2016 12th World Congress on Intelligent Control and Automation (WCICA)

June 12-15, 2016, Guilin, China

Dynamics Analysis of an Offshore Ship-mounted Crane Subject to

Sea Wave Disturbances
Yuzhe Qian and Yongchun Fang

Abstract— This paper analyzes the dynamics of an offshore movements of the ship induced by sea waves, ocean cur-
ship-mounted crane subject to some regular sea wave distur- rents or sea breezes under various sea conditions. However,
bances. Considering that an offshore ship-mounted crane is a unfortunately, in most cases, the transportation process has
kind of typical underactuated system, which has less number
of actuators than the degrees of freedom (DOFs) with strong- to be interrupted under some tough sea conditions for the
coupling characteristics, the modeling analysis and controller sake of security, namely that the collisions or dangerous
design for this kind of systems are both challenging tasks. Addi- accidents will probably occur in practice since the currently
tionally, influenced by sea waves and currents, an offshore crane ship-mounted crane controllers cannot guarantee that no risk
fixed on a ship always suffers from some persistent disturbances incidents will happen under severe marine conditions. Hence,
induced by the movement of the attached ship, which is different
from an overhead crane fixed on land. Therefore, developing it is essential to construct an accurate dynamical model
an accurate dynamics which contains the influence of the waves for an offshore ship-mounted crane so as to achieve the
is of great importance for the control issue of these systems. In control goal conveniently and ensure the safety performance
this paper, by applying the Lagrange’s method in an attached simultaneously.
frame and analyzing the motion responses of the ship under sea In the past few decades, more and more scholars have
conditions, we first introduce the impact of sea waves’s motion
into the whole dynamics of this system, then the precise model been dedicated to the research on the modeling of offshore
of an offshore ship-mounted crane consisting of a trolley and cranes for these reasons. For instance, in [1], Fang et al.
a payload is obtained. Finally, experimental results compared analyzes the dynamics of an offshore boom crane and designs
with simulation results can verify the validity of this model a high-performance nonlinear controller to drive the system
effectively. states to track some constructed trajectories. While in [2],
the dynamic response simulation of heavy cargo suspended
I. I NTRODUCTION
by a floating crane is performed. Through considering the
An offshore ship-mounted crane is widespread used under motions of ship imparted by random sea waves, a dynamic
the marine environment to transfer cargos between a ship model of a container crane which is so called the mobile
and a harbor, or between two ships. Specifically, this kind harbor is investigated by Hong et al. in [3]. Furthermore,
of systems can be applied into the field of heavy industry aiming at analyzing the model of a rigid-flexible multibody
to accomplish numerous difficult transportation tasks. As crane system, in [4], He et al. proposes the dynamics analysis
a typical nonlinear underactuated mechatronic system with of an offshore crane based on a coupling virtual prototyping
strong states coupling, similar to an overhead crane, an with the verified experimental results provided. In [5], the
offshore ship-mounted crane consisting of a trolley and a Discrete Euler-Lagrange equation is utilized in analyzing the
payload has less number of actuators than the DOFs. model of the multibody system which contains a heavy load
To make the control problem more complicated, the suspended by a floating crane.
offshore crane system also suffers from some continuous Moreover, numerous researchers have attempted to de-
disturbances such as winds and waves under sea conditions, sign more suitable mechanical structures for the offshore
wherein the ship translation causes the trolley to move crane system in order to achieve better control performance.
repeatedly and make the payload to swing back and forth According to that, in [6] and [7], the Maryland rigging
consequently, which brings much more difficulties in mod- system was designed by changing the construction of the
eling analysis and controller design for this specific system. wire rope, then a linearized dynamical model of a shipboard
Generally speaking, during the transportation process, a crane is derived by Wen et al., while a feedback and
suspended payload connected with a trolley is caused to feedforward control law for this certain system is presented
swing by actuator movements, environmental disturbances by Kimiaghalam et al. with the decreasing of the pendulation
and so on. Particularly, apart from those factors, the foremost demonstrated. However, along with the introduction of the
effect contributed to payload’s swing is that the complex affiliated components, the accurate dynamics analysis of this
system under harsh environment conditions becomes even
Yuzhe Qian and Yongchun Fang are with the Institute of Robotics more difficult, which is lack of practicability.
and Automatic Information System, Nankai University, Tianjin 300071,
P. R. China, and Tianjin Key Laboratory of Intelligent Robotics, Nankai In addition, for the purpose of exploring the response
University, Tianjin 300071, P. R. China (email: fangyc@nankai.edu.cn). for floating crane caused by sea waves, in [8], a linearized
This work is supported by the National Science Fund for Distinguished dynamical model is established using the theory of wave
Young Scholars of China under Grant 61325017, the National Science
Foundation of Tianjin, and the National Natural Science Foundation of China spectrum, whereas the nonlinear hydrodynamic responses
under Grant 11372144. of a submerged payload barge in waves is investigated by

978-1-4673-8414-8/16/$31.00 ©2016 IEEE 1251

 zN
Hannan et al. in [9]. Dealing with the objective of eliminating zS
the effects caused by waves, abundant efforts have been
made for the development of high performance crane control
models, [10]–[12]. xN
ON Lx  t
Nonetheless, there are few results including a syncretic yN P0 
P1
dynamics model of an offshore ship-mounted crane coupled D t 
h L
with the system states and sea wave interferences, which can T t 
P2
describe the exact motion of system states under complicated
xS OS
oceanic conditions. Motivated by the desire to resolve this
problem, in this paper, we propose an accurate dynamics
model of an offshore ship-mounted crane subject to some yS

regular sea wave disturbances. Specifically, considering the

Fig. 1. Illustration for the offshore ship-mounted crane system.
roll motion and heave motion of the ship relative to the
inertial reference frame, an ordinary differential equation is
deduced to depict the response relationship between crane zS
ship and sea waves. After that, by analyzing the kinematics of
each components for the offshore crane system and applying
the Lagrangian equation into an attached frame fixed on the D t 
ship in the presence of waves interference forces, a detailed
dynamics model of an offshore ship-mounted crane is ac-
complished. Experimental results are provided in comparison OS
with simulation results to demonstrate the correctness of this
zN
proposed model assuredly.
The contents of the remaining parts are organized as zO  t 
follows. In Section II, the interference effects on crane- yS
ON yN
ship’s movement sustained by waves is established. Section
III, which is the essential part of the paper, details the
derivational process of modeling analysis. Section IV Fig. 2. Illustration for the 𝑦𝑆 𝑧𝑆 plane of the ship.
presents some simulation results and experimental results
which can testify the validation of this method jointly, while
Section V provides the main conclusions of this paper. A. Heaving Motion
As stated previously, the primary object is to investigate
the model of heave motion under regular wave disturbances.
II. S EA WAVE D ISTURBANCES Above all, the displacement vector p𝑁 3
𝑆−𝑜𝑟𝑔 ∈ ℝ of the origin
In this research, we consider an offshore ship-mounted 𝑂𝑆 in the inertial reference 𝐼𝑁 is defined as:
[ ]𝑇
crane system consisting of a trolley, a wire and a payload. p𝑁𝑆−𝑜𝑟𝑔 = 0 𝑦𝑂 𝑧𝑂 (1)
Assume that the hull is viewed as a uniform rigid body, and
the direction of waves is always vertical to the shipboard, where 𝑦𝑂 is a constant while 𝑧𝑂 denotes the location of
see Fig.1, in which a reference frame fixed on the ship in ship’s mass center. Then, by taking the time derivative and
contrast with the inertial reference is illustrated. the second derivative of this vector consecutively, one can
Firstly, for clarity, an attached reference frame 𝐼𝑆 : achieve the velocity and the acceleration of 𝑂𝑆 as:
𝑂𝑆 𝑥𝑆 𝑦𝑆 𝑧𝑆 is defined as shown in Fig.1, in which the origin [ ]𝑇
ṗ𝑁
𝑆−𝑜𝑟𝑔 = 0 0 𝑧˙ 𝑂 (2)
𝑂𝑆 is the mass center of the ship as well as the junction
[ ] 𝑇
point among the crane and the ship. The 𝑥𝑆 -axis points to p̈𝑁𝑆−𝑜𝑟𝑔 = 0 0 𝑧 ¨𝑂 . (3)
the forehead, while the 𝑧𝑆 -axis is upward vertical with the
deck. Afterwards, the inertial reference 𝐼𝑁 :𝑂𝑁 𝑥𝑁 𝑦𝑁 𝑧𝑁 is In general, a regular wave travels along the 𝑦𝑆 -axis can be
developed with the same direction as 𝐼𝑆 when the ship is described as:
stationary. 𝑧𝑂 = 𝜉𝐴 cos(𝑘𝑦𝑂 − 𝜔𝑤𝑎𝑣𝑒 𝑡) (4)
Taking into account the specificity, for simplification, we
will analyze the motions of this system in 𝑦𝑆 𝑧𝑆 plane, as in which, 𝜉𝐴 , 𝜔𝑤𝑎𝑣𝑒 , 𝜆 denote the amplitude, frequency and
illustrated in Fig.2. the wavelength, respectively, and 𝑘 means the wave number
In order to describe the movements of the attached refer- which has the form of:
ence frame influenced by waves, through ignoring the minor 2
𝑘 = 2𝜋/𝜆 = 𝜔𝑤𝑎𝑣𝑒 /𝑔. (5)
factors, 𝛼(𝑡) represents the rolling angle rotated around 𝑥𝑆 -
axis while 𝑧𝑂 (𝑡) expresses the heave motion varies along To analyze wave’s motion according to the aforementioned
𝑧𝑁 -axis. wave equation (4), the slope angle of wave surface 𝛽 can be

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calculated as: by substituting (8), (11), (12), (13) and (14) into (15), an
𝛿𝑧𝑂 ordinary differential equation is developed for describing the
𝛽= = −𝑘𝜉𝐴 sin(𝑘𝑦𝑂 − 𝜔𝑤𝑎𝑣𝑒 𝑡). (6) rolling response under regular wave conditions:
𝛿𝑦𝑂
Then, defining the maximum angle of wave 𝛽0 , and substi- ¨ + 2𝑣 𝛼˙ + 𝜔𝛼2 𝛼 = 𝜔𝛼2 𝛽0 sin(𝜔𝑤𝑎𝑣𝑒 𝑡)
𝛼 (16)
tuting expression (5) into (6), one can reach:
where, for simplicity:
2𝜋𝜉𝐴 𝜔 2 𝜉𝐴 𝑁𝑠ℎ𝑖𝑝
𝛽0 = −𝑘𝜉𝐴 = − = − 𝑤𝑎𝑣𝑒 . (7) 𝑣= (17)
𝜆 𝑔 𝐽𝑠ℎ𝑖𝑝 + 𝐽𝑎𝑑𝑑
As a matter of fact that 𝑦𝑂 is constant under this situation, 𝐷𝑠ℎ𝑖𝑝 ℎ𝑠ℎ𝑖𝑝
after some simplifications, 𝛽 can be expressed as: 𝜔𝛼2 = . (18)
𝐽𝑠ℎ𝑖𝑝 + 𝐽𝑎𝑑𝑑
𝛽 = 𝛽0 sin(𝜔𝑤𝑎𝑣𝑒 𝑡). (8) Therefore, the mathematical relationship is established
between the moving reference frame and regular sea wave
Hence, it is easily to obtain the heave motion of the ship
disturbances, with a target to describe the accurate responses
derivatived by (4) as:
for an offshore ship-mounted crane under harsh sea condi-
𝑧˙𝑂 = −𝜔𝑤𝑎𝑣𝑒 𝜉𝐴 sin(𝑘𝑦𝑂 − 𝜔𝑤𝑎𝑣𝑒 𝑡) (9) tions.

𝑧¨𝑂 = 𝛽0 𝑔 cos(𝑘𝑦𝑂 − 𝜔𝑤𝑎𝑣𝑒 𝑡). (10) III. DYNAMICS D EVELOPMENT AND A NALYSIS
To achieve the dynamics model of an offshore ship-
B. Rolling Motion
mounted crane, the kinematics of each element of this system
To further analyze the rolling response subjected to wave should be analyzed primarily.
disturbances, the additional torque due to the rotation of ship
should be taken into full consideration. Specifically, the entire A. Kinematic Analysis
torques exerting on a shipboard include the torque aroused As shown in Fig.1, an offshore ship-mounted crane system
by waves and the restoring torques induced by ship motion consists of a stationary boom, a trolley, a wire and a payload,
itself. Based on such dissection, consequently, in regard to in which ℎ represents the height of the boom attached to the
the torques induced by ship motion itself, it can be separated deck, 𝑚1 and 𝑚2 denote the trolley mass and the payload
into three parts which contains the hull restoring moment, the mass, respectively. 𝐿𝑥 (𝑡) depicts the trolley displacement
damping moment and the additional inertia moment [13]. along the boom, while 𝐿(𝑡) and 𝜃(𝑡) denote the length of
Owing to the deviation of ship’s buoyant centre during the wire and the payload swing with respect to the vertical,
movement process, a restoring moment 𝑀 (𝛼) occurs so as respectively.
to change the displacement of a ship in such a manner of: Subsequently, for the facilitation of model description, we
denote the position vectors of the trolley and the payload
𝑀 (𝛼) = −𝐷𝑠ℎ𝑖𝑝 ℎ𝑠ℎ𝑖𝑝 𝛼 (11) in the ship reference frame as p𝑆1 ∈ ℝ3 and p𝑆2 ∈ ℝ3 ,
where 𝐷𝑠ℎ𝑖𝑝 depicts the volume of displacement while ℎ𝑠ℎ𝑖𝑝 respectively:
[ ]𝑇
denotes the height of the submerged ship. p𝑆1 = 0 𝐿𝑥 ℎ (19)
Additionally, the impact of damping moment 𝑀 (𝛼) ˙ and [ ] 𝑇
additional inertia moment 𝑀 (¨ 𝛼) both cannot be neglected p𝑆2 = 0 𝐿𝑥 + 𝐿𝑆𝜃 ℎ − 𝐿𝐶𝜃 (20)
since it may well make sense to the analysis of an offshore with 𝑆𝜃 and 𝐶𝜃 being the replacements of sin 𝜃 and cos 𝜃,
ship-mounted crane control system, which are explicitly respectively.
derived as: Then, by taking derivative of (19) and (20), the velocities
˙ = −2𝑁𝑠ℎ𝑖𝑝 𝛼˙
𝑀 (𝛼) (12) are obtained as:
[ ]𝑇
𝑀 (¨
𝛼) = −(𝐽𝑠ℎ𝑖𝑝 + 𝐽𝑎𝑑𝑑 )¨
𝛼 (13) ṗ𝑆1 = 0 𝐿˙ 𝑥 0 (21)
⎡ ⎤
with the parameters 𝑁𝑠ℎ𝑖𝑝 , 𝐽𝑠ℎ𝑖𝑝 and 𝐽𝑎𝑑𝑑 defining as the 0
damping coefficient, the rotational inertia of ship and the ˙ 𝜃 + 𝐿𝐶𝜃 𝜃˙ ⎦
ṗ𝑆2 = ⎣ 𝐿˙ 𝑥 + 𝐿𝑆 (22)
added inertia moment, respectively. ˙ 𝜃 + 𝐿𝑆𝜃 𝜃˙
−𝐿𝐶
Meanwhile, the component of the torque 𝑀𝑑𝑖𝑠𝑡𝑢𝑟𝑏 aroused
by waves, which is directly proportional to the slope angle as well as the accelerations calculated as:
[ ]
of wave surface 𝛽 mentioned above, is expressed as follows: p̈𝑆1 = 0 𝐿 ¨𝑥 0 𝑇 (23)
𝑀𝑑𝑖𝑠𝑡𝑢𝑟𝑏 = 𝐷𝑠ℎ𝑖𝑝 ℎ𝑠ℎ𝑖𝑝 𝛽. (14) ⎡ ⎤
0
p̈𝑆2 = ⎣ 𝐿 ¨ 𝜃 + 2𝐿𝐶
¨ 𝑥 + 𝐿𝑆 ˙ 𝜃 𝜃˙ − 𝐿𝑆𝜃 𝜃˙2 + 𝐿𝐶𝜃 𝜃¨ ⎦ .
Based on the fact that:
¨ 𝜃 + 2𝐿𝑆
−𝐿𝐶 ˙ 𝜃 𝜃˙ + 𝐿𝐶𝜃 𝜃˙2 + 𝐿𝑆𝜃 𝜃¨
𝑀𝑑𝑖𝑠𝑡𝑟𝑢𝑏 + 𝑀 (𝛼) + 𝑀 (𝛼)
˙ + 𝑀 (¨
𝛼) = 0 (15) (24)

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 So as to acquire the motions depicted under the inertia By substituting (21) and (22) into (32), one yields:
reference frame 𝐼𝑁 , a rotation matrix R𝑁𝑆 ∈ ℝ
3×3
between 1 1 1
two frames of 𝐼𝑆 and 𝐼𝑁 is introduced as: 𝑇 = (𝑚1 + 𝑚2 ) 𝐿˙ 2𝑥 + 𝑚2 𝐿˙ 2 + 𝑚2 𝐿2 𝜃˙2 (33)
⎡ ⎤ 2 2 2
1 0 0 ˙ 𝜃.
+ 𝑚2 𝐿˙ 𝐿˙ 𝑥 𝑆𝜃 + 𝑚2 𝐿𝐿˙ 𝑥 𝜃𝐶
R𝑁 𝑆 = 0
⎣ 𝐶 𝛼 𝑆𝛼 ⎦ (25)
0 −𝑆𝛼 𝐶𝛼 Then, invoking the left side of Lagrangian function (31), it
is easily concluded that:
which contains the interference induced by roll angle 𝛼(𝑡) ( )
of the ship. Accordingly, the angular velocity 𝜔𝑆 ∈ ℝ3 and 𝑑 ∂𝑇 ∂𝑇 ¨ 𝑥 + 𝑚2 𝑆 𝜃 𝐿
¨
− = (𝑚1 + 𝑚2 ) 𝐿
acceleration 𝜀𝑆 ∈ ℝ3 of the ship reference frame can be 𝑑𝑡 ∂ 𝐿˙ 𝑥 ∂𝐿𝑥
defined as: + 𝑚2 𝐶𝜃 𝐿𝜃¨ + 2𝑚2 𝐶𝜃 𝐿˙ 𝜃˙ − 𝑚2 𝐿𝑆𝜃 𝜃˙2
[ ]𝑇 [ ]𝑇 ( )
𝑑 ∂𝑇 ∂𝑇 ¨ − 𝑚2 𝐿𝜃˙2
¨ 𝑥 +𝑚2 𝐿
𝜔𝑆 = 𝜔𝑥 0 0 = 𝛼˙ 0 0 (26) − = 𝑚2 𝑆𝜃 𝐿
𝑑𝑡 ∂ 𝐿˙ ∂𝐿
[ ]𝑇 [ ]𝑇 ( )
𝜀𝑆 = 𝜀 𝑥 0 0 = 𝛼 ¨ 0 0 . (27) 𝑑 ∂𝑇 ∂𝑇 ¨ 𝑥 + 𝑚2 𝐿2 𝜃¨
− = 𝑚2 𝐿𝐶𝜃 𝐿
𝑑𝑡 ∂ 𝜃˙ ∂𝜃
Afterwards, the composition theorem of velocity and ac-
˙
+ 2𝑚2 𝐿𝐿˙ 𝜃. (34)
celeration laws of the points in kinematics is adopted into the
analyzing of system state motions in the inertial reference To further exploit the generalized forces 𝑄𝑘 on the other
frame 𝐼𝑁 , which caused by the movement of the attached side of equation (31), some additional calculations are re-
ship reference frame 𝐼𝑆 . Hence, by combining the vectors quired to be carried out as below.
of p𝑆𝑖 (𝑖 = 1, 2) in (19) and (20) with the rotation matrix Through the ignorance of air resistances, the external
R𝑁 𝑁 3
𝑆 in (25), the displacements p𝑖 ∈ ℝ (𝑖 = 1, 2) can be forces acted on the offshore ship-mounted crane system
deduced as follows: consist of the driving forces 𝐹𝑥 ∈ ℝ1 , 𝐹𝐿 ∈ ℝ1 , the gravities
p𝑁 𝑁 𝑁 𝑆 G𝑖 ∈ ℝ3 , (𝑖 = 1, 2) , the inertial forces F∗𝑖 ∈ ℝ3 , (𝑖 = 1, 2)
𝑖 = p𝑆−𝑜𝑟𝑔 + R𝑆 p𝑖 . (28)
and some frictions such as 𝑓𝑟𝑥 ∈ ℝ1 and 𝑓𝑟𝑙 ∈ ℝ1 , wherein
Furthermore, the velocities and accelerations of each points the virtual work 𝛿𝑊𝑠 about the driving forces together with
are denoted as: frictions are expressed as:
ṗ𝑁 𝑁 𝑆 𝑆
𝑖 = ṗ𝑆−𝑜𝑟𝑔 + 𝜔𝑆 × p𝑖 + ṗ𝑖 (29) 𝛿𝑊𝑠 = (𝐹𝑥 − 𝑓𝑟𝑥 ) 𝛿𝐿𝑥 + (𝐹𝐿 − 𝑓𝑟𝑙 ) 𝛿𝐿 (35)
and with 𝛿𝐿𝑥 and 𝛿𝐿 denoting the variation of each states.
For solving the virtual works of gravities 𝛿𝑊𝑔 , the gravi-
p̈𝑁 𝑁 𝑆 𝑆
i = p̈𝑆−𝑜𝑟𝑔 + 𝜀𝑆 × p𝑖 + p̈𝑖
( ) tational acceleration which is defined as g∗ ∈ ℝ3 should be
+ 𝜔𝑆 × 𝜔𝑆 × p𝑆𝑖 + 2𝜔𝑆 × ṗ𝑆𝑖 . (30) translated into the non-inertial reference frame as follows:
B. Dynamics Analysis g∗ = R𝑆𝑁 g𝑁 (36)
In this subsection, in order to accomplish the dynamics
where g𝑁 ∈ ℝ3 is:
model of the offshore ship-mounted crane system based
[ ]𝑇
on the aforementioned analysis, a Lagrange equation is g𝑁 = 0 0 𝑔 . (37)
utilized to achieve the whole model theoretically, with the
applications contraposed to an attached reference frame. Thus, we can achieve:
Generally speaking, a Lagrange equation has the form of: [ ]𝑇
( ) G 𝑖 = 𝑚𝑖 g ∗ = 0 −𝑚𝑖 𝑔𝑆𝛼 𝑚𝑖 𝑔𝐶𝛼 (38)
𝑑 ∂𝑇 ∂𝑇
− = 𝑄𝑘 (31) as well as:
𝑑𝑡 ∂ 𝑞˙𝑘 ∂𝑞𝑘
2
∑
wherein 𝑇 represents the system’s relative kinetic energy, 𝑞𝑘 𝛿𝑊𝑔 = − G𝑖 ⋅ 𝛿p𝑆𝑖 (39)
and 𝑄𝑘 (𝑘 = 1, 2, 3) denote the system states and the gen- 𝑖=1
eralized forces, respectively. In particularly, for an offshore
crane system, this method is used in a non-inertial reference one can be expanded as:
frame, hence the inertial forces should be introduced to this 𝛿𝑊𝑔 = (𝑚1 𝑔𝑆𝛼 − 𝑚2 𝑔𝑆𝛼 ) 𝛿𝐿𝑥 + 𝑚2 𝑔𝐶𝜃−𝛼 𝛿𝐿
model regarded as components of generalized forces.
− 𝑚2 𝑔𝐿𝑆𝜃−𝛼 𝛿𝜃. (40)
Specifically, the system’s relative kinetic energy 𝑇 covers
the kinetic energy of a trolley 𝑇1 and the payload’s kinetic Then, obviously, the virtual works 𝛿𝑊𝐹 induced by addi-
energy 𝑇2 , in a manner of: tional inertial forces are indicated as:
2 2
1∑ ( )𝑇 ∑
𝑇 = 𝑇 1 + 𝑇2 = 𝑚𝑖 ṗ𝑆𝑖 ṗ𝑆𝑖 . (32) 𝛿𝑊𝐹 = F∗𝑖 ⋅ 𝛿p𝑆𝑖 (41)
2 𝑖=1 𝑖=1

1254
with the inertial forces rearranged as: and
⎡ ⎤
F∗𝑖 = −𝑚𝑖 [ p̈𝑁 𝑆 0 𝑚2 𝐶𝜃 𝜃˙ 𝑚2 𝐶𝜃 𝐿˙ − 𝑚2 𝐿𝑆𝜃 𝜃˙
𝑆−𝑜𝑟𝑔 + 𝜀𝑆 × p𝑖
( ) V𝑚 (q) = ⎣0 0 −𝑚2 𝐿𝜃˙ ⎦. (50)
+ 𝜔𝑆 × 𝜔𝑆 × p𝑆𝑖 + 2𝜔𝑆 × ṗ𝑆𝑖 ]. (42)
0 𝑚2 𝐿𝜃˙ 𝑚2 𝐿𝐿˙
After carefully simplifications by substituting (42) into (41), Moreover, in (48), F𝑐 ∈ ℝ3 emblematize the vector of the
one can derive: control inputs:
[ ]𝑇
𝛿𝑊𝐹 = 𝑓𝐿𝑥 𝛿𝐿𝑥 + 𝑓𝐿 𝛿𝐿 + 𝑓𝜃 𝛿𝜃 (43) F 𝑐 = 𝐹 𝑥 𝐹𝐿 0 (51)
wherein: while the friction force vector F𝑟 ∈ ℝ3 is:
[ ]𝑇
¨ + 𝐿𝑥 𝛼˙ 2 ) + 𝑚2 (ℎ¨
𝑓𝐿𝑥 = 𝑚1 (ℎ𝛼 ¨ + 𝐿𝑥 𝛼˙ 2
𝛼 − 𝐿𝐶𝜃 𝛼 F𝑟 = −𝑓𝑟𝑥 −𝑓𝑟𝑙 0 . (52)
+ 𝐿𝑆𝜃 𝛼˙ 2 − 2𝐿˙ 𝛼𝐶 ˙
˙ 𝜃 + 2𝐿𝑆𝜃 𝛼˙ 𝜃) Additionally, the vectors of gravities G ∈ ℝ3 and inertial
𝑓𝐿 = 𝑚2 𝑆𝜃 (ℎ𝛼
¨ − 𝐿𝐶𝜃 𝛼 2
¨ + 𝐿𝑥 𝛼˙ + 𝐿𝑆𝜃 𝛼˙ 2 forces F∗ ∈ ℝ3 are denoted as:
⎡ ⎤
˙
− 2𝐿𝛼𝐶 ˙ + 𝑚2 𝐶𝜃 (¨
˙ 𝜃 + 2𝐿𝑆𝜃 𝛼˙ 𝜃) 𝑧𝑂 + 𝐿𝑥 𝛼
¨ 𝑚1 𝑔𝑆𝛼 − 𝑚2 𝑔𝑆𝛼
˙ 𝜃 𝛼˙ G=⎣ 𝑚2 𝑔𝐶𝜃−𝛼 ⎦ (53)
− ℎ𝛼˙ 2 + 𝐿𝑆𝜃 𝛼¨ + 𝐿𝐶𝜃 𝛼˙ 2 + 2𝐿𝑆
−𝑚2 𝑔𝐿𝑆𝜃−𝛼
˙
+ 2𝐿˙ 𝑥 𝛼˙ + 2𝐿𝐶𝜃 𝛼˙ 𝜃)
and [ ]𝑇
𝑓𝜃 = 𝑚2 𝐿𝐶𝜃 (ℎ𝛼
¨ − 𝐿𝐶𝜃 𝛼¨ + 𝐿𝑥 𝛼˙ 2 + 𝐿𝑆𝜃 𝛼˙ 2 F ∗ = 𝑓 𝐿𝑥 𝑓𝐿 𝑓𝜃 (54)
− 2𝐿˙ 𝛼𝐶 ˙ − 𝑚2 𝐿𝑆𝜃 (¨
˙ 𝜃 + 2𝐿𝑆𝜃 𝛼˙ 𝜃) 𝑧𝑂
respectively.
¨ − ℎ𝛼˙ 2 + 𝐿𝑆𝜃 𝛼
+ 𝐿𝑥 𝛼 ¨ + 𝐿𝐶𝜃 𝛼˙ 2
˙
˙ 𝜃 𝛼˙ + 2𝐿˙ 𝑥 𝛼˙ + 2𝐿𝐶𝜃 𝛼˙ 𝜃). IV. E XPERIMENTAL V ERIFICATIONS
+ 2𝐿𝑆 (44)
To validate the correctness of this model under regular sea
Finally, by summarizing all virtual works (35), (40) and wave conditions, we carry out some experimental studies on
(43) together, we can achieve: an offshore crane testbed [14], according to the simplified
equation in such a situation that the trolley is fixed on the
𝛿𝑊 = (𝐹𝑥 − 𝑓𝑟𝑥 + 𝑚1 𝑔𝑆𝛼 − 𝑚2 𝑔𝑆𝛼 + 𝑓𝐿𝑥 ) 𝛿𝐿𝑥 boom while the wire length is invariant. The dynamics is
+ (𝐹𝐿 + 𝑚2 𝑔𝐶𝜃−𝛼 + 𝑓𝐿 ) 𝛿𝐿 deduced as:
+ (−𝑚2 𝑔𝐿𝑆𝜃−𝛼 + 𝑓𝜃 ) 𝛿𝜃. (45) 𝐿𝜃¨ = −𝑔𝑆𝜃−𝛼 − 𝑧¨𝑂 𝑆𝜃 + (ℎ𝐶𝜃 − 𝐿 − 𝐿𝑥 𝑆𝜃 )¨
𝛼
Based on the fact that: + (𝐿𝑥 𝐶𝜃 + ℎ𝑆𝜃 )𝛼˙ 2 (55)
𝛿𝑊 wherein the rolling angle 𝛼(𝑡) is affected by the wave angle
𝑄𝑘 = , (𝑘 = 1, 2, 3) (46)
𝛿𝑞𝑘 𝛽(𝑡) depicted in (16).
then, the total generalized forces 𝑄𝑘 for each state are The parameters in these tests are configured as 𝑣 = 0.2
depicted as follows: , 𝜔𝛼2 = 0.25, 𝑔 = 9.81 m/s2 , ℎ = 0.58 m, 𝐿𝑥 = 0.52 m
and 𝐿 = 0.5 m. By changing different amplitudes and
𝛿𝑊 frequencies of sea wave disturbances, several groups of
𝑄1 = = 𝐹𝑥 − 𝑓𝑟𝑥 + 𝑚1 𝑔𝑆𝛼 − 𝑚2 𝑔𝑆𝛼 + 𝑓𝐿𝑥
𝛿𝐿𝑥 experiments are implemented in this section.
𝛿𝑊 For the first group of experiment, the slope angle of wave
𝑄2 = = 𝐹𝐿 − 𝑓𝑟𝑙 + 𝑚2 𝑔𝐶𝜃−𝛼 + 𝑓𝐿
𝛿𝐿 surface 𝛽(𝑡) is chosen as:
𝛿𝑊 (𝜋
𝑄3 = = −𝑚2 𝑔𝐿𝑆𝜃−𝛼 + 𝑓𝜃 . (47) 3𝜋 𝜋)
𝛿𝜃 𝛽1 = sin 𝑡+ .
180 6 3
So far, based on (34) and (47), the dynamics model of Then the results are recorded by Fig.3, wherein the green
an offshore ship-mounted crane is established as a matrix solid line represents the disturb of 𝛽 while the blue dash-
manner of: dot line indicates the rolling angle 𝛼 response to the wave
Mq̈ + V𝑚 q̇ = F𝑐 + F𝑟 + G + F∗ (48) interference. The experimental result of payload swing angle
compared with the simulation result is also depicted here,
[ ]𝑇
in which, q(𝑡) = 𝐿𝑥 (𝑡) 𝐿(𝑡) 𝜃(𝑡) ∈ ℝ3 indicates from which we can see that the blue solid line of test result
3×3
the system state vector, M(𝑡) ∈ ℝ represents the inertial is corresponding to the red dashed line of simulation result
matrix and V𝑚 (𝑡) ∈ ℝ3×3 denotes the Coriolis-centripetal approximately.
matrix with forms of: Subsequently, aiming at testing the high-frequency re-
⎡ ⎤ sponse, in the second group of test, we choose an interfering
𝑚1 + 𝑚2 𝑚2 𝑆𝜃 𝑚2 𝐶𝜃 𝐿
slope angle as: (𝜋 )
M (q) = ⎣ 𝑚2 𝑆𝜃 𝑚2 0 ⎦ (49) 5𝜋
𝑚2 𝐿𝐶𝜃 0 𝑚2 𝐿2 𝛽3 = sin 𝑡
180 2

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 Relationship of β and α (deg)

Relationship of β and α (deg)

4 10
Disturb of β
8
2 Disturb of α
6
0
4
Disturb of β
−2
2 Disturb of α
−4 0
0 5 10 15 20 25 30 0 5 10 15 20 25 30
Time (s) Time (s)
Payload Swing Angle θ (deg)

Payload Swing Angle θ (deg)

4 10
Simulation Result
Experimental Result 8
2
6
0
4
−2 Simulation Result
2 Experimental Result
−4 0
0 5 10 15 20 25 30 0 5 10 15 20 25 30
Time (s) Time (s)

Fig. 3. Experiment group 1: verification of the dynamics model Fig. 5. Experiment group 3: verification of the dynamics model
Relationship of β and α (deg)

5
Disturb of β demonstrate the satisfactory of this proposed model. Through
Disturb of α
further comparison, it is obviously to see that the developed
0 model can estimate the real offshore crane system state ef-
fectively, which can be further used in designing some high-
−5
performance controllers conveniently in the future works.
0 5 10 15 20 25 30
Time (s)
R EFERENCES
Payload Swing Angle θ (deg)

2
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