EP0731051B1 - Device and method for damping vibrations on an elevator cage - Google Patents

Abstract

The device includes actuators equipped with linear motors (7). The stationary part (16) of the motor is attached to the frame of the lift car, and the moving part of the motor (17) is attached to guides (21). The moving part of the motor is a magnet which is attached by a tension-compression component to a roller lever serving as the guide.

Description

The invention relates to a device and a method for Vibration damping on a guided on rails Elevator car that can be moved between two end positions you have connected guide elements, transverse to Vibrations of several at the direction of travel Attached inertial sensors measured and to the Regulation of at least one between cabin and Guide elements arranged actuator are used which to the vibrations occurring and opposite to Direction of the vibrations works.

Cross vibrations act due to unevenness in the Guide rails, as well as by the headwind, as a result of lateral tensile forces transmitted through the pull cables or when the load changes position while driving on the cabin. A method is known from US Pat. No. 5,027,925 to dampen such vibrations in an elevator car or known in part of it; after determining the undesirable lateral accelerations are caused by one Vibration damper arranged between the cabin and frame appropriate counterforce is exerted on the cabin. However, this process requires an expensive floating Storage of the cabin in a cabin frame, what next to that high equipment expenditure a very high additional Requires space. The force also acts the frame, which is a jerky and striking the same between the guides can. Such a system is hardly a control technology manageable.

In contrast, the invention is based on the object Vibration damping device and method simplify and at any time a satisfactory damping of the various vibrations acting on the cabin achieve. This task is carried out by the Claims 1, 6 and 8 specified teaching solved.

The use of one linear motor each is particularly advantageous per actuator because these motors are large dynamic and can generate static forces and a low Have energy consumption. They also have low weight and low moving masses and are relatively easy to regulate. With the invention on the guide elements exerted lateral accelerations and directly onto the cabin acting transverse forces reduced so far that they are in the cabin are no longer noticeable. The facility for Vibration damping also remains asymmetrical Functional load; she contributes The cabin is inclined to the guide rails automatically after, so that on both sides a sufficient damping path is available.

The equipment required to carry out the method is low and the fast moving masses are very small. This is also achieved in that all measurement signals of one common rules are supplied and these pro Guide element only acts on a single actuator. In addition, by adjusting the frequency response of the Controller resonances can be suppressed.

By those listed in the dependent claims Measures are advantageous training and Improvements of the invention possible.

The position feedback for is particularly advantageous Return of the guide elements to the middle position, the position feedback only in the low frequency range is active.

Fig.1

eine schematische Darstellung einer an Schienen geführten Aufzugskabine,

Fig.2

einen als Linearmotor ausgebildeten Aktuator,

Fig.3

eine Frontansicht einer Rollenführung,

Fig.4

eine Seitenansicht einer Rollenführung,

Fig.5a,b,c

drei Varianten eines Drehantriebs für den Aktuator,

Fig.6a

schematisch eine Aufzugskabine mit Aktuatoren und Sensoren in x_k-Richtung,

Fig.6b

schematisch eine Aufzugskabine mit Aktuatoren und Sensoren in y_k-Richtung,

Fig.7

den Reglerteil des aktiven Systems, und

Fig.8

das Blockdiagramm für das ganze System.

The invention is explained in more detail below with reference to an embodiment shown in the drawing. Show it:

Fig. 1

1 shows a schematic representation of an elevator car guided on rails,

Fig. 2

an actuator designed as a linear motor,

Fig. 3

a front view of a roller guide,

Fig. 4

a side view of a roller guide,

Fig.5a, b, c

three variants of a rotary drive for the actuator,

Fig.6a

schematically an elevator car with actuators and sensors in the x _k direction,

Fig. 6b

schematically an elevator car with actuators and sensors in the y _k direction,

Fig. 7

the controller part of the active system, and

Fig. 8

the block diagram for the whole system.

1 shows a schematic representation of the invention Facility. A cabin 1 is by means of Roller guides 2 guided on rails 3, which are not in one shown shaft are attached. The cabin 1 is for passive vibration damping elastic in a cabin frame 4 stored. Rubber springs 4.1 are used, which are relatively stiff be designed to make the occurrence of low frequency Suppress torsional vibrations around the y-axis. The Roller guides 2 are on the bottom and top of the side Cabin frame 4 attached. They consist of a stand 5, Actuators 6 and guide elements in the form of two lateral rollers 8 and a middle, rotated by 90 ° to it arranged roller 9.

Unevenness in the rails 3, lateral through the pull cables caused tensile forces or changes in position of the load during the ride cause vibrations of the cabin frame 4 and Cabin 1 and thus impair driving comfort. Such Vibrations of the cabin 1 are to be reduced. Two Position sensors 10 per roller guide 2 each measure the Distance between cabin 1 and rail 3. At least three or five Inertia sensors 11 measure those across the cabin 1 occurring vibrations or accelerations. The Inertia sensors 11 are preferably in the axis of gravity of the Cabin frame 4 and in pairs far apart arranged to also detect rotations about the z axis can. In addition, wind and rope forces generated vibrations well recorded.

By processing the measured values, the data from the Roller guides 2 arranged actuators 6, which simultaneous to the vibrations occurring and opposite work towards the direction of the vibrations. So that becomes a Damping of the vibrations acting on the cabin 1 achieved. Vibrations are reduced so that they are on the cabin 1 is no longer in a manner noticeable to the passenger impact. Each roller guide 2 is equipped with two actuators 6 equipped. This allows five degrees of freedom or axes of the Cabin 1 can be regulated: displacement in x and y direction, as well as rotation around the x, y and z axes.

There is also the option of just the bottom two Equip roller guides 2 with two actuators 6 each. In order to can be the three degrees of freedom of a plane or three axes are regulated: displacement in the x and y directions, and Rotation around the z axis according to the coordinate system in Fig. 1.

2 shows a linear motor 7 of an actuator 6 according to the device according to the invention. The linear motor 7 is based on the principle of the moving magnet. It consists of one sheeted and provided with turns 15 stator 16 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 light weight and small moving masses and one great dynamic and static power with small Power consumption.

3 and 4 show a roller guide 2 according to the device according to the invention. The stand 5 is by means of Fasteners 19 attached to the cabin frame 4. Each Roller guide 2 is equipped with two actuators 6 which are each provided with a linear motor 7. One shifts the middle roller 9, the other linear motor 7 the two lateral rollers 8. The rollers 8, 9 are by means of axle bolts 20 attached to roller levers 21. The roller lever 21 of the Both side rollers 8 are connected via a pull rod 22 connected with each other. To transfer the from the actuators 6 outgoing movements, the roller lever 21 by means Axle pin 23 articulated and low-friction with the stand 5 or the roller lever 21 of the two side rollers 8 by means of Axle pin 24 articulated and low friction with the tie rod 22 connected. On the stands 5 are guide rods 25 with Pressure springs 26 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 bushing 28 in the roller levers 21, so that the pressure springs 26 on the Outer sides 29 of the roller levers 21 rest and the rollers 8, 9 press against the guide rail 3.

A mounting plate 30 is by means of fasteners 31 attached to the stand 5 like screws. The stators 16 of the Actuators 6 are attached to the fastening elements 32 Screwed mounting plate 30. The movable motor part 17th is by means of screws 33 on the roller lever 21 and thus with the Rollers 8, 9 connected. So that the air gap 34 of the Linear motor 7 is preserved, is still a lateral one Guided tour required. This consists of ball-bearing Rolls 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. Low-friction storage is necessary to ensure that the Actuator 6 to be able to precisely control the force to be generated. The length of the stator 16 of the linear motor 7 determines starting from a middle position 37, the maximum possible inner and outer end positions. The path is limited by elastic stops 38 and 39.

One variant consists of the movable motor part 17 to connect to the roller lever 21 via a pull-push link. The movable motor part 17 is then stored regardless of roller lever 21.

Through the parallel connection of the pressure spring 26 with the Actuator 6 remains the roller guide 2 even in the case of a partial or complete failure of the active Vibration damping is functional because the pressure springs 26 regardless of the actuator 6, the rollers 8, 9 to the Press the guide rail 3.

The Fig.5a, 5b and 5c show variants instead of Linear motor 7 to use a rotary drive 43. This Drive has a swivel angle of approx. 90 degrees and drives the roller lever 21 with a crank 44 and a pull-push member 45 (Fig.5a) or a flexible traction means 46 (Fig.5b) or with a cam plate 47 (Fig.5c).

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.

-Eine Verschiebung x_k in x_k-Richtung

- Eine Drehung ϕ_ky um die y_k-Achse

-Eine Verschiebung y_k in y_k-Richtung

-Eine Drehung ϕ_kx um die x_k-Achse

-Eine Drehung ϕ_kz um die z_k-Achse

The regulation for suppressing the cabin vibrations and for correcting the setting of the cabin 1 with respect to the two guide rails 3 is based on a dynamic model of the system. This model is a mathematical description that summarizes all existing practical and theoretical experience with the system. The cabin vibrations to be dampened by this device occur in the following degrees of freedom:

-A shift x _k in x _k direction

- A rotation ϕ _ky about the y _k axis

-A displacement y _k in y _k direction

-A rotation ϕ _kx around the x _k -axis

-A rotation ϕ _kz about the z _k -axis

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 because of the elasticity between the different masses and arise within the cabin frame 4.

Based on the system model, a controller is used which all degrees of freedom described by the model treated at the same time. For this purpose, the methods robust multi-size control (multi-input Multi-Output or MIMO Robust Design). These methods use the existing system model to create a to design observer-based controllers. The observer is a dynamic part of the controller and has the task based on the existing measurements (e.g. accelerations different measuring points), all not directly measurable Movement states (e.g. speeds and positions of the different masses) in real time. Thus the Regulator for maximum information about the system feature. Based on all states of motion and not only on their measurable part does the controller deliver for everyone Degree of freedom the best answer what the quality of Regulation increased significantly. Because the model and the one on it based observers all relevant structure resonances is taken into account, the controller does not excite any of these resonances. The model-based control provides the necessary System stability. This would not be the case if the System dynamics in the controller design would not be taken into account.

The robust controller is designed so that it only works in one certain frequency range takes effect so that it is on unwanted frequency-dependent system dynamics and interference not reacted. This is done without additional filters to have to connect the controller.

Additional filters can affect the effectiveness of the regulator restrict and easily lead to instabilities. You raise also the computing effort of the control algorithm is essential. On Another advantage of the robust design method is that Consideration of the model error during the design. The is made by using the inaccuracies of the model as frequency-dependent quantities quantified and in the controller design be taken into account. Thus, the resulting one Sufficient robustness against any malfunctions and Modeling errors.

The first goal of the regulator is to suppress the Cabin vibrations in the high frequency range (between 0.9 and 15 Hz) without the regulated elevator outside this Range is worse than the unregulated. On the other hand the controller must ensure that the setting of the Cabin frame 4 with respect to the two guide rails 3 so it is regulated that there is a sufficient damping path at each Roll 8, 9 there. This is particularly important if the cabin 1 is loaded asymmetrically. For the first regulatory purpose should be an acceleration or a Speed feedback with inertial sensors 11 are sufficient, with a for the second regulation goal Position feedback is necessary. If the absolute Position of cabin 1 measured and for control could be returned, the second repatriation would have with the first no conflict. But since only measurements of the relative positions between the rollers 9 and the Cabin frame 4 are available, the absolute Position of the cabin 1 can not be measured, but only the Position of the cabin frame 4 relative to the guide rails 3. The position feedback is supposed to be the games between frame 4 and keep roller lever 21 constant, which is nothing else than following the bumps. That's why they have two returns two contradictory goals. To the Acceleration (or speed) conflict and avoiding position feedback will be the following Strategy pursued:

There are two controllers to create a common one Output signal used. The first controller has the Measurements from the inertial sensors 11 alone and therefore for the suppression of vibrations responsible. The second controller has the Position measurements alone and is for the leadership games Cabin 1 responsible. The setpoints of the forces that the first Regulators required by the actuators 6 become the corresponding sizes of the second controller added. The Solution to avoid the conflict between the two Regulator based on the fact that for the skew forces responsible for 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). That's why the position control operating in the low frequency range, which are rather harmful for the suppression of vibrations is limited to 0 to 0.7 Hz. This is not a disadvantage Influence on the suppression of vibrations, because it only works from 0.9 Hz. The return of the Signals from the inertial sensors 11 may be in the frequency range below 0.9 Hz, so that the sensor zero error and, in the case of an acceleration sensor, the measured one Part of gravity, which is not because of the tilting movement is constant, has no influence on the position control. This also increases the risk of the actuators being overdriven 6 avoided. For this purpose, the limitation of Bandwidth of each feedback loop by means of the robust Design process particularly important.

Another advantage of this solution is that the Controller contains no non-linearity. A non-linearity makes stability analysis very difficult if it is even possible. Because the two returns are simultaneous the method takes both into account Control loops in the stability analysis.

This is particularly advantageous for efficient control Mounting the inertial sensors 11 on the cabin frame 4 instead of on the cabin body 1 or on the roller guides 2. If the sensors were mounted on the car body 1, so the measurements would show considerable phase losses, which go back to the elastic suspension of the cabin 1. On the roller guides have far higher vibration amplitudes and the influence of gravity would have to be compensated.

The controllers are for the system in the cabin coordinate system designed. With the help of different linear The measurements are transformed from the coordinate system each sensor to the car body coordinate system. Another transformation from the cabin coordinate system too the actuator coordinate systems is for the output of the Force setpoints required.

• Acht Linearmotoren 7 oder Drehantriebe 43
• Acht Verstärker und Kraftregler 50 für die Linearmotoren 7 oder Drehantriebe 43
• Fünf Trägheitssensoren 11 (Beschleunigungs- oder Geschwindigkeitsaufnehmer)
• Fünf Spannungs/Stromwandler 51 für die Ausgänge der Trägheitssensoren 11
• Acht Positionssensoren 10

The active system for damping the cabin vibrations and for adjusting the cabin 1 in five degrees of freedom (x _k , ϕ _ky , y _k , ϕ _kx , ϕ _kz ) consists of the following elements:

• Eight linear motors 7 or rotary drives 43
• Eight amplifiers and force controllers 50 for the linear motors 7 or rotary drives 43
• Five inertial sensors 11 (acceleration or speed sensors)
• Five voltage / current converters 51 for the outputs of the inertial sensors 11
• Eight position sensors 10

In the case of a cheaper version of the active system, only three degrees of freedom of the cabin are regulated (x _k , y _k , ϕ _z ). Therefore, linear motors 7 and sensors 10, 11 are only mounted below. In this case, the computational effort is significantly lower, which enables the use of a slow and inexpensive real-time computer.

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 relative are long, the measurement signals must be current signals and not are transmitted as voltage signals. The position sensors 10 already deliver their output signals as current. On the other hand the inertial sensors 11 deliver their outputs in the form of Voltage signals. In this case, a voltage / current converter 51 for the output of each inertial sensor 11 necessary. Since the analog / digital converter 55 only Can sense voltage signals becomes an analog Signal processing unit 56 on the part of real-time computer 57 used, which has a channel for each measurement signal. On Channel consists of a current / voltage converter 58, one Anti-aliasing low-pass filter 59, which is used for scanning is necessary, and an ordinary voltage gain 60 to adjust the signal range.

The core of the real-time computer 57 is the digital one Signal processor 61, which for all mathematical Calculations is responsible. To make the necessary measurements Being able to capture from the hardware becomes a multi-channel Analog / digital converter unit 55 used. For output the force setpoints for the linear motors 7 become one multi-channel digital / analog converter unit 63 used. In An EEPROM 64 is the entire controller algorithm with all required programs are saved. This program will during commissioning of the active system by one Host computer 65 delivered and to the cabin to be controlled 1 customized. After commissioning, the host computer 65 uncoupled, the one stored on the EEPROM 64 The program stays there until the next calibration is modified or replaced by the host computer 65. A RAM 66 is used by the digital signal processor 61 as a memory for the Intermediate values of the calculations used. For the Communication between the digital signal processor 61 and all of these components use a data bus 67. On this data bus 67 is also used for connection to the Host computer responsible module in the form of a Communication ports 68 connected.

The possibility of doing the arithmetic between two digital Split signal processors 61 on the same data bus 67 are possible if the task of a single signal processor 61 is not fast enough can be solved.

Figure 8 shows the block diagram for the whole system according to the device according to the invention. The real-time computer 57 is programmed in this application to use the Controller algorithm with a certain frequency in real time calculated.

• Die Verarbeitung der Messungen aus den fünf Trägheitssensoren 11 auf dem Kabinenrahmen 4 in x_k- sowie in y_k-Richtung. Die gemessenen Signale werden in Spannungs/Strom-Wandler 51 umgewandelt und durch die analoge Signalverarbeitungseinheit 56 übertragen und von Analog/Digital-Wandlerkanälen 55 abgetastet.
• Die oben erwähnten Messungen liegen in den Koordinatensystemen der Trägheitssensoren 11 vor. Da die Regelung im Kabinenkoordinatensystem geschieht, müssen sie in dieses Koordinatensystem transformiert werden. Zu diesem Zweck benutzt der Algorithmus die lineare Transformation T_KT. Die Ausgänge dieser Transformation sind:
• Die Translationsbeschleunigung (bzw. die Translationsgeschwindigkeit) der Kabine 1 in x_k-Richtung (
  
  _k, bzw. x ˙_k).
• Die Drehbeschleunigung (bzw. die Drehgeschwindigkeit) der Kabine 1 um die y_k-Achse (
  
  _ky, bzw. ϕ ˙_ky).
• Die Translationsbeschleunigung (bzw. die Translationsgeschwindigkeit) der Kabine in y_k-Richtung (ÿ_k, bzw. y ˙_k).
• Die Drehbeschleunigung (bzw. die Drehgeschwindigkeit) der Kabine 1 um die x_k-Achse ( _kx, bzw. ϕ ˙_kx).
• Die Drehbeschleunigung (bzw. die Drehgeschwindigkeit) der Kabine 1 um die z_k-Achse ( _kz, bzw. ϕ ˙_kz).

The algorithm consists of the following steps, which do not necessarily have to be carried out in the order given:

• The processing of the measurements from the five inertial sensors 11 on the cabin frame 4 in the x _k and y _k directions. The measured signals are converted into voltage / current converters 51 and transmitted by the analog signal processing unit 56 and sampled by analog / digital converter channels 55.
• The above-mentioned measurements are in the coordinate systems of the inertial sensors 11. Since the regulation takes place in the cabin coordinate system, it must be transformed into this coordinate system. For this purpose the algorithm uses the linear transformation T _KT . The outputs of this transformation are:
• The translation acceleration (or the translation speed) of the cabin 1 in the x _k direction (
  
  _k , or x ˙ _k ).
• The rotational acceleration (or the rotational speed) of the cabin 1 around the y _k axis (
  
  _ky , or ϕ ˙ _ky ).
• The translation acceleration (or the translation speed) of the cabin in the y _k direction (ÿ _k , or y ˙ _k ).
• The rotational acceleration (or the rotational speed) of the cabin 1 around the x _k axis ( _kx , or ϕ ˙ _kx ).
• The rotational acceleration (or the rotational speed) of the cabin 1 around the z _k axis ( _kz , or ϕ ˙ _kz ).

• Einen Kraftsollwert F^T _xs in x_k-Richtung.
• Einen Drehmomentsollwert M^T _ys um die y_k-Achse.
• Einen Kraftsollwert F^T _ys in y_k-Richtung.
• Einen Drehmomentsollwert M^T _xs um die x_k-Achse.
• Einen Drehmomentsollwert M^T _zs um die z_k-Achse.

The target value for each of these variables is zero. Therefore, the five signals are subtracted from zero before they are passed on to the robust multi-size controller I. This controller I reacts to the five signals simultaneously according to the concept described above and delivers the following signals at the output:

• A force setpoint F ^T _xs in the x _k direction.
• A torque setpoint M ^T _ys around the y _k axis.
• A force setpoint F ^T _ys in the y _k direction.
• A torque setpoint M ^T _xs around the x _k axis.
• A torque setpoint M ^T _zs around the z _k axis.

• Die Messungen aus den Positionssensoren 10 in x_k-Richtung und in y_k-Richtung. Die gemessenen Signale werden durch die analoge Signalverarbeitungseinheit 56 übertragen und von Analog/Digital-Wandlerkanälen 55 abgetastet. Da diese Messungen im Positionssensorkoordinatensystem vorliegen, müssen sie ins Kabinenkoordinatensystem transformiert werden. Dafür wird eine lineare Transformation T_KP benutzt. Diese Transformation liefert fünf Positionssignale als Ausgang. Um die Positionsfehlersignale zu erhalten, wird jedes dieser Signale von Null subtrahiert. Somit werden zwei translatorische (x^E _K und y^E _K) und drei rotatorische Positionsfehlersignale (ϕ^E _Kx, ϕ^E _Xy und ϕ^E _Kz) erhalten.
• Auf die fünf Positionsfehler reagiert ein robuster Mehrgrössenregler II gemäss dem oben erwähnten Konzept und liefert als Ausgang die folgenden Sollwerte zur Korrektur der Aufzugseinstellung:
  • Den Kraftsollwert F^P _xs für die Verschiebung in x_k-Richtung.
  • Den Drehmomentsollwert M^P _ys für die Drehung um die y_k-Achse.
  • Den Kraftsollwert F^P _ys für die Verschiebung in y_k-Richtung.
  • Den Drehmomentsollwert M^P _xs für die Drehung um die x_k-Achse.
  • Den Drehmomentsollwert M^P _zs für die Drehung um die z_K-Achse.
  • Anhand der linearen Transformation T^P _AK werden die Sollwerte aus dem Regler II in das Aktuatorkoordinatensystem transformiert. Der Unterschied zwischen den beiden linearen Transformationen T^T _AK und T^P _AK liegt darin, dass die von der zweiten Transformation resultierenden Kraftsollwerte der Linearmotoren 6 in x_k-Richtung nur Druckkräfte auf die Schienen 3 verursachen. Das wird erreicht, indem ein einziger Aktuator in xk-Richtung unten und ein einziger Aktuator in x_k-Richtung oben gleichzeitig vom Regler II betätigt werden. Somit wird sichergestellt, dass keine der vier Rollen 9 in x_k-Richtung den Kontakt mit den Führungsschienen 3 verliert. Im Fall der ersten Transformation ist dies nicht möglich, weil sie wesentlich weniger Kräfte verlangt als die zweite Transformation.
  • Die entsprechenden Ausgänge aus den zwei Transformationen T^T _AK und T^P _AK werden zusammen addiert, um die Kraftsollwerte für jeden der acht Linearmotoren 7 zu berechnen.
  • Die Kraftsollwerte werden von den Digital/Analog-Wandlerkanälen 63 zu analogen Signalen umgewandelt. Die resultierenden Signale treiben die entsprechenden Leistungsverstärker und Kraftregler 50, welche die Ströme der Linearmotoren 7 durch analoge Rückführungen regeln. Die Leistungsverstärker 50 sind pulsbreitenmoduliert. Der Kabinenrahmen 4 wird nun von den resultierenden Kräften so beeinflusst, dass die zwei Regelziele erreicht werden. Sollte der jeweilige Kraftsollwert (bei störungsfreier Fahrt) den Wert Null annehmen, so übt der zugeordnete Aktuator keine Kräfte aus.

Using a linear transformation T ^T _AK , the setpoints from controller I are transformed into the actuator coordinate systems.

• The measurements from the position sensors 10 in the x _k direction and in the y _k direction. The measured signals are transmitted by the analog signal processing unit 56 and sampled by analog / digital converter channels 55. Since these measurements are available in the position sensor coordinate system, they must be transformed into the cabin coordinate system. A linear transformation T _{KP is} used for this. This transformation provides five position signals as an output. To obtain the position error signals, each of these signals is subtracted from zero. Two translatory (x ^E _K and y ^E _K ) and three rotatory position _{error signals} (ϕ ^E _Kx , ϕ ^E _Xy and ϕ ^E _Kz ) are _thus obtained.
• A robust multi-size controller II reacts to the five position errors in accordance with the concept mentioned above and provides the following setpoints as an output for correcting the elevator setting:
  • The force setpoint F ^P _xs for the displacement in the x _k direction.
  • The torque setpoint M ^P _ys for the rotation around the y _k axis.
  • The force setpoint F ^P _ys for the displacement in the y _k direction.
  • The torque setpoint M ^P _xs for the rotation around the x _k axis.
  • The torque setpoint M ^P _zs for the rotation around the z _K axis.
  • Using the linear transformation T ^P _AK , the setpoints from the controller II are transformed into the actuator coordinate system. The difference between the two linear transformations T ^T _AK and T ^P _AK is that the force setpoints of the linear motors 6 resulting from the second transformation in the x _k direction only cause pressure forces on the rails 3. This is achieved by simultaneously actuating a single actuator in the xk direction at the bottom and a single actuator in the x _k direction at the top by controller II. This ensures that none of the four rollers 9 loses contact with the guide rails 3 in the x _k direction. In the case of the first transformation, this is not possible because it requires far less force than the second transformation.
  • The corresponding outputs from the two transformations T ^T _AK and T ^P _AK are added together in order to calculate the force setpoints for each of the eight linear motors 7.
  • The force setpoints are converted by the digital / analog converter channels 63 to analog signals. The resulting signals drive the corresponding power amplifiers and force regulators 50, which regulate the currents of the linear motors 7 by means of analog feedback. The power amplifiers 50 are pulse width modulated. The cabin frame 4 is now influenced by the resulting forces so that the two control goals are achieved. If the respective force setpoint (when driving smoothly) assumes the value zero, the assigned actuator does not exert any forces.

The execution of all linear transformations as well as the The controller algorithm is calculated by the digital Signal processor 61 performed every sampling period.

Claims (10)

1. Equipment for the reduction of oscillations of a lift cage (1), which is guided at rails (3) and displays guide elements (21), which are connected with it to be movable between abutments (38, 39), wherein oscillations arising transversely to the direction of travel are measured by inertia sensors (11) mounted at the cage (1) and used for the regulation of at least one actuator (6), which is arranged between the cage (1) and the guide elements (21) and operates simultaneously with the arising oscillations and oppositely to the direction of the oscillations, characterised thereby that the or each actuator (6) is equipped with a respective linear motor (7), wherein the stationary motor part (16) is fastened at the frame of the cage (1) and the movable motor part (17) is fastened at the guide elements (21).
2. Equipment according to claim 1, characterised thereby that the movable motor part (17) is a magnet.
3. Equipment according to claim 1 or 2, characterised thereby that a roller lever, at which the movable motor part (17) is fastened, serves as guide element (21).
4. Equipment according to claim 1 or 2, characterised thereby that a roller lever, which is connected with the movable motor part (17) by way of a tension-compression member, serves as guide element (21).
5. Equipment according to one of the claims 1 to 4, characterised thereby that a low-friction guide (35) maintains an air gap (34) between the stationary motor part (16) and the movable motor part (17).
6. Equipment for the reduction of oscillations of a lift cage (1), which is guided at rails (3) and displays guide elements (21), which are connected with it to be movable between two abutments (38, 39), wherein oscillations arising transversely to the direction of travel are measured by inertia sensors (11) mounted at the cage (1) and used for the regulation of at least one actuator (6), which is arranged between the cage (1) and the guide elements (21) and operates simultaneously with the arising oscillations and oppositely to the direction of the oscillations, characterised thereby that the actuators (6) are equipped with rotary drives (43), wherein the movable motor part is fastened at the guide elements (21) by way of a crank (44) and a tension-compression member (45).
7. Equipment according to the classifying clause of the claim 6, characterised thereby that the actuators (6) are equipped with rotary drives (43), wherein the movable motor part is connected with the guide elements (21) by way of a cam plate (47) or by way of a flexible tension means (46).
8. Method according for the reduction of oscillations of a lift cage (1), which is guided at rails (3) and displays guide elements (21), which are connected with it to be movable between two abutments (38, 39), wherein oscillations arising transversely to the direction of travel are measured by inertia sensors (11) mounted at the cage (1) and used for the regulation of at least one actuator (6), which is arranged between the cage (1) and the guide elements (21) and operates simultaneously with the arising oscillations and oppositely to the direction of the oscillations, characterised thereby that the actuators (6) are equipped with regulated linear motors (7) or regulated rotary drives (43), wherein the regulation takes place through the outputs, which are combined into one force target value, of two regulators, a rapid acceleration return movement and a slow position return movement.
9. Method according to claim 8, characterised by a return movement to the guide elements (21), which reacts to the measured oscillation travels or their time derivatives in order to minimise the actual oscillations of the cage (1) and characterised thereby that a midposition is defined for the guide elements (21) relative to their end settings (38, 39) and that, in the case of noticeable deviations therefrom, they are guided back slowly into this position by the actuators (6).
10. Method according to one of the preceding claims, characterised thereby that the rapid acceleration return movement and the slow position return movement are realised by two regulating loops with a regulator (I) and a regulator (II), which belong to a regulating part implemented as a computing program in a preferably digital signal processor (61).

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