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IC15
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- ,t.,L- Nonlinear Control of an Offshore
t/
ContainerCrane"
QuangHieu Ngo**, QuocChi Nguyen*" and Keum-Shik Hong***
tttttt
tt tttttttt t "School
MechnicalEngineering,
of Pusan NationalUniversity
tt. . t.tt..ttttt.
,.,,, ,t,t t
,..ttt 30 Jangjeon-dong, Geumjeong-gu,Busan, Korea
' '･.1,
...t .
.r,,t. .
t.,,.ll.F.lj.･'/･:;J.'l･s/ E-mail:{nqhieu,nqchi}@pusan.ac.kr
t..t t
t,

/ttt / "'
Depatment of Cogno-Mechatron[c$ Engineering (W.CU, program),Pusan NationalUniversity

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;;･/･g';1#ll'k'ii/{F,'/b
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, ;.
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'
30 JangJeen-dong, Geumjeong-gu,Busan, Korea
=/,itt E-mail,kshong@pusan,ac,kr
.,.'.S','[･e･'/':/,･"$"/,''''
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'

/tt t..vttt
.t '/, - ,
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/t .'
tt
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-/t.tttt
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't"'/t'
/
,
...//..t..,,.
, ttt Abstract
.'t.,t ttr
ttt.'
/t t/ t/
tt
t/t'tn.,
ttttt/
tt t /, In thispaper, a corrtrol scheme thatis instalted
/tvt ' of a container crane on a smal1
.･1･.'' ';"./Vtl/-l,s.'･i･if./･/:t･･s,,../･-,''.t
t

tt/t
,t,, ..,1./.f; vessel, which is
' used for loading and unloading containers from a 1arge vessel that
ii'1',llrrll'l//ll;,S･,,,,;,,l.'l･i'ta.v.',//ij"kl･tw
. tiE"

a port because of shallow isinvestigated, Control objectives

,.
.'1 *.,{f?l,･;;?ll･'･'l･･;'･･'･
' cannot access water,

.
:fs'1 'f

to
,/.--. /, .･1{'i//l,////r,li,ii[/?,ill･;,'llglS･.,,･...･･
are move a container to a desired position as well as to suppress the transverse
t-.ttttt.

ss
t- :,

//,twa,ee[f
.

･,,itt･,,i:･Ii･//j･ll-/i･://･l,g･illll･'$.eel,,ee`,,54S}ge
･.Lt"'.･:1]
..t/ vibration of the container under ship motions using nonlinear control. The control
t+tt
theasymptotically stability of theclosed-loop system, Simulation
law guarantees
i't,/t'ii/l',lle･E.,,,,i,11i,,,ll$k':-sas:･r･:-:
'
results are presentedto demonstrate
the efficiency ofthe proposed algorithm,

ec
ll･-ktk..Iaj'"/ktk
1(ejJwortis:Crane ship, Nonlinearcontrol, Offshorecontainer crane, Sway

lili'ee･11k･･ee suppresslon.

1.Introduction
Since containers were introducedto the world-trade industry,an increasingnumber of

goods are beingput intothesecontainers and loadedonto vessels to be carried to their

respective destinations
over the world. When a vessel arrives at a port,
containers destined
forthisportmust be unloaded and new containers which are bound forother portsmust be
loadedbeforethe vessel can resume itstrip.Demands on container portsto perfbrmthe
loadingand unloading process with maximum efficiency will become greateras transport
companies continue to increaseboth the size of theirfleetsand also the capacity of the

vessels. The problemwith thisincrease isthatportauthorities are predicting thatthey will

run out of space to expand theiroperational areas and the option of developing on
surrounding land is often hampered from local residents. Therefore, theonly remaining
solution will be the reduction of the amount oftime thatthe vessel needs to remain in doek.
The way to do this isto ensure thatthe container unloadlload process isdone as rapidly as
possible, and this can be achieved by ensuring that the equipments in theportsuch as quay
cranes (QCs), automated guideyehicles (AGVs), automated liftvehicles (AIJVs) and so on,

must be operated at theirmaximum efficiencies(i7).

The unloadingfloading efficiency dependson how fast thecontainer isunloadedlloaded
by QCs.However, the fbsttrolley movement of the QC sways the container duringits

movement. The main issuein a crane system isthe quick suppression ofvibrations cansed

by the trolleymotion. In addition, a residual sway occurs at theend ofthe trolleymovement

dueto crane dynamicsand disturbances likewinds. Thus, researchers working inthe area of
crane control have always targetedsway suppression(i)-(`)'{7)'(i6)'(iS). More generally, payload
'PraceedingsofMOVIC20tO
oscillations and the need to suppress them have been identified as a bottleneck in the
August17-20,2010,fokyo,Japan operations of the transportation and construction industries eyen where relatively simple
(No.la203}

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- ,',･' ...,:t
t.',.V･･;-le,'/.'t.t
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gantrycrane are concerned, The control methods developed for the conventional cranes can

be applied to container cranes as well,

In the future, the vessels become biggerand they may not be accessible to the port
becauseof shallow water, Containers will be transferredfromltoyessels toffrom smaller
-..F/aa:.
..:.'.･,,/･t' -i,t/f･,.':
,r,
;y,../･IS'I'/{ ,h '.{.',
,
ships offshore. A typical arrangement isto place two ships side by side with a few container
, ･1･,i;v,,
,'' 1･11ti;,i･ji.'IL
l,･ill'1,lli･//･ ., in the small ship. The container cranes inthe smaller ship will pick up containers and
t tt ttttt tttt. ttt ttt cranes
,i

t t t tt.t: ttt.t ttt

tt
' ,'' '.
:t. .
t'#,''tt'/'tt",lt/'tt' 't
'/1,/'"'x'ttt'. transfer between the two ships, The smaller ship will move containers to the portand the
t ,,
' :tv"k 'y'. ....,. ..t,
', t.t '"'
t.
/F't'!i":.1,:" :
'･: cranes in the small ship can unload the containers to the ground, by removing the possibility
'/.'i / ,'i･-
"t ± ".".S t"
t't t

"y
..,･ .,',
t,//. ,/,:lt.,Na/
''.'/,''t,･"/,,.'/,',ts.t'/-';.',",.'i,I'g;/-;/i,y':',':･'r-/g-i, facility,
ofconstmcting an expensiye port
'/l/-.･ ,l, ･,,.=,1't/ ..,, The sea state isa very important factor inthisoperation, The sea-excited motion of the
t.. '"t/ ''. t.ttttt,tb.I"igtwt
t.'-/tttt
L.St. .,/,

t.;,.t ,!/,.W,

./･,,J,::f lit'rS},/･I{{
;.'g,･.f.', ts,gl
z'lla.
,r/:
crane ship can excite large
et,"g('//･
pendulationsof thecontainers while theyare suspencled by the

ifl
i/iX.'
,/,,'･1,

'` 's'x,il.//i/; cables of the cranes, The large

';'/l s motions can be due to either 1arge excitation amplitudes or
'ii".;`
sles,i,
-ti

small excitation amplitudes near resonant conditions. Therefore,the container cranes have
to compensate for the motions induced on the suspended load by the sea wave, wind and
t.t t.. t.
･;}'stv/;';`i'v,,,l.),,t,'IS/)'i"-l//E','1,:-,･illtll/.i',/,it･i;,'tt-1'i/,
ttt tt/.

disturbancesas the majority ofcrane

$ilk
other external systems used offghore(S),

ee
'i
2. Prob}em formulation

.tfg
･l/ ,ki, gr$s ･gg
"
An
connected
offshore container crane
to a container by a mooring
vessel
isshown inFig.1.A
system,
smal1

The vessel is assumed

ship hasa container

to be fixed on
crane and is

the ocean. It is not affected by the sea wave beeauseof itsmass. The mooring system
between the erane ship and the vessel imposes constraint oscillations on the crane ship.
Thus, only three motions of the crane ship are considered: heaving, rolling and pitching
motions, However, the pitchingrnotion issmaller than the rolling motion because theship
length is1arger than itswidth,Therefore,the heaving and the rolling motions are considered
as the main motions ofthe crane ship affecting the container crane operation inthispaper,
Threecoordinate systems are introduced inFig. 2 to developa mathematical model of

thewhole system, The firstone is theglobalcoordinate, OoXb}b,The second one isthe

crane ship coordinate, O.X]L,with the origin at the center of gravity ofthe ship. The last
coordinate isthe trolley coordinate, O"Z}M, which isfixedon the trolley.Let Mand m be the
masses of thetrolley and theload, respectively, x be the positionofthe trolley,y and ip be
the heavingand therolling motions ofthe ship, respectively, l be the rope length,ebe the
sway angle, u be the control force. The heightof thecrane ish.Depending on the motions
ofthe ship, the trolleyand the loadpositionare defined as fo11ows,

R=[ylC.O,S.ipip-.h;i,",ip,ip]' (1)

'}=[.I:O,:･k-.hhS'5.Z,'LS]':.O,,]' (2)

Fig,1,An offshore container crane

--m-

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tttt '･･-'
-.kl!-t.'
.t,".'I Lv'･1,i:ge./'-.=.i//･t
'' S.t･'/1,",'l-,l
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'･/･
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c'.'･.l;.･4iT:
-.Z･:･},.
'F'l -[v.,l'"i'.., ,-/...
t;..:
.....,..･,, ,
,tv

.,,:･'S /･:,/, .'',.,.,

,' '.'.,'

･,i'l;ll/11il///iiii･,11-:iii;,i'E:I･,･si'･'･i･Ii-:'

.t;t..
.t;,
t. t..
ttt
ttt
///
tt
..t.t ..
,..ttt
..t.
ttt
.t/tt/
t"tt
.t
t
,t.
t t.t. tt
t., t.
it"',i'ts.ii;lii,'ll･l-i･I[
t:
..･ . ... ･ ..Lf '

tt tt.;t.. tt t.t
T

.t ttt -t

./ttt.
t ttt tttt t.. t t
/tt

Ihe velocity of the trolley,L, and the load,V},are given by

.t '
tt/t '
'c..os,:,-x

'
L-["
//:g,}h-di,%o･x
(3)

(4)
"-[,iko.x,g',:esX:g,}h-di,%o･s,g,'Ls,i･,g,}igxx･S,fl,]･
tt The kineticenergy, T; and the potentialenergM UI can be obtained as fo11ows
.tt tt

T=;Aff,2+;imp72, (5)
t t t t/ttt t t.t/t
' ttttt tttt
(6)
/ttt
t
U=Ad3gCy+xsinip+hcosip)+mg(y+xsindi+hcosip-lcose),
t . ttt
t .t ,t. tt /,.ttt
ttt... ,,, /t

t1 , ,..1.. t//1,../ ,.1 Therefore,thedynamicequations can be derived

by applying theLarangian approach
tt and
ttt.t.;ttttt.t.ttt .. tt .,
tttt., t ,t ,
tt t..l t tt// t/tt are described
by
t t tt /t t t tt
tt
(M'+m)je+mlbcos(e-ip)+mi'sin(e-ip)-(M+m>x
tt /t

./ tt tt/
tt t tltt;tttttttttt
ttt ttt t (7)
t/t ttttt it t tt/ -mle2sin(e-ip)+(M+mb)sinip-(M'+m)htitCM+m}gsine=u,
, ttt /t
',tt tt ttt tt/ t t

./ t4/.,t t

',f,
,"'/ft'ii.
tt
ttt
-l/,:;.'/.s/･
ttt
tt tttt tt/t,I'
/';i･'1",.
tt.t
-'.':
1 xcos(e-ip)+lb+2drdisin(O-ip)+2iD+j)sino+xdi'sinjo-ip)-xdi2cos(e-ip)
/.t .tttzat. tt . t t .t ttt tt/
(8)
-hip'cosjo-ip)-hdi2sin(O-ip)+gsinO=:O.
tt

ll/11,l,,/,-,i
tt

,
i,,i･iY-gtllii'il･i･1"11･1}S.,･t-1"i4'fi･//,.,/.Ei,i-:Sz
/ ttt t tt '
3.Anti-sway control design
The dynamicequations (7)and (8)can be rewritten as fo11ows.
L 1
x. + u, (9)
M+msin2jo-ip) M+msin2jo-di)

b'-- th - cos(0-ip)
. ' (10)
A41+mlsin2(e-ip) Ml+mlsin2(e.ip)

where

,t],=-mi'sin(e-ip)+mle2sin(e-ip)-(M+m)lesinip+ysinip-hdi-xl2)

+2msdisinjo-ip)cos(e-e)+mxQsin(e-ip)cos(e-ip)-ip2cos2jo-di)) (11)
-mhfelcos2(e-ip)+di2sinjo-ip)cos(e-ip))+mCg+y)sine,

Fig,2,Coordinate
systems

- ---

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ttt 'x"
t=Kttttttt
'-;t tt
e.'t/wt/tttt t
1-,･.･.
i,･,

tt.t ..t
'tt"t''
/･,
･･,-itF'/'>,s.l;'t:･'.i':'s/:,'･.,
,//-'･
'' "t .tt
. kr, 'tt;/tt'L.tt';Vt/a
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t ttttt
tttttnytl
t-t ttt
/tt/

t.t'tt.'s' tt
tt// t. .ttt-t
tt
' tt.t

,i{i1,i･i'
t tttttM.vasu.-,'
tt ttt', t
'lr' blt I

tt
. t/t
tt/t
t/tt
tttt/ tt.J,ttt
t/ttttt ttt
tttt '
t't ttttt
ttt t .fb =
m)' sin(e - ip)cosjo
- di)+
2mie'cos2 (o- di)-mlb2 sin(o - - ip)
ip)cos(O
+(M+mXgsinip+Ysinip)cos(e-ip)-2(A4+m)xipsin(O-ip)-2(M+mYb (12)
tt -(M'+m>xdisin(e-ip)+(M+m)hdi2sin(e-ip)-(M+mXg+Dsine,
The designobjectives ofthe control laware to reduce theposition
emor variable,

e=x-xd, (13)
and to suppress the sway motion, e Here, xd isdesiredtrolley position.
Naturally,eqiand its
tt t. derivatives
are chosen to be boundedand givenby

tt/ttt Xd+hsinip
ttt// tt
tt/t //.t ttt Xd = (14) ,

ttt t cosip
ttttttttt, t tttt.
'

tttttttt
ttt t/..:
ttt ,' - t'.
.t,.t
'v',' ,t -/ ttttt/t
tt
tttt where JY2iisthe global desiredtrolley position.Without lossof generality, i\2i
is assumed to
tt/ttt
t t .tttt; tt t -/.t
ttttk,,
-t.
,1
tt

.t tttt..tlt.t/t be a constant, Therefore, thefirstand the second time derivatives

ofopi are given by
//t..t "

tt ttt tttt/
/tttt.

ttt .t
t.

tt.t

ttttt ttt.t
. tt t ttt..tt.t. Xd,/:,",ipip'
h,
tttt tt
t. ttt.ttttt tt /t sd (is) -di

tt ttt tt tt t ttt
tttt/ttttttt
tt//
t. tt
t ttt
ttt..tttttttttt
t1tttttttttttt
t ., ,,,
..t t...y.t
rt tt/' .tt
,. . t t//t
t/ttt. l.
,'/t/ttt.r'ttt't ',./s

Xd,//,n,ipe+h.ip2 Xd 1+ si:i,e 2hsinip,

tt'' t.. ' t./ttt,.-
.t//
.."t
t'tt

･,･,
tt'

-...-
t Nd =th'
(16)
di+
;tt'ge,･'.'11:･;t･;･,f･,･sll/･:
t.rr".t.ttt"/.tttt.t
:tt
.,/'-,Lt
tt t -tt
tt
.ttt
ttt..//
' I･i･,V･lIfthe ship motions are considered as a slow motion, thesecond time derivative
ofeqi can be
assumed to be zero,
Ib improvethetransientperformance inthe sway suppression, the proposedcontrol law
isdesignedas fo11ows

u-lli,M,S,Xjo--ip)ip)(e,-2k,e-k?e-L)+lek,O+kSopp9
ip)-fb). (i7)
l2
Here, kiand k2 are positiveconstants.

Theorem: Considerthe plant (7)-(8). The control law (17)guarantees the

asymptotically stability of theclosed-loop system and ensures thate and e converge to zero
as t- co.

Proof: From (9) - (10),

there isa control law u so thatthe equation (9)- (10)are
equivalent with the fo11owing
equations,

X=M+msi'kn2(omip)+M+msi2jo-ip)"=Xd-2kra-ki2e, (is)

b'=Ml+.ik/.2jo-ip)Hm.C(,Oii2ipjo)-ip)"=-2k2b-k22e
(lg)

Equations (18)
and (19)are rewritten in the matrix form as fo11ows

.tc 1

s,3ktieL-,,e
M+msin2jo-ip)
th
+M+msin2jo-ip)
cos(e -¢ ) .=[Xt (20)
Ml+mlsin2jo-ip) Ml+mlsin2(e-ip)
Solving the equation (20)
forthe control inth
put u yieldsthe result as equation (17), When the
equations (18)- (19) are satisfied wi the control input u, the trolley positionerror and the
sway angle converge to zero as t-> co .The proof iscompleted.

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. ,.
".,/T/o,
Y,.,i.
l.,
t tl..
:Ypt$k{it, /le wt/,t/tT tt,{tti

il,･L//{･i,l'tAil£,StiElllJIZ'//sf,'･El:''･',",i.1/,t･1;",il?･11,S':"-Y
il/l-/i･,tL'/i/i･k,il//ias"'#'-l･l/;i･ii;,1,[l>i･/,'it'i''{-i,s,/;./g.{･ry;i
'/i't:tttt;/;'..r/
,"t...l. tw. .i. . tt .. ..
..ttttt..t.
tt./.,/.t, .t,,, -..t,.
. -,..t.-,
t.t ,{
, ,,J.:,,,
lt

,.,...,
S.",l'-.
,...-tEaj,t.S
..
.,.,'t' t t.tin

ttt.t/./t./.ttt
t,,.
tt .1. .t. tt
t .t.. tttt.ttttt
.t,tt
tt.ttt
t.,

t ･;l･'//S"
t'tt.t ,t ,tt, .,"
t ... .･,
t
2c;t,- "'" , .V"･t'tt,･,'l-t
t/ tt 1, ,, ･-. 4.Numericalsimulations
t tttkl:/'･'t/-.
/..tt

t tt tt I･t t./ ./.

,'/'･
A cranemodel placed on theship isused to illustratetheproposedcontrol law.The
tt
'
t. t. t
simulation isperformedwhen trolleymoves te the globaldesired positionXd 10 rn (as =

' a constant) and the rope lengthis a constant, The simulation parameters are shown as
' fo11ows,
/t
Craneheight h= 20m,
'.t' Ropelength l=10m,
tttt
tttttttt tt t ' Tfo11eymass M== 5000 kg,
'
Load m=40000 kg,
.t /t =1, =25.
tt ttt]t Control gains ki k2
/ttj"tl t't /ttt-
Figure 3 presentsthe simulation result forthe trelleypositionand the sway angle when
/t. 't t ttt.e'
tt
ttttt ttt
tttt the anti-sway controller isapplied to control thetrolleypositionand the sway angle, From
. /t
ttt'

/
ttttt .t t /t
thesimulation result, the trolleypositioncan fo11owexactly the desired positionwhile the
tt '

/ ' '
t..

tt
.,e ' sway angle tends to tt
zero. Moreover, Fig, 4 shows therolling motion ofthe ship generated
't tt t fromthe ship dynamicsdueto random waves.
tt./ /tt
ttttt . .t tt .t'
.t
tt

ttt/ tt: t t ttt t ttt tT 't/ttttt'ttttv / / ' /

di .'L.''t, tg ' .-.
.//i'}'t'tS .
-:.

.' ttt
w.

-'. ' tt.

nt
;. ".t.
ttt
t /t ttt/
E-=
tttt.. t ttL tL.t Lhr tt tnttt
.-

t
//tt
･L,
.P'#:/,1,, .･11:;-,. t.t
// ti3e,k.･{./l/f/i,ilil'
.:t.:-/',",".･E,,t" tt"t''tt tt
109tignD5=2po/ t tvt"ttt
pt,l,1af-:{,ttg}/-,i'k'ittl,t.e / ..t
tt'm"." f

i' ..t
tt tt
.-,.t!"l'.}.thi't':Lir",ih'･7-i･.1'
ttt '
tht

/
f
/ Tolleyposition
/ --- Goal pDsMon
i = --L - L--

o 10 20 30 40 50
Wme Fseel
(a)Tteolleyposition
-r r
-
10
:,tsto=9=gpt
5
1
1o-
y..LtL

L
o 10 20 30 40 50
Time [secl
(b)Errorposition
'r-'--'r' --"' "
O,1O05o-O
Sway angle
T " " Rollingmotion
£
･-oopfitasm
'x
f
t.Ht.7
t.I

･g -. . tt-. tt
tt '-c

t.g
05-O1
L!
O 10 20 30 40 so
Ome Tsecl
(c)
Sway angle
Fig.3.The system response with anti-sway control

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''' .i""W-'t.tT ,-

r
,o5

NN x,
E, o!x /
Xv xt.
/ Kv'x./
i-O,051---- 1]
L -L L .ll
o 10 20 30 40 50
fime [secl
Fig.4.[[hero11ing motion ofthe ship,

Conctusions
The offShore container crane has become a becauseof the motions of the
challenge

ship. Heweveg itcan be dealtwith an anti-sway centrol foran offshore container crane
using nonlinear contrel (feedback linearization)thatwas presented in thispaper. The
simulation was shown the ernciency of the controller. With theanti-sway eontroller, the
oscillation ofthe loadreduced to zero rapidly.

Acknowledgment
This work was supported by the Mobile Harbor Prejectofthe Korea Actsrancedinstitute
of Science and Tbchnology fimded by the Ministry of Education,Science,and Teclmology,
Korea and theWbrld ClassUniversityprograrnthrough the NationalResearch Foundation
of Korea fundedby the MinistryofEducation, Science and [fechnology,Korea (grantno.
R31-2008-OOO-20004-O).

References

(1) Bartolini,
G, Pisano,A. and Usai, E,, Second-order
sliding-mode control of
container cranes, Automatica, M)1,38,No 1O, 2002, pp, 1783-1790.
(2) CorrigegG, Giua, A., and Usai, G, An implicit gainscheduling controller forcranes,
liEEE] 7}ansactions on ControlStstems 1lechnology, Nlo1.6,No, 1,1998, pp.15-20.
(3) Hong, K. T,,Huh, C. D., and Hong, K, S.,Command shaping control forlimitingthe
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