Methods, devices, equipment, media, and products for measuring the load mass of elevator cars.

Abstract

This application relates to a method, apparatus, device, medium, and product for measuring the load mass of an elevator car. The method includes: during elevator operation, acquiring a first electrical signal from the traction motor in the elevator's transmission system; the transmission system includes a traction motor controlling the car's lifting and lowering, a car, a counterweight, and ropes; based on the first electrical signal, determining the current motor power of the traction motor, the current running speed of the car, the current operating state of the car, and the current value of the running height between the car's current position and a reference position; acquiring pre-fitted steady-state parameter values ​​and pre-generated rope parameter values; when the operating state is uniform speed operation, according to the conservation of input power and power consumption of the transmission system, determining the current load mass of the car based on the current motor power, current running speed, steady-state parameter values, rope parameter values, and the current running height. This method can improve the accuracy of elevator car load mass measurement.

Description

Technical Field

[0001] This application relates to the field of elevator technology, and in particular to a method, apparatus, equipment, medium and product for measuring the load mass of an elevator car. Background Technology

[0002] An elevator is a vertical transportation device serving several specific floors within a building. As special equipment, the safe operation of elevators is crucial, and load mass monitoring is an important measure for preventing overload accidents, detecting elevator malfunctions, and preventing equipment damage. Elevator load mass monitoring involves monitoring the mass of the load on the elevator car, such as people or goods. In existing technology, force sensors are typically used to measure the elevator load mass. These force sensors, along with supporting mechanical structures, are installed at the stress points within the car. The mass of the load inside the car causes deformation of the strain gauges in the force sensors, and by combining this with signal detection technology, the mass of the load can be measured.

[0003] However, prolonged stress on the force sensor may cause fatigue of the internal components, leading to a decrease in the measurement accuracy of the car load mass. Summary of the Invention

[0004] Therefore, it is necessary to provide a method, device, equipment, medium, and product for measuring elevator car load mass that can improve the accuracy of car load mass measurement, addressing the aforementioned technical problems.

[0005] Firstly, this application provides a method for measuring the load mass of an elevator car, including:

[0006] During elevator operation, a first electrical signal is collected from the traction motor in the elevator's transmission system; the transmission system includes a traction motor for controlling the car's lifting and lowering, the car, a counterweight, and ropes; the car and the counterweight move relative to each other through the connection of the ropes.

[0007] Based on the first electrical signal, determine the current motor power of the traction motor, the current running speed of the car, the current running status of the car, and the current running height between the car's location and the reference position;

[0008] Obtain pre-fitted steady-state parameter values ​​and pre-generated rope parameter values; the steady-state parameter values ​​are related to the mass of the car, the mass of the counterweight, and the mass of the rope when the car is at the reference position; the rope parameter values ​​characterize the mass change of the rope when the operating height changes by a unit value;

[0009] When the operating state is a constant speed operating state, according to the conservation of input power and power consumption of the transmission system, the current load mass of the car is determined based on the current motor power value, the current operating speed value, the steady-state parameter value, the rope parameter value, and the current operating height value; the input power is related to the motor power, and the power consumption is related to the operating speed of the car, the mass of the car, the mass of the counterweight, the mass of the rope, and the load mass of the car.

[0010] Secondly, this application also provides an elevator car load mass measuring device, comprising:

[0011] The acquisition module is used to acquire a first electrical signal from the traction motor in the elevator's transmission system during elevator operation; the transmission system includes a traction motor for controlling the lifting and lowering of the car, the car, a counterweight, and ropes; the car and the counterweight move relative to each other through the connection of the ropes.

[0012] The signal processing module is used to determine, based on the first electrical signal, the current motor power of the traction motor, the current running speed of the car, the current running status of the car, and the current running height between the car's current position and the reference position.

[0013] The acquisition module is used to acquire pre-fitted steady-state parameter values ​​and pre-generated rope parameter values; the steady-state parameter values ​​are related to the mass of the car, the mass of the counterweight, and the mass of the rope when the car is at the reference position; the rope parameter values ​​characterize the mass change of the rope when the operating height changes by a unit value;

[0014] The load mass determination module is used to determine the current load mass of the car when the operating state is a constant speed operating state, based on the conservation of input power and power consumption of the transmission system, and according to the current motor power value, the current operating speed value, the steady-state parameter value, the rope parameter value, and the current operating height value; the input power is related to the motor power, and the power consumption is related to the operating speed of the car, the mass of the car, the mass of the counterweight, the mass of the rope, and the load mass of the car.

[0015] Thirdly, this application also provides a computer device, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the computer program to perform the following steps:

[0016] During elevator operation, a first electrical signal is collected from the traction motor in the elevator's transmission system; the transmission system includes a traction motor for controlling the car's lifting and lowering, the car, a counterweight, and ropes; the car and the counterweight move relative to each other through the connection of the ropes.

[0017] Based on the first electrical signal, determine the current motor power of the traction motor, the current running speed of the car, the current running status of the car, and the current running height between the car's location and the reference position;

[0018] Obtain pre-fitted steady-state parameter values ​​and pre-generated rope parameter values; the steady-state parameter values ​​are related to the mass of the car, the mass of the counterweight, and the mass of the rope when the car is at the reference position; the rope parameter values ​​characterize the mass change of the rope when the operating height changes by a unit value;

[0019] When the operating state is a constant speed operating state, according to the conservation of input power and power consumption of the transmission system, the current load mass of the car is determined based on the current motor power value, the current operating speed value, the steady-state parameter value, the rope parameter value, and the current operating height value; the input power is related to the motor power, and the power consumption is related to the operating speed of the car, the mass of the car, the mass of the counterweight, the mass of the rope, and the load mass of the car.

[0020] Fourthly, this application also provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, performs the following steps:

[0021] During elevator operation, a first electrical signal is collected from the traction motor in the elevator's transmission system; the transmission system includes a traction motor for controlling the car's lifting and lowering, the car, a counterweight, and ropes; the car and the counterweight move relative to each other through the connection of the ropes.

[0022] Based on the first electrical signal, determine the current motor power of the traction motor, the current running speed of the car, the current running status of the car, and the current running height between the car's location and the reference position;

[0023] Obtain pre-fitted steady-state parameter values ​​and pre-generated rope parameter values; the steady-state parameter values ​​are related to the mass of the car, the mass of the counterweight, and the mass of the rope when the car is at the reference position; the rope parameter values ​​characterize the mass change of the rope when the operating height changes by a unit value;

[0024] When the operating state is a constant speed operating state, according to the conservation of input power and power consumption of the transmission system, the current load mass of the car is determined based on the current motor power value, the current operating speed value, the steady-state parameter value, the rope parameter value, and the current operating height value; the input power is related to the motor power, and the power consumption is related to the operating speed of the car, the mass of the car, the mass of the counterweight, the mass of the rope, and the load mass of the car.

[0025] Fifthly, this application also provides a computer program product, including a computer program that, when executed by a processor, performs the following steps:

[0026] During elevator operation, a first electrical signal is collected from the traction motor in the elevator's transmission system; the transmission system includes a traction motor for controlling the car's lifting and lowering, the car, a counterweight, and ropes; the car and the counterweight move relative to each other through the connection of the ropes.

[0027] Based on the first electrical signal, determine the current motor power of the traction motor, the current running speed of the car, the current running status of the car, and the current running height between the car's location and the reference position;

[0028] Obtain pre-fitted steady-state parameter values ​​and pre-generated rope parameter values; the steady-state parameter values ​​are related to the mass of the car, the mass of the counterweight, and the mass of the rope when the car is at the reference position; the rope parameter values ​​characterize the mass change of the rope when the operating height changes by a unit value;

[0029] When the operating state is a constant speed operating state, according to the conservation of input power and power consumption of the transmission system, the current load mass of the car is determined based on the current motor power value, the current operating speed value, the steady-state parameter value, the rope parameter value, and the current operating height value; the input power is related to the motor power, and the power consumption is related to the operating speed of the car, the mass of the car, the mass of the counterweight, the mass of the rope, and the load mass of the car.

[0030] The aforementioned elevator car load mass measurement methods, devices, equipment, media, and products, when the elevator car is in a uniform speed operating state, the input power of the elevator's transmission system is related to the motor power. Therefore, the input power of the transmission system can be determined based on the current motor power value. According to the conservation of input power and power consumption of the transmission system, the power consumption value of the transmission system can be determined. The power consumption is related to the car's operating speed, the car's mass, the counterweight's mass, the rope's mass, and the car's load mass. During elevator operation, because the car and counterweight move relative to each other through the rope connection, the rope's mass changes with the car's rise and fall. The steady-state parameter value is related to the car's mass, the counterweight's mass, and the rope's mass when the car is in the reference position. Furthermore, the rope parameter value characterizes the change in operating height per unit value. The change in rope mass is considered. Therefore, by combining the steady-state parameter values, rope parameter values, and the current running height between the car's current position and the reference position, the overall mass of the car, counterweight, and rope can be determined more accurately. Furthermore, the current car speed is obtained through the first electrical signal. Thus, with the power consumption, running speed, car mass, counterweight mass, and rope mass all known, the current load mass of the car can be determined. It is evident that the determination of the current load mass of the car takes into account the change in rope mass caused by car lifting and lowering, resulting in a more accurate measured load mass. Compared to force sensors, direct measurement at the stressed parts of the car is unnecessary, reducing component fatigue caused by car stress. This method exhibits better stability during long-term operation and improves the measurement accuracy of the car load mass. Attached Figure Description

[0031] To more clearly illustrate the technical solutions in the embodiments of this application or related technologies, the drawings used in the description of the embodiments of this application or related technologies will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0032] Figure 1 This is a diagram illustrating the application environment of an elevator car load mass measurement method in one embodiment.

[0033] Figure 2 This is a flowchart illustrating an elevator car load mass measurement method in one embodiment;

[0034] Figure 3 This is a schematic diagram illustrating an example of the curve between load mass and motor power in one embodiment;

[0035] Figure 4 This is a schematic diagram illustrating a scatter plot of inertial power versus operating speed in one embodiment.

[0036] Figure 5 This is a schematic diagram of an example curve showing the operation speed versus time in one embodiment;

[0037] Figure 6 This is a schematic diagram illustrating an example of a real-time load quality change curve in one embodiment;

[0038] Figure 7 This is a schematic diagram of an elevator car load mass measurement architecture in one embodiment;

[0039] Figure 8 This is a schematic diagram of the elevator car load mass measurement steps in one embodiment;

[0040] Figure 9 This is a structural block diagram of an elevator car load mass measuring device in one embodiment;

[0041] Figure 10 This is an internal structural diagram of a computer device in one embodiment. Detailed Implementation

[0042] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0043] The elevator car load mass measurement method provided in this application embodiment can be applied to, for example... Figure 1 In the application environment shown, computer device 102 can communicate with acquisition module 104 for the traction motor. A data storage system can store the data that computer device 102 needs to process. The data storage system can be integrated into computer device 102 or located in the cloud or on other network servers. During elevator operation, computer device 102 can acquire the first electrical signal of the traction motor through acquisition module 104, thereby measuring the current load mass of the car. Computer device 102 can be a personal computer, a programmable logic controller (PLC), an industrial computer, a server, or others. The server can be a standalone physical server, a server cluster or distributed system composed of multiple physical servers, or a cloud server providing cloud computing services. Acquisition module 104 can be a component in the elevator's transmission system and can include current sensors, voltage sensors, or others.

[0044] In one exemplary embodiment, such as Figure 2 As shown, a method for measuring the load mass of an elevator car is provided, which can be applied to... Figure 1 Taking computer device 102 as an example, the explanation includes the following steps 202 to 208. Wherein:

[0045] Step 202: During elevator operation, a first electrical signal is collected from the traction motor in the elevator's transmission system; the transmission system includes a traction motor that controls the lifting and lowering of the car, the car, the counterweight, and ropes; the car and the counterweight move relative to each other through the connection of ropes.

[0046] Elevator operation is the process of the elevator car being driven to rise or fall. The transmission system is the power system that drives the elevator car to rise or fall. The transmission system may include a traction motor, car, counterweight, and ropes, and may also include a traction sheave and a fixed pulley. The traction motor may be a permanent magnet synchronous motor. The car is used to carry passengers or goods. The counterweight is used to balance the mass of the car. The ropes may specifically be steel wire ropes, and the fixed pulleys may specifically be steel wire rope fixed pulleys. The traction sheave may be connected to the shaft of the traction motor. The groove on the traction sheave can fix and wind the rope. One end of the rope is fixed to the car, and the other end is fixed to the counterweight through the fixed pulley. The traction motor provides power, which drives the rope to move through the traction sheave. Under the guidance of the traction sheave and the fixed pulley, the rope realizes the raising and lowering of the car, as well as the relative movement between the car and the counterweight.

[0047] The first electrical signal is the signal collected from the traction motor during normal elevator operation. This first signal may include data collected from the start of the car to its stopping. During normal operation, the elevator provides normal service to meet the needs of passengers or goods moving up and down floors. This first electrical signal differs from the second electrical signal in subsequent steps, which is the signal collected from the traction motor during elevator commissioning. During commissioning, the elevator's normal service is disabled for engineers to conduct on-site testing.

[0048] Electrical signals can include voltage signals and current signals. A voltage signal can be the three-phase voltage signal of the traction motor, characterizing the change of the three-phase voltage input to the traction motor over time. A current signal can be the three-phase current signal of the traction motor, characterizing the change of the three-phase current of the traction motor over time. The three-phase current of the traction motor is the current generated by the traction motor under the action of the three-phase voltage.

[0049] For example, during elevator operation, the computer equipment can instruct the elevator's data acquisition module to acquire a first electrical signal from the traction motor in the elevator's drive system. The data acquisition module may include a current sensor and a voltage sensor. The module can acquire the three-phase voltage and three-phase current of the traction motor in real time to generate three-phase voltage signals and three-phase current signals, respectively.

[0050] Step 204: Based on the first electrical signal, determine the current motor power of the traction motor, the current running speed of the car, the current running status of the car, and the current running height between the car's location and the reference position.

[0051] The current motor power value of the traction motor refers to the motor power value of the traction motor at the current moment. The motor power value can change over time. Motor power represents the equivalent power of the traction motor, that is, the power output by the traction motor. The current car speed value refers to the car speed at the current moment. The car speed value can also change over time.

[0052] Operating state refers to the state related to operating speed. Operating state can include uniform speed operation and non-uniform speed operation. Non-uniform speed operation can include acceleration and deceleration. During the process from start-up to stopping, the car's operating speed can first increase, then remain constant, and finally decrease. In other words, the car's operating state can first be in an acceleration state, then a uniform speed state, and finally a deceleration state. Stopping refers to stopping at a specific floor to allow passengers or goods to enter or exit the car.

[0053] The reference position is the lowest position that the car can reach. For example, the car can be set to reach at least the basement level of a building, so the lowest position is the location of the car when it reaches the basement level. The running height is the height between the car's current position and the reference position. The running height can represent the distance from the car's current position to the reference position in the vertical direction. The current value of the running height is the height between the car's current position and the reference position at the current moment.

[0054] For example, the first electrical signal may include a current signal and a voltage signal. The computer device can obtain the current value and the current voltage value of the traction motor from the current signal and the voltage signal in the first electrical signal, respectively, and determine the current motor power value of the traction motor based on the current current value and the current voltage value. Here, the current current value is the value of the three-phase current of the traction motor at the current moment. The current voltage value is the value of the three-phase voltage of the traction motor at the current moment.

[0055] In one embodiment, the first electrical signal may include a current signal and a voltage signal. The computer device may determine the current frequency value at different times based on the current signal and the voltage frequency value at different times based on the voltage signal. For each time moment, the electrical signal frequency value at that time is determined based on the current frequency value and the voltage frequency value at that time. Based on the electrical signal frequency value at the current time, the current running speed of the car is determined.

[0056] Here, "different times" refers to multiple times from the start of the electrical signal to the current time. These can include the current time and multiple preset historical times, or multiple acquisition times from the current time and history. The acquisition time is the moment when the current or voltage is acquired. The step of determining the current frequency value at different times based on the current signal, or the step of determining the voltage frequency value at different times based on the voltage signal, can be achieved using the zero-crossing method or an algorithm based on Clark's transform (Clark's transform is used to convert three-phase electrical signals into two-phase electrical signals). A zero-crossing point refers to the moment when the signal waveform changes from positive to negative (or from negative to positive). The electrical signal frequency value at a certain time can be either the current frequency value or the voltage frequency value at the same time, or it can be obtained by fusing the current frequency value and the voltage frequency value at the same time, such as by calculating the average value.

[0057] When the traction motor is a permanent magnet synchronous motor, the electrical signal frequency is directly proportional to the operating speed. This proportionality can be expressed as the operating speed equals the electrical signal frequency multiplied by a proportionality coefficient. This proportionality coefficient can be the ratio between the maximum operating speed of the car and the target electrical signal frequency. The maximum operating speed, also known as the maximum elevator speed, can be obtained from the elevator's parameter panel. The car's operating speed under constant speed conditions can be the same as the maximum operating speed, and the target electrical signal frequency is the value of the electrical signal frequency when the car is operating at constant speed.

[0058] When the traction motor is a permanent magnet synchronous motor, its speed is directly proportional to the voltage frequency and current frequency output from the inverter. Since the traction motor speed is directly proportional to the car's running speed, it can be deduced that the traction motor's electrical signal frequency is directly proportional to its running speed. Regarding the change in electrical signal frequency, during the car's journey from start-up to stop (a complete running process), the car first enters an acceleration state, then a constant speed state, and finally a deceleration state. The corresponding change in electrical signal frequency is initially a near-proportional increase, then remains constant (level), and finally decreases proportionally. The electrical signal frequency change curve during a complete running process resembles a trapezoid.

[0059] In one embodiment, the computer device can determine the car's running speed at each time based on the electrical signal frequency value at each time, determine the car's running acceleration at different times based on the relationship between running speed and time constructed based on the car's running speed values ​​at different times, obtain the current value of running acceleration from the running acceleration values ​​at different times, and determine the car's current running state based on the current value of running acceleration.

[0060] In one embodiment, during the car's ascent, if the car has not reached the highest position it can reach after starting from the reference position and the number of car stops is zero, then the current value of the running height between the car's current position and the reference position is determined based on the values ​​of the car's running speed at different times between the time the car started from the reference position and the current time.

[0061] The ascent or descent of the car can be determined based on the values ​​of its operating speed and acceleration. It can be understood that the current operating height in this embodiment can be the displacement of the car from its reference position to its current position, which can be calculated using the relationship between operating speed, time, and displacement.

[0062] In one embodiment, if the car does not reach the highest position it can reach after starting from the reference position, the height value between the current stopping position and the reference position is recorded each time the car stops. Furthermore, if the car does not reach the highest position it can reach after starting from the reference position and the number of car stops is greater than zero, the height value between the car's current position and the previous stopping position is determined based on the values ​​of the car's running speed at multiple times between the time the car started from the previous stopping position and the current time. Based on the height value between the car's current position and the previous stopping position, and the height value between the previous stopping position and the reference position, the current value of the running height between the car's current position and the reference position is determined.

[0063] It is understandable that during the descent of the car, the moment when the car starts from the highest reachable position can be used as a reference point (similar to the moment when the car starts from the reference position). First, determine the height between the current position of the car and the highest reachable position (similar to the way the current running height between the current position of the car and the reference position is determined during the ascent of the car). Then, subtract the height between the current position of the car and the highest position of the car from the height between the highest position and the reference position to obtain the current running height between the current position of the car and the reference position during the descent of the car.

[0064] Step 206: Obtain the pre-fitted steady-state parameter values ​​and the pre-generated rope parameter values; the steady-state parameter values ​​are related to the mass of the car, the mass of the counterweight, and the mass of the rope when the car is in the reference position; the rope parameter values ​​characterize the change in the mass of the rope when the running height changes by a unit value.

[0065] The steady-state parameter values ​​and rope parameter values ​​are obtained based on the simplified mathematical model of the elevator's transmission system, combined with the debugging data from on-site commissioning. The simplified mathematical model of the elevator's transmission system can be obtained based on the mathematical model of the elevator's transmission system, which can be found in the following formula (1).

[0066]

[0067] The basic principle of formula (1) is the conservation of input power and power consumption of the transmission system. P represents the motor power, η represents the transmission efficiency, and the specific value of the transmission efficiency can be obtained in advance by the engineer through on-site debugging. Pη represents the product of motor power and transmission efficiency, which means the input power of the transmission system. Power consumption may include the total rotational inertia power of multiple rotating parts in the transmission system, the frictional resistance power of the transmission system, and the actual load operating power of the traction motor in the transmission system. The following explains each part of the power consumption.

[0068] J m ω m Δω m +J t ω t Δω t +J p ω p Δω p This characterizes the total power consumed by the rotational inertia of multiple rotating components in a transmission system. These three parts represent the power consumed by the rotational inertia of the traction motor, traction sheave, and fixed pulley, respectively. The multiple rotating components in the transmission system act as energy buffers during system operation: when the system accelerates, the rotating parts store energy; when the system decelerates, the rotating parts release energy. Corresponding to the traction motor, traction sheave, and fixed pulley, J... m J t J p Each can be used to characterize its own moment of inertia, ω m ω t ω p Each can be used to characterize its own angular velocity, Δω m , Δω t , Δω p Each can be used to characterize its own angular acceleration.

[0069] fv can characterize the frictional resistance power of the transmission system. f can characterize the system's frictional resistance, which mainly comes from the motion friction of components such as wire ropes (ropes) and pulleys. v can characterize the car's running speed or the wire rope's running speed (both are the same).

[0070] ((m+m c +m r1 )-(m d +m r2 ))gv+((m+m r1 )-(m d +m r2 ))av can represent the actual load operating power of the traction motor in the drive system. Where m represents the load mass of the car, m cIt can characterize the mass of the car (the mass of the car itself, excluding the load mass of the car), m r1 It can characterize the mass of the rope on one side of the car, m d It can characterize the mass of the counterweight, m r2 The value of the rope on the counterweight side can be represented by g, g can be represented by gravitational acceleration, v can be represented by the speed of the car, and a can be represented by the acceleration of the car.

[0071] Based on the mathematical model of the transmission system represented by the above formula (1), a simplified mathematical model of the transmission system is constructed. The simplified mathematical model of the transmission system may include the following formulas (2) to (12).

[0072] Pη=Jva+((m+m c +m r1 )-(m d +m r2 Formula (2)

[0073] Pη=P J +P m Formula (3)

[0074] P m =f m Formula (4) (m,v)

[0075] P m =mgv+(m c +m r -m d Formula (5) is: gv = mgv - bgv

[0076] m = P m Formula (6) = / (gv)+b

[0077] P J =Jva formula (7)

[0078]

[0079] P J =r2m 2 +r1m+r0 (when v is a constant) Formula (9)

[0080] r = [r 11 r 10 r 22 r 21 r 20 r 31 r 30 ] Formula (10)

[0081] r'=[r2 r1 r0] Formula (11)

[0082] m r =m r1 -m r2 =m r0 -2kh formula(12)

[0083] Regarding formula (2), since the rotational inertia power involved in formula (1) can be combined, and since the running acceleration, running speed, angular velocity, and angular acceleration in formula (1) are linearly related, they can also be equivalently combined into the inertia power. Therefore, J in formula (1) can be combined into the inertia power. m ω m Δω m +J t ω t Δω t +J p ω p Δω p , fv and ((m+m r1 )-(m d +m r2 The sum of these three parts ())av is equivalent to Jva in formula (2), and retains ((m+m) in formula (1). c +m r1 )-(m d +m r2 ))gv, thus obtaining formula (2).

[0084] In formula (3), the right side of equation (2) is divided into two parts, P J P can characterize the inertial power of a transmission system. m It can characterize the steady-state power of the transmission system, P m =((m+m c +m r1 )-(m d +m r2 From this, we can deduce formulas (4) and (5). Formulas (4) and (5) show the steady-state power P. m It is related to the load mass m and the operating speed v; when the load mass m is a constant, the steady-state power P m The steady-state power P is a linear function of the operating speed v; when the operating speed v is constant, the steady-state power P... m The load mass m is a linear function.

[0085] In formula (5), b can represent the steady-state parameter, and m is the mass of the car in the transmission system. c The mass m of the weight d These are fixed values, and the mass m of the rope is... rThe steady-state parameter b changes as the elevator car's position changes during operation. Therefore, the steady-state parameter b also changes with the car's position. However, a fixed operating position (e.g., a reference position) can be selected to fit the steady-state parameter b, which can then be adjusted and compensated for later. Thus, the value of the steady-state parameter b (i.e., the steady-state parameter value) is related to the car's mass m. c The mass m of the weight d And the mass m of the rope when the car is in the reference position r0 Related. The value of the steady-state parameter b can be obtained by fitting the debugging data from the field. Formula (6) is based on formula (5).

[0086] Formula (7) can represent the inertial power P J It is equal to the product of the moment of inertia J, the running speed v, and the running acceleration a. Formula (8) shows that when the load mass m is a constant, the inertial power P J The piecewise relationship between v and the operating speed v. max This refers to the maximum speed of the elevator car, which can be found on the elevator's parameter panel. v1 can be v max 0.6 times, v2 can be v max The coefficient r is 0.9 times that of the previous one. Alternatively, based on engineering experience, 0.6 and 0.9 can be set to other values. The segmented relation can include three relations. The coefficient r of each relation included in the segmented relation expressed by formula (8) is... 11 、r 10 、r 22 、r 21 、r 20 、r 31 、r 30 It can be denoted as formula (10), where r can represent the transient operating parameters when the load mass is determined.

[0087] Formula (8) is derived by combining formula (7). Specifically, when the elevator first starts accelerating (between 0 and v1), it initially undergoes approximately uniform acceleration, so the running acceleration is approximately constant. Therefore, the inertial power P J The relationship between the elevator's running speed v and its acceleration is approximately a linear function. When the elevator is in the middle of its acceleration phase (between v1 and v2), the acceleration decreases, and it can no longer be approximated as a constant. Therefore, according to the differential equation of formula (7), its solution is a quadratic function, and thus the inertial power P... J The relationship between the running speed v and the acceleration v is a quadratic function. In the final stage of acceleration (v2 and v... max When the acceleration is between (a, b) and (c), it is already very small and can be approximated as constant, therefore the inertial power P J The relationship between the running speed v and the speed v is approximately a linear function.

[0088] Formula (9) can be used to express the inertial power P when the running speed v is constant. J The relationship between inertia and load mass m. Formula (9) is derived from formula (7). Specifically, in formula (7), inertia J is usually proportional to load mass m. Then, when velocity v and running acceleration a are constant, the inertia power P J It is proportional to the inertia J, and J is proportional to the load mass m, therefore the inertial power P J It is proportional to the load mass m, but considering the possible influence of other factors in actual engineering, formula (9) can be used as the inertial power P. J The relationship between the load mass m and the formula (9) is such that in actual engineering, there is little difference between the linear function and the quadratic function. The coefficients r2, r1, and r0 in formula (9) can be denoted as formula (11), and r' can represent the transient operating parameters when the operating speed is determined.

[0089] Formula (12) can characterize the mass m of the rope in the transmission system. r The relationship between the car's running height h and the rope parameter k. The running height h is the height between the car's current position and the reference position mentioned in step 204. k represents the rope parameter, specifically the change in rope mass per unit change in running height; it can be understood as the change in rope mass per unit change in running height h. The unit value is, for example, 1 meter. The value of the rope parameter k (i.e., the rope parameter value) can be generated based on commissioning data from on-site testing.

[0090] For example, the computer device can obtain pre-fitted steady-state parameter values ​​and pre-generated rope parameter values ​​from a pre-configured storage space. The steady-state parameter values ​​can be obtained by fitting based on the above formula (6) and combined with the debugging data from the field debugging and then stored. The rope parameter values ​​can be generated based on the above formula (12) and combined with the debugging data from the field debugging and then stored.

[0091] Step 208: When the running state is uniform speed running state, according to the conservation of input power and power consumption of the transmission system, the current load mass of the car is determined based on the current motor power value, current running speed value, steady-state parameter value, rope parameter value, and current running height value. The input power is related to the motor power, and the power consumption is related to the running speed of the car, the mass of the car, the mass of the counterweight, the mass of the rope, and the load mass of the car.

[0092] In this context, uniform speed operation means the car runs at a constant speed with zero acceleration. The conservation of input and output power in the transmission system means that the input power is equal to the output power. Input power can be obtained from the motor power; specifically, it equals the product of the motor power and the transmission efficiency. At the current moment, the input power equals the current motor power multiplied by the transmission efficiency, which can be pre-determined by engineers through on-site adjustments.

[0093] Referring to formula (3) above, the power consumption equals the sum of the inertial power and the steady-state power. Since the car's acceleration is zero under uniform speed conditions, according to formula (7), the inertial power is zero at this time. Thus, the power consumption equals the steady-state power. Combining formula (5), it can be seen that under uniform speed conditions, the power consumption or steady-state power is related to the car's running speed, the car's mass, the counterweight's mass, the rope's mass, and the car's load mass.

[0094] Under constant speed operation, the power consumed is equal to the product of the sum of masses, gravitational acceleration, and operating speed. The sum of masses is the sum of the total mass of the car, the counterweight, and the ropes, plus the load mass of the car. The total mass can be equal to the difference between the sum of the car's mass and the ropes' mass and the counterweight's mass.

[0095] For example, the computer device can determine the current value of the input power based on the current value of the motor power and the pre-stored value of the transmission efficiency; determine the value of the overall mass formed by the mass of the car, the mass of the counterweight, and the mass of the rope based on the steady-state parameter value, the rope parameter value, and the current value of the running height; and determine the value of the current load mass of the car based on the current value of the input power and the power consumed by the transmission system, the current value of the running speed, and the aforementioned overall mass value, in accordance with the conservation of the input power and the power consumed by the transmission system.

[0096] In one embodiment, the steady-state parameter value includes a first steady-state parameter value applicable when the car is in an ascending state and a second steady-state parameter value applicable when the car is in a descending state; when it is determined that the car is in an ascending state, the value of the current load mass of the car is determined based on the following formula (13); when it is determined that the car is in a descending state, the value of the current load mass of the car is determined based on the following formula (14).

[0097] m = P m / (gv)+b u +2k(hx a ) Formula (13)

[0098] m = P m / (gv)+b d +2k(x a+hH) Formula (14)

[0099] Where m represents the load mass of the car. P m The steady-state power P can characterize the steady-state power of the transmission system. Under constant speed operation, the steady-state power P m The value of is equal to the input power of the transmission system. g represents gravitational acceleration. v represents the running speed. k represents the rope parameters. h represents the running height between the car's current position and the reference position. H represents the maximum height between the highest position the car can reach and the reference position. x a The acceleration distance can be represented as the distance traveled from the moment the car starts moving to the moment it enters a constant-speed running state; for any floor, the acceleration distance x a They are approximately the same, therefore the acceleration distance x a It can be considered a constant, with the acceleration distance x a The value can be obtained from the debugging data during on-site debugging, specifically by determining the relationship between the running speed and time based on the second electrical signal collected during on-site debugging.

[0100] b u This can characterize the first steady-state parameter. The value of the first steady-state parameter can be obtained by fitting the commissioning data obtained during on-site commissioning when the car is in an ascending state. d The second steady-state parameter can be characterized. The value of the second steady-state parameter can be obtained by fitting the debugging data obtained during on-site debugging when the car is in a descending state. Specifically, during on-site debugging, debugging is performed in two different lifting states of the car. In each lifting state, the load mass value of the car is set to a different preset mass value, and debugging data is obtained corresponding to each preset mass value. The debugging data can include the first power debugging value of the motor power of the car at a first moment, where the first moment refers to the moment when the car's running state switches from acceleration to uniform speed. Thus, the first power debugging value corresponding to each preset mass value in each lifting state can be obtained, and subsequently, the combination value of the steady-state parameter in each lifting state can be fitted.

[0101] Referring to Table 1 below, which shows the steady-state parameter combination values, n preset mass values ​​can be set, namely m1, m2, ..., m n When the elevator car is in the ascending state, m1, m2, ..., m n The corresponding first power adjustment values ​​are P respectively. u1h P u2h ... P unh The obtained steady-state parameter combination value is [a u b u ], which means we got a u bu a u This can represent the fitted value of 1 / (gv) in the ascending state. The ascending state is similar to the descending state, and will not be repeated here. v > 0 indicates that the direction of the running speed is positive and the car is in the ascending state, while v < 0 indicates that the direction of the running speed is negative and the car is in the descending state.

[0102] Table 1. Steady-state parameter combination values

[0103]

[0104] Formulas (13) and (14) are derived from formulas (5) and (12). Specifically, substituting formula (12) into formula (5) yields P. m =mgv+(m c +m r0 -m d )gv-2khgv; When the car is in the ascending state, the steady-state parameters are fitted by selecting the moment when the car starts from the reference position to the moment when it just enters the uniform speed running state. Assume the distance traveled by the car from the moment it starts from the reference position to the moment it just enters the uniform speed running state is x. a , will x a Substituting h, we can obtain P under the fitted condition. m =mgv+(m c +m r0 -m d gv-2kx a gv, therefore, b u =-(m c +m r0 -m d -2kx a Furthermore, after fitting, in actual operation, combined with P m =mgv+(m c +m r0 -m d )gv-2khgv, we can obtain P m =mgv+(m c +m r0 -m d )gv-2khgv-2kx a gv+2kx a gv, combined with b u =-(m c +m r0 -m d -2kx a ), we can get P m =mgv-b u gv+2k(x a-h)gv, and thus formula (13) can be derived.

[0105] When the car is descending, the steady-state parameters are fitted by selecting the moment when the car starts from the highest position and just enters the uniform speed running state. Let x be the distance the car travels from the moment it starts from the highest position and just enters the uniform speed running state. a , Hx a Substituting (H is the highest height) into h, we can obtain P under the fitted condition. m =mgv+(m c +m r0 -m d )gv-2k(Hx a )gv, therefore, b d =-(m c +m r0 -m d -2k(Hx a Furthermore, after fitting, P can be obtained during actual operation. m =mgv+(m c +m r0 -m d )gv-2khgv-2k(Hx a )gv+2k(Hx a )gv, combined with b d =-(m c +m r0 -m d -2k(Hx a P can be obtained. m =mgv-bgv+2k(Hx) a -h)gv, and thus formula (14) can be derived.

[0106] When calculating the current load mass of the car using the above formula (13) or formula (14), the current input power value can be substituted into P. m Substitute the value of gravitational acceleration into g, and substitute the value of the first parameter obtained from the prefit into b. u Substitute the prefitted second parameter value into b d Substitute the pre-generated rope parameter values ​​into k, the current running height into h, and the pre-fitted acceleration distance value into x. a By substituting the pre-stored maximum height value into H, the current load mass of the car when it is in the ascending state or the current load mass of the car when it is in the descending state can be obtained accordingly.

[0107] In traditional methods of directly measuring the load mass inside the elevator car using force sensors, prolonged stress on the sensors can lead to fatigue of internal components and irreversible deformation, resulting in decreased measurement accuracy and significant drift in the measurement results. This, in turn, causes large deviations in the load mass feedback to the elevator control system, potentially leading to elevator safety accidents. The aforementioned elevator car load mass measurement method, however, eliminates the need for direct measurement at the stress-bearing points of the car, mitigating component fatigue caused by car stress. It exhibits better stability during long-term operation, improves the measurement accuracy of the car load mass, and can prevent elevator safety accidents. In the aforementioned method for measuring the load mass of an elevator car, when the elevator car is running at a constant speed, the input power of the elevator's transmission system is related to the motor power. Therefore, the input power of the transmission system can be determined based on the current motor power value. According to the conservation of input power and power consumption, the power consumption of the transmission system can be determined. Power consumption is related to the car's running speed, the car's mass, the counterweight's mass, the rope's mass, and the car's load mass. During elevator operation, the relative movement between the car and counterweight via ropes causes the rope's mass to change with the car's ascent and descent. The steady-state parameter value is related to the car's mass, the counterweight's mass, and the rope's mass when the car is at its reference position. Furthermore, the rope parameter value characterizes the change in rope mass per unit change in running height. Therefore, by combining the steady-state parameter values, rope parameter values, and the current running height between the car's current position and the reference position, the overall mass of the car, counterweight, and ropes can be determined more accurately. Furthermore, the current car speed is obtained through the first electrical signal. Thus, with the power consumption, running speed, car mass, counterweight mass, and rope mass all known, the current load mass of the car can be determined. It is evident that the determination of the current load mass of the car takes into account the mass change of the ropes caused by car lifting, resulting in a more accurate measured load mass. Moreover, compared to force sensors, direct measurement at the stressed parts of the car is unnecessary, reducing component fatigue caused by car stress. This method exhibits better stability during long-term operation and improves the measurement accuracy of the car's load mass.

[0108] In an exemplary embodiment, the power consumption is the sum of inertial power and steady-state power. The inertial power is zero when the operating state is uniform speed and non-zero when the operating state is non-uniform speed. The steady-state power is related to the car's operating speed, the car's mass, the counterweight's mass, the rope's mass, and the car's load mass. After step 206, the above-mentioned elevator car load mass measurement method may include:

[0109] When the operating state is non-uniform speed operation, the estimated value of inertia power is set to the default value. Based on the current motor power value and the estimated value of inertia power, the estimated value of steady-state power is determined. Based on the estimated value of steady-state power, the current operating speed value, steady-state parameter value, rope parameters, and the current value of the operating height, the estimated value of the car's load mass is determined. Based on the current operating speed value and the estimated value of load mass, the estimated value of inertia power is updated. After the update, the step of determining the estimated value of steady-state power based on the current motor power value and the estimated value of inertia power continues until the pre-configured iteration stop condition is met. The estimated value of load mass when the iteration stop condition is met is determined as the current load mass value of the car.

[0110] Based on formula (7), it can be understood that in a non-uniform running state, the running acceleration is not zero, therefore the inertial power is not zero, and the power consumption needs to consider both steady-state power and inertial power. A non-uniform running state can be either an accelerating or decelerating running state. Default values ​​can be set based on engineering experience or obtained from on-site debugging data. Estimated values ​​can represent the values ​​of each parameter before the iteration stopping condition is met in a non-uniform running state.

[0111] Based on the current motor power value, the current input power value can be determined. According to the conservation of input power and power consumption, the current power consumption value can be determined. Subtracting the estimated value of inertial power from the current power consumption value, the estimated value of steady-state power can be obtained. After obtaining the estimated value of steady-state power, based on the estimated value of steady-state power, the estimated value of the car's load mass can be determined in the same way as determining the car's load mass value under uniform speed operation. That is, it can be calculated in a way that is basically the same as step 208. The difference is that, since the input power is not equal to the steady-state power at this time, in "determine the current load mass value of the car based on the current value of input power, the current running speed value, and the above-mentioned overall mass value", the current value of input power needs to be replaced with the estimated value of steady-state power. When calculating based on formula (13) or formula (14), the estimated value of steady-state power is substituted into P. m .

[0112] The iteration stopping condition can be reaching a preset number of iterations. For example, the preset number of iterations could be 10. Alternatively, the iteration stopping condition can be the convergence of the load quality estimate. For example, the load quality estimate can be judged based on two consecutive load quality estimates; when the difference between them is less than a threshold, the load quality estimate is considered to have converged. This threshold can be a very small value, such as 0.01.

[0113] In this embodiment, when the operating state is non-uniform speed operation, the power consumption is the sum of inertial power and steady-state power. Since both inertial power and steady-state power are unknown values, the estimated value of inertial power is first set to the default value, the estimated value of steady-state power is determined, and then the estimated value of the car's load mass is determined. The estimated value of inertial power is then updated, and the process is iteratively processed until the iteration stop condition is met. In this way, the current load mass of the car can be obtained more accurately.

[0114] In an exemplary embodiment, the step of updating the estimated value of inertia power based on the current operating speed and the estimated value of load mass may include: obtaining a first relational expression adapted to the current operating speed; the first relational expression characterizing the relationship between inertia power and operating speed; the coefficients of the first relational expression being fitted under different preset load mass values, with each preset load mass value corresponding to a set of coefficients; determining a first value of inertia power corresponding to each preset load mass value based on the first relational expression, the current operating speed, and the coefficients corresponding to each preset load mass value; fitting a second relational expression according to the different preset load mass values ​​and the first value of inertia power corresponding to each preset load mass value to determine the coefficients in the second relational expression, the second relational expression characterizing the relationship between inertia power and load mass; substituting the estimated value of load mass into the fitted second relational expression to obtain a second value of inertia power, and updating the estimated value of inertia power according to the second value of inertia power.

[0115] The first relation can be the relation corresponding to the range of running speeds in the piecewise relation shown in formula (8). For example, if the current running speed value falls between 0 and v1, then the first relation can be P. J =r 11 v+r 10 Different preset mass values ​​can be set during on-site commissioning of the load mass. When the load mass is each preset mass value, commissioning data corresponding to that preset mass value can be obtained through on-site commissioning. Based on this commissioning data, various parameters can be obtained. How to obtain these parameters from the commissioning data will be further explained in subsequent steps. The preset mass values ​​can be set based on engineering experience; for example, they can be 200g (kg), 1005kg, 1805kg, or others.

[0116] For the piecewise relation shown in formula (8), when the load mass value is unknown, the coefficients in each relation included in the piecewise relation are also unknown; however, after setting the load mass to different preset mass values, the values ​​of the coefficients in each relation included in the piecewise relation corresponding to different preset mass values ​​can be obtained by combining the debugging data corresponding to each preset mass value. The coefficients in each relation included in the piecewise relation are shown in formula (10). The second relation can be formula (9). The coefficients in the second relation can include r2, r1, and r0 in formula (9).

[0117] For each preset mass value, the lifting and lowering states, as well as the operating state, will affect the values ​​of the coefficients in the various equations included in the piecewise relation. Therefore, during fitting, based on the operating state and the lifting and lowering states, four operating conditions can be fitted. Each preset mass value corresponds to a set of transient operating parameter values ​​under each operating condition. The set of transient operating parameter values ​​is the set of coefficient values ​​in the various equations included in the piecewise relation. The four operating conditions are: 1) The car is in the lifting and accelerating state; 2) The car is in the lifting and decelerating state; 3) The car is in the lowering and accelerating state; 4) The car is in the lowering and decelerating state. The fitting table of transient operating parameters obtained by fitting is shown in Table 2. n preset mass values ​​can be set, namely m1, m2, ..., m n Under each operating condition, each of the n preset quality values ​​corresponds to a set of transient operating parameter values.

[0118] Table 2. Fitting Table of Transient Operating Parameters

[0119]

[0120] Table 2 uses an example with the car in an ascending and accelerating state, and a preset mass value of m1. It can be seen that the corresponding set of transient operating parameter values ​​can be r. ua1 =[r ua111 r ua101 r ua221 r ua211 r ua201 r ua311 r ua301 ], where r ua111 、r ua101 、r ua221 、r ua211 、r ua201 、r ua311 、r ua301 The r in formula (8) can be represented one by one. 11 、r 10 、r 22 、r 21 、r20 、r 31 、r 30 Each of their respective values.

[0121] For example, the computer device can determine the current lifting state of the car, and for each preset mass value, corresponding to the current operating state and the current lifting state, obtain a set of transient operating parameter values ​​that correspond to the current operating state, the current lifting state and the preset mass value, obtain the coefficient value corresponding to the first relational expression from the set of transient operating parameter values, and substitute the current operating speed value and the obtained coefficient value into the first relational expression to obtain the first value of the inertial power corresponding to the preset mass value.

[0122] For example, the first relation could be P J =r 11 v+r 10 Obtaining the coefficient value corresponding to the first relation from the set of transient operating parameter values ​​can be achieved by obtaining the coefficient r corresponding to the first relation from the set of transient operating parameter values. 11 、r 10 The value of r ua111 、r ua101 The set of transient operating parameter values ​​can be obtained from Table 2.

[0123] In one embodiment, the computer device can fit the values ​​of the coefficients r2, r1, and r0 in formula (9) using the least squares method based on different preset mass values ​​and the first value of the inertia power corresponding to each preset mass value, according to the second relationship shown in formula (9). In this embodiment, the variables in the fitted second relationship are the load mass and the inertia power. By substituting the estimated value of the load mass into the fitted second relationship, the second value of the inertia power can be obtained. By replacing the estimated value of the inertia power with the second value of the inertia power, the estimated value of the inertia power is updated.

[0124] In this embodiment, the first value of inertia power is determined by the first relationship between inertia power and operating speed, and the coefficients of the first relationship obtained by pre-fitting the first relationship corresponding to different preset mass values. Taking advantage of the characteristic that the relationship between inertia power and operating speed can be determined when the load mass is constant, a second fitting is then performed to obtain the second relationship between load mass and inertia power. In this way, the estimated value of inertia power can be updated, creating conditions for obtaining an accurate load mass value in the future.

[0125] In an exemplary embodiment, the reference position is the lowest position that the car can reach, and the steady-state parameter value is the value of the steady-state parameter. Before step 202, the above-mentioned elevator car load mass measurement method further includes the following steady-state parameter fitting step: when the load mass is set to different preset mass values, the car is controlled to repeatedly run between the reference position and the highest position that the car can reach, and during the repeated running of the car, a second electrical signal is collected from the traction motor corresponding to each preset mass value; for each preset mass value, based on the second electrical signal corresponding to the preset mass value, a first power adjustment value of the motor power of the traction motor at the first moment is determined, and the first power adjustment value corresponding to the preset mass value is obtained; at the first moment, the running state of the car is switched from the accelerated running state to the uniform running state; a third relation is obtained, the third relation uses steady-state power and load mass as variables, and steady-state parameter as a coefficient; the steady-state power in the third relation is used to substitute the value of the input power determined based on the first power adjustment value; according to the third relation, the steady-state parameter value is obtained by fitting according to different preset mass values ​​and the first power adjustment values ​​corresponding to different preset mass values.

[0126] There can be n different preset quality values, where n is a positive integer not less than 3. Repeated operation can consist of a cycle of starting from the reference position, rising to the highest position, stopping, then starting from the highest position again, and falling back to the reference position. Multiple cycles can be 5, 6, or other values. The second electrical signal is the signal collected from the traction motor during the elevator's commissioning and operation.

[0127] After acquiring the second electrical signal corresponding to each preset quality value, the debugging data corresponding to that preset quality value can be determined from the second electrical signal. In this embodiment, the debugging data corresponding to each preset quality value may include the running speed value and power debugging value at each moment during repeated operation. The power debugging value is the value of the car's motor power determined based on the second electrical signal. It can be understood that determining the running speed value and power debugging value during repeated operation based on the second electrical signal uses the same algorithm as determining the current running speed value and current motor power value based on the first electrical signal. Through the running speed value at each moment, the first moment when the car's running state switches from the acceleration running state to the constant speed running state can be determined, and the power debugging value corresponding to the first moment is the first power debugging value.

[0128] The steady-state parameters are affected by the car's lifting and lowering states, so they can be fitted in two lifting and lowering states: when the car is in an ascending state and when the car is in a descending state. The third relation can be formula (6). Since the debugging data that has just entered the uniform speed running state is used to fit the steady-state parameters, in the ascending and descending states, (gv) in formula (6) can be equivalent to the a to be fitted in Table 1. u a d Moreover, the steady-state power P at this time m This is equal to the input power of the transmission system; thus, in each lifting state, referring to Table 1, according to the third relational formula, based on different preset mass values ​​(m1, m2, ..., m... n ), and the first power adjustment value (P) corresponding to each of the different preset quality values. u1h P u2h ... P unh The input power values ​​corresponding to the different preset mass values ​​determined are used to fit the steady-state parameter combination values ​​in the rising state using the least squares method [a] u b u ] and the steady-state parameter combination value under the decreasing state [a d b d ], where the steady-state parameter values ​​include b u b d With different preset mass values ​​of 0, 1005 kg, and 1805 kg, fitting based on these preset mass values ​​and the corresponding first adjustment power values ​​yields the following results: Figure 3 The diagram shows an example of the curve between load mass and motor power.

[0129] In this embodiment, by controlling the car to repeatedly run between the reference position and the highest reachable position when the load mass is set to different preset mass values, the second electrical signal is collected, thereby extracting the first moment when the acceleration operation state switches to the uniform speed operation state. Combined with the first power adjustment value corresponding to the first moment of different preset mass values, and the third relation, the steady-state parameter value in the uniform speed operation state can be fitted more accurately, creating conditions for subsequent determination of the load mass value.

[0130] In an exemplary implementation, the first relation is a relation included in the piecewise relation, which includes relations corresponding to different ranges of operating speed; the elevator car load mass measurement method further includes the following transient operating parameter fitting step: for each preset mass value, based on the second electrical signal corresponding to the preset mass value, determine the second power adjustment value of the traction motor power at each second moment in different second moments, and the speed adjustment value of the car's operating speed at each second moment, to obtain the second power adjustment value and speed adjustment value corresponding to the preset mass value at each second moment; at each second moment, the operating state is a non-uniform speed operating state; obtain the fourth relation, which uses steady-state power, load mass, and operating speed... Using gravitational acceleration and steady-state parameters as coefficients, and based on the preset mass value, the velocity adjustment value corresponding to the preset mass value at each second moment, the steady-state parameter value, the preset gravitational acceleration value, and the fourth relational expression, the calculated value of the steady-state power corresponding to the preset mass value at each second moment is obtained; the difference between the input power value determined based on the second power adjustment value corresponding to the preset mass value at each second moment and the calculated value of the steady-state power corresponding to the preset mass value at the same second moment is determined as the calculated value of the inertial power corresponding to the preset mass value at the same second moment; according to the piecewise relational expression, the calculated values ​​of the velocity adjustment value and the inertial power corresponding to the preset mass at each second moment are fitted to obtain the coefficients of each relational expression included in the piecewise relational expression.

[0131] Here, "different second moments" refers to different moments in a non-uniform speed operation state, specifically different moments in an accelerating operation state and different moments in a decelerating operation state. For the accelerating operation state, starting from the moment acceleration begins, a moment is taken at preset time intervals as the second moment in the accelerating operation state until a uniform speed operation state is reached. For the decelerating operation state, starting from the moment deceleration begins, a moment is taken at preset time intervals as the second moment in the decelerating operation state until a uniform speed operation state is reached. The preset time interval can be 0.1 seconds. The second power adjustment value is the power adjustment value of the motor at the second moment. The speed adjustment value is the value of the car's running speed at the second moment during repeated operation. The second power adjustment value and speed adjustment value can be obtained from the adjustment data obtained in the above steady-state parameter fitting steps.

[0132] The piecewise relation can be shown in formula (8), where the first relation can be one of the piecewise relations. When the running speed is greater than 0 and not greater than v1, the first relation can be P. J =r 11 v+r 10 When the running speed is greater than v1 and not greater than v2, the first relation can be P. J =r22 v 2 +r 21 v+r 20 When the running speed is greater than v2 and not greater than v max The first relation can be P J =r2m 2 +r1m+r0. The fourth relation can be P in formula (5). m =mgv - bgv, where the steady-state parameter b takes the value obtained from the fitting in Table 1 when the car is in the ascending state. u When the car is in the descending state, b is the fitted value obtained in Table 1. d .

[0133] When determining the calculated value of steady-state power, it can be handled separately if the car is in an ascending state or a descending state. Taking the ascending state as an example, the fourth relation can be P. m =mgv-b u For each preset mass value, at each second moment, substitute the preset mass value into the fourth relational expression (m), and substitute the velocity adjustment value corresponding to the preset mass value at that second moment into the fourth relational expression (v), along with the gravitational acceleration (g) and the first steady-state parameter value (b). u Given the known values, the calculated steady-state power corresponding to the preset mass value at the second moment can be obtained. A similar process applies when the car is descending, and will not be elaborated upon here. Since the input power of the transmission system equals the power consumed by the transmission system, and the power consumed equals the sum of the steady-state power and the inertial power, the calculated inertial power corresponding to each preset mass value at each second moment can be obtained when the car is in both ascending and descending states.

[0134] When fitting the coefficients of each relationship included in the piecewise relation (i.e., fitting the transient operating parameters), due to the influence of the ascending and descending states and the overall operating state, the fitting can be divided into four operating conditions: 1) the car is ascending and accelerating; 2) the car is ascending and decelerating; 3) the car is descending and accelerating; and 4) the car is descending and decelerating. Taking the operating condition 1) the car is ascending and accelerating as an example, for different preset mass values ​​m1, m2, ..., m... nFor each preset mass value, the calculated inertia power corresponding to each preset mass value at the second moment when the car is in an ascending and accelerating state can be selected from the calculated inertia power values ​​obtained in the aforementioned steps, along with the speed adjustment value corresponding to the same preset mass value at the same moment. Therefore, for each preset mass value, by selecting the calculated inertia power values ​​and speed adjustment values ​​corresponding to each moment of the preset mass value, and fitting them according to the relationship corresponding to the range of the speed adjustment value in the piecewise relation, the coefficients of each relation included in the piecewise relation corresponding to the preset mass value can be obtained, which is the set of transient operating parameter values ​​shown in Table 2. Other operating conditions are handled in a similar way and will not be elaborated further here.

[0135] With different preset mass values ​​of 200kg, 1005kg, and 1805kg respectively, the calculated value of inertia power and the speed adjustment value corresponding to each preset mass value at the second moment when the car is in the ascending and accelerating state are illustrated in the example below. Figure 4 The example diagram shows a scatter plot of inertia power versus operating speed.

[0136] The default value of inertia power mentioned in the preceding steps can be obtained based on the debugging data from on-site debugging. Specifically, the coefficients in each relational expression included in the piecewise relational expression corresponding to each preset mass value are determined through the transient operating parameter fitting steps described above. Thus, the piecewise relational expression corresponding to each preset mass value is determined (i.e., the coefficients are known). Substituting the value of the current operating speed in step 204 into the piecewise relational expression corresponding to each preset mass value, the real-time calculated value of inertia power corresponding to each preset mass value can be obtained. The average value of the real-time calculated values ​​of inertia power corresponding to different preset mass values ​​can be taken to obtain the default value of inertia power.

[0137] In this embodiment, by obtaining the second power adjustment value and speed adjustment value at different second moments under non-uniform speed operation, and then by using the fourth relationship between steady-state power, load mass, and operating speed, the calculated value of steady-state power corresponding to the preset mass value at each second moment can be determined, thereby determining the calculated value of inertia power. This allows for fitting the piecewise relationship between inertia power and operating speed, creating conditions for subsequently determining the value of inertia power under non-uniform speed operation.

[0138] In an exemplary embodiment, the rope parameter value is the value of the rope parameter. The elevator car load mass measurement method further includes the following rope parameter generation steps: for each preset mass value, based on the second electrical signal corresponding to the preset mass value, determine the third power adjustment value of the motor power at the third moment and the fourth power adjustment value of the motor power at the fourth moment; after the car starts from the reference position but before reaching the highest position, at the third moment, the running state switches from the acceleration running state to the uniform speed running state, and at the fourth moment, the running state switches from the uniform speed running state to the deceleration running state; based on the second electrical signal corresponding to the preset mass value, determine the target speed value of the car's running speed during uniform speed running between the third and fourth moments, the first height value of the car's running height between the third and reference positions, and the second height value of the car's running height between the fourth and reference positions; based on the target speed value and the third power adjustment value, fourth power value, first height value, and second height value corresponding to the preset mass value, determine the rope parameter estimation value corresponding to the preset mass value; based on the rope parameter estimation values ​​corresponding to different preset mass values, generate the rope parameter value.

[0139] The third power adjustment value is the motor power adjustment value at the third time step. The fourth power adjustment value is the motor power adjustment value at the fourth time step. The third and fourth power adjustment values ​​can be obtained from the adjustment data obtained in the above steady-state parameter fitting steps.

[0140] The car maintains a constant speed between the third and fourth time points. The target speed value is the speed between the third and fourth time points. The target speed value can be obtained from the debugging data obtained in the above steady-state parameter fitting steps. The first height value can be calculated based on the relationship between the car's speed from the start of the car from the reference position to the third time point and time. The second height value can be calculated based on the relationship between the car's speed from the start of the car from the reference position to the fourth time point and time.

[0141] For example, the computer device can determine the estimated value of the rope parameter corresponding to the preset mass value based on the following formula (15); the rope parameter value can be obtained by averaging the estimated values ​​of the rope parameter corresponding to different preset mass values.

[0142] P m2 -P m1 =2k(h1-h2)gv Formula (15)

[0143] Among them, P m2 Used to substitute the fourth power adjustment value, P m1The values ​​are: h1 for the third power adjustment value, h2 for the first height value, v for the second height value, and g for the target velocity value. Thus, only the rope parameter k is unknown in formula (15). The value of k is calculated to obtain the estimated rope parameter value. Formula (15) is based on formulas (5) and (12). Specifically, substituting formula (12) into formula (5) yields P. m =mgv+(m c +(m r0 -2kh)-m d )gv, P m1 Substituting h1 into the equation, we can further obtain P. m1 =mgv+(m c +(m r0 -2kh1)-m d Similarly, P m2 =mgv+(m c +(m r0 -2kh2)-m d Subtracting the two sides of the equation from each other, we can get formula (15).

[0144] In this embodiment, for each preset mass value, the power adjustment value, height value, and target speed value at the third moment when the running state switches from the accelerated running state to the uniform running state and the fourth moment when the running state switches from the uniform running state to the decelerated running state, respectively, can be used to accurately determine the rope parameter estimate value corresponding to each preset mass value, thereby generating the rope parameter value and creating conditions for accurately determining the current load mass value of the car in the future.

[0145] In one embodiment, after completing steady-state parameter fitting, transient operating parameter fitting, and rope parameter generation, the load mass values ​​of the car at multiple moments can be determined based on the second electrical signal or other electrical signals obtained from on-site debugging. An example of the relationship between the car's running speed and time during the period from start to stop is as follows: Figure 5 The illustrated example curve of operating speed versus time shows that during the time period from the start to the stop of the car, the car sequentially experiences a standstill, acceleration upwards, constant speed operation, deceleration, and finally, a stop. When the actual load mass of the car is 1633 kg, this corresponds to... Figure 5 An example diagram of the calculated real-time load quality change curve can be shown as follows: Figure 6 As shown, based on Figure 6 The calculated average load mass is 1622 kg, with an error of 0.67% compared to the actual load mass. The response time for load mass calculation is 0.5 s.

[0146] In one specific embodiment, a schematic diagram of the elevator car load mass measurement architecture can be shown as follows: Figure 7 As shown, based on Figure 7 After sequentially executing the above steady-state parameter fitting steps, the above transient operating parameter fitting steps, and the rope parameter generation steps, the current load mass of the elevator car can be calculated under normal elevator operation. A flowchart illustrating the elevator car load mass measurement steps is shown below. Figure 8 As shown, based on Figure 8 The above-mentioned method for measuring the load mass of an elevator car may specifically include the following steps.

[0147] During elevator operation, computer equipment can collect a first electrical signal from the traction motor in the elevator's drive system. The first electrical signal may include a current signal and a voltage signal.

[0148] Based on the first electrical signal, the current motor power of the traction motor, the current travel speed of the car, the current travel status of the car, the current travel height between the car's current position and the reference position, and the car's lifting / lowering status are determined; pre-fitted steady-state parameter values ​​and pre-generated rope parameter values ​​are obtained. The lifting / lowering status can be determined based on the current moment and the direction of the car's travel speed over a previous period.

[0149] Determine whether the current operating state is a uniform speed operating state. When the operating state is a uniform speed operating state, according to the conservation of input power and power consumption of the transmission system, based on the current motor power value, current operating speed value, steady state parameter value, rope parameter value and current operating height value, the current load mass value of the car is determined by formula (13) when the car is in the ascending state, and the current load mass value of the car is determined by formula (14) when the car is in the descending state.

[0150] When the operating state is non-uniform speed operation, when calculating the estimated value of the load mass for the first time, the estimated value of the inertial power is set to the default value. Based on the current value of the motor power and the estimated value of the inertial power, the estimated value of the steady-state power is determined. Based on the estimated value of the steady-state power, the current value of the operating speed, the steady-state parameter value, the rope parameter and the current value of the operating height, the estimated value of the load mass of the car is determined by formula (13) when the car is in the ascending state, and the estimated value of the load mass of the car is determined by formula (14) when the car is in the descending state.

[0151] Obtain the first relational expression in formula (8) that matches the current running speed, and determine from Table 2 the different preset mass values ​​m1, m2, ..., m based on the current running state and the current lifting state. nThe coefficients for each preset mass value are used; based on the first relational formula, the current operating speed, and the coefficients corresponding to different preset mass values, the first value P of the inertial power corresponding to each preset mass value is determined. 1J P 2J ... P nJ Based on different preset mass values ​​and the first value of inertia power corresponding to each preset mass value, fit according to formula (9) to determine the coefficient r' = [r2 r1 r0] in formula (9); substitute the estimated value of load mass into the fitted formula (9) to obtain the second value of inertia power, and update the estimated value of inertia power according to the second value of inertia power.

[0152] After the update, the process returns to the step of determining the estimated steady-state power based on the current motor power value and the estimated inertial power value, and continues until the pre-configured iteration stop condition is met. The estimated load mass when the iteration stop condition is met is then determined as the current load mass value of the car.

[0153] The aforementioned elevator car load mass measurement method calculates the car's load mass in real time during elevator operation. It can be applied to elevator scheduling, anomaly or fault diagnosis based on real-time load mass fluctuations, and fault diagnosis of the elevator's built-in mass sensors (for example, pressure sensors are prone to drift, leading to large deviations in the measured load mass. Since the car's load mass is a feedback signal in the elevator control system, significant drift can easily cause the elevator control system to output excessively large or small static torque, resulting in elevator backlash or even serious accidents like bottoming out or overshooting). Therefore, this elevator car load mass measurement method can ensure elevator operational safety.

[0154] It should be understood that although the steps in the flowcharts of the embodiments described above are shown sequentially according to the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some steps in the flowcharts of the embodiments described above may include multiple steps or multiple stages. These steps or stages are not necessarily completed at the same time, but can be executed at different times. The execution order of these steps or stages is not necessarily sequential, but can be performed alternately or in turn with other steps or at least some of the steps or stages of other steps.

[0155] Based on the same inventive concept, this application also provides an elevator car load mass measuring device for implementing the elevator car load mass measuring method described above. The solution provided by this device is similar to the solution described in the above method; therefore, the specific limitations of one or more elevator car load mass measuring device embodiments provided below can be found in the limitations of the elevator car load mass measuring method described above, and will not be repeated here.

[0156] In one exemplary embodiment, such as Figure 9 As shown, an elevator car load mass measuring device 900 is provided, including: a data acquisition module 910, a signal processing module 920, an acquisition module 930, and an L module, wherein:

[0157] The acquisition module 910 is used to acquire the first electrical signal of the traction motor in the elevator's transmission system during elevator operation; the transmission system includes the traction motor that controls the lifting and lowering of the car, the car, the counterweight, and the ropes; the car and the counterweight move relative to each other through the connection of the ropes.

[0158] The signal processing module 920 is used to determine, based on the first electrical signal, the current motor power of the traction motor, the current running speed of the car, the current running status of the car, and the current running height between the car's current position and the reference position.

[0159] The acquisition module 930 is used to acquire the pre-fitted steady-state parameter values ​​and the pre-generated rope parameter values; the steady-state parameter values ​​are related to the mass of the car, the mass of the counterweight, and the mass of the rope when the car is in the reference position; the rope parameter values ​​characterize the change in the mass of the rope when the running height changes by a unit value.

[0160] The load mass determination module 940 is used to determine the current load mass of the car when the operating state is uniform speed operation, based on the conservation of input power and power consumption of the transmission system, and according to the current value of motor power, current operating speed, steady-state parameter value, rope parameter value, and current operating height. The input power is related to the motor power, and the power consumption is related to the car's operating speed, car mass, counterweight mass, rope mass, and car load mass.

[0161] In an exemplary embodiment, the power consumption is the sum of inertial power and steady-state power. The inertial power is zero when the operating state is uniform speed operation and non-zero when the operating state is non-uniform speed operation. The steady-state power is related to the car's operating speed, the car's mass, the counterweight's mass, the rope's mass, and the car's load mass. The load mass determination module 940 is further configured to, when the operating state is non-uniform speed operation, set the estimated value of the inertial power to a default value, determine the estimated value of the steady-state power based on the current motor power value and the estimated value of the inertial power; determine the estimated value of the car's load mass based on the estimated value of the steady-state power, the current operating speed value, the steady-state parameter value, the rope parameter, and the current value of the operating height; update the estimated value of the inertial power based on the current operating speed value and the estimated value of the load mass, and after updating, return to the step of determining the estimated value of the steady-state power based on the current motor power value and the estimated value of the inertial power to continue execution until the pre-configured iteration stop condition is met, and determine the estimated value of the load mass when the iteration stop condition is met as the current load mass value of the car.

[0162] In an exemplary embodiment, the load mass determination module 940 is further configured to obtain a first relational expression adapted to the current operating speed; the first relational expression characterizes the relationship between inertial power and operating speed; the coefficients of the first relational expression are fitted under different preset mass values, and each preset mass value corresponds to a set of coefficients; based on the first relational expression, the current operating speed value, and the coefficients corresponding to each of the different preset mass values, a first value of inertial power corresponding to each of the different preset mass values ​​is determined; according to the different preset mass values ​​and the first value of inertial power corresponding to each of the different preset mass values, a second relational expression is fitted to determine the coefficients in the second relational expression, which characterizes the relationship between inertial power and load mass; the estimated value of load mass is substituted into the fitted second relational expression to obtain a second value of inertial power, and the estimated value of inertial power is updated according to the second value of inertial power.

[0163] In an exemplary embodiment, the reference position is the lowest position that the car can reach, and the steady-state parameter value is the value of the steady-state parameter. The acquisition module 910 is also used to control the car to repeatedly run between the reference position and the highest position that the car can reach when the load mass is set to different preset mass values, and to acquire a second electrical signal for the traction motor corresponding to each preset mass value during the repeated running of the car. The signal processing module 920 is also used to determine the first power adjustment value of the motor power of the traction motor at the first moment based on the second electrical signal corresponding to the preset mass value for each preset mass value, and to obtain the first power adjustment value corresponding to the preset mass value. At the first moment, the running state of the car switches from the accelerated running state to the uniform running state. The elevator car load mass measuring device 900 also includes a fitting module, which is used to obtain a third relation, which uses steady-state power and load mass as variables and steady-state parameter as a coefficient. The steady-state power in the third relation is used to substitute the value of the input power determined based on the first power adjustment value. According to the third relation, the steady-state parameter value is obtained by fitting according to different preset mass values ​​and the first power adjustment values ​​corresponding to each preset mass value.

[0164] In an exemplary embodiment, the first relation is a relation included in the piecewise relation, which includes relation corresponding to different ranges of running speed; the signal processing module 920 is further configured to, for each preset mass value, determine the second power adjustment value of the traction motor power at each second moment and the speed adjustment value of the car running speed at each second moment based on the second electrical signal corresponding to the preset mass value, thereby obtaining the second power adjustment value and speed adjustment value corresponding to the preset mass value at each second moment; at each second moment, the running state is a non-uniform speed running state; the fitting module is further configured to obtain the fourth relation, which uses steady-state power, load mass, and running speed as variables, and Using gravitational acceleration and steady-state parameters as coefficients; based on the preset mass value, the velocity adjustment value corresponding to the preset mass value at each second moment, the steady-state parameter value, the preset gravitational acceleration value, and the fourth relational expression, the calculated value of the steady-state power corresponding to the preset mass value at each second moment is obtained; the difference between the input power value determined based on the second power adjustment value corresponding to the preset mass value at each second moment and the calculated value of the steady-state power corresponding to the preset mass value at the same second moment is determined as the calculated value of the inertial power corresponding to the preset mass value at the same second moment; according to the piecewise relational expression, the coefficients of each relational expression included in the piecewise relational expression are obtained by fitting the calculated value of the velocity adjustment value and the inertial power corresponding to the preset mass at each second moment.

[0165] In an exemplary embodiment, the rope parameter value is the value of the rope parameter. The signal processing module 920 is further configured to, for each preset mass value, determine a third power adjustment value of the motor power at the third moment and a fourth power adjustment value of the motor power at the fourth moment based on the second electrical signal corresponding to the preset mass value; after the car starts from the reference position but before reaching the highest position, at the third moment, the running state switches from the acceleration running state to the uniform speed running state, and at the fourth moment, the running state switches from the uniform speed running state to the deceleration running state; based on the second electrical signal corresponding to the preset mass value, determine the target speed value of the car's running speed during uniform speed running between the third and fourth moments, the first height value of the car's running height between the position at the third moment and the reference position, and the second height value of the car's running height between the position at the fourth moment and the reference position; the fitting module is further configured to, based on the target speed value and the third power adjustment value, the fourth power value, the first height value, and the second height value corresponding to the preset mass value, determine the rope parameter estimation value corresponding to the preset mass value; and generate rope parameter values ​​based on the rope parameter estimation values ​​corresponding to different preset mass values.

[0166] Each module in the aforementioned elevator car load mass measurement device can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in or independent of the processor in a computer device, or stored in the computer device's memory as software, so that the processor can call and execute the corresponding operations of each module.

[0167] In one exemplary embodiment, a computer device is provided, which may be a server, and its internal structure diagram may be as follows: Figure 10 As shown, the computer device includes a processor, memory, input / output (I / O) interfaces, and a communication interface. The processor, memory, and I / O interfaces are connected via a system bus, and the communication interface is also connected to the system bus via the I / O interfaces. The processor provides computational and control capabilities. The memory includes non-volatile storage media and internal memory. The non-volatile storage media stores the operating system, computer programs, and a database. The internal memory provides an environment for the operation of the operating system and computer programs stored in the non-volatile storage media. The database stores the data required for executing the elevator car load mass measurement method described above. The I / O interfaces are used for exchanging information between the processor and external devices. The communication interface is used for communicating with external terminals via a network connection. When the computer program is executed by the processor, it implements an elevator car load mass measurement method.

[0168] Those skilled in the art will understand that Figure 10The structure shown is merely a block diagram of a portion of the structure related to the present application and does not constitute a limitation on the computer device to which the present application is applied. Specific computer devices may include more or fewer components than those shown in the figure, or combine certain components, or have different component arrangements.

[0169] In one embodiment, a computer device is also provided, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the computer program to implement the steps in the above method embodiments.

[0170] In one embodiment, a computer-readable storage medium is provided having a computer program stored thereon that, when executed by a processor, implements the steps in the above method embodiments.

[0171] In one embodiment, a computer program product is provided, including a computer program that, when executed by a processor, implements the steps in the above method embodiments.

[0172] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer-readable storage medium, and when executed, it can include the processes of the embodiments of the above methods. Any references to memory, databases, or other media used in the embodiments provided in this application can include at least one of non-volatile memory and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetic random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. By way of illustration and not limitation, RAM can take many forms, such as Static Random Access Memory (SRAM) or Dynamic Random Access Memory (DRAM). The databases involved in the embodiments provided in this application may include at least one type of relational database and non-relational database. Non-relational databases may include, but are not limited to, blockchain-based distributed databases. The processors involved in the embodiments provided in this application may be general-purpose processors, central processing units, graphics processing units, digital signal processors, programmable logic devices, quantum computing-based data processing logic devices, artificial intelligence (AI) processors, etc., and are not limited to these.

[0173] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this application.

[0174] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of this patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this application should be determined by the appended claims.

Claims

1. A method for measuring the load mass of an elevator car, characterized in that, The method includes: During elevator operation, a first electrical signal is collected from the traction motor in the elevator's transmission system; the transmission system includes a traction motor for controlling the car's lifting and lowering, the car, a counterweight, and ropes; the car and the counterweight move relative to each other through the connection of the ropes. Based on the first electrical signal, determine the current motor power of the traction motor, the current running speed of the car, the current running status of the car, and the current running height between the car's location and the reference position; Obtain pre-fitted steady-state parameter values ​​and pre-generated rope parameter values; the steady-state parameter values ​​are related to the mass of the car, the mass of the counterweight, and the mass of the rope when the car is at the reference position; the rope parameter values ​​characterize the mass change of the rope when the operating height changes by a unit value; When the operating state is a constant speed operating state, according to the conservation of input power and power consumption of the transmission system, the current load mass of the car is determined based on the current motor power value, the current operating speed value, the steady-state parameter value, the rope parameter value, and the current operating height value; the input power is related to the motor power, and the power consumption is related to the operating speed of the car, the mass of the car, the mass of the counterweight, the mass of the rope, and the load mass of the car.

2. The method according to claim 1, characterized in that, The power consumption is the sum of inertial power and steady-state power. The inertial power is zero when the operating state is the uniform operating state and non-zero when the operating state is the non-uniform operating state. The steady-state power is related to the operating speed of the car, the mass of the car, the mass of the counterweight, the mass of the rope, and the load mass of the car. The method further includes: When the operating state is the non-uniform speed operating state, the estimated value of the inertia power is set to the default value, and the estimated value of the steady-state power is determined based on the current value of the motor power and the estimated value of the inertia power. Based on the estimated steady-state power, the current operating speed, the steady-state parameter values, the rope parameters, and the current operating height, the estimated load mass of the car is determined. Based on the current operating speed and the estimated load mass, the estimated inertia power is updated. After the update, the process returns to the step of determining the estimated steady-state power based on the current motor power and the estimated inertia power, and continues until the pre-configured iteration stop condition is met. The estimated load mass when the iteration stop condition is met is determined as the current load mass of the car.

3. The method according to claim 2, characterized in that, The step of updating the estimated value of inertia power based on the current operating speed and the estimated value of the load mass includes: A first relational expression is obtained that is adapted to the value of the current operating speed; the first relational expression represents the relationship between the inertial power and the operating speed; the coefficients of the first relational expression are obtained by fitting the load mass under different preset mass values, and each preset mass value corresponds to a set of coefficients. Based on the first relational expression, the value of the current operating speed, and the coefficients corresponding to the different preset mass values, the first value of the inertial power corresponding to each of the different preset mass values ​​is determined. Based on the different preset mass values ​​and the first value of the inertia power corresponding to each of the different preset mass values, the coefficients in the second relationship are determined by fitting according to the second relationship. The second relationship characterizes the relationship between the inertia power and the load mass. Substitute the estimated value of the load mass into the fitted second relation to obtain the second value of the inertia power, and update the estimated value of the inertia power according to the second value of the inertia power.

4. The method according to claim 3, characterized in that, The reference position is the lowest position that the car can reach, and the steady-state parameter value is the value of the steady-state parameter; the method further includes: With the load mass set to different preset mass values, the car is controlled to repeatedly run between the reference position and the highest position that the car can reach, and during the repeated running of the car, a second electrical signal is collected from the traction motor for each preset mass value; For each preset quality value, based on the second electrical signal corresponding to the preset quality value, a first power adjustment value of the motor power of the traction motor at the first moment is determined, and the first power adjustment value corresponding to the preset quality value is obtained; at the first moment, the running state of the car is switched from the acceleration running state to the uniform running state; Obtain a third relation, wherein the steady-state power and the load mass are variables, and the steady-state parameter is a coefficient; the steady-state power in the third relation is used to substitute the value of the input power determined based on the first power adjustment value; According to the third relation, the steady-state parameter values ​​are obtained by fitting the different preset mass values ​​and the first power adjustment values ​​corresponding to the different preset mass values.

5. The method according to claim 4, characterized in that, The first relation is a relation included in the piecewise relation, which includes relational expressions corresponding to different ranges of the running speed; the method further includes: For each preset mass value, based on the second electrical signal corresponding to the preset mass value, a second power adjustment value for the motor power of the traction motor at each second moment in different second moments is determined, as well as a speed adjustment value for the running speed of the car at each second moment, to obtain the second power adjustment value and speed adjustment value corresponding to the preset mass value at each second moment; at each second moment, the running state is the non-uniform speed running state; Obtain the fourth relation, which uses the steady-state power, the load mass, and the operating speed as variables, and the gravitational acceleration and the steady-state parameter as coefficients; Based on the preset mass value, the velocity adjustment value corresponding to the preset mass value at each second moment, the steady-state parameter value, the preset gravitational acceleration value, and the fourth relational expression, the calculated value of the steady-state power corresponding to the preset mass value at each second moment is obtained; The difference between the input power value determined based on the second power adjustment value corresponding to the preset mass value at each second time point and the calculated value of the steady-state power corresponding to the preset mass value at the same second time point is determined as the calculated value of the inertia power corresponding to the preset mass value at the same second time point. According to the piecewise relation, the coefficients of each relation included in the piecewise relation are obtained by fitting the velocity adjustment value corresponding to the preset mass and the calculated value of the inertia power at each second time point.

6. The method according to claim 4, characterized in that, The rope parameter values ​​are the values ​​of the rope parameters, and the method further includes: For each preset mass value, based on the second electrical signal corresponding to the preset mass value, a third power adjustment value of the motor power at the third moment and a fourth power adjustment value of the motor power at the fourth moment are determined; after the car starts from the reference position but before reaching the highest position, at the third moment, the running state switches from the acceleration running state to the constant speed running state, and at the fourth moment, the running state switches from the constant speed running state to the deceleration running state. Based on the second electrical signal corresponding to the preset mass value, the target speed value of the car's running speed when it is running at a constant speed between the third time and the fourth time, the first height value of the car's running height between the position of the car at the third time and the reference position, and the second height value of the car's running height between the position of the car at the fourth time and the reference position are determined. Based on the target velocity value and the third power adjustment value, fourth power value, first height value, and second height value corresponding to the preset mass value, determine the rope parameter estimate value corresponding to the preset mass value; Based on the estimated rope parameters corresponding to the different preset mass values, rope parameter values ​​are generated.

7. A device for measuring the load mass of an elevator car, characterized in that, The device includes: The acquisition module is used to acquire a first electrical signal from the traction motor in the elevator's transmission system during elevator operation; the transmission system includes a traction motor for controlling the lifting and lowering of the car, the car, a counterweight, and ropes; the car and the counterweight move relative to each other through the connection of the ropes. The signal processing module is used to determine, based on the first electrical signal, the current motor power of the traction motor, the current running speed of the car, the current running status of the car, and the current running height between the car's current position and the reference position. The acquisition module is used to acquire pre-fitted steady-state parameter values ​​and pre-generated rope parameter values; the steady-state parameter values ​​are related to the mass of the car, the mass of the counterweight, and the mass of the rope when the car is at the reference position; the rope parameter values ​​characterize the mass change of the rope when the operating height changes by a unit value; The load mass determination module is used to determine the current load mass of the car when the operating state is a constant speed operating state, based on the conservation of input power and power consumption of the transmission system, and according to the current motor power value, the current operating speed value, the steady-state parameter value, the rope parameter value, and the current operating height value; the input power is related to the motor power, and the power consumption is related to the operating speed of the car, the mass of the car, the mass of the counterweight, the mass of the rope, and the load mass of the car.

8. A computer device comprising a memory and a processor, wherein the memory stores a computer program, characterized in that, When the processor executes the computer program, it implements the steps of the method according to any one of claims 1 to 6.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by a processor, it implements the steps of the method according to any one of claims 1 to 6.

10. A computer program product, comprising a computer program, characterized in that, When the computer program is executed by a processor, it implements the steps of the method according to any one of claims 1 to 6.

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