WO2004016540A1 - Procede de commande du fonctionnement d'un treuil roulant - Google Patents

Procede de commande du fonctionnement d'un treuil roulant Download PDF

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Publication number
WO2004016540A1
WO2004016540A1 PCT/DE2003/002442 DE0302442W WO2004016540A1 WO 2004016540 A1 WO2004016540 A1 WO 2004016540A1 DE 0302442 W DE0302442 W DE 0302442W WO 2004016540 A1 WO2004016540 A1 WO 2004016540A1
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WO
WIPO (PCT)
Prior art keywords
travel
speed
position data
braking
distance
Prior art date
Application number
PCT/DE2003/002442
Other languages
German (de)
English (en)
Inventor
Ernst Sparenborg
Valdet Gashi
Original Assignee
Siemens Aktiengesellschaft
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 Siemens Aktiengesellschaft filed Critical Siemens Aktiengesellschaft
Priority to AU2003250309A priority Critical patent/AU2003250309A1/en
Publication of WO2004016540A1 publication Critical patent/WO2004016540A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66C—CRANES; LOAD-ENGAGING ELEMENTS OR DEVICES FOR CRANES, CAPSTANS, WINCHES, OR TACKLES
    • B66C15/00—Safety gear
    • B66C15/04—Safety gear for preventing collisions, e.g. between cranes or trolleys operating on the same track
    • B66C15/045—Safety gear for preventing collisions, e.g. between cranes or trolleys operating on the same track electrical

Definitions

  • the invention relates to a method for controlling the operation of at least one trolley that can be moved along a roadway, with a running gear and a lifting gear for moving an object consisting of a load suspension device with or without a loaded load, the driving and lifting gear being controlled via a control device, in particular a container crane with a trolley movable along a jib with a spreader receiving a container.
  • Cats are widely used as a means of transport when a load has to be moved.
  • a container crane that is used, for example, to load and unload a ship.
  • the cat can be moved transversely to the longitudinal axis of the ship along a jib spanning the ship, for which purpose a landing gear is provided.
  • a spreader that can be moved via a hoist and is used to grip a container hangs on the trolley via lifting ropes.
  • the crane operator sits in a cab that can be moved with the cat and controls the driving and lifting operations by hand.
  • the spreader with the container if any, hangs vertically under the cabin.
  • the invention is based on the problem of specifying a method which enables collision avoidance.
  • a method of the type according to the invention provides that braking position data specific to the travel path and / or travel path are determined continuously for the moving object and continuously compared with position data of an obstacle, the control of the travel gear and / or the lifting device depending on the Comparative.
  • the braking position data indicate the position in which the moving object would come to a standstill if the running gear and / or the lifting gear were braked normally.
  • the braking position data form a virtual arithmetic object space around the actual object, they virtually enlarge it.
  • the position data include the position coordinates in the direction of travel and the height coordinates, i.e. how high the underside of the container or spreader is at the moment. Continuous dynamics-related collision monitoring is thus carried out with particular advantage on the basis of an assumed normal braking process that is currently initiated, depending on which control of the chassis and / or the lifting mechanism takes place.
  • the crane driver is thus relieved in manual operation when the control device can intervene in the control upon detection of an impending collision if the crane driver does not recognize or do this himself.
  • a corresponding control operation is also possible in a semi-automatic or automatic trolley travel and lifting operation on the basis of the collision monitoring according to the invention.
  • the position data with respect to which the brake position data or the virtual object space data are compared can be that of a standing obstacle, for example a structure on a ship, or an existing container or container stack.
  • the position data can be brake position data of a second moving object or object that is specific to the travel path and / or the travel path.
  • the main cat which carries out the loading and unloading of the ship
  • a so-called portal cat which picks up the containers placed by the main cat on a lashing platform on the crane and becomes a means of transport such as for example, a truck, a railroad car or a driverless vehicle etc.
  • the portal trolley can also be moved along a boom. For its part, it forms a moving object with which the spreader or container of the main cat can collide in extreme cases.
  • the braking position data of this second object or object are also determined on the basis of the dynamic object data such as the current object speed or acceleration, the weight, etc.
  • the method according to the invention is based on the basic idea of being able to recognize any problem situation early enough by means of continuous situation monitoring. To make this possible, it can be provided that the distance between the braking position of the moving object and the obstacle position of the standing obstacle or between the two braking positions of two moving objects or objects can be determined as part of the comparison, depending on the Distance the speed of the travel and / or the hoist is controlled. Starting from a predeterminable distance, the speed can be reduced with decreasing distance. So there is a continuous distance check between relevant object positions.
  • the speed is reduced so that it is ensured that, due to the reduction in speed, the braking point that changes in turn is sufficiently far away from the obstacle of whatever type and that a collision occurs despite the fact that it is approaching to a large extent control intervention is avoided.
  • the brakes are stepped up to a maximum, unless the crane operator intervenes, for example, and the spreader is lifted upwards so that it can be moved over the obstacle without risk of collision.
  • the speed is expediently reduced in a non-linear manner, in particular in proportion to the root of the distance, so that the speed decreases constantly.
  • an expedient embodiment of the invention provides for to determine the braking position data taking into account a safety path. This means that a safety path is included in the determination of the position data, which ultimately adds to the braking position that arises purely arithmetically from the actual parameters. If, for example, the position data determination reveals that the braking distance currently given during normal braking is six meters from the current position, a safety distance can be added to this braking distance, the total distance then defining the braking position date.
  • the safety path can always be constant and therefore independent of the actual operation, it has proven to be expedient if the safety path depends on the speed of the object in driving and / or stroke direction is determined. This is based on the idea that the safety path must be greater the faster the object is moved in the driving and / or lifting direction.
  • the safety path can decrease with decreasing speed, preferably proportionally. This means that at 100% speed, the parameterizable safety path is 100%, which is maximum. At 50% of the maximum speed, the safety path is only 50%.
  • the spreader including the container, may hang from the cat over several, usually eight, lifting ropes.
  • the spreader / container can oscillate, which overall increases the collision-causing object space and, according to the invention, is also taken into account when determining the braking position data. This can take into account both a braking-related pendulum travel directed in the direction of movement and the commuting travel directed against the direction of travel.
  • the virtual object space can therefore be composed of three parts, namely the object space that arises purely from a mathematical point of view, plus the object space that is caused by the safety path, plus the object space that is caused by the pendulum.
  • the method according to the invention offers a considerable degree of collision safety both in manual and in (semi) automatic operation of the crane system.
  • the travel path and / or travel path-specific braking position data in a computing device working in parallel with the control device, the travel path and / or travel path-specific braking position data, but assuming a maximum braking deceleration of the driving and / or of the hoist are determined and compared with position data of an obstacle, the maximum permissible speed of the object in the driving and / or lifting direction being determined as a function of the comparison and compared with the current actual speed, with the maximum permissible speed being exceeded by the Actual speed, the computing device initiates emergency braking.
  • the position data is determined by the control device assuming a normal braking deceleration.
  • the monitoring computing device works under the assumption of emergency braking, that is to say a significantly greater braking deceleration, as is the basis of an emergency stop.
  • emergency braking that is to say a significantly greater braking deceleration
  • the distance to the next obstacle is then determined, be it in the direction of travel and / or in the direction of the stroke, and the speed permissible at the calculated distance is determined in the computing device. If the control device is working correctly, this is usually equal to the setpoint, which the control device specifies, if the distance to the obstacle is sufficiently large.
  • the control device calculates a longer braking distance, the target speed value would have to be reduced, since the distance between the brake position data calculated on the control side and the obstacle is always smaller than that of the computing device data recorded on the equipment side. If, however, the comparison of the speed calculated on the computing device side with the current actual speed reveals that the actual speed is higher, the control device inevitably makes an error, since the actual value may at most be the same or less. In such a case, the computing device intervenes and initiates emergency braking.
  • the invention further relates to a crane system, in particular a container crane, with at least one trolley which can be moved along a roadway, with a trolley and a hoist for moving an object, consisting of a load suspension device with or without a lifted load, the driving and the hoist can be controlled via a control device.
  • the crane system according to the invention is characterized in that the control device is designed for a collision-free movement of the object for controlling the travel and / or lifting mechanism as a function of a comparison between continuously determined travel position and / or travel path-specific brake position data of the object and position data of an obstacle.
  • the position data taken into account in the comparison can be that of a standing obstacle or the simultaneously determined travel position and / or travel path-specific braking position data of a second moving object or object.
  • the control device itself can be designed to determine the braking position data on the basis of static data describing the geometry of the object or the object and on the basis of dynamic data describing the momentary movement of the object or the object.
  • the dynamic data include, for example, the actual speed or the braking distances (deceleration), etc.
  • the control device can, according to the invention, have a subtracting element and can be designed to control the speed of the travel and / or lifting mechanism as a function of the determined distance.
  • a limit controller is expediently provided, by means of which the speed setpoint for the travel and / or the hoist can be limited.
  • the path limitation rule can reduce the setpoint with decreasing distance, with maximum use of the available braking torque. If the distance decreases, the speed setpoint, and thus the speed, is constantly reduced, so that slow braking begins with increasing approach.
  • the setpoint and thus the speed are expediently reduced in a non-linear manner, in particular in proportion to the root of the distance.
  • control device can be designed to determine the braking position data, taking into account a safety path that is preferably to be taken into account additively, wherein the safety path can expediently be determined as a function of the speed of the object in the driving and / or lifting direction.
  • a safety path that changes depending on the actual speed of the object in the driving and / or lifting direction can also be taken into account by the control device.
  • control device can be designed to determine the travel path-specific brake position data, taking into account a possible pendulum travel of the object, both in the direction of movement when braking and counter to the direction of movement when starting off.
  • a computing device which serves to monitor the function of the control device can be provided, which in turn, however, assumes the travel position and / or travel path-specific brake position data of the object, assuming a maximum or at least least compared to the normal, significantly increased braking deceleration of the running gear and / or hoist and, in turn, makes a comparison with obstacle position data, the maximum permissible speed of the object in the driving and / or lifting direction being determined with the aid of the distance determined here and with the the target speed predetermined by the control device is compared. If the target speed is greater than the maximum permissible speed, as determined by the computing device, it carries out emergency braking, since the control device then malfunctions.
  • FIG. 1 is a schematic diagram of a crane system according to the invention
  • FIG. 2 shows a schematic diagram to illustrate the control or collision monitoring method with fixed obstacles
  • 3 is a schematic diagram to illustrate the sequence with two moving objects
  • FIG. 5 is a schematic diagram showing the mathematically enlarged, virtual object space
  • FIG. 6 is a schematic diagram of the elements of the crane system relevant for the control according to the invention.
  • Fig. 7 is a diagram showing the distance-dependent change in speed.
  • 1 shows a crane system 1 according to the invention, which in the example shown is used for loading and unloading a ship 2.
  • the crane system can be moved along a quay 3 parallel to the ship 2.
  • a spreader 8 with which a container 9 can be gripped hangs on the cat 6 via lifting ropes 7.
  • the spreader 8 can be moved up or down via a lifting mechanism (not shown) which engages the lifting cables 7, as indicated by the double arrow B.
  • a control device 10 which controls the operation of the entire crane system 1, and thus also the operation of the trolley or the running gear and the lifting gear.
  • a control device 10 which controls the operation of the entire crane system 1, and thus also the operation of the trolley or the running gear and the lifting gear.
  • the double arrow C there is a bidirectional data exchange with corresponding operating elements on the crane system.
  • a computing device 11 is provided, which is used to monitor the control device 10 as part of the implementation of the method according to the invention, which will be discussed below.
  • this also communicates bidirectionally with the control device 10 and with relevant operating elements of the crane system, as shown by the double arrow E.
  • FIG. 2 shows a situation that can arise during loading or unloading operation.
  • An object 12 is shown, for example the spreader 8 with the container 9 taken in.
  • Various obstacles 13 a, 13 are also shown b, 13 c, 13 d, 13 e and 13 f with which the object 12 may collide.
  • the obstacle 13 d is relevant as the highest obstacle with respect to the object movement in the trolley travel direction, while with regard to the Stroke the obstacle 13 b is the most relevant.
  • the control device 10 now calculates braking position data for the object 12, that is to say the control device 10 determines the braking distances both in the trolley travel direction F and in the stroke direction G. A virtual object space around the object is calculated in these two directions, so that it is virtually enlarged.
  • the “overall object” has the width xl-x2 seen in the direction of travel and the height zl-z2 seen in the stroke direction.
  • the object is enlarged by the calculated braking distances B F in the direction of travel and B H in the stroke direction.
  • the control device now carries out continuous monitoring how the "new" object boundaries are with respect to the known position data of the obstacles and stored in a suitable memory of the control device in order to be able to control the trolley operation accordingly depending on this comparison.
  • the distance between position x 2 and position x max of obstacle 13 d is determined. This distance ⁇ s is then evaluated and it is checked whether it is still large enough to continue driving at the current speed or whether a speed reduction is required. If the distance ⁇ s falls below a parameterizable minimum value, that is, if the object space limit x 2 is sufficiently close to the obstacle limit x ma ⁇ , the speed is reduced, which is dependent on the actual distance ⁇ s. This is continuously monitored as described, so that with increasing approach - without the object being raised and the object space boundary no longer being able to collide with the position x max - an increasing deceleration to zero is achieved. Accordingly, work is being done on the stroke.
  • the distance between the lower level of the object space at z 2 and the height position z m ⁇ n , defined here by the obstacle 13 b, is determined continuously.
  • this distance ⁇ s is still sufficiently large that the current lowering speed can be maintained. If not, there is a corresponding reduction up to a maximum of standstill.
  • FIG. 3 shows a situation similar to FIG. 2, but here two moving objects 12 ⁇ (corresponding to object 12 from FIG. 2) and 12 are provided.
  • Object 12 ⁇ can be, for example, a gantry trolley or the like that can be moved on a second boom, or equally an object that can be lowered downwards, for example a container located on the spreader of a gantry trolley, etc.
  • the corresponding braking position and path-specific braking position data are calculated for both object 12 and object 12.
  • the two objects move in opposite directions to one another, as represented by the arrows F.
  • the control means determines the distance between the positions m i n (which describes the x braking position of the object 12) and x max (which defines the braking position of the object 12 ⁇ ).
  • the control intervention described below then takes place depending on the distance determination.
  • any movements of the hoist are taken into account when forming the object space.
  • the object space is preferably only calculated in the direction of travel and / or lifting direction if the undercarriage moves at all or the container is lowered.
  • the calculation of the braking position data or the braking distances B F and B H is based on the assumption of a normal braking process, that is, a normal braking deceleration.
  • the braking distance is calculated as follows:
  • the deflection a 3 is proportional to the speed in the calculation as follows:
  • A a + a 4 .
  • the control device can also take into account a safety path when determining the braking position data.
  • This safety route can be selected depending on the current speed.
  • FIG. 5 there is a maximum object space as shown in FIG. 5, in which the different spatial sections are shown separately.
  • the object space Oi is shown, which results from the braking distances actually calculated in the direction of travel and stroke and, if appropriate, a respective safety path.
  • the object space 0 2 represents the pendulum space resulting in the direction of travel, while the object space 0 3 represents the pendulum space resulting in the opposite direction to the direction of travel.
  • FIG. 6 shows, in the form of a schematic diagram, the elements on the crane side which are relevant for carrying out the method according to the invention and which are essentially arranged in control device 10 or are assigned to it.
  • a computing element 14 is provided, which on the one hand is given dynamic data D d which essentially comprise parameters relevant to movement such as speed, deceleration etc.
  • dynamic data D d which essentially comprise parameters relevant to movement such as speed, deceleration etc.
  • static data D s are given, which on the one hand contain geometrical dimensions of the object, on the other hand, obstacle-related data, namely the x and z position data of a standing obstacle. If there are two moving objects, then the dynamic data of both objects are received, possibly plus additional static data of fixed obstacles.
  • the arithmetic unit 14 calculates the one hand the relevant braking distances, on the other hand from the relevant maximum and minimum movement and stopping distances for the cats or hoists x max, in or z max and z m i n. A selection of which of the parameters x max or x mn (and correspondingly for z) is relevant to the direction of travel is then made via a travel direction selector 15. The path difference ⁇ s is then determined in the subtractor 16. A limit controller 17 is now used to check whether a speed reduction is necessary based on the ⁇ s determined.
  • the speed setpoint V s0 n is set accordingly on the basis of the maximum permissible speed calculated by the limiting controller 17 relative to the detected distance ⁇ s via a limiter 19.
  • the following table shows an example of what such a setpoint limitation can look like.
  • Corresponding calculations are also carried out in the computing device 11. However, other deceleration values are used there, since an emergency stop braking is used as the basis for the braking distance calculation.
  • the distance ⁇ s is determined, which is inevitably greater than the distance ⁇ s that the control device calculates.
  • the computing device now uses the determined distance ⁇ s to determine the maximum permissible speed in relation to the greater distance in comparison to the distance of the control device 10. It now shows that the speed setpoint specified by the control device 10 is greater than the maximum speed that the computing device 11 has determined, there is inevitably an error in the control device 10. The computing device 11 thus serves to monitor the functioning of the control device 10.
  • the method according to the invention allows collision-free control of the movement operation of the object both in the manual as well as in semi-automatic or automatic trolley operation.

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

Abstract

L'invention concerne un procédé de commande du fonctionnement d'au moins un treuil roulant (6) pouvant se déplacer le long d'une voie (5), comportant un châssis et un dispositif de levage destiné à déplacer un objet (9) composé d'un élément de réception de charge (8) et éventuellement d'une charge, le châssis et le dispositif de levage étant commandés par l'intermédiaire d'un dispositif de commande (10). Ledit procédé de commande est notamment destiné à une grue à conteneurs comportant un treuil roulant pouvant se déplacer le long d'un bras, pourvu d'un palonnier recevant un conteneur. Selon l'invention, l'objet qui se déplace fournit en continu des données de position de freinage spécifiques à la trajectoire horizontale et/ou verticale, et lesdites données sont comparées en continu à des données de position d'un obstacle. La commande du châssis et/ou du dispositif de levage est effectuée en fonction de ladite comparaison.
PCT/DE2003/002442 2002-07-25 2003-07-21 Procede de commande du fonctionnement d'un treuil roulant WO2004016540A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AU2003250309A AU2003250309A1 (en) 2002-07-25 2003-07-21 Method for controlling the operation of a trolley

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE2002133874 DE10233874A1 (de) 2002-07-25 2002-07-25 Verfahren zum Steuern des Betriebs wenigstens einer längs einer Fahrbahn verfahrbaren Katze mit einem Fahrwerk und einem Hubwerk
DE10233874.4 2002-07-25

Publications (1)

Publication Number Publication Date
WO2004016540A1 true WO2004016540A1 (fr) 2004-02-26

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PCT/DE2003/002442 WO2004016540A1 (fr) 2002-07-25 2003-07-21 Procede de commande du fonctionnement d'un treuil roulant

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AU (1) AU2003250309A1 (fr)
DE (1) DE10233874A1 (fr)
WO (1) WO2004016540A1 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10333276A1 (de) * 2003-07-22 2005-02-17 Elektro-Mechanik Gmbh Verfahren und Vorrichtung zum Steuern von Krananlagen
US7831333B2 (en) 2006-03-14 2010-11-09 Liebherr-Werk Nenzing Gmbh Method for the automatic transfer of a load hanging at a load rope of a crane or excavator with a load oscillation damping and a trajectory planner
DE502006005975D1 (de) * 2006-03-15 2010-03-11 Liebherr Werk Nenzing Verfahren zum automatischen Umschlagen von einer Last eines Kranes mit Lastpendelungsdämpfung und Bahnplaner

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0382231A1 (fr) * 1989-02-09 1990-08-16 Man Ghh Logistics Gmbh Procédé et disposition pour la limitation de la zone de déplacement d'une grue
DE4403898A1 (de) * 1993-02-14 1994-08-18 Alexander Lepek Hebezeug
US5634565A (en) * 1994-01-24 1997-06-03 Sollac Method for anticollision method and apparatus for cranes movable on a common path

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4405525C2 (de) * 1994-02-22 1997-01-23 Siemens Ag Kran mit einem Fahrantrieb zum horizontalen Verfahren einer an einem Seil hängenden Last
DE29818025U1 (de) * 1998-10-09 1999-02-04 Noell Stahl- und Maschinenbau GmbH, 97080 Würzburg Vorrichtung zum Personen- und Kollisionsschutz an Krananlagen

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0382231A1 (fr) * 1989-02-09 1990-08-16 Man Ghh Logistics Gmbh Procédé et disposition pour la limitation de la zone de déplacement d'une grue
DE4403898A1 (de) * 1993-02-14 1994-08-18 Alexander Lepek Hebezeug
US5634565A (en) * 1994-01-24 1997-06-03 Sollac Method for anticollision method and apparatus for cranes movable on a common path

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DE10233874A1 (de) 2004-02-26
AU2003250309A1 (en) 2004-03-03

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