WO2021001884A1 - Elevator control device - Google Patents

Elevator control device Download PDF

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Publication number
WO2021001884A1
WO2021001884A1 PCT/JP2019/026094 JP2019026094W WO2021001884A1 WO 2021001884 A1 WO2021001884 A1 WO 2021001884A1 JP 2019026094 W JP2019026094 W JP 2019026094W WO 2021001884 A1 WO2021001884 A1 WO 2021001884A1
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WO
WIPO (PCT)
Prior art keywords
car
information
motor
landing
control device
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Application number
PCT/JP2019/026094
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French (fr)
Japanese (ja)
Inventor
一文 平林
英二 横山
英敬 石黒
酒井　雅也
坂野　裕一
Original Assignee
三菱電機株式会社
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
Application filed by 三菱電機株式会社 filed Critical 三菱電機株式会社
Priority to PCT/JP2019/026094 priority Critical patent/WO2021001884A1/en
Priority to JP2021529565A priority patent/JP7168085B2/en
Priority to CN201980095653.3A priority patent/CN114026037B/en
Publication of WO2021001884A1 publication Critical patent/WO2021001884A1/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B1/00—Control systems of elevators in general
    • B66B1/34—Details, e.g. call counting devices, data transmission from car to control system, devices giving information to the control system
    • B66B1/36—Means for stopping the cars, cages, or skips at predetermined levels
    • B66B1/44—Means for stopping the cars, cages, or skips at predetermined levels and for taking account of disturbance factors, e.g. variation of load weight
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B3/00—Applications of devices for indicating or signalling operating conditions of elevators
    • B66B3/02—Position or depth indicators

Definitions

  • the present invention relates to an elevator control device.
  • Patent Document 1 discloses an elevator control device. According to the control device, the releveling operation for matching the heights of the car floor and the landing floor can be accurately performed.
  • An object of the present invention is to provide an elevator control device capable of accurately performing a relevel operation without requiring a continuously detected value of a relative error between a car floor and a landing floor.
  • the elevator control device provides information on the necessity of releveling when the elevator car is stopped at the landing, and the state of the brake of the motor of the elevator when the car is stopped at the landing.
  • a car that estimates the position of the car based on the information, the information on the open / closed state of the door of the car, the information on the weight applied to the car, the information on the position of the motor, and the information on the speed of the motor. It is provided with a position estimation unit and a control unit that performs a relevel operation of the car based on the position of the car estimated by the car position estimation unit.
  • the position of the car is estimated from information such as the necessity of releveling.
  • the releveling operation is based on the estimated position of the car. Therefore, the relevel operation can be performed accurately without requiring a continuously detected value of the relative error between the car floor and the landing floor.
  • FIG. 5 is a configuration diagram of an elevator system to which the elevator control device according to the first embodiment is applied. It is a figure which shows the example of the relevel operation determination function used for the control device of an elevator in Embodiment 1.
  • FIG. It is a figure which shows the operation waveform of a plurality of detection sensors used for the control device of an elevator in Embodiment 1.
  • FIG. It is a block diagram for demonstrating the method of generating the car position estimation signal by the control device of the elevator in Embodiment 1.
  • FIG. FIG. 5 is a block diagram of a first simulated means of an elevator control device according to the first embodiment.
  • FIG. 5 is a block diagram of a third simulated means of an elevator control device according to the first embodiment.
  • FIG. 5 is a block diagram of an instantaneous state observer of an elevator control device according to the first embodiment. It is a figure of the time axis waveform which shows the relevel operation by the control device of the elevator in Embodiment 1.
  • FIG. 5 is a hardware block diagram of the control device of an elevator in Embodiment 1.
  • FIG. FIG. 5 is a configuration diagram of an elevator system to which the elevator control device according to the second embodiment is applied.
  • FIG. 1 is a configuration diagram of an elevator system to which the elevator control device according to the first embodiment is applied.
  • the elevator motor 1 is provided in a machine room or the like.
  • the sheave 2 is attached to the rotating shaft of the motor 1.
  • the rope 3 is wound around the sheave 2.
  • the basket 4 is hung at one end of the rope 3.
  • the balance weight 5 is hung on the other end of the rope 3.
  • the brake 6 is provided so that the motor 1 can transition between a braking state and an open state.
  • the scale 17 is provided on the floor of the car 4.
  • the scale 17 is provided so that the weight applied to the floor of the car 4 can be measured.
  • the detection signal of the scale 17 is defined as Wgt.
  • the encoder 11 is provided in the motor 1.
  • the encoder 11 is provided so as to be able to detect the rotation angle of the motor 1.
  • the control device S includes a speed command generation unit 14, a speed calculation unit 12, a subtraction unit 15, a speed control unit 16, a current control unit 9, a brake operation command unit 7, a car position estimation unit 19, and a subtraction unit 13.
  • the speed command generation unit 14 outputs the speed command signal v_ref.
  • the speed calculation unit 12 receives the input of the motor angle detection signal x_m, which is the output of the encoder 11.
  • the speed calculation unit 12 converts the motor angle detection signal x_m into an angular velocity signal of the motor 1.
  • the speed calculation unit 12 converts the angular velocity signal of the motor 1 into the speed signal v_m of the car 4.
  • the speed calculation unit 12 outputs the speed signal v_m of the car 4.
  • the subtraction unit 15 obtains the speed error signal v_err by subtracting the speed signal v_m which is the output of the speed calculation unit 12 from the speed command signal v_ref which is the output of the speed command generation unit 14.
  • the speed control unit 16 receives the input of the speed error signal v_err.
  • the speed control unit 16 outputs a speed control signal iq_v_cont which is the result of proportional / integral / differential calculation so that the speed control is stable and a predetermined performance can be obtained.
  • the current control unit 9 receives the input of the speed control signal iq_v_cont, which is the output of the speed control unit 16, as the input of the torque current command signal.
  • the current control unit 9 functions so that the motor drive current iq from the current detecting means 10 becomes the value of the torque current command signal iq_v_cont.
  • the current control unit 9 supplies the motor 1 with a drive current iq such that the value of the torque current command signal iq_v_cont is obtained.
  • a speed control system is realized. Specifically, the speed of the car 4 is controlled so that the speed error signal v_errr follows the speed command signal v_ref within a preset value.
  • the brake operation command unit 7 When the car 4 arrives at the landing on the target floor from the preset floor, the brake operation command unit 7 outputs the brake control signal BK.
  • the brake control unit 8 shifts the state of the brake 6 from the open state to the braking state based on the brake control signal BK.
  • the car 4 stops at the landing on the target floor. After that, the door operation command unit 20 outputs the door operation command signal. The door of the car 4 opens with respect to the landing based on the door operation command signal.
  • the relevel operation determination function 18 determines whether or not the position fluctuation of the car 4 is within the range in which the relevel operation should be performed.
  • the car position estimation unit 19 receives inputs of the relevel operation determination function 18, the scale 17, the encoder 11, the speed calculation unit 12, and the door operation command unit 20.
  • the car position estimation unit 19 outputs a car position estimation signal as an estimation signal of the car stop position deviation.
  • the subtraction unit 13 subtracts the car position estimation signal x_c_h from 0, which is the target position, to obtain a car position error signal.
  • the speed command generation unit 14 outputs the speed command signal v_ref as the relevel control unit so that the position error signal output from the subtraction unit 13 converges to 0.
  • a car position control system is realized. Specifically, the position v_x of the car 4 converges with respect to the landing target position.
  • FIG. 2 is a diagram showing an example of a relevel operation determination function used in the elevator control device according to the first embodiment.
  • FIG. 2A is a schematic view when the position of the car 4 is below the landing target position.
  • FIG. 2B is a schematic view when the position of the car 4 is at the landing target position.
  • Plates 181 and 182 are provided inside the hoistway around the landing.
  • the plate 181 and the plate 182 have the same length with respect to the moving direction of the car 4.
  • the lower end of the plate 181 is set by shifting by -A with respect to the landing target position.
  • the upper end of the plate 182 is installed so as to be offset by + A with respect to the landing target position.
  • the value of A is selected to the length at which the relevel operation is determined to be necessary.
  • the plate detection sensor group 183 is provided in the car 4.
  • the plate detection sensor group 183 includes a detection sensor 183a and a detection sensor 183b. As shown in FIG. 2B, in the plate detection sensor group 183, when the car 4 is in the landing target position, the car position detection line overlaps the landing target position of the plate 181 and the plate 182. Be placed.
  • the detection sensor 183a determines whether or not the plate 181 crosses the car position detection line.
  • the detection sensor 183b determines whether the plate 182 crosses the car position detection line.
  • FIG. 3 is a diagram showing operation waveforms of a plurality of detection sensors used in the elevator control device according to the first embodiment.
  • FIG. 3A shows the output waveform Rlvl_sig_down of the detection sensor 183a.
  • the horizontal axis is the car position error from the landing target position.
  • the vertical axis is the output of the detection sensor 183a.
  • the output of the detection sensor 183a is a binary detection value.
  • the output of the detection sensor 183a is L.
  • the output of the detection sensor 183a becomes H.
  • FIG. 3 shows the output waveform Rlvl_sig_up of the detection sensor 183b.
  • the horizontal axis is the car position error from the landing target position.
  • the vertical axis is the output of the detection sensor 183b.
  • the output of the detection sensor 18ba is a binary detection value.
  • the output of the detection sensor 183b is H.
  • the output of the detection sensor 183b becomes L.
  • FIG. 4 is a block diagram for explaining a method of generating a car position estimation signal by the elevator control device according to the first embodiment.
  • the plurality of functional blocks represent the transmission characteristics from the position of the motor 1 to the position of the car 4 in FIG.
  • the first conversion characteristic 300 converts the motor position x_m into a force F_m transmitted to the car 4 by the motor position fluctuation.
  • the first conversion characteristic 300 is determined by the mechanical characteristics of the rope 3.
  • the adder 301 outputs a resultant force F_c which is the sum of the force F_m transmitted to the car 4 due to the change in the motor position and the gravity change F_l due to the change in the load capacity of the car.
  • the second conversion characteristic 302 converts the resultant force F_c to the car position x_c.
  • the second conversion characteristic 302 becomes a secondary transmission characteristic having the car mass, the rope rigidity, and the rope viscosity as parameters.
  • the relevel operation determination function 18 outputs 2Rlvl_sig_down and the relevel operation determination signal Rlvl_sig_up as relevel operation determination signals based on the car position x_c.
  • the car position estimation unit 19 includes four functional blocks of a first simulated means 191 and a second simulated means 192, an adder 193, and a third simulated means 194.
  • the four functional blocks are models that simulate the behavior of an actual system.
  • the first simulation means 191 simulates the characteristics of converting the motor position and the motor speed into a car transmission force.
  • the first simulating means 191 corresponds to the first conversion characteristic 300.
  • the second simulated means 192 calculates the gravity fluctuation due to the change in the car load capacity after landing.
  • the second simulated means 192 and the adder 193 correspond to the adder 301.
  • the third simulating means 194 simulates the characteristic of converting the car acting force into the car position.
  • the third simulation means 194 corresponds to the second conversion characteristic 302.
  • the first simulated means 191 accepts inputs of the motor position x_m, the brake control signal BK, and the motor speed signal v_m.
  • the first simulated means 191 outputs an estimated value F_m_h of the force transmitted to the car 4 due to the change in the motor position as a value corresponding to the force F_m transmitted to the car 4 due to the change in the motor position.
  • the second simulation means 192 accepts the input of wgt, which is the output of the scale 17.
  • the second simulated means 192 converts wgt with the value of wgt at the timing immediately before the door of the car 4 opens as a reference value, and further multiplies the converted signal by the gravitational acceleration to change the gravity due to the change in the car load capacity.
  • the measured value F_l_h of is calculated.
  • the second simulated means 192 outputs the measured value F_l_h of the gravity fluctuation due to the change in the car load capacity as a value corresponding to the gravity fluctuation F_l due to the change in the car load capacity.
  • the timing immediately before the door of the car 4 opens is determined by the door operation command signal DR, which is the output of the door operation command unit 20.
  • the adder 193 adds a signal F_c_h that simulates the resultant force F_c applied to the car 4 by adding the estimated value F_m_h of the force transmitted to the car 4 due to the change in the motor position and the measured value F_l_h of the gravity fluctuation due to the change in the load capacity of the car. It is generated as a value corresponding to the resultant force F_c.
  • the third simulating means 194 receives the input of the signal F_c_h simulating the resultant force F_c applied to the car 4.
  • the third simulation means 194 receives inputs of the output signal Rlvl_sig_up and the output signal Rlvl_sig_down of the relevel operation determination function 18.
  • the third simulated means 194 outputs the estimated value x_c_h of the car position based on the landing position as a value corresponding to the car position x_c based on these input signals.
  • FIG. 5 is a block diagram of the first simulated means of the elevator control device according to the first embodiment.
  • the first simulating means 191 includes a motor position changing means 191a and a car transmission force converting characteristic simulating means 191b.
  • the motor position changing means 191a accepts an input of the motor position x_m.
  • the motor position conversion means 191a converts the motor position x_m into the motor position x_m'using the value of the motor position x_m at the timing when the brake control signal BK is activated, that is, the timing when the car 4 stops at the target floor as a reference value.
  • the car transmission force conversion characteristic simulating means 191b accepts the input of the motor position x_m'.
  • the car transmission force conversion characteristic simulating means 191b outputs an estimated value F_m_h of the force transmitted to the car by the motor position change calculated from the motor speed v_m and the motor position x_m'. The calculation is performed based on an equation with the elastic modulus and the viscosity coefficient of the rope 3 as parameters.
  • FIG. 6 is a block diagram of a third simulated means of the elevator control device according to the first embodiment.
  • the third simulated means 194 includes a car position error detecting means 194a and an instantaneous state observer 194b.
  • the car position error detecting means 194a receives inputs of the output signal Rlvl_sig_up and the output signal Rlvl_sig_down of the relevel operation determination function 18.
  • the car position error detecting means 194a discretely detects x_c_d as a car position error from the landing target position by a preset algorithm.
  • the instantaneous state observer 194b obtains x_c_h as continuous car position information based on the car position error x_c_d from the landing target position and the signal F_c_h simulating the resultant force F_c applied to the car 4.
  • FIG. 7 is a flowchart illustrating an outline of processing of the car position error detecting means of the elevator control device according to the first embodiment.
  • step S1 the car position error detecting means 194a determines whether or not both Rlvl_sig_up and Rlvl_sig_down are H.
  • step S1 If the determination in step S1 is YES, the car position error detecting means 194a performs the process of step S2.
  • step S2 the car position error detecting means 194a outputs L as the relevel determination switching timing signal Rlvl_tmg and outputs 0 as the relevel amount designation signal Rlvl_th. After that, the car position error detecting means 194a performs the process of step S1.
  • step S1 determines whether or not Rlvl_sig_up is L and Rlvl_sig_down is H.
  • step S4 the car position error detecting means 194a performs the process of step S4.
  • step S4 the car position error detecting means 194a pulse-outputs H for a period preset as Rlvl_tmg, and outputs A as a relevel amount designation signal Rlvl_th. After that, the car position error detecting means 194a performs the process of step S1.
  • step S3 determines whether or not Rlvl_sig_up is H and Rlvl_sig_down is L.
  • step S6 the car position error detecting means 194a pulse-outputs H for a period preset as Rlvl_tmg, and outputs -A as a relevel amount designation signal Rlvl_th. After that, the car position error detecting means 194a performs the process of step S1.
  • step S5 determines whether the determination in step S5 is NO. If the determination in step S5 is NO, the car position error detecting means 194a performs the process of step S7.
  • step S7 the car position error detecting means 194a recognizes that it is in an abnormal state, outputs L as Rlvl_tmg, and outputs 0 as the relevel amount designation signal Rlvl_th. After that, the car position error detecting means 194a ends the process.
  • FIG. 8 is a diagram showing the detection characteristics of the car position error detection signal from the landing target position with respect to the car position error from the landing target position by the elevator control device in the first embodiment.
  • the characteristic of the dotted line is an ideal detection characteristic without an error.
  • the characteristics of the solid line are the detection characteristics of x_c_d.
  • X_c_d is an accurate output only when the car position error from the landing target position on the horizontal axis is ⁇ A.
  • x_c_d becomes an output of 0.
  • x_c_d becomes the output of -A.
  • x_c_d becomes the output of A.
  • Rlvl_tm which is another output of x_c_d, may be substituted by a pulse starting from the state transition of Rlvl_th. In this case, Rlvl_tm becomes unnecessary.
  • FIG. 9 is a block diagram of an instantaneous state observer of the elevator control device according to the first embodiment.
  • A, B, and C are matrix functions when the controlled system is represented by the following equations (1) and (2).
  • Equation (1) is an equation of state.
  • Equation (2) is an output equation.
  • u is an input vector.
  • x is a state variable vector.
  • y is an output vector.
  • the breakdown of the state variable vector is the velocity of the car 4, the position of the car 4, and the disturbance force acting on the car 4.
  • the disturbance force acting on the car 4 is defined by the time-dependent change of the mechanism parameters constituting the A matrix or the error from the true value.
  • the instantaneous state observer 194b includes a functional block 400, a subtractor 401, a functional block 402, an integrator 403, a functional block 404, a subtractor 405, a switch 406, and a coefficient vector K407.
  • the functional block 400, the subtractor 401, the functional block 402, the integrator 403, and the functional block 404 are blocks corresponding to equations (1) and (2) as models of the controlled system.
  • the subtractor 405 outputs an error between the model and the actual system by subtracting the actually measured car position measurement value Rlvl_th from the model car position estimated value x_c_h.
  • the coefficient vector K407 outputs the result of multiplying the output of the subtractor 405 by the vector coefficient K.
  • the output of the coefficient vector K407 is fed back in front of the integrator 403 via the subtractor 401. As a result, the error between the model and the real system converges to zero.
  • Switch 406 controls the feedback of the error between the model and the actual system.
  • Rlvl_tmg which is the timing when the value of the car position measurement value Rlvl_th becomes a true value
  • the switch 406 turns on the feedback. If Rlvl_tmg, which is the timing at which the value of the car position measurement value Rlvl_th does not become a true value, is not H, the switch 406 turns off the feedback.
  • the functional block 400, the subtractor 401, the functional block 402 integrator 403, and the functional block continuously calculate the car position estimated value x_c_h based on the input signal F_c_h.
  • FIG. 10 is a diagram of a time axis waveform showing a relevel operation by the elevator control device according to the first embodiment.
  • FIG. 10A is a diagram showing gravity fluctuation F_l_h due to a change in the load capacity of the car after landing.
  • FIG. 10B is a diagram showing a car position estimated value x_c_h.
  • FIG. 10 (c) is a diagram showing a car position error detection value x_c_d (Rlvl_th).
  • FIG. 10D is a diagram showing a car position error detection value x_c_d (Rlvl_tmg).
  • the dotted line in FIG. 10B is the true value of the car position. If the model and the real system match, the solid and dotted lines will overlap. In this example, the solid line and the dotted line do not overlap because a slight error has occurred.
  • (D) in FIG. 10 is a switch control signal that functions to correct an error between the model and the actual system.
  • this signal becomes H
  • the error between the model and the actual system disappears.
  • the car position estimated value x_c_h is corrected to the true value. After that, a small error is maintained while simulating the dynamic characteristics.
  • the position of the car 4 is estimated from the information on the necessity of releveling and the like.
  • the relevel operation is performed by feedback control based on the signal at the estimated position of the car 4. Therefore, the releveling operation can be performed stably and accurately even when the position of the car 4 fluctuates due to the getting on and off of a person or the like without requiring a continuously detected value of the relative error between the car floor and the landing floor.
  • control device S estimates the position of the car 4 with high accuracy. Therefore, the relevel operation can be performed with higher accuracy.
  • FIG. 11 is a hardware configuration diagram of the elevator control device according to the first embodiment.
  • Each function of the control device S can be realized by a processing circuit.
  • the processing circuit includes at least one processor 1000a and at least one memory 1000b.
  • the processing circuit comprises at least one dedicated hardware 2000.
  • each function of the control device S is realized by software, firmware, or a combination of software and firmware. At least one of the software and firmware is written as a program. At least one of the software and firmware is stored in at least one memory 1000b. At least one processor 1000a realizes each function of the control device S by reading and executing a program stored in at least one memory 1000b. At least one processor 1000a is also referred to as a central processing unit, a processing unit, an arithmetic unit, a microprocessor, a microcomputer, and a DSP.
  • at least one memory 1000b is a non-volatile or volatile semiconductor memory such as RAM, ROM, flash memory, EPROM, EEPROM, magnetic disk, flexible disk, optical disk, compact disk, mini disk, DVD or the like.
  • the processing circuit comprises at least one dedicated hardware 2000
  • the processing circuit may be implemented, for example, as a single circuit, a composite circuit, a programmed processor, a parallel programmed processor, an ASIC, an FPGA, or a combination thereof.
  • each function of the control device S is realized by a processing circuit.
  • each function of the control device S is collectively realized by a processing circuit.
  • a part may be realized by the dedicated hardware 2000, and the other part may be realized by software or firmware.
  • the function of the car position estimation unit 19 is realized by a processing circuit as dedicated hardware 2000, and at least one processor 1000a is stored in at least one memory 1000b for functions other than the function of the car position estimation unit 19. It may be realized by reading and executing the program.
  • the processing circuit realizes each function of the control device S by hardware 2000, software, firmware, or a combination thereof.
  • FIG. 12 is a configuration diagram of an elevator system to which the elevator control device according to the second embodiment is applied.
  • the same or corresponding parts as those of the first embodiment are designated by the same reference numerals. The explanation of the relevant part is omitted.
  • the car position estimation unit 19 does not require the input of the motor speed signal v_m.
  • the car position estimation unit 19 obtains the motor speed signal v_m by time-differentiating the motor position signal x_m.
  • the car position estimation unit 19 estimates the position of the car 4 with high accuracy even if the motor speed signal v_m is not input. Therefore, the releveling operation can be performed stably and accurately even when the position of the car 4 fluctuates due to getting on and off by a person or the like without requiring a continuously detected value of the relative error between the car floor and the landing floor.
  • the elevator control device according to the present invention can be used for the elevator system.

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  • Computer Networks & Wireless Communication (AREA)
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Abstract

Provided is an elevator control device capable of accurately performing releveling operations without requiring successive detection values for the relative error between a car floor and a landing floor. The elevator control device comprises: a car position estimation unit that estimates an elevator car position on the basis of information on whether releveling is required at the time the car stops at a landing floor, information on the state of the elevator motor brake at the time the car stops at the landing floor, information on the opened-closed state of the door of the car, information on the weight applied to the car, information on the motor position, and information on the motor speed; and a control unit that performs a releveling operation on the car on the basis of the car position estimated by the car position estimation unit.

Description

エレベーターの制御装置Elevator control device
　この発明は、エレベーターの制御装置に関する。 The present invention relates to an elevator control device.
　特許文献１は、エレベーターの制御装置を開示する。当該制御装置によれば、かご床と乗場床との高さを合わせるリレベル動作が正確に行われ得る。 Patent Document 1 discloses an elevator control device. According to the control device, the releveling operation for matching the heights of the car floor and the landing floor can be accurately performed.
日本特許第５３２９５７０号公報Japanese Patent No. 5329570
　しかしながら、特許文献１に記載の制御装置において、かご床と乗場床との相対誤差の連続的な検出値が必要となる。このため、ガバナー等のセンサが必要となる。 However, in the control device described in Patent Document 1, a continuous detection value of the relative error between the car floor and the landing floor is required. Therefore, a sensor such as a governor is required.
　この発明は、上述の課題を解決するためになされた。この発明の目的は、かご床と乗場床との相対誤差の連続的な検出値を要することなく、リレベル動作を正確に行うことができるエレベーターの制御装置を提供することである。 This invention was made to solve the above-mentioned problems. An object of the present invention is to provide an elevator control device capable of accurately performing a relevel operation without requiring a continuously detected value of a relative error between a car floor and a landing floor.
　この発明に係るエレベーターの制御装置は、エレベーターのかごが乗場に停止している際におけるリレベルの要否の情報と、前記かごが乗場に停止している際における前記エレベーターのモータのブレーキの状態の情報と、前記かごのドアの開閉状態の情報と、前記かごにかかる重量の情報と、前記モータの位置の情報と、前記モータの速度の情報と、に基づいて前記かごの位置を推定するかご位置推定部と、前記かご位置推定部により推定された前記かごの位置に基づいて前記かごのリレベル動作を行う制御部と、を備えた。 The elevator control device according to the present invention provides information on the necessity of releveling when the elevator car is stopped at the landing, and the state of the brake of the motor of the elevator when the car is stopped at the landing. A car that estimates the position of the car based on the information, the information on the open / closed state of the door of the car, the information on the weight applied to the car, the information on the position of the motor, and the information on the speed of the motor. It is provided with a position estimation unit and a control unit that performs a relevel operation of the car based on the position of the car estimated by the car position estimation unit.
　この発明によれば、かごの位置は、リレベルの要否の情報等から推定される。リレベル動作は、かごの推定位置に基づいて行われる。このため、かご床と乗場床との相対誤差の連続的な検出値を要することなく、リレベル動作を正確に行うことができる。 According to the present invention, the position of the car is estimated from information such as the necessity of releveling. The releveling operation is based on the estimated position of the car. Therefore, the relevel operation can be performed accurately without requiring a continuously detected value of the relative error between the car floor and the landing floor.
実施の形態１におけるエレベーターの制御装置が適用されるエレベーターシステムの構成図である。FIG. 5 is a configuration diagram of an elevator system to which the elevator control device according to the first embodiment is applied. 実施の形態１におけるエレベーターの制御装置に利用されるリレベル動作判定機能の例を示す図である。It is a figure which shows the example of the relevel operation determination function used for the control device of an elevator in Embodiment 1. FIG. 実施の形態１におけるエレベーターの制御装置に利用される複数の検出センサの動作波形を示す図である。It is a figure which shows the operation waveform of a plurality of detection sensors used for the control device of an elevator in Embodiment 1. FIG. 実施の形態１におけるエレベーターの制御装置によるかご位置推定信号の生成方法を説明するためのブロック図である。It is a block diagram for demonstrating the method of generating the car position estimation signal by the control device of the elevator in Embodiment 1. FIG. 実施の形態１におけるエレベーターの制御装置の第１模擬手段のブロック図である。FIG. 5 is a block diagram of a first simulated means of an elevator control device according to the first embodiment. 実施の形態１におけるエレベーターの制御装置の第３模擬手段のブロック図である。FIG. 5 is a block diagram of a third simulated means of an elevator control device according to the first embodiment. 実施の形態１におけるエレベーターの制御装置のかご位置誤差検出手段の処理の概要を説明するフローチャートである。It is a flowchart explaining the outline of the process of the car position error detection means of the elevator control device in Embodiment 1. 実施の形態１におけるエレベーターの制御装置による着床目標位置からのかご位置誤差に対する着床目標位置からのかご位置誤差検出信号の検出特性を示す図である。It is a figure which shows the detection characteristic of the car position error detection signal from the landing target position with respect to the car position error from the landing target position by the control device of the elevator in Embodiment 1. FIG. 実施の形態１におけるエレベーターの制御装置の瞬時状態オブザーバのブロック図である。FIG. 5 is a block diagram of an instantaneous state observer of an elevator control device according to the first embodiment. 実施の形態１におけるエレベーターの制御装置によるリレベル動作を示す時間軸波形の図である。It is a figure of the time axis waveform which shows the relevel operation by the control device of the elevator in Embodiment 1. FIG. 実施の形態１におけるエレベーターの制御装置のハードウェア構成図である。It is a hardware block diagram of the control device of an elevator in Embodiment 1. FIG. 実施の形態２におけるエレベーターの制御装置が適用されるエレベーターシステムの構成図である。FIG. 5 is a configuration diagram of an elevator system to which the elevator control device according to the second embodiment is applied.
　この発明を実施するための形態について添付の図面に従って説明する。なお、各図中、同一または相当する部分には同一の符号が付される。当該部分の重複説明は適宜に簡略化ないし省略する。 The embodiment for carrying out the present invention will be described with reference to the attached drawings. In each figure, the same or corresponding parts are designated by the same reference numerals. The duplicate description of the relevant part will be simplified or omitted as appropriate.
実施の形態１．
　図１は実施の形態１におけるエレベーターの制御装置が適用されるエレベーターシステムの構成図である。 Embodiment 1.
FIG. 1 is a configuration diagram of an elevator system to which the elevator control device according to the first embodiment is applied.
　図１のエレベーターシステムにおいて、エレベーターのモータ１は、機械室等に設けられる。シーブ２は、モータ１の回転軸に取り付けられる。ロープ３は、シーブ２に巻き掛けられる。かご４は、ロープ３の一端に吊るされる。釣合おもり５は、ロープ３の他端に吊るされる。ブレーキ６は、モータ１に対して制動状態と開放状態との間を遷移し得るように設けられる。 In the elevator system of FIG. 1, the elevator motor 1 is provided in a machine room or the like. The sheave 2 is attached to the rotating shaft of the motor 1. The rope 3 is wound around the sheave 2. The basket 4 is hung at one end of the rope 3. The balance weight 5 is hung on the other end of the rope 3. The brake 6 is provided so that the motor 1 can transition between a braking state and an open state.
　秤１７は、かご４の床に設けられる。秤１７は、かご４の床にかかる重量を測定し得るように設けられる。秤１７の検出信号は、Ｗｇｔと定義される。 The scale 17 is provided on the floor of the car 4. The scale 17 is provided so that the weight applied to the floor of the car 4 can be measured. The detection signal of the scale 17 is defined as Wgt.
　エンコーダ１１は、モータ１に設けられる。エンコーダ１１は、モータ１の回転角度を検出し得るように設けられる。 The encoder 11 is provided in the motor 1. The encoder 11 is provided so as to be able to detect the rotation angle of the motor 1.
　制御装置Ｓは、速度指令発生部１４と速度演算部１２と減算部１５と速度制御部１６と電流制御部９とブレーキ動作指令部７とかご位置推定部１９と減算部１３とを備える。 The control device S includes a speed command generation unit 14, a speed calculation unit 12, a subtraction unit 15, a speed control unit 16, a current control unit 9, a brake operation command unit 7, a car position estimation unit 19, and a subtraction unit 13.
　速度指令発生部１４は、速度指令信号ｖ＿ｒｅｆを出力する。 The speed command generation unit 14 outputs the speed command signal v_ref.
　速度演算部１２は、エンコーダ１１の出力であるモータ角度検出信号ｘ＿ｍの入力を受け付ける。速度演算部１２は、モータ角度検出信号ｘ＿ｍをモータ１の角速度信号に変換する。速度演算部１２は、モータ１の角速度信号をかご４の速度信号ｖ＿ｍに変換する。速度演算部１２は、かご４の速度信号ｖ＿ｍを出力する。 The speed calculation unit 12 receives the input of the motor angle detection signal x_m, which is the output of the encoder 11. The speed calculation unit 12 converts the motor angle detection signal x_m into an angular velocity signal of the motor 1. The speed calculation unit 12 converts the angular velocity signal of the motor 1 into the speed signal v_m of the car 4. The speed calculation unit 12 outputs the speed signal v_m of the car 4.
　減算部１５は、速度指令発生部１４の出力である速度指令信号ｖ＿ｒｅｆから速度演算部１２の出力である速度信号ｖ＿ｍを減算することで速度エラー信号ｖ＿ｅｒｒを得る。 The subtraction unit 15 obtains the speed error signal v_err by subtracting the speed signal v_m which is the output of the speed calculation unit 12 from the speed command signal v_ref which is the output of the speed command generation unit 14.
　速度制御部１６は、速度エラー信号ｖ＿ｅｒｒの入力を受け付ける。速度制御部１６は、速度制御が安定かつ所定の性能が得られるように比例・積分・微分演算された結果である速度制御信号ｉｑ＿ｖ＿ｃｏｎｔを出力する。 The speed control unit 16 receives the input of the speed error signal v_err. The speed control unit 16 outputs a speed control signal iq_v_cont which is the result of proportional / integral / differential calculation so that the speed control is stable and a predetermined performance can be obtained.
　電流制御部９は、速度制御部１６の出力である速度制御信号ｉｑ＿ｖ＿ｃｏｎｔの入力をトルク電流指令信号の入力として受け付ける。電流制御部９は、電流検出手段１０からのモータ駆動電流ｉｑがトルク電流指令信号ｉｑ＿ｖ＿ｃｏｎｔの値となるように機能する。具体的には、電流制御部９は、モータ１に対して、トルク電流指令信号ｉｑ＿ｖ＿ｃｏｎｔの値となるような駆動電流ｉｑを供給する。 The current control unit 9 receives the input of the speed control signal iq_v_cont, which is the output of the speed control unit 16, as the input of the torque current command signal. The current control unit 9 functions so that the motor drive current iq from the current detecting means 10 becomes the value of the torque current command signal iq_v_cont. Specifically, the current control unit 9 supplies the motor 1 with a drive current iq such that the value of the torque current command signal iq_v_cont is obtained.
　上記構成にて、速度制御系が実現される。具体的には、かご４の速度は、速度指令信号ｖ＿ｒｅｆに対して速度エラー信号ｖ＿ｅｒｒが予め設定された値以内で追従するように制御される。 With the above configuration, a speed control system is realized. Specifically, the speed of the car 4 is controlled so that the speed error signal v_errr follows the speed command signal v_ref within a preset value.
　かご４が予め設定された階から目標階の乗場に到着すると、ブレーキ動作指令部７は、ブレーキ制御信号ＢＫを出力する。ブレーキ制御部８は、当該ブレーキ制御信号ＢＫに基づいてブレーキ６の状態を開放状態から制動状態に遷移させる。 When the car 4 arrives at the landing on the target floor from the preset floor, the brake operation command unit 7 outputs the brake control signal BK. The brake control unit 8 shifts the state of the brake 6 from the open state to the braking state based on the brake control signal BK.
　ブレーキ６が制動状態になると、かご４は目標階の乗場に停止する。その後、ドア動作指令部２０は、ドア動作指令信号を出力する。かご４のドアは、当該ドア動作指令信号に基づいて乗場に対して開く。 When the brake 6 is in the braking state, the car 4 stops at the landing on the target floor. After that, the door operation command unit 20 outputs the door operation command signal. The door of the car 4 opens with respect to the landing based on the door operation command signal.
　高層ビルまたは超高層ビルにおいて、かご４が比較的低い乗場にある場合、ロープ３の剛性が低くなる。このため、ロープ３は、かご４から乗客、貨物等の乗降によるかご荷重変化によって伸縮する。その結果、かご４の位置が変動する。 In a high-rise building or a skyscraper, if the car 4 is on a relatively low landing, the rigidity of the rope 3 will be low. Therefore, the rope 3 expands and contracts from the car 4 due to changes in the car load due to the entry and exit of passengers, cargo, and the like. As a result, the position of the car 4 changes.
　この際、リレベル動作判定機能１８は、かご４の位置変動がリレベル動作すべき範囲であるか否かを判定する。 At this time, the relevel operation determination function 18 determines whether or not the position fluctuation of the car 4 is within the range in which the relevel operation should be performed.
　かご位置推定部１９は、リレベル動作判定機能１８の出力と秤１７の出力とエンコーダ１１の出力と速度演算部１２の出力とドア動作指令部２０の出力との入力を受け付ける。かご位置推定部１９は、かご停止位置ずれの推定信号としてかご位置推定信号を出力する。 The car position estimation unit 19 receives inputs of the relevel operation determination function 18, the scale 17, the encoder 11, the speed calculation unit 12, and the door operation command unit 20. The car position estimation unit 19 outputs a car position estimation signal as an estimation signal of the car stop position deviation.
　減算部１３は、目標位置である０からかご位置推定信号ｘ＿ｃ＿ｈを減算してかご位置エラー信号を得る。 The subtraction unit 13 subtracts the car position estimation signal x_c_h from 0, which is the target position, to obtain a car position error signal.
　速度指令発生部１４は、リレベル制御部として、減算部１３の出力である位置エラー信号が０に収束するように速度指令信号ｖ＿ｒｅｆを出力する。 The speed command generation unit 14 outputs the speed command signal v_ref as the relevel control unit so that the position error signal output from the subtraction unit 13 converges to 0.
　上記の構成にて、かご位置制御系が実現される。具体的には、かご４の位置ｖ＿ｘが着床目標位置に対し収束する。 With the above configuration, a car position control system is realized. Specifically, the position v_x of the car 4 converges with respect to the landing target position.
　次に、図２を用いて、リレベル動作判定機能１８の例を説明する。
　図２は実施の形態１におけるエレベーターの制御装置に利用されるリレベル動作判定機能の例を示す図である。 Next, an example of the relevel operation determination function 18 will be described with reference to FIG.
FIG. 2 is a diagram showing an example of a relevel operation determination function used in the elevator control device according to the first embodiment.
　図２の（ａ）は、かご４の位置が着床目標位置に対し下方にある場合の模式図である。図２の（ｂ）は、かご４の位置が着床目標位置にある場合の模式図である。 FIG. 2A is a schematic view when the position of the car 4 is below the landing target position. FIG. 2B is a schematic view when the position of the car 4 is at the landing target position.
　プレート１８１とプレート１８２は、乗場の周囲において昇降路の内部に設けられる。プレート１８１とプレート１８２とは、かご４の移動方向に対して同じ長さである。 Plates 181 and 182 are provided inside the hoistway around the landing. The plate 181 and the plate 182 have the same length with respect to the moving direction of the car 4.
　例えば、プレート１８１の下端は、着床目標位置に対して－Ａだけずらして設定される。例えば、プレート１８２の上端は、着床目標位置に対して＋Ａだけずらして設置される。Ａの値は、リレベル動作が必要と判定する長さに選択される。 For example, the lower end of the plate 181 is set by shifting by -A with respect to the landing target position. For example, the upper end of the plate 182 is installed so as to be offset by + A with respect to the landing target position. The value of A is selected to the length at which the relevel operation is determined to be necessary.
　プレート検出センサ群１８３は、かご４に設けられる。プレート検出センサ群１８３は、検出センサ１８３ａと検出センサ１８３ｂとを備える。図２の（ｂ）に示されるように、プレート検出センサ群１８３は、かご４が着床目標位置にあるとき、プレート１８１とプレート１８２との着床目標位置にかご位置検出線が重なるように配置される。 The plate detection sensor group 183 is provided in the car 4. The plate detection sensor group 183 includes a detection sensor 183a and a detection sensor 183b. As shown in FIG. 2B, in the plate detection sensor group 183, when the car 4 is in the landing target position, the car position detection line overlaps the landing target position of the plate 181 and the plate 182. Be placed.
　検出センサ１８３ａは、プレート１８１がかご位置検出線を横切っているか否かを判定する。検出センサ１８３ｂは、プレート１８２がかご位置検出線を横切っているか否かを判定する。 The detection sensor 183a determines whether or not the plate 181 crosses the car position detection line. The detection sensor 183b determines whether the plate 182 crosses the car position detection line.
　次に、図３を用いて、かご４が着床目標位置を下方から上方へ横切った際の検出センサ１８３ａと検出センサ１８３ｂとの動作波形を説明する。
　図３は実施の形態１におけるエレベーターの制御装置に利用される複数の検出センサの動作波形を示す図である。 Next, with reference to FIG. 3, the operation waveforms of the detection sensor 183a and the detection sensor 183b when the car 4 crosses the landing target position from the bottom to the top will be described.
FIG. 3 is a diagram showing operation waveforms of a plurality of detection sensors used in the elevator control device according to the first embodiment.
　図３の（ａ）は、検出センサ１８３ａの出力波形Ｒｌｖｌ＿ｓｉｇ＿ｄｏｗｎを示す。横軸は、着床目標位置からのかご位置誤差である。縦軸は、検出センサ１８３ａの出力である。検出センサ１８３ａの出力は、２値の検出値である。かご位置誤差の値が－Ａ未満である場合、検出センサ１８３ａの出力は、Ｌである。かご位置誤差の値が－Ａ以上になると、検出センサ１８３ａの出力は、Ｈになる。 FIG. 3A shows the output waveform Rlvl_sig_down of the detection sensor 183a. The horizontal axis is the car position error from the landing target position. The vertical axis is the output of the detection sensor 183a. The output of the detection sensor 183a is a binary detection value. When the value of the car position error is less than −A, the output of the detection sensor 183a is L. When the value of the car position error becomes −A or more, the output of the detection sensor 183a becomes H.
　図３の（ｂ）は、検出センサ１８３ｂの出力波形Ｒｌｖｌ＿ｓｉｇ＿ｕｐを示す。横軸は、着床目標位置からのかご位置誤差である。縦軸は、検出センサ１８３ｂの出力である。検出センサ１８ｂａの出力は、２値の検出値である。かご位置誤差の値が＋Ａ以下である場合、検出センサ１８３ｂの出力は、Ｈである。かご位置誤差の値が＋Ａよりも大きくなると、検出センサ１８３ｂの出力は、Ｌになる。 (B) of FIG. 3 shows the output waveform Rlvl_sig_up of the detection sensor 183b. The horizontal axis is the car position error from the landing target position. The vertical axis is the output of the detection sensor 183b. The output of the detection sensor 18ba is a binary detection value. When the value of the car position error is + A or less, the output of the detection sensor 183b is H. When the value of the car position error becomes larger than + A, the output of the detection sensor 183b becomes L.
　次に、図４を用いて、かご位置推定信号ｘ＿ｃ＿ｈの生成方法を説明する。
　図４は実施の形態１におけるエレベーターの制御装置によるかご位置推定信号の生成方法を説明するためのブロック図である。 Next, a method of generating the car position estimation signal x_c_h will be described with reference to FIG.
FIG. 4 is a block diagram for explaining a method of generating a car position estimation signal by the elevator control device according to the first embodiment.
　図４の上部において、複数の機能ブロックは、図１におけるモータ１の位置からかご４の位置までの伝達特性を表す。 In the upper part of FIG. 4, the plurality of functional blocks represent the transmission characteristics from the position of the motor 1 to the position of the car 4 in FIG.
　第１変換特性３００は、モータ位置ｘ＿ｍをモータ位置変動によりかご４に伝達する力Ｆ＿ｍに変換する。第１変換特性３００は、ロープ３の機械特性で決まる。加算器３０１は、モータ位置変動によりかご４に伝達する力Ｆ＿ｍとかご積載量変化による重力変動Ｆ＿ｌとを加算した合力Ｆ＿ｃを出力する。 The first conversion characteristic 300 converts the motor position x_m into a force F_m transmitted to the car 4 by the motor position fluctuation. The first conversion characteristic 300 is determined by the mechanical characteristics of the rope 3. The adder 301 outputs a resultant force F_c which is the sum of the force F_m transmitted to the car 4 due to the change in the motor position and the gravity change F_l due to the change in the load capacity of the car.
　第２変換特性３０２は、合力Ｆ＿ｃをかご位置ｘ＿ｃに変換する。かご４とロープ３とからなる機構系がバネマス系に近似された場合、第２変換特性３０２は、かご質量、ロープ剛性、ロープ粘性をパラメータとした２次の伝達特性となる。リレベル動作判定機能１８は、かご位置ｘ＿ｃに基づいて２Ｒｌｖｌ＿ｓｉｇ＿ｄｏｗｎとリレベル動作判定信号Ｒｌｖｌ＿ｓｉｇ＿ｕｐとをリレベル動作判定信号として出力する。 The second conversion characteristic 302 converts the resultant force F_c to the car position x_c. When the mechanical system including the car 4 and the rope 3 is approximated to the spring mass system, the second conversion characteristic 302 becomes a secondary transmission characteristic having the car mass, the rope rigidity, and the rope viscosity as parameters. The relevel operation determination function 18 outputs 2Rlvl_sig_down and the relevel operation determination signal Rlvl_sig_up as relevel operation determination signals based on the car position x_c.
　かご位置推定部１９は、第１模擬手段１９１と第２模擬手段１９２と加算器１９３と第３模擬手段１９４との４つの機能ブロックを備える。当該４つの機能ブロックは、実際のシステムの挙動を模擬するモデルである。 The car position estimation unit 19 includes four functional blocks of a first simulated means 191 and a second simulated means 192, an adder 193, and a third simulated means 194. The four functional blocks are models that simulate the behavior of an actual system.
　第１模擬手段１９１は、モータ位置とモータ速度とをかご伝達力に変換する特性を模擬する。第１模擬手段１９１は、第１変換特性３００に対応する。第２模擬手段１９２は、着床後のかご積載量変化による重力変動を計算する。第２模擬手段１９２と加算器１９３とは、加算器３０１に対応する。第３模擬手段１９４は、かご作用力をかご位置に変換する特性を模擬する。第３模擬手段１９４は、第２変換特性３０２に対応する。 The first simulation means 191 simulates the characteristics of converting the motor position and the motor speed into a car transmission force. The first simulating means 191 corresponds to the first conversion characteristic 300. The second simulated means 192 calculates the gravity fluctuation due to the change in the car load capacity after landing. The second simulated means 192 and the adder 193 correspond to the adder 301. The third simulating means 194 simulates the characteristic of converting the car acting force into the car position. The third simulation means 194 corresponds to the second conversion characteristic 302.
　第１模擬手段１９１は、モータ位置ｘ＿ｍとブレーキ制御信号ＢＫとモータ速度信号ｖ＿ｍとの入力を受け付ける。第１模擬手段１９１は、モータ位置変化によりかご４に伝達する力の推定値Ｆ＿ｍ＿ｈをモータ位置変動によりかご４に伝達する力Ｆ＿ｍに対応した値として出力する。 The first simulated means 191 accepts inputs of the motor position x_m, the brake control signal BK, and the motor speed signal v_m. The first simulated means 191 outputs an estimated value F_m_h of the force transmitted to the car 4 due to the change in the motor position as a value corresponding to the force F_m transmitted to the car 4 due to the change in the motor position.
　第２模擬手段１９２は、秤１７の出力であるｗｇｔの入力を受け付ける。第２模擬手段１９２は、ｗｇｔを、かご４のドアが開く直前のタイミングにおけるｗｇｔの値を基準値として変換し、さらに変換後の信号に重力加速度を乗算することでかご積載量変化による重力変動の計測値Ｆ＿ｌ＿ｈを計算する。第２模擬手段１９２は、かご積載量変化による重力変動の計測値Ｆ＿ｌ＿ｈをかご積載量変化による重力変動Ｆ＿ｌに対応した値として出力する。なお、かご４のドアが開く直前のタイミングは、ドア動作指令部２０の出力であるドア動作指令信号ＤＲによって決定される。 The second simulation means 192 accepts the input of wgt, which is the output of the scale 17. The second simulated means 192 converts wgt with the value of wgt at the timing immediately before the door of the car 4 opens as a reference value, and further multiplies the converted signal by the gravitational acceleration to change the gravity due to the change in the car load capacity. The measured value F_l_h of is calculated. The second simulated means 192 outputs the measured value F_l_h of the gravity fluctuation due to the change in the car load capacity as a value corresponding to the gravity fluctuation F_l due to the change in the car load capacity. The timing immediately before the door of the car 4 opens is determined by the door operation command signal DR, which is the output of the door operation command unit 20.
　加算器１９３は、モータ位置変化によりかご４に伝達する力の推定値Ｆ＿ｍ＿ｈとかご積載量変化による重力変動の計測値Ｆ＿ｌ＿ｈとを加算することで、かご４に加わる合力Ｆ＿ｃを模擬した信号Ｆ＿ｃ＿ｈを合力Ｆ＿ｃに対応した値として生成する。 The adder 193 adds a signal F_c_h that simulates the resultant force F_c applied to the car 4 by adding the estimated value F_m_h of the force transmitted to the car 4 due to the change in the motor position and the measured value F_l_h of the gravity fluctuation due to the change in the load capacity of the car. It is generated as a value corresponding to the resultant force F_c.
　第３模擬手段１９４は、かご４に加わる合力Ｆ＿ｃを模擬した信号Ｆ＿ｃ＿ｈの入力を受け付ける。第３模擬手段１９４は、リレベル動作判定機能１８の出力信号Ｒｌｖｌ＿ｓｉｇ＿ｕｐと出力信号Ｒｌｖｌ＿ｓｉｇ＿ｄｏｗｎとの入力を受け付ける。第３模擬手段１９４は、これらの入力信号に基づいて着床位置基準のかご位置推定値ｘ＿ｃ＿ｈをかご位置ｘ＿ｃに対応した値として出力する。 The third simulating means 194 receives the input of the signal F_c_h simulating the resultant force F_c applied to the car 4. The third simulation means 194 receives inputs of the output signal Rlvl_sig_up and the output signal Rlvl_sig_down of the relevel operation determination function 18. The third simulated means 194 outputs the estimated value x_c_h of the car position based on the landing position as a value corresponding to the car position x_c based on these input signals.
　次に、図５を用いて、第１模擬手段１９１を説明する。
　図５は実施の形態１におけるエレベーターの制御装置の第１模擬手段のブロック図である。 Next, the first simulated means 191 will be described with reference to FIG.
FIG. 5 is a block diagram of the first simulated means of the elevator control device according to the first embodiment.
　図５に示されるように、第１模擬手段１９１は、モータ位置変換手段１９１ａとかご伝達力変換特性模擬手段１９１ｂとを備える。 As shown in FIG. 5, the first simulating means 191 includes a motor position changing means 191a and a car transmission force converting characteristic simulating means 191b.
　モータ位置変換手段１９１ａは、モータ位置ｘ＿ｍの入力を受け付ける。モータ位置変換手段１９１ａは、モータ位置ｘ＿ｍを、ブレーキ制御信号ＢＫのブレーキ起動時タイミング、つまりかご４が目標階に停止したタイミングにおけるモータ位置ｘ＿ｍの値を基準値としてモータ位置ｘ＿ｍ’に変換する。 The motor position changing means 191a accepts an input of the motor position x_m. The motor position conversion means 191a converts the motor position x_m into the motor position x_m'using the value of the motor position x_m at the timing when the brake control signal BK is activated, that is, the timing when the car 4 stops at the target floor as a reference value.
　かご伝達力変換特性模擬手段１９１ｂは、モータ位置ｘ＿ｍ’の入力を受け付ける。かご伝達力変換特性模擬手段１９１ｂは、モータ速度ｖ＿ｍとモータ位置ｘ＿ｍ‘とから演算されるモータ位置変化によりかごに伝達する力の推定値Ｆ＿ｍ＿ｈを出力する。当該演算は、ロープ３の弾性係数、粘性係数をパラメータとした式に基づいて行われる。 The car transmission force conversion characteristic simulating means 191b accepts the input of the motor position x_m'. The car transmission force conversion characteristic simulating means 191b outputs an estimated value F_m_h of the force transmitted to the car by the motor position change calculated from the motor speed v_m and the motor position x_m'. The calculation is performed based on an equation with the elastic modulus and the viscosity coefficient of the rope 3 as parameters.
　次に、図６を用いて、第３模擬手段１９４を説明する。
　図６は実施の形態１におけるエレベーターの制御装置の第３模擬手段のブロック図である。 Next, the third simulated means 194 will be described with reference to FIG.
FIG. 6 is a block diagram of a third simulated means of the elevator control device according to the first embodiment.
　第３模擬手段１９４は、かご位置誤差検出手段１９４ａと瞬時状態オブザーバ１９４ｂとを備える。 The third simulated means 194 includes a car position error detecting means 194a and an instantaneous state observer 194b.
　かご位置誤差検出手段１９４ａは、リレベル動作判定機能１８の出力信号Ｒｌｖｌ＿ｓｉｇ＿ｕｐと出力信号Ｒｌｖｌ＿ｓｉｇ＿ｄｏｗｎとの入力を受け付ける。かご位置誤差検出手段１９４ａは、予め設定されたアルゴリズムによって、着床目標位置からのかご位置誤差としてｘ＿ｃ＿ｄを離散的に検出する。 The car position error detecting means 194a receives inputs of the output signal Rlvl_sig_up and the output signal Rlvl_sig_down of the relevel operation determination function 18. The car position error detecting means 194a discretely detects x_c_d as a car position error from the landing target position by a preset algorithm.
　瞬時状態オブザーバ１９４ｂは、着床目標位置からのかご位置誤差ｘ＿ｃ＿ｄとかご４に加わる合力Ｆ＿ｃを模擬した信号Ｆ＿ｃ＿ｈとに基づいて連続的なかご位置情報としてｘ＿ｃ＿ｈを得る。 The instantaneous state observer 194b obtains x_c_h as continuous car position information based on the car position error x_c_d from the landing target position and the signal F_c_h simulating the resultant force F_c applied to the car 4.
　次に、図７を用いて、かご位置誤差検出手段１９４ａの処理を説明する。
　図７は実施の形態１におけるエレベーターの制御装置のかご位置誤差検出手段の処理の概要を説明するフローチャートである。 Next, the process of the car position error detecting means 194a will be described with reference to FIG. 7.
FIG. 7 is a flowchart illustrating an outline of processing of the car position error detecting means of the elevator control device according to the first embodiment.
　ステップＳ１では、かご位置誤差検出手段１９４ａは、Ｒｌｖｌ＿ｓｉｇ＿ｕｐとＲｌｖｌ＿ｓｉｇ＿ｄｏｗｎとの双方がＨであるか否かを判定する。 In step S1, the car position error detecting means 194a determines whether or not both Rlvl_sig_up and Rlvl_sig_down are H.
　ステップＳ１での判定がＹＥＳの場合は、かご位置誤差検出手段１９４ａは、ステップＳ２の処理を行う。ステップＳ２では、かご位置誤差検出手段１９４ａは、リレベル判定切り替えタイミング信号Ｒｌｖｌ＿ｔｍｇとしてＬを出力し、リレベル量指定信号Ｒｌｖｌ＿ｔｈとして０を出力する。その後、かご位置誤差検出手段１９４ａは、ステップＳ１の処理を行う。 If the determination in step S1 is YES, the car position error detecting means 194a performs the process of step S2. In step S2, the car position error detecting means 194a outputs L as the relevel determination switching timing signal Rlvl_tmg and outputs 0 as the relevel amount designation signal Rlvl_th. After that, the car position error detecting means 194a performs the process of step S1.
　ステップＳ１での判定がＮＯの場合は、かご位置誤差検出手段１９４ａは、ステップＳ３の処理を行う。ステップＳ３では、かご位置誤差検出手段１９４ａは、Ｒｌｖｌ＿ｓｉｇ＿ｕｐがＬかつＲｌｖｌ＿ｓｉｇ＿ｄｏｗｎがＨであるか否かを判定する。 If the determination in step S1 is NO, the car position error detecting means 194a performs the process of step S3. In step S3, the car position error detecting means 194a determines whether or not Rlvl_sig_up is L and Rlvl_sig_down is H.
　ステップＳ３での判定がＹＥＳの場合は、かご位置誤差検出手段１９４ａは、ステップＳ４の処理を行う。ステップＳ４では、かご位置誤差検出手段１９４ａは、Ｒｌｖｌ＿ｔｍｇとして予め設定された期間だけＨをパルス出力し、リレベル量指定信号Ｒｌｖｌ＿ｔｈとしてＡを出力する。その後、かご位置誤差検出手段１９４ａは、ステップＳ１の処理を行う。 If the determination in step S3 is YES, the car position error detecting means 194a performs the process of step S4. In step S4, the car position error detecting means 194a pulse-outputs H for a period preset as Rlvl_tmg, and outputs A as a relevel amount designation signal Rlvl_th. After that, the car position error detecting means 194a performs the process of step S1.
　ステップＳ３での判定がＮＯの場合は、かご位置誤差検出手段１９４ａは、ステップＳ５の処理を行う。ステップＳ５では、かご位置誤差検出手段１９４ａは、Ｒｌｖｌ＿ｓｉｇ＿ｕｐがＨかつＲｌｖｌ＿ｓｉｇ＿ｄｏｗｎがＬであるか否かを判定する。 If the determination in step S3 is NO, the car position error detecting means 194a performs the process of step S5. In step S5, the car position error detecting means 194a determines whether or not Rlvl_sig_up is H and Rlvl_sig_down is L.
　ステップＳ５での判定がＹＥＳの場合は、かご位置誤差検出手段１９４ａは、ステップＳ６の処理を行う。ステップＳ６では、かご位置誤差検出手段１９４ａは、Ｒｌｖｌ＿ｔｍｇとして予め設定された期間だけＨをパルス出力し、リレベル量指定信号Ｒｌｖｌ＿ｔｈとして－Ａを出力する。その後、かご位置誤差検出手段１９４ａは、ステップＳ１の処理を行う。 If the determination in step S5 is YES, the car position error detecting means 194a performs the process of step S6. In step S6, the car position error detecting means 194a pulse-outputs H for a period preset as Rlvl_tmg, and outputs -A as a relevel amount designation signal Rlvl_th. After that, the car position error detecting means 194a performs the process of step S1.
　ステップＳ５での判定がＮＯの場合は、かご位置誤差検出手段１９４ａは、ステップＳ７の処理を行う。ステップＳ７では、かご位置誤差検出手段１９４ａは、異常状態である認識を行い、Ｒｌｖｌ＿ｔｍｇとしてＬを出力し、リレベル量指定信号Ｒｌｖｌ＿ｔｈとして０を出力する。その後、かご位置誤差検出手段１９４ａは、処理を終了する。 If the determination in step S5 is NO, the car position error detecting means 194a performs the process of step S7. In step S7, the car position error detecting means 194a recognizes that it is in an abnormal state, outputs L as Rlvl_tmg, and outputs 0 as the relevel amount designation signal Rlvl_th. After that, the car position error detecting means 194a ends the process.
　次に、図８を用いて、着床目標位置からのかご位置誤差に対する着床目標位置からのかご位置誤差検出信号ｘ＿ｃ＿ｄ（Ｒｌｖｌ＿ｔｈ）の検出特性を示す。
　図８は実施の形態１におけるエレベーターの制御装置による着床目標位置からのかご位置誤差に対する着床目標位置からのかご位置誤差検出信号の検出特性を示す図である。 Next, with reference to FIG. 8, the detection characteristics of the car position error detection signal x_c_d (Rlvl_th) from the landing target position with respect to the car position error from the landing target position are shown.
FIG. 8 is a diagram showing the detection characteristics of the car position error detection signal from the landing target position with respect to the car position error from the landing target position by the elevator control device in the first embodiment.
　図８において、点線の特性は、誤差の無い理想的な検出特性である。実線の特性は、ｘ＿ｃ＿ｄの検出特性である。 In FIG. 8, the characteristic of the dotted line is an ideal detection characteristic without an error. The characteristics of the solid line are the detection characteristics of x_c_d.
　ｘ＿ｃ＿ｄは、横軸である着床目標位置からのかご位置誤差が±Ａのときに限り正確な出力となる。着床目標位置からのかご位置誤差の絶対値がＡ未満である場合、ｘ＿ｃ＿ｄは、０の出力となる。着床目標位置からのかご位置誤差が－Ａよりも小さい場合、ｘ＿ｃ＿ｄは、－Ａの出力となる。着床目標位置からのかご位置誤差がＡよりも大きい場合、ｘ＿ｃ＿ｄは、Ａの出力となる。 X_c_d is an accurate output only when the car position error from the landing target position on the horizontal axis is ± A. When the absolute value of the car position error from the landing target position is less than A, x_c_d becomes an output of 0. When the car position error from the landing target position is smaller than -A, x_c_d becomes the output of -A. When the car position error from the landing target position is larger than A, x_c_d becomes the output of A.
　ｘ＿ｃ＿ｄのもう一つの出力であるＲｌｖｌ＿ｔｍは、Ｒｌｖｌ＿ｔｈの状態遷移を起点としたパルスで代用される場合もある。この場合、Ｒｌｖｌ＿ｔｍは不要となる。 Rlvl_tm, which is another output of x_c_d, may be substituted by a pulse starting from the state transition of Rlvl_th. In this case, Rlvl_tm becomes unnecessary.
　次に、図９を用いて、瞬時状態オブザーバ１９４ｂの概要を説明する。
　図９は実施の形態１におけるエレベーターの制御装置の瞬時状態オブザーバのブロック図である。 Next, the outline of the instantaneous state observer 194b will be described with reference to FIG.
FIG. 9 is a block diagram of an instantaneous state observer of the elevator control device according to the first embodiment.
　図９において、Ａ、Ｂ、Ｃは、制御対象システムが次の（１）式および（２）式で表現された場合の行列関数である。 In FIG. 9, A, B, and C are matrix functions when the controlled system is represented by the following equations (1) and (2).
Figure JPOXMLDOC01-appb-M000001
Figure JPOXMLDOC01-appb-M000001
ｙ＝Ｃｘ　（２） y = Cx (2)
　ここで、制御対象システムは、図４のかご作用力をかご位置に変換する特性を線形近似してモデル化した状態方程式で表示される。（１）式は状態方程式である。（２）は出力方程式である。ｕは入力ベクトルである。ｘは状態変数ベクトルである。ｙは出力ベクトルである。状態変数ベクトルの内訳は、かご４の速度とかご４の位置とかご４に作用する外乱力とである。かご４に作用する外乱力は、Ａ行列を構成する機構パラメータの経時変化あるいは真値との誤差で定義される。 Here, the controlled target system is displayed by a state equation modeled by linearly approximating the characteristics of converting the car acting force into the car position in FIG. Equation (1) is an equation of state. (2) is an output equation. u is an input vector. x is a state variable vector. y is an output vector. The breakdown of the state variable vector is the velocity of the car 4, the position of the car 4, and the disturbance force acting on the car 4. The disturbance force acting on the car 4 is defined by the time-dependent change of the mechanism parameters constituting the A matrix or the error from the true value.
　瞬時状態オブザーバ１９４ｂは、機能ブロック４００と減算器４０１と機能ブロック４０２と積分器４０３と機能ブロック４０４と減算器４０５とスイッチ４０６と係数ベクトルＫ４０７とを備える。 The instantaneous state observer 194b includes a functional block 400, a subtractor 401, a functional block 402, an integrator 403, a functional block 404, a subtractor 405, a switch 406, and a coefficient vector K407.
　機能ブロック４００と減算器４０１と機能ブロック４０２と積分器４０３と機能ブロック４０４とは、制御対象システムのモデルとして（１）式と（２）式とに対応したブロックである。 The functional block 400, the subtractor 401, the functional block 402, the integrator 403, and the functional block 404 are blocks corresponding to equations (1) and (2) as models of the controlled system.
　減算器４０５は、モデルのかご位置推定値ｘ＿ｃ＿ｈから実際に測定されたかご位置測定値Ｒｌｖｌ＿ｔｈを減算することで、モデルと実システムとの誤差を出力する。 The subtractor 405 outputs an error between the model and the actual system by subtracting the actually measured car position measurement value Rlvl_th from the model car position estimated value x_c_h.
　係数ベクトルＫ４０７は、減算器４０５の出力にベクトル係数Ｋを乗算した結果を出力する。係数ベクトルＫ４０７の出力は、積分器４０３の手前に減算器４０１を介して帰還される。その結果、モデルと実システムとの誤差は、０に収束する。 The coefficient vector K407 outputs the result of multiplying the output of the subtractor 405 by the vector coefficient K. The output of the coefficient vector K407 is fed back in front of the integrator 403 via the subtractor 401. As a result, the error between the model and the real system converges to zero.
　スイッチ４０６は、モデルと実システムとの誤差の帰還を制御する。かご位置測定値Ｒｌｖｌ＿ｔｈの値が真値になるタイミングであるＲｌｖｌ＿ｔｍｇがＨである場合、スイッチ４０６は、当該帰還をＯＮとする。かご位置測定値Ｒｌｖｌ＿ｔｈの値が真値にならないタイミングであるＲｌｖｌ＿ｔｍｇがＨでない場合、スイッチ４０６は、当該帰還をＯＦＦとする。 Switch 406 controls the feedback of the error between the model and the actual system. When Rlvl_tmg, which is the timing when the value of the car position measurement value Rlvl_th becomes a true value, is H, the switch 406 turns on the feedback. If Rlvl_tmg, which is the timing at which the value of the car position measurement value Rlvl_th does not become a true value, is not H, the switch 406 turns off the feedback.
　その結果、かご位置測定値Ｒｌｖｌ＿ｔｈの値が真値である場合、モデルと実システムとの誤差は修正される。この際、かご位置推定値ｘ＿ｃ＿ｈは、真のかご位置とほぼ略一致する。かご位置測定値Ｒｌｖｌ＿ｔｈの値が真値でない場合、モデルと実システムとの誤差は修正されない。この際、機能ブロック４００と減算器４０１と機能ブロック４０２積分器４０３と機能ブロックとは、入力信号Ｆ＿ｃ＿ｈに基づいて、かご位置推定値ｘ＿ｃ＿ｈを連続的に計算する。 As a result, if the value of the car position measurement value Rlvl_th is a true value, the error between the model and the actual system is corrected. At this time, the estimated car position x_c_h substantially coincides with the true car position. If the value of the car position measurement value Rlvl_th is not a true value, the error between the model and the actual system is not corrected. At this time, the functional block 400, the subtractor 401, the functional block 402 integrator 403, and the functional block continuously calculate the car position estimated value x_c_h based on the input signal F_c_h.
　積分器４０３の存在により、かご位置推定値ｘ＿ｃ＿ｈの推定時において、モデルと実システムとの誤差は、修正された値に保持される。このため、モデルが実システムと合致している場合、正確なかご位置推定値ｘ＿ｃ＿ｈが得られる。 Due to the existence of the integrator 403, the error between the model and the actual system is held at the corrected value at the time of estimating the car position estimated value x_c_h. Therefore, if the model matches the real system, an accurate car position estimate x_c_h can be obtained.
　次に、図１０を用いて、リレベル動作を説明する。
　図１０は実施の形態１におけるエレベーターの制御装置によるリレベル動作を示す時間軸波形の図である。 Next, the relevel operation will be described with reference to FIG.
FIG. 10 is a diagram of a time axis waveform showing a relevel operation by the elevator control device according to the first embodiment.
　図１０の（ａ）は、着床後のかご積載量変化による重力変動Ｆ＿ｌ＿ｈを示す図である。図１０の（ｂ）は、かご位置推定値ｘ＿ｃ＿ｈを示す図である。図１０の（ｃ）は、かご位置誤差検出値ｘ＿ｃ＿ｄ（Ｒｌｖｌ＿ｔｈ）を示す図である。図１０の（ｄ）は、かご位置誤差検出値ｘ＿ｃ＿ｄ（Ｒｌｖｌ＿ｔｍｇ）を示す図である。 FIG. 10A is a diagram showing gravity fluctuation F_l_h due to a change in the load capacity of the car after landing. FIG. 10B is a diagram showing a car position estimated value x_c_h. FIG. 10 (c) is a diagram showing a car position error detection value x_c_d (Rlvl_th). FIG. 10D is a diagram showing a car position error detection value x_c_d (Rlvl_tmg).
　かご４の着床後、人、貨物等が乗ってかご積載量変化による重力変動が発生する。この際、図１０の（ａ）に示されるように、ステップ状の波形が得られる。これに伴い、図１０の（ｂ）の実線に示されるように、かご位置推定値ｘ＿ｃ＿ｈは増加し、リレベル動作判定閾値Ａを横切ってオーバシュートした後、減衰振動しながら予め設定された値に収束しようとする。図１０の（ａ）に示されるように、リレベル動作と同時にブレーキ開放されることで、かご位置推定値ｘ＿ｃ＿ｈは０に収束される。 After the car 4 has landed, people, cargo, etc. will get on board and gravity will fluctuate due to changes in the car load capacity. At this time, as shown in FIG. 10A, a stepped waveform is obtained. Along with this, as shown by the solid line in FIG. 10B, the car position estimated value x_c_h increases, and after overshooting across the relevel operation determination threshold value A, it becomes a preset value while damping and vibrating. Try to converge. As shown in FIG. 10A, the car position estimated value x_c_h is converged to 0 by releasing the brake at the same time as the releveling operation.
　なお、図１０の（ｂ）の点線は、かご位置の真値である。モデルと実システムとが合致していれば、実線と点線とは重なる。本例では、若干の誤差が発生しているため、実線と点線とは重ならない。 The dotted line in FIG. 10B is the true value of the car position. If the model and the real system match, the solid and dotted lines will overlap. In this example, the solid line and the dotted line do not overlap because a slight error has occurred.
　図１０の（ｄ）は、モデルと実システムとの誤差修正を機能させるスイッチ制御信号である。この信号がＨになったタイミングで、モデルと実システムの誤差がなくなる。その結果、かご位置推定値ｘ＿ｃ＿ｈが真値に修正される。その後、動特性を模擬したまま小さな誤差が維持される。 (D) in FIG. 10 is a switch control signal that functions to correct an error between the model and the actual system. When this signal becomes H, the error between the model and the actual system disappears. As a result, the car position estimated value x_c_h is corrected to the true value. After that, a small error is maintained while simulating the dynamic characteristics.
　かご位置推定値ｘ＿ｃ＿ｈを真値として代用してリレベル動作を行うと、かご位置ずれはほぼ０となる。 When the relevel operation is performed by substituting the estimated car position value x_c_h as the true value, the car position deviation becomes almost 0.
　以上で説明した実施の形態１によれば、かご４の位置は、リレベルの要否の情報等から推定される。リレベル動作は、かご４の推定位置の信号に基づいた帰還制御で行われる。このため、かご床と乗場床との相対誤差の連続的な検出値を要することなく、人等の乗降によりかご４の位置が変動する場合でも、リレベル動作を安定かつ正確に行うことができる。 According to the first embodiment described above, the position of the car 4 is estimated from the information on the necessity of releveling and the like. The relevel operation is performed by feedback control based on the signal at the estimated position of the car 4. Therefore, the releveling operation can be performed stably and accurately even when the position of the car 4 fluctuates due to the getting on and off of a person or the like without requiring a continuously detected value of the relative error between the car floor and the landing floor.
　また、制御装置Ｓは、かご４の位置を高精度に推定する。このため、リレベル動作をより高精度に行うことができる。 In addition, the control device S estimates the position of the car 4 with high accuracy. Therefore, the relevel operation can be performed with higher accuracy.
　次に、図１１を用いて、制御装置Ｓの例を説明する。
　図１１は実施の形態１におけるエレベーターの制御装置のハードウェア構成図である。 Next, an example of the control device S will be described with reference to FIG.
FIG. 11 is a hardware configuration diagram of the elevator control device according to the first embodiment.
　制御装置Ｓの各機能は、処理回路により実現し得る。例えば、処理回路は、少なくとも１つのプロセッサ１０００ａと少なくとも１つのメモリ１０００ｂとを備える。例えば、処理回路は、少なくとも１つの専用のハードウェア２０００を備える。 Each function of the control device S can be realized by a processing circuit. For example, the processing circuit includes at least one processor 1000a and at least one memory 1000b. For example, the processing circuit comprises at least one dedicated hardware 2000.
　処理回路が少なくとも１つのプロセッサ１０００ａと少なくとも１つのメモリ１０００ｂとを備える場合、制御装置Ｓの各機能は、ソフトウェア、ファームウェア、またはソフトウェアとファームウェアとの組み合わせで実現される。ソフトウェアおよびファームウェアの少なくとも一方は、プログラムとして記述される。ソフトウェアおよびファームウェアの少なくとも一方は、少なくとも１つのメモリ１０００ｂに格納される。少なくとも１つのプロセッサ１０００ａは、少なくとも１つのメモリ１０００ｂに記憶されたプログラムを読み出して実行することにより、制御装置Ｓの各機能を実現する。少なくとも１つのプロセッサ１０００ａは、中央処理装置、処理装置、演算装置、マイクロプロセッサ、マイクロコンピュータ、ＤＳＰともいう。例えば、少なくとも１つのメモリ１０００ｂは、ＲＡＭ、ＲＯＭ、フラッシュメモリ、ＥＰＲＯＭ、ＥＥＰＲＯＭ等の、不揮発性または揮発性の半導体メモリ、磁気ディスク、フレキシブルディスク、光ディスク、コンパクトディスク、ミニディスク、ＤＶＤ等である。 When the processing circuit includes at least one processor 1000a and at least one memory 1000b, each function of the control device S is realized by software, firmware, or a combination of software and firmware. At least one of the software and firmware is written as a program. At least one of the software and firmware is stored in at least one memory 1000b. At least one processor 1000a realizes each function of the control device S by reading and executing a program stored in at least one memory 1000b. At least one processor 1000a is also referred to as a central processing unit, a processing unit, an arithmetic unit, a microprocessor, a microcomputer, and a DSP. For example, at least one memory 1000b is a non-volatile or volatile semiconductor memory such as RAM, ROM, flash memory, EPROM, EEPROM, magnetic disk, flexible disk, optical disk, compact disk, mini disk, DVD or the like.
　処理回路が少なくとも１つの専用のハードウェア２０００を備える場合、処理回路は、例えば、単一回路、複合回路、プログラム化したプロセッサ、並列プログラム化したプロセッサ、ＡＳＩＣ、ＦＰＧＡ、またはこれらの組み合わせで実現される。例えば、制御装置Ｓの各機能は、それぞれ処理回路で実現される。例えば、制御装置Ｓの各機能は、まとめて処理回路で実現される。 If the processing circuit comprises at least one dedicated hardware 2000, the processing circuit may be implemented, for example, as a single circuit, a composite circuit, a programmed processor, a parallel programmed processor, an ASIC, an FPGA, or a combination thereof. To. For example, each function of the control device S is realized by a processing circuit. For example, each function of the control device S is collectively realized by a processing circuit.
　制御装置Ｓの各機能について、一部を専用のハードウェア２０００で実現し、他部をソフトウェアまたはファームウェアで実現してもよい。例えば、かご位置推定部１９の機能については専用のハードウェア２０００としての処理回路で実現し、かご位置推定部１９の機能以外の機能については少なくとも１つのプロセッサ１０００ａが少なくとも１つのメモリ１０００ｂに格納されたプログラムを読み出して実行することにより実現してもよい。 For each function of the control device S, a part may be realized by the dedicated hardware 2000, and the other part may be realized by software or firmware. For example, the function of the car position estimation unit 19 is realized by a processing circuit as dedicated hardware 2000, and at least one processor 1000a is stored in at least one memory 1000b for functions other than the function of the car position estimation unit 19. It may be realized by reading and executing the program.
　このように、処理回路は、ハードウェア２０００、ソフトウェア、ファームウェア、またはこれらの組み合わせで制御装置Ｓの各機能を実現する。 In this way, the processing circuit realizes each function of the control device S by hardware 2000, software, firmware, or a combination thereof.
実施の形態２．
　図１２は実施の形態２におけるエレベーターの制御装置が適用されるエレベーターシステムの構成図である。なお、実施の形態１の部分と同一又は相当部分には同一符号が付される。当該部分の説明は省略される。 Embodiment 2.
FIG. 12 is a configuration diagram of an elevator system to which the elevator control device according to the second embodiment is applied. The same or corresponding parts as those of the first embodiment are designated by the same reference numerals. The explanation of the relevant part is omitted.
　実施の形態２において、かご位置推定部１９は、モータ速度信号ｖ＿ｍの入力を不要とする。かご位置推定部１９は、モータ位置信号ｘ＿ｍを時間微分することでモータ速度信号ｖ＿ｍを得る。 In the second embodiment, the car position estimation unit 19 does not require the input of the motor speed signal v_m. The car position estimation unit 19 obtains the motor speed signal v_m by time-differentiating the motor position signal x_m.
　以上で説明した実施の形態２によれば、かご位置推定部１９は、モータ速度信号ｖ＿ｍの入力がなくても、かご４の位置を高精度に推定する。このため、かご床と乗場床との相対誤差の連続的な検出値を要することなく、人等の乗降によりかご４の位置が変動する場合でも、リレベル動作を安定かつ正確に行うことができる。 According to the second embodiment described above, the car position estimation unit 19 estimates the position of the car 4 with high accuracy even if the motor speed signal v_m is not input. Therefore, the releveling operation can be performed stably and accurately even when the position of the car 4 fluctuates due to getting on and off by a person or the like without requiring a continuously detected value of the relative error between the car floor and the landing floor.
　以上のように、この発明に係るエレベーターの制御装置は、エレベーターシステムに利用できる。 As described above, the elevator control device according to the present invention can be used for the elevator system.
　１　モータ、　２　シーブ、　３　ロープ、　４　かご、　５　釣合おもり、　６　ブレーキ、　７　ブレーキ動作指令部、　８　ブレーキ制御部、　９　電流制御部、　１０　電流検出手段、　１１　エンコーダ、　１２　速度演算部、　１３　減算部、　１４　速度指令発生部、　１５　減算部、　１６　速度制御部、　１７　秤、　１８　リレベル動作判定機能、　１８ａ　検出センサ、　１８ｂ　検出センサ、　１９　かご位置推定部、　２０　ドア動作指令部、　　１８１　プレート、　１８２　プレート、　１８３　プレート検出センサ群、　１８３ａ　検出センサ、　１８３ｂ　検出センサ、　１９１　第１模擬手段、　１９１ａ　モータ位置変換手段、　１９１ｂ　かご伝達力変換特性模擬手段、　１９２　第２模擬手段、　１９３　加算器、　１９４　第３模擬手段、　１９４ａ　かご位置誤差検出手段、　１９４ｂ　瞬時状態オブザーバ、　３００　第１変換特性、　３０１　加算器、　３０２　第２変換特性、４００　減算器４０１　減算器４０１　減算器、　　４０２　積分器４０３　機能ブロック、４０４　機能ブロック、　４０５　減算器、　４０６　スイッチ、１０００ａ　プロセッサ、　１０００ｂ　メモリ、　２０００　ハードウェア 1 motor, 2 sheave, 3 rope, 4 basket, 5 balance weight, 6 brake, 7 brake operation command unit, 8 brake control unit, 9 current control unit, 10 current detection means, 11 encoder, 12 speed calculation unit, 13 Subtraction unit, 14 speed command generation unit, 15 subtraction unit, 16 speed control unit, 17 scale, 18 relevel operation judgment function, 18a detection sensor, 18b detection sensor, 19 car position estimation unit, 20 door operation command unit, 181 plate, 182 plate, 183 plate detection sensor group, 183a detection sensor, 183b detection sensor, 191 first simulation means, 191a motor position conversion means, 191b car transmission force conversion characteristic simulation means, 192 second simulation means, 193 adder, 194th 3 Simulated means, 194a car position error detecting means, 194b instantaneous state observer, 300 first conversion characteristic, 301 adder, 302 second conversion characteristic, 400 subtractor 401 subtractor 401 subtractor, 402 integrator 403 functional block, 404 Functional block, 405 subtractor, 406 switch, 1000a processor, 1000b memory, 2000 hardware

Claims (4)

  1. 　エレベーターのかごが乗場に停止している際におけるリレベルの要否の情報と、
    　前記かごが乗場に停止している際における前記エレベーターのモータのブレーキの状態の情報と、
    　前記かごのドアの開閉状態の情報と、
    　前記かごにかかる重量の情報と、
    　前記モータの位置の情報と、
    　前記モータの速度の情報と、
    に基づいて前記かごの位置を推定するかご位置推定部と、
    　前記かご位置推定部により推定された前記かごの位置に基づいて前記かごのリレベル動作を行う制御部と、
    を備えたエレベーターの制御装置。     Information on the necessity of releveling when the elevator car is stopped at the landing,
    Information on the brake state of the elevator motor when the car is stopped at the landing, and
    Information on the open / closed state of the car door and
    Information on the weight of the car and
    Information on the position of the motor and
    Information on the speed of the motor and
    The car position estimation unit that estimates the position of the car based on
    A control unit that performs a releveling operation of the car based on the position of the car estimated by the car position estimation unit, and a control unit.
    Elevator control device equipped with.
  2. 　前記かご位置推定部は、
    　前記モータの位置と速度とを前記かごの伝達力に変換する特性を模擬した第１模擬手段と、
    　前記かごが前記乗場に着床後のかご積載量変化による重量変動を計算する第２模擬手段と、
    　前記かごの作用力を前記かごの位置に変換する特性を模擬し、前記かごの前記乗場での着床目標位置からの位置誤差の推定値を出力する第３模擬手段と、
    を備えた請求項１に記載のエレベーターの制御装置。     The car position estimation unit
    A first simulation means that simulates the characteristics of converting the position and speed of the motor into the transmission force of the car, and
    A second simulated means for calculating the weight change due to a change in the load capacity of the car after the car has landed on the landing.
    A third simulated means that simulates the characteristic of converting the acting force of the car into the position of the car and outputs an estimated value of the position error from the landing target position of the car at the landing.
    The elevator control device according to claim 1.
  3. 　前記かご位置推定部は、
    　前記かごが乗場に停止している際におけるリレベルの要否の情報と、
    　前記かごが乗場に停止している際における前記ブレーキの状態の情報と、
    　前記かごのドアの開閉状態の情報と、
    　前記かごにかかる重量の情報と、
    　前記モータの位置の情報と、
    　前記モータの速度の情報と、
    を入力として、前記かごの位置を推定する請求項１または請求項２に記載のエレベーターの制御装置。     The car position estimation unit
    Information on the necessity of releveling when the car is stopped at the landing, and
    Information on the state of the brake when the car is stopped at the landing, and
    Information on the open / closed state of the car door and
    Information on the weight of the car and
    Information on the position of the motor and
    Information on the speed of the motor and
    The elevator control device according to claim 1 or 2, wherein the position of the car is estimated by inputting the above.
  4. 　前記かご位置推定部は、
    　前記かごが乗場に停止している際におけるリレベルの要否の情報と、
    　前記かごが乗場に停止している際における前記ブレーキの状態の情報と、
    　前記かごのドアの開閉状態の情報と、
    　前記かごにかかる重量の情報と、
    　前記モータの位置の情報と、
    を入力として、前記モータの位置の情報に基づいて前記モータの速度の情報を得て、前記かごの位置を推定する請求項１または請求項２に記載のエレベーターの制御装置。     The car position estimation unit
    Information on the necessity of releveling when the car is stopped at the landing, and
    Information on the state of the brake when the car is stopped at the landing, and
    Information on the open / closed state of the car door and
    Information on the weight of the car and
    Information on the position of the motor and
    The elevator control device according to claim 1 or 2, wherein the information on the speed of the motor is obtained based on the information on the position of the motor, and the position of the car is estimated.
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