
D SECTIO
ON:

Figure 4.155 Rectangular beam

Assum
med: HD 3660 x 179 (Fig
gure 4.15) sectionn. [Reference16]
6]

This bbeam from thhe standard list

l has the fo
following secction and section moduluss:

Sectioon: S = 2288,3 · 102 [mm

m2]

2 · 103 [mm3 ]
Sectioon Modulus:: Wy = 3122

Wz = 1109 · 103 [mm3 ]

A
As it was seenn in the theoory, it is neceessary to calcculate the ow
wn weight, thhe service loaad, the
horizzontal load duue to the own n weight as a result of th he crane translation and tthe horizontaal load
due too the servicee load as a result of the crrane translatiion:

I. O
Own weight SG:

qG = ρ · S = 78550 [Kg/m3] · 228,3 · 102 [mm2] · 10-6 [m2/mm2] · 9,8 [N/Kg] = 1756,31 [N
N/m]

qG = 1756,31 [N
N/m]

II. S
Service load SL (Trolley weight + Looad weight):

P = 155 Tn = 15.00
00 [Kg]

III. H
Horizontal looad due to th
he own weighht in the tran
nslation of thee crane SH:

qH = a/g · q = Vtrras/tacel · qG/g = (2,5/9,1) · (1756,31/9,,8) = 49,23 [N

N/m]

qH = 49,23 [N//m]

IV. H
Horizontal looad due to th
he service loaad in the tran
nslation of the crane SH:

15.000 · 9.8)//9,8) = 4120 ,88 [N]

H = a/g · P = Vtras/ttacel · P/g = (22,5/9,1) · ((1

H = 4120,88 [N]

The fflexure mom

ments created by the loadss in the most critical sectiion (L/2) are :

qG  L2 1756,31  (12,5) 2
M max,I ( L / 2)    34
4302,93[ N .m ]
8 8
P  L 15.000  9,8  12,5
M max,II ( L / 2)    459
9375[ N .m]
4 4
q H  L2 49,23  (12
1 ,5) 2
M max, III ( L / 2)    961,52 [ N .m]
8 8
H  L 4120,88  121 ,5
M max,IV ( L / 2)    12877
7,75[ N .m]
4 4

53 
 
 

The stresses created by the flexure moments in the most critical section (L/2) are:

MI 34302,93[ N .m]
 I ( L / 2)    10,98[ MPa]
Wy  m 3

3122  10 3 [mm 3 ]  10 9  3
 mm 
M II 459375[ N .m]
 II ( L / 2)    147,14 [ MPa]
Wy  m 3

3122  10 3 [mm 3 ]  10 9  3
 mm 
M III 961,52 [ N .m]
 III ( L / 2)    0,87 [ MPa]
Wz  m3 
9
1109  10 [mm ]  10 
3 3
3
 mm 
M IV 12877,75[ N .m]
 IV ( L / 2)    11,61[ MPa]
9  m 
3
Wz
1109  10 [mm ]  10 
3 3
3
 mm 

Stress on the most critical section to compare with CATIA:

 I   II   III   IV
10,98  147,14  0,87  11,61  170,6 [ MPa]

Applying the formula for calculating cranes check if the profile is valid:

ϒC · (SG + ΨSL + SH) < SSteel /n

ϒC · (σI + ΨσII + σIII + σIV) < Ssteel /n

1,2 · (10,98 + 1,6 · 147,14 + 0,87 + 11,61) < 260/1,5

310,66 [MPa] < 173,33 [MPa] → IT IS NOT VALID

As the HD 360x179 is not valid for the loads done, I look for another beam from the
standard list using the Excel algorithm.

Doing the iterative process I get:

IT IS NECCESARY JUST ONE BEAM: HD 400x347

Stress to compare with Catia: 10,81 + 74,82 + 0,78 + 5,41 = 91,82 [MPa]

Comparison with the crane design formula: 164,05 [MPa] < 173,3 [MPa] → OK

54 
 
 

So thhe crane has to have justt one beamss HD 400x34

47 with the following paarameters: (F
Figure
4.16))

Sectioon: S = 442··102 [mm2]

Sectioon Modulus:: 40 · 103 [mm

Wy = 614 m3 ]

Wz = 2380 · 103 [mm3 ]

h = 407 [mm] tf = 43,7 [mm]

b = 404 [mm] mm]

r = 15 [m
Figure 4..16 Geometric
tW = 227,2 [mm] hi = 319,6 [mm] parameteers of the HD
beam. [R
Reference16]
d = 289,6 [mm]

S
So, with the HD H section, I get the onee beam cranne configuration (Figure 44.17) becausse it is
enouggh to bear thhe given load
ds. This is ppossible becaause the HD sections havve got a veryy high
inertiia coefficientt.

Figure 3.17 One beam cra

ane configuratiion.
[References 17, 19]

55 
 
 

5.3 P
Project off softwaree for beam
m constru
uction dessign

Itt will be testted in Catia the both Secction beam which

w have been
b able
to suppport the loaads of usage (HD 400x3447 and IPE O 600+). Neitther UPE
nor S
Square section beam.
F
Figure 4.18 HD D
seection. [Referen
nce16]
 HD 4000x347 SECT
TION:

F
Firstly it has to be madee the sketch of the beam
m with all geeometric parrameters from the
standdard list (Figuure 4.19):

Figure 4.19 Sketchh of the HD 400 0x347 beam. Figure 4.2

20 With HD section, the cranne will be one beam
b
[Madde by project auuthor with Catia
a] configura
ation. [Referencces 17, 19]

O
Once the drawwing of the section
s is doone, I make the
t beam witth the origina
nal length and
d with
3
the m
material assum
med (Steel ρ=
= 7850[kg/m m ] and Yieldd strength = 260
2 [MPa]). (Figure 4.21)

Figurre 4.21 HD 400

0x347 beam [M
Made by projectt author with Ca
atia]

N
Now it is time to make the simulationn of the real conditions.
c The
T steps are::

‐ Movvement restraaints
‐ Ownn weight due to gravity
‐ Verttical service load
l
‐ Horiizontal loads
‐ Meshh

56 
 
 

 Movem
ment restraintss:

T
The beam wiill be simulated, as in thee theory of cranes
c calcullation, mounnted on 2 sup
pports
(Figuure 4.22). So it will allow the thrree rotations but it willl forbid the three axil linear
moveements (Figuure 4.23).

Figure 4.22 Schema oof the beam ha as to be represeented

with Catia [Made by pproject author]]

Figure 4.23 Lateraal ends with thee three linear m

movements resstricted [Made by project authhor with Catia]

 Own weeight due to gravity

g

m/s2] in Z diirection (Figuure 4.24).

I select -9,8 [m

Figu
ure 4.24 HD 4000x347 beam with
w gravity looad. [Made by project
p author with
w Catia]

 Verticall service load

d

T
This is the looad of the tro ure 4.25). As we saw in tthe theory, we
olley + load to lift (Figu w put
this vvalue in the middle
m of thee beam becauuse it is the most
m unfavou urable case. T
The value is:

15.00
00 kg · 9,8 [N
N/kg] = 147.000 [N]

57 
 
 

Figure 4.25 Vertical service

s load ap
pplied by the trrolley [Made byy project authoor with
Catia]

 Horizonntal loads

Inn this case itt will appear two:

‐ The horizoontal punctuaal load due too the servicee load in the longitudinall movement of the
crane. (Figuure 4.26) H = 4120,88 [N]
‐ The distribbuted horizon
ntal load duee to the inertia (mass of the beam) iin the longitu
udinal
movement of the crane. (Figure 4.2 6) qH = 1191,5 [[N]

Figgure 4.26 Beam m with horizon

ntal distributed
d load due to the
t inertia of crrane movemennt. [Made by prroject
auuthor with Catiaa]

 Mesh

W
We have to chhoose the meesh so that thhe error is minimized:

‐ Size = 100
‐ Absoluute sag = 10
‐ Paraboolic elementt. I take parrabolic elem
ment becausee the error oof the calcu
ulation
decreaase from 22,0
07% (with linnear elementt) to 3,57%.

58 
 
 

 IPE O 600+
6 SECTIION:  

F
Firstly it hass to be mad
de the sketcch of the beam
b with all
a geometricc
param
meters from the
t standard list: (Figure 4.28)

Figure 4.27 IP
PE
section [Refereence16]

Figuure 4.28 Sketchh of the IPE O Figure 4.299 With the IPE
E section, the crrane will be tw
wo beams
600++ beam [Madee by project configuratiion [Referencess 17, 18]
authhor with Catia]

O
Once the drawwing of the section
s is doone, I make the
t beam witth the origina
nal length and
d with
the m
material assum
med (Steel ρ=
= 7850[kg/m m3] and Yieldd strength = 260
2 [MPa]). (Figure 4.300)

F
Figure 4.30 IPE
E O 600+ beam
m [Made by projject author with
h Catia]

N
Now, we makke the same steps
s than inn the previouss case (HD 400x347):
4

‐ Movvement restraaints
‐ Ownn weight due to gravity
‐ Verttical service load
l
‐ Horiizontal loads
‐ Meshh

59 
 
 

 ment restraintss:
Movem

T
The beam wiill be simulated, as in thee theory of cranes
c calcullation, mounnted on 2 sup
pports
(Figuure 4.31). So it will allow the thrree rotations but it willl forbid the three axil linear
moveements.

Figure 4.31
1 Schema of th
he beam has too be represented
with Catia [Made by projject author]

 Own weeight due to gravity

g

m/s2] in Z diirection.
I select -9,8 [m

 Verticall service load

d

T
This is the loaad of the trollley + load too lift. As wee saw in the theory, we puut this value in the
midddle of the beaam because itt is the most unfavourablle case.

A
After the calcculation of th
he IPE beam
m, we got thatt the crane had to consistt in two beamms, so
in thiis case, the service load will
w be half oof the total load, becausee it will be shhare between
n both
beamms.

(15.000 [kg] · 9,8 [N/kg])) / 2 = 73500

0 [N]

 Horizonntal loads

Inn this case itt will appear two.

‐ The horizoontal punctuaal load due too the servicee load in the longitudinall movement of the
crane.

H = 4120,88 [N]

‐ The distribbuted horizon

ntal load duee to the inertia (mass of the beam) iin the longitu
udinal
movement of the crane.

qH = 168,75 [N
N]

60 
 
 

 Mesh

We have to choose the mesh so that the error is minimized:

‐ Size = 100
‐ Absolute sag = 10
‐ Parabolic element. I take parabolic element because the error of the calculation
decrease from 22,27% (with linear element) to 4,89%.

61 
 
 

5.4 R
Results off calculation and p
product viisualisatio
on

 HD
D 400x34
47 SECT
TION:
Fi
Figure 4.32 HD
- Von Missess Stresses of the
t beam: seection [Referen
nce16]

After anaalyse the HD section beam

m in Catia, we
w get the folllowing distrribution (Figu
ures
4.33 aand 4.34).

FFigure 4.33 Coolour distributtion of the Von

n Misses Stressses and maximum value in HD section beam
m.
[[Made by projeect author with Catia]

Fiigure 4.34 Messh and colour distribution

d off the Von Missees Stresses and
d maximum vaalue in HD secttion
beeam. [Made byy project authorr with Catia]

M
Maximum Strress value:

 MMax  70,87 [MPa]

62 
 
 

- Displacements of the beeam:

A
After simulatte the HD beaam with the loads, it is got the follow
wing distributtion of
displaacements. (F
Figures 4.35 and
a 4.36)

Figu
ure 4.35 Colourr distribution ofo the displaceements in the HD
H section beam and the maxximum value.
[Madde by project auuthor with Catiia]

Figu
ure 4.36 Plot off the section displacements in
n HD section beam.
b [Made byy project authorr with Catia]

M
Maximum dissplacement value:
v

displaacement  7,77 [mm]

63 
 
 

 IPE
I O 60
00+ SEC
CTION:

- Von Missess Stresses of the

t beam: (F
Figures 4.38 and
a 4.39)
Figuure 4.37 IPE beeam
sectiion. [Referencee16]

F
Figure 4.38 Coolour distributiion of the Von Misses Stressees and maximu
um value in IPE
PE section
b
beam. [Made byy project autho
or with Catia]

FFigure 4.39 Meesh and colour distribution oof the Von Misses Stresses an
nd maximum vvalue in IPE
ssection beam. [Made
[ by project author with CCatia]

M
Maximum Strress value:

 MMax  83,02 [MPa]

64 
 
 

- Displacements of the beeam: (Figuress 4.40 and 4.41)

F
Figure 4.40 Collour distributio
on of the displlacements in th
he IPE section beam and the maximum value.
[M
[Made by projecct author with Catia]
C

Figure 4.41 Plott of the section

n displacementts in IPE sectio
on beam. [Madee by project autthor with Catia
a]

M
Maximum dissplacement value:
v

displaacement  6,24 [mm]

65 
 
 

After all the theoretical and software calculation, I present the results for the HD and IPE
sections in the following summary tables. These values will be discussed in the conclusion of
the next subchapter.

HD 400x347 SECTION:

Table 4.8 Summary of HD beam results. [Made by project author]

Theory Stress Catia Stress Displacement Catia Program error

[MPa] [MPa] [mm] [%]
91,82 70,87 7,77 3,57

IPE O 600+ SECTION:

Table 3.9 Summary of IPE beam results. [Made by project author]

Theory Stress Catia Stress Displacement Catia Program error

[MPa] [MPa] [mm] [%]
84,84 83,02 6,24 4,89

66 
 
 

5.5 Conclusions

 From the European standard list of beams, it is only possible to support the loads given with
“I” section shapes. For the UPE and rectangular-square section, the crane breaks. This is
because the value of the inertia coefficient of the sections different from the “I” shapes are
very small and when we calculate the stress with the following formula:

M f ,t
  y max  I  
I
The values of the stress (σ) we get for the UPE and rectangular-square sections are big.

So if we would want to use UPE or rectangular-square shape, we would have to order special
size to factory because with the standard sizes it is not enough.

 When it is designed a crane to resist fatigue and dynamics movements during its future work,
it is necessary to oversize the elements of the crane (in this case, the beams) much more than
we would have to do for a static structure. For that reason, in this project were used the
coefficients γC (increase coefficient) and ψ (dynamic coefficient) to select the correct beam.

 In the case of IPE section, the value of the theoretical results obtained without oversizing
with the coefficients (γC and ψ) are almost the same than the results from Catia. Actually the
theoretical value is within the error made by the program:

(Catia _ Value)  Error  Theoretical _ Value  (Catia _ Value)  Error

(1  0,0489)  83,02 [ MPa]  84,84 [ MPa]  (1  0,0489)  83,02 [ MPa]
0,9511 83,02 [ MPa]  84,84 [ MPa]  1,0489  83,02 [ MPa]
78,96 [ MPa]  84,84 [ MPa]  87,08 [ MPa]

We can therefore say that the theoretical approaches used from the elasticity and strength of
materials are valid.

 Using HD section, the theoretical value we get is a little bigger from that obtained by catia.
This is because as the HD section has the web and the flanges wider, it is possible that the
shear effect ignored in the theoretical model, affects more than in the IPE section case, where
it was obtained results nearly equal to those of catia.
So, in this HD case, it can be said that the theoretical model used oversizes more than Catia.

 As seen in the results throughout the project, with the IPE section would be necessary to use
two beams in order to form the crane and lifting the loads given. In contrast, with HD
section, would be sufficient just with one beam to form the crane.
This is because the coefficient of inertia of the HD is considerably greater than the
coefficient of inertia of the IPE section.

67 
 
 

6. Project remarks
‐ ABSTRACT CHAPTER 1:

In chapter 1 (Introduction) I defined the target of the project and the things I have done
during it to achieve the design and calculation of the overhead bridge crane for different kind of
beams.

‐ ABSTRACT CHAPTER 2:

In Chapter 2 it was shown the classification of different existing cranes and the applications
and general characteristics of each. The purpose of this chapter is to introduce and familiarize
the reader in the field of the work. For this chapter I investigated in several articles, books,
reviews to find the greatest number of devices and more descriptive information about each of
them.

‐ ABSTRACT CHAPTER 3:

In contrast to the global crane definition of the previous chapter, in this one it is made a
detailed and specific classification only for the bridge cranes (because it is the target of the
project) and also all its possible subsystems.

As a contribution of the author, I introduced the types of beams that could be used in cranes
and methods to stiffen them if it is necessary more resistance. I also introduced all the necessary
information to calculate the oversizing coefficients depending on the device future working
conditions.

‐ ABSTRACT CHAPTER 4:

In this chapter, it was shown the algorithm I have designed to calculate theoretically the
section of the necessary beam in the crane, valid for all kind of sections. Then, as the algorithm
has been designed based on the theory of cranes calculation, I made a presentation of this theory
where I introduced all possible design cases (indoor crane, outdoor/wind crane and exceptional
loads).

‐ ABSTRACT CHAPTER 5:

In this chapter I change from the theory presentations to the analytical and software
calculations. It is presented the input data and the different beams shapes that will be calculated
(IPE, UPE, Rectangular-Square and HD). After, I developed all the steps that the algorithm
specifies: Classify the crane to get the dynamic, safety and increase coefficients, apply loads,
flexure moments, stresses and check if the stress is less than the ultimate limit state of the steel.

Then, I made the steps calculation mentioned above for the different beam construction
types (firstly by hand to show the process and then by Excel algorithm). In this part of the
project I got the analytical result/achievement:
The size of the section beam that has to be used to support the loads (IPE O 600+ and HD
400x347).

68 
 
 

One of the most important results I got in this chapter is that from the European standard list
of beams, it is only possible to support the loads given with “I” section shapes. For the UPE and
rectangular-square section, the crane breaks. This is because the value of the inertia coefficient
of the sections different from the “I” shapes are very small, as I explained in the conclusions
(subchapter 5.5).

Once I got the analytical solution of the project, I went to get the software solution. I
represented the beams in Catia; I applied loads, boundary conditions and the finite element
mesh. Then I solved the system and I got the stress and displacements.

Finally, with the analytical and software results I compared them and I presented the project
conclusions (subchapter 5.5).

‐ AUTHOR’S CONTRIBUTION:

The author's main contribution to the project has been the design of a process for calculating
overhead traveling cranes and an algorithm in Excel to run the process. Thanks to it, I manage
to design a crane with different beam sections and fulfil the target defined in the introduction.

Another contribution is the analysis and design of the used beams with Catia. This way
there is another hypothesis with which I can compare the theoretical results obtained before.

On the other hand when it was shown the types of beams that can form a bridge crane, I
demonstrated the possible ways to stiffen the beams if it is necessary more resistance. And I
also introduced all the necessary information to calculate the oversizing coefficients depending
on the device future working conditions.

69 
 
 

7. References
1. Vicente Díaz López, María Jesús López Boada, Beatriz López Boada, “Transport
Engineering”. Universidad Carlos III of Madrid, 2011.

2. Cranes and derricks. H. I. Shapiro. McGraw-Hill. 2000.

3. “Gantry crane” <http://en.wikipedia.org/wiki/Gantry_crane>, March 2011

4. “Overhead bridge crane” <http://www.erikkila.com/crane/bridge-crane/>, 2011

5. “Grúa pórtico”<http://www.scraneengineering.com/gantry-cranes.html>, 2011

6. “Cranes” <http://en.wikipedia.org/wiki/Crane_(machine)>, November 2011

7. “Rail road crane” <http://en.wikipedia.org/wiki/Crane_(railroad)>, December 2010

8. “Overhead bridge crane” <http://en.wikipedia.org/wiki/Overhead_crane>, October 2011

9. “Puentes grúa” <http://www.tadisa.com.ar/pgrua.html>, 2011

10. “Rubber tyred gantry crane” < http://www.crane-manufacturers.com/>, 2011

11. Dimas Rodríguez Planas “Grúas tipo Puente: Generalidades (I)”

<http://www.insht.es/InshtWeb/Contenidos/Documentacion/FichasTecnicas/NTP/Ficheros/7
01a750/ntp_736.pdf> , 2010

12. “Workstation” <http://www.provincial-crane.ca/newcranes/airtechnicalproducts/a-

framegantry.htm>, 2011

13. Francisco J. Fraile Griborio, “Diseño, cálculo y comprobación de unión soldada en viga de
puente grúa de alma doble”
<http://oa.upm.es/3756/1/TESIS_MASTER_FRANCISCO_J_FRAILE_GRIBORIO.pdf>,
Madrid, Junio 2010

14. “Prontuario perfiles”

<http://www.cvr.etsia.upm.es/web%202005/Construccion%20I/Prontuario%20_14-04-
08_reducido.pdf>, November 2008

15. Dimas Rodríguez Planas “Grúas tipo puente (II): Utilización. Formación de operadores”
<http://www.insht.es/InshtWeb/Contenidos/Documentacion/FichasTecnicas/NTP/Ficheros/7
01a750/ntp_737.pdf>, 2010

16. “Prontuario Arcelor – European Standard beam list”, Excel attached to the project, Norma
EN 10163-3:1991

17. North American industries, INC “Gruas con una o dos vigas Puente”
<http://www.naicranes.com/spanish_engineering/technical_reports/Gruas%20con%20una%2
0o%20dos%20vigas.pdf>, 2010

70 
 
 

18. “Overhead bridge crane” <http://www.craneswebsite.com/2011/04/28/overhead-bridge-

crane-14/>, April 2011

19. “Dimec” <http://www.cargasenmovimiento.com.ar/>, 2009

20. “Ferroroggi” <http://www.ferroroggi.com.ar/puentegrua.html>, 2011

21. Rafael Escolá Gil, Angel Ayarza, Vicente Arribas, Bernardo Martín, “Vigas de Grandes
Luces”. Reverte, 1980

22. Carlos Navarro, Jose Luis Pérez Castellanos, “Ingeniería Estructural: Análisis”,
Universidad Carlos III de Madrid, 2000.

23. CORCHERO, J.A.: "Cálculo de Estructuras (Resolución práctica)". Servicio de Publicaciones

del Colegio de Ingenieros de Caminos, Canales y Puertos, 1986.

71