An elevator emergency rescue car position estimation method and system

Abstract

The application belongs to the technical field of displacement measurement, and discloses an elevator emergency rescue car position estimation method and system. The estimation method comprises the following steps: synchronously collecting a key phase pulse signal of a traction machine and a vertical vibration acceleration signal of a car at a uniform sampling frequency; based on the key phase pulse signal, calculating the rotation speed of the traction machine and the line speed of the car, and generating a key phase reference displacement sequence by successive accumulation in units of displacement corresponding to a single pulse; performing twice integral operation on the vertical vibration acceleration signal to generate an acceleration auxiliary displacement sequence; aligning the time axis of the key phase reference displacement sequence and the acceleration auxiliary displacement sequence, calculating the relative deviation of the two displacements in segments, and determining the final displacement. The estimation method uses two signals of different sources to determine the key phase reference displacement and the acceleration auxiliary displacement, sets a deviation threshold to complete double-path cross-checking and error compensation, and outputs the calibrated displacement to accurately position the car position, thereby solving the problem of existing car positioning difference.

Description

Technical Field

[0001] This invention belongs to the field of displacement measurement technology, specifically relating to a method and system for estimating the position of an elevator emergency rescue car. Background Technology

[0002] With the large-scale construction of high-rise buildings and rail transit hubs in my country, the frequency of elevator use and the complexity of its operation are continuously increasing. Elevators at rail transit stations are located close to the tracks, and the continuous wind pressure impact and low-frequency vibration interference generated by trains entering and exiting the station can easily cause sudden elevator shutdowns and passenger entrapment. Accurate elevator car location is the core foundational data for emergency rescue, elevator entrapment identification using video AI, and fault tracing analysis. Existing car location calculation technologies cannot adapt to the complex vibration environment of rail transit, resulting in insufficient positioning accuracy and poor reliability in scenarios of sudden elevator shutdowns, leading to safety management loopholes such as delayed emergency rescue and inability to accurately trace faults. Summary of the Invention

[0003] In view of the above-mentioned defects or deficiencies in the prior art, it is desirable to provide a method and system for estimating the position of an elevator emergency rescue car.

[0004] A first aspect of the present invention provides a method for estimating the location of an elevator emergency rescue car, comprising: The key phase pulse signal of the traction machine and the vertical vibration acceleration signal of the car are synchronously acquired at a uniform sampling frequency. Based on the bond phase pulse signal, the traction machine speed and car linear velocity are calculated, and the displacement corresponding to a single pulse is accumulated successively to generate a bond phase reference displacement sequence. The vertical vibration acceleration signal is integrated twice to generate an acceleration-assisted displacement sequence; The bond phase reference displacement sequence and the acceleration-assisted displacement sequence are aligned on the time axis. Using the bond phase reference displacement sequence as a reference, the relative deviation of the acceleration-assisted displacement sequence relative to the bond phase reference displacement sequence is calculated segment by segment. The final displacement is determined based on the relative deviation.

[0005] In addition, the elevator emergency rescue car position estimation method of the present invention may also have the following additional technical features: In some implementations, determining the final displacement based on the relative deviation includes: If the relative deviation does not exceed the first deviation threshold, then the bond phase reference displacement is determined to be the final displacement; If the relative deviation is greater than the first deviation threshold but not more than the second deviation threshold, then the bond phase reference displacement and the acceleration-assisted displacement are weighted and fused to determine the weighted and fused displacement as the final displacement; wherein, the second deviation threshold is greater than the first deviation threshold. If the relative deviation is greater than the second deviation threshold, then the acceleration-assisted displacement is determined to be the final displacement.

[0006] In some implementations, the final displacement for:

[0007] in, This is the reference displacement of the bond phase. Acceleration-assisted displacement; correction factor for:

[0008] in, This is a relative deviation. This is the offset coefficient. The first deviation threshold, This is the second deviation threshold.

[0009] In some implementations, the relative deviation for: .

[0010] In some embodiments, prior to generating the bond phase reference shift sequence, the method further includes: The key phase pulse signal is subjected to pulse detection and filtering to extract effective pulses, specifically including: Based on the maximum and minimum values ​​of the bond phase pulse signal, a pulse detection threshold is determined; then, pulse edges are detected according to the pulse detection threshold, and the measured pulse widths corresponding to two adjacent pulse edges are determined. The minimum pulse width is determined based on the encoder disk parameters of the traction machine. Pulses with a measured pulse width less than the minimum pulse width are filtered out to obtain valid pulses.

[0011] In some implementations, the step of calculating the traction machine speed and car linear velocity based on the key phase pulse signal, and successively accumulating the displacement corresponding to a single pulse to generate a key phase reference displacement sequence, includes: Traverse the key phase pulse signal, detect all pulse rising edges, record the rising edge time of all valid pulses, form a pulse time sequence and count the times; Calculate the traction machine speed corresponding to each pulse interval. :

[0012] in, (t) for t The pulse time interval at time 1. The number of keyways per revolution of the encoder disk; According to the traction machine speed Determine the linear velocity of the car for:

[0013] in, D The diameter of the traction sheave. The elevator traction ratio; By summing the linear velocities of the car, the key phase reference displacement is obtained. for: .

[0014] In some implementations, the method further includes performing two integration operations based on the vertical vibration acceleration signal before: The mean value of the vertical vibration acceleration signal is calculated to remove the DC component, and then multiplied by the sensitivity coefficient of the acceleration sensor to obtain the amplified acceleration signal. The effective acceleration signal during the stable operation period of the elevator is then extracted.

[0015] In some implementations, the step of performing two integration operations on the vertical vibration acceleration signal to generate an acceleration-assisted displacement sequence includes: The vertical vibration acceleration signal is low-pass filtered to obtain the filtered acceleration signal. acc ; The filtered acceleration signal acc Perform the first integration and obtain the linear velocity of the car after integration. :

[0016] The integrated linear velocity of the car Perform a second integration to obtain the acceleration-assisted displacement. for: .

[0017] In some embodiments, the method further includes: Real-time monitoring of the traction machine speed; When the rotational speed of the traction machine drops to zero within a predetermined time and the vertical vibration acceleration signal exhibits braking impact characteristics, it is determined to be an abnormal shutdown. In response to the abnormal shutdown determination, the displacement value corresponding to the last valid pulse in the final displacement is extracted and latched as the car stopping position; The car's stopping position is converted into absolute height and floor information and then output.

[0018] A second aspect of the present invention provides an elevator emergency rescue car position estimation system, comprising: The multi-source signal acquisition unit is used to synchronously acquire the key phase pulse signal of the traction machine and the vertical vibration acceleration signal of the car at a unified sampling frequency; The key phase displacement calculation unit is used to calculate the traction machine speed and car linear velocity based on the key phase pulse signal, and to accumulate the displacement corresponding to a single pulse to generate a key phase reference displacement sequence. An acceleration-displacement calculation unit is used to perform two integration operations on the vertical vibration acceleration signal to generate an acceleration-assisted displacement sequence. The displacement verification and compensation unit is used to align the time axis of the bond phase reference displacement sequence and the acceleration-assisted displacement sequence, and calculate the relative deviation of the acceleration-assisted displacement sequence relative to the bond phase reference displacement sequence segment by segment based on the bond phase reference displacement sequence, and determine the final displacement based on the relative deviation.

[0019] The present invention provides an elevator emergency rescue car position estimation method and system. The estimation method uses signals from two different sources to determine the key phase reference displacement and acceleration auxiliary displacement, sets a deviation threshold to complete dual-path cross-checking and error compensation, and finally outputs the calibrated displacement to determine the car position information. It has high accuracy and is conducive to assisting rescue personnel in accurately obtaining the car stopping position. It solves industry pain points such as easy failure of single calculation path, large vibration interference error, and loss of fault stop position. Attached Figure Description

[0020] Other features, objects, and advantages of this application will become more apparent from the following detailed description of non-limiting embodiments with reference to the accompanying drawings: Figure 1 An exemplary flowchart of the elevator emergency rescue car position estimation method provided in this application embodiment; Figure 2 This application provides a multi-source signal and speed calculation diagram for an elevator car, as shown in the embodiments of this application; wherein, Figure 2 (a) is a diagram of the vibration acceleration signal of the traction machine; Figure 2 (b) is a diagram of the vibration acceleration signal of the car; Figure 2 (c) is a diagram of the key phase pulse signal of the traction machine; Figure 2 (d) is the rotational speed diagram of the traction machine; Figure 3 This is a solution diagram of the key phase reference displacement provided in an embodiment of this application; wherein, Figure 3 (a) is a graph showing the change of the bond phase reference displacement over time based on the pulse counting sequence and the average pulse displacement; Figure 3 (b) is a graph showing the instantaneous velocity as a function of time; Figure 4 This is an acceleration-assisted displacement calculation diagram provided in an embodiment of this application; wherein, Figure 4 (a) is a graph of the filtered acceleration signal; Figure 4 (b) is the car linear velocity diagram of the first integral of the filtered acceleration; Figure 4 (c) is a graph showing the change of acceleration-assisted displacement over time; Figure 5 This is a structural diagram of an elevator emergency rescue car position estimation system provided in an embodiment of this application. Detailed Implementation

[0021] The present application will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and not intended to limit it. Furthermore, it should be noted that, for ease of description, only the parts relevant to the invention are shown in the accompanying drawings.

[0022] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. This application will now be described in detail with reference to the accompanying drawings and embodiments.

[0023] The terminology used in this application is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. The singular forms “a,” “the,” and “the” as used in this application and the appended claims are also intended to include the plural forms unless the context clearly indicates otherwise. It should also be understood that the term “and / or” as used herein refers to and includes any or all possible combinations of one or more of the associated listed items.

[0024] Unless the context otherwise requires, throughout the specification and claims, the term "comprising" is interpreted as open and encompassing, that is, "including, but not limited to".

[0025] In the description of this specification, the terms "one embodiment," "some embodiments," "exemplary embodiment," "example," "specific example," or "some examples," etc., are intended to indicate that a particular feature, structure, material, or characteristic associated with that embodiment or example is included in at least one embodiment or example of this disclosure. The illustrative representations of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics mentioned may be included in any suitable manner in any one or more embodiments or examples.

[0026] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of embodiments of this disclosure, unless otherwise stated, "a plurality of" means two or more.

[0027] Existing elevator car position calculation schemes have the following significant drawbacks: While relying on a single traction encoder disk pulse accumulation to calculate car displacement offers good real-time performance, it is prone to false pulses and pulse loss in the strong vibration environment of rail transit; abnormal emergency stops and brake impacts can cause pulse frame breaks; long-term operation leading to wire rope slippage and traction sheave wear can result in continuous cumulative displacement drift, and there is no self-checking mechanism after a malfunction, resulting in distorted position calculations and making it impossible for rescue personnel to accurately pinpoint the car's floor. Furthermore, using only a single path to calculate displacement cannot adapt to conditions such as wire rope slippage, pulse loss, and single-point sensor failure, making position data loss highly likely.

[0028] To solve the above problems, the first aspect of the present invention, as follows: Figure 1 As shown, a method for estimating the location of an elevator emergency rescue car is provided, including: S100: Synchronously acquires the key phase pulse signal of the traction machine and the vertical vibration acceleration signal of the car at a uniform sampling frequency.

[0029] Specifically, edge acquisition devices collect multi-source synchronous signals from different locations within the elevator and store them as binary timing files, while simultaneously configuring parameters. For example, an encoder disk keyphase acquisition device is deployed at the traction machine shaft, and a vertical vibration acceleration sensor is deployed on the top of the car. A unified sampling frequency is used to synchronously acquire the traction machine keyphase pulse signal and the car's vertical vibration acceleration signal. Configurable system parameters include: the number of keyways per revolution of the encoder disk, the traction sheave diameter, the elevator traction ratio, the acceleration sensor sensitivity coefficient, and the sampling frequency. A unified sampling frequency ensures that the two different physical signals are aligned on the time axis, facilitating the subsequent fusion of effective data.

[0030] S300: Based on the key phase pulse signal, calculate the traction machine speed and car linear speed, and accumulate them successively in units of displacement corresponding to a single pulse to generate a key phase reference displacement sequence.

[0031] Specifically, based on the acquired key phase pulse signals, valid pulses are detected and counted, and combined with the displacement corresponding to each revolution of the traction machine, the results are accumulated successively to obtain a key phase reference displacement sequence based on the cumulative number of mechanical teeth. The accuracy of this sequence does not drift over time and has good real-time performance. However, it is prone to false pulses and pulse loss in the strong vibration environment of rail transit; abnormal sudden stops of elevators and impacts from brake braking can cause pulse frame breaks.

[0032] S500: Perform two integration operations on the vertical vibration acceleration signal to generate an acceleration-assisted displacement sequence.

[0033] Specifically, the acquired vertical vibration acceleration signal is integrated twice to obtain a continuous acceleration-assisted displacement sequence. This sequence reflects the displacement calculation based on the inertial navigation principle, and is continuous and unaffected by slippage. However, long-term operation can lead to continuous cumulative displacement drift due to wire rope slippage and traction sheave wear.

[0034] S600: Align the time axis of the bond phase reference displacement sequence and the acceleration-assisted displacement sequence, and calculate the relative deviation of the acceleration-assisted displacement sequence relative to the bond phase reference displacement sequence segment by segment, based on the relative deviation, and determine the final displacement.

[0035] Specifically, the two displacement streams, the bond phase reference displacement sequence and the acceleration-assisted displacement sequence, are aligned in time. Using the bond phase reference displacement sequence as a reference, the relative deviation of the acceleration-assisted displacement relative to each corresponding displacement value is calculated. Based on the calculated relative deviation, the final displacement is determined, thereby comprehensively utilizing the advantages of the two displacement sources, compensating for their respective shortcomings, and achieving a more accurate estimation of the car position.

[0036] This embodiment provides a method for estimating the position of an elevator car in emergency rescue. It simultaneously collects the key phase pulse signal from the traction machine encoder disk and the vertical vibration acceleration signal of the car. Using signals from two different sources, it determines the key phase reference displacement and acceleration auxiliary displacement. A deviation threshold is set to complete dual-path cross-checking and error compensation. Finally, the calibrated displacement is output to determine the car's position information. This method is highly accurate and helps rescue personnel accurately obtain the car's stopping position. It addresses industry pain points such as the susceptibility of single-path calculations to failure, large vibration interference errors, and loss of fault stop positions. It achieves stable millimeter-level car position output in scenarios involving elevator entrapment, sudden stoppages, and strong train vibration interference, improving elevator emergency response efficiency and intelligent operation and maintenance levels. It is particularly suitable for elevators in public places along rail transit lines such as subway stations and train stations, enabling accurate car position estimation in scenarios of abnormal elevator stoppages and entrapment.

[0037] In some implementations, determining the final displacement based on the relative deviation includes: If the relative deviation does not exceed the first deviation threshold, then the bond phase reference displacement is determined to be the final displacement; If the relative deviation is greater than the first deviation threshold but not more than the second deviation threshold, then the bond phase reference displacement and the acceleration-assisted displacement are weighted and fused to determine the weighted and fused displacement as the final displacement; wherein, the second deviation threshold is greater than the first deviation threshold. If the relative deviation is greater than the second deviation threshold, then the acceleration-assisted displacement is determined to be the final displacement.

[0038] Specifically, when the calculated relative deviation is not greater than the first deviation threshold, it indicates that the consistency between the two displacement sources is good. In this case, the key phase reference displacement is considered highly reliable, and the system directly determines the key phase reference displacement as the final displacement output, ensuring that the system can output the most accurate mechanical cumulative displacement under normal operating conditions.

[0039] When the relative deviation exceeds the first deviation threshold but has not yet exceeded the larger second deviation threshold, it means that there is a certain discrepancy between the two displacements, but the discrepancy is still within a controllable range. Neither displacement source should be completely trusted or completely discarded. The system performs weighted fusion of the bond phase reference displacement and acceleration-assisted displacement, and uses the fused displacement as the final output, ensuring displacement continuity while reasonably absorbing the deviation between the two.

[0040] When the relative deviation exceeds the second deviation threshold, it indicates a serious anomaly in the key phase reference displacement, such as a significant loss of pulses or severe slippage of the wire rope. In this situation, the key phase reference displacement is unreliable, and the system switches to determining the acceleration-assisted displacement as the final displacement output. This ensures that position information can still be maintained even under extreme fault scenarios, providing continuous data support for emergency rescue.

[0041] In some implementations, the final displacement for:

[0042] in, This is the reference displacement of the bond phase. Acceleration-assisted displacement; correction factor for:

[0043] in, This is a relative deviation. The first deviation threshold, This is the second deviation threshold; This is the offset coefficient. This represents trust in the two heterogeneous sensors and their corresponding displacement calculation algorithms. The larger the correction factor, the higher the correction factor. The faster the decay, the more the total displacement will be biased towards acceleration-assisted displacement; conversely, The smaller the value, the higher the correction factor. The more gradual the decay, the more the total displacement is biased towards the bond phase reference displacement; Adjustments can be made based on the specific conditions of the elevator equipment, such as... Take 0.15.

[0044] Specifically, correction factor The value of the correction coefficient is determined by the range in which the current relative deviation falls. When the relative deviation is less than or equal to the first deviation threshold, the correction coefficient is set to 1, and the final displacement is exactly equal to the key phase reference displacement. When the relative deviation is greater than the second deviation threshold, the correction coefficient is set to 0, and the final displacement is exactly equal to the acceleration-assisted displacement.

[0045] When the relative deviation is between the first and second deviation thresholds, the correction coefficient is calculated according to a specific exponential function. This exponential function ensures that the change of the correction coefficient from 1 to 0 is smooth and continuous, without any abrupt changes. This allows the final displacement to smoothly transition from the fully trusted bond phase reference to the fully trusted acceleration-assisted displacement within the transition range, ensuring the smoothness of the fusion result and avoiding abrupt changes in the displacement output due to coefficient jumps.

[0046] For example, the first deviation threshold It can be 1% to 5%, such as the first deviation threshold being 1%, 2%, 3%, 4%, 5%, etc.; the second deviation threshold... It can be 80%~150%, such as the second deviation threshold being 80%, 100%, 120%, 150%, etc. For example, the first deviation threshold... The second deviation threshold is 2%. If it is 100%, then the correction factor is... for:

[0047] Wherein, the relative deviation for: .

[0048] Specifically, the acceleration-assisted displacement sequence is interpolated to the time nodes of the bond phase reference displacement sequence, and the relative deviation between the two displacements is calculated point by point. The relative deviation is quantified into a value expressed as a percentage. This value intuitively reflects the degree of deviation between the two displacements in the same time period. The larger the value, the more serious the inconsistency between the two.

[0049] In some implementations, such as Figure 1 As shown, in step S300, before generating the bond phase reference shift sequence, the following steps are also included: S200: Perform pulse detection and filtering processing on the key phase pulse signal to extract effective pulses, specifically including: S210: Based on the maximum and minimum values ​​of the bond phase pulse signal, determine the pulse detection threshold; then, detect the pulse edge according to the pulse detection threshold, and determine the measured pulse width corresponding to two adjacent pulse edges; S220: Determine the minimum pulse width based on the encoder disk parameters of the traction machine, filter out pulses whose measured pulse width is less than the minimum pulse width, and obtain effective pulses.

[0050] Specifically, the original acquired bond phase pulse signals often contain false narrow pulses caused by vibration or electrical interference. If these spikes are not filtered out, they will directly lead to pulse counting errors, which in turn will affect the accuracy of the bond phase reference displacement.

[0051] In this embodiment, the acquired traction machine key phase pulse signal is first preprocessed, including pulse detection and filtering to extract the effective pulse signal. Specifically, pulse detection refers to determining a pulse detection threshold based on the maximum and minimum values ​​of the key phase pulse signal. This threshold can be 50% of the sum of the maximum and minimum values. Pulse edges (rising or falling edges) are detected based on this threshold. When the amplitude of the current sampling point is lower than the threshold and the amplitude of the next sampling point is higher than or equal to the threshold, it is determined to be a rising edge. When two adjacent pulse edges are detected, the rising and falling edges of the same pulse are grouped together, and the falling edge time is subtracted from the rising edge time to obtain the measured pulse width.

[0052] The minimum pulse width is determined based on the encoder disk parameters of the traction machine. The formula for calculating the minimum pulse width is as follows:

[0053] in, Sampling frequency, This represents the number of key slots per revolution of the encoder disk.

[0054] The actual width of all acquired pulses is compared with the minimum pulse width. Pulses with a measured pulse width less than the minimum pulse width are vibration spikes or interference peaks and are filtered out from the pulse sequence. The pulses that are retained are valid pulses.

[0055] In some implementations, step S300, which involves calculating the traction machine speed and car linear velocity based on the key phase pulse signal, and successively accumulating the displacement corresponding to a single pulse to generate a key phase reference displacement sequence, includes: S310: Traverse the key phase pulse signal, detect all pulse rising edges, record the rising edge times of all valid pulses, form a pulse time sequence and count the times; S320: Calculate the traction machine speed corresponding to each pulse interval. :

[0056] in, (t) for t The pulse time interval at time 1. The number of keyways per revolution of the encoder disk; S330: Based on the traction machine speed Determine the linear velocity of the car for:

[0057] in, D The diameter of the traction sheave. The elevator traction ratio; S340: Accumulate and sum the car linear velocities to obtain the key phase reference displacement. for: .

[0058] In this example, the effective pulse moment is extracted by the rising edge detection algorithm, the traction machine speed is calculated by combining the pulse interval, and the car linear velocity is calculated based on the traction wheel diameter and traction ratio. The cumulative displacement of the key phase reference is obtained by accumulating the displacement corresponding to a single pulse.

[0059] In some implementations, such as Figure 1 As shown, in step S500, before performing the two integration operations based on the vertical vibration acceleration signal, the following steps are also included: S400: Calculate the mean value of the vertical vibration acceleration signal to remove the DC component, and then multiply it by the sensitivity coefficient of the acceleration sensor to obtain the amplified acceleration signal, and extract the effective acceleration signal during the stable operation period of the elevator.

[0060] Specifically, the raw acceleration signal acquired by the accelerometer typically includes zero-point offset and the sensor's own bias voltage. These components are DC components and are not generated by the actual motion of the car. Integrating with these DC components will cause a severe trend drift in the integration result over time.

[0061] In this embodiment, before integrating the vertical vibration acceleration signal, the signal is preprocessed by subtracting the average value of all sampling points from each sampling point to remove the DC component of the acceleration signal, thus achieving zero calibration of the accelerometer. Next, the zero-calibrated acceleration is multiplied by the accelerometer sensitivity coefficient, such as 10~20, to obtain the amplified standard physical quantity of the acceleration signal. Finally, the effective acceleration signal during the stable operation period of the elevator is extracted, i.e., the effective signal segment with acceleration greater than 0 is selected.

[0062] In some implementations, step S500, which involves performing two integration operations on the vertical vibration acceleration signal to generate an acceleration-assisted displacement sequence, includes: S510: Perform low-pass filtering on the vertical vibration acceleration signal to obtain the filtered acceleration signal. acc .

[0063] S520: The filtered acceleration signal acc Perform the first integration and obtain the linear velocity of the car after integration. :

[0064] in, τ Let be the integral variable, representing the time from the initial time 0 to the current time. t The time intervals between them change continuously.

[0065] S530: The integrated linear velocity of the car Perform a second integration to obtain the acceleration-assisted displacement. for: .

[0066] Specifically, after preprocessing the vertical vibration acceleration signal, a low-pass filter is first applied to the preprocessed acceleration signal. Low-pass filtering effectively removes high-frequency vibration noise, retains the acceleration component representing the elevator's main motion frequency, and prevents high-frequency noise from being amplified during subsequent integration. A sixth-order Chebyshev type I low-pass filter can be used for low-pass filtering, employing zero-phase filtering to process the car acceleration signal, eliminating phase delay, and obtaining the filtered acceleration signal. acc The cutoff frequency of the Chebyshev filter. 30Hz, passband ripple 1dB, normalized cutoff frequency Since different elevator systems may have different acceleration sampling frequencies, normalization processing allows the filter parameters to adaptively adapt to different sampling rate configurations.

[0067] The acceleration signal after low-pass filtering is subjected to a first trapezoidal integral, which calculates the cumulative acceleration from the start time to the current time, and obtains the instantaneous linear velocity of the car at each time. Then, the instantaneous linear velocity of the car is subjected to a second integral to obtain the acceleration-assisted displacement sequence.

[0068] In some implementations, step S600 is followed by: S700, location prediction, specifically includes: S710: Real-time monitoring of the traction machine speed; when the traction machine speed drops to zero within a predetermined time and the vertical vibration acceleration signal shows braking impact characteristics, it is determined to be an abnormal shutdown; S720: In response to the abnormal shutdown determination, extract the displacement value corresponding to the last valid pulse in the final displacement, latch it as the car stopping position; convert the car stopping position into absolute height and floor information and output it.

[0069] Specifically, when the traction machine speed drops to zero within a predetermined time and the vertical vibration acceleration signal exhibits braking impact characteristics, the braking impact characteristics are the instantaneous impact force generated when the elevator stops abnormally and the brake forcibly locks the traction sheave, which is transmitted to the car through the wire rope, causing a spike pulse waveform with an amplitude far exceeding that of the normal operating state to appear in the vertical vibration acceleration signal of the car. If the amplitude change rate of the vertical vibration acceleration signal exceeds the preset impact threshold, it is considered a braking impact characteristic.

[0070] After triggering the car stop determination, the calibration displacement value corresponding to the last valid pulse before the braking impact occurs is extracted, latched as the car stop position, and converted into absolute height and floor information. The latched car stop position is then matched with a preset floor height mapping table to determine the floor number corresponding to the car stop position and the offset height within that floor; the floor number and offset height are then output. The floor height mapping table refers to the relationship between floor numbers and floor heights, and this table is generally pre-configured when the elevator leaves the factory.

[0071] In some implementations, after the latching is set to the car stop position in step S700, the method further includes: When the traction machine has no effective pulse output, the car stopping position is continuously output and the alarm information is reported to the emergency platform; Once the traction machine resumes effective pulse output and the elevator returns to normal operation, the latch of the car's stopping position is released, and real-time displacement calculation is resumed.

[0072] Specifically, when the elevator stops and the traction machine has no effective pulse output, the system continuously outputs the car's stopping position and reports alarm information to the emergency platform. This ensures that even in extreme situations such as power outages or sensor signal interruptions, the emergency rescue command center can still obtain the car's last accurate position in real time. This guides rescue personnel to accurately reach the target floor, solving the problem of data gaps after a malfunction in traditional solutions. It provides a stable and accurate car position reference for emergency rescue, shortening the rescue response time.

[0073] Once the elevator malfunction is resolved, the control system is powered on or reset, and the traction machine resumes rotation and begins outputting valid key phase pulse signals, the system will detect the pulse sequence again. The system automatically determines that the elevator has returned to normal operation and immediately releases the latched position. Afterward, the system will start from the current position and restart displacement calculation based on the real-time acquired key phase pulse signals, restoring normal tracking and positioning functions.

[0074] For example, in the 25600Hz sampling test of the elevator at Yizhuang Railway Station, the hardware deployment was as follows: a multi-channel data acquisition unit was installed in the KONE elevator machine room; vibration acceleration sensors and keyway acquisition devices were arranged on the traction machine housing; one vertical and one horizontal acceleration sensor were installed on the car top; vibration measurement points were added to the anti-cord sheave at the bottom of the car; and the traveling cable transmitted the dynamic sensor signals of the car. The configuration parameters were: traction sheave diameter 128mm, keyway number per revolution of the keyway 1000, traction ratio 2:1, and sampling frequency... fs =25600Hz; like Figure 2 and Figure 3 As shown, where Figure 3 (a) is a graph showing the change of the bond phase reference displacement over time, based on the pulse counting sequence and the average displacement corresponding to each pulse; Figure 3 (b) A graph showing the average velocity over time within each pulse interval; the elevator data acquisition process involves capturing the complete 787-865 second descent sequence, including segments with strong vibration interference from trains entering and leaving stations; the car position estimation method yielded a single-pulse displacement calculation of 0.402 mm, with 55,329 effective pulses detected throughout the entire process, and a key phase reference displacement of 22.248 m; Figure 4 As shown, a 30Hz Chebyshev filter removes track clutter. The car's linear velocity is obtained by the first integration of the filtered acceleration, and the acceleration-assisted displacement of 22.353m is obtained by the second integration. The measured results show that the rotational speed fluctuates stably within the range of 290~320RPM with no pulse loss. The relative deviation between the key phase reference displacement and the acceleration-assisted displacement is 0.47%, which is less than the first deviation threshold of 2%. Therefore, the key phase reference displacement is output as the final car position. After simulating a sudden elevator entrapment and shutdown, the system continuously outputs the car height and synchronously pushes it to the emergency rescue and video AI recognition modules. The displacement curve shows no drift during the period of train vibration interference.

[0075] The second aspect of the invention, as follows Figure 5 As shown, an elevator emergency rescue car position estimation system is provided, including: The multi-source signal acquisition unit 210 is used to synchronously acquire the key phase pulse signal of the traction machine and the vertical vibration acceleration signal of the car at a unified sampling frequency. The key phase displacement calculation unit 220 is used to calculate the traction machine speed and car linear velocity based on the key phase pulse signal, and to accumulate the displacement corresponding to a single pulse to generate a key phase reference displacement sequence. The acceleration-displacement calculation unit 230 is used to perform two integration operations on the vertical vibration acceleration signal to generate an acceleration-assisted displacement sequence. The displacement verification and compensation unit 240 is used to align the time axis of the bond phase reference displacement sequence and the acceleration-assisted displacement sequence, calculate the relative deviation of the acceleration-assisted displacement sequence relative to the bond phase reference displacement sequence segment by segment based on the bond phase reference displacement sequence, and determine the final displacement based on the relative deviation.

[0076] Specifically, the estimation system provided in this application embodiment is used to execute the estimation method provided in any embodiment of this application, and its specific technical features and technical effects are consistent with the estimation method, which will not be repeated in this application embodiment.

[0077] In some embodiments, the displacement verification and compensation unit 240 is specifically used for: If the relative deviation does not exceed the first deviation threshold, then the bond phase reference displacement is determined to be the final displacement; If the relative deviation is greater than the first deviation threshold but not more than the second deviation threshold, then the bond phase reference displacement and the acceleration-assisted displacement are weighted and fused to determine the weighted and fused displacement as the final displacement; wherein, the second deviation threshold is greater than the first deviation threshold. If the relative deviation is greater than the second deviation threshold, then the acceleration-assisted displacement is determined to be the final displacement.

[0078] In some implementations, such as Figure 5 As shown, the estimation system further includes: The key phase signal preprocessing unit 250 is used to perform pulse detection and filtering on the key phase pulse signal and extract effective pulses.

[0079] Furthermore, the bond phase signal preprocessing unit 250 is specifically used for: Based on the maximum and minimum values ​​of the bond phase pulse signal, a pulse detection threshold is determined; then, pulse edges are detected according to the pulse detection threshold, and the measured pulse widths corresponding to two adjacent pulse edges are determined. The minimum pulse width is determined based on the encoder disk parameters of the traction machine. Pulses with a measured pulse width less than the minimum pulse width are filtered out to obtain valid pulses.

[0080] In some embodiments, the bond phase shift calculation unit 220 is specifically used for: Traverse the key phase pulse signal, detect all pulse rising edges, record the rising edge time of all valid pulses, form a pulse time sequence and count the times; Calculate the traction machine speed corresponding to each pulse interval. According to the traction machine speed Determine the linear velocity of the car The key phase reference displacement is obtained by summing the cumulative linear velocities of the car. .

[0081] In some implementations, such as Figure 5 As shown, the estimation system further includes: The acceleration preprocessing unit 260 is used to calculate the mean value of the vertical vibration acceleration signal to remove the DC component, and then multiply it by the sensitivity coefficient of the acceleration sensor to obtain the amplified acceleration signal, and extract the effective acceleration signal during the stable operation period of the elevator.

[0082] In some embodiments, the acceleration-displacement calculation unit 230 is used for: The vertical vibration acceleration signal is low-pass filtered to obtain the filtered acceleration signal. acc ; The filtered acceleration signal acc Perform the first integration and obtain the linear velocity of the car after integration. : The integrated linear velocity of the car Perform a second integration to obtain the acceleration-assisted displacement. .

[0083] In some implementations, such as Figure 5 As shown, the estimation system further includes: The stop latch output unit 270 is used for: Real-time monitoring of the traction machine speed; When the rotational speed of the traction machine drops to zero within a predetermined time and the vertical vibration acceleration signal exhibits braking impact characteristics, it is determined to be an abnormal shutdown. In response to the abnormal shutdown determination, the displacement value corresponding to the last valid pulse in the final displacement is extracted and latched as the car stopping position; The car's stopping position is converted into absolute height and floor information and then output.

[0084] The estimation system provided in this application synchronously acquires two time-series signals: the key phase pulse signal of the traction machine and the vertical vibration acceleration signal of the car, using a unified sampling frequency. The key phase pulse signal undergoes pulse detection and filtering to extract effective pulses. Based on these effective pulses, the traction machine speed and car linear velocity are calculated, and a key phase reference displacement sequence is generated. The car's vertical vibration acceleration signal is first low-pass filtered and then integrated twice to obtain an acceleration auxiliary displacement sequence. Finally, a dual-deviation threshold is set, and the key phase reference displacement sequence and acceleration auxiliary displacement sequence undergo dual-path cross-checking and error compensation. In the event of an abnormal elevator stop, the effective displacement completed before braking is continuously output, and the absolute height of the car is stably output. This provides accurate position coordinates for emergency rescue, intelligent early warning, and predictive maintenance, achieving high real-time performance, high precision, high reliability, and high anti-interference position calculation for the elevator car. The estimation system proposed in this application is highly compatible and does not require modification to the original elevator control system. It only requires the addition of a vibration acceleration sensor and an encoder key phase acquisition device to achieve the function. It is suitable for the retrofit requirements of existing elevators and is especially suitable for the safety upgrade of elevators in public places such as subway stations and train stations.

[0085] The above description is merely a preferred embodiment of this application and an explanation of the technical principles employed. Those skilled in the art should understand that the scope of the invention involved in this application is not limited to technical solutions formed by specific combinations of the above-described technical features, but should also cover other technical solutions formed by arbitrary combinations of the above-described technical features or their equivalents without departing from the inventive concept. For example, technical solutions formed by substituting the above features with (but not limited to) technical features with similar functions disclosed in this application.

Claims

1. A method for estimating the location of an elevator emergency rescue car, characterized in that, include: The key phase pulse signal of the traction machine and the vertical vibration acceleration signal of the car are synchronously acquired at a uniform sampling frequency. Based on the bond phase pulse signal, the traction machine speed and car linear velocity are calculated, and the displacement corresponding to a single pulse is accumulated successively to generate a bond phase reference displacement sequence. The vertical vibration acceleration signal is integrated twice to generate an acceleration-assisted displacement sequence; The bond phase reference displacement sequence and the acceleration-assisted displacement sequence are aligned on the time axis. Using the bond phase reference displacement sequence as a reference, the relative deviation of the acceleration-assisted displacement sequence relative to the bond phase reference displacement sequence is calculated segment by segment. The final displacement is determined based on the relative deviation.

2. The method for estimating the location of an elevator emergency rescue car according to claim 1, characterized in that, The determination of the final displacement based on the relative deviation includes: If the relative deviation does not exceed the first deviation threshold, then the bond phase reference displacement is determined to be the final displacement; If the relative deviation is greater than the first deviation threshold but not more than the second deviation threshold, then the bond phase reference displacement and the acceleration-assisted displacement are weighted and fused to determine the weighted and fused displacement as the final displacement; wherein, the second deviation threshold is greater than the first deviation threshold. If the relative deviation is greater than the second deviation threshold, then the acceleration-assisted displacement is determined to be the final displacement.

3. The method for estimating the location of an elevator emergency rescue car according to claim 2, characterized in that, The final displacement for: in, This is the reference displacement of the bond phase. Acceleration-assisted displacement; correction factor for: in, This is a relative deviation. This is the offset coefficient. The first deviation threshold, This is the second deviation threshold.

4. The method for estimating the location of an elevator emergency rescue car according to claim 3, characterized in that, The relative deviation for: 。 5. The method for estimating the location of an elevator emergency rescue car according to claim 1, characterized in that, Before generating the bond phase reference shift sequence, the method further includes: The key phase pulse signal is subjected to pulse detection and filtering to extract effective pulses, specifically including: Based on the maximum and minimum values ​​of the bond phase pulse signal, a pulse detection threshold is determined; then, pulse edges are detected according to the pulse detection threshold, and the measured pulse widths corresponding to two adjacent pulse edges are determined. The minimum pulse width is determined based on the encoder disk parameters of the traction machine. Pulses with a measured pulse width less than the minimum pulse width are filtered out to obtain valid pulses.

6. The method for estimating the location of an elevator emergency rescue car according to any one of claims 1-5, characterized in that, The calculation of the traction machine speed and car linear velocity based on the key phase pulse signal, and the generation of a key phase reference displacement sequence by successively accumulating the displacement corresponding to a single pulse, includes: Traverse the key phase pulse signal, detect all pulse rising edges, record the rising edge time of all valid pulses, form a pulse time sequence and count the times; Calculate the traction machine speed corresponding to each pulse interval. : in, (t) for t The pulse time interval at time 1. The number of keyways per revolution of the encoder disk; According to the traction machine speed Determine the linear velocity of the car for: in, D The diameter of the traction sheave. The elevator traction ratio; By summing the linear velocities of the car, the key phase reference displacement is obtained. for: 。 7. The method for estimating the location of an elevator emergency rescue car according to claim 1, characterized in that, Before performing two integration operations based on the vertical vibration acceleration signal, the following steps are also included: The mean value of the vertical vibration acceleration signal is calculated to remove the DC component, and then multiplied by the sensitivity coefficient of the acceleration sensor to obtain the amplified acceleration signal. The effective acceleration signal during the stable operation period of the elevator is then extracted.

8. The method for estimating the location of an elevator emergency rescue car according to claim 1, characterized in that, The step of performing two integration operations on the vertical vibration acceleration signal to generate an acceleration-assisted displacement sequence includes: The vertical vibration acceleration signal is low-pass filtered to obtain the filtered acceleration signal. acc ; The filtered acceleration signal acc Perform the first integration and obtain the linear velocity of the car after integration. : The integrated linear velocity of the car Perform a second integration to obtain the acceleration-assisted displacement. for: 。 9. The method for estimating the location of an elevator emergency rescue car according to claim 1, characterized in that, The method further includes: Real-time monitoring of the traction machine speed; When the rotational speed of the traction machine drops to zero within a predetermined time and the vertical vibration acceleration signal exhibits braking impact characteristics, it is determined to be an abnormal shutdown. In response to the abnormal shutdown determination, the displacement value corresponding to the last valid pulse in the final displacement is extracted and latched as the car stopping position; The car's stopping position is converted into absolute height and floor information and then output.

10. An elevator emergency rescue car position estimation system, characterized in that, include: The multi-source signal acquisition unit is used to synchronously acquire the key phase pulse signal of the traction machine and the vertical vibration acceleration signal of the car at a unified sampling frequency; The key phase displacement calculation unit is used to calculate the traction machine speed and car linear velocity based on the key phase pulse signal, and to accumulate the displacement corresponding to a single pulse to generate a key phase reference displacement sequence. An acceleration-displacement calculation unit is used to perform two integration operations on the vertical vibration acceleration signal to generate an acceleration-assisted displacement sequence. The displacement verification and compensation unit is used to align the time axis of the bond phase reference displacement sequence and the acceleration-assisted displacement sequence, and calculate the relative deviation of the acceleration-assisted displacement sequence relative to the bond phase reference displacement sequence segment by segment based on the bond phase reference displacement sequence, and determine the final displacement based on the relative deviation.

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