Design of EOT crane Mekelle University

Table of Contents
Acknowledgement .............................................................................................................. .i
Abstract ............................................................................................................................... ii
Objective ............................................................................................................................ iii
CHAPTER 1 ....................................................................................................................... 5
Literature review ................................................................................................................. 5
1.1 Introduction ............................................................................................................... 5
1.2 Major parts of an EOT crane .................................................................................... 5
1.2.1 Bridge girder ...................................................................................................... 6
1.2.2 End carriages ...................................................................................................... 7
1.2.3 Trolley ................................................................................................................ 7
1.2.4 Rope Drum ......................................................................................................... 7
1.2.5 Rope & Drum Guide .......................................................................................... 8
1.2.6 Hook................................................................................................................... 8
1.2.7 Rope ................................................................................................................... 8
1.2.8 Brake ................................................................................................................ 10
1.2.9 Pulleys .............................................................................................................. 10
1.2.10 Trolley wheels ................................................................................................ 11
1.2.11 TROLLEY DRIVES ...................................................................................... 11
1.2.12 Hoist motor and braking system .................................................................... 11
1.1 Mechanisms ...................................................................................................... 11
1.3.1 Hoisting ............................................................................................................ 11
1.3.2 Cross travel mechanism ................................................................................... 12
1.3.4 Long travel mechanism .................................................................................... 13
1.4 Types of Electric Overhead travelling (EOT) crane ............................................... 14
1.4.1 Single Girder Cranes ........................................................................................ 14
1.4.2 Double Girder Cranes ...................................................................................... 15
1.4.3 Top running Single Girder (TRSG) ................................................................. 17
1.4.4 Top running Double Girder (TRDG) ............................................................... 17
1.5 Crane description .................................................................................................... 18
CHAPTER 2 Design of Rope ......................................................................................... 19
CHAPTER 3 ..................................................................................................................... 21
Design of rope drum ......................................................................................................... 21
CHAPTER 4 ..................................................................................................................... 23
Design of Reduction Gear Box for Hoisting mechanism ................................................. 23
3.1 Design of first stage gear reduction ........................................................................ 24
3.2 Design of second and third stage reduction gear box ............................................. 27
3.3 Design of shaft ........................................................................................................ 29
CHAPTER 4 ..................................................................................................................... 32
Calculation of the total weight of trolley .......................................................................... 32
4.1 Mass of Gear box for hoisting ................................................................................ 32

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Design of EOT crane Mekelle University

4.2 Calculation of the drum mass ................................................................................. 34

4.3 Assumption of the main structural frame mass for carrying trolley ....................... 34
4.4 Load distribution of the trolley wheels ................................................................... 35
CHAPTER 5 ..................................................................................................................... 37
Design of cross travel wheels ........................................................................................... 37
CHAPTER 6 ..................................................................................................................... 38
Design of reduction gear box for cross travel wheels ....................................................... 38
CHAPER 7 ........................................................................................................................ 39
Over all dimension of the trolley ...................................................................................... 39
CHAPTER 8 ..................................................................................................................... 40
Design of bridge girder ..................................................................................................... 40
8.1 Determination on bending moment ........................................................................ 42
8.2 Finding the bending moment due to dead weight ................................................... 46
8.2.1 Calculating the dead weight of the girder ........................................................ 46
8.2.2 Finding the bending stress of the girder ........................................................... 47
8.2.3 Calculation on deflection of the girders ........................................................... 48
8.3 End clearance .......................................................................................................... 50
8.4 Stiffeners ................................................................................................................. 50
CHAPTER 9 ..................................................................................................................... 51
Design of End carriage...................................................................................................... 51
9.1 Calculation of the loads that act upon the end carriages ......................................... 52
CHAPTER 10 ................................................................................................................... 59
Design of Long Travel Wheels ......................................................................................... 59
CHAPTER 11 ................................................................................................................... 60
Design of reduction gear box for long travel wheels ........................................................ 60
CHAPTER 12 ................................................................................................................... 61
Flange to web weld design ................................................................................................ 61
Conclusion and recommendation ...................................................................................... 63
Bibliography ..................................................................................................................... 64

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Abbreviation

WT..............................................................................................................................................................total weight
Mt ............................................................................................ total mass to be lifted
g...................................................................................................................... gravity
Wd ........................................................................................................... design load
F.S .................................................................................................... factor of safety
D...................................................................................................................diameter
W .................................................................................................. weight of the rope
A ........................................................................................................................ .area
σb.................................................................................................... bending strength
wr ....................................................................................... toatal weight of the rope
Er......................................................................................youngs moduls of the rope
D........................................................................................................ drum diameter
Wb .............................................................................................. .equivalent bending
Wacc ..................................................................................... load due to acceleration
Wsrt .............................................................................................. load due to starting
Weff ......................................................................................................effective load
P .........................................................................................................................pitch
h1 ........................................................................................................... grove height
r ................................................................................................. radius of the grove
a ............................................................................................................. acceleration
F ........................................................................................................................ force
Nout ................................................................................................. output revolution
H.......................................................................................................................power
Nin .................................................................................................... input revolution
G.R ......................................................................................................gear reduction
I .................................................................................................................. gear ratio
V.................................................................................................................... velocity
Σ ........................................................................................................................ stress
σsur ........................................................................................................ surface stress
σmax .................................................................................................. maximum stress
k…………………………………………………………………….……load factor
Np...............................................................................................revolution of pinion
Nw.......................................................................................................................................................... Revolution of
A......................................................................................... Center to centre distance
ψA ………………………………………………face width to center distance ratio
kc ....................................................................................................................................................................Static load
kd........................................................................................................................................................... Dynamic load
m ....................................................................................................................module
mn …………………………………………………………………...normal module

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ms……………………………………………………………….....standard module

γ……………………………………………………………………...pressure angle
f ................................................................................................................. face width
β…………………………………………………………face width to module ratio
Zp .............................................................................................. no of teeth on pinion
Zw ....................................................................................................no of .teeth on w
J ....................................................................................................... factor for pitting
Sb......................................................................................................bending strangth
kl ....................................................................................................factor for bending
ka...................................................................................................appplication factor
kv…………………………………………………………………….dynamic factor
km…………………………………………………………….……machining factor
kR ................................................................................................................................................... Reliability factor
Cl………………………………………………………………….contact life factor
Sc………………………………………………………………...…allowable stress
Wn .......................................................................................................... normal load
Wt....................................................................................................... tangential load
T ..................................................................................................................... torque
Dp ........................................................................................... diameter of the pinion
Me .................................................................................................... .equivalent load
M...................................................................................................................moment
pCT ...........................................................................................power for cross travel
pLT ............................................................................................ power for long travel
Pso…………………………………………………………..wheel material strength
c1, c2, c3.............................................................................factors in design of wheels
dwc ........................................................................................ diameter of cross travel
tw .....................................................................................................thickness of web
tf.................................................................................................. .thickness of flange
b..........................................................................................................width of girder
h......................................................................................................... height of girder
Ixx...........................................................................moment of inertia in xx direction
σ min, ................................................................................................. minimum stress
σ max ................................................................................................ maximum stress
τ all ..........................................................................................allowable shear stress
y..................................................................................................................deflection
W .......................................................................................................distributed load
E……………………………………………………………………youngs modulus
f ye …………………………………………………………….design shear strength

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CHAPTER 1
Literature review
1.1 Introduction
Beginning from the times that industrial development has changed from the small to big
industries, materials handling has played a crucial role in the transportation of raw
materials and finished products of the industries. And up till now this field continues to
be a very important part in industries. No modern industrial plant would be conceivable
without efficiently and organized materials handling systems.
There are different types of materials handling equipment in practice. These are
continuous intermittent materials handling equipment. In this report an intermittent
materials handling equipment called overhead traveling crane will be discussed in detail.
Overhead traveling crane is one type of crane that most people would recognize as a
workshop or a factory crane. Although considerable advances in design have been made
over many years, the fundament concept has not changed much.

1.2 Major parts of an EOT crane

Bridge girders Motors
End carriages Brakes
Trolley Pulleys
Hook Wheels
Rope Electrical components
Gear boxes

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Figure 1 Sectional view of an EOT crane

An EOT crane basically consists of structural, mechanical and electrical components. In
every modern cranes, there can be electronic components and computer controls.
Also it has three main mechanisms
1. Hoisting mechanism, H
2. Cross travel mechanism, CT
3. Long travel mechanism, LT

1.2.1 Bridge girder

Figure 2 A typical bridge girder

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Crane girders are made from structural shape box sections fabricated from steel plate.
They are designed to resist all vertical, horizontal and tensional forces. Girders may be of
symmetrical or asymmetrical design (different plate thickness for top and bottom plates)
Trolley rail sections may be welded or bolted with fish plates to top plate directly.
Maximum allowable vertical deflection due to live load should also be limited.
Girders should be fabricated using high penetration continuous welding. Trolley rails or
crane rails on double girder cranes should be high strength steel bars capable of carrying
trolley wheel loads with a minimum wear.

1.2.2 End carriages

End carriages are part of the crane that carries the whole crane body including the trolley.

1.2.3 Trolley
It is a steel frame carrying the hoist mechanism and cross travel mechanism. Trolley
wheels should be cast and machined from spherical graphite nodular material for best
wear characteristics. They are double flanged and shaped to match the running surface.
Trolley frame should be welded from structural steel; wheels should resist wear and be
mounted on anti-friction bearings having an adequate life in accordance with the
specified crane classification. Totally enclosed motor and fully enclosed gearing should
be directly connected to the rotating axle. If a hollow shaft is used, individual drives are
employed; gear box and axle should be mated by use of a fully splined shaft. Wheel-to-
axle connection can be made by means of a tapered lock system without keyway.

1.2.4 Rope Drum

Rope drum is of welded construction, machine-grooved to a minimum depth of 0.375
times the rope diameter. Drum shaft is supported at each end by sealed antifriction
bearings. Drum is driven by a central shaft. The drum is accurately machined and
grooved to accommodate the desired size of rope. The length of the drum is selected in
such a way that the entire rope can be wound in one layer. When hook is at the lowest
position, lead of the rope will have minimum two full turns on the drum. Similarly one

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spare groove for each lead shall be left when hook is in highest position. The drum is
provided with left hand helical grooves at one end and right hand grooves at the other.

1.2.5 Rope & Drum Guide

The hoisting rope shall be of proper design and construction for
hoist service. Hoist reeving shall be single or double as
appropriate to the application. To assure positive winding of
rope on the drum and to prevent rope overlapping and
potentially dangerous groove peak contact, a hoisting rope
guide shall be employed. Double wrapping of rope shall not be
permitted.
Figure 3 Hook assembly

1.2.6 Hook
Crane hooks are used on the cranes to hoist materials. For load handling applications they
are in the form of letter ‘C’ with a shank for mounting the bearing and a threaded portion
for fixing the nut. Generally the hook is made by forging. It can be manufactured with the
specification of the load to be lifted, the dimension of the rope, no of falls and
acceleration of the hook.

The hook assembly consists of

1. Hook
2. Thrust bearing for taking the vertical load
3. Cross-pieces for supporting the thrust bearing
4. Radial bearing for the turning of the hook abut vertical axis
5. Nut for fixing the hook at the top

1.2.7 Rope

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Rope is one of the most important parts of a crane. As opposed to traditional ropes which
are made of vegetable fibers (also called hemp), all engineering applications such as
hoists and cranes use ropes made of steel wires and a core of hemp or steel.
Steel wire ropes are made of strands of steel wires and a central core which can either be
hemp for general engineering purpose with ambient temperature, or asbestos and steel for
foundries, hot material handling in steel plants etc.
Hoisting or crane ropes are designated using standards.

Figure 4 Sectional view of a steel wire rope.

Strands of ropes are made from individual wires twisted to form the strand. These strands
are in turn twisted all together to form the wire rope around a central core.
The designation [6*37*16*Steel core *120] means
- 6 strands having 37 wires each
- 16mm diameter, steel core and length of 120mm.
Wire ropes have their own standards and varied applications which can be seen from the
table1 below.
Standard Designation Application
6*7 rope It is used a standard coarse laid rope used
as haulage rope in mines, tramways, power
transmission.

1
The above table was taken from “A Text Book Of Machine Design , R.S KHURMI & J.K GUPTA
,Eurasia Publishing House (Pvt.) Ltd. 2002, New Delhi , Page 674 “

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6*19 rope It is a standard hoisting rope used for

hoisting purpose in mines, quarries ,
cranes, dredges, elevators, tramways, well
drilling
6*37 rope It is an extra flexible hoisting rope used in
steel mill ladles ,cranes ,high speed
elevators
8*19 rope It is also an extra flexible hoisting rope

There are two kinds of lay wire rope

Regular lay
Lang lay
Regular lay: appear to line up with the axis of the rope, while those on Lang lay form
angle with axis.
Lang lay rope: are generally more resistant to bending, fatigue and have a great wearing
surface than regular lay ropes.
1.2.8 Brake

In hoisting machinery brakes are employed for controlling the speed of load lowering and
holding the suspended load at rest. Bridge and trolley shall have electrically operated fail -
safe brakes. Brakes shall be sized for the full load torque of the motor with a safety factor.

1.2.9 Pulleys
Hoisting pulleys consist of a central hub with a bore for the shaft, a circular rim with a
deep circumferential groove for accommodation the hoisting rope and web or individual
spokes connecting the hub and the rim. The pulleys are mounted on bush bearing or anti-
friction bearings. Pulleys should be light and strong in construction and groove should
deep enough to prevent slip of the rope from the groove in operation.

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Design of EOT crane Mekelle University

Pulleys are made of cast iron for light duty and low capacity canes. For high capacity and
heavier duty of operation, pulleys are either of cast steel by fabrication of steel plates by
welding. Fabricated have the advantage of light weight and ease in manufacture.

1.2.10 Trolley wheels

Trolley wheels are cast and machined from spheroidal graphite nodular material for best
wear characteristics. They are double flanged and shaped to match the running surface.
The wheels are of forged steel.

1.2.11 TROLLEY DRIVES

Motorized trolleys should be powered by slip ring or squirrel cage motor. Acceleration
and deceleration shall be limited to a maximum of 1.0 foot/second/second by means of an
inertia wheel to minimize load swing. Trolley brakes shall be provided.
Motor shall be protected from overheating by thermal protectors imbedded in the
windings. Totally enclosed motor and fully enclosed gearing should be directly connected
to the rotating axle. Wheel-to-axle connection is made by means of a tapered lock system
without keyway.
For large size trolleys, individual CT drives are used

1.2.12 Hoist motor and braking system

Hoist motor shall develop sufficient power to lift the rated load at the specified speed.
Motor shall be rated for the number of starts per hour expected in the application and for
duty cycle.

1.1 Mechanisms
An overhead travelling crane comprises of
Hoisting,
Cross travel
And long travel mechanism.

1.3.1 Hoisting

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Design of EOT crane Mekelle University

The hoist mechanism mounted in a cross travel crab or trolley supported by the crane
bridge. The hoisting mechanism consists of
A drum made from rolled steel with helical
groove on its outer surface for winding and
unwinding of the hoisting rope, welded end
flanges and shaft
End bearing housings and bearings for supporting
the drum and the shaft Drive consisting of electric
motor, gear box, couplings, brake and supporting
structural frames

Figure 5 Hoisting assembly

Limit switches to prevent over-travel of the hook block

1.3.2 Cross travel mechanism

The hoist mechanism is mounted on the trolley or

crab which is a structural rectangular frame with
traveling wheels at all the four corners. The trolley
or the crab fixed to the top of the bridges, one rail
on each bridge along its length. The cross travel
mechanism consists of electric motor, gear box,
coupling and brake.The out put shaft of the gear box
is coupled to the long shaft on which are connected
Figure 6 Cross travel mechanism
to the cross travel wheels. Sometimes external driving gears are mounted on the wheels
and these gears are driven by pinions mounted on the long shaft of the cross travel gear

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box. Depending on the ratio of the numbers of wheels driven to the total number of
wheels, it can be called 50 percent drive or a 100 percent drive.

1.3.4 Long travel mechanism

The whole trolley with the hoist and the cross travel mechanism travels on rails mounted
on another large rectangular structural frame consisting of two bridge girders and two end
carriages. Wheels are provided at the four corners of this frame and the long travel
consists of motor, gear box, coupling, brake and wheels. The total crane can travel or
move along the length of the workshop bay. Because the trolley can move perpendicular
to direction along the length of the bridge girder it is called the cross travel mechanism.
Similar to the cross travel mechanism, the mechanism can have 50 percent drive or 100
percent drive.

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Design of EOT crane Mekelle University

1.4 Types of Electric Overhead travelling (EOT) crane

There are many variations, depending on the application. The main variations cover
whether the end carriages run on top of the gantry rail or are suspended beneath a track,
whether the bridge is single girder or a double girder and whether the travel motions are
manual or powered. Each of these variations ultimately limits the capacity of the crane,
its function, the height of lift and the area it can serve.

1.4.1 Single Girder Cranes

Single girder cranes are most cost effective for capacities up to 10 tons and 60 ft. spans.
By utilizing box girder technology, EMH can also provide this version up to 15 tons and
120 ft. spans. Reduced wheel loads combined with very low headroom standard hoists
provide outstanding value.

Figure 7 Single girder cranes

The advantages of single girder traveling cranes are evident with load capacities up to 10
tons and spans up to 120m.
These advantages are:
Low dead weight and more headroom by using a low headroom monorail hoist. It is the
most economical solution in buildings with a span over 90 ft.
Lower production cost, and therefore lower price, than a double girder model.

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1.4.2 Double Girder Cranes

Double Girder Bridge Cranes are most frequently applied in capacities over 10 tons and
or spans of 60 ft. They can be utilized at any capacity where extremely high hook lift is
required because the hook can be pulled up between the girders. Double Girder Bridge
Cranes are also ideal where high speeds and heavy service are required. They are also
highly suitable where the crane needs to be fitted with walkways, crane lights, cabs,
magnet cable reels or other special equipment.

Figure 8 Double girder crane

The advantages of double girder traveling bridge cranes become particularly evident with
load capacities over 10 tons, or spans of over 50'. These advantages are:
Higher hook lift, since the hook can be pulled up between the main girders.
Extremely rigid box girder construction and durable trolley design are well suited for
heavy service applications.
Minimize wasted overhead space and maximize available Lifting height with top-
performing.
Double girder design and low profile trolley hoist saves much of the space "wasted" on
conventional single girder designs. So for new installations, the maximum Lift system
saves valuable overhead room and can reduce building height and construction costs.
Installation is easy, thanks to an assembly using all bolted construction and factory-
installed or plug-in-type wiring connections
In operation, the compact trolley and end truck designs maximize hook coverage, as well
as crane and trolley end approach. Get the standard features you want and maximum
lifting height

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Design of EOT crane Mekelle University

There are 3 basic types of overhead bridge cranes:

1.4.3 Top running Single Girder (TRSG)

Top running Single Girder overhead bridge crane is the most common type of overhead
bridge crane. It may be mounted off building column haunches or a free-standing
runway.

1.4.4 Top running Double Girder (TRDG)

A top running double girder overhead bridge crane allows the maximum possible
capacity, span, and duty-cycle. Maintenance platforms may also be added to a TRDG
crane to aid in crane and/or building service. TRDG cranes also have the advantage of
offering the best hook height when compared with other overhead crane types.
Under slung Single Girder
An Under Running Single Girder (U.R.S.G.) overhead bridge Crane is mounted from the
building ceiling eliminating the need for columns. This is advantageous for high traffic
areas that need overhead materials handling and also require a work area free of columns.

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Figure 9 Positions of the trolley

1.5 Crane description

To describe cranes the following specific data should be given:
• Application of Crane
• Capacity of Crane
• Type of Crane (if building design is based on this design)
• Span of Crane.
• Preferred speeds of hoist trolley and crane (Single or multiple speeds)
• Required hook approaches
(Hook height and lift, Approach towards runways, Approach towards walls at end of
runway).

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CHAPTER 2
Design of Rope
Given parameters
Weight to be lifted 10000 k.g
Weigh of the hook block 800 k.g
No of fall=4
Calculating the total weight on the rope

W= Mt*g
=10800 * 9.81
= 105948 N.
The weight acting on individual ropes will be;
105948 = 26487 N.
4
Selecting a suitable type of rope from standards.
6*37 Steel wire rope has been selected which is used for an extra flexible hoisting
rope used in steel mill ladles, hoisting, cranes, high speed elevators.
1) Calculating the design load by taking a factor of safety for wire ropes used for
overhead crane and gantry cranes
F.S = 5
There fore the design load (Wd ) will be:
Wd =F.S * W
= 5*26487
= 132435 N.
2) Determining the working diameter of the rope (d).
From standards and tables the tensile strength for 6*37 steel wire rope is ;
For 550 d2 ……………………..1900MPa.
Evaluating d;
d = 15.5 mm Say 16mm
4) Calculating wire diameter (dw) and area of wire rope (A)
From standard table
dw = 0.045d= 0.72mm
A = 0.38d2 = 97.28mm2
5) Determining various stresses that act on the rope.
a) Determining the weight of the rope.
From standard tables w= 0.037d2= 9.47 N/m
wr = w * total length of the rope
wr = 473.6 N.

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Where the total length of the rope is

(No of falls * Lift height) + Allowance (4*10)+10 = 50m.
b) Calculating the bending stress
σb = Er * dw
D
From standard tables the recommended ratio of drum diameter to rope
diameter is From 18 – 27d
Taking 25*d
D = 400 mm
Substituting the values:
σb = 144 N/mm2
The equivalent bending load on the rope will be
Wb = σb * A
Wb = 14008.32 N.
c). Assuming the acceleration of low speed hoisting to be 0.34 m/s2, then the
load due to the acceleration is
Wacc = WT + w * a
g
Substituting the values above
Wacc = 3688.4 N.
d). Load due to impact loads during starting due to the absence of slackness in ropes.
Wsrt =2 (W + w)
Wsrt = 212843.2 N.
6) The normal or effective working stress during uniform lifting or lowering will be
Weff = W +w + Wb
Weff = 120429.92 N
Actual factor of safety during normal working condition will be
Design load = 132435 = 1.02 < 5
Effective load 120429.92

Effective load on the rope during starting

=Wsrt + Wb
= 226851.52 N
The actual factor of safety during starting
F.Ssrt = 1.65 < 5
Effective load on the rope during acceleration of the load
= W + w + W b + Wa
= 124118.32 N.
The actual safety factor during acceleration
F.Sacc = 1.12 < 5
Since the ratios obtained are < 5 the above assumptions and selections of the rope are
safe.

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CHAPTER 3
Design of rope drum

Figure 10 Dimensions of a rope drum

p=1.15d ,h1 = 0.25d,r = 0.53d,h = 1.1d

p= 18.4mm h1 = 4mm r = 8.48mm h = 17.6mm
Drum length
Perimeter of hoist drum = ∏ * D
= 1.26m.
Therefore the number of turns = Total Length = 31.8 Say 32 Turns
Perimeter of the hoist drum
Adding two turns and one extra turn for allowance, then the total length of the grooved
section
= [32 + 6 – 1]* p
= 680mm.
Including the clearances on both end side and in the middle, the total length of the drum
will be; 800mm.
Considering the allowable pressure that act upon the drum
P= 2F/dD; Where F=W + (w +W)*a

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There fore from standard table the drum material is taken to be Cast Steel.

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CHAPTER 4
Design of Reduction Gear Box for Hoisting mechanism
Given parameters
✓ Drum speed 20m/min (for medium hoisting speeds from standards)
From the perimeter of the drum=1.26m
1.26m=1revolution
Therefore 20m/min=20/1.26=16rpm.
The revolution of the drum in rpm will be
Nout=16rpm.
✓ Horse power of the motor in K.w (H)

H= Mtot * v ; where ηtot= ηhoist* ηmotor * ηmechanical

102*ηtot
H= 10800*20
60*102*0.91
H=35 k.w
From standard tables of motor speed a speed of 750r.p.m has been selected.
Considering loss of the motor due to mechanical and electrical losses, the input
motor r.p.m (Nin)
Nin=750*0.98
Nin = 735 r.p.m
Design analysis
1) Calculating the reduction ratio for identifying the number of stages needed.

Gear Ratio (G.R) = Nin / Nout

G.R=735/16
G.R = 45.9

From standard table;

No of reduction stages Gear Ratio
Single Stage Up to 8
Two Stage 10-50
Three Stage 40 and above

From the above table the gear box’s reduction stage should be three.

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Figure 11 Stages of hoisting gear box

Therefore approximating the overall reduction ratio to standard value of 45.1 and
distributing to the individual stage,
i i1 i2 i3
45.1 2.536 3.95 4.5

Finally calculating the number of revolution in r.p.m in each stage will yield;
N1 N2 N3 N4
735 289.83 73.37 16.3
2) Selecting the type of gear teeth for each stage.
In order to select the type of gear teeth using the peripheral velocity (empirical
velocity)
V=0.11 4√ (Hin * Nin * Nout)
For velocities smaller than 5m/s simple straight spur geared teeth is used.
For velocities greater than 5m/s, a helically geared tooth is used.
In the case of speed ratios from 6-8 and velocity greater than 5m/s, helical gears must be
incorporated.
On manipulating the above equation,
1st stage v=6m/s Helical gear
2nd stage v=3.34m/s Spur gear
rd
3 stage v=1.63m/s Spur gear.

3.1 Design of first stage gear reduction

As indicated above, checking for empirical velocities, the type of gear teeth has been
found to be helical teeth.
i) Assuming the number of teeth on the pinion gear to be minimum so that to reduce the
center to center distance between gears and the overall size of the gear box,
Therefore assuming Zp1=16

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From i=Zw/Zp
Zw1=41
Analyzing the surface strength of helical gear.
Selecting the gear material considering the
• High power to be transmitted
• The size of the gear box to be minimum
• The strength of the gear to be high
An alloy of steel which is carburized and hardened is selected from table.
σ = 32RC= 32*70=2240Mpa.
The surface strength of teeth, σsur= σ/F.S
F.S = 1.2
σsur=1867MPa
Using Hertz contact stress formula for maximum compressive stress on tooth surface,
σmax = 28.4 * 106 [(i+1)3kH]1/2
NpiA3ψA
Where k = kc * kd
k=1.5(For practical design purposes)
ψA= 0.3 —0.6 (for high power transmission)
A= 9.31*104[(i+1)3kH]1/3
NpiψAσsur2
A1=87.6 ≈ 90mm

σmax = 1984.3 MPa

Since σmax < σ Then the material selected is safe for the design.
ii) Geometry of the gear
dp1 = 2A/i+1 = 53.63≈ 55 mm
dw1 = 2A/i+1= 126.4 ≈ 130mm
mn =2Acosγ/ (Zp + Zw) = 2.97 ≈ 3; γ is often selected between 80 − 200 .
ms =2A / (Zp + Zw) = 3.16 ≈ 3.5

f = βm

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= 9*3
f = 27mm

iii) Checking the bending strength and pitting resistance

Factor value for bending strength and pitting resistance depends upon the teeth and
profile shift of tooth gears and is obtainable from gear manufacturers’ standard books.
For checking,
1st assuming and calculating different factors,
2nd calculating the module of the gear,
3rd adjusting the calculated module with the nearest standard value, and then checking for
bending strength and pitting resistance.
Checking for bending-Pinion
Using the general formula
(∏m3βN1Z1)(JSbkl)p>=(kakvkmkRP)
From this calculating for module (m),
m = {[ kakvkmkRP] / [∏βN1Z1 JSbkl]}1/3 ……………………….. ( I )
Assuming and calculating the different factors;
• ka for hoist and uniform electric motor
ka = 1
kv=1+√[v/3.6] for v<13m/s
kv=1.25
km=1+Cpf+Cma
where Cpf=0.1max(0.5 , f/D1)(max[0,f-25)/(2000-0.025) and
Cma= A +[f/B] – [f/C]2
km = 1.5
kR=1 for 99% reliability
147
28.43 −
−0.904 + zb
14.5 zb
−0.303 +
J = 0.535 + zb +
zb za

J = 0.64

Sb for the grade 1 maximum

Sb = B[1.15-B/955]-2
Sb = 193.32 Mpa
kl for 108cycles = 0.8

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By substituting the above values in equation ( I ) and calculating for m ,

m = 2.2436
Approximating to the standard value of modules m = 3.
Since the assumed value is 3 the calculated value for m is appropriate.

For Pitting
Using the general formula
(∏m3βN1Z12I)( ScCl)p>=(kakvkmkR2E*P)
From this calculating for module (m),

m = {[ kakvkmkR2E*P] / [∏m3βN1Z12I)ScCl]}1/3 …………….. ( II )

Where E* =113 GPa
I = 0.0404 + 0.1127ρ where ρ=Zw/Zp=2
[1 + 0.7 ρ]
I = 0.13

Sc for grade 2 maximum is;

Sc = 2.51 B + 186
Sc = 713.1 MPa.
Cl = 0.8 for no of load cycles 108
Substituting the above values in equation ( II ) will yield,
m = 2.815 and adjusting to standard values,
m is taken to be 3 .
Finally substituting the standard module values in the general equations of pitting and
bending,
For bending
133294.9 ≥ 114629.4 which shows the selection of pinion gear for bending is safe.
For pitting
34.763*10^3 ≥ 26.283 *10^3 which shows the selection of pinion gear for pitting is safe.
Therefore pinion design is safe
Carrying out exactly the same steps as for the design of the wheel, the bending and
pitting resistance were found to be safe.

3.2 Design of second and third stage reduction gear box

Following similar procedure as in designing the first stage (helical gear) design;
Using the equations of center to center distance (A) and Maximum stress (σmax ) for spur
gear design;

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Hk
A = 10.3 *104 (i+1)
Np Ai ( sur ) 2

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Zp2 = 16 Zp3 = 16
Zw2 = 63 Zw3 = 72
A2 = 108.6 Say 115 mm A3 = 255 mm
σmax = 1754.3 MPa σmax = 1819.3 MPa

Geometry of the gear

dp2 = 46 say 50mm dp3 = 92.7 say 95 mm

dw2 = 177.75 say 200mm dp3 = 427.5 say 430mm
m = 3.125 say 3.5 m = 5.9 say 6
f = 35 f =54

Factors for checking the bending strength and pitting resistant

Ka Kv kR km J Sb Cl I Sc β
nd
2 stage 1.2 1.5 1.25 0.85 0.52 364.8 0.9 0.12 1140 15
5
3rd stage 1.5 1.2 1 0.94 0.64 421.2 0.6 0.27 980 12
8

3.3 Design of shaft

Shafts are elements which support the rotating parts (gears) and they are supported by
bearings rested in rigid machine housings
Material selected is steel
Reason Due to high strength
Ability to be heat treated
Good merchantability and
Low notch sensitivity
Input shaft design

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Calculating the loads on the shaft

Normal load, Wn acting between tooth surfaces
Wn =Wt / cos Ф, Wt = H/V =6.67 kw
Wn =6.9 kN
weight of pinion gear (wG)
WG =0.00118Z1fm2
= 3.19N
Resultant load acting on pinion (WR)
WR=√ (Wn2 +WG2 +2*Wn*WG cosФ)
= 6.96 kN
Calculating the bending moment
Mb=WR*X
The torque transmitted by the shaft
T= Wt*Dp/2
= 183Nm
Then the equivalent torque will be
Te =√ (Mb2 +T2)
= 276.57 Nm
Diameter of the shaft (d)
Te= пτd3 where τ =σy/2 = 360/2=160 MPa
16
d1= 0.021 ≈ 25mm

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Design of shaft on 1st reduction gear

Using the same material steel

Calculate the loads on the shaft
Tangential force acting at gear W & P
Ftw=T/Rw, T= P*60 where Ftd =52 kN
2пN2
Weight of gear W (Ww) & P (Wp)
Ww= 0/00118Zwfwm2 Wp=26.6N
= 39.19N
Total load action down ward on shaft will be
WTw= 20.31 kN
WTP=52.83 kN
Assuming the shaft as a simply supported beam
Equivalent twisting moment
Te=√ (Mc2 + T2)
= 1809.7 Nm
But Te =пτd3/16
d= 0.038 m
Equivalent bending moment
Me=1/2[MD + √ (MD2 + T2)]
d =0.04 m
Following the same procedure in the design of the second reduction gear shaft and output
shaft the diameter are found to be

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d3 ≈ 50mm, d4 ≈ 70 mm
Bearing standards

Bore(mm) Outside diameter(mm) Width(mm)

25 62 17
40 90 23
50 110 27
70 150 35

CHAPTER 4
Calculation of the total weight of trolley
4.1 Mass of Gear box for hoisting
Assuming box shaped gear box to have max volume,

Figure 12 Overall dimensions of hoisting gear box

Casing thickness = 10mm

Clearance space between gear and internal wall = 10mm
Total height = 10 +10+20+430
= 430mm
Width =10+10+f1+f2+f3+shaft length + bearing housing width
= 276 mm say 280 mm
Length= A1+A2+1/2dw2+1/2dp1+200
= 550 mm
Total volume of gear box
Voutside=L*W*H

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=550*280*470
=72.38 *106 mm3
Vinside = 9550-20)*(470-20)*(280-20)
= 62.01*106mm3
Vtotal =Voutside –Vinside
= 10.37*106 mm3
Taking density of the gear box material to be cast iron
ρ =7250Kg/m3
m=ρ*V
= 75.25 Kg
Assumption of shaft weight
Considering the same length of shafts (taking the longest and maximum diameter shaft)
Vshaft = пd2/4*l
= (П*702*280/4)*3shafts
= 3.233*106 mm3
ρsteel = 7.85*106 kg/mm3
Mshaft = 7.85*10 - 6 *3.233*106 = 25.38 kg
Assumptions of gear weight including bearings taking the largest gear diameter
for all gears and face width of the largest gear.

Diameter of gear = 430 mm.

Face width of gear = 54mm.
Vgears = пd2/4*f*4
= 125.470*106 mm3

Figure 13 Overall dimensions of the largest gear

Mgears = 7.85*10 -6 *125.470*10 6

= 246.2 kg

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Mtotal = 75.25 kg +25.83 kg + 246.2 kg

= 349.7 kg
Giving some allowances for bearing housings and fittings etc.., the total mass of the gear
box will be taken as;
Mtotal = 400 kg
2) Assuming the mass of the gear box for the cross travel to be ;
M=250 kg

4.2 Calculation of the drum mass

The mass of the drum is not known for certainty but from experiences and some
assumptions, the following steps are followed;
Assuming a hollow cylindrical volume of the drum;
V= п/4(d12- d22)* l
Taking the thickness of drum to be 20 mm
D1 = 400 mm , d2= 380 mm
V = 9.802*10 6 mm3
Finally mass of drum will be:
Mdrum = ρ* v
Mdrum = 96.94 kg
Shaft weight 150 kg
Flanges bearings, bearing housings and fittings say 300 kg
Mdrum = 600 kg
The mass of the rope from previous calculation is;
M rope = 48.26 kg.
Weight to be lifted and weight of hook block is;
=10800kg

4.3 Assumption of the main structural frame mass for carrying

trolley
8bars * 60 kg each = 480 kg say 500 kg.

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Finally the total mass of the trolley will be;

MTrolley = 500+10800+48.28+600+250+400= 12598.28 kg
Say 12600 kg.
Finally taking considerations of brakes, cross travel shafts, base frames plate(floor),hand
railings, bearing housings etc = 1000 kgs
Then, Total working /design mass will be 13600 Kgs
Say 14000 kg.

4.4 Load distribution of the trolley wheels

Assuming equal distribution of total loads on the four wheels,
Wheel load = 14000/4 = 3500 kg.
Redistribution of loads
According to the fig below the distribution of the loads on each wheel will be,

Figure 14 Distribution of loads on four wheels

For wheel 1; since it is on the side of the drum and gear box for hoisting, it theoretically
carries more load than the other three. Therefore assuming 20 % more load than each
wheel and 10 % more than wheel 2;
W1 = 3500 +0.2 * 3500 + 0.1* 4200
W1 = 4620 kg.
For wheel 2; Carries 20 % more than wheels 3 and 4 but 10% less than wheel 1;

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W2 = 3500 + 0.2 *3 500 – 0.1 * 4200

W2 = 3780 kg.
For wheels 3 and 4; Carry 20 % less load than the others;
W3 and 4 = 3500 – 0.2* 3500W 3and 4 = 2800 kg.

Calculating the effective/equivalent load of the trolley wheels,

Wequ = 1/3(Wmin + 2Wmax)
Where Wmax = load of wheel 1and
Wmin = load of wheel 3 or 4.
Wequ = 4013 kg.
Calculating power of the cross travel (CT) mechanism;
Wequ * Travel resistance * speed*9.81
PCT =
60*102*

Where travel resistance = 0.0087and Speed = 30m/min for medium speed and capacity
crane
PCT = 2.67 kW
The above calculated power is for continuous running of the trolley .Taking
considerations of initial starting and acceleration, 20 % more power is usually used.
2.267* 20% = 3.204 adjusting to standard values from motor standard tables ,a 3.5 kW
motor power has been selected.

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CHAPTER 5
Design of cross travel wheels

Figure 15 Cross travel wheel

Taking the rim width, bs to be 40mmfrom standard rim table
To find the minimum diameter that will support the total load acting on each wheel will
be calculated by using the empirical formula
d min >=W eff /Pso*c1*c2*c3*(bs-2rs)
d min= 4013
56Kg/cm2*0.89*1.05*1* (4cm-2*0.5cm)
= 25.56cm
d min= 300mm
Table factor of for wheel diameter calculation
Tensile stress of Material factor Min-1 C2 Duty % Duty factor
material (Kg/cm2)
45 0.77 50 0.94 <16 1.25
50…52 0.89 45 0.96 >16<25 1.16
60 1.00 40 0.97 25<40 1.00
70 1.16 35.5 1.00 >40<63 0.9
31.5 1.02 >63 0.8
28 1.03

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25 1.04

CHAPTER 6
Design of reduction gear box for cross travel wheels
Taking the diameter of the wheel form above calculation dwc=300 mm
And the speed of the cross travel to be medium =30m/mim
Selecting the motor from standard to be 750 and taking the loss 735 rpm
Calculating the reduction ratio (G.R) =Nin/Nout =735/32 = 22.97
For gear ratio between 8 and 40 two stage speed reducer is used and the distribution of
reduction in each stage can be calculated
For first stage i1= 1.2 to 1.25√i total =4.8 say 5
And for second stage i2=i total/i input= 3
Selection of type of teeth
For a peripheral velocity v =1.6 and 1.2 since v< 5 spur gear teeth is used for both
stages
First stage second stage
assuming Zp1=18 Zp2=18
Zw1=90 Zw2=54
selecting gear material
Since the loads are medium material carbon or alloy steel with harness of BHN>350
σ =30Rc where BHN/RC= 10
= 30*70 = 2100MPa
Taking factor of safety (F.S) = 2 σ sur =2100/2 =1050MPa
A1= 98 say 100mm A2=135.8 say 150mm
dp1=33 say 35mm dp2= 75mm
dw1 =70 mm dw2=150mm
m= 1.94 say 2 m= 4.12 say 4.5

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f=9*2=18mm f=12*4.5 54 mm
AS design above checking for the bending strength and for pitting resistance the gear
design became safe.

CHAPER 7
Over all dimension of the trolley

Figure 16 Overall dimension of the trolley

Clearance C1=300mm C’1=100mm

C2=150mm C’2=50mm
C3=50mm C’3=100mm
Total length of the trolley = C1 +length of gear box of hoisting +C2 + Width gear box for
cross travel + C3
= 300+500+150+250+50 = 1250 say 1300mm
Total width of the trolley=2*C’1+C’2+length of the drum +C’3+ Width of the hoisting
gear box
=2*100+50+800+100+350 = 1500mm
Trolley wheel gauge =C’1+ length of the drum+C’3+width of the hoisting gear box +
dWCT/2

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Wheel center to center distance =width of cross travel gear box +C2+length of hoisting
gear box 2
= 1250 +150 + [500-40-105] + 120
= 750mm

CHAPTER 8
Design of bridge girder
The main bridge Girders are fabricated from high quality steel plates forming a
rectangular box section. To achieve the desired stiffness diaphragms are fitted at regular
distance.
The girders are provided with the required camber so that the Girder deflection in full
load condition will remain well within its allowable limit of 1/900. Internal surface of the
box girder is free from corrosion as the box is welded and there is not contact with
outside atmosphere.
The heavy box type structural construction of Double Girder Crane ensures safety and
gives feeling of security to the worker while handling heavy loads and it also reduces
chances of damage in transit

h = 1000mm
b = 600mm
tf =10mm

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tw =8mm

Calculating the second area moment of inertia

I =IG+AY2
In the x direction
➢ For area 1 and 2 (web plates)
Ixx1=bh3/12*2= [[1000-20]3*6]*2 = 1254.9*106mm4
12
➢ For area 3 and 4(flange plates)
Ixx2= bh3/12 +AY2 = [[600*103] + [600*10]*[500-4]2]*2 = 2940.4*106
12
Total Ixx =Ixx1+Ixx2 = 4195.3*106 mm4
In the z direction
➢ For web plates
IZZ1 =bh3/12 +AY2= [6*[1000-20]3 + 6[1000-20]*2502 *2
= 1607.5*106 mm4
➢ For flange plates
IZZ2 = bh3/12 = 0.1*106 mm4
Total IZZ = IZZ1+ IZZ2 = 1607.6 *106 mm4

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8.1 Determination on bending moment

Bending moment due to the loads applied by the wheel on the girder (hook blocks mass,
lifting mass, trolley mass ……)
Case 1

Assuming trolley lies at the middle of the

girder.
From ∑ Fy = 0
RA + RB = W1 +W3
∑MA = 0
W1* 9.625 + W3* 10.375 = 20RB
RB = 36.07*103N
RA = 35.73 * 103N

∑Fy = 0
RA = V 35.73* 103N
∑MA =0
M-V(X) =0
MatX=0 =0
MatX=9.625=343.9*10

∑Fy = RA+V –W1 = 0

V = 9570N
∑MA = 0
M-W1*(9.652) + V (9.625 + X) = 0
M =W1 (9.625) –V (9.625+ X)
Matx=9.625=343.3*103
Matx = 10 = 34.31*103

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∑FY = 0
W1+ W2-RA-V = 0
V = W1+W2-RA = 36.07*103N
∑MA = 0
M-W1 (9.625)+W2 (10+x) +V (10+x)

Matx=10= 340.3*3*103
Mat x=20 = 0

Bending moment diagram

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Case 2
Assuming the trolley lies at left of the center of the girder
∑FY=0,
RA+RB=W1+W3
∑MA=0,
W1*9.25+W3*10=RB*20
RB=34.7*103N
RA=38.1*103N

Bending moment diagram

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Case 3
Assuming the trolley lies at left of the center of the girder
∑FY=0
RA+RB=W1+W3
∑MA=0,
W1*10+W2*10.75=RB*20

Doing the same analysis

Bending moment diagram

So the maximum bending moment is Mmax =368.4*103Nm occur when the trolley is at
left side of the center of the girder.

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8.2 Finding the bending moment due to dead weight

8.2.1 Calculating the dead weight of the girder
Flanges thickness ………10mm
Width………….500mm
Length………...2000mm
Volume = 0.008*0.5*20 =0.12m3
Web thickness………..8mm
Width…………. [1000-20] mm
Length………..2000mm
Volume = 0.008*[1000-20]*2000 = 0.16m3
Total volume =0.12*2 +0.16*2 =0.595m2
Density of mild steel (ρ) =7680 Kg/m3
Total mass of the girder = 0.595*7680=4569.6Kg and the weight became 44.83*103 N
Calculating the weight mass of the diaphragms
Thickness ……….. 6mm
Width……… [500-8] mm
Length…….. [1000-20] mm
Volume =0.0029m3 because the 40% of the volume is knock out the left volume=
0.0012m3 and in the girder there are 20 number of diaphragms Vtotal
=0.0012*20=0.024m3
The mass of the diaphragms =184.32 Kg and the weight =1808.18 N
Calculating the weight of the rib
Thickness…………..0.04mm
Width………………0.04mm
Length……………...2000mm
Volume =0.032m3
The mass of the rib =0.032* 7690=245.76 Kg and the weight =2410.9N
Therefore the total dead weight distributed on the length of the girder, ( W )=2410.9N
+1808.18 N+44.83*103 N =49049.08N/20m = 2452.45N/m

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The bending moment will be

∑FY=0, RA+RB=2452.45N since RA and RB are at same distance from the center RA=RB
RA=RB=1226.23N
∑FY=0, V1x +W*X –RA=0
V1x= W*X - RA =47822.85N
∑MA=0, M1x +W*X*X/2 –RA*X=0
M1x=RA*X – WX2/2
M1x= 1226.23 *10-2452.45*102/2
= 116.49*103Nm

8.2.2 Finding the bending stress of the girder

➢ σ = MZ/I
σ x = M max Z / Ixx where, Mmax = M max + M1x
= 368.4*103Nm + 116.49*103Nm
= 484.89*103Nm
σ x = 57.75MPa
σ Z = Mmax X / IZZ
σZ = 75MPa
σ min, σ max = σ x + σ Z/2 + √( σx – σ Z)2 + τxz) 2
τ max = σ min + σ max = 66.5 MPa
2
σ min =54 MPa
σ max =79MPa
τ all = 210 Mpa
σ all = σ Y / F.s where the factor of safety = 2

σ all = 110MPa
Because σ max =79MPa < σ all = 110MPa the design of the bridge girder is safe

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8.2.3 Calculation on deflection of the girders

Deflection of girders is one of the most important factors in the design of EOT cranes.
This is because stability is a major criterion for the dynamic activities carried out during
the operation of the crane. For mid range cranes having two girders, the recommended
value of the deflection should be less or equal to 1/1000th (<=20mm in this design case)
of the length of the girder.
The loads that act upon the girders are; two wheel loads on each girder, self weight (also
called dead weight) of the girder, self weight of stiffeners2, weight of railways for the
wheels.
Determination of the self weight ….
Determination of stiffeners weight…
Since there are there different loads acting on a single girder, the principle of
superposition is imposed.
The deflections obtained are at midways of the girders.
Self weight
For simply supported beam with uniformly distributed load, the maximum deflection is
given as
− 5wl 4
y (1) max =
384EI

✓ Where the negative sign indicates the direction of the deflection -

ve y direction.
− 5 *1351N / m * 20m
4

y(1) max =
384 * 200 *109 pa * 4195.3 *10−6 m 4

y(1) max = −3.354 *10−3 m

a) Concentrated loads due to the wheels

Since the position of where the maximum deflection is not known, continuous
iteration /deflections should be checked.

2
Stiffeners will be explained later.

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i) Taking load 1 to be at center.

By the principle of superposition, the effects of loads 1 and 2 will be finally added with
the deflection found in a.
The deflection equation that will apply for a simply supported beam with concentrated
load acting at the center will be,
− wl 3
y ( 2) max atL / 2 =
48EI
y(2) max atL / 2 = −8.99 *10−3 m

When load 1 is at the center, load 3 will be 750mm offset from the center because the
center to center distance between these two wheels is 750mm.
For a simply supported beam with a concentrated load acting eccentrically to the center
with a>b,

y (3) max atL / 2 =


− wb L2 − B 2
*

4 EI 43
y(3) max atL / 2 = −5.542 *10−4 m

ytotal = y (1) max + y ( 2) max atL / 2 + y (3) max atL / 2

ytotal = 0.01289m  12.89mm

y =
Since total 12.89 < 20mm then the selection of the girder section dimension is safe for
deflection.
2nd position of the trolley
When the trolley is at the center of the girder i.e. when loads 1 and 3 are 350 mm apart
from the center of the girder.
On conducting similar procedures as in b;
ymax 2 = 12.946mm
Is less than 20mm and is safe.

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8.3 End clearance

This is the clearance between the center of the long travel wheel and the hook line (hook
block).This clearance is provided to avoid impacts and unwanted contacts between the
material being lifted and the wall of the workshop etc.
Basically because of the eccentricity of the drum on the trolley (see fig below) ,the two
end clearances will have different dimensions.
For general engineering purposes, these two clearances can be taken the same as the
larger one.
Generally end clearances for medium capacity hoists and cranes are between the ranges
1.2 – 1.5 meters on both ends of the girders.

8.4 Stiffeners
Having the girders of an EOT crane designed and had the dimensions set, they will be
manufactured by welding steel plated to give the desired shape. But this structure of the
girder could only support compression and tensile loads i.e. it fails to support axial loads
that are created during the operation of the crane. This axial load will cause twisting and
or buckling of the whole crane supporting member.
To prevent this, thin plates of steel with dimensions slightly less than the cross section of
the girder are welded at an interval that suits the slenderness ratio in buckling.
Note:

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This design project is limited to design the exact dimension of the stiffeners but tries to
give rough estimates of the member.

Figure 17. A typical stiffener

The hole is created by knocking of 40% of the total volume of a single stiffener plate.
They are placed at a spacing of 1000mm along the length of the girder.

CHAPTER 9
Design of End carriage
As mentioned in the literature review, end carriages are placed on both sides of the ends
of the bridge girders to support the whole trolley frame and the material to be lifted where
the wheels of the long travel are fixed to which enables the whole crane to travel along
the length of the workshop bay.
The material for end carriages is also the same as the girders and for this design case and
for most practical cranes it is Mild Steel.

Figure 18 Plan view of a section of a crane

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The end carriages and the girders should be fixed together as tight as possible because the
whole structure relies on this fixture. The design and selection of this fixture is
sophisticated and needs lot of calculation. Most crane manufacturers use tight fitting or
reamer bolts which are fitted by hammering and to assure the strength they use black
bolts or idle bolts at intervals specified by the design.

9.1 Calculation of the loads that act upon the end carriages
The loads that act upon the end carriage
are;
o Self weight or dead weight of
the girder
o The weight to be lifted
o The weights of the whole
trolley frame, railway etc.
Since the maximum loads are loads 1
and 3, these two loads are considered for
the design.

Case I) When the trolley is on the extreme left end.

From previous calculations,

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WL= 44.83*103 N
W1= 45.3*103 N
W3 = 27.5*103 N

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Bending moment diagram

Using singularity theorem,

V ( x) = 89.9  x  0 −45.3  x − 1.175  0
− 27.5  x − 1.925  0 −44.83  x − 10  0

M ( x) = 89.9  x 1 −45.3  x − 1.175 1

− 27.5  x − 1.925 1 −44.83  x − 10 1

 Fy = 0
R1 + R2 = WL + W1 + W 3
R1 + R2 = 117.6 * 103 N
 M1 = 0
R2 L = WL * L / 2 + W1 * a + W 3 * b
➢ R2 = 27.7 * 103 N and
R1 = 89.9 * 103 N

Case II when the trolley is on the extreme right side.

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Bending moment diagram

Since the loads acting didn’t change, R1 + R2 = 117.6 * 103 N will hold for this also.
Using singularity theorem;

V ( x) = 28.03  x  0 −44.83  x − 10  0
− 45.3  x − 18.175  0 −27.5  x − 18.925  0

M ( x) = 28.03  x 1 −44.83  x − 10 1
− 45.3  x − 18.175 1 −27.5  x − 18.925 1

M2 = 0
R * 20 = W 20 * 20 / 2 + W 1 * 1.825 + W 3 * 1.075
1
R = 28.03KN
1
R = 89.57KN
2

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The maximum of the above reaction forces is used to design the end carriages.
Therefore R1=R2=89.9KN
Say 90KN.
On Checking the reaction of girder 2 i.e. when the loads acting are W2 and W4, the same
principle applies and the results that are obtained are,
i) When the trolley is on the left extreme end,
R’1=82.16KN.
R’2=27.24KN.
ii) When the trolley is on the extreme right side,
R’1=27.28 KN and
R’2= 82.12 KN
Finally since the reaction forces when checked with loads 1 and 3 is greater than the
reactions obtained by forces 2 and 4,the maximum of the above two is taken.
Assumptions
The diameter of the long travel wheels is 500mm.
Self weight of the end carriages when compared to the loads applied is neglected.
The end carriage is a simply supported beam.

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 Fy = 0
R +R = 2R
A B 2
R +R = 180KN
A B
M A
=0
R * 3.2 = R * 2.25 + R * 0.95
B 2 2
 R = R = 90KN
B A
Calculation of the
bending moment.

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Taking section A-A

 Fy = 0
R = V = 90KN
A
M A = 0
 M = 85.5kNm
Taking section at the center,
 Fy = 0
 V=0
 MBB = 90kNm

Checking the bending stress with the material property

M Y
x = max
Ixx

Since the end carriage’s cross section is the same as the girder, Ixx is the same

 Ixx=4195.3*106 mm4
x = 10.7 MPa
 y = 14.3 MPa
The principal stress will be
 + ( −  )2
 max = x y  x y
2 2
 max = 15Mpa << 110 Mpa There fore the design for bending is safe.

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CHAPTER 10
Design of Long Travel Wheels
In this case, the equivalent wheel load is the reaction at the wheel points.
Assuming the same loads at each wheel and Taking the rim width (bs) to be 40mm;

The empirical formula that is used to determine the minimum diameter that will support
the total load acting on each wheel is;
W
equ
d min 
Pso.C1.C 2.C 3.(bs − 2rs)

d min = 500mm

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CHAPTER 11
Design of reduction gear box for long travel wheels
Taking the diameter of the wheel form above calculation dwl=500 mm
And the speed of the cross travel to be medium =60m/mim
Selecting the motor from standard to be 750 and taking the loss 735 rpm
Calculating the reduction ratio (G.R) =Nin / Nout =735/38.2 = 19
For gear ratio between 8 and 40 two stage speed reducer is used and the distribution of
reduction in each stage can be calculated
For first stage i1= 1.2 to 1.25√i total =5.44 say 5.5
And for second stage i2=i total/i input = 3.45
Selection of type of teeth
For a peripheral velocity v =1.8 and 1.4 since v< 5 spur gear teeth is used for both
stages
First stage second stage
assuming Zp1=18 Zp2=18
Zw1=90 Zw2=54
selecting gear material
Since the loads are medium material carbon or alloy steel with harness of BHN>350
σ =30Rc where BHN/RC= 10
= 30*70 = 2100MPa
Taking factor of safety (F.S) = 2 σ sur =2100/2 =1050MPa
A1= 68 say 100mm A2=135.8 say 150mm
dp1=23 say 25mm dp2= 65mm
dw1 =60 mm dw2=80mm
m= 1.4 say 1.5 m= 3.12 say 3
f=9*2=18mm f=12*4.5 54 mm

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CHAPTER 12
Flange to web weld design
Fillet welds are used for the flange to web welds. The welds are designed for the
horizontal shear per weld.
Shear per weld = FAY/(2Ix)
Where F =applied force.
A=area of flange
Y=distance of the centroid of A from the centroid of the girder.
Ix= moment of inertia of the girder about the x-axis.
The fillet welds can be intermittent or continuous, but automatic welds are made by
automatic welding are generally used.
A

Fillet welds
Y

X X
Fig) Flange to web welds
From known values of the girder section the above parameters are:
Area of top flange & bottom flange = 600 *10 = 6000mm2
Moment of inertia Ix = 4195.3*106 mm4
The distance of centroid Y of each area from the centroid of the girder is:
For top flange area & bottom flange area = 495 mm
Applied shear force = τ /A = 66.5 MPa /10*(1.-.016)+8*(.5)m2
Hence the horizontal shear per weld for the top flange is

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τ Y/ (2Ix) = 66.5 *1012*495 mm/ 2*4195.3*106 mm4 = 1.92 N/mm

.
The following procedure shows how to find the welding leg (S):
The design strength FW , Rd of a fillet weld per unit length shall be obtained from:

FW , Rd = f vw , d *a where f vw , d is the design shear strength of the weld and shall be

0.63 f ye
determined from f vw , d = where f ye is the minimum tensile strength of the
 Mw
electrodes and  Mw =1.25

Fig below shows the fillet weld where the value of a = 0.707*S which is depth of the
weld.

s
a
s Shear area of weld
Now we take E-70XX type electrode with a minimum tensile strength ( f ye ) of 483Mpa.

Using the above formula f vw , d will be:

0.63 * 483N / mm 2
f vw , d = = 243.43Mpa
1,.25
Let the value of S = 6mm
Hence FW , Rd = f vw , d *a = 243Mpa*6*0.707mm= 1KN/mm

However the value of shear resistance per weld was 0.00192KN/mm and it is less than
the design strength of fillet weld, i.e.1KN/mm, per unit length therefore our assumption
for the leg of a weld (S) is satisfactory.
Therefore provide 6-mm continuous fillet, weld with strength of 1KN/mm.

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Conclusion and recommendation

Over head cranes are one of the most important materials handling equipment used in
industrial workshops and factories. Regardless of their priceless importance, most of our
country’s factories and workshops are not using them. This is due to lack of
manufacturing firms and designing companies that manufacture EOT cranes. Since this
problem has to be solved by engineers, the importance of this project has become
undoubted.
Therefore in this project designing electric over head cranes components that can be
manufactured are performed and the parts that need special manufacturing process or
components which are not familiar in our country has been selected from the standard
table and aimed to bought from manufacturers of the parts of cranes from abroad.
In designing over head cranes for our country’s standard and demand, it’s believed that
this design report will have a lot to contribute.

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Bibliography
▪ Grundlagen der Fordertechhnik ,Prof.Dr.-Ing.Habil.G.Pajer, Prof.Dr.-Ing M
Scheffler , Prof.Dr.-Ing F.Kurth
▪ Schaum’s outline of theory and problems of strength of materials, William A.Nash
,4th edition,McGraw-Hill
▪ A Text Book Of Machine Design , R.S KHURMI & J.K GUPTA ,Eurasia
Publishing House (Pvt.) Ltd. 2002, New Delhi
▪ Mechanics of materials 1, EJ. Hearn, 3rd edition,Mc Graw-Hill.

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