KR100187289B1 - Elevator active suspension system - Google Patents

Abstract

The present invention discloses a method and apparatus for actively inhibiting a disturbing force acting horizontally on a platform moving vertically in a hatch. Signs of disturbance force, such as acceleration, are detected and inhibited, for example, by effectively providing the platform with weight in proportion to the magnitude of the sensed signal. The frequency of the detection signal may be selected as a coefficient. The present invention can also prevent rotational disturbances or horizontal components or signs thereby. The invention can be achieved by using an electromagnetic actuator that operates the platform in response to a control signal from the control means responsive to the sense signal. The invention can be used effectively to stop the platform relative to the hatch before moving the passenger, regardless of the actuator selected. The control means may be analog, digital or a combination of both. In a preferred analog-digital scheme, the digital side responds to the accelerometer signal and the analog side provides a position feedback signal in response to the force command signal from the digital side. In a preferred embodiment, four field actuators are located near the bottom of the platform. Each actuator can operate along a line that intersects the car's wall at 45 degrees. Embodiments of a single axis are also disclosed herein. Also disclosed herein are multiple-bladed rails.

Description

Elevator car stabilization device

1 is a block diagram of an active control system for an elevator car or cap according to the present invention.

2 shows a coordinate system and an elevator car or cap

FIG. 3 shows the coordinate system of FIG. 2 in more detail.

4-7 illustrate various multi-blade active rail configurations in accordance with the present invention.

8 shows an active rail configuration of the prior art.

9 to 13 illustrate various multiple blade type active rail configurations according to the present invention.

FIG. 14A is a side plan view of the pendulum car shown in FIG. 14B.

FIG. 14B is a side view of the pendulum of FIG. 14A showing an active suspension in accordance with the present invention. FIG.

Figure 14C shows a novel actuator device (similarly installed on the top of the cap) using only four electromagnets on the ground and the bottom of the frame of the suspension or support cap according to the invention, which is itself a rope. Plan view from the bottom of the elevator cap including the five angles of the free platform suspended or blocked from the frame suspended or mounted on the piston

FIG. 14D is another view similar to FIG. 14C, which is a group of electromagnetic actuators located on the ground of the suspension or support cap and on the bottom of the car frame, except for using six electromagnets.

15 is a plan view of the bottom (similar top view) of an elevator car platform with active control using a V or triangular rail according to the invention.

FIG. 16 shows a signal processor that can be used as the means 20 to be shown in FIG. 1 to determine the magnitude of the response required to resist disturbance.

FIG. 17 illustrates a series of steps that may be performed by the processor or equivalent thereof of FIG. 16 in determining the magnitude of the response required to resist disturbance.

FIG. 18 shows a mathematical overview of a preferred control scheme for performing active control of FIG. 1 with an inner loop with acceleration feedback and a continuous outer loop with position and acceleration feedback.

FIG. 19 shows specific means for performing schematic control of FIG. 18 for the control of FIG. 14C where fast analog control is used for the inner loop and relatively slow but more accurate digital control is used for the outer loop.

FIG. 20 shows the analog control of FIG. 19 in more detail.

21 shows a power controller.

FIG. 22 shows a call board for gating SCRs in the power controller of FIG.

23 is an enlarged view of the concept of nonlinearity and offset.

24 is a reduced block diagram illustrating the theory of operation of FIG. 18;

25 shows a further reduced model valid at all frequencies except the lowest frequency.

26 is a graph of current versus air gap

27 is a graph of power versus air gap

28 is a graph of time constant versus air gap

FIG. 29 shows a pair of coils for use with the core of FIG. 30. FIG.

FIG. 30 illustrates a stacked core for use with the coil of FIG. 29. FIG.

FIG. 31 shows a single axis lateral vibration stabilization system that may be used in the actuator device of FIG. 14D.

FIG. 32 illustrates the force synthesis technique employed in the system of FIG. 31. FIG.

FIG. 33 shows a negative rectifier and inverter as used in the system of FIG. 31. FIG.

FIG. 34 shows a positive rectifier inverter as used in the system of FIG. 31. FIG.

35 illustrates an FC-controlled clamp circuit as used in the system of FIG.

36A is another system unit block diagram specifically specifying an active suspension device for a particular pendulum cap (shown in US Pat. No. 4,899,852) in accordance with the present invention.

FIG. 36B shows a quantitative indication of the design requirement of the overall loop gain for a particular pendulum cap (eg, shown in US Pat. No. 4,899,852) according to the present invention.

37A and 37B show the phase angle and open loop gain of the product L (s) of C (s) and G (s) of FIG. 36A.

38A and 38B are diagrams showing feedback compensator gain and phase angle for a feature pendulum cap design according to the present invention.

39 to 41 summarize the results of simulation studies of an active suspension device using the compensators of FIGS. 36A and 36B, 37A and 37B, and 38A and 38B according to the present invention.

FIG. 42 illustrates digital control that may be used to implement the control of FIG. 36A.

FIG. 43 illustrates a series of steps that may be performed by the processor of FIG. 42. FIG.

FIG. 44 shows test results for evaluating the effectiveness of the active system of FIG. 36A in mitigating direct car power, showing the ratio of sinusoidal input force to measured car acceleration over the sweep frequency. FIG.

45 shows a comparison of the predicted time response (via simulation) and the response obtained for direct pendulum cap mitigation.

46 shows the response of the pendulum cap device to rail irregularities as simulated on a test bed with rotational imbalance.

FIG. 47 shows in detail a circuit for controlling one of the electromagnets of FIG. 14D in response to a force command signal 106 from a signal processor, as shown in FIG.

FIG. 48 shows preferred means of carrying out the preferred control scheme of FIG.

49 is a view of a three wheel active guide according to the present invention.

FIG. 50 shows a solenoid operated wheel for use in an active device such as FIG. 49. FIG.

Figure 51 shows the steps that can be carried out using an actuator to stabilize a suspension or supported platform in steel according to the invention.

52 is an end cross-sectional view of a standard established T-shaped section guide rail showing interfacing with a standard three wheel of the prior art.

53 is an end cross-sectional view of a Y-shaped section guide rail used as an exemplary embodiment of the present invention showing interfacing with a standard three wheel of the prior art.

FIG. 54 is an end sectional view of the Y-shaped section guide rail of FIG. 52 with two electromagnetic actuators

55A shows a prior art T-shaped guide rail

55B shows a Y-shaped guide rail of the present invention.

Figure 55C defines two element shapes and sizes of two shapes compared at the top along two related tables, the lower section of the prior art T-shaped guide rails of FIG. 55A showing the list of defining characters used in the table. Detailed comparison chart including Tables 1 and 2 comparing the properties of the Y-shaped guide rail according to the invention in FIG. 55B

56 is a perspective view of a guide roller cluster according to the present invention.

57 is a side view of the guide roller showing details of the side roller adjusting mechanism of the secondary suspension.

FIG. 58 is a schematic exploded view of the front and rear roller adjustment crank to which the spring of FIG. 59 is connected

FIG. 59 is a plan view of a plate spiral spring used in a front and rear guide to attenuate and adjust the front and back rollers in a cluster

60 is a front view of the front and rear guide rollers of the cluster

FIG. 61 is a partial cross-sectional view of the guide of FIG. 59 showing the placement of the magnet of the relatively small force actuator and one of the rollers of the guide rail cluster of the guide

62 shows a gap sensor.

FIG. 63 shows a flux sensor that can be used for the acceleration loop of FIG.

64 is a side view of an electromagnet core

65 is a plan view of the core of FIG. 64 with a coil of dashed line

FIG. 66 is a schematic block diagram of a steering circuit which can be used for front and rear control of a guide on both sides of a rail blade, controlling two active guides located on both sides of an elevator car for side control.

FIG. 67 provides, for example, a composite response in which the force command for the right active guide of FIG. 66 is biased in the positive direction, and the force command for the left guide is biased in the negative direction to avoid abrupt switching between these pairs. Diagram showing a biasing technique for controlling a pair of electromagnets

68 is a detailed view of the discrete signal processor of FIG. 66.

FIG. 69 shows the control plan for a pair of active guides as shown in FIG. 66 which includes control of both small and large actuators and includes steering for large actuators.

FIG. 70 shows certain parameters indicated in the control plan of FIG. 69

FIG. 71 shows the response of a single position transducer in relation to each one position transducer, for example as shown in FIG.

FIG. 72 shows two transducers synthesized as can appear on line 698 of FIG.

* Explanation of symbols for main parts of the drawings

10 passenger platform 12 jersey or suspension means

16 sensor 24 actuator

TECHNICAL FIELD The present invention relates to elevators and, in particular, to improved ride quality.

Conventional elevator system suspensions will be characterized by the mechanical properties of the three main elevator elements: the car element, the supporting frame and the guide element connecting the guide rails. Can be. Typically, the elevator car platform is attached to a support frame with hard rubber pads. In addition, the frame runs along the guide rails and is supported by spring wheels or sliding gibs, which are held by rigid springs at four attachment points.

In such a conventional elevator system, the movement of the car platform is affected by the force acting directly on the car, for example by the movement of passengers or by reactive forces caused by wind power, in particular the guide rail irregularity example. For example, it is affected by forces acting indirectly by butt joint misalignments or shaking due to stabilization of the building. These typical elevator suspension systems can be classified as passive in that no energy is provided to the suspension device to resist direct or rail inductive forces. For such passive systems, there is a unique approach to ride quality. Rigid transfer elements mitigate the effects of direct car force, while compliant (low strength) transfer elements mitigate the effects of guide rail irregularities.

US Pat. No. 4,899,852 to Salmon et al. Discloses a passive suspension configuration with a mechanically compliant attachment between the car platform and the frame. Mechanically flexible attachment is realized by suspending the car platform into long steel rods from the frame. This elevator configuration, hereinafter referred to as a pendulum car, is a passive design that mitigates the effects of rail irregularities to the maximum but increases the sensitivity to direct car power.

The non-pendulum cab disclosed in US Pat. No. 4,754,849 by Hiroshi Ando describes an electromagnet, which is in a control system using opposing forces from the electromagnet. Is positioned symmetrically with respect to the guide rail outside the car, instead of using the rail as a reference line, instead of using a cable connected between the top and bottom of the hatch, while using the rail as the required ferromagnetic mass to maintain the car stability. The position of the car relative to the cable is controlled by using a detector in a closed loop control system. There is a serious problem here whether such a cable can be successfully used as a reliable straight guide, especially in large buildings.

Another non-pendulum cap disclosed in US Pat. No. 4,750,590 by Matti Otala describes an open loop control system, which provides guide rails for storage in computer memory. It is equipped with solenoid actuated guide shoes using the concept of detecting the position of the car in the hatch and correcting the guide rail contact position in order to remember the deviation from linearity and recall the corresponding information from the memory. Doing. Acceleration sensors are described in claim 6, but do not appear for purposes other than those disclosed in the specification or drawings for that purpose. This acceleration signal can be expected to be necessary to determine the desired data point to read from the memory, as proposed in claim 2. Otala's approach deviates from straightness before correction is performed, and there is a problem that the accuracy with which the stored information corresponds to the actual position of the car is changed.

An installation device for a pendulum-shaped or hung cap is disclosed in US Pat. No. 4,113,064 by Shigeta et al., Wherein the cap is internal from the top of the outer cage by a number of rods connected to the bottom. Suspended in. A plurality of stabilizing stoppers is inserted between the bottom of the suspended cap and the bottom of the car frame. Each stopper includes a cylinder that extends below the bottom of a suspended cap that encloses a rubber torus, which is positioned on a vertical rod extending from the bottom of the car frame. Due to the gap between the cylinder and the suspended cap, the suspended cap is movable but does not hit the car frame. Implementations involving bolsters with ball bearings allow movement in the horizontal plane direction.

Another solution is disclosed in U.S. Patent No. 4,660,682 by Luinstra et al., Wherein the follower is arranged to rotate or slide on the rail in such a way that the suspended cap can move in a predetermined horizontal direction with respect to the car frame. The pair of parallel rails with followers is arranged horizontally in parallelogram between the suspension cap and the car frame.

Both of the latter pendulum or supported cap schemes include passive limiting schemes in the case of inherent reaction movements rather than inherently active movements.

Active suspension systems are well known in the automotive art. In particular, so-called tunable shock absorbers are used with tunable impedances. Such an absorber comprises, from the system's point of view, a relative displacement devlce consisting of a rigid mechanical impedance parallel to the damper (defined as frequency according to the deflection ratio over the applied force). Stiffness and damping elements are adjusted during different conditions. For example, during the cornering mode, the selected shock absorber is required to increase in intensity as sensed by the accelerometer. Similarly, during brake operation, the frontal impact is further enhanced. This is done in software by sensing the displacement of the car relative to the frame and commanding the desired displacement. If the stiffness and damping are simply adjusted, their properties change; That is, as the mechanical impedance of the shock protector increases, the car becomes more sensitive to bumpy roads. Also, as it decreases, the car becomes more sensitive to direct forces than ruggedness.

In the present study on improved ride quality for an elevator, the frequency of direct force and the frequencies of disturbances caused by rail unevenness in the pendulum cap are compared, so that at least for the pendulum cap, the critical region is 2 Found between 10 Hz and 10 Hz, this area did not meet both the need to reduce mechanical impedance to eliminate rail inhomogeneities and to increase mechanical impedance to mitigate direct forces. At least this problem with the pendulum cap significantly limits the effectiveness of the tunable impedance active suspension scheme used in automobiles.

Some specific examples of related active suspension systems are as follows.

United States Patent No. 4,809,179 to Klinger et al.

The document described by Klinger et al. Discloses an acceleration sensor 26 which sequentially provides signals to a microprocessor, which allows the processor to control an actuator for the motor vehicle suspension unit.

United States Patent 4,892,328 by Kurtzman et al.

The document described by Kurzmann et al. Discloses an active suspension system for controlling the orientation of the chassis of the motor vehicle relative to the frame.

2 shows an accelerometer feedback signal between the strut control processor 20 and the strut assembly 10, which is arranged between each wheel 14 and the chassis 12, i.e., the frame 12 of the motor vehicle. It is connected.

United States Patent No. 4,621,833 by Soltis

The literature described by Soltis discloses an acceleration sensor of FIG. 2 which provides a signal to a suspension control module of a multistable suspension unit.

United States Patent No. 3,939,778 to Loss et al.

The document described by Ross et al. Discloses a lateral accelerometer 40 'of FIG. 6, showing an interconnecting element insertable to the Z-Z' input of FIG. 4 to include lateral stability. Also shown in FIG. 4 is an electromagnetic side frame 1 and a ferromagnetic side frame 2 as part of a block diagram of a fully electrical control system comprising an active suspension of a railway truck shown in FIG. have.

United States Patent No. 4,625,933 by William et al.

The literature described by William et al. Describes control signals that can be altered by signals indicative of vehicle speed and lateral and longitudinal axis accelerations.

US Patent No. 3,871,301 to Kolm et al.

The literature described by Comb et al. Discloses active attenuation of vibrations of magnetically suspended carriers comprising inertial and position sensors on the carriers.

United States Patent No. 4,770,438 to Sugasawa et al.

Literature described by Suzawa et al. Discloses a vehicle suspension control system having a vibration sensor for detecting road surface conditions and resistance conditions.

United States Patent No. 4,215,403 by Pollard et al.

The literature described by Polald et al. Describes active suspensions for vehicles in which accelerometers are used.

United States Patent No. 4,99,535 to Clark et al.

The literature described by Clark et al. Describes an active suspension system between the body of the vehicle and the wheels. High gain closed positional velocity servoloops are also disclosed.

United States Patent No. 4,898,257 by Brandstadter

The document described by the brand starter discloses a suspension system by active water-air action for heavy combat vehicles using vertical accelerometers 188a, 188b, 188c, 200, as shown in FIG.

NASA Tech Briefs. In July 1990 a Flux-Feedback Magnetic-Suspension Auctuator is disclosed, in which the magnetic flux density remains substantially constant, and the Hall-effect devices control the current flowing in the electromagnetic windings. The magnetic flux linking the suspended element to a substantially constant value is then used as a sensor for the electronic feedback circuit to independently maintain the change in the length of the gap. More information is disclosed in NASA TM-100672.

An object of the present invention is to improve the ride quality of an elevator.

As used herein, a cab is referred to as a passenger platform that is suspended or movably stopped within the outer frame. A car is used to represent a passenger platform that is difficult to move in a support frame or on another jersey platform, or to indicate a frame for a cap platform (eg, a car frame) that is possibly restrained or suspended. . According to the present invention, a medal, eg a suspension or support elevator car or alternatively, a medallin (jinjaka) or a cap which is impeded in a car frame which withstands the movement of moving the elevator hatch up and down is selected or another Control is made in relation to the selected parameter by an actuator in the Peruuf control in response to a sensor for sensing the relevant parameter. Such parameters are preferred for acceleration, but may also include position, velocity, acceleration, vibration, or other similar parameters.

Also in accordance with the present invention, the control drives the actuator with a frequency response designed to geographic the sense signal in response to the sensed signal to achieve a stable, high performance drift-free system.

Also in accordance with the invention, for at least the pendulum cap embodiment, the loop gain of the area where the car motion is to be minimized is greater than one. At high frequencies, the loop gain is rolled off to meet stability stiffness requirements. At low frequencies, the loop gain is washed out to reduce sensor noise and drift effects.

The elevator active suspension system disclosed herein provides a unique combination of sensors, controls, and actuators provided on one or more axes to minimize the effects of rail induced disturbances and direct force.

In raising and lowering the hatch, the elevator is subject to disturbances due to rail irregularities, and the rail unevenness has the same frequency magnitude as the disturbances generated by other forces, namely so-called direct forces. At least for the Jinzaka, unfortunately, unlike cars, the frequency magnitude of the rail guide disturbance is within the same range of frequencies that are satisfied at the same time as the disturbance generated by the direct force. Direct force can be most effectively prevented by high mechanical impedance, while rail irregularity can be effectively prevented by low mechanical impedance. In automobiles, there are well-defined modes for detecting acceleration and deceleration, such as cornering, which can be effectively prevented using tunable impedance as described above. In the scheme of the present invention, according to the present disclosure, a force is generated directly in response to the sensed acceleration, the recovery force of the pendulum only controlling the relative displacement between the car and the frame or hatch. This same approach is provided for active control of conventional elevator cars.

In addition, according to the present invention, actuators may be arranged to prevent horizontal translational forces acting on a car moving within the hatch for conventional car embodiments, or for special suspended (pendulum) or supported cap embodiments. The actuator may be arranged to prevent lateral forces acting between the suspended or supported caps moving within the carframe as a frame moving within the hatch. If such a concept is used in conventional car applications, it is not intended to limit the present invention, but only four active actuators are required near the bottom of the car and are arranged to operate two on each rail of the car. will be. Four conventional or manual guides can additionally be used near the top of the car. Such a device, for example, but not limited to, Charles Al. Certain V-shaped rails proposed in US Pat. No. 134,698 to Otis, which is patented January 7, 1873, may preferably be used. When this concept is used for pendulum or supported cap applications, similarly without limitation, a novel active actuator device is used on or near the bottom of the cap for operating the car frame, and also conventional for guiding the frame. It will require only four actuators using in rails.

In addition, according to the present invention, the actuator may be arranged to resist a rotational force acting approximately vertically on a car supported on or suspended from a conventional car or car frame in the hatch. Moreover, without limitation, if this concept is used to control a typical car in the hatch, only four actuators would be required using the same new rail shape for active control. When this concept is used for pendulum or supported cap applications, only four actuators are similarly required to use the new active actuator arrangement and conventional rails for guiding the frame without limitation.

In addition, according to the present invention, the actuator may be arranged to resist rotational forces acting on a conventional car, or on or suspended from a frame, about one or more axes of the horizontal plane. This axis is not required, but can be defined to control as a rectangular axis in the horizontal plane and can be parallel to the hatch wall. In such cases, multiple actuators can be used for both the top and bottom of the car, where the ones in the ceiling control the horizontal acceleration in the roof and the ones in the bottom control the horizontal acceleration in the floor. The rotation is handled automatically by independently controlling the horizontal acceleration in the bottom and bottom. If the four actuator schemes described above are implemented for a non- pendulum car (with respect to the control of horizontal translation and vertical rotation), it is not required to use the new rail form for active control (four on the top and one on the bottom). Only eight actuators may be used. Similarly, if this concept is implemented for a pendulum or frame-supported cap (with respect to horizontal translation and vertical rotation), although not required, only eight using four at the top and four at the bottom Only actuators can be used.

In addition, according to the invention, the actuator may be in electromagnetic form.

Furthermore, according to the invention, the actuator may be electromechanical, for example solenoid actuated wheels.

Also in accordance with the present invention, the preferred embodiment uses four electromagnetic actuators operating along each axis, the shaft being arranged to distribute the force at 45 ° to the hatch wall, for example the hatch rail type wall, with a suspended cap. The embodiment is arranged by distributing forces along an axis at 45 ° to the plane of the suspended or supported cap wall.

The present invention teaches, among other things, that an accelerometer is most advantageously used in a closed loop to actively control an elevator cap or car instead of position. In addition, 12 magnets of Ando can be replaced with fewer actuators to control the horizontal translation of the elevator car relative to the car guided by the rails mounted on the hatch wall. According to a preferred embodiment of the present invention, four actuators are sufficient to control such translational forces in the horizontal plane. Moreover, as another teaching, the same four actuators can be used to control the rotational force about the vertical. For non- pendulum cap embodiments, although conventional types of rails may be used in the relief configuration, new rail configurations may be preferably provided for active systems based on acceleration feedback, and may be used to control translational forces in the horizontal plane. Can be arranged. Moreover, as another teaching, the same actuator can be used to control the rotational force about the vertical. In addition, the same teachings can be extended to apply to a cap suspended or supported within the carframe. In this case, similarly four or more well arranged actuators are sufficient to control the translational force in the horizontal plane. Similarly, the same actuator can also be used to control the rotational force about the vertical.

These approaches have the added advantage of greatly simplifying the design. Moreover, by using accelerometers, it is often easier to use cables with relief that can be subject to forces beyond straight lines due to many factors such as building fluctuations, expansion and contraction due to temperature changes, vibrations caused by air flow in the hatch, and other causes. It is not necessary. According to a preferred embodiment of the invention, this arrangement can be replaced by an accelerometer used to provide a signal indicative of the position of the closed loop control system.

Although the position control system based on the accelerometer output is a better solution, it is understood that drift is associated with the accelerometer, which is preferably corrected based on a slow adjustment loop to control the average car and cap position for a fixed reference. will be.

Accordingly, in accordance with the present invention, preferred embodiments of the present invention include a relatively high speed, simple analog control loop responsive to one or more relatively continuous accelerometers, and a more precise digital control loop responsive to position or acceleration sensors or both. .

Another feature of the present invention improves the bond strength to weight ratio of the guide rails without reducing their control properties. The present invention achieves this object by using a Y-shaped section rail in the position of a standard T-shaped guide rail.

This rail design can be controlled to the same size for the guided car with improved strength to weight ratio.

Guide rails of this nature of the present invention can interface similarly to three wheels attached to an elevator, the three wheels covering a surface similar to the T-shaped surface. That is, both sides of the two main bodies, however, instead of the plane disposed perpendicularly to the upper part of T, the installation surface passes through the Y-shaped legs forming the V-shape and passes through the upper side of the Y-shape.

Guide rails of this nature of the invention can be used to act as rails for active control. This may include two or three active control wheels or other actuators, such as magnets using an upright portion of T or a top of Y with ferromagnetic mass.

The Y-shape of the present invention has better section properties than the corresponding T-shape and has a significantly reduced weight. While maintaining the section properties, this saving in weight is obtained by dispersing the material on the Y-legs. The T section has more material concentrated near the centerline at the bottom of the blade. Thus, the completion moment of the section about the centerline is less dispersed.

In a Y-shaped multi-blade rail, the under blade material is distributed on the Y-shaped legs and further away from the centerline. They disperse more than the moments of inertia of the section about the centerline. As a result, the Y shape with the doyle section characteristic is lighter than the corresponding T shape.

Properly configured Y-shaped guide rails designed in accordance with the theory of this aspect of the present invention can be used in place of each T-shape currently used, for example by saving 10-20% in weight.

The Y-shaped rail of this aspect of the present invention offers the advantage of successfully inducing elevator cars with a reduced cost of material and loading.

Thus, the general purpose of this feature of the present invention includes in particular three wheels that provide or manufacture a guide rail more economically, or interface the elevator car to each guide rail without sacrificing the guide or control characteristics of the guide rail. Thus, other components of the car induction control subsystem can be preferably implemented without large redesign.

As mentioned above, the passive suppression used by Shigheta et al. And Ruinstra et al. Is not efficient in the present invention because the manual suppression does not actively cope with the undesirable translational forces dependent on the cap. This is because it does not flexibly provide the same passenger ride as provided by. In addition, manual suppression does not actively counter the undesirable rotational forces dependent on the cab, and thus similarly does not flexibly provide a ride for the same passenger as provided by the present invention.

Certainly passive suppression has not been taken into account and no kind of active approach on the rotating side other than vertical as discussed herein.

These and other objects, features, and advantages of the present invention will be more readily understood with reference to the following description of embodiments in an optimal manner as shown in the accompanying drawings.

In FIG. 1, the elevator car is suspended or supported by passenger platform means 12 for the cap. Cab as used herein refers to a passenger platform that is suspended or movable supported in an outer frame, and a car is also referred to as a passenger platform that is not movable in a frame or for a frame for a suspension or supported cab platform. Examples of where each term is used are: (i) a car suspended by a cable across a rotating rope pulley), (ii) a suspension by a cable, rod or rods in the car frame. Caps (pendulum), (iii) cars supported on movable platforms mounted on hydraulically driven pistons, (iv) caps supported on movable platforms in supported or suspended carframes, and the like. In all cases, the elevator car or car frame is raised and lowered along the elevator lift (not shown in Figure 1), and the elevator lift is guided by means such as a vertical rail (not shown) to be attached to the lift wall. do.

According to the present invention, one or more disturbances 14 (including air flow in the hoistway acting on the car or car frame, irregular riding disturbances transmitted to the car or cab as a result of the nonlinear condition of the rail section), etc. It may be sensed by a sensor 16 disposed in or on the platform 10. Sensor 16 typically senses the impact of disturbance 14 and provides a signal on line 18 that indicates the magnitude of the impact. The means 20 is responsive to the signal provided on line 18 to determine the magnitude of the response needed to eliminate the perceived effect of disturbance and to provide a signal on line 22, which signal is actuator 24. ) Is a command signal that causes the platform 10 to operate as indicated by an actuation signal on line 26. The actuator 24 may be disposed between the car or car frame without limitation, or between the car frame and the cap inner frame, and may classify the force therebetween in response to a control signal on the line 22.

Multiple sensors similar to the sensor 16 may be arranged to respond to one or more selected parameters representing translational and rotational movements in the car or cap, which are completely centered on a virtual vertical line passing through the center of the hoistway. Get off with a caught stop. Such a sensor may respond to any one or any number of selected parameters, such as the position of the car or cap in relation to the translational acceleration received by the hoistway, car or cap, and the like. According to a preferred embodiment of the present invention, acceleration is sensed. Such a sensor may provide one or more sensing signals to the means 20 or other similar means for automatic feedback control in accordance with the present invention, such that a closed loop is formed.

As mentioned above, one aspect of the preferred embodiment of the present invention is a control system that allows the vertical centerline of the elevator (or the vertical centerline of the elevator frame-suspension or frame jersey cap) to remain in line with the virtual fixed reference line on the center of the hoistway. In this case, the centerline of the suspended car or cap does not deviate from the hoistway reference centerline, or the car or cap with its own centerline coinciding with the fixed centerline does not rotate about the fixed centerline.

2 shows a car or cap mounted with accelerometers 16a, 16b and 16c, which detects horizontal acceleration clearly indicating a small horizontal translational motion causing a deviation of the centerline of the car or cap from the centerline of the hoistway, Without limiting one bar, there is shown an example of a sensor device that can also be used to sense acceleration that clearly represents the small rotational movement of a car or cap about a hoist centerline. Although not required, additional sets of similar sensors 16d, 16e, 16f may be located near the top of the car or cap. For example, by selecting one or more of the groups of actuators 24a, 24b, 24c, 24d, the force of the force is dependent on the desired match of the car or cap and the hatch centerline, if desired, about one or more axes in the horizontal plane or Keep it from rotating vertically. Preferred embodiments of the invention utilize two groups of actuators 24a and 24b, for example, in which each group of actuators comprises a pair of actuators. Thus, two groups of actuators are located close to both the upper and lower portions of the car or cap, but it will also be included in the present invention at any position or at any grouping, ie, at other positions. As mentioned above, the preferred embodiment only uses the actuator at the bottom. The actuator is shown separately from the elevator (providing an electromagnetic actuator using a contactless (air gap) form), but never excludes an actuator mechanically attached to the elevator.

The algebraic three-dimensional coordinate system 44 of FIG. 2 has an x-z plane in the figure, the origin of 2 is in the center of gravity of the car or cap, and the y axis is indicated in a unique direction perpendicular to the figure. The coordinate axis 44 of FIG. 2 is shown in more detail in FIG. Here, in addition to the rotation about the vertical z axis, it will be appreciated that if desired, there is a rotation about the x and y axes which can be controlled according to the invention. According to the invention, the translational movement in the horizontal plane can be controlled using the device shown. This is not required but can also be used to control the rotation. Thus, the present invention can be used to control the rotation in the horizontal plane, and can extend to two or more axes, including additional horizontal and vertical axes.

It will be appreciated that in this case the accelerometer sensor cannot be located in the center of gravity as desired. The bottom or roof of the passenger compartment is shown herein without limitation, if acceptable. The selection position of the sensor shown is of course arbitrary. It is not presumed that the illustrated coordinate system or the symmetry of such positions with respect to each other is the chosen relationship required to practice the claimed invention. On the other hand, the sensor can be aligned along an axis parallel or coincident with the operating axis, for example 45 ° with respect to the hoist wall, to sense the acceleration. In some cases, it may be advantageous to use a force with a coordinate axis with axes aligned similar to the direction of operation. It should also be noted that the orientation of the actuator 45 ° to the hoist wall is not absolutely basic. In practice, the relationship of the actuator to the car or cap is not important. However, it is desirable to have a distance between the lines of opposite forces to enable orthogonality and torque improvement of the actuator to obtain universal force vector capability. Thus, the actuator can be aligned at each corner to act along a diagonal line instead of perpendicular to it. Although such alignment is undesirable at present, such as removing the ability to count vertical rotation, it is still within the scope of the claims herein.

In addition, although the universal acceleration along the x axis can be detected by the accelerometer 16a from the position of the illustrated accelerometer near the floor, the fact that the acceleration along the y axis can be detected by the accelerometers 16b and 16c. It can be observed. An incorrect comparison of the outputs of the two y-axis accelerometers will indicate a rotation around the z-axis. Clockwise or counterclockwise rotation will be indicated as the y-axis accelerometer 16b or 16c provides a larger magnitude of the sense signal. The magnitude of the difference represents the magnitude of the angle of rotation from the reference position. Similar situations exist for sensors 16d, 16e, 16f in the roof.

Guide rails are not shown, but can typically be located on either side of two of the four hoist walls. That is, the car may be used as a ferromagnetic material for use by the actuators 24a, 24b, 24c, 24d, for example, and the actuator may have an electromagnetic form. In this case, the actuators 24a and 24b can be attached near the floor, and the actuators 24c and 24d can be attached near the top of the elevator 10, allowing for contactless interaction across the air gap with the rails. To generate magnetic flux. Alternatively, an electromechanical, i.e., contact, active actuator disclosed later may be used. Typically, a passive wheel guide is opposed to the top of the car to provide additional stability without adding the need for an additional active control system, for example, as required by Ando, not for limiting purposes. In place of the active actuators 24c and 24d.

In a suspended (pendulum) cap, for example, electromagnetic contactless actuators 24a and 24b may have a suitable ferromagnetic response plane standing upright on the bottom of the car frame to provide a passage for the magnetic flux provided by the actuator. It can be attached to the lower side of the cap having. In this case, no additional manual guide at the top of the cap will be required.

For example, an example supported car that was supported as disclosed in U.S. Patent No. 4,660,682 to Ruinstra et al. But using a horizontal sliding hatch to be mounted on a hydraulic piston or suspension type car frame (as shown by Ruinstra et al.). Alternatively, in the cap, the electromagnetic contactless actuators 24a, 24b are mounted on a non-slip horizontal mounted on the top of the piston or on the bottom of the carframe with respect to the supported cap to provide a path for the magnetic flux provided by the actuator. It is attached to the lower side of the sliding hatch having an appropriate ferromagnetic reaction plane upright on the hatch.

It is to be understood that the preferred embodiments of the present invention described above can be used to improve the ride comfort of an elevator car or cap. Preferred embodiments of the invention will be described first with respect to the cap and then with respect to the car. The same solution is used for the car and the cap, and as shown in FIG. 15, the actuator for the car acts on the rail on the hoistway wall, while the actuator for the cap is shown in FIGS. 14B, 14C and 14D. It should be understood that there is some difference in the fact that it acts on the frame as shown.

FIG. 14A is a plan view, and FIG. 14B is a side view of the pendulum car 46. And an active suspension system including an actuator 45 shown in FIG. 14B driven by control means (not shown) for processing sensed data relating to the operation of the hatch 10b. Sensors 50, 52, and 54, which may be accelerometers, measure the hatch behavior. Elevator 10b is suspended from frame 60 by rods 56, 58, and frame 60 is suspended by cables 62 and has walls 68 and 70 with rails mounted thereon. The car 46 is moved up and down within the elevator hatch with (64, 66). A number of wheels 72, 74, 76, 78 are mounted to frame 60 by springs 80, 82, 84, 86. This type of manual pendulum (without actuator 45) is shown in detail in US Pat. No. 4,899,852.

In moving the hatch up and down, the wheels depend on the degree of cushioning generated by the rail, for example, rail bottom plate engagement misalignment 88 or webness 90. Such butt coupling irregularities induce relatively high frequency car vibrations, but waves typically produce low vibrations. In addition to the vibration transmitted to the elevator 10b through the frame 60 by rail irregularities, the elevator 10b is subject to a direct force 92, which is a significant number of different response forces, i.e. Stresses include wind power, human movement inside a car standing upright on an elevator, and many similar directnesses.

The coordinate system is shown in FIGS. 14A and 14B (similar to FIG. 2), and the x-y plane is shown at the bottom of the elevator 10b with the z axis in the vertical direction. The present invention mitigates both the direct and rail irregularity forces transmitted to the elevator 10b through the frame 60. This is done by disturbing the lateral forces in both the x and y directions. Rotation about the z axis is also mitigated by the influence of lateral control along the x and y axes as also described later.

In FIG. 14C, the bottom 200 of the passenger platform similar to the caps of FIGS. 14A and 14B and the bottom 202 similar to the frames of FIGS. 14A and 14B overlap the two that are substantially recorded when stationary. It is provided in the top view which shows. For purposes of illustration and not limitation, assuming a rectangular arrangement for the cap bottom 200 and the frame bottom 202 for the sake of simplicity or simplicity, each other along a vertical cap centerline that intersects perpendicular to the center of the square. A pair of reaction planes perpendicular to the intersecting cap bottom and the frame bottom can be visualized. The reaction plane may or may not cross the bottom and the bottom along the bottom (bottom) diagonal.

As noted above, the consistency point of the preferred embodiment of the present invention is such that the centerline of the elevator cap matches the virtual centerline along the centerline of the hatch without the cap and the suspended or directed cap rotating around the hatch centerline. System.

This is all the use of the cab accelerometers 204, 206 and 208 used to detect acceleration causing small translational deviation of the cap's centerline from the hatch's centerline and the acceleration causing small rotation of the cap about the hatch centerline. It can also be done by selectively using actuators 210, 212, 214, 216 that sense and apply a force perpendicular to the reaction plane to maintain the desired coincidence of the centerline without the vertical rotation of the cap about the hatch centerline. These actuators correspond to the actuator 45 shown in FIG. 14B. The three-dimensional coordinate system 218 shown in FIG. 14C has an xy plane on the drawing, has an origin in the center of the squares 200 and 202, and is perpendicular to the reader toward the reader, similar to the coordinate system of FIG. 14B. It is considered to go along the indicated Z axis. The translational acceleration along the y axis can be sensed by the accelerometer 206, but it will be appreciated from the position of the accelerometer that the translational acceleration along the x axis can be sensed by each accelerometer 204 or 208. Incorrect comparison of the outputs of the two x-sensitive accelerometers will represent a rotation around the z axis. Clockwise or counterclockwise rotation will be indicated as the x-accelerometer 204 or 208 provides a larger magnitude sensing signal. For example, the magnitude and indication of a false comparison indicates the magnitude and direction of the angle of rotation. Considered Embodiments However, in closed loop control, for example, the sensed movement is not sensed to the passenger.

The same size ferromagnetic response planes 218, 220, 222, 224 can be selected symmetrically about the center of the floor of the frame near each edge along the diagonal to lie within the reaction plane. Four electromagnet cores 226, 228, 230, 232 with coils may be attached to the bottom surface of a suspended or directed platform to face one of the reaction planes. The attraction force generated by the control means by the four electromagnet core coils is applied in such a way as to separate or approach the core coil from the associated reaction plane.

Positioning of the core-coil relative to the reaction plane can of course vary. For example, as shown in FIG. 14C, electromagnet core-coils, for example pairs 226, 232 or pairs 228, 230, located along the same diagonal line at opposite corners may be on both sides of the reaction plane. A pair of electromagnets, arranged to exert an attractive force on the reaction plane, act in relation to counterclockwise rotation while the other pair counteracts counterclockwise rotation. Electromagnet actuators, e.g. 230, 232 or 226, 228, acting along an axis intersecting the same cap wall may be located between the wall and each reaction surface to interact to prevent translational forces.

However, the electromagnets in FIG. 14C can be located on both sides of the reaction plane rather than the side shown with only a change in which all control actions are reversed. Alternatively, core-coil pairs for interaction with respect to a particular direction of rotational disturbance force may be associated with adjacent corners of the cap that are aligned diagonally on the same side of each reaction plane such that the diagonally related pairs no longer interact. Can be. In this case, the problem disclosed later will be resumed but the same theory as disclosed herein will apply.

It is also to be understood that the reaction plane can alternatively be installed on the lower side of the cap with an electromagnet core-coil installed on the bottom of the frame.

The X or diagonal concept along with the response plane is introduced as a teaching means and is merely intended to assist in describing the preferred cap embodiment and is not essential or theoretically applicable to all applications of the present invention.

Although not necessarily required, it is theoretically applicable in whole or in part to other embodiments as demonstrated in the embodiment of FIG. 14D, but the direction of X is not directed from corner to corner as shown and may be in any conventional manner. Can be placed in a direction. Similarly, the actuator and reaction surface need not be located between the bottom of the cap and the bottom of the frame. Although such alignment can cause unwanted complexity, they do not necessarily all have to be at the same level. Needless to say, the present invention is not limited to the use of four actuators, three, four, five or more actuators may be used. Four were chosen as the appropriate numbers to assemble well with the symmetry of a typical elevator car and hatch. The X direction is disclosed in US Pat. No. 4,899,852 to Salmon et al. And relates to a passive stabilization system.

Car examples are disclosed in more detail below. 4-7 and 9-13 show various embodiments of the novel multi-blade rail configuration, in each case a multi-blade rail in each case according to the invention for use in an active control system. Is all distinguished from the prior art single bladed rail shown in FIG. 8 used in at least one prior art active system (see Ando US Pat. No. 4,754,849).

4 to 7 and 8 to 13, one or more blades are used in each case to interface with two or more corresponding actuators. In FIG. 8, in contrast, a single blade 40 is used by all three actuators 42, 44, 46. For all of the multiple bladed rails shown hereafter, the associated actuators can be arranged differently than in the exact manner shown.

In FIG. 4, the rectangular rail 48 has three blades 50, 52, 54 and acts as a ferromagnetic path or mass for three separate electromagnetic actuators 56, 58, 60, respectively. As an example of how the associated actuator can be arranged differently from the one shown, the actuator 58 can be positioned between the blade 52 and the hatch wall to save space and make the device more compact.

In FIG. 5, the two blade rail 62 is shown as having a V-shape, including the blade 64 and the blade 66. The triangular configuration can be used in the passive system of US Pat. No. 134,698 by Charles Al Otis, for example, blade 64 acts as a ferromagnetic mass for electromagnetic field actuator 68, while blade 66 acts as an actuator ( For a similar function. The rail 62 has base plates 72 and 74 so that the rail can be easily attached to the hatch wall 76. Alternatively, rail 62 may be formed in a complete triangular cross section with or without a base plate (not shown). Similarly, referring back to FIG. 4, the three bladed embodiments may include four bladed rails without base plate. As another example of how the associated actuator can be arranged differently than shown, the actuator 70 can be positioned opposite the actuator 68 on the other side of the blade 68 and the blade 66 Can be used as an engagement protrusion for a safety brake (not shown).

In FIG. 6, an I beam 78 scheme is used. The blade 80 is used by both pairs of electromagnetic actuators 82 and 84, and the second blade 86 is used by the third actuator 88. The third blade 90 may be used to attach the other two blades to the hatch wall 92 rather than being used as a ferromagnetic mass or path by any actuator.

FIG. 7 shows the vibration of the two blade V-shaped rail 62 of FIG. Rail 94 includes a pair of brakes 96, 98 to interface each actuator 100, 102. The rail may also be used as a convenient handle when the safety blade (not shown) is caught to include the protruding blade 104.

9 shows an inverted V-shaped rail 106 having a blade 108 for interfacing with the electromagnetic coil 110 and a blade 112 for the coil 114. Blades 116 and 118 provide structural strength.

FIG. 10 shows a C-shaped rail 120 with blades 122 and blades 124 providing ferromagnetic paths for coils 126 and 128, respectively. Coil l30 uses blade l32 with its ferromagnetic mass. Blade 132 may also be used to attach rail 120 to hatch wall 134.

11 shows a rail 136 mounted on a hatch wall using a facing table 140. The rail 136 includes a curved portion 142 which actually includes two blades, one on each side of the protruding blade 114 for safety brake purposes. One side of the curved portion is used to interface with the coil 146 and the other side is used to interface with the coil 148.

12 shows the rail 150 attached to the hatch wall 152 by the base plate 154. The active portion of the rail 150 includes a circular rail 156 which in fact includes two half circles on each side of the protrusion 158. The coils 160 and 162 used 1/2 circles 156 as ferromagnetic masses, respectively. Thus the rail 150 is in fact a two bladed rail.

13 shows the rail 164 installed on the hatch wall 166 by the base plates 168 and 170. Curve 172 is actually divided into two parts on each side of protrusion 174. Each part is used by an actuator, for example actuators 176 and 78 respectively. Rail 164 is similar to the concept for rail 136 in FIG. 11 except that it has an Ω rather than D-shape.

The rail 94 in FIG. 7 is a preferred embodiment in which only eight electromagnets can be used as shown later in relation to stabilization in the horizontal plane and about three axes of rotation.

For a suspended (pendulum) cap, little or no top stabilization of the cap is required for the suspended frame because there is no detectable degree of rotation about any horizontal axis. However, a rotation about the horizontal axis can be sensed, for example for a supported cap supported in such a way that it can be inclined on a point installed on a translatable platform in the frame. In this case, it may be desirable to use a control system that is completely independent of the control system operating to stabilize the floor and that is similar or nearly identical to that described above with respect to FIG. 14C for the ceiling of the cap. It may be considered necessary to substantially measure the tilt of the cap in order to directly prevent rotation about some horizontal axis or horizontal axes for the problem of stabilizing the tilt. Although it is certain that this is within the scope of the present invention, in accordance with the present invention, two independent control systems for stabilizing the horizontal translation in the ceiling and floor, not only for the car but also for the cap, surprisingly, are centered on some horizontal axis. Any turn made is automatically managed. Although applicable to both the cap (and certain supported caps) and the car, the following will only be described for the car. Those skilled in the art will have no difficulty applying the following description to use and use horizontal rotational stabilization in the cap.

FIG. 14D is a plan view of the pendulum of FIG. 14B viewed downward from the bottom surface of the platform 10b of the actuator device in the space between the car frame bottom and the bottom side of the suspension cap. In this case, three actuators 240, 242, 244 are shown instead of the single actuator 45 shown in FIG. 14B.

The actuator shown in FIG. 14D has an electromagnetic form, which is shown in detail later. The orientation of platform 10b is the same as that shown in FIG. 14A and applies the same coordinate axis. Thus, actuator 242 generates a force along the x axis, while actuators 240 and 244 generate a force along an axis parallel to the y axis. Each actuator 240, 242, 244 has a separate control loop independent of the other in that at least does not depend on the sensor in any other axis. Of course, it can be seen that the various festivals are mechanically combined.

Various active suspension inventions are disclosed herein, embodiments of the invention comprising separate single axis control as disclosed herein in connection with FIG. 14D are described, as shown in FIGS. 14C and 15. Several embodiments of the combined, multiple festival channel are described. The separate, single-axis controls disclosed herein have the advantage of simplicity of design and the electronic separation of the various control axes. However, separate, single-axis schemes are more expensive than combined multi-axis schemes because they must add as many electromagnets as required. On the other hand, there are only three channels of electrons required in a separate channel, but at least four electron channel networks are required for a combined and multi-axis scheme.

It has already been described that a preferred embodiment of the invention can be used to increase the safety of driving in an elevator car or cab. Preferred embodiments of the present invention were first partially described for a cap and will now be described for a car. Again, the same solution would be used for both the car and the cap, but the functionalities for the car acted on the frame on the hatch wall and the actuators for the cap operated on the frame as shown in Figure 14C. Only case is different.

Referring to FIG. 15, the bottom of a suspension or supported car 250 is provided in a plan view showing the car when stationary. Again, similar to that described above for the cab, for purposes of illustration and not limitation, a vertical car centerline vertically intersecting the center of the square, assuming that the arrangement on the passenger platform or car floor is rectangular or, more simply, square. As a result, a pair of reaction surfaces perpendicular to the bottom of the car 25 that cross each other can be seen. The response surface may or may not intersect the floor along the diagonal of the floor.

Again, as noted above, one method for viewing a preferred embodiment of the present invention involves the use of an imaginary baseline and elevator car that passes through the center of the hatch without a suspension or support car that rotates about a matching car and the hatch centerline. The control system is considered to coincide with the center line.

This is done by using car mounting accelerometers 252, 254, 256 (continued with sensors 16b, 16a, 16c, respectively, in FIG. 2), all of which are located on the car centerline from the centerline of the hatch. This can be done by the selective use of actuators 258, 260, 262, 264 that sense acceleration representing small rotations and apply a force perpendicular to the reaction plane to maintain the desired coincidence of the centerline without rotation. The three-dimensional coordinate system 266 shown in FIG. 15 has an x-y plane on the drawing, has an origin in the center of the square 250, and has a z axis directed perpendicular to the drawing toward the reader. The translational acceleration along the y axis can be sensed by the accelerometer 254 and the translational acceleration along the x axis can be measured according to the position of the accelerometer that can be sensed by each accelerometer 252 or 256. Incorrect comparison of the outputs of two x-sensitive accelerometers will indicate rotation about the z axis. Clockwise or counterclockwise rotation will be indicated as x-accelerometer 252 or 256 provides a sensed signal of greater magnitude. In other words, the magnitude and indication of the false comparison indicate the magnitude and direction of the rotation angle.

Similar to the rail shown in FIG. V-shaped rails 267 and 268 attached to lifting hatches 267a and 268a as Al Otis provide ferromagnetic reaction planes 268, 270, 272 and 274. Four electromagnet cores 280, 282, 284, 286 associated with the coil may be attached to the side near the bottom of the suspension or supported platform, each facing one of the reaction surfaces. The attraction force generated by the four electromagnet core coils is applied by the control system in such a way as to close or separate the core coil from the associated reaction plane.

The position of the core coil relative to the response surface changes, except in the most special case according to the selected rail phenomenon, as in the cap example.

Referring now to FIG. 16, the means 20 of FIG. 1 is shown as a digital signal processor embodiment, which includes an input / output (I / O) device 280, and an input / output device 280 Includes an analog / digital (A / D) converter responsive to the analog signal provided by the sensor 16. Here, the sensor 16 is an accelerometer 204, 206, 208 as shown in FIG. 14C or an accelerometer 252, 254, 256 shown in FIG. 15 or any sensed parameter that exhibits the disturbance effect of FIG. 14C. Can be. I / O device 280 also includes a digital / analog (D / A) converter (not shown) that provides a force command signal on line 22 to analog actuator 24, and analog actuator 24 ) May instead include actuators 210, 212, 214, 216 of FIG. 14C, actuators 258, 260, 262, 264 of FIG. 15, or some other suitable actuator. Also within the control means 20 of FIG. 16 is a control, data and address bus 282 interconnecting a central processing unit (CUP) 284, a RAM 286 and a ROM 288. The CPU stores the ordered program residing in the ROM in RAM as well as an output signal having a magnitude indicating a parameter value to be controlled as indicated by an output signal on the line 22 and a signal having an intermediate calculation result. (18) Store an input signal having a magnitude representing the value of the sensed parameter as shown above.

With reference to the cap and car platform arrangements of FIGS. 14C and l5, and at the same time with reference to FIG. 17, a simplified ordering program is shown in the embodiment 20 shown in FIG. The execution by the CPU of FIG. 16 in performing the described closed loop control function is described. After beginning at step 300, an input step 302 is performed in which the signal magnitude on line 18 is required by I / O unit 280. For FIGS. 14C and 15, these are the signals A provided respectively by the accelerometers 204, 208, 206 of FIG. 14C (or the accelerometers 252, 256, 254 of FIG. 15 (with appropriate coordinate transformations)). _x1 , A _x2 , A _y ) and will be stored in RAM of FIG. 16. One or two x-axis accelerometers 204, 208 or 252 256 may be used in step 304 to calculate the magnitude of the positive or negative A _x signal, or both may be used as checks against each other, It can be used to provide an average, or any similar redundancy technique. (Of course, step 302, 304 is provided if the rotation sensor is provided along two translational [x and y] sensors. It can be seen that the signal detection step can be combined). Calculation of A _θ may be made in step 304 by comparing the two signals provided by the accelerometers 204, 208 (or accelerometers 252, 256). The values of the signals A _x , A _y and A _θ are temporarily stored in the RAM 286.

Step 306 is then performed to calculate the force required to counteract the effects of disturbance, as shown in one or more sensing parameters (preferably acceleration). This is based on the known mass of the suspension or support cap or car, where F = ma where F represents the required bearing force, m is the mass of the suspension or support cap or car, and a is detected Acceleration. Thus, F _x , F _y , and F _θ are calculated from the signals A _x , A _y, and A _θ stored in RAM 286 in step 304. These calculated values are provided in the form of a force command signal on line 22 as indicated in step 308. As shown in FIGS. 14C and 15, the orientation of the actuator is provided by electromagnets 210 and 214 (or 258 and 262) in which the command signals, referred to as positive x direction stopping forces, act in concert. The electromagnets provide a force equal to the command x directional force multiplied by cos 45 °, providing half the stopping force required by each. Division of similar stopping forces is made in the y direction and rotation. A set of equations is then disclosed which will cover all possibilities (in the following equations, the letters 1, 2, 3, 4 below each represent electromagnetic actuators 210, 212, 214, 216 of FIG. 14C, respectively, or 15). Actuators 258, 260, 262, 264 of the figure.

F _{x +} : F ₁ = (KCS) (F _{x +} ) F _x- : F ₂ = (KCS) (F _x- )

F ₃ = (KCS) (F _{x +} ) F ₄ = (KCS) (F _x- )

F _{y +} : F ₁ = (KCS) (F _{y +} ) F _y- : F3 = (KCS) (F _y- )

F ₂ = (KCS) (F _{y +} ) F ₄ = (KCS) (F _y- )

_{F +: F 1 = (KCS} ) (F θ +) F -: F 3 = (KCS) (F θ-)

F ₂ = (KCS) (F _{θ +} ) F ₄ = (KCS) (F _θ- )

Where F = force,

KCS = cos (45 °) = sin (45 °) = 0.707

After performing the required calculations and providing the required stopping force command signal, the program can then proceed to step 310. However, it is desirable to add additional steps to superimpose the system for incompletely leveled accelerometers and for guaranteeing variations in the accelerometer. For the purposes of the embodiments of the present invention, the accelerometer has two major errors, i.e. offset drift ii) undesired gravitational component pickup, but also linear errors, although not critical. Non-level accelerometers will detect acceleration due to gravity proportional to the sine of the pendulum perpendicular angle. Corrections for nonlinearity are not usually important in embodiments of the present invention but can be corrected if desired (see FIG. 23 below). Assuming nonlinearity maintains a fundamental relationship with true linearity as adjusted for changes in the offset, such nonlinearity corrects at each stage of the sensed acceleration by considering the lookup table used to provide the correction factor. Can be. If the offset is constant over time, it can be corrected straight with a constant correction factor. However, corrections must be made in a dynamic way because the offset changes over time by temperature, age, etc. Offset and varying offsets as well as acceleration in gravity can be corrected by providing a relatively slow acting feedback control system to control the position of the car or cap relative to the hatch centerline. This can be done by recognizing that the average lateral acceleration should be zero (or the car or cap is going into space). Slow action loops offset the average accelerometer output signal. The average can be obtained, for example, by using an analog local pass filter or a digital filter.

Thus, considering a single axis, such as the x-axis shown in FIG. 2, the theory of operation of such a system for controlling a cap or car with both acceleration and position sensors is shown in FIG. The basic form of the system includes a car or cap mass as shown by block 320. The car or cap mass is acted upon by the force on line 322 causing acceleration, as shown by line 324. Disturbance force is schematically shown as a signal on line 326, which is a line 330 provided in proportion to the acceleration A shown on line 324 as sensed by accelerometer 332. Is added in the adder 328 with the stopping force (theoretical path indicating that the disturbance force is physically opposite to the stopping force), and the accelerometer 332 provides the sensed acceleration signal on the line 334 to the adder 336. do. The acceleration magnitude factor Ka is V / m ² / S. (As described above, the acceleration on line 324 is determined by the suspension or supported car or cap according to the F / M relationship proposed in block 320.) Generated by a disturbance force acting on the mass, where F is the disturbance force and M is the mass of the car or cap, adder 328 is the force of the disturbance force on line 326 and the stopping force on line 330. And provide a net force on line 322 acting on the mass). Adder 336 provides a signal on line 338 to generator 340, which may have a transmission characteristic of 1.0 N / V (Newtons / volts). Adder 336 collects an inner acceleration loop signal on line 334 with an outer acceleration and position loop signal, which will be described later, to deliver a signal on line 338 to force generator 340. The inner acceleration loop and associated adder comprising elements 320, 332, 340 form the primary control loop used for the rate of mass growth as defined herein.

What is described in FIG. 18 covers the theory of the control system previously shown in relation to FIGS. 1 to 17. A secondary control loop can also be added as shown briefly in FIG. 18.

For example, accelerometer 332 generated due to misalignment to gravity and manufacturing defects is shown two secondary control loops that can be used to zero the offset. The first of these secondary loops corrects based on the position offset. The position converter providing the key position is represented briefly by integrator block 342 and integrator block 344. Integrator 342 provides a velocity signal on line 346 to integrator 344, which in turn provides a position signal on line 348. The cap position signal on line 348 is compared with reference signal on line 352 at adder 350. The signal on line 352 can typically be a fixed DC level, which, for example, is the reference of the selected criterion (e.g., the hatch centerline (which substantially coincides with the line on which earth gravity acts)). Scale to indicate the x-position) (in the cap coordinate system 218 of FIG. 14C or in the car coordinate system 266 of FIG. 15). This entire process is actually performed by using a position sensor that provides the relative position between the cap and the car frame. Adder 350 provides a signal on line 354, which indicates the relative position of the cap relative to the frame and may be specified as a relative position signal or a position error signal. The signal on line 356 is summed with the signal on line 362 at adder 360 and then provided to lowpass filter 358. Lowpass filter 358 provides a filtered signal on line 364, where the force on line 330 is zero or zero with a position error signal to car or cap 320 on gift 322. It is provided until it is cool.

If the position signal is undesirable to improve the stability of the position correction control loop, a second secondary control loop can be provided. Thus, the position error signal on line 354 can be changed to adder 360 by summing with the signal on line 362, where signal of line 362 is the line 338 representing the acceleration detected in the primary loop. Provided by gain block 366 which also responds to the signal on the image.

Signals from outside on line 338 will appear on direct line 322 if G ₁ = 0 and G ₂ = 0. If it is not indicated at any position on line 354 and the gains G ₁ and G ₂ are nonzero, the disturbance represented by the acceleration signal on line 334 will appear on line 322 reduced by the dynamic. will be.

This factor approximates the unit that represents inefficiency at high frequencies. However, in landslides this factor approximates [1 / (1 + G ₁ * G ₂ )]. Typically, G ₁ * G ₂ may be chosen equal to 9 to reduce the accelerometer offset by a factor of ten.

Position feedback loops provide the advantage of very low errors. Without the accelerometer feedback loops 366, 360, 358, 336 and / or substantial control elements provided, these loops would not be stabilized. Assuming a gain G ₂ = 0, the only way for the position loop to stabilize is for the car or cap mass to be acted upon by damping, friction and inherent spring rates due to oscillation acting singly or in concert. One or more of these elements will be provided in an actual system. By using the accelerometer loop with G ₂ as nonzero, the operation of the position loop can be improved.

Control shown in simple form in FIG. 1 can be performed in a number of different ways, but the preferred approach is shown in FIG.

Here, a fast acting analog loop to stop disturbance at high speed acts as a low speed to compensate for gravity components and drift in the accelerometer but is combined with a more accurate digital loop. Multiple such fast acting analog loops may be incorporated into the illustrated analog controllers 370, 372, 374, 376, each of which may be each actuator 210 or 258 of FIG. 14C or 15, respectively ( 212 or 260, 214 or 262, or 216 or 264. With proper interfacing (not shown), a single digital controller 380 can process the signals described from all four analog controls. Each analog control responds to force command signals on lines 382, 384, 386, 388 from digital controller 380. The force command signal will have a different magnitude depending on the translational and rotational forces to be prevented. Further, digital controller 380 may be configured to display acceleration signals (lines 14C or 15, respectively) on lines 390, 392, 394 from accelerometers 204 or 252, 206 or 254, or 208 or 256, respectively. Accelerometer) and coil-cores 226 or 280, 228 or 282, 230 or 284, 232 or 286 and their respective planes 218 or 270, 220 or 272, 222 Or 274), position signals on lines 396, 398, 400, 402 indicating the size of the air gap between (224 or 276).

In response to the force command signal on lines 382, 384, 386, and 388, analog control 370, 372, 374, and 376 outputs an operating signal on lines 404, 406, 408, and 410 to coil core 226 or 280. , To the coils of (228 or 282), (230 or 284), (232 or 286) to provide for each core-coil (226 or 289), (228 or 282), (230 or 284), (232 or 286) To the coils of so that more or less attraction is generated between each core-coil 226 or 289 (228 or 282), 230 or 284, 232 or 286 and their associated reaction planes. The feedback current through the coil is monitored by current monitor devices 412 or 420, 414 or 422, 416 or 424, 418 or 426, and the current monitor devices are each analog control 370, 372, 374. 376 to provide a current signal on lines 428, 430, 432, 434. The current sensor can be, for example, Bell IHA-150 with multiple bullfighting of the pass ride.

Multiple sensors 440 or 448, 442 or 450, 444 or 452, 446 or 452, which may be Hall cells (e.g., in the form of a bell GH-600), each have a respective core 226 or 280, (228 or 282), (230 or 284), (232 or 286), the purpose of which is the magnetic flux density or magnetic induction (Volt-sec / m ² ) in the gap between the core plane and the associated plane. Or alternatively provide an indication of the magnetic flux density in the air gap between them. Sensors 440 or 448, 442 or 450, 444 or 452, and 446 or 452 provide for analog control (370, 372, 374, 376) of the sensed signals on lines 460, 462, 464, 466. To each).

Referring to FIG. 20, the analog control 370 of the plurality of analogs 370, 372, 374, and 376 of FIG. 20 is shown in detail in one embodiment. Other analog controls 372, 374, 376 may be the same or similar. The force command signal on line 382 from digital controller 380 of FIG. 19 is provided to adder 470, where on line 472 from multiplier 474 configured as a square circuit (linearizes control). Is summed with the signal. In this case, the square circuit is dimensionally selected in the same manner as the magnetization (A / m) and has a scaled gain to convert the signal on the line 476 representing the magnetic flux density into a force representing. The magnetic flux density signal on line 476 is provided by Hall cell amplifier 478, which is used to boost the signal level on line 480 from Hall cell 440 or cell 448. .

The adder 470 provides the force error signal on the line 484 to the proportional integral (PI) amplifier 486. The proportional integral (PI) amplifier 486 supplies the PI amplified signal on the line 488 to the firing angle compensator ( 490). Compensator 490 provides a firing angle signal on line 492 to control the firing angles of multiple SCRs in controller 494 after being filtered by filter 496. Filter 496 also provides a filtered firing angle signal on line 498 to controller 494, which is more fully described as a single phase, two quadrant, full wave, SCR power converter. Converters of this type are good over single- and half-wave converters. The minimum preferred combination will be one upper half antipile. There may be some cost savings when using these preferred approaches, but the dynamic performance will be significantly reduced. Low-cost, one-limit systems can use DC rectifiers and transistor PWM choppers. High-performance schemes include full-wave and two-phase three-phase converters, but they are not desirable in view of price. The two-phase full-wave converter 494 of FIG. 21 is, for example, a pair of Powerex CD4A 1240 dual SCRs and a circuit configuration as shown partially in FIG. 1 (the RC buffer across the SCR is not shown); Commercially available firing boards 253 such as the Phasertronic PTR 1209 shown in FIG. Gate signals on multiple lines 253a for the SCR are provided by the firing board 253. The power controller 252 is supplied with 120 VAC on line 254 as if it were a firing board to provide an appropriate level of current on line 180 in response to the filtered firing angle signal on line 250.

The signal on line 428 from current sensor 412 is provided to analog multiplier / divider 504 (such as analog device AD 534). The multiplier / divider divides the magnitude of the current signal on line 428 by the magnitude of the magnetic flux density signal on line 476 in response to the magnetic flux density signal on line 476, and multiplies the result by a proportionality factor to obtain a line 396. Provide a signal (provided back to digital controller 380 in FIG. 19) indicating the size of the gap gl between the face of the core of the core coil 226 and the plane 218.

As discussed above, the digital controller 380 responds to the acceleration signals on lines 390, 392, 394 as well as the gap signals on lines 396, 398, 400, 402, analog of the type shown in FIG. Perform the control function of FIG. 18 together with the control. Instead of generating signals on lines 382, 384, 386, 388 in the same way as previously disclosed in relation to FIGS. 16 and 17, such signals may be generated in a similar manner, respectively. Position sensors 440 or 448 as shown in FIG. Or FIG. 15, and similar sensors 442 or 450, 444 associated with actuators 212 or 260, 214 or 262, 216 or 264. Or 452), which is added to the correction impingement signal calculated to correct for 446, 452 or 452. (Note: These are Hall sensors used to define magnetic flux density. Position sensors and sensors (such as sensors 440 or 448) The signal from C1), when processed by divider circuit 504, provides a GAP1 signal on line 396. GAP2, GAP3 and GAP4 on lines 398, 400, 402 with similar processing in other channels. This correction force signal is first generated by, for example, the following equation. Such as books can be generated by decomposing the position signal is detected as a component along the axis of the FIG. 14C or 15 degrees, the Cartesian coordinate system (218 or 266).

P _{x +} = (P ₁ + P ₃ ) / (2KCS), P _x- = (P ₂ + P ₄ ) / (2KCS),

P _{y +} = (P ₁ + P ₂ ) / (2KCS), P _y- = (P ₃ + P ₄ ) / (2KCS),

P _{θ +} = (P ₂ + P ₃ ) / 2, P _θ- = (P ₁ + P ₄ ) / 2,

Then, on the basis of the foregoing, P _x- and P _{x +,} P _y- and P _{y +,} and P _θ- and all P _x, P _y, and P _θ (from the P _{+ θ} is characterized by the absolute position of the car or cab Calculate and select. For example, P _x can be calculated as

P _x = (P _{x +} -P _x- ) / 2.

It is also possible to select P _{x +} or P _x− according to the small size (note: for large values P _{x +} or P _x− , for large gaps the values may be inaccurate and may be abandoned). The resulting component is used to determine the position control force components F _px , F _py , F _pθ as shown in FIG. 18 in single axis units (P represents position feedback). For example, P _x on line 348 is compared to a reference on line 352 to generate an x-position error signal on line 354. It is also passed through a local pass, such as filter 358. This gives the F _px signal. If a positive force is required to resolve the required x stopping force, then F _p1 = 17 _p3 = (0.5) (F _px ) / (cos45 °). This same procedure can be applied for F _py and F _pθ using appropriate equations. Thus, the force components F _px , F _py and F _pθ can be decomposed into correction signals F _p1 , F _p2 , F _p3 , F _p4 according to the following complete set of equations.

F _{px +} : F ₁ = (KCS) (F _{px +} ) F _px- : F ₂ = (KCS) (F _px- )

F ₃ = (KCS) (F _{px +} ) F ₄ = (KCS) (F _px- )

F _{py +} : F ₁ = (KCS) (F _{py +} ) F _py- : F ₂ = (KCS) (F _py- )

F ₂ = (KCS) (F _{py +} ) F ₄ = (KCS) (F _py- )

Fp +: F ₁ = (KCS) (F _{pθ +} ) F _p- : F ₂ = (KCS) (F _p- )

F ₂ = (KCS) (F _{pθ +} ) F ₄ = (KCS) (F _pθ- )

Where F = force and KCS = cos (45 °) = sln (45 °) = 0.70. This is then summed up with the acceleration feedback signals F ₁ , F ₂ , F ₃ , F ₄ (such as signals on line 364 or line 382) generated in the manner described above with respect to FIGS. 1 to 20. do.

It should be understood that if a force actuator associated with it is not driven, a valid position reading is only available in the magnetic flux sensor of the described type. This means that some processing algorithm must depend on whether or not the magnetic coil operating current is present.

It should be understood that the gap signal on lines 396, 398, 400, 402 can only be provided by a simple position sensor.

Additional teachings of the present invention can be used to allow the electromagnet to stop the car or cab from a standstill, for example, to stop the suspension or support car or cab relative to the frame while the passenger is on and offloading. . Of course, the signal processor of FIG. 16, the digital controller 380 of FIG. 19, or additional signal processors can handle control functions such as feeding the car and starting and stopping the car. When stopping on the floor, the processor 20 of FIG. 16 is determined by an algorithm indicating that the sensing signal or the car is stopped vertically on the line 18, but receives a similar signal to the next suspension of the suspension car or the supported car or cap. It will provide a signal on line 22 to control the position. For example, if the cap platform 200 of FIG. 14C is oriented within the hatch, the left side vertical edge of the gap is oriented as indicating the cap steel that aligns with the hatch door steel 700, and then in FIG. The signal processor 20 is programmed to provide a force command signal to the actuators 210 and 214 and provide the manpower needed to raise the suspension caps, for example, against the stops 702 and 704a installed in the car frame 202. And the cap steel is brought into the stop position after the signal processor 20 has the frame in the stationary state, aligned close to the hatch inlet tip 700. The stop may also be part of the actuator itself installed on the upper surface of the legs 304 and 306 of the core shown in FIG. 30, for example, in providing a selected current level for the coil, the attractive force reacts. It can be generated strong enough to raise the steel with respect to the plane. For a double doored platform, for example, the platform 200 of FIG. 14 is oriented in the hatch so that the left vertical edge of the cap is indicated by aligning the steel of the cap with the hatch door steel 700 and the right vertical edge simultaneously The signal processor 20 of FIG. 16, which is aligned with the steel 514, is then programmed to the actuators 212, 216 to provide the necessary force to raise the suspension cap for example against the stops 513, 513a. Provides a force command signal, the stops 513, 513a stop the car frame 202 to position the cap steel close to the hatch inlet steel 514 and stationary thereafter after the frame 202 has stopped. Is installed on.

The method used to achieve the same is shown in FIG. 51 and will be described together in FIG. 15 below.

In the foregoing description of the best mode embodiment of three-axis active control for a suspension type cab, considerable attention has been paid to the detailed description of a particular embodiment and how it will be performed. However, it will be appreciated that there have already been described a number of additional different ways to carry out the subject matter of the present invention, which is the active control of suspension type caps. The basic concept of active control can be performed with multiple coordinated single axes as described above. In Fig. 18, the theory of single axis stabilization of horizontal motion of a cap suspended in an elevator frame is described. In this regard, it has been proposed that accelerometers can be used in feedback loops to effectively increase cap mass by electromechanical means. Slow position and accelerometer adjustment loops can be used to compensate for accelerometer offsets and the like. FIG. 24 shows a reduced block diagram of the same concept, and FIG. 25 shows a reduced motel useful for all of the lowest frequencies offered.

25 may be displayed in scaled units as follows.

Acceleration of the cap = [FD / G] [1 / (M + Ka)],

Where FD is the disturbance force,

M is a suspension cap,

Ka is the coefficient mass added by the actuator,

FD / G is the same mass as the disturbance force using acceleration due to gravity (G) on the Earth's surface

In the above equation, assuming that Ka = 0, that is, the absence of active control, M = 1000kg and FD / G = 25kg, acceleration 25/1000 = 25mG due to disturbance force FD can be obtained. If active control is provided, we can assume that Ka = 9000 kg and we get a 10-fold reduction in acceleration due to disturbance, that is, 25 / (1000 + 9000) = 2.5 mG. Thus, progressing along this line will have an improved size, at least in boarding comfort.

Now suppose a 9000 kg of Ka is required, then 100 V / G acceleration magnitude (ASF) and force generation magnitude factor (FGSF) such as 9000 kg / 100 V / G = 90 kg / V or 882 N / V (Ka / ASF) can be set.

The electromagnetic actuator as described above may be U-shaped as shown in FIGS. 29 and 30. In FIG. 29, the dual coils 300, 302 are shown assembled over the legs 304, 306, respectively, as shown in FIG. The coils 300 and 302 are composed of continuous windings and are shown to be the same size within 30 degrees. Coil 300 and coil 302 may be wound, for example, in a 936 circuit each of the # 11 AWG magnet wire at a 0.500 packing factor. The U-shaped core may, for example, have a 29 GA M6 stack consisting of a sandwiched configuration, ie, a vacuum-impregnated 3.81 cm strip stack. The sizes shown in FIG. 30 can be, for example, A = 10.16 cm, B = 3.81 cm, C = 7.62 cm and D = 7.62 cm. In this case, the directivity may be 6.7 Ω and the inductance may be 213 mH. It weighs 22.2 kg and may be 578 Newtons.

Using the electromagnetic actuator in the control system as described above, one can expect an average delay in response to a command of 4.2 msec. The time delay for applying a total force of 578 Newtons at a maximum gap of 20 mm can be calculated as 15 msec in the following equation (based on the formula V = Ldi / dt):

Δt = LΔi / ΔV = (0.3) (8.6) / (170) = 15rnsec.

The time taken to apply full force (578 Newtons) at the minimum gap (5 mm) is as follows:

Δt = LΔi / ΔV = (1.2) (2.15) / (170) = 15 msec.

The time it takes to apply 1/2 force will of course be 1/2. Accuracy is about 10% of the full-scale gap signal. The relationship between the gap and a number of other factors may be indicated as shown in FIGS. 26, 27, and 28. Maximum power is 500W in the maximum allowed 20mm gap. Average power can be estimated at about 125W.

Briefly considering the temperature, the mass of copper in the electromagnet is 14.86 kg, with a characteristic heat of 0.092 cal / g ° C. (= 385 J / kg ° C.). The temperature change of energy for 60 seconds at 500W rating is as follows.

ΔT = Watt-sec / (385) (14.86) = (500) (60) / (385) (14.86)

ΔT = 5.24 ° C.

Therefore, there is little temperature rise even for the maximum power input for one minute.

FIG. 31 illustrates a single axis lateral vibration stabilization system for use with the system as shown in FIG. 14D. The concept is the same as that shown in FIGS. 18, 24 and 25. The implementation to be described is analog, but can also be performed digitally. In this case, the plane 352 is attached to the suspension cap without limitation, and a pair of electromagnetic actuators 354 and 356 are attached to the elevator car frame. The accelerometer 358 senses the acceleration of the suspension cap and provides a sensing signal on the line 360 to the amplifier 362, and the amplifier 362 provides the amplified sensed acceleration signal on the line 364 to the adder 366. In addition, at summing 366 this signal is summed with the disturbance force signal on line 368 and the position loop correction or error signal on line 370. The resulting summed signal on line 372 is provided to the pair of rectifiers 374 and 376 shown in FIGS. 33 and 34. Rectifier 374 provides a signal on line 378 to signal inverter 380, also shown in FIG. 34, with signal inverter 380 on line 382, which may be characterized as a negative control signal. Provide a signal. Similarly, rectifier 376 provides a signal on line 384 that can be specified as a positive control signal. Both signals on lines 382 and 384 are summed with bias signals on lines 392 at adders 388 and 390, respectively. They provide biased control signals on lines 394 and 396 to electromagnetic actuator controllers 398 and 400, respectively. Controller 398 400 may be similar to that shown in FIG. 20.

The bias signal results on line 392 are shown in FIG. 32, where FIG. 32 shows the combination of the two forces (straight lines) on each side of the reaction plane 352 as a result of the force (dotted line) versus the control signal for the system of FIG. FC) is shown.

This technique is used to prevent discontinuities in control over the zero position point. Even without bias, one turn off and the other turn off can occur simultaneously. The illustrated technique using bias reduces control gain at and near zero force. The advantage is that only one magnet can be turned on or off at any given time or vice versa. The bias ensures that the vibration of the cap does not occur during periods of little or no correction.

The signals on lines 394 and 396 can be thought of as force command signals similar to force command signals similar to force command signals on line 382 in FIG. Similarly, controls 398 and 400 provide actuator output signals on lines 402 and 404 to actuators 356 and 354, respectively, in a manner similar to the output signals on line 500 in FIG.

In a similar fashion, each control 398, 400 provides a position output signal 406, 408 corresponding to the gap signal on line 396 in FIG.

For the position loop, both the position signal on lines 406 and 408 and the corresponding opposite rectified signals on lines 384 and 378 are provided to a pair of FC control clamp circuits 410 and 412 to select a valid position signal. (P ₊ and P ₋ both provide a position signal, but only the position signal corresponding to the drive force generator is valid).

The output of the clamp circuit is provided to the adder 414 to obtain a valid position signal. Also provided to adder 414 is shown to respond to a direct disturbance on line 415 from attenuator 415a that responds to the amplified acceleration signal on line 364.

Both FC controlled clamps 410, 412 and adder 414 are shown in greater detail in FIG. 35. The output of the adder is the combined position and acceleration signal on line 416. This signal is provided to a lowpass filter 418 having a time constant in the range of 1 to 10 seconds. The low pass filter 418 also provides a correction signal on the line 370 to the adder 366 described above.

As mentioned above, a single festival can be used for the actuator of FIG. 14D instead of the synthesized three-axis scheme already described with respect to FIGS. 14C and 15. However, three-axis planning has many advantages. All of these sensing shafts using the least number of electromagnets are stabilized. Moreover, the gap movement is cos 45 ° = 0.707 of the movement in the x or y direction. Thus, the + or -15 mm gap vibration for single or multiple single axis systems is reduced to + or -10.5 mm vibration in a three axis scheme. In FIGS. 14C and 15, only four electromagnets are used, and only four power-electronic controllers are required. Since the magnets are used two at a time in FIGS. 14C and 15, the size of the magnets can be reduced. Thus, although magnets whose lengths are half that required for a single axis scheme are used, the system is commercially useful.

36A is another block diagram of a particular implementation of an active suspension system in accordance with the present invention. One axis (for example between sides along the x axis passing through the vertical center line of the car) and two axes (for example parallel to the z axis and at equal distance to / from the opposite side of the vertical center line, for example) In the case of other axes (before and after), there is a separate feedback loop, but in FIG. 36A only a single axis is shown. The acceleration reference signal may be an input on the line 100 and may be set to zero. The deviation between the reference signal on line 100 and the measured car acceleration signal on line 102 forms an error signal on line 104, which is fed to a feedback compensator, denoted C (s).

The adder 109 responds to the output of the compensator and indirect type disturbances such as rail disturbances provided by the system dynamics 109a and indirect type disturbances such as wind power when provided by the system dynamics 109b. It is shown to respond.

C (s) can be characterized as:

DC Washout Pendulum Compensation Control

w ₁ = low control band frequency [rad / s]

w ₂ = high control band frequency [rad / s]

W ₀ =

Gain = control gain selected such that the loop gain is @w ₁ w ₂ = 1

GOL = open loop system gain [mg / N]

w _p = pendulum resonant frequency soil [rad / s]

ζ _p = pendulum decay rate

The first term covers the DC washout. The second term is for pendulum compensation and the third term is for control.

In each axis, the feedback compensator processes the car acceleration error signal for that axis to generate an actuator command. In this case, a force command signal is provided on line 110. These compensators can be considered as dynamic filters whose characteristics (gain and phase to frequency) are designed to meet the elevator system requirements. The design of C (s) can be recalculated as a design requirement on the overall loop gain, denoted by L (s), where the overall loop gain is shown in block 108, denoted by C (s) and G (s). It is the product of plant power as In theory, a force command signal on line 110 is provided to facility power 108. As shown in FIG. 36B, in the region where the car acceleration is minimum, the loop gain is greater than one. That is, in the region of frequency w ₀ . Above the high frequency w ₂ , the loop gain is rolled off to meet the stability enhancement requirements. At ground frequencies (w _{1 and} below), they are washed out to reduce the effects of sensor noise and drift.

Based on the Jinzaka model of US Pat. No. 4,899,852, the performance of the active suspension concept was analyzed. 37A and 38B actually show a plot of the designed open loop transfer function L (s) for an active system resulting from this analysis. A plot of the feedback compensator gain and phase angle is shown in Figures 38A and 38B for the feature design.

39 to 41 summarize the results of a performance simulation study of the resultant active suspension system. The upper left diagram (indicated by (a)) of each of these figures is the characteristic disturbance input (applied car power or rail profile). Each of the remaining diagrams in these figures shows the car acceleration response for the following three configurations. (1) Jinjaka (indicated by upper-right (b)), (2) Ordinary car (indicated by lower left (c)), and 36A, 36B, 37A, 37B, 37B Active suspension using the control designs of FIGS. 38A and 38B (indicated by the lower right side d) These systems reduce the level of cab platform acceleration associated with conventional systems and pendulums without active control.

39 is a predictive response to butt joint misalignment.

40 is a predictive response to rail swing.

41 is a predictive response to the force disturbance.

Testing was done using a half-size model of the elevator system in FIGS. 14A and 14B. The effect of the concept was performed using a rotating unbalance installed on the frame by simulating rail induced disturbances and simulating disturbance forces directly by the actuator between the frame and the cap.

The feedback compensator of FIG. 36A is implemented using digital computer 100 as shown in FIG. Sensor 102 data is provided on line 103 to a 12-bit A / D converter (not shown) and processed after passing through input / output (I / O) port 104. A digital form of feedback compensator 106 was used to generate a command signal on line 106 to actuator 108 capable of exerting a force on car 110.

Signal processor 100 includes all communications by central processing unit 104a, read only memory 140b, random access memory 140c, data, address and control bus 104d.

FIG. 43 illustrates a series of steps that may be performed by the signal processor 100 of FIG. 42. For example, after entering step 112, the acceleration is sensed at step 114 by an accelerometer, such as sensor 102. The processor then calculates the magnitude of the stopping force by implementing dynamic compensation 106. Subsequently, at step 118 signal processor 100 provides a stop signal on line 106, which may be a stop signal calculated at step 116. The process then ends at 120.

Figure 44 shows the results of tests to evaluate the effectiveness of active systems in mitigating direct load. The plot shows the ratio of the magnitude of the pressure determined to the measured car acceleration over the sweep frequency. The upper curve is the response of the pendulum car system without active suspension control. The undercurve response of the active suspension system verifies the expected 80% to 90% reduction. 45 shows a comparison of the (experimentally) time response (45A and 45C degrees) and the predicted time response (via simulations in 45B and 45D degrees) obtained for direct force relaxation.

The reduction in system sensitivity to direct load is achieved without compromising the performance of the system in which rail induced disturbances exist. 46 shows the system's response to rail irregularities as simulated on a test bed with rotational imbalance. Figure 46A shows the unclaimed pendulum response to the 3HZ input frequency. 46B is the response of the active suspension system. It can be seen that the magnitude of the acceleration is reduced. Accordingly, the active suspension system improved the riding characteristics using the car acceleration as a metric of performance when both rail guided Iran and direct car power are provided.

In certain facts, the actuator command signal on line 106, as shown in FIG. 42, may be a force command signal as described above, for example, as described in more detail in FIG. It is applied to a feature actuator that may include the core coil and ferromagnetic plane of FIG.

In FIG. 47, the force command signal on line 106 from the signal processor of FIG. 42 is provided to a PWM amplifier, which can be manufactured by Copley Controls of Newton-Elger-Ort Street 375, Chuss. This is referred to as Class B PWM Servo Amplifier Model 218A, as disclosed in a specific sheet named Model 215A, 218 Servo Amplifier. The PWM amplifier 150 acts as an electronic double pole-through switch to provide the selected voltage to the lines 154 and 156 with polarity inversion during the selected duty cycle. The pair of steering diodes 158, 160 provide the output current on each line 154 or line 156 to the appropriate coil of the corresponding magnets 130, 132. Each ferromagnetic mass or electromagnet stands on the body of the frame 26, while other elements stand on the bottom surface of the platform 14. In a preferred embodiment, the electromagnets 130, 132 are erected on the bottom of the frame 26, and the ferromagnetic mass 134 is fixedly attached in a form suspended from the bottom of the platform 106. The same is true of the other actuators 240, 244 of FIG. 14D.

To construct an effective feedback loop, the holcells 170, 172 can be placed in a magnetic circuit path to sense the magnetic flux in the gap between the ferromagnetic plane 134 and each core of the core-coils 130, 132. . Hall cells 170 and 172 provide a sensed sustained signal on line 174 and 176 to device 182, where device 182 can be a multiplying IC such as AD 534 and device 182 can be wired. The magnitudes of the magnetic flux signals on (174, 176) are squared to provide a deviation signal indicative of the deviation therebetween by the feedback feedback on line 152.

Again, the control shown in simplified form in FIGS. 36A and 36B includes the entire digital scheme similar to that of FIG. 42, but can be performed in a number of different ways, which is the preferred scheme shown in FIG. The embodiment of FIG. 48 respectively controls actuators on both sides of the car, the same or similar to that shown in FIG. 15, with one system near the bottom or bottom of the car and the other system near the ceiling or top of the car. It includes two independent control systems.

Of course, the basic theory of active control can be carried out in a number of coordinate single axes as previously proposed. Thus, the control shown in schematic form in FIG. 36A can be performed by a number of different methods, but the preferred approach is as disclosed in the 3-axis control in FIG. 15 to obtain the 5-axis control shown in FIG. Is to extend the same theory. Although shown for the car, one of ordinary skill in the art will appreciate that the same theory shown in FIG. 48 can also be applied to pendulum or supported caps.

In FIG. 48, a fast acting analog loop for fast disturbing disturbance forces is combined with a continuous, dense digital loop that compensates for gravity components and drift in the accelerometer. Multiple high speed action analog loops can be included in analog control 500, 502, 504, 506 for independently controlling the top of the car and analog control 508, 510, 512, 514 for independently controlling the bottom of the car. And one of eight actuators 516, 518, 520, 522 and 524, 526, 528, 530, respectively. Depending on proper interfacing (not shown), a single digital controller 532 can process signals to and from all eight analog controls. Each analog control is responsive to force command signals on lines 534, 536, 538, 540 and 542, 544, 546, 548 from digital controller 532. The force command signal will have a different magnitude depending on the translational and rotational forces to be prevented. Digital controller 532 also responds to acceleration signals on lines 552, 558, 559 and 550, 554, 556 from accelerometers 562, 568, 569 and 560, 564, 566, respectively, Lines 570, 572, 574, 576 and 578, 580 indicating the size of the air gap between the cores of the actuators 516, 518, 520, 522 and 524, 526, 528.530 and the ferromagnetic blades that they respectively face , 582, 584 in response to the location signal.

In response to force command signals on lines 534, 536, 538, 540 and 542, 544, 546, 548, respectively, analog controls 500, 502, 504, 506 and 508, 510, 512, 514 Provides the operating signals on lines 586, 588, 590, 592 and 594, 596, 598, 600 to the coils of actuators 516, 518, 520, 522 and 524, 526, 528, 530. More or less attraction is created between each actuator core and their associated ferromagnetic blades. The return current through the coil is monitored by current monitoring devices 602, 604, 606, 608 and 610, 612, 614, 616, and the lines 618, 620, 622, 624 and 626, 628, 630 632 provides current signals on the respective analog controls 500, 502, 504, 506 and 508, 510, 512, 514. The current sensor can be, for example, Bell IHA-150.

A number of sensors 634, 636, 638, 640 and 642, 644, 646, 648, which may be holcells (e.g. in the form of a bell GH-600), ie magnetic flux in the gap between the core face and the associated blades Each actuator core is associated with each to provide an indication of the density or magnetic induction (Volt-sec / m 2) or the magnetic flux density in the gap therebetween. Sensors 634, 636, 638, 640 and 642, 644, 646, 648 provide analog control (Sensors) on the respective wires 650, 652, 654, 656 and 658, 660, 662, 664. 500, 502, 504, 506 and 508, 510, 512, 514.

Analog control 500 of the multiple analog controls of FIG. 48 is similar or identical to that shown in FIG. The remaining analog control may be the same or similar.

As discussed above, the digital controller 532 is capable of accelerating signals on lines 552, 558, 559 and 550, 554, 556 as well as lines 570, 572, 574, 576 and 578, 580, 582. In response to the gap signal on 584), translational movement along two horizontal axes in five axes, namely both floor and ceiling, in relation to analog control as shown in FIG. It performs the single axis control function of FIG. 36A in rotation and in rotation of both the floor and the ceiling about the vertical axis.

More precisely, for an optimal embodiment of this aspect of the present invention, the control action for two translational axes and two rotational axes in both axes, ie both floor and ceiling, is shown. However, when the horizontal axis in the floor and ceiling is approximated for the purpose of illustration by a single set of horizontal axes in the plane intermediate path between the top and the bottom of the car or cap, it is referred to as 5-axis control. In this scheme, but not intended to be limiting, for simplicity, a car or cap may be considered as a solid or rigid octahedron, without considering the actual strength or lack in the structural connection between the floor and the ceiling. It has a Cartesian coordinate system having three axes with respect to the origin of the center, which is dependent on the translation along the horizontal axis and the rotation about the horizontal axis, and the rotation about the vertical axis.

The force command signal at both the bottom and top of the car or cap can be derived, for example, by first decomposing the sensed position (gap) signal into components along the axis of the Cartesian coordinate system of FIG. 3. The Cartesian coordinate system of FIG. 3 is located with the origin of the plane of the floor or ceiling as the independent system is processed).

P _{x +} = (P ₁ + P ₃ ) / (2KCS), P _x- = (P ₂ + P ₄ ) / (2KCS),

P _{y +} = (P ₁ + P ₂ ) / (2KCS), P _y- = (P ₃ + P ₄ ) / (2KCS),

P _{θ +} = (P ₂ + P ₃ ) / 2, P _θ- = (P ₁ + P ₄ ) / 2,

Then, based on the above formula, P _x- and P _{x +} and P _y- and P _{y +} and P _{θ +} and P _θ- from P _x , P _y , and P _θ (all absolute positions relative to the car or cap) Calculate or select). P _x can be calculated as follows, for example.

P _x = (P _{x +} -P _x- ) / 2

Alternatively, P _{x +} or P _x− may be selected as the amount is small (note: for large caps, ie large P _{x +} , the value may be inaccurate and may be ignored). The results are used to determine the positioning force components F _px , F _py , and F _pθ as shown in FIG. 48 in units of a single axis of the component (P represents position feedback. For example, on line 348 P _x generates an x-position error signal on line 354. This signal then passes through a local pass, as in line 358. Then, generates a P _px signal to derive the desired X stopping force. , If a positive force is required, F _p1 = F _p3 = (0.5) (F _px ) / (cos45 °) For negative force, F _p2 = F _p4 = (0.5) (F _px ) / (cos45 This same procedure can of course also be applied to F _py and F _pθ using appropriate equations, so that the forces F _px , F _py and F _pθ are corrected signals F _p1 , F according to the following complete set of equations: It can be derived from _p2 , _Fp3 , _Fp4 .

F _{px +} : F ₁ = (KCS) (F _{px +} ) F _px- : F ₂ = (KCS) (F _px- )

F ₃ = (KCS) (F _{px +} ) F ₄ = (KCS) (F _px- )

F _{py +} : F ₁ = (KCS) (F _{py +} ) F _py- : F ₃ = (KCS) (F _py- )

F ₂ = (KCS) (F _{py +)} F ₄ = (KCS) (F _py- )

F _{pθ +} : F2 = (KCS) (F _{pθ +} ) F _pθ- : F ₁ = (KCS) (F _pθ- )

F ₃ = (KCS) (F _{pθ +} ) F ₄ = (KCS) (F _pθ- )

Where F is the force and KCS = cos (45 °) = sin (45 °) = 0.7707.

This equation is then summed with the acceleration signals F ₁ , F ₂ , F ₃ , F ₄ (such as the signal on line 364 or line 382 in FIG. 20) generated in the manner described above.

It should be understood that a valid position reading is only useful with the flux sensor of the type described above when the force actuator associated with it is not driven. This means that certain processing algorithms depend on the presence of the magnetic coil operating current.

Additional teachings of the present invention can be used to control the position of the car or cap at the stop, for example, to stop the suspension or support car or cap relative to the frame while the passenger is loaded on and off. Of course, the signal processor of FIG. 16, the digital controllers 380 and 532 of FIG. 19 and FIG. 48, or additional signal processors can handle additional control functions such as starting and stopping the car and feeding the car. When stopping on the floor, it is algorithmically determined to receive a detection signal on line 18 or that the car is stationary, but similar signals are received to control the position of the suspension type car or the supported car or cap. Will give a signal. To repeat the above example, when the cap platform 200 of FIG. 14C is oriented in the hatch as indicated by the capsteel aligning the left vertical edge of the gap with the hatch door steel 700. The signal processor 20 of FIG. 6 is programmed to provide a force command signal to the actuators 210 and 214, for example, the force required to raise the suspension cap against the stops 702 and 704 installed in the car frame 202. And draws the capsteel in close alignment with the hatch entrance steel 700 when the frame is stationary.

The scheme used to achieve the same is shown in FIG. 51, where a stop signal is provided from means 722 indicating that the car frame has been stopped in step 720 (means 722 is a car or May be incorporated into the processor 532 in an additional role of controlling the group of cars). If a stop or stop command signal is provided, in response, actuator 724 (which may be actuators 210 and 214 working together) provides an action signal, as shown in step 726, ( Suspended cap 728 (which may be cap 200) is stationary relative to the carframe (which may be frame 202) such that the cap steel is adjacent to and free of movement.

A similar set of stops 730 and 732 are provided and pulled at each landing for the car of FIG. 15, and similar procedures such as that of FIG.

Preferred embodiments of the present invention utilize electromagnetic, contactless actuators and, in particular, electromagnetic actuators as shown in FIG. 15 with respect to hatch rails with respect to suspension or support cars, but with contact active actuators. It should be understood that it can. For example, FIG. 49 shows a standard rail 750 attached to the hatch wall 752, which has wheels 754, 756, 758 in contact with it to guide the elevator car. It has three contact type actuators. 50 shows one of the actuators 760 in detail, with the actuator 760 having a wheel 754 associated therewith actuated with the solenoid 762, the solenoid 762 having a contactless type electromagnetic actuator as described above. It has a coil 764 similar to the coil row used in. The other wheels 756, 758 will have similar solenoids associated with them.

Referring again to FIG. 49, it is a standard example to provide one or more guide rails for each elevator in an elevator system to guide and stabilize the car as it moves up and down between floors. In such guide rails, wheels mounted by springs on the car typically travel on the rails for car guide and motion control.

Since the elevator car needs to be guided to be maintained along a particular route of travel, the guide rails must be able to withstand all forces that may arise, for example, from normal elevator operation and emergency stop. In general, the guide rail may have any shape that allows the elevator to be confined within the path path. The problem is to detect the most economical shape.

At present, a rail with an inverted T-shaped section is standard with an elevator with three wheels, which typically drive another part of the guide rail in the apparatus as shown in FIG. 49. Two of the wheels, as shown in the figure, face directly, and the third runs on the distal end of the T between the other two.

However, the problem with these standard inverted T-rails is that they weigh significantly more than their strength, and thus cannot have the desired strength-to-weight ratio.

The present invention is designed to provide an improved guide rail design. It has a relatively low weight and can at least obtain the same amount of strength, or at least a higher strength-to-weight ratio than the standard inverted T-shaped section rails, as achieved by the standard installation design (not equal or large). Comparable guide size and stable control can be achieved. Moreover, the improved design is particularly suitable for the use proposed in FIGS. 5 and 7.

Others associated with the founder of the elevator have a V-shaped section with two wheels, for example running on the outer branch side of the V (see, for example, US Patent No. 134,698 to Charles R. Otis on January 7, 1873). Other configurations for guide rails, such as h) have been proposed, but each of them has been found to fail to obtain the desired control combination with good strength to weight ratio as obtained in the present invention.

Another known configuration is a pipe-like curved tube shape, but this design is generally limited to the case where emergency stop by a safety braid is unnecessary. Other shapes considered for the guide rails also included, for example, hat, bell and square tube shapes that are slightly similar to inverted flat bottom inverted U-shapes with end tabs.

The standard mounted T-shaped section is used for the entire elevator car guide system and for general information about its installation and its interrelationships with other parts of the elevator system, described for example by Silderman et al. US Patent No. 4,793,411, entitled Elevator Car System with Three Guide Rails, issued December 7, and US Patent No. 3,669,222, named Guiding and Dampening Device, issued June 13, 1972, described by Takamura et al. And US Patent No. 4,754,847, titled Control System for Elevator Cage Guide Magnets, published July 5, 1988, published by Ando.

As shown in Figs. 53 and 54, a preferred embodiment of the longitudinally extending guide rail 1 of the characteristics of the present invention is preferably integrally formed with a leg terminating in the end tab portion 4 Body or blade section 2 having two separating blades or legs 3. The end tab portion is used to install and secure the guide rail 1 to the building structure. The two branch legs form a void 3A between them.

As shown in FIG. 53, the three guide wheels 5A, 5B and 5C interface with a body or blade section 2 similar in shape to this structure and with a T-shaped guide rail as shown in FIG. .

Two both wheels 5A and 5B bear against both sides of the blade section 2 and the middle wheel 5C is carried by the distal tip of the blade section.

The comparative characteristics of the T- and Y-shapes are compared in detail in FIG. 55, in which exemplary 66 and 72/100 Newton (66.72 NT) T rails are used for comparison. Tables 1 and 2 of FIG. 55 provide the corresponding dimensions and properties of the two shapes, showing that the corresponding Y-shape can be reduced by about 18% in weight and can replace the prior art T-shaped rails. .

Thus, as shown in Table (2), the Y-shape of the present invention is slightly better in section properties than the corresponding T-shape and weighs about 18% less. The overall size of the two shapes is 12.7 cm × 8.89 cm for the T-shape and 13.02 cm × 9.53 cm for the Y-shape (Table 1).

It should be noted that all providing devices such as roller guides, slide guides, safety devices, etc. used in the T-shaped rails can be used with the Y-shape of the present invention without any change. It should also be noted that the leg or blade 3 of FIG. 53 can be used for a support wheel or magnetic flux as shown in FIG. 54.

The Y-shaped rails of the invention can be rotated in a steel mill, for example, to a desired length of 4.88 m each. Machining of the blade can easily be done in a milling or planning machine in a similar fashion as has been done for T-shaped rails. Cutting of the matching slots and drilling holes in the Y-shaped guide rails can typically be included and made as easily as in the T-shaped rails.

56 and 57 show an embodiment of another means for carrying out the invention, which is in the form of an active roller guide showing the roller cluster 1000 in detail. One of the rollers (lateral) relies high on the other two rollers, but it will be understood that the roller clusters 1000 are each conventional roller arrangements located on rails. In general, however, such clusters are only known to be used passively, but conventional roller clusters used with actuators are not known.

The cluster 1000 has a side-to-side guide roller 1002 and front-to-back guide rollers 1004 and 1006, and the roller cluster 1000 has a base surface ( Mounted on 1008, and the base surface 1008 is secured to an elevator cap frame crosshead (not shown). Guide rail 1001 is a typical and common T-shaped structure, which has a base flange to be secured to the lifting zone and braid 1014 protruding upward and downward toward the rollers 1002, 1004, 1006. It is provided. The braid 1014 has an end facing surface 1016 and a side facing surface 1018, the end facing surface 1016 is joined by the lateral roller 1002, and the side facing surface 1018 is the front and rear sides. By the rollers 1004 and 1006. The guide rail braid 1014 extends through the slot 1020 in the roller cluster base surface 1008 so that the rollers 1002, 1004, 1006 are coupled to the blade 1014.

As clearly shown in FIG. 57, the lateral roller 1002 is supported on a mandrel on a link 1022, and the link 1022 pivots on a mandrel 1024 via a pivot 1026. Is mounted. Mandrel 1024 is secured on base face 1008 and link 1022 has a comb 1028 that receives one end of coil spring 1030. The other end of the spring 1030 is coupled to the spring guide 1032, the spring guide 1032 is connected to the bolt 1036 at the end of the compression type ball screw adjusting device 1034. The regulator 1034 is extended or contracted by the force of the spring 1030 to change the force on the link 1022, thereby causing the roller 1022 to extend or contract. The ball screw device 1034 is mounted on a U-shaped link 1038 that is bolted to the platform 1040, and the platform 1040 is subsequently fixed to the base surface 1008 by the blankets 1042 and 1044. do. By using the platform 1040 and the blankets 1042 and 1044, the assembly can be retrofitted on a conventional roller guide located directly on the existing base surface 1008. The ball screw device 1034 is driven by an electric motor 1046. A ball screw actuator suitable for use in connection with the present invention may be from Motion Systems, Inc. of 07702 Shrewsbury Box 11, NJ. The actuator motor 1046 is a direct current or alternating current motor, and can be applied to a product of Motion Systems. The actuators of the motion system models 85151/85152 have been made particularly suitable for use in the present invention. The device includes a direct current or alternating current motor 1046 connected to a gear reducer 1048 to drive the motor speed reduction, driving the ball drive actuator. The ball drive actuator is a mains powered ball screw 1034, which may be provided with a brushless alternating current motor with only a cover in the figure. Although schematically shown, a position sensor 1049, such as a positioner or an optical sensor, is attached to the sea car frame by attaching to a lip located on the back of the reducer 1048 and the sprim holder 1032, so that the screw The straight extension distance can be measured. Of course, other position sensors may also be used as appropriate.

Guide roller 1002 is axed on shaft end 1050, and shaft end 1050 is mounted in adjustable receptor 1052 in the upper end of link 1022. Pivot stopper 1054 is mounted on threaded rod 1056, and rod 1056 extends through passage 1058 formed in upper end 1060 of mandrel 1024, link 1022. Screwed into a hole 1062 within. The stopper 1054 is selectively disposed and acts on the mandrel 1024 and is capable of limiting the movement of the link 1022 clockwise about the pin 1026. Due to this, the movement elongation of the roller 1002 in a direction away from the rail can be limited, which direction is shown by the arrow (D). The mandrel 1024 is formed to have a recess 1064, the recess 1064 having a magnetic button 1066, and the magnetic button 1066 contains a fossil element compound. Samaritan cobalt is a fossil elemental compound and can therefore be used in the magnetic button 1066. Steel tube 1068 is mounted in a passage extending through the link 1022, which steel tube 1068 has a Hall effect detector (not shown) closest to its end 1070. . The magnetic button 1066 and the Hall effect detector form a proximity sensor, the maximum proximity sensor being usably connected to a switch for controlling the equal force on the electric motor 1046. The proximity sensor detects the transfer distance between the magnetic button 1066 and the steel tube 1068, which indicates the distance between the pivot stop 1054 and the mandrel 1024. As a result, when the tube 1068 and its Hall effect detector are moved away from the magnetic button 1066, the pivot stop 1054 moves in the direction of the mandrel 1024. The detector generates a signal that is proportional to the size of the gap between the detector and the magnetic button 1066, which signal is used to control the electric motor 1046, whereby the ball screw 1034 jack causes the Link 1022 and roller 1002 are moved to or away from the rail. Depending on the type of control system used, the stopper 1054 may prevent a connection or at least prevent a rigid long connection with the mandrel 1024. Due to this, the roller 1002 is continuously damped by the spring 1030 and will not be stopped at the base surface 1008 by the stopper 1054 and the mandrel 1024. The axial inclination of the car, which is caused by uneven load or other direct car force, is also corrected. As mentioned above, the electric motor 1046 may be a reversely rotatable motor, in which adjustments on each side of the cap may be adjusted in and out of the rail.

Referring now to FIGS. 56, 57, and 58, it will be demonstrated that front and back rollers 1004, 1006 are mounted on the base surface 1008. Each roller 1004, 1006 is mounted on a link 1070 connected to a pivot pin 1072, which pivot pin 1072 supports the crank arm 1074 at the distal end of the rollers 1004, 1006. . Axial ends 1076 of rollers 1004 and 1006 are mounted in adjustable recesses 1078 in links 1070. The pivot pin 1072 is mounted in the slit bussing 1080, the slit bussing 1080 is sealed in the grooves 1082 formed in the base block 1084 and the cover plate, and the base block 1084 and the cover plate 1086. Are bolted together on the base surface 1008. A uniform helical spring 1088 (see FIG. 59) is mounted in the space column 1089 (see FIG. 56), the outer end 1090 of which is connected to the crank arm 1074, and the inner end 1092. Is connected to a rotatable caller (not shown), the rotatable caller is rotated by a gear train (not shown) mounted in the gear box 1094, and this gear train is rotated by an electric motor (reversely rotatable). 1096 can be rotated in a predetermined direction. The helical spring 1088 is a suspension spring for the roller 1006 to provide a spring bias force, and the roller 1006 is in close contact with the rail braid 1018 by a spring biasing force. When the roller is rotated by the electric motor 1096, the helical spring 1088 provides a restoring force to the roller 1006 through the crank arm 1074 and the pivot pin 1072, such as a biased load generated on the car. The inclination of the cap in the front-rear direction generated by the front-rear force is smoothed.

Rotational position sensors, such as RVDTs, revolving potentiometers, etc., may be provided to perform the functions of sensor 127a in FIG. Such a sensor may be attached to one end of the crank arm 1074 side and the opposite end of the base 1008 side.

Each roller 1004 and 1006 can be individually controlled by a respective electric motor and helical spring, if necessary, as shown in FIG. 69, otherwise it is possible to use only one motor / spring set. Mechanically interconnected and controlled.

Interconnects that may be used for rollers 1004 and 1006 are shown in detail in FIG. 60. In FIGS. 58 and 60, it will be seen that the link 1070 has a U-terrain link 1098 extending downward, and the link has a bolt hole 1100 formed therein. The U-shaped link 1098 extends downwardly through the gap 1102 in the mounting plate 1008. The caller 1104 is connected to the U-shaped link 1098 by bolts 1106. A connecting rod 1108 is inserted into the collar 1104 and secured with a pair of nuts 1109, which are screwed onto the helix end of the rod 1108. A coil spring 1110 is mounted on the rod 1108 to press the collar 1104 and the link 1070 counterclockwise about the pivot pin 1072 as shown in FIG. It will be appreciated that the opposing caller 1004 has the same link and caller assembly connected to the opposite end of the rod 1108 and is pressed clockwise by the spring. It will be appreciated that the clockwise movement of the link 1070 by the electric motor 1096 will also result in counterclockwise motion of the opposing link due to the connecting rod 1108. At the same time, the spring 1110 will cause the two links to pivot in opposite directions due to the discontinuity of the rail blades. Smooth and smooth running is also performed by two roller links fastened to each other by connecting rods.

As shown in FIG. 60, a stationary and position sensor assembly similar to that described above is mounted on the link 1070. Block 1112 is bolted to base surface 1008, which is located below arm 1114 formed on link 1070. Cup 1116 is secured to block 1112 and includes magnetic button 1116, which is formed of a rare earth element such as samarium cobalt.

The steel pipe 1118 is mounted in the passage 1120 in the link arm 1114, and a Hall effect detector is attached to the bottom end of the steel pipe 1118, which is a proximity sensor that monitors the position of the link 1070. To complete it. Pivot stop 1112 is located on an end of link arm 1114 located opposite block 1112, which is pivotable movement of link 1070 and roller 1006 spaced apart from rail blade 1014. This is to limit the scope of. The distance between the pivot stop 1112 and the block 1112 is proportional to the distance between the Hall effect detector and the magnetic button 1116. The hall effect detector is used as a feedback signal capable of operating the electric motor 1096. For example, when the stop means 1122 comes within a predetermined distance from the block 1112, the motor 1096 pivots the link 1070 through the helical spring 1110 so that the stop means 1122 is moved. Spaced apart from the block 1122. In another example, in proportional, proportional-integral, or proportional-integral-differential feedback loops, the position signals are compared in the air and the deviation between them is continuously approximately zero by the loop. The position sensor 1049 of FIG. 57 may also be used to maintain the position trajectory of the starter relative to the base 1008, as described with reference to FIG. 69. In either case, this movement will press the roller 1006 against the rail blades 1014, and will press the roller 1004 through the connecting rod 1108 in the direction as shown by arrow E in FIG. 60. . Simultaneous movement of the rollers 1004 and 1006 is to correct the inclination or inclination of the elevator cap caused by the uneven load in the front-to-back direction.

56, 57, and 61, electromagnets wound with coils 1130, 1132 are mounted on a U-shaped core 1134, and U-shaped cores are alternately mounted on a blanket 1044. . The blanket itself is mounted on the base surface 1008. As described above, the ball drive shaft 1034 exerts a force on the link 1022 pivoted along the sideline of the ball screw. Link 1022 pivots at point 1026 and extends downwardly below the pivot point towards electromagnet coils 1130 and 1132 and has a face 1138. The face is separated from the core faces of the electromagnet core [] 134 to receive electromagnetic flow across the gap between them.

FIG. 62 shows the cup 1064, which is made of a ferromagnetic material, in which a rare earth magnet is mounted. The depressions in the cup will be about 15 mm deep, as shown by way of example, with an inner diameter of 25 mm and an outer diameter of 30 mm. The sleeve 1068 may have, for example, a length of 45 mm, an inner diameter of 12 mm, and an outer diameter of 16 mm. The hole cell 1140 is shown located in the vicinity of the open hole of the tube 1068 to detect the flux from the magnet 1066 at that location. The composition of the tube, in accordance with the spirit of the present invention, is a ferromagnetic material, which enhances the hole cell's ability to sense magnetic flux from the magnet, and also provides a shield from the magnetic flux generated by an electromagnet mounted elsewhere on the roller guide. Used to

Specifications for position transducer

1. Magnetic transducer can be used.

2. Working range: 10mm

3. Reproducibility: 0.1mm

4. Temperature range: 0-55 ℃

5. Temperature Coefficient: 0.02% / C

6. Magnetic field sensitivity: 100 gauss at 30mm distance does not affect the output of the converter more than 0.5%.

7. Voltage: 9-15 VDC

8. Lead: Separate signal and ground wires and twist a pair of shielded wires.

FIG. 63 shows a hole cell 1140a mounted on a face of a reaction plate 1138, a protrusion 1134a of an electromagnet core 1134 is provided on the reaction plate 1138, and a reaction plate 1138. ) Is wound around the coil 1130 (or shown by the protrusion 1130a), as shown in FIGS. 56, 57 and 61. The sensor can also be mounted on the face of the core itself, and the core does not overheat in this position.

Hall sensor assembly specifications

1. Applied on the positive or opposite side of an electromagnet.

2. Working range: 0.05-1.0 Tesla

3. Accuracy: Up to 5% is allowed, but 2% is preferred.

4. Rate: 10 V / Tesla

5. Temperature range: 0-55 ℃

6. Temperature Coefficient: 0.02% / C

7. Thickness: Can't exceed 20mm.

8. Voltage: ± 12 to 15 VDC

9. Lead: Separate signal and stop lines and twist a pair of coated wires.

Referring again to FIG. 57, a front-to-back roller 1006 and a pair of electromagnets 1144, 1146 are shown. The block 1148 portion of the link 1070 shown in FIGS. 58 (perspective) and 60 (cross section) is an extension 1150 shown in FIGS. 57 and 60 (not shown in FIG. 58). The extension portion has a face 1152 opposed to a pair of core faces associated with the core 1156, on which the core 1156 and 1146 are mounted, one of which faces 1154. Is shown in FIG. 60 only.

64 is a side view of the ferromagnetic core and is used to mount the coils 1130 and 1132 of FIG. 56 or the coils 1144 and 1146 of FIG. Dimensions shown are in millimeters. 65 is a plan view of the same core, with the depth dimension shown along the pair of coils shown in dashed lines. The cores of FIGS. 64 and 65 are made of gain-oriented (M6) 29 gauge steel and mounted on angle iron by means such as, for example, welding.

For example, coils 1130 and 1132 are configured in pairs, each wound 350 times with a wire having a diameter of, for example, 115 mm. Coil connections shall be constructed in series to allow parallel reconnection. The wire insulation can be equivalent rated at medium (dual) structure GP200 or 200 ° C. The impregnating agent may be vacuumed at 180 ° C. or higher. The coil required voltage would be around 250 volts, and the coil itself could be ground tested at about 25 kilovolts at high potential. The connecting coil lead may be a twisted wire, having a diameter of 1.29 mm and a length of about 50 cm. It weighs approximately 2.0 kg and consists of 0.8 kg of iron and 1.2 kg of copper. With an air gap of 2 to 10 mm at a magnetic flux density of about 0.6 Tesla, a force of about 200 N (Newtons) can be obtained. This design is suitable for the active roller guide described above. It has more than twice possible outputs than it needs.

FIG. 66 shows a pair of active roller guides 1140 and 1142 mounted to the bottom of elevator car 1144 for side to side control. FIG. 66 also shows control of the corresponding pair of electromagnets 1146 and 1148. The acceleration feedback is used in the above-described control circuit for the electromagnet even if other control means are used. Acceleration control will be described in detail with respect to position control of high-force actuators associated with the 69th degree. Accelerometer 1150 measures side to side acceleration at the bottom of the platform and may be positioned between two active roller guides 1140 and 1142. The direction of sensitivity of the accelerometer is shown by an arrow labeled S-S, which will be perpendicular to the hatch wall. The sense signal on line 1152 is provided to signal processor 1154, which in response provides a force command signal on line 1156 to second signal processor 1158, the second signal being present on line 1156. The processor may be manufactured as separate components to provide faster response. The force command signal on line 1156 is added to the force feedback signal on line 1158 at adder 1160, which includes a pair of diodes 1164 and 1166 for the force error signal on line 1162. To the steering circuit. Positive force error signal will be conducted through diode 1164, while negative force error signal will be conducted through diode 1166.

In order to prevent the sudden turn-on, turn-off operation of the two electromagnets 1146, 1148 near the crossover between the amount of force response and the negative force response as shown in FIG. A bias voltage is provided to bias the left and right signals provided for PWM control. The bias voltage is provided from the potentiometer 1172 by a pair of adders 1168 and 1170, which is biased to a suitable voltage to provide the force adding method shown in FIG. This allows a smooth transition between the two electromagnets. The pair of pulse width modulation control means 1174 and 1176 respond to the addition signals from the adders 1168 and 1170 and vary the duty cycle according to the magnitude of the signal on the lines 1182 and 1184 from the adders 1168 and 1170. Provide signals to lines 1178 and 1180, respectively.

Force feedback on line 1158 is provided from adder 1186 responsive to a first force signal on line 1188 and a second force signal on line 1190. Square circuit 1192 is responsive to sensed flux signals on line 1194 from Hall cell 1196 and first power on line 1188 by square and scaling the flux signal on line 1194. Provide a signal. Similarly, square circuit 1198 responds to a sensed flux signal on line 1200 from holcell 1202. On or opposite the core surface of each electromagnet of the cell such that the magnetic flux between each arm 1204, 1206 of the roller guides 1140, 1142 of the pair of hole cells 1196, 1202 is in a position capable of detecting the magnetic flux. It is mounted on the core surface.

The signal processor 1158 of FIG. 66 is programmed to perform the correction described in detail with respect to FIGS. 18 and 24.

The signal processor of FIG. 66 is shown in more detail in FIG. In the processor, the integrated circuit 1230 responds to a first command signal on line 1156, a first magnetic flux signal on line 1194, and a second magnetic flux signal on line 1200, as shown in FIG. 66. Provide a force error signal on line 1162. The integrated circuit may be an analog device AD534. PI controller 1252 amplifies the force error signal and passes through a 100 volt per volt (100 gain) circuit to a precision rectifier or diode steering circuit 1164, 1166 similar to that schematically shown in FIG. Provide an amplified signal on line 1254. Inverter 1258 converts the output of steering circuit 1164 so that signals on lines 1260 and 1262 applied to adders 1168 and 1170 have corresponding polarities. The addition signal on lines 1182 and 1184 is provided to the PWM control device, which may be a control device of the Signals NE / SE 5560 type. The controller provides a variable duty cycle signal on lines 1178 and 1180, which is also provided to the high voltage gate excitation circuits 1260 and 1262, which provide a gating signal to the bridge circuits 1264 and 1266. The bridge circuit provides current to the electromagnets 1146 and 1148.

The amplifiers 1268 and 1270 monitor the signal from the bridge and provide a stop signal to the PWM controllers 1174 and 1176 in the presence of overcurrent.

In addition, the reference signal may be provided to the comparator 1274 by the potentiometer 1272, which compares the output of the current sensor 1270 with the reference signal and compares the output signal on the line 1276 with the OR gate 1278. And OR gate is a signal on line 1276 as a signal on line 1280 when signal on current sensor 1270 exceeds a reference from reference prepositioner 1272. To provide. In addition, thermistor or thermocouple 1282 can compare line 1284 with an overtemperature reference signal within comparator 1286 using only the heat dissipation of the circuit. Comparator 1286 shows that the output signal on line 1288 has an OR gate current and overheating when the heat sink temperature exceeds an overtemperature criterion for most of the aforementioned protective circuitry for the H-bridge of magnet 1146. Although not shown, it is to be understood that the same parts are not shown for the sake of simplicity, but may be provided identically for the bridge.

Referring back to FIG. 69, there is shown a system diagram illustrating the control design of a pair of opposing guides, such as the side-to-side active roller guides 1140 and 1142 of FIG. The figure shows, for example, both acceleration feedback as detailed above for a pair of small actuators 1146 and 1148 and position feedback for a pair of high power actuators such as screw actuators 1300 and 1302. Include. The schematic of FIG. 69 can also be used for individually controlled front-to-back facing (opposite sides of the same rail blade) suspension, ie not mechanically connected as in the sixth degree. The elevator mass 1304 shown in FIG. 69 is subjected to the action of a net force signal on line 1306 from adder 1308, which adds to disturbance results on line 1310 (1314, 1316, 1318). , Add all in response to a plurality of forces shown on 1320 and 1322. Outer force on line 1310 may be represented by a plurality of disturbances. This disturbance force may include direct car force or rail induction force. In the distinction between the two types of forces, the direct force is strong, but acts slowly like wind or is static like load unbalance, while the rail induced force is small in high frequency disturbance. The forces shown in lines 1312-1322 represent the forces that interfere with the disturbance forces shown in lines 1310. In any case, the net force on line 1306 clearly accelerates the elevator mass by the acceleration shown on line 1304. The elevator system represents a car that integrates acceleration as indicated in integrator 1326 and moves a constant speed as indicated in integrator line 1328, and the speed is also an elevator as indicated in integrator 1330. The system integrates the position to the elevator car mass as indicated in the city line 1332.

As shown by the signal processor 1158 of FIG. 66, the electromagnets 1146, 1148 and the driver are shown together in FIG. 69 as a block 1334 responsive to the signal on the line 1336 from the adder 1338. This adder 1338, in turn, responds to a forced command signal on line 1156 from the digital signal processor 1154 of FIG. 66, wherein the electromagnets 1146, 1148 and the driver are numbered similar numbers 1154 to filter and It is shown in Figure 69 as a reward. This block supports the compensation and filtering described in detail in connection with FIGS. 4 and 5. The position control acceleration signal on line 1340 may be provided from the gap error signal on line 1398. It will be described only that the acceleration signal can be used to provide the rapid control to assist the continuous control. This assistance is also provided essentially by sensing directly with the accelerometer. The accelerometer 1150 of FIG. 66 is shown in response to the accelerometer of the elevator car in FIG. 68 and shown on line 1324 as disturbed by the vertical component of acceleration, shown on line 1350. As shown, the sum of the actual accelerations in the adder 1352 is performed. As a result, the acceleration in the lateral direction on the line classified as SS shown in FIG. 66 is interrupted by a small vertical component, so that the signal on the line 1152 is not completely single in lateral acceleration. . Similarly, the accelerometer will have a deviation as shown on signal line 1354, and signal line 1354 can be shown summed in the output of accelerometer 1150 and in adder 1356, As a result, inaccurate acceleration signals may appear. As a result, the sensed acceleration signal is provided to the processor 1154 on line 1358. This completes the description of the acceleration loop.

It is understood that the two electromagnets 1146, 1148 in FIG. 66 do not have problems with positioning or fighting with each other because each control is guided between the two electromagnets. For two large sized actuator cases facing each other, for example, the two ball screw actuators 1300 and 1302 have similar problems in operating them, since they can be fighting with each other. . We now present a concept for controlling the two high power actuators 1300, 1302 shown in FIG. 66 by adjusting the acceleration to one or the other of the actuators.

As shown in FIG. 69, adjusting the signal to control the two opposing actuators and the new technique of augmenting the central command signal will be described in combination with the seventy degrees. The reference point is indicated by zero. The pair of elevator hatch walls 1360 and 1362 have corresponding pairs of rails 1364 and 1366 attached thereto. As the rollers 1368 and 1370 rotate the corresponding rail surface at a distance classified respectively as XRAIL2 and XRAIL1, the first float is generated on the surface of each rail. The spring constant K2 shown by block 1371a in FIG. 69 acts between the roller 1370 and the actuator 1300, and the spring constant K1 shown by block 1371b in FIG. 1370 and actuator 1302. The position of the actuator 1300 relative to the car 1304 is represented by the distance X2 and the distance between the car 1304 and the center position 1372 is represented by the distance POS which is positive on the right side of the center and negative on the left side. Since the distance between the elevator 1304 and the surface of the rail 1164 is represented by GAP2, the distance between the actuator 1164 and the surface of the rail is represented by GAP2-X2. When car 1304 is centered, GAP20 represents the distance between hatch wall 1360 and car 1304. On the other side of the car a similarly sized distance is shown.

Referring again to FIG. 69, a position sensor similar to the sensors 1036, 1070 shown in FIG. 57 is shown as block 1374 for measuring distance GAP1 of FIG. 70. Similarly, position sensor 1378 measures the GAP2 size of FIG. Although a pair of detectors 1376 and 1378 are shown in FIGS. 66 and 69, this function of measuring the gaps GAP1 and GAP2 is the magnetic center obtained by having a deviation between the two GAP signals. It should be understood that it can be supported by the signal detector without the need for a signal. From the experimental results in FIG. 69, it should be understood that the measured amount is related to the amount shown in FIG. 70, and this correlation is represented by the following equation.

GAP1 = -POS-XRAIL1 + GAP10,

GAP2 = POS-XRAIL2 + GAP20.

FIG. 69 is similar to FIG. 18 in many respects, with the exception of two position detectors 1376 and 1378 responsive to the position POS of the cap, such detectors 1376 and 1378 being the line l332. In addition, the inner line has a position sensor for returning the large actuator back to its initial or zero position whenever it is not actually used as an actuator. The two gap position lines GAP10 and GAP20 shown in FIG. 70 represent the distance between the car and the hatch wall when the car is located in the center. These are shown as signals that are inserted into adders 1384 and 1386 when the actual gap shown by the GAP1 and GAP2 lines has occurred. These signals are useful for understanding the system.

The pull signals from the position sensors 1376 and 1378 are provided to the summer 1396 on each signal line 1372 and 1394 to take a deviation between the magnitudes of the two signals and output a deviation (center control) signal on the line 1398. The rack filter 1400, the rack filter 1400 providing a filtered center control signal on the line 1402 to the junction 1404, the junction 1404 together with the junction 1404 for steering control 1409. ), Rather than providing all of the filtered center signals on line 1402 at the same time. A pair of geared motor controls 1410 and 1412 are shown, of which relatively relative to the line 1412 or 1414 as shown on the integral 1414 or 1418 when integrated by a system as shown. At low speeds one provides the force indicated by line 1316 or 1314 in response to the steered center command signal by moving to the actuator position X1 or X2 shown on line 1420 or 1422. Operate the spring rating (1371d or 1371c). In this control system, the spring static [] 37 and 1371d are associated with the same spring actuated by actuator 1410. Similarly, the spring ratings 1371a and 1371c are in this case associated with the same spring actuated by the actuator 1412. The pair of position feedback blocks 1420 and 1422 are responsive to the actuator position indicated by lines 1420 and 1422 and are for providing a feedback position signal on lines 1428 and 1430 indicating the position of the actuator relative to the car. It includes a sensor. This position signal may be dependent on a signal that may include providing a support gain path. The pair of adders 1432 and 1434 are in response to the lines 1428 and 1430 and the deviation signal on the lines 1434 and 1438 indicating the deviation between them in response to the center command signal on the line 1402 steered by the steering control. To provide. One of the pair of signals on the lines 1440, 1442 from the precision rectifiers 1406, 1408 will include the steered center command signal on the line 1402, with the remainder being zero. By zero, the command has the same magnitude as is required to return the actuator to the zero position, which zero position is the position required to maintain at least the desired preload on the primary suspension.

Referring to FIG. 71, the response of the position transducer as shown in FIG. 62 is shown. This is an experimentally determined response. Although the response to the feature transducer is shown, it can be appreciated that any other suitable type of position sensor can be used, including a linear position sensor. The summation of the two signals on lines 1392 and 1394 is shown in FIG. 70 over the full range of displacements of the elevator car (scaled for the particular suppressor shown). According to the embodiment shown, the placement of the link on the active induction is expected to have a displacement of only 10 mm. Thus, two position sensors for the corresponding two roller guides can be combined in a seamless response as shown in FIG. 72 for providing for the rack filter 1400 of FIG.

While the present invention has been shown and described in at least one detailed exemplary embodiment, those skilled in the art will appreciate that forms, details, methodologies, and / or without departing from the spirit and scope of the invention. It will be appreciated that various changes may occur in the room.

Accordingly, the following novel claims are provided as at least one illustrative embodiment of the invention.

Claims (29)

In a device for stabilizing an elevator car in a hoistway, An accelerometer for providing a sensed signal in response to a horizontal acceleration of the car, the magnitude of the horizontal acceleration being measured; Sensing means for providing a sensing signal having a magnitude in response to the degree of center or level of the car; Control means for providing a control signal in response to the sensed acceleration signal and a centering and height setting signal; In response to the control signal, actuator means for operating the car horizontally. The method of claim 1, In response to the sensed centering or heighting signal, integrate or lag filter the sensed centering or heighting signal, and an integrated or lag filtered signal having a magnitude representative of the signal. Control means for providing; Means for providing the control signal in response to the acceleration signal and the integrated or lag filtered signal, the operation applying counterforces to the car in the opposite direction to the acceleration, thereby providing a mass for the car. And the control signal providing means for efficiently adding a value in proportion to the magnitude of the acceleration signal and for centering or setting the car in proportion to the magnitude of the integrated or lag filtered signal. Elevator car stabilization device. The method of claim 1, The control means, In response to the sensed centering or height setting signal and a comparison signal having a selected magnitude, comparing the magnitude of the detection signal to the selected magnitude of the comparison signal to indicate a difference between them. Comparator means for providing a difference signal having a difference signal, And said actuator means actuates said car in response to said deviation signal. The method of claim 1, The actuator means comprises a pair of opposed actuators. The method of claim 4, wherein Only one actuator of the pair of actuators is effective at one time except for a central corssover region. The method of claim 1, And said sensed centering or heighting signal is steered between one or the other of a pair of opposing actuators of said actuator means. The method of claim 6, And said steered signal is biased to prevent simultaneous switching between said opposing actuators in a selected equilibrium region. The method of claim 1, The horizontal acceleration provides a car bottom acceleration signal having a magnitude representative of the acceleration along a car lower horizontal axis; Means for sensing an acceleration along a car upper horizontal axis parallel to the car bottom horizontal axis and providing a car top acceleration signal having a magnitude representative of the acceleration; Means for applying a restraining force to the kaha part in a direction opposite to the sensed car lower acceleration direction in response to the kaha part acceleration signal; And means for applying a restraining force to the carbed portion in a direction opposite to the sensed headbed acceleration direction in response to the carbed acceleration signal. The method of claim 1, The centering or height setting detection means, One or more corresponding sensed signals having a magnitude indicating the rotation, in response to horizontal positions of the upper and lower portions of the car in the hatch, which together represent the degree of rotation of the car about a horizontal axis; independent den bilevel sensor means for providing car rotation signals; Control means for providing a plurality of rotational control signals in response to the one or more sense car rotation signals; And said actuating means comprise bilevel actuator means for independently actuating said car at each height in a direction opposite to said indicated rotation in response to said plurality of rotation control signals. Car stabilization device. The method of claim 1, The actuator means is part of an elevator actuable secondary horizontal suspenslon connected between a primary suspenslon and the elevator for guiding the elevator along the hatch rail in the hatch, The control means, A first control loop for controlling the elevator with respect to the rail such that the elevator remains centered or heightened within the hatch in response to the sensed centering or height setting signal; A second control loop, in response to a sensing signal having a magnitude indicating a parameter of actuator part of the second horizontal suspension, such that at least a selected force is retained on the main suspension means; Elevator car stabilization device further comprises a). The method of claim 1, The actuator means is an actuating portion of an elevator secondary horizontal suspension for guiding the elevator car along the hatch rail in the hatch, The control means, An external control loop for controlling the elevator car with respect to the rail such that the elevator car remains centered or heightened within the hatch in response to a sensing signal having a magnitude indicating the centering or height setting of the elevator at the hatch. (an outer control loop); In response to the sensed acceleration signal having a magnitude representative of the disturbances of the elevator, an inner control loop for controlling the actuating portion of the second suspension to reduce the disturbance. Also characterized by an elevator car stabilization device. The method of claim 10, And said sensing signal has a magnitude indicative of the position of said actuator portion of said second horizontal suspension with respect to a selected referent. The method of claim 10, And the sensed centering or height setting signal is a position signal having a magnitude indicating a horizontal position of the car in the hatch. The method of claim 1, The actuator means A portion of a pair of roller guides mounted in a direction opposite to the car for guiding the car along a vertical guide rail in the hatch; The sensing means detects a degree of centering or height setting of the car associated with one or more actuable rollers of the roller guides, thereby detecting a detected centering or height setting signal having a magnitude indicating the degree. To provide; The control means, Comparison means for comparing the magnitude of the sensed centering or height setting signal with the magnitude of a reference signal and providing the control signal as a deviation signal having a magnitude indicating a difference therebetween; And an steering means for controlling the car associated with the roller of the roller guide by steering the deviation signal between the oppositely installed roller guides in response to the deviation signal. Car stabilization device. The method of claim 1, In response to a coil current signal providing a magnetic flux, the actuator may comprise an electromagnet force actuator that controls the elevator car running vertically in the hatch along a rail mounted vertically to the hatch wall. Including; The control means, A force deviation signal having a magnitude proportional to a difference in magnitude between the force command signal and the force feedback signal in response to a force command signal and in response to a force feedback signal summing means for providing a force difference signal; Current control means for providing said coil current signal in response to said deviation signal; Flux density sensing means for providing a sensed flux density signal having a magnitude indicative of the magnetic flux in response to the magnetic flux; Multiplication means for responsive to the magnetic flux density signal, multiplying the magnitude of the magnetic flux density signal by itself and a scale factor signal to provide the force feedback signal; An accelerometer which, in response to the acceleration of the car, provides an acceleration signal having a magnitude representative of the acceleration; And in response to the acceleration signal, force command means for providing the force command signal proportional to the magnitude of the acceleration signal. The method of claim 15, The current control means, Compensation means for providing a proportionally compensated signal in response to the force deviation signal; A firing angle compensator, in response to said proportionally compensated force deviation signal, for providing a firing signal; And a two quadrant (full wave power controller) for providing said coil current signal in response to said call signal. The method of claim 15, And said force command means is a digital signal processor and said summing means, said multiplication means and said current control means are analog. The method of claim 16, And said compensating means also provides a proportional-integral compensated signal. The method of claim 1, The actuator means is an electromagnet which guides the car vertically along a rail mounted vertically in the hatch; The sensing means for sensing the degree of centering or height setting of the car, Means for sensing a magnetic flux density between the rail and the electromagnet and providing a sensing signal having a magnitude indicating the magnetic flux density; Means for sensing a current of the electromagnet and providing a detection signal having a magnitude indicative of the current; And in response to the sensing signal, means for dividing the magnitude of the sense current signal by the magnitude of the sensor flux density signal to provide a position signal having a magnitude indicative of the horizontal position of the car in the hatch. Elevator car stabilization device characterized in that. The method of claim 1, The car includes a cab suspended in an elevator car frame in the hatch; The acceleration and the means for sensing provide a sensing signal indicative of the parameter in response to each parameter associated with the suspended cap; And said actuator means positioned between said cap and said frame, in response to said control signal, operating said suspended cap relative to said frame. The method of claim 1, The car includes a cap suspended in an elevator car frame in the hatch; And the control means provides in response to the sensed acceleration signal the control signal having a magnitude selected according to the magnitude and frequency of the sensed acceleration signal. The method of claim 1, And the control means provides in response to the sensed acceleration signal the control signal having a magnitude selected according to the magnitude and frequency of the sensed acceleration signal. The method of claim 10, And said sensed centering or height setting signal is a force signal having a magnitude indicating a horizontal force between said car and said hoist. The method of claim 21 or 22, The accelerometer includes at least three accelerometers that detect the horizontal acceleration of the car and provide three sensing signals indicative of the horizontal acceleration to be detected to the control means for calculating the corresponding forces required to block the sensed motion. Elevator car stabilization device characterized in that. The method of claim 24, And two of said three accelerometers are positioned to sense horizontal acceleration along a parallel axis perpendicular to said third horizontal axis. The method of claim 21 or 22, The magnitude of the control signal is a negative gain (decibel) less than a first selection frequency w ₁ and greater than a second selection frequency w ₂ , and the first selection frequency w ₁ and the first selection frequency w ₁ . And an elevator car stabilization device, characterized in that it is selected according to a compensation means having a positive gain (decibels) between the second selection frequency w ₂ . The method of claim 26, Elevator car stabilization device, characterized in that the first selection frequency is less than 1Hz, The method of claim 26, And said second selected frequency is less than 10 Hz. The method of claim 1, The accelerometer provides a sense signal indicative of the horizontal acceleration and includes component signals having different magnitudes at different frequencies; The control means increases or decreases in response to the sensed acceleration signal, respectively, as a function of gain and phase shift versus frequency component providing a maximum gain and a minimum phase shift in the center region of the selected frequency range. And stabilizing means for providing a control signal having a magnitude including the sum of the component signals.