Dynamic

Analysis

of Cranes

M. A. NASSER
Associate Prof
(Visiting Researcher, Mechanical Engineering Department, The University of Dundee, Dundee, DDl 4HN, Scotland, UK.)
Production Engineering & Mechanical Design Dept., Faculty of Engineering, Menoutia University, Shebin El Kom, Egypt
ABSTRACT:
The objective of this paper is to analyze the crane
structures as a step to study their effects on the
structures working integrally with them. The interaction
between cranes and those structures has dominant
effects on the global system behavior. Crane structures
may have many forms of space structures. It is not
logical or economical to perform experimental modal
analysis to all of them to investigate the structural
behavior of such structures and carry out the in-site tests
of measuring their effects on the structures integral with
them. In this paper a trial is made to estimate the crane
structures eigenpairs numerically on the basis of finite
element methods, The finite element method was
applied firstly on a small space structure. Small space
slightly complicated structure is designed, manufactured
and
and dynamically
analyzed
experimentally
analytically to validate the model. The results indicate
good agreement between theoretical and experimental
eigepairs. An in-site crane is analyzed on the basis of
the refmed model. The results of the analytical study
and measured frequencies indicated that there is some
coincidence between exciting frequencies and system
natural frequencies. Crane/barrage
interaction was
analyzed and the deflections in the barrage structure
were theoretically predicted by using the m-site crane
eigenpairs and reactions between the crane and the
barrage structure in a trial to reduce their hazards on the
masonry structures. The results indicated that high
inning
speeds cause less deflection but they still
serious because they cause dynamic fluctuation along
their track. Running speeds of cranes on such structores
are recommended.
NOMONCLATURE:
N
: number of modes.
damping, stiffness
[!a [cl w4~1modal
: mass,
shape matrices.

and

: force vector.
r;R
X,Y,Z
iLCXG]

ww>
Q>
$1

>

: reaction forces.
: coordinates.
:?

vertical acceleration, velocity

displacement vectors

and

: vectors of acceleration, velocity and

displacement.
: resulting wheel loads applied to the
barrage.
: modal shape vector.

1
0
sub-script:

: modal participation factor.

: natural frequency

: mode number.
B : part of barrage and arch structure.
c :crane
w : wheel.
NW : wheel number.
INTRODUCTION:
Cranes as a mechanical system are the conventional
way to move the steel water gates, which control the
water flow according to irrigation and marine needs.
Some cranes have large steel structure and others
have small steel structures. Large and small cranes
running over railway fixed over the top of the steel
structure. The steel structure carrying the crane is
running along the barrage masonry structure on a
railway fixed at the top of the barrage. The railroad of
small size cranes is always in the upstream side, while
it is in the upstream and downstream edges of the
barrage in the case of large cranes. Large running
cranes use diesel engines, and some fured cranes use
motors.
The diesel
engine,
power
electric
transmission system and the running
of the crane over
the barrages generate serious vibrations, [l-Z]. Some
types of cranes are now out of service in some
important infrastructure places, representing a vital
problem despite their storage over the structure. The
traffic over the reservoir generates vibration, which
move the crane vertically to play as a vibrating
system, instigating regenerative vibrations on the
reservoir structure. It is recommended to keep this
crane away from the structure. Electromechanical
systems are now used to control steel water gates, [I].
Studying cranes dynamics can helps in their vibration
reduction 13-41. An experimental modal parameters
verification
of container
crane structure
was
numerically obtained using finite element method.
Forced vibration tests as well as ambient vibration
due to wind loading were performed. The validation
between numerical and experimental results was
obtained, [3]. An experimental and numerical
identification of a container crane (55OOkN) structure
natural frequencies,
mode shapes and modal
parameters are presented. A numerical dynamic
model using finite element methods was applied. The
beams are modelled as line-beam elements. Service
transient behaviour of the structure has been obtained
1592

and used for stress analysis and structural parameters

identifications. Wind and crane motion forces are used
for ambient vibration testing and their results are briefly
included, [4]. An application of modal analysis as a
basis for remodelling of Iarge structure crane was
performed. The results of the analytical study and
measured frequencies indicated that there are some
coincidence between exciting frequencies and system
natural frequencies, Careful investigation and diagnosis
of vibration problems should be firstly done and
followed by the structure remodelling using finite
element method to overcome some dynamic problems,
[5]. This study may be used as a cornerstone of the
dynamic analysis of large scale complicated structures.
Firstly, diagnosis process should be done to detect the
fault or faults that generate high levels of vibrations.
These faults must be corrected to reduce energetically
exciting force. Remodelling process can be done after
this to make structural modification options using
computers equipped with finite element structural
analysis software. Some other works, [6-S] have applied
the modal analysis technique to other types of cranes.
Modal analysis was used for the ultimate purpose of
crane safety by reducing the swinging. Swinging of the
payload during and after transit poses a major safety and
site efficiency problem. The objective of this research is
to design implementable stabilizing controllers for a
distributed model of the crane system. An exact modal
analysis of the closed loop system is performed
assuming constant tension and no damping. An
approach has been used to incorporate spatially varying
tension and damping. Design of the control gains is
demonstrated using a root locus approach. The theory is
successfully tested on a gantry crane system.
The
controller significantly reduces the time required for the
payload oscillations to damp out, [6]. Motion-induced
vibrations have been reduced in flexible systems in a
feed forward
way using a time-varying
impulse
sequence. The decoupled modal responses for a general
linear time-varying
system are firstly approximated.
Upon this approximation, the time-varying
impulse
sequences to suppress the vibrational modes are found.
The performance of this method was demonstrated with
two practical examples: a moving overhead crane and a
two-link
robot manipulator. Consequently, this study
has provided an input shaping technique applicable to
the vibration suppression of broader classes of flexible
systems, 171. The transient response of the truck crane
structure due to winch operation when the loading beam
is operated in the vertical direction from the crane frame
axis has been examined by modal analysis. The transient
vibration strains in the lower beam were observed in an
actual track crane and numerical simulations were
carried out. Then, relationships between the winch
operation and transient vibration strain levels were
presented for the various operation patterns of the
winch, [S]. Vibration and modal analysis of the moving
mechanical systems are very complicated processes.
The modelhng of different parts of such systems and the
interactions between these parts is difficult to be
obtained. The crane/barrage
is very similar to
1593

vehicle/bridge or train/rail 19-121 interaction, which

should be considered. Some models of assessing
vehicle/bridge interactions have been investigated and
some case studies are given [9]. The bridge-vehicle
interaction in curved box Girder Bridge was
investigated [lo]. Train-bridge, which is very similar
to crane&ructure under time-varying system mode
synthesis technique, has been investigated [ll].
Another analysis of coupled vibration between
railway vehicle wheels and rail for the case of an
infinite number of vehicles in vertical and horizontal
directions by using of an approximate model was
predicted 1121. In the case of cranes there is an
interaction between the crane structure and the
structure integral with them. Another wheel-rail
interface is due to the interaction between the steel
structure carrying the crane and the barrage. The
modelling of such large-scalecranesover the barrages
is a complicated process due to many complicated
crane/rail/steel structure/ rail/bridge interactions. In
this paper the top part of the crane will treated as a
perturbed massin order to reduce the complications
of interactions between the top part and the crane
structure. The available instrumentation will be used
for testing the small-scalemodel for the comparison
with the analytical findings from finite element
methods. The updated finite element method should
be usedfor the eigen analysis of an m-site crane. The
analytical should be compared with earlier
experimental results. The modal reactions as well as
the modal parametersof the crane and the integrated
structure should be used to determine the deflection
causedby crane running over the integrated structures
with the craneto define their saferunning velocities.
ANALYSIS:

The natural frequenciesand mode shapesof the crane

spacestructure were evaluated analytically by using
the finite elementanalysis. A lesscomplicated model
was designed,built, analysed and tested to update the
finite element model. The updated the finite element
model is then applied to the m-site crane. The
structure was modelled by beam elements.The model
shown in Fig. (2) is made up of 49 nodes and 129
elementswhile the in-site crane structure is divided
into 96 nodesand 188 elements.The top trolley of the
crane was treated as a perturbed mass.The Equation
of motion of the svstemcan be written as:
To estimatethe natural frequenciesand mode shapes,
the damping in the system assumedto be neglected
then the equation (1) takes the following:
l..ctic>+[~c&cl=~~c~
- (2)
The damping neglecting assumption makes the
system under analysis seems to be linear, so the
systemmotion can be consideredas harmonic motion
asfollowing:
(3)
6, >= bc bowt
From equation (3) substituting into equation (2)

Solving equation (4) considering

@]#

0 then:
(5)

The static analysis of the system is special case of the

dynamic analysis, so the equation (2) takes the
followinrr form:
(6)
(7)
For the integrating structure on which the crane is
running over, the equation of motion in the vertical
direction (z), is as the following:
The analysis is concentrated on the dynamics of only 6
spans of the integrated structure. The 6 spans are
divided into thee equal parts, two under the crane, two
frontal and two backward the crane. To determine the
crane/barrage response, the mathematical model of the
crane described is solved every time step and by using
the eigenpairs obtained from the modal analysis of the
bridge to solve the system modal. Modal forces
corresponding
to the different barrage modes are
computed using the cranes static wheel loads. The
crane wheels NW =8 wheels and the equation and
then;

.WW=I

Numerical integrations are used to solve the integrating

structures modal equations by estimating the modal
participation

factors h, ,...h,v and their time derivation

k,(t)
h,Jg. The Newmark-Beta
the numerical integration.

d%,(i)
dt2

+C

du?)
, T+w&@>=

fori=l+
N
The barrage displacements
computed from;

I=,

method is used for

F,,,@,i)
at wheels

positions

(10)

EXPERIMENTAL
WORK:
The instrumentation that has been used to collect and
process vibration data for the crane space structure
model described later in this section is shown in Fig.
(1). The principal components are a PCB model
J353B65 accelerometers and PCB 086CO2 impact
hammer their corresponding
line-drive
supply
amplifiers PCB 48OCO2, which allow low-level
vibration data to be transmitted to the dual dynamic
signal analyser HP 3567019 dual channel signal
analyser connected by a Pentium PC allows data to be
collected easily and transferred directly ME Scope
Modal analysis software. The model of 35x35~72 cm
is symmetric around two axis as shown in Figure (2)
is made of 18.35m steel bars of 5x5mm square cross
section. A total of 129 element and 49 nodal points
were
the
measurement
stations,
for
147
measurements. To excite all vibrational modes with a
specific frequency range, careful consideration must
be given to choice the common reference degree of
freedom. The driving point degree of freedom would
be a vibrational node number 20. The test model was
hanged up to a fixed structure by using soft rubber
strings and impacted by using the impact hammer.
The vibration
signals were measured by the
piezoelectric accelerometer. The signals from the
impact hammer and the accelerometer
were
conditioned through the two conditioning amplifiers.
The analogue signals of the exciting force and
resulting vibration are then passed onto the dual
channel signal analyser, which analyses and stores
those signals. The processed signals are then passed
onto computer equipped with the modal analysis
software package. ME Scope modal Plus, VT520
Vibrant Technology is used for experimental modal
analysis. The same procedure was repeated for the
model after perturbing by adding a mass of 24.525 N
onto the top surface mesh to simulate the top trolley
of the in-site crane.

are

Whd

The crane was considered as 2-dimensional by only

considering the vertical and traverse motions along the
barrage. The computed wheel displacements are used as
restraints. This process is repeated for each crane
moving on the barrage and the displacements were
estimated for one arch of the barrage. The first 5 modes
are sufficient to obtain accurate displacements at the
barrage arch, centres. The first longitudinal mode
combined with different transverse modes is sufficient
to obtain mid-span displacements at eccentric location.
The analysis time is increased by one time step and new
crane positions
are estimated by repeating this
procedure.

(a) Instrumentation.
(b) Photo.
1594

he Experimental

functions obtained during the modal test of the model.

The first eight modes are given in figure (6). Those
modes are thoroughly examined by animation and
reprints to know the nature or the type of each mode.
Figure 7 (a and b) shows some in-site gate cranes.
The crane under the study Fig. (7-a) is more or
completely different than cranes shown in tigure (7b). The integrating structures with them are also
different
in dimensions
and geometry.
The
dimensions of the crane structure (9416952N) under
the study are given in figure (7-c) and the top trolley
carrying the crane is 195219N in weight. The top
trolley is treated as a perturbed mass.
The specifications of the integrated structnre are
given in reference [2]. Table (2) and Fig. (8) present
the natural frequencies of the m-site crane in both
analytical and experimental conditions, The analytical
and experimental results matches very closely, less
than 4.2 %. Figure (9) and (10) illustrate the
deflection of the mid-span barrage and arch due to the
running of the crane for the crane running speeds of
10, 15 and 20 km/h. The analysed crane is integrated
with a barrage of 110 arches each arch span is 5.4 m.
Four wheels of the crane wheels are running over the
spandrel wall of the barrage in the downstream
direction and the other four wheels are running over a
wall of 110 arches of the same span. The deflection
values of the arch are generally less than those of the
barrage spandrel wall, this because of the larger width
of the arch. The width of the arch is 205 cm while the
width of the spandrel wall is 68 cm. The reaction
forces play with the mode shape the vital role in this
relationship. The fast mode was considered because
its dominant effect in this condition. The results
indicated that the lower velocities cause higher
deflections. Despite the higher speeds cause lower
deflections, they are not recommended because they
cause large fluctuations in the deflection with distance
for higher speeds. These fluctuations are severe
dynamic loading to the structures integral with those
cranes.
The work in this paper presents an analysis of the
dynamics of crane, as typically used for barrages
gates handling operations, for the ultimate purposes of
research into infrastructure safety. Dynamical models
are proposed for the crane based on a simplification
of the structure into a space structure frame of the
below trolley and the overhead trolley. Full threedimensional motion is encompassed in the dynamical
equations of motion, and various movement scenarios
are examined. The crane/barrage dynamics was
studied.
The phenomenon
is explained
and
investigated using pure geometry and a numerical
method to assess its effect in practise. This paper is
concerned with the investigation of non-destructive
methods of structural testing using finite element
models. Non-destructive methods of structural testing
have growing popularity in their application to the
quality control of our strategic infrastructure such as
barrages and reservoirs structures. In this research, the
finite element models are used as a tool to investigate

Set-Up.

(a) Outer Surface Meshing

(6) Configuration.
Fig. (2) The Model.
RESULTS&
DISCUSSION:
The natural frequencies obtained by finite element and
impulse excitation methods for the crane space structure
model and the model perturbed by adding mass are very
closely as shown in (Table-l) and figure (3). The natural
frequencies obtained from the modal test matches very
closely, less than 2.2 % with fmite element results for
the model and 2.7 % for the perturbed model. The
percentage-damping factors for different modes from
modal tests of the model and perturbed model clearly
show that the percentage damping factor values
decrease with higher modes as shown in figure (4). The
results indicated that the added mass to the system has
great effects on the frequency and damping of the
system. Figure (5) shows some frequency response
1595

theoretically the dynamic behaviour of large-scale

structures. Thus, test data Corn a site may be interpreted
in frequency domain to assess the integrity of a
structural dynamics. A real situation during crane
working, it is necessary, however, to keep a record of
the vibration responses of the barrage structure during
the crane motion to be able to make any
recommendation for the design and operation of a real

Made
#

Crane model Structure.

Frequency
(Hz)
Damping
7-h
w,

barrage structure regarding the crane dynamic load, it

is important to know which is the most critical natural
frequency of the structure The most critical natural
frequency is likely to be that which is closest to the
dominant excitation tiequency in the crane motion
input. This would be known by analysing vibration
spectra of a typical local in-site crane motions and the
modal analysis of the crane structure.

Perturbed Crane model.

Damping
Frequency (Hz)

I
Th

..,_I

11
12
13
14

2.07E3
2 5E3
2.63E3
3.2983

2.050E3
2.466E3
2.603E3
3.085E3

1.582
938.836E-3
3.873
1.177

Table (1) The Frequencies

4.663E3
5.128E3
5.659E3
6.lE3

b#

10

12

Fig. (3) Mode Frequency

of the Models.

I * stru.

. stru.+mass I

594.061E-3
593.491E-3
764.467&3
551.042E-3

and Damping of the Models.

-:
0

4.612E3
5 116E3
5.618E3
6.139E3

Mode#

14

i
16

10

Fig. (5) Some FRFs of the Model.

Fig. (4) Mode Damping of the Models.

1596

d-

--

Fig. (6) Some Mode Shapes of the Model.

(b) Photo.

0
-0.05
a -0.1
s
go.15
P
T$ -0.2
cl

(c) Outer Dimensions.

Fig. (7) In-Site Crane.

-0 25
-0.3

J
Position

of Front

Axle (m.)

Fig. (10) Arch Deflection.

Table (2) Mode Frequency

of the In-Site Crane.

. Th.

30 ,

XExp.
I

3 25 _
E. 20.

A
.x

E 15.
s-10.
2
IL

CONCLUSIONNS:
1, The modal analysis results carried out on the model
and perturbed model are agree very closely with
experimental fmdings. The study gave a good
confidence that modal analysis could used to verify
during
their
and update crane dynamics
qualification testing.
2. Finite element analysis is capable to anticipate the
dynamic characteristics and behaviour of crane
structures during their operation to avoid the
between
forced
natural
coincidence
and
frequencies of the crane system.
3.Experimental modal analysis of other cranes are
only required when the accuracy and reliability of
such systems are required.
4. It is recommended that the running velocities of the
cranes should kept as minimum as possible.
Despite the higher speeds cause lower deflections.
running
velocities
are
not
The
higher
because
they
cause
large
recommended
fluctuations in the deflection with distance for
higher speeds. These fluctuations
are severe
dynamic loading to the struchues integra1 with
those cranes.

Y
*xx=
xxx..

5.
xx=
0 (
0

IO
Mode

Fig. (8) Mode Frequency

15

20

of the In-Site Crane.

0
-0.05

-0.1
2-0.15
E

-0.2
5
5 -0.25
al
2 -0.3
-0.35
-0.4
-0.45

Position

of Front

Fig. (9) Barrage Deflection.

Axle

(m.)

REFERENCES:
111. Helal M., Nasser M., Abdel-Rahman S., Younis M.
6% Zanoon
S., Vibration
Measurements
and
L)ynamic Analysis of Aswan Reservoir Structure due
to Traffic loads, National Water Research Center,
Mech. & Elect. Research Institute, Tech. Report (In
Arabic), Delta Barrage, Egypt, 1996.
[2]. Helal M., Nasser M., Abdel-Rahman
S. & Attia
M., Dynamic Analysis of Reservoir and Barrages:
Assuit Barrage National Water Research Center,
Mech. & Elect. Research Institute, Tech. Report (In
Arabic), Delta Barrage, Egypt, 1997.
[3]. Dinevski D., Oblak M. & Novak A., Experimental
Verification
of the Container
Crane Natural
Frequencies,
Proc.
of the 8
Int. Conf.
Methods
Computational
and
Experimental
Measurements, Rohodes, Greece. 1997, PP 245 254.

1598

[4]. Dinevski
D. & Oblak M., Experimental
and
Numerical Dynamic Analysis of a Container Crane
structure, Stablbau, Vol. 66, 1997, PP 70-77.
[S]. Ahmed K. & El-Khatib
A., Applied Modal
Analysis as a Basis for Remodeling of Large
Structure,
Proc. of the 13
IMAC, Nashville,
Tennessee, USA, 1995, PP 1100 - 1105.
[6]. Josbi-SandeepBr
Rahn Christopher
D., Position
Control of a Flexible Cable Gantry Crane: Theory
and Experiment, Proc. of the American Control
Conf. Vo1.4, Part 4, Seattle, WA, USA, June, 21-23,
1995. PP 2820-2824
[7]. Cho Jung Keun& Park Youn Sik, Vibration
Reduction in Flexible Systems Using a Time-Vaving
Impulse Sequence, Robotica, Vol. 13, No. , Part 3,
May-Jun 1995, PP 305-313.
[S]. Nobukawa
Hisashi, Kunikata Mamoru& Manabe
Yoshitugu, Transient Response of a Truck Crane
due to Winch Operation, Nippon-Kikai-GakkaiRonbunshu-C-Hen.
Vol. 56, No. 526, June 1990, PP
1371-1376.
[9]. Bat a M., Bily V. and Polak M., Models to Assess
Vehicle/Bridge Interaction,
J. of Heavy vehicle
System, V.3, No 1- 4, 1996, PP 1 - 9.

[lo]. Senthilvasan J., Brameld G. and Thambiratnam

Interaction
in Curved Box
D., Bridge-Vehicle
Girder Bridge, J. of Microcomputers
in Civil
Engineering, V.l2,No.3,
1997, PP 171 - 181.
[ll]. Young Y. & Zhen Q., Train-Bridge
TimeVaying System Mode Synthesis Technique, Proc. of
the 5 IMAC, London, England, 1987, PP 1692 1698.
1121. Sueoka A., AYABE T. & Iizuka Y., Analysis of
Coupled Vibration Between Railwq
Vehicle Wheels
and Rail in Both Vertical and Horizontal Directions
Using an Approximate
Model with an Infinite
Number of Vehicles, Int. J. of JSME, Series C, V.37,
NO. 4, 1994. PP 65 I-660.
ACKNOWLEDGEMENTS:
The author would

like to thank the support of M&ERI,

NWRC, Egyptian Ministry of Irrigation and Water

Resources for the experimental facilities they have offered
me to conduct this work, in particular to Prof. Helal and Dr.
Abdel Rabman. Also the author would like to thank the
support of the Mechanical Engineering Department, the
University of Dundee, in particular to Prof. Jim Hewit the
Professor of Mechanical Engineering for the computing
and other facilities he has offered me to conduct this paper.

1599