EP4211069A1 - Grue à tour pivotante, procédé et unité de commande pour faire fonctionner une grue à tour pivotante, chariot roulant et mécanisme de roulement pour chariot - Google Patents

Grue à tour pivotante, procédé et unité de commande pour faire fonctionner une grue à tour pivotante, chariot roulant et mécanisme de roulement pour chariot

Info

Publication number
EP4211069A1
EP4211069A1 EP22765858.0A EP22765858A EP4211069A1 EP 4211069 A1 EP4211069 A1 EP 4211069A1 EP 22765858 A EP22765858 A EP 22765858A EP 4211069 A1 EP4211069 A1 EP 4211069A1
Authority
EP
European Patent Office
Prior art keywords
trolley
hsl
angle
determining
deflection
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
EP22765858.0A
Other languages
German (de)
English (en)
Inventor
Viktor MOSOLF
Alexey Müller
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Wolffkran Holding AG
Original Assignee
Wolffkran Holding AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Wolffkran Holding AG filed Critical Wolffkran Holding AG
Publication of EP4211069A1 publication Critical patent/EP4211069A1/fr
Pending legal-status Critical Current

Links

Classifications

    • 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
    • B66C11/00—Trolleys or crabs, e.g. operating above runways
    • B66C11/16—Rope, cable, or chain drives for trolleys; Combinations of such drives with hoisting gear
    • 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
    • B66C13/18—Control systems or devices
    • B66C13/46—Position indicators for suspended loads or for crane elements

Definitions

  • the invention relates to a tower crane, a method and a control unit for operating a tower crane, a trolley for a tower crane and a trolley for a tower crane.
  • a first aspect of the description relates to a tower crane, which comprises: a tower with a vertical axis; a trolley jib projecting from the tower; a slewing gear for rotating at least the trolley jib about the vertical axis; a sensor device for determining a rotation angle of the trolley jib about the vertical axis; a trolley that can be moved along the trolley jib and has at least one first and one second deflection roller for a hoisting rope; a lifting device with at least one deflection pulley for the hoist rope; a sensor device arranged on the load-carrying means for determining at least a first deflection angle of the load-carrying means with respect to the perpendicular running through the load-carrying means; the hoist rope, which, starting from a hoist, is guided at least over the first deflection roller of the trolley, the at least one deflection roller of the load handling device and the second deflection roller of the trolley, and which is fast
  • the provided tower crane makes it possible to determine the load position precisely and in real time during crane operation via the provided sensor sizes in order to reduce a swinging movement of the load.
  • the proposed tower crane forms the basis for the merging, preparation and computational processing of sensor data in order to determine a precise picture of the current situation. Estimates of important variables to be controlled, such as angles, are avoided by sensor data fusion, and any errors that may occur in individual sensor data are compensated for by data fusion. For sensor fusion, different data are determined on the trolley, the load handling device and on the jib by means of the sensor devices.
  • An assistance system can thus be provided which advantageously enables the load to be driven at high speed without the crane operator having to take the load swinging into consideration. With the proposed crane, loads can therefore be lowered more quickly, which has an advantageous time effect on the work processes on the construction site.
  • An advantageous example is characterized in that the sensor device for determining the difference in the angle of rotation is fixed to the trolley jib, in particular on the trolley jib or on a frame of the trolley chassis.
  • the rigid connection with the trolley jib improves the measurement of the difference in the angle of rotation.
  • the connection to the frame of the trolley simplifies the construction and assembly of the tower crane.
  • a sensor signal generated by the sensor device for determining the difference in the angle of rotation represents a distance between the sensor device and a section of the trolley cable, which is located between a deflection roller that is fixed proximal to the trolley jib and the trolley; wherein the difference in angle of rotation is determined by means of the control unit as a function of the sensor signal representing the distance.
  • Deflections of the trolley jib affect the rotary position of the trolley depending on the position of the trolley along the trolley jib.
  • the position of the section of the trolley cable represents an offset of the trolley to a rotation angle about a vertical axis of the tower.
  • the specific rotational position of the trolley relative to the vertical axis can be determined without additional sensors.
  • An advantageous example is characterized in that the sensor device for determining the difference in angle of rotation, starting from the tower, is arranged in a first or proximal half, in particular in the first or proximal third, of the length of the trolley jib.
  • the deflection of the trolley jib plays a greater role the further away the trolley is from the tower. On the other hand, if the trolley is closer to the tower, the bending of the trolley jib plays a subordinate role.
  • the proposed arrangement of the sensor device in the first half or in the first third is therefore advantageous. This also enables integration with the trolley.
  • An advantageous example is characterized in that a sensor signal generated by the sensor device for determining the at least one second deflection angle represents a distance between the sensor device and the at least one section of the hoist rope; and wherein the at least one second deflection angle is determined by the control unit as a function of the sensor signal representing the distance.
  • the at least one second deflection angle can be measured in a simple manner by measuring the distance.
  • the tower crane comprises: a further sensor device arranged on the trolley for determining at least one angle of inclination of the trolley to a horizontal; and wherein the control unit additionally operates the slewing gear, the lifting gear and the trolley gear as a function of the at least one angle of inclination.
  • a second aspect of the description relates to a method for operating a tower crane, comprising: determining at least a first pendulum angle, which characterizes a deflection of a virtual center of gravity of a multiple pendulum suspended on the trolley relative to a perpendicular running through the trolley in a first spatial plane; Determining at least one second pendulum angle, which characterizes a deflection of the center of gravity of the multiple pendulum to the perpendicular running through the trolley in a second spatial plane; determining at least one angle of rotation of the trolley about the vertical axis of the tower; and determining at least one manipulated variable for operating the tower crane, in particular by means of at least one slewing gear, at least one hoist and at least one trolley, as a function of the at least one first pendulum angle, as a function of the at least one second pendulum angle and as a function of the at least one angle of rotation.
  • the approach presented advantageously dispenses with the use and derivation of controlled variables. Rather, the actual load situation on the crane and below the crane boom is determined via the pendulum angle and the angle of rotation of the trolley determined. By means of sensor fusion, the influences of the double pendulum, which is usually found in crane operations, on the control of the load movement are reduced or eliminated.
  • the proposed method results in a simplified virtual single pendulum system that can be operated with simpler control algorithms that, above all, do not require the determination of torsion and bending moments specific to the crane structure.
  • the proposed method can advantageously be used for a large number of different configurations of tower cranes, without the method having to be adapted to the construction of the crane in a complex manner.
  • the proposed method or system in addition to a position-related regulation of the load, ie a specification of a trajectory for the load, enables the simultaneous possibility of a speed-related regulation of the load.
  • it is comparable with the currently common speed-related crane control using PLC and is more accessible for the crane driver.
  • the crane drivers specify a speed for the respective drives via joystick commands.
  • the crane driver would specify a speed for the load via joystick command. This means that an assistance system can be provided for the crane driver.
  • the proposed method or system enables a fully automated journey. The system proposed here can therefore be used both for a more intuitive manual control and for a semi- or fully automated control and provides the necessary basis for this.
  • An advantageous example includes: determining a deflection angle lying in the first plane of at least one section of the hoisting rope located between the trolley and the load-carrying means with respect to the plumb line running through the trolley; Determination of a deflection angle lying in the first plane of the load-carrying means, which hangs on the trolley via the hoist rope, to the perpendicular running through the load-carrying means; wherein the first pendulum angle is determined as a function of the deflection angle of the at least one section of the hoist cable lying in the first plane and depending on the deflection angle of the load handling device lying in the first plane.
  • This sensor fusion improves the precise determination of the pendulum angle. Undesirable fluctuations in the sensor signals are reduced by sensor fusion.
  • An advantageous example includes: determining a first weighting factor as a function of a pendulum length; wherein the first pendulum angle is determined by weighting the deflection angle of the section of the hoist rope in the first plane as a function of the first weighting factor and by weighting the deflection angle of the lifting device in the first plane as a function of the first weighting factor.
  • the pendulum length is used to reduce the vibrations caused by the construction of the trolley and the load handling device with different pendulum lengths for the determination of the manipulated variables.
  • An advantageous example includes: determining an angle of inclination of the trolley to the horizontal; determining a first-plane compensated deflection angle as a function of the inclination angle of the trolley and as a function of the first-plane deflection angle of the at least one section of the hoisting rope; wherein the first pendulum angle is a function of the compensated deflection angle lying in the first plane of the at least one section of the hoist rope and is determined as a function of the deflection angle of the load handling device lying in the first plane.
  • This sensor fusion precisely takes into account the deflection of the trolley jib, which differs depending on the position of the trolley, the load and the construction of the trolley jib.
  • An advantageous example comprises: determining a deflection angle, lying in the second plane, of the at least one section of the hoisting rope located between the trolley and the load-carrying means with respect to the plumb line running through the trolley; Determination of a deflection angle lying in the second plane of the load-carrying means, which hangs on the trolley via the hoist rope, to the perpendicular running through the load-carrying means; and wherein the second deflection angle is determined as a function of the deflection angle in the second plane and as a function of the deflection angle of the load handling device in the second plane.
  • This sensor fusion improves the precise determination of the pendulum angle. Undesirable fluctuations in the sensor signals are reduced by sensor fusion.
  • An advantageous example includes: determining a second weighting factor as a function of the pendulum length; and wherein the second deflection angle is determined by weighting the deflection angle lying in the second plane of the at least one section of the hoist rope as a function of the second weighting factor and by weighting the deflection angle lying in the second plane of the lifting device depending on the second weighting factor.
  • the pendulum length is used to reduce the vibrations caused by the construction of the trolley and the load handling device with different pendulum lengths for the determination of the manipulated variables.
  • An advantageous example includes: determining a length of one of the sections of the hoist rope between the trolley and the lifting device; and determining the pendulum length as a function of the length of one of the sections of the hoist rope and a previously specified length of a load rope between the load suspension device and the load, which in particular can be predetermined manually during operation.
  • the controller can therefore easily tolerate an inaccuracy of ⁇ 4.5m. In the majority of cases, this leads to the desired control behavior. Exceeding this tolerance leads to a slight overshoot, but this is still smaller than would be the case without the proposed regulation.
  • An advantageous example includes: determining a rotation angle of the trolley jib about the vertical axis; Determination of a rotation angle difference between the rotation angle of the trolley jib around the vertical axis and the rotation angle of the trolley around the vertical axis; and wherein the angle of rotation of the trolley around the vertical axis of the tower is determined as a function of the angle of rotation of the trolley jib and as a function of the difference in angle of rotation.
  • This sensor fusion improves the precise determination of the rotation angle of the trolley.
  • An advantageous example is characterized in that the determination of the at least one manipulated variable is activated when at least one of the following conditions occurs: the presence of at least one setpoint variable that is not equal to zero; Presence of a manual activation of the determination of the at least one manipulated variable originating from an operating unit; and existence of a request for readjustment.
  • An advantageous example includes: Updating a model, in particular matrices characterizing the model, depending on the pendulum length, a position of the trolley and depending on the mass associated with the multiple pendulum, determined in particular by means of a sensor device; and wherein the at least one manipulated variable is determined as a function of the updated model.
  • the position of the trolley, the measured mass and the pendulum length allow the model to be updated.
  • An advantageous example comprises: updating a controller, in particular gain factors, depending on the model, in particular on the matrices characterizing the model, and depending on the pendulum length; and wherein the at least one manipulated variable is determined as a function of the updated controller.
  • a third aspect of the description relates to a control unit for operating a tower crane, comprising: means for determining at least a first pendulum angle, which characterizes a deflection of a virtual center of gravity of a multiple pendulum suspended on a trolley relative to a perpendicular running through the trolley in a first spatial plane; Means for determining at least one second pendulum angle, which characterizes a deflection of the center of gravity of the multiple pendulum to the perpendicular running through the trolley in a second spatial plane; Means for determining at least one angle of rotation of the trolley about the vertical axis of the tower; and means for determining at least one manipulated variable for operating the tower crane, in particular by means of at least one slewing gear, at least one hoist and at least one trolley of the tower crane, as a function of the at least one first pendulum angle, as a function of the at least one second pendulum angle and as a function of the at least one angle of rotation.
  • a fourth aspect of the description relates to a trolley for a tower crane, comprising: a chassis for moving the trolley along a trolley jib; at least two deflection pulleys, which are fixed to the chassis, for deflecting a hoisting cable in the direction of a load handling device; and a sensor device arranged fixed to the chassis for determining at least one deflection angle of a section of the hoisting cable located between the trolley and a load-carrying means with respect to the plumb line running through the trolley.
  • Determining the at least one deflection angle of the hoist rope on the trolley makes it possible to precisely determine the load situation.
  • An advantageous example is characterized in that at least one sensor signal generated by the sensor device represents a distance between the sensor device and at least one section of the hoist rope. By determining the distance, the deflection angle can be determined more precisely - especially compared to a camera measurement.
  • An advantageous example is characterized in that at least two sensors are assigned to the at least one section of the hoisting rope, which are directed at the section of the hoisting rope from different angles.
  • Two sensors that are spaced apart improve both the measurement itself and enable error handling in the event of inconsistent sensor signals.
  • An advantageous example is characterized in that the sensor device is arranged at least in part between the at least two sections of the hoist rope.
  • This provides a more compact sensor device. Furthermore, it is arranged in a protected manner in a proximal area of the trolley. In addition, individual sensors can be integrated into one unit.
  • An advantageous example includes: at least one additional sensor device arranged in a stationary manner relative to the chassis for generating at least one additional sensor signal which characterizes an inclination of the trolley to a horizontal.
  • sensor fusion can advantageously improve the precise determination of the deflection angle lying in a plane that spans the tower and trolley jib.
  • a fifth aspect of the description relates to a trolley for arrangement on a trolley jib of a tower crane, comprising: a frame; a drive unit arranged fixed to the frame for winding and unwinding a trolley cable; and a sensor device arranged fixed to the frame for determining a rotation angle difference between a rotation angle of the trolley jib about a vertical axis of a tower of the tower crane and a rotation angle of the trolley about the vertical axis.
  • the sensor device for determining the difference in the angle of rotation is advantageously integrated into the trolley.
  • the sensor device therefore does not have to be arranged separately on the trolley jib. Consequently, the structure of the crane is simplified.
  • An advantageous example is characterized in that a sensor signal generated by the sensor device for determining the difference in the angle of rotation represents a distance between the sensor device and a section of the trolley cable.
  • Deflections of the trolley jib affect the rotary position of the trolley depending on the position of the trolley along the trolley jib.
  • the position of the section of the trolley cable represents an offset of the trolley to a rotation angle about a vertical axis of the tower. In this way, the specific rotational position of the trolley relative to the vertical axis can be determined without additional sensors.
  • FIG. 1 shows a tower crane in schematic form
  • FIGS. 2, 3, 16 and 19 each show a pendulum system;
  • FIG. 4 a feedback of sensor signals;
  • FIGS. 5 and 6 each show a determination of manipulated variables
  • FIGS. 7 and 10 each show a trolley in schematic form
  • FIGS. 8 and 11 each show a determination of the position of a section of a hoist rope by means of a sensor device
  • FIG. 9 shows the trolley and various positions of a deflection roller
  • FIG. 12 shows the trolley and parts of a sensor device
  • FIG. 13 shows an angle of inclination of the trolley to a horizontal generated by bending of the trolley jib
  • FIG. 14 shows a rotation angle difference between a rotation angle of the trolley and a rotation angle of the trolley jib, produced by bending of the trolley jib;
  • FIGS. 15 and 17 each show a signal flow chart
  • FIG. 18 shows the tower crane in a plan view
  • Figure 20 shows a control unit for operating the tower crane.
  • FIG. 1 shows a schematic side view of a tower crane 2 for lifting, moving and setting down a load L.
  • the tower crane 2 comprises a tower T which is at least partially fixed to a base G with an imaginary vertical axis H and a trolley jib KA protruding from the tower T .
  • the trolley jib KA is not designed to be luffable in FIG.
  • the trolley jib KA can also be designed to be luffing, with the luffing trolley jib KA being moved by means of a luffing drive.
  • the tower crane 2 comprises a slewing gear DW arranged, for example, on a counterjib GA for rotating at least the trolley jib KA around the vertical axis H.
  • the tower crane 2 comprises a sensor device 510, embodied, for example, as a rotation angle sensor, for determining a rotation angle ⁇ _u of the trolley jib KA around the vertical axis H in a yx -Level.
  • a trolley LK that can be moved along the trolley jib KA includes a first and a second deflection roller 202, 204 for deflecting a hoist rope HSL in the direction of a load handling device UF, which can also be referred to as a bottom block or hook block.
  • the load handling device UF includes at least one deflection pulley 302 for the hoist rope HSL, but can also include a plurality of deflection pulleys for the hoist rope HSL.
  • a sensor device 310 arranged on the load-carrying device UF is set up to determine a first deflection angle ⁇ _ 2x, ⁇ _2y of the load-carrying device UF relative to the perpendicular running through the load-carrying device UF.
  • the hoist rope HSL is guided from a hoist HW for winding and unwinding the hoist rope over the first deflection roller 202 of the trolley LK, the one deflection roller 302 of the load handling device UF and the second deflection roller 204 of the trolley LK.
  • the hoist rope HSL is attached to a distal section 4 of the trolley jib KA.
  • the HW hoist includes a brake, an electric motor, a gearbox and a cable winch.
  • the hoist rope HSL On the winch of the hoist HW, the hoist rope HSL is wound up to lift the load L, and it is unwound to lower the load L.
  • the hoist rope HSL is, for example, guided from the hoist via two deflection rollers 20 and 22 arranged at or near the vertical axis H to the deflection roller 202 of the trolley LK.
  • a sensor device 620 is coupled to the deflection roller 22 and detects its deflection in the xy plane, which changes depending on the mass m of the suspended load L or the multiple pendulum below the trolley LK.
  • the sensor device 620 measures, for example, a tensile force that is exerted on the deflection roller 22 .
  • a sensor signal determined by sensor device 620 represents mass M.
  • a sensor device 210 arranged on the trolley LK is set up to determine a second deflection angle ⁇ _1 y, ⁇ _ux of a section HSL#1, HSL#2 of the hoist rope HS located between the trolley LK and the load handling device UF with respect to the perpendicular running through the trolley LK.
  • a sensor signal generated by the sensor device 210 to determine the second deflection angle ⁇ _1y, ⁇ _ux represents a distance between the sensor device 210 and the section HSL#1, HSL#2 of the hoist rope HSL.
  • the second deflection angle ⁇ _1y, ⁇ _ux is determined by the control unit 100 as a function of the sensor signal of the sensor device 210 which represents the distance.
  • a trolley KW fixed to the trolley jib KA is connected by means of a trolley cable KSL to the trolley LK for its movement along the trolley jib KA.
  • the KW trolley chassis includes a brake, an electric motor, a gearbox and a double cable winch, with the double cable winch comprising two sections connected via a common axis, which when the double cable winch rotates in one direction of rotation rolls up part of the KSL trolley cable and unrolls the other part and so on the trolley LK moves.
  • a sensor device 420 Fixed to the frame 402 is a sensor device 420, for example a rotation angle sensor that counts the revolutions, which generates a sensor signal that characterizes the position x of the trolley LK.
  • a sensor device 410 is set up to determine a rotation angle difference ⁇ between the rotation angle ⁇ _u of the trolley jib KA about the vertical axis H and the rotation angle of the trolley LK about the vertical axis H.
  • the sensor device 410 for determining the rotational angle difference ⁇ is fixed to the trolley KA, in particular on the trolley KA or on a frame 402 of the trolley KW.
  • a sensor signal generated by sensor device 410 to determine the rotational angle difference ⁇ represents a distance between sensor device 410 and a section KSL#1 of trolley rope KSL, which is located between a proximal to trolley jib KA fixed deflection roller 6 and trolley LK.
  • the rotational angle difference ⁇ is determined by the control unit 100 as a function of the sensor signal representing the distance.
  • the sensor device 410 is arranged in a first or proximal half, in particular in the first or proximal third, of the length of the trolley jib KA.
  • the arrangement of the sensor device 410 for determining a rotational angle difference ⁇ is shown in FIG. 1 for reasons of clarity, parallel to the vertical axis z, at a distance from the trolley cable KSL.
  • the sensor device 410 is arranged perpendicular to the plane of the drawing at a distance from the trolley part KSL.
  • the sensor device 410 is also conceivable, for example a sensor arranged as shown, which observes the deflection of the trolley cable KSL from vertically above or from vertically below, for example optically, and determines the signal representing the rotational angle difference ⁇ .
  • the trolley KW comprises the frame 402 and a drive unit, which is fixed to the frame 402, for winding and unwinding a trolley cable KSL.
  • the sensor device 410 fixed to the frame 402 is designed to determine the rotation angle difference ⁇ between a rotation angle ⁇ _u of the trolley jib KA around a vertical axis H of a tower T of the tower crane 2 and a rotation angle ⁇ of the trolley LK around the vertical axis H.
  • the sensor signal generated by sensor device 410 for determining the difference in angle of rotation ⁇ represents a distance between sensor device 410 and a section KSL#1 of trolley rope KSL.
  • a control unit 100 operates the slewing gear DW, the hoist HW and the trolley KW depending on the rotation angle ⁇ _u, depending on the first deflection angle ⁇ _2x, ⁇ _2y, depending on the second deflection angle ⁇ _1 y, ⁇ _ux and depending on the rotation angle difference ⁇ .
  • a further sensor device 220 for example designed as a gyroscope, fixedly arranged on the trolley LK, in particular on its chassis, serves to determine an angle of inclination ⁇ of the trolley LK to a horizontal.
  • the sensor device 220 determines a sensor signal which characterizes an inclination of the trolley LK to a horizontal, in particular an angle of inclination to a horizontal plane in an xh plane which is spanned by the vertical axis and longitudinal axis of the trolley jib.
  • the control unit 100 also operates the slewing gear DW, the hoisting gear HW and the trolley KW as a function of the angle of inclination ⁇ .
  • the multiple pendulum suspended on the trolley LK is explained in the following Figures 2 and 3 and comprises the two sections HSL#1, HSL#2 of the hoist rope HSL, the load suspension device UF hanging on the hoist cable HSL, a load rope LSL arranged on the load suspension device UF and the load L arranged on the load cable LSL.
  • a multiple or double pendulum means the arrangement located below the trolley or below the deflection rollers of the trolley.
  • a length l_1 is determined by means of a sensor 610, for example a rotation angle sensor that counts revolutions, which is assigned to the hoist HW. For example, by detecting the rotational position of the hoist HW, the distance between the load handling device UF and the trolley LK can be inferred.
  • a sensor 610 for example a rotation angle sensor that counts revolutions, which is assigned to the hoist HW. For example, by detecting the rotational position of the hoist HW, the distance between the load handling device UF and the trolley LK can be inferred.
  • a length l_k of the load rope LSL between the load handling device UF and the load L can be specified via an operating unit 900, for example.
  • the operating unit 900 is, for example, a control panel or a radio remote control.
  • Target values S_soll are implicitly transmitted to the control unit 100 by means of a joystick of the operating unit 900 .
  • FIG. 2 shows a schematic illustration of the double pendulum present in the tower crane from FIG. In this double pendulum, which consists of all components below the trolley LK, there are two angles ⁇ 1 , ⁇ 2 of the cables to the respective vertical and two lengths l 1 , l 2 of the cables.
  • FIG. 3 shows the proposed simplification of the consideration of the multiple pendulum in this description in order to prevent or reduce a pendulum movement.
  • the multiple pendulum of Figure 2 is considered a single pendulum.
  • One size is the angle of deflection of the load relative to the trolley. This cannot be detected with simple sensors such as cameras or ultrasonic sensors or laser-based distance measurement systems, since in reality an actual pendulum angle ⁇ cannot be found on any of the objects that are physically present in crane operation. This pendulum angle ⁇ is approximately determined on the basis of sensor measurements.
  • the regulation described below is based, among other things, on the consideration of the following variables: ⁇ pendulum angle between the straight line pointing to the virtual center of gravity S of the load and the perpendicular L#LK in the middle of the trolley LK; l Distance between the trolley and the virtual center of gravity S of the virtual load L;
  • FIG. 4 shows the determination of manipulated variables or manipulated speeds u by a determination unit 110.
  • the respective manipulated speed is specified, for example, as a percentage of the maximum speed for the respective drive.
  • At least the sensor data and setpoint values S′_soll are supplied to determination unit 110 in order to determine drive speeds u.
  • a determination unit 120 determines the target variables S'_target as a function of target variables S_target coming from the operating unit 900, the individual target variables S_target being multiplied by an amplification factor.
  • a signal ACT to determination unit 110 via operating unit 900, which signal activates the determination unit and the closed-loop control that has been carried out.
  • ACT a signal activates the determination unit and the closed-loop control that has been carried out.
  • raised loads can be shifted by hand, with the control unit 100 controlling the tower crane in such a way that it prevents the load from oscillating during manual shifting.
  • FIG. 5 shows an embodiment of the determination unit 110 from FIG. 4.
  • Means 1002 are set up to determine a first pendulum angle ⁇ _x, which indicates a deflection of the virtual center of gravity of the multiple pendulum suspended on the trolley to a perpendicular running through the trolley in a first imaginary spatial plane xh, which is spanned by the vertical axis of the tower of the tower crane.
  • Means 1004 are set up to determine a second pendulum angle ⁇ _y, which is a deflection of the center of gravity of the multiple pendulum to the perpendicular running through the trolley in a second imaginary spatial plane, which is a perpendicular plane of the first spatial plane xh and runs parallel to the vertical axis H.
  • Means 1006 determine the rotation angle ⁇ of the trolley around the vertical axis of the tower as a function of the rotation angle ⁇ _u of the trolley jib and as a function of the rotation angle difference ⁇ .
  • Further means 1010 are used to determine the manipulated variable u for operating the tower crane, in particular the slewing gear, the hoisting gear and the trolley, as a function of the first pendulum angle ⁇ _x, as a function of the second pendulum angle ⁇ _y and as a function of the rotation angle ⁇ .
  • Means 1024 are set up to determine the pendulum length I as a function of the length l_1 of the sections of the hoist rope and the previously specified length l_k of the load rope between the load handling device and the load, which in particular can be specified manually during operation.
  • Means 1012 are set up to calculate a first weighting factor kx as a function of the pendulum length I, the first pendulum angle ⁇ _x being calculated by weighting the deflection angle ⁇ _ux in the first plane of section HSL#1, HSL#2 of the hoist rope HSL as a function of the first weighting factor kx and by weighting the deflection angle ⁇ _2x of the load handling device UF lying in the first plane as a function of the first weighting factor kx.
  • Means 1014 are set up to determine a compensated deflection angle ⁇ _1 x in the first plane xh as a function of the angle of inclination ⁇ of the trolley and as a function of the deflection angle ⁇ _ux of the section of the hoist rope in the first plane, with means 1002 are set up to determine the first pendulum angle ⁇ _x by weighting the compensated deflection angle ⁇ _ux in the first plane as a function of the first weighting factor kx and by weighting the deflection angle ⁇ _2x of the load handling device in the first plane as a function of the first weighting factor .
  • Means 1022 are set up to determine a second weighting factor ky as a function of the pendulum length I, with means 1004 being set up to calculate the second deflection angle ⁇ _y by weighting the deflection angle ⁇ _1 y of the section of the hoist cable in Depending on the second weighting factor ky and by weighting the lying in the second plane yh deflection angle ⁇ _2y of the load handling device UF as a function of the second weighting factor ky to determined.
  • Means 1030 are set up to update a model, in particular of matrices A, B characterizing the model, depending on the pendulum length I, the position x of the trolley and depending on the mass m associated with the multiple pendulum.
  • Means 1032 serve to update a controller, with a matrix of amplification factors K′ being determined as a function of the model, in particular of the matrices A, B characterizing the model, and as a function of the pendulum length I.
  • the manipulated variable u_LK, u_DW, u_HW is determined as a function of the updated controller.
  • a respective derivation x′, I′, ⁇ ′, ⁇ _x′, ⁇ _y′ of the respectively supplied variable is determined.
  • the variable x' can also be supplied directly.
  • the means 1010 determines the manipulated variables u as a function of the matrix K', the target variables S'_soll, the pendulum length I', the pendulum angles, the angle of rotation of the trolley, and as a function of the derivatives x', I', ⁇ ' , ⁇ _x', ⁇ _y'.
  • FIG. 6 shows a further example of the determination unit 110.
  • the determination unit 110 includes an observer 130 to which the determined set drive speeds u and measurement signals Z are supplied.
  • the observer determines the state vector Z ⁇ .
  • a state controller 132 and an addition point 134 determine the drive speeds u to be set as a function of the state vector Z ⁇ and the setpoint values S_setpoint.
  • a transposed gain vector K' is generated by pole placement method:
  • the actuating speed u_LK then results, for example, in:
  • FIG. 7 shows a diagrammatic example of a construction of the trolley LK.
  • a chassis 206 is provided for moving the trolley LK along a travel axis 207 of the trolley jib.
  • the chassis 206 includes a plurality of wheels 212a-d, which are movably mounted on rails of the trolley jib.
  • At least two deflection pulleys 202, 204 fixed to the chassis 206 are set up to deflect the hoist rope in the direction of a load handling device UF.
  • the sensor device 210 fixed to the chassis 206 is set up to determine the deflection angles ⁇ _1y, ⁇ _ux of the sections HSL#1, HSL#2 of the hoisting rope located between the trolley LK and a load handling device with respect to the perpendicular running through the trolley LK.
  • a sensor signal generated by the sensor device 210 represents a distance between the sensor device 210 or parts thereof and the respective section HSL#1, HSL#2 of the hoist rope, which is between the deflection rollers 202, 204 of the trolley LK and the deflection roller or the deflection rollers of the load handling device located.
  • the sensor device 210 is arranged at least in part between the two sections HSL#1, HSL#2 of the hoist rope.
  • the sensors are 214#1, 216#1; 214#2, 216#2 on the sections HSL#1, HSL#2 in the respective axis direction X or Y in pairs aligned perpendicular to each other. The rope deflection is therefore measured in relation to the position of the sensor.
  • FIG. 8 shows in schematic form the calculation of the distance between the sensors and section HSL#1 of the hoisting rope, using the example of the two sensors 214#1, 216#1.
  • the sensors 214#1, 216#1 assigned to the respective rope section HSL#1 are aligned in pairs with one another in such a way that a resulting distance C_1 is at a 45° angle to the coordinate system of the crane.
  • Equations (1) and (2) solved for Y 10 2 and X 10 2 result in:
  • X 10 2 U 1 2 - ( U 2 2 - (C 1 - X 10 ) 2 )
  • X 10 2 U 1 2 - U 2 2 + (C 1 - X 10 )(C 1 - X 10 )
  • X 10 2 U 1 2 - U 2 2 + (C 1 2 - 2 . C 1 . X 10 + X 10 2 )
  • X 10 2 U 1 2 - U 2 2 + C 1 2 - 2 . C1 . x10 + x10 2
  • Equation (5) is substituted into Equation (4).
  • Equation (5) is substituted into Equation (4).
  • ⁇ X 2 and ⁇ Y 2 are determined for the opposite side, ie the other pair of sensors.
  • FIG. 9 illustrates how the movement of the load handling device in the h direction causes an additional deflection ⁇ X 1 or ⁇ X 2 of the hoist rope HSL in the x direction, depending on the position of the load handling device relative to the deflection rollers 202, 204 of the trolley LK .
  • this movement is calculated out of the measurement, depending on the configuration, it can happen that the rope runs out of the detection range of the sensors from a certain proximity of the load handling device to the deflection rollers 202, 204 as a result of this movement.
  • the cable angle changes very significantly. This would cause the hoist rope
  • Sensors 214, 216 can be arranged in pairs in a V-shape in FIG.
  • FIG. 10 shows the aforementioned V-shaped arrangement of the sensors 214#1 and 216#1 or 214#2 and 216#2 of the sensor device of the trolley LK.
  • the other features of the trolley LK can be found in FIGS.
  • the V-shaped arrangement results in a larger measuring range 218#1, 218#2 in the x-direction, while the measuring range in the y-direction does not change significantly.
  • sections HSL#1 and HSL#2 of the hoist rope are located between sensors 214, 216.
  • sensors 214, 216 are located at least partially, in particular entirely, between sections HSL#1 and HSL #2 of the hoist rope.
  • Figure 11 illustrates the calculation rules for determining the position of the respective section HSL#1 or HSL#2 of the hoist rope HSL using the example of the arrangement in Figure 10.
  • Equations (9) and (10) solved for Y 10 2 and X 10 2 result in:
  • FIG. 12 illustrates that different lengths and L 2 of the sections HSL#1, HSL#2 of the hoisting rope up to a sensor axis 222 arise as a result of the rolling behavior of the hoisting rope over the deflection rollers 202, 204. Equation (18) compensates for this.
  • the mean cable length L thus remains constant.
  • the uncompensated angle ⁇ ux according to equation (19) describes the deflection of the load in relation to the trolley in the x-direction. Due to the inclination of the trolley LK, there is a deviation from the absolute angle of the sections HSL#1, HSL#2 of the hoist rope in relation to the perpendicular through the trolley LK. The therefore uncompensated angle ⁇ ux is therefore compensated.
  • the angle ⁇ 1y is determined according to equation (20). Analogously to the angle ⁇ ux, this describes the deflection of the load in the y-direction. However, compensation is not necessary here.
  • FIG. 13 illustrates the compensation of the angle ⁇ ux for which the angle of inclination of the trolley is used.
  • the angle of inclination ⁇ resulting from the bending of the trolley jib KA during load movements is determined by sensors on the trolley LK.
  • This angle of inclination ⁇ covers the absolute angle of the trolley LK to the horizon in the imaginary hx plane that is spanned by tower T and trolley jib KA.
  • the angle of inclination ⁇ results between a perpendicular L_LK through the middle of the trolley and an axis A_LK which is perpendicular to the current axis of travel of the trolley LK.
  • the deflection angles measured from the different sensor devices 210 and 310 from FIG. 1 are weighted with the factors k x : (0 ⁇ k x ⁇ 1) and k y : (0 ⁇ k y ⁇ 1).
  • the aforementioned factors weight the influence of the respective angle on the result of the sensor fusion.
  • the respective factor is adjusted depending on the pendulum length I in order to minimize unwanted oscillations in the sensor data in extreme ranges. In the case of long rope lengths (>50m), the sensor data from the sensor device on the trolley are superimposed by the natural vibration of the rope sections of the hoist rope.
  • the sensor data of the sensor device on the load handling device are affected by the pronounced rocking of the bottom block with short rope lengths ( ⁇ 10m) - especially when it is empty Hacking - superimposed by the natural vibration. Accordingly, the pendulum angles, which correspond to a virtual cable angle up to the virtual load (see Figures 2 and 3, are determined according to equations (22) and (23):
  • the pendulum length l results from the definable length l K as follows:
  • the vibrations caused by the load handling device are each detected out of phase on the trolley and the load handling device and advantageously eliminated by the addition in equations (22) (23). This is important because it often happens that the two end points of the double pendulum (in this case the trolley and the load) do not move and only the middle part of the double swing (in this case the bottom block or the load handling device) still swings.
  • the pendulum angles ⁇ x and ⁇ y now recorded in this way are included in the control described as controlled variables.
  • the virtual length or pendulum length l is added to the model of the crane as a parameter. In other words, the load position determined by the aforementioned parameters is introduced into the control system as a control parameter.
  • the angle of rotation ⁇ of the trolley LK around the vertical axis H of the tower T in the xy plane is determined by detecting the deflection of the section KSL#1 of the trolley cable, which is connected to the trolley, relative to the longitudinal axis A_KA of the trolley jib KA.
  • FIG. 14 shows how the elastic movement of the trolley KA causes a difference between the rotation angle ⁇ of the trolley LK and thus the load to the longitudinal axis A_KA of the trolley KA compared to the rotation angle ⁇ u of the tower T to the trolley KA.
  • the sensor device 410 for determining a rotational angle difference ⁇ includes the two sensors 412a and 412b, which are arranged fixed to the trolley jib in the imaginary plane xy, and between which the section KSL#1 of the trolley cable is located.
  • the sensors 412a and 412b determine the respective distance to section KSL#1 of the trolley cable.
  • the rotation angle difference ⁇ can be determined from the known distance between the sensor device 410 and the vertical axis of the tower.
  • the sensors 412a and 412b are designed, for example, as ultrasonic sensors, LIDAR sensors or other sensors for measuring the distance between the sensors 412a, 412b and the section KSL#1 of the trolley cable.
  • the rotation angle difference ⁇ is conceivable with the help of additional sensors such as an electronic
  • a state space representation is generally discussed below for the control system previously shown in FIG. 4a.
  • the trolley is, for example, a multi-variable system with four state variables, since it has just as many essential storage functions. Two of these state variables relate to the trolley and to the multiple pendulum, which includes the hoist rope, load handling equipment, sling gear and load. Considered individually, both systems represent a doubly integrating route. They are coupled with one another, since a movement of the trolley always entails a movement of the multiple pendulum. The reaction of the movements of the multiple pendulum will be neglected here, since the frequency converter regulates the speed of the trolley and thus prevents the reaction on the trolley.
  • the controller design is based on a mathematical description obtained from the system analysis of the multivariable system.
  • the differential equations are put in matrix and vector form and can be transformed by matrix operations.
  • the eigenvalues of the system are obtained, which in this case indicate the instability of the system.
  • a desired system is created based on new, selected eigenvalues, which has stable behavior and the desired dynamics.
  • the difference between the real, unstable system and the desired system is then applied by the state controller using the calculated controller coefficients.
  • the task of the state controller is to calculate the manipulated variable from the state variables and the setpoint.
  • the state variables are multiplied with constant controller factors and the setpoint with the pre-filter value.
  • the sum of these products is then the desired manipulated variable.
  • FIG. 15 shows a signal flow chart relating to the trolley and resulting from equation (29) below.
  • a speed u_LK of the trolley corresponds to a variable at the controller output and reacts to a sudden change in the manipulated variable with a PT1 behavior.
  • T Stell Time constant of the PT1 element that controls the actuator (frequency converter + geared motor + inertia); l Pendulum length as distance to the load center S.
  • the transition function of the speed can be approximated with that of a PT1 element.
  • the transfer function of the trolley speed is:
  • Equation (27) becomes after solved and inserted into (26), which results in:
  • x_load x + I . sin( ⁇ x )
  • x_load x" + l . ⁇ x " . cos( ⁇ ) — l . ⁇ x ' 2 .
  • sin( ⁇ x ) h_Last - l . ⁇ x " .sin( ⁇ )- l . ⁇ x ' 2 . cos( ⁇ x )
  • Equation (29) used in (41) results in:
  • a state controller which converts the undamped real system into a sufficiently damped desired system.
  • the speed of the LK is the controlled variable.
  • the controller therefore ensures that the LK follows the specified speed as sway-free as possible.
  • the position of the trolley is of no interest; the state space representation can be reduced to this state variable.
  • the new matrix representation is:
  • a simulation tool can be used:
  • the first and second imaginary solution shows that the real system is an undamped oscillating system, since the real part is first 2 poles 0.
  • a discrete representation is required for the digital control, which can be obtained, for example, in Matlab with the following command:
  • the first and second complex poles lie on the unit circle, which also indicates an oscillating system.
  • the latter is defined by specifying its own values.
  • the poles of the system are therefore specified (pole specification).
  • the poles are placed in such a way that the available acceleration torque is not exceeded. The closer the poles are chosen to the center of the unit circle, the more dynamic the desired system becomes and the larger the maximum deflection angle during the acceleration phase, which has a negative effect on the steel structure. An optimum is thus determined in the sense of a compromise, with both aspects being taken into account. If the cable length or pendulum length I changes, the eigenvalues and the resulting controller are also recalculated or updated.
  • Riccati controllers can also be used. This is a state controller for a linear dynamic system whose feedback matrix is determined by minimizing a quadratic cost function. This enables an optimal controller design with given state weightings Q.
  • a system analysis of the slewing gear is carried out on the basis of FIGS.
  • the four state variables of the slewing gear are defined as follows: ⁇ DW angle ⁇ ' DW angular velocity ⁇ y oscillating angle ⁇ y ' oscillating angular velocity, which is obtained either by observation or by numerical derivation.
  • Equations (55) and (56) add up
  • the differential equation (64) is identical to the differential equation (39) from the modeling of the trolley:
  • the control variable corresponds to the drive torque of the slewing gear drive:
  • the controller design for the slewing gear (Y-direction) and the hoist gear essentially follows the same principle.
  • the result is a crane model in the state space consisting of three states for the trolley model, four states for the slewing gear model and two states for the hoist model:
  • the controller uses the current position of the load in relation to the horizontal tower axes or the speed of the load as a controlled variable.
  • the respective setpoint values x' set , ⁇ set , l set or S set are integrated from the joystick inputs of the operating unit.
  • the speed u LK ,u DW ,u HW of the respective drive (trolley, slewing gear and hoist) is used as a specification in order to achieve both the setpoint speed of the load and the setpoint position of the load.
  • the joystick specification can be based on levels or as a percentage of the maximum speed. The following equations refer to the examples in Figures 5 and 6.
  • the respective future movements of the measured variables x′ ⁇ x ⁇ ⁇ ′ ⁇ yl are calculated using the crane model (72).
  • the controlled variable for the subsequent control loop is determined and given to the crane as a target variable.
  • an optimal trajectory of the movement (while neutralizing an oscillation leading to the pendulum movement) of the load is calculated on the basis of the existing (merged) sensor and model data, so that there is no Crane operator or strong pendulum movement brought about by the crane operation. Subsequent damping of the oscillating pendulum system is therefore not necessary, or a scope of regulation based on this is very limited and can be implemented effectively.
  • the controller After the activation of the control by specifying the setpoint, the controller goes into the acceleration phase, during which not only the oscillating movement caused by the initial movement, but also the initial swaying movement are eliminated. Then, as long as the target value (level) remains constant, the constant travel phase follows, where the load is moved at a constant speed without oscillating movement. Each setpoint or step change in turn initiates an acceleration or braking phase.
  • the regulation is also activated after impulse-like actuation of the control panel. In this case, only the initial sway is corrected. It makes sense to limit the time for correction to one oscillation period. As is well known, the pendulum period is only dependent on length and is calculated using the following formula:
  • FIG. 20 shows the control unit 100 in schematic form. This consists of a first processing unit 150 and a second processing unit 160.
  • the first processing unit 150 is connected to the drives of the crane and provides
  • the computing unit 150 is designed as a programmable logic controller, PLC.
  • the second computing unit 160 is communicatively coupled to the first computing unit 150 .
  • the second processing unit 160 waits for a message from the first processing unit. S_1 , thus waiting for a control telegram from the PLC.
  • the first processing unit 150 periodically sends messages with current control commands and sensor data to the second processing unit 160. If the message includes target values, which are specified by the first processing unit 150, for example via the joystick input from the control panel or the radio remote control, then starting from a Step 164 changes to block 110 from FIG. 1 and the regulation is carried out. In step 166 it is checked whether a manual activation of the regulation was requested. If this is the case, block 110 is activated.
  • a step 168 it is checked whether a readjustment has to take place. For example, if there is no message from the first processing unit, it is checked whether actual values or values derived from them exceed a predetermined threshold value. If so, then block 110 is activated.
  • the request for readjustment is determined, for example, when the angle of rotation ⁇ of the trolley LK, the first oscillating angle or the second oscillating angle exceeds a respectively assigned threshold value. A readjustment is therefore carried out when the movement of the load has not yet ended after the absence of a control command. In order to avoid the swinging of the load, a follow-up movement of the load is initiated.
  • Block 110 determines manipulated variables that are transferred to the first processing unit in a step 170 in order to be forwarded to the crane drives.
  • the determination of the manipulated variables u_LK, u_DW, u_HW via the block 110 is activated when at least one of the following conditions occurs: Presence 164 of the setpoint variable S'_soll not equal to zero; Presence 166 of a manual activation of determination 110 of the manipulated variable originating from an operating unit 900; and presence 168 of a request for readjustment.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Control And Safety Of Cranes (AREA)

Abstract

L'invention concerne une grue à tour pivotante (2) comprenant une unité de commande (100) qui fait fonctionner un mécanisme de rotation (DW), un mécanisme de levage (HW) et un mécanisme de roulement pour chariot (KW) en fonction d'au moins un angle de rotation (θu), en fonction d'au moins un premier angle de déviation (φ_2x, φ_2y), en fonction d'au moins un deuxième angle de déviation (φ_1y, φ_ux) et en fonction d'une différence d'angle de rotation (∆θ).
EP22765858.0A 2021-08-23 2022-08-18 Grue à tour pivotante, procédé et unité de commande pour faire fonctionner une grue à tour pivotante, chariot roulant et mécanisme de roulement pour chariot Pending EP4211069A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102021121818.7A DE102021121818A1 (de) 2021-08-23 2021-08-23 Turmdrehkran, Verfahren und Steuerungseinheit zum Betreiben eines Turmdrehkrans, Laufkatze und Katzfahrwerk
PCT/EP2022/073029 WO2023025643A1 (fr) 2021-08-23 2022-08-18 Grue à tour pivotante, procédé et unité de commande pour faire fonctionner une grue à tour pivotante, chariot roulant et mécanisme de roulement pour chariot

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EP4211069A1 true EP4211069A1 (fr) 2023-07-19

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EP22765858.0A Pending EP4211069A1 (fr) 2021-08-23 2022-08-18 Grue à tour pivotante, procédé et unité de commande pour faire fonctionner une grue à tour pivotante, chariot roulant et mécanisme de roulement pour chariot

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EP (1) EP4211069A1 (fr)
AU (1) AU2022334841A1 (fr)
CA (1) CA3229724A1 (fr)
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WO (1) WO2023025643A1 (fr)

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Publication number Priority date Publication date Assignee Title
GB1218335A (en) * 1968-08-30 1971-01-06 Pierre Joseph Pingon Improvements in or relating to tower cranes
KR970000175B1 (ko) 1993-09-02 1997-01-06 한국원자력연구소 크레인 무진동 조업용 진동각 측정장치
FI111243B (fi) 1994-03-30 2003-06-30 Samsung Heavy Ind Menetelmä nosturin käyttämiseksi
US7289875B2 (en) * 2003-11-14 2007-10-30 Siemens Technology-To-Business Center Llc Systems and methods for sway control
DE102006001279A1 (de) 2006-01-10 2007-07-12 Moba-Mobile Automation Ag Kran oder kranähnliche Fördereinrichtung mit einem Positionsmesssystem
US8738175B2 (en) 2011-12-13 2014-05-27 Trimble Navigation Limited RFID for location of the load on a tower crane
DE102018005068A1 (de) 2018-06-26 2020-01-02 Liebherr-Components Biberach Gmbh Kran und Verfahren zum Steuern eines solchen Krans
DE202019102393U1 (de) 2019-03-08 2020-06-09 Liebherr-Werk Biberach Gmbh Kran sowie Vorrichtung zu dessen Steuerung
DE102019122796A1 (de) 2019-08-26 2021-03-04 Liebherr-Werk Biberach Gmbh Kran und Verfahren zum Steuern eines solchen Krans

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DE102021121818A1 (de) 2023-02-23

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