Tuyển tập Hội nghị khoa học toàn quốc lần thứ nhất về Động lực học và Điều

khiển
Đà Nẵng, ngày 19-20/7/2019, tr. 132-139, DOI 10.15625/vap.2019000269

Dynamic Modeling of the 3-D Ship-mounted Overhead Crane

Nguyen Van Quyen*, Le Xuan Hai**, Pham Viet Hung*, Nguyen Quoc Hieu*, Pham Hai Quan*,
and Pham Van Trieu***
* Hanoi University of Science and Technology, Hanoi, Vietnam
**
College of Urban Works Construction, Hanoi, Vietnam
*** Vietnam Maritime University, Hai Phong, Vietnam
E-mail: xhaicuwc.edu.vn@gmail.com

Abstract system parameters and developed a tracking control

This work proposes the dynamics of a 3-D overhead-type crane
operated in offshore condition that considers the effects of sea
wave excitation as well as wind-induced force. The crane
mounted on a ship with actuator saturations is taken into
consideration and its modeling is derived from the Lagrange
formulation. The simulation studies, which showing system
performance in two case, without feedback control and
controlled by nonlinear sliding-mode method, are given to
evaluate the properties of constructed modeling.
Keywords: Dynamic Modeling, Marine System, 3-D Offshore
Crane
1. Introduction
Container crane is the machine which plays a pivotal
role in hoisting and transferring goods at the harbors.
One of the big challenges in automatically controlling the
crane systems is the underactuated feature. That means
an ideal controller must not only tracks the trolley and
cargo to the desired destination but also reduces the
swing of the payload as small as possible. For this
reason, analyzing the dynamics of cranes and improving
the control quality of the crane are always considered and
developed in numerous studies. Specifically, several
works of our research group pertaining to modeling and
applying modern control theory on control of various
crane systems has been published [1]–[6].
Nowadays, due to the fact that numerous ports have a
narrow and shallow channel, the oversize ships cannot
reach that kind of harbors. Therefore, the process has to
be conducted at the offshore terminal, where the
container on a large ship is lifted and transferred to the
smaller ships which also called as the “mobile harbor”
[7] using a crane mounted on the ship. Afterward, the
mobile harbor delivers the cargo to the inland terminal.
While there are a huge number of studies which pay
attention to control the conventional overhead crane
system, the studies related to the modeling and control of
crane system that operated in offshore condition has not
been investigated extensively. The dynamics and control
for ship-mounted overhead crane are mentioned in some
following articles. In [7], Hong et.al. presented the
dynamics of a 3-DOF container crane mounted on the
mobile harbor which considers roll, pitch motions and
heave displacement of sea waves and the control problem
of that system was solved by using the sliding-mode
technique in [8]. Kim and Park linearized the offshore
crane in [7] then proposed an algorithm to identify the
method using linear quadratic regulation [9]. Another
type of the 2-D crane mounted on a ship was studied in
[10], in which the 6-DOF model was constructed with
trolley movement, hoisting drum rotation, axial container
oscillation, container swing, roll, and heave of the ship
and nonlinear feedback control was utilized for control
design. Pursuing control development for that model of
floating container crane, in [11] the authors presented
two robust controllers include conventional sliding-mode
and backstepping sliding-mode scheme and the
simulation results compared the performance of these
controllers. Our previous research [2] investigated the
modeling of a 2D offshore crane with hoisting motion,
and the control problem was addressed by integral
hierarchical sliding-mode control.
Nevertheless, most of the previous studies focused
on the operation of the offshore crane in 2-D motion,
whereas the modeling and control of the 3-D floating
crane, which is more common in the actual offshore
terminal, have not been concerned. That fact can be
attributed to some possible reasons. Firstly, the motions
of sea wave as well as the wind force exert a significant
influence on the system dynamics, and adequately
integrating those factor into the description is highly
complicated. Besides, the control approaches for inland
crane system are not always suitable for the offshore one,
because in practice, the excitation of wave and the force
generated by wind are difficult to measure and feedback
to the controller.
Due to the aforementioned analysis, this paper
investigates the modeling of a 3-D overhead-type
offshore crane, in which three wave-stimulated motion
that consists of roll rotation, pitch rotation, and heave
displacement are taken into account. The 8-DOF model
of crane mounted on the ship is formulated using the
Lagrange method. Next, the order-reduced modeling is
obtained by considering the system states which
represent for kinematic stimulation of sea waves as
non-controlled variables. Two simulation exmaples
conducted in MATLAB/Simulink show the responses of
system dynamics in both controlled and uncontrolled
cases.
The rest of this paper is organized as follows. Section
2 formulates the dynamical model of a 3D offshore
container crane when considering the effect of seawave
excitation, wind-generated force and saturation
nonlinearity. The simulation studies are conducted in
Section 3 to assess the properties of the derived
modeling. Finally, the conclusions and future works are
given in Section 4.
 Nguyen Van Quyen, Le Xuan Hai, Pham Viet Hung, Nguyen Quoc Hieu, Pham Hai Quan, Pham Van Trieu

2. System modelling 0
A3 = 0 A1 1 A2 2 A3
(1)
= Trans(Z0 , z)Rot(X1, )Rot(Y2 ,  )
2.1. Motion Equations
The physical model of a ship-mounted crane is where
shown in Fig. 1. The system contains a bridge ( m1 ) with
1 0 0 0
the height h , is pushed by the force Fx , and a trolley  
0 1 0 0
( m2 ), is driven by the force Fy , move correspondingly Trans(Z0 , z) =  ,
0 0 1 z
 
along X 3 -axis and Y3 -axis of the ship coordinate frame. 0 0 0 1

The positions of bridge and trolley with respect to the
origin are defined as sx and sy , respectively. Defining 1 0 0 0
 
0 cos  − sin  0
the angle between the cable and its projection on the Rot(X1,  ) =  ,
0 sin  cos  0
X 0 − Z 0 plane of the inertial coordinate frame is  ,  
and the angle between the projection of cable on the 0 0 0 1

X 0 − Z 0 plane and Z 0 -axis is  . The cable length is
l which can be adjusted by lifting force Fl to hoist the  cos  0 sin  0
 
0 1 0 0
container ( mc ). Rot(Y2 ,  ) =  .
− sin  0 cos  0
 
 0 0 0 1


Fig. 1: Physical model of a 3-D offshore crane.

In order to facilitate the control design, we assume

that the friction is ignored, the cable is massless and
Fig. 2: The motion of ship hull and coordinate frames
rigid, the cargo and the trolley are considered as material
particles and the bridge is considered as a homogeneous Consequently, the positions of the bridge and the
straight rod with the length d1 . trolley in the fixed coordinate frame are correspondingly
The motion of ship hull as a result of sea wave calculated as follows:
excitations is illustrated in Fig. 2. In this paper, three
motion of ship body consists two translational motion r10 = 0 A3 r13
and one rotational motion, are taken into account, that is  sx c + hs 
 
pitch, roll, and heave. The ship coordinate frame
 sx ss − hc s  (2)
=
X 3Y3Z 3 is constructed by the above mentioned motions z + hcc − sx cs 
 
as follows: Firstly, translating the fixed coordinate frame  1 
X 0Y0Z 0 along Z 0 -axis by the displacement z ,the
coordinate frame X1Y1Z1 is obtained. Next, rotating the r20 = 0 A3 r23
coordinate frame X1Y1Z1 around X 1 -axis by the angle  ,  c 0 s 0  sx 
  
s s c  −c s 0  sy 
we obtain the coordinate frame X2Y2Z 2 ,in which =  (3)
−cs s cc z   h 
X2  X1 .Finally, rotating the coordinate frame X2Y2Z 2   
 0 0 0 1  1 
 
around Z 0 -axis by an angle  , the ship coordinate frame
 sx c + hs 
X 3Y3Z 3 is constituted withY3  Y2 .  
 syc − hc s + sx ss 
=
The homogeneous transformation matrix from the z + sy s + hcc − sx cs 
ship coordinate frame to the fixed coordinate frame is  
 1 
determined as follows:
 Dynamic Modeling of the 3-D Ship-mounted Overhead Crane

where c(.) and s(.) briefly indicate cos(.) and skew symmetric matrix ωb1 as follows:

functions, respectively.
ωb1 = ωb1,32 ωb1,13 ωb1,21  (9)
The container position in the fixed coordinate is  
derived as follows:
The skew symmetric matrix ωb1 is calculated as
 lcs  
  follows:
ls 
rc 0 = r2 0 +  
h − lcc   ωb1 = RbT Rb0 (10)
  0
 1 
(4)
 sx c + hs + lcs  
  where Rb0 is the rotational transformation matrix from
 syc − hc s + sx ss + ls  
=
z + sy s + hcc − sx cs + h − lcc   the bridge coordinate frame to the fixed coordinate frame
  and is given by:
 1 
 c 0 s 
The dynamic model of the container crane mounted  
R = R =  ss c
b
0
3
0
−c s  (11)
on the ship is constructed using Lagrange formulation:  −cs s cc 
 

d  L  L After some calculation, the model of the system can

 − =  i , i=1,...,5 (5)
dt  qi  qi be rewritten in matrix form as follows:

M(q)q + C(q, q)q + G(q) = τ + W (12)

where, L = T −  , in which T and  is kinetic

energy and potential energy of the system, q i is the here, M(q) = mij   R55 is the inertial matrix,
i th element of the vector of generalized coordinates
C(q, q) = cij   R55 is the centrifugal damping matrix,
q = x y l    , which correspond to the

G(q) = gi   R51 is the vector of gravitational force,
generalized forces τ = Fx Fy Fl 0 0 . The
 
W = wi   R51 denotes the matrix of external
kinetic energy and potential energy are calculated as:
disturbances, which include sea wave excitation and wind
1 1 1
K = m r 0T r 0 + m r 0T r 0 + m r 0T r 0 force.
2 11 1 2 22 2 2 cc c (6)
1 The components of the M(q ) are given as follows:
+ ωbT Θb ωb
2 1 1 1
m11 = m1 + m2 + mc ; m12 = m21 = 0;
 = m1gz1 + m2gz 2 + mc gzc (7)
(
m13 = m31 = mc c sc + s ss + cc cs ; )
where ω b
is the projections of angular velocity 1 in
( )
1
m14 = m41 = mclc  cc - css ;
b
the bridge coordinate frame, Θ is the matrix of inertia
( )
1
m15 = m51 = -mcl ss c - c ss + ccs s ;
tensor of the bridge which can be determined as follows:

J m22 = m2 + mc ;
0 0
 1x 
Θ1 =  0
( )
b
0 0 (8)
m23 = m32 = mc cs  - cc s ;
0 0 J 1z 
 
m24 = m42 = mclc  ss;
The components of vector ωb1 are obtained via the
 Nguyen Van Quyen, Le Xuan Hai, Pham Viet Hung, Nguyen Quoc Hieu, Pham Hai Quan, Pham Van Trieu

(
m25 = m52 = mcl c c + cs s ; ) G(q ) are presented as:

m 33 = mc ; m34 = m43 = 0; m35 = m53 = 0; g1 = -gcs (m1 + m2 + mc );

m44 = mcl 2cos 2  ; m45 = m54 = 0; m55 = mcl 2 g2 = gs(m2 + mc ); g 3 = -gmccc  ;

The elements on the C(q, q ) matrix are expressed as: g 4 = gmclc  s ; g 5 = gmclcs  .

The elements of the vector of wave-wind disturbance

c11 = 0; c12 = -(m2 + mc )s ;
W is determined as follows:
(
  ss c − c  ss + ccs  s
c13 = -mc 
)  ; w1 = −m16 − m17 − m18z − c16 − c17 − c18z ;
 (
 + c css − cc c ) 

w2 = −m26 − m27 − m28z − c26 − c27 − c28z ;
 lc  (css − cc ) 
 
c14 = -mc  +lc  (sc + ccs )  ; w 3 = −m36 − m37 − m38z − c36 − c37 − c38 z ;
 
+  ls  (cc − cs s ) 
 
w4 = fwx − m46 − m47 − m48z − c46 − c47 − c48z ;
 l (ss c − c  ss + ccs  s ) 
 
c15 = -mc  +ls  (cc − css ) ; w5 = fwy − m56 − m57 − m58z − c56 − c57 − c58z .
 
+  l (c  sc + s  ss + cc  cs ) 
  where
c21 = (m2 + mc )s ; c22 = 0; m16 = -sys (m2 + mc ); m17 = h(m1 + m2 + mc );

( )
c23 = mc ( c c + cs  s  + c ss ); m18 = -cs (m1 + m2 + mc );

(
c24 = mcs lc s + lcc  - lss  ; ) (
m26 = - m2 + mc hc - sx s ; )( )
 l (c c + cs  s )  m27 = 0; m28 = s(m2 + mc );
 
c25 = mc  +  l (cc  s − cs  )  ;
 -lss  s 
 y
(
 s s  s + cc  c ) 

 
m36 (
= -mc  +h cs c - cc c s ) ;
c31 = mc 
(
  cs  s − cc  ss ) 
;

 x (
+s s cc  s − cs  ) 

 (
 + s c s + cc cc − c  ss ) 

m37 = mc 
(
 h c  sc + s  ss + cc cs ) 
;
c32 = -mc (s  s + cc c ); (
 +sx s c s + cc cc - c  ss
 ) 


c33 = 0; c34 = − mclc 2  ; c35 = - mcl ; m38 = -mc cos  cos  ;

( ( )
c41 = -mclc   cs + csc - sss ; ) m46 = mclc s(syc - hcs + sx ss );

c42 = mclc  cs ; c43 =  mclc 2  ; (

 s cs + csc
m47 = -mclc   x
)  ;
(
 +h css - cc
 ) 
( )
c44 = mclc  lc  - ls  ; c45 = − mcl 2s c  ;
m48 = mcl cos  sin  ;

c51 = mcl 
(
  c  cs + cs  ss ) 
;
(
 + c c s + ss  s - ccs c
 ) 
  y
(
 s c  s - ccs  ) 

m56 (
= −mcl  +h c cc + cs  c s ) ;
 
c52 = -mcl (c  s - ccs  ); c53 =  mcl ; (
-s c  cs + cs  ss
 x ) 
m54 =  mcl 2s c  ; c55 = lmcl .
m57 = -mcl 
(
 h ss c - c  ss + ccs  s ) 
;
The components of the gravitational force vector  (
 +sx ccs c - c c s - ss  s ) 

 Dynamic Modeling of the 3-D Ship-mounted Overhead Crane

The wind force that directly acts on the container

m58 = mclcs  ;
can be divided into two components along X 0 -axis and
c16 = s (m1 + m2 + mc ) hc + sx s ( )
−sy (m2 + mc )s ; Y0 -axis as follows:

c17 = - sx (m1 + m2 + mc ); fwx = qwCwC g Ax cos  (13)

(
c26 = (m2 + mc ) sx s - sy +  hs + sxc ; ( )) fwy = qwCwC g Ay sin  (14)

( )(
c27 =  m2 + mc hs + sxc ; ) where C w is the wind force coefficient, C g is the gust

  effect factor, Ax and Ay are the projections of surface

 
(
 sy s  s + cc c + sx s cc  s - cs 

) ( ) 


(
  sy cs  - cc  s 

) 
area exposed to wind on Z 0 − Y0 plane and X 0 − Z 0

c36 
= −mc  +  +sx s s  s + cc c  ( ) ;
 plane, respectively,  is the angle between the direction
  -hc cc c + s  s  ( ) 
   
  hs cc  s - cs  
 + 
( 
) 

of wind force and X 0 -axis. Finally, qw = 0.5 a 2
  +sx c cc  s - cs  
   ( ) 

denotes the wind velocity pressure, where a indicates
 
  the air density, and v is the design wind speed calculated

(
 +sx c  ss - s c s - cc cc ) 
 as follows:
c37
  hs cc  s - cs  
= −mc  + 
( 
) 
v = v0Kwd Kh Kr
;
( )
(15)
 
  +sx c cc  s - cs   
 +  (
  h c  ss - s c s - cc cc ) 

where v 0 is the basic wind speed of each geographic
  (
  +sx c  sc + s  ss + cc  cs ) 

location, K wd denotes the wind directionality factor
(
 s cs + csc - ss hs - s c
 x x ) ( )  that reflects the directional characteristics of extreme
c47 = -mclc    h cs + csc 
 + 
(

) ;
 wind, and Kh indicates the profile factor of the wind
  +sx cc - css 
   ( ) 

speed at a reference height.
 
 
( ) ( )
2.2. Control law
 sy ccs  - c  s + sx s c c + cs  s  In practice, the majority of used actuators has several
 

(
  -sy c  c + cs  s 

)  nonlinearity or constraint such as backlash, dead-zone
c56 = mcl  +  +hc c  s - ccs  ( ) ;

band, or saturation feature. In this paper, the saturation
  +s s ccs  - c  s 
nonlinearity of actuators is taken into account, and a
  x ( ) 
 compensator based on neural network is constructed. The

 + 
(
  hs c  c + cs  s 

) 

definition of saturating actuator is given mathematically
  +sx c c  c + cs  s 
  ( ) 

by [30]:
 : u   max
   max
 =  u :  min  u   max (16)
   : u  

(
 sx c c s + ss  s - ccs  c ) 

 min min

c57 = mcl  + 
(
  hs c c + cs  s 

) 
where  is the actuator output and u is the control
;
  (
 +sx c c c + cs  s 
 ) 
input of the actuator,  max is the upper bound and  min
 +  (
  h c c s + ss  s - ccs  c ) 

  (
  +sx ss  c - c  ss + ccs  s ) 

is the lower bound of actuator characteristic. If the
input u is outside the linear range of actuator, saturation
c18 = c28 = c38 = c48 = c58 = 0; nonlinearity appears and the calculated control signal
 Nguyen Van Quyen, Le Xuan Hai, Pham Viet Hung, Nguyen Quoc Hieu, Pham Hai Quan, Pham Van Trieu

cannot act sufficiently to the plant. The eliminated term

of control signal can be described as follows:
 = −u
 − u : u   max
 max (17)
= 0 :  min  u   max
 − u : u  
 min min

Integrating the saturation nonlinearity of actuator, the

dynamic model of an offshore crane can be rewritten as:

M(q)q + C(q, q)q + G(q) = U + δ + W (18)

Fig. 3: Roll motion of ship hull
where U  U x U y Ul 0 0 denotes the control
 
input of actuator and δ = τ − U represents the influence
of saturation feature.

3. Simulation
In this section, to evaluate comprehensively the
properties of the presented modeling, two different cases
of simulation are conducted. The system specifications
which are obtained approximately from a real model in
the laboratory is utilized for simulation and depicted as
follows. Note that all quantities are expressed in the Fig. 4: Pitch motion motion of ship hull
International System of Units (SI).
m1 = 24.3; m2 = 11.2(kg); mc = 2.7(kg);

g = 9.81(m/ s 2 ); h = 1.2(m); d1 = 1(m);

J1x = J1 y = 0.93(Nm);

q ( 0) =  −1 −0.5 0.4 0 0 ; q ( 0) = 0;
T

τ max = 50 30 30 ; τ min =  −50 −30 −30 .

T T

The wind load parameters can be listed as follows:

Fig. 5: Heave motion of ship hull
a = 1.22(kg/ m3 ); Cw = 1.2; K r = 0.85; K h = 1.15; In the first one, we consider the operation of model
without controller. The offshore crane is assumed to be
K wd = 0.9; Cg = 1.05; Ax = 0.0064(m2 ); driven by the following inputs:
10 if t  2
Ay = 0.01(m2 );  =  / 6; v0 = 18(m / s ). Fx (t ) =  ,
 0 if t  2
The sea wave excitation in simulation is obtained
by using the MSS Toolbox [12]. Three motions of ship 5 if t  2
Fy (t ) =  ,
hull including roll, pitch and heave are illustrated in Figs. 0 if t  2
3-5, respectively.
 Dynamic Modeling of the 3-D Ship-mounted Overhead Crane
−mc g + 0.1 if t  2
and Fl (t ) = 
 −mc g if t  2
Fig. 6: Bridge motion in open-loop case
Fig. 7: Trolley motion in open-loop case
Fig. 8: Lifting motion in open-loop case
Fig. 9: Swing angle  in open-loop case
Fig. 10: Swing angle  in open-loop case
In the second simulation case, we use the hierarchical
slidng-mode control (HSMC) to design the feedback
controller of the closed-loop system. The HSMC is
detailed in [1]. The system responses are given in Figs.
6-10, for open-loop, and in Figs. 11-15, for closed-loop.
As can be seen from the figure, without control, the
system will be unstable, whereas using the feedback
control scheme, the system states will oscillate around the
equilibrium stable points as a result of wind-wave
disturbances.
Fig. 11: Bridge motion in closed-loop case
Fig. 12: Trolley motion in closed-loop case
 Nguyen Van Quyen, Le Xuan Hai, Pham Viet Hung, Nguyen Quoc Hieu, Pham Hai Quan, Pham Van Trieu
Fig. 13: Lifting motion in closed-loop case
Fig. 14: Swing angle  in open-loop case
Fig. 15: Swing angle  in closed-loop case
4. Conclusion
This paper presented the dynamics of the 3-D
overhead crane mounted on a ship, while the influence of
wave excitation, wind-induced force and saturating
actuator were fully taken into consideration. Our future
work will focus on developing the control law for this
system and applying it on the prototype in the laboratory.
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