 METHOD OF CONTROLLING ANTI-BALLING CRANE WITH FILTER OF THE THIRD ORDER
专利摘要:
The present invention relates to a method for controlling the movement of a load (1) suspended at a point of attachment (H) of a hoist (2), said method comprising a step (a) of acquisition during from which we acquire a "steering instruction" (Vu) representative of the speed of movement that the driver wishes to give to the load (1) suspended, and a step (b) of treatment during which is developed, from said steering setpoint (Vu), an instruction called "execution instruction" (Vtrol) which is applied to a drive motor (7, 8) in order to move the suspended load (1), step (b) method comprising a third order filtering sub-step (b4) C3 by means of which a third order filter (F3) is applied to the control setpoint (Vu) in order to generate a filtered control setpoint (Vf ) of regularity class C3, then the execution instruction is defined (Vtrol) from said filtered control setpoint (Vf). 公开号:FR3056976A1 申请号:FR1659607 申请日:2016-10-05 公开日:2018-04-06 发明作者:Xavier Claeys；Silvere BONNABEL 申请人:Manitowoc Crane Group France SAS； IPC主号:
专利说明:
056 976 59607 ® FRENCH REPUBLIC NATIONAL INSTITUTE OF INDUSTRIAL PROPERTY © Publication number: (to be used only for reproduction orders) ©) National registration number COURBEVOIE ©) Int Cl 8 : B 66 C 13/18 (2017.01) PATENT INVENTION APPLICATION A1 ©) Date of filing: 05.10.16. ©) Applicant (s): MANITOWOC CRANE GROUP ©) Priority: FRANCE Simplified joint stock company - FR. ©) Inventor (s): CLAEYS XAVIER and BONNABEL SIL- VERE. (43) Date of public availability of the request: 06.04.18 Bulletin 18/14. ©) List of documents cited in the report preliminary research: Refer to end of present booklet (© References to other national documents ©) Holder (s): MANITOWOC CRANE GROUP related: FRANCE Simplified joint-stock company. ©) Extension request (s): @) Agent (s): CABINET GERMAIN & MAUREAU. (□ 4) THREE-ORDER FILTER ANTI-BALLANT CRANE CONTROL METHOD. FR 3,056,976 - A1 yY) The present invention relates to a method for controlling the movement of a load (1) suspended from a point of attachment (H) of a lifting machine (2), said method comprising a step (a) acquisition during which a “steering instruction” (V „) representative of the speed of movement that the driver wishes to impart to the suspended load (1) is acquired, then a step (b) of processing at during which one draws up, from said piloting instruction (V u ), a so-called “execution instruction” instruction (V tr0 |) which is applied to a drive motor (7, 8) in order to move the suspended load (1), the processing step (b) comprising a sub-step (b4) of regularization C 3 by third order filtering during which a third order filter is applied to the control instruction (Vu) (F3) to generate a filtered control setpoint (Vf) of differentiability class C 3, then one of ends the set of execution (vtr0 |) from said filtered control setpoint (Vf). THREE-ORDER FILTER ANTI-BALLANT CRANE CONTROL METHOD The present invention relates to the general field of lifting devices, of the crane type, and more particularly of the tower crane type, which have a movable attachment point, of the carriage type, from which a load to be moved, known as " suspended load ”, and which are equipped with a control system making it possible to set in motion and control the movement of said suspended load. The present invention relates more particularly to control methods intended to manage the control system of such lifting devices. Generally, such control methods, which are intended to provide assistance in piloting the machine, include a step of acquiring a piloting instruction, during which the speed instruction which is expressed by the driver is collected. driver of the lifting machine and which corresponds to the speed that said driver wishes to impart to the suspended load, then a processing step during which, from said piloting instruction, an execution instruction is developed which is applied to the drive motor (s) which allow the said suspended load to be moved. In addition, in order to ensure the precision and safety of the operations for transporting the suspended load, the known control methods generally seek to control, and more particularly to limit, the amplitude of the pendulum or "dangling" oscillations, to which the suspended load may be subject to movement of the truck. To this end, it is in particular known to combat the swing by a closed loop control, in which the actual values of position and speed of the carriage, as well as the value of the swing angle of the load, are measured, to be able to generate a correction of the setpoint which is applied to the motors which actuate the carriage and which aims to reduce said sway. If such a system effectively attenuates the dangling, it can however have certain drawbacks. Indeed, such closed-loop control requires the implementation of numerous sensors, intended for example to measure the real swing angle, which increases the complexity, and consequently the cost, as well as the risk of failure, of the control system, and more generally of the lifting device equipped with said control system. In addition, the complexity of the mathematical model used by such a control system, as well as the quantity of data to be measured and processed, tend to mobilize relatively large and costly resources in terms of computing power, memory, and energy. Furthermore, the piloting assistance thus offered may tend to excessively dampen the responses (reactions) of the lifting device to the instructions of the driver (or "crane operator"), thereby distorting the intuitive perception of the behavior of the device. that said driver may have, and in particular by giving said driver the unpleasant impression that the vehicle lacks responsiveness and does not faithfully carry out its instructions. The objects assigned to the invention therefore aim to remedy the aforementioned drawbacks and to propose a new method of controlling the movement of a suspended load which ensures both rapid and gentle movement of the suspended load, with effective control of the dangling, which gives the driver a faithful feeling allowing very free, reactive and relatively intuitive driving, and which is, despite these performances, particularly simple and economical to implement. The objects assigned to the invention are achieved by means of a method of controlling the movement of a load suspended from a point of attachment of a lifting machine, said method comprising a step (a) of acquiring a set point. piloting, during which a so-called “piloting instruction” is acquired which is representative of a speed of movement that the operator of the lifting machine wishes to impart to the suspended load, then a processing step (b) during which a so-called “execution instruction” is developed from said piloting instruction which is intended to be applied to at least one drive motor in order to move the suspended load, the method being characterized in what the processing step (b) comprises a sub-step (b4) of regularization C 3 during which the control instruction is processed so as to confer on said control instruction drift properties third unit with respect to time and continuity with respect to time, in order to generate from said piloting instruction a so-called “filtered piloting instruction” which is of class C 3 , then the execution instruction is defined from said filtered control instruction. More preferably, the C 3 regularization sub-step (b4) can consist of a third order filtering sub-step (a4) during which a third order filter is applied to the control setpoint in order to generate a setpoint of filtered piloting which is class C 3 . By "being of class C 3 ", it indicates, in the mathematical sense of the term, that the parameter considered, here the filtered control instruction, or more precisely the function which represents the evolution of said parameter considered as a function of time, c ' that is to say here the function representing the evolution of the control setpoint filtered as a function of time, is three times differentiable (differentiable) with respect to time, and that said function, as well as its temporal derivatives first, second and third are continuous. Advantageously, the regularization C 3 of the control setpoint (speed setpoint for the suspended load), and more particularly the use for this purpose of a third order filter applied to said control setpoint, makes it possible to ensure that the filtered control instruction, which will then be effectively used to define the execution instruction applied to the drive motors, is class C 3 . Advantageously, a filtered control instruction, thus regularized C 3 , presents exceptional regularity conditions (in the sense that it is here three times differentiable, and that its first, second and third time derivatives are continuous), and consequently mathematical properties of continuity and demarcation that the gross piloting instruction does not generally have, as defined and modified in real time by the operator of the machine. Indeed, it will be recalled that the operator of the machine is likely to vary the piloting instruction at any time, in an unpredictable manner. Depending on the different situations to which the driver of the machine must react, the piloting instruction (which here takes the form of a speed instruction for the suspended load) can therefore vary on the one hand as a sign, when the operator the machine decides to change the direction of movement (left / right, distance / reconciliation), and on the other hand in amplitude (intensity), when the driver changes from a movement he wishes fast to a slower movement ( deceleration), or vice versa (acceleration). In addition, the speed of these control setpoint changes can vary considerably, depending on the frequency and speed with which the operator of the machine actuates the controls to effect changes or corrections to the trajectory. The gross piloting instruction can therefore present in practice certain abrupt variations, of the rung type, which can be mathematically assimilated to discontinuities. Likewise, due in particular to these discontinuities, the time derivatives (typically of order one and order two) of the control setpoint, which will preferably be used in modeling the behavior of the suspended load and in developing of the execution instruction, could present punctually, if they were calculated directly, without appropriate regularization (filtering), certain divergences or certain discontinuities, so that the resulting execution instruction would be likely to cause jerky or unstable reactions of the suspended load. This is why the method according to the invention advantageously smoothes the control instruction before it is actually applied to the drive motor (s), which makes it possible to eliminate from the control signal (instruction d 'execution) instabilities, discontinuities and other discrepancies that would cause jolts and the appearance (or maintenance) of a dangling. It is thus possible to obtain a movement of the suspended load which is particularly regular and stable, whatever the nature of said movement (that is to say whatever the shape of the trajectory desired by the operator of the vehicle), and whatever whatever the speed and amplitude of said movement are desired by the operator of the machine. Advantageously, and as will be detailed below, the regularity C 3 conferred on the piloting instruction also makes it possible to then define the execution instruction, from said piloting instruction, by means of a simplified mathematical model. which not only is simple and quick to execute, but which, above all, produces an execution instruction which is intrinsically non-swaying, that is to say an execution instruction which, when applied to the motors actuation, does not cause (cannot cause by itself) the appearance of a dangling. Furthermore, the method according to the invention allows in particular a free and precise adjustment of the coefficients, as well as of the pulsation, of the third order filter which is applied to the control setpoint, which makes it possible to maintain rapid convergence in all circumstances from the speed of the suspended load to the speed setpoint expressed by the operator of the machine. In other words, the process provides dynamic and reactive control. Then, the method according to the invention advantageously makes it possible to optimize the use of the drive motor (s), in that it makes it possible to derive the best possible performance from said motor (s), in particular in terms of speed or acceleration given to the attachment point and to the load, while at all times respecting the material limits of the said motor or motors. It is in fact understood that if an engine cannot reach the setpoint which is fixed to it because said setpoint is too high with regard to the capacities of said engine, then the actual drive of the attachment point will suffer from an insufficiency with respect to the desired drive, so that the movement of said attachment point (and therefore the movement of the suspended load) which will actually be obtained will not correspond to the desired movement. However, the execution instruction being by definition calculated precisely to obtain (theoretically) a regular movement (desired movement) and without dangling, it will be understood that if, in practice, the drive motor does not correctly execute said instruction execution, then the piloting system will not behave as desired, and it may result in the appearance of a swing and a certain loss of control of the movements of the attachment point and the load. Here, thanks to the invention, we can configure the regularization C 3 , and more particularly we can configure the filtering of the third order, and if necessary change this configuration of the regularization C 3 (filtering respectively) over time , so that the execution instruction, while promoting a rapid response of the control system, does not exceed the effective capacities of the drive motors in terms of maximum speed and maximum acceleration. As such, it will be noted in particular that on the one hand the maximum acceleration which can be given to the attachment point (carriage) is directly dependent on the maximum acceleration capacity of the drive motors which serve to move said point of attachment, and that on the other hand there exists mathematically, because of the physical laws of dynamics, a relation between the acceleration of the point of attachment (acceleration of the carriage) and the third derivative of the speed of the load suspended. Consequently, when we regulate C 3 the gross piloting setpoint (suspended load speed setpoint) expressed by the operator of the machine, in accordance with the invention, a profile planning of the speed setpoint is advantageously carried out that we will apply to the drive motors, that is to say that we plan the evolution over time (and more particularly the evolution rates per unit of time) of the value of the setpoint execution (trolley speed setpoint), according to an evolution profile which best reflects the desired steering setpoint but which is also and above all compatible with the ability of the motors to provide a response that is up to the task at all times of said execution instruction. In this way, the execution instruction is in practice always achievable, that is to say that said execution instruction is intrinsically such that said real control system is always capable of effectively achieving (reaching) said instruction of execution that is applied to it, and therefore of providing a real response which is in accordance with the behavior which is expected of said control system, and more particularly in accordance with the behavior which is expected of the carriage (such that said expected behavior is defined by the execution instruction). Thus, the execution instruction never takes the real control system into fault. More particularly, the third order filter proposed simplifies the implementation of appropriate saturations, during the processing of the piloting instruction, and therefore the implementation of intelligent dynamic limitations of the execution instruction, which make it possible to obtain the best advantage of the drive motors while ensuring permanent, precise and reliable control of the movements of the attachment point and the suspended load. Finally, it will be noted that the control method according to the invention advantageously makes it possible to control the lifting machine by an open loop control, simply by applying the execution instruction (speed instruction) to the drive motor concerned, without require no measurement of the effective sway (that is to say without it being necessary to obtain feedback on the real angle of the sway), which limits the number of sensors as well as the computing power necessary for piloting, and therefore reduces the complexity, size, and energy consumption of the piloting system. Other objects, characteristics and advantages of the invention will appear in more detail on reading the description which follows, as well as with the aid of the appended drawings, provided purely by way of non-limiting illustration, among which: Figure 1 illustrates, in a schematic perspective view, the general arrangement of an example of a lifting device controlled by a method according to the invention. FIG. 2 illustrates, in a schematic side view, the general principle of a mechanical pendulum model which underlies the method according to the invention. FIG. 3 illustrates, in the form of a block diagram, the calculation of the pulsation applicable to the third order filter as well as the preliminary saturation of the control setpoint, which precedes the third order filtering. FIG. 4 illustrates, in the form of a block diagram, the principle of implementation of a processing step (b) according to the invention, and more particularly the detail of a third order filter according to the invention . FIG. 5 illustrates, according to a schematic view from above, the correspondence between the Cartesian coordinate systems and the cylindrical coordinates making it possible to express the piloting instructions, then the execution instructions, in appropriate benchmarks. FIG. 6 illustrates, in the form of a block diagram, the implementation of the method according to the invention for controlling on the one hand an orientation motor (the “orientation” designating the yaw turning component, around an axis (ZZ ') called "orientation axis") and on the other hand a distribution motor (the "distribution" designating the radial component of distance or approximation with respect to the axis (ZZ') orientation), from a control setpoint expressed in cylindrical coordinates, comprising a radial component and an angular component. FIG. 7 illustrates, diagrammatically, a filtered piloting instruction obtained in response to a raw piloting instruction of step type, as well as an execution instruction which is determined from said filtered piloting instruction, such as that is illustrated in Figure 6, using a conversion formula from the mechanical model in Figure 2. The present invention relates to a method of controlling the movement of a load 1 suspended from a hooking point H of a lifting machine 2. The lifting machine 2 is designed so as to be able to move the hooking point H, and consequently the suspended load 1, according to a yaw rotation component Θ around a first vertical axis (ZZ '), called " orientation axis ", and / or along a radial component R, corresponding to a movement called" distribution ", here in translation along a second axis (DD ') said" distribution axis "intersecting with said axis orientation (ZZ '), as illustrated in Figures 1 and 2. The lifting machine 2 may in particular form a tower crane, whose mast 3 materializes the orientation axis (ZZ '), and whose arrow 4 materializes the distribution axis (DD'), as is illustrated in figure 1. For convenience of description, we will consider such a tower crane configuration in the following, and more particularly a tower crane configuration with horizontal jib 4, it being understood that it is perfectly conceivable to apply the principle of l invention to other lifting devices, and in particular to mobile cranes or cranes with lifting jib. We denote by O the intersection of the distribution axis (DD ') and the orientation axis (ZZ'). The attachment point H is preferably formed by a carriage 5, which can advantageously be guided in translation along the distribution axis (DD '), along the arrow 4. For convenience, we can assimilate the carriage 5 and the hooking point H in the following. The orientation movement Θ, and, respectively, the distribution movement R, and more particularly the drive movement of the carriage 5 in translation R along the arrow 4, may be provided by any drive motor 7, 8 suitable, preferably electric, and more particularly by at least one (electric) orientation motor 8 and, respectively, one (electric) distribution motor 7. The load 1 is suspended from the attachment point H by a suspension device 6, such as a suspension cable. In what follows, said suspension device will therefore be assimilated to such a suspension cable 6, for convenience. The suspended load 1 can preferably also be moved according to a vertical component, called "lifting", so as to be able to vary the height at which the suspended load 1 is located relative to the ground. Preferably, the length L of the suspension cable 6 can be varied for this purpose, typically by means of a winch driven by a lifting (preferably electric) motor, so as to be able to modify the distance of the suspended load 1 at the attachment point H, and thus either raise the load 1 by a shortening of the length L (by winding the suspension cable 6), or on the contrary lower said load 1 by an extension of said length L ( by unwinding the cable 6). For convenience, the “control system” may be used to designate the assembly making it possible to set in motion and control the movement of the suspended load 1, said assembly typically comprising the module (s) (computers) 10, 12, 13 , 14, 15, 16, 17 allowing the implementation of the method according to the invention, as well as the drive motor or motors 7, 8 (actuators), and where appropriate the movable members (effectors) of the machine driven by said drive motors 7, 8; the said movable members will correspond here on the one hand to the mast 3 and to the arrow 4, orientable in lace according to the orientation movement Θ, and on the other hand to the carriage 5 ensuring the distribution movement R along the arrow 4. According to the invention, the method comprises a step (a) for acquiring control setpoint during which a setpoint known as "control setpoint" V u which is representative of a speed of movement V | oa d that the operator of the hoist 2 wishes to confer on the suspended load 1. The method according to the invention then comprises a processing step (b) in the course of which, from said control setpoint V u , here is produced by means of a processing module 10, a setpoint known as “setpoint execution »V tro i, which is intended to be applied to at least one drive motor 7, 8 in order to move the suspended load 1, and, more particularly, in order to move the carriage 5 from which said load 1 is suspended. It will be noted that, advantageously, the method makes it possible to achieve servo-control in speed, rather than in trajectory, and more particularly servo-control of the speed of the carriage 5, from a speed setpoint V u which corresponds to the desired speed for suspended load 1. As such, the execution setpoint V tro i will therefore preferably express the speed setpoint which the hooking point H must reach (that is to say the speed setpoint which the carriage 5 must reach). In other words, the method preferably comprises a step (a) during which the driver defines (freely) and expresses (voluntarily) a piloting instruction in the form of a speed instruction which he wishes or even followed by the suspended load 1, then a processing step (b) during which said control setpoint (setpoint for suspended load speed) is processed, here more particularly filtered by a third order filter, to be converted into a corresponding setpoint of speed of the carriage 5, forming the execution instruction (in speed) V tro i which is applied to the appropriate drive motor 7, 8. Note, moreover, that the method offers the operator of the machine great freedom of maneuver, since said operator can freely set, at any time, and according to the amplitude he chooses, the control setpoint (speed setpoint) V u that he wishes to see executed by the load 1, and this without for example being constrained to respect a predetermined fixed trajectory. ίο It will also be noted that the method according to the invention is valid both for controlling the orientation movement Θ and for controlling the distribution movement R, or for controlling any simultaneous combination of these two movements. From a formal point of view, it will be noted that one can advantageously identify the position of the movable members, namely the attachment point H / carriage 5 on the one hand, the load 1 suspended on the other hand, and express the movements of said movable members, either in a Cartesian coordinate system (Ο, X, Y, Z) associated with the base (considered fixed) of the lifting machine 2, or in a polar type coordinate system (O, r, Θ) using cylindrical, even spherical coordinates. By convention, we can thus note, in said Cartesian coordinate system: P tr oi x and P tro i Y the positions in X (first horizontal axis), respectively in Y (second horizontal axis, perpendicular to the first horizontal axis X), of the carriage 5 (the index "trol" designating the carriage or " trolley ”); V three i x and V three i Y the speed components in X, respectively in Y, of said carriage 5; Pioad X and Pioad Y the positions in X, respectively in Y, of the suspended load 1 (the “load” index designating the suspended load 1); Vioad X and Vioad Y the speed components in X, respectively in Y, of said suspended load 1, which correspond to the components of the (desired) speed of suspended load 1, and therefore, in practice, to the components of the setpoint of steering V u . When we use the cylindrical coordinates (r, Θ), we can more particularly attach to each mobile member considered a Frénet coordinate system making it possible to express the radial component V r (according to the distribution movement R) and the orthoradial component V e (according to the tangent to the orientation movement Θ) of the speed of the movable member considered, as is particularly illustrated in FIG. 5. Thus, in said FIG. 5, as well as in FIG. 6, V | oa d r and V | 0ad 9 represent the radial and orthoradial components of the speed vector V | oad respectively of the suspended load 1 (i.e. in practice the radial and orthoradial components of the speed control setpoint V u ), while V tro i r and Vtroi 9 represent the radial and orthoradial components respectively of the speed vector V tro i of the carriage 5 (i.e. the radial and orthoradial components of the speed setpoint V tro i, which are applied respectively to the distribution motor 7 and to the orientation motor 8). As illustrated in FIGS. 3, 4 and 6, the control instruction V u can be supplied by the operator of the vehicle by means of any appropriate control member 11. Said control member 11 may in particular take the form of a joystick, or else a set of joysticks, which will allow the driver to express the orientation speed setpoint (yaw speed, orthoradial) V | 0a d 9 and the delivery speed setpoint (radial speed) V | oa d r he wishes to print to the suspended load 1. By simple notation convenience, the gross control instruction V u , as expressed by the operator of the machine at the level of the control member 11, that is to say the signal supplied by the joystick at the input of the control system, will preferably be referenced V OJ in the above-mentioned figures. In order to better explain the invention, some elements of theoretical mechanics making it possible to model a pendulum system will now be exposed, with reference to FIG. 2. It will be noted that the explanation given here in a plane, with reference to a single displacement dimension, along the X axis, which we consider parallel to arrow 4 and to the distribution axis (DD '), remains valid in three dimensions. According to the fundamental principle of dynamics (Newton's law), and neglecting any external forces such as the wind, we have: Mâ load = T + Mg where M represents the mass of the suspended load 1; a load represents the acceleration of the suspended load 1 (which one considers here carried by the horizontal direction X); T represents the tension of the suspension cable 6; g represents gravity (acceleration of gravity). The above equation implies that the vector My load - Mg is collinear (parallel) to the vector T. Therefore, we have: tan β = Ma ^ ad = aioad with β | ' an g | e (swing angle) formed by the suspension cable 6 with the vertical Z. By assuming small angles, we can also write: sin β tan β = Ptrol ~ Pload with Ptroi the position (here in X) of the carriage 5, Pioad the position (here in X) of the load 1, and L the length of the suspension cable 6. We deduce the following relation between the position P tr oi of the carriage on the one hand, and the position P | oa d of the suspended load and the speed V | oa d of the load on the other hand: Ptrol ~ Pioad ^ ~~ ^ load ~ Pioad + ~~ ^. ^ Load and, by deriving the above expression with respect to time, we obtain a differential equation of the second degree, called "conversion formula", which expresses the speed V tro i of the carriage 5 as a function of the speed V | oa d of the suspended load 1: L d 2 Vtrol ~ Vload + ~ dt 2 ^ load which can also be expressed by the Laplace transform: V t rol (p) = a + lp 2 Woad In practice, thanks to the above conversion formula, it is therefore possible to calculate the speed setpoint of the carriage V tro i, that is to say concretely the execution setpoint V tro i, from the value of the speed V | oa d that one wishes to give to the suspended load, that is to say from the control setpoint V u . However, it is also necessary to take into account the fact that, in the real control system, the carriage 5 necessarily has a finite (bounded) acceleration. This material condition imposes that, from a mathematical point of view, the acceleration of the carriage, that is to say the time derivative of the speed of the carriage, V trol = ~ V trol must on the one hand exist, and on the other hand to be bounded (ie to be increased by a fixed fixed value). However, the calculation of the carriage speed (execution instruction) V tro i according to the above conversion formula involves the time derivative second ·· d 2 Vload. = “7 'ioad do the speed of the suspended load (piloting speed) V | oa ddt 2 In view of this conversion formula, the acceleration of the carriage tro V i = V ^ trol P had therefore be expressed as a function of the third time derivative ioad V y = V load = V load speed the charge V | oa dIt follows that the condition of existence and bounding of the acceleration of the carriage V trol requires that the third time derivative Vi oad of the speed of the charge V | oa d exists and is bounded, i.e. the speed of the suspended load Vioad (and consequently the control setpoint V u which will be used to fix said speed of the suspended load) is three times differentiable, and that its third derivative is continuous (and bounded). In other words, it must be ensured that the control instruction V u actually used to calculate (according to the above conversion formula) the execution instruction V tro i is (at all times, and in all circumstances ) of class C 3 , even when said piloting instruction V u is initially expressed by the operator of the machine, and acquired substantially in real time, in a raw form Vjoy which is liable to vary unpredictably over time. of time, at the free choice of the driver, and who therefore does not necessarily have these regularity properties C 3 . This is in particular why, according to the invention, the processing step (b) advantageously comprises a substep (b4) of regularization C 3 during which the piloting instruction Vu is processed so as to confer on said instruction of piloting Vu of the derivability properties third with respect to time and of continuity with respect to time, in order to generate, from said piloting instruction Vu, a filtered piloting instruction Vf which is of class C 3 , then defines the execution setpoint Vtroi from said filtered control setpoint Vf. According to a possible variant of implementation, the regularization C 3 can be carried out using interpolation polynomials. According to this variant, the piloting instruction V u is interpolated, and more particularly several or even all of the values considered among the succession of different values taken by the piloting instruction V u during a given time interval, by means of d 'a polynomial. Said polynomial intrinsically has a regularity class (at least) C 3 , and therefore provides an approximation that is both precise and of class C 3 of the piloting instruction, in the form of a filtered pilot instruction Vf of polynomial type. Such a polynomial therefore provides class C 3 planning of the piloting instruction. However, according to another variant which is particularly preferred and simpler to implement than the variant by polynomial interpolation, during the sub-step (b4) of regularization C 3 , the control instruction V u is applied to regularize C 3 said piloting instruction, a third order filter F3 in order to generate the filtered piloting instruction Vf which is of class C 3 . In other words, the sub-step (b4) preferably constitutes a third-order filtering sub-step during which a third order filter F3 is applied to the control setpoint V u in order to generate a filtered control setpoint Vf which is three times differentiable (and more precisely of regularity class C 3 ). Preferably, the C3 regulation, and more particularly the third order filtering, is carried out by means of a third order filtering module 12, formed by a computer, electronic or computer. The third order filtering F3 can be written in the form of a transfer function: Vf (p) = F3 V u (p) = p3 p3 p V u (p) I C O Q I C l I 1 with: ω the pulsation of the third order filter F3; Ci, c 2 the coefficients, respectively of the first order and of the second order, used by said third order filter F3. In the time domain, the third order filter F3 results in the following differential equation: v f + ^ ÿ f + ^ f + ^ f = v u In order to optimize the third order filter F3, we will preferably choose: Ci = 2.15 and c 2 = 1.75, as it appears in FIG. 4. These values indeed make it possible to optimize the reactivity of the filter F3, by minimizing its response time to 5% (that is to say the time necessary for the response to converge towards a step type setpoint with an error less than 5 % of the value of said step), while limiting overshoot. It will be noted that, according to a possible variant implementation of the invention, the filtered control instruction Vf could be used directly as an execution instruction V tro i applied to the drive motors 7, 8, this is that is, we could ask: V tro i = Vf. In fact, thanks to the regularization C 3 , obtained here by third order filtering, the filtered control instruction Vf is intrinsically defined, and more generally "planned", so as to gradually converge towards the control instruction V u , without never be "too stiff". In this way, said filtered piloting instruction Vf, regularized C 3 , is effectively achievable, the drive motors 7, 8 being capable of following said filtered piloting instruction Vf. Thus, in the example illustrated in FIG. 7, where the operator of the machine applies a control instruction V u of the echelon type, it can be seen that the filtered control instruction Vf actually evolves according to a more gradual slope than that of the said echelon , and without discontinuity. However, according to another particularly preferred variant of implementation of the invention, after having determined the filtered control instruction Vf, the execution instruction can then be defined (and calculated) as follows, by applying the conversion formula mentioned upper : hroi = Vf + L V f y with: Vf the filtered control setpoint (regularized C 3 ), here more preferably from the third order filter F3, L the length of the suspension cable 6 which connects the suspended load to the attachment point, g the gravity. This conversion formula, simple and quick to execute, has the advantage of being intrinsically an anti-sway function. Thus, using the above conversion formula is advantageously equivalent to applying to the filtered control setpoint Vf an (additional) anti-sway function, which makes it possible to produce an execution setpoint V three i not generating sway. Indeed, the above conversion formula comes from a simplified pendulum model, in which we consider that the swing angle β is almost zero, that is to say that the suspended load 1 does not swing not (or almost not) with respect to the carriage 5. Advantageously, this means, conversely, that an execution instruction V tro i developed from this model is such that, if said execution instruction is effectively executed faithfully by the drive motors 7, 8, and therefore by the carriage 5, said execution instruction V tro i cannot, in itself, cause dangling. FIG. 7 shows an execution instruction V tro i thus obtained by applying the conversion formula to a filtered control instruction Vf resulting from a control instruction V u of step type. The conversion of the filtered setpoint Vf into an execution setpoint V tro i can be carried out by any appropriate conversion module (calculator) 13, of the electronic circuit or computer-programmed module type. It will also be noted that the determination of the execution instruction V tro i according to the invention can advantageously be carried out without it being necessary to know, and a fortiori without it being necessary to measure, the mass M of the suspended load 1, insofar as this parameter (the mass M of load 1) does not intervene in the formulas used during processing step (b), and in particular does not intervene in the definition of the filter of the third order F3 or in the above-mentioned conversion formula. We can therefore save a measurement of the mass M of the suspended load 1 or a treatment of this mass parameter M, which again allows to simplify the structure of the lifting device 2 , and to simplify and speed up the execution of the process. Advantageously, the anti-swaying effects intrinsically provided on the one hand by the C 3 regularization itself, and on the other hand by the use of a non-swaying conversion formula, will combine to offer an optimized control of the movement of the suspended load 1, completely free of dangling. Taking into account the aptitudes of the method for generating an execution instruction which does not cause dangling, it will be possible, in a particularly preferential manner, to implement the control according to the invention in open loop. Thus, it will be possible in particular to control the lifting machine 2, and more particularly the movements of the carriage 5 (here typically in orientation Θ and in distribution R), by blindly applying the execution instruction (here preferably a speed instruction ) V tro i to the drive motor (s) 7, 8, without providing for servo-control which would then aim to reduce the real sag which could result from the application of this execution instruction or else which would result external disturbances. In particular, it will thus be possible to control the lifting device 2 without having to use feedback (“feedback”) measured or calculated from the effective (actual) swing angle of the suspended load 1, or feedback measured or calculated from the angular speed of the effective sway of said suspended load 1 and, preferably, without having to use a measured return of the effective (actual) speed of movement of the attachment point H. By using the process according to the invention in open loop, it is therefore advantageously possible to obtain excellent control of the movement of the suspended load 1, and more particularly to offer the operator of the machine excellent possibilities of manual control of the movement of the load. suspended, by means of a process which combines simplicity and speed of execution, while simplifying the structure of the lifting machine 2, and in particular by saving sensors intended for measuring the sway. This being the case, the method according to the invention remains perfectly compatible, in an alternative embodiment, with a closed loop control, according to which the execution instruction V tro i is first determined in accordance with the invention, by making in particular, intervene third order filtering, then apply said execution instruction V tro i to the drive motors 7, 8 while providing closed-loop control (as described above) intended to actively reduce any slack , in the event that such a sway appears despite everything, being caused by disturbances external to the control system, such as gusts of wind, for example. Advantageously, according to such an alternative embodiment, the determination of the execution instruction V tro i according to the invention, with regularization C 3 on the one hand and use of the anti-swaying conversion formula mentioned above on the other hand , however, will generate an execution setpoint (carriage speed setpoint) V tro i already optimized, not generating sway (intrinsically), so that the sway set compensation task assigned to the closed loop of the servo greatly simplified (since it will only be a question of reducing any drifts caused by the only disturbances external to the piloting system). It will also be recalled that the drive motors 7, 8 have, by nature, limited speed, acceleration, and torque capacities (finite). Consequently, it is necessary that the execution instruction V tro i is compatible with these capacities, so that the motors 7, 8 can effectively execute said execution instruction V tr oi, and thus generate, as a result of the application. of said execution instruction V tro i to said motors 7, 8, of the movements of the carriage 5 and of the suspended load 1 without dangling, which are in accordance with the movements which are expected with regard to said execution instruction. In other words, it is necessary to take care to generate an execution instruction V tro i which is achievable, that is to say consistent and compatible with the actual material capacities of the drive motors 7, 8, so as not to seek to solicit the piloting system beyond its capacities, and so as to avoid any situation in which a insufficiency of a motor 7, 8 would lead the real movement to differ from the ideal movement expected, and would cause for example the appearance or the accentuation of a dangling. Ultimately, with regard to the criteria of stability, speed of convergence, and respect for the material capacities of the drive motors 7, 8, it can be considered that, overall, the filtered piloting instruction (filtered speed instruction) Vf must respond (simultaneously) to four cumulative constraints: Constraint No. 1: the filtered speed setpoint Vf (t) must be three times differentiable, and more particularly of class C 3 ; Constraint # 2: the filtered speed setpoint Vf must converge as quickly as possible towards the control setpoint V u (in response typically to a control setpoint V u forming a constant step); Constraint n ° 3: the acceleration of the carriage 5 must never exceed the maximum intrinsic acceleration capacity of the corresponding drive motor 7, 8, that is to say that one has permanently: | 7 three | <a MAX , that is Vf + ^ Vf <0-max where a MA x is a value representative of the maximum acceleration that the drive motor 7, 8 can give to the attachment point H to which the load is suspended 1 (that is to say here to the carriage 5); Constraint n ° 4: the carriage speed setpoint (execution instruction) V tro i must never exceed the maximum speed that the drive motor 7, 8 can impart to the carriage 5, that is to say that we always have: | 17 troZ | <V MAX either: | Κί · + -Vf <9 Vmax ° ù Vmax is a value representative of the maximum speed that the drive motor 7, 8 can impart to the attachment point H to which the load 1 is suspended (that is to say here to the carriage 5). The regularization C 3 , and more particularly the application of the third order filter F3, makes it possible to satisfy the constraint No. 1 (setpoint three times differentiable, and more particularly of class C 3 ). One can satisfy the constraint n ° 2 (fast convergence) by choosing the coefficients cl, c2 of said third order filter F3, as indicated above, and on the other hand by adapting the pulsation ω of said third order filter F3 depending on the circumstances, as will be detailed below. We can finally satisfy the constraints n ° 3 (acceleration limit) and n ° 4 (speed limit), that is to say ensure that the execution instruction (carriage speed instruction) V tro i is achievable, by applying appropriate saturation functions SAT1, SAT2, SAT3, which will be detailed in the following. Thus, according to a preferred characteristic which can constitute a fully-fledged invention, during the sub-step (b4) of regularization C 3 , it is possible to use, to generate the filtered control setpoint Vf, a parameter which is representative of the maximum acceleration a M Ax that the drive motor 7, 8 can impart to the attachment point H from which the load 1 is suspended, so that the execution instruction V tro i which results from said filtered piloting instruction Vf depends of said maximum acceleration so as to be achievable by said drive motor 7,8. More particularly, said parameter chosen as representative of the maximum acceleration a M Ax admissible by the drive motor 7, 8 could be the pulsation ω of the third order filter F3, in the form of a pulsation known as “calculated pulsation” ω 0 which will be determined in particular as a function of said maximum acceleration value admissible at M Ax The inventors have indeed established that there is a link between pulsation and maximum admissible acceleration. Indeed, we have seen that the acceleration of the carriage is worth V tro i = Vf + - Vf. Suppose that at time t = 0 (initial time), a load V u of step type is applied to a suspended load 1 at rest, that is to say a system initially at equilibrium. The system being initially at equilibrium, we can then consider that the acceleration of the suspended load 1 is initially zero, that is to say that we have, at time t = 0: 1 ^ ( 0) ~ 0, due to the inertia, while the acceleration V tro i of the carriage is maximum at this same time t = 0, and is then worth - Vf (0) = - ω 3 1ξ 9 9 Li O T T The constraint n ° 3 (acceleration limit) therefore imposes: - ù) V u <CLmax 9,. . f a MAX x a ^ i.e.: ύΰ S (-) 3 V V U XL J Consequently, the processing step (b) can therefore preferably comprise a sub-step (bl) for adjusting the pulsation of the third order filter F3, during which the pulsation ω, ω 0 of said filter of the filter is calculated. third order F3 from a value a M Ax which is representative of the maximum acceleration that the drive motor 7, 8 can impart to the attachment point H from which the load 1 is suspended. Furthermore, and insofar as the above equation also shows, as a consequence of constraint n ° 3 (acceleration limit), a link between the pulsation ω and the speed setpoint V u , the step (b) of processing will preferably include a sub-step (bl) for adjusting the pulsation ω of the third order filter F3, during which the pulsation ω of the third order filter is adjusted, and more particularly the calculated pulsation ω 0 , as a function of the value of the piloting setpoint V u , V JO y applied by the driver of the lifting machine at the instant t considered. More preferably, the value of the pulsation ω of the third order filter F3 is modified according to whether the control setpoint V u , V JO y is lower or on the contrary greater than a reference speed V t hresh which is defined from the maximum speed value Vmax that the drive motor 7, 8 can impart to the attachment point H from which the load 1 is suspended. In practice, the pulse varier will be varied so as to increase said pulse ω and thus use a pulse considered to be large, called “high value” oJhigh, and therefore a more reactive F3 filter, when the absolute value of the control setpoint ( that is to say the amplitude of the speed setpoint) V u , V JO y is low with respect to the maximum admissible speed Vmax, and on the contrary decreasing said pulse ω in favor of a weaker pulse, called "low value" U | OW , when the absolute value of the control setpoint V u , V JO will increase there to approach the maximum admissible speed V M ax In particular, when the speed setpoint corresponds to the maximum allowable speed: V u = V M ax, constraint n ° 3 (acceleration limit) will indeed impose: ω < V MAX xL In practice, taking into account the above, and as illustrated in FIG. 3, it will therefore be possible, for example, to calculate the pulsation ω of the third order filter F3, during the sub-step (bl) for adjusting the pulsation of the third order filter, from a calculated pulsation ω 0 determined as follows: we choose Vthresh = k * V M Ax, with 0 <k <1, for example k = 0.5; if V u <Vthresh, then we define the calculated pulsation ω 0 as z ^ max ^ 3 (jùq = tàhiqh = tJ 3 , here forming a high value; yv thresh xL if V u > Vthresh, then we define the calculated pulsation ω 0 as s a MAX x 3 (jùq = (tii ow - (^ -J 3 , forming a low value here, because v max xL Vmax> Vthresh, so that ω, ow <^ high r with: V u the control setpoint (here equal to the raw control setpoint V OJ y), k a chosen adjustment factor, between 0 and 1, L the length of the suspension cable 6 which connects the suspended load 1 to the attachment point H, g the gravity (acceleration of gravity), Vmax an arbitrary (setting) value which is considered to be representative of the maximum speed that the drive motor 7, 8 can impart to the attachment point H from which the load 1 is suspended; in practice Vmax will be arbitrarily chosen as a function of the characteristics of the hoist 2, of the load 1 provided, and of the drive motor 7, 8 concerned, and may for example be equal to the value of maximum effective speed that the drive motor 7, 8 is effectively capable, according to tests, of imparting to the carriage 5, or else, preferably, being equal to a fraction (strictly less than 100%, but not zero) of this speed value maximum effective; a M Ax an arbitrary (setting) value which is considered to be representative of the maximum acceleration that the drive motor 7, 8 can give to the attachment point H from which the load 1 is suspended; 3max could for example be equal to the maximum effective value of engine acceleration, determined by tests, or, preferably, be equal to a fraction (strictly less than 100%, but not zero) of this maximum effective value d 'acceleration. The dual objective of this adaptation (in real time) of the pulsation ω is to optimize the reactivity of the third order filter 3 (constraint n ° 2) by increasing said pulsation ω when possible, because the response time of the filter F3 is inversely proportional to said pulsation ω (with the coefficients Ci, c 2 chosen as indicated above, the response time at 5% is around 4 / ω), while respecting the constraint n ° 3 linked to non-exceeding of the maximum acceleration capacity of the drive motor 7, 8, which fixes an upper acceptable limit for said pulse ω. Note moreover that whatever the law used to determine the pulsation ω, the use of an adjustable pulsation makes it possible to dynamically adjust the third order filter F3, and to integrate directly and intrinsically within said filter F3, in a particularly simple manner, part of the constraints linked in particular to the material speed and acceleration capacities of the drive motors 7, 8. The pulsation puls of the third order filter F3 can be adjusted by any suitable pulsation adjustment module 14, forming a computer comprising for example an electronic circuit or a suitable computer program. Furthermore, the inventors have empirically found that, in order to avoid destabilizing the third order filter F3, in particular during the transitions between the high value ojhigh and the low value U | OW , the (calculated) pulsation ω, ω 0 had to be twice differentiable (with respect to time). As such, the inventors have found that it is desirable to smooth the (calculated) pulsation ω, ω 0 , in particular to guarantee that its changes over time, and in particular the transitions high œhigh value / low value (dD | OW above, are continuous and twice differentiable. This is why, according to a preferred characteristic which can constitute a fully-fledged invention, during the sub-step (bl) for adjusting the pulsation ω of the third order filter F3, we apply when determining the pulsation ω , and more particularly one applies to the calculated pulsation ω 0 , a second order filter F2, so that the third order filter F3 uses as pulsation ω a filtered calculated pulsation ω Ρ . Said filtered calculated pulsation ω Ρ is thus preferentially defined as: ω Ρ (Ρ) = -; - Τ5-ω 0 (ρ) + 2771 - ^ - + - ^ - 0 ω Χ ωχ with: ω 0 the calculated pulse (also called "target pulse"), obtained as indicated above, prior to filtering of the second order F2, ω χ the natural angular frequency of the second order filter F2, for example equal to 4 rad / s, m the damping coefficient of the second order filter F2, preferably equal to 0.7 (this choice of value making it possible to obtain a good compromise between low response time and limited overstepping of the second order filter). Furthermore, it will be noted that if the pulsation ω of the third order filter F3, and more particularly the filtered pulsation ω = ω Ρ of said third order filter F3, calculated as described above, varies continuously (i.e. say regularly, without discontinuity in the mathematical sense of the term) to converge towards the calculated target pulsation ω 0 , and more particularly varies to go continuously from the high value ojhigh to the low value (jJ | OW or vice versa, then, in the absolute, certain situations could arise in which the inequality L - T ,, s a MAX * d - <j) v u <0-maX 'i.e. ύΰ S QJ 3 which results from the constraint # 3 (limited acceleration capacity) could temporarily be violated. Indeed, suppose for example that we are initially in a situation in which the operator of the machine requests little or no movement of the suspended load 1, so that the piloting instruction (in speed) V u is weak, even zero, so that it is lower than the reference speed: V u <V t hresh, for example with V u = 0 m / s. The pulsation ω, ω Ρ of the third order filter F3 is then close to, or even equal to, its high value oJhigh · Suppose now that the driver of the machine suddenly applies a speed instruction V u of high amplitude, greater than the reference speed Vthresh, and for example close to the maximum admissible speed: V u = Vmax- In practice, this amounts to apply to the control system a step according to which the driver almost instantly changes the control instruction V u from its low initial value, or even zero (typically 0 m / s) to a high value, typically Vmax · As the setpoint V u = Vmax now exceeds the reference speed Vthresh, the automatic adjustment of the pulsation of the third order filter, according to substep (bl), redefines the target pulsation value ω 0 , and in this case lower it to fix it at the low value: ω 0 = ùJ | Ow . However, due to the second order filtering F2 which is applied to obtain the filtered pulse ω Ρ , as it is actually used by the third order filter F3, the transition of said filtered pulse ω Ρ from its initial high ojhigh value until its (new) low target value ω 0 = ùJ | OW is not instantaneous, but on the contrary relatively progressive, in that said transition (in this case, the reduction) of the pulsation, that is to say the convergence of the filtered pulsation ω Ρ towards the low value U | OW , can operate more slowly than the change (here the increase) of the control setpoint V u , that is to say more slowly than the convergence of the control setpoint V u towards its high value VmaxΟπ will understand therefore that, during the short duration which is necessary to adapt the pulsation ω, ω Ρ of the third order filter F3 to the new control instruction V u , it is therefore possible temporarily to be in a situation where a control instruction close to its high value (V u being substantially equal to V M ax) and a pulsation ω, ω Ρ also close to its high value 0Jhi g h, owing to the fact that said pulsation takes time to decrease in order to reach its low value (jJ | Ow . In such a case, the acceleration requested from the carriage 5 would then be L 3tz provisionally substantially equal to ~ (^ high 'MAX> and could thus temporarily exceed the maximum acceleration capacity a M Ax = - (Aiow ^ Vmax 9 of the motor 7 , 8, since oJhigh> 0J | Ow . This is in particular why, in order to avoid such a situation, and more particularly in order to guarantee that one constantly satisfies the inequality (posed by constraint n ° 3): | I - &MAX> the processing step (b) preferably comprises, according to a characteristic which may constitute an invention in its own right, a sub-step (b2) of preliminary saturation, during which the setpoint is applied piloting V u , V JO y a first saturation law SAT1 which is calculated as a function of the pulsation ω, ω Ρ of the third order filter F3 (that is to say as a function of the instantaneous value taken by the pulsation ω, ω Ρ of the third order filter at the instant considered). As illustrated in particular in FIGS. 3 and 4, this first saturation law SAT1 can be implemented by a first appropriate saturation module 15, forming a computer comprising for example an electronic circuit or a suitable computer program. Preferably, the first saturation law SAT1 will be expressed by: S ATI (14) = V u si - 3 cLmax Ki 3 a MAX La> p La> p 5Λ7Ί (14) = - 3 O-max if 14 < - 3 & max Lû) p LO> p 5Λ7Ί (14) = + 3 a-MAX if 14> 3 a MAX Lo) p La> p with V u the control setpoint (here equal to the raw control setpoint V JO y), ω Ρ the pulsation (and more particularly the filtered pulsation) of the third order filter F3, L the length of the suspension cable 6, g the gravity and a M Ax a value representative of the maximum acceleration that the drive motor 7, 8 can give to the attachment point H to which the load 1 is suspended (said value maximum acceleration being preferably defined as indicated above). Preferably, as illustrated in FIGS. 3 and 4, the first saturation law SAT1 is applied to the raw setpoint (in speed) V JO y, before the third order filtering F3, so as to form (at output of the first saturation module 15) the control setpoint V u which is then sent to the third order filter F3. Furthermore, in certain situations, when the length L of the suspension cable 6 is large, the execution instruction V tro i, and therefore the speed of the carriage 5, which is given by the conversion formula V tro i = Vf + -Vf, can exceed the 9 maximum admissible speed V M ax, that is to say violate the constraint n ° 4 (which poses: l ^ troil - Vmax) 'in particular if the control setpoint V u , and therefore the filtered control setpoint Vf which results therefrom, experiences rapid variations, brought together over time, and of large amplitude. The solution proposed by the inventors consists in limiting the execution instruction V tro i when it reaches a predefined admissible limit (typically +/- Vmax), by adequately saturating the piloting instruction V u . The principle is to recalculate the control instruction V u when the execution instruction (and therefore the speed of the carriage 5) V tro i reaches the maximum admissible speed Vmax, so that the absolute value of said execution instruction | V tro i | remains (at most) constant, even decreases; in other words, the control instruction V u is modified in order to cap the execution instruction V tro i at its maximum admissible value Vmax. This is why the processing step (b) preferably comprises a sub-step ( b3) secondary saturation, which is intended to maintain constant or decrease the execution setpoint (that is to say the speed setpoint of the hooking point H) V tro i when said execution setpoint V tro i substantially reaches the maximum speed Vmax that the drive motor 7, 8 can impart to the attachment point H (that is to say in practice to the carriage 5). Mathematically, if one wishes to maintain the execution instruction Vtroi constant, this amounts to setting V trol = 0, therefore 0 = V tro i = Vf + -Vf, and therefore 9 Vf = --Vf As, in application of the third order filter F3, we have: v f + —v f + - ^ v f + - v f = v u beep beep2 beep ^ i therefore V f = œ F V u -V f - ^ V f - ^ - 2 V f ·) sleep V f trol = v u = v f + ^ Vf + ^ Vf ci c 2 ωρ 'ωρ ^'La> F the second member of the last equation being noted, for convenience, Cl E (t): E (t) = K / + lLK / + - ^ 1ÿV f (j) p J Cûp ^ J L (jûp As indicated above, it is sought to maintain the execution setpoint V tro i constant or to make it decrease, when it reaches the maximum admissible speed V max . In addition, in practice, if the control setpoint V u is small, this indicates in principle that we are looking for a carriage speed, therefore an execution setpoint V tro i, low, that is to say that 'There is then no reason to keep said execution instruction V tro i constant at its maximum value Vmax, but rather to make it decrease. This is why, during the sub-step (b3) of secondary saturation, there is therefore preferably applied to the control setpoint V u , according to a characteristic which may constitute an invention in its own right, a second law of saturation SAT2 which is expressed by: SAT2 (%) = MIN (E (t), V u ) if V tro i> 0 and SAT2 (%) = MAX (E (t), V u ) if V tro , <0, with: V u the control setpoint (which preferably comes from the first saturation module 15, after having undergone the first saturation law SAT1, as indicated in FIG. 4), Vtroi the execution instruction (carriage speed), estimated here by the conversion formula: V ^ king = Vf + - Vf g Vf the filtered control setpoint from the third order filter F3, andE (t) = Vf + - Vf + —ÿf - - ^ Vf with vy J ω Ρ J ωρ 2 J La> p 3 J Ci, c 2 the coefficients, respectively of the first order and the second order, used by the third order filter F3 (typically, we will have Ci = 2.15 and c 2 = 1.75), ω Ρ the pulsation (here more particularly the filtered pulsation) of the third order filter F3, L the length of the suspension cable 6 which connects the suspended load l to the attachment point H, g the gravity. As illustrated in particular in FIG. 4, this second saturation law SAT2 can be implemented by a second appropriate saturation module 16, forming a computer comprising for example an electronic circuit or a suitable computer program. It will be noted that, for the sake of stability, the activation and deactivation of this second saturation law SAT2, in the vicinity of the maximum admissible speed Vmax, may preferably take place by switching to hysteresis. More particularly, the second saturation law SAT2 being initially inactive, it will be activated when the execution setpoint V tro i reaches and exceeds a switch-on threshold, slightly higher than V M ax, and for example fixed at 1, 04 * V M ax (which reinforces the advantage of choosing Vmax slightly below the real physical speed limit of the drive motor 7, 8 concerned, typically between 95% and 98% of said physical limit), and be deactivated again when the execution instruction V tro i falls below an extinction threshold strictly lower than the activation threshold, and being equal for example to 1.01 * V M ax · Furthermore, the inventors have found that, even if the implementation of the first saturation law SAT1 described above made it possible overall to satisfy constraint No. 3 (acceleration of the carriage having to remain below the maximum acceleration admissible at M Ax), certain very specific combinations of piloting instructions could nevertheless take this constraint n ° 3 in default. However, as indicated above, the application of an execution instruction Vtroi which does not respect the material limits, in particular the acceleration capacity, of the drive motors 7, 8, would risk leading to the execution of a movement not in accordance with the expected movement, and therefore the appearance of a dangling. This is in particular why, in order to secure the movement of the suspended load 1 and to guarantee the control and the precision of said movement, the step (b) of treatment preferably comprises, according to a characteristic which may constitute an invention in its own right. but which will preferably be implemented in addition to the first saturation law SAT1, a sub-step (b5) of saturation of the third derivative of the filtered control setpoint during which one applies to the (temporal) third derivative Vf from the filtered control setpoint Vf a third saturation law SAT3, the saturation thresholds of which depend on the maximum acceleration a M Ax (typically as defined above) that the drive motor 7, 8 can confer on the point of hangs H to which the load is suspended 1. The implementation of this third saturation law SAT3 can advantageously add an additional precaution to that provided by the first saturation law SAT1, in order to optimize the security of the open loop control according to the invention. More preferably, the third saturation law SAT3 can be expressed by: sAT3 (ÿ r } = ωΡ X (K, - v r - ^ 17) SÎ ( - ^ - a MAx) + a MAx)> SAT3 (V ^ = ^ ~ V f - α ΜΛΧ ) if V '~ α ΜΛΧ ) and SAT3 (Ÿf) = {(~ V r + a MAX ) if V f > ^ -V f + α ΜΛΧ ) with: Vf the filtered control setpoint coming from the third order filter F3, (jo f the pulsation (here more particularly the filtered pulsation) of the third order filter F3, Ci, c 2 the coefficients, respectively of the first order and of the second order, used by the filter of the third order F3, L the length of the suspension cable 6 which connects the suspended load 1 to the attachment point H, g the gravity and a M Ax a value representative of the maximum acceleration that the drive motor 7, 8 can impart to the point d 'hook H to which the load 1 is suspended, said maximum acceleration value being typically defined as described above. As illustrated in particular in FIG. 4, the third saturation law SAT3 could be implemented by a third appropriate saturation module 17, forming a computer comprising for example an electronic circuit or a suitable computer program. It will be noted that, advantageously, the reasoning and the equations proposed above are applicable if we consider the real situation, in three dimensions. Indeed, if we consider the crane in a three-dimensional Cartesian coordinate system (X, Y, Z), where Z represents the vertical axis, here confused with mast 3, we can always write Newton's law: Ma load = T + Mg By making the assumption of small swing angles, we have, in projection respectively on the X axis and on the Y axis: Pfrol Pload a X Pfrol Pload a Y, - = - and - = - with a x , a Y and a z the l g-az lg ~ a z respective components in X, in Y and in Z of the acceleration of the suspended load 1. According to a first possibility of implementing the method according to the invention, one could, in absolute terms, keep, for the calculation of the execution setpoint V tro i, and more particularly for the calculation of the Cartesian components V trol x and ^ th Y of said execution instruction, expressions which show the vertical acceleration a z of the suspended load 1, so that it can also compensate for the potential effects of said vertical acceleration of the suspended load 1 on the generation of dangling. However, according to a second preferential possibility of implementing the method according to the invention, it may in practice be considered, as a simplifying hypothesis, that the acceleration of the suspended load a z is negligible with regard to gravity g. By simplifying the above expressions accordingly, we find: Pfrol Pload a X. Ptrol Pload - and - α, γ g L g L By deriving (differentiating) these expressions with respect to time, and considering, by realistic simplification, that the speed of variation dL / dt of the length L of the suspension cable 6 is negligible, we obtain: K, x - V x 4- - - V - "Innri .. o" / r x and V trn , Y = V „ + gd ^ Vloaâ 'trol - v load τ m2 v load CL v trol ~ v load Furthermore, it will be noted that the method according to the invention is particularly versatile because it can be applied to any type of lifting device 2, whatever the configuration of said lifting device 2, insofar as said method advantageously allows anyway, to calculate the execution setpoint V tro i in a Cartesian coordinate system, whatever the coordinate system (Cartesian, cylindrical or spherical), specific to the lifting machine 2, in which is first expressed the control instruction V u , V JO y when it is fixed by the operator of the machine, then in which the execution instruction V tro i must be expressed so that said execution instruction can be suitably applied to the drive motors 7, 8 concerned. Indeed, it suffices first of all to convert into Cartesian coordinates, by means of a geometric transformation matrix (of the kind rotation matrix), characteristic of the lifting machine 2 used, and which we will denote by Rg, the components of the control instruction V u , V JO y initially expressed in the coordinate system specific to the lifting machine 2, then to calculate the execution instruction V tro i in said Cartesian coordinate system, and finally to convert to again, by means of a reverse transformation matrix, which will be denoted Rg, the Cartesian components of said execution instruction V tro i into components expressed in the coordinate system specific to the lifting machine 2, applicable to drive motors 7, 8 which respectively manage the movement of said machine 2 (and more particularly of the carriage 5) according to each of said components. Thus, in the case of a lifting machine 2 formed by a horizontal jib crane (horizontal jib tower crane), the most suitable coordinate system for said machine 2 will be a cylindrical coordinate system in which the position of the the object under consideration is identified by a radius r (along the arrow) and an azimuth angle θ (lacing angle around the orientation axis), as illustrated in FIGS. 1 and 5. The control of the crane is carried out - in a fairly intuitive way for the driver - in distribution (modification of the radius r) and in orientation (modification of the azimuth Θ), the piloting instruction V u , V JO y, likewise that the Vtroi execution instruction, will therefore each include a distribution component, intended for the distribution motor 7 (which makes it possible to act on the spoke) and an orientation component, intended for the orientation motor 8 (which makes it possible to to act on the azimuth). The first conversion (of the control setpoint V u , V JO y) from the cylindrical system to the Cartesian system can be effected by means of a rotation matrix Rg, while the second conversion (of the execution setpoint Vtroi) from the Cartesian system to the cylindrical system will be able to operate by means of a reverse rotation matrix R_g. Similarly, in the case of a lifting device 2 formed by a lifting jib crane, the most suitable coordinate system will be the spherical coordinate system, in which the position of the carriage 5 is identified (and controlled) by its azimuth (orientation of the lifting jib in yaw), its declination (orientation of the lifting jib in pitching) and by its radius (distance of the carriage from the articulated base of the lifting jib). Here again, conversions to and from the Cartesian system will be effected by appropriate geometric transformation matrices, so as to be able to manage the drive motor in azimuth (yaw) of the arrow, the drive motor in declination (pitch) arrow, and the radius drive motor (translation along the arrow). In the case of a lifting device 2 of the overhead crane type, designed to carry out linear movements of translation along an axis (X), or along two axes perpendicular to each other (X and Y), the setpoint control can be directly expressed in a Cartesian coordinate system (X, Y), and therefore does not require any conversion of coordinates. In practice, and as illustrated in FIG. 6, the method according to the invention may therefore successively include the following operations: the position of the suspended load 1 is given in a coordinate system adapted to the lifting machine 2, here preferably in cylindrical coordinates: ri oa d, Qioad; the (gross) control setpoint V OJ is expressed therein by the operator of the machine (via the joystick 11) in the form of a suspended load speed setpoint V | oa d, whose components correspond to the coordinate system considered; here said suspended load speed setpoint V | oa d, includes (is broken down into) a desired radial load speed component V | oa d r and a desired angular load speed component V | 0ad 9 ; the components of the suspended load speed setpoint V | oad are then regularized C 3 , and more particularly filtered for this purpose by the third order filter F3; thus, the first component of the suspended load speed setpoint, here the desired radial load speed component Vio a d r , is regularized C 3 , and more particularly filtered by the third order filter F3 (filter module 12) , to obtain a filtered radial load speed setpoint V | oa d rf (that is to say the first component of the filtered control setpoint Vf); similarly, the second component of the suspended load speed setpoint, here the desired angular load speed component V | 0a d 9 , is regularized C 3 , and more particularly is filtered by the third order filter F3 (filtering module 12), to obtain a filtered angular load speed setpoint, then it is multiplied by the radius ri oa d, which corresponds to the distance at which the suspended load 1 is from the vertical axis of rotation (ZZ '), so as to obtain a filtered tangential (orthoradial) speed setpoint V | oa d 0f (that is to say the second component of the filtered control setpoint Vf); the filtered charge speed setpoint (filtered control setpoint Vf), the components of which, here radial and tangential, are now known, is then expressed in a Cartesian coordinate system by applying a geometric transformation matrix, here the Reioad rotation matrix which corresponds to the angular yaw position 0 | O ad of suspended load 1: (V, oad xf , V, oad Yf ) = R0 | oad (V, oad rf , V, oad 0f ); on each X and Y axis of said Cartesian coordinate system, we can then determine, using the conversion formula (conversion module 13), the corresponding component of the execution setpoint (carriage speed setpoint) V tro i: Vtrol = Vload 1 + L ü x f + i / X _ T / Yf i L ü Y f ~ v load eïV trol ~ v load ~ Y ~ v load '> yy the execution instruction (carriage speed instruction) V tro i, available in Cartesian coordinates is then expressed in the coordinate system adapted to the lifting machine, in species in cylindrical coordinates, applying an inverse geometric transformation matrix, here a reverse rotation matrix R-etroi which corresponds to the angular yaw position 0 tro i of the carriage 5: (V tro , r , Vtro, e ) = R -0tro, (V tro , x , V tro , Y ); the components of the execution instruction V tro i are then each applied to their respective drive motor 7, 8; thus, the radial component V tro i r of the execution instruction V tro i is then applied to the distribution motor 7, while the tangential component ν (ΓΟ ι θ of said execution instruction V tro i is converted into instruction of angular speed of carriage, by multiplication by l / r tro i, where r tro i represents the distance of carriage 5 to the vertical axis of rotation (ZZ '), then applied to the orientation motor (yaw gyration) 8 . It will also be noted that the cylindrical coordinates of the carriage 5 (attachment point H) can be easily known (in real time), for example by means of, on the one hand, an angular position sensor which provides information on the angular position in yaw of the arrow 4 relative to the mast 3, that is to say on the angular position in yaw 0 tro i of the carriage 5, and on the other hand by means of a position sensor, for example associated with the motor drive 7 in distribution, which allows to know the position of the carriage 5 (in translation) along the arrow 4, and therefore the radial distance r tro i at which said carriage 5 is from the vertical axis of rotation (ZZ '). Likewise, the length L of the suspension cable 6 can be known in real time by means of a sensor measuring the absolute rotation of the winch or of the lifting motor which generates the winding of said suspension cable 6. The angular position in yaw 0 | O ad of the suspended load 1, as well as the distance (radial) ri oa d of said suspended load with respect to the vertical axis of gyration (ZZ ') can be estimated by integration (over time) of the components of the setpoint of filtered control Vf, since said components here respectively correspond to the radial speed of filtered load V | oa d rf and at the angular speed of flf filtered load Vioad Thus, more particularly, we can evaluate an estimated radial position ri O ad_estim of the suspended load 1 like: rioad_estim (t) ~ Jq Vioad dt F Ώοαί / (θ) It will be noted in this respect that, when the lifting machine 2, and more particularly the suspended load 1, is at rest, so that said suspended load 1 hangs substantially vertically from the carriage 5, the angular position in yaw and the distance to the axis of gyration of the suspended load 1 are identical respectively to the angular position in yaw and to the distance to the axis of gyration of the carriage 5, themselves measured as indicated above. One can thus pose, as initial condition (and therefore as calibration parameter) of the aforementioned integral calculation: ri oa d (0) = r tro i (0), where “0” corresponds to an initial instant when the system is at rest. If necessary, to improve the accuracy of the estimation of the radial position of the suspended load 1, an observer (observation matrix) may be used which involves an additional measurement of the radial position of the carriage 5. Furthermore, it will be noted that the regularization C 3 , and more particularly the third order filtering F3, can be applied to a (single) movement characteristic of the lifting machine 2 (typically the movement of gyration in orientation or indeed the translational movement in distribution in the preferred example illustrated in FIGS. 1 and 6), that is to say to only one of the components of the control instruction V u , V JO y, or indeed to several of said characteristic movements (that is to say to several of said components), or, preferably, to all of said characteristic movements (that is to say to all of the components of the control setpoint). The invention also relates of course as such to the use of a regularization C 3 , and more particularly to the use of a third order filter F3, and where appropriate, the use of one and / or the other of the saturation laws SAT1, SAT2, SAT3, in determining an execution instruction V tro i intended to be applied to a drive motor 7, 8 making it possible to move a suspended load 1 to a lifting device 2, according to one or other of the methods described in the foregoing. As such, it will be noted that the invention relates as such to the implementation of a regularization C 3 , and more particularly to the implementation of the third order filter F3, respectively of all or part of the laws of saturation, regardless of the type of calculation used to then determine the components of the execution instruction ν ΐΓΟ ι · The invention also relates to a control box for a lifting machine, comprising one and / or the other of the modules (that is to say computers, electronic and / or computer) for regulating C 3 / filtering of third order 12, conversion 13, adjustment of pulsation 14, or saturation 15, 16, 17 described above, as well as a lifting machine 2 equipped with such a control unit. Finally, the invention is of course in no way limited to the variant embodiments described, the person skilled in the art being in particular able to isolate or freely combine one or the other of the characteristics mentioned in what precedes, or to substitute equivalents for them.
权利要求:
Claims (14) [1" id="c-fr-0001] 1. A method of controlling the movement of a load (1) suspended from a point of attachment (H) of a lifting machine (2), said method comprising a step (a) for acquiring control setpoint, during which a so-called "piloting setpoint" (V u ) is acquired which is representative of a speed of movement (V | oa d) which the operator of the lifting machine wishes to impart to the load (1) suspended, then a processing step (b) in the course of which, on the basis of said piloting instruction (V u ), a so-called “execution instruction” (V tro i) which is intended to be applied to at least one drive motor (7, 8) in order to move the suspended load (1), the method being characterized in that the processing step (b) comprises a sub-step (b4) of regularization C 3 at during which the piloting instruction (Vu) is processed so as to give said piloting instruction (Vu) properties of third differentiation with respect to time and continuity with respect to time, in order to generate, from said piloting instruction (Vu), a filtered piloting instruction (Vf) which is of class C 3 , then define the execution instruction (Vtroi) from said filtered control instruction (Vf). [2" id="c-fr-0002] 2. Method according to claim 1 characterized in that the execution setpoint (V tro i) expresses the speed setpoint which the attachment point (H) must reach, and is defined as follows: Vtrol = V f + ~ ^ f with: Vf the filtered control setpoint, L the length of the suspension cable (6) which connects the suspended load (1) to the attachment point (H), g the gravity. [3" id="c-fr-0003] 3. Method according to claim 1 or 2 characterized in that, during the substep (b4) of regularization C 3 , a parameter (ω, ω 0 ) is used to generate the filtered control setpoint (Vf) ) which is representative of the maximum acceleration (a M Ax) that the drive motor (7, 8) can impart to the attachment point (H) to which the load is suspended (1), so that the setpoint of execution (Vt r oi) which follows from said filtered piloting instruction (Vf) depends on said maximum acceleration so as to be achievable by said drive motor (7, 8). [4" id="c-fr-0004] 4. Method according to one of the preceding claims, characterized in that, during the sub-step (b4) of regulation C 3 , a third order filter (F3) is applied to the control setpoint (V u ) in order to generate the filtered control setpoint (Vf) which is class C 3 . [5" id="c-fr-0005] 5. Method according to claims 3 and 4 characterized in that the processing step (b) comprises a sub-step (bl) for adjusting the pulsation of the third order filter (F3), during which the pulsation (ω, ω 0 ) of said third order filter (F3) from a value (a M Ax) which is representative of the maximum acceleration that the drive motor (7, 8) can give at point d 'hook (H) to which the load is suspended (1). [6" id="c-fr-0006] 6. Method according to claim 4 or 5 characterized in that the processing step (b) comprises a sub-step (bl) for adjusting the pulsation (ω, ω 0 , ω Ρ ) of the third order filter (F3 ), during which the pulsation (ω, ω 0 , ω Ρ ) of the third order filter (F3) is adapted as a function of the value of the piloting setpoint (V u ) applied by the driver of the lifting at the instant considered, and more preferably the value of the pulsation (ω ω 0 , ω Ρ ) of the third order filter (F3) is modified according to whether the piloting setpoint (V u ) is less than or on the contrary greater than a reference speed (V t h res h) which is defined on the basis of the maximum speed value (Vmax) that the drive motor (7, 8) can impart to the attachment point (H) to which the charge (1). [7" id="c-fr-0007] 7. Method according to one of claims 4 to 6 characterized in that the processing step (b) comprises a sub-step (bl) for adjusting the pulsation of the third order filter, during which the pulsation (ω) of the third order filter (F3) from a calculated pulsation (ω 0 ) determined as follows: we choose V t h res h = k * V M Ax, with 0 <k <1, for example k = 0.5; if V u <Vthresh, then we define the calculated pulsation (ω 0 ) at a high value ,. _,. _ f a MAX x d y0 hiBh ( V thresh xP if V u > V ^ resh, then we define the calculated pulsation (ω 0 ) at a low value equal to _ _ β-ΜΑΧ X 9Λ ω 0 - ^ low ~ 177 k , T) 3 Ύ, MAX with: V u piloting setpoint, L the length of the suspension cable (6) which connects the suspended load (1) to the attachment point (H), g the gravity Vmax a value representative of the maximum speed that the drive motor (7, 8) can give to the attachment point (H) to which the load is suspended (1) and a M Ax a value representative of the maximum acceleration that the drive motor (7, 8) can confer on the attachment point (H) to which the load is suspended (1). [8" id="c-fr-0008] 8. Method according to claim 7 characterized in that, during the sub-step (bl) for adjusting the pulsation of the third order filter (F3), a second order filter is applied to the calculated pulsation (ω, ω 0 ) (F2) so that the third-order filter uses a filtered calculated pulsation (ω Ρ), said calculated filtered pulsation (ω Ρ) is thus preferably defined as: ω Ρ (Ρ) = -; - ^ - ω 0 (ρ) 1 + 2771 - ^ - + - ^ - 0 ω Χ ωχ with: ω 0 the calculated pulsation, before second order filtering (F2), ω χ the proper pulsation of the second order filter (F2), for example equal to 4 rad / s, m the damping coefficient of the second order filter (F2), preferably equal to 0.7. [9" id="c-fr-0009] 9. Method according to one of claims 4 to 8 characterized in that the processing step (b) comprises a sub-step (b2) of preliminary saturation, during which one applies to the control setpoint (V u ) a first law of saturation (SAT1) which is calculated as a function of the pulsation (ω, ω Ρ ) of the third order filter (F3). [10" id="c-fr-0010] 10. Method according to claim 9 characterized in that the first law of saturation (SAT1) is expressed by: 5 ATI (14) = V u si - 3 CLmax - - & 3 a MAX Lû) p LO> p S ATI (14) = - 3 O-max if 14 <- 3 cl max The> p ύωρ S ATI (14) = + 3 a MAX if V u > ® 3 a MAX Lo) p La> p with V u the control setpoint, ω Ρ the pulsation of the third order filter (F3), L the length of the suspension cable (6) which connects the suspended load (1) to the attachment point (H), g the gravity and a M Ax a value representative of the maximum acceleration that the drive motor (7 , 8) can confer on the attachment point (H) to which the load is suspended (1). [11" id="c-fr-0011] 11. Method according to one of the preceding claims, characterized in that the processing step (b) comprises a sub-step (b3) of secondary saturation, which is intended to maintain constant or to decrease the execution instruction ( Vtroi) when said execution instruction substantially reaches the maximum speed (Vmax) that the drive motor (7, 8) can impart to the attachment point (H). [12" id="c-fr-0012] 12. Process according to claims 11 and 4, characterized in that, during the sub-step (b3) of secondary saturation is applied to the control setpoint (V u) a second law of saturation (SAT2) expressed as: SAT2 (%) = MIN (E (t), V u ) if V tro i> 0 and SAT2 (%) = MAX (E (t), V u ) if V tro i <0, with: V u piloting setpoint, Vtroi the execution instruction, estimated by: F troi = Vf + - Vf 9 Vf the filtered control setpoint from the third order filter (F3), with Ci, c 2 the coefficients, respectively of the first order and of the second order, used by the third order filter (F3), (jo f the pulsation of the third order filter (F3), L the length of the suspension cable (6) which connects the suspended load (1) to the attachment point (H), g the gravity. [13" id="c-fr-0013] 13. Method according to one of the preceding claim characterized in that the processing step (b) comprises a sub-step (b5) of saturation of the third derivative of the filtered control setpoint during which one applies to the third derivative (V ^) of the filtered control instruction (Vf) a third saturation law (SAT3) whose saturation thresholds depend on the maximum acceleration (θΜΑχ) that the drive motor (7, 8) can confer at the attachment point (H) of the suspended load (l). [14" id="c-fr-0014] 14. Method according to claims 13 and 4 characterized in that the third saturation law (SAT3) is expressed by: SAT3 (Vf = ω „ 3 x (V u -V r - r ~ Vf> if ( - Vf ~ α ΜΛχ) —Vf— ^ + a MAx)> SAT3 (V ^ = ^ ~ V f - α ΜΛΧ ) if V '<^ ~ V f ~ α ΜΛΧ ) and SAT3 (V f ) = {iV r + a MAX ) if V f > ^ -V f + α ΜΛΧ ) with Vf the filtered control setpoint from the third order filter (F3), 5 (jo f the pulsation of the third order filter (F3), Ci, c 2 the coefficients, respectively of the first order and the second order, used by the filter of the third order (F3), L the length of the suspension cable (6) which connects the suspended load (1) to the attachment point (H), 10 g gravity and a M Ax a value representative of the maximum acceleration that the drive motor (7, 8) can give to the point of attachment (H) to which the load is suspended (1). ί / 2
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同族专利:
公开号 | 公开日 CN108163712A|2018-06-15| FR3056976B1|2018-11-16| EP3305710A1|2018-04-11| US20180093868A1|2018-04-05| ES2743527T3|2020-02-19| EP3305710B1|2019-05-29|
引用文献:
公开号 | 申请日 | 公开日 | 申请人 | 专利标题 EP1652810A1|2003-08-05|2006-05-03|Sintokogio, Ltd.|Crane and controller for the same| US9120650B2|2012-03-09|2015-09-01|Liebherr-Werk Nenzing Gmbh|Crane controller with cable force mode| FR3016872A1|2014-01-30|2015-07-31|Manitowoc Crane Group France|ANTI-BALLING CONTROL METHOD WITH ADJUSTABLE ASSISTANCE FOR TRANSPORTING A SUSPENDED LOAD| FR3071240B1|2017-09-21|2019-09-06|Manitowoc Crane Group France|DYNAMIC OPTIMIZATION OF A CRANE LOAD CURVE| EP3653562A1|2018-11-19|2020-05-20|B&R Industrial Automation GmbH|Method and oscillating regulator for regulating oscillations of an oscillatory technical system| CN110342405B|2019-07-25|2020-10-02|上海振华重工股份有限公司|Control method for accurate positioning of container straddle carrier lifting mechanism| CN112456361A|2020-11-25|2021-03-09|西北工业大学|Control method for reducing swing amplitude of underwater extension set of hydraulic winch for hoisting sonar|
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2017-12-28| PLFP| Fee payment|Year of fee payment: 2 | 2018-04-06| PLSC| Search report ready|Effective date: 20180406 | 2018-10-22| PLFP| Fee payment|Year of fee payment: 3 | 2019-10-28| PLFP| Fee payment|Year of fee payment: 4 | 2021-07-09| ST| Notification of lapse|Effective date: 20210605 |
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申请号 | 申请日 | 专利标题 FR1659607A|FR3056976B1|2016-10-05|2016-10-05|METHOD OF CONTROLLING ANTI-BALLING CRANE WITH FILTER OF THE THIRD ORDER| FR1659607|2016-10-05|FR1659607A| FR3056976B1|2016-10-05|2016-10-05|METHOD OF CONTROLLING ANTI-BALLING CRANE WITH FILTER OF THE THIRD ORDER| ES17190875T| ES2743527T3|2016-10-05|2017-09-13|Anti-roll crane control procedure with third order filter| EP17190875.9A| EP3305710B1|2016-10-05|2017-09-13|Method for controlling an anti-oscillatory crane with a third-order filter| US15/711,660| US20180093868A1|2016-10-05|2017-09-21|Anti-sway crane control method with a third-order filter| CN201710930168.6A| CN108163712A|2016-10-05|2017-10-09|Anti- with third-order filter waves Crane control method| 相关专利
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