WO2021001884A1 - Dispositif de commande d'ascenseur - Google Patents

Dispositif de commande d'ascenseur 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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PCT/JP2019/026094
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English (en)
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.)
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Application filed by 三菱電機株式会社 filed Critical 三菱電機株式会社
Priority to CN201980095653.3A priority Critical patent/CN114026037B/zh
Priority to JP2021529565A priority patent/JP7168085B2/ja
Priority to PCT/JP2019/026094 priority patent/WO2021001884A1/fr
Publication of WO2021001884A1 publication Critical patent/WO2021001884A1/fr

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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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  • Automation & Control Theory (AREA)
  • Computer Networks & Wireless Communication (AREA)
  • Elevator Control (AREA)

Abstract

La présente invention concerne un dispositif de commande d'ascenseur capable de réaliser avec précision des opérations de changement d'étage sans nécessiter de valeurs de détection successives pour l'erreur relative entre un étage de cabine et un étage de destination. Le dispositif de commande d'ascenseur comprend : une unité d'estimation de position de cabine qui estime une position de cabine d'ascenseur sur la base d'informations consistant à savoir si un changement d'étage est nécessaire au moment où la cabine s'arrête au niveau d'un étage de destination, des informations concernant l'état du frein de moteur d'ascenseur au moment où la cabine s'arrête au niveau de l'étage de destination, des informations sur l'état ouvert/fermé de la porte de la cabine, des informations sur le poids appliqué à la cabine, des informations sur la position du moteur et des informations sur la vitesse du moteur ; et une unité de commande qui réalise une opération de changement d'étage sur la cabine sur la base de la position de cabine estimée par l'unité d'estimation de position de cabine.
PCT/JP2019/026094 2019-07-01 2019-07-01 Dispositif de commande d'ascenseur WO2021001884A1 (fr)

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CN201980095653.3A CN114026037B (zh) 2019-07-01 2019-07-01 电梯的控制装置
JP2021529565A JP7168085B2 (ja) 2019-07-01 2019-07-01 エレベーターの制御装置
PCT/JP2019/026094 WO2021001884A1 (fr) 2019-07-01 2019-07-01 Dispositif de commande d'ascenseur

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