Mobile boom cranes are used throughout the world to perform important and dangerous manipulation tasks. Given their mobility, these types of cranes can quickly be moved into position. Generally, their base is then fixed and stabilized before they start lifting heavy materials. The usefulness of these cranes can be greatly improved if they can utilize their mobile base during the lifting and transferring phases of operation. This ability greatly expands the workspace by combining base motion with the rotation, lifting, and luffing motions. Of course, the cranes lose some stability margin when a payload is attached. The stability is further degraded when the payload swings. This Master's Thesis presents a stability study of such cranes. As a first step, a static stability analysis of a boom crane is conducted in order to provide basic insights into the effects of the payload weight and crane configuration. Then, a semi-dynamic method is used to take the payload swing into account. As a final step, the results of a dynamic stability analysis obtained by using a multi-body simulation of the boom crane are compared to the outcomes of the previous approaches. This provides conclusions for the practical application of stability analysis. A control method that limits payload swing, and thereby improves stability, is also presented.

Thesis (MScEng (Civil Engineering))--University of Stellenbosch, 2010. / ENGLISH ABSTRACT: End stop impact forces are horizontal longitudinal forces imposed by the crane on the end stops. Both the previous South African loading code SABS 0160:1989 and the current South African loading code SANS 10160 , classify end stop impact force as an accidental load case , hence they are not expected to occur within the expected lifetime when the guide lines for crane operation are strictly adhered to. In the estimation of end stop impact force, the previous South African loading code SABS 0160:1989 gives two guidelines for estimating the end stop impact force. The first guideline is simplistic in its approach and it’s based on the assumption that the crane and its supporting structure act as rigid bodies; hence calculation is based on rigid body mechanics. Literature reviewed reveals that this is not correct. The second guideline is more explicit in its approach as it takes into account the crane speed, resilience of the buffers and resilience of the end stops. The current South African loading code, SANS 10160 gives a better representation of the dynamics of the crane movement. However, the dynamic factor recommended for the estimation of end stop impact force is empirical in nature and thus lacks adequate scientific backing. One of the purposes of this research was to investigate the influence of the stiffness of the crane bridge on the end stop impact force. This was achieved by conducting a series of FEA simulations on the double bridge EOHTC fitted with elastomeric buffers. For this set of simulations, the effect of each influencing parameter on the end stop impact force was investigated, and the maximum end stop impact force was obtained using a constraint optimization technique. From the results obtained, comparison was then made with the existing maximum end stop impact force for a single bridge EOHTC fitted with elastomeric buffers. Another purpose of this research was to investigate the end stop impact force for an electric overhead travelling cranes (EOHTC) fitted with hydraulic buffers taking into account the dynamics involved in the movement of the EOHTC. This was achieved by a series of experimental and numerical investigation. The numerical investigation was conducted using an existing numerical model of an EOHTC which captures the crane and its supporting structure as a coupled system. Finite element analysis (FEA) impact force histories obtained were calibrated to the base experimental impact force histories. Thereafter, a series of FEA simulations were conducted by changing the parameters which have a substantial effect on the end stop impact forces. This yielded various maximum impact peaks for various parameters. The maximum impact force was then mathematical obtained from the FEA impact force histories for a given level of reliability using a constraint optimization technique. Also, codified end stop impact forces were calculated for the SABS 0160:1989 and SANS 10160-6:2010. From the results obtained, comparison was made between the codified end stop impact force and the maximum impact force obtained from the constraint optimization technique. / AFRIKAANSE OPSOMMING: Ent buffer impak kragte is horisontale kragte wat deur die kraan op die entbuffers aangewend word. Beide die Suid Afrikaanse las kode SABS 0160:1989 en die voorgestelde Suid Afrikaanse las kode SANS 10160, klasifisseer die entbuffer impak kragte as ‘n ongeluks las geval, dus word die kragte nie verwag tydens die verwagte leeftyd van die kraan wanneer die riglyne van die kraan prosedures streng gevolg word nie. Volgens die Suid-Afrikaanse las kode SABS 0160:1989 word daar twee riglyne voorgestel om die entbuffer kragte te bepaal. Die eerste riglyn is ‘n eenvoudige riglyn en word gebaseer op die aaname dat die kraan en die ondersteunende struktuur as ‘n starre ligame reageer en dus word die kragte bereken deur star ligaam meganika, alhoewel, uit die literatuur word dit bewys as inkorrek. Die tweede riglyn is ‘n meer implisiete benadering aangesien dit die kraan snelheid, elastisiteit van die buffers sowel as die elastisiteit van die end stoppe in ag neem. SANS 10160-6:2019 gee ‘n beter benadering van die dinamiese beweging van die kraan. Die voorgestelde dinamiese faktor waarmee die ent_buffer_kragte bereken word, is empiries van natuur . Een van die doelstellings vir die navorsings projek was om te bepaal wat die invloed van die kraan brug se styfheid op die entbuffer kragte is. ‘n Aantal Eindige Element Analise (FEA) simulasies is uitgevoer op ‘n dubbel brug elektriese aangedrewe oorhoofse kraan met elastomeriese buffers. Van die stel FEA simulasies kan die invloed van elke parameter op die entbuffer impak_kragte bepaal word. Die maksimum entbuffer impak_kragte is bepaal met behulp van ‘n beperking optimiserings tegniek. Vanaf hierdie resultate is ‘n vergelyking gemaak met die bestaande maksimum ent_buffer impak_kragte vir ‘n enkel brug elektriese oorhoofse aangdrewe kraan met elastomeriese buffers. ‘n Tweede doel rede vir die navorsing was om te bepaal wat die ent buffer impak_kragte op ‘n elektriese aangedrewe oorhoofse kraan met hidrouliese buffers is. Dit is bepaal deur ‘n aantal eksperimentele en numeriese toetse uit te voer. Die numeriese toetse is uitgevoer deur gebruik te maak van ‘n huidige numeriese model van ‘n elektriese aangedrewe oorhoofse kraan wat die kraan en die ondersteunende struktuur as ‘n. Die Eindige Element Analise impak_kragte is gekalibreer teen die eksperimenteel bepaalde impak- kragte. Daarna is ‘n reeks Eindige Element Analise simulasies uitgevoer en sodoende die parameters te verander wat die mees beduidende invloed op die end stop impak_kragte het. Dit het verskeie impak_krag pieke vir verskillende parameters meegebring. Die maksimum impak kragte is bepaal van die impak kragte van die Eindige Element Analise vir ‘n gegewe vlak van betroubaarheid deur gebruik te maak van die beperking optimiserings tegniek. Daarmee saam is die gekodifiseerde ent buffer impak kragte bereken volgen SABS 0160:1989 en die SANS 10160- 6:2010. Vanaf hierdie resultate is ‘n vergelyking gemaak tussen die gekodifiseerde entbuffer impak_kragte en die maksimum impak_kragte wat bepaal is deur die (beperking optimiserings tegniek).

Aerial lifts are used to elevate people and material to high heights. There are many different types of aerial lifts which have vastly different dynamics characteristics. Thus, a new categorization for aerial lifts was created and organizes them by their kinematics. Many accidents occur while using aerial lifts. Hazards of aerial lifts and current solutions to those hazards were reviewed to understand the causes of the accidents. Some major accidents are due to the complex dynamics and flexibility of aerial lifts, such as oscillations and tip-overs. Oscillations of full-size aerial lifts were experimentally tested to determine frequencies in different configurations. Machine-motion induced oscillations of an articulating aerial lift were simulated and analyzed for both non-overcenter and overcenter configurations. Input shaping was used to achieve reduction in machine-motion induced oscillations. Tip-over stability margin was used to simulate and analyze the stability of both non-overcenter and overcenter configurations. The effect of increased platform mass on tip-over stability margin was also analyzed. The results in this thesis are a categorization of aerial lifts including their hazards and methods of reducing those hazards, an experimental verification of the dynamic response of full-size aerial lifts, a fully dynamic tip-over prediction model of double-boom articulating aerial lift by applying flexibility in the joints and realistic velocity profiles, and a detailed study of the dynamics of a double-boom articulating aerial lift.

[pt] Tradicionalmente, os equipamentos de elevação e transporte assumem uma posição de destaque na indústria, sendo as pontes rolantes os equipamentos mais utilizados. No caso da ThyssenKrupp Fundições Ltda., as pontes rolantes são responsáveis pelas principais paralisações dos negócios, trazendo prejuízos financeiros e operacionais. O emprego da IBR - Inspeção Baseada em Risco é bastante indicado para este tipo de equipamento, pois permite identificar as pontes rolantes que são críticas e deste modo estabelecer uma metodologia de inspeção eficiente, visando concentrar esforços nestes equipamentos de modo a reduzir seu risco de falha e garantir a manutenção dos negócios. Neste trabalho analisou-se um conjunto de pontes rolantes e componentes críticos da empresa ThyssenKrupp Fundições Ltda.. Para se cumprir este objetivo, foi aplicada a metodologia de IBR qualitativa para a análise do banco de dados de manutenção e inspeção. A teoria de IBR qualitativa usou uma matriz de risco COF x FOF (Conseqüência de Ocorrência de Falhas X Freqüência de Ocorrência de Falhas) onde cada uma das 20 pontes teve sua classe de risco estabelecida. Também foi feita a análise da freqüência de falhas dos componentes de todas as 20 pontes através dos registros de inspeção e manutenção localizados dentro do período de janeiro de 1995 a junho de 2002. Após a determinação das pontes rolantes críticas (risco alto e muito alto) e componentes críticos, foi elaborado um programa de inspeção para o gerenciamento dos mesmos, através de tabelas e fichas de inspeção onde a nova freqüência de inspeção foi calculada através da distribuição de probabilidade semi-empírica de Weibull. Além do programa de inspeção, foi proposta uma metodologia para análise dos resultados futuros obtidos com a aplicação do programa de inspeção e para proporcionar, através da realimentação do banco de dados, o contínuo aumento de sua eficiência. / [en] Traditionally, the transportation and elevation equipments assume a highlight position in the industry, being the overhead crane one of the mostly used equipments. As to the ThyssenKrupp Fundições Ltda, the overhead cranes are responsible for main causes for stopping of business, leading financial and operational lost. The use of RBI - Risk Based Inspection is very well indicated for this type of equipment since it allows the identification of which overhead cranes are critical and in this way the establish a mean of efficient inspection methodology, aiming to concentrate efforts on these equipments so as to reduce their failure risk and to guarantee the maintenance of the business. In this dissertation, a sub-set of overhead cranes and critical components of ThyssenKrupp Fundições Ltda was analyzed. In order to reach this objective, the RBI qualitative methodology was applied to the analysis of the maintenance and inspection database. The theory of the qualitative RBI used a risk matrix FOF x COF (Probability of Failure X Consequence of Failure) where each one of the 20 overhead crane had its class of risk established. Also, the components failure analysis frequency of all the 20 overhead cranes was made through the inspection registries situated in the period between January 1995 and June 2002. After determining the critical overhead crane (high and very high risk) and the critical components, an inspection program for their management was elaborated through means of table and inspection cards where the new inspection frequencies were determined through the Weibull distribution semi-empiric probability. Besides the inspection program, a methodology to analyze the future results obtained by the application of the inspection program was propose to offer suggestions for this continuous efficience raise.

Thesis (M.Sc. (Zoology)) --University of Limpopo, 2009 / The aim of this study was to determine the breeding habitat of Blue Crane (Anthropoides paradiseus) by investigating the home range, habitat selection and habitat suitability. Geographic Information System (GIS) was used as the main tool for analysis. Home range sizes of Blue Cranes were studied during the breeding season using direct observation method. A 50% and 95% Adaptive Kernel was used to estimate home range sizes. The home range sizes were 9.0 ha and 43.5 ha for 50% and 95% Adaptive Kernel, respectively. All the nests were located within 50% Adaptive Kernel, often referred to as core area. The nests were located in agricultural land (mainly pasture) and close to water sources. Habitat selection was studied at nest sites (n = 74) and random sites (n = 200) following site attribute design. The Blue Crane showed a preference to breed in agricultural lands, close proximity to water sources, higher elevation areas, within north eastern sandy highveld vegetation, and north facing slope. The Blue Crane also avoided anthropogenic factors such as built-up land, roads and railway line. ModelBuilder extension of ArcGIS software was used to construct a breeding habitat suitability model for Blue Cranes. Nine habitat variables (water source, slope, aspect, elevation, land use, vegetation, built-up land, roads and railway line) were used in the model. The model was constructed using reclassify and weighted overlay command. Highly suitable sites accounted for 601, 448 ha, while moderately suitable sites accounted for 823, 593 ha, and least suitable sites accounted for 3, 000, 153 ha. This study demonstrated the effective use of GIS technology in analysing the breeding ecology of Blue Crane. The GIS technology provided capabilities for capturing and analysing varied and large data. It was also evident that availability of accurate and complete species data remains vital to enable the full utilization of the GIS technology.

Cranes occupy a crucial role within the industry. They are used throughout the world in thousands of shipping yards, construction sites, and warehouses. However, payload oscillation inherent to all cranes makes it challenging for human operators to manipulate payloads quickly, accurately, and safely. Manipulation difficulty is also increased by non-intuitive crane control interfaces. Intuitiveness is characterized by ease of learning, simplicity, and predictability. This thesis addresses the issue of intuitive crane control in two parts: the design of the interface, and the design of the controller. Three novel types of crane control interface are presented. These interfaces allow an operator to drive a crane by moving his or her hand freely in space. These control interfaces are dependent on machine vision and radio-frequency-based technology. The design of the controller based on empirical means is also discussed. Various control architectures were explored. It was concluded that a controller with an input shaper within a Proportional Derivative feedback loop produced the desirable crane response. The design of this controller is complemented with a structured design methodology based on root locus analysis and computer numerical methods. The intuitive crane control systems were implemented on a 10-ton industrial bridge crane; simulation and experimental results are presented for validation purposes.

Thesis--Universität Ulm, 2006. / Includes bibliographical references.

Thesis (M. Phil.)--Hong Kong University of Science and Technology, 2003. / Includes bibliographical references (leaves 40-42). Also available in electronic version. Access restricted to campus users.

published_or_final_version / abstract / toc / Industrial and Manufacturing Systems Engineering / Master / Master of Philosophy

The LaSalle Coke Tower is an existing structure located on a fifty-five foot strip of land bordering the south edge of the Lachine Canal and the north side of St. Patrick's St. (Montreal, Quebec). The railway passes through the structure at its base. Built at the turn of the century, the crane was used to hoist coal from barges to an elevated conveyor that carried it across the street to Cote-St.-Paul Gas Works. It is approximately 15 storeys high (167'). The Lachine Canal serviced the cause of industry from its completion in 1824 to the opening of the St. Lawrence Seaway in 1959 at which time industry slowly began to abandon the Lachine Canal area. The basic premise of the design project revolved around both preservation and development of Tour LaSalle Coke (LaSalle Coke Tower). Regarding preservation, it was the state of abandonment that was to be preserved, allowing for a sense of mobility, vagrant roving, free time, and liberty. Architectural production within the abandoned site must respond to the rhythms and flows of the passing of time and the loss of limits. The two principal components include a provision for discovery (architecture as a heuristic device) and an archive component housing historical documents relevant to the tower and it's surrounding context (the Lachine Canal). The essence of the project was to develop this type of site without destroying its character and without detracting from its historical significance. Careful consideration was essential to negotiate between development and preservation. A broader interpretation of heritage preservation was necessary: moving beyond the isolated monument to include territory which characterizes a particular place. In this instance tire place consisted of the extreme linear space of the canal and its adjacent properties in addition to the remnant architectural artifact of the tower. The state of abandonment is a part of the history of the site. The provision for discovery is made through the use of stairs and an elevator, allowing visitors uninhibited access to the tower. This provision allows for multiple levels of interaction with the artifact, from the short visit to a more comprehensive survey of the object. The archive component is a smallscale intervention thereby minimizing the impact of specialized components (or private spaces) which limit the sense of mobility, vagrant roving, free time and liberty. For the same reason, the food service and primary toilet facility is located 'off site' approximately 320 feet to the east. The goal was to retain the basic features of the artifact while providing for a means of discovery and documentation of a National Historic Landmark.