The Motion Planning of Overhead Crane Based on Suppressing Payload Residual Swing

Abstract

Abstract. Since the overhead crane system is subject to under actuation system due to that overhead crane and payload are connected by flexibility wire rope. The payload generates residual swing when the overhead crane is accelerating/ decelerating the motions. This may cause trouble for the payload precise positioning and motion planning. Hence, an optimization input shaping control method is presented to reduce the under actuated overhead crane's payload swing caused via the inertia force. The dynamic model of the overhead crane is proposed according to the physics structure of the crane. The input shaper based on the motion planning of the crane is used as the feed forward input to suppress payload residual swing. Simulation and experiment results indicate that the ZV input shaper and ZVD input shaper can reduce the payload swing of the overhead crane.

Invariant-Based Inverse Engineering of Crane Control Parameters

“…Typically, the residual (final) pendulations are to be minimized, while larger pendulations are allowed on route as long as the safety of the operation is not at risk. The dynamical models are frequently linearized to apply linear control methods, as normal operation conditions involve small sway angles [13,[16][17][18][19][20]. Open-loop (without feedback control) and closed-loop (with feedback provided by sensors) strategies have been proposed.…”

Automatic parameter selection ZVD shaping algorithm for crane vibration suppression based on particle swarm optimisation

“…Input shaping has been applied to a wide variety of cranes [6,7], including bridge, tower and boom crane [8,9]. As an open-loop algorithm, the input shaping algorithm is simple and efficient, and no additional sensors (or estimation algorithms) are needed.…”

Robust load transport by an overhead crane with respect to cable length uncertainties

“…Simultaneously, the protocols guarantee in the small oscillations regime that there is no load excitation at final time regardless of the initial condition of the load. The trolley trajectory is designed for a linearized model corresponding to normal operating conditions with small sway angles (Abdel-Rahman et al, 2003; Kang and Miranda, 2004; Klaassens et al, 2000; Kuo and Kang S-CJ, 2014; Liu and Cheng, 2016; Wu and Xia, 2014). Nevertheless, calculations with the exact dynamics will also be performed for comparison.…”