EP0731051A1 - Dispositif et procédé d'atténuation des vibrations sur une cabine d'ascenseur - Google Patents

Dispositif et procédé d'atténuation des vibrations sur une cabine d'ascenseur Download PDF

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Publication number
EP0731051A1
EP0731051A1 EP96103184A EP96103184A EP0731051A1 EP 0731051 A1 EP0731051 A1 EP 0731051A1 EP 96103184 A EP96103184 A EP 96103184A EP 96103184 A EP96103184 A EP 96103184A EP 0731051 A1 EP0731051 A1 EP 0731051A1
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EP
European Patent Office
Prior art keywords
vibrations
cabin
guide elements
motor part
die
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP96103184A
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German (de)
English (en)
Other versions
EP0731051B1 (fr
Inventor
Ayman Aero Ing. Hamdy
Josef Masch. Ing. Husmann
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Inventio AG
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Inventio AG
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Filing date
Publication date
Application filed by Inventio AG filed Critical Inventio AG
Publication of EP0731051A1 publication Critical patent/EP0731051A1/fr
Application granted granted Critical
Publication of EP0731051B1 publication Critical patent/EP0731051B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B7/00—Other common features of elevators
    • B66B7/02—Guideways; Guides
    • B66B7/023—Mounting means therefor
    • B66B7/027—Mounting means therefor for mounting auxiliary devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B7/00—Other common features of elevators
    • B66B7/02—Guideways; Guides
    • B66B7/04—Riding means, e.g. Shoes, Rollers, between car and guiding means, e.g. rails, ropes
    • B66B7/041—Riding means, e.g. Shoes, Rollers, between car and guiding means, e.g. rails, ropes including active attenuation system for shocks, vibrations
    • B66B7/042—Riding means, e.g. Shoes, Rollers, between car and guiding means, e.g. rails, ropes including active attenuation system for shocks, vibrations with rollers, shoes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B7/00—Other common features of elevators
    • B66B7/02—Guideways; Guides
    • B66B7/04—Riding means, e.g. Shoes, Rollers, between car and guiding means, e.g. rails, ropes
    • B66B7/046—Rollers

Definitions

  • the invention relates to a device and a method for vibration damping on an elevator car guided on rails, which has movably connected guide elements between two end positions, vibrations occurring transversely to the direction of travel being measured by a plurality of inertial sensors attached to the car and for controlling at least one between the car and Guide elements arranged actuator are used, which works to the vibrations occurring and opposite to the direction of the vibrations.
  • the invention has for its object to simplify the vibration damping device and the method and to achieve a satisfactory damping of the various vibrations acting on the cabin at any time.
  • This object is achieved by the teaching specified in the characterizing part of claim 1.
  • linear motor per actuator is particularly advantageous because these motors can generate large dynamic and static forces and have low energy consumption. In addition, they are light in weight and have small moving masses and are relatively easy to regulate. With the invention, the transverse accelerations exerted on the guide elements and transverse forces acting directly on the cabin are reduced to such an extent that they can no longer be felt in the cabin.
  • the device for vibration damping remains functional even under asymmetrical stress; it adjusts itself automatically when the cabin is tilted relative to the guide rails, so that a sufficient damping path is available on both sides.
  • the equipment required to carry out the method is low and the masses which are moved quickly are very small. This is also achieved in that all measurement signals are fed to a common control and this acts on only one actuator per guide element. Structural resonances can also be suppressed by adjusting the frequency response of the controller.
  • the position feedback for returning the guide elements to the central position is particularly advantageous, the position feedback is only active in the low frequency range.
  • a cabin 1 is guided by means of roller guides 2 on rails 3, which are attached in a shaft, not shown.
  • the cabin 1 is elastically mounted in a cabin frame 4 for passive vibration damping. Rubber springs 4.1 are used for this purpose, which are designed to be relatively stiff in order to suppress the occurrence of low-frequency torsional vibrations about the y-axis.
  • the Roller guides 2 are attached to the cabin frame 4 laterally below and above. They consist of a stand 5, actuators 6 and guide elements in the form of two lateral rollers 8 and a central roller 9 arranged at 90 ° to it.
  • Two position sensors 10 per roller guide 2 each measure the distance between the car 1 and the rail 3.
  • At least three or five inertial sensors 11 measure the vibrations or accelerations occurring transversely to the car 1.
  • the inertial sensors 11 are preferably arranged in the center of gravity of the cabin frame 4 and in pairs far from each other in order to also be able to detect rotations around the z-axis. In addition, vibrations generated by wind and cable forces are well recorded.
  • the actuators 6 arranged on the roller guides 2 are regulated, which operate simultaneously with the vibrations occurring and opposite to the direction of the vibrations. Damping of the vibrations acting on the cabin 1 is thus achieved. Vibrations are reduced in such a way that they no longer have an effect on the cabin 1 in a way that is perceptible to the passenger.
  • Each roller guide 2 is equipped with two actuators 6. This allows five degrees of freedom or axes of cabin 1 to be controlled: displacement in the x and y directions, and rotation about the x, y and z axes.
  • the linear motor 7 is based on the principle of the moving magnet. It consists of a laminated stator 16 provided with windings 15 and a movable motor part 17 designed as a magnet. A magnet 18 is attached to the movable motor part 17. Advantages of the linear motor 7 are its simple controllability, as well as low weight and small moving masses and a large dynamic and static force with low energy consumption.
  • roller guide 2 according to the device according to the invention.
  • the stand 5 is fastened to the cabin frame 4 by means of fastening elements 19.
  • Each roller guide 2 is equipped with two actuators 6, each of which is provided with a linear motor 7. One shifts the middle roller 9, the other linear motor 7 the two side rollers 8.
  • the rollers 8, 9 are fastened to roller levers 21 by means of axle bolts 20.
  • the roller levers 21 of the two lateral rollers 8 are connected to one another via a pull rod 22.
  • roller levers 21 are connected in an articulated and low-friction manner to the stand 5 by means of axle bolts 23, and the roller levers 21 of the two lateral rollers 8 are connected in an articulated and low-friction manner to the tie rod 22 by means of axle bolts 24.
  • guide rods 25 with pressure springs 26 are attached on the stands 5 guide rods 25 with pressure springs 26 are attached.
  • the pressure springs 26 are each fixed to the outer end 27 of the guide rods 25.
  • the guide rods 25 run through a passage 28 in the roller levers 21, so that the pressure springs 26 rest on the outer sides 29 of the roller levers 21 and press the rollers 8, 9 against the guide rail 3.
  • a fastening plate 30 is attached to the stand 5 by means of fastening elements 31 such as screws.
  • the stators 16 of the actuators 6 are screwed onto the fastening plate 30 with fastening elements 32.
  • the movable motor part 17 is connected by means of screws 33 to the roller lever 21 and thus to the rollers 8, 9.
  • lateral guidance is still required.
  • This consists of ball-bearing rollers 35 and is almost frictionless.
  • Two brackets 36 enable the mounting of the ball-bearing rollers 35 and form the lateral boundaries of the movable motor part 17.
  • a low-friction bearing is necessary in order to be able to precisely control the force to be generated by the actuator 6.
  • the length of the stator 16 of the linear motor 7 determines the maximum possible inner and outer end positions. The travel is limited by elastic stops 38 and 39.
  • the roller guide 2 remains functional even in the event of a partial or complete failure of the active vibration damping, since the pressure springs 26 press the rollers 8, 9 against the guide rail 3 independently of the actuator 6.
  • 5a, 5b and 5c show variants of using a rotary drive 43 instead of the linear motor 7.
  • This drive has a swivel angle of approximately 90 degrees and drives the roller lever 21 with a crank 44 and a pull-push member 45 (FIG. 5a) or a flexible pulling means 46 (FIG. 5b) or with a cam plate 47 (FIG .5c).
  • FIG. 6a and 6b show an elevator car 1 with actuators and sensors in the x k direction and in the y k direction according to the inventive device. To simplify the illustration, the x k and y k directions are each shown separately.
  • the system model describes the dynamics of the elevator system in all degrees of freedom mentioned above. This model also takes into account all relevant structural resonances that arise due to the elasticities between the different masses and within the cabin frame 4.
  • a controller which treats all degrees of freedom described by the model at the same time.
  • the methods of robust multi-size control are used (Multi-Input Multi-Output or MIMO Robust Design). These methods use the existing system model to design an observer-based controller.
  • the observer is a dynamic part of the controller and has the task, based on the existing measurements (eg accelerations different measuring points) to estimate all movement states that cannot be measured directly (e.g. speeds and positions of the different masses) in real time.
  • the controller will have a maximum of information about the system. Based on all movement states and not only on their measurable part, the controller provides the best answer for every degree of freedom, which significantly increases the quality of the control.
  • the controller does not excite any of these resonances.
  • the model-based control ensures the necessary stability of the system. This would not be the case if the system dynamics were not taken into account in the controller design.
  • the robust controller is designed in such a way that it only becomes effective in a certain frequency range so that it does not react to undesired frequency-dependent system dynamics and interference. This is done without having to connect additional filters to the controller.
  • Additional filters can limit the effectiveness of the controller and easily lead to instabilities. They also significantly increase the computational complexity of the control algorithm.
  • Another advantage of the robust design method is the consideration of the model error during the design. This is done by quantifying the inaccuracies of the model as frequency-dependent variables and taking them into account in the controller design. The resulting controller thus has sufficient robustness against any malfunctions and modeling errors.
  • the first goal of the controller is the suppression of cabin vibrations in the high frequency range (between 0.9 and 15 Hz) without the controlled elevator outside this range becoming worse than the uncontrolled one.
  • the controller must ensure that the setting of the cabin frame 4 with respect to the two guide rails 3 is so it is regulated that there is a sufficient damping path on each roller 8, 9. This is particularly important when the cabin 1 is loaded asymmetrically.
  • an acceleration or a speed feedback with inertial sensors 11 should be sufficient, a position feedback being necessary for the second control target. If the absolute position of the cabin 1 could be measured and returned for the control, the second return would have no conflict with the first.
  • the first controller has the measurements from the inertial sensors 11 alone and is therefore responsible for the suppression of the vibrations.
  • the second controller has the position measurements alone and is responsible for the guiding games of cabin 1.
  • the setpoints of the forces that the first controller demands from the actuators 6 are added to the corresponding quantities of the second controller.
  • the solution to avoid the conflict between the two controllers is based on the fact that the forces responsible for the skew of the cabin 1 (a non-symmetrical loading of the cabin, a large lateral rope force, etc.) change much more slowly than the other sources of interference, which cause the cabin vibrations (mainly Rail unevenness and air disturbances).
  • the position control operating in the low frequency range which is rather harmful for the suppression of the vibrations, is limited to 0 to 0.7 Hz.
  • the feedback of the signals from the inertial sensors 11 must not be effective in the frequency range below 0.9 Hz, so that the zero sensor error and, in the case of an acceleration sensor, the measured part of gravity, which is not constant due to the tilting movement, has no influence on the position control. This also avoids the risk of the actuators 6 being overdriven. Limiting the bandwidth of each feedback loop using the robust design process becomes particularly important for this purpose.
  • controller does not contain any non-linearity.
  • Nonlinearity makes stability analysis very difficult, if at all possible. Since the two feedback loops are designed at the same time, the method takes both control loops into account in the stability analysis.
  • the mounting of the inertial sensors 11 on the cabin frame 4 instead of on the cabin body 1 or on the roller guides 2 is particularly advantageous for an efficient control. If the sensors were mounted on the cabin body 1, the measurements would show considerable phase losses due to the elastic suspension of the Go back cabin 1. Far higher vibration amplitudes occur on the roller guides and the influence of gravity would have to be compensated for.
  • the controllers are designed for the system in the cabin coordinate system.
  • the measurements from the coordinate system of each sensor to the car body coordinate system are mapped using various linear transformations.
  • Another transformation from the cabin coordinate system too the actuator coordinate systems is necessary for the output of the force setpoints.
  • FIG. 7 shows the controller part of the active system according to the device according to the invention. Since the distances between the sensors and an analog / digital converter unit 55 are relatively long, the measurement signals must be transmitted as current signals and not as voltage signals. The position sensors 10 already deliver their output signals as current. In contrast, the inertial sensors 11 deliver their outputs in the form of voltage signals. In this case, a voltage / current converter 51 is necessary for the output of each inertial sensor 11. Since the analog / digital converter 55 can only sample voltage signals, an analog signal processing unit 56 is needed on the part of the real-time computer 57, which has one channel for each measurement signal. A channel consists of a current / voltage converter 58, one Anti-aliasing low-pass filter 59, which is necessary for the scanning, and an ordinary voltage amplification 60 for adapting the signal range.
  • the core of the real-time computer 57 is the digital signal processor 61, which is responsible for all mathematical calculations.
  • a multi-channel analog / digital converter unit 55 is required.
  • a multichannel digital / analog converter unit 63 is used to output the force setpoints to the linear motors 7.
  • the entire controller algorithm with all required programs is stored in an EEPROM 64. This program is supplied by a host computer 65 during the commissioning of the active system and is adapted to the cabin 1 to be controlled. After commissioning, the host computer 65 is uncoupled, the program stored on the EEPROM 64 remaining there until it is modified or replaced by the host computer 65 during the next calibration.
  • a RAM 66 is used by the digital signal processor 61 as a memory for the intermediate values of the calculations.
  • a data bus 67 is used for communication between the digital signal processor 61 and all of these components.
  • the real-time computer 57 is programmed in this application in such a way that it uses the controller algorithm at a specific frequency in real time calculated.

Landscapes

  • Cage And Drive Apparatuses For Elevators (AREA)
  • Lift-Guide Devices, And Elevator Ropes And Cables (AREA)
  • Types And Forms Of Lifts (AREA)
  • Elevator Control (AREA)
  • Vibration Prevention Devices (AREA)
EP96103184A 1995-03-10 1996-03-01 Dispositif et procédé d'atténuation des vibrations sur une cabine d'ascenseur Expired - Lifetime EP0731051B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
CH69495 1995-03-10
CH69495 1995-03-10
CH694/95 1995-03-10

Publications (2)

Publication Number Publication Date
EP0731051A1 true EP0731051A1 (fr) 1996-09-11
EP0731051B1 EP0731051B1 (fr) 2001-05-23

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EP96103184A Expired - Lifetime EP0731051B1 (fr) 1995-03-10 1996-03-01 Dispositif et procédé d'atténuation des vibrations sur une cabine d'ascenseur

Country Status (11)

Country Link
US (1) US5896949A (fr)
EP (1) EP0731051B1 (fr)
JP (2) JPH08245117A (fr)
CN (1) CN1050580C (fr)
AT (1) ATE201380T1 (fr)
AU (1) AU702382B2 (fr)
CA (1) CA2171376C (fr)
DE (1) DE59606928D1 (fr)
HK (1) HK1011340A1 (fr)
MY (1) MY115725A (fr)
SG (1) SG54248A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1342691A1 (fr) * 2002-03-07 2003-09-10 Inventio Ag Dispositif pour atténuer les vibrations sur une cabine d'ascenseur
US7424934B2 (en) 2004-02-02 2008-09-16 Inventio Ag Method for vibration damping at an elevator car

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JP4131764B2 (ja) * 1998-09-01 2008-08-13 東芝エレベータ株式会社 エレベータ装置
FI981887A (fi) * 1998-09-04 2000-03-05 Kone Corp Hissijärjestely hissikoneiston moottorin lähtömomentin asettamiseksi
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US7141946B2 (en) * 2003-09-15 2006-11-28 Rockwell Automation Technologies, Inc. Method and apparatus for providing optimal acceleration feedback
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CN101522553B (zh) * 2006-12-05 2012-02-01 三菱电机株式会社 电梯装置
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US8768522B2 (en) * 2012-05-14 2014-07-01 Mitsubishi Electric Research Laboratories, Inc. System and method for controlling semi-active actuators
WO2013190342A1 (fr) 2012-06-20 2013-12-27 Otis Elevator Company Amortissement actif des oscillations verticales d'une cabine d'ascenseur
CN102788661B (zh) * 2012-07-11 2014-11-19 三洋电梯(珠海)有限公司 轿厢重力中心测试仪
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JP6399404B2 (ja) * 2015-03-20 2018-10-03 フジテック株式会社 エレベータ用のかご横揺れ抑制装置及びかご横揺れ抑制方法
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JP2017160005A (ja) * 2016-03-09 2017-09-14 東芝エレベータ株式会社 エレベータ装置
JP6158381B1 (ja) * 2016-03-09 2017-07-05 東芝エレベータ株式会社 エレベータ装置
JP6591923B2 (ja) * 2016-03-30 2019-10-16 株式会社日立製作所 エレベーター装置
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CN109095328B (zh) * 2018-09-28 2020-07-31 山东富士制御电梯有限公司 一种高速电梯轿厢水平振动的减振系统及其控制方法
US11795032B2 (en) * 2018-11-13 2023-10-24 Otis Elevator Company Monitoring system
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US5289902A (en) * 1991-10-29 1994-03-01 Kabushiki Kaisha Toshiba Elevator
EP0641735A1 (fr) * 1991-07-16 1995-03-08 Otis Elevator Company Suspensions horizontales pour élévateurs et contrôles

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Publication number Priority date Publication date Assignee Title
EP0503972A2 (fr) * 1991-03-13 1992-09-16 Otis Elevator Company Evaluation de section de rail d'un ascenseur et procédure de commande d'ascenseur
EP0641735A1 (fr) * 1991-07-16 1995-03-08 Otis Elevator Company Suspensions horizontales pour élévateurs et contrôles
US5289902A (en) * 1991-10-29 1994-03-01 Kabushiki Kaisha Toshiba Elevator

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1342691A1 (fr) * 2002-03-07 2003-09-10 Inventio Ag Dispositif pour atténuer les vibrations sur une cabine d'ascenseur
US6959787B2 (en) 2002-03-07 2005-11-01 Inventio Ag Elevator car frame vibration damping device
KR100935566B1 (ko) * 2002-03-07 2010-01-07 인벤티오 아게 승강기 차량의 진동 감쇠 장치
US7424934B2 (en) 2004-02-02 2008-09-16 Inventio Ag Method for vibration damping at an elevator car

Also Published As

Publication number Publication date
ATE201380T1 (de) 2001-06-15
CN1134392A (zh) 1996-10-30
CN1050580C (zh) 2000-03-22
JPH08245117A (ja) 1996-09-24
US5896949A (en) 1999-04-27
SG54248A1 (en) 1998-11-16
MY115725A (en) 2003-08-30
HK1011340A1 (en) 1999-07-09
JP2008297127A (ja) 2008-12-11
JP4493709B2 (ja) 2010-06-30
AU4791996A (en) 1996-09-19
CA2171376C (fr) 2006-06-13
DE59606928D1 (de) 2001-06-28
CA2171376A1 (fr) 1996-09-11
AU702382B2 (en) 1999-02-18
EP0731051B1 (fr) 2001-05-23

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