Hoist beam trolley cooperative operation method and system based on dual-motor synchronous control

Abstract

The present application relates to the technical field of crane beam trolley control, in particular to a crane beam trolley cooperative operation method and system based on double-motor synchronous control, wherein the method comprises: obtaining working data of the crane beam trolley, calculating running state quantities based on the working data, the running state quantities including position difference; obtaining the difference of the running state quantities within adjacent sampling periods, and calculating the synchronous deviation characteristic quantity of the current sampling period; calculating the synchronous deviation source determination quantity, and the controller generates the deviation source type based on the synchronous deviation source determination quantity; reading the compensation suppression parameters from the preset parameter table, and calculating the double-motor cooperative control quantity in combination with the position deviation expansion trend item, the driving load difference expansion trend item, and the crane beam posture deviation expansion trend item; determining the lag side and the cooperation side based on the position difference of the current crane beam trolley; and controlling the crane beam trolley based on the double-motor cooperative control quantity, the lag side, and the cooperation side.

Description

Technical Field

[0001] This invention relates to the field of beam lifting trolley control technology, and more particularly to a method and system for coordinated operation of beam lifting trolley based on dual-motor synchronous control. Background Technology

[0002] In long-span gantry cranes or bridge cranes, two independently driven electric trolleys are typically installed at both ends of the gantry. These two trolleys, powered by their respective motors, run along the track, jointly moving the gantry and its load. Existing synchronous control schemes generally rely on data such as position, speed, and motor speed collected by encoders, frequency converters, or motor controllers to calculate the position or speed deviations of the trolleys on both sides. The output of the motors on both sides is then adjusted using master-slave control, cross-coupling control, PID control, or fuzzy control to ensure that the trolleys at both ends maintain as consistent a movement as possible. This type of scheme is suitable for general dual-motor synchronous control scenarios. However, in scenarios involving coordinated operation of gantry cranes and trolleys, the trolleys at both ends of the gantry are not simply two independent actuators, but rather form a strongly coupled system through the same gantry and load. When changes occur in local track friction, wheel wear, differences in transmission resistance, load offset, or changes in the attitude of the gantry ends, the same positional deviation exhibited by the trolleys at both ends may correspond to different engineering causes. If the deviation is mainly caused by increased running resistance on one side, appropriately increasing the output of the motor on that side will help restore synchronization; if the deviation is mainly caused by uneven loading of the lifting beam, tilting of the end, or torsion of the beam, quickly catching up with the lagging side may amplify the abnormal posture of the lifting beam, increasing the risk of rail biting, jamming, vibration amplification, and protection shutdown.

[0003] Existing technologies typically treat position differences directly as control errors, which do not adequately utilize changes in motor load and the attitude of the lifting beam end. They also lack processing logic to distinguish between running resistance-type deviations, structural deformation-type deviations, and mixed deviations during the deviation formation process. This results in a mismatch between synchronous control actions and the actual sources of deviation, making it difficult to simultaneously ensure synchronization accuracy, operational stability, and the structural safety of the lifting beam. Summary of the Invention

[0004] To address the aforementioned problems, this invention provides a method and system for the coordinated operation of a beam-lifting trolley based on dual-motor synchronous control.

[0005] To achieve the above objectives, this invention proposes a method for the coordinated operation of a beam-lifting trolley based on dual-motor synchronous control, comprising: Acquire the working data of the lifting beam trolley, and calculate the operating status quantity based on the working data, the operating status quantity including the position difference; The difference in operating status quantities within adjacent sampling periods is obtained, and the synchronization deviation characteristic quantity of the current sampling period is calculated. The synchronization deviation characteristic quantity includes the position deviation expansion trend term, the drive load difference expansion trend term, and the beam attitude deviation expansion trend. Based on the position deviation extension trend term, the drive load difference extension trend term, and the beam attitude deviation extension trend term, the synchronization deviation source determination quantity is calculated, and the controller generates the deviation source type based on the synchronization deviation source determination quantity. The compensation and suppression parameters are read from the preset parameter table, and the dual-motor cooperative control quantity is calculated by combining the position deviation expansion trend term, the drive load difference expansion trend term, and the beam posture deviation expansion trend term. The lag side and the cooperation side are determined based on the current position difference of the beam trolley, and the beam trolley is controlled based on the dual-motor cooperative control quantity, the lag side, and the cooperation side.

[0006] In some embodiments, the working data includes the position of the trolley, motor current, and tilt angle.

[0007] In some embodiments, the operating state quantities also include motor current difference and tilt angle difference.

[0008] In some embodiments, the compensation and suppression parameters include synchronization compensation strength, drag compensation strength, and deceleration suppression strength.

[0009] In some embodiments, after calculating the operating status quantity based on the working data, the method further includes: The controller continuously reads the operating status data for multiple sampling periods; When the position difference of the operating status quantity changes in the same direction over multiple sampling periods, and the corresponding motor current difference or tilt angle difference has the same trend; Then update the aforementioned running status variables; When an isolated transition occurs in a certain period, the running state quantity of the current sampling period is used.

[0010] In some embodiments, the controller generates a deviation source type based on the synchronization deviation source determination quantity, specifically including: The controller accumulates the absolute values ​​of the position deviation expansion trend term, the drive load difference expansion trend term, and the beam attitude deviation expansion trend term to obtain the current deviation intensity; Compare the current deviation intensity with the deviation start boundary in the parameter table; Based on the comparison results, the types of deviation sources are generated.

[0011] In some embodiments, the synchronization deviation characteristic is calculated and generated by the position difference change between adjacent cycles, the motor current difference change between adjacent cycles, the tilt angle difference change between adjacent cycles, the proportional constant, and the coupling coefficient.

[0012] In some embodiments, the synchronization deviation source determination quantity is calculated and generated by the position deviation extension trend term, the drive load difference extension trend term, the beam attitude deviation extension trend term, the first determination sensitivity, the second determination sensitivity, and the stability constant.

[0013] In some embodiments, the position difference, motor current difference, and tilt angle difference correspond one-to-one with the position deviation expansion trend term, the drive load difference expansion trend term, and the beam posture deviation expansion trend term, respectively.

[0014] To achieve the above objectives, another aspect of the present invention proposes a collaborative operation system for a beam-lifting trolley based on dual-motor synchronous control, comprising: The data acquisition module is used to acquire the working data of the lifting beam trolley and calculate the operating status quantity based on the working data, the operating status quantity including the position difference; The data deviation calculation module is used to obtain the difference in the operating status quantities within adjacent sampling periods and calculate the synchronization deviation characteristic quantity of the current sampling period. The synchronization deviation characteristic quantity includes the position deviation expansion trend term, the drive load difference expansion trend term, and the beam attitude deviation expansion trend. The deviation source determination module is used to calculate the synchronous deviation source determination quantity based on the position deviation expansion trend item, the drive load difference expansion trend item, and the beam posture deviation expansion trend item. The controller generates the deviation source type based on the synchronous deviation source determination quantity. The collaborative control module is used to read compensation and suppression parameters from a preset parameter table, and calculate the dual-motor collaborative control quantity by combining the position deviation expansion trend term, the drive load difference expansion trend term, and the beam posture deviation expansion trend term. Based on the current position difference of the beam trolley, the lag side and the cooperation side are determined, and the beam trolley is controlled based on the dual-motor collaborative control quantity, the lag side, and the cooperation side.

[0015] The beneficial effects of this invention are as follows: This application uses the positions of the two trolleys, the currents of the two motors, and the tilt angles of the two ends of the lifting beam as necessary operating data to form operating state quantities including position difference, current difference, and tilt angle difference. Furthermore, it generates a synchronization deviation characteristic quantity based on the changing relationship between adjacent sampling periods, enabling the controller to simultaneously identify the correlation between trolley motion differences, drive load differences, and lifting beam attitude differences. This synchronization deviation characteristic quantity is used to determine the current deviation source type. When the correlation between position deviation expansion and current deviation expansion is stronger, it is classified as a running resistance type deviation; when the correlation between position deviation expansion and tilt angle deviation expansion is stronger, it is classified as a structural deformation type deviation; when both types of correlation exist simultaneously and their dominant relationships are close, it is classified as a mixed type deviation. Based on this, the controller generates dual-motor cooperative control quantities according to the deviation source type and the synchronization deviation characteristic quantity, and determines the lag side and the cooperating side in conjunction with the current position difference direction. For running resistance type deviations, lag side compensation control is implemented; for structural deformation type deviations, both sides are subjected to joint deceleration and single-side catching-up limitation; and for mixed type deviations, limited compensation under deceleration conditions is implemented. The above scheme transforms the dual-motor synchronous control of the girder trolley from simply catching up based on position difference to selecting control actions based on the source of deviation. It can collaboratively handle practical engineering problems such as differences in track resistance, changes in wheel set resistance, girder off-center loading, and abnormal end posture, thereby reducing the risk of beam torsion, rail wear, and vibration caused by erroneous correction and improving the stability and safety of collaborative operation of large-span girder trolleys. Attached Figure Description

[0016] Figure 1 This is a flowchart of a method for coordinated operation of a beam-lifting trolley based on dual-motor synchronous control in a specific embodiment of the present invention; Figure 2 This is a block diagram of a crane trolley cooperative operation system based on dual-motor synchronous control in a specific embodiment of the present invention. Detailed Implementation

[0017] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0018] refer to Figure 1 As shown, one embodiment of this application proposes a method for the coordinated operation of a beam-lifting trolley based on dual-motor synchronous control, including: S1: Obtain the working data of the lifting beam trolley, and calculate the operating status quantities based on the working data. The operating status quantities include position differences, specifically including: A left trolley is installed at the left end of the lifting beam, and a right trolley is installed at the right end. Each trolley is driven by an independent motor and equipped with an encoder, a motor driver current sampling interface, and a tilt sensor. The left encoder is installed at the axle of the left trolley's drive wheel, and the right encoder is installed at the axle of the right trolley's drive wheel. After the encoders output pulse signals, the high-speed counting module in the PLC or motion controller accumulates the pulse count and, combined with the circumference of the drive wheel, calculates the cumulative running position of the trolley along the track direction. The position of the left trolley is denoted as... The position of the car on the right is recorded as The drive currents of the motors at both ends are read in real time by the sampling modules inside the corresponding strain gauges or servo drivers. The current of the left motor is recorded as follows: The current of the motor on the right is recorded as Tilt sensors are fixed at both ends of the lifting beam. MEMS dual-axis tilt modules are preferred as the tilt sensors. They are fixed near the connection between the lifting beam and the trolley. The tilt angle on the left is denoted as... The right-side tilt angle is denoted as Before this method is put into operation, the controller confirms the parameters of the zero point of the left and right encoders, the pulse conversion coefficient, the current running direction, and the installation zero position of the left and right tilt angle sensors to ensure that the data on the left and right sides are located in the same track coordinate and the same tilt angle reference plane. If the equipment has both forward and reverse running conditions, the controller first converts the position data to a unified forward direction coordinate according to the current running command direction, and then generates the subsequent difference value. Among them, the position data is used to characterize the running synchronization status of the two trolleys along the track direction, the current data is used to characterize the changes in the drive load on both sides, and the tilt angle data is used to characterize the attitude changes at both ends of the lifting beam. The controller reads the position of the left and right encoders, the left and right drive currents, and the left and right tilt angles at a fixed sampling period. This sampling period is pre-written by the controller parameter table and preferably maintains an integer multiple relationship with the control refresh period of the two side drives. Each sampling record simultaneously saves the sampling sequence number, sampling timestamp, current running direction, and sensor validity flag, so that the position, current, and tilt angle correspond in time and facilitate subsequent determination of whether a certain data belongs to the same control cycle.

[0019] The operational state variables are derived from the state vector representation approach in classical control theory, which utilizes multiple parameters characterizing the system state to form a unified state set. This scheme, targeting the coordinated operation scenario of a crane beam with two trolleys, sets the state variables as three terms: position difference, current difference, and tilt angle difference. This allows subsequent steps to determine the source of synchronization deviation from three perspectives: trolley motion, driving load, and crane beam attitude. The operational state variables are generated according to the following formula: ; in, These represent operational status quantities, generated by the PLC, motion controller, or edge controller within the same sampling period. The position of the left trolley is indicated by the cumulative pulses from the left encoder and the conversion based on the drive wheel transmission relationship. The position of the right-side carriage is indicated by the cumulative pulses from the right-side encoder and the conversion based on the drive wheel transmission relationship. This indicates the current of the motor on the left, which is read from the current sampling interface of the left inverter, servo driver, or motor controller. This indicates the current of the motor on the right, which is read from the current sampling interface of the inverter, servo driver, or motor controller on the right. The tilt angle of the left end of the lifting beam is indicated by a tilt sensor located near the trolley connection area fixed to the left end of the lifting beam. The tilt angle at the right end of the lifting beam is represented by a tilt sensor fixed near the trolley connection area at the right end of the lifting beam. All the above differences are positive when the left-side data is subtracted from the right-side data, and the same sign convention is maintained throughout the method. If the controller detects an encoder disconnection, current sampling exceeding limits, tilt sensor communication abnormality, or any data timestamp exceeding the allowable deviation of the same sampling period, the record for that period is marked as invalid and will not participate in subsequent feature quantity calculations. The three terms in this formula are stored in vector component form; the position difference, current difference, and tilt angle difference retain their respective physical properties, which are then converted into synchronization deviation features in the next step.

[0020] In actual operation, the controller updates the operating status variables using a continuous sampling confirmation method. The controller continuously reads data from three sampling cycles. When the position difference changes in the same direction within three sampling periods, and the corresponding current difference or tilt angle difference has the same trend, a new operating state value is written. When an isolated transition occurs in a certain period, the operating state value of the previous period is used. If there are invalid records in the three sampling periods, the controller will not use that set of records to update. Instead, it maintains the previous valid operating state and outputs sensor or communication check flags to avoid direct triggering of compensation control by missing data. When the gantry crane trolley passes through track joints, slightly uneven sections, or short-term vibration sections, the encoder position, motor current, or tilt angle may fluctuate at a single point. Continuous sampling and confirmation can ensure that the data written to the buffer is accurate. This more closely approximates the continuous operating state of the beam-lifting trolley. For example, during a beam-lifting operation, the controller reads that the left trolley position is 120.6, the right trolley position is 120.2, the left motor current is 18.5, the right motor current is 14.2, the left tilt angle is 0.7, and the right tilt angle is 0.6. Then the current operating status variables are: ; This operational status variable indicates that a relative positional difference has emerged between the two trolleys, while the difference in drive current between the two sides is significant, and the difference in tilt angle between the two ends of the lifting beam is relatively small. This set of data is written into the controller cache and used as input for the next step of generating the synchronization deviation characteristic.

[0021] S2: Obtain the difference in operating status quantities within adjacent sampling periods, and calculate the synchronization deviation characteristic quantity of the current sampling period. The synchronization deviation characteristic quantity includes the position deviation expansion trend term, the drive load difference expansion trend term, and the beam attitude deviation expansion trend term, specifically including: The running state variables output in step S2 and above As input, the controller reads the running status variables of the current sampling period from the buffer. and the running status variables of the previous sampling period ,in Generated by S1 in the current sampling period, Provided by the previous cycle record stored in the controller's buffer. For ease of subsequent calculations, the controller denotes the three components of the operating state variables as follows: , and ,Right now This represents the position difference of the current sampling period, corresponding to S1. ; This represents the current difference in the current sampling period, corresponding to S1. ; This represents the tilt angle difference in the current sampling period, corresponding to S1. The three components corresponding to the previous sampling period are denoted as follows: , and All by Obtained by reading. The above notation is only used to indicate the components of the running state quantity in adjacent sampling periods; the data source is still formed by S1. .

[0022] The running state variables are expressed in adjacent sampling periods as follows: ; in, The current sampling period's operating status quantity is generated by synchronously acquiring data from the encoder, motor driver current sampling interface, and tilt sensor of S1. The running status quantity of the previous sampling period is read from the controller buffer. and These represent the position difference between the current period and the previous period, respectively. and These represent the current difference between the current cycle and the previous cycle, respectively. and These represent the tilt angle difference between the current cycle and the previous cycle, respectively. This expression originates from the state sequence representation method in discrete-time control, which divides the continuous operation process into adjacent state records according to the sampling period. Based on this expression, this application limits the state records to the position difference, current difference, and tilt angle difference most directly related in the synchronous operation of the two trolleys of the crane beam, so that subsequent calculations can continue to be carried out using the same set of operating state variables.

[0023] The controller then converts the position difference, current difference, and tilt angle difference changes in adjacent cycles into synchronization deviation characteristics. The calculation is based on first-order incremental calculation in discrete time series analysis, which describes the trend of state change by the difference between the current sampling period and the previous sampling period. For the dual-trolley scenario with a suspended beam, the controller adds two coupling processes corresponding to the field mechanism on top of the first-order incremental calculation: first, it correlates the position difference with the current difference to characterize the phenomenon that "the trolley gradually lags behind while the driving load increases synchronously" when track resistance or wheel-rail friction increases; second, it correlates the position difference with the tilt angle difference to characterize the amplifying effect of the end attitude difference on the structural deformation risk when the positions of the two ends of the suspended beam are asynchronous. To ensure that data from three different physical properties enter the same feature quantity, the controller reads the baseline parameters from the parameter table. , , and coupling coefficient ,in As a reference for allowable positional deviation, As a reference for allowable current deviation, To provide a reference for allowable tilt angle deviation, This is the coupling adjustment coefficient. , and All are engineering reference values ​​greater than zero. They are determined and written into the controller parameter table according to the allowable position deviation during the equipment commissioning stage, the normal current fluctuation range of the motor, the allowable tilt angle difference at the end of the lifting beam, and the safety control margin. The parameters are determined based on the actual synchronous changes in position difference and current difference, and position difference and tilt angle difference, after no-load and rated load test runs, and are limited to the effective range given in the controller parameter table. If the controller detects... , or Not written, value less than or equal to zero, or If the amplitude exceeds the valid range and cannot be limited according to the parameter table, no data will be generated in this sampling period. The controller maintains normal synchronous operation or enters a low-speed check state. The synchronization deviation characteristic is generated by the following formula: ; in, The synchronization deviation characteristic of the current sampling period is determined by the controller based on... and Calculated; This indicates the change in position difference between adjacent periods; This indicates the change in current difference between adjacent periods; This represents the change in tilt angle between adjacent periods; , and All values ​​are read from the controller parameter table and used to convert the corresponding changes into proportional values; Read from the controller parameter table, used to adjust the strength of the coupling effect; This indicates the degree to which the current position difference participates in coupling. As the position difference between the two trolleys increases, this term also increases, making the effects of current difference changes and tilt angle differences on the synchronization deviation characteristic more pronounced. This should be confirmed before the controller calculation. and All records are valid and their sampling interval is equal to the preset sampling period. When any record is carried over from the previous period or carries a fault flag, only the status record is retained in this period without updating the synchronization deviation characteristic. The above three components are all proportional values, therefore they can be stored as different components of the same characteristic. The first component (position deviation expansion trend term) is used to characterize the position deviation expansion trend and its correlation with changes in drive load; the second component (drive load difference expansion trend term) is used to characterize the drive load difference expansion trend; and the third component (beam attitude deviation expansion trend term) is used to characterize the beam attitude deviation expansion trend and its correlation with the current position difference. The generated... At the same time, the version of the parameter table and the sampling number used are saved so that S3 can confirm that the input is consistent with the current control cycle.

[0024] This formula is derived from first-order incremental calculations. For the three state components of position, current, and tilt angle, the original increments are respectively... , and To ensure that the increments of different physical properties can be incorporated into the same characteristic quantity, they are divided by the corresponding baseline parameter. , and A proportional value is formed; based on this, considering the actual coupling relationship during the operation of the double trolleys of the lifting beam, the influence of current difference changes on the expansion of position deviation is added to the first component, and the influence of the current tilt angle difference on the structural attitude deviation when the position difference exists is added to the third component. This results in... It reflects not only the direction of change between adjacent cycles, but also the combined state of position deviation, current deviation, and tilt angle deviation. The controller obtains... Then, it is written into the decision input buffer for the next step to determine the type of synchronization deviation source.

[0025] Taking a single beam lifting operation as an example, the operating state variables in the controller buffer from the previous sampling period are: The running state variables for the current sampling period are: Controller parameter table , , , According to the above calculation formula, the first component is... The calculation result is approximately The second component is The calculation result is The third component is The calculation result is approximately Therefore, the current synchronization deviation characteristic is: The results indicate that the position difference between the two trolleys is widening within adjacent sampling periods, and the driving current difference is increasing synchronously, while the tilt angle difference between the two ends of the suspension beam changes less but has already entered the attitude characteristic component along with the current position difference. This synchronous deviation characteristic will be used as the input to S3 to further determine the type of current deviation source.

[0026] S3: Based on the position deviation expansion trend term, drive load difference expansion trend term, and beam posture deviation expansion trend term, calculate the synchronization deviation source determination quantity. The controller generates the deviation source type based on the synchronization deviation source determination quantity, specifically including: S3 The synchronization deviation characteristic generated in the previous step As input, the controller reads the current sampling period from the synchronization deviation feature buffer. And the three components are denoted as follows: , and .in, The results showing the expansion trend of position deviation and its correlation with changes in drive load are derived from S2. The first component; This indicates the trend of increasing load differentials, originating from S2. The second component; The results showing the expansion trend of the beam attitude deviation and its correlation with the current position difference are derived from S2. The third component. Since S2 has already passed the reference parameters. , , The location, current, and tilt angle related data are converted into scaled features. , and Correlation calculations can be performed within the same decision-making process. The controller uses this information when determining the source of the deviation. , and The strength relationship, the left and right directions of the deviation are reserved for S4 to determine the execution side, so that scenarios with left-side lag and right-side lag can be processed according to the same source judgment rule.

[0027] The sources of deviation during the operation of the double trolleys of the lifting beam exhibit clear engineering correspondences. When local friction on the track increases, wheel set resistance rises, or transmission resistance on one side increases, a common phenomenon is that the positional difference between the two trolleys gradually widens, while the output current of the motor on the lagging side increases, indicating that the intensity of the positional deviation and the intensity of the drive load expansion are both enhanced. When the lifting beam is unevenly loaded, the end force is uneven, or the beam is torn, a common phenomenon is that the positional difference and the inclination angle difference between the two ends of the lifting beam expand synchronously, indicating that the intensity of the positional deviation and the intensity of the attitude deviation expansion are both enhanced. Based on this engineering mechanism, the controller uses the basic mathematical approach of product correlation to determine the source, that is, when two features are enhanced simultaneously, their product can represent the degree of their common change. Furthermore, considering the short-term current fluctuations and slight attitude swaying of the lifting beam trolleys in the field, the absolute value term of the corresponding feature and a small deviation suppression parameter are added to the denominator to keep the impact of small fluctuations on the determination result moderate. The controller reads from the same parameter table version before calculation. , and And confirmed that all three were positive, among which The suppression scale corresponding to the load correlation term, The suppression scale corresponding to the pose correlation term, This is to prevent small fluctuations from causing abrupt changes in the source determination value; if the above parameters are missing or do not meet the positive value condition, the controller will not update. The system will continue to use the previous stable deviation source type or maintain normal low-speed synchronous operation. The synchronous deviation source determination quantity is calculated according to the following formula: ; in, This indicates the source determination quantity of the synchronization deviation in the current sampling period, determined by the controller based on... Calculated; The first component of the synchronization deviation characteristic generated by S2 is read to represent the position deviation expansion trend; The second component of the synchronization deviation characteristic generated by S2 is read to represent the trend of the expansion of the drive load difference; The third component of the synchronous deviation characteristic generated by S2 is read to represent the expansion trend of the beam attitude deviation; Read from the controller parameter table, it is used to adjust the sensitivity of the drive load related items. Its value is determined by the track resistance trial run data during the equipment commissioning phase. The sensitivity of the judgment of the lifting beam attitude correlation item is read from the controller parameter table and its value is determined by the lifting beam attitude test run data under rated load. Read from the controller parameter table, this parameter is used to reduce the impact of small current fluctuations and small tilt angle fluctuations on the judgment results. Its value can be set according to the normal fluctuation range during no-load low-speed operation. The first term in the formula represents the correlation between the position deviation expansion intensity and the drive load expansion intensity, and the second term represents the correlation between the position deviation expansion intensity and the beam attitude expansion intensity. Subtracting the two terms... An increase in the positive direction indicates a stronger impact from running resistance. A decrease in the negative direction indicates a stronger influence on structural attitude. Because... , , All are proportional features formed by S2. , and The same proportional judgment scale is also written into the controller parameter table, so the calculation can be completed on a uniform scale. The controller will also record the current cycle. The previous stability determination value is saved simultaneously. When the determination results of adjacent cycles change repeatedly near the boundary, the previous stability type is maintained first or the mixed deviation processing is switched to prevent the control type from frequently switching between drag compensation and attitude suppression.

[0028] The above determination formula is derived from product correlation calculation. For operating resistance type deviation, the original correlation term can be expressed as: This means that when positional deviation expansion and driving load expansion occur simultaneously, the correlation of running resistance is enhanced; for structural deformation-type deviations, the original correlation term can be expressed as... This means that when the expansion of positional deviation and the expansion of the beam's attitude occur simultaneously, the correlation between structural attitude and behavior is enhanced. Considering the situation at the beam's operating site... and There may be short-term spikes; the controller will divide the original product related terms by... and This ensures that the judgment results retain common change relationships while reducing judgment jumps caused by instantaneous fluctuations of individual components. The resulting... The synchronization deviation characteristic obtained from S2 can be further compressed into a source determination quantity with directional meaning, which makes it easier for the controller to generate clear dual-motor control actions in the next step.

[0029] Controller according to Types of sources of generation deviation The controller first... , and The sums are used to obtain the current deviation intensity, and then compared with the deviation start-up boundary in the controller parameter table. Comparison; when the current deviation intensity is less than At that time, the controller will Set as This indicates that normal synchronous operation will continue; when the current deviation intensity reaches... Then, the controller will... Source determination. Both positive and negative decision boundaries are written into the same parameter table during the equipment commissioning phase. Positive decision boundaries are values ​​greater than zero, and negative decision boundaries are values ​​less than zero, forming a buffer zone for mixed or uncertain deviations. When the value exceeds the positive decision boundary in the controller parameter table, the controller will... Set as This indicates a running resistance type deviation; when When the value is less than the negative decision boundary, the controller will... Set as , indicating structural deformation type deviation; when When the controller is located between the positive and negative decision boundaries, it will... Set as This indicates a mixed-type bias. To avoid misjudgment in a single sampling period, the controller can require the same bias source type to appear consecutively within a preset number of confirmations before writing a stable value. If a type jump occurs during continuous confirmation, it will be treated as a mixed-type deviation or the previous stable type. Running resistance type deviations correspond to lag caused by increased local friction on the track, increased wheel set resistance, or increased drive load on one side; structural deformation type deviations correspond to synchronization anomalies caused by uneven loading of the lifting beam, changes in end attitude, or beam torsion; mixed-type deviations correspond to situations where drive load expansion and lifting beam attitude expansion coexist and their dominance is close. The controller will... Write the bias source register and retain the current bias. and This enables the next step to simultaneously determine the actual actions of compensation, deceleration, or limited compensation based on the type of deviation source, the synchronous deviation characteristic quantity, and the current position difference direction.

[0030] During a single beam lifting operation, the synchronization deviation characteristic quantity output by S2 is: Controller reads , and The parameters are written into the parameter table after the equipment is debugged. , , Substituting into the above formula, the driving load correlation term is: The calculation result is approximately The structural attitude correlation term is The calculation result is approximately ,therefore Approximately When the positive decision boundary in the controller parameter table is Negative decision boundary is hour, If the deviation exceeds the positive decision boundary, the controller will determine the source type of the deviation as... This indicates that the correlation between the current position deviation expansion and the drive load expansion is stronger than the correlation between the position deviation expansion and the beam attitude expansion. Subsequent control will perform compensatory control on the side of the trolley with higher current and lagging position. In another operating segment, the synchronization deviation characteristic quantity output by S2 is... Controller reads , and and continue to use , , After substituting into the calculation formula, the driving load related terms are: The calculation result is approximately The structural attitude correlation term is The calculation result is approximately ,therefore Approximately If the deviation is less than the negative decision boundary, the controller will determine the source type of the deviation as... In subsequent control, priority is given to implementing joint deceleration on both sides and single-side catch-up limitation, rather than directly increasing the output of the lagging side.

[0031] S4: Read the compensation and suppression parameters from the preset parameter table, and calculate the dual-motor cooperative control quantity in combination with the position deviation expansion trend term, drive load difference expansion trend term, and beam posture deviation expansion trend term. Determine the lag side and the cooperating side based on the current position difference of the beam trolley, and control the beam trolley based on the dual-motor cooperative control quantity, the lag side, and the cooperating side. Specifically, this includes: S4 outputs the deviation source type from S3. Synchronization deviation characteristic quantity output by S2 And the current operating state quantities formed by S1 and retained by S3 As input, the controller reads from the deviation source register. Read from the synchronization deviation feature buffer and from the current running state quantity Read position difference components The controller will The three components in the equation are continued to be denoted as , and .in, This indicates the trend of position deviation expansion and its correlation with changes in driving load. This indicates the trend of expanding differences in driving load. This indicates the trend of the beam attitude deviation and its correlation with the current position difference; all three are derived from S2. Originating from S3, Derived from the current running status quantity The position difference component. The controller checks this before executing this step. , and The sampling sequence number and parameter table version are used. When the three do not belong to the same control cycle or any input has an invalid flag, no dual-motor cooperative control quantity is generated. Instead, the previous safe output is maintained or the system switches to a low-speed synchronization check state. In this step, the controller converts the deviation source type into the actual dual-motor control action, so that running resistance type deviation, structural deformation type deviation, and mixed type deviation correspond to different cooperative control modes. The basis of this control process comes from the proportional regulation idea in classical closed-loop control, that is, generating control correction quantity according to the magnitude of deviation characteristics. Based on this idea, this application uses the deviation source type obtained in S3 as the basis for selecting control weights, so that the same set of synchronization deviation characteristics produces different motor actions under different deviation sources.

[0032] The controller reads from the parameter table , and .in, Used to adjust the synchronous compensation intensity corresponding to the expansion trend of position deviation. Used to adjust the resistance compensation strength corresponding to the trend of the expansion of the drive load difference. This is used to adjust the speed reduction suppression intensity corresponding to the expansion trend of the lifting beam attitude deviation. The above parameters are written into the controller parameter table during the equipment commissioning phase and can be determined through no-load synchronous operation, rated load synchronous operation, and off-center load test operation, respectively, corresponding to the allowable upper limit and rate of change limit of the controller output correction. The controller also... Select a set of control weights: when When the controller uses conventional synchronous operation weights, the cooperative control quantity remains zero; when When this indicates a drag-type deviation, the controller selects a higher drive load compensation weight and a lower attitude suppression weight; when When the deviation is expressed as structural deformation, the controller selects a higher attitude suppression weight and a lower drive load compensation weight; when... When this occurs, it indicates a mixed-type deviation. The controller simultaneously retains the drive load compensation weight and attitude suppression weight, prioritizing attitude suppression over unilateral rapid catch-up. If the parameter table does not contain a parameter that matches the current... If the corresponding weight reconfiguration fails, or if the weight reconfiguration does not pass the debugging authorization flag, the controller will not output compensation according to the default empirical value, but will instead maintain normal synchronous operation and prompt for readjustment. The controller generates the dual-motor coordinated control quantity according to the following formula: ; in, This represents the dual-motor collaborative control quantity for the current sampling period, which is calculated by the controller and used to correct the target output of both motors. , and Indicates the type of deviation source The corresponding control weights are all read from the controller parameter table. For example, during normal synchronous operation, the weights can be taken as follows: , , Operating resistance type deviation can be taken , , The structural deformation deviation can be taken as , , Mixed-type deviation can be taken , , ; , and Read from the controller parameter table; , and Based on the current synchronization deviation characteristic quantity Read the formula. All three terms in this formula are multiplied by the control gain using proportional characteristics to form the control correction. The first term is used to retain position synchronization compensation, the second to enhance resistance-side compensation, and the third to weaken the rapid leveling action when the beam's attitude expands. The additive and subtractive relationships between the three terms correspond to the field control mechanism: when running resistance increases, it is necessary to increase the lag-side drive correction; when the beam's attitude expands, it is necessary to reduce the leveling impact. Therefore, the attitude term enters the control quantity in a suppressive form. Used as a proportional intermediate quantity within the controller, the actual output is converted into a speed setpoint correction, frequency setpoint correction, or torque limiting correction quantity according to the driver interface type, and is jointly limited by the maximum correction amplitude, single-cycle change rate, motor allowable current, allowable tilt angle of the lifting beam, and on-site safety interlock.

[0033] The controller gets Then, explain according to the current direction of operation. The symbols are used to determine the lagging side and the cooperating side. Taking the trolley moving in the current command direction as an example, when... At that time, the car on the left is relatively ahead, and the car on the right is lagging behind; when At that time, the car on the right is relatively ahead, and the car on the left is lagging behind; when When approaching the zero-deviation boundary set by the controller, the two trolleys operate according to the normal synchronous target. For running resistance-type deviations, the controller will... The corresponding positive correction is applied to the target output of the lagging motor and the rate of change of the target output of the cooperating motor is limited, enabling the obstructed side to obtain higher driving capability. For structural deformation-type deviations, the controller converts the correction corresponding to the attitude suppression term into a reduction in the common target speed of both sides and limits the single-shot catching-up amplitude of the lagging side. For mixed-type deviations, the controller first reduces the common target speed of both sides, and then... The load compensation section of the drive acts on the lagging motor, ensuring that resistance compensation is performed within the attitude suppression range. Under any deviation source type, if the corrected target output exceeds the driver's allowable range, the controller limits the amplitude according to the upper limit in the parameter table. If the tilt angle at either end of the beam reaches the alarm boundary, the motor current exceeds the overload boundary, the position difference between the two sides exceeds the shutdown boundary, or the on-site safety interlock is disconnected, the controller stops executing the compensation output and triggers a deceleration or protection shutdown process. Control commands are sent from the PLC or motion controller to the frequency converters or servo drivers on both sides. The drivers control the corresponding motors to run according to the corrected target output, and in the next sampling cycle, S1 continues to collect new operating status quantities.

[0034] In a scenario involving operational resistance-type deviation, S3 output S2 output ,therefore , , The parameters are written into the parameter table after the equipment is debugged. , , running resistance type weights , , Substituting into the calculation yields... The calculation result is approximately When the current running state variables are... When the controller determines that the right-hand trolley is lagging, it increases the target output of the right-hand trolley motor while limiting the rate of change of the target output of the left-hand trolley, so that the right-hand trolley overcomes the lag caused by track resistance; when At that time, the controller performs compensation on the left-hand trolley in the same manner.

[0035] In a structural deformation-type deviation scenario, S3 output S2 output ,therefore , , Continue to use , , Structural deformation type weights are taken , , Substituting into the calculation yields... The calculation result is approximately This result indicates that the attitude suppression term has offset the position balancing and load compensation terms. The controller will then implement simultaneous deceleration on both sides and limit unilateral balancing actions, thus mitigating the attitude deviation of the suspension beam. If in the same section If it continues to increase, then As the control shifts further in the direction of suppression, the magnitude by which it reduces the speed of the common target increases.

[0036] In mixed-type deviation scenarios, the controller employs hybrid weights, allowing both drive load compensation and attitude suppression to participate in the control simultaneously. Even with significant deviations, this approach ensures effective control. The controller will also... The compensation intensity is limited to prevent one side of the trolley from rapidly catching up when the beam's posture is already abnormal. The final output is the result of synchronous collaborative control of the two motors, including the target output correction amount for the left motor, the target output correction amount for the right motor, and the adjustment amount for the common running speed. The above control results are sent to the two drives for execution. The new position difference, current difference, and tilt angle difference after execution will enter the next sampling cycle, thereby enabling the two trolleys of the beam to maintain coordinated operation under conditions of changing track resistance, beam off-center loading, and end posture changes. The system corresponding to the above method includes a running data acquisition module, a running state quantity generation module, a synchronization deviation characteristic quantity generation module, a deviation source determination module, a dual-motor collaborative control quantity generation module, and a drive output execution module. Each module is connected according to the data flow from S1 to S4, so that the functional units in the system claims can be respectively mapped to specific data sources, calculation processes, and execution results.

[0037] refer to Figure 2 As shown, in another aspect of the embodiments of this application, a collaborative operation system for a crane trolley based on dual-motor synchronous control is also proposed, including: The data acquisition module is used to acquire the working data of the lifting beam trolley and calculate the operating status quantity based on the working data, the operating status quantity including the position difference; The data deviation calculation module is used to obtain the difference in the operating status quantities within adjacent sampling periods and calculate the synchronization deviation characteristic quantity of the current sampling period. The synchronization deviation characteristic quantity includes the position deviation expansion trend term, the drive load difference expansion trend term, and the beam attitude deviation expansion trend. The deviation source determination module is used to calculate the synchronous deviation source determination quantity based on the position deviation extension trend item, the drive load difference extension trend item, and the beam posture deviation extension trend item. The controller generates the deviation source type based on the synchronous deviation source determination quantity. The collaborative control module is used to read compensation and suppression parameters from a preset parameter table, and calculate the dual-motor collaborative control quantity by combining the position deviation expansion trend term, the drive load difference expansion trend term, and the beam posture deviation expansion trend term. Based on the current position difference of the beam trolley, the lag side and the cooperation side are determined, and the beam trolley is controlled based on the dual-motor collaborative control quantity, the lag side, and the cooperation side.

[0038] The above embodiments are merely descriptions of preferred embodiments of the present invention and are not intended to limit the scope of the present invention. Various modifications and improvements made by those skilled in the art to the technical solutions of the present invention without departing from the spirit of the present invention should fall within the protection scope defined by the claims of the present invention.

Claims

1. A method for coordinated operation of a beam-lifting trolley based on dual-motor synchronous control, characterized in that, include: Acquire the working data of the lifting beam trolley, and calculate the operating status quantity based on the working data, the operating status quantity including the position difference; The difference in operating status quantities within adjacent sampling periods is obtained, and the synchronization deviation characteristic quantity of the current sampling period is calculated. The synchronization deviation characteristic quantity includes the position deviation expansion trend term, the drive load difference expansion trend term, and the beam attitude deviation expansion trend. Based on the position deviation extension trend term, the drive load difference extension trend term, and the beam attitude deviation extension trend term, the synchronization deviation source determination quantity is calculated, and the controller generates the deviation source type based on the synchronization deviation source determination quantity. The compensation and suppression parameters are read from the preset parameter table, and the dual-motor cooperative control quantity is calculated by combining the position deviation expansion trend term, the drive load difference expansion trend term, and the beam posture deviation expansion trend term. The lag side and the cooperation side are determined based on the current position difference of the beam trolley, and the beam trolley is controlled based on the dual-motor cooperative control quantity, the lag side, and the cooperation side.

2. The method for coordinated operation of a beam-lifting trolley based on dual-motor synchronous control according to claim 1, characterized in that, The working data includes the position of the trolley lifting beam, the motor current, and the tilt angle.

3. The method for coordinated operation of a beam-lifting trolley based on dual-motor synchronous control according to claim 1, characterized in that, The operating status parameters also include motor current difference and tilt angle difference.

4. The method for coordinated operation of a beam-lifting trolley based on dual-motor synchronous control according to claim 1, characterized in that, The compensation and suppression parameters include synchronous compensation strength, drag compensation strength, and deceleration suppression strength.

5. The method for coordinated operation of a beam-lifting trolley based on dual-motor synchronous control according to claim 1, characterized in that, After calculating the operating status quantities based on the working data, the process further includes: The controller continuously reads the operating status data for multiple sampling periods; When the position difference of the operating status quantity changes in the same direction over multiple sampling periods, and the corresponding motor current difference or tilt angle difference has the same trend; Then update the aforementioned running status variables; When an isolated transition occurs in a certain period, the running state quantity of the current sampling period is used.

6. The method for coordinated operation of a beam-lifting trolley based on dual-motor synchronous control according to claim 1, characterized in that, The controller generates the deviation source type based on the synchronization deviation source determination quantity, specifically including: The controller accumulates the absolute values ​​of the position deviation expansion trend term, the drive load difference expansion trend term, and the beam attitude deviation expansion trend term to obtain the current deviation intensity; Compare the current deviation intensity with the deviation start boundary in the parameter table; Based on the comparison results, the types of deviation sources are generated.

7. The method for coordinated operation of a beam-lifting trolley based on dual-motor synchronous control according to claim 1, characterized in that, The synchronization deviation characteristic is calculated and generated by the position difference change between adjacent cycles, the motor current difference change between adjacent cycles, the tilt angle difference change between adjacent cycles, the proportional constant, and the coupling coefficient.

8. The method for coordinated operation of a beam-lifting trolley based on dual-motor synchronous control according to claim 1, characterized in that, The synchronization deviation source determination quantity is calculated and generated by the position deviation expansion trend term, the driving load difference expansion trend term, the beam attitude deviation expansion trend term, the first determination sensitivity, the second determination sensitivity, and the stability constant.

9. The method for coordinated operation of a beam-lifting trolley based on dual-motor synchronous control according to claim 1, characterized in that, The position difference, motor current difference, and tilt angle difference correspond one-to-one with the position deviation expansion trend term, drive load difference expansion trend term, and beam posture deviation expansion trend term, respectively.

10. A coordinated operation system for a beam-lifting trolley based on dual-motor synchronous control, characterized in that, include: The data acquisition module is used to acquire the working data of the lifting beam trolley and calculate the operating status quantity based on the working data, the operating status quantity including the position difference; The data deviation calculation module is used to obtain the difference in the operating status quantities within adjacent sampling periods and calculate the synchronization deviation characteristic quantity of the current sampling period. The synchronization deviation characteristic quantity includes the position deviation expansion trend term, the drive load difference expansion trend term, and the beam attitude deviation expansion trend. The deviation source determination module is used to calculate the synchronous deviation source determination quantity based on the position deviation expansion trend item, the drive load difference expansion trend item, and the beam posture deviation expansion trend item. The controller generates the deviation source type based on the synchronous deviation source determination quantity. The collaborative control module is used to read compensation and suppression parameters from a preset parameter table, and calculate the dual-motor collaborative control quantity by combining the position deviation expansion trend term, the drive load difference expansion trend term, and the beam posture deviation expansion trend term. Based on the current position difference of the beam trolley, the lag side and the cooperation side are determined, and the beam trolley is controlled based on the dual-motor collaborative control quantity, the lag side, and the cooperation side.

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