ARTICLE IN PRESS

Control Engineering Practice 13 (2005) 451460

Swing-free stop control of the slewing motion of a mobile crane

!
Jacek K"osinski*
Department of Mechanical Engineering and Computer Sciences , University of Bielsko-Bia!a, Willowa St. 2, 43-309 Bielsko-Bia!a, Poland
Received 5 August 2002; accepted 6 April 2004
Available online 7 June 2004

Abstract
A method of controlling the slewing motion of mobile cranes is presented in the paper. The method allows for transportation of
the payload to a selected point and ensures minimisation of its swings when the motion is nished. To achieve this goal a
mathematical model of the control system of the displacement of the payload has been constructed, comprising the mathematical
model of a crane, the model of its hydraulically controlled drive system and controller. A theory of control which ensures swing-free
stop of the payload is presented. Selected results of numerical simulations are shown. Experimental verication of numerical
calculations has been performed on the specially built physical model of a crane. Experimental results in comparison to calculations
are presented. Suggestions for using this method for control of real cranes are presented.
r 2004 Elsevier Ltd. All rights reserved.
Keywords: Mobile crane control; Mathematical model; Swing-free stop

1. Introduction
Mobile cranes are used for loading, mounting,
carrying large loads and for work performed in the
presence of obstacles of various kinds such as power
lines and similar technological installations. The essential difculty is here the swinging of the payload which
occurs during working motion and also after the work is
completed. This applies particularly to the slewing
motion of the crane chassis, for which relatively large
angular accelerations and negative accelerations of the
chassis are characteristic. Inertia forces together with
the centrifugal force and the Coriolis force cause the
payload to swing as a spherical pendulum. Proper
control of the slewing motion of the crane serving to
transport a payload to the dened point with simultaneous minimisation of the swings when the working
motion is nished plays an important role in the model.
This problem is known in the case of controlling the
working movements of a crane, when a payload is
moving with a at motion or a motion compounded of a
few at movements. That solution is used frequently in
overhead cranes (Auernig, 1986; Lee, Cho, & Cho, 1997;
*Tel.: +48-33-827-92-261; fax: +48-33-812-35-02.
!
E-mail address: jklosinski@ath.bielsko.pl (J. K"osinski).
0967-0661/$ - see front matter r 2004 Elsevier Ltd. All rights reserved.
doi:10.1016/j.conengprac.2004.04.007

Tanaka & Kouno, 1998; Alli & Singh, 1999; Singhose,

Porter, Kenison, & Kriikku, 2000). It is usually realised
in the control system of the dislocation of the payload
attachment point. The speed of the payload attachment
point is changed ensuring that the movement of the
payload consists of three (or at least two) motion
phases: the rst phaseacceleration of the payload to
achieve dened velocity, the second phase with constant
velocity of the payload and the third phasedecreasing
the velocity to zero. In the case of lack of the second
phase the movement control is called the bangbang
type (Noakes, Petterson, & Werner, 1990). If the initial
conditions are not zeroed and/or disturbances appear
when a movement is being realised, then closed control
systems are used (Ridout, 1989; Fliess, Levine, &
Rouchon, 1991). Selection of the proper controller plays
an important role because of suitable and effective
suppression of swings (Beliveau, Dixit, & Dal, 1993;
Kress, Jansen, & Noakes, 1994; Lee, 1998; Alli & Singh,
1999). In the case of controlling the slewing motion in
mobile cranes, the system controlling the angular
velocity of the jib can be applied. Then on input of the
system the jib angular acceleration prole is assumed
(Parker, Petterson, Dohrmann, & Robinett, 1995, 1996).
A method of controlling the mobile crane slewing
motion is presented in the paper. The method allows us

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452

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J. K!osinski
/ Control Engineering Practice 13 (2005) 451460

to transfer the payload from one point to a selected

second (target) point, with simultaneous minimising of
the swings when the working motion is nished. Control
is achieved in a close-loop control system of payload
movement by controlling the transfer of the payload
attachment point.
In order to achieve that goal a mathematical model of
a mobile crane was built and the model was used
to investigate the dynamical phenomenon when a
slewing motion of the crane body was being performed.
The model was used to formulate the course of the
controlling signal in a control system. When the
mathematical model of its drive system and the model
of the controller were added, we obtained the proper
model of the control system. It served for numerical
simulation investigations allowing for proper selection
of controlling parameters of the control system and for
evaluation of its sensitivity to disturbances. Generating
the controlling signal used for experimental investigations of the physical model of the crane, which was
specially built for that purpose, was possible as well.
Verication of numerical results of simulation and
evaluation of the usefulness of the proposed method
for controlling the slewing motion of a mobile crane
were the goals of those experimental investigations.

2. Mathematical model of the control system of the

slewing motion of a mobile crane
2.1. Assumptions and creation of the model of slewing
motion of a mobile crane
Many years of numerical investigations of various
!
mathematical models of mobile cranes (K"osinski
&
!
Majewski, 1987; Trombski, K"osinski,
Majewski, &
Suwaj, 1995, 1999) and analysis of the models previously
known from papers (Peeken & Menniger, 1974; Hino,
Sumitani, & Yoshimura, 1994; Tanizumi, Yoshimura,
Hino, & Sasaki, 1995; Kilicaslan, Balkan, & Ider, 1999)
allowed us to make the assumptions regarding the
construction of the model of a mobile crane used for
investigations of the slewing motion of a crane body.
The following assumptions were made:
*

the solids of chassis and body, of known masses and

moments of inertia are rigid and have six degrees of
freedom; vertical displacements of solids are neglected,
the only possible motion of the body in relation to the
chassis being its rotation around the vertical axis;
the support system was substituted by a set of
springs; total mass of springs is omitted;
the crane body is rotated by means of a hydrostatic
drive system through a mechanical gear of known
rigidity, the centre of the bodys mass lies on the axis
of rotation of the body;

*
*

the crane jib is considered as a rigid bar of constant

length, of known mass and moment of inertia; it is
connected with the body by means of a cylindrical
joint allowing only for change of the jibs inclination
angle;
the payload hangs on an inextensible, weightless,
exible rope, of constant length; the hanging payload
can be treated as a spherical pendulum;
movements of the masses described by generalised
coordinatesexcept of those resulting from slewing
motion of the crane bodyare assumed as small;
friction and clearances in all elements of the support
system, jib and mechanical gear are not taken into
consideration;
damping in the system is neglected;
characteristics of elastic constraints are assumed as
linear.

The schematic diagram of the crane model which is

used for analysing the slewing motion of its body is
!
presented in Fig. 1 (K"osinski,
2000).
Generalised coordinates of the model are denoted by
vector q consisting of the following n components
(n 8):
h
iT
q x y u v j jx jy jz ;
1
where x, y are the linear displacements of the centre of
mass of the chassis referred to a xed reference system,
u, v are the projections of payload displacement onto the
horizontal plane in the radial, and in the tangential
direction, respectively, to the circle described by the jibs
head; these components are determined in a movable
system rotating with the jib, j are the angle of rotation
of the body and the jib around a vertical axis, and jx,
jy, jz are the angles of oscillation of the crane with
reference to axes connected with the centre of mass of
the chassis.

z1

mn

s4

y1

B1

s3

A
s2

s1

1 x 1

mp

mw

5
y
y

x
z

Fig. 1. Schematic view of the crane model which is used for analysing
the slewing motion of its body: 1chassis, 2body, 3jib, 4
payload, 5hydraulic motor (explanation of symbols in the text).

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J. K!osinski
/ Control Engineering Practice 13 (2005) 451460

The mathematical model of the mobile crane has been

derived from Lagranges equation of the second order.
It can be presented in the form of the following
nonlinear matrix differential equation:
Mq.q Pq; q

(the derivation of the model has been printed in

Appendix A).
Eq. (2) is the matrix equation of motion of the crane
model describing the slewing motion of the cranes
body, in which the shaft rotation angle of the hydraulic
drive motor j1(t) (Fig. 1) is the input control signal. The
components of payload displacement can be calculated
from the formulas
v cT1 q;

analysis was performed, is presented in Appendix B as

Fig. 9.
The following assumptions have been made for
creating the mathematical model of the hydrostatic
system of the crane body:
*

*
*
*

u cT2 q;

where

*
*

c1 0 0 0 1 0 0 0 0T ;

c2 0 0 1 0 0 0 0 0T :

In the block diagram (Fig. 2) Eq. (2) describes the

block named crane model.
2.2. Creating the model of the control system of slewing
motion of a mobile crane
A hydrostatic drive system was applied as the drive of
the slewing motion of the body of the crane. It
comprises a hydraulic motor of constant absorbing
capacity with a proportional valve used as the element
that throttles the ow of oil. The schematic diagram of
the hydraulic system model, on which the dynamical
z

plant

drive system
physical
1rz
of the physical
model of the
model
mobile crane

irz

rope displacement
measuring device

rotation angle
measuring device

_
programmable e2
logic controller

vrz

1set system of the data

recording and its
visualization

SAC
computer
numerical plant

SMV

hydrostatic
drive system
R

crane
model

e1

v
_
vset

Fig. 2. Block diagram of the control and measuring systems used in

verication experiments: SACsystem for controlling the angular
position of hydraulic motor drive shaft, SMVsystem for minimising
the tangential component of the payload swing movement vector, R
regulator (controller), icurrent controlling the position of an electrohydraulic valve, e1, e2control errors, vset, j1setcontrolling set
functions.

453

the pump delivery and the motor absorbing capacity

are constant,
the pressure in the pump pressure conduit is constant,
the valve has zero overlap,
oil compressibility and exibility of oil conduits are
taken into account,
the throttling effect in the control valve is accounted
for,
volumetric losses exist in the system,
elements of the system are linear,
moments of inertia of moving parts of the motor are
neglected,
oil temperature in the system is constant.

The mathematical model of the system is obtained on

the basis of the equation of balance of ow intensity in
hydrostatic system elements. It can be written in the
form
j
1 fH q; j1 ; i; t

(the derivation of the model is given in Appendix B).

Eq. (4) represents the model of the drive system, in
which the current it controlling the electro-hydraulic
valve is the input signal, and the angle of rotation of
motor shaft j1(t) is the output signal. In the block
diagram (Fig. 2) this equation describes the block
named hydrostatic drive system.
Elements described by means of differential Eqs. (2)
and (4) constitute a control object in a closed control
system; a block diagram of which is shown in Fig. 2 and
marked with a SMV symbol. The system is completed
by a PID controller, which is assumed in the model. The
system is intended to minimise the tangential component
of payload swings. Its goal is to trace the desired course
vset t; a form of which ensures transfer of the payload to
the selected point and its swing-free stop. In experimental investigations the system was also used as a
generator of signal j1set for a real control system of a
physical model of a mobile crane specially built for that
purpose.
After joining Eqs. (2) and (4) with the equation
describing the dynamics of a PID controller, the model
of a closed control system (SMV) in the form of a
second order nonlinear matrix equation is obtained
Mr qr .qr Pr qr ; qr ;

where Mr(qr) is the matrix containing the elements of

matrix M, some coefcients of Eq. (4) and coefcients of
the equation

T describing the properties of the controller;
qr qT j1 is the vector of generalised coordinates of
the model, enlarged by the coordinate describing the

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J. K!osinski
/ Control Engineering Practice 13 (2005) 451460

454

drive system j1angle of rotation of the motor shaft;

and Pr is the vector of forces and reciprocal feedback
containing elements of vector P and parameters of set
signals vset and j1set.
2.3. A theory of control which ensures swing-free stop of
the payload
The input signal vset t (Fig. 2) consists of three
subsequent phases as follows (Auernig, 1986): the rst
phase lasting tA ; the second one lasting tW and a third
one lasting t0 A (if the length of the rope and the mass of
the payload are not changed during performance of the
movement, then t0A tA ) (Fig. 3). In the rst phase an
acceleration of the crane jib takes place and it achieves
such an angular velocity that the crane jib head achieves
a dened linear velocity. The course of angular velocity
jt
has to ensure a realisation of at least half the

oscillation of the payload in the vertical plane tangential

to a circle created by the head of the crane jib. Then time
tA should be equal to approx. half of the period of free
vibrations of the payload in the direction of v-axis
!
(K"osinski,
2000).
In order to dene time tA, a series of numerical
simulations of the model described by Eq. (5) was
performed. It was observed that during the simulation
of the slewing motion of the mobile crane body some of
the generalised coordinates belonging to vector q(t) have
very small values. Thus a particular simplication of the
model was proposed by assuming xDyDjxDjy=0.
The derivation of the simplied model is presented in
Appendix C. The model can be written in the form of a
nonlinear matrix differential equation (C.2 in Appendix
C) and then can be linearised and presented in the
following form (C.4 in Appendix C):
q w Aqw Bj1 R;
6
 T T T
where: qw q q :
Eq. (6) is a linear form of Eq. (2). Here it is used in a
recurrent manner, i.e. coordinates for t Dt are
calculated for expansion in a series at surrounding of
the point, coordinates of which have been calculated for
a moment a time t.
Eigenvalues of matrix A calculated from equation
detsI  A 0;

vset
tA

tW

tA
t

0
tB

Fig. 3. The desired input signal in the SMV closed system.

keep almost constant values during various numerical

simulations of the slewing motion of the crane body.
Two of them are related to the frequency of proper (free)
vibrations of the payload being
as a at
ptreated

pendulum and are equal to 7j g=l (where j2=1).

The following four
eigenvalues
(two of them having
p

modules less than p

g=l
;
the
two
others
having modules

much greater than g=l ) acquire values depending on

the ratio of the payload mass to the crane chassis and jib
inertia moment.
Then p
wecan assume that tA aTosc ; where
Tosc 2p l=g; and a is a coefcient depending on
the ratio of the payload mass to the moment of inertia of
the rotating part of the crane (ao0:5). When the rst
phase of the motion is nished, the payload moves
with the same angular velocity as its attachment
point.
There is v 0 at the second phase of motion, i.e.
angular velocity of payload and the payload attachment
point are equal to one another. The duration of the
second phase tW is almost equal to the period of
free (proper) vibration Tosc (or to its multiplication). If
the radial component of payload was equal to u(tA) at
the beginning of the second phase of motion, then the
end of the second phase of motion should appear at a
moment of time when the following conditions are
accomplished:
 

 

du
du
utB utA ; sgn

sgn
;
8
tt
tt
dt  B
dt  A
where tB tA tW :
The third phase of motion in most cases is a reverse of
the rst phase.
2.4. Results of numerical simulations of the control
system model
A number of numerical simulations of models of
control systems of crane body slewing motion were
carried out to examine the models sensitivity to the
form of input signal function vset t; disturbances in
the system appearing in the form of random forces
acting on the payload during its motion, the values of
kinematicgeometric parameters characterising the
crane and its drive system, and to examine selected
types of control units and their settings (Trombski
et al., 1995, 1999).
Responses of selected coordinates of the model
described by Eq. (5) are shown in Fig. 4 in the case of
rotation of the crane body by an assumed angle of
jk=1.6 rad (own computer program written in Matlab
was used for the numerical simulations). For numerical
calculations technical data of a medium size crane were
used. Coordinates are described on drawings in SI units,
time in seconds.

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455

3. Experimental verication of numerical investigations

3.1. Description of the testing system
In order to verify the results of the numerical
simulation, a physical crane model has been built
(Fig. 5). It was equipped with a system for controlling
the angular position of the drive shaft. The model
consists of a jib with the payload suspended at its end
and a special device (placed on it) for measuring the
components of lifting rope swings and a platform
simulating the body of the crane and electro-hydraulic
system for controlling the rotation angle of the motor
!
shaft (K"osinski,
2000).
The drive system consists of a gear pump with
constant delivery, a hydraulic motor of constant
absorbing capacity and a proportional valve in tandem
with a differential valve which ensures constant drop of
the pressure on the proportional valve. Valve setting is
achieved by means of electro-magnets controlled by a
PLC through a D/A converter and current amplier.
The PLC plays the role of control unit in which the
signal j1set(t), generated by numerical simulation, is
compared with the signal measured by the encoder.
Consequently, a control signal is produced, due to the
assumed PID-type function of the unit.
A special measuring device is placed in the upper part
of the last jib segment (element No.8 in Fig. 5). Its aim is
to measure the deection of the hoisting rope in two
perpendicular horizontal directions. The knowledge of

[rad]

u,v [m]

1.6

0.8

0.8

0.4

v
10

t [s]

15

20

-0.8 -0.4

Fig. 5. Schematic view of the physical model of a crane: 1base,

2platform, 3rotational plate, 4jib, 5hydraulic motor,
6mechanical gear box, 7a device measuring the angle of rotation
of the motor shaft (encoder), 8a device measuring swings of the rope
in two perpendicular horizontal directions, 9hydraulic power
station, 10program-mable logical controller, 11sensors.

these deections makes it possible, after applying an

appropriate calibration procedure, to record waveforms
of payload swing components u and v, respectively.
3.2. Experimental results
Experimental investigations were performed on the
described model. As a signal j1set(t) signal j1(t) was
used, i.e. numerically calculated signal achieved when
simulation investigations of SMV system (Fig. 2) took
place. Measured responses of the crane are shown below
(Fig. 6b) with comparison to the same coordinates
numerically calculated (Fig. 6a). In calculations, the
results of which are shown on the above-mentioned
gures, the technical data of the physical model were
used.

-0.8

4. Concluding remarks
x,y [10-4 m]
1.0
0

t [s]
10

15

20

-1.0
-2.0
8.0
0
-8.0

x,y,z
[10-5 rad]

z
15

10

20

t [s]

-16
Fig. 4. Responses of the crane model (described by the Eq. (5))
achieved numerically when swing-free stop strategy of slewing motion
is realised.

The experimental research performed on the physical

model conrms full usability of the proposed strategy
for controlling the slewing motion of crane. Under
such favourable circumstances the movement can be
performed in particular periods of time with the
maximal permissible velocities.
The numerical and experimental investigations of the
control system of crane body movement indicate that a
similar procedure could be applied to controlling the
lufng. It can also be used in a system consisting of
both: combined control of slewing motion of the crane
body and the lufng. The problem was also extended to
take into account the case when working motion starts

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J. K!osinski
/ Control Engineering Practice 13 (2005) 451460

456
[rad]
1.6

0.8

0.8

0.4

-0.8

-0.4

-1.6

-0.8

u,v [m]

v
5

10

15

t [s]
5

20

10

(a)

t [s]

15

20

(b)

Fig. 6. Waveforms of selected coordinates of the control system of the crane slewing motion obtained: (a) by numerical simulation, (b)
experimentally.

with non-zero swing of the payload or there are other

disturbances (then an appropriate combination of
control of both motions is needed).
The swing-free stop control is frequently used in the
case of overhead cranes, particularly those intended for
transferring large payloads, or in the case of reloading
works performed repeatedly. It can be also used in the
case of other cranes of rotational type, e.g. constructional or harbour cranes. The proposed strategy of
controlling the slewing motion used as a whole or only
for stopping the swinging payload could increase work
safety and improve work quality.

z ,B
y,B
yB

x
x

Appendix A. The mathematical model of a mobile crane

used to analyse the body slewing motion

z2

j
y

T
j
z ;

ksp

s4 r1
ky1 s1
kx1

A:1

B1

mp

kz1 x
a

mw

y2

l
m

ls

lw

mn

Kinetic energy (calculated as the sum of energies of

chassis, body, jib and payload):


vS1 x y 0T ; x1 j
x


J1 diag Jx Jy Jz :

z1

a1

bx

where vSi is the velocity vector of centre of mass of the

ith element, related to a stationary system of coordinates, xi the angular velocity vector of the ith element
related to the elements centre of mass, mi the mass of
the ith element, Ji the diagonal matrix of moments of
inertia of the ith element in the system of coordinates
connected with the elements centre of mass, and nl the
number of individual elements (nl 4).
For the chassis,

xB

lc

Fig. 7. Coordinate systems.

The nancial support of this work was granted by the

KBN (Committee of Scientic Research) under Grant
No. 7 T07C 002 11.

EKi

x ,B

y x

bs

n1 

1X

vT mi vSi xTi Ji xi ;
2 i1 Si

zB

Acknowledgements

EK

bn

y1

by
1 x 1

r2

as

s3
A
A1 s2
kz3 y y
z
h1 h2 zC
kz2
c
b
a

ba

Fig. 8. Dimensions of the model elements: 1chassis, 2support

system, 3body, 4jib, 5payload.

For the body (Fig. 7):

2

vS2

3 2 3
2 3
2 3
x 0B
x
xB
x B
6 0 7 6 7 6 7
6 7
4 y B 5 4 y 5 T4 yB 5 T4 y B 5;
z0B

zB

zB

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J. K!osinski
/ Control Engineering Practice 13 (2005) 451460

where T is the matrix of transformation of coordinates

(Fig. 7):
2

3 2
cos jy cos jz
T1
6 7 6
T 4 T2 5 4 cos jy sin jz
sin jy
T3

sin jx sin jy sin jz cos jx cos jz

also (notations according to Fig. 8)

2 3 2
3
ba bx cos j by sin j
xB
6 7 6
7
qB 4 yB 5 4
bx sin j  by cos j
5;


T

where: JnwxJnwx1 cos2 jJnwy1 sin2 j; JnwyJnwx1 sin2 j

Jnwy1 cos2 j:
For the jib,
2 0 3 2 3
2 3
2 3
x C
x
xC
x C
6 0 7 6 7 6 7
6 7
vS3 4 y C 5 4 y 5 T4 yC 5 T4 y C 5;
z0C
0
zC
zC
2

x j
y
x3 j

J3 diag Jwsx

x  ajz
x ajz

For the elastic element ksp:


2
EP2 12 C2 w22 12 ksp ip j1  j ;

Jwsx Jwsz2 sin k cosj2

ba lw cos k  bn u cos j  v sin j

xn
7
6 7 6
lw cos k  bn u sin j v cos j
qn 4 yn 5 4
5:
p
zn
h2 lw sin k  l2  u2  v2

Inserting the above expressions into Eq. (A.1) the

following formula can be obtained after a series of
algebraic transformations:
EK 12 q T Mq;

w1 x ajz y bjz ajx bjy  z

y  cjz ajx  cjy  z :

For the payload,

2 03 2 3
2 3
2 3
x n
x
xn
x n
6 0 7 6 7 6 7
6 7
vS4 4 y n 5 4 y 5 T4 yn 5 T4 y n 5
z0n
zn
0
zn
2

where G is the vector of gravity forces, zs the vector of

coordinates of element centres of masses related to a
selected reference point (centre of chassis mass, for
instance), w the deection vector of deformable elastic
constraints, and C the matrix of rigidity of linear
constraints.
For the support system


C1 diag kx1 ky1 kz1 kx2 ky2 kz2 kx3 ky3 kz3 kx4 ky4 kz4 ;

Jwsy Jwsz2 sin k sin j2 Jwsy2 cos2 j;

and

A:3

x  ajz y  cjz  ajx  cjy  z

T
j z j ;

Jwsy Jwsz ;

where Jwsz Jwsz2 cos2 k;

Jwsy2 sin2 j;

cos jx sin jy cos jz  sin jx cos jz 7

5;
cos jx cos jy

y bjz  ajx bjy  z

ba lc cos k  bn cos j

xC
6 7 6
7
qC 4 yC 5 4
lc cos k  bn sin j
5
h2 lc sin k
zC


EP GT zs 12 wT Cw;

x j
y j z j ;
x2 j


J2 diag Jnwx Jnwy Jnwz1 ;

and

cos jx sin jy cos jz sin jx sin jz

Potential energy (calculated as sum of potential

energies of masses in the gravitational eld, and energy
of deformed elastic constraints)

h1

zB

functions of masses and moments of inertia of model

elements, and depend on generalised coordinates.

sin jx sin jy cos jz  cos jx sin jz

sin jx cos jy

457

A:2

where q is the vector of the generalised coordinates, and

M the symmetrical square matrix whose elements are

where ip r2 =r1 r2 :
The vector of gravity forces is equal to

T
G mp g mn g mw g mg ;

T
zs 0 zB zC zn ;




where
zB  0 0 1 TqB ; zC 0 0 1 TqC ;
zn 0 0 1 Tqn :
Inserting the above expressions to Eq. (A.3), the
following formula can be obtained:
EP 12 qT Cp q cTr q cs ;

A:4

where Cp is the symmetrical square matrix whose

elements are functions of rigidity coefcients of selected
elastic elements in the model, and depend on masses and
sometimes on generalised coordinates; cr the n-dimensional vector whose components are functions of
masses, rigidity coefcients and generalised coordinates;
and cs the scalar quantity that is also a function of the
above mentioned variables.
Next, the derivative of kinetic energy (A.2) was
calculated with respect to generalised velocities

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J. K!osinski
/ Control Engineering Practice 13 (2005) 451460

and time:


d @EK
d
dM
q M.q
Mq
dt @q
dt
dt

Qh

3
1i p

and nally the derivative of potential energy (A.4) with

respect to generalised coordinates


dCp
@EP
1
dcr
dcs
Cp q q T
q
q cr
2
@q
dq
dq
dq


1
dcs
;
A:7
Cp L2 L3 q cr
2
dq
where Li is the square matrices of dimensions n n
(for i=1, 2, 3) whose forms result from formulas (A.6)
and (A.7).
Inserting expressions (A.5)(A.7) into Lagranges
equation of the second order:


d @EK
@EK @EP

0;
A:8

dt @q
@q
@q
the following nonlinear matrix differential equation is
obtained:
A:9

where




dM 1
1
P 
L1 q  Cp L2 q L3 q  cr
dt
2
2
dcs
F f M q; j1 ; t;

dq
P is the n-dimensional vector whose components are
functions of generalised coordinates and their derivatives, F the vector of generalised forces pertaining to
generalised coordinates, j1 the angle of rotation of the
motor shaft (Fig. 8).

Appendix B. The model of a hydraulic system

1, M h
1

r2

r1

Fig. 9. The scheme of the hydraulic system for crane body slewing: 1
pump, 2electro-hydraulic valve, 3hydraulic motor, 4brake
operating cylinder.

Then it is assumed that

s
2Dp
Eks i  kt Dp;
Q Ai

r
Qs kc

dDp
;
dt

Qh Kh

dj1
;
dt

Qv kv Dp;

where i is the control current in valve solenoid, Dp the

pressure drop on motor, ks, kt, kh, kc, kv the assumed
coefcients, A(i) the area of oil ow through valve, and
r the density of oil.
It is assumed that pressure drop Dp is proportional to
the moment developed by the motor, i.e.


Mh ksp
j
Dp

j 
;
kM kM 1 ip
where kM is the assumed coefcient.
Putting these mentioned formulas into Eq. (B.1) and
making some mathematical transformations we obtain



kc ksp
1
kt kv
j
j
j
ks i
ksp j1 
;
B:2
1

k1
ip
kM ip
kM
where k1 kh kM kc ksp =kM :
Eq. (B.2) can be written in the following simplied
form:
j
1 fH q; j1 ; i; t;

B:3

where q is the vector of the generalised coordinates.

Appendix C. Derivation of the simplied linear model of

a mobile crane

The mathematical model of the hydraulic system is

obtained on the basis of the equation of balance of ow
intensity in hydrostatic system elements (Fig. 9)
Q Qh Qs Qv ;

A:5

as well as the derivative of kinetic energy with respect to

generalised coordinates


@EK 1 T dM
1

q
q L1 q ;
A:6
2
dq
2
@q

Mq.q Pq; q;

Qs+Qv

p=const

B:1

where Q is the intensity of oil ow through electrohydraulic valve, Qh the absorbing capacity of motor, Qs
the losses of uid resulting from its compressibility and
exibility of the system, and Qv the volumetric losses in
the system.

Assuming xDyDjxDjyD0, the mathematical model

can be obtained in the following form:
u. 2vj
2vj
z R uj
2 2j j
z
gu
m
 p  R ujz p4  p3
l 2  u2  v 2 Jz
"
#
ksp
m
gv2 R
p v
ip j1  j  jz ;

Jz1
m
l 2  u2  v 2

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J. K!osinski
/ Control Engineering Practice 13 (2005) 451460

v.  2u j  2u j z vj
2 2j j
z
"
gv
m gvRR u
p R u
 p 
l2  u2  v2 Jz1
l 2  u2  v 2
#
ksp m1 ip j1  j  jz  mJz1 vjz p4  p3 ;

C:1

"
#
ksp
m
gvR
p
ip j1  j  jz  j. z ;
j
.
Jz1
l 2  u2  v 2 m

m
kx
2vu  Rv  uvj z jz  4 a2 jz
j
.z
Jz
m

Jz1

mw R2c

 
b
0


;

r1
0


:

References

p2 2u j
 2u j
z vj
2 2j
j z  sv;
p3  2vv 2R uu
j
j
z
ksp ip j1  j  j=m;
p4 p3  2uv
R uvjj
z dj
2 jz
 4kx a2 jz =m  2ky b2 c2 jz =m;

0:5
s g l 2  u 2  v2
:

We can write this system in the following matrix form:

2

3 2
3
f1 qp ; q; j1
u.
6 v. 7 6 f2 q ; q; j 7
p
1 7
6 7 6
6 76
7 fqp ; q; j1 ;
4j
5
4
f
q
;
q;
j
.
3 p
1 5

C:2

j
.z

f4 qp ; q; j1

T

T
where q u v j jz ; qp u v j
j
z :
The system of differential equations can be linearised
by expansion in a Taylor power series:
q p A1 qp A2 q bj1 fqp0 ; q0 ; j10  A1 qp0
 A2 q0  bj10 
A1 qp A2 q bj1 r1 ;


;

Rc lc cosk  bn ;

p1 2vj 2vj
z R u j
2 2j j
z  su;

where
@fqp ; q; j1 
A1
qp qp0 ;qq0 ;
@qp

A2

The system of equations is the linear form of the

simplied mathematical model of the mobile crane.
The eigenvalues of the matrix A have an inuence on the
determination of input signal (set point) in the control
system of the working motions of the crane.

Jnwz1 Jwsz ; ba 0;

d v2 R u2 ;

Because q qp ; we can write both equations in the

following matrix form:
    
 
  
r1
qp
b
q p
A1 A2

j1
C:3

q
I
0
q  0
0
q
or, if we denote that qw p ; in the form
q
C:4
q w Aqw Bj1 R;
where

A1
A
I

 2R u2 v2 j
j
z jz  4R uvjj
z

2
2
ky 2
gRu u v jz
2
p  2 b c jz ;
m
l 2  u2  v 2
where R lw cosk  bn ;

459

A2

@fqp ; q; j1 
qp qp0 ;qq0 ;
@q

@fqp ; q; j1 
qp qp0 ;qq0 ; r1 fqp0 ; q0 ; j10
@j1
 A1 qp0  A2 q0  bj10 :

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