JP2024050303A - Control device, overhead crane system, and overhead crane control method - Google Patents

Abstract

To perform efficient transportation with an overhead crane.SOLUTION: A control device controls a girder so as to have: a period T1, which is the period during which the girder suspending a suspended load accelerates from a transfer start position; a period T6, which is the period during which the girder slows down to an intended transfer position; a period T2 and T5, which are periods after the period T1 and before the period T6, when a transport device is in constant velocity motion; a period T3, which is the period between the period T2 and T5 and is a period of girder deceleration and a period other than the period T6; and a period T4, which is the period of girder acceleration after the period T3 and is a period other than the period T1.SELECTED DRAWING: Figure 7

Description

The present invention relates to technology for a control device, an overhead crane system, and a method for controlling an overhead crane.

An anti-sway control technique has been disclosed for preventing the swaying of a load suspended and transported by an overhead crane device. For example, Non-Patent Document 1 discloses a technique in which an overhead crane device suspends a load and accelerates and decelerates multiple times while transporting it, thereby reducing the swaying of the load.

"Real-time Bang-Bang Control of Cranes", Yasuo Yoshida, Takuya Togawa, Sogo Kogaku, Vol. 22 (2010), pp. 1-6

When an overhead crane device suspends and transports a load, large load sway occurs, especially during acceleration and deceleration. Conventional anti-sway control therefore reduces the load sway by temporarily keeping the speed of the load constant during acceleration and deceleration. This reduces the average acceleration until acceleration and deceleration are complete, which creates the problem that the transport time required to transport a certain distance increases compared to when anti-sway control is not used.

The present invention was made in light of this background, and its objective is to provide an efficient method of transportation using an overhead crane.

In order to solve the above-mentioned problems, the present invention provides a control device that controls a conveying device of an overhead crane suspending a load to have a first acceleration period, which is a period during which the conveying device accelerates from a conveying start position, a first deceleration period, which is a period during which the conveying device decelerates to a conveying destination position, and a first constant velocity motion period, which is a period after the first acceleration period and before the first deceleration period during which the conveying device moves at a constant velocity, and is characterized in having a control pattern generation unit that generates a control pattern for the conveying device so as to have a second deceleration period, which is a period during which the conveying device decelerates during the first constant velocity motion period and is a period other than the first deceleration period, and a second acceleration period, which is a period after the second deceleration period during which the conveying device accelerates and is a period other than the first acceleration period.
Other solutions will be described in the embodiments as appropriate.

The present invention allows efficient transportation using overhead cranes.

1 is a schematic diagram of an overhead crane device according to an embodiment of the present invention. FIG. 1 is a diagram illustrating an example of the configuration of a control system according to an embodiment of the present invention. FIG. 2 is a functional block diagram showing details of a control system according to the present embodiment. FIG. 2 is a functional block diagram showing a drive mechanism of the ceiling crane device. FIG. 13 is a diagram for explaining a pendulum length and a moving distance. FIG. 4 is a diagram illustrating the definitions of a shake angle and a shake center tilt angle. FIG. 1 is a diagram showing the relationship between the traveling speed, the sway angle, the sway angular velocity, and the movement time of the girder in the sway control performed in this embodiment. FIG. 1 is a diagram showing the state of a suspended load while a girder is traveling in this embodiment. 11 is a diagram showing the shake control performed in the present embodiment by a phase plane trajectory on the phase plane. FIG. FIG. 11 is a diagram showing a modified example of speed control in the present embodiment (part 1). FIG. 11 is a diagram (part 2) showing a modified example of speed control in the present embodiment. FIG. 11 is a diagram showing a modified example of speed control in the present embodiment (part 3). FIG. 11 is a diagram showing the relationship between the traveling speed, the sway angle, the sway angular velocity, and the movement time of the girder in the sway control performed in the first comparative example. FIG. 1 is a diagram showing the state of a suspended load during movement of a girder in a first comparative example. FIG. 11 is a diagram showing the shake control performed in the first comparative example by a phase plane trajectory on the phase plane. FIG. 11 is a diagram showing the relationship between the traveling speed, the sway angle, the sway angular velocity, and the movement time of the girder in the sway control performed in the second comparative example. FIG. 11 is a diagram showing the state of a suspended load during movement of a girder in a second comparative example. FIG. 11 is a diagram showing a phase plane trajectory of the shake control performed in the second comparative example. FIG. 13 is a diagram showing the relationship between the traveling speed, the sway angle, the sway angular velocity, and the movement time of the girder in the sway control performed in the third comparative example. FIG. 13 is a diagram showing the state of a suspended load during movement of a girder in a third comparative example. FIG. 13 is a diagram showing a phase plane trajectory of the shake control performed in the third comparative example. FIG. 2 is a diagram illustrating a hardware configuration of a PC used in the present embodiment. FIG. 2 is a diagram illustrating a hardware configuration of a PLC used in the present embodiment.

Next, a form for implementing the present invention (referred to as an "embodiment") will be described in detail with reference to the drawings as appropriate.

(Ceiling crane device 6)
FIG. 1 is a schematic diagram of an overhead crane device 6 according to this embodiment.
The overhead crane device (overhead crane) 6 is a device that suspends and transports a load S, and has a crab trolley 601 and a girder 602, which are transport devices.
The club trolley 601 has traverse wheels 612 for traversing on the girder 602, and a winding device 611 for winding up or down a wire 605. A hoist 606 for suspending a load S is provided at the end of the wire 605. The load S is a coil made of a steel plate wound into a roll.

The girder 602 is provided with a lateral rail 603 along which the club trolley 601 travels, and is also provided with running wheels 613 for the girder 602 to travel on the running rails 604.
The traverse wheels 612 of the club trolley 601 cause the club trolley 601 to traverse in the longitudinal direction of the girder 602. In addition, the running wheels 613 of the girder 602 cause the girder 602 to travel in the longitudinal direction of the traveling rail 604.

Here, the movement of the girder 602 in the longitudinal direction is referred to as "traverse", and the movement of the traveling rail 604 in the longitudinal direction is referred to as "travel". Note that "traverse" and "travel" will be collectively referred to as "travel" as appropriate.
The girder 602 travels on the traveling rails 604, and the club trolley 601 travels laterally on the girder 602, thereby transporting the load S to a target position. Then, a winding device 611 provided on the club trolley 601 winds up and down the wire 605, thereby raising and lowering the load S.

The speed of the club trolley 601 and the winding of the wire 605 by the winding device 611 are controlled by the control system Z1.

(System configuration)
Fig. 2 is a diagram showing an example of the configuration of a control system Z1 according to this embodiment. In Fig. 2, the same components as those in Fig. 1 are denoted by the same reference numerals and will not be described.
The system includes a management control PC 3 , a PLC (Programmable Logic Controller) 1 , a PC (Personal Computer: control device) 4 which is a control device, and a speed control device 5 .
The management control PC3 acquires the lateral travel target position 122 and the travel target position 127 from the host system 2. The lateral travel target position 122 and the travel target position 127, which are the transfer destination positions, are input to the host system 2 by manual input or the like.

PLC1 acquires the current traverse position of the club trolley 601 from the traverse position detector 622, and the current traveling position of the club trolley 601 from the traveling position detector 623. Incidentally, the traverse position detector 622 measures the current traverse position 123 by laser distance measurement. Similarly, the traveling position detector 623 measures the current traveling position 126 by laser distance measurement.

The PLC1 also acquires the sway angle of the load S from the sway angle detector 624. The sway angle detector 624 detects the current sway angle of the load S in the lateral direction as the lateral sway angle 124 (see FIG. 3) using an inclinometer, and detects the current sway angle of the load S in the traveling direction as the traveling sway angle 125 (see FIG. 3). The PLC1 also acquires the current hoisting position from the hoisting position detector 621. The hoisting position detector 621 detects the current hoisting position using an encoder.

PLC1 calculates the sway period 139, lateral movement distance 133, lateral movement speed 134, lateral sway angle 124, lateral sway angular velocity 135, traveling movement distance 138, traveling movement speed 137, traveling sway angle 125, and traveling sway angular velocity 136 (see FIG. 3 for each) based on the acquired information. Then, it outputs the calculated information to PC4. PC4 generates a lateral speed pattern 431 and a traveling speed pattern 432 (see FIG. 3 for each) by machine learning based on the information acquired from PLC1. The lateral speed pattern 431 and the traveling speed pattern 432 will be described later. Then, PC4 inputs the generated lateral speed pattern 431 and the traveling speed pattern 432 to PLC1.

Then, the PLC 1 generates a traverse speed command 143 and a running speed command 144 (see FIG. 3) based on the acquired traverse speed pattern 431 and running speed pattern 432, etc., and outputs them to the speed control device 5. The speed control device 5 controls the speed of the club trolley 601 and the girder 602 to move the club trolley 601.

In this embodiment, the current traverse position 123 and the current travel position 126 are measured by laser ranging, the current swing angle is measured by an inclinometer, and the current winding position 121 is measured by an encoder, but the measurement methods are not limited to these.

(Control System Z1)
Fig. 3 is a functional block diagram showing the details of the control system Z1 according to this embodiment. In Fig. 3, the same reference numerals are used for the components already described in Fig. 1 and Fig. 2, and the description thereof will be omitted.

(PLC1 and PC4)
PLC1 has a pendulum length calculation unit 101, a swing period calculation unit 102, a lateral movement distance calculation unit 103, and a lateral movement speed calculation unit 104. Furthermore, PLC1 has a lateral swing angular velocity calculation unit 105, a traveling swing angular velocity calculation unit 106, a traveling movement speed calculation unit 107, and a traveling movement distance calculation unit 108. Furthermore, PLC1 has a lateral maximum swing width calculation unit 111, a traveling maximum swing width calculation unit 112, and an automatic driving control unit 113.

The pendulum length calculation unit 101 calculates the current pendulum length 132 based on the pendulum length 131 of the winding reference position stored in advance in the PLC 1 and the current winding position 121 input from the winding position detector 621. The pendulum length 132 of the winding reference position is the pendulum length that serves as the reference when calculating the current pendulum length 132. The pendulum length 131 of the winding reference value is set in advance in the PLC 1 as an initial setting value.

The swing period calculation unit 102 calculates the swing period 139 of the suspended load S based on the current pendulum length 132 calculated by the pendulum length calculation unit 101.

The traverse movement distance calculation unit 103 calculates a current traverse movement distance 133 based on the traverse target position 122 input from the management control PC 3 and the previous traverse current position 123 input from the previous traverse position detector 622 .
Furthermore, the lateral movement speed calculation unit 104 calculates a current lateral movement speed 134 based on the current lateral position 123 input from the lateral position detector 622 and the current lateral position 123 a predetermined time ago (not shown).

The lateral shake angular velocity calculation unit 105 calculates a lateral shake angular velocity 135, which is the shake angular velocity in the lateral direction, based on the lateral shake angle 124 input from the shake angle detector 624 and the lateral shake angle 124 a predetermined time ago (not shown).
In addition, the travel shake angular velocity calculation unit 106 calculates a travel shake angular velocity 136, which is the shake angular velocity in the travel direction, based on the travel shake angle 125 input from the shake angle detector 624 and the travel shake angle 125 a predetermined time ago (not shown).

The traveling speed calculation unit 107 calculates a current traveling speed 137 based on the current traveling position 126 input from the traveling position detector 623 and the current traveling position 126 a predetermined time ago.
Then, the travel distance calculation unit 108 calculates the current travel distance 138 based on the travel target position 127 input from the management control PC 3 and the travel current position 126 input from the previous travel position detector 623 .

The maximum lateral swing width calculation unit 111 calculates a maximum lateral swing width 141, which is the maximum swing width in the lateral direction, based on the pendulum length 132, the lateral swing angle 124, and the lateral swing angular velocity 135. The swing width is the width between the center of the suspended load S and a vertical line (vertical line) passing through the fulcrum. The fulcrum is the fulcrum of the pendulum formed by the suspended load S and the wire 605.
The maximum travel swing width calculation unit 112 calculates a maximum travel swing width 142 , which is the maximum swing width in the travel direction, based on the pendulum length 132 , the travel swing angle 125 , and the travel swing angular velocity 136 .

Meanwhile, the traverse speed pattern generation unit 411 of the PC4, which is a control pattern generation unit, generates the traverse speed pattern 431, which is a control pattern. The traverse speed pattern 431 is generated based on the initial traverse setting value 421, the swing period 139, the traverse movement distance 133, the traverse movement speed 134, the traverse swing angular velocity 135, and the traverse swing angle 124 stored in the PC4. The traverse speed pattern generation unit 411 also generates the traverse speed pattern 431 by machine learning. The traverse speed pattern 431 is specifically the time change of the traverse speed of the club trolley 601. The traverse speed pattern generation unit 411 inputs the generated traverse speed pattern 431 to the automatic operation control unit 113 of the PLC1.

The initial traverse setting values 421 are the first traverse operating speed to the nth traverse operating speed, the acceleration during acceleration of the club trolley 601, the acceleration during deceleration, the stopping accuracy, and the allowable swing width. The first traverse operating speed to the nth traverse operating speed are the traverse operating speeds possible for the club trolley 601 that are divided into several stages, that is, discretely. The stopping accuracy is an index related to the deviation from the target point when the club trolley 601 stops.

In addition, the travel speed pattern generation unit 412 of the PC4, which is a control pattern generation unit, generates a travel speed pattern 432, which is a control pattern. The travel speed pattern 432 is generated based on the initial travel setting value 422 stored in the PC4, the sway period 139, the travel distance 138, the travel speed 137, the travel sway angular velocity 136, and the travel sway angle 125. In addition, the travel speed pattern generation unit 412 generates the travel speed pattern 432 by machine learning. The travel speed pattern 432 is specifically the time change of the travel speed of the girder 602. The travel speed pattern generation unit 412 inputs the generated travel speed pattern 432 to the automatic driving control unit 113 of the PLC1.

The initial travel setting values 422 are the first travel speed to the nth travel speed, the acceleration during acceleration, the acceleration during deceleration, the stopping accuracy, and the allowable swing width of the club trolley 601. The first travel speed to the nth travel speed are the possible travel speeds of the girder 602 that are divided into several stages, that is, discretely.

Then, the automatic driving control unit 113 of PLC1 generates a lateral travel speed command 143 based on the lateral travel speed pattern 431, the current lateral travel position 123, and the maximum lateral travel swing width 141. Similarly, the automatic driving control unit 113 of PLC1 generates a traveling speed command 144 based on the traveling speed pattern 432, the current traveling position 126, and the maximum traveling swing width 142. The lateral travel speed command 143 is a command regarding the current lateral travel direction speed of the club trolley 601. Similarly, the traveling speed command 144 is a command regarding the current traveling direction speed of the girder 602.

(Ceiling crane device 6)
FIG. 4 is a functional block diagram showing the drive mechanism of the overhead crane device 6.
The overhead crane device 6 has a power source 631, a traverse drive motor 632, and a traverse reduction gear 633 which serves as a brake. The overhead crane device 6 further has a travel drive motor 635, and a travel reduction gear 636 which serves as a brake.

The power supply 631 supplies power to the traverse drive motor 632, the traverse reducer 633, the traveling drive motor 635, and the traveling reducer 636. Note that in FIG. 4, the dashed line indicates the power supply.

Then, when the speed control device 5 receives the traverse speed command 143 from the automatic driving control unit 113 of the PLC 1, it controls the traverse drive motor 632 and the traverse reducer 633 to achieve a traverse speed based on the traverse speed command 143. This controls the rotation speed of the traverse wheels 612 by the traverse drive motor 632 and the traverse reducer 633.

Similarly, when the speed control device 5 receives a running speed command 144 from the automatic driving control unit 113 of the PLC 1, it controls the running drive motor 635 and the running reducer 636 to achieve a running speed based on the running speed command 144. This controls the rotation speed of the running wheels 613 by the running drive motor 635 and the running reducer 636.

(Pendulum length 132 and travel distance)
5 is a diagram for explaining the pendulum length 132 and the movement distance. In FIG. 5, the same reference numerals are used for the components already explained in FIG. 1 and FIG.
First, the pendulum length 132 will be described.
The pendulum length 132 is obtained by adding the distance LP0 between the current hoisting position 121 and the hoisting reference position LW1 to the pendulum length 131 at the hoisting reference position LW1. As shown in Fig. 5, the pendulum length 131 at the hoisting reference position LW1 and the pendulum length 132 are defined by the distance between the center of the load S and the fulcrum. As described above, the fulcrum is the fulcrum of the pendulum formed by the load S and the wire 605. The hoisting reference position LW1 may be any point as long as it is vertical to the club trolley 601.

The lateral movement distance 133 is indicated by the difference between the lateral movement target position 122 and the lateral movement current position 123. In this embodiment, as shown in FIG. 5, the lateral movement current position 123 and the lateral movement target position 122 are defined by the position of the wire 605, but this is not limited to this. The lateral movement distance 133 may be indicated by the difference between the lateral movement start position of the club trolley 601 and the lateral movement current position 123.

Figure 5 explains the lateral travel distance 133, but the running travel distance 138 is calculated in a similar manner.

(Definition of Swing Angle and Swing Center Tilt Angle)
FIG. 6 is a diagram showing the definitions of the shake angle and the shake center tilt angle.
6, the outline arrow indicates the traveling direction of the club trolley 601. In the following figures, the shape of the hoist 606 in FIG. 6 is different from the shape of the hoist 606 shown in FIG.
The angle between the wire 605 and the vertical direction is defined as the sway angle (θ2), and half of the sway angle is defined as the sway center inclination angle (θ1). In this embodiment, the direction of travel of the club trolley 601 and the sway center inclination angle are both positive and negative, respectively. The period of the suspended load S (see FIG. 1) centered on the sway center inclination angle (θ1) is defined as the sway period 139 (see FIG. 3).

Also, as shown in Figure 6, the width between the center of the suspended load S and a vertical line (vertical line) passing through the fulcrum is the swing width (W).

(Changes in running speed, sway angle, and sway angular velocity over time)
FIG. 7 is a diagram showing the relationship (time change) between the traveling speed, the swing angle, the swing angular velocity, and the movement time of the girder 602 in the swing control performed in this embodiment.
The upper part of Fig. 7 shows the time change in the running speed of the girder 602. That is, the upper part of Fig. 7 is a diagram showing the speed control of the girder 602. In addition, in the lower part of Fig. 7, the solid line shows the time change in the sway angle (θ2), and the dashed line shows the time change in the sway angular velocity (ω). The sway angle and the sway angular velocity are the sway angle and the sway angular velocity in the running direction.
Although the traveling operation is described in FIG. 7 and subsequent figures, the same control is performed for the traverse operation.

The speed control pattern shown in the upper part of Figure 7 is the traveling speed pattern 432 shown in Figure 3. Incidentally, the traveling speed pattern 432 is generated before the girder 602 moves. The same is true for the lateral travel speed pattern 431. The detection of the current traveling position 126 by the traveling position detector 623 shown in Figure 3 and the detection of the current lateral travel position 123 by the lateral travel position detector 622 are performed for the purpose of movement control at the next time based on the traveling speed pattern 432 and the lateral travel speed pattern 431.

First, the speed control of the girder 602 will be described with reference to the upper part of FIG.
As shown in the upper part of FIG. 7, the speed control device 5 (see FIGS. 2 and 3) starts the girder 602 running at the time t0 (transport start position) when the girder 602 starts running, and then accelerates the girder 602 in a period T1. The period T1 is a period in which the girder 602 accelerates from the time t0 (transport start position), and is the first acceleration period.

The speed control device 5 controls the speed of the girder 602 so that it moves at a uniform speed (vc) during period T2. Period T2 is the first uniform-speed motion period, which is the period after period T1 and before period T6 described below, during which the girder 602 moves at a uniform speed.

Then, the speed control device 5 temporarily decelerates the girder 602 in period T3, and then temporarily accelerates it in period T4. Period T3 is a period during which the girder 602 is decelerated between periods T2 and T5, which are the first constant velocity motion periods, and is also a second deceleration period that is a period other than period T1.

At the end of period T4, the speed control device 5 controls the speed of the girder 602 so that the speed is the same as the speed during period T2. Period T4 is a period after period T3 during which the girder 602 is accelerated, and is a second acceleration period other than period T1.

After period T4, a period T5 is provided in which the speed control device 5 controls the girder 602 to perform constant velocity motion. Period T5 is the first constant velocity motion period. The speed of the girder 602 in period T5 is controlled to be the same vc as in period T4. After period T5, the speed control device 5 decelerates toward the travel target position 127 (see FIG. 3). Then, deceleration control is performed in period T6, and the speed control of the girder 602 ends at time t8 when the travel ends. Period T6 is the first deceleration period in which the girder 602 decelerates to time t8 when the travel ends (the transport destination position).

In this way, the traveling speed pattern generation unit 412 generates a traveling speed pattern 432 in which, while the girder 602 is performing constant speed motion (periods T2, T4), deceleration other than that in period T6 is performed for a predetermined time in period T3, and then acceleration other than that in period T1 is performed for a predetermined time in period T4. In other words, the traveling speed pattern generation unit 412 generates the traveling speed pattern 432 to have periods T1 to T6. In this way, the overhead crane device 6 is controlled.

Note that controlling the girder 602 to move at a constant acceleration, as in period T1, is appropriately referred to as acceleration control. Controlling the girder 602 to move at a constant velocity is also appropriately referred to as constant velocity control. Furthermore, controlling the girder 602 to decelerate at a constant acceleration, as in period T5, is also appropriately referred to as deceleration control.

This embodiment is characterized in that periods T3 and T4 are provided between the time when acceleration in period T1 ends and the time when deceleration in period T6 begins, during which acceleration and deceleration are temporarily performed. The significance of providing periods T3 and T4 will be described later.

Moreover, line L1 indicates the deceleration section in the case where control is not performed in periods T3 and T4. As shown by line L1, when periods T3 and T4 are not provided, the deceleration section ends earlier by ΔtL than when periods T3 and T4 are provided. Here, ΔtL=( ^Δta2 /ta+ ^Δtb2 /tb)/2. Details will be described later, but ΔtL is a shorter time than in the comparative example described later.

Next, with reference to the lower part of FIG. 7, the change over time in the sway angle and the sway angular velocity while the girder 602 is traveling will be described.
When the girder 602 starts traveling (constant acceleration motion) at time t0, the sway angle and the sway angular velocity swing to the negative side due to the law of inertia. Thereafter, during the period T1, the sway angular velocity decelerates under the influence of gravity, and at time t1, the sway angular velocity becomes 0. At this time (time t1), the sway angle becomes the minimum sway angle (θ11). Note that θ11 = -2 × tan ^-1 (αa/g)). Here, αa is the absolute value of the acceleration during the period T1, and g is the gravitational acceleration.

After time t1, the running speed continues to increase, and at time t2, the running acceleration stops and the girder 602 moves at a uniform speed (vc) (period T2 in the upper part of Figure 7). At time t2, as the girder 602 changes from uniform acceleration motion to uniform velocity motion, the swing angular velocity also changes slightly.

Then, at time t3, the girder 602 starts to decelerate (period T3), at time t4, the girder 602 starts to accelerate (period T4), and at time t5, the girder 602 starts to move at a constant velocity (vc). During periods T3 and T4, the swing angular velocity changes as shown by the dashed line in the lower part of Figure 7.

Then, at time t6, the girder 602 decelerates (period T6), and at time t8, the girder 602 stops. At time t6, when the girder 602 switches from uniform velocity motion to deceleration, the sway angular velocity changes as shown by the dashed line in the lower part of FIG. 7. Also, (A1) the sway angular velocity at time t6 is the same as the sway angular velocity at time t2. (A2) The absolute value of the sway angle at time t6 is the same as the absolute value of the sway angle at time t2. The deceleration and acceleration during periods T3 and T4 are performed to satisfy the above conditions (A1) and (A2). By controlling periods T3 and T4, the sway of the suspended load S stops at time t8 in accordance with the law of inertia caused by the deceleration during period T6.

Furthermore, as shown by the dashed line in the lower part of FIG. 7, the swing angular velocity decreases during period T6, and at time t7 the swing angular velocity becomes 0. At this time (time t7), the swing angle becomes the maximum swing angle (θ12). Note that θ12 = 2 × tan -1 (αb/g). Here, αb is the absolute value of the deceleration during period T6.

As described above, both the sway angle and the sway angular velocity are zero at time t8. This is because the girder 602 is decelerated and accelerated in periods T3 and T4. Specifically, the girder 602 is accelerated and decelerated in periods T3 and T4 so that the above conditions (A1) and (A2) are satisfied. As a result, the girder 602 stops at time t8 and the sway angle and the sway angular velocity of the load S can be set to zero. In this way, the temporary acceleration control and deceleration control in periods T3 and T4 can set the sway angle and the sway angular velocity of the load S at the running target position to zero. Control for setting the sway angle and the sway angular velocity of the load S at the running target position to zero, such as the temporary acceleration control and deceleration control in periods T3 and T4, is referred to as sway control.

Incidentally, the total travel time (t8-t1) of the girder 602 is (d/vc) + {(ta + tb)/2} + {(Δta ² /ta) + (Δtb ² /tb)}/2. Here, d is the travel distance of the girder 602, and ta is the acceleration time of the girder 602 (i.e., the time of the period T1). Also, tb is the deceleration time of the girder 602 (i.e., the time of the period T6). Also, Δtb is the time of the period T3, and Δta is the time of the period T4. Incidentally, the travel distance d of the girder 602 is vc × [(ta/2) + tc1 + tc2 + (tb/2) + Δta + Δtb - {(Δta ² /ta) + (Δtb ² /tb)}/2]. Here, tc1 is the time of the period T2, and tc2 is the time of the period T5.

Incidentally, the running speed time change pattern shown in the upper part of Figure 7 is the running speed pattern 432 generated by the running speed pattern generation unit 412 shown in Figure 3.

(State of suspended load S)
FIG. 8 is a diagram showing the state of the suspended load S (coil) while the girder 602 is traveling in this embodiment.
In Fig. 8, arrow A1 indicates the acceleration of the girder 602, and arrow A2 indicates the speed of the girder 602. When the girder 602 is not accelerating or decelerating, arrow A1 is a black circle. Similarly, when the girder 602 is stopped, arrow A2 is a black circle.

Furthermore, in Fig. 8, arrow A3 indicates the swing angular velocity of the suspended load S. When the swing of the suspended load S has stopped, arrow A3 becomes a black circle. Furthermore, in Fig. 8, periods T1 to T6 are the same as periods T1 to T6 shown in Fig. 7 and Fig. 9. Similarly, times t0, t2, t6, and t8 in Fig. 8 are the same as times t0, t2, t6, and t8 shown in Fig. 7 and Fig. 9.
At time t0, the sway angle and the sway angular velocity of the suspended load S are both zero.
Then, throughout the period T1, the girder 602 accelerates by uniform acceleration motion. That is, during the period T1, the arrow A1 indicating the acceleration of the girder 602 has a constant size, and the arrow A2 indicating the speed of the girder 602 gradually increases.

As described above, the sway angle of the load S becomes the minimum sway angle (θ11) at time t1 during the period T1 (see FIG. 7). In FIG. 8, θa1 is the sway center inclination angle when the sway angle becomes the minimum sway angle (θ11), and θa1=-tan ^-1 (αa/g). Here, αa is the absolute value of the acceleration of the girder 602, and g is the gravitational acceleration.

Then, at time t2, the acceleration of the girder 602 is completed. After that, the girder 602 performs constant velocity motion during period T2, but performs a short deceleration during period T3 and a temporary acceleration during period T4. At this time, as shown by reference numeral 701 in FIG. 8, the load S swings left and right. This adjusts the swing angle and swing angular velocity at the start of deceleration (time t6).

Then, at time t6, deceleration of the girder 602 begins, but the sway angle and sway angular velocity of the suspended load S at time t6 are adjusted in periods T3 and T4 so that the sway angle and sway angular velocity become 0 when the travel ends.

Then, in period T6, the girder 602 undergoes uniform acceleration motion with a constant deceleration. As a result, the girder 602 gradually decelerates and stops at time t8. As described above, the sway angle and sway angular velocity of the load S at time t6 are adjusted in periods T3 and T4 so that the sway angle and sway angular velocity become 0 when the movement ends. By performing such adjustments, the sway angle and sway angular velocity of the load S become 0 at the end of the movement (time t8).

As described above, the sway angle of the suspended load S becomes the maximum sway angle (θ12) at time t7 during the period T6 (see FIG. 7). In FIG. 8, θa2 is the sway center inclination angle when the sway angle becomes the maximum sway angle (θ12), and θa2=tan ⁻¹ (αb/g).

(Phase Plane)
Next, the shake control performed in this embodiment will be described in terms of phase with reference to Fig. 9. Fig. 7 will also be referenced as appropriate.
FIG. 9 is a diagram showing the vibration control performed in this embodiment by a phase plane trajectory on the phase plane.
The phase plane has a horizontal axis of ω/(τ/2π) and a vertical axis of the sway angle (θ2) of the coil with the suspended load S. ω is the sway angular velocity, and τ is the sway period 139 (see FIG. 3). For example, the trajectory of the pendulum motion on the phase plane (phase plane trajectory) of a simple pendulum draws a circle with the phase plane center P0 as the center and the radius of the maximum sway angle.

In the sway control according to this embodiment (sway control shown in FIG. 7), the coil, which is the suspended load S, draws a phase plane trajectory as shown by the thick solid arrow. Note that periods T1 to T6 shown in FIG. 9 correspond to periods T1 to T6 shown in FIG. 7. Also, the multiple concentric circles shown by the two-dot chain lines in FIG. 9 are concentric circles centered on the phase plane center P0 and phase points P1 and P2, respectively. Phase point P1 indicates the sway center tilt angle (θa1: see FIG. 8) when the sway angle becomes the minimum sway angle (θ11) (see FIG. 7). Also, phase point P2 indicates the sway center tilt angle (θa2: see FIG. 8) when the sway angle becomes the maximum sway angle (θ12: see FIG. 7).

When the phase plane trajectory lies on a concentric circle centered on phase plane center P0, the coil, which is the suspended load S, performs pendulum motion centered on the vertical direction, which is the direction in which gravity acts. Also, when the phase plane trajectory lies on a concentric circle centered on phase point P1, the coil performs pendulum motion centered on the swing center tilt angle (θa1). Similarly, when the phase plane trajectory lies on a concentric circle centered on phase point P2, the coil performs pendulum motion centered on the swing center tilt angle (θa2).

First, in the period T1, the phase plane trajectory is shown as an arc centered on the phase point P1 from the phase plane center P0 to the phase point P11. Next, in the period T2, the phase plane trajectory is shown as an arc centered on the phase plane center P0 from the phase point P11 to the phase point P12. Then, in the period T3, the phase plane trajectory is shown as an arc centered on the phase point P2 from the phase point P12 to the phase point P13 where ω/(τ/2π) = 0, i.e., ω = 0. In FIG. 9, the phase point P13 is the point where ω = 0, but the point where ω = 0 does not necessarily have to be the phase point P13. Furthermore, in the period T4, the phase plane trajectory is shown as an arc centered on the phase point P1 from the phase point P13 to the phase point P14. Note that the horizontal axis value is the same for the phase point P12 and the phase point P14, and the absolute value of the vertical axis value is the same. That is, the absolute value of the sway angle and the sway angular velocity are the same at phase point P12 and phase point P14. After that, in period T5, the phase plane trajectory is shown as an arc centered on the phase plane center P0 from phase point P14 to phase point P15. Then, in period T6, an arc centered on phase point P2 is drawn from phase point P15 to phase plane center P0, and the phase plane center P0 is reached. This indicates that the sway angle and sway angular velocity are 0 at the end of the movement. In this way, the sway angle and sway angular velocity of the suspended load S at time t8 in FIG. 7 are adjusted so that the sway angle and sway angular velocity are 0 at the end of the movement. Such adjustment is performed by deceleration and acceleration of the girder 602 in periods T3 and T4.

Incidentally, phase point P11 corresponds to time t2 in FIG. 7, phase point P12 corresponds to time t3 in FIG. 7, and phase point P13 corresponds to time t4 in FIG. 7. Phase point P14 corresponds to time t5 in FIG. 7, and phase point P15 corresponds to time t6 in FIG. 7. Phase plane center P0 corresponds to times t0 and t8 in FIG. 7.

The degree and time of deceleration and acceleration of the girder 602 in periods T3 and T4 are determined by back-calculating the phase plane trajectory (sway angle and sway angular velocity) so that the phase plane trajectory is at the phase plane center when the movement ends. In other words, the time of periods T3 and T4 and the acceleration and deceleration of the girder 602 are determined so that the sway angle and sway angular velocity of the load S become the sway angle (θA) and sway angular velocity (ωA) of phase point P15 when period T6 begins.

In other words, the traveling speed pattern generation unit 412 calculates the sway angle and sway angular velocity of the suspended load S when deceleration in period T6 begins by back-calculating on the phase plane so that the sway angle and sway angular velocity become 0 at the end of deceleration in period T6. Specifically, based on the sway angle and sway angular velocity at the end of deceleration in period T6, the times at which deceleration in period T3 and deceleration in period T4 occur are determined by back-calculating the phase trajectory (sway angle and sway angular velocity) on the phase plane.

In this way, the control pattern generation unit 412 determines the time when the periods T3 and T4 are performed by calculating backward the sway angle and sway angular velocity (phase plane trajectory) from the end of the period T6 (time t8) so that the sway angle and sway angular velocity of the load S are 0 at the end of the period T6 (time t8). Specifically, the control pattern generation unit 412 calculates backward the sway angle and sway angular velocity of the load S at the start of the period T6 (time t6) so that the sway angle and sway angular velocity are 0 at the end of the period T6 (time t8) (calculates backward the phase plane trajectory), and determines the time when the periods T3 and T4 are performed by calculating backward the sway angle and sway angular velocity (phase plane) based on the sway angle and sway angular velocity at the start of the period T6 (time t6). The time when the period T3 is performed is shown as Δtb in FIG. 7, and the time when the period T4 is performed is shown as Δta in FIG. 7.

In the diagram shown in FIG. 9, it appears at first glance that phase point P15 can be reached even without periods T3 and T4. However, adjustment of the travel distance is necessary, and control of periods T3 and T4 is necessary. Incidentally, the travel distance is expressed as the product of the time proportional to the angle of the sector formed by the phase plane trajectory and the phase point at the center of the phase plane trajectory and the running speed. For example, the travel distance of girder 602 in period T1 accelerating from 0 is expressed as 1/2 the product of the arc shown by period T1 and the running speed accelerating in time proportional to the angle of the sector centered on phase point P1.

In other words, if control is not performed during periods T3 and T4, the travel distance calculated over a time proportional to the angle of each sector formed by P0→P11, P11→P15, and P15→P0 will be longer than the planned travel distance. The planned travel distance is the difference between the travel start position and the travel target position 127 (see Figure 3). Therefore, acceleration and deceleration during periods T3 and T4 are required so that the travel distance becomes the same as the planned travel distance.

The speed control of this embodiment will be summarized below with reference to FIG. 3, FIG. 7, and FIG.
The speed control shown in Fig. 7 is performed in the shortest time in which the acceleration until the horizontal movement of the girder 602 or the club trolley 601 reaches the maximum speed (vc) is set to the initial setting value for traverse travel 421 or the initial setting value for travel 422. After that, the speed control is performed in the shortest time in which the deceleration (period T6) until the target stop point of the horizontal movement (traverse target position 122, travel target position 127) is set to the initial setting value for traverse travel 421 or the initial setting value for travel 422. At this time, short deceleration (period T3) and acceleration (period T4) are performed during movement at the maximum speed (periods T2, T5) so that the load swing is eliminated at the time of deceleration end stop (time t8). As described above, specifically, the swing angle and the swing angular velocity at the deceleration start point (time t6, phase point P15) are calculated backward from the stop point (time t8, phase plane center P: end of the first deceleration period) based on the phase plane shown in Fig. 9. Then, the girder 602 or the club trolley 601 is controlled so that the desired sway angle and sway angular velocity are achieved at the ID at which the girder 602 or the club trolley 601 reaches the deceleration start point (time t6, phase point P15).

Incidentally, phase point P11 shown in FIG. 9 corresponds to time t2 shown in FIG. 7, and phase point P12 corresponds to time t3. Phase point P13 corresponds to time t4, phase point P14 corresponds to time t5, and phase point P15 corresponds to time t6.

In this embodiment, sway control is not performed while the girder 602 (or the club trolley 601) is accelerating or decelerating, and short periods of deceleration and acceleration (periods T3 and T4) are performed during constant speed (periods T2 and T5) after acceleration is complete. This controls the sway angle and sway angular velocity at the start of deceleration leading to a stop (time t6). As a result, the sway of the suspended load S is stopped when deceleration is completed and the load stops (time t8).

In this embodiment, the decrease in average speed from the completion of acceleration (time t2) to the start of deceleration leading to a stop (time t6) is slight compared to when the swing control of this embodiment is not performed. When the swing control of this embodiment is not performed, periods T3 and T4 are not performed. Therefore, the total movement time using the speed control of this embodiment is only slightly increased compared to when the swing control is not performed. Also, compared to the first comparative example described below, the speed control of this embodiment can reduce the time by nearly 1/3 of the swing period (for example, about 1.9 seconds when the load swing period is 6 seconds). Even if the time reduction of about 1.9 seconds per transport is achieved, the overall time reduction is significant because hundreds of transports are actually performed per day.

[Modification]
Next, a modification of the vibration control in this embodiment will be described.
10 to 12 are diagrams showing modified examples of the runout control in this embodiment. In FIG. 10 to FIG. 12, diagrams related to the time control of the traveling speed of the girder 602 are shown.
For example, in FIG. 10, temporary acceleration and deceleration (periods T1a, T2a) are performed between the period T1 and the period T2. The period T1a is a period in which the girder 602 is decelerated between the period T1 and the period T2, and is a third deceleration period that is a period other than the period T6 and a period other than the period T3. The period T2a is a period in which the girder 602 is accelerated after the period T1a, and is a third acceleration period that is a period other than the period T1 and a period other than the period T4. That is, in FIG. 10, in addition to the speed control shown in the upper part of FIG. 7, between the acceleration of the period T1 and the uniform velocity motion of the period T2, deceleration of the period T1a, which is acceleration other than the period T3, is performed for a predetermined time, and after the deceleration of the period T1a, acceleration of the period T2a, which is acceleration other than the period T4, is performed for a predetermined time.

The driving speed pattern generation unit 412 generates the driving speed pattern 432 to have periods T1, T1a, T2a, and T2 to T4.

The control shown in FIG. 10 may be performed under the following conditions: (X1) In the control shown in FIG. 7, the movement time at maximum speed (periods T2, T5) is short. Because of (X1), even if deceleration control and acceleration control are performed for a short period while moving at maximum speed, it is not possible to obtain the load swing angle and angular velocity that were found when the deceleration start point (time t6, phase point P15) is reached.

In addition, in FIG. 11, temporary acceleration and deceleration (periods T1a, T2a, T5a, T6a) are performed between periods T1 and T2, and between periods T5 and T6. Period T5a is a period between periods T5 and T6 in which the girder 602 is decelerated, which is a period other than period T6 and a fourth deceleration period other than period T3. Period T6a is a period in which the girder 602 is accelerated after period T6a, which is a fourth acceleration period other than period T1 and a period other than period T4. That is, in FIG. 11, in addition to the speed control in FIG. 10, short-term acceleration control and deceleration control (periods T5a, T6a) are performed during the deceleration control (period T6). In short, in FIG. 11, deceleration is performed during period T5a, which is deceleration other than the deceleration during period T3, between the uniform velocity motion of period T5 and the deceleration of period T6. Then, after deceleration during period T5a, acceleration during period T6a, which is acceleration other than the acceleration during period T4, is performed for a predetermined period of time.

The driving speed pattern generation unit 412 generates the driving speed pattern 432 to have periods T1, T1a, T2a, T2 to T5, T5a, T6a, and T6.

The speed control shown in FIG. 11 may also be performed in the speed control shown in FIG. 10 if there is a deviation between the load swing angle and the angular velocity and the calculated values when the deceleration start point (time t6, phase point P15) is reached.

In FIG. 12, after the control shown in FIG. 11 is performed, deceleration is performed in period T6, constant velocity control (second constant velocity motion) is performed in period T7, and then deceleration occurs in period T8. That is, during deceleration in period T6, second constant velocity motion, which is constant velocity motion other than the constant velocity motions in periods T2 and T5, is performed for a predetermined time in period T7. Period T7 is the period during period T6 during which constant velocity motion of the girder 602 is performed, and is the second constant velocity motion period, which is a period other than periods T3 and T5.

In the speed control shown in FIG. 12, deceleration control (period T6) is performed from the maximum speed (vc: see FIG. 7) to a predetermined speed in the shortest time, and then constant speed control (period T7) is performed at the predetermined speed until just before the target stop point (traverse target position 122, running target position 127). Then, deceleration control (period T8) is performed to stop the girder 602 or the club trolley 601. As a result, the swing angle and swing angular velocity at the deceleration start point (end point of period T6a) are calculated backwards from the deceleration end point (end point of period T8) so that the load swing is eliminated at the deceleration end point (end point of period T8). The control shown in FIG. 12 is preferably performed when the position of the girder 602 or the club trolley 601 deviates from the traverse target position 122 or the running target position 127 at the time of deceleration end stop (end point of period T6) in the control of FIG. 11, but the deviation is smaller than the required tolerance range.

As mentioned above, the speed control pattern shown in the upper part of Fig. 7 is the running speed pattern 432 shown in Fig. 3. The running speed pattern generation unit 412 generates multiple running speed patterns 432 as shown in Figs. 7, 10 to 12, and selects the most appropriate running speed pattern 432. The most appropriate running speed pattern 432 is the running speed pattern 432 with the shortest total travel time and the travel distance closest to the distance to the destination. The same applies to the traverse speed pattern 431.

The speed control shown in the upper part of FIG. 7 may be performed during periods T5a and T6a shown in FIG. 11. That is, in the speed control shown in FIG. 11, the speed control during periods T1a and T2a may be omitted. In addition, in the speed control shown in FIG. 12, either the speed control during periods T1a and T2a or the speed control during periods T5a and T6a may be omitted.

In addition, the speed control in periods T3 and T4 does not have to be performed consecutively. Similarly, the speed control in periods T1a and T2a does not have to be performed consecutively, and the speed control in periods T5a and T6a does not have to be performed consecutively. In addition, period T1a in Figures 10 to 12 may be performed two or more times. Similarly, period T2a in Figures 10 to 12 may be performed two or more times. In addition, each of periods T3, T4, T5a, and T6a in Figures 10 to 12 may be performed two or more times.

Comparative Example
Next, a comparative example for comparison with this embodiment will be described with reference to FIGS.

[First Comparative Example]
First, a first comparative example will be described with reference to Fig. 13 to Fig. 15. The first comparative example is a commonly performed anti-sway control of a suspended load S.

(Speed control, change in deflection angle and deflection angular velocity over time)
FIG. 13 is a diagram showing the relationship (time change) between the traveling speed, the swing angle, the swing angular velocity, and the movement time of the girder 602 in the swing control performed in the first comparative example.
The upper part of Fig. 13 shows the traveling speed of the girder 602. In addition, in the lower part of Fig. 13, the thick solid line shows the time change of the sway angle (θ2), and the dashed line shows the time change of the sway angular velocity (ω).
Although Fig. 13 describes traveling, the same control is performed for traversing. In the following description, τ is the swing period 139 of the suspended load S (see Fig. 3).

First, the speed control of the girder 602 will be described with reference to the upper part of FIG.
As shown in the upper part of FIG. 13, the speed control device 5 (see FIG. 2 and FIG. 3) starts the girder 602 traveling at the time t100 when the girder 602 starts traveling, and then the girder 602 accelerates for τ/6 in the period T101 and performs uniform velocity motion for τ/6 in the period T102. After that, the girder 602 performs uniform acceleration motion for td1-τ/3 in the period T103, performs uniform acceleration motion for τ/6 in the period T104, and then performs uniform acceleration motion for τ/6 in the period T105. Note that td1 is the acceleration time. In other words, td1 is the sum of the times of the periods T101, T103, and T105.

Period T105 ends at time t101, and then, during period T106, the girder 602 performs uniform motion at a speed (vc) for td2. Here, td2 = d/vc - (td1 + td3)/2 - τ/3. In this formula, d is the travel distance. Also, td3 is the deceleration time, which is the sum of the times of periods T107, T108, and T111 described below.

Period T106 ends at time t102, after which girder 602 decelerates with uniform acceleration motion for τ/6 in period T107, and performs uniform velocity motion for τ/6 in period T108. Girder 602 then decelerates with uniform acceleration motion for td3-τ/3 in period T109, then decelerates with uniform acceleration motion for τ/6 in period T110, and then decelerates with uniform acceleration motion for τ/6 in period T111. Then, at time t103, girder 602 reaches the destination and ends its movement.

Next, with reference to the lower part of FIG. 13, the change over time in the sway angle and the sway angular velocity while the girder 602 is traveling will be described.
First, due to the law of inertia caused by the acceleration during period T101, the sway angular velocity (dashed line) swings to the negative side. Accordingly, the sway angle (thick solid line) of the load S also swings to the negative side. Then, due to the uniform velocity motion during period T102, at time t111, which is the end of period T102, the sway angular velocity of the load S becomes 0. Meanwhile, the sway angle becomes θ111 = -tan ^-1 (αa/g) at time t111. In this formula, αa is the absolute value of the acceleration of the girder 602, and g is the acceleration of gravity.

During the uniform acceleration motion in period T103, the sway angular velocity is 0, and the sway angle changes at θ111. Then, before entering the uniform velocity motion in period T106, uniform velocity motion in period T104 and uniform acceleration motion in period T105 are performed, causing the sway angular velocity of the suspended load S to swing to the positive side, and then at t105, when period T105 ends, the sway angular velocity becomes 0. Due to this behavior of the sway angular velocity, the sway angle at time t101 becomes 0.

After the sway angular velocity and the sway angle become 0 at time t101, in a period T106, the sway angular velocity and the sway angle remain 0 and the girder 602 moves at a uniform velocity.
Then, when deceleration starts at time t102, the load S swings to the positive side due to the law of inertia. After deceleration in period T107, the girder 602 performs uniform velocity motion in period T108. As a result, at time t112 when period T108 ends, the swing angular velocity becomes 0 and the swing angle becomes θ112. Time t112 should be the time when the load S that swung in period T107 returns about halfway. In this way, the force of inertia due to the deceleration in period T109 and the force that the load S tries to return to the positive side are balanced, and the swing angle of the load S is stabilized at θ112. Note that θ112 = tan ^-1 (αb/g). In this formula, αb is the absolute value of the acceleration of the girder 602 during deceleration.

During the uniform acceleration motion in period T109, the sway angular velocity is 0 and the sway angle changes at θ111. Then, before the end of the movement, uniform velocity motion in period T110 and uniform acceleration motion (deceleration) in period T111 are performed, causing the sway angular velocity of the load S to swing to the negative side, and then at t103, when period T111 ends, the sway angular velocity becomes 0. Due to this behavior of the sway angular velocity, the sway angle becomes 0 at time t3, which is the time when the movement ends.

The total travel time in the first comparative example is d/vc + {(td1 + td3)/2} + τ/3.

In FIG. 13, dashed lines L101 and L102 show the change over time in the running speed of the girder 602 when sway control, i.e., control during periods T102, T104, T108, and T110, is not performed. The difference in total travel time between when sway control is performed (solid line) and when sway control is not performed (dashed lines L101 and L102) is τ/3. Here, τ is the sway period.

For the present embodiment shown in FIG. 7, the difference in total travel time between when shake control is performed and when shake control is not performed is set to Δ1. Also, for the comparative example shown in FIG. 13, the difference in total travel time between when shake control is performed and when shake control is not performed is set to Δ2. Then, Δ1<Δ2. In other words, the shake control of the present embodiment shown in FIG. 7 can reduce loss in total travel time.

(State of suspended load S)
FIG. 14 is a diagram showing the state of the suspended load S (coil) during movement of the girder 602 in the first comparative example.
In Fig. 14, as in Fig. 8, arrow A1 indicates the acceleration of the girder 602, and arrow A2 indicates the velocity of the girder 602. Also, in Fig. 14, arrow A3 indicates the swing angular velocity of the suspended load S. Also, in Fig. 14, the period T101 to T111 is the same as the period T101 to T111 shown in Fig. 13. Similarly, in Fig. 14, times t100 to t103 are the same as times t100 to t103 shown in Fig. 13.

At time t100, the sway angle and the sway angular velocity of the suspended load S are both zero.
As shown in FIG. 14, due to acceleration control in period T101 and constant speed control in period T102, the load S moves with a minimum sway angle (θ111) during acceleration control in period T103.

Then, due to the constant speed control in period T104 and the acceleration control in period T105, at t101 when period T105 ends, both the sway angular velocity and the sway angle are 0, as described above. Then, in period T106 when the constant speed control is performed, the suspended load S moves with both the sway angular velocity and the sway angle remaining 0.

Then, due to the deceleration control in period T107 and the constant speed control in period T108, the load S moves at the maximum sway angle (θ112) in the deceleration control in period T109.

After period T109, constant speed control is performed during period T110, and deceleration control is performed during period T111, so that the swing angular velocity and swing angle become 0 at time t103 when the movement ends.

(Phase Plane)
Next, with reference to FIG. 15, the shake control performed in the first comparative example will be described in terms of phase.
FIG. 15 is a diagram showing the shake control performed in the first comparative example by a phase plane trajectory on the phase plane.
The phase plane has a horizontal axis of ω/(τ/2π) and a vertical axis of the sway angle (θ2) of the coil with the suspended load S. ω is the sway angular velocity and τ is the sway period 139.

In the sway control according to the first comparative example (sway control shown in FIG. 13), the coil, which is the suspended load S, traces a phase plane trajectory as shown by the thick solid arrow. Note that the periods T101 to T111 shown in FIG. 15 correspond to the periods T101 to T111 shown in FIG. 13. Also, the multiple concentric circles shown by the two-dot chain lines in FIG. 15 are concentric circles centered on the phase plane center P0 and phase points P1a and P2a, respectively. Phase point P1a indicates the sway center tilt angle (θ111/2) when the minimum sway angle (θ111: see FIG. 13) occurs. Also, phase point P2a indicates the sway center tilt angle (θ112/2) when the maximum sway angle (θ112: see FIG. 13) occurs.

When the phase plane trajectory lies on a concentric circle centered on the phase plane center P0, the coil, which is the suspended load S, performs a pendulum motion centered on the vertical direction, which is the direction in which gravity acts. Also, when the phase plane trajectory lies on a concentric circle centered on phase point P1a, the coil performs a pendulum motion centered on the minimum swing angle (θ111). Similarly, when the phase plane trajectory lies on a concentric circle centered on phase point P2a, the coil performs a pendulum motion centered on the maximum swing angle (θ112).

First, in period T101, the phase plane trajectory is shown as an arc centered on phase point P1a from phase plane center P0 to phase point P101. Then, in period T102, the phase plane trajectory is shown as an arc centered on phase plane center P0 from phase point P101 to phase point P102 (=phase point P1a). In period T103, as shown in FIG. 13, the sway angular velocity of the suspended load S is 0 and the sway angle is θ111, so that the phase plane trajectory shifts while remaining at phase point P102 in the phase plane shown in FIG. 15.

Then, in period T104, the phase plane trajectory is shown as an arc centered on phase plane center P0 from phase point P102 to phase point P103. Next, in period T105, the phase plane trajectory is shown as an arc centered on phase point P1a from phase point P103 to phase plane center P0.

In period T106, as shown in FIG. 13, both the shake angular velocity and the shake angle remain at 0. Therefore, as shown in the phase plane in FIG. 15, in period T106, the phase plane trajectory remains at the phase plane center P0.

Next, in period T107, the phase plane trajectory is shown as an arc centered on phase point P2a from phase plane center P0 to phase point P104. After that, in period T108, the phase plane trajectory is shown as an arc centered on phase plane center P0 from phase point P104 to phase point P105 (=phase point P2a). In period T109, as shown in FIG. 13, the sway angular velocity of the suspended load S is 0 and the sway angle is θ112, so that the phase plane trajectory shifts while remaining at phase point P105 (=phase point P2a) in the phase plane shown in FIG. 15.

Then, in period T110, the phase plane trajectory is shown as an arc centered on phase plane center P0 from phase point P105 to phase point P106. Next, in period T111, the phase plane trajectory is shown as an arc centered on phase point P2a from phase point P106 to phase plane center P0.

As described above, in the sway control of the first comparative example shown in Figures 13 to 15, the difference in total movement time between when sway control is not performed and when sway control is performed is greater than in the sway control of this embodiment shown in Figures 7 to 9. In other words, the sway control of the first comparative example takes longer to move the girder 602 than the sway control of this embodiment. This is because in the first comparative example, acceleration is stopped once during the period when acceleration control is performed, and deceleration is stopped once during the period when deceleration control is performed.

[Second Comparative Example]
Next, a second comparative example will be described with reference to Figures 16 to 18. The second comparative example is an anti-vibration control described in Non-Patent Document 1, which performs temporary deceleration during acceleration and further performs temporary acceleration during deceleration.

(Speed control, change in deflection angle and deflection angular velocity over time)
FIG. 16 is a diagram showing the relationship (time change) between the traveling speed, the swing angle, the swing angular velocity, and the movement time of the girder 602 in the swing control performed in the second comparative example.
The upper part of Fig. 16 shows the traveling speed of the girder 602. In the lower part of Fig. 16, the solid line shows the change in the sway angle (θ2) over time, and the dashed line shows the change in the sway angular velocity (ω) over time.
Although FIG. 16 illustrates the traveling mode, the same control is performed for the traverse mode.

First, with reference to the upper part of FIG. 16, the speed control of the girder 602 will be described.
As shown in the upper part of FIG. 16, the speed control device 5 (see FIG. 2 and FIG. 3) starts the girder 602 traveling at the time t200 when the traveling starts. Then, the girder 602 accelerates by acceleration control in the period T201, and then decelerates by deceleration control in the period T202. After that, the girder 602 accelerates again in the period T203. The absolute value of the acceleration in the period T201 and the acceleration in the period T202 are the same. In addition, the time tf2 in the period T202 is tf2=tan ^-1 [{sin(2π×ta/2/τ)/{1-cos(2π×ta/2/τ)}]/π×τ×2. In addition, the time of each of the periods T201 and T203 is (ta/2)+(tf2/2). In addition, ta is the acceleration time when accelerating to the speed vc at the acceleration αa.

In the period T204, constant speed control is performed. After the period T204, deceleration control of the girder 602 is performed in the period T205. After the period T205, acceleration control of the girder 602 is performed in the period T206. After the period T206, deceleration control of the girder 602 is performed again in the period T207, so that the girder 602 arrives at the running target position 127 (see FIG. 3).

The time period T206 lasts is the same as the time period T202 lasts. The times of periods T205 and T207 are (ta/2) + (tf2/2). In FIG. 16, tb is the acceleration time when decelerating from speed vc to speed 0 at acceleration αa, and is the same time as ta.

Next, with reference to the lower part of FIG. 16, the change over time in the sway angle and the sway angular velocity while the girder 602 is traveling will be described.
First, due to the law of inertia caused by the acceleration in period T201, the shake angular velocity swings to the negative side. Accordingly, the shake angle also swings to the negative side. Then, at time t201 during period T201, the shake angular velocity becomes a minimum. The shake angular velocity at time t201 is ω211=-tan ^-1 (αa/g). αa and g have been described above, so their explanation will be omitted here. After time t201, the absolute value of the shake angular velocity gradually decreases.

Next, in period T202, the girder 602 decelerates, and the load S swings in the positive direction (travel direction) due to the law of inertia. This causes the swing angular velocity to accelerate in the positive direction. Also, at time t202 during period T202, the swing angular velocity becomes 0 and the swing angle becomes the minimum.

After that, in period T203, the girder 602 accelerates again, so that the load S accelerates in a direction that cancels the positive angular acceleration that occurred in period T202. Note that, at time t203 during period T203, the sway angular velocity is maximum. The sway angular velocity at time t203 is ω212 = tan ^-1 (αa/g).

During periods T201 to T203, the acceleration and deceleration control of the girder 602 is performed as described above, so that at time t204 when period T204 begins, the sway angular velocity and sway angle become 0. During period T204, the girder 602 moves at a constant speed, so the sway angular velocity and sway angle of the suspended load S both remain at 0.

Then, at time t205, when the girder 602 starts to decelerate, the sway angular velocity swings to the positive side due to the law of inertia. Accordingly, the sway angle also swings to the positive side. Then, at time t206 during period T205, the sway angular velocity becomes maximum. The sway angular velocity at time t206 is ω212. After time t206, the absolute value of the sway angular velocity gradually decreases.

Next, in period T206, the girder 602 decelerates, and the load S swings in the negative direction (opposite the direction of travel) due to the law of inertia. This causes the swing angular velocity to accelerate in the negative direction. Also, at time t207 during period T206, the swing angular velocity becomes 0 and the swing angle becomes maximum.

After that, in period T207, the girder 602 decelerates again, and the load S accelerates in a direction that cancels the negative angular acceleration that occurred in period T206. At time t208 during period T207, the sway angular velocity is at a minimum. The sway angular velocity at this time is ω211.

The total movement time of the girder 602 under the sway control in FIG. 16 is (d/vc)++(tf1+tf3)/2+tf2×2. Here, tf1 is the time period from T201 to T203. Also, tf3 is the time period from T205 to T207.

In other words, during the period T205 to T207, acceleration and deceleration control is performed in the opposite direction to that during the period T201 to T203. As a result, at time t209 when the period T207 ends, both the shake angular velocity and the shake angle become 0.

(State of suspended load S)
FIG. 17 is a diagram showing the state of the suspended load S during movement of the girder 602 in the second comparative example.
In Fig. 17, as in Fig. 8, arrow A1 indicates the acceleration of the girder 602, and arrow A2 indicates the speed of the girder 602. Also, in Fig. 17, arrow A3 indicates the swing angular velocity of the suspended load S. Also, in Fig. 17, the period T201 to T207 is the same as the period T201 to T207 shown in Fig. 16. Similarly, in Fig. 17, times t200, t204, t205, and t209 are the same as times t200, t204, t205, and t209 shown in Fig. 16.

At time t200, the sway angle and the sway angular velocity of the suspended load S are both zero.
Then, throughout the period T201, the girder 602 accelerates by uniform acceleration motion. That is, during the period T201, the arrow A1 indicating the acceleration of the girder 602 is constant in size, and the arrow A202 indicating the speed of the girder 602 gradually increases in size. Note that θ201 is the swing center inclination angle during acceleration during the period T201. θ201=-tan ^-1 (αa/g).

Then, in period T202, the girder 602 decelerates, so that the arrow A1 indicating the acceleration of the girder 602 is in the opposite direction to that in period T201. During period T202, the sway angular velocity changes from the negative direction to the positive direction due to the deceleration control of the girder 602. Note that θ202 is the sway center inclination angle during deceleration in T202. θ202=tan ⁻¹ (αb/g). Then, in period T203, the girder 602 is accelerated again. Due to the acceleration and deceleration control in periods T201 to T203, at time t204 when the constant speed control in period T204 is started, both the sway angular velocity and the sway angle are 0. During period T204, the sway angle and the sway angular velocity of the suspended load S remain 0.

After that, when deceleration control for period T205 is started at time t205, the girder 602 decelerates throughout period T205. In other words, during period T205, the arrow A1 indicating the acceleration of the girder 602 has a constant magnitude in the negative direction, and the arrow A2 indicating the speed of the girder 602 gradually becomes smaller.

Then, in period T206, the girder 602 accelerates, so that the arrow A201 indicating the acceleration of the girder 602 points in the opposite direction to that in period T205. Then, in period T206, the sway angular velocity changes from the positive direction to the negative direction. After that, in period T207, the girder 602 is again subjected to deceleration control. Due to the acceleration/deceleration control in periods T205 to T207, at time t209 when period T207 ends, both the sway angular velocity and the sway angle are 0.

(Phase Plane)
Next, the shake control performed in the second comparative example will be described in terms of phase with reference to Fig. 18. Fig. 16 will also be referenced as appropriate.
FIG. 18 is a diagram showing the shake control performed in the second comparative example by a phase plane trajectory on the phase plane.
In the sway control according to the second comparative example (sway control shown in FIG. 16), the coil, which is the suspended load S, draws a phase plane trajectory as indicated by the thick solid arrow. Note that the periods T201 to T207 shown in FIG. 18 correspond to the periods T201 to T207 shown in FIG. 16. Also, the multiple concentric circles indicated by the two-dot chain lines in FIG. 18 are concentric circles centered on the phase plane center P0 and phase points P1b and P2b, respectively. Phase point P1b indicates the sway center inclination angle during acceleration (θ201 in FIG. 17). Also, phase point P2b indicates the sway center inclination angle during deceleration (θ202 in FIG. 17).

First, in period T201, the phase plane trajectory is shown as an arc centered on phase point P1b from phase plane center P0 to phase point P201. Then, in period T202, the phase plane trajectory is shown as an arc centered on phase point P2b from phase point P201 to phase point P202. Then, in period T203, the phase plane trajectory is shown as an arc centered on phase point P1b from phase point P202 to phase plane center P0.

In period T204, as shown in FIG. 16, the sway angular velocity of the suspended load S is 0 and the sway angle is 0, so the phase plane trajectory in FIG. 18 remains at the phase plane center P0.

Next, in period T205, the phase plane trajectory is shown as an arc centered on phase point P2b from phase plane center P0 to phase point P203. After that, in period T205, the phase plane trajectory is shown as an arc centered on phase point P1b from phase point P203 to phase point P204. After that, in period T207, the phase plane trajectory is shown as an arc centered on phase point P2b from phase point P204 to phase plane center P0.

In the second comparative example, the girder 602 is decelerated during the acceleration period and accelerated during the deceleration period, so the movement time is longer than in the runout control of this embodiment.

[Third Comparative Example]
Next, a third comparative example will be described with reference to Figures 19 to 21. The third comparative example is anti-sway control in which acceleration and deceleration are performed with a vibration period 139 (see Figure 3).

(Speed control, change in deflection angle and deflection angular velocity over time)
FIG. 19 is a diagram showing the relationship (time change) between the traveling speed, the swing angle, the swing angular velocity, and the movement time of the girder 602 in the swing control performed in the third comparative example.
The upper part of Fig. 19 shows the traveling speed of the girder 602. In the lower part of Fig. 19, the solid line shows the time change of the sway angle, and the dashed line shows the time change of the sway angular velocity. In the following description, τ is the sway period 139 of the suspended load S.

First, with reference to the upper part of FIG. 19 , the speed control of the girder 602 will be described.
In the third comparative example, first, in a period T301, acceleration control is performed on the girder 602. Then, in a period T302, constant speed control is performed on the girder 602, and in a period T303, deceleration control of the girder 602 is performed.

Next, with reference to the lower part of FIG. 19, the change over time in the sway angle and the sway angular velocity while the girder 602 is traveling will be described.
First, at time t300, the girder 602 starts traveling. During period T301, the swing angular velocity swings to the negative side due to the law of inertia caused by the acceleration of the girder 602. Accordingly, the swing angle also swings to the negative side. Incidentally, the time tg1 during which period T301 is performed is set by the swing angle period (= τ). Therefore, as shown in the lower part of FIG. 19, the swing angular velocity is minimum at t301 during period T301, is maximum at time t303, and is 0 at time t304 when period T302 starts. In addition, the swing angle also becomes a minimum value (θ311 = -2 × tan ^-1 (αa / g) at time t302 during period T301, and is 0 at time t304.

In period T302, constant speed control is performed on the girder 602. As described above, in period T302, both the sway angular velocity and the sway angle are 0, so in period T302, the sway angular velocity and the sway angle remain at 0 (in reality, some sway remains).

Then, at time t305, deceleration control is started on the girder 602 during the period T303. Due to the law of inertia caused by the deceleration of the girder 602 during the period T303, the sway angular velocity swings to the positive side. Accordingly, the sway angle also swings to the positive side. Incidentally, the time tg2 during which the period T303 is performed is set by the sway angle period (= τ). Therefore, as shown in the lower part of FIG. 19, the sway angular velocity becomes maximum at t306 during the period T303, becomes maximum at time t308, and then becomes 0 at time t309 when the period T303 ends. In addition, the sway angle also becomes maximum value (θ312 = 2 × tan ^-1 (αb/g) at time t307 during the period T303, and then becomes 0 at time t309.

The time during which period T302 takes place is (d/vc)-(tg1+tg2)/2. The total travel time of girder 602 is (d/vc)+τ.

(State of suspended load S)
FIG. 20 is a diagram showing the state of the load S (coil) during movement of the girder 602 in the third comparative example.
In Fig. 20, as in Fig. 8, arrow A1 indicates the acceleration of the girder 602, and arrow A2 indicates the speed of the girder 602. Also, in Fig. 20, arrow A3 indicates the swing angular velocity of the suspended load S. Also, in Fig. 20, the periods T301 to T303 are the same as the periods T301 to T303 shown in Fig. 19. Similarly, in Fig. 20, times t300, t304, t305, and t309 are the same as times t300, t304, t305, and t309 shown in Fig. 19.

First, in the period T301, acceleration control is performed on the girder 602. Due to the law of inertia caused by this acceleration control, the load S swings to the negative side (opposite to the traveling direction) as shown in FIG. 20. However, as described above, the time during which the period T301 is performed is set to τ, which is the swing angle period. Therefore, as shown in FIG. 19, the swing angular velocity is minimum at time t301 and maximum at time t303. The swing angle is also minimum at time t302 shown in FIG. 19. Then, at time t304 when the period T302 starts, both the swing angular velocity and the swing angle are 0. Note that θ311 is the minimum swing angle shown in FIG. 19, and θ321 is the swing center inclination angle when the swing angle is minimum. θ321=-tan ^-1 (αa/g).

In the period T302, constant speed control is performed on the girder 602. Therefore, since no external force is applied to the suspended load S, the sway angular velocity and sway angle of the suspended load S remain at 0.

After that, at time t305, deceleration control of the girder 602 is started by the period T303. Due to the law of inertia caused by this deceleration control, the load S swings to the positive side as shown in FIG. 20. However, as described above, the time during which the period T303 is performed is set to τ, which is the swing angle period. Therefore, as shown in FIG. 19, the swing angular velocity becomes maximum at time t305 and becomes minimum at time t307. Also, the swing angle becomes maximum at time t306. After that, at time t309 when the period T303 ends, both the swing angular velocity and the swing angle become 0. Note that θ312 is the maximum swing angle shown in FIG. 19, and θ322 is the swing center inclination angle when the swing angle is maximum. θ322=tan ⁻¹ (αb/g).

(Phase Plane)
Next, with reference to FIG. 21, the shake control performed in the third comparative example will be described in terms of phase.
FIG. 21 is a diagram showing the shake control performed in the third comparative example by a phase plane trajectory on the phase plane.
In the sway control according to the third comparative example (sway control shown in FIG. 19), the coil, which is the suspended load S, draws a phase plane trajectory as shown by the thick solid arrow. The periods T301 to T303 shown in FIG. 21 correspond to the periods T301 to T303 shown in FIG. 19. In addition, the multiple concentric circles shown by the two-dot chain lines in FIG. 21 are concentric circles centered on the phase plane center P0 and the phase points P1c and P2c. The phase point P1c indicates the sway center inclination angle (θ321 in FIG. 20) when the minimum sway angle (θ311: see FIG. 19) occurs. In addition, the phase point P2c indicates the sway center inclination angle (θ322 in FIG. 20) when the maximum sway angle (θ312: see FIG. 19) occurs.

First, in period T301, the phase plane trajectory is shown as a circle centered on phase point P1c from phase plane center P0 to phase plane center P0. In the following period T302, as shown in FIG. 19, the sway angular velocity of the suspended load S is 0 and the sway angle is 0, so the phase plane trajectory progresses while remaining at phase plane center P0 in the phase plane shown in FIG. 21. Then, in period T303, the phase plane trajectory is shown as a circle centered on phase point P2c from phase plane center P0 to phase plane center P0.

As described above, the first to third comparative examples are all premised on preventing vibration as much as possible during transport. That is, in the first to third comparative examples, control is performed so that vibration is zero when the girder 602 is being controlled at a constant speed at maximum speed, as in T106 in FIG. 13, T204 in FIG. 16, and T302 in FIG. 19. In contrast, in this embodiment, as shown in FIG. 7, no control is performed to prevent vibration as much as possible during transport.

(Hardware configuration of PC4)
FIG. 22 is a diagram showing the hardware configuration of the PC 4 used in this embodiment.
The PC 4 includes a memory 441, a central processing unit (CPU) 442, and a storage device 443 such as a hard disk (HD) or a solid state drive (SSD). The PC 4 also includes an input device 444, an output device 445, and a communication device 446. The communication device 446 communicates with the PLC 1 and the like.

Then, the program stored in the storage device 443 is loaded into the memory 441, and the loaded program is executed by the CPU 442. This embodies the lateral speed pattern generation unit 411 and the running speed pattern generation unit 412 shown in FIG. 3.

(Hardware configuration of PLC1)
FIG. 23 is a diagram showing a hardware configuration of the PLC 1 used in this embodiment.
The PLC 1 includes a memory 151 and a CPU (Central Processing Unit) 152. The PC 4 includes an input device 153, an output device 154, and a communication device 155. The communication device 155 communicates with the management control PC 3, the PC 4, the speed control device 5, and the like.

Then, the program stored in the memory 151 is executed by the CPU 152. This embodies the pendulum length calculation unit 101, the swing period calculation unit 102, the lateral movement distance calculation unit 103, the lateral movement speed calculation unit 104, the lateral swing angular velocity calculation unit 105, the running movement speed calculation unit 107, the running movement speed calculation unit 107, and the running movement distance calculation unit 108 shown in FIG. 3.

The present invention is not limited to the above-described embodiments, and includes various modified examples. For example, the above-described embodiments have been described in detail to clearly explain the present invention, and are not necessarily limited to those having all of the configurations described. In addition, it is possible to replace part of the configuration of one embodiment with the configuration of another embodiment, and it is also possible to add the configuration of another embodiment to the configuration of one embodiment. In addition, it is possible to add, delete, or replace part of the configuration of each embodiment with other configurations.

In addition, the above-mentioned configurations, functions, and units 101 to 108, 111 to 112, 113, 411, 412, etc. may be realized in hardware by designing some or all of them as integrated circuits, for example. In addition, as shown in Figures 22 and 23, the above-mentioned configurations, functions, etc. may be realized in software by a processor such as a CPU 442, 152 interpreting and executing a program that realizes each function. Information such as a program, table, file, etc. that realizes each function can be stored in a recording device such as a memory 441, 151 or a solid state drive (SSD), or a recording medium such as an integrated circuit (IC) card, a secure digital (SD) card, or a digital versatile disc (DVD).
In addition, in each embodiment, the control lines and information lines are those that are considered necessary for the explanation, and not all control lines and information lines in the product are necessarily shown. In reality, it can be considered that almost all components are connected to each other.

1. PLC
2 Upper system 3 Management control PC
4 PC (control device)
5 Speed control device 6 Overhead crane device (overhead crane)
411 Traverse speed pattern generating unit 412 Travel speed pattern generating unit 421 Initial setting value for traverse 422 Initial setting value for travel 431 Traverse speed pattern 432 Travel speed pattern 601 Crab trolley (transport device)
602 Girder (transportation device)
P0 Center of phase plane P1, P2, P11 to P15 Phase points P1a, P1b, P1c, P2a, P2b, P2c Phase points P101 to P106 Phase points P201 to P204 Phase points S Suspended load T1 Period (first acceleration period)
T2 Period (First uniform velocity motion period)
T3 Period (second deceleration period)
T4 Period (second acceleration period)
T5 Period (first uniform velocity motion period)
T6 Period (first deceleration period)
T7 Period (second uniform velocity motion period)
Period T8 Period T1a (third deceleration period)
T2a Period (third acceleration period)
T5a Period (fourth deceleration period)
Period T6a (fourth acceleration period)
t1 Time (transport start position)
t2 to t7 Time t8 Time (transport destination position)
Z1 Control System

In order to solve the above-mentioned problems, the present invention provides a control device that controls a transport device of an overhead crane suspending a load to have a first acceleration period, which is a period during which the transport device accelerates from a transport start position, a first deceleration period, which is a period during which the transport device decelerates to a transport destination position, and a first constant velocity movement period, which is a period after the first acceleration period and before the first deceleration period, during which the transport device moves at a constant velocity, and further includes a second deceleration period, which is a period during which the transport device decelerates during the first constant velocity movement period and is a period other than the first deceleration period, and a period after the second deceleration period, during which the transport device accelerates and is before the first deceleration period. and a second acceleration period which is a period other than the first acceleration period, and the control pattern generation unit determines the second deceleration period and the second acceleration period based on a phase plane by calculating backwards the sway angle and the sway angular velocity from the end of the first deceleration period so that the sway angle and the sway angular velocity of the load become 0 at the end of the first deceleration period, without providing a period during which the sway angle of the load remains at 0 from the start of the first acceleration period to the end of the first deceleration period, and without providing a period of constant velocity motion other than the first constant velocity motion period .
Other solutions will be described in the embodiments as appropriate.

In this way, the control pattern generation unit 412 determines the periods T3 and T4 by back-calculating the sway angle and sway angular velocity (phase plane trajectory) from the end of the period T6 (time t8) so that the sway angle and sway angular velocity of the load S become 0 at the end of the period T6 (time t8). Specifically, the control pattern generation unit 412 back-calculates (back-calculates the phase plane trajectory) the sway angle and sway angular velocity of the load S at the start of the period T6 (time t6) so that the sway angle and sway angular velocity become 0 at the end of the period T6 (time t8), and determines the periods T3 and T4 by back-calculating the sway angle and sway angular velocity (phase plane) based on the sway angle and sway angular velocity at the start of the period T6 (time t6). The period T3 indicates Δtb in FIG. 7, and the period T4 indicates Δta in FIG. 7.

The period T206 is the same as the period T202 . The durations of the periods T205 and T207 are (ta/2)+(tf2/2). In FIG. 16, tb is the acceleration time when the speed is decelerated from vc to 0 at the acceleration αa, and is the same time as ta.

Next, with reference to the lower part of FIG. 19, the change over time in the sway angle and the sway angular velocity while the girder 602 is traveling will be described.
First, at time t300, the girder 602 starts traveling. In period T301, the sway angular velocity swings to the negative side due to the law of inertia caused by the acceleration of the girder 602. Accordingly, the sway angle also swings to the negative side. Meanwhile, period T301 (period tg1 ) is set by the sway angle period (= τ). Therefore, as shown in the lower part of FIG. 19, the sway angular velocity is minimum at t301 during period T301, is maximum at time t303, and is 0 at time t304 when period T302 starts. In addition, the sway angle also becomes a minimum value (θ311 = -2 × tan ^-1 (αa/g) at time t302 during period T301, and is 0 at time t304.

Then, at time t305, deceleration control is started for the girder 602 in the period T303. Due to the law of inertia caused by the deceleration of the girder 602 in the period T303, the sway angular velocity swings to the positive side. Accordingly, the sway angle also swings to the positive side. Meanwhile, the period T303 (period tg2 ) is set by the sway angle period (= τ). Therefore, as shown in the lower part of FIG. 19, the sway angular velocity becomes maximum at t306 during the period T303, becomes maximum at time t308, and then becomes 0 at time t309 when the period T303 ends. In addition, the sway angle also becomes maximum (θ312 = 2 × tan ^-1 (αb/g) at time t307 during the period T303, and then becomes 0 at time t309.

Incidentally, the period T302 is (d/vc)-(tg1+tg2)/2. Also, the total travel time of the girder 602 is (d/vc)+τ.

First, in the period T301, acceleration control is performed on the girder 602. Due to the law of inertia caused by this acceleration control, the load S swings to the negative side (opposite to the traveling direction) as shown in FIG. 20. However, as described above, the period T301 is set to τ, which is the swing angle period. Therefore, as shown in FIG. 19, the swing angular velocity becomes minimum at time t301 and becomes maximum at time t303. The swing angle also becomes minimum at time t302 shown in FIG. 19. Then, at time t304 when the period T302 starts, both the swing angular velocity and the swing angle become 0. Note that θ311 is the minimum swing angle shown in FIG. 19, and θ321 is the swing center inclination angle when the swing angle is minimum. θ321=-tan ^-1 (αa/g).

After that, at time t305, deceleration control of the girder 602 is started by the period T303. Due to the law of inertia caused by this deceleration control, the load S swings to the positive side as shown in FIG. 20. However, as described above, the period T303 is set to τ, which is the swing angle period. Therefore, as shown in FIG. 19, the swing angular velocity becomes maximum at time t305 and becomes minimum at time t307. Also, the swing angle becomes maximum at time t306. After that, at time t309 when the period T303 ends, both the swing angular velocity and the swing angle become 0. Note that θ312 is the maximum swing angle shown in FIG. 19, and θ322 is the swing center inclination angle when the swing angle is maximum. θ322=tan ⁻¹ (αb/g).

In order to solve the above-mentioned problems, the present invention provides a control device that controls a crane to have a first acceleration period during which a transport device of an overhead crane suspending a load accelerates from a transport start position, a first deceleration period during which the transport device decelerates to a transport destination position, and a first constant velocity motion period during which the transport device moves at a constant velocity, which is a period after the first acceleration period and before the first deceleration period, and further includes a second deceleration period during which the transport device decelerates during the first constant velocity motion period and a period other than the first deceleration period, and a period after the second deceleration period during which the transport device accelerates. and a second acceleration period which is a period other than the first acceleration period, and the control pattern generation unit determines the second deceleration period and the second acceleration period by calculating backwards the sway angle and the sway angular velocity from the end of the first deceleration period so that the sway angle and the sway angular velocity of the load become 0 at the end of the first deceleration period, without providing a period during which the sway angle of the load remains at 0 from the start of the first acceleration period to the end of the first deceleration period, and without providing a period of constant velocity motion other than the first constant velocity motion period.
Other solutions will be described in the embodiments as appropriate.

After the period T4, the speed control device 5 provides a period T5 in which the girder 602 is controlled to perform a constant velocity motion. The period T5 is a first constant velocity motion period. The speed of the girder 602 in the period T5 is controlled to be the same vc as in the period T2 . After the period T5, the speed control device 5 decelerates toward the travel target position 127 (see FIG. 3). Then, the deceleration control is performed in the period T6, and the speed control of the girder 602 is terminated at the time t8 at which the travel ends. The period T6 is a first deceleration period in which the girder 602 decelerates to the time t8 at which the travel ends (the transport destination position).

In this way, the traveling speed pattern generation unit 412 generates a traveling speed pattern 432 in which, while the girder 602 is performing constant speed motion (periods T2, T5 ), deceleration other than that in period T6 is performed for a predetermined time in period T3, and then acceleration other than that in period T1 is performed for a predetermined time in period T4. In other words, the traveling speed pattern generation unit 412 generates the traveling speed pattern 432 to have periods T1 to T6. In this way, the overhead crane device 6 is controlled.

In addition, as in the period T1, the girder 602 is controlled to perform constant acceleration motion, which is appropriately referred to as acceleration control. In addition, the girder 602 is controlled to perform constant velocity motion, which is appropriately referred to as constant velocity control. Furthermore, the girder 602 is controlled to decelerate at constant acceleration, as in the period T6 , which is appropriately referred to as deceleration control.

Claims (8)

a first acceleration period during which a conveying device of the overhead crane suspending the load accelerates from a conveying start position;
a first deceleration period during which the transport device decelerates to a transport destination position;
a first constant velocity movement period that is a period after the first acceleration period and before the first deceleration period, during which the conveying device moves at a constant velocity;
A control device that controls to have
a second deceleration period during the first constant velocity motion period, the second deceleration period being a period during which the conveying device is decelerated and being a period other than the first deceleration period;
a second acceleration period, which is a period during which the transport device is accelerated after the second deceleration period and is a period other than the first acceleration period;
A control device comprising: a control pattern generating unit that generates a control pattern for the transport device so as to have the above-mentioned. The control pattern generation unit
2. The control device according to claim 1, wherein the time during which the second deceleration period and the second acceleration period are performed is determined by calculating backwards the sway angle and the sway angular velocity from the end of the first deceleration period so that the sway angle and the sway angular velocity of the load become zero at the end of the first deceleration period. The control pattern generation unit
The control device according to claim 2, characterized in that the sway angle and the sway angular velocity of the load when the first deceleration period begins are calculated backwards so that the sway angle and the sway angular velocity become zero at the end of the first deceleration period, and the time during which the second deceleration period and the second acceleration period are performed are determined by calculating backwards the sway angle and the sway angular velocity based on the sway angle and the sway angular velocity at the start of the first deceleration period. The control pattern generation unit
a third deceleration period, which is a period between the first acceleration period and the first constant velocity motion period, during which the conveying device is decelerated, the third deceleration period being a period other than the first deceleration period and a period other than the second deceleration period;
2. The control device according to claim 1, further comprising: a control pattern generating unit configured to generate a control pattern having a third acceleration period, the third acceleration period being a period in which the conveying device accelerates after the third deceleration period, the third acceleration period being a period other than the first acceleration period and being a period other than the second acceleration period. The control pattern generation unit
a fourth deceleration period, which is a period during which the conveying device is decelerated between the first constant velocity motion period and the first deceleration period, and which is a period other than the first deceleration period and a period other than the second deceleration period;
a fourth acceleration period, which is a period during which the conveying device accelerates after the fourth deceleration period, and which is a period other than the first acceleration period and a period other than the second acceleration period;
The control device according to claim 1 , further comprising: The control pattern generation unit
2. The control device according to claim 1, wherein the control pattern is generated so as to have a second constant velocity motion period during the first deceleration period, the second constant velocity motion period being a period during which the transport device performs a constant velocity motion and being a period other than the first constant velocity motion period. It has an overhead crane that suspends and transports loads.
a first acceleration period during which the conveying device of the overhead crane accelerates from a conveying start position;
a first deceleration period during which the transport device decelerates to a transport destination position;
a first constant velocity movement period that is a period after the first acceleration period and before the first deceleration period, during which the conveying device moves at a constant velocity;
A control device that controls the
An overhead crane system having
The control device includes:
a second deceleration period during the first constant velocity motion period, the second deceleration period being a period during which the conveying device is decelerated and being a period other than the first deceleration period;
a second acceleration period, which is a period during which the transport device is accelerated after the second deceleration period and is a period other than the first acceleration period;
and generating a control pattern for the transport device so as to have a control pattern for the transport device. The control device controls the transport device of the overhead crane that suspends the load.
a first acceleration period in which the conveyance member is accelerated from a conveyance start position;
a first deceleration period during which the transport device decelerates to a transport destination position;
a first constant velocity movement period that is a period after the first acceleration period and before the first deceleration period, during which the conveying device moves at a constant velocity;
having
moreover,
a second deceleration period during the first constant velocity motion period, the second deceleration period being a period during which the conveying device is decelerated and being a period other than the first deceleration period;
a second acceleration period, which is a period during which the transport device is accelerated after the second deceleration period and is a period other than the first acceleration period;
A control pattern for the transport device is generated to have the following:
The overhead crane control method comprises controlling the transport device based on the control pattern.

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