A synopsis on

“DESIGN OF ELECTRIC OVERHEAD TRAVELLING CRANE WITH

VIBRATION CONSIDERATION”
In partial fulfillment of the requirement for the award of the degree of
Master of Technology
In
Mechanical Engineering
Submitted by
Anil
ROLL NO. 17001504003
Under the Esteemed Guidance of
Dr.K.D. GUPTA
Professor

DEPARTMENT OF MECHANICAL ENGINEERING

DEENBANDHU CHHOTU RAM UNIVERSITY OF SCIENCE AND TECHNOLOGY,
MURTHAL (SONIPAT)-131039 (HARYANA)
CONTENTS
 Introduction
 LiteratureReview
 ResearchGap
 Problem Identification
 Objective of the present work
 Methodology
 Illustration through a design problem
 References
 INTRODUCTION

In heavy industry and manufacturing plant it is essential to provide overhead

travelling crane to transport heavy components of machines from one place to
another. The crane is required to lift heavy mass vertically and horizontally, also
the load is required to move along the length of shed. The cranes move on rails
which are at its ends.

Although the design of electric overhead travelling cranes (E.O.T.C) are well
established, from the view point of structural(static) design [1-6], very less has
been published about E.O.T.C. design on the basis of vibration. Since the main
girders are the massive structural part, careful attention will to be devoted to their
safe and economic design.

The moving load problem is a very important topic in structural dynamics.

Irrespective of many viewpoints, moving load problem methodology has three
sides: analytical approach, finite element and third one is use of approximate
methods (Rayleigh, Dunkerley and Rayleigh-Ritz). Analytical approach is limited
to simple cases of structures (such as simple beams). The solution for the
governing equations is difficult to find through analytic approach, even for simple
cases and involves rigorous mathematics.
Figure 1 electric overhead travelling crane
LITERATURE REVIEW

S.S.RAO (1978) [1] presented the optimum design of girders for electric overhead
travelling cranes. The design is formulated as minimum weight design problem
taking inequality constraints using nonlinear programming method into
consideration. He found a reduction of 13.5% of weight in single girder in
comparison to earlier available design. Since there are two girders in a crane, the
material saving would be the double (27%) for two girders.

S.W.CHO and KWAK (1984) [2] published a paper also on optimum design of
electric overhead crane girders. In this paper steepest descent algorithm is adopted
for mathematical programming, which includes constraints on stress, displacement
and bucking. Through this algorithm they found a reduction of 2.6% to 40% in
weight of girder. There are some differences in shape between optimum and
existing girder sections. During optimization iteration, the deflection constraint
tends to be violated in most cases, which consequence in an increase in web height
and a decrease in flange width, hence an enlargement of section ratio. The surplus
increase in the section ratio gives rise a problem of instability during the operation,
and are often restricted by manufacturers.

J.S.HENSEN and G.R. HEPPLER (2000) [3] developed an equation of motion of

the three dimensional overhead crane system. The Rayleigh-Ritz technique is used
to obtain equation of motion of the system. The effect of traverse and travel
motions, pendulum length and payload mass on the pendulum motion are studied.

]
HO-CHUL, CHEOL KIM and LEE (1996) [4] published a paper under heading
“VIBRATION CONTROL OF BRIDGES UNDER MOVING LOADS”. This
paper presents vibration control of bridges under moving loads using a tuned mass
damper (TMD). TMD, a kind of passive type control device, has merit that it has
requires easy maintenance efforts and no external power supplying sources. TMD
is tuned to the first dominant vertical mode and held in the middle of bridge. The
dynamic response of bridges subjected to moving loads can be obtained using
moving mass model.

YANG, YAU and LIN (1996) [5] investigate the vibration of simple beams
subjected to the passage of high speed train. By an analytical approach, the
parameters that govern the dynamic responses of the beams are recognize, using
the moving load problems.

VLADA AND MILORAD (2013) [6] presented a paper that deals with the
moving load problems within the structural dynamic analysis of a large gantry
crane as high performance. The emphasis is placed on combined method approach,
i.e. finite element method and analytical postulations to obtain the mathematical
model of crane.
RESEARCH GAP

 A lot of research has been done on the design of electric overhead travelling
crane on the basis of structural design (for static load consideration), very
little has been published on the basis of vibration consideration.
 Literature review suggests that not much attention is given to vibration
consideration in the design of E.O.T.C.

PROBLEM IDENTIFICATION

 My prime focus (objective) is to design E.O.T.C. taking vibration into

consideration.
 Based on literature search, the thesis problem has been identified as “To
develop an E.O.T.C. design strategy which takes care into consideration
both static as well as vibration consideration”.

OBJECTIVE OF THE WORK

 To carry out the vibration response analysis and calculation of minimum of

the natural frequencies.
 To consider the effect of motion of trolley on natural frequencies and
response.
 To develop a generic programming code.
 Study of vibration response when rails are misaligned.
METHODOLOGY

 Mathematical modeling

 To develop governing differential equation

 To develop a generic programming code

 Stiffness k =movable load/deflection, now as the load moves, deflection

varies from minimum value (at either end) to a maximum value at middle of
girder. Therefore natural frequency varies from maximum value (at either
end) to a minimum value which will occur when movable load will come to
the middle of girder. Hence there will be a range for the value of natural
frequency from maximum to minimum.

 Now for condition r<<1, operating frequency must be less than minimum
natural frequency or in other words minimum natural frequency must be
greater than operating frequency. It is very important to note that here the
dynamic (vibrational) design demands for mass of structure (girders) to
be very very small so that frequency ratio(r)<<1, while as per static
design, mass must be greater than a minimum mass taking factor of
safety into account. Hence there is a conflict in the two design approach
(vibrational vs static) i.e. mass can be minimized up to a certain limit
that can accepted by static design consideration. Apart from that for
r<<1, the stiffness k should be high as possible as. Again it is important to
note that stiffness k=f(end condition, length of girder, area of cross-
section of girder, elasticity of girder, second moment of inertia).
Stiffness k is variable and is minimum at middle of the girder i.e. at this
location natural frequency of the system will be minimum and this
frequency will be taken as basis because against this frequency
 minimum mass of girder will be calculated, which then will be verified
against static design condition.

 Now for condition r>>1, operating frequency must be greater than maximum
natural frequency or in other words maximum natural frequency must be
less than operating frequency. This approach is used in those cases where
high speed vehicle passes over the structure, like train passes over the
bridge (i.e. in all those cases where operating frequency is greater than the
natural frequency).

 The system will be modeled as discrete model rather than continuous

(distributed parameter). One may ask why system would be treated as
discrete instead of continuous as girder is a continuous system. The answer
to this question is lying in the fact that we have to calculate equivalent mass
against minimum natural frequency ( which can be obtained when whole
mass of the girder can be assumed to be act on the middle along with trolley
weight) so that condition r<<1 can be satisfied.
Mathematical modeling:

Governing differential equations for the 2 d.o.f. system:

𝑚1 𝑥̈ 1 + (𝑘1 +𝑘2 )𝑥1 - 𝑘2 𝑥2 =0(1)
𝑚2 𝑥̈ 2 -𝑘2 𝑥1 +𝑘2 𝑥2 =0(2)
One should be noted that there is a special situation which exists in cases, where
more than one dof exist that, the vibration is not necessarily SHM (simple
harmonic motion) if it is disturbed from the equilibrium position in an arbitrary
manner. On the other hand if we disturb it in a particular way satisfying certain
conditions then the system will execute SHM, both the masses vibrates at same
frequency.
Assuming response as
𝑥1 =𝑋1 cos 𝑝𝑡 ; 𝑥2 =𝑋2 cos 𝑝𝑡
 𝑥̈ =−𝑋1 𝑝2 cos 𝑝𝑡 ; 𝑥̈ 2 =−𝑋2 𝑝2 cos 𝑝𝑡

Substituting the above expressions in equations 1 and 2 we get

𝑚 0 𝑥1 𝑘1 + 𝑘2 −𝑘2 𝑥1 0
-(𝑝2 ) { 1 } { }+[ ] { }={ } (3)
0 𝑚2 𝑥2 −𝑘2 𝑘2 𝑥2 0
Rewriting this, we get,
𝑘1 + 𝑘2 − 𝑚1 𝑝2 −𝑘2 𝑥1 0
[ ] { }={ } (4)
−𝑘2 𝑘2 − 𝑚2 𝑝2 𝑥2 0

For non-trivial solution, we can write,

𝑘 + 𝑘2 − 𝑚1 𝑝2 −𝑘2
Determinant [ 1 ]=0
−𝑘2 𝑘2 − 𝑚2 𝑝2
i.e. 𝑚1 𝑚2 {𝑝4 }-[𝑚1 𝑘2 + 𝑚2 (𝑘1 + 𝑘2 )]𝑝2 +𝑘1 𝑘2 =0
The natural frequencies of the system are obtained as follows

(𝑝2 )1,2 =(−𝛽 ± √𝛽 2 − 4𝛼𝛾)/(2𝛼) (5)

Where α=𝑚1 𝑚2
β=𝑚1 (𝑘2 )+𝑚2 (𝑘1 + 𝑘2 )
γ=𝑘1 𝑘2
ILLUSTRATION THROUGH A DESIGN PROBLEM

A simplified diagram of an overhead traveling crane is shown below. The girder,

with square cross section, and the wire rope, with circular cross section, is made up
of steel. Design the girders and the wire rope such that the natural frequencies of
the system are greater than the operating speed, 1500 rpm, of an electric motor
located in the trolley.
REFERENCES

(1)Greiner, H. G. Ed., Crane Handbook, Whiting Corporation, Harvey

Illinois, 3rd Edition, 1967.

(2)Marko Kos, Design of Cranes with Heaviest Capacities, Strojniski,

Ljubljana, No. 4-5-6,1961.

(3)Barson, W. A., Electric Overhead Travelling Crane Design, Lockwood,

London, 1930.

(4)Broughton, H. H., Electric Cranes: A Manual On the Design, Construction,

Application, and Operation of Electric Cranes, Spon, London, 3rd
Ed., 1958.

(5)Rudenko, N., Materials Handling Equipment, (Translated by A. Troitsky),

Peace Publishers, Moscow.

(6)Greiner, H. G., "Overhead Crane Design and Selection," Plant Engineering,

Vol. 22, No. 3, Feb. 8,1968, pp. 94-96.

[7]S.S.Rao., “Optimum design of bridge girders for electric overhead traveling

cranes”, Aug 1978 vol 100/375

[8] B.M.Kwak,. “optimal design of electric overhead crane girders”, (Journal of

mechanisms, transmissions, and automation in design ) june 1984, vol 106/203

[9] Ho - Chul Kwon, Man – CheolKim ,.“ Vibration control of bridges under
moving loads”,(C & S vol 66 473 – 480) 1996