EP0200585B1 - Regulated-control process of the deceleration of a moving body, and control device to carry out the process - Google Patents

Abstract

The invention provides a method for the regulated control of a moving body carrying a variable load driven along a predetermined path for slowing it down gradually and stopping it accurately at a given point, more particularly the car of an elevator installation. It is characterized in that: the possible slowing down references are all of different slopes and are defined as a function of the load carried by the moving body to be slowed down, the magnitude (Ge) representative of the energy consumed is measured before entering the slowing down phase, it is from the estimated load (Ce) that, for the slowing down phase of the moving body, the reference chosen from the set of references (20 to 23) is imposed as being the one having a slope suitable for the estimated load.

Description

The invention relates to a method of controlled control of the deceleration of a mobile driven in motion by a motor. The invention also relates to a regulated control device for implementing the method.

More particularly but not exclusively, the invention relates to the control of a mobile carrying a variable load along a predetermined route, with a view either to slowing it down gradually and stopping it precisely at a predetermined point, or to keep it at a stable speed lower than its normal speed.

In particular but not exclusively, the invention therefore applies both to the slowing down of an elevator car with a view to stopping it with precision and comfort at the level of a defined level as to its maintenance at low speed for example for inspection or overhaul.

To date, in the application to an elevator installation, it is known to apply to the motor a controlled command at start-up then in normal operation and finally at deceleration, so as to improve the comfort of the users, in particular with respect to the results obtained with installations comprising two-speed drive motors and installations whose deceleration is mainly achieved by a mechanical brake.

It is currently known to apply to an electric drive motor a regulated electric slowdown control which ensures progressive braking of the movement of the cabin, precise stopping at a determined level and which moreover provides users with a feeling of optimum comfort.

Thus, it is known to control the slowing down of an elevator car according to a setpoint of its speed as a function of time or better of a setpoint according to its speed and of the distance remaining to be traveled to reach the level .

For example, there is a regulated command of the latter type, for a three-phase drive motor which brakes the motor by a phase inversion, by modulating the control voltage.

Such regulated commands give good results insofar as they allow the cabin to be slowed down from an electrical command applied to the engine, which avoids having to resort to mechanical braking means, the brake being used only to keep the cab in its stop position.

In addition, such regulated controls effectively ensure a gradual slowdown of the cabin and a precise stop which gives users a great feeling of comfort because there is a total absence of shaking.

However, for existing systems, in most cases, only one deceleration command is defined or only identical slope instructions which, in particular, do not take into account the actual load transported by the cabin.

Thus, slowing down and stopping a cabin downhill at full load, requires more energy than slowing down an empty cabin for the same deceleration command.

This therefore causes, in certain cases, an excessive consumption of energy, and sometimes an excessive heating of the drive motor.

One of the aims of the present invention is to remedy these drawbacks and to propose a method and a device for controlled control of the deceleration of a mobile which, either to stop it with precision or to keep it at low speed, make it possible to '' impose a slowdown instruction adapted to the load carried by the mobile.

Another object of the present invention is to provide a method and a controlled slowdown control device which make it possible to optimize the energy consumed in the slowdown phase.

Another object of the present invention is to provide a method and a device for controlled control of the deceleration of a mobile which make it possible to reduce the heating of the drive motor during the deceleration phase.

Other objects and advantages of the present invention will become apparent from the following description.

• - on définit au préalable un ensemble de consignes possibles de ralentissement,
• - on mesure au moins une grandeur représentative de l'énergie consommée par le moteur pour entraîner le mobile sur un intervalle de distance prédéterminé,
• - on calcule, à partir de la dite grandeur représentative de l'énergie consommée, la charge estimée portée par le mobile,
• - on impose pour la phase de ralentissement du mobile, l'une des consignes de ralentissement choisies parmi l'ensemble des consignes possibles.

To this end, the subject of the invention is a process for the controlled control of slowing down of a mobile carrying a variable load, in particular but not exclusively of a cabin of an elevator installation, to drive it in movement. along a predetermined route that the regulation takes place either with a view to gradually slowing down this mobile and stopping it with precision at a determined point such as a defined level, or with a view to maintaining it at a so-called low speed because it is lower than its normal speed, according to which proceed:

• - a set of possible slowing down instructions is defined beforehand,
• - at least one quantity representative of the energy consumed by the motor is measured to drive the mobile over a predetermined distance interval,
• - the estimated quantity carried by the mobile is calculated from the said quantity representative of the energy consumed,
• - one imposes for the deceleration phase of the mobile, one of the deceleration instructions chosen from among all of the possible instructions.

• - les consignes possibles de ralentissement sont toutes de pentes différentes et définies chacune en fonction d'une charge portée par le mobile à ralentir,
• - on opère la mesure de la grandeur représentative de l'énergie avant d'entrer dans la phase de ralentissement,
• - c'est d'après la charge estimée qu'on impose pour la phase de ralentissement du mobile la consigne choisie parmi l'ensemble des consignes de ralentissement comme étant celle ayant une pente convenant à la charge estimée.

In this process:

• the possible slowing down setpoints are all of different slopes and each defined according to a load carried by the mobile to be slowed down,
• - the representative quantity of energy is measured before entering the deceleration phase,
• - It is according to the estimated load that the setpoint chosen from the set of slowdown setpoints is imposed for the mobile deceleration phase as being that having a slope suitable for the estimated load.

• - des moyens pour mesurer au cours de la phase de démarrage du mobile précédant la phase de ralentissement, au moins une grandeur représentative de l'énergie consommée par le moteur pour entraîner le mobile sur une distance prédéterminée,
• - des moyens pour calculer une estimation de la charge portée par le mobile d'après la dite grandeur représentative de l'énergie consommée,
• - des moyens pour imposer, dans la phase de ralentissement du mobile, la consigne la mieux adaptée à la charge estimée portée par le mobile choisie parmi l'ensemble des consignes de ralentissement possibles.

It also relates to a device for implementing the method which is characterized in that it has:

• means for measuring during the start-up phase of the mobile preceding the deceleration phase, at least one quantity representative of the energy consumed by the motor to drive the mobile over a predetermined distance,
• means for calculating an estimate of the load carried by the mobile according to said quantity representative of the energy consumed,
• - Means for imposing, in the mobile slowdown phase, the setpoint best suited to the estimated load carried by the mobile selected from all of the possible slowdown setpoints.

• - figure 1 : une vue d'une installation d'ascenseur,
• - figure 2 : un graphique illustrant différentes consignes possibles de ralentissement,
• - figure 3 : un graphique illustrant un mode d'initialisation,
• - figure 4 : un graphique illustrant la vitesse de la cabine pour deux charges différentes.

The invention will be better understood with the aid of the description which follows, given in the non-limiting application to an elevator installation, with reference to the appended drawing which schematically represents:

• - Figure 1: a view of an elevator installation,
• - Figure 2: a graph illustrating different possible slowing down instructions,
• FIG. 3: a graph illustrating an initialization mode,
• - Figure 4: a graph illustrating the speed of the cabin for two different loads.

In order to facilitate understanding of the invention, the description which follows will be given without implied limitation in the application to an elevator installation 1 comprising a car 2, a counterweight 3 and an electric drive motor 4 , possibly provided with a winch (not shown), driving a cable 6 which is connected to the cabin 2 and to the counterweight 3.

The cabin 2 is movable inside a substantially vertical sheath 5, along an appropriate guide means which defines its predetermined path.

In addition, it serves a plurality of levels or stages which have been shown diagrammatically by way of illustration from 7 to 10.

This application is not limiting and in general, the invention relates to any mobile driven in movement by a motor, along a predetermined path, as well vertical as horizontal or oblique, the goal achieved by the invention being to apply to the drive motor a controlled slowdown command which, according to a slowdown setpoint adapted to its load, either slows the mobile progressively and stops it precisely at a determined point, or maintains it at a said low speed because it is lower than its normal speed of movement between the start and stop phases.

Referring to FIG. 1, the elevator installation shown by way of example also comprises a supply of electrical energy shown diagrammatically at 11, which is of any suitable type and, in the example chosen, a supply from of a three-phase alternative network.

In this case, the installation 1 also comprises actuation means 12, mainly constituted by actuators which connect the different windings of the motor 4 to the different phases of the network, via a power stage 13 and control means 14.

The actuating means 12 mainly determine the rotation drive of the motor 4 as well as the direction of this rotation.

The speed of rotation depends on the control which, from the control means 14, is applied to the elements of the power stage 13, which consists for example of thyristors.

The control means 14 generate their command according to the information relating to the safety of the installation, for example, the closing of the doors, the lock contacts, etc.

The control means 14 also process the orders to move the cabin, that is to say generally the calls from the cabin to predetermined levels, and the shipments from the cabin to predetermined levels.

The control means 14 finally deal with parameters relating to the movement of the cabin 2.

Preferably, one of the main parameters is the variation in the absolute position of the cabin 2 which is given by the reading of a coded strip 15 located in the sheath 5, by the reader 16 secured to the cabin 2.

Naturally, any other suitable means is suitable, for example a coded disc or drum, mounted on the motor shaft 4.

As a function of the various information received, the control means 14 define the strategy for moving the cabin 2, and also generate a regulated command both for starting and for slowing down the cabin.

Advantageously, the control means 14 comprise digital processing means, for example a microprocessor and its environment, as well as processing software.

All of these elements are currently known, and advantageously, the regulated control applied to the engine makes it possible to ensure the starting and slowing down of the cabin with optimum comfort for the users, in particular avoiding any shaking.

On the other hand, the locking brake of the motor 4 or of its winch is only used when the motor shaft is stopped, which avoids any wear.

In particular, by way of example, good results have been obtained for starting the cabin 2, by applying to the engine 4 a controlled command. linked in open loop which consists of a thyristor trigger control incremented periodically over time, from a substantially zero value, until the thyristors are fully opened.

Depending on whether the cabin starts moving in the desired direction or in the opposite direction, the control means 14 generate a command of the thyristor triggers with a small increment or even a strong increment.

If we take advantage of the driving torque exerted by the cabin 2 and its counterweight 3 on the engine 4, a small increment is applied.

On the contrary, the strong increment is applied in the case where the cabin 2 and the counterweight exert on the engine a resistant torque, that is to say opposing the desired movement.

For the cabin deceleration phase, with a view to stopping it at a predetermined level, good results have been obtained by imposing on the cabin a speed setpoint defined by its speed as a function of the distance remaining to be traveled. to reach the level.

These good results have been obtained for a setpoint corresponding to a constant deceleration of the order of 0.50 m / s ² .

In some cases, in the final slowing phase, a special command allows the cabin to be stopped at the predetermined level without any jerking, thus providing optimum comfort for users.

The invention proposes to dynamically estimate the load carried by the cabin 2 which varies according to the number of users and their weights, and according to the load thus estimated, to impose on the motor 4 a so-called slowdown command respecting a set point adapted to the load carried by cabin 2 and chosen from a set of possible set points.

Thus, according to the method of the invention, a set of possible slowdown instructions is constructed beforehand which each correspond to one of the different loads likely to be carried by the mobile.

In the case in particular where a slowdown instruction corresponding to an acceleration of constant absolute value is imposed, the set of instructions is defined for different constant absolute values of this acceleration.

FIG. 2 shows by way of illustration four curves for slowing down instructions 20 to 23 of the speed of cabin 2 as a function of the position of cabin 2 relative to the level N to be reached.

These curves 20 to 23 correspond to different constant absolute values of the acceleration.

Their number is not limiting, and by way of nonlimiting example, it is possible to adopt a set of eight speed slowdown instructions as a function of the distance for accelerations varying in absolute value from 0.35 to 0.55 m / s ² in steps of 0.025 m / s ² .

The setpoint curves 20 to 23 are preferably stored inside the control means 14, in any form suitable for those skilled in the art.

In the case where the control means 14 comprise a digital computer, the setpoint curves can be stored in read-only memory or be calculated during the commissioning of the installation 1, according to the parameters of the site and be stored for example in saved RAM or erasable memory erasable and reprogrammable by the computer itself.

In order to optimize both the comfort of the users and the energy required to slow down the engine 4, the control means 14 impose a deceleration setpoint chosen from the set of setpoints 20 to 23, this setpoint being best suited to the load carried by the cabin 2.

In order to estimate the load carried by the cabin 2, the invention proposes to measure a large G _e representative of the energy consumed by the engine 4 to drive the mobile 2 over a predetermined distance interval, during a phase of its operation. directly preceding its slowdown phase.

For example, the control means 14 measure the energy consumed parity engine over a predetermined distance interval, in the phase of its operation where its speed has reached a plateau just before its deceleration phase.

However, preferably, it is in the starting phase of the cabin 2 and of the engine 4 preceding the deceleration phase considered, that the control means 14 measure the quantity G _e representative of the energy consumed by the engine 4 to drive cabin 2 over a predetermined distance.

In addition, the predetermined distance interval preferably starts from the last stopping point of the cabin 2 preceding its deceleration phase.

In this way, the quantity G _e is measured in the first phase of setting in motion of the cabin 2, starting from a zero speed.

The quantity G _e , in itself, is of any suitable type and is measured by any suitable means.

In the case of a thyristor-regulated control, good results have been obtained by measuring the quantity G _e from the thyristor trigger control of the power stage 13 and more precisely by taking directly for quantity G _e the last value of the thyristor trigger command at the time when the car 2 has traversed the predetermined distance interval.

It should be emphasized that in the case where the control means 14 are of the digital type, this value is directly available inside the means 14.

Good results have also been obtained with a predetermined distance interval of approximately three centimeters, with the last stop point of the cabin preceding the slowdown phase considered.

The control means 14 calculate the estimated load Ce carried by the cabin 2 according to the quantity G _e , and also according to the value of the speed reached by the cabin at the end of the predetermined distance interval.

In the case of the installation shown diagrammatically in FIG. 1, the speed is directly available at the level of the control means 14 from information transmitted by the reader 16 of the coded strip 15.

It could also be obtained in the same way from reading a disc or a coded drum, or also from a tachymeter generator.

According to the value of the speed V of the cabin 2 at the end of the predetermined distance interval, the control means 14 generate by processing, an approximate value of the acceleration of the cabin over the predetermined distance interval .

The acceleration γ can be calculated to the nearest multiplicative constant by differentiation of the speed, or by the square of the speed.

By establishing the relationship between the quantity G _e representative of the energy and the acceleration γ, the control means 14 calculate, to within a constant, an estimate Ce of the load carried by the cabin.

This last operation requires an initialization of the calculation means, one mode of which is shown by way of illustration in FIG. 3.

According to the initialization mode shown, the magnitude G _e and the speed V of the cabin are measured for a predetermined distance interval when the cabin 2 is set in motion for a real no load Cv, for a real full load Cp , and for a real half load Cm of cabin 2.

More precisely, the unladen load Cv corresponds to a maximum driving torque exerted on the motor, that is to say a no-load climb or a descent at full load, the full load Cp corresponds to a maximum resistant torque exerted on the motor, that is to say an ascent at full load or an descent with no load. The three initialization measurements are represented in FIG. 3 by three points 25, 26, 27 according to which the control means 14 establish a linear relationship shown diagrammatically by the straight line 28 between the measured quantities G _e and V, after processing, and the estimated load carried by the cabin, which is illustrated in point 29.

Referring again to FIG. 2, according to the estimated load Ce calculated by the control means 14, the latter impose that of the instructions 20 to 23 which is best suited to the load Ce of the cabin 2.

Such a correspondence between the estimated load and the setpoint chosen from the set of setpoints is established for example by dividing the charge interval into as many segments as there are possible setpoints and by making each setpoint correspond to a segment of Estimated load.

It should be noted that the estimated load depends on the actual load carried by cabin 2, but also on its direction of travel.

Indeed, the estimated load It will not be the same for the same defined real load, if the cabin goes up or if it goes down taking into account the phenomenon of gravity which, according to the direction of movement of the cabin and its total weight compared to that of the counterweight, can have a favorable or unfavorable effect on its slowing down.

The method of calculating the estimated load This however makes it possible to estimate this load directly without having to take into account the direction of movement of the mobile.

Referring to FIG. 2, the curve 23 which has the steepest slope will be imposed by the control means 14 in the case where the cabin 2 and its counterweight 3 exert on the engine4 a resistant torque, that is to say say in the case of an estimated charge Ce close to the full charge Cp as defined above.

On the other hand, the curve with the lowest slope 20 will be imposed for a driving torque exerted by the cabin 2 and its counterweight 3 on the engine 4, that is to say for an estimated load This neighbor of the unladen load Cv as defined upper.

The choice of the deceleration setpoint from among a set of possible setpoints makes it possible, on the one hand, to optimize the energy consumption of the engine4 necessary for its deceleration and stopping, it also makes it possible to avoid excessive heating of the engine.

In addition, this possibility of choice improves user comfort.

FIG. 4 shows by way of illustration a graph of the speed V of cabin 2 or more precisely of its square from a defined level chosen for origin, to a level N.

In this figure, however, to facilitate understanding, the proportions are not respected.

The curve 30 corresponds to a driving torque exerted by the cabin 2 and its counterweight 3 on the engine 4.

The cabin is therefore started by a small increment and as described above, at the end of the predetermined distance interval 32, the control means 14 estimate the load This range carried by the cabin according to the magnitude G _e representative of the energy consumed, and the speed V of the cabin 2.

This calculation is preferably carried out immediately after having traversed the predetermined distance interval.

The speed of the cabin reaches its plateau, and when the cabin enters the deceleration zone Z _R to reach level N, that is to say that it is at a distance at least equal to the greatest distance necessary to slow it down under the defined comfort conditions, the control means 14 choose from the set of set points 20 and 23 the set point best corresponding to the estimated load, that is to say in this case set point 20.

Curve 31 corresponds to a resistant torque exerted by the cabin and its counterweight 3.

In a known manner, in the case of the regulated control considered, the cabin sets in motion in the opposite direction to the desired direction and there is a strong incrementation of the control thyristors for starting.

As in the previous case, at the end of a predetermined distance interval, the control means 14 measure the quantity representative of the energy consumed G _e , as well as the speed V ′ of the cabin.

By calculation, they carry out an estimate of the load Ce, and when the cabin enters the deceleration zone Z _R to reach level N, the calculation means impose one of the deceleration instructions, that is to say in this case, instruction 23.

As shown in FIG. 4, despite the approach to the slowdown zone Z _R , the speed level of curve 31 continues until it crosses with curve 23.

The regulated slowdown command is applied for its part in any appropriate mode and for example it consists of a command on the thyristor triggers which depends on the difference between the real speed of the cabin and the set speed as a function of the interval distance between the cabin and the level N to be reached.

It can be noted that when the cabin 2 makes a short journey, for example to pass from one level to the adjacent level, and that it cannot reach its speed level, the control means 14 operate in a substantially identical manner , since the measurement of the parameters necessary for determining the estimated load Ce takes place when the cabin is moved.

In a known manner, the real deceleration of the cabin will then be effective only when its speed curve as a function of the distance intersects the setpoint curve imposed by the control means 14 for the estimated load Ce calculated.

According to a preferred embodiment, the control means 14 actually store a plurality of deceleration setpoint curves, and for the installation 1 considered, all of the possible deceleration setpoints are at most included in this plurality.

In other words, in general, the control means 14 calculate and / or memorize a plurality of slowing down instructions and the installer during the commissioning of the installation has the possibility of not authorizing among the plurality of setpoints that the setpoints actually adapted to the installation considered 1 and to the payload of the cabin 2 which constitute all of the possible slowing down setpoints.

By way of illustration, FIG. 2 represents, beyond the setpoint curve 23 and below the setpoint curve 20, two setpoint curves 34 and 35 stored by the control means 14 which are however prohibited taking into account the nature of the installation 1, in particular the moving masses and the payload of the cabin.

For example, the curve 34 would cause an excessively sudden slowdown of the cabin under certain conditions while the curve 35 would cause an excessively long slowdown, these two curves therefore not corresponding to optimum operation of the installation.

Depending on whether the estimated load It will be driving or resistant, the slowdown will require that the motor respectively hold or drive the load.

For this, in a preferred embodiment, the regulation of the motor is ensured by means of a dimmer assembly, that is to say allowing to close or open gradually the thyristors which are then connected to the network after phase crossing. to obtain braking or in direct phase to obtain the drive.

Of course, other means can be used and those skilled in the art are able to determine both these means and their arrangements.

In the examples above, the object of the invention is to impose on the cabin of an elevator a deceleration which, at the end of a zone of deceleration Z _R will induce its stopping.

As indicated above, the invention also makes it possible to stabilize the speed of the cabin near a so-called low speed because it is lower than its predetermined normal speed, for example for sheath inspection operations 5 from the elevator.

This possibility is offered by the invention without it being necessary to implement additional means.

It then suffices to provide a zero slope slowdown instruction then, depending on whether the load is driving or resistant, act as above to brake it or drive it at the chosen speed with an intensity in relation to the estimated load and under control of said instruction.

This low speed instruction can of course only be accessible to specially authorized persons and in particular to inspection and maintenance personnel.

As mentioned above, the invention applies not only to an elevator installation but in general to any mobile driven in motion by a motor and which it is necessary to stop gradually and precisely.

Likewise, the invention can be applied to different modes of supplying the motor, in particular, a continuous supply and different modes of regulation, for example by power transistor, Triac, thyristor, etc.

Naturally, the present description is given for information only and other implementations of the invention could be adopted without departing from the scope thereof.

Claims (12)

1. Regulated control process for decelerating a moving body carrying a variable load, particularly but not exclusively a cage (2) of an elevator installation (1), along a predetermined path, whether the control functions with the object of decelerating this moving body progressively and of halting it accurately at a determinated point such as a fixed level (N), or with the object of maintaining it at a speed which is described as slow because it is slower than its normal speed, according to which process :

- a set of possible deceleration commands (20 to 23) is defined at the outset,

- at least one magnitude (G_e) is measured, representing the energy consumed by the motor (4) in order to drive the moving body over a predetermined distance (32),

- the estimated load (C_e) carried by the moving body is calculated on the basis of said magnitude (G_e) representing the energy consumed,

- for the deceleration phase of the moving body (2) one of the deceleration commands selected from the set of possible deceleration commands (20 to 23) is imposed, which commands are all of different gradients, and each of which is defined as a function of a load carried by the moving body to be decelerated

- the magnitude (G_e) representing the energy is measured before embarking on the deceleration phase,

- it is according to the estimated load (C_e) that the command selected from the set of deceleration commands (20 to 23) as being the one appropriate to the estimated load (C_e) is imposed.

2. Process according to Claim 1, characterised in that said magnitude (G_e) representing the energy consumed by the driving motor (4) is measured over a distance interval (32) covered by the moving body (2) which is immediately adjacent to the last halting point of the moving body prior to its being set in motion.

3. Process according to Claim 2, characterised in that the speed of the moving body (2) .is measured at the moment when it has covered the predetermined distance interval, and in that the estimated load (C_e) carried by the moving body (2) is determined according to the magnitude (G_e) representing the energy consumed in order to cover the predetermined distance interval, and the speed (V) of the moving body (2) at the end of said interval.

4. Process according to any one of Claims 1 to 3, characterised in that, for calculation of the estimated load (C_e) carried by the moving body (2) the means of calculation are initialised by measuring said magnitude (G_e) representing the energy consumed and the speed (V) reached by the cage at the end of the predetermined distance interval, for an actual empty load (Cv), an actual full load (Cp), half an actual load (Cm), and according to the points (25, 26, 27) of initialisation a linear relation (28) is established, giving the estimated load (C_e) carried by the moving body, according to a measured magnitude (G_e) and speed (V).

5. Process according to any one of Claims 1 to 4, applied to the maintenance of the moving body at a speed slower than its normal speed, characterised :

- in that at least one constant speed threshold is defined at the outset, and

- in that at least one of the commands is a deceleration command of zero gradient associated with this constant speed threshold, so as to act with intensity in relation to the estimated load.

6. Process according to Claim 1, characterised in that a plurality of deceleration commands (20 to 23, 34, 35) is defined in general terms, and for installation (1) of the moving body (2) involved only one set of commands (20 to 23) is authorised, which set forms part of said plurality of commands and is at most equal thereto.

7. Process according to any one of Claims 1 to 6, according to which the moving body is driven by an electrical motor controlled by a means controlling the supply voltage, such as at least one thyristor, the gate control whereof is varied incrementally and periodically, characterised in that the value for control of the thyristor gates is taken at the moment when the moving body (2) has covered the distance interval predetermined as to magnitude (G_e) representing the energy consumed in order to cover said predetermined distance interval.

8. Process according to Claim 6, characterised in that a plurality of deceleration commands is defined, corresponding to constant accelerations, the absolute value whereof varies between approximately 0.35 m/s² and approximately 0.55 m/s² in stages of 0.025 m/s², and in that the magnitude (G_e) representing the energy consumed and the speed of the moving body is measured for a predetermined distance interval of about three centimetres, immediately adjacent to the last halting prior to the setting in motion of the moving body (2).

9. Regulated control device for deceleration of a moving body for implementing the process, according to any one of Claims 1 to 8, characterised in that it comprises :

- means for memorising at the outset a set of possible deceleration commands (20 to 23) according to the load carried by the moving body (2),

- means for measuring, prior to the deceleration phase of the moving body (2), at least one magnitude (G_e) representing the energy consumed by the motor (4) in order to drive the moving body (2) over a predetermined distance interval,

- means for calculating an estimate of the load (C_e) carried by the moving body (2) according to the said magnitude (G_e) representing the energy consumed,

- means for imposing in the deceleration phase of the moving body the command in the set of possible deceleration commands (20 to 23) best corresponding to the estimated load (C_e) carried by the moving body.

10. Device according to Claim 9, characterised in that it comprises :

- on the one hand, initial means of memorising in a general manner a plurality of deceleration commands (20 to 23, 34, 35) and second means for authorising among said plurality of commands (20 to 23, 34, 35) only one set of possible commands (20 to 23) suitable for the installation (1) of the moving body (2), and

- on the other hand, means for initialising the means of calculation according to the magnitude (G_e) representing the energy consumed, and the speed (V) of the moving body (2) for an actual empty load (Cv), a full load (Cp) and half an actual load (Cm), and means for establishing according to the three points (25, 26, 27) of initialisation a linear relation giving the estimated load (C_e) as a function of a measured magnitude (G_e) and speed (V).

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