Energy saving control method, apparatus and system

Abstract

The application relates to an energy-saving control method, device and system. The method comprises the following steps: acquiring an operation scheduling parameter of a load module and a charging power parameter of an energy storage module in an energy-saving control device; the energy storage module is used for supplying power to the load module or recovering regenerated electric energy of the load module; acquiring required braking energy of the load module according to the operation scheduling parameter; determining target braking energy of the load module according to the required braking energy, the operation scheduling parameter and the charging power parameter; and controlling a driving unit in the load module to generate regenerated braking energy and / or controlling a mechanical braking unit in the load module to generate mechanical braking energy according to the target braking energy; wherein the regenerated electric energy comprises the regenerated braking energy, and the regenerated braking energy and the mechanical braking energy are used for controlling braking of the load module. The method can guarantee safe operation of an elevator system and efficiently recover regenerated energy.

Description

Technical Field

[0001] This application relates to the field of elevator technology, and in particular to an energy-saving control method, device and system. Background Technology

[0002] In related technologies, elevators are powered by mains electricity. When the mains power fails, the elevator cannot operate stably for extended periods, disrupting daily work and life. Furthermore, regenerative energy is generated when the elevator drives the main circuit. The current technology handles this regenerative energy by consuming resistors, resulting in significant energy waste. Summary of the Invention

[0003] Therefore, it is necessary to provide an energy-saving control method, device, and system to address the aforementioned technical problems, which can efficiently recover and regenerate energy while ensuring the safe operation of the elevator system.

[0004] In a first aspect, this application provides an energy-saving control method applied to a control module in an energy-saving control device, wherein the control module is used to control multiple load modules; the method includes:

[0005] The system acquires the operating scheduling parameters of the load module and the charging power parameters of the energy storage module in the energy-saving control device; the energy storage module is used to supply power to the load module or recover the regenerated energy of the load module.

[0006] The required braking energy of the load module is obtained based on the operation scheduling parameters.

[0007] The target braking energy of the load module is determined based on the required braking energy, the operation scheduling parameters, and the charging power parameters.

[0008] Based on the target braking energy, the drive unit in the load module is controlled to generate regenerative braking energy and / or the mechanical braking unit in the load module is controlled to generate mechanical braking energy; wherein, the regenerative electrical energy includes the regenerative braking energy, and the regenerative braking energy and the mechanical braking energy are used to control the braking of the load module.

[0009] In one embodiment, the control module is used to control N load modules with different priorities, where N≥1; determining the target braking energy of the load module based on the required braking energy, the operation scheduling parameters, and the charging power parameters includes:

[0010] Based on the charging power parameters, the target braking energy of the first i-1 stage load modules, the operation scheduling parameters of the first i-1 stage load modules, and the operation scheduling parameters of the i-th stage load module, the constraint braking energy of the i-th stage load module is obtained.

[0011] The target braking energy of the i-th level load module is determined based on the required braking energy and the constrained braking energy of the i-th level load module.

[0012] Where 1≤i≤N, and when i is 1, the target braking energy of the first i-1 stage load modules is 0.

[0013] In one embodiment, obtaining the constraint braking energy of the i-th stage load module based on the charging power parameters, the target braking energy of the first i-1 stage load modules, the operation scheduling parameters of the first i-1 stage load modules, and the operation scheduling parameters of the i-th stage load module includes:

[0014] Based on the preset torque mapping relationship library and the operation scheduling parameters of the i-th level load module, the first constraint braking component of the i-th level load module is obtained; the torque mapping relationship library is used to characterize the mapping relationship between the speed of the drive unit and the maximum generating torque; the first constraint braking component is used to indicate the upper limit of the braking energy that the drive unit can generate under safe conditions.

[0015] Based on the preset safety voltage of the inverter unit of the i-th level load module and the operation scheduling parameters of the i-th level load module, the second constraint braking component of the i-th level load module is obtained; the second constraint braking component is used to indicate the upper limit of braking energy that the inverter unit can withstand.

[0016] Based on the charging power parameters, the regenerative braking energy of the first i-1 stage load modules, the operation scheduling parameters of the first i-1 stage load modules, and the operation scheduling parameters of the i-th stage load module, the third constraint braking component of the i-th stage load module is obtained; the third constraint braking component is used to indicate the upper limit of the braking energy generated by the i-th stage load module that the energy storage module can receive.

[0017] The constraint braking energy of the i-th level load module is obtained based on the first constraint braking component, the second constraint braking component, and the third constraint braking component of the i-th level load module.

[0018] In one embodiment, the operation scheduling parameters include at least the movement speed of the load module; obtaining the third constraint braking component of the i-th stage load module based on the charging power parameters, the regenerative braking energy of the first i-1 stage load modules, the operation scheduling parameters of the first i-1 stage load modules, and the operation scheduling parameters of the i-th stage load module includes:

[0019] The allocated charging power is obtained based on the regenerative braking energy of the first i-1 stage load module, the movement speed of the first i-1 stage load module, and the preset conversion efficiency of the first i-1 stage inverter unit.

[0020] Based on the charging power parameters and the allocated charging power, the allocable charging power is obtained;

[0021] The third constraint braking component of the i-th level load module is obtained based on the allocatable charging power, the movement speed of the i-th level load module, and the preset conversion efficiency of the i-th level frequency converter.

[0022] In one embodiment, the operation scheduling parameters include at least the speed and transmission ratio of the drive module; obtaining the first constraint braking component of the i-th level load module based on a preset torque mapping relationship library and the operation scheduling parameters of the i-th level load module includes:

[0023] Based on the rotational speed of the i-th stage drive module and the torque mapping relationship library, the maximum generating torque of the i-th stage drive module is obtained;

[0024] Based on the maximum generating torque, transmission ratio, and preset traction wheel radius of the i-th stage drive module, the first constraint braking component of the i-th stage load module is obtained.

[0025] In one embodiment, determining the target braking energy of the i-th level load module based on the required braking energy and the constrained braking energy of the i-th level load module includes:

[0026] If the constrained braking energy is greater than a preset threshold and the constrained braking energy is greater than or equal to the required braking energy, the required braking energy is determined to be the regenerative braking energy.

[0027] When the constraint braking energy is greater than the preset threshold and the constraint braking energy is less than the required braking energy, the constraint braking energy is determined to be the regenerative braking energy, and the mechanical braking energy is the difference between the constraint braking energy and the required braking energy.

[0028] If the constrained braking energy is less than or equal to a preset threshold, the required braking energy is determined to be the mechanical braking energy.

[0029] In one embodiment, the operation scheduling parameters include load quality and load deceleration; obtaining the required braking energy of the load module based on the operation scheduling parameters includes:

[0030] The motion components of the load module are obtained based on the load mass and the load deceleration.

[0031] The balancing force component of the load module is obtained based on the load mass and the preset mass of the weight block of the load module;

[0032] The required braking energy is obtained based on the preset resistance component, the motion component, and the balance force component.

[0033] Secondly, this application provides an energy-saving control device, comprising:

[0034] An energy storage module is used to supply power to the load module or to recover the regenerated electrical energy of the load module;

[0035] A control module is used to acquire the operating scheduling parameters of the load module and the charging power parameters of the energy storage module in the energy-saving control device; acquire the required braking energy of the load module according to the operating scheduling parameters; determine the target braking energy of the load module according to the required braking energy, the operating scheduling parameters, and the charging power parameters; and control the drive unit in the load module to generate regenerative braking energy and / or control the mechanical braking unit in the load module to generate mechanical braking energy according to the target braking energy; wherein, the regenerative electrical energy includes the regenerative braking energy, and the regenerative braking energy and the mechanical braking energy are used to control the braking of the load module.

[0036] In one embodiment, the energy storage module includes:

[0037] A capacitor energy storage unit is used to connect to the frequency converter unit when the frequency converter unit in the load module supplies energy to the energy storage module;

[0038] A battery energy storage unit, connected to the capacitor energy storage unit, is used to receive energy supplied by the capacitor energy storage unit.

[0039] Thirdly, this application provides an energy-saving control system, including multiple load modules and the energy-saving control device described in any of the above embodiments.

[0040] The aforementioned energy-saving control method, device, and system include acquiring the operating scheduling parameters of the load module and the charging power parameters of the energy storage module in the energy-saving control device. First, based on the operating scheduling parameters of the load module, the required braking energy for the load module to complete safe braking is determined. Then, using this required braking energy as the core benchmark, combined with the charging power parameters of the energy storage module and the load operating scheduling parameters, the target braking energy is determined. That is, based on the required braking energy for safe braking of the load module, the real-time receivable charging capacity of the energy storage module, and the real-time operating conditions of the load module, the ratio of regenerative braking energy to mechanical braking energy is flexibly allocated. Finally, through the coordinated control of the drive unit and / or the mechanical braking unit, the safe braking of the load module is ensured. When the energy storage module can receive the full required braking energy, regenerative braking can be maximized to achieve maximum energy recovery. When the energy storage module's receiving capacity is limited, regenerative braking energy can cover the portion that the energy storage module can receive, with the remaining braking energy demand supplemented by mechanical braking. This ensures that the total braking energy always meets safety requirements while maximizing the use of the energy storage module's charging capacity to recover energy, achieving the recovery and recycling of braking energy, reducing the overall operating energy consumption of the load module, and improving energy utilization efficiency. Attached Figure Description

[0041] To more clearly illustrate the technical solutions in the embodiments of this application or the conventional technology, the drawings used in the description of the embodiments or the conventional technology will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0042] Figure 1 This is a flowchart illustrating an energy-saving control method in one embodiment;

[0043] Figure 2 This is a flowchart illustrating step S103 in one embodiment;

[0044] Figure 3 This is a flowchart illustrating step S201 in one embodiment;

[0045] Figure 4 This is a flowchart illustrating step S303 in one embodiment;

[0046] Figure 5 This is a flowchart illustrating step S301 in one embodiment;

[0047] Figure 6 This is a flowchart illustrating step S202 in one embodiment;

[0048] Figure 7 This is a flowchart illustrating step S102 in one embodiment;

[0049] Figure 8 This is a block diagram of an energy-saving control system in one embodiment. Detailed Implementation

[0050] To facilitate understanding of this application, a more complete description will be provided below with reference to the accompanying drawings, which illustrate embodiments of the present application. However, the present application can be implemented in many different forms and is not limited to the embodiments described herein. Rather, these embodiments are provided so that the disclosure of this application will be thorough and complete.

[0051] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the application.

[0052] It is understood that the terms “first,” “second,” etc., used in this application may be used herein to describe various elements, but these elements are not limited by these terms. These terms are only used to distinguish one element from another.

[0053] Spatial relation terms such as “below,” “under,” “below,” “under,” “above,” “above,” etc., are used herein to describe the relationship between one element or feature shown in the figure and other elements or features. It should be understood that, in addition to the orientation shown in the figure, spatial relation terms also include different orientations of the device in use and operation. For example, if the device in the figure is flipped, the element or feature described as “below,” “under,” or “below” will be oriented “above” the other element or feature. Therefore, the exemplary terms “below” and “under” can include both above and below orientations. Furthermore, the device may also include other orientations (e.g., rotated 90 degrees or other orientations), and the spatial descriptive terms used herein will be interpreted accordingly.

[0054] It should be noted that when one element is considered to be "connected" to another element, it can be directly connected to the other element or connected to the other element through an intermediary element. Furthermore, in the following embodiments, "connection" should be understood as "electrical connection," "communication connection," etc., if there is transmission of electrical signals or data between the connected objects.

[0055] When used herein, the singular forms of “a,” “an,” and “the” may also include the plural forms unless the context clearly indicates otherwise. It should also be understood that the terms “comprising / including” or “having,” etc., specify the presence of the stated features, wholes, steps, operations, components, parts, or combinations thereof, but do not preclude the possibility of the presence or addition of one or more other features, wholes, steps, operations, components, parts, or combinations thereof. Meanwhile, the term “and / or” as used in this specification includes any and all combinations of the associated listed items.

[0056] In some exemplary embodiments, this application provides an energy-saving control method applied to a control module in an energy-saving control device; please refer to... Figure 1 The energy-saving control method includes steps S101 to S104.

[0057] S101: Obtain the operation scheduling parameters of the load module and the charging power parameters of the energy storage module in the energy-saving control device.

[0058] In one example, the load module may include an elevator, or a device with similar operating characteristics to an elevator, such as a frequency converter, DC bus, and motor that can generate and recycle regenerative energy while consuming power, like a lift or oil pump. In subsequent embodiments of this application, an elevator is used as an example to illustrate the technical solution of this application. However, it is understood that the energy-saving control method of this application can also be applied to other devices with similar operating characteristics to elevators, and this application does not limit this application.

[0059] The energy-saving control device of this application includes an energy storage module, which is used to supply power to the load module or recover regenerated electrical energy from the load module. The charging power parameter of the energy storage module is used to indicate the maximum charging power that the energy storage module can accept under the current operating conditions. If the charging power provided by the load module exceeds the charging power parameter, it may cause the energy storage module to malfunction.

[0060] The load module may include structures such as a car, a load block, a drive unit, a frequency converter, and a mechanical braking unit. The operating scheduling parameters of the load module may include parameters such as the car's speed, deceleration, drive unit speed, and drive unit transmission ratio. The operating scheduling parameters of the load module may also include the load module's priority, which can be a preset value or a value calculated based on the load module's operating conditions and type.

[0061] S102: Obtain the required braking energy of the load module based on the operation scheduling parameters.

[0062] After obtaining the operating scheduling parameters of each load module, the required braking energy for each load module to complete safe braking under the current operating conditions can be calculated based on these parameters. In one example, when the elevator is about to stop at the target floor, the control module can issue a deceleration or stop command to the elevator based on the operating curve, and simultaneously obtain the elevator's operating scheduling parameters to calculate the required braking energy for a safe stop.

[0063] S103: Determine the target braking energy of the load module based on the required braking energy, operation scheduling parameters, and charging power parameters.

[0064] The drive unit is used to generate regenerative braking energy to power the energy storage module and to provide mechanical braking energy to the load module. The target braking energy includes at least one of regenerative braking energy and mechanical braking energy.

[0065] In this embodiment, after calculating the required braking energy of each load module, the drive unit of each load module is not directly controlled to generate the required braking energy to power the energy storage module. Instead, the target braking energy of each load module is calculated by combining the operating scheduling parameters of each load module and the charging power parameters of the energy storage module. The target braking energy includes at least one of regenerative braking energy and mechanical braking energy. Regenerative braking energy is energy generated by the drive unit and used to store in the energy storage module. Mechanical braking energy is energy generated by the mechanical braking unit and is the supplementary energy required to ensure the safe braking of the load module when the regenerative braking energy generated by the drive unit is less than the required braking energy, i.e., the regenerative braking energy generated by the drive unit cannot guarantee the safe braking of the load module.

[0066] S104: Based on the target braking energy, control the drive unit in the load module to generate regenerative braking energy and / or control the mechanical braking unit in the load module to generate mechanical braking energy.

[0067] The regenerative electrical energy includes regenerative braking energy, which, along with mechanical braking energy, is used to control the braking of the load modules. It is understood that in scenarios where multiple load modules brake simultaneously, due to the limited charging power parameters of the energy storage module, this application prioritizes ensuring that high-priority load modules generate regenerative braking energy that can be recovered to the energy storage module. For lower-priority load modules, if the sum of the regenerative braking energy generated by the preceding load modules corresponds to a power level close to the charging power parameters of the energy storage module, the mechanical braking unit can provide the energy required for safe braking of the load modules. This energy-saving control method avoids the problems of charging resource contention, low recovery efficiency, and unreliable braking demand in multi-load systems, improving the overall energy recovery efficiency and operational orderliness of multi-load systems.

[0068] The aforementioned energy-saving control method includes acquiring the operating scheduling parameters of the load module and the charging power parameters of the energy storage module in the energy-saving control device. First, based on the operating scheduling parameters of the load module, the required braking energy for the load module to complete safe braking is determined. Then, using this required braking energy as the core benchmark, combined with the charging power parameters of the energy storage module and the load operating scheduling parameters, the target braking energy is determined. That is, based on the required braking energy for safe braking of the load module, the real-time charging capacity of the energy storage module, and the real-time operating conditions of the load module, the ratio of regenerative braking energy to mechanical braking energy is flexibly allocated. Finally, through the coordinated control of the drive unit and / or the mechanical braking unit, the safe braking of the load module is ensured. When the energy storage module can receive the full required braking energy, regenerative braking can be maximized to achieve maximum energy recovery. When the energy storage module's receiving capacity is limited, regenerative braking energy can cover the portion that the energy storage module can receive, with the remaining braking energy demand supplemented by mechanical braking. This ensures that the total braking energy always meets safety requirements while maximizing the use of the energy storage module's charging capacity to recover energy, achieving the recovery and recycling of braking energy, reducing the overall operating energy consumption of the load module, and improving energy utilization efficiency.

[0069] In some exemplary embodiments, the control module is used to control N load modules with different priorities, where N ≥ 1; see [link to relevant documentation]. Figure 2 Step S103 involves determining the target braking energy of the load module based on the required braking energy, operation scheduling parameters, and charging power parameters, including steps S201 and S202.

[0070] S201: Obtain the constraint braking energy of the i-th stage load module based on the charging power parameters, the target braking energy of the first i-1 stage load module, the operation scheduling parameters of the first i-1 stage load module, and the operation scheduling parameters of the i-th stage load module.

[0071] In this embodiment, the constrained braking energy of the i-th load module is not a fixed value, but is determined by the instantaneous capability of the energy storage module and the weakest structure in the i-th load module, and the dynamic upper limit of the braking energy that the drive unit of the i-th load module can generate.

[0072] Where 1≤i≤N, and when i is 1, the target braking energy of the first i-1 load modules is 0. In one example, the first-level load module is the highest priority load module. When determining the constraint braking energy of the first-level load module, it is only necessary to obtain the constraint braking energy of the first-level load module based on the charging power parameters of the energy storage module and the operation scheduling parameters of the first-level load module. When determining the constraint braking energy of the second-level load module, it is necessary to obtain the constraint braking energy of the second-level load module based on the charging power parameters of the energy storage module, the target braking energy of the first-level load module, the operation scheduling parameters of the first-level load module, and the operation scheduling parameters of the second-level load module.

[0073] S202: Determine the target braking energy of the i-th level load module based on the required braking energy and the constrained braking energy of the i-th level load module.

[0074] It can be understood that the required braking energy of the i-th level load module is the braking energy required for the i-th level load module to complete braking, and the constrained braking energy of the i-th level load module refers to the dynamic upper limit of the braking energy that the drive unit of the i-th level load module can generate.

[0075] In one example, when the constraint braking energy of the i-th level load module is greater than or equal to the required braking energy of the i-th level load module, the drive unit of the i-th level load module (hereinafter referred to as the i-th level drive unit) can generate all the required braking energy, that is, the target braking energy is the regenerative braking energy, and the regenerative braking energy is equal to the required braking energy.

[0076] In another example, when the constraint braking energy of the i-th level load module is less than the required braking energy of the i-th level load module, the i-th level drive unit can be controlled to generate regenerative braking energy within the constraint braking energy range, and the mechanical braking unit of the i-th level load module (hereinafter referred to as the i-th level mechanical braking unit) can generate the difference in braking energy. That is, the target braking energy includes regenerative braking energy and mechanical braking energy. The regenerative braking energy is equal to the constraint braking energy, and the mechanical braking energy is equal to the difference between the required braking energy and the constraint braking energy.

[0077] In applications, due to the limited charging power parameters of the energy storage module, there may be a situation where the constraint braking energy of the i-th level load module is less than or equal to 0. In this case, the i-th level mechanical braking unit can generate all the required braking energy, that is, the target braking energy is the mechanical braking energy, and the mechanical braking energy is equal to the required braking energy.

[0078] In this embodiment, resources are allocated hierarchically from highest priority (i=1) to lowest priority (i=N) by mandatory requirements. The highest priority load module calculates and uses the available charging power of the energy storage module first, unaffected by lower priority load modules. Only after the needs of the high-priority load modules are met are the remaining resources allocated to lower priority load modules. This mechanism solves the problem of disorderly competition for energy storage charging resources when multiple loads brake simultaneously in existing multi-load group control scenarios. It ensures that the total regenerative braking energy allocated to all load modules will not exceed the charging power parameters of the energy storage module. From a control logic perspective, it avoids the risks of overcharging and overcurrent of energy storage, overvoltage of the inverter DC bus, and damage to core components caused by the total regenerative energy output exceeding the energy storage charging capacity when multiple loads brake simultaneously, thus improving the operational stability and equipment lifespan of the multi-load group control system.

[0079] In some exemplary embodiments, please refer to Figure 3 Step S201: Based on the charging power parameters, the target braking energy of the first i-1 level load module, the operation scheduling parameters of the first i-1 level load module, and the operation scheduling parameters of the i-th level load module, obtain the constraint braking energy of the i-th level load module, including steps S301 to S304.

[0080] S301: Based on the preset torque mapping relationship library and the operation scheduling parameters of the i-th level load module, obtain the first constraint braking component of the i-th level load module.

[0081] The load module's operating scheduling parameters can include the drive unit's operating scheduling parameters, such as speed and transmission ratio. A torque mapping library is used to characterize the mapping relationship between the drive unit's speed and maximum generating torque. The first constraint braking component of the i-th level load module... This is used to indicate the upper limit of braking energy that the i-th stage drive unit can generate under safe conditions. By calling a pre-calibrated torque mapping library, the real-time operating conditions of the drive unit corresponding to the current operating scheduling parameters of the i-th stage load module are matched to obtain the maximum power generation capacity that the drive unit can safely output under this operating condition. Finally, this is converted into the corresponding upper limit of braking energy, which is the first constraint braking component of the i-th stage load module. .

[0082] Understandable. For the first constraint braking component, This is the first constraint braking component of the i-th level load module.

[0083] S302: Based on the preset safety voltage of the inverter unit of the i-th level load module and the operation scheduling parameters of the i-th level load module, obtain the second constraint braking component of the i-th level load module.

[0084] In this embodiment, the second constraint braking component of the i-th level load module This is used to indicate the upper limit of braking energy that the i-th stage inverter unit can withstand. In this embodiment, based on the preset safety voltage of the i-th stage inverter unit and combined with the current operating scheduling parameters of the i-th stage load module (such as the inverter unit's temperature and DC bus voltage), the maximum input regenerative energy that will not cause the inverter bus voltage to exceed the safety threshold under the current operating conditions is calculated. This energy is then converted into the corresponding upper limit of braking energy, which is the second constraint braking component of the i-th stage load module. .

[0085] Understandable. For the second constraint braking component, This is the second constraint braking component of the i-th level load module.

[0086] S303: Based on the charging power parameters, the regenerative braking energy of the first i-1 stage load module, the operation scheduling parameters of the first i-1 stage load module, and the operation scheduling parameters of the i-th stage load module, obtain the third constraint braking component of the i-th stage load module.

[0087] Among them, the third constraint braking component of the i-th level load module This indicates the upper limit of the braking energy that the energy storage module can receive from the i-th level load module. In one example, the energy storage charging power occupancy of the first i-1 level load modules can be calculated based on their regenerative braking energy and operating scheduling parameters. Then, based on the charging power parameters and the already occupied charging power occupancy, the remaining charging power that can be allocated to the i-th level load module is obtained. Finally, combined with the operating scheduling parameters of the i-th level load module, the remaining allocable charging power is converted into the corresponding upper limit of braking energy, thus obtaining the third constraint braking component of the i-th level load module. .

[0088] Understandable. This is the third constraint braking component. This is the third constraint braking component of the i-th level load module.

[0089] S304: Obtain the constraint braking energy of the i-th level load module based on the first constraint braking component, the second constraint braking component, and the third constraint braking component of the i-th level load module.

[0090] Due to the first constraint braking component Second constraint braking component and the third constraint braking component All of these are inviolable safety limits; therefore, the constraint braking energy of the i-th level load module... The first constraint braking component of the i-th level load module can be taken. The second constraint braking component of the i-th level load module and the third constraint braking component of the i-th level load module The minimum value in, that is: .

[0091] In this embodiment, the constrained braking energy is decomposed into three independent safety upper limits: a first constrained braking component on the motor side, a second constrained braking component on the inverter side, and a third constrained braking component on the energy storage side. These three components correspond to the inviolable safety red lines of the three core hardware components in the elevator regenerative braking link. The minimum value of the three components is taken as the final constraint upper limit. This avoids motor overload and inverter overvoltage damage caused by focusing only on energy storage capacity, and also avoids energy storage overcharging bulge and overcurrent damage caused by focusing only on inverter and motor safety. It achieves full-link safety protection for motor, inverter, and energy storage from the root of control logic, which can extend the service life of core equipment.

[0092] In some exemplary embodiments, the operation scheduling parameters include at least the movement speed of the load module; see [link to relevant documentation]. Figure 4 Step S303: Based on the charging power parameters, the regenerative braking energy of the first i-1 level load module, the operation scheduling parameters of the first i-1 level load module, and the operation scheduling parameters of the i-th level load module, obtain the third constraint braking component of the i-th level load module, including steps S401 to S403.

[0093] S401: Obtain the allocated charging power based on the regenerative braking energy of the first i-1 stage load module, the movement speed of the first i-1 stage load module, and the preset conversion efficiency of the first i-1 stage inverter unit.

[0094] When the load module is an elevator, the speed of the load module can refer to the speed of the car. In the embodiments of this application, .in, For the allocated charging power, For regenerative braking energy, For the speed of movement, For conversion efficiency, The regenerative braking energy of the (i-1)th level load module, The regenerative braking energy for the (i-2)th level load module. The regenerative braking energy for the first-stage load module. Let i be the speed of movement of the (i-1)th level load module. The speed of movement of the (i-2)th level load module. The speed of movement of the first-level load module. Let i be the conversion efficiency of the (i-1)th stage frequency converter unit. Let i be the conversion efficiency of the (i-2)th stage frequency converter unit. This represents the conversion efficiency of the first-stage frequency converter unit.

[0095] S402: Obtain the allocatable charging power based on the charging power parameters and the allocated charging power.

[0096] in, ,in, For assignable charging power, for In applications, for the first-level load module, its corresponding allocatable charging power... Charging power parameters .

[0097] S403: Based on the allocable charging power, the movement speed of the i-th stage load module, and the preset conversion efficiency of the i-th stage inverter unit, obtain the third constraint braking component of the i-th stage load module.

[0098] in, ,in, The third constraint braking component of the i-th level load module. Let be the conversion efficiency of the i-th stage frequency converter unit. The movement speed of the i-th level load module.

[0099] In this embodiment, the allocated charging power of the first i-1 level high-priority loads is calculated first, and then the allocated charging power of the current level is obtained by subtracting it. Finally, it is converted into the third constraint braking component. Once the resources of the high-priority load module are locked, the low-priority load module cannot occupy them. Through the hierarchical allocation logic, the unused remaining energy storage charging resources of the high-priority loads can be accurately allocated to the subsequent low-priority loads. Under the premise of not exceeding the safety threshold and not violating the priority rules, the charging capacity of the energy storage module can be fully utilized to maximize the total energy recovery efficiency of the multi-load system.

[0100] In some exemplary embodiments, the operation scheduling parameters include at least the speed of the drive module and the transmission ratio; please refer to [link to relevant documentation]. Figure 5 Step S301: Based on the preset torque mapping relationship library and the operation scheduling parameters of the i-th level load module, obtain the first constraint braking component of the i-th level load module, including steps S501 and S502.

[0101] S501: Obtain the maximum generating torque of the i-th stage drive module based on the speed and torque mapping relationship library of the i-th stage drive module.

[0102] It is understandable that the torque mapping library is used to characterize the mapping relationship between the rotational speed of the drive unit and the maximum generated torque. Therefore, the maximum generated torque of the i-th stage drive unit at the current rotational speed n can be found by using the rotational speed n of the i-th stage drive module. .

[0103] S502: Obtain the first constraint braking component of the i-th stage load module based on the maximum generating torque, transmission ratio, and preset traction wheel radius of the i-th stage drive module.

[0104] Then, based on the transmission ratio k of the i-th stage drive module, the preset traction wheel radius r of the i-th stage drive module, and the maximum generating torque of the i-th stage drive module, The first constraint braking component of the i-th level load module is calculated. , .

[0105] In this embodiment, the maximum safe generating torque of the current drive unit at its current speed is matched using a pre-calibrated torque mapping library. This torque is then combined with the mechanical parameters of the traction system (transmission ratio, traction sheave radius) to accurately convert it into the upper limit of braking energy directly usable on the load side. This conversion method is applicable to various types of traction systems and has strong versatility. Furthermore, by calculating the first constraint braking component, the safe operation of the drive unit can be guaranteed throughout the entire operating speed range of the elevator.

[0106] In some exemplary embodiments, step S202, determining the target braking energy of the i-th level load module based on the required braking energy and the constrained braking energy of the i-th level load module, includes steps S601 to S603.

[0107] S601: When the constrained braking energy is greater than a preset threshold and the constrained braking energy is greater than or equal to the required braking energy, the required braking energy is determined to be regenerative braking energy.

[0108] The preset threshold can be 0. When the constraint braking energy of the i-th level load module... ,and The braking energy required by the i-th level load module is greater than or equal to that required by the i-th level load module. At this time, the i-th stage drive unit can generate all the required braking energy, i.e., regenerative braking energy. The i-th stage mechanical braking unit does not need to operate. Among them, To meet the demand for braking energy, The braking energy required for the i-th level load module.

[0109] S602: When the constraint braking energy is greater than a preset threshold and less than the required braking energy, the constraint braking energy is determined to be regenerative braking energy, and the mechanical braking energy is the difference between the constraint braking energy and the required braking energy.

[0110] like ,and Then, the i-th stage drive unit generates regenerative braking energy within the constrained braking energy range, and the difference in braking energy is made up by the i-th stage mechanical braking unit, that is: , .in, For mechanical braking energy, This represents the mechanical braking energy required to be generated by the i-th stage mechanical braking unit.

[0111] S603: When the constrained braking energy is less than or equal to a preset threshold, the required braking energy is determined to be mechanical braking energy.

[0112] when At this time, the i-th stage drive unit can be made to not generate regenerative braking energy, and the i-th stage mechanical braking unit can generate all the required braking energy, that is... .

[0113] In some exemplary embodiments, the runtime scheduling parameters include load quality and load deceleration; see [link to relevant documentation]. Figure 7 Step S102 involves obtaining the required braking energy of the load module based on the operation scheduling parameters, including steps S701 to S703.

[0114] S701: Obtain the motion components of the load module based on the load mass and load deceleration.

[0115] The load mass can be the sum of the car's mass and the mass of the objects inside the car. , For load quality, To reduce the load speed.

[0116] S702: Obtain the balancing force component of the load module based on the load mass and the preset mass of the load module's weight block.

[0117] In this embodiment, , Here are the components of the balanced force, and g is the acceleration due to gravity. Let be the mass of the heavy block.

[0118] S703: Obtains the required braking energy based on preset resistance components, motion components, and balance force components.

[0119] After calculating the motion components and balanced force components Then, the exercise components can be... Components of balanced forces With the preset resistance component By adding them together, the required braking energy can be obtained. .

[0120] It should be understood that, although Figures 1-7 The steps in the flowchart are shown sequentially as indicated by the arrows, but these steps are not necessarily executed in the order indicated by the arrows. Unless otherwise specified herein, there is no strict order in which these steps are executed, and they can be performed in other orders. Figures 1-7 At least some of the steps in the process may include multiple steps or multiple stages. These steps or stages are not necessarily completed at the same time, but may be executed at different times. The execution order of these steps or stages is not necessarily sequential, but may be executed in turn or alternately with other steps or at least some of the steps or stages in other steps.

[0121] In some exemplary embodiments, this application provides an energy-saving control device, which includes an energy storage module and a control module.

[0122] Energy storage modules are used to supply power to load modules or to recover regenerated electrical energy from load modules;

[0123] The control module is used to acquire the operating scheduling parameters of the load module and the charging power parameters of the energy storage module in the energy-saving control device; acquire the required braking energy of the load module based on the operating scheduling parameters; determine the target braking energy of the load module based on the required braking energy, the operating scheduling parameters, and the charging power parameters; and control the drive unit in the load module to generate regenerative braking energy and / or control the mechanical braking unit in the load module to generate mechanical braking energy based on the target braking energy; wherein, regenerative electrical energy includes regenerative braking energy, and the regenerative braking energy and mechanical braking energy are used to control the braking of the load module.

[0124] The control module is used to execute the energy-saving control method in any of the above embodiments.

[0125] In some exemplary embodiments, the energy storage module includes:

[0126] A capacitor energy storage unit is used to connect with the frequency converter unit when the frequency converter unit in the load module supplies energy to the energy storage module;

[0127] The battery energy storage unit is connected to the capacitor energy storage unit and is used to receive energy from the capacitor energy storage unit.

[0128] The capacitor energy storage unit can be a supercapacitor, capable of withstanding instantaneous high current surges (up to hundreds of A), with a cycle life exceeding one million cycles, ensuring the reliability and lifespan of the elevator under frequent starting and stopping. Through bidirectional DC / DC, it can also be used for emergency power supply by stopping the car nearby during a power outage. The battery energy storage unit can be a power battery, providing high energy density and storing the energy buffered by the capacitor energy storage unit for extended use (such as powering the car lighting).

[0129] By using a combination of capacitor energy storage units and battery energy storage units, the three-phase AC power generated by each drive unit is rectified and regulated by a high-efficiency energy conversion module before being injected into the system's common DC bus. Energy is preferentially stored in the supercapacitor bank to cope with power spikes, i.e., the impact of instantaneous large currents. Subsequently, the energy is smoothly transferred from the capacitor energy storage unit to the battery energy storage unit for medium- to long-term storage through another channel with the optimal current suitable for the battery energy storage unit.

[0130] In some examples, when the control module detects that the battery energy storage unit is at full capacity (SOC greater than 95%), it can also feed high-quality electrical energy back to the grid through the grid-connected inverter.

[0131] Specific limitations regarding the energy-saving control device can be found in the limitations of the energy-saving control method described above, and will not be repeated here. Each module in the aforementioned energy-saving control device can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in or independent of the processor in a computer device in hardware form, or stored in the memory of a computer device in software form, so that the processor can call and execute the operations corresponding to each module. It should be noted that the module division in this embodiment is illustrative and only represents a logical functional division; other division methods may be used in actual implementation.

[0132] In some exemplary embodiments, this application provides an energy-saving control system, including a load module and the energy-saving control device in any of the above embodiments.

[0133] The load module may include elevators, or similar scenarios with inverters, DC buses, and motors that can generate and recycle regenerative energy while consuming electricity, such as lifts and oil pumps.

[0134] Please refer to the application. Figure 8 The control module may include a central management unit and multiple intelligent arbitration units. The central management unit serves as the energy dispatch center of the energy-saving control system. Its decision-making cycle is longer than that of the "intelligent arbitrators," and it is used to perform medium- and long-term energy dispatch optimization based on more macro-level information (such as electricity prices during peak and off-peak hours, grid status, preset energy-saving strategies, battery health status, etc.). For example, it may instruct the battery to charge appropriately during off-peak hours and prioritize the use of energy storage power during peak hours; or coordinate the energy distribution among multiple elevators.

[0135] Each intelligent arbitration unit is deployed in each load module to execute the "regenerative braking priority" strategy, coordinating braking safety and energy recovery. It collects status information such as speed, load, SOC (state of charge of the energy storage module), and grid status through communication, calculates the required braking energy and constrained braking energy, and then executes the "regenerative braking priority" arbitration strategy, prioritizing the allocation to regenerative braking (which is controlled by the energy conversion module to generate electricity from the drive unit), and only allocating the insufficient portion of the command to the mechanical braking unit.

[0136] In this embodiment, the elevator main controller can issue deceleration or stopping commands based on the operating curve. Simultaneously, the sensor network can collect key parameters in real time, such as the car's precise load, current operating speed, direction, state of charge (SOC) of the energy storage system, and grid voltage and frequency, and upload them to the intelligent arbitrator via a high-speed communication network. The sensor network may include load cells, encoders, voltage and current sensors, etc.

[0137] The frequency converter unit is used to achieve efficient bidirectional conversion of electrical energy. Wide bandgap devices such as SiC / GaN can be used to improve the upper voltage and temperature limits of the system, realize bidirectional conversion between AC / DC (rectification) and DC / AC (inversion), and enable high-quality feedback of electrical energy to energy storage modules or the power grid.

[0138] The drive unit provides power to the elevator car to enable its up-and-down movement. It is also controlled by the intelligent arbitration unit to generate regenerative braking energy.

[0139] The mechanical braking unit can be controlled by the intelligent arbitration unit to provide precise and reliable mechanical braking energy, serving as a necessary supplement and safety redundancy for regenerative braking.

[0140] Once the intelligent arbitration unit calculates the regenerative braking energy and mechanical braking energy, it generates corresponding braking commands and sends them to the drive unit and mechanical braking unit. Upon receiving the commands, the drive unit precisely controls the traction motor to reverse, seamlessly switching from electric to generator mode, and then outputs regenerative braking energy. The corresponding braking torque converts excess mechanical energy into three-phase electrical energy. Upon receiving a command, the mechanical braking unit drives the actuator with a millisecond-level response speed, ensuring its output force can quickly and accurately track the command. It also synchronously controls the electro-hydraulic proportional valve or servo motor in accordance with changes in regenerative braking energy, enabling the mechanical brake to generate the corresponding mechanical braking energy. The corresponding precise clamping force. The drive unit and the mechanical braking unit work independently and in parallel, ultimately combining into a smooth and continuous braking energy on the traction sheave. This maximizes braking energy recovery, allowing the elevator to safely and accurately stop at the corresponding floor.

[0141] In some exemplary embodiments, the intelligent control unit can also record and store all key parameters of the entire process (such as actual braking force, regenerative power, bus voltage fluctuation, and component temperature), and use machine learning algorithms to predict regenerative braking energy and mechanical braking energy based on historical data and operating results, thereby achieving adaptive improvement of system performance.

[0142] This application breaks away from the inherent coupling of control and execution in traditional braking systems. Through central intelligent arbitration, it achieves proactive decoupling and dynamic allocation of braking commands, transforming energy recovery from a "passive result" to an "active goal." It enables global optimization and scheduling for simultaneous braking of multiple elevators, ensuring maximum total energy feedback within the system's safety boundaries. Furthermore, it establishes a "supercapacitor-battery" hybrid energy storage architecture based on a DC bus and introduces real-time strategies for energy routing, addressing the core pain points of poor energy recovery quality, difficulty in energy absorption, and significant impact on batteries. It also deeply integrates advanced power electronics (SiC), hybrid energy storage, and predictive control with the traditional elevator braking safety system, achieving a leap in energy efficiency without reducing and even increasing safety redundancy.

[0143] In the description of this specification, references to terms such as "some embodiments," "other embodiments," and "ideal embodiments" indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative descriptions of the above terms do not necessarily refer to the same embodiments or examples.

[0144] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0145] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the invention patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.

Claims

1. An energy-saving control method, characterized in that, A control module used in an energy-saving control device; the method includes: The system acquires the operating scheduling parameters of the load module and the charging power parameters of the energy storage module in the energy-saving control device; the energy storage module is used to supply power to the load module or recover the regenerated energy of the load module. The required braking energy of the load module is obtained based on the operation scheduling parameters. The target braking energy of the load module is determined based on the required braking energy, the operation scheduling parameters, and the charging power parameters. Based on the target braking energy, the drive unit in the load module is controlled to generate regenerative braking energy and / or the mechanical braking unit in the load module is controlled to generate mechanical braking energy; wherein, the regenerative electrical energy includes the regenerative braking energy, and the regenerative braking energy and the mechanical braking energy are used to control the braking of the load module.

2. The energy-saving control method according to claim 1, characterized in that, The control module is used to control N load modules with different priorities, where N≥1; determining the target braking energy of the load module based on the required braking energy, the operation scheduling parameters, and the charging power parameters includes: Based on the charging power parameters, the target braking energy of the first i-1 stage load modules, the operation scheduling parameters of the first i-1 stage load modules, and the operation scheduling parameters of the i-th stage load module, the constraint braking energy of the i-th stage load module is obtained. The target braking energy of the i-th level load module is determined based on the required braking energy and the constrained braking energy of the i-th level load module. Where 1≤i≤N, and when i is 1, the target braking energy of the first i-1 stage load modules is 0.

3. The energy-saving control method according to claim 2, characterized in that, The step of obtaining the constraint braking energy of the i-th stage load module based on the charging power parameters, the target braking energy of the first i-1 stage load modules, the operation scheduling parameters of the first i-1 stage load modules, and the operation scheduling parameters of the i-th stage load module includes: Based on the preset torque mapping relationship library and the operation scheduling parameters of the i-th level load module, the first constraint braking component of the i-th level load module is obtained; the torque mapping relationship library is used to characterize the mapping relationship between the speed of the drive unit and the maximum generating torque; the first constraint braking component is used to indicate the upper limit of the braking energy that the drive unit can generate under safe conditions. Based on the preset safety voltage of the inverter unit of the i-th level load module and the operation scheduling parameters of the i-th level load module, the second constraint braking component of the i-th level load module is obtained; the second constraint braking component is used to indicate the upper limit of braking energy that the inverter unit can withstand. Based on the charging power parameters, the regenerative braking energy of the first i-1 stage load modules, the operation scheduling parameters of the first i-1 stage load modules, and the operation scheduling parameters of the i-th stage load module, the third constraint braking component of the i-th stage load module is obtained; the third constraint braking component is used to indicate the upper limit of the braking energy generated by the i-th stage load module that the energy storage module can receive. The constraint braking energy of the i-th level load module is obtained based on the first constraint braking component, the second constraint braking component, and the third constraint braking component of the i-th level load module.

4. The energy-saving control method according to claim 3, characterized in that, The operation scheduling parameters include at least the movement speed of the load module; obtaining the third constraint braking component of the i-th stage load module based on the charging power parameters, the regenerative braking energy of the first i-1 stage load modules, the operation scheduling parameters of the first i-1 stage load modules, and the operation scheduling parameters of the i-th stage load module includes: The allocated charging power is obtained based on the regenerative braking energy of the first i-1 stage load module, the movement speed of the first i-1 stage load module, and the preset conversion efficiency of the first i-1 stage inverter unit. Based on the charging power parameters and the allocated charging power, the allocable charging power is obtained; The third constraint braking component of the i-th level load module is obtained based on the allocatable charging power, the movement speed of the i-th level load module, and the preset conversion efficiency of the i-th level frequency converter.

5. The energy-saving control method according to claim 3, characterized in that, The operation scheduling parameters include at least the speed and transmission ratio of the drive module; obtaining the first constraint braking component of the i-th level load module based on the preset torque mapping relationship library and the operation scheduling parameters of the i-th level load module includes: Based on the rotational speed of the i-th stage drive module and the torque mapping relationship library, the maximum generating torque of the i-th stage drive module is obtained; Based on the maximum generating torque, transmission ratio, and preset traction wheel radius of the i-th stage drive module, the first constraint braking component of the i-th stage load module is obtained.

6. The energy-saving control method according to claim 2, characterized in that, The step of determining the target braking energy of the i-th level load module based on the required braking energy and the constrained braking energy of the i-th level load module includes: If the constrained braking energy is greater than a preset threshold and the constrained braking energy is greater than or equal to the required braking energy, the required braking energy is determined to be the regenerative braking energy. When the constraint braking energy is greater than the preset threshold and the constraint braking energy is less than the required braking energy, the constraint braking energy is determined to be the regenerative braking energy, and the mechanical braking energy is the difference between the constraint braking energy and the required braking energy. If the constrained braking energy is less than or equal to a preset threshold, the required braking energy is determined to be the mechanical braking energy.

7. The energy-saving control method according to claim 1, characterized in that, The operation scheduling parameters include load quality and load deceleration; obtaining the required braking energy of the load module based on the operation scheduling parameters includes: The motion components of the load module are obtained based on the load mass and the load deceleration. The balance force component of the load module is obtained based on the load mass and the preset mass of the weight block of the load module; The required braking energy is obtained based on the preset resistance component, the motion component, and the balance force component.

8. An energy-saving control device, characterized in that, include: An energy storage module is used to supply power to the load module or to recover the regenerated electrical energy of the load module; A control module is used to acquire the operating scheduling parameters of the load module and the charging power parameters of the energy storage module in the energy-saving control device; acquire the required braking energy of the load module according to the operating scheduling parameters; determine the target braking energy of the load module according to the required braking energy, the operating scheduling parameters, and the charging power parameters; and control the drive unit in the load module to generate regenerative braking energy and / or control the mechanical braking unit in the load module to generate mechanical braking energy according to the target braking energy; wherein, the regenerative electrical energy includes the regenerative braking energy, and the regenerative braking energy and the mechanical braking energy are used to control the braking of the load module.

9. The energy-saving control device according to claim 8, characterized in that, The energy storage module includes: A capacitor energy storage unit is used to connect to the frequency converter unit when the frequency converter unit in the load module supplies energy to the energy storage module; A battery energy storage unit, connected to the capacitor energy storage unit, is used to receive energy supplied by the capacitor energy storage unit.

10. An energy-saving control system, characterized in that, It includes a load module and the energy-saving control device as described in claim 8 or 9.

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