Circulating transverse moving car frame back structure, elevator car, elevator and elevator traffic flow model establishing method

Abstract

The present application relates to the elevator technical field, specifically for the back structure of circulating transverse moving type car frame, elevator car, elevator and elevator traffic flow model establishing method, determine the overall design scheme of circulating transverse moving type elevator suitable for large-span high-rise building, the main components of circulating transverse moving type elevator are specifically designed, and the key technologies adopted by the circulating transverse moving type elevator system are determined;Based on Poisson distribution and Monte Carlo method, the multi-site traffic flow formula of circulating transverse moving type elevator is determined, the traffic flow data in a large-span government office building is simulated and generated, and higher pattern recognition accuracy is obtained, which provides data support for elevator dispatching.

Description

Technical Field

[0001] This invention relates to the field of elevator technology, specifically to the rear structure of a circulating transverse car frame, an elevator car, an elevator, and a method for establishing an elevator traffic flow model. Background Technology

[0002] Since the invention of the elevator in 1854, elevator cars have always operated using a wire rope pulley traction drive. This drive method typically allows only one car to operate within a single shaft. While single-car elevators can meet the needs of low-rise buildings and floors with low passenger traffic, with the rapid development of modern cities and the rise of high-rise and super high-rise buildings with high population density, the drawbacks of single-car elevators—long waiting times and low transport efficiency—have become increasingly apparent. This traditional single-car elevator operating mode is no longer suitable for the demands of modern urban construction.

[0003] In modern society and economic activities, elevators have become indispensable vertical transportation tools for carrying people and goods. Statistics show that the average annual growth rate of elevator demand in my country exceeds 20%, making China the world's largest elevator market. However, in terms of market share, foreign brands such as Otis, Schindler, Kone, ThyssenKrupp, Mitsubishi, and Hitachi occupy about 70% of the domestic market, while domestic brands only account for a very small share. Enhancing the elevator industry's technological innovation capabilities and increasing the market share of domestic elevator brands have become pressing issues that need to be addressed.

[0004] Currently, elevator cars widely use a wire rope traction drive system. This involves a machine room, traction motor, and reduction gear located on the top floor of the building, which drives the wire rope to pull the car and counterweight along tracks within the shaft. This operating method limits the number of cars to one per shaft. While single-car elevators are adequate for low-rise buildings with low passenger flow, their drawbacks—long waiting times and low efficiency—are significantly amplified in high-rise or super high-rise buildings with high population density. Adding more elevator shafts and corresponding cars would occupy substantial building space and significantly increase costs, and the problem of low elevator efficiency remains fundamentally unresolved.

[0005] With the continuous development of engineering technology, hydraulic elevators and screw-driven elevators have emerged. Hydraulic elevator cylinder pistons are prone to wear or breakage after their service life expires, leading to hydraulic oil leakage and pollution; their maintainability is also relatively poor. Screw-driven elevators, due to their structural limitations, are mainly used in villa buildings and cannot be installed in high-rise buildings; they also suffer from slow speed and high noise levels. Summary of the Invention

[0006] The purpose of this invention is to provide a circulating transverse car frame rear structure, an elevator car, an elevator, and a method for establishing an elevator traffic flow model, in order to solve the problem mentioned in the background art that traditional vertical elevators cannot carry passengers horizontally, resulting in low passenger movement efficiency in large-span buildings. The main reasons why elevators cannot run horizontally are as follows: 1. Shaft layout: Traditional vertical elevator systems only have a vertical shaft and do not provide horizontal movement space for the car to move horizontally; 2. Car drive: Most traditional vertical elevators use traction machine drive or hydraulic drive, which can only provide vertical driving force to the car, making it difficult for the car to obtain horizontal driving force.

[0007] To achieve the above objectives, the present invention provides one of the following technical solutions: a circulating transverse car frame rear structure, the structure comprising:

[0008] The car reversing device is used to change the direction of car travel;

[0009] A locking fixing seat is used to cooperate with a locking device installed in the hoistway to fix the car frame when the car reverses direction.

[0010] Furthermore, the car reversing device consists of a car rotary table, a car linear motor mover, and a car brake. In the hoistway reversing zone, the steering motor drives the hoistway reversing device and the car reversing device to rotate together to achieve the change of the car's running direction.

[0011] The present invention provides another technical solution, namely, a circulating transverse elevator car, the elevator car comprising:

[0012] The car body is used to carry passengers;

[0013] The car door, located on one side of the car body, is used for passengers to enter and exit;

[0014] The car door operator, as the opening and closing device of the car door, is used to control the opening and closing of the car door according to the elevator signal;

[0015] The car frame is used to secure the car body and bear the weight of the car body and the passengers inside;

[0016] The back of the car frame includes the aforementioned circulating transverse car frame back structure, which enables the change of the car body's running direction and its locking and fixing.

[0017] The fairing, installed on top of the car body, is used to reduce air resistance and wind noise generated when the car body is running at high speed, thereby making the car more stable and quiet.

[0018] Furthermore, a distance sensor is installed on the upper part of the fairing to detect the distance between the car and the surroundings during vertical operation.

[0019] Furthermore, the car body is a closed structure that forms the interior space of the car, and it consists of the car floor, car walls, car top, and interior equipment.

[0020] The present invention provides another technical solution as follows: a circulating transverse elevator, including a vertical shaft and a horizontal shaft, wherein the vertical shaft and the horizontal shaft are arranged to intersect each other;

[0021] The vertical and horizontal shafts are each provided with a car reversing area at their intersections;

[0022] Both the vertical and horizontal shafts are equipped with shaft structures corresponding to the rear structure of the aforementioned circulating transverse car frame.

[0023] Furthermore, the hoistway structure consists of a hoistway linear motor stator, a hoistway linear motor guide rail, a hoistway brake guide rail, a hoistway reversing device, a hoistway car locking device, and a hoistway steering motor.

[0024] Furthermore, it also includes stationless shafts that are parallel to vertical shafts;

[0025] Furthermore, the first layer of the horizontal shaft is a car storage layer.

[0026] This invention provides another technical solution, based on the above-mentioned method for establishing an elevator traffic flow model for a circulating traversing elevator, the method comprising:

[0027] S1. Determine parameters such as the number of building floors, number of stations, distribution of people on each floor, and distribution of people at each station based on the actual building conditions. Set parameters such as the proportion of each type of passenger and passenger arrival rate under different traffic modes based on statistical experience.

[0028] S2. Set the initial simulation time and total simulation time according to requirements, using 5 minutes as a time unit;

[0029] S3. Calculate the initial density vector of each floor in the current time period;

[0030] S4. Calculate the starting layer-target layer density matrix for the current time period;

[0031] S5. Determine the passenger's call time, starting floor, and destination floor using the Monte Carlo method;

[0032] S6. Calculate the density vectors of each station in the current starting layer and target layer;

[0033] S7. Determine the passenger's origin and destination stations using the Monte Carlo method;

[0034] S8. Determine if the current passenger's elevator call time is greater than the set total simulation time. If it is less, continue the simulation to generate the next passenger's elevator call status. If it is greater, end the simulation.

[0035] Compared with the prior art, the beneficial effects of the present invention are:

[0036] 1. Determine the overall design scheme of the circulating transverse elevator suitable for large-span high-rise buildings, conduct specific design of the main components of the circulating transverse elevator, and determine the key technologies adopted for the circulating transverse elevator system.

[0037] 2. Based on the Poisson distribution and Monte Carlo method, a multi-station traffic flow formula for a circulating transverse elevator was determined. Traffic flow data in a large-span government office building was simulated and generated, achieving high pattern recognition accuracy and providing data support for elevator scheduling. Attached Figure Description

[0038] Figure 1 This is a schematic diagram of the circulating transverse elevator structure of the present invention;

[0039] Figure 2 This is a schematic diagram of the circulating transverse elevator car structure of the present invention;

[0040] Figure 3 This is a schematic diagram of the rear structure of the car frame of the present invention;

[0041] Figure 4 This is a schematic diagram of the shaft structure of the circulating transverse elevator of the present invention;

[0042] Figure 5 This is a flowchart of the car reversing process of the present invention;

[0043] Figure 6 This is a diagram illustrating the operation process of the shaft reversing device of the present invention.

[0044] Figure 7 A diagram illustrating the process of establishing the traffic flow model for this invention.

[0045] In the diagram: 1. Car reversing device; 101. Car rotating disc; 102. Car linear motor mover; 103. Car brake; 2. Locking fixing seat; 3. Car body; 4. Car door; 5. Car door operator; 6. Car frame; 7. Fairing; 8. Vertical hoistway; 9. Horizontal hoistway; 10. Hoistway structure; 1001. Hoistway linear motor stator; 1002. Hoistway linear motor guide rail; 1003. Hoistway brake guide rail; 1004. Hoistway reversing device; 1005. Hoistway car locking device; 11. Hoistway without station; 12. Car storage level; 13. Car reversing area. Detailed Implementation

[0046] 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.

[0047] Example 1

[0048] Please see Figure 3 The rear structure of the circulating transverse car frame includes:

[0049] The car reversing device 1 is used to change the direction of car travel;

[0050] Specifically, in the hoistway reversing zone, the steering motor drives the hoistway reversing device and the car reversing device to rotate together to change the car's running direction.

[0051] The locking fixing seat 2 is used to cooperate with the locking device installed in the hoistway to fix the car frame when the car is reversing.

[0052] Furthermore, the car reversing device 1 consists of a car rotating disk 101, a car linear motor mover 102, and a car brake 103. In the hoistway reversing zone, the steering motor drives the hoistway reversing device and the car reversing device to rotate together to achieve the change of the car's running direction.

[0053] Specifically, linear motors for elevator cars, with their advantages of simple structure and high reliability, have been widely used in military, industrial, and transportation fields. The mature development of linear motor technology has led to its increasing application in elevator drives.

[0054] Compared with traditional rope elevators driven by traction machines, linear motor-driven circulating traverse elevators have the following advantages: 1. Saves building space. The linear motor adopts contactless direct drive, eliminating the need for a counterweight and elevator machine room, thus saving a large area of ​​shaft space.

[0055] 2. High reliability. The linear motor has a simple structure, which reduces the possibility of mechanical failure and improves reliability.

[0056] 3. Improve the built environment. The contactless drive method of linear motors is noiseless and pollution-free, which is beneficial to the improvement of the built environment.

[0057] 4. Energy saving. The linear motor drives the car without gear transmission and without other mechanical power consumption, thus saving more energy; (5) Improve operating efficiency and shorten waiting time. Traditional rope elevators can only drive one car in one shaft by the traction machine, while the linear motor driven circulating traverse elevator has multiple elevator shafts, and two or more cars can run in each shaft. The cars circulate in the shaft, which greatly improves the operating efficiency of the elevator.

[0058] The circulating traverse elevator adopts elevator drive technology based on linear motors, which gets rid of the limitations of traditional traction steel wire ropes. Combining the advantages of linear motors such as large driving force, high safety, and low operating noise, it realizes the rapid movement of the elevator car in both vertical and horizontal directions.

[0059] Example 2

[0060] Please see Figure 2 A circulating transverse elevator car, the elevator car comprising:

[0061] Car body 3, used to carry passengers;

[0062] Car door 4, located on one side of car body 3, is used for passenger entry and exit;

[0063] The car door operator 5, as the opening and closing device of the car door 4, is used to control the opening and closing of the car door according to the elevator signal;

[0064] The car frame 6 is used to fix the car body 3 and bear the weight of the car body 3 and the passengers inside;

[0065] Specifically, in order to maximize the safety of passengers in the event of an accidental fall of the elevator car, a rapidly inflatable airbag, similar to a car airbag, is installed at the bottom of the car frame as a buffer device in the event of an accidental fall of the car.

[0066] The back of the car frame 6 includes the circulating transverse car frame back structure described in Embodiment 1, which enables the change of the car body's running direction and locking and fixing.

[0067] The fairing 7 is installed on the top of the car body 3 to reduce the air resistance and wind noise generated by the car body 3 when running at high speed, so that the car is more stable and quiet.

[0068] Specifically, the noise generated during elevator operation is a crucial indicator affecting passenger comfort. Elevator noise can be mainly divided into mechanical noise and aerodynamic noise. Mechanical noise is primarily generated by friction between the traction machine and the traction rope. However, linear motor-driven circulating traversing elevators do not require traction, resulting in very low mechanical noise. Due to the complexity of the car's shape, the airflow between the shaft wall and the car separates and forms vortices when the car passes over its surface during high-speed operation. The aerodynamic force generated by these vortices causes car vibration and generates aerodynamic noise. Adding a fairing to the top of the car to improve its streamlined shape is a primary means of reducing aerodynamic noise. To effectively reduce the aerodynamic noise generated during the operation of a circulating traversing elevator, the flow field generated by the high-speed operation of the car was simulated under three conditions: no fairing installed on the elevator car, an arched fairing installed on the top of the car, and an arched fairing installed on the top of the car. The air velocity and static pressure on the car surface were obtained. Simulation results show that the arched fairing has better aerodynamic performance and a more significant wind noise reduction effect compared to the conical fairing. Therefore, installing an arched fairing on the top of the circulating transverse elevator car can effectively reduce the aerodynamic noise generated during elevator operation while ensuring the car's aesthetics.

[0069] Furthermore, a distance sensor is installed on the upper part of the fairing 7 to detect the distance between the car and the surroundings during vertical operation.

[0070] Specifically, sensor technology is widely used in circulating traverse elevator systems to improve building intelligence. Distance sensors are installed on the top and sides of the car to monitor the distance between cars in real time. When the distance between adjacent cars is less than the safe distance, the elevator control system controls the braking system to decelerate or brake the cars to prevent collisions. Image sensors located at the waiting hall of each station work in conjunction with the call panel to determine the number of people waiting at that station and coordinate elevator dispatching in real time. Speed ​​sensors installed inside the cars accurately measure the current operating speed of each car to prevent sudden speed changes from affecting the passenger experience or causing safety accidents. Incremental encoders are used as position sensors for the elevator cars. The current position of the car is determined by calculating the moving pulse generated by the pulse encoder; the weighing sensor is set at the bottom of the car body to measure the car load in real time. When the weight of the passengers exceeds the preset value of the car load, the system issues an alarm signal

[58] . The light curtain is used as the anti-pinch sensor of the elevator car to realize the control of the car door. Compared with the traditional mechanical door protection device, the light curtain has the advantages of high safety, fast installation, simple debugging, low failure rate, environmental protection and energy saving. The leveling sensor installed on the top of the car can realize accurate automatic leveling of the car in the lobby, ensuring the safety of frequent start and stop of the elevator.

[0071] Furthermore, the car body 3 is a closed structure that forms the interior space of the car, and it consists of the car floor, car walls, car top and interior devices.

[0072] Specifically, the in-car equipment includes: 1. A weighing device installed at the bottom of the car, mainly composed of pressure sensors and an alarm device, which can measure the weight of passengers in the car in real time. If overloaded, it will issue an audible alarm to remind some passengers to leave the car to avoid safety accidents; 2. A car position display panel. Since circulating traversing elevators use a destination call method, passengers inside the car cannot call from within the car. However, passengers in the same car may go to different stops. Therefore, a car position display panel is installed inside the car to display the car's running path, car stops, current car position, and direction of travel in real time. It also has a voice broadcast function to remind passengers to leave the elevator at the appropriate stop; 3. A dedicated telephone line, emergency bell, and surveillance cameras for communication with the elevator control room, used to monitor abnormal situations in the car and perform real-time emergency operations, providing a safe riding environment for passengers; 4. Handrails. Passengers need to hold onto the handrails to maintain balance and ensure safety while the elevator is moving horizontally inside the car.

[0073] Example 3

[0074] Please see Figure 1 , 4 Figures 5 and 6 show a circulating transverse elevator, including a vertical shaft 8 and a horizontal shaft 9, which are arranged to intersect each other;

[0075] The vertical shaft 8 and the horizontal shaft 9 are each provided with a car reversing area 13 at their intersections;

[0076] Both the vertical shaft 8 and the horizontal shaft 9 are equipped with shaft structures 10 corresponding to the rear structure of the circulating transverse car frame described in Embodiment 1.

[0077] Furthermore, the hoistway structure 10 consists of a hoistway linear motor stator 1001, a hoistway linear motor guide rail 1002, a hoistway brake guide rail 1003, a hoistway reversing device 1004, a hoistway car locking device 1005, and a hoistway steering motor.

[0078] As shown in Figures 5 and 6, when the car reaches the reversing position, the locking device fixes the car frame, and the steering motor located on the back of the hoistway drives the hoistway reversing device and the car reversing device to rotate, thereby changing the running direction while the car remains stationary.

[0079] Specifically, in a circulating traverse elevator system, the brake guide rails installed on the shaft walls work together with the brake on the back of the car frame to brake the car and ensure it stops at the appropriate location. An independently powered speed sensor is installed at the bottom of the car frame. This sensor continues to operate even when the car is powered off. When the speed sensor detects that the car's downward speed exceeds a specified value, a safety protection device filled with a rapidly expanding air cushion at the bottom of the car frame opens, increasing air resistance during the car's descent. Buffers are installed at the bottom of each vertical shaft to minimize the impact when the car falls to the bottom. An emergency stop button is installed inside the car. In the event of a fall, passengers can press the emergency stop button to brake the car and activate the safety protection device in advance, ensuring passenger safety as much as possible. Locking devices are installed on the back of the car frame to ensure smooth fixation of the car during reversals.

[0080] When the elevator car needs to change direction, the car first moves to the reversing zone. The braking system controls the car to stop accurately in the reversing zone. The locking device installed in the shaft fixes the car frame. The steering motor installed on the shaft wall drives the shaft reversing device and the car reversing device on the back of the car frame to rotate 90° simultaneously and connect with another shaft. After the reversal is completed, the locking device is released, and the linear motor is enabled to drive the car to move away from the reversing zone.

[0081] Furthermore, it also includes a stationless shaft 11 parallel to the vertical shaft 8;

[0082] Furthermore, the first layer of the horizontal shaft 9 is the car storage layer 12.

[0083] Example 4

[0084] Please see Figure 7 The elevator traffic flow model establishment method based on the circulating traversing elevator described in Example 3 includes:

[0085] S1. Determine parameters such as the number of building floors, number of stations, distribution of people on each floor, and distribution of people at each station based on the actual building conditions. Set parameters such as the proportion of each type of passenger and passenger arrival rate under different traffic modes based on statistical experience.

[0086] Specifically, elevator traffic flow is a physical quantity describing the number of passengers calling elevators within a building, the frequency of passenger appearances, and passenger distribution. Elevator traffic flow is primarily determined by factors such as the building's purpose and the daily routines of its users. Elevator traffic flow varies across buildings with different uses, and even within buildings of the same purpose, traffic flow characteristics differ at different times of day. Elevator traffic flow exhibits both randomness and regularity. The randomness of elevator traffic flow refers to the randomness of the number of passengers requesting elevator service at different times, with the starting and destination floors being uncertain. The regularity of elevator traffic flow refers to the regularity of the daily routines of people within the same building, resulting in similar traffic flow at the same time of day. During elevator operation, the intensity of traffic flow varies according to its unique patterns. Only by analyzing the characteristics of elevator traffic flow and determining its changing patterns can the transport efficiency of the elevator system be effectively improved.

[0087] The circulating traversing elevator system has multiple stops, enabling the car to move horizontally. Therefore, the traffic flow of the circulating traversing elevator system can be divided into upward traffic flow, downward traffic flow, inter-floor traffic flow, and intra-floor traffic flow. Upward traffic flow refers to elevator passengers traveling from the base station floor to various stops; downward traffic flow refers to elevator passengers traveling from stops on non-base station floors to the base station floor; inter-floor traffic flow refers to elevator passengers traveling upward or downward between stops on floors other than the base station floor; intra-floor traffic flow refers to elevator passengers moving between different stops on the same floor.

[0088] Accurate acquisition of elevator traffic flow data is a prerequisite for elevator traffic pattern recognition and elevator scheduling. Commonly used methods for acquiring elevator traffic flow data include manual counting, sensor weighing, visual acquisition, and empirical modeling. Manual counting involves personnel in each elevator car recording the number of passengers and their entry and exit points in real time. This method provides relatively accurate traffic flow data but is labor-intensive. Sensor weighing involves installing weighing sensors at the bottom of the elevator car and pre-setting the average passenger weight. It estimates the total number of passengers and their boarding and alighting positions by measuring the car load and its changes in real time. However, its accuracy is relatively low due to variations in passenger weight. Visual acquisition involves installing cameras in the waiting hall and inside the elevator car and applying computer image recognition technology to detect and statistically analyze traffic flow.

[0089] This method is technically challenging, and overlapping passenger images during periods of heavy traffic can negatively impact recognition accuracy. The empirical modeling method, on the other hand, builds traffic models based on empirical knowledge or probability distributions to obtain traffic flow data. This method is cost-free and can acquire traffic flow data quickly, making it suitable for new buildings where traffic flow data is difficult to obtain or for buildings not yet in operation. However, this method requires setting parameters appropriately based on experience and actual conditions to obtain accurate traffic flow data.

[0090] Since circulating traversing elevator systems suitable for large-span high-rise buildings such as government office buildings are still in the theoretical research stage and have not been practically used, multi-station call signals cannot be accurately collected. Therefore, an empirical modeling method is used to establish a traffic flow model for the circulating traversing elevator system to simulate actual traffic flow conditions. Traditional elevator traffic flow modeling formulas can only generate vertical traffic flow, which does not conform to the traffic flow state of multi-station passenger call in a circulating traversing elevator system. Therefore, it is necessary to improve the traditional traffic flow modeling formulas to generate traffic flow data such as passenger call time, starting station, and destination station that conform to the actual situation in large-span high-rise buildings.

[0091] S2. Set the initial simulation time and total simulation time according to requirements, using 5 minutes as a time unit;

[0092] S3. Calculate the initial density vector of each floor in the current time period;

[0093] S4. Calculate the starting layer-target layer density matrix for the current time period;

[0094] S5. Determine the passenger's call time, starting floor, and destination floor using the Monte Carlo method;

[0095] Determining the passenger's call time: Specifically, as a typical dynamic service system, the arrival of passengers in the elevator waiting hall to request service is a completely random event with time as the variable. The Poisson process, as an independent incremental process that accumulates the number of random events, can describe the arrival process of elevator passengers more accurately

[63] . Assuming that the arrival process of passengers within 5 minutes follows a Poisson distribution with given parameters, the average number of passengers arriving per unit time λ, i.e., the average passenger arrival rate in 5 minutes, satisfies the following formula:

[0096]

[0097] In the formula, CE1 represents the number of people who arrive at the elevator waiting hall within 5 minutes and request to call the elevator.

[0098] T t The probability distribution of the cumulative number of passengers requesting elevator calls, k, within a time period is as follows:

[0099]

[0100] In the formula, T t Let t1 be the time interval, t1 be the assumed arrival time of the first passenger, and k be the cumulative number of passengers requesting elevator access.

[0101] According to equation (2), the arrival time of the i-th passenger can be obtained as follows:

[0102]

[0103] In the formula, t i Let be the arrival time of the i-th passenger, and be a random number uniformly distributed in the interval [0,1].

[0104] Determine the passenger's starting and destination floors: Specifically, refer to the method for determining the starting and destination floors of ordinary elevator passengers

[64] , and determine the starting and destination floors of passengers in a circulating traverse elevator.

[0105] Starting floor and destination floor. First, based on the elevator traffic flow analysis, the following parameters are set:

[0106] X: Percentage of upbound passenger traffic to the current total passenger traffic;

[0107] Y: Percentage of outbound passenger traffic to the current total passenger traffic;

[0108] Z: Percentage of inter-floor traffic to the total current passenger flow;

[0109] T: Percentage of passengers on the same level relative to the total current passenger flow;

[0110] n: Total number of floors;

[0111] m: Total number of stations on each floor

[0112] Then the above parameters satisfy:

[0113] X+Y+Z+Y=1 (4)

[0114] Let the percentage of passengers on the i-th floor as the starting floor be the initial density vector of that floor.

[0115] The initial density vector of the base station layer is then:

[0116] SDV(1)=X+Tα (5)

[0117]

[0118] In the formula, α is the percentage of the number of passengers on the same floor as the base station to the total number of passengers on the same floor of all floors; M(i) is the number of passengers on the same floor of the i-th floor.

[0119] The initial density vectors for each floor above the base station layer are:

[0120] SDV(i)=[Y+Z+T(1-α)]β (7)

[0121]

[0122] In the formula, β is the ratio of the number of people distributed on the i-th floor to the total number of people distributed on all floors except the base station floor; NOP(i) is the number of people distributed on the i-th floor.

[0123] The sum of the initial densities of the n floors is:

[0124]

[0125] The probability that the i-th floor is the starting floor for passengers is:

[0126]

[0127] The cumulative probability of each floor being the passenger's starting floor is:

[0128]

[0129] Based on the cumulative probability distribution function of the passengers' starting floors on each floor, the Monte Carlo method is applied to determine the passengers' starting floors. The passengers' starting floors are as follows:

[0130]

[0131] In the formula, A is the passenger's starting floor, and r is a random number uniformly distributed in the interval [0,1].

[0132] Establish the starting layer-destination layer density matrix ST to determine the passenger's destination layer.

[0133]

[0134] In the formula, st(i,j) represents the relative passenger flow from the i-th floor to the j-th floor.

[0135] Assuming the probability of a passenger choosing their destination floor is proportional to the distribution of people on each floor of the building, and the matrix elements starting from the base station floor are:

[0136]

[0137] In the formula, NOP(j) represents the number of people in the j-th layer.

[0138] The matrix elements where the starting layer is a non-base station layer and the destination layer is a base station layer are:

[0139]

[0140] The matrix elements for both the starting floor and the destination floor being non-base station floors are:

[0141]

[0142] The method for determining the passenger's destination floor and starting floor is basically the same. Given the passenger's starting floor i, first calculate the sum of all elements in the i-th row of the ST matrix, that is, the cumulative probability of all destination floors given that the starting floor is i:

[0143]

[0144] Given that the starting floor is i, the probability that the j-th floor is the passenger's destination floor is: (18)

[0145] Given that the starting floor is i, the cumulative probability that the j-th floor is the passenger's destination floor is:

[0146] (19)

[0147] Based on the cumulative probability distribution function of passengers' destination floors on each floor, the Monte Carlo method is applied to determine the passengers' destination floors. The passengers' destination floors are as follows:

[0148] (20)

[0149] In the formula, B is the passenger's destination floor, and r is a random number uniformly distributed in the interval [0,1].

[0150] S6. Calculate the density vectors of each station in the current starting layer and target layer;

[0151] S7. Determine the passenger's origin and destination stations using the Monte Carlo method;

[0152] Specifically, after determining the passenger's starting floor i, the passenger's starting station can be determined based on the passenger distribution at each station on the current starting floor.

[0153] The initial density vector of the t-th station on the i-th starting floor is:

[0154]

[0155] In the formula, NOS(i,t) represents the number of people distributed at the t-th station on the i-th starting floor.

[0156] The sum of the initial densities of all m stations on the i-th starting floor is:

[0157]

[0158] The probability that the i-th starting floor and the t-th station will be the passenger's starting station is:

[0159]

[0160] Based on the passenger distribution at each station on the current starting floor, the Monte Carlo method can be used to determine the passenger's starting station Aa; similarly, the same method can be used to determine the passenger's destination station Bb. Furthermore, if the building only has one main entrance on the left side, then during peak upward and midday upward modes, the vast majority of passengers will request upward elevator calls at station 1-1. The starting station for passengers with the base station floor as their starting floor is not significantly related to the passenger distribution on each floor of the base station floor. Based on experience, parameters 0.9 and 0.8 are set as the probabilities of station 1-1 being the starting station when the starting floor is the base station floor during peak upward and midday upward modes, respectively. Similarly, parameters 0.9 and 0.8 are set as the probabilities of station 1-1 being the destination station when the destination floor is the base station floor during peak downward and midday downward modes, respectively.

[0161] S8. Determine if the current passenger's elevator call time is greater than the set total simulation time. If it is less, continue the simulation to generate the next passenger's elevator call status. If it is greater, end the simulation.

[0162] It will be apparent to those skilled in the art that the present invention is not limited to the details of the exemplary embodiments described above, and that the invention can be implemented in other specific forms without departing from its spirit or essential characteristics. Therefore, the embodiments should be considered in all respects as exemplary and non-limiting, and the scope of the invention is defined by the appended claims rather than the foregoing description. Thus, all variations falling within the meaning and scope of equivalents of the claims are intended to be included within the present invention. No reference numerals in the claims should be construed as limiting the scope of the claims.

Claims

1. A method for establishing an elevator traffic flow model, characterized in that: The method includes: S1. Determine the number of building floors, number of stations, passenger distribution on each floor, and passenger distribution parameters at each station based on the actual building conditions. Set parameters for the proportion of each type of passenger and passenger arrival rate under different transportation modes based on statistical experience. In S1, elevator traffic flow is a physical quantity defined based on the number of passengers calling the elevator within the building, the frequency of passenger appearances, and passenger distribution. The circulating traversing elevator system has multiple stopping stations to achieve horizontal movement of the car. The traffic flow of the circulating traversing elevator system is divided into upward traffic flow, downward traffic flow, inter-floor traffic flow, and intra-floor traffic flow. Upward traffic flow refers to elevator passengers traveling from the base station floor upwards to various stopping stations. Downward traffic flow refers to elevator passengers traveling from various stopping stations on non-base station floors downwards to the base station floor. Inter-floor traffic flow refers to elevator passengers traveling upwards or downwards between stopping stations on floors other than the base station floor. Intra-floor traffic flow refers to elevator passengers moving between different stopping stations on the same floor. Elevator traffic flow data is collected using one of the following methods: manual counting, sensor weighing, visual acquisition, or empirical modeling, to complete elevator traffic pattern recognition and elevator scheduling. S2. Set the initial simulation time and total simulation time according to requirements, using 5 minutes as a time unit; S3. Calculate the initial density vector of each floor in the current time period; S4. Calculate the starting layer-target layer density matrix for the current time period; S5. Determine the passenger's call time, starting floor, and destination floor using the Monte Carlo method; In S5, the passenger's call time is determined: As a typical dynamic service system, the arrival of a passenger in the elevator lobby to request service is a completely random event with time as the variable. A Poisson process, as an independent incremental process that accumulates the number of random events, can accurately describe the passenger arrival process. When the passenger arrival process within 5 minutes follows a Poisson distribution with given parameters, the average number of passengers arriving per unit time λ, i.e., the average passenger arrival rate over 5 minutes, satisfies the following formula: (Official 1) In the formula, CE1 represents the number of people who arrive at the elevator waiting hall within 5 minutes and request to call the elevator; T t The probability distribution of the cumulative number of passengers requesting elevator calls, k, within a time period is as follows: (Official 2) In the formula, T t Let t1 be the time interval, t1 be the assumed arrival time of the first passenger, and k be the cumulative number of passengers requesting elevator access. According to equation (2), the arrival time of the i-th passenger can be obtained as follows: (Official 3) In the formula, t i Let be the arrival time of the i-th passenger, and r be a random number uniformly distributed in the interval [0,1]. Determine the passenger's starting and destination floors: Referring to the method for determining the starting and destination floors of passengers in a regular elevator, determine the starting and destination floors of passengers in a circulating traversing elevator; firstly, based on the analysis of elevator traffic flow, set the following parameters: X: Percentage of upbound passenger traffic to the current total passenger traffic; Y: Percentage of outbound passenger traffic to the current total passenger traffic; Z: Percentage of inter-floor traffic to the total current passenger flow; T: Percentage of passengers on the same level relative to the total current passenger flow; n: Total number of floors; m: Total number of stations on each floor Then the above parameters satisfy: (Official 4) Let the percentage of passengers on the i-th floor as the starting floor be the initial density vector of that floor. The initial density vector of the base station layer is then: (Official 5) (Official 6) In the formula, α is the percentage of the number of passengers on the same floor as the base station to the total number of passengers on the same floor of all floors; M(i) is the number of passengers on the same floor of the i-th floor. The initial density vectors for each floor above the base station layer are: (Official 7) (Official 8) In the formula, β is the ratio of the number of people distributed on the i-th floor to the total number of people distributed on all floors except the base station floor; NOP(i) is the number of people distributed on the i-th floor; The sum of the initial densities of the n floors is: (Official 9) The probability that the i-th floor is the starting floor for passengers is: (Official 10) The cumulative probability of each floor being the passenger's starting floor is: (Official 11) Based on the cumulative probability distribution function of the passengers' starting floors on each floor, the Monte Carlo method is applied to determine the passengers' starting floors; the passengers' starting floors are as follows: (Official 12) In the formula, A is the passenger's starting floor, and r is a random number uniformly distributed in the interval [0,1]. Establish the starting layer-destination layer density matrix ST to determine the passenger's destination layer; (Official 13) In the formula, st(i,j) represents the relative passenger flow from the i-th floor to the j-th floor; Assume that the probability of a passenger choosing their destination floor is proportional to the distribution of people on each floor of the building. The matrix elements starting from the base station layer are: (Official 14) In the formula, NOP(j) represents the number of people in the j-th layer; The matrix elements where the starting layer is a non-base station layer and the destination layer is a base station layer are: (Official 15) The matrix elements for both the starting floor and the destination floor being non-base station floors are: (Official 16) The method for determining the passenger's destination floor and starting floor is basically the same. Given the passenger's starting floor i, first calculate the sum of all elements in the i-th row of the ST matrix, that is, the cumulative probability of all destination floors given that the starting floor is i: (Official 17) Given that the starting floor is i, the probability that the j-th floor is the passenger's destination floor is: (Official 18) Given that the starting floor is i, the cumulative probability that the j-th floor is the passenger's destination floor is: (Official 19) Based on the cumulative probability distribution function of passengers' destination floors on each floor, the Monte Carlo method is applied to determine the passengers' destination floors; the passengers' destination floors are as follows: (Official 20) In the formula, B is the passenger's destination floor, and r is a random number uniformly distributed in the interval [0,1]. S6. Calculate the density vectors of each station in the current starting layer and target layer; S7. Determine the passenger's origin and destination stations using the Monte Carlo method; In S7, after determining the passenger's starting floor i, the passenger's starting station can be determined based on the passenger distribution at each station on the current starting floor. The initial density vector of the t-th station on the i-th starting floor is: (Official 21) In the formula, NOS(i,t) represents the number of people distributed at the t-th station on the i-th starting floor; The sum of the initial densities of all m stations on the i-th starting floor is: (Official 22) The probability that the i-th starting floor and the t-th station will be the passenger's starting station is: (Official 23) Based on the passenger distribution at each station on the current starting floor, the Monte Carlo method can be used to determine the passenger's starting station Aa; the same method is used to determine the passenger's destination station Bb. When the building has only one main entrance on the left side, during peak upward and midday upward modes, the vast majority of passengers will request an upward call at station 1-1. The starting station of passengers with the base station floor as the starting floor is not significantly related to the passenger distribution on each floor of the base station floor. Based on experience, parameters 0.9 and 0.8 are set as the probabilities of station 1-1 being the starting station under the premise that the starting floor is the base station floor during peak upward and midday upward modes, respectively. Similarly, parameters 0.9 and 0.8 are set as the probabilities of station 1-1 being the destination station under the premise that the destination floor is the base station floor during peak downward and midday downward modes, respectively. S8. Determine if the current passenger's elevator call time is greater than the set total simulation time. If it is less, continue the simulation to generate the next passenger's elevator call status. If it is greater, end the simulation.

2. The elevator traffic flow model establishment method according to claim 1, characterized in that: The circulating transverse elevator includes a vertical shaft (8) and a horizontal shaft (9), which are arranged to intersect each other; The vertical shaft (8) and the horizontal shaft (9) are provided with a car reversing area (13) at their intersections; Both the vertical shaft (8) and the horizontal shaft (9) are equipped with shaft structures (10).

3. The elevator traffic flow model establishment method according to claim 2, characterized in that: The hoistway structure (10) consists of a hoistway linear motor stator (1001), a hoistway linear motor guide rail (1002), a hoistway brake guide rail (1003), a hoistway reversing device (1004), a hoistway car locking device (1005), and a hoistway steering motor.

4. The elevator traffic flow model establishment method according to claim 3, characterized in that: It also includes a stationless shaft (11) that is parallel to the vertical shaft (8).

5. The elevator traffic flow model establishment method according to claim 4, characterized in that: The first layer of the horizontal shaft (9) is the car storage layer (12).

6. The elevator traffic flow model establishment method according to claim 5, characterized in that: The shaft structure (10) corresponds to the rear structure of the circulating transverse car frame; The rear structure of the circulating transverse car frame includes: a car reversing device (1) for changing the direction of car operation; and a locking fixing seat (2) for cooperating with a locking device installed in the hoistway to fix the car frame when the car reverses direction.

7. The elevator traffic flow model establishment method according to claim 6, characterized in that: The car reversing device (1) consists of a car rotating disk (101), a car linear motor mover (102), and a car brake (103). In the hoistway reversing zone, the steering motor drives the hoistway reversing device and the car reversing device to rotate together to realize the change of the car's running direction.

8. The elevator traffic flow model establishment method according to claim 7, characterized in that: A circulating traverse elevator also includes a circulating traverse elevator car, which comprises: The car body (3) is used to carry passengers; The car door (4) is located on one side of the car body (3) and is used for passengers to enter and exit; The car door operator (5) serves as the opening and closing device for the car door (4) and is used to control the opening and closing of the car door according to the elevator signal. The car frame (6) is used to fix the car body (3) and bear the weight of the car body (3) and the passengers inside; The back of the car frame (6) includes the aforementioned circulating transverse car frame back structure, which enables the change of the car body's running direction and locking and fixing. The fairing (7) is installed on the top of the car body (3) to reduce the air resistance and wind noise generated by the car body (3) when running at high speed, so that the car is more stable and quiet.

9. The elevator traffic flow model establishment method according to claim 8, characterized in that: A distance sensor is installed on the upper part of the fairing (7) to detect the distance between the cars during vertical operation.

10. The elevator traffic flow model establishment method according to claim 9, characterized in that: The car body (3) is a closed structure that forms the interior space of the car, and it consists of the car bottom, car walls, car top and interior devices.

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