Multi-compartment cooperative intelligent elevator system based on multi-dimensional track

Abstract

The invention relates to the technical field of intelligent buildings and elevators, and discloses a multi-dimensional track-based multi-compartment cooperative intelligent elevator system which comprises a multi-dimensional rack coding track system, at least one compartment unit and an intelligent scheduling system. The track system is formed by splicing rack track units, and racks used for driving meshing and texture codes containing absolute positions and track marks are integrated on the track system. The carriage unit is provided with a driving and positioning integrated assembly which comprises a driving gear meshed with the rack and an optical scanner for reading texture codes, and driving and positioning synchronization is achieved. And the intelligent scheduling system executes track prediction, conflict judgment and cooperative scheduling according to the accurate position reported by the compartment, and can instruct the compartment to perform transverse vacancy avoidance. According to the invention, through gear and rack forward meshing driving and track integrated coding positioning, high-precision and high-reliability cooperative operation of multiple carriages in a multi-dimensional track network is realized, and the traffic efficiency and scheduling flexibility in a building are improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of intelligent buildings and elevator technology, in particular to a multi-car cooperative intelligent elevator system based on multi-dimensional tracks. BACKGROUND

[0002] Modern buildings, especially high-rise and super high-rise buildings, rely mainly on traditional elevator systems pulled by steel wire ropes for vertical transportation. In response to complex terrain and special transportation needs, such as mountainous areas, orchards, and other environments, the industry has developed single-track transport vehicles and other solutions. This type of system achieves stable operation on uneven terrain by precisely engaging the convex beam in the center of the track with the groove of the wheel, and provides strong traction through the meshing of the small gear at the bottom of the wheel with the rack of the track, making it easy to handle high-slope steep slopes. However, this type of monorail system is mainly focused on one-way transportation on the ground level or slope, and its function and structure still cannot meet the complex transportation network needs inside high-rise buildings that require vertical lifting and multi-car coordination. Therefore, the basic working mode of the traditional elevator system based on steel wire ropes is that one car runs in a single, independent vertical shaft. This mode of operation has inherent limitations in terms of efficiency and space utilization.

[0003] First, the utilization rate of the shaft space is limited because only one car can occupy the shaft at any time, whether the car is running or in a stopped state. During peak traffic periods, this "one shaft, one car" mode can easily lead to prolonged waiting times for passengers and become a bottleneck that restricts the throughput of building vertical transportation.

[0004] Second, the existing elevator system has a single dimension of operation. Its function is strictly limited to vertical lifting and cannot meet the growing demand for horizontal movement within large complexes such as airports, large hospitals, and convention centers. If passengers need to move horizontally over long distances between different areas, they must first disconnect from the vertical transportation system and switch by walking or other means, which disrupts the continuity of the transportation process and reduces the overall traffic flow efficiency within the building.

[0005] In addition, the steel wire rope-based traction technology also brings other restrictions. For example, the self-weight of the steel wire rope limits the maximum lifting height of the elevator, which poses a challenge for the design of super high-rise buildings. At the same time, the rigid structure of the entire system, including the fixed shaft and machine room, makes the system less expandable and flexible, making it difficult to adapt to changes in building functionality or dynamic adjustments in traffic flow patterns. Therefore, there is an urgent need in the field for a new transportation solution that can break through the existing technical framework and achieve multi-dimensional, efficient, and flexible transportation. SUMMARY

[0006] In view of the deficiencies of the prior art, the present application provides a multi-carriage cooperative intelligent elevator system based on a multi-dimensional track, aiming to solve the problem of single movement dimension and the inability to realize multi-carriage cooperative operation of the existing elevator system, and specifically aims to solve the technical problems of data asynchrony, complex control and path conflict risk caused by the separation of driving execution and position sensing during multi-carriage cooperative operation.

[0007] To solve the above technical problems, the technical scheme provided by the present application is: a multi-carriage cooperative intelligent elevator system based on a multi-dimensional track, comprising: A multi-dimensional rack coding track system composed of a plurality of spliced rack track units, the surface of the rack track unit is provided with rack texture coding for carrying information; At least one car unit, the car unit is provided with a driving unit for driving the car unit to move along the multi-dimensional rack coding track system; An intelligent scheduling system for controlling the operation of the at least one car unit; The car unit is also provided with a driving and positioning integrated assembly, the driving and positioning integrated assembly is adapted to synchronously read the rack texture coding to obtain the position information of the car unit and send it to the intelligent scheduling system when the driving unit drives the car unit to move.

[0008] In one embodiment, the rack texture coding contains at least one of the following information: a unique identifier of the rack track unit, an absolute position coordinate of the rack track unit in a global coordinate system, a track type of the rack track unit or a geometric parameter of the rack track unit.

[0009] In a specific embodiment, the driving and positioning integrated assembly comprises: A driving gear meshing with the rack of the rack track unit; An optical scanner rigidly coupled with the driving gear, the optical axis of the optical scanner is aligned with the rack texture coding for non-contact reading of the rack texture coding.

[0010] Preferably, the intelligent scheduling system is also adapted to receive global position observations provided by a global positioning system, and is configured with a Kalman filter for fusing the position information obtained by the driving and positioning integrated assembly and the global position observations to generate the final state estimation of the car unit.

[0011] The fusion process of the Kalman filter can include the following steps: State definition: Define the system state vector ; Wherein: denotes a discrete time step; denotes the system state vector at time step ; , , denotes the car position, velocity and acceleration at time step ; denotes the transpose operation of a matrix.

[0012] State prediction (time update): The state at time step is predicted by the state transition matrix , resulting in the predicted state and the predicted covariance at time step : ; ; where: denotes the state transition matrix, which defines the evolution of the system state from one time step to the next; denotes the final estimated state at time step ; denotes the predicted state at time step , which is based on information up to time step ; denotes the state covariance matrix corresponding to the final estimated state ; denotes the state covariance matrix corresponding to the predicted state ; denotes the process noise covariance matrix, which describes the uncertainty in the state transition model; denotes the transpose operation of a matrix.

[0013] State update (measurement update): The observation vector at time step is obtained, and the predicted state is updated using the observation vector to obtain the final state estimate : ; ; ; where: denotes the observation vector at time step , which contains global position observations and position information provided by the rack texture encoding; denotes the observation matrix, which establishes the mapping relationship between the state space and the observation space; represents the observation noise covariance matrix at time step represents the observation noise covariance matrix at time step represents the Kalman gain at time step represents the Kalman gain at time step represents the final updated state estimate after incorporating the observation at time step represents the final updated state estimate after incorporating the observation at time step represents the final updated state estimate after incorporating the observation at time step represents the final updated state estimate after incorporating the observation at time step represents the identity matrix represents the transpose operation of a matrix

[0014] Preferably, the car unit is further provided with a transverse shifting mechanism, and the intelligent scheduling system is configured to instruct the transverse shifting mechanism to drive the car unit to perform transverse translation to avoid other car units when a path conflict is detected.

[0015] Preferably, the car unit is further provided with a manual emergency device, which includes a manual input mechanism and a torque limiter connected with the driving unit, and is configured to drive the car unit to move by manual power when the power supply fails.

[0016] In a specific embodiment, the car unit is provided with an independent emergency power supply, which is configured to supply power to the driving and positioning integrated assembly to enable it to continuously read the rack texture code and provide position indication for the personnel in the car when the car unit is driven to move by the manual input mechanism.

[0017] Preferably, the car unit is further provided with a rail changing mechanism, and the intelligent scheduling system is configured to verify whether the rail changing action is successfully performed according to the rack texture code read by the driving and positioning integrated assembly after the rail changing mechanism performs the rail changing action.

[0018] In a specific embodiment, the multi-dimensional rack code track system includes at least two longitudinal track segments extending in the vertical direction and at least one transverse track segment extending in the horizontal direction, and the transverse track segment connects the end portions of the at least two longitudinal track segments to form a closed loop circulating track.

[0019] Further, the intelligent scheduling system predicts the path conflict between the at least one car unit based on the final state estimate and issues an avoidance instruction to the transverse shifting mechanism based on the prediction result.

[0020] The present application provides a multi-car cooperative intelligent elevator system based on a multi-dimensional track, which has the following beneficial effects: 1. The present application directly sets the rack texture code on the load-bearing rack rail unit, and adopts a driving and positioning integrated assembly. When the car unit is driven forward by the gear, the high-precision absolute position information is read from the track itself at the same time. This design physically integrates the mechanical driving structure and the position information carrier, fundamentally solving the data delay and synchronization error problems between the driving system and the independent positioning system in the traditional scheme, and providing real-time and reliable underlying data support for the intelligent scheduling system.

[0021] 2. The present application sets a transverse displacement mechanism, and is controlled by the intelligent scheduling system based on path prediction, so that multiple car units can actively translate laterally to solve path conflicts when running in a track network containing vertical and horizontal paths. This scheme breaks through the limitations of traditional elevator single shaft operation, enabling efficient and conflict-free collaborative operation of multiple cars in a shared track network, significantly improving transportation efficiency and flexibility within the building.

[0022] 3. The present application configures a Kalman filter to fuse the high-frequency and high-precision local position information provided by the driving and positioning integrated assembly with the global position observation value provided by the global positioning system. This fusion mechanism not only improves the accuracy of the final state estimation of the car unit, but more importantly, enhances the redundancy and robustness of the positioning system. Even in the case of temporary absence or abnormality of single sensor data, the system can still maintain continuous and reliable positioning capability, ensuring the safety and stability of the entire collaborative operation system. BRIEF DESCRIPTION OF DRAWINGS

[0023] Figure 1 The overall structure diagram of the system of the present application is shown in the figure; Figure 2 The structure diagram of the rack rail unit of the present application is shown in the figure; Figure 3 The local enlarged diagram of the rack texture code of the present application is shown in the figure; Figure 4 The layout diagram of the track network of the present application is shown in the figure; Figure 5 The key assembly structure diagram of the car unit of the present application is shown in the figure. DETAILED DESCRIPTION

[0024] The technical solutions in the embodiments of the present application will be described in detail below with reference to the drawings of the present application specification. Obviously, the described embodiments are only part of the embodiments of the present application, not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative labor are within the scope of protection of the present application.

[0025] Refer to the drawingsFigure 1 , Figure 1 is the overall structure block diagram of the multi-car cooperative intelligent elevator system based on multi-dimensional track according to an embodiment of the present application. The present application provides a multi-car cooperative intelligent elevator system based on multi-dimensional track, which can include a multi-dimensional rack coding track system, at least one car unit, and an intelligent scheduling system.

[0026] The multi-dimensional rack coding track system is composed of a plurality of spliced rack track units, which are used to provide a physical path for the movement of the car unit. The surface of the rack track unit is provided with a rack texture code for carrying preset information.

[0027] The car unit is arranged on the multi-dimensional rack coding track system. The car unit is provided with a driving unit for driving it to move along the multi-dimensional rack coding track system.

[0028] The car unit is also provided with a driving and positioning integrated assembly. When the driving unit drives the car unit to move, the driving and positioning integrated assembly is adapted to synchronously read the rack texture code on the multi-dimensional rack coding track system to obtain the position information of the car unit itself.

[0029] The intelligent scheduling system interacts with at least one car unit through wireless or wired communication. The car unit sends the position information obtained by the driving and positioning integrated assembly to the intelligent scheduling system.

[0030] The intelligent scheduling system generates a running control instruction based on the received position information and a preset scheduling logic, and sends the instruction to the corresponding car unit. The driving unit of the car unit performs corresponding driving actions, such as starting, stopping, accelerating, decelerating, or performing track switching, according to the received running control instruction.

[0031] Referring to the accompanying drawings Figure 2 , Figure 2 is a structural schematic diagram of a rack track unit according to an embodiment of the present application. The multi-dimensional rack coding track system is composed of a plurality of rack track units spliced along a preset path. Each rack track unit is a standard length track, and its structure provides the basis for the present application to bear, guide and drive engagement.

[0032] In a specific embodiment, the main body of the rack track unit adopts a metal profile with high bending stiffness, such as Q345B material I-beam. Its I-shaped cross-sectional structure provides excellent weight stiffness ratio. The surface of the rack track unit, especially the tooth surface engaged with the driving gear of the car unit, can be subjected to surface hardening treatment, such as high-frequency quenching or carburizing treatment, to improve its wear resistance and contact fatigue life.

[0033] The accompanying drawings Figure 2A rack is shown on the rack track unit. The rack can be provided on one or both surfaces of the upper flange plate or lower flange plate of the I-beam section. In a preferred embodiment, the rack teeth are trapezoidal in shape. The trapezoidal shape can better disperse stress, reduce stress concentration, and provide more stable transmission effect when engaged, compared to a rectangular shape.

[0034] The geometry of the rack is defined by a series of standard parameters such as module, pressure angle, etc. The basic geometric relationship can be determined by the following formula: ; ; ; Wherein: represents the pitch of the rack, i.e. the straight-line distance between the corresponding points of two adjacent teeth; represents the ratio of the circumference of a circle to its diameter; represents the module of the rack, which determines the size of the teeth; represents the addendum height, i.e. the distance from the division line to the addendum; represents the dedendum height, i.e. the distance from the division line to the dedendum. In addition, the pressure angle of the rack (not shown in the figure) is usually a standard value, for example 20 degrees, to ensure good meshing compatibility with the drive gear of the car unit.

[0035] To ensure that the entire track formed by splicing multiple rack track units has sufficient continuity and precision, the ends of two adjacent rack track units are connected by a high-precision connection mechanism. In an embodiment, the connection mechanism includes positioning pin holes and high-strength bolt holes provided at the end face web of the rack track unit. During splicing, first, precise alignment is performed by two or more positioning pins to ensure that the track axis is aligned and the pitch of the rack is continuous at the joint, and then a strong locking force is provided by tightening multiple high-strength bolts to ensure the rigidity and stability of the connection. After splicing is completed, the gap at the joint is controlled within a predetermined threshold, for example, less than 0.1 times the pitch .

[0036] Referring to the accompanying Figure 3 , Figure 3 is a partial enlarged view of a rack texture coding according to an embodiment of the present application. The rack texture coding is provided on the surface of the rack track unit to form an integrated, distributed information database laid along the track.

[0037] In one embodiment, the rack texture code is placed on a dedicated code-bearing area. The code-bearing area is a pre-defined flat area on the rack track unit, which is separated from the rack tooth surface, such as the web surface of an I-beam section or the non-engaging area of the flange plate, to avoid wear during driving engagement.

[0038] The physical form of the rack texture code can be micro-pits or dots with different light reflectivity formed on the metal surface of the code-bearing area by laser etching technology. The arrangement of these pits or dots constitutes the binary information. In an alternative embodiment, the texture code can also be a wear-resistant material (such as ceramic or special polymer) with optical contrast attached to the code-bearing area in a specific pattern through processes such as vapor deposition or screen printing.

[0039] From a logical structure, the rack texture code can be organized as a series of continuous two-dimensional matrix code blocks. Each matrix code block contains a complete data frame, and its data structure can be defined by the following formula: ; Wherein: represents the total bit length of a single data frame; represents the length of the frame header data segment, which is used for synchronization and starting identification of the data frame; represents the length of the rack track unit unique identifier (ID) data segment. The unique identifier is a binary number of, for example, 64 bits, which uniquely identifies each rack track unit in the world; represents the length of the absolute position coordinate data segment. This data segment is used to store the three-dimensional absolute coordinate values (X, Y, Z) of a pre-defined reference point (such as the starting midpoint of the unit) on the rack track unit in the global coordinate system. The coordinate values can be encoded in single-precision or double-precision floating-point number format according to IEEE754 standard; represents the length of the track type data segment. This data segment defines the type of the current rack track unit with an encoding of, for example, 4 bits, such as: 0001 for a standard longitudinal track, 0010 for a standard transverse track, 0101 for a left turn track, etc.; represents the length of the geometric parameter data segment. When the track type is a non-straight segment (such as a curved track or a ramp), this data segment is used to store its key geometric parameters, such as the curvature radius of the curved track or the inclination angle of the ramp; represents the length of the forward error correction code (Error Correction Code) data segment. This data segment is generated using, for example, Reed-Solomon error correction algorithm, which is used to recover the complete original data even if part of the code cannot be identified due to contamination when the data is read by an optical scanner, ensuring the robustness of data reading.

[0040] In this way, each rack track unit itself becomes a high-density, high-robustness information carrier without external power supply, providing a direct and reliable data source for precise positioning and state sensing of the car unit.

[0041] Referring to the drawings Figure 4 , Figure 4 is a schematic diagram of a track network layout according to an embodiment of the present application. The multi-dimensional rack coding track system, at a macro level, is composed of a plurality of rack track units combined in a specific manner to form a physical network supporting multi-dimensional movement of the car unit.

[0042] The multi-dimensional rack coding track system includes at least one longitudinal track segment and at least one transverse track segment. The longitudinal track segment is usually arranged along the vertical direction (Z-axis direction) of the building, and is used to realize the lifting function of the car unit. The transverse track segment is usually arranged along the horizontal plane (X-Y plane) of the building, and is used to realize the horizontal movement function of the car unit.

[0043] The ends of the longitudinal track segment and the transverse track segment are connected smoothly by one or more track transition connection units. The track transition connection unit itself is also a special-shaped rack track unit, which ensures the continuity of the driving engagement and position information reading when the car unit switches from longitudinal movement to transverse movement (or vice versa).

[0044] In a specific embodiment, as shown in Figure 4 , by arranging at least two parallel longitudinal track segments and at least two transverse track segments connecting the top and bottom ends of the longitudinal track segments, and using four track transition connection units to sequentially connect the end points of the track segments, a rectangular closed-loop circulating track can be formed. This layout allows the car unit to realize, for example, continuous circulating operation of "single up and single down".

[0045] In order to ensure the smoothness of the car unit when passing through the track transition connection unit, reduce impact and vibration, the centerline geometry of the track transition connection unit can be designed as a clothoid curve. In a preferred embodiment, the clothoid curve adopts a clothoid curve. The curvature of the clothoid curve increases linearly with the increase of the arc length, and its basic mathematical relationship is: ; Or expressed in the form of curvature: ; Where: R represents the radius of curvature at any point on the clothoid curve; s represents the arc length measured along the curve from the starting point of the clothoid curve (where the curvature is 0); is a constant, which determines the speed of the change of curvature; is the curvature of the clothoid at any point on the clothoid.

[0046] The adoption of the clothoid as the geometric shape of the transition section allows the linear variation of the centrifugal acceleration experienced by the car unit when it passes through the section at a constant speed, thus avoiding the rigid impact caused by the sudden change of curvature, improving the ride comfort and reducing the dynamic load on the car unit and the track system structure.

[0047] Referring to the drawings Figure 5 The car unit is a passenger or cargo carrying unit, which moves on the multi-dimensional rack code track system and communicates with the intelligent scheduling system.

[0048] The drive-positioning integrated assembly is installed on the bottom or side of the car unit, which includes a drive motor, a reducer, a drive gear, an optical scanner and a rigid connection frame. The output shaft of the drive motor is connected to the input shaft of the reducer, and the output shaft of the reducer drives the drive gear to rotate. The optical scanner is fixed on the housing of the reducer through the rigid connection frame, so that the scanning focal point of the optical scanner and the pitch circle of the drive gear maintain a fixed geometric relationship. When working, the drive gear is engaged with the rack on the rack track unit to drive the car unit to move. Due to the rigid connection, the optical scanner synchronously and non-contactingly scans the rack texture code on the code bearing area of the rack track unit while the car unit moves. The data acquisition rate of the optical scanner and the running speed of the car unit satisfy the following relationship: ; Wherein: represents the data acquisition rate of the optical scanner, with the unit of bits per second (bps); represents the instantaneous linear speed of the car unit relative to the rack track unit, with the unit of meters per second (m / s); represents the linear information density of the rack texture code, with the unit of bits per meter (bits / m).

[0049] In a more preferred embodiment, a three-level redundant hybrid safety braking system is integrated in the drive-positioning integrated assembly of each car unit, which works closely with the rack track.

[0050] The first level of braking is "motor braking and energy recovery": during normal deceleration or downward movement, the drive motor works in generator mode to convert the potential and kinetic energy of the car unit into electrical energy. Part of the electrical energy is stored in the supercapacitor module on the car for the next acceleration, and the other part is fed back to the building power grid through the power rail. This mechanism not only significantly reduces the overall energy consumption of the system, but also realizes smooth and wear-free daily braking.

[0051] The second level brake is a "normally closed electromagnetic brake": inside the drive assembly, there is a normally closed electromagnetic brake rigidly connected to the output shaft of the drive motor. In normal operation, the electromagnet is powered, overcoming the spring force to separate the brake shoe; once the power is lost or an emergency braking command is received, the coil is de-energized, and the high-strength spring will instantly drive the brake shoe to lock the motor shaft, achieving rapid parking. This is the core failure protection for power failure.

[0052] The third level brake is an "absolutely safe mechanical caliper": as the ultimate safety guarantee, a pair of high-energy spring-driven mechanical brake calipers is installed on the chassis of the car unit, independent of the drive assembly. The jaws of the caliper directly act on the non-toothed surface of the rack rail unit or a specially designed braking rail surface. In normal operation, an independent electrically controlled hydraulic system or electromagnetic actuator will force it to maintain a loose state. In the event of extreme failure conditions such as overspeed, stall, and falling (for example, through abnormal signals from accelerometers and gyroscopes), the system will actively or passively release the caliper, allowing it to lock on the rail with a huge clamping force, achieving the most reliable physical braking that is completely decoupled from the drive system. These three braking mechanisms form a complete braking logic closed loop from efficient recovery to absolute safety. In some other embodiments of the application, the drive engagement can also use other equivalent structures. For example, the car unit can be configured with a track chain drive assembly, with the convex teeth on the track chain engaging the rack. Alternatively, in inclined rail applications requiring high torque self-locking, a screw-nut drive assembly can be configured. In these embodiments, the optical scanner is also rigidly connected to the drive assembly to achieve synchronization of driving and positioning.

[0053] The manual emergency device includes a human input mechanism (such as a foldable pedal or a hand crank), a transmission mechanism (such as a chain transmission), and a mechanical interlock device linked to the drive system brake. One end of the transmission mechanism is connected to the human input mechanism, and the other end is connected to the input shaft or intermediate shaft of the reducer. In the event of failure of the main power supply and the drive motor power supply, the mechanical interlock device is allowed to be released, at which time the force applied by the human input mechanism can be transmitted to the reducer through the transmission mechanism, thereby moving the car unit at low speed. The emergency power supply is an independent lithium ion battery pack that, when the main power supply fails, prioritizes and continuously powers the optical scanner in the drive and positioning integrated assembly and the information display panel inside the car, ensuring that during manual emergency movement, personnel inside the car can still obtain accurate current position information.

[0054] The lateral displacement mechanism is used to drive the main body of the car unit to translate on the lateral track segment upon receiving the instruction from the intelligent dispatching system. The mechanism includes an actuator (e.g., a servo electric cylinder or a hydraulic cylinder) fixed to the chassis of the car unit and at least two lateral rails installed on the lateral track segment. The car unit is connected to the lateral rails through a slider. The extended end of the actuator is connected to the fixed structure of the lateral track segment. When the stroke of the actuator changes, the reaction force pushes the main body of the car unit to translate along the direction of the lateral rails, thereby giving a passing path to other car units.

[0055] The rail switching mechanism is used to assist the car unit to switch between the longitudinal track segment and the lateral track segment. The mechanism includes at least one extendable mechanical arm, on which an end locking device is arranged. When the car unit reaches the rail switching connection unit, the mechanical arm is extended, and the end locking device thereof is mechanically locked with a preset interface on the target track segment (e.g., the lateral track segment). The locking action provides a stable attitude reference for the subsequent driving switching and ensures the safety of the switching process.

[0056] The intelligent dispatching system can be one or more servers configured with specific computing programs, which establish a bidirectional data link with all car units in the system through a wireless communication network.

[0057] One function of the intelligent dispatching system is to generate a high-precision real-time state estimation for each car unit. In a specific embodiment, this function is realized by executing a state estimation algorithm based on a Kalman filter. The algorithm fuses two kinds of measurement data of different sources: the first is the rack texture coding information read by the driving and positioning integrated assembly on the car unit, and the second is the measurement information from an auxiliary global positioning system (e.g., a UWB ultra-wideband positioning base station).

[0058] The execution process of the algorithm includes a prediction step and an update step. In the prediction step, the system predicts the state at time k based on the state estimation value at time k-1, and the state prediction equation is: ; wherein: is the prior state estimation vector at time k, which contains the predicted values of the position and velocity of the car unit; is the posterior state estimation vector at time k, which is the final result of the last round of calculation; is the state transition matrix, which is based on the kinematic model of the car unit and linearly extrapolates the state at time k-1 to time k.

[0059] ​​​​​During the update process, the system uses... The actual measured values ​​at time t are used to correct the prior state estimate, resulting in a more accurate posterior state estimate. The state update equation is: ; in: yes The posterior state estimation vector at time step 1, which is the final output of this round of calculation; It is the Kalman gain, the value of which is determined by both the uncertainty of the system prediction and the uncertainty of the measurement data; yes The measurement vector at time moment contains measurement data obtained from rack texture encoding and global positioning system; It is the observation matrix, which will contain the state vector. Mapping from state space to measurement space.

[0060] Another function of the intelligent scheduling system is to perform coordinated scheduling and control. The system periodically utilizes the posterior state estimation vectors of all carriage units. The system predicts the trajectories of two or more carriage units within a preset time window. If the system calculates that the predicted trajectories of two or more carriage units intersect in both space and time, it determines that a path conflict exists.

[0061] After determining a path conflict, the intelligent scheduling system identifies the carriage unit that needs to perform an avoidance maneuver based on a set of preset decision rules (e.g., based on the priority, load status, or direction of travel of the carriage unit). Subsequently, the system sends a control command to the carriage unit, instructing its lateral clearance mechanism to perform a lateral translation movement to make way for other carriage units.

[0062] In addition, the intelligent scheduling system also performs closed-loop verification of track-changing actions. When a carriage unit is instructed to perform a track-changing action, it uploads the rack texture encoding information (specifically, the unique identifier of the track unit) read on the new track segment after the track change to the intelligent scheduling system. The intelligent scheduling system compares the received unique identifier with the target track identifier in the pre-stored track network topology data. If they match, the track-changing action is confirmed to have been successfully executed; if they do not match, an exception handling procedure is triggered.

[0063] The collaborative workflow of the system of the present invention will be described below through three specific embodiments.

[0064] Example 1: Multi-carriage cooperative obstacle avoidance operation This embodiment describes the process by which the system performs an obstacle avoidance maneuver when two carriage units, a and b, are traveling towards each other on the same track segment.

[0065] Status reporting: Carriage unit a and carriage unit b, at their respective positions, read the rack texture code of the rack and pinion track unit where they are located through their integrated drive and positioning assembly, obtain their own real-time status vector (including position and speed), and send it to the intelligent scheduling system through the communication interface.

[0066] Conflict prediction: After receiving the state vector, the intelligent scheduling system, based on a preset kinematic model, predicts the future time window for carriage unit a and carriage unit b. The trajectory within is calculated. The system determines whether a conflict exists using the following formula: ; in: and These are carriage units a and b at a future time. The predicted location; It is a preset minimum safe distance, the value of which is greater than the physical length of a carriage unit. If within the time window... Memory at a moment If the above equation holds true, the system determines that a path conflict exists.

[0067] Decision-making and instruction issuance: After determining a conflict, the intelligent scheduling system, based on preset rules (e.g., carriage unit b has a lower priority), identifies carriage unit b as the avoidance unit. The system then sends a control instruction to carriage unit b containing a lateral clearance maneuver, and sends an instruction to carriage unit a to decelerate and maintain a waiting position at the designated location.

[0068] Avoidance maneuver execution: Car unit b moves to a transverse track section with lateral clearance conditions according to the instruction and stops. Its lateral clearance mechanism is activated, and the actuator drives the main body of the car unit to move a preset distance along the transverse guide rail, thereby clearing the main travel route.

[0069] Passage and Recovery: After receiving confirmation that carriage unit b has completed clearing the road, the intelligent dispatch system instructs carriage unit a to pass through the section. Once the location information of carriage unit a indicates that it has safely passed, the system instructs the lateral clearing mechanism of carriage unit b to reverse its movement, returning it to the main travel route, and then resumes normal operation.

[0070] Example 2: Cross-floor track changing operation This embodiment describes the process of a carriage unit switching from longitudinal track segment a to another longitudinal track segment b via a transverse track segment.

[0071] Approaching the track change point: The carriage unit moves upward on longitudinal track segment a, and the rack texture coding information read by its optical scanner contains advance data indicating that the "track type" is "track change connection unit".

[0072] Preparation for track switching: The car unit reports its position and information about the upcoming track switching point to the intelligent dispatching system. After checking that the track switching operation complies with the preset path, the intelligent dispatching system returns a confirmation instruction permitting track switching to the car unit.

[0073] Mechanical locking: After receiving the confirmation instruction, the car unit slows down and precisely stops at the designated position of the track switching connection unit. Its track switching mechanism is activated, and the retractable mechanical arm extends, with its end locking device achieving mechanical engagement and locking with the preset locking interface on the transverse track segment.

[0074] Drive switching and verification: After locking is completed, the internal control system of the car unit switches the drive instruction from longitudinal to transverse. The drive motor begins to drive the car unit to move along the transverse track segment. In the initial stage of movement, the optical scanner immediately reads the unique identifier of the transverse track segment and reports it. The intelligent dispatching system compares this identifier with the target track identifier in the path planning. If the comparison is consistent, it confirms that the track switching is successful, completing the closed-loop verification. The car unit continues to travel on the transverse track segment.

[0075] Example Three: Emergency Disposal in Case of Power Failure This example describes the process of emergency disposal in case of main power failure. The structure of the components involved can refer to the structure of the car unit in the first example. Figure 5 .

[0076] Power switching and braking: When the external main power supply is interrupted, the power management module of the car unit automatically switches the power supply of the core components to the independent emergency power supply. At the same time, the drive motor loses power, and its mechanical brake automatically engages, stopping the car unit from moving.

[0077] Position information retention: With the support of the emergency power supply, the optical scanner in the drive positioning integrated assembly and the display panel inside the car remain in working condition. The optical scanner performs a scan on the stationary rack track unit, obtains and outputs the current accurate absolute position coordinates to the in-car display panel.

[0078] Manual device activation: The in-car personnel, according to the panel instructions, deploy the manual emergency device's human input mechanism. The action of activating this mechanism will link to release the mechanical interlocking device, thereby releasing the brake of the drive system.

[0079] Manual drive movement: The personnel apply force by operating the manual input mechanism, which is transmitted to the reducer through the transmission mechanism, and then drives the drive gear to rotate at a large reduction ratio. The car unit thus starts to move at a low speed and controllable state until it reaches the nearest safe stopping floor indicated on the display panel.

[0080] In some preferred embodiments, the car unit and driving positioning integrated assembly of the present application further incorporates the design concept of single-track transport vehicles for enhanced traction and stability in complex terrain, to improve the safety and passenger comfort of the system on multi-dimensional tracks (such as variable track connection units and lateral track sections).

[0081] Firstly, to enhance the traction on steep or inclined tracks, the geometric parameters and material of the driving gear are optimized to ensure maximum precision engagement with the rack of the rack track unit, especially when running along the longitudinal track section (vertical lift), its traction redundancy design can easily cope with the full load climbing and emergency braking requirements under the rated load. This design draws on the strong traction provided by the rack engagement of the monorail system, but the present application achieves a high degree of integration of driving, positioning and braking through the driving positioning integrated assembly.

[0082] Secondly, to deal with the dynamic stability when turning and moving laterally, the chassis design of the car unit incorporates a counterweight balancing mechanism. By arranging the battery pack, driving assembly, braking system and other heavy objects reasonably, the center of gravity of the empty or full car is always as close as possible to the directly below the multi-dimensional rack coding track system, similar to the balance bar principle of tightrope walking, greatly improving the anti-rollover ability in motion. At the same time, the design of the variable track connection unit and the lateral track section, the clothoid curve can also be further optimized to provide a small inward inclination angle when turning, to use the centrifugal force to press the car unit to the inside of the track, further ensuring the stability of high-speed turning.

[0083] Finally, the three-level redundant hybrid safety braking system in the present system adopts hierarchical braking pressure management in software logic. The intelligent dispatching system receives acceleration, speed and position information in the final state estimation (FSE) in real time, and combines with track type data (such as slope and curve curvature) to dynamically adjust the braking strategy: Daily smooth braking (level one): regular deceleration on low slope or horizontal track, mainly relying on motor braking and energy recovery, with a preset smooth braking pressure.

[0084] Forced deceleration braking (level two): when a medium slope (e.g. more than 15°) is perceived or the dispatching system issues a forced deceleration instruction, in addition to motor braking, the release current of the normally closed electromagnetic brake will be quickly adjusted to generate additional braking torque, achieving faster deceleration than daily braking.

[0085] ​Absolute emergency braking (level 3): In extreme cases such as overspeed, loss of traction or system failure (e.g. slope exceeding 25° and abnormal speed), the absolute safety mechanical caliper is released, and at the same time, the dispatch system instructs the brake to engage with maximum torque. The response time from detection to completion of the entire emergency braking process is optimized to be extremely short, ensuring safety.

[0086] This hierarchical braking strategy, combined with dynamic adjustment of track information, ensures the safety and reliability of the system in a multi-dimensional track network, effectively avoiding path conflicts or accident risks caused by delayed braking response.

[0087] This embodiment further describes the power supply architecture of the system and its specific application in large public facilities.

[0088] Energy conversion and power supply scheme: The car unit of the present application efficiently converts electrical energy into mechanical energy through its drive unit (such as high-torque servo motor), which precisely engages with the rack of the multi-dimensional rack and pinion track system through the drive gear of the drive and positioning integrated assembly, thereby achieving precise movement of the car unit in multiple dimensions such as vertical and horizontal.

[0089] To support the continuous high-intensity operation of the system in large-scale scenarios, the power supply system of the car unit can adopt various high-reliability schemes: Slide wire power supply technology: In a preferred embodiment, the system uses mature slide wire power supply technology. Along the side or below the multi-dimensional rack and pinion track system, one or more sets of safe conductive rails (i.e. slide wires) are laid. The car unit is equipped with corresponding power receiving shoes, which provide stable and uninterrupted power for the drive unit, drive and positioning integrated assembly, intelligent dispatch communication module and in-car facilities through continuous physical contact with the slide wires.

[0090] Wireless energy transmission technology: In specific areas where architectural aesthetics are extremely important or the track network is extremely complex (e.g. there are dense plane intersections or track changes), wireless energy transmission technology (WPT) can also be used as a complementary or alternative solution. For example, high-frequency transmitting coils are integrated into predetermined track units (such as stops and slow zones), and the bottom of the car unit is equipped with corresponding receiving coils to form a non-contact "wireless charging lane". When the car unit drives through these areas or stops for a short time, the on-board energy storage unit (such as supercapacitors or lithium battery packs) can quickly complete the power supply.

[0091] Large hub and commercial complex application scenarios: Based on the above reliable drive and power supply architecture, the system of the present application has high application value in large, densely populated public buildings, such as airport terminals, train station hubs, large shopping malls or tourist centers.

[0092] In these application scenarios, traditional transportation modes (e.g. vertical elevators, escalators, cable cars) are usually independent from each other, and the stations are fixed. Passengers need to switch between different systems by long distance walking. For example, passengers have to go deep inside the building to find the elevator hall or cable car platform.

[0093] The multi-car coordinated intelligent elevator system based on multi-dimensional tracks of the present invention completely changes this mode. The track network can be laid from near the entrance of the building (e.g. parking lot corridor, subway connection) and runs through the entire vertical and horizontal space of the building, connecting all key areas.

[0094] Passengers no longer need to go deep inside the building to find and wait for traditional elevators or cable cars, but can wait for the car unit at the convenient station near the entrance. The intelligent scheduling system automatically plans the "point-to-point" optimal path (including vertical lifting and horizontal movement) according to the passenger's destination request, combined with the real-time state estimation of all car units, to realize "one-stop" seamless transportation from the entrance to the boarding gate, from the ground to the top observation area, or from one shopping area to another. This greatly reduces the walking distance and waiting time of passengers, significantly improves the efficiency of traffic flow and passenger experience in large buildings.

Claims

1. A multi-car coordinated intelligent elevator system based on multi-dimensional trajectories, characterized in that, The application relates to a multi-dimensional rack coding track system, at least one car unit, an intelligent scheduling system, and a driving and positioning integrated assembly. The multi-dimensional rack coding track system is composed of a plurality of spliced rack track units, and the surfaces of the rack track units are provided with rack texture coding for carrying information. The car unit is provided with a driving unit for driving the car unit to move along the multi-dimensional rack coding track system. The intelligent scheduling system is used for controlling the operation of the at least one car unit. The driving and positioning integrated assembly is adapted to synchronously read the rack texture coding to obtain position information of the car unit and send the position information to the intelligent scheduling system when the driving unit drives the car unit to move.

2. The multi-car coordinated intelligent elevator system based on multi-dimensional tracks of claim 1, wherein, The rack texture coding contains at least one of the following information: a unique identifier of the rack track unit, absolute position coordinates of the rack track unit in a global coordinate system, a track type of the rack track unit, or geometric parameters of the rack track unit.

3. The multi-car coordinated intelligent elevator system based on multi-dimensional tracks of claim 1, wherein, The driving and positioning integrated assembly comprises a driving gear engaged with a rack of the rack track unit, and an optical scanner rigidly coupled with the driving gear, wherein an optical axis of the optical scanner is aligned with the rack texture coding and used for non-contact reading of the rack texture coding. The intelligent scheduling system is also adapted to receive global position observation values provided by a global positioning system, and is configured with a Kalman filter used for fusing the position information obtained by the driving and positioning integrated assembly and the global position observation values to generate a final state estimation of the car unit. The car unit is also provided with a transverse displacement mechanism, and the intelligent scheduling system instructs the transverse displacement mechanism to drive the car unit to perform transverse translation to avoid other car units when judging path conflicts.

4. The multi-car coordinated intelligent elevator system based on multi-dimensional tracks of claim 1, wherein, The car unit is also provided with a manual emergency device, which comprises a manual input mechanism and a torsion limiter linked with the driving unit, and is used for driving the car unit to move by manual power when power fails.

5. The multi-car coordinated intelligent elevator system based on multi-dimensional tracks of claim 4, wherein, The car unit is provided with an independent emergency power supply, which supplies power to the driving and positioning integrated assembly when the car unit is driven to move by the manual input mechanism, so that the driving and positioning integrated assembly can continuously read the rack texture coding and provide position indication for personnel in the car.

6. The multi-car coordinated intelligent elevator system based on multi-dimensional trajectories of claim 1, wherein, The car unit is also provided with a track changing mechanism, and the intelligent scheduling system is adapted to verify whether a track changing action is successfully performed according to the rack texture coding read by the driving and positioning integrated assembly after the track changing mechanism performs the track changing action.

7. The multi-car coordinated intelligent elevator system based on multi-dimensional tracks of claim 6, wherein, The multi-dimensional rack coding track system comprises at least two longitudinal track segments extending in a vertical direction and at least one transverse track segment extending in a horizontal direction, and the transverse track segment connects end portions of the at least two longitudinal track segments to form a closed loop circulating track.

8. The multi-car coordinated intelligent elevator system based on multi-dimensional trajectories of claim 1, wherein, The intelligent scheduling system predicts path conflicts among the at least one car unit based on the final state estimation and sends avoidance instructions to the transverse displacement mechanism based on the prediction result.

9. The multi-car coordinated intelligent elevator system based on multi-dimensional tracks of claim 1, wherein, ​ 10. The multi-car coordinated intelligent elevator system based on multi-dimensional tracks of claim 5, wherein, ​

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