G. CVIJOVIĆ at al. CALCULATION METHODS’ COMPARATIVE ANALYSIS...

Calculation Methods’ Comparative Analysis of Monorail Hoist Crane Local

Bending Effects

GORAN M. CVIJOVIĆ, Aviation Academy, Belgrade Orginal scientific paper

SRĐAN M. BOŠNJAK, Belgrade University, UDC: 621.873-21:519.6
Faculty of Mechanical Engineering, Belgrade DOI: 10.5937/tehnika1604563C

The results of numerical and experimental researches of local bending problems, carried on classic and
medium-wide I profiles, were a basis for the adoption of the current standards (EN 15011: 2014) which
regulates the action of the local stress caused by the effect of cart wheels. Regarding the fact that IPB
(HE-B) wide flange profiles are largely used for production of the main carriers of monorail transport
systems, this paper presents the results of the action of the local stress caused by the effect of cart wheels
on the HE-A flange profile, using the methods and procedures of relevant researchers, the procedures
prescribed by the standard EN 15011 as well as the results of calculations using finite element method.
It has been revealed, based on comparative analysis of the results, that in the transition zone low flange
/ rib longitudinal local stress on the lower contour flange, determined using the above mentioned
standards have tightening characteristic, while all other methods, including finite element method, give
the pressing nature of the considered voltage. In addition, all of these procedures, except for the finite
element method, adopt the assumption that absolute value of voltage, caused by local bending on upper
and lower contour of the loaded flange, are the same, and there is no physical justification. Bearing in
mind the fact that stress identification, caused by the flange local bending, is an extremely important
phase proving the strength of monorail beams, we may conclude that the application of standard EN
15011 does not provide reliable results when it comes to wide flange profiles.
Key words: monorail hoist crane, local bending, EN 15011, finite element method

1. INTRODUCTION expelled by the broad medium-rolled IPE profiles with

Different systems of internal transport widely use parallel flange contour. However, due to constraints
the concept of rolled carts with drooping profile, which related to the capacity of IPE profiles (maximum size
is the basic support structure for transporting cargo. IPE 600, ie. the maximum height of 600 mm), wide
Cart wheels move along the lower contour flange and, flange profiles IPB (HE-A, HE -B) were predomi-
in addittion to overall bending of beams, they cause nantly used in the last 20 years for the purpose of cre-
local stress. ating the main single-girder cranes and crane paths.
In the historical preview, the so-called ordinary Their capacity is much higher, since they are
rolled I profiles were first used as the main carriers in produced to the maximum height profile h = 1000 mm.
all of those structural solutions, with inclined flange. It is of particular importance that wide flange profiles
The lack of lateral stability, due to the relatively na- IPB, from the size 300 (HE-A 300, HE-B 300) to the
rrow carrier flange derived from ordinary rolled I pro- size 1000 (HE-A 1000 HE-B 1000) is constant at b =
file, requires their structural reinforcement. This is mo- 300 mm.
st often achieved by adding a valid U profile on the The influence of the cart wheels causes local be-
pressed flange, or adding a box-girder trapezoidal or nding of the low flange carrier and the emergence of
rectangular cross section. biaxial stress state, Figure 1 (a).
Ordinary rolled I profile with inclined flange were The longitudinal stress due to the local bending
(σx,l) changes in the thickness of the flange, figure 1
Author’s address: Goran Cvijović, Aviation (b), and is algebraic added to the stress of general
Academy, Belgrade, Bulevar Vojvode Bojovića 2 (global) bending (σx,f),
Paper received: 02.06.2016.  x ,tot   x , f   x ,l .
Paper accepted: 13.06.2016. (1)

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G. CVIJOVIĆ at al. CALCULATION METHODS’ COMPARATIVE ANALYSIS

The stress due to cross-bending carrier flange (σy) more accuratately. Researches of Hannover and Reic-
is also changed along the thickness of the carrier hwald [4, 5] carried out for the needs of FEM (Fédé-
flange, figure 1 (b). ration Européenne de la Manutention), include the
Stresses induced by local effect of wheel (stress F) results of all previous benchmark studies [6, 7, 8, 9],
at a distance i, from the free contour of low flange and constitute the basis for the adoption of the annex E
(thickness t), figure 2, are determined on the basis of of the standard EN 15011 [10], which was adopted by
the general expression our country (SRPS EN 15011: 2014). Based on ana-
lysis of the works which are used as the basis of Han-
F
 Fx  cx (i ) , nover and Reichwald research, we may conclude that
t2 (2) all experimental researches were carried on classic I
profiles, i.e. on profiles with the inclined flange con-
F
 Fy  c y (i ) , tour, as well as the medium-wide IPE profiles with
t2 (3) parallel flange contours. In the existing literature, the
problem of identifying a local stress state of wide
where cx(i) and cy(i) are stress coefficients in longi-
flange IPB profile (HE-A, HE-B) is not considered.
tudinal and transversal direction, figure 2. Instead of
Therefore, the accuracy of the expression application
distance i, dimensionless parameters of points’ posi-
formed on the basis of studies of classical profiles as
tion are often used, taking into account the ratio of the
well as medium-wide IPE profile, is questionable in
wheel distance from the the free flange contour and
terms of the problem of identifying a local stress state
flange width, for example: c/a=(a-i)/a, figures 2 and 9;
of wide flange IPB profile, regarding the fact that their
λ=2i/(b-s), figures 7 and 10.
geometrical characteristics significantly differ from
the geometric characteristics of mentioned class
profiles.

2. REVIEW OF PROCEDURES AND

EXPRESSIONS FOR CALCULATION OF
LOCAL STRESS STATE
A cross section view of girder loaded by local
(a) effect of wheel cart, figure 2, reminded the majority of
researchers to solve the problem of local bending by
using the model of equivalent console, whose width
corresponds to the width of the zone of the local wheel
effect. Accordingly, the highest load is expected in the
transition zone low flange/rib, i.e. in the nip of
equivalent console, cross-section 0, figure 2, longitu-
dinal local stress on the lower contour flange of the
bottom flange / rib, or the equivalent nip the console,
(b) while stress states, directly below the wheel (cross-
Figure 1 – (a) Local effect of wheels on lower flange section 1) and on the free edge of the lower flange
of main carrier [1]; (b) stress distribution (cross-section 2), are not analyzed in detail, except in
caused by global and local bending [2] standard EN 15011.
The stress caused by local bending depends on the
thickness of the flange, besides the load intensity. Con-
ventional (classical) I profiles have a greater flange
thickness than the IPE profile, whose flanges are thi-
nner for the same cross section height. At wide flange
profiles IPB (HE-A, HE-B) flange thickness are signi-
ficantly greater, which is the reason why they are pre-
dominantly used today for manufacturing the main gir-
ders.
The first solutions of the problem [3] of determi-
ning the stress, induced by the local bending of car-
riers’ flanges, were obtained by using the theory of
plate bending. After that, experimental researches were Figure 2 - The girder open cross section (HE-A 360)
conducted in order to determine the local stress state loaded with cart wheels

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G. CVIJOVIĆ at al. CALCULATION METHODS’ COMPARATIVE ANALYSIS...

2.1 Gokhberg 2.3 Sahmel

Through the synthesis of theoretical solutions of According to Sahmel [9], the calculation of local
Papkovich [3] and the results of experimental research stress state in the transition zone low flange / rib, is
on the valid I profile given by Rozenshteyn [11], Gok- performed on the model of the console equivalent,
hberg [12] defined, based on the results of his own whose width (l) depends on the position of wheel,
research, the curves for identification of the local stress figure 5.
state of the lower flange, exposed to the cart wheel
effect which carries the winch with load, figure 3.

Figure 5 [9] - Calculation method according to

Sahmel
Moment in the nip equivalent console (cross sec-
tion 0) and the moment of inertia of cross section are
Figure 3 [12] - The position of the load caused by the
determined on the basis of the expression
influence of wheel and the diagrams of stress
coefficients M y  Fc,
(4)
2.2 Klöppel and Lie
The procedure of calculation according to Klöppel lt 2f
Wy  . (5)
and Lie [13], based on plate theory, figure 4, does not 6
allow to determine the local stress to a wider range of
point position, but only for a constant parameter value In the cross section 0, normal stress in the tran-
of point position c/a=0,85. In the case of wide flange sversal direction, caused by local bending of flange, is
profile HE-A 360, it corresponds to the distance bet- determined on the basis of the expression
ween wheel and free flange edge i=21,8 mm, which My
belongs to a domain that is predominantly met in  y0   ,
Wy
engineering practice. According to Klöppel and Lie, (6)
the value of stress coefficients amounts: cx0=±0,84;
while the value of the local normal stress in the longi-
cy0=±2,8; cx2=  1,6÷1,8; cy2=0 (the upper sign applies tudinal direction is determined on the basis of the
to the upper flange contour and the lower sign applies expression
to the lower flange contour).
 x 0   y 0 .
(7)
2.4 Swiss recommendations B1
The calculation procedure prescribed by the Swiss
recommendations of the 1979, „Berechnungsgrundla-
gen für Kranbahnen“ [14], is based on the Sahmel’s
idea, i.e. on equivalent console model, figure 6.
It is adopted that the width of the equivalent con-
sole on the spot of flange - rib nip is
l  2, 2 c, (8)
wherein
Figure 4 [13] – Calculation method according to Klö-
c  a  r  i, (9)
ppel and Lie

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G. CVIJOVIĆ at al. CALCULATION METHODS’ COMPARATIVE ANALYSIS

a  0,5  b  s  , (10) stress, caused by local effect of wheel, is equal to the

value of transversal stress, that is,
figure 6.
 x0   y0.
(14)
2.5 Becker
The relatively large difference between the results
obtained from the classical plates theory and expe-
rimental research, have led to Becker [6] on intensive
research, the dominant experimental character. He inc-
lude in his research classical I profile and, in that times,
the new IPE profiles with parallel flange contours, as
well (IPE 200, IPE 300 i IPE 360). Tets girders, range
l=4920 mm, were screwed to the supports, figure 7,
while the load was imposed by simulator via cart (set
in the middle of the beam span) with the load hanging.
Simulators wheels were discs d=100 mm and d=160
(a) mm, 14 mm thick, 15 mm the radius of the contact
surface.

Figure 7 [6] - Tets girder and cart simulator

(b) Based on the maximum value of the stress that
occurs when the wheel is located directly above the
Figure 6 [14] – Calculation method according to Swiss
measuring point, Becker has set formula for deter-
recommendations B1: (a) the central cross- mining the value of a stress coefficient in a point of
section of girder; (b) width of cross-section of
lower flange, just below the wheel
equivalent console
Momentum in the nip of equivalent console (cross- bs 3 1
c z1  3  .
section 0), the moment of inertia of its cross section, as 2i  (15)
well as the value of the local transversal stress, are
determined in the same way as in Sahmel’s procedure, Based on the expression (15) we may conclud that
analog to the expressions (4), (5) and (6), it provides an extremely high value when the wheel is
very close to the free edge of the flange, figure 8, that
M 0  Fc, (11) is,
lt 2f 2,2ct 2f lim c z1  ,
W0   , (12)  0 (16)
6 6
which is, in a physical sense, impossible.
M Fc F Becker thought that the longitudinal stress of the
 y0  0  2
 2,73 2 . (13)
W0 2,2ct f tf local bending stress, calculated by using stress
coefficient in the defined term (15), corresponds to the
6
cross section of the flange away for b / 4 from its free
According to the cited recommendations, it is edge. According to Becker, superimposing the stress
adopted that the value of the longitudinal normal from the general folding carrier and the local

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G. CVIJOVIĆ at al. CALCULATION METHODS’ COMPARATIVE ANALYSIS...

longitudinal stress in the mentioned section, the value mutual validation of the results obtained by the cla-
of the stress is gained as the reliable proof of strength. ssical theory of plates and the results obtained expe-
11
rimentally.
10
X: 0.001
9 Y: 10

6
cz1

2 X: 0.796
Y: 1.079
1

0
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8


Figure 8 – The curve of stress coefficient cz1 according

toBecker
2.6 Mendel
As a part of the doctoral thesis, Mendel [7,8] has
published significant research results, which are, in
some parts, in accordance with the results of Becker
research. The dominant contribution of Mendel's rese- Figure 9 – Mendel’s curve of stress coefficient for I
arch was related to the calculation of the local stress profile with parallel flange contour [8]
state of the classic profile with inclined flange. He 2.7 Hannover and Reichwald – standard EN 15011
solved the problem using the classical theory of plates, Based on a critical analysis of the research results
and the impact of changes in the thickness of the flange of Becker [6] and Mandela [7.8], and based on the
(plate) was introduced by the variable stiffness plate. results of their own research, Hannover and Reichwald
He solved the partial differential equation of the [4, 5]:
second order using the finite difference method. He  Adopted points 0, 1 and 2, figure 10, as reliable for
adopted a cross-section of the transition zone low fla- identifying the local stress and as a strength proof
nge / rib (cross section 0) and a cross section corre- of the carrier exposed to loads caused by wheels’
sponding to the line of loads impact (cross section 1) pressure moving on the lower flange of the carrier;
as reliable cross section for identification of local im-
 suggested the following expressions for
pact flange loads. It is important to note that Mendel
calculating the value of stress coefficients in the
did not consider the state of stress at the free end of the
longitudinal (x) and transversal (y) direction for
flange (2-section). Besides classic I profile, Mendel
profiles with parallel flange contours,
gave expressions for identifying local stress at medium
wide IPE profile with parallel flange contour. Appli- cx 0  0,050  0,580  0,148e3,015 , (16)
cation of the classical theory of plate prevents the ana-
lysis to include the impact of the transition radius low cx1  2,230  1,490  1,390e 18,33 , (17)
flange / rib. In the depictions of cross-sectional profile
mentioned radius is plotted, but the point reliable for cx 2  0,730  1,580  2,910e 6,00 , (18)
stress analysis is located in a fictional point of inter-
section of the upper flange contour and the contours of c y 0  2,110  1,977  0,0076e 6,53 ,
the ribs. The values of stress coefficients in the longi-
tudinal (x) and transversal (y) direction is determined (19)
1.364 
depending on the value of the wheel position parameter c y1  10,108  7,408  10,108e ,
(c / a), based on the diagram shown in figure 9.
(20)
According to Mendel, the absolute values of local
stresses in the characteristic cross-sectional profile c y 2  0, (21)
sections are the same at the top and bottom loaded
whereby the parameter value of wheel position is
flange contour. This indicates that Mendel did not take
determined by the expression
into account the contact stress, which is a serious flaw.
2i
The significance of Mendel's research stems from  .
the fact that he has performed the first successful bs (22)

TECHNICS – MECHANICAL ENGINEERING (2016) 55

G. CVIJOVIĆ at al. CALCULATION METHODS’ COMPARATIVE ANALYSIS

Table 1. Values necessary to identify local stress

Name Sign Value
Height of profile H 350 mm
Width of profile b 300 mm
Thickness of profile tf 17,5 mm
Thickness of rib s 10 mm
The radius of the transition rib / r 27 mm
belt
Distance from wheel to the free i 20 mm
edge of the flange
Modulus of elasticity E 21000 kN/cm2
Poisson's ratio ν 0,3
Wheel load F 10 kN

Figure 10 [4] - Cross-section, load and position of

reliable points of I profiles with parallel flange
contour
Stress coefficients in the correspondent points of
the upper flange contour have opposite sign [4], which
means that the absolute value of the stresses at the top
and bottom contour are equal.
In addition to experimental research, in the frame-
work of a working group formed by the CETIM FEM
(section IX, No. 9341, 1978) Finite element research
of local stress state was also carried out. Hannover and
Reichwald used software SAP IV-B, determining the
calculation domain by finite element plate type. In this
way it was impossible to model the transition zone
with the corresponding radius, which presents a serious (a)
problem when it comes to the mid-wide profiles (IPE).
Therefore, Hannover and Reichwald state that
there is a significant deviation in the point 0 in Finite
element analysis of results compared to the results
obtained from the experiment.

3. NUMERICAL EXAMPLE AND DISCUSSION

In order to carry out a comparative analysis of
results obtained by applying the methods and expre-
ssions given by reference authors and reference sta-
ndards / norms, calculation of carrier local stress was
made which was derived from the profile HE-360 A,
figure 2, whose geometrical characteristics, material
properties and loads are given in table 1. In addition to
the procedures presented in Section 2, the local stress
state analysis was performed by using the finite
element method (FEM), figure 11. (b)
Stress elimination, caused by global bending in
reference points of lower flange (0,1,2), was made by Figure 11 - Finite element identification of stress states
subtracting the value of the corresponding stress in the due to the effects of cart wheels: (a) the total
correspondent points of the upper flange (0 ', 1', 2 '), normal stresses in the x axis direction; (B) the
with the changed sign. The calculation results are total normal stresses in the direction of the
presented in Table 2. axis y

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G. CVIJOVIĆ at al. CALCULATION METHODS’ COMPARATIVE ANALYSIS...

Table 2. Stresses caused by local bending 4. CONCLUSION

Author Local stresses (kN/cm2) In the transition zone low flange / rib, the nature of
σx σy longitudinal stress, induced by the local imapact of
cross section wheel on the wide flange HE-A profile, and deter-
0 1 2 0 1
mined by the application of specific standard EN
15011 differs from the character of the considered stre-
Gokhberg  –   –
sses, specified by FEM and by procedures of reco-
1,96 7,51 7,35
gnized researchers, with the exception of Hannover
Klöppel and  –   – and Reichwald, on the basis of their research the afo-
Lie 0,84 5,55 9,14 rementioned standard is brought.
Sahmel  – –  – In addition, the absolute values of the local stress
2,48 8,28 in the observed zone (both longitudinal and tran-
Swiss rec.  – –  – sversal), determined by the application of standard EN
B1 8,91 8,91 15011, have the lowest values, excluding the value of
Becker – +4,56 – – longitudinal stress directly below the wheel, deter-
mined by the application of Becker form.
Mendel   –  
2,61 8,16 8,82 3,92 Above facts point to the conclusion that the appli-
cation of the above standards does not give reliable
Hannover      results when it comes to wide flange profiles and in-
and 0,63 6,61 5,82 5,94 2,32
Reichwald, dicates the need for further research into the problems
EN 15011 of identifying local stress conditions caused by wheel
FEM +1,80 *  +7,13 * carts while moving along the flange of the main girder
–1,41 +8,32 7,12 –6,35 +3,63 monorail transport system.
*contact stress 5. ACKNOWLEDGMENT
Based on comparative analysis of the results
presented in Table 2 we may conclude the following: A part of the research results, conducted during the
 there is a significant deviation in calculation of project TR 35006, financed by Ministry of Education,
local stresses values; Science and Technological Development of Republic
of Serbia has been published in this paper.
 with reference to all authors and sources, local
longitudinal stresses on the bottom contour, in the REMARK
cross-section 0, are of pressing character, except
for Hannover and Reichwald, i.e., standard EN This paper is translation in English on the paper
15011; published in the Magazine “Tehnika”, year LXXI,
 all the authors, sources and standard EN 15011 2016, No 4.
state that the absolute values of the stress in the REFERENCES
correspondent points are equal.
[1] Petković Z, Gašić V, Bošnjak S, Zrnić N. Loading
The statement that the absolute values of stress in capacities curves for HE-A/B section runway beams
the correspondent points of the upper and lower co- according to bottom flange bending, in Proc. 6th Tri-
ntours are equal, is completely unfounded. At the cro- ennial International Conference Heavy Machinery
ss-section 0, due to the radius impact, or local rigidity HM 2008, Kraljevo, Serbia, pp. B.51-B.56, 24-29
change, stresses on the upper and lower contours are June 2008.
not equal, which is convincingly proved by Mendel’s
[2] Seebelberg C, Kranbahnen, Bemessung und Konstru-
experimental results. ktive Gestaltung, Bauwerk Verlag Gmbh, Berlin,
Very high Hertzian stresses appear at the contact 2005.
surface of wheel and the upper surface of the lower [3] Papkovich P. F, Stroitelynaya mekhanika korablya,
flange (cross section 1), which, due to the limitations Sudpromgiz, Moscow, 1941.
of the theory of thin plates, could not be included in the
stress analysis presented in sections 2.1 ÷ 2.7. If it is [4] Hannover H, Reichwald R. Lokale Biegebeanspru-
assumed that the load of carrier is inserted by spherical chung von Träger-Unterflanschen, Teil I, Fördern
wheel, 125 mm diameter, then the application of Hertz und heben, Vol. 32, No. 6, pp. 455-460, 1982.
forms provides a surface pressure of -186.7 kN / cm2, [5] Hannover H, Reichwald R, Lokale Biegebeanspru-
which is almost two magnitude levels higher of chung von Träger-Unterflanschen, Teil II, Fördern
absolute value than the values given in Table 2. und heben, Vol. 32, No. 8, pp. 655-660, 1982.

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[6] Becker K, Trägerflanschbiegung durch Laufkatzen, [10]EN 15011:2011+A1:2014 - Cranes. Bridge and ga-
Fördern und heben, Vol. 18, No. 4, pp. 231-234, ntry cranes, European Committee for Standardiza-
1968. tion, 2014.
[7] Mendel G, Berechnung der Trägerflanschbeanspru- [11]Rozenshteyn B. M, Issledovanie mestnykh naprya-
chung mit Hilfe der Plattentheorie, Teil I: Die Kra- zheniy v ezdovykh polkakh monorelysovykh putey,
gplatte veränderlicher Dicke, Fördern und heben, Trudi VNIIPT, No.3. pp. 44-80, Moscow, 1961.
Vol. 22, No. 14, pp. 805-814, 1972. [12]Gokhberg M. M, Metallicheskie konstrukcii pody-
[8] Mendel G, Berechnung der Träger-flanschbeanspru- emno-transportnyh mashin, Mashino-stroenie, Mos-
chung mit Hilfe der Plattentheorie, Teil II: Vergleich cow, 1964.
zwischen IPE und I Profil, Fördern und heben, Vol. [13]Petersen C, Stahlbau: Grundlagen der Berechnung
22, No. 15, pp. 835-842, 1972. und baulichen Ausbildung von Stahlbauten, second
[9] Sahmel P, Zur Berechnung der durch Laufkatzen ed., Vieweg, Braunschweig, 1990.
hervorgereufenen Biegebe-anspruchungen in Träge- [14]Walter H. D, Nachtigal P. Bemessungstafeln für Kra-
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866-868, 1969. und Fördermittel, Vol. 3, No. 1, pp. 15-19, 1963.

REZIME
UPOREDNA ANALIZA METODA PRORAČUNA UTICAJA LOKALNOG SAVIJANJA
POJASA JEDNOŠINSKIH NOSAČA DIZALICA

Rezultati numeričko-eksperimentalnih istraživanja problema lokalnog savijanja, obavljenih na

klasičnim i srednje širokim I profilima, predstavljali su osnovu za donošenje aktuelnog standarda (EN
15011:2014) koji propisuje postupak proračuna lokalnih napona izazvanih dejstvom točkova kolica. S
obzirom na činjenicu da se za izradu glavnih nosača jednošinskih transportnih sistema danas
dominantno koriste širokopojasni IPB (HE-A, HE-B) profili, u radu su prezentirani rezultati proračuna
lokalnih napona izazvanih dejstvom točkova kolica na pojas profila HE-A, primenom metoda i
postupaka relevantnih istraživača, postupka koji propisuje standard EN 15011, kao i rezultati proračuna
primenom metode konačnih elemenata. Na osnovu uporedne analize rezultata uočeno je da u zoni
tranzicije donji pojas/rebro podužni lokalni naponi na donjoj konturi pojasa, određeni primenom
navedenog standarda imaju zatežući karakter, dok sve ostale metode, uključujući i metodu konačnih
elemenata, daju pritiskujući karakter razmatranih napona. Osim toga, svi navedeni postupci, izuzev
metode konačnih elemenata, usvajaju pretpostavku da su na gornjoj i donjoj konturi opterećenog pojasa
apsolutne vrednosti napona izazvanih lokalnim savijanjem jednake, što nema fizičkog opravdanja.
Imajući u vidu činjenicu da identifikacija napona izazvanih lokalnim savijanjem pojasa predstavlja
izuzetno važnu etapu dokazivanja čvrstoće jednošinskih nosača, zaključuje se da primena standarda EN
15011 ne daje pouzdane rezultate kada je reč o širokopojasnim profilima.
Ključne reči: jednošinski nosači dizalica, lokalno savijanje, EN 15011, metoda konačnih elemenata

58 TECHNICS – MECHANICAL ENGINEERING (2016)