An elevator energy consumption monitoring method and system

Abstract

The present application relates to the technical field of energy consumption monitoring, and more particularly to an elevator energy consumption monitoring method and system. The method comprises the following steps: in response to a running instruction issued by an elevator controller, high-frequency synchronous sampling is performed on the frequency converter electrical parameters, the car acceleration, the shaft position and the brake control signal based on the time sequence of the instruction, and an elevator start-stop event window covering the complete start-stop process is identified; the energy required by the static friction is analyzed according to the elevator start-stop event window, and the net energy consumption of the current trip is calculated to evaluate the brake energy recovery efficiency, and the brake recovery efficiency is obtained; and the elevator running energy consumption index is evaluated according to the brake recovery efficiency to realize real-time monitoring of the elevator energy consumption. The present application realizes monitoring of the transient energy consumption of the elevator start-stop, so as to quantify the start-up impact and the real brake recovery efficiency.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of energy consumption monitoring, and in particular to an elevator energy consumption monitoring method and system. BACKGROUND

[0002] An elevator is a complex electromechanical system with different energy consumption characteristics under different working conditions such as start-stop, acceleration-deceleration, and constant-speed running. Most of the energy exchange and loss of the elevator are concentrated in the two short and intense dynamic processes of start-stop. At the moment when the elevator starts from static to start, the frequency converter needs to output a peak current far exceeding the rated value to overcome the system static friction and establish the driving torque. This process is one of the main energy consumption impact points in the running of the elevator. Similarly, during the deceleration braking stage, especially when the load on the counterweight side is light or the load is heavy, the elevator system has the potential to convert mechanical energy (kinetic energy and potential energy) into electrical energy, i.e. regenerative power generation. However, the existing elevator energy consumption monitoring method cannot capture the key transient energy consumption characteristics, which will lead to serious underestimation of the start-up impact energy consumption and distortion of the evaluation of recoverable energy during the braking stage. SUMMARY

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

[0004] To achieve the above-mentioned purpose, an elevator energy consumption monitoring method comprises the following steps:

[0005] Step S1: in response to the running instruction issued by the elevator controller, high-frequency synchronous sampling of the frequency converter electrical parameters, car acceleration, shaft position and brake control signal is performed based on the time sequence of the instruction, and elevator start-stop synchronous electrical control data is generated;

[0006] Step S2: identifying an elevator start-stop event window covering the complete start-stop process according to the elevator start-stop synchronous electrical control data; analyzing the energy required for static friction and performing excitation consumption compensation according to the elevator start-stop event window to obtain a static friction power consumption calibration value;

[0007] Step S3: calculating the net energy consumption of the current trip based on the real-time position and load information in the elevator start-stop event window;

[0008] Step S4: evaluating the braking energy recovery efficiency according to the net energy consumption of the current trip by analyzing the dynamic response behavior of the DC bus voltage during the braking stage in the elevator start-stop event window, and obtaining the braking recovery efficiency;

[0009] Step S5: evaluating the elevator running energy consumption index according to the braking recovery efficiency to realize real-time monitoring of the elevator energy consumption.

[0010] The present application also provides an elevator energy consumption monitoring system for executing the elevator energy consumption monitoring method as described above, which comprises:

[0011] An elevator start-stop sampling module is used for responding to a running instruction issued by an elevator controller, and high-frequency synchronous sampling is performed on frequency converter electrical parameters, car acceleration, shaft position and brake control signals based on the timing of the instruction, so as to generate elevator start-stop synchronous electric control data;

[0012] A static friction compensation module is used for identifying an elevator start-stop event window covering a complete start-stop process according to the elevator start-stop synchronous electric control data, analyzing energy required by static friction according to the elevator start-stop event window, and performing excitation consumption compensation to obtain a static friction power consumption calibration value.

[0013] A potential energy conversion module is used for calculating a total amount of potential energy conversion caused by imbalance between a car and a counterweight and gravity change of a steel wire rope in the elevator based on real-time position and load information in the elevator start-stop event window, and determining a total potential energy conversion power.

[0014] A brake recovery calculation module is used for analyzing dynamic response behavior of a direct current bus voltage in a braking stage in the elevator start-stop event window, and evaluating brake energy recovery efficiency according to net energy consumption of this trip to obtain brake recovery efficiency.

[0015] An energy consumption monitoring and evaluation module is used for evaluating an elevator operation energy consumption index according to the brake recovery efficiency, so as to realize real-time monitoring of elevator energy consumption.

[0016] The present application has the following advantages:

[0017] On the one hand, the present application performs high-frequency synchronous sampling on frequency converter electrical parameters, car acceleration, shaft position and brake signals based on timing of an elevator controller running instruction, and generates accurate multi-dimensional "elevator start-stop synchronous electric control data". This process is based on a unified time reference, fundamentally solves the data timing misalignment problem caused by heterogeneous data sources and different sampling frequencies in the prior art, and can accurately construct an "event window" covering the complete physical process from elevator start to stop. Further, by accurately identifying the electrical drive starting point and mechanical movement starting point in the event window, the work done to overcome static friction between electrical drive and mechanical movement can be accurately quantified and effectively compensated, thereby significantly improving the accuracy of elevator energy consumption and effectively solving the technical problem of serious underestimation of start-up impact energy consumption in the prior art.

[0018] In another aspect, the application evaluates the braking energy recovery efficiency 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 limitation of traditional methods that only focus on the ratio of theoretically recoverable energy to measured electrical energy, and includes the braking system in the evaluation system. By constructing a matrix reflecting the dynamic response of the voltage, the application can reveal the potential energy waste dissipated by the braking resistor due to improper control parameters or component aging, thus more truly and comprehensively reflecting the actual recovery efficiency of braking energy. This fine evaluation of the dynamic process provides unprecedented accurate data insights for optimizing the braking control strategy of the frequency converter and improving the actual energy-saving effect, solving the problem of distorted evaluation of braking recovery potential in the prior art.

[0019] In another aspect, by calculating the net energy consumption of the stroke excluding the effect of static friction and combining the dynamically evaluated braking recovery efficiency, the application ultimately constructs a comprehensive elevator operation energy consumption index and realizes real-time monitoring. This makes the elevator energy consumption management cross from the past extensive total power statistics to a new stage of fine and multi-dimensional energy efficiency comprehensive evaluation of single trip. The 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 abnormalities caused by deep-seated problems such as abnormal increase of mechanical resistance and decay of electrical system efficiency. In addition, when the energy consumption index deviates from the benchmark continuously, timely warning can be provided, which provides accurate and dynamic data support for energy-saving optimization control, maintenance strategy adjustment, and whole life cycle energy consumption management of the elevator, effectively avoiding safety hazards and unnecessary operating cost waste caused by long-term hidden energy efficiency problems. BRIEF DESCRIPTION OF DRAWINGS

[0020] Fig. 1 The figure is a schematic diagram of the step flow of the elevator energy consumption monitoring method of the application;

[0021] Fig. 2 The figure is a schematic diagram of the module of the elevator energy consumption monitoring system of the application;

[0022] The implementation, functional characteristics and advantages of the application will be further described with reference to the embodiments and the accompanying drawings. DETAILED DESCRIPTION

[0023] To achieve the above-mentioned purpose, please refer to Figs. 1-2 The application provides an elevator energy consumption monitoring method, comprising the following steps:

[0024] Step S1: In response to the operation instruction issued by the elevator controller, high-frequency synchronous sampling of the frequency converter electrical parameters, car acceleration, shaft position and brake controller signals is performed based on the time sequence of the instruction to generate elevator start-stop synchronous electrical control data;

[0025] In the embodiment of the present application, when the elevator control system (for example, the mainboard) issues a running instruction (for example, from the 3rd floor to the 8th floor), the data acquisition immediately responds. The precise time when the instruction is issued is taken as the time zero point (T=0), and the high-frequency synchronous acquisition of multiple sensors is started. The acquisition frequency can be set to 1 kHz to ensure that all transient changes can be captured.

[0026] In an implementation manner of the embodiment of the present application, it is assumed that the elevator controller issues an uplink instruction at T=0.000 s. All subsequent data points are marked with a timestamp relative to T=0. At T=0.152 s, a set of data is recorded synchronously: the three-phase output current of the frequency converter: {Ia=5.2A, Ib=5.1A, Ic=5.3A}; the car roof accelerometer reading: {ax=0.01m / s2, ay=0.02m / s2, az=0.04m / s2} (az is the vertical direction); the traction machine encoder conversion position: P=10.00m (absolute position relative to the bottom of the shaft); the mechanical brake (brake) control signal: 1 (indicating power-on and preparing to release), and the acquisition process continues until the elevator operation ends and stops for a period of time (for example, 2 seconds after stopping), forming an original data set, which is the elevator start-stop synchronous electric control data.

[0027] Step S2: identifying the elevator start-stop event window covering the complete start-stop process according to the elevator start-stop synchronous electric control data, and analyzing the energy required by the static friction according to the elevator start-stop event window, and performing excitation consumption compensation to obtain the static friction power consumption calibration value.

[0028] In the embodiment of the present application, the synchronous electric control data generated in the previous step is analyzed to define an accurate "elevator start-stop event window". The window not only includes the running process of the elevator, but also includes a short period of time before starting and after stopping, for example, from 1 second before the instruction is issued to 2 seconds after the mechanical stop. Then, in the event window, the energy consumed to overcome the static friction is accurately calculated.

[0029] In an implementation manner of the embodiment of the present application, event window identification: the instruction issuing moment is T=0.000 s, and the elevator finally stops at T=15.820 s with the speed being zero and the brake being closed. The event window is defined as [-1.000 s, 17.820 s]. Key node identification: the electrical drive starting point: at T=0.210 s, the frequency converter output current is detected to be first significantly increased from the standby value 0.5 A. The mechanical motion starting point: at T=0.530 s, the absolute value of the car vertical acceleration is detected to be first greater than the preset threshold value 0.05 m / s². Static friction energy consumption calculation: the frequency converter output current time sequence data between T=0.210 s and T=0.530 s (the time span 0.32 s) is extracted, that is, the pre-feed current before starting. The current data along the time axis is integrated to obtain the current-time integral value, for example, 6.5 A·s. Combined with the preset motor torque coefficient (for example, 2.2 Nm / A) and the motor parameters, the electric energy required to overcome the static friction in this stage is converted to obtain the static friction electric energy consumption, for example, 450 J. Excitation consumption compensation: the motor speed data between T=0.210 s and T=0.530 s is checked. It is found that the motor has a slight rotation (for establishing a pre-torque) during this period. According to the speed and the motor no-load model, the energy consumed by the no-load excitation is calculated to obtain the excitation compensation energy, for example, 30 J. Calibration value generation: the static friction electric energy consumption is subtracted by the excitation compensation energy to obtain the final static friction power consumption calibration value: 450 J-30 J=420 J.

[0030] Step S3: calculating the net energy consumption of the current trip based on the real-time position and load information in the elevator start-stop event window;

[0031] In an implementation manner of the embodiment of the present application, total power consumption calculation: the total power of the frequency converter in the entire event window is time-integrated to obtain the total power consumption of the current trip, for example, 55000 J. Intermediate drive power consumption: the total power consumption is subtracted by the static friction power consumption calibration value obtained in the previous step to obtain the intermediate drive power consumption value: 55000 J-420 J=54580 J. Potential energy conversion calculation: from the position data of the event window, the starting position is 10.0 m (corresponding to the 3rd floor), and the ending position is 25.0 m (corresponding to the 8th floor), and the physical interval is 15.0 m. Obtain the fixed parameters: the car dead weight is 1200 kg, and the counterweight mass is 1600 kg (configured according to the 50% balance coefficient). The average load of the current trip is read from the weighing device as 200 kg. Calculate the reference unbalanced load: (car 1200 kg+load 200 kg)-counterweight 1600 kg=-200 kg (the counterweight side is heavier). Calculate the total potential energy conversion: wherein, is the unbalanced load, is the gravitational acceleration, usually 9.8 m / s², The operating height difference. (A negative value indicates that the system potential energy decreases, and the external work is done or can be recovered). Net energy consumption calculation: algebraically sum the intermediate drive power consumption value and the total work of potential energy conversion to obtain the net energy consumption of this trip: 54580J + (-29400J) = 25180J.

[0032] Step S4: By analyzing the dynamic response behavior of the DC bus voltage in the braking phase of the elevator start-stop event window, and evaluating the braking energy recovery efficiency according to the net energy consumption of this trip, the braking recovery efficiency is obtained.

[0033] In an implementation manner of the embodiment of the application, the braking window is determined: it is identified that the time window from T=13.500s to T=15.500s is a braking time window in which the acceleration is continuously negative. The theoretical recoverable energy calculation: the kinetic energy of the system reduced in the window (from 2m / s to 0m / s) and the potential energy change amount are calculated. Assuming that the kinetic energy reduction amount is 8000J, and the potential energy reduction amount (calculated according to the position change and load in this period) is 4000J. Then the theoretical recoverable energy is 8000J+4000J=12000J. The measured braking electric energy calculation: the DC bus voltage sequence in the braking window is extracted. The normal bus voltage is 540V, the braking resistance trigger voltage threshold is 750V, the braking resistance value is 50Ω, and the bus capacitance value is 2000μF. It is found by analyzing the voltage sequence that the bus voltage peak reaches 765V, and the total time length (high voltage maintenance time) during which the voltage is maintained above 750V is 0.2s, so the energy consumed by the braking resistance is calculated as: wherein, is the average voltage of the high voltage, which is the average voltage value during which the bus voltage exceeds the threshold value; is the braking resistance value; is the high voltage maintenance time. The energy increment stored by the bus capacitor is calculated as:

[0034] ;

[0035] wherein, is the bus capacitance value, is the peak bus voltage; is the normal bus voltage. The measured braking electric energy . The recovery efficiency calculation: theoretically, the energy of 12000J should flow to the power grid or energy storage device, but due to the increase of the bus voltage, 2573J of energy is internally consumed (resistor heating and capacitor energy storage). Assuming that the energy fed back to the power grid is 9000J (measured by the feedback unit), the total electric energy actually recovered is 9000J. The braking recovery efficiency=(actual recovery electric energy / theoretical recoverable energy)=9000J / 12000J=75%.

[0036] Step S5: Evaluate the elevator operation energy consumption index according to the braking recovery efficiency to realize real-time monitoring of elevator energy consumption.

[0037] In an implementation manner of the embodiment of the application, the working condition is classified: according to the operation information (upward, from the 3rd floor to the 8th floor, load 200 kg), the working condition is automatically classified as “medium stroke, upward, light load”, and a working condition category label is obtained: . The reference matching: searching the built working condition efficiency reference database, matching the label . The corresponding working condition efficiency reference data is obtained: {expected net energy consumption: 24000J, expected recovery efficiency: 85%}. Deviation calculation: recovery efficiency deviation: (this time recovery efficiency-expected recovery efficiency) / expected recovery efficiency . Net energy consumption compliance: this time travel net energy consumption / expected net energy consumption . It means that the energy consumption is 4.9% higher than the reference. Energy consumption index evaluation: according to the preset weighting algorithm, the recovery efficiency deviation (-11.8%) and the net energy consumption compliance (104.9%) are combined to evaluate the energy consumption index of the elevator operation. For example, the full score is 100 points, and the score is deducted according to the deviation degree. Finally, the energy consumption index of this trip is rated as 88 points and marked as “good”, but it is prompted that “the braking recovery efficiency is low”.

[0038] Preferably, step S1 comprises the following steps:

[0039] Step S11: Taking the time when the elevator controller issues the operation instruction as the starting point, mark it as the instruction issuing time;

[0040] Step S12: Using the instruction issuing time, synchronously time-stamp the output current of the frequency converter in the elevator, the car roof accelerometer, the traction machine encoder and the mechanical brake control signal to obtain multi-source monitoring timestamp data;

[0041] Step S13: Accurately align the multi-source monitoring timestamp data according to the timestamp, and clip out a preset time window from before the instruction issuing time to after the operation end to form elevator start-stop operation segment data;

[0042] Step S14: Structurally associate the elevator start-stop operation segment data to generate elevator start-stop synchronous electric control data.

[0043] In one implementation of the embodiment, the operation command is captured by monitoring the CAN bus of the elevator control system. Specifically, when the elevator controller broadcasts a CAN message with ID 0x101 and data field containing the target floor information (e.g. 0x08 for 8th floor), the hardware trigger of the DAQ is activated. The trigger immediately captures the current time of its internal high-precision clock and marks it as the command-issued time T0. Note that T0 is a high-precision Unix timestamp, e.g. 1672531200.123456 seconds.

[0044] In one implementation of the embodiment, once the command-issued time T0 is marked, the data acquisition starts through the multiple synchronized analog and digital input channels of the DAQ at a preset sampling frequency of 1 kHz. Specifically, at 210 ms after T0, i.e. , the following instantaneous values are time-stamped: the U-phase current Iu = 8.5 A collected from the frequency converter current transformer; the vertical Z-axis acceleration az = 0.01 m / s2 collected from the three-axis accelerometer installed on the car top; the number of pulses read from the traction machine shaft encoder; and the control signal (high level, indicating that the brake coil is energized) collected from the brake controller relay contact. This process continues and generates a set of discrete data points with uniform high-precision timestamps, i.e. multi-source monitoring timestamped data.

[0045] In one implementation of the embodiment, all the timestamped data generated by the sensor channels are precisely sorted in ascending order of timestamps in memory and integrated into a unified time-series matrix. Specifically, the start point of the clipping window is preset to be 1 second before the command-issued time T0, i.e. . The end point of the window is determined dynamically: the speed data after conversion is scanned forward, the time when the speed first becomes zero is found, and at the same time it is confirmed that the brake control signal has changed to 0 (de-energized closed) at this time, and the time is recorded as . Then, the end point is set to after the preset 2 seconds, i.e. . For example, if is , the final clipped time window is , and all data with timestamps outside this range will be discarded, forming the elevator start-stop operation segment data.

[0046] In one implementation form of the embodiment, specifically, a data frame structure is created, wherein 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 state", etc. It should be noted that the "position" and "speed" in the data frame are not directly measured, but are calculated in real time by counting the raw pulses of the machine encoder, for example, the number of pulses counted by the encoder is converted into the absolute position of the car in the shaft in real time, and the conversion process relies on a preset conversion model closely related to the mechanical structure of the elevator, which is constructed based on the diameter of the traction sheave, the number of encoder lines, and the traction ratio, and the core mathematical expression of the model is:

[0047] ;

[0048] wherein, is the absolute position of the car relative to the preset zero point of the shaft (usually the position of the bottom landing); is the total number of raw pulses output by the encoder; is the number of pulses generated by one complete rotation of the encoder shaft; is the effective diameter of the traction sheave driving the steel wire rope, is the traction ratio, which is a dimensionless integer reflecting the winding method of the elevator steel wire rope, for example, for a 1:1 winding method elevator (the car speed is equal to the steel wire rope speed), =1;

[0049] At the same time, by differentiating the continuous position data , the instantaneous speed of the car can be obtained:

[0050] ;

[0051] wherein, is the instantaneous speed of the car, is the current time, is the car position at the current time , and is the sampling time interval.

[0052] Preferably, the multi-source monitoring timestamp data is accurately aligned according to the timestamp, and a preset time window from the moment before the instruction is issued to the moment after the operation is completed is clipped, which also includes:

[0053] After the instruction is issued, the output current of the frequency converter is searched forward, and the moment when the current first starts to rise from the standby value is taken as the electrical drive starting point;

[0054] The current signal of the brake coil of the hoisting machine in the elevator is monitored, and when the current signal reaches a preset rated value and the brake is completely opened, the brake release time is marked;

[0055] After the brake release time, the acceleration signal of the car is retrieved in a forward direction, and when the absolute value of the acceleration first exceeds a preset acceleration threshold, the mechanical motion starting point is taken as the time;

[0056] In the braking process of the elevator, the deceleration instruction of the elevator controller is taken as the starting point, and when the speed feedback of the encoder in the elevator is zero and the current signal of the brake coil of the hoisting machine disappears, the mechanical stopping end point is taken as the time;

[0057] The multi-source monitoring time stamp data is cropped by using the electrical driving starting point, the mechanical motion starting point and the mechanical stopping end point to generate the elevator start-stop operation segment data.

[0058] In an implementation manner of the embodiment of the application, from the instruction issuing time T0, the effective value (RMS) of the three-phase current of the frequency converter of the subsequent sampling point is checked one by one. Specifically, the standby current value of the elevator frequency converter is preset to 0.5A, which is obtained by sampling the frequency converter in a non-running state for multiple times and taking an average value. The retrieval program finds that at the relative time t=209ms, the current value is 0.5A, and at the next sampling point t=210ms, the current value jumps to 2.1A, and the rising slope is far higher than the normal noise fluctuation. Therefore, the electrical driving starting point of the current running is marked.

[0059] In an implementation manner of the embodiment of the application, the direct current flowing through the brake electromagnetic coil of the hoisting machine is monitored. It should be noted that according to the technical manual of the hoisting machine of this type, the rated maintenance current of the brake coil is 1.2A, at which time the electromagnetic attraction is sufficient to completely overcome the spring force to make the brake shoe completely separate from the brake wheel. It is monitored that the brake coil starts to be powered at t=300ms, the current starts to rise from 0A, and reaches and stabilizes at 1.2A for the first time at t=450ms. Therefore, the brake release time is marked, which ensures that the mechanical brake has been completely released.

[0060] In an implementation manner of the embodiment of the application, from the brake release time (i.e. ), the data of the car roof accelerometer Z-axis (vertical direction) is analyzed in detail. It should be noted that in order to filter out the interference of the sensor itself noise and the small shaking of the car, a preset acceleration threshold , which is determined by statistical analysis (e.g. taking 3-sigma value) of the standard deviation of the acceleration signal in the elevator's stationary state. It is found that the acceleration value is 0.02 m / s2 at t = 529 ms, while the acceleration value suddenly increases to 0.06 m / s2 at t = 530 ms, which is the first time to exceed . Then the time point t = 530 ms is marked as the "mechanical motion start point".

[0061] 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 the stop monitoring state. Specifically, the car speed calculated by the encoder pulse and the brake coil current are continuously monitored. At t = 15800 ms, the speed value fed back by the encoder is first reduced 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. Continue to monitor, at t = 15820 ms, it is detected that the brake coil current is rapidly reduced from 1.2 A to 0 A. It should be noted that the time point at which the two conditions are met at the same time 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 been reliably engaged, marking the complete end of physical operation. Therefore, the time point t = 15820 ms is marked as the "mechanical stop end point".

[0062] In one implementation of the embodiment of the application, according to the key time points identified in the foregoing steps, the original multi-source monitoring timestamp data is accurately cropped. Specifically, the start point of the cropping is selected as the "electrical drive start point" , and the end point of the cropping 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".

[0063] Preferably, the energy required to analyze static friction in step S2 according to the elevator start-stop event window includes:

[0064] Extracting the frequency converter output current data between the electrical drive start point and the mechanical motion start point in the elevator start-stop synchronous electric control data forms the pre-start feed current;

[0065] 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 the static friction energy consumption;

[0066] Extracting the motor speed data from the elevator start-stop synchronous electric control data, if the motor speed is not zero before the mechanical motion start point, calculating the energy of the no-load excitation consumption according to the motor speed data to obtain the excitation compensation energy;​​

[0067] According to the static friction electric energy consumption minus the excitation compensation energy, the static friction power consumption calibration value is obtained.

[0068] In an implementation form of the embodiment of the application, according to the elevator start-stop synchronization electric control data, the previously marked "electrical drive starting point" and "mechanical movement starting point" are located. Specifically, the data of all sampling points between the two time stamps is extracted, and the time span is 320 ms. Since the sampling frequency is 1 kHz, this will obtain a time sequence containing 320 data points. Each data point contains the three-phase current instantaneous value of the frequency converter output. In order to facilitate subsequent torque and energy calculation, the three-phase current is synthesized into the current space vector amplitude in real time, and the calculation model is .

[0069] It should be noted that the time sequence composed of the 320 values accurately depicts the total current output by the motor to establish pre-torque and overcome system static friction before the car macro moves, and this time sequence is defined as the "pre-start-up feed current" of this operation.

[0070] In an implementation form of the embodiment of the application, the pre-start-up feed current is numerically integrated to calculate the total current-time product. Specifically, since the data is discrete, the integral operation is realized by accumulation: , wherein is the sampling interval, i.e. 0.001 s. Assuming that the current-time integral value calculated in the 320 ms is 6.4 A·s. It should be noted that the "preset motor torque coefficient" is a key parameter, and its value (for example = 2.2 Nm / A) is obtained by consulting the motor factory nameplate or through an offline motor performance test bench. Subsequently, an energy conversion model is used to estimate the electric energy consumption, which maps the current-time integral value to the electric energy. For example, the energy conversion model can be a simplified engineering formula , wherein is the average DC bus voltage at this stage (about 540 V), is the equivalent power factor of the start-up magnetizing stage (empirical value, about 0.4). According to the calculation, the static friction electric energy consumption .

[0071] In an implementation form of the embodiment of the application, the "electrical drive starting point" to "mechanical movement starting point" The motor speed data converted by the encoder of the traction machine within this time window. 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 the motor is detected to have an average (about ) low-speed rotation 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 the motor, which is used only to maintain the magnetic field and overcome the iron loss, wind resistance) has been determined by experiment to be = 4.0 A. Then the no-load power consumption of this stage can be approximately calculated by the model , where is the no-load power consumption, which is the power consumed by the motor when it is not under mechanical load, only to maintain its own operation; is the no-load current, which is the input current required to achieve the above no-load power consumption; is the stator resistance of the motor, which is the inherent resistance parameter of the motor winding, and this term represents the copper loss of the stator winding; is a function related to the angular velocity , which represents the sum of the hysteresis loss and eddy current loss of the motor core under alternating magnetic field; is the mechanical angular velocity of the motor. Alternatively, using a more simplified engineering method, , is the average voltage value applied to the motor terminals during this low-speed rotation; is the no-load current, as above; is the power factor of the motor under this no-load operating condition, which reflects the phase relationship between voltage and current. It is assumed that the no-load power consumption under this operating condition is about 70 W through calibration. Therefore, the excitation compensation energy .

[0072] In another implementation of the embodiment of the application, a final compensation calculation is performed to obtain a pure energy consumption calibration value for overcoming static friction. Specifically, this calculation is a simple algebraic subtraction of the "static friction electrical energy consumption" obtained in the previous step from the "excitation compensation energy". It should be noted that the purpose of this compensation step is to strip off the energy consumption part that is not directly used to overcome the "static" friction (such as the energy to maintain the magnetic field), so that the calibration result more accurately reflects the "stickiness" characteristics of the mechanical system. Using the calculation result in the above, the static friction power consumption calibration value . This final value 1359.6 J is recorded as the static friction power consumption benchmark for this elevator start.

[0073] Preferably, step S3 comprises the following steps:

[0074] Step S31: total input electric power is extracted according to the elevator start-stop event window, and time integration is performed thereon to obtain total electric consumption of a trip;

[0075] Step S32: the total electric consumption of the trip is subtracted by the static friction power consumption calibration value to obtain an intermediate drive electric consumption value;

[0076] Step S33: the starting floor and the terminal floor of the start-stop operation are identified from the position data of the elevator start-stop event window to obtain running floor information;

[0077] Step S34: dynamic potential energy load is analyzed according to the elevator start-stop event window;

[0078] Step S35: the physical distance between the starting floor and the target floor is calculated according to the running floor information, and the total amount of elevator potential energy conversion is calculated according to the physical distance and the dynamic potential energy load to obtain total potential energy conversion work;

[0079] Step S36: the intermediate drive electric consumption value and the total potential energy conversion work are algebraically summed to obtain net energy consumption of the trip.

[0080] In one implementation manner of the embodiment of the application, an electric energy quality analyzer or a special power sensor installed at the AC input end of the frequency converter is used to synchronously collect three-phase input voltage , input current and power factor within the "elevator start-stop event window". Specifically, the instantaneous input power is calculated at a frequency of 1 kHz within the entire time period from the "electrical drive starting point" to the "mechanical stopping terminal point", wherein, is the effective value of the voltage between two phases of the input end of the frequency converter; is the effective value of the current flowing into any phase of the frequency converter. Subsequently, total electric consumption is calculated by numerically integrating the series of instantaneous power values. It should be noted that the integration operation is expressed as summation in the discrete: wherein is each sampling time, is the sampling interval (0.001 seconds). For example, assuming that the total input electric consumption of the trip is 53640.4 Joules (J) which is finally calculated by accumulating the power values of ten thousand sampling points in the process of upward travel from the 4th floor to the 8th floor, the value fully reflects all electric energy inputs including motor drive, control system consumption, and frequency converter self-loss.

[0081] In one implementation form of the embodiment of the application, the total energy consumption of the stroke is calculated in the previous step, and the static friction power consumption calibration value of the current starting process is subtracted from the total energy consumption. Specifically, the one-time energy input to overcome the "stickiness" characteristics of the mechanical system at the starting moment, which is irrelevant to the length of the stroke, is stripped from the total energy consumption, so as to obtain an energy consumption value that can better reflect the dynamic efficiency in the running process. It should be noted that this separation is crucial for accurately evaluating the energy efficiency of the elevator in the acceleration, constant speed and deceleration stages. Assuming that the static friction power consumption calibration value obtained from S2 is 1359.6 J, and the total energy consumption of the stroke is 53640.4 J. Then the intermediate drive power consumption value = 53640.4 J-1359.6 J = 52280.8 J. This intermediate drive power consumption value represents the actual energy consumed for driving the elevator during the period from the start of the macro movement of the car to the final stop.

[0082] In one implementation form of the embodiment of the application, a "hoistway absolute position-floor mapping table" established in the debugging stage is used. The table stores the encoder reading or converted absolute height value corresponding to the landing position of each floor. Specifically, the position data at the "mechanical movement starting point" time, such as an absolute height of 10.1 meters, is matched to the nearest starting floor, i.e. 4F, by querying the mapping table (for example, {..., 3F: 7.0m, 4F: 10.0m, 5F: 13.0m,...}). Similarly, the position data at the "mechanical stopping end point" time, such as an absolute height of 25.0 meters, is determined to be the 8th floor by querying the mapping table (for example, {..., 7F: 22.0m, 8F: 25.0m,...}). It should be noted that, compared with relying only on the controller instructions, this floor identification method based on real-time position data can more accurately reflect the actual physical travel of the elevator, avoid analysis errors caused by over-station, emergency stop and other abnormal operations, and finally obtain the running floor information of this operation as 4F->8F.

[0083] In one implementation form of the embodiment of the application, the dynamic potential energy load is not a single value, but a function that changes with the position of the car. Specifically, the calculation model is: , is the real-time absolute height of the car. Wherein, is the real-time load in the car, for example, 200 kg this time, which is measured by the weighing device at the bottom of the car after the door is closed and transmitted. is the mass of the counterweight, for example, 1800 kg, is the mass per unit length of the steel wire rope, for example, 2.5 kg / m, and is the total height of the hoistway, for example, 50 m, which are all preset in the system as static parameters of the elevator. is the real-time load in the car, for example, 200 kg this time, which 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, is the acceleration of gravity. It should be noted that this model not only takes into account the base imbalance mass of the car and counterweight (1200+200)-1800=-400kg, but also through This item precisely compensates for the difference in the weight of the hoisting rope as the car ascends and descends, thereby obtaining the precise potential energy load acting on the hoisting wheel at each moment.

[0084] In another implementation of the embodiment of the present application, according to the obtained floor information, the flat level height of the starting floor 4F is found from the "elevator shaft absolute position-floor mapping table" and the flat level height of the ending floor 8F is found from the "elevator shaft absolute position-floor mapping table" , and the physical distance is calculated. Specifically, the total work of potential energy conversion is obtained by integrating the dynamic potential energy load along the physical distance: To simplify the calculation, the embodiment adopts the midpoint of the stroke to evaluate the potential energy load: the midpoint height , and the compensation mass at this time is . Therefore, the average imbalance mass of the stroke is Accordingly, the total work of potential energy conversion is calculated. A negative value indicates that the overall potential energy of the system is reduced during this light load ascent.

[0085] In one implementation of the embodiment of the present application, a simple algebraic summation is performed: t=intermediate driving power consumption value+total work of potential energy conversion. It should be noted that the summation here is signed, and the sign of the total work of potential energy conversion directly reflects the contribution of potential energy changes to system energy consumption (a negative value contributes energy, and a positive value consumes energy). Using the data from the previous steps for calculation: the net energy consumption of this stroke =52280.8J+(-64312.5J)=-12031.7J. It should be noted that obtaining a negative net energy consumption value means that this stroke is "generating electricity" overall, i.e., the amount of reduction in system potential energy is sufficient to overcome all running resistance and losses.

[0086] Preferably, analyzing the dynamic potential energy load according to the elevator start-stop event window includes:

[0087] Obtain the self-weight of the elevator car, the counterweight mass, and the real-time weighing load data inside the car to calculate the reference imbalance load that does not include the influence of the steel wire rope;

[0088] According to the real-time position data in the elevator start-stop event window and the preset total height of the shaft and the unit length mass of the steel wire rope, calculate the steel rope compensation mass;

[0089] 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.

[0090] Multiplying the real-time total unbalanced mass by the gravitational acceleration constant yields the dynamic potential energy load.

[0091] In one implementation of this invention, a set of elevator static parameters that have been stored in non-volatile memory during the debugging phase are invoked. Specifically, the elevator car's self-weight... and counterweight This information was obtained by reviewing the elevator's design blueprints and manufacturer's nameplate. Before each elevator door closes and prepares to start, multiple piezoelectric load cells installed at the bottom of the car 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 inside the car. Assuming this trip carries three passengers, the weighing device measures... It should be noted that the calculation model for the benchmark unbalanced load is as follows: Based on the data in this example, the baseline unbalanced load = (1000kg + 225kg) - 1400kg = -175kg. This negative value indicates that, without considering the weight of the wire rope, the counterweight side is 175kg heavier than the car side.

[0092] In one implementation of this invention, another set of preset shaft physical parameters is used to calculate the wire rope imbalance that varies with position. Specifically, the total height of the shaft... This refers to the total travel distance from the bottom floor to the top floor level, which is precisely measured and recorded during installation. For example... Mass per unit length of wire rope Then, depending on the type and specifications of the steel wire rope used (e.g., 8 strands) (The wire rope) can be found in the supplier's manual, for example... For each sampling point within the "Elevator Start / Stop Event Window," its corresponding real-time position data h(t) is read (derived from the encoder). It should be noted that the calculation model for the steel cable compensation mass is... ,in, This is real-time location data. For example, at a certain moment during the trip. Car position Then the steel rope compensation mass at this time A positive value indicates that the steel cable on the car side is heavier than that on the counterweight side.

[0093] In one implementation of the embodiment of the application, the static reference imbalance is combined with the dynamic rope imbalance to obtain a dynamic variable that accurately reflects the overall mass imbalance of the system at any given time. Specifically, an algebraic summation is performed once for each timestamp t in the "elevator start-stop event window". The calculation model is: It is noted that this calculation is performed point by point, thus generating a "real-time total imbalance mass" curve that is related to position (time). Continuing with the example above, at the time instant (car position h = 15 m), the real-time total imbalance mass is While at the beginning of the journey (e.g. h = 1 m), this value can be ; and at the end of the journey (e.g. h = 59 m), this value can be .

[0094] In one implementation of the embodiment of the application, the obtained dimensionless mass data is converted into a force (i.e. load) that has physical meaning. Specifically, a gravitational acceleration constant (g) is built in, which is accurately set according to the local geographical location, and is usually taken as The calculation model is: This is the "dynamic potential energy load", which represents the equivalent linear force of the net torque acting on the traction sheave caused by gravity alone, without considering any friction and inertia effects. It is 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 downward movement tendency, which is a regenerative power generation condition (load assistance) for an upward elevator; a positive value is the opposite. At the time instant (h = 15 m), the dynamic potential energy load is This -1274 Newton force is the net potential energy that the elevator traction system needs to overcome or utilize at that instant.

[0095] 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 according to the net energy consumption of this journey in step S4, it further includes:

[0096] determining the braking time window by identifying the section in which the acceleration of the elevator is continuously negative in the elevator start-stop synchronous electric control data;

[0097] extracting the time sequence data of the frequency converter DC bus voltage in the braking time window to generate a bus voltage sequence;

[0098] performing differential calculation on the bus voltage sequence and extracting the maximum positive slope to obtain the maximum voltage climb rate;

[0099] extracting the maximum voltage value reached from the bus voltage sequence as the peak bus voltage;

[0100] based on the peak bus voltage and a preset brake resistor trigger voltage threshold, a voltage safety margin reflecting a voltage margin is matched;

[0101] The maximum voltage rate of rise and the voltage safety margin are combined by weighting to generate an elevator dynamic response factor;

[0102] The total duration of the voltage value exceeding the preset high voltage threshold in the bus voltage sequence is calculated to obtain a high voltage maintenance time;

[0103] According to the high voltage maintenance time and the elevator dynamic response factor, a response behavior matrix is constructed.

[0104] In an implementation manner of the embodiment of the application, in the "elevator start-stop synchronous electric control data", the vertical acceleration (Z axis) time sequence measured by the car roof accelerometer is analyzed. Specifically, a sliding window filter (for example, a moving average filter with a window size of 50 ms) is applied to smooth the original acceleration data to eliminate high-frequency noise. Then, from the time when the elevator reaches the maximum speed, the first section that meets "continuously exceeds the preset time length (for example, 100 ms) and the acceleration value is continuously less than the preset negative threshold (for example, -0.1 m / s²)" is searched. It should be noted that the start point and the end point of the section are accurately marked to constitute a "braking time window". For example, it is identified that from the relative time = 13.520 s to = 15.650 s, the smoothed acceleration mean value is -0.8 m / s², and the section is determined as the braking time window of this trip, and the time length is 2.13 seconds.

[0105] In an implementation manner of the embodiment of the application, according to the "braking time window" [13.520 s, 15.650 s] determined in the previous step, the frequency converter direct current 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. The ordered set containing 2131 data points is the "bus voltage sequence". It should be noted that the sequence completely records the whole process of voltage dynamic change caused by the regenerative energy feedback to the direct current bus during the braking stage. For example, the starting value of the sequence is close to the normal 540 V, then it rises rapidly, reaches the peak value at a certain point, and finally gradually falls as the elevator speed decreases.

[0106] In an implementation manner of the embodiment of the application, the "bus voltage sequence" is differentiated to obtain the rate of change of the voltage with time . Specifically, since data is discrete, differential calculation is realized by difference: where is sampling interval, is the DC bus voltage value measured at discrete sampling time point . The instantaneous change rate 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 ramp 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 , the ramp rate of this point is . After traversing the entire sequence, it is found that the maximum value is 15000V / s, which is recorded as the "maximum voltage ramp rate" of this braking.

[0107] In an implementation manner of the embodiment of the application, a simple traversal search is performed on the "bus voltage sequence" 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. It is assumed that after traversal, it is found that at the relative time t = 14.100s, the bus voltage reaches its maximum value . This 768V is recorded as the "peak bus voltage" of this braking.

[0108] In an implementation manner of the embodiment of the application, the obtained "peak bus voltage" is compared with a key preset parameter "braking resistor trigger voltage threshold ". Specifically, is a fixed protection parameter of the frequency converter, which is usually set by the manufacturer (for example, 750V), and when the bus voltage exceeds this value, the frequency converter will start the braking unit to consume excess energy on the braking resistor. It should be noted that the "voltage safety margin" is matched by a piecewise function or a lookup table (LUT), which maps the voltage difference into a standardized margin score (for example, 0-10). For example, the model stipulates that the difference > 50V, the margin is 10 points (very safe); 10V < difference ≤ 50V, the margin is (difference-10) / 4; difference ≤ 10V (including negative value), the margin is 0 points (dangerous or protection has been triggered). In this example, 750V-768V =-18V, so the matched "voltage safety margin" is 0 points.

[0109] In an implementation manner of the embodiment of the application, the dynamic characteristics of the bus voltage are comprehensively evaluated by a preset weighting formula. Specifically, the calculation model is:

[0110] ;

[0111] wherein, is a normalization function mapping each variable to the interval [0, 1]; and are weight coefficients (e.g. ) reflecting the importance of the climbing rate and the safety margin. It is noted that is normalized based on the maximum value of the historical data statistics, while is normalized based on its score range (0-10). Assuming that after normalization, , then the elevator dynamic response factor . The higher this factor between 0 and 1, the more intense the dynamic response and the closer to the safety boundary.

[0112] In one implementation of the embodiment of the application, a "high voltage threshold " is set, which is usually slightly lower than the triggering threshold of the braking resistor, for example . Specifically, the entire "bus voltage sequence" is traversed, and the number of sampling points with all voltage values greater than 720V is counted. Then, this count is multiplied by the sampling interval Δt (0.001 seconds) to obtain the total duration. It is noted that the "high voltage maintenance time" reflects the risk of the bus being in a high stress state for a long time. For example, if 350 points with voltage values exceeding 720V are found in the sequence, then the high voltage maintenance time seconds. This duration intuitively quantifies the degree of continuous impact of braking energy on the bus capacitor.

[0113] 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) to construct 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 corresponding to a qualitative assessment of braking behavior, such as "ideal", "normal", "attention", and "warning". It is noted that this matrix is constructed based on a large amount of experimental data and expert experience.

[0114] Preferably, step S4 comprises the following steps:

[0115] 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 gives the theoretical recoverable energy;

[0116] Step S42: using the bus voltage sequence, the preset braking resistor value and the DC bus capacitor value, calculating the sum of the energy consumed by the braking resistor and the energy increment stored by the bus capacitor in the high voltage maintenance time, to obtain the measured braking electric energy;

[0117] Step S43: generating the initial recovery efficiency by dividing the measured braking electric energy by the theoretical recoverable energy;

[0118] Step S44: according to the combination coordinates of the high voltage maintenance time and the elevator dynamic response factor in the response behavior matrix, querying the dynamic efficiency coefficient reflecting the dynamic quality of the braking process in the preset dynamic efficiency mapping table, and multiplying the coefficient by the initial recovery efficiency to obtain the braking recovery efficiency.

[0119] In the embodiment of the application, the synchronous data in 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.

[0120] In one implementation manner of the embodiment of the application, the following are read , and . Then, the preset total motion quality of the elevator including the equivalent mass of the car, the load, the counterweight, the steel wire rope and the 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 integrated along the position change to obtain the potential energy change .

[0121] It should be noted that if it is a downward braking, ΔEp is usually negative, indicating a decrease in potential energy. Assuming that the integral calculation obtains Δ . 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 due to deceleration and height drop under ideal conditions.

[0122] In one implementation manner of the embodiment of the application, the braking resistor value (for example, 50Ω) and the DC bus capacitor value (for example, 2200μF) matching the monitored frequency converter model are read from the hardware parameter library thereof, which are input from the equipment nameplate or technical manual during initialization. Specifically, the bus voltage sequence in the "high voltage maintenance time" (i.e., the voltage all the sampling points of the period exceeding the braking resistor trigger threshold, and the discrete summation wherein, (braking resistor consumed energy): represents the total electrical energy consumed by the braking resistor during the entire high-voltage maintenance time, in joule (J). This is the main part of the regenerated energy that is dissipated. (discrete summation symbol): represents the summation of a sequence. In this formula, it represents the total energy obtained by adding up all the tiny energy values calculated at each sampling instant during the high-voltage maintenance time. (instantaneous bus voltage): represents the instantaneous value of the DC bus voltage read from the bus voltage sequence at the sampling time point , in volts (V). Since the voltage fluctuates during braking, the instantaneous value at each sampling point must be used for accurate calculation. (braking resistor value): this is a fixed hardware parameter representing the resistance value of the braking resistor connected to the frequency converter, in ohms (Ω). Example value: 50Ω. (sampling time interval): represents the time difference between two consecutive sampling points in data sampling, representing the time reference for calculating energy microelements, in seconds (s). Assuming that .

[0123] In another implementation of the embodiment of the present application, the energy stored by the bus capacitor due to voltage rise needs to be calculated, and the calculation model is wherein, (dc bus capacitor value): this is a fixed hardware parameter representing the total capacity of the DC bus filter capacitor inside the frequency converter, in farad (F), (for example, 768V) and (for example, 540V) are the peak value and normal operating voltage extracted from the bus voltage sequence. The calculation result is . Finally, the two parts of energy are added together to obtain the measured braking electric energy .

[0124] In one implementation of the embodiment of the present application, a division operation is performed, but its physical meaning is to calculate the proportion of the successfully recovered energy to the theoretical total amount. It should be noted that the measured braking electric energy represents the energy "wasted" due to the inability of the system to process it in time, therefore, the part of the successfully recovered electric energy should be the difference between the theoretical recoverable energy and the measured braking electric energy. Accordingly, the calculation model of the initial recovery efficiency is defined as:

[0125] ;

[0126] wherein, Theoretical recoverable energy; The measured braking electric energy. Specifically, the value calculated in the foregoing step is substituted into the formula:

[0127] Finally, the result is recorded as the initial recovery efficiency of the current braking process. This result is recorded as the initial recovery efficiency of the current braking process.

[0128] In the embodiment of the present application, a quantitative index reflecting the dynamic stability of the braking process is introduced, the macro energy balance analysis is combined with the micro electric control quality, and thus a more comprehensive and accurate final recovery efficiency is obtained.

[0129] In one implementation manner of the embodiment of the present application, the previously calculated high-voltage maintenance time (for example, 0.15s) and the elevator dynamic response factor (for example, 0.77) are taken as a two-dimensional coordinate (0.15, 0.77). Specifically, interpolation or direct query is performed in a preset “dynamic performance mapping table” by using the coordinate. The table is a two-dimensional matrix, the row and column indexes of which correspond to the discretization intervals of the high-voltage maintenance time and the dynamic response factor respectively, and a dynamic performance coefficient is stored in the matrix cell. It should be noted that, is a dimensionless penalty coefficient between 0 and 1, the value of which is calibrated by a large amount of experimental data or simulation models, and reflects the negative impact of poor dynamic response on actual energy recovery. Assuming that the query is matched to Finally, the coefficient is multiplied by the initial recovery efficiency to calculate the final braking recovery efficiency: The result of 75.3% is the energy efficiency index that can best reflect the actual situation after the dynamic quality correction of the current braking process.

[0130] Preferably, the step S5 comprises the following steps:

[0131] Step S51: classifying the elevator operation of the elevator start-stop event window to obtain a current working condition category label;

[0132] Step S52: retrieving and matching the corresponding statistical reference value according to the current working condition category label to obtain working condition performance reference data;

[0133] Step S53: comparing the braking recovery efficiency with the expected recovery efficiency in the working condition performance reference data to calculate the relative deviation therebetween to obtain a recovery efficiency deviation degree;

[0134] Step S54: comparing the current trip net energy consumption with the expected net energy consumption in the working condition performance reference data to obtain a net energy consumption compliance degree;

[0135] Step S55: Evaluate the elevator operation energy consumption index according to the recovery efficiency deviation and the net energy consumption compliance.

[0136] In the embodiment of the present application, a built-in rule-based classifier is used to analyze the key operation parameters extracted from the "elevator start-stop event window" to automatically generate a standardized working condition label.

[0137] In an implementation manner of the embodiment of the present application, the classifier mainly divides the operation according to three dimensions: operation direction, travel distance and load level. Specifically, first, the starting floor and the ending floor are compared to determine the operation direction ("UP" or "DOWN"). Second, the number of floors traveled is calculated and compared with a preset threshold (for example, 1-4 floors for "SHORT", 5-10 floors for "MEDIUM", and >10 floors for "LONG") to divide the travel distance. Finally, the real-time weight load is compared with the rated load of the elevator (for example, 1000 kg), and the load level is divided according to the load rate (for example, <10% for "EMPTY", 10%-40% for "LIGHT", 40%-70% for "HEAVY", and >70% for "FULL"). It should be noted that assuming that this trip is from the 2nd floor to the 15th floor, the travel distance is 13 floors, and the real-time load is 450 kg. The judgment is: the direction is "UP", the travel distance is "LONG" (13>10), and the load is "HEAVY" (450kg / 1000kg=45%). Finally, the three classification results are concatenated to generate the working condition category label of this operation as .

[0138] In an implementation manner of the embodiment of the present application, the database is a key-value storage structure, where the "key" is the standardized working condition category label, and the "value" is a data object containing multiple performance index expected values. It should be noted that the data of the database is obtained by long-term statistical analysis and machine learning modeling on a large amount of historical operation data of the elevator after commissioning and in a healthy state, which represents the "best practice" or "average health" performance level of the elevator under a specific working condition. Specifically, the key is queried as , and the database returns a matched data object, for example: {working condition label: , expected net energy consumption: -18500J, expected recovery efficiency: 0.88}. This returned data object is the working condition performance benchmark data required for this comparison.

[0139] In an implementation manner of the embodiment of the present application, the calculation is based on a standard relative deviation formula, which aims to eliminate the influence of absolute value size and more intuitively reflect the relative good and bad of performance. Specifically, the calculation model of the recovery efficiency deviation is: wherein, is the final brake recovery efficiency (e.g. 0.753) obtained after dynamic quality correction, and is the expected recovery efficiency (0.88) extracted from the benchmark data of the operating condition performance. In another implementation of the embodiment, the values are substituted into the formula to calculate: Finally, the result -14.4% is recorded as the recovery efficiency deviation of the current run, and the negative value clearly indicates that the current recovery efficiency is lower than the benchmark level.

[0140] In one implementation of the embodiment, the net energy consumption conformity is defined as the ratio of the actual value to the expected value, to measure the degree of adherence of the actual performance to the benchmark. Specifically, the calculation model is: wherein, is the net energy consumption of the current run (e.g. -16500 J), and is the expected net energy consumption (-18500 J) extracted from the benchmark data of the operating condition performance.

[0141] It should be noted that when the net energy consumption is negative (regenerative power generation operating condition), the conformity less than 100% means that the actual power generation is less than expected, and the performance is poor; on the contrary, when the net energy consumption is positive (power consumption operating condition), the conformity less than 100% means that the actual power consumption is less than expected, and the performance is better. In this case, the calculation result is: 89.2% is recorded as the net energy consumption conformity of the current run.

[0142] In one implementation of the embodiment, the evaluation model is a weighted deduction system based on the benchmark score. Specifically, the calculation formula of the elevator energy efficiency index (EEI) is:

[0143] wherein, is the full score (e.g. 100), and are the weight coefficients of the recovery efficiency and the net energy consumption, respectively (e.g. ), which are set according to expert experience or long-term data analysis, reflecting the importance of different indicators to the overall energy efficiency. The calculation result is substituted into the model: Finally, the score is rounded to obtain the elevator energy efficiency index of the current run as 88 points.

[0144] Please refer to Fig. 2 , the present application also provides an elevator energy consumption monitoring system for executing the elevator energy consumption monitoring method as described above, which comprises:

[0145] S101: an elevator start-stop sampling module, configured to respond to a running instruction issued by an elevator controller, to perform high-frequency synchronous sampling on frequency converter electrical parameters, car acceleration, shaft position and brake control signals based on the timing of the instruction, and to generate elevator start-stop synchronous electrical control data;

[0146] S102: a static friction compensation module, configured to identify an elevator start-stop event window covering a complete start-stop process according to the elevator start-stop synchronous electrical control data, to analyze energy required by static friction according to the elevator start-stop event window, and to perform excitation consumption compensation to obtain a static friction power consumption calibration value;

[0147] S103: a potential energy conversion module, configured to calculate total potential energy conversion amount caused by imbalance between the car and the counterweight and gravity change of the steel wire rope in the elevator based on real-time position and load information in the elevator start-stop event window, and to determine total potential energy conversion power;

[0148] S104: a brake recovery calculation module, configured to analyze dynamic response behavior of a direct current bus voltage in a braking stage in the elevator start-stop event window, and to evaluate brake energy recovery efficiency according to net energy consumption of this trip to obtain the brake recovery efficiency;

[0149] S105: an energy consumption monitoring and evaluation module, configured to evaluate an elevator operation energy consumption index according to the brake recovery efficiency, to realize real-time monitoring of elevator energy consumption.

[0150] Therefore, from any point of view, the embodiments should be regarded as exemplary and non-limiting, the scope of the present application being defined by the appended claims and not by the above description, therefore all variations falling within the meaning and scope of the equivalent elements of the application file are intended to be included in the present application.

[0151] The above description is merely one specific implementation of the application, which enables those skilled in the art to understand or implement the application. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein can be implemented in other embodiments without departing from the spirit or scope of the application. Therefore, the present application will not be limited to these embodiments shown herein, but will conform to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A method of monitoring energy consumption of an elevator, characterized by The method comprises the following steps: Step S1: in response to the operation instruction issued by the elevator controller, the frequency converter electrical parameter, the car acceleration, the shaft position and the brake control signal are sampled synchronously at high frequency based on the time sequence of the instruction, and the elevator start-stop synchronous electric control data is generated; Step S2: according to the elevator start-stop synchronous electric control data, the elevator start-stop event window covering the complete start-stop process is identified; the energy required for static friction is analyzed according to the elevator start-stop event window, and excitation consumption compensation is performed to obtain the static friction power consumption calibration value; Step S3: based on the real-time position and load information in the elevator start-stop event window, the net energy consumption of this trip is calculated; Step S4: by analyzing the dynamic response behavior of the DC bus voltage in the braking stage of the elevator start-stop event window, and evaluating the braking energy recovery efficiency according to the net energy consumption of this trip, the braking recovery efficiency is obtained; Step S5: according to the braking recovery efficiency, the elevator operation energy consumption index is evaluated to realize real-time monitoring of the energy consumption of the elevator.

2. The elevator energy consumption monitoring method according to claim 1, characterized by, Step S1 comprises the following steps: Step S11: taking the time when the elevator controller issues the operation instruction as the starting point, and marking it as the instruction issuing time; Step S12: using the instruction issuing time, the output current of the frequency converter, the car roof accelerometer, the traction machine encoder and the mechanical brake control signal in the elevator are synchronously time-stamped to obtain multi-source monitoring time-stamp data; Step S13: the multi-source monitoring time-stamp data is accurately aligned according to the time stamp, and a preset time window from the instruction issuing time to the end of the operation is cut out to form elevator start-stop operation segment data; Step S14: the elevator start-stop operation segment data is structurally associated with the electric control signal to generate elevator start-stop synchronous electric control data.

3. The elevator energy consumption monitoring method according to claim 2, characterized by, The multi-source monitoring time-stamp data is accurately aligned according to the time stamp, and a preset time window from the instruction issuing time to the end of the operation is cut out to form elevator start-stop operation segment data, which further comprises: After the instruction issuing time, the output current of the frequency converter is retrieved forwardly, and the time when the current first rises from the standby value is taken as the electrical drive starting point; The current signal of the elevator traction machine brake coil is monitored, and when the current signal reaches the preset rated value and the brake is completely opened, the brake release time is marked; After the brake release time, the acceleration signal of the car is retrieved forwardly, and the time when the absolute value of the acceleration first exceeds the preset acceleration threshold is taken as the mechanical motion starting point; In the braking process of the elevator, taking the elevator controller issuing a deceleration instruction as the starting point, when the speed feedback by the encoder in the elevator is zero and the current signal of the traction machine brake coil disappears, the mechanical stop end point is taken; The multi-source monitoring time-stamp data is cut out by using the electrical drive starting point, the mechanical motion starting point and the mechanical stop end point to generate the elevator start-stop operation segment data.

4. The elevator energy consumption monitoring method according to claim 3, characterized by, 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, which comprises: The frequency converter output current data between the electrical drive starting point and the mechanical motion starting point in the elevator start-stop synchronous electric control data is extracted to form the pre-start feed current; The pre-start feed current is integrated along the time axis, and is converted by combining the preset motor torque coefficient to quantify the energy required to overcome the static friction force, and the static friction electric energy consumption is obtained; Extracting motor speed data from elevator start-stop synchronous electric control data, if the motor speed is not zero before the start of mechanical movement, the energy consumed by the no-load excitation is calculated according to the motor speed data, and the excitation compensation energy is obtained; According to the static friction electric energy consumption minus the excitation compensation energy, the static friction power consumption calibration value is obtained.

5. The method of elevator energy consumption monitoring according to claim 1, characterized in that, Step S3 includes the following steps: Step S31: Extract the total input electric power according to the elevator start-stop event window, and time integrate it to obtain the total electric energy consumption of the stroke; Step S32: subtract the static friction power consumption calibration value from the total electric energy consumption to obtain the intermediate drive electric energy consumption value; Step S33: according to the position data of the elevator start-stop event window, identify the starting floor and the terminal floor of the start-stop operation, and obtain the running floor information; Step S34: analyzing the dynamic potential energy load according to the elevator start-stop event window; Step S35: calculating the physical distance between the starting floor and the target floor according to the running floor information, and calculating the total amount of potential energy conversion according to the physical distance and the dynamic potential energy load to obtain the total potential energy conversion work; Step S36: algebraically summing the intermediate drive electric energy consumption value and the total potential energy conversion work to obtain the net energy consumption of this stroke.

6. The elevator energy consumption monitoring method according to claim 5, characterized by, According to the elevator start-stop event window, the dynamic potential energy load includes: Obtaining the elevator car self-weight, counterweight mass and real-time weighing load data in the car, and calculating the reference unbalanced load not including the influence of the steel wire rope; According to the real-time position data in the elevator start-stop event window and the preset total height of the shaft and the unit length mass of the steel wire rope, the steel rope compensation mass is calculated; Algebraically summing the reference unbalanced load and the steel rope compensation mass at each time point to derive the real-time total unbalanced mass; 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 by, Before evaluating the brake energy recovery efficiency according to the net energy consumption of this stroke in step S4 by analyzing the dynamic response behavior of the DC bus voltage in the brake stage of the elevator start-stop event window, it also includes: Determine the brake time window by identifying the section where the elevator acceleration is continuously negative in the elevator start-stop synchronous electric control data; Extracting the frequency converter DC bus voltage time sequence data in the brake time window to generate the bus voltage sequence; Differential calculation is performed on the bus voltage sequence, and the maximum positive slope is extracted to obtain the maximum voltage climb rate; Extracting 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 resistance trigger voltage threshold, the voltage safety margin reflecting the voltage margin is matched; Weighted combination of the maximum voltage climb rate and the voltage safety margin generates the elevator dynamic response factor; Calculate the total duration of the voltage value in the bus voltage sequence that exceeds the preset high voltage threshold to obtain the high voltage maintenance time; According to the high voltage maintenance time and the elevator dynamic response factor, a response behavior matrix is constructed.

8. The elevator energy consumption monitoring method according to claim 7, characterized by, Step S4 includes the following steps: Step S41: Based on the elevator start-stop event window, extract the speed change and position change in the brake time 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 the dynamic potential energy load, the sum of the two is the theoretical recoverable energy; Step S42: using the bus voltage sequence, the preset braking resistor value and the DC bus capacitor value, calculating the sum of the energy consumed by the braking resistor and the energy increment stored by the bus capacitor in the high voltage maintenance time, obtaining the measured braking electric energy; Step S43: generating the initial recovery efficiency by dividing the measured braking electric energy by the theoretical recoverable energy; Step S44: according to the combination coordinates of the high voltage maintenance time and the elevator dynamic response factor in the response behavior matrix, querying the dynamic efficiency coefficient reflecting the dynamic quality of the braking process through the preset dynamic efficiency mapping table, and multiplying the coefficient by the initial recovery efficiency to obtain the braking recovery efficiency.

9. The method of elevator energy consumption monitoring according to claim 5, characterized in that, Step S5 includes the following steps: Step S51: classifying the elevator operation of the elevator start-stop event window to obtain a current working condition category label; Step S52: retrieving and matching the corresponding statistical reference value according to the current working condition category label to obtain working condition efficiency reference data; Step S53: comparing the braking recovery efficiency with the expected recovery efficiency in the working condition efficiency reference data to calculate the relative deviation therebetween, and obtaining the recovery efficiency deviation; Step S54: comparing the current trip net energy consumption with the expected net energy consumption in the working condition efficiency reference data to obtain the net energy consumption compliance degree; Step S55: evaluating the elevator operation energy consumption index according to the recovery efficiency deviation and the net energy consumption compliance degree.

10. An elevator energy consumption monitoring system, characterized by The elevator energy consumption monitoring system for performing the elevator energy consumption monitoring method of claim 1 comprises: An elevator start-stop sampling module for responding to the operation instruction issued by the elevator controller to perform high-frequency synchronous sampling on the frequency converter electrical parameters, the car acceleration, the shaft position and the brake control signal based on the timing of the instruction, and generating elevator start-stop synchronous electrical control data; A static friction compensation module for identifying an elevator start-stop event window covering the complete start-stop process according to the elevator start-stop synchronous electrical control data, analyzing the energy required for static friction according to the elevator start-stop event window, and performing excitation consumption compensation to obtain a static friction power consumption calibration value; A potential energy conversion module for calculating the total amount of potential energy conversion caused by the imbalance of the car and the counterweight and the change of the steel wire rope gravity in the elevator based on the real-time position and load information in the elevator start-stop event window, and determining the total potential energy conversion work; A braking recovery calculation module for analyzing the dynamic response behavior of the DC bus voltage in the braking stage of the elevator start-stop event window, and evaluating the braking energy recovery efficiency according to the net energy consumption of the current trip to obtain the braking recovery efficiency; An energy consumption monitoring and evaluation module for evaluating the elevator operation energy consumption index according to the braking recovery efficiency to realize real-time monitoring of the elevator energy consumption.

Images