JPH10329787A - Automatic operation method and device for work vessel borne crane - Google Patents

Abstract

PROBLEM TO BE SOLVED: To precisely swing prevention control taking account of an acceleration component caused by rolling of a vessel body. SOLUTION: Rolling of the body of a work vessel is detected by a vessel body inclination detecting means 12, a basic acceleration pattern of switching the acceleration in time series found by a basic acceleration computing part 20 in an acceleration pattern computing part 19 is converted into a compensation acceleration pattern switched by angle ψ1-ψ7 in respective regions in a phase plane orbit of a rolling angle of a suspended load and at the same time compensated by the acceleration component acting on a trolley by the rolling of the vessel body by an acceleration compensation computing part 22 so that the trolley is automatically operated according to the acceleration pattern after the compensation.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a method and an apparatus for automatically operating a trolley traverse crane mounted on a work boat such as a reclaimer ship for discharging earth and sand from an earth and sand carrier.

[0002]

2. Description of the Related Art Conventionally, in a trolley traverse type crane that hangs a hanging rope from a trolley that traverses on a trolley stand, and loads by using the hanging rope, the trolley is traversed between two predetermined positions. As an operation method for automatically stopping at both positions without leaving the load swinging, as shown in Japanese Patent Publication No. 2-62471 and Japanese Patent Application Laid-Open No. 6-305686, a hanging rope suspended from a trolley is used. A method of determining the acceleration (both on the acceleration side and the deceleration side, hereinafter the same) pattern based on the natural period of the suspended load determined by the suspension length (rope length) of the trolley, and driving the trolley in traverse according to this acceleration pattern It is generally taken.

[0003]

However, in the conventional methods, it is assumed that the crane is installed on a stable ground which is not affected by disturbance.
Because the steady acceleration control is performed by determining the target acceleration pattern, appropriate control cannot be performed under the situation where the crane installation surface is swayed such as a dredging work ship or a reclaimer ship.

[0004] This point will be described in detail by taking a reclaimer ship as an example.

[0005] In Fig. 7, reference numeral 1 denotes a sediment transport ship for transporting sediment, and reference numeral 2 denotes a hull of a work boat (reclaimer ship) which receives sediment from the sediment transport ship 1 and unloads it. A trolley (transportation vehicle) 4 which is installed and driven by trolley drive means (motor) (not shown) travels on a horizontal plane of the trolley stand 3 on a position (hereinafter, referred to as a rake position) A on the earth and sand carrier 1 and a work boat. 2
(Hereinafter referred to as the unloading position) B on the hopper 5.

In the drawing, reference numeral 6 denotes a suspension rope which is raised and lowered by a winch provided on the trolley 4, reference numeral 7 denotes a bucket which is suspended by the suspension rope 6, and reference numeral 8 denotes an earth and sand supplied from the bucket 7 to the hopper 5 on land. It is a conveyor belt to carry.

In such a crane mounted on a work boat, the hull 2 fluctuates under the influence of disturbances such as wind and waves, so that the vibration of the hull 2 applies acceleration components in both the vertical and horizontal directions to the trolley 4. The acceleration component changes the apparent gravitational acceleration of the bucket 7 to change the natural period of the bucket 7 and affects the target acceleration for performing the anti-sway control of the bucket 7.

Therefore, according to the conventional operation method which does not take the influence of such disturbance into account, the steadying control of the suspended load (bucket, hereinafter the same) 7 is not performed accurately, and the scooping and discharging positions A and B are not controlled. The swing of the suspended load 7 remains.

As a result, since it is necessary to wait until the swing of the suspended load 7 stops at the scooping and discharging positions A and B, the work time becomes longer due to the loss time, and the efficiency of the cargo handling operation is reduced. Was.

SUMMARY OF THE INVENTION The present invention provides an automatic operation method and a device for a crane mounted on a work boat capable of performing accurate anti-sway control in consideration of the sway of the hull.

[0011]

According to a first aspect of the present invention, there is provided an automatic driving method, wherein a trolley is laterally moved by a trolley driving means on a trolley mount installed on a work boat, and a hanging rope suspended from the trolley is provided. Acceleration pattern calculated to detect the swing of the hull of the work boat and stop the trolley at the target stop position without leaving the swing of the suspended load in the work boat mounted crane configured to lift and transport the load by Is corrected by an acceleration component acting on the trolley due to the detected sway of the hull, and the trolley drive means is controlled in accordance with the corrected acceleration pattern.

According to a second aspect of the present invention, in the method of the first aspect, a basic acceleration pattern is obtained by a shortest time control method based on a natural period of a suspended load determined by a length of a suspension rope, and the trolley driving means is operated in accordance with the basic acceleration pattern. Based on the phase plane trajectory of the swing angle of the suspended load obtained by controlling the load, a corrected acceleration pattern for the suspended load to draw this phase plane trajectory regardless of the sway of the hull is obtained. Is corrected by an acceleration component caused by the sway of the hull, thereby obtaining an acceleration pattern for controlling the trolley driving means.

According to a third aspect of the invention (automatic driving apparatus), the trolley is laterally moved by a trolley driving means on a trolley mount installed on a work boat, and a load is lifted and transported by a hanging rope suspended from the trolley. In a working boat-mounted crane configured to perform the above operation, the rope length detecting means for detecting the length of the hanging rope, the trolley traversing position detecting means for detecting the traversing position of the trolley, and the inclination angle of the hull of the working boat are determined. Hull inclination angle detecting means for detecting, and control means for controlling the trolley driving means based on detection signals from these detecting means, the control means comprising: (i) detecting by the trolley traverse position detecting means; Using the trolley's traversing position and the hull inclination angle detected by the hull inclination angle detection means, the horizontal and vertical directions in the absolute coordinates of the trolley are used. Trolley position calculating means for finding the position,
(ii) The vertical direction in which the trolley traverse position detected by the trolley traverse position detecting means and the hull inclination angle detected by the hull inclination angle detecting means are used to determine the vertical acceleration of the trolley due to the sway of the hull. Acceleration calculation means, (iii) a trolley for stopping the trolley at the target stop position without leaving a swing of the load based on a natural cycle of the load determined by the rope length detected by the rope length detection means. (Iv) an acceleration pattern calculating means for calculating the acceleration pattern, and (iv) a correcting means for further correcting the acceleration pattern obtained by the acceleration pattern calculating means with an acceleration component due to the sway of the hull.

According to a fourth aspect of the present invention, in the configuration of the third aspect, the acceleration pattern calculating means includes a basic acceleration pattern for switching acceleration in a time series by a shortest time control method based on a natural period of the suspended load. And a phase plane trajectory for the swing angle of the load obtained by controlling the trolley drive means in accordance with this basic acceleration pattern. It is configured to output a corrected acceleration pattern for drawing a plane trajectory.

According to the above method and apparatus, the acceleration pattern required to stop the trolley at the target stop position without leaving the swing of the suspended load (the method of claim 2 and the apparatus of claim 4, the (Determined by the shortest time control method that stops the trolley within a time shorter than the time determined by the natural period)), and adds a correction that takes into account the acceleration component due to the sway of the hull, and drives the trolley according to the corrected acceleration pattern , Accurate anti-sway control can be performed.

[0016]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described with reference to FIGS.

FIG. 1 is a view modeled on the work boat shown in FIG. 7, and shows a state in which the hull 2 is shaken by disturbance such as wind or waves. Each symbol in the figure indicates the following physical quantity.

M: mass of trolley, m: mass of suspended load 7,
θ: swing angle of suspended load with respect to η axis direction, L: rope length,
XM, YM: trolley position in XY coordinate system (absolute coordinate system)
Xm, Ym: position of suspended load in XY coordinate system, ξ: trolley position on ξ axis, O: center of gravity of ship (origin of XY coordinates), η
Dot: speed in the η-axis direction at point Q, α: distance from ship center of gravity position O to point Q on hull design specifications On the other hand, FIG.
A basic method derived by a known minimum time control method, that is, a control method of stopping the swing of the suspended load while suppressing the swing of the suspended load in a shorter time than the required stoppage time obtained based on the natural period of the suspended load (determined by the rope length). 3 shows an acceleration pattern.

In the figure, the upper part of the horizontal axis, which is the time axis, shows the acceleration section and the lower part shows the deceleration section, respectively. The movement from the rake position A in FIG. The vehicle decelerates (section b), enters the second acceleration section c at time t3 after time t2, passes through the constant velocity section d at time t4, and reaches time t
The process proceeds to the second deceleration section (5), and after the third acceleration section (time t6), the motor is decelerated at the time t7 in the final deceleration section to stop at the target stop position.

It is assumed that there is no swing of the suspended load 7 at the rake position A.

Further, the hanging rope 6 becomes the longest at the scooping position A in FIG. 7, and after scooping up the earth and sand, is wound up at a constant speed when the trolley 4 starts to traverse toward the discharging position B and has the shortest length. (See FIG. 3).

FIG. 4 shows a phase plane of the swing angle of the suspended load 7 obtained by operating the trolley 4 according to the acceleration pattern of FIG.

That is, when the trolley 4 is started to move from the rake position A to the unloading position B in the acceleration pattern of FIG. 2, the horizontal axis indicates the swing angular velocity of the suspended load 7, and the vertical axis indicates the swing angle of the suspended load 7. The point on the phase plane of the suspended load 7 is shifted from the origin (position 0, load swing 0) O to the point P1 in the first acceleration section A, to the point P2 in the first deceleration section B, and to the second acceleration section. Return to origin O with c.

Next, in the constant velocity section d, the acceleration becomes 0 and the trolley 4 moves at a constant velocity, reaches point P3 in the deceleration section E, reaches point P4 in the acceleration section, and at the end of the last deceleration section G. Return to origin O again.

Therefore, by operating the trolley 4 in accordance with the acceleration pattern shown in FIG. 2, it is possible to control the steady rest in a time shorter than the time determined by the natural cycle of the suspended load.

In FIG. 4, # 1 to # 7 denote respective regions (O-P1, P1-P2, P2-O, O-P3, P3) drawn by the phase plane locus of the suspended load 7 in each acceleration or deceleration section.
−P4, P4-O), and is represented by the following Equations 1 to 7.

[0027]

(Equation 1)

[0028]

(Equation 2)

[0029]

(Equation 3)

[0030]

(Equation 4)

[0031]

(Equation 5)

[0032]

(Equation 6)

[0033]

(Equation 7)

In Equations 1 to 4, L0 is the initial rope length, and in Equations 5 to 7, LMIN is the shortest rope length.

Further, φ0 (−φ0) in FIG. 4 means the swing center of the suspended load 7. The center of the suspended load swing is a line of the resultant force of the gravity of the suspended load 7 and the force applied to the trolley 4 in the horizontal direction.
When, for example, a rightward acceleration is applied, the vehicle tilts rightward according to the magnitude of the acceleration.

The swing load center φ0 is expressed by the following equation (8).

[0037]

(Equation 8)

On the other hand, when the hull 2 is shaken as shown in FIG. 1 by disturbances such as wind and waves, and a change in acceleration in the vertical direction (Y-axis direction in FIG. 1) is applied to the entire crane, the following equation 9 is obtained. Become.

[0039]

(Equation 9)

However, the swing angle of the suspended load 7 is not so large, and φ ₀ << 1.

Therefore, even when a disturbance (change in acceleration) exists, the following equation 10 is derived from equation 8 = 9

[0042]

(Equation 10)

By applying an acceleration in the X-axis direction that satisfies Equation 10, the swing center of the suspended load 7 can be kept constant in the absolute coordinate system (XY coordinate system).

On the other hand, when there is no disturbance, the natural period of the suspended load 7 is represented by Expression 11, and there is only a change with respect to a change in the rope length.

[0045]

[Equation 11]

On the other hand, when there is a disturbance (acceleration change in the Y-axis direction), the natural period is represented by Expression 12, and changes according to the magnitude of the disturbance.

[0047]

(Equation 12)

Therefore, even if the acceleration is switched in a time series using the acceleration switching times t1 to t7 set under the condition that there is no disturbance, the steadying control of the suspended load 7 cannot be performed accurately.

Therefore, the acceleration pattern applied to the trolley 4 is not switched in time series (t1 to t7) as shown in FIG. 2 but based on FIG.
As shown in FIG. 5, switching is performed with respect to the angles ψ1 to 各 7 of each region in the phase plane locus (FIG. 4) for the deflection angle of the suspended load 7.

That is, regardless of the change in the natural period (stop required time) of the suspended load due to the fluctuation of the hull 2, the acceleration is switched so that the phase plane of the swing angle of the suspended load 7 draws the locus of FIG. In addition, steadying control of the suspended load 7 can be ensured.

In FIG. 5, I is the first acceleration section at the angle ψ1, II is the first deceleration section at the angle ψ2, and III is the angle ψ3.
, The second acceleration section at an angle of ψ4, V is the second deceleration section at an angle of ψ5, VI is the third acceleration section at an angle of ψ6, and VII is the third time at an angle of ψ7 (final). This is a deceleration section.

Incidentally, the acceleration a1 in FIG. 2 is set to a value that is reasonable for actually running the trolley 4. The acceleration a2 in FIG. 5 is determined by the following equation (13).

[0053]

(Equation 13)

Here, VMODEL is the maximum target speed of the trolley 4 set under the condition that there is no disturbance, and VREAL is the X-axis direction component of the actual steady speed in the presence of the disturbance (the last component of the constant velocity section IV at the angle ψ4). In the X-axis direction).

FIG. 6 shows the configuration of a control system for performing the above control.

As means for detecting the movement of the crane system including the trolley 4 and the hull 2, trolley position detecting means 11 for detecting the traverse position の of the trolley 4, and hull inclination angle detecting means for detecting the hull inclination angle δ due to disturbance. 12, an η-axis direction speed detecting means 13 for detecting a speed η dot in the η-axis direction at the point Q in FIG. 1 and a rope length detecting means 14 for detecting a rope length L are provided. , 12,
Detection signals from 13 and 14 are input to the controller C.

The controller C calculates the X coordinate position of the trolley 4 based on the detection signals from the trolley position, the hull inclination angle, and the η-axis direction speed detecting means 11, 12, and 13. A trolley Y coordinate position calculating unit 16 is provided.
4,15.

[0058]

[Equation 14]

[0059]

(Equation 15)

The displacement αc of the ship's center of gravity in the equations (13) and (14) is obtained by the equation (16).

[0061]

(Equation 16)

Next, in the Y-axis direction acceleration calculating section 17, the trolley 4
After the second-order differentiation of the Y-coordinate position YM is performed to calculate the Y-axis direction acceleration, the ψ calculation unit 18 uses the Y-axis direction acceleration and the rope length detected by the rope length detection unit 14 to calculate the suspended load. 7 is calculated on the phase plane, and the change ψ on the phase plane and the rope length signal are sent to the acceleration calculation unit 19.

The acceleration calculating section 19 includes a basic acceleration calculating section 20 and a corrected acceleration calculating section 21. In the basic acceleration calculating section 20, the suspended load 7 determined by the rope length L is determined.
The basic acceleration pattern that switches in the time series of FIG.

Next, the corrected acceleration calculating section 21 uses the {calculated by the calculating section 18} to convert the basic acceleration pattern into the angles {1 to 1} which draw the phase plane locus of FIG. In step # 7, the acceleration pattern is switched to the changed acceleration pattern, which is sent to the acceleration correction calculation unit 22.

The acceleration correction calculation unit 22 uses the Y-axis direction acceleration component of the trolley 4 obtained by the Y-axis direction acceleration calculation unit 17 to make a correction accompanying the ship sway to the corrected acceleration pattern.

Further, in the X-axis direction target speed converter 23, the corrected acceleration is integrated to calculate the target speed of the trolley 4 in the X-axis direction on the XY coordinates.

On the other hand, the trolley X coordinate position calculating section 1
The X-axis direction speed of the trolley 4 is calculated by the X-axis direction speed calculation unit 24 using the X-coordinate position of the trolley 4 obtained in 5;
The X-axis direction speed is compared with the X-axis direction target speed obtained by the X-axis direction target speed conversion unit 23, and the PI calculation unit 2
In 5, a proportional integral calculation for these deviations is performed, and a trolley drive command corresponding to the calculated value is input to the trolley drive means 26.

In this manner, the trolley 4 traverses at an acceleration corresponding to the sway of the hull 2, and the automatic operation including the anti-sway control in which the swing of the suspended load 7 does not remain at the target stop position is performed.

In the above-described embodiment, the basic acceleration pattern is obtained for each rope length detected by the rope length detecting means 14 and is converted into a corrected acceleration pattern. When a simple CPU is used, the rope length is divided into a plurality of length sections in order to reduce the amount of calculation, and a time-series basic acceleration pattern or 、 is previously determined for each of the plurality of rope length sections. Alternatively, a corrected acceleration converted in advance may be prepared, and an acceleration pattern to be used may be output based on the rope length detection information.

Further, in the above embodiment, the reclaimer-mounted crane for unloading sediment using the bucket 7 has been described as an example. However, the present invention is similarly applied to a cargo-mounted crane for loading and unloading cargo using hooks. can do.

[0071]

As described above, according to the present invention, a crane mounted on a work boat detects the swing of the hull of the work boat and stops the trolley at the target stop position without leaving the swing of the suspended load. Correction of the detected acceleration pattern by an acceleration component acting on the trolley due to the detected sway of the hull, and automatic operation of the trolley in accordance with the corrected acceleration pattern. It can be performed.

[Brief description of the drawings]

FIG. 1 is a view showing a model of the work boat mounted crane of FIG. 7;

FIG. 2 is a diagram showing a basic acceleration pattern obtained based on a natural period of a suspended load.

FIG. 3 is a diagram showing that a hanging rope is wound at a constant speed between a rope length initial value and a shortest rope length.

FIG. 4 is a diagram showing a locus drawn by a phase plane with respect to a swing angle of a suspended load according to the basic acceleration pattern of FIG. 2;

5 is a diagram in which a basic acceleration pattern is converted into an acceleration pattern that is switched at angles ψ1 to ψ7 of each region in the phase plane locus of FIG.

FIG. 6 is a block diagram showing a configuration of a control system used for control of the present invention.

FIG. 7 is a working boat (reclaimer boat) which is an application example of the present invention.
It is a schematic structure figure of a loading crane.

[Explanation of symbols]

2 Hull of work boat 3 Trolley stand 4 Trolley 6 Suspension rope 7 Bucket (hanging load) 11 Trolley position detection means 12 Hull inclination angle detection means 14 Rope length detection means C Controller (control means) 15 Trolley X coordinate position calculation unit 16 Trolley Y coordinate position calculation unit 17 Y-axis direction acceleration calculation unit 19 Acceleration pattern calculation unit 20 Basic acceleration calculation unit in acceleration pattern calculation unit 21 Correction acceleration calculation unit 22 Acceleration correction calculation unit 23 Target speed in X-axis direction based on acceleration pattern X-axis direction target speed calculation unit 24 to calculate the X-axis direction speed from the trolley X-axis direction position 25 X-axis direction speed calculation unit 25 PI calculation unit to perform proportional integral calculation according to these deviations

 ──────────────────────────────────────────────────続 き Continuing on the front page (72) Kazuhiro Kobayashi 2-3-1, Shinhama, Araimachi, Takasago City, Hyogo Prefecture Inside Takasago Works, Kobe Steel Co., Ltd. No. 1 Kobe Steel, Ltd. Takasago Factory

Claims (4)

[Claims] A trolley mounted on a work boat, wherein the trolley is laterally moved by a trolley drive means on a trolley mount installed on the work boat, and a load is lifted and transported by a hanging rope suspended from the trolley. In the acceleration pattern obtained to detect the sway of the hull of the work boat and stop the trolley at the target stop position without leaving the swing of the suspended load, the acceleration component acting on the trolley due to the detected sway of the hull A method for automatically operating a crane mounted on a work boat, wherein a correction is made and the trolley driving means is controlled in accordance with the corrected acceleration pattern. 2. The method for automatically operating a work boat-mounted crane according to claim 1, wherein a basic acceleration pattern is obtained by a shortest time control method based on a natural period of a suspended load determined by a length of a hanging rope, and the basic acceleration pattern is determined in accordance with the basic acceleration pattern. Based on the phase plane trajectory about the swing angle of the suspended load obtained by controlling the trolley drive means, a corrected acceleration pattern for the suspended load to draw this phase plane trajectory irrespective of the sway of the hull is obtained. By adding a correction by the acceleration component due to the sway of the hull to the corrected acceleration pattern,
An automatic driving method of a crane mounted on a work boat, characterized in that an acceleration pattern for controlling the trolley driving means is used. 3. A crane mounted on a work boat, wherein the trolley is laterally moved by a trolley drive means on a trolley mount installed on the work boat, and a load is lifted and transported by a hanging rope suspended from the trolley. In, a rope length detecting means for detecting the length of the hanging rope, trolley traverse position detecting means for detecting the traversing position of the trolley,
A hull inclination angle detecting means for detecting the inclination angle of the hull of the work boat, and a control means for controlling the trolley drive means based on a detection signal from each of these detecting means, the control means comprising: (i) A trolley position calculating means for determining both horizontal and vertical positions in absolute coordinates of the trolley using the trolley traversing position detected by the trolley traversing position detecting means and the hull inclination angle detected by the hull inclination angle detecting means, ii) Vertical acceleration for obtaining the vertical acceleration of the trolley due to the sway of the hull using the trolley traverse position detected by the trolley traverse position detection means and the hull inclination angle detected by the hull inclination angle detection means. Calculating means, (iii) a trolley based on the natural period of the suspended load determined by the rope length detected by the rope length detecting means. Acceleration pattern calculating means for obtaining an acceleration pattern of the trolley for stopping the load at the target stop position without leaving the swing of the suspended load; (iv) the acceleration pattern calculated by the acceleration pattern calculating means, An automatic driving device for a crane mounted on a work boat, comprising a correction means for performing a correction based on an acceleration component caused by a crane. 4. The automatic driving apparatus for a crane mounted on a work boat according to claim 3, wherein the acceleration pattern calculation means switches the acceleration with respect to time series by a shortest time control method based on a natural period of the suspended load. In addition to obtaining the acceleration pattern, a phase plane trajectory of the swing angle of the load obtained by controlling the trolley driving means according to the basic acceleration pattern is obtained. Is configured to output a corrected acceleration pattern for drawing the phase plane trajectory.