CN113830635A - Method for determining the load state of an elevator car, elevator control method and elevator - Google Patents
Method for determining the load state of an elevator car, elevator control method and elevator Download PDFInfo
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- CN113830635A CN113830635A CN202111257498.6A CN202111257498A CN113830635A CN 113830635 A CN113830635 A CN 113830635A CN 202111257498 A CN202111257498 A CN 202111257498A CN 113830635 A CN113830635 A CN 113830635A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B66—HOISTING; LIFTING; HAULING
- B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
- B66B1/00—Control systems of elevators in general
- B66B1/34—Details, e.g. call counting devices, data transmission from car to control system, devices giving information to the control system
- B66B1/3476—Load weighing or car passenger counting devices
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B66—HOISTING; LIFTING; HAULING
- B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
- B66B1/00—Control systems of elevators in general
- B66B1/34—Details, e.g. call counting devices, data transmission from car to control system, devices giving information to the control system
- B66B1/3476—Load weighing or car passenger counting devices
- B66B1/3484—Load weighing or car passenger counting devices using load cells
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- Engineering & Computer Science (AREA)
- Automation & Control Theory (AREA)
- Mechanical Engineering (AREA)
- Computer Networks & Wireless Communication (AREA)
- Indicating And Signalling Devices For Elevators (AREA)
- Elevator Control (AREA)
Abstract
A method of determining a load status of an elevator car, an elevator control method and an elevator are disclosed. The method of determining the load status of an elevator car comprises the steps of: establishing a linear model of the car load ratio and the number of passengers; recording the running times of the car and the corresponding car load ratio within a period of time of the running of the car, and drawing a relation curve of the running times of the car and the car load ratio; determining the empty load ratio of the car according to a first peak in the relation curve; determining a load ratio of only one passenger of the car according to a second peak in the relationship curve; and determining the load state of the car according to the car load ratio obtained in real time.
Description
Technical Field
The present disclosure relates to a method of determining a load status of an elevator car, an elevator control method and an elevator.
Background
Most elevators today do not provide information about the number of passengers in the car or the filling level of the car, i.e. the loading status of the car. This can result in inefficient operation of the elevator, affecting the operating efficiency of the elevator. For example, when an elevator car is fully or nearly fully loaded, the elevator car may still remain at the passenger's floor and open the door at the time of the passenger call, at which time the passenger does not enter the car, thus causing inefficient operation of the elevator.
If the passenger is able to know the current load status of the individual cars of the elevator they are waiting for, the passenger can choose whether to call the elevator or choose a car with sufficient space, which will help to improve the operating efficiency of the elevator.
In some known solutions, a plurality of pressure sensors are provided at the elevator car, for example at the bottom of the car, in particular in the bottom area of the car near the elevator doors, so that the number of passengers carried by the elevator can be measured. In other known solutions, infrared sensors are provided in the elevator car, and the spatial load factor of the elevator car is analyzed from the different infrared images obtained. However, the above solutions all require additional hardware devices. In addition, known solutions require that they are designed separately for elevators of different brands, different types, different load capacities. Further, for an elevator car with interior decoration or an elevator car whose own weight is adjusted after installation, the known solutions do not take into account the actual weight of the car or it is difficult to obtain the actual weight of the car, and therefore no accurate result can be obtained. Furthermore, accurate knowledge of the degree of filling in the car is difficult due to the large difference in weight between different passengers.
Disclosure of Invention
It is therefore an object of the present disclosure to provide a method of determining the load status of an elevator car, an elevator control method and an elevator. The method and the elevator of the disclosure can determine the load state of the car according to the obtained car load information without arranging additional hardware equipment, including determining the number of passengers in the car and determining the load level of the car, and can divide the load level according to different requirements of the passengers on comfort. Furthermore, the method and the elevator of the present disclosure can obtain an accurate weight of the car, and thus can determine the load state of the car with high accuracy. Further, the method and elevator of the present disclosure may determine the load status for different cars and may be updated to accommodate cars of different periods. Thus, the method and elevator of the present disclosure are flexible and inexpensive, and can provide high operating efficiency.
The present disclosure relates to a method of determining a load status of an elevator car, the method comprising the steps of: establishing a linear model of the car load ratio and the number of passengers; recording the running times of the car and the corresponding car load ratio within a period of time of the running of the car, and drawing a relation curve of the running times of the car and the car load ratio; determining the empty load ratio of the car according to a first peak in the relation curve; determining a load ratio of only one passenger of the car according to a second peak in the relationship curve; and determining the load state of the car according to the car load ratio obtained in real time.
In an embodiment, the positions of the first and second peaks are determined from a first valley in the relationship curve.
In one embodiment, the step of determining the load state of the car based on the car load ratio obtained in real time comprises: determining a number of passengers within the car and determining a load level of the car.
In one embodiment, determining the number of passengers within the car comprises: determining the number of passengers in the car from the empty load ratio, the load ratio of the only one passenger, the linear model and a car load ratio obtained in real time.
In one embodiment, the method further comprises the steps of: determining the maximum actual load ratio of the car according to the minimum running times in the relation curve; and determining a threshold range of load levels for the car as a function of the empty load ratio, the load ratio of the only one passenger, and the maximum actual load ratio.
In one embodiment, the method further comprises the steps of: determining the maximum actual load ratio interval of the car according to the minimum running times in the relation curve; and determining a threshold range of load levels for the car based on the empty load ratio, the load ratio of the only one passenger, and the maximum actual load ratio interval.
In one embodiment, determining the load level of the car comprises: determining the load level of the car according to the threshold range of the load level of the car and the car load ratio obtained in real time.
In one embodiment, the load levels of the car include an empty level, only one passenger level, a half-full level, and a full-full level.
In one embodiment, the load level of the car further comprises a nearly full level, and passengers are reluctant to enter the car when the car is at the nearly full level.
In one embodiment, the upper extreme of the threshold range for the full class is set to the maximum actual load ratio of the car.
In one embodiment, the upper limit value of the threshold range of almost full class is set to 80% of the maximum actual load ratio of the car.
In one embodiment, the method further comprises the steps of: updating the empty load ratio, the load ratio of the only one passenger, and the maximum actual load ratio.
The present disclosure also relates to an elevator control method, comprising the steps of: performing the method of determining the load status of an elevator car according to the above for different cars of an elevator to determine the load status of the different cars; and determining the car responding to the passenger call according to the load states of different cars.
The present disclosure also relates to an elevator comprising a control system configured to perform the elevator control method according to the above.
In an embodiment, the elevator comprises a user interaction interface configured to display a loading status of the elevator car.
Drawings
Advantages and objects of the present disclosure may be better understood from the following detailed description of preferred embodiments of the disclosure taken in conjunction with the accompanying drawings. The drawings are not necessarily to scale, emphasis instead being placed upon illustrating the relationship of the various components. In the drawings:
fig. 1 is a schematic illustration of a linear model of car load ratio and number of passengers established in one embodiment of a method of determining a loading state of an elevator car according to the present disclosure;
fig. 2a, 2b and 2c are graphs of the number of car runs plotted against the corresponding car load ratio for one embodiment of a method of determining a load condition of an elevator car according to the present disclosure, the graphs being plotted for different cars;
fig. 3 is a flow chart of one embodiment of a method of determining a loading state of an elevator car according to the present disclosure; and
fig. 4 is a partial flow diagram of one embodiment of a method of determining a loading state of an elevator car according to the present disclosure.
Detailed Description
Various embodiments according to the present disclosure will be described in detail with reference to the accompanying drawings. Here, it is to be noted that, in the drawings, the same reference numerals are given to constituent parts having substantially the same or similar structures and functions, and repeated description thereof will be omitted. The terms "left" and "right" are merely used to describe relative positions of components, and do not limit the scope of the present disclosure, if not specifically stated. The description of "first" and its variants is merely for distinguishing between the components and does not limit the scope of the disclosure, which may be written as "second" and so on without departing from the scope of the disclosure.
The drawings in the present specification are schematic views to assist in explaining the concept of the present disclosure, and schematically show the shapes of respective portions and their interrelationships.
Hereinafter, preferred embodiments according to the present disclosure are described in detail with reference to fig. 1 to 4.
In fig. 1, the horizontal axis represents the number of passengers and the vertical axis represents the load ratio of the elevator car, i.e. the ratio between the load of the elevator car and the theoretical maximum load of the car. The above-mentioned load ratio is obtained, for example, by measuring the moment of the elevator and then calculating, or by measuring the weight by a pressure-sensing weighing device and then calculating. Through a number of experiments, a linear model of the load ratio of the elevator car and the number of passengers as shown in fig. 1 was established. As shown in fig. 1, the car load is approximately linear with the number of passengers, and passengers of different weights affect the slope of the linear curve, but generally the linear curve increases gradually with a slope.
Fig. 2a to 2c are graphs of the number of car runs recorded over time for different car runs versus the car load ratio. In fig. 2a to 2c, the horizontal axis is the load ratio of the elevator car, i.e. the ratio between the load of the elevator car and the theoretical maximum load of the car, and the vertical axis is the number of times the car has been run at a certain load ratio. For example, when the floor of the car changes and the door is opened and closed once, the number of times of car operation increases once. It should be noted that the curves shown in the figures are formed by connecting the operation times corresponding to the individual load ratios, and do not indicate that the load ratios or the operation times are continuously varied. In practice, the recorded car travel times and car load ratios are discrete values. For example, the curve to the left of the first peak to the left in each figure is not actually occurring, but is merely used to schematically represent the complete curve.
As can be seen from fig. 2a to 2c, two distinct peaks are present in each of the relationship curves. The inventors of the present disclosure found that the first peak on the left side in fig. 2a to 2c should be the number of runs when the car is without passengers, because the car load ratio is small (almost minimum) and the number of runs is the largest at this time. Furthermore, the relationship curve has a second peak with a smaller number of runs than at the first peak, which, according to statistics, should be the number of runs with only one passenger in the car. The second peak corresponds to a greater car load ratio than the first peak and may represent the weight of one passenger. When the passengers of the elevator car are relatively stationary, the car load ratio corresponding to the second peak may represent the average weight of the passengers and the car load ratio corresponding to the first peak represents the weight of the car itself. By substituting the respective load ratios at the two peaks into the linear model shown in fig. 1, parameters of the linear model, such as the slope, can be calculated, and thereby the number of passengers in the car can be calculated from the measured car load ratio. It should be noted that the "first peak" and "second peak" described in the present disclosure may cover an interval, i.e., the load ratio corresponding thereto may be an interval, rather than a single fixed value. In other words, "first peak" and "second peak" may be understood as "first peak range" and "second peak range". In some examples, in order to more accurately obtain the positions of the first peak and the second peak, a first valley (i.e., a valley between peaks marked by two circles in fig. 2a, 2b, and 2 c) in the relationship curve may be determined, and then peaks located at both sides of the first valley may be determined as the first peak and the second peak, respectively.
In addition, the inventors of the present disclosure found that when the car load ratio is one value, the number of times of car traveling is small, and the number of times of traveling of a load ratio greater than the value is zero, which indicates that passengers have been reluctant to enter the car. As shown in fig. 2a, the number of times of cage operation is minimized when the cage load ratio is about 42%. As shown in fig. 2b, the number of times of cage operation is minimized when the cage load ratio is about 50%. As shown in fig. 2c, the number of times of cage operation is minimized when the cage load ratio is about 50%. Thus, the above value can be considered as the maximum actual load ratio of the car, that is, when the car load ratio reaches this value, no passenger will enter the car. The maximum actual load ratio may be a fixed value, but in other examples, a maximum actual load ratio interval may be determined, an upper limit value of the maximum actual load ratio interval may be a load ratio corresponding to the minimum number of operations, and a lower limit value of the maximum actual load ratio interval may be selected according to user requirements or application scenarios.
Fig. 3 shows a flow chart of one embodiment of a method of determining a loading state of an elevator car according to the present disclosure. The method includes steps S1 to S5. In S1, a linear model of the car load ratio and the number of passengers is established, as shown in fig. 1. In S2, the number of car runs and the corresponding car load ratio are recorded over a period of time, and the number of car runs is plotted against the car load ratio, as shown in fig. 2a to 2 c. The period of time is, for example, one month, but the disclosure is not limited thereto. The period of time may be longer than one month, for example two months or more, in order to obtain more accurate results. In other words, the period of time may be a time when the number of elevator runs reaches several hundreds. In S3, the empty load ratio of the car is determined according to the first peak in the relationship curve. In S4, the load ratio of only one passenger of the car is determined according to the second peak in the relationship curve. In S5, the load state of the car is determined from the car load ratio obtained in real time. In some embodiments, before steps S3 and S4, the method may further include the step of determining the positions of the first peak and the second peak according to a first valley in the relationship curve.
For example, in step S5, determining the load status of the car includes determining the number of passengers in the car. Determining the number of passengers in the car includes determining the number of passengers in the car based on the empty load ratio, the load ratio of only one passenger, a linear model, and the car load ratio obtained in real time. Specifically, determining the number of passengers in the car includes: and substituting the car load ratio corresponding to the first peak and the car load ratio corresponding to the second peak into a linear model of the car load ratio and the number of passengers to calculate parameters of the linear model by taking the weight of the car and the average weight of one passenger respectively, and then calculating the number of passengers in the car according to the measured real-time car load ratio.
As shown in fig. 4, the method of determining the load status of the elevator car may further include steps S6 and S7. It should be noted that the execution order of steps S3, S4, and S6 is not limited to that shown in the figure. In step S6, the maximum actual load ratio of the car is determined according to the minimum number of runs in the relationship curve. The maximum actual load ratio represents the maximum load capacity of the car as perceived by the passenger. In step S7, a threshold range of load levels for the car is determined based on the empty load ratio, the load ratio of only one passenger, and the maximum actual load ratio. The load levels of the cars include an empty level, only one passenger level, a half-full level, and a full-full level. The load level of the car may also include a nearly full level, when the car is at the nearly full level, passengers are reluctant to enter the car. For example, the upper limit value of the threshold range of the idle load level may be set to or slightly larger than the idle load ratio of the car determined in step S3, and the lower limit value may be set to zero, for example. The upper limit value of the threshold range of only one passenger level may be set to the load ratio of only one passenger of the car determined in step S4 or slightly larger than it, and the lower limit value may be set to the empty load ratio of the car determined in step S3, for example. The upper limit value of the threshold range of the full level may be set to the maximum actual load ratio of the car determined in step S6, and the lower limit value may be set to, for example, half the maximum actual load ratio or slightly larger. The upper limit value of the threshold range of half full level may be set to half the maximum actual load ratio of the car determined in step S6, and the lower limit value may be set to the load ratio of only one passenger or slightly larger, for example. For example, the upper limit value of the threshold range of almost full class may be set to about 80% of the maximum actual load ratio of the car, and the lower limit value may be set to about 50% of the maximum actual load ratio of the car or slightly larger than it, for example. Of course, the upper extreme of the threshold range of almost full class may be less than 80%, for example around 70%, of the maximum actual load ratio of the car, depending on the different demands of the passengers for comfort.
In case the method of determining the load status of the elevator car comprises steps S6 and S7, the method continues with step S5 after completing steps S6 and S7, and the determining the load status of the car in the above step S5 may further comprise determining the load level of the car. Determining the load level of the car may include: and determining the load level of the car according to the car load ratio obtained in real time and the determined threshold range of the load level of the car. For example, the load level of the car is determined by comparing the car load ratio obtained in real time with a threshold range of each load level of the car. For example, when the car load ratio obtained in real time is greater than the load ratio of one passenger and less than half the determined maximum actual load ratio of the car, the car is at a half-full level.
By dividing the car load into different levels, visual representations of the space within the car can be provided for passengers, facilitating the selection of passengers. In addition, the above-mentioned car load rank can be based on the passenger to the different demands of comfort level divide, especially the upper limit extreme value of the threshold value scope of "almost full rank" can divide according to the different demands of different passengers to make different passengers all can comfortable use the elevator.
In other embodiments of the method of determining the load status of an elevator car of the present disclosure, the method further comprises updating the empty load ratio, the load ratio of only one passenger, and the maximum actual load ratio. Specifically, the arrangements S2 to S4 and the step S6 are repeatedly performed for the car. For example, after a long period of operation, the passenger type is largely changed, resulting in a deviation from the actual situation of the previously determined empty load ratio, the load ratio of only one passenger, and the maximum actual load ratio, and it is therefore necessary to update the above data according to the current passenger type. In some examples, the update period may be preset, for example, a month or longer, and the like, which is not limited by the present disclosure.
In one embodiment of an elevator control method of the present disclosure, the method comprises: performing the method of determining the load status of an elevator car according to the above for different cars of an elevator; and determining the car responding to the passenger call according to the load states of different cars. This elevator control method can be applied to an elevator control system having a plurality of cars, or to a cloud console that controls a plurality of elevators. In this way, the elevator control method can reasonably control the operation of the elevator car according to the real-time condition of the elevator car, and improve the operation efficiency of the elevator.
In one embodiment of an elevator of the disclosure, the elevator comprises a control system configured to perform the elevator control method described above. Further, in some examples, the elevator further includes a user interface configured to display a load status of the elevator car to the passenger, such as a number of passengers and a load level. For example, the user interaction interface is provided at an elevator lobby. The user interaction interface is for example an application downloaded in the passenger's smart phone. In addition to the output for displaying the load status of the elevator cars, the user interface also includes an input for passengers to input commands, such as which car to select, etc.
The method and the elevator of the disclosure can determine the load state of the car according to the obtained car load information without arranging additional hardware equipment, including determining the number of passengers in the car and determining the load level of the car, and can divide the load level according to different requirements of the passengers on comfort. Furthermore, the method and the elevator of the present disclosure can obtain an accurate weight of the car, and thus can determine the load state of the car with high accuracy. Further, the method and elevator of the present disclosure may determine the load status for different cars and may be updated to accommodate cars of different periods. Therefore, the method and the elevator have the advantages of high operation efficiency, high flexibility and low cost.
The above-disclosed features are not limited to the combinations with other features disclosed, and other combinations between features may be made by those skilled in the art based on the disclosure for the purpose of disclosure.
Claims (15)
1. A method of determining the load status of an elevator car, characterized in that the method comprises the steps of:
establishing a linear model of the car load ratio and the number of passengers;
recording the running times of the car and the corresponding car load ratio within a period of time of the running of the car, and drawing a relation curve of the running times of the car and the car load ratio;
determining the empty load ratio of the car according to a first peak in the relation curve;
determining a load ratio of only one passenger of the car according to a second peak in the relationship curve; and
and determining the load state of the car according to the car load ratio obtained in real time.
2. The method according to claim 1, characterized in that the method further comprises the steps of:
the positions of the first and second peaks are determined from a first valley in the relationship curve.
3. The method of claim 1,
the step of determining the load state of the car according to the car load ratio obtained in real time includes: determining a number of passengers within the car and determining a load level of the car.
4. The method of claim 3,
determining the number of passengers within the car comprises: determining the number of passengers in the car from the empty load ratio, the load ratio of the only one passenger, the linear model and a car load ratio obtained in real time.
5. The method according to claim 3, characterized in that the method further comprises the steps of:
determining the maximum actual load ratio of the car according to the minimum running times in the relation curve; and
determining a threshold range of load levels for the car as a function of the empty load ratio, the load ratio of the only one passenger, and the maximum actual load ratio.
6. The method according to claim 3, characterized in that the method further comprises the steps of:
determining the maximum actual load ratio interval of the car according to the minimum running times in the relation curve; and
determining a threshold range of load levels for the car as a function of the empty load ratio, the load ratio of the only one passenger, and the maximum actual load ratio interval.
7. The method of claim 5,
determining a load level of the car comprises: determining the load level of the car according to the threshold range of the load level of the car and the car load ratio obtained in real time.
8. The method of claim 5,
the load levels of the car include an empty level, only one passenger level, a half-full level, and a full-full level.
9. The method of claim 8,
the load level of the car also includes a nearly full level, and passengers are reluctant to enter the car when the car is at the nearly full level.
10. The method of claim 9,
the upper extreme of the threshold range of full class is set to the maximum actual load ratio of the car.
11. The method of claim 10,
the upper extreme of the threshold range of almost full class is set to 80% of the maximum actual load ratio of the car.
12. The method of claim 5, further comprising the steps of:
updating the empty load ratio, the load ratio of the only one passenger, and the maximum actual load ratio.
13. An elevator control method, characterized in that the method comprises the steps of:
performing the method of determining the load status of an elevator car according to any of claims 1 to 12 for different cars of an elevator to determine the load status of the different cars; and
the car responding to the passenger call is determined according to the load status of the different cars.
14. Elevator, which comprises a control system, characterized in that the control system is configured to perform the elevator control method according to claim 13.
15. Elevator according to claim 14, characterized in that the elevator comprises a user interaction interface configured to display the loading status of the elevator car.
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|---|---|---|---|---|
| JPH05319711A (en) * | 1991-12-17 | 1993-12-03 | Otis Elevator Co | Method to obtain number of passengers who get on or out elevator vehicle |
| CN106429663A (en) * | 2016-09-23 | 2017-02-22 | 苏州汇川技术有限公司 | Variable-speed elevator running control system and method |
| CN106956990A (en) * | 2016-01-12 | 2017-07-18 | 株式会社日立大厦系统 | The load detecting adjusting apparatus and elevator of elevator |
| JP2017124879A (en) * | 2016-01-12 | 2017-07-20 | 株式会社日立ビルシステム | Load detection adjusting device of elevator and elevator |
| CN109890735A (en) * | 2016-10-12 | 2019-06-14 | 通力股份公司 | Estimate the passengers quantity in elevator device |
| CN110835039A (en) * | 2018-08-17 | 2020-02-25 | 奥的斯电梯公司 | Elevator system and control method thereof |
-
2021
- 2021-10-27 CN CN202111257498.6A patent/CN113830635B/en active Active
Patent Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH05319711A (en) * | 1991-12-17 | 1993-12-03 | Otis Elevator Co | Method to obtain number of passengers who get on or out elevator vehicle |
| CN106956990A (en) * | 2016-01-12 | 2017-07-18 | 株式会社日立大厦系统 | The load detecting adjusting apparatus and elevator of elevator |
| JP2017124879A (en) * | 2016-01-12 | 2017-07-20 | 株式会社日立ビルシステム | Load detection adjusting device of elevator and elevator |
| CN106429663A (en) * | 2016-09-23 | 2017-02-22 | 苏州汇川技术有限公司 | Variable-speed elevator running control system and method |
| CN109890735A (en) * | 2016-10-12 | 2019-06-14 | 通力股份公司 | Estimate the passengers quantity in elevator device |
| CN110835039A (en) * | 2018-08-17 | 2020-02-25 | 奥的斯电梯公司 | Elevator system and control method thereof |
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