WO2014129028A1 - Procédé et système pour commander un ensemble d'actionneurs semi-actifs présents dans un système d'ascenseur - Google Patents

Procédé et système pour commander un ensemble d'actionneurs semi-actifs présents dans un système d'ascenseur Download PDF

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Publication number
WO2014129028A1
WO2014129028A1 PCT/JP2013/080843 JP2013080843W WO2014129028A1 WO 2014129028 A1 WO2014129028 A1 WO 2014129028A1 JP 2013080843 W JP2013080843 W JP 2013080843W WO 2014129028 A1 WO2014129028 A1 WO 2014129028A1
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WIPO (PCT)
Prior art keywords
virtual
disturbance
semi
elevator
active
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Application number
PCT/JP2013/080843
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English (en)
Inventor
Yebin Wang
Scott A. BORTOFF
Original Assignee
Mitsubishi Electric Corporation
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from US13/772,980 external-priority patent/US8849465B2/en
Application filed by Mitsubishi Electric Corporation filed Critical Mitsubishi Electric Corporation
Priority to CN201380073636.2A priority Critical patent/CN105073619B/zh
Priority to DE112013006705.6T priority patent/DE112013006705B4/de
Priority to JP2015552211A priority patent/JP5985076B2/ja
Publication of WO2014129028A1 publication Critical patent/WO2014129028A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B7/00—Other common features of elevators
    • B66B7/02—Guideways; Guides
    • B66B7/04—Riding means, e.g. Shoes, Rollers, between car and guiding means, e.g. rails, ropes
    • B66B7/041—Riding means, e.g. Shoes, Rollers, between car and guiding means, e.g. rails, ropes including active attenuation system for shocks, vibrations
    • B66B7/042—Riding means, e.g. Shoes, Rollers, between car and guiding means, e.g. rails, ropes including active attenuation system for shocks, vibrations with rollers, shoes
    • B66B7/043—Riding means, e.g. Shoes, Rollers, between car and guiding means, e.g. rails, ropes including active attenuation system for shocks, vibrations with rollers, shoes using learning

Definitions

  • This invention relates generally to controlling a set of semi-active actuators, and more particularly to controlling the set of semi-active actuators to minimize vibration in an elevator system.
  • Vibration reduction in mechanical systems is important for a number of reasons, including safety and energy efficiency of the systems.
  • vibration in various transportation systems is directly related to ride quality and safety of passengers, and, thus, should be minimized.
  • vertical vibration in vehicles can be controlled by active or passive vibration reduction systems, which are generally referred as suspension systems.
  • suspension systems which are generally referred as suspension systems.
  • the vibration induced during an operation of an elevator system can be minimized.
  • the elevator system typically includes a car, a frame, a roller guide assembly, and guide rails.
  • the roller guides act as a suspension system to minimize the vibration of the elevator car.
  • the car and roller guides are mounted on the frame.
  • the car and frame move along the guide rail as constrained by the guide rollers.
  • There are two principal disturbances which contribute to the levels of vibration in the car (1) rail-induced forces which are transmitted to the car through the rail guides due to rail irregularities, and (2) direct-car forces such as produced by wind buffeting the building, passenger load distribution or motion.
  • Various embodiments of the invention determine a control policy of the semi-active actuators. To minimize the number of measured parameters, some embodiments determine a control policy based on a parameter representing the vibration of the system. An example of the parameter is an acceleration signal indicative of the acceleration of an elevator frame or an elevator car in the elevator system. Accordingly, some embodiments decrease the cost of the control by using, during the operation of the elevator system, only the measurements of the accelerometer.
  • Some embodiments determine the control policy based on a model of the elevator system.
  • the embodiments take advantage of another realization that a set of semi-active actuators can be controlled uniformly and thus a model of the elevator system can be simplified based on that uniformity.
  • some embodiments represent the elevator system as a model of a virtual elevator system having a single virtual semi-active actuator arranged to compensate for a virtual disturbance.
  • the virtual semi-active actuator represents the set of semi-active actuators.
  • a compensative force of the virtual semi-active actuator represents compensative forces of the set of semi-active actuators.
  • the virtual disturbance represents a combination of the set of disturbances.
  • the knowledge of the disturbance in time domain renders the state of the elevator system observable, i.e., determinable.
  • the knowledge of the state and the disturbance allows implementing various advanced control methods, such as receding moving horizon and sub-optimal control methods, to minimize the vibration of the elevator car effectively.
  • Some embodiments are based on another realization that virtual vibration can be determined in advance using the model of the virtual elevator system and an acceleration signal indicative of a horizontal acceleration of the elevator car. For example, one embodiment augments the model with the virtual disturbance and a time derivative of the virtual disturbance as state variables and inverts the augmented model to determine a relationship between a second order time derivative of the virtual disturbance and the acceleration signal. Based on this relationship and the measurements of the acceleration signal the virtual disturbance can be determined.
  • various embodiments receive values of the acceleration signal measured at different vertical positions of the elevator car during an operation of the elevator system without usage of the set of actuators and determine, based on the model and the values of the acceleration signal, the vertical profile of the virtual disturbance.
  • the vertical profile maps values of the virtual disturbance to corresponding vertical positions of the elevator car.
  • the disturbance profile of the virtual disturbance can be used to determine the virtual disturbance for the operation. For example, one embodiment determines the virtual disturbance during the operation of the elevator car using a motion profile of a movement of the elevator car during the operation and the disturbance profile of the virtual disturbance.
  • the disturbance profile is predetermined and stored in a memory accessible by a processor of a control system.
  • the motion profile of a position of the elevator car can be, e.g., determined by a motion controller of the elevator system.
  • Such embodiment can be advantageous because allows to incorporate future disturbance in the control policy.
  • the model, the disturbance profile and an acceleration signal indicative of a horizontal acceleration of the elevator car during the operation can be used to determine a state of the elevator system.
  • the knowledge of the state of the elevator system can be used to control semi-active actuators. For example, one embodiment controls each actuator of the set of semi-active actuators based on the state of the elevator system and according to a control policy of the virtual semi-active actuator.
  • one embodiment discloses a method for controlling a set of semi-active actuators arranged in an elevator system to minimize a vibration of an elevator car caused by a set of disturbances on the elevator car in a horizontal direction.
  • the method includes representing the elevator system with a model of a virtual elevator system having a single virtual semi-active actuator arranged to compensate a virtual disturbance proportional to a sum of disturbances from the set of disturbances, wherein a compensative force of the virtual semi-active actuator is proportional to a sum of compensative forces of the set of semi-active actuators; determining the virtual disturbance during an operation of the elevator car using a motion profile of position of the elevator car during the operation and a disturbance profile of the virtual disturbance; determining a state of the elevator system using the model of the virtual elevator system, the virtual disturbance and a signal indicative of a horizontal acceleration of the elevator car during the operation; and controlling each actuator of the set of semi-active actuators based on the state of the elevator system and according to a control policy of the virtual semi-active actuator.
  • Another embodiment discloses a system for controlling a set of semi- active actuators arranged in an elevator system to compensate for a set of disturbances.
  • the system includes a sensor for determining an acceleration signal indicative of a horizontal acceleration of the elevator car during an operation of the elevator system; a processor for determining, based on a model of a virtual elevator system and an acceleration signal, a disturbance profile of a virtual disturbance representing the set of disturbances, wherein the model of the virtual elevator system includes a single virtual semi-active actuator having a compensative force proportional to a sum of compensative forces of the set of semi-active actuators and arranged to compensate for the virtual disturbance proportional to a sum of disturbances from the set of disturbances, and wherein the acceleration signal is measured at different vertical positions of the elevator car during the operation of the elevator system without usage of the set of actuators; and a controller for controlling each actuator of the set of semi-active actuators according to a control policy of the virtual semi-active actuator using the disturbance profile of the virtual disturbance and the acceleration signal measured during the operation of
  • Figures 1A, IB and 1C are block diagrams of a control method according to some embodiments of an invention.
  • Figure 2 is a schematic of determining a model of a virtual system including a virtual actuator according to some embodiments of the invention
  • FIG. 3 is a schematic of an elevator system according to some embodiments of the invention.
  • Figure 4 is a schematic of a roller guide assembly with a semi-active actuator installed on a center roller according to some embodiments of the invention
  • Figures 5 A and 5B are schematic of disturbances of the elevator system of Figure 3;
  • Figures 6A, 6B, 6C, 6D and 6E are block diagrams of various methods for determining a disturbance profile
  • Figures 7A, 7B and 7C are block diagrams of an estimator used for the elevator system to reconstruct the virtual disturbance;
  • Figure 8 is a block diagram of a state estimator of the elevator system;
  • Figures 9A, 9B, 9C, 9D and 9E are block diagrams of methods for controlling a virtual actuator according to some embodiments of the invention.
  • Figure 10 is a schematic of an exemplar model of a semi-active vibration reduction system subject to an external disturbance.
  • Figure 11 is a block diagram of a system of filters for approximation of control policy according to some embodiments of the invention.
  • Various embodiments of an invention disclose a system and a method to control an elevator system having semi-active actuators. Some embodiments are directed to a suspension system subject to at least one external disturbance in a direction of a disturbance, and at least one semi-active actuator is controlled to minimize the vibration of one of masses induced by the corresponding disturbances.
  • a control method to minimize vibration in multiple directions can be derived by generalizing the disclosed control method.
  • some embodiments of the invention represent the system as a model of a virtual system having a single virtual semi-active actuator arranged to compensate a virtual disturbance.
  • a compensative force of the virtual semi-active actuator represents compensative forces of the set of semi-active actuators
  • the virtual disturbance represents a combination of the set of disturbances.
  • such representation is based on assumption of uniformity of the semi-active actuators, i.e., all semi-active actuators are exactly the same, perform, and are controlled in a similar way.
  • control of semi-active actuators is derived according to an optimal control theory and is based on the model of the system.
  • the model of the system is represented by a model of a virtual system.
  • one embodiment controls uniformly each actuator of the set of semi-active actuators according to an optimal control policy of the virtual semi-active actuator.
  • some embodiments are based on a realization that it is advantageous to control the set of actuators according to the optimal control policy that optimizes parameter of operation of the system.
  • Figure 1A shows a schematic of a system and method for controlling a set of semi-active actuators.
  • the control method starts with a representation of a model of a physical system 101.
  • Figure IB shows an example of the model, including one or a combination of masses 113, springs 111, dampers 115, and a set of semi-active actuators 112.
  • the system is subject to a set of disturbances 114.
  • the system 101 is represented as a model of a virtual system 102 based on the assumption that all relevant semi-active actuators are exactly the same and perform uniformly.
  • the virtual system includes one or combination of the masses 113, the springs 111, and the dampers 115.
  • the virtual system also includes a virtual semi-active actuator 122, and is subject to a virtual disturbance 123.
  • the disturbances affect the movement of masses in one direction.
  • One virtual disturbance in a specific direction represents the combined effect of all relevant disturbances on the movement of the masses in that direction.
  • a virtual actuator corresponding to a virtual disturbance in a specific direction accounts for the effect of all relevant semi-active actuators on the masses in that specific direction.
  • a compensative force of the virtual semi-active actuator can be determined as a function of sum compensative forces of the set of semi-active actuators.
  • Sensors 103 measure a signal indicating an operational status of the system 101.
  • a disturbance module 104 determines a virtual disturbance 109 of the virtual system.
  • the disturbance profile 107 is determined offline and stored in memory for online use to reconstruct the virtual disturbance 109 corresponding to a real operation of the physical system.
  • a state estimator 105 determines a state 110 of the virtual system.
  • the state includes a set of variables characterizing the behavior of the virtual system during operation.
  • a control signal 131 is determined by a controller 106 according to various control policies of the virtual semi-active actuator. The control signal can vary either the voltage or current.
  • the control signal 131 can be directly outputted to the semi-active actuators 112, or indirectly via amplifiers.
  • the difference between the physical system and the virtual system is the presence of the virtual actuator and virtual disturbance in the virtual system.
  • One embodiment in order to determine the virtual system, determines the virtual disturbances and the virtual semi-active actuator. Under the assumption that all semi-active actuators corresponding to the movement of one mass in a specific direction perform uniformly, all disturbances affecting the movement of the mass in the specific direction can be combined as a virtual disturbance, and the effect of all corresponding semi-active actuators on the mass in the specific direction can be characterized by a virtual semi-active actuator which is mounted between the mass and the source of the virtual disturbance.
  • Figure 2 shows an example of the physical system disturbed by four external disturbances ⁇ i ' ⁇ ' ⁇ ' ⁇ 4 j n me vertical direction, denoted by 205, 206, 207, and 208, respectively.
  • the set of semi-active actuators 201, 202, 203, 204 are mounted on the same mass 113 to compensate for the set of disturbances.
  • the first ends of four semi-active actuators e.g., a first end 221
  • the second ends of four semi-active actuators e.g., a second end 222
  • each semi-active actuator is a semi-active damper having a controlled damping coefficient Ui ⁇ ⁇ * ⁇ 4
  • the physical system is minimized to a virtual system with a virtual disturbance 212 and the virtual semi-active actuator 211.
  • the virtual disturbance is a sum of
  • the actuator has a controlled damping coefficient of .
  • the semi-active actuators perform uniformly, and the semi-active actuators have the same controlled damping coefficients, the compensating forces of all semi-active actuators is
  • a virtual semi-active actuator generates the same compensating force as all ⁇ semi-active actuators can be determined.
  • the controlled damping coefficient of the virtual semi-active actuator is ku ? the virtual relative
  • FIG 3 shows an example of a portion of an elevator system including two guide rails 302, a frame 303, a car 304, four car support rubbers 305, and four roller guides 306.
  • each roller guide includes three rollers 401 (center roller, front roller, and back roller), and three rotation arms 405 corresponding to three rollers.
  • the elevator system includes four center, front, and back rollers respectively.
  • the guide rails 302 are installed vertically (z- axis) in an elevator hoistway 301.
  • the frame 303 supports the car 304 via the vibration isolating rubbers 305.
  • the frame can move vertically in the hoistway of the elevator shaft.
  • a roller guide 306 guides the movement of the frame 303 along guide rails 302.
  • Figure 4 shows a part of a roller guide assembly 306 with a center roller 401 serving to minimize the vibration of the elevator car in the right-to-left direction (x-axis).
  • the center roller 401 maintains contact with the guide rail 302 through a roller gum 402.
  • the roller is mounted on a base 403 of the frame, and can rotate around a pivot 404 whose axis is along a front to back direction (y-axis).
  • a rotation arm 405 rotates at the same angular velocity as the roller around the pivot 404.
  • a semi-active actuator 406 is installed between the frame base 403 and the rotation arm 405.
  • a roller spring 407 is installed between the rotation arm 405 and the frame base 403.
  • the level variation of the guide rails causes the rotation of the roller around the pivot.
  • the rotation of the roller induces the lateral movement of the frame due to a coupling between the rotation arm and the frame base through the roller spring, i.e. the level variation of the guide rails is a source of the disturbances.
  • the lateral movement of the frame further induces the movement of the car by their coupling 305.
  • the elevator car moves in either front to back (y-axis) and/or left to right ( -axis) directions. Damping devices between the roller and the frame, or the frame and the car, can control the lateral vibration of the car.
  • a semi-active actuator is installed between one end of the rotation arm and the base.
  • the semi-active actuator generates a force based on a relative lateral movement between the rotation arm and the frame. This force can remove the energy transferred to the frame, and thus damp the vibration of the frame.
  • the elevator system also includes a sensor 310 for measuring a parameter representing a vibration level of the elevator car during the operation of the elevator system.
  • a sensor 310 for measuring a parameter representing a vibration level of the elevator car during the operation of the elevator system. For example, an acceleration of the elevator car reflects the ride comfort that
  • the sensor 310 can be an accelerometer for measuring an acceleration of the elevator frame 303 or for measuring directly the acceleration of the elevator car 304.
  • the semi-active actuators 306 are controlled, e.g., by a controller 410, according to the control policy based on the measured signal during the operation of the elevator system.
  • the acceleration of the elevator frame is measured to reduce the number of sensors and the cost of the system.
  • the roller guide assembly includes a linear/rotary rheological actuator arranged between the base and the rotation arm as shown in Figure 4.
  • the rheological actuator can include a magneto-rheological (MR) fluid, or an electro -rheological (ER) fluid.
  • MR magneto-rheological
  • ER electro -rheological
  • flow characteristics of the rheological fluid can be actuated by either a magnetic or electrical signal. Due to the linear relative velocity between the frame and the end point of the rotation arm, the frame vibration is minimized by selectively adjusting the damping coefficient of the linear MR actuator according to the feedback signal.
  • actuators generating damping forces based on Coulomb friction can be mounted to the roller guide assembly to control the movement of the elevator system.
  • the controller can selectively turn the MR actuators ON or OFF in response to the vibrations, and output the
  • the amplifier outputs an electric current to the coil of the MR actuator.
  • the coil current establishes the required magnetic field to increase the viscosity of MR fluids inside the housing of the MR actuator, thus change the damping coefficient of the MR actuator.
  • the MR actuator OFF, no current is output by the amplifier, thus the damping coefficient of the MR actuator is minimal.
  • the MR actuator can be turned on continuously, i.e. the controller continuously adjust the damping coefficient of the MR actuator.
  • one semi-active actuator is installed for each roller.
  • the semi-active actuators installed on the lower roller guide assembly play major impact on the achievable vibration reduction performance.
  • another embodiment uses six semi-active actuators over the two lower roller guides. Further reduction of the number of semi-active actuators is possible. For example, one embodiment uses only four semi-active actuators, two over the lower center rollers, one over the lower left front roller, and one over the lower right front roller.
  • embodiment is to use two semi-active actuators: one over a lower center roller to damp left-to-right movement, and the other over a lower front or back roller to damp front-to-back movement.
  • the elevator suspension includes eight semi-active actuators, i.e., one semi-active actuator is installed on the center roller of each roller guide, and one semi-active actuator is installed on the front roller of each roller guide.
  • the established virtual system by simplification can still represent the physical system fairly well when the physical system is close to symmetry. Methods taught here should not be limited to applications in physical systems satisfying the symmetry condition.
  • one embodiment is directed to teach the control method of the semi-active scheme for the full elevator system, where eight semi-active actuators are installed on four roller guides, i.e., one semi-active actuator for each center roller, and one semi-active actuator for each front roller.
  • An example of the configuration of the semi-active actuator on a roller of an elevator is shown in Figure 4.
  • Various embodiments of this invention determine the virtual system, determine the disturbance profile and estimated virtual disturbance, design the state estimator, and control law, which does not necessarily strictly satisfy the symmetry condition.
  • weighted stiffness of car-hold rubber (right to left direction) weighted damping of car hold rubber (right to left direction) the stiffness of a roller gum (right to left direction) the damping coefficient of a roller gum (right to left direction)
  • actuators to minimize the vibration of the elevator in the right-to-left direction.
  • Figure 5 A shows a schematic of exemplar disturbances of the elevator system.
  • the elevator system is subject to four disturbances, 511, 512, 513, and 514, in the right-to-left direction.
  • the four disturbances are applied to the elevator system through four center roller assemblies 306, and excite the translational movement of frame 303 in the right-to-left direction, and the rotation of the frame around the y-axis.
  • the translation and rotation of the frame further excite the translation and rotation of the car 304 in the right-to-left direction and around the y-axis respectively.
  • the right-to-left movement of the car and the frame are coupled with the rotation of the car and the frame around the ⁇ " axis.
  • This embodiment gives the dynamics of movements of the car and the frame in the ⁇ axis, the rotations of the car and the frame around ⁇ " axis, and the rotation of the four center rollers.
  • the rest of dynamics can be similarly derived but are irrelevant to minimize the vibration in the right-to-left direction.
  • the control method can be implemented by the controller 410 based on the parameter representing an acceleration of the elevator car measured by the sensor 310.
  • the controller controls the set of semi-active actuators according to various control policies of a virtual semi-active actuator representing the set of actuators, as discussed later.
  • the elevator car can be subject to various forces result from the interaction with the frame. These forces can include the spring and damping forces resulting from support rubbers between the car and the frame, which is denoted by a lumped force f cX , and written as
  • the roller is subject to the torque corresponding to forces result from the interaction between the roller gum and the guide rail, which is denoted by
  • the virtual system is derived and shown in Figure 5B, which includes the virtual disturbance 516, the virtual center roller assembly 515 including the virtual semi-active actuator, the frame 303, and the car 304.
  • the embodiment determines the optimal control policy for minimizing the vibration of the elevator car in the right- to-left direction as
  • a control method for the disclosed semi-active suspension of the elevator uses the approximation of the state function ⁇ ( x '.y> 0 f state anc j co _ s t a t e of the system and the function of displacement r or the virtual relative velocity.
  • Some embodiments approximate the values of the state function and the function of displacement in the optimal control policy.
  • the approximation of these functions is dependent on the measurements.
  • the approximation of the function of displacement is also related to the configuration of the semi- active actuators.
  • FIG. 6A shows a schematic of a method 600 for determining the disturbance profile 107 according to one embodiment of the invention.
  • the method 600 can be performed offline by running the elevator at least once.
  • the elevator system can be run without the usage of actuators 112.
  • the sensor 103 outputs the measured signal, e.g., acceleration, to a disturbance estimator 602, which produces an estimated disturbance 605 as a function of time.
  • a motion profile 108 outputs a vertical position trajectory 606 defining the position of the elevator car as a function of time.
  • the trajectory 606 can be combined with the estimated disturbance 605 to produce the disturbance profile 107 as a function of vertical position.
  • the disturbance profile block 107 determines the virtual disturbance profile based on the virtual disturbance in time domain and the map between time and the vertical position as determined by the motion profile.
  • Figures 6B and 6C illustrate two embodiments of implementation of the disturbance estimator 602. Both embodiments only require accelerometers as sensors.
  • the sensor 103 outputs the frame's translational acceleration in right-to-left direction to a first filter 611, a second filter 612, and a forth filter 614.
  • the first and second filters process the acceleration signal and produce the estimated virtual relative position 616 between two ends of the virtual actuator.
  • Example of the virtual relative position can formulated as
  • w x denotes an estimated virtual disturbance
  • 3 f denotes an estimated translational displacement of the frame along the right-to-left direction.
  • the forth filter processes the acceleration signal to produce the estimated translational displacement 617, of the frame along the right-to-left direction f . Summation of signals 616 and 617 gives the estimated virtual disturbance ⁇ .
  • Figure 6C shows the embodiment processing the acceleration signal using a fifth filter 615 to produce the estimated virtual disturbance * directly.
  • the estimated virtual disturbance combined with the vertical position profile, is mapped into the virtual disturbance profile. Examples of various implementations of the filters are described in more details below.
  • Figures 6D and 6E shows block diagrams of methods for determining the virtual disturbance for each operation of the elevator.
  • the virtual disturbance can be different for different operations, e.g., for different trips of the elevator car.
  • various embodiments of the invention can address various disturbances of the elevator system including, but not limited to, the deformation of the guide rails.
  • the virtual disturbance 109 during the entire period of the operation can be determined 104 before the trip.
  • the vertical position trajectory 606 is determined by a motion profile 108, which could be a motion planner for the elevator case.
  • Figure 6E shows a diagram of another embodiment, in which the acceleration signal from sensor 103 are used to preview the disturbance over the entire period of each operation of the elevator, and correct the previewed virtual disturbance real-time.
  • the vertical position trajectory 606 is used to preview the virtual disturbance over the entire period of each operation before the elevator runs the operation, whereas the acceleration signal from sensor 103 is fused to the vertical position trajectory 606 to improve the accuracy of the vertical position trajectory while the elevator runs the operation, thus corrects the virtual disturbance over the rest operation time.
  • Figure 7 illustrates exemplar implementations of the first, the second, and the fifth filters.
  • the first filter is implemented as a car acceleration filter 702, which processes the acceleration signal 711 of the frame, sensed by accelerometer 103, to produce an estimated translational acceleration signal 712 of the car in right-to-left direction.
  • the second filter is implemented as a virtual relative position estimator 703, which processes the acceleration signal 711 and the estimated car translational acceleration 712 to produce the estimated virtual relative position and velocity 714.
  • the second filter for estimating the virtual relative position is determined as follows
  • r is an inertial of a rotation arm with respect to a pivot
  • ⁇ J is a length between the pivot and an actuator force point
  • i u j x is a viscous damping coefficient of the virtual semi-active actuator
  • 1 is a height between the pivot and a roller spring
  • 1 is a stiffness of the roller spring
  • 8 represents a torque around the pivot.
  • the output of the second filter 2 approximates the virtual relative
  • the approximate value of the virtual relative velocity 2 converges exponentially to the true value of the virtual relative velocity e ry .
  • the approximate value of the virtual relative position 1 converges exponentially to W
  • the value of g can be obtained by using the output of the first filter. For example, one embodiment assumes that translational and angular accelerations of the frame are measured. The car dynamics in Equations (8)-(9) are rearranged to estimate the car accelerations from the measured frame accelerations
  • accelerations can be estimated by filtering the frame accelerations through the following first filter whose transfer function is given by
  • the second filter is designed.
  • One embodiment of the first filter further simplifies the estimation of the value of the torque 8 .
  • This embodiment only measures the translational acceleration of the frame, e.g., along the -axis.
  • the estimation of the acceleration of the elevator car along x-axis requires the knowledge of frame's translational acceleration along x-axis and rotational acceleration around y axis.
  • the rotational dynamics of the car and the frame can be decoupled from the translational dynamics due to its negligible effect, and Equation (14) is simplified as
  • the car acceleration in x-axis can be estimated as the output of the following first filter whose input is the frame acceleration in x- axis
  • the G(s) is the transfer function of the first filter whose input is translational acceleration of the elevator frame in, e.g., right to left direction, and the output is the estimated translational acceleration of the elevator car in, e.g., right to left direction.
  • s is a complex frequency
  • k cx is a weighted stiffness of a car-hold dumper
  • b cx is a weighted damping of car-hold dumper.
  • Equation (10) which implies the value of the torque .
  • the virtual relative position and velocity can be approximated by the same second filter. Accordingly, the vibration of the elevator car is minimized based only on the measurement of the acceleration.
  • Figures 7B and 7C show the schematic of the fifth filter 615, and the procedure to design a first band-pass filter 723 of the fifth filter 615.
  • Figure 7B shows that the first band-pass filter 723 processes the input signal, typically acceleration signals, and output a signal 733 representing the second order time derivative of the virtual disturbance, then a second band-pass filter 724 processes the signal 733 to produce the estimated virtual disturbance as the output of the fifth filter.
  • Figure 7C illustrates procedure method for designing the first bandpass filter.
  • the methods start with the model of the virtual system 102, which include the virtual disturbance and its time derivative as unknown functions.
  • the model of the virtual system originally includes state variables describing the movement of the elevator frame, car, and the virtual roller guide assembly, and is augmented by including the virtual disturbance and its time derivative as two extra state variables to produce an augmented virtual system 721, which is given by
  • v represents the second order time derivative of the virtual disturbance.
  • the augmented virtual system has only one unknown external input function v : the second order time derivative of the virtual disturbance.
  • the virtual semi-active actuator is switched off, and the augmented virtual system is linear time invariant.
  • a transfer function of the augmented virtual system denoted by
  • the augmented virtual system can be computed by applying Laplace transformation to the input v and output ⁇ of the augmented virtual system, has zero-poles cancellation, after which all zeros and poles are located at the left half complex plane.
  • the augmented virtual system is invertible, thus is inverted to produce an inverted augmented virtual system 722 whose transfer function is given by
  • the first band-pass filter can be determined as a copy of the inverted augmented virtual system whose input is the measured acceleration signal, and the output is the estimated second order time derivative of the virtual disturbance 733.
  • a copy of the inverted augmented virtual system means that the first band-pass filter has the exactly the same transfer function as the inverted
  • the estimated second order time derivative of the virtual disturbance 733 exponentially converges to the second order time derivative of the virtual disturbance.
  • the second band-pass filter is designed to approximate a double integrator such that the estimated virtual disturbance can be reliably reconstructed from the estimated second order time derivative of the virtual disturbance 733.
  • the design of the second band-pass filter to approximate a double integrator is straightforward for those skilled in the art.
  • the method to design the first bandpass filter relies on Laplace transformation of the augmented virtual system which has to be linear time invariant.
  • the transfer function of the augmented virtual system may not exist if the virtual semi-active actuator is switched ON and OFF over time, which means the augmented virtual system is time varying.
  • the method teaches above still works for this case without the use of transfer function if one has a good model of the virtual semi-active actuator, thus the compensative force generated by the virtual semi-active is a known signal and its effect on the output can be removed to produce a new output which only depends on the virtual disturbance.
  • the augmented virtual system is linear time invariant and the Laplace transformation of its output is given by
  • Some embodiments are based on a realization that it is beneficial to first run the elevator with semi-active actuators in the OFF position such that the virtual system is subject to forces due to the virtual disturbance only, and the Laplace transformation of the augmented virtual system is always possible. This embodiment minimizes difficulty of dealing with various uncertainties
  • Figure 8 shows a schematic of the state estimator 105, which aims to provide the full state estimation of the virtual system.
  • the state estimation of the virtual system measuring the translational accelerations of the frame can be difficult to solve due to limitations of the measurement scheme, which renders the virtual system unobservable.
  • Some embodiments are based on a realization that the state estimation can be possible by performing a sequence of experiments, and decomposing the state estimation problem into two sub-problems: a problem on estimating the virtual disturbance, and a problem on estimating the state.
  • the estimation of the state of the virtual system requires the estimated virtual disturbance from disturbance module 104, control action generated by the controller 106, acceleration signals sensed by sensors 103, and the estimated virtual relative velocity from the second filter 612. In other word, the full state virtual system can be inferred from these signals.
  • State estimator can be designed using various techniques including, but not limited to Kalman filter and
  • Figure 9A shows a block diagram of a general architecture of the close-loop control system according to one embodiment.
  • the controller 106 controls the set of actuators 112 based on the virtual disturbance, the state of the virtual system, and the signals from sensor 103.
  • processor architecture can be implemented using a processor connected, e.g., to memory and/or input/output interfaces.
  • a control policy of the virtual semi-active actuator is defined 902 based on principles of the optimal control theory 940.
  • the control policy 902 optimizes a cost function 920 representing an operation of the virtual system, such that a function of a parameter of operation 930, e.g., a two norm of the mass acceleration, is optimized, e.g., minimized.
  • the cost function is subject to various constraints 925, such as constraints on the semi-active actuators, for instance maximal and minimal damping coefficients.
  • the structure 904 of the control policy 902 of the virtual semi-active actuator in the virtual system can be determined, e.g., by applying the minimum principle of the optimal control theory.
  • the optimal control policy for determining a control signal ⁇ for controlling the actuators has the following structure e, where ⁇ ' J ' J is a state function 903, is the estimated state of the virtual system, ⁇ is the signals from sensors, ⁇ is the virtual relative velocity of the virtual semi-active actuator or the function of displacement 905, is the maximal damping coefficient of the virtual semi-active actuator, and TM « is the minimal damping coefficient of the virtual semi-active actuator.
  • the optimal control policy has the following structure
  • f max is the maximal damping force of the virtual semi-active actuator
  • fmin is the minimal damping force of the virtual semi-active actuator
  • Figure 9C discloses another embodiment controlling a set of semi- active actuators according to one embodiment of the invention. Different from the control method in Figure 9B, where the control policy in closed-form is derived off-line, Figure 9C presents a control method where the controller 953 computes the control policy by solving an optimization real-time on the basis of knowledge of the estimated virtual disturbance, the model of the virtual system, the cost function representing the optimal operation of the virtual system, constraints on physical system, for instance max and min currents or voltages of semi-active actuators, the estimated full state of the virtual system. The controller 953 determines the action of semi-active actuators by solving an optimization problem.
  • Figure 9D discloses another embodiment controlling a set of semi- active actuators according to one embodiment of the invention.
  • a switch controller 961 determines the action of semi-active actuators based on disturbance mapper's output.
  • a control policy implemented in the switch controller 961 can take the form of the following
  • a control policy implemented in the switch controller 961 can take the form of the following
  • Figure 9E discloses control architecture to control a set of semi-active actuators according to alternative embodiment of the invention. Different from embodiments described in connection with Figure 9 A, 9B, 9D, where the
  • Figure 9E shows an embodiment where the parameters of the implemented control policy are adjusted by a controller tuner 971. Because each operation has a distinctive vertical position trajectory, the virtual disturbance which the virtual system subject to is different and has different characteristics such as power spectrum, bandwidth. Given the estimated virtual disturbance over the entire period of each operation, the controller tuner processes the estimated virtual disturbance to reselect a set of parameters of the implemented control policy in the controller 106.
  • the controller tuner can predict the power spectrum of the estimated virtual disturbance based on its profile over the entire time period of each operation, and incorporate the power spectrum of the estimated virtual disturbance into the virtual system to determine the parameters of the controller 106, or select a set of pre-determined parameters from a look-up table on the basis of the power spectrum.
  • Figure 10 shows a schematic of a system represented as a mass- spring-damping system 1000 subject to a disturbance applied on the center of mass. Without loss of generality, the translational movements of the mass are horizontal. The disclosed methods are also applicable to vertical movements, for instance automotive suspensions.
  • w is a vibration source or the external disturbance ⁇ ⁇
  • 1010, 1 and 2 represent masses of an elevator car 1030 and an elevator frame 1020, respectively, 1025 and ⁇ 1035 are the lumped stiffness and damping of
  • 2 1045 and 2 1055 are the stiffness and damping of springs between the frame and the guide rail
  • Xl and are the horizontal displacements 1040 and 1050 of the car and the frame respectively
  • X 2 — X 1 and X 4 — X 3 are the horizontal velocities of the car and the frame, respectively.
  • Equation (1) The model as expressed in Equation (1) of the disturbed mass-spring- damping system can be written as
  • u is the controlled damping coefficient of the semi-active actuator
  • ⁇ represents the measured parameter of operation, i.e., the acceleration of the frame.
  • the control signal u is designed to minimize the car acceleration i . Because there is only one disturbance, the physical semi-active actuator is the virtual semi-active actuator, and the virtual disturbance is the physical disturbance.
  • the system model based on equation (1) also represents the virtual system model. For the automotive suspension case, the car suspension is modeled similarly but the movement of masses is in the vertical direction, and the guide rail is replaced with the road.
  • this embodiment considers an approximate optimal control according to
  • the approximation of the car acceleration is the output of the first filter 611
  • the approximation of the virtual relative velocity is the output of the second filter 612
  • the approximation of the frame velocity is the output the third filter 613.
  • the first function of the approximate control policy is evaluated in block 1104. [0104] Given the virtual system model expressed in Equation (1), treating the measured signal ⁇ as a known variable, and denoting the virtual relative position *7 , the d namics of the virtual relative position can be derived as follows
  • the first filter (22) processes the frame acceleration as its input, and outputs the estimation of the car acceleration.
  • the output of the first filter (22), denoted by Xl - converges to the true value of the car acceleration x ⁇ .
  • the dynamics of the virtual relative position (21) is described by a linear time varying first order differential equation whose right hand side is a function of the virtual relative position, and known variables including the measured signal, and the estimated car acceleration.
  • ⁇ is the estimation of the virtual relative position
  • z denotes the estimation of the virtual relative velocity, or the approximation of the value of the function of displacement.
  • the second filter provide asymptotic approximation of the function of displacement, i.e., the output of the second filter converges to the true value of the function of displacement as time goes infinity, and the convergent speed is exponential.
  • the fifth filter 615 for the system 1000 can be determined by following the procedure taught above.
  • the model of the system 1000 is augmented to include the virtual disturbance and its first order time derivative as two extra state variables.
  • the augmented virtual system is written as follow
  • the band-pass filter 1 has a transfer function as follows
  • processors may be implemented as integrated circuits, with one or more processors in an integrated circuit component.
  • a processor may be implemented using circuitry in any suitable format.
  • a computer may be embodied in any of a number of forms, such as a rack-mounted computer, a desktop computer, a laptop computer, minicomputer, or a tablet computer.
  • Such computers may be interconnected by one or more networks in any suitable form, including as a local area network or a wide area network, such as an enterprise network or the Internet.
  • networks may be based on any suitable technology and may operate according to any suitable protocol and may include wireless networks, wired networks or fiber optic networks.
  • the various methods or processes outlined herein may be coded as software that is executable on one or more processors that employ any one of a variety of operating systems or platforms. Additionally, such software may be written using any of a number of suitable programming languages and/or programming or scripting tools, and also may be compiled as executable machine language code or intermediate code that is executed on a framework or virtual machine.
  • the invention may be embodied as a non-transitory computer-readable medium or multiple computer readable media, e.g., a computer memory, compact discs (CD), optical discs, digital video disks (DVD), magnetic tapes, and flash memories.
  • program or “software” are used herein in a generic sense to refer to any type of computer code or set of computer-executable instructions that can be employed to program a computer or other processor to implement various aspects of the present invention as discussed above.
  • Computer-executable instructions may be in many forms, such as program modules, executed by one or more computers or other devices.
  • program modules include routines, programs, objects, components, data structures that perform particular tasks or implement particular abstract data types.
  • functionality of the program modules may be combined or distributed as desired in various embodiments.
  • embodiments of the invention may be embodied as a method, of which an example has been provided.
  • the acts performed as part of the method may be ordered in any suitable way. Accordingly, embodiments may be

Landscapes

  • Lift-Guide Devices, And Elevator Ropes And Cables (AREA)
  • Cage And Drive Apparatuses For Elevators (AREA)
  • Elevator Control (AREA)

Abstract

L'invention concerne un procédé pour commander un ensemble d'actionneurs semi-actifs (306) présents dans un système d'ascenseur pour réduire au minimum les vibrations d'une cabine d'ascenseur (304). Le système d'ascenseur est représenté par un modèle d'un système d'ascenseur virtuel (102) ayant un actionneur semi-actif virtuel unique conçu pour compenser une perturbation virtuelle. La perturbation virtuelle est déterminée au moyen d'un profil de mouvement (108) de position de la cabine d'ascenseur pendant le fonctionnement et d'un profil de perturbation (107) de la perturbation virtuelle. Un état (105) du système d'ascenseur est déterminé au moyen du modèle du système d'ascenseur virtuel, de la perturbation virtuelle et d'un signal indiquant une accélération horizontale de la cabine d'ascenseur pendant le fonctionnement. Chaque actionneur de l'ensemble d'actionneurs semi-actifs est commandé sur la base de l'état du système d'ascenseur et en fonction d'une politique de commande de l'actionneur semi-actif virtuel.
PCT/JP2013/080843 2013-02-21 2013-11-08 Procédé et système pour commander un ensemble d'actionneurs semi-actifs présents dans un système d'ascenseur WO2014129028A1 (fr)

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CN201380073636.2A CN105073619B (zh) 2013-02-21 2013-11-08 控制电梯系统中设置的半有源致动器组的方法和系统
DE112013006705.6T DE112013006705B4 (de) 2013-02-21 2013-11-08 Verfahren und System zum Steuern eines Satzes semi-aktiver Betätigungselemente, die in einem Aufzugsystem installiert sind
JP2015552211A JP5985076B2 (ja) 2013-02-21 2013-11-08 エレベータシステム内に配置されたセミアクティブアクチュエータの組を制御する方法およびシステム

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CN105073619B (zh) 2017-01-25
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