A method for self-weight correction of an elevator car

Abstract

The application discloses an elevator car self-weight correction method, and belongs to the technical field of elevator drive control. The elevator car self-weight correction method adopts a disturbance-rejection controller to implement speed control on an elevator drive motor, and implements correction on the elevator car self-weight by the following steps: step S1, analyzing and constructing a relationship model between total disturbance of the elevator car and the self-weight of the elevator car; step S2, obtaining an estimated value of the total disturbance according to an extended state observer of the disturbance-rejection controller; step S3, according to the relationship model, calculating a mass deviation between actual mass of the elevator car and designed mass of the elevator car by using the estimated value of the total disturbance; and step S4, correcting the designed mass of the elevator car according to the mass deviation to obtain the actual mass of the elevator car. The application has the beneficial effect that the self-weight of the elevator car is corrected by using the estimated result, and the starting performance of the elevator and the control performance of the drive controller can be improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of elevator speed control, and in particular to a method for correcting the self-weight of an elevator car. BACKGROUND

[0002] PID (Proportional Integral Derivative) control technology occupies an absolute dominant position in industrial process control, and is also the case in the field of elevator speed control. The traditional PID controller adopts a control strategy based on error to generate a control strategy for eliminating the error, i.e. a strategy that performs weighting or other calculations on the basis of historical error, current error and the trend of error to achieve control. The advantage of the traditional PID controller is that it determines how to eliminate the error on the basis of the error between the target quantity and the actual quantity, and its implementation principle is simple, robust and widely applicable, so it has become the most widely used control technology in the field of industrial control.

[0003] However, the traditional PID control technology still has defects, the most important of which is that the PID controller is established on the premise of the mathematical model of the system, but under different working conditions, the actual situation of industrial control will change due to external conditions or internal factors, thereby causing the mathematical model of the system to change. At this time, if the original mathematical model is relied on for control, a large control error will be generated. In other words, in order to make the control closer to the actual situation, the control strategy of the industrial control system should be adjusted in a timely manner through a variety of different real-time system information obtained by measurement. Under the guidance of this idea, Mr. Han Jingqing of the Chinese Academy of Sciences proposed the ADRC (Active Disturbance Rejection Controller) technology (see "Self-disturbance Rejection Control Technology", published by National Defense Industry Press in 2008), in which the system disturbance is not important, only the disturbance that can affect the system operation is monitored and fed back to the control loop to eliminate the system disturbance in a certain way, so that the performance of the system controller can be improved. The ADRC system proposed by Mr. Han Jingqing can be referred to in detail in Figure 1 , where ω ref is the externally given control input, u is the measurable control input quantity of the controlled object, y is the measurable output quantity of the controlled object, b is the actual control gain of the controlled object, b n is the nominal control gain of the controlled object, z1~z n+1 are the total disturbances of different system state quantities observed by the extended state observer (ESO).

[0004] In the ADRC system applied to the elevator equipment, the car self-weight is mainly used to determine the driving compensation torque at the start and the design of the control parameters of the drive controller. In the existing control system, the elevator equipment is usually controlled in speed by using the easily obtained designed mass of the car. However, the actual mass of the elevator car in actual operation is often quite different from the designed mass due to the installation of various equipment and parts (such as some decoration parts), and the difference changes with the progress of the installation and construction, for example, the car self-weight of the elevator car in the initial installation and the elevator car after the fine decoration is different, so if the elevator car in actual operation is controlled in speed according to the designed mass of the elevator car, the start compensation torque calculated from the car self-weight and the control parameters of the drive controller will be greatly deviated, thereby reducing the comfort of the elevator at the start stage, and even causing the drive controller to lack stability due to divergence, affecting the safe operation of the elevator equipment.

[0005] In order to solve the above problems, the Chinese patent CN202011415702.8 proposes a method for starting torque compensation of the drive motor based on the detection value of the car load, which mainly uses the weighing values of the weighing device under any two different car load states, the torque coefficient and the elevator load to calculate the corrected elevator load torque current, and then uses the corrected elevator load torque current to control the speed of the elevator equipment. Although this patent document can achieve the purpose of controlling the speed of the elevator equipment according to the actual mass of the car, it is calculated based on the weighing value of the car, and the detection error of the weighing device is not considered. Once the weighing detection of the weighing device has an error, it will directly affect the calculation of the start compensation torque and the adjustment of the control parameters, reducing the performance of the controller of the elevator equipment. SUMMARY

[0006] In view of the above problems in the prior art, the present application provides a technical scheme of an elevator car self-weight correction method, which aims to correct the car self-weight by using the estimation result, thereby improving the start performance of the elevator and the control performance of the drive controller.

[0007] The above technical scheme specifically includes:

[0008] An elevator car self-weight correction method, wherein the elevator car self-weight correction method uses a self-disturbance control device to control the speed of the elevator drive motor, and uses the following steps to correct the elevator car self-weight:

[0009] Step S1, analyze and construct a relationship model between the total disturbance and the elevator car self-weight;

[0010] Step S2, observing an estimated value of the total disturbance according to an extended state observer of the disturbance observer;

[0011] Step S3, calculating a mass deviation between the actual mass of the elevator car and the design mass of the elevator car according to the relationship and the estimated value of the total disturbance;

[0012] Step S4, correcting the design mass of the elevator car according to the mass deviation to obtain the actual mass of the elevator car.

[0013] Preferably, the elevator car self-weight correction method, wherein when there is no start-up compensation torque in the speed control of the elevator drive motor, the relationship model is:

[0014]

[0015] wherein,

[0016] a(t) is the total disturbance;

[0017] M 额 is the rated load mass of the elevator;

[0018] ΔM 轿厢 is the mass deviation;

[0019] M 秤 is the actual load mass in the elevator car;

[0020] g is the acceleration of gravity;

[0021] R is the radius of the traction sheave of the elevator;

[0022] j m is the moment of inertia on the traction sheave.

[0023] Preferably, the elevator car self-weight correction method, wherein when there is a start-up compensation torque in the speed control of the elevator drive motor and the start-up compensation torque persists in the speed control of the elevator, the relationship model is:

[0024]

[0025] The start-up compensation torque is calculated according to the following formula:

[0026] T 补 = (M 秤 - 0.5 x M 额 ) x g x R;

[0027] wherein,

[0028] T 补 is the start-up compensation torque;

[0029] a(t) is the total disturbance;

[0030] ΔM 轿厢 is the mass deviation;

[0031] g is the acceleration of gravity;

[0032] R is the radius of the traction sheave of the elevator;

[0033] J m is the moment of inertia on the traction sheave;

[0034] M 秤 is the actual carrying mass in the elevator car;

[0035] M 额 is the rated carrying mass of the elevator.

[0036] Preferably, the elevator car self-weight correction method, wherein the relationship model is:

[0037]

[0038] wherein,

[0039] a(t) UP is used to indicate the total disturbance when the elevator installation is ascending;

[0040] a(t) DOWN is used to indicate the total disturbance when the elevator installation is descending;

[0041] T L_UP is used to indicate the torque on the traction sheave of the elevator when the elevator installation is ascending;

[0042] T L_DOWN is used to indicate the torque on the traction sheave of the elevator when the elevator installation is descending;

[0043] ΔM 轿厢 is used to indicate the mass deviation;

[0044] M 秤上 is used to indicate the actual carrying mass in the elevator car when the elevator installation is ascending;

[0045] M 秤下 is used to indicate the actual carrying mass in the elevator car when the elevator installation is descending;

[0046] M 额 is used to indicate the rated carrying mass of the elevator car;

[0047] g is the acceleration of gravity;

[0048] R is used to represent the radius of the traction sheave.

[0049] Preferably, the elevator car self-weight correction method, wherein the actual load mass M in the elevator car when the elevator equipment is ascending 秤上 is equal to the actual load mass M in the elevator car when the elevator equipment is descending. 秤下

[0050] Preferably, the elevator car self-weight correction method, wherein after the step S4, further comprising:

[0051] Step S5, using the mass deviation and the actual load mass detected by the weighing device in the elevator car to recalculate and update the starting compensation torque.

[0052] Preferably, the elevator car self-weight correction method, wherein after all the steps, further comprising:

[0053] Step A, using the mass deviation to recalculate and update the moment of inertia and / or using the mass deviation to recalculate and update the control parameters of the drive controller of the elevator.

[0054] Preferably, the elevator car self-weight correction method, wherein the elevator car self-weight correction method is executed to correct the actual mass of the elevator car when at least one of the following conditions is met:

[0055] Condition 1, the estimated value of the total disturbance output by the extended state observer remains stable within a preset time period;

[0056] Condition 2, the elevator equipment is in a non-acceleration or deceleration state;

[0057] Condition 3, the speed tracking error value output by the state error feedback of the active disturbance rejection controller is less than a preset threshold.

[0058] The beneficial effects of the above technical solutions are: using the estimation result to correct the car self-weight, which can improve the starting performance of the elevator and the control performance of the drive controller. BRIEF DESCRIPTION OF DRAWINGS

[0059] Figure 1 is a structural schematic diagram of the elevator equipment in the prior art;

[0060] Figure 2 is a structural schematic diagram of the active disturbance rejection controller in the prior art;

[0061] Figure 3 is a flowchart of steps S1-S4 in the elevator car self-weight correction method in the preferred embodiment of the present application;

[0062] Figure 4 ​In a preferred embodiment of the present invention, in Figure 3 The flowchart is formed by adding step S5 to the existing flowchart.

[0063] Figure 5 In a preferred embodiment of the present invention, in Figure 3 The flowchart is formed by adding step A to the existing flowchart.

[0064] Figure 6 In a preferred embodiment of the present invention, in Figure 4 The flowchart is formed by adding step A to the existing flowchart. Detailed Implementation

[0065] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0066] It should be noted that, unless otherwise specified, the embodiments and features described in the present invention can be combined with each other.

[0067] The present invention will be further described below with reference to the accompanying drawings and specific embodiments, but this is not intended to limit the scope of the invention.

[0068] In a preferred embodiment of the present invention, based on the technical problem mentioned above, a technical solution for an elevator car self-weight correction method is provided. This car self-weight correction method is applicable to elevator equipment that uses an active disturbance rejection control system for speed control. The general structure of the elevator equipment is as follows: Figure 1 As shown, it mainly includes an elevator car 11, a traction sheave 12, a counterweight device 13, a compensating chain 14 disposed between the lower end of the elevator car 11 and the lower end of the counterweight device 13, and a flexible connector 15 (usually a steel wire rope or steel wire cable) disposed between the upper end of the elevator car 11 and the upper end of the counterweight device 13 and suspended on the traction sheave 12.

[0069] The above-mentioned elevator car self-weight correction method adopts the following: Figure 2 The Active Disturbance Rejection Controller (hereinafter referred to as the ADRC system) shown implements speed control of the elevator drive motor, and employs, as... Figure 3 The steps shown are for correcting the weight of the elevator car:

[0070] Step S1: Analyze and construct a model showing the relationship between the total disturbance of the elevator car and the mass of the elevator car itself;

[0071] Step S2, an estimated value of the total disturbance is observed according to an extended state observer of the active disturbance rejection controller;

[0072] Step S3, a mass deviation between the actual mass of the elevator car and the design mass of the elevator car is calculated according to the relationship model and the estimated value of the total disturbance;

[0073] Step S4, the design mass of the elevator car is corrected according to the mass deviation to obtain the actual mass of the elevator car.

[0074] In the above steps, it is worth noting that step S1 is a step of constructing an overall mathematical relationship model, which is often only executed once in the actual application process, that is, after the relationship model is constructed, the relationship model can be repeatedly used to implement the execution process of steps S2-S4.

[0075] Specifically, in the present embodiment, first, the expression form of the total disturbance observed by the extended state observer in the ADRC system applied in the elevator equipment is described:

[0076] Taking a PMSM (Permanent Magnet Synchronous Motor, permanent magnet synchronous motor) driven elevator equipment (such as a traction elevator) as an example, in the d-q coordinate system, the current equation of the PMSM motor can be expressed as the following formulas (1)-(3):

[0077]

[0078]

[0079]

[0080] wherein,

[0081] i d and i q are used to represent the d-axis component and the q-axis component of the current of the PMSM motor, respectively;

[0082] L d and L q are used to represent the d-axis component and the q-axis component of the inductance of the PMSM motor, respectively;

[0083] R is used to represent the radius of the traction sheave;

[0084] ω e is used to represent the electrical angular velocity of the PMSM motor;

[0085] ω is used to represent the rotor angular velocity of the PMSM motor;

[0086] is used to represent the flux linkage of the PMSM motor;

[0087] u d and u q respectively represent the d-axis component and the q-axis component of the voltage of the PMSM motor;

[0088] T e represents the output torque of the PMSM motor.

[0089] The motion equation of the PMSM motor can be represented as the following formula (4):

[0090]

[0091] wherein,

[0092] J m represents the moment of inertia of the entire elevator device, which is mainly generated by the elevator car, the load in the car, the compensating chain, the flexible connection body and the counterweight device, and thus is affected by the actual self-weight of the elevator car which is dynamically changing.

[0093] ω m represents the rotor rotation speed of the PMSM motor;

[0094] T L represents the torque generated by the load mounted on the traction sheave, i.e. the torque generated by the elevator car, the load in the car, the compensating chain, the flexible connection body and the counterweight device;

[0095] B represents the torque coefficient of the friction and the wind resistance which is proportional to the rotation speed.

[0096] Substituting the above formula (3) into the formula (4), the following formula (5) can be obtained after rearrangement:

[0097]

[0098] For the above formula (5), when the control strategy of i d * = 0 is adopted, the above formula (5) can be converted into:

[0099]

[0100] According to the above formula (6), in the ADRC system, the control gain b n of the PMSM motor can be represented as Therefore, the total disturbance of the elevator car can be represented as:

[0101]

[0102] At this time, the above formula (7) can be represented as:

[0103]

[0104] When the current tracking error and the torque due to friction and windage are ignored, that is, the control strategy of B = 0 is adopted, the total disturbance in the above equation (7) can be finally expressed as:

[0105]

[0106] According to the above equation (9), the total disturbance of the elevator car is only related to the torque T L and the moment of inertia J m .

[0107] Next, the above equation (9) is further deduced as follows:

[0108] First, for a typical elevator installation such as Figure 1 , assuming that the compensation chain 14 can perfectly compensate the effects of the elevator installation's running cable and flexible connection 15, etc., the torque acting on the traction sheave 12 is mainly generated by the elevator car's car self weight, the load in the car, and the gravity generated by the counterweight device. The design requirement of the counterweight device is that when the actual load mass in the elevator car is half of the rated load mass, the counterweight device can compensate the torque of the traction sheave, so that the torques on both sides of the traction sheave are equal. Therefore, the counterweight device is usually set to be 0.5 times the sum of the rated load mass of the elevator car and the design self mass of the elevator car, that is:

[0109] M 重 = 0.5 x M 额 + M 设计 ; (10)

[0110] wherein,

[0111] M 重 represents the mass of the counterweight device;

[0112] M 额 represents the rated load mass of the elevator car;

[0113] M 设计 represents the design mass of the elevator car.

[0114] At this time, the torque T L acting on the traction sheave can be expressed as:

[0115] T L = T 逆 - T 顺 ; (11)

[0116] wherein, ​

[0117] T 逆 for indicating the torque applied on the traction sheave when the traction sheave rotates anticlockwise;

[0118] T 顺 for indicating the torque applied on the traction sheave when the traction sheave rotates clockwise.

[0119] Further,

[0120] T 逆 = (M 实际 + M 秤 ) x g x R; (12)

[0121] wherein,

[0122] M 实际 for indicating the actual mass of the elevator car in actual operation;

[0123] M 秤 for indicating the actual carrying mass of the load in the elevator car, which can be collected by a weighing device arranged on the elevator car, which will not be described here.

[0124] T 顺 = (0.5 x M 额 + M 设计 ) x g x R; (13)

[0125] Substituting the above formula (12) and (13) into the formula (11), we can obtain:

[0126] T L = (ΔM 轿厢 + M 秤 - 0.5 x M 额 ) x g x R; (14)

[0127] wherein, ΔM 轿厢 for indicating the mass deviation between the design mass M 设计 and the actual mass M 实际 of the elevator car.

[0128] Then, in the preferred embodiment of the present application, without considering the starting compensation torque, the relationship model in the above step S1 can be represented as the above formula (9) and (14):

[0129]

[0130] It should be noted that the extended state observer observes the estimated value of the total disturbance, and in actual application, the estimated value of the total disturbance observed is used to assign the total disturbance a(t) in the above, so that the mass deviation of the elevator car is calculated according to the relationship model, which will not be described below.

[0131] However, the existing typical elevator equipment as described in Figure 1 may have a reverse sliding phenomenon at start, thereby affecting the comfort of passengers. It is found through research that the reverse sliding phenomenon of the elevator equipment is because the mass on the elevator car side and the mass on the counterweight side are unbalanced, thereby an unbalanced torque is applied to the traction sheave when the brake is released (at the start of the elevator), which can cause the elevator to slide towards the relatively heavy side. Therefore, in order to offset the above unbalanced torque, a start compensation torque T 补 for offsetting the adverse effects of the unbalanced torque of the elevator car side and the counterweight side on the elevator equipment can be added in the speed control process at the start of the elevator equipment. The start compensation torque T 补 can be expressed as:

[0132] T 补 =(M 秤 -0.5×M 额 )×g×R; (16)

[0133] Since the mass on the elevator car side and the mass on the counterweight side are continuously in an unbalanced state during the operation of the elevator equipment, and change with the actual carrying mass in the car, the start compensation torque T 补 exists continuously during the operation of the elevator equipment, and changes according to the change of the load M 秤 in the car.

[0134] Therefore, when the ADRC technology is applied to control the speed of the elevator equipment, the start compensation torque T 补 should be added before the control amount u output by the controller is sent to the controlled object. In this way, the torque T L in the estimated value of the total disturbance a(t) that actually needs to be observed by the extended state observer should be the torque obtained by subtracting the start compensation torque T 补 from the control amount u, that is, the following formula (17) is obtained by subtracting the formula (14) from the formula (16):

[0135] T L =ΔM 轿厢 ×g×R; (17)

[0136] Therefore, the torque T L is finally expressed to be only related to the mass deviation ΔM 轿厢In other words, in the preferred embodiment of the present application, when the start-up compensation torque exists in the speed control of the elevator drive motor and the start-up compensation torque continues to exist in the elevator drive control, the above-mentioned relationship model should be expressed as the above-mentioned formulae (9) and (17):

[0137]

[0138] Meanwhile, among the factors affecting the moment of inertia J m , the mass of the compensation chain and the counterweight device can be known in advance, the actual load mass in the car can be detected by a weighing device provided in the elevator car, and the actual mass of the car can be calculated from the designed mass of the car and the mass deviation. Therefore, the only variable affecting the moment of inertia is the mass deviation ΔM 轿厢 . In other words, under the premise that the expanded state observer has observed the estimated value of the total disturbance a(t), the mass deviation ΔM 轿厢 can be directly calculated by the above-mentioned formula (18).

[0139] In the actual operation of the elevator equipment, the elevator car is often subjected to a friction force opposite to the moving direction of the car, which is the resistance to the movement of the elevator car generated by the contact between the guide rail and the guide shoe. Specifically, when the elevator car moves downward, an upward friction force is generated, and correspondingly, when the elevator car moves upward, a downward friction force is generated. In another preferred embodiment of the present application, on the basis of the calculation of the mass deviation ΔM 轿厢 , the friction torque equivalent to the friction force on the traction sheave is considered, and the calculation process of the mass deviation is improved, which can be described as:

[0140] When the elevator car moves upward, the total torque on the traction sheave is no longer T L described above, but T L_UP considering the equivalent friction torque, which is expressed as:

[0141] T L_UP = [M 秤上 + (M 设计 + ΔM 轿厢 ) + M 摩 - M 重 ] x g x R (19)

[0142] wherein,

[0143] M 秤上 represents the actual load mass in the car detected by the weighing device of the elevator car when the elevator car moves upward;

[0144] M 摩The mass value equivalent to the friction torque. It is worth noting that the friction torque when the elevator car is going up and the friction torque when the elevator car is going down are the same in value but opposite in direction, and the vector problem is not considered here, so the mass value equivalent to the friction torque when the elevator car is going up and down is represented as M 摩 , which will not be described below.

[0145] After the above formula (19) is arranged, the following formula can be obtained:

[0146] T L_UP = [M 秤上 + ΔM 轿厢 + M 摩 - 0.5 × M 额 ] × g × R; (20)

[0147] Correspondingly, the torque T L_DOWN generated when the elevator car is going down is represented as:

[0148] T L_DOWN = [0.5 × M 额 + M 摩 - M 秤下 - ΔM 轿厢 ] × g × R; (21)

[0149] wherein,

[0150] M 秤下 is used to represent the actual carrying mass in the car detected by the weighing device of the elevator car when the elevator car is going down, and the actual carrying mass M 秤上 and M 秤下 when the elevator car is going up and down are equal in value.

[0151] Then, the expression of the mass deviation ΔM 轿厢 considering the friction can be obtained by combining the above formulas (20) and (21), which is:

[0152]

[0153] Finally, the final mass deviation ΔM 轿厢 can be calculated by combining the above formula (22), the transformation of formula (9) when the elevator car is going up, and the transformation of formula (9) when the elevator car is going down, that is:

[0154]

[0155] wherein,

[0156] a(t) UP and a(t) DOWNThese are used to represent the total disturbance of the elevator car when the elevator is going up and down, respectively. They can also be assigned values ​​using the estimated total disturbance obtained from the extended state observer.

[0157] Because friction was taken into account during the calculation, the calculated mass deviation ΔM 轿厢 And via this mass deviation ΔM 轿厢 The actual mass M of the car obtained after processing 实际 It better reflects the actual operating conditions of the elevator car, that is, it makes the actual mass M of the car more consistent with the actual operating conditions of the elevator car. 实际 The speed control of the elevator car is more accurate.

[0158] In the actual operation of the elevator equipment, as mentioned above, due to the installation and addition of decorative components, the actual mass M of the car will increase. 实际 And the quality of the car design M 设计 They are not equal, therefore the actual starting compensation torque should take into account the mass deviation ΔM. 轿厢 The effect is expressed as:

[0159] T 补 =(M 秤 -0.5×M 额 +ΔM 轿厢 )×g×R; (24)

[0160] Then the actual load-bearing mass M inside the car 秤 The actual load-bearing mass inside the elevator car can be detected by a weighing device (the actual load-bearing mass inside the car can be corresponding to M in the above text depending on whether the elevator car is moving up or down). 秤上 and M 秤下 Rated load capacity inside the car (M) 额 If the information is known in advance, it is only necessary to obtain the quality deviation ΔM. 轿厢 The starting compensation torque T can then be calculated. 补 .

[0161] In a preferred embodiment of the present invention, after performing step S4, as follows: Figure 4 The diagram also includes:

[0162] Step S5: Recalculate and update the starting compensation torque using the mass deviation and the actual load-bearing mass detected by the weighing device inside the elevator car.

[0163] Specifically, in this embodiment, after performing step S4 to calculate the mass deviation, the starting compensation torque is calculated using the mass deviation and the weighed value of the load inside the elevator car. The original starting compensation torque is then updated, and the control quantity output by the active disturbance rejection control system is adjusted using the updated starting compensation torque before being input to the drive motor of the elevator equipment. Since the starting compensation torque exists continuously during elevator operation, it is constantly calculated and updated to meet the dynamic operation requirements of the elevator equipment.

[0164] In a preferred embodiment of the present invention, the method further includes, after all steps:

[0165] Step A: Recalculate and update the moment of inertia using the mass deviation and / or recalculate and update the control parameters of the elevator's drive controller based on the mass deviation.

[0166] Specifically, the quality deviation ΔM is calculated. 轿厢 Then, combined with the car design quality M 设计 This will give you the actual mass M of the car. 实际 Then, the actual mass M of the car is used. 实际 Adjusting the relevant control parameters in the elevator equipment enables speed control. For example, the moment of inertia can be updated using the mass deviation calculated above, or the control parameters of the elevator drive controller can be updated. Either update can be performed simultaneously, and this will not be elaborated further.

[0167] In one embodiment, such as Figure 5 As shown, after executing steps S1-S4, that is, after calculating the quality deviation, step A can continue to be executed, for example, in scenarios where starting compensation torque is not considered. In another embodiment, as... Figure 6 As shown, after executing steps S1-S5, that is, after updating the starting compensation torque using the quality deviation, step A is executed again.

[0168] In other words, the quality deviation ΔM calculated in the technical solution of this application 轿厢 Its functions are as follows:

[0169] Firstly, it is through the quality deviation ΔM 轿厢 And the quality of the car design M 设计 The actual mass M of the car was calculated. 实际 And then based on the actual mass M of the car 实际 The speed control of the drive motor is achieved by adjusting the control parameters related to the weight of the car.

[0170] Secondly, it lies in the quality deviation ΔM 轿厢The starting compensation torque T is calculated. 补 Then, the starting compensation torque T is used. 补 The control quantity u input to the drive motor is compensated, thereby compensating for the unbalanced torque generated on both sides of the traction sheave, making the elevator equipment start and run more smoothly.

[0171] Thirdly, it lies in the quality deviation ΔM 轿厢 And the quality of the car design M 设计 The actual mass M of the car was calculated. 实际 And then based on the actual mass M of the car 实际 The moment of inertia of the traction sheave is calculated.

[0172] It is worth noting that, since the actual mass M of the car has not yet been calculated during the initial stage of system startup. 实际 At this point, the design mass M of the car can be determined. 设计 The moment of inertia of the traction sheave and other relevant control parameters are calculated. The mass deviation ΔM is calculated based on the technical solution described above. 轿厢 Then, based on this quality deviation ΔM 轿厢 Adjust and update the relevant control parameters.

[0173] In a preferred embodiment of the present invention, the elevator car self-weight correction method is performed to correct the actual mass of the elevator car when at least one of the following conditions is met:

[0174] Condition 1: The estimated total disturbance output by the extended state observer remains stable within a preset time period;

[0175] Condition 2: The elevator equipment is in a non-acceleration / deceleration state;

[0176] Condition 3: The speed tracking error value output by the state error feedback unit of the active disturbance rejection controller is less than the preset threshold.

[0177] Specifically, in this embodiment, considering that the extended state observer itself is a dynamic system, and the mass deviation ΔM 轿厢 Since the total disturbance is a constant during each operation of the elevator equipment, to ensure the accuracy of the observation results, the mass deviation ΔM can be calculated based on the total disturbance output by the extended state observer within a preset time period after the total disturbance is stable. 轿厢 The above-mentioned preset time periods can be reasonably set according to the actual situation, and will not be elaborated further here.

[0178] In another embodiment of the present invention, based on the same reasons stated above, the following can also be set:

[0179] When the elevator device is in the non-acceleration or deceleration state, it is considered that the observation result of the extended state observer is stable at this time, and thus the mass deviation ΔM can be calculated according to the total disturbance output by the extended state observer at this time 轿厢 .

[0180] Alternatively

[0181] When the speed tracking error value output by the state error feedback (SEF) of the ADRC system is less than a preset threshold, it is considered that the observation result of the extended state observer is stable at this time, and thus the mass deviation ΔM can be calculated according to the total disturbance output by the extended state observer at this time 轿厢 . Similarly, the above-mentioned preset threshold can be reasonably set according to the actual situation, which will not be described here.

[0182] Further, in order to further improve the stability of the output result of the extended observer, the above-mentioned three cases can be considered together, for example, after the extended state observer outputs stable total disturbance within a preset period of time, and the elevator device is currently in the non-acceleration or deceleration state, the observation result of the extended state observer is read as the final total disturbance at this time.

[0183] Alternatively

[0184] After the extended state observer outputs stable total disturbance within a preset period of time, and the speed tracking error value output by the state error feedback (SEF) of the ADRC system is less than a preset threshold, the observation result of the extended state observer is read as the final total disturbance at this time.

[0185] Alternatively

[0186] After the extended state observer outputs stable total disturbance within a preset period of time, and the elevator device is currently in the non-acceleration or deceleration state, and the speed tracking error value output by the state error feedback (SEF) of the ADRC system is less than a preset threshold, the observation result of the extended state observer is read as the final total disturbance at this time.

[0187] In summary, the purpose of setting the above-mentioned conditions is to ensure that the output of the extended state observer is stable within a certain output or tolerable output fluctuation range, so as to ensure the accuracy of the final control result.

[0188] In the preferred embodiment of the present application, considering the smoothness of the speed instruction in the speed control of the elevator device, the tracking differentiator (TD) in the ADRC system in the prior art described in Figure 2 , can be removed, and the speed control of the elevator device can also be realized.

[0189] The above merely describes preferred embodiments of the present application, and is not intended to limit the implementation and protection scope of the present application. Those skilled in the art should be able to understand that any equivalent substitutions and obvious changes made according to the present application description and drawings should be included in the protection scope of the present application.

Claims

1. A method for correcting the self-weight of an elevator car, characterized in that, The elevator car self-weight correction method uses an active disturbance rejection controller to control the speed of the elevator drive motor, and performs the correction of the elevator car self-weight using the following steps: Step S1: Analyze and construct a model showing the relationship between the total disturbance of the elevator car and the weight of the elevator car itself; Step S2: Obtain the estimated value of the total disturbance based on the observation of the extended state observer of the active disturbance rejection controller; Step S3: Based on the relationship model, calculate the mass deviation between the actual mass of the elevator car and the design mass of the car using the estimated value of the total disturbance; Step S4: Correct the car design quality according to the quality deviation to obtain the actual car quality.

2. The elevator car self-weight correction method as described in claim 1, characterized in that, When there is no starting compensation torque in the speed control of the elevator drive motor, the relationship model is as follows: ； in, The total disturbance is described above; This refers to the elevator's rated load capacity. The quality deviation is mentioned above; The actual load-bearing mass inside the elevator car; g is the acceleration due to gravity; R is the radius of the traction sheave of the elevator; Let be the moment of inertia of the traction sheave.

3. The elevator car self-weight correction method as described in claim 1, characterized in that, When there is a starting compensation torque in the speed control of the elevator drive motor, and the starting compensation torque is continuously present in the elevator drive control, the relationship model is as follows: ； The starting compensation torque is calculated according to the following formula: ； in, The starting compensation torque; The total disturbance is described above; The quality deviation is mentioned above; g is the acceleration due to gravity; R is the radius of the traction sheave of the elevator; The moment of inertia of the traction sheave; The actual load-bearing mass inside the elevator car; This refers to the elevator's rated load capacity.

4. The elevator car self-weight correction method as described in claim 1, characterized in that, The relational model is as follows: ； in, Used to represent the total disturbance when the elevator equipment is moving upward; Used to represent the total disturbance when the elevator equipment is descending; Used to indicate the torque generated on the traction sheave of the elevator when the elevator is moving upward; This is used to represent the torque generated on the traction sheave of the elevator when the elevator is descending; Used to indicate the quality deviation; Used to indicate the actual load-bearing mass inside the elevator car when the elevator is moving upwards; This is used to indicate the actual load-bearing mass inside the elevator car when the elevator is descending; Used to indicate the rated load capacity of an elevator car; g is the gravity coefficient; R is used to represent the radius of the traction sheave.

5. The elevator car self-weight correction method as described in claim 4, characterized in that, The actual load-bearing mass inside the elevator car when the elevator is moving upwards The actual load-bearing mass inside the elevator car when the elevator equipment is descending equal.

6. The elevator car self-weight correction method as described in claim 3, characterized in that, After performing step S4, the process further includes: Step S5: Recalculate and update the starting compensation torque using the mass deviation and the actual load-bearing mass detected by the weighing device inside the elevator car.

7. The elevator car self-weight correction method as described in claim 1 or 6, characterized in that, Following all steps, it also includes: Step A: Recalculate and update the moment of inertia using the mass deviation and / or recalculate and update the control parameters of the elevator's drive controller based on the mass deviation.

8. The elevator car self-weight correction method as described in claim 1, characterized in that, The elevator car self-weight correction method is executed to correct the actual mass of the elevator car when at least one of the following conditions is met: Condition 1: The estimated value of the total disturbance output by the extended state observer remains stable within a preset time period; Condition 2: The elevator equipment is in a non-acceleration / deceleration state; Condition 3: The speed tracking error value output by the state error feedback device of the active disturbance rejection controller is less than a preset threshold.

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