Traveling crane three-axis linkage anti-swing positioning control method, device and equipment and storage medium

Abstract

The invention discloses a crane three-axis linkage anti-swing positioning control method, device and equipment and a storage medium, and relates to the technical field of crane control, and the method comprises the following steps: obtaining a cart X-axis current position, a trolley Y-axis current position, a lifting Z-axis current position and a three-axis target position sent by a programmable logic controller; according to the current position of the cart X axis, the current position of the trolley Y axis, the current position of the lifting Z axis and the target positions of the three axes, a three-axis cooperative motion path is planned through an input shaping control algorithm and a position control algorithm; generating a cart speed given value, a trolley speed given value and a lifting speed given value based on the three-axis cooperative motion path; and the cart speed set value, the trolley speed set value and the lifting speed set value are sent to a programmable logic controller, so that a cart frequency converter, a trolley frequency converter and a lifting frequency converter drive three shafts to synchronously run to three-shaft target positions. According to the invention, three-axis linkage high-precision anti-swing positioning of the travelling crane is realized.

Description

Technical Field

[0001] This application relates to the field of crane control technology, and in particular to a method, device, equipment and storage medium for anti-sway positioning control of a three-axis linkage crane. Background Technology

[0002] In modern metallurgical, port, and warehousing logistics handling scenarios, overhead cranes need to move heavy objects quickly and accurately to the target location while simultaneously operating on three axes: the trolley (X-axis), the hoisting trolley (Y-axis), and the lifting axis (Z-axis). Users require a endpoint positioning accuracy of less than 20mm and that the swing amplitude of the suspended object during the entire movement does not exceed 0.2° to ensure cargo safety, improve work cycle time, and reduce manual intervention.

[0003] Currently, the industry generally adopts a single-axis sequential control method: first, the trolley moves to the target X coordinate, then the gantry moves to the target Y coordinate, and finally the lifting action is performed. Anti-sway measures mainly rely on mechanical dampers, operator experience-based deceleration, or simple open-loop uniform deceleration curves; some systems introduce input shaping algorithms on a single axis of the trolley or gantry, and work with an independent closed-loop position controller to complete single-axis positioning.

[0004] The existing methods have the following problems: Sequential single-axis operation significantly increases the total travel time, failing to meet the requirements for efficient handling cycles; the input shaping algorithm is separate from the position controller, only able to suppress residual swaying caused by a single acceleration within a single axis, unable to compensate for subsequent disturbances in real time, with sway amplitude typically exceeding 0.5°; the lack of a three-axis linkage model leads to mutual coupling and interference when each axis is controlled independently, resulting in positioning errors generally greater than 50mm, requiring manual re-alignment in severe cases. Therefore, how to achieve high-precision anti-sway positioning of the crane with three-axis linkage (simply put, how to simultaneously control the crane's movement in three directions—left, right, forward, backward, and up / down—to accurately stop at the target position with minimal swaying of the cargo) has become an urgent problem to be solved.

[0005] The above content is only used to help understand the technical solution of this application and does not represent an admission that the above content is prior art. Summary of the Invention

[0006] The purpose of this application is to provide a method, device, equipment and storage medium for three-axis linkage anti-sway positioning control of a vehicle, which aims to solve the technical problem of how to achieve high-precision anti-sway positioning of three-axis linkage of a vehicle.

[0007] To achieve the above objectives, this application proposes a three-axis linkage anti-sway positioning control method for a vehicle, the method comprising:

[0008] Obtain the current X-axis position of the main vehicle, the current Y-axis position of the auxiliary vehicle, the current Z-axis position of the lifting vehicle, and the target position of the three axes sent by the programmable logic controller;

[0009] Based on the current position of the large vehicle's X-axis, the current position of the small vehicle's Y-axis, the current position of the lifting Z-axis, and the target positions of the three axes, a three-axis coordinated motion path is planned by inputting a shaping control algorithm and a position control algorithm;

[0010] Based on the three-axis cooperative motion path, the given values ​​for the main vehicle speed, the trolley speed, and the lifting speed are generated.

[0011] The setpoint values ​​for the main trolley speed, the trolley speed, and the lifting speed are sent to the programmable logic controller so that the main trolley inverter, the trolley inverter, and the lifting inverter drive the three axes to run synchronously to the target position of the three axes.

[0012] In one embodiment, the step of planning the three-axis coordinated motion path by inputting a shaping control algorithm and a position control algorithm based on the current position of the trolley X-axis, the current position of the trolley Y-axis, the current position of the lifting Z-axis, and the target position of the three axes includes:

[0013] Based on the current position of the large vehicle's X-axis, the current position of the small vehicle's Y-axis, the current position of the lifting Z-axis, and the target position of the three axes, a three-dimensional trajectory is planned using a position control algorithm to generate an initial virtual position-time curve containing a set of position-velocity-acceleration parameters with timestamps.

[0014] By inputting a shaping control algorithm, the acceleration command of the initial virtual position time curve is decomposed into a pulse sequence to obtain a multi-order acceleration pulse sequence.

[0015] The motion response of the multi-order acceleration pulses is superimposed to generate an anti-sway compensation path segment;

[0016] The anti-sway compensation path segment and the initial virtual position time curve are kinematically fused in three-dimensional space to obtain an initial cooperative motion path with hysteresis compensation.

[0017] The initial cooperative motion path is time-series optimized based on the mechanical coupling constraints of the three axes of the trolley, gantry, and lifting system to obtain the three-axis cooperative motion path.

[0018] In one embodiment, the step of generating an initial virtual position-time curve containing a set of position-velocity-acceleration parameters by performing three-dimensional trajectory planning through a position control algorithm based on the current position of the large vehicle's X-axis, the current position of the small vehicle's Y-axis, the current position of the lifting Z-axis, and the target position of the three axes includes:

[0019] A three-dimensional spatial motion trajectory function is constructed based on the current position of the large vehicle's X-axis, the current position of the small vehicle's Y-axis, the current position of the lifting Z-axis, and the target positions of the three axes;

[0020] Based on preset acceleration and deceleration limits and preset positioning speed thresholds, an S-shaped velocity curve is generated to constrain the three-dimensional spatial motion trajectory function.

[0021] The constrained motion trajectory function is discretized according to a preset control period to generate a time-space coordinate point sequence;

[0022] Assign position, velocity, and acceleration values ​​to each time-space coordinate point in the time-space coordinate point sequence to form a position-velocity-acceleration parameter set;

[0023] The position-velocity-acceleration parameter set is fitted into a continuous curve by cubic spline interpolation to obtain the initial virtual position-time curve.

[0024] In one embodiment, the step of performing pulse sequence decomposition processing on the acceleration command of the initial virtual position time curve through an input shaping control algorithm to obtain a multi-order acceleration pulse sequence includes:

[0025] Obtain the oscillation period of the hook-load system;

[0026] The acceleration command of the initial virtual position time curve is split into a first step acceleration value and a second step acceleration value, wherein the second step acceleration value is a first preset ratio multiple of the first step acceleration value;

[0027] The application time of the first step acceleration value is set as the initial moment, and the application time of the second step acceleration value is set as the oscillation period delayed by a second preset ratio multiple, to obtain a multi-step acceleration pulse sequence containing time tags.

[0028] In one embodiment, the step of kinematically fusing the anti-sway compensation path segment with the initial virtual position time curve in three-dimensional space to obtain an initial cooperative motion path with hysteresis compensation includes:

[0029] Extract the three-dimensional spatial coordinate sequence of the anti-shake compensation path segment and its corresponding timestamp sequence;

[0030] Align and match the timestamp sequence of the anti-shake compensation path segment with the timestamp sequence of the initial virtual position time curve to obtain a timestamp mapping table;

[0031] Based on the timestamp mapping table, the three-dimensional spatial coordinate sequence of the anti-shake compensation path segment is synchronized by time axis interpolation to generate a set of compensation path coordinate points synchronized with the timestamp of the initial virtual position time curve;

[0032] The set of coordinate points of the compensation path and the set of spatial coordinate points of the initial virtual position time curve are weighted and superimposed according to a preset weight ratio to obtain a fused coordinate point set.

[0033] Apply a hysteresis compensation offset to the fused coordinate point set to obtain an initial cooperative motion path with hysteresis compensation.

[0034] In one embodiment, the multi-step acceleration pulse includes a first-step acceleration pulse and a second-step acceleration pulse;

[0035] The step of generating an anti-sway compensation path segment by superimposing the motion response of the multi-order acceleration pulses includes:

[0036] Calculate the first oscillatory response displacement component of the first stepped acceleration pulse in the load-hook system and the second oscillatory response displacement component of the second stepped acceleration pulse in the load-hook system;

[0037] By superimposing the first oscillation response displacement component and the second oscillation response displacement component, a synthetic displacement trajectory is generated;

[0038] When the oscillation amplitude of the synthetic displacement trajectory is less than the preset swing threshold, the synthetic displacement trajectory is marked as an effective compensation segment;

[0039] Based on the spatial coordinate sequence of the effective compensation segment, an anti-shake compensation path segment to eliminate historical oscillations is generated.

[0040] In one embodiment, the step of generating the given values ​​for the main trolley speed, the trolley speed, and the lifting speed based on the three-axis cooperative motion path includes:

[0041] Analyze the three-dimensional spatial velocity change rate curve in the described three-axis cooperative motion path;

[0042] Detect the real-time mechanical resonance frequency of the three axles: trolley, hoist, and crane.

[0043] When the phase difference between the three-dimensional spatial velocity change rate curve and the mechanical resonance frequency is less than a preset safety threshold, the three-dimensional spatial velocity change rate curve is subjected to frequency domain notch filtering to obtain the filtered velocity curve.

[0044] Calculation of triaxial velocity coupling compensation coefficients based on the real-time inertial tensor matrix of hook load;

[0045] Based on the triaxial velocity coupling compensation coefficient, the filtered velocity curve is dynamically weighted to generate an adjusted velocity curve.

[0046] Based on the three-axis collaborative timing constraints and anti-sway stability requirements, the adjusted velocity curve is subjected to three-axis timestamp synchronization and acceleration slope constraints to obtain the target velocity curve.

[0047] The target speed curve is discretized according to a preset control cycle to obtain the setpoint values ​​for the main vehicle speed, the trolley speed, and the lifting speed.

[0048] Furthermore, to achieve the above objectives, this application also proposes a three-axis linkage anti-sway positioning control device for a vehicle, the device comprising:

[0049] The data acquisition module is used to acquire the current position of the trolley X-axis, the current position of the trolley Y-axis, the current position of the lifting Z-axis, and the target position of the three axes sent by the programmable logic controller.

[0050] The path planning module is used to plan the three-axis coordinated motion path based on the current position of the X-axis of the main vehicle, the current position of the Y-axis of the trolley, the current position of the Z-axis of the hoisting vehicle, and the target position of the three axes, by inputting the shaping control algorithm and the position control algorithm.

[0051] The speed setting module is used to generate the setpoint values ​​for the main vehicle speed, the trolley speed, and the lifting speed based on the three-axis cooperative motion path.

[0052] The data transmission module is used to send the given values ​​of the trolley speed, the trolley speed, and the hoisting speed to the programmable logic controller, so that the trolley frequency converter, the trolley frequency converter, and the hoisting frequency converter drive the three axes to run synchronously to the target position of the three axes.

[0053] In addition, to achieve the above objectives, this application also proposes a three-axis linkage anti-sway positioning control device for a vehicle, the device comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, the computer program being configured to implement the steps of the three-axis linkage anti-sway positioning control method for a vehicle as described above.

[0054] In addition, to achieve the above objectives, this application also proposes a storage medium, which is a computer-readable storage medium, on which a computer program is stored, and when the computer program is executed by a processor, it implements the steps of the three-axis linkage anti-sway positioning control method for vehicles as described above.

[0055] In addition, to achieve the above objectives, this application also provides a computer program product, which includes a computer program that, when executed by a processor, implements the steps of the three-axis linkage anti-sway positioning control method for vehicles as described above.

[0056] One or more technical solutions proposed in this application have at least the following technical effects:

[0057] The system acquires the current X-axis position of the trolley, the Y-axis position of the trolley, the Z-axis position of the hoisting mechanism, and the target position of the three axes from the programmable logic controller (PLC). Based on these positions, a shaping control algorithm and a position control algorithm are used to plan a coordinated motion path for the three axes, enabling them to start synchronously without sequential waiting. The system generates setpoints for the trolley speed, trolley speed, and hoisting speed based on the coordinated motion path, ensuring high positioning accuracy and small angular sway. These setpoints are then sent to the PLC to drive the trolley, trolley, and hoisting inverters to synchronously move the three axes to the target positions, thus achieving high-precision anti-sway positioning with three-axis linkage. Attached Figure Description

[0058] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0059] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0060] Figure 1 This is a flowchart illustrating an embodiment of the three-axis linkage anti-sway positioning control method for a vehicle according to this application.

[0061] Figure 2 This is a schematic diagram of the input shaping pulse sequence and vibration cancellation principle provided in Embodiment 1 of the three-axis linkage anti-sway positioning control method for vehicles in this application;

[0062] Figure 3 A schematic diagram of the speed and position response curves of the position control algorithm provided in Embodiment 1 of the three-axis linkage anti-sway positioning control method for a vehicle in this application;

[0063] Figure 4 This is a schematic diagram of the anti-sway control model provided in Embodiment 1 of the three-axis linkage anti-sway positioning control method for vehicles in this application;

[0064] Figure 5 This is a flowchart illustrating Embodiment 2 of the three-axis linkage anti-sway positioning control method for vehicles in this application;

[0065] Figure 6This is a schematic diagram of the multi-order acceleration pulse response curve provided in Embodiment 2 of the three-axis linkage anti-sway positioning control method for vehicles in this application;

[0066] Figure 7 This is a schematic diagram of the three-axis linkage anti-sway effect provided in Embodiment 2 of the vehicle three-axis linkage anti-sway positioning control method of this application;

[0067] Figure 8 This is a schematic diagram of the module structure of the three-axis linkage anti-sway positioning control device for a vehicle according to an embodiment of this application;

[0068] Figure 9 This is a schematic diagram of the equipment structure of the hardware operating environment involved in the three-axis linkage anti-sway positioning control method for vehicles in the embodiments of this application.

[0069] The purpose, features, and advantages of this application will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0070] It should be understood that the specific embodiments described herein are merely illustrative of the technical solutions of this application and are not intended to limit this application.

[0071] To better understand the technical solution of this application, a detailed description will be provided below in conjunction with the accompanying drawings and specific implementation methods.

[0072] It should be noted that the executing entity of this application embodiment can be a computing service device with data processing, network communication, and program execution functions, such as a tablet computer, personal computer, or mobile phone, or an electronic device or anti-shake controller capable of realizing the above functions. The following description uses an anti-shake controller as an example to illustrate this embodiment and the subsequent embodiments.

[0073] Based on this, the embodiments of this application provide a three-axis linkage anti-sway positioning control method for vehicles, referring to... Figure 1 , Figure 1 This is a flowchart illustrating the first embodiment of the three-axis linkage anti-sway positioning control method for vehicles according to this application.

[0074] In this embodiment, the three-axis linkage anti-sway positioning control method for the vehicle includes steps S10 to S40:

[0075] Step S10: Obtain the current position of the trolley X-axis, the current position of the trolley Y-axis, the current position of the lifting Z-axis, and the target position of the three axes sent by the programmable logic controller.

[0076] It should be noted that the current X-axis position of the trolley refers to the real-time linear coordinates of the trolley along the track direction relative to the origin, fed back by sensors such as Gray line encoders or laser rangefinders, used to describe the actual horizontal longitudinal position of the trolley at this moment. The current Y-axis position of the trolley refers to the real-time linear coordinates of the trolley's lateral movement on the trolley bridge, also detected by Gray line encoders or wire encoders, reflecting the actual horizontal lateral position of the trolley. The current Z-axis position of the hoisting device refers to the real-time vertical height coordinates of the lifting device or load relative to the reference plane, usually given by an absolute encoder or wire rope length detection device, used to indicate the current lifting height of the load. The three-axis target positions are a set of endpoint coordinates pre-set by the control system according to the work instructions, corresponding to the expected X, Y, and Z coordinate values ​​of the trolley, trolley, and hoisting axes, respectively, used to guide the final positioning of the entire handling process.

[0077] Step S20: Based on the current position of the large vehicle's X-axis, the current position of the small vehicle's Y-axis, the current position of the lifting Z-axis, and the target positions of the three axes, a three-axis coordinated motion path is planned by inputting a shaping control algorithm and a position control algorithm.

[0078] It should be noted that the input shaping control algorithm is a feedforward vibration suppression algorithm. By splitting a single acceleration command into two or more time-delayed pulse sequences, the oscillations generated by subsequent pulses cancel each other out with the oscillations of previous pulses, thereby significantly reducing the spreader oscillations before the system reaches the target position. The formula is as follows:

[0079]

[0080]

[0081] Where H(s) refers to the shaper transfer function, describing the frequency domain characteristics of the output pulse sequence; A1 refers to the amplitude coefficient of the first-step acceleration pulse, which is dimensionless; A2 refers to the amplitude coefficient of the second-step acceleration pulse, which is dimensionless; t1 refers to the time when the first pulse is applied, usually taken as t1 = 0; t2 refers to the time when the second pulse is applied, taken as t2 = T / 2, where T is the undamped oscillation period of the hook-load system; K refers to the amplitude proportionality coefficient, which is determined by the system damping ratio ζ (dimensionless, obtained from actual measurement); T refers to the undamped oscillation period of the system; L is the real-time length of the wire rope; and g is the gravitational acceleration.

[0082] Please refer to Figure 2 , Figure 2This diagram illustrates the input shaping pulse sequence and vibration cancellation principle provided in Embodiment 1 of the three-axis linkage anti-sway positioning control method for a crane according to this application. The diagram demonstrates the basic principle of the input shaping control algorithm in achieving vibration cancellation by decomposing the original command signal. On the left, "Initial Command" represents the initial control command, i.e., the final position or velocity the system needs to achieve. The "Input Shaper" in the middle is a shaper module that receives the initial command and converts it into multiple pulse sequences with carefully designed time delays and amplitudes. The shaper's function is to decompose a large single acceleration pulse (Δ) into two smaller pulses to cancel out mechanical vibrations caused by rapid acceleration changes. On the right, "Shaped Command" shows the shaped command, where the original step command has been replaced by a series of small pulses with time delays, but the overall effect is the same as the original command. In this way, the system can significantly reduce vibrations caused by acceleration changes while reaching the target position or velocity, improving positioning accuracy and extending the service life of mechanical components.

[0083] The position control algorithm is a closed-loop trajectory tracking algorithm. Based on the deviation between the current position and the target position, it calculates and outputs velocity or acceleration commands in real time, ensuring that each axis accurately reaches the target coordinates within allowable velocity and acceleration constraints. The position control algorithm adopts an incremental form of discrete PID control with velocity feedforward, as shown in the following formula:

[0084]

[0085] Where u(k) refers to the speed setpoint (m / s) output in the kth control cycle (2ms); e(k) = r(k) - x(k) refers to the current position error, where r(k) is the desired position and x(k) is the actual position fed back by the Gray bus, both in meters; K p This refers to proportional gain, which adjusts the system response speed; K i This refers to the integral gain, which eliminates steady-state error; K d This refers to the differential gain, which suppresses overshoot and oscillation; K f This refers to feedforward gain, which compensates for speed commands and improves tracking accuracy; v ref (k) refers to the reference velocity (m / s) given by the current trajectory planning.

[0086] Please refer to Figure 3 , Figure 3This diagram illustrates the speed and position response curves of the position control algorithm provided in Embodiment 1 of the crane three-axis linkage anti-sway positioning control method of this application. In the upper figure, the speed curve gradually increases from zero to the maximum positioning speed, then maintains this speed until approaching the target position, and then gradually decelerates to zero, forming a smooth S-shaped curve to avoid mechanical shock and vibration caused by rapid acceleration and deceleration. The lower figure shows how the actual position gradually approaches and eventually reaches the target position (dashed line) over time. Throughout the process, the position curve maintains a smooth upward trend without significant overshoot, indicating that the position control algorithm effectively achieves accurate position tracking while maintaining system stability. This control strategy is particularly suitable for applications requiring high-precision positioning, such as anti-sway control of cranes, and can significantly improve operational efficiency and safety.

[0087] Three-axis coordinated motion path refers to simultaneously planning the time-position curves of the trolley, hoisting, and lifting axes in three-dimensional space, so that the three axes operate in conjunction with a unified time reference, which satisfies the endpoint positioning accuracy and keeps the spreader swing amplitude to a minimum.

[0088] Understandably, the anti-sway controller first reads the current coordinates of the trolley's X-axis, trolley's Y-axis, and lifting Z-axis, as well as the target coordinates of the three axes, from the PLC (Programmable Logic Controller). Then, it calls the internal position control algorithm to generate a continuous position-time curve that satisfies speed and acceleration constraints. Next, it uses an input shaping control algorithm to break down the curve into a time-delay pulse sequence to counteract the sway of the lifting device. Finally, it synthesizes a coordinated motion path that simultaneously drives the X, Y, and Z axes in three-dimensional space, ensuring a 20mm positioning accuracy at the endpoint while suppressing the sway to within 0.2°.

[0089] Step S30: Generate the setpoint values ​​for the main vehicle speed, the trolley speed, and the lifting speed based on the three-axis cooperative motion path.

[0090] It should be noted that the trolley speed setpoint is a target linear speed command calculated in real time by the anti-sway controller according to the three-axis coordinated motion path and sent to the trolley frequency converter. This command controls the speed of the trolley motor in the X-axis direction. The trolley speed setpoint is a target linear speed command calculated in real time by the anti-sway controller according to the three-axis coordinated motion path and sent to the trolley frequency converter. This command controls the speed of the trolley motor in the Y-axis direction. The hoisting speed setpoint is a target linear speed command calculated in real time by the anti-sway controller according to the three-axis coordinated motion path and sent to the hoisting frequency converter. This command controls the lifting speed of the hoisting motor in the Z-axis direction.

[0091] As an example, the steps of generating the trolley speed setpoint, gantry speed setpoint, and hoisting speed setpoint based on the three-axis coordinated motion path include: analyzing the three-dimensional spatial velocity change rate curve in the three-axis coordinated motion path; detecting the real-time mechanical resonance frequency of the trolley-gantry-hoisting three axes; when the phase difference between the three-dimensional spatial velocity change rate curve and the mechanical resonance frequency is less than a preset safety threshold, performing frequency domain notch filtering on the three-dimensional spatial velocity change rate curve to obtain a filtered velocity curve; calculating the three-axis velocity coupling compensation coefficient based on the real-time inertia tensor matrix of the hook load; dynamically weighting the filtered velocity curve according to the three-axis velocity coupling compensation coefficient to generate an adjusted velocity curve; performing three-axis timestamp synchronization and acceleration slope constraints on the adjusted velocity curve based on the three-axis coordinated timing constraints and anti-sway stability requirements to obtain a target velocity curve; and discretizing the target velocity curve according to a preset control cycle to obtain the trolley speed setpoint, gantry speed setpoint, and hoisting speed setpoint.

[0092] The three-dimensional spatial velocity change rate curve is a three-dimensional velocity vector function describing the change of the trolley, hoist, and lifting axes over time in the coordinated path, reflecting the overall speed and direction of motion. The real-time mechanical resonance frequency is the natural frequency most likely to excite the lifting device's sway, identified online by the system as the trolley structure, wire rope length, and load weight change. The phase difference refers to the angular difference between the spectral components of the three-dimensional spatial velocity change rate curve and the real-time mechanical resonance frequency, used to measure the degree of synchronization between the two in time. The preset safety threshold is the maximum allowable phase difference angle set to avoid triggering resonance; this scheme uses 5°. The hook load refers to the total mass and spatial distribution characteristics of the load currently suspended on the hook and its lifting device. The real-time inertia tensor matrix is ​​a 3×3 matrix describing the load mass distribution and its coupling relationship with the three-axis rotational inertia, updated as the load shape and center of gravity change.

[0093] The three-axis speed coupling compensation coefficient is a dimensionless weight calculated using the inertia tensor matrix, used to correct the mutual interference of three-axis speeds caused by load inertia. The three-axis coordinated timing constraints and anti-sway stability requirements ensure that the three-axis movements are strictly synchronized in time and that the acceleration slope is controlled, maintaining the spreader swing amplitude ≤0.2° and meeting the design criteria of a positioning accuracy of 20mm. The target speed curve is a speed-time function that is finally determined after notch filtering, compensation, synchronization, and slope constraints, and can be directly sent to each axis inverter. The preset control period is the time interval at which the anti-sway controller periodically calculates and updates the speed setpoint; in this embodiment, it is set to 2ms.

[0094] First, the anti-sway controller reads the position-time data stored in the three-axis coordinated motion path, uses differential calculation to calculate the three-dimensional velocity vector every 2ms, and then obtains the velocity spectrum through FFT (Fast Fourier Transform). Next, it collects the wire rope tension, the weight of the load and structural parameters online, and uses the recursive least squares method to identify the mechanical resonant frequency in the current 0-5Hz range. If the phase of the corresponding frequency component in the spectrum is less than 5° different from the resonant frequency, a narrow-band notch filter is immediately applied in the frequency domain to weaken the component by more than 15dB, thereby avoiding excitation of the lifting device sway. Then, based on the real-time measured load inertia tensor, the triaxial coupling factor is extracted after diagonalization, and a 3×3 compensation matrix is ​​generated. (After writing the real-time inertia tensor I as a 3×3 symmetric matrix, its eigenvalues ​​λ1, λ2, λ3 and corresponding eigenvectors v1, v2, v3 are first calculated; the eigenvalues ​​are normalized to obtain w_i = λ_i / (λ1 + λ2 + λ3), and v_i is used as column vectors to form an orthogonal matrix P; the compensation matrix K = P·diag(w_x, w_y, w_z)·P) T The `diag(w_x,w_y,w_z)` function takes the sorting of `w_i` along the X, Y, and Z axes, thus generating a 3×3 compensation matrix from the inertia tensor. The filtered velocity curves are multiplied by this matrix to dynamically redistribute the weights of the X, Y, and Z axes, offsetting the mutual tension caused by mass eccentricity. Subsequently, the three compensated velocity curves are zero-phase aligned using the same time base, and the acceleration slopes of each axis are checked to ensure they do not exceed 1.5 m / s². 3 If the upper limit is exceeded, a cubic spline is used for smooth trimming to ensure a 0.2° swing constraint. Finally, a continuous target speed curve is obtained, and then discrete sampling is performed with a 2ms period. The output is the setpoint value of the main vehicle, trolley, and lifting speed for each period, which is directly executed by the frequency converter.

[0095] Step S40: Send the given values ​​of the trolley speed, the trolley speed, and the lifting speed to the programmable logic controller so that the trolley inverter, the trolley inverter, and the lifting inverter drive the three axes to run synchronously to the target position of the three axes.

[0096] It should be noted that the trolley frequency converter is a power electronic device specifically designed to power the trolley's traveling motor. By adjusting the output frequency and voltage, it precisely controls the trolley's speed along the X-axis. The trolley frequency converter is a power electronic device specifically designed to power the trolley's traveling motor. By adjusting the output frequency and voltage, it precisely controls the trolley's speed along the Y-axis. The hoisting frequency converter is a power electronic device specifically designed to power the hoisting motor. By adjusting the output frequency and voltage, it precisely controls the lifting speed of the hook along the Z-axis.

[0097] Understandably, the anti-sway controller packages the 2ms cycle setpoint values ​​for the trolley, crane, and hoisting speeds into a single real-time message via the Profinet bus and writes it directly into the corresponding process data area of ​​the PLC. Upon receiving the message, the PLC immediately maps the values ​​to the axis numbers and forwards them to the trolley, crane, and hoisting inverters via the same bus at a 1kHz update rate. In the next PWM cycle, the inverter converts the speed setpoint into a three-phase current command for the motor and adjusts the motor speed in a closed loop, enabling the three-axis motors to start, accelerate, decelerate, and stop simultaneously, ultimately reaching the target position of the three axes issued by the PLC at the same time.

[0098] This application utilizes anti-sway positioning technology, integrating the anti-sway positioning controller and the hoisting mechanism into a single mathematical model for processing. This achieves a swing amplitude of ≤0.2° for the suspended object's mass point, a positioning accuracy of 20mm, and three-axis linkage anti-sway functionality with simultaneous operation of the trolley, hoisting mechanism, and crane. This technology enables simultaneous three-axis anti-sway operation while maintaining a 20mm positioning accuracy for the transmission system. The anti-sway controller has a ProfiNet bus interface, allowing connection to a PLC via ProfiNet. When the trolley is about to start, the PLC sends the current and target positions of the trolley and crane to the anti-sway controller. The anti-sway controller then calculates the real-time speed setpoints for the trolley and crane and transmits these setpoints back to the PLC. The frequency converters of the trolley and crane mechanisms also employ ProfiNet bus control. The PLC sends the speed setpoints calculated by the anti-sway controller to the frequency converters in real time, and the frequency converters operate according to these speed values, thus achieving the anti-sway and positioning objectives. The anti-sway controller has the ability to control the simultaneous operation of three axes: the main trolley (X-axis), the trolley (Y-axis), and the height (Z-axis).

[0099] Please refer to Figure 4 , Figure 4This diagram illustrates the anti-sway control model provided in Embodiment 1 of the crane three-axis linkage anti-sway positioning control method of this application, demonstrating its application in crane lifting operations. The upper part of the diagram depicts the entire motion cycle of the crane, starting from a stationary state, through acceleration, constant speed, deceleration, and finally returning to a stationary state. During this process, the frequency converter controls the hook to operate at a predetermined speed reference value, while the lower graph details the hook speed reference value (blue), the actual output speed of the frequency converter (dark blue), and the calculated sway (yellow). As can be seen from the diagram, although the hook undergoes acceleration and deceleration phases, the speed output by the frequency converter closely follows the speed reference value. The sway calculated by the anti-sway control algorithm shows that the hook's sway angle is effectively controlled within a small range during the movement, thus verifying the significant effect of the anti-sway control model in reducing load sway and improving positioning accuracy in practical applications. This control strategy is crucial for improving the safety and efficiency of crane operation, especially in industrial environments requiring high-precision positioning and stable operation.

[0100] This embodiment provides a three-axis linkage anti-sway positioning control method for a traveling crane. The anti-sway controller obtains the current coordinates of the main trolley (X), trolley (Y), and hoist (Z) from the PLC at once via Profinet, along with the target coordinates of the three axes, eliminating multiple communication delays. Then, all coordinates are simultaneously fed into a mathematical model that integrates input shaping and position control to plan a coordinated motion path for the three axes, enabling them to start synchronously without sequential waiting and shortening the cycle time. Subsequently, the speed setpoints of the main trolley, trolley, and hoist are generated in real time along this path, ensuring a positioning accuracy of 20mm and a swing amplitude of ≤0.2°. Finally, the three-axis speed setpoints are sent back to the PLC via the same bus cycle, and the PLC immediately forwards them to the corresponding strain gauge, driving the three-axis motors to simultaneously and accurately reach the endpoint, thereby achieving high-precision anti-sway positioning of the traveling crane's three axes.

[0101] Based on the first embodiment of this application, in the second embodiment of this application, the content that is the same as or similar to that in Embodiment 1 above can be referred to the above description, and will not be repeated hereafter. Based on this, please refer to... Figure 5 , Figure 5 This is a flowchart illustrating the second embodiment of the three-axis linkage anti-sway positioning control method for a vehicle according to this application. Step S20 of the three-axis linkage anti-sway positioning control method for a vehicle includes steps S21 to S25:

[0102] Step S21: Based on the current position of the large vehicle X-axis, the current position of the small vehicle Y-axis, the current position of the lifting Z-axis, and the target position of the three axes, a three-dimensional trajectory is planned using a position control algorithm to generate an initial virtual position-time curve containing a set of position-velocity-acceleration parameters with timestamps.

[0103] It should be noted that the position-velocity-acceleration parameter set is a three-dimensional array discretely arranged over time. Each point in time corresponds to the position coordinates, instantaneous velocity, and instantaneous acceleration of the three axes: the main trolley, the auxiliary trolley, and the lifting axis, used to fully describe the dynamic characteristics of the motion trajectory. The initial virtual position-time curve is a continuous-time function curve constructed based on the above parameter set. It uses the timestamp as the horizontal axis and the three-axis position, velocity, and acceleration as the vertical axis, providing an idealized three-dimensional motion trajectory before anti-sway shaping is performed.

[0104] As an example, the step of generating an initial virtual position-time curve containing a set of position-velocity-acceleration parameters by performing three-dimensional trajectory planning through a position control algorithm based on the current X-axis position of the large vehicle, the current Y-axis position of the small vehicle, the current Z-axis position of the lifting vehicle, and the target position of the three axes includes: constructing a three-dimensional spatial motion trajectory function based on the current X-axis position of the large vehicle, the current Y-axis position of the small vehicle, the current Z-axis position of the lifting vehicle, and the target position of the three axes; generating an S-shaped velocity curve to constrain the three-dimensional spatial motion trajectory function based on preset acceleration / deceleration limits and preset positioning velocity thresholds; discretizing the constrained motion trajectory function according to a preset control period to generate a time-space coordinate point sequence; assigning position, velocity, and acceleration values ​​to each time-space coordinate point in the time-space coordinate point sequence to form a position-velocity-acceleration parameter set; and fitting the position-velocity-acceleration parameter set into a continuous curve through cubic spline interpolation to obtain the initial virtual position-time curve.

[0105] The three-dimensional motion trajectory function is a multidimensional function that uses time as the independent variable to describe the continuous changes in the positions of the trolley, hoist, and lifting axes in three-dimensional space. It is used to generate an ideal geometric path from the current point to the target point. Preset acceleration and deceleration limits are the maximum acceleration and deceleration amplitudes allowed by the system for each axis motor, used to prevent mechanical shock and overload. Preset positioning speed thresholds are the maximum allowed operating speeds for each axis during the positioning phase, ensuring reliable deceleration and meeting accuracy requirements before the endpoint. The S-shaped speed curve is a function that smoothly changes speed over time, with limited acceleration, ensuring smooth start and stop of motion and reducing mechanical vibration and lifting device sway. The preset control cycle is a fixed time step for the controller; in this embodiment, it is 2ms, used to discretize and periodically update control commands. The time-space coordinate point sequence is a series of discrete points sampled according to the control cycle. Each point contains the three-axis position coordinates at the corresponding time, forming a digital representation of the trajectory.

[0106] First, the current coordinates of the trolley, the hoist, and the target coordinates are substituted into a cubic B-spline basis function to construct a three-dimensional spatial trajectory function passing through all key points, ensuring geometric continuity and minimizing curvature to avoid additional inertial forces generated by sharp turns; second, a preset maximum acceleration of 1.5 m / s² is used.2 Maximum deceleration: 1.2 m / s 2 Using a maximum positioning speed of 2 m / s as the boundary condition, a velocity-time curve is generated through time-optimal S-curve planning. This allows the speed to smoothly increase from zero to 2 m / s and then smoothly decrease back to zero, with the acceleration slope controlled throughout the process, protecting the machinery and reducing the sway of the lifting device. Then, this curve is uniformly sampled at 2 ms intervals to obtain a series of timestamp-position point pairs. The instantaneous velocity and acceleration of each point are then calculated using forward differencing and written into the same array to form a PVA parameter set. Finally, cubic splines are used to fit the discrete PVA data into a continuous curve with 2 ms intervals, serving as the initial virtual position-time curve. This provides a smooth, jitter-free reference trajectory for subsequent anti-sway shaping.

[0107] Step S22: The acceleration command of the initial virtual position time curve is decomposed into a pulse sequence by inputting a shaping control algorithm to obtain a multi-order acceleration pulse sequence.

[0108] It should be noted that the acceleration command is a continuous acceleration function obtained by taking the second derivative of the initial virtual position-time curve with respect to time. It is used to specify the magnitude and direction of the acceleration that the three-axis motor should output at each moment. The multi-order acceleration pulse sequence is a discrete sequence of two to three time-delay pulses that are split into the continuous acceleration command according to the input shaping algorithm. The amplitude and time of each pulse meet a specific ratio and interval, which is used to counteract the residual oscillation of the system.

[0109] Please refer to Figure 6 , Figure 6 This diagram illustrates the multi-order acceleration pulse response curves provided in Embodiment 2 of the crane three-axis linkage anti-sway positioning control method of this application, where A1 and A2 represent the responses of two acceleration pulses, respectively. The solid blue line (A1Response) shows the system displacement response caused by the first-order acceleration pulse, while the dashed red line (A2Response) represents the response of the second-order acceleration pulse. The amplitudes and time intervals of these two pulses are carefully designed to ensure that the vibrations they generate in the system can cancel each other out. The black dotted line (Total Response) represents the total response after the two pulses are superimposed. It can be seen that, through the input shaping algorithm, the total vibration of the system is significantly reduced, almost approaching zero. This technology is particularly important in crane anti-sway control because it can effectively reduce the swaying of the suspended load during movement, improving positioning accuracy and operational safety. By precisely controlling the acceleration pulses, a smoother and more precise control effect can be achieved without sacrificing system speed and efficiency.

[0110] As an example, the step of performing pulse sequence decomposition processing on the acceleration command of the initial virtual position time curve through an input shaping control algorithm to obtain a multi-order acceleration pulse sequence includes: obtaining the oscillation period of the hook-load system; splitting the acceleration command of the initial virtual position time curve into a first-step acceleration value and a second-step acceleration value, wherein the second-step acceleration value is a first preset ratio multiple of the first-step acceleration value; setting the application time of the first-step acceleration value as the initial moment, and setting the application time of the second-step acceleration value to be the oscillation period after a delay of a second preset ratio multiple, thereby obtaining a multi-order acceleration pulse sequence containing time tags.

[0111] The hook-load system refers to an overall swing system consisting of a hook, wire rope, and the suspended load. The oscillation period is the inherent period of the system's free swing under the influence of gravity and rope length, i.e., the time required for one complete round trip. The first-step acceleration value is the amplitude of the first pulse derived from the original acceleration command by the input shaping algorithm. The second-step acceleration value is the amplitude of the second pulse generated by the algorithm, and its magnitude is a fixed proportion of the first-step acceleration value. The first preset proportion is the amplitude ratio coefficient of the second-step acceleration value relative to the first-step acceleration value; in this embodiment, it is set to 0.5. The initial time is the starting point at which the first-step acceleration pulse is applied. The second preset proportion is the delay ratio of the second-step acceleration pulse relative to the oscillation period; in this embodiment, it is set to 0.5. The timestamp is a timestamp appended to each pulse, used to indicate the precise application time of the pulse in the control sequence.

[0112] First, the wire rope length L and the suspended weight m are read online, and the current oscillation period T is calculated in real time using T = 2π√(L / g) with an accuracy of 1ms to ensure that subsequent delays match the actual oscillation period. Second, the amplitude of each sampling point of the continuous acceleration command in the initial virtual position time curve is marked on the time axis to generate the first step acceleration value a1, and the second step acceleration value a2 = 0.5·a1 is calculated. a1 is scheduled to be triggered at 0ms, and a2 is scheduled to be triggered at 0.5T ms. The amplitude and timestamp of the two pulses are directly written into the 2ms control cycle sending frame to ensure that the frequency converter can output the corresponding torque at the correct time. Finally, the time-tagged a1 and a2 sequences are periodically broadcast through Profinet. The frequency converter executes the pulses according to the timestamp, so that the second thrust exactly cancels out the oscillation generated by the first, thereby reducing the residual oscillation amplitude to within 0.2° without changing the total displacement.

[0113] Step S23: Superimpose the motion response of the multi-order acceleration pulses to generate an anti-sway compensation path segment.

[0114] It should be noted that the motion response is the actual displacement-time output of the hook-load system after being subjected to a multi-order acceleration pulse sequence. The anti-sway compensation path segment is a corrected position-time segment obtained by superimposing this motion response onto the original trajectory, which has eliminated historical oscillations and can be directly executed.

[0115] As an example, the multi-order acceleration pulse includes a first-order acceleration pulse and a second-order acceleration pulse; the step of superimposing the motion response of the multi-order acceleration pulse to generate an anti-sway compensation path segment includes: calculating the first oscillation response displacement component of the first-order acceleration pulse in the load-hook system and the second oscillation response displacement component of the second-order acceleration pulse in the load-hook system; superimposing the first oscillation response displacement component and the second oscillation response displacement component to generate a synthetic displacement trajectory; when the oscillation amplitude of the synthetic displacement trajectory is less than a preset swing amplitude threshold, marking the synthetic displacement trajectory as an effective compensation segment; and generating an anti-sway compensation path segment that eliminates historical oscillations based on the spatial coordinate sequence of the effective compensation segment.

[0116] The first oscillatory response displacement component is a function of the instantaneous displacement of the load-hook system under the action of only the first step acceleration pulse, changing with time. The second oscillatory response displacement component is a function of the instantaneous displacement of the same system under the action of only the second step acceleration pulse, changing with time. The synthesized displacement trajectory is the overall displacement-time function obtained by adding the two displacement components point by point, representing the actual motion trajectory after the combined action of multiple pulses. The preset swing amplitude threshold is the maximum allowable swing angle set to determine the compensation effect; in this embodiment, it is set to 0.2°. The effective compensation segment is the section of the synthesized displacement trajectory where the swing amplitude is lower than this threshold, and it is marked as a safe trajectory that can be directly executed. The spatial coordinate sequence is a set of three-dimensional position points discretized from the effective compensation segment, used for subsequent trajectory reproduction.

[0117] First, the measured wire rope length and suspended weight are substituted into the second-order damped vibration equation, and a damping ratio of 0.02 is set. The displacement response under the first-step acceleration pulse is obtained using convolution integral, yielding the first oscillation response displacement component, which is used to quantify the swaying effect of the first thrust. Second, the second-step acceleration pulse is convolved repeatedly with the same parameters to obtain the second oscillation response displacement component. The two displacement components are added point-by-point along the time axis to generate a composite displacement trajectory, and its maximum sway angle is calculated in real time. If the angle is less than 0.2°, the trajectory segment is immediately marked as an effective compensation segment; otherwise, the amplitude of the second pulse is finely adjusted and recalculated to ensure that the sway amplitude requirement is met. Finally, the effective compensation segment is sampled into a three-dimensional coordinate sequence at a 2ms period and written into the anti-sway controller's buffer, directly replacing the corresponding segment of the original trajectory, thus completing the generation of the anti-sway compensation path segment to eliminate historical oscillations.

[0118] Step S24: Kinematically fuse the anti-sway compensation path segment with the initial virtual position time curve in three-dimensional space to obtain an initial cooperative motion path with hysteresis compensation.

[0119] It should be noted that the hysteresis compensation is a position-time correction amount applied to the 0.5T time delay introduced by the input shaping algorithm. It is used to advance the subsequent trajectory as a whole, so that the actual arrival time of the spreader is consistent with the time reference of the initial virtual curve. The initial cooperative motion path is a complete trajectory formed by seamlessly stitching the anti-sway compensation path segment and the corrected initial virtual position-time curve in three-dimensional space, with all three axes starting simultaneously and the swing amplitude ≤0.2°.

[0120] As an example, the step of kinematically fusing the anti-sway compensation path segment with the initial virtual position time curve in three-dimensional space to obtain an initial cooperative motion path with hysteresis compensation includes: extracting the three-dimensional spatial coordinate sequence of the anti-sway compensation path segment and its corresponding timestamp sequence; aligning and matching the timestamp sequence of the anti-sway compensation path segment with the timestamp sequence of the initial virtual position time curve to obtain a timestamp mapping table; performing time axis interpolation synchronization on the three-dimensional spatial coordinate sequence of the anti-sway compensation path segment according to the timestamp mapping table to generate a compensation path coordinate point set synchronized with the timestamp of the initial virtual position time curve; weighting and superimposing the compensation path coordinate point set and the spatial coordinate point set of the initial virtual position time curve according to a preset weight ratio to obtain a fused coordinate point set; and applying a hysteresis compensation offset to the fused coordinate point set to obtain an initial cooperative motion path with hysteresis compensation.

[0121] The 3D spatial coordinate sequence is a set of discrete position points of the anti-sway compensation path segment on the X, Y, and Z axes. The timestamp sequence is an array of time stamps corresponding one-to-one with the coordinate points in the 3D spatial coordinate sequence. The timestamp mapping table records the correspondence between each time point of the anti-sway compensation path segment and the initial virtual position time curve. The compensation path coordinate point set is the anti-sway path coordinate set that is perfectly aligned with the time of the initial virtual position time curve after time axis interpolation. The preset weight ratio is the weighting coefficient of each when fusing the compensation path and the initial path, used to control the magnitude of their contributions. The fused coordinate point set is a new 3D trajectory coordinate set obtained by weighting and superimposing the coordinates according to the weight ratio. The hysteresis compensation offset is the translation amount applied to the overall time axis of the fused coordinate point set to offset the fixed time delay introduced by input shaping.

[0122] First, the anti-shake compensation path segment is traversed in 2ms increments, and the (x, y, z) coordinates and absolute timestamps of each discrete point are written into array A, ensuring the order is consistent with the original records and providing a complete data source for subsequent interpolation. Second, binary search is used to align the timestamps of array A with the timestamps of the initial virtual position time curves second by second, establishing a one-to-one mapping table. If a microsecond-level deviation occurs, linear interpolation is used to fill in the gaps, ensuring that the two curves have corresponding coordinates at the same physical moment and preventing trajectory distortion caused by time misalignment. Then, cubic spline interpolation is performed on the three-dimensional coordinates of array A according to the mapping table to stretch or adjust the time axis. The compressed coordinates are made to perfectly match the initial curve, generating a time-synchronized set of compensated coordinate points to ensure strict alignment during subsequent fusion. Then, the compensated coordinates and initial coordinates at each moment are weighted and summed with a weight of 0.3:0.7. The weights are selected as 0.3 from the anti-sway segment and 0.7 from the original segment, balancing anti-sway effect and path fidelity, to obtain the fused coordinate point set. Finally, the overall time axis of the fused coordinate point set is shifted forward by 0.5T (T is calculated in real time by the rope length and load) to offset the fixed half-cycle delay introduced by the input shaping algorithm, and the output is an initial cooperative motion path with hysteresis compensation that can be directly sent to the frequency converter.

[0123] Step S25: Based on the mechanical coupling constraints of the three axes of the trolley-carriage-lifting system, perform time-series optimization on the initial cooperative motion path to obtain the three-axis cooperative motion path.

[0124] It should be noted that mechanical coupling constraint refers to the mutual restriction relationship formed by the rigid structure, wire rope length and load inertia of the three axes of the trolley, hoist, and crane. Specifically, the movement of any axis will generate additional displacement, velocity or torque on the other two axes through mechanical transmission, thereby limiting the maximum acceleration, maximum speed and the allowable range of synchronization error of the three axes.

[0125] Understandably, the first step is to substitute the real-time measured wire rope length, load mass, and structural inertia into the triaxial coupled dynamic model to calculate the coupling matrix between the trolley, crane, and hoisting system under the current state, and then use the Jacobi method to determine the maximum allowable acceleration of 1.5 m / s² for each axis. 2 The system first sets a precise limit of 2 m / s for the maximum permissible speed. Then, using the initial cooperative motion path as a baseline, a quadratic programming solver is invoked within each 2 ms control cycle. The time nodes of the three-axis speed curves are used as optimization variables, with constraints set as coupling matrix, upper limit of motor torque, and synchronization error ≤ 2 mm. The objective function is to minimize the total travel time. Through numerical iteration, the timestamps of each axis are finely adjusted by 0–20 ms to ensure that acceleration and torque fall within the safe range. Finally, the optimized three-axis timestamps, along with their corresponding positions and speeds, are repackaged into a discrete point sequence. After real-time simulation verification confirms that the synchronization error and swing amplitude are within acceptable limits, this sequence is sent to the frequency converter as the final three-axis cooperative motion path for execution.

[0126] The triaxial coupled dynamics model was derived by simplifying the "three-mass-three-degree-of-freedom pendulum-rope elasticity" system based on the physical structure of the crane's trolley-hoop system. Its matrix form is as follows:

[0127]

[0128] Where q = [xy zθxθy] T This refers to the state vector, where x is the longitudinal displacement of the trolley (m), y is the lateral displacement of the trolley (m), z is the vertical lifting displacement (m), θx is the swing angle of the load in the trolley direction (rad), and θy is the swing angle of the load in the trolley direction (rad). M = diag(m_x, my_y, m_z, m_p, m_p), where m_x is the mass of the trolley (including the converted mass of the trolley and load, kg), and my_y is the mass of the trolley (…). The formula includes the equivalent mass of the load (kg), where m_z is the equivalent mass of the hoisting mechanism (kg), m_p is the mass of the hoisted object (kg), c_x, c_y, and c_z are the equivalent damping of the trolley, hoisting drive shaft (N·s / m), c_p is the equivalent damping of the hoisting rope swing (N·s·m / rad), k_x, k_y, and k_z are the equivalent stiffness of the trolley, hoisting drive shaft (N / m), k_p = m_p, g / L is the equivalent swing stiffness of the hoisting rope (N·m / rad), L is the real-time rope length, and τ = [F_x F_y F_z 0 0]. T This refers to the input force vector. F_x, F_y, and F_z refer to the driving force (N) of the trolley, hoisting motor, and crane motor converted to the track / drum by the reducer.

[0129] Please refer to Figure 7 , Figure 7 This diagram illustrates the anti-sway effect of the three-axis linkage system provided in Embodiment 2 of the crane three-axis linkage anti-sway positioning control method of this application. The diagram includes encoder speed feedback (red), position feedback (blue), anti-sway controller output (green), and position reference value (cyan). The curves in the diagram show the dynamic response of each axis when the three-axis linkage anti-sway control strategy is executed. The red curve represents the actual speed measured by the encoder, the blue curve represents the position feedback, i.e., the deviation between the actual position and the target position, the green curve is the command output by the anti-sway controller, and the cyan curve is the position reference value, i.e., the desired position. As can be seen from the diagram, although there are speed changes during movement, through the precise control of the anti-sway controller, the actual position can closely follow the position reference value, and the position deviation (blue curve) is effectively controlled within a very small range. This indicates that the three-axis linkage anti-sway control strategy can effectively suppress the swaying that may occur when the trolley, crane, and hoisting axes are running simultaneously, thereby achieving high-precision positioning and improving the safety and efficiency of crane operation.

[0130] This embodiment first uses the real-time read coordinates of the large vehicle (X), small vehicle (Y), and lifting vehicle (Z) as the boundary with the target coordinates, and calls a trapezoidal-cubic spline hybrid planner to output a plan that satisfies the maximum acceleration of 1.5 m / s² within a 2 ms period. 2 First, a continuous position-velocity-acceleration curve with a maximum speed of 2 m / s is used as the initial virtual position-time curve to provide a smoothing reference for subsequent processing. Second, the acceleration commands on this curve are input-shaped: each continuous acceleration segment is split into two pulse sequences with an amplitude ratio of 0.5:1 and an interval of 0.5T, so that the swaying generated by the two thrusts cancels each other out, thus generating an anti-sway compensation path segment with almost zero residual swaying. Then, the anti-sway compensation path segment is aligned with the initial virtual curve on the same time axis using cubic spline interpolation, and the entire sequence is shifted forward by 0.5T to offset the shaping delay, resulting in an initial cooperative motion path with hysteresis compensation, ensuring that the actual arrival time is consistent with the original plan. Finally, the path is substituted into a real-time updated three-axis coupled dynamics model, and quadratic programming is used to fine-tune the timestamps of each axis within a 2ms cycle (±20ms range), ensuring that the coupled acceleration, motor torque, and synchronization error all meet the constraints, outputting the final three-axis cooperative motion path, achieving efficient linkage operation with a positioning accuracy of ≤20mm and a sway amplitude of ≤0.2°.

[0131] It should be noted that the above examples are only for understanding this application and do not constitute a limitation on the three-axis linkage anti-sway positioning control method for vehicles in this application. Any simple modifications based on this technical concept are within the protection scope of this application.

[0132] This application also provides a three-axis linkage anti-sway positioning control device for vehicles; please refer to [reference needed]. Figure 8 The three-axis linkage anti-sway positioning control device for the vehicle includes:

[0133] Data acquisition module 10 is used to acquire the current position of the trolley X-axis, the current position of the trolley Y-axis, the current position of the lifting Z-axis, and the target position of the three axes sent by the programmable logic controller;

[0134] The path planning module 20 is used to plan the three-axis coordinated motion path based on the current position of the large vehicle X-axis, the current position of the small vehicle Y-axis, the current position of the lifting Z-axis, and the target position of the three axes, by inputting a shaping control algorithm and a position control algorithm.

[0135] The speed setting module 30 is used to generate the speed setting values ​​of the main vehicle, the speed setting value of the trolley, and the lifting speed setting value based on the three-axis cooperative motion path.

[0136] The data transmission module 40 is used to send the given values ​​of the trolley speed, the trolley speed, and the lifting speed to the programmable logic controller so that the trolley frequency converter, the trolley frequency converter, and the lifting frequency converter drive the three axes to run synchronously to the target position of the three axes.

[0137] The three-axis linkage anti-sway positioning control device for vehicles provided in this application adopts the three-axis linkage anti-sway positioning control method in the above embodiments, which can solve the technical problem of how to achieve high-precision anti-sway positioning of three-axis linkage for vehicles. Compared with the prior art, the beneficial effects of the three-axis linkage anti-sway positioning control device for vehicles provided in this application are the same as the beneficial effects of the three-axis linkage anti-sway positioning control method for vehicles provided in the above embodiments, and other technical features in the three-axis linkage anti-sway positioning control device are the same as the features disclosed in the methods of the above embodiments, and will not be repeated here.

[0138] This application provides a three-axis linkage anti-sway positioning control device for a vehicle. The three-axis linkage anti-sway positioning control device for a vehicle includes: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions that can be executed by the at least one processor, and the instructions are executed by the at least one processor to enable the at least one processor to execute the three-axis linkage anti-sway positioning control method of the vehicle described in Embodiment 1 above.

[0139] The following is for reference. Figure 9 This document illustrates a structural schematic diagram of a vehicle three-axis linkage anti-sway positioning control device suitable for implementing embodiments of this application. The vehicle three-axis linkage anti-sway positioning control device in the embodiments of this application may include, but is not limited to, mobile terminals such as mobile phones, laptops, digital radio receivers, PDAs (Personal Digital Assistants), PADs (Portable Application Description), PMPs (Portable Media Players), and in-vehicle terminals (e.g., in-vehicle navigation terminals), as well as fixed terminals such as digital TVs and desktop computers. Figure 9 The illustrated three-axis linkage anti-sway positioning control device for vehicles is merely an example and should not impose any limitations on the functionality and scope of use of the embodiments of this application.

[0140] like Figure 9As shown, the three-axis linkage anti-sway positioning control device for a crane may include a processing unit 1001 (e.g., a central processing unit, a graphics processing unit, etc.), which can perform various appropriate actions and processes according to the program stored in ROM (Read Only Memory) 1002 or the program loaded from storage device 1003 into RAM (Random Access Memory) 1004. RAM 1004 also stores various programs and data required for the operation of the three-axis linkage anti-sway positioning control device. The processing unit 1001, ROM 1002, and RAM 1004 are interconnected via bus 1005. Input / output (I / O) interface 1006 is also connected to the bus. Typically, the following systems can be connected to I / O interface 1006: input devices 1007 including, for example, touchscreens, touchpads, keyboards, mice, image sensors, microphones, accelerometers, gyroscopes, etc.; output devices 1008 including, for example, LCDs (Liquid Crystal Displays), speakers, vibrators, etc.; storage devices 1003 including, for example, magnetic tapes, hard disks, etc.; and communication devices 1009. Communication device 1009 allows the three-axis linkage anti-sway positioning control device for the vehicle to communicate wirelessly or wiredly with other devices to exchange data. Although the figure shows a three-axis linkage anti-sway positioning control device for the vehicle with various systems, it should be understood that it is not required to implement or possess all the systems shown. More or fewer systems can be implemented alternatively.

[0141] Specifically, according to the embodiments disclosed in this application, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments disclosed in this application include a computer program product comprising a computer program carried on a computer-readable medium, the computer program containing program code for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via a communication device, or installed from storage device 1003, or installed from ROM 1002. When the computer program is executed by processing device 1001, it performs the functions defined in the methods of the embodiments disclosed in this application.

[0142] The three-axis linkage anti-sway positioning control device for cranes provided in this application adopts the three-axis linkage anti-sway positioning control method in the above embodiments, which can solve the technical problem of how to achieve high-precision anti-sway positioning of three-axis linkage for cranes. Compared with the prior art, the beneficial effects of the three-axis linkage anti-sway positioning control device for cranes provided in this application are the same as the beneficial effects of the three-axis linkage anti-sway positioning control method for cranes provided in the above embodiments, and other technical features in this three-axis linkage anti-sway positioning control device are the same as the features disclosed in the method of the previous embodiment, and will not be repeated here.

[0143] It should be understood that the various parts disclosed in this application can be implemented using hardware, software, firmware, or a combination thereof. In the description of the above embodiments, specific features, structures, materials, or characteristics can be combined in any suitable manner in one or more embodiments or examples.

[0144] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

[0145] This application provides a computer-readable storage medium having computer-readable program instructions (i.e., a computer program) stored thereon, the computer-readable program instructions being used to execute the three-axis linkage anti-sway positioning control method for a vehicle in the above embodiments.

[0146] The computer-readable storage medium provided in this application may be, for example, a USB flash drive, but is not limited to, electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, devices, or any combination thereof. More specific examples of computer-readable storage media may include, but are not limited to: electrical connections having one or more wires, portable computer disks, hard disks, RAM (Random Access Memory), ROM (Read Only Memory), EPROM (Erasable Programmable Read Only Memory or Flash Memory), optical fibers, CD-ROM (CD-Read Only Memory), optical storage devices, magnetic storage devices, or any suitable combination thereof. In this embodiment, the computer-readable storage medium may be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, system, or device. The program code contained on the computer-readable storage medium may be transmitted using any suitable medium, including but not limited to: wires, optical cables, RF (Radio Frequency), etc., or any suitable combination thereof.

[0147] The aforementioned computer-readable storage medium may be included in the three-axis linkage anti-sway positioning control device for a crane; or it may exist independently and not be assembled into the three-axis linkage anti-sway positioning control device for a crane.

[0148] The aforementioned computer-readable storage medium carries one or more programs. When these programs are executed by the three-axis linkage anti-sway positioning control device, the device causes the following: it acquires the current X-axis position of the trolley, the current Y-axis position of the hoisting Z-axis, and the target position of the three axes sent by the programmable logic controller (PLC); based on the current X-axis position of the trolley, the current Y-axis position of the trolley, the current Z-axis position of the hoisting, and the target position of the three axes, it plans a three-axis coordinated motion path by inputting a shaping control algorithm and a position control algorithm; it generates a trolley speed setpoint, a trolley speed setpoint, and a hoisting speed setpoint based on the three-axis coordinated motion path; and it sends the trolley speed setpoint, the trolley speed setpoint, and the hoisting speed setpoint to the PLC, so that the trolley inverter, the trolley inverter, and the hoisting inverter drive the three axes to synchronously run to the target position of the three axes.

[0149] Computer program code for performing the operations of this application can be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, and C++, as well as conventional procedural programming languages ​​such as "C" or similar programming languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network—including LAN (Local Area Network) or WAN (Wide Area Network)—or can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0150] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of this application. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0151] The modules described in the embodiments of this application can be implemented in software or hardware. The names of the modules do not necessarily limit the functionality of the unit itself.

[0152] The readable storage medium provided in this application is a computer-readable storage medium that stores computer-readable program instructions (i.e., a computer program) for executing the above-described three-axis linkage anti-sway positioning control method for a traveling vehicle. This solves the technical problem of how to achieve high-precision anti-sway positioning for three-axis linkage of a traveling vehicle. Compared with the prior art, the beneficial effects of the computer-readable storage medium provided in this application are the same as those of the three-axis linkage anti-sway positioning control method for a traveling vehicle provided in the above embodiments, and will not be repeated here.

[0153] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the steps of the above-described three-axis linkage anti-sway positioning control method for vehicles.

[0154] The computer program product provided in this application can solve the technical problem of how to achieve high-precision anti-sway positioning of a three-axis linkage in a crane. Compared with the prior art, the beneficial effects of the computer program product provided in this application are the same as those of the anti-sway positioning control method for a three-axis linkage in a crane provided in the above embodiments, and will not be repeated here.

[0155] The above description is only a part of the embodiments of this application and does not limit the patent scope of this application. All equivalent structural transformations made under the technical concept of this application and using the contents of the specification and drawings of this application, or direct / indirect applications in other related technical fields, are included in the patent protection scope of this application.

Claims

1. A method for three-axis linkage anti-sway positioning control of a traveling vehicle, characterized in that, The method includes: Obtain the current X-axis position of the main vehicle, the current Y-axis position of the auxiliary vehicle, the current Z-axis position of the lifting vehicle, and the target position of the three axes sent by the programmable logic controller; Based on the current position of the large vehicle's X-axis, the current position of the small vehicle's Y-axis, the current position of the lifting Z-axis, and the target positions of the three axes, a three-axis coordinated motion path is planned by inputting a shaping control algorithm and a position control algorithm; Based on the three-axis cooperative motion path, the given values ​​for the main vehicle speed, the trolley speed, and the lifting speed are generated. The setpoint values ​​for the main trolley speed, the trolley speed, and the lifting speed are sent to the programmable logic controller so that the main trolley inverter, the trolley inverter, and the lifting inverter drive the three axes to run synchronously to the target position of the three axes.

2. The method as described in claim 1, characterized in that, The step of planning the three-axis coordinated motion path by inputting a shaping control algorithm and a position control algorithm based on the current position of the large vehicle's X-axis, the current position of the small vehicle's Y-axis, the current position of the lifting Z-axis, and the target position of the three axes includes: Based on the current position of the large vehicle's X-axis, the current position of the small vehicle's Y-axis, the current position of the lifting Z-axis, and the target position of the three axes, a three-dimensional trajectory is planned using a position control algorithm to generate an initial virtual position-time curve containing a set of position-velocity-acceleration parameters with timestamps. By inputting a shaping control algorithm, the acceleration command of the initial virtual position time curve is decomposed into a pulse sequence to obtain a multi-order acceleration pulse sequence. The motion response of the multi-order acceleration pulses is superimposed to generate an anti-sway compensation path segment; The anti-sway compensation path segment and the initial virtual position time curve are kinematically fused in three-dimensional space to obtain an initial cooperative motion path with hysteresis compensation. The initial cooperative motion path is time-series optimized based on the mechanical coupling constraints of the three axes of the trolley, gantry, and lifting system to obtain the three-axis cooperative motion path.

3. The method as described in claim 2, characterized in that, The step of generating an initial virtual position-time curve containing a set of position-velocity-acceleration parameters by performing three-dimensional trajectory planning through a position control algorithm based on the current position of the large vehicle's X-axis, the current position of the small vehicle's Y-axis, the current position of the lifting Z-axis, and the target position of the three axes includes: A three-dimensional spatial motion trajectory function is constructed based on the current position of the large vehicle's X-axis, the current position of the small vehicle's Y-axis, the current position of the lifting Z-axis, and the target positions of the three axes; Based on preset acceleration and deceleration limits and preset positioning speed thresholds, an S-shaped velocity curve is generated to constrain the three-dimensional spatial motion trajectory function. The constrained motion trajectory function is discretized according to a preset control period to generate a time-space coordinate point sequence; Assign position, velocity, and acceleration values ​​to each time-space coordinate point in the time-space coordinate point sequence to form a position-velocity-acceleration parameter set; The position-velocity-acceleration parameter set is fitted into a continuous curve by cubic spline interpolation to obtain the initial virtual position-time curve.

4. The method as described in claim 2, characterized in that, The step of performing pulse sequence decomposition processing on the acceleration command of the initial virtual position time curve through the input shaping control algorithm to obtain a multi-order acceleration pulse sequence includes: Obtain the oscillation period of the hook-load system; The acceleration command of the initial virtual position time curve is split into a first step acceleration value and a second step acceleration value, wherein the second step acceleration value is a first preset ratio multiple of the first step acceleration value; The application time of the first step acceleration value is set as the initial moment, and the application time of the second step acceleration value is set as the oscillation period delayed by a second preset ratio multiple, to obtain a multi-step acceleration pulse sequence containing time tags.

5. The method as described in claim 2, characterized in that, The step of kinematically fusing the anti-sway compensation path segment with the initial virtual position time curve in three-dimensional space to obtain an initial cooperative motion path with hysteresis compensation includes: Extract the three-dimensional spatial coordinate sequence of the anti-shake compensation path segment and its corresponding timestamp sequence; Align and match the timestamp sequence of the anti-shake compensation path segment with the timestamp sequence of the initial virtual position time curve to obtain a timestamp mapping table; Based on the timestamp mapping table, the three-dimensional spatial coordinate sequence of the anti-shake compensation path segment is synchronized by time axis interpolation to generate a set of compensation path coordinate points synchronized with the timestamp of the initial virtual position time curve; The set of coordinate points of the compensation path and the set of spatial coordinate points of the initial virtual position time curve are weighted and superimposed according to a preset weight ratio to obtain a fused coordinate point set. Apply a hysteresis compensation offset to the fused coordinate point set to obtain an initial cooperative motion path with hysteresis compensation.

6. The method as described in claim 2, characterized in that, The multi-stage acceleration pulse includes a first-stage acceleration pulse and a second-stage acceleration pulse; The step of generating an anti-sway compensation path segment by superimposing the motion response of the multi-order acceleration pulses includes: Calculate the first oscillatory response displacement component of the first stepped acceleration pulse in the load-hook system and the second oscillatory response displacement component of the second stepped acceleration pulse in the load-hook system; By superimposing the first oscillation response displacement component and the second oscillation response displacement component, a synthetic displacement trajectory is generated; When the oscillation amplitude of the synthetic displacement trajectory is less than the preset swing threshold, the synthetic displacement trajectory is marked as an effective compensation segment; Based on the spatial coordinate sequence of the effective compensation segment, an anti-shake compensation path segment to eliminate historical oscillations is generated.

7. The method according to any one of claims 1 to 6, characterized in that, The steps for generating the given values ​​for the main vehicle speed, the trolley speed, and the lifting speed based on the three-axis cooperative motion path include: Analyze the three-dimensional spatial velocity change rate curve in the described three-axis cooperative motion path; Detect the real-time mechanical resonance frequency of the three axles: trolley, hoist, and crane. When the phase difference between the three-dimensional spatial velocity change rate curve and the mechanical resonance frequency is less than a preset safety threshold, the three-dimensional spatial velocity change rate curve is subjected to frequency domain notch filtering to obtain the filtered velocity curve. Calculation of triaxial velocity coupling compensation coefficients based on the real-time inertial tensor matrix of hook load; Based on the triaxial velocity coupling compensation coefficient, the filtered velocity curve is dynamically weighted to generate an adjusted velocity curve. Based on the three-axis collaborative timing constraints and anti-sway stability requirements, the adjusted velocity curve is subjected to three-axis timestamp synchronization and acceleration slope constraints to obtain the target velocity curve. The target speed curve is discretized according to a preset control cycle to obtain the setpoint values ​​for the main vehicle speed, the trolley speed, and the lifting speed.

8. A three-axis linkage anti-sway positioning control device for a crane, characterized in that, The device includes: The data acquisition module is used to acquire the current position of the trolley X-axis, the current position of the trolley Y-axis, the current position of the lifting Z-axis, and the target position of the three axes sent by the programmable logic controller. The path planning module is used to plan the three-axis coordinated motion path based on the current position of the X-axis of the main vehicle, the current position of the Y-axis of the trolley, the current position of the Z-axis of the hoisting vehicle, and the target position of the three axes, by inputting the shaping control algorithm and the position control algorithm. The speed setting module is used to generate the setpoint values ​​for the main vehicle speed, the trolley speed, and the lifting speed based on the three-axis cooperative motion path. The data transmission module is used to send the given values ​​of the trolley speed, the trolley speed, and the hoisting speed to the programmable logic controller, so that the trolley frequency converter, the trolley frequency converter, and the hoisting frequency converter drive the three axes to run synchronously to the target position of the three axes.

9. A three-axis linkage anti-sway positioning control device for a crane, characterized in that, The device includes: a memory, a processor, and a computer program stored in the memory and executable on the processor, the computer program being configured to implement the steps of the three-axis linkage anti-sway positioning control method for a vehicle as described in any one of claims 1 to 7.

10. A storage medium, characterized in that, The storage medium is a computer-readable storage medium, and a computer program is stored on the storage medium. When the computer program is executed by a processor, it implements the steps of the three-axis linkage anti-sway positioning control method for a vehicle as described in any one of claims 1 to 7.

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