EP1547956A1 - Dispositif et méthode pour la réduction des vibrations d'une cage d'ascenseur - Google Patents

Dispositif et méthode pour la réduction des vibrations d'une cage d'ascenseur Download PDF

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Publication number
EP1547956A1
EP1547956A1 EP04029143A EP04029143A EP1547956A1 EP 1547956 A1 EP1547956 A1 EP 1547956A1 EP 04029143 A EP04029143 A EP 04029143A EP 04029143 A EP04029143 A EP 04029143A EP 1547956 A1 EP1547956 A1 EP 1547956A1
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EP
European Patent Office
Prior art keywords
controller
elevator car
actuator
output signal
control device
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
EP04029143A
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German (de)
English (en)
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EP1547956B1 (fr
Inventor
Josef Husmann
Elena Cortona
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Inventio AG
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Inventio AG
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Publication date
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Priority to EP20040029143 priority Critical patent/EP1547956B1/fr
Publication of EP1547956A1 publication Critical patent/EP1547956A1/fr
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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
    • 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 present invention relates to a device and a method for Reduction of vibrations on a guided on rails elevator car.
  • While driving an elevator car in a lift shaft can different forces on the cabin body or a cabin body acting cab frame and stimulate the system to vibrate.
  • Cause of the vibrations are in particular unevenness in the Guide rails and caused by the wind forces, which the Cabin can cause, in the horizontal direction or to one of the two Horizontal axes or to swing easily about the vertical axis.
  • lateral Tensile forces transmitted by the traction cables or sudden ones Bearing changes of the load while driving can cause of Be transverse vibrations.
  • control systems which try the to counteract forces acting on the elevator car.
  • a system which a plurality of movable between two end positions connected to the elevator car Having guide elements, wherein transversely to the direction of travel occurring Detects vibrations from several mounted on the cabin sensors and to Control of multiple actuators used between the cab and the Guiding elements are arranged.
  • the actuators are thereby using a Control device controlled such that they are opposite to the occurring Working forces and thus suppress vibrations as effectively as possible.
  • Another typical property of the above-mentioned methods of active Vibration damping is further that of the position of the elevator car regulating position controller has a predominantly integrating behavior. This has to Result that with constant control deviation the output signal of the controller with the Time is getting bigger. Now the above-mentioned method of limitation used the control signal, the effect may occur that the output signal of the Position controller is getting bigger, as long as still a relatively large Control deviation exists. If the control deviation then becomes smaller again, it takes too long until the control signal has reached the desired value again.
  • the present invention is accordingly the object of the to avoid the disadvantages mentioned here.
  • the object is achieved by a device for reducing vibrations of one Rail guided elevator car according to claim 1 or by a method solved according to claim 8.
  • the solution according to the invention is the difference between the Output signal of the controller and the limited, that is actually to the Actuators forwarded signal as an additional input to the controller attributed, wherein the controller is designed such that the recirculated Difference remains as low as possible.
  • the measure according to the invention also known as anti-reset windup (ARW) is designated, it allows the not visible to the outside state variables of Regulator to change so that the difference between the actual output of the controller and the forwarded to the actuators limited output signal remains as low as possible. This ensures that the controller responds very quickly to changes in the system, especially in situations in which the position error decreases again.
  • ARW anti-reset windup
  • the return branch via which the difference signal to the controller is returned, a time delay block, the difference signal Delayed transmitted to the controller.
  • a time delay block the difference signal Delayed transmitted to the controller.
  • the controller operates time discretely, the time delay block the Difference signal then delayed by one sampling period back to the controller transmitted.
  • the maximum value to which the limiting unit outputs the value output by the controller Output signal limited, can in turn be switched dependent on temperature
  • the device for this purpose has a temperature sensor, the temperature the actuators captured or a mathematical model that the temperature is due the currents, the ambient temperature and the dissipation behavior of the Actuators, calculated.
  • the control device is preferably designed in two parts and has on the one hand a position controller, which controls the actuators such that the Guide elements against the rails occupy a predetermined position, and an acceleration controller, which controls the actuators such that on the elevator car vibrations are suppressed on.
  • the signals of the position controller and the acceleration controller are added here and then supplied as a sum to the actuators.
  • the above-mentioned limiting unit with the Return branch provided only for the position controller.
  • the control behavior of the system for Vibration damping can be significantly optimized, while still ensured is that the actuators do not overheat. The reliability of the system remains therefore unchanged guaranteed.
  • the car shown in Figure 1 and generally provided with the reference numeral 1 is divided into a cabin body 2 and a car frame 3.
  • a cabin body 2 is mounted in the frame 3 by means of several rubber springs 4, which are intended for the isolation of structure-borne noise.
  • These rubber springs 4 are relatively stiff designed to the occurrence of low-frequency vibrations to suppress.
  • the car 1 is by means of four roller guides 5 at the two Guide rails 15 which are in a (not shown) elevator shaft are arranged.
  • the four roller guides 5 are usually identical constructed and mounted laterally below and above the cab frame 3. she each have a stand, mounted on the three guide rollers 6 are, two lateral and one middle role.
  • the guide rollers 6 are each movably supported by means of a lever 7 and are on a spring 8 on the Guide rails 15 pressed.
  • the lever 7 of the two lateral guide rollers 6 are further connected via a pull rod 9, so that they themselves move in sync with each other.
  • Per roller guide 5 two electric actuators 10 are provided, each exert a force on the lever 7, which acts parallel to the associated springs 8.
  • a first actuator 10 moves the central lever 7 with the associated middle guide roller 6, whereas the second actuator 10, the two lateral lever 7 moves with the associated lateral guide rollers 6. about the actuators 10 thus the position of the lever 7 and the rollers 6 and thus the position of the elevator car 1 with respect to the guide rails 15 influenced.
  • the various shifts or rotations in the five degrees of freedom are each on a different storage of the elevator car 1 to the four roller guides 5 due in the X and / or Y direction.
  • two position sensors 11 are initially per roller guide 5 provided, a first sensor for detecting the position of the central lever 7 with the associated guide roller 6 and a second sensor for detecting the position of two lateral lever 7 with the associated lateral guide rollers.
  • each roller guide 5 with two horizontally aligned Acceleration sensors 12 equipped, one of which accelerations in Displacement direction of the middle guide roller 6 and the second Accelerations perpendicular to it in the direction of displacement of the two lateral Guide rollers 6 detected.
  • the measuring signals of the sensors 11 and 12 provide information about the current position of the elevator car 1 with respect to the two Guide rails 15 and also inform about whether the cabin body 1 current accelerations, which can lead to vibrations.
  • a rotational movement sensor 13 is provided, the rotation angle of a him associated guide roller 6 measures.
  • the about this rotary motion sensor 13th The measured values obtained provide information about the travel path of the car as well as about their current driving speed in vertical, ie in the Z direction.
  • One on the Ceiling of the cab body 2 attached controller 14 finally processes the from the sensors 11 and 12 transmitted signals and controls the evaluation of the Sensor signals by means of a power section, the electric actuators 10 of the four Roller guides 5 to the accelerations and vibrations in a suitable Counteract way.
  • FIGS. 2 and 3 show the signal flow diagram of the system according to the invention for active vibration damping.
  • the basic structure according to FIG. 2 corresponds essentially to the method, as it also in the EP 0 731 051 B1 is used.
  • the signals shown are as To understand vector signals which comprise a plurality of signals of the same kind.
  • the Control device is a so-called MIMO (multi-input multi-output) controller configured, based on several input signals, several control signals for determines the located on the roller guides actuators.
  • MIMO multi-input multi-output
  • the controller 19 is composed, as already mentioned, of two controllers, a position controller (K p ) 20 and an acceleration controller (K a ) 21.
  • the reason for using two separate controllers is that a target of the controller 19 is cabin vibrations in the high frequency range (between 0.9 and 15 Hz, and preferably between 0.9 and 5 Hz) without the controlled elevator outside this frequency range behaving worse than the unregulated.
  • the control device 19 must ensure that the setting of the cabin frame 3 with respect to the guide rails 15 is controlled so that at any time a sufficient Dämpfungsweg is available to the rollers. This is particularly important when the car 1 is loaded asymmetrically.
  • the position controller 20 takes into account only the measured values the position sensors 11 and is accordingly for the maintenance of the Leading games of the cabin 1 responsible.
  • the acceleration controller 21 processes the measured values of the acceleration sensors 12 and is responsible for the Suppression of vibrations required.
  • the setpoints or set values of both Regulator 20 and 21 are added in the summation block 23 and as a common actuating signal supplied to the actuators 10.
  • the solution to avoiding the above-mentioned conflict between the two Regulators 20 and 21 is based on the circumstance that for an imbalance of Cabin 1 responsible forces (a non-symmetrical loading of the cabin, a large lateral cable force and the like) change much more slowly than the other sources of interference that cause the cabin vibrations. in this connection These are mainly rail unevenness or air disturbances.
  • the Amplification changes in the frequency domain are always continuous, that is: there are no fixed limits. At a certain frequency both controllers have 20 and 21 the same amount of influence.
  • the acceleration controller 21 acts stronger, underneath, the position regulator 20 acts more strongly.
  • control device 19 By the subdivision of the control device 19 in a position control loop as well An acceleration control loop can thus both be mentioned above To be tracked. Another advantage of the subdivision is further in that the controllers 20 and 21 contain no non-linearities. Otherwise, would be a stability analysis and thus a corresponding configuration of the two Controller difficult.
  • the output signal F P of the position controller 20 is initially supplied to a limiting unit 22, which limits the signal to a maximum amount F max .
  • the maximum size F max of the limiting unit 22 is dependent on the thermal load capacity of the electric actuators 10 and thus on their current temperature T act .
  • temperature sensors are attached to the actuators (not shown in FIG. 1), which transmit a corresponding signal to the control unit 19, which then supplies the limiting unit 22 with the corresponding maximum value F max (T act ).
  • the temperature T act can be determined by a mathematical model. This takes into account the currents at the actuators 10, the ambient temperature and the dissipation behavior of the actuators 10.
  • the extension according to the invention consists in the fact that now a return path is provided, via which the position controller 20, a further input signal is supplied.
  • This further input signal is the difference between the output signal F P of the controller 20 and the limited output signal F Pl output by the limiting unit 22. Both values are fed to a summation block 24, which forms the difference e F k .
  • the error signal determined in this way is then fed to a time delay block (z -1 ) 25, which returns the signal as an input signal e K k-1 to the position controller 20 with a time delay, preferably by one sampling period of the time-discretely operating regulating device 19.
  • the time delay of this error signal is required so that no closed algebraic loop is formed in the control system.
  • the position controller 20 thus receives now in addition to the error signal e p with respect to the position of the car 1 also another input signal e F k-1 in the form of the difference signal between the output signal F P and the limited output signal F Pl .
  • the controller 20 is designed in such a way that the difference signal e F k remains as small as possible.
  • the output signal F P of the position controller 20 should thus be limited only slightly by the limiting unit 22. This ensures that in the event that the position error signal e p again assumes a smaller value after a temporary period with higher deviations, the controller can react as promptly as possible to the new situation. This is now possible since the effect can no longer occur that the output signal of the controller 20 drifts significantly above the maximum value F max of the limiting unit 22.
  • the implementation of the feedback branch into the controller is achieved by extending the position controller 20 by a so-called Anti-Reset Windup (ARW) algorithm.
  • This algorithm alters the internal state variables x of the position controller 20 such that the difference signal e F k remains as small as possible in the desired manner.
  • a so-called ARW matrix B ARW is extended, resulting in the following system of equations describing the behavior of the system to be controlled:
  • the calculation of the ARW matrix then takes place in the design of the controller with the so-called H ⁇ method.
  • H ⁇ method This is a - for example from the publication "Robust Control" by Hans P. Geering, IMRT-Press, Institute for Measurement and Control Control technology of the Swiss Federal Institute of Technology Zurich - known Method by which a controller with knowledge of the behavior of the system to be controlled can be designed, the main advantage of this method being that it can be automated as far as possible. In the present case with the Extended loop then additional information is used otherwise remain unused.
  • the application of the H ⁇ method and the For example, calculation of the ARW matrix is also from U. Christen: Engineering Aspects of H ⁇ Control, Diss. ETH No. 11433 (1996).
  • the controller achieved by means of the invention Extension even in the event that the position error signal for a longer Period assumes a higher value, quickly the desired new control value, as soon as the position error signal falls back to a lower value. simultaneously however, it is ensured that the control signal of the controller, the predetermined Does not exceed maximum values and thus the actuators do not run the risk of to be damaged due to excessive thermal stress.

Landscapes

  • Elevator Control (AREA)
  • Cage And Drive Apparatuses For Elevators (AREA)
EP20040029143 2003-12-22 2004-12-09 Dispositif et méthode pour la réduction des vibrations d'un cage d'ascenseur Expired - Fee Related EP1547956B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP20040029143 EP1547956B1 (fr) 2003-12-22 2004-12-09 Dispositif et méthode pour la réduction des vibrations d'un cage d'ascenseur

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
EP03405917 2003-12-22
EP03405917 2003-12-22
EP20040029143 EP1547956B1 (fr) 2003-12-22 2004-12-09 Dispositif et méthode pour la réduction des vibrations d'un cage d'ascenseur

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EP1547956A1 true EP1547956A1 (fr) 2005-06-29
EP1547956B1 EP1547956B1 (fr) 2007-09-05

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US10532908B2 (en) 2015-12-04 2020-01-14 Otis Elevator Company Thrust and moment control system for controlling linear motor alignment in an elevator system

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5304751A (en) * 1991-07-16 1994-04-19 Otis Elevator Company Elevator horizontal suspensions and controls
US5896949A (en) * 1995-03-10 1999-04-27 Inventio Ag Apparatus and method for the damping of oscillations in an elevator car
US20010037916A1 (en) * 2000-03-16 2001-11-08 Mimpei Morishita Elevator guidance device
EP1262439A2 (fr) * 2001-05-31 2002-12-04 Mitsubishi Denki Kabushiki Kaisha Appareil pour l'amortissement des vibrations pour un système d'ascenseur

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5304751A (en) * 1991-07-16 1994-04-19 Otis Elevator Company Elevator horizontal suspensions and controls
US5896949A (en) * 1995-03-10 1999-04-27 Inventio Ag Apparatus and method for the damping of oscillations in an elevator car
US20010037916A1 (en) * 2000-03-16 2001-11-08 Mimpei Morishita Elevator guidance device
EP1262439A2 (fr) * 2001-05-31 2002-12-04 Mitsubishi Denki Kabushiki Kaisha Appareil pour l'amortissement des vibrations pour un système d'ascenseur

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