Method for operating a tower crane, a control unit and a trolley for a tower crane

Abstract

To provide a tower crane, an operation method and a control unit of the tower crane, a trolley for the tower crane, and a trolley for the tower crane.SOLUTION: The method comprises the steps of determining a first pendulum angle characterizing a deflection of an imaginary center of gravity of a multiple pendulum suspended from a trolley (LK) relative to a vertical line passing through the trolley (LK) in a first spatial plane, determining a second pendulum angle characterizing a deflection of the center of gravity of the multiple pendulum relative to a vertical line passing through the trolley (LK) in a second spatial plane, determining a rotation angle (θ) of the tower crane (2) about a vertical axis (H) of the tower (T), and determining variables (u_LK, u_DW, u_HW) for operating the tower crane (2) by means of a rotation mechanism (DW), a hoisting mechanism (HD) and a trolley carriage (WK).SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a tower crane, a tower crane operation method and control unit, a tower crane trolley, and a tower crane trolley. [Background technology]

[0002] This article discusses advances in the field of tower cranes. Summary of the Invention [Problem to be solved by the invention]

[0003] The technical problem of the prior art is solved by a tower crane according to claim 1, a method for operating a tower crane and a control unit according to the dependent claims, a trolley for a tower crane according to another dependent claim, and a trolley for a tower crane according to a further dependent claim. Advantageous embodiments can be found in the dependent claims, the following description and the drawings in the figures. [Means for solving the problem]

[0004] A first aspect of the present specification relates to a tower crane, the tower crane comprising: a tower having a vertical axis; a trolley boom projecting from the tower; a rotation mechanism for rotating at least the trolley boom about the vertical axis; a sensor device for determining a rotation angle of the trolley boom about the vertical axis; a trolley movable along the trolley boom and having at least first and second deflection pulleys for a hoisting cable; a load receiving means having at least one deflection pulley for the hoisting cable; a sensor device arranged on the load receiving means for determining at least a first deflection angle of the load receiving means relative to a vertical line passing through the load receiving means; and a sensor device arranged on the load receiving means for determining, starting from the hoisting mechanism, at least the first deflection pulley of the trolley, at least one deflection pulley of the load receiving means, and The trolley boom includes a hoisting cable guided over a second deflection pulley of the trolley and fastened to a distal section of the trolley boom; a hoisting mechanism; a sensor device arranged on the trolley for detecting at least a second deflection angle of at least a section of the hoisting cable located between the trolley and the load receiving means with respect to a perpendicular line passing through the trolley; a trolley connected to the trolley by the trolley cable for movement along the trolley boom; a sensor device for determining a rotation angle difference between a rotation angle of the trolley boom about a vertical axis and a rotation angle of the trolley about the vertical axis; and a control unit for operating the rotation mechanism, the hoisting mechanism, and the trolley in response to at least the rotation angles, in response to at least one first deflection angle, in response to at least one second deflection angle, and in response to the rotation angle difference.

[0005] The proposed tower crane allows for accurate and real-time determination of the load position during crane operation, in order to reduce load sway, thanks to the provided sensor variables. The proposed tower crane forms the basis for the integration, preparation and computer processing of sensor data to determine an accurate actual position map. Estimation of important control variables, such as angles, is avoided by sensor data fusion, and possible errors in the individual sensor data are compensated for by data fusion. For sensor fusion, different data are determined by the sensor devices on the trolley, the load receiving means and the boom.

[0006] When the crane operator uses a joystick to move the load, he does not have to manually try to reduce the pendulum motion that would otherwise occur. That is, an assistance system is provided that allows the crane operator to advantageously move the load at high speed without having to consider the sway of the load. Thus, the proposed crane allows the load to be lowered more quickly, which has a beneficial effect on the work process on the construction site in terms of time.

[0007] One advantageous embodiment is characterized in that the sensor device for determining the difference in rotation angle is arranged fixedly relative to the trolley boom, in particular on the trolley boom or on the frame of the trolley traveling winch.

[0008] A rigid connection to the trolley boom improves measurement of rotation angle differences. Connection to the trolley frame simplifies assembly and installation of the tower crane.

[0009] One advantageous embodiment is characterized in that the sensor signal generated by the sensor device to determine the difference in rotation angle represents the distance between the sensor device and a section of the trolley cable located between the trolley and a pulley fixed adjacent to the trolley boom, and wherein the difference in rotation angle is determined using the control unit in response to the sensor signal representing the distance.

[0010] The bending of the trolley boom affects the rotational position of the trolley depending on the trolley's position along the trolley boom. The position of the trolley cable section represents the offset of the trolley relative to the rotation angle about the tower's vertical axis. Therefore, the actual rotational position of the trolley relative to the vertical axis can be determined without the use of additional sensors.

[0011] An advantageous embodiment is characterized by the fact that the sensor device for determining the difference in the rotation angle starting from the tower is arranged within the first or proximal half, in particular within the first or proximal third, of the length of the trolley boom.

[0012] The trolley boom bending plays a major role the further the trolley is from the tower. On the other hand, when the trolley is close to the tower, the trolley boom bending plays a subordinate role. Therefore, the proposed placement of the sensor device in the first half or first third is advantageous. This also allows integration with the trolley travelling winch.

[0013] One advantageous embodiment is characterized in that the sensor signal generated by the sensor device for determining the at least one second deflection angle is indicative of a distance between the sensor device and at least one section of the hoisting cable, wherein the at least one second deflection angle is determined by means of the control unit as a function of the sensor signal indicative of the distance.

[0014] Advantageously, by measuring the distance, the at least one second deflection angle can be measured in a simple manner.

[0015] One advantageous embodiment is characterized in that the tower crane includes a further sensor device arranged on the trolley for determining at least one inclination angle of the trolley relative to the horizon, wherein the control unit additionally operates the rotation mechanism, the hoisting mechanism, and the trolley depending on the at least one inclination angle.

[0016] Due to the nonlinear bending of the individual boom segments of the trolley boom, it is difficult to derive the tilt angle by simple mathematical linearization. The proposed sensor detection of the tilt angle improves the accuracy of downstream adjustment.

[0017] A second aspect of the present specification relates to a method for operating a tower crane, comprising the steps of: determining at least a first pendulum angle characterizing a deflection of a virtual center of gravity of multiple pendulums suspended from a trolley toward a vertical line passing through the trolley in a first spatial plane; determining at least a second pendulum angle characterizing a deflection of a virtual center of gravity of the multiple pendulums toward a vertical line passing through the trolley in a second spatial plane; determining at least one rotation angle of the trolley about a vertical axis of the tower; and determining at least one operating variable for operating the tower crane with at least one rotation mechanism, at least one hoisting mechanism, and at least one trolley as a function of the at least one first pendulum angle, as a function of the at least one second pendulum angle, and as a function of the at least one rotation angle.

[0018] By determining the pendulum angle and trolley rotation angle, the load position can be derived and near real-time adjustments can be made based on adjustment models representing the crane and load movements.

[0019] The presented approach advantageously dispenses with the use and derivation of process variables. Instead, the actual load situation on the crane and under the crane boom is determined using the pendulum angle and trolley rotation angle. Using sensor fusion, the influence of the double pendulum typically found in crane operations on the coordination of load movement is reduced or eliminated.

[0020] The proposed method results in a simplified virtual single pendulum system, regardless of the complexity of the mechanical design of the under-trolley arrangement, which can be operated with simpler adjustment algorithms, especially without determining the torsional and bending moments specific to the crane structure. The proposed method can be advantageously applied to a variety of different tower crane configurations without the need to costly adapt the method to the crane design.

[0021] Furthermore, the proposed method or system allows for load position adjustment, i.e., load trajectory specification, as well as load speed adjustment. This makes the proposed method or system comparable to current speed-related crane control using PLCs and more accessible to crane operators. In PLC control, the crane operator specifies the speed of each drive unit with a joystick command. In load speed-related adjustment, the crane operator specifies the load speed with a joystick command. This means that an assistance system for the crane operator can be provided. Meanwhile, the proposed method or system enables fully automated driving. Therefore, the system proposed herein can be used for more intuitive manual control as well as semi-automated or fully automated control, providing the necessary foundation for this.

[0022] One advantageous embodiment includes the steps of determining a deflection angle, in a first plane, of at least one section of the hoisting cable located between the trolley and the luggage receiving means relative to a perpendicular line passing through the trolley, and determining a deflection angle, in the first plane, of the luggage receiving means suspended from the trolley by means of the hoisting cable relative to a perpendicular line passing through the luggage receiving means, wherein the first pendulum angle is determined as a function of the deflection angle of the at least one section of the hoisting cable in the first plane and as a function of the deflection angle of the luggage receiving means in the first plane.

[0023] The precise determination of the pendulum angle is improved by this sensor fusion. Undesired fluctuations in the sensor signals are reduced by sensor fusion.

[0024] One advantageous embodiment comprises a step of determining a first weighting factor as a function of the pendulum length, wherein the first pendulum angle is determined by weighting the deflection angle of the section of the hoisting cable lying in the first plane as a function of the first weighting factor and by weighting the deflection angle of the load receiving means lying in the first plane as a function of the first weighting factor.

[0025] Advantageously, the pendulum length is used to reduce vibrations caused by the design of the trolley and load receiving means at different pendulum lengths to determine the variable.

[0026] One advantageous embodiment includes the steps of determining the inclination angle of the trolley relative to the horizontal line, and determining a compensated deflection angle in a first plane as a function of the inclination angle of the trolley and as a function of the deflection angle in the first plane of at least one section of the hoisting cable, wherein the first pendulum angle is determined as a function of the compensated deflection angle in the first plane of at least one section of the hoisting cable and as a function of the deflection angle in the first plane of the baggage receiving means.

[0027] This sensor fusion accurately accounts for trolley boom deflection, which varies with trolley position, load and trolley boom design.

[0028] One advantageous embodiment includes the steps of determining a deflection angle, in a second plane, of at least one section of the hoisting cable located between the trolley and the luggage receiving means relative to a perpendicular line passing through the trolley, and determining a deflection angle, in the second plane, of the luggage receiving means suspended from the trolley by the hoisting cable relative to a perpendicular line passing through the luggage receiving means, wherein the second deflection angle is determined as a function of the deflection angle in the second plane and as a function of the deflection angle of the luggage receiving means in the second plane.

[0029] This sensor fusion improves the precision of the pendulum angle determination. Unwanted fluctuations in the sensor signals are reduced by sensor fusion.

[0030] One advantageous embodiment comprises the step of determining a second weighting factor as a function of the pendulum length, wherein the second deflection angle is determined by weighting the deflection angle of at least one section of the hoisting cable lying in the second plane as a function of the second weighting factor, and by weighting the deflection angle of the load receiving means lying in the second plane as a function of the second weighting factor.

[0031] Advantageously, the pendulum length is used to reduce vibrations caused by the design of the trolley and load receiving means with different pendulum lengths to determine the actuation variable.

[0032] One advantageous embodiment comprises the steps of determining the length of one of the sections of the hoisting cable between the trolley and the luggage receiving means, and determining the pendulum length as a function of the length of one of the sections of the hoisting cable and a predetermined length, which can be predetermined, in particular manually, during operation, of the luggage cable between the luggage receiving means and the luggage.

[0033] The predetermined length of the load cable compensates for the inaccuracy in determining the total length of the multiple pendulum. This reduces the total error. As long as the total error remains within approximately ±10% of the total length of the multiple pendulum, a well-damped control is guaranteed. This behavior of loads attached to the load receiving means by attachment means has been empirically proven by test runs.

[0034] If the hoisting cable section is 40 m long and the luggage cable is 5 m long, the total length is 45 m. The regulator can therefore tolerate an inaccuracy of ±4.5 m without any problems. In most cases, this leads to the desired regulation behavior. Exceeding this tolerance will result in a slight overshoot, but it will still be smaller than without the proposed regulation.

[0035] One advantageous embodiment includes the steps of determining a rotation angle of the trolley boom about a vertical axis and determining a rotation angle difference between the rotation angle of the trolley boom about the vertical axis and the rotation angle of the trolley about the vertical axis, wherein the rotation angle of the trolley about the tower vertical axis is determined as a function of the rotation angle of the trolley boom and as a function of the rotation angle difference.

[0036] This sensor fusion improves the precision of determining the trolley's rotation angle.

[0037] One advantageous embodiment is characterized in that the determination of at least one operating variable is triggered when at least one of the following conditions occurs: the presence of at least one non-zero setpoint variable, the presence of a manual trigger—originating from the control unit—of the determination of at least one operating variable, and the presence of a request for readjustment.

[0038] One advantageous embodiment comprises a step of updating the model, in particular a matrix characterizing the model, as a function of the pendulum length, as a function of the trolley position and as a function of the mass associated with the multiple pendulums, determined in particular by means of a sensor device, wherein the determination of at least one operating variable is performed as a function of the updated model.

[0039] Advantageously, the position of the trolley, the measured mass and the pendulum length allow the model to be updated.

[0040] One advantageous embodiment comprises a step of updating the regulator, in particular the gain coefficient, as a function of the model, in particular a matrix characterizing the model, and as a function of the pendulum length, wherein the determination of at least one actuation variable is performed as a function of the updated regulator.

[0041] A third aspect of the present specification relates to a control unit for operating a tower crane, comprising: means for determining at least a first pendulum angle characterizing a deflection of a virtual center of gravity of multiple pendulums suspended from a trolley with respect to a perpendicular line passing through the trolley in a first spatial plane; means for determining at least a second pendulum angle characterizing a deflection of a virtual center of gravity of the multiple pendulums with respect to a perpendicular line passing through the trolley in a second spatial plane; means for determining at least one rotation angle of the trolley with respect to a vertical axis of the tower; and means for determining at least one operating variable for operating the tower crane, in particular with at least one rotation mechanism, at least one hoisting mechanism, and at least one trolley of the tower crane, as a function of the at least one first pendulum angle, as a function of the at least one second pendulum angle, and as a function of the at least one rotation angle.

[0042] A fourth aspect of the present specification relates to a trolley for a tower crane, comprising a chassis for moving the trolley along a trolley boom, at least two pulleys fixedly arranged on the chassis for deflecting the hoisting cable towards a load receiving means, and a sensor device fixedly arranged on the chassis for determining a deflection angle of at least one section of the hoisting cable located between the trolley and the load receiving means relative to a perpendicular line passing through the trolley.

[0043] Determining the deflection angle of at least one of the hoisting cables at the trolley allows for a precise determination of the load situation.

[0044] One advantageous embodiment is characterized in that at least one sensor signal generated by the sensor device is representative of the distance between the sensor device and at least one section of the hoisting cable.

[0045] The distance determination allows for a more precise determination of the deflection angle, especially compared to camera measurements.

[0046] One advantageous embodiment is characterized in that at least two sensors are assigned to at least one section of the hoisting cable, the sensors being directed at the section of the hoisting cable from different angles.

[0047] Separating the two sensors from each other improves the measurement itself and also allows for error handling in case the sensor signals conflict.

[0048] One advantageous embodiment is characterized in that at least a part of the sensor device is arranged between at least two sections of the hoisting cable.

[0049] This provides a more compact sensor device. Furthermore, the sensor device is located in a protected manner in the proximal region of the trolley. Furthermore, individual sensors can be integrated to form a unit.

[0050] One advantageous embodiment comprises at least one further sensor device, arranged stationary relative to the trolley, for generating at least one further sensor signal characterizing the inclination of the trolley relative to the horizontal.

[0051] Advantageously, the precise determination of the deflection angle, which is located in the plane straddled by the tower and trolley boom, can thus be improved by sensor fusion.

[0052] A fifth aspect of the present specification relates to a trolley carriage for mounting on a trolley boom of a tower crane, the trolley carriage comprising a frame, a drive unit fixedly arranged relative to the frame for winding and unwinding a trolley cable, and a sensor device fixedly arranged relative to the frame for detecting the difference in rotation angle between the rotation angle of the trolley boom about a vertical axis of the tower of the tower crane and the rotation angle of the trolley about the vertical axis.

[0053] Advantageously, the sensor device for determining the difference in the rotation angle is integrated into the trolley carriage, so that the sensor device does not have to be arranged separately on the trolley boom, resulting in a simplified crane structure.

[0054] One advantageous embodiment is characterized in that the sensor signal generated by the sensor device to determine the difference in rotation angle represents the distance between the sensor device and the section of the trolley cable.

[0055] The bending of the trolley boom affects the rotational position of the trolley depending on the trolley's position along the trolley boom. The position of the trolley cable section represents the offset of the trolley relative to the rotation angle about the tower's vertical axis. In this way, the actual rotational position of the trolley relative to the vertical axis can be determined without the need for additional sensors. [Brief explanation of the drawings]

[0056] [Figure 1] A schematic diagram of a tower crane. [Figure 2] FIG. 1 illustrates a pendulum system. [Figure 3] FIG. 1 illustrates a pendulum system. [Figure 4] FIG. 10 illustrates feedback of a sensor signal. [Figure 5] FIG. 1 illustrates the determination of actuation variables. [Figure 6] FIG. 1 illustrates the determination of actuation variables. [Figure 7] FIG. [Figure 8] FIG. 10 illustrates the determination of the position of a section of a hoisting cable by means of a sensor device. [Figure 9] 10 shows various positions of the trolley and the deflection pulley of the load receiving means; [Figure 10] FIG. [Figure 11] FIG. 10 illustrates the determination of the position of a section of a hoisting cable by means of a sensor device. [Figure 12] FIG. 2 shows the components of the trolley and sensor device. [Figure 13] This figure shows the angle of inclination of the trolley relative to the horizontal line produced by bending the trolley boom. [Figure 14] A diagram showing the difference in rotation angle between the trolley rotation angle and the rotation angle of the trolley arm generated by bending the trolley arm. [Figure 15] FIG. [Figure 16] FIG. 1 illustrates a pendulum system. [Figure 17] FIG. [Figure 18] Top view of a tower crane. [Figure 19] FIG. 1 illustrates a pendulum system. [Figure 20] Figure 1 shows a control unit for operating a tower crane. DETAILED DESCRIPTION OF THE INVENTION

[0057] FIG. 1 shows a schematic side view of a slewing tower crane 2 for lifting, moving and placing a load L. The slewing tower crane 2 comprises a tower T having an imaginary vertical axis H and a trolley boom KA protruding from the tower T, at least a part of which is fixedly arranged on the ground G. In FIG. 1, the trolley boom KA is designed not to teeter. In an example not shown, the trolley boom KA can also be designed to teeter, in which case the teetering trolley boom KA is moved by a teetering drive.

[0058] The tower crane 2 comprises a rotation mechanism DW, for example arranged on the counter boom GA, for rotating at least the trolley boom KA about the vertical axis H. The tower crane 2 comprises a sensor device 510, for example designed in the form of a rotation angle sensor, for determining the rotation angle θ_u of the trolley boom KA about the vertical axis H in the yx-plane.

[0059] The trolley LK, which is movable along the trolley boom KA, comprises first and second deflection pulleys 202, 204 for deflecting the hoisting cable HSL towards the load receiving means UF, which may also be called bottom block or hook block. The load receiving means UF comprises at least one deflection pulley 302 for the hoisting cable HSL, but may also comprise several deflection pulleys for the hoisting cable HSL.

[0060] A sensor device 310, for example in the form of a gyroscope, arranged on the luggage receiving means UF detects a first deflection angle of the luggage receiving means UF relative to a perpendicular line passing through the luggage receiving means UF. It is set to determine TIFF2026012925000002.tif1367.

[0061] The hoisting cable HSL starts from a hoisting mechanism HW, which winds and unwinds the hoisting cable, and is guided over a first deflection pulley 202 of the trolley LK, one deflection pulley 302 of the load receiving means UF, and a second deflection pulley 204 of the trolley LK. The hoisting cable HSL is attached to the distal section 4 of the trolley boom KA.

[0062] The hoisting mechanism HW includes a brake, an electric motor, a transmission, and a winch. A hoisting cable HSL is wound onto the winch of the hoisting mechanism HW to lift the load L and unwound to lower the load L. The hoisting cable HSL is attached, for example, to the distal section 4 of the trolley boom KA. The hoisting cable HSL is guided from the hoisting mechanism to a deflection pulley 202 of the trolley LK by, for example, two deflection pulleys 20, 22 arranged on or near the vertical axis H.

[0063] 1, the sensor device 620 is coupled to the deflection pulley 22 and detects its deflection in the xy plane, which deflection varies depending on the mass m of the suspended load L or of the multiple pendulum below the trolley LK. The sensor device 620 measures, for example, the tensile force acting on the pulley 22. The sensor signal determined by the sensor device 620 represents the mass M.

[0064] The sensor device 210 arranged on the trolley LK detects a second deflection angle of the sections HSL#1, HSL#2 of the hoisting cable HS located between the trolley LK and the load receiving means UF with respect to a perpendicular line passing through the trolley LK. TIFF2026012925000003.tif1367 is arranged to determine the second deflection angle The sensor signal generated by the sensor device 210 to determine the second deflection angle TIFF2026012925000004.tif1367 represents the distance between the sensor device 210 and the sections HSL#1, HSL#2 of the hoisting cable HSL. TIFF2026012925000005.tif1367 is determined by the control unit 100 in response to a sensor signal of the sensor device 210 representing the distance.

[0065] The trolley carriage KW, which is positioned stationary relative to the trolley boom KA, is connected to the trolley LK by a trolley cable KSL for movement along the trolley boom KA. The trolley carriage KW is equipped with a brake, an electric motor, a transmission, and a double winch, which includes two sections connected by a common axis, so that when the double winch rotates in one direction of rotation, it winds up one part of the trolley cable KSL and unwinds the other part, thereby moving the trolley LK.

[0066] Fixed to the frame 402 is a sensor device 420, for example a rotation angle sensor that counts revolutions, which generates a sensor signal that characterizes the position x of the trolley LK.

[0067] The sensor device 410 is arranged to determine the rotation angle difference Δθ between the rotation angle θ_u of the trolley boom KA about the vertical axis H and the rotation angle of the trolley LK about the vertical axis H. The sensor device 410 for determining the rotation angle difference Δθ is fixedly arranged on the trolley boom KA, in particular on the trolley boom KA or on the frame 402 of the trolley carriage KW. The sensor signal generated by the sensor device 410 for determining the rotation angle difference Δθ represents the distance between the sensor device 410 and a section KSL#1 of the trolley cable KSL, which section is located between a deflection pulley 6 fixed proximate to the trolley boom KA and the trolley LK. A deflection pulley 8 arranged distally of the trolley boom KA deflects the trolley cable KSL from the trolley carriage KW to the trolley LK. The rotation angle difference Δθ is determined by the control unit 100 as a function of the sensor signal representing the distance. The sensor device 410 is positioned within the first or proximal half, particularly within the first or proximal third, of the length of the trolley boom KA starting from the tower T.

[0068] For reasons of clarity, the arrangement of the sensor device 410 for determining the difference in rotation angles Δθ is shown diagrammatically in FIG. 1 parallel to the vertical axis z at a distance from the trolley cable KSL. In the embodiment described in the previous paragraph, the sensor device 410 is arranged perpendicular to the projection plane at a distance from the trolley cable KSL. Of course, other embodiments of the sensor device 410 are also conceivable, such as a sensor arranged as shown, which observes the deflection of the trolley cable KSL from vertically above or vertically below, for example optically, and determines a signal representative of the difference in rotation angles Δθ.

[0069] The trolley carriage KW comprises a frame 402 and a drive unit fixed to the frame 402 for winding and unwinding the trolley cable KSL. A sensor device 410 fixed to the frame 402 is arranged to determine a rotation angle difference Δθ between a rotation angle θ_u of the trolley boom KA about a vertical axis H of the tower T of the tower crane 2 and a rotation angle θ of the trolley LK about the vertical axis H. The sensor device 410 is arranged to determine a rotation angle difference Δθ between the rotation angle θ_u of the trolley boom KA about the vertical axis H and the rotation angle θ of the trolley LK about the trolley boom KA. A sensor signal generated by the sensor device 410 to determine the rotation angle difference Δθ represents the distance between the sensor device 410 and the section KSL#1 of the trolley cable KSL.

[0070] The control unit 100 controls the rotation mechanism DW, the hoisting mechanism HW, and the trolley carriage KW to rotate at a first deflection angle θ_u as a function of the rotation angle θ_u. TIFF2026012925000006.tif1367 as a function of the second deflection angle It operates as a function of TIFF2026012925000007.tif1367 and also as a function of the rotation angle difference Δθ.

[0071] A further sensor device 220, which is arranged fixedly on the trolley LK in particular in relation to its chassis and is designed, for example, as a gyroscope, detects the tilt angle of the trolley LK relative to the horizontal. The sensor device 220 determines a sensor signal characterizing the inclination of the trolley LK to the horizon, in particular the angle of inclination relative to the horizontal plane, which is in the xh plane straddled by the vertical axis and the longitudinal axis of the trolley boom. The control unit 100 controls the rotation mechanism DW, the hoisting mechanism HW and the trolley carriage KW to determine the angle of inclination relative to the horizontal plane. Operates additionally as a function of TIFF2026012925000009.tif1317.

[0072] A multiple pendulum suspended from a trolley LK is described below with reference to Figures 2 and 3, and comprises two sections HSL#1, HSL#2 of a hoisting cable HSL, a load receiving means UF suspended from the hoisting cable HSL, a load cable LSL arranged on the load receiving means UF, and a load L arranged on the load cable LSL. The same is true for double trolley operation, where multiple reevings of the hoisting cable provide the pendulums under three or more deflection pulleys of the trolley as reference points on the boom side. In this context, multiple or double pendulums are understood to be arrangements located under the trolley or under the deflection pulleys of the trolley.

[0073] The length l_1 is determined by a sensor 610, for example a rotation angle sensor associated with the hoisting mechanism HW, which counts the number of revolutions. For example, by detecting the rotational position of the hoisting mechanism HW, the distance between the load receiving means UF and the trolley LK can be finally determined.

[0074] The length l_k of the luggage cable LSL between the luggage receiving means UF and the luggage L can be preset, for example, by the control unit 900. The control unit 900 is, for example, a control panel or a remote control. The joystick of the control unit 900 implicitly transmits the target variable S_soll to the control unit 100.

[0075] Figure 2 shows a schematic diagram of the double pendulum present in the tower crane of Figure 1. For this double pendulum consisting of all components below the trolley LK, the two angles of the cables relative to their respective perpendiculars are TIFF2026012925000010.tif1345 and two cable lengths, l1 and l2.

[0076] l1 and angle TIFF2026012925000011.tif1317 is relatively easy to measure, while the length l2 between the baggage receiving means UF and the baggage L, as well as the mass m of the baggage and the center of gravity S of the baggage mass, constantly fluctuate during operation. TIFF2026012925000012.tif1317 is not trivially detectable as a measurement variable. Even if the length l2 is estimated, there is a non-negligible adjustment inaccuracy that will cause the system to continue to fluctuate when the drive is actively controlled.

[0077] Figure 3 shows the simplification proposed herein for considering multiple pendulums to prevent or reduce pendulum motion. The multiple pendulums shown in Figure 2 are considered to be single pendulums. In this case, one variable is the deflection angle of the load relative to the trolley. This deflection angle is relative to the actual pendulum angle relative to any of the objects physically present in the crane operation. TIFF2026012925000013.tif1311 cannot be found in reality and therefore cannot be measured using simple sensors such as cameras, ultrasonic sensors, or laser-based distance measurement systems. TIFF2026012925000014.tif1311 is approximately determined based on sensor measurements. The adjustments described below are based on consideration of, among other things, the following variables: TIFF2026012925000015.tif14160l Distance between the trolley and the virtual center of gravity S of the virtual load L, S is the virtual center of gravity of the virtual load L, and m is the mass of the hypothetical cargo L.

[0078] 4 illustrates the determination of the operating variable or operating speed u by the determination unit 110 based on FIG. 1. The respective operating speeds are given, for example, as a percentage (%) of the maximum speed for the respective drive. At least the sensor data and the setpoint variable S'_soll are supplied to the determination unit 110 to determine the drive speed u. The determination unit 110 determines the setpoint variable S'_soll as a function of the setpoint variable S_soll generated by the control unit 900, whereby the respective setpoint variable S_soll is multiplied by a gain factor.

[0079] Also, a signal ACT can be output by the control unit 900 to the decision unit 110 to activate the decision unit and make adjustments. For example, the lifted load can be moved manually, in which case the control unit 100 adjusts the tower crane to prevent the load from swinging up during the manual movement.

[0080] 5 shows an embodiment of the determination unit 110 of FIG. 4. The means 1002 determines a first pendulum angle, which characterizes the deflection of the virtual center of gravity of the multiple pendulums suspended from the trolley with respect to a perpendicular line passing through the trolley in a first imaginary space plane xh spanned by the vertical axis of the tower of the tower crane. The means 1004 is arranged to determine a second pendulum angle, which characterizes the deflection of the center of gravity of the multiple pendulums relative to a normal passing through the trolley in a second imaginary space plane that is perpendicular to the first space plane xh and runs parallel to the vertical axis H. The means 1006 is arranged to determine a rotation angle θ of the trolley about the vertical axis of the tower as a function of the rotation angle θ_u of the trolley boom and as a function of the difference in rotation angles Δθ.

[0081] Further means 1010 are provided for operating the tower crane, in particular the rotation mechanism, the hoisting mechanism, and the trolley, by converting an operating variable u into a first pendulum angle. Second pendulum angle as a function of TIFF2026012925000018.tif1022 TIFF2026012925000019.tif1022 and as a function of the rotation angle θ.

[0082] The means 1024 are arranged to determine the pendulum length l as a function of the length l_1 of the section of the hoisting cable and as a function of the length l_k of the luggage cable between the luggage receiving means and the luggage, the length l_k being pre-settable in particular manually during operation.

[0083] The means 1012 is arranged to determine a first weighting factor kx as a function of the pendulum length l, where the first pendulum angle TIFF2026012925000020.tif1022 shows the deflection angles in the first plane of sections HSL#1 and HSL#2 of the hoisting cable HSL. TIFF2026012925000021.tif1030 as a function of a first weighting factor kx and a deflection angle of the parcel receiving means UF in the first plane. TIFF2026012925000022.tif1330 as a function of the first weighting factor kx.

[0084] The means 1014 is a compensated deflection angle in a first plane xh. TIFF2026012925000023.tif1330, the tilt angle of the trolley TIFF2026012925000024.tif1317 and of the section of the hoisting cable in the first plane, as a function of the deflection angle TIFF2026012925000025.tif1030, wherein the means 1002 is arranged to determine a compensated deflection angle in the first plane as a function of TIFF2026012925000026.tif1030 as a function of a first weighting factor kx, and a deflection angle of the load carrier in the first plane. TIFF2026012925000027.tif1330 First pendulum angle by weighting as a function of the weighting factor It is arranged to determine TIFF2026012925000028.tif1022.

[0085] The means 1022 is arranged to determine a second weighting factor ky as a function of the pendulum length l, where the means 1004 determines a deflection angle ky of the section of the hoisting cable, which is in the second plane yh. TIFF2026012925000029.tif1330 as a function of a second weighting factor ky and a deflection angle yh of the baggage receiving means UF in the second plane yh. The second deflection angle is calculated by weighting the second weighting factor ky in TIFF2026012925000030.tif1330. It is arranged to determine TIFF2026012925000031.tif1022.

[0086] The means 1030 is arranged to update the model, in particular the matrices A and B characterizing the model, as a function of the pendulum length l of the trolley position x and as a function of the mass m associated with the multiple pendulums. The means 1032 is used to update the regulator and determine a matrix of gain coefficients K' as a function of the model, in particular the matrices A and B characterizing the model and as a function of the pendulum length l. The determination of the variables u_LK, u_DW, u_HW is performed as a function of the updated regulator.

[0087] According to respective blocks 1040, 1042, 1044, 1046 and 1048, the respective derivatives of the respective supplied variables are TIFF2026012925000032.tif13104 is determined. Alternatively, the variable x' can be given directly.

[0088] The means 1010 calculates the operating variable u as a function of the matrix K', the target variable S'_soll, the pendulum length l', the pendulum angle, the trolley rotation angle, and the derivative Determined as a function of TIFF2026012925000033.tif13104.

[0089] Figure 6 shows a further example of the decision unit 110. In contrast to Figure 5, the decision unit 110 comprises an observer 130, to which the determined drive speed u and the measurement signal Z are supplied. The observer determines the state vector Z~. A state regulator 132 and an adder 134 determine the drive speed u, which is set as a function of the state vector Z~ and the target variable S_soll. For example, the transposed gain vector K' is generated by the pole placement method:

[0090]

number

[0091] The trolley state vector, where x' corresponds to the actual speed of LK, is given by:

[0092]

number

[0093] Therefore, the actuation speed u_LK is, for example, as follows:

[0094]

number

[0095] In other words, when the actual target difference is formed in the state vector, Phi_soll and Phi_dot_soll are equal to zero and a multiplication with the gain vector K' is performed, which results in a scalar actuation speed.

[0096] 7 shows a schematic diagram of an example of the structure of the trolley LK. A carriage 206 is provided for moving the trolley LK along the traveling axis 207 of the trolley boom. For example, the carriage 206 comprises a plurality of wheels 212a-d movably mounted on the rails of the trolley boom. At least two deflection pulleys 202, 204 fixed relative to the carriage 206 are arranged to deflect the hoisting cable in the direction of the load receiving means UF.

[0097] The sensor device 210, which is fixedly arranged relative to the carriage 206, measures the deflection angle of the sections HSL#1, HSL#2 of the hoisting cable, which are located between the trolley LK and the load receiving means, relative to a perpendicular line passing through the trolley LK. TIFF2026012925000037.tif1367. The sensor signal generated by the sensor device 210 represents the distance between the sensor device 210 or parts thereof and the respective sections HSL#1, HSL#2 of the hoisting cable, which are located between the deflection pulleys 202, 204 of the trolley LK and the deflection pulley(s) of the load receiving means.

[0098] Two or more sensors 214#1, 216#1; 214#2, 216#2 are associated with each section HSL#1, HSL#2 of the hoisting cable, and these sensors are directed at the sections HSL#1, HSL#2 of the hoisting cable HSL from different angles.

[0099] In an example not shown, the sensor device 210 is arranged at least partially between the two sections HSL#1, HSL#2 of the hoisting cable.

[0100] On the trolley LK, the cable angle To detect the cable deflection, sensors 214#1, 216#1, 214#2, and 216#2 are positioned, for example, as ultrasonic sensors, LiDAR sensors, or other sensors to measure the distance between each sensor 214#1, 216#1, 214#2, and 216#2 and the associated section HSL#1, HSL#2. In the illustrated example, sensors 214#1, 216#1; 214#2, and 216#2 are aligned in pairs perpendicular to the sections HSL#1, HSL#2 in the respective axial directions X and Y. Thus, cable deflection is measured relative to the sensor positions.

[0101] Since the sensors 214 and 216 are aligned relative to each other on the same or parallel axes, any non-parallel cable deflections can be calculated. Therefore, deflections relative to the cables are metrologically compensated for. These are, for example, different formations of the trapezoidal arrangement of the two sections HSL#1, HSL#2 between the trolley LK and the load receiving means that occur during lifting and lowering operations. This effect can be calculated by determining the cable length between the trolley and the load receiving means.

[0102] Figure 8 shows in schematic form the calculation of the sensor distance to hoisting cable section HSL#1 using the example of two sensors 214#1, 216#1. The sensors 214#1, 216#1 assigned to each cable section HSL#1 are aligned in pairs with each other so that the resulting distance C_1 is at a 45° angle with respect to the crane coordinate system.

[0103] Based on measurements U_1 and U_2 representing the respective distances of cable section HSL#1 relative to respective sensors 214#1, 216#1, the following equation can be derived: (1) U1 2 =X 10 2 +Y10 2 (2)U2 2 =Y 10 2 +(C1-X 10 ) 2

[0104] Y 10 2 and X 10 2 Equations (1) and (2) for become: (3)X 10 2 =U1 2 -Y 10 2 (4) Y 10 2 =U2 2 -(C1-X 10 ) 2

[0105] Substituting equation (4) into equation (3), X_10 becomes:

[0106]

number

[0107] As a next step, equation (5) is substituted into equation (4), i.e., Y 10 becomes:

[0108]

number

[0109] As a next step, ΔX1 and ΔY1 can be calculated using the angle functions and the result of equation (6).

[0110]

number

[0111] Similar to equations (7) and (8), ΔX2 and ΔY2 are determined for the other sensor pair on the other side.

[0112] 9 shows how, depending on the position of the luggage receiving means relative to the deflection pulleys 202, 204 of the trolley LK, a movement of the luggage receiving means in the h direction causes an additional deflection ΔX1 and therefore ΔX2 of the hoisting cable HSL in the x direction. This movement is calculated metrologically, but depending on the configuration, this movement can cause the cable to leave the detection range of the sensors from a certain proximity position of the luggage receiving means to the deflection pulleys 202, 204. In particular, when using luggage receiving means with only one deflection pulley 302, the cable angle changes very strongly. This causes the hoisting cable HSL to leave the detection range of the sensors 214#1 and 214#2 shown in FIG. 7. To extend the detection range in the x direction and compensate for the cable deflection due to the lifting and lowering of the luggage receiving means, the sensors 214, 216 can be arranged in pairs in a V-shape relative to FIG. 7.

[0113] Figure 10 illustrates the aforementioned V-shaped arrangement of sensors 214#1 and 216#1, and accordingly 214#2 and 216#2, of the sensor device of trolley LK. Other features of trolley LK can be seen in Figures 1 and 7. The V-shaped arrangement increases the measuring range 218#1, 218#2 in the x-direction, while the measuring range in the y-direction remains largely unchanged.

[0114] In the example shown, the sections HSL#1 and HSL#2 of the hoisting cable are located between the sensors 214, 216. In an alternative example not shown, the sensors 214, 216 are located at least partially, in particular entirely, between the sections HSL#1 and HSL#2 of the hoisting cable.

[0115] FIG. 11 shows the calculation rules for determining the position of each section HSL#1 or HSL#2 of the hoisting cable HSL using the example arrangement of FIG.

[0116] The angle is calculated by equations (9) and (10): (9) U1 2 =X 10 2 +Y 10 2 (10)U2 2 =X 10 2 +(C1-Y 10 ) 2

[0117] Equations (9) and (10) are used to calculate Y 10 2 and X 10 2 Solving for gives: (11)Y 10 2 =U1 2 -X 10 2 (12)X 10 2 =U2 2 -(C1-Y 10 ) 2

[0118] Substituting equation (11) into equation (12), Y_10 becomes: Y 10 2 =U1 2 -(U2 2 -(C1-Y 10 ) 2 ) Y 10 2 =U1 2 -U2 2 +(C1-Y 10 ) 2 Y 10 2 =U1 2 -U2 2 +C1 2 -2 C1 Y 10 +Y 10 2 0=U1 2 -U2 2 +C1 2 -2 C1 Y10

[0119] Y 10 Solving for gives:

[0120]

number

[0121] The calculated quantity Y 10 is X 10 is substituted into equation (12) to calculate:

[0122]

number

[0123] To be able to calculate ΔX1, the height H of the associated isosceles triangle is calculated.

[0124]

number

[0125] Therefore, ΔX1 is:

[0126]

number

[0127] Similar to equations (14) and (17), ΔX2 and ΔY2 are calculated for the opposite sections of the hoisting cable.

[0128] 12 shows that the different lengths L1 and L2 of the sections HSL#1, HSL#2 of the hoisting cable up to the sensor axis 222 result from the unwinding behavior of the hoisting cable over the deflection pulleys 202, 204. This is compensated for by equation (18). Thus, the average cable length L remains constant.

[0129]

number

[0130] The distances ΔX1 and ΔY1 or ΔX2 and ΔY2, determined by equations (7) and (8) or equations (14) and (17), are converted to angles by the known constant cable length to the deflection pulleys 202, 204 from (18).

[0131] Uncompensated angle according to equation (19) TIFF2026012925000047.tif1030 illustrates the deflection of the load relative to the trolley in the x-direction. Due to the tilt of the trolley LK, there is a deviation from the absolute angle of the sections HSL#1 and HSL#2 of the hoisting cable relative to the perpendicular line passing through the trolley LK. Therefore, the uncompensated angle TIFF2026012925000048.tif1326 is compensated.

[0132]

number

[0133] In analogy, angles TIFF2026012925000050.tif1526 is determined according to equation (20). Similar to TIFF2026012925000051.tif1326, this accounts for deflection of the load in the y direction, except in this case no compensation is required.

[0134]

number

[0135] Figure 13 shows the angle of inclination of the trolley used for TIFF2026012925000053.tif1326 shows the compensation for the tilt angle caused by the bending of the trolley boom KA during load movement. TIFF2026012925000054.tif1216 is determined by a sensor on the trolley LK. This tilt angle TIFF2026012925000055.tif1216 measures the absolute angle of the trolley LK relative to the horizontal line in the imaginary hx plane spanned by the tower T and the trolley boom KA. The inclination angle is the angle between the perpendicular line L_LK passing through the center of the trolley and the axis A_LK perpendicular to the current traveling axis of the trolley LK. The result is TIFF2026012925000056.tif1216.

[0136] Determined tilt angle Using TIFF2026012925000057.tif1216, then angle Render TIFF2026012925000058.tif1326 Compensation can be made for TIFF2026012925000059.tif1325.

[0137]

number

[0138] Therefore, two deflection angles or cable angles TIFF2026012925000061.tif1325 and TIFF2026012925000062.tif1526 is detected by equations (20) and (21).

[0139] The measured deflection angles resulting from the different sensor devices 210 and 310 of FIG. 1 are calculated by a factor k x (0≦k x ≦1) and k y (0≦k yThe sensor data of the sensor device on the trolley are superimposed with the inherent fluctuations of the cable section of the hoisting cable for long cable lengths (>50 m). On the other hand, the sensor data of the sensor device on the baggage receiving means are superimposed with the inherent fluctuations of the cable section of the hoisting cable for short cable lengths (<10 m) due to the significant swing of the bottom flange, especially when the hook is empty. Therefore, the pendulum angle (see Figures 2 and 3), which corresponds to the virtual cable angle to the virtual baggage, is determined according to equations (22) and (23).

[0140]

number

[0141] The pendulum length l is the fixable length l K arises on: (24)l=l1+l K

[0142] The fusion of individual sensor data, as performed in Eqs. (22) and (23), reduces or eliminates undesired out-of-phase vibrations.

[0143] The vibrations caused by the load receiving means are detected on the trolley and the load receiving means, which are out of phase with each other, and are advantageously cancelled out by adding equations (22) and (23). This is important because often the two ends of the double pendulum (in this case the trolley and the load) do not move, and only the middle part of the double pendulum (in this case the bottom flange or the load receiving means) still fluctuates.

[0144] The pendulum angle recorded in this way TIFF2026012925000064.tif1318 and TIFF2026012925000065.tif1518 is used as a process variable for the described adjustment. The virtual length, or pendulum length l, is added as a parameter to the crane model. In other words, the load position determined by the aforementioned parameters is introduced into the adjustment system as a process parameter.

[0145] By detecting the deflection of the section KSL#1 of the trolley cable connected to the trolley relative to the longitudinal axis A_KA of the trolley boom KA, the rotation angle θ of the trolley LK around the vertical axis H of the tower T in the xy plane is determined.

[0146] Figure 14 shows that the elastic motion of the trolley boom KA is related to the rotation angle θ of the trolley LK and, therefore, the rotation angle θ of the tower T relative to the trolley boom KA. u 4 shows how the load differs in relation to the longitudinal axis A_KA of the trolley boom KA compared to the load.

[0147] 14, the sensor device 410 for determining the rotation angle difference Δθ includes two sensors 412a and 412b, which are stationary relative to the trolley boom in the imaginary plane xy, with the trolley cable section KSL#1 located between them. The sensors 412a and 412b determine their respective distances to the trolley cable section KSL#1. Knowing the distance between the sensor device 410 and the vertical axis of the tower, the rotation angle difference Δθ can be determined. For example, the sensors 412a and 412b are ultrasonic sensors, LiDAR sensors, or other sensors for measuring the distance between the sensors 412a and 412b and the trolley cable section KSL#1.

[0148] Alternatively, additional sensors such as an electronic compass, GPS, or other geometric measurement methods may be used to determine the difference in rotation angle Δθ.

[0149] As a result, the angle of rotation θ of the trolley LK, and therefore of the load, relative to the longitudinal axis A_KA of the trolley boom KA results in: (25)θ=θ u +Δθ

[0150] In addition to the control system shown in Figure 4a, the state-space representation is described below in general terms. In the state-space representation, an n-th order linear system is decomposed into n first-order subsystems for a clearer mathematical description and state regulator design. For example, a trolley is a multivariable system with four state variables and as many important memory functions. Two of these state variables relate to the trolley and the multiple pendulum, respectively, which includes the hoisting cable, the baggage receiving means, the attachment means, and the baggage. Both systems considered exhibit separate twofold integrating lines. Since the trolley motion always results in the motion of the multiple pendulums, they are coupled to each other. The reaction of the multiple pendulum motion will be ignored here, since the frequency converter regulates the trolley speed, thereby preventing the trolley from moving backward.

[0151] The regulator design is based on a mathematical description obtained from a multivariable system through system analysis. Differential equations are put into matrix and vector form and can be transformed by matrix operations. In this case, the eigenvalues ​​of the system are obtained, and these eigenvalues ​​allow the recognition of system instabilities. When using the pole assignment method, a desired system is created based on the newly selected eigenvalues, which has stable behavior and the desired dynamics. Then, the difference between the actual unstable system and the desired system is applied by the state regulator with the help of the calculated regulator coefficients.

[0152] The function of a state regulator is to calculate an actuation variable from the state variables and the target value. To do this, the state variable is multiplied by a constant regulator coefficient, and the target value is multiplied by a pre-filter value. The sum of these products is therefore the required actuation variable. Essentially, we can speak of four superimposed P regulators. This immediately shows that a state regulator does not have an I or D component. The latter only exists insofar as a state variable can be the derivative of another state variable. Therefore, the D component is again fed into the regulation.

[0153] Figure 15 shows the signal flow diagram obtained from equation (29) below, referring to the trolley. The trolley speed u_LK corresponds to the variable at the regulator output and reacts with a PT1 behavior to sudden changes in the variable. First, we describe the linearized fourth-order process model. The four state variables are defined as follows: x LK position x'=v LK speed TIFF2026012925000066.tif23160 TIFF2026012925000067.tif29160 TIFF2026012925000068.tif1324 can be obtained using an observer or by numerical derivation:

[0154]

number

[0155] To replicate the process and design the state regulator, the following process values ​​are required: T Stell The time constant of the PT1 element that adjusts the actuator (frequency converter + gear motor + inertial mass); l Pendulum length as distance to the load centre of gravity S.

[0156] As mentioned above, the speed transition function can be approximated by the transition function of the PT1 element. Therefore, the trolley speed transition function is as follows:

[0157]

number

[0158] K and T are parameters of the PT1 element and are determined as follows: The derivative of equation (26) gives the LK acceleration:

[0159]

number

[0160] Equation (27)

[0161]

number

[0162]

number

[0163] Figure 16 is used to study the motion of a pendulum system. A suspended multiple pendulum (see Figures 2 and 3 in the previous discussion) is subjected to two forces: a downward load force F g and cable force F S The latter transfers the movement of the trolley LK to a load with mass m at the virtual center of gravity of the multiple pendulum. This balances the horizontal and vertical forces, whose sum is zero according to Newton's equilibrium of forces. The new auxiliary variables are: x_Last is the horizontal position of the virtual center of gravity of the load or multiple pendulum, and h_Last The vertical position of the virtual center of gravity of the load or multiple pendulum.

[0164] The horizontal and vertical forces are obtained according to equations (30) and (31):

[0165]

number

[0166]

number

[0167] For the equation of state containing only TIFF2026012925000076.tif18121, all other variables (F S , x_Last and h_Last) must be cleared. TIFF2026012925000077.tif1339 is used to expand equation (30), Expanding equation (31) using TIFF2026012925000078.tif1336 gives:

[0168]

number

[0169] Subtracting (32) from (33) gives the bar force F S is removed. The result is then divided by the load mass m, thereby also removing m:

[0170]

number

[0171] The coordinates of the package (x_Last and h_Last) are eliminated using the transformation equation:

[0172]

number

[0173] The variables x_Last and h_Last appear in second derivatives in (34) and therefore need to be derived twice:

[0174]

number

[0175] Equations (38) for x_Last'' and h_Last'' are inserted into equations (39). This gives the nonlinear differential equations for the pendulum system:

[0176]

number

[0177] To linearize this differential equation, the pendulum angle TIFF2026012925000084.tif1318 is assumed to be very small:

[0178]

number

[0179] The linearized differential equation (40) is TIFF2026012925000086.tif1764 and is shown as a signal flow diagram in Figure 17.

[0180]

number

[0181] The x'' in the time equation for the pendulum system according to equation (41) can be replaced by the time equation for the trolley (29). This allows us to link the signal flow diagrams above. Equation (29) inserted into (41) becomes:

[0182]

number

[0183] To describe the system in state space, the linear differential equations are transformed into state equations. For this purpose, the variables TIFF2026012925000089.tif1757 and Replace TIFF2026012925000090.tif1823 with the state variables q=[q0,q1,q2,q3]:

[0184]

number

[0185] For the sake of clarity and shorthand, vectors and matrices are introduced. We obtain the vector differential equations for the state variables:

[0186]

number

[0187] The regulator sets the desired speed of the trolley as the target value in the range of -100 to 100% of the nominal speed.

number

[0188] To allow for pendulum-free positioning, a state regulator is used to transform the underdamped real system into a well-damped desired system. To do this, the input and system matrices are first filled in: T = T stg =0.2s;K=K stg =1;l:variable.

[0189]

number

[0190] During auxiliary regulation, the speed of LK becomes the controlled variable. Thus, the regulator ensures that LK follows the speed command as smoothly as possible. In this case, the trolley position is not important, and the state-space representation can be reduced to this state variable. The new matrix representation is:

[0191]

number

[0192] To be able to design the regulator, a cable length depending on the pendulum length l is assumed: for example, if l=5 m, the following matrix expression is obtained:

[0193]

number

[0194] The eigenvalues ​​that describe the system are obtained by finding the zero locations of the characteristic polynomial: (49)det(Λ·IA)=0

[0195] Alternatively, simulation tools are used: (50)eig(A)=[1.4007i-1.4007i-2.5]

[0196] For the first and second imaginary solutions, the first two poles of the real part are zero, so we know that the real system is an undamped oscillatory system.

[0197] For digital control, a discrete representation is required, which can be obtained, for example, in Matlab using the following command: (51)[Ad,Bd,Cd,Dd]=c2d(A,B,C,D,T a );

[0198] T aFor =0.1s:

[0199]

number

[0200] The eigenvalues ​​for the discrete representation are:

[0201]

number

[0202] The first and second complex poles lie on the unit circle and also refer to the oscillating system. To reach the desired system without the pendulum, the system is defined by specifying its eigenvalues. Thus, the poles of the system are specified (pole specification). The poles are placed so as not to exceed the available acceleration moment. The closer the poles are selected to the center of the unit circle, the more dynamic the desired system will be and the larger the maximum deflection angle during the acceleration phase, which will have a negative impact on the steel structure. Therefore, the optimum is determined as a compromise, taking both aspects into account. If the cable length or the pendulum length l changes, the eigenvalues ​​and the resulting regulator will also be recalculated or updated.

[0203] As an alternative to pole presetting, one can also use the Riccati regulator (LQ regulator), which is a state regulator for linear dynamic systems in which the feedback matrix is ​​determined by minimizing a quadratic cost function, which allows for the design of an optimal regulator for a given state weight Q.

[0204] The system analysis of the rotating mechanism is carried out based on Figures 18 and 19. The four state variables of the rotating mechanism are defined as follows: θ DW angle θ' DW angular velocity TIFF2026012925000099.tif25160 TIFF2026012925000100.tif27160This is obtained either by observation or numerical derivation.

[0205] The rotational motion of the trolley boom KA can be described by the following equation: (55)I A ·θ''=MM R where the following variables are used: I A Moment of inertia acting on rotating mechanisms; M driving torque of the rotating mechanism; M R Counter torque;

[0206]

number

[0207] The equations of motion for the load are: (57) m·y L ''=ym·g m Z L ''=F R

[0208] The equation of motion for the load in the Y direction is:

[0209]

number

[0210] The equation of motion of the load in the Z direction is:

[0211]

number

[0212] Equation (55) and equation (56) together give: (60)I A ·θ''=Mm·x·y L ''

[0213] Substituting equation (58) into (60) gives:

[0214]

number

[0215] A transformation from y'' to θ'' is performed to obtain the first differential equation (DE): y≒x·θ y'≒x·θ' y''≒x·θ''

[0216] Substituting the rotation angle θ in radians for y'', we get:

[0217]

number

[0218] The differential equation (64) is identical to the differential equation (DE) (39) from the trolley modeling:

[0219]

number

[0220] Adapted to a rotation mechanism, this becomes:

[0221]

number

[0222] This results in a second differential equation:

[0223]

number

[0224] To linearize the differential equation, the pendulum angle Assume TIFF2026012925000109.tif1520 is very small:

[0225]

number

[0226] The process variable corresponds to the drive torque of the rotating mechanism (DW):

[0227]

number

[0228] In state space representation this becomes:

[0229]

number

[0230] The regulator design for the rotating mechanism (Y direction) and the hoisting mechanism follows essentially the same principles. The result is a crane model in state space, consisting of three states for the trolley model, four states for the rotating mechanism model, and two states for the hoisting model: situation:

[0231]

number

[0232] For example, the regulator may use the current position of the load relative to the horizontal tower axis or the load's velocity as a process variable.

[0233] Each target value x' soll , θ soll , l soll , that is, S sollis incorporated from the joystick input of the control unit. The speed u of each drive unit (trolley carriage, rotating mechanism, and hoisting mechanism) LK , u DW , u HW is used as a preset to achieve both a target load speed or a target load position. Joystick presetting can be done both step-based and as a percentage of maximum speed. The formulas below refer to the examples in Figures 5 and 6.

[0234]

number

[0235] In the regulation loop, the measured variable Each future movement of the TIFF2026012925000115.tif1199 is calculated using the crane model (72). Based on this, the process variables for the subsequent process loop are determined and provided to the crane as target variables.

[0236] In contrast to conventional process systems that only allow damping of fluctuations, the optimal trajectory of the load's movement (based on neutralizing upward fluctuations that lead to pendulum movements) is calculated based on the available (combined) sensor and model data, so that strong pendulum movements caused by the crane operator or crane operation cannot occur.

[0237] Therefore, subsequent damping of the fluctuating pendulum system is not necessary, i.e. the process range designed for this is very limited and can be effectively managed.

[0238] After the regulation is initiated by providing a target value, the regulator goes into an acceleration phase, during which the initial pendulum motion is eliminated as well as the pendulum motion caused by the initial motion. This is followed by a constant travel phase, during which the load moves at a constant speed without pendulum motion, as long as the target value (step) remains constant. Each change in the target value or step initiates an acceleration or braking phase.

[0239] This adjustment is also initiated after a pulsed activation of the control panel. In this case, only the initial pendulum movement is adjusted. The time of the adjustment can be sensibly limited to the pendulum period. As is known, the pendulum period depends only on the length and is calculated using the following formula:

[0240]

number

[0241] 20 schematically illustrates a control unit 100 consisting of a first computing unit 150 and a second computing unit 160. The first computing unit 150 is connected to the drive of the crane and provides safety functions such as emergency stop. For example, the computing unit 150 is designed as a programmable logic regulator, PLC.

[0242] The second computing unit 160 is communicatively coupled to the first computing unit 150. In step 162, the second computing unit 160 listens for messages from the first computing unit S_1, i.e., the second computing unit 160 listens for control telegrams from the PLC. The first computing unit 150 sends periodic messages to the second computing unit 160, including current control commands and sensor data. If the messages include target variables specified by the first computing unit 150, for example, by joystick input from a control panel or wireless remote control, step 164 transfers to block 110 of FIG. 1, where adjustments are made. In step 166, it is checked whether manual activation of adjustments is requested. If so, block 110 is activated.

[0243] In step 168, it is checked whether a readjustment is required. For example, if there is no message from the first computing unit, it is checked whether the actual variable or a variable derived therefrom exceeds a given threshold. If this is the case, block 110 is activated. A readjustment request is determined, for example, if the trolley LK rotation angle θ, the first pendulum angle, or the second pendulum angle exceeds the assigned threshold. Therefore, a readjustment is performed if the load movement is not completed after the absence of a control command. A load readjustment is initiated to prevent the load from swinging.

[0244] Block 110 determines the actuation variables, which are communicated to the first arithmetic unit in step 170 for transfer to the crane drive. The determination of the variables u_LK, u_DW, u_HW by block 110 is therefore triggered when at least one of the following conditions occurs: the presence 164 of the target variable S'_soll not equal to zero; the presence 166 of a manual triggering of the determination 110 of the actuation variables originating from the control unit 900; and the presence 168 of a readjustment request.

Claims

1. At least a first pendulum angle characterizing the deflection of the virtual center of gravity of the multiple pendulums suspended from the trolley (LK) with respect to a perpendicular line passing through the trolley (LK) in the first spatial plane (xh). [Equation 1] determining (1002) At least one second pendulum angle characterizing the deflection of the center of gravity of the multiple pendulums with respect to the perpendicular line passing through the trolley (LK) in a second spatial plane (yh). [Equation 2] determining (1004) Determining (1006) at least one angle of rotation (θ) of said trolley (LK) about the vertical axis (H) of the tower (T); In particular, at least one variable (u_LK, u_DW, u_HW) for operating the tower crane (2) with at least one rotation mechanism (DW), at least one hoisting mechanism (HW), and at least one trolley carriage (KW) is calculated based on the at least one first pendulum angle. [Equation 3] the at least one second pendulum angle as a function of [Equation 4] and as a function of said at least one rotation angle (θ); A method for operating a tower crane (2), comprising:

2. A deflection angle in the first spatial plane (xh) of at least one section (HSL#1, HSL#2) of the hoisting cable (HSL) located between the trolley (LK) and the load receiving means (UF) relative to the perpendicular line passing through the trolley (LK). [Equation 5] determining (210) The deflection angle of the luggage receiving means (UF) suspended from the trolley (LK) by the hoisting cable (HS) in the first spatial plane (xh) relative to the perpendicular line passing through the luggage receiving means (UF). [Equation 6] determining (310) wherein: the first pendulum angle [Equation 7] is the deflection angle of the at least one section (HSL#1, HSL#2) of the hoisting cable (HSL) in the first spatial plane. [Equation 8] and of the baggage receiving means (UF) in the first spatial plane (xh), [Equation 9] The method of claim 1 , wherein the value of the saturation is determined as a function of

3. determining (1012) a first weighting factor (kx) as a function of a pendulum length (l), the first pendulum angle [Equation 10] is the in-plane deflection angle of the sections (HSL#1, HSL#2) of the hoisting cable (HSL) according to the first weighting coefficient (kx). [0011] and in response to said first weighting coefficient (kx), the in-plane deflection angle of said baggage receiving means (UF) [0012] The method of claim 2 wherein the weighting is determined by weighting the

4. The inclination angle of the trolley (LK) relative to the horizontal line [0013] determining (220) a compensated deflection angle in the first spatial plane (xh) [0014] The inclination angle of the trolley (LK) [Equation 15] and the deflection angle in the first spatial plane of the at least one section (HSL#1, HSL#2) of the hoisting cable (HSL). [0016] determining (1014) as a function of wherein the first pendulum angle [Equation 17] is the compensated deflection angle in the first spatial plane of the at least one section (HSL#1, HSL#2) of the hoisting cable (HSL), [Equation 18] and the deflection angle of the baggage receiving means (UF) in the first spatial plane. [Equation 19] The method of claim 2 wherein the value of the saturation voltage is determined as a function of the saturation voltage.

5. A deflection angle in the second spatial plane (yh) of at least one section (HSL#1, HSL#2) of the hoisting cable (HSL) located between the trolley (LK) and the load receiving means (UF) relative to the perpendicular line passing through the trolley (LK). [Equation 20] determining (210) A deflection angle of the luggage receiving means (UF) suspended from the trolley (LK) by the hoisting cable (HSL) in the second spatial plane (yh) relative to the perpendicular line passing through the luggage receiving means (UF). [Equation 21] determining (310) wherein: Second deflection angle [Equation 22] is the deflection angle in the second spatial plane (yh) [Equation 23] as a function of the deflection angle of the load receiving means (UF) in the second spatial plane. [0000] The method of claim 2 wherein the value of the saturation voltage is determined as a function of the saturation voltage.

6. determining (1022) a second weighting factor (ky) as a function of the pendulum length (l), The second deflection angle [Equation 25] is the deflection angle of the at least one section (HSL#1, HSL#2) of the hoisting cable (HSL) in the second spatial plane (yh) according to the second weighting coefficient (ky). [Equation 26] and according to said second weighting coefficient (ky), said deflection angle of said baggage receiving means (UF) in said second spatial plane (yh) [0000] The method of claim 5 , wherein the weighting factor is determined by weighting the weighting factor.

7. determining (310) the length (l_1) of one of the sections (HSL#1, HSL#2) of the hoisting cable (HSL) between the trolley (LK) and the load receiving means (UF); a step (1024) of determining the pendulum length (l) as a function of the length (l_1) of one of the sections (HSL#1, HSL#2) of the hoisting cable (HSL) and of a predetermined length (l_k) of the luggage cable (LSL) between the luggage receiving means (UF) and the luggage (L), which can be predetermined, in particular manually, during operation; The method of claim 2 , comprising:

8. The following conditions: the presence of at least one non-zero target value variable (S'_target value) (164); the presence (166) of a manual activation (110) of the determination (110) of at least one variable originating from the control unit (900); and Presence of a readjustment request (168) 3. The method according to claim 1, wherein the determination (110) of the at least one variable (u_LK, u_DW, u_HW) is triggered if at least one of the following occurs:

9. a step (1030) of updating the model, in particular the matrices (A, B) characterizing said model, as a function of the pendulum length (l), as a function of the position (x) of the trolley (LK), and as a function of the mass (m) associated with said multiple pendulums, in particular determined by a sensor device (620), wherein 3. The method according to claim 1, wherein the determination (1010) of the at least one variable (u_LK, u_DW, u_HW) is performed as a function of the updated model.

10. a step (1032) of updating the regulator, in particular the gain coefficient (K'), as a function of said model, in particular the matrices (A, B) characterizing said model, and as a function of said pendulum length (l), 3. The method according to claim 1, wherein the determination (1010) of the at least one variable (u_LK, u_DW, u_HW) is performed as a function of the updated regulator.

11. At least a first pendulum angle characterizing the deflection of the virtual center of gravity of the multiple pendulums suspended from the trolley (LK) with respect to a perpendicular line passing through the trolley (LK) in the first spatial plane (xh). [0000] means (1002) for determining At least a second pendulum angle characterizing the deflection of the center of gravity of the multiple pendulums relative to the perpendicular line passing through the trolley (LK) in a second spatial plane (yh). [0000] means (1004) for determining means (1006) for determining at least one angle of rotation (θ) of said trolley (LK) about the vertical axis (H) of the tower (T); In particular, at least one variable (u_LK, u_DW, u_HW) for operating the tower crane (2) using at least one rotation mechanism (DW), at least one hoisting mechanism (HW), and at least one trolley carriage (KW) of the tower crane (2) is calculated based on the at least one first pendulum angle. [Equation 30] the at least one second pendulum angle as a function of [Equation 31] and as a function of said at least one rotation angle (θ), A control unit (100) for operating a tower crane (2), comprising:

12. a carriage (206) for moving the trolley (LK) along the trolley boom (KA); at least two deflection pulleys (202, 204) arranged stationary relative to said carriage (206) for deflecting the hoisting cable (HSL) towards the load receiving means (UF); At least one deflection angle of the sections (HSL#1, HSL#2) of the hoisting cable (HSL) located between the trolley (LK) and the load receiving means (UF) relative to a perpendicular line passing through the trolley (LK). [Equation 32] a sensor device (210) fixedly disposed relative to the carriage (206) for determining A trolley (LK) for a tower crane (2).

13. 13. The trolley (LK) according to claim 12, wherein at least one sensor signal generated by the sensor device (210) represents a distance between the sensor device (210) and at least one section (HSL#1, HSL#2) of the hoisting cable (HSL).

14. A trolley (LK) according to claim 12 or 13, wherein at least two sensors (214#1, 216#1; 214#2, 216#2) are associated with the at least one section (HSL#1, HSL#2) of the hoisting cable (HSL), and these sensors are directed towards the section (HSL#1, HSL#2) of the hoisting cable (HSL) from different angles.

15. A trolley (LK) according to claim 12 or 13, wherein the sensor device (210) is at least partially arranged between at least two sections (HSL#1, HSL#2) of the hoisting cable (HSL).

16. A trolley (LK) as described in claim 12 or 13, comprising at least one further sensor device (220) fixedly arranged relative to the carriage (206) for generating at least one further sensor signal characterizing the inclination of the trolley (LK) relative to the horizontal line.

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