EP3649072B1 - Kran und verfahren zum steuern eines solchen krans - Google Patents

Kran und verfahren zum steuern eines solchen krans Download PDF

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Publication number
EP3649072B1
EP3649072B1 EP18740502.2A EP18740502A EP3649072B1 EP 3649072 B1 EP3649072 B1 EP 3649072B1 EP 18740502 A EP18740502 A EP 18740502A EP 3649072 B1 EP3649072 B1 EP 3649072B1
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Prior art keywords
crane
dynamics
signals
oscillation
sensor system
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EP18740502.2A
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German (de)
English (en)
French (fr)
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EP3649072A1 (de
Inventor
Florentin Rauscher
Oliver Sawodny
Michael PALBERG
Patrick Schlott
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Liebherr Werk Biberach GmbH
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Liebherr Components Biberach GmbH
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66C—CRANES; LOAD-ENGAGING ELEMENTS OR DEVICES FOR CRANES, CAPSTANS, WINCHES, OR TACKLES
    • B66C13/00—Other constructional features or details
    • B66C13/04—Auxiliary devices for controlling movements of suspended loads, or preventing cable slack
    • B66C13/06—Auxiliary devices for controlling movements of suspended loads, or preventing cable slack for minimising or preventing longitudinal or transverse swinging of loads
    • B66C13/063—Auxiliary devices for controlling movements of suspended loads, or preventing cable slack for minimising or preventing longitudinal or transverse swinging of loads electrical
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66C—CRANES; LOAD-ENGAGING ELEMENTS OR DEVICES FOR CRANES, CAPSTANS, WINCHES, OR TACKLES
    • B66C13/00—Other constructional features or details
    • B66C13/04—Auxiliary devices for controlling movements of suspended loads, or preventing cable slack
    • B66C13/06—Auxiliary devices for controlling movements of suspended loads, or preventing cable slack for minimising or preventing longitudinal or transverse swinging of loads
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66C—CRANES; LOAD-ENGAGING ELEMENTS OR DEVICES FOR CRANES, CAPSTANS, WINCHES, OR TACKLES
    • B66C13/00—Other constructional features or details
    • B66C13/04—Auxiliary devices for controlling movements of suspended loads, or preventing cable slack
    • B66C13/06—Auxiliary devices for controlling movements of suspended loads, or preventing cable slack for minimising or preventing longitudinal or transverse swinging of loads
    • B66C13/066—Auxiliary devices for controlling movements of suspended loads, or preventing cable slack for minimising or preventing longitudinal or transverse swinging of loads for minimising vibration of a boom
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66C—CRANES; LOAD-ENGAGING ELEMENTS OR DEVICES FOR CRANES, CAPSTANS, WINCHES, OR TACKLES
    • B66C23/00—Cranes comprising essentially a beam, boom, or triangular structure acting as a cantilever and mounted for translatory of swinging movements in vertical or horizontal planes or a combination of such movements, e.g. jib-cranes, derricks, tower cranes
    • B66C23/16—Cranes comprising essentially a beam, boom, or triangular structure acting as a cantilever and mounted for translatory of swinging movements in vertical or horizontal planes or a combination of such movements, e.g. jib-cranes, derricks, tower cranes with jibs supported by columns, e.g. towers having their lower end mounted for slewing movements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66C—CRANES; LOAD-ENGAGING ELEMENTS OR DEVICES FOR CRANES, CAPSTANS, WINCHES, OR TACKLES
    • B66C2700/00—Cranes
    • B66C2700/03—Cranes with arms or jibs; Multiple cranes
    • B66C2700/0385—Cranes with trolleys movable along adjustable or slewable arms

Definitions

  • the present invention relates to a crane, in particular a tower crane, with a hoist cable that runs off a boom and carries a load-carrying device, drive devices for moving a plurality of crane elements and movement of the load-carrying device, a control device for controlling the drive devices in such a way that the load-carrying device moves along a travel path , as well as a pendulum damping device for damping pendulum movements of the load-carrying means, the said pendulum-damping device having a pendulum sensor system for detecting pendulum movements of the hoist rope and/or the load-carrying means and a controller module with a closed control circuit for influencing the activation of the drive devices as a function of pendulum signals generated by the pendulum sensors indicate detected pendulum movements and are fed back to the control loop.
  • the invention also relates to a method for controlling a crane, in which the actuation of the drive devices is influenced by a sway damping device as a function
  • the luffing drive for luffing the boom up and down and the telescoping drive are also used - Actuates and extends the telescopic sections, possibly also a luffing jib drive if there is a luffing jib on the telescopic boom.
  • a luffing jib drive if there is a luffing jib on the telescopic boom.
  • the drive devices mentioned are usually actuated and controlled by the crane operator using appropriate operating elements, for example in the form of joysticks, toggle switches, rotary knobs and sliders and the like, which experience has shown requires a lot of feeling and experience in order to approach the target points quickly and yet gently without major pendulum movements of the load hook. While the target points should be driven as quickly as possible in order to achieve a high work output, the target point should be stopped gently without the load hook swinging with the load attached to it.
  • Such anti-sway devices for cranes are known in various designs, for example by controlling the slewing gear, luffing and trolley drives as a function of certain sensor signals, for example inclination and/or gyroscope signals.
  • certain sensor signals for example inclination and/or gyroscope signals.
  • the writings show DE 20 2008 018 260 U1 or DE 10 2009 032 270 A1 known load swing damping on cranes, to the extent of which, ie with regard to the basics of the swing damping device, is expressly referred to.
  • a gyroscope unit is used to measure the cable angle relative to the vertical and its change in the form of the cable angular velocity in order to automatically intervene in the control when a limit value for the cable angular velocity relative to the vertical is exceeded.
  • a load swing damping system for maritime cranes is known from the Liebherr company under the name "Cycoptronic", which calculates load movements and influences such as wind in advance and, based on this precalculation, automatically initiates compensation movements in order to prevent the load from swinging.
  • this system also uses gyroscopes to record the cable angle relative to the vertical and its changes in order to intervene in the control depending on the gyroscope signals.
  • Dynamic effects and elastic deformation of the structural parts occur in the area of the structural parts, in particular the tower and jib, when a drive is accelerated or braked, so that interventions in the drive devices - for example braking or accelerating the trolley drive or the slewing gear - are not direct affect the pendulum movement of the load hook in the desired way.
  • time delays in the transmission to the hoist rope and the load hook can occur due to dynamic effects in the structural parts if drives are operated in a sway-dampening manner.
  • the dynamic effects mentioned can also have excessive or even counterproductive effects on a load swing. If, for example, a load swings backwards towards the tower as a result of initially operating the trolley drive too quickly and the swing damping device counteracts this by decelerating the trolley drive, the jib can pitch, since the tower deforms accordingly, which impairs the desired swing-damping effect can be.
  • the writings DE 10 2011 001 112 A1 , EP 25 74 819 A1 and DE 10 2010 038 218 A1 describe crane control systems which, in order to reduce vibrations in the structure of the crane during slewing movements, provide that system parameters in the form of the natural frequency and the damping rate of the crane system are automatically calculated during operation and the control signal as an active speed reference profile can be calculated in real time from an operator signal of the operator and the calculated natural frequency under damping rate of the crane system.
  • the object of the present invention is to provide an improved crane and an improved method for its control, which avoid the disadvantages of the prior art and develop the latter in an advantageous manner.
  • the aim should preferably be to move the payload in accordance with the crane operator's setpoint values and to actively dampen undesired pendulum movements by means of a control system, while at the same time undesired movements of the structural dynamics are not stimulated but also dampened by the control system in order to increase safety, facilitate to achieve usability and automation.
  • improved pendulum damping is to be achieved in tower cranes, which takes better account of the diverse influences of the crane structure.
  • the pendulum-damping measures not only take into account the actual pendulum movement of the cable itself, but also the dynamics of the crane structure or the steel construction of the crane and its drive trains.
  • the crane is no longer assumed to be an immobile rigid body that converts the drive movements of the drive devices directly and identically, ie 1:1, into movements of the suspension point of the hoist rope.
  • the sway damping device considers the crane as a soft structure that shows elasticity and resilience during acceleration in its steel construction or structural parts such as the tower lattice and the boom, and in its drive trains, and takes these dynamics of the structural parts of the crane into account when influencing the sway damping Control of the drive devices.
  • Both the pendulum dynamics and the structural dynamics are actively dampened by means of a closed control loop.
  • the entire system dynamics are actively controlled as a coupling of the pendulum, drive and structural dynamics of the tower crane in order to move the payload according to the target specifications.
  • Sensors are used on the one hand to measure system variables of pendulum dynamics and on the other hand to measure system variables of structural dynamics, with non-measurable system variables being able to be estimated as system states in a model-based observer.
  • the actuating signals for the drives are calculated using a model-based control system as a status feedback of the system statuses, which closes a control loop and results in changed system dynamics.
  • the control is designed in such a way that the system dynamics of the closed control loop are stable and control errors are compensated for quickly.
  • a closed control circuit is provided on the crane, in particular a tower crane, with structural dynamics through the feedback of measurements not only of the pendulum dynamics but also of the structural dynamics.
  • the sway control device also includes a structural dynamics sensor system for detecting dynamic deformations and movements of the crane structure or at least structural components thereof, with the controller module of the sway control device, which influences the activation of the drive device in a sway-damping manner , is designed to take into account both the pendulum movements detected by the pendulum sensor system and the dynamic deformations of the structural components of the crane detected by the structural dynamics sensor system when influencing the control of the drive devices. Both the pendulum sensor signals and the structural dynamics sensor signals are fed back to the closed control loop.
  • the anti-sway device therefore does not consider the crane or machine structure to be a rigid, infinitely stiff structure, so to speak, but is based on an elastically deformable and/or flexible and/or relatively soft structure which - in addition to the adjustment movement axes of the machine such as the boom luffing axis or the axis of rotation of the tower - allows movements and/or changes in position due to deformation of the structural components.
  • the steel construction is also protected and less stressed. In particular, shock loads are reduced by the control behavior.
  • the influence of the driving behavior can be defined by this method.
  • the knowledge of the structural dynamics and the control method can be used to reduce and dampen pitching oscillations in particular. As a result, the load behaves more smoothly and no longer fluctuates up and down later when it is at rest. Also, transverse pendulum motions in the circumferential direction about the upright jib axis of rotation can be better controlled by considering tower torsion and jib pivot bending deformations.
  • the above-mentioned elastic deformations and movements of the structural components and drive trains and the resulting movements of their own can basically be determined in different ways.
  • the structural dynamics sensor system provided for this purpose is designed to detect elastic deformations and movements of structural components under dynamic loads.
  • Such a structural dynamics sensor system can include, for example, deformation sensors such as strain gauges on the steel construction of the crane, for example the lattice framework of the tower and/or the boom.
  • yaw rate sensors in particular in the form of gyroscopes, gyro sensors and/or gyrometers, and/or acceleration and/or speed sensors can be provided in order to detect certain movements of structural components such as pitching movements of the boom tip and/or rotational dynamic effects on the boom and/or To detect torsional and / or bending movements of the tower.
  • inclination sensors can be provided in order to detect inclinations of the jib and/or inclinations of the tower, in particular deflections of the jib from the horizontal and/or deflections of the tower from the vertical.
  • the structural dynamics sensor system can work with different sensor types, in particular also combine different sensor types with each other.
  • Strain gauges and/or acceleration sensors and/or yaw rate sensors in particular in the form of gyroscopes, gyro sensors and/or gyrometers, can advantageously be used to detect the deformations and/or dynamic internal movements of structural components of the crane, with the acceleration sensors and/or yaw rate sensors preferably being used are formed detecting three axes.
  • Such structural dynamics sensors can be provided on the jib and/or on the tower, in particular on its upper section on which the jib is mounted, in order to detect the dynamics of the tower. For example, jerky lifting movements lead to pitching movements of the jib, which are accompanied by bending movements of the tower, with post-vibration of the tower in turn leading to pitching vibrations of the jib, which is accompanied by corresponding load hook movements.
  • an angle sensor system can be provided for determining the differential angle of rotation between an upper tower end section and the jib, wherein, for example, an angle sensor can be attached to the upper turret end section and to the jib, the signals of which can indicate the stated differential angle of rotation when considering the difference.
  • a yaw rate sensor for determining the rotational speed of the boom and/or the upper turret end section can advantageously also be provided in order to be able to determine the influence of the turret torsional movement in connection with the aforementioned differential rotational angle. From this, on the one hand, a more precise load position estimation, on the other hand, an active damping of the tower torsion during operation can be achieved.
  • two- or three-axis yaw rate sensors and/or acceleration sensors can be attached to the jib tip and/or to the jib in the area of the upright crane axis of rotation in order to be able to determine structural dynamic movements of the jib.
  • movement and/or acceleration sensors can also be assigned to the drive trains in order to be able to detect the dynamics of the drive trains.
  • encoders can be assigned to the deflection rollers of the trolley for the hoisting rope and/or deflection rollers for a guy rope of a luffing jib, in order to be able to detect the actual rope speed at the relevant point.
  • suitable movement and/or speed and/or acceleration sensors are also assigned to the drive devices themselves in order to record the drive movements of the drive devices accordingly and to correlate them with the estimated and/or recorded deformations of the structural components or the steel construction and flexibility in the drive trains to be able to
  • the motion and/or acceleration component of a structural part can be determined that indicates dynamic deformation or twisting of the crane structure and in addition to the actual crane movement as induced by the drive movement and which would also occur with a completely stiff, rigid crane.
  • the structural dynamics sensor system can advantageously detect different directions of movement of the structural deformations.
  • the structural dynamics sensor system can have at least one radial dynamics sensor for detecting dynamic movements of the crane structure in an upright plane parallel to the crane boom, and at least one pivoting dynamics sensor for detecting dynamic movements of the crane structure about an upright crane axis of rotation, in particular the tower axis.
  • the controller module of the sway damping device can be designed to control the drive devices, in particular a trolley drive and slewing gear drive, depending on the detected dynamic movements of the crane structure in the upright plane parallel to the boom, in particular parallel to the longitudinal direction of the boom, and the detected dynamic movements of the crane structure around the to influence the vertical axis of rotation of the crane.
  • the structural dynamics sensor system can have at least one lifting dynamics sensor for detecting vertical dynamic deformations of the crane boom, and the controller module of the anti-sway device can be designed to influence the activation of the drive devices, in particular a hoist drive, depending on the detected vertical dynamic deformations of the crane boom.
  • the structural dynamics sensor system is advantageously designed to detect all natural modes of the dynamic torsion of the crane boom and/or the crane tower, the natural frequencies of which lie in a predetermined frequency range.
  • the structural dynamics sensor system can have at least one, preferably several, tower sensor(s), which is/are arranged at a distance from a node of a natural tower vibration, for detecting tower torsion, as well as at least one, preferably several, boom sensor(s), which/are arranged at a distance from a node a boom natural vibration, for detecting boom twists.
  • sensors for detecting a structural movement can be placed in such a way that it is possible to observe all natural modes whose natural frequencies are in the relevant frequency range.
  • one sensor per pendulum movement direction can suffice for this purpose, but in practice the use of several sensors is recommended.
  • placing a single sensor in a node of a structure eigenmode measurand e.g. trolley position at a rotation node of the first cantilever eigenmode
  • the use of three-axis yaw rate sensors or acceleration sensors on the boom tip and on the boom near the slewing gear is recommended.
  • the structural dynamics sensor system can work with different types of sensors to detect the natural modes, in particular also different types of sensors combine with each other.
  • the aforementioned strain gauges and/or acceleration sensors and/or rotation rate sensors in particular in the form of gyroscopes, gyro sensors and/or gyrometers, can be used to detect the deformations and/or dynamic internal movements of structural components of the crane, with the acceleration sensors and/or or yaw rate sensors are preferably designed to detect three axes.
  • the structural dynamics sensor system can have at least one yaw rate and/or acceleration sensor and/or strain gauges for detecting dynamic tower deformations and at least one yaw rate and/or acceleration sensor and/or strain gauges for detecting dynamic boom deformations.
  • Yaw rate and/or acceleration sensors can advantageously be provided on various tower sections, in particular at least on the top of the tower and at the articulation point of the boom and possibly in a middle section of the tower below the boom.
  • rotation rate and/or acceleration sensors can be provided on various sections of the jib, in particular at least on the jib tip and/or the trolley and/or the jib foot to which the jib is articulated, and/or on a jib section in the hoist.
  • the sensors mentioned are advantageously arranged on the respective structural component in such a way that they can detect the natural modes of its elastic torsion.
  • the anti-sway device can also include an estimation device that calculates the deformations and movements of the machine structure under dynamic loads that vary as a function of the control commands entered at the control station and/or as a function of specific control actions of the drive devices and/or as a function of specific speed and /or result in acceleration profiles of the drive devices, taking into account the circumstances characterizing the crane structure.
  • an estimation device that calculates the deformations and movements of the machine structure under dynamic loads that vary as a function of the control commands entered at the control station and/or as a function of specific control actions of the drive devices and/or as a function of specific speed and /or result in acceleration profiles of the drive devices, taking into account the circumstances characterizing the crane structure.
  • System variables of the structural dynamics, if necessary also of the pendulum dynamics are estimated, which cannot or only with difficulty be detected by sensors.
  • Such an estimation device can, for example, access a data model in which structural variables of the crane such as tower height, jib length, rigidity, area moments of inertia and the like are stored and/or linked to one another, in order to then use a specific load situation, i.e. weight of the load picked up on the load hook and the current radius , to estimate which dynamic effects, i.e. deformations in the steel construction and in the drive trains, result for a specific actuation of a drive device.
  • the sway damping device can then intervene in the control of the drive devices and influence the manipulated variables of the drive controllers of the drive devices in order to avoid or reduce swaying movements of the load hook and the hoist cable.
  • the determination device for determining such structural deformations can have a calculation unit which calculates these structural deformations and the movements of structural parts resulting therefrom using a stored calculation model as a function of the control commands entered at the control station.
  • a model can be constructed similarly to a finite element model or be a finite element model, but it is advantageous to use a model that is significantly simplified compared to a finite element model /or load conditions can be determined on the real crane or the real machine.
  • Such a calculation model can work, for example, with tables in which specific control commands are assigned specific deformations, with intermediate values of the control commands being able to be converted into corresponding deformations by means of an interpolation device.
  • the controller module in the closed control loop can include a filter device or an observer which, on the one hand, monitors the structure-dynamic crane reactions and the hoisting cable or Observed load hook pendulum movements, as they are detected by the structural dynamics sensor and the pendulum sensor and set with certain manipulated variables of the drive controller, so that the observer or filter device, taking into account predetermined laws of a dynamic model of the crane, which can be fundamentally different and through analysis and simulation of the steel construction can be obtained, based on the observed crane structure and pendulum reactions, can influence the manipulated variables of the controller.
  • a filter device or an observer which, on the one hand, monitors the structure-dynamic crane reactions and the hoisting cable or Observed load hook pendulum movements, as they are detected by the structural dynamics sensor and the pendulum sensor and set with certain manipulated variables of the drive controller, so that the observer or filter device, taking into account predetermined laws of a dynamic model of the crane, which can be fundamentally different and through analysis and simulation of the steel construction can
  • Such a filter or observer device can be designed in particular in the form of a so-called Kalman filter, to which, on the one hand, the manipulated variables of the drive controller of the crane and, on the other hand, both the pendulum signals of the pendulum sensor system and the structural dynamics signals fed back to the control loop, the deformations and/or dynamic intrinsic Specify movements of the structural components, are supplied and which, from these input variables using Kalman equations that model the dynamic system of the crane structure, in particular its steel components and drive trains, influences the manipulated variables of the drive controllers accordingly in order to achieve the desired sway-damping effect.
  • Kalman filter to which, on the one hand, the manipulated variables of the drive controller of the crane and, on the other hand, both the pendulum signals of the pendulum sensor system and the structural dynamics signals fed back to the control loop, the deformations and/or dynamic intrinsic Specify movements of the structural components, are supplied and which, from these input variables using Kalman equations that model the dynamic system of the crane structure, in particular its
  • Detected and/or estimated and/or calculated and/or simulated functions that characterize the dynamics of the structural components of the crane are advantageously implemented in the Kalman filter.
  • the detection device for detecting the position of the load hook can advantageously be an imaging Sensors, for example include a camera that looks from the suspension point of the hoist rope, such as the trolley, substantially vertically downwards.
  • An image evaluation device can identify the crane hook in the image provided by the imaging sensors and determine its eccentricity or its displacement from the center of the image, which is a measure of the deflection of the crane hook relative to the vertical and thus characterizes the swinging load.
  • a gyroscopic sensor can detect the hoist cable pull-off angle from the boom and/or from the vertical and feed it to the Kalman filter.
  • the pendulum sensor system can also work with an inertial detection device that is attached to the load hook or the load handling attachments and provides acceleration and yaw rate signals that reflect translational accelerations and yaw rates of the load hook.
  • Such an inertial measuring device attached to the load handling device which is sometimes also referred to as an IMU, can have acceleration and yaw rate sensor means for providing acceleration and yaw rate signals, which on the one hand indicate translational accelerations along different spatial axes and on the other hand yaw rates or gyroscopic signals with regard to different spatial axes.
  • acceleration and yaw rate sensor means for providing acceleration and yaw rate signals, which on the one hand indicate translational accelerations along different spatial axes and on the other hand yaw rates or gyroscopic signals with regard to different spatial axes.
  • rotational speeds but in principle also rotational accelerations or even both, can be provided as rotational rates.
  • the inertial measuring device can detect accelerations in three spatial axes and yaw rates about at least two spatial axes.
  • the acceleration sensor means can work on three axes and the gyroscope sensor means can work on two axes.
  • the inertial measuring device attached to the load hook can advantageously transmit its acceleration and yaw rate signals and/or signals derived therefrom wirelessly transmit to a control and / or evaluation device, which can be attached to a structural part of the crane or arranged separately in the vicinity of the crane.
  • the transmission can be made to a receiver that can be attached to the trolley and/or to the suspension from which the hoist cable runs.
  • the transmission can advantageously take place via a WLAN connection, for example.
  • a pendulum damping system can also be retrofitted very easily to existing cranes, without complex retrofitting measures being required for this.
  • the inertial measuring device has to be attached to the load hook and the receiver communicating with it, which transmits the signals to the control or regulation device.
  • the deflection of the load hook or the hoist rope relative to the vertical can advantageously be determined in a two-stage process.
  • the tilting of the load hook is determined, since this does not have to correspond to the deflection of the load hook in relation to the trolley or the suspension point and the deflection of the hoisting rope in relation to the vertical of the hoist rope relative to the vertical. Since the inertial measuring device is attached to the load hook, the acceleration and yaw rate signals are influenced both by the pendulum movements of the hoist rope and by the dynamics of the load hook tilting relative to the hoist rope.
  • the tilting of the load hook is first determined from the signals from the inertial measuring device with the aid of a complementary filter, which makes use of the different characteristics of the translational acceleration signals and the gyroscopic signals of the inertial measuring device, with a Kalman filter also being used as an alternative or in addition to the determination the tilting of the load hook from the acceleration and yaw rate signals can be used.
  • the desired deflection of the load hook relative to the trolley or relative to the suspension point of the hoisting rope and/or the deflection of the hoisting rope relative to the vertical can then be determined using a Kalman filter and/or by means of static calculation from horizontal inertial acceleration and gravitational acceleration will.
  • the pendulum sensor system can have first determination means for determining and/or estimating a tilting of the load handling device from the acceleration and yaw rate signals of the inertial measuring device and second determining means for determining the deflection of the hoist rope and/or the load handling device relative to the vertical from the determined tilting of the load handling device and an inertial -Exhibit acceleration of the lifting device.
  • the first determination means mentioned can in particular be a complementary filter with a high-pass filter for the yaw rate signal of the inertial measuring device and have a low-pass filter for the acceleration signal of the inertial measuring device or a signal derived therefrom, wherein said complementary filter can be designed to estimate the tilting of the load handling device based on the high-pass filtered rotation rate signal, and an acceleration-based estimation of the tilting of the load handling device, which is based on the low-pass filtered acceleration signal, and to determine the sought-after tilting of the load-handling device from the linked estimates of the tilting of the load-handling device based on the rate of rotation and acceleration.
  • the rotation rate-based estimation of the tilting of the load handling device can include an integration of the high-pass filtered rotation rate signal.
  • the second determination means for determining the deflection of the load hook or the hoisting rope relative to the vertical based on the determined tilting of the load hook can have a filter and/or observer device which takes into account the determined tilting of the load lifting device as an input variable and calculates the deflection of the load lifting device from an inertial acceleration on the load lifting device Hoist rope and / or the lifting device determined relative to the vertical.
  • Said filter and/or observer device can in particular include a Kalman filter, in particular an extended Kalman filter.
  • the second determination means can also have a calculation device for calculating the deflection of the hoisting rope and/or the load handling device relative to the vertical from a static relationship of the accelerations, in particular from the quotient of a horizontal inertial acceleration and the acceleration due to gravity.
  • a two-degree-of-freedom control structure is used for the sway control, through which the state feedback described above is supplemented by a feedforward control.
  • the status feedback serves to ensure stability and to quickly compensate for control errors, while the pre-control, on the other hand, ensures good control behavior through which, ideally, no control errors occur at all.
  • the pilot control can advantageously be determined using the method of differential flatness, which is known per se.
  • the mentioned method of differential flatness reference is made to the dissertation " Application of the flatness-based analysis and control of nonlinear multivariable systems", by Ralf Rothfuss, VDI-Verlag, 1997 , referenced, which is made the subject matter of the present disclosure to this extent, ie with regard to the method of differential flatness mentioned.
  • the structural dynamics can be neglected to determine the pre-control, which means that the crane, especially the tower crane, can be represented as a flat system with the load coordinates as flat outputs.
  • the pilot control and the calculation of the reference states of the two-degree-of-freedom structure are calculated in contrast to the feedback control of the closed control loop, neglecting the structural dynamics, ie the crane is considered to be rigid or so-to-speak for the purposes of the pilot control assumed infinitely stiff structure. Due to the small deflections of the elastic structure, which are very small compared to the crane movements to be carried out by the drives, this only leads to very small and therefore negligible deviations in the pilot control.
  • the description of the tower crane which is assumed to be rigid for the purposes of the pilot control, in particular the tower crane, is made possible as a flat system which can be easily inverted. The coordinates of the load position are flat exits of the system. From the flat outputs and their time derivatives, the required course of the manipulated variables and the system states can be calculated exactly algebraically (inverse system) - without simulation or optimization. This allows the load to be brought to a target position without overshooting.
  • the load position required for the flatness-based pilot control and its derivatives can advantageously be calculated by a trajectory planning module and/or by setpoint filtering. If a target curve for the load position and its first four time derivatives is now determined via trajectory planning or setpoint filtering, the exact curve of the necessary control signals for controlling the drives, as well as the exact curve of the corresponding system states, can be calculated from this in the pre-control using algebraic equations.
  • notch filters can advantageously be switched between trajectory planning and pre-control in order to eliminate the excitable natural frequencies of the structural dynamics from the planned trajectory signal.
  • the model on which the control is based can fundamentally be of different types.
  • a compact representation of the entire system dynamics as coupled pendulum, drive and structural dynamics is used, which is suitable as a basis for the observer and the controller.
  • the crane control model is determined by a modeling method in which the overall crane dynamics are divided into largely independent Parts is separated, advantageously for a tower crane in a part of all movements that are essentially excited by a slewing gear drive (slewing dynamics), a part of all movements that are essentially excited by a trolley drive (radial dynamics) and the Dynamics in the direction of the hoist rope, which is stimulated by a winch drive.
  • the drive dynamics are advantageously modeled as a first-order delay element or as a static amplification factor, it being possible for a torque, a rotational speed, a force or a speed to be specified for the drives as the manipulated variable.
  • This manipulated variable is regulated by the subordinate control in the frequency converter of the respective drive.
  • the pendulum dynamics can be modeled as an idealized single/double string pendulum with one/two point load masses and one/two simple ropes, which are assumed to be either massless or massed with modal order reduction to the most important rope eigenmodes.
  • the structural dynamics can be derived by approximating the steel structure in the form of continuous beams as a distributed parametric model, which can be discretized and reduced in system order by known methods, thereby adopting a compact form, can be computed quickly, and simplifies observer and control design.
  • the above-mentioned anti-sway device can monitor the input commands of the crane operator by actuating corresponding operating elements such as joysticks and the like and override them if necessary, in particular in the sense that accelerations specified by the crane operator are reduced, for example, or counter-movements are also automatically initiated if a crane movement specified by the crane driver has caused or would cause the load hook to swing.
  • the controller module tries to stay as close as possible to the movements and movement profiles desired by the crane driver in order to give the crane driver a feeling of control, and only overrides the manually entered control signals to the extent necessary to keep the desired crane movement as oscillating as possible. and to carry it out without vibration.
  • the sway damping device can also be used for automated operation of the crane, in which the control device of the crane automatically moves the load handling device of the crane between at least two target points along a travel path in the sense of an autopilot.
  • the control device of the crane automatically moves the load handling device of the crane between at least two target points along a travel path in the sense of an autopilot.
  • a travel path determination module of the control device determines a desired travel path, for example in the sense of a path control
  • an automatic travel control module of the control device controls the drive controller or drive devices in such a way that the load hook is moved along the specific travel path
  • the anti-sway device in intervene in the activation of the drive controller by the above-mentioned travel control module in order to move the crane hook without swaying or to dampen swaying movements.
  • the crane can be designed as a tower crane.
  • the tower crane shown can have, for example, in a manner known per se, a tower 201 which carries a boom 202 which is balanced by a counter-jib 203 on which a counterweight 204 is provided.
  • Said jib 202 can be rotated together with the counter jib 203 about an upright axis of rotation 205, which can be coaxial to the axis of the tower, by means of a slewing gear.
  • a trolley 206 can be moved on the boom 202 by a trolley drive, with a hoist cable 207 running off the trolley 206, to which a load hook 208 is attached.
  • the crane 2 can have an electronic control device 3, which can include, for example, a control computer arranged on the crane itself.
  • Said control device 3 can in this case control various actuators, hydraulic circuits, electric motors, drive devices and other working units on the respective construction machine. This can, for example, in the crane shown, the hoist, the slewing gear, the trolley drive, which -if necessary. existing - cantilever luffing drive or the like.
  • Said electronic control device 3 can communicate with a terminal device 4, which can be arranged on the control station or in the driver's cab and can, for example, be in the form of a tablet with a touchscreen and/or joysticks, rotary knobs, slide switches and similar control elements, so that on the one hand different Information from the control computer 3 can be displayed on the terminal 4 and, conversely, control commands can be entered into the control device 3 via the terminal 4 .
  • a terminal device 4 can be arranged on the control station or in the driver's cab and can, for example, be in the form of a tablet with a touchscreen and/or joysticks, rotary knobs, slide switches and similar control elements, so that on the one hand different Information from the control computer 3 can be displayed on the terminal 4 and, conversely, control commands can be entered into the control device 3 via the terminal 4 .
  • Said control device 3 of crane 1 can in particular be designed to control said drive devices of the hoist, trolley and slewing gear even when a sway damping device 340 detects movement parameters relevant to swaying.
  • the crane 1 can have a pendulum sensor system or detection device 60 that detects a diagonal pull of the hoist rope 207 and/or deflections of the load hook 208 relative to a vertical line 61 that passes through the suspension point of the load hook 208, ie the trolley 206.
  • the cable pull angle ⁇ can be detected against the line of action of gravity, ie the vertical 62, cf. 1 .
  • the determination means 62 of the pendulum sensor system 60 can, for example, work optically in order to determine the said deflection.
  • a camera 63 or another imaging sensor system can be attached to the trolley 206, which looks vertically downwards from the trolley 206, so that when the load hook 208 is undeflected, its image reproduction is in the center of the image provided by the camera 63.
  • the load hook 208 is deflected relative to the vertical 61, for example as a result of the trolley 206 starting up abruptly or the slewing gear braking abruptly, the image reproduction of the load hook 208 migrates from the center of the camera image, which can be determined by an image evaluation device 64.
  • the diagonal pull of the hoist rope or the deflection of the load hook relative to the vertical can also be carried out using an inertial measuring device IMU, which is attached to the load hook 208 and can transmit its measurement signals, preferably wirelessly, to a receiver on the trolley 206. see. 10 .
  • the inertial measuring device IMU and the evaluation of its acceleration and yaw rate signals will be explained in more detail later.
  • control device 3 can control the slewing gear drive and the trolley drive with the aid of the sway damping device 340 in order to bring the trolley 206 back more or less exactly over the load hook 208 and compensate for or reduce pendulum movements or prevent them from occurring in the first place.
  • sway damping device 340 comprises a structural dynamics sensor system 344 for determining dynamic deformations of structural components, controller module 341 of sway damping device 340, which influences the activation of the drive device in a sway-damping manner, being designed to determine the dynamic deformations of the structural components when influencing the activation of the drive devices of the crane must be taken into account.
  • An estimation device 343 can also be provided, which calculates the deformations and movements of the machine structure under dynamic loads, which change as a function of control commands entered at the control station and/or as a function of specific control actions of the drive devices and/or as a function of specific speed and/or Acceleration profiles of the drive devices result, taking into account the circumstances characterizing the crane structure.
  • a calculation unit 348 can calculate the structural deformations and resulting structural part movements using a stored calculation model as a function of the control commands entered at the control station.
  • the pendulum damping device 340 advantageously detects such elastic deformations and movements of structural components under dynamic loads by means of the structural dynamics sensor system 344 .
  • a sensor system 344 can include, for example, deformation sensors such as strain gauges on the steel construction of the crane, for example the lattice framework of the tower 201 or the jib 202 .
  • acceleration and/or speed sensors and/or yaw rate sensors can be provided in order to detect specific movements of structural components such as, for example, pitching movements of the jib tip or rotary dynamic effects on jib 202 .
  • such structural dynamics sensors can also be provided on the tower 201, in particular on its upper section, on which the boom is mounted, in order to detect the dynamics of the tower 201.
  • movement and/or acceleration sensors can also be attached to the drive trains be assigned in order to be able to record the dynamics of the drive trains.
  • encoders can be assigned to the deflection pulleys of the trolley 206 for the hoist rope and/or deflection pulleys for a guy rope of a luffing jib, in order to be able to detect the actual rope speed at the relevant point.
  • the signals y(t) from the structural dynamics sensors 344 and the pendulum sensor system 60 are fed back to the controller module 341, so that a closed control circuit is implemented.
  • Said controller module 341 influences the control signals u(t) for controlling the crane drives, in particular the slewing gear, the hoisting gear and the trolley drive, depending on the structural dynamics and pendulum sensor signals fed back.
  • the controller structure also has a filter device or an observer 345, which observes the fed-back sensor signals or the crane reactions that occur with certain manipulated variables of the drive controller and taking into account predetermined laws of a dynamic model of the crane, which can fundamentally have different properties and Analysis and simulation of the steel construction can be obtained, based on the observed crane reactions, the manipulated variables of the controller are influenced.
  • a filter device or an observer 345 which observes the fed-back sensor signals or the crane reactions that occur with certain manipulated variables of the drive controller and taking into account predetermined laws of a dynamic model of the crane, which can fundamentally have different properties and Analysis and simulation of the steel construction can be obtained, based on the observed crane reactions, the manipulated variables of the controller are influenced.
  • Such a filter or observer device 345b can be embodied in particular in the form of a so-called Kalman filter 346, to which the manipulated variables u(t) of the drive controller 347 of the crane and the returned sensor signals y(t), i.e. the detected crane movements, in particular the cable pull angle, are input variables ⁇ relative to the vertical 62 and/or its change over time or the angular velocity of said diagonal pull, as well as the structural dynamic torsion of boom 202 and tower 201 and from these input variables using Kalman equations that determine the dynamic system of the crane structure, in particular model its steel components and drive trains, which influences the manipulated variables of the drive controllers 347 accordingly in order to achieve the desired sway-damping effect.
  • Kalman filter 346 to which the manipulated variables u(t) of the drive controller 347 of the crane and the returned sensor signals y(t), i.e. the detected crane movements, in particular the cable pull angle, are input variables ⁇ relative to the vertical 62 and/or its change
  • deformations and vibration patterns of the tower crane under load can be dampened or avoided from the start, as described in 3 are shown as examples, where the partial view a.) first shows schematically a pitching deformation of the tower crane under load as a result of bending of the tower 201 with the associated lowering of the boom 202 and an associated diagonal pull of the hoist cable.
  • the controller structure is designed in the form of a two-degree-of-freedom control and, in addition to the mentioned "closed-loop" control with feedback of the pendulum sensor technology and structural dynamics sensor signals, includes a pre-control or feed-forward control stage 350, which is controlled by a the best possible leadership behavior tries to ideally not allow any rule errors to occur at all.
  • Said pilot control 350 is advantageously designed based on flatness and is determined according to the so-called differential flatness method, as already mentioned at the outset.
  • the structural dynamics signals and oscillating movements signals are neglected for the determination of the pre-control signals u d (t) and x d (t), that is, the signals y(t) of the pendulum and structural dynamics sensors 60 and 344 are not fed back to the pilot control module 350 .
  • the pre-control module 350 is fed setpoint values for the load handling device 208, wherein these setpoint values can be position information and/or speed information and/or path parameters for the named load handling device 208 and define the desired movement.
  • the target values for the desired load position and its time derivatives can advantageously be fed to a trajectory planning module 351 and/or a target value filter 352, by means of which a target curve for the load position and its first four time derivatives can be determined, from which in the Pre-control module 350 can be calculated using algebraic equations to calculate the exact course of the required control signals u d (t) for controlling the drives and the exact course u d (t) of the corresponding system states.
  • a notch filter device 353 can advantageously be connected upstream of the precontrol module 350 in order to filter the input variables supplied to the precontrol module 350 accordingly, with such a notch filter device 353 in particular between the named trajectory planning module 351 or the setpoint filter module 352 on the one hand and the pilot control module 350 on the other hand can be provided.
  • Said notch filter device 353 can in particular be designed to eliminate the excited natural frequencies of the structural dynamics from the setpoint value signals supplied to the pilot control.
  • the pendulum damping device 340 can be designed to correct the slewing gear and the trolley and possibly also the hoist so that the cable is always perpendicular to the load, if possible when the crane tilts more and more forward due to the increasing load moment.
  • the pitching movement of the crane as a result of its deformation under the load can be taken into account and the trolley can be tracked taking into account the recorded load position or positioned with anticipatory estimation of the pitching deformation in such a way that the hoist rope is in the vertical position during the resulting crane deformation Lot is above the load.
  • the greatest static deflection occurs at the point where the load leaves the ground.
  • the slewing gear can also be tracked, taking into account the detected load position, and/or positioned with anticipatory estimation of a transverse deformation in such a way that the hoist cable is perpendicular to the load during the resulting crane deformation.
  • the model on which the anti-sway control is based can fundamentally be of different types.
  • the decoupled consideration of the dynamics in the slewing direction and within the tower-jib plane is useful.
  • the slewing dynamics are stimulated and controlled by the slewing gear drive, while the dynamics in the tower-boom plane are stimulated and controlled by the trolley and hoist drives.
  • the load swings in two directions - on the one hand transversely to the jib (pivoting direction), on the other hand in the longitudinal direction of the jib (radial). Due to the low elasticity of the hoist rope, the vertical movement of the load largely corresponds to the vertical movement of the boom, which in tower cranes is small compared to the deflection of the load due to the pendulum movement.
  • swivel and radial dynamics the parts of the system dynamics that are excited by the slewing gear and the trolley must be taken into account in particular. These are referred to as swivel and radial dynamics. As long as the pendulum angles are not zero, both swivel and radial dynamics can also be influenced by the hoist. For one However, this is negligible in the control design, especially for the swing dynamics.
  • the slewing dynamics include, in particular, steel structure movements such as tower torsion, transverse bending of the boom around the vertical axis and bending of the tower transverse to the longitudinal direction of the boom, as well as pendulum dynamics transverse to the boom and the slewing gear drive dynamics.
  • the radial dynamics include the tower bending in the direction of the boom, the pendulum dynamics in the direction of the boom and, depending on the perspective, also the bending of the boom in the vertical direction.
  • the radial dynamics are also attributed to the drive dynamics of the trolley and, if applicable, the hoist.
  • a linear design method based on the linearization of the non-linear mechanical model equations around a rest position is advantageously sought for the regulation.
  • all couplings between pivoting and radial dynamics are eliminated.
  • This also means that no couplings are taken into account when designing a linear control system, even if the model was first derived in a coupled manner. Both directions of can be regarded as decoupled from the outset, as this significantly simplifies the mechanical modeling.
  • a clear model in compact form is achieved for the swing dynamics, which can be evaluated quickly, which saves computing power on the one hand and accelerates the development process of the control design on the other.
  • the cantilever can be viewed as an Euler-Bernoulli beam and thus initially as a system with distributed mass (distributed parametric system). Furthermore, the repercussions of the lifting dynamics on the pivoting dynamics can also be neglected, which is a justified assumption for small pendulum angles due to the vanishing horizontal force component. If large pendulum angles occur, the effect of the winch on the slewing dynamics can also be taken into account as a disturbance variable.
  • the cantilever is modeled as a beam in a moving reference system, which rotates with the yaw rate ⁇ due to the slewing gear drive, as in 4 shown.
  • the Coriolis acceleration represents a bidirectional coupling between swivel and radial dynamics. This is proportional to the rotation speed of the reference system and to the relative speed.
  • Typical maximum slewing rates of a tower crane are in the range of approx. g MAX ⁇ 0.1 wheel s , which is why the Coriolis acceleration typically assumes small values compared to the driven accelerations of the tower crane.
  • the yaw rate is very small.
  • the Coriolis acceleration can be pre-planned and explicitly taken into account by a pre-control. In both cases, neglecting the Coriolis acceleration only leads to small approximation errors, which is why it is neglected in the following.
  • the centrifugal acceleration only affects the radial dynamics and can be taken into account as a disturbance variable for this. Due to the slow rotation rates, it hardly affects the panning dynamics and can therefore be neglected. What is important, however, is the linear Euler acceleration, which acts in the tangential direction and therefore plays a central role when considering the swing dynamics.
  • the cantilever Due to the small cross-sectional area of the cantilever and small shear deformations, the cantilever can be viewed as an Euler-Bernoulli beam. The rotational kinetic energy of the beam rotation around the vertical axis is thus neglected. It is assumed that the mechanical parameters such as mass distributions and area moments of inertia of the Euler-Bernoulli approximation of the cantilever elements are known and can be used for the calculation.
  • ⁇ ( x ) is the mass covering
  • I ( x ) the area moment of inertia at the point x
  • E the modulus of elasticity
  • q ⁇ ( x,t ) the distributed force acting on the cantilever.
  • the zero point of the spatial coordinate x is at the end of the counter-jib.
  • ⁇ ′ ⁇ ⁇ ⁇ x describes the local differentiation. Damping parameters will be introduced later.
  • FIG. 5 A sketch of the boom is in figure 5 shown.
  • the spring stiffnesses c t and c b represent the torsional stiffness and flexural stiffness of the tower and are explained below.
  • Tower torsion and tower bending perpendicular to the boom direction are advantageously taken into account for modeling the pivoting dynamics. Due to its geometry, the tower can initially be assumed to be a homogeneous Euler-Bernoulli beam. For the sake of simpler modelling, the tower is represented here by a rigid body substitute model. Only one eigenmode for tower bending and one for tower torsion is considered. Since essentially only the movement at the top of the tower is relevant for the pivoting dynamics, the tower dynamics can be used as a substitute system for bending or torsion by means of a spring-mass system with a matching natural frequency. If the tower is more elastic, the spring-mass systems can be more easily supplemented with additional eigenmodes by adding a corresponding number of masses and springs, cf. 6 .
  • the parameters spring stiffness c b and mass m T are chosen in such a way that the deflection at the tip and the natural frequency correspond to that of the Euler-Bernoulli beam, which represents the tower dynamics.
  • a rigid body substitute model with the inertia J T and the torsional spring stiffness c t can be derived analogously as in Fig. 5 shown.
  • the payload can still be modeled as a lumped mass point.
  • the rope mass can be neglected.
  • the payload is slightly more affected by Euler, Coriolis, and centrifugal forces.
  • the centrifugal acceleration only acts in the direction of the jib, so it is not relevant at this point.
  • the acceleration on the load are in 7 shown.
  • the pendulum dynamics can be easily derived using the Lagrange formalism.
  • the distributed parametric model (5) of the cantilever dynamics describes an infinite number of eigenmodes of the cantilever and is not yet suitable for a control design in this form. Since only a few of the lowest-frequency eigenmodes are relevant for observers and controllers, a modal transformation with subsequent modal order reduction to these few eigenmodes is appropriate. However, an analytical modal transformation of equation (5) is rather difficult. Instead, it makes sense to first locally discretize equation (5) using finite differences or the finite element method and thus obtain an ordinary differential equation.
  • the beam is distributed on N equidistant mass points at the cantilever positions x i , i ⁇ 1 ... N divided up.
  • equation (35) depends on the edges of the values I -1 , and I N+ 1 , which in practice can be replaced by the values I 1 , and I N .
  • (50) is a linear parameter-variant differential equation, the specific form of which can only be determined at runtime, especially online. This must be taken into account in later observer and control drafts.
  • the number of discretization points N should be chosen large enough to ensure an accurate description of the beam deformation and dynamics.
  • (50) becomes a large system of differential equations.
  • a modal order reduction is suitable for the control in order to reduce the large number of system states to a lower number.
  • Modal order reduction is one of the most commonly used reduction methods.
  • the basic idea is to first carry out a modal transformation, i.e. to specify the dynamics of the system on the basis of the eigenmodes (shapes) and the eigenfrequencies. subsequently become then only the relevant eigenmodes (usually the lowest-frequency ones) are selected and all higher-frequency modes are neglected.
  • the number of eigenmodes taken into account is denoted by ⁇ in the following.
  • the top one describes the slowest natural mode, which is dominated by the pendulum movement of the load.
  • the second eigenmode shown shows a clear tower bending, while in the third the boom bends clearly. All natural modes whose natural frequencies can be excited by the slewing gear drive should be taken into account.
  • the output vector y precisely describes the yaw rates, strains or accelerations, which are measured by the sensors on the crane.
  • Q and R represent the covariance matrices of the process and measurement noise and serve as design parameters of the Kalman filter.
  • equations (60) and (61) describe a parameter-variant system
  • the solution P of equation (63) is always only valid for the corresponding parameter set ⁇ x tr ,l,m L ⁇ .
  • the standard methods for solving algebraic Riccati equations are quite computationally intensive.
  • the solution P for a finely resolved map can be precalculated offline in the parameters x tr ,l,m L .
  • the value is then selected from the characteristics map whose parameter set ⁇ x tr ,l,m L ⁇ is closest to the current parameters.
  • the vector contains x ⁇ ref the target states, which are typically all zero in the rest position (except for the angle of rotation ⁇ ). While traversing a path, the values can be non-zero, but should not deviate too far from the rest position around which the model was linearized.
  • the observer dynamics (62) can be simulated on a control unit at runtime.
  • the control signals u of the drives and, on the other hand, the measuring signals y of the sensors are used.
  • the control signals are in turn calculated from the feedback gain and the estimated state vector according to (62).
  • the procedure for controlling the radial dynamics can be analogous to the pivoting dynamics. Both controls then act independently on the crane and stabilize the pendulum dynamics in the radial direction and transverse to the boom, each taking into account the drive and structural dynamics.
  • ⁇ y and ⁇ y describe the angles between the rigid bodies and ⁇ y the radial pendulum angle of the load.
  • the positions of the centers of gravity are described with P, where the index CJ for the counterjib, J for the jib, TR for the trolley and T for the tower (in this case the upper one). rigid body of the tower).
  • the positions depend at least partially on the variables x TR and l provided by the drives.
  • the dynamics can be derived from the well-known Lagrange formalism.
  • ⁇ i describe the corresponding time constants and u i the setpoint speeds.
  • the deflection of the hoist rope relative to the vertical 62 can be determined not only by an imaging sensor system on the trolley, but also by an inertial measuring device on the load hook.
  • Such an inertial measuring device IMU can in particular have acceleration and yaw rate sensors for providing acceleration and yaw rate signals that indicate translatory accelerations along different spatial axes on the one hand and yaw rates or gyroscopic signals with respect to different spatial axes on the other hand.
  • acceleration and yaw rate sensors for providing acceleration and yaw rate signals that indicate translatory accelerations along different spatial axes on the one hand and yaw rates or gyroscopic signals with respect to different spatial axes on the other hand.
  • rotational speeds but in principle also rotational accelerations or even both, can be provided as rotational rates.
  • the inertial measuring device IMU can advantageously record accelerations in three spatial axes and rates of rotation about at least two spatial axes.
  • the acceleration sensor means can work on three axes and the gyroscope sensor means can work on two axes.
  • the inertial measuring device IMU attached to the load hook can advantageously transmit its acceleration and yaw rate signals and/or signals derived therefrom wirelessly to the control and/or evaluation device 3 or its anti-sway device 340 transmit, which can be attached to a structural part of the crane or arranged separately near the crane.
  • the transmission can be made to a receiver REC, which can be attached to the trolley 206 and/or to the suspension from which the hoist cable runs.
  • the transmission can advantageously take place, for example, via a WLAN connection, cf. 10 .
  • the load hook 208 can tilt in different directions and in different ways relative to the hoist rope 207, depending on the connection.
  • the diagonal pull angle ⁇ of the hoist rope 207 does not have to be identical to the orientation of the load hook.
  • the tilting angle ⁇ ⁇ describes the tilting or rotation of the load hook 207 in relation to the diagonal pull ⁇ of the hoist rope 2017 or the rotation between inertial coordinates and load hook coordinates.
  • the two swaying directions in the travel direction of the trolley i.e. in the longitudinal direction of the jib on the one hand, and in the direction of rotation or arcing around the tower axis, i.e. in the direction transverse to the longitudinal direction of the jib, can be considered separately from one another, since these differ both pendulum movements hardly affect each other.
  • Each pendulum direction can therefore be modeled two-dimensionally.
  • the pendulum dynamics can be described using the Lagrange equations.
  • the trolley position s x ( t ), the cable length l ( t ) and the cable or pendulum angle ⁇ ( t ) are defined as a function of the time t, whereby in the following for the sake of simplicity and better readability the time dependence is no longer specifically defined by the term (t) is specified.
  • the hook acceleration right ⁇ s ⁇ x ⁇ 2 ⁇ ⁇ l ⁇ cos ⁇ ⁇ l ⁇ sin ⁇ + l ⁇ ⁇ 2 sin ⁇ ⁇ l ⁇ ⁇ cos ⁇ 2 l ⁇ ⁇ ⁇ sin ⁇ ⁇ l ⁇ cos ⁇ + l ⁇ ⁇ 2 cos ⁇ + l ⁇ ⁇ sin ⁇ is not required for the derivation of the load dynamics, but is used for the design of the filter, as explained below.
  • the dynamics in the y - z plane can be expressed analogously.
  • the acceleration s ⁇ x of the trolley or a gantry crane runner is considered as a known system input variable. This can sometimes be measured directly or estimated on the basis of the measured trolley speed. Alternatively or additionally, the trolley acceleration can be measured with a separate the trolley accelerometer or estimated if the drive dynamics are known.
  • the tilting direction of the load hook is described by the tilting angle ⁇ ⁇ , cf. 13 .
  • the IMU measures all signals in the moving, rotating, body-fixed coordinate system of the load hook, which is denoted by the prefix K , while vectors in inertial coordinates are denoted by I or remain without a subscript.
  • K [ K a x K a z ] T in hook coordinates
  • I cos e ⁇ sin e ⁇ ⁇ sin e ⁇ cos e ⁇ ⁇ a K .
  • the inertial acceleration can then be used to estimate the sway angle based on (107) and (103).
  • Estimating the rope angle ⁇ requires an accurate estimate of the tilting of the load hook ⁇ ⁇ .
  • an absolute reference value is required, since the gyroscope has limited accuracy and an initial value is unknown.
  • the gyroscopic measurement is regularly superimposed by an approximately constant deviation that is inherent in the measurement principle.
  • G K ⁇ G ⁇ sin e ⁇ cos e ⁇ T . is transformable.
  • K g results from the fact that the gravitational acceleration is measured as a fictitious upward acceleration due to the sensor principle.
  • the simple structure of the linear pendulum dynamics according to (109) allows the use of various filters to estimate the orientation.
  • One option is a so-called time-continuous Kalman Bucy filter, which can be adjusted by varying the process parameters and noise measurement.
  • a complementary filter as in 14 shown, used which can be adjusted with regard to its frequency characteristics by selecting the high-pass and low-pass transfer functions.
  • the complementary filter can be designed to estimate the direction of the load hook tilting ⁇ ⁇ .
  • a high-pass filtering of the gyroscope signal ⁇ ⁇ with G hp 1 ( s ) results in the offset-free yaw rate ⁇ ⁇ as well as after Integration a first tilt angle estimate ⁇ ⁇ , ⁇ .
  • the further estimate ⁇ ⁇ , a comes from the signal K a of the acceleration sensor.
  • the basic idea of the complementary filter is to sum or combine ⁇ ⁇ , ⁇ and ⁇ ⁇ , a , where the high frequencies of ⁇ ⁇ , ⁇ are weighted more heavily by using the high-pass filter and the low frequencies of ⁇ ⁇ , a are weighted by the use of the low-pass filter should be given more weight, since (115) is a good estimate for low frequencies.
  • x ⁇ , and , C ⁇ H ⁇ x
  • the sway angle which is estimated using an extended Kalman filter (EKF) or also determined using a simple static approach, corresponds quite well to a validation measurement of the sway angle on a gimbal using a rotation angle encoder on the trolley.
  • EKF extended Kalman filter
  • the dynamics obviously remain the same, while the physical meaning and approach change.
  • the feedback obtained can be defined as a linear-quadratic controller (LQR), which can represent a linear-quadratic Gaussian controller (LQG) structure together with the Kalman-Bucy filter. Both the feedback and the Kalman gain can be adjusted to the rope length l , e.g. using gain plans.
  • LQR linear-quadratic controller
  • LQG linear-quadratic Gaussian controller
  • a structure with two degrees of freedom as in 16 shown can be used in conjunction with a trajectory planner that provides a C 3 differentiable reference trajectory for the hook position.
  • a change in the set point shows that the nominal error can be kept close to zero, so that the feedback signal u fb of the controller K is significantly smaller than the nominal input manipulated variable u ff .
  • the two-degree-of-freedom controller structure can have a trajectory planner TP that calculates a smooth trajectory z ⁇ C 3 for the flat output with limited derivatives, the input variable ⁇ u and the parameterization of the state ⁇ x , and the controller K .

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EP18740502.2A 2017-07-03 2018-06-26 Kran und verfahren zum steuern eines solchen krans Active EP3649072B1 (de)

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US11447372B2 (en) 2022-09-20
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AU2024201066A1 (en) 2024-03-07
DE102017114789A1 (de) 2019-01-03
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