JP2890393B2 - Crane steady rest control method - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an anti-sway control method for a suspension crane having a trolley and a hoist.

[0002]

2. Description of the Related Art In general, as shown in FIG. 11, a suspension crane has a trolley truck 1 traveling on rails 3 by wheels 2, and the wheels 2 are mounted on a traveling motor mounted on the trolley truck 1. 11 is driven to rotate via a speed reducer 12. An electromagnetic brake 13 and a speed detector 14 for detecting the speed of the traveling motor 11 are attached to a rotating shaft of the motor 11. A hoisting machine 4 having a hoisting drum 41 is installed on the trolley 1 and is driven by a hoisting motor 42 via a speed reducer 43.
Is driven to rotate. An electromagnetic brake 44 and a pulse signal generator 45 for detecting the motor speed are attached to the rotating shaft of the hoisting motor 42. Hoisting drum 41
, A rope 5 is wound thereon, and the suspended load 6 is suspended by the rope 5. The traveling speed of the trolley 1 is controlled by the traveling drive control device 20 to control the traveling motor 11. FIG. 13 shows the traveling drive control device 2
A block diagram of a 0, the deviation between the inputted speed command signal of the speed command unit 21 in a linear commander 22, the thus obtained ramp speed command N _RF and speed detector 14 speed feedback signal N _MFB detected by Is input to a speed controller 23 having a proportional gain A and an integrator having a time constant τ _I to amplify it and output a speed command signal _TRF . Furthermore, the speed command signal T _RF input to the motor torque controller 24 which controls the motor torque at the first-order lag time constant tau _T, the torque T _M of the driving motor 11
To control the speed of the traveling motor 11. In addition,
The speed feedback signal N _MFB is generated by generating the rotation speed of the motor through a first-order lag element. 25 is the traveling motor 11
Is a block representing the mechanical time constant τ _M of the motor, and N _M is the speed (pu) of the motor. 26 is a filter having a first-order lag element, 27 is a block representing a motion model of the swing angle of the suspended load, and 28 is a block representing a load model of the load torque _TL (pu) of the electric motor. In block 27, V _R is the traveling speed (m / sec) of the trolley carriage 1 corresponding to the rated speed of the traveling motor 11, g is the gravitational acceleration (m / sec ^2), the angular deflection of ω are suspended load 6 Frequency (rad / sec), and the length of the rope 5 is L (m)
Then, it is expressed by ω = (g / L) ^1/2 . θ is the deflection angle (rad) of the rope 5. In the load block 28, m ₀ is the load (pu) of the trolley 1 and m ₁ is the weight (pu) of the suspended load 6. k ₁ trolley carriage 1
And a friction torque conversion coefficient of the friction torque generated by the weight of the suspended load 6 converted to the traveling drive shaft of the trolley truck. In the travel drive control unit 20 of FIG. 13, the speed command 21 controlling the traveling speed of the trolley carriage 1 according to the ramp-like acceleration or deceleration speed command N _RF obtained by inputting a high-speed or low-speed speed command signal to the linear commander 22 by Is performed, a periodic swing of the suspended load occurs according to the acceleration / deceleration of the trolley 1. The swing angle of the rope 5 increases as the traveling acceleration / deceleration of the trolley 1 increases. As a means for solving this problem, conventionally, during acceleration / deceleration of the trolley cart, the operator manually changes the traveling speed of the trolley cart in accordance with the swing state of the suspended load to stop the periodic swing of the suspended load. Was. FIG. 14 shows the relationship between the speed command and the motor speed, the swing angle of the suspended load, the motor torque, and the load torque. During the trolley truck traveling acceleration / deceleration operation, a periodic swing of the suspended load occurs, and the trolley truck Shows an unstable variable speed characteristic of the motor. Note that the swing angle θ of the suspended load is represented by (°).

[0003]

However, in the above configuration, in order to stop the periodic swing of the suspended load, the operator of the crane performs the acceleration / deceleration operation of the traveling of the trolley truck while observing the swing state of the suspended load. Therefore, in order to perform remote operation or automatic operation, the traveling acceleration and deceleration of the trolley cart must be made very slow, and there is a drawback that the transport capacity of the crane is significantly reduced. SUMMARY OF THE INVENTION It is an object of the present invention to suppress a periodic swing of a suspended load caused by a traveling acceleration / deceleration operation of a trolley truck, and to enable automatic operation of a crane while maintaining a high traveling speed of the trolley truck.

[0004]

SUMMARY OF THE INVENTION The present invention provides a traveling motor for driving a trolley truck and a motor speed feedback signal ( _NMFB ) detected by a speed detector of the traveling motor.
A torque command (T _RF ) is calculated by a speed controller having only a proportional and integrator or a proportional gain from a deviation signal between a speed command signal (N _RF0 ) output from the speed command device of the traveling motor and the speed command signal. A traveling drive control device having a control function of controlling a speed of the traveling electric motor by controlling a torque of the traveling electric motor according to a command, a hoisting electric motor driving a hoist provided on the trolley cart, In a steadying control method for a suspension crane having a drive control device for a hoisting motor, a swing angle signal (θ _E ) detected by a swing angle detector for a suspended load, a set damping coefficient (δ), and acceleration of gravity ( g) and the trolley carriage traveling speed corresponding to the traveling motor rated speed (V _R)
Since the rope length of the measurement values from the hoist drum resulting from the hoisting motor speed detector until the suspended load and (L _E) and the following _{equation, N RF1 = N RF0 -2δgθ E} / (ω E V R) , however , Ω _E = (g / L _E ) ^1/2 , where g is the acceleration of gravity,
The V _R is the trolley carriage travel speed, proportional integral amplifier calculating a go seeking the bracing speed command and (N _RF1) a deviation signal of the motor feedback signal (N _MFB) of which corresponds to the driving motor rated speed amplified and the resulting speed correction signal damping controller to determine the (N _RFDP) velocity command output of the speed command unit a compensation velocity command signal obtained by adding the _{(N RF0) (N RF 2} ) provided, the damping controller The speed controller of the traveling motor controls the speed of the traveling motor in accordance with the corrected speed command signal (N _RF2 ) calculated by the following.

Further, instead of the steady rest speed command (N _RF1) and the motor feedback signal (N _MFB) and the deviation signal proportional integrating amplifier by a speed correction signal obtained by amplifying of (N _RFDP), bracing Speed command (N _RF1 ) and motor feedback signal (N
Following equation _{MFB), A RF = sN RF1} A FB = sN MFB, but s is Laplace operator, trolley carriage traveling acceleration obtained by performing an operation of the command signal A _RF and trolley carriage traveling acceleration feedback signal A _FB The speed correction signal (N _RFDP ) obtained by amplifying the signal of the deviation with the proportional integration amplifier is used as the speed command (N _RF0 ) of the output of the speed command device.
And a damping controller for _obtaining a corrected speed command signal (N _RF2 ) added to the driving motor. The speed controller of the running motor is controlled by the speed controller of the running motor according to the corrected speed command signal (N _RF2 ) calculated by the damping controller. Is controlled. In addition, according to an operation state of the traveling motor, a signal obtained by arbitrarily selecting one of a plurality of damping coefficient setting values via a first-order lag element is used as a final damping coefficient setting value. This is used for the operation of the damping controller. Also, the speed correction signal (N _RFDP ) is output to the speed command (N _RF0 )
, The corrected speed command signal (N _RF2 ) obtained by adding the speed correction signal (N _RFDP ) to the steady-state speed command (N _RF1 ) instead of the damping controller for _obtaining the corrected speed command signal (N _RF2 ). Is provided, and the corrected speed command signal (N
_{According to RF2} ), the speed of the traveling motor is controlled by the speed controller of the traveling motor.

[0006]

A description will now be given of the operation of the control device according to the method of the present invention for suppressing the periodic swing of the suspended load and the principle of suppressing the vibration of the suspended load. First, the operation of the control device according to the first invention will be described. In FIG. 12, assuming that the traveling speed of the trolley cart is V ₁ (m / sec) and the length of the rope is L (m), a known equation of motion for calculating the swing angle θ (rad) of the suspended load is the following equation (1). As shown in FIG.

[0007]

(Equation 1)

There is a relationship between the trolley carriage traveling speed V ₁ and the traveling motor speed N _{M as} shown in the following equation (2).

[0009]

(Equation 2)

By substituting Equation 2 into Equation 1, the following Equation 3 is obtained.

[0011]

(Equation 3)

When Expression 3 is expressed by using the Laplace operator s, the following Expression 4 is obtained.

[0013]

(Equation 4)

When θ (s) is obtained from Equation 4, the following Equation 5 is obtained.
Is obtained.

[0015]

(Equation 5)

Equation 5 indicates that the equation is equivalent to the motion model of the swing angle of the suspended load in the block 27 in FIG. t =
When θ = 0 at θ = 0 and θ (t) when accelerating the traveling motor at a constant acceleration α (pu / sec) is obtained from Expression 4, the following Expression 6 is obtained.

[0017]

(Equation 6)

Equation 6 shows that the deflection angle θ oscillates. As the trolley starts accelerating, vibration starts,
Even after the acceleration is over, the force that attenuates the vibration of the suspended load is air resistance or the like, and it takes a considerable time until the vibration stops. To make a damping the vibration of the vibration, since the N _M of the right-hand side of Equation 4 (s) may be controlled N _M (s) to include the function of - [theta], the following equation 7 to the right-hand side of Equation 4 Divide like the right side of.

[0019]

(Equation 7)

Where δ is the damping coefficient of the run-out vibration,
N _MO is the velocity component proportional to the speed command N _RFO output by the speed command unit in the motor speed N _M. By multiplying both sides of Equation 7 by g / (ω ² V _R s), θ
Equation (8) below is obtained by rearranging (s).

[0021]

(Equation 8)

[0022] The motor speed N the speed command in the _M N _RFO signal component proportional to (p.u) N _MO (p.u)
Is equal to the speed command N _RFO (pu), and the following equation 9 is obtained.

[0023]

(Equation 9)

The second term on the right side of Equation 9 is a damping signal for suppressing a shake, and is a function of the shake angle θ and the angular frequency ω. That is, this means that a speed command should be given to the traveling drive control device so that the motor speed N _M (pu) becomes a speed that satisfies Expression 9. In the above formula (9), the angular frequency omega with rope length measurements L _E, replacing the angular frequency operation value omega _E calculated based on the following equation 10, further wherein the suspended load of the deflection angle θ of the deflection angle detection By substituting the shake angle signal θ _E detected by the detector, the following equation 11 is obtained.

[0025]

(Equation 10)

[0026]

[Equation 11]

In the above equation 11, if the right side is replaced by the traveling speed command signal N _RF1 and the left side is replaced by the traveling speed feedback signal _NMFB , the following equations 12 and 13 are obtained.

[0028]

(Equation 12)

[0029]

(Equation 13)

As described above, the output signal N of the speed commander
A correction speed command N _RF2 obtained by correcting _{RFO so} that the deviation between the running speed command N _RF1 of Expression 12 and the running speed feedback signal _NMFB approaches 0 is given to the running drive control device, and The speed of the motor is controlled to follow this speed command. By controlling in this manner, a damping element for the swing of the suspended load is generated, and the vibration of the swing of the suspended load can be suppressed.

Next, the operation of the control device according to the second invention will be described. Both sides of Equation 7, multiplied g / a (ω ² V _R), the velocity command in the motor speed N _M N _RF0
Replacing a signal component N _M0 proportional to the speed command N _RF0, it is rearranged for θ (s), the following equation 14 is obtained.

[0032]

[Equation 14]

In the equation (14), each frequency ω is replaced with each frequency calculated value ω _E calculated based on the equation (10) using the rope length measurement value L _E , and the swing angle θ of the suspended load is calculated as Shake angle θ detected by shake angle detector
In _E, replacing the traveling motor speed N _M to the running speed feedback signal, further, the right side of the traveling acceleration command signal A _RF of the equation 14, by replacing the left-hand side of Equation 14 and the running acceleration feedback signal A _FB, Equation 15 And Equation 16 are obtained.

[0034]

(Equation 15)

[0035]

(Equation 16)

The [0036] above, wherein the speed command N _RFO, from the trolley traveling speed control device for a speed feedback signal N _MFB and the deflection angle detection signal theta _E, the running acceleration command signal A _RF of the equation 15, the equation 16 deviation signal of the traveling acceleration feedback signal a _FB of such approaches zero, giving the travel drive control unit to the speed command N _RF2 obtained by correcting the output signal N _RF0 of the speed command unit, travel The speed of the electric motor is controlled so as to follow this speed command _NRF2 . With such control, a damping element is generated in the movement of the suspended load, and the periodic swing of the suspended load can be suppressed.

Next, the operation of the control device according to the third invention will be described. In the first aspect, the expression 1
The compensation velocity command N _RF2 obtained by the deviation between the second speed command N _RF1 and the traveling speed command N _RF1 speed feedback signal N _MFB is corrected so as to approach zero, giving the travel drive control unit Thus, the speed of the traveling motor is controlled to follow this speed command. By controlling in this manner, a damping element for the swing of the suspended load is generated, and the vibration of the swing of the suspended load can be similarly suppressed.

Next, the operation of the control device according to the fourth invention will be described. In the second aspect, the formula 12
The traveling speed command N _RF1 , the traveling acceleration / deceleration command signal A _{RF of} Expression 15 from the speed feedback signal N _MFB of the trolley traveling speed control device, and the traveling acceleration / deceleration feedback signal A of Expression 16
_The speed command N obtained by correcting the traveling speed command signal _NRF1 so that the deviation signal from _FB approaches 0.
_RF2 is supplied to the traveling drive control device to control the speed of the traveling electric motor so as to follow this speed command _NRF2 . By such control, a damping element is generated in the movement of the suspended load, and the periodic swing of the suspended load can be similarly suppressed.

[0039]

BRIEF DESCRIPTION OF THE DRAWINGS FIG.
FIG. 1 shows a first embodiment of the present invention and is a block diagram of a traveling drive control device for a trolley having a speed controller. Note that the same components as those in FIGS. 11 and 12 described in the description of the conventional example have the same names and the same reference numerals, and description thereof will be omitted. Returning to the driving motor 11 of the resulting added damping control speed command correction signal N _RFDP the signal of the speed detector 14 mounted on the drive shaft to the output signal N _RF0 speed command 21 corrected speed command signal N _RF2 Case 1
The signal _NMFB that has passed through the filter 26 having the next delay element is _fed back. The corrected speed command signal _NRF2 , the motor speed feedback signal _NMFB, and the deviation thereof are used as a speed controller 2
When the signal is input to 3, a signal obtained by adding a signal obtained by multiplying the speed deviation signal by a proportional gain A and a signal obtained by integrating the signal with a time constant τ _I is output as a torque command signal _TRF . When the speed controller 23 has only the proportional gain A,
And outputs a signal obtained by multiplying the A to the speed deviation signal as T _RF. Reference numeral 29 denotes a swing angle detector for detecting the swing angle θ of the suspended load, which is provided on the trolley 1.

Next, the operation of the damping controller 30 will be described. The damping controller 30 includes a shake angle detection signal θ _E (rad) proportional to the shake angle θ detected by the shake angle detector 29 and a set damping coefficient δ.
(P.u), gravitational acceleration g (m / sec ^2), the traveling speed V _R (m / sec) of the trolley carriage 1 corresponding to the rated speed of the traveling motor 11, attached to the drive shaft of the hoist motor 42 The measured value L of the rope length from the hoisting drum 41 to the suspended load 6 obtained by counting the pulses of the speed detector 45 that generates the speed detection pulse signal thus obtained.
_The steadying speed command signal N _RF1 (pu) is calculated from _E (m) based on the above equation (12). By amplifying the proportional-integral amplifier a difference between the steadying speed command signal N _RF1 and the motor speed feedback signal N _MFB, steadying the damping control speed command correction signal N _RFDP is obtained. The speed command signal N _RF2 (pu) obtained by adding the steady-state damping control speed command correction signal N _RFDP (pu) to the speed command N _RF0 output from the speed command device 21 is used as the speed command, and the speed detection signal N _MFB ( If you enter a deviation between P.U) to the speed controller 23, the speed controller 23 is motor speed N _M performs the speed control so as to follow the speed command signal N _RF2. With this control method, the vibration of the swing of the suspended load is damped by the set damping coefficient δ, and the periodic swing of the suspended load is suppressed.

Next, a second embodiment of the present invention will be described with reference to FIG. In the method for controlling the steadying of a crane according to the embodiment of the first invention, the traveling motor 1
1 is set according to the operating state by the damping coefficient switch 31 from a plurality of damping coefficient setting values δ _{1 to} δ _n .
Arbitrarily selects one of the damping coefficient setting value signal by switching the switch SW ₁ to SW _n, and outputs. When the damping coefficient setting signal selected by the damping coefficient switch 31 is input to the damping coefficient switching controller 32, the selected damping coefficient setting value signal is generated as a damping coefficient setting value signal δ via a first-order lag element. Is done. For example, the output signal of the damping coefficient switch 31 is
When switching from δ ₁ to δ ₂ , the damping coefficient switch 31
Changes instantaneously from δ ₁ to δ ₂ , but the signal on the output side of the damping coefficient switching regulator 32 gradually changes, so that the damping controller 30 calculates the speed correction signal N _RFDP for damping control. And the steady rest control of the crane can be performed stably without causing a direct delay to the crane. FIG. 9 shows the characteristics of the trolley truck when the vibration suppression method of the present invention corresponding to FIG. 14 of the conventional example is applied. Here, it can be seen that the swing of the suspended load is sufficiently suppressed, and the trolley bogie has a stable variable speed characteristic compared to the characteristic of the conventional example shown in FIG.

FIG. 3 is a block diagram showing a third embodiment of the present invention. In this case, based on Equation 15 and Equation 16, by amplifying the deviation signal between the computed travel deceleration command signal A _RF and the running acceleration feedback signal A _FB proportional integrating amplifier, steadying the damping control speed command correction The signal N _RFDP is obtained. As in the first embodiment, a speed command signal N _RF2 (pu) obtained by adding the steady-state damping control speed command correction signal N _RFDP (pu) to the speed command N _RF0 output from the speed command device 21 is added. When a deviation from the speed detection signal N _MFB (pu) is input to the speed controller 23 as a speed command, the speed controller 23 controls the speed so that the motor speed N _M follows the speed command signal N _RF2. Do. FIG. 10 shows the characteristics of the trolley truck when the vibration suppression method of the present invention corresponding to FIG. 14 of the conventional example is applied. Here, the swing of the suspended load is sufficiently suppressed, and the variable speed characteristic of the trolley truck is more stable than the characteristic of FIG. 14 shown in the conventional example, so that finer anti-sway control can be performed.

FIG. 4 is a block diagram showing a fourth embodiment of the present invention. In the lane steadying control method shown in the third embodiment, as shown in the second embodiment,
A plurality of damping coefficient setting values δ ₁ to
from the [delta] _n, arbitrarily selects one of the damping coefficient setting value signal by switching the switch SW ₁ to SW _n, and outputs the same effect as the second embodiment can be obtained. FIG.
FIG. 14 is a block diagram showing a fifth embodiment of the present invention. In this case, the basis of the Equation 12, the calculated running speed command signal N _RF1 and the traveling speed feedback signal N _MFB and the deviation signal to stop shake obtained is amplified by a proportional-integral amplifier damping control speed command correction signal N _RFDP ( pu) is calculated by the above equation (1).
Speed command signal N added to 2 traveling speed command signal _NRF1
RF2 (pu) as speed command, speed detection signal N _MFB
If you enter a deviation between (p.u) to the speed controller 23, the speed controller 23 is motor speed N _M, the speed command signal N
Speed control is performed so as to follow _RF2 . According to this control method, even if the amplification factor of the proportional integration amplifier for the steady-state damping control speed command correction signal is a small value, the periodic swing of the suspended load can be suppressed.

FIG. 6 is a block diagram showing a sixth embodiment of the present invention. In the steady rest control method for a crane shown in the fifth embodiment, as shown in the second embodiment, the driving motor 11 is controlled by the damping coefficient switch 31 according to the operating state. Of the damping coefficient setting values δ _{1 to} δ _n , the switches SW _{1 to} SW _n are switched to arbitrarily select and output one damping coefficient setting value signal. The same effect as in the second embodiment is obtained. Is obtained. FIG. 7 is a block diagram showing a seventh embodiment of the present invention. In this case, based on Equation 15 and Equation 16, by amplifying the deviation signal between the computed travel deceleration command signal A _RF and the running acceleration feedback signal A _FB proportional integrating amplifier, steadying the damping control speed command correction The signal N _RFDP is obtained. Similarly to the fifth embodiment, the speed command signal N _RF2 obtained by adding the steady-state damping control speed command correction signal N _RFDP (pu) to the traveling speed command N _RF1.
(Pu) as a speed command, and a speed detection signal N _MFB (p.
If you enter a deviation between u) to the speed controller 23, the speed controller 23 is motor speed N _M performs the speed control so as to follow the speed command signal N _RF2. With this control method,
Even when the amplification factor of the proportional integral amplifier for the steady-state damping control speed command correction is a small value, finer steady-state control can be performed. FIG. 8 is a block diagram showing an eighth embodiment of the present invention. In the method for controlling the steadying of a crane shown in the seventh embodiment, the travel control is performed as shown in the second embodiment. the electric motor 11 in accordance with the operating state, the damping coefficient switching unit 31, from among a plurality of damping factor set value δ ₁ ~δ _n, optionally one damping factor set point signal by switching the switch SW ₁ to SW _n Selected,
The same effect as in the second embodiment can be obtained.

[0045]

As described above, according to the present invention, the periodic swing of the suspended load generated during the acceleration and deceleration of the trolley truck is suppressed, and it is necessary to stop the swing by the manual operation of the crane operator. As a result, the trolley cart can run at high speed, and the transfer capacity by the automatic operation of the crane can be significantly improved.

[Brief description of the drawings]

FIG. 1 is a block diagram showing a first embodiment of a traveling drive control device according to the present invention.

FIG. 2 is a block diagram showing a second embodiment of the traveling drive control device of the present invention.

FIG. 3 is a block diagram showing a third embodiment of the traveling drive control device of the present invention.

FIG. 4 is a block diagram showing a fourth embodiment of the traveling drive control device of the present invention.

FIG. 5 is a block diagram showing a fifth embodiment of the traveling drive control device of the present invention.

FIG. 6 is a block diagram showing a sixth embodiment of the traveling drive control device of the present invention.

FIG. 7 is a block diagram showing a seventh embodiment of the traveling drive control device of the present invention.

FIG. 8 is a block diagram showing an eighth embodiment of the traveling drive control device of the present invention.

FIG. 9 is an acceleration / deceleration characteristic diagram of the traveling drive control device for the trolley truck according to the first invention of the present invention.

FIG. 10 is an acceleration / deceleration characteristic diagram of a traveling drive control device for a trolley truck according to a third embodiment of the present invention.

FIG. 11 is a configuration explanatory view of a suspended crane that runs a trolley truck on which a hoist is mounted.

FIG. 12 is an explanatory diagram showing a mechanical relationship that the trolley bogie traveling device receives due to the load of the suspended load.

FIG. 13 is a block diagram showing a conventional traveling drive device.

FIG. 14 is an acceleration / deceleration characteristic diagram of a traveling drive device of a conventional example.

[Explanation of symbols]

REFERENCE SIGNS LIST 1 trolley cart 11 traveling motor 14 speed detector 2 wheels 3 rail 4 hoisting machine 41 hoisting drum 42 hoisting motor 45 speed detector 21 speed commander 22 linear commander 23 speed controller 24 motor torque controller 25 Mechanical time constant of traveling motor 26 Speed detection filter 29 Deflection angle detector of suspended load 30 Damping controller 31 Damping coefficient switching device 32 Damping coefficient switching regulator

Claims (4)

(57) [Claims] 1. A traveling motor for driving a trolley truck, a motor speed feedback signal (N _MFB ) detected by a speed detector of the traveling motor, and a speed command signal output from a speed commander of the traveling motor. A torque command ( _TRF ) is calculated from a deviation signal from ( _NRF0 ) by a proportional controller and an integrator or a speed controller having only a proportional gain, and the torque of the traveling motor is controlled by controlling the torque of the traveling motor in accordance with the torque command. Run-out of a suspension crane having a traveling drive control device having a control function of controlling the speed of an electric motor, a hoist electric motor driving a hoist provided on the trolley truck, and a drive control device for the hoist electric motor In the stop control method, the deflection angle signal (θ detected by the deflection angle detector of the suspended load)
_E ), the set dumping coefficient (δ), the acceleration of gravity (g), the traveling speed of the trolley truck (V _R ) corresponding to the rated speed of the traveling motor, and the hoisting drum obtained from the hoisting motor speed detector. since hanging measurements of the rope length to the load and (L _E), the following _{equation, N RF1 = N RF0 -2δgθ E} / (ω E V R) , _{however, ω E = (g / L} E) 1/2, g Is the acceleration of gravity,
The V _R is the trolley carriage travel speed, proportional integral amplifier calculating a go seeking the bracing speed command and (N _RF1) a deviation signal of the motor feedback signal (N _MFB) of which corresponds to the driving motor rated speed amplified and the resulting speed correction signal damping controller to determine the (N _RFDP) velocity command output of the speed command unit was added to the (N _RF0) by correcting the speed command signal (N _{RF 2)} provided, the damping control And controlling a speed of the traveling motor by the speed controller of the traveling motor in accordance with a corrected speed command signal (N _RF2 ) calculated by a crane. 2. A crane steady rest control method according to claim 1, wherein a signal of a deviation between the steady rest speed command (N _RF1 ) and the motor feedback signal (N _MFB ) is amplified by a proportional integral amplifier. _{Instead of the} speed correction signal (N _RFDP ),
Steady speed command (N _RF1 ) and motor feedback signal (N
Following equation _{MFB), A RF = sN RF1} A FB = sN MFB, but s is Laplace operator, trolley carriage traveling acceleration obtained by performing an operation of the command signal A _RF and trolley carriage traveling acceleration feedback signal A _FB The speed correction signal (N _RFDP ) obtained by amplifying the signal of the deviation with the proportional integration amplifier is used as the speed command (N _RF0 ) of the output of the speed command device.
And a damping controller for _obtaining a corrected speed command signal (N _RF2 ) by adding to the speed control signal of the running motor by the speed controller of the running motor in accordance with the corrected speed command signal (N _RF2 ) calculated by the damping controller. A method for controlling a steadying of a crane, comprising controlling a speed. 3. A signal in which any one of a plurality of damping coefficient setting values is arbitrarily selected in accordance with an operation state of the traveling motor through a first-order lag element to generate a final damping coefficient setting value. The steady rest control method for a crane according to claim 1 or 2, wherein the method is used for calculation of the damping controller. 4. A crane steady _rest control method according to claim 1, wherein the speed correction signal (N _RFDP ) is _transmitted to a speed command (N _RFDP ) of an output of a speed command device.
_(RF0 ) to obtain the corrected speed command signal (N _RF2 ) instead of the damping controller, and _{adds the} speed correction signal (N _RFDP ) to the steady _rest speed command (N _RF1 ) to add the corrected speed command signal (N _RF1 ). _NRF2 ) is provided, and the speed of the traveling motor is controlled by the speed controller of the traveling motor according to the corrected speed command signal ( _NRF2 ) calculated by the damping controller. Control method for a moving crane.