CHAPTER-1

INTRODUCTION
The escalating price of structural material and energy is a global problem
consequently optimal consumption of the both cannot be considered redundant.
Bridge crane, which is a synonym for material handling in the industrial
environment, utilizes structural steel for its girder and energy (mostly electrical)
for its operation. Light girder for bridge cranes not only save material cost but
also trim down energy expenditure because of subsequent employment of low
powered drive units. The general procedure for design of BRIDGE crane girders
is accomplished through guidance stipulated in the prevailing codes and
standards. Thus optimal design in such case is not the one which just exhibit
stress criteria offered in structural design methods but the one which follows the
limits restrained by the aforementioned codes and safety rules. Shape
optimization of closed box type section was studied. Regarding optimal design
of simple symmetrical welded box beam Farkas J & Jarmai K incorporated
bending stress, shear stress and buckling constraints while kept cost, mass and
deflection as objective function. Megson, T H.G. Hallak parametrically and
numerically analyzed load bearing diaphragms girder at single support point.
Narayanan, in his two consecutive papers examined strength capacity of webs
with cut-outs and rectangular holes and emphasized on prediction of stress in
such cases. Recently little literature is found which chiefly reviews crane box
beam optimization except for, Tomasz Kubiakb who considered buckling
problem of web sheets in box girders of bridge cranes due to welding of the
backing strips. However in recent past thin walled cold formed steel beams have
drawn interest of various researchers in design optimization discipline. G.J.
Hancock‟s study on beam-columns is very useful for the buckling and strength
investigation in thin walled structures. Tuan Tran, Long-Yuan Li carried out

1
global design optimization of the cold formed lipped channel cross-section
beams subjected to uniformly distribute loading analytically using Trust Region
Method. Local, lateral and distortion buckling had also been addressed in this
paper. For the optimization of cold formed thin walled I-beam and open
sections K. Magnuki et al large contributions cannot be left un-stated. At Last
but not the least Seok Heo et al distortion theory in thin-walled closed beam
section design has been very helpful for the present research work for bridge
box girder crane. The novel approach behind this paper is to introduce
simultaneous computational optimization and FEA design optimization tools in
the area of bridge crane bridge design which is a highly complex problem in the
sense of its dynamic nature of operation. This paper suggests a method to
determine optimized design parameters of torsion box girder for the BRIDGE
crane bridge against minimal weight objective, utilizing Reduced Generalized
Gradient Method 2 (GRG2) which is available solver in MS Excel spreadsheet
program. To ensure the validity of computational method, Random and First
Order Design optimization of the same single plate box beam is performed in
Numerical optimizer utilizing a comprehensive APDL (ANSYS® Parametric

Design Language). Anbridge crane can be a single girder configuration as well

as a twin girder type for which the box girder is primarily subjected to two (or
more) concentrated vertical wheel loads. The problem has been kept confined to
one beam of twin girder crane for the reason that the two are identical in almost
all aspects.
 Fig No: 1.1 Bridge crane

During its life of operation a BRIDGE crane is subjected to rolling load

in addition to various other live loads. In our method the design structural loads
are computed by the spreadsheet automatically keeping in view guidelines laid
down in Crane Manufacturing Association of America (CMAA) and FEM
Crane design Standards. Combined bending and shear stresses, maximum
deflection and Local buckling safety factors referenced in CMAA-70 standard,
are employed as the constraints. Following a detailed research, design
parameters have been restricted against practical limits found in codes and
handbooks related to this field. The optimum box girder mass for various span
and capacities are calculated with the inclusion of the effect of uniform end
tapering, diaphragm thickness and spacing.
1.1 Bridge Crane

Bridge crane, commonly called a bridge crane, is a type of crane found in

industrial environments. An bridge crane consists of parallel runways with a
traveling bridge spanning the gap. A hoist, the lifting component of a crane,
travels along the bridge. If the bridge is rigidly supported on two or more legs
running on a fixed rail at ground level, the crane is called a gantry crane (USA,
ASME B30 series) or a goliath crane (UK, BS 466).Unlike mobile or
construction cranes, bridge cranes are typically used for either manufacturing or
maintenance applications, where efficiency or downtime are critical factors.

Fig No: 1.2 Bridge crane

This is most common type of bridge crane, found in most factories. As

obvious from name, these cranes are electrically operated by a control pendant,
radio/IR remote pendant or from an operator cabin attached with the crane itself.

1.2 Rotary bridge crane

This type of bridge crane has one end of the bridge mounted on a fixed
pivot and the other end carried on an annular track; the bridge traverses the
circular area beneath. This offers improvement over a jib crane by making
possible a longer reach and eliminating lateral strains on the building walls.
1.3 History

Demag Cranes& Components Corp. was one of the first companies in the
world to mass-produce the first steam-powered crane.[2] In 1876 Sampson
Moore in England designed and supplied the first ever electric bridge crane,
which was used to hoist guns at the Royal Arsenal in Woolwich, London. Since
that time Alliance Machine, now defunct, holds an AISE citation for one of the
earliest cranes in the USA market. This crane was in service until approximately
1980, and is now in a museum in Birmingham, Alabama.Over the years
important innovations, such as the Weston load brake (which is now rare) and
the wire rope hoist (which is still popular), have come and gone. The original
hoist contained components mated together in what is now called the built-up
style hoist. These built up hoists are used for heavy-duty applications such as
steel coil handling and for users desiring long life and better durability. They
also provide for easier maintenance. Now many hoists are package hoists, built
as one unit in a single housing, generally designed for ten-year life, but the life
calculation is based on an industry standard when calculating actual life. See the
Hoists Manufacturers Institute site[4] for true life calculation witch is based on
load and hours used. In today's modern world for the North American market
there are a few governing bodies for the industry. The Bridge Alliance is a
group that represents Crane Manufacturers Association of America (CMAA),
Hoist Manufacturers Institute (HMI), and Monorail Manufacturers Association
(MMA). These product counsels of the Material Handling Industry of America
have joined forces to create promotional materials to raise the awareness of the
benefits to bridge lifting. The members of this group are marketing
representatives of the member companies.
 CHAPTER 2
LITERATURE REVIEW
LK Goodwin CO. is a material handling equipment Company that sells
many types of hoist‟s and cranes for certain applications. Looking through their
list of portable hoists, a 2 ton has a cost around $2500 for a non-adjusting height
crane and would have an equivalent rating to the one being designed. These
hoists come with casters but the trolley and chain hoist must be purchased
separately. Below is an example of a basic portable gantry hoist design.
This design is relatively easy to assemble while it is lying down but
would most likely require two people to stand up. Using two people to stand up
the hoist after assembly seems to be an unavoidable factor in the design; The
Cal Poly Rose Float club has a gantry hoist (3 ton Capacity) which was quickly
examined to get a different idea of how the column and frame could be
designed. After looking at the frame it was easy to see that the legs were
designed poorly; they were built with 3”X6”X3/16”rectangular tube which is
strong but the “A” frame design means the legs will start deflect due to the
resolving bending moment and the rectangular tube was oriented to bend about
its weaker axis seen in Figure 2. This also allows for someone to be underneath
the frame when it could potentially fail making it a severe safety hazard.
The hoist beam is an S15X42.9 and spans around 26ft without support of
the compression flange making its Lb value 26ft as shown in Figure . Adding
support (drawn in Figure 3) would reduce the travel of the trolley slightly but
would improve the overall safety of the design by reducing the beam‟s Lb
value. This is a very long length to span without supporting the compression
flange and using the AISC Steel Manual page 3-82 the beam‟s Lp=4.41ft and
Lr=16.8ft. Since Lb>Lr the critical force Fcr was calculated and found to be
15,100 lbs which means the 3 ton capacity is allowable
Grainger has a large selection of casters with a wide range of load bearing
capacities. Grainger Item # 1NVT6 is a swivel caster with a rating of
1650lbs/caster making it a possible choice for this design. Using four casters
would be able to hold 6600lbs which would satisfy the assumed 2ton desired
load capacity.
They run about $66/caster which seems typical for casters above 1500lbs.
The caster wheels will be the limiting factor for this hoist and they will
determine the load capacity that will be printed on the side. The trolley chosen
was a JET 2 ton manual trolley; this trolley is meant for beams from 4-8 in in
width. The hoist is designed for 4000 lbs so the 2 ton trolley will meet the
capacity required for the design and will be compatible with the hoist since they
are the same brand.
The AISC Steel manual will be the book used to help calculate the
maximum load the beam available can handle and how much the beam will
deflect with the assumed load on it. The compression flange is the main factor
to design around when using a beam whether it is an “S”or “I” beam. This can
also be used for the column calculations to find what point load wills cause the
columns to buckle. Shigley‟s Mechanical Engineering Design book shows how
to calculate the loads on the beam supports and gussets along with the Mohr‟s
circle to find the max shear and normal stresses. This will help find the Factor
of Safety for the frame of this design.
 CHAPTER-3
WORKING METHODOLOGY

EXISTING
METHODS

PROPOSED METHOD

DESIGN

COMPONENTS
SELECTION

ASSEMBLY

WORKING AND
OUTPUT
3.1 COMPONENTS USED
 Motors

 Rope

 Lead screws

 Hook

 Structure

3.2 OBJECTIVE

The main objective of Mobile crane is used to lift heavy material in two
directions. It may be achieved by electric motor and takes less man power to
lift, the mini motorized crane are Customizable, adaptable and very versatile.
 CHAPTER 4
COMPONENTS DESCRIPTION
4.1 MOTORS
There are 2 kinds of motors, AC motors and DC motors. In this course,
we are going to focus on DC motors only. So, the following discussions focus
mainly on DC motors. There are several kinds of DC motors, examples are
stepper motors, servos, brushed/brush-less motors. Stepper motors: The inputs
of a stepper motor are signal pulses and the shaft of stepper motor moves
between discrete positions proportional to pulses. If the load of the motor is not
too great, open-loop control is usually used to control the motor. Stepper motors
are used in disk drive head positioning, plotters, and numerous other
applications. Servo motors: The input of a servo motor is a voltage value and
the output shaft of the servo motor is commanded to a particular angular
position according to the input voltage. Servo motors are used in radio control
airplanes to control the position of wing flaps and similar devices. DC motors:
The input of a DC motor is current/voltage and its output is torque (speed)

Fig No: 4.1 Motor operated crane

4.1.1 Motor Works:
Let's consider a permanent magnet brushed motor. The piece connected
to the ground is called the stator and the piece connected to the output shaft is
called the rotor. The inputs of the motor are connected to 2 wires and by
applying a voltage across them, the motor turns.The torque of a motor is
generated by a current carrying conductor in a magnetic field. The right hand
rule states that if you point your right hand fingers along the direction of
current, I, and curl them towards the direction of the magnetic flux, B, the
direction of force is along the thumb.

4.1.2 Description of dc motor

An electric motor is a machine which converts electrical energy to
mechanical energy. Its action is based on the principle that when a current
carrying conductor is placed in a magnetic field, it experiences a magnetic force
whose direction is given by Fleming’s left hand rule. When a motor is in
operation, it develops torque. This torque can produce mechanical rotation. DC
motors are also like generators classified into shunt wound or series wound or
compound wound motors. Fleming‟s Left Hand Rule, Keep the force finger,
middle finger and thumb of the left hand mutually perpendicular to one another.
If the fore finger indicates the direction of magnetic field and middle finger
indicates direction of current in the conductor, then the thumb indicates the
direction of the motion of conductor.

Fig No: 4.2 Fleming’s Left Hand Rule

4.1.3 Principle of Operation of Dc Motor:
A uniform magnetic field in which a straight conductor carrying no
current is placed, the conductor is perpendicular to the direction of the magnetic
field. The conductor is shown as carrying a current away from the viewer, but
the field due to the N and S poles has been removed. There is no movement of
the conductor during the above two conditions. When the current carrying
conductor is placed in the magnetic field, the field due to the current in the
conductor supports the main field above the conductor, but opposes the main
field below the conductor.

4.1.4 Conductor:
Movement of Conductor:
Reduce the flux density in the region directly below the conductor. It is
found that a force acts on the conductor, trying to push the conductor
downwards as shown by the arrow. If the current in the conductor is reversed,
the strengthening of flux lines occurs below the conductor, and the conductor
will be pushed upwards.

Magnetic flux

Fig No: 4.3 Current carrying

Conductor
Principle of Dc Motor
Now consider a single turn coil carrying a current. In view of the reasons
given above, the side of the coil will be forced to move downwards, whereas
the other side will be forced to move upwards. The forces acting on both the
coil sides will be of same magnitude. But their direction is opposite to one
another. As the coil is wound on the armature core which is supported by the
bearings, the armature will now rotate. The commutator periodically reverses
the direction of current flow through the armature. Therefore the armature will
have a continuous rotation. A simplified model of such a motor is shown. The
conductors are wound over a soft iron core. DC supply is given to the field
poles for producing flux. The conductors are connected to the DC supply
through brushes. A simple 2-pole DC electric motor has 6 parts, as shown in the
diagram below.

 An armature or rotor

 A commutator

 Brushes

 An axle

 A field magnet

 A DC power supply of some sort

 Fig No: 4.4

Operation of an Electric Motor

An electric motor is all about magnets and magnetism:
 A motor uses magnets to create motion.

 Opposites attract and likes repel.

So if there are 2 bar magnets with their ends marked north and south, then the
North end of one magnet will attract the South end of the other. On the other
hand, the North end of one magnet will repel the North end of the other (and
similarly south will repel south). Inside an electric motor these attracting and
repelling forces create rotational motion.

4.2 ROPE
Rope, is a type of cable which consists of several strands of metal wire
laid (or 'twisted') into a helix. The term cable is often used interchangeably with
wire rope. However, in general, wire rope refers to diameters larger than 3/8
inch. Sizes smaller than this are designated as cable or cords. Initially wrought
iron wires were used, but today steel is the main material used for wire ropes.
 Historically wire rope evolved from steel chains which had a record of
mechanical failure. While flaws in chain links or solid steel bars can lead to
catastrophic failure, flaws in the wires making up a steel cable are less critical as
the other wires easily take up the load. Friction between the individual wires
and strands, as a consequence of their twist, further compensates for any flaws.
Wire ropes were developed starting with mining hoist applications in the 1830s.
Wire ropes are used dynamically for lifting and hoisting in cranes and elevators,
and for transmission of mechanical power. Wire rope is also used to transmit
force in mechanisms, such as a Bowden cable or the control surfaces of an
airplane connected to levers and pedals in the cockpit. Static wire ropes are used
to support structures such as suspension bridges or as guy wires to support
towers. An aerial tramway relies on wire rope to support and move cargo
bridge. In the last half of the 19th century, wire rope systems were used as a
means of transmitting mechanical power including for the new cable cars. Wire
rope systems cost one-tenth as much and had lower friction losses than line
shafts. Because of these advantages, wire rope systems were used to transmit
power for a distance of a few miles or kilometers. In America wire rope was
later manufactured by John A. Roebling, forming the basis for his success in
suspension bridge building. Roebling introduced a number of innovations in the
design, materials and manufacture of wire rope.
4.2.1 Wire Rope Construction

Wires
Steel wires for wire ropes are normally made of non-alloy carbon steel

with carbon content of 0.4 to 0.95%.The tensile forces and to run over sheaves
with relatively small diameters.
Strands

In the so-called cross lay strands, the wires of the different layers cross
each other. In the mostly used parallel lay strands, the lay length of all the wire
layers is equal and the wires of any two superimposed layers are parallel,
resulting in linear contact. The wire of the outer layer is supported by two wires
of the inner layer. These wires are neighbors along the whole length of the
strand. Parallel lay strands are made in one operation. The endurance of wire
ropes with this kind of strand is always much greater than of those (seldom
used) with cross lay strands. Parallel lay strands with two wire layers have the
construction Filler, Seale or Warrington.
Spiral ropes
In principle, spiral ropes are round strands as they have an assembly of
layers of wires laid helically over a centre with at least one layer of wires being
laid in the opposite direction to that of the outer layer. Spiral ropes can be
dimensioned in such a way that they are non-rotating which means that under
tension the rope torque is nearly zero. The open spiral rope consists only of
round wires. The half-locked coil rope and the full-locked coil rope always have
a centre made of round wires. The locked coil ropes (invented by Latch and
Batchelor Ltd) have one or more outer layers of profile wires. They have the
advantage that their construction prevents the penetration of dirt and water to a
greater extent and it also protects them from loss of lubricant. In addition, they
have one further very important advantage as the ends of a broken outer wire
cannot leave the rope if it has the proper dimensions.
 Fig No: 4.5 Left-hand ordinary laid (LHOL) wire rope (close-up). Right-hand lay
strands are laid into a left-hand lay rope.

Fig No: 4.6 Right-hand Lang's lay (RHLL) wire rope (close-up). Right-hand lay
strands are laid into a right-hand lay rope.

Stranded ropes are an assembly of several strands laid helically in one or

more layers around a core. This core can be one of three types. The first is a
fiber core, made up of synthetic material. Fiber cores are the most flexible and
elastic, but have the downside of getting crushed easily. The second type, wire
strand core, is made up of one additional strand of wire, and is typically used for
suspension. The third type is independent wire rope core, which is the most
durable in all types of environments.[9] Most types of stranded ropes only have
one strand layer over the core (fiber core or steel core). The lay direction of the
strands in the rope can be right (symbol Z) or left (symbol S) and the lay
direction of the wires can be right (symbol z) or left (symbol s). This kind of
rope is called ordinary lay rope if the lay direction of the wires in the outer
strands is in the opposite direction to the lay of the outer strands themselves. If
both the wires in the outer strands and the outer strands themselves have the
same lay direction, the rope is called a Lang lay rope (formerly Albert‟s lay or
Lang‟s lay). Multi-strand ropes are all more or less resistant to rotation and
have at least two layers of strands lay helically around a centre. The direction of
the outer strands is opposite to that of the underlying strand layers. Ropes with
three strand layers can be nearly non-rotating. Ropes with two strand layers are
mostly only low-rotating.
Classification of ropes according to usage
Depending on where they are used, wire ropes have to fulfill different
requirements. The main uses are:
 Running ropes (stranded ropes) are bent over sheaves and drums. They
are therefore stressed mainly by bending and secondly by tension.
 Stationary ropes stay ropes (spiral ropes, mostly full-locked) have to
carry tensile forces and are therefore mainly loaded by static and
fluctuating tensile stresses. Ropes used for suspension are often called
cables
 Track ropes (full locked ropes) have to act as rails for the rollers of cabins
or other loads in aerial ropeways and cable cranes. In contrast to running
ropes, track ropes do not take on the curvature of the rollers. Under the
roller force, a so-called free bending radius of the rope occurs. This radius
increases (and the bending stresses decrease) with the tensile force and
decreases with the roller force.
  Wire rope slings (stranded ropes) are used to harness various kinds of
goods. These slings are stressed by the tensile forces but first of all by
bending stresses when bent over the more or less sharp edges of the
goods.
4.2.2 Rope drive
There are technical regulations for the rope drives of cranes, elevators, rope
ways and mining installations not exceeding a given tensile force and not falling
short of a given diameter ratio D/d of sheave and rope diameters. A general
dimensioning method of rope drives (and used besides the technical regulations)
calculate the five limits.
 Working cycles up to rope discarding or breakage (mean or 10% limit) -
Requirement of the user
 Donald force (yielding tensile force for a given bending diameter ratio
D/d) - strict limit. The nominal rope tensile force S must be smaller than
the Donandt force SD1.
 Rope safety factor = minimum breaking force Fmin / nominal rope tensile
force S. (ability to resist extreme impact forces) - Fmin/S ≥ 2,5 for simple
lifting appliance
 Discarding number of wire breaks (detection to need rope replacement)
Minimum number of wire breaks on a reference rope length of 30d
should be BA30 ≥ 8 for lifting appliance
The calculation of the rope drive limits depends on:
 Data of the used wire rope

 Rope tensile force S

 Diameter D of sheave and/or drum

 Simple bending per working cycle w-sim

  Reverse bending per working cycle w-rev

 Combined fluctuating tension and bending per working cycle w-com

 Relative fluctuating tensile force delta S/S

 Rope bending length l

4.2.3 Safety
The wire ropes are stressed by fluctuating forces, by wear, by corrosion
and in seldom cases by extreme forces. The rope life is finite and the safety is
only given by inspection for the detection of wire breaks on a reference rope
length, of cross-section loss as well as other failures so that the wire rope can be
replaced before a dangerous situation occurs. Installations should be designed to
facilitate the inspection of the wire ropes.
Lifting installations for passenger transportation require that a
combination of several methods should be used to prevent a car from plunging
downwards. Elevators must have redundant bearing ropes and a safety gear.
Ropeways and mine hoisting must be permanently supervised by a responsible
manager and the rope has to be inspected by a magnetic method capable of
detecting inner wire breaks.
Terminations

Fig No: 4.7 Right-hand ordinary laid (RHOL) wire rope terminated in a loop with a
thimble and ferrule.
 The end of a wire rope tends to fray readily, and cannot be easily
connected to plant and equipment. There are different ways of securing the ends
of wire ropes to prevent fraying. The most common and useful type of end
fitting for a wire rope is to turn the end back to form a loop. The loose end is
then fixed back on the wire rope. Termination efficiencies vary from about 70%
for a Flemish eye alone; to nearly 90% for a Flemish eye and splice; to 100%
for potted ends and swaging.
(a) Thimbles
When the wire rope is terminated with a loop, there is a risk that it will
bend too tightly, especially when the loop is connected to a device that spreads
the load over a relatively small area. A thimble can be installed inside the loop
to preserve the natural shape of the loop, and protect the cable from pinching
and abrading on the inside of the loop. The use of thimbles in loops is industry
best practice. The thimble prevents the load from coming into direct contact
with the wires.
(b) Wire rope clamps/clips
A wire rope clamp, also called a clip, is used to fix the loose end of the
loop back to the wire rope. It usually consists of a U-shaped bolt, a forged
saddle and two nuts. The two layers of wire rope are placed in the U-bolt. The
saddle is then fitted over the ropes on to the bolt (the saddle includes two holes
to fit to the u-bolt). The nuts secure the arrangement in place. Three or more
clamps are usually used to terminate a wire rope.As many as eight may be
needed for a 2 in (50.8 mm) diameter rope. There is an old adage; be sure not to
"saddle a dead horse." This means that when installing clamps, the saddle
portion of the clamp assembly is placed on the load-bearing or "live" side, not
on the non-load-bearing or "dead" side of the cable. According to the US Navy
Manual S9086-UU-STM-010, Chapter 613R3, Wire and Fiber rope and
Rigging, "This is to protect the live or stress-bearing end of the rope against
crushing and abuse. The flat bearing seat and extended prongs of the body
(saddle) are designed to protect the rope and are always placed against the live
end." The US Navy and most regulatory bodies do not recommend the use of
such clips as permanent terminations.
(c) Swaged terminations
Swaging is a method of wire rope termination that refers to the
installation technique. The purpose of swaging wire rope fittings is to connect
two wire rope ends together, or to otherwise terminate one end of wire rope to
something else. A mechanical or hydraulic swagger is used to compress and
deform the fitting, creating a permanent connection. There are many types of
swaged fittings. Threaded Studs, Ferrules, Sockets, and Sleeves are a few
examples.[14] Swaging ropes with fiber cores is not recommended.

(d) Wedge sockets

A wedge socket termination is useful when the fitting needs to be
replaced frequently. For example, if the end of a wire rope is in a high-wear
region, the rope may be periodically trimmed, requiring the termination
hardware to be removed and reapplied. An example of this is on the ends of the
drag ropes on a dragline. The end loop of the wire rope enters a tapered opening
in the socket, wrapped around a separate component called the wedge. The
arrangement is knocked in place, and load gradually eased onto the rope. As the
load increases on the wire rope, the wedge becomes more secure, gripping the
rope tighter.
(e) Potted ends or poured sockets
Poured sockets are used to make a high strength, permanent termination;
they are created by inserting the wire rope into the narrow end of a conical
cavity which is oriented in-line with the intended direction of strain. The
individual wires are splayed out inside the cone, and the cone is then filled with
molten zinc, or now more commonly, an epoxy resin compound.[15]

(f) Eye splice or Flemish eye

Fig No: 4.8 Eye splice or Flemish eye

The ends of individual strands of this eye splice used aboard a cargo ship
are served with natural fiber cord after the splicing is complete. This helps
protect seaman's hands when handling. An eye splice may be used to terminate
the loose end of a wire rope when forming a loop. The strands of the end of a
wire rope are unwound a certain distance, and plaited back into the wire rope,
forming the loop, or an eye, called an eye splice. When this type of rope splice
is used specifically on wire rope, it is called a "Molly Hogan", and, by some, a
"Dutch" eye instead of a "Flemish" eye.
4.3 LEAD SCREWS
A power screw is a mechanical device used for converting rotary motion
into linear motion and transmitting power. A power screw is also called
translation screw. It uses helical translator motion of the screw thread in
transmitting power rather than clamping the machine components.
 Fig No: 4.10 Lead screws

Applications:
The main applications of power screws are as follows:
(i) To raise the load, e.g. screw-jack,

(ii) To obtain accurate motion in machining operations, e.g. lead-screw

(iii) To clamp a work piece, e.g. vice, and

(iv) To load a specimen, e.g. universal testing machine.
There are three essential parts of a power screw, screw, nut and a part to
hold either the screw or the nut in its place. Depending upon the holding
arrangement, power screws operate in two different ways. In some cases, the
screw rotates in its bearing, while the nut has axial motion. The lead screw of
the lathe is an example of this category. In other applications, the nut is kept
stationary and the screw moves in axial direction. Screw-jack and machine vice
are the examples of this category.
Power Screws Offer The Following Advantages:
(i) Power screw has large load carrying capacity.
(ii) The overall dimensions of the power screw are small, resulting in
compact construction.
 (iii) Power screw is simple to design
(iv) The manufacturing of power screw is easy without requiring
specialized machinery. Square threads are turned on lathe. Trapezoidal threads
are manufactured on thread milling machine.

(v) Power screw provides large mechanical advantage. A load of 15kN

can be raised by applying an effort as small as 400 N. Therefore, most of the
power screws used in various applications like screw-jacks, clamps, valves and
vices are usually manually operated.

(vi) Power screws provide precisely controlled and highly accurate linear
motion required in machine tool applications.

(vii) Power screws give smooth and noiseless service without any
maintenance.

(viii) There are only a few parts in power screw. This reduces cost and
increases reliability.

(ix) Power screw can be designed with self-locking property. In screw-

jack application, self locking characteristic is required to prevent the load from
descending on its own.

The Disadvantages Of Power Screws Are As Follows:

(i) Power screws have very poor efficiency; as low as 40%.Therefore, it
is not used in continuous power transmission in machine tools, with the
exception of the lead screw. Power screws are mainly used for intermittent
motion that is occasionally required for lifting the load or actuating the
mechanism.

(ii) High friction in threads causes rapid wear of the screw or the nut. In
case of square threads, the nut is usually made of soft material and
replaced when worn out. In trapezoidal threads, a split- type of nut is used to
compensate for the wear. Therefore, wear is a serious problem in power
screws.

4.3.1 Coefficient Of Friction:

It has been found that the coefficient of friction (μ) at the thread surface
depends upon the workmanship in cutting the threads and on the type of the
lubricant. It is practically independent of the load, rubbing velocity or materials.
An average of 0.15 can be taken for the coefficient of friction, when the screw is
lubricated with mineral oil.

4.3.2 Start and Stop Controller:

Standard contactor controls are available for all common control voltages.
Fundamental electrical components are supplied with plug connections as far as
is technically possible and meets requirements. However the standard
equipment can be effectively supplemented by options to suit your specific
application. You can choose from different control and monitoring components
and optional frequency inverters for hoists and travel drives. This equipment
will increase safety in material handling and extend the system service life.
 Fig No: 4.11Start and Stop Control

 Robust control pendant with EMERGENCY STOP palm button and

control cable
 Two-step switching elements for hoist,

 trolley and crane

 IP 65 protection

 Additional buttons, for example for activating a horn, can easily be

added. With optional load display. The operating data can be read out via
an interface on the control pendant.
4.4 CRANE GUIDEWAY
Crane runway is composed of rails, beams, stiffeners and columns on
which the crane operates. The rail, on which the end trucks run, is fastened to
the runway beam. This beam is then supported on columns, which can either be
completely “free standing” or „tied back” to the existing building structure. In
designing cranes, rails, runway girders and the supporting structure, the most
important parameters are the maximum and most frequently occurring weights
to be lifted, the speed and acceleration and the free height below the crane.
 Fig No: 4.12 Crane guide way

The maximum wheel loads are determined by the net capacity of the
crane together with the dead weight of the crane and dynamic effects. The
support method of the crane runway girder depends on the magnitude of the
reactions being transmitted, in relation to the strength of the structural framing
of the building. Some typical arrangements for supporting top-running cranes
ranging Crane runway girders supported on brackets secured to the columns the
maximum capacity of cranes supported in this manner is about 100kN. Above
this capacity, it is better to provide a separate leg or to increase the depth of the
column below the crane runway girder to give adequate support. A separate
crane column when an bridge traveling crane is introduced into a building,
special care must be taken to ensure that the building is adequately braced in
both directions. This arrangement is attractive to heavy cranes as it permits the
effect of the crane to be considered isolated. However there lies a danger, since
the displacement of the building column could induce overstress in the
connection between the two columns. Analyze the columns as one where heavy
cranes are involved, the crane runway girders conditions. This arrangement is a
correct and more realistic approach to provide stability.
4.4.1 Crane Loads for Designing Building Structures

The forces imposed on the runway girders by the crane are in part caused
by the behavior of the crane itself, especially in regard to the vertical and lateral
stiffness of the girder. A crane structure is subjected to following types of loads
(forces):
1) Dead Loads – A load that is applied steadily and remains in a fixed
position relative to the structure. Note that the dead load is a steady state and
does not contribute to the stress range.
2) Live Load - A load which fluctuates, with slow or fast changes in
magnitude relative to the structure under consideration.
3) Shock Load – A load that is applied suddenly or a load due to impact in
some form.
All these loads induce various types of stresses on the building structure.
4.4.2The stresses can be generally classified in one of six categories:
• Residual stresses – These are due to the manufacturing processes that
leave stresses in a material, for example welding leaves residual stresses in the
metals welded.
• Structural stresses- These are stresses produced in structural members
because of the weights they support. These are found in building foundations
and frameworks due to dead weight of the crane.
• Thermal stresses – These exist whenever temperature gradients are
present in a material.
• Fatigue stresses – These occur due to cyclic application of a stress.
These stresses could be due to vibration or thermal cycling. Of all these stresses,
the fatigue stresses demand the maximum attention. Crane runway girders are
subjected to repetitive stressing and un-stressing due to number of crane
passages per hour (or per day).Since it is not easy to estimate the number of
crane passages, for design purposes it is assumed that the number of stress
fluctuations corresponds to the class of the crane as specified in the codes.
When designing building structures supporting crane.
4.4.3 The Main Loads And Forces To Be Considered Are:

1) Vertical Loads – The predominant loading on the crane supporting

structure is vertical loads and is usually supplied by manufactures by way of
maximum wheel loads. These loads any differ from wheel to wheel depending
on the relative positions of the crane components and the lifted load. On cranes
without a cab or platform, the maximum wheel load (MWL) occurs when
trolley and rated capacity load are positioned at the extreme end of the bridge.
2) Side Thrust Lateral Loads - Crane side thrust is a horizontal force of
short duration applied transversely by the crane wheels to the rails. Side thrust
arises from one or more of Acceleration and deceleration of the crane bridge
and the crab $" Impact loads due to end stops perpendicular to the runways.
Some normal skewing occurs in all bridges. Misaligned crane rails or bridge
end trucks oblique traveling of the crane can also induce lateral loads, as shown
in figure above. The forces on the rail are acting in opposite directions on each
wheel of the end carriage and depend on the ratio of crane span to wheel base.
3) Traction Load - Longitudinal crane attractive force is of short
duration, caused by crane bridge acceleration or braking. If the number of
driven wheels is unknown, take the attractive force as 10% of the total wheel
loads.
4) Bumper Impact - This is longitudinal force exerted on the crane
runway by a moving crane bridge striking the end stop. Impact allowance of the
rated capacity load is typically taken as half of one percent of the load per foot
per minute of hoisting speed, but not less than 15% or more than 50%, except
for bucket and magnet cranes for which the impact allowance shall be taken as
50% of the rated capacity load.
4.5 HOOK
A lifting hook is a device for grabbing and lifting loads by means of a
device such as a hoist or crane. A lifting hook is usually equipped with a safety
latch to prevent the disengagement of the lifting wire rope sling, chain or rope
to which the load is attached. A hook may have one or more built-in pulleys to
amplify the lifting force
4.6 STRUCUTRE
Structural steel is a category of steel used as a construction material for
making structural steel shapes. A structural steel shape is a profile, formed with
a specific cross section and following certain standards for chemical
opposition and mechanical properties. Structural steel shapes, sizes,
composition, strengths, storage practices, etc., are regulated by standards in
most industrialized countries.

Structural steel members, such as I-beams, have high second moments of

area, which allow them to be very stiff in respect to their cross-sectional area.

4.6.1 COMMON STRUCTURE

The shapes available are described in many published standards worldwide,
and a number of specialist and proprietary cross sections are also available.

Fig No: 4.13 Crane Structure

A steel I-beam, in this case used to support timber joists in a house.
 I-beam (I-shaped cross-section - in Britain these include Universal
Beams (UB) and Universal Columns (UC); in Europe it includes the
IPE, HE, HL, HD and other sections; in the US it includes Wide
Flange (WF or W-Shape) and H sections)
 Z-Shape (half a flange in opposite directions)

 HSS-Shape (Hollow structural section also known as SHS (structural

hollow section) and including square, rectangular, circular (pipe)
and elliptical cross sections)
 Angle (L-shaped cross-section)

 Structural channel, or C-beam, or C cross-section

 Tee (T-shaped cross-section)

 Rail profile (asymmetrical I-beam)

While many sections are made by hot or cold rolling, others are made by
welding together flat or bent plates (for example, the largest circular hollow
sections are made from flat plate bent into a circle and seam-welded)
 CHAPTER-5
WORKING PRINCIPLE

Fig No: 5.1 mobile Crane

 The process of crane is combination of motor, rack and pinion,
cross rail, robe, hook, guide way.
 Here two motors were presented; one motor is used to move cross
rail in rack and pinion path.
 Another motor is to adjust robe level; hook is attached in the end of
robe to carry the object based on position.
 The cross rail is locate the positioning of hook.

 The guide way along with movement of cross rail in opposite of

rack and pinion setup.
 CHAPTER-6
ADVANTAGES AND APPLICATIONS
6.1 ADVANTAGES:

1. Lift height reach are extreme.

2. Used to lift heavy loads

3. High speed high volume

4. Less time consumption.

6.2 APPLICATIONS

1. Manufacturing industries

2. Automobile industries

3. Granite industries
 CHAPTER-7
CONCLUSION

Mobile Crane is used to lift heavy material in two directions. It may be

achieved by electric motor and takes less man power to lift. Even system failure
locking nut protect from slip. Our project is successfully implemented to lift the
heavy material without any dangerous. It will reduce the burden of the workers
as well as protect from the accident.
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2. Parr. ANDREW (2003) „Hydraulic & Pneumatics‟ Butterworth

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3. Dr.D.K.AGGARVAL&Dr.P.C SHARMA(2004) “machine

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4. MAJUMDAR.S.R “Pneumatic systems”, Tata mcgraw-hills

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5. SRINIVASAN.R (2004) “Hydraulic & pneumatic controls”,

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