Oscillation Suppressing for an Energy Efficient

Bridge Crane Using Input Shaping

Youmin Hu, Bo Wu Joshua Vaughan William Singhose
Sch. Of Mech. Sci. & Eng. Dept. of Mech. Eng. Woodruff Sch. of Mech. Eng.
Huazhong Uni. of Sci. & Tech. Univ. of Louisiana at Lafayette Georgia Ins. of Tech.
Wuhan, China Lafayette, USA Atlanta, USA
youmhwh@mail.hust.edu.cn Joshua.Vaughan@louisiana.edu Singhose@gatech.edu

Abstract—Traditional bridge cranes waste a large amount of

energy because payload oscillation causes the operator to move
the massive bridge back and forth in order to damp out the swing.
The energy efficient bridge crane (EEBC) is a new crane concept
that adds a Micro Bridge fine-positioning stage to the typical
dual-bridge crane. With this Micro/Macro dual-bridge design,
there is the potential to save energy and improve positioning
precision. A planar dynamic model of the EEBC is developed in
this paper. Then, the dynamic performance of the EEBC is
analyzed. An input shaper is used to suppress the oscillation of
payload and improve payload-positioning accuracy. Simulation
results show that the EEBC has the potential advantages of
saving energy and improving positioning precision.

Keywords—energy efficient crane; input shaping; active

oscillation suppression; precision positioning
Fig.1. The EEBC with Micro/Macro Twin Bridge Design
I. INTRODUCTION
Traditional bridge cranes, which are used around the world
in heavy manufacturing, waste a large amount of energy
moving back and forth to reduce payload oscillation. A new,
Energy Efficient Bridge Crane (EEBC) design has been
proposed, which is shown in Figure 1. This crane adds a Micro
Bridge fine-positioning stage to the typical dual-bridge crane.
The Micro Bridge moves along the Macro Bridge, which rides
on the Bridge Runways like a traditional bridge crane. With
this Micro/Macro twin bridge design, the new crane has the
potential advantages of saving energy and improving
positioning precision.
Input shaping, which convolves the input command signal
with a sequence of impulses, such as in Figure 2 [1], was first
proposed by O.J.M. Smith in the late 1950’s [2,3]. Since then,
numerous researchers have worked diligently for decades on
the input-shaping method to establish its effectiveness for Fig.2. Input shaping by Convolving Desired Input with an Impulse Sequence
controlling oscillation of flexible dynamic system [4-11].
All cranes used indoors usually have an overhead cable that In this paper, the dynamics of the EEBC are outlined and
is used to lift and transport the payload. In order to move the the oscillation and positioning accuracy of the payload are
payload horizontally, the suspension cable must deflect from analyzed. Input shaping is employed to suppress the oscillation
vertical (It has to apply some horizontal force to move the and improve the positioning accuracy. In Section II, the
payload.). Because of this, payload oscillation is a common dynamic model of the EEBC is described. A Zero Vibration
problem for cranes. Numerous papers have proved that the (ZV) input shaper is used as to suppress the payload oscillation
payload oscillation can be suppressed effectively by using and improve positioning precision in section III. Concluding
input shaping [12-17]. remarks are given at the end of paper.

The research works is partly supported by the NSFC (51175208).

978-1-4673-5769-2/13/$31.00 ©2013 IEEE

 II. MODELLING OF THE EFFICIENT BRIDGE CRANE TABLE I. PARAMETERS IN PHYSIC MODEL
Parameter Description
O Y mb Mass of bridge, mb=3756 kg
Yt Yb Yb Position in the y direction of bridge
Z Vyb Velocity in the y direction of bridge
Yt
mt msb Mass of micro bridge, msb=816 kg
mt Mass of trolley/hoist, mt=820 kg
msb Yt Absolute position in the Y direction of trolley/hoist
mb Vyt Absolute velocity in the Y direction of trolley/hoist
Yt Position of trolley/hoist relative to bridge
l Vyt Velocity of trolley/hoist relative to bridge
mp Mass of payload, mp=1000 - 5000 kg
α Cp Stick friction coefficient, 1.92*104 kg.m2/s
mp Yp Absolute position in Y axis of payload
Yp Position of payload relative to bridge
α Angular position of payload in YOZ plane
Fig.3. Dynamics Model When the EEBC Moves in the Y Direction
ωα Angular velocity of payload in YOZ plane
According to the sketch of the EEBC design in Figure 1, l Suspension cable length of payload, l=8 m
there are three movements of the EEBC, that position the c Coefficient of rolling friction of steel-steel, c=0.05
overhead trolley: Coefficient of stick friction of mechanical system,
Cs
assume Cs =(2.5-5.0)*104 N.s/m
• M1: The macro bridge moves in Y direction. uby Equivalent driving force of bridge motor
uty Equivalent driving force of trolley motor
• M2: Micro bridge moves in X direction.
• M3: Trolly/hoist moves in Y direction.
There are two movements in the Y direction, one is M1,
Obviously, the M3 motion could be utilized for fine and another is M3 (also there is a combination of M1+M3).
positioning of payloads after an M1 motion achieves a rough When the movement is in Y direction, the micro bridge is seen
positional change. The new design provides the possibility of to be fixed with the macro bridge without any relative
avoiding moving the massive Macro bridge for fine positioning movement. Hence, the bridge dynamic movement equations
of payloads, thereby reducing energy consuming. Moving the are:
less massive trolley for fine positioning in the Y direction
should also allow for more precise positioning in this direction.
Cs 1 m + mp
A. Dynamics Model of the EEBC 
yb + y b = uby − (1 + 2 t ) gc
mb + msb mb + msb mb + msb
To evaluate the dynamics performance of the EEBC, the
mathematical model that capture the essential dynamics must Cs  m p m
be developed. The key differences from the traditional bridge 
yt + yt + gα = 1 uty + (1 + p ) gc
crane occur for motion in the bridge direction. As an example, mt mt mt mt
here the model that can be used to analyze the dynamics when
the EEBC moves in the bridge direction (i.e. M1, M3 and  α + C p α + g α = 1 
yt
2
M1+M3) is developed. The model is shown in Figure 3. mpl l l
yt = yb + yt
B. Mathematical Model
For simplification, it is assumed that
y p = yt + lα
(1) There is no elastic deformation of parts during motion.
(2) Friction forces, such as those between the wheels and III. DYNAMIC PROPERTIES ANALYZING OF THE ENERGY
rail, are in proportional to velocity. The coefficient of rolling EFFICIENT BRIDGE CRANE
friction of steel-steel is assumed to be c=0.05.
The Matlab/Simulink toolbox was utilized to simulate the
(3) The mass of the payload suspension cable is zero, and it planar EEBC model. A ZV shaper was employed as a
is inextensible and inflexible. controller of the EEBC. The dynamic response of the trolley,
(4) The equivalent driving force generated by the motor is macro bridge, and payload to a step input command with and
proportional to the voltage input of the motor. without the ZV shaper were simulated. Three situations are
considered:
Some parameters that will be used in the simulations are
listed in Table I.
Fig.4. Trolley velocity dynamic responses to step input(l=8 m, mp=1500kg,
payload displacement=5m)
(1) The trolley moves only (the macro bridge does not
move) if the payload displacement is less than 5m, the
designed displacement of the trolley.
(2) The macro bridge and the trolley move at the same time
when a desired payload displacement is over 5m, and
(3) The total desired payload displacement is more than
5m. The trolley moves first, then the macro bridge moves after
the trolley’s displacement reaches 5m.
The dynamic responses related to these three kinds of
movements are discussed in detail below.
A. Situation 1- Trolley moves only
The trolley moves only if the desired payload displacement
is less than 5m in the Y direction. The trolley velocity
responses to a step input are shown in Figure 4. The resulting
response when a ZV shaper is used is also plotted in Figure 4.
Figure 5 shows the displacement of the payload resulting
from the trolley movements.
From Figures 4 and 5 it can be seen that:
(1) There is oscillation in the trolley velocity response to a
step input.
(2) The ZV shaper successfully limits oscillation of both
the trolley and the payload.
B. Situation 2- Simultaneous Trolley and Bridge Motion
When the bridge and trolley move synchronously, the
swing of payload is caused by not only bridge movement but
also trolley movement. So, to suppress the swing of payload,
the ZV shaper or other kind of controller should be applied to
both the macro bridge and trolley at the same time. In this
section, we focus the research on the following conditions:
(1) The macro bridge and trolley move synchronously in
the Y direction.
Fig.5. Payload Displacement response to trolley moves exclusively(l=8m,
mp=1500kg, payload displacement=5m)
(2) The displacement of trolley relative to the micro bridge
is no more than 5m.
(3) The triangular or trapezoid velocity control curve is
used as trolley’s velocity control profile.
(4) When the trolley reaches the displacement of 5m, its
velocity becomes zero.
(5) After the trolley is stopped relative to the micro bridge,
the macro bridge continues to move.
The macro bridge and the trolley velocity dynamic
responses to a step input are shown in Figure 6. Figure 6 also
shows the same responses when a ZV shaper is applied to both
the macro bridge and trolley.
The displacement of the payload relative to the macro
bridge and trolley movement is shown in Figure 7.
From Figures 6 and 7, it can be seen that:
(1) When the macro bridge and trolley move synchronously,
the vibration amplitude and times of the trolley velocity
response to a step input are all larger than in situation 1.
(2) When the macro bridge and trolley move synchronously,
there is almost no oscillation in the macro bridge velocity
response.
(3) When the macro bridge and trolley move synchronously
and the displacement of trolley is 5m, the ZV shaper
suppresses the oscillation of the trolley and the payload
completely.
C. Situation 3- Sequential Trolley and Bridge Motion
When the payload displacement is more than 5m, the
trolley begins to move first. When the trolley moves to the
maximum 5m displacement, it stops, and the macro bridge
begins to move until the full payload displacement is reached.
In this mode of operation, the start and stop of the trolley and
macro bridge will all induce payload vibration. That means the
Fig.6. Trolley/macro bridge velocity responses to a step input (l=8 m,
mp=1000kg, trolley displacement=5m)
Fig.7. Payload displacement when trolley and bridge
synchronously(l=8 m, mp=1000kg, payload displacement=5m)
payload will be excited twice by the start or stop of the
trolley and the macro bridge. As a result, the payload swing is
more difficult to control. But, if a ZV shaper is used to start or
stop the trolley and macro bridge, then the payload swing will
be also suppressed. In this section, the crane moves under the
following conditions:
(1) The trolley and the macro bridge move sequentially in
the Y direction, i.e. the trolley moves first, then the macro
bridge moves after the trolley reaches its end point.
(2) The displacement of the trolley relative to the micro
bridge is no more than 5m.
Fig.8. Trolley/macro bridge velocity responses to a step input(l=8 m,
mp=1500kg, trolley displacement=5m)
moves Fig.9. Payload displacement when the trolley and the bridge moves
subsequently(l=8 m, mp=1500kg, payload displacement=5m)
(3) The triangular or trapezoid velocity control curve is
used as the trolley’s velocity control profile.
(4) When the trolley reaches the displacement of 5m, its
velocity becomes zero.
(5) After the trolley is stopped relative to the micro bridge,
the macro bridge starts to move to complete the desired
payload displacement.
The macro bridge and trolley velocity responses to a step
input are shown in Figure 8. Figure 8 also shows the same
responses when a ZV shaper is applied. The displacement of
the payload relative to the overhead suspension point is shown
in Figure 9.
In Figures 8 and 9, it can be seen that:
 (1) When the macro bridge and trolley moves subsequently,
the vibration amplitude and times of the macro bridge velocity
response to a step input is larger than in situation 2.
(2) When the macro bridge and trolley move subsequently,
the oscillation of the macro bridge, trolley and payload are all
suppressed by the ZV shaped command.
IV. CONCLUSION
A new Energy Efficient Bridge Crane with Micro/Macro
dual-bridges was presented. A planar model of the EEBC was
developed. The dynamic performance of the EEBC was
discussed based on simulations. The simulation results showed
that input shaping is capable of limiting the oscillation of the
macro bridge, trolley, and payload. Furthermore, the shaper can
improve the positioning accuracy. These results indicate that
the EEBC is a prospective potential product with advantages of
saving energy and improving positioning precision.
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