Elevator energy consumption monitoring method and system

Abstract

The invention relates to the technical field of energy consumption monitoring, in particular to an elevator energy consumption monitoring method and system. The method comprises the following steps that an operation instruction sent by an elevator controller is responded, high-frequency synchronous sampling is conducted on electrical parameters of a frequency converter, the accelerated speed of a lift car, the position of a shaft and a brake control signal with the time sequence of the instruction as the reference, and an elevator start-stop event window covering the complete start-stop process is recognized; energy needed by static friction is analyzed according to the elevator start-stop event window, the net energy consumption of the stroke is calculated, the braking energy recovery efficiency is evaluated, and the braking recovery efficiency is obtained; and the elevator operation energy consumption index is evaluated according to the brake recovery efficiency, so that elevator energy consumption real-time monitoring is achieved. The elevator starting and stopping transient energy consumption monitoring system realizes monitoring of elevator starting and stopping transient energy consumption so as to quantify starting impact and real braking recovery efficiency.

Description

Technical Field

[0001] The present invention relates to the technical field of energy consumption monitoring, and in particular to a method and system for monitoring energy consumption of an elevator. Background Art

[0002] Elevators are complex electromechanical systems with vastly different energy consumption characteristics under various operating conditions, such as starting and stopping, acceleration and deceleration, and constant-speed operation. Most of their energy exchange and losses occur during these two brief and intense dynamic processes. At the moment an elevator starts from rest, the inverter must output a peak current far exceeding its rated value to overcome system static friction and establish drive torque. This process is one of the primary energy consumption impact points in elevator operation. Similarly, during deceleration and braking, especially when traveling upward with a light load on the counterweight side or descending with a heavy load, the elevator system has the potential to convert mechanical energy (kinetic and potential) into electrical energy, a process known as regenerative power generation. However, existing elevator energy consumption monitoring methods fail to capture critical transient energy consumption characteristics, leading to a significant underestimation of startup impact energy consumption and a distorted assessment of recoverable energy during the braking phase. Summary of the Invention

[0003] Based on this, the present invention provides an elevator energy consumption monitoring method and system to solve at least one of the above technical problems.

[0004] To achieve the above object, a method for monitoring elevator energy consumption includes the following steps: Step S1: In response to the operation command issued by the elevator controller, the inverter electrical parameters, car acceleration, shaft position and brake control signal are sampled synchronously at high frequency based on the timing of the command to generate the elevator start and stop synchronous electronic control data; Step S2: Identify the elevator start / stop event window covering the complete start / stop process based on the elevator start / stop synchronous electronic control data; analyze the energy required for static friction based on the elevator start / stop event window, and perform excitation consumption compensation to obtain a static friction power consumption calibration value; Step S3: Calculate the net energy consumption of this trip based on the real-time position and load information in the elevator start and stop event window; Step S4: Analyze the dynamic response behavior of the DC bus voltage during the braking phase in the elevator start-stop event window, and evaluate the braking energy recovery efficiency based on the net energy consumption of this trip to obtain the braking recovery efficiency; Step S5: Evaluate the elevator operation energy consumption index according to the braking recovery efficiency to achieve real-time monitoring of the elevator energy consumption.

[0005] The present invention also provides an elevator energy consumption monitoring system for executing the elevator energy consumption monitoring method described above. The elevator energy consumption monitoring system includes: The elevator start-stop sampling module is used to respond to the operation command issued by the elevator controller, and perform high-frequency synchronous sampling of the inverter electrical parameters, car acceleration, shaft position and brake control signals based on the timing of the command to generate elevator start-stop synchronous electronic control data; The static friction compensation module is used to identify the elevator start-stop event window covering the complete start-stop process based on the elevator start-stop synchronous electronic control data; analyze the energy required for static friction based on the elevator start-stop event window, and perform excitation consumption compensation to obtain the static friction power consumption calibration value; The potential energy conversion module is used to calculate the total amount of potential energy conversion caused by the imbalance between the elevator car and the counterweight and the change in the gravity of the wire rope based on the real-time position and load information in the elevator start and stop event window, and determine the total work of potential energy conversion; The braking recovery calculation module is used to analyze the dynamic response behavior of the DC bus voltage during the braking phase in the elevator start-stop event window and evaluate the braking energy recovery efficiency based on the net energy consumption of this trip to obtain the braking recovery efficiency; The energy consumption monitoring and evaluation module is used to evaluate the elevator operation energy consumption index based on the braking recovery efficiency to achieve real-time monitoring of elevator energy consumption.

[0006] The beneficial effects of the present invention are: On one hand, the present invention uses the elevator controller's operating instructions as a timing reference to perform high-frequency synchronous sampling of the inverter's electrical parameters, car acceleration, hoistway position, and brake signals, generating precisely aligned multi-dimensional "elevator start-stop synchronous electrical control data." This process, based on a unified time reference, fundamentally resolves the data timing misalignment issues inherent in existing technologies, caused by heterogeneous data sources and varying sampling frequencies. It accurately constructs an "event window" covering the entire physical process from elevator start to stop. Furthermore, by precisely identifying the starting points of electrical drive and mechanical motion within this event window, the work performed to overcome static friction from electrical drive to mechanical motion can be precisely quantified and effectively compensated, significantly improving the accuracy of elevator energy consumption and effectively addressing the technical challenge of existing methods severely underestimating startup impact energy consumption.

[0007] On the other hand, the present invention evaluates the efficiency of braking energy recovery by deeply analyzing the dynamic response behavior of the DC bus voltage during the braking phase, such as the voltage climb rate, peak voltage, and high-voltage maintenance time. This method breaks through the limitations of traditional methods that only focus on the ratio of theoretical recoverable energy to measured electrical energy, and incorporates the braking system into the evaluation system; by constructing a matrix reflecting the dynamic response of voltage, the present invention can reveal the potential energy waste dissipated through the braking resistor due to improper control parameters or component aging, thereby being able to more realistically and comprehensively reflect the actual recovery efficiency of braking energy. This refined evaluation of the dynamic process provides unprecedented accurate data insights for optimizing the inverter braking control strategy and improving the actual energy saving effect, and solves the problem of distortion in the evaluation of braking recovery potential in existing technologies.

[0008] On the other hand, by calculating the net energy consumption of the trip after eliminating the influence of static friction, and combining it with the dynamically evaluated braking recovery efficiency, the present invention finally constructs a comprehensive elevator operation energy consumption index and realizes real-time monitoring. This enables the energy consumption management of elevators to leap from the past extensive total power statistics to a new stage of refined, multi-dimensional energy efficiency comprehensive evaluation of a single trip. This energy consumption index can not only reflect the overall energy efficiency of the elevator under specific working conditions in real time and intuitively, but also effectively identify energy consumption anomalies caused by deep-seated problems such as abnormal increase in mechanical resistance and attenuation of electrical system efficiency. In addition, when it is monitored that the energy consumption index continues to deviate from the baseline, it can issue a timely warning, providing accurate and dynamic data support for the energy-saving optimization control, maintenance strategy adjustment and energy consumption management of the entire life cycle of the elevator, effectively avoiding safety hazards and unnecessary waste of operating costs caused by long-term concealment of energy efficiency issues. BRIEF DESCRIPTION OF THE DRAWINGS

[0009] Figure 1 Schematic diagram of the steps of the elevator energy consumption monitoring method of the present invention; Figure 2 Schematic diagram of the modules of the elevator energy consumption monitoring system of the present invention; The purpose, features and advantages of the present invention will be further described with reference to the accompanying drawings and in conjunction with the embodiments. DETAILED DESCRIPTION

[0010] To achieve this, please refer to Figures 1 to 2 The present invention provides an elevator energy consumption monitoring method, comprising the following steps: Step S1: In response to the operation command issued by the elevator controller, the inverter electrical parameters, car acceleration, shaft position and brake control signal are sampled synchronously at high frequency based on the timing of the command to generate the elevator start and stop synchronous electronic control data; In this embodiment of the present invention, when the elevator control system (e.g., the mainboard) issues a run command (e.g., from the 3rd floor to the 8th floor), data collection immediately responds. The precise moment the command is issued is defined as time zero (T=0), and high-frequency synchronous data acquisition is initiated from multiple sensors. The acquisition frequency can be set to 1kHz to ensure that all transient changes are captured.

[0011] In one implementation of this embodiment of the present invention, assume that at time T = 0.000s, the elevator controller issues an up command. All subsequent data points are timestamped relative to T = 0. At time T = 0.152s, a set of data is synchronously recorded: the inverter's three-phase output current: {Ia = 5.2A, Ib = 5.1A, Ic = 5.3A}; the car-top accelerometer reading: {ax = 0.01m / s², ay = 0.02m / s², az = 0.04m / s²} (az represents the vertical direction); the traction machine encoder position: P = 10.00m (absolute position relative to the bottom of the shaft); and the mechanical brake control signal: 1 (power on, ready to release). This data collection process continues until the elevator completes its run and stops for a period of time (e.g., 2 seconds after stopping), forming a raw data set. This data set is the elevator's start-stop synchronous electronic control data.

[0012] Step S2: Identify the elevator start / stop event window covering the complete start / stop process based on the elevator start / stop synchronous electronic control data; analyze the energy required for static friction based on the elevator start / stop event window, and perform excitation consumption compensation to obtain a static friction power consumption calibration value; In this embodiment of the present invention, the synchronous electronic control data generated in the previous step is analyzed to define a precise "elevator start-stop event window." This window encompasses not only the elevator's operational process but also the brief period before and after it starts and stops, for example, from one second before the command is issued to two seconds after the mechanical stop. The energy consumed to overcome static friction within this event window is then accurately calculated.

[0013] In one implementation of the present invention, the event window is identified as follows: the command is issued at T=0.000s, and the elevator finally returns to zero speed and closes the brake at T=15.820s. The event window is defined as [-1.000s, 17.820s]. Key node identification: Electrical drive starting point: At T=0.210s, the inverter output current is detected to have significantly increased from the standby value of 0.5A for the first time. Mechanical motion starting point: At T=0.530s, the absolute value of the vertical acceleration of the car is detected to have exceeded the preset threshold of 0.05m / s² for the first time. Static friction energy consumption calculation: The inverter output current time series data from T=0.210s to T=0.530s (time span 0.32s) is extracted, i.e., the startup feedforward current. This current data is integrated along the time axis to obtain a current-time integral value, for example, 6.5A·s. Combined with the preset motor torque coefficient (for example, 2.2Nm / A) and motor parameters, the electrical energy required to overcome the static friction in this stage is converted to obtain the static friction electrical energy consumption, for example, 450J. Excitation consumption compensation: Check the motor speed data from T=0.210s to T=0.530s. It is found that the motor rotates slightly during this period (to establish pre-torque). The energy consumed by no-load excitation is calculated based on the speed and the motor no-load model to obtain the excitation compensation energy, for example, 30J. Calibration value generation: Subtract the excitation compensation energy from the static friction electrical energy consumption to obtain the final static friction power consumption calibration value: 450J-30J=420J.

[0014] Step S3: Calculate the net energy consumption of this trip based on the real-time position and load information in the elevator start and stop event window; In one implementation of an embodiment of the present invention, the total power consumption is calculated by performing a time integration on the total power input of the inverter within the entire event window to obtain the total power consumption of this trip, for example, 55,000 J. Intermediate drive power consumption: the static friction power consumption calibration value obtained in the previous step is subtracted from the total power consumption to obtain the intermediate drive power consumption value: 55,000 J - 420 J = 54,580 J. Potential energy conversion calculation: from the position data of the event window, the starting position is identified as 10.0 m (corresponding to the 3rd floor), the ending position is 25.0 m (corresponding to the 8th floor), and the physical distance is 15.0 m. Fixed parameters are obtained: the car's own weight is 1,200 kg, and the counterweight mass is 1,600 kg (configured according to a 50% balance coefficient). The average load of this trip is read from the weighing device as 200 kg. Calculate the benchmark unbalanced load: (car 1,200 kg + load 200 kg) - counterweight 1,600 kg = -200 kg (the counterweight side is heavier). Calculate the total work of potential energy conversion: ,in, For unbalanced load, is the acceleration due to gravity, usually 9.8m / s², = is the altitude difference. (A negative value indicates a decrease in system potential energy, meaning the work performed externally may be recoverable.) Net energy consumption calculation: Calculate the net energy consumption for this trip by algebraically summing the intermediate drive power consumption with the total work converted from potential energy: 54,580 J + (-29,400 J) = 25,180 J.

[0015] Step S4: Analyze the dynamic response behavior of the DC bus voltage during the braking phase in the elevator start-stop event window, and evaluate the braking energy recovery efficiency based on the net energy consumption of this trip to obtain the braking recovery efficiency; In one implementation of an embodiment of the present invention, the braking window is determined by identifying the braking time window from T=13.500s to T=15.500s where the acceleration continues to be negative. Theoretical recoverable energy calculation: Calculate the kinetic energy (from 2m / s to 0m / s) and potential energy change of the system within this window. Assume that the kinetic energy reduction is 8000J and the potential energy reduction (calculated based on the position change and load during this period) is 4000J. The theoretical recoverable energy is 8000J+4000J=12000J. Measured braking electric energy calculation: Extract the DC bus voltage sequence within the braking window. It is known that the normal bus voltage is 540V, the braking resistor trigger voltage threshold is 750V, the braking resistor value is 50Ω, and the bus capacitance value is 2000μF. Analysis of the voltage sequence shows that the bus voltage peak reaches 765V, and the total time the voltage is maintained above 750V (high voltage maintenance time) is 0.2s, thereby calculating the energy consumed by the braking resistor: ,in, is the high voltage average voltage, the average voltage value during the period when the bus voltage exceeds the threshold; is the braking resistance value; is the high voltage maintenance time. Calculate the energy increment stored in the bus capacitor: ; in, is the busbar capacitance value, is the peak bus voltage; Normal bus voltage. Actual braking energy Regeneration efficiency calculation: Theoretically, this 12,000J of energy should flow to the grid or energy storage device. However, due to the increased bus voltage, 2,573J of energy is consumed internally (resistor heating and capacitor energy storage). Assuming 9,000J of energy is fed back to the grid (measured by the regeneration unit), the actual total energy recovered is 9,000J. Regeneration efficiency = (actual recovered energy / theoretical recoverable energy) = 9,000J / 12,000J = 75%.

[0016] Step S5: Evaluate the elevator operation energy consumption index according to the braking recovery efficiency to achieve real-time monitoring of the elevator energy consumption.

[0017] In one implementation of the present invention, the operating condition classification is as follows: based on the current operation information (ascending, from the 3rd floor to the 8th floor, with a load of 200 kg), it is automatically classified as a "medium trip, ascending, light load" operating condition, and the operating condition category label is obtained: Benchmark matching: Search the built-in operating efficiency benchmark database and match the tags The corresponding working condition performance benchmark data is obtained: {expected net energy consumption: 24000J, expected recovery efficiency: 85%}. Deviation calculation: Recovery efficiency deviation: (this recovery efficiency - expected recovery efficiency) / expected recovery efficiency Net energy consumption compliance: Net energy consumption of this trip / expected net energy consumption This indicates that energy consumption is 4.9% higher than the baseline. Energy Consumption Index Assessment: Based on a preset weighted algorithm, the elevator's operating energy consumption index is evaluated by combining the recovery efficiency deviation (-11.8%) and the net energy consumption compliance (104.9%). For example, with a full score of 100, points are deducted based on the degree of deviation. The final energy consumption index for this trip was 88, marked "Good," but with a warning indicating "Low Braking Regeneration Efficiency."

[0018] Preferably, step S1 includes the following steps: Step S11: The moment when the elevator controller issues the operation command is taken as the starting point, and marked as the command issuance time; Step S12: Using the command issuance time, synchronously time-stamp the output current of the frequency converter, the car top accelerometer, the traction machine encoder, and the mechanical brake control signal in the elevator to obtain multi-source monitoring time-stamp data; Step S13: Accurately align the multi-source monitoring timestamp data according to the timestamps, and cut out the preset time window from the moment the instruction is issued to the moment the operation ends, to form the elevator start and stop operation segment data; Step S14: performing structural association of electric control signals on the elevator start and stop operation segment data to generate elevator start and stop synchronous electric control data.

[0019] In one implementation of this embodiment, run commands are captured by monitoring the elevator control system's CAN bus. Specifically, when the elevator controller broadcasts a CAN message with an ID of 0x101 and a data field containing the target floor information (for example, 0x08 for the 8th floor), the DAQ hardware trigger is activated. This trigger immediately captures the current time from its internal high-precision clock and marks it as the command issuance time, T0. It should be noted that T0 is a high-precision Unix timestamp, such as 1672531200.123456 seconds.

[0020] In one implementation of the present invention, once the instruction is issued at time T0, data collection begins through its multiple synchronous analog and digital input channels at a preset sampling frequency of 1kHz. Specifically, at 210 milliseconds after T0, that is, At the same time, the following instantaneous values ​​are timestamped: the U-phase current Iu = 8.5A collected from the inverter current transformer; the vertical Z-axis acceleration az = 0.01m / s² collected from the three-axis accelerometer installed on the car roof; the pulse number read from the traction motor shaft end encoder ; and control signals collected from the brake controller relay contacts (A high level indicates that the brake coil is energized.) This process continues, generating a collection of discrete data points with a unified, high-precision timestamp, known as multi-source monitoring timestamp data.

[0021] In one implementation of the present invention, all the timestamp data generated by each sensor channel are sorted in ascending order according to the timestamp in the memory and integrated into a unified time series matrix. Specifically, the starting point of the cropping window is preset to 1 second before the instruction is issued T0, that is, The end point of the window is determined by dynamic retrieval: forward scanning the speed data converted by the encoder, find the moment when the speed is continuously zero for the first time, and at the same time confirm that the brake control signal has become 0 (de-energized closed) at this time, and record this moment as Then, set the endpoint to After the preset 2 seconds, For example, if for , then the final clipped time window is , all data with timestamps outside this range will be discarded, forming elevator start and stop operation fragment data.

[0022] In one implementation of an embodiment of the present invention, specifically, a data frame structure is created, in which each frame corresponds to a sampling time point. The data frame contains multiple fields, such as "relative time (ms)", "current U (A)", "current V (A)", "current W (A)", "acceleration Z (m / s²)", "position (m)", "speed (m / s)", "brake signal status", etc. It should be noted that the "position" and "speed" in the data frame are not directly measured, but are obtained by real-time calculation of the original pulse number of the traction machine encoder. For example, the accumulated pulse number of the encoder is converted into the absolute position of the car in the shaft in real time. The conversion process relies on a preset conversion model that is closely related to the mechanical structure of the elevator. The model is constructed based on the traction wheel diameter, the number of encoder lines and the traction ratio. Its core mathematical expression is: ; in, The absolute position of the car relative to the preset zero point of the hoistway (usually the ground floor level position); The total number of original pulses output by the encoder; The number of pulses generated per complete rotation of the encoder shaft; is the effective diameter of the traction sheave that drives the wire rope, is the traction ratio, a dimensionless integer reflecting the elevator rope winding method. For example, for an elevator with a 1:1 winding method (the car speed is equal to the rope speed), =1; At the same time, by continuously analyzing the position data By performing a differential operation, we can get the instantaneous speed of the car: ; in, is the instantaneous speed of the car, For the current moment, For the current moment The car position, is the sampling time interval.

[0023] Preferably, accurately aligning the multi-source monitoring timestamp data according to the timestamps and cutting out a preset time window from before the instruction is issued to after the operation ends also includes: After the command is issued, the output current of the inverter is retrieved in the forward direction, and the moment when the current first starts to rise from the standby value is used as the starting point of the electrical drive; Monitor the current signal of the traction machine brake coil in the elevator. When the current signal reaches the preset rated value and the brake is fully opened, it is marked as the brake release moment; After the brake is released, the acceleration signal of the car is retrieved in the forward direction, and the moment when the absolute value of the acceleration exceeds the preset acceleration threshold for the first time is regarded as the starting point of the mechanical movement; During the braking process of the elevator, the starting point is when the elevator controller issues a deceleration command, and the end point of the mechanical braking is when the speed feedback from the elevator encoder reaches zero and the current signal of the traction machine brake coil disappears. The multi-source monitoring timestamp data is clipped using the electrical drive starting point, mechanical movement starting point and mechanical stop end point to generate elevator start and stop operation fragment data.

[0024] In one implementation of the present invention, starting from the time T0 when the command is issued, the three-phase current effective value (RMS) of the inverter is checked one by one at the subsequent sampling points. Specifically, the standby current value of the elevator inverter is preset to 0.5A. This value is obtained by taking multiple samples of the inverter in the non-operating state and taking the average value. The search program found that at the relative time t=209ms, the current value was 0.5A, and at the next sampling point t=210ms, the current value jumped to 2.1A. The rising slope far exceeds the normal noise fluctuation. Therefore, Marked as the "electrical drive starting point" for this run.

[0025] In one implementation of the present invention, the DC current flowing through the electromagnetic coil of the traction machine brake is synchronously monitored. It should be noted that according to the technical manual of this type of traction machine, the rated holding current of its brake coil is 1.2A. At this time, the electromagnetic attraction is sufficient to completely overcome the spring force and completely separate the brake shoe from the brake wheel. It is monitored that the brake coil begins to be energized at t=300ms, and the current begins to rise from 0A and reaches and stabilizes at 1.2A for the first time at t=450ms. Therefore, Marked as "brake release moment", this moment ensures that the mechanical brake has been completely released.

[0026] In one implementation of the embodiment of the present invention, from the moment of brake release (Right now ) and focus on analyzing the data of the Z-axis (vertical direction) of the car top accelerometer. It should be noted that in order to filter out the noise of the sensor itself and the interference caused by the slight shaking of the car, an acceleration threshold is preset. The threshold is determined by statistically analyzing the standard deviation of the acceleration signal when the elevator is stationary (for example, taking the 3-sigma value). The search found that the acceleration value at t=529ms was 0.02m / s², and at t=530ms, the acceleration value suddenly increased to 0.06m / s², exceeding the threshold for the first time. . Then Marked as "starting point of mechanical movement".

[0027] In one implementation of the embodiment of the application, when the elevator approaches the target floor, the controller issues a deceleration instruction, and the system enters a stop monitoring state. Specifically, the car speed calculated from the encoder pulses and the brake coil current are continuously monitored. At t = 15800 ms, the speed value fed back by the encoder first drops to 0.0 m / s, at which time the frequency converter stops outputting, but the brake coil current is still maintained at 1.2 A. Continued monitoring detects that the brake coil current drops from 1.2 A to 0 A at t = 15820 ms. It should be noted that the time when the two conditions are met simultaneously is taken as the end point, in order to ensure that the elevator not only has zero speed, but also that the mechanical brake has reliably engaged, marking the complete end of physical operation. Therefore, the point is marked as the "mechanical stop end point".

[0028] In one implementation of the embodiment of the application, the key time points identified according to the foregoing steps are used to accurately clip the original multi-source monitoring timestamp data. Specifically, the start point of the clipping is selected as the "electrical drive start point" , and the end point of the clipping is selected as the "mechanical stop end point" . All data points with timestamps within the closed interval [T0+0.210s, T0+15.820s] are extracted to form a data subset that accurately covers the entire core process from motor start to complete mechanical locking braking, i.e., the "elevator start-stop operation segment data".

[0029] Preferably, the energy required to analyze the static friction according to the elevator start-stop event window in step S2 includes: extracting the frequency converter output current data between the electrical drive start point and the mechanical movement start point in the elevator start-stop synchronous electric control data to form a pre-start feed current; integrating the pre-start feed current along the time axis and converting it in combination with a preset motor torque coefficient to quantify the energy required to overcome the static friction, obtaining a static friction electric energy consumption; extracting the motor speed data from the elevator start-stop synchronous electric control data, and if the motor speed is not zero before the mechanical movement start point, calculating the energy of the no-load excitation consumption according to the motor speed data to obtain an excitation compensation energy; subtracting the excitation compensation energy from the static friction electric energy consumption to obtain a static friction power consumption calibration value.

[0030] In one implementation of the embodiment of the application, the "electrical drive start point" and the "mechanical movement start point" ​. Specifically, the data of all sampling points between these two timestamps is extracted, spanning a time window of 320 ms. Since the sampling frequency is 1 kHz, this will result in a time series containing 320 data points. Each data point contains the instantaneous value of the three-phase current output by the frequency converter . For the convenience of subsequent torque and energy calculation, the three-phase current is synthesized into a current space vector magnitude in real time .

[0031] It should be noted that the time series of 320 values accurately depicts the total current output by the motor to establish the pre-torque and overcome the system static friction before the macroscopic movement of the car. This time series is defined as the "pre-start feed current" of this operation.

[0032] In an implementation of an embodiment of the present application, the pre-start feed current is numerically integrated to calculate the total current-time product. Specifically, since the data is discrete, the integration operation is achieved by accumulation: , where is the sampling interval, i.e. 0.001 seconds. Assuming that the calculated current-time integral value is 6.4 A·s within these 320 ms. It should be noted that the "preset motor torque coefficient" is a key parameter, whose value (e.g. = 2.2 Nm / A) is obtained by consulting the motor factory nameplate or by offline motor performance test bench calibration. Subsequently, an energy conversion model is used to estimate the electrical energy consumption, which maps the current-time integral value to electrical energy. For example, the energy conversion model can be a simplified engineering formula , where is the average DC bus voltage at this stage (about 540 V), is the equivalent power factor during the pre-magnetizing stage (empirical value, about 0.4). According to this calculation, the static friction electrical energy consumption .

[0033] In an implementation of an embodiment of the present application, the motor speed data converted by the hoisting machine encoder is checked within the time window from the "electrical drive start point" to the "mechanical movement start point" . Specifically, in some permanent magnet synchronous motor (PMSM) control strategies, in order to accurately find the rotor magnetic pole position before starting, the frequency converter will inject a small amount of current to make the motor rotate slightly. Assuming that a low-speed rotation of the motor with an average (about ) is detected within this window. It should be noted that the energy consumed by the no-load excitation is calculated according to the no-load characteristics of the motor. The no-load current of this motor (only used to maintain magnetic field and overcome iron loss and wind resistance) has been experimentally determined to be =4.0A. Then, the no-load power consumption at this stage is Through the model Approximate calculation, where No-load power consumption refers to the power consumed by the motor to maintain its own operation when there is no mechanical load. is the no-load current, i.e. the input current required to achieve the above no-load power consumption; is the motor stator resistance, which is the inherent resistance parameter of the motor winding. represents the copper loss of the stator winding; is a function of angular velocity The related function represents the sum of hysteresis loss and eddy current loss generated by the motor core under the alternating magnetic field; is the mechanical angular velocity of the motor. Or, taking a more simplified engineering approach, , It is the average voltage value applied to the motor terminals during this low-speed rotation; is the no-load current, same as above; Is the power factor of the motor under this no-load condition, reflecting the phase relationship between voltage and current. Assume that the no-load power consumption under this condition is about 70W through calibration. Therefore, the excitation compensation energy .

[0034] In another implementation of the embodiment of the present invention, a final compensation calculation is performed to obtain a calibration value of energy consumption purely for overcoming static friction. Specifically, the calculation is a simple algebraic subtraction of the "static friction electric energy consumption" obtained in the previous step and the "excitation compensation energy". It should be noted that the purpose of this compensation step is to strip off those energy consumption parts that are not directly used to overcome "stationary" friction (such as the energy to maintain the magnetic field), so that the calibration result more accurately reflects the "viscosity" characteristics of the mechanical system. Using the calculation results above, the static friction power consumption calibration value This final value of 1359.6 J is recorded as the static friction power consumption benchmark for this elevator start.

[0035] Preferably, step S3 includes the following steps: Step S31: extract the total input power according to the elevator start and stop event window, and perform time integration on it to obtain the total power consumption of the trip; Step S32: Subtract the static friction power consumption calibration value from the total power consumption of the stroke to obtain the intermediate drive power consumption value; Step S33: Identify the starting and ending floors of the start and stop operations based on the position data of the elevator start and stop event window, and obtain the operating floor information; Step S34: Analyze the dynamic potential energy load according to the elevator start and stop event window; Step S35: Calculate the physical distance between the starting floor and the target floor according to the running floor information, and calculate the total potential energy conversion amount of the elevator according to the physical distance and the dynamic potential energy load to obtain the total potential energy conversion work; Step S36: performing algebraic summation on the intermediate drive power consumption value and the total work converted from potential energy to obtain the net energy consumption of this trip.

[0036] In one implementation of the embodiment of the present invention, a power quality analyzer or a dedicated power sensor installed at the AC input end of the inverter is used to synchronously collect the three-phase input voltage within the "elevator start and stop event window". , input current and power factor Specifically, the instantaneous input power is calculated at a frequency of 1kHz during the entire period from the "electrical drive starting point" to the "mechanical stop end point". ,in, is the effective value of the voltage between the two phases of the inverter input terminal; is the effective value of the current flowing into any phase of the inverter. Subsequently, the total power consumption is calculated by numerically integrating this series of instantaneous power values. It should be noted that this integration operation is expressed as a summation in discrete terms: ,in is each sampling moment, is the sampling interval (0.001 seconds). For example, assuming a trip from the 4th floor to the 8th floor, by accumulating the power values ​​at 10,000 sampling points, the total input power consumption for this trip is calculated to be 53,640.4 joules (J). This value fully reflects all power input, including consumption by the motor drive, control system, and the inverter itself.

[0037] In one implementation of the present invention, the precisely calibrated static friction power consumption value for this startup process is subtracted from the total power consumption for the trip calculated in the previous step. Specifically, the one-time energy input at the startup moment to overcome the "viscosity" characteristics of the mechanical system, which is independent of the trip length, is stripped from the total energy consumption, thereby obtaining an energy consumption value that better reflects the dynamic efficiency during operation. It is important to note that this separation is crucial for accurately evaluating the energy efficiency of an elevator during acceleration, constant speed, and deceleration. Assume that the calibrated static friction power consumption value obtained from S2 is 1359.6J, and the total power consumption for the trip is 53640.4J. The intermediate drive power consumption value = 53640.4J - 1359.6J = 52280.8J. This intermediate drive power consumption value represents the actual energy consumed to drive the elevator from the beginning of the macroscopic movement of the car to the final stop.

[0038] In one implementation of the present invention, a "hoistway absolute position-to-floor mapping table," pre-established during the commissioning phase, is utilized. This table stores the hoisting machine encoder readings or converted absolute height values ​​corresponding to each floor leveling position. Specifically, the position data at the "mechanical movement starting point," for example, an absolute height of 10.1 meters, is extracted. By querying the mapping table (e.g., {..., 3F: 7.0m, 4F: 10.0m, 5F: 13.0m, ...}), it is matched to the nearest starting floor, the 4th floor. Similarly, the position data at the "mechanical stop end point," for example, an absolute height of 25.0 meters, is extracted. By querying the mapping table (e.g., {..., 7F: 22.0m, 8F: 25.0m, ...}), the ending floor is determined to be the 8th floor. It should be noted that this floor identification method based on real-time position data more accurately reflects the elevator's actual physical travel than relying solely on controller commands, avoiding analysis errors caused by abnormal operations such as overshooting and emergency stops. The final floor information for this operation is 4F -> 8F.

[0039] In one implementation of the present invention, the dynamic potential energy load is not a single value, but a function that changes with the position of the car. Specifically, its calculation model is: , is the real-time absolute height of the car. (Car weight, for example 1200kg), (counterweight, for example 1800kg), (wire rope mass per unit length, e.g. 2.5 kg / m) and (Total shaft height, for example 50m) are all static parameters of the elevator preset in the system. The real-time load in the car (e.g. 200kg in this case) is measured by the weighing device at the bottom of the car after the door is closed and transmitted. is the real-time absolute height of the car, It should be noted that this model not only takes into account the basic unbalanced mass of the car and counterweight (1200+200)-1800=-400kg, but also This term accurately compensates for the weight difference of the traction rope that changes as the car rises and falls, thereby obtaining the accurate potential energy load acting on the traction sheave at each moment.

[0040] In another implementation of the embodiment of the present invention, according to the obtained floor information, the leveling height of the starting floor 4F is found from the "hoistway absolute position-floor mapping table" and the floor height of the terminating floor 8F , calculate the physical distance Specifically, the total work of potential energy conversion By dynamic potential energy load Integrating along the physical distance gives: To simplify the calculation, this embodiment uses the midpoint of the stroke to evaluate the potential energy load: midpoint height , the compensation quality at this time is Therefore, the average unbalanced mass of the stroke for Based on this calculation, the total work of potential energy conversion is A negative value indicates that the overall potential energy of the system is reduced during this light-load upward movement.

[0041] In one implementation of an embodiment of the present invention, a simple algebraic sum is performed: t = Intermediate drive power consumption + Total work converted from potential energy. Note that the sum here is signed; the sign of the total work converted from potential energy directly reflects the contribution of potential energy change to system energy consumption (negative values ​​indicate contributed energy, positive values ​​indicate consumed energy). Using the data from the previous step, calculate: Net energy consumption for this trip = 52280.8J + (-64312.5J) = -12031.7J. It's important to note that a negative net energy consumption value indicates that the trip as a whole generated electricity, meaning the reduction in system potential energy was sufficient to overcome all operational resistance and losses.

[0042] Preferably, analyzing the dynamic potential energy load according to the elevator start-stop event window includes: Obtain the elevator car's deadweight, counterweight mass, and real-time weighing load data inside the car to calculate the baseline unbalanced load excluding the influence of the wire rope; Calculate the rope compensation mass based on the real-time position data in the elevator start-stop event window and the preset total shaft height and the mass per unit length of the wire rope; The real-time total unbalanced mass is derived by algebraically summing the reference unbalanced load and the steel rope compensation mass at each time point; Multiply the real-time total unbalanced mass by the gravitational acceleration constant to obtain the dynamic potential energy load.

[0043] In one implementation of the embodiment of the present invention, a set of elevator static parameters that have been solidified in the non-volatile memory during the debugging phase is called. and counterweight mass It is obtained by consulting the design blueprint and factory nameplate of the elevator, for example, Before the elevator closes its door and starts, multiple piezoelectric load cells installed at the bottom of the car will perform a weighing operation and send the average value to the data acquisition unit via the CAN bus to obtain real-time weighing load data in the car. Assume that there are three passengers on this trip and the weighing device measures It should be noted that the calculation model of the benchmark unbalanced load is According to the data in this example, the base unbalanced load = (1000kg + 225kg) - 1400kg = -175kg. This negative value means that without considering the weight of the wire rope, the counterweight side is 175kg heavier than the car side.

[0044] In one implementation of the present invention, another set of preset hoistway physical parameters is used to calculate the unbalance of the wire rope as it changes with position. , i.e. the total travel from the bottom floor to the top floor level, is precisely measured and entered during installation, e.g. . Wire rope mass per unit length , then according to the model and specifications of the wire rope used (for example, 8 Wire rope) from the supplier's manual, e.g. For each sampling point in the "elevator start and stop event window", read its corresponding real-time position data h(t) (converted by the encoder). It should be noted that the calculation model of the steel rope compensation quality is ,in, For real-time location data. For example, at a certain moment in the journey , car position , then the steel rope compensation mass at this time is A positive value indicates that the wire rope on the car side is heavier than that on the counterweight side.

[0045] In one implementation of this embodiment, the static baseline imbalance is combined with the dynamic rope imbalance to produce a dynamic variable that accurately reflects the overall mass imbalance state of the system at any given moment. Specifically, an algebraic summation is performed for each timestamp t in the "elevator start / stop event window." The calculation model is: It should be noted that this calculation is performed point by point, thus generating a "real-time total unbalance mass" curve related to position (time). Continuing with the previous example, in At this moment (car position h=15m), real-time total unbalanced mass Near the starting point of the journey (for example, h = 1m), the value can be ; Near the end of the trip (e.g. h=59m), the value can be .

[0046] In one implementation of the present invention, the dimensionless mass data is converted into a force with physical meaning (i.e., load). Specifically, a gravitational acceleration constant (g) is built in, and its value is precisely set according to the local geographical location, usually The calculation model is: .this This is the "dynamic potential energy load", which represents the equivalent linear force of the net torque acting on the traction sheave caused solely by gravity, without considering any friction and inertia effects. It should be noted that the sign of this load is crucial: a negative value indicates that the counterweight side is heavier, and the elevator system has a tendency to move downward, which is a regenerative power generation condition (load assist) for the upward elevator; a positive value indicates the opposite. Moment (h=15m), dynamic potential energy load This -1274 Newton force is the net potential capacity that the elevator traction system needs to overcome or utilize at that moment.

[0047] Preferably, before analyzing the dynamic response behavior of the DC bus voltage during the braking phase in the elevator start-stop event window and evaluating the braking energy recovery efficiency based on the net energy consumption of this trip in step S4, the method further includes: By identifying the section where the elevator acceleration is continuously negative in the elevator start-stop synchronous electronic control data, the braking time window is determined; Extract the inverter DC bus voltage time series data within the braking time window to generate a bus voltage sequence; Perform differential calculation on the bus voltage sequence and extract its maximum positive slope to obtain the maximum voltage climbing rate; Extract the maximum voltage value reached from the bus voltage sequence as the peak bus voltage; Based on the peak bus voltage and the preset brake resistor trigger voltage threshold, a voltage safety margin is matched to reflect the voltage margin; The maximum voltage climbing rate and the voltage safety margin are weighted and combined to generate the elevator dynamic response factor; Calculate the total time duration that the voltage value in the bus voltage sequence exceeds the preset high voltage threshold value to obtain the high voltage maintenance time; A response behavior matrix is ​​constructed based on the high voltage maintenance time and the elevator dynamic response factor.

[0048] In one implementation of the embodiment of the present invention, in the "elevator start-stop synchronous electronic control data", the vertical acceleration (Z-axis) time series measured by the car top accelerometer is analyzed. Specifically, a sliding window filter (for example, a moving average filter with a window size of 50ms) is applied to smooth the original acceleration data to eliminate high-frequency noise. Then, starting from the time when the elevator reaches the highest speed, the search is conducted to find the first segment that meets the requirement of "continuously exceeding a preset time length (for example, 100ms) and the acceleration value continuously being less than a preset negative threshold (for example, -0.1m / s²)". It should be noted that the starting point and the end point of this segment are precisely marked to form a "braking time window". For example, identify the time from the relative moment =13.520s to = 15.650 s, the smoothed average acceleration is -0.8 m / s2, this section is determined as the braking time window of this trip, and its duration is 2.13 s.

[0049] In an implementation form of the embodiment, according to the braking time window [13.520 s, 15.650 s] determined in the previous step, the inverter DC bus voltage (Vdc) data in the corresponding time period is accurately extracted from the synchronous electric control data. Specifically, since the sampling frequency is 1 kHz, the Vdc data from the 13521th sampling point to the 15651th sampling point is intercepted, and a total of 2131 voltage values are obtained. This ordered set containing 2131 data points is the “bus voltage sequence”. It should be noted that this sequence completely records the whole process of voltage dynamic change caused by the feedback of regenerative energy to the DC bus during the braking phase. For example, the starting value of the sequence will be close to the normal 540 V, then it will rise rapidly, reach a peak at some intermediate point, and finally gradually fall as the elevator speed decreases.

[0050] In an implementation form of the embodiment, the bus voltage sequence is differentiated to obtain the rate of change of voltage with respect to time . Specifically, since the data is discrete, the differentiation calculation is realized by difference: wherein is the sampling interval, is the DC bus voltage value measured at the discrete sampling time point . The instantaneous rate of change of each point in the calculation sequence is calculated, and the maximum positive value is found therefrom. It should be noted that the “maximum voltage climb rate” is a key indicator for measuring the response speed of the bus voltage under the impact of braking energy. For example, at a certain point of the sequence, and the next point , then the climb rate of this point is . After traversing the entire sequence, it is found that the maximum value is 15000 V / s, and this value is recorded as the “maximum voltage climb rate” of this braking.

[0051] In an implementation form of the embodiment, the bus voltage sequence is simply traversed to determine the highest point reached by the DC bus voltage within the entire braking time window. Specifically, this operation is equivalent to finding the maximum value in an array containing 2131 voltage values. It should be noted that the “peak bus voltage” directly reflects the degree of voltage stress borne by the braking system, and is an important parameter for evaluating the safety and energy management capability of the system. Assuming that after traversal it is found that at the relative time t = 14.100 s, the bus voltage reaches its maximum value . This 768 V is recorded as the “peak bus voltage” of this braking.

[0052] In one implementation of the embodiment of the present invention, the obtained "peak bus voltage" is compared with a key preset parameter "brake resistor trigger voltage threshold Specifically, It is a fixed protection parameter of the inverter, usually set by the manufacturer (e.g. 750V). When the bus voltage exceeds this value, the inverter will start the braking unit to consume the excess energy in the braking resistor. It should be noted that the "voltage safety margin" is matched through a piecewise function or lookup table (LUT). This model converts the voltage difference This is mapped to a standardized margin score (e.g., 0-10). For example, the model specifies: if the voltage difference > 50V, the margin is 10 points (very safe); if the voltage difference is 10V < 50V, the margin is (-10) / 4; and if the voltage difference is ≤ 10V (including negative values), the margin is 0 points (dangerous or protection triggered). In this example, 750V - 768V = -18V, so the matched "voltage safety margin" is 0 points.

[0053] In one implementation of the present invention, a preset weighted formula is used to comprehensively evaluate the dynamic characteristics of the bus voltage. Specifically, the calculation model is: ; in, is a normalization function that maps each variable to the interval [0, 1]; and is the weight coefficient (e.g. ), which reflects the importance attached to climb rate and safety margin. It should be noted that The normalization is based on the maximum value of historical data statistics, and The normalization of is based on its score range (0-10 points). Assuming that after normalization, Then the elevator dynamic response factor is The higher this factor between 0 and 1, the more violent the dynamic response is and the closer it is to the safety boundary.

[0054] In one implementation of the embodiment of the present invention, a "high voltage threshold" is set. ”, this threshold is usually slightly lower than the braking resistor trigger threshold, e.g. Specifically, traverse the entire "bus voltage sequence" and count all voltage values The number of sampling points with voltage values ​​greater than 720V is calculated. Then, this count is multiplied by the sampling interval Δt (0.001 seconds) to obtain the total duration. It should be noted that the "high voltage maintenance time" reflects the risk of the busbar being in a high stress state for a long time. For example, if 350 points with voltage values ​​greater than 720V are found in the sequence, the high voltage maintenance time is 100%. seconds. This duration intuitively quantifies the degree of the continuous impact of the braking energy on the bus capacitor.

[0055] In another implementation of the embodiment of the application, the last calculated high-voltage maintenance time and the elevator dynamic response factor are taken as a two-dimensional coordinate point (0.35s, 0.85) for constructing a response behavior matrix. Specifically, the "response behavior matrix" is a predefined two-dimensional evaluation space, with the X-axis being the "high-voltage maintenance time" and the Y-axis being the "dynamic response factor". This space is divided into several regions, each of which corresponds to a qualitative evaluation of braking behavior, such as "ideal", "normal", "attention", and "warning". It should be noted that this matrix is constructed based on a large amount of experimental data and expert experience.

[0056] Preferably, step S4 comprises the following steps: Step S41: Extract the speed change and position change within the braking time window based on the elevator start-stop event window, and calculate the reduced kinetic energy according to the car mass, load, and speed change of the elevator, and calculate the potential energy change according to the position change and dynamic potential energy load, and the sum of the two is the theoretical recoverable energy; Step S42: Calculate the sum of the energy consumed by the braking resistor and the energy increment stored in the bus capacitor within the high-voltage maintenance time using the bus voltage sequence, the preset braking resistor value, and the DC bus capacitor value, to obtain the measured braking electric energy; Step S43: Generate the initial recovery efficiency by dividing the measured braking electric energy by the theoretical recoverable energy; Step S44: According to the combination of the high-voltage maintenance time and the elevator dynamic response factor in the response behavior matrix, query the dynamic efficiency coefficient reflecting the dynamic quality of the braking process in the preset dynamic efficiency mapping table, and multiply the coefficient by the initial recovery efficiency to obtain the braking recovery efficiency.

[0057] In the embodiment of the application, the synchronous data within the "elevator start-stop event window" is used to focus on the previously determined "braking time window" (for example, from t=12.550s to t=14.850s). By querying the encoder conversion data at the start and end points of the window, the accurate changes of speed and position are obtained.

[0058] In one implementation of the embodiment of the application, the following are read , and . Then, the preset total motion mass of the elevator , including the equivalent mass of the car, load, counterweight, steel wire rope, and compensation chain, for example , is called, and calculation is performed based on the kinetic energy formula . Specifically, the reduced kinetic energy is . At the same time, the dynamic potential energy load of the braking interval is Integrate along the position change to get the potential energy change .

[0059] It should be noted that if the braking is in the down direction, ΔEp is usually a negative value, indicating that the potential energy is reduced. Finally, the two parts of energy are algebraically summed to obtain the theoretical recoverable energy This value represents the total amount of mechanical energy released by deceleration and altitude descent under ideal conditions.

[0060] In one implementation of the embodiment of the present invention, the braking resistance value matching the monitored inverter model is read from its hardware parameter library. (e.g. 50Ω) and the DC bus capacitance value (e.g. 2200μF), these parameters are entered from the equipment nameplate or technical manual during initialization. Specifically, the bus voltage sequence is in the "high voltage maintenance time" (i.e. voltage All sampling points of the period exceeding the braking resistor trigger threshold) and summed by discrete To calculate the heat energy consumed by the braking resistor, (Energy consumed by the braking resistor): Indicates the total electrical energy consumed by the braking resistor during the entire high-voltage maintenance time, in joules (J). This is the main part of the regenerative energy dissipated. (Discrete sum symbol): Indicates the summation of a sequence. In this formula, it represents the accumulation of all the tiny energy values ​​calculated at each sampling instant during the high voltage maintenance time to obtain the total energy. (Instantaneous bus voltage): Indicates the Sampling time points The instantaneous value of the DC bus voltage read from the bus voltage sequence at the time of braking, in volts (V). Since the voltage fluctuates during braking, the instantaneous value of each sampling point must be used for accurate calculation. Braking resistor value): This is a fixed hardware parameter that represents the resistance of the inverter's external braking resistor, in ohms (Ω). Example value: 50Ω. (Sampling time interval): represents the time difference between two consecutive sampling points in data acquisition, representing the time base for calculating energy elements, in seconds (s). Assuming that the calculation is .

[0061] In another implementation of the embodiment of the present invention, it is also necessary to calculate the additional energy stored in the bus capacitor due to the voltage increase, and the calculation model is: ,in, (DC bus capacitance value): This is a fixed hardware parameter, representing the total capacity of the DC bus filter capacitor inside the inverter, in Farad (F). (e.g. 768V) and (e.g. 540V) is the peak value and normal operating voltage extracted from the bus voltage sequence. Finally, the two parts of energy are added together to obtain the measured braking energy .

[0062] In one implementation of the present invention, a division operation is performed, but its physical meaning is to calculate the ratio of successfully recovered energy to the theoretical total energy. It should be noted that the measured braking energy represents the energy "wasted" because the system cannot process it in time. Therefore, the successfully recovered energy should be the difference between the theoretically recoverable energy and the measured braking energy. Based on this, the calculation model of the initial recovery efficiency is defined as: ; in, is the theoretical recoverable energy; is the measured braking energy. Specifically, substitute the value calculated in the previous steps into the formula: . Ultimately, This result is recorded as the initial recovery efficiency of this braking process.

[0063] In the embodiment of the present invention, a quantitative indicator reflecting the dynamic stability of the braking process is introduced, combining the macro energy balance analysis with the micro electronic control quality, thereby obtaining a more comprehensive and accurate final recovery efficiency.

[0064] In one implementation of the present invention, the previously calculated high-voltage maintenance time (e.g., 0.15s) and elevator dynamic response factor (e.g., 0.77) are used as a two-dimensional coordinate (0.15, 0.77). Specifically, this coordinate is used to interpolate or directly query a preset "dynamic efficiency mapping table." This table is a two-dimensional matrix whose row and column indices correspond to the discretized intervals of the high-voltage maintenance time and the dynamic response factor, respectively. Each matrix cell stores a dynamic efficiency coefficient. It should be noted that It is a dimensionless penalty coefficient between 0 and 1, and its value is obtained by calibration of a large amount of experimental data or simulation models, reflecting the negative impact of poor dynamic response on actual energy recovery. Finally, the coefficient is multiplied by the initial recovery efficiency to calculate the final braking recovery efficiency: This 75.3% result is the energy efficiency indicator that best reflects the actual situation after dynamic quality correction during this braking process.

[0065] Preferably, step S5 includes the following steps: Step S51: classify the elevator operation in the elevator start / stop event window to obtain a current operating condition category label; Step S52: searching and matching the corresponding statistical benchmark values ​​according to the current working condition category label to obtain working condition efficiency benchmark data; Step S53: comparing the braking recovery efficiency with the expected recovery efficiency in the working condition performance benchmark data, calculating the relative deviation between the two, and obtaining the recovery efficiency deviation; Step S54: Compare the net energy consumption of this trip with the expected net energy consumption in the working condition performance benchmark data to obtain the net energy consumption compliance; Step S55: Evaluate the elevator operation energy consumption index according to the recovery efficiency deviation and the net energy consumption compliance.

[0066] In an embodiment of the present invention, a built-in, rule-based classifier is used to parse key operating parameters extracted from the "elevator start and stop event window" to automatically generate a standardized operating condition label.

[0067] In one implementation of this embodiment of the present invention, the classifier classifies travel operations based on three main dimensions: travel direction, trip distance, and load level. Specifically, the starting and ending floors are first compared to determine the travel direction ("UP" or "DOWN"). Secondly, the travel distance is classified by calculating the number of floors traveled and comparing it with a preset threshold (e.g., floors 1-4 are "SHORT," floors 5-10 are "MEDIUM," and floors >10 are "LONG"). Finally, the real-time weighed load is compared with the elevator's rated load (e.g., 1000 kg), and the load level is classified based on the load factor (e.g., <10% is "EMPTY," 10%-40% is "LIGHT," 40%-70% is "HEAVY," and >70% is "FULL"). For example, assume this trip is from the 2nd floor up to the 15th floor, spanning 13 floors, with a real-time load of 450 kg. Judgment: Direction is "UP", Stroke is "LONG" (13>10), Load is "HEAVY" (450kg / 1000kg=45%). Finally, these three classification results are combined in series to generate the working condition category label for this operation: .

[0068] In one implementation of the embodiment of the present invention, the database is a key-value storage structure, where the "key" is a standardized working condition category label and the "value" is a data object containing the expected values ​​of multiple performance indicators. It should be noted that the data in the database is obtained through long-term statistical analysis and machine learning modeling of a large amount of historical operating data of the elevator after commissioning and in a healthy state. It represents the "best practice" or "average health" performance level of the elevator under specific working conditions. Specifically, The database returns a matching data object when querying for a key, for example: {Working Condition Label: , expected net energy consumption: -18500J, expected recovery efficiency: 0.88}. This returned data object is the operating performance benchmark data required for this comparison.

[0069] In one implementation of the present invention, the calculation is based on a standard relative deviation formula, which aims to eliminate the influence of absolute value and more intuitively reflect the relative performance. Specifically, the calculation model of the recovery efficiency deviation is: .in, is the final braking recovery efficiency obtained after dynamic quality correction (for example, 0.753), and is the expected recovery efficiency (0.88) extracted from the operating efficiency benchmark data. In another implementation of the embodiment of the present invention, the numerical value is substituted into the formula for calculation: Finally, the calculated result of -14.4% was recorded as the recovery efficiency deviation of this run. The negative value clearly shows that the recovery efficiency of this run is lower than the benchmark level.

[0070] In one implementation of the present invention, the net energy consumption compliance is defined as the ratio of the actual value to the expected value, which is used to measure the degree of compliance of the actual performance with the benchmark. Specifically, its calculation model is: .in, is the net energy consumption of this trip (e.g., -16500J), and is the expected net energy consumption (-18500J) extracted from the operating efficiency benchmark data.

[0071] It should be noted that when the net energy consumption is negative (regenerative power generation condition), a compliance of less than 100% means that the actual power generation is less than expected and the performance is poor; conversely, when the net energy consumption is positive (power consumption condition), a compliance of less than 100% means that the actual power consumption is less than expected and the performance is better. In this case, the calculation results are: Record 89.2% as the net energy consumption compliance for this operation.

[0072] In one implementation of the embodiment of the present invention, the evaluation model is a weighted deduction system based on the benchmark score. Specifically, the calculation formula of the elevator energy consumption index (EEI) is: ;in, For full marks (e.g. 100 points), and are the weight coefficients corresponding to recovery efficiency and net energy consumption respectively (e.g. ), these two weights are set based on expert experience or long-term data analysis, reflecting the importance of different indicators to overall energy efficiency. Substituting the calculation results into the model: Finally, the score is rounded up to get the elevator operation energy consumption index for this trip as 88 points.

[0073] See also Figure 2 The present invention further provides an elevator energy consumption monitoring system for executing the elevator energy consumption monitoring method described above. The elevator energy consumption monitoring system comprises: S101: Elevator start and stop sampling module, which is used to respond to the operation command issued by the elevator controller and perform high-frequency synchronous sampling of the inverter electrical parameters, car acceleration, shaft position and brake control signal based on the timing of the command to generate elevator start and stop synchronous electronic control data; S102: A static friction compensation module is used to identify an elevator start / stop event window covering the entire start / stop process based on the elevator start / stop synchronous electronic control data; analyze the energy required for static friction based on the elevator start / stop event window, and perform excitation consumption compensation to obtain a static friction power consumption calibration value; S103: A potential energy conversion module is used to calculate the total amount of potential energy conversion caused by the imbalance between the elevator car and the counterweight and the change in the gravity of the wire rope in the elevator based on the real-time position and load information in the elevator start and stop event window, and determine the total potential energy conversion work; S104: a braking recovery calculation module, configured to analyze the dynamic response behavior of the DC bus voltage during the braking phase in the elevator start / stop event window and evaluate the braking energy recovery efficiency based on the net energy consumption of the current trip to obtain the braking recovery efficiency; S105: Energy consumption monitoring and evaluation module, used to evaluate the elevator operation energy consumption index according to the braking recovery efficiency, so as to realize real-time monitoring of the elevator energy consumption.

[0074] The present invention is therefore intended to be illustrative and non-restrictive in all respects, with the scope of the invention being defined by the appended claims rather than the foregoing description, and all changes that come within the meaning and range of equivalents of the application documents are intended to be embraced within the present invention.

[0075] The foregoing description is intended only to provide specific embodiments of the present invention, which will enable those skilled in the art to understand and implement the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention is not intended to be limited to the embodiments shown herein, but is to be construed in the widest possible manner consistent with the principles and novel features disclosed herein.

Claims

1. A method for monitoring elevator energy consumption, characterized in that: The following steps are involved: Step S1: In response to the operation command issued by the elevator controller, the inverter electrical parameters, car acceleration, shaft position and brake control signal are sampled synchronously at high frequency based on the timing of the command to generate the elevator start and stop synchronous electronic control data; Step S2: Identify the elevator start / stop event window covering the complete start / stop process based on the elevator start / stop synchronous electronic control data; analyze the energy required for static friction based on the elevator start / stop event window, and perform excitation consumption compensation to obtain a static friction power consumption calibration value; Step S3: Calculate the net energy consumption of this trip based on the real-time position and load information in the elevator start and stop event window; Step S4: Analyze the dynamic response behavior of the DC bus voltage during the braking phase in the elevator start-stop event window, and evaluate the braking energy recovery efficiency based on the net energy consumption of this trip to obtain the braking recovery efficiency; Step S5: Evaluate the elevator operation energy consumption index according to the braking recovery efficiency to achieve real-time monitoring of the elevator energy consumption.

2. The elevator energy consumption monitoring method according to claim 1, characterized in that: Step S1 includes the following steps: Step S11: The moment when the elevator controller issues the operation command is marked as the command issuance moment; Step S12: Using the command issuance time, synchronously time-stamp the output current of the frequency converter, the car top accelerometer, the traction machine encoder, and the mechanical brake control signal in the elevator to obtain multi-source monitoring time-stamp data; Step S13: Accurately align the multi-source monitoring timestamp data according to the timestamps, and cut out the preset time window from the moment the instruction is issued to the moment the operation ends, to form the elevator start and stop operation segment data; Step S14: performing structural association of electric control signals on the elevator start and stop operation segment data to generate elevator start and stop synchronous electric control data.

3. The elevator energy consumption monitoring method according to claim 2, characterized in that: The multi-source monitoring timestamp data is precisely aligned according to the timestamp, and the preset time window from before the instruction is issued to after the operation is completed is cut out, including: After the command is issued, the output current of the inverter is retrieved in the forward direction, and the moment when the current first starts to rise from the standby value is used as the starting point of the electrical drive; Monitor the current signal of the traction machine brake coil in the elevator. When the current signal reaches the preset rated value and the brake is fully opened, it is marked as the brake release moment; After the brake is released, the acceleration signal of the car is retrieved in the forward direction, and the moment when the absolute value of the acceleration exceeds the preset acceleration threshold for the first time is regarded as the starting point of the mechanical movement; During the braking process of the elevator, the starting point is when the elevator controller issues a deceleration command, and the end point of the mechanical braking is when the speed feedback from the elevator encoder reaches zero and the current signal of the traction machine brake coil disappears. The multi-source monitoring timestamp data is clipped using the electrical drive starting point, mechanical movement starting point and mechanical stop end point to generate elevator start and stop operation fragment data.

4. The elevator energy consumption monitoring method according to claim 3, characterized in that: In step S2, the energy required for static friction is analyzed according to the elevator start-stop event window, and excitation consumption compensation is performed, including: Extract the inverter output current data from the starting point of the electrical drive to the starting point of the mechanical movement in the elevator start-stop synchronous electronic control data to form the starting feedforward current; The startup feedforward current is integrated along the time axis and converted with the preset motor torque coefficient to quantify the energy required to overcome the static friction and obtain the static friction electric energy consumption; Extract the motor speed data from the elevator start-stop synchronous electronic control data. If the motor speed is not zero before the start of the mechanical movement, calculate the energy consumed by the no-load excitation based on the motor speed data to obtain the excitation compensation energy. The static friction power consumption calibration value is obtained by subtracting the excitation compensation energy from the static friction power consumption.

5. The elevator energy consumption monitoring method according to claim 1, characterized in that: Step S3 includes the following steps: Step S31: extract the total input power according to the elevator start and stop event window, and perform time integration on it to obtain the total power consumption of the trip; Step S32: Subtract the static friction power consumption calibration value from the total power consumption of the stroke to obtain the intermediate drive power consumption value; Step S33: Identify the starting and ending floors of the start and stop operations based on the position data of the elevator start and stop event window, and obtain the operating floor information; Step S34: Analyze the dynamic potential energy load according to the elevator start and stop event window; Step S35: Calculate the physical distance between the starting floor and the target floor according to the running floor information, and calculate the total potential energy conversion amount of the elevator according to the physical distance and the dynamic potential energy load to obtain the total potential energy conversion work; Step S36: performing algebraic summation on the intermediate drive power consumption value and the total work converted from potential energy to obtain the net energy consumption of this trip.

6. The elevator energy consumption monitoring method according to claim 5, characterized in that: Analysis of dynamic potential energy load based on elevator start and stop event window includes: Obtain the elevator car's deadweight, counterweight mass, and real-time weighing load data inside the car to calculate the baseline unbalanced load excluding the influence of the wire rope; Calculate the rope compensation mass based on the real-time position data in the elevator start-stop event window and the preset total shaft height and the mass per unit length of the wire rope; The real-time total unbalanced mass is derived by algebraically summing the reference unbalanced load and the steel rope compensation mass at each time point; Multiply the real-time total unbalanced mass by the gravitational acceleration constant to obtain the dynamic potential energy load.

7. The elevator energy consumption monitoring method according to claim 6, characterized in that: Before analyzing the dynamic response behavior of the DC bus voltage during the braking phase in the elevator start-stop event window in step S4 and evaluating the braking energy recovery efficiency based on the net energy consumption of this trip, the method further includes: By identifying the section where the elevator acceleration is continuously negative in the elevator start-stop synchronous electronic control data, the braking time window is determined; Extract the inverter DC bus voltage time series data within the braking time window to generate a bus voltage sequence; Perform differential calculation on the bus voltage sequence and extract its maximum positive slope to obtain the maximum voltage climbing rate; Extract the maximum voltage value reached from the bus voltage sequence as the peak bus voltage; Based on the peak bus voltage and the preset brake resistor trigger voltage threshold, a voltage safety margin is matched to reflect the voltage margin; The maximum voltage climbing rate and the voltage safety margin are weighted and combined to generate the elevator dynamic response factor; Calculate the total time duration that the voltage value in the bus voltage sequence exceeds the preset high voltage threshold value to obtain the high voltage maintenance time; A response behavior matrix is ​​constructed based on the high voltage maintenance time and the elevator dynamic response factor.

8. The elevator energy consumption monitoring method according to claim 7, characterized in that: Step S4 includes the following steps: Step S41: Extracting the speed change and position change within the braking time window based on the elevator start-stop event window, and calculating the reduced kinetic energy based on the elevator car mass, load, and speed change. Calculating the potential energy change based on the position change and dynamic potential energy load. The sum of the two is used to obtain the theoretical recoverable energy. Step S42: using the bus voltage sequence and the preset braking resistor value and DC bus capacitance value, calculate the sum of the energy consumed by the braking resistor and the energy increment stored in the bus capacitance during the high voltage maintenance time to obtain the measured braking energy; Step S43: generating an initial recovery efficiency by dividing the measured braking electric energy by the theoretically recoverable energy; Step S44: Based on the combined coordinates of the high-voltage maintenance time and the elevator dynamic response factor in the response behavior matrix, a dynamic efficiency coefficient reflecting the dynamic quality of the braking process is searched in a preset dynamic efficiency mapping table, and the coefficient is multiplied by the initial recovery efficiency to obtain the braking recovery efficiency.

9. The elevator energy consumption monitoring method according to claim 5, characterized in that: Step S5 includes the following steps: Step S51: classify the elevator operation in the elevator start / stop event window to obtain a current operating condition category label; Step S52: searching and matching the corresponding statistical benchmark values ​​according to the current working condition category label to obtain working condition efficiency benchmark data; Step S53: comparing the braking recovery efficiency with the expected recovery efficiency in the working condition performance benchmark data, calculating the relative deviation between the two, and obtaining the recovery efficiency deviation; Step S54: Compare the net energy consumption of this trip with the expected net energy consumption in the working condition performance benchmark data to obtain the net energy consumption compliance; Step S55: Evaluate the elevator operation energy consumption index according to the recovery efficiency deviation and the net energy consumption compliance.

10. An elevator energy consumption monitoring system, characterized in that: For executing the elevator energy consumption monitoring method according to claim 1, the elevator energy consumption monitoring system comprises: The elevator start-stop sampling module is used to respond to the operation command issued by the elevator controller, and perform high-frequency synchronous sampling of the inverter electrical parameters, car acceleration, shaft position and brake control signals based on the timing of the command to generate elevator start-stop synchronous electronic control data; The static friction compensation module is used to identify the elevator start-stop event window covering the complete start-stop process based on the elevator start-stop synchronous electronic control data; analyze the energy required for static friction based on the elevator start-stop event window, and perform excitation consumption compensation to obtain the static friction power consumption calibration value; The potential energy conversion module is used to calculate the total amount of potential energy conversion caused by the imbalance between the elevator car and the counterweight and the change in the gravity of the wire rope based on the real-time position and load information in the elevator start and stop event window, and determine the total work of potential energy conversion; The braking recovery calculation module is used to analyze the dynamic response behavior of the DC bus voltage during the braking phase in the elevator start-stop event window and evaluate the braking energy recovery efficiency based on the net energy consumption of this trip to obtain the braking recovery efficiency; The energy consumption monitoring and evaluation module is used to evaluate the elevator operation energy consumption index based on the braking recovery efficiency to achieve real-time monitoring of elevator energy consumption.

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