8/3/2019 FEM9.

311 Engl

Rules for th e Design of Storage and Retrieval Machines FEM

Structures
9.311
02.1978 (E)

1 . Calculation 2.1· Categories cif main loads

1.1 . General 2. 1. 1 Dead l oads
Th e calculations must be in compliance with accepted Deadloads are th e forces due t o t he weight of all fixed
rules of statics, dynamics, and theoretical mechanics. and moving parts which are permanent operational
Provided that identical factors of safety are adhered to , components o f th e mechanical and electrical equipment,
th e calculations may also be based on th e results of tests and of th e proportionate share of th e load supporting
carried ou t for determining th e stresses which are pro means such as-ropes bu t with th e exception of th e loads
duced in a s t ru ct u re u nd er t h e assumed load conditions. listed in 2.1.2.
Th e data concerning system, dimensions, and cross'
2.1.2 Lifted loads
sections shown in calculations and drawings must be in
agreement. Discrepancies are no t permissible unless . The lifted loads comprise th e weight of th e load unit
these have th e effect of increasing beyond any doubt and th e deadweight of assemblies receiving th e load unit
such as telescopic load fork and roller table, th e dead
th e safety of all components. weight of th e lifting carriage, and the proportionate
1.2 Calculation method share o f t he weight of th e load supporting means such
as ropes, chai ns , e tc . '
F or t he loads assumed as explained in section 2, th e
three possible causes of failure are taken into account
2.1.3 Effects of vertical forces of inertia .
as follows:
Th e effects of vertical forces of innertia produced when
A Overstraining of materials.beyond t ~ elastic limit moving th e lifting carriage and th e loads listed i.n sections
B Overstraining of structures beyond th e critical 2.1.1 and 2.1.2 are taken into account by applying .
buckling stresses . ..deadload coefficients" l{J and ,.I ifted load coefficients" 1/1.
C Overstraining of materials i:leyond th e fatigue
strength ~ . 1 . 3 . 1 Deadload coefficients l{J
Th e deadloads of SiR machines in motion (see section
1.3 . Perm issible stresses 2.1.1) a'nd th e corresponding stress resultants or stresses
Details on the·permissible stresses concerning A, B, and shall be multiplied by a deadload coefficientl{J selected
C a bov e c an be seen f ro m t h e f u tu re FEM design rules from table 1. .
for crane structures. T ab le 1
Relevant national standards apply for th e transition
period. Travel speed Ut in m/min Deadload
Runways 1 coefficient
with joints without joints l{J
2 Assumed loads
up to 63 up to 100 1.1
Structures are subjected to th e folloiNing load categories:
above 63 to 125 above 100 to 200 1.2
main loads,
above 125 above 200 ' 1.3
additional loads and
special loads. In th e case of live loads on a S iR machine running on
Main loads: spring·loaded, plastic, etc. wheels l{J = 1.1 may be used fo r
- Deadloads, calculation independent of th e travel speed and t he t yp e

- lifted loads (lifting carriage deadweight and weight of of runway.

th e load unit), Taking an Si R machine on steel rim travel wheels as an
- h or iz on ta l forces of inertia produced by drive units, example:
- statical stabilizing forces. a) Travel speed Ut = 125 m/min, l{J = 1.2
b) Travel speed Ut = 50 m/min, l{J = 1.1
Additional loads:
Forces due to running askew, 2.1.3.2 Lifted load coefficient 1/1 and lift,ing classes
- effects due to temperature, The lifted loads according to section 2.1.2 or th e stress
- loads'on walkways, stairs, platforms, and handrails. resultants o r t he corresponding stresses must be multi
plied by a lifted-load coefficient 1/1 accord)ng to table 2.
Special loads:
Its value depends on th e su rge to be expected from th e
- Buffer forces, load lifting means when lifting starts and thus on th e
- test loads, nominal lifting speed UH ; it is th e smaller th e more
emergency catch loads. flexible hoist unit and structure and th e lower and m o r e '

Continued on pages 2 to 5
Federation Europeenne de la Manutention

COP,yright by FEM Section IX . Available in English (El, French (F), German ([)l, Italian (I); sources of supply see back page.

http://slidepdf.com/reader/full/fem9311-engl 1/6
8/3/2019 FEM9.311 Engl

Page 2 FEM 9.311

constant acceleration and deceleration are when the The integration constants c, and C2 are determined
vertical motion is reversed. from the initial conditions:
The SiR machines are therefore classified into lifting . a
Y(O) = 0 c, x 0 + c2 - 
classes H 1, H2, and H3, each of wh ich has a different w2
load coefficient I/J assigned to it according to table 2.
y( O) o = w xc, - C2 X 0 c, o
Table 2

Lifting Lifted load coefficient I/J Average main hoist Thus, the oscillation equation is:
class fo r a lifting speed VH .' acceleration o x sin w t + x cos w t - JL.
of up to 90 mlmin ± am in m/s2 w2 w2

Y(t) = x(coswt-1) or
H1 1.1 + 0.0022 x VH 0.6 w2
H2 1.2 + 0.0044 x VH 1.3
l!LX.Jl x (cos w t - 1)
H3 1.3 + 0.0066 x VH > 1.3') Y(t)
c
1) ±am 1.3 m/s 2 max. if persons ride on the iifting carriage dynamic static oscillation
during vertical motions deformation deformation x coefficient Sw
where:
2.1.4 Horizontal forces o f inertia produced by drive m dynamic equivalent mass of the flexible masses
units .
c spring constant of the structure

2.1.4.1 Dynamic oscillation coefficient a mean deceleration (acceleration) of the

The forces of inertia affecting the structure o f an SIR horizontal motion.
machine due to acceleration and deceleration of motions sa - braking p a t ~ (path of acceleration)
such as horizontal travel, lifting, and telescoping shall ta period of deceleration (period of acceleration)
be determined on the basis of the maximum forces pro
Ytt) dynamic deformation
duced by the respective drive units in regular service. To
simplify the calculation fo r taking into account the
dynamic effects, the "quasistatic" forces affecting the Figure 2. Oscillation coefficient Sw cos w t - 1
structure may be multiplied by the coefficient Sw , the
"quasistatic" forces being those which result when con,
+2 (5)
sidering the system's centre-of-mass motion under the.
effects of the drive forces, o f the resistances to motion . +1 (4 )
and of the forces of inertia. Application o f the coefficient
Sw is subject to the condition that the driving forces act
on t he SiR m ~ c h i n e practically without any play.
For dimensioning the SiR machines it is necessary to
know exactly the stresses due to oscillations caused by
travel motions. Deflections, stresses, and stress result-
ans shall be multiplied by the dynamic oscillation
coefficient Sw '

Figure 1. Dynamic equivalent system le

(1) m axim um ampli tude of oscillation during deceleration

'm/s 2 Om ( - ) Sw max
Sa (2) "quasi static" mean position during deceleration

a (3) p os it io n of rest
c
(4) "quasi static" mean position during acceleration

t-
I
ta S
(5) maximum amplitude o f oscillation during aceleration
. (+)

Assumptions:

mji+c x y + m xa = damping is ignored

0
constant deceleration (or acceleration)
y + L
Y + a =
m 0
ta > Ta

Y + w2 X y. + a =0 (Ta = natural oscillating period o f the structure)

w2 =
y + w2 xy .= -a m
The oscillation function
The integral function of the above differential equation X
Y ( t) = m C a x (cos w t - 1)
is:
a reaches its maximum if the expression (cos w t· - 1)
Y(t) c, x·sin w t + C2 X cos w t - w2 assumes the value (-2 ).

http://slidepdf.com/reader/full/fem9311-engl 2/6
8/3/2019 FEM9.311 Engl

FEM 9. 311 Page 3

Since th e stresses to which th e structure is subjected are F,xh,+ F2 x h 2 + F3 xh 3

directly proportional to th e dynamic deformations, th e R m in = R stat
r
oscillation coefficient Swmax = 2 must be used fo r
further calculations of deformations, stresses, and stress
. resultants.

2.1.4.2 Effect of horizontal forces of inertia For SIR machines, th e stability is defined as follows:

Without th e coefficients l{) and t/J according to section Stability:

2,1.3 bu t with th e oscillation coefficient according to
v = L stabilising momentS
section 2.1.4.1, th e dynamic effects o f t he masses re-
L overturning moments
sulting from structure flexibility shall be assumed to be
appl ied to th e individual centres of gravity (5 , • 52 . 5 3 . R.tatx r
etc.).
E x am p le' :
F, horizontal dynamic force of acceleration du e to th e Th e stability v shall be 1.5 under service conditions;
load unit and th e weight of th e lifting carriage in exceptional situations, e. g. fo r emergency braking, it
shall b e at least 1.1 (leaving th e safety claws ou t of con-
F2 horizontal force of dynamic acceleration du e to th e sideration).
distributed load of th e mast
Fo r Si R machines which are positively prevented from
F3 horizontal force of dynamic acceleration du e to th e
tilting (e. g. by positively guided travel wheels), th e
weight of bottom carriage, travel mechanism and
attachments (e. g. control cubicle, hoist mechanism, stability
. are analysisabsorbed
completely is omitted th ethguiding
by if· e negative wheel and
members loads
etc.)
transmitted to t he rack or building structure.
Th e masses shall: be considered according to their dis-
tribution in each particular case.
2.1.4.3 Friction force coefficient Ji
.,
Figure 3.

-
Th e driving forces on th e travel wheel periphery are
limited by th e friction coefficient applicable to th e
travel wheel/rail pair. .

. /V
1
l A \ ~ -
Th e driving force which ca n be continuously trans-
mitted is thus R mi n x J.L. Fo r s t e e H ~ n - s t e e l pairs,
J.L = 0. 2 shall be used as a maximum... '
"-----'

F2
t- S2 2.1.4.4 L ater al f or ces Sz

If, du e to forces of inertia, lateral forces occur trans-

versely to th e runway centre line, these shall be trans -
mitted to th e rails b y f or m a nd f ri ct io n g ri p in line
N
.r:::.
with the.guiding members and th e systems o f th e
structure and travel mechanism.

n I, F3 s I't-.I
r:::. 2.2 Categories of additional loads
r 2.2.1 Forces du e to running askew
Rl R2 Depending on t he systems of travel mechanism and
structure, f or m grip f or ces are produced which ac t

on th e guiding members (wheel flanges or guide rollers)

Depending o n t he direction of acceleration, th e dynamic of an SIR mac hine by running' askew at an angle a,
forces of inertia tend to increase o r to decrease th e wheel an d f rom these f rictional r ubbing f or ces r es ult which
loads R , and R 2 . a ct o n t he c on ta ct surfaces o f t he travel wheels.

F, = (m L + mH ) x 2 x am, since Sw 2
Fo r th e generally accepted tolerances of travel wheel
F2 = . m. x 2 x ·a m • since Sw 2 diameter, parallelism of th e wheel bore axes and run-
F3 = (m e + mAl x am, since Sw 1 (unsprung) way alignment, a linear law of friction forces applies
to th e longitudinal and transverse slip of tw o travel
where: wheels of ferrous material on a s teel rail:

,m L mass of th e load unit f = 0.30 x (1 _ e- O , 25x a)

mH mass of th e lifting carriage
ms mass of th e mast where:
me mass of bottom carriage
e = base of th e natural logarithms 2.71828
mA mass of the attachments to th e bottom carriage a = angle of s kew in 0/00

am mean acceleration

http://slidepdf.com/reader/full/fem9311-engl 3/6
8/3/2019 FEM9.311 Engl

Page 4 FEM 9.311

Table 3. Frict ion f orce coeff icient f as depending o n t he angle o f skew 0:

0: 0/00 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0 6.0 7.0 8.0 9.0 10.0 15.0
f 0.035 0.066 0.094 0.118 0.139 0.158 0.175 0 .1 90 0.203 0.214 0.233 0.248 0.259 0.268 0.275 0.300

f R
S = . s t 8t
(force due to running askew) 2.3 Categories of special loads
where: 2.3.1 Buf fer forces

wheel load due to deadloads and lifted load For this special case of loading'it is assLimed that during
without the'coefficients according to sections regular service collisions o f SiR machines do no t occur.
2.1.3 and 2.1.4
The buffer forces Fp , which occur when SIR machines
, ~ 10 loo
O:F +~ + 0: 0 + O:s _ ' impact against runway stops, shall be lim it ed by pro
angle of skew in relation to the spacing of the guide viding adequ!lte buffers or similar means of dissipating
members which give rise to the frictional forces, the energy. The required working capacity fo r energy dis
sum total of all possible misalignments transverse to sipation and the maximum,buffer forces Fp shall be
the runway when the SiR machine takes up a skewed determined fo r SIR machines on the basis of 100 %
position. nominal travel speed.

O:F angle o f s ~ e w due to the clearance between straight
rail and form grip guide members, i. e. at least
5 mm fo r wheel flanges and 3 mm fo r guide rollers.
O:v angle of skew due to wear. A t least 1.5 % of the rail
head width in the case of guide rollers and at least
5 % of the rail head width in the case of wheel
" flanges.
0: 0 1 °iot, angle of skew due to SIR machine tolerances
, If automatic means 2) ensure a reduction of the travel
speed; the required working capacity of the buffers fo r
energy dissipation and the maximum buffer forces Fp
may be calculated taking the then fastest possible travel
speed, bu t at least 70 % o f the nominal speed, as a basis.
The kinetic energy shall be assumed to be
'm x v2
Wkin = 2

O:s 1 0 / 0 0 angle of skewdue to tolerances of the rail For an analysis of the buffers and the strength of the
laid on t he floor
structure the forces due to the moving masses of the
deadloads and of the guided lifted loads 3) shall be
2.2.2 Temperature effects assumed to be effective in their respective least favour

Temperature effects must be taken into consideration able position,

only in special cases. Based on an assumed temperature
of + 10 °C during erection, variations in temperature
o f ± 35 K or, in the case o f an uneven temperature rise
in individual sub-assemblies, variations of ± 1 5 K shall
be assumed fo r an SIR machine operating in an open
building.
These values must be adequate fo r local conditions in
the case o f SiR machines operating in plants with a ho t
atmosphere or in low-temperature warehouses.
A coefficient of elongation
6 structure,the' buffer end forces shall be multiplied by
O:t = 12 ',10- mm/mm xK (for steel)
shall be used fo r the calculations.
2. 2. 3 Loads on platforms and handrails
sections 2.1.3 bu 2.1.4. the coefficients according
andt without ' to
A corresponding equivalent mass has tobe introduced
into the calculation fo r rotating parts of the travel
mechanism. Th e buffer forces shall be distributed
according to the buffer characteristics and the freedom
o f movement of the structure.
If energy converting buffers are provided, an amount of
10 % may be deducted from the total energy fo r the
free dying down of structure oscillations.
I n the case o f a simplified analysis of the stresses i n th e
an oscillation coefficient selected from table 4 in
accordance with the shape and area below the buffer
characteristic.

In addition to the deadloads, a single live load shall be Table 4. Oscillation coefficients fo r simplified
assumed fo r platforms, i. e. calculation
300 kg fo r persons walking on it and carrying a load
150 kg fo r persons walking on it without a load. The area below the buffer Oscillation coefficient
characteristic resembles Sp at SiR machine
A concentrated live load applied horizontally to the out
approx. impact
side or to the inside shall be assumed fo r handrails, i. e.
30 kg fo r persons carrying a load and
Triangle 1.25
15 kg fo r persons without a load.
These concentrated loads need no t be taken into account
Rectangle 1.50
in the case of structural members subjected to loads
lifted according to section 2.1.2. ,

2) In the case of electric means at least 2 safety devices shall' be provided which monitor each other.
3) The maximum possible friction force between load unit and load handling accessory shall be assumed fo r the load unit as a non
guided lifted load.

http://slidepdf.com/reader/full/fem9311-engl 4/6
8/3/2019 FEM9.311 Engl

FEM 9. 311 Page 5

Th e travel wheels of SiR machines with o r w i th o ut a where:

payload shall no t lift o ff t he rail du e to th e 11 0 % buffer Vg preset trip,ping speed of th e overspeed governor
force and th e above-mentioned deadloads and lifted 1.4 x VH
loads. Reaction pressure rollers or safety claws shall be SR spacing o f t he notches o f t he overspeed governoor
provided as required for absorbing negative wheel loads. in relation t o t he vertical path o f t he lifting carriage
Th e buffer stops shall be dimensioned fo r absorbing at SF idle path of th e catching mechanism until braking
starts
least th e actual bu ff er e nd force Sp.
g 9.81 m/s2
2.3.2 Test loads Th e energy equation indicates th e mean deceleration
2 .3 .2 .1 G ene ra l function test during th e catching operation:
Th e functions of load pick-up, lifting, lowering, and mX V ~ b 2
2 + m x g x h --'- m x am x h = 0
travelling of SIR machines are tested by applying th e
following load: '
hence:
test load: P k = 1.25 payload
Fo r th e analysis of stresses (overstraining beyond th e
where:
elastic limit) and of stability th e test load P k shall be am mean deceleration I
multiplied by th e reduced lifted load coefficient h catching or braking path o f th e lifting carriage
,I,' = !...±..Jk.' m mass o f t he test load and o f t he lifting carriage
'I' 2'
d ea d ' w ei gh t
, Th e assumed load makes it necessary to proceed as Th e maximum deceleration a max in th e event of
follows fo r applying th e test load: catching results from th e characteristic curve of the'
With t he t es t load applied, all motions shall be individu working diagram for th e catching device and by taking
ally tested with reasonable care and with the'load in th e into account an oscillation coefficient according to
least favourable positions. A motion may no t be table 4.
initiated before th e oscillations caused by th e previous
motion' have died down. Table 5.

2 x am triangular diagram
2.3.3 Emergency catch loads
a max ' 1.75 x am trapezoidal diagrljm
2.3.3.1 Function teSt of th e catching device
1.5 x am rectangular diagram
On Si R machines equipped with a speed controlled
catching device, th e function test of this device is
carried ou t by applying th e catch load P k = 1.25 . pay- Th e increased lifted load coefficient I/J" results from th e

load. ' relationship

braking between th e du
and acceleration maximum deceleration du e to
e to gravity.
Th e catch load shall, be positioned centrally o n the load
pick-up device. ' I/J" = a;ax
Th e following tests shall be carried out:
If an exact calculation o f t he increased lifted load
1) function test o f t he overspeed governor by lowering coefficient is omitted, th e calculation ma y be simplified
th e lifting carriage at excessive speed or by a by taking I/J" f ro m t ab le 6 .
simulation of this condition;
2) 'function test of th e catching device by manual Table 6. Approximate figures fo r I/J"
locking o f th e overspeed,governor during th e lowering
Increased Iifted load Lifting speed VH (m/min)
motion;
coefficient I/J" 4)
3) free-fall st op t e st of th e lifting carriage lifted up
for catcning approx.work-
t o g e t h e ~ with th e catch load.
by ingdiagram '
~ 2 ~ 3 1 . 5 ~ 5 >50
Th e free-fall stop' test according to 3) above can be Clamping
omitted if th e catching device is built up of function
tested components for which an official certificate has roller
catching
triangular 5 6 - -
been issued.
device
F or t he stress analyses according to s ec ti on 1.2 A "Over-
straining of materials beyond th e elastic limit"and B;,Over Brake type
straining of structures beyond th e critical buckling catching trapezoidal 2.5 3 3. 5 -
stresses" th e catch load shall be multiplied by th e in- device
creased lifted load coefficient t/J ". Cushioning
For specifying th e increased lifted load values I/J" it has catching rectangular 2, 2 2 2
been taken into account that th e actual speed for tripping device
th e catching device vab considerably exceeds th e nominal 41 The above values fo r I/J" can be influenced by varying the
lifting speed VH' which is espressed by th e following design of the catching device (angle o f th e sloping surface
equation:: . in th e catching block, width and diameter of the catching
roller)
Vab = -J vg 2 + 2xgxSR + 2xgxSF Depending on particular applications, additional calcula;
tlons regarding oscillation dynamics may be advisable if du e
to its flexibility th e structure is definitely capable of ab
sorbing a certain part o f t he energy produced by catching.

http://slidepdf.com/reader/full/fem9311-engl 5/6
8/3/2019 FEM9.311 Engl

Erstellt durch den technischen UnterausschuB •• Regal bed iengeriit e u nd S ta pe lk ra ne " de r S ek ti on I X d er }

Prepared by the Technical Sub-Committee "Storage and Retrieval Machines and Stacker Cranes" of F6d6ration Europ6enne
Section IX of th e de la Manutention
Etabli par le sous-comit6 technique .. Transtockeurs et 1Xlnts gerbeurs" de la section IX de la (FEM) ,
Emesso della sottocommissione tecnica ..Trasloelevatori e gru impilatrici'aella sezione IX della
--_-::.-_-------
Sekretariat: Sekretariat der FEM Sektion IX
Secretariat: cI a VOMA
Secr6tariat: Fachgemeinschaft Fordertechnik
Segretariato: Postfach 71 01 09
0 - 6 0 0 0 Frankfurt 71

Zu beziehen durch das oben angegebene Sekretariat oder durch die folgenden Nationalkomitees der FEM
Available from the above secretariat o i from the following national committees of the FEM
En vente auprAs du secr6tariat QU des comit6s nationaux suivants de la FEM
Da richiedere attraverso il su citato segretariato 0 i comitati nazionali della FEM

Belgique Luxembourg
Comite National Beige de la FEM Comite National Luxembourgeois de la FEM .
Fabrimetal Groupement des Constructeurs et Fondeurs
Rue des Drapiers 21 du Grand-Duche' de Luxembourg
B - 1 0 5 0 Bruxelles Rue Alcide de Gasperi 7
Plateau de Kirchberg
Danmark Boite postale No. 1304
-Dansk National Komite FEM L - Luxembourg
Transportmaterial Foreningen
Lille Kirkestraede 3 Nederland '
D K - 1072 Kopenhagen K Nederlands National Comite bij de FEM
GKT-Vereniging van Metaal industrleen
Deutschland Postbus 190
Deutsches Nationalkomitee der FEM N L - 2700 Ad Zoetermeer
VDMA .
Fachgemeinschaft Fordertech nik Norge
Postfach 71 01 09 Norwegian FEM Groups
D ' - 6000 Frankfurt 71 Norsk Verkstedsindustris
Standardiseringssentral NVS
Espana Box 7072 H '
Comite Nacional Espanolde la FEM N - Oslo 3
Associaci6n Nacional de Ingenieros Industriales
Via Layetana 39 (bajos)
E - Barcelona 3

France
Comite National Francais de la FEM
SIMMA - Sy nd ic at des industries de materiels
de manutention
10, avenue Hoche Portugal
F --;- 75 382 Paris cedex 08 Commissao Nacional Portuguesa da FEM
CE MUL - Prof. Eng. L. O. Faria
Great Britain Avenida Ant6nio Jose de Alm eida - I.S. T.
British National Committee of FEM P - 1000 Lisboa
Messrs. Peat, Marwick, Mitchell & Co.
7 Ludgate Broadway Schweiz / Suisse / Svizzera
GB - London EC 4V 6D X Comite National Suisse de la FEM
Verei n Schweizerischer Masch inen-I ndustrieller
Kirchenweg 4
Ireland CH - 8032 Zurich
Irish National Committee of FEM , Suomi
Institute fo r Industrial Research and Standards (11 RS)
Ballymun Road Finnish National Committee of FEM
IR L - Dublin 9 Federation of Finnish Metal and Engineering Industries
Etelaranta 10 '
SF - 00130 Helsinki 13
Italia
Comitato Nazionale Italiano de la FEM Sverige
Associazione Nazionale Industria Swedish National Committee of FEM
Meccanica Varia et Affine (ANIMA) Materialhanteringsgruppen Inom Sveriges Mekanforbund
Piazza Diaz 2 Box 5506
I - 20123 ·Milano S - 11 485, Stockholm

http://slidepdf.com/reader/full/fem9311-engl 6/6