Calculation and intelligent optimization system for balance compensation device of high-speed elevator

Abstract

The invention relates to the related technical field of elevator compensation devices, and discloses a high-speed elevator balance compensation device calculation and intelligent optimization system which comprises an input module, a calculation module and an output module. The input module comprises input of initial parameters and input of intermediate parameters and further comprises a torque sensor used for monitoring torque of an output shaft of the traction machine in real time. By introducing the concept of the torque change rate, optimizing the calculation method of the single weight of the compensation device and fully considering the friction force of the guide rail system and the factors of the main mass and the auxiliary mass, the calculation precision of the critical lifting height is improved, and the method is suitable for more types of elevator systems; and various parameters (including the torque change rate) of the elevator system are comprehensively considered, and the unit weight and the critical lifting height of the compensation device are accurately calculated, so that the safety and the operation efficiency of the elevator are improved.

Description

Technical Field

[0001] The present invention relates to the technical field related to elevator compensation devices, and in particular to a high-speed elevator balance compensation device calculation and intelligent optimization system. Background Art

[0002] The elevator balance compensation device is one of the key components to ensure the safe operation of the elevator. Its main function is to maintain the weight balance between the car side and the counterweight side during the operation of the elevator, reduce the load fluctuation of the traction machine, and thus improve the efficiency and reliability of the elevator operation.

[0003] The prior art usually adopts an experience-based method to pre-select the unit weight of the compensation device, and determines the theoretical unit weight of the compensation device by analyzing the weight difference or the tension difference of the traction rope on both sides of the traction machine (the car side and the counterweight side). If the error between the two is within a certain range, the pre-selected unit weight of the compensation device is considered qualified. This pre-selection method will lead to the following problems: First, the error is large: the existing method mainly considers the main mass under static conditions (such as the car, counterweight and the dead weight of the traction rope), ignoring the influence of the auxiliary mass and dynamic friction, resulting in distortion of the calculation result of the critical lifting height; second, it is not suitable for all types of elevators: for high-speed and light-load passenger elevators, ignoring dynamic factors will lead to large deviations in the calculation results, affecting the safety and operation efficiency of the elevator; third, lack of theoretical support: the existing method relies more on experience and lacks theoretical basis, especially there is no clear standard in the selection range of the unit weight of the compensation device. In order to solve the above problems, a high-speed elevator balance compensation device calculation and intelligent optimization system is proposed. Summary of the invention

[0004] The present invention provides a high-speed elevator balance compensation device calculation and intelligent optimization system, which solves the problems in the above-mentioned background technology.

[0005] The present invention solves the technical problem by adopting the following technical solutions:

[0006] A high-speed elevator balance compensation device calculation and intelligent optimization system, comprising an input module, a calculation module, and an output module;

[0007] The input module includes an input of initial parameters and an input of intermediate parameters, and also includes a torque sensor for real-time monitoring of the torque of the traction machine output shaft;

[0008] The calculation module includes compensation device mass unit weight range determination and critical lifting height determination, and the compensation device mass unit weight range determination is based on the torque variation rate ROC, which is defined as: Among them, T max , T min , T avg are the maximum, minimum and average torque respectively;

[0009] The output module includes the following conclusions: whether a compensation device needs to be added according to theoretical calculation of the critical lifting height and whether the unit weight of the pre-selected compensation device meets the requirements.

[0010] Preferably, the initial parameters include main parameters of the elevator, system additional mass parameters, traction wheel and rope groove parameters, car size parameters, and counterweight size parameters.

[0011] Preferably, the intermediate parameters include travel friction, intermediate mass parameter calculation, intermediate acceleration parameter calculation, and dynamic and static determination parameters.

[0012] Preferably, the travel friction force calculation formula includes:

[0013] Friction force on the car side shaft (top floor of unloaded car), FR 1 =n f ×f×g n ×P×(x p +y p ) / L c ;

[0014] Friction force on the car side shaft (car rated load lower floor), FR' 1 =n f ×f×g n ×(P+Q)×(x p +y p ) / L c ;

[0015] Friction force on the hoistway on the counterweight side (top floor of unloaded car), FR 2 =n c ×f'×g n ×M cwt ×(x w +y w ) / L w ;

[0016] Friction force on the hoistway on the counterweight side (lower floor of car rated load), FR' 2 =n c ×f'×g n ×M cwt ×(x w +y w ) / L w .

[0017] Preferably, the dynamic and static determination parameter formula includes:

[0018] Equivalent static friction coefficient of rope groove (U-shaped groove), f 1 =4×μ 1×(cos(γ / 2)-sin(β / 2)) / (π-β-γ-sinβ+sinγ);

[0019] Equivalent dynamic friction coefficient of rope groove, f 2 =4×μ 2 ×(cos(γ / 2)-sin(β / 2)) / (π-β-γ-sinβ+sinγ);

[0020] Static judgment parameter, E 1 =e f1α ; Dynamic determination parameter, E 2 =e f2α .

[0021] Preferably, the formula for determining the unit weight range of the compensation device includes:

[0022] Theoretical compensation device unit weight, q b =(4×n s ×q s ×rn d ×q d ) / n b / 4;

[0023] The difference between actual and theoretical compensation device weight, Δq b =[(1-K)×Q×ROC / 100] / H X / 2;

[0024] The lower limit of the single weight initial selection range of the compensation device, q 1 bf =(n b ×q b -Δq b ) / 2;

[0025] Upper limit of single weight primary selection range of compensation device, q 1 bf =(n b ×q b +Δq b ) / 2; Draw a conclusion based on the initial elevator lifting height.

[0026] Preferably, the critical lifting height determination formula is:

[0027] Loading and unloading conditions, H 1 =(E 1 ×W c -W s ) / (r×n s ×q s );

[0028] Emergency braking condition (the car is empty and located at the top station), H 2 =(E2 ×P×YW c ×X+E 2 ×FR 1 +FR 2 -E 2 ×W 2 -W' 2 ) / [r×n s ×q s ×ZE 2 ×(n d ×q d / 2)×Y];

[0029] Emergency braking condition (the rated load of the car is at the bottom station), H 3 =(E 2 ×W c ×YW r ×X+E 2 ×FR' 2 +FR' 1 -E 2 ×W' 2 -W 2 ) / (r×n s ×q s ×Z);

[0030] Final critical lifting height, H min =min(H 1 ,H 2 ,H 3 ).

[0031] The advantages and positive effects of the present invention are: by introducing the concept of torque variation rate, the calculation method of the unit weight of the compensation device is optimized, and the factors of the friction of the guide rail system and the auxiliary mass of the main mass are fully considered to improve the accuracy of the critical lifting height calculation, and it is suitable for more types of elevator systems. By comprehensively considering various parameters of the elevator system (including the torque variation rate), the unit weight and critical lifting height of the compensation device can be calculated more accurately, thereby improving the safety and operation efficiency of the elevator. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] The present invention is further described below in conjunction with the accompanying drawings and embodiments.

[0033] Figure 1 It is a schematic diagram of the calculation process of the present invention; DETAILED DESCRIPTION

[0034] The present invention will now be described in further detail with reference to the accompanying drawings. These drawings are simplified schematic diagrams, which only illustrate the basic structure of the present invention in a schematic manner, and therefore only show the components related to the present invention.

[0035] The embodiments of the present invention are further described in detail below with reference to the accompanying drawings:

[0036] Reference Figure 1 As shown, the elevator balance compensation device is one of the key components to ensure the safe operation of the elevator. Its main function is to maintain the weight balance between the car side and the counterweight side during the operation of the elevator, reduce the load fluctuation of the traction machine, and thus improve the operation efficiency and reliability of the elevator. The prior art usually adopts an experience-based method to pre-select the unit weight of the compensation device, and determines the theoretical unit weight of the compensation device by analyzing the weight difference on both sides of the traction machine (the car side and the counterweight side) or the traction rope tension difference. If the errors between the two are within a certain range, the pre-selected compensation device weight is considered qualified. This pre-selection method will lead to the following problems: First, the error is large: the existing method mainly considers the main mass under static conditions (such as the weight of the car, counterweight and traction rope), ignoring the influence of the auxiliary mass and dynamic friction, resulting in distortion of the calculation results of the critical lifting height; second, it is not applicable to all types of elevators: for high-speed and light-load passenger elevators, ignoring dynamic factors will lead to large deviations in the calculation results, affecting the safety and operation efficiency of the elevator; third, lack of theoretical support: the existing method relies more on experience and lacks theoretical basis, especially in the selection range of the single weight of the compensation device. There is no clear standard. In order to solve the above problems, a high-speed elevator balance compensation device calculation and intelligent optimization system is proposed, including an input module, a calculation module, and an output module;

[0037] The input module includes an input of initial parameters and an input of intermediate parameters, and also includes a torque sensor for real-time monitoring of the torque of the traction machine output shaft;

[0038] The calculation module includes compensation device mass unit weight range determination and critical lifting height determination, and the compensation device mass unit weight range determination is based on the torque variation rate ROC, which is defined as: Among them, T max , T min , T avg are the maximum, minimum and average torque respectively;

[0039] The output module includes the following conclusions: whether it is necessary to add a compensation device according to theoretical calculation of the critical lifting height and whether the unit weight of the pre-selected compensation device meets the requirements; by introducing the concept of torque variation rate, optimizing the calculation method of the unit weight of the compensation device, and fully considering the factors of the friction of the guide rail system and the auxiliary mass of the main mass, so as to improve the accuracy of the critical lifting height calculation, which is suitable for more types of elevator systems, and by comprehensively considering various parameters of the elevator system (including the torque variation rate), the unit weight and critical lifting height of the compensation device are calculated more accurately, thereby improving the safety and operation efficiency of the elevator.

[0040] It should be noted that the elevator torque variation rate usually refers to the fluctuation degree of the motor output torque in the elevator drive system, which reflects the impact of load changes on the torque during the operation of the elevator. This indicator directly affects the smoothness, energy consumption and equipment life of the elevator operation, and the above torque variation rate: is usually expressed as a percentage of the torque fluctuation amplitude to the average torque.

[0041] Furthermore, the factors affecting the torque change rate are as follows:

[0042] Load changes: Sudden load changes caused by elevator starting and stopping, and passengers entering and exiting;

[0043] Control system performance: whether the inverter response speed and PID parameter adjustment are reasonable;

[0044] Mechanical transmission: mechanical problems such as wear of traction wheel, wire rope, gear box clearance, etc.

[0045] Power quality: Voltage fluctuations or harmonic interference lead to unstable motor output.

[0046] Furthermore, international standards such as EN 81-20 / 50 have indirect requirements for the smooth operation of elevators. Excessive torque fluctuation will cause the acceleration to exceed the standard. Accordingly, in the comfort index, the acceleration is usually required to be less than 1.0m / s 2 , the corresponding torque change rate must be controlled within 5% (the specific value varies depending on the type of elevator).

[0047] It should also be noted that the above torque change rate measurement method is mainly obtained through the following two methods: direct measurement, using a torque sensor installed on the motor output shaft to collect data in real time; the other is through indirect calculation, in which the torque is inferred through the motor current (T∝I) and speed, and the motor parameters need to be calibrated.

[0048] Specifically, the calculation and intelligent optimization system of the above-mentioned entire balance compensation device is explained through a calculation example. 1. Calculate the relevant parameters:

[0049] 1.1. Main parameters of elevator,

[0050] P—car weight, P=4200kg;

[0051] Q—rated load, Q=5000kg;

[0052] V—rated speed, V=0.5m / s;

[0053] r—traction ratio, r=4;

[0054] K—Elevator balance coefficient, K=0.5;

[0055] H x —Lifting height, Hx =30m;

[0056] 1.2. Additional quality parameters of the system:

[0057] q b —Unit mass of compensation device (preselected), q b =7.2kg / m;

[0058] n b —Number of compensation devices, n b =2;

[0059] q d —Unit mass of the accompanying cable, q d =4.2kg / m;

[0060] n b —Number of accompanying cables, n d =1;

[0061] q s —Unit mass of wire rope, q s =0.494kg / m;

[0062] n s —Number of traction wire ropes, n s =8; a—deceleration during braking, a=0.5m / s 2 ; ROC—torque variation rate (adjusted and determined based on engineering experience), 0≤ROC≤5.

[0063] 1.3. Traction sheave and rope groove parameters (U-shaped groove is used in this example):

[0064] α—wrapping angle of the wire rope on the traction sheave, α=171°;

[0065] β—the lower cut angle of the rope groove on the traction sheave, β=105°;

[0066] γ—the angle of the rope groove, γ=35°;

[0067] V gs —Corresponding traction rope speed at rated speed, V gs =V×r=2m / s;

[0068] μ 1 — Friction coefficient of sheave under loading condition, μ 1 =0.1;

[0069] μ 2 — Friction coefficient of rope sheave under emergency stop condition, μ 2 =0.1 / (1+V gs / 10)=0.083;

[0070] i—number of wheels on the car side (including return pulley and guide pulley, regardless of diameter), i=2;

[0071] P i car — Single weight of a wheel of a certain type on the car side;

[0072] m 2 —Average mass of car side wheels, m 2 =P 1 car +P 2 car +…+P i car / i=120kg;

[0073] I , —Number of wheels on the counterweight side (including return pulley and guide pulley, regardless of diameter), i = 2;

[0074] P i cwt — some type of wheel single weight on the counterweight side;

[0075] m' 2 —Average mass of wheels on the counterweight side, m' 2 =P 1 cwt +P 2 cwt +…+P i cwt / I'=120kg;

[0076] k—rotating wheel mass conversion coefficient "Mechanical Design Manual" Chengdaxian sixth edition, Table 1-1-84, k = 0.6;

[0077] w 2 —Converted mass of car side wheels, w 2 =k×i×m 2 =144kg;

[0078] w' 2 —Counterweight side wheel converted mass, w' 2 =k×i'×m' 2 =72kg.

[0079] 1.4. Car size parameters:

[0080] W j —Clear width of car, W j =2550mm;

[0081] L j —Clear depth of car, W j =3250mm;

[0082] X p —The center of gravity of the car is offset from the suspension point in the X direction by X p =L j / 8 = 406 mm;

[0083] Y p —The car center of gravity and the suspension point are offset in the Y direction by Y p =W j / 8 = 319 mm;

[0084] L c —Distance between upper and lower guide shoes of car, L c =4200mm;

[0085] n f —Number of car tracks, n f =6;

[0086] 1.5. Counterweight size parameters:

[0087] D yc —Counterweight depth, D yc =2050mm;

[0088] D xc —Counterweight width, D xc =400mm;

[0089] X w —The eccentricity of the counterweight horizontal section in the width direction X w =D xc ×10%=40mm;

[0090] Y w —Eccentricity of the counterweight horizontal section in the depth direction Y w =D yc ×5%=102.5mm;

[0091] L w —Distance between upper and lower guide shoes of car, L w =4300mm;

[0092] n c —Number of car tracks, n c =2;

[0093] 2. Determination of intermediate parameters:

[0094] 2.1. Calculation of travel friction:

[0095] Friction force on the car side shaft (top floor of unloaded car), FR 1 =n f ×f×g n ×P×(x p +yp ) / L c =3542N;

[0096] Friction force on the car side shaft (car rated load lower floor), FR' 1 =n f ×f×g n ×(P+Q)×(x p +y p ) / L c =7758N;

[0097] Friction force on the hoistway on the counterweight side (top floor of unloaded car), FR 2 =n c ×f'×g n ×M cwt ×(x w +y w ) / L w =348N;

[0098] Friction force on the hoistway on the counterweight side (lower floor of car rated load), FR' 2 =n c ×f'×g n ×M cwt ×(x w +y w ) / L w =348N; 2.2. Calculation of intermediate mass parameters

[0099] Overload mass sub-item, W s =(1.25×Q+P)=10450kg;

[0100] Rated mass sub-item, W r =(Q+P)=9200kg;

[0101] Counterweight mass, W c =(P+K×Q)=6450kg;

[0102] Unladen mass sub-item, W p =(P+n d ×q d × H / 2) = 4227 kg;

[0103] Traction wire rope mass sub-item, W 1 =r×n s ×q s ×H=474kg;

[0104] Car side wheel mass sub-item, W 2 =w 2 ×a=72kg;

[0105] Counterweight side wheel mass sub-item, W' 2 =w' 2 ×a=36kg;

[0106] 2.3. Calculation of intermediate acceleration parameters:

[0107] Gravity acceleration in the same direction, X = g n +a=10.31m / s 2 ;

[0108] Gravity reverse acceleration component, Y = g n -a=9.31m / s 2 ;

[0109] Drag ratio related acceleration sub-items, Z = g n +a×(r 2 +2) / 3=12.81;

[0110] 2.4. Dynamic and static determination parameters:

[0111] Equivalent static friction coefficient of rope groove (U-shaped groove), f 1 =4×μ 1 ×(cos(γ / 2)-s in(β / 2)) / (π-β-γ-sinβ+s inγ)=0.21;

[0112] Equivalent dynamic friction coefficient of rope groove, f 2 =4×μ 2 ×(cos(γ / 2)-s in(β / 2)) / (π-β-γ-s inβ+sin

[0113] γ)=0.174;

[0114] Static determination parameter, E 1 =e f1α =1.87;

[0115] Dynamic decision parameter, E 2 =e f2α =1.68.

[0116] 3. Determination of the unit weight range of the compensation device:

[0117] Theoretical compensation device unit weight, q b =(4×n s ×q s ×rn d ×q d ) / n b / 4 = 7.68 kg / m;

[0118] The difference between actual and theoretical compensation device weight, Δq b=[(1-K)×Q×ROC / 100] / H X / 2 = 2.29 kg / m;

[0119] The lower limit of the single weight initial selection range of the compensation device, q 1 bf =(n b ×q b -Δq b ) / 2=6.54kg / m;

[0120] Upper limit of single weight primary selection range of compensation device, q 1 bf =(n b ×q b +Δq b ) / 2=8.83kg / m;

[0121] Conclusion: According to the initial selection of elevator lifting height, the weight of the compensation device is 7.2kg / m, 8.83≥q b ≥6.54, qualified!

[0122] 4. Critical lifting height determination:

[0123] Loading and unloading conditions, H 1 =(E 1 ×W c -W s ) / (r×n s ×q s )=102m;

[0124] Emergency braking condition (the car is empty and located at the top station), H 2 =(E 2 ×P×YW c ×X+E 2 ×FR 1 +FR 2 -E 2 ×

[0125] W 2 -W' 2 ) / [r×n s ×q s ×ZE 2 ×(n d ×q d / 2)×Y]=28m;

[0126] Emergency braking condition (the rated load of the car is at the bottom station), H 3 =(E 2 ×W c ×YW r ×X+E 2 ×FR' 2+FR' 1 -E 2 ×W' 2 -W 2 ) / (r×n s ×q s × Z)=70m;

[0127] Final critical lifting height, H min =min(H 1 ,H 2 ,H 3 )=28m;

[0128] Conclusion: Under the condition of elevator rated speed V = 0.5m / s, the critical height is H 2 ≤28m.

[0129] The above calculation examples can clearly and precisely calculate the elevator balance compensation, improve the accuracy of the single weight calculation of the compensation device, improve the calculation accuracy of the critical elevator lifting height, and enhance the safety and reliability of the elevator system.

[0130] It should be emphasized that the embodiments described in the present invention are illustrative rather than restrictive, and therefore the present invention is not limited to the embodiments described in the specific implementation manners. Any other implementation manners derived by those skilled in the art based on the technical solutions of the present invention also fall within the scope of protection of the present invention.

Claims

1. A high-speed elevator balance compensation device calculation and intelligent optimization system, characterized in that: It includes input module, calculation module and output module; The input module includes an input of initial parameters and an input of intermediate parameters, and also includes data from a torque sensor for monitoring the torque of the output shaft of the traction machine; The calculation module includes compensation device mass unit weight range determination and critical lifting height determination. The compensation device mass unit weight range determination is based on the torque variation rate ROC, which is defined as: Among them, T max , T min , T avg are the maximum, minimum and average torque respectively; The output module includes the following conclusions: calculating the critical lifting height theoretically to determine whether it is necessary to add a compensation device and whether the unit weight of the pre-selected compensation device meets the requirements.

2. A high-speed elevator balance compensation device calculation and intelligent optimization system according to claim 1, characterized in that: The initial parameters include main parameters of the elevator, system additional mass parameters, traction wheel and rope groove parameters, car size parameters, and counterweight size parameters.

3. A high-speed elevator balance compensation device calculation and intelligent optimization system according to claim 1, characterized in that: The intermediate parameters include travel friction, intermediate mass parameter calculation, intermediate acceleration parameter calculation, and dynamic and static determination parameters.

4. A high-speed elevator balance compensation device calculation and intelligent optimization system according to claim 3, characterized in that: The travel friction force calculation formula includes: Friction force on the car side shaft (top floor of unloaded car), FR1 = n f ×f×g n ×P×(x p +y p ) / L c ; Friction force on the car side shaft (car rated load lower floor), FR'1 = n f ×f×g n ×(P+Q)×(x p +y p ) / L c ; Friction force on the counterweight side of the hoistway (top floor of the car without load), FR2 = n c ×f'×g n ×M cwt ×(x w +y w ) / L w ; Friction force on the hoistway on the counterweight side (lower floor of car rated load), FR'2 = n c ×f'×g n ×M cwt ×(x w +y w ) / L w .

5. A high-speed elevator balance compensation device calculation and intelligent optimization system according to claim 3, characterized in that: The dynamic and static determination parameter formula includes: Equivalent static friction coefficient of rope groove (U-groove), f1 = 4 × μ1 × (cos (γ / 2) - sin (β / 2)) / (π - β - γ - sin β + sin γ); (The example only uses the U-groove, there is actually a V-groove option: f1 = μ1 / sin (0.5 × γ)) Equivalent dynamic friction coefficient of rope groove, f2 = 4 × μ2 × (cos (γ / 2) - sin (β / 2)) / (π - β - γ - sin β + sin γ) (the example only uses the U-groove, there is actually a V-groove option: f2 = μ2 / sin (0.5 × γ)); Static judgment parameter, E1 = e f1α ; Dynamic determination parameter, E2 = e f2α .

6. A high-speed elevator balance compensation device calculation and intelligent optimization system according to claim 1, characterized in that: The formula for determining the unit weight range of the compensation device includes: Theoretical compensation device unit weight, q b =(4×n s ×q s ×rn d ×q d ) / n b / 4; The difference between actual and theoretical compensation device weight, Δq b =[(1-K)×Q×ROC / 100] / H X / 2; The lower limit of the single weight initial selection range of the compensation device, q 1 bf =(n b ×q b -Δq b ) / 2; Upper limit of single weight primary selection range of compensation device, q 1 bf =(n b ×q b +Δq b ) / 2; Draw a conclusion based on the initial elevator lifting height.

7. A high-speed elevator balance compensation device calculation and intelligent optimization system according to claim 1, characterized in that: The critical lifting height determination formula is: Loading and unloading conditions, H1=(E1×W c -W s ) / (r×n s ×q s ); Emergency braking condition (the car is empty and located at the top station), H2 = (E2 × P × YW c ×X+E2×FR1+FR2-E2×W2-W'2) / [r×n s ×q s ×Z-E2×(n d ×q d / 2)×Y]; Emergency braking condition (the rated load of the car is at the bottom station), H3 = (E2 × W c ×YW r ×X+E2×FR'2+FR'1-E2×W'2-W2) / (r×n s ×q s ×Z); Final critical lifting height, H min =min(H1,H2,H3).

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