JP2011152973A - Elevator door control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To decelerate and stop a car door at an adequate position according to the state of a mechanism part on each floor without changing a control constant. <P>SOLUTION: The door weight M on each floor is stored in a mechanism constant storage unit 21 as the mechanism constant. Based on the mechanism constant stored in the mechanism constant storage unit 21, the deceleration starting position D when the car door is opened/closed on each floor is obtained, and set in a deceleration position storage unit 23. When opening/closing the car door, a speed command output unit 19 acquires the deceleration starting position D corresponding to the present floor from the deceleration position storage unit 23, and controls the speed so as to start the deceleration of the car door at the deceleration starting position D. <P>COPYRIGHT: (C)2011,JPO&amp;INPIT

Description

  The present invention relates to a door control device for controlling opening and closing of a car door of an elevator.

  As a system for controlling the opening / closing operation of the elevator car door, there is a system in which a speed detector such as a pulse encoder is installed in the door drive motor, and the speed detected by the speed detector is fed back to the speed control system ( For example, see Patent Document 1). This is called a “speed feedback control method”, and the actual speed during the opening / closing operation is detected, so that highly accurate opening / closing control can be performed.

  In this speed feedback control system, a speed controller is provided that outputs a torque command so that the actual speed of the motor follows a speed command value designated in advance. Since this speed controller has a certain response characteristic, for example, when the door weight is heavy, a follow-up delay occurs in the actual speed with respect to the speed command. If there is such a follow-up delay, the car door (door panel) does not decelerate and stop at an appropriate position, so there is a possibility that the car will hit hard at the open end or the closed end.

  Therefore, conventionally, there is a method of eliminating the follow-up delay of the actual speed with respect to the speed command value by changing the control constant (gain) of the speed controller according to the door weight of each floor (for example, see Patent Document 2). .

JP-A-2-286588 JP 2006-182479 A

  However, as in Patent Document 1, when the control constant of the speed controller is changed, the response frequency of the signal changes, so that vibration and noise may occur in resonance with the frequency of the door mechanism.

  Furthermore, when the control constant of the speed controller is adjusted to the door weight, the car door cannot be decelerated and stopped at an appropriate position when other factors such as the door frictional force and self-closing force change greatly. is there.

  The present invention has been made in view of the above points. An elevator that can decelerate and stop a car door at an appropriate position in accordance with the state of a mechanical part of each floor without requiring a change in control constant. An object is to provide a door control device.

  An elevator door control device according to the present invention detects an actual speed of a motor that opens and closes a car door, and controls the drive of the motor so that the detected actual speed follows a pre-specified speed command. In the door control device, based on the first storage means for storing the mechanism constant indicating the state of the mechanism portion of each floor in association with the data of each floor, and the mechanism constant stored in the first storage means, A deceleration position calculating means for calculating a deceleration start position when the car door is opened and closed; a second storage means for storing the deceleration start position calculated by the deceleration position calculating means in association with the data of each floor; and When the car door is opened and closed, the deceleration start position corresponding to the current floor is obtained from the second storage means, and the speed control is performed so that the car door starts decelerating at the deceleration start position. Characterized by comprising a speed control means for performing.

  According to the present invention, by switching the deceleration start position when opening and closing the car door based on the mechanism constant of each floor, according to the state of the mechanism portion of each floor without changing the control constant. Decelerate and stop the car door at an appropriate position. As a result, it is possible to avoid a situation in which the car door collides violently at the open end or the closed end in the state of the mechanical part of each floor, and can always be opened and closed smoothly.

FIG. 1 is a diagram showing a configuration of a car door used in the elevator car door control device according to the first embodiment of the present invention. FIG. 2 is a block diagram showing a configuration of an elevator door control device according to the embodiment. FIG. 3 is a diagram illustrating an example of a deceleration position storage unit provided in the elevator door control device according to the embodiment. FIG. 4 is a view showing the relationship between the speed command Vref and the actual motor speed Vm and the relationship between the car position X and the deceleration start position D in the same embodiment. FIG. 5 is a block diagram showing a configuration of an elevator door control apparatus according to the second embodiment of the present invention. FIG. 6 is a diagram showing the relationship among the actual motor speed Vm before correction, the actual motor speed Vm after correction, and the open end switch signal OPS in the same embodiment. FIG. 7 is a block diagram showing a configuration of an elevator door control apparatus according to the third embodiment of the present invention. FIG. 8 is a diagram showing a relationship among the actual motor speed Vm, the car position X, the open end switch signal OPS, and the end signal END before correction in the same embodiment. FIG. 9 is a diagram showing the relationship among the corrected motor actual speed Vm, car position X, open end switch signal OPS, and end signal END in the same embodiment. FIG. 10 is a block diagram showing a configuration of an elevator door control apparatus according to the fourth embodiment of the present invention. FIG. 11 is a diagram showing the relationship among the actual motor speed Vm before correction, the torque command Tref, and the end signal END in the same embodiment. FIG. 12 is a diagram showing the relationship among the corrected motor actual speed Vm, torque command Tref, and termination signal END in the same embodiment.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

(First embodiment)
First, the structure of the car door used for the elevator car door control apparatus of this invention is demonstrated.

  FIG. 1 is a diagram showing the configuration of the car door, and shows the configuration of a left and right middle opening type car door having two door panels.

  The pair of door panels 1a and 1b are supported by a centrally open center via a belt 2 so as to be freely opened and closed in the left-right direction. The belt 2 is wound around a pair of pulleys 3a and 3b, and a door driving motor 11 is connected to the shaft of one pulley 3b. The door panels 1 a and 1 b are respectively coupled to the upper side and the lower side of the belt 2, and move in the door opening direction or the door closing direction depending on the rotation direction of the door driving motor 11.

  Further, a closed end switch 5 that is turned on a certain distance before the closed end position of the car door, and an open end switch 6 that is turned on a certain distance before the open end position are disposed near the upper end of the door panel 1a. .

  The position of “open end” is a position at which the door opening side end (the left end of the door panel 1a in the example of FIG. 1) of one door panel stops in a state where the car door is fully opened. The “closed end” position is a position where the door closing side end of one door panel (the right end of the door panel 1a in the example of FIG. 1) stops in a state where the car door is fully closed.

  A landing door (not shown) installed at the landing on each floor engages with the car door and opens and closes when the car reaches the floor.

  Next, the structure of the door control device for opening and closing the car doors 1a and 1b will be described.

  FIG. 2 is a block diagram showing the configuration of the elevator door control apparatus according to the first embodiment of the present invention. Note that D1 and D2 in the figure are subtractors.

  As shown in FIG. 2, the door control device includes an elevator main control device 10, a door drive motor 11, a pulse encoder (PG) 12, a power conversion unit 13, a current control unit 14, a speed control unit 15, a current torque. A conversion unit 16, a motor speed calculation unit 17, a door position calculation unit 18, and a speed command output unit 19 are provided.

  The elevator main controller 10 controls the entire elevator including door control, and here outputs a door opening / closing command OP / CL and floor number data N.

  The door drive motor 11 is a motor for opening and closing the door panels 1a and 1b shown in FIG. The pulse encoder 12 is attached to the rotating shaft of the door driving motor 11 and outputs a pulse signal according to the rotational speed of the door driving motor 11. The motor speed calculation unit 17 obtains the actual motor speed Vm based on the pulse signal output from the pulse encoder 12 and feeds it back to the speed control system.

  The door position calculation unit 18 integrates the motor actual speed Vm output from the motor speed calculation unit 17 to generate a signal indicating the door position X and outputs the signal to the speed command output unit 19.

  The speed command output unit 19 outputs a speed command value Vref according to a preset target speed. The speed control unit 15 is based on a speed deviation signal between the motor actual speed Vm output from the motor speed calculation unit 17 and the speed command value Vref output from the speed command output unit 19. Output Tref.

  On the other hand, the current torque conversion unit 16 converts the actual current of the door driving motor 11 into a torque current, and outputs a motor actual torque Tm based on the torque current. The current control unit 14 controls the voltage command to the power conversion unit 13 so that the motor actual torque Tm output from the current torque conversion unit 16 and the torque command Tref output from the speed control unit 15 match. As a result, the required power is supplied from the power conversion unit 13 to the door driving motor 11, and the car doors 1a and 1b move in the door closing direction or the door opening direction at the target speed.

  Here, a mechanism constant storage unit 21, a deceleration position calculation unit 22, and a deceleration position storage unit 23 are further provided as functions for realizing speed feedback control (speed feedback control) according to the state of the mechanism unit such as the door weight. It has been.

  The mechanism constant storage unit 21 stores mechanism constants set for each floor based on the floor number data N output from the elevator main controller 10.

  The “mechanism constant” is a parameter indicating the state of the door mechanism, and is, for example, “door weight”, “door running friction”, “door self-closing force”, and the like.

  That is, when the car is landed, the landing door is opened and closed by engaging with the car door. “Door weight” is the total weight when the car door is engaged with the landing door. In this case, the weight of the landing door varies depending on the option specifications on each floor. The “door running friction” is a frictional force generated when the car door moves in the opening / closing direction together with the landing door, and the frictional force varies depending on the state of dust adhesion. In addition, a self-closing device having a weight or a winding type mechanism is generally installed at the landing on each floor so that the landing door can be self-closed independently. “Door self-closing force” refers to the door closing force of the self-closing device, and the door closing force varies depending on the state of the mechanism of the self-closing device.

  In the mechanism constant storage unit 21, at least one of these is stored as a mechanism constant in association with the data of each floor. In the following description, it is assumed that the door weight M is stored as a mechanism constant.

  The deceleration position calculation unit 22 calculates a deceleration start position D when the car door is opened and closed on each floor based on the mechanism constant (here, door weight M) of each floor stored in the mechanism constant storage unit 21. The deceleration position storage unit 23 stores the deceleration start position D calculated by the deceleration position calculation unit 22 in association with the data of each floor.

  FIG. 3 is a diagram illustrating an example of the deceleration position storage unit 23.

  In this example, the deceleration start position D when the car door is opened and closed on each floor is set with reference to the deceleration start position D of 3F. That is, assuming that the deceleration start position D = α (cm) of 3F, 1F is D = “α + 1” (cm), 2F is D = “α + 2” (cm), and 4F is D = “α−1” (cm). 5F is set as D = “α−2” (cm). α represents the moving distance from the closed or open end of the car door. A value obtained by adjusting the value of α is set as the deceleration start position D depending on the difference in the door weight M of each floor.

  In such a configuration, the speed command output unit 19 outputs a speed command value Vref corresponding to a preset door opening / closing speed pattern in accordance with the door opening / closing command OP / CL output from the elevator main controller 10. The speed control unit 15 opens and closes the car doors (door panels 1a and 1b) according to the speed pattern by outputting a torque command Tref based on the difference value between the speed command value Vref and the actual motor speed Vm. .

  At that time, the speed command output unit 19 acquires the deceleration start position D corresponding to the current floor from the deceleration position storage unit 23 and starts deceleration of the car door according to the deceleration start position D. As described with reference to FIG. 3, the deceleration start position D differs for each floor depending on the mechanism constant (here, the door weight M).

The state at this time is shown in FIG.
4A shows the relationship between the speed command Vref and the actual motor speed Vm, and FIG. 4B shows the relationship between the car position X and the deceleration start position D.

  The speed pattern designated by the speed command Vref has five periods of “initial low speed”, “acceleration”, “constant speed”, “deceleration”, and “end low speed”. As shown in FIG. 4A, in the speed feedback control method, the moving speed of the car door, that is, the rotation of the door driving motor 11 is made so that the speed pattern of the motor actual speed Vm follows the speed pattern of the speed command Vref. Control the speed.

  In the example of FIG. 4A, a tracking delay occurs in the actual speed Vm as indicated by a broken line with respect to the speed command Vref indicated by the solid line. Normally, when the door weight is heavy or the door running friction is large, the delay of the actual speed Vm with respect to the speed command Vref becomes large, and when the door weight is light or the door running friction is small, the actual speed with respect to the speed command Vref. The delay of Vm becomes small.

  Here, when the door is opened, as shown in FIG. 4B, the car door moves from the closed end to the door opening direction as the door driving motor 11 rotates. Deceleration is started when the door position X at that time reaches a deceleration start position D corresponding to the floor.

  That is, in the example of FIG. 3, if the current number of floors is 3F, the value of D = α is read from the deceleration position storage unit 23, and the vehicle is decelerated when the car door moves by a distance α from the closed end. Will be started. When the car door comes close to the open end, the open end switch 6 is turned on and the output of the speed command Vref becomes zero.

The same applies when the door is closed.
That is, when the car door moves from the open end in the door closing direction and the car position X reaches the deceleration start position D corresponding to the floor, the deceleration is started. When the car door is close to the closed end, the closed end switch 5 is turned on and the output of the speed command Vref becomes zero.

  The closed end switch 5 is arranged to be turned on about 10 mm before the closed end position. The open end switch 6 is arranged to be turned on about 10 mm before the open end position. This is because the car door does not stop immediately even if the output of the speed command Vref is made zero at the timing when the switches 5 and 6 are turned on, and takes into account that the car door moves slightly due to inertia.

  In this way, by appropriately switching the deceleration start position D based on the mechanism constant of each floor, the car door can be used according to the state of the mechanism section of each floor without changing the control constant (gain) of the speed control section 15. Can be decelerated and stopped at an appropriate position.

  In the first embodiment, “door weight” has been described as an example of the mechanism constant. However, in addition to “door weight”, “door running friction”, “door self-closing force”, etc. One of these or a combination of these may be used as a mechanism constant.

(Second Embodiment)
Next, a second embodiment of the present invention will be described.

  Depending on the floor, the stop position of the car door (door panel 1a, 1b) may be shifted at the open end or the closed end, or the stop position may be shifted due to readjustment of the door mechanism. In the second embodiment, the deceleration start position D is corrected with respect to the deviation of the stop position.

  FIG. 5 is a block diagram showing a configuration of an elevator door control apparatus according to the second embodiment of the present invention. In addition, the same code | symbol is attached | subjected to the part same as the structure of FIG. 2 in the said 1st Embodiment, and the description shall be abbreviate | omitted.

  5 is different from the configuration of FIG. 2 in that a deceleration position correction unit (1) 24 is provided. It is assumed that the mechanism constant storage unit 21 and the deceleration position calculation unit 22 are omitted, and the deceleration start position D of each floor is already stored in the deceleration position storage unit 23.

  An open end switch signal OPS, an open end switch signal OPS, a closed end switch signal CLS, a motor actual speed Vm, and a door position X are input to the deceleration position correction unit (1) 24. The deceleration position correction unit (1) 24 checks the value of the motor actual speed Vm at the timing when the closed end switch 5 or the open end switch 6 is turned on, and if the value exceeds a predetermined range, the deceleration start position of the floor D is corrected.

  The operation of the deceleration position correction unit (1) 24 will be described in detail with reference to FIG.

  6A shows the motor actual speed Vm before correction, FIG. 6B shows the motor actual speed Vm after correction, and FIG. 6C shows the open end switch signal OPS. Further, VS in the figure is an actual speed value when the open end switch signal OPS is turned on. VH and VL are speed determination values for determining the necessity of correction of the deceleration start position D, VH indicates the upper limit value, and VL indicates the lower limit value.

Assume that a car door is opened on a certain floor.
When the car door (here, the door panel 1a) moves in the door opening direction from the closed end position when the door is opened, the open end switch 6 is turned on before the open end, and the open end switch signal OPS is the deceleration position correction unit (1). 24.

  The deceleration position correction unit (1) 24 detects the actual speed value VS of the motor 11 at the input timing of the open end switch signal OPS, and compares the actual speed value VS with speed determination values VH and VL set in advance. . As a result, as shown in FIG. 6A, when VS exceeds the range of VH and VL, the deceleration position correction unit (1) 24 indicates that the currently set deceleration start position D is inappropriate. to decide.

  When the deceleration start position D is inappropriate, as shown in FIG. 6B, the deceleration position correction unit (1) 24 calculates the correction value ΔD1 so that VS is within the range of VH and VL. . The correction value ΔD1 is given to the deceleration position storage unit 23. The deceleration position storage unit 23 adds and subtracts the correction value ΔD1 to the deceleration start position D set on the floor and outputs the result to the speed command output unit 19. Thereafter, the deceleration of the actual motor speed Vm is started at the corrected deceleration start position D.

The same applies when the door is closed.
That is, when the door is closed, the actual speed value VS of the motor 11 is detected at the timing when the closed end switch 5 is turned on, and the actual speed value VS is compared with the preset speed determination values VH and VL. When VS exceeds the range of VH and VL, it is determined that the deceleration start position D is inappropriate, and a correction value ΔD1 is calculated so that VS is within the range of VH and VL. The deceleration start position D is corrected with ΔD1.

  Thus, by correcting the deceleration start position D in accordance with the state of the actual motor speed Vm when the switches 5 and 6 are turned on, the car door can always be decelerated and stopped at an appropriate position.

(Third embodiment)
Next, a third embodiment of the present invention will be described.

  In the third embodiment, the deceleration start position D is corrected by a method different from that of the second embodiment.

  FIG. 7 is a block diagram showing a configuration of an elevator door control apparatus according to the third embodiment of the present invention. In addition, the same code | symbol is attached | subjected to the part same as the structure of FIG. 2 in the said 1st Embodiment, and the description shall be abbreviate | omitted.

  7 is different from the configuration of FIG. 2 in that an end detection unit 25 and a deceleration position correction unit (2) 26 are provided. It is assumed that the mechanism constant storage unit 21 and the deceleration position calculation unit 22 are omitted, and the deceleration start position D of each floor is already stored in the deceleration position storage unit 23.

  Similar to the second embodiment, the deceleration start position D is corrected in consideration of the case where the stop position of the car door at the open / closed end is shifted.

  The end detection unit 25 detects that the motor actual speed Vm has become zero, and outputs the end signal END to the deceleration position correction unit (2) 26. The deceleration position correction unit (2) 26 receives an open end switch signal OPS, an open end switch signal OPS, and a termination signal END. The deceleration position correction unit (2) 26 corrects the deceleration start position D using these signals.

  The operation of the deceleration position correction unit (2) 26 will be described in detail with reference to FIGS.

  FIG. 8 is a diagram showing the state of each signal before correction. FIG. 8A shows the actual motor speed Vm before correction, FIG. 8B shows the car position X, and FIG. 8C shows the open end switch signal OPS. FIG. 4D shows the termination signal END. FIG. 9 is a diagram showing the state of each signal after correction. FIG. 9A shows the corrected motor actual speed Vm, FIG. 9B shows the car position X, and FIG. 9C shows the open end switch signal OPS. FIG. 4D shows the termination signal END.

  Assume that a car door is opened on a certain floor.

  When the car door (in this case, the door panel 1a) moves in the door opening direction from the closed end position when the door is opened, the open end switch 6 is turned on before the open end, and the open end switch signal OPS is the deceleration position correction unit (2). 26. Thereafter, the actual motor speed Vm becomes zero, the termination signal END is output from the termination detection unit 25, and is input to the deceleration position correction unit (2) 26.

  Here, the deceleration position correction unit (2) 26 detects the door position XS when the open end switch signal OPS is turned on and the door position XOP when the open end switch signal OPS is turned on and the end signal END is turned on. The difference between the two is calculated.

  This difference (XOP-XS) corresponds to an error from when the open end switch 6 operates until the car door (here, the door panel 1a) actually stops at the open end. As shown in FIG. 8, when the difference (XOP-XS) does not coincide with the preset appropriate value X0, the deceleration position correction unit (2) 26 has an inappropriate deceleration start position D that is currently set. It is judged that.

  When the deceleration start position D is inappropriate, as shown in FIG. 9, the deceleration position correction unit (2) 26 obtains a correction value ΔD2 = XOP−XS−X0 and stores this in the deceleration position storage unit 23. Output. That is, when the difference between XOP and XS is large, the correction value ΔD2 is calculated so that the difference between XOP and XS matches X0. In the deceleration position storage unit 23, the correction value ΔD 2 is added to or subtracted from the deceleration start position D set on the floor and output to the speed command output unit 19. Thereafter, the deceleration of the actual motor speed Vm is started at the corrected deceleration start position D.

The same applies when the door is closed.
That is, when the door is closed, the difference between the door position XS when the closed end switch signal CLS is turned on and the door position XOP when the closed end switch signal CLS is turned on and the termination signal END is turned on is obtained. The correction value ΔD2 is calculated so as to coincide with the set appropriate value X0, and the deceleration start position D is corrected.

  Thus, it is detected from the state of the motor actual speed Vm that the car door is actually positioned at the end (closed / open end), and the position (XOP) and the position when the switches 5 and 6 are turned on (XS ) And the deceleration start position D according to the difference, the car door can always be decelerated and stopped at an appropriate position.

(Fourth embodiment)
Next, a fourth embodiment of the present invention will be described.

  In 4th Embodiment, it is set as the structure which correct | amends the deceleration start position D from the state of the torque when a car door is located in an open end or a closed end.

  FIG. 10 is a block diagram showing a configuration of an elevator door control apparatus according to the fourth embodiment of the present invention. In addition, the same code | symbol is attached | subjected to the part same as the structure of FIG. 2 in the said 1st Embodiment, and the description shall be abbreviate | omitted.

  10 is different from the configuration of FIG. 2 in that an end detection unit 25 and a deceleration position correction unit (3) 27 are provided. It is assumed that the mechanism constant storage unit 21 and the deceleration position calculation unit 22 are omitted, and the deceleration start position D of each floor is already stored in the deceleration position storage unit 23.

  Similar to the second embodiment, the deceleration start position D is corrected in consideration of the case where the stop position of the car door at the open / closed end is shifted.

  The end detection unit 25 detects that the motor actual speed Vm has become zero, and outputs the end signal END to the deceleration position correction unit (3) 27. The deceleration position correction unit (3) 27 receives an open end switch signal OPS, an open end switch signal OPS, a termination signal END, and a torque command Tref. The deceleration position correction unit (3) 27 corrects the deceleration start position D using these signals.

  The operation of the deceleration position correction unit (3) 27 will be described in detail with reference to FIGS.

  FIG. 11 is a diagram showing the state of each signal before correction. FIG. 11A shows the motor actual speed Vm before correction, FIG. 11B shows the torque command Tref, and FIG. 11C shows the end signal END. Show. FIG. 12 is a diagram showing the state of each signal after correction. FIG. 12A shows the actual motor speed Vm before correction, FIG. 12B shows the torque command Tref, and FIG. 12C shows the end signal END. Show.

  Assume that a car door is opened on a certain floor.

  When the car door (in this case, the door panel 1a) moves from the closed end position in the door opening direction when the door is open, the open end switch 6 is turned on before the open end, and the open end switch signal OPS is the deceleration position correction unit (3). 27. Thereafter, the actual motor speed Vm becomes zero, the termination signal END is output from the termination detection unit 25, and is input to the deceleration position correction unit (3) 27.

  Here, the deceleration position correction unit (3) 27 monitors the torque command Tref when the termination signal END is turned on. In this case, when the car door decelerates slowly and the vehicle collides strongly at the open end position, vibration occurs in the torque command Tref as shown in FIG.

  The deceleration position correction unit (3) 27 determines that the car door is colliding when the vibration component of the torque command Tref at this time exceeds a preset torque threshold Terr, and the vibration of the torque command Tref The correction value ΔD3 is calculated so that the component is equal to or less than the torque threshold Terr, and is output to the deceleration position storage unit 23.

  The deceleration position storage unit 23 adds or subtracts the correction value ΔD3 to the deceleration command output unit 19 with respect to the deceleration start position D set on the floor. Here, since it is assumed that the torque at the stop position is strong, the correction value ΔD3 is subtracted from the currently set deceleration start position D for correction. Thereafter, the deceleration of the actual motor speed Vm is started at the corrected deceleration start position D.

The same applies when the door is closed.
That is, when the door is closed, after the closed end switch signal CLS is turned on, the torque command Tref when the motor actual speed Vm becomes zero and the termination signal END is turned on is monitored. When the vibration component of the torque command Tref at this time exceeds a preset torque threshold Terr, it is determined that the car door is colliding, and the vibration component of the torque command Tref is set to be equal to or less than the torque threshold Terr. The correction value ΔD3 is calculated and output to the deceleration position storage unit 23.

  Thus, by detecting that the car door is actually located at the end (closed / open end) from the state of the actual motor speed Vm, and correcting the deceleration start position D according to the torque state at that time, The car door can always be decelerated and stopped at an appropriate position.

  In each of the above embodiments, the description has been given by taking a double door double door type car door as an example. However, the present invention is not limited to this, and various types of car doors such as a double door single door type are used. Applicable.

  In short, the present invention is not limited to the above-described embodiments as they are, and can be embodied by modifying the components without departing from the scope of the invention in the implementation stage. Moreover, various inventions can be formed by appropriately combining a plurality of constituent elements disclosed in the above embodiments. For example, some components may be deleted from all the components shown in the embodiment. Furthermore, constituent elements over different embodiments may be appropriately combined.

  DESCRIPTION OF SYMBOLS 1a, 1b ... Car door, 2 ... Belt, 3a, 3b ... Pulley, 11 ... Door drive motor, 12 ... Pulse encoder, 13 ... Power conversion part, 14 ... Current control part, 15 ... Speed control part, 16 ... Current Torque conversion unit, 17 ... motor speed calculation unit, 18 ... door position calculation unit, 19 ... speed command output unit, 21 ... mechanical constant storage unit, 22 ... deceleration position calculation unit, 23 ... deceleration position storage unit, 24 ... deceleration position Correction unit (1), 25 ... Terminal detection unit, 26 ... Deceleration position correction unit (2), 27 ... Deceleration position correction unit (3), D1, D2 ... Subtractor, Vref ... Speed command value, Tref ... Torque command value , Tm: actual motor torque, Vm: actual motor speed, X: door position, M: door weight, N: floor number data, D: deceleration start position, OPS: open end switch signal, CLS: closed end switch signal, ΔD1 , ΔD2, ΔD3 ... correction .

Claims (5)

In an elevator door control device that detects the actual speed of a motor that opens and closes a car door and controls the driving of the motor so that the detected actual speed follows a pre-specified speed command,
First storage means for storing a mechanism constant indicating a state of a mechanism portion of each floor in association with data of each floor;
Deceleration position calculating means for calculating a deceleration start position when the car door is opened and closed based on the mechanism constant stored in the first storage means;
Second storage means for storing the deceleration start position calculated by the deceleration position calculating means in association with the data of each floor;
When opening / closing the car door, a speed at which a deceleration start position corresponding to the current floor is acquired from the second storage means, and speed control is performed so as to start deceleration of the car door at the deceleration start position. An elevator door control device comprising a control means.   The elevator door control device according to claim 1, wherein the mechanism constant includes at least one of door weight, door running friction, and door self-closing force. Switch means that operates a certain distance before the open or closed position of the car door;
When the actual speed of the motor when the switch means operates exceeds a predetermined range, the floor in the second storage means is set so that the actual speed of the motor falls within the predetermined range. The elevator door control device according to claim 1, further comprising deceleration position correcting means for correcting the deceleration start position of the elevator. Switch means that operates a certain distance before the open or closed position of the car door;
End detection means for detecting that the car door is located at the open end or the closed end;
When the difference between the position of the car door when the switch means is operated and the detection position by the end detection means is other than a preset appropriate value, the difference is made to match the appropriate value. The elevator door control device according to claim 1, further comprising: deceleration position correcting means for correcting a deceleration start position of the floor in the second storage means. End detection means for detecting that the car door is located at the open end or the closed end;
When the torque when the car door is positioned at the open end or the closed end by the end detection means exceeds a preset threshold, the torque in the second storage means is set to be equal to or less than the threshold. The elevator door control device according to claim 1, further comprising deceleration position correcting means for correcting a deceleration start position of the floor.

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