Automated Materials Systems

SCHOOL OF MECHANICAL ENGINEERING________________________________________________________
CHAPTER-5
AUTOMATED MATERIALS HANDLING AND STORAGE SYSTEMS
Chapter-5 includes:
5.1 Design Considerations in Material Handling,
5.2 Material Transport Equipment-Industrial Trucks,
5.3 Automated Guided Vehicles,
5.4 Monorails and Other Rail-Guided Vehicles,
5.5 Conveyors,
5.6 Cranes and Hoists,
5.7 Analysis of Vehicle Based Systems,
5.8 Conveyor Analysis.
5.9 Automated Storage/Retrieval Systems,
5.10 Carousel Storage Systems,
5.11 Engineering Analysis of AS/RS and Carousel Systems.
5.1 Design Considerations in Material Handling

The use of mechanized and automated devices to perform the various assembly tasks
in an assembly line or cell. Fixed automation: usually most automated assembly
systems are designed to perform a fixed sequence of assembly steps on a specific
product that is produced in very large quantities.
Material Handling Technologies in the Production System
Material Handling - Defined

“The movement, storage, protection and control of materials throughout the
manufacturing and distribution process including their consumption and disposal”
The Material Handling Industry of America estimated to represent 20-25% of total
manufacturing labor cost in US. The proportion varies depending on type of
production and degree of automation.
MSE 6023 - COMPUTER INTEGRATED MANUFACTURING – D.K.RAO Page 1

Material Handling
Handling of materials must be performed
• Safely
• Efficiently
• At low cost
• In a timely manner
• Accurately (the right materials in the right quantities to the right locations)
• And without damage to the materials
Logistics
Logistics is concerned with the acquisition, movement, storage, and distribution of
materials and products as well as the planning and control of these operations to
satisfy customer demand.
Two categories of logistics:
External logisticsdeals with transportation and related activities that occur outside of
a facility (between different geographical locations).
Five traditional modes of transportation: rail truck, air, ship, and pipeline.
Internal logisticsdeals with material handling and storage within a facility.
External Logistics Internal Logistics

Categories of Material Handling Equipment
1. Material transport equipment - to move materials inside a factory, warehouse,
or other facility
2. Storage - to store materials and provide access to those materials when
required.
3. Unitizing equipment - refers to
(1) Containers to hold materials, and
(2) Equipment used to load and package the containers
4. Identification and tracking systems - to identify and keep track of the materials
being moved and stored.
Design Considerations in Material Handling
 Material characteristics
 Flow rate, routing, and scheduling
 Plant layout
 Unit load principle

Material Characteristics
Material characteristics affect type of transport and storage equipment required
Solid, liquid or gas
Size
Weight
Shape - long, flat, bulky
Condition - hot, cold, wet, dirty
Risk of damage - fragile, brittle, sturdy
Safety risk - explosive, flammable, toxic, corrosive
Flow Rate, Routing, and Scheduling
Flow rate - amount of material moved per unit time
Examples: pieces/hr, pallet loads/hr, tons/hr
Whether the material must be moved in individual units, as batches, or continuously
(pipe line)
Routing - pick-up and drop-off locations, move distances, routing variations,
conditions along the route (surface, traffic, elevation)
Scheduling - timing of each delivery
Prompt delivery when required, use of buffer stocks to mitigate against late
deliveries.
Plant Layout
Material handling equipment considerations must be included in the plant layout
design problem
Correlation between layout type and material handling equipment:
Plant layout type Material handling equipment
Fixed-position Cranes, hoists, industrial trucks
Process Layout Hand trucks, forklift trucks, AGVs
Product Layout Conveyors for product flow
Trucks to deliver parts to stations
Unit Load Principle (unitizing)
In general, the unit load should be as large as practical for the material handling
system that will move and store it.A unit load is the mass that is to be moved or
otherwise handled at one time.
Reasons for using unit loads in material handling:
Multiple items handled simultaneously.
Required number of trips is reduced.
Loading/unloading times are reduced.
Product damage is decreased.

Unit Load Containers
Material Transport Equipment

Five categories:
1. Industrial trucks
2. Automated guided vehicles
3. Monorails and other rail guided vehicles
4. Conveyors
5. Cranes and hoists
1. Industrial Trucks
Two basic categories:
1. Non-powered: Human workers push or pull loads
2. Powered: Self-propelled, guided or driven by human. Common example:
forklift truck
Non-powered Industrial Trucks (Hand Trucks)
Powered Trucks: Walkie Truck
Widely used in factories and

warehouses because pallet loads are
so common.
Capacities from 450 kg (1000 lb) up to
4500 kg (10,000 lb)
Power sources include on-
board batteries and internal
combustion engines.

Powered Trucks: Towing Tractor
Designed to pull one or more trailing

carts in factories and warehouses,
as well as for airport baggage handling
Powered by on-board batteries or
IC engines
Automated Guided Vehicle

An Automated Guided Vehicle System (AGVS) is a material handling system that uses
independently operated, self-propelled vehicles guided along defined pathways in
the facility floor.Types of AGV:
• Driverless trains
• Pallet trucks
• Unit load AGVs
Automated Guided Vehicle:Driverless Automated Guided Train
First type of AGVS to be introduced
around 1954.
Common application is moving
heavy payloads over long distances
in warehouses and factories without
intermediate stops along the route.
Automated Guided Vehicle:AGV Pallet Truck

Used to movepalletized loads
along predetermined routes.
Vehicle is backed into loaded
pallet by worker; pallet is then
elevated from floor.
Worker drives pallet truck to
AGV guide path and programs
destination.

Automated Guided Vehicle: Unit Load Carrier

Used to move unit loads from
station to station
Often equipped for automatic
loading/unloading of pallets and
tote pans using roller conveyors,
moving belts, or mechanized lift
platforms
AGVs - Applications
1. Driverless train operations - movement of large quantities of material over
long distances
2. Storage and distribution - movement of pallet loads between
shipping/receiving docks and storage racks
3. Assembly line operations - movement of car bodies and major subassemblies
(motors) through the assembly stations
4. Flexible manufacturing systems - movement of workparts between machine
tools
5. Miscellaneous - mail delivery and hospital supplies
Vehicle Guidance Technology
Method by which AGVS pathways are defined and vehicles are controlled to follow
the pathways:
Three main technologies:
1. Imbedded guide wires - guide wires in the floor emit electromagnetic signal
that the vehicles follow.
2. Paint strips - optical sensors on-board vehicles track the white paint strips.
3. Self-guided vehicles - vehicles use a combination of
• Dead reckoning - vehicle counts wheel turns in given direction to move
without guidance.
• Beacons located throughout facility - vehicle uses triangulation to compute
locations.
Vehicle Guidance Using Guide Wire

Vehicle Management
Two aspects of vehicle management:
Traffic control - to minimize interference between vehicles and prevent collisions
1. Forward (on-board vehicle) sensing
2. Zone control
Vehicle dispatching
1. On-board control panel
2. Remote call stations
3. Central computer control
Zone Control
Zone control to implement blocking system. Zones A, B, and D are blocked. Zone C is free.
Vehicle 2 is blocked from entering Zone A by vehicle 1. Vehicle 3 is free to enter Zone C.
Vehicle Safety
 Travel velocity of AGV is slower than typical walking speed of human worker
 Automatic stopping of vehicle if it strays from guide path
 Acquisition distance
 Obstacle detection system in forward direction
 Use of ultrasonic sensors common
 Emergency bumper - brakes vehicle when contact is made with forward object
 Warning lights (blinking or rotating red lights)
 Warning sounds of approaching vehicles
 Self-propelled vehicles that ride on a fixed-rail system.
 Vehicles operate independently and are driven by electric motors that pick up
power from an electrified rail.
 Fixed rail system
 Overhead monorail - suspended overhead from the ceiling
 On-floor - parallel fixed rails, tracks generally protrude up from the floor
 Routing variations are possible: switches, turntables, and other special track
sections.

Overhead Monorail
Conveyor System
Large family of material transport equipment designed to move materials over fixed
paths, usually in large quantities or volumes.
1. Non-powered
Materials moved by human workers or by gravity.
2. Powered
Power mechanism for transporting materials is contained in the fixed path, using
chains, belts, rollers or other mechanical devices.
Conveyor Types
1. Roller Conveyor
2. Skate wheel Conveyor
3. Belt Conveyor
4. In floor towline Conveyor
5. Overhead trolley conveyor
6. Cart-on-track conveyor
Roller Conveyor
Pathway consists of a series of rollers that

are perpendicular to direction of travel.
Loads must possess a flat bottom to span
several rollers.
Powered rollers rotate to drive the loads
forward.
Un-powered roller conveyors also available.

Skate-Wheel Conveyor
Similar in operation to roller conveyor
but use skate wheels instead of rollers.
Lighter weight and unpowered.
Sometimes built as portable units that
can be used for loading and unloading
truck trailers in shipping and receiving
Belt Conveyor
Continuous loop with forward path
to move loads.
Belt is made of reinforced elastomer.
Support slider or rollers used to support
forward loop.
Two common forms:
Flat belt (shown)
(Support frame not shown)
V-shaped for bulk materials
In-Floor Tow-Line Conveyor
Four-wheel carts powered by moving
chains or cables in trenches in the floor.
Carts use steel pins (or grippers) to
project below floor level and engage
the chain (or pulley) for towing.
This allows the carts to be disengaged
from towline for loading and unloading.
Overhead Trolley Conveyor
A trolley is a wheeled carriage running on

an overhead track from which loads can be
suspended.
Trolleys are connected and moved by a
chain or cable that forms a complete loop.
Often used to move parts and assemblies
between major production areas.

Cart-On-Track Conveyor
Carts ride on a track above floor
level.
Carts are driven by a spinning tube.
Forward motion of cart is
controlled by a drive wheel whose
angle can be changed from zero
(idle) to 45 degrees (forward).
Powered Conveyor Operations and Features

Types of motions
1. Continuous - conveyor moves at constant velocity
2. Asynchronous - conveyor moves with stop-and-go motion
They stop at stations, move between stations
Another classification of conveyors:
1. Single direction
2. Continuous loop
3. Re-circulating
(a) Single-Direction Conveyor and (b) Continuous Loop Conveyor

Cranes and Hoists

Crane is a handling device for lifting, lowering and transporting materials, often as
heavy loads. Cranes are used for horizontal movement of materials. Hoists are used
for vertical lifting of materials. Cranes usually include hoists so that the crane-and-
hoist combination provideshorizontal transport and vertical lifting and lowering.
Hoist
Hoist with mechanical advantage of

four:
(a) sketch of the hoist
(b) diagram to illustrate mechanical
advantage
Used to raise and lower loads, it consists of one or more fixedpulleys, one or more
moving pulleys, and a rope/chain/cable thatconnects the pulley system together. The
load is attached to themoving pulley(s) by means of a hook, or other mechanism.The
more pulleys a hoist has, the greater the mechanical advantageit can display;
whereby mechanical advantage is formulated as theratio of the load weight to the
driving force required to lift the weight.The driving force is applied either manually,
or by electric orpneumatic motor.
Bridge Crane Gantry Crane Jib Crane
Bridge Crane
Consist of one or two horizontal suspended beams fixed betweenrails on either end,
the whole structure being held in place by thebuilding structure. The hoist trolley
moves the length of the bridge,while the bridge itself can be moved the length of the
rails in thebuilding. This provides x- and y-axis motion capabilities, whilst thehoist
provides z-axis motions. Vertical lifting is achieved by the hoist,and orthogonal
movement by the rail system along which the hoisttrolley travels.

Gantry Crane
Gantry crane is distinguished from a bridge crane by the presence of one or
twovertical legs that support the horizontal bridge. The hoist againprovides for
vertical lifting, while orthogonal movement is againprovided by the rail system, as in
the bridge crane construction. Adouble gantry crane has two vertical legs; a half-
gantry crane hasone vertical leg, with the other part of the crane supported by
thebuilding; while a cantilever gantry has a bridge that extends beyondthe span
created by the supporting legs.
Jib Crane
Consist of a hoist supported on a horizontal beam that iscantilevered from a vertical
column or wall support. The horizontalbeam can pivot about the vertical axis formed
by the column or wallsupport; this provides a horizontal sweep for the crane. This
forms asemi-circular or circular area in which the horizontal beam canmove. The
horizontal beam also serves as the track along which thehoist trolley moves. The
hoist provides vertical lift and lower motions.
Analysis of Material Transport Systems
Analysis of vehicle-based systems
From-to charts and network diagrams
Types of systems: industrial trucks, AGVS, rail-guided vehicles, and asynchronous
conveyor operations
Conveyor analysis
Single-direction conveyors
Closed loop conveyors
Re-circulating conveyor systems
Network Diagram Showing Deliveries between Load/Unload Stations

Analyses of Material Transport Systems

1. Automated Guided Vehicle
Quantitative models for analyzing aspects of material transport systems can be
created under two general headings: analysis of vehicle-based systems, and analysis
of conveyor systems. In this unit we focus our attention on vehicle based systems.
For vehicle-based systems the delivery equipment used can include industrial trucks,
AGVs, monorails, and certain types of conveyor systems (for example, in-floor
towline conveyors). Two graphical tools are used to capture delivery data: from-to
charts, and network diagrams. The from to chart is a table that can be used to
indicate material flow data and distances between multiple locations. Network
diagrams can also display the same sorts of information, by means of nodes and
arrows, where the arrows indicate the relationships among the nodes. In material
handling nodes represent load/unload stations, while the arrows represent material
flows between the stations. See Example later in this section for examples of both of
these types of diagrams.
For vehicle-based system analysis, two graphical tools are used to capture delivery
data: from-to charts, and network diagrams.
Total Cycle Time
If we assume that a vehicle works at a constant velocity throughout its operation, and
we ignore speed differences (e.g. owing to acceleration, deceleration, etc.), then the
time for a typical delivery cycle in the operation of a vehicle-based transport system
consists of:
 Pick-up station loading
 Travel time to drop-off station
 Unloading at drop-off station
 Empty travel time of the vehicle between deliveries
This gives a total cycle time per delivery per vehicle of:
where,
TC is delivery cycle time;
TL is the time to load at a load station;
Ld is the distance the vehicle travels between load and unload station;
vc is the carrier velocity;
TU is the time to unload at unload station; and
Le is the distance the vehicle travels empty until the start of the next delivery cycle.

Delivery cycle time calculated in this way must be considered an ideal value, as
it ignores not only speed effects, but also traffic congestion, reliability issues, and
other factors. In addition, load and unload stations may be in different locations,
which will change the values of Ld and Le in the equation; thus these terms are
generally taken to be averages of the distances involved.
Delivery cycle time can help us calculate the rate of deliveries per vehicle; and
the number of vehicles required to satisfy a specified total delivery requirement,
based upon hourly rates and requirements.
The hourly rate of deliveries per vehicle is simply:
Where, 60 represent minutes in an hour and is divided by delivery cycle time, and
adjusted for any time losses during the hour. Potential time losses may be due to:
availability, traffic congestion, and efficiency of manual drivers in manually operated
trucks.
Available Time
Availability (A) is defined as the proportion of total shift time that the vehicle is
operational and not broken down, or being repaired.
For traffic congestion, a traffic factor (Ft) is first defined that estimates losses caused
by congestion. This factor covers waiting at intersections, blockages by other
vehicles, and queues. If no congestion occurs, then Ft = 1.0; if congestion occurs then
the value of Ft drops. Traffic congestion is a function of the number of other vehicles
in the system. Typical values of Ft for AGVS range between0.85 and 1.0.
The primary cause of low operating performance in industrial truck systems is not
traffic congestion, but work efficiency of the operators who drive the trucks. Worker
efficiency is defined as the actual work rate of the human operator relative to the
expected work rate under standard or normal performance conditions; this is
symbolized as Ew. Thus, from the discussion above,
the available time, per hour, per vehicle is:
Where, a traffic factor (Ft), and work efficiency, Ew

Rate of Deliveries
We can formulate the rate of deliveries per vehicle as:
Where Rdv is the hourly delivery rate per vehicle; Tc is the delivery cycle time; and
AT is the time available in one hour with time loss adjustments.

The total number of vehicles, of all kinds, needed to satisfy a specified total delivery
schedule, Rf, in the system is estimated by deriving the total workload and dividing it
by the available time per vehicle.
Workload (WL) is the total amount of work, expressed in time, which must be
accomplished by the material transport system in one hour; this comes to:
Required Vehicles
The number of work vehicles required (nc) to meet this workload is:
For vehicle-based system analysis the following equations can be developed:

 the total cycle time per delivery per vehicle;
 the hourly rate of deliveries per vehicle;
 the available time per hour per vehicle;
 the rate of deliveries per vehicle;
 the material transport system workload; and
 the number of work vehicles required to meet the material transport system
workload.
Total cycle time per delivery
𝑳𝒅 𝑳𝒆
Tc = TL + + TU +
𝒗𝒄 𝒗𝒄
Tc = delivery cycle time (min./del.)
TL = time to load at load station (min.)
Ld = distance the vehicle travels between load and unload stations (m)
TU = time to unload at unload station (min.)
Le = distance the vehicle travels empty until the next cycle (m)

 Delivery rate:
AT = 60 A Tf E
AT = available time with adjustment of time losses (min / hr per vehicle)
A = availability (reliability factor defined as the proportion of total shift time that the
vehicle is operational and not broken down or being repaired)
Tf = traffic factor (due to blocking, waiting in queue at stations)
E = worker efficiency
Rdv = AT / Tc AT
Rdv = hourly delivery rate per vehicle (del. / hr per vehicle)
 Work Load, WL
WL = Rf Tc
WL = workload of material transport system (min. / hr)
Rf = specified total deliveries per hour for the system (del. / hr)
 Number of carriers (AGVs) required, nc

nc = WL / AT = Rf / Rdv
nc = number of carriers required
Example-1
AGVs travel counterclockwise around the loop to deliver loads from load station to
unload station. Loading time is 0.75 min, and unloading time is 0.5 min. It is desired
to determine how many vehicles are required to satisfy demand for this layout of 40
del./hr. Loaded vehicle velocity is assumed to be 50 m/min., when it is unloaded
velocity increases to 60 m/min. Other measures are as follows: Availability = 0.95,
Traffic factor = 0.90 and operator efficiency does not apply, so E=1.0
Example-2
A flexible manufacturing system (FMS) is being planned. It has a ladder layout as
pictured in Figure 8.2. It uses a rail guided vehicle (RGV) system to move parts
between stations in the layout.

All workparts are loaded into the system at station 1, moved to one of three
processing stations (2, 3, or 4), and then brought back to station 1 for unloading.
Once loaded onto its RGV, each workpart stays onboard the vehicle throughout its
time in the FMS.
Load and unload times at station 1 are each 1.0 min.
Processing times are: 5.0 min at station 2;
7.0 min at station 3; and
9.0 min at station 4.
Hourly production of parts through the system is:
7 parts through station 2;
6 parts through station 3 and;
5 parts through station 4.
(a) Develop the from-to Chart for trips and distances;
(b) Develop the network diagram.
(c) Determine the number of rail guided vehicles that are needed to meet the
requirements of the flexible manufacturing system, if vehicle speed = 60 m/min and
the anticipated traffic factor = 0.85. Assume reliability = 100%.
Example-3
Determine: a) Routes of AGVsb) Ld and Le

2. Conveyor Analysis
There are three basic types or conveyor operations:

(1) single direction conveyors,
(2) continuous loop conveyors, and
(3) recirculating conveyors.
Single Direction Conveyors: Consider the case of a single direction powered conveyor
with one load station at the upstream end and one unload station at the downstream
end, as in figure(a). Materials are loaded at one end and unloaded at the other. The
materials may be parts, cartons, pallet loads, or other unit loads. Assuming the
conveyor operates at a constant speed, the time required to move materials from
load station to unload station is given by:
𝐿
𝑇𝑑 = 𝑣𝑑
𝑐
where Td = delivery time (min), Ld = length of conveyor between load and unload
stations (m, ft), and Vc = conveyor velocity (m/min, ft/min).
The flow rate of materials on the conveyor is determined by the rate of loading at the
load station. The loading rate is limited by the reciprocal of the time required to load
the materials. Given the conveyor speed, the loading rate establishes the spacing of
materials o n the conveyor. Summarizing these relationships,
𝑣 1
𝑅𝑓 = 𝑅𝐿 = 𝑠𝑐 ≤
𝑐 𝑇𝐿
where R, = material flow rate (parts/min), RL = loading rate (parts/min), sc = center to-
center spacing of materials on the conveyor (m/part, It/part] and TL = loading time
(min/part). One might be tempted to think that the loading rate RL is the reciprocal of
the loading time TL. However, RL is set by the flow rate requirement Rf while TL is
determined by ergonomic factors. The worker who loads the conveyor may be

capable of performing the loading task at a rate that is faster than the required flow
rate. On the other hand the flow rate requirement cannot be set faster than it is
humanly possible to perform the loading task.
An additional requirement for loading and unloading is that the time required to
unload the conveyor must be equal to or less than the loading time. That is,
𝑇𝑈 ≤ 𝑇𝐿
where TL = unloading time (min/part). If unloading requires more time than loading,
then un-removed loads may accumulate or be dumped onto the floor at the
downstream end of the conveyor.
We are using parts as the material, but the relationships apply to other unit loads as
well. The advantage of the unit load principle can he demonstrated by transporting
np parts in a carrier rather than a single part.
𝑣 1 𝑛𝑝 𝑣𝑐 1
𝑅𝑓 = 𝑅𝐿 = 𝑠𝑐 ≤ becomes 𝑅𝑓 = ≤
𝑐 𝑇𝐿 𝑠𝑐 𝑇𝐿
where Rf = flow rate (parts/min), Tp = number of parts per carrier, sc = center-to-
center spacing of carriers on the conveyor (m/carrier, ft/carrier), and TL = loading
time per carrier (min/carrier). The flow rate of parts transported by the conveyor is
potentially much greater in this case. However, loading time is still a limitation, and TL
may consist of not only the time to load the carrier onto the conveyor but also the
time to load parts into the carrier. The preceding equations must be interpreted and
perhaps adjusted for the given application.
Continuous Loop Conveyors: Consider a continuous loop conveyor such as an
overhead trolley in which the pathway is formed by an endless chain moving in a
track loop, and carriers are suspended from the track and pulled by the chain. The
conveyor moves parts in the carriers between a load station and an unload station.
The complete Loop is divided into two sections: a delivery (forward) loop in which the
carriers arc loaded and a return loop in which the carriers travel empty, as shown in
Figure 1O.11(b). The length of the delivery loop is La, and the length of the return
loop is Le. Total length of the conveyor is therefore L = La - Le. The total time
required to travel the complete loop is
𝐿
𝑇𝑐 = 𝑣
𝑐
where Tc = total cycle time (min),and vc = speed of the conveyor chain (m/min,
ft/min). The time a load spends in the forward loop is
𝐿
𝑇𝑑 = 𝑣
𝑐
where Ta = delivery time on the forward loop (min).
Carriers arc equally spaced along the chain at a distance Sc apart. Thus, the total
number of carriers in the loop is given by:
𝐿
𝑛𝑐 = 𝑣
𝑐

where nc = number of carriers, L = total length of the conveyor loop (m, ft), and sc =
center-to-center distance between carriers (m/carrier, ft/carrier).The value of nc
must be an integer and so Land Sc must be consistent with that requirement.
Each carrier is capable of holding np parts on the delivery loop, and it holds no parts
on the return trip. Since only those carriers on the forward loop contain parts, the
maximum number of parts in the system at any one time is given by:
𝑛𝑝 𝑛𝑐 𝐿𝑑
Total number of parts =
𝐿
As in the single direction conveyor, the maximum flow rate between load and unload
stations is
𝑛𝑝 𝑣𝑐
𝑅𝑓 = 𝑠𝑐
where Rf = parts per minute.
Recirculating Conveyors: Kwo Analysis- The two problems complicating the
operation of a recirculating conveyor system:
(1) the possibility that no empty carriers are immediately available' at the loading
station when needed and
(2) the possibility that no loaded carriers are immediately available at the unloading
station when needed.
In the Kwo analysis the case of a recirculating conveyor with one load station and one
unload station is considered.
According to Kwo, there are three basic principles that must be obeyed in designing
such a conveyor system:
(1) Speed Rule: This principle states that the operating speed of the conveyor must
be With in a certain range. The lower limit of the range is determined by the required
loading and unloading rates at the respective stations. These rates are dictated by
the external systems served by the conveyor. Let RL and RI) represent the required
loading and unloading rates at the two stations, respectively. Then the conveyor
speed must satisfy the following relationship:
𝑛𝑝 𝑣𝑐
≥ Max { RL, RU }
𝑠𝑐
where RL = required loading rate (parts/min), and Ru = the corresponding unloading
rate. The upper speed limit is determined by the physical capabilities of the material
handlers to perform the loading and unloading tasks. Their capabilities are defined by
the time required to load and unload the carriers, so that
𝑣𝑐 1 1
≤ Min { 𝑇 , 𝑇 }
𝑠𝑐 𝐿 𝐷
(2) Capacity Constraint: The flow rate capacity of the conveyor system must be at
least equal to the flow rate requirement to accommodate reserve stock and allow for
the time elapsed between loading and unloading due to delivery distance. This can
be expressed as follows:

𝑛𝑝 𝑣𝑐
≥ 𝑅𝑓
𝑠𝑐
In this case, Rf must be interpreted as a system specification required of the
recirculating conveyor,
(3) Uniformity Principle: This principle states that parts (loads) should be uniformly
distributed throughout the length of the conveyor, so that there will be no sections
of the conveyor in which every carrier is full while other sections are virtually empty.
The reason for the uniformity principle is to avoid unusually long waiting times at the
load or unload stations for empty or fun carriers (respectively) to arrive.
Example-1: Analysis of Re-circulating Conveyor
A re-circulating conveyor has a total length of 500 ft. Its speed is 100 ft/min and the
spacing of part carriers along its length is 25 ft. Each carrier can hold two parts.
Robots are used to load and unload the conveyor at its load and unload stations. The
time required to load a part is 0.20 min and the unload time is the same. The
required loading and unloading rates are both 1.0 part/min.
(a) What is the maximum possible flow rate of parts on the conveyor system?
(b) How many parts could be contained on the conveyor system if every carrier
were filled to capacity?
(c) How much time is required for the conveyor to make one complete loop?
Example-2: Recirculating Conveyor Analysis: Kwo
A recirculating conveyor has a total length of 300 m. Its speed is60 m/min. and the
spacing of part carriers along its length is 12 m. Each carrier can hold two parts. The
task time required to load two parts into each carrier is 0.20 min and the unload time
is the same, The required loading and unloading rates are both defined by the
specified flow rate, which is 4 parts/min, Evaluate the conveyor system design with
respect to Kwo's three principles.

Engineering Analysis of Storage Systems

Several aspects of the design and operation of a storage system are susceptible to
quantitative engineering analysis. In this section, we examine capacity sizing and
throughput performance for the two automated storage systems.
1. Automated Storage/Retrieval Systems (AS/RS)

While the methods developed here are specifically for automated storage/retrieval
systems, similar approaches can be used for analyzing traditional storage facilities,
such as ware houses consisting of pallet racks and bulk storage.
Component Description
Storage structure: Consists of the rack framework used to support loads contained in
the AS/RS; made from fabricated steel of sufficient strength and toughness to
support typical AS/RS loads. May have individual storage compartments to hold
storage modules, which hold the stored material. May be built into the plant building
itself, as a building support structure. It also supports aisle hardware required to align
the S/R machines with the storage compartments of the AS/RS.

S/R machine: Used to accomplish storage transactions, both delivering loads to

storage, and retrieving loads as required. To do this, the S/R machine must be able to
move horizontally and vertically with the load along the front of the rack structure.
Components consist of a rigid mast on which is mounted an elevator system for
vertical motion; all of which is attached to a base with wheels for horizontal motion
along a rail system that traverses the storage aisle. A parallel rail at the top of the
storage structure ensures alignment of mast and carriage with the rack structure.
Storage modules: The unit load containers of the stored materials, including pallets,
steel wire baskets and containers, plastic tote pans, and special drawers. The storage
modules are standardized in size so that can be handled easily by the carriage shuttle
of the S/R machine; it also fits the storage compartments of the rack structure.
Pickup-and-deposit station: This is where loads are transferred into and out of the
AS/RS. It is generally found at the aisle end for convenient access to external handling
equipment. The two functions may be divided such that pickup functions occur at
one end of the aisle, and deposit functions may happen at the other end;
alternatively they may be combined at just one aisle end, depending on the layout of
the AS/RS. The pickup-and deposit station must be compatible with both the S/R
machine used, and the external handling system in place.
Working of AS/RS
Each compartment in the storage structure may be identified by its horizontal
and vertical position, and whether it is on the left or right side of the aisle; all of
which information can be coded in an alphanumeric coding scheme that is executed
by the S/R machine. Using this location reference system, each unit of material in the
storage system can be referenced to a particular location in the aisle. The record of
these locations is called the item location file.
S/R machine and shuttle positioning is ensured either by means of a counting
procedure positioning method in which the number of bays and levels are counted in
the direction of travel; or by means of a numerical identification procedure in which
each compartment has a unique binary-coded location identification tag. These tags
can be read by the S/R machine by deploying an optical scanner that reads the target
and positions the shuttle to deliver or retrieve stored material. Computer controls
and programmable logic controllers are used to determine the required location and
guide the S/R machine to its destination.

Sizing the AS/RS Rack Structure:
Top and side views of a unit load AS/RS, with storage compartments horizontally
(𝑛𝑦 = 9) and six compartments vertically (𝑛𝑧 = 6).
AS/RS Analysis
The total capacity of one storage aisle depends on the number of its storage
compartments and their horizontal and vertical arrangement. This is expressed as:
Where, ny is the number of load compartments along the length of the aisle; and
nz is the number of load compartments that make up the height of the aisle.
This is multiplied by two because there are loads contained on both sides of the aisle.
Assuming a standard size for storage compartments, then compartment size
facing the aisle must be larger than the unit load size to be slotted-into it. If x and y
are set as the depth and width dimensions of a unit load, respectively, and z is set as
the height of the unit load; then the following equations hold for the width(W),
length (L), and height (H) of one aisle of the rack structure of the AS/RS:
Where x, y, and z are the dimensions of the unit load; and a, b, and c are allowances
designed into each load compartment to provide clearance for the unit load and to
account for the size of the supporting beams in the rack structure.

Example-1:
A unit load AS/RS is being designed to store 1000 pallet loads in a distribution center
located next to the factory. Pallet dimensions are: x = 1000 mm, y = 1200mm; and
the maximum height of a unit load = 1300 mm. The following is specified: (1) the
AS/RS will consist of two aisles with one S/R machine per aisle, (2) length of the
structure should be approximately five times its height, and (3) the rack structure will
be built 500 mm above floor level. Using the allowances a = 150 mm, b = 200 mm,
and c = 250 mm, determine the width, length, and height of the AS/RS rack structure.
AS/RS throughput:
System throughput is defined as the hourly rate of S/R transactions that the
automated storage system can perform. A transaction involves depositing a load into
storage, or retrieving a load from storage. These two separate transactions may be
combined into a dual command cycle, which accomplishes both transaction types in
one cycle. There are, in fact, several methods for the computation of AS/RS cycle
times, for the estimation of throughput performance; only one of which is outlined
here.
The method makes these assumptions:
 There is randomized storage of loads in the AS/RS
 There are storage compartments of equal size
 The pick-up and deposit station is located at the aisle’s end
 The S/R machine travels at constant horizontal and vertical speeds
 There is simultaneous horizontal and vertical travel
For a single command cycle the load to be deposited/retrieved is assumed to bein
the center of the rack structure.
From these assumptions we can show that the S/R machine must travel half the
length and height of the AS/RS, and it must return the same distance.
The single command cycle time is, therefore:
where Tcs is the cycle time of a single command cycle; L is the length of the AS/RS rack
structure; vy is the velocity of the S/R machine along the length of the AS/RS; H is the
height of the rack structure; vz is the velocity of the S/R machine in the vertical
direction of the AS/RS; and Tpd is the pickup-and-deposit time. Two pickup-and-
deposit times are required per cycle, representing load transfers to and from the S/R
machine.
For dual command cycles, the S/R machine is assumed to travel to the centre of the
rack structure to deposit a load, and then to three quarters the length and height of
the AS/RS to retrieve a load. The total distance travelled by the S/R machine is ¾ the
length and ¾ the height of the rack structure, and back.

The dual command cycle time is, therefore:
where terms as defined above; and Tcd is the cycle time for a dual command cycle.
System throughput depends upon the above analysis of single and dual command
cycles; so that Rcs may be set as the number of single command cycles performed per
hour, while Rcd may be set as the number of dual command cycles per hour at a
specified or assumed utilization level. Thus, the amounts of time spent in performing
single command and dual command cycles each hour, is:
where, U is the system utilization during the hour; and all other terms as defined
above. For this equation we need to determine the relative proportions of both Rcs
and Rcd; once known,
the total hourly cycle rate is given by:

where Rc is the total S/R cycle rate. The total number of storage and retrieval
transactions per hour will be greater than this value unless Rcdis zero, since there are
two transactions accomplished in each dual command cycle.
If Rt is the total number of transactions performed per hour, then:
Example-2:
An AS/RS is used for work-in-process storage in a manufacturing facility. The AS/RS
has five aisles, each aisle being 120 ft long and 40 ft high. The horizontal and vertical
speeds of the S/R machine are 400 ft/min and 50 ft/min, respectively. The S/R
machine requires 12 sec to accomplish a pick and deposit operation. The number of
single command cycles equals the number of dual command cycles. If the
requirement is that the AS/RS must have a throughput rate of 200 S/R transactions
per hour during periods of peak activity, will the AS/RS satisfy this requirement? If so,
what is the utilization of the AS/RS during peak hours?
Sizing an AS/RS System
Each aisle of a four-aisle AS/RS contains 60 storage compartments in the length
direction and 12 compartments vertically. All storage compartments are the same
size to accommodate standard size pallets of dimensions: x = 42 inch, and y = 48 inch.
The height of a unit load z = 36 inch. Using the allowances, a = 6 inch, b = 8 inch, and
c = 10 inch, determine (a) how many unit loads can be stored in the AS/RS and (b) the
width, length, and height of the AS/RS.

2. CarouselStorage Systems
A carousel storage system is one with a series of bins or baskets suspended from an
overhead chain conveyor that revolves around a long oval rail system. The chain
conveyor positions the bins/baskets at load/unload stations at each end of the oval,
the whole system being operated by human workers positioned at the load/unload
stations (see figure). The worker activates the system, and the powered carousel
delivers the desired bin to its desired station; one or more parts are removed, or
added-to, the bin at this station; and then the bin is moved by the powered carousel
from the station to another location. Once completed, the process cycle can be
repeated. Transfer mechanisms from load/unload stations to carousel bins may also
be automated.
Carousel Technology
Carousels are classified as horizontal or vertical, with the former being more
common in practice. Horizontal carousels consist of a welded steel framework for the
oval rail system, which can be either mounted overhead (a top-driven unit), or from
below (a bottom-driven unit). In the top-driven structure, a motorized pulley system
drives the overhead trolley system, attached to which are suspended bins. In the
bottom-driven structure, the pulley drive system is mounted at the base of the
frame, and the trolley system rides on a rail in the base. Carousel bins and baskets
are designed to be consistent with the loads they are to carry. Standard bins are
made of steel wire to increase operator visibility.
Vertical carousels operate around a vertical conveyor loop. They operate in
less floor space than horizontal carousel designs, but take up as much space again in
the vertical plane, which means that they can be limited by the size of the building
that houses them. Because of this, storage capacity is general lower for vertical
carousels than for horizontal carousel designs.

Carousel Applications
Carousels are sometimes seen as an attractive alternative to AS/RS, especiallymini-
load systems, in some manufacturing contexts. Typical applications include:
• Storage and retrieval operations—particularly where individual items must be
selected from groups of items in storage
• Transport and accumulation—whereby the carousel is used to transport
and/or sort materials as they are stored
• Work-in-process—whereby carousels may compete with automated storage
and retrieval systems for applications where work-in-process is to be
temporarily stored
• Specialized uses—for example, the use of carousels during the electrical testing
of products, such that the carousel is used to store the item during the test for
a specified period of time.
Carousel Systems Analysis
Top and side views of a horizontal storage Carousel

Storage Capacity:
Similar relationships can be developed for carousel systems. The size and capacity of
a carousel consists of individual bins suspended in columns from carriers that revolve
around an oval rail with a circumference given by:
Where C is the circumference; L is the length; and W is the width of the track oval.
Capacity of the system depends on the number and size of the bins in the system
(see figure). Assuming standard-sized bins are used, each with a fixed volumetric
capacity, then the number of bins can be used as our measure of capacity. The
number of bins that may hang in a column, one below another, from each carrier
may be set as nb, and nc may be set as the number of carriers supported by the rail;
then the total number of bins is given by:
Total number of bins = 𝒏𝒃 𝒏𝒄
Each carrier is separated by a distance from the preceding carrier, and the next
carrier, to avoid interference as it operates. If sc is the centre-to-centre spacing from
one carrier to the next carrier, then:
Carousel systems have higher throughput rates than an AS/RS. The following set of
assumptions must be made when calculating storage/retrieval cycle times for
carousel systems:
• Only single command cycles are performed—a bin is accessed in the carousel
either to put items into storage or to retrieve one or more items from storage
• The carousel operates at constant speed—acceleration and deceleration
effects are ignored
• Random storage is assumed—any location around the carousel is equally likely
to be selected for an S/R transaction
• The carousel can move in either direction
Upon the last assumption, the mean travel distance between the load/unload station
and a bin randomly located in the carousel is C/4. Thus, the S/R cycle time is given by:
Where Tc is the S/R cycle time; C is the carousel circumference; vcis the carousel
velocity; and Tpd is the average time required to pick or deposit items each cycle by
the operator at the load/unload station. The number of transactions accomplished
per hour is the same as the number of cycles and is given by the following:

Example-1
A single carousel storage system is located in a factory making small assemblies. It is
20 m long and 1.0 m wide. The pick and deposit time is 0.25 min. The speed at which
the carousel operates is 0.5 m/s. The storage system has 90% utilization. Determine
the hourly throughput rate.
Example-2
The oval rail of a carousel storage system has length = 12 m and width = 1 m, There
are 75 carriers equally spaced around the oval. Suspended from each carrier are six
bins. Each bin has volumetric capacity = 0.026 m3. Carousel speed = 20 m/min.
Average pick and deposit time for a retrieval = 20 sec. Determine (a) volumetric
capacity of the storage system and (b) hourly retrieval rate of the storage system.

Automated Materials Systems

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SCHOOL OF MECHANICAL ENGINEERING________________________________________________________

5.1 Design Considerations in Material Handling

Material Handling - Defined

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External Logistics Internal Logistics

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Unit Load Containers

Material Transport Equipment

Powered Trucks: Walkie Truck

Widely used in factories and

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Powered Trucks: Towing Tractor

Designed to pull one or more trailing

Automated Guided Vehicle

Automated Guided Vehicle:AGV Pallet Truck

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Automated Guided Vehicle: Unit Load Carrier

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Pathway consists of a series of rollers that

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Overhead Trolley Conveyor

A trolley is a wheeled carriage running on

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Powered Conveyor Operations and Features

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Cranes and Hoists

Hoist with mechanical advantage of

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Analyses of Material Transport Systems

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Where, a traffic factor (Ft), and work efficiency, Ew

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For vehicle-based system analysis the following equations can be developed:

Total cycle time per delivery

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 Number of carriers (AGVs) required, nc

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There are three basic types or conveyor operations:

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Engineering Analysis of Storage Systems

1. Automated Storage/Retrieval Systems (AS/RS)

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S/R machine: Used to accomplish storage transactions, both delivering loads to

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Sizing the AS/RS Rack Structure:

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The dual command cycle time is, therefore:

the total hourly cycle rate is given by:

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Top and side views of a horizontal storage Carousel

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