JP2022007346A - Hoisting machine motor control system - Google Patents

Abstract

To suppress accumulation of inclination of a car caused by difference in sheave diameters and the like along with operation.SOLUTION: A hoisting machine motor control system in an elevator installed with at least two hoisting machines in a moving path of a car, includes a first speed controller inputting a deviation between a first rope feeding speed and a speed command value and outputting a first torque command value, a second speed controller for inputting a deviation between a second rope feeding speed and a speed command value and outputting a second torque command value, a first current controller for controlling a first motor current value fed to a motor of a first hoisting machine in accordance with the first torque command value, a second current controller for controlling a second motor current value fed to a motor of a second hoisting machine in accordance with the second torque command value, and a feedback element. The feedback element inputs the difference between the first torque command value and the second torque command value into the first speed controller and the second speed controller.SELECTED DRAWING: Figure 3

Description

The present invention relates to a hoisting machine motor control system in an elevator in which a plurality of hoisting machines are installed for each moving path of a car.

In recent years, a multi-car elevator in which a plurality of cars move in one moving path has been proposed. As a conventional multi-car elevator, for example, Patent Document 1 describes a technique relating to a circulation type multi-car elevator having a plurality of car pairs in which a car is connected to both ends of two diagonally arranged ropes. Has been done. This document also describes a technique for driving each of the two ropes connecting a car pair with a hoist having a separate drive sheave.

Further, as a driving force determination method when driving one rope with a plurality of hoisting machines, for example, Patent Document 2 describes a first hoisting machine having a first driving sheave and a second driving sheave. It has a second hoisting machine, a rope wound around the first and second drive sheaves, and a car suspended from the rope, and has the first hoisting machine and the second hoisting machine. An elevator device having a first control unit and a second control unit that control the operation of each of the above is described. In this document, the first control unit performs speed control according to a speed command value generated by the upper control system, and the second control unit torques based on a torque command generated separately from the first control unit. It is in control.

Japanese Unexamined Patent Publication No. 2006-111408 Japanese Unexamined Patent Publication No. 2007-238229

However, Patent Document 1 does not describe a specific method of driving force distribution when driving two hoisting machines with two ropes for diagonal fishing of a car. Further, Patent Document 2 describes a method of driving one rope with two drive sheaves and determining the driving force of each hoist, but the two ropes are individually hoisted. The method of controlling with is not described.

Here, in general, the diameter of the drive sheave of the hoist may have an error of about tens to several hundreds of μm as compared with the design diameter due to the influence of manufacturing error and wear. In addition, if the lower pulley located at the bottom of the car's moving path is suspended by a rope, the lower pulley will move downward due to the aging of the rope, resulting in the drive sheave of the hoist and the lower pulley. The distance tends to increase gradually.

For this reason, in the case of a multi-car elevator that diagonally fishes each car with two ropes, if the diameters of the two drive sheaves that drive the two ropes are different, the feed speed of each rope will also be different. , The car tilt occurs. Further, when the arrangement heights of the drive sheave and the lower pulley are different for each system, the car tilts when the car passes through the top and bottom of the moving path. Even if the error in the drive sheave diameter and the error in the arrangement height are small, there is a problem that the car inclination gradually increases because the car inclination accumulates if the operation is continued for a long period of time.

Therefore, an object of the present invention is to provide a control system for an elevator hoist that can reduce the accumulation of car inclination caused by the above.

In order to solve the above problems, the hoisting machine motor control system of the present invention is a hoisting machine motor control system in an elevator in which at least two hoisting machines are installed in the moving path of the car, and the first volume. The first measuring instrument that measures the first rotation speed of the upper machine, the second measuring instrument that measures the second rotation speed of the second winding machine, the first rotation speed, and the sheave diameter of the first winding machine. The first speed controller that inputs the deviation between the first rope feed speed and the speed command value calculated based on the above and outputs the first torque command value, the second rotation speed, and the sheave of the second hoisting machine. The second speed controller that inputs the deviation between the second rope feed speed and the speed command value calculated based on the diameter and outputs the second torque command value, and the first volume according to the first torque command value. The first current controller that controls the first motor current value supplied to the motor of the upper machine and the second motor current value supplied to the motor of the second hoisting machine are controlled according to the second torque command value. A second current controller and a feedback element are provided, and the feedback element includes a difference between the first torque command value and the second torque command value, the torque of the first hoisting machine, and the second hoisting machine. The difference between the torques of the above and the difference between the first motor current value and the second motor current value is input to the first speed controller and the second speed controller.

According to the control system of the elevator hoist of the present invention, it is possible to suppress the accumulation of the car inclination caused by the error of the sheave diameter or the error of the installation height of the sheave and the lower pulley.

The schematic block diagram of the hoist motor control system of Example 1. FIG. Top view of the multicar elevator shown in FIG. 1. The control block diagram of the motor for hoisting machine in Example 1. FIG. The control block diagram of the hoisting motor in the comparative example. The block diagram which made the equivalent conversion of the control block diagram of FIG. Control result by comparative example when the diameter of the sheave is different for each system. The control result of the comparative example when the installation height of the sheave and the pulley is different for each system. The control result of the comparative example when the installation height of the sheave and the pulley is different for each system. The control result of the comparative example when the installation height of the sheave and the pulley is different for each system. Diagram of the force applied to the car when the car is not tilted. Diagram of the force applied to the car when the car is tilted. Diagram of the force applied to each car, sheave, and pulley. The control result of Example 1 when the installation height of the sheave and the pulley is different for each system. The control result of Example 1 when the installation height of the sheave and the pulley is different for each system. The control result of Example 1 when the installation height of the sheave and the pulley is different for each system. The front view of the multicar elevator in Example 2. The front view of the elevator in Example 3.

Hereinafter, examples of the hoist motor control system according to the present invention will be described with reference to the drawings. In each embodiment, similar components are designated by the same reference numerals, and the same description will not be repeated. It should be noted that the various components of the present invention do not necessarily have to be individually independent, and a plurality of components are formed as one member, and one component is formed of a plurality of members. It is permissible that one component is a part of another component, that a part of one component overlaps with a part of another component, and the like.

The hoisting machine motor control system according to the first embodiment will be described with reference to FIGS. 1 to 7 with reference to a multicar elevator as a control target.

FIG. 1 is a schematic configuration diagram showing a multicar elevator 100 and a control device 60 of this embodiment. The multicar elevator 100 exemplified here has a configuration in which a plurality of pairs of car cars 30 for carrying people and luggage move in a movement path 1 formed in a building structure. Further, the control device 60 controls the operation of the car 30 by controlling the hoisting machine.

<Structure of multicar elevator 100>
The moving path 1 includes an ascending path 1U in which the car 30 rises and a descending path 1D in which the car 30 descends, and both paths are adjacent to each other in the horizontal direction. Further, the upper ends of the ascending road 1U and the descending road 1D are connected by an upper reversing road 1T in which the car 30 reverses from ascending to descending, and the lower ends of the ascending road 1U and the descending road 1D are connected from the descending vehicle 30. It is connected by a lower reversal path 1B that reverses ascending. Hereinafter, the upward direction is referred to as the positive direction of the z-axis, the right direction of the paper surface is referred to as the positive direction of the x-axis, and the back direction of the paper surface is referred to as the positive direction of the y-axis among the horizontal directions intersecting the z-axis.

For example, a car 30 of 3 to 6 cars is installed on this movement path 1. Hereinafter, the first pair is referred to as an A-loop car AX, AY, the second pair is referred to as a B-loop car car BX, BY, and the third pair is referred to as a C-loop car car CX, CY. In the following, the present invention will be described in detail mainly focusing on the A loop, and the description of the B loop and the C loop equivalent to the A loop will be omitted as appropriate.

The A-loop car AX and AY are connected to the endless first rope 17 (solid line) via the left rope terminal 31 _l , and to the second rope 27 (broken line) via the right rope terminal 31 _r , respectively. It is connected. The first rope 17 is wound around a first sheave 13 installed at the upper end of the descending path 1D, and suspends a first pulley 16 arranged at the lower end of the descending path 1D. Further, the second rope 27 is wound around the second sheave 23 installed at the upper end of the ascending path 1U, and suspends the second pulley 26 arranged at the lower end of the ascending path 1U. The first pulley 16 and the second pulley 26 gradually move downward due to the aging of the first rope 17 and the second rope 27, but are restraints (not shown) so as not to move in the x-direction and the y-direction. ) Is restrained.

A first motor 12 and a second motor 22 are embedded inside the first sheave 13 and the second sheave 23 to drive the first sheave 13 and the second sheave 23. A single or a plurality of first brakes 14 and second brakes 24 are arranged below the first sheave 13 and the second sheave 23, respectively, and mechanically brake the rotation of each sheave when the car 30 lands. ..

The first hoisting machine 11 is composed of the above-mentioned first motor 12, the first sheave 13, and the first brake 14, and the second hoisting machine 21 is the above-mentioned second motor 22, the second sheave 23, and the second. It is composed of a brake 24. In the following, the first hoisting machine 11, the first pulley 16, and the first rope 17 are collectively referred to as the first system 10, and the second hoisting machine 21, the second pulley 26, and the second rope 27 are collectively referred to as the first system 10. It is called 2 systems 20.

A total of four guide rollers 50, which are a type of guide device, are installed on the x-direction side surface of the car 30 at the upper left, lower left, upper right, and lower right, and are installed at both ends of the ascending path 1U and the descending path 1D in the x-direction. By being pressed by a spring against the installed guide rail 40 extending in the z direction, the car 30 is prevented from moving in the x direction and the y direction while the ascending path 1U and the descending path 1D are ascending and descending. Further, when the car 30 is tilted in any direction of xyz due to the repulsive force generated between the guide rail 40 and the guide roller 50, a restoration torque is generated in the car 30.

FIG. 2 is a top view of the multicar elevator 100 of FIG. 1 looking down from above. The first fixed shaft 15 of the first system 10 is fixed to the upper inversion path 1T, and is the first hoisting machine 11A of the A loop, the first hoisting machine 11B of the B loop, and the first hoisting machine of the C loop. The 11Cs are coaxially supported so that they can rotate independently. Similarly, the second fixed shaft 25 of the second system 20 is fixed to the upper inversion path 1T, and is the second hoisting machine 21A of the A loop, the second hoisting machine 21B of the B loop, and the second of the C loop. The hoisting machine 21C is supported so that each can rotate independently. The first rope 17A of the A loop is wound around the first hoisting machine 11A of the A loop. Similarly, the first rope 17B is wound around the first hoisting machine 11B, and the first rope 17C is wound around the first hoisting machine 11C. The same applies to the second system 20.

Further, although not shown, the first pulley 16A of the A loop, the first pulley 16B of the B loop, and the first pulley 16C of the C loop are coaxially supported on the lower reversal path 1B so as to be able to rotate independently. The pulley 16 is arranged, and the second pulley 26 coaxially supporting the second pulley 26A of the A loop, the second pulley 26B of the B loop, and the second pulley 26C of the C loop so as to be able to rotate independently is arranged. ..

The first rope 17A and the second rope 27A of the A loop suspend the A loop car AX and AY diagonally via the rope terminal 31A, respectively. In this way, a car pair of A loops is formed. Similarly, the first rope 17B and the second rope 27B of the B loop, and the first rope 17C and the second rope 27C of the C loop also have the B loop car BX, BY, and the C loop car car CX, CY. Is fishing diagonally.

The A-loop first hoisting machine 11A, the first rope 17A, and the first pulley 16A are collectively referred to as the A-loop first system. Similarly, the A-loop second hoisting machine 21A, the second rope 27A, and the second pulley 26 are collectively referred to as the A-loop second system. Further, the A loop 1st system, the A loop 2nd system, and the car pair composed of the car AX and AY are collectively defined as the A loop. B loop and C loop are also defined in the same way.

By synchronously driving the first hoisting machine 11A and the second hoisting machine 21A of the A loop, the car AX and AY can be moved at the same time. For example, when the first hoisting machine 11A and the second hoisting machine 21A of the A loop are rotated counterclockwise, the car AX ascends the ascending path 1U and the car AY rises as illustrated in FIG. Go down the descent path 1D. Since the hoisting machine of the other loop can independently control the rotation, the car of each loop can be driven independently.

<Configuration of control device 60>
As shown in FIG. 1, the control device 60 includes a loop controller 61 that individually controls the operation of the car 30 of each loop, and an overall controller 62 that collectively controls each loop controller.

Each loop controller 61 controls a hoist of each loop, and measures a power converter (for example, an inverter) that applies a desired voltage and current to the motor of each hoist, and the rotation speed of the motor. Measuring instruments (eg encoders), speed controllers that control the torque of the motor to achieve the desired rotational speed, current controllers that control the current of the motor to generate the desired torque, control the release and braking of the brakes. It is equipped with a brake controller and the like.

FIG. 3 shows a block diagram of the motor control of the loop controller 61. Further, FIG. 4 shows a block diagram of the motor control of the comparative example.

First, the block diagram of the comparative example of FIG. 4 will be described. In this comparative example, for the first system 10, the rotation speed ω ₁ of the first motor 12 actually measured by the first sheave encoder and the radius r ₁ of the first sheave 13 registered in the control system are used to use the first rope. The actual feed rate v ₁ of 17 is calculated, and the speed deviation v _err 1 is calculated by comparing this with the common rope feed rate command value v *. Similarly, for the second system 20, the rotation speed ω ₂ of the second motor 22 measured by the second sheave encoder and the radius r ₂ of the second sheave 23 registered in the control system are used to form the second rope 27. The actual feed rate v ₂ is calculated, and the speed deviation v _{err 2} is calculated by comparing this with the common rope feed rate command value v *. Then, the speed deviations v _err1 and v _err2 are input to the speed controller G _ASR (for example, PI control) for each system, and torque commands τ ₁ * and τ ₂ * that specify the torque value generated by the motor of each system are issued. calculate. After that, in response to the torque commands τ ₁ * and τ ₂ *, the current controller of each system controls the motor current of each system, and the desired motor torques τ ₁ and τ ₂ are output from the motors of each system.

On the other hand, in the block diagram of this embodiment shown in FIG. 3, the difference τ _err between the torque command value τ ₁ * of the first motor 12 and the torque command value τ ₂ * of the second motor 22 is taken in the configuration of FIG. , A torque averaging controller that feeds back to the input of the speed controller of each system has been added.

Generally, the response speed of the current control system is designed to be 10 times faster than that of the speed control system. Therefore, by using the difference τ _err of the torque command values τ ₁ * and τ ₂ *, the torque averaging controller This prevents the difference between the first motor torque τ ₁ and the second motor torque τ ₂ from accumulating and increasing, and is controlled so that the cumulative torque difference between the two systems becomes 0 in the long term.

Although not shown in the figure, in addition to the torque command values τ ₁ * and τ ₂ *, the difference between the current measurement values of the first motor 12 and the second motor 22 and the torque values τ ₁ and torque value τ ₂ are also shown. The same effect can be obtained by directly measuring, taking the difference, and feeding back. When the torque command values τ ₁ * and τ ₂ * are used, there is an advantage that the torque difference can be set to 0 in the long term by using only the state amount inside the speed control unit without measuring the current value or torque value of the motor. ..

FIG. 5 shows a block diagram in which the first speed controller, the second speed controller, and the torque averaging controller (hereinafter collectively referred to as “speed control unit”) of FIG. 3 are equivalently converted. Here, the difference τ _err of the torque command values τ ₁ * and τ ₂ * is not fed back, but the feedback element is composed only of the elements that are positively transmitted, and the same effect as in FIG. 3 is obtained.

Assuming that the transfer function of the speed controller is G _ASR in the Laplace region and the transfer function of the torque averaging controller is G _sync in the Laplace region, the poles of the entire speed control unit shown in FIG. 3 or 5 are expressed by the following equations. ..

From the viewpoint of control stability, it is desirable that all the real parts of the poles represented by (Equation 1) are negative.

<Principle of car tilt when the diameter of the sheave is different for each system>
Hereinafter, the principle of generating the car tilt that occurs during control according to the comparative example of FIG. 4 will be shown.

FIG. 6 shows control of a comparative example when the radius r ₁ of the first sheave 13 is larger than the radius r ₂ of the second sheave 23, for example, by about 0.2 to 0.3 mm in the multicar elevator shown in FIG. It is a control result by the block. For the sake of simplicity, only the A loop will be described, but the same problem occurs in the B loop and the C loop.

If the difference between radius r ₁ and radius r ₂ is not designed and is the result of manufacturing error or wear, the relationship between radius r ₁ and radius r ₂ recognized by the control system in FIG. 4 is r ₁ = R ₂ . Therefore, when the loop controller 61A of the A loop controls the first motor 12 and the second motor 22 at the same rotation speed ω ₁ = ω ₂ , the feed speed v ₁ of the first rope 17 and the feed speed v of the second rope 27 ₂ will be a different value.

Here, it is assumed that the car AX and the AY are both horizontal from the initial state, the car AX goes up the ascending road 1U, and the car AY goes down the down road 1D. When the radius r ₁ is larger than the radius r ₂ as shown in FIG. 6, the peripheral speed of the first sheave 13 becomes faster, so that the feed speed of the first rope 17 shown by the solid line is the feed speed of the second rope 27 shown by the broken line. It will be faster than the speed. As a result, when a predetermined time elapses from the initial state, the car AX tilts the y-axis clockwise and the car AY tilts the y-axis counterclockwise. Since this inclination is accumulated according to the driving distance of the car 30, even if the difference between the radius r ₁ and the radius r ₂ is about several hundred μm, the inclination may be large enough to be recognized by passengers. be.

<Principle of car tilt when the installation height of the sheave and pulley is different for each system>
FIG. 7A shows that in the multicar elevator shown in FIG. 1, the second hoisting machine 21 is installed at a position higher than the first hoisting machine 11 by Δ _u , and the second hoisting machine 21 is installed at a position higher than the first pulley 16. It shows a state in which the pulley 26 is installed at a position lowered by Δ _d . For the sake of simplicity, only the A loop will be described, but the same problem occurs in the B loop and the C loop.

Here, from the initial state where both the car AX and the AY are horizontal, the car AX moves from the ascending road 1U through the upper reversing road 1T to the descending road 1D, and the car AY moves from the descending road 1D to the lower reversing road. It is assumed that the vehicle passes through the road 1B and moves to the ascending road 1U (hereinafter, the movement of the car passing through the upper reversing road 1T and the lower reversing road 1B is referred to as "turning operation"). When the errors Δ _u and Δ _d shown in FIG. 7A exist, the total length of the second rope 27 is longer by 2Δ _u + 2Δ _d than that of the first rope 17. Therefore, after the turning operation, the first rope 17 advances ahead of the second rope 27, the left rope terminal 31 _l advances by 2 Δ _u from the right rope terminal 31 _r in the car AX, and the car AX counterclockwise. Lean to. Further, in the car AY, the left rope terminal 31 _l advances by 2Δ _d from the right rope terminal 31 _r , and the car AY tilts clockwise.

In FIG. 7B immediately after FIG. 7A, since the motors of the first system 10 and the second system 20 are controlled at the same rotation speed ω, the car AX follows the descending path 1D while maintaining the car inclination of FIG. 7A. Ascending, the car AY ascends the ascending road 1U.

In FIG. 7C immediately after FIG. 7B, the car AX moves from the descending road 1D through the lower reversing road 1B to the ascending road 1U, and the car AY passes from the ascending road 1U through the upper reversing road 1T to the descending road. Move to 1D. In this case as well, as in FIG. 7A, the first rope 17 advances ahead of the second rope 27 after the turning operation, and the left rope terminal 31 _l advances by 2Δ _d from the right rope terminal 31 _r in the car AX. In the car AY, the left rope terminal 31 _l advances by 2 Δ _u from the right rope terminal 31 _r . Therefore, the car AX and the car AY are further tilted together with the turning motion of FIG. 7A. In this way, the car inclination is accumulated for each turning motion.

Although only the A loop has been described above for the sake of simplicity, the same phenomenon may occur in the B loop and the C loop because the sheave diameter difference and the installation height of each system are different.

<Movable range of car tilt>
The car 30 is supported by the guide rail 40 and the guide roller 50 in the x-direction, the y-direction, and the rotation direction around the x-axis, the y-axis, and the z-axis. The stroke of the spring 52 limits the range of motion of the car tilt.

When the limit of the movable range of the car inclination is reached due to the accumulation of the car inclination described with reference to FIGS. 6 and 7, the rope slides on the sheave and no further car inclination occurs. However, in this state, since the movable limit of the left-right spring 52 that supports the inclination of the car is reached, the vibration damping property of the car by the guide rail 40 and the guide roller 50 is adversely affected, and the rope and the sheave wear quickly. There is a problem that the maintenance cost increases.

<Solution for car tilt>
When the control block of the comparative example shown in FIG. 4 is used, the following can be considered as a means for solving the car inclination in principle. The difference in sheave diameter is that the radii of the first sheave 13 and the second sheave 23 are periodically measured at the time of periodic inspection of the elevator, and the radii r ₁ and r ₂ of each sheave recognized by the control system are corrected. The occurrence can be suppressed. However, there is a risk that inspection items will increase and maintenance costs will increase.

Further, regarding the difference in the positions of the upper hoisting machine and the lower pulley, the car tilt can be prevented by sequentially measuring the difference in position and compensating for the rotation speed of the hoisting machine of each system. However, the positions of the first pulley 16 and the second pulley 26 suspended from the first rope 17 and the second rope 27 are positioned due to the load change of the car 30 and the aging of the first rope 17 and the second rope 27. Since the rope changes from moment to moment, it is necessary to install sensors, etc., and sequentially measure and reflect it in the control system for appropriate compensation. Therefore, the cost increases by the amount of the sensor.

In order to avoid such a problem, in the following, first, the relationship between the inclination of the car 30 and the motor torque difference between the systems is shown, and then the torque averaging controller of FIG. 3 of this embodiment and the equivalent FIG. 5 To explain the principle that the accumulation of car tilt can be suppressed.

<Relationship between car tilt and motor torque difference between systems>
8A and 8B show diagrams of the force applied to the car AX. Here, the frictional force acting between the guide roller 50 and the guide rail 40 is ignored this time.

As shown in FIG. 8A, the car 30 is _subjected to gravity M _AX g due to the car mass M _AX , tension FAX _l due to the first rope 17, and tension FAX r due to the second rope in the z direction, and in the y direction. The spring forces F _sul , F _sur , F _sdl , and F _sdr generated by the left-right springs 52 attached to the four guide rollers 50 are working. In FIG. 8A, since there is no car inclination, F _sul = F _sur = F _sdl = F _sdr .

By the control block of FIG. 3, for example, under the situation of FIG. 6, the measured values of the feed rate v ₁ of the first rope 17 and the feed rate v ₂ of the second rope 27 are controlled to the steady state of v ₁ = v ₂ . Since the car is not tilted, the sum of the moments of the force around the center of gravity becomes 0. Therefore, using the x-direction distance from the center of the car AX to the first rope 17 and the second rope as L _c and the z-direction installation interval L _s of the guide roller 50, the moment of the force around the center of gravity of the car AX The formula is as follows.

Further, the following equation holds from the balance of forces in the z direction.

In FIG. 8A, since F _sul = F _sur = F _sdl = F _sdr , _FAXr = _FAXl . Therefore, the following equations are derived from (Equation 2) and (Equation 3).

FIG. 9 shows the forces applied to the sheaves, pulleys, and car that make up the A loop. The force applied to the left end of the first sheave 13 is _Fu1l , the force applied to the right end is _Fu1r , the force applied to the left end of the second sheave 23 is _Fu2l , and the force applied to the right end is _Fu2r . The force applied to the left end of the first pulley 16 is F _d1l , the force applied to the right end is F _d1r , the force applied to the left end of the second pulley 26 is F _d2l , and the force applied to the right end is F _d2r . Here, the masses of the first pulley 16 and the second pulley 26 are equal, and it is assumed that M _d .

In this case, if the frictional force due to the rotation of the pulley is ignored, F _d1l = F _d1r = F _d2l = F _d2r = M _d g / 2 from the balance of the forces. If the elongation of the first rope 17 and the second rope 27 is ignored, _Fu1l = F _AYl + F _d1l , _Fu2l = F _AYr + F _d2l , _Fu1r = _FAXl + F _d1r , _Fu2r = _FAXr + F _d2r . It holds. Similarly, the car _AY , which is another car 30 constituting the A loop, is not tilted, and when the mass is MAY, the following equation is obtained as in the car AX.

Therefore, using the radius r ₁ of the first sheave 13 and the torque τ ₁ generated by the first motor 12, the balance of the force moments around the first sheave 13 is expressed by the following equation.

Similarly, using the radius r ₂ of the second sheave 23 and the torque τ ₂ generated by the second motor 22, the balance of the force moments around the second sheave 23 is expressed by the following equation.

When the radius r ₁ of the first sheave 13 and the radius r ₂ of the second sheave 23 are both r, the first motor is obtained by substituting (Equation 4) (Equation 5) into (Equation 6) (Equation 7). The torque difference Δτ between the 12 and the second motor 22 is as follows.

Therefore, when the car inclination is 0 for both the car AX and AY, the steady motor torque difference becomes 0.

On the other hand, FIG. 8B shows a state in which the car AX is tilted counterclockwise by θ _AX . At this time, the left-right direction springs 52 at the upper left and the lower right of the car AX contract, and the left-right direction springs 52 at the upper right and the lower left expand. As a result, the restoration torque τ _c1 with respect to the car inclination is generated in the car AX. Assuming that the rotary spring constant of the left-right direction spring 52 is k, if the car inclination θ _AX is a minute amount and can be approximated to cos θ _AX1 ≈ 1, the formula for the balance of the force moments around the center of gravity of the car AX is as follows. It will be like.

(Equation 9) From (Equation 3), _{FAX r} and _{FAX l} are expressed by the following equations.

Further, when the car AY of the same A loop is tilted by θ _AY in the counterclockwise direction, the following equation can be obtained in the same manner as the car AX.

Based on the above (Equation 10) to (Equation 13) and (Equation 6) (Equation 7) of the moment of force around the sheave, the first motor 12 and the second motor 12 and the second when the car AX and the car AY are tilted. The torque difference Δτ between the motors 22 is as follows.

Therefore, the torque difference Δτ in the steady state is proportional to the difference θ _AY − θ _AX of the inclinations of the car AX and AY. Therefore, by setting the steady torque difference Δτ to 0, the difference in inclination between the car AX and AY can be set to 0.

<Effect of reducing car tilt by this example>
As described above, in the block diagram of this embodiment shown in FIG. 3, the difference τ _err between the torque command value τ ₁ * of the first motor 12 and the torque command value τ ₂ * of the second motor 22 is taken, and each system is taken. A torque averaging controller that feeds back to the input of the speed controller is applied. As a result, according to the block diagram of FIG. 3, the first motor 12 and the second motor 22 are controlled so that the difference between the first motor torque τ ₁ and the second motor torque τ ₂ becomes 0 in the long term. Will be done.

It is preferable that the response of the torque averaging controller is set to be sufficiently slow with respect to the response of the speed controller of each motor so as not to affect the response of the speed controller. For example, the response speed of the torque averaging controller is set to 1/10 of the response speed of the speed controller of each motor.

Further, by applying the torque averaging controller after making the rated torques of the first motor 12 and the second motor 22 substantially equal, the current values of the first motor 12 and the second motor 22 become almost equal, so that the motor can be used. The temperature rise of the constituent coils and permanent magnets is almost the same. Since the temperature rise of the first motor 12 and the second motor 22 is not biased, the change in the motor constant (torque constant, etc.) due to the temperature becomes uniform, which is convenient for elevator control.

Further, the diameters of the first sheave 13 and the second sheave 23 and the diameters of the first pulley 16 and the second pulley 26 may be substantially the same (for example, the error may be about 0.1 mm). This is because if the sheave diameter and the pulley diameter are different, the torque averaging controller makes a difference in the rotational speed, so that the iron loss generated inside the motor and the eddy current loss of the magnet also make a difference.

When the sheave diameter and pulley diameter are different, the car AX and AY gradually tilt in opposite directions, but as a result of the motor torque difference becoming 0 by the torque averaging controller, the rotation by the guide roller 50 and the guide rail 40 The rotation speeds of the first motor 12 and the second motor 22 are automatically adjusted so that the car tilt becomes 0 by the spring effect.

<Effect of this embodiment when the installation heights of the sheave and the pulley are different for each system>
Next, the case where the installation heights of the sheave and the pulley are different for each system will be described.

The beginning of FIG. 10A corresponds to the end of FIG. 7A, and shows the state immediately after the turning operation of the car AX and AY. Immediately after the turning operation, the left rope terminal 31 _l advances by 2 Δ _u from the right rope terminal 31 _r , and the car AX is tilted counterclockwise. Further, in the car AY, the left rope terminal 31 _l advances by 2Δ _d from the right rope terminal 31 _r and is tilted clockwise.

From the beginning to the end of FIG. 10A, the influence of the torque averaging controller (or the equivalent circuit of FIG. 5) of FIG. 3 while the car AX descends the descending path 1D and the vehicle AY ascends the ascending path 1U. As a result, the torque difference between the first motor 12 and the second motor 22 gradually decreases, and when the car AX reaches the lower end of the descending path 1D and the car AY reaches the upper end of the ascending path 1U, the torque difference increases. Since it becomes 0, the difference between the car inclinations of the car AX and the car AY becomes almost 0 from (Equation 14).

For example, when Δ _d > Δ _u , the feed rates of the first rope 17 and the second rope 27 are adjusted by the torque averaging controller, so that the first rope 17 is Δ _d + Δ with respect to the second rope 27. Advance only _u . Therefore, in the car AX, the position of the right rope terminal 31 _r is lowered by Δ _d + Δ _u compared to the position of the left rope terminal 31 _l , and the difference in height between the two is Δ _d − Δ _u . At the same time, in the car AY, the position of the right rope terminal 31 _r rises by Δ _d + Δ _u compared to the position of the left rope terminal 31 _l , and the difference in height between the two becomes Δ _d − Δ _u , so that the car AX And AY's car tilt direction and size match.

FIG. 10B shows the car inclinations of the car AX and AY when the vehicle is further turned after FIG. 10A. Due to the turning operation again, in the car AX, the left rope terminal 31 _l advances by 2Δ _d from the right rope terminal 31 _r , and as a result, the left rope terminal 31 _l is Δ _d + Δ from the right rope terminal 31 _r . _u will proceed. Similarly, in the car AY, the left rope terminal 31 _l advances by 2 Δ _u from the right rope terminal 31 _r , and as a result, the left rope terminal 31 _l advances Δ _d + Δ _u from the right rope terminal 31 _r . become. Therefore, the car AX is tilted clockwise and the car AY is tilted counterclockwise by the same amount.

FIG. 10C shows a state after the turning motion of FIG. 10B. As shown here, the torque of the first motor 12 and the second motor 22 due to the influence of the torque averaging controller while the car AX goes up the ascending path 1U and the car AY descends the descending path 1D. The difference gradually decreases, and when the car AX reaches the upper end of the ascending road 1U and the car AY reaches the lower end of the descending road 1D, the torque difference becomes 0. Therefore, the car AX from (Equation 14). The difference between the car tilt and the car tilt of the car AY is 0. At this time, the feed rates of the first rope 17 and the second rope 27 are adjusted by the torque averaging controller, so that the first rope 17 advances by Δ _d + Δ _u with respect to the second rope 27. As a result, the heights of the left and right rope terminals 31 become equal in both the car AX and AY, and the car inclination becomes zero. Therefore, by sequentially setting the difference between the inclinations of the car AX and the car AY to 0 by torque averaging, it is possible to prevent the accumulation of the absolute values of the car inclinations of the car AX and the AY.

The torque averaging controller (and its equivalent circuit) of this embodiment is applied for the purpose of preventing the accumulation of the car inclination and suppressing the variation in the temperature rise of each hoist caused by the torque difference between the systems. Therefore, the torque averaging controller does not need agile responsiveness. For example, after the torque averaging controller function is disabled during acceleration / deceleration sections where the torque required for the hoist changes suddenly, or during turning operation, the running speed of the car becomes almost constant, that is, The above object can also be achieved by activating the first rope feed rate v ₁ and the second rope feed rate v ₂ after they become almost constant.

As described above, according to the present embodiment, it is possible to suppress the accumulation of the car inclination caused by the error of the sheave diameter or the error of the installation height of the sheave and the lower pulley. Further, as a secondary effect, it is possible to suppress the cumulative increase in the torque difference generated by a plurality of hoisting machines.

Next, the hoisting machine motor control system according to the second embodiment of the present invention will be described with reference to FIG. It should be noted that the common points with the first embodiment are omitted.

In this embodiment, as shown in FIG. 11, the hoisting machine and the pulley for driving each loop of the first system 10 and the second system 20 are each divided into two units, and the first system 10 is the first volume. It is driven by the upper machines 11α and 11β, and the second system 20 is driven by the second winding machines 21α and 21β. In FIG. 11, two hoisting machines are used to drive each loop of each system, but three or more hoisting machines may be used. By using a plurality of hoisting machines, the rated torque per motor can be reduced and the size can be reduced, so that the installability of the elevator is improved. Although not shown, each loop controller 61 controls all hoisting machines belonging to each loop at the same time. At this time, each hoist of each loop is individually configured with a rotation speed measuring device, a speed controller, and a current controller.

At this time, the torque averaging controller shown in FIG. 3 can be applied to any combination as long as it is a hoist that drives the same loop. For example, by applying the torque averaging controller of FIG. 3 to the first hoisting machine 11α and the first hoisting machine 11β of the A loop, the sheaves of the first hoisting machine 11α and the first hoisting machine 11β are applied. The torque difference caused by the diameter difference or the like can be reduced without adding a sensor or increasing maintenance items.

Further, with respect to the difference between the average value of the torque command values of the first winding machine 11α and the first winding machine 11β and the average value of the torque command values of the second winding machine 21α and the second winding machine 21β. By applying the torque averaging controller of FIG. 3, the effect of preventing the accumulation of the car inclination can be obtained as in the first embodiment.

Next, the hoisting machine motor control system according to the third embodiment of the present invention will be described with reference to FIG. It should be noted that the common points with the above embodiments are omitted.

In the elevator of FIG. 12, the rope 17 is driven by two hoisting machines 11α and 11β installed at the upper end of the hoistway, and one car 30 connected to both ends of the rope 17 and a counterweight weight 70 are raised and lowered. It is a rope type elevator. In FIG. 12, the number of hoisting machines for driving one rope 17 is two, but three or more may be used.

By using a plurality of hoisting machines in this way, the rated torque per motor can be reduced and the size can be reduced, so that the installability of the elevator is improved. Then, by applying the torque averaging controller shown in FIG. 3, the torque difference caused by the difference in sheave diameter between the hoisting machine 11α and the hoisting machine 11β is not increased by adding a sensor or increasing maintenance items. Can be reduced to.

The present invention is not limited to the above-described embodiments, and includes various modifications. For example, the above-described embodiment has been described in detail in order to explain the present invention in an easy-to-understand manner, and is not necessarily limited to the one including all the configurations. Further, it is possible to replace a part of the configuration of one embodiment with the configuration of another embodiment, and it is also possible to add the configuration of another embodiment to the configuration of one embodiment. Further, it is possible to add / delete / replace a part of the configuration of each embodiment with another configuration.

1 Moving road 1U Uphill 1D Downward 1T Upper reversing road 1B Lower reversing road 10 1st system 11 1st hoisting machine 12 1st motor 13 1st sheave 14 1st brake 15 1st fixed shaft 16 1st pulley 17th 1 Rope 20 2nd system 21 2nd hoisting machine 22 2nd motor 23 2nd sheave 24 2nd brake 25 2nd fixed shaft 26 2nd pulley 27 2nd rope 30 Cargo 31 Rope terminal 31 _l Left rope terminal 31 _r Right rope terminal 40 Guide rail 50 Guide roller 51 Front-rear direction spring 52 Left-right direction spring 60 Control device 61 Loop controller 62 Overall controller 70 Balanced weight

Claims (11)

A hoisting machine motor control system in an elevator with at least two hoisting machines installed in the moving path of the car.
The first measuring instrument that measures the first rotation speed of the first hoisting machine, and
The second measuring instrument that measures the second rotation speed of the second hoisting machine,
A first speed controller that inputs the deviation between the first rotation speed and the sheave diameter of the first hoisting machine and the first rope feed speed and the speed command value, and outputs the first torque command value. ,
A second speed controller that inputs the deviation between the second rotation speed and the second rope feed speed calculated based on the sheave diameter of the second hoisting machine and the speed command value, and outputs the second torque command value. ,
A first current controller that controls the first motor current value supplied to the motor of the first hoisting machine according to the first torque command value, and
A second current controller that controls the second motor current value supplied to the motor of the second hoisting machine according to the second torque command value, and
With feedback elements,
The feedback element is
The difference between the first torque command value and the second torque command value,
The difference between the torque of the first hoisting machine and the torque of the second hoisting machine,
Alternatively, the difference between the first motor current value and the second motor current value,
A hoisting machine motor control system, characterized in that the difference of any one of the above is input to the first speed controller and the second speed controller. In the hoist motor control system according to claim 1,
The elevator is a circulation type multicar elevator in which a car pair suspended by a first rope and a second rope circulates in the moving path including a descending path, a lower reversing path, an ascending path, and an upper reversing path.
The first rope is wound around the first hoisting machine arranged at the upper end of the descending path.
The second rope is wound around the second hoisting machine arranged at the upper end of the ascending path.
The car is suspended from the first rope via a first rope terminal provided on one of the diagonals, and suspended from the second rope via a second rope terminal provided on the other diagonal.
On the side surface of the car, a guide device is installed to guide the ascending / descending along the guide rails installed on the side of the descending road and the ascending road, and to generate a restoring torque to restore the inclination of the car. The hoisting machine motor control system is characterized by. In the hoist motor control system according to claim 1,
The elevator is a circulation type multicar elevator in which a car pair suspended by a first rope and a second rope circulates in the moving path including a descending path, a lower reversing path, an ascending path, and an upper reversing path.
The first rope is wound around the first hoisting machine and the second hoisting machine arranged at the upper end of the descending path.
The car is suspended from the first rope via a first rope terminal provided on one of the diagonals, and suspended from the second rope via a second rope terminal provided on the other diagonal.
On the side surface of the car, a guide device is installed to guide the ascending / descending along the guide rails installed on the side of the descending road and the ascending road, and to generate a restoring torque to restore the inclination of the car. The hoisting machine motor control system is characterized by. In the hoist motor control system according to claim 1,
The elevator is a circulation type multicar elevator in which the car pair suspended by the first rope and the second rope circulates in the moving path including a descending path, a lower reversing path, an ascending path, and an upper reversing path.
The second rope is wound around the first hoisting machine and the second hoisting machine arranged at the upper end of the ascending path.
The car is suspended from the first rope via a first rope terminal provided on one of the diagonals, and suspended from the second rope via a second rope terminal provided on the other diagonal.
On the side surface of the car, a guide device is installed to guide the ascending / descending along the guide rails installed on the side of the descending road and the ascending road, and to generate a restoring torque to restore the inclination of the car. The hoisting machine motor control system is characterized by. In the hoist motor control system according to claim 1,
The elevator is a slip-type elevator in which the balance weight moves up and down in the hoistway, which is the moving path.
The first hoisting machine and the second hoisting machine are arranged at the upper end of the hoistway and are wound with a rope.
The car is suspended from one end of the rope.
The counterweight is suspended from the other end of the rope and is suspended from the other end of the rope.
On the side surface of the car, a guide device for guiding the ascent and descent along the guide rail installed on the side surface of the hoistway and generating a restoration torque for restoring the inclination of the car is installed. Hoisting machine motor control system. The hoisting machine motor control system according to any one of claims 1 to 5.
It is characterized in that the first speed controller, the second speed controller, the first current controller, the second current controller, and the feedback element are composed only of a forward transfer function. Hoisting machine motor control system. In the hoisting machine motor control system according to any one of claims 1 to 5.
A hoisting machine motor control system characterized in that the rated torques of the first hoisting machine and the second hoisting machine are substantially equal to each other. In the hoisting machine motor control system according to any one of claims 1 to 5.
A hoisting machine motor control system characterized in that the sheave diameters of the first hoisting machine and the second hoisting machine are substantially the same. In the hoisting machine motor control system according to any one of claims 1 to 5.
The feedback element is characterized in that the difference is input to the first speed controller and the second speed controller after the first rope feed speed and the second rope feed speed become substantially constant. Hoisting machine motor control system. In the hoisting machine motor control system according to any one of claims 1 to 5.
The transfer function of the first speed controller and the second speed controller is defined as G _ASR in the Laplace region.
When the transfer function of the feedback element is G _sync in the Laplace region,
Hoisting machine motor control system characterized by the fact that all the real parts of the poles of 1 + 2 G _ASR G _sync = 0 are negative. In the hoist motor control system according to claim 10,
The response time constant τ _sync of the feedback element is τ _sync <τ _ASR / 10 with respect to the response time constant τ _ASR of the first speed controller and the second speed controller. Machine motor control system.

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