in'aes of coubt, tne Gemmon tanguese. saint henry 6. Freemans voc 621.873.3: 19.4 1624.96.014.2.001.24 DEUTSCHE NORM. November 1984 Cranes Principles relating to steel structures, Design of cranes on vehicles rane; Grundsatze fir Stahltragwerke; Berechnung von Fahrzeugkranen, ‘Supersedes January 1983 edition In keeping with current practice in standards published by tho International Organization for Standardization (ISO), ‘comme has been used throughout as the decimal marker. Contents 1 Field of application . . 2 Dotals to bo given for doen purposes. 3. Devign loads. . 3.1 Main toads . . 3.1.1. Solf woights lifting end lowering 9.1.3.1 Nominal load spectrum factor y and lifting classes 3.1.3.3. Sudden dropping or sudden sexing down of pseful loads « . 3.14 Inertia forees arising from drives. 3.1.5 Cantrifugal forces. : 3.1.6. Forces arising rom erane oper Ingo the crane on the road or across country . 3.2 Additional loads Bae 3.3. Special load 4 Load casos 1. Field of application This standard is applicable to steel structures of railless cranes on vehiclos with stress callectives equal to or lightor than $1, a limiting stress ratio x not les than 0,25 and notch cases equal to or better than K3 in accordance with DASt-Richtinie (OASt Guideline) 011, ‘on condition that the stress eycles do not exceed the following values: for StE 460: Ng = 2+ 108, for StE 690: Ng = 5 - 104 | for StE 885: Ng = 2,5 - 10¢. This standard incorporates deviations from, and addi- tions to, DIN 15 018 Part t which ae motivated by the Specific ystom charactorstcs,requiremants and by the special mode of operation of these cranes. Cranes on vehicles are equipped with jib systems, basic jibs which may also be fitted with a fixed jib extension ‘or with a evel lffing jib extension, which aro capable of being lowered rapidly, and the basic Jibs of which are luf- fable about ahorizontal axis. Tho following crane types form part ofthis category, as clasttied in DIN 15 001 Part 1: crawler cranes; — tuck cranes; Dione Votokapie since DIN Ravn tat angefertigt worden. Kopivren ist nicht gest ‘Beulh Vag Gm Born 95, 0809 sr eveuave sea Tor German Senaards DWNornen) 5 Calculation 5.1. Positin of slawing plane . . 5.2. Live loads (imposed loads) - 5.3 Stool grades... 5.4 Determination of stresses. 6 Vorification . 8.1. General indications 6.2. Verification in accordance with metric linear theory ity 6.3. Verification in accordance with thé geometric linear or non-linear theory (method of partial » safety factors and limiting stresses) . . 6.3.1 General stress analysis ..... 63.2 Verification of stability 64. Verification of steadiness 7 Holding ropes and guy ropes . 8 Rope drivos and lifting hooks . = trailer cranes; — somitrailer cranes. 2 Details to be given for design purposes {In accordance with DIN 15 018 Part 1, November 1984 edition, clause 3.). 3. Design loads ‘The loads acting on the structure are subdivided into ‘main loads, additional loads and special loads. ‘Main loads are: — self weights; = lifted loads; — dynamic effects arising from lifting and lowering; ertia forces arising from drives; ~ centrifugal forces; = forces arising from crene operation or from driving the crane on the road or across country. Additional loads are: = wind loads. Special loads aro: ~ test loads, “Tho above loads are grouped into load cases in clauses4, Continued on pages 2 to 12 Tit Geaelanigong des Deutsches Instat tte Normand (DBP tet, Reyiatrion 9035, Dill 16018 Part 3 Engl. Price group @ les No.o108Page 2 DIN 15018 Part 3 3.1 Main toads 3.144 Self weights Self weights are the weights ofall the fixed-and moving crane components which act parmatiently during opera tion, plus the weights of the mechanical, elocttical and hydraulic equipment in operating condition and the weight of the ropes, with the exception of the solf ‘The magnitude of the weights and the position of the centro of gravity of the crane corriponents shell be deter mined by calculation and/or weighing within a permis. sible ereor of £ 1,8 % in each cate, 3.1.2. Lifted loads ‘The lifted loads (hook loads) compriso the useful load and the salf waights of the components designed to carry the useful load (e. g, bottom block, load suspension means and stinging means). 3.1.3. Dynamic effects arising from lifting and lowering ‘The dynamic effects arising from the movement of the lifted loads aro taken into account by means of the ‘nominal load spectrum factor y and by means of the {censverse acceleration ¢ to be applied to the jib systom, which is dependent on the former. 3.1.3.1. Nominal load spectrum factor y andilifting classes (See DIN 15 018 Part 1, November 1984 edition, sub: clause 4.1.4.2). Because of the high elasticity of the structure and of the ‘continuous accelerations and decelerations generated by the diesel mechanical, diesel hydraulic or electrohydrat- lic drives during changes for erection duties and occasional cargo handling duti If different load spectrum factors ¥ have been dete ‘mined on the basis of tests, thay may or indeed they ‘must bs adopted as the basi for the calculation. IN 15.018 Part 1 shall be applicable to cranes on vehi ‘les which operate outside tho field of application of this standard, In eargo handling, grabbing or magnet work. 9.1.3.2 Transverse eccoleration € Forces shall bo applied to the jibs, transversely to the ‘respective longitudinal axis in the plane of the jb system, ‘and these forces shall bo calculated from the dead masses Of the jibs in accordanco with subclause 3.1.1, with @ transverse acceleration £3(U- Dinm: 3? 3.1.3.8 Sudden dropping or sudden setting down of useful toads (See DIN 15 018 Part 1, November 1984 edition, sub: clause 4.1.4.3. 3.1.4 Inertia forces arising from drivos ‘The inertia forces acting on the structure during aecalera- tion and deceleration of crane motions, such at travel along a horizontal (+ 0,6 %) flat and straight path, slow- ing, luting, shali be dotermined on tho basis of the maxi- mum forees arising during the type of operation of the drive concerned. In lieu of 2 more accurate calculation of vibration or tests, the rigid-body kinatic forces acting on tho struc: ture and resulting from the assessment of the movement of the centre of gravity of the system under the influence of the forces of the drive, of the resistances to motion ‘and of the inertia forces, may be increased by a coeff cient of 1,5 in order to take the dynamic affect into ‘account. In this connection, loads which are nnt guided shall be deemed to be rigidly attached to the crane; any winging of tha loads shall be ignored. 3.1.6 Contrifugal forces Centrifugal forces on slowing cranes shall ba calculated sololy on the basis ofthe self weight of the jib compo- ‘nents, and, if applicable, also on the basis of the counter- ‘weights and of the lifted toad without spectrum factor In accordance with subelauso 3.1.3, the lifted losd being deemed to bo attached to the tip of the jib. ‘The centrftige! forcer need not be taken into considera- tion if the pormissible strossos or limiting values are not ‘exceeded by more than 2 % as a result of their Influence, orif the required sefety margins are not reduced by more than 2%, 9.1.6 Forces arising from crane operation or from driving of the crane on the road or across country In so far a greater deviations of the slewing plane in cela- tion to the horizontal plane than those specified in sub: clause 6.1 are permitted during the operation of the crane with or without load, or if operation on an uneven plane and/or curvilinear travel is permitted, the static and ‘dynamic stresses which result therefrom shall be taken into eccount. 3.2. Additional loads (wind toads) ‘Wind loads shall be teken into account in accordance ith DIN 1056 Part 4 in the case of cranos exposed to the wind. Foor cranes in service the wind load shall be entered in the calculation at a ‘dynamic pressure q = 125 N « m~2, If itis more suitable ‘oF necessary from the operational standpoint, either highsr or lower dynamic pressures may be entered in the calculation, but the value entered should not be less than 50 N «m2, ‘The wind load acting on the useful load shall be caleu- lated on the basis of a wind area of 1,20 m2/t useful load (including an air resistance confficient c= 1,20), with « ‘minimum wind area of 2,00 m2, in casas where the size and shape of the usoful load are not known, For eranes out of service ‘the wind load shall be entered in the calculation at the dynamic pressures specified in DIN 1055 Part 4. The operating instruction manual shall specify the nacet- to the specific wind éonditions and to the transition from a given wind condition to ‘another condition with highor dynamie prossures (these ‘measures includs the permissible lifted load and out- reach, the position ofthe erane components, the secur: ing arrangements, ote). ‘Seouring arrongements shall be made before the wind condition including the higher dynamic pressures q arisos in function of time intoval { required for the ‘performanco of the securing arrangements, those arrange- ‘ments shall be initiated when the critical dynemnie pres- sure do = 4 ~ 30 Vt is observed. In tis equationVD the critical dynamic pressure, in N + ni~2, at which tha seouring arrangements shall be initiated; @ Is the dynamic pressure obtained by computation, In NN «m=, of the noxt highor wind condition, or the dynamic pressure specified in DIN 1055 Part 4 (crane ‘uit of service); . timo, in minutes, from the instant when the I dynamic prosture is exceeded until the instant ‘when the securing arrangements hve been completed. ‘The local weather conditions, and in particular the wind conditions (dynamic pressure) shall be kept undor obtor- vation by suitable means (wind velocity indicator and.” wind direction indicator, mateorologi Go 3.3 Spocial loads (test loads) The test oad to be adopted shall be the large test load (Pg = 1,25 P+ 0,1 A) specified in DIN 15 019 Part 2, Tablet. Load casos DIN 16 018 Part3 Pago 3 4 Load cases ‘The main, additional and spocial loads described in ‘clause 3 are collated in.table 1 in the form of load cases H, HZ and HS. All the loads in one aolumn of the zone framed in thick black lines in table 1 within the normal load cases com- bine to form load case H. All the loads in one column ‘within the normal toad cases combine to form load case HZ, and those within the special load cases, load cate HS. ‘The special load cates includo tho,load case “large test oad" and the “out of service” and "erection and dls- ‘mantling” conditions. 5 Calculation (Soe also DIN 15.018 Part 1.) a Norma load caves") H{H2)- [Special loedcaieHS| ‘Symbol a [Self weight = C ey @ clele Lita on - ml l aia [eae | —y ; Tannin aaa [Tanwar aceertion 5 =[= [= 91.83 | Sudden dropping or fudden tg denn of] ~025y -oasyr | - | - | - juseful loads Bi4 [Crane ravet i #[-[-1-1-1- stewing o_|- [= fof-f-1-1- tating we | [= el Lee 34.8 [ential force 2 [-fab-f-[e{-]-f- 1 - ~ ; toa |? Mit merase [ver | mo | [| fos ind a wt - |wl-f- Spec | 88 Bi = lade, the permit ‘unfovourabl ‘ingles tothe efane movements described in subclause 3.14. 4) Is tho wind toad for tho ct 4) If forces such as those described in subclause 3.1.6 act on the crane whilst it Is in sarvico or travelling, then thie design loads, toad casos and evaluation of the strosses varying with time shall be substantiated speci 2) P, are the seif weights of the components designed'to carry the usoful load as described in subclaise'3.1.2, and they will vary from one load case to another according to the requi 9} The wind loads whan the crane Is in sorvce are alvays o be entered i the calculation at mapnitude applicable to erection and dlsmanting; the direction of theso wind loads shall always be essumed ta be ‘when frees ersing from divas act simultaneously, the dicectlon of the wind loads shal also be asurmed at ight service éalculated from the minimum dynamic pressure q = 60 N « m~2. ally. sment concerned, pormittod in'ivico magnitude or atPage 4 DIN 15018 Part 3 Table 2, Characteristic data of steel grades for the calculation For wall 7 ‘Modulus of Steel grade tneeeetal gy | Yietd stress |Shoar modulus] “estoy up to min % G E ‘Symbol Specified in max. Ne may Nemm? | Ne mm? sta7) | DIN 17 500 See®) 240 st52-3 | 0IN 17 100 50, Ste 430 | DASt-AIchtlinfe O11 50, 460 81.000 210.000 Ste690 | DASt-Richtlinie 011 50 660 Ste 885") 35 ass '5) tn tha cota of grantor wal hleknesses, the ylod strsies specified by the manufacturer are to bo cbsevod. 8) St 37-2 and St 37-3 for wall thicknesses up to 100mm max. ffblatt (VATOV Matorial sheet) 417, May 1978 edition, 5.1. Position of stewing plane {n so feras the slewing plane is not inclined by more than £08 % lepprox. £ 0,3°) in relation to the horizontal plane, with the load applied approximately centrically on ‘the slewing connection, the position of the stewing plane ‘may be assumed as horizontal for the purposes of the caloulation. 6.2 Live loads imposed lads) Live loads shall be entered in the calculation for the com: ‘ponent concarned assuming the most unfavourable posi- tone, values and directions permitted operationally. ‘The distortions of the structure (jib system, revolving superstructure, undereartiage and supports) resulting from the self waight and from the operationally permit ted lifted load, may be taken into consideration for the determination of the most unfavourable position of the jib eystom, 0.g. of the outreach. Unavoidable inaccuraci 19 of jib system components in relation ions for operation shall bo taken into consideration for the determination of the most unfavourable position of the jib system, if they are likely to affect the safety of the components to any appraciable extent; this applies for example to cranes ‘equipped with counterjibs and additional counterweights. 6.3. Steol grades “The staal grades used for the crane shall be specified. The steal grados listed in table 2, viz. St 37, St 62-3 spocifiod in DIN 17 100, also StE 460, StE 690 specified in OASt- Richvlinie 011, and StE 885 may be used for the calcula tion with the characteristic data specified in the table. DIN 16 018 Part 1, November 1984 edition, subclause 6.4 1s applicable to materials other than those listed i rable 2. 6.4. Determination of stresses Depending on the nature and resilience ofthe structure, ‘tho strosos shall be determined in accordance with the geometric linear or the geometric nonlinear theory (stress theory ofthe’ sccond order) for to individual load cases specifi in table 1 (see clause 4}, and aso in accordance with subelause 6,2 and clause 6, with the crosssectional values specified in DIN 15.018 Part 1, November 1984 dition, subclause 6.5. If the geometric nor-tinear th is used, the procedure to be followed is that outlined subolause 6.3. {n the caa of fillet welds subject to compressive stress at right angles to the of the weld, contact between ‘the components tobe joined shall not be teken Into con sideration, 6 Verification 6.1 General “Tho goneral stress analyses and the varification of sta- bility of componunts subjzct to compressive stress described in subclause 6.2 or 6.3 shall be carried out in respect of the loadbearing components and of the prin- cipal joint assombiles. ‘The determining total stressos, which are a function of the type of crane, of the load case and of the type of, “analysis, shall not exceed the permissible stresses spect- fied in subclause 6.2 in each case, or the limiting stress0s specified in subclause 6.3; in addition, the required safety margins shall not bo fallen short of. 6.2. Varification in accordance with the ycometric linear theory (mothod of permissible strossos) 6.2.1 Gonoral stross analysis ‘Tho yaeral stress analysis of safety against attaining tho yiold strength shall be carried out separately for load ‘cases H, HZ and HS, using the permissible strasses speol- fied in table 3 and tablo 4, For load case HS, the 1,1 timas strossos of load case HZ may be used. 8.2.2 Verification of stability ‘The verification of stability of safety against buckling, ‘overturning or bulging of the web plates and bulging of the rectangular plates which form part of a compression ‘mamber shall be carried out In accordance with DIN 4114 Part 1 and Part 2 for load cates H, HZ and HS. Load case H corresponds to load case 1 of DIN 4114 Part 1 and Part 2, and load casu HZ corresponds to'load casa 2,r DIN'15 018 Part} PegaS Table 3. Permissible stresses in components for the geherai strass analysis and the verification of stability Parisi |Pemisibe wale [ate | ol ate of components rarconeatue {snd compresva | "ict stisana ee | Pennisi Stan grade of components} ogg | Soma compressive | “laste” | Sparse oe Part t and Part 2 ake set wh ‘Symbol ‘Specified in Ne mm? Ne cme? Ne mm"? 4H 160 _ 142 92 ‘st379) DIN 17 100 He 180 10 ‘08 0 70 210 seez-s | pir 00 7 | @ 0 0 168 H 306 272 Et 176 s1e4e0 [pase cnn ort}. a es cor 199 m ‘0 700 268 si 000 ase cnn o14 ee ee eae ee |e mere i fo “0 708 i 20 28 0 sve 0859 - az oes eH | For ©), 7), see table 2. Table 4. Permissible stresses in welds for the general stress analysis Permissible tensile stress | Permissible compres. for wensverse loading ive stress for | Poteisible son value transverse loading | hear stress Stoo! grade 20 0 2 Od 2 te of welded components Load Nem? Nem? Nene? Burewoid, | Osu Butt weld, All yes |“ittiwelss [outta] Flot | double Al typos of wold i | Standard’ | weld | bevel butt of wold Symbot | _ Specified in quality weld x 160 12] 113 | 160 | 190 113 sta79 | oIN17 100 He 180 reo | 127 | tao | 146 cy 4 240 2a | 170 | 240 | 198 170 sts23 | om 17 100 : + Hz 270 240 |. 191 | 270 | 220 191 base. H 308 an | 216 | 08 | 28 26 Ste 460 t— = —— — Richttinio Ot Faz, 346 Ee ee ce 28 DASE. 4 460 460 steea0 | DASE, a eee Richttinie O11 baz we “seal raeeitliiais x 680 sas | a7 | 590 StE 8867) Bee fz 055 soo | 470 | 066 For ), 7), ee table 2 The verification of safety against billging of plates shall Table 5.- Partial safety factor 2 alto be carried out in accordance with DIN 4114 Part 1 and Part 2, but instead of adopting the safety factors ¥y aot Specified in ‘oad cases spocified in the aforementioned standards, the safety fac- Subelause fon | wz | Hs {rs in a¢cordance with DIN 15.018 Part 1, November 1984 edition, table 13 shail apply. In the verification in Solt weights] 9.1.1 4.20 | 1.09 | 1.09 accordance with DIN 4114 Part 1 and Part 2, the values wed loads | a1aais. fiastizo} — | “"zul, 04" of tables 3 end 4 shall be entefed in the ealou- lation in every case for “zu. 0”, Tostloads [39° | = [= [ioe ‘The buckling coefficients cw and the buckling stresses 04 Inertia forces | 3.1.4/3.1.5/3.1.6 | 1.50] 1.95 | 1.20 for components made from StE 460 and St 690 which ind loads = shall be adopted shell be those specified in OASt-Richt- else eePage 6 DIN 16 018 Part 3 Table 6. Computational limiting stresses in components for 3F the ganoral stress a is and tho vorification of stability ning values for Seale ofconpontnts |, omarion | teniand Semi, teres tim. ith tim.t Symbol | Specit Ne mn Nem? Ne mmr? sary | oN 17 100 26 192 126 ste2-3 | oIN17 100 aaa 2 | wid SEAGO | OASRAninie ort 4 368 zed ‘StE 690. | DAStAIeheInio O11 "624 Er ese tei er thesar eet} SHE 688) "| 796 708 460 For 8), 7, seo table 2 7 ‘Table 7. Computational limiting stresses in weids for tho ganoral stress analysis aaa Timiting values for fontimit- | — tron inthe cata wansere | eonproon nth cae seagene | Sere Senn secggunats | se vwoldad components ies nent ne Sovble [bunts | angy | Sata Aateypes | sea | Seca! | in Filer | Al pce Symbol | _Specitigin | OW | aaeispe | sway | weld Bieta scotia ‘st979) | OIN17 100 216 ya2 | 188 | a0 73 158 ‘st62-3 | DWN17 100 aau~«~=Cke8S* CaO | ae | tee | _ae0 [ ste460 | oasenicnuneo | 4 368 203, 414 331 293 SIE 680 | OastAreninn ott ani oa | ao | mn | a | soo ‘StE 8857) ~| 796 708 663 796 639 460, For §),7),s00 table 2. {ine 011. Buckling costficients co for othor cross see: tions and/or materials, and buckling stresses 0, for other ‘materials shall be dotarmined in agreement DIN 4114 Part 2, Februaty 1953x edition, guideline 7.2 and guideline 7.4, in function of tho material cherecter: istic data guarenteed by the manufacturer and of the ceross-seational shapes. 6.3. Verification in accordance with the geometric linear ‘oF non-linear thoory (method of partial safety factors and of limiting stresses) 6.3.1 Gonoral stross analysis Tho gonoral stross analysis against attaining the yield strength shall be carried out separately for load cases H, HZ end HS. It shall be demonstrated that the limiting strosses fim. and lim. in accordance with tables 6 and 7 will not be ‘exceeded under the action of the loads listed in table 1 multiplied by the partial ssfety factors 7p in accordance with table 6. When using the geometric non-linear theory, DIN 4114 Part 1 and Part 2 shall be taken into consideration in ¢o far as applicable, and prestrains (imperfections) shall be taken into account in particular in the cetculation, if thoy are likely to cause appreciable strosses. ication of stability ification of stability shall be carried out as. described in subclause 6.2.2, but using the strassos or stress resultants arising from the laads multiplicd by the partial safaty factors. These stresses or stress resultants shall not exceed the 0,9 times limiting values speci DIN 4114 Part 1 and Part 2 (buckling, collapsing or bulging stresses). {If the co method described in DIN 4114 Part 1, July 1952xx edition, clause 7 is used for one-piece compres sion members of constant cross section, we must have: in S(eFD SE tim. a re t,o In the aforementioned relationship, S (yp Fi) represents the compressive force resulting from the loads mul by the partial safety fectorsandiim. og represents the limiting stress specified in table 7. For the verification ofthe roquired safety against bulg ing of plates described in DIN 4114 Part 1, duly 1952xxedition, closes 16 and 17, the following relationship shall be satisfied: Je 8F nF Aiagles unifides communes aux différents types d’ouvrage et de matériaux (Standardized rules applying to differant types of construction and different building materials), November 1978; institut fir Bautechnik (Institute for Building Techno- logy), Berlin Previous editions DIN 15.018 Part id 1.83 Amendments The following amendments have been made in comparison with the January 1983 edition: A misprint in table 7 has beon corrected The references with regard to DIN 15 018 Part 1 and Part 2 have been updated. Explanatory notes 4n consequance ofthe progress in development of the .zulop \* ‘modes of construction and of the design methods of Nom 107 Np (aatig cranes on vehicles, specifications additional to DIN 16018 Part i have been laid down in thistandord, where {t shall bo applied directly to cranes on vehicles with the sis tho index of the strs colloctive 0, 1, 2,3; ‘ecified material-dopondent stress cycles, viz.to struc Ny =2 108; {ies in aspect of which no verification of service strenath is tho axponent ofthe service life charace is required. The following aspects of these cranes have terietes, been token into consideration: pocalaystam chorateri- ry, prion ofthe individu pe 1 assumption ofthe individual parameters is based on seict facet continous and powsshe deplymant Tea aed wie haat oe of the driving power) and of the structures (exceptional yielding characteristics of the slonder jibs wich are capable of being lowered) unusual made of operation (low dogree of isochronism of the mations) and world: ‘wide oxperience in-the utilization of these cranes, ‘Tho specitiad strass cycles represent limiting values the components are capable of withstanding without ration failure at the permissible strasses zul., They are a function of the stress collective 8, of the limiting stress ratio x, of the notch case K, of the probability of survival Pd and of the steel grad ‘The nurnbar of limiting stress oycles Ng has been deter- mined on the assumption of a sass collective $1, of a stross ratio’é © ~0,26, of a notch case K3 specified in DASt-Richtlinio 011 and of a probability of survival Pi = 80 %, on the basis of the following formu the notch cese or in the stress callestive, can be deter: ‘mined with the ald of the above formula, This standard ean also be used in an enelogous way for cranes with comparable uiilization and system chera toristics; consequantiy it reprasents the first stage of a further development of DIN 16 018 Part 1 for crane structures with predominantly static loading. It is appli cable in conjunction with DIN 16 018 Part’1 and with, DASt Richtlinic-O11, the latter because of the considera: tion to be given to the high strongth fine grained struc- tural stools StE 460 and StE 680, 10) Obtainable from: Stah/bau-Verlags GmbH, Ebertplat2, 0-600 Kéln 1,> adequs ‘The most important specifications ofthe standard a liscussed In detall in the following paragraphs: The self weights and lifted loads have bean redefined in agreement with ISO 4305. Accordingly, the woights of the carrying means (holst ropes) have been assigned to the solf weights, whilst the lifted load consists of the useful foad and of the self weights of the components)" directly involved in the supporting ofthe useful load. ‘The megnitude and the position of the centre of gravity of the self weights represent system characteristics which are to be determined with great accuracy in every cate, with the object of limiting the axle loads during road ‘transport; thanks to their close tolerancing, the adoption of lower partial safety factors for the verification doscribad in subclause 6.3 is justified. The structure Is excited and dynamically stressed when the lifted load is ralsed and lowered. These dynamic effects are taken into consideration in the first instance in the same way as in DIN 16 018 Part 1 by approximation, viz, by multipiying the lifted load by the load spectrum factor Y. Because of the system characteristics of eranes ‘on vehicles in the flald of application of this standard, @ classification Into lifting classes Ht and H2 respectively hhas been decided, in function of the mods of operation. In addition, a “transverse acceleration’ ¢ (m +5~2), act- ing at right angles to the longitudinal éxis of the jb in question, in the plane of the jlb system, is datermined funetion of the load spectrum fector y, which is @ meas- Ure of the magnitude of the excitation of the structure vibrations, On the basis of the inert forces which erise therefrom, the bending stresses in the jib which arise dur- ing the raising end lowering of the lifted load (funds- ‘mental oscillations) shall be determined by approxima tion (00 figure 1). Tho maximum inertia forces arising from drives shall be teken into consideration when the crane on a vehic operated “according to its normal intended purpose ‘Those forces con bo determined by calculation or as the ‘result of tests; in either case, the values used forthe cal- culation shall bo the most unfavourable ones, correspond: Ing to a mode of operation which is onty just on the borderline of the “normally intended purpose". If the consequences of switching errors or emergency shut downs are more unfavourable, then they shell be taken into consideration adaitionally as special loadings. An ly horizontal position of the slewing plane: {£0,5 %) as doscribed in subelause 6.1. may be assumed for the calculation of the inertia forces from drives Should the above assumption not be-reaized, ie. should the erane have to travel or be oparated on the road or on rough ground with the slewing plane not horizontal, then the loads and load effects resulting therefrom shall bo taken into account separately. In particular, the «ction of road travel {crane operating asa vehicle) on, ‘the loed bearing compononts (0. g. on the counterweight corrir) shell bo verified. ; In agreemant with ISO 4302, the wind loads for a crane. in sevice shall normelly be calculated on the bass ofa dynamic pressure q = 126 N m2, The calculation of tho wind load on a lifted food of unknown size and shape has been decided in an analogous way and in accordance ‘with DIN 16 018 Part 1, Specifications of useful [oad or of astresch may also be ‘made for dynamic pressures othér than q = 50 N-m-2, DIN 16018 Part3 Page 9 ‘The use of the crane “according to its normal intended purpose" with in-service wind presupposes that the local ‘weather Is being monitored, o thet the.necessaty secur+ jing measures can be put in hand."in good time" if the wind conditions should become worse. The limiting dynamie pressure at which the securing measures are to te initiated is determined in accordance with a plausible, forméla based on préctical experience; this formula takes into.account the time required to carry out the Securing messures (setting down or reducing the lifted toad, atring the outreach or the position of the crane Components, dismantling ete.) and also the dynemic pressure edopted in the calculation for s given operating Condition. ‘Tho large test load specified in DIN 16 019 Part 2 shall be ‘assumed as special load, and in this connection.the spec! ficetions contained in subclause 5.2 shal be observed in respéct of the loading of geometric non-linear systems; in particular, the test loeding shal be applied in progressive ing point of the permitted slowing zone, and only the distortions arising from the self weights and from the lifted loads permitted in service may be taken into consideration for the determinstion, (of the jib pogition permitted in service, ‘The inclusion of the large test foad in the calculation is nacessery for safety reasons because of the system change which occurs duting test loadings {e.0. the lift-off of out- riggars} and because ofthe resulting superproportional increesosinstrssos of individual loadboaring components. ‘The verification of safety of the structure under ‘ction of the largo test load as defined in table 1 count simultaneously 28 verification of the calculated stability in accordance with IN 16 019 Part 2, June 1079 adition, clause 2, For the specificetion of the normal load casos due account has been peid to the fact that the isochronism of motion cchangos during the operation of cranes on vehicles which come within the scope of this standard is normally less than that of eranes wich come within the scope of DIN 15 078 Part 1. Consequently, only the dynamic. . effects of one single additional drive (e. 9. crane travel along a horizontal flat and straight path, slowing or - luffing) are to be assumed as acting simultaneously with the dynamic effects arising from hoisting and fowering. Apart from the “crane subjected to out-of-service wind” ‘condition, the importance of which is minimal in respect of the design of the loadbesring structure because of the system-inherent possiblity of being able to sot the ji ily, the effects arising during "erection 1nd during “large test loading have d 28 special load cases. In the lastnnomed load ease, a wind oad calculated on the basis of a mint- ‘mum dynamic prossure of 60 N- m~? shal be entered in the calgulation, In agreement with DIN'16 019 Part 2. During the “erection and dismantling” of the jib system, the dynamic effects created by the luffing drive shall be taken into account. In all the normal and specigl load cates, the direction of the wind loads is also to,be entared unfavourably in accordance with Subclauso 6.2; depending on the com- onent concerned and on the type of drive (defined drive forces oF accelerations) this urifavourable direction may be either parallel to, or at right angles to the motion ‘concerned.Page 10 DIN 16 018 Part 3 Two distinct methods ean be adopted for the calculation in accordance with clause 6 and for the verification in accotdence with clause 6, the principle ofwhich can be read off the lucid diagtains‘on page 11 {tee also-Bulletin 'laformation No. 116=D of the Comité Euro-lncer- national du Beton: Rdgles unitides communes aux dlif- Férents types.d’ouvrage at de matériaux, November 1976; Institut fir Bautechnik, Berlin)... | + ‘The transmission behaviour of the’structure(->S) is” decisive in respect of the choice of method; slender structures with a high deurve of yielding, and structures ‘with a variable member arrangomont (0. g. duo to liftoff ‘and consequently to outriggers becoming inoperative) shall ba calculated in accordance with the geometric non-linear theory, taking the distortions into account. ‘The position of the structure system which is permitted ‘operationally may bo assumed as starting position for ‘the calculation, taking into account the distortions resulting frorn the solf woight and from the lifted load, ‘on condition that this position has been specifically laid down In the operating instruction manuel. Tha effeot of tho remaining loeds and of the load increases on the distortions, due to the adoption of partial safaty factors ‘or to the increase of the lifted load up to the large test load shall not be compensated by the re-adjustment of the jib system, |f tho position of the jib system is governed in accord- ‘ance with a controlled variable elther by the crane driver or automatically, then the most unfavourable position, conditioned by the largest control error, shall be adopted for the calculation, and in addition a reasonable safety {actor shall be appliad to the control error. On the basis of actual experiance, the usa of the fine grained structural steel grades StE 460 and Sté 690 been provided for in this standard in addition to the St 37 and St 52-3 structural stools, by declaring that the DASt-Richtlinie 011 is also valid, The frequently resorted Use of StE 885 fine grained structural steel has been left to the responsibility of the manufacturers and users of this steel, and it presupposes that the menufacturer of the steel witt comply with its utilization characteris ‘and weldability aspects, and that the user of the steol possesses a thorough experience of the pracessing of stool grade, and in particular that he is thoroughly. ‘conversant with the welding technology concerned. ‘The permissible stresses for all steel grados and the limit ing stresses for components and welds have been speci fied along the lines of DIN 15 018 Part 1, taking into, ‘account past experience with fine grained structural steols used in the construction of cranes on vehicles, and also tho results of random tests. In rolation to the yield stress of tho steal grades featured in table 2, the “overall safety factors" for the calculation of zul. 9 for the com: ponents amount to: 4 ® $1,600, yz, 1,939 and yygg = 1,212 ‘The values for tho pormissible compressive stresses have been determined from ‘ul. 0 0,889- zu. ‘and the values for shear have been determined from sez 2. e ‘The limiting stresses and the partial safety factors for the lifted toads hava bean specified in such a way that the same calculated “overall safety factors” shall apply as in the case of the method of permissible stresses. The influ ence of the closoly toleranced self weights has on the contrary been evaluated more favourably asa result of smaller partial safety factors, whilst the influence from ‘the more widely dispersive inertia forces has been eval uated more unfavourably asa result of larger partial safety factors. If tho required solf weight tolerances a exceaded, the patia safety factors of the self woights for load cases H, HZ and HS are to be inereaed accordingly. “Thanks to the introduction of the method of partial safety factors etd limiting stresses, thas been possible cn the one hand to achiave a differentiated weighting of ‘the individual load cases, und on the other hand to pro- vide a better forrnal compatibility between the: tion of strength and the verification of steadiness, The adoption ofthis dtforentiated computational verti cation of safety of structures of cranes on vehicles pre- supposes a vary largo measure of agreemant between the substitute systoms for the determination ofthe stresses (F-+S +B > B) and the reality. The partial safety fac- tors shall only be applied to loads listed in table § which will enerate an increas in the stceses ofthe material component to be calculated. Local stressos which are not covered by the caleulation of the structures (connections, joints etc.}, for example in accordance with the technical bending and torsion ‘theory for the three-dimensionally loadable bers {beams}, but which must necessarily occur fr the purpose of s {ying the local equilibrium conditions (occentrolt flexure of plates or shells) shall be taken into considera: tion additionally no less than any appreciable local stressos ceusad by distortions (secondary stestes) caused bby differences between the substitute system and reality {B+ B= 8B); it may therofore prove very expedient to design this reality in conformity with the calculable sub- stitute systems which are close to reality. For example, iteay bo desirable to roplace multicomponent com: pactly built three dimensional frameworks made from {lower ends of ibs, tips of jbs) by plate stu tures (box structures, plate girders), in order to circum- vent the complez, problematic verification of safety of ‘multibar tube junction points, DIN 16 018 Pert 1 and consequently DIN 4114 Part 1 ‘and Part 2 are the ruling standards in respect of the va fication of stability when the method of permissible ‘stresses is used; as regards the safety against bulging of plates, the values listed in DIN 16 018 Part 1, Novernbor 1984 edition, table 13 are specially applicable, {fthe method of partial safety factors andlimitingstresses is used, a verification of stability adapted to this method and to DIN 4114 Part 1 and Part 2 shall be carried out ‘the determining stress resultants S (yp Fy) and stresses 0(yp Fi) and t (yp Fy) When tha structure is caloulated in accordance with the geomettic nonsinear theory, only local stability problems (e. 9, the buckling ‘of singlo bars, the collapsing of tree flanges, the bulging of plate panels) are likely to arise as a general rule, Sult- able formulae aro specified for this purpose. For holding ropes and guy ropes, the permissible rope tensile strstes and the limiting velues of rope tonsil stresses have been specified for load cases H and HZ in function of the computational ultimate tensile strength strength dy of the ropes asdetermined by tests; They apply to wire ropes made from jul wires with nominal strongths up to op = 2200 N - mm=2, which are widely used in tho construo: tion of eranes on vehicles and have proven themselves in practic. i at Thenks to the clastication of the rope drives nd tifting hooks into driving mechanism groups featured in olause 8 and dependent on the mode of operation peculiar to cranes on veieles, the necessary foundations for a stand ardization of the design methods for th principal driving ‘mechanism components have beon laid; this ruling In the present standard, undertaken on a tamporary ba destined to be incorporated in the relevant standards {DIN 16 020 Part 1 and DIN 16 400) at the noxt ‘opportunity, DIN 15018 Part3 Page 11 ‘The cranes on vehicles calculated in accordance with this standard arg subjact to restrictions (tee-unider feld of application):of which the operator must be made aware in sultable fashion; for example in the op tion manual and in the crane test document: {In order not to exceed the specified stiess collective, structions relating to the permissible mode of opera: tion (0.9, normal orection duties) shall be given. If the wind area or the shape féctor of the load exceeds the values given in subctause 3.2; then the'lifted load oF the pormissible wind velocity shall be reduced accord: ingly: Figure 1. Loading of jIb components by transverse accelarationePage 12 DIN 16 018 Part 3 Diagrammatic representation of the methods used for calculation and for the verification Calculation and verification in accordanco with the rmothad of permissible strossos as detcribed in subclauso 6.2 AB (FP) structure Cros section ‘ 6 cee L. cman’ A BL SUED Bury Y Key to symbols: Tad of oad cate sting ynfavouraby in vespect of megnitude, position and drction S$ (R); stress resultants oF nominal stresses afsing fron Fy, Under the hypotheses of the technical BEE) lexure theory ‘AB (9, additional stresses specified in DiN 18 018 Part 1, November 1984 edition, cubclause 6.8, and stresses BF) arising from 2 for comparison with the permissible strasses zul. 3 7 B.y limiting condition te.g. yield-point, buckling stress, bulging stress etc), the ettainment of which is to be qvolded with an “overall safety fctor”yundar thy ation ofthe onde Fi Calculation ond verification in accordance with the mothad of partial safaty factors and limiting stresses as described In subclause 6.3 ABP FD Structure Cross sootion 6 oa ee < lim B= we StF) 8| Bah Bor A) 7 Key to symbols: we partil safety factors listed in table 6, by which the acting loeds are to be multiplied (yp), stress resultants oF néminal stestes arising from the 7g F, caloulated in accordance with geometric. Bly F) linear, or where aecessery in aecordaiice with geometric nar-Jinear bar statics, under the hypotheses of the technical flexure theory “ ‘AB(yp F). additional stsses specified in DIN 16 018 Part 1, November 1984 auition, subclause 6.8, and stresses Bye) arising from ¥gp F for comparison with the limiting stresses lim. B : fi.yp limiting condition (e:9. yield point, buckling stress, bulging stress ete.), the attainment of which is to ‘bo avoided with a “partial safety factor" Yq under the action of the,loads Yp Fi Intornational Patent Classification B68.0.29/36