Methods, devices and equipment for coordinated control of elevator car leveling amplitude and settlement

Abstract

This invention belongs to the field of elevator control technology and discloses a method, device, and equipment for coordinated control of elevator car leveling amplitude and sag. The method includes: pre-determining the working zone of a damper; when the car reaches the working zone and is level, meeting the door opening conditions, controlling the damper to clamp the guide rail; detecting the car load and car amplitude during passenger entry and exit; adaptively adjusting the guide rail clamping force of the damper based on the car load and car amplitude; the damper is installed on the car and cooperates with the guide rail; and in response to the car door closing, controlling the damper to stop working to release the clamping force on the guide rail. This invention solves the problems of excessive amplitude and excessive sag in existing high-rise elevators when passengers enter and exit the car, improving passenger comfort and leveling accuracy.

Description

Technical Field

[0001] This invention belongs to the field of elevator control technology, specifically relating to a method, device, and equipment for coordinated control of elevator car leveling amplitude and subsidence. Background Technology

[0002] With the increasing number of high-rise residential buildings in cities, elevators are widely used. When the elevator car doors open at a floor level, the moment passengers step into the car, it easily causes a slight up-and-down shaking, resulting in a noticeable sense of floating. Sensitive individuals are particularly prone to experiencing palpitations, discomfort, and other riding discomfort. Furthermore, the higher the building, the longer the elevator traction steel cable is suspended, and the greater the elastic elongation of the cable under load, further exacerbating the up-and-down shaking of the car when passengers enter and exit, making the deterioration of riding comfort even more pronounced.

[0003] Under varying passenger loads, the elevator car experiences significant car sinking due to the elastic tension of the traction steel cables and the compressive deformation of the car's suspension damping components. Excessive sinking can create a height difference between the car floor and the landing floor, causing passengers to feel bumps or stumbles when entering or exiting the car. Furthermore, the sinking deformation caused by changes in car load can further induce micro-resonance and residual swaying within the car, coupling with the existing vertical shaking problem and exacerbating passengers' sense of floating and discomfort.

[0004] Currently, the industry generally adopts methods such as increasing the number of traction steel wire ropes and increasing the diameter of the steel wire ropes to improve the problem of vibration in high-rise elevator cars. By increasing the structural redundancy to compensate for the elongation of the steel wire ropes, it can reduce the vertical vibration amplitude of the car to a certain extent, but it cannot suppress the instantaneous vibration amplitude of the car from the root. Passengers can still clearly feel the shaking and swaying. Moreover, it cannot solve the problem of leveling height difference, and the effect of improving riding comfort and leveling accuracy is very limited. Summary of the Invention

[0005] The purpose of this invention is to provide a method, device, equipment and storage medium for coordinated control of elevator car leveling amplitude and sinking, which can solve the problems of excessive amplitude and excessive sinking when passengers enter and exit the car in existing high-rise elevators, thereby improving passenger comfort and leveling accuracy.

[0006] The first aspect of this invention discloses a method for coordinated control of elevator car leveling amplitude and subsidence, comprising:

[0007] Predetermine the operating range of the damper;

[0008] When the car moves to the working area and the car is in a level state and meets the door opening conditions, the damper is controlled to work to clamp the guide rail. The car load and car amplitude are detected during the passenger's entry and exit from the car. The guide rail clamping force of the damper is adaptively adjusted according to the car load and car amplitude. The damper is installed on the car and cooperates with the guide rail.

[0009] In response to the car door closing, the control damper stops working to release the clamping on the guide rail.

[0010] In some implementations, the operating range of the damper is predetermined, including:

[0011] Each time the car reaches a floor, the amplitude of the car vibration generated during the passenger's entry and exit is detected. When the car vibration amplitude is greater than a preset amplitude threshold, the floor or height recorded by the magnetic strip sensor is saved as the working area.

[0012] In some embodiments, the guide rail clamping force of the damper is adaptively adjusted according to the car load and car amplitude, including:

[0013] When the car load is greater than the preset load threshold, the car sinking amount is calculated based on the car load. When the car sinking amount is greater than the preset sinking threshold, the guide rail clamping force of the damper is increased based on the car sinking amount.

[0014] When the car amplitude is greater than the preset amplitude threshold, the guide rail clamping force of the damper is increased according to the car amplitude.

[0015] In some implementations, the formula for calculating the car's subsidence based on its load is as follows:

[0016]

[0017] in, This is the amount of time the car descends. It is the acceleration due to gravity. This refers to the number of wire ropes. For the hanging ratio, The elastic modulus of the steel wire rope. The cross-sectional area of ​​the wire rope is... The shaft height, To carry the weight of the elevator car.

[0018] In some implementations, when controlling the damper to clamp the guide rail, the following is also included:

[0019] When the cumulative clamping time exceeds a preset time threshold, and / or when the damper temperature exceeds a preset temperature threshold, the damper is controlled to stop working to release the clamping of the guide rail.

[0020] The second aspect of this invention discloses a device for coordinated control of elevator car leveling amplitude and subsidence, comprising:

[0021] The working area determination module is used to predetermine the working area of ​​the damper;

[0022] The dynamic control module is used to control the damper to clamp the guide rail when the car moves to the working position area and is in a level state, meeting the door opening conditions. During the process of passengers entering and exiting the car, the module detects the car load and car amplitude, and adaptively adjusts the guide rail clamping force of the damper according to the car load and car amplitude. The damper is installed on the car and cooperates with the guide rail. In response to the car door closing, the module controls the damper to stop working to release the clamping force on the guide rail.

[0023] In some embodiments, the dynamic control module includes a guide rail clamping force adjustment unit. The guide rail clamping force adjustment unit is used to calculate the car sinking amount based on the car load when the car load is greater than a preset load threshold, and to increase the guide rail clamping force of the damper based on the car sinking amount when the car sinking amount is greater than a preset sinking amount threshold; and to increase the guide rail clamping force of the damper based on the car amplitude when the car amplitude is greater than a preset amplitude threshold.

[0024] In some embodiments, the dynamic control module further includes a car descent calculation unit, which calculates the car descent based on the car load, using the following expression:

[0025]

[0026] in, This is the amount of time the car descends. It is the acceleration due to gravity. This refers to the number of wire ropes. For the hanging ratio, The elastic modulus of the steel wire rope. The cross-sectional area of ​​the wire rope is... The shaft height, To carry the weight of the elevator car.

[0027] The third aspect of the present invention discloses an electronic device, including a memory storing executable program code and a processor coupled to the memory; the processor calls the executable program code stored in the memory to execute the elevator car leveling amplitude and sinking amount coordinated control method disclosed in the first aspect.

[0028] The fourth aspect of the present invention discloses a computer-readable storage medium storing a computer program, wherein the computer program causes a computer to execute the method for coordinated control of elevator car leveling amplitude and subsidence disclosed in the first aspect.

[0029] The beneficial effects of this invention are as follows: First, it identifies the working zone where the damper needs to clamp the guide rail to increase frictional damping. Then, upon reaching the working zone and after the car levels and the door opens, the damper is energized to clamp the guide rail, increasing frictional damping for the car and significantly improving the car's amplitude during passenger entry and exit. Simultaneously, to achieve better suppression, the damper's guide rail clamping force is adjusted according to the car's load and amplitude, increasing damping stiffness to constrain suspension deformation and limit car descent. This synergistic approach achieves dynamic amplitude suppression and static descent control, improving car running stability and passenger comfort, and enhancing leveling stability. Attached Figure Description

[0030] The accompanying drawings illustrate specific examples of the technical solutions described in this invention and, together with the detailed embodiments, form part of the specification, serving to explain the technical solutions, principles, and effects of this invention.

[0031] Unless otherwise specified or defined, the same reference numerals in different figures represent the same or similar technical features, and different reference numerals may be used to represent the same or similar technical features.

[0032] Figure 1 This is a flowchart of the method for coordinated control of elevator car leveling amplitude and subsidence disclosed in an embodiment of the present invention;

[0033] Figure 2 A schematic diagram of the structure of the elevator car leveling amplitude and subsidence coordinated control device according to an embodiment of the present invention;

[0034] Figure 3 This is a schematic diagram of the structure of an electronic device according to an embodiment of the present invention. Detailed Implementation

[0035] Unless otherwise specified or defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art. When combined with the technical solutions of the invention in a real-world scenario, all technical and scientific terms used herein may also have meanings corresponding to the purpose of achieving the technical solutions of the invention. The terms "first," "second," etc., used herein are merely for distinguishing names and do not represent a specific number or order. The term "and / or," as used herein, includes any and all combinations of one or more of the associated listed items.

[0036] It should be noted that when a component is considered "fixed" to another component, it can be directly fixed to the other component or there can be an intervening component; when a component is considered "connected" to another component, it can be directly connected to the other component or there can be an intervening component; when a component is considered "mounted" on another component, it can be directly mounted on the other component or there can be an intervening component; when a component is considered "placed" on another component, it can be directly placed on the other component or there can be an intervening component.

[0037] Unless otherwise specified or defined, the terms "described" or "the" as used herein refer to the technical features or technical content mentioned or described prior to the relevant section, which may be the same as or similar to the technical features or technical content mentioned herein. Furthermore, the terms "comprising" and "having," and any variations thereof, as used herein, are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or apparatus that includes a series of steps or units is not limited to the steps or units listed, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to such processes, methods, products, or apparatus.

[0038] This invention discloses a method for the coordinated control of elevator car leveling amplitude and subsidence. This method can be implemented through computer programming and runs on the elevator's control chip. The execution subject of this method can also be other execution carriers with equivalent processing capabilities.

[0039] To facilitate understanding of the present invention, specific embodiments of the present invention will be described in more detail below with reference to the accompanying drawings.

[0040] like Figure 1 As shown, the specific steps include:

[0041] Step S100: Predetermine the operating range of the damper;

[0042] The damper is installed on the car and works in conjunction with the guide rail. When the car is level with the landing, the damper is energized and clamps the guide rail, adding frictional damping to the car to reduce the amplitude of vibration generated when passengers enter and exit. There is no limit to the number of dampers that can be installed; one or more guide rail dampers can be installed on the car.

[0043] The working zone of a damper refers to the target floor or shaft height range where the guide rail damper needs to be energized to operate. Because the length of the traction steel wire rope in high-rise elevators increases with floor height, the suspension length, natural resonant frequency, and elastic deformation of the steel wire rope vary between different floors. Simultaneously, due to the coupling effect of shaft wind pressure and the tensile and slack characteristics of the steel wire rope, only certain specific floors will induce vertical shaking and excessive amplitude in the car when passengers enter or exit. Therefore, it is only necessary to define and save the specific floors or height ranges with excessive amplitude as the working zone of the damper. The damper is only energized to reduce vibration when the car travels to the working zone; outside the working zone, the damper does not need to be engaged, achieving precise on-demand control.

[0044] The working range of the damper can be manually set in advance based on on-site commissioning experience. In this embodiment, the process of determining the working range is as follows: each time the car levels, the car amplitude generated during passenger entry and exit is detected. When the car amplitude exceeds a preset amplitude threshold, the corresponding floor position or hoistway height is collected and recorded by a magnetic strip sensor, and this floor or height range is automatically saved as the working range of the damper. The car amplitude refers to the maximum displacement change of the car in the vertical direction when the load disturbance caused by passenger entry and exit occurs after the car has leveled and stopped and the doors have opened. The car amplitude can be calculated by detecting the vertical floating distance of the car using a laser rangefinder. The preset amplitude threshold can be fixed in advance based on experience. Alternatively, different preset amplitude thresholds can be configured for each floor based on the differences in the wire rope extension length, hoistway conditions, and resonance characteristics of different floors, achieving layered differentiated settings to adapt to the vertical shaking characteristics of passengers entering and exiting the car on different floors.

[0045] Step S200: When the car moves to the working area and the car is in a level state and meets the door opening conditions, the damper is controlled to work to clamp the guide rail, and the car load and car amplitude are detected during the passenger entering and exiting the car. The guide rail clamping force of the damper is adaptively adjusted according to the car load and car amplitude.

[0046] During car operation, when the car reaches the designated floor or shaft height corresponding to the damper's preset working zone, and it is determined that the car has completed leveling, the door zone switch signal is ON, and the door opening conditions are met and an opening signal is output, the damper is simultaneously energized to ensure it clamps and adheres to the guide rail. By adding frictional damping to the car through the damper, the amplitude of the car's vibration is significantly improved when passengers enter and exit.

[0047] To achieve adaptive and coordinated control of the car's vertical amplitude and sag during passenger entry and exit, this embodiment collects real-time data on the car's load and amplitude during passenger entry and exit after the car stops at the floor and the doors open. By matching the current car load and vertical amplitude fluctuations in real time, the damper's clamping force on the guide rail is adaptively and dynamically adjusted. On the one hand, adjusting the clamping force suppresses the car's up-and-down shaking caused by passengers stepping on the floor, weakening the vertical vibration amplitude and eliminating passengers' sense of floating and discomfort. On the other hand, relying on the guide rail clamping constraint, the static sag of the car due to the load is limited, reducing the height difference between the car floor and the floor, thus simultaneously improving the overall elevator ride comfort and leveling accuracy. Specifically:

[0048] To optimize the damper's effect in suppressing car vibration, the car's amplitude is detected. When the car's amplitude exceeds a preset amplitude threshold, the damper's guide rail clamping force is increased accordingly. For example, the damper's guide rail clamping force can be increased linearly based on the car's amplitude. Specifically, the guide rail clamping force can be changed in real time by adjusting the excitation current input to the damper: the larger the car's amplitude, the larger the drive excitation current output by the control system, and the greater the damper's guide rail clamping force becomes. This gradually increases the tightness between the damper's clamping components and the elevator guide rail, thus achieving an adaptive increase in the guide rail clamping force with the car's amplitude. The preset amplitude threshold can be pre-set based on experience or set differentially, as described in step S100.

[0049] When the car load exceeds the preset load threshold (which can be manually set to a fixed or differentiated value based on experience), the number of people entering and exiting the car is detected, and the car load data is collected in real time. The theoretical car descent is estimated based on the car load. When the car descent exceeds the preset descent threshold, the damper's guide rail clamping force is increased according to the car descent: the damper's clamping force is positively correlated with the car descent; the greater the car descent, the greater the required clamping force. Specifically, the excitation current output to the damper can be adjusted proportionally to the car descent. By estimating the theoretical car descent based on the real-time car load, when the car descent exceeds the limit, the damper's clamping stiffness and limiting effect on the guide rail are increased. The rigid constraint of the guide rail counteracts the elastic tensile deformation of the traction steel cable, effectively controlling the unidirectional downward displacement of the car under load, preventing car leveling misalignment, and maintaining a uniform level of comfort across all floors, thus improving the smoothness of passenger ascent and descent.

[0050] The specific formula for calculating the car's subsidence based on the car's load is as follows:

[0051]

[0052] in, This is the amount of time the car descends. It is the acceleration due to gravity. This refers to the number of wire ropes. The elevator suspension ratio, The equivalent elastic modulus of the traction wire rope. The cross-sectional area of ​​a single traction wire rope is... This represents the effective suspension height of the wire rope in the shaft corresponding to the current floor. The calculation formula considers the elevator's actual suspension characteristics, incorporating the suspension ratio, the equivalent elastic modulus of the traction wire rope, the cross-sectional area of ​​the wire rope, and the number of wire ropes—all inherent structural parameters from the elevator's factory specifications. The hoistway height and car load are real-time monitored parameters. This formula integrates the suspension ratio, the number of traction wire ropes, and the real-time hoistway suspension height at each floor, coupling unique operating condition parameters such as the mechanical suspension ratio, the equal distribution of loads in multi-rope parallel connections, and dynamic rope length variations at each floor into the calculation model to estimate the car's subsidence in real time. By calculating the theoretical car subsidence, a relatively consistent comfort experience can be provided for different elevator systems, avoiding inconsistencies in comfort levels caused by the performance parameters of the wire ropes themselves and the movement of passengers in and out of the car.

[0053] In practice, the configuration parameters of the steel wire ropes of the entire elevator and the parameters of the shaft are input. The number of people entering and exiting the car at that time is detected by a visual sensor. The car sinking amount is calculated, the power output current is adjusted, and the clamping force of the damper is controlled to achieve load-adaptive leveling compensation, so that the comfort level of each door opening and closing is basically consistent.

[0054] By detecting the amplitude of the car's vibration and calculating the theoretical amount of car descent, the guide rail clamping force of the damper is adjusted, achieving a dual control effect of suppressing the amplitude of the car's vertical shaking and constraining the amount of car descent, thereby improving the passenger's ride comfort and the leveling accuracy when entering and exiting the car.

[0055] In some implementations, when the door zone signal continuously displays an open state and the damper is working and clamping the guide rail, the method further includes: detecting the clamping time and the surface temperature of the damper; when the cumulative value of the clamping time exceeds a preset time threshold, and / or when the damper temperature exceeds a preset temperature threshold, controlling the damper to stop working to release the clamping of the guide rail. By adding dual judgment logic for exceeding the limit of cumulative clamping time and the limit of damper operating temperature, overheat protection can be achieved, extending the service life of the damper.

[0056] Step S300: In response to the car door closing, the control damper stops working to release the clamping on the guide rail.

[0057] Once personnel have finished entering and exiting and the door is closed, the damper is de-energized, disengaging the clamp on the guide rail.

[0058] In summary, this embodiment first identifies the floor or height where increased frictional damping is required by the damper clamping the guide rail. Upon reaching the target floor and after the elevator car levels and opens, a dedicated power supply powers the damper, energizing it to clamp the guide rail. The damper's opening and closing are controlled by detecting door zone signals, clamping time, and damper temperature. Simultaneously, to achieve better suppression, the damper's clamping force is adjusted based on the amount of sag and amplitude. Within the static load range at level, damping stiffness constrains suspension deformation and limits car sag. A single hardware structure is used to collaboratively achieve dynamic amplitude suppression and static sag control. This improves car stability and passenger comfort, and enhances leveling stability.

[0059] refer to Figure 2 As shown, based on the above-mentioned method for coordinated control of elevator car leveling amplitude and subsidence, this invention discloses a device for coordinated control of elevator car leveling amplitude and subsidence, comprising:

[0060] The working area determination module 600 is used to predetermine the working area of ​​the damper;

[0061] The dynamic control module 610 is used to control the damper to clamp the guide rail when the car moves to the working position area and the car is in a level state and meets the door opening conditions. During the process of passengers entering and exiting the car, the module detects the car load and car amplitude and adaptively adjusts the guide rail clamping force of the damper according to the car load and car amplitude. The damper is installed on the car and cooperates with the guide rail. In response to the car door closing, the module controls the damper to stop working to release the clamping force on the guide rail.

[0062] In some embodiments, the dynamic control module includes a guide rail clamping force adjustment unit. The guide rail clamping force adjustment unit is used to calculate the car sinking amount based on the car load when the car load is greater than a preset load threshold, and to increase the guide rail clamping force of the damper based on the car sinking amount when the car sinking amount is greater than a preset sinking amount threshold; and to increase the guide rail clamping force of the damper based on the car amplitude when the car amplitude is greater than a preset amplitude threshold.

[0063] In some embodiments, the dynamic control module further includes a car descent calculation unit, which calculates the car descent based on the car load, using the following expression:

[0064]

[0065] in, This is the amount of time the car descends. It is the acceleration due to gravity. This refers to the number of wire ropes. For the hanging ratio, The elastic modulus of the steel wire rope. The cross-sectional area of ​​the wire rope is... The shaft height, To carry the weight of the elevator car.

[0066] like Figure 3 As shown, an embodiment of the present invention discloses an electronic device, including a memory 401 storing executable program code and a processor 402 coupled to the memory 401;

[0067] The processor 402 calls the executable program code stored in the memory 401 to execute the elevator car leveling amplitude and sinking amount coordinated control method described in the above embodiments.

[0068] This invention also discloses a computer-readable storage medium storing a computer program that causes a computer to execute the elevator car leveling amplitude and sinking amount coordinated control method described in the above embodiments.

[0069] The purpose of the above embodiments is to reproduce and derive the technical solution of the present invention by way of example, and to fully describe the technical solution, purpose and effect of the present invention. The purpose is to enable the public to have a more thorough and comprehensive understanding of the disclosure of the present invention, and not to limit the scope of protection of the present invention.

[0070] The above embodiments are not an exhaustive list based on the present invention, and there may be many other embodiments not listed. Any substitutions and improvements made without departing from the concept of the present invention are within the protection scope of the present invention.

Claims

1. A method for coordinated control of elevator car leveling amplitude and settlement, characterized in that, include: Predetermine the operating range of the damper; When the car moves to the working area and the car is in a level state and meets the door opening conditions, the damper is controlled to work to clamp the guide rail. The car load and car amplitude are detected during the passenger's entry and exit from the car. The guide rail clamping force of the damper is adaptively adjusted according to the car load and car amplitude. The damper is installed on the car and cooperates with the guide rail. In response to the car door closing, the control damper stops working to release the clamping on the guide rail.

2. The method for coordinated control of elevator car leveling amplitude and subsidence as described in claim 1, characterized in that, The operating range of the damper is predetermined, including: Each time the car reaches a floor, the amplitude of the car vibration generated during the passenger's entry and exit is detected. When the car vibration amplitude is greater than a preset amplitude threshold, the floor or height recorded by the magnetic strip sensor is saved as the working area.

3. The method for coordinated control of elevator car leveling amplitude and subsidence as described in claim 1, characterized in that, The guide rail clamping force of the adaptive damper, based on the car load and car amplitude, includes: When the car load is greater than the preset load threshold, the car sinking amount is calculated based on the car load. When the car sinking amount is greater than the preset sinking threshold, the guide rail clamping force of the damper is increased based on the car sinking amount. When the car amplitude is greater than the preset amplitude threshold, the guide rail clamping force of the damper is increased according to the car amplitude.

4. The method for coordinated control of elevator car leveling amplitude and subsidence as described in claim 3, characterized in that, The formula for calculating the car's subsidence based on its load is as follows: in, This is the amount of time the car descends. It is the acceleration due to gravity. This refers to the number of wire ropes. For the hanging ratio, The elastic modulus of the steel wire rope. The cross-sectional area of ​​the wire rope is... The shaft height, To carry the weight of the elevator car.

5. The method for coordinated control of elevator car leveling amplitude and subsidence as described in claim 1, characterized in that, When controlling the damper to clamp the guide rail, it also includes: When the cumulative clamping time exceeds a preset time threshold, and / or when the damper temperature exceeds a preset temperature threshold, the damper is controlled to stop working to release the clamping of the guide rail.

6. A device for coordinated control of elevator car leveling amplitude and subsidence, characterized in that, include: The working area determination module is used to predetermine the working area of ​​the damper; The dynamic control module is used to control the damper to clamp the guide rail when the car moves to the working position area and is in a level state, meeting the door opening conditions. During the process of passengers entering and exiting the car, the module detects the car load and car amplitude, and adaptively adjusts the guide rail clamping force of the damper according to the car load and car amplitude. The damper is installed on the car and cooperates with the guide rail. In response to the car door closing, the module controls the damper to stop working to release the clamping force on the guide rail.

7. The elevator car leveling amplitude and subsidence coordinated control device as described in claim 6, characterized in that, The dynamic control module includes a guide rail clamping force adjustment unit. The guide rail clamping force adjustment unit is used to calculate the car sinking amount based on the car load when the car load is greater than a preset load threshold, and to increase the guide rail clamping force of the damper based on the car sinking amount when the car sinking amount is greater than a preset sinking amount threshold; and to increase the guide rail clamping force of the damper based on the car amplitude when the car amplitude is greater than a preset amplitude threshold.

8. The elevator car leveling amplitude and subsidence coordinated control device as described in claim 7, characterized in that, The dynamic control module also includes a car descent calculation unit, which calculates the car descent based on the car's load. The calculation expression is as follows: in, This is the amount of time the car descends. It is the acceleration due to gravity. This refers to the number of wire ropes. For the hanging ratio, The elastic modulus of the steel wire rope. The cross-sectional area of ​​the wire rope is... The shaft height, To carry the weight of the elevator car.

9. An electronic device, characterized in that, It includes a memory storing executable program code and a processor coupled to the memory; the processor calls the executable program code stored in the memory to execute the elevator car leveling amplitude and sinking amount coordinated control method according to any one of claims 1 to 5.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program, wherein the computer program causes a computer to execute the elevator car leveling amplitude and sinking amount coordinated control method according to any one of claims 1 to 5.

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