Map data for cranes and a method for creating such data, a system for acquiring the position and attitude of a crane's landing target and a method for acquiring its position and attitude, and a crane

Abstract

The present invention provides a crane map data that can more accurately grasp the position and orientation of the landing target while suppressing a significant increase in data capacity, a crane landing target position and orientation acquisition system and method, and a crane. [Solution] In the crane map data D1, each section D has a unique designation number (1111~mnij), and the centers of the lower surfaces of sections D stacked vertically with the same sub-numbers (111~mni), which are part of the designation number, are arranged so that they lie on the same vertical line. The origin gmn is fixed on the ground, and the X and Y coordinates of the vertical line for each sub-number in the reference coordinate system ΣGmn, where the X axis is oriented in the longitudinal direction of section D, the Y axis in the short direction, and the Z axis in the vertical direction, are all orthogonal coordinate axes and are accumulated as the position and orientation of the landing target.

Description

[Technical Field]

[0001] The present invention relates to map data for cranes and a method for creating the same, a system for acquiring the position and orientation of a crane's landing target and a method for acquiring that position and orientation, and to cranes in general, and more specifically to map data for cranes and a method for creating the same, a system for acquiring the position and orientation of a crane's landing target and a method for acquiring that position and orientation, and to cranes in general, which can more accurately grasp the position and orientation of a landing target while suppressing a significant increase in data capacity. [Background technology]

[0002] In the crane device proposed in Patent Document 1, the position where the containers are stacked is virtually set in three-dimensional space, and the virtual stacking position of the containers is defined as an address (bay number X, bay number Y, stacking level Z). After the spreader or trolley moves according to that address, the position of the stacked containers is measured by position detection units such as optical cameras or laser sensors installed on the spreader or trolley. In other words, in order to perform position and orientation adjustment with the crane device proposed in Patent Document 1, it is necessary to bring the spreader or trolley and the object to be loaded close enough that the position of the object to be loaded can be measured, and then measure the relative position of the object to be loaded.

[0003] However, if the spreader or trolley is brought close to the object to be loaded, the relative positional misalignment between them becomes large, resulting in a greater and more frequent adjustment of the lifting equipment for positional alignment. As a result, the lifting equipment vibrates, and it cannot be loaded until the vibration subsides, thus preventing a reduction in the time required for cargo handling. To further reduce the relative positional misalignment just before loading, it is effective to perform positional alignment earlier, but this requires a more accurate understanding of the positional orientation of the virtual loading location of the container. For example, since the number of containers stored in a container terminal is enormous, the data volume of the positional orientation data for each container also becomes enormous. Therefore, further development is needed to more accurately understand the positional orientation of the loading target while suppressing a significant increase in data volume. [Prior art documents] [Patent Documents]

[0004] [Patent Document 1] International Publication Number WO2019 / 008914 [Overview of the project] [Problems that the invention aims to solve]

[0005] The object of the present invention is to provide a crane map data that can more accurately grasp the position and orientation of the landing target while suppressing a significant increase in data capacity, a crane landing target position and orientation acquisition system and method, and a crane. [Means for solving the problem]

[0006] The crane map data of the present invention, which achieves the above objective, is used when handling cargo by a crane, and is a crane map data that aggregates the positional orientation of a number of compartments that virtually represent the storage state of the cargo, wherein each of the compartments has a unique designation number consisting of a lane number, a bay number, a row number, and a tier number, and is arranged such that the centers of the lower surfaces of compartments stacked vertically with the same sub-number, consisting of the lane number, bay number, and row number, lie on the same straight line, the origin is fixed on the ground, and mutually orthogonal coordinate axes are set such that the X-axis is in the longitudinal direction of the compartment, the Y-axis is in the short direction, and the Z-axis is in the extension direction of the straight line, and the X and Y coordinates of the straight line and the skew angle around the straight line for each sub-number are aggregated as the positional orientation.

[0007] The present invention relates to a method for creating map data for a crane, which is used when handling cargo by a crane and is a method for creating map data for a crane that aggregates the positional orientation of a number of compartments that virtually represent the storage state of the cargo, comprising a creation step for creating the map data and a preparation step performed before the creation step, wherein each of the compartments is assigned a unique designation number consisting of a lane number, a bay number, a row number, and a tier number, and a part of the designation number, where the lane number, the bay number, and the row number are the same, The method is characterized by arranging the sections so that the centers of the lower surfaces of the stacked sections lie on the same straight line, setting up a reference coordinate system in which the origin is fixed on the ground and the coordinate axes are mutually orthogonal, with the X axis pointing in the longitudinal direction of the section, the Y axis in the short direction, and the Z axis in the direction of extension of the straight line, obtaining the X and Y coordinates of the straight line and the skew angle around the straight line for each section number in this reference coordinate system, and accumulating the obtained X and Y coordinates and the skew angle for each section number to create the map data.

[0008] The crane landing target position and attitude acquisition system of the present invention comprises a storage unit storing the map data for the crane described above, a calculation processing unit, and an input / output unit, and controls a lifting device of the crane or a load lifted by the lifting device as the control target, and acquires the position and attitude for landing the control target as the target value, characterized in that when the designated number is input via the input / output unit, the calculation processing unit performs data processing to acquire the X coordinates, Y coordinates and skew angle corresponding to the partial number which is a part of the designated number from the map data as the target value for that designated number.

[0009] The present invention provides a method for acquiring the position and attitude of a crane landing target, which uses the map data for the crane described above to control a lifting device or a load lifted by the lifting device, and acquires the position and attitude for landing the control device as a target value, characterized in that the input designation number and the map data are processed by a computing device to identify the X coordinates, Y coordinates and skew angle corresponding to the partial number which is a part of the designation number from the map data, and acquire them as the target value for that designation number.

[0010] The crane of the present invention is characterized by having a storage unit that stores the map data for the crane described above. [Effects of the Invention]

[0011] According to the present invention, since the X-coordinate, Y-coordinate, and skew angle are shared among sections with the same sub-number, the data volume can be reduced compared to data where the position coordinates and skew angle are aggregated for each section. Furthermore, since the X-coordinate and Y-coordinate indicate the position coordinates of the center of the bottom surface of the section, and the skew angle indicates the rotation angle around that center, the data more accurately represents the position and orientation of the section compared to data where the landing target is indicated by address. Therefore, when handling cargo with a crane, using the X-coordinate, Y-coordinate, and skew angle as the position and orientation of the landing target allows for earlier initiation of highly accurate positioning.

[0012] Furthermore, according to the present invention, regardless of the slope of the ground, if the Z-axis of the reference coordinate system is defined to coincide with the vertical direction (gravity line direction), vertical stacking becomes possible, and if the Z-axis is defined perpendicular to the ground, leaning tower stacking becomes possible. In other words, regardless of the slope of the ground on which the goods are stored relative to the horizontal plane, goods can be automatically stacked in a vertical or leaning tower configuration. Generally, in order to stack containers in a vertical or leaning tower configuration, it is necessary to directly measure the slope of the ground relative to the horizontal plane, or to measure the slope in advance and acquire it as data, but the present invention eliminates this trouble. [Brief explanation of the drawing]

[0013] [Figure 1] This is an explanatory diagram illustrating an example of a crane landing target position and attitude acquisition system and a crane. [Figure 2] This flowchart illustrates the procedure for an embodiment of a method for creating map data for cranes. [Figure 3] This is an explanatory diagram illustrating an example of a map data embodiment for cranes. [Figure 4] This is a flowchart illustrating the procedure for controlling a crane. [Figure 5] Step S110 in Figure 4 is a flowchart illustrating the procedure of an embodiment of the method for acquiring the position and attitude of the crane's landing target. [Figure 6]This is an explanatory diagram illustrating the designated section and target value in a given subsection number. [Figure 7] This is a flowchart illustrating the procedure for step S130 in Figure 2. [Figure 8] This is an explanatory diagram illustrating the coordinate systems and position vectors for the reference coordinate system, structural coordinate system, trolley coordinate system, and suspension device coordinate system. [Figure 9] This is an explanatory diagram illustrating structural data. [Figure 10] This is an explanatory diagram illustrating position and orientation data. [Modes for carrying out the invention]

[0014] The following describes the map data for cranes and its creation method, the crane landing target position and attitude acquisition system and method, and the crane itself, based on the embodiments shown in the figures.

[0015] The embodiment of the crane map data D1 illustrated in Figure 3 is stored in the auxiliary storage unit 5c, which is the storage unit of the position and orientation acquisition system 1 provided by the crane 10 illustrated in Figure 1. This map data D1 is used when the crane 10 loads and unloads containers Ct at the container terminal. This map data D1 is created by the embodiment of the method for creating map data for the container terminal illustrated in Figure 2.

[0016] In this creation method, the preparation step S10 and the creation step S20 are executed in order. In the preparation step S10, each section D is assigned a unique designation number (1111~mnij) (S11), and each section D is arranged so that the centers of the bottom surfaces of sections D stacked vertically with the same sub-number (111~mni) lie on the same straight line (S12). In the creation step S20, the reference coordinate system ΣGmn is set (S21), and the X coordinate, Y coordinate, and skew angle for each sub-number are obtained (S22). Finally, map data D1 is created by aggregating the obtained X coordinate, Y coordinate, and skew angle for each sub-number (S23).

[0017] First, let's explain the details of the container terminal illustrated in Figure 1. The container terminal stores numerous containers Ct in numerous storage lanes SL. Within each storage lane SL, numerous containers Ct are arranged in the longitudinal direction (X direction), the short direction (Y direction), and the vertical direction (Z direction) of the containers Ct. The longitudinal direction of the storage lane SL aligns with the longitudinal direction of the containers Ct, and the short direction of the storage lane SL aligns with the short direction of the containers Ct. The arrangement of containers Ct in the storage lane SL is referred to as a bay (X direction), a row (Y direction), and a tier (Z direction). In Figure 1, the dashed rectangles indicate section D, and the shaded section D indicates a designated section Da. The designated section Da is the section D that serves as the landing target for crane 10 during loading and unloading. The designated section Da is selected from among the sections D by a management system (not shown) that manages the containers Ct at the container terminal. Details of section D will be described later.

[0018] Next, the details of the creation method illustrated in Figure 2 will be described. In this creation method, the arithmetic unit 5 is used, but a different arithmetic unit may be used. Each step of this creation method (S11, S12, S21~S23) is executed by various known computers, such as the arithmetic unit 5 or another arithmetic unit, to which the operation of an input device such as a mouse or keyboard is input. The preparation step S10 and the creation step S20 and the details of each step will be described below.

[0019] In step S11, data processing is performed to assign a unique designation number (1111~mnij) to each section D. Section D virtually represents the storage state of container Ct in the container terminal. Virtual means that the storage state of container Ct in the actual container terminal is reproduced in a three-dimensional space created by the computer. Therefore, section D has the same shape as the actual container Ct, and its position and orientation represent the storage state in the actual container terminal. The designation number consists of a lane number (1~m), a bay number (1~n), a row number (1~i), and a tier number (1~j). The lane number indicates the unique number of the storage lane SL (the area where cargo is stored) in the container terminal. The bay number, row number, and tier number indicate the address of container Ct in the storage lane SL (the address where the cargo exists within the area).

[0020] In step S12, data processing is performed to position each section D such that the centers of the lower surfaces of stacked sections D with the same sub-number (111~mni) lie on the same vertical line (gravity line). The sub-number is part of the designated number and consists of the lane number (1~m), bay number (1~n), and row number (1~i). Having the same sub-number means that the remaining numbers of the designated number, excluding the tier number, are the same. In other words, sections D with the same sub-number are stacked vertically.

[0021] The ground (yard surface) of the storage lane SL consists of a flat horizontal surface and an inclined surface with a slope such as a water gradient. There are two methods for stacking containers Ct: vertical stacking, where containers are stacked in the direction of gravity, and leaning tower stacking, where containers are stacked perpendicular to the inclined surface. When the ground is flat with no slope, the two stacking methods are the same. As in this embodiment, if the centers of the undersides of section D with the same section number are aligned on a vertical line, then these section D will automatically be stacked vertically, regardless of the slope of the ground relative to the horizontal surface of the underside of the bottom section D. Alternatively, the centers of the undersides of section D with the same section number may be aligned on a vertical line relative to the ground. In this case, these section D will automatically be stacked leaning tower. In step S12, it is possible to appropriately select whether to use a vertical line (gravity line) or a line perpendicular to the ground as the straight line used.

[0022] The preparation process S10, consisting of steps S11 and S12, can be omitted if a storage plan diagram for the container terminal (a design drawing outlining the storage arrangement of containers Ct at the container terminal) has been created and the layout of each section D, each assigned a unique designation number, has already been determined. In such cases, the storage plan diagram can be digitized, and the preparation process S10 can be omitted. Furthermore, the assigned designation numbers and the layout of each section D do not need to be changed unless there are changes to the storage locations of containers Ct at the container terminal, the number of storage lanes SL, etc. Therefore, once the preparation process S10 has been carried out, it can be omitted unless there are changes to the storage locations of containers Ct at the container terminal, the number of storage lanes SL, etc.

[0023] In step S21, data processing is performed to set the reference coordinate system ΣGmn. The reference coordinate system ΣGmn can be set arbitrarily as long as the origin is fixed to the ground (yard surface) of the container terminal, but a three-dimensional orthogonal coordinate system in which the origin gmn is fixed to the ground (road surface) on which the running device 14, adjacent to the side of the storage lane SL, travels is preferred. The Z axis of the reference coordinate system ΣGmn is the vertical line (gravity line). The X axis indicates the direction of extension of the storage lane SL (the direction of travel of the crane 10), that is, the longitudinal direction of the container Ct stored in the storage lane SL. The Y axis indicates the direction perpendicular to the direction of extension of the storage lane SL, that is, the traverse direction of the trolley 12 and the short direction of the container Ct stored in the storage lane SL.

[0024] The reference coordinate system ΣGmn is preferably set for each storage lane SL, and more preferably for each combination number (11 to mn). The combination number is part of the designation number and consists of a lane number (1 to m) and a bay number (1 to n). Sections D that have the same combination number and are located at the bottom are aligned such that the centers of their respective bottom surfaces lie on a straight line perpendicular to the direction of extension of the storage lane SL in a plan view. That is, it is preferable to set the reference coordinate system ΣGmn such that the centers of their respective bottom surfaces lie on the Y axis. Setting multiple different reference coordinate systems ΣGmn for each combination number in this way is advantageous for more easily representing the two-dimensional position coordinates (X coordinate, Y coordinate) and skew angle of section D.

[0025] In step S22, data processing is performed to obtain the X-coordinate, Y-coordinate, and skew angle for each section number. The X-coordinate and Y-coordinate represent the two-dimensional position coordinates of the vertical line where the center of the bottom surface of section D for each section number exists. The skew angle represents the rotation angle around that vertical line. In step S22, the X-coordinate, Y-coordinate, and skew angle for each section number may be obtained by arranging each section D using computer simulation, or the X-coordinate, Y-coordinate, and skew angle may be obtained based on the storage plan drawing from the container terminal design stage. In other words, in step S22, it is not necessary to actually measure the stacked containers Ct, and the X-coordinate, Y-coordinate, and skew angle for each section number are obtained by using a simpler method of data processing on a computer.

[0026] In step S23, data processing is performed to create map data D1 by aggregating the acquired X coordinates, Y coordinates, and skew angles for each sub-number. The created map data D1 is stored in the auxiliary storage unit 5c of the arithmetic unit 5.

[0027] The map data D1 illustrated in Figure 3 is pre-stored in the auxiliary storage unit 5c of the arithmetic unit 5. Map data D1 is tabular data that aggregates the two-dimensional position coordinates (X coordinate, Y coordinate) and skew angle for each sub-number (111 to mni). Furthermore, a different reference coordinate system ΣGmn is used for each combination number (11 to mn) in map data D1.

[0028] In detail, map data D1 is a collection of two-dimensional position coordinates (X coordinate, Y coordinate) and skew angles for the sub-numbers (111, ..., 11i, ...) in the leftmost column of the table. Furthermore, map data D1 has a different reference coordinate system ΣGmn set for each combination number (11~mn). Two-dimensional position coordinates ((0,Y) for each sub-number 111 ), , , (0, Y 11i The skew angles (0, 0, 0) and the reference coordinate system ΣGmn corresponding to the combination number are obtained individually. For example, the two-dimensional position coordinates (0, Y) of sub-number (111) are obtained using a reference coordinate system ΣGmn corresponding to the combination number. 111The skew angle (0) and the reference coordinate system ΣG11 are obtained using this reference coordinate system.

[0029] In map data D1, the X coordinate is "0" because the combination numbers are the same and the centers of the bottom surfaces of the lowest section D are aligned on the Y axis of the reference coordinate system ΣGmn. The Y coordinate differs for each row number (1 to i). Also, since the X axis of the reference coordinate system ΣGmn indicates the longitudinal direction of container Ct and the Y axis indicates the short direction of container Ct, the skew angle using the reference coordinate system ΣGmn is "0". In this way, by using multiple reference coordinate systems ΣGmn that differ for each combination number, the X coordinate and skew angle for each section number in map data D1 become constant values.

[0030] As described above, according to map data D1, since the X coordinate, Y coordinate, and skew angle are shared among sections D with the same sub-number, the data volume can be reduced compared to data where the position coordinates and skew angle are aggregated for each section D. Furthermore, since the X and Y coordinates indicate the position coordinates of the center of the bottom surface of section D, and the skew angle indicates the rotation angle around that center, it represents the position and orientation of section D more faithfully than addresses such as bay number, row number, and tier number. Therefore, when loading and unloading container Ct with crane 10, using the X coordinate, Y coordinate, and skew angle as the position and orientation of the landing target allows for earlier initiation of highly accurate positioning.

[0031] Furthermore, according to map data D1, the X and Y coordinates for each section number represent the position coordinates in the reference coordinate system ΣGmn of a straight line passing through the centers of the lower surfaces of the stacked sections D. Regardless of the slope of the container terminal ground (yard surface), if the Z axis of the reference coordinate system ΣGmn is defined to coincide with the vertical direction (gravity line direction), vertical stacking becomes possible, and if the Z axis is defined perpendicular to the ground, leaning tower stacking becomes possible. This allows containers to be automatically stacked vertically or in a leaning tower configuration, regardless of the slope of the ground on which the containers Ct are stored relative to the horizontal plane. Generally, stacking containers vertically or in a leaning tower configuration requires directly measuring the slope of the ground relative to the horizontal plane, or measuring and acquiring the slope as data in advance, but this effort can be eliminated by using map data D1.

[0032] Furthermore, map data D1 can be created using a simple method that defines the two-dimensional position coordinates (X coordinate, Y coordinate) and skew angle for each sub-number using a reference coordinate system ΣGmn for each combination number. In other words, creating map data D1 does not require actually stacking containers Ct, nor does it require actually measuring the two-dimensional position coordinates or skew angle. Therefore, it can be created during the construction of the container terminal and used immediately after construction. In addition, by using a different reference coordinate system ΣGmn for each combination number in map data D1, it is possible to represent the X coordinate and skew angle as "0", which is advantageous in reducing the processing load when calculating operation commands for cargo handling by crane 10.

[0033] Next, the crane landing target position and attitude acquisition system and position and attitude acquisition method of the present invention, as well as embodiments of the crane, will be described.

[0034] The embodiment of the position and attitude acquisition system 1 illustrated in Figure 1 comprises position and attitude acquisition devices (2a, 2b, 3, 4) and a calculation device 5. Note that if the position and attitude acquisition system 1 is configured to perform only data processing to acquire the target value TP, which is the position and attitude of the landing target for the crane 10, the position and attitude acquisition devices can be omitted. This position and attitude acquisition system 1 is mounted on a crane 10 that handles containers Ct as cargo at a container terminal. This position and attitude acquisition system 1 enables the implementation of an embodiment of the crane's landing target position and attitude acquisition method illustrated in Figure 5. This position and attitude acquisition method is used to acquire the position and attitude of a designated area Da when the crane 10 lands the controlled object Ca (a container Ct lifted by a lifting device 13) in the designated area Da, which is the landing target.

[0035] This section outlines the method for acquiring position and orientation. This method is implemented as part of the control method for the crane 10, as illustrated in Figure 4. Specifically, step S110, which acquires the target value TP, corresponds to this position and orientation acquisition method. As illustrated in Figure 5, in the procedure for this position and orientation acquisition method (step S110), a sub-number is selected from the designated number (S111), and the two-dimensional position coordinates (X coordinate, Y coordinate) and skew angle are acquired using the selected sub-number and map data D1 (S112). Next, a tier number is selected from the designated number (S113), the Z coordinate is calculated based on the tier number (S114), and the X coordinate, Y coordinate, Z coordinate, and skew angle are acquired as the target value TP. Finally, as illustrated in Figure 4, the trolley 12 and lifting device 13 are activated using the acquired target value TP (S140, S150) to land the controlled object Ca in the designated area Da (S160).

[0036] First, we will explain the details of the crane 10 and the position and attitude acquisition system 1.

[0037] The crane 10 illustrated in Figure 1 can be any known type of crane, such as a gantry crane, transfer crane, or jib crane. This crane 10 is a transfer crane (gantry crane) that crosses over and travels along the storage lane SL present in a container terminal. The crane 10 may also be a crane used for handling cargo other than containers Ct at a known logistics facility other than a container terminal. Examples of logistics facilities include warehouses for temporarily storing cargo and steel plate manufacturing facilities for manufacturing and shipping steel plates.

[0038] The crane 10 comprises a structure 11, a trolley 12, a lifting device 13, a traveling device 14, a traversing device 15, a lifting device 16, and a fine adjustment device 17. The trolley 12 corresponds to a movable part that operates in contact with the structure 11.

[0039] The structure 11 has multiple running gears 14, a girder 18 extending in the direction (Y direction) that crosses the storage lane SL, and multiple legs 19 to which running gears 14 are attached at the lower end and whose upper ends are connected by the girder 18. The structure 11 travels in the direction of travel (X direction) by the multiple running gears 14, and the multiple running gears 14 are in contact with the ground (yard surface). The multiple running gears 14 are arranged on both the side of one end and the side of the other end of the girder 18. The running gears 14 have multiple tires that roll on the ground of the container terminal, but may also have multiple wheels that roll on rails laid in the container terminal. The running gears 14 only need to be able to drive those tires or wheels, and for example, they have an inverter, an electric motor driven by power supplied from the inverter, and a reduction gear that transmits the rotational power of the electric motor to those tires or wheels.

[0040] The trolley 12 moves along the girder 18 in the traverse direction (Y direction) by a traverse device 15. The traverse device 15 has, for example, a plurality of wheels positioned at the lower end of the trolley 12 that roll along rails laid along the girder 18. The traverse device 15 only needs to be able to operate the trolley 12 by rolling these wheels, and has an inverter, an electric motor driven by power supplied from the inverter, and a reduction gear that transmits the rotational power of the electric motor to these wheels. Alternatively, the traverse device 15 may have a drum that winds up and unwinds a cable-like body (wire rope) connected to the trolley 12, and the plurality of wheels may be rolled by rotating the drum with an electric motor to wind up and unwind the cable-like body.

[0041] The lifting device 13 is suspended from the trolley 12 via a cable-like material (wire rope). The lifting device 16 has a drum for winding in and unwinding the cable-like material. The lifting device 16 only needs to be able to rotate its drum and has an inverter, an electric motor driven by power supplied from the inverter, and a reduction gear that transmits the rotational power of the electric motor to the drum.

[0042] The traverse device 15 and the lifting device 16 may be integrated into a common moving device for the trolley 12 and the lifting device 13. This type of common moving device has, for example, four drums in a four-drum bridge-type unloader, each driven by an inverter motor. The traverse device 15 and the lifting device 16 may be installed on the structure 11 or on the trolley 12.

[0043] The number of cable-like bodies supporting the suspension device 13 and the number of drums in the lifting device 16 are not particularly limited and are appropriately selected according to the degree of freedom of operation of the suspension device 13. For example, if the number of cable-like bodies is four and the number of drums is four, the degree of freedom of operation of the suspension device 13 by the lifting device 16 will be six degrees of freedom: translation in the X, Y, and Z directions, trim (rotation around the Y axis), ripping (rotation around the X axis), and skew (rotation around the Z axis). Also, if the number of cable-like bodies is four and the number of drums is two, the degree of freedom of operation of the suspension device by the lifting device 16 will be two degrees of freedom: translation in the Z direction and trim or ripping.

[0044] The fine adjustment device 17 can use various known actuators installed on the trolley 12 or the suspension device 13. Furthermore, the fine adjustment device 17 can also use various known anti-sway devices to suppress vibrations in the suspension device 13, and the actuator and anti-sway device may be used in combination. The fine adjustment device 17 causes tension or slack in the cable-like structure that suspends and supports the suspension device 13, and the resulting tension or slack in the cable-like structure causes the suspension device 13 to move slightly. Multiple fine adjustment devices 17 are provided. For example, if there are four cable-like structures that suspend and support the suspension device 13, two fine adjustment devices 17 are provided, and each fine adjustment device 17 connects the ends of a pair of cable-like structures. Each fine adjustment device 17 causes tension or slack in one of the pair of cable-like structures, or in both cable-like structures. The degree of freedom of the operation of the suspension device 13 by the fine adjustment device 17 may be one degree of freedom due to skew, but it is desirable to have two or more degrees of freedom that include at least translation in the X direction and skew.

[0045] The position and orientation acquisition system 1 is mounted on each crane 10 of the container terminal. This position and orientation acquisition system 1 functions, for example, as part of an automated system that performs data processing to automatically control the operation of the crane 10. The automated system may consist of the position and orientation acquisition system 1 and the control system that controls the operation of the crane 10 as separate components, or, as in this embodiment, the position and orientation acquisition system 1 and the control system that controls the operation of the crane 10 may be integrated into a single unit.

[0046] The position and attitude acquisition devices (2a, 2b, 3, 4) are installed on the crane 10. The position and attitude acquisition devices (2a, 2b, 3, 4) sequentially acquire position and attitude data D3, which is accumulated from multiple measurements in the reference coordinate system ΣGmn, the structure coordinate system ΣLA, ΣLB, the trolley coordinate system ΣT, and the lifting device coordinate system ΣS, as the position and attitude of the structure 11, the trolley 12, and the lifting device 13. The position and attitude data D3 will be described later. The position and attitude acquisition devices (2a, 2b, 3, 4) consist of multiple devices that can directly or indirectly acquire the three-dimensional position coordinates and skew angles of each part of the structure 11, the trolley 12, and the lifting device 13. The multiple devices can be various known devices such as radio wave positioning devices (including devices that use GNNS), self-position estimation devices, inertial navigation devices, rangefinders, and inclinometers, and are not limited to one type of device, but may be a combination of multiple types of devices. In this embodiment, the structural position and orientation acquisition devices 2a and 2b are installed on the structure 11, the movable part position and orientation acquisition device 3 is installed on the trolley 12, and the suspension device position and orientation acquisition device 4 is installed on the trolley 12 and the suspension device 13, respectively.

[0047] The arithmetic unit 5 receives and stores various data, and performs data processing using this data. The arithmetic unit 5 can use various known computers. The arithmetic unit 5 includes an arithmetic processing unit 5a (CPU), a main memory unit 5b (memory), an auxiliary storage unit 5c (e.g., HDD), an input / output unit 5d, etc. The auxiliary storage unit 5c corresponds to the storage unit of the present invention and stores map data D1, structure data D2, position and orientation data D3, target value TP, and control variable Cv. The input / output unit 5d corresponds to various hardware interfaces such as Ethernet.

[0048] Next, an example of a control method for the crane 10 will be described. This control method is performed in order to land the controlled object Ca in the designated area Da.

[0049] Figure 4 shows an example of the procedure for controlling the crane 10, and step S110 of this procedure corresponds to the embodiment of the method for acquiring the position and attitude of the crane's landing target, as illustrated in Figure 5. In this control method, the position and attitude adjustment process S120 is repeatedly performed every period T [ms] from the start of operation of the trolley 12 until the controlled object Ca is landed in the designated section Da. In the procedure of the control method, once the embodiment of the position and attitude acquisition method is implemented and the target value TP is acquired (S110), the position and attitude adjustment process S120 is performed. In the procedure of the position and attitude adjustment process S120, the control amount Cv (position and attitude of the controlled object Ca) is acquired in the same coordinate system as the target value TP (S130). Next, operation commands for the trolley 12 and the lifting device 13 are created to match the control amount Cv to the target value TP (S140), and the trolley 12 and the lifting device 13 are operated based on their respective operation commands (S150). Then, the position and orientation adjustment process S120 is repeated until the controlled object Ca settles in the predetermined section Da (S160:YES), at which point this control method ends.

[0050] In this example, the operation of the trolley 12 is traversal in the Y direction by the traversing device 15. The operation of the suspension device 13 is descent by the lifting device 16 and movement of the suspension device 13 in the X direction and rotation around the vertical line by the fine adjustment device 17. Therefore, in this example, the degree of freedom of movement of the controlled object Ca is four degrees of freedom.

[0051] The position and orientation adjustment process S120 begins when the movement of the structure 11 by the traveling device 14 stops and the trolley 12 starts operating. For example, when the container Ct is lifted by the lifting device 13, the control target Ca rises to a predetermined position and the trolley 12 begins to move horizontally before step S130, which is the position and orientation acquisition method of the present invention, is executed.

[0052] The repetition period T of the position and orientation adjustment process S120 can be arbitrarily set within a range that is shorter than the period from the start of operation of the trolley 12 until the controlled object Ca is brought to rest in the designated section Da. The shorter the period T, the more times the position and orientation adjustment process S120 is repeated until the controlled object Ca is brought to rest, which is advantageous for improving the accuracy of position and orientation adjustment. The period T is preferably 1.0 [s] or less, and more preferably 100 [ms] or less. The sampling period of the position and orientation acquisition device (2a, 2b, 3, 4) can be used for the period T. This sampling period is, for example, 20 ms to 100 ms. By using the sampling period of the position and orientation acquisition device as the period T, the position and orientation of each part of the structure 11, trolley 12, and suspension device 13, which change dynamically moment by moment, can be captured. Therefore, this is advantageous for improving robustness.

[0053] In step S110, an embodiment of the position and orientation acquisition method of the present invention is performed, and the target value TP is acquired. This step S110 may be performed by the management system or by the arithmetic unit 5. In this embodiment, step S110 is performed by the arithmetic processing unit 5a based on a designated number input from the management system via the input / output unit 5d and map data D1 stored in the auxiliary storage unit 5c. Details of this step S110 will be described later.

[0054] In step S130, the control variable Cv (position and attitude of the controlled object Ca) is acquired in the same coordinate system as the target value TP using the position and attitude acquisition devices (2a, 2b, 3, 4). Details of this step S130 will be described later.

[0055] In step S140, the calculation processing unit 5a performs data processing to create operation commands for the trolley 12 and the lifting device 13, respectively, to match the controlled variable Cv to the target value TP. The state in which the controlled variable Cv matches the target value TP means that the difference between the controlled variable Cv and the target value TP becomes zero, that is, the controlled object Ca lands in the predetermined section Da without any displacement. Each operation command is created, for example, by decomposing the difference between the controlled variable Cv and the target value TP into four components: X direction, Y direction, Z direction, and skew. Furthermore, each operation command is created based on the amount of variation of the controlled variable Cv, assuming that the controlled variable Cv matches the target value TP. Details of creating operation commands based on the amount of variation of the controlled variable Cv will be described later.

[0056] The operation command for the trolley 12 is an operation command for the traverse device 15. This operation command is created to adjust the traverse distance of the trolley 12 so that the trolley 12 stops at a position where the Y-direction component of the difference between the controlled amount Cv and the target value TP becomes zero. In typical trolley 12 traverse, the acceleration period, rated speed period, and deceleration period are adjusted using the traverse distance from the traverse limit position to the stopping position, and the acceleration, rated speed, and deceleration, which are set to fixed values ​​in advance. The traverse limit position is, for example, p0 in Figure 6, which will be described later. The operation command for the traverse device 15 adjusts either the rated speed period or the deceleration depending on when the operation command is created. In operation commands generated outside of the deceleration period, the length of the rated speed period is adjusted. In operation commands generated during the deceleration period, the fixed deceleration is exceptionally adjusted.

[0057] The operation command for the lifting device 13 is an operation command for the lifting device 16 and the fine-adjustment device 17, respectively. The operation command for the lifting device 16 is created to adjust the descent distance of the lifting device 13 so that the lifting device 13 stops at a position where the Z-direction component of the difference between the controlled amount Cv and the target value TP becomes zero. In the descent of the lifting device 13 in general, similar to the traverse of the trolley 12, the acceleration period, rated speed period, and deceleration period are adjusted using the descent distance from the lower end of the trolley 12 to the stopping position, and the acceleration, rated speed, and deceleration which are set to fixed values ​​in advance. The operation command for the lifting device 16 adjusts either the rated speed period or the deceleration depending on when the operation command is created. In operation commands created outside of the deceleration period, the length of the rated speed period is adjusted. In operation commands created during the deceleration period, the fixed deceleration is exceptionally adjusted.

[0058] The operation command to the fine adjustment device 17 is designed to adjust the amount of movement of the suspension device 13 in the X direction, stopping the suspension device 13 at a position where the X-direction component of the difference between the controlled quantity Cv and the target value TP becomes zero. Furthermore, the operation command to the fine adjustment device 17 adjusts the angle of rotation around a vertical line passing through the center of the lower end of the suspension device 13 as the axis of rotation, thereby controlling the integrated skew angle of the controlled quantity Cv. G ζ C It is created so that it matches the skew angle of the target value TP.

[0059] In step S150, the calculation processing unit 5a performs data processing to operate the trolley 12 and the lifting device 13 based on the respective operation commands created. Specifically, the calculation unit 5 transmits the created operation commands to the traverse device 15, the lifting device 16, and the fine-movement device 17, causing the trolley 12 and the lifting device 13 to operate simultaneously by each device. Simultaneous operation means that the traverse of the trolley 12, the descent of the lifting device 13, the movement of the lifting device 13 in the X direction, and the rotation of the lifting device 13 around its vertical axis are all performed at a timing that can be considered approximately simultaneous. Depending on the operation command, only some of these operations may be performed.

[0060] In step S160, the arithmetic processing unit 5a performs data processing to determine whether the controlled object Ca has landed in the designated area Da. If it is determined that it has landed in the designated area Da (S160: YES), the repetition of the position and orientation adjustment process S120 ends. If it is determined that it has not landed in the designated area Da (S160: NO), the process returns to the above step (S130) and the position and orientation adjustment process S120 is repeated. The detection value of a known landing sensor installed on the lifting device 13 can be used for the determination. Alternatively, the determination may be based on whether the controlled amount Cv and the target value TP match. Specifically, the controlled amount Cv and the target value TP are compared to determine whether they are within the allowable range set as an approximation. The allowable range can be set arbitrarily.

[0061] The position and orientation adjustment process S120 is repeated every period T, continuously adjusting the position and orientation of the controlled object Ca and the designated area Da, until finally the controlled object Ca lands in the designated area Da. In other words, each time the position and orientation adjustment process S120 is repeated, the controlled variable Cv gradually approaches the target value TP. Furthermore, even if the controlled variable Cv fluctuates significantly during this process, each operation command is generated taking this fluctuation into account, so the fluctuation is gradually corrected. As a result, the controlled variable Cv gradually approaches the target value TP.

[0062] Thus, in the position and orientation adjustment process S120, which is repeated every period T, the trolley 12 and lifting device 13 are operated each time to adjust the position and orientation of the controlled object Ca. In other words, the position and orientation adjustment between the controlled object Ca and the designated section Da proceeds continuously in real time from an earlier stage, even before just before landing. As a result, by the time the controlled object Ca lands in the designated section Da, the position and orientation adjustment with the designated section Da is largely completed, thus reducing the positional deviation of the controlled object Ca relative to the designated section Da just before landing. This reduces the amount of operation required for position and orientation adjustment just before landing, and also reduces the frequency of such operations, thereby effectively suppressing the sway of the controlled object Ca just before landing. As a result, the time required for cargo handling is shortened, greatly contributing to improved cargo handling efficiency.

[0063] Furthermore, in the crane 10, the three-dimensional position coordinates and skew angles of the structure 11, trolley 12, and lifting device 13 change dynamically moment by moment due to disturbances such as uneven loads and wind during the operation of the trolley 12 and lifting device 13, and consequently the controlled variable Cv also changes dynamically. With this control method, by repeating the position and attitude adjustment process S120 at each period T, the control variable Cv can be adjusted by operating the trolley 12 and lifting device 13 while capturing these dynamic changes. In this way, by considering the effects of dynamic changes due to disturbances, more robust and highly accurate position and attitude adjustment can be performed.

[0064] Furthermore, this control method only requires acquiring the position and orientation of each section D, which is a candidate for the target value TP, during the construction of the storage lane SL. Therefore, it is not necessary to install white lines or targets on the storage lane SL, which were essential in conventional methods to serve as indicators of loading. In this way, the costs and effort of installing these white lines and targets, as well as the maintenance of them, can be eliminated, which greatly contributes to a significant reduction in the costs required to maintain the container terminal.

[0065] If no restrictions are placed on the operation of the trolley 12 and lifting device 13 during the position and orientation adjustment process S120, the controlled object Ca will land in the designated area Da at the shortest distance. However, if the movement of the controlled object Ca at the shortest distance would cause a collision with another container Ct, it is advisable to restrict the operation of the trolley 12 and lifting device 13 to avoid such a collision. For example, a restriction can be placed to prohibit the lowering of the lifting device 13 until the controlled object Ca has overtaken the container Ct that could potentially collide at the shortest distance. Alternatively, a restriction can be placed to limit the lowering of the lifting device 13 so that the lower surface of the controlled object Ca does not fall below the upper surface of the container Ct. These restrictions are released when the controlled object Ca has overtaken the container Ct.

[0066] The ground (yard surface) that forms the bottom surface of each section D at the lowest level of the storage lane SL includes a horizontal plane with no inclination and an inclined surface with an inclination such as a water gradient. As methods of stacking containers Ct, there are vertical stacking where they are stacked in the direction of the gravity line and diagonal stacking where they are stacked perpendicular to the inclined surface. When the inclination of the ground of each section D is zero and it is a horizontal plane, the stacking methods of both are the same. According to this control method, regardless of the inclination of the ground, if the Z direction of the coordinate system defining the target value TP and the control amount Cv is defined to coincide with the vertical line direction (gravity line direction), vertical stacking becomes possible, and if the Z direction of that coordinate system is defined perpendicular to the ground, diagonal stacking becomes possible. Therefore, vertical stacking and diagonal stacking are selected according to the Z direction of the coordinate system. When the inclination of the ground is large, it is advisable to select vertical stacking that is mechanically stable. Hereinafter, the stacking method of the container Ct will be described using the case of vertical stacking.

[0067] Next, the procedure of step S110 illustrated in FIG. 5, that is, the procedure of the embodiment of the method for acquiring the landing target position and orientation of the crane of the present invention will be described. This step S110 starts when a specified number is input to the arithmetic unit 5 via the input / output unit 5d. In the procedure of this step S110, the arithmetic processing unit 5a selects a partial number from the input specified number (S111), and using the map data D1, the two-dimensional position coordinates (X coordinate, Y coordinate) and skew angle corresponding to the selected partial number are acquired (S112). Next, the arithmetic processing unit 5a selects a tier number from the input specified number (S113), and calculates the Z coordinate using the selected tier number (S114). Finally, the acquired two-dimensional position coordinates, skew angle, and calculated Z coordinate are acquired as the target value TP.

[0068] The Z coordinate is calculated as the height in the Z direction from the XY plane of the reference coordinate system ΣGmn. When the position and orientation of the center of the bottom surface of the specified section Da are taken as the target value TP, the three-dimensional position coordinates of the target value TP are the position vector in the reference coordinate system ΣGmn G TP(X TP 、Y TP 、Z TP ) TThis can be expressed by the following formula (1). Here, the height of container Ct is Hc, and the height of the j-th container Ct in the stacked tier (distance between the top and bottom surfaces) is ΣH cj Let the correction value be ΔH. If the tier number of the specified number is j, then the height is ΣH. cj This represents the height from the XY plane of the reference coordinate system ΣGmn to the top surface of (j-1) containers Ct, assuming there is no slope on the ground of the storage lane SL. The correction value ΔH is a value that corrects the Z coordinate of the target point TP to a value that can be considered as the height from the XY plane of the reference coordinate system ΣGmn to the center of the bottom surface of the actual designated section Da.

[0069]

number

[0070] Container Ct height H c The correction value ΔH may be a fixed value, but it may also vary depending on the specifications of the container Ct (for example, normal type and high cube type). The correction value ΔH is a fixed value that has been pre-stored in the auxiliary storage unit 5c. The correction value ΔH may be a value that corrects the Z coordinate of the target value TP to be equivalent to the height of the center of the bottom surface of the actual designated section Da, but it is preferable to correct the Z coordinate to a height lower than that height. If the Z coordinate of the target value TP is equivalent to the center of the bottom surface of the actual designated section Da, there is a risk that the repetition of the position and orientation adjustment process S120 will stop just before the controlled object Ca lands on the designated section Da. Therefore, by correcting the Z coordinate of the target value TP to a height lower than the height of the center of the bottom surface of the actual designated section Da using the correction value ΔH, it becomes possible to reliably repeat the position and orientation adjustment process S120 until the controlled object Ca lands.

[0071] The correction value ΔH is equal to the height H of the container Ct. cIt can be arbitrarily set within a smaller range than the specified value. The correction value ΔH is preferably between 300mm and 1000mm, and more preferably between 500mm and 700mm. Even if there is a slope on the ground (yard surface), the slope is at most about 1%, so the change in height of the center of the bottom surface of the designated section Da due to the slope is about ±250mm. Therefore, even at the maximum slope, by using the correction value ΔH, the Z coordinate of the target value TP will reliably point to a position lower than the center of the bottom surface of the designated section Da. The correction value ΔH may be a common value for multiple storage lanes SL, or different values ​​may be set for each combination number (mn). If multiple correction values ​​ΔH are set for a single container terminal, it is preferable that the correction values ​​ΔH for each combination number be accumulated in map data D1.

[0072] Figure 6 shows an example of the storage state of container Ct in section number (111). The thick solid rectangles in the figure represent the stored container Ct, and the thin dashed rectangles represent section D and designated section Da. The white dots are the centers O of the bottom surface of each section D. 1111 , O 1112 , O 1113 The diagram shows the coordinate system, with the large black dot indicating the target value TP and the small black dot indicating the origin g11 of the reference coordinate system ΣG11. The bottom surface of each section D is the storage surface where the container Ct is actually stored, and represents the ground of the storage lane SL or the top surface of the stored container Ct. Therefore, the bottom surface of section D with designation number (1111) is the ground of the storage lane SL, and the bottom surface of section D with designation numbers (1112, 1113) is the top surface of the stored container Ct.

[0073] Sections D with the same part number (111) but different tier numbers are located at the center O of the bottom surface of each section D. 1111 , O 1112 , O 1113 These lie on the same vertical line L111. The vertical line L111 is a straight line parallel to the Z11 axis of the reference coordinate system ΣG11, regardless of the slope of the ground (yard surface) in the storage lane SL, and is centered at the bottom surface O of each section D. 1111 , O 1112 , O 1113 It is passing through.

[0074] If the management system specifies the number (1113), the three-dimensional position coordinates of the target value TP are (0, Y 111 , 2H c The result is -ΔH). In the diagram, the centers of the bottom surfaces of the two stored containers Ct are desirable to be on the vertical line L111, but in reality, due to control errors during landing, they may not be on line L111 but may be in a position shifted from line L111. Even if the centers of the bottom surfaces of the stored containers Ct are in a position shifted from line L111, the target value TP will not shift from line L111 and will always be on line L111.

[0075] When the controlled object Ca is the lifting device 13, it is desirable to align the center of the lower surface of the lifting device 13 with the center of the upper surface of the container Ct being handled. However, since the target value TP obtained in step S110 roughly indicates the position and orientation of the center of the lower surface of the designated area Da, a discrepancy occurs between the center of the upper surface of the container Ct and the target value TP when the ground is sloped. This discrepancy between the lifting device 13 and the container Ct being handled is resolved by using the flippers on the lifting device 13. The lifting device 13 is equipped with flippers at at least four corners as a device that physically guides the lifting device 13 directly above the container Ct being handled. For example, one end of the flipper is pivotally attached to the body of the lifting device 13, and by tilting around the pivotally attached end, the other end comes into contact with the side of the container Ct being handled. This operation of the flippers resolves the discrepancy between the lifting device 13 and the container Ct being handled.

[0076] In the position and orientation alignment process S120, by using map data D1, containers Ct can be automatically stacked vertically regardless of the slope of the ground in the storage lane SL relative to the horizontal plane. Generally, in order to stack containers Ct vertically, it is necessary to directly measure the slope of the ground in the storage lane SL relative to the horizontal plane, or to measure and acquire the slope as data in advance, but by using map data D1, this effort can be eliminated. Furthermore, by using map data D1, the effects of slope changes due to aging or crustal deformation are completely eliminated, and more accurate vertical stacking can be performed consistently.

[0077] Map data D1 only needs to be created during the preparation phase before the repetition of the position and orientation adjustment process S120. Map data D1 can be used repeatedly once it has been created, but it is advisable to correct it if the three-dimensional position coordinates of each section D change due to earthquakes, crustal movements, etc.

[0078] Next, the procedure for step S130, illustrated in Figure 4, will be described. In the following, the control point c is defined as the point indicated by the three-dimensional position coordinates of the controlled quantity Cv, that is, the center of the lower surface of the controlled object Ca.

[0079] In the procedure in step S130 illustrated in Figure 7, the reference coordinate system ΣGmn, the structural coordinate systems ΣLA and ΣLB, the trolley (movable part) coordinate system ΣT, and the suspension device coordinate system ΣS, as described in the map data D1 illustrated in Figure 3, are used. The details of each coordinate system and each step (S131, S132) are described below.

[0080] Figure 8 shows the coordinate systems of the reference coordinate system ΣGmn, the structural coordinate systems ΣLA and ΣLB, the trolley coordinate system ΣT, and the suspension coordinate system ΣS, and their respective position vectors ( G la, G p, G t, G q, G s, GThis represents c). In the diagram, thin arrows indicate the axes of each coordinate system, and thick arrows indicate the position vectors. The direction indicated by the arrow is considered positive, and the opposite direction is considered negative. The black dots indicate the origin gmn of the reference coordinate system ΣGmn, and the white dots indicate the origins, intersections, and control points c of coordinate systems other than the reference coordinate system ΣGmn.

[0081] The structural coordinate systems ΣLA, ΣLB, the trolley coordinate system ΣT, and the lifting device coordinate system ΣS are three-dimensional Cartesian coordinate systems in which the origins la, lb, t, and s are fixed to the structure 11, trolley 12, and lifting device 13, respectively, and the coordinate axes change with the position and orientation of the structure 11, trolley 12, and lifting device 13. Each origin represents the center of the lower surface of each part of the crane 10, which is treated as a rigid body. In the structure 11, the traveling devices 14 located below each end of the girder 18 in the direction of extension are treated as a pair of rigid bodies spaced apart in the direction of extension, and a separate coordinate system is set for each traveling device 14. In these coordinate systems, the position and orientation of each origin changes with the movement and change in orientation of the crane 10, relative to a fixed reference coordinate system ΣGmn.

[0082] The structural coordinate systems ΣLA and ΣLB are fixed to each of the pair of running gears 14 that are spaced apart in the Y direction. Since the structural coordinate systems ΣLA and ΣLB differ only in the positions of their origins la and lb and the orientation of their axes, only the details of structural coordinate system ΣLA will be described, and the details of structural coordinate system ΣLB will be omitted. The origin la is the center of the lower surface of the running gear 14, that is, the center of the running gear 14 on the ground of the storage lane SL, which is the contact surface of the tires of the running gear 14. LA The axial direction of the axis is not the vertical direction, but rather the direction in which the structure 11 is erected (for example, the direction in which the leg portion 19 extends). LA The axial direction of the axis indicates the extension direction of girder 18.

[0083] The trolley coordinate system ΣT is fixed relative to the trolley 12. The origin t is the center of the lower surface of the trolley 12, that is, the center of the trolley 12 in the horizontal plane of the girder 18 directly below the trolley 12 (the plane including the upper surface of the rail on which the wheels of the traverse device 15 roll). T The axial direction of the axis indicates the height direction of the trolley 12. T The axial direction of the axis is the direction of extension of the girder 18, which is the traverse direction of the trolley 12 (Y in the structural coordinate system ΣLA). LA This indicates the axis direction.

[0084] The lifting device coordinate system ΣS is fixed to the lifting device 13. The origin s is the center of the lower surface of the lifting device 13, that is, the center of the lifting device 13 at the contact surface with the container Ct (the lower end surface of the lifting device 13). S The axis direction of the shaft indicates the height direction of the suspension device 13. S The axial direction of the shaft is the longitudinal direction of the suspension device 13, Y S The axial directions of the axes indicate the short-side directions of the suspension device 13. Note that the Z coordinate system is ΣS of the suspension device coordinate system. S The axis direction is not necessarily vertical. S The axial direction of the shaft may be tilted in directions other than the vertical due to the influence of the cable-like structure and vibration damping devices.

[0085] Z coordinate system of the structural coordinate system ΣLA LA Axis and the Y coordinate system ΣT T It intersects the axis. p is Z LA Axis and Y T This is the intersection of the axes. po is the traverse limit position of trolley 12. Structural coordinate system ΣLB and Z LB Axis and the Y coordinate system ΣT T It intersects the axis. r is Z LB Axis and Y T It is the intersection of the axes. q is the Z coordinate system of the suspension device coordinate system ΣS. S This is the intersection point between the shaft and the upper end surface of the lifting device 13. Depending on the specifications of the crane 10, the intersection point p and the traverse limit position po may coincide.

[0086] Structural data D2 is obtained during the preparation phase before cargo handling is performed by crane 10. Structural data D2 is data that complements the position and orientation data D3, which is illustrated in Figure 10 later, and is not essential if the control amount Cv can be calculated using only the position and orientation data D3. In other words, if the control amount Cv can be calculated using only the position and orientation data D3 obtained in step S131 later, the acquisition of structural data D2 in this preparation phase can be omitted.

[0087] The structural data D2 illustrated in Figure 9 is obtained during the preparation stage before cargo handling is performed by the crane 10 and is stored in the auxiliary storage unit 5c of the computing unit 5. This structural data D2 includes the height dimension of the structure 11, the width dimension of the structure 11, the thickness dimension of the lifting device 13, and the thickness dimension of the container Ct. More specifically, the height dimension of the structure 11 is the distance H between the origin la and the intersection point p. p The width dimension of structure 11 is the distance L between the origin la and the origin lb. ab The distance L between intersection point p and intersection point r pr The thickness dimension of the suspension device 13 is the distance H between the intersection point p and the origin s. s The thickness dimension of container Ct is the height H of container Ct. c The distance between the bottom and top surfaces is shown. Note that if the intersection point p and the traverse limit point po of the trolley 12 are different, the structural data D2 will show the distance Y between the intersection point p and the traverse limit point po of the trolley 12. to This is included. In the diagram, the numerical values ​​of each data are abbreviated with "...". Structural data D2 may use actual measured values, but it may also use design values ​​from the design stage of crane 10.

[0088] Structural data D2 can be used repeatedly if the specifications of crane 10 do not change, and can be applied to other cranes 10 with the same specifications. Therefore, once structural data D2 for cranes 10 with the same specifications has been obtained, obtaining structural data D2 in the preparation stage can be omitted as long as cranes 10 with the same specifications are used.

[0089] In step S131, position and orientation data D3 is acquired by the position and orientation acquisition devices (2a, 2b, 3, 4). The position and orientation data D3 includes multiple measurements of the position and orientation of the structure 11, the trolley 12, and the lifting device 13 in each of the following coordinate systems: the reference coordinate system ΣGmn, the structure coordinate system ΣLA, ΣLB, the trolley coordinate system ΣT, and the lifting device coordinate system ΣS. The position and orientation data D3 includes at least the measurements in the reference coordinate system ΣGmn, the structure coordinate system ΣLA, ΣLB, and the trolley coordinate system ΣT.

[0090] The position and orientation data D3 illustrated in Figure 10 is acquired by the position and orientation acquisition devices (2a, 2b, 3, 4) and stored in the auxiliary storage unit 5c of the arithmetic unit 5. This position and orientation data D3 is an aggregate of multiple measurements acquired by the upper position and orientation acquisition devices (2a, 2b, 3, 4).

[0091] To elaborate, the measurement values ​​acquired by the structural position and orientation acquisition device 2a are the coordinates of the origin la of the structural coordinate system ΣLA in the reference coordinate system ΣGmn ( G la X , G la Y ) and slope ( G ξ LA , G η LA ) The measured values ​​acquired by the structural position and orientation acquisition device 2b are the coordinates of the origin lb of the structural coordinate system ΣLB in the reference coordinate system ΣGmn ( G lb X ) and slope ( G ξ LB , G η LB ) Furthermore, the Y coordinate of the origin lb is the same as the Y coordinate of the origin la ( G la Y ) can be used. The measurement value acquired by the movable part position and attitude acquisition device 3 is the traverse distance of the trolley 12 in the trolley coordinate system ΣT. T Y t and the inclination of trolley 12 in the reference coordinate system ΣGmn ( G ξ T , G η T) It is as described above. As illustrated in FIG. 7 mentioned above, the structure coordinate system ΣLA and the trolley coordinate system ΣT intersect at an intersection point p, and the Y LA axis and the Y T axis are parallel. Therefore, the lateral travel distance of the trolley 12 in the trolley coordinate system ΣT T Y t can also be converted into the lateral travel distance of the trolley 12 in the structure coordinate system ΣLA. The lateral travel distance T Y t indicates the distance that the trolley 12 has traveled in the Y T axis direction from the lateral limit position po. The measurement values obtained by the spreader position and attitude acquisition device 4 are the three-dimensional coordinates of the intersection point q in the trolley coordinate system ΣT ( T q X , T q Y , T q Z ) and the inclination of the spreader 13 in the reference coordinate system ΣGmn ( G ξ S , G η S ) and the skew angle of the spreader 13 in the trolley coordinate system ΣT T ζ S .

[0092] In step S132, data processing for calculating the position vector G c and the integrated skew angle G ζ c as the position and attitude of the control target Ca in the reference coordinate system ΣGmn is executed by the arithmetic processing unit 5a. In this step S132, data processing using a plurality of coordinate transformation matrices from each of the structure data D2, the position and attitude data D3, the structure coordinate systems ΣLA, ΣLB, the trolley coordinate system ΣT, and the spreader coordinate system ΣS to the reference coordinate system ΣGmn (see formula (2) described later) is executed. Note that in this step S132, depending on the position and attitude data D3, data processing using the position and attitude data D3 and a plurality of coordinate transformation matrices may be executed without using the structure data D2. The position vector G c is a vector from the origin g of the reference coordinate system ΣGmn to the control point c of the control target Ca. The integrated skew angle G ζ cThis is the angle obtained by integrating the skew angles (rotation angles around the Z axis) of each coordinate system (ΣLA, ΣLB, ΣT, ΣS) in the reference coordinate system ΣGmn.

[0093] In more detail, position vector G c is the position vector from the origin gmn to the origin la of the structural coordinate system ΣLa, the intersection point p of the structural coordinate system and the trolley coordinate system ΣT, the origin t of the trolley coordinate system ΣT, the intersection point q of the trolley coordinate system ΣT and the suspension coordinate system ΣS, and the origin s of the suspension coordinate system ΣS. G la, G p, G t, G q, G Calculated based on s). Integrated skew angle G ζ S This is calculated by integrating the skew angles of each coordinate system.

[0094] The coordinate transformation matrices from each coordinate system (ΣLA, ΣLB, ΣT, ΣS) to the reference coordinate system ΣGmn are stored in the auxiliary storage unit 5c of the arithmetic unit 5. These coordinate transformation matrices can be expressed using the following known equation (2), and are expressed by substituting the angles of motion of each coordinate system as seen from the reference coordinate system ΣGmn into the respective rotation angles (ξ, η, ζ) in equation (2). The respective angles of motion of each coordinate system are the respective angles of motion of the structural coordinate system ΣLA ( G ξ LA , G η LA , G ζ LA ), the respective angles of motion of the structural coordinate system ΣLB ( G ξ LB , G η LB , G ζ LB ), the respective angles of motion of the trolley coordinate system ΣT ( G ξ T , G η T , G ζ T ), the respective angles of motion of the suspension coordinate system ΣS ( G ξ S , G η S , G ζS ) . Each coordinate transformation matrix is ​​a coordinate transformation matrix from the structural coordinate system ΣLA to the reference coordinate system ΣGmn. G R LA , Coordinate transformation matrix from structural coordinate system ΣLB to reference coordinate system ΣGmn G R LB , coordinate transformation matrix from trolley coordinate system ΣT to reference coordinate system ΣGmn G R T , Coordinate transformation matrix from the suspension coordinate system ΣS to the reference coordinate system ΣGmn G R S The skew angles of the structural coordinate systems ΣLA, ΣLB, trolley coordinate system ΣT, and suspension coordinate system ΣS are as follows: G ζ LA , G ζ LB , G ζ T , G ζ S ) is the integrated skew angle, which will be discussed later. G ζ S It is calculated during the calculation process.

[0095]

number

[0096] Position vector of origin la G la is the coordinate of the origin la of the structural coordinate system ΣLA in the reference coordinate system ΣGmn. G la X , G la Y ,0) T This is represented by the following. When the structure 11 is moved by the traveling device 14, the origin gmn is the target stopping position, and at the time the movement is completed (when the movement stops), the origin la and the origin gmn are close together. That is, the amount of displacement in the Z direction between the origin la and the origin gmn is small and can be considered to be zero.

[0097] Position vector of intersection point p G p is expressed by the following formula (3): Position vector LA p is the coordinate of the intersection point p using the structural coordinate system ΣLA (0, 0, Hp ) T This indicates that.

[0098]

number

[0099] Position vector of the origin t G t is expressed by the following formula (4): Position vector T p is the coordinate of the intersection point p in the trolley coordinate system ΣT (0, -( T Y t + T Y to ), 0) T This indicates that.

[0100]

number

[0101] Position vector of intersection point q G q is expressed by the following formula (5): Position vector T q is the coordinate of the intersection point q in the trolley coordinate system ΣT. T q X , T q Y , T q Z ) T This indicates that.

[0102]

number

[0103] Position vector of origin s G s is expressed by the following formula (6): Position vector S q is the coordinate of the intersection point q in the suspension coordinate system ΣS (0, 0, H q ) T This shows that when the origin s is treated as the control point c (when the controlled object Ca is only the suspension device 13), the position vector Gs is used as the position vector of the control point c.

[0104]

number

[0105] Position vector of control point c G c is expressed by the following formula (7): Position vector S c is Z in the ΣT coordinate system of the suspension device. S The coordinates of control point c, which is the intersection of the axis and the lower end face of container Ct, are (0, 0, -H c ) T This indicates that.

[0106]

number

[0107] Skew angle of structure 11 G ζ LA and skew angle G ζ LB Although these can be treated individually, we consider structure 11 as a single rigid body and treat them as having the same value. Skew angle G ζ LA This is expressed by the following formula (8). Skew angle of this structure 11 G ζ LA This is used in the above-mentioned formula (2).

[0108]

number

[0109] Skew angle of trolley 12 G ζ T This is the skew angle of digit 18. G ζ GDR This can be considered as such. Skew angle of digit 18 G ζ GDR This is the skew angle of structure 11. G ζLA This reflects the distortion of leg section 19. Skew angle of beam 18 G ζ GDR This is expressed by the following formula (9): X-coordinate of intersection point p G p X This is expressed by the above formula (3). The x-coordinate of the intersection point r G r X This is the position vector represented by the following formula (10). G The position vector of the origin lb can be obtained from r. G lb is the coordinate of the origin lb of the structural coordinate system ΣLB in the reference coordinate system ΣGmn. G lb X , G la Y ,0) T It is represented by the position vector. LB r is the coordinate of the intersection point r using the structural coordinate system ΣLB (0, 0, H p ) T This indicates that.

[0110]

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[0111]

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[0112] Integrated skew angle G ζ S That is, the skew angle of the suspension coordinate system ΣS G ζ S This is the skew angle of the lifting device 13 in the trolley coordinate system ΣT, acquired by the lifting device position and orientation acquisition device 4. T ζ S The skew angle of trolley 12 in the trolley coordinate system ΣT was calculated as follows: G ζ T It is the sum of and and is expressed by the following formula (11). Therefore, the integrated skew angle G ζ S The skew angles of the structure 11, the trolley 12, and the suspension device 13 are integrated.

[0113]

number

[0114] Thus, in step S130, by utilizing the position and orientation data D3 acquired sequentially during the loading and unloading of the crane 10, the control variable Cv (position vector) is used as the position and orientation of the controlled object Ca in the reference coordinate system ΣGmn. G c, integrated skew angle G ζ c ) can be acquired sequentially. In other words, there is no need to directly measure the position and orientation of the designated area Da. Therefore, in the process of cargo handling by the crane 10, the position and orientation of the controlled object Ca in the reference coordinate system ΣGmn can be acquired at an earlier stage than when it becomes possible to directly measure the relative position between the trolley 12 or lifting device 13 and the designated area Da, and the position and orientation adjustment with the designated area Da can be started earlier using the acquired position and orientation.

[0115] Furthermore, in the crane 10, the position and orientation of each part of the structure 11, trolley 12, and lifting device 13 change dynamically moment by moment due to disturbances such as uneven loads and wind while the trolley 12 and lifting device 13 are in operation. According to this embodiment, these dynamic changes can be captured by sequentially acquiring the position and orientation of the controlled object Ca in the reference coordinate system ΣGmn.

[0116] By installing a radio wave positioning device such as a satellite positioning system antenna (GNSS) on the suspension device 13, the control quantity Cv can be directly acquired using the World Geodetic System. However, with radio wave positioning devices, the control quantity Cv may not be acquired depending on the radio wave conditions. Therefore, the target value TP is acquired using a local three-dimensional Cartesian coordinate system, the reference coordinate system ΣGmn, and the position vector is obtained using that reference coordinate system ΣGmn as the control quantity Cv. G c and integrated skew angle G ζ S By identifying this, the position and orientation adjustment process S120 can be performed regardless of radio wave conditions.

[0117] Next, we will explain in detail the procedure for creating each operating command based on the variation of the controlled variable Cv, assuming that the controlled variable Cv matches the target value TP, as illustrated in Figure 4 above.

[0118] In this procedure, the arithmetic processing unit 5a calculates the position vector assuming that the controlled variable Cv matches the target value TP. G The amount of variation of the operable vectors and the integrated skew angle among the vectors that make up c. G ζ S Data processing is performed to calculate the amount of change in the operable angle within the skew angles that make up the system. Below, the control variable Cv, assuming it matches the target value TP, is calculated using the target position vector. G c * , target skew angle G ζ S * Let's assume the target position vector is... G c * This is the three-dimensional position coordinate of the target value TP. G Matching TP, and similarly, target skew angle G ζ S * The skew angle of the target value TP G ζ TP It matches.

[0119] Position vector G c is expressed by the following equation (12), which uses the above equations (3) to (7). Position vector G Within c, the vector that can be operated by the operation of the trolley 12 and the suspension device 13 is the position vector of the intersection point p in the trolley coordinate system ΣT. T The position vector of the intersection point q with p T It is q. That is, the target position vector. G c * These are the variable vectors of those operable vectors. T p * , fluctuation vector T q * This can be expressed by the following formula (13).

[0120]

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[0121]

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[0122] Assuming that the controlled variable Cv matches the target value TP, the target position vector G c * and the position vector of the target value TP G TP becomes equal to this. The following equation (14) is the target position vector of the above equation (13). G c * position vector G This is a modified version with TP as the replacement.

[0123]

number

[0124] Variation vector T p * This shows the coordinates of intersection point p in the trolley coordinate system ΣT. The coordinates of intersection point p are such that the X and Z coordinates are fixed values, and the Y coordinate is expressed as the traverse distance of trolley 12 from the traverse limit point po and a fixed value. Specifically, the variation vector T p * However, the target coordinates (0, -( T Y t * + T Y to ), 0) T This indicates the amount of variation. T Y t * This is the traverse distance of the trolley 12 from the traverse limit position po, assuming that the controlled variable Cv matches the target value TP.

[0125] Variation vector T q *This shows the coordinates of the intersection point q in the trolley coordinate system ΣT. The coordinates of the intersection point q are such that the Y coordinate is the observed value (see position and orientation data D3 in Figure 9), the X coordinate is the amount of movement of the suspension device 13 in the X direction, and the Z coordinate is the amount of movement of the suspension device 13 in the Z direction. Specifically, the fluctuation vector T q * is the target coordinates ( T q X * , T q Y , T q Z * ) T This indicates the amount of variation. T q X * This is the amount of movement of the suspension device 13 in the X direction, assuming that the controlled variable Cv matches the target value TP. Also, the fluctuation amount T q Z * This is the amount of descent of the suspension device 13 in the Z direction, assuming that the controlled variable Cv matches the target value TP.

[0126] The right-hand term of the above formula (14) can be quantified from the map data D1, structural data D2, and position and orientation data D3. Therefore, each variation can be calculated using the above formula (14). T Y t * , T q X * , T q Z * It can be quantified.

[0127] Integrated skew angle G ζ S Among these, the angle that can be operated by the operation of the trolley 12 and the suspension device 13 is the skew angle. T ζ C That is the skew angle. T ζ C This is the skew angle of the controlled object Ca in the trolley coordinate system ΣT, and is expressed by the following equation (15) using the above equation (11). Therefore, the target skew angle G ζ C * The amount of variation is the fluctuating skew angle.T ζ S * This can be expressed by the following formula (16).

[0128]

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[0129]

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[0130] Assuming that the controlled variable Cv matches the target value TP, the target skew angle G ζ S * and the skew angle of the target value TP G ζ TP These become equal. The following formula (17) is the target skew angle. G ζ S * The skew angle of the target value TP G ζ TP This is a modified version of the above formula (16) by substituting the following: Variance T ζ S * This shows the rotation angle of the skew of the suspension device 13 by the fine adjustment device 17, assuming that the controlled variable Cv matches the target value TP.

[0131]

number

[0132] The right-hand term of the above formula (17) can be quantified from the map data D1, structural data D2, and position and orientation data D3. Therefore, the amount of variation can be calculated using the above formula (17). T ζ S * This can be quantified.

[0133] This control method for crane 10 is just one example, and the control method for crane 10 using map data D1 is not limited to the procedure illustrated in Figure 4 above.

[0134] Although embodiments of the present invention have been described above, the map data for cranes and its manufacturing method, the method and system for acquiring the position and orientation of the crane's landing target, and the crane itself are not limited to specific embodiments, and various modifications and changes are possible within the scope of the gist of the present invention.

[0135] The crane 10 described above is not limited to the configuration of the embodiment. For example, the crane 10 can be a known overhead crane in which the structure 11 does not have legs 19. Alternatively, the crane 10 can be a known gantry crane in which the girder 18 of the structure 11 extends to one side in the Y direction. The movable part of the crane 10 is not limited to the trolley 12. The movable part can be any part whose position and orientation relative to the structure 11 changes as a result of its operation. The movable part can be, for example, a boom that rotates with a slewing device or a boom that extends and retracts with a telescopic device, and the crane 10 can also be a known jib crane or a mobile crane (truck crane, railway crane).

[0136] In the example control method described above, the traverse device 15 controls the traverse of the trolley 12 in the Y direction, the lifting device 16 controls the lifting of the suspension device 13 in the Z direction, and the fine adjustment device 17 controls the movement of the suspension device 13 in the X direction and skew around the vertical line. However, the configuration is not limited to this. For example, instead of the fine adjustment device 17, the traveling device 14 may move the structure 11 in the X direction to control the movement of the suspension device 13 in the X direction. Similarly, instead of the fine adjustment device 17, the traveling device 14 may skew the structure 11 around the vertical line to control the skew of the suspension device 13 around the vertical line. In addition, the fine adjustment device 17 may be used in conjunction with the traverse device 15 to control the fine movement of the suspension device 13 in the Y direction. The degrees of freedom of the controlled object Ca are not limited to four degrees of freedom, but may be five or six degrees of freedom, and the lifting device 16 and the fine adjustment device 17 may trim or list the suspension device 13. In other words, in the position and orientation adjustment process S120, the trim angle and wrist angle may be adjusted as orientation. When a common moving device is used for the trolley 12 and the lifting device 13, which integrate the traversing device 15 and the lifting device 16, the moving device may be configured to perform traversal in the Y direction of the trolley 12, lifting in the Z direction of the lifting device 13 and skew around the vertical line, while the fine adjustment device 17 performs movement of the lifting device 13 in the X direction. [Explanation of Symbols]

[0137] 1. Position and Attitude Acquisition System 2a, 2b, 3, 4 Position and orientation acquisition device 5 Computing device 5a Arithmetic Processing Unit 5b Main memory 5c Auxiliary storage section (storage section) 5d input / output section 10 Cranes 11 Structures 12 Trolley (movable part) 13 Hanging equipment D1 Map Data D2 Structural Data D3 Position and Orientation Data TP target value Cv control variable ΣGmn reference coordinate system ΣLA, ΣLB Structural Coordinate System ΣT Trolley coordinate system (movable part coordinate system) ΣS Lifting device coordinate system

Claims

1. A crane map data used during cargo handling by a crane, which aggregates the positional orientations of numerous compartments that virtually represent the storage state of the cargo, Each of the aforementioned compartments has a unique designation number consisting of a lane number, a bay number, a row number, and a tier number, and a portion of the designation number, consisting of the lane number, bay number, and row number, is arranged such that the centers of the lower surfaces of the compartments stacked vertically are on the same straight line. Map data for a crane, in which the X and Y coordinates of the line and the skew angle around the line are accumulated as the position and orientation in a reference coordinate system in which the origin is fixed on the ground and mutually orthogonal coordinate axes are such that the X axis is oriented in the longitudinal direction of the section, the Y axis in the short direction, and the Z axis in the direction of extension of the line for each section number.

2. Map data for a crane according to claim 1, wherein a plurality of different reference coordinate systems are set for each combination number, which is a part of the aforementioned partial number and is composed of the lane number and the bay number.

3. Map data for a crane according to claim 1, wherein the aforementioned line is a vertical line.

4. A method for creating crane map data used during cargo handling by a crane, which aggregates the positional orientations of numerous compartments that virtually represent the storage state of the cargo, The process includes a creation step for creating the aforementioned map data, and a preparation step performed prior to this creation step. In the preparation step, each of the sections is assigned a unique designation number consisting of a lane number, a bay number, a row number, and a tier number, and the sections are arranged such that the centers of the lower surfaces of the sections stacked vertically, where a portion of the designation number consisting of the lane number, bay number, and row number is the same, lie on the same straight line. In the creation process, a reference coordinate system is set up in which the origin is fixed on the ground and mutually orthogonal coordinate axes such that the X axis is oriented in the longitudinal direction of the section, the Y axis in the short direction, and the Z axis in the direction of extension of the line; the X and Y coordinates of the line and the skew angle around the line are obtained for each section number in this reference coordinate system; and the obtained X and Y coordinates and the skew angle are accumulated for each section number to create the map data for a crane.

5. The method for creating map data for a crane according to claim 4, wherein the cargo storage plan is used to obtain the X coordinate, the Y coordinate and the skew angle.

6. A crane landing target position and attitude acquisition system comprising a storage unit storing map data for a crane according to any one of claims 1 to 3, a calculation processing unit, and an input / output unit, wherein the system controls a lifting device of the crane or a load lifted by the lifting device, and acquires the position and attitude for landing the controlled device as a target value, A crane landing target position and attitude acquisition system configured such that when the designated number is input via the input / output unit, the calculation processing unit performs data processing to acquire the X and Y coordinates and skew angle corresponding to the partial number, which is a part of the designated number, from the map data as the target value for that designated number.

7. Furthermore, the crane landing target position and attitude acquisition system according to claim 6, wherein the calculation processing unit is configured to calculate the Z coordinate in the reference coordinate system based on the tier number of the specified number input via the input / output unit, and to perform data processing to acquire the acquired X coordinate, Y coordinate, and skew angle and the calculated Z coordinate as the target value of the specified number.

8. The aforementioned storage unit stores a preset correction value. The crane landing target position and attitude acquisition system according to claim 7, wherein the correction value is used in calculating the Z coordinate, and the correction value is set such that the calculated Z coordinate indicates a position lower than the upper surface of the section having the designated number input via the input / output unit.

9. A method for acquiring the landing target position and orientation of a crane, wherein the crane's lifting device or the load lifted by the lifting device is the target of control, and the position and orientation for landing the target of control is acquired as the target value, using map data for a crane as described in any one of claims 1 to 3, A method for acquiring the position and attitude of a crane's landing target, which involves processing the input designated number and the map data using a computing device to identify the X and Y coordinates and skew angle corresponding to the partial number which is a part of the designated number from the map data, and acquiring them as the target value for that designated number.

10. A crane having a storage unit that stores map data for a crane according to any one of claims 1 to 3.

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