Roll stability

General information

General information More information is found in the following documents:

There are different types of roll stability, mainly the following: • Body adaptation brackets
• Roll stability when driving • Reinforcement
• Roll stability when tipping • Chassis frames
• Roll stability when using a crane • Interacting subframe

Roll stability when tipping and when driving have the same basic principles in com- • Selecting the subframe and attachment
mon. Roll stability is a vehicle’s ability to manage side forces without rolling over. • Towing units

Vehicles with bodywork that gives a high centre of gravity have a higher risk of over- • Tipper trucks
turning than vehicles with a low centre of gravity.

Examples of risks for rolling:

• When cornering
• When carrying a load which moves easily, for example fluids or load which is in-
sufficiently secured.
• During tipping when the vehicle is on a gradient or on a soft surface.
• Lifting with a crane

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Roll stability
General information

Roll stability when driving or tipping

The roll stability can be affected by both high chassis rigidity and balance between
the front and rear sections of the chassis. The best way to increase the balance is nor-
mally to increase the level of rigidity in the front end, as it is generally weaker than
the rear end.
The centre of gravity of the bodywork and load also affects the stability. It is there-
fore recommended to always place the centre of gravity as low as possible.

Checking the roll stability

Check the roll stability on vehicles with a gross vehicle weight (GVW) above 40
tonnes and a high centre of gravity.
As a general rule, the roll stability is acceptable if the line between the centre of grav-
ity and half of the track width creates an angle which is less than 70° to the horizontal
plane, see illustration.

Calculating the roll stability when driving

A Scania dealer can help with analysing the roll stability using a calculation program
for calculating ADR1. ADR requirements are more stringent than the general rule

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mentioned above.
The program is based on specific selections such as bogie, suspension and anti-roll Δ = Delta
bar and can be used for all types of trucks except tractor combinations. The program
also calculates the maximum permissible height of the bodywork centre of gravity in
order to meet the ADR requirement for maximum load.

1. EU directive for handling hazardous goods on roads.

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Roll stability
General information

Roll stability for ADR vehicles

IMPORTANT!

For ADR vehicle types FX, OL, AT which must meet ADR safety regulations R111,
a calculation and test are required to verify that the stability requirements have been
met.
Contact a Scania dealer for help with carrying out the calculations.

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Roll stability
Roll stability during tipping

Roll stability during tipping

WARNING!

A tipper truck must not be at risk of overturning during normal usage. Ensure the tip-
per truck’s stability by making calculations and testing it in the environment in which
it will be used.

Stability during tipping depends on the following interacting factors:

• Capacity of ground to support the load

• Position of centre of gravity
• Roll stiffness of the chassis
• Torsional rigidity of the bodywork
• Stabilising equipment, such as bogie blocking
• Practical handling during tipping

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Roll stability
Roll stability during tipping

Stability test for tipper trucks

IMPORTANT!

Certain markets require that tipper trucks undergo a stability test before being put
into operation.

Perform a tipper truck stability test as follows:

1. Position suitable equipment which can support the tipper truck if it starts to over-
turn during the test.
2. Load the tipper truck until it reaches its gross vehicle weight.
3. Drive the wheels of one side up onto a 200 mm high ramp (see illustration) or
position the vehicle on a surface which slopes approx. 5° sideways.
4. Open the tailboard, tilt the bodywork to various predetermined tilt angles and
evaluate the following:
– Platform deflection
– Spring compression
– Chassis frame torsion and parallel displacement
5. Document the test and the test results.

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Roll stability
Roll stability during tipping

Improving the vehicle's roll stability

Roll stability during tipping and roll stability when driving have the same basic prin-
ciples in common. The recommendations below can therefore also be applied to roll
stability.
The conditions for tipping vary greatly since they depend on the gradient of the
ground and the capacity to support the load as well as the design of the bodywork.

The basic requirement for good stability when tipping is for torsional rigidity to be
well balanced between the front and the rear parts of the chassis. The rear part re-
quires high torsional rigidity for the tipping joint, but it is important that the front part
of the chassis does not have too low a torsional rigidity in relation to the rear part.

Vehicle specification
• Front and rear springs should be as rigid as possible, but mobility and driving
comfort must also be taken into consideration.
• The front anti-roll bar improves the roll stability, but even more importantly it
gives the tipper truck good driving characteristics.
• Rear anti-roll bars are recommended if the option is available from the factory.
• A torsionally rigid end beam should be fitted to the rear end of the frame.

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Roll stability
Roll stability during tipping
Bodywork recommendations
• Make sure that the distance between the rear tipper support shaft and the rearmost
support point of the chassis frame (spring bracket rear of spring, tag axle bracket
or balance bogie bracket) is as short as possible. A short distance combined with
a cross-reinforced subframe results in an overhang resistant to bending and tor-
sion, which prevents the platform from being laterally displaced when tipping.
• Use a bogie blocking device on vehicles with leaf spring suspension.
• To ensure good stability for vehicles with air suspension, the rear air bellows must
be emptied before tipping.
• Use a tipper stabiliser.
• If a torsionally rigid beam has not been specified from the factory, it should be
fitted by the bodybuilder.

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Roll stability
Roll stability for vehicles with outer load carriers

Roll stability for vehicles with outer load

carriers
The following guidelines apply to vehicles with an outer load carrier. Outer load car-
rier is equipment that carries a load outside of the vehicle’s body and with a moving
centre of gravity, for example:

• Crane or cradle truck

• Concrete pump truck
• Turntable ladder truck
• Front loader truck

Stability while working with an outer load carrier depends on the following factors:

• Chassis design
• Weight of the load
• The equipment’s position in the working area.
• If the surface is slanting or is soft.

IMPORTANT!

The individual who fits the equipment is responsible for ensuring that stability testing
is conducted and that a certificate is issued.

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Roll stability
Roll stability for vehicles with outer load carriers

Stability factor
The following is a basic principle for lifting with cranes:
• Stabilising moment: All weights which act on the vehicle side of the toppling line
increase the stabilising moment (Ts).
• Toppling moment: All weights which act on the crane side of the toppling line in-
crease the toppling moment (Tt).
• Stability factor (n) is the quotient of the stabilising moment divided by the top-
pling moment. Good stability is achieved when the stability factor is 1.4 or higher.

Ts
= n
Tt

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A calculation is not enough. It must be confirmed with a stability test (exception to
this in certain countries).

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Roll stability
Roll stability for vehicles with outer load carriers

Examples of calculation of stability factor D

Example 1: Crane behind cab

E
G1 = Total weight of extension beams with the two supporting legs, mounting M1
parts and oil
G2 = Crane weight without supporting legs G1
90°
P = Maximum lifting capacity of crane on maximum arm length G2
M1 = Unladen vehicle's weight on the front axle
A
M2 = Unladen vehicle's weight on the rear axle
B
M1 · D + G1 · A + M2 · C + G2 · E
= n
P·B
M2

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Roll stability for vehicles with outer load carriers
Example 2: Crane behind cab and extra supporting legs on vehi-
cles with 3 axles D

G1 = Total weight of extension beams with the two supporting legs, mounting
parts and oil E
G2 = Crane weight without supporting legs M1
90°
G4 = Weight of the extra supporting legs
P = Maximum lifting capacity of crane on maximum arm length G1
M1 = Unladen vehicle's weight on the front axle
M2 = Unladen vehicle's weight on the rear axle A G2
B

M1 · D + G1 · A + M2 · C + G2 · E + G4 · F
= n
P·B

M2

G4

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Roll stability
Roll stability for vehicles with outer load carriers
Example 3: Crane behind cab and extra supporting legs on vehi-
cles with 4 axles and double front axles D

Note:
E
Weight M1 is located between the front axles.
M1
90°
G1 = Total weight of extension beams with the two supporting legs, mounting G1
parts and oil
G2 = Crane weight without supporting legs A G2
B
G4 = Weight of the extra supporting legs
P = Maximum lifting capacity of crane on maximum arm length
M1 = Unladen vehicle's weight on the front axle
M2 = Unladen vehicle's weight on the rear axle
M2
M1 · D + G1 · A + M2 · C + G2 · E + G4 · F
= n
P·B G4

Note:
If G2 and dimension E are outside the toppling line, G2 · E is moved to the denomi- F
nator as follows:
C

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M1 · D + G1 · A + M2 · C + G4 · F
= n
P · B + G2 · E

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Roll stability
Roll stability for vehicles with outer load carriers
Example 4a: Rear-mounted crane M1
M1 · D + M2 · C
= n
P · B + G2 · E

Note:
G1 cannot be included in the calculation since the toppling line goes through the
crane centre in this example.

D
M2
WARNING!

C
Never use the crane when the vehicle tag axle is raised. G1

90°

E
IMPORTANT!
G2
Heavy crane lifting rearwards can cause extremely high stresses in the chassis frame
since stability is great in that direction.

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P

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Roll stability
Roll stability for vehicles with outer load carriers
Example 4b: Rear-mounted crane
G1 · A + M2 · C + G2 · E M1
= n
P·B

Note:
M1 cannot be included in the calculation since the toppling line goes through the
front axle centre in this example. C

E
P
M2

G1 G2 90°
B

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Roll stability
Roll stability for vehicles with outer load carriers
Example 5: Rear-mounted crane and extra supporting legs
F
G1 = Total weight of extension beams with the two supporting legs, mounting
parts and oil D

G2 = Crane weight without supporting legs M1

G4 = Weight of the extra supporting legs
P = Maximum lifting capacity of crane on maximum arm length
M1 = Unladen vehicle's weight on the front axle G4
M2 = Unladen vehicle's weight on the rear axle
C

M1 · D + G1 · A + M2 · C + G2 · E + G4 · F
= n
P·B

Note: M2
If G2 and dimension E are outside the toppling line, G2 · E is moved to the denomi-
nator as follows: P
G1 G2

90°
M1 · D + G1 · A + M2 · C + G4 · F E
= n B
P · B + G2 · E A

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