JP2005170537A - Elevator control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an elevator control device capable of calculating imbalance of a rope and a cable with high accuracy even in a car underfloor scale device, enhancing the ride quality of an elevator, and simplifying adjustment of a starting scale. <P>SOLUTION: Correction of rope imbalance and cable imbalance to be used for scale compensation when an elevator is started is calculated from the torque command value of a motor. The loss torque compensation value attributable to the imbalance between a balancing weight of the elevator and a car and the hoistway loss is calculated from the torque command value of the motor. In addition, the in-car load used when the elevator is started is detected, and the gain fine adjustment of a scale compensation circuit to output the scale compensation value is calculated and corrected from the torque command of the motor. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to an elevator control device, and more particularly to an elevator control device that controls an elevator using a scale device.

  In recent years, there has been a demand for energy saving, and high efficiency and low loss of equipment have become a trend in the industry. In elevators, hoisting machines that employ a highly efficient Gareth system without gear loss are beginning to be widely adopted. Higher efficiency is a factor that causes car vibration due to a slight torque balance between the torque generated by the motor and the actual load, and becomes a serious problem especially during unbalance compensation at startup.

As a conventional method for calculating a balance compensation value, for example, there is an elevator control device shown in FIGS. 5 and 6 (see, for example, Patent Document 1).
In FIG. 5, 11 is a sheave, 12 is a rope wound around the sheave 11, 13 is a counterweight which is a counterweight, and 14 is connected to the rope 12 via a shackle spring (not shown) at the tip of the rope 12. A car frame 15, a car room 15 located in the car frame 14, a vibration isolating rubber 16 supporting the car room 15, and a scale device 17 arranged in parallel with the anti-vibration rubber 16. A predetermined signal 17a is output. 18 is a cable such as a power line / signal line for supplying power to the elevator car and transmitting / receiving signals, 19 is a drive motor for driving the sheave 11, 20 is a power converter for driving the motor 19, and 21 is a control / control of the elevator. It is a microcomputer that forms the core of operation management, and outputs a torque command 21 a to the power converter 20. 22 is the uppermost floor, 23 is the central floor which is the central position of the entire lifting process, and 24 is the lowermost floor.
In the conventional elevator control apparatus, in FIG. 6, the car weight detecting means 2 for detecting the total weight of the passengers in the elevator car and the cables loaded on the car, and the current position of the elevator car are detected. The current position detection means 5 of the car and the load in the elevator car are set to two or more different predetermined values, and the car is stopped at a predetermined position at each load or travels at a predetermined position at a constant speed. The reference value storage means 3 for detecting and storing the output value of the car weight detection means 2 when the car is stopped at a predetermined position at two or more different points in the ascending / descending stroke, or at a constant speed. A stroke difference scale value storage for determining and storing a change in the car weight that changes with the movement of the car position from the difference in the detection value of the car weight detection means 2 when the car travels at the position of In-car scale correction for correcting the output value of the car weight detecting means 2 using the values of the stage 4, the scale reference value storing means 3, the stroke difference scale storing means 4, and the current position detecting means 5 of the car It is comprised by what has the load detection means 1A in a car which comprises the calculating means 8. FIG.

Japanese Patent No. 2605990 (JP-A-4-298473)

  In a conventional elevator control device, in the case of a high-speed elevator or the like having a high up / down stroke, in most cases, a compen- sion rope 26 for compensating the weight of the main rope 12 is attached in addition to the control cable 18 in FIG. This compensates for imbalance due to the car position of the hoisting motor, and is useful for reducing the size of the electric motor 19. However, in this case, if the car scale method is used, the weight of the compensation cable is measured by the car scale, and particularly in the case of a high head, the detection resolution of the load in the car may be reduced. Therefore, the cage scale system that is hardly affected by the rope weight depending on the car position is mainly adopted.

  The present invention has been made to solve the above-described problems, and in an undercarriage weighing apparatus, it can accurately calculate the unbalance of ropes and cables, improve the riding comfort of the elevator, and simplify the adjustment of the starting balance. An elevator control apparatus is provided. In addition, it is possible to manufacture a device that can linearly detect the output of the car scale device according to the load in the car.

  The elevator control device according to the present invention calculates the rope unbalance and cable unbalance correction amounts used for the balance compensation at the time of starting the elevator from the torque command value of the motor.

  Since the elevator control device of the present invention is configured as described above, it is possible to easily and accurately carry out the balance adjustment even in an elevator using the undercarriage weighing device. Further, since the correction amount according to the car position and the correction of the hoistway loss are not affected by the adjustment result of the balance, the adjustment can be made even before the balance device is strictly adjusted.

Embodiment 1 FIG.
FIG. 1 is an explanatory diagram of a control system in a microcomputer for explaining an elevator control apparatus according to Embodiment 1 of the present invention.
In FIG. 1, 19 is an electric motor for driving a sheave, 20 is an electric power converter for driving the electric motor 19, 21 is a microcomputer that forms the core of elevator control and operation management, and 40 generates an elevator speed command 40a. A speed command generator 41, a subtractor 41, a speed controller 42, an adder 43, a sheave-side scale correction calculator 45, and a speed detector 46 that detects the speed and position of the electric motor 19.

  When the elevator travels, a speed command 40a is output from the speed command generator 40 of FIG. A difference 41a between the speed command 40a and the actual speed 46a measured by the speed detector 46 is input to the speed controller 42 by the subtractor 41, and a torque command 42a to be generated by the motor 19 to follow the target speed command. Is output. The torque imbalance seen from the sheave at the time of starting the elevator is calculated by the sheave-side scale correction calculator 45, and the output 45a is added to the torque command 42a by the adder 43 to become the torque command 21a to the power converter 20.

Torque balance disruption due to the car position as seen from the elevator sheave is due to the difference in weight between the main rope and the compen- sion rope and the change in the weight of the control cable. Things are impossible.
Since the control system of the elevator is a feedback control system as shown in FIG. 1, it can travel according to the speed command. FIG. 2 shows a waveform when the elevator is run up from the lowest floor to the highest floor. The elevator speed is waveform 46a, and the car position is waveform 46b.
In FIG. 2, the time when the elevator has made a constant run is t1, the time when deceleration starts from a constant speed is t2, the car position at each time is ZBO, ZTO, and the torque command value is TNUB, TNUT. /
Here, the change in the torque command value due to the car position is calculated by the following equation.
△ TC = TNUT-TNUB / ZTO-ZBO
When the elevator car side and the counterweight are in equilibrium, the unbalanced torque that varies depending on the car position can be calculated by the following formula, where the elevator hoistway center position is Zc.
Tc = ΔTCX (Z-Zc)
However (ZBO ≦ Z ≦ ZTO)
By adding the above value as an unbalance torque correction value based on the car position (Z) by the sheave-side scale correction calculator 45, it is possible to reduce the start shock at the start of the elevator.

Embodiment 2. FIG.
The first embodiment compensates for the unbalanced amount of the cable and the compen- sive rope generated depending on the car position, but there are other factors that cause a car start shock. The relationship between the weight of the car and the counterweight is such that the load is normally balanced when the load in the car is 50% and the car is in the middle position of the hoistway. However, since there is a minimum unit weight of the adjusting weight that adjusts the relationship between the car and the counterweight, there is a slight unbalance equal to or less than the weight of the weight.

  There is also a torque imbalance that changes depending on the traveling direction of the elevator as described in JP-A-10-25069. These are correction amounts that cannot be detected by the scale device, and have been finely adjusted by a skilled person. The second embodiment of the present invention is characterized in that these correction amounts are calculated.

A second embodiment of the present invention will be described with reference to FIG. First, a load to be balanced with the counterweight is loaded in the car. After that, the elevator goes back and forth on the terminal floor. The waveforms at that time are shown in FIG. 3, and show the waveforms during the ascending operation and the descending operation, respectively. The intermediate position of the hoistway is Zc, and the torque command values for the ascending operation and the descending operation are TBUM and TBDM.
The unbalance TU of the weight difference between the car and the counterweight is calculated from the torque value at the intermediate position by the following formula.
TU = (TBUM-TBDM) / 2
When this value (TU) is zero, there is no imbalance between the car and the counterweight. Since this value is an unbalanced amount that does not depend on the position of the car, adding the measured result as a torque compensation value on the sheave side as a fixed value can reduce the shock at the start of the elevator.

Furthermore, using the above measurement result, a torque unbalance compensation value TLOSS resulting from the previous traveling direction of the elevator is calculated by the following equation.
TLOSS = (TBUM + TBDM) / 2
The hoistway loss (TLOSS) obtained by the above equation is coded according to the previous traveling direction of the elevator and added as a sheave torque correction value, so that the shock at the time of starting the elevator can be reduced.
These correction values can be easily calculated by reciprocating the terminal floor of the elevator using the feedback control system. Further, since it does not depend on the output of the cage weighing device, there is also an advantage that it can be obtained with high accuracy without carrying out strict weighing.

Embodiment 3 FIG.
The third embodiment will be described with reference to FIG. The method for obtaining the unbalance correction based on the position of the car and the unbalance correction of the car and the counterweight has been described in the first and second embodiments. FIG. 4 is an example of a block diagram showing the configuration of the sheave-side scale correction calculator 45 reflecting these correction amounts.

Here, 17 is a car lower scale device, 50 is a calculator for multiplying the output of the scale device 17 by gain and calculating an unbalance torque correction amount depending on the load in the car, and 51 is a car position introduced in the first embodiment. An arithmetic unit that calculates an unbalance torque that varies depending on the vehicle, 52 is fixed value data that compensates for the unbalance of the car and the counterweight introduced in the second embodiment, 53 is a loss correction value determined by the traveling direction of the previous car, and 54 Is an adder for adding these correction values 50a to 53a, and the output is the sheave side scale correction calculation value 45a.
The actual fluctuation in the car load can be detected linearly by the car load by the output of the car lower scale device 17. The output value (x) is multiplied by a coefficient (K) 50 for conversion to the torque on the sheave side of the electric motor, and added as a factor for correcting the sheave side torque.
Here, it is assumed that the outputs of the weighing device when loaded in the car with no load, balanced load (50%), and rated load (100%) are x0, x50, and x100, respectively. Usually, it calculates by the following formula so that the load balance correction torque value (TL) in the car becomes zero at equilibrium load.
TL = K (x-x50)
The coefficient K for converting the output of the scale into torque can be easily obtained if the characteristics of the motor are known. However, in actuality, because of variations in the characteristics of the motor and variations in the detectors of the scale device, Some adjustment is required every time. Conventionally, this adjustment was performed by an operator while confirming a start shock.

In the present invention, a method of easily adjusting the correction value is shown. When the car is unloaded, the gain K ′ can be calculated by the following equation using the torque command measurement result TNUB described in FIG. 2 and the TLOSS calculated in the second embodiment.
K ′ = (TNUB−TLOSS) / (x0−x50)
According to this method, the scale correction gain K ′ can be easily determined, and the scale adjustment of the elevator can be facilitated.

It is explanatory drawing of the control system in the microcomputer explaining the control apparatus of the elevator in Embodiment 1 of this invention. It is a wave form diagram at the time of the elevator running explaining Embodiment 1 of this invention. It is a wave form diagram at the time of the elevator running explaining Embodiment 2 of this invention. It is a block diagram of a sheave side scale compensation value calculator for explaining Embodiment 3 of the present invention. It is a block diagram of a conventional elevator control device. It is a block diagram for conventional torque command calculation.

Explanation of symbols

DESCRIPTION OF SYMBOLS 19 Electric motor 20 Power converter 21 Microcomputer 21a Torque command 40 Speed command generator 41 Subtractor 42 Speed controller 43 Adder 45 Sheave side scale correction calculator 46 Speed detector

Claims (3)

  A control apparatus for an elevator, wherein a rope unbalance and a cable unbalance correction amount used for balance compensation at the time of starting the elevator are calculated from a torque command value of the motor.   A control apparatus for an elevator, wherein a loss torque compensation value resulting from an unbalance between an elevator counterweight and a car and a hoistway loss is calculated from a torque command value of the motor. A control apparatus for an elevator characterized by calculating and correcting a gain fine adjustment of a balance compensation circuit that detects a load in a car to be used when the elevator is started and outputs a balance compensation value from a torque command of the motor.

Images