Analysis on anti-overturning stability of a truck crane based on zero moment point theory artículo de investigación / research articlennnn

Qinghui Zhou, Yaofei Liu, Yidong Xie and Xiwang Zhang

Analysis on anti-overturning stability

of a truck crane based on zero
moment point theory
Análisis de la estabilidad antivuelco de un camión grúa
basado en la teoría del punto de momento cero
nnnn
Qinghui Zhou1*, Yaofei Liu1,2, Yidong Xie3 and Xiwang Zhang4
1
Beijing University of Civil Engineering and Architecture, Associate Professor, No.1 Zhanlanguan Road, Beijing (China).
2
China Railway Construction Group Co., Ltd, Master of Engineering Management, No.40 Fuxing Road, Beijing (China).
3
Beijing University of Civil Engineering and Architecture, Associate Professor, No.1 Zhanlanguan Road, Beijing (China).
4
Beijing Machinery Construction Co., Ltd, Senior Engineer, No.15 Nanlishi Road, Beijing (China).
* Qinghui Zhou, Email:zhouqinghui@bucea.edu.cn

DOI: https://doi.org/10.6036/10484 | Received: 03/dec/2021 • Reviewing: 03/dec/2021 • Accepted: 01/mar/2022

To cite this article: ZHOU, Qinghui; LIU, Yaofei; XIE, Yidong; ZHANG, Xiwang. ANALYSIS ON ANTI-OVERTURNING STABILITY OF A TRUCK CRANE BASED ON ZERO MOMENT POINT THEORY. DYNA,
May-June 2022, vol. 97, n. 3, p.281-287. DOI: https://doi.org/10.6036/10484

RESUMEN
• L a estabilidad de los camiones grúa ha sido un tema de
investigación de actualidad. El método convencional utilizado
para calcular los momentos de equilibrio es el que analiza la
estabilidad. Sin embargo, pueden producirse errores debido a la
falta de simulación dinámica dichos métodos convencionales.
Por lo tanto, para minimizar estos errores, este estudio utiliza
la teoría del punto de momento cero (ZMP) para calcular la
capacidad máxima de elevación del camión grúa teniendo
en cuenta la carga dinámica y, adicionalmente, se propone
un método de detección de antivuelco. En primer lugar, se
estableció el modelo de la grúa de camión y se obtuvo la
fórmula de solución del ZMP. A partir de la ecuación de
Lagrange, se analizó el modelo dinámico de las oscilaciones
de la carga útil durante el funcionamiento de la grúa. En
segundo lugar, se utilizó la teoría ZMP para analizar la
estabilidad del camión grúa y obtener la carga útil máxima.
A continuación, se realizó un ensayo experimental para
medir la presión de los cuatro estabilizadores y se calculó su
centro de presión (CoP) durante las operaciones de elevación,
izado y giro. En comparación con un movimiento estable, los
resultados muestran que experimentalmente el CoP vibraría de
forma irregular, lo que reducirá la capacidad de elevación en
movimiento. Por último, se propone un método de detección
de antivuelco basado en ZMP y CoP. Los resultados demuestran
que la reducción de la capacidad de elevación obtenida
mediante este nuevo método está causada por la carga
dinámica.
Además, los resultados muestran que la oscilación de la carga
útil tiene un efecto mayor en la capacidad máxima de elevación
que los propios movimientos de elevación, izado y giro. Además,
la carga útil máxima disminuye de forma más pronunciada
conforme aumenta el ángulo de oscilación. En resumen, el
método propuesto proporciona una herramienta útil para el
cálculo de la estabilidad del camión grúa y puede predecir con
mayor precisión el estado de la grúa frente vuelco reduciendo
los riesgos durante la operación de la misma.
• Palabras clave: camión grúa, vuelco, punto de momento cero,
centro de presión, estabilidad.
ABSTRACT
Truck crane stability has been a hot research issue. It is a
conventional method used to calculate the moments equilibrium
when analyzing stability. However, errors can occur because of the
lack of dynamic simulation in conventional methods. Hence, to
minimize errors, this study utilized the zero moment point (ZMP)
theory to calculate the maximum lifting capacity of the truck cra-
ne considering the dynamic load, and proposed an anti-overtur-
ning detection method based on the theory. First, the model of the
truck crane was established and the solution formula of ZMP was
obtained. From the Lagrange equation, the dynamic model of pa-
yload oscillations was analyzed during crane operations. Second,
the ZMP theory was used to analyze the stability of the truck cra-
ne and derive the maximum payload. Next, the experiment was
conducted to measure the pressure of the four outriggers and
their center of pressure (CoP) during hoisting, luffing, and slewing
operations were calculated. Compared to stable movement, the
CoP would vibrate irregularly, consequently reducing the lifting
capacity of unstable motion. Finally, the anti-overturning detec-
tion method is proposed based on ZMP and CoP. Results demons-
trate that the reduction of lifting capacity is caused by the dyna-
mic load. The payload swing has a larger effect on the maximum
lifting capacity than hoisting, luffing, and slewing motions. The
maximum payload can decrease with the increase of the swing
angle. The proposed method provides a correct judgment on the
stability of the truck crane, which can accurately predict the over-
turning state of the crane and reduce the risk in the operation.
Keywords: truck crane, overturning, zero moment point, cen-
ter of pressure, stability.
1. INTRODUCTION
Anti-overturning stability is one of the important conditions
for work safety. The truck crane has been widely used in factories,
mining enterprises, and construction sites because of its good mo-
bility and off-road performance. However, the tip-over accident
of truck cranes is often caused by the failure of crane stability to
meet the requirements, resulting in property damage and injury to
operators. Therefore, it is necessary to study the stability of truck

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cranes to prevent overturning, ensure safety during operation, and
reduce the risk of accidents.
Moment equilibrium is the most common method used when
analyzing the stability of a crane. The maximum lifting capacity
can be calculated according to the moment equilibrium. However,
when lifting heavy objects, the stability of the truck crane will
differ considerably under different lifting conditions and opera-
tion modes. The truck crane must be considered a dynamic object
because of the possibility of performing different motions in dif-
ferent ways.
Zero moment point (ZMP) is used and developed to prevent
tip-over of truck cranes because it is an efficient algorithm for
determining the gait stability of a biped walking robot [1-3]. The
ZMP algorithm was proposed by VUKOBRATOVIĆ in 1972 to ana-
lyze the practical stability of robots interacting with a dynamic
environment. In recent years, ZMP theory has been applied for
the stability analysis of other vehicles. For example, Bo-Hyun Yu
et al. [4] utilized the ZMP theory to improve the dynamic stability
and prevent excavator tip-overs. Jin Liqiang et al. [5] proposed a
fuzzy control for the anti-rollover of commercial vehicles based on
ZMP. Xia Guang et al. [6] built an anti-rollover prediction model of
counterbalanced forklift trucks on account of ZMP. Compared to
truck cranes, these vehicles work on different operating conditions
in different ways. Hence, it is necessary to improve the stability of
truck cranes according to the ZMP algorithm, which is suitable for
the judgment of dynamic stability. The maximum payload, which
is generally used to guide the lifting operation on actual construc-
tion sites, can be calculated. Therefore, this study created a theo-
retical model to analyze the anti-overturning stability of the truck
crane under the ZMP algorithm. The influence of dynamic factors
was considered on the maximum lifting capacity, such as payload
swing, luffing, and slewing motion to improve the accuracy of the
model. The experiment was carried out to test the four outriggers’
pressure and calculate the center of pressure(CoP) to validate the
theoretical model. The anti-overturning detection method was
proposed based on ZMP theory, which could accurately predict
the tip-over possibilities of the crane. Hence, efficient measures
can be taken for the anti-overturning control to avoid the risks.
2. STATE OF THE ART
Many studies on the anti-overturning stability of truck cranes
have been conducted in recent years. The overturning accidents of
truck cranes depend on many factors in the construction site, such
as outrigger settlement, poor grand conditions, overload, rapid
slewing, payload oscillations, failure to level the crane, high-wind
operation, etc. Ground deformation is the most important factor
in the outrigger settlement. R. Fukagawa et al. [7] analyzed the
effects of ground deformation on the overturning of truck cranes
and designed the corresponding alarm system. However, the sta-
bility model was established because of the moment method. Zyg-
munt Towarek[8] considered ground deformation and the dynamic
model of a truck crane when the boom rotates. However, the en-
tire system rests on a linear rheological system to analyze the
deformable soil. Qingle Yang et al. [9] established a flexible multi-
body dynamics simulation model considering the coupling effects
of the crane mechanical structure flexibility, ground deformation,
and load’s dynamic pendulum motion. However, its research was
based on flexibility ground deformation according to the structure
of crawler crane. The outrigger reaction force is also another im-
portant condition to determine stability. Giuseppe Romanello[10]
determined the outrigger reactions using graphical considerations
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Analysis on anti-overturning stability of a truck crane based on zero moment point theory
Qinghui Zhou, Yaofei Liu, Yidong Xie and Xiwang Zhang
with the advantage of performing the task quickly without the
need for complicated calculations. However, it was still difficult
to obtain the original data set by this method. Qian J.B. et al.
[11] presented an original interactive analysis method consisting
of mathematical calculations based on theoretical mechanics and
mechanics of materials, and dynamics simulation for quantify-
ing outrigger reaction forces of a kind of hydraulic mobile crane.
However, it depended on the commercial software ADAMS (Auto-
matic Dynamic Analysis of Mechanical Systems) and lacked ex-
perimental verification. SHI Jinqiao et al. [12] made a theoretical
model on the outrigger reaction force with uncoordinated stiff-
ness., and Zhang Cheng et al. [13] calculated outrigger reaction
force of truck crane by contribution moment principle, but their
calculations lacked kinematic and kinetic analyses. Teng Rumin
et al. [14] discussed the stability of the truck crane in confined
space considering larger formation and analyzed how the stability
can be judged when the outriggers could not be fully extended.
However, the maximum lifting capacity was still determined from
the moment method. Some errors can occur between the results
calculated by the moment method and the actual work situation
because of the influence of various factors from rapidly changing
crane acceleration. Thus, to minimize the errors, dynamic mod-
els have also been used to accurately evaluate the performance
of the crane, considering the dynamic factors, such as the swing
payload, wind load, etc. Wang Shenghai et al. [15] summarized
the payload anti-swing control of marine cranes by main manu-
facturers. However, the mathematical model and solution were
not mentioned in the paper. Sun Yougang et al. [16]derived the
nonlinear dynamic equations of offshore container crane systems
subjected to the ship motions based on dynamic analysis; howev-
er, the crane foundation was on the ship whose movements were
induced by wave and wind. Ngo QH et al. [17] investigated a prob-
lem on payload pendulation and container position for an offshore
container crane by using an adaptive-gain sliding mode control
scheme. However, the research object lacked CoP (center of pres-
sure) analysis of outriggers. Le Anh Tuan et al. [18] built a system
model with full consideration of wind disturbances, geometrical
nonlinearities, and cable elasticities of cargo lifting and boom
luffing but the study focused mainly on marine cranes rather than
truck cranes. Different cranes have different operations and per-
formances; e.g. cranes mounted on ships or offshore platforms are
inclined to be unstable because of the dynamic load on the crane
due to vessel motion. Additionally, the stability of the vessel or
platform should be considered on the sea. Li Weitao et al. [19] es-
tablished a double-swing dynamic model of the grab bucket gan-
try crane. Cai Fuhai et al. [20] developed detection equipment for
gantry cranes to overall wind resistance; however, dynamic effects
were neglected by assuming that the crane operated at a slow
speed. Recently, ZMP theory has also been applied to truck cranes.
For example, Yoon, B.-J. et al. [21] developed a dynamic simula-
tor of mobile cranes based on analyzed overturn limit data from
zero moment point (ZMP) theory, and applied the analysis results
to site tests. However, the study lacked CoP and dynamic analysis
of load swing. Hor Tan et al. [22] proposed a cable-driven parallel
robot with three mobile cranes for search-and-rescue operations,
and ZMP was applied to analyze mobile base stability; however,
its application was limited to small robots hoisting environment.
The moment method plays a major role in the stability of the
truck crane. However, because the dynamic simulation was not
completely carried out, some errors between the calculated val-
ue and the actual situation can still be observed. In the moment
method, the safety factor is often used to replace the dynamic
Cod. 10484 | Building technology | 3305.32 Structural engineering
Analysis on anti-overturning stability of a truck crane based on zero moment point theory
Qinghui Zhou, Yaofei Liu, Yidong Xie and Xiwang Zhang
load. However, the safety factor is a constant, which cannot re-
flect the variation of load over time, and hence, some errors will
occur. Moreover, the value of the safety factor is inclined to be
larger because it is assumed that the crane work is in the most
unsafe condition. The larger value can reduce the lifting weight of
the load and lower the lifting capacity. Dynamic analysis should
be performed considering the effects of acceleration from rapid
motion or external force. Compared with the moment method, the
ZMP method considers the inertia force of each component, and
the maximum payload can be accurately evaluated by a dynamic
model. Therefore, it is beneficial to the dynamic analysis and ac-
curate judgment of the stability of the truck crane. As a result, this
study established a dynamic model for a truck crane on account of
the dynamic load, measured the reaction force of outriggers, and
determined the overturning stability by ZMP.
The rest of this paper is organized as follows. In section 3, the
mathematic model of the truck crane is established, their coordi-
nate value is calculated, and the dynamic modeling of the swing
payload is carried out. In section 4, the maximum lifting capacity is
obtained through a mathematic model and experiments are made
to discuss the factors affecting the maximum lifting capacity. A
detection method based on ZMP and CoP is proposed to determine
crane stability. The last section summarizes the conclusions.
3. MATERIAL & METHODS
3.1. PHYSICAL MODEL OF THE TRUCK CRANE
An outline of a truck crane is shown in Figure 1, which was set
on the flat and non-deformed ground. The physical model should
be defined with the purpose of calculation taking into account the
dynamic behavior of truck cranes. It was assumed that the carrier
frame, boom, and outriggers of truck cranes are rigid, the center of
gravity of each boom was located at the geometric center of the
boom, and the hoisting load was regarded as a mass point. Some
parameters that had little influence on the dynamic behavior of the
truck crane were ignored, e.g., the distance between the center of
outriggers and the friction torque generated during rotation. When
the truck crane was hoisting, it was supported by four outriggers.
Fig. 1. Model of truck crane
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artículo de investigación / research articlennnn
To express the crane behavior on coordinate, the rectangular
coordinate system with x-,y-, and z-axes was set up at the in-
tersection with the rotational center axis. The following discrete
components of the truck crane were identified in Table 1(see sec-
tion: supplementary material), which also listed their notations.
The coordinates of the important components of the truck
crane can be obtained as followed:
Crane carrier gravity center coordinate: (eh, 0, h1);
Counterweight gravity center coordinate: (Lp cosa, Lp sina, h2)
Boom gravity center coordinates: (Lc cosa, Lc sina, Lc tanb + h3);
Load gravity center coordinates: (Lb cosb cosa, Lb cosb sina, Lb
sinb-l);
where h1, h2, h3, respectively, are the gravity center heights of
the crane carrier, counterweight, and boom from the ground.
3.2. ZMP THEORY
Zero moment point is a concept related to dynamics and con-
trol of legged locomotion, e.g., for humanoid robots. It is also de-
fined as the point where the total moment of external force, the
inertia force, and gravity forces equals 0 (zero) in the system of
truck crane, i.e., ZMP is a point with respect to which dynamic re-
action force at the contact of the support surface with the ground
does not produce any moment in the horizontal direction. Once
ZMP is out of the support surface, the overturning of the truck
crane will occur.
The resultant force of gravity and inertia is given by:
(1)
where, mi is the mass of every component of the crane(i=1,2,…
,n), (xi, yi, zi) is the mass center coordinate, , , and are the ac-
celeration of the mass center in the x, y, and z directions, respec-
tively, and g is the acceleration of gravity. The moment equation
is obtained as follows:
(2)
ZMP is the point that the resultant moment in the x- and y-
axis direction is zero,
(3)
The coordinate of ZMP can be obtained as follows:
(4)
Hence, the coordinate values xzmp, yzmp of the ZMP at the x- and
y- axes directions can be calculated by putting the value of the
mass center coordinate of every component into the Equation (4).
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Qinghui Zhou, Yaofei Liu, Yidong Xie and Xiwang Zhang

3.3. DYNAMIC MODEL OF LOAD SWING

Swing oscillation is the most common problem encountered
when a crane is operating on the construction site because of the
frequent start-stop action of slewing, luffing, or hoisting. Iner-
tia forces are inevitably generated to make the load sway. If the
ZMP is located at the edge of the safe zone, i.e., ZMP is in critical (7)
condition, even a minute inertia force generated by the load sway-
ing can cause the overturning of the crane. It is important to the
analysis because load swaying can lower the crane stability.
To analyze the influence on the lifting capacity during load
swaying, it is necessary to establish a dynamic model of the load Because the swing angle is relatively minute, it is assumed
swing for the truck crane. that . The dynamic model of load swing during
Origin is placed on the platform and can be defined as a point slewing motion is simplified in equation (8).
placed on the axis of rotation. Coordinate axis z is perpendicular
to horizontal ground space. Coordinate x overlaps with the longi-
tudinal axis and y-axis with the transversal axis of the truck crane. (8)
The axes are defined in the case when the truck crane is based on
the horizontal ground space. The x, y, z coordinate system is shown
in Figure 2. According to Equation (8), the velocity and acceleration of
load swing can be calculated to determine the acceleration of the
mass center of each component. When the acceleration is brought
into Equation (4), the coordinate value of ZMP can be obtained
when the load swings.

3.4. COP AND ZMP

CoP refers to the center of pressure of outriggers reaction
force, which can be measured by using force sensors on the out-
riggers [23]. The reaction force of each outrigger is expressed as
Fi, and the coordinates of each outrigger are (xi, yi),

(9)
Fig. 2. Dynamic model of load swing

Lagrange’s equations can be stated as follows:

The center of pressure (CoP) coincides with the ZMP as long
as the dynamic system is in balance [24]. If the truck crane is not
dynamically stable, the CoP can still be determined but this loca-
(5) tion does not represent the ZMP. Therefore, ZMP can be traced
by detecting the reaction force of outriggers to calculate the CoP
when the truck crane is stable. The accuracy of the model can also
be verified by the measurement of outriggers’ reaction forces.
where t represents time, L=T-V is the Lagrangian, and qi is the
generalized coordinates. By determining the kinetic energies T
and potential energies V of the system, the Lagrangian equation 4. RESULT ANALYSIS AND DISCUSSION
is given by following:
4.1. ANALYSIS OF EXPERIMENTAL RESULTS
The pictures of the experiment on crane are also shown in Fig-
ure 3. Respectively, Figure 3(a),(b),(c) and (d) are the appearance of
(6) truck crane, the load, the data acquisition system and its interface.
The parameters of the truck crane are shown in Table 2(see sec-
tion: supplementary material).

(a) Apperance of truck crane (b) Load (c) Data acquisition system (d) Interface
Fig. 3. Appearance and experiment of truck crane

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Analysis on anti-overturning stability of a truck crane based on zero moment point theory
Qinghui Zhou, Yaofei Liu, Yidong Xie and Xiwang Zhang
A 25-ton truck crane, QY25, has a telescopic boom consisting
of four outriggers. The length of the boom was set as 17.68m, the
luffing angle as 60°, the lifting load as 3.3 t, and the operating
surface as rigid. For this case study, the slewing angle was from 0°
to 360°, i.e., the crane rotated a revolution. The measured results
are shown in Figure 4. The outrigger forces and the curves accord-
ing to the experimental values are shown in Figure 4(a) and (b) at
static load and dynamic load.
The load swing will dramatically lower the crane stability be-
cause load swings can generate inertial force. The dynamic change
of the weight will cause the reaction forces of the outriggers to
fluctuate at the equilibrium position resulting in the fluctuation
of their CoP. Once the CoP is out of the boundary of the stability
zone, the truck crane will be in an unstable state and will be at
risk of overturning.
If load swayed and the slewing angle varied from 0° to 360°,
the reaction forces of outriggers would change with the rotation
of the crane, as shown in Figure 4(b). In contrast to a stable state,
the reaction force of each outrigger would produce jagged fluc-
tuations.
If the crane rotated from 0° to 360°, the outrigger reaction
forces would change at a different luffing angle, such as 40°, 50°,
and 60°. The changes of outriggers reaction forces plotted in a po-
(a) Outrigger reaction force with slewing angle
(b) Outrigger reaction forces at dynamic load
(c) Outrigger reaction forces versus slewing angle
Fig. 4. The measured results of outrigger reaction forces
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artículo de investigación / research articlennnn
Fig.5. Position of ZMP and CoP
lar coordinate system, as shown in Figure 4 (c). The maximal reac-
tion forces spread from the center to the edge, which meant that
the maximal reaction force of the outrigger increased gradually
with the decrease in luffing angle, i.e., with the lowering of the
boom. However, these curves of the forces versus slewing angles
were similar at a different luffing angle.
The CoP could be calculated according to the measured force
of outriggers to compare with ZMP. Figure 5 shows the position
of the ZMP and CoP when slewing. The ZMP coincides with CoP
when the crane slews steadily.
Outrigger reaction forces with boom lowering were measured
at diffrent payloads. The boom length was set to 17.68 m, the lift-
ing weight of the load was 3.3 t, and the boom was located at the
rear of the crane, i.e., the slew angle was 0°. The reaction forces of
the outriggers were measured when the luffing angle was gradu-
ally reduced from 60° to 25 °, and the luffing velocity was kept to
1 °/s and shown in Figure 6(a). The forces of the rear outriggers
increased over time while the forces of the front outriggers de-
creased accordingly.
The boom length was set to 17.68 m, and the slew angle was
0°. If the lifting weight of load increased to 8.5 t, the reaction
forces of the front outriggers would be reduced to 0 at the luffing
angle of about 37° when lowering the boom, as shown in Figure
6(b). This finding indicated that the front outriggers were about to
be lifted out of the ground and in a tipping state. In this critical
situation, the crane would overturn if the load swayed.
The dynamic load could also evidently reduce the lifting ca-
pacity of the crane. Figure 7(see section: supplementary material)
shows that the maximum payload was simulated in dynamic and
static states when the boom rotated from 0° to 360°, respectively.
The swing of the load would lead to a change of payload. Thus,
the maximum lifting weight in the dynamic state would be less
than in the static state because the dynamic load caused the rap-
idly moving components to add instantaneous acceleration at the
mass center, resulting in inertia force, which in turn caused the
lifting capacity to be smaller than the static load.
4.2. INFLUENT FACTORS ON MAXIMUM PAYLOAD
In the QY25 truck crane, the simulation parameters were set as
follows: the boom length was 10.4m, working ranges were 5.5m,
6.0m, and 6.5m, respectively, rope length was 5m, swing angle
was within 20°, and the crane boom worked at the rear. The simu-
lation results were shown in Figure 8. The maximum lifting capac-
ity is shown in Figure 8(a). The payload swing has considerable
influence on the maximum lifting capacity. The maximum lifting
capacity decreases with the increase of the swing angle. At the
same working range, such as 6.5m, when the swing angle was
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Qinghui Zhou, Yaofei Liu, Yidong Xie and Xiwang Zhang

0°, the maximum lifting capacity could reach 14.4 t. Meanwhile,

when the swing angle was 20°, the maximum lifting capacity was
reduced to about 4.7 t.
When the length of the boom was kept at 17.68m, and the
luffing angles were 45°, 50°, and 55°, respectively, changes of the
maximum lifting capacity were observed as shown in Figure 8(b).
When the boom rotated a single revolution, i.e. the slewing angle
changed from 0 to 360°, the maximum lifting capacity varied at
a different slewing angle. However, these curves of the maximum
payload versus slewing angles were similar at a different luffing
angle. The maximum lifting capacity decreased with the reduction
of the luffing angle. The smaller was the luffing angle, the smaller (a) Maximum payload with swing angle
the lifting capacity was. When the boom was horizontal, i.e., the
luffing angle was 0°, the lifting capacity was the lowest.
Figure 8(b) also shows that when the slewing angle changed
from 0 to 360°, ZMP was located at different positions of the
safe zone because the tip-over boundary of the crane differed. For
instance, when the boom worked at the right side of the crane,
the tip-over boundary was the connecting line of two right out-
riggers. When the boom rotated to the rear of the crane, the tip-
over boundary changed to the connecting line of two rear outrig-
gers. Hence, ZMP is located at a different position when slewing,
and the maximum payload would also change accordingly. When
the boom worked near the outriggers, the value of the maximum
payload was larger [25]. Additionally, the frequent rapid rotation
would generate slewing acceleration, resulting in the swing oscil- (b) Maximum payload at boom length 17.68m when luffing (unit/t)
lation, and the value of xzmp (or yzmp) would tend to fluctuate out
of the boundary, and the maximum lifting weight of load would Fig.8. the simulation results
also be reduced.
forcing it to break to prevent overturning. Thus, the risk will be
4.3. ANTI-OVERTURNING DETECTION AND ALARM BASED avoided and the safety of the truck crane will be ensured.
ON ZMP AND COP The risk of overturning can be evaluated by the relationship
The desired ZMP zone can be calculated by ZMP theory ac- between the desired ZMP and the CoP. Thus, the index of relative
cording to the outrigger position of the truck crane at the on- instability (Sr) is defined as
site work. Meanwhile, the actual outrigger reaction forces can be
measured to determine their CoP. Once the CoP is close to the (10)
edge of the desired ZMP zone, an alarm can be raised in the crane,
where Rc is the distance between CoP and rotation center and
Rd is the distance between the desired ZMP and rotation center.
According to formula (10), the curve of Sr with the rotation angle
can be presented at different luffing angles, as shown in Figure 9.
The smaller was the Sr value, the smaller the possibility of over-
turning was and the safer the operation was. In this figure, when
the luffing angle was set at 40°, the maximum value of Sr was
0.78. When the luffing angle was 60°, the maximum value of Sr
was only 0.37. Therefore, the smaller was the luffing angle, the
more possible it was to tip over and lose stability. At the same luff-
ing angle when the slewing angle was set at 90° or 270°, i.e., when
(a) Outrigger reaction forces with boom lowering(payload 3.3 t)

(b) Outrigger reaction forces with boom lowering (payload 8.5 t)

Fig.6. Outrigger reaction forces with boom lowering at diffrent payload Fig.9. The change of Sr with slewing angle

286 | ISSN-L: 0012-7361 | 281-287 | Vol. 97 nº3 | Mayo-Junio 2022 | Dyna Cod. 10484 | Building technology | 3305.32 Structural engineering
Analysis on anti-overturning stability of a truck crane based on zero moment point theory
Qinghui Zhou, Yaofei Liu, Yidong Xie and Xiwang Zhang
the boom was working at the right/left sides, the value of Sr was
somewhat larger than at the rear because the longitude distance
between outrigger was slightly larger than the lateral distance
in this case. When the boom worked near the outriggers, it was
relatively safer because of the lower value of Sr.
5. CONCLUSIONS
To improve the anti-overturning stability and accurately de-
termine the safety of the crane, this paper theoretically analyzed
the lifting capacity of the crane with ZMP by taking into account
dynamic factors such as swinging, luffing, and slewing of crane
and verified the model by CoP experiments. A dynamic detection
method based on ZMP and CoP was proposed to determine the
stability of the truck crane. The following conclusions were drawn
from the study:
1) The maximum lifting capacity of the crane was calculated
under various working conditions according to ZMP. Com-
pared with conventional methods, the ZMP algorithm ana-
lyzed the acceleration of each component, considered the
influence of the dynamic load, and compensated for the
deficiencies of traditional methods.
2) The theoretical model of ZMP was verified through experi-
ments of measuring outrigger reaction force and calculat-
ing their CoP. The results indicated that ZMP coincided with
CoP in a stable state. Under the dynamic condition, the out-
rigger reaction force could fluctuate near the equilibrium
position, and their CoP also changed with the force fluctua-
tion. The dynamic load would reduce the lifting capacity of
cranes.
3) An anti-overturning detection method based on the ZMP
and CoP was proposed. The desired ZMP zone can be cal-
culated according to the outrigger position and ZMP algo-
rithm. The CoP can be obtained by measuring the actual
outrigger reaction force. Once CoP was closed to the desired
ZMP, an alarm would be given from the detection method.
Thus, overloading and overturning accidents can be pre-
vented in a timely manner, thereby ensuring the safety of
the truck crane.
In this study, the ZMP algorithm was used to determine the
stability of the truck crane. The theoretical model was verified by
the experiment of CoP. A detection method based on ZMP and
CoP was also offered. The maximum payload according to ZMP
was closer to the actual operation, which could improve the lift-
ing capacity of the vehicle. Hence, it has significance for operators
to guide their works. However, the stability of a single truck crane
was only studied in this paper and an analysis of the joint hoisting
operation of multiple cranes was not carried out. In addition, this
model do not consider the specific factors like the wind loads, the
stiffness of the different elements of the crane, the stiffness of
the ground, the failure of the level of the crane, etc. Accordingly,
the specific factors and the stability of multiple cranes under ZMP
theory will be the subject of further studies.
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