An elevator traction sheave traction force matching analysis and adaptive adjustment method and system

Abstract

The application discloses an elevator traction sheave traction force matching analysis and self-adaptive adjustment method and system, comprising the following steps: establishing a characteristic data set of the traction sheave, traction steel wire rope and the like and the characteristic data set of the traction force; establishing a neural network model with the characteristic of the traction sheave, traction steel wire rope and the like as input and the traction force as output; training the neural network model to obtain an optimal neural network model and complete the traction force matching analysis. Based on the optimal neural network model, the actual traction force in the elevator operation process is obtained; when the actual traction force is not in the standard range, the included angle is adjusted through a traction force adjusting device, the traction force is corrected, the effective stroke of the traction steel wire rope is compensated, and the self-adaptive adjustment is completed. According to the characteristic of the traction sheave, traction steel wire rope and the like, the traction force matching analysis can be completed, and the self-adaptive adjustment of the traction force can be completed based on the same, so that accidents caused by too large or too small traction force in the elevator operation process can be effectively avoided, and the safe and smooth operation of the elevator is ensured.

Description

Technical Field

[0001] This invention belongs to the field of elevator detection and traction structure, specifically relating to a method and system for matching and adaptively adjusting the traction force of an elevator traction wheel. Background Technology

[0002] Elevators are an important vertical transportation tool in people's daily lives. In recent years, my country has ranked first in the world in terms of annual elevator production, total number of elevators owned, and annual growth rate. my country is the country with the fastest-growing elevator market in the world. At the same time, elevator safety is also an important part of public safety.

[0003] Traction drive is the most common elevator drive method. It relies on the weight of the car and counterweight to press the traction steel wire ropes together in the traction sheave grooves, generating traction force through friction. The rotation of the traction machine drives the traction sheave, which in turn drives the traction steel wire ropes, thus dragging the car and counterweight in relative motion. The magnitude of the traction force is mainly determined by the equivalent friction coefficient between the traction steel wire rope and the traction sheave grooves, and the wrap angle between the traction steel wire rope and the traction sheave. After prolonged elevator operation, the surface condition of the traction sheave and traction steel wire rope may change, causing a change in the equivalent friction coefficient, which in turn affects the traction force. When the elevator is running, the traction force must be within a standard range: if the traction force is too large, when the counterweight is fully pressed against the counterweight buffer, the ascending car may overshoot; if the traction force is too small, slippage and runaway problems may occur.

[0004] Patent CN216426400U discloses a device for detecting elevator traction force. This device adjusts the traction force by changing the position of a bolt in different adjustment holes of the traction force adjustment device, thereby altering the wrap angle. However, the traction force adjustment process requires manually unscrewing the adjustment screw and then re-screwing it, which is inefficient and cannot achieve real-time adjustment.

[0005] Patent CN217296846U proposes a traction load adjustment device that adjusts the wrap angle of the traction sheave through a tensioning component, thereby changing the traction force. However, this device does not take into account the change in the effective stroke of the traction wire rope after the wrap angle is changed, does not compensate for it, and does not have a corresponding method for obtaining the traction force, making it impossible to adjust it based on the real-time traction force.

[0006] Therefore, how to accurately and in real time monitor and match the traction force, and complete the adaptive adjustment of the traction force, is an urgent problem to be solved at this stage. Summary of the Invention

[0007] To address the shortcomings of existing technologies, this invention proposes a method and system for matching and adaptively adjusting the traction force of an elevator traction sheave. The method establishes a matching relationship of the traction force based on the characteristics of the traction sheave, traction wire rope, etc., and then performs adaptive adjustment of the traction force accordingly.

[0008] To achieve the above objectives, the present invention provides the following solution:

[0009] A method for matching and adaptively adjusting the traction force of an elevator traction sheave includes the following steps:

[0010] S1: Obtain the matching relationship between the characteristics of the traction sheave, traction wire rope, car and wrap angle and the traction force, and obtain the actual traction force based on the matching relationship;

[0011] S2: Compare the actual traction force with the standard traction force range under the current working conditions, adjust the wrap angle through the traction force adjustment device, and compensate for the effective stroke of the traction wire rope to complete the adaptive adjustment of the traction sheave traction force.

[0012] Preferably, in step S1, the method for obtaining the matching relationship between the characteristics of the traction sheave and the traction wire rope and the traction force includes:

[0013] S11: Establish a feature dataset of the traction sheave, the traction wire rope, the car, and the wrap angle, along with the feature dataset of the traction force;

[0014] S12: Based on the feature dataset, establish a neural network model of the features and traction force of the traction sheave, the traction wire rope, the car, and the wrap angle;

[0015] S13: Train the neural network model to obtain the optimal neural network model, and complete the traction force matching analysis of the traction wheel based on the optimal neural network model.

[0016] Preferably, in S11, the features of the traction sheave, the traction wire rope, the car, and the wrap angle include: traction sheave wear features, traction sheave bottom image features, traction wire rope shape features, traction wire rope image features, car mass features, car acceleration features, and wrap angle features;

[0017] The traction force includes: the traction force on the car side and the traction force on the counterweight side.

[0018] Preferably, the wear characteristics of the traction sheave are obtained by comparing the actual traction sheave 3D model with the standard traction sheave 3D model;

[0019] The image features of the bottom of the traction sheave were obtained based on images captured by an industrial camera.

[0020] The shape feature of the traction wire rope is obtained by splicing the scanning data of the inner and outer sides of the traction wire rope to obtain the cross-sectional shape, and the shape feature of the traction wire rope is obtained based on the cross-sectional shape.

[0021] The traction wire rope image features were obtained based on images captured by an industrial camera.

[0022] The car mass characteristics and the car acceleration characteristics are provided by the elevator system;

[0023] The wrap angle feature is calculated from the travel distance of the hydraulic rod;

[0024] The traction force was obtained by testing with experimental equipment.

[0025] Preferably, in step S2, the method for adaptively adjusting the traction force of the traction wheel includes:

[0026] S21: Based on the optimal neural network model, obtain the car-side traction force and counterweight-side traction force under the current working conditions;

[0027] S22: When the traction force on the car side and the traction force on the counterweight side are less than the standard range, the wrap angle is increased by the traction force adjustment device to increase the traction force; when the traction force on the car side and the traction force on the counterweight side are greater than the standard range, the wrap angle is decreased by the traction force adjustment device to decrease the traction force.

[0028] S23: At the same time, the effective stroke of the traction steel wire rope is compensated by the traction force adjustment device to complete the adaptive adjustment of the traction force of the traction wheel.

[0029] Preferably, the traction force adjustment device includes: a traction sheave wrap angle adjustment mechanism and a traction wire rope effective stroke compensation mechanism.

[0030] Preferably, the traction sheave wrap angle adjustment mechanism includes: a tensioning wheel and a hydraulic rod;

[0031] The tensioning wheel is located above the traction wire rope and is tactilely connected to the traction wire rope; the hydraulic rods are symmetrically arranged on both sides of the tensioning wheel.

[0032] The traction sheave wrap angle adjustment mechanism also includes a tension wheel shaft, which is rotatably connected to the tension wheel. The tension wheel shaft is detachably connected to the front end of the drive rod of the hydraulic rod. The tension wheel contacts the traction wire rope segment between the traction sheave and the guide wheel. The traction sheave and the guide wheel are respectively fitted on the drive shaft of the driver and the shaft of the guide wheel. The traction sheave wrap angle adjustment mechanism is installed between the traction sheave and the guide wheel. The initial position of the tension wheel is tangent to the common tangent line of the traction sheave and the guide wheel, and the axis of the tension wheel is higher than the axis of the traction sheave.

[0033] Preferably, the traction wire rope effective stroke compensation mechanism includes an effective stroke compensation component and a car anti-slip component, and the traction wire rope effective stroke compensation mechanism is located above the car and the counterweight;

[0034] The effective stroke compensation components are symmetrically arranged on both sides of the car traction pulley and the counterweight traction pulley. The effective stroke compensation components include: a worm gear motor, the worm gear motor body is fixed to the top of the car or counterweight through a motor mounting base, a worm gear is connected to the output shaft of the worm gear motor, the worm gear meshes with a worm, one end of the worm is connected to a bearing seat, the bearing seat is fixed to the car or counterweight, a trapezoidal worm nut is provided on the worm, the trapezoidal worm nut is fixed at the drilled position on the traction wire rope connecting plate, and the worm gear motor drives the worm gear to rotate, thereby moving the traction wire rope connecting plate with the trapezoidal worm nut fixed along the assembly direction of the worm.

[0035] The car anti-slip assembly is symmetrically arranged on both sides of the car traction pulley and the counterweight traction pulley. The car anti-slip assembly includes a locking motor, a sliding rod clamp, and a bidirectional wedge sliding rod. The locking motor is set on the traction wire rope connecting plate. The output shaft of the locking motor is fixedly connected to a lead screw, and the output shaft drives the lead screw to rotate. The other end of the lead screw is provided with a sliding rod clamp. The rotation of the output shaft of the locking motor realizes the clamping and releasing of the bidirectional wedge sliding rod by the sliding rod clamp.

[0036] The wedge-shaped rods on both sides of the bidirectional wedge slide bar gradually narrow from top to bottom to prevent the car and counterweight from moving downwards, while the inner wedge-shaped rods gradually narrow from bottom to top to prevent the car and counterweight from moving upwards.

[0037] The present invention also provides an elevator traction sheave traction force matching analysis and adaptive adjustment system, including: a traction force acquisition module and a traction force adjustment module;

[0038] The traction force acquisition module is used to obtain the matching relationship between the characteristics of the traction sheave, traction wire rope, car and wrap angle and the traction force, and to obtain the actual traction force based on the matching relationship;

[0039] The traction force adjustment module is used to compare the actual traction force with the standard traction force range under the current working conditions, adjust the wrap angle through the traction force adjustment device, and compensate for the effective stroke of the traction wire rope to complete the adaptive adjustment of the traction force of the traction wheel.

[0040] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0041] This invention first establishes a feature dataset and neural network model of the characteristics of the traction sheave, traction wire rope, etc., and their traction force. By training the neural network model, an optimal neural network model is obtained. Based on this optimal model, the traction force matching analysis of the traction sheave is performed, thereby achieving adaptive adjustment of the traction force. This patent eliminates the need for actual traction force measurement; simply inputting the characteristics of the traction sheave, traction wire rope, etc., into the optimal neural network model yields the actual traction force. It enables precise and real-time monitoring and matching analysis of the traction force, thereby achieving adaptive adjustment of the traction force. Attached Figure Description

[0042] To more clearly illustrate the technical solution of the present invention, the drawings used in the embodiments are briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0043] Figure 1 This is a schematic flowchart of an elevator traction sheave traction force matching analysis and adaptive adjustment method according to an embodiment of the present invention;

[0044] Figure 2 This is a schematic diagram illustrating a method for obtaining the matching relationship between the characteristics of a traction sheave, traction wire rope, etc., and traction force according to an embodiment of the present invention.

[0045] Figure 3 This is a schematic diagram of the traction force adjustment device according to an embodiment of the present invention;

[0046] Figure 4 This is a schematic diagram of the traction sheave wrap angle adjustment mechanism according to an embodiment of the present invention;

[0047] Figure 5 This is a schematic diagram of the effective stroke compensation mechanism for traction steel wire rope according to an embodiment of the present invention;

[0048] Figure 6 This is a schematic diagram of the effective stroke compensation component according to an embodiment of the present invention;

[0049] Figure 7 This is a schematic diagram of the structure of the bidirectional wedge-shaped slide bar according to an embodiment of the present invention;

[0050] The components include: 1. Traction sheave; 2. Tensioner sheave; 3. Cantilever beam; 4. Hydraulic rod; 5. Driver; 6. Guide wheel; 7. First mounting housing; 8. Counterweight traction pulley; 9. Counterweight; 10. Compensating rope pulley base; 11. Compensating rope pulley; 12. Car; 13. Car traction pulley; 14. Traction wire rope; 15. Second mounting housing; 16. Third mounting housing; 17. Second industrial camera; 18. Second 3D line scanning device; 19. Third... 20. Industrial camera; 21. Third 3D line scanning device; 22. First industrial camera; 23. First 3D line scanning device; 24. Worm gear; 25. Trapezoidal worm nut; 26. Bidirectional wedge slide bar; 27. Lead screw; 28. Locking motor; 29. ​​Locking motor support; 30. Slide bar clamp; 31. Motor mounting base; 32. Worm gear motor; 33. Guide rail slider; 34. Guide rail; 35. Traction wire rope connecting plate; 36. Bearing seat; 37. Worm gear. Detailed Implementation

[0051] 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.

[0052] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0053] Example 1

[0054] like Figure 1 The present invention proposes an elevator traction sheave traction force matching analysis and adaptive adjustment system and method, comprising the following steps:

[0055] S1 obtains the matching relationship between the characteristics of the traction sheave, traction wire rope, etc., and the traction force to obtain the actual traction force;

[0056] S2 compares the actual traction force with the standard traction force range under the current working conditions, adjusts the wrap angle through the traction force adjustment device, and compensates for the effective stroke of the traction wire rope to complete the adaptive adjustment of the traction sheave traction force.

[0057] Further optimization of the scheme, S1, based on the matching relationship between the characteristics of the traction sheave, traction wire rope, etc., and the traction force, includes: S11 establishing a feature dataset of the characteristics of the traction sheave, traction wire rope, etc., and the traction force; S12 establishing a neural network model of the characteristics of the traction sheave, traction wire rope, etc., and the traction force; and S13 training the neural network model to obtain the optimal neural network model. The traction force matching analysis of the traction sheave is then completed based on the optimal neural network.

[0058] Further optimization of the scheme: The S2 traction sheave traction force adaptive adjustment process includes: S21, based on the optimal neural network model, obtaining the car-side traction force and counterweight-side traction force under the current operating conditions. S22, when these forces are less than the standard range, increasing the wrap angle through the traction force adjustment device to increase the traction force; when they are greater than the standard range, decreasing the wrap angle through the traction force adjustment device to decrease the traction force. Simultaneously, S23, compensating for the effective stroke of the traction wire rope to complete the traction sheave traction force adaptive adjustment.

[0059] Further optimization of the scheme includes the following characteristics for the traction sheave and traction wire rope in S11: traction sheave wear characteristics, traction sheave bottom image characteristics, traction wire rope shape characteristics, traction wire rope image characteristics, car mass characteristics, car acceleration characteristics, and wrap angle characteristics. The traction force includes: car-side traction force and counterweight-side traction force.

[0060] Further optimization of the scheme: the wear characteristics of the traction sheave in S11 are obtained by comparing the actual traction sheave 3D model with the standard traction sheave 3D model.

[0061] In this embodiment, the traction sheave is scanned by the first three-dimensional line scanning device 22 to obtain point cloud data of the traction sheave. The point cloud data is then subjected to noise reduction and filtering processing. Based on the point cloud data, the traction sheave is reconstructed in three dimensions to obtain an actual three-dimensional model of the traction sheave. This model is then compared with a standard three-dimensional model of the traction sheave to obtain the wear characteristics of the traction sheave, including wear volume characteristics and wear shape characteristics. The specific steps are as follows:

[0062] A standard traction sheave 3D model is established, and its surface is decomposed into 7200 regions along its circumference, each region corresponding to an angle. The current angle of the traction sheave is obtained through the motor system, and the point cloud data obtained by the first 3D line scanning device 22 at this angle is used to replace the corresponding angle region of the standard traction sheave 3D model. After the traction sheave rotates one revolution, the 3D reconstruction of the traction sheave is completed, and the traction sheave 3D model is obtained. During elevator operation, the point cloud data at the corresponding angle is updated in real time to ensure that there is a complete actual traction sheave 3D model at all times. The actual traction sheave 3D model is compared with the standard traction sheave 3D model. Points with the same coordinates are deleted, and scattered points are filtered to obtain the traction sheave wear point cloud 3D model, i.e., the traction sheave wear shape characteristics. The traction sheave wear point cloud 3D model is approximated using a convex hull model. The convex hull model is divided into upper and lower triangular mesh surfaces. The corresponding projected volumes of the two mesh surfaces are obtained using the orthographic projection method, and the difference is calculated to obtain the traction sheave wear volume characteristics.

[0063] Further optimization of the scheme: the bottom image features of the traction sheave in S11 are obtained based on images taken with an industrial camera.

[0064] In this embodiment, the first industrial camera 21 is used to take pictures of the bottom of the traction wheel and the image of the traction wheel position is captured as the image feature of the bottom of the traction wheel.

[0065] To further optimize the scheme, the shape feature of the traction wire rope in S11 is obtained by splicing the scanning data of the two sides of the traction wire rope to obtain the cross-sectional shape.

[0066] In this embodiment, the inner side of the traction wire rope is scanned by the second three-dimensional line scanning device 18, and the outer side of the traction wire rope is scanned by the third three-dimensional line scanning device 20. Point cloud data of the traction wire rope is obtained. The point cloud data is then subjected to noise reduction and filtering. The point cloud data from both sides are stitched together, and edge curves are fitted to obtain the cross-sectional shape, thus acquiring the shape features of the traction wire rope, including cross-sectional shape features and cross-sectional area features. The specific steps are as follows:

[0067] Point cloud data from the second 3D line scanning device 18 and the third 3D line scanning device 20 are acquired. The point closest to the center of the traction wire rope is selected as the registration point, and point cloud stitching is performed based on this point. The least squares method is used to perform curve fitting on the stitched point cloud to obtain the edge curve of the traction wire rope, thereby obtaining the cross-sectional shape and the cross-sectional shape characteristics of the traction wire rope. The cross-sectional area is calculated using the contour point area statistical method to obtain the cross-sectional area characteristics of the traction wire rope.

[0068] Further optimization of the scheme: the image features of the traction steel wire rope in S11 are obtained based on images captured by an industrial camera.

[0069] In this embodiment, the second industrial camera 17 and the third industrial camera 19 are used to take pictures of the traction steel wire rope, including the inner and outer sides, and the images of the traction steel wire rope position are captured to form the traction steel wire rope image features.

[0070] Further optimization of the scheme: the car mass characteristics and car acceleration characteristics in S11 are provided by the elevator system.

[0071] Further optimization of the scheme: the wrap angle feature in S11 is calculated.

[0072] In this embodiment, the change in the wrap angle can be calculated based on the moving distance of the hydraulic rod 4. The change in the wrap angle is added to or subtracted from the initial wrap angle to obtain the actual wrap angle size.

[0073] The scheme was further optimized, and the traction force in S11 was obtained by testing with the experimental device.

[0074] Complete the establishment of a feature dataset of the S11 traction sheave, traction wire rope, and other components, as well as the traction force.

[0075] like Figure 2 The method for obtaining the matching relationship between the characteristics of the traction sheave, traction wire rope, etc., and the traction force in S1 is as follows:

[0076] The steps for establishing a neural network model of the characteristics of the traction sheave, traction wire rope, etc., and the traction force in S12 are as follows:

[0077] The wear shape of the traction sheave, the wear volume of the traction sheave, the bottom image of the traction sheave, the cross-sectional shape of the traction wire rope, the cross-sectional area of ​​the traction wire rope, the image of the traction wire rope, the car mass, the car acceleration, and the wrap angle are used as inputs to the neural network model.

[0078] The images of the traction sheave bottom and the traction wire rope are first processed through a convolutional layer to obtain the features of the traction sheave bottom image and the traction wire rope image. The weight matrix of the convolutional layer is W1, and the bias matrix is ​​b1.

[0079] The wear shape features of the traction sheave, the wear volume features of the traction sheave, the cross-sectional shape features of the traction wire rope, the cross-sectional area features of the traction wire rope, the mass features of the car, the acceleration features of the car, the wrap angle features, and the bottom image features of the traction sheave and the image features of the traction wire rope obtained through the convolutional layer are concatenated into a 1×9 feature matrix, which is used as the input layer of the neural network model.

[0080] Construct a hidden layer with n layers, each containing m neurons. Its weight matrix is ​​W2, and its bias matrix is ​​b2, with a size of n×m.

[0081] The output layer outputs a 1×2 predicted traction force matrix. The first row of the predicted traction force matrix contains the car-side traction force, and the second row contains the counterweight-side traction force. Simultaneously, a 1×2 measured traction force matrix is ​​established to store the measured car-side traction force and the measured counterweight-side traction force corresponding to the current feature.

[0082] The steps for training the neural network model in S13 are as follows:

[0083] The neural network model performs forward propagation: Input data is fed into the neural network model. The images of the bottom of the traction sheave and the traction wire rope are processed through convolutional layers to obtain the features of the bottom of the traction sheave and the traction wire rope. These features are then concatenated with other features to form a feature matrix. The feature matrix is ​​then batch normalized and fed into the hidden layer. The hidden layer uses the non-linear activation function sigmoid. The last hidden layer is connected to the output layer to obtain the predicted traction force matrix.

[0084] Calculation of loss value for neural network model: Input the predicted traction force matrix and the measured traction force matrix into the mean absolute error (MAE) loss function, calculate the loss value, and use the stochastic gradient descent method to calculate the gradient of the loss function of the current feature matrix.

[0085] The neural network model performs backpropagation: along the gradient of the loss function of the current feature matrix, the neural network model performs backpropagation to update the weight matrices W1 and W2 and the bias matrices b1 and b2.

[0086] Repeat the above three steps until the loss value of the neural network model is less than the set threshold, and obtain the optimal neural network model.

[0087] Based on the optimal neural network model, the matching relationship between the characteristics of the traction sheave, traction steel wire rope, etc., and the traction force is completed, and the traction sheave traction force matching analysis is performed. According to the real-time characteristics of the traction sheave, traction steel wire rope, etc. during elevator operation, the data is input into the optimal neural network model, and the model outputs the real-time traction force on the car side and the traction force on the counterweight side, realizing real-time monitoring of traction force.

[0088] like Figure 3 This invention proposes a traction force adjustment device based on an elevator traction sheave traction force matching analysis and adaptive adjustment method. The device includes a traction sheave wrap angle adjustment mechanism and a traction wire rope effective stroke compensation mechanism. The traction sheave wrap angle adjustment mechanism includes a tension wheel 2 and a hydraulic rod 4. The tension wheel 2 is located above the traction wire rope 14 and is tumblingly connected to it. The hydraulic rod 4 is symmetrically arranged on both sides of the tension wheel 2. The traction wire rope effective stroke compensation mechanism includes an effective stroke compensation component and a car anti-slip component. The traction wire rope effective stroke compensation mechanism is located above the car 12 and the counterweight 9.

[0089] like Figure 4The traction sheave wrap angle adjustment mechanism includes a tension wheel 2 shaft, which is rotatably connected to the tension wheel 2. The tension wheel 2 shaft is detachably connected to the front end of the drive rod of the hydraulic rod 4. The tension wheel 2 is in contact with the traction steel wire rope 14 segments between the traction sheave 1 and the guide wheel 6. The traction sheave 1 and the guide wheel 6 are respectively fitted on the drive shaft of the driver 5 and the shaft of the guide wheel 6.

[0090] like Figure 5 The effective travel compensation component includes a worm gear motor 31. The worm gear motor 31 body is fixed to the top of the car 12 or counterweight 9 via a motor mounting base 30. A worm gear 36 is connected to the output shaft of the worm gear motor 31. The worm gear 36 meshes with a worm 23. One end of the worm 23 is connected to a bearing seat 35, which is fixed to the car 12 or counterweight 9. A trapezoidal worm nut 24 is provided on the worm 23. The trapezoidal worm nut 24 is fixed to a hole drilled at this position on the traction wire rope connecting plate 34. The worm gear motor 31 drives the worm gear 36 to rotate the worm 23, thereby moving the traction wire rope connecting plate 34, which has the trapezoidal worm nut 24 fixed thereon, along the assembly direction of the worm 23.

[0091] like Figure 6 The anti-slip assembly for the car is symmetrically arranged on both sides of the car traction pulley 13 and the counterweight traction pulley 8. The anti-slip assembly includes a locking motor 27, a sliding rod clamp 29, and a bidirectional wedge-shaped sliding rod 25. The locking motor 27 is mounted on the traction wire rope connecting plate 34. The output shaft of the locking motor 27 is fixedly connected to a lead screw 26, and the output shaft drives the lead screw 26 to rotate. The other end of the lead screw 26 is provided with a sliding rod clamp 29. The rotation of the output shaft of the locking motor 27 realizes the clamping and releasing of the bidirectional wedge-shaped sliding rod 25 by the sliding rod clamp 29.

[0092] like Figure 7 The slide bar 25 is a two-way wedge-shaped slide bar. The shape of the wedge-shaped bars on both sides gradually narrows from top to bottom to prevent the car 12 and counterweight 9 from moving downward. The wedge-shaped bars on the inner side gradually narrow from bottom to top to prevent the car 12 and counterweight 9 from moving upward.

[0093] The working process of the traction force adjustment device is as follows:

[0094] The S21 system acquires real-time characteristics of the traction sheave and traction steel cables during elevator operation, inputs them into the optimal neural network model in S13, and the model outputs real-time traction force on the car side and counterweight side to obtain the actual traction force under the current operating conditions. This data is then analyzed, and adaptive adjustment of the traction force is performed based on this analysis. The steps are as follows:

[0095] When the actual traction force under the current operating conditions is less than the standard traction force range:

[0096] S22 hydraulic rod 4 drives tension wheel 2 to move linearly downwards along a direction perpendicular to the tangent of traction wheel 1 and guide wheel 6, reducing the angle between the lines connecting the tangent points of traction wire rope 14 with traction wheel 1, tension wheel 2, and guide wheel 6. This increases the wrap angle between traction wire rope 14 and traction wheel 1. The change in wrap angle is calculated based on the distance tension wheel 2 moves, and the original wrap angle is added to it to obtain the current actual wrap angle. The actual traction force after changing the wrap angle is obtained based on the optimal neural network model. If the standard traction force range is not reached, hydraulic rod 4 continues to drive tension wheel forward linearly until the actual traction force reaches the standard traction force range, completing the traction wheel wrap angle adjustment.

[0097] The operation of the S23 traction force adjustment device increases the wrap angle between the traction wire rope and the traction sheave, requiring an increase in the distance between the traction wire rope connecting plate 34 and the car 12 or counterweight 9 to compensate for the effective stroke of the traction wire rope 14. The locking motor 27 is driven to retract the slide bar clamp 29. At this time, the entire traction wire rope effective stroke compensation mechanism bears the load of the car 12 or counterweight 9 through the self-locking characteristics of the worm gear 36 and worm 23. The worm gear motor 31 drives the worm gear 36 to rotate, causing the worm 23 to rotate and the trapezoidal worm nut 24 fixed to the traction wire rope connecting plate 34 to move upward. When the displacement of the worm 23 meets the compensation requirements of the traction wire rope 14, the locking motor 27 is driven forward, causing all slide bar clamps 29 to contact the bidirectional wedge slide bar 25. At this time, the locking device bears the main load of the car or counterweight, completing the effective stroke compensation of the traction wire rope.

[0098] When the actual traction force under the current operating conditions is greater than the standard traction force range:

[0099] S22 hydraulic rod 4 drives tension wheel 2 to move linearly upward along a direction perpendicular to the tangent of traction wheel 1 and guide wheel 6, increasing the angle between the lines connecting the tangent points of traction wire rope 14 with traction wheel 1, tension wheel 2, and guide wheel 6. This reduces the wrap angle between traction wire rope 14 and traction wheel 1. The change in wrap angle is calculated based on the distance tension wheel 2 moves, and the original wrap angle is subtracted to obtain the current actual wrap angle. The actual traction force after changing the wrap angle is obtained based on the optimal neural network model. If the standard traction force range is not reached, hydraulic rod 4 continues to drive tension wheel to move linearly backward until the actual traction force reaches the standard traction force range, completing the traction wheel wrap angle adjustment.

[0100] The operation of the S23 traction force adjustment device reduces the wrap angle between the traction wire rope and the traction sheave. This necessitates reducing the distance between the traction wire rope connecting plate 34 and the car 12 or counterweight 9 to compensate for the effective stroke of the traction wire rope 14. The driving locking motor 27 retracts the slide bar clamp 29. At this point, the entire traction wire rope effective stroke compensation mechanism bears the load of the car 12 or counterweight 9 through the self-locking characteristics of the worm gear 36 and worm 23. The worm gear motor 31 drives the worm gear 36 to rotate, causing the worm 23 to rotate and the trapezoidal worm nut 24 fixed to the traction wire rope connecting plate 34 to move downwards. When the displacement of the worm 23 meets the compensation requirements of the traction wire rope 14, the driving locking motor 27 advances, causing all slide bar clamps 29 to contact the bidirectional wedge slide bar 25. At this point, the locking device bears the main load of the car or counterweight, completing the traction wire rope effective stroke compensation.

[0101] Complete the adaptive adjustment of the traction force of the S2 traction wheel.

[0102] Example 2

[0103] This invention provides an elevator traction sheave traction force matching analysis and adaptive adjustment system, including: a traction force acquisition module and a traction force adjustment module;

[0104] The traction force acquisition module is used to obtain the matching relationship between the characteristics of the traction sheave, traction wire rope, car and wrap angle and the traction force, and based on the matching relationship, the actual traction force is obtained;

[0105] The traction force adjustment module is used to compare the actual traction force with the standard traction force range under the current working conditions, adjust the wrap angle through the traction force adjustment device, and compensate for the effective stroke of the traction wire rope to complete the adaptive adjustment of the traction force of the traction wheel.

[0106] The embodiments described above are merely preferred embodiments of the present invention and are not intended to limit the scope of the present invention. Various modifications and improvements made to the technical solutions of the present invention by those skilled in the art without departing from the spirit of the present invention should fall within the protection scope defined by the claims of the present invention.

Claims

1. A method for matching and adaptively adjusting the traction force of an elevator traction sheave, characterized in that, Includes the following steps: S1: Obtain the matching relationship between the characteristics of the traction sheave, traction wire rope, car and wrap angle and the traction force, and obtain the actual traction force based on the matching relationship; S2: Compare the actual traction force with the standard traction force range under the current working conditions, adjust the wrap angle through the traction force adjustment device, and compensate for the effective stroke of the traction wire rope to complete the adaptive adjustment of the traction wheel traction force; The traction force adjustment device includes: a traction sheave wrap angle adjustment mechanism and a traction wire rope effective stroke compensation mechanism; The effective stroke compensation mechanism of the traction steel wire rope includes an effective stroke compensation component and a car anti-slip component. The effective stroke compensation mechanism of the traction steel wire rope is located above the car (12) and the counterweight (9). The effective stroke compensation components are symmetrically arranged on both sides of the car traction pulley (13) and the counterweight traction pulley (8). The effective stroke compensation components include: a worm gear motor (31), the worm gear motor (31) body is fixed to the top of the car (12) or the counterweight (9) by a motor mounting base (30), a worm gear (36) is connected to the output shaft of the worm gear motor (31), the worm gear (36) meshes with the worm (23), and one end of the worm (23) is connected to a bearing seat ( 35) Connected, the bearing seat (35) is fixed on the car (12) or the counterweight (9), the worm (23) is provided with a trapezoidal worm nut (24), the trapezoidal worm nut (24) is fixed at the hole on the traction wire rope connecting plate (34), and the worm wheel (36) is driven by the worm wheel motor (31) to drive the worm (23) to rotate, so that the traction wire rope connecting plate (34) with the trapezoidal worm nut (24) fixed is moved along the assembly direction of the worm (23); The car anti-slip assembly is symmetrically arranged on both sides of the car traction pulley (13) and the counterweight traction pulley (8). The car anti-slip assembly includes a locking motor (27), a slide bar clamp (29) and a bidirectional wedge slide bar (25). The locking motor (27) is arranged on the traction wire rope connecting plate (34). The output shaft of the locking motor (27) is fixedly connected to a lead screw (26). The output shaft drives the lead screw (26) to rotate. The other end of the lead screw (26) is provided with a slide bar clamp (29). The rotation of the output shaft of the locking motor (27) realizes the clamping and release of the bidirectional wedge slide bar (25) by the slide bar clamp (29). The wedge-shaped rods on both sides of the bidirectional wedge slide bar (25) gradually narrow from top to bottom to prevent the car (12) and counterweight (9) from moving downwards, and the wedge-shaped rods on the inner side gradually narrow from bottom to top to prevent the car (12) and counterweight (9) from moving upwards.

2. The elevator traction sheave traction force matching analysis and adaptive adjustment method according to claim 1, characterized in that, In step S1, the method for obtaining the matching relationship between the characteristics of the traction sheave and the traction wire rope and the traction force includes: S11: Establish a feature dataset of the traction sheave, the traction wire rope, the car, and the wrap angle, along with the feature dataset of the traction force; S12: Based on the feature dataset, establish a neural network model of the features and traction force of the traction sheave, the traction wire rope, the car, and the wrap angle; S13: Train the neural network model to obtain the optimal neural network model, and complete the traction force matching analysis of the traction wheel based on the optimal neural network model.

3. The elevator traction sheave traction force matching analysis and adaptive adjustment method according to claim 2, characterized in that, In S11, the features of the traction sheave, the traction wire rope, the car, and the wrap angle include: traction sheave wear features, traction sheave bottom image features, traction wire rope shape features, traction wire rope image features, car mass features, car acceleration features, and wrap angle features; The traction force includes: the traction force on the car side and the traction force on the counterweight side.

4. The elevator traction sheave traction force matching analysis and adaptive adjustment method according to claim 3, characterized in that, The wear characteristics of the traction sheave are obtained by comparing the actual traction sheave 3D model with the standard traction sheave 3D model. The image features of the bottom of the traction sheave were obtained based on images captured by an industrial camera. The shape feature of the traction wire rope is obtained by splicing the scanning data of the inner and outer sides of the traction wire rope to obtain the cross-sectional shape, and the shape feature of the traction wire rope is obtained based on the cross-sectional shape. The traction wire rope image features were obtained based on images captured by an industrial camera. The car mass characteristics and the car acceleration characteristics are provided by the elevator system; The wrap angle feature is calculated from the travel distance of the hydraulic rod; The traction force was obtained by testing with experimental equipment.

5. The elevator traction sheave traction force matching analysis and adaptive adjustment method according to claim 2, characterized in that, In step S2, the method for adaptively adjusting the traction force of the traction wheel includes: S21: Based on the optimal neural network model, obtain the car-side traction force and counterweight-side traction force under the current working conditions; S22: When the traction force on the car side and the traction force on the counterweight side are less than the standard range, the wrap angle is increased by the traction force adjustment device to increase the traction force; when the traction force on the car side and the traction force on the counterweight side are greater than the standard range, the wrap angle is decreased by the traction force adjustment device to decrease the traction force. S23: At the same time, the effective stroke of the traction steel wire rope is compensated by the traction force adjustment device to complete the adaptive adjustment of the traction force of the traction wheel.

6. The elevator traction sheave traction force matching analysis and adaptive adjustment method according to claim 1, characterized in that, The traction sheave wrap angle adjustment mechanism includes: a tension wheel (2) and a hydraulic rod (4); The tensioning wheel (2) is located above the traction wire rope (14) and is tumblingly connected to the traction wire rope (14); the hydraulic rods (4) are symmetrically arranged on both sides of the tensioning wheel (2); The traction sheave wrap angle adjustment mechanism also includes a tension wheel shaft, which is rotatably connected to the tension wheel (2). The tension wheel shaft is detachably connected to the front end of the drive rod of the hydraulic rod (4). The tension wheel (2) contacts the traction steel wire rope (14) segment between the traction sheave (1) and the guide wheel (6). The traction sheave (1) and the guide wheel (6) are respectively fitted on the drive shaft of the driver (5) and the shaft of the guide wheel (6). The traction sheave wrap angle adjustment mechanism is installed between the traction sheave (1) and the guide wheel (6). The initial position of the tension wheel (2) is tangent to the common tangent line of the traction sheave (1) and the guide wheel (6). The axis of the tension wheel is higher than the axis of the traction sheave (1).

7. A system for matching and adaptively adjusting the traction force of an elevator traction sheave, characterized in that, include: Traction force acquisition module and traction force adjustment module; The traction force acquisition module is used to obtain the matching relationship between the characteristics of the traction sheave, traction wire rope, car and wrap angle and the traction force, and to obtain the actual traction force based on the matching relationship; The traction force adjustment module is used to compare the actual traction force with the standard traction force range under the current working conditions, adjust the wrap angle through the traction force adjustment device, and compensate for the effective stroke of the traction wire rope to complete the adaptive adjustment of the traction force of the traction wheel. The traction force adjustment device includes: a traction sheave wrap angle adjustment mechanism and a traction wire rope effective stroke compensation mechanism; The effective stroke compensation mechanism of the traction steel wire rope includes an effective stroke compensation component and a car anti-slip component. The effective stroke compensation mechanism of the traction steel wire rope is located above the car (12) and the counterweight (9). The effective stroke compensation components are symmetrically arranged on both sides of the car traction pulley (13) and the counterweight traction pulley (8). The effective stroke compensation components include: a worm gear motor (31), the worm gear motor (31) body is fixed to the top of the car (12) or the counterweight (9) by a motor mounting base (30), a worm gear (36) is connected to the output shaft of the worm gear motor (31), the worm gear (36) meshes with the worm (23), and one end of the worm (23) is connected to a bearing seat ( 35) Connected, the bearing seat (35) is fixed on the car (12) or the counterweight (9), the worm (23) is provided with a trapezoidal worm nut (24), the trapezoidal worm nut (24) is fixed at the hole on the traction wire rope connecting plate (34), and the worm wheel (36) is driven by the worm wheel motor (31) to drive the worm (23) to rotate, so that the traction wire rope connecting plate (34) with the trapezoidal worm nut (24) fixed is moved along the assembly direction of the worm (23); The car anti-slip assembly is symmetrically arranged on both sides of the car traction pulley (13) and the counterweight traction pulley (8). The car anti-slip assembly includes a locking motor (27), a slide bar clamp (29) and a bidirectional wedge slide bar (25). The locking motor (27) is arranged on the traction wire rope connecting plate (34). The output shaft of the locking motor (27) is fixedly connected to a lead screw (26). The output shaft drives the lead screw (26) to rotate. The other end of the lead screw (26) is provided with a slide bar clamp (29). The rotation of the output shaft of the locking motor (27) realizes the clamping and release of the bidirectional wedge slide bar (25) by the slide bar clamp (29). The wedge-shaped rods on both sides of the bidirectional wedge slide bar (25) gradually narrow from top to bottom to prevent the car (12) and counterweight (9) from moving downwards, and the wedge-shaped rods on the inner side gradually narrow from bottom to top to prevent the car (12) and counterweight (9) from moving upwards.

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