Professional Documents
Culture Documents
2, ISSN 1821-1259
pp. 59-62
Research paper
1. INTRODUCTION
Skewing during bridge (and other) cranes travelling is a
permanent phenomenon. The main cause of skewing is
trolley traversing laterally to the crane track during load
transfering within the limits of crane manipulating space,
bringing about the differences in wheel vertical loads and
travelling resistance forces on crane track rails. Appart
from it, various geometrical imperfections (in the first
place errors occured during crane track rails installation,
proccessing and mounting wheel assembly components
and supporting structures) exert considerable influence
upon the occurence and intensity of skewing forces during
crane travelling along rail tracks [1, 2, 3]. Current bridge
cranes are equipped with independent travelling drive
systems, causing the need of coordination of their electromotors in aim to avoid the excessive skewing forces.
Contemporary electro/mechanical and control systems
enable realization of crane "guiding" accompanied with
considerably lower lateral loadings.
Frequent skewing forces action during crane travelling
can cause the failures of various forms of wheels and
other driving mechanism components, rails and their
supporting structure, and crane structure [8]. Defining of
intensity, character and occuring frequency of these forces
precisely as possible is equally important for cranes
designers and designers of building structures with crane
rail tracks.
Detailed reviews of significant theoretical and
experimental research papers considering defining the
loadings due to crane skewing are given in [1, 2, and 3].
Nowadays, defining of bridge and portal cranes skewing
loadings is determined in EN 15 011.
According to [4], crane/trolley skewing forces are generally
classified into the occasional loads and load combination B
(in case of skewing limiting system even in C) [5], i.e. left
out of crane structure fatigue calculations. The frequency of
skewing forces occuring determines whether they are to be
classified as regular or occasional loads. So, due to their
*Correspondence Authors Address: University of Novi Sad, Faculty of Technical Sciences, Trg Dositeja Obradovia 6,
21000 Novi Sad, Serbia, sostakov@uns.ac.rs
Rastislav ostakov, Atila Zeli, Ivan Kneevi, Ninoslav Zuber, Klara Rafa: Application of Rigid Method for Determining the Skewing Forces
on Bridge Cranes and Trolleys according to EN 15011; Machine Design, Vol.6(2014) No.2, ISSN 1821-1259; pp. 59-62
Rastislav ostakov, Atila Zeli, Ivan Kneevi, Ninoslav Zuber, Klara Rafa: Application of Rigid Method for Determining the Skewing Forces
on Bridge Cranes and Trolleys according to EN 15011; Machine Design, Vol.6(2014) No.2, ISSN 1821-1259; pp. 59-62
Rastislav ostakov, Atila Zeli, Ivan Kneevi, Ninoslav Zuber, Klara Rafa: Application of Rigid Method for Determining the Skewing Forces
on Bridge Cranes and Trolleys according to EN 15011; Machine Design, Vol.6(2014) No.2, ISSN 1821-1259; pp. 59-62
Crane 1
Crane 2
0,014
0,005
Skewing force YF [N]
8396,8/16220,0
4775,9/11563,0
8396,8/16342,2
4775,9/11696,5
8396,8/16220,0
4775,9/11563,0
8396,8/13983,6
4755,7/9884,9
8396,8/12369,5
4719,7/8846,0
8396,8/10520,9
4621,4/7552,6
6190,9/6190,9
3521,2/3521,2
4198,4/4198,4
2388,0/2388,0
2205,9/2205,9
1254,7/1254,7
15719,7/6190,9
11027,7/3521,2
15936,9/4198,4
11258,0/2388,0
15719,7/2205,9
11027,7/1254,7
13983,6/6190,9
9884,9/3532,3
12369,5/4198,4
8846,0/2402,3
10520,9/2205,9
7552,6/1265,8
62
4. CONCLUSION
ENs in effect contain detailed calculation procedures for
determining skewing force values during crane travelling
and trolley traversing, but due to problem complexity and
large number of relevant parameters, further research is to
define cases (on the basis of experimental results, e.g. by
machine monitoring) when skewing loads exert relevant
influence on fatigue occurrence in crane structure and
driving systems. Analysis of procedure given in [5] and
its usage in numerical examples point out the need for
additional consideration of some obscured terms in [5].
ACKNOWLEDGMENT
The paper is a part of project TR 35036 (Application of IT
in harbours of Serbia - from machines monitoring to the
network system of EU environment), financially supported
by Serbian Ministry of Science and Technological
Development.
REFERENCES
[1] Pajer, G.; Scheffler, M.; Grbner, P.; Adam G. &
Kurth, F. (1989). Unstetigfrderer 1, Technik, ISBN
3-341-00647-8, Berlin
[2] Scheffler, M.; Feyrer, K. & Matthias, K. (1998).
Frdermaschinen (Hebezeuge, Aufzge, Flurfrderzeuge), Vieweg, ISBN 3-528-06626-1, Braunschweig
[3] Hannover, H.-O. (1974). Fahrverhalten von Kranen Ein ABC der Spurfhrungsmechanik, VDI-Verlag,
ISBN 10: 3184020274, Dsseldorf
[4] EN 13 001-2. (2011). Crane safety - General design
- Part 2: Load actions, CEN, Brussels
[5] EN 15 011:2011+A1. (2014). Cranes - Bridge and
gantry cranes, CEN, Brussels
[6] Sanders, D. (1996). Einfache Berechnung der Schrglaufkrfte, Hebezeuge und Frdermittel, Vol. 36, No.
3, pp. 74-75, ISSN 0017-9442
[7] ostakov, R.; Zeli, A.; Zuber, N.; Lien, H. &
Szab, L. (2014). Defining the loadings due to bridge
crane skewing during travelling according to EN 15
011 - Calculation rigid method, Proceedings - The 8th
International Symposium "KOD 2014", Balatonfred,
ISBN 978-86-7892-615-0, pp. 75-78, Fakultet
tehnikih nauka, Novi Sad
[8] ostakov, R.; Zeli, A.; Zuber, N. & Lien, H. (2014).
Skewing loadings in the scope of material fatigue
phenomena of crane structure and travelling
mechanism components, Proceedings - The 5th International Conference "Transport and Logistics", Ni,
ISBN 978-86-6055-053-0, pp. 101-104, Mainski
fakultet, Ni