This paper studies a novel autonomous vehicle-based storage and retrieval system (AVS/RS) design with movable lifts (AVS/RS/ML). In the proposed system, there are aisle-captive lifts that are able to travel along the warehouse aisle to position themselves at the target column location. Those lifts can lift up/down the autonomous vehicles to/from the target storage compartment when they are in standstill. This novel design is proposed as an alternative to existing AVS/RSs to balance the resource utilizations as well as to provide an inexpensive solution with highly utilized autonomous vehicles (i.e., AGVs). As an initial work, for this novel system, two alternative operating designs under different racking configurations are experimented. We compare those two designs by their throughput rate performance metrics under the arrival rate scenarios with highly utilized AGVs (i.e., 95%). Besides, we experiment with two warehouse capacity scenarios: 900 and 1800 storage compartments. The results show that designs with two separate I/O point locations provide a better throughput rate than designs with single I/O point location. Besides, a decreased number of columns in the system improves the system’s performance.

This paper introduces a novel autonomous vehicle-based storage and retrieval system that utilizes movable lifts (AVS/RS/ML), proposed as an alternative to the tier-captive shuttle-based storage and retrieval system (SBS/RS). The newly proposed system aims to provide an affordable solution with highly utilised AGVs, that can also perform operations out of warehouse. The performance of this novel system is compared with the equivalent tier-captive SBS/RS warehouse design, where each shuttle is dedicated in a specific tier in that design. The comparison is based on the initial system investments costs, throughput rates, and average utilisation of lifts/MLs in the system. Collision prevention rules are also applied to AVS/RS/ML, and its performance is tested through simulation. The results show that the tier-captive SBS/SR system becomes cost-efficient under high throughput rate requirements, while the AVS/RS/ML technology is preferred for relatively moderate and low process rate requirements. The unit-cost per month performance metric of AVS/RS/ML is less sensitive to an increase in number of tiers in the system, compared to the tier-captive SBS/RS case, indicating that AVS/RS/ML may be promising for high-tier warehouse system designs.

A fatigue analysis of a structure is nowadays a common part of the design process. One of the fundamental pieces of information for ensuring the high quality of the analysis is details of the dynamic loading of the structure. This information can be provided by means of a simulation using an appropriate mathematical model. In this article, a new mathematical model of a slewing crane is presented on the basis of the experiences gained with a previously developed model. Only the slewing motion that produces the spatial oscillation of the payload is considered, as this motion has received less attention than the translation of the suspension point. The mathematical model takes into account the non-linear nature of the swinging motion for large angles and the non-linearity of the power transmission to ensure sufficient accuracy. The structure's elasticity and damping, the friction in the main bearing, and the air resistance were also taken into account. The angles of swinging of the payload and the dynamic forces acting on the steel structure of the crane during payload transport were obtained. Measurements on an actual model of a crane were carried out for the purpose of confirmation of the mathematical model. The comparison of the results was executed and a good greement between the predicted and the measured values was observed.

The altitude differential of the specific mechanical energy, diff (e(mech)), is used to evaluate skiing performance. It is defined as the negative differential between the skier's total specific mechanical energy (e(mech)) and the altitude of the skier's center of mass (COM). Till now, emech was obtained upon a mass--point (MP) model of the skier's COM, which neither considered the segmental energies of their relative movements to the COM, nor their rotational kinetic energies. The aims of the study were therefore: (a) to examine the deviations in diff(e(mech)) between the MP and a more complex linked segment (LS) skier model consisting of 15 rigid bodies, which encountered the aforementioned defectiveness, (b) to compare the energy fluctuations of the two skier models, and (c) to investigate the influence of the gate setup on (a) and (b) in giant slalom. Three--dimensional whole--body kinematics of nine skiers was measured using a global navigation satellite system and an inertial motion capture system while skiing on a predefined course divided into a turny and open gate setup. Mechanical energies including their altitude differentials were calculated for the LS and MP models. There were no significant differences in emech and diffemech ski turn averages, as in individual data points, between both skier models for both analyzed gate setups. The energies additionally considered by the LS model presented a negligible part regardless of the gate setup. In conclusion, the MP skier model is sufficiently accurate for the evaluation of the skiing performance with diff(e(mech))

In hydraulics, threaded plugs are used to close various manufacturing holes and other fluid channels. They are preloaded to ensure sufficient sealing force. Since the range of recommended thread and underhead friction coefficients for preloaded threaded connections in the literature is very wide, they are not suitable for accurate determination of the preload–torque relationships of plug–valve connections. In the study, two non-standard plugs with metric threads were equipped with strain gauges and repeatedly tightened three times in valve housings under lubricated and unlubricated conditions. The preload and tightening torque were measured. (1) Although the plug–valve connections had a similar geometry with the same surface roughness of the contacting surfaces, the average overall friction coefficient (uniform thread and underhead friction coefficient) and torque coefficient differed between the two connections in the unlubricated and lubricated conditions by 16% and 18%, respectively. This indicates that even small geometrical differences can have a considerable influence on these coefficients. The overall friction and torque coefficients were between 8% and 17% higher in the unlubricated condition than in the lubricated condition (not statistically proven). (2) The overall friction and torque coefficients decreased with repeated tightening under lubricated conditions. This influence decreased with the number of tightening repetitions. (3) Consideration of the minimum and maximum thread and underhead friction coefficients given in VDI 2230 would lead to an error in the estimated preload of −15% to +86%. In conclusion, for accurate determination of the preload–torque relationship of the plug–valve connections, measurements considering repeated tightening are crucial. These should be performed for each type and size of plug–valve connection separately. To minimize the repeated tightening influence, it is recommended to re-tighten the connections several times before leaving production.