Elevator double traction motor balancing system and control method

Abstract

The application discloses an elevator double-traction dynamic balance system and a control method, which comprises the following steps: S1, setting the reference synchronous rotating speed of the main traction sheave and the auxiliary traction sheave according to the diameter ratio of the main traction sheave and the auxiliary traction sheave, and keeping the linear speed of the main traction sheave and the auxiliary traction sheave consistent; S2, the tension sensor one and the tension sensor two detect the tension of the main steel cable at the car side and the tension of the main steel cable at the counterweight side in real time; S3, obtaining the reference tension difference of the two ends of the main steel cable under the condition that the car is empty; S4, calculating the tension difference of the two ends of the main steel cable, and determining that the counterweight is unbalanced when the tension difference exceeds the threshold value; and S5, adjusting the rotating speed of the auxiliary traction sheave on the basis of the reference synchronous rotating speed with the tension difference as the feedback quantity, changing the elongation of the auxiliary steel cable through the rotating speed difference, and balancing the unbalanced counterweight through the tension generated by the auxiliary steel cable. The application can effectively inhibit the elastic bounce at the starting and stopping moment, and significantly weaken the starting impact and the brake nodding effect.

Description

Technical Field

[0001] This invention relates to the field of elevator technology, and more specifically, to an elevator dual-traction dynamic balancing system and an elevator dual-traction dynamic balancing control method. Background Technology

[0002] Traditional traction elevators employ a single-set top main steel cable structure, with the car and counterweight suspended at both ends of the main steel cable and driven by friction from the top traction sheave. This structure suffers from poor start-stop smoothness; the car is prone to longitudinal swaying during startup and braking, resulting in a noticeable impact when riding. During operation, the bottom of the car is unrestrained, leading to low lateral swaying and torsional stiffness. Furthermore, the counterweight mass of the main steel cable is fixed, while the passenger load inside the car changes in real time, resulting in brief periods of gravitational equilibrium on both sides of the main steel cable, and significant static load differences under both unloaded and fully loaded conditions. The main traction motor needs to continuously output offset torque, resulting in high energy consumption, and the large fluctuations in main steel cable tension accelerate fatigue wear. Summary of the Invention

[0003] The purpose of this invention is to overcome the shortcomings of the prior art and provide an elevator dual-traction dynamic balancing system and control method.

[0004] To achieve the above objectives, the present invention adopts the following technical solution:

[0005] A method for dynamic balance control of dual traction elevators, comprising the following steps:

[0006] S1: Based on the diameter ratio of the main traction sheave and the auxiliary traction sheave, set the reference synchronous speed of the main traction sheave and the auxiliary traction sheave to keep their linear velocities consistent.

[0007] S2: Tension sensor 1 and tension sensor 2 detect the tension of the main steel cable on the car side in real time. Tension of the main steel cable on the counterweight side ;

[0008] S3: Obtain the reference tension difference between the two ends of the main steel cable when the car is unloaded. ;

[0009] S4: Calculate the tension difference between the two ends of the main steel cable. : ,when If the threshold is exceeded, a weight imbalance is determined.

[0010] S5: Based on tension difference As a feedback quantity, the speed of the auxiliary traction sheave is adjusted at the reference synchronous speed. The elongation of the auxiliary steel cable is changed by the speed difference, causing the tension generated by the auxiliary steel cable to become unbalanced.

[0011] Furthermore, it also includes the following steps:

[0012] S6: During elevator ascent and descent, the tension difference between the two ends of the main steel cable is continuously monitored. The speed of the auxiliary traction sheave is adjusted using closed-loop regulation.

[0013] Furthermore, it also includes the following steps:

[0014] S7: After the elevator stops moving, the locking mechanism locks the main steel cable, and all static loads are borne by the main steel cable. The auxiliary traction sheave is controlled to reverse, so that the tension difference between the two ends of the main steel cable is initialized.

[0015] Furthermore, in step S5, the method for adjusting the speed of the auxiliary traction sheave is tension difference closed-loop PI regulation to ensure a safe balance margin. To control the target, the tension difference error is defined. Output auxiliary traction sheave speed compensation amount .

[0016] Furthermore, the speed compensation of the auxiliary traction sheave. for:

[0017]

[0018] in, For proportional gain, For integral gain, At the current time, the integration interval [,t] represents the cumulative error from the initial adjustment to the current time. This is the time variable for integration.

[0019] Furthermore, the tension difference error is defined. for:

[0020]

[0021] in, Through safety balance margin It can maintain the counterweight side of the main steel cable in a downward force state at all times.

[0022] Furthermore, based on the speed compensation amount of the auxiliary traction sheave... Determine the output speed of the auxiliary traction sheave. :

[0023]

[0024] in, This is the reference synchronous speed of the auxiliary traction sheave.

[0025] Furthermore, the reference tension difference is periodically adjusted. Able to recalibrate and compensate The offset.

[0026] The present invention also provides an elevator dual-traction dynamic balancing system, including a car, a counterweight, a main traction unit and an auxiliary traction unit; the car and the counterweight are respectively slidably installed in the elevator shaft;

[0027] The main traction unit includes a main traction motor, a main traction sheave, and a main steel cable. The main traction sheave is located at the top of the elevator shaft and can be driven to rotate by the main traction motor. The main steel cable is wound around the main traction sheave and its two ends are respectively connected to the car and the top of the counterweight.

[0028] The auxiliary traction unit includes an auxiliary traction motor, an auxiliary traction sheave, and an auxiliary steel cable. The auxiliary traction sheave is located at the bottom of the elevator shaft and can be driven to rotate by the auxiliary traction motor. The auxiliary steel cable is wound around the auxiliary traction sheave, and its two ends are respectively connected to the car and the bottom of the counterweight.

[0029] It also includes tension sensor one and tension sensor two. Tension sensor one is located at the connection between the main steel cable and the car, and is used to detect the tension of the main steel cable on the car side. The second tension sensor is located at the connection between the main steel cable and the counterweight, and is used to detect the tension of the main steel cable on the counterweight side. ;

[0030] It also includes a synchronization controller, which is electrically connected to the main traction motor, the auxiliary traction motor, tension sensor one, and tension sensor two, respectively; the synchronization controller performs control using the control method described above.

[0031] Furthermore, when changes in the car load cause a deviation in the force on both sides of the main steel cable, the synchronous controller controls the rotation speed of the auxiliary traction sheave to change the tension distribution of the auxiliary steel cable on both sides, and the tension difference generated by the auxiliary steel cable compensates for the force deviation on both sides of the main steel cable in the reverse direction.

[0032] In summary, the present invention has the following beneficial effects:

[0033] By directly installing tension sensors at both ends of the main steel cable, the tension difference can indicate the imbalance between the car and the counterweight. Based on the imbalance between the car and the counterweight, the auxiliary traction motor applies reverse auxiliary pressure to the auxiliary steel cable, thereby applying auxiliary tension to the underside of the car and the counterweight, changing the tension distribution of the auxiliary steel cable on both sides, and using the tension difference generated by the auxiliary steel cable to compensate for the force deviation on both sides of the main steel cable.

[0034] By setting up auxiliary steel cables, the bottom auxiliary traction constrains the longitudinal degree of freedom of the car and counterweight from the lower end, effectively suppressing the elastic jump at the moment of start-stop, thus significantly reducing the starting impact and braking head-nodding effect. Attached Figure Description

[0035] Figure 1 This is a schematic diagram of the structure of this embodiment;

[0036] Figure 2 This is a flowchart illustrating the process of this embodiment.

[0037] Figure reference numerals: 1. Car; 2. Counterweight; 3. Main traction sheave; 4. Main steel cable; 5. Auxiliary traction sheave; 6. Auxiliary steel cable; 7. Tension sensor one; 8. Tension sensor two; 9. Guide wheel. Detailed Implementation

[0038] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0039] This embodiment discloses an elevator dual-traction dynamic balancing system, referring to... Figure 1 As shown, it includes a car 1, a counterweight 2, a main traction unit, a secondary traction unit, a tension detection module, and a synchronization controller.

[0040] The car 1 and the counterweight 2 are slidably installed in the elevator shaft and guided by slide rails, enabling them to slide up and down.

[0041] The main traction unit includes a main traction motor, a main traction sheave 3, and a main steel cable 4. The main traction sheave 3 is installed in the machine room at the top of the elevator shaft. The main steel cable 4 is wound in the rope groove of the main traction sheave 3, with its left end hanging down to connect to the top of the car 1 and its right end hanging down to connect to the top of the counterweight 2. The main traction motor drives the main traction sheave 3 to rotate, which in turn drives the main steel cable 4 to move through friction transmission. The car 1 and the counterweight 2 move in opposite directions. The counterweight 2 can form a counterweight on the other side of the car 1, thereby maintaining the relative balance of forces on both ends of the main steel cable 4.

[0042] The auxiliary traction unit includes an auxiliary traction motor, an auxiliary traction sheave 5, and an auxiliary steel cable 6. The auxiliary traction sheave 5 is installed in the pit at the bottom of the shaft, and the auxiliary steel cable 6 is wound in the rope groove of the auxiliary traction sheave 5, forming a U-shaped structure. The left end of the auxiliary steel cable extends upward, passes through the bottom guide wheel 9 of the car, and then connects to the bottom of the car 1; the right end of the auxiliary steel cable extends upward, passes through the bottom guide wheel 9 of the counterweight, and then connects to the bottom of the counterweight 2. The auxiliary traction sheave 5 and the main traction sheave 3 operate in coordination, and the auxiliary steel cable 6 simultaneously constrains the longitudinal degree of freedom of both the car 1 and the counterweight 2 from the bottom.

[0043] In addition, several guide wheels 9 are installed in the elevator shaft, such as at the bottom of the car 1 and the bottom of the counterweight 2, so that the corresponding steel cables can be bypassed to achieve reversing guidance.

[0044] During elevator operation, the main traction motor drives the main traction sheave 3, which in turn moves the main steel cable 4, ensuring no slippage between the main steel cable 4 and the main traction sheave 3, thus enabling the elevator car 1 to move up and down. During control, the auxiliary traction sheave 5 and the main traction sheave 3 work together, and the auxiliary steel cable 6 simultaneously constrains the longitudinal degrees of freedom of both the car 1 and the counterweight 2 from the bottom, suppressing any jumping that occurs during start-up and shutdown.

[0045] In this embodiment, the tension detection module includes tension sensor one and tension sensor two. Tension sensor one is installed at the connection between the main steel cable and the car 1, and can detect the tension of the main steel cable on the car 1 side. The second tension sensor is installed at the connection between the main steel cable and the counterweight 2, and can detect the tension on the counterweight 2 side of the main steel cable. .

[0046] By directly reflecting the actual load on the car side 1 and the counterweight side 2 through the tension at both ends of the main steel cable, the actual tension difference between the two ends can be obtained. , which is the direct parameter of gravitational imbalance.

[0047] In this embodiment, the synchronization controller is electrically connected to the main traction motor, the auxiliary traction motor, tension sensor one, and tension sensor two, respectively. The controller has a built-in synchronization reference unit, tension difference detection unit, and PI closed-loop regulation unit.

[0048] The synchronization reference unit can set the reference synchronous speed of the auxiliary traction sheave according to the diameter ratio of the main traction sheave and the auxiliary traction sheave, ensuring that the linear speed of the main and auxiliary steel cables is consistent during normal operation, thereby enabling normal lifting and lowering actions; the tension difference detection unit can acquire the detection parameters of tension sensor one and tension sensor two, compare and calculate the two sets of tensions, and then use the balance of the two ends of the main steel cable as a basis.

[0049] The PI closed-loop control unit can output compensation proportionally according to the magnitude of the current balance error. The larger the error, the stronger the compensation, thus achieving balance compensation for both the car 1 and the counterweight 2.

[0050] This embodiment also discloses a dual-traction dynamic balance control method for elevators, which is based on the above embodiment and further refers to... Figure 2 Please provide a detailed explanation.

[0051] Specifically, the control method in this embodiment is based on the elevator dual-traction dynamic balancing system in the above embodiment. It can balance the elevator system based on the operation of the synchronous controller, including the following steps: step S1 synchronous reference setting, step S2 main steel cable tension detection, step S3 reference tension difference calibration, step S4 imbalance judgment, step S5 speed adjustment to control tension, step S6 dynamic maintenance, and step S7 stop lock-up reset.

[0052] The specific steps are as follows:

[0053] Step S1: Synchronization reference setting

[0054] Based on the diameter ratio of the main traction sheave and the auxiliary traction sheave, the reference synchronous speed of the auxiliary traction sheave is set to ensure that the linear speed of the main and auxiliary steel cables is consistent during normal operation.

[0055] The formula for calculating the reference synchronous speed is:

[0056]

[0057] in, The reference synchronous speed of the auxiliary traction sheave; The pitch circle diameter of the main traction sheave; The pitch circle diameter of the auxiliary traction sheave; The actual operating speed of the main traction sheave.

[0058] By setting a synchronization benchmark, it can be ensured that the main and auxiliary traction sheaves operate strictly in sync when there is no need for adjustment. The auxiliary steel cable only serves as a passive tension constraint and does not generate additional tension difference. Under normal circumstances, the outer diameters of the main traction sheave and the auxiliary traction sheave are kept consistent, that is, their rotational speeds are kept consistent.

[0059] Step S2: Main cable tension detection

[0060] Tension sensor 1 and tension sensor 2 collect the tension of the main steel cable on side 1 of the car in real time at a fixed sampling frequency. Tension on both sides of the counterweight . and It can form corresponding sets based on time.

[0061] Step S3: Calibration of reference tension difference

[0062] Obtain the reference tension difference between the two ends of the main steel cable when the car 1 is unloaded. This refers to the inherent tension difference between the two ends of the main steel cable when the car 1 is unloaded and the counterweight 2 is biased.

[0063] Because the mass of counterweight 2 is greater than the mass of the unloaded car 1, the lateral tension of counterweight 2 is greater when unloaded. It is usually a negative value. During the lifting and lowering process, the active compensation adjustment of the auxiliary traction sheave 5 is when... , Maintaining balance:

[0064]

[0065] in, For safety and balance margin, it is generally 100%. 5%~8%

[0066] After stopping, the tilting adjustment of the auxiliary traction sheave 5 is to... , The tension difference was readjusted to This allows the auxiliary steel cable to be loosened accordingly.

[0067] Reference calibration can be performed during system power-on initialization, and periodic recalibration during operation is also supported. This is to compensate for the reference offset caused by cable creep, temperature deformation, and sensor drift.

[0068] Step S4: Imbalance Determination

[0069] Calculate the real-time tension difference between the two ends of the main steel cable :

[0070]

[0071] Preset threshold range ,when Within this threshold range, it indicates that the balance between the car 1 and the counterweight 2 is relatively normal, and no external intervention is required; when the real-time tension difference... When the value exceeds the set threshold range, a counterweight imbalance is detected, and closed-loop regulation is initiated.

[0072] Step S5: Speed ​​adjustment and tension control

[0073] With real-time tension difference As a feedback quantity, the speed of the auxiliary traction sheave is adjusted based on the reference synchronous speed. The elongation on both sides of the auxiliary steel cable is changed by the speed difference, so that the tension difference generated by the auxiliary steel cable can reverse the imbalance of the main steel cable's counterweight 2.

[0074] Speed ​​regulation employs tension difference closed-loop PI control, as detailed below:

[0075] (1) Define tension difference error :

[0076] in, The tension difference error at time t is represented by a positive value, indicating that car 1 is unbalanced and the tension of the main steel cable on the car 1 side is too large; a negative value indicates that counterweight 2 is unbalanced. This indicates the tension difference at time t. The real-time value; To provide a safety margin.

[0077] (2) PI controller output speed compensation:

[0078] in, The speed compensation of the auxiliary traction sheave at time t, a positive value indicates that the auxiliary sheave accelerates relative to the reference, and a negative value indicates that it decelerates relative to the reference.

[0079] For proportional gain, it represents the proportional speed compensation amount corresponding to the tension difference error per Newton; The integral gain represents the integral speed compensation amount corresponding to the cumulative error per Newton-second; specifically... and The correlation coefficient set can be pre-calibrated through experiments.

[0080] The current moment; The integration time variable iterates from the initial adjustment time 0 to the current time t; the integration interval... : This represents the historical accumulation of errors from the start of regulation to the current moment.

[0081] (3) Final output speed of the auxiliary traction sheave:

[0082] in, Let t be the actual output speed of the auxiliary traction sheave.

[0083] In this embodiment, the proportional term The compensation is output proportionally to the current error magnitude; the larger the error, the stronger the compensation, enabling rapid response. (Integral term) It can accumulate and integrate historical errors, and continuously increase compensation as long as the error is not zero, eventually eliminating steady-state deviation and achieving zero steady-state error control.

[0084] In this embodiment, when the car 1 is unbalanced (the error is positive), a positive speed compensation is output, the auxiliary traction wheel accelerates relatively, the auxiliary steel cable on the counterweight 2 side is stretched and the tension increases, the auxiliary steel cable on the car 1 side is shortened and the tension decreases, forming a reverse tension difference to offset the excess weight of the car 1.

[0085] Step S6: Dynamically maintain

[0086] Throughout the elevator's lifting and lowering process, the tension difference between the two ends of the main steel cable is continuously monitored, and the speed of the auxiliary traction sheave is adjusted in a closed loop to maintain the tension difference of the main steel cable stable near the safe balance margin.

[0087] During operation, the bias torque of the main traction motor is significantly reduced, resulting in a substantial decrease in overall operating energy consumption. During start-up and shutdown, the auxiliary steel cable provides bidirectional tension from the bottom to constrain the car 1 and counterweight 2, suppressing elastic swaying of the single-end suspension and significantly reducing longitudinal impact. The accumulation of the integral term can be paused during start-up and shutdown, avoiding overshoot oscillations caused by integral saturation.

[0088] Step S7: Stop Lock-up Reset

[0089] After the elevator reaches the floor level, the locking mechanism engages to lock the main steel cable, and the entire static load is borne by the main steel cable. The controller then controls the auxiliary traction sheave to reverse and return to its original position, initializing the tension difference between the two ends of the main steel cable and restoring it to the no-load reference value. .

[0090] After reset, the secondary steel cable returns to its initial pre-tensioned state and does not bear a balancing load in the stopped state, thus avoiding long-term high-stress aging of the secondary steel cable. A gradient deceleration strategy can be used during the reset process: first, a rapid return to near the reference value, followed by low-speed fine-tuning to prevent overshoot.

[0091] The above description is merely a preferred embodiment of the present invention, and the scope of protection of the present invention is not limited to the above embodiments. All technical solutions falling within the scope of the present invention's concept are within the scope of protection of the present invention. It should be noted that for those skilled in the art, any improvements and modifications made without departing from the principle of the present invention should also be considered within the scope of protection of the present invention.

Claims

1. A method for dynamic balance control of dual traction elevators, characterized in that, Including the following steps: S1: Based on the diameter ratio of the main traction sheave (3) and the auxiliary traction sheave (5), set the reference synchronous speed of the main traction sheave (3) and the auxiliary traction sheave (5) to keep the linear speed of the main traction sheave (3) and the auxiliary traction sheave (5) consistent; S2: Tension sensor 1 (7) and tension sensor 2 (8) detect the tension of the main steel cable (4) on the car side in real time. The tension of the main steel cable (4) on the counterweight side ; S3: Obtain the reference tension difference between the two ends of the main steel cable (4) when the car (1) is unloaded. ; S4: Calculate the tension difference between the two ends of the main steel cable (4). : ,when If the threshold is exceeded, a weight imbalance is determined. S5: Based on tension difference As feedback, the speed of the auxiliary traction sheave (5) is adjusted at the reference synchronous speed, and the elongation of the auxiliary steel cable (6) is changed by the speed difference, so that the tension balance of the auxiliary steel cable (6) is unbalanced.

2. The elevator dual-traction dynamic balance control method according to claim 1, characterized in that, It also includes the following steps: S6: During the elevator's ascent and descent, the tension difference between the two ends of the main steel cable (4) is continuously monitored. The rotational speed of the auxiliary traction sheave (5) is adjusted by closed-loop regulation.

3. The elevator dual-traction dynamic balance control method according to claim 2, characterized in that, It also includes the following steps: S7: After the elevator stops moving, the locking mechanism locks the main steel cable, and all static loads are borne by the main steel cable. The auxiliary traction wheel (5) is controlled to reverse, so that the tension difference between the two ends of the main steel cable (4) is initialized.

4. The elevator dual-traction dynamic balance control method according to claim 1, characterized in that, In step S5, the method for adjusting the speed of the auxiliary traction sheave (5) is to use tension difference closed-loop PI regulation to ensure a safe balance margin. To control the target, the tension difference error is defined. The output speed compensation of the auxiliary traction sheave (5) .

5. The elevator dual-traction dynamic balance control method according to claim 4, characterized in that, Speed ​​compensation of auxiliary traction sheave (5) for: in, For proportional gain, For integral gain, At the current time, the integration interval [(0),t] represents the cumulative error from the initial adjustment to the current time. This is the time variable for integration.

6. The elevator dual-traction dynamic balance control method according to claim 4, characterized in that, Define tension difference error for: in, Through safety balance margin It can maintain the counterweight side of the main steel cable (4) in a downward force state.

7. The elevator dual-traction dynamic balance control method according to claim 4, characterized in that, Based on the speed compensation of the auxiliary traction sheave (5) Determine the output speed of the auxiliary traction sheave (5). : in, The reference synchronous speed of the auxiliary traction sheave (5) is given.

8. The elevator dual-traction dynamic balance control method according to claim 1, characterized in that, Periodically check the reference tension difference Able to recalibrate and compensate The offset.

9. A dual-traction dynamic balancing system for elevators, characterized in that, It includes a car (1), a counterweight (2), a main traction unit, and a secondary traction unit; the car (1) and the counterweight (2) are slidably installed in the elevator shaft; The main traction unit includes a main traction motor, a main traction sheave (3) and a main steel cable (4). The main traction sheave (3) is located at the top of the elevator shaft and can be driven to rotate by the main traction motor. The main steel cable (4) is wound around the main traction sheave (3) and its two ends are respectively connected to the top of the car (1) and the counterweight (2). The auxiliary traction unit includes an auxiliary traction motor, an auxiliary traction sheave (5) and an auxiliary steel cable (6). The auxiliary traction sheave (5) is located at the bottom of the elevator shaft and can be driven to rotate by the auxiliary traction motor. The auxiliary steel cable (6) is wound around the auxiliary traction sheave (5) and its two ends are respectively connected to the bottom of the car (1) and the counterweight (2). It also includes a tension sensor 1 (7) and a tension sensor 2 (8). The tension sensor 1 (7) is located at the connection between the main steel cable (4) and the car (1) and is used to detect the tension of the main steel cable (4) on the car side. The tension sensor 2 (8) is located at the connection between the main steel cable (4) and the counterweight (2) and is used to detect the tension of the main steel cable (4) on the counterweight side. ; It also includes a synchronization controller, which is electrically connected to the main traction motor, the auxiliary traction motor, the tension sensor one (7) and the tension sensor two (8) respectively; the synchronization controller performs control according to the control method described in any one of claims 1-8.

10. The elevator dual-traction dynamic balancing system according to claim 9, characterized in that, When the load change of the car (1) causes a deviation in the force on both sides of the main steel cable (4), the synchronous controller controls the rotation speed of the auxiliary traction sheave (5) to change the tension distribution of the auxiliary steel cable (6) on both sides, and the tension difference generated by the auxiliary steel cable (6) compensates for the force deviation on both sides of the main steel cable (4) in the reverse direction.

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